A significant portion of the meeting was dedicated to discussing Gardner’s high injury network, which was developed using crash data sourced from the Massachusetts public crash data portal, covering the years 2021 to 2025. The network was designed to pinpoint locations averaging over five reported crashes per year, along with those experiencing fatal or serious injury crashes. The council utilized a weighted scoring system to prioritize crash severity, resulting in detailed density maps that spotlighted intersections with high crash rates. These maps were compared with data from the MRPC regional plan and Mass DOT high injury locations to ensure a comprehensive analysis.

Key segments identified in Gardner include areas along Green Street and Route 140, as well as central locations such as Parker Street, Main Street, and Elm Street. Particularly problematic intersections were highlighted, including the uptown rotary on Central Street and Coleman Street at Bates Road, where a fatal pedestrian crash occurred. Other overlapping intersections noted for high community feedback included West Broadway at Tony Boulevard, Parker Street at Oak Street, and Chestnut Street at Cross Street.

In addition to the HIN, the council is also working on a high-risk network focusing on roadways that may not yet have extensive crash data but still pose significant risks due to their characteristics. This network considers factors such as lane configurations, traffic flow, and environmental conditions that could potentially contribute to accidents. The regional planning commission’s action plan informs this network, taking into account vehicle volume, roadway width, speed limits, and the vulnerability of certain populations, such as seniors and non-drivers.

The council also explored potential countermeasures to prevent fatal and serious injuries on these networks. Emphasizing a three-pronged strategy of engineering improvements, traffic law enforcement, and educational promotion, the council aims to adopt a “safe system approach” under the Vision Zero initiative, which seeks to eliminate all roadway fatalities and serious injuries. Among the suggested interventions were speed management strategies, such as modifying traffic signal operations to enhance pedestrian safety and installing speed cushions that allow emergency vehicles to pass unobstructed while calming traffic.

The meeting also covered the importance of teamwork among city departments, like the Department of Public Works (DPW) and the police, to foster a culture of safety. The police department is seeking grant funding from the state for various safety campaigns, including targeted speed enforcement initiatives. However, resource limitations for enforcement were acknowledged, highlighting the challenges in maintaining a consistent road presence.

The potential use of automated enforcement measures, such as traffic cameras for speed and red light violations, was introduced as a new consideration for the state. Speed feedback signs were also mentioned as a possible low-cost enhancement to manual enforcement efforts, with the ability to collect data to inform future decisions.

The council discussed the possibility of demonstration projects involving temporary installations of traffic management measures to gather feedback and assess their effectiveness before making permanent decisions. Examples included the use of flexible delineators to create buffered bike lanes or to tighten intersections, improving pedestrian safety. Data collection before and after implementing these projects will be crucial for evaluating their impact and making informed decisions for future actions.

A critical view on traditional speed bumps was expressed, with a growing openness toward speed cushions as a less intrusive alternative. A pilot project to test the effectiveness of speed cushions in addressing speed issues, particularly in downtown areas, was suggested, emphasizing the importance of gaining support from both the city council and the mayor.