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SECTION V--DESCRIPTION OF STRATEGIES
should be applied with caution, carefully considering the attributes cited in the guide
and relating these attributes to the specific conditions for which the strategies are being
considered. Implementation can proceed with some degree of assurance that there is not
likely to be a negative impact on safety and very likely to be a positive one. It is intended
that as implementation of these strategies continues under the SHSP, appropriate
evaluations will be conducted. As more reliable effectiveness information is accumulated
to provide better estimating power for the user, any given strategy labeled "tried" can be
upgraded to a "proven" one.
· Experimental (E)--Those strategies representing ideas that have been suggested, with
at least one agency considering them sufficiently promising to try them as an
experiment in at least one location. These strategies should be considered only after the
others have been determined not to be appropriate or feasible. Even where they are
considered, their implementation should initially occur using a controlled and limited
pilot study that includes a properly designed evaluation component. Only after careful
testing and evaluations show the strategy to be effective should broader
implementation be considered. It is intended that as the experiences of such pilot tests
are accumulated from various state and local agencies, the aggregate experience can
be used to further detail the attributes of this type of strategy, so that it can be
upgraded to a "proven" one or be identified as ineffective and not worthy of further
consideration.
Related Strategies for Creating a Truly
Comprehensive Approach
The strategies listed in Exhibit V-1 and described in detail in the remainder of this
section are considered unique to work zones or are discussed in terms of their attributes
specific to work zones. To create a truly comprehensive approach to the highway safety
problems associated with work zones, agencies should consider including a variety of
strategies as candidates in any program planning process. Appropriate strategies may be
of five types:
· Public Information and Education (PI&E) Campaigns--Many highway safety
programs can be effectively enhanced with a properly designed PI&E campaign,
which includes coordination with media outlets. The primary goal of PI&E campaigns
in highway safety is usually to reach an audience across an entire jurisdiction (or a
significant part of it). However, it may be desired to focus a PI&E campaign on a
location-specific problem, such as an individual work zone in a corridor with a history
of severe crashes. While this approach is relatively untried compared with areawide
campaigns, use of roadside signs and other experimental methods may be tried
on a pilot basis.
Within this guide, PI&E campaigns, where application is deemed appropriate,
are usually used in support of some other strategy. In such a case, the description
for that strategy will suggest this possibility (in the exhibits, see the attribute area
for each strategy entitled "Associated Needs"). In some cases, where PI&E
campaigns are deemed unique for the work zone emphasis area, the strategy is
explained in detail.
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SECTION V--DESCRIPTION OF STRATEGIES
· Enforcement of Traffic Laws--Well-designed and well-operated law enforcement
programs can have a significant effect on highway safety. It is well established, for
instance, that an effective way to reduce crashes and their severity is to have
jurisdictionwide programs that enforce an effective law against driving under the
influence of alcohol (DUI) or driving without seatbelts. When that law is vigorously
enforced with well-trained officers, the frequency and severity of highway crashes
can be significantly reduced. Enforcement of traffic laws should be an important
element in any comprehensive highway safety program.
Enforcement programs, by the nature of how they must be performed, are conducted
at specific locations. The effect (e.g., lower speeds, greater use of seatbelts, and reduced
impaired driving) may occur at or near the specific location where the enforcement is
applied. This effect can often be enhanced by coordinating the effort with an
appropriate PI&E program. However, in many cases (e.g., speeding and seatbelt usage)
the impact is areawide or jurisdictionwide. The effect can be either positive (i.e., the
desired reductions occur over a greater part of the system) or negative (i.e., the
problem moves to another location as road users move to new routes where
enforcement is not applied). Where it is not clear how the enforcement effort may
impact behavior, or where it is desired to try an innovative and untried method,
a pilot program is recommended.
Within this guide, where the application of enforcement programs is deemed
appropriate, it is often in support of some other strategy. Many times, that other strategy
is targeted at either a whole system or a specific location. In such cases, the description
for that strategy will suggest this possibility (in the exhibits, see the attribute area for
each strategy entitled "Associated Needs"). Since there are situations where enforcement
programs can be designed or enhanced specifically for work zones, there are strategies
that discuss this in detail.
· Strategies to Improve Emergency Medical and Trauma System Services--Treatment
of injured parties at highway crashes can have a significant impact on the level of
severity, survival rate, and length of time in which an individual spends treatment.
This is especially true when it comes to timely and appropriate treatment of severely
injured persons. Thus, a basic part of a highway safety infrastructure is a
comprehensive and well-based emergency care program. While the types of strategies
that are included here are often thought of as simply support services, they can be
critical to the success of a comprehensive highway safety program. Therefore, for this
emphasis area, an effort should be made to determine if improvements can be made
in how emergency medical services interact with work zones, especially for
programs that are focused upon location-specific (e.g., corridors) or area-specific
(e.g., rural areas) issues.
· Strategies Directed at Improving the Safety Management System--There should be a
sound organizational structure in place, as well as an infrastructure of laws, policies,
and so forth to monitor, control, direct, and administer a comprehensive approach to
highway safety. It is important that a comprehensive program not be limited to one
jurisdiction, such as a state DOT. Local agencies often have jurisdiction over a large
portion of the road system and are responsible for its related safety problems. They
know, better than others, what the problems are. As additional guides are completed
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