Washington Builds Evaluation into its Strategic Highway Safety Plan

The Washington practice is discussed after the following introduction about Strategic Highway Safety Plan (SHSP) evaluation.

Other states in this SHSP Evaluation Noteworthy Practices series: ID and NV

Planning for Evaluation Should Begin When the SHSP is Developed

The Highway Safety Improvement Program (HSIP) requires States to evaluate their Strategic Highway Safety Plan (SHSP) to ensure the accuracy of their SHSP priorities and proposed strategies. Furthermore, evaluation helps States answer basic questions about the progress of their SHSP such as:

• What are we trying to do?
• How well are we doing it?
• How can we improve?

States that have successfully integrated evaluation into their SHSP process have realized the opportunity it provides to strengthen their SHSP efforts. Benefits include demonstrating the SHSP's contribution to transportation safety; uncovering challenges in prioritizing or implementing programs and strategies; determining progress in meeting SHSP goals and objectives, and; validating emphasis areas and strategies, or revealing the need to revise them.

Following are examples of how States have put evaluation into action.

• Outcome performance measures: how they will measure progress towards their goals and objectives.
• Priority strategies: those evidence-based or promising strategies that have the greatest potential to help them reach the emphasis area goals and objectives.
• Output performance measures: activity measures that help document program implementation.

It is never too early to institute evaluation; in fact, planning for evaluation should begin when the SHSP is developed. During the early stages of SHSP development attention should be given to how progress will be measured and success determined.

Washington's Practice

Washington Develops an Evaluation Plan

Washington State has developed an evaluation plan for their 2013-2016 SHSP, which they call Target Zero.

In their Target Zero plan, Washington documented how they intended to develop an evaluation plan to guide their SHSP evaluation. Early in 2014, representatives from the Washington State Department of Transportation (WSDOT) and the Washington Traffic Safety Commission (WTSC) convened to determine how to facilitate the overall SHSP evaluation.

Washington decided it would conduct a performance evaluation to determine how effective the SHSP has been in meeting its goals and objectives (outcomes), and the status of the implementation of their SHSP strategies (outputs). The evaluation plan captures these elements, which track back to their SHSP:

• Goal(s) and objectives
• Outcome performance measures: how they will measure progress towards their goals and objectives
• Priority strategies: those evidence-based or promising strategies that have the greatest potential to help them reach the emphasis area goals and objectives
• Output performance measures: activity measures that help document program implementation
• Tracking and data needs: the data they need to track the strategies and who will be responsible for coordinating this data

Washington also uses a tracking tool to record progress in meeting their goals and objectives and the status of their implementation activities.

Washington plans to use their evaluation results to help guide the development of their SHSP update, particularly the strategies in the next plan. It will also use the results to provide updates to partners such as National Highway Traffic Safety Administration (NHTSA) and Governors Highway Safety Association (GHSA), to inform leadership on key initiatives, and inform the Governor's office and legislators.

Figure 1. Washington SHSP Implementation and Output Tracking Tool

Contact

Chris Madill
Deputy Director
Washington Traffic Safety Commission
(360) 725-9884
wtsc.wa.gov

Idaho Builds Evaluation into its Strategic Highway Safety Plan

The Idaho practice is discussed after the following introduction about Strategic Highway Safety Plan (SHSP) evaluation.

Other states in this SHSP Evaluation Noteworthy Practices series: NV and WA

Planning for Evaluation Should Begin When the SHSP is Developed

The Highway Safety Improvement Program (HSIP) requires States to evaluate their Strategic Highway Safety Plan (SHSP) to ensure the accuracy of their SHSP priorities and proposed strategies. Furthermore, evaluation helps States answer basic questions about the progress of their SHSP such as:

• What are we trying to do?
• How well are we doing it?
• How can we improve?

States that have successfully integrated evaluation into their SHSP process have realized the opportunity it provides to strengthen their SHSP efforts. Benefits include demonstrating the SHSP's contribution to transportation safety; uncovering challenges in prioritizing or implementing programs and strategies; determining progress in meeting SHSP goals and objectives, and; validating emphasis areas and strategies, or revealing the need to revise them.

Following are examples of how States have put evaluation into action.

