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Traffic Safety -- DIGEST -- Joint FHWA/NHTSA Initiatives
Accident Location Analysis System IOWA PROBLEM IDENTIFICATION The Bureau of Transportation Safety at the Iowa Department of Transportation (IDOT) maintains a database of traffic records sent in by investigating officers as well as drivers involved in crashes occurring on public road systems in Iowa. All crashes that result in a fatality, a personal injury or at least $500 property damage are included in the database. The original database system, known as ALAS (Accident Location Analysis System), was a costly mainframe system with many inherent problems. Data entry was cumbersome, reports were difficult to understand and use of the system required extensive training. In addition, it lacked the capacity to perform functions such as summary statistics and crash location schematics. In response to these problems, IDOT programmers designed a PC-based version of the system, called PC-ALAS. GOALS AND OBJECTIVES PC-ALAS provides local agencies with complete crash statistics regarding fatalities, injuries and property-damage-only crashes. These statistics are available for all investigated and driver-reported crashes on any road system. Government agencies in many other states have been limited to crash location information only on primary roads. Information provided by Iowa's PC-ALAS program is a vital part of decision-making processes on all levels: for engineers designing road improvements, county and city law enforcers designating enforcement "beats," and even local governing bodies considering planning and zoning issues. STRATEGIES AND ACTIVITIES PC-ALAS is designed for the state and local agencies that use crash data for decision-making. The program can retrieve relevant information by location or jurisdiction. For example, all crashes at a specific intersection or on a stretch of road may be isolated for analysis. To accomplish location analysis, a link-node system has been developed. This system relies on node maps provided by IDOT's Office of Transportation Inventory. Another method for isolating crashes in a graphic area is the "beat." A "beat" is any geographic area that can be defined using three to four corners, whether a square, rectangle, triangle or any other straight-sided geometric shape with no more than four sides. It is also possible to retrieve crash data on the primary systems by milepoint or milepost values, but this too, is a derivative of the link-node system in which crashes are originally coded. To process a study by jurisdiction, unique county and city identifier numbers were created to isolate crashes that occurred in an individual city or county. Through the use of these code numbers, crash data can be grouped by state, county or city, and retrieved for further analysis. At any point, the user has the ability to produce reports that summarize all qualifying data. RESULTS All public agencies in Iowa may request free PC-ALAS engineering and enforcement reports, generated by specific location and/or jurisdiction-wide crash characteristics. The current version of PC-ALAS allows the user access to any data element or subset selected, as well as some standardized summaries and tables. Other enhancements allow the user to select a specific time interval for analysis, down to the exact day and hour and to define the location desired in a wide variety of ways. Upcoming versions of the software will have features specifically aimed at the remote users. Enhancements will include the ability to enter accident data locally so that a current PC-ALAS file is maintained. An edit and correction system for local agencies will permit electronic upload to the state crash data file, and the ability to set up parallel data files using the same link-node location reference system to create citation or sign inventory files for integrated analysis. This project was nominated by the Region VII Offices of the National Highway Traffic Safety Administration and the Federal Highway Administration for the agencies' national 1994 Joint Safety Award. Coalition Building MONTANA PROBLEM IDENTIFICATION According to recent data, Montana's seven Indian reservations experience extremely high numbers of fatalities and injuries, as well as extensive property damage, from motor vehicle collisions. The fatality rate for these areas, when population size is taken into account, is approximately three times higher than for the rest of the state. Because of the isolated nature of these reservation communities, communication with governmental entities is often tenuous. GOALS AND OBJECTIVES In order to provide an opportunity to address the distinctive needs of this population, the Montana Department of Transportation (MDT) initiated a series of safety management system planning and implementation activities. A key component of the effort was the establishment of a coalition group to stimulate communication with the seven Indian reservations. The major goal of the coalition building program is for MDT managers associated with the safety management system to work together with representatives from the reservations to reduce motor vehicle crashes. This will be facilitated through the guidance, input and contacts provided by tribal officials. STRATEGIES AND ACTIVITIES Using Montana's joint plan of action between the National Highway Traffic Safety Administration (NHTSA) and the Federal Highway Administration (FHWA), a multiphase process of implementation was developed. The first step involved forming a coalition group to open channels of communication with the seven reservations. Concurrently, the Governor's Safety Representative initiated a Section 402-funded contract to provide education to students at reservation schools on seat belts, driving under the influence of alcohol and other safety concerns. Instruction is provided to students by VISTA volunteers. Efforts are also underway to integrate input and participation from reservation representatives into the safety management system process. RESULTS Because this effort is relatively new, results are difficult to measure. However, the primary positive result achieved has been to forge strong communication linkages between a number of diverse agencies. These include NHTSA, FHWA, the Indian Health Service and the Bureau of Indian Affairs. Through the process of coalition building, these groups are combining their efforts to improve highway safety on Montana's Indian reservations. Corridor/Community Traffic Safety Program COLORADO PROBLEM IDENTIFICATION Researchers at the Colorado Department of Transportation's (CDOT) Staff Traffic and Safety Projects Branch conducted an extensive study of multiyear crash data to try to isolate the rural and urban highway corridors in the state experiencing the highest rate of traffic crashes. Once these corridors were identified, the researchers carried out further analyses to better define the types of crashes that occur along these strips, why they occur and what strategies can minimize the hazards and reduce the number of crashes. Highway 74, which runs from the towns of Morrison to Evergreen in the foothills west of metropolitan Denver was one roadway targeted for improvement. This corridor has steep grades, many curves, limited sight distance, abrupt dropoffs, fixed objects and locations without guardrails. It is traveled by commuters, weekend visitors to the mountains, and professional and recreational bicyclists. Crash analysis revealed, among other things, that 54 percent of crashes occurred on the weekends, crashes occurring during commuting hours were not a factor, and 53 percent of the crashes involved a vehicle running off the roadway. GOALS AND OBJECTIVES The goal of the initiative, which received widespread community support, was to target deficiencies which contribute to the highway crashes and address safety improvements in the higher crash locations. The objective was to take a comprehensive approach to put safety improvements programs in place, involving