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Winter-2020, Volume 14, Issue 1
Message from the Associate Administrator for Safety, Cheryl Walker
Prioritizing Pedestrian Safety
Hello to all of our safety-focused friends! Welcome to the winter edition of the Safety Compass. The
traditional holiday season has passed on by, and we find ourselves in the midst of the months that
bring us short, winter days. Any break in the weather has folks with mid-winter cabin fever clambering
to get outdoors—maybe a brisk walk or jog?
Nearly all of us are pedestrians over the course of our daily activities and have seen or encountered
close calls over the years. I’m an avid runner, and I often run early in the morning, before the sun is up.
While on the running paths, I am diligent about keeping aware of my surroundings, and I am even
more so after a near miss a couple of years ago. I was running in a crosswalk at an intersection
controlled by a stop sign, and I was certain the driver saw me. But the driver did not see me and kept
Cheryl Walker coming nearly at speed, likely planning to stop at a point past the crosswalk. I stopped in my tracks just
Associate Administrator short of the point where we would have collided. These near misses are powerful reminders that
for Safety
everything can change in an instant.
The National Highway Traffic Safety Administration’s (NHTSA) recent report of Fatality Analysis Reporting System (FARS) data
shows that in 2018, the total number of fatalities declined 2.4 percent compared to 2017’s total. This is 913 fewer fatalities. I
love the thought of those 913 people going home to their families and friends each evening.
This positive news is tempered by a 3.4 percent increase in pedestrian fatalities for the same period—which is part of a
worrisome 53 percent overall increase since 2009. My heart sinks when I see this continued uptick in pedestrian fatalities.
A total of 6,283 pedestrians lost their lives in 2018. All of us—drivers and pedestrians—must stay vigilant while using our
roadways.
We can do more than just increase general awareness. FHWA promotes many infrastructure improvements shown to reduce
fatalities. Our Safe Transportation for Every Pedestrian (STEP) program encourages systemic application of specific, cost-
effective, proven safety countermeasures. In this issue, read about our recent STEP peer exchange (page 16) focusing on local
agencies. Also take a look at the winners of the 2019 Roadway Safety Awards (page 3). Seven projects, including two for
pedestrian safety, were recognized for contributions to saving lives on our roadways through successful engineering, innovative
solutions, and effective programs. And, as the infographic on the following page shows, States are rising to the challenge and
investing in highway safety improvements. The statistics are from the newly released 2018 HSIP National Summary Report.
(available here) These latest statistics show States’ progress in implementing Highway Safety Improvement Program (HSIP)
projects and how States are targeting their resources.
These examples, plus other strategies highlighted in this issue that improve roadway safety, show that our work is making a
difference for all road users—pedestrians, cyclists, motorcyclists, and motorists alike.
I hope you all stay warm during these winter months. Most importantly, let’s all be safe out there!
SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
By the Numbers: States’ Investments in Highway Safety
in this issue…
What’s New? ......................................................................................................................................................................... 3
The 2019 Roadway Safety Awards—Recognizing Road Safety Projects That Are Making a Difference ..................................................... 3
Third Edition of the Highway-Rail Crossing Handbook Now Online! ........................................................................................................................ 4
A Second “Go-Around” for the National Roundabouts Week Campaign ............................................................................................................... 4
Safety Data and Analysis ................................................................................................................................................... 5
Crash Trees: A Useful (and Now Automated) Tool for Systemic Safety Analysis .................................................................................................. 5
SHSP Evaluation–It Does Make a Difference! ...................................................................................................................................................................... 8
Roadway Safety Data Capabilities Assessment Final Report ....................................................................................................................................... 10
Safety-Driven Changes and Improvements ................................................................................................................. 11
Low-Cost Safety Countermeasures: Small Changes Make a Big Difference on Rural Roads ......................................................................... 11
NTSB Determines Cause of FIU Pedestrian Bridge Collapse, Issues New Recommendations for Bridge Structures ...........................13
Systemic Safety Improvements on Rural Roadways on the Lake Transverse Reservation .............................................................................. 14
Learning Together ..............................................................................................................................................................16
Agencies Are Inspired to Action During Pedestrian Safety Peer Exchanges ........................................................................................................ 16
Teaching Pedestrian and Bicycle Concepts to the Next Generation of Transportation Leaders .................................................................. 17
IHSDM Update: Release 15.0.0 Now Available! ................................................................................................................................................................ 18
NDS Pooled Fund Is Sponsoring New Research .............................................................................................................................................................. 19
Cognitive Considerations in the Classroom ....................................................................................................................................................................... 21
Announcements ................................................................................................................................................................. 23
Upcoming Conferences and Events ....................................................................................................................................................................................... 23
Rural Roadway Departure Video............................................................................................................................................................................................. 23
Visit the FHWA Office of Safety at Booth 721 in the TRB Exhibit Hall! ................................................................................................................... 24
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SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
WHAT’S NEW?
The 2019 Roadway Safety
Awards—Recognizing Road
Safety Projects That Are
Making a Difference
By Norah Ocel, P.E., FHWA Office of Safety
On October 23, 2019, seven
transportation safety projects were
recognized for their contributions to
saving lives on our Nation’s
roadways. In a ceremony that took Award winners were recognized at a luncheon where they mingled with FHWA
officials and other winners from across the country. (Source: RSF)
place at the United States Capitol in
Washington, DC, the Roadway
program planning, development, and South Dakota Department of
Safety Foundation (RSF) and the
evaluation. Transportation (SDDOT): Application
Federal Highway Administration
of High-Friction Surface Treatment in
(FHWA) gave awards for projects Infrastructure and operational
Winter Road Conditions. High-
that involved successful engineering improvements
friction surface treatments at 15
and operational solutions, were Missouri Department of horizontal curves in Black Hills,
innovative and effective, and moved Transportation (MoDOT): U.S. 63 South Dakota, reduced road
the nation closer to reducing the Road Safety Assessment and Safety departure crashes, where winter
number of fatalities and serious Improvements. Public outreach, road conditions were a contributing
injuries on our roads. median U-turn solutions, and a factor, by 78 percent in the first 2
roadway safety assessment reduced years.
