Citation

Strate HE. Transp. Res. Rec. 1981; 808: 1-9.

Copyright

(Copyright © 1981, Transportation Research Board, National Research Council, National Academy of Sciences USA, Publisher SAGE Publishing)

DOI

unavailable

PMID

unavailable

Abstract

Among transportation modes, approaches to safety improvement are significantly different because vehicle and facility design and the driver or operator control functions are unique to each mode. The highway-automobile mode represents the lowest level of operational and design control of any mode, and results in lower levels of driver or operator performance. This factor and the growing degree of legal liability make an organized systematic approach to enhancing highway safety imperative. These dual requirements underline the need for an empirically based highway safety program that has the capability of gauging system operation through monitoring of actual accident experience and analysis of physical evidence. A comprehensive highway transportation safety program must achieve maximum use from available funds and respond to certain minimum standards of safe design and operation. An effective safety-improvement program at the state or metropolitan level involves processes of data collection, data analysis, engineering studies, formulation of project priorities, implementation, and postimplementation evaluation. Street surveillance and control-device management involve organized review, monitoring, and follow-up of corrective measures. The emphasis in both programs is to create (a) a single point of responsibility, (b) a permanent documented record, and (c) special recognition of conditions of citizen complaints or review findings. Each jurisidiction that maintains authority over highway operations must take aggressive positive action to coordinate and implement safety-improvement programs. Although no program can be implemented instantaneously, a definitive agenda must be established that will result in establishment of procedures as quickly as possible.