Safety Matters: CTDOT Local Road Programs

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CTDOT Local Road Programs

Recently, the Connecticut Department of Transportation (CTDOT) Division of Traffic Engineering solicited feedback from municipalities on two programs focused on locally-owned roads. The first was to gauge interest in a future Rectangular Rapid Flashing Beacon (RRFB) safety improvement project. The second was to identify eligible local roads with horizontal curves for improved curve delineation. As the CTDOT continues to move towards systemic applications of safety improvements, they are working to include local roads in these programs. Since from 2016 to 2018, approximately 50 percent of the fatal and serious injury crashes in Connecticut occurred on municipally-owned and maintained roadways, this is an important safety initiative and one that municipalities should be aware of and participate in.

Systemic applications are a change from the traditional way of applying countermeasures. In the past, a countermeasure would be considered for a location that had already experienced crashes of a type correctable by that countermeasure. For example, if a horizontal curve experienced a number of roadway departure crashes, it might have been considered for curve signage. A systemic approach takes a broader look at a system of roadways with similar characteristics and risk factors and applies the countermeasure to them, before crashes occur. In the simplest terms, a systemic approach is a more pro-active means of improving safety. The Federal Highway Administration has been encouraging states and municipalities to take a systemic approach, and the CTDOT has recognized the value in doing so on both state and local roads.

Although deadlines for submission on a few of the solicitations have passed, more systemic safety projects are coming. Project engineers at DOT are currently working on several projects and studies, and if you missed the previous opportunities, I would encourage you to not miss these. The projects were developed based on a data-driven process under the Highway Safety Improvement Program (HSIP) in three different program areas: Intersection Safety, Pedestrian Safety, and Roadway Departure. Below is a summary of those efforts along with the respective project engineer’s contact information.

Proposed ProjectDesign/Construction Project/or StudyLetter Sent to Municipalities?Participation Request DeadlineProject Engineer
Traffic Signal Change Interval
Re-Timing
ProjectYes – Sent 2/25 – Request for signalized intersection locationsMarch 25thstephen.bruno@ct.gov
Traffic Signal Safety ImprovementsStudyWill use information from towns as requested in letter regarding the Change Interval
Re-Timing project; then outreach once study begins
See abovebalazs.martai@ct.gov
Signing/Stripping at Unsignalized IntersectionsProjectNot yetTBDfrederick.kulakowski@ct.gov
RRFBProjectFollow-up letter sent 3/3 – deadline extendedMarch 19th yiu.ng@ct.gov (Kevin)
Pedestrian Improvements and Removal of Programmed Flash @ Signalized IntersectionsStudyOutreach to towns once study beginsN/Abalazs.martai@ct.gov
Road DietsStudyOutreach to towns once study beginsN/Apeter.brazaitis@ct.gov
Horizontal Alignment SigningProjectYes – Request for Information sent 2/23March 19thclaire.sylvestre@ct.gov
Centerline Rumble StripsProjectRequest for participation sent to all townsDeadline has passed. Not accepting new applicationspatrick.onwuazor@ct.gov

If you have any questions on these projects, you can reach out directly to the project engineer listed above. Any general program questions can be directed to Joseph Ouellette, State Safety Engineer at TrafficSafety.DOT@ct.gov.

Every step a municipality can take towards improving safety could mean saving a life. Together, CTDOT and you can continue work to reduce fatal and serious injuries on all public roadways.

For more information and assistance with local road safety in your community, contact Melissa Evans, Safety Circuit Rider, at melissa.evans@uconn.edu.

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Safety Matters: Using Speed Display Signs for Speed Management

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Using Speed Display Signs for Speed Management

Speeding is a problem across the country, on every type of roadway and in every type of community. In an effort to address speed-related crashes on Connecticut’s rural roads, in coordination with the CT DOT, the T2 Center’s Safety Circuit Rider program has launched a Speed Display Sign Program. The two-year program will provide two signs, along with training on their use and benefit, to each of the 119 Connecticut towns with rural roads. Additionally, regional speed management trainings will be offered to all towns receiving signs to provide a broader speed management strategy.

Speed display signs are recognized by the Federal Highway Administration as an effective countermeasure to address speeding. They have been shown to reduce speeds by up to 5 mph and can be utilized in conjunction with other speed management tools to further reduce speeding. For more information, click here.

