LTAP news briefs

The Washington State Local Technical Assistance Program (LTAP) is a partnership between WSDOT's Local Program Division and FHWA, providing training opportunities and a coordinated technology transfer program for local agencies in Washington State. LTAP offers courses directly targeting the training needs of local agencies receiving Federal funding.

Below are news items of interest to our local agencies and partners.

If you have an article you would like to publish in the LTAP News, please email it to LTAP News. (Send photos as separate files, .jpg or .gif preferred with full photo and author credits. Thanks)

National Center for Rural Road Safety webinar

Rural funding opportunities in the bipartisan infrastructure law

Tuesday, May 17, 2022 | 1:00 PM to 2:30 PM ET

Hey rurals! We’re sure you have heard the new Bipartisan Infrastructure Law includes new funding for rural areas. For this webinar, we invite you to come hear about some of these exciting opportunities, including the Highway Safety Improvement Program (HSIP) implications of the new law, an overview of the special rules, including High Risk Rural Roads (HRRR) and the Tribal Transportation Program Safety Fund grants.

Find out more details and register for the webinar. Instructions on accessing the webinar will be sent after your registration is confirmed. 5/22

FHWA innovation exchange webinar

Dust Palliatives for Unpaved Roads - Case Studies and Lessons Learned

Tuesday, May 17, 2022 | 2:00 - 3:30 pm ET

Dust palliatives are agents or mixtures that are applied to unpaved roads to reduce airborne dust. The amount of dust, and therefore the type of palliative - or road stabilizer, depends on the climate, amount of precipitation, and surface disturbance. Fugitive dust is known for its impacts to human and wildlife health, yet palliatives also come at a risk of environmental harm. Palliatives can be expensive and can erode quickly if not applied correctly for the right soil conditions. For these reasons, the U.S. Geological Survey and practitioners from the field will provide lessons learned from research pilots and case studies.

No registration required.
To access the webinar:
Join on your computer or mobile app
Join ZoomGov Meeting
Meeting ID: 160 215 1419
Passcode: 693587

For questions, contact Karyn Vandervoort with FHWA’s Office of Federal Lands Highway at 5/22

Invitation to FHWA FoRRRwD April Webinar

Breaking Down Barriers

Tuesday, April 19, 2022 | 1:00-3:00 pm ET

Join us for a free webinar on April 19, 2022 from 1:00-3:00 pm ET/10:00am-12:00 pm PT, hosted by FHWA in cooperation with the National Local Technical Assistance Program Association (NLTAPA) and the National Center for Rural Road Safety. Please see below for registration information and forward this announcement to anyone else who may be interested.

Rural roadway departures account for approximately one-third of all U.S. traffic fatalities—about 30 people a day. Roadside safety hardware is a proven countermeasure. Hardware such as barriers, sign supports, and work zone devices are commonly used to reduce the potential severity of these crashes. Knowing how, when and where to install roadside hardware can be a challenge for transportation agencies.  Maintenance and replacement of existing barrier with newer hardware adds to the challenge.

This webinar will focus on how three transportation agencies are taking on these challenges.

State, local, and tribal stakeholders – come and learn how you can reduce fatalities and serious injuries through the use of roadside safety hardware.

This webinar is free and open to anyone who is interested.

Registration: Participants must register in advance at:

After you register you will receive an email confirmation with the webinar link. Please note that this link is unique to you and should not be shared with others. However, if multiple people will be attending in one room from one computer, only one person needs to register. 3/22

FHWA local support innovation exchange webinar

Unmanned Aerial Systems (UAS)

Thursday, April 21, 2022 | 2:00 - 3:30 p.m. ET

Unmanned Aerial Systems (UAS), more commonly known as drone technology, is a safe, resource efficient means of surveillance and project management insight. UAS are increasingly affordable and can readily complete cumbersome, intensive and/or dangerous maintenance and operations functions. For these reasons, the technology has been pursued by Federal Lands Management Agencies (FLMA) and their partners, including FHWA, the U.S. Army Corps of Engineers (USACE) and the Bureau of Reclamation (BOR).  During this webinar, FHWA and the USACE will present their experience with UAS while highlighting lessons learned and the advantages to incorporating UAS into transportation maintenance and operations activities.  

No registration is required. Access the webinar.. Meeting ID: 161 743 3788; Passcode: 348284

Please email for questions or more information regarding this webinar or future Innovation Exchanges. Learn more about the FHWA Local Aid Support team. 3/22

Every Day Counts - Call for ideas

Thank you for your continuing partnership and support of the Every Day Counts (EDC) program, a State-based model that identifies and deploys proven, yet underutilized innovations that make our transportation system adaptable, sustainable, equitable, and safer for all. From the final reports of the EDC rounds, it is clear we are all making a positive difference.

FHWA is now actively soliciting ideas for proven, market-ready, and transformative innovations to promote in the next round of EDC. They want to collaborate with you to build on the success of Every Day Counts to broaden the focus beyond project delivery to include innovative but underutilized practices or technologies that enhance roadway safety for all users, support sustainable and resilient infrastructure, and/or address equity as part of project planning and delivery. FHWA’s “innovations of interest” were chosen with the idea that every day counts – and when it comes to safety so does every road user, when it comes to sustainability so does every ton of greenhouse gas emitted, and when it comes to equity so does every community. FHWA looks forward to your feedback on those innovations of interest but also challenges you, EDC partners, to send them even more potentially transformative innovations that could make our transportation system more resilient, sustainable, equitable, and safe for all.

The door is now open through April 11, 2022 for you to send proven, market-ready, transformative innovations that could be part of the next round of EDC. The EDC Call for Ideaswebsite provides instructions for submitting ideas and provides an opportunity to comment on the innovations of interest.

Thank you again for your partnership and continued commitment. 3/22

High-Friction Surface Treatment EDC Storyboard- Helping Drivers Get a Grip

EDC storyboards share innovation deployment stories in an interactive digital slideshow that incorporates images, video, and graphics to create a highly visual experience for our readers.

Our latest storyboard comes from the focus on reducing rural roadway departures (FoRRRwD) team and discusses benefits of high-friction surface treatment as a countermeasure for rural roadway crashes and gives some crash statistics that may surprise you. This relatively inexpensive treatment can reduce crashes on wet curves by over 80 percent!

For more information on using high-friction surface treatment on your roadways, contact Cate Satterfield, FHWA Office of Safety, or Dick Albin, FHWA Resource Center. 10/21

EDC Safety Summit Series Begins Soon

Safety innovations have been a cornerstone of the EDC program since 2011, resulting in their rapid deployment and institutionalization, and the upcoming EDC Safety Summit Series will build on that momentum.

