2020 Maryland Highway Safety Summit



-923925-112151400AcknowledgementsMaryland Highway Safety Office would like to acknowledge and thank the following safety stakeholders for their role in helping make the summit a success.Safety Summit Coordination and OrganizationMike Bible – Maryland Highway Safety OfficeNatisha Galloway – Maryland Highway Safety OfficeDebbie Jennings – Maryland Highway Safety OfficeJoyce Kragelka – Maryland Highway Safety OfficeGerry Oglesby – Maryland Motor Vehicle AdministrationEmphasis Area Chairs and Co-ChairsAggressive DrivingCaptain Michael Yetter – Howard County Police DepartmentMichael Bomgardner – Maryland Highway Safety OfficeErnie Lehr – Maryland Highway Safety Office, Regional Traffic Safety Program Distracted DrivingMajor Kevin Anderson – Maryland Transportation AuthorityChristina Utz – Maryland Highway Safety OfficeJulie Maione – Maryland Highway Safety Office, Regional Traffic Safety ProgramHighway InfrastructureBala Akundi – Baltimore Metropolitan Council John Concannon – State Highway AdministrationImpaired DrivingKurt Erickson – Washington Regional Alcohol ProgramJessica Lambertson – Maryland Highway Safety OfficeOccupant ProtectionCaptain Thomas Didone – Montgomery County Policy DepartmentChristina Utz – Maryland Highway Safety OfficeSusan Solo – Maryland Highway Safety Office, Regional Traffic Safety Program Pedestrian and BicyclistJeff Dunkel – Montgomery County Department of Public Works and Transportation Stacey (Tesch) Beckett – State Highway Administration, Office of Traffic and SafetyMike Sabol – Maryland Highway Safety OfficeSusan Solo – Maryland Highway Safety Office, Regional Traffic Safety Program Invited SpeakersDeborah Hersman – National Safety CouncilChristine Nizer – Motor Vehicle AdministrationJames Ports – Maryland Department of TransportationColonel William Pallozzi - Maryland State PoliceDr. Howard Haft – Maryland Department of Health and Mental HygieneDr. Kevin Seaman – Maryland Institute for EMS SystemsTom Gianni – Maryland Highway Safety Office Table of Contents TOC \o "1-2" \h \z \u Executive Summary PAGEREF _Toc451508529 \h 5About the Safety Summit PAGEREF _Toc451508530 \h 6Planning for the Safety Summit PAGEREF _Toc451508531 \h 6Opening Speakers PAGEREF _Toc451508532 \h 84 Es Leadership Presentations PAGEREF _Toc451508533 \h 8Keynote Speaker: National Safety Council PAGEREF _Toc451508534 \h 9SHSP Overview PAGEREF _Toc451508535 \h 10Emphasis Area Breakouts PAGEREF _Toc451508536 \h 11Aggressive Driving PAGEREF _Toc451508537 \h 12Distracted Driving PAGEREF _Toc451508538 \h 13Highway Infrastructure PAGEREF _Toc451508539 \h 14Impaired Driving PAGEREF _Toc451508540 \h 15Occupant Protection PAGEREF _Toc451508541 \h 17Pedestrian and Bicyclist PAGEREF _Toc451508542 \h 19Summit Feedback PAGEREF _Toc451508543 \h 20Lessons Learned PAGEREF _Toc451508544 \h 21Next Steps PAGEREF _Toc451508545 \h 21Appendix A – Attendee List PAGEREF _Toc451508546 \h 23Appendix B – Safety Summit Handout Package PAGEREF _Toc451508547 \h 24Appendix C – 2016 Summit Evaluation PAGEREF _Toc451508548 \h 25Appendix D - Presentations PAGEREF _Toc451508549 \h 28Executive SummaryMaryland’s Strategic Highway Safety Plan Summit, held on April 26, 2016 in Linthicum Heights, Maryland, brought together stakeholders with common goals to collaborate on improving roadway safety in Maryland. In addition to briefing participants on components of Maryland’s new 2016 to 2020 Strategic Highway Safety Plan (SHSP), the summit’s goals were to: Communicate Maryland’s fatal and serious injury crash types, severity, and frequencies;Promote the 2016 SHSP Emphasis Areas (EA) and encourage recruitment;Increase collaboration and establish new partnerships to enhance opportunities for safety improvement; andIdentify new ideas and approaches for overcoming SHSP implementation barriers.A majority of the Maryland’s SHSP Summit focused on introducing participants to the EAs and informing them of each EA’s strategies and action steps within the SHSP plan. The Summit encouraged participants to join one, or several, of the six Emphasis Areas: Aggressive Driving,Distracted Driving,Impaired Driving,Highway Infrastructure,Occupant Protection, andPedestrian and Bicyclist.The event also served as a tool to spread the word about Maryland’s SHSP, collaboratively discuss its strategies and action steps, and share the direction for each of the six emphasis areas. The approximately 170 attendees included members from each of the four Es (4Es) - engineering, education, enforcement, and emergency medical services - from State and local agencies and organizations. Participants shared information face-to-face, which provided an opportunity to:Exchange ideas and information about common challenges, emerging issues, best practices, and lessons learned;Make valuable peer contacts that will allow the 4Es to work more closely together and share ideas in the future;Engage the State’s leadership in the highway safety program;Identify current and new champions and recruit new stakeholders; andMotivate existing partners and re-energize efforts to reduce the number of fatal and serious injury crashes in Maryland. Ultimately, the summit’s activities served as another step to effectively implement Maryland’s SHSP. About the Safety SummitOn April 26, 2016, Maryland’s Highway Safety Office hosted a one-day safety summit at the Maritime Institute in Linthicum Heights, Maryland. Representatives across the four Es (4Es) - engineering, education, enforcement, and emergency medical services - came together to kick off implementation of the 2016 to 2020 Maryland Strategic Highway Safety Plan and discuss strategies and action steps to move Maryland towards zero deaths.The summit’s goal was to introduce partnering agencies to the 2016-2020 Strategic Highway Safety Plan, its six Emphasis Areas (EA), and each EA’s strategies and action steps. The summit also provided an opportunity for Maryland safety stakeholders to form new partnerships and collaborate on methods for carrying out the SHSP’s strategies and action steps. The summit began with presentations from leadership within Maryland’s State Highway Administration (SHA), Maryland Department of Transportation (MDOT), Maryland State Police, Motor Vehicle Administration (MVA), Department of Health and Mental Hygiene (DHMH), Maryland Institute for Emergency Medical Services Systems (MIEMSS), and the National Safety Council. Attendees were introduced to Maryland’s five-year data analysis trends and ongoing safety initiatives in each of the 4Es. After the presentations, attendees were encouraged to attend breakout sessions centered on the following emphasis areas: Aggressive Driving,Distracted Driving,Impaired Driving,Highway Infrastructure,Occupant Protection, andPedestrian and Bicyclist.Midway through the summit, leadership from the 4Es held a media event aimed at sharing Maryland’s highway safety challenges and strategies for improvement with the public. A complete agenda for the peer exchange is provided in Appendix B. Approximately 170 professionals attended the event, representing each of the 4Es. A full list of attendees from the event is available in Appendix A. By the end of the event, more than 30 new partners indicated that they were interested in becoming active in specific emphasis area teams.Planning for the Safety SummitThe Maryland Highway Safety Office (MHSO) designed the safety summit to engage practitioners and transportation personnel unfamiliar with the updated SHSP. Ideally, participants would range from SHSP Committee organization representatives, 4E partner organizations, and 4E representatives from each county in Maryland. To identify and invite this target audience, the planning committee engaged MHSO leadership, Regional Transportation Safety Program Managers, EA Team Chairs, and Executive Committee agency contacts. The planning committee also worked with the Emphasis Area Team Chairs to developed their afternoon EA presentations. Each presentation focused on the team’s fatality and serious injury objectives, SHSP strategies and action steps, and current action items. The presentations ended with instructions for how prospective members could join and contribute to emphasis area teams. To complete the above work and organize the event, the Planning Committee met regularly to progressively define and refine the logistics associated with the event, including: 35299656223000Identifying the summit’s objectives, agenda, and topics;Soliciting potential dates and venues;Defining the SHSP schedule, including peer exchange planning and SHSP development;Inviting speakers, facilitators, and participants.Coordinating invitational travel;Preparing and distributing a “Save the Date” notification, shown in on the right; Obtaining e-copies of presentations, Emphasis Area Fact Sheets (included in Appendix C), and supporting materials;Planning breakout sessions, including format and topics;Discussing logistics associated with registration, meals, handouts, room organization and set up, etc.;Developing and managing an online registration tool for the purposes of registration ease and tracking capabilities and maintaining the registration website;Developing a reception packet for attendees, including a folder with the agenda, note-taking pads, a layout of the location facilities, speaker bios, contact information for all attendees, an evaluation form, and supporting materials; andDeveloping, collecting, and analyzing evaluation forms that assessed the quality of speakers, facilitators, and the facility.Opening SpeakersChristine Nizer with the Maryland Motor Vehicle Administration kicked off the MD SHSP Summit by welcoming everyone to the Summit, reminding the audience of the purpose of the summit, and introducing the leadership speakers from each of the 4Es. These speaker’s presentations focused on the innovative safety initiatives each organization is currently pursuing to help Maryland towards zero deaths.Deborah Hersman with the National Safety Council followed these presentations as the keynote speaker. Finally, Tom Gianni with the Maryland Highway Safety Office ended the morning presentations by providing an overview of the SHSP Plan and encouraging the audience to attend the EA breakout sessions and signup for SHSP EA Teams. This section provides a brief summary of each speaker’s presentation.4Es Leadership PresentationsEngineering: Maryland Department of TransportationJames Ports, Maryland’s Deputy Secretary for Operations, welcomed everyone to Safety Summit and called the audience to action to reduce motor-vehicle related deaths to zero. To help this goal, Mr. Ports announced that Governor Hogan allocated an additional 2 billion dollars for the Department of Transportation to spend on improving safety. Mr. Ports ended his presentation by highlighting one of MDOT’s most recent creative safety solutions: providing texting pullout areas on highways and installing signs before of every rest area reminding drivers that texting can wait.Enforcement: Maryland State PoliceColonel William Pallozzi, Maryland’s Secretary of State Police, provided an overview of the issues law enforcement is facing with impaired, aggressive, distracted or speeding drivers and how his agency is working to reduce these crashes. One effort allocated one or two police officers from each jurisdiction to enact a campaign against distracted driving. During this campaign, police officers stopped over 40,000 drivers and issued over 30,000 citations. Another effort involved night patrols to reduce the number of drunk and drowsy drivers. Colonel Pallozzi finished has presentation by touching on aggressive and speed related crashes, and how law enforcement is trying to decrease them. Education: Maryland Department of Health and Mental HygieneDr. Howard Haft, Maryland’s Deputy Secretary of Public Health, discussed the role of education in traffic safety and the importance of informing and educating the public. In particular, he focused on child safety seats. Eighty percent of children are riding in the wrong type of safety seat. To combat this, his agency developed a child safety program called Kids in Safety Seats (KISS) targeted at educating the public. Dr. Howard speech also emphasized the need for improved pedestrian safety. EMS: Maryland Institute for EMS SystemsDr. Kevin