Welcome, Introductions and Webinar Overview The TTPS Funding RFP, Overview, Applications and Resources Data Driven Tribal Traffic Safety Planning, Design and Implementation around Target Zero * 4 E s and Leadership * Data Driven Plans to Action * Evolution of Traffic Safety Programs Grant Eligible Activities 1) Develop a Plan 2) Develop RSA s and support activities 3) Develop Safety Projects using Proven Countermeasures 4) Education, EMS, Enforcement
Strategic Highway Safety Plan For Indian Lands MISSION: Implement effective transportation safety programs to save lives while respecting Native American culture and tradition by fostering communication, coordination, collaboration, and cooperation. VISION: All transportation users arrive safely at their destinations. GOAL: To prevent and reduce the number of people killed and injured in transportation related crashes. Source: http://flh.fhwa.dot.gov/programs/ttp/safety/documents/strategichsp.pdf
Tribal Safety Plans Tribal Transportation Safety Plans are a tool used to identify and plan to address transportation risk factors that have a potential of leading to serious injury or death. Safety Plans also organize the efforts of a variety of entities to more effectively reduce risk. Safety Plans can cover multiple transportation modes (roads, maritime, trails, air travel, and others). Safety plans may lead to implementation of a project or program, renewed efforts in an existing program, or further study of a roadway section (using an engineering study or Road Safety Audit). More information, including a toolkit to assist with developing safety plans can be found here: Strategic Safety Plan Toolkit Download the FHWA Guide "Developing Safety Plans" Recorded Webinar on the Development of Tribal Transportation Safety Plans (August 29, 2013)
WA Traffic Fatalities by Race, 2003-2012
WA State Native American Fatality Rates Between 2000-2010 Native Americans in Washington experienced traffic fatality rates higher than the general population: Total fatality rate is 4 times higher. Occupant fatality rate is 3.8 times higher. Unrestrained fatality rate is 7.2 times higher. Impaired Driver involved fatality rate is 5 times higher. Speeding involved fatality rate is 4.5 times higher. Pedestrian fatality rate is 5.3 times higher. Source: Table 2, Fatality Analysis Reporting System, WTSC Research and Data Division, Office of Financial Management, Population Unit, Prepared 02-07-2014.
Motor Vehicle Related Injuries Report Washington Department of Health, 2013
The Four E s in Indian Country Education Give tribal community the information to make good choices, like not driving while impaired our people getting killed Enforcement Use data driven analysis to help law enforcement officers pinpoint locations with high number of injury collisions related to driver behaviors Engineering Design roads and roadsides using practical solutions to reduce collisions Emergency Medical Services (EMS) provide high quality and rapid medical and emergency response to injury collisions. Leadership/Policy Not an E, but provide tribal council strategies that involve tribal codes, tribal program improvements and policy changes.
Target Zero Priorities Priority Level One 1. Impaired Driver involved 2. Run-off-the Road 3. Speeding involved 4. Young Driver 16-25 involved 5. Distracted Driver Involved 6. Intersection Related 7. Traffic Data Systems Priority Level Two 1. Unrestrained Vehicle Occupant 2. Unlicensed Driver Involved 3. Opposite Direction 4. Motorcyclists 5. Pedestrians 6. EMS & Trauma Care Systems Priority Level Three 1. Older Driver 75+ 2. Heavy Truck Involved 3. Drowsy Driver Involved 4. Bicyclists 5. Work Zone 6. Wildlife 7. School Bus Involved 8. Vehicle-Train Source: Target ZERO- Washington State Strategic Highway Safety Plan (2013): Zero Deaths & Zero Serious Injuries by 2030.
Spokane TTSP The Spokane Tribe of Indians, (STOI) is committed to improving the safety of its transportation system for all travelers. From 2009 to 2014 there were 347 reported traffic accidents. Reducing roadway accidents, and the associated injuries and damage, is a high priority of the Tribe.