September 1 will focus on Safe Transportation for Every Pedestrian (STEP) and will include opportunities to discuss this topic with peers and establish relationships that can boost success now and in the future.

Register for the summit, which will take place from 10 am to 2 pm ET each day and is open to all State, local, and tribal stakeholders. Participants can join for one or all five Wednesdays. Contact Karen King, FHWA Virginia Division, for additional information. 8/21

Innovation of the Month: Targeted Overlay Pavement Solutions

More than 40 percent of major roads in the United States are in poor or mediocre condition. The U.S. Department of Transportation’s 2015 Conditions & Performance Report estimated that America needs more than $800 billion to fix highways and bridges. By enhancing overlay performance in priority locations, State and local highway agencies can help ensure safer, longer-lasting roadways.

Improved overlays are now available for both asphalt and concrete pavements that enable agencies to provide long-life performance under a wide range of traffic, environmental, and existing pavement conditions. FHWA’s Targeted Overlays Pavement Solutions initiative, known as TOPS, encourages agencies to maximize their investment by using overlays in high-maintenance locations such as primary or interstate pavements, intersections, bus lanes, ramps, and curves.

The TOPS team is promoting eight asphalt overlays and two types of concrete overlays that offer many benefits. These overlays reduce maintenance, maximize previous investments through extended service life of pavement structures, and reduce user delays (fewer work zones). In addition, certain overlays increase skid resistance, improve resiliency in flood-prone areas, reduce splash and spray, and reduce noise.

Asphalt Overlays

Concrete Overlays

Concrete on Asphalt

Concrete on Concrete

The TOPS team provides technical assistance to help transportation agencies select the right overlay product for the right location. The team has created fact sheets on different types of overlays and will release several case studies and how-to documents later this year. View the TOPS EDC overview video and stay tuned for information on additional webinars and workshops.

To learn more about Targeted Overlay Pavement Solutions, contact Tim Aschenbrener (asphalt) and Sam Tyson (concrete), EDC-6 team co-leads or visit the team's EDC website. To stay connected with the TOPS team, join their mailing list to receive updates and new resources as they become available. 8/21

Innovation of the Month: Focus on Reducing Rural Roadway Departures

Throughout the month of July, we’ve highlighted agencies and organizations that have adopted the FHWA Focus on Reducing Rural Roadway Departures (FoRRRwD) approach and are finding success. This week, we want to celebrate the Local Technical Assistance Program (LTAP) Centers who train and support local practitioners implementing the four pillars of FoRRRwD.

The LTAPs form a network of 51 centers that provide training, technical assistance, and technology transfer services to local and rural road agencies. The LTAP Centers provide a variety of services to improve safety on all public roads.

The Indiana LTAP Center helps local agencies assess data and identify risk factors that can be used to develop Local Road Safety Plans (LRSPs), which are one type of Safety Action Plan. The LTAP found that many local agencies have useful data they may not realize is pertinent, like asset management data and maintenance logs. The Indiana LTAP assists in making crash tree diagrams, and creating heat maps for the systemic approach.

The Alabama Transportation Assistance Program (ATAP) also provides local agencies technical assistance, including crash data analysis using the Critical Analysis Reporting Environment (CARE), a software package designed to help identify problem areas on roadways. ATAP has used this data to assist 10 counties currently developing LRSPs. ATAP also developed a series of safety videos that includes one on reducing rural roadway departures.

The Pennsylvania LTAP is helping local agencies address their most common crash type, hit-fixed-object crashes due to roadway departures. Most of those crashes happen on curves. The LTAP is also helping local agencies address curve signing requirements in the Manual on Uniform Traffic Control Devices (MUTCD) through training, outreach, and technical assistance.

In June, the Ohio LTAP conducted a four-part webinar series on systemically implementing FoRRRwD countermeasures. They also provide eLearning modules on applying for Township Safety Signage Grants (PDF 838KB) that are available to Ohio locals.

Other LTAPs across the country are also helping local agencies in their State so FoRRRwD is addressed on all public roads. They are using the systemic approach and safety action plans to deploy proven countermeasures that will reduce rural roadway departures and save lives in their communities. You can also find training and other relevant resources at the FHWA Center for Local Aid Support and the National Center for Rural Road Safety.

Contact Cate Satterfield of the FHWA Office of Safety or Dick Albin of the FHWA Resource Center for information and technical assistance. 7/21

EDC Safety Summit Series- Registration Now Open

Safety innovations have been a cornerstone of the EDC program since 2011, resulting in their rapid deployment and institutionalization, and the upcoming EDC Safety Summit Series will build on that momentum.

The summit series, scheduled for each Wednesday during September, will highlight seven safety innovations and share how they can save lives. The series will benefit those who are just beginning to implement these innovations, those who are further along and could gain from peer-to-peer engagement, and those with innovation stories to share. It will include opportunities to discuss hot topics with peers and establish relationships that can boost success now and in the future.

Each day of the summit will kick off with FHWA leadership perspectives with opportunities for questions and answers, followed by interactive State and local presentations and a topic-based breakout session, as well as a local innovation safety showcase.

Register here for the summit, which will take place from 10 am to 2 pm ET each day and is open to all State, local, and tribal stakeholders. Participants can join for one or all five Wednesdays. Contact Karen King, FHWA Virginia Division, for additional information. 7/21

Sept. 1: Safe Transportation for Every Pedestrian (STEP)

Sept. 8: Data-Driven Safety Analysis (DDSA)

Sept. 15: SafetyEdgeSM, Reducing Rural Roadway Departures (FoRRRwD), High Friction Surface Treatment

Sept. 22: Intersection/Interchange Geometrics

Sept. 29: Road Diets

Innovation of the Month: Focus on Reducing Rural Roadway Departures

Over the last few weeks, we’ve highlighted State, local, and tribal agencies that have implemented the pillars of the Focus on Reducing Rural Roadway Departures (FoRRRwD) initiative. Today, we’ll tell a story of how the Kansas Department of Transportation (KDOT) made a difference on their local roads.

In Kansas, lane departures are responsible for two-thirds of the fatalities on locally-owned rural roads. Because of this, KDOT chose to set aside all its High Risk Rural Roads (HRRR) Program funding to address safety on these roads.

Plotting crash data was time consuming and showed crashes were scattered randomly across the system, which is typical of rural networks. This made it difficult to see patterns of crashes happening over time, limiting local agencies’ ability to compete for the available funding. As a result, only $1.4 million of the $8.4 million available was obligated after 6 years.