Seaman, MIEMSS Executive Director, focused on the benefits of the new eMEDS system. The program looks at integrating hospital data with crash data and public health partner data. He also touched on other network-wide initiatives (e.g. CARES) that can help bring crash related data together in order to better understand the causes and impacts of crashes. Dr. Seaman finished his presentation by highlighting the link between EMS and safety, i.e., while the response time of EMS can determine if a person lives or dies, EMS responders are at greatest risk for injury. Thirty percent of riders in the back of ambulances were not wearing seatbelts in a fatal ambulance crash. There needs to be better education so that we reduce the number of EMS related fatalities and serious injuries.Keynote SpeakerDeborah Hersman, president and chief executive officer of the National Safety Council, provided an overview of the Council’s vision to eliminate preventable deaths in our lifetime, including motor-vehicle related deaths. Each one of these deaths is 100 percent preventable. We have seen in the past that nationwide changes in automobile engineering, enforcement, education, and emergency response have significantly decreased the number of deaths. In the 1970s, the national seatbelt campaign launched; it is estimated today that 87 percent of people buckle up nationally. In 2005, the NSC called for tougher teen driver laws; today, teen driver deaths are down 50 percent nationally. Even so, every day 100 people die in motor-vehicle crashes. Currently, unintended injury deaths are the 4th leading cause of death. Last year (2015), motor-vehicle fatalities increased by approximately 8 percent nationwide. Part of this may be attributed to the improving economy and increased automobile usage. When the economy is good, people drive more, and the number of crashes increases. However, VMT only increased by about 3 percent in 2015, which is not a large enough increase to account for the 8 percent increase in crashes. We need to do more to decrease motor-vehicle fatalities and serious injuries. We are at the same point that the aviation industry was in 2000, when they began sharing data from all flight data recorders. The improvements developed in response to this increase in data resulted in a drastic drop in aviation fatalities. We need to do the same for motor-vehicle crashes. Ms. Hersman called on all parties within the 4Es to continue to work together to eliminate preventable deaths and injuries. By working together, the 4Es can improve the understanding of why motor-vehicle crashes and fatalities occur and how to best prevent them.Ms. Hersman discussed the single change that could have the biggest impact on motor-vehicle related crashes in the next 10-20 years; that is, the integration of crash prevention technology into every vehicle. If the fleet has the four primary crash prevention technologies, NHTSA estimates that motor-vehicle fatalities could reduce by 10,000. Several auto manufactures have promised to integrate these technologies into all new vehicles in the next 5 to 10 years.SHSP OverviewTom Gianni, Chief of the Maryland Highway Safety Office, provided an overview of the SHSP and the safety summit. He covered the agenda and logistical items, and encouraged participants to actively participate in breakout sessions and to join an EA Team. EA teams are the main contributors to the development of the SHSP and are needed to ensure that the strategies and action steps within the SHSP are implemented. Mr. Gianni touched on each EA and some of their biggest trends and challenges. In 2015, Maryland saw the largest fatality increase in 35 years. Maryland has a 92 percent seatbelt compliance rate but 35-50 percent of fatalities still involve occupants not wearing a seatbelt. Maryland also has one of the highest pedestrian fatality rates nationwide, accounting for about 20 percent of all Maryland fatalities. This equates to approximately 100 crashes a year that result in a pedestrian fatality. Finally, most motorcycle crashes are single vehicle fatal crashes, where the motorcyclist is at fault. All these challenges and more are tackled by the SHSP’s EA teams.Mr. Gianni final slides emphasized that all agencies at all levels need to work together to save lives in order for Maryland to reach their goal of reducing fatalities and serious injuries by half by 2030.Emphasis Area BreakoutsAfter the opening speeches, the summit allocated time for three breakout periods, one before lunch and two in the afternoon. Each period, contained three EA breakout sessions. Participants could attend any of three breakout sessions during each breakout period. The session choices provided to participants are shown in REF _Ref450128154 \h Table 1. Table 1: Breakout Session StructurePeriod 1Period 2Period 3Aggressive DrivingOccupant ProtectionDistracted DrivingDistracted DrivingImpaired DrivingImpaired DrivingPedestrians and BicyclistsHighway InfrastructurePedestrians and BicyclistsThis section provides a summary of the presentation and discussion within each breakout session. Session style varied between EA. Some choose to use the entire session for presentation with little time for questions or comments, while others allowed more time at the end for discussion and feedback. The below summaries reflect these differences.Aggressive DrivingEA Team Chairs Captain Mike Yetter, of the Howard County Police Department, and Mike Bomgardner of the MDOT Highway Safety Office began the breakout session by discussing some of the challenges facing the Aggressive Driving EA including defining and identifying aggressive driving through citation and crash data.Afterwards, Sean Lynn and Alicia Shipley from the Washington College GIS Program summarized aggressive driving behavior data collected using both Maryland Automated Accident Reporting System (MAARS) and the Automated Crash Reporting System (ACRS). Specifically, Mr. Lynn and Ms. Shipley provided an overview of behaviors documented between 2011 and 2013 that could be attributed to aggressive driving crashes. Failure to Yield Right of Way, Too Fast for Conditions, and Following Too Closely