Dot 42918 DS1

Road Safety Audit Toolkit
for Federal Land D 02/25/06 MON 0705 DSS

CRASH REPORT ID#####
Management Agencies and

Tribal Governments
01/15/06 SUN 0330 DSS
A
CRASH REPORT ID#####
FHWA Road Safety Audit Guidelines
FHW
July
Publication No. FHWA-SA-06-06

FHWA Road Safety Audits Guidelines 1
Tribal School Zones

Safety Video Toolkit
FHWA-FLH-07-002
March 2007
Notice
This document is disseminated under the sponsorship of the U.S. Department of Transportation in
the interest of information exchange. The U.S. Government assumes no liability for the use of the
information contained in this document.
The U.S. Government does not endorse products or manufacturers. Trademarks or manufacturers’
names appear in this report only because they are considered essential to the objective of the document.
Quality Assurance Statement
The Federal Highway Administration (FHWA) provides high-quality information to serve Government,
industry, and the public in a manner that promotes public understanding. Standards and policies are
used to ensure and maximize the quality, objectivity, utility, and integrity of its information. FHWA
periodically reviews quality issues and adjusts its programs and processes to ensure continuous quality
improvement.
Technical Documentation Page
1. Report No. 2. Government 3. Recipient’s Catalog No.

FHWA-FLH-10-0011 Accession No.
4. Title and Subtitle. 5. Report Date.

Road Safety Audit Toolkit for Federal Land Management Agencies and Tribal Governments September 2010
6. Performing Organization Code.
7. Author(s). 8. Performing Organization Report

Dan Nabors, Kevin Moriarty, and Frank Gross No.
9. Performing Organization Name and Address. 10. Work Unit No.
Vanasse Hangen Brustlin, Inc (VHB) 11. Contract or Grant No.
8300 Boone Blvd., Ste. 700 DTF61-05-D-00024
Vienna, VA 22182-2626
12. Sponsoring Agency Name and Address. 13. Type of Report and Period
U.S. Department of Transportation Covered.
Federal Highway Administration (FHWA) Final Report
Office of Safety September 2009 – December
1200 New Jersey Avenue, SE 2010
Washington, DC 20590 14. Sponsoring Agency Code.
15. Supplementary Notes.

This report was produced under the FHWA contract DTF61-05-D-00024. The Contracting Officer’s Technical Manager (COTM)
was Chimai Ngo, FHWA Office of Federal Lands Highway. The project team gratefully acknowledges the input provided by the
following individuals over the course of this project: Jeff Bagdade, Mike Blankenship, Victoria Brinkly, Rebecca Crowe, Edward
Demming, Peter Field, Thomas Fronk, Christoph Jaeschke, Salisa Norstog, Norah Ocel, Jennifer Proctor, Gerald Fayuant, Steve
Suder, Dennis Trusty, and Scott Whittemore.
16. Abstract.
Road Safety Audits/Assessments (RSAs) have proven to be an effective tool for improving safety on and along roadways. As such,
the use of RSAs continues to grow throughout the United States. The success has led to the Federal Highway Administration
(FHWA) including the RSA as one of its nine “proven safety countermeasures”. Federal Land Management Agencies (FLMAs)
and Tribes are beginning to witness the benefits of conducting RSAs. However, FLMAs and Tribes often face unique conditions,
staffing, and funding constraints that do not allow resources to be devoted to improving roadway safety. The “Road Safety Audit
Toolkit for Federal Land Management Agencies and Tribal Governments” is intended to be used by FLMAs and Tribes to overcome
these obstacles. Information, ideas, and resources are provided in key topic areas including how to conduct an RSA, common
safety issues and potential improvements, establishing an RSA program, and incorporating RSAs into the planning process. The
Toolkit serves as a starting point, providing information to FLMAs and Tribes about partnerships needed to build support, available
funding sources for the program and improvements, tools to conduct RSAs, and resources to identify safety issues and select
countermeasures. Worksheets and other sample materials have been provided to aid in the RSA process including requesting
assistance, scheduling, analyzing data, conducting field reviews, and documenting issues and suggestions. Examples of programs
and experiences of other agencies have also been included throughout to provide examples of successes and struggles in
implementing RSAs and improving safety for all road users.
17. Key Words. 18. Distribution Statement.
Safety, Road Safety Audit, Toolkit, Federal Land Management No restrictions. This document is available to the public
Agencies (FLMAs), Tribes through the National Technical Information Service,
Springfield, Virginia 22161.
19. Security Classif. (of this report) 20. Security Classif. (of 21. No. of 22. Price.
Unclassified this page). Pages.
Unclassified 66
Form DOT F 1700.7 (8-72) Reproduction of completed pages authorized
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Introduction
Road Safety Audits/Assessments (RSAs) are a valuable tool used to evaluate road safety
issues and to identify opportunities for improvement. The Federal Highway Administration
(FHWA) defines an RSA as a “formal safety performance evaluation of an existing or future
road or intersection by an independent, multidisciplinary team.” RSAs can be used on any
type of facility during any stage of the project development process.
Some element of safety is considered on every project.

However, sometimes conditions on or adjacent to
Federal and Tribal lands merit a more detailed safety
review. For example, traffic volumes on a roadway
may be higher than intended or
may carry a higher percentage of
trucks and other heavy vehicles Partner Agencies
due to unanticipated growth. FHWA

RSAs examine roadway and These conditions can divide a Tribal Tribal Governments
roadside features that may pose
community or interject a set of Bureau of Indian Affairs
potential safety issues.
complexities to an unfamiliar
U.S. Forest Service
visitor. RSAs examine these conditions in detail by pulling together a
National Park Service
multidisciplinary team that looks at the issues from different perspectives
– perspectives which are often not a part of a traditional safety review. RSAs U.S. Fish and Wildlife
Service
also consider safety from a human factors point of view which aims to
Bureau of Land
answer the following questions: How and why are people reacting to the Management
roadway conditions? What do people sense and how do they react to those
Department of Defense
senses? What are the associated risks with those elements? The
Tennessee Valley
multidisciplinary team approach helps to answer these questions. Authority
Interactions between all road users (e.g., pedestrians and motor vehicles,
Bureau of Land
commuter traffic and recreational vehicle traffic, bicycles and motor Reclamation
vehicles, etc.) are investigated to determine potential risk and to identify Tribal Technical
programs and measures to help reduce those risks and create safer Assistance Program
environments for all road users.
RSAs have proven to be an effective tool for improving safety on and along
roadways. As such, the use of RSAs continues to grow throughout the U.S. A decade ago,
few states had experience conducting RSAs; now each state has had some experience with
the RSA process. The success has led to FHWA including the RSA process as one of its nine
Page iv RSA Toolkit
“proven safety countermeasures.” Federal Land

Management Agencies (FLMAs) and Tribes are
beginning to witness the benefits of conducting
RSAs. FHWA Federal Lands Highway (FLH)
division offices have helped plan or conduct
RSAs on facilities owned by the National Park
Service (NPS), Bureau of Land Management
(BLM), U.S. Forest Service (FS), U.S. Fish and
Wildlife Service (FWS), and several Tribes. The RSAs on Federal or Tribal facilities
may encounter unique geometric and
U.S. Fish and Wildlife Service has included
roadside conditions with significant
RSA findings in planning and programming historical, cultural, and environmental
documents. Western Federal Lands Highway constraints.
Division (WFLHD) has used RSAs in their

project selection process. Tribes such as the Tohono O’odham Nation have worked with
State and local agencies to conduct RSAs and implement RSA findings. However, while
RSAs have secured a foothold with FLMAs and Tribes, more opportunities exist to promote
RSAs as a tool to address safety on and adjacent to Federal and Tribal lands. Some examples
include introducing FLMAs and Tribes to the RSA process, initiating full-fledged programs
within agencies, and incorporating RSAs into the planning process, thus promoting a more
comprehensive approach to addressing safety.
Conducting an RSA does not require a large investment of time or money. RSAs require only
a small percentage of the time and money needed for a typical roadway project. Furthermore,
by gaining a better understanding of the safety implications of roadway and roadside features,
RSAs can be used to prioritize locations with safety issues which help identify the best use
for funding. Other benefits include encouraging
multidisciplinary collaboration beyond the RSA,
which promotes a better understanding of road RSAs will help save lives and
reduce injuries. The success
user needs and safety.
of RSAs has led to FHWA
Perhaps the best way to describe the effectiveness adopting the process as one
of RSAs is through a benefit/cost (B/C) ratio. A of its nine “proven safety
countermeasures.” The success
benefit/cost ratio is a measure to compare the
has been realized by many
benefits derived from the reduction of crashes to FLMAs and Tribes, which are
the cost of conducting an RSA and implementing planning and/or conducting a
crash reduction strategies. Benefit/cost ratios may number of RSAs with various
be used as the ultimate measure of the project’s partners.
success. The following case studies show the
potential benefits of conducting RSAs.
Introduction Page v
RSA Success Stories

Roadway Intersection
An RSA was conducted along a An RSA was conducted at a signalized

3.84-mile section of a two-lane road and an unsignalized intersection in
in Cumberland County, Tennessee. Collier County, Florida. The potential
Safety issues observed by the RSA safety issues included limited sight
team along the corridor included distance, faded and insufficient
severe roadway curvature and limited signing and markings, and lack of safe
sight distance. The team suggested pedestrian facilities. Team suggestions
the following measures: install curve included trimming vegetation, installing
warning and chevron signs, paint advance warning signs, constructing
thicker (8”) edgelines, and remove left-turn lanes, and providing pedestrian
trees along the roadway. signal and sidewalk improvements.
RSA Cost = $12,000 RSA Cost = $15,000
Crash Reduction = 3.5% Crash Reduction = 9.5%
Implementation Cost = $23,000 Implementation Cost = $250,000
B/C Ratio = 20:1 (entire segment) B/C Ratio = 8:1 (both
intersections)
Page vi RSA Toolkit
This Toolkit is intended to be used by Federal land agencies and Tribal governments as
guidance and to provide information, ideas, and resources in key topic areas to lead the effort
to improve safety through the use of the RSA:
• How do I conduct an RSA?
• What are common safety issues and potential countermeasures?
• How do I establish an RSA program?
• How do I incorporate RSAs in the planning process?
• What’s next?
The Toolkit serves as a starting point, providing information to FLMAs and Tribes about
identifying an RSA champion, partnerships needed to build support, available funding
sources (for both the program and improvements), tools to conduct RSAs, and resources to
identify safety issues and select countermeasures. Worksheets and other sample materials
have been provided to aid in the RSA process, including requesting assistance, scheduling,
analyzing data, conducting field reviews, and documenting issues and suggestions. Examples
of programs and experiences of other agencies have also been included throughout to provide
examples of successes and struggles in implementing RSAs and improving safety for all road
users.
List of Terms
“4 E’s” Engineering, Education, Enforcement, and Emergency Medical Services

