U.S. Department of Transportation
Federal Highway Administration
1200 New Jersey Avenue, SE
Washington, DC 20590
202-366-4000
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RSA programs were reviewed to understand the key strategies underpinning successful program implementation at the State, regional, or local level. The RSA programs reviewed as part of this project were selected based on the presence of an RSA program that has resulted in multiple RSAs and the parent agencies' willingness to share their experiences. The key strategies underpinning the following noteworthy RSA programs are described in this document:
The Rhode Island Department of Transportation (RIDOT) initiated its RSA program through RI*STARS—Rhode Island's Strategically Targeted Affordable Roadway Solutions. This program borrows from a Federal program in the 1970s and the Virginia Department of Transportation's similarly-named STARS program. Traditionally, the transportation planning process has focused on long-term, high-cost capital improvements for the transportation system. RI*STARS is focused on rapidly delivering high-benefit, low-cost safety and mobility improvements in response to today's safety, mobility, and funding challenges.
Funding for RI*STARS is included in the Transportation Improvement Program (TIP), which is its own line item under the RIDOT Traffic Safety Program. The program is funded $1,000,000 a year for study, design, and near-term construction. Construction of additional near-term and intermediate term recommendations may utilize other safety dollars, as well, such as Highway Safety Improvement Program (HSIP) funds.
RI*STARS was piloted on Aquidneck Island, which is made up of the Towns of Portsmouth and Middletown and the City of Newport. Aquidneck Island was selected for the pilot because of the significant amount of data available from the recently-started Aquidneck Island Transportation Study (AITS) – this was a regional, comprehensive, multimodal transportation planning study that evaluated roadway, transit, and pedestrian and bicycle travel. During the pilot effort, "hot spots" were identified in each of the three municipalities based on data that were compiled as part of the AITS, including crash data, congestion mapping, and input from public and local municipalities. Potential locations were then ranked based on crash history (including frequency and severity) and delay to identify 50 candidate locations exhibiting the greatest safety and/or congestion concerns. Candidates that were already under construction were dropped from further consideration, resulting in 17 "hot spot" corridors and intersections.
RSAs were conducted by an interdisciplinary RSA Team consisting of engineers and officials from the municipalities, RIDOT, the Rhode Island Statewide Planning Program, law enforcement, and FHWA. The team identified crash contributing factors and developed strategies to address these factors for each "hot spot." These strategies were comprehensive – covering the 4 E's of safety (engineering, enforcement, education, and emergency services) – and grouped into near-term, intermediate term, and long-term implementation time frames. Planning-level order-of-magnitude construction cost estimates were developed for the recommended improvements, as were crash reduction benefits. B/C ratios were then calculated to evaluate the economic feasibility and effectiveness of the proposed safety improvements at each location.
An aerial view of the City of Newport Rotary with restriping concept.
Once the RI*STARS team reviewed all countermeasures and developed a list of recommendations, the team developed a list of implementation mechanisms to be used for the identified recommendations. RIDOT Traffic Engineering will be implementing all the optimized signal timings in the field. RIDOT Maintenance will be responsible for addressing issues such as silted catch basins and missing signal head hoods. Recommendations at four locations are being incorporated into the design stage of identified projects. All remaining improvements will be implemented through two separate design-bid-build construction contracts. The first contract will focus on improvements not requiring permitting, such as basic signing, striping, and pedestrian facility enhancements. The second contract will cover the remaining improvements that may require permitting or input from the municipality or general public. The first contract was advertised for construction in March 2012 and the second is scheduled to be advertised at the end of 2012. Enforcement and education recommendations were developed in conjunction with appropriate stakeholders to maximize the opportunity for successful implementation.
One example of a recommended improvement from RI*STARS that will be implemented within a year is the retrofit of the City of Newport Rotary. As illustrated in the photograph at left, the non-delineated rotary will be enhanced with modern roundabout features, primarily by implementing low-cost measures like signing, striping, and minor curbing. In addition to enhancing safety, the retrofitted rotary is projected to operate with less delay than it does under existing conditions. However, this retrofit is an interim measure, as the intermediate-range plan is to reconstruct the intersection into a modern roundabout as part of an adjacent bridge project. Another example of a recommended improvement is the conversion of a four-lane roadway to two lanes with a two-way-left-turn-lane and shoulders that can be used by cyclists.
