HomeMy WebLinkAbout13 - Transportation Plans - Bozeman Community Transportation Safety Plan
April 12, 2013 www.camsys.com
Bozeman Community Transportation Safety Plan
prepared for
City of Bozeman
prepared by
Cambridge Systematics, Inc.
draft
report
final report
Bozeman Community
Transportation Safety Plan
prepared for
City of Bozeman
prepared by
Cambridge Systematics, Inc.
115 South LaSalle Street, Suite 2200
Chicago, IL 60603
date
July 2013
Bozeman Community Transportation Safety Plan
Cambridge Systematics, Inc. i
8778.030
Table of Contents
Executive Summary .................................................................................................. ES-1
1.0 Relationship of Community Transportation Safety Plan to Montana
Comprehensive Highway Safety Plan ............................................................ 1-1
2.0 Transportation Safety Problem Overview ..................................................... 2-1
3.0 Methodology ........................................................................................................ 3-1
3.1 Planning Process ......................................................................................... 3-2
3.2 Safety Plan Goal .......................................................................................... 3-6
3.3 Emphasis Areas ........................................................................................... 3-7
3.4 Safety Strategies Approach ..................................................................... 3-10
3.5 Transportation Safety Summit ................................................................ 3-10
3.6 Emphasis Area Teams .............................................................................. 3-11
4.0 Emphasis Area Strategies .................................................................................. 4-1
4.1 Strategy Definitions .................................................................................... 4-1
4.2 Inattentive Driving ..................................................................................... 4-2
4.3 Occupant Protection ................................................................................. 4-10
4.4 Bicycle and Pedestrian Crashes .............................................................. 4-24
5.0 Implementation ................................................................................................... 5-1
5.1 Transportation Safety Advisory Committee Role .................................. 5-2
5.2 Progress Reporting ..................................................................................... 5-3
Appendix A - TSAC Membership ........................................................................... A-1
Appendix B - Safety Summit Participants ............................................................. B-1
Appendix C - Safety Resources ................................................................................ C-1
Appendix D - Glossary .............................................................................................. D-1
Appendix E - CTSP Annual Reporting Template ................................................. E-1
Bozeman Community Transportation Safety Plan
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List of Tables
Table E.1 Bozeman Community Transportation Safety Plan Strategies ....... ES-2
Table 1.1 Statewide Urban vs. Rural Crashes ....................................................... 1-1
Table 3.1 Objectives for Key Planning Meetings .................................................. 3-5
Table 3.2 Annual Bozeman Traffic Fatalities and Injuries .................................. 3-6
Table 4.1 Bozeman Inattentive Injury Crashes by Roadway Classification,
2007-2011 ................................................................................................... 4-3
Table 4.2 Bozeman Inattentive Drivers by Age, 2007-2011 ................................. 4-4
Table 4.3 Bozeman Unbelted Injuries by Age, 2007-2011 .................................. 4-10
Table 4.4 Bozeman Unbelted Injuries by Gender, 2007 - 2011 .......................... 4-12
Table 4.5 Bozeman Bicycle Crashes by Relationship to Junction, 2007-
2011 .......................................................................................................... 4-25
Table 4.6 Bozeman Bicycle Crashes by Bikeway, 2007 - 2011 ........................... 4-26
Table 4.7 Bozeman Bicyclist Crashes by Age of Bicyclist, 2007-2011 .............. 4-26
Table 4.8 Pedestrian Crashes by Relationship to Junction, 2007-2011 ............. 4-28
Table 4.9 Bozeman Pedestrian Crashes by Light Condition, 2007-2011 ......... 4-28
Bozeman Community Transportation Safety Plan
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List of Figures
Figure 2.1 Bozeman Crash Injuries by Severity, 2009-2011 .................................. 2-1
Figure 3.1 The Four Es of Safety ............................................................................... 3-2
Figure 3.2 CTSP Planning Process ............................................................................ 3-3
Figure 3.3 Potential Safety Emphasis Areas – Fatal and Incapacitating
Injury Crashes in Bozeman ..................................................................... 3-8
Figure 3.4 Potential Safety Emphasis Areas – All Crashes in Bozeman ............. 3-9
Figure 4.1 Bozeman Inattentive Injury Crashes by Roadway Classification,
2007-2011 ................................................................................................... 4-3
Figure 4.2 Bozeman Inattentive Drivers by Age, 2007-2011 ................................. 4-4
Figure 4.3 Bozeman Unbelted Severe Injuries by Age Group, 2007-2011 ........ 4-11
Figure 4.4 Bozeman Unbelted Nonsevere Injuries by Age Group, 2007-
2011 .......................................................................................................... 4-11
Figure 4.5 Bozeman Severe Injuries by Gender, 2007-2011 ................................ 4-12
Figure 4.6 Bozeman Nonsevere Injuries by Gender, 2007-2011 ......................... 4-13
Figure 4.7 Bozeman Bicycle Crashes by Relationship to Junction, 2007-
2011 .......................................................................................................... 4-25
Figure 4.8 Bozeman Bicycle Crashes by Age of Bicyclist, 2007-2011 ................. 4-27
Figure 4.9 Bozeman Pedestrian Crashes by Light Condition, 2007-2011 ......... 4-29
Figure 5.1 TSAC Team Structure for Implementation .......................................... 5-2
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Executive Summary
Montana’s Comprehensive Highway Safety Plan (CHSP), identifies urban area
crashes as one of twelve Emphasis Areas. As a primarily rural state, the majority
of Montana’s fatal and incapacitating injury crashes (severe crashes) occur in
rural areas. However, given higher population densities, the majority of all
crashes occur in urban areas. Therefore, the Montana Department of
Transportation (MDT) established a program through which individual
communities could apply for assistance for the development of a Community
Transportation Safety Plan (CTSP) to address transportation safety needs within
their community. The City of Bozeman applied for and received assistance to
develop its own safety plan through this program, which included crash data
provided by MDT, and consultant support to facilitate planning meetings and
develop materials. The process is data driven and led by community members.
The Problem: In Bozeman, over the past three years (2009-2011) an average of
one person dies annually and six people suffer incapacitating injuries resulting
from traffic crashes. In addition, each year more than 200 people suffer less
severe injuries in traffic crashes. The toll on Bozeman is significant in terms of
suffering and economic loss.
The Approach: In the fall of 2012, Bozeman began working to reduce the
number of severe injury crashes in the urban area through the development of a
Community Transportation Safety Plan. A Transportation Safety Advisory
Committee (TSAC) was established to lead the effort, drawing upon stakeholders
in the community with expertise in the 4 E’s of transportation safety: education,
enforcement, emergency response, and engineering. Among the first
accomplishments of the TSAC was to set an overall goal for the CTSP of reducing
traffic fatalities and injuries by 25 percent between 2013 and 2018. This means a
reduction from a three year average of 213 fatalities and injuries to an average of
160 fatalities and injuries. The committee reviewed Bozeman crash data from
MDT’s Safety Management System to help identify the most significant safety
issues in Bozeman. Based on the crash data analysis and community input, the
TSAC identified three top areas for focus to reduce fatal and incapacitating
crashes in Bozeman: inattentive driving crashes, lack of occupant protection
usage, and, bicycle and pedestrian crashes. Therefore, the focus of the plan
would be on strategies that could reduce severe injury crashes with these
contributing circumstances.
A key event in the planning process was convening a Bozeman Community
Transportation Safety Summit, which was held in Bozeman on March 20, 2013.
At this event 27 stakeholders from Bozeman came together for a focused
discussion of safety strategies to reduce inattentive driving, increase occupant
protection, and reduce bicycle and pedestrian crashes that could work in the
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community, based on both national experience and local stakeholder input.
