Category Archives: Safety

Traffic study for Rte. 27 signal


A traffic signal is needed at the Rte. 27 intersection with South Street, because of traffic volumes and backups, per a January 19 letter from traffic engineers hired by Chief Meaney to study the need, summarizing their recent study.  The traffic signal is projected to cost about $200,000.

Reportedly, however, Mike Sullivan says Chief Meaney is considering whether to ask the town meeting to proceed with that traffic signal or one for the intersection of Rte. 27 and West Street, which has a high number of accidents, many of which have been serious due the speeds of the vehicles.

The letter appears below and as a more readable PDF is here  20160119-mcmanus-town of medfield_route 27 (spring street) at south street_signal memo (2…

300 Myles Standish Boulevard | Suite 201 | Taunton, MA 02780
p 508-823-2245| f 508-823-2246
mcmahon a
Joseph W. McMahon, P.E. Joseph J. DeSantis, P.E., PTOE
John S. DePalma William T. Steffens Casey A. Moore, P.E.
Gary R. McNaughton, P.E., PTOE

John J. Mitchell, P.E. Christopher J. Williams, P.E.
R. Trent Ebersole, P.E. Matthew M. Kozsuch, P.E. Maureen Chlebek, P.E., PTOE
Corporate Headquarters: Fort Washington, Pennsylvania
Serving the East Coast from 13 offices throughout the Mid-Atlantic, New England, and Florida

January 19, 2016

Chief Robert E. Meaney, Jr. Medfield Police Department 110 North Street
Medfield, MA 02052

Route 27 at South Street ‐ Medfield, MA

Dear Chief Meaney:
McMahon Associates has completed a traffic warrant analysis at the intersection of Route 27 (Spring
Street/High Street) at South Street in Medfield, Massachusetts. The purpose of this study is to
evaluate existing traffic conditions at the intersection and to determine if a traffic signal is
warranted. Our assessment is based on a review of current traffic volumes, accident data, and
anticipated traffic growth over a 10‐year period. This study examines and documents future
conditions under unsignalized and signalized scenarios.

The study area is composed of the two intersections of Route 27 with South Street, which are offset
intersections approximately 600 feet apart. The study area intersections are displayed in the
attached Figure 1. The southerly intersection of Route 27 (High Street) and South Street is
currently signalized, while the northerly intersection of Route 27 (Spring Street) and South Street
is unsignalized, with free‐flowing traffic on Route 27 and stop control on South Street.

Route 27 (Spring Street/High Street) is a two‐way, two‐lane urban principal arterial under Town of
Medfield jurisdiction. Route 27 is approximately 30 feet in width providing one‐foot wide shoulders
on either side of the roadway and generally runs in the north‐south direction through the Town of
Medfield. Route 27 currently has a posted speed limit of 40 miles an hour in the study area.

Both segments of South Street are two‐lane, two‐way urban minor arterials also under Town of
Medfield jurisdiction, which runs in the east‐west direction through the Town of Medfield. The two
segments of South Streets have shoulder widths varying from one to three feet on either
side, with a posted speed limit of 30 miles an hour in the study area.

Chief Robert E. Meaney
January 19, 2016
Page 2 of 9

Route 27 (High Street) at South Street
At the southerly intersection with South Street, Route 27 (High Street) provides a through lane and
exclusive right turn lane on the southbound approach, and a through lane and exclusive left turn
lane on the northbound approach. South Street is approximately 40 feet in width and provides a
single multi‐use lane on the eastbound approach with shoulder widths ranging from one to three feet
on either side. There is a crosswalk located across the southbound approach at the intersection,
which spans across Route 27 and provides connectivity between the sidewalk on the eastern side of
Route 27 and the northern side of South Street. There is also a raised island present on the
southbound approach to facilitate the channelized right turn lane. The intersection of Route 27
(High Street) at South Street is currently signalized in all directions and provides an exclusive
pedestrian phase.