• Outcome performance measures: how they will measure progress towards their goals and objectives.
• Priority strategies: those evidence-based or promising strategies that have the greatest potential to help them reach the emphasis area goals and objectives.
• Output performance measures: activity measures that help document program implementation.

It is never too early to institute evaluation; in fact, planning for evaluation should begin when the SHSP is developed. During the early stages of SHSP development attention should be given to how progress will be measured and success determined.

Idaho's Practice

Idaho Develops an Evaluation Plan

Recognizing the importance of SHSP evaluation, Idaho embarked on the development of an evaluation plan in the early stages of their 2013-2016 SHSP. To develop the evaluation approach, the Idaho Transportation Department (ITD) convened a two-day workshop that included the input of Focus Group Committee Chairs, the SHSP Executive Oversight Team, the Office of Highway Safety Manager, the SHSP Manager, and FHWA. During the workshop, the evaluation team identified performance measures for emphasis area goals and objectives as well as for priority strategies. The team determined the data they would need to monitor their progress, established a tracking tool, and assigned roles and responsibilities for the various evaluation components. These elements are captured in an evaluation plan document that the team will continue to reference over the life of their SHSP.

The Focus Group Chairs are taking the lead on tracking SHSP implementation and monitoring progress towards goals and objectives. Their tracking tool generates a summary sheet, which is used to inform leadership and to report on their progress at their regular SHSP team and committee meetings.

In general, their evaluation results are used to monitor progress and identify areas of success as well as those needing improvement. Modifications will be made as warranted.

Results are also used to:

• Inform leadership, such as for the annual report out on the highway safety program
• Inform and involve SHSP oversight team
• Make “course corrections” to strategies or strategy implementation (if warranted)
• Help orient new SHSP members

Contact

Lisa Losness
Office of Highway Safety
Idaho Transportation Department
Lisa.Losness@itd.idaho.gov

Nevada Builds Evaluation into its Strategic Highway Safety Plan

The Nevada practice is discussed after the following introduction about Strategic Highway Safety Plan (SHSP) evaluation.

Other states in this SHSP Evaluation Noteworthy Practices series: ID and WA

Planning for Evaluation Should Begin When the SHSP is Developed

The Highway Safety Improvement Program (HSIP) requires States to evaluate their Strategic Highway Safety Plan (SHSP) to ensure the accuracy of their SHSP priorities and proposed strategies. Furthermore, evaluation helps States answer basic questions about the progress of their SHSP such as:

• What are we trying to do?
• How well are we doing it?
• How can we improve?

States that have successfully integrated evaluation into their SHSP process have realized the opportunity it provides to strengthen their SHSP efforts. Benefits include demonstrating the SHSP's contribution to transportation safety; uncovering challenges in prioritizing or implementing programs and strategies; determining progress in meeting SHSP goals and objectives, and; validating emphasis areas and strategies, or revealing the need to revise them.

Following are examples of how States have put evaluation into action.

• Outcome performance measures: how they will measure progress towards their goals and objectives.
• Priority strategies: those evidence-based or promising strategies that have the greatest potential to help them reach the emphasis area goals and objectives.
• Output performance measures: activity measures that help document program implementation.

It is never too early to institute evaluation; in fact, planning for evaluation should begin when the SHSP is developed. During the early stages of SHSP development attention should be given to how progress will be measured and success determined.

Nevada's Practice

SHSP Annual Report Helps Nevada Monitor Performance Measures Progress

In 2012, Nevada's SHSP Critical Emphasis Area (CEA) teams adopted a series of performance measures to track the impact of strategies adopted by each CEA (for their 2012-2016 SHSP), all of which tie to the number of fatalities and serious injuries.

The Nevada SHSP objectives were set as five-year average number of fatalities and serious injuries with 2008 (average of 2004 to 2008) as the baseline year. Nevada compiles their results into an Annual Report. The report shows progress for their performance measures and supporting data. It also summarizes the activities implemented to support the SHSP strategies.

The shaded content is an excerpt from Nevada's January 2013 Annual Report for their Pedestrian critical emphasis area. They document their safety progress towards a reduction in fatalities and serious injuries as well as provide the implementation status of their strategies.

