RSP 1 Flashcards
(226 cards)
1
Q
Road Safety
A
Data, performance measures and decision-making tools used to reduce fatalities and serious injuries within the roadway environment; a continuum concept (i.e., increase in safety for drivers may mean a decrease in safety for cyclists and pedestrians)
2
Q
Nominal Safety
A
Absolute, based on design criteria and standards
3
Q
Substantive Safety
A
Based on long-term data trends
4
Q
K of KABCO
A
K: fatal injury
5
Q
A of KABCO
A
A: Incapacitating injury
6
Q
B of KABCO
A
B: Non-incapacitating evident injury
7
Q
C of KABCO
A
C: Possible injury
8
Q
O of KABCO
A
O: No injury/property damage only
9
Q
Deterministic Factor
A
Controllable or predictable
10
Q
Stochastic Factor
A
Random
11
Q
MAIS
A
Maximum Abbreviated Injury Scale
12
Q
Driving Task Model
A
Control, Guidance, Navigation
13
Q
Design Driver
A
Driver of passenger vehicle that roadway characteristics are based on. Not the “average” driver but the 85th percentile to capture a large portion of drivers to accommodate a wide variety of behaviors
14
Q
High Risk User Groups
A
Elderly drivers and young/novice drivers
15
Q
Control
A
Step 1 of Driving Task Model. Keep equipment in the right space
16
Q
Guidance
A
Step 2 of Driving Task Model. Interaction with other equipment (following, passing, merging, etc.)
17
Q
Navigation
A
Step 3 of Driving Task Model. Following path
18
Q
Road Safety Partner
A
Emergency services, public (general public, special interest, adjacent land owners, etc.) and Government officials that assist with problem identification, countermeasure selection, etc.
19
Q
4 E’s
A
Engineering, Enforcement, Engineering, Emergency Response
! Fifth “E” is EVALUATION
20
Q
Site-Level Approach
A
Focus on high-priority locations
21
Q
System Level Approach
A
Focus on issues affecting broad transportation system
22
Q
Systematic
A
System-level, implementing treatments and countermeasures based on factors that affect the entire network
23
Q
Systemic
A
Risk-based safety approach; looking at particular features that exist across a system and employing treatments based on those factors
24
Q
Haddon Matrix
A
identifies potential crash factors on the x-axis (human, vehicle/equipment, physical environment and socio-economic) versus crash conditions (pre-crash, crash, and post-crash)
25
Safe Systems Approach
Accepts that human error is inevitable and focuses on minimizing impact energies associated with a crash. Roadways should be designed to make crashes avoidable and survivable
26
Crash Modification Factor
A multiplicative factor to compute expected number of crashes after implementing a countermeasure
27
Safety Performance Function
An equation used to predict the average number of crashes per year at a location as a function of exposure (ADT, segment length) and roadway characteristics (number of lanes, presence of median, presence/type of traffic control). Calibrated for specific set of site conditions
28
Critical Data for safety analysis
Crash data, traffic volume, roadway characteristics
29
Supplemental Data for safety analysis
conflict information, injury surveillance & EMS, driver history, vehicle registrations, law enforcement citations, drive simulator, public opinion
30
FARS
Fatality Analysis Reporting System; all fatal crashes reported to law enforcement within U.S. state and county level summaries
31
ISS
Injury Surveillance Systems
32
MMUCC
Model Minimum Uniform Crash Criteria (1998); best practices to collect as a part of a crash record database
33
NDR
National Driver Register; tracks crashes and citations issued to drivers
34
CDLIS
Commercial Driver License Information System; tracks crashes and citations issued to commercial drivers
35
SHRP2 NDS
Strategic Highway Research Program Round 2 (FHWA) Naturalistic Driving Study; collection of information of drivers on their day-to-day driver path; provides general information around driver behavior, driver distraction, etc. (and crashes) (naturalistic data, might have been used to develop perception-reaction time)
36
NBI
National Bridge Inventory
37
FRA RGCI
Railroad Grade Crossing Inventory
38
MIRE
Model Inventory of Roadway Elements; not a database but a set of best practices agencies may adhere to when collecting roadway information for safety analysis. 202 characteristics of roadway system to be collected
39
HPMS
Highway Performance Monitoring System; data on the extent, condition, performance, use and operating characteristics of the nation's highways
40
Quantitative Data
Measurable data that can be manipulated via numerical analysis
41
Qualitative Data
Categorical, based on subjective characteristics or discrete attributes
42
Components of Safety Data Quality