Route 27 (Spring Street) at South Street
The northerly intersection of Route 27 (Spring Street) at South Street is approximately 25 feet in
width at its intersection with South Street, providing one‐foot shoulders on either side. South
Street is approximately 75 feet wide at its intersection with Route 27 (Spring Street), with no
shoulders on either side of the roadway. South Street is currently under stop control at the
intersection, while Route 27 (Spring Street) is free‐flowing in the north‐south direction. There
are currently no crosswalks present at the intersection of Route 27 (Spring Street) at South
Street. However, there is an existing portion of sidewalk on the southeastern corner of the
intersection which provides connectivity to the intersection of Route 27 (High Street) at South

Sight Distance
A field review of the available sight distance was conducted at the South Street westbound approach
at the intersection of Route 27 (Spring Street). Route 27 (Spring Street) has a posted speed limit
of 40 miles per hour in both directions. The American Association of State Highway and
Transportation Officials’ (AASHTO) publication, A Policy on Geometric Design, 2011 Edition, defines
minimum and desirable sight distances at intersections. The minimum sight distance is based on the
required stopping sight distance (SSD) for vehicles traveling along the main road and the desirable
sight distance allows vehicles to enter the main street traffic flow without requiring the mainline
traffic to slow to less than 70% of their speed and is referred to as intersection sight distance
(ISD). According to AASHTO, “If the available sight distance for an entering or crossing vehicle is
at least equal to the appropriate stopping sight distance for the major road, then drivers have
sufficient time to anticipate and avoid collisions.” The following table summarizes the sight
distance standards for the various speeds.

Chief Robert E. Meaney
January 19, 2016
Page 3 of 9

Table 1
Sight Distance Requirements

Approach      Movement

Speed (MPH)

Required (ft)

Measured (ft)

Required (ft)

Measured (ft)

Meets Requirements

South Street WB at Route 27 (Spring Street)

Left (South)         40               305                 500+                445              500+

40               305                 500+                445              500+

For the westbound approach of South Street, there is over 500 feet of sight distance in either
direction along Route 27 (Spring Street). Based on the above mentioned requirements for stopping
sight distance and intersection sight distance with a posted speed limit of 40 miles per hour, the
South Street approach at the intersection with Route 27 (Spring Street) provides sufficient
available sight distance.

Existing Traffic Volumes
To assess peak hour traffic conditions, manual turning movement counts were conducted at the study
area intersections on Tuesday, November 10, 2015. The traffic counts were conducted during the
weekday morning peak period from 7:00 AM to 9:00 AM and the weekday afternoon peak period from 4:00
PM to 6:00 PM. The traffic counts are summarized in 15 minute intervals and are attached. The
resulting 2015 unsignalized traffic volumes are shown in Figure 2.

In addition, Automatic Traffic Recorder (ATR) data was collected for a 24‐hour period from Tuesday,
November 10, 2015 through Wednesday, November 11, 2015 on both Route 27 (Spring Street) and South
Street to determine the hourly distributions of traffic for the traffic signal warrant analysis.

MUTCD Signal Warrants
Signal warrant analyses were performed for the unsignalized intersection based on procedures
outlined in the latest edition of the Manual on Uniform Traffic Control Devices (MUTCD). The MUTCD
establishes nine criteria, referred to as warrants, for the installation of traffic signals. The
manual states that satisfaction of these warrants does not in itself require the installation of a
traffic signal. However, a traffic signal should not be installed unless one or more of the
warrants are met. The analyses performed for this report are based on the criteria for the eight‐
hour, four‐hour, and peak hour volume warrants, as well as the pedestrian volume and crash
experience warrants.

Chief Robert E. Meaney
January 19, 2016
Page 4 of 9

Eight‐hour, four‐hour and peak hour signal warrant analyses were performed using existing traffic
volumes at the intersection of Route 27 (Spring Street) and South Street. The results of the signal
warrant analyses are attached, and a summary of the results are presented below in Table 2.