Safety Progress on Pedestrians Fatalities and Serious Injuries

Between 2008 and 2011, pedestrian fatality numbers dropped by 23.2 percent and serious injuries decreased by 29.7 percent (Figure 3). The five year average number of pedestrian fatality and serious injuries both ended up lower than their targets (Figure 4).

Figure 3. Pedestrian Fatalities and Serious Injuries

Figure 4. Five Year Average Pedestrian Fatalities/Serious Injuries

Contact

Ken Mammen
Chief Traffic Safety Engineer
Nevada Department of Transportation
KMammen@dot.state.nv.us

Louisiana's Bottom Line on SHSP Implementation is Funding Support

Background

Potential stumbling blocks to implementation of Strategic Highway Safety Plans (SHSP) include funding for the projects and programs identified by the safety stakeholders and how to institutionalize project selection and funding over the long term. The Louisiana Department of Transportation and Development (DOTD) is using funds from the Highway Safety Improvement Program (HSIP) to address these challenges while keeping informed of stakeholder roadway safety needs and wants through the overall SHSP structure.

DOTD is using Highway Safety Improvement Program (HSIP) funds and staff to support regional safety coalitions who identify, develop, and implement behavioral and infrastructure road safety programs and projects. The Louisiana approach relies on a data driven decision making, widespread outreach and partnerships with State, regional, and local agencies and organizations, and a focus on addressing traffic related fatalities and serious injuries at the local level—where they occur.

The Approach - How It Works

Louisiana deploys a two-tier approach to SHSP implementation. Statewide initiatives are managed by the SHSP emphasis area teams while other projects and programs are implemented regionally through nine regional safety coalitions. The State finds regional implementation is an effective way to expand the SHSP focus at the local level. Under the DOTD program, HSIP provides funding for:

• Regional safety coordinators, who establish and manage coalitions and develop regional safety plans reflecting SHSP goals, objectives, and proven effective strategies; and
• Statewide and regional strategies and actions in the SHSP or regional safety plans.

Louisiana SHSP Funding Process

Regional coalitions are funded through Metropolitan Planning Organizations (MPOs) to ensure necessary organizational support and continuity. As part of the agreement, MPOs are required to include safety in their Unified Planning Work Program (UPWP), which ensures safety has a place at the table. The effort started with a pilot program in the South Central region (see 2013 Noteworthy Practice) in conjunction with the National Highway Traffic Safety Administration's Safe Communities model. That program was successful, particularly in achieving reductions in alcohol-related and unrestrained serious injuries, and the approach was adopted and taken statewide.

DOTD recognized the need to select the appropriate people as regional coordinators and enlisted the help of MPO directors and staff to identify potential candidates. The coordinators generally have a marketing/public relations background and a demonstrated ability to work effectively with large groups. Once the coordinators were hired, DOTD conducted a training session and provided information on coalition building, data collection and analysis, meeting facilitation and management, presentation skills, evaluation, and marketing. Regional safety coordinators also participate in monthly conference calls to share ideas and information.

The program is administered by DOTD in coordination with the Louisiana Highway Safety Commission (LHSC) and the Louisiana State Police (LSP). Individuals or groups at the State or regional level interested in funding complete an application. Statewide projects are reviewed and approved by the relevant SHSP emphasis area team. Those designed to impact a region are reviewed and approved by the relevant regional team and sent to the appropriate emphasis area team for their consideration. The SHSP Implementation Team approves behavioral safety programs and projects and DOTD approves infrastructure related projects.

Key Accomplishments

• Statewide SHSP emphasis area teams rely on the regional teams as a method for implementing programs and projects. Often ideas are pilot tested in one region and if successful, replicated statewide through the regional system.
• The DOTD Secretary publically supports the effort and recognizes the need for the agency to provide financial and technical assistance for both infrastructure and behavioral safety projects.
• LHSC supports regional safety coalitions through mini-grants for impaired driving and occupant protection programs, and the LSP Superintendent directs the Troop Commands to actively participate in the coalitions.
• Regions use data-driven, multidisciplinary Road Safety Audits (RSAs) as a way to prioritize and implement low-cost engineering solutions at high crash intersections and horizontal curves.
• The training and technical assistance needs for the regional and local stakeholders has led to an enhanced Local Technical Assistance Program (LTAP) program, and the creation of the Louisiana Center for Transportation Safety (LCTS), which provides support to the regions in the areas of workforce development and research, training, and technical assistance.