Timeliness, Accuracy, Completeness, Uniformity, Integration, and Accessibility
43
Relationship between crash frequency and AADT
Crash frequency increases with higher AADT. Generally, the relationship is non-linear, represented by SPF
44
Relationship between crash severity and AADT
Higher volumes tend to result in lower crash severity
45
Night time crash risk for single vehicles
up to 25 times more likely
46
Uses of SPFs
network screening, countermeasure comparison, project evaluation
47
CMF < 1.0
Crash reduction
48
CMF > 1.0
Crash increase
49
Deliberative decision making
Rational, conscious system wherein one person considers information using rational thought, logic, and reasoning in deciding on an action
50
Intuitive decision making
Implicit, unconscious process by which a person makes nearly instantaneous decisions and takes resulting action
51
90/4 rule
90% of drivers visual search time is spent within 4 degrees of windshield area
52
Perception-Reaction Time
depends on information processing, driver alertness, driver expectations, and vision; detection, identification, decision, and response; HSM says 2.0 s
53
User Adaptation
Adaptation, Strategic, Tactical, Operational, Short-term versus long-term adaptation
54
Short-term adaption
Adapting to a specific trip
55
Long-term adaptation
Driver/roadway user as they progress through the years
56
Elements of Education
Source (who is presenting the information)
Content (targeted and presented in a way that underscores the outcomes)
Channel (how information is presented)
Recipient (who information is presented to)
57
Intersection/access point crashes
Turning, rear-end, sideswipe, angle, vulnerable user crashes
58
Intersection risk factors
Perceptual limitations, visual blockage, permissive left-turn traps, inadequate visual search
59
Interchange crashes
Sideswipe, angle, rear-end crashes
60
Interchange risk factors
Entrance ramp/merge length, distance between ramp terminals, decision sight distance and signing, exit ramp design
61
Divided, control-access mainline crashes
Run-off road, rear-end, animal crashes
62
Divided, control-access risk factors
Driver inattention/sleepiness, slow-moving vehicles, animals
63
Undivided roadway crashes
Head-on, run-off-road, rear-end
64
Undivided roadway risk factors
Driver inattention/sleepiness, movement into oncoming lane, slow-moving vehicles, visibility
65
2/2 rule for distraction and crash risk
2 seconds that the driver is looking away from the roadway or not focusing on the driver task, the crash risk effectively doubles
66
Risks of Novice Drivers
Risk-taking and perception, dangerous driver behaviors, influence of passengers, and alcohol
67
Risks of older drivers
Decline in selective attention, useful field view; more easily distracted, overloaded in complex environments
68
Deliberative human mistake
Operating on incomplete or inaccurate information
69
Intuitive human mistake
an iterative decision making process so a user might not have enough experience to make good intuitive decisions
70
Error classifications
Rules-based, knowledge based, skill-based
71
Slip
Classified as intending to follow safe operating principles of a roadway
72
Mistake
Having an incorrect response to external information from roadway or not operating based on correct information from the roadway environment
73
Expectancy
Predisposition that things are configured or will occur in a certain way. Design that conforms to expectancy reduces user error
74
Continuity Expectancy
For an event that occurs for a length of time, assuming that the event will continue to occur in the future
75
Event Expectancy
Specific events
76
Temporal Expectancy
Duration of certain events on roadway, event is expected to continue on a certain course
77
Attention and information processing
on average, only 16 units of information per second; additional information discarded based on priority
78
Percent of information is visual
90%
79
Main cue for speed choice
Peripheral vision
80
Wilde Driving Task Model
Cognitive states, motives, physical/psychological states, modulating factors. Subjectively-perceived danger compared to driver risk tolerance. Drivers will operate up their risk tolerance; once they perceive a conditions to the environment that exceeds their risk threshold, they will alter their behavior to where the environment is under their threshold
81
Summala Model
Range of activities from high-level (e.g., trip planning) to low-level (e.g., signaling for a turn). Includes taxonomy of various driver behaviors (e.g., obstacle avoidance, crossing management), level of psychological processing (decision making, attention control, perceptual motor-control) and functional hierarchy (vehicle choice, trip decisions, etc.)