Table 2: Signal Warrant Summary

Intersection                         Eight‐Hour      Four‐Hour     Peak Hour     Pedestrian
Route 27 (Spring Street)

Crash Experience

at South Street                             Yes                   Yes                  Yes
No                   No

As seen in Table 2, the intersection of Route 27 (Spring Street) at South Street meets the peak
hour, four hour traffic signal warrants (Warrant 2 and 3), and the eight‐hour traffic signal
warrant (Warrant 1), but does not meet the pedestrian warrant (Warrant 4), or crash experience
warrant (Warrant 7).

For the eight‐hour vehicular volume signal warrant (Warrant 1) to be met, minimum vehicular volumes
for the major street and minor street, found in Table 4C‐1 of the MUTCD, must be exceeded for one
of two volume conditions. Per MUTCD methodology, the 70% factor lowering the volume thresholds
required for satisfying the warrants is applicable to this intersection because of the 40 mph
posted speed limit. A summary of the results of the eight‐hour warrant are presented below in Table

Chief Robert E. Meaney
January 19, 2016
Page 5 of 9

Table 3: Eight‐Hour (Warrant 1) Signal Warrant Summary


Northbound Volume

Southbound Volume

Existing 2015 Total Major Street Volume

Minor Street Volume

Condition 1 Met1

Condition 2 Met2

6:00 AM                 819                         306                         1125
33                       no                        no
7:00 AM                1388                       640                         2028
143                     yes                       yes
8:00 AM                1100                       588                         1688
132                     yes                       yes
9:00 AM                 649                         501                         1150
99                       no                        yes
10:00 AM                485                         421                          906
111                     yes                       yes
11:00 AM                469                         512                          981
141                     yes                       yes
12:00 PM                 486                         475                          961
142                     yes                       yes
1:00 PM                 488                         487                          975
137                     yes                       yes
2:00 PM                  593                         773                         1366
279                     yes                       yes
3:00 PM                  581                         934                         1515
302                     yes                       yes
4:00 PM                  674                        1007                        1681
276                     yes                       yes
5:00 PM                  702                        1010                        1712
218                     yes                       yes
6:00 PM                  581                         882                         1463
215                     yes                       yes
7:00 PM                 369                         452                          821
130                     yes                       yes

1 Ma jor street volume greater than 350 vehicles pe r hour and minor street volume greater than 105
vehicles pe r hour. 2 Ma jor street volumes greater than 525 vehicles pe r hour and minor street
volume greater than 53 vehicles pe r hour.
****Spe ed Limit is 40 mph on Route 27 (Spring Street)

As seen in Table 3, both Conditions 1 and 2 of the eight‐hour signal warrant were satisfied during
ten consecutive hours, which surpasses the necessary eight‐hour signal warrant requirements. Based
on the results of the eight‐hour signal warrant and MUTCD criteria, the installation of a traffic
signal at the intersection is warranted. In addition, the results of four‐ hour and peak hour
warrants also support the installation of a traffic signal at the intersection.

Accident Summary
Crash data for the study area intersection was obtained from the Massachusetts Department of
Transportation (MassDOT) for the most recent three‐year period available. This data includes
complete yearly crash summaries for 2011, 2012, and 2013. A summary of the crash data is attached.

The signalized intersection of Route 27 (High Street) at South Street had a total of 11 crashes
reported over the three‐year period from 2011‐2013, resulting in a crash rate of 0.44 crashes per
million entering vehicles at the intersection. This value is lower than the average crash rates of
0.80 and 0.89 for signalized intersections statewide and in MassDOT District 3, respectively. It
should also be noted that the majority of the crashes were rear‐end type crashes resulting in
property damage, which are typical at a signalized intersection.