ADOT Arizona Department of Transportation
B/C Benefit/Cost
BIA Bureau of Indian Affairs
BLM Bureau of Land Management
CCP Comprehensive Conservation Plan
CFLHD Central Federal Lands Highway Division
COG Council of Governments
DOI United States Department of the Interior
DOT Department of Transportation
EFLHD Eastern Federal Lands Highway Division
EMS Emergency Medical Services
FHWA Federal Highway Administration
FLH Federal Lands Highway
FLMA Federal Land Management Agency
FS United States Forest Service
FTA Federal Transit Administration
FWS United States Fish and Wildlife Service
GMP General Management Plan
HSIP Highway Safety Improvement Program
IHS Indian Health Service
IRR Indian Reservation Roads Program
ITCA Inter Tribal Council of Arizona
LTAP Local Technical Assistance Program
MPO Metropolitan Planning Organization
NCHRP National Cooperative Highway Research Program
NEPA National Environmental Protection Agency
NPS National Park Service
NRDOT Navajo Region Division of Transportation
PLHD Public Land Highway Discretionary Program
RFP Request for Proposal
RPC Regional Planning Commission
RSA Road Safety Audit/Assessment
SRTS Safe Routes to School Program
STIP Statewide Transportation Improvement Program
STP Surface Transportation Program
TE Transportation Enhancement
THSIP Tribal Highway Safety Improvement Project
TIP Transportation Improvement Program
TTAP Tribal Technical Assistance Program
TTIP Tribal Transportation Improvement Program
UDOT Utah Department of Transportation
WFLHD Western Federal Lands Highway Division
WisDOT Wisconsin Department of Transportation
vii
viii
Table of Contents
Chapter 1: How Do I Conduct an RSA?.....................................................................................1
What is an RSA?.............................................................................................................................. 1
What Should be Considered for an RSA?.............................................................................. 2
How is an RSA Conducted?......................................................................................................... 2
What are the Time Requirements and Costs Associated with an RSA?....................... 7
Who Should I Partner With to Set-Up an RSA?.................................................................... 8
Chapter 2: What are Common Safety Issues and Potential Countermeasures?.........9
What Types of Safety Issues Might I Encounter?............................................................... 9

What are Common Countermeasures?................................................................................. 9
How Can I Incorporate Education, Enforcement, and EMS Countermeasures?... 14
How Do I Prioritize Issues?...................................................................................................... 15
Chapter 3: How Do I Establish an RSA Program?................................................................16
How are RSA Programs Structured?................................................................................... 16

How Do I Prioritize Potential RSA Locations?.................................................................. 16
Who Should I Partner With to Establish an RSA Program?......................................... 17
What Funding Mechanisms are in Place?........................................................................... 18
What Challenges Will I Face?................................................................................................. 20
How Do I Overcome These Challenges?............................................................................... 20
How Do I Establish Goals and Performance Measures for an RSA Program?....... 21
Chapter 4: How Do I Incorporate RSAs in the Planning Process?..................................22
Who Should I Partner With to Integrate an RSA Program in the Planning

Process?......................................................................................................................................... 22
How Do I Incorporate RSA Findings in the Planning Process?.................................... 24
What Challenges Will I Face and How Do I Overcome These Challenges?.............. 27
Chapter 5: What’s Next?............................................................................................................30
HOW Do I Start?........................................................................................................................... 30
Where Can I Find Support?....................................................................................................... 31.
RESOURCE MATERIALS...................................................................................................................33
ix
x
Chapter 1: How Do I Conduct an RSA?
This chapter provides critical information needed to conduct an RSA. Special considerations
for FLMAs and Tribal transportation agencies in each step of the 8-step RSA process are
described to help improve safety on and adjacent to Federal and Tribal lands.
What is an RSA?
A Road Safety Audit/Assessment (RSA) is a formal safety performance examination of
a future roadway project or an in-service facility that is conducted by an independent,
experienced, multidisciplinary RSA team.
The primary focus of an RSA is safety while working within the context of the facility’s
existing mobility, access, surrounding land use, and/or aesthetics. RSAs enhance safety by
considering potential safety issues presented to all road users under all conditions (e.g., day/
night and dry/wet conditions). By focusing on safety, RSAs ensure that potentially hazardous
roadway and roadside elements do not “fall through the cracks.”
RSAs are commonly confused with other review processes, particularly traditional safety
reviews. Traditional safety reviews are missing one or more of the key elements of an RSA.
Table 1 compares the key elements of an RSA with the elements that are typically part of a
traditional safety review or other safety study.
Table 1: What are RSAs?
RSAs are: RSAs are not:
 Focused on road safety. 22 A means to evaluate the design of a

 A formal examination. facility.
 Proactive in nature. 22 A check of compliance with standards.
 Conducted by a multidisciplinary 22 A means of ranking or justifying one
team. project over another.
 Conducted by a team that is 22 A means of rating one design option
independent of the operations, over another.
design, or ownership of the facility. 22 A redesign of a project.
 Conducted by a qualified team. 22 A crash investigation (although the
 Broad enough to consider the safety crash history of an existing facility is
of all road users of the facility. reviewed by an RSA team).
 Qualitative in nature. 22 A safety review.
Page 2 RSA Toolkit
What Should be Considered for an RSA?

The RSA process may be employed on any type of facility and during any stage of the project
development process, including existing facilities that are open to traffic. RSAs conducted
during the pre-construction phase can be particularly effective because there is an opportunity
to address a number of safety issues. RSAs conducted in later stages have less ability to
address these issues.
In addition to vehicular traffic safety issues, RSAs can also be oriented to specific user groups
such as pedestrians and bicyclists. The RSA would still consider all potential users but may
have a particular consideration for the needs of a specific group.
Common factors leading to requests for RSAs during the existing road stage include high
crash frequencies, high profile crash types or political influence, and significant changes in
traffic characteristics (current or expected). A potential factor leading to the request for an
RSA in the planning or construction phase includes novel designs for the area, such as the
introduction of a roundabout. Another factor may be a major change in the surrounding land
use that accompanies the project.
The selected project should be scoped in size so that the RSA can be accomplished in a
reasonable amount of time, usually two to three days or one week at most. For a corridor, this
is generally a corridor of one to two miles in length or a longer corridor that is concentrated
on issues at four or five spots within the corridor. For intersection projects, the scope should
be limited to a series of four or five intersections.
How is an RSA Conducted?

The FHWA Road Safety Audit Guidelines document (Publication FHWA-SA-06-06) describes
the 8-step process for conducting RSAs. These steps are shown in Figure 1 illustrating the
primary responsibilities of the project owner/design team and the RSA team. This section
describes how these steps apply to an RSA conducted on or near Federal or Tribal lands.
Figure 1: RSA Process

Chapter 1: How Do I Conduct an RSA? Page 3
Identify Project or Existing Road for RSA

Typically, the facility or project owner identifies the location(s) to be reviewed during the
RSA. Jurisdictional authority of facilities involving Federal or Tribal lands can be unique. It
is common that RSAs conducted at the request of FLMAs or Tribal transportation agencies
are on facilities with different ownership, such as a State or local agency. In this case, a facility
or project identified by a FLMA or tribe would need to contact the owning agency to request
an RSA. For instance, a request may be initiated because of safety concerns about a road
running adjacent to or through a Federal or Tribal land.
If, however, the FLMA or Tribal government is the owner, the approach can be decided
internally within the agency. Depending on factors such as available staffing and funding,
one of the following approaches may be taken:
• Issue a Request for Proposal (RFP) to obtain an experienced RSA team leader;
• Obtain technical assistance from FHWA, State or local Department of Transportation
(DOT); or,
• Attend training to conduct your own RSAs.
Once the facility or project is identified, the RSA scope, schedule, team requirements, tasks to
be completed, report format and content, and response procedures should be defined.
The appropriate season for the RSA review should also be established. For example, special
events, or seasonal conditions are important to consider for the timing of the RSA.
Select Independent and Multidisciplinary RSA Team

Selecting a knowledgeable RSA team is vital to the success
of an RSA. The facility or project owner is responsible See the Resource
for selecting the RSA team or the RSA team leader. Materials section for items
Regardless of ownership the assistance of other local to assist with identifying
an approach to conduct an
agencies may be sought due to their familiarity with the
RSA:
area. It is important that the RSA team is independent
• Example RFP
of the operations of the road or the design of the project
• Example application
being assessed to assure two things: that there is no bias
in the assessment and the project is reviewed with “fresh
eyes.”
Page 4 RSA Toolkit
The RSA team should include (but are not

limited to) individuals with the following Case Study
expertise:
• Road Safety An RSA for the Navajo Nation in
San Juan County, Utah included
• Traffic Operations
team members from the Navajo
• Road Design DOT, Navajo police, Utah DOT
• Transportation Planning (UDOT), Bureau of Indian Affairs
• Enforcement/Emergency Medical (BIA), Indian Health Services
Service (EMS) (IHS), FHWA, and the County. All
• Public Health members provided useful insights
during the RSA process and several
• Human Factors
team members commented on the
• Maintenance benefit of listening to and learning
• Tribal Culture/Natural Preservation from their teammates who provided
• Community Organizations a different perspective on the safety
issues and potential improvements.
• User Groups (pedestrians, bikers, ATV
users)
In particular, the public health
representative contributed
Depending on different needs, the RSA team valuable information regarding
could include other specialists to ensure that road-user demographics as well
all aspects of safety performance of the given as opportunities for educational
improvements, such as road safety
facility can be adequately assessed.
campaigns.
The size of the RSA team may vary. The best
practice is to have the smallest team that brings
all the necessary knowledge and experience to
the process for the specific location(s) being
reviewed. As a general rule, the RSA team
should be able to travel in one vehicle (except
for police and EMS) so the team can review \
and discuss conditions in the field collectively.

Conduct Start-up Meeting to Exchange Information

The purpose of the start-up meeting is to ensure the project owner/design team and all
RSA team members understand the purpose, schedule, and roles and responsibilities of all
participants in the RSA. This meeting helps establish lines of communication between the
RSA team leader and the project owner/design team. At the end of the meeting, all parties
should have a clear understanding of the scope of the RSA to be undertaken and each of their
roles and responsibilities. Specific topics of discussion
may include:
See the Resource Materials
• Review the scope and objectives of the RSA. section for items to assist
• Review all relevant data, information, drawings, with the start-up meeting:
aerials, photos, etc.
• Example agenda
• Discuss design constraints, standards used,
findings of previous RSAs/safety studies, local • Typical data requested
traffic laws, statutes, and customary usage
• Example collision
affecting road users.
diagram & worksheet
• Communicate any other matters of importance
to the RSA team.
If possible, the owner and/or design team should provide data describing the existing and
planned conditions (if applicable) as well as the existing safety performance (e.g., crash
records/data, traffic volumes, etc.). Ideally data will be provided prior to the start-up meeting
for review/analysis by the RSA team. This will enable the team to ask detailed questions at
the start-up meeting. Naturally the desired data may not be readily available; however, any
information that can be provided to the RSA team is beneficial to the understanding of the
location(s) to be reviewed and the potential safety issues.
Perform Field Reviews under

See the Resource Materials
Various Conditions section for items to assist
The RSA team should review the entire site (as well as with the field review:
plans if conducting an RSA of a design), documenting
• Example field notes
potential safety issues and project constraints (e.g. sheet
available right-of-way, impact on adjacent land). Issues
• List of materials needed
identified in the review of project data (e.g., safety for field review
Page 6 RSA Toolkit
concerns related to crash clusters) should be verified in the field. Key elements to observe
include:
• Site characteristics (road geometry, sight distances, clear zones, drainage, surface
condition, signing, lighting, and barriers).
• Traffic characteristics (traffic volume, movements, typical speeds, and traffic mix).
• Surrounding land uses (including traffic, pedestrian, and bicycle generators).
• Human factors issues (such as road user “expectancy,” reactions, and other behaviors).
The FHWA Road Safety Audit Guidelines and Pedestrian Road Safety Audit Guidelines and Prompt
Lists provide prompts to help the RSA team identify potential safety issues and ensure that
roadway elements are not overlooked.
A thorough site visit will include field reviews under various conditions. At a minimum, the
RSA team should review the site during the following conditions:
• Day and night to experience conditions from the perspective of all roadway users
during different lighting scenarios.
• Peak and non-peak to experience the influence of traffic conditions on safety, mobility,
and access.
Conduct RSA Analysis and Prepare Report Findings