injury crashes at three intersections
Program planning, development,
on U.S. 63 in north central Missouri.
and evaluation
In 4 years, total crashes have been
reduced by 50 percent, and four fatal Florida Department of Transportation
and eight serious injury crashes (FDOT) (2 awards):
were reduced to zero! • Design-Build Push Button
Arizona Department of Contract. The Design-Build
2019 roadway safety award winners
and RSF and FHWA officials. (Source:
Transportation (ADOT): Wrong-Way Push Button (DBPB) contract is
RSF) Driving Detection System. The first- an innovative program designed
in-the-nation wrong-way driver to accelerate the process of
Representatives from five State
detection system was implemented constructing traffic safety
departments of transportation (DOT)
in Phoenix using thermal cameras to improvements. Using the DBPB
and one county were on hand to
detect and track wrong-way vehicles. approach, the time required for
accept the awards.
It was a success, providing safety improvements to go from
The awards were given in two immediate alerts to State troopers concept to reality has been
categories: infrastructure and that resulted in quick responses to reduced by up to 75 percent.
operational improvements and incidents.
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SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
• Alert Today Florida partners, funding pedestrian
Bicycle/Pedestrian Initiative. safety projects across the
Alert Today Florida is FDOT’s commonwealth.
comprehensive pedestrian and An honorable mention also went to
bicycle safety program that Garfield County, Washington, for its
brings together stakeholders Road Improvement Safety Plan, a
across the State and focuses on cornerstone of its long-term,
improving pedestrian and comprehensive plan for investing in
bicycle safety and driving down rural roadway safety.
pedestrian and bicycle fatalities,
injuries, and crashes. For more information, contact Norah
Ocel at norah.ocel@dot.gov.
To listen to a Federal News Radio
story on the awards, visit
https://federalnewsnetwork.com/fede Third Edition of the Highway-Rail
ral-drive/2019/10/fha-auto-safety- Crossing Handbook. (Source: FHWA)
group-honor-efforts-to-engineer-life-
saving-projects/. • Additional grade crossing
layouts.
Third Edition of the • Synopsis of ITS Recommended
After the award ceremony, award
Highway-Rail Crossing Practice on Preemption.
winners were given a tour of the
United States Capitol. (Source: RSF) Handbook Now Online! • Examples of pedestrian
By Kelly Morton, FHWA Office of Safety treatments.
Virginia Department of
Transportation (VDOT) (2 awards): The new 2019 edition of the • Material on illumination.
Highway-Rail Crossing Handbook is For more information, contact Kelly
• Data and Technology-Driven
a joint publication from FHWA and Morton at kelly.morton@dot.gov.
Strategic Guardrail Management
the Federal Railroad Administration
Program. Through technology
and innovations, VDOT
(FRA) and is available today on the A Second “Go-Around” for
advances its investment in
Office of Safety website at
the National Roundabouts
Week Campaign
www.safety.fhwa.dot.gov/hsip/xings/
guardrails by improving
com_roaduser/fhwasa18040/!
hundreds of the lowest By Jeffrey Shaw, FHWA Office of Safety, and
functioning guardrail terminals at The new third edition of the Hillary Isebrands, FHWA Resource Center
the highest risk locations across handbook is intended to support The second National Roundabouts
the State, maximizing safety anyone who designs or manages Week (NRW) campaign was held
return and better protecting the highway-rail crossings. The during the third week of September
safety of the traveling public. handbook contains recommended 2019. The NRW was established to
safety engineering treatments and
• Pedestrian Safety Action Plan. educate the public about the safety
current noteworthy practices. benefits of roundabouts and to
VDOT’s Pedestrian Safety
Action Plan and interactive What is covered in the new third salute the State, local, and Tribal
online map is a national model edition? Fully compliant with the agencies constructing roundabouts
for systemic analysis to identify Manual on Uniform Traffic Control in their communities to prevent
pedestrian safety improvements. Devices (MUTCD), the new content severe crashes and save lives. The
VDOT quickly moved toward in the handbook includes: campaign leveraged Facebook,
implementation with local Twitter, LinkedIn, and Instagram to
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SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
.
Social media research of the National Roundabouts Week outreach campaign. (Source: FHWA)
share information about the channels during NRW, as compared Engineer Letty Schamp for this
effectiveness of roundabouts, how to to the prior 2-week baseline activity. wonderfully creative public outreach
drive them properly, and interesting effort. We’re all rooting for Professor
Clearly, roundabouts can be a hot
related facts. The FHWA web page Roundabout to use her
and exciting topic! What’s more,
devoted to NRW was updated with #RoundaboutsRules superpowers to
there were two FHWA Tweets during
defeat Major Chaos once and for all!
NRW that made the daily top 50
from Federal agencies, a first for As we close the books on NRW
FHWA. These two Tweets were 2019, let’s remember why we’re all
National Roundabouts Week and ranked #35 and #44 on their working hard to build more
social media hashtag (Source: FHWA) respective days. Additionally, roundabouts: they can reduce
internet search results suggest there crashes that result in injuries and
fresh content and can be found at
were several hundred other fatalities by approximately 80
https://safety.fhwa.dot.gov/nrw/. The
roundabouts-related posts percent. As our new Associate
hashtag #roundaboutsweek was
throughout the week, including some Administrator for Safety, Cheryl
used to help find, link, and track
from familiar road safety partners, Walker, stated in our NRW promo
related posts.
such as the National Safety Council video, “Each roundabout we build is
A metrics analysis of reaches—the and the National Association of one more step toward our goal of
number of people seeing the County Engineers. However, it was zero deaths.”
content—provided by the social the debut of the newest action hero
For more information, contact Jeff
media team in the FHWA Office of —Professor Roundabout—that was
Shaw at jeffrey.shaw@dot.gov.