Chief Robert E. Meaney
January 19, 2016
Page 6 of 9

The unsignalized intersection of Route 27 (Spring Street) at South Street had a total of nine
crashes reported over the three‐year period from 2011‐2013, resulting in a crash rate of 0.37
crashes per million entering vehicles. This is lower than both the statewide and MassDOT District 3
averages for unsignalized intersections of 0.60 and 0.66 crashes per million entering vehicles,
respectively. The majority of the crashes that occurred at the intersection were angle or rear‐end
collisions; however, there were two crashes that were head‐on collisions. All of the reported
crashes resulted in property damage and there do not appear to be any trends related to weather or
time of day.

A background growth rate of one percent per year was identified in order to forecast increases in
traffic volumes on the study area roadways and intersections for our future analyses based on
information provided by the Town of Medfield. This rate captures growth associated with general
changes in population and accounts for other small developments in the vicinity of the study area
and is consistent with similar traffic studies completed in this area in recent years. No
additional developments or other roadway projects were identified to be included in the future
traffic analysis. The resulting 2025 Unsignalized traffic volumes are shown in Figure 3 for the
weekday morning and weekday afternoon.

As a basis for this assessment, intersection capacity analyses were conducted using Synchro
capacity analysis software for the study area intersection under the 2015 Existing, 2025
Unsignalized, and 2025 Signalized conditions. The analysis was based on procedures contained in the
Highway Capacity Manual (HCM). Capacity analysis summaries are attached. A discussion of the
evaluation criteria and a summary of the results of the capacity analyses are presented below.

Level‐of‐Service Criteria
Operating levels of service (LOS) are reported on a scale of A to F with A representing the best
conditions (with little or no delay) and F representing the worst operating conditions (long
delays). In an urbanized area, LOS D is typically considered adequate.

Capacity Analysis Results
Intersection capacity analyses were conducted for the study area intersections to evaluate the 2015
Existing conditions, as well as 2025 Unsignalized, and 2025 Signalized peak hour traffic
conditions. Based on our analysis, the peak hour of the adjacent street traffic occurs between 7:15
AM and 8:15 AM for the weekday morning, and 4:45 PM and 5:45 PM for the weekday afternoon peak
periods. The results of the capacity analyses are presented in Tables 4 and 5 below for the morning
and afternoon peaks, respectively.

Chief Robert E. Meaney
January 19, 2016
Page 7 of 9

Table 4: Morning Level of Service Summary

2015 Existing      2025 Unsignalized

2025 Signalized



LOS1  Delay2   V/C3   LOS1  Delay2   V/C3   LOS1  Delay2   V/C3

Route 27 (High Street)       EB         L                F      155.9    1.28      F      213.6
1.41      F       81.8     1.06
at South Street                                R                A        3.8      0.12      A
0.1      0.05      A        0.6      0.05
NB       L                B       10.2     0.14      B       10.6     0.16      E       76.9
T                F      227.1    1.44      F      293.1    1.59      F      271.9    1.51
SB         T                C       33.4     0.92     D       53.7     1.02      F       67.8
R                A        0.1      0.10      A        0.1      0.11      A        0.8      0.11


F      134.1    1.44      F      179.4    1.59      F      148.1    1.51

Route 27 (Spring Street)    WB      L                F     1175.1   3.24      F     2097.3   5.17
D       39.0     0.68
at South Street                                R                D       28.3     0.11     D
34.7     0.15      B       11.4     0.09
NB       TR             A        0.0      0.00      A        0.0      0.00      A       11.8
SB         LT              C       18.2     0.06      C       21.2     0.08      A        8.1