These signs help remind the driving public of the posted speed limit and how fast they are driving in relation to that speed limit. They can be an important educational tool in getting the public to slow down on roads where speed can often end in a crash. Since the signs also collect data, towns can identify problem areas and the most effective times of day for speed enforcement.

At this time there are twelve towns in the state that have received their signs, ten in the Capitol region and two in the Southeastern region. Of those, five have installed their signs and more are scheduled to complete installations in the coming weeks. Towns that have received their signs have also been provided with a list of priority local road locations where speed-related crashes have occurred to assist them with determining where to install the signs. These locations have been identified for all of the eligible towns.

More sign deliveries are being scheduled as well. By the end of June, all of the towns included in the first year of the program will have their signs. The year two towns should start to receive theirs in July.

For more information and assistance with local road safety in your community, contact Melissa Evans, Safety Circuit Rider, at melissa.evans@uconn.edu.

Resources:

https://safety.fhwa.dot.gov/speedmgt/ref_mats/fhwasa16077/fhwasa16077.pdf

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Signal Spotlight: Traffic Signal Liability Considerations

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Signal Spotlight: Traffic Signal Liability Considerations

Traffic signals are a vital component of Connecticut’s transportation infrastructure, providing efficient travel within towns and cities and throughout the state. Motorists rely on traffic signals to assign the right of way in a manner that allows for safe operations. I was asked to provide some information on liability considerations for municipalities relating to maintenance of signalized intersections. As this article is for informational purposes and I am not a legal expert, I encourage you to discuss the applicable statutes with your corporation counsel and draw your own conclusions. That being said, here are several topics that may be of interest to those who maintain and operate traffic signal systems:

Sovereign Immunity

According to the Legal Information Institute at Cornell, “The sovereign immunity refers to the fact that the government cannot be sued without its consent.”  The liability of political subdivisions in Connecticut is determined by the state legislature and generally outlined in Section 52-557n of the Connecticut General Statutes (CGS).

Defective Roads and Bridges

CGS 13a-149 states that “Any person injured in person or property by means of a defective road or bridge may recover damages from the party bound to keep it in repair.”  As traffic signals are generally considered part of the road infrastructure, malfunctioning traffic signals may fall under the scope of Section 13a-149.

What this means for those responsible for traffic signal maintenance and operations is that it is possible a judge may deem a municipality liable for injuries resulting from a traffic signal that is defective. According to Nolo’s Plain-English Law Dictionary, defective is defined as “Incapable of fulfilling its function, due to an error or flaw.” One may argue that a structural failure of a span pole or the display of conflicting indications at an intersection could be considered a defect.

As a risk management practice, municipalities may consider maintaining records of engineering studies performed in determining whether a traffic signal is warranted, along with detailed records of resident requests for service, maintenance and repairs, and conflict monitor testing.

Town Roads Lying Within, Intersecting or Crossing State Highway Rights-of-Way

CGS 13a-99 discusses ownership, easement rights, and maintenance responsibilities at the intersection of town roads at state roads. Some town-owned traffic signals are located at these intersections and may fall under the requirements of the statute.

Dark Signals

The Office of the State Traffic Administration (OSTA) has adopted the Manual on Uniform Traffic Control Devices (also known as the MUTCD) latest edition as part of its agency regulations establishing a uniform system of traffic control signs, devices, signals, and markings.

One specific issue relating to the MUTCD is the use of temporary stop signs at intersections where the signal is dark as a result of a power outage. The Connecticut Interlocal Risk Management Agency (CIRMA) published a brief providing guidance on the MUTCD language regarding this subject, which concludes that:

Shall Not – does not allow for discretion and appears to be a ministerial directive not to place temporary traffic control devices when the power for the device fails, unless the device can be properly programed to be in accordance with MUTCD as above.

“…signal indication that will first be displayed to that approach upon restoration of power is a flashing red signal indication and that the portable STOP sign will be manually removed from view prior to stop-and-go operation of the traffic control signal.”

In addition to following the MUTCD, municipalities and local traffic authorities should use communications channels with the community on what the expectation is when a traffic sign is dark.

Do you have a traffic signal-related question? Would you like to share a signal project you’ve been working on? If so, email Theresa.schwartz@uconn.edu and your town may be featured in a future Signal Spotlight!

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The Right Tool for the Right Job!

The Right Tool for the Right Job!