These strategies shown in Table E.1 form the basis of the plan.
Table E.1 Bozeman Community Transportation Safety Plan
Strategies
Bozeman Community Transportation Safety Plan Strategies
Inattentive Driving Crashes
1. Publicize the risks of distracted driving and conduct enforcement of distracted
driving, including electronic handheld device use while driving.
2. Conduct ongoing public education and outreach about safe driving
protocols/skills and retraining opportunities.
Seat belts/Occupant Protection Use
1. Promote seat belt use, through broadened membership partners and
increase activity of the Greater Gallatin Safety Coalition.
2. Conduct targeted youth outreach to increase seat belt use.
3. Conduct outreach to Montana State University students on the importance of
wearing seat belts in vehicles.
4. Conduct general media outreach on the importance of seat belt use focusing
on demographic groups with high rates of non-use. Complement outreach with
targeted enforcement.
5. Collaborate with judges to ensure the judicial process is supportive of
increased enforcement of seat belt non-use.
6. Enact a local ordinance making non-use of a seat belt a primary offense in
Bozeman.
7. Conduct increased outreach about the need for vehicle passengers ages 4 to
9 to use booster seats.
Bicycle and Pedestrian Crashes
1. Increase bicycle and pedestrian infrastructure in Bozeman, including bicycle
lanes, sidewalks, signage and pavement markings.
2. Reduce impaired bicycling and walking.
3. Increase reporting of bicycle and pedestrian crashes.
4. Conduct public education about safe operating procedure between bicyclists
and pedestrians and vehicles.
5. Increase enforcement of safe behaviors by both drivers around bicyclists and
pedestrians and by bicyclist and pedestrians as they enter into the
transportation mix.
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The most important part of the plan will be implementation. No reduction in
crashes will occur without additional effort focused on putting new strategies
into place. Therefore, the safety strategies in the plan are accompanied by
guidance on their implementation, including action steps, stakeholder groups
involved, leaders, and resources.
Many of the strategies involve little or no cost, and can be initiated quickly,
building on the momentum generated through development of the plan. New
conversations are occurring, and new partnerships are being formed around
safety, which will reduce crashes and improve the quality of life in Bozeman.
This community transportation safety plan is designed to be a living document
that can be adapted and updated by the community in five years as progress is
made. MDT will continue to work with City of Bozeman to provide crash data
and assist the community to monitor progress toward its goal of reducing
crashes in Bozeman. Each year the City of Bozeman will report to MDT on the
progress overall of the Emphasis Areas.
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1.0 Relationship of Community
Transportation Safety Plan to
Montana Comprehensive
Highway Safety Plan
In September 2006, MDT, in partnership with multiple agencies and
stakeholders, completed Montana’s Comprehensive Highway Safety Plan
(CHSP). Since then, MDT has been actively supporting the implementation of
strategies aimed at addressing the twelve CHSP Emphasis Areas. Urban area
crashes were identified as one of these areas. Based on input from the CHSP
Committee and MDT, it was determined that urban area crashes are most
appropriately addressed at a local level, enabling individual communities to
focus on their particular issues and needs and take responsibility for
implementing the strategies that would benefit their community.
Urban Area Crashes represent a unique issue in the State of Montana. As a
primarily rural state, the majority of the Montana’s fatal and serious injury
crashes occur in rural areas. However, given higher population densities, the
majority of all crashes occur in urban areas. Furthermore, urban fatal crashes
continue to represent an average of over 10 percent of Montana’s fatal crashes
over the past ten years as shown in Table 1.1. In 2011, urban fatal crashes
represented more than 18 percent of Montana’s total fatal crashes.
Table 1.1 Statewide Urban vs. Rural Crashes
Statewide Urban vs. Rural Crashes
Year
Fatal
Crashes
Rural Fatal
Crashes
Urban Fatal
Crashes
Percent
Rural
Percent
Urban
2002 232 209 23 90.1% 9.9%
2003 239 214 25 89.5% 10.5%
2004 209 184 25 88.0% 12.0%
2005 224 194 30 86.6% 13.4%
2006 226 204 22 90.3% 9.7%
2007 249 230 19 92.4% 7.6%
2008 208 175 33 84.1% 15.9%
2009 198 180 18 90.9% 9.1%
2010 161 139 22 86.3% 13.7%
2011 187 152 35 81.3% 18.7%
Source: MDT – Safety Management System
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Given these statistics and the State’s commitment to comprehensively address
all aspects of transportation safety, MDT established a program through which
individual communities could request technical and financial support to
develop a Community Transportation Safety Plan (CTSP). To participate in
this program, individual communities submit a written request expressing
their interest in developing a safety plan, a problem statement of perceived
safety issues, and letters of community support. Communities must also
identify a local point of contact responsible for coordinating development,
implementation, and tracking progress of strategies identified in the plan.
Similar to the Comprehensive Highway Safety Plan (CHSP), these community
level transportation safety plans must be comprehensive, coordinated, data-
driven and identify safety issues within the community.
Technical and financial support is provided by MDT to assist the community
in identifying community safety issues, setting a goal, developing an inventory
of existing efforts, identifying new strategies to implement, and developing a
safety plan and implementation schedule. The CTSP emerging from this effort
then provides direction for the community to improve transportation safety at
the local level. The CTSP documents the data-driven process undertaken to
determine the most significant safety issues in the community and an action
plan to address them.
The general approach to develop a community transportation safety plan is to
use the same methodology as for the State’s Comprehensive Highway Safety
Plan, but at a community level and at a reduced scale, consistent with the
needs of the individual community. The primary inputs to this plan are
analysis of existing crash data, stakeholder input, “best practices” in safety
programs, and resources and funding opportunities.
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2.0 Transportation Safety
Problem Overview
Each year in Bozeman an average of one person dies in a vehicle crash, as
shown in Figure 2.1. An additional six people suffer incapacitating injuries
each year, which means their lives are forever altered and they may never fully
recover from their injuries. An average of 206 people experience less severe
injuries, but these still likely result in time lost from work and other
responsibilities, financial hardships, and medical costs, not to mention pain
and suffering.
Figure 2.1 Bozeman Crash Injuries by Severity, 2009-2011
Source: MDT Safety Management System.
156
148
169
36
58
50
7751210
20
40
60
80
100
120
140
160
180
2009 2010 2011
Bozeman Crash Injuries by Severity, 2009‐2011
Other Injury
Non‐Incapacitating Injury
Incapacitating Injury
Fatality
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Development of effective strategies to improve safety depends on accurate and
complete crash data. Bozeman has access to high-quality crash data via the
resources of MDT’s Safety Management System. This information is vital to
understanding transportation safety trends in the region and pinpointing the
populations, infrastructure, and driver behaviors with the greatest need for
safety improvement.
The impact of traffic crashes is devastating for the families and friends of those
killed or injured. While the personal costs of crashes can be massive, the
economic costs are also substantial. The economic impact of crashes to
Montana was estimated at $595 million in 2005 during the development of the
CHSP1. The suffering and economic loss caused by crashes is not simply the
price Bozeman residents must pay for mobility. Many actions can be taken to
reduce the number and severity of crashes. Many groups have a role in
transportation safety, including government agencies that manage
transportation infrastructure and operations; advocacy organizations that seek
ways to educate and reduce public injury; agencies that respond to crashes and
provide medical care; law enforcement agencies that enforce traffic laws; and
the public in taking seriously the privilege and responsibility of driving a
vehicle by making good choices when on the road.
The first step in taking action
is understanding the
problem. Many factors play
a role in why crashes occur.