Public Affairs revealed encouraging arguably the most entertaining.
takeaways for FHWA social media Major kudos go out to the City of
Hilliard, Ohio, and Deputy City
SAFETY DATA AND ANALYSIS
Crash Trees: A Useful (and
treat locations with the greatest Systemic Safety Project Selection
potential for safety improvement Tool.
Now Automated) Tool for based on site-specific geometric and
Systemic Safety Analysis operational attributes known to
The systemic approach starts with
identifying focus crash types, focus
By Karen Scurry, FHWA Office of Safety, and increase crash risk. The image to the
Frank Gross, VHB facility types, and risk factors. Focus
right illustrates the six-step systemic
crash types typically represent the
The systemic approach to safety approach, detailed in FHWA’s
greatest number of severe crashes
management seeks to identify and
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SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
across the roadway network of
interest and provide the greatest
potential to reduce fatalities and
serious injuries. Emphasis areas
from State Strategic Highway Safety
Plans (SHSP), County Road Safety
Plans (CRSP), and Local Road
Safety Plans (LRSP) are good
places to start to identify focus crash
types. Emphasis areas may include
high-level crash categories (focus
crash types) such as roadway
Example crash tree for statewide fatal and serious injury roadway departure crashes.
departure, intersections,
pedestrians, impaired driving, or (Source: FHWA)
speeding. From here, an analyst
might define the focus crash type as
“fatal and serious injury roadway
departure crashes.” Another focus
crash type might include fatal and
serious injury pedestrian crashes.
Once an agency identifies focus
crash types, there is a need to
further identify focus facility types
and risk factors.
Focus facility types are roadways on
which the focus crash type most
frequently occurs. For instance, fatal
and serious injury roadway Data tab from the Crash Tree tool. (Source: FHWA)
departure crashes may occur most characteristics associated with fatal and serious injury roadway
frequently on rural, two-lane locations where targeted crash types departure crashes. The variables of
undivided roads. Risk factors are occurred. For example, risk factors interest are area type (rural or
for fatal and serious injury roadway urban), median type (undivided or
departure crashes on rural, two-lane divided), and number of lanes (2, 3,
undivided roads may include or 4+).
presence of horizontal curves,
Typically, focus facility type
narrow pavement width, and steep
represents the greatest number of
roadside slopes.
focus crashes. In the example crash
Crash trees are a useful tool to help tree provided above, the crash tree
identify focus facility types and indicates that of the 4,400 statewide
potential risk factors for further fatal and serious injury roadway
analysis. A crash tree is a visual departure crashes, 48 percent
representation of crashes, where occurred on rural, two-lane
each branch represents a variable of undivided roads, which could be
Systemic approach to safety interest. The flow chart above is an selected as the focus facility type.
management. (Source: FHWA) example crash tree for statewide
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SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
to develop crash trees to explore
these potential risk factors.
Traditionally, developing crash trees
includes using pivot tables to
summarize crashes by combinations
of variables, manually transcribing
results to text boxes, and connecting
the boxes with connector lines. This
time-intensive process presented an
opportunity for automation.
In response, FHWA developed the
Crash Tree tool to automate creating
Input tab from the Crash Tree tool. (Source: FWHA) crash tree diagrams. The Crash Tree
From a systemic perspective, this such as posted speed limit or tool is a spreadsheet application that
helps narrow the area of interest and number of lanes. allows users to import crash data,
number of potential miles to treat select variables of interest, and
Branches may include roadway-, generate crash trees. The images
while still including a large number of
traffic-, or crash-related variables. It provided show screenshots of the
crashes. Analysts might also
is useful to develop crash trees with data, input, and output tabs. The
consider exposure (i.e., the number
focus facility types or risk factors in data tab shown on page 6 allows
of miles represented by each
mind. Thinking about the focus crash users to import the data set of
potential facility type) to detect over-
type (e.g., fatal and serious injury interest. The variables can be text or
representation. For example, the
roadway departure crashes) and numeric values, but each row should
crash tree shows that nearly 50
focus facility type (e.g., rural, two- represent an individual crash and
percent of fatal and serious injury
lane undivided roads), potential risk each column a potential variable of
roadway departure crashes occurred
factors might include surface type, interest.
on rural, two-lane undivided roads. If
lane width, shoulder width and type,
rural, two-lane undivided roads The input tab on the left, allows
roadway alignment, surface
represent 40 percent of the network, users to define the study area and
condition, light condition, and
then this suggests a good study period and filter variables of
roadside features. It may be useful
opportunity to impact safety. interest from drop-down menus. The
Crash trees should start with a trunk study area field is useful for
and branch out into subsets of
crashes. Each variable of interest
becomes a new branch and each
branch should support subsequent
branches. Specifically, core
branches should represent those
variables with fewer categories. It is
useful to start with binary variables,
such as area type (rural or urban) or
crash location (intersection or non-
intersection), before branching into
variables with several categories
Output tab from the Crash Tree tool. (Source: FHWA)
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SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
generating crash trees for specific SHSP Evaluation–It Does Evaluation also strengthens buy-in,
regions, counties, or local agencies Make a Difference! showing stakeholders and elected
within a larger (e.g., statewide) data officials that safety investments are
By Danielle Betkey, FHWA Office of Safety
set. Start and end years are useful generating results and addressing
for defining a narrow study period Is the time approaching for your safety through an evidence-based
when the data set includes several State to begin updating your process. It is important to remember
years of data. Filters represent Strategic Highway Safety Plan that evaluation provides feedback on
branches of the crash tree, where (SHSP)? Well, if so, now is the both positive and negative results,
filter 1 is the first branch, followed by perfect time to think about which can lead to course corrections
filter 2, filter 3, and so forth. After EVALUATION! and an improved return on safety
specifying parameters for the crash Why, you ask? Besides being a investments.
