Considering Safety in the Transportation Planning Process
Descriptions of Images and Charts Contained in the Report
Diagram on Introduction and Table of Contents page
This image is a circular diagram describing steps in the transportation planning process: At the top is the "current transportation system" with an arrow leading to "visioning and goals" with an arrow leading to "future needs" with an arrow leading to "solutions" with an arrow leading to "long-range plan" with an arrow leading to "STIP/TIP". From "STIP/TIP", there are two arrows, one leading to "project solutions" and one leading to "non-project solutions". Both "project solutions" and "non-project solutions" have arrows leading to "monitoring and evaluation," which has an arrow leading to "current transportation system," the beginning of the circular diagram.
Exhibit 1-2: FHWA's Representation of the Transportation Planning Process
This image is a circular diagram describing steps in the transportation planning process: At the top is the "current transportation system" with an arrow leading to "visioning and goals" with an arrow leading to "future needs" with an arrow leading to "solutions" with an arrow leading to "long-range plan" with an arrow leading to "STIP/TIP". From "STIP/TIP", there are two arrows, one leading to "project solutions" and one leading to "non-project solutions". Both "project solutions" and "non-project solutions" have arrows leading to "monitoring and evaluation," which has an arrow leading to "current transportation system," the beginning of the circular diagram.
Exhibit 1-3: Overview of Transportation Planning Process in Context of Safety
This image is a circular diagram describing steps in the transportation planning process: At the top is the "current transportation system" with an arrow leading to "visioning and goals" with an arrow leading to "future needs" with an arrow leading to "solutions" with an arrow leading to "long-range plan" with an arrow leading to "STIP/TIP". From "STIP/TIP", there are two arrows, one leading to "project solutions" and one leading to "non-project solutions". Both "project solutions" and "non-project solutions" have arrows leading to "monitoring and evaluation," which has an arrow leading to "current transportation system," the beginning of the circular diagram.
The image also contains commentary on the steps described in the diagram. For the steps "visioning and goals" and "future needs", the commentary notes "public and professional involvement" in the form of "public meetings, surveys, focus groups and expert panels." For the steps "future needs" and "solutions", the commentary notes "studies and analysis" in the form of "crash data analysis, special studies (e.g. Elderly), corridor studies, transit and truck studies and predictive modeling." For the steps "STIP/TIP" and "project solutions", the commentary notes "safety projects" in the form of "site remediation programs, targeted safety improvements, truck, transit, pedestrian/bicycle programs, and safety as a factor in project evaluation." For the steps "project solutions" and "monitoring and evaluation", the commentary notes "coordination" in the form of "safety task forces, consideration of safety in other projects, safety forums, and area-wide programs."
Diagram at the Beginning of Chapter 2
This is the same diagram shown on the title page and as Exhibit 1-2: FHWA's Representation of the Transportation Planning Process. This diagram has focused attention on the steps "visioning and goals," "future needs," "solutions," and "long range plans." These are areas that Chapter 2: Safety as Part of Long-Range Transportation Planning Process will cover.
Exhibit 2-1: Examples of Safety Goals, Objectives, and Performance Measures
This table has three column headings: "Goals," "Objectives," and "Performance Measures."
For the goal "increase highway safety," there are two objectives: Reduce highway fatalities 10 percent by 2020 and reduce highway crashes 10 percent by 2020. Performance measures for reducing highway fatalities 10 percent by 2020 include number of fatal highway crashes, rate of fatal highway crashes and total number of people fatally injured in highway crashes. Performance measures for reducing highway crashes 10 percent by 2020 include number of motor vehicle highway crashes and rate of motor vehicle highway crashes.
For the goal "increase pedestrian safety," there is one objective: reduce pedestrian crashes. Performance measures include the number of pedestrian crashes, the number of pedestrian fatalities and the number of pedestrian crashes resulting in an incapacitating injury or a fatality.
For the goal "increase heavy vehicle transportation safety," there is one objective: improve heavy vehicle safety on the highway. Performance measures include: number of highway crashes involving a heavy vehicle, percentage of highway crashes involving a heavy vehicle, number of fatal and incapacitating injury crashes involving a heavy vehicle, percentage of fatal and incapacitating injury crashes involving a heavy vehicle and rate of heavy vehicle crashes on the highway (using heavy vehicle miles travels as exposure).
