1、 AASHTO Strategic Highway Safety Pian A Comprehensive Plan to Substantially Reduce Vehicle-Related Fatalities and Injuries on the Nation?s Highways The AASHTO Board of Directors first approved this document in December 1997 by more than the required two-thirds majority vote. It was revised and updat
2、ed with current data in December 2004, but the emphasis areas and strategies identified in the original plan remain the same. The NCHRP Series 500 guides referred to throughout this document provide updated strategies for significantly reducing roadway injuries and fatalities. Published by the Ameri
3、can Association of State Highway and Transportation Officials. 444 North Capitol Street, NW, Suite 249 Washington, DC 20001 (202) 624-5806 (fax) (202) 624-5800 Web site: www.transportation.org Copyright O 2005 by the American Association of State Highway and Transportation Officials. Ail rights rese
4、rved. TOOLS FOR I LIFE I No part of this document may be reproduced in any form without the express written consent of the publisher. Table of Contents Introduction Section I: The AASHTO Initiative Implementation Strategies . 3 Moving from Plan to Action 3 Funding Needs . 5 Funding Kequirements and
5、Benefits 6 Summary 7 Scope of the Problem . 4 SafetyGoal . 7 Section II: The Plan Elements Part 1: Drivers Instituting Graduated Licensing for Young Drivers . Ensuring Drivers Are Fully Licensed and Competent . Sustaining Proficiency in Older Drivers Curbing Aggressive Driving 12 Reducing Impaired D
6、riving 13 Keeping Drivers Alert . 14 9 10 11 Increasing Driver Safety Awareness 15 Increasing Seat Belt Use and Improving Air Bag Effectiveness 16 Part 2: Special Users Making Walking and Street Crossing Safer Ensuring Safer Bicycle Travel . 17 19 Part 3: Vehicles Improving Motorcycle Safety and Inc
7、reasing Motorcycle Awareness . 20 Making Truck Travel Safer 22 Increasing Safety Enhancements in Vehicles . 23 Part 4: Highways Reducing Vehicle-Train Crashes . 24 25 Minimizing the Consequences of Leaving the Road 27 Improving the Design and Operation of Highway Intersections 28 30 Designing Safer
8、Work Zones . 31 Keeping Vehicles on the Roadway . Reducing Head-on and Across-Median Crashes Part 5: Emergency Medical Services Part 6: Management Enhancing Emergency Medical Capabilities to Increase Survivability . 32 Improving Information and Decision Support Systems 34 Creating More Effective Pro
9、cesses and Safety Management Systems . 36 Want More Information? . 38 I ntrodwction A child born today can expect to live an average of 78 years. Thats the good news. The bad news is that one out of every 90 children born today will die violently in a motor vehicle crash. And 70 of every 100 will be
10、 injured in a highway crash at some point during their lives, many more than once. Beginning a life with such high potential for motor vehicle-related death and injury is unnecessary and should not be acceptable in todays society, because the means to prevent significant numbers of highway crashes,
11、deaths, and injuries are readily available. A well-planned, coordinated approach to improving roadway safety that involves all elements of the traffic safety community focuses on low-cost, day-to-day improvements, and effectively implements new strategies can substantially reduce the nations highway
12、 death toll and improve the future outlook for todays new citizens. This Strategic Highway Safety Plan (SHSP) and the tools developed to facilitate its implementation offer state and local transportation and safety agencies a life-saving blueprint ready for application in developing comprehensive hi
13、ghway safety plans. Section I: The AASHTO Initiative In 2003, the AASHTO Board of Directors, the Governors Highway Safety Associa- tion, the American Association of Motor Vehicle Administrators, and the U.S. De- partment of Transportation set as a goal the reduction of the nations highway fa- tality
14、 rate by 2008 to not more than one fatality per 100 million vehicle miles trav- eled. Reducing the fatality rate on streets and roads can be achieved most efficiently if all states take aim at significant highway safety challenges in ways that utilize good planning and effective coordination of all
15、available resources. In 1996, there already was a recognized need for a strategic plan to address criti- cal highway safety problems. Late that year and early in 1997, the AASHTO Stlanding Committee for Highway Traffic Safety (SCOHTS), along with the Federal Highway Administration (FHWA), the Nation
16、al Highway Traffic Safety Adminis- tration (NHTSA), and the Transportation Research Boards Committee on Trans- portation Safety Management, convened a meeting of national safety experts in driver, vehicle, and highway issues. The participants, whose mission was to develop a strategic highway safety
17、plan, included a range of stakeholders repre- senting the private and public sectors, in- cluding representatives from: H H H H H H H H H H H H H H H H H States and counties United States Department of Transportation Modal Administrations American Association of State Highway and Transportation Offi