KDOT decided to change from a site-specific-only approach to a systemic approach. Instead of focusing on locations that have multiple crashes, the systemic approach considers roadway features that correlate with severe crashes and then identifies other locations with those features.

The KDOT crash data showed that rural major collectors were overrepresented for severe crashes on the local system. This gave KDOT a network to focus on and they used some of the available funds to assist counties in developing safety action plans.

Next KDOT provided funding for local agencies to install proven countermeasures systemically as identified in their plan. The countermeasures included striping, improved signing, high friction surface treatment, rumble strips, lighting and clear zones. They also purchased devices that agencies could use to install the SafetyEdge when they were conducting paving projects.

The results were dramatic. Not only did local agencies start making safety improvements, reducing the backlog of safety funds, but the average of severe crashes on rural major collectors dropped from an average of 207 per year to 189.

Kansas DOT recognized the need to address safety on all public roads and then used the systemic approach and safety action plans to identify improvements that will reduce the risk of severe crashes on these roads. They then deployed proven countermeasures and have seen a reduction in these crashes. Kansas is driving FoRRRwD.

For more information on FoRRRwD or for technical assistance, contact Cathy Satterfield of the FHWA Office of Safety or Dick Albin of the FHWA Resource Center. 7/21

FY 2021 AID Demonstration Program Now Accepting Applications

The Federal Highway Administration has announced the availability of up to $10 million in grant funding from the Accelerated Innovative Deployment (AID) Demonstration Program, which provides incentive funding to eligible State DOTs, Federal Land Management Agencies, and tribal governments to accelerate the implementation of proven innovation in highway transportation. Eligible activities may involve any phase of a highway transportation project between project planning and project delivery.

The 2021 AID Demonstration Program Notice of Funding Opportunity (693JJ321NF-AIDDP) is currently open and will close at 11:59 pm (EST) on September 28, 2021. The notice is available now at

FHWA invites interested applicants to join the AID Demonstration Information Session on Tuesday, July 27, 2021 at 1:00 PM Eastern Time/10:00 AM Pacific Time. Click here to join the AID Demonstration Information Session. This will be a Teams Live event and will be recorded. 7/21

Innovation of the Month: Focus on Reducing Rural Roadway Departures

Over the last few weeks, we’ve highlighted transportation agencies that have deployed the four pillars of the Focus on Reducing Rural Roadway Departures (FoRRRwD) initiative. Today, we’ll share how the Alabama Department of Transportation (ALDOT) is using safety action plans to make rural roads safer across the State.

In 2013, after nearly 600 people died in Alabama as a result of a roadway departure, FHWA helped ALDOT create a safety action plan specifically for roadway departure crashes on the State system. ALDOT focused improvements at nearly 400 curves and added roadway departure countermeasures to resurfacing projects. As a result, they found that widening shoulders and installing rumble strips can reduce severe roadway departure crashes by 18-28 percent.

However, because nearly half of the rural roadway departure fatalities in Alabama happen on the local road system, ALDOT expanded their focus to address all public roads. One of the strategies that ALDOT used was to dedicate $4 million for local safety projects annually, either from the High Risk Rural Roads (HRRR) Program or the ALDOT Local Road Safety Initiative.

Elmore County piloted the first Local Road Safety Plan (LRSP) in Alabama and used a systemic approach to identify potential improvements. With the HRRR funding, several projects from their plan that implemented proven countermeasures have been completed. Based on the success of the Elmore County plan, ALDOT obtained a State Transportation Innovation Council (STIC) Incentive program award and leveraged Highway Safety Improvement program (HSIP) funds to assist 10 additional counties in developing LRSPs of their own.

In addition, ALDOT provides crash data to local agencies through the Critical Analysis Reporting Environment (CARE) platform. ALDOT has also used the FHWA Crash Tree Maker which uses crash data to help visualize safety issues and identify the types of locations at most risk of severe crashes. This data is crucial for agencies to apply the systemic approach.

Alabama has used safety action plans to address both State and local rural roads systemically to identify locations where proven countermeasures like signing, rumble strips and shoulder widening can make the greatest impact. This has put them on the path to reducing rural roadway departures. Alabama is moving FoRRRwD on all four pillars.

Contact Cathy Satterfield of the FHWA Office of Safety or Dick Albin of the FHWA Resource Center for information and technical assistance. 7/21

Focus on Reducing Rural Roadway Departures

Nearly 12,000 people die each year when their vehicle leaves its travel lane. That is 30 people today, and every day.

The Focus on Reducing Rural Roadway Departures (FoRRRwD) team has spent the last two years promoting tools and strategies to help agencies across the country drive those fatalities down.

The FoRRRwD approach rests on four pillars. One of those pillars is that safety should be a priority on all public roads, whether they are maintained by State Departments of Transportation (DOTs), local, or tribal agencies. That means, ideally, that resources would be shared and deployed wherever safety issues are, no matter who owns the roadway.

The North Dakota Department of Transportation (NDDOT) proactively assisted local and tribal agencies in the State to achieve crash reductions on their roads by making 50 percent of its Highway Safety Improvement Program (HSIP) funding available to help them implement Local Road Safety Plans (LRSPs). The State also created a website to house their plans to encourage the sharing of best practices. This addressed another FoRRRwD pillar, safety action plans. Local Road Safety Plans were developed for every county, major city, and tribe in the State.

The LRSPs used a systemic approach, which is another FoRRRwD pillar. This approach uses crash and other data to look for risk factors that correlate with severe rural roadway departure crashes. For instance, the Cass County (pdf 3.8 mb) plan used five risk factors for curves – radius, average daily traffic, intersection, visual trap, and crash history.

With the systemic approach, practitioners look for all the curves on their system with multiple risk factors and target proven, cost-effective countermeasures to those locations, sometimes before crashes happen.

In fact, proven countermeasures are the other FoRRRwD pillar. Roadway departure countermeasures such as curve warning signs and rumble strips were implemented on local roads as part of the NDDOT program. These improvements were also bundled in county-wide and multi-county projects, to achieve cost-effective economies of scale.

With these efforts, NDDOT observed a 14-percent reduction in lane departure severe injury crashes on local roads and a 21-percent reduction in curve crashes on local roads.