82
Truck Driver behavior
Longer required sight distances, ability to gauge different acceleration/deceleration capabilities, watching for additional information, and night-time sign legibility
83
Motorcyclist driver behavior
Difficult to judge speed and distance of others, clothing related conspicuity
84
Pedestrian driver behavior
Street crossing task (perception, judgement, decision), failure-to-yield (50% at fault for right-turns, 33% at fault for left-turns); walking speed (3.5 ft/s in MUTCD, 3.3 ft/s in ITE Traffic Engineering Handbook); young/old pedestrians; nighttime conditions
85
Bicyclist driver behavior
LTS based primarily on curb lane traffic volume, speed, lane width; and secondarily on commercial driveways, parking turnover. Majority of crashes at intersections (turning movements, motorists emerging from driveways/side-streets, bicyclists disobeying traffic laws)
86
ISM System
Integrated Safety Management System that includes safety program leadership (SPL), Operations Manager (OM), and task teams. Built for data sharing, joint analysis for trend and hotspot identification to gather different perspective on solutions
87
Safety Management Process
Network Screening, Diagnosis, Select Countermeasures, Economic Appraisal, Project Prioritization, and Safety Effectiveness Evaluation
88
Network Screening
Identify locations for improvement, focused on road design
89
Data needs for Network Screening
Crash volumes, traffic volumes
90
Crash Rate
Collision rate for section, based on total number of reported collisions, time frame of analysis, and AADT, and length of section
91
Critical Collision Rate Method
Set a crash rate threshold based on average crash rate, reference group, desired level of confidence. Sites which exceed the crash rate threshold warrant diagnosis
92
Diagnosis
Assess safety issues at "hotspot" locations based on 1) safety data review (crash data summary), 2) assessment of supporting documentation, 3) assessment of field conditions, and 4) definition of problem statements
93
Roadway Safety Audit
Safety evaluation by an independent, multi-disciplinary team to identify safety performance improvements
94
Traffic Conflict Study
Observation of evasive actions at high-risk roadway locations
95
Countermeasure screening
Scoring matrix, overall feasibility, impact on operations, consistent with local practice
96
Economic Appraisal steps
1. Estimate benefits with CMFs, SPFs and EB with and without countermeasures. Include economic cost like direct cost (loss of wages, loss of life) and societal costs (loss of quality of life)
2. Estimate costs
3. Determine cost effectiveness with Net Present Value, benefit/cost ratio, common life expectancies, etc.
97
Strategic Highway Safety Plan
Statewide-coordinated safety plan that provides a comprehensive framework of reducing highway fatalities and serious injuries on all public roads. Initially required by SAFETEA-LU (2005). Considers safety needs on all public roads, and integrates state, regional, and local safety planning process
98
HSIP
Highway Safety Improvement Program (FHWA). Requires each state to develop and implement a Strategic Highway Safety Plan (SHSP). Funding for safety projects at high-priority locations. The program allows development of targeted solutions and approaches that address the contributing factors to collisions, thereby seeking to achieve a higher return on safety investments
99
Normative behavior
What people "should" do
100
Personal determinants
Changing beliefs
101
Situational determinants
Creating opportuniy
102
Mandatory program
Ability to impose sanctions
103
Elements of successful roadway safety program
Institutional organization, coordination (policy making versus implementation), financing, and knowledge and information (data availability and quality)
104
Safety Champion
Someone who provides enthusiasm and support for a road safety program. Either 1) has access to resources, ability to implement to change, or 2) a leader who inspires other to follow
105
Responsibility of Safety Champions
Leadership buy-in, financial resources, public and institutional visibility for a program, ongoing support, and multi-disciplinary/stakeholder commitment
106
Role of planners
how is safety impacted by and how does it impact a jurisdiction's long-term goals for mobility, environmental quality, and economic prosperity
107
Role of engineers
Integrate safety into larger contextual considerations for individual projects and programs
108
Clear zone
An unobstructed, traversable roadside area that allows a driver to stop safely or regain control of a vehicle that has left the roadway
109