engineering, enforcement, education and emergency medical services agencies. STRATEGIES AND ACTIVITIES The Highway 74 Corridor Project Task Force is comprised of representatives of the Colorado State Patrol, the Jefferson County Sheriff's Department, the county traffic engineer, CDOT, emergency medical services (EMS) and fire rescue, the Federal Highway Administration (FHWA), and the National Highway Traffic Safety Administration (NHTSA). After reviewing available data, the task force proposed a Problem Solution Plan with short term, intermediate and long term objectives. In the short term, the task force will enlist the aid of community leaders to work with transportation and police officials to improve law enforcement efforts. Traffic engineers will also assist the task force by conducting roadway studies and recommending improvements. In the intermediate period needs identified in the initial project phases will continue to be addressed through ongoing involvement of law enforcement, transportation and engineering officials. Future EMS needs for training, equipment and communications will also be considered by committee members. Long term activities will include safety fairs, youth programs, community awareness and training to sustain traffic safety efforts. During this phase all identified engineering modifications will be completed, along with an analysis of EMS needs. The task force will also complete an evaluation plan to measure the changes in the frequency and severity of crashes before and after program implementation, and in comparison with the crash experience on similar roads, EMS responses, the ability of the committee to raise funds to support program activities, the frequencies of citations issued, safety belt and car seat usage rates, the number of citizens attending meetings or volunteering time, and the amount of media coverage on traffic safety issues. RESULTS The community of Evergreen and the agencies and citizens associated with the Highway 74 corridor were very receptive to the corridor/community traffic safety program. As a result of the joint initiative, the community established a local traffic safety program known as Drive Smart Evergreen/Conifer. Corridor Safety Improvement OREGON PROBLEM IDENTIFICATION There is a 9-mile stretch of Century Drive, a primary access road to a popular winter recreation area in Oregon, that is especially dangerous for motorists. The roadway in this portion of the highway is curvy and lined with tall trees that block the sun from melting ice on the roads. The roadway that precedes this section is straight with wide shoulders and has full sunlight, usually leaving it free of ice and snow. As drivers approach the corridor, they are not prepared for the change in curves, shade and icy conditions. As a result, numerous serious crashes occur and 90 percent of them are ice- related. GOALS AND OBJECTIVES Oregon's Corridor Safety Improvement Program (CSIP) is a cooperative effort among the Oregon Department of Transportation (ODOT), the Deschutes County Sheriff's Office (DCSO), the National Highway Traffic Safety Administration (NHTSA) and Federal Highway Administration (FHWA). The program utilizes nontraditional strategies to address the crash problem. Objectives of the project are to: þ Reduce the number and severity of ice-related crashes on the 9-mile corridor of Century Drive þ Increase the opportunities for safe installment of traction devices þ Provide safe and frequent pulloff areas for enforcement purposes and increase law enforcement presence þ Distribute informational brochures to customers of winter recreational equipment and rental shops, as well as to resort locations þ Encourage media coverage STRATEGIES AND ACTIVITIES Available data were presented at an initial meeting that included local public works, local and state law enforcement personnel, emergency medical staff, a citizen action group, and ODOT maintenance and safety staff. Because the problem concerned an extremely focused area of the road, the development of crash countermeasures was made simple. The following activities took place: þ An enforcement plan was developed using NHTSA grant funding already in use for countywide traffic safety patrols. State patrols were requested to augment county efforts þ ODOT revised its roadway sanding policy to respond to DSCO concerns and suggestions þ The U.S. Forest Service was approached and agreed to thinning and removal of selected trees within the corridor þ FHWA-funded engineering improvements were scheduled, using funds earmarked for safety enhancements RESULTS The year before the safety program, there were 12 moderate and severe injuries from crashes along this stretch of the highway. Between November 1993 and April 1994 there were none. Cooperation and effective communication between ODOT and DCSO has also increased. CRASH Regional Program KENTUCKY PROBLEM IDENTIFICATION The Green River Area Development District (GRADD) comprises seven counties in rural Kentucky and has experienced among the highest motor vehicle crash rates in the state. In an effort to reduce the number of injuries and fatalities associated with crashes in this region, the Kentucky division of the Federal Highway Administration (FHWA) has joined with the National Highway Traffic Safety Administration (NHTSA), the Kentucky Transportation Cabinet, the University of Kentucky Transportation Center and the Kentucky Highway Safety Branch to develop a districtwide highway safety program. GOALS AND OBJECTIVES The CRASH program's goal is to reduce the number of injuries and deaths that result from motor vehicle crashes through a variety of activities aimed at educating the public on traffic safety issues. STRATEGIES AND ACTIVITIES Citizen advisory groups were formed in each of the seven GRADD counties to provide an opportunity for local law enforcement, safety officials and community members to have full input in the planning of highway safety program activities. These groups selected a name for the programþCitizens Regional Awareness for Safe Highways (CRASH). The developers of the CRASH program solicited support from community businesses among others in the design of safety activities. For example, a local car dealership paid for and assisted in the production of a public service announcement (PSA) video designed for the winter holidays. The video showed the owner of the dealership buckling his children into seat belts before driving off for a holiday visit. A local advertising firm has also donated 85 community safety billboards featuring safe driving messages. The CRASH program has sponsored "Vince and Larry" and "Buckle Bear" appearances in all local winter holiday parades, the American Family Expo, Octoberfest and the Country Music Fest. The program also held a 2-day child safety seat clinic in a local department store, with strong support from the media, volunteer groups, local police departments and enforcement agencies. Targeting children as well as adults, CRASH enlisted area elementary schools to participate in traffic safety poster contests. The winning entry was displayed on a winter holiday parade float. RESULTS An evaluation of the CRASH program's impact on reductions in crashes, injuries and fatalities will not be conducted until its third year of operation. However, program staff have fully demonstrated their effectiveness in bringing a variety of federal, state and community groups together to plan joint strategies in highway safety. CRASH was nominated by the Region IV Offices of NHTSA and FHWA for the agencies' national 1994 Joint Safety Award. Heavy Truck Safety Initiative WYOMING PROBLEM IDENTIFICATION The Wyoming Department of Transportation's Highway Safety Program selected the Heavy Truck Safety Initiative as part of its plan to reduce commercial vehicle involvement in crashes. Heavy trucks were a factor in approximately 10 percent of all crashes in Wyoming each year. Further, 75 percent of all truck crashes involved a tractor trailer and, of these, more than 77 percent were vehicles