Spokane TTSP - Roads
Spokane TTSP 90 80 70 60 50 40 30 20 10 0 Spokane Indian Reservation Accidents by Year 2009-2014 2009 2010 2011 2012 2013 2014
Spokane TTSP Spokane Indian Reservation Collisions by Type 11% 12% 1% 1% 2% 3% HEAD ON T-BONE REAR END TRUCK INVOLVED VEHICLE LEFT ROAD HIT OBJECT VEHICLE VS. PEDESTRIAN 23% 1% 46% VEHICLE VS. ANIMAL PARKING OTHER OR UNKNOWN
Spokane TTSP Spokane Indian Reservation Collisions Factors ALCOHOL/DRUGS 15% SPEEDING 38% 4% 5% FELL ASLEEP/ INATTENTION BAD WEATHER INVOLVED ANIMAL 12% MECHANICAL ISSUES IMPROPER TURN 2% 3% 21% OTHER OR UNKNOWN
Spokane TTSP Emphasis Areas, Goals and Strategies Six Emphasis Areas were identified based on discussions with Safety Partners, analysis of accident data, and site inspections. 1. Run off the Road Crashes 2. Intersection Safety 3. Alcohol/Drug Impaired Driving 4. Animal Collisions 5. Accident Data Collection 6. Emergency Access/Evacuation Routes Goals- These six areas are opportunities to set goals for improving safety and reducing the number and severity of accidents. Strategies- A plan was developed to address each of these emphasis areas, incorporating the strategies from the 4 E s in Washington State s Target Zero.
Data Driven Planning CRASH DATA (FARS) MORTALITY/MORBIDIDTY DATA (CDC) RURAL ROADS SYSTEMATIC APPROACH Identify Traffic Crash trends and potential areas of concern from field research. POLICE AND EMS RECORDS AND REPORTING
Fatal Crashes 15 10 05 00 95 90 85 80 2010 2011 2012 2013 2014 Crashes Fatal and Serious Injury Crashes 7 6 5 4 3 2 1 6 5 4 3 2 1 0 Fatal Crashes Contributing Circumstances 3 2 1 1 1 0 5 2010 2011 2012 2013 2014 Fatal Serious Injury
CHSI Unintended Injury for Stevens County, WA (Including Motor Vehicle)
CHSI 2015 is an interactive web application that produces health profiles for all 3,143 counties in the United States. Each profile includes key indicators of health outcomes, which describe the population health status of a county and factors that have the potential to influence health outcomes, such as health care access and quality, health behaviors, social factors and the physical environment. The social factors and the physical environment are especially important because they represent the conditions in which people are born, work, and play. Neighborhoods with affordable healthy food, safe and accessible housing, and quality employment opportunities can positively influence behaviors and help to create healthy lifestyles. The World Health Organization and others call the living conditions that can affect health and quality of life the social determinants of health. http://wwwn.cdc.gov/communityhealth/
Driving Safety Vehicle Safety Research Data Laws & Regulations About NHTSA http://www.nhtsa.gov/
Driving Safely is Living Safely Safety is NHTSA s number one priority. Our mission is to reduce the number of deaths and injuries on our nation s roadways by getting drivers, pedestrians and cyclists to change their behaviors once they get behind the wheel or on the streets. High-visibility campaigns, supported by state and national advertising help us achieve our mission.
Fatality Analysis Reporting System (FARS) Detailing the Factors Behind Traffic Fatalities on our Roads - FARS is a nationwide census providing NHTSA, Congress and the American public yearly data regarding fatal injuries suffered in motor vehicle traffic crashes. Fatality Analysis Reporting System (FARS) Traffic Records Additional Resources DOT Traffic Records Coordinating Committee State Traffic Safety Information State Data Information Resources NHTSA works to ensure that complete, accurate, and timely traffic safety data are collected, analyzed, and made available for decision-making at the national, state, and local levels. Analyzing reliable and accurate traffic records data is central to identifying traffic safety problems and designing effective countermeasures to reduce injuries and deaths caused by crashes. NHTSA promotes a comprehensive, systematic approach to assessing the performance of traffic records systems, and works with a several partners in the public and private sector, including national non-profit organizations, to achieve this vision and mission.