High visibility enforcement
Enforcement paired with education campaigns
110
Targeted enforcement
Focuses on specific behaviors
111
Safety Program Evaluation
1. Identify the problem
2. Develop reasonable objectives
3. Develop a plan for measuring results
4. Gather baseline data
5. Implement your program
6. Gather data and analyze results
7. Report results
112
SMART Objectives
Specific, Measurable, Action-oriented, Reasonable, and Time-specific
113
Causation
The implementation of Action A caused Outcome B
114
Correlation
Action A was implemented, Outcome B happened, and they're somehow connected
115
Crash frequency
The number of crashes occurring per year or other unit of time
116
Crash outcome
Measured by the types of injuries sustained to the people involved in the crash
117
Uniform vehicle code
A code covering registration and tilting of vehicles, licensing of drivers, and operation of vehicles on the highways
118
Federal Highway Act (1944)
National System of Interstate Highways; calling for 40,000 mile network but not accompanied by any funds to support the development of these highways
119
Federal-Aid Highway Act of 1956
Links the development of the interstate highway system to the interest of national defense and assigned funding that would rapidly expand the highway network
120
Highway Safety Act of 1966
Established USDOT and transformed the Bureau of Public Roads into the FHWA
121
Highway Safety Act of 1973
Established a specific methodology for improving roadway safety from an engineering perspective; clarified that the Federal Government was to direct policy and program components, while the States were responsible for implementing those policies and programs
122
ISTEA
Intermodal Surface Transportation Efficiency Act of 1991 added a multi-modal perspective to Federal-aid highway program
123
TEA-21
Transportation Equity Act provided more focus for roadway safety planning by establishing safety and security as planning priorities; established Highway Safety Infrastructure Program (NOT HSIP) which funded safety improvement projects to eliminate safety problems and encouraged States to adopt and implement effective programs to improve quality of State data
124
Blood alcohol content
The percentage of alcohol in a person's blood, used to measure driver intoxication
125
SAFETEA-LU
Safe, Accountable, Flexible, and Efficient Transportation Equity Act - A Legacy for Users (2005) raised the stature of Federal road safety programs by establishing the HSIP as a core Federal-aid program tied to strategic safety planning and performance
126
MAP-21
Moving Ahead for Progress in the 21st Century Act which doubled funding for road safety improvement projects, strengthened the linkage among modal safety programs and created a positive agenda to make significant progress in reducing highway fatalities and serious injuries
127
Behavioral Adaptation
The unconscious process by which people react to their environment
128
Truck fatalities
Large trucks account for only 4 percent of registered vehicles, 9 percent of VMT, and 12 percent of total traffic fatalities in 2013
129
Motorcyclist fatalities
Motorcyclists represented 15 percent of all traffic fatalities in 2012, but only 3 percent of registered vehicles and 0.7 percent of VMT
130
Pedestrian fatalities
Pedestrians accounted for 14.1 percent of total traffic fatalities in US in 2012. Between 2008 and 2012, motor vehicle fatalities decreased 13 percent while pedestrian fatalities increased 8 percent
131
Bicyclist fatalities
Bicyclists account for only 1 percent of all trips, but 2 percent of traffic fatalities
132
Key Principles of Human Behavior
- Human behavior is guided by two different systems (deliberative and intuitive)
- Humans are not exclusively logical, rational beings
- Human behavior is heavily influenced by the environment
- Humans make mistakes
133
Human error contribution to crashes
More than 90% of traffic crashes
134
Why information-only educational campaigns never work
They appeal to the deliberative system and assume human behavior is usually a product of rational thought
135
Roadway Elements
Physical features of the road such as travel lanes, shoulder width, pavement condition, and roadside characteristics
136
High Quality Data & High Quality Analysis
Best Case. Agency will reach the best safety decisions
137
High Quality Data & Low Quality Analysis
Missed Opportunity. Agency has wasted money in databases that are not being used to full potential
138
Low Quality Data & High Quality Analysis
Promising. A robust analysis that recognizes the limitations of the data can still produce useful results.