registered outside of Wyoming. These alarming statistics convinced the Governor's State Highway Safety Representative to concentrate the state's efforts in the area of heavy truck operation safety. GOALS AND OBJECTIVES The Heavy Vehicle Initiative has two primary goals: þ To reduce the number and severity of commercial motor vehicle (heavy trucks) involvement in crashes þ To optimize the working relationship between federal, state, local and private agencies, and to draw upon the strengths and abilities of these respective agencies to accomplish the safety initiatives STRATEGIES AND ACTIVITIES A work group has been convened composed of representatives from the National Highway Traffic Safety Administration (NHTSA), the Federal Highway Administration (FHWA), the Wyoming Department of Transportation, the Wyoming Highway Patrol, the Wyoming Trucking Association and a truck driver representative. The group is currently doing research to develop a standard definition of the word "truck," since each government agency currently uses its own interpretation. Variances in vehicle weights, number of axles and other truck descriptors make comparison of statistical data between agencies very limited. An area where a high number of crashes occurred was identified. In response, the "Lights on for Safety" and "Use Safety Belts" campaigns were initiated. Questionnaires have been provided to the trucking industry to ascertain what government actions might be initiated to provide assistance for specific safety problem areas encountered by this group. Plans are being made to prepare innovative methods for communicating with the drivers, such as billboards and low-frequency radio messages to alert truck drivers about closed roads or weather conditions. Coordination of rest area and turnout design is also being researched. Overheight load detectors will be installed at particularly troublesome crossroad structures. A more comprehensive road closure system is being planned to address weather-related problems. RESULTS Because this project is relatively new and ongoing, results from many of the areas where efforts are focused are not yet complete. However, findings to date indicate that a reduction in crashes occurred in the target area for the "Lights on for Safety" and "Use Safety Belts" campaigns. Questionnaires completed by the commercial trucking industry have produced a great deal of positive feedback. Input from this group will continue to provide much needed information for the developing Safety Management System. Incident Management UTAH PROBLEM IDENTIFICATION The Greater Salt Lake Valley metropolitan area experiences a relatively high rate of motor vehicle crashes. Numerous law enforcement, emergency medical and transportation agencies are all charged with providing response services. Although each agency had been carrying out its task efficiently, there was no plan for coordinating services among them. Emergency responses were often disorganized and frequently took longer than was necessary. Traffic delays were common and costly. Utah's trucking industry, for example, estimated that it was costing them an average of $140 an hour for trucks to sit in traffic. To mitigate the problem, Utah officials developed and implemented a crash incident management plan. GOALS AND OBJECTIVES The specific objectives of the incident management project were to: þ Conduct a seminar on incident management þ Assemble an incident management team who will prepare a formal incident management plan þ Introduce the finalized plan to area cities and towns, and solicit their participation STRATEGIES AND ACTIVITIES The creation of a formalized incident management plan involved joint collaboration among a number of working group agencies. These included the National Highway Traffic Safety Administration (NHTSA), Federal Highway Administration (FHWA), the Utah Department of Transportation (UTDOT), the Salt Lake City Police Department, the Utah Departments of Public Safety and Environmental Quality, the Utah Trucking Association and others. In order to provide a suitable forum for interaction among these groups, a conference on incident management in the Greater Salt Lake Valley was conducted in May 1993. Between 100 to 150 people attended the conference, including the FHWA Associate Administrator for Safety and Systems Applications. NHTSA personnel identified potential participants, speakers and agenda topics. FHWA staff members coordinated the project. During the workshop a task force was formed to finalize the development of a comprehensive incident management plan for the Greater Salt Lake Valley region. RESULTS As a result of the conference, an incident management team was organized to coordinate responses to traffic crashes and related incidents in the Greater Salt Lake Valley area. The team consists of three people who operate two different emergency response vehicles. These vehicles assist motorists involved in traffic incidents. They are also used to help in the containment of hazardous material spills resulting from some truck crashes. The vehicles have been in operation for only a few months, during which time public response has been overwhelmingly positive. Based on this success, the management plan calls for the addition of two more full-time personnel in the next year. An incident management manual is also under development for use in the Greater Salt Lake City area. It will be designed to serve as a model for other regions to use in developing their response programs. Northern Panhandle Regional Highway Safety Program WEST VIRGINIA PROBLEM IDENTIFICATION Until 1993, one of the potential hazards of highway driving in the vicinity of the West Virginia steel town of Weirton was colliding with a 22,000 pound steel coil that had slipped off its transporting truck. These coilsþsome of which weighed up to 47,000 poundsþwere not always properly secured to the trucks' flatbeds and were falling off trucks at an average of 4 each year. The Northern Panhandle Regional Highway Safety Program (NPRHSP) promotes and supports awareness, education, training and enforcement efforts that address all aspects of highway safety. A major program sponsored through these efforts is the Total Quality Management (TQM) Safety Team Program. This initiative is a collaborative effort among Weirton Steel, Weirton Police Department, Weirton Steel's 40 motor carrier suppliers and the NPRHSP, with support from the National Highway Traffic Safety Administration (NHTSA) and Federal Highway Administration (FHWA). The TQM Safety Team works to prevent coil mishaps and ensure public safety on roadways by requiring all Weirton steel carriers to properly secure their loads. GOALS AND OBJECTIVES Weirton Steel and its motor carrier suppliers are committed to safety and quality through effective loss prevention practices. This is accomplished by: þ Ensuring that carriers comply with all government regulations as well as industry and plant policies, and maintain a highly qualified and trained work force þ Building management, driver and employee participation, responsibility and recognition into the TQM program þ Practicing continuous two-way communication, evaluation and attitude awareness between Weirton Steel and its motor carrier suppliers þ Improving awareness of public safety, collection of traffic crash data, and coordination and communication among agencies involved in safety planning STRATEGIES AND ACTIVITIES The TQM Safety Team adopted a six-phase approach to fulfill its mission. Phase I consisted of community relations and public awareness campaigns. The team held press conferences to announce its efforts and published newsletters to update its progress. During Phases II and III, the Team developed a training video and a "Securement of Coils" manual to aid trucking companies in educating their drivers on proper securement. Plant security guards and Weirton police officers performed random inspections during Phase IV to determine whether drivers were complying with federal and state regulations and with the