were the three most common behaviors identified for aggressive driving crashes. The Washington College GIS Program team will continue to support data analysis efforts related to aggressive driving behavior.Next, co-chair Mike Bomgardner summarized the 2016-2020 SHSP Aggressive Driving EA strategies, identified the strategy leads, and described initial actions being pursued. Captain Yetter described how the EA Team will operate using quarterly in-person meetings to review and discuss strategy and action item progress. Strategy leads will be supported to completion of action items using temporary committees or individual volunteers.EA team liaison Brett Graves described his role in supporting operations of the EA Team, as well as tracking and reporting progress. One such activity includes developing a Progress Meter that will provide a visual depiction of progress made at both the strategy and action item level. Captain Yetter wrapped up the breakout session presentations by emphasizing that the EA Team is looking for dedicated EA Team members to participate and contribute to the team’s efforts to reduce aggressive driving related fatalities and serious injuries. Captain Yetter thanked all participants, and asked that they consider joining the EA Team.DiscussionThe group discussed various forms of aggressive driving and how it impacts other drivers.Participants discussed the need to gather and target drivers based on crash and injury data, specifically targeting various age groups. A participant recommended recruiting student drivers to join the EA team. This audience could be reached through either driver instruction training or student organizations directly.Lt. Michael Tagliaferri identified the need for law enforcement to be represented in development of Motor Vehicle Driver Training curriculum. Captain Yetter emphasized that this type of discussion is very useful and mimics the discussion that occurs at the EA meetings.Distracted DrivingThe Distracted Driving EA Chair Major Kevin Anderson, of the Maryland Transportation Authority Police, engaged the audience using common examples of distracted driving, including but not limited to cell phone use. Drivers are often engaging in distracted driving without recognizing it as dangerous behavior. The Distracted Driving EA Team performance objective reduces the five-year average of distracted driving related fatalities and serious injuries on all roads in Maryland from 232 to 140 fatalities and from 2,348 to 1,025 serious injuries or fewer by December 31, 2020. Major Anderson shared that there are three types of distractions: visual, manual, and cognitive, each of which can increase opportunity for crashes. Major Anderson emphasized that any of these distraction types can create issues for drivers, and that many of us engage in these activities on a daily basis, including law enforcement officers on patrol.Major Anderson reviewed each of the five existing strategies identified in the 2016-2020 SHSP Distracted Driving EA and provided an overview of their purpose and intent. Similar to other emphasis areas, the distracted driving strategies cover data, engineering, outreach/education, enforcement, and legislative. These broad strategies allow for flexibility and can be developed into action items over the five year period. For each strategy, Major Anderson discussed the current action items identified by the EA Team and shared any early progress information available.Major Anderson described the current make-up of the EA Team, and indicated how members are able to contribute to the EA Team’s progress during meetings. The next Distracted Driving EA Team meeting will take place on July 21, 2016. Those interested can join using the following link: . DiscussionParticipants discussed the need to better define everything that encompasses distracted driving—often only cell phone usage is considered distracted, but many activities such as tuning a radio or having a dog in the car can be a distracting. Increased education to all drivers on all types of distractions could help reduce other types of distractions.Participants discussed the use of social media to better get the message out to target audiences.Participants suggested distracted driving materials could be handed out at atypical events, such as during sobriety checkpoints.Highway Infrastructure The co-chairs of the Highway Infrastructure emphasis area, Bala Akundi and John Concannon, provided an overview of the emphasis area’s main goals, strategies, and action items. Run-off-the-road, intersection, and work zone crashes are the primary areas the EA team focuses on for improvement. Over the five-year period from 2009 – 2013, an average of 276 people died, and 2,169 were seriously injured, in crashes involving infrastructure-related issues. The team’s goal is to reduce these averages to 187 and 982, respectively, by 2020.Mr. Concannon highlighted the Highway Infrastructure EA team’s five strategies to meet this goal, followed by some of the key action items that the team hopes will have the greatest impact on reducing crashes, including:Developing an Intersection Safety Implementation Plan (ISIP) to systemically apply safety treatments at intersections,Annually reviewing and analyzing the top 10 statewide state-maintained safety corridors and identify break-out projects for those locations,Identify high risk curve segments on the state road network and apply appropriate countermeasures, including High Friction Surface Treatment (HFST), andIncrease the number of Virtual Weigh Stations (VWS).After the EA team overview, guest speaker Frank Julian presented on high friction surface treatment (HFST). The Highway Infrastructure EA Team believes this countermeasure will be one of the primary solutions for reducing fatalities on curves. During his presentation, Mr. Julian emphasized that HFST is not needed everywhere, but where it is needed, it is highly effective. Nationwide, 56 percent of all fatalities are roadway departure and 28 percent of these occur in horizontal curves, even though horizontal curves make up only about 5 percent of all roadway miles. HFST reduces run off road crashes, wet