139
Low Quality Data & Low Quality Analysis
Worst Case. Will lead to bad decisions
140
Critical Data for Safety Analysis
Crashes, traffic volume, and road characteristics
141
Supplemental Data for Safety Analysis
Conflict and avoidance maneuvers, Injury surveillance and emergency medical systems, driver history, vehicle registrations, citations and enforcement, naturalistic, driving simulator, public opinion, behavioral observation
142
PDO
Property damage only
143
TMG
FHWA Traffic Monitoring Guide; highlights best practices and provides guidance to highway agencies in traffic volume data collection, analysis and reporting
144
Challenges and Gaps of Crash Data
Incomplete data, delays in entering data into databases, inaccurate crash locations, and wrongly assigned fault and wrong choice of crash data
145
ADT versus AADT
ADT is count of traffic calculated to reflect he 24-hour volume of the date it was collected. AADT is calculated for an entire year from the ADT by adjusting that simple average traffic volume to take into account the different travel patterns that occur during short duration count periods
146
Challenges and Gaps of Volume Data
Implementing a quality assurance process to ensure that counts are accurately recorded; counts are based on sampling and may not represent true averages; higher variability of bike/ped counts
147
Challenges and Gaps of Roadway Characteristic Data
Time-consuming and expensive to collect
148
What Volume, Crash, and Road data can yield
Develop safety performance functions for predicting crashes
149
What Volume and Crash data can yield
Determine proportional issues from specific vehicle types; Calculate crash rates
150
What Crash and Road data can yield
Prioritize maintenance activities; Prioritize systemic improvements; Determine risk factors
151
What Volume and Road data can yield
Calculate predicted crashes from SPF
152
ISS
Injury Surveillance Systems typically provide dat on emergency medical systems (EMS), hospital emergency departments, hospital admissions/discharges, trauma registry, and long-term rehabilitation
153
CODES
Crash Outcome Dat Evaluation System which links crash, vehicle, and behavior characteristics to their specific medical and financial outcomes
154
Naturalistic driving data
Driver behavior dat collected during actual driving trips through technology placed in the vehicle (video camera views of driver, speed, and vehicle motion sensors, and location tracking equipment)
155
Timeliness of safety data
A measure of how quickly an event is available within a data system
156
Accuracy of safety data
A measure of how reliable the data are and whether they correctly represent reality
157
Accuracy errors for data
Typographic errors (for data entered manually); Inaccurate and vague description of crash locations; Incorrect descriptions or entry of road names, road surface, level of accident severity, vehicle types, etc.; Subjectivity on details that rely on opinion of the reporting officer
158
Completeness of safety data
A measure of missing information (on individual crash forms and/or unreported crashes). Non-injury crashes are often not reported. Some PDO crashes are unreported if the dollar amount of damage is under a certain threshold, and thresholds may fluctuate
159
Uniformity of safety data
A measure of how consistent information is coded in the data system or how well it meets accepted data standards. MMUCC is used by states to ensure uniform crash data
160
CDIP
Crash Data Improvement Program; provides states with a means to measure the quality of the information within the crash database
161
Integration of safety data
A measure of whether different databases can be linked together to merge the information ins each database into a combined database
162
Accessibility of safety data
A measure of how easy it is to retrieve and manipulate safety dat in a system, in particular by those entities that are not the dat system owners
163
FDE
Fundamental data element; States are required to collect a comprehensive set by MAP-21
164
RDIP
Roadway Data Improvement Program; improves the quality of an agency's data through expert technical assessment or official evaluation that government agencies conduct to determine effectiveness of traffic safety process or program
165
Four Element of MMUCC
Crash, vehicle, person, roadway
166
Categories of MIRe
Roadway segment descriptors (segment location/linkage elements, segment classification; cross section; etc.); Roadway alignment descriptors (horizontal and vertical curve data); Roadway junction descriptors (at-grade intersection/junctions and Interchange/ramp descriptors)
167
Road Safety Management
The process of identifying safety problems, devising potential strategies to combat those safety problems, and selecting and implementing the strategies
168
Performance Measure
A numerical metric used to monitor changes in system condition and performance against established vision, goals, and objectives
169
Benchmarking Safety Analysis Questions
How many fatalities and serious injuries are occurring in my area?
How does this compare to other areas of my state?
170
Data Needs for Benchmarking safety analysis
Total crashes; total fatalities and serious injuries; high-level roadway data; agency geographic boundary information
171
Crash Trends and Contributing Factors Questions
What type of road users are involved in crashes?