Team's safety requirements. Phase V involved a recognition program rewarding drivers who passed the random inspections. Annually, trucking companies with the highest percentage of drivers passing the inspections receive achievement plaques and the safest drivers receive an "Above and Beyond the Call of Duty" award. In Phase VI, insurance carriers participated in TQM efforts, allowing access to their crash data resources, and providing added incentives for motor carrier compliance. RESULTS Since the program began in February 1993, no coils have fallen off trucks leaving Weirton Steel. The company averages 30 to 40 random safety inspections per year to ensure that all coils are properly secured on the back of trucks. All 40 trucking companies contracted by Weirton Steel are involved with the Team, as are three motor carrier insurance companies. NPRHSP is the recipient of NHTSA and FHWA's national 1994 Joint Safety Award. Older Driver/Pedestrian Conference ARIZONA PROBLEM IDENTIFICATION As the baby boom generation ages, the number of older drivers and pedestrians is fast increasing. By the year 2000, one of every three drivers in the United States will be over 55. The Older Driver/Pedestrian Conference, sponsored by the Federal Highway Administration (FHWA), the National Highway Traffic Safety Administration (NHTSA) and the Western Association of State Highway and Transportation Officials (WASHTO) was held to address this concern. GOALS AND OBJECTIVES The conference was designed to attract managers, technicians and other decision-makers in the fields of transportation, health, education, enforcement, engineering and industry. The goal of the conference was to use the collective knowledge and experience of participating experts to determine ways of keeping older drivers and pedestrians safe. STRATEGIES AND ACTIVITIES The conference focused on several issues critical to highway safety for the elderly: þ Alcohol and other drugs þ Highway and traffic engineering þ Licensing and testing þ Pedestrian safety þ Alternative transportation þ Education and awareness þ Vehicles and insurance In addition to the three main conference sponsors, nine cosponsors led by the Arizona Governor's Office of Highway Safety provided support. Cosponsors included the American Automobile Association of Arizona, American Association of Retired Persons, American Public Works Association, Arizona Department of Economic Security, Arizona Department of Health Services, Arizona Department of Public Safety, Arizona Department of Transportation and Arizona Highway User Conference. Volunteers from these organizations did all planning and coordination for the conference. Facilities were made available at the Arizona Governor's Office of Highway Safety. RESULTS The conference was successful in attracting several nationally-known experts who led discussions on the issues, and provided examples of how highway and traffic engineering modifications and improvements in the design of worksites and traffic signs are currently being implemented. The conference was attended by approximately 175 people representing various professions interested in these important safety issues. The Older Driver/Pedestrian Conference was nominated by the Region IX Offices of NHTSA and FHWA for the agencies' national 1994 Joint Safety Award. Operation Western 9 WESTERN U.S. PROBLEM IDENTIFICATION Because of the miles and miles of open highway and low population density in the western portion of the United States, police enforcement of traffic laws and response to motorists in need of assistance is not always adequate. Moreover, traffic violations are fairly common and contribute significantly to vehicle crashes and related incidents. There is also little or no interstate communication between police and highway patrols. In an effort to increase enforcement of existing laws and help alleviate the relatively high rate of traffic crashes in the western United States, the International Association of Chiefs of Police planned a multijurisdictional effort of saturated traffic enforcement. It was dubbed "Western 9," and targeted multiple locations in the nine participating states. GOALS AND OBJECTIVES Planning for Operation Western 9 began in September 1993 and involved the participation of Region VIII state enforcement agencies, the Federal Highway Administration (FHWA) and the Office of Motor Carriers. Also involved were the National Highway Traffic Safety Administration's (NHTSA) Office of Enforcement and Emergency Services and its Region VIII Office. The collaborative effort had two objectives: þ To make the target corridors safer through saturated traffic law enforcement þ To interdict any form of criminal activity STRATEGIES AND ACTIVITIES This multijurisdictional enforcement effort was hosted and coordinated by the Colorado State Patrol. State police and highway patrol agencies in California, Colorado, Idaho, Montana, Arizona, Nevada, New Mexico, Utah and Wyoming joined forces on Interstates 15, 25, 40 and 90þmore than 3,400 miles of highwayþfor 24 hours in a major traffic enforcement effort in conjunction with U.S. Drug Enforcement Administration, U.S. Border Patrol, U.S. Immigration and Naturalization, and associated state motor carrier enforcement agencies. An enforcement complement of more than 1,000 officers participated in Operation Western 9. RESULTS Over 5,000 traffic tickets were issued for offenses ranging from driving while intoxicated (DWI) to occupant restraint nonuse, as well as other violations. There were 2,926 tickets issued for speeding and 59 drivers were arrested for being under the influence of alcohol or other drugs. There were no traffic fatalities on the covered roadways during the project time. In addition to the significant traffic enforcement activity, 81 criminal arrests were made throughout the 9 states with 100 charges filed, including 30 drug-related offenses. Operation Western 9 was nominated by the Region VIII Offices of NHTSA and FHWA for the agencies' national 1994 Joint Safety Award. Pacific Coast Highway Safety Corridor Task Force CALIFORNIA PROBLEM IDENTIFICATION The Pacific Coast Highway Safety Corridor in Ventura County is a densely traveled roadway used by commuters en route to downtown Los Angeles, by local residents and by tourists traveling to recreational areas. Between 1989 and 1991, there were 1,467 collisions on the roadway, resulting in 20 fatalities and 1,105 crash-related injuries. Police officers who investigate collisions also identified the primary cause for each crash. The following were found to be the most frequent causal factors: þ Unsafe speed þ Driving under the influence of alcohol and other drugs þ Driving on the wrong side of the road þ Right-of-way violations þ Improper turning þ Tailgating þ Stop sign/signal violations GOALS AND OBJECTIVES The Pacific Coast Highway Safety Task Force was established in April 1993 to identify conditions or behaviors on the corridor that may contribute to collisions, to recommend corresponding solutions to identified concerns and to implement as many of the recommendations as possible. STRATEGIES AND ACTIVITIES The Pacific Coast Highway Task Force made recommendations in the following four major areas: emergency response, engineering, enforcement, and education. To assist emergency response, four microcell sites will be installed in the fall of 1994. These will support 28 emergency call boxes to enable motorists to request help or report crashes immediately. The engineering recommendation called for upgrading and reviewing signal controllers and signal timers to reduce congestion and potential for collisions, and to allow for more efficient traffic recovery. To improve safety on rural, winding roads, "Do Not Pass" signs have been installed, and other signs, signals and reflectors will be installed to guide motorists. The California Highway Patrol (CHP) and Oxnard Police Department are deploying officers on an overtime basis to target the locations and days of the week when most collisions occur. Because a