Contributing circumstances
include decisions made by
the driver such as whether to
drink alcohol before driving,
drive without enough rest,
drive in bad weather, talk on
the phone while driving,
drive aggressively or
inattentively, or disregard signals and signs. The condition of the roadway is
also important – are the stripes visible, is the bend in the road too sharp, are
the road signs visible in the dark, or is the roadway slippery due to rain, snow,
or ice? Many issues must be considered when addressing roadway safety.
Research in transportation safety has shown that nearly every crash is
preventable. Human behavior plays a significant role in safety. Drivers must
appreciate the skill, training, and attention required to safely maneuver a
1 Montana Comprehensive Highway Safety Plan, 2010. http://www.mdt.mt.gov/
publications/docs/brochures/safety/current_chsp.pdf
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powerful two-ton vehicle. Every time a person gets into a car, the driver is
presented with the opportunity to make that trip as safe as possible by obeying
traffic laws, focusing on the task of driving, not driving when fatigued or
impaired by drugs or alcohol, and wearing a seat belt.
At the same time, roadways should be designed so drivers know what is
expected of them. If a driver makes a slight error in maneuvering a vehicle the
roadway should enable recovery without a major impact. Roadways should
include safety features such as proper signage, adequate pavement markings,
safe alignments at posted speeds, good visibility, minimal roadside hazards,
and infrastructure for pedestrians and bicycles. Roadway safety features
include elements such as guardrails, striping, pedestrian crosswalks, signage
warning of a sharp curve, lighting, etc.
The most crucial crashes to address through safety activities are severe crashes,
which result in either a fatality or incapacitating injury. Severe crashes have a
very high cost both socially and financially. Therefore, the focus of crash data
analysis for this plan was on fatal and incapacitating injury crashes. However
non-severe injury crashes and property-damage-only (PDO) crashes, which
result in damage significant enough to warrant a crash report but where
nobody was injured, also provide information on overall trends. The data by
crash type include crashes between 2007 and 2011; it is important to look at
multiple years of crash data, as significant variation can occur from year to
year. In section 3.0 and 4.0, more detailed data is provided on crash factors
most prevalent in Bozeman.
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3.0 Methodology
The rationale for undertaking safety planning at the community level is to
provide a more customized approach to planning both from the standpoint of
problem analysis and strategy development. The crash problem at a
community level is often somewhat different than at the state level, because
communities are more urban than the state overall. Therefore customized
analysis of the safety issues at a community level will improve how well
efforts can target local problems.
Implementation of safety strategies at a community level can be very effective
because community leaders, agencies, institutions, and key advocacy groups
can be engaged and work together on developing a culture of safety. Often
resources and information can be shared through collaboration to strengthen
the safety effort. When local residents hear the safety message from other
community members they know it can be much more compelling. The key is
to effectively use existing transportation safety resources through collaboration
and communication.
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3.1 PLANNING PROCESS
The initial step in developing the Bozeman Community Transportation Safety
Plan was assembling key community safety members with knowledge of
safety issues and interest in working toward reducing crashes and saving lives
in Bozeman. Individuals were invited to be part of the Transportation Safety
Advisory Committee (TSAC) based on their knowledge of and involvement in
the 4 Es (education, enforcement, emergency medical services, and
engineering) of safety, shown in Figure 3.1.
Figure 3.1 The Four Es of Safety
It has been proven that safety strategies are most effective if safety partners and
stakeholders from each of these disciplines are involved in the process. It is
beneficial for partners to collaborate closely on the practice of safety. When
partners work together, often resources can be combined and information can be
shared that enables more efficient use of staff and funds. Partners and
stakeholders involved in the Bozeman CTSP included representatives from the
local hospital, first responders, Bozeman Police Department, Bozeman Public
Works Department, Montana State University, members of the Transportation
Coordinating Committee, Bozeman School District, community organizations,
The Four Es of Safety
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Gallatin County DUI Task Force, Greater Gallatin Buckle Up Coalition, and
transportation planners and engineers.
The key steps in the planning process are shown in Figure 3.2, including:
Establish a Transportation Safety Advisory Committee;
Review available crash data;
Develop vision statement and goal;
Identify Safety Emphasis Areas;
Review existing strategies and determine new strategies;
Develop action plans to facilitate implementation; and
Submit final plan to local governing body for adoption.
The CTSP planning process is shown below in Figure 3.2.
Figure 3.2 CTSP Planning Process
CTSP Planning ProcessProcessCTS
Establish TSAC
Review Crash Data
Establish CTSPGoal
Identify Emphasis Areas
Young Driver
Crashes
Distracted
Crashes Seatbelt Use Intersection
Crashes
Safety Strategies
Performance Measures
Implementation Responsibilities
CTSP
Implementation
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Transportation Safety Advisory Committee (TSAC)
The TSAC met five times over the course of the plan development, in addition to
participating in the Safety Summit. Table 3.1 shows the key objectives for each of
the meetings. The planning process started by ensuring that a wide range of
stakeholders were involved in the
transportation safety plan
development. Members were
individually invited to participate in
the TSAC by the local point of
contact to ensure full representation
by the 4Es. The TSAC membership
is shown in Appendix A.
The roles and responsibilities of the
TSAC include:
Review Bozeman crash data;
Develop mission, vision, and goal;
Identify Emphasis Areas;
Participate in development of safety strategies and action steps;
Lead Implementation of the CTSP
The TSAC members discussed their role in the safety planning process and
defined what TSAC sought to accomplish. The TSAC members also defined a
mission statement to guide their overall efforts in the CTSP development
process.
MISSION
To provide guidance on the
development of the Community
Transportation Safety Plan and
participate in and provide direction
on plan implementation
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The objectives for the planning meetings can be found below in Table 3.1.
Table 3.1 Key Objectives for Planning Meetings
Key Objectives for Planning Meetings
Meeting Key Objectives
TSAC Meeting 1
October 16, 2012
Initiate plan development
Confirm TSAC members
Conduct initial review of crash data
TSAC Meeting 2
November 27, 2012
Review key safety issues in Bozeman
Define TSAC Mission
Define Safety Vision and Goal
Select Emphasis Areas for CTSP
TSAC Meeting 3
February 20, 2013
Inventory current activities relevant to
Emphasis Areas
Discuss potential new approaches for
strategies
Safety Summit
March 20, 2013
Identify safety strategies for Emphasis Areas
TSAC Meeting 4
April 17, 2013
Review/refine potential safety strategies
TSAC Meeting 5
May 22, 2013
Review and approve plan
TSAC members reviewed all Bozeman crash data for multiple years to identify
the factors that were actually involved in crashes. It was important that
decisions about the areas of focus for the safety plan were supported both by
crash data and the members of community that will be implementing the plan.
The committee reviewed fatal and incapacitating injury crash data in Bozeman
related to key safety factors to determine how and where to focus and prioritize
efforts, but decided to focus on severe crashes. This helped the group identify
safety Emphasis Areas.
Once those Emphasis Areas were determined, the group inventoried current
safety programs in the community to identify opportunities for enhancement, as
well as to identify gaps that could be addressed by future strategies. Next, the
TSAC identified potential safety strategies based both on a review of the national
literature and what stakeholders felt would be appropriate and effective in
Bozeman.
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3.2 SAFETY PLAN GOAL
The overall goal of the CTSP was designed to be specific, measurable and have a
timeline. Overall, during the three-year period from 2009 to 2011, Bozeman
experienced an average of one fatality, six incapacitating injuries 48 non
incapacitating injuries and 158 other injuries, which are those that may be
experienced after leaving the crash scene (e.g. back pain or whiplash), shown
below in Table 3.2.