For the goal "improve transit system safety," there are two objectives: reduce incidence of transit vehicle crashes and increase safety of transit riders before and after boarding transit vehicle. Performance measures for reducing the incidence of transit vehicle crashes are the number of transit vehicle crashes and the rate of transit vehicle crashes (with transit miles traveled used as exposure). Performance measures for increasing the safety of transit riders before and after boarding transit vehicle are the number of pedestrian crashes within 250 feet of transit stops, the number of pedestrian crashes involving transit vehicles, the number of midblock transit stops and the number of midblock transit stops with positive barrier systems to discourage pedestrians from crossing at non-designated pedestrian crossing points.
Exhibit 2-2: Levels of Transportation Planning
Exhibit 2-2 is a diagram structured in the following way. In the middle of the diagram are four tangent ellipses which are labeled. The innermost ellipse is labeled "Site (Traffic Impact Study)." The second innermost ellipse is labeled "Sector;" the third ellipse is labeled "CORRIDOR" and the outermost ellipse is labeled "Regional." On the right side of the diagram is an arrow that starts at the top of the outermost ellipse and points down to where the ellipses are tangent. The start of the arrow is labeled "Travel Pattern Impact" and the end of the arrow is labeled "Design Elements Impact." On the left side of the diagram, a similar downward flow signified by an arrow is depicted. The start of the arrow is labeled "MPO/DOT" and the end of the arrow is labeled "Implementing Agency."
The diagram serves to illustrate the following: MPOs and DOTs planning offices are more involved with the broader levels of planning. As the levels become more site specific, MPO and DOT planning office involvement decreases while implementing agency involvement increases.
Flowchart for Defining MOEs
The flowchart for defining MOEs begins with the first step "Project Purpose and Goals." This leads to "Refine Goals," which leads to "Brainstorm Objectives and Supporting Goals." Next is "Define Draft Set of Goals and Objectives," which may lead either directly to "Refine Goals and Objectives" or to "Focus Group Review" which then leads to "Refine Goals and Objectives." Next is "Define Draft MOEs," which leads either directly to "Refine MOEs" or to "Focus Group Review" which leads to Refine MOEs.
Exhibit 2-3: Motor Vehicle Fatality Rates by Highway Functional System for 1998
This table presents data on fatality rates per highway functional system in rural and urban areas. In rural areas in 1998, highway functional systems had a rate of 2.39 fatalities per 100 million vehicle miles. Along interstates, it was 1.23. Other arterials had a rate of 2.38. Collectors had a rate of 2.94, and local systems had a rate of 3.70.
In urban areas in 1998, highway functional systems had a rate of 1.01 fatalities per 100 million vehicle miles. Along interstates, it was 0.61. Other arterials had a rate of 1.15. Collectors had a rate of 0.79, and local systems had a rate of 1.28.
Transit Fatality, Injury, and Accident Rates by Transit Mode for 1999
This table details data regarding fatalities, injured person and accidents in 1999 per transit mode category: motor bus, light rail, heavy rail, commuter rail, demand responsive and van pool. Rates are given per 100 million vehicle miles. Transit mode motor bus had a fatality rate of 5.0, an injured persons rate of 1,106 and an accident rate of 1,166. Light rail had a fatality rate of 27.1, an injured persons rate of 889 and an accident rate of 624. Heavy rail had a fatality rate of 3.6, an injured persons rate of 50 and an accident rate of 69. Commuter rail had a fatality rate of 24.9, an injured persons rate of 22 and an accident rate of 86. Demand responsive had a fatality rate of 0.6, an injured persons rate of 379 and an accident rate of 516. Van pool had a fatality rate of 0, an injured persons rate of 75 and an accident rate of 263.
Exhibit 2-4: Overview of Envisioned Long-Term Technical Analysis Process Incorporating Safety
This flowchart has two start points whose steps converge midway through the chart.
The first starting point is "Initial Local Project Mix" which leads to "Transportation Project Safety Tool" which leads to the question "Adjust/Refine?" If the answer is "yes," this leads to "Reference" which leads back to "Transportation Project Safety Tool." If the answer is no, it leads to "Adopted Local Project Mix" which leads to "Regional Network with Coded Future Project."
The second starting point is "Initial Local Land-Use Scenario" which leads to "Land-Use Safety Analysis Tool" which leads to the question "Adjust/Refine?" If the answer is "yes," this leads to "Reference" which leads back to "Land-Use Safety Analysis Tool." If the answer is no, this leads to "Adopted Local Land-Use Scenario" which leads to "Regional Land Use Population and Employment Forecast."
Both trails in the flowchart connect in the next step "Travel Demand Forecasting Model," which leads to "Output Network," which leads to "Transportation Network Safety Analysis Tool (Crash Prediction)," which leads to "Multi-Modal Safety Performance Measures."