The RSA team conducts an analysis to identify safety issues based on data from the field visit
and preliminary documents. The safety issues may be prioritized by the RSA team based on
the perceived risk. For each identified safety issue, the RSA team generates a list of possible
measures to mitigate the crash potential and/or severity of a potential crash. Chapter 2
provides more detailed information on this step of the process.
The RSA team then prepares a summary of the safety

issues and related suggestions for improvement. See the Resource Materials
Prior to preparing a report, the team may meet with section for additional
guidance on report content
the owner and/or design team to discuss preliminary and format:
findings (Step 6).
• Example report outline
The RSA report should include a brief description of
• Example presentation of
the project, a listing of the RSA team members and their issues & suggestions
qualifications, a listing of the data and information used
in conducting the RSA, and a summary of findings and
proposed safety measures. It should include pictures and diagrams that may be useful to
further illustrate issues and countermeasures.
Present RSA Findings to Owner/Design Team

The results of the RSA are presented to the owner/design team. The purpose of this meeting
is to establish a basis for writing the RSA report and to ensure that the report will adequately
address issues that are within the scope of the RSA process. This is another opportunity
for discussion and clarification. The project owner/design team may ask questions to seek
clarification on the RSA findings or suggest additional/alternative mitigation measures.
Prepare Formal Response

Once the owner and/or design team have reviewed the RSA report, they should prepare a
written response to its findings. The response should outline what actions the owner and/
or design team will take with respect to each safety concern listed in the RSA report. A
letter, signed by the project owner, is a valid method of responding to the RSA report. The
RSA findings may be presented in a public meeting or the report could be made available
to the public to help garner support for the findings and the overall RSA process. This can
be particularly beneficial on projects with a high degree of public involvement, such as
pedestrian facilities.
Incorporate Findings into the Project when Appropriate

After the response to the RSA report is prepared, the project owner and/or design team should
work to implement the agreed-upon safety measures or create an implementation plan. RSA
findings can be incorporated into an agency’s planning process, as discussed in Chapter 4.
An important consideration is to evaluate the RSA program and share lessons learned. An
RSA “after action review” can be scheduled for the RSA team to evaluate the effectiveness of
the suggested measures implemented and to evaluate if other measures are needed.
What are the Time Requirements and Costs Associated

with an RSA?
The time and cost to complete an RSA vary based upon conditions such as project extents,
level of detail, logistics, and team size. Figure 2 presents a generalized timeline of the RSA
process. Please note that the writing of the report does not necessarily have to occur in Step
5; it can be completed following the presentation of preliminary findings in Step 6.
Page 8 RSA Toolkit
Step 1 2 3 4 5* 6 7 8
Conduct Present
Conduct Prepare
Perform Field Analysis & Findings Incorporate
Start-Up Formal
Reviews Prepare to Project Findings
Meeting Response
Description Identify Select RSA Report Owner
Project Team
Conduct RSA Workshop: Write RSA Report Develop Plan
Implement
to Address
Suggestions
RSA Findings
Depends Depends RSA Workshop: Typically 1/2 - 3 days Several days short-term: up
upon project upon team RSA Report: Typically 1/2 day - 3 weeks - 1 month to 1 year
Duration selection composition & intermediate:
process; est. availability; 1-5 years
1 day - 1 est. 1 day - 1 long-term: 5+
year+ month years
*Report may occur following Step 6
Figure 2: RSA Time Requirements by Step
In total, the entire RSA process (Steps 1 through 8) could range from a month to a couple
years. The cost to conduct an RSA depends largely upon the approach (discussed in Step 1)
and the level of effort required by the RSA team.
Who Should I Partner With to Set-Up an RSA?

Several Federal, Tribal, State, and local agencies have used RSAs as a tool for improving
safety. Initially, it is important to identify a local champion, either internally or externally, to
support the RSA and its outcome (see Chapter 3 for more details). If the RSA is on or adjacent
to Federal or Tribal lands, the local champion should be able to communicate effectively with
all parties involved. It is particularly important to communicate the need for and desired
outcome of an RSA. The next challenge is to assemble an independent RSA team. Since
independence is a requirement of an RSA, the agencies may contact the State and/or local DOT,
Local and/or Tribal Technical Assistance Program
(LTAP/TTAP) center, FHWA Division Office,
FHWA’s RSA Peer-to-Peer Program, FHWA’s
Federal Lands Division Office, or FHWA’s
Offices of Safety and Federal Lands Highway for
assistance in finding team members. Federal and
Tribal transportation agencies may also find it
helpful to contact staff from other nearby Federal
RSAs conducted on or near Federal
agencies or Tribes with whom they may establish or Tribal lands may necessitate
a reciprocal relationship. involvement from multiple agencies.
Chapter 2: What are Common Safety Issues
and Potential Countermeasures?
This chapter describes potential safety issues identified on Federal and Tribal lands as well as
a list of potential low-cost countermeasures for addressing these issues. A basic prioritization
methodology is also discussed.
What Types of Safety Issues Might I Encounter?

Most issues on or adjacent to Federal and Tribal lands have both an engineering and
behavioral element. For example, traffic types and volumes may be inconsistent with the
intended roadway design due to changes in the functionality of the roadway and land use
in surrounding areas. This may result in a roadway serving mostly commuter traffic, an
increase in heavy vehicular traffic, or seasonal traffic peaks and variations. As such, shoulder
widths and roadsides may not adequately address the increased risk to drivers. From a
behavioral standpoint, lack of awareness of the intended purpose of the roadway may result
in motorists not applying the appropriate driving techniques for the conditions. Furthermore,
driver expectancy of other road users such as pedestrians and bicyclists may not reflect the
intended usage.
The RSA team should determine the safety issues while considering the infrastructure and the
behavior elements. Table 2 illustrates common safety issues and behavioral aspects relating
to these issues on or near Federal and Tribal lands listed by roadway element. The RSA team
is charged with determining specific roadway and behavioral issues for the specific project
they are assessing. The documents in the Resource Materials section provide further detail
with regard to the issues presented here and to other potential safety hazards that an RSA
team should be aware of when conducting a field review.
What are Common Countermeasures?

Table 2 also presents common countermeasures that may be used to address road safety issues
on or near Federal and Tribal lands. This list is not comprehensive; it is intended to provide
general guidance to typical countermeasures. Note that the countermeasures identified in this
list are primarily low-cost engineering measures, although a few relatively high-cost options
are included because they are considered to be “proven” countermeasures. A few specific
education and enforcement measures are identified as well, but a more general discussion
of how to incorporate education, enforcement, and EMS countermeasures is provided in the
following section. The documents in the Resource Materials section provide a much wider
and detailed range of potential countermeasures and their effectiveness and should be used
as guidance when considering safety measures during the RSA process.

Table 2: Common Safety Issues and Countermeasures
Example
Topic Area General Issues Example Countermeasures
Observations
Limited Narrow or no paved Improve/stabilize unpaved shoulders

pavement width shoulders
Install safety edge
Cross-section
Pavement edge Vertical pavement edge Install new paved shoulders or widen existing paved shoulders
drops drops greater than two Install centerline or edgeline rumble strips or rumble stripes
inches
Sharp curves Limited sight distance Install advance curve warning (with/without advisory speed)
Install centerline and edgeline pavement markings
Inadequate
superelevation Improve delineation (e.g., chevrons, post-mounted delineators)
Horizontal Upgrade existing signs (size, retroreflectivity, location)
curves Various levels of Inconsistent and old
delineation signing Improve skid resistance with high-friction treatment (e.g., NovaChip,
microsurfacing, etc.)
Faded pavement
markings; no edgelines
Page 10
Common Trees, rocks, utility The order of preference for treating roadside hazards (from most
roadside hazards poles, guide wires preferred to least preferred) 1 is to:
located in close
1. Remove the obstacle.
proximity to the Steep embankments
roadway 2. Redesign the obstacle so it can be safely traversed.

Roadside Drainage features (inlets, 3. Relocate the obstacle to a point where it is less likely to be struck.
hazards headwalls, culverts)
4. Reduce impact severity by using an appropriate breakaway device.
Large bodies of water 5. Shield the obstacle with a longitudinal traffic barrier designed for
Walls and barriers redirection or use a crash cushion.
6. Delineate the obstacle if the above alternatives are not appropriate.
RSA Toolkit
1 American Association of State Highway and Transportation Officials (AASHTO). Roadside Design Guide. 2002 3rd Edition with 2006 Chapter 6 Update.

Example
Observations
Lack of driver Sight distance to the Enhance driver expectation of intersections (e.g., advance pavement
expectancy intersection markings and/or signs, lateral rumble strips)
Inconsistent and old Provide adequate sight distance to intersection
signing Enhance conspicuity of signs and pavement markings (size,
retroreflectivity, location, number)
Intersections Obstructions in Sight distance at the
the sight triangle intersection Improve line of sight at the intersection/provide clear sight triangles
Reduce conflict points by installing turn lanes and consolidating
Driver behavior Poor gap acceptance driveways (access management)
at stop-controlled
intersections Provide lighting
Consider roundabouts
Roadway and Inadequate or lack of Install/improve lighting along roadway or at intersections

intersection lighting
Lighting lighting
Limited visibility of
pedestrian/bicycle traffic;
also, animals/wildlife
Lack of No sidewalks or shared Provide designated pedestrian and bicycle facilities

designated use paths and limited
Install or widen paved shoulder to a minimum of four feet for use by
facilities for shoulders
pedestrians and bicyclists
pedestrians and
bicyclists Lack of designated Construct a shared use path
crossings
Enhance driver awareness of pedestrians, bicyclists, and crossings
Pedestrians
and bicyclists Driver behavior Lack of driver awareness (e.g., warning signs, pavement markings, standard and/or hybrid
of pedestrians and signals)
bicyclists Provide median refuge areas
Chapter 2: What are Common Safety Issues and Potential Countermeasures?
Pedestrian and Lack of familiarity with Provide educational information to road users with regard to safe use
bicyclist behavior road network and safety
Enforce pedestrian and bicycle laws
issues (tourists)
Page 11

Example
Observations
Open range Roadside grazing Enhance driver awareness of animals and animal crossings (e.g.,
livestock signs)
Install animal/wildlife fencing to reduce the number of potential conflict
Wildlife Annual migration routes
points
Animals
Construct wildlife crossings (i.e., overpasses and underpasses) along
primary migratory/feeding routes
Enact and enforce laws to prohibit grazing within the right-of-way
Educate owners about animal control laws and liability
High vehicle Limited enforcement due Coordinate with local enforcement to conduct targeted speed
speeds to large jurisdictions enforcement
Speed
management Consider alternative measures (e.g., speed trailers)
Install gateway treatments at the entrances to towns
All Terrain ATVs or snowmobiles on Provide educational information to road users with regard to safe
Page 12
Vehicles (ATVs)/ and along the roadway operating/use

Snowmobiles
ATVs or snowmobiles Install warning signs and markings to indicate ATV/snowmobile
crossing the roadway crossings
Trucks and Trucks and buses Inform ATV/snowmobile riders of appropriate/designated trails
Vehicle mix buses interacting with other

road users, especially Coordinate with local enforcement

non-motorized Support educational campaigns by enforcing ATV/snowmobile
operations
Provide sidewalks or shared-use paths to separate non-motorized road
users
RSA Toolkit

Example
Observations
Location Limited sight distance/ Enhance driver awareness of facilities/communities (e.g., advance
awareness of facilities warning signs and/or guide signs, gateway treatments)
Access along high- Clear sight triangles at entrances/exits
speed roads Separate turning vehicles by installing left- and/or right-turn lanes
Inadequate Install shared use path or provide an adequate shoulder to separate
Access to pedestrian / bicycle pedestrians and bicyclists from motor vehicle traffic
facilities and accommodations
communities Conduct a parking study
Parking Limited capacity Identify current occupancy and determine needed capacity
(spillover)
Identify opportunities to provide better connectivity between parking
facilities and pedestrian/bicycle generators
Lack of connectivity to
destinations
Chapter 2: What are Common Safety Issues and Potential Countermeasures?
Page 13
Page 14 RSA Toolkit
How Can I Incorporate Education, Enforcement, and EMS