Table 3.2 Annual Bozeman Traffic Fatalities and Injuries
Annual Bozeman Traffic Fatalities and Injuries
Fatality
Incapacitating
Injury
Non-
Incapacitating
Injury
Other
Injury TOTAL
2009 1 7 36 156 200
2010 2 7 58 148 215
2011 1 5 50 169 225
3 Year
Annual
Average 1 6 48 158 213
Source: MDT Safety Management System
The TSAC identified a goal to reduce fatalities and injuries by 25 percent
between 2013 and 2018.
GOAL
Reduce fatalities and injuries by 25
percent between 2013 and 2018,
from 213 to 160 fatalities and injuries.
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3.3 EMPHASIS AREAS
To understand how to most effectively focus resources, it is important to identify
what types of crashes predominantly contribute to the community safety
problem. The American Association of State Highway Transportation Officials
Strategic Highway Safety Plan: A Comprehensive Plan to Substantially Reduce Vehicle-
Related Fatalities and Injuries on the Nation’s Highways, published in 2005,
identified 22 safety Emphasis Areas on a national level. The development of
Emphasis Areas represents a new approach to roadway safety by including
populations (e.g., older and younger drivers), crash types (e.g., roadway
departure crashes, head-on collisions), infrastructure/hazards (e.g., intersections,
tree and utility pole collisions), behavior (e.g., lack of occupant protection,
inattentive/distracted/fatigued, alcohol and/or drug impaired), and modes
(e.g., pedestrian, bicycle, motorcycle, heavy trucks). Once a community has a
detailed understanding of the types of crashes that are causing the greatest loss
of life and severe injury it is possible to target safety strategies to have the
greatest safety impact with the resources available.
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Montana’s CHSP took the approach of using a data-driven process to define
Emphasis Areas and the same approach was used in this plan. The Emphasis
Areas considered for the Bozeman CTSP are shown in Figures 3.3 and 3.4 with
crash data shown for 10 years, broken into two five-year increments. It is
important to consider crash data for multiple years to accurately capture trends.
The crash data show that progress has been made in reducing crashes in most of
the Emphasis Areas in Bozeman, because the numbers were, for the most part,
lower during 2007 to 2011 as compared to 2002 to 2006. However, the group saw
that the opportunity existed for improvement in several areas that showed
relatively higher levels of severe injury crashes (fatal plus incapacitating injury
crashes).
Figure 3.3 Potential Safety Emphasis Areas – Fatal and Incapacitating Injury
Crashes in Bozeman
Source: MDT Safety Management System.
Note: Data for Native Americans and unbelted represents persons involved, not number of crashes.
0 5 10 15 20 25 30 35 40
Run‐Off‐The‐Road
Alcohol/Drug‐Related
Young Driver Involved
Older Driver Involved
Large Truck Involved
Motorcycle Involved
Intersection/Intersection‐Related
Pedestrian Involved
Bicycle Involved
Asleep/Fainted/etc. Related
Speed‐Related
Animal Related
Inattentive Driving Related
Train Involved
Unbelted Passengers*
Native American (Fatalities Only)*
Crashes
Potential Safety Emphasis Areas ‐Fatal and Incapacitating
Injury Crashes in Bozeman
2007‐2011
2002‐2006
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Figure 3.4 Potential Safety Emphasis Areas – All Crashes in Bozeman
Source: MDT Safety Management System.
Note: Data for Native Americans and unbelted represents persons involved, not number of crashes.
The group considered a
number of criteria to decide
which Emphasis Areas the
community could have the
greatest impact upon. Factors
the group considered
included the extent of loss of
life and serious injury,
availability of data, resources
available to address the issue,
and feasibility of making an impact in terms of being able to generate
stakeholder support.
Following a discussion of the various areas, TSAC members conducted a voting
exercise during which participants were given stickers to place next to the
Emphasis Areas they believed were most important. The result of the voting
0 500 1000 1500 2000 2500
Run‐Off‐The‐Road
Alcohol/Drug‐Related
Young Driver Involved
Older Driver Involved
Large Truck Involved
Motorcycle Involved
Intersection/Intersection‐Related
Pedestrian Involved
Bicycle Involved
Asleep/Fainted/etc. Related
Speed‐Related
Animal Related
Inattentive Driving Related
Train Involved
Unbelted Passengers*
Native American (Fatalities Only)*
Crashes
Potential Safety Emphasis Areas ‐All Crashes in Bozeman
2007‐2011
2002‐2006
EMPHASIS AREAS
Inattentive/Distracted Driving
Crashes
Seat belt/Occupant Protection
Use
Bicycle and Pedestrian Crashes
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exercise was selection of inattentive driving crashes, seat belt/occupant
protection, and pedestrian and bicycle crashes. While the largest number of
crashes were at or near intersections, many of those crashes likely also involved
impairment or inattention, and increased occupant protection will help to reduce
the severity of injuries for all crash types. Younger drivers also were involved in
a large number of crashes but the group felt this demographic group would be
covered via strategies of the other Emphasis Areas..
3.4 SAFETY STRATEGIES APPROACH
Safety strategies are targeted efforts to address a specific safety problem. The
strategy must be implementable and should be based on defined action steps.
The outcome of each strategy will be tracked to ensure efforts are successful in
reducing the numbers of fatal and severe injury crashes.
At the Bozeman Transportation Safety Summit, Emphasis Area discussion
groups reviewed the safety data so strategies could be targeted to the specific
problems in Bozeman. Groups considered safety strategies proven to work in
other states or regions as well as how to build upon and enhance programs
already underway in Bozeman. Participants discussed in depth what they felt
the major issues were regarding safe driving related to inattention/distraction,
lack of seat belt use/occupant protection, and bicycle and pedestrian crashes and
devised strategies tailored to the Bozeman community.
Identifying how strategies will be implemented moving forward is a critical part
of this plan. At the Summit, participants identified agencies and or stakeholders
that would be most appropriate to be involved in and/or leading each strategy.
The anticipated life of the plan is up to five years, after which time crash data
should be reviewed and the results of strategy implementation fully evaluated.
A potential new set of safety Emphasis Areas and strategies can then be
developed based on the key crash factors shown in the crash data at that time.
3.5 TRANSPORTATION SAFETY SUMMIT
A key event in development of
the CTSP was the Transportation
Safety Summit held the evening
of March 20, 2013 at the
Bozeman City Hall. The goal of
this event was to reach out to a
wider audience of community
members and stakeholders,
particularly those with expertise
in the Emphasis Area topics. At this meeting community participants confirmed
the emphasis areas and safety goal to identify new safety strategies for the
Emphasis Areas to form the basis of the CTSP.
Cambridge Systematics, Inc. 3-11
Twenty seven people participated in this three-hour transportation safety
planning workshop including representatives from the City of Bozeman, the
Bozeman Chronicle, the Pedestrian and Traffic Safety Committee, Child Care
Connections, the Bozeman Area Bicycle Advisory Board, the Bozeman Police
Department, Montana Highway Patrol, Collin’s Coalition, Montana State
University, MDT- Engineering & Planning staff, and local residents (see
Appendix B for list of participants). At the Summit, Bozeman Mayor Sean
Becker emphasized the importance of reducing crashes to the Bozeman
community noting the significant of personal loss in addition to economic and
financial hardship. Cambridge Systematics staff presented information on
Bozeman crash data and the Community Transportation Safety Planning process
to date.
Summit participants were
divided into three
workgroups based on their
area of interest and expertise
in the three Emphasis Areas.
Each facilitator provided their
specific group an overview of
crash data, current programs
and safety strategies that
have been tried and proven
effective in other areas. The
group discussed which of
these could be effective at
improving safety in Bozeman.
Participants were encouraged
to generate new strategies
ideas other than those
presented that would be
appropriate for the Bozeman community. Strategies are discussed detail in
Section 4.0.
