1. Incorporating Safety into Design CE 453 – Highway Design October 2, 2006 Jerry Roche, P.E. Transportation Safety Engineer FHWA – Iowa Division Federal Highway Administration

2. Outcomes Define Safety Describe the background of design criteria to achieve safe highway operations Define Nominal and Substantive Safety Apply Engineering Judgment

3. The State of Safety in the US 43,443 traffic fatalities in 2005 (the highest since 1990) Fatality rate increased (first increase since 1986) Traffic crashes and deaths cost the country $230B annually Jack Trice Stadium – Iowa State University

4. Our ‘customers’ -- the traveling public, highly value safety “Participants from focus groups agreed that safety is the most important transportation concern.” NCHRP Report 376 NATIONAL COOPERATIVE HIGHWAY RESEARCH PROGRAM Transportation Research Board National Research Council Customer-Based Quality in Transportation

5. What does Safety mean? Safety “Safer”- a relative term – an absolute

6. A highway engineer’s view of “safer”

7. Is this road ‘less safe’ or ‘more safe’?

8. What factors contribute to safety performance of a roadway? Traffic volume (“exposure to risk), including traffic mix Driver behavior –Speed (including speed differential) –Alcohol & drug use –Seatbelt and helmet use –Distraction Highway Geometry –Alignment –Cross-section –Roadside –Intersections

9. Role of Road Design in Crash Prevention Design can reduce: –Incidence of human error –Chance of human error resulting in crash –Severity of the consequences of crashes How a particular highway is built (Engineering) impacts both the number and severity of crashes

10. AASHTO Policies and State design manuals represent “safe” design practice in the minds of many = Safe Design Practices The often unasked questions are-- DOT Design Manual Is a road designed to meet current standards as safe as it can be? Is a road designed to meet current standards as safe as it should be?

11. What factors influence Design Criteria? Costs Traffic Operations Maintenance Constructability Safety

12. Are these design decisions based on safety? Select minimum lane and shoulder width per functional class and traffic volume Select curves and tangents to fit terrain, right-of-way Select grades to balance earthwork and minimize right- of-way Select minimum vertical curves per design speed and grades Cross Section Horizontal Alignment Vertical alignment –Grade –Vertical curvature

13. An insight -- Design criteria are generally structured and used as limiting -- why is this so? Minimum value of Middle Ordinate Minimum width of shoulder Minimum clear zone Is the minimum always sufficient? Are there ever times when the minimum might be excessive?

14. Link Between Standards and Safety How can we make highways sufficiently safe? Does applying standards achieve it? How about cost- benefit? What can road professionals do? STANDARDS DESIGN CRASHES

15. AASHTO Green Book “The intent of this policy is to provide guidance to the designer by referencing a recommended range of values of critical dimensions. It is not intended to be a detailed design manual that could supercede the need for the application of sound principles by the knowledgeable design professional. Sufficient flexibility is permitted to encourage independent designs tailored to particular situations.” - Foreword, page xli, A policy on Geometric Design of Highways and Streets

16. Two Ways to Look at Safety as Engineers and Planners* Nominal Safety is examined in reference to compliance with standards, warrants, guidelines and sanctioned design procedures Substantive Safety is the performance of the roadway as measured in terms of crashes, including their frequency, type and severity. *Ezra Hauer, ITE Traffic Safety Toolbox Introduction, 1999

17. Aspects of Nominal Safety –Roadway design must enable road users to behave legally –Roadway design should not create situations with which a minority of road users have difficulties –Owning agency requires protection against claims of moral, professional and legal liability

18. Some nominally safe locations are substantively unsafe Sharp Curve after long Tangent Curve Design Speed of 35 mph is acceptable and provided for in AASHTO Policy Speed differential value > 12 mph pose high safety risk of 10%+ higher crash rates Design Speed on Tangent = 60 mph Speed Differential = 60 mph – 35 mph = 25 mph

19. When design criteria can not be met, is it always true that substantive safety is “compromised”? = Safe Design Practices = DOT Design Manual Design Exceptions Report Project xx ?

20. Some locations with nominal safety problems have no history of crashes

21. Aspects of Substantive Safety –A function of what resources are available (roadway design, maintenance, enforcement, emergency medical services) –A function of the “context” of the location

22. Substantive Safety is “Context Sensitive” What types, frequency and severity of crashes would you expect here? How much different would crashes be for this road?

23. Issues to ponder when considering the relationship between nominal and substantive safety What is the basis for the design values referred to in criteria? How do we apply the values in actual design? What factors beyond the control of the designer influence safety? How much do we really know about the relationship of highway features to safety?

24. Philosophical Considerations in Highway Design -- “The direct application of established design criteria or standards (i.e., nominal safety) is no assurance that a certain quality of design (i.e., level of substantive safety) will be achieved-- indicating that such criteria are not sufficient in themselves.” Philosophical Considerations in Highway Design, from “Dynamic Design for Safety” -- Jack E. Leisch, 1974

25. Where should we focus our efforts? Nominal Safety Substantive Safety Meets Does Not Meet Does Not Meet

26. How can we provide substantive safety? Determine if there are any safety problems –Using detailed crash data –Perform a safety audit (field review by professionals) –Talk to law enforcement Then, design accordingly and document your decisions

27. Safety Analysis “The crash rate is 41/HMVM which is lower than the statewide rural average of 63/HMVM.” Concept for I-80 reconstruction project Nominal Safety Substantive Safety Meets Does Not Meet Does Not Meet However, –5 fatal 40 personal injury crashes (20%) –One of the highest cross-median fatal and major injury crash locations in the state

28. Safety Analysis “There are three horizontal curves with a degree of curvature greater than 6 . Crash data analysis revealed no serious problems related to the curves. These curves will not be reconstructed as part of this project. However, safety measures, such as maintaining a right of way free of obstructions and providing appropriate warning signs, will be considered.” Concept for IA 281 reconstruction project Nominal Safety Substantive Safety Meets Does Not Meet Does Not Meet

29. Key Safety Principles and Design No highway is safe, only safer or less so We know how to make highways safer Law of diminishing marginal returns applies Money should be spent effectively

30. Closing Points Regardless of your position, “safer” IS your responsibility “ The care of human life & happiness…is the first and only objective of good government” Thomas Jefferson

31. Questions and Discussion