tree, users can click Generate Crash requirement, evaluations provide an
Tree and view results on the output easy, straightforward way to
tab. determine the effectiveness of your
The output tab on page 7 shows the SHSP. The success of an SHSP
crash tree diagram. Note this crash depends on a program of data-
tree only shows two variables of driven safety priorities and proven,
interest (ownership and number of effective strategies. Evaluation will
lanes). If filter 3 (most harmful event) help you achieve this goal by
was included, as shown in the analyzing the SHSP process and
screenshot on the previous page, performance and determining if
the crash tree output would include current activities should be
enhanced, revised, or replaced. SHSP Evaluation Process Model.
(Source: FHWA)
one more row of branches with a
summary of crashes by most harmful So, do we have your attention yet?
event. What are some of the benefits of
Well, it gets better! To help you
having a workshop in your State, you
Crash tree diagrams support the begin the SHSP evaluation process,
ask? The answer is easy—it
systemic safety analysis process to the FHWA Office of Safety is offering
provides a great opportunity to bring
help you identify and select facility a FREE workshop specifically
together your infrastructure and
types where focus crash types most tailored to your State’s needs. The
behavioral partners to:
frequently occur and explore workshop is based on the SHSP
potential risk factors. The Crash Evaluation Process Model (EPM), • Assess safety programs and
Tree tool, user guide, and training which helps answer some basic projects and associated
video are available for free from the questions about evaluation, performance results.
including:
National Center for Rural Road • Discuss and share results with
Safety. • What safety objectives are you peers to brainstorm continued
For training or technical assistance trying to achieve? improvements.
on the systemic safety analysis • How well are you progressing • Focus efforts and resources on
process, including the Crash Tree toward these objectives? the most critical problems and
tool, contact Karen Scurry or Jerry most effective countermeasures.
• What safety programs and
Roche from the FHWA Office of
projects are successful in If you are still wondering if hosting
Safety at Karen.scurry@dot.gov or
achieving objectives and which an SHSP EPM workshop in your
jerry.roche@dot.gov.
are not? State would be beneficial, here are
testimonials from Tennessee,
• How can you improve?
Colorado, and Kentucky—States
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SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
that have all hosted successful mini-SHSP meetings in the four beginning of the next cycle of the
SHSP EPM workshops. TDOT regions for local law SHSP update. Since the task of any
enforcement, engineers, etc., to evaluation can be complicated and
Here’s what Jessica Rich, safety
make them more aware of the SHSP far reaching in scope, CDOT
engineer, from the FHWA
and discuss local safety issues.” narrowed down objectives of the
Tennessee Division office had to
workshop and was keenly interested
say: Still need more reasons to host an
in focusing on certain areas. First, it
SHSP EPM workshop? Here’s what
“Tennessee adopted its first SHSP in wanted to review the process
Dahir Egal, safety engineer, from the
2004 and has revised the plan three followed by CDOT back in 2014,
FHWA Colorado Division office had
times since inception. In August when the update was being put
to say:
2018, Tennessee began the process together, and determine if there were
“The evaluation was very useful to safety stakeholders and came at an opportune time to
any gaps or missed opportunities for
coincide with the beginning of the next cycle of the SHSP update…lessons learned from identifying and reaching out to key
the workshop and results of the evaluation will be incorporated into the development of the safety stakeholders in the State.
next update.”
— Dahir Egal, safety engineer, FHWA Colorado Division Second, CDOT was interested in
briefly reviewing how the SHSP
aligned with or complemented other
of updating its SHSP and felt the “The Colorado Division hosted the
plans, including the Highway Safety
SHSP EPM workshop would be SHSP EPM workshop in June 2019.
Improvement Program (HSIP),
good for the process. Therefore, Workshop participants included
Highway Safety Plan (HSP),
Tennessee hosted the workshop in representatives from a large
Commercial Vehicle Safety Plan
March 2019 to fully evaluate the contingent of Colorado SHSP
(CVSP), Long Range Transportation
process for updating the SHSP, stakeholders, including steering
Plan (LRTP), and Statewide
analyze areas of improvement, and committee members and
Transportation Improvement
develop new ideas. Participants representatives from National
Program (STIP). The third objective
included Tennessee Department of Highway Traffic Safety
of the evaluation was to broadly
Transportation (TDOT), Tennessee Administration (NHTSA), Colorado
examine and conduct a high-level
Highway Patrol, Tennessee Highway Department of Transportation
overview of how data-driven
Safety Office, University of (CDOT), Colorado Department of
methodologies were used to set
Tennessee’s Center for Revenue (CDOR), MPOs,
safety targets, identify problem
Transportation Research, and four of Transportation Planning Regions
areas, arrive at a set number of
the 11 metropolitan planning (TPR), and others. The purpose of
emphasis areas, and assign
organizations (MPO). The workshop the workshop was to bring together
countermeasure strategies to each
helped make Tennessee more steering committees, emphasis-area
area. The final objective was to
aware of areas of improvement teams, and other stakeholders to
identify the weakest aspects of the
among the agencies involved. Some collectively take a hard look at
SHSP and come up with
of the recommendations included processes and performance
improvement recommendations that
developing an executive SHSP outcomes of the current SHSP. The
include safety countermeasures that
committee in addition to the SHSP result of this workshop determined
are specific, measurable,
committee that meets quarterly, how effective the SHSP really was
achievable, realistic, and time
conducting workshops on the SHSP and what enhancements and
bound. It is important to note the
at the annual highway safety and revisions were needed to make it
evaluation confirmed a lack of SHSP
operations conference and the State better.
implementation as the key flaw in the
MPO conference, and developing an
“The evaluation was very useful to 2014–2019 Colorado SHSP. In
SHSP communications plan. There
safety stakeholders and came at an conclusion, the success of the
are also plans underway to have
opportune time to coincide with the workshop may have been best
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SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
defined by the many takeaways for and other stakeholders on highway Roadway Safety Data
CDOT and stakeholders to develop safety initiatives beyond the strategic Capabilities Assessment
a much-improved SHSP update in plan document itself: websites
Final Report
2019. Lessons learned from the dedicated to SHSP messaging and
By Esther Strawder, FHWA Office of Safety
workshop and results of the one- and two-page flyers with
evaluation will be incorporated into effective branding strategies and Now Available: Second U.S.
the development of the next update.” concise messages disseminated at Roadway Safety Data Capability
meetings and public events. Assessment (CAP2) Final Report!