"Multi-Modal Safety Performance Measures" results in two actions. The first is "Transportation Network Safety Analysis Tool (Alternative Network Preparation)," which leads to "Adjust/Refine?" If the answer is yes, this leads back to "Regional Network with Coded Future Projects" (on the trail started with "Initial Local Project Mix"). If this answer is no, this leads to "Reference" which leads back to "Transportation Network Safety Analysis Tool (Alternative Network Preparation)." The second action is "Compare Against Previous Plans and Safety Goal, OK?" which leads to "Long-Range Plan Project Mix and Documentation" and finally to "Implementation."
Diagram at the Beginning of Chapter 3
This is the same diagram shown on the title page and as Exhibit 1-2: FHWA's Representation of the Transportation Planning Process. This diagram has focused attention on the steps "TIP/STIP," "project solution," and "non-project solutions." These are areas that Chapter 3: Incorporating Safety Into Short-Range Planning will cover.
Exhibit 3-1: Levels of Transportation Planning
Exhibit 3-1 is a diagram structured in the following way. In the middle of the diagram are four tangent ellipses which are labeled. The innermost ellipse is labeled "Site (Traffic Impact Study)." The second innermost ellipse is labeled "Sector;" the third ellipse is labeled "CORRIDOR" and the outermost ellipse is labeled "Regional." On the right side of the diagram is an arrow that starts at the top of the outermost ellipse and points down to where the ellipses are tangent. The start of the arrow is labeled "Travel Pattern Impact" and the end of the arrow is labeled "Design Elements Impact." On the left side of the diagram, a similar downward flow signified by an arrow is depicted. The start of the arrow is labeled "MPO/DOT" and the end of the arrow is labeled "Implementing Agency."
The diagram serves to illustrate the following: MPOs and DOTs planning offices are more involved with the broader levels of planning. As the levels become more site specific, MPO and DOT planning office involvement decreases while implementing agency involvement increases.
Diagram at the Beginning of Chapter 4
This is the same diagram shown on the title page and as Exhibit 1-2: FHWA's Representation of the Transportation Planning Process. This diagram has focused attention on the steps "monitoring and evaluation," "current transportation system," and "future needs." These are areas that Chapter 4: Data and Information for Considering Safety in the Transportation Planning Process will cover.
Exhibit 4-1: 10 Highest Crash Frequency Intersection in Honolulu
The image depicts an overhead view of a street map of Honolulu. Ten red dots denote the highest crash frequency intersections in the city. These hot spots were scattered east to west throughout the city. Eight of ten of the hot spots occurred along a major artery or highway. The source of the map is the Honolulu Police Department and the University of Hawaii.
Exhibit 4-2: One Way Street Crashes in Honolulu: 1990
The image depicts a street map of downtown Honolulu and Waikiki. One way streets are marked in red and occur frequently throughout downtown Honolulu and Waikiki. One way streets do not appear frequently outside of downtown Honolulu. Black dots denote the crashes occurring on one way streets. The vast majority of intersections show a black dot.
Exhibit 4-3: High-risk Wet Crash Hot Spots in Houston: 1998
The image depicts an overview street map of Houston and plots crashes on the map. It depicts crash locations for wet days relative to all crashes. Locations where crashes are occur are marked with red dots. Locations where more crashes occurred on wet days than on dry days are highlighted in green. Roughly twelve green highlighted areas are scattered across the map.
Houston Crashes 1998: Crash Locations on FM 1093
The image depicts an overview street map of Houston and highlights FM 1093, an arterial that runs east-west from Interstate 610 to Fort Bend County. It depicts crash locations as red dots. As one travels east on FM 1093, the frequency of crash locations increases until the eastern third of the map is so spotted with red dots that a red line is formed. The number of roads surrounding the arterial in the eastern third of the map is significantly denser than roads in the western part of the map. The dense area of crash locations is approximately 12 miles long.
Crash Risk Along FM 1093: Density of Crashes Relative to Density of VMT, Kernel Density Estimate
The image depicts an overview street map of Houston and highlights FM 1093, an arterial that runs east-west from Interstate 610 to Fort Bend County. It depicts the density of crashes relative to the density of VMT. Rates of crashes are shown in shades of red with light pink being the lowest rate and red being the highest rate. The highest rates of crashes are concentrated on the eastern part of the map.
Example of PBCAT Software Analysis Input Screen
The image depicts what the computer screen looks like when PBCAT Software Analysis is run. This input screen serves as a way for information regarding an accident in which a pedestrian was hit to be entered into a database.