disproportionate number of fatalities in Oxnard are pedestrians, cycle officers will patrol the area where these collisions most often occur. Officers from both agencies will work with CHP's El Protector Program to disseminate traffic safety information to the Spanish-speaking community. An easily recognized logo and slogan, COASTþConcentrate on a Safe Tripþwere developed and are used in all public awareness materials and public education efforts. Such efforts include highway signs, brochures, radio and television public service announcements, and articles in travel magazines. A news conference to kick-off the campaign along with an hour-long talk show were aired on local television. RESULTS Because the Pacific Coast Highway Safety Corridor Task Force has been in effect for only a little more than a year, crash reduction statistics have not yet been compiled. A joint sobriety checkpoint was conducted during April 1994, which resulted in DUI arrests for a total of 18 motorists. Safety Integration into Metropolitan Planning Organization Activities MICHIGAN PROBLEM IDENTIFICATION The unexpected and tragic results of a traffic crash affect everyone regardless of age, socioeconomic status or area of residence. In Southeast Michigan alone, someone is killed every 14 hours in a traffic crash. The annual cost of traffic crashes there is estimated to be more than $1.79 billion. Past efforts to improve traffic safety have been only partially successful. One of the chief reasons cited is lack of coordination among agencies involved in traffic safety. Sound traffic safety programs have fallen short of expectations because participants failed to coordinate, interact and garner support for the program within their own communities and/or with similar agencies. This leads to a disjointed and confusing approach to traffic safety programs in the minds of the public and administrators asked to support them. GOALS AND OBJECTIVES The Southeast Michigan Council of Governments (SEMCOG) is one of the first of the nation's Metropolitan Planning Organizations to explicitly incorporate a comprehensive regional safety analysis program into its planning activities. In collaboration with the National Highway Traffic Safety Administration (NHTSA) and the Federal Highway Administration (FHWA), SEMCOG plans, promotes and implements a wide variety of safety activities. Specific safety program goals were adopted by SEMCOG's General Assembly in 1990 and incorporated into the Regional Traffic Safety Policies for Southeast Michigan. The policy document spells out safety planning in the areas of traffic safety engineering, enforcement, motor vehicle law amendments, emergency medical services, occupant protection, special safety problems (e.g., pedestrians, elderly drivers, bicyclists and work zones), traffic crash data collection and coordination, and communication among agencies involved in safety planning. STRATEGIES AND ACTIVITIES In an effort to better define and prioritize Southeast Michigan's traffic safety problems, SEMCOG has organized to include certain staff whose time is fully devoted to safety activities. These individuals collect, maintain and disseminate data for identifying safety problems and determining appropriate actions throughout the Southeast Michigan region. SEMCOG annually processes the State Police's master crash data tape, and incorporates it into SEMCOG's Accident Analysis System (SAAS). SAAS is an interactive computer database system, which stores information on all traffic crashes by location, vehicle and driver. It also incorporates traffic volume and road geometric data for pinpointing significant safety problems. The combination of traffic crash, traffic volume and road geometric data allows not only the frequency of traffic crashes to be computed by city or county, but also the rates of traffic crashes per million miles of travel. SEMCOG annually conducts training seminars in the use of traffic crash data for county and local traffic engineering departments, and distributes diskettes with traffic crash data specific to community needs. SEMCOG has also recently joined with local broadcast media to spotlight traffic safety issues involving high risk groups such as teen drivers. RESULTS SAAS has permitted the quantitative ranking of deficient traffic safety locations by county. Locations are classified as Tier A, B, C (most to least severe) based on the level by which a location exceeds the average traffic crash rate for roads with both congestion and safety deficiencies. This project was nominated by the Region V Offices of NHTSA and FHWA for the agencies' national 1994 Joint Safety Award. Safety Management System Committee LOUISIANA PROBLEM IDENTIFICATION In 1991 Louisiana enacted legislation requiring agencies involved in highway safety to better coordinate their efforts and improve interagency management of the safety program. An improved and coordinated system for state highway safety efforts would help agency managers make sounder decisions. In addition, such a system would help reduce, or even eliminate, highway hazards and the incidence and severity of traffic crashes. Responsibility for carrying out the provisions of the Intermodal Surface Transportation Efficiency Act (ISTEA) was delegated to the Safety Management System (SMS) Committee, in collaboration with the National Highway Traffic Safety Administration (NHTSA) and Federal Highway Administration (FHWA). GOALS AND OBJECTIVES The committee's first objective was to conduct an inventory and assessment of the state Transportation Department's safety-related activities and engineering. Based on these findings, a report would then be prepared identifying strengths and weaknesses, and setting guidelines for how and when safety should become a consideration in the department's efforts. Another objective was to develop a management approach incorporating the following elements: þ Long and short term goals to establish a means for resource allocation þ Accountabilityþan essential management tool for tracking the implementation of highway plans and comparing progress with established goals þ Training of personnel to carry out responsibilities for the success of the program þ Monitoring and evaluation to afford the opportunity to determine if the safety processes and improvements are producing the desired effect þ Integrated database with continued maintenance to identify safety problems and to select and implement effective crash countermeasures þ Safety and crash investigation analyses and comparison of existing and desirable standards, to assess safety needs, set priorities and select crash countermeasures þ Coordination between and within agencies to enhance the implementation and management of a comprehensive highway plan þ Technology transfer to provide opportunities for addressing changes and improving in the evolving field of highway safety STRATEGIES AND ACTIVITIES The committee completed a review of the Transportation Department's programs and submitted a report on their findings. In completing the inventory, the committee followed the direction suggested by two publications: "Management Approach to Highway Safety (A Compilation of Good Practices)", and "A Guide for Enhancement of Highway Safety Directed to Agencies, Programs and Standards." The review team focused on program requirements in four major areas. These include the need to: þ Identify, investigate and correct hazardous roadway locations and features þ Ensure timely inclusion of safety improvements in all highway projects þ Maintain and upgrade safety hardware, highway elements and operational features þ Identify special safety needs of commercial motor vehicles in the planning, design, construction and operations of the highway system RESULTS The committee produced a comprehensive report about current safety activities in Louisiana. The report identifies current strengths and weaknesses, and includes recommendations that constructively address any weaknesses found in each of the areas. This document fulfills an ISTEA mandate to