“Use the right tool for the job” is common-sense advice that applies to a wide range of situations. Your employees are only as good as the tools you provide for them to effectively and efficiently do their work. The right tools also provide opportunities for your employees to expand their range of skills and capabilities.

What do I mean by tools? I mean any equipment or resources needed to complete a task. When we think of Public Works Operations, many tools come to mind, but I am pretty sure a computer camera and a microphone might not typically be two of them.

As the T2 Center team has been navigating the world of training during COVID-19, we are finding that some of our trainings, particularly those in the leadership program, translate very well to a virtual platform (I know, we would rather be with you in person too, but for the time being it seems to work well). We are finding, however, that those who have access to computers and the appropriate accessories are being able to more effectively participate in the learning process. If you are allowing them time to participate in the training, we know you want them to make the most out of their experience.

Fearing your employees might not want to ask you for additional equipment, I wanted to bring this to your attention as leaders of your agencies. For a very small investment (less than $100), you could add a microphone and camera to a computer and designate it for use in virtual training. I am confident your employees will have a better experience and be able to focus instead on learning, not a technical challenge.

Take good care of yourselves. We look forward to seeing you both in-person and virtually in 2021.

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Safety Matters: Pedestrian and Bicycle Safety: Don’t Be in the Dark

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Pedestrian and Bicycle Safety: Don’t Be in the Dark

The “joys” of winter can be debated – are the holidays enjoyable or stressful; is snow fun or a hassle; are you a cold-weather fan or counting the days until summer? One thing that is not debatable is that days are shorter during the winter months. Shorter days mean less light conditions and pedestrians often find themselves walking in the dark. Additionally, winter weather often impacts visibility even during daylight hours. According to the National Highway Traffic Safety Administration (NHTSA), in 2017 seventy-five percent of pedestrian fatalities occurred in dark conditions. During the winter months (January, February, and the following December), fifty-one percent of pedestrian fatalities occurred between 6:00 p.m. and 11:59 p.m. Even in the summer months, June through August, thirty-four percent of pedestrian fatalities occurred between 9:00 p.m. and 11:59 p.m. Similarly, the highest percentage of bicycle fatalities in 2018 – twenty-one percent – occurred between 6:00 p.m. and 9:00 p.m., according to the U.S. Department of Transportation’s Fatality Analysis Reporting System (FARS).

There are some simple measures that pedestrians and cyclists can employ to ensure they are visible to drivers.  Following the rules of the road is important to your safety.

Tips for Pedestrians:

  • Walk on sidewalk if one is available.
  • If there is no sidewalk, walk facing on-coming traffic.
  • Cross at crosswalks if present.
  • If there is a pedestrian signal, use it correctly.
  • Make eye-contact with drivers – do not assume they see you or that they will stop for you.
  • Wear a reflective article of clothing.
  • Carry a flashlight.

Conditions can change quickly, especially in wintertime, and what starts as a walk in bright, sunny conditions can become a walk in gray, cloudy conditions in a matter of minutes.

Cyclists must follow the rules as well. During nighttime and times of low visibility, Connecticut law requires a cyclist to use a front light visible from 500 feet, a rear reflector or light visible from 600 feet and reflective material on both sides of the bike visible from 600 feet.

Tips for Cyclists:

  • Use the bike lane if one is available.
  • If no bike lane exists, ride in the travel lane.
  • Communicate your intended actions.
  • Wear reflective article of clothing, including ankle and knee reflectors.

Additionally, drivers need to be aware that pedestrians and cyclists could be on the road at any time. Driving safely by obeying the speed limit, not being distracted and following the rules with regard to pedestrians and cyclists – such as yielding at crosswalks and allowing a minimum of 3 feet when passing a cyclist – keeps everyone safe. For more helpful tips about pedestrian and bicyclist safety, visit Watch for Me CT.

For more information and assistance with local road safety in your community, contact Melissa Evans, Safety Circuit Rider, at melissa.evans@uconn.edu.

Resources:

https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812681

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Moving Forward with Training Amidst a Pandemic

Moving Forward with Training Amidst a Pandemic

2020 started out strong for the T2 Training Programs.  We had an aggressive plan to provide a year full of learning opportunities for Connecticut’s transportation workforce and a project in the works to streamline our registration process and increase student access to training data.  When COVID-19 entered the picture, our team came together to adjust our work structure and assess how we might be able to move forward given strict State and University guidelines.  We knew we needed to continue to work toward our goals and support the public works community in the face of these challenges.