Visit the FHWA FoRRRwD website to learn more about how you can use the 4 pillars of FoRRRwD to reduce rural roadway departures on your roads. For more information and technical assistance contact Cathy Satterfield of the FHWA Office of Safety or Dick Albin of the FHWA Resource Center. 7/21

Project Bundling Reduces Nebraska’s Deficient Bridges

In just five years, the Nebraska Department of Transportation (NDOT) has helped counties in Nebraska repair or replace over 300 bridges using project bundling. The effort began with the creation of the Nebraska County Bridge Match Program in 2016 when the State was ranked fifth in the nation for the number of structurally deficient or poor bridges.

The State legislature created the program and NDOT administers it using the Transportation Infrastructure Bank Fund. The law allows NDOT to expend no more than $40M to promote innovative solutions and provide additional funding to accelerate repair and replacement of deficient bridges on the county road system over seven years.

The DOT developed the program’s participation criteria and matching fund requirements in consultation with a statewide association representing county officials. County participation is voluntary. Every October, NDOT sends out a request for proposals. The counties then write proposals based on bridges selected from a list of eligible structurally deficient bridges on the county system. The County Bridge Match Program will end on June 30, 2023.

NDOT’s effort showcases that bridge bundling is a successful approach on smaller projects. Eighty-four of the 106 projects in the first five years included bundles ranging from two to nine bridges. Not only are counties bundling their own projects, they are working with neighboring counties to create bundles across county lines. Forty-one of the projects involved multi-county bridge bundles with two to four counties.

To learn more about project bundling, contact Romeo Garcia of the FHWA Office of Infrastructure or David Unkefer of the FHWA Resource Center. 7/21

Intersection Safety Outreach and Education Products Available

FHWA's Intersection Safety Program is pleased to share outreach and education products to assist State, local, and Tribal partners in advancing intersection safety efforts in their communities.

Three videos have been produced to help advance efforts to implement intersection solutions that also reflect the Safe System approach. For intersections, this approach involves separating users in space, separating users in time, modifying conflict angles, and reducing speed through conflict areas—all to manage the kinetic energy involved in a potential collision. Each video is 3–5 minutes, and is intended to help State, local, and Tribal agencies explain these intersections to their communities.

To learn more about these and other resources and how they could improve your agency’s safety efforts, please contact Jeff Shaw, FHWA Office of Safety. 7/21

All Public Roads and Systemic Analysis—Two Pillars of the FoRRRwD Approach

More than 30 people die each day on rural roadway departure crashes. These deaths, scattered across a vast network of rural roadways, don’t typically make the news, but account for nearly 30 percent of annual roadway deaths. The Focus on Rural Roadway Departures (FoRRRwD) program addresses this problem by highlighting four pillars that can help reduce rural roadway departures.

The first FoRRRwD pillar- all public roads, is important for establishing the scope of the problem. It is estimated that over 40 percent of fatalities happen on roads not typically maintained by State DOTs. Reducing these deaths requires a partnership. State DOT's have helped by making funds available to local agencies, making it easier to apply for funding, and assisting with data acquisition, compilation and analysis.

The second pillar—the systemic approach to identifying crash risk, is a data-driven method to identify where an agency should focus its attention for rural roadway departures. Systemic analysis uses roadway geometrics, traffic characteristics, and maintenance information along with crash data to identify risk factors, then uses those risk factors to identify locations at highest risk of future crashes. Low-cost countermeasures are installed at targeted, high-risk locations across the system, even if there has not been a crash. This is critical since rural roadway departure crashes are generally not concentrated at "hot spots".

To learn more about FoRRRwD, contact Cate Satterfield, FHWA Office of Safety, or Dick Albin, FHWA Resource Center. Read more about these pillars in article featured in the Fall 2020 Public Roads and stay tuned over the next few weeks for another article highlighting the final two pillars of FoRRRwD. 6/21

Innovation of the Month: Safe Transportation for Every Pedestrian

Over the past few weeks we’ve highlighted the Safe Transportation for Every Pedestrian (STEP) program and how local or State agencies can implement its seven featured countermeasures. For our final article in this series, we will discuss lighting and where to install it to make a difference in pedestrian safety.

In 2018, 76 percent of pedestrian fatalities nationwide occurred in dark conditions. FHWA published a video storyboard that highlights four approaches to improve pedestrian visibility at night—improving overhead lighting, installing crosswalks with high-visibility crosswalk markings, enhancing visibility with Rectangular Rapid-Flashing Beacons, and evaluating additional countermeasures like pedestrian refuge islands or other treatments.

STEP also published a summary that links to several resources explaining why improving lighting for pedestrians is important. Lighting increases the visibility of pedestrians in a crosswalk and it may even encourage more pedestrians to use a crosswalk. STEP notes that overhead lighting (PDF 361KB), when used at intersections, can reduce all types of injury crashes by 27 percent.

FHWA hosted a virtual pedestrian lighting scan tour with six Departments of Transportation (DOTs) in February of 2021. The scan tour explored conditions for improving overhead lighting for pedestrian safety and approaches agencies used to select sites and prioritize potential improvements. During the Scan Tour, Florida DOT (FDOT) shared their experiences with lighting placement. FDOT uses a data-driven method to create a funding plan allocating $100 million to retrofit over 2,500 signalized intersections throughout the State’s seven districts. As of 2020, 80 percent of the funding was spent with 350 intersections in the design phase; 1,050 intersections awaiting construction; and 750 intersections completed.

If you would like to learn more about how your agency can improve pedestrian lighting and safety with STEP, contact Becky Crowe with FHWA's Office of Safety or Peter Eun with the FHWA Resource Center. 6/21

Innovation of the Month: Safe Transportation for Every Pedestrian

States are using resources from FHWA’s Safe Transportation for Every Pedestrian Program to determine the best locations to implement countermeasures. Each of the “Spectacular Seven” countermeasures, crosswalk visibility enhancements (PDF 361KB), Leading Pedestrian Interval (LPI) (PDF 343KB), Pedestrian Hybrid Beacons (PHBs) (PDF 1.2MB), pedestrian refuge islands (PDF 701KB), raised crosswalks (PDF 684KB), Rectangular Rapid Flashing Beacons (RRFBs) (PDF 1.5MB), and Road Diets (PDF 561KB), are most effective when placed at locations that meet certain criteria. Understanding this context is an important part of countermeasure selection.

PHBs are most often considered for multi-lane roadways with higher speeds. These beacons are effective countermeasures for midblock crossings and intersections that are distanced from signalized intersections. Results have shown PHBs are especially beneficial in areas with high volumes of pedestrian crossings and vehicles speeds, but traffic signal warrants are not met. North Carolina (PDF 250KB) evaluated the effects of a PHB installed at an intersection in a beach town and found vehicle compliance at the crosswalk increased from 27 percent to 74 percent after the PHB was installed.