And lastly, here’s what Ryan
Tenges, safety engineer from the “It was very helpful to get feedback
Kentucky FHWA Division office had on the process at an early stage of
to say: the development of Kentucky’s new
SHSP. It was clear the safety
“In August 2019, highway safety
community not only learned a good
stakeholders participated in the
deal from the workshop, but also
SHSP EPM workshop, which was
from the Kentucky perspective as
designed to assist Kentucky in
well. Of particular utility was strategic
determining the effectiveness of its
planning process guidance we used
SHSP and to identify what changes
in focus groups, terminology and
could be made before its next plan
plan outline recommendations, and
update. The workshop included a
example graphics conveying
presentation on the general strategic
technical information in an easily
planning process—definitions and
understandable and compelling
examples of basic elements—as well
way.”
as specific advice regarding steps in
Second U.S. Roadway Safety Data
Capabilities Assessment (Source:
the process. It included guidance on As you can see, several States have
roles and responsibilities of each already benefited from the SHSP FHWA)
leadership group—the executive EPM workshop. The workshop is a
The first Roadway Safety Data
committee, steering committee, and great way to bring safety
Capability Assessment concluded
emphasis-area task forces—and stakeholders together to discuss the
with results showing a need for more
methods and templates the various SHSP and begin preparing for the
training, guidance, technical
groups could use to set objectives update process.
assistance, and resources to
and monitor progress.
improve crash, roadway inventory,
“Of particular utility was strategic planning process guidance we used in focus groups, and traffic data. It also gave FHWA
terminology and plan outline recommendations, and example graphics conveying technical
an opportunity to develop a new
information in an easily understandable and compelling way.”
—Ryan Tenges, safety engineer, FHWA Kentucky Division Roadway Safety Data Program
(RSDP) to meet the needs of States
that want to improve their roadway
“The facilitator provided valuable If you are interested in hosting a
safety data. The second assessment
examples of planning strategies that workshop in your State or would like
allowed FHWA to measure progress
have worked well in other States and more information, please contact
to date and identify ways to enhance
those that can be improved upon. Danielle Betkey at
RSDP in new areas such as safety
Informational materials from other Danielle.Betkey@dot.gov or 202-
performance management. Based
States were presented with an eye 366-9417.
on the assessment, the nation is
toward effective communication.
gradually improving in most areas of
Recommendations were given for
approaches to educating the public
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safety data collection, analysis, • States indicated the need for a governance policies, roles, and
integration, and management. focused United States responsibilities; countermeasure
Department of Transportation selection; and performance
The project’s final report provides an
(USDOT) effort to increase management analytic capabilities.
overview of key CAP2 assessment
awareness of technical These findings will help FHWA
findings. While each State is unique,
assistance, tools, training, and address key needs for States
there are commonalities in the final
other resources available to identified in the assessment. Thirty
results:
improve States’ roadway safety States also participated in three
• Data quality management and data. CAP2 peer exchanges during
data governance are not summer 2019 to offer more detailed
• State meetings and peer
formally part of how agencies do input on refining and expanding
exchanges provided valuable
business. resources available through the
discussions of plans and goals.
• Roadway data completeness RSDP, and to promote States’
Based on the action plans, States noteworthy practices and programs.
and safety analysis for locally
want to improve their current
owned roads continue to lag For more information, visit
roadway safety data capabilities and
behind the same attributes for https://safety.fhwa.dot.gov/rsdp/dow
take necessary steps to achieve
the State-maintained system. nloads/rsdp_usrsdca_final.pdf or
desired performance levels. States
• States found value in contact Esther Strawder at
indicated the desire to improve in
assembling multiple agencies esther.strawder@dot.gov.
most areas of the assessment.
and professionals to respond to Particularly noteworthy,
assessment questions and set improvements are needed in data
goals. quality management; data
SAFETY-DRIVEN CHANGES AND IMPROVEMENTS
Low-Cost Safety
expertise to deploy extensive safety FHWA’s proposed countermeasures,
countermeasures on local and rural including enhanced signage,
Countermeasures: Small roads. When applied using a pavement markings, speed
Changes Make a Big systemic approach, the cost savings management techniques, crosswalk
Difference on Rural Roads can be significant. enhancements, sidewalks, and road
By Rosemarie Anderson, FHWA Office of
Safety, and Jennifer McCabe, ARA
You may think “the road less
traveled” is a safer one, but of all
people killed in traffic crashes in
2017, about half died from crashes
on rural roads.
To combat this deadly problem, the
FHWA is promoting proven,
affordable solutions to agencies
nationwide.
Many local transportation
practitioners may feel they don’t
have the money, time, or technical Enhanced signage is one systemic approach to improve safety on rural
roadways. (Source: FHWA)
– 11 –SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
diets, offer significant safety
improvements for relatively low
investment.
See the Big Picture
Thousands of local and Tribal
agencies struggle with improving
rural road safety. These unique
roads widely vary—straight, winding,
paved, unpaved—and may travel
through any terrain, from mountains
to farmland. Crashes in rural areas
tend to be widely dispersed, which
can delay emergency response.