In the early days of the pandemic, agencies reached out to us asking, “Is the T2 Center still offering training for our staff members?”  Our answer was “Yes!”, as long as we could do it safely.  Our first step was to research the precautions needed to safely hold workshops.  Safety measures were developed, such as smaller class sizes, social distancing requirements, mask-wearing, surface disinfecting, along with other procedures.  Instructors, host towns and participants were required to adhere to all safety protocols. Instructors and facilitators were provided with kits that included masks, gloves, disinfecting wipes, hand sanitizer and equipment for marking social distancing.  There were logistical challenges that we addressed: parking lot meetups with instructors and hosts to exchange class materials and safety kits with minimal contact; garage bays turned into classrooms to improve social distancing; agencies printing handouts for their attendees so we could minimize contact with materials.  All the challenges were met, and we were off and running! 

To accommodate both our restrictions and those of the towns across the state, we adjusted curriculum and class structure to provide as much flexibility as we could. Classes were held virtually and in-person for both individual towns and small mixed groups. Additionally, the T2 Center had a first in 2020:  a Custom Flagger workshop held on a virtual platform.  This session answered the need of towns that needed Flagger training for just a couple of their staff members—too few to hold their own class.  Attendees received live instruction and completed their exams and live demonstration virtually. 

In all, 33 Custom classes were offered in 2020 covering 11 different topics, including Chainsaw Safety & Storm Cleanup, ATTSA Flagger, Sustainable Winter Operations & Calibration demonstration, On the Job Safety & OSHA Regulations, and Work Zone Safety, among others. Over 500 municipal, state and federal employees attended Custom training programs in 2020.  We were also able to offer 42 general sessions in either a virtual or in-person format across all certificate programs.  In total, we held 75 programs for almost 1500 participants and provided opportunities for students to advance in their respective programs. 

As we reflect on 2020, the collaboration between the T2 Center, host towns, instructors and participants is something that we can all be proud of.  Everyone came together to move forward safely and successfully in the face of this great challenge.  As we move into 2021 and the challenges continue, we will flex and pivot as needed to support Connecticut’s public works community.  We will continue to hold sessions in a safe and accessible format. The Custom Program will continue to answer the needs of the public works community by providing training for your crew, at your location.  We will also be scheduling a second virtual Flagger class in the coming months.  Should you have any training needs, reach out to Lisa Knight at lisa.knight@uconn.edu for more information on custom training and visit our website at www.cti.uconn.edu/cti/T2Center_Home.asp for updates on our 2021 workshop schedule. 

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Signal Spotlight: Adapt, Abide and Persist

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Signal Spotlight: Adapt, Abide and Persist

This year has been one for the books! We’ve all been forced to adapt, abide, and persist. Public works employees faced new social distancing guidelines that changed the way they work and responded to several severe storms that brought downed trees and widespread power outages throughout the state. The entire T2 team has been working virtually since March, meeting on Zoom and pushing to disseminate timely COVID-19-related information to municipalities through its listservs and the Connecticut Crossroads newsletter.

The Traffic Signal Circuit Rider program contributed articles on virtual public engagement and the changes being made to traffic signal systems during COVID-19, as well as promoting the  CTDOT-led “Bump the Button” campaign to encourage pedestrians not to press push buttons with their hands.

It’s said that “necessity is the mother of invention,” and this has proven true throughout all industries during the pandemic. For its part, the change in circumstances encouraged the T2 Center to venture into new formats for delivering training.

In April, the Traffic Signal Circuit Rider program hosted a virtual roundtable discussion on Hot Topics for Signal Professionals during COVID-19. Several towns participated in a webinar series via Zoom on Creating a Traffic Signal Management Plan. The program also began developing on-demand recordings. Currently, Basics of Traffic Signal Operations and MUTCD Traffic Signal Warrants are offered in an on-demand format.

ss_dec.2020.2

Looking to the future, the Traffic Signal Circuit Rider program is partnering with the Safety Circuit Rider program to offer a “Coffee and Conversation” series on timely traffic signal and roadway safety topics. We are also in the process of developing a comprehensive traffic signal technician certificate program and look forward to offering training in the new year.

I want to thank FHWA, CTDOT, the program advisory committee and all those who have participated in the program for continuing to support our efforts throughout this difficult year. I wish you all a Merry Christmas and a happy, safe, and healthy new year.