Fatality Analysis Reporting System (FARS) How to Access FARS Data Create your own fatality data run online by using the FARS Query System. Or download all FARS data from 1975 to present from the FTP Site. Run a Query Using the FARS Web-Based Encyclopedia 2010 FARS/NASS GES Standardization -- Posted 12/8/2011 FARS and GES Auxiliary Datasets Q & A -- Posted 9/9/2010 These files will complement the standard FARS and GES files by providing new variables that have been derived from all the commonly used NCSA analytical data classifications (e.g. speeding related, race and ethnicity, etc). FARS Manuals and Documentation 2009 FARS/NASS GES Changes (Sept. 14 Webinar Recording) -- Posted 9/23/2010 Download Raw Data from FTP Site Trucks in Fatal Accidents (TIFA) and Buses in Fatal Accidents (BIFA) The TIFA database contain records for all the medium and heavy trucks that were involved in fatal traffic crashes in the 50 states and District of Columbia. The BIFA database was similarly created for buses in fatal crashes.
The Planning Process And RSA s
Road Safety Audit Toolkit for Federal Land Management Agencies and Tribal Governments September 2010 FHWA-FLH-10-0011 http://safety.fhwa.dot.gov/rsa/resources/toolkitflh/ Abstract Road Safety Audits/Assessments (RSAs) have proven to be an effective tool for improving safety on and along roadways. As such, the use of RSAs continues o grow throughout the United States. The success has led to the Federal Highway Administration (FHWA) including the RSA as one of its nine proven safety countermeasures. Federal Land Management Agencies (FLMAs) and Tribes are beginning to witness the benefits of conducting RSAs. However, FLMAs and Tribes often face unique conditions, staffing, and funding constraints that do not allow resources to be devoted to improving roadway safety.
The Road Safety Audit Toolkit for Federal Land Management Agencies and Tribal Governments is intended to be used by FLMAs and Tribes to overcome these obstacles. Information, ideas, and resources are provided in key topic areas including how to conduct an RSA, common safety issues and potential improvements, establishing an RSA program, and incorporating RSAs into the planning process
The Toolkit serves as a starting point, providing information to FLMAs and Tribes about partnerships needed to build support, available funding sources for the program and improvements, tools to conduct RSAs, and resources to identify safety issues and select countermeasures. Worksheets and other sample materials have been provided to aid in the RSA process including requesting assistance, scheduling, analyzing data, conducting field reviews, and documenting issues and suggestions. Examples of programs and experiences of other agencies have also been included throughout to provide examples of successes and struggles in implementing RSAs and improving safety for all road users.
STEP 1: Identify Project or Existing Road for RSA Typically, the facility or project owner identifies the location(s) to be reviewed during the RSA. Jurisdictional authority of facilities involving Federal or Tribal lands can be unique. It is common that RSAs conducted at the request of FLMAs or Tribal transportation agencies are on facilities with different ownership, such as a State or local agency. In this case, a facility or project identified by a FLMA or tribe would need to contact the owning agency to request an RSA. For instance, a request may be initiated because of safety concerns about a road running adjacent to or through a Federal or Tribal land. If, however, the FLMA or Tribal government is the owner, the approach can be decided internally within the agency. Depending on factors such as available staffing and funding, one of the following approaches may be taken: Issue a Request for Proposal (RFP) to obtain an experienced RSA team leader; Obtain technical assistance from FHWA, State or local Department of Transportation (DOT); or, Attend training to conduct your own RSAs.
STEP 2: Select Independent and Multidisciplinary RSA Team The RSA team should include (but are not limited to) individuals with the following expertise: Road Safety Traffic Operations Road Design Transportation Planning Enforcement/Emergency Medical Service (EMS) Public Health Human Factors Maintenance Tribal Culture/Natural Preservation Community Organizations User Groups (pedestrians, bikers, ATV users) Depending on different needs, the RSA team could include other specialists to ensure that all aspects of safety performance of the given facility can be adequately assessed.