3.6 EMPHASIS AREA TEAMS
Emphasis Area teams will collaborate and support implementation of the
strategies identified in this plan. The starting point for forming Emphasis Area
teams will be to coordinate with stakeholder and safety partners that have a
responsibility or jurisdictional authority over the strategies being undertaken.
Participants in each of the Emphasis Area discussion groups at the Summit are
potential team members. Additional interested stakeholders and safety partner
representatives of groups important to implement safety strategies should also
be invited to participate.
3-12 Cambridge Systematics, Inc.
Each Emphasis Area team has a champion tasked with serving as chairperson for
the workgroup and convening regular meetings. The team will review and refine
the strategies, define tactics to complete strategies, and ensure the responsible
agencies and individuals are assigned to carry out the strategy activities. It is
recommended that these groups initially meet every one to two months to get the
strategies actively underway and to establish a protocol for monitoring progress.
Most of the members of the TSAC will likely join one of the three Emphasis Area
teams.
In this safety plan, each of the
core strategy descriptions
includes a list of potential
stakeholders and safety
partners to act as lead on
implementing activities and
action steps. . Each Emphasis
Area team should include
these groups and validate on
an ongoing basis that it has
the right membership to lead
implementation of the
strategies. If an individual can no longer fill the lead role on implementing a
particular safety strategy or activity, the Emphasis Area team members should
work together to identify a replacement.
Emphasis area team leaders are:
Bicycle and Pedestrian Crashes Emphasis Area Chair, Danielle Scharf,
Pedestrian Traffic and Safety Committee;
Seat belts/Occupant Protection Use Emphasis Area, Jessi Malcolm, Child
Care Connections; and
Inattentive/Distracted Driving Emphasis Area Champion, Officer Rick
Musson, Bozeman Police Department.
Cambridge Systematics, Inc. 4-1
4.0 Emphasis Area Strategies
4.1 STRATEGY DEFINITIONS
For each of the three Emphasis Areas defined in the plan, safety strategies and
action steps were identified, as well as implementation stakeholders and
partners, and resources and funding needs. Each of these elements is further
defined below.
Strategy – This is an approach to improving safety in the community that
addresses a defined transportation crash type (i.e. inattentive, unbelted, or
bicycle and pedestrian). Implementation of the strategy will involve a series of
more specific action steps. They should be designed with crash data in mind so
they are targeting the most significant crash factors within that Emphasis Area
(e.g. the demographic groups with highest crash involvement, or times of day
with highest numbers of crashes). They may be phased in over the five-year span
of the plan and can be prioritized based on the Emphasis Area team’s interest
and resources.
Purpose – This information provides context as to why the strategy is needed in
the community, including current conditions such as crash history, policies, or
community experience. The purpose also provides insight into how the strategy
will improve safety in the community.
Activities/Action Steps – These are specific steps for implementing the strategy
over time with the objective of reducing fatal and injury crashes.
Implementation Stakeholders/Partners – These are agencies or groups with
jurisdiction, authority or special expertise necessary to accomplish the action
steps. These agencies/groups may take a lead or supporting role in
implementing the defined action steps. These are initial lists but may need to be
expanded as the Emphasis Area group begins implementation.
Resources/Funding Needs – This information defines resources needed to
implement action steps for this strategy including funding and staff time. Many
action steps involve improving processes or refocusing existing resources and
will not require new funding sources. Resources to support implementation are
defined including national programs providing technical support and resource
materials for customization to the community. The community may be able to
maximize resources by using or adapting existing materials and increasing
collaboration among existing organizations.
4-2 Cambridge Systematics, Inc.
4.2 INATTENTIVE DRIVING
Inattentive driving can involve distraction due to a number of factors including
activity outside the vehicle, activity inside the vehicle such as a child or pet, or by
use of an electronic device. Too often people do not give driving the full attention
it deserves. The attention required to operate a vehicle safely and react to any
unexpected conditions does not allow for reading a newspaper, putting on
makeup, or eating a sandwich while the vehicle is in motion. Other passengers
can provide a significant distraction, especially for young drivers transporting
other teenage passengers. This is why it is recommended that as novice drivers
are gaining skills there be limits to the number of passengers in the vehicle.
The emotional state a person is in can significantly affect driving – it is possible
to “look but not see” the road ahead when the mind is agitated, occupied with
other thoughts or daydreaming. It is important for drivers to take seriously the
potential level of risk to themselves and others when driving a vehicle and
concentrate on the driving task accordingly.
With the increase in use
of electronic devices
including cell phones,
smart phones, iPods, and
iPads, recent attention has
focused on distraction by
these devices. Some states
and communities have
enacted bans on handheld
cell phone use, including
Bozeman. The Bozeman
ordinance also prohibits
texting while driving.
Currently eleven Montana
communities, including
Bozeman have enacted similar bans that prohibit use of cellphones, including
texting, while driving.
While involvement of electronic device use in crashes is known to be
underreported, national data show that distraction is a significant contributing
factor. According to the National Highway Transportation Safety Administration
(NHTSA), nationally 18 percent of injury crashes in 2010 were reported as
involving distracted driving. Drivers who use hand-held devices are four times
more likely to get into a crash serious enough to injure themselves, according to
the Insurance Institute for Highway Safety. Because text messaging requires
visual, manual, and cognitive attention from the driver, it is by far the most
alarming distraction. Drivers who text are 23 times more likely to be in a crash,
according to USDOT.
Cambridge Systematics, Inc. 4-3
The majority of injury crashes involving inattentive drivers were on local streets
(73 percent). Nearly a quarter (22 percent) of inattentive injury crashes were on
U.S. highways (Table 4.1, Figure 4.1).
Table 4.1 Bozeman Inattentive Injury Crashes by Roadway Classification,
2007-2011
Bozeman Inattentive Injury Crashes by Roadway Classification, 2007-2011
Crashes by
Roadways
Severe
Injury
Crashes
Severe
Injury
Crashes
(%)
Nonsevere
Injury
Crashes
Nonsevere
Injury
Crashes (%)
Total
Injury
Crashes
Total
Injury
Crashes
(%)
Interstate – – 10 4% 10 3%
U.S. Highway 2 9% 62 23% 64 22%
State Highway 3 13% 2 1% 5 2%
County Roads – – – – – –
Local Street 18 78% 197 73% 215 73%
TOTAL 23 271 294
Source: MDT Safety Management System
Figure 4.1 Bozeman Inattentive Injury Crashes by Roadway Classification,
2007-2011
Source: MDT Safety Management System
Interstate
10, 3%U.S. Highway
64, 22%
State Highway
5, 2%Local Street
215, 73%
Total Bozeman Inattentive Injury Crashes by
Roadway Classification, 2007‐2011
4-4 Cambridge Systematics, Inc.
From 2007 to 2011, there were 1,080 crashes in the Bozeman urban area involving
an inattentive driver. Of those, 11 were severe injury crashes involved a fatality
or incapacitating injury and 271 resulted in nonsevere injury crashes. Inattentive
severe injury crashes were fairly evenly distributed among drivers age 15 to 54
years old as shown in Table 4.2 and Figure 4.2.