If you have traffic signal systems questions, please contact: Theresa Schwartz, P.E.,
P.T.O.E. – Traffic Signal Circuit Rider (860) 486-4535 or theresa.schwartz@uconn.edu.

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2020: A Year Where Safety Matters Everywhere

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2020: A Year Where Safety Matters Everywhere

As 2020 wraps up, it seems fitting to take a look back at this extraordinary year and focus on some of the positives. When the year started, I was excited to dive further into my role as the Safety Circuit Rider, having been in the position for approximately five months at that point. The Safety Academy schedule was filled with learning opportunities for local agencies, and I was looking forward to those as well as working with locals on safety issues. Before any of that got underway, the pandemic forced us to reconsider how to move forward—if we even could. As it turned out, we were able to do much more than I imagined!

From a training perspective, the Safety Academy was able to offer six virtual courses for credit, with a total of eighty-four attendees. Three of those courses were opportunities shared with us by other Local Technical Assistance Programs (LTAPs) throughout the country, for which we were extremely grateful! We also offered an additional in-person training: a revised Sign Installation and Maintenance course. This is now a two-hour “by request” course that is tailored to your town’s needs. Not only does this keep attendance to the required numbers during COVID, but it also ensures that your sign crew is getting information that is relevant to them.

Technical assistance proved to be a little trickier to coordinate, but with the cooperation of the municipalities that requested assistance, I was able to continue to make in-person visits while abiding by all the proper procedures. I visited twelve municipalities to provide assistance with safety concerns, either at a specific location or through a Road Safety Assessment, or to loan them equipment. With masks on and maintaining social distance, I was able to continue to provide services that were needed. This was especially important during this time, as the pandemic increased the number of pedestrians and bicyclists on local roads. At the same time, with less vehicular volume on the streets, speeds increased. Many municipalities reacted quickly and positively to these changes to address the needs of their residents.

Another positive outcome this year was the development of our Safety Matters Coffee and Conversation series. Bringing locals together virtually for a one-hour conversation with special guests has proven to be successful. Although we have only held two sessions, we are looking forward to continuing this series in 2021.

Of course, some adjustments did have to be made. Many meetings with towns and cities that I would have conducted in-person were done virtually. One of the biggest projects we undertook this year was to provide every municipality in the state with a crash profile “snapshot” of some data we thought might interest them. Eight of the ten meetings I had were conducted virtually. I also attended three COG meetings virtually to introduce myself and provide an update on the Safety Circuit Rider program. Although I would have preferred to meet face-to-face, as I am sure everyone else would have too, I was still happy to have been able to meet at all!

As the year winds down and we look towards a new one, I hope to continue building the relationships I have made with several municipalities and to make new connections. As always, I am here to help and look forward to working with you to make our local roads safe for all!

For information and assistance with local road safety in your community, contact Melissa Evans, Safety Circuit Rider, at melissa.evans@uconn.edu.

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Signal Spotlight: Connected Snowplows Coming to Connecticut

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Signal Spotlight: Connected Snowplows Coming to Connecticut

The Connecticut Department of Transportation (CTDOT) has two projects planned for the Berlin Turnpike corridor in Newington, Connecticut to replace outdated traffic signal equipment, install an adaptive signal control system with automated traffic signal performance measures, and introduce connected vehicles (CV) to the state highway system. Between the two projects, a total of 27 signalized intersections will be upgraded.

The projects are part of the SPaT Challenge, a challenge to state and local public sector transportation infrastructure owners and operators to deploy dedicated short-range communications (DSRC) infrastructure with Signal Phasing and Timing (SPaT) broadcasts in at least one corridor or network in each of the 50 states. More information on the SPaT Challenge can be found at  https://transportationops.org/spatchallenge.

Along with installing new Advanced Traffic Control (ATC) controllers and fiber communications, the CTDOT plans to install roadside units (RSU) at each intersection to support vehicle to infrastructure (V2I) connected vehicle applications. One of the applications the CTDOT plans to implement is traffic signal priority for snowplows.

What are the benefits of snowplow priority?

When a snowplow must stop at a signalized intersection during plowing operations, this causes uneven application of snow removal chemicals and the plow blade must be raised to accelerate from a stop. Connected vehicle technologies are in their infancy, but there is hope that the technology will allow for more even application of material and reduce the time it takes to clear a road network. 