crashes, and ultimately keeps vehicles in their lane because it drastically increases the pavement’s friction. In Mr. Julian’s examples, HFST reduced wet crashes by up to 90 percent and total crashes by 87 percent on ramps and horizontal curves.DiscussionAll audience comments consisted of questions about HFST directly to Mr. Julian after his presentation. These were primarily logistical type questions including, HFST cost, lifespan, available funding, range of uses, and evaluation metrics.The audience had no questions or comments about the EA presentation given by Mr. Akundi and Mr. Concannon, or about the EA as a whole.Impaired Driving Kurt Erickson and Jessica Lambertson, co-chairs of the Impaired Driving EA Team, emphasized in both sessions the fact that impaired driving related fatalities and injuries are preventable. They noted that there are three main causes of fatal and injury crashes in Maryland – aggressive driving, impaired driving and occupant protection – and after years of significant decline, impaired driving crashes have plateaued at about 30 percent of all crashes in Maryland.Mr. Erickson then introduced the six strategies and supporting action steps. He noted that the first strategy concerning data quality involves working with all data sources (e.g., crash reporting, MVA, DHMH) to ensure accurate, uniform, complete and accessible data. He noted that having quality data is the key for quantifying the problem with impaired driving and verifying progress. Mr. Erickson noted that the second strategy emphasizes the importance of having law enforcement personnel conduct impaired driving enforcement. A key component of the strategy involves providing the enforcement community with education and outreach (e.g., providing law enforcement agencies and personnel with training in field sobriety testing) to increase awareness and consistency in the enforcement of existing laws. He also noted the importance of conducting high visibility enforcement actions such as the SPIDRE program.Dave Daggett and Jon Naylor discussed the next strategy concerning the improvement of the prosecution and adjudication of impaired driving cases in Maryland. They noted that a key element of this is judicial training in adjudicating DUI cases but that data did not yet exist to assess the effectiveness of the training. Next, Gray Barton discussed how technologies and best practices can be used to support impaired driving countermeasures. He is interested in expanding the Problem Solving Court program and a comprehensive study showing costs and benefits of existing DUI courts will be needed to support this expansion. The final presentations covered outreach and education, and strengthening of Maryland’s impaired driving enforcement statutes. Education and outreach should be used to transitioning the image of enforcement from “gotcha” to one of social norming – “have a beautiful ride home” – with the message that impaired driving is unacceptable, safe driving is honorable. Mr. Erickson then noted that there were a number of groups who have been active in supporting legislative initiatives in Maryland such as MADD, AAA, and WRAP. A key to gaining support for legislative initiatives is to demonstrate grass-roots, broad-based support for these changes and encouraged other stakeholder groups to express their support.DiscussionParticipants noted that there is a problem in Maryland with impaired pedestrians and bicyclists at vacation venues, such as Ocean City. Participants noted that there is no follow up with drivers who lose their license due to a DUI conviction. The co-chairs emphasized the need for continued support from stakeholder groups. They noted that there are a number of groups who have shown strong support for enhancing DUI enforcement but that additional help and support is both needed and welcomed.Occupant Protection The Occupant Protection EA Team Co-chair Captain Thomas Didone, of the Montgomery County Police, opened the session by stating that the only way to achieve the goal of zero deaths is to achieve 100 percent compliance in passengers’ use of front and rear seat belts. There are several areas in seat belt compliance that continue to present an challenge. NHTSA studies have shown that seat belt use at night is 20 percent lower than any other time of the day. At the same time, nighttime enforcement is also the most difficult time of day to conduct seat belt enforcement. Further, rear seat belt enforcement is a secondary offense while front seat belt enforcement is a primary offense. The key to overcoming these obstacles is through education and outreach. Seat belts are a proven technology that work after the driver has made a mistake and that seat belts are designed to work in conjunction with, not instead of airbags.After this opening introduction, Mr. Didone reviewed the four strategies and supporting action steps developed by the Occupant Protection EA team. The first strategy focused on data collection. Law enforcement agencies are moving to a data-driven approach for traffic enforcement. Effective seat belt enforcement will require data from DHMH, Maryland judiciary (case dispositions), and MVA (suspensions and revocations) to better quantify the problem and target enforcement actions. Mr. Didone then noted that May is “click it or ticket” month and that high visibility enforcement needs to be supported by education and outreach. A key to success for enhancing enforcement is to think of innovative strategies that would motivate enforcement activities. An example of this type of strategy was a seat belt survey methodology designed by Montgomery County that can be used to identify locations and environments where officers will find a higher incidence of violators. Mr. Didone would like to see other enforcement agencies use the tool.Next, Mr. Didone highlighted the need to convince adults and parents to ensure passengers, in particular children, are buckled in. Outreach and education also needs to be bi-lingual in English and Spanish and designed to address cultural differences about the importance of using occupant restraints. The final strategy Captain Didone discussed was