An aerial view of the four-lane to two-lane roadway conversion concept.
The successes of the RI*STARS program hinges upon the rapid implementation of the proposed countermeasures. This is critical in gaining momentum for the program and maintaining support from stakeholders (i.e., municipalities, community groups, and first responders). This pilot program has a goal to implement most near-term improvements within one year from the issuance of the final report and less than two years from the time the RSAs were conducted. Other improvements being included in planned projects will be implemented over the next few years, as those specific projects go to construction.
The Nevada DOT (NDOT) has a well-established RSA program. NDOT Safety Engineering established a dedicated RSA Coordinator to implement the RSA program statewide. To supplement these efforts, NDOT developed guidelines for RSAs of new transportation project plans (i.e., pre-construction RSAs) such as capacity projects at various design stages, as well as for RSAs along existing roads (i.e., post-construction RSAs) that are undergoing safety improvements or resurfacing-restoration-rehabilitation (3-R) projects. In starting its program, NDOT leveraged the National Highway Institute (NHI) and FHWA RSA courses to train over 60 transportation professionals in the basic and advanced techniques in conducting RSAs. RSA teams focus on providing low-cost, crash-reducing improvements that can often be put into place by maintenance crews. NDOT also starts the RSA process in the prescoping phase of design projects such that safety improvements have the best chance for inclusion. NDOT also utilizes consulting firms to perform RSAs.
The Kansas DOT (KDOT) conducts county-wide RSAs on the entire State highway system. With a goal of completing a comprehensive RSA every five years on each State route, U.S. route, and the Interstate system. The RSA is comprised of three components: an office review, a field review, and a final report. It provides a proactive process to recognize issues immediately and to take corrective action. The RSA process also allows for the responsible engineer to meet with local officials and KDOT personnel to gain additional insight to improve safety. KDOT found that a well-managed RSA program can achieve more efficient use of personnel, as well as promote the consistent and up-to-date use of traffic control devices across the State.
There are multiple benefits to linking an RSA program to the Highway Safety Improvement Program (HSIP). The RSA program can identify high quality, affordable, multi-modal safety projects and be used as a tool to advance HSIP implementation efforts and reduce fatalities and serious injuries within a jurisdiction. The Massachusetts DOT (MassDOT) considers RSA programs to be a "low-cost opportunity to make significant safety improvements" and uses them at all stages of a facility's life-cycle, an approach that stemmed from its Strategic Highway Safety Plan (SHSP). MassDOT's HSIP is linked to its RSA program by requiring that "all HSIP candidate locations will require an accompanying RSA report, or an engineering or planning report to determine eligibility." For example, roadway departure crashes were identified as an SHSP emphasis area and high severe crash locations were identified as part of the HSIP. The RSA program studied severe crossover median crashes and recommended and prioritized low-cost median treatments at these locations. MassDOT is looking to expand its RSA program to cover non-motorized high-crash locations as a result of the successful RSA median program.
Montgomery County DOT is leading an RSA program for pedestrians and bicyclists for the County. A consultant-led team identifies candidate locations for the pedestrian and bicycle safety assessments through the County's High Incident Area (HIA) Program. Up to four HIAs are selected for evaluation each year, usually on major corridors throughout the County. Once study areas are defined, a multidisciplinary team is assembled that includes representatives from the Maryland State Highway Administration (MD SHA), neighboring local agencies, community members, and Montgomery County DOT staff. During the course of the assessment, the RSA team analyzes data, conducts site visits, and examines the issues and preliminary findings, which are discussed among the various stakeholders. A report is produced documenting the issues, and the RSA team presents it to the key stakeholders and roadway owners, a group that typically includes the County, MD SHA, and local/regional transit agencies. The RSA team coordinates improvements with each agency and monitors and pursues actions to implement improvements, such as completing preliminary designs, developing cost estimates, and completing work orders.
Program details can be found in Appendix B.
Program details can be found in Appendix B.
Program details can be found in Appendix B.
Program details can be found in Appendix B.
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