In these areas, the key to evaluating
where and what to invest in is to use Paving the shoulder of a rural road gives pedestrians more room to walk along the
data to prioritize locations and rural roadway. (Source: FHWA)
countermeasures that will best director of Iowa State University’s A History of Success
mitigate risk. Institute for Transportation.
The proposed countermeasures
A systemic approach, recommended The South Carolina Department of FHWA recommends for these roads
by FHWA, evaluates risk across an Transportation (SCDOT) has come with a proven track record.
entire roadway system rather than demonstrated the benefit and Basic signing improvements—
only looking at specific crash affordability of the systemic advanced warning signs, speed
locations. This takes a proactive approach of these countermeasures. plaques, and chevrons—alert drivers
approach to safety rather than a SCDOT identified and targeted more to upcoming curves and
reactive one. This is especially than 2,000 locations across the intersections. A simple 3-year
valuable for rural road systems, State to receive improvements, before-and-after analysis of the
where risk may be spread over many mostly in the form of pavement Pennsylvania Department of
miles of roadway, painting a markings and updated signing. The Transportation’s (PennDOT) efforts
misleading picture of safety due to State wanted to reduce frequency to enhance delineation and make
low crash density. and severity of crashes at stop- other corrections at curves showed
Low Cost, High Impact controlled intersections by alerting that overall crashes dropped 17
drivers to the presence and type of percent, major injury crashes went
Pavement markings are one of the approaching intersection. down 40 percent, and fatal crashes
least expensive countermeasures reduced 44 percent.
available to improve safety. They “In the past, our typical approach
was to treat hot spot locations which Did you know that adding edge lines
can help drivers stay in their lanes,
may involve a new signal or a left- can reduce total crashes by 15
stop at intersections, become aware
turn lane,” said Joey Riddle, SCDOT percent and severe crashes by 19
of approaching curves or pedestrian
safety program engineer. “The total percent? Adding these, or other
crossings, and encourage slowing
cost of these projects was roughly longitudinal pavement markings,
down.
half a million dollars. The systemic should be considered, even in
“Pavement markings can be used to approach allowed us to treat 80 locations where due to low traffic
create lane narrowing which makes similar projects for nearly the same volumes they may not be required.
the driver feel more constrained and price as one.”
slow down,” said Shaun Hallmark,
– 12 –SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
“Edge lines are considered To learn more, contact Rosemarie the day of the collapse, a
especially effective because that is Anderson at construction crew was working on
where a driver will tend to look when rosemarie.anderson@dot.gov. retensioning the post-tensioning rods
they are drowsy or trying to avoid the within member 11, connecting the
glare from an oncoming car,” said NTSB Determines Cause of bridge canopy and the deck at the
FHWA Transportation Safety FIU Pedestrian Bridge north end.
Engineer Cathy Satterfield. Collapse, Issues New In October, the National
Increasing the width of edge lines is Recommendations for Transportation Safety Board (NTSB)
another trend that is successfully Bridge Structures determined the probable cause of
improving safety on rural roads. In By Robert Accetta, NTSB Investigator in this tragic accident was load and
Kansas, Michigan, and Illinois, using charge, Office of Highway Safety, and Amy capacity calculation errors made in
6-inch edge lines in place of Terrone, NTSB Safety Advocate the design of the main span truss
standard 4-inch edge lines has On March 15, 2018, a partially member 11/12 nodal region and
reduced non-winter crashes on two- constructed pedestrian bridge connection to the bridge deck.
lane rural roads by 15 to 30 percent, crossing an eight-lane roadway in Contributing to the collapse was an
and fatal or injury non-winter crashes Miami, Florida, in Miami-Dade inadequate peer review, which failed
by 15 to 37 percent. County, experienced a catastrophic to detect the calculation errors in the
structural failure in the nodal bridge design.
Low-cost solutions can also combat
pedestrian crashes along roadways, connection between truss members While the span was being
where more than 6,000 people are 11 and 12 and the bridge deck. The prefabricated in a construction yard
killed each year. Installing sidewalks 174-foot-long bridge span fell about next to the roadway before it was
and paved shoulders can reduce 18.5 feet onto the street below. Eight placed over the roadway, workers
pedestrian-involved crashes by up to vehicles under the bridge were had documented cracks on the north
89 percent. Numerous low-cost crushed, and six people died, and south end of the bridge. After
improvements can also enhance including a bridge worker. Ten the bridge span was moved and
pedestrian safety—crosswalks, others were injured. placed onto the piers and the
pedestrian hybrid beacons, The pedestrian bridge was under diagonal supports 2 and 11 were
rectangular flashing beacons, construction as part of the Florida detensioned, cracks at the north end
medians, pedestrian refuge islands, International University (FIU) 11/12 nodal region continued to
and road diets. UniversityCity Prosperity Project. On widen. During its post-accident
Learn More
FHWA created a series of six short
videos, entitled Low-Cost Safety
Improvements, to help practitioners
incorporate road safety into their
existing responsibilities. In the
videos, learn about low-cost safety
improvements designed to make
stop-controlled intersections, curves,
unpaved roads, walking, and biking
safer. The videos also highlight the
use of pavement markings and
speed management techniques to
Bridge collapse. (Source: NTSB)
improve safety on a small budget.