STEP 3: Conduct Start-up Meeting to Exchange Information The purpose of the start-up meeting is to ensure the project owner/design team and all RSA team members understand the purpose, schedule, and roles and responsibilities of all participants in the RSA. This meeting helps establish lines of communication between the RSA team leader and the project owner/design team. At the end of the meeting, all parties should have a clear understanding of the scope of the RSA to be undertaken and each of their roles and responsibilities. Specific topics of discussion may include: Review the scope and objectives of the RSA. Review all relevant data, information, drawings, aerials, photos, etc. Discuss design constraints, standards used, findings of previous RSAs/safety studies, local traffic laws, statutes, and customary usage affecting road users. Communicate any other matters of importance to the RSA team.
STEP 4: Perform Field Reviews under Various Conditions The RSA team should review the entire site (as well as plans if conducting an RSA of a design), documenting potential safety issues and project constraints (e.g. available right-of-way, impact on adjacent land). Issues identified in the review of project data (e.g., safety concerns related to crash clusters) should be verified in the field. Key elements to observe include: Site characteristics (road geometry, sight distances, clear zones, drainage, surface condition, signing, lighting, and barriers). Traffic characteristics (traffic volume, movements, typical speeds, and traffic mix). Surrounding land uses (including traffic, pedestrian, and bicycle generators). Human factors issues (such as road user expectancy, reactions, and other behaviors).
STEP 4: Perform Field Reviews under Various Conditions The FHWA Road Safety Audit Guidelines and Pedestrian Road Safety Audit Guidelines and Prompt Lists provide prompts to help the RSA team identify potential safety issues and ensure that roadway elements are not overlooked. A thorough site visit will include field reviews under various conditions. At a minimum, the RSA team should review the site during the following conditions: Day and night to experience conditions from the perspective of all roadway users during different lighting scenarios. Peak and non-peak to experience the influence of traffic conditions on safety, mobility, and access.
STEP 5: Conduct RSA Analysis and Prepare Report Findings The RSA team conducts an analysis to identify safety issues based on data from the field visit and preliminary documents. The safety issues may be prioritized by the RSA team based on the perceived risk. For each identified safety issue, the RSA team generates a list of possible measures to mitigate the crash potential and/or severity of a potential crash. Chapter 2 provides more detailed information on this step of the process. The RSA team then prepares a summary of the safety issues and related suggestions for improvement. Prior to preparing a report, the team may meet with the owner and/or design team to discuss preliminary findings (Step 6). The RSA report should include a brief description of the project, a listing of the RSA team members and their qualifications, a listing of the data and information used in conducting the RSA, and a summary of findings and proposed safety measures. It should include pictures and diagrams that
STEP 6: Present RSA Findings to Owner/Design Team The results of the RSA are presented to the owner/design team. The purpose of this meeting is to establish a basis for writing the RSA report and to ensure that the report will adequately address issues that are within the scope of the RSA process. This is another opportunity for discussion and clarification. The project owner/design team may ask questions to seek clarification on the RSA findings or suggest additional/alternative mitigation measures.
STEP 7: Prepare Formal Response Once the owner and/or design team have reviewed the RSA report, they should prepare a written response to its findings. The response should outline what actions the owner and/or design team will take with respect to each safety concern listed in the RSA report. A letter, signed by the project owner, is a valid method of responding to the RSA report. The RSA findings may be presented in a public meeting or the report could be made available to the public to help garner support for the findings and the overall RSA process. This can be particularly beneficial on projects with a high degree of public involvement, such as pedestrian facilities.
STEP 8: Incorporate Findings into the Project when Appropriate After the response to the RSA report is prepared, the project owner and/or design team should work to implement the agreed-upon safety measures or create an implementation plan. RSA findings can be incorporated into an agency s planning process, as discussed in Chapter 4. An important consideration is to evaluate the RSA program and share lessons learned. An RSA after action review can be scheduled for the RSA team to evaluate the effectiveness of the suggested measures implemented and to evaluate if other measures are needed.