Results

• Traffic related fatalities continue to decrease in Louisiana. After a slight increase in 2011, fatalities continued to move in the right direction in 2013 and 2014. Serious injuries have continued a downward trend.
• Since DOTD began contributing HSIP funding for increased enforcement, safety belt use has gone from 77 percent to 84 percent.
• The initial regional pilot project in the South Central Region of the State has achieved a 17 percent decrease in fatalities.

Key Accomplishments and Results

Measured reductions in alcohol-related serious injuries as well as in serious injuries resulting from lack of seatbelt use.

Contact

Dan Magri
Safety Highway Administrator
Louisiana Department of Transportation and Development
225-379-1200
Dan.Magri@la.gov

Regional Coalitions Build Alabama's SHSP Update from the Ground Up

Background

Fatalities and serious injuries don't happen “statewide;” they happen in communities. Alabama (AL) is taking this notion to heart and using a bottom-up approach to update its Strategic Highway Safety Plan (SHSP). This means that rather than starting from a statewide perspective, State safety leaders will get the word straight from the proverbial horse's mouth, starting the 2017 SHSP update with input from regional coalitions who will provide a community perspective. Alabama will develop an overarching, statewide SHSP from the ground up, based on the input of the regional coalitions.

The Approach

Over the next two years, the Alabama Department of Transportation (ALDOT) will phase in this approach, beginning with four regions that represent diverse geographic and demographic characteristics, as well as highway safety issues experienced in rural, urban, and suburban areas. In addition, new regional coalitions will provide much needed specifics regarding traffic safety in various geographical and socio-economic conditions. This information will provide the AL SHSP Steering Committee with a solid foundation for applying the regional SHSP program to the remaining regions. Each region will be assigned the following tasks:

• Form a regional safety coalition to oversee the development of a regional safety plan (coalition membership will be similar to that required for a statewide SHSP);
• Identify the most serious traffic safety problems in each region using data collection and analysis; and
• Report back to the AL SHSP Steering Committee regarding the best safety countermeasures and programs for each region along with requests for assistance.

ALDOT will assist the first four regional coalitions in a variety of ways—e.g., data analysis, coalition building strategies, meeting planning and facilitation, research on countermeasure effectiveness, etc.—and will use those experiences to develop a user-friendly guidebook to document the type of assistance available and the required procedures for the remaining eight regional coalitions to follow. The guidebook will outline the costs and benefits of regional SHSP implementation including challenges, opportunities, and lessons learned. It will also provide implementation guidance and available resources.

Additional ALDOT Support for Regional Effort and SHSP Initiatives

To provide support for the regional planning effort and to improve traffic safety statewide, ALDOT is undertaking additional safety initiatives, such as:

• Forming a statewide SHSP Steering Committee;
• Assessing the strengths and weaknesses of current and past practices;
• Identifying other transportation and safety plans to ensure the SHSP is coordinated with all State safety planning efforts;
• Implementing data improvements such as converting link-node to GIS and developing an Annual Average Daily Traffic (AADT) estimation methodology;
• Developing guidance and tools such as a road safety assessment manual, an HSIP management manual, a horizontal curve resigning program, electronic ball bank equipment and training, and an Alabama roundabout guide;
• Determining safety workforce development needs, and communicating those needs to officials at the DOT and other agencies;
• Conducting research to document the benefits of investments in law enforcement and first responder training, enhanced enforcement, high-friction surface treatments, and methods to deter drowsy and fatigued driving;
• Integrating safety and operations activities; and
• Creating a safety forecasting tool (ALSAFE).

Benefit

Regional coalitions will have direct, substantial, and meaningful input into the development of the statewide SHSP strategies and countermeasures, ones that take into account regional conditions and priorities. This approach gives local agencies a greater stake in safety outcomes and increases the likelihood of a successful implementation of the updated SHSP. Further, the experience of the first four regional coalitions will provide real-world examples to the remaining eight regional coalitions as they embark on the development of their regional safety plans.