When are the crashes occurring?
What are the major contributing factors to crashes?
172
Data Needs for Crash Trends and Contributing Factors
Crash severity; crash incidence data (time, day, month, weather, etc.); crash type; contributing factors (age, impairment, speed, seatbelt usage, etc.)
173
Sites for Safety Improvement Questions
What locations show the most potential for safety improvements
174
Data Needs for Sites for Safety Improvement
Crash severity; crash location; roadway and roadside characteristics; traffic volume dat; calibrated safety performance functions
175
Safety Risk Factors Questions
What are the common characteristics of locations with crashes?
What are the countermeasures to address these characteristics?
How should we prioritize system-wide implementation?
176
Data Needs for Safety Risk Factors
Crash severity; crash location; roadway and roadside characteristics; traffic volume data
177
Components of Safety Management
- Identifying safety problems
- Developing potential safety strategies
- Selecting and implementing strategies
178
Regression-to-the-Mean
The fact that a short term examination of crash history at a location is likely inaccurate. When a longer time period of crash history is examined, the crash frequency will "regress" to its "mean" and provide a better picture of the long term average crash frequency
179
Crash Severity
The level of severity of the crash as an event, typically determined by the highest severity injury of any person involved in a crash
180
Site
A narrowly defined location of interest for safety analysis, such as an intersection, road section, interchange or midblock crossing
181
Predicted Crashes
The frequency of crashes per year that would be predicted for a site based on the result of a crash prediction model (SPF)
182
Expected Crashes
The frequency of crashes per year that represents the combination of the predicted crashes and the observed crashes that actually occurred at this site
183
Excess Crashes
The difference between the expected crashes and the observed crash frequency at the site
184
EB
Empirical Bayes; a method that brings the predicted and expected crash frequency together that incorporates the general crash prediction from the SPF with the real world experience of crash history at the site to provide an accurate estimation of how many crashes should be expected at the site
185
Two ways to develop an SPF
1. From scratch using crash, roadway, and traffic volume dat from roads and intersections in the state
2. Obtained from national resources (such as the HSM); then calibrated for the particular State of interest
186
Countermeasure resources and tools
Bicycle Safety Guide and Countermeasure Selection System (BIKESAFE)
Countermeasures That Work: A Highway Safety Countermeasure Guide for State Highway Safety Offices
CMF Clearinghouse
FHWA Proven Countermeasures
Handbook for Designing Roadways for the Aging Population
Highway Safety Manual
National Cooperative Highway Research Program (NCHRP) Report 500 Series
Pedestrian Safety Guide and Countermeasure Selection System (PEDSAFE)
187
Service Life
Length of time that the countermeasure will last
188
Net present value
Expresses the difference between the present values of benefits and costs of a safety improvement project. Determines which countermeasures are most cost efficient based on highest NPV and determines whether a countermeasure's benefits are greater than its cost (i.e., the project has a NPV greater than 0)
189
BCR
Benefit-cost ratio; the ratio of the present value of a project's benefits to the present value of a project's costs. Not applicable for comparing various countermeasures or multiple projects at various sites
190
BCR > 1.0
Benefits outweigh costs
191
BCR < 1.0
Costs outweigh benefits
192
Incremental benefit/cost analysis
Provides a basis of comparison of benefits of a project for the dollars invested. It allows the analyst to compare the economic effectiveness of one project against another but does not consider budget constraints
193
Cost-Effectiveness Index
The amount of money invested divided by the crashes reduced. The countermeasure with the lowest value is the most cost-effective and therefore ranked first
194
Experimental Studies
Conducted when sites are selected at random for treatment; the most rigorous way to establish causality
195
Observational Studies
Conducted when sites are selected for reasons including safety; more common in countermeasure evaluations
196
Cross-sectional Studies
Compares a group of sites with a certain feature to a group of sites without that feature
197
Before-after studies
Compares the safety performance of a group of sites in the period before a countermeasure is implemented to the period after the countermeasure is implemented
198
FHWA research focus
On the built environment; Offices of Safety and Safety Research and Development conduct research to address issues including driver interaction with the roadway, bicycle safety, and keeping vehicles on the road
199
NHTSA research focus
Behaviors and attitudes in road safety, focusing on drivers, passengers, pedestrians, and motorcyclists
200
TRB research focus
Provides advice to the nation and informs public policy decisions
201
Elements of effective strategic communication program
1. Identify Objectives
2. Identify Target Audience
3. Design Messaging
4. Select communications channel
5. Determine budget and resources
6. Measure results
202
Types of personal communication channels
Advocate channel, expert channel, and social channel (word of mouth)
203
FHWA
Federal Highway Administration works to reduce highway fatalities through partnerships with State and local agencies, community groups, and private industry
204
NHTSA
National Highway Traffic Safety Administration focuses on the safety of the vehicle driver and road user
205
Traffic Records Improvement Grants
NHTSA administers Federal funding to encourage States to implement programs that will improve the timeliness, accuracy, completeness, uniformity, integration, and accessibility of State data used in traffic safety programs.
