1. Safety Conversation: NLTAPA Conference Michael S. Griffith Director Office of Safety Technologies Federal Highway Administration

2. Overview MAP-21 – HSIP & SHSP FHWA Safety Initiatives – LTAP/TTAP Support FHWA Support – LTAP/TTAP Safety Initiatives 2

3. MAP-21 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) 3

4. SHSP Benefits Unprecedented collaboration between safety partners Strengthened partnerships Increased awareness of highway safety Shared knowledge, data and data systems Leveraged resources Coordinated transportation safety planning; unity of safety priorities, goals and strategies 4 Among many benefits, the SHSP generates…

5. 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 5

6. 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? 6

7. FHWA Safety Initiatives – LTAP/TTAP Support 7

8. 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) 8

9. Focused Approach - 3 Focus Areas 1.Roadway departure crashes – 53 percent of all highway deaths 2.Intersection-related crashes – 21 percent of all highway deaths 3.Pedestrian crashes – 13 percent of all highway deaths 9

10. 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/

11. 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) 11

12. Safety Edge SM 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 12

13. Enhanced Curve Delineation 13

14. High Friction Surface Treatments 14

15. Rumble Strips and Stripes 15

16. 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 16

17. 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 17 1.AASHTO Highway Safety Manual, Chapter 14

18. 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 intersections 1 Consider as standard treatment for new and modernized signal projects, or as a systemic retrofit safety improvement 18 1.CMF Clearinghouse

19. 19 Medians and Pedestrian Crossing Islands in Urban and Suburban Areas Before After

20. 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 20

21. 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. 21 Pedestrian Hybrid Beacon Tucson, Arizona

22. “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. 22 Before After Safety results: 29% reduction in all roadway crashes

23. FHWA Support – LTAP/TTAP Safety Initiatives 23

24. How Can FHWA Help LTAPs/TTAPs? Technical Assistance & Training – Roadway Safety Peer-to-Peer Program http://rspcb.safety.fhwa.dot.gov/technical.aspx 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 24

25. 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? 25