prepare an inventory of safety programs that will help to facilitate improved agency coordination. Safety Management System Development SOUTH DAKOTA PROBLEM IDENTIFICATION Section 1034 of the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA) (Public Law 102-240) requires states to develop interrelated transportation management systems. Beginning on January 1, 1995 each state must annually certify that it is operating a system or risk losing 10 percent of the federal funds apportioned under Title 23. This risk had been very real in South Dakota, due to the statewide challenge of effectuating communication and coordination among the various government agencies. GOALS AND OBJECTIVES South Dakota's Safety Management System (SMS) has been designed to provide a systematic process for identifying statewide safety needs and for programming safety resources. With appropriate input, the state will define priorities and measure effectiveness of safety efforts, with the ultimate goal of making South Dakota roads the safest possible. STRATEGIES AND ACTIVITIES The South Dakota Department of Transportation (SDDOT) and the South Dakota Office of Highway Safety (SDOHS), with support from the Federal Highway Administration (FHWA) and the National Highway Traffic Safety Administration (NHTSA) are developing the SMS. Coordination among agencies is sought through an interagency committee that facilitates information exchange and collaboration on a regular basis. The committee members include representatives of agencies involved in or affected by global planning activities such as SMS. South Dakota officials believe that a multidisciplinary system approach is the key to improved safety on the state's highways. The SDDOT has authority and responsibility for those safety aspects relating to the "roadway environment." The SDDOT is also responsible for coordinating efforts with the NHTSA. The SDOHS, along with its parent agency, the Department of Commerce and Regulation, is responsible for directing highway safety elements relating to "drivers and vehicles." All existing traffic safety programs are being inventoried to determine which programs are operational and where these programs are located. The committee recognizes that many viable programs are currently being implemented under well- managed systems. In an effort to prevent duplication, the committee will utilize the inventory as a basis for communication and cooperation among agencies and program providers. This integration of information also will contribute to the development of community/corridor traffic safety programs. RESULTS Committee interaction has increased recognition and understanding among program providers. Communication has been enhanced with data, experiences and ideas now being shared. Improvements in planning, coordination and use of existing resources have resulted in fewer fatalities, injuries and damage losses and overall improvement in highway safety. Smooth Operator CALIFORNIA PROBLEM IDENTIFICATION Although California's network of roads is the nation's second largest, it has not been able to handle the rapid increases in traffic that have occurred over the past 20 years. As a result, frustrated with increased driving time through congested areas, commuters often exhibit risky driving behaviors including inattention, rubbernecking, tailgating, frequent and unnecessary lane changes, and improper merging techniques. These actions compound the congestion problem and make driving on California's roads hazardous. In an effort to address the poor driving habits that contribute to California's traffic congestion problem, the Office of Traffic Safety (OTS) created Smooth Operator, a statewide public education program. The program targets motorists in California's most congested urban corridors: Los Angeles County, San Diego, San Francisco Bay Area, San Jose and Sacramento. GOALS AND OBJECTIVES Smooth Operator is a comprehensive public awareness campaign that uses the following strategies to change driver attitudes and behavior: þ Communicate anticongestion messages broadly using "free media" opportunities in the print and broadcast news media þ Develop effective print materials for dissemination through a wide variety of cost-effective promotional channels þ Incorporate the anticongestion message into discussions of existing transportation-related problems among California's major employers þ Enlist private sector support in providing resources to augment program efforts þ Take advantage of existing internal communication channels among organizations with shared interests in transportation issues STRATEGIES AND ACTIVITIES The program received widespread sponsorships from local media and undertook additional efforts to generate media attention within the targeted urban areas and at the state level. Newspapers were sent Smooth Operator press releases, media kits with public service announcements and traffic safety facts and information for local reporters and writers. Press conferences on traffic safety were held in Los Angeles, San Diego and Sacramento. The releases were also made available in Spanish and distributed to the Spanish-speaking media statewide. Coalition building activities were extremely important in the maintenance of the program. These activities consisted of contacting local government officials and agencies, identifying a local media sponsor to produce and air public service announcements, having each of the urban regions establish its own group of individual sponsors, and coordinating special events that promote coalition building and reach large audiences. Partnerships were formed between consumer protection advocacy groups, the insurance and medical fields, and private sector companies to accomplish the highway safety objectives. RESULTS Because of its high visibility, Smooth Operator has reached multitudes of California motorists. The media relations effort has proved successful at both the regional and state levels. The coalition building aspect also achieved a high degree of success. Because of the growing interest in the program, the Smooth Operator National Alliance was developed which led to the formation of a nonprofit organization designed to assist other states, regions and cities in adopting the objectives of the Smooth Operator program. Speed Limit Monitoring OKLAHOMA PROBLEM IDENTIFICATION The availability to motorists of low-cost radar detection devices has greatly affected the collection of speed data by allowing drivers to knowingly and willfully break speed limits without detection by law enforcement. As a result, data recorded by speed certification devices has been inaccurate, and highway safety measures implemented in Oklahomaþ based on speed surveys conducted with radar gunsþhave been compromised. As part of the Federal Speed Certification and Spot Speed Studies, the Oklahoma Department of Transportation (ODOT) experimented with equipment and methods that allow speed monitoring at specific locations where speed loops are imbedded in the pavement. However, equipment breakdowns at these speed loops can create lengthy delays in the data- gathering process and increase the possibility of keypunching errors when data is recorded. GOALS AND OBJECTIVES As part of the Federal Speed Certification and Spot Speed Studies, ODOT collaborated with the National Highway Traffic Safety Administration (NHTSA) and Federal Highway Administration (FHWA) to increase accuracy and decrease the collection time of speed limit data. This enabled the accurate determination of speed zones and therefore increased the overall safety of Oklahoma highways. ODOT determined that monitoring methods needed to be enhanced by procuring portable equipment that would provide flexibility to monitor other locations, put any disabled permanent locations back on line rapidly, and reduce keypunching errors by enabling technicians to bring the equipment directly back to division headquarters. STRATEGIES AND ACTIVITIES The necessary equipment purchased through the contract consisted of six