206
TRCC
Traffic Records Coordinating Committee
207
Data-driven
An approach of which the priorities are determined by examination of crash dat or other objective and reliable safety data, rather than priorities set by preferences of a few parties, current "hot" topics, or high profile, rare events
208
SaDIP
Safety Data Improvement Program, administered by FMCSA , provides financial and technical assistance to States to improve data collected on truck and bus crashes that result in injuries or fatalities
209
FMCSA
Federal Motor Carrier Safety Administration focuses on reducing crashes, injuries, and fatalities involving commercial use of large trucks and buses
210
MCMIS
Motor Carrier Management Information System
211
SHSO
State Highway Safety Offices administer a variety of national highway safety grant programs authorized and funded through federal legislation
212
State DOTs
State Departments of Transportation coordinate the use of Federal HSIP funds to improve roads and intersections on the local level, oversee all Interstate highways and most primary highways, and lead the development of the SHSP
213
State DMV
State Department of Motor Vehicles administer State programs for driver licensing, automobile inspection, and registration. Responsible for identifying at-risk drivers and maintaining driver records
214
State Highway Patrols
Enforce motor vehicle laws and regulations and investigate motor vehicle crashes, which are important sources of State and Federal crash data
215
State Health Departments
Provide training, certification, and technical assistance for EMS providers, administer injury prevention programs, and maintain trauma and injury databases
216
Coordinated
People from many agencies come together to develop an SHSP, including those from the DOT, DMV, State highway patrol, public health, universities, and others
217
Comprehensive
Using all types of strategies to improve road safety, such as infrastructure improvements. law enforcement, and campaigns to change driver behavior. This is seen in the types of crashes which serve as the focus areas of SHSP.
218
LRTPs
Long-Range Transportation Plans identify transportation goals, objectives, needs, and performance measures over a 20- to 25-year horizon and provide policy and strategy recommendations for accommodating those needs. They are fiscally-unconstrained and typically present a systems-level approach that considers all roadways, transit, pedestrian, and bicycle facilities
219
STIP
Statewide Transportation Improvement Programs identifies the funding and scheduling of transportation projects throughout the State that support the goals identified in the LRTP. They are short-range (5-10 years) so projects must have designated funding.
220
Railway-Highway Crossing Programs
Funds safety improvements to reduce the number of fatalities, injuries, and crashes at public grade crossings
221
Highway Safety Program
Approved by the US Secretary of Transportation, designed to reduce roadway fatalities and injuries by targeting user behavior through education and enforcement campaigns. Establishes goals, performance measures, targets, strategies, and projects to improve the highway safety in the State and documents efforts to coordinate the goals and strategies in the SHSP
222
Local Agencies
Most safety issues for local facilities are the responsibility of the local government. Many local agencies collaborate with the State DOT to develop an LRSP
223
MPOs
Metropolitan Planning Organizations plan, program and coordinate Federal highway and transit investments and play a coordination/consensus-building role in planning and programming funds for capital improvements, maintenance, and operations
224
Auto Manufacturers
Design vehicles that assist the driver in avoiding crashes and that absorb energy in crashes that do occurr
225
Insurance Companies
Insurance Institute of Highway Safety (IIHS) and Highway Loss Data Institute (HLDI) study road safety issues and use insurance data to provide data-based evidence of safety by vehicle make and model
226
AASHTO
American Association of State Highway Transportation Officials provides tools such as Safety Analyst, publishes the HSM, etc.