– 13 –SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
investigation, NTSB found the cracks 2. Independent peer review of Based on its investigation of the
were more than 40 times larger than complex bridge design. Errors bridge collapse, NTSB issued 11
the maximum considered acceptable in design may occur, but safety recommendations in total,
in a pre-stressed reinforced concrete systems that were in place to with one issued to the Federal
bridge. The engineer of record’s catch those errors also failed. Highway Administration (FHWA).
failure to identify the significance of Specific to actions the FHWA should
3. Shortcomings in oversight
structural cracking observed in this take to help prevent such a future
and evaluation of and
node before the collapse, and failure accident, the NTSB recommended
response to significant
to obtain an independent peer that FHWA assist AASHTO with
observed bridge structure
review of the remedial plan to developing a requirement that
distress prior to collapse. As
address the cracking, further concrete bridge structures be
soon as the bridge had to
contributed to the collapse. designed with reasonable estimates
support its own
for interface shear demand, the
weight, cracks
cohesion and friction contributions to
appeared at the
interface shear capacity, and the
under-designed
clamping force across the interface
nodes,
shear surface.
particularly node
11/12. Over the To read the final report and all the
next 19 days, related recommendations, visit the
the cracks grew accident page on the NTSB website.
until the bridge To view the board meeting
collapsed. The presentations, visit the event
construction and summary page on the NTSB
inspection firms website.
working on the
bridge were Systemic Safety
Robert Accetta with Chairman Sumwalt at accident scene. (Source:
NTSB) aware of the Improvements on Rural
cracks and Roadways on the Lake
Additionally, the failure to cease reported the
Transverse Reservation
bridge work and close SW 8th Street cracks to the design firm, asking
By Adam Larsen, FHWA Tribal
to protect public safety contributed to for guidance. The engineer of Transportation Program
the severity of the collapse outcome. record at the design firm
The Sisseton Wahpeton Oyate
repeatedly indicated the cracks
Through its investigation, NTSB (SWO) Tribe of the Lake Traverse
were of no safety concern.
made 30 significant findings—but Reservation is improving roadway
four key safety issues stood out: 4. Lack of redundancy safety through systemic application
guidelines in specifications of two proven safety
1. Bridge design errors and for pedestrian and concrete countermeasures: edge-line rumble
unique bridge characteristics truss bridges. The design of stripes and multiple low-cost
and mechanisms of failure. the pedestrian bridge did not countermeasures at stop-controlled
The uniqueness of designing a include redundancy in the bridge intersections.
concrete truss bridge led to the load path. As a result, when the
circumstances that accounted Through a grant from the FHWA
11/12 nodal region failed, the
for the collapse of the pedestrian Tribal Transportation Program
bridge collapsed.
bridge. Safety Fund (TTPSF), provided
through the FHWA Office of Tribal
– 14 –SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
an injury and only 1 percent resulted The crash data also identified
in fatalities. Among the crash data roadway departure as a concern, but
for the Lake Traverse Reservation, such crashes were scattered across
46 percent of reported crashes were the roadway network rather than at a
off-roadway crashes, which align specific location. As a result, the
with the crash experience in the rest plan recommends systemic
of South Dakota. There was also a improvement on corridors with the
high instance of intersection-related highest risk for fatal or serious injury
crashes (20 percent of all crashes on roadway departure crashes.
the Lake Traverse Reservation). Systemic improvements include
enhanced signing and rumble-stripe
The resulting SWO Roadway Safety
installations, such as those recently
Improvement Plan identifies safety
installed with the TTPSF grant.
improvements both to address
locations and risks. High-crash Cliff Eberhardt of SWO reflected on
Standard drawings from the SDDOT for concentrations are identified at the project saying, “The SWO
rumble strips on roadways with less
several intersections on the Roadway Safety Improvement
than 4 feet of shoulder. (Source:
SDDOT) reservation. These locations Project has been a very popular
received safety enhancements, project for the Lake Traverse
Transportation, the SWO Tribe
including installation of oversized Reservation. With the safety funds,
installed 30.6 miles of narrow-width
stop signs, supplemental installation we were able to create a stand-alone
(8-inch) rumble stripes on roadways
of a left-side stop sign, LED-flashing project which was geared specifically
with little or no shoulder, and
borders around stop signs, toward transportation safety. We
installed multiple low-cost
advanced transverse rumble strips, have already seen some results from
countermeasures at 13 rural, stop-
and stop-ahead warning signs. the project and hope to include other
controlled intersections. Similar to
routes in the near future. We have a
the Highway Safety Improvement
long way to go with transportation
Program (HSIP), projects funded by
the TTPSF must be data driven and
identified in a transportation safety
plan.
The SWO Tribe developed a
transportation safety plan using the
five-step process developed by the
University of Wyoming, combining
crash data and qualitative field
observations to identify not only
high-crash locations but also
systemic safety risks. This study
evaluated crash data from 2004–
2013 and found 1,065 recorded
crashes for the SWO Tribe. Thirty
percent of these crashes resulted in
injury and 3 percent were fatal, SWO installed 30.6 miles of 8-inch-wide rumble strip along two-lane rural roads on
compared to all crashes in South the Lake Traverse Reservation. The rumbles have been fog sealed and a 4-inch white
strip will be added later. (Source: FHWA)
Dakota, in which 24 percent involved
– 15 –SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
safety projects on the Lake Traverse typical section consists of two 12- crashes in Tribal areas involve
Reservation.” foot lanes, no shoulder, and a ditch roadway departure. FHWA
at the edge of pavement. Such recommends transportation safety
In the United States, rumble strips
installations consist of a rumble strip plans developed by Tribes address
and stripes have been extensively
that is 8 inches wide and painted roadway departure and other topics
deployed with great success along
with a 4-inch-edge-line stripe. identified in the national Tribal
major highways with wide shoulders.
Transportation Safety Plan. Among
Such installations usually consume Andy Vandel of SDDOT stated,
the recommendations in the plan,
12 inches of paved surface on the “Rural local roads account for 85
FHWA encourages Tribes to pursue
roadway shoulder and allow an percent of all roadway miles and 26
systemic application of low-cost
average vehicle’s tire to completely percent of all severe crashes in
countermeasures to combat
drop within the rumble strip. South Dakota. In order to reach our
roadway departure crashes.