Another example includes pedestrian refuge islands. Refuge islands supplemented with a marked high-visibility crosswalk can be installed at intersections or midblock crossings; however, other design factors such as large vehicle traffic and narrow lane width should be considered for each location. Agencies considering a countermeasure for midblock crossings on roads with four or more travel lanes and higher speeds should consider a refuge island.

The table below also highlights how each of the spectacular seven countermeasures are beneficial for the five safety issues highlighted in STEP: midblock, multi-lane, dark conditions, high speed, or older pedestrian crossings.

To learn more about the “Spectacular Seven” countermeasures and where they should be used, read the series of tech sheets and case studies produced by the STEP team. If you would like to learn how your agency can improve pedestrian safety with STEP, contact Becky Crowe with FHWA's Office of Safety or Peter Eun with the FHWA Resource Center. 5/21

Free Crowdsourced Data Offers Value in Project Prioritization

The Lake County Division of Transportation (LCDOT) in Illinois has been archiving travel time data every two minutes for 600 directional road segments from a free navigation app provider. Beyond using this data in real-time for traveler information and incident management, LCDOT found this data valuable as a selection criterion in prioritizing their capital investment projects. Using this data, traffic engineers can better balance the congestion score, reflecting both intersection and route levels of service.

Crowdsourced data helps LCDOT deliver the best possible transportation system for residents and local commerce. To learn more about using crowdsourcing for project prioritization, contact James Colyar, Greg Jones, or Ralph Volpe, the FHWA EDC-6 Crowdsourcing co-leads. 5/21

States reach 98% of their goals – EDC-5 Report

From 2019-2020, FHWA promoted 10 innovations that helped States shorted project delivery, enhance safety, reduce congestion, and integrate automation. In this cycle, collectively States achieved 98% of their goals to reach demonstration, assessment or institutionalized implementation. That is the highest implementation attainment since the program began in 2009. In the EDC-5 Final Report (PDF 6.6MB), learn more about the 10 featured innovations, see which innovations your State implemented over the last two years, and read spotlight features from around the country highlighting agencies that successfully used each innovation in their programs. 5/21

High Friction Surface Treatment Pilot in Arizona Sees Positive Results

In 2019, Maricopa County, AZ, completed its first pilot application of high friction surface treatment (HFST) at two locations to reduce rural roadway departures. HFST is a high-quality aggregate that is applied to existing pavement with a polymer resin binder to restore and/or maintain friction at areas with high potential for crashes. This technique is a proven solution for significantly increasing friction for spot applications.

The results of the pilot have been significant. Before installation, the two locations saw 50 crashes occur over a five-year period, 11 of which were severe crashes. After installation, friction values on the wet HFST pavement showed significant improvement. In the first 13 months after the completed application, the two locations have only seen 4 crashes.

If you would like to learn more about HFST and how to bring it to your area, contact Cate Satterfield or Dick Albin with the Focus on Reducing Rural Roadway Departures (FoRRRwD) team. 5/21

Innovation of the Month: Ultra-High Performance Concrete for Bridge Preservation and Repair

Ultra-High Performance Concrete (UHPC) is a high durability, cost-efficient material that is being used to improve life-cycle cost performance in bridge preservation and repair (P&R). Last week, we discussed how the New York State Department of Transportation used UHPC link slabs for bridge P&R, and this week, we’ll look to the Midwest to see how Iowa used a UHPC overlay to extend the service life of a deteriorating bridge deck.

The state and local bridge owners in Iowa are familiar with UHPC. The first bridge in the United States to use UHPC was constructed in Wapello County, IA in 2006, and similarly the first US UHPC overlay was installed in Buchanan County, Iowa, in 2016.

The Iowa Department of Transportation (Iowa DOT) recently explored how to use UHPC to address a bridge linking the city of Prairie City to the State capital, Des Moines, and southeast IA. The bridge deck had exhibited repeated concrete spalls caused by corroding reinforcement and deteriorating concrete, which resulted in numerous deck patches over time. Iowa DOT decided to take a more permanent approach to extend the service life of the deck without having to do a costly and disruptive deck replacement by using a UHPC bridge deck overlay.

UHPC applied as an overlay would not only provide a long lasting and highly durable wearing surface, but it would waterproof the deck, cutting off water intrusion, which causes the reinforcing bars to corrode. UHPC is also suitable for repairing spalls, which potentially could remove a separate deck repair step. Finally, the durability properties of UHPC suggested it would provide a service life that exceeds that of conventional overlay materials.

Because the bridge’s original design accounted for a future wearing surface, the UHPC overlay was applied on top of the existing deck without having to remove any existing deck thickness other than the hydroscarification to ensure a quality bond. The choice of doing minimal concrete removal and placing the UHPC on top of the deck expedited deck preparation.

The construction was carried out in two stages, keeping one lane open to traffic at all times. The project took just over two weeks to prepare the deck, place and cure the UHPC.

Iowa DOT expects the new UHPC overlay to provide many decades of service life with little to no deck maintenance. While the traffic impacts were similar to an overlay operation using conventional materials, the mechanical and durability properties of UHPC indicate that it will outperform conventional materials, potentially providing as much additional service life as a new deck but with far fewer inconveniences to the traveling public.

To learn more about UHPC for bridge preservation and repair, contact Zach Haber or Mark Leonard, EDC-6 UHPC team co-leads. 4/21

Innovation of the Month: Ultra-High Performance Concrete for Bridge Preservation and Repair

This month, we’re discussing ultra-high performance concrete (UHPC) which has already seen widespread use for field-cast connections between prefabricated bridge elements as featured during EDC-4. Using UHPC for bridge preservation and repair is a newer application that helps agencies at every level maintain or improve bridge conditions cost-effectively. Last week, we discussed how the Texas DOT rehabilitated a bridge using the UHPC beam end repair technique and this week, we highlight a State using UHPC link slabs as part of bridge rehabilitation.

Since 2013, the New York State Department of Transportation (NYSDOT) has let or completed many projects that have included over 100 UHPC link slabs as an alternative to conventional expansion joint replacement or repair solutions. One example was the rehabilitation of several bridges over the Mohawk River in Ilion, NY. These bridges, which were over 50 years old, exhibited extensive superstructure corrosion, including steel girder ends, concrete pier deterioration, and bearing damage. The structural damage was caused by expansion joint failure plus deicing chemical use.

The existing expansion joints couldn’t prevent water and the deicing materials from reaching the substructure, so UHPC link slabs, which would eliminate most expansion joints, were a warranted replacement. Another benefit of the UHPC link slabs was improved rideability.