Countermeasures?
Safety issues cannot be completely addressed through engineering alone. The other “E’s”
include education, enforcement, and emergency medical services (EMS). The RSA team
should encourage and suggest measures that consider all “4 E’s” to address specific safety
issues. Communication and coordination among the “E’s” is essential to ensuring safety is
addressed at a comprehensive level. The agencies conducting RSAs may need to regularly
assemble representatives from each of the “4 E’s” to ensure that countermeasures and
strategies are complementing one another. Some examples of education, enforcement, and
EMS countermeasures are presented below; NCHRP Report 622 provides a more complete
description of countermeasures that may aid education, enforcement, and EMS safety
strategies (see Resource Materials section for complete reference). Although the report is
based on countermeasures targeting a State Highway Safety Office audience, the information
provided may be applicable to safety issues observed by Federal and Tribal agencies.
Education – All road users must be aware of the safe and proper way to use roads. Due to the
unique characteristics of Federal and Tribal land roadways, users need to be made aware of
safe travel practices and potential hazards. Example methods of transferring this information
include postings on the internet, brochures provided at visitor’s centers, and video messages.
Additional information on effective education strategies may be acquired through outreach
groups such as Tribal Technical Assistance Programs (TTAPs).
Enforcement – Laws are intended to control the operation

of road users. Enforcing speed limit and compliance with
signal/sign indications, as well as correcting wrong-way
riding and impaired driving create a safer travel environment
for all road users. Staffing and funding constraints may
limit the ability of a Federal or Tribal land agency to provide
comprehensive enforcement; however, efforts should be
made to target specific issues or frequent or high-risk
behaviors. This can be done by identifying prevalent factors
that contribute to crashes along the roadway of interest and
targeting behaviors that relate to those issues. For example,
if alcohol was determined to be a primary contributing factor
in 50 percent of fatal and injury crashes along a specific
Law enforcement on RSAs
route, it may be appropriate to deploy a checkpoint to
is helpful to identify safety
combat drinking and driving; this could be further targeted issues as well as to suggest
by identifying the time of day and day of week when this targeted enforcement
countermeasures.
behavior is most likely to occur.
Chapter 2: What are Common Safety Issues and Potential Countermeasures? Page 15
Emergency Medical Services – The rural nature of many roadways on or near Federal or
Tribal lands may play a major role in limiting the ability to provide timely medical treatment
to people injured in a crash. Factors contributing to response time include the ability of other
motorists to identify a crash and to notify emergency personnel, the ability of emergency
personnel to quickly respond to the scene, and the ability to quickly transport the victim(s) to
a trauma center. Adequate cell phone service coverage and routine patrols are a few methods
that can help save a life in the event of a serious injury.
How Do I Prioritize Issues?

A prioritization process is useful for identifying the most pressing safety needs based on the
findings of the RSA team. Table 3 is a matrix that can be used in the prioritization process.
In general, issues associated with more frequent crashes and higher severity levels tend to
be given higher priority. The prioritization can be based on historical crash data, expert
judgment (provided by the RSA team), or a combination of the two.
Table 3: Issue Prioritization Matrix
Severity of Crashes
Frequency of
Crashes Possible/Minor
Moderate Injury Serious Injury Fatal
Injury
Frequent Middle-High High Highest Highest
Occasional Middle Middle-High High Highest
Infrequent Low Moderate Middle-High High
Rare Lowest Low Middle Middle-High
For many RSAs conducted in rural areas, reliable crash data are not available. Anecdotal
information (e.g., from maintenance, enforcement call logs, land owners) and evidence of
conflicts and crashes (e.g., skid marks and fence strikes) help to create a more complete
picture of potential hazards, but cannot be quantified with any certainty. In these cases,
the likely frequency and severity of crashes associated with each safety issue are qualitatively
estimated, based on the experience and expectations of RSA team members. Expected crash
frequency can be qualitatively estimated on the basis of exposure (how many road users would
likely be exposed to the identified safety issue?) and probability (how likely was it that a
collision would result from the identified issue?). Expected crash severity can be qualitatively
estimated on the basis of factors such as anticipated speeds, expected collision types, and the
likelihood that vulnerable road users would be exposed. These two risk elements (frequency
and severity) are then combined to obtain a qualitative risk assessment.
Chapter 3: How Do I Establish an RSA
Program?
This section describes the process to initiate an RSA program, including potential program
structures, partners, and funding sources. Discussion on how to prioritize locations to
conduct RSAs is also included. It presents potential challenges and provides suggestions for
overcoming these challenges. Finally, it suggests performance measures that may be used to
evaluate the progress and success of the program.
How are RSA Programs Structured?

The successful integration of RSAs into any agency requires several important elements:
management commitment, an agreed-upon policy/process, informed project managers, an
ongoing training program, and skilled RSA team members. Program structures vary by
agency depending on the goals and objectives as well as available resources and level of
training. The FHWA Road Safety Audit Guidelines recommends an approach for introducing
RSAs that typically includes:
1. Piloting RSA projects – conduct one or more projects with in-house personnel that are
guided by individuals experienced in the process.
2. Developing a formal RSA policy/process – use the experience from the pilot projects
to develop an RSA policy/process suited to the local conditions; establish criteria
for site selection, procedures for conducting and documenting field reviews, and
opportunities for additional training.
3. Monitoring, refinement, and promotion of the RSA policy/process – periodically
review the current policy/process to ensure the desired level of success is being
achieved and modify as necessary to increase efficiency and effectiveness.
How Do I Prioritize Potential RSA Locations?

There are numerous methods for prioritizing RSA locations. The method of choice will
depend on the availability of staff and data resources, as well as the number of requests for
RSAs. If RSA efforts are request-based, it is not necessary to waste valuable resources on a
complex prioritization process when the number of requests is relatively low; it may suffice
to simply prioritize locations on a first-come-first-served basis. As the number of requests
increases, it will become necessary to prioritize and perhaps even screen locations, which
requires a formal (and likely data-driven) process. This does not mean that the process has
to be completely quantitative and objective. However, good transportation safety planning
should focus RSA efforts on areas with the highest concentration of crashes, particularly deaths
and injuries. Other factors to be considered can include timeframe, cost, relation to overall
program goals, and stakeholder support. Chapter 2 of the FHWA Road Safety Audit Guidelines
Chapter 3: How Do I Establish an RSA Program? Page 17
suggests an application of nominal (compliance to design standards) and substantive (crash

performance) safety concepts to prioritize locations; please refer to that publication for more
information.
Who Should I Partner With to Establish an RSA Program?

An RSA program may be established by and housed at any one of a number of agencies.
Regardless of where the program is housed, it is critical to identify a champion to lead and
promote the RSA program (or at least the establishment of the RSA program) at the highest
level of the organization. Depending on factors such as available staff, experience, and
funding, FLMAs or Tribes may decide to identify a champion internally within their own
agency or seek an external champion. A champion may be an individual or may be an entire
agency or department of an agency. In any event, the champion should be knowledgeable of
the RSA process and potential benefits so that RSAs can be introduced to others to promote
awareness and foster support.
While the champion is responsible for introducing and promoting RSAs, there is a need
to identify a support network to provide staff, funding, expertise, and public and political
support. Table 4 identifies potential partners that could help establish, house, staff, fund, or
support an RSA program.
Table 4: RSA Program Participation
Potential Partners for RSA Program House Staff Fund Support

Tribal/State/Local DOT X X X X
Forest Service X X X
National Park Service X X X
Fish and Wildlife Service X X X
Tribal Technical Assistance Program X X X X
FHWA (including Federal Lands and Federal
X X X
Aid Division offices)
BIA Division of Transportation X X X
Public health agencies/officials X X X
Public officials X X
Other groups (e.g., community safety teams) X X
Tribal Cultural Officials X X
Page 18 RSA Toolkit
What Funding Mechanisms are in Place?

An important consideration when establishing an RSA program is funding, not only for the
functionality of the program but also for the implementation of proposed safety improvements.
A number of funding resources are provided in this section for initial guidance. In addition
to these resources, it is recommended that Federal and Tribal agencies consult their local
FHWA division, State DOT, and local Metropolitan Planning Organization/Council of
Governments/Regional Planning Commission (MPO/COG/RPC) offices to learn more about
available funding mechanisms. Up-to-date information on funding opportunities can also be
obtained by visiting the following websites:
• Tribal Highway Safety Improvement Implementation Guide
http://www.fhwa.dot.gov/hep/tribaltrans/saf_guide.htm
• Tribal Transportation Funding Resources
http://www.fhwa.dot.gov/hep/tribaltrans/ttfundresource.pdf
• FHWA Discretionary Programs website
http://www.fhwa.dot.gov/discretionary/proginfo.cfm
The Federal government provides funding assistance for eligible activities through legislative
formulas and discretionary authority, including some 100 percent Federal-aid programs
and programs based on 90/10 or 80/20 Federal/local matches. The Tribal Highway Safety
Improvement Implementation Guide advises that the implementation plan for a Tribal Highway
Safety Improvement Project (THSIP) or highway safety project will depend greatly on
which funding sources the Tribes pursue, since each source has different program eligibility
requirements. Some of the important safety-funding sources are presented in Table 5.
Table 5: Potential Funding Sources

Source Website Purpose / Use
Highway Safety
Improvement Program http://safety.fhwa.dot.gov/hsip Projects that improve safety.
(HSIP)
Projects on Federal-aid
highways, including the NHS,
Surface Transportation http://www.fhwa.dot.gov/safetealu/ bridge projects on any public
Program (STP) factsheets/stp.htm road, transit capital projects, and
intracity/intercity bus facilities.
Now limited to urban areas.
Transportation Projects involving pedestrian
http://www.enhancements.org
Enhancement (TE) facilities and scenic highways.
Safe Routes to School Enable and encourage children
http://safety.fhwa.dot.gov/saferoutes
(SRTS) Program to walk and bike to school.
Nationally or locally designated
roads with outstanding scenic,
National Scenic Byway http://www.byways.org/learn/program.
historic, cultural, natural,
Program html
recreational, and archaeological
qualities.
Planning, design, construction,
Indian Reservation Roads and maintenance activities
http://flh.fhwa.dot.gov/programs/irr
(IRR) Program addressing Tribal transportation
needs.
Design, construction,
reconstruction, maintenance,
Park Roads and Parkways or improvement of roads and
http://flh.fhwa.dot.gov/programs/prp
Program bridges providing access to or
within a unit of the National Park
Service.
Design, construction,
reconstruction, maintenance,
or improvement of roads and
Refuge Roads Program http://flh.fhwa.dot.gov/programs/rr
bridges providing access to
or within a unit of the National
Wildlife Refuge System.
Resurface, restore, rehabilitate,
or reconstruct roads providing
Forest Highway Program http://flh.fhwa.dot.gov/programs/plh/fh
access to or within a unit of the
National Forest or Grassland.
Planning, research, engineering,
and construction of highways,
Public Lands Highway
http://flh.fhwa.dot.gov/programs/plh/ roads, parkways, and transit
Discretionary (PLHD)
discretionary facilities within, adjacent to, or
Program
providing access to reservations
and Federal public lands.
Indian Health Service http://www.ihs.gov/MedicalPrograms/ Basic and advanced injury
Injury Prevention Program InjuryPrevention/index.cfm prevention projects.
Page 20 RSA Toolkit
What Challenges Will I Face?

2
Wilson and Lipinski noted in their synthesis of RSA practices in the United States that the introduction
of RSAs or an RSA program can face opposition based on liability concerns, the anticipated costs of
the RSA or of implementing suggested changes, and commitment of staff resources. Other challenges
include cultural and institutional barriers (e.g., lack of support from within), lack of RSA training, and
lack of long-term support.
How Do I Overcome These Challenges?