Table 4.2 Bozeman Inattentive Drivers by Age, 2007-2011
Bozeman Inattentive Drivers by Age, 2007-2011
Drivers by
Age
Severe
Injuries
Severe Injury
Crashes (%)
Nonsevere
Injury
Crashes
Nonsevere
Injury Crashes
(%)
0-14 years - - 4 1%
15-19 years 3 14% 44 8%
20-24 years 3 14% 159 29%
25-34 years 4 19% 116 21%
35-44 years 4 19% 65 12%
45-54 years 3 14% 67 12%
55-64 years 1 5% 47 9%
65+ years 3 14% 47 9%
TOTAL 21 549
Source: MDT Safety Management System
Figure 4.2 Bozeman Inattentive Drivers by Age, 2007-2011
Source: MDT Safety Management System
0
20
40
60
80
100
120
140
160
180
0‐14
years
15‐19
years
20‐24
years
25‐34
years
35‐44
years
45‐54
years
55‐64
years
65+ years
Bozeman Inattentive Drivers by Age, 2007‐2011
Cambridge Systematics, Inc. 4-5
Current Inattentive Driving Programs and Strategies in Bozeman
A key step in the CTSP development process was identification of the safety
strategies currently in place in Bozeman and where there were opportunities
either to expand upon current strategies o r d e v i s e n e w s t r a t e g i e s t o a d d r e s s
gaps. While the list of current strategies below may not be complete, the
programs listed include some of the safety activities underway in the
community.
Electronic communication devices while driving or riding bicycle prohibited.
Per an ordinance effective Jan 17, 2012 all drivers are required to use hands-free
devices while using their cellular phones and texting while driving is prohibited.
AARP Defensive Driving Program - for training schedule or to register for a
class near you at www.aarp.org.
Alive@25 Courses – Defensive driving course often are court-ordered courses
instructed by Montana Highway Patrol trainers on driver safety for drivers age
15 to 25 who have received a traffic violation. Currently one course per month is
offered in Bozeman. It is not required to be court ordered to attend. Contact:
Jessi at Child Care Connections or Katie at Montana Highway Patrol at 406-587-
4525.
Bozeman High School has set up a Team page on Teens in the Drivers Seat
This is an effective peer-to-peer education program for addressing a range of
driving safety issues. Western Transportation Institute is developing a Montana-
specific program to develop a “how-to” guide book for distribution to
communities. Project research: Laura Stanley, Assistant Professor, WTI-MSU, PO
Box 174250, Bozeman, MT 59715, phone 406-994-1399,
laura.stanley@ie.montana.edu.
Potential Stakeholder Groups for the Inattentive Driving
Emphasis Area
A number of local agencies can play a role in reducing inattentive driving
crashes. These agencies can be partners in implementing safety strategies:
Bozeman Police Department;
Bozeman School District- Driver’s Education and Athletic Coaches;
Chamber of Commerce and Business Owners;
Montana State University (MSU) Media Department; and
Bozeman media.
4-6 Cambridge Systematics, Inc.
New Inattentive Driving Safety Programs and Strategies in
Bozeman
New strategies and action steps for implementation in Bozeman were identified
during the Safety Summit and are described as follows:
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Cambridge Systematics, Inc. 4-9
Inattentive/Distracted Driving Performance Measures
Performance measures will need to be documented by the Emphasis Area on a
tracking form shown in Appendix E. Key performance measures to track progress in
this Emphasis Area over time include:
Number of crashes in Bozeman involving inattentive/distracted driving;
Number fatalities and incapacitating injuries in Bozeman involving
inattentive/distracted driving; and
Number of citations issued by law enforcement for inattentive/distracted driving
in the Bozeman urban area.
4-10 Cambridge Systematics, Inc.
4.3 OCCUPANT PROTECTION
One of the most effective measures a person can take to prevent injury and death
in a crash is to be appropriately restrained through the use of seat belts, child
safety seats, or booster seats. National Highway Traffic Safety
Administration(NHTSA) estimates that lap/shoulder seat belts, when used
correctly, reduce the risk of fatal injury to front-seat passenger car occupants by
45 percent and the risk of moderate-to-critical injury by 50 percent. For light-
truck occupants, seat belts reduce the risk of fatal injury by 60 percent and
moderate-to-critical injury by 65 percent. Research on the effectiveness of child
safety seats has found them to reduce fatal injury by 71 percent for infants (less
than 1 year old) and by 54 percent for toddlers (1 to 4 years old) in passenger
cars. For infants and toddlers in light trucks the corresponding reductions are 58
percent and 59 percent, respectively. Despite this evidence, however, a large
proportion of fatally injured people are not properly restrained.
From 2007 to 2011 in Bozeman, 17 unbelted vehicle occupants suffered severe
injuries and 171 unbelted people experienced nonsevere crash injuries. Thirty-
one percent (31%) of unbelted passengers with severe injuries and 19 percent
(19%) with nonsevere injuries were people ages 20-24 (Table 4.3, Figures 4.3 and
4.4).
Table 4.3 Bozeman Unbelted Injuries by Age, 2007-2011
Bozeman Unbelted Injuries by Age, 2007-2011
Unbelted
Injuries by
Age
Belted
Severe
Injuries
Unbelted
Severe
Injuries
Belted
Non-
Severe
Injuries
Unbelted
Non
Severe
Injuries
Unbelted
Severe
Injuries
(%)
Unbelted
Non-
severe
Injuries
(%)
0-14 years 3 1 56 11 25% 16%
15-19 years 9 2 120 33 18% 22%
20-24 years 11 5 187 43 31% 19%
25-34 years 9 4 194 39 31% 17%
35-44 years 2 - 120 17 - 12%
45-54 years 4 3 131 13 43% 9%
55-64 years 8 2 91 10 20% 10%
65+ years 11 - 78 5 - 6%
TOTAL 57 17 977 171
Source: MDT Safety Management System. Note: Includes only data for which seat belt usage was known.
Cambridge Systematics, Inc. 4-11
Figure 4.3 Bozeman Unbelted Severe Injuries by Age Group, 2007-2011
Source: MDT Safety Management System. Note: Includes only data for which seat belt usage was known.
Figure 4.4 Bozeman Unbelted Nonsevere Injuries by Age Group, 2007-2011
Source: MDT Safety Management System. Note: Includes only data for which seat belt usage what known.
More than a quarter (28 percent) of males with severe injuries and nearly one-
fifth (19 percent) of males experiencing nonsevere injuries were unbelted, as
shown in Table 4.4, and Figures 4.5 and 4.6.
0%
10%
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0
1
2
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Bozeman Unbelted Severe Injuries by Age Group, 2007‐
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Unbelted Severe Injuries % of Severe Injuries within Age Group Unbelted
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Bozeman Unbelted Nonsevere Injuries by Age Group,
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Unbelted Nonsevere Injuries % of Unsevere Injuries within Age Group Unbelted
4-12 Cambridge Systematics, Inc.
Table 4.4 Bozeman Unbelted Injuries by Gender, 2007 - 2011
Bozeman Unbelted Injuries by Gender, 2007-2011
Unbelted
Injuries
Belted
Severe
Injuries
Unbelted
Severe
Injuries
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Non-
severe
Injuries
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Non
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Injuries
Unbelted
Severe
injuries
(%)
Unbelted
Non-
severe
Injuries
(%)
Male 29 11 409 95 28% 19%
Female 28 6 577 81 18% 12%
TOTAL
Source: MDT Safety Management System
Figure 4.5 Bozeman Severe Injuries by Gender, 2007-2011
Source: MDT Safety Management System
29, 39%
11, 15%
28, 38%
6, 8%
Bozeman Severe Injuries by Gender, 2007‐2011
Male Belted Severe Injuries Male Unbelted Severe Injuries
Female Belted Severe Injuries Female Unbelted Severe Injuries
Cambridge Systematics, Inc. 4-13
Figure 4.6 Bozeman Nonsevere Injuries by Gender, 2007-2011
Source: MDT Safety Management System
Current Programs and Strategies in Bozeman
Below are current programs related to seat belt use in Bozeman.
Greater Gallatin Safety Coalition - Seatbelt use and child occupant protection
programs, including Child Passenger Safety Technician training. Child Care
safety seat clinics are offered. Contact: Jessi Malcolm at jess4cps@yahoo.com
National Child Passenger Safety Week, NHTSA-September 15-21 and National
Seat Check Saturday is recognized in Bozeman and includes public notice of
child car seat fittings.