A section of the existing concrete bridge deck around each joint was removed and epoxy coated reinforcement along with a compressible seal was installed. After additional preparation of the link slab location, the UHPC was mixed on site and poured into place under supervision of a certified inspector. Once the other bridge rehabilitation elements were complete, the UHPC link slabs were installed, successfully creating a contiguous structure that will protect the bridges’ substructure from future damage and corrosion.

Implementing UHPC link slabs in an area like upstate New York, where harsh winters place high demands on structures, made the project an excellent representation of how UHPC link slabs could be used in other New York bridges with similar deficiencies.

To learn more about NYSDOT’s experience with UHPC link slabs, contact Zach Haber or Mark Leonard, EDC-6 UHPC team co-leads or visit the team’s EDC website. 4/21

Innovation of the Month: Ultra-High Performance Concrete for Bridge Preservation and Repair

Last week, we introduced ultra-high performance concrete (UHPC) for bridge preservation and rehabilitation (P&R) and described some of the benefits agencies can expect from choosing it for these types of projects. Over the next few weeks, we will provide case studies from State Departments of Transportation that have successfully used UHPC in P&R projects and describe why UHPC was selected and some of the benefits agencies realized.

The Texas Department of Transportation (TxDOT) Houston Division recently rehabilitated the Sidney Sherman Bridge using the UHPC beam end repair technique. The bridge sees high traffic volume and particularly high truck traffic volume, due to its adjacency to the Port of Houston. This bridge serves as a vital component for the Port, consistently ranked the nation’s largest in terms of overall tonnage.

TxDOT had identified severe corrosion in critical zones at the ends of the steel girders. The complex connections trapped water and debris that resulted in continuous and severe corrosion over time. By the time this was identified, the situation had become critical and immediate action was required. Although emergency repairs were installed, they were only temporary measures to prevent further deterioration. A new bridge was being considered, but construction would not occur for at least 15-20 years, thus a long-term, permanent solution was needed to ensure 15-20 additional years of dependable service life from the existing bridge.

Conventional repair methods would have been difficult and costly to implement due to an unacceptable length of traffic closures on the bridge. The UHPC beam end repair technique, which involves removing corroded steel, installing headed shear connectors, and casting UHPC, provided an alternative solution that allowed the bridge to be repaired safely and with a minimum disruption to service. TxDOT selected UHPC for the project due to its high flowability, high strength, high ductility, and low permeability. A recent Connecticut DOT project that had used UHPC to repair corroded girder ends and the supporting project research conducted by the University of Connecticut enhanced confidence in using the material.

After completion, the TxDOT team concluded that UHPC proved to be a highly effective tool to address multiple concerns in the corrosion repairs. TxDOT also believes UHPC shows great potential for further application in the rehabilitation of aging infrastructure across the nation.

To learn more about UHPC for Bridge Preservation and Repair, contact Zach Haber or Mark Leonard, EDC-6 team co-leads or visit FHWA’s EDC website. 4/21

Indiana Uses Artificial Intelligence to Maximize Project Bundling

Transportation agencies are using project bundling to capitalize on economies of scale more often and on more diverse projects than ever before. Some State, local, and tribal agencies have used their past successes to develop business rules for selecting bundles early in the planning and programming process. This creates agency-wide efficiencies by making project bundling a standard way of doing business.

The Indiana DOT (INDOT) is incorporating machine learning, a subset of artificial intelligence, to further expand project bundling benefits. Machine-learning is the use of algorithms that improve automatically through experience. The algorithms build a mathematical model based on sample data to make predictions for decisions.

INDOT’s machine learning platform uses historical and asset management data, along with business rules, to automate and optimize bundle selections over multiple program years. It reduced the time staff took to create project bundles from weeks to hours. The new approach increased bundling savings by 40 percent and is expected to save INDOT $108 million over the next 4 years.

Watch this webinar for more information about INDOT’s bundling program, view the PDF (PDF 286KB) discussing the program in the National STIC Showcase, or contact Romeo Garcia or David Unkefer, project bundling team co-leads. 4/21

Discover Home-Grown Innovations from Around the Country

Are you interested in homegrown innovations being used by your peers in other parts of the country? Check out the National STIC Network Showcase, a component of the EDC-6 Virtual Summit. Over 200 innovations, submitted by State DOTs, Local Agencies, and other STIC members, are grouped into eight topic area categories for easy navigation. This site features a convenient one-time registration that will allow you to continue accessing information throughout 2021.

The showcase prominently features several innovations focused on bridge preservation and repair. Learn about the El Paso County, CO, Adaptable Bridge Safety Platform (PDF 990KB), a unique alternative fall protection solution for bridge deck replacements in areas with unstable soils and limited scaffolding space, but that aren’t high enough to require worker catch systems; Indiana DOT's Bridge Deck Preservation using Epoxy Injections (PDF 335KB), which prevents fluid intrusion and slows down freeze/thaw deterioration; Minnesota DOT's Affordable Bridge Beam End Repair, which used concrete to reinforce beams in need of repair; and Federal Lands Highway's Fiber-Reinforced Polymer Deck Panels (PDFpdf 389KB), which were used to rehabilitate the 532-foot Fishing Bridge in Yellowstone National Park.

Celebrate the ingenuity of your peers and read about these innovations—developed and deployed in-house at transportation agencies nationwide. Additionally, we invite you to watch the one-hour presentations on-demand that feature many of these and other innovations. 4/21

Innovation of the month: Ultra-high performance concrete for bridge preservation and repair

Keeping bridges in a state of good repair is essential to keeping the transportation system operating efficiently. Agencies at all levels can deploy ultra-high performance concrete (UHPC) for bridge preservation and repair to cost-effectively maintain or improve bridge conditions.

UHPC is a fiber-reinforced, cementitious composite material with mechanical and durability properties that far exceed those of conventional concrete materials. This has made it popular for bridge construction, especially for field-cast connections between prefabricated bridge elements (PBE). Bridge infrastructure preservation and repair (P&R) is a new application of UHPC that offers enhanced performance and improved life-cycle cost over traditional methods. UHPC can generally be used anywhere other types of concrete would be used and because of its strength and durability, UHPC can be an optimum solution for some repairs. UHPC can be used in situations that normally use conventional concrete or repair mortars, and in some cases those that use structural steel. Additionally, UHPC repairs are long lasting and resilient, requiring less maintenance and fewer follow-up repairs than conventional methods.