Traffic signal pre-emption for snowplows has been used with success in various jurisdictions. In St. Cloud Minnesota, for example, relative priority preemption reduced travel times for snowplows by an average of 22%.Snowplow drivers often work through the night with few breaks for meals and sleep, so getting plows off the roads faster can reduce the risks associated with drowsy driving.

What is traffic signal priority?

Traffic signal priority is a way to give priority to specific vehicles (typically transit vehicles) by altering signal timing to extend greens on identified phases, alter phase sequences, or include special phases. Unlike traffic signal pre-emption, which interrupts the normal signal cycle to accommodate special events like a fire truck responding to a call, traffic signal priority does not disrupt the coordination of green lights between adjacent intersections.

On-board units (OBUs) installed in the snowplow trucks will “talk” to the traffic signals, sending a vehicle-to-infrastructure (V2I) Signal Request Message to request priority. Once the traffic signal determines whether it can accommodate the request without impacting coordination with adjacent signals, the traffic signal will send an infrastructure to vehicle (I2V) message to inform the snowplow vehicle whether the request was accepted. Traffic signal priority typically involves adjusting the signal timing at an intersection for an approaching bus, or in this case, snowplow truck, to reduce the red time (early green or red truncation) or extend the green time (green extension).

To see how snowplow priority works, check out this animation from the Minnesota Department of Transportation and AECOM. More information on traffic signal priority can be found in the Traffic Signal Timing Manual.  

As a final note, don’t forget to register for the Coffee and Conversation special event on December 3, 2020, from 10:00 am to 11:00 am, where we’ll discuss the Berlin Turnpike Adaptive Signals Project. Joining us will be Mark Makuch, Greg Palmer, and Jay Lockaby of the CTDOT’s newly-created Traffic Signals Unit within the Division of Traffic Engineering. To register, visit https://us02web.zoom.us/meeting/register/tZwkf-2grT0pH9xAFUDsDHNI1lz7bIczV0Sm.

If you have traffic signal systems questions, please contact: Theresa Schwartz, P.E.,
P.T.O.E. – Traffic Signal Circuit Rider (860) 486-4535 or theresa.schwartz@uconn.edu.

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Safety Matters: Local Road Safety Plans

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Local Road Safety Plans

Keeping people safe on our roadways is an important responsibility that we all share. Roadway user, government employee, public official – whatever our role, with it comes that responsibility to do all we can to ensure that people in our community get home at the end of the day. Reducing crashes, especially serious injury and fatal crashes, is a key component of that.

Approximately fifty percent of serious injury and fatal crashes in Connecticut occur on local roads. Efforts have been made to reduce those numbers, and many municipalities have experienced success. Unfortunately, there are still crashes occurring on these roadways, and a broader approach may be what is needed to address them.

Local Road Safety Plans (LRSPs) are a Federal Highway Administration (FHWA) proven safety countermeasure that can assist your town or city with creating an overarching approach to safety on your local roads. The LRSP is a valuable tool that creates a framework for safety needs specific to your community. The FHWA has created a roadmap for local agencies to follow that lays out each step necessary to complete a plan that makes sense for your municipality and ultimately helps you achieve the goal of safer roadways.

In addition, to further assist local agencies in preparing an LRSP, the FHWA has recently created a new “do-it-yourself” website with videos, step-by-step guidance and examples from communities that have created a plan. That website can be found here.

One of the benefits of a Local Road Safety Plan is that it provides an opportunity for various municipal stakeholders to come together and find solutions as a team. This is an important component, as it helps to build better communication across local agencies and provides a holistic approach to safety concerns. Public Works, first responders, tree wardens, planners and others may all be looking at the same issue from varying perspectives, so why not find a solution together? Many communities have found that approach to be a driving force behind project implementation, and it makes sense. The more people that are supportive of a project, that have had their opinions heard and addressed, the more likely a project is to succeed. Even if you are not sure about what roadway safety issues your community is facing, start by creating a team to get the conversation underway.

If the idea of creating an LRSP on your own seems daunting, don’t be discouraged! Besides the resources on the DIY website, I am available to help. Anyone who is interested in creating a plan for their community can contact me and I will assist you with getting started. Developing a Local Road Safety Plan for your town or city is the first step in the right direction, and every step is one closer to keeping our communities safe by reducing serious injury and fatal crashes. We are all in this together!

For more information and assistance with local road safety in your community, contact Melissa Evans, Safety Circuit Rider, at melissa.evans@uconn.edu.

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