legislation. A key loophole in Maryland law is that it does not mandate middle front seat belt use for vehicles where three passengers may sit in the front seat. A bill closing this loophole was not enacted by the Maryland General Assembly during the 2016 legislative session. A key to obtaining enactment of key legislation is to show elected officials that there is strong grass-roots support for such issues, including making all seat belt enforcement a primary offense.DiscussionCaptain Didone and Susan Solo, the acting co-chair from MHSO, both emphasized the need for additional volunteers to help implement the strategies and action steps.Participants discussed how to identify innovative ways to reach out to the immigrant community. One idea mentioned was to host an annual health fair for immigrant populations in Frederick County. The fair would serve as a venue for seat belt education and outreach.Participants also discussed differences between urban and rural seat belt use. Seat belt use is lower in rural areas in part because of lower traffic volumes. The participants discussed the importance of education and outreach to help improve seat belt use in rural areas.Pedestrian and Bicyclist Co-chairs Jeff Dunckel and Mike Sabol, and Data Coordinator Cindy Burch introduced the rationale for the Pedestrian/Bike EA team, highlighting the fact that pedestrian and bike fatalities represent 20 percent of the statewide total of traffic deaths. This is more than aggressive driving or lack of occupant restraint. It is notable that the most urbanized jurisdictions in the state exhibit a higher percentage of serious crashes and fatalities involving pedestrians and cyclists than do the rest of the state. The potential to reduce crashes involving pedestrians and cyclists is demonstrated by the progress made in Montgomery County, where pedestrian fatalities have been reduced by 38 percent over five years, first through a pedestrian-oriented safety enforcement program and later through a "crosswalk sting" program targeting drivers who do not yield.The co-chairs outlined how the EA team's overarching strategy will be to focus on data collection and interpretation. Better data will allow Maryland to target actions where they will have the greatest effect. In contrast to other areas of roadway safety, there is a lot of uncertainty concerning the causes of pedestrian/bicycle crashes. To draw an analogy to Deborah Hersman's keynote address, we are at the same point that the aviation industry was in around 2000 when they began sharing data from all flight data recorders. One example of the need for more complete data analysis is the question of fault in accidents involving pedestrians and automobiles. Statewide, drivers are more likely to be at fault in these accidents, yet pedestrians are more likely to be at fault in serious or fatal accidents. The implications of this difference are not known, because the data is incomplete. Another area where better data is needed is the role that pedestrian visibility plays in accidents. Information on the type/visibility of clothing worn by the pedestrian is missing from half or more of accident reports. The EA team's set of strategies and action items were outlined, and the co-chairs appealed for volunteers for some of the strategies that currently do not have an assigned lead. DiscussionProviding maps of high-crash locations (one of the EA team's action items) is now a federal requirement of states. SHA will be providing maps in late 2016.Each agency needs to develop a "landing spot" for crash data to be distributed by the Maryland State Police. Montgomery County has pioneered a "data-back" application that could potentially be utilized by other jurisdictions.A preponderance of mid-block crashes explain higher incidence of pedestrian fault in serious/fatal crashes.Is there data on the incidence of alcohol as a contributory factor in serious accidents involving pedestrians?High-crash locations tend to change from year to year, while most prevalent contributing factors tend to stay the same.Summit FeedbackAt the end of the Summit, participants were asked to fill out an evaluation form (a copy of which is located in Appendix B). Thirty-six participants responded to the survey. A comprehensive summary of results is located in Appendix C. Below are conclusions drawn from their feedback.Nearly all responders indicated that sufficient information was provided during the summit to allow participants to join and support an EA Team.Responders’ most beneficial experiences during the Summit ranged from Food, to Understanding the SHSP, to Distracted Driving, to Networking. Everyone’s response was different. A full list of responses can be found in Appendix C.Responders’ least beneficial experiences during the Summit ranged from None, to Too many opening presentations, to Press event, to Too many long breaks. A full list of responses can be found in Appendix C.Six responders indicated their desire for the summit to have lasted a second day and to have attended more sessions.All responders are interested in attending a future highway safety summit.Responders provided a range of potential topic ideas for future summits. Many are interested in a summit focused on emerging engineering technologies and trends. A full list of responses can be found in Appendix C.Responders were asked to rank the below items on a scale from one (Did not meet expectations) to five (Exceeded expectations). The tables below summarize the average rating for each item.General ExperienceAvg. RatingBreakout SessionAvg. RatingOverall Experience4.3Aggressive Driving4.1Geographic Location4.6Distracted Driving4.6Quality of Facility4.7Impaired Driving4.5Duration of Summit 4.4Occupant Protection 4.5Follow-up After the Summit4.3Highway Infrastructure4.4Pedestrians and Bicyclist4.2Lessons Learned By reflecting on the planning process, safety summit outcomes, and participant evaluations, the Planning Committee determined several additional strategies and actions that could improve future summits.Reduce opening presentations and focus summit on group collaboration and learning about the EAs.Minimize break time