Contact

Timothy E. Barnett, PE, PTOE
State Safety Operations Engineer
Alabama Department of Transportation
barnettt@dot.state.al.us

Maryland Brings Plans and Programs Under its SHSP Umbrella

Background

Every State's Strategic Highway Safety Plan (SHSP) provides a comprehensive framework for reducing deaths and serious injuries on all public roads. Maryland, which has adopted a vision of Toward Zero Deaths, is an exemplar of using an SHSP as a framework for Statewide safety plans and programs.

An SHSP is an umbrella plan that guides transportation plans and roadway safety investment decisions. Maryland's SHSP seeks to bring Statewide road fatalities down to 475 by 2015, and to half that level by 2030. To reach those goals, the State is bringing the SHSP concept to the local level.

“The SHSP guides our overarching highway safety goals and efforts. Our annual safety plans are where the rubber meets the road,” said Thomas J. Gianni, chief of the Maryland Highway Safety Office.

Approach

The big idea in Maryland is for local plans to align with the SHSP, but with emphasis areas and strategies tailored to match local conditions. The Maryland State Highway Administration is taking the lead and is developing local data packages for counties.

Harford County has already developed a local SHSP and has set the stage for efforts in other counties. Like the state's SHSP, the Harford County SHSP follows a data-driven, multidisciplinary approach the draws from the 4Es of traffic safety—education, emergency medical services, enforcement, and engineering.

The Harford County SHSP provides a framework for reducing fatalities and serious injuries on all Harford County roads, and it establishes goals, objectives, and key emphasis areas that align with the goals and objectives of the Maryland SHSP. The Harford County SHSP encompasses all road users, including bicyclists, drivers, motorcyclists, and pedestrians.

Harford County will join Maryland in adopting the goal of halving traffic fatalities by 2030, which is also the centerpiece of the Federal Highway Administration's (FHWA) national initiative Toward Zero Deaths. Harford County used the same methodology as the State's SHSP to establish benchmarks for progress and will follow interim goals for fatality and injury reductions by 2015.

At the State level, the Maryland Department of Transportation (DOT) did not always use the SHSP as a standard. In prior years, the safety elements in the Maryland DOT's Statewide Long Range Transportation Plan and the Motor Vehicle Association's long range plan were not in line with the SHSP. Now, through a concerted effort elevate the State SHSP in the eyes of the DOT, the SHSP sets the tone and goals for these plans, and the plans refer back to the SHSP.

Other Maryland State agencies have also begun to refer to the SHSP. For example, the Maryland Department of Health and Mental Hygiene and the Maryland State Police both have agency business plans with highway safety components that align with those in the SHSP.

Results

By integrating the SHSP across the DOT and other State agency efforts, the safety needs of the State can be addressed more strategically and resources can be shared more effectively. Integration encourages State partners to strive toward common goals, collectively implement appropriate strategies and actions, share resources to meet or exceed the State's goals and objectives, and, most importantly, to save lives.

Kansas DOT Administers Funding Exchange to Fund Local Transportation Projects

Background

Local agencies (cities and counties) own and maintain about 92 percent of Kansas' road network. The size and expertise of local agency staff varies among agencies. Smaller agencies may not have the resources or expertise needed to apply for federal funds and administer the process to completion. In 2010, the Kansas Department of Transportation (KDOT) Bureau of Local Projects initiated an innovative funding program called the Federal Fund Exchange to help local agencies streamline the process of implementing projects on local roadways, including projects that could improve safety. The program provides local agencies the option to swap their federal funds to KDOT in exchange for State dollars. That option lets local agencies save time and money by avoiding restrictive and cumbersome requirements of the federal aid process.

Description of Practice

Federal transportation funds are made available to KDOT through FHWA. KDOT makes a portion of the funds available to all counties and cities with populations greater than 5,000. The local agency has the option to use their share of the federal funds to develop a federal-aid project in the traditional manner, or it may request to exchange the funds with KDOT. If the latter is chosen, KDOT agrees to accept the federal funds and makes 90 cents of State funds for every dollar of federal funds available to the local agency. The local agency follows local procedures to develop and administer the project, and submits a request for reimbursement to KDOT as costs are incurred. The local agency is reimbursed for 100 percent of the billings until the maximum amount of the exchange is expended. Participating local agencies are required to use the State funds for specific types of road or bridge improvement projects, but have a wider variety of projects and ranges of scope than the federal-aid program would permit. Safety improvements range from signing and pavement marking to roadside obstacles and intersection improvements.