State Teen Driver Safety week, Montana Office of Public Information
coordinates press release statewide to school administrators and in partnership
with BuckleUp MT Coalitions to promote awareness with local news station
KBKZ focus on seat belt awareness.
409, 35%
95, 8%
577, 50%
81, 7%
Bozeman Nonsevere Injuries by Gender, 2007‐2011
Male Belted Nonsevere Injuries Male Unbelted Nonsevere Injuries
Female Belted Nonsevere Injuries Female Unbelted Nonsevere Injuries
4-14 Cambridge Systematics, Inc.
Alive@25 courses – Defensive driving course often are court-ordered courses
instructed by Montana Highway Patrol trainers on driver safety for drivers age
15 to 25 who have received a traffic violation. Currently one course per month is
offered in Bozeman. It is not required to be court ordered to attend. Contact:
Jessi at Child Care Connections or Katie at Montana Highway Patrol at 406-587-
4525.
Signage – City of Bozeman and some local businesses have installed some
Buckle Up, It’s the Law signs in the past. around Bozeman. Currently OPI have
partnered with the State Highway Traffic Safety Occupant Protection program
and local BuckleUP Mt Coordinators to coordinate placement of Buckle Up
signage featuring school mascot and colors at the access points of school and
field parking lots. This awareness campaign is conducted with education
assemblies and driver’s education discussions and monitored with pre- and post
seat belt use surveys.
Bozeman High School has established a Peer to Peer Traffic Safety Campaign
including setting up a Team page on Teens in the Drivers Seat. This is an
effective peer-to-peer education program for addressing a range of driving safety
issues. Western Transportation Institute is developing a Montana-specific
program to develop a “how-to” guide book for distribution to communities.
Project research: Laura Stanley, Assistant Professor, WTI-MSU, PO Box 174250,
Bozeman, MT 59715, phone 406-994-1399, laura.stanley@ie.montana.edu.
Potential Stakeholders/Partners for the Seat belts/Occupant Protection Use
Emphasis Area
The following are agencies and organizations that can play a role in increasing
transportation safety in Bozeman:
Greater Gallatin Safety Coalition;
Child Care Connections;
Montana State University (MSU);
Bozeman Police Department;
Insurance companies;
Chamber of Commerce;
Bozeman School District;
Bozeman High School;
Bozeman Deaconess Hospital Trauma Center;
Civic Groups;
City Court Judge;
Cambridge Systematics, Inc. 4-15
News media; and
Montana State University (MSU)-Engineering and Media Departments.
New Safety Strategies
A number of potentially useful strategies to reduce unbelted crashes were
identified by stakeholders at the Safety Summit and are presented as follows:
4-
1
6
Cambridge Systematics, Inc.
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i
a
t
i
o
n
Me
d
i
a
Ch
a
m
b
e
r
of
Co
m
m
e
r
c
e
Ot
h
e
r
s
St
a
f
f
ti
m
e
Pu
b
l
i
c
se
r
v
i
c
e
an
n
o
u
n
c
e
m
e
n
t
s
o
Na
t
i
o
n
a
l
Hi
g
h
w
a
y
Tr
a
f
f
i
c
Sa
f
e
t
y
Ad
m
i
n
i
s
t
r
a
t
i
o
n
Resources
In
c
e
n
t
i
v
e
s
fo
r
se
a
t
be
l
t
us
e
aw
a
r
e
n
e
s
s
pr
o
g
r
a
m
s
Ac
t
i
v
i
t
i
e
s
/
A
c
t
i
o
n
St
e
p
s
De
f
i
n
e
co
r
e
Co
a
l
i
t
i
o
n
me
m
b
e
r
s
h
i
p
,
re
a
c
h
ou
t
to
ne
w
me
m
b
e
r
s
,
an
d
es
t
a
b
l
i
s
h
a re
g
u
l
a
r
me
e
t
i
n
g
sc
h
e
d
u
l
e
and agenda.
Co
n
d
u
c
t
on
g
o
i
n
g
ou
t
r
e
a
c
h
pr
o
g
r
a
m
s
in
pa
r
t
n
e
r
s
h
i
p
wi
t
h
me
m
b
e
r
ag
e
n
c
i
e
s
.
Se
e
k
me
d
i
a
co
v
e
r
a
g
e
of
activities.
Co
n
d
u
c
t
ou
t
r
e
a
c
h
to
ma
j
o
r
em
p
l
o
y
e
r
s
en
c
o
u
r
a
g
i
n
g
th
e
m
to
in
s
t
i
t
u
t
e
a po
l
i
c
y
re
q
u
i
r
i
n
g
se
a
t
be
l
t
us
e
by all employees.
Po
t
e
n
t
i
a
l
l
y
re
a
c
h
ou
t
vi
a
th
e
Ch
a
m
b
e
r
of
Co
m
m
e
r
c
e
.
De
v
e
l
o
p
an
d
di
s
t
r
i
b
u
t
e
PS
A
s
.
Ca
m
b
r
i
d
g
e
S
y
s
t
e
m
a
t
i
c
s
,
I
n
c
.
4-17
Em
p
h
a
s
i
s
Ar
e
a
:
Se
a
t
be
l
t
s
/
O
c
c
u
p
a
n
t
Pr
o
t
e
c
t
i
o
n
Us
e
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Je
s
s
i
Ma
l
c
o
l
m
,
Bu
c
k
l
e
Up
MT
/ Ch
i
l
d
Ca
r
e
Co
n
n
e
c
t
i
o
n
s
Ne
w
St
r
a
t
e
g
i
e
s
St
r
a
t
e
g
y
2
Pu
r
p
o
s
e
Co
n
d
u
c
t
ta
r
g
e
t
e
d
yo
u
t
h
ou
t
r
e
a
c
h
to
in
c
r
e
a
s
e
se
a
t
be
l
t
us
e
.
Yo
u
n
g
dr
i
v
e
r
s
ha
v
e
lo
w
e
r
se
a
t
be
l
t
us
e
an
d
ar
e
al
s
o
mo
r
e
li
k
e
l
y
to
be
in
v
o
l
v
e
d
in
cr
a
s
h
e
s
as
th
e
y
ar
e
ga
i
n
i
n
g
driving experience.
Se
a
t
be
l
t
us
e
ma
y
me
a
n
th
e
di
f
f
e
r
e
n
c
e
be
t
w
e
e
n
su
s
t
a
i
n
i
n
g
a po
t
e
n
t
i
a
l
l
y
se
r
i
o
u
s
in
j
u
r
y
in
a cr
a
s
h
or
wa
l
k
i
n
g
away uninjured. It is
im
p
o
r
t
a
n
t
to
es
t
a
b
l
i
s
h
co
n
s
i
s
t
e
n
t
se
a
t
be
l
t
us
e
ea
r
l
y
in
li
f
e
so
th
i
s
be
c
o
m
e
s
an
in
g
r
a
i
n
e
d
ha
b
i
t
.
Pe
e
r
‐to
‐peer education is the most
ef
f
e
c
t
i
v
e
me
a
n
s
of
re
a
c
h
i
n
g
an
d
im
p
a
c
t
i
n
g
yo
u
n
g
dr
i
v
e
r
s
.