transitions to allow for longer breakout sessions with more discussion.Consider incorporating four breakout session time slots so that participants can attend more EA breakout sessions. Each EA breakout session should be offered at least twice.Provide a firmer structure for each breakout session. Structures varied between “all presentations” to “mostly discussion”. Participants feel like they get the most out of these sessions when the session contains:An intro presentation (about 20-30 minutes), that sets the tone of the breakout and conveys important information. Each EA team should ensure the chosen speaker is engaging. This may not be the chair or co-chair of the EA team. Allow EA teams the option to bring in a speaker to perform the intro presentation.Time to collaborate and brainstorm solutions as well as gain perspective from the other EA teams (30-40 min). SWOT analysis (Strength, Weakness, Opportunities, Threats) is a useful tool for brainstorming solutions. Participants are more likely to join an EA team if they feel they have been given the opportunity to contribute.Approximately 15 percent of participants that RSVP’d did not attend. The registration process should include a verification email from the registration system, with several reminders and updates distributed to registrants via email. The Planning Committee should also consider expanding the invitee list to a larger audience in order to obtain desired attendance numbers.Allow each stakeholder agency to identify staff to be invited. The Planning Committee should specifying target attendance number and recommended audience characteristics. Next Steps Although consensus suggests the safety summit met its objectives and brought awareness and support for the SHSP, there is much to prepare for the next summit. Since the next summit will be focused on gaining local involvement and feedback, the summit planning process will vary a little from that used for this summit. Suggested next steps for planning the local summit include the following steps.Engage and refine target audience throughout the year.Engage EA chairs early in planning summit.Continue shifting summit focus towards local agency participants.Document successful action items and those that are not effective or need revision throughout the year.Engage agencies early and designate stakeholder contacts who will be responsible for identifying their agency’s representatives and distributing invitations.Add features, including registration confirmation and reminders, to registration website.Appendix A – Attendee ListLast First Organization AdeolaRuthTrauma NetAkundi Bala Baltimore Metropolitan Council AndersonMarkAssistant State's Attorney'sAndersonMaj. KevinMaryland Transportation AuthorityArmingtonChaseQueen Anne's County Sherrif's OfficeBahouthJanetImpact ResearchBaileyMarianneJohns Hopkins UniversityBaileyErinState FarmBakerElizabethNational Highway Traffic Safety AdminBakerDallasMaryland SHA District 1Baker Felecia State Highway AdministrationBartonR. GrayMaryland Judicial Training CenterBasta Henry Harford County DPW Traffic & Transportation Planning BeckettStaceyMaryland Highway Safety OfficeBibleMikeMaryland Highway Safety OfficeBiddle Samantha Baltimore Metro BishopKarenMaryland Highway Safety OfficeBombgardnerMichaelMaryland Highway Safety OfficeBoyd Nancy Families Plus, Inc.BrannonDanielSADD, The Impact SocietyBrownJimDepartment of Health and Mental HygieneBrown Kevin State Highway AdministrationBurchCindyMaryland Study CenterCampbellRobyn advocate Campbell Troy (unsure)SHACardenutoRalphMilitary AberdeenCarski Gregory Baltimore County CheungJosephFHWAClarkJackieLeidos Contract SupportClarke Jimmie DPW - Roads DivisionColantunoPaul Frederick County Sheriff's Office ConcannonJohnState Highway AdministrationCortes Mike Baltimore County CurrentJJTrauma NetCurrieAdamMontgomery County PoliceCutterRandyAllegany County Sheriffs OfficeDaggettDaveState's Attorney's AssociationD'AgostinoCandyCalvert Alliance Against Substance AbuseDantzlerJoyceDepartment of Health and Mental HygieneDean JasonCalvert County Sheriff's OfficeDewsLeslieMaryland Motor Vehicle AdministrationDieterMarieTrauma NetDoolin Caitlin Baltimore City Department of Transportation DorseyLeslieAARPDousa William Hartford County Volunteer Fire and EMS Association DunckelJeffPedestrianDurhamJohn Montgomery County Police ElzeySuzanneCruiseSafeEricksonKurtWashington Regional Alcohol ProgramFarrellMichaelMetro Washington Council of GovernmentsFlowers Lisa Delaware Office of Highway SafetyGainer Patricia MIEMSSSGalgan Lauren Maryland State Police Galloway NatishaMaryland Highway Safety OfficeGianniTomMaryland Highway Safety OfficeGiese Reynold Maryland Transportation Authority Police GlotfeltyRodneyGarrett County EducationGossage Stephen Baltimore County PDGrabus Gregory Department of the Army Grasso Natalie Motor Vehicle AdministrationGravesBrettLeidos Contract SupportGroegerJohnSaint Mary's County EngineeringGrossRhondalynBaltimore County EducationGulvasJoaneCharles County EducationHaddonPatriciaCalvert CountyHaftHowardDepartment of Health and Mental HygieneHamiltonJamesWorcester County EMSHarmonMary MHSOHarnerLt. ScottOcean City Police DeptHarryPretam Maryland Motor Vehicle AdministrationHartlineJohnTri County Coucil for Southern MarylandHersmanDeborahNational Transportation Safety BoardHiggens David Charles County EMS Hines Michelle ?HollandWadeMontgomery County GovernmentHorsleyJeffMaryland Motor Vehicle AdministrationHurwitz Gladys Baltimore City Department of Transportation IanniJayPrince George's County Police DepartmentJaquetteJoanCalvert County DPWJeffersBreckFederal Highway AdministrationJeihaniMansourehMorgan State UniversityJenningsDebbieMaryland Highway Safety OfficeJewellScottFrederick County EnforcementJohnsonGregState Highway AdministrationJohnson RhashadMaryland Motor Vehicle AdministrationJonesGregoryFrederick County EngineeringJonesJerryMaryland Transportation AuthorityJulianFrankFHWAKelleherLynneMaryland Judicial Training CenterKernsTimothyMaryland Study CenterKleinDougHarford County Gov'tKuhnErin State Highway Administration- District 4LambertsonJessicaMaryland Highway Safety