Road Safety Audits (RSA) full website resource. A Road Safety Audit (RSA) is the formal safety performance examination of an existing or future road or intersection by an independent, multidisciplinary team. It qualitatively estimates and reports on potential road safety issues and identifies opportunities for improvements in safety for all road users. The FHWA works with State and local jurisdictions and Tribal Governments to integrate RSAs into the project development process for new roads and intersections, and also encourages RSAs on existing roads and intersections. The aim of an RSA is to answer the following questions: What elements of the road may present a safety concern: to what extent, to which road users, and under what circumstances? What opportunities exist to eliminate or mitigate identified safety concerns? Public agencies with a desire to improve the overall safety performance of roadways under their jurisdiction should be excited about the concept of RSAs. Road safety audits can be used in any phase of project development from planning and preliminary engineering, design and construction. RSAs can also be used on any sized project from minor intersection and roadway retrofits to mega-projects. http://safety.fhwa.dot.gov/rsa/
FHWA Road Safety Audit Guidelines
RSA Training: NW TTAP TRAINING LEVEL: Accomplished CLASS SIZE: Minimum: 22 Maximum: 30 and other TTAP Programs COURSE DESCRIPTION: Performing effective road safety audits/assessments, (RSAs), improves safety and demonstrates to the public an agency's dedication to crash reduction. An RSA is a formal safety performance examination of an existing or future road or intersection by an independent audit team. The RSA training provides practical information on how to conduct an RSA, select a location, and build an independent, multi-disciplinary team. The costs, time, benefits, and common myths and concerns surrounding RSAs will be discussed. Participants learn how to improve transportation safety by applying a new proactive approach. Emphasis is placed on using low cost safety improvements as well as understanding the interaction between the highway and all road users. The training includes hands-on application of the training materials, which includes information on each stage of a road safety audit and easy-to-use-prompt lists. A copy of "FHWA Road Safety Audit Guidelines" is provided. OUTCOMES: Upon completion of the course, participants will be able to: Express the road safety audit process terminology Perform a simple road safety audit, as a member of a team Assess the benefits of a road safety audit on a local or statewide basis TARGET AUDIENCE: Personnel who are likely to serve on a road safety audit team including Federal, State, local transportation personnel, first responders and consultants who conduct highway safety studies should also attend.
LOCAL AND RURAL ROAD SAFETY PROGRAM Rural road safety is a particular concern, because the majority of highway fatalities take place on rural roads. In 2012, 19 percent of the US population lived in rural areas but rural road fatalities accounted for 54 percent of all fatalities. Even with reductions in the number of fatalities on the roadways, fatality rate in rural areas is 2.4 times higher than the fatality rate in urban areas. The Local and Rural Safety Program provides national leadership in identifying, developing, and delivering safety programs and products to agencies, elected officials, governments and other stakeholders to improve safety on local and rural roads.
Local and Rural Road Safety Addressing safety on local and rural roads presents several challenges including: 1) Safety issues are often random on local and rural roads; 2) Strategies to address local and rural road safety are diverse and draws from several safety areas. The page provides important information to assist in preventing and reducing the severity of crashes on local and rural roads in comprehensible formats. Crash Facts Funding, Policy and Guidance Training, Tools, Guidance and Countermeasures for Locals Safety Programs Partners and Resources http://safety.fhwa.dot.gov/local_rural/
From Safety Plans to Safety Projects, Improvements, Programs and Activities. 1. Proven Countermeasures 2. Safety Design of Roads 3. Paths and Pedestrian/Bicycle/Trails, Safe Routes to School, Transit 4. Right of Way in Safe Roads Design working in collaboration 5. EDUCATION 6. EMS 7. ENFORCEMENT
Law and Order Code Review Research all areas of codes and laws that can be developed to reduce crashes and improve safety Interview key personnel/actors and assess existing codes and law enforcement on each reservation Identify codes and law enforcement actions currently used to improve safety and propose alternative strategies and actions for each tribe to consider in terms of safety actions Identify Best Practices Develop and Provide Model Codes