portable traffic analyzers, three radar drones, one laser speed gun, and a "Ka band" radar unit attached to a personal computer for speed zone data collection in high-volume areas. This new equipment was used to perform the following tasks: þ Verify the accuracy of data collected at data sites where permanently installed speed limit loops are located . þ Provide a means of gathering speed data from a far greater number of locations than those presently collected at permanent sites þ Determine the extent of radar detector use in Oklahoma by using the radar drones that send false signals to passing vehicles þ Estimate the impact of radar detectors on data previously gathered by ODOT þ Gather speed data in high-volume locations RESULTS The procurement and use of portable data collection devices helped to acquire accurate data and provided a greater degree of safety for the technicians assigned to the task of gathering the data. This project also generated a few unexpected outcomes. It was learned that data could be collected for longer periods of time with the portable devices than with those that were permanently installed. In addition, the portable devices made it possible to break data down into classification of vehicles, which was not possible previously. Traffic Safety Impact Team PUERTO RICO PROBLEM IDENTIFICATION In the past, road safety improvements were commonly very slow in coming to many of Puerto Rico's high accident locations because of an unwieldy and lengthy procurement process. Often, all that was needed were relatively simple roadway enhancements, such as pavement markings or better signage. The challenge was to find a way to lessen delays by implementing spot safety improvements that were low-cost with high pay offs. GOALS AND OBJECTIVES In 1987, the Traffic Safety Impact Team was established to identify and improve high accident locations where the immediate implementation of spot safety improvements of limited scope and cost was feasible. The team was modeled after a project in Queens, New York, in which a high accident rate among the large elderly population was reduced by targeted roadway safety measures. Originally, team members included representatives from Puerto Rico's Traffic Safety Commission and Department of Transportation as well as the National Highway Traffic Safety Administration (NHTSA) and the Federal Highway Administration (FHWA). Funding was provided by the assignment of FHWA funds to the commonwealth's departments of Transportation and Public Works. STRATEGIES AND ACTIVITIES The safety team selected, designed, implemented and evaluated its safety improvement projects. Roadway trouble spots were identified through an accident data file, team member expertise, citizen complaint letters and newspaper articles. The team selected projects monthly, reviewing the data to determine whether a hazard did exist. Then sites were visited and improvements were designed and implemented. The team soon realized, however, that improving high accident locations required more than a single countermeasure, such as marking pavements or putting up road signs. The safety problems often involved additional issues, such as speeding, inappropriate pedestrian action and/or work zone safety problems. The identification of additional needs outside the team's scope of work resulted in the appointment of three more members. These additional members represent the Puerto Rico Police Department, the San Juan City government and the 3M Corporation. One of the team's early projects was instrumental in expanding the scope of its strategies to include training and education. The project involved identification of a work zone safety problem and development of an education and training seminar addressing it. Invitations to the seminar were extended to a variety of road construction personnel, such as field engineers, crew members, supervisors and other pertinent employees from cable, water, telephone and electric services. After attending the initial workshop, some participants requested workshops for their entire companies. A roadside hazards workshop was also developed and conducted to promote safer use of the available roadside space, protect the public from existing hazards and prevent the creation of new ones. Realizing that a comprehensive roadside safety program was needed, the team embraced a three-pronged approach incorporating engineering, enforcement and/or education and training in a combination appropriate to each situation. These activities earned the team an additional $398,808 in Section 402 funding. One example of the use of these new monies was the development of video and print material to improve pedestrian-traffic conflicts in a particular business district. RESULTS Based on accident data as well as pre- and post-project photographs, the team performs 6-month and 1-year project examinations. To date, these data reflect accident and conflict reductions in most areas. Using conventional methods, the problems addressed by the team would each have taken about 1 year to complete. After 6 years, however, 25 safety improvement projects, 4 improvements to existing projects and 10 training workshops have been completed. As a result of the roadside hazards workshop, the Puerto Rico Secretary of Transportation is considering broadening the scope of the project to include installation of guardrails and other construction. Border: An International Conference TEXAS PROBLEM IDENTIFICATION In the wake of passage of the North American Free Trade Agreement, it is anticipated that traffic problems currently existing along the U.S.-Mexican border will be exacerbated. Currently this area experiences high rates of traffic-related injury and death, is dangerous for pedestrians, and battles constant roadway congestion. As new ports of entry open, increased border traffic is expected to cause even greater safety problems. Although coordination of traffic safety efforts is a top priority among officials in border communities, many legal, jurisdictional, linguistic, cultural and financial barriers prevent conventional approaches from working effectively. To open communications between Mexican safety officials and border state highway safety officials, a border safety conference was held in November 1993. The conference resulted from the joint efforts of staff from the National Highway Traffic Safety Administration (NHTSA) and Federal Highway Administration (FHWA). Representatives from New Mexico, Texas, Arizona, California and Mexico participated. GOALS AND OBJECTIVES The goal of this traffic safety conference was to identify both short- and long-term strategies for improving traffic safety through individual and collective actions. A further aim was to establish formal and informal communication among the Mexican and U.S. governments, regional and international health communities, and the private sector. It is hoped that this interfacing will promote constructive dialogue among the various border groups involved in traffic safety programs. STRATEGIES AND ACTIVITIES This conference provided important information from an interdisciplinaryperspective on safety conditions and trends along the border. Both plenary and breakout sessions were held. The plenary sessions focused on the history, current climate and future of the border situation. The lack of symmetry between the two countries in their legal framework and systems of government was also addressed. The breakout sessions consisted of small group discussions targeting differing cultural and technical standards, and means of developing and reinforcing channels of communication and cooperation. Social events were held in the evenings to encourage conference participants to overcome language and cultural barriers. RESULTS Comments from conference participants indicate that the conference was successful in providing a forum for state and local officialsfrom various disciplines to discuss strategies for joint efforts along the border. In fact, several community programs have been initiated in New