1 Level‐of‐Service


B       10.3     0.78

2 Average vehicle delay in seconds 3 Volume to capacity ratio
n/a Not Applicable

Chief Robert E. Meaney
January 19, 2016
Page 8 of 9

Table 5: Afternoon Level of Service Summary

2015 Existing      2025 Unsignalized

2025 Signalized


Movement LOS1  Delay2   V/C3   LOS1  Delay2   V/C3   LOS1  Delay2   V/C3

Route 27 (High Street)      EB    L                  B       12.2     0.36      B       12.5
0.39      E       79.0     0.75
at South Street                           R                 A        0.0      0.02      A
0.0      0.02      A        0.7      0.02
NB   L                  B       10.8     0.31      B       11.8     0.34      B       10.4     0.20
T                 C       34.8     0.94      E       61.3     1.05      B       14.3     0.61
SB    T                  B       15.8     0.75      C       20.6     0.83      B       13.6
R                 A        0.4      0.30      A        0.5      0.33      A        1.2      0.34


B       18.1     0.94      C       28.6     1.05      B       15.6     0.75

Route 27 (Spring Street)   WB  L                  F     1250.2   3.53      F     2116.2   5.39
F       94.1     1.04
at South Street                           R                 C       15.7     0.05      C       17.2
0.07      B       15.2     0.08
NB   TR               A        0.0      0.00      A        0.0      0.00      A        6.7
SB    LT               B       10.2     0.02      B       10.7     0.03      B       16.1     0.86

1 Level‐of‐Service


C       21.0     1.04

2 Average vehicle delay in seconds 3 Volume to capacity ratio
n/a Not Applicable

As seen in Tables 4 and 5, the proposed signal at the intersection of Route 27 (Spring Street) at
South Street is expected to operate at an overall LOS B during the weekday morning peak hour and at
overall LOS C during the weekday afternoon peak hour. During the weekday morning peak hour, the
westbound and southbound movements are expected to improve in operations compared to the future
unsignalized condition, based on the level of service. During the weekday afternoon peak hour, the
westbound right and southbound movements are expected to improve compared to the future
unsignalized condition, based on level of service. The implementation of a signal at the
intersection will potentially improve the operations of the South Street westbound approach. In
addition, the potential implementation of a dedicated northbound right turn lane on the Route 27
(South Street) approach, as shown in Figure 4, is expected to improve operations at the
intersection. The implementation of a traffic signal in combination with northbound right turn lane
modifications on Route 27 (Spring Street/South Street) would potentially involve Right‐of‐Way

Based on the MUTCD traffic signal warrants, accident data, and sight distance measurements, it is
recommended that a two‐phase actuated traffic signal be installed at the intersection of Route
27 (Spring Street) at South Street. A traffic signal will provide significant operational
improvements to the South Street westbound approach while maintaining adequate operations for Route
27 (Spring Street/South Street).  A traffic signal concept plan for the intersection of

Chief Robert E. Meaney
January 19, 2016
Page 9 of 9

Route 27 (Spring Street) at South Street is shown in Figure 4. The preliminary construction cost to
install a signal at this intersection is approximately $200,000. This estimate does not include
costs related to potential roadway widening on the eastern side of the northbound approach on Route
27 (South Street), which will allow for more efficient traffic operations at the intersection. In
addition, the potential right‐of‐way or land acquisition costs have not been accounted for in this

Based on the existing traffic volumes, accident history, and signal warrant analysis, it is
recommended that an actuated and coordinated traffic signal be installed at the intersection of
Route 27 (Spring Street) at South Street. The signal warrant analysis concludes that the
intersection volumes adequately satisfy the peak hour, four‐hour, and eight‐hour warrant
requirements. The capacity analysis indicates that signalizing the intersection will minimize
delay, and allow the intersection to operate at a LOS B and C during the weekday morning and
weekday afternoon peak hours. Under the future unsignalized conditions, motorists on South Street
will continue to experience long delays in the LOS F range during both peak hours. By installing a
signal, these motorists will experience much more acceptable levels of service.

