1. MICHIGAN’s INITIATIVES FOR REDUCING HIGHWAY FATALITIES

2. Courtesy Dean Bowman, Bentley Systems

5. MDOT Strategic Plan Goal – “Enhance and continue to improve safety within our transportation systems and work place.” Objective – “Continue to develop partnerships to reduce fatal crash and injury rates through a combination of education, infrastructure improvements, enforcement and technology.”

6. Michigan Success Story 25%

7. 51% Michigan Success Story

8. Enforcement Michigan’s Safety Belt – Death Rate 1983-2005

9. Safety Focus and $$$$ Trunkline Safety Program - $70M/Year $3M/Year Non-Freeway Rumble Strips $14M/Rear Cable Median Barrier Local Safety Program - $15.2M/Year Local Safety Program - $12.1M High Risk Rural Roads - $3.1M Dedicated Safety Funding - $85.2M/Year

10. Rural Highway Safety Issues Nationally about 60% of fatalities are rural Majority of rural crashes are on two-lane roads; half are off the state highway systems Nationally, poor data on the local system Inadequate roadways/Random crashes Emergency Medical System limitations Lack of enforcement personnel

11. High Safety Payoff / Problem Areas Alcohol – 40% of Fatals Speed – 30 % of Fatals Belts – 50% of Fatals unbelted Motorcycles – 10% of Fatals; double digit growth Large Truck involved – 12% of Fatals Highway Intersections – 25% of Fatals Highway Lane Departure – 40 - 50% of Fatals

12. Michigan Fatal Crashes Trunkline vs. Local

13. Trunkline Program

14. Lane Departure Focus Nationally accounts for 40 – 50 percent of all fatalities Many factors involved:  Drowsy driving  Distracted driving (cell phones)  Weather issues (ice, snow, poor visibility)  Driver confusion (signing, pavement)

15. Michigan Single Vehicle Lane Departure Fatal Crashes 35%

16. Lane Departure Focus Many countermeasures proven effective Rumble strips (edge and center line) Cable Barrier System Quality Pavement Markings Vehicle Infrastructure Integration – Virtual rumble strips based on global positioning satellite technology Satellite (GPS) DSRC/WiFi Vehicle-to-Roadside

17. Michigan Experience Non-Freeway rumble strips (edge and centerline) - 2008, 2009, 2010 - $3 million per year - Anticipate 50% reduction in K and A crashes (Targeting 16 Ks and 62 As per year)

18. Rumble Strips Keep Drivers in Their Lane…  Milled Freeway Rumbles  Standard Since 1998 Since 1998  Proven Effective Effective Total KA Drift-off Crashes I-75 (Grayling – Gaylord) 1.6 miles North of M-93 to M-32 Fell Asleep 27 KA = 17 Fell Asleep 4 KA = 1

19. Non-Freeway System  Statewide Implementation  Centerline Rumbles  Shoulder Rumbles  3 Year Funding Effort  2008 – 2010  $3 M per Year  Estimated 50% Severe Crash Reduction

20. Cable Median Barrier …Catch Them When They Leave Low Cost Median Protection Low Cost Median Protection 95% Effective in Capturing Lane Departure Vehicles 95% Effective in Capturing Lane Departure Vehicles

21. Michigan Experience Cable Median Barrier - 2008, 2009, 2010- $14 million per year - 95% effective in reducing median crossovers - Estimated time of return is only 2.9 years! (Targeting 13 Ks and 52 As per year over 340 miles)

22. Freeway Analysis  Crash Study Conducted  2002-2006 Crash Data  Identified CS Routes with 4 or more Correctable Serious Crashes Correctable Serious Crashes  340 Miles  Crash History  66 Fatalities  257 Serious Injuries

23. Implementation 3 Year Funding Effort 3 Year Funding Effort 2008 – 2010 2008 – 2010 $14 M per Year $14 M per Year Preliminary TOR = 2.90 Years Preliminary TOR = 2.90 Years Construction Only Construction Only TO DATE: TO DATE: 15 Projects Programmed 15 Projects Programmed 3 Under Construction 3 Under Construction

24. Elderly Drivers Michigan Drivers Age 65+ Fatal Crashes

25. Michigan Demographics Over the Age of 65…  In 2000 - 12% of Population  By 2030 – Expected Over 20% of Population  17% are Non-Drivers  ~50% of Non-Drivers Stay Home and Do Not Access Community Resources, in Part Because They Have No Transportation Options