The following were identified as potential challenges to establishing an RSA program;
methods to overcome each potential challenge are also presented. Note that education and
awareness are a common theme.
• Risk Management: There is sometimes a concern that agencies conducting RSAs will
be held responsible in the event of a crash after a review has been completed. RSAs
are just one of several proactive risk management techniques that demonstrate an
agency’s responsiveness to the safety needs of the public. Following the 8-step RSA
process and using the information garnered from the RSA should be included in the
framework of the agency’s safety management system. It is important that agencies
thoroughly document the RSA and resulting actions.
• Funding: A common issue with establishing and sustaining any program or activity
is funding. In many areas, funding is available from various sources to conduct RSAs.
Guidance with regard to funding sources has been provided in this chapter.
• Staffing: Limited staff is a common issue for many agencies. While in-house staff
may not be available, there are other options to create an RSA team (see Chapter
1). An additional resource is the FHWA Peer-to-Peer program which will assist in
identifying the appropriate personnel from a nearby State or local agency.
• Skills: It may be difficult to sustain an in-house RSA program without proper training.
While outside options are available for an RSA lead or technical support, it may be
more cost effective to complete the appropriate training and lead RSAs with in-house
staff. Even if an outside source is used, it still may prove beneficial to support the
RSA team with trained in-house staff that is knowledgeable of the RSA process and
specific safety issues. Check with FHWA and State and local agencies for training
opportunities.
• Cultural and Institutional History: Many Federal and Tribal lands are steeped in
tradition. As such, it may be difficult to introduce new programs or processes. A
local champion can help to overcome this challenge by explaining the purpose and
benefits of the RSA process. Agencies that have proactively involved their cultural
heritage representatives within the RSA process have been successful in making
roadway improvements. Conducting an RSA provides an opportunity for senior
leaders to realize the benefits of RSAs and help promote their wider acceptance.
2 Eugene Wilson and Martin Lipinski. NCHRP Synthesis 336: Road Safety Audits, A Synthesis of Highway
Practice (National Cooperative Highway Research Program, TRB, 2004)
• Long-Term Support: It is relatively easy to schedule a single RSA; however, it is more

difficult to sustain an RSA program due to funding and staffing commitments. In
addition to the funding and staffing support discussed in this chapter, another option
for long-term support is to involve the public or specific community groups. The
RSA process provides a way for the public to voice their concerns and take action.
How Do I Establish Goals and Performance Measures for

an RSA Program?
As support is gained to establish an RSA program, it will be useful to begin to define
goals and performance measures. Goals help to guide the direction of the program while
performance measures help to identify the success of the program. Performance measures
are also important because they can be used (or may be required) to obtain or renew funding.
Example goals and performance measures are presented in Table 6.
• Goals: Goals are generally established by a group of representatives from the agency
or agencies responsible for administering the program. Goals will vary by program;
however, they should be specific, measurable, attainable, relevant, and timely. Goals
should be reevaluated over time or as they are met. Early in an RSA program, the
goals may be related to the sustainability of the program. As the program becomes
more established, goals may be related to gains in safety.
• Performance Measures: Performance measures can be established to indicate the
relative success of the program. They will depend on the specific goals of the program
and should be established to directly measure the progress in attaining a specific goal.
Table 6: Example Goals and Performance Measures
Goal Performance Measure
Provide RSA training to X percent of Percentage of personnel trained to conduct

agency personnel with Y years. RSAs.
Conduct X RSAs per year at high-crash/risk

Number of RSAs conducted per year.
and/or high-profile locations.
Reduce injuries and fatalities by X Number of total crashes or specific crash

percent per year with low-cost, quickly types/severities at locations where RSAs are
implemented improvements. conducted.
Chapter 4: How Do I Incorporate RSAs in the
Planning Process?
This section describes the process for integrating RSAs in the planning process, including
potential partners, implementing RSA findings, and potential challenges.
Who Should I Partner With to Integrate an RSA Program

in the Planning Process?
Many of the same partners identified to assemble an RSA team are the same partners that
can assist in integrating an RSA program into the planning process. For example, the Office
of Federal Lands Highway provides “program stewardship and transportation engineering
services for planning, design, construction, and rehabilitation of the highways and bridges
that provide access to and through Federally-owned lands.” FLH consists of the following:
Eastern (http://www.efl.fhwa.dot.gov/), Central (http://www.cflhd.gov/), and Western (http://
www.wfl.fhwa.dot.gov/) Federal Lands Highway Divisions as well as the Headquarters
(http://flh.fhwa.dot.gov/) office. These units of the FLH work with Tribes, FLMAs, and States
to address and improve safety. FHWA’s Division Office in each state is also a resourceful
partnering agency.
State DOTs, MPOs, and COGs are

also open to forming partnerships
with Federal and Tribal land agencies.
Several DOTs have internal departments
devoted specifically to setting up
partnerships between agencies.
Federal and Tribal land agencies also
have formed committees and councils
to communicate their needs to DOTs,
MPOs, and COGs. By working together,
agencies have realized the benefits
of cooperative participation where RSAs on Federal and Tribal Lands often
the needs and concerns of all parties require unique partnerships to assess
safety. These partnerships can be critical
involved can be voiced and addressed
in incorporating long-term suggestions or
in a timely and efficient manner. establishing a long-term RSA program.
Chapter 4: How Do I Incorporate RSAs in the Planning Process? Page 23
CASE STUDY
In Arizona, coordination and information sharing between the Arizona Department
of Transportation (ADOT) and the Inter Tribal Council of Arizona, Inc. (ITCA)
have advanced consultation activities between ADOT and tribal governments in
transportation planning efforts. The partnering between ADOT and the ITCA has (1)
provided insight to ADOT staff of the challenges facing tribes throughout the state,
and (2) increased awareness amongst tribal transportation staff of the opportunities
for input into state-level transportation planning efforts. Besides the ITCA, ADOT
has formed partnerships with other agencies: Arizona State Land Department, Arizona
Tribal Strategic Partnering Team, Bureau of Land Management, the United States
Forest Service, and FHWA. These partnerships have helped effectively streamline
tribal transportation consultation in Arizona. In an effort to assist tribal governments
and tribal planning departments in understanding the ADOT transportation planning
and programming processes, ADOT has developed Transportation Planning and
Programming – Guidebook for Tribal Governments.
The Arizona Tribal Transportation website (http://www.aztribaltransportation.org/)

provides a wealth of information with regard to state-tribal transportation related
partnerships, projects, activities, and funding resources. Other helpful information can
be found on ADOT’s partnering office website (http://www.azdot.gov/CCPartnerships/
Partnering/Index.asp) and on the ITCA website (http://www.itcaonline.com/).
Page 24 RSA Toolkit
CASE STUDY
The Wisconsin Department of Transportation (WisDOT) has formed a formal
partnership with the State’s Federally-recognized Tribes. The Wisconsin State Tribal
Relations Initiative recognizes the government-to-government relationship between
the State and Tribal governments. As such, the State-Tribal Consultation Initiative is
poised at improving communication between State and Tribal representatives to ensure
that concerns and issues are addressed in a timely and efficient manner. This partnership
is applied through the WisDOT Tribal Task Force. Since 2008, the task force has
provided funding for the Tribes to conduct RSAs. Many of the RSAs were targeted at
Reservations where WisDOT was planning roadway improvements.
How Do I Incorporate RSA Findings in the Planning

Process?
Step 8 of the RSA process introduced in Chapter 1 involves the implementation of safety
improvement measures identified by the RSA team. Incorporating RSA findings into the
planning process is largely dependent on the desired timeframe for implementation (i.e.,
short-, intermediate-, or long-term). Short-term improvements (e.g., signing, pavement
markings, and vegetation control) can often be handled through maintenance activities.
Intermediate- and long-term improvements (e.g., updating/installing guardrail, installing a
shared use path, realigning/widening, etc.) can be integrated into local, regional, and State
transportation improvement programs and plans. It is important for all parties involved in
the RSA process to understand the intent and extent of these programs as they pertain to the
area being studied so that safety issues may be addressed in an appropriate timeframe.
Transportation agencies are charged with developing long-range plans for the transportation
systems on State, Tribal, and Federal lands. Examples include the Transportation
Improvement Program (TIP), Statewide Transportation Improvement Program (STIP), Tribal
Transportation Improvement Program (TTIP), Comprehensive Conservation Plan (CCP), and

General Management Plan (GMP). A major component of these plans is a comprehensive
transportation study which identifies short- and long-term needs. The findings on an RSA
are important to fully addressing these needs.
A brief description of the identified programs and plans is provided. For specific information
regarding the long-range plans in your area, contact your State DOT, Tribal DOT, or FLH.
Figure 3 illustrates how RSAs contribute to the overall planning process.
• Transportation Improvement Program (TIP): The TIP is a regional prioritized, fiscally-
constrained, and multi-year list of Federally-funded, multimodal transportation
projects. Specifically, the TIP covers at least a four-year program of projects and is
updated every few years. Projects in the TIP are prioritized at the regional level and
have clearly identified funding sources. The TIP represents an agency’s intent to
construct or implement a specific project and the anticipated flow of Federal funds
and matching State or local contributions. The TIP is incorporated in the Statewide
Transportation Improvement Program (STIP).
• Statewide Transportation Improvement Program (STIP): The STIP is a financially-
constrained list of transportation projects consistent with the State long-range
transportation plan and other regional plans. The STIP includes all capital and
noncapital projects that are targeted to use Federal Highway Administration or
Federal Transit Administration (FTA) funds. The STIP also includes all regional TIPs
and the portion of the Indian Reservation Roads, Forest Service, Fish and Wildlife
Service, or National Park Service TIP applicable to that State.
• Tribal Transportation Improvement Program (TTIP): The TTIP is similar to the TIP,
but is the list of Tribal transportation projects to be funded in the next few years.
The TTIP is a list of proposed transportation projects developed by a Tribe based on
the Tribal priority list or the long-range transportation plan. The TTIP contains all
projects funded by the IRR program and scheduled for construction in the next three to
five years. It also includes other Federal, State, county, and municipal transportation
projects initiated by or developed in cooperation with the Tribal government. For
more information on developing a TTIP, refer to Developing the Tribal Transportation
Improvement Program (FHWA-HEP-08-003) available online at: http://www.tribalplanning.
fhwa.dot.gov/training_ttip_module.aspx.
• Comprehensive Conservation Plan (CCP): A CCP is required by law for all lands
within the National Wildlife Refuge System. A CCP is a document that provides a
comprehensive framework for guiding refuge management decisions. The National
Environmental Protection Agency (NEPA) requires CCPs to examine a full range of
alternative approaches to refuge management. CCPs are also intended to encourage
public involvement in selecting alternatives that are best suited to a refuge’s purposes.
Refuge transportation studies have been used to develop the transportation component
of CCPs. These studies have examined the core transportation network within a
refuge, identifying short- and long-term transportation, capital, and maintenance
plans for future programming.
Page 26 RSA Toolkit
• General Management Plan (GMP): A GMP is the National Park Service’s version of
the CCP (see description above).
• USDA Forest Service Strategic Plan: The plan provides strategic direction to
the Forest Service’s commitment to its mission. The programs and budget are
aligned to meet the goals and objectives contained within the plan. Through this
programming, the Forest Service is capable of providing financial and technical
assistance in collaborative efforts with States, Tribes, local communities, and other
partner agencies. One component of the plan is the condition of the transportation
infrastructure, including off-highway vehicle access.
Figure 3: RSAs in the Planning Process