We trust that our review and recommendations have provided you with the appropriate technical
information to finalize a decision on this request. Please do not hesitate to contact me should you
require any further information.
Very truly yours,
Phil Viveiros, P.E., PTOE Project Manager
Figure 1 – Study Area Map
Figure 2 – 2015 Existing Weekday Peak Hour Volumes Figure 3 – 2025 Future Weekday Peak Hour Volumes
Figure 4 – Traffic Signal Concept Plan
Traffic Count Data Signal Warrant Backup
Synchro Analysis Reports

Gas line exploded

This email just now from Kris –

There was a gas line explosion in the road at South and Philip. This line was currently undergoing work by the Gas Company. There are flames visible at the site. Both Medfield Police and Fire are at the scene. No injuries or property damage have been reported.

Traffic in that area is being detoured.

Kristine Trierweiler
Assistant Town Administrator

MCAP’s new website

MCAP Logo_1C_300

Medfield Cares About Prevention (MCAP) has a brand spanking new website.   Check it out at

  • looks great,
  • works great,
  • great content to help Medfield residents and youth find assistance.

Thanks to Medfield’s own Evan Weisenfeld for the website.

10th safest in Mass

10. Medfield (click here for full article)

As the birthplace of “Joy to the World” and “Mary Had a Little Lamb,” the community of Medfield values community spirit and get-togethers.  Also from Medfield is Hannah Adams, the first female author in America to be compensated for her work and  James Plimpton, inventor of the roller skate. This year, the whole town came together to safely dispose of more than 100 pounds of drugs on the annual Drug Take Back Day. Efforts like these keep dangerous medications out of town water supplies and the hands of the city’s youth.

Violent Crimes per 1,000: 0.97
Property Crimes per 1,000: 4.71
Safest cities in Massachusetts
Image: FlickreviewR; Attribution-Share Alike 2.0 Generic


How We Chose the Safest Cities in Massachusetts

We looked at the most recent FBI Crime Report statistics from 2013 to determine Massachusetts’s 50 safest cities. We eliminated cities with a population below 8,000 residents and any city that did not submit a complete crime report to the FBI.
If your city made list, share the news by embedding the “Massachusetts Safest Cities” badge on your site. Click here to get the code, then just copy and paste. ——————————————————————————————————
Next, we assessed each remaining city based on the number of reported property crimes (arson, burglary, motor vehicle theft, and larceny-theft) and violent crimes (robbery, murder, aggravated assault, and rape). Finally, to level the playing field for all cities, we determined the chance of these crimes happening out of 1,000 people in each city.

Of the 50 cities that made our list, 49 reported no incidents of murder in 2013, and 40 percent reported fewer than 10 total violent crimes. In addition, 78 percent of the cities on our list had no reports of arson, and 33 cities reported fewer than five incidents of motor vehicle theft.

These 50 cities boast proactive public safety programs and shrewd security initiatives that help their residents feel safe and secure. If you call the Bay State home or if you’re considering a move, make sure to look over the cities whose safety records stood out enough to make our list.

No matter where you call home, it’s always prudent to know the most current and effective ways to keep your home and loved ones safe. Bookmark our Massachusetts Safety Directory to connect to up-to-date, comprehensive information about safety and security in the Bay State.

Concussions in Elementary School

This came from HVMA today, and was information I would like to have had when I was coaching girls soccer and basketball, so I am passing it along –

Concussions in Elementary School: What you need to know

boy with soccer ball.concussionImagine you’re seated at work when you receive a call from the school nurse who tells you your son hit his head during recess. Thankfully, he didn’t lose consciousness, so no concussion, right?

Not necessarily.

Elementary-aged students do not lose consciousness as easily as teens or adults do. They also may not yet have the language skills necessary to convey the pain or symptoms they are experiencing. They might simply say they don’t feel “good.” With children participating in contact sports at younger ages it is crucial for parents, coaches, teachers and school nurses to be aware of the signs of a concussion and diligent about any changes in behavior that could signal the need for treatment.