26. Side-by-Side Guide Sign Comparison Clear view Font Series E Modified

27. Nighttime Side-by-Side Comparison Clearview Series E Modified

28. City of Detroit’s Street Name Signs NEW - 6” Clearview High Intensity Sheeting OLD - 5 3/8” Hwy Series D Engineering Grade Sheeting

29. Fluorescent Yellow Warning Signs Revised standard resulting in: 65% increase in reflectivity Increased daytime visibility (3 to 1) Overall improved warning sign system for our target audience

30. Standard vs. Fluorescent Yellow High Intensity Yellow Fluorescent Yellow

31. Signals Design Box Span Installation MDOT’s first choice for signal design October 2006 Initial crash information indicates improvement on right angle type crashes (Based on Minimal Crash Information to date). Indications are that box span installations reduce red light running Drivers hesitant to cross intersection on red indication since they can see the indication while they are in the intersection Slight increase in rear end type crashes that could be linked to drivers hesitant to run a red light (stopping when others behind would keep going) Box spans place signal heads in better cone of vision for all drivers but especially helpful for elderly mobility (angle to see heads is less severe) Conflicts with overhead utilities can lead to difficult installations

32. Box Span Installation One Signal Face per Lane Ce ntered over each lane

33. 6 inch edge lines, 12 inch gore markings Enhanced quality – inlaid centerline markings Rumble strips – centerline and shoulder Paint in shoulder rumble strips Pavement Markings Wet, night time reflectivity

34. Local Safety Initiative 3 Pronged Approach Assist Local Agencies and Address Safety Concerns through: Assist Local Agencies and Address Safety Concerns through: Crash Analysis & Field Reviews Crash Analysis & Field Reviews Improving RoadSoft Safety Module Improving RoadSoft Safety Module

35.  44 Counties (1 Township)  13 Cities/Villages  3 Projects  Spreading the Safety Word  Major Improvements in RoadSoft Safety Module To Date…

36. Local Agency Safety Initiative Five staff positions assigned (3 dedicated full time) Free engineering and safety audits available to local agencies Working through CRAM and MML Low cost safety improvements

37. High Risk Rural Road (HRRR) Program New program with the Federal Highway Bill— SAFTEA-LU $3,190,000 of Federal funds available (2009 program) 100% of funds allocated to Local Roadways ($0 allocated to state trunk lines) Funding: 90% Federal / 10% Local and some qualifying projects at 100% Federal Funds

38. High Risk Rural Road (HRRR) Program cont. Maximum $400,000 Federal available per project Roadway is required to be classified as Rural Local, Rural Minor Collector, or Rural Major Collector Roadway needs to have had 1 ‘A’ or ‘K’ crash within last 5 years

39. Local Agency Safety (STH) Program $12,150,000 of Federal funds available (2009 program) Funding: 80% Federal / 20% Local Maximum $400,000 Federal available per project

40. Funding Targets $10,000,000 for projects correcting Type ‘A’ & ‘K’ crashes $1,000,000 for guardrail upgrades and clear zone improvements $200,000 for shoulder and centerline rumble strips projects

41. 5% Report Projects P.E. Eligible for STH funding (up to 10% of construction costs) Must be on 2006 or 2007 lists Reference: http://safety.fhwa.dot.gov/fivepercent/i ndex.htm

42. Intersection Stop Control Flashing Beacons Traffic Signals Rumble Strips

46. Add/Improve permanent signing & delineation of: Upgrade to type IX sheeting Oversized signs Flashing warning beacons Stop & Stop Ahead signs Chevrons Install delineators Install sign post delineators “lollipops”

47. Upgrade to type IX sheeting

48. Curve Prior to Local Safety Project

49. Curve After Safety Project Oversized signs

50. Solar Flashers

51. After with Stop Ahead Signs

52. Stop Sign Ahead with Post Delineators - Lollipops

53. Stop Signs with Post Delineators - Lollipops

54. Local Safety Program Results Before and After Study The fifty-seven projects constructed over the two years resulted in an annual average crash reduction of 20.0% (835.7 “before” and 668.5 “after”). This is a reduction of approximately 2.9 crashes per location per year. Total annual average injuries for the fifty-seven project group decreased from 266.3 to 212.3 (20.3% reduction), slightly less than 1 injury per location per year.