What Challenges Will I Face and How Do I Overcome

These Challenges?
Much like the challenges faced when establishing an RSA program, similar challenges may
be realized when incorporating an RSA program into the planning process. Identifying
appropriate partners and obtaining funding is described in Chapter 3. Other challenges
include the availability of data and jurisdictional boundaries.
Data Quantity and Quality – For many RSAs conducted on Federal and Tribal lands, the lack
of data and/or the poor quality of available data are issues when identifying and prioritizing
locations. In many instances, crashes are not formally documented. When documents have
been prepared, the data may be incomplete or inaccurate. These data constraints do not help
pinpoint locations in need of attention or provide a good understanding of the safety hazards,
thus making it difficult to program appropriate measures into transportation improvement
plans.
CASE STUDY
An RSA conducted on the Savannah National Wildlife Refuge study area revealed that
many run-off-the- road crashes were not reported as a result of the location of the crash.
Vehicles involved in run-off-the-road crashes along a State roadway going through the
refuge were not represented in the crash reports; once the vehicle leaves the roadway it
enters Federal refuge property. The motorist is responsible for removing the vehicle and
it is not reported by the police.
The lack of data and/or the poor quality of available data can be overcome by using alternative
methods for identifying and prioritizing locations for RSAs. Consulting with local law
enforcement, emergency medical services, health services, and/or the public can help with
the identification of common issues and problematic locations that could be considered as
potential candidates for an RSA. Law enforcement and public input provides anecdotal
information that often helps create a more complete picture of potential hazards even without
Page 28 RSA Toolkit
quantifiable data. The inputs to the process can be a combination of objective and subject
measures depending on the availability, quality, and detail of the data (see Chapter 2).
Jurisdictional Boundaries – Ownership of facilities or projects involving Federal or Tribal

lands can be unique. For example, an RSA may be conducted on a state-owned roadway that
travels through or adjacent to a Federal land. In other cases, local agencies such as counties,
townships, and villages may also have roadway jurisdiction. When a facility or project is
under multiple jurisdictions, there are multiple interests that are involved. One challenge
is to ensure that all parties affected by programs or initiatives are well informed and that
concerns are received and addressed appropriately. Another challenge is to determine
which jurisdiction is responsible for planning and implementing changes, performing
maintenance activities, providing enforcement, and keeping up-to-date records. This can
become particularly difficult when multiple agencies are involved, especially when staffing
and financial responsibility must be assigned. It is important to realize, though, that while
the ownership of a facility or project can be very complex and present difficult challenges,
there are also benefits of multi-agency involvement. For example, funding for reconstruction
and maintenance may be limited for an individual agency, but options can be identified for
pooling resources to implement suggested RSA improvements.
CASE STUDY
An RSA for the Navajo Nation was conducted along N-35. The portion of the N-35
corridor studied is a Federal Aid Highway. A portion of the roadway (milepost 0 to 18)
is owned by the Bureau of Indian Affairs. The Phillips Oil Company paved a section
of N-35 (milepost 18 to 23), but road ownership remains with the Navajo Nation.
Funding for reconstruction and maintenance of N-35 comes from several sources,
including the Indian Reservation Roads Program, Congressional earmarks, and the
BIA road maintenance program. The funding for road improvements is administered
by the Navajo Region Division of Transportation (NRDOT) through the IRR Program
within the Federal Lands Highway Program.
Funding for road maintenance comes from
the Department of the Interior (DOI) and is
also administered by the NRDOT. They have
contracted San Juan County to maintain much
of the roads in the county, including N-35. San
Juan County is responsible for signing, pavement
markings, and roadside mowing.
Effective communication between all parties in the RSA process is important to overcome
jurisdictional boundaries. It is also important to understand how the RSA process and the
resulting suggestions for improvement fit into the planning process for each agency, region,
and/or State. Through partnerships, many DOTs have created formal initiatives with FLMAs
and Tribes to ensure that each agency’s interests are addressed through the planning process
while minimizing negative impacts or feelings by any party involved (see “Who should I
partner with to integrate an RSA program in the planning process?”). It is also important
that other local and regional stakeholders (e.g., MPOs and COGs) buy into the RSA process
and realize the benefits of the suggested improvements so that the program gains support,
relationships form and grow, and measures continue to be programmed.
Chapter 5: What’s Next?
This chapter summarizes the key points presented in the Toolkit, providing guidance
regarding what can be done to move forward in establishing an RSA program and conducting
RSAs. Further information related to the available references to aid in this process can be
found in the Resource Materials section.
HOW Do I Start?
The following are key elements of starting an RSA program.
 Coordinate with other Partner Agencies – Partnering with other agencies will prove
beneficial for Federal and Tribal land agencies, as resources can be combined to
target a central goal: improving roadway safety. Partnering opportunities should be
considered not only when establishing an RSA program, but also when incorporating
RSAs into the planning process. Partnering between State DOTs and FLMAs or Tribes
can greatly improve communication and increase inter-agency participation and
cooperation.
 Identify Problematic/High-Crash Locations – One of the key components of

conducting a successful RSA is to select locations with safety issues where a benefit
can be realized. For facilities on Federal and Tribal lands, it may prove difficult to
adequately understand crash problems as data may be insufficient to identify trends.
The best effort must be made to use available data and anecdotal information to select
the most problematic and hazardous locations so that resources are used effectively
and efficiently.
 Decide on an RSA Approach – Depending on experience, personnel, and funding,

FLMAs or Tribes can consider several options to conduct RSAs. For those agencies
with little or no experience, issuing a Request for Proposal would solicit an experienced
outside lead for the RSA team (typically a consulting firm). Agencies with some
experience and available resources may request assistance from the local or State
transportation agency. Finally, for those agencies wishing to conduct RSAs on their
own, training courses should be scheduled prior to actual field reviews. The National
Highway Institute provides a training course (FHWA-NHI-380069) for performing
effective RSAs (http://www.nhi.fhwa.dot.gov/training/training_products.aspx).
 Obtain RSA Materials – Prior to conducting RSAs, agencies should become familiar
with the overall process as well as specific details and issues to be looking for in the
Chapter 5: What’s Next? Page 31
field. The Resource Materials section provides various resources with regard to
demonstrating the usefulness of RSAs, assessing roadway safety, identifying potential
improvements, and evaluating their effectiveness. Additional information and
resources can also be obtained from attending one or more training courses and/or by
visiting FHWA’s website (http://safety.fhwa.dot.gov/rsa).
 Schedule and Conduct an RSA – Once partnerships have been formed, locations have
been identified, options have been addressed, and materials have been reviewed, it
is time to get the RSA process underway. Example materials to aid in scheduling,
conducting, and documenting an RSA are provided in the Resource Materials section.
When introducing RSAs, consideration should be given to the “top down” approach:
start with pilot RSA projects under an experienced lead and work towards developing
a formal RSA policy. It is important to evaluate the overall experience of the RSA after
its completion, noting the pros and cons and making adjustments as necessary when
scheduling and conducting the next RSA.
Where Can I Find Support?

There are a number of supporting and participatory resources available to assist Federal
and Tribal transportation agencies in improving safety by conducting RSAs. Resources are
also available to provide updates on the “state of practice” for RSAs as well as information
about safety issues and treatments being used by others. Several examples are provided as
a starting point:
• Visit the RSA Website for more information (http://safety.fhwa.dot.gov/rsa).
• Utilize the RSA Peer-to-Peer Program (http://safety.fhwa.dot.gov/rsa/resources/p2p/).
• Contact a FHWA office, LTAP or TTAP, or State/local DOT.
o FHWA Office of Safety (http://safety.fhwa.dot.gov/)
o FHWA Office of Federal Lands Highway (http://flh.fhwa.dot.gov/)
o FHWA Division Office
 Eastern Federal Lands (http://www.efl.fhwa.dot.gov/)
 Central Federal Lands (http://www.cflhd.gov/)
 Western Federal Lands (http://www.wfl.fhwa.dot.gov/)
• Subscribe to safety-related newsletters, such as the Road Safety Audit (RSA) Newsletter
(http://safety.fhwa.dot.gov/rsa/newsletter/).
• Subscribe to relevant listservs, such as the Center for Transportation and Environment
“Wildlife, Fisheries, and Transportation (WFT)” Listserv (http://itre.ncsu.edu/cte/
gateway/WFTlistserv.asp).
• Attend a safety conference, such as a Tribal safety summit, when it is held in your
State.
Page 32 RSA Toolkit
Keep in mind that implementing changes may take time. Even seemingly minor changes
may require coordination with multiple agencies and may result in a change in policies or
practices. However, by working together, positive relationships can be established that will
provide longer-term benefits in all efforts to improve safety…all it takes is commitment.
RESOURCES Page 33
Chapter X: Xxx
RESOURCE MATERIALS
This section includes resources that will be helpful in establishing an RSA program, conducting
RSAs, and identifying potential improvements. Sample materials that can be used to conduct
and document RSAs are also provided.
Resource Materials Table of Contents

What Materials are Available for Conducting and Documenting RSAs?................34
Sample Request for Proposal......................................................................................................... 34
Sample RSA Application................................................................................................................. 37
Sample RSA Agenda....................................................................................................................... 38
Typical Data for Conducting RSAs.................................................................................................. 39
Sample Collision Diagram Worksheet............................................................................................ 40
Sample Field Notes Worksheet...................................................................................................... 42
What Materials Do I Need for the Field Review?............................................................................ 44
Sample RSA Report Outline........................................................................................................... 45
Sample Presentation of Issues and Suggestions............................................................................. 46
RSA Software................................................................................................................................. 48
What Resources are Available for Demonstrating the Usefulness and

Effectiveness of RSAs?........................................................................................................... 49
What Resources are Available for Assessing Safety on Our Roadways?................49
What Resources are Available for Identifying Potential Improvements and

Evaluating Their Effectiveness?......................................................................................... 50
What Resources are Available for Incorporating Safety into the

Transportation Planning Process?................................................................................... 51
Wildlife Safety Measures...................................................................................................... 51

Page 34 RESOURCES
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What Materials are Available for Conducting and Docu-

menting RSAs?
Sample Request for Proposal
The following is a general outline of a Request for Proposal (RFP) for an RSA. For each
section, a brief explanation of the information to be included in the RFP is provided. The
RFP generally follows the 8-step RSA process, however, the requesting agency may wish to
include additional tasks or eliminate tasks based on specific needs. Federal Land Management
Agencies and Tribes may draft and issue a request for engineering consultant services to
lead one or a series of RSAs on their lands. Typically, RFPs generate responses from several
consultants and requires the issuing agency to award a contract based on the consultant’s
ability to adequately perform the work and the cost at which the work can be completed.
PROJECT DESCRIPTION: Provide a brief overview of the Consultant’s responsibilities, a

brief description of the RSA, and how the RSA will be conducted.
ANTICIPATED SERVICE START AND END DATES: Identify start and end date of services.
PREQUALIFICATION CLASSIFICATION: Identify any stipulations to establish the type(s)

of work the Consultant must be qualified to perform.
DBE REQUIREMENT: Identify any Disadvantaged Business Enterprise (DBE) requirement(s)

the Consultant must satisfy to be eligible for consideration for award of contract.
PROJECT MANAGER: Provide the name and contact information of the person(s) overseeing
the execution of the scope of services. This person is typically from the requesting agency.
GENERAL BACKGROUND: Provide a brief description of the purpose and objective of the
services being requested.
OBJECTIVES AND TASKS OF THE PROPSED PROJECT: Provide a detailed task-by-task

description of the work to be completed to meet the purpose and objective of the services
being requested.
Identify Multidisciplinary RSA Team (Optional: can be completed by owning agency as described
in Chapter 1).
• Identify team leader to conduct RSA.
• Determine required disciplines and individuals to serve on RSA team.
• DELIVERABLES: Provide a list of names and contact information for each RSA
team member; submit a schedule of RSA activities.
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Prepare Relevant Data and Documents