Mexico, Texas and California. For example, the El Protector project in Del Rio, Texas, helped its Mexican sister city, Acu¤a, Cochuila, establish the El Amigo program. Both programs are similarly designed and target the reduction of impaired driving among youth. This conference initiative was nominated by the Region VI Offices of NHTSA and FHWA for the agencies' national 1994 Joint Safety Award. "TRUCK SMART" Public Information and Education Campaign PENNSYLVANIA PROBLEM IDENTIFICATION Two major concerns associated with truck travel today are high risk behaviors on the part of a small percentage of truck drivers and a number of drivers who do not understand the difference in the ways cars and trucks respond in traffic. Truck drivers who speed, tailgate, drive too fast under adverse weather conditions or drive when fatigued, weave frequently and change lanes in traffic, or drive without regular truck inspections pose the greatest threat to highway safety. Passenger car drivers can compound the problem by misjudging safe gaps when trucks are approaching, or by remaining in the truck's blind zone for long periods of time. Moreover, state and national crash data confirm the relationship between unsafe driving practices among trucks and the occurrence of severe crashes. During the past 5 years, more than 1,207 people have been killed in crashes involving tractor-trailer trucks in Pennsylvania, and for every truck occupant that dies in a car-truck collision, more than 28 passenger car occupants die. Although the current Commercial Drivers' License Program ensures better qualified truck drivers, it cannot prevent the irresponsible actions of a few individuals. GOALS AND OBJECTIVES In response, the Pennsylvania Department of Transportation (PennDOT) joined with the National Highway Traffic Safety Administration (NHTSA) and Federal Highway Administration (FHWA) to research the causation and avoidance of truck/car accidents. The result was the creation of the "TRUCK SMART" program, a set of strategies for reducing the potential for high-risk actions among truck drivers as well as educating all drivers about using the road safely with trucks, and advising truck companies on what they can do to improve truck fleet safety. The primary objectives of the "TRUCK SMART" public information and education campaign are to þ Substantially reduce the frequency of high risk actions on the part of truck drivers þ Improve the operating behaviors of passenger car and truck drivers to more safely use the road þ Provide information to trucking companies on actions they can take to improve truck safety STRATEGIES AND ACTIVITIES The "TRUCK SMART" campaign was based on research that defined factors that contribute to the occurrence of crashes between commercial trucks and cars, and actions that can be taken to avoid them. A set of four brochures was developed targeted specifically toward the car driver, the truck driver, the problem truck driver, and the commercial motor carrier. The campaign also produced an educational cassette tape for truck drivers to play while driving or for motor carriers to use in conducting training sessions on safe driving. Also, a poster, two billboard designs, two radio public service announcements, and newspaper and trade magazine advertisements were created to promote the program. The "TRUCK SMART" materials were initially mailed to approximately 3,000 commercial truck carriers within Pennsylvania, placed in the Commonwealth's Interstate Welcome Centers, and made available for general distribution through a mailing service with a toll-free telephone number. RESULTS Initial distribution of the campaign materials took place in March 1993. Although it is too soon to measure the program's impact through statistical data, the response has been extremely encouraging. Because the materials describe the problem and solution in an informational manner rather than placing blame on truck or car drivers for collisions, they have been well received. Truck Speed and Work Zone Enforcement ARKANSAS PROBLEM IDENTIFICATION A concern of highway safety that is gaining increasing attention nationwide is the protection of roadside work crews from speeding and recklessly driven vehicles. Especially in recent years with growth in highway traffic volumes, deteriorating road conditions and lack of adherence to measures and laws designed to ensure workers' safety, a rising number of related accidents is occurring. Another pressing problemþparticularly along the nation's major commercial transport routesþis the prevention of crashes caused by trucks traveling at high speeds. In Arkansas, the crash rate has been relatively high. GOALS AND OBJECTIVES The Arkansas Truck Speed and Work Zone Enforcement project was initiated through the joint efforts of the National Highway Traffic Safety Administration (NHTSA), the Federal Highway Administration (FHWA) and the Arkansas Highway Police (AHP) to provide increased enforcement of all traffic laws in construction and maintenance work zones as well as selective enforcement of speed limits for trucks on Arkansas state highways. The initiative seeks to increase statewide compliance among truck drivers with the posted speed limit by using intermittent enforcement and to provide speed enforcement for all vehicles in construction and maintenance work zones. The initiative also aims to increase enforcement of laws preventing driving while intoxicated (DWI) and requiring seat belts, for motorists statewide. STRATEGIES AND ACTIVITIES AHP officers were trained to better enforce speed limits and traffic laws in construction and maintenance work zones. These officers also received Standardized Field Sobriety Test training, along with a refresher course that included the revised 8-hour drug block curriculum. RESULTS A pre- and post-project assessment conducted in the first year of the initiative revealed a 35 percent decrease in the number of crashes occurring in the seven counties with monitored construction zones. Also during the initial project period, the AHP averaged approximately 2.0 officer violation contacts per hour and issued 12,884 speeding citations. Work Zone Safety Public Service Announcement NEVADA PROBLEM IDENTIFICATION Traffic fatalities among road construction crews is a nationwide problem. Most are caused by careless motorists who do not pay attention to highway warning signs. Although the problem is much greater nationally than in the state, the Nevada Department of Transportation (NDOT) in collaboration with the National Highway Traffic Safety Administration (NHTSA) and Federal Highway Administration (FHWA), decided to educate its motorists about the dangers of road construction zones. GOALS AND OBJECTIVES The goal of this initiative is to use public service announcements (PSAs) to increase the motorists' awareness of road construction zone safety. The PSAs remind motorists to slow down when entering a work zone on the roadways. The spots also call attention to the dangers encountered by highway crews who work just inches from moving traffic. STRATEGIES AND ACTIVITIES The PSAs feature professional race car driver, Dean Hall, and NDOT highway workers to convey traffic safety messages. They show highway workers at work on the road while a narrator discusses the dangers present in such a zone. Driving an Indianapolis 500 car, Dean Hall approaches the workers at high speed and then slows down well before reaching the workers. Hall tells viewers that whether he is on a racetrack or on the highway, he always obeys traffic warnings and that viewers should, too. The PSA's were produced with funding assistance from the Nevada Chapter of the Associated General Contractors (AGC). The spots range in length from 10 to 30 seconds and are broadcast on both Reno and Las Vegas television stations. In addition, a duplicate series of PSAs have been produced in Spanish. RESULTS Because of the high media visibility of the PSAs, approximately 750,000 people have been reached. However, quantifiable traffic safety data are not currently available.