18、cials Governors Highway Safety Association National Transportation Safety Board Mothers Against Drunk Driving Insurance Institute for Highway Safety American Automobile Association Traffic Safety Foundation American Association of Motor Vehicle Administrators American Association of Retired Persons
19、National Safety Council Bicycle Federation of America American Trucking Association Transportation Research Board American Road and Transportation Builders Association Roadway Safety Federation American Traffic Safety Services Association H General Motors Corporation H Academia H Railroad industry H
20、 Insurance industry H Private consultants. The plan they produced, which focuses on 22 specific highway safety challenges or “emphasis areas,” is contained in the pages that follow. Although this is an AASHTO-initiated plan, it is comprehensive in scope. it not only addresses what some consider the
21、traditional AASHTO concerns for “infra- structure,” but also tackles driver, occu- pant, vehicle, and post-crash responsibili- ties in non-infrastructure areas. Moreover, this plan is built on existing safety programs, such as the National Safety Councils (NSC) National Agenda for Safety Records, th
22、e Strategic Plan for improving Roadside Safety-a program developed through the National Coopera- tive Highway Research Program (NCHRP) -and the Emergency Medical Services (EMS) Strategic Plan. The AASHTO Standing Committee on Highway Traffic Safety believes that a comprehensive, integrated approach
23、has great potential to significantly reduce mo- tor vehicle-related deaths, injuries, and associated health care costs on our highways. Implementation Strategies Highway safety is a shared responsibility. The Federal government is best suited for providing national leadership, direction, development
24、, and demonstration of new safety programs. State and local govern- ments are then able to deploy new pro- grams, ensuring that end-users can effec- tively put them into service. Such activities first require that a compre- hensive highway safety plan, including management procedures, be in place pr
25、ior to utilizing new safety products and services. Unless crash problems are ad- dressed in a comprehensive and systemic manner, even the best safety initiatives are likely to fall short of their goals. The top strategies developed in each of the 22 key emphasis areas identified in this SHSP are des
26、igned to mitigate major problems and advance effective practices by means that are both cost-effective and acceptable to a significant majority of Americans. Many emphasis areas include initial model development or demonstra- tion phases to determine which strategies achieve results cost-effectively
27、. Another important highway safety initia- tive, the Intelligent Transportation System (ITS), holds significant promise for im- proving safety above and beyond the goals of the SHSE This is especially true in the areas of crash avoidance, other Intelligent Vehicle Initiatives (NI), and the more com-
28、 plex Vehicle Infrastructure Integration (VII) efforts. The ITS and related strategic highway safety plans generally address different sets of issues, although some of these issues, e.g., the use of electronic sensors as safety devices, may be investigated by both. While some ITS safety programs wil
29、l begin reaping safety benefits immediately, most will take place concurrently with large-scale deployment of new vehicles and technologies and will most likely oc- cur beyond the time frame of this plan. Therefore, estimates of lives saved and crashes prevented by these initiatives are excluded fro
30、m those listed herein. Moving from Plan The SHSP provides guidance and direction for national deployment of effective coun- termeasures in areas where they can have the greatest impact. To advance its imple- mentation, the National Cooperative High- way Research Program began developing a series of
31、Implementation Guides published collectively as NCHRP Report 500. Each provides definitive information-data, strategies, countermeasures, and support- ing documentation-for one of these em- phasis areas: Drivers Young Unlicense WSuspendedRevoked Drivers Older Agressive Impaired DistractedPatigued Se
32、at Belt Use Speed ecial Users Pedestrians Bicycists Motorcycles Heavy Trucks ghways Trees Run Off the Road Horizontal Curves Utility Poles Unsignalized Intersections Head-on Collisions Head-on Crashes on Freeways Work Zones Rural Emergency Medical Services Vehicles EMS to Action Management Data Inte
33、grated Safety Management Process In addition, NCHRP Report 501 provides a detailed model Integrated Safety Manage- ment Process that is helpful in developing statewide comprehensive highway safety plans. More about NCHRP Reports 500 and 501 and copies of the documents can be found at: http:/safety.