OfficeLavertyBrianLeidos Contract SupportLehrErnieMaryland Highway Safety OfficeLeoneRayAnne Arundel EducationLord-AttivorRene'Prince George's County DPW&TLynch Larry Worcester County DPW- Roads Division Lynn Sean Washington CollegeMadarasDaveNational Safety CouncilMaioneJulieMaryland Highway Safety OfficeMalloyLaurenTrauma NetMarkley LKiesha State Highway AdministrationMazzaraKatePG County MarylandMcAlister Karyn Prince George's County McBainDavidMontgomery County PD Meil Mark Office of the Sheriff, Queen Anne's county Miller Kenneth Charles County Department Emergency Services Mitra Sushmita State Highway AdministrationMookherjeeAnyesha Maryland SHA District 3MorelandDawnTrauma NetMorlan Chris Frederick County Division of Fire & Rescue Services Morris Harold USAFMosley TakyiaFamily Services, Inc.MowbrayDougMaryland Highway Safety OfficeMukaiRoxanneMaryland Transportation AuthorityMyrick Benjamin ?NaffBillNational Highway Traffic Safety AdminNaylorJonathonState's Attorney's AssociationNebre Kristoffer Baltimore County NemaniVenuMaryland SHA District 3NewJohnMaryland Institue for EMS ServicesNizerChristineMotor Vehicle AdministrationNorman RichardMaryland Motor Vehicle AdministrationOwensNickLeidos Contract SupportPallozziCol. WilliamMaryland State PolicePedroariasSandraLeidos Contract SupportPhillips RobertMaryland State PolicePortsJamesMaryland Department of Transportation - Secretary's OfficePuffenbargerLIndaState Highway AdministrationRappaportAndyAssistant State's Attorney'sReedRobertCumberland Police DepartmentRobisonDove Prince George's County Police Rose MichaelPrince George's County Police Department Ruane Michael Mongomery County Police DepartmentRutzebeck Sharon Maryland Motor Vehicle AdministrationSabolMikeMaryland Highway Safety OfficeSatchellLt. Col AnthonyMaryland State PoliceSchermannJonNational Capitol Region TPBSchiekeNanetteMaryland Motor Vehicle AdministrationSchismenosLt. DanielMilitary Ft. MeadeSchreierEdWorcester County EnforcementSeamanKevinMaryland Institue for EMS ServicesShenRichardFrederick County EngineeringShen Yau-MinFrederick County DPW Shin Hyeon-ShicMorgan State UniversityShipley Alicia Washington College GIS Smart Michael Maryland State PoliceSmootBettyBaltimore City EngineeringSoloSuzyMaryland Highway Safety OfficeSpicknallLisaMADDStratmeyerJeffreyHarford County EngineeringSultanNasim Maryland Motor Vehicle AdministrationTabacek Eric SHP TagliaferriMichaelMaryland State PoliceTaylor-Newton Linda Baltimore City DOTTerry Jane National Safety Council Tian Jialin SHA - OOTSTownsend IIJohnAAA Mid-Atlantic TriquerosMarcoMaryland Council of GovernmentsTurnerNakishaMaryland Highway Safety OfficeValezHectorPrince Georges County EnforcementWade Bill FHWA-MD Division WardCedricState Highway AdministrationWeissburgVicPrince Georges EngineeringWentzJeffreyMaryland SHA District 2WhiteheadTerri Maryland Motor Vehicle AdministrationWilliamsIdaMaryland State PoliceWilliams-Jenings TiffanyPG County Planning Department, M-NCPPCWilsonWoodlandBaltimore County EnforcementWilson ScarlettAARP Driver Safety/Smart Driver Program WolfordJohnState Highway AdministrationYetterCap. MikeHoward County EnforcementAppendix B – Safety Summit Handout PackageAppendix C – 2016 Summit EvaluationDisciplineEngineering - 13Enforcement - 11 Education - 1EMS - 3Other – 8Roles in the MD SHSPBike/Ped Team Member (3)Strategy Lead/ PartnerCreation of a Local SHSPTraffic and Transportation PlanningTraffic DivisionIntersection SafetyLeader of Traffic ControlParticipant in EA TeamsI’m on the Journey and an AdvocateCo-Chair Infrastructure EA TeamOccupant Protection/Pedestrian SafetyAmbulance SafetyServe on Local TRCCImplementation TeamOversee Traffic Enforcement (Operation Supervisor)Oversee GrantsIntroduced to the SHSP and determining my roleReviewerTraffic Incident ManagementAggressive Driving EA TeamProsecutor and AdjudicationAgency CoordinatorTraffic/Reconstruction SupervisorEmphasis Area Team MemberTrauma Center/Injury Prevention (2)Baltimore City DOTEducationHealthcare ProviderJoin and Support an EA TeamYes - 32No – 1Blank – 3Rate the following:12345Overall Experience0022113Geographic Location0021025Quality of Facility002727Duration of Summit 0131418Follow-up after the summit0041713Breakout Sessions12345Aggressive011105Distracted001916Impaired00249Occupant Protection 00033Highway Infrastructure00188Pedestrians and Bicyclist003117Most BeneficialInformative and usefulUnderstanding of the SHSP (3)Strategies and Action Plans (2)Depth of initiatives(2)Tends and explanation of goalsConnecting with others and inspiring to do moreBreakout sessions were excellent (2)Networking (6)Distracted and Infrastructure SessionsAbility to join an EA TeamPerspective of professionals outside my discipline areaResourcesLearn what EA Teams are doingImpaired Driving SessionAggressive and Distracted Driving SessionsStats and Training objectivesCrash dataFood TSRPSSpeakers(2)Fraction Surface treatmentsDistracted DrivingLeast BeneficialNonePress EventFewer breaksToo many high level presentations at the beginningAdd a second day (4)Some information was confusingNot able to attend all the sessionsCondensed into a half dayAggressive Driving – no strategies and very old dataSpeakers/Mics buzzingToo Much in too little of a timeDistracted DrivingRepeated informationFuture Highway Safety SummitYes – 36 No – 0Topics for future SummitEmerging Engineering trendsProposed laws and enforcement actionsHow to get promotional and educational materialsHear about coordination with othersWould have like to been able to attend all the sessionsCutting edge strategiesLearn from other statesMore discussion timeStreamline resources to access data for crash analysisNew Technologies in traffic (2)Presentation of car technologies and their limitations(2)Affected behavior and decisions / where the ability lies and whether its situationalEMS, Traffic and signalsMore DataHandoutsCommercial Vehicles crashes/enforcementSpecific crashes, tragedies and how they could have been avoidedEquipment availableGuardrail installation for end treatmentsNext Action StepsAppendix D - Presentations ................
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