Examples of UHPC P&R applications include bridge deck overlays, girder end repairs, expansion joint repairs, PBE construction joint repairs, and column or pile jacketing. Some applications, such as bridge deck overlays and replacing expansion joints with UHPC link slabs, can extend the service life of bridges well beyond that of traditional repair strategies and are more cost-efficient than bridge replacement.

In 2020, 22 UHPC P&R projects were completed in 11 States. Over the next few weeks, we will look at several case studies that demonstrate successful use of UHPC for bridge preservation and repair. Additionally, in June, at this year’s virtual International Bridge Conference, the UHPC team will present two four-hour workshops- introduction, promising applications, and practical concepts and an expert panel discussion.

To learn more about UHPC for Bridge Preservation and Repair, contact Zach Haber or Mark Leonard, EDC-6 team co-leads or visit FHWA’s EDC website. 4/21

STEP countermeasures deployed far and wide

States are turning to the “Spectacular Seven” countermeasures included in FHWA’s Safe Transportation for Every Pedestrian (STEP)& program to improve pedestrian safety at roadway crossings. Over the past few years, Connecticut has implemented crosswalk visibility enhancements (including updated signs and high-visibility markings) at all 1,200 crosswalks on the State system and an additional 1,000 locations on local roads.

Additionally, North Carolina has installed Rectangular Rapid-Flashing Beacons (RRFBs) and Pedestrian Hybrid Beacons (PHBs) across the State as part of spot- and corridor-improvement efforts. Hawaii has begun to conduct crosswalk visibility enhancements (including advance stop bars, in-road signs, and improved lighting) as part of routine safety improvements. Virginia combined a hot-spot and systemic analysis approach to implement $8M of STEP countermeasure improvement projects through the State’s Pedestrian Safety Action Plan (PSAP).

If you would like to learn how your agency can improve pedestrian safety with STEP, contact Becky Crowe with FHWA's Office of Safety or Peter Eun with the FHWA Resource Center. 4/21

Systemic analysis identifies high-risk locations

Systemic analysis is a crucial technique for reducing serious and fatal crashes, especially on rural roadways. However, it can be challenging to understand at first because while roadway characteristics that increase the risk for rural crashes are predictable, the locations of those crashes are not. They are scattered randomly across the whole roadway network. So where should agencies focus their limited funds to make the biggest difference? Systemic analysis can help.

The Data-Driven Safety Analysis (DDSA) and Focus on Reducing Rural Roadway Departures (FoRRRwD) implementation teams produced this animated video to help explain this life-saving approach. To learn more about DDSA, contact Jerry Roche, FHWA Office of Safety. To learn more about FoRRRwD, contact Cate Satterfield with the FHWA Office of Safety or Dick Albin with the FHWA Resource Center. 3/21

Innovation of the month: Strategic workforce development

The demand for highway construction, maintenance, and operations workers is growing while the industry is experiencing a revolution of emerging technologies that will require new skills. Construction firms nationwide are having trouble finding people to build and maintain the Nation’s highway system. In a 2015 report (PDF 3.74MB), the U.S. Departments of Transportation, Education, and Labor estimated the transportation sector would need to hire approximately 4.6 million workers between 2012 and 2022.

The Strategic Workforce Development initiative provides new resources and innovative strategies for identifying, training, placing, and retaining individuals in the contractors’ workforce. This initiative will help the transportation sector compete with other industries and demonstrate the value of a career in transportation. This initiative features a partnership between FHWA, State departments of transportation (DOTs), local public agencies, contractors’ associations, and State/local workforce boards to develop the contractors’ workforce to continue moving the Nation’s highway infrastructure forward.

This partnership resulted in a highway construction workforce development playbook called "Identify, Train, Place." The playbook condenses the lessons learned from a two-year, multi-State pilot into simple, repeatable "plays" that others can use. The plays reflect solutions to challenges that affected the pilot participants and are customizable to local needs.

In addition to the playbook, FHWA developed a comprehensive outreach campaign called Roads To Your Future. The campaign includes free messaging and marketing materials to help recruit the next generation of highway construction workers. Many of the materials can be customized to advertise available jobs and training to potential applicants.

Increasing the contractors' construction workforce can help communities thrive while solving one of today's most persistent national transportation problems. This initiative connects agencies to a National partnership of highway construction practitioners and resources and offers an opportunity to recruit minorities and women to jobs that can change their lives and the lives of their families, for the better.

To learn more about strategic workforce development, contact Karen Bobo, FHWA Office of Innovative Program Delivery Center for Transportation Workforce Development or Joe Conway, FHWA Office of Innovative Program Delivery Center for Local Aid Support, or visit FHWA’s EDC website. 3/21

ALDOT and Elmore County complete first local road safety plan

The Alabama Department of Transportation (ALDOT) and Elmore County recently completed the State’s first local road safety plan (LRSP). This data driven LRSP filtered 4 years of crash data through a network screening process with specific performance metrics selected for Elmore County. Each roadway, road segment and intersection was given a composite score based on safety performance. This scoring identified a 4.1-mile long major collector route for a High-Risk Rural Road safety project.

This project retained the existing lane widths while adding 2-foot paved shoulders and thermoplastic striping. The county chose this countermeasure based on a previous study (PDF 1.4MB) that found that adding 2’-4’ shoulders reduced crashes by 28 percent and had a Benefit to Cost ratio of 53:1.

Based on the success of the Elmore County plan, FHWA has been assisting 10 other counties in Alabama to develop LRSPs and the state plans to provide assistance to additional counties in the future using a combination of STIC incentive and Highway Safety Improvement Program funding.

To learn more about LRSPs, please contact Cate Satterfield with the FHWA Office of Safety or Dick Albin with the FHWA Resource Center. 3/21

Innovation of the month: Next-generation traffic incident management

Next-Generation Traffic Incident Management (NextGen TIM) focuses on working with State, local, and Tribal partners to improve TIM on all roadways. These entities are poised to take TIM to the next level by using innovative approaches that will continue to improve safety and travel reliability, saving lives, time, and money. In this month’s final article, we will provide an overview of the four technology areas that NextGen TIM will be promoting.

Computer-Aided Dispatch Integration

Public safety agencies like law enforcement use computer-aided dispatch (CAD) systems to catalog and coordinate activities, which creates a rich source of real-time incident data. Timely sharing of this valuable information between public safety and transportation agencies improves coordination of resources to clear roadways, improve safety, and relieve congestion. Typically, sharing of information occurs with operating systems at transportation management centers (TMCs) and ranges from manual incident notifications to fully integrated data exchanges.