• Obtain available relevant data and documents needed for RSA, including but
not limited to project scope, location, crash history, traffic volumes, aerial
photographs, design drawings, and planned improvements at the site and in
the vicinity of the site.
• Create collision diagram and summary of crash data (e.g., crashes by year,
type, severity, light condition, weather condition, day of week, and month of
year).
• Provide all pertinent data and documents to RSA team members.
• DELIVERABLES: Provide a copy of all information to each RSA team member.
Conduct RSA Briefing Meeting
• Schedule and lead meeting to introduce RSA team members and establish
roles; explain RSA scope, objectives, and goals; discuss project data (crash
documents, traffic volumes, aerial photographs, design drawings, etc.);
establish completion schedule.
• DELIVERABLES: Provide a copy of the meeting minutes to the Project
Manager(s).
Perform Field Reviews
• Establish time of day to conduct field reviews.
• Provide equipment to perform reviews: safety vests and hats, camera,
measuring instruments.
• Identify travel arrangements to the site.
• Designate specific field assignments for each RSA team member.
• Observe road user behavior, geometric and operational characteristics,
surrounding land uses.
• DELIVERABLES: Documentation of field observations through photos, field
review notes, and sketches (optional: video recording).
Conduct Debriefing Meeting
• Discuss and consolidate RSA team findings.
• Prioritize identified safety issues.
• Formulate potential recommendations.
• Conduct a preliminary review of findings and recommendations with Project
Manager(s).
• DELIVERABLES: Summary of RSA team findings and prioritized safety
improvements.
Prepare Draft RSA Findings Report
• Prioritize and categorize safety issues with recommended improvements (see
the Resource Materials section for a report template).
• Conduct preliminary cost estimates and B/C analyses (optional).
• DELIVERABLES: Provide draft report to RSA team members for review and
comment prior to submitting to the Project Manager.
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Conduct Cost Analysis

• Provide cost analysis (quantity estimating and B/C analyses) to support
safety improvement recommendations (may be planning-level or detailed
construction estimates).
• Categorize recommendations as low-, medium-, and high-cost improvements.
• DELIVERABLES: Summary of cost analysis and list of recommendations by
priority and category.
Present Draft RSA Findings Report
• Present findings to Project Manager(s).
• DELIVERABLES: Provide a copy of the draft RSA report, including all pertinent
supporting documentation.
Submit Final RSA Findings Report
• Address and incorporate all comments from presentation of draft report.
• Submit final report to Project Manager(s) in accordance with schedule.
• DELIVERABLES: Provide copy of final RSA report, including all pertinent
supporting documents.
CONSULTANT RESPONSIBILITIES: Provide details of the Consultant’s contractual

responsibilities to fulfill the scope of services being requested. This may include principal
contacts, materials and equipment, funding compliance, personnel, and progress reporting.
HOST AGENCY RESPONSIBILITIES: Provide details of the hosting agency’s responsibilities

to the Consultant to fulfill the scope of services being requested. This may include provision of
documentation, transportation, and any relevant information needed for the RSA.
PAYMENT SCHEDULE: Provide information with regard to how the Consultant will be
compensated for completing the scope of the services being requested. Also establish a
billing schedule and other terms and conditions of compensation.
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Sample RSA Application

The following is an example of an application to request assistance to conduct an RSA. This
may be used when requesting an RSA on a roadway adjacent to Federal or Tribal lands
that is owned by a State or local DOT. Applications such as this are used by agencies that
have a formal RSA request process in place; however, the information in the application may
be included in any type of correspondence to an owning agency (State or local agency) to
request an RSA.
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Sample RSA Agenda

The agenda helps set the course of events for the RSA process. In addition to setting a time
schedule, it also provides direction to all parties involved as to who should partake in the
various activities. The agenda is created by the RSA team and provided to all participating
parties prior to the RSA.
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Typical Data for Conducting RSAs

The following data elements are typically requested for conducting RSAs. Those data
elements that are most important are notated with an asterisk (*). The data is requested prior
to conducting the RSA so that the team has an opportunity to review and become familiar
with the characteristics of the study area. Depending on the extent of the data provided,
summary tables and graphics may be created to make the information more manageable for
field review activities and presentation purposes. It is recognized that this data may not be
available, but lack of data does not prevent an RSA from being conducted.
Requested Information
Traffic Volume Data (one year period)

Average vehicular daily traffic (ADT)*
Pedestrian and bicycle volumes
Vehicle classification data (percent trucks)
Turning movement counts at intersections
Crash Data (preceding three years pedestrian crashes (minimum))
Individual police crash reports*
Reference/summary crash statistics*
Crash pin maps*
Collision diagrams (usually developed by RSA team)
Other Pertinent Information
Aerial photographs of study area*
Location of pedestrian generators*
Previous safety study reports (if any)*
Inventory of existing pedestrian and bicycle facilities (e.g., sidewalks, curb
ramps, trails, greenways)
Locations of schools
Future/existing roadway, signing and marking, and signalization plans
Transit route information (ridership if available)
Vehicle speed data (measured speeds and speed limits)
School bus/walking route (safe routes to school) information
Agency and citizen correspondence pertinent to study area
Future development plans
*High-priority data
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Sample Collision Diagram Worksheet

Collision diagrams use symbols to illustrate the location of crashes by crash type. The
diagrams help the RSA team to identify patterns in crashes. Information provided on
the collision diagram may include time of day, day of the week, light conditions, weather
conditions, surface conditions, and severity level. Corresponding document numbers may
also be included as a reference to a detailed crash report. Collision diagrams may be obtained
from the owning agency (if available) or may be produced by the RSA team if crash reports
are provided. Ideally, the diagrams should be obtained or produced prior to the start-up
meeting (Step 3 of the RSA process).
The example collision diagram demonstrates how crashes can be illustrated:

• Crash #1: Two vehicles are traveling westbound on Sunday, January 15, 2006 at 3:30
AM. Vehicle #1 stops for a red signal. Vehicle #2 is following too closely and does not
stop in time, rear ending Vehicle #1. Weather conditions are snowy with snow on the
roadway. The crash results in property damage only to both vehicles.
• Crash #2: Vehicle #1 is traveling westbound and Vehicle #2 is traveling southbound
on July 21, 2008 at 7:00 PM. Vehicle #1 has a green signal. Vehicle #2 runs the red
signal, crashing into the passenger’s side of Vehicle #1. Weather conditions are clear
and the pavement condition is dry. The crash results in a B severity injury for Vehicle
#1.
• Crash #3: A single vehicle is traveling eastbound on Friday, April 6, 2007 at 2:00 PM.
The driver has a medical emergency and runs off the roadway to the right. The
vehicle strikes a utility pole, killing the driver. Weather conditions are rainy and the
pavement condition is wet.
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Sample Field Notes Worksheet

Documenting potential safety issues is an important part of the RSA field review process. The
notes taken by the RSA team in the field are used to conduct the RSA analysis and prepare the
findings report. In addition to field notes, an aerial photo can be useful to annotate issues and
comments, rather than sketching the location by hand. Photographs (and video recordings, if
desired) of identified safety issues should also be taken as a further means of documentation.
This worksheet is intended to be used during Step 4 of the RSA process.
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Page 44 RESOURCES
Chapter X: Xxx
What Materials Do I Need for the Field Review?

The following list provides a number of possible materials that could be taken by an RSA
team member into the field when conducting reviews. Not all of the materials on this list
are absolutely necessary, but should be strongly considered. Any other materials that do not
appear on this list but are thought to be essential to the field review should be included.
 Reflective Safety Vests (and helmets, if required)
 Vehicle to collectively transport all RSA team members
 Magnetic rotating beacon/emergency vehicle flashers
 Temporary traffic control sign (e.g., “Road Work Ahead”, “Survey Crew”), if desired
 RSA Agenda
 Field Notes Worksheet
 Writing Implements and Paper/Notebook
 Crash Data (if available)
 Collision Diagrams
 Pin or GIS Maps
 Summary Charts and Graphs
 Aerial Photographs or Schematic of RSA Study area
 Google Maps: http://maps.google.com/maps?hl=en&tab=wl
 RSA Prompt Lists (from RSA Guidelines and Pedestrian RSA Guidelines and Prompt Lists)
 GPS/Directions
 RSA Team Member Phone List
 Digital Camera and Extra Batteries
 Video Recording Device (if desired)
 Measuring Wheel
 Grade Level (or carpenter’s level and tape measure)
 Personal Items (Bottled Water, Light Snack; Hat/Sunglasses, Sunblock)

RESOURCES Page 45
Chapter X: Xxx
Sample RSA Report Outline

The following provides a general framework of the components and structure of a RSA report.
1. Cover – include project name, location, and date.
2. Introduction – include objectives, background, and study team.
Objectives of Study
Background
Study Team
3. Existing Conditions – identify existing geometric conditions, discuss traffic conditions,

and present crash history.
Geometric Conditions
Traffic Data
Crash Analysis
4. Assessment Findings – describe the safety benefits of existing features, present the RSA
framework, and summarize the identified issues and suggestions for improvement.
Safety Benefits of Existing Roadway Features
RSA Framework
Summary of Identified Safety Issues and Suggestions for Improvement
5. Conclusions – provide a brief summary of the major safety issues and discuss any
potential to incorporate multidisciplinary improvements, including enforcement and
education.
6. References – provide a list of references used to complete the RSA or identify potential
countermeasures.
7. Appendix: Detailed Discussion of Issues and Suggestions – provide a more detailed

discussion of each issue identified and summarized in Section 4 “Assessment Findings.”
Page 46 RESOURCES
Chapter X: Xxx
Sample Presentation of Issues and Suggestions

The following examples illustrate different methods of presenting the safety issues and
proposed suggestions discovered and developed during the RSA. This information would
appear in Section 4 “Assessment Findings” of the sample report outline.
Example 1: Portrait Layout (Two-Column Format)
Issue 2: Roadside Hazards
2.1 Fixed objects near roadway: There are several

fixed objects along the corridor in close proximity
to the roadway, particularly within curves. Fixed
objects along the corridor include trees, utility poles,
embankments, and culverts.
Based on crash data from 2006 to 2008, 30 of the

47 crashes along the corridor were run-off-road,
18 of which involved a fixed object. Of the 18
fixed object crashes, seven involved a tree, six
involved a utility pole, and five involved an
embankment.
Suggestions:
Short-term - Delineate fixed objects that are close

to the roadway using post-mounted delineators
or retro-reflective tape as appropriate.
Photo shows the lack of a paved
Intermediate – Consider removing trees and shoulder and close proximity of fixed
objects to the roadway.
other fixed objects that are within the clear zone,
particularly along the outside of curves.
Long-term – Consider relocating utility poles to

the inside of horizontal curves, where they are
less likely to be struck. Consider increasing the
pavement width to create a consistent cross-
section and provide more room for recovery.
Primary Issue: Animals on the Roadway
Specific Safety Concern Suggested Improvements Example of Issue
Short-Term – Utilize reflective ear

tags, branding, or other strategies to
RESOURCES
increase the conspicuity of animals at

night.
Intermediate – Consider installing an
animal fence along the corridor. This
may be a challenge as the County
Chapter X: Xxx
Animals—the roadside throughout does not provide any right of way

the study area is open range. fencing on county roads. This may
require coordinating with the grazing
official to support the effort.
Horses, cows, and sheep were
Long-Term
observed crossing and grazing along
the roadway during daytime and • Engage animal owners regarding
nighttime conditions. Animal-related economic loss and better control
crashes represented approximately of animals.
25% of all crashes along the corridor.
• Consider working with elected View of the corridor within the study
officials toward efforts to prohibit area.Photo shows a horse crossing the
open range grazing and couple road, which was a common observation
this with local enforcement. during the RSA.
Example 2: Landscape Layout (Three-Column Format)
The enforcement component is

critical because legislation alone
will have limited effectiveness
without actual consequences.
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RSA Software
The Road Safety Audit (RSA) software is a tool for assisting with the completion of RSAs. The
software facilitates team members in the collection of information as they proceed through the
RSA process. It gives users access to comprehensive prompt lists and reduces the potential
for users to simply “check” issues off a list. The prompt lists are presented at different levels
of detail, helping users to identify issues that may be overlooked in the RSA process. With
the software, users can link identified issues to user-defined locations in the study area and
provide accompanying comments with each issue. It also allows users to record suggestions
for improvements that may be identified. Finally, output from the RSA software groups
findings by issue and exports the results to a Word-compatible file that allows for quick
completion of a formal RSA report. The software is available for download on FHWA’s Office
of Safety website (http://safety.fhwa.dot.gov/rsa/software/).
RESOURCES Page 49
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What Resources are Available for Demonstrating the Usefulness

and Effectiveness of RSAs?
Road Safety Audits: Case Studies (FHWA-SA-06-17), March 2007
http://safety.fhwa.dot.gov/rsa/case_studies/fhwasa06017/fhwasa06017.pdf
Tribal Road Safety Audits: Case Studies (FHWA-SA-08-005), September 2008
http://safety.fhwa.dot.gov/rsa/tribal_rsa_studies/tribal_rsa_studies.pdf
Federal and Tribal Lands Road Safety Audits: Case Studies (FHWA-FLH-10-05), December
2009
http://flh.fhwa.dot.gov/programs/irr/safety/documents/trsa-case-studies-2.pdf
Recent Uses of Road Safety Audits (RSAs) in Highway Safety Improvement Programs and
Strategic Highway Safety Plans (TRB Paper 09-2492)
TRB 88th Annual Meeting Compendium of Papers DVD
Selected Examples of Tribal Road Safety Audits (RSAs) in the United States (TRB Paper
10-1284)
TRB 89th Annual Meeting Compendium of Papers DVD
What Resources are Available for Assessing Safety on Our