Tribal Law & Order Code Analysis Code sections analyzed included: Seatbelts Child Restraints Pedestrians Impairment Coroner Speeding Tribal Courts Reporting Systems
Tribal Law & Order Code Analysis
Preliminary Findings: Codes Analysis Tribes Formulating their Own Codes Lummi Spokane Swinomish Tribes Adopting Washington Codes for Traffic Safety (in whole or in part) Colville Kalispel Tulalip Some Preliminary Findings Still gaps with impairment (alcohol and/or drug specific) reporting and penalties Gaps in codes for dealing with traffic safety issues and minor persons
The Tulalip Tribal Court 2013 Annual Report Source: The Tulalip Tribal Court, 2013 Annual Report
Tribal Court Elders Panel Current members of the Tulalip Elders Panel 2014: Donald C. Hatch Jr. Lee Topash Eleanor M. Nielsen John Bagley Hank Williams Maureen Alexander
Stresses on Reservation Law Enforcement Tribes and rural communities have difficulty meeting needs of the community, which stretches human and financial resources thin. Reservation lands are often a checkerboard of land titles This causes a jurisdictional nightmare for law enforcement Responsible for large rural land bases with limited manpower When an officer makes an arrest, prisoners need transport to local jail Sometimes distances require the officer to be off regular patrol for hours Lack of manpower could affect traffic safety issues, timely response to traffic accidents/incidents
Tribal Law and Order Code Systems Tribal Court systems serve to deter bad behavior and choices, support and encourage healthy families, and move people towards treatment to improve their lifestyle choices. Reservation communities look to the Tribal Court for justice and fair treatment Tribal Law and Order Codes are a mix of Anglo-American and Tribal customs Tribes have found some state laws (like traffic safety codes) appropriate to incorporate into their law while other areas of law (like family law) have often been found to be inapplicable
Tribal Court Actors Judges qualifications differ from tribe to tribe (law trained versus lay judges) Changes available through VAWA/TLOA increased jurisdictional power and authority over domestic violence perpetrators can be adopted into tribal codes and practice Tribal Prosecutor serves as a representative of the tribe. Tribal prosecutor must enforce the law and order code and make sure charges are properly brought. Prosecute DUIs Public Defender defends tribal members in court Probation Officers key role for rehabilitation of offenders
Drug and Alcohol Treatment First questions often asked: Are there beds and funding available? People operating in crisis mode suicide, drug overdoses, WANT HELP! $$$ Most tribal members are low income and cannot pay for treatment Application process involves applying for public assistance Bureaucratic Barriers Extensive paperwork to qualify for Washington s Alcoholism and Drug Addiction Treatment and Support Act (ADATSA) which provides funding for in-patient treatment Chemical Dependency Counselors (certified CDCII) Shortage of CDCII certified counselors, tribes having trouble getting certified counselors ADATSA funding - requirement for assessments done by certified CDCII counselors Photo source: http://arlington.alcoholdrugtreatmenthelp.com/, retrieved 3/26/2015.
Emergency Medical Services (EMS) Trained EMTs are needed in each district Ambulance must be properly serviced and maintained Responsibilities for cleaning and stocking supplies must be clear Requires high functioning/reliable folks paid to be on call Local hospitals are long distances (over an hour) Need maps which identify available facilities within proximity Is your tribal EMS keeping records? If so, are they required to report? Life Bird (Flight for Life) Life threating situations may need immediate air transport
R E S U L T S http://www-nrd.nhtsa.dot.gov/pubs/812137.pdf TRAFFIC SAFETY FACTS Crash Stats DOT HS 812 137 A Brief Statistical Summary, April 2015 Lives Saved in 2013 by Restraint Use and Minimum Drinking Age Laws. Findings: In 2013, the use of seat belts in passenger vehicles saved an estimated 12,584 lives (occupants 5 and older), and an estimated 2,388 lives (occupants 13 and older) were saved by frontal air bags. An estimated 263 lives (child occupants 4 and younger) were saved by the use of child restraints, and 1,630 lives were saved by the use of motor-cycle helmets. An additional 2,800 lives would have been saved in 2013 if all unrestrained passenger vehicle occupants 5 and older involved in fatal crashes had worn their seat belts. If all motorcyclists had been helmeted, then an additional 715 lives would have been saved. An estimated 504 lives were saved due to minimum-drinking-age laws.