Unmanned Aircraft Systems

Unmanned aircraft systems (UAS) are remotely controlled by a pilot and can be flown over a traffic crash scene to capture images using high-definition cameras. The real power of UAS image processing lies in photogrammetry, where, using known measurements placed in the UAS photographs, computer software can produce the measurement between any two points in that photograph. The use of UAS for traffic crash investigations reduces responder time on-scene, accelerates investigations, and provides a cost-effective measuring and mapping alternative. NextGen TIM will also promote emerging applications of UAS for TIM including incident verification, response vehicle routing, queue detection and monitoring, secondary crash detection, and detour route monitoring.

Video Sharing

A picture is worth a thousand words, especially in the TIM world where images from the scene help both responders and TMC operators. Video sharing technologies allow cameras mounted on service patrol vehicles to stream images from incident scenes to TMCs, and support applications that allow responders to view these images in the field. Sharing of video enhances the ability of both responders and TMC operators to evaluate incidents, plan their response, and identify the need for additional resources.

Responder-to-Vehicle Alerts

Connected vehicle (CV) technology enable vehicles, “smart” roadway infrastructure, and smartphones to communicate and share vital transportation information through existing and emerging wireless communication technologies. NextGen TIM will focus on using CV technology to support responder-to-vehicle (R2V) alerts. When responder vehicles are stopped along roadways, approaching drivers can be warned via in-vehicle navigation providers who receive alerts from hardware or software that is integrated with responder vehicle emergency lighting. R2V alert technologies are quickly catching on as a way to improve safety by increasing advance warning of incidents and enhance advance warning, which supports adherence to “Move Over” laws and improves overall safety.

To learn more about NextGen TIM technologies and how they can benefit your agency, contact Paul Jodoin or James Austrich, EDC-6 team co-leads, watch the NextGen TIM innovation spotlight video, or visit the team’s EDC website. 2/21

Innovation of the month: Next-generation traffic incident management

Next-Generation Traffic Incident Management (NextGen TIM) focuses on working with State, local, and Tribal partners to improve TIM on all roadways. These entities are poised to take TIM to the next level by using innovative approaches that will continue to improve safety and travel reliability, saving lives, time, and money. Part three of our four-week series on NextGen TIM focuses on TIM data.

The collection, analysis, and use of TIM data are changing the way that law enforcement, fire, emergency medical services, transportation, and towing agencies perform their respective jobs. The most advanced TIM data programs are leveraging analysis towards organizational objectives like improving responder safety, improving travel time reliability, and helping commerce. As a first step, agencies are encouraged to adopt four key TIM performance measures: roadway clearance time, incident clearance time, the number of secondary crashes, and the number of responders struck.

TIM data to support these performance measures can come from public safety computer-aided dispatch system time stamps, law enforcement traffic crash reports, safety service patrol applications, and transportation management centers. Crowdsourced data, which originates from roadway users, is a relatively new data source that can bolster TIM data, particularly with respect to the detection of incidents and identification of when roadways return to normal after clearance.

Once data collection is established, agencies can understand the impacts of incidents and how responder actions can affect incident duration. For example, comparing roadway and incident clearance times with historical averages enables response agencies to better allocate resources and refine procedures related to crash investigation and towing. Printed reports and web-based dashboard tools are helping agencies share their TIM data and analysis.

Metropolitan Transportation Commission’s Bay Area Traffic Incident Management Dashboard uses incident details recorded from California Highway Patrol’s public facing incident-feed and California Department of Transportation’s Performance Management System (PeMS). The dashboard shows a summary of recent incidents as well as longer-term incident trends over the past 5 years. The dashboard includes incident clearance times and goals based on incident type. Data can easily be visualized through a toggle option on the website or the raw data can be downloaded.

The MTC has used the dashboard to understand incident clearance times and trends during travel restricted periods and regularly reviews it with responders to provide context for discussions at task force meetings. For example, recent meetings have focused on wrong way incidents and truck incidents and the dashboard has provided context on where wrong way incidents are happening, and how long truck incidents typically take to clear.

The MTC plans to use the dashboard in the future to help evaluate recently installed safety improvements, such as mile marker signs to aid with locating incidents in complex freeway interchanges and a suite of safety improvements to reduce crashes in a high collision mountain corridor.

To learn more NextGen TIM training opportunities, contact Paul Jodoin or James Austrich, EDC-6 team co-leads, or visit the team’s EDC website. 2/21

Rumble strips: The sweet sound of safety

Rumble strips are proven to reduce severe roadway departure crashes. However, some communities do not like the sound they make near residential areas. To change this mindset, FHWA created a video to reframe the discussion.

Instead of thinking of the “rumble strip sound” as annoying, the video encourages people to think of it like other sounds that warn of us danger – fire alarms and snake rattles.

People do not complain about those sounds because they are associated with safety. Rumble Strips: The Sweet Sound of Safety frames the sound of rumble strips the same way. Celebrate the sound of rumble strips when you hear it, because someone’s life could have just been saved!

To learn more about rumble strips or how to reduce rural roadway departures in your State, please contact Cate Satterfield with the FHWA Office of Safety or Dick Albin with the FHWA Resource Center.. 2/21

Minnesota County installs high-friction surface treatment

In recognition of the inaugural Rural Road Safety Awareness Week, we are highlighting one of several proven rural safety countermeasures that can be used on local roads: high friction surface treatment (HFST).

HFST is a high-quality aggregate that is applied to existing pavement with a polymer resin binder to restore and/or maintain friction at areas with high potential for crashes. This technique is a proven solution for significantly increasing friction for spot applications.

While developing its local road safety plan (LRSP), St. Louis County, MN, conducted a proactive or systemic analysis to identify locations with a higher risk of roadway departures. Of the 1,414 curves on the County system, 34 were identified that had 4 or more risk factors. These risk factors included curve radius, traffic volume, presence of an intersection or a visual trap as well as crash history. Ten of these curves with good pavement condition were selected for HFST installation.

The HFST was installed recently with the project funded through the Highway Safety Improvement Program (HSIP) and State aid funding. The cost to install the HFST was $32 per square yard, including milling, pavement markings, mobilization and traffic control. The County was able to install one curve per day, or two per day if the curves were in close proximity.

If you would like to learn more about HFST and ways to bring it to your area, contact Cate Satterfield or Dick Albin with the Focus on Reducing Rural Roadway Departures team. 10/20

Zero emission electric vehicle registrations in Washington

increased 192% between 2017 and 2021.

45 projects to improve freight rail structures and freight movement

were underway as of December 31, 2021.

Washington state leveraged $100,000 to secure $27 million

in funding for airport investments in Fiscal Year 2022.