Key Accomplishments

Over the four years the program has operated, KDOT has committed over $84.9 million in exchange dollars across the State to be used on local projects by eligible local governments. As of October 2014, $51.5 million have been reimbursed.

Results

The program allows greater flexibility in selecting local projects. Projects can be completed on non-federal aid routes and bridges do not have to meet Federal eligibility requirements. Local agencies are now better able to meet their highest local needs, and there is much less overall oversight required by KDOT. The program also results in less local-level oversight and paperwork for FHWA.

The program has allowed roadway improvements on county- and city-maintained roads that may not have otherwise been possible due to resource constraints. The majority of the funds have been spent on resurfacing and bridge maintenance or replacement projects. While these projects are not Highway Safety Improvement Program projects, they contribute to an improved and safer travel experience. The program is a potential funding option for local agencies to identify and implement safety improvements as needed without engaging the federal aid process.

Additional Information

• Kansas Department of Transportation Federal Fund Exchange Program Guidelines (November 22, 2010)
• Kansas Federal Fund Exchange Program for Local Agencies Presentation (Presented by Ronald J. Seitz, P.E., Chief of Bureau of Local Projects)
• Up and Running: Update on KDOT’s Federal Fund Exchange, Kansas LTAP article

Publication Year: 2015

Image Description

Graphic that illustrates how KDOT's Federal Fund Exchange works: Federal funds are made available to KDOT through FHWA. KDOT shares a portion of federal funds with cities and counties. KDOT agrees to provide LPA $.90 state funds per $1.00 fed. LPA requests KDOT exchange funds. KDOT reimburses LPA up to maximum amount of total exchange. LPA submits request for reimbursements to KDOT along with appropriate documentation of expenditure. LPA lets/administers project(s) themselves and pays contractor/suppliers.

Tennessee DOT Local Roads Safety Initiative Assists Counties Challenged by Limited Staff with Road Safety Improvements

Summary from Assessment of Local Road Safety Funding, Training, and Technical Assistance: Benefit/Cost Tool and Local Road Safety Manual

Background

The Tennessee DOT (TDOT) Local Roads Safety Initiative (LRSI) was created in 2010 to assist with improving safety on local roads. TDOT created the initiative to assist its counties with road safety improvements. The initiative provides basic signing, striping upgrades, signage for curves, guardrail, and approaches to guard rails. Most counties have limited support staff and very few counties have staff with the needed engineering expertise. Only 6 of 95 county chief administrative officers are licensed engineers. The LRSI was developed by a partnership between the Strategic Highway Safety Plan (SHSP) and safety projects coordinator, State traffic engineer, assistant chief of operations, incident management division director, and the Tennessee FHWA Division. TDOT developed a consultant contract and hired two consultants to conduct local road safety analysis in Tennessee's 95 counties.

Benefit

The TDOT Local Road Safety Initiative has successfully conducted Road Safety Audit Reviews (RSARs) through the draft stage for 45 counties and 21 projects have been let to bid and awarded since the program's inception.

Contact

FHWA Office of Safety staff contacts by safety function

Ohio DOT and LTAP Provides Opportunities for Townships to Improve Town-wide and Corridor Signage at Intersections and Curves

Summary from Assessment of Local Road Safety Funding, Training, and Technical Assistance: Benefit/Cost Tool and Local Road Safety Manual

Background

The Ohio DOT's (ODOT) Office of Local Programs, with the assistance of the Ohio Local Technical Assistance Program (LTAP) Center, administers a systemic signage intersection and curve upgrade program for targeted Ohio Townships. The program provides two opportunities for townships to apply for free safety and advanced warning signs.

• The Township-wide Systematic Signage Upgrade Program is for Townships with a high number of severe crashes. The Top 50 Townships with a high number of serious crashes for a five-year period are invited to apply for funding to implement systematic signage upgrades.
• The Township Corridor Systematic Signage Upgrade Program provides intersection signage and curve upgrades for Townships with a corridor among the Top 50 Township High-Risk Rural Roads in Ohio based on a five-year period of crash data. Townships can apply for funding on designated corridors.
• Townships participating in the programs are responsible for installation and maintenance of the signage and are limited to a list of preapproved signs.