34、transportation.org. Implementing the SHSP involves a two-part effort: Widespread, Timely Utilization of Proven, Effective Strategies. Strategies and countermeasures that are already proven effective do not require further demonstration and should be im- plemented as quickly as possible. Exam- ples o
35、f such strategies include targeted shoulder rumble strip programs on free- ways, sobriety checkpoint programs, community safety programs, safety au- dits, and bystander care programs. Programs such as these can generally be implemented by state and local govern- ments using their own resources and F
36、ed- eral funds available in the pending reauthorization of TEA-21. AASHTO and many other safety organizations have pro- posed that Congress increase funding al- located to safety-oriented roadway im- provements and other safety activities. The AASHTO lead States Program In 2003, AASHTO launched a “L
37、ead States” initiative to help identify proven, cost-effective strategies to be considered for national deployment. States volun- teered to develop comprehensive highway safety plans addressing one or more em- phasis areas identified in the SHSE Their plans establish a specific statewide goal for re
38、ducing fatalities in one or more em- phasis areas, by a certain number, and within a specific time frame, using strate- gies that are cost-effective and acceptable to the public. From the results achieved in these states, all states will gain a better understanding of which strategies are most effec
39、tive in addressing specific highway safety challenges. Cost-effectiveness is critical to the suc- cess of this program. With credible docu- mentation and history available to sup- port cost-effectiveness, budget requests to fund the various strategies will be more realistic and more likely to succee
40、d. The result will be more efficient and effective use of resources and better public policy in the arca of highway safety. The “Lead States” program began with 31 states working on comprehensive plans for reducing deaths and injuries related to one or more of these emphasis areas: “roadway departur
41、e” crashes, collisions at unsignalized intersections, aggressive driving, and unlicensed and suspended drivers. In developing their plans the states combined the collective expertise of engineering, education, enforcement, and emergency medical services person- nel to significantly reduce fatalities
42、. These states also made extensive use of the strategies and countermeasures identified in the SHSP and related Imple- mentation Guides developed by NCHRP In addition, Federal, State, and local transportation and safety officials were able to tap the expertise of the consulting experts who developed
43、 the Implementa- tion Guides, and they exchanged “lessons learned” at peer exchange meetings orga- nized to facilitate the plan development process. In 2005, a second group of “Lead States” was scheduled to begin a similar process to address other emphasis areas. Scope of the Problem More than 42,00
44、0 people were killed in highway crashes in 2003. The following chart shows the number of deaths associ- ated with specific emphasis areas identi- fied in the SHSP Young drivers Suspendedhevoked licenses Older drivers Aggressive/speeding drivers Impaired drivers Drowsy or distracted drivers Safety be
45、lts Pedestrians Bicyclists Vehicle and train crash Motorcyclists Heavy trucks Safety enhancements in vehicles Run-off-the-road Intersections Work zones Survivability of severe crashes 3,571 6,973 2,716 3,914 1 1.990 3,565 17,013 3,730 1,577 18,019 4,749 622 324 3,661 4,986 18,781 6,903* 1,028 1,850*
46、 258* Ages 16-20 Involving a driver with invalid licensing Ages 65-14 Age 14+ Speedingdriving too fast for conditions Reckless driving Alcohol impaired Inattentive Fell asleep Drivers and occupants unbuckled Deaths in vehicles Cannot accurately ascertain, although i4 unintentional deaths were associ
47、ated with carbon monoxide alone in 2002 Most harmful event involved fixed object or rollover Rural: Time from crash to hospital 1 hour Urban: Time from crash to hospital 1 hour Three additional key emphasis areas *Total deaths are less than the sum of (driver safety knowledge, safety informa- above
48、numbers since some fatal tion systems, and safety management) crashes involve more than one key em- could not be directly associated with spe- phasis area. cific numbers of deaths. *Fatal crashes only, not individual fa- talities. Funding Needs Successful implementation of the SHSP will require fina
49、ncial resources of approx- imately $4.1 billion per year over a six-year period. As the model develop- ment and demonstration efforts are com- pleted and effective countermeasures are identified for national deployment, an as- sessment of available funding options for plan implementation needs to be under- taken. An initial estimate of some of the emphasis areas is shown below. Although it is estimated that at least $1 billion annually will be required to imple- ment the countermeasures, the final esti- mate may differ substantially from