Roadways?
FHWA Road Safety Audit Guidelines (FHWA-SA-06-06), 2006
http://safety.fhwa.dot.gov/rsa/guidelines/documents/FHWA_SA_06_06.pdf
Pedestrian Road Safety Audit Guidelines and Prompt Lists (FHWA-SA-07-007), July 2007
http://drusilla.hsrc.unc.edu/cms/downloads/PedRSA.reduced.pdf
Road Safety Audits/Assessments Training Course (FHWA-NHI-380069)
http://www.nhi.fhwa.dot.gov/training/nhistoresearchresults.aspx?topicnum=380
usRAP
http://www.usrap.us/home/
Roadway Safety Tools for Local Agencies (NCHRP Synthesis 321)
http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_syn_321.pdf
SAFER Manual, Transportation Information Center, University of Madison-Wisconsin,
1996
http://www.t2.unh.edu/nltapa/Pubs/SAFER_96.pdf
RSA Toolkit DVD
http://safety.fhwa.dot.gov/rsa/resources/toolkitcd/
Page 50 RESOURCES
Chapter X: Xxx
What Resources are Available for Identifying Potential

Improvements and Evaluating Their Effectiveness?
NCHRP Report 500: Guidance for Implementation of the AASHTO Strategic Highway
Safety Plan Transportation Research
http://www.trb.org/Main/Public/Blurbs/152868.aspx
NCHRP Report 622: Effectiveness of Behavioral Highway Safety Countermeasures
http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_622.pdf
Sign Retroreflectivity Manual: How to Meet the New National Standard for Small
Agencies, Federal Land Management Agencies, and Tribal Governments (FHWA-CFL/TD-
09-005), July 2009
http://safety.fhwa.dot.gov/roadway_dept/night_visib/retrotoolkit/
Roadway Safety Guide, Roadway Safety Foundation
http://www.roadwaysafety.org/wp-content/uploads/guide3.pdf
Vegetation Control for Safety (FHWA-SA-07-018), May 2007 [Revised August 2008]
http://safety.fhwa.dot.gov/local_rural/training/fhwasa07018/fhwasa07018.pdf
Maintenance of Signs and Sign Supports (FHWA-SA-09-025), January 2010
W-Beam Guardrail Repair (FHWA-SA-08-002), November 2008
Maintenance of Drainage Features for Safety (FHWA-SA-09-024), July 2009
Roadway Delineation Practices Handbook (FHWA-SA-93-001), August 1994
http://www.fhwa.dot.gov/tfhrc/safety/pubs/93001/93001.pdf
Good Practices: Incorporating Safety into Resurfacing and Restoration Projects (FHWA-
SA-07-001), December 2006
http://safety.fhwa.dot.gov/roadway_dept/strat_approach/fhwasa07001/fhwasa07001.pdf
Mitigation Strategies for Design Exceptions (FHWA-SA-07-011), July 2007
http://www.wsdot.wa.gov/publications/fulltext/ProjectDev/Manuals/MitigationManual.pdf
Low-Cost Treatments for Horizontal Curve Safety (FHWA-SA-07-002), December 2006
http://safety.fhwa.dot.gov/roadway_dept/horicurves/fhwasa07002/fhwasa07002.pdf
National Scan of Best Practices for Chemical Treatments on Unpaved Roads
http://www.roaddustinstitute.org/scantour/default.aspx
FHWA CMF Clearinghouse
http://www.cmfclearinghouse.org
Crash Cost Estimates by Maximum Police-Reported Injury Severity Within Selected Crash
Geometries
http://www.fhwa.dot.gov/publications/research/safety/05051/05051.pdf
RESOURCES Page 51
Chapter X: Xxx
What Resources are Available for Incorporating Safety into the

Transportation Planning Process?
A Primer on Safety Performance Measures for the Transportation Planning Process
(FHWA-HEP-09-043), September 2009
safety.fhwa.dot.gov/hsip/tsp/fhwahep09043/fhwahep09043.pdf
Tribal Highway Safety Plans
http://flh.fhwa.dot.gov/programs/irr/safety/sms.htm
Tribal Transportation Programs (NCHRP Synthesis 366)
http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_syn_366.pdf
Considering Safety in the Transportation Planning Process
http://tmip.fhwa.dot.gov/resources/clearinghouse/docs/safety/safety.pdf
Incorporating Safety into Long-Range Transportation Planning (NCHRP Report 546), 2006
http://tmip.fhwa.dot.gov/resources/clearinghouse/docs/safety/safety.pdf
Transit Planning Guidebook for FLMAs
flh.fhwa.dot.gov/programs/planning.htm
Tribal Transportation Planning Guide for Washington State
www.wsdot.wa.gov/NR/rdonlyres/D9668173-F25F-448B-B571-57EB32122036/0/
TribalTransportationPlanningGuideforWashingtonState.pdf
Wildlife Safety Measures

Page, M. A. “A Toolkit for Reducing Wildlife & Domestic Animal-Vehicle Collisions in
Utah”. TRB 2006 Annual Meeting CD-ROM.
www.wildlifeandroads.org/media/docs/m_page_trb_2006_toolkit_paper.pdf
West, P. W. “UDOT Wildlife and Domestic Animal Accident Toolkit”. Report UT-08.07.
Prepared for the Utah Department of Transportation Environmental Services & Wildlife &
Domestic Animal Accident Quality Improvement Team. April 2008.
www.udot.utah.gov/main/uconowner.gf?n=1728703519720286945
Deer Vehicle Crash Information Clearinghouse
http://deercrash.com/Toolbox/index.htm
Knapp, K. K., et al. “Deer-Vehicle Crash Countermeasure Toolkit: A Decision and Choice
Resource”. Report Number DVCIC-02. Submitted to the Wisconsin Department of
Transportation as part of the Deer-Vehicle Crash Information Clearinghouse initiation.
June 2004.
http://deercrash.com/Toolbox/finalreport.pdf
U.S. Department of Transportation. Federal Highway Administration. Critter Crossings:
Linking Habitats and Reducing Roadkill.
www.fhwa.dot.gov/environment/wildlifecrossings/
Page 52 RESOURCES
Chapter X: Xxx
U.S. Department of Transportation. Federal Highway Administration. Keeping It Simple:

Easy Ways to Help Wildlife Along Roads.
www.fhwa.dot.gov/environment/wildlifeprotection/index.cfm
“Best Practices Manual: Wildlife Vehicle Collision Reduction Study”
www.fhwa.dot.gov/environment/hconnect/wvc/index.htm
Ontario Ministry of Transportation - “Watch for Wildlife”
www.mto.gov.on.ca/english/safety/wildlife.shtml
“Wildlife-Vehicle Collision and Crossing Mitigation Measures: A Toolbox for the Montana
Department of Transportation”
www.mdt.mt.gov/research/docs/research_proj/wildlife_crossing_mitigation/final_report.
pdf
SGI Road Safety Driving Tips – Wildlife
www.sgi.sk.ca/sgi_pub/road_safety/drive_right/highway02.html
“Highway 82 safety measures for wildlife nearing completion between Carbondale and
Glenwood Springs”
www.postindependent.com/article/20091110/VALLEYNEWS/911099986/1083&ParentProfi
le=1074
“Evaluation of Measures to Minimize Wildlife-Vehicle Collisions and Maintain Wildlife
Permeability Across Highways”
www.azdot.gov/TPD/ATRC/publications/research_notes/PDF/540RN.pdf
02/25/06 MON 0705 DSS
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Road Safety Audit Toolkit

for Federal Land D 02/25/06 MON 0705 DSS

Management Agencies and

FHWA Road Safety Audit Guidelines

Publication No. FHWA-SA-06-06

Tribal School Zones

Quality Assurance Statement

1. Report No. 2. Government 3. Recipient’s Catalog No.

4. Title and Subtitle. 5. Report Date.

7. Author(s). 8. Performing Organization Report

15. Supplementary Notes.

Form DOT F 1700.7 (8-72) Reproduction of completed pages authorized

Some element of safety is considered on every project.

due to unanticipated growth. FHWA

“proven safety countermeasures.” Federal Land

Division (WFLHD) has used RSAs in their

RSA Success Stories

An RSA was conducted along a An RSA was conducted at a signalized

“4 E’s” Engineering, Education, Enforcement, and Emergency Medical Services

Chapter 2: What are Common Safety Issues and Potential Countermeasures?.........9

What Types of Safety Issues Might I Encounter?............................................................... 9

Chapter 3: How Do I Establish an RSA Program?................................................................16

How are RSA Programs Structured?................................................................................... 16

Chapter 4: How Do I Incorporate RSAs in the Planning Process?..................................22

Who Should I Partner With to Integrate an RSA Program in the Planning

Chapter 5: What’s Next?............................................................................................................30

RSAs are: RSAs are not:

 Focused on road safety. 22 A means to evaluate the design of a

What Should be Considered for an RSA?

How is an RSA Conducted?

Figure 1: RSA Process

Identify Project or Existing Road for RSA

Select Independent and Multidisciplinary RSA Team

The RSA team should include (but are not

and discuss conditions in the field collectively.

Conduct Start-up Meeting to Exchange Information

Perform Field Reviews under

Conduct RSA Analysis and Prepare Report Findings

The RSA team then prepares a summary of the safety

Present RSA Findings to Owner/Design Team

Prepare Formal Response

Incorporate Findings into the Project when Appropriate

What are the Time Requirements and Costs Associated

Figure 2: RSA Time Requirements by Step

Who Should I Partner With to Set-Up an RSA?

What Types of Safety Issues Might I Encounter?

What are Common Countermeasures?

Table 2: Common Safety Issues and Countermeasures

Limited Narrow or no paved Improve/stabilize unpaved shoulders

Roadway and Inadequate or lack of Install/improve lighting along roadway or at intersections

Lack of No sidewalks or shared Provide designated pedestrian and bicycle facilities

Vehicles (ATVs)/ and along the roadway operating/use

road users, especially Coordinate with local enforcement

How Can I Incorporate Education, Enforcement, and EMS

Enforcement – Laws are intended to control the operation

How Do I Prioritize Issues?

Frequent Middle-High High Highest Highest

Occasional Middle Middle-High High Highest

Infrequent Low Moderate Middle-High High