As a part of the program, the Ohio LTAP Center provides crash data and information on the types of sign packages available for specific situations. Townships can choose from the signage packages or build their own sign orders. The ODOT Office of Local Programs also provides guidance and assistance to Townships on sign installation if necessary. Program details are available on the ODOT Local Programs web page.

Figure 1. Before and After Photos of Sign Installation Completed as Part of Program.

Benefit

The signage packages help insure the townships install the signs according to the requirements of the Ohio Manual of Uniform Traffic Control Devices (OMUTCD).

Contact

FHWA Office of Safety staff contacts by safety function

Louisiana DOTD and LTAP Partnership Improves Local Agencies' Capabilities to Develop Regional Safety Plans, Access Funding, and Implement Safety Improvements

Summary from Assessment of Local Road Safety Funding, Training, and Technical Assistance: Benefit/Cost Tool and Local Road Safety Manual

Background

Louisiana Department of Transportation and Development (DOTD) established a Local Roads Safety Program in 2006 and despite early barriers and challenges, it has become a viable program aimed at improving highway safety on Louisiana's local road network. Today, the Louisiana Local Technical Assistance Program (LTAP) Center administers the Local Road Safety Program and DOTD sets aside $3 to $5 million from its Section 154 and 164 Safety Transfer funds, Highway Safety Improvement Program (HSIP) funds, and High Risk Rural Roads Program (HRRRP) funds for local safety projects. (Note: MAP-21 continues two penalty transfer programs to encourage States to enact Open Container laws (Section 154) and Repeat Intoxicated Driver laws (Section 164). Any State that does not enact and enforce a conforming open container and repeat intoxicated driver law will be subject to a penalty transfer of funds. Additional information is available on the MAP-21 Guidance page.) Thanks to the successful partnership between LTAP and DOTD, technical assistance and funding is available to help local agencies implement infrastructure projects.

Within DOTD, no unit or department is responsible for administering local road safety projects, which is one of the main reasons for the partnership with LTAP. The DOTD Office of Safety provides funding to LA LTAP for a full-time traffic safety engineer/program manager, a part-time project engineer and two part-time traffic safety engineers.

The main component of the Louisiana LTAP program is to help local agencies develop the capability to solve local road safety problems using local resources or by accessing funds through the Strategic Highway Safety Plan (SHSP) process. LTAP assists local agencies to identify, apply for, and administer local road infrastructure safety projects. Most recently, they have begun to assist the regional transportation safety coalitions with the identification and implementation of infrastructure improvements.

In 2011, DOTD divided the State into 10 regions and charged each with developing a regional safety coalition and a safety plan (a regional SHSP) to help with the implementation of the Louisiana SHSP. Each coalition reviews regional crash data to identify strategies and projects to reduce fatalities and serious injuries for impaired drivers, unbelted drivers, young drivers, and infrastructure-related crashes. LTAP works with the coalitions to identify and implement local infrastructure improvements for the plans in coordination with activities on the State system.

Benefits

To date, LTAP has provided local data, data analysis, and technical assistance to four regional coalitions. The most advanced coalition, the South Central Regional Transportation Safety Partnership, has conducted five Road Safety Audits (RSAs), and with the help of LTAP is preparing to apply for funding. LTAP also currently is working with coalition members (as well as individual parishes) to implement a system-wide/systemic approach to improving safety on horizontal curves. LTAP has located all horizontal curves on the local road system. LTAP is working with the local agencies and DOTD to develop a process to characterize and prioritize these curves based on certain criteria and to develop a manageable process to implement projects systemically.

In terms of next steps, LTAP, LSU, and DOTD are partnering on a three-year program to assemble roadway and traffic data on the local road system. This program will collect roadway characteristic and traffic data on all arterials, collectors and roads of significance for the local road system. This will continue to enhance LTAP's capability to work with the local agencies, share data, and collaborate on infrastructure improvements. LTAP is facilitating the development of a research project to develop better estimates of local road Annual Average Daily Traffic (AADT) which is necessary for many of the analytical tools currently being used to analyze for safety.

Contact

FHWA Office of Safety staff contacts by safety function