However, rumble strips are an goal of reducing fatal and serious
innovative feature on rural roadways injury crashes, proven low-cost For more information, contact Adam
where little or no shoulder is safety improvements must be Larsen at adam.larsen@dot.gov.
available. SDDOT has been deployed systemically.”
partnering with county and Tribal
According to the national Tribal
governments to deploy rumble
Transportation Strategic Safety Plan,
stripes on roadways where the
more than 60 percent of fatal
LEARNING TOGETHER
Agencies Are Inspired to
maintenance activities to improve
safety locally. Attendees came from
Action During Pedestrian Ann Arbor and Flint, Michigan;
Safety Peer Exchanges Charleston and Myrtle Beach, South
By Becky Crowe, FHWA Office of Safety Carolina; Knoxville, Tennessee;
The National Highway Traffic Safety Richmond, Virginia; Chapel Hill,
Administration (NHTSA) released North Carolina; and Little Rock,
data in October 2019 announcing Arkansas.
that pedestrian fatalities increased The City of Little Rock hosted the
53 percent between 2009 and 2018. event on October 23 and 24, Keith Benjamin (City of Charleston, South
Soon after, the FHWA and America beginning with a walking tour Carolina) presents with Joshua Johnson
Walks convened representatives through downtown and the riverfront; (SCDOT) on partnerships to improve
from seven cities to discuss FHWA’s the peer exchange included other pedestrian safety through planning and
Safe Transportation for Every maintenance programs. (Source: FHWA)
walking tours of local transportation
Pedestrian (STEP) program and projects and corridors. Most of the inclusive approaches to improving
share best practices for improving cities’ attendees had been meeting pedestrian safety.
pedestrian safety. Participants for more than a year via conference
Earlier in 2019, three other States
discussed a wide range of calls, as part of America Walks’
hosted pedestrian safety peer
strategies, including partnerships Road to Zero program. The peer
exchanges. Participants at these
with public health agencies, exchange in Little Rock was the first
events and the Little Rock meeting
innovative crash data analysis opportunity for attendees to meet in
discussed several common issues.
approaches, corridor studies focused person and be joined by staff from
City staff discussed the challenges
on pedestrian crossings, and Ann Arbor and Charleston—two
and benefits of implementing STEP
leveraging State agency cities known for innovative and
countermeasures. Attendees who
– 16 –SAFETY COMPASS NEWSLETTER · Winter 2020, Volume 14, Issue 1
did not represent government future corridor studies for pedestrian speed in pedestrian safety, and
agencies asked where to find and safety improvements. options for funding pedestrian safety
how to use crash data to better improvements. Days before the
In late August 2019, more than 40
advocate for pedestrian safety. event, the Illinois Center for
participants from more than 20
Participants agreed that saving the Transportation released a report on
agencies across Arizona met to
lives of people walking along and U.S. policies for the installation of
share experiences and ideas for
crossing roads is an urgent but pedestrian hybrid beacons (PHB)—
improving pedestrian safety in the
complex issue. one of STEP’s countermeasures.
State. The Arizona STEP team—
The report and speaker
comprised of volunteers and staff
presentations challenged attendees
from cities, Arizona Department of
to quickly advance improving
Transportation (ADOT), and the
pedestrian safety at crossings.
FHWA Arizona Division office—
organized the peer exchange in If your agency is interested in
Phoenix. Following a series of hosting a STEP peer exchange or
presentations from transportation learning more about resources
agencies, participants met in groups available through the STEP
of small and midsized cities, large program, contact Becky Crowe
cities, metropolitan planning (FHWA Office of Safety) at
John Landosky (City of Little Rock, organizations (MPO), and Tribal rebecca.crowe@dot.gov. To request
Arkansas) leads a walking tour and groups to discuss common a STEP workshop or additional
describes a road diet project implemented challenges and opportunities for training, contact Peter Eun (FHWA
on South Main Street that continues to
improving pedestrian safety. Juan Resource Center) at
support community and economic
Guerra, an engineer from the City of peter.eun@dot.gov.
development. (Source: FHWA)
Nogales, Arizona, applauded FHWA
Following the death of students and ADOT for organizing the event. Teaching Pedestrian and
crossing busy roads in Morgantown “I learned that while every Bicycle Concepts to the Next
Generation of
at West Virginia University (WVU), community has a different culture in
stakeholders came together in June
2019 to identify opportunities for
regard to pedestrian and biking
Transportation Leaders
facilities, in the end we all (small,
improving pedestrian safety locally. By Kristen Brookshire, University of North
medium, and large cities) face the Carolina Highway Safety Research Center,
The peer exchange included same issues to address so many and Becky Crowe, FHWA Office of Safety
members of the Morgantown pedestrian and bicycle needs that
Pedestrian Safety Task Force, the If you teach them, they will come.
grow according to the population
West Virginia Division of Highways That was our motto as we updated
growth.”
the Federal Highway Administration
(WVDOH), FHWA, WVU, the West
Virginia Local Technical Assistance The Illinois Department of (FHWA) Bicycle and Pedestrian
Program (LTAP), elected officials, Transportation (IDOT) organized a Transportation University Course.
pedestrian safety peer exchange Thousands of universities, junior,
and representatives of similarly sized
municipalities in the region. The 2- that included more than 100 technical, and community colleges
1/2-day event included a Road participants across Illinois and from offer foundational coursework for
several adjoining states, including future transportation practitioners.
Safety Audit (RSA) of one of
Morgantown’s high-concern Missouri, Michigan, and Indiana. The They play a critical role in preparing
corridors. Peer exchange 2-day event occurred in September future professionals to address
in Champaign, Illinois. Presentations transportation challenges and
participants agreed it would be
beneficial to standardize RSAs in described approaches to using data building skills they’ll need on their
for making decisions, the role of first day of work and throughout their
– 17 –You can also read