Changes in behavior in children with concussion may include:

  • Appearing dazed or stunned
  • Being unsure of game, score or opponent
  • Moving clumsily
  • Showing behavior or personality changes
  • Having difficulty organizing tasks or shifting between tasks
  • Displaying inappropriate or impulsive behavior
  • Exhibiting greater irritability
  • Behaving more emotional than usual
  • Experiencing fatigue
  • Having difficulty handling a stimulating school environment (lights, noise, etc.)
  • Experiencing other physical symptoms (headache, nausea, dizziness)

If you observe any of the above symptoms you should contact a healthcare professional immediately. They can help you set up a plan for treatment and recovery. It is important to work with your healthcare provider as concussions affect people differently. Younger children can experience symptoms lasting anywhere from a few days up to a week. While children often appear to bounce back from everyday injuries, they actually take longer to recover from concussions than adults.

The best treatment for concussions – regardless of age—is rest, both physically as well as mentally, as this helps the brain heal. Restricting strenuous physical activity and getting plenty of sleep are very important for a steady recovery, but rest also involves cognitive rest, which means limiting mental tasks that require concentration or focused thinking. This includes no or limited screen time (phone, TV, computer) as the screen can worsen symptoms. Lighter mental activities, such as listening to audio books or drawing, are usually acceptable. However, it is important to continue monitoring for increased pain or behavioral changes. School work and reading are to be reintroduced gradually, stopping if symptoms reappear. Regardless of a child’s seeming recovery, students need to be evaluated and cleared by a doctor before returning to school or sports.

Because children who play sports are at greater risk for concussion, Harvard Vanguard offers ImPACT testing, a computerized concussion evaluation tool. We perform baseline testing – done before a child has a concussion – for kids 10-19, which can then be used as a point of comparison for tracking recovery if a child experiences a head injury in the future.

– See more at:

Tornado watch

MEMA issued a tornado watch this afternoon, until 11 PM this evening, per email below from Mike Sullivan:

Received notice from MEMA of a tornado warning for most of Massachusetts, including Norfolk County until 11:00 p.m. this evening. Please note that this is a tornado watch and not a tornado warning, which means that it is a low risk event, with a low probability of tornado formation. However, people should be prepare for the possibility of a tornado forming, and be prepared to seek appropriate shelter if necessary. Mike Sullivan

———- Forwarded message ———-
From: MEMA State Control (CDA)
Date: Tue, Jun 23, 2015 at 4:04 PM
Subject: Situational Awareness Statement #3: Tornado Watch Issued for All of Massachusetts

 DATE:          June 23, 2015

TIME:           4:00 PM

SUBJECT:      Situational Awareness Statement: Tornado Watch Issued


National Weather Service has issued a Tornado Watch for all of Massachusetts until 11:00 p.m. this evening.  A Tornado Watch means that conditions are favorable for the development of tornados.

Tell the FDA to Make Our Medicine Cabinets Safe!

Generic drugs make up 80% of all prescriptions filled in the United States. But in 2011 the U.S. Supreme Court ruled that generic drug makers are not responsible for updating their safety labels to warn of newly discovered risks and as a result cannot be held accountable in court if their drugs injure or kill Americans.

Consumers are left in a dangerous Generic Drug Safety Loophole with safety labels that are not reliable and their access to justice denied.

There is good news: The FDA has a proposed a plan to fix the problem! But it is under attack from the generics industry.

We need your help to close the Generic Drug Safety Loophole!

Sign the new Take Justice Back petition.

We have launched a new petition to the FDA to remind them that safety is an issue that simply cannot wait. Already, more than 21,000 people have called on the U.S. Food and Drug Administration (FDA) to restore generic drug accountability – and we need you to add your name to the growing list!

Sign the new Take Justice Back petition.

Together we can prescribe accountability to the generic drug industry!

Thank you –

The Take Justice Back Team

PS: After you sign the petition, make sure to share it with your friends on Faceboook.


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