Transcript Slide 1

Safety Conversation:
NLTAPA Conference
Michael S. Griffith
Director
Office of Safety Technologies
Federal Highway Administration
Overview
• MAP-21 – HSIP & SHSP
• FHWA Safety Initiatives – LTAP/TTAP Support
• FHWA Support – LTAP/TTAP Safety Initiatives
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MAP-21
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HSIP is the core safety program for FHWA
Essentially doubles the HSIP funding level ($2.4 B)
Maintains current structure
Adds requirement for regular updates of the
Strategic Highway Safety Plan (SHSP)
• Secretary to establish performance measures, and
States to set targets for number of fatalities and
injuries (and number per VMT)
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SHSP Benefits
Among many benefits, the SHSP generates…
• Unprecedented collaboration • Shared knowledge, data and
between safety partners
data systems
• Strengthened partnerships
• Leveraged resources
• Increased awareness of
highway safety
• Coordinated transportation
safety planning; unity of
safety priorities, goals and
strategies
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Relationship between SHSPs and Local &
Rural Road Safety Plans
• Local Plans complement the State SHSP
– Promote safety awareness
– Identify safety Issues
– Foster more informed participation in SHSP process
– Identify projects for safety funds
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Discussion
• How do State SHSPs impact local agencies?
• What has been LTAP/TTAP involvement in SHSPs?
• Have Local/Rural Road Safety Plans (LRSPs) been
developed in your State?
• What was the LTAP/TTAP role?
• How can FHWA’s Office of Safety assist you with
LRSP goals?
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FHWA Safety Initiatives –
LTAP/TTAP Support
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Focused Approach to Safety
• Coordinated by the Office
of Safety
– An FHWA effort to better
address 3 critical safety
challenges
– Targeted delivery of
resources to focus States
– Goes beyond traditional
methods
– Accelerating Safety
Activities Program (ASAP)
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Focused Approach - 3 Focus Areas
1. Roadway departure crashes
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53 percent of all highway deaths
2. Intersection-related crashes
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21 percent of all highway deaths
3. Pedestrian crashes
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13 percent of all highway deaths
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Every Day Counts 2
• High Friction Surface Treatments
• Intersection and Interchange Geometrics
– Roundabouts and Mini-Roundabouts
– Intersections with Displaced Left-turns or Variations
on U-turns
– Diverging diamond interchanges (DDIs)
http://www.fhwa.dot.gov/everydaycounts/
Proven Safety Countermeasures
Roadway Departure
• Safety Edge
• Longitudinal Rumble Strips and Stripes on 2-Lane Roads
• Enhanced Delineation and Friction for Horizontal Curves
Intersection
• Roundabouts
• Corridor Access Management
• Backplates with Retroreflective Borders
Pedestrian
• Medians and Pedestrian Crossing Islands in Urban and Suburban Areas
• Pedestrian Hybrid Beacon
• "Road Diets" (Roadway Reconfiguration)
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Safety EdgeSM
• Consolidating the pavement edge
into 30 shape during paving to
provide stability for vehicles
recovering from a roadway
departure
• 6% reduction of total crashes
• B/C range: 4 to 63
• Implement as a standard practice
for paving and resurfacing projects
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Enhanced Curve Delineation
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High Friction Surface Treatments
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Rumble Strips and Stripes
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Roundabouts
• Modern designs are safer and
more efficient than old circles
and rotaries
• Can reduce crashes resulting in
injury or fatality by nearly 80%
• Should be considered as part of
corridor or intersection
improvement projects
• Highly adaptable, proven in both
low-speed urban and high-speed
rural environments
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Corridor Access Management
• Involves the design,
implementation and
control of entry and exit
points along a roadway
• Reducing access points
along urban/suburban
corridor can reduce injury
and fatal crashes by about
25%1
• May be considered as a
component of general
corridor improvements or
as its own project
1. AASHTO Highway Safety Manual, Chapter 14
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Backplates with Retroreflective Borders
• Retroreflective strip added
around the border of a signal
backplate
• Documented 15% reduction in
crashes of all types and
severities at urban signalized
intersections1
• Consider as standard
treatment for new and
modernized signal projects, or
as a systemic retrofit safety
improvement
1. CMF Clearinghouse
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Medians and Pedestrian Crossing
Islands in Urban and Suburban Areas
Before
After
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Pedestrian Hybrid Beacon
• Pedestrian-activated
beacon located on the
roadside or on mast arms
over major approaches to
an intersection.
• Follow guidance in MUTCD
Chapter 4F.
• Safety results:
– 69% reduction in pedestrian
crashes
– 29% reduction in total
crashes
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Pedestrian Hybrid Beacon
Tucson, Arizona
Background:
• Pedestrians needed a safe way
to cross major arterials in
Tucson.
• PHB (aka the “HAWK”) was
developed by City of Tucson in
late 1990s.
• FHWA study found reductions
in total, pedestrian, and severe
crashes.
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“Road Diet” (Roadway Reconfiguration)
• Conversion of four-lane
undivided roadway into
three lanes with two
through-lanes and a
center two way left turn.
• Best on Roadways with
ADT of 20,000 or less.
Before
After
Safety results:
29% reduction in all
roadway crashes
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FHWA Support –
LTAP/TTAP
Safety Initiatives
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How Can FHWA Help LTAPs/TTAPs?
Technical Assistance & Training
– Roadway Safety Peer-to-Peer Program
http://rspcb.safety.fhwa.dot.gov/technical.aspx
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Highway Safety Improvement Program
Strategic Highway Safety Plan
Roadway Departure
Road Safety Audits
Data Analysis & Evaluation
Intersections & Roundabouts
Local & Rural Road Safety
Pedestrian & Bicycle Safety
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Discussion
• How have LTAP/TTAPs successfully partnered with FHWA
and State DOTs?
• Have LTAP/TTAPs been involved in any of the FHWA Safety
Initiatives?
• How can the Safety Peer-to-Peer program work better?
• How can FHWA work with LTAP/TTAPs to fill their gaps in
training/information to achieve local road safety goals?
• What overall resources would LTAPs/TTAPs like to see from
FHWA?
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