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
k
e
h
o
l
d
e
r
s
/
P
a
r
t
n
e
r
s
Re
s
o
u
r
c
e
s
/
F
u
n
d
i
n
g
Ne
e
d
s
Gr
e
a
t
e
r
Ga
l
l
a
t
i
n
Sa
f
e
t
y
Co
a
l
i
t
i
o
n
Bo
z
e
m
a
n
Hi
g
h
Sc
h
o
o
l
(P
r
i
n
c
i
p
a
l
Ro
b
e
r
t
Wa
t
s
o
n
)
We
s
t
e
r
n
Tr
a
n
s
p
o
r
t
a
t
i
o
n
In
s
t
i
t
u
t
e
(L
a
u
r
a
St
a
n
l
e
y
)
Ci
t
y
Co
u
r
t
Ju
d
g
e
Mo
n
t
a
n
a
Hi
g
h
w
a
y
Pa
t
r
o
l
Bo
z
e
m
a
n
Po
l
i
c
e
De
p
a
r
t
m
e
n
t
In
s
u
r
a
n
c
e
co
m
p
a
n
i
e
s
Ot
h
e
r
s
Mo
n
t
a
n
a
Of
f
i
c
e
of
Pu
b
l
i
c
In
s
t
r
u
c
t
i
o
n
AA
A
Ke
y
s
2
D
r
i
v
e
Pa
r
e
n
t
‐Te
e
n
Ag
r
e
e
m
e
n
t
an
d
ot
h
e
r
resources
ht
t
p
:
/
/
t
e
e
n
d
r
i
v
i
n
g
.
a
a
a
.
c
o
m
/
O
K
/
OP
I
Dr
i
v
e
r
’
s
Ed
u
c
a
t
i
o
n
K.
E
.
Y
.
S
.
Pa
r
e
n
t
’
s
Gu
i
d
e
Pe
e
r
‐to
‐Pe
e
r
Tr
a
f
f
i
c
Sa
f
e
t
y
Ca
m
p
a
i
g
n
Pr
o
g
r
a
m
Al
i
v
e
@ 25
Mo
n
t
a
n
a
Tr
a
f
f
i
c
Ed
u
c
a
t
i
o
n
As
s
o
c
i
a
t
i
o
n
Mo
n
t
a
n
a
Hi
g
h
w
a
y
Sa
f
e
t
y
Of
f
i
c
e
Na
t
i
o
n
a
l
Hi
g
h
w
a
y
Tr
a
f
f
i
c
Sa
f
e
t
y
Ad
m
i
n
i
s
t
r
a
t
i
o
n
Resources
Mo
n
t
a
n
a
Hi
g
h
w
a
y
Sa
f
e
t
y
Of
f
i
c
e
Gr
a
n
t
ap
p
l
i
c
a
t
i
o
n
Ac
t
i
v
i
t
i
e
s
/
A
c
t
i
o
n
St
e
p
s
Us
e
th
e
Pe
e
r
‐to
‐Pe
e
r
Tr
a
f
f
i
c
Sa
f
e
t
y
Ca
m
p
a
i
g
n
to
o
l
k
i
t
an
d
ot
h
e
r
re
s
o
u
r
c
e
s
to
es
t
a
b
l
i
s
h
a pe
e
r
‐to
pe
e
r
program in the high
sc
h
o
o
l
.
Bu
i
l
d
on
th
e
Te
e
n
s
in
th
e
Dr
i
v
e
r
’
s
Se
a
t
pr
o
g
r
a
m
al
r
e
a
d
y
es
t
a
b
l
i
s
h
e
d
as
a su
p
p
l
e
m
e
n
t
to
Dr
i
v
e
r
’
s
Education.
In
c
o
r
p
o
r
a
t
e
me
t
h
o
d
s
fo
r
en
g
a
g
i
n
g
pa
r
e
n
t
s
,
in
c
l
u
d
i
n
g
co
n
t
r
a
c
t
s
wi
t
h
te
e
n
s
on
sa
f
e
dr
i
v
i
n
g
.
En
f
o
r
c
e
st
a
t
e
requirement that
pa
r
e
n
t
s
at
t
e
n
d
fi
r
s
t
dr
i
v
e
r
’
s
ed
u
c
a
t
i
o
n
co
u
r
s
e
me
e
t
i
n
g
.
Pr
o
m
o
t
e
Al
i
v
e
@
2
5
co
u
r
s
e
s
to
th
e
ge
n
e
r
a
l
po
p
u
l
a
t
i
o
n
of
yo
u
n
g
dr
i
v
e
r
s
,
hi
g
h
l
i
g
h
t
i
n
g
be
n
e
f
i
t
s
of
re
d
u
c
e
d
car insurance when
co
u
r
s
e
is
co
m
p
l
e
t
e
d
.
Po
t
e
n
t
i
a
l
l
y
of
f
e
r
co
u
r
s
e
wi
t
h
i
n
hi
g
h
sc
h
o
o
l
.
Li
n
k
ac
t
i
v
i
t
i
e
s
wi
t
h
Te
e
n
Dr
i
v
e
r
Aw
a
r
e
n
e
s
s
We
e
k
,
an
d
pr
o
m
o
t
e
th
r
o
u
g
h
pa
r
t
n
e
r
ne
t
w
o
r
k
s
.
At
ri
s
k
yo
u
t
h
as
s
i
g
n
e
d
co
m
m
u
n
i
t
y
se
r
v
i
c
e
to
he
l
p
co
n
d
u
c
t
se
a
t
be
l
t
su
r
v
e
y
s
wi
t
h
co
a
l
i
t
i
o
n
me
m
b
e
r
.
4-
1
8
Cambridge Systematics, Inc.
Em
p
h
a
s
i
s
Ar
e
a
:
Se
a
t
be
l
t
s
/
O
c
c
u
p
a
n
t
Pr
o
t
e
c
t
i
o
n
Us
e
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Je
s
s
i
Ma
l
c
o
l
m
,
Bu
c
k
l
e
Up
MT
/ Ch
i
l
d
Ca
r
e
Co
n
n
e
c
t
i
o
n
s
Ne
w
St
r
a
t
e
g
i
e
s
St
r
a
t
e
g
y
3
Pu
r
p
o
s
e
Co
n
d
u
c
t
ou
t
r
e
a
c
h
to
Mo
n
t
a
n
a
St
a
t
e
Un
i
v
e
r
s
i
t
y
st
u
d
e
n
t
s
on
th
e
im
p
o
r
t
a
n
c
e
of
we
a
r
i
n
g
se
a
t
be
l
t
s
in
ve
h
i
c
l
e
s
.
Th
e
ag
e
ra
n
g
e
co
n
s
i
d
e
r
e
d
yo
u
n
g
dr
i
v
e
r
s
at
hi
g
h
e
r
ri
s
k
fo
r
in
j
u
r
y
cr
a
s
h
e
s
ex
t
e
n
d
s
to
ag
e
24
an
d
se
a
t
belt use is lower among
yo
u
n
g
e
r
dr
i
v
e
r
s
.
Th
e
la
r
g
e
po
p
u
l
a
t
i
o
n
of
MS
U
st
u
d
e
n
t
s
in
Bo
z
e
m
a
n
is
a
ke
y
ta
r
g
e
t
au
d
i
e
n
c
e
to
disseminate educational
in
f
o
r
m
a
t
i
o
n
ab
o
u
t
se
a
t
be
l
t
us
e
.
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
k
e
h
o
l
d
e
r
s
/
P
a
r
t
n
e
r
s
Re
s
o
u
r
c
e
s
/
F
u
n
d
i
n
g
Ne
e
d
s
Gr
e
a
t
e
r
Ga
l
l
a
t
i
n
Sa
f
e
t
y
Co
a
l
i
t
i
o
n
Bo
z
e
m
a
n
Po
l
i
c
e
De
p
a
r
t
m
e
n
t
Mo
n
t
a
n
a
St
a
t
e
Un
i
v
e
r
s
i
t
y
(M
S
U
)
st
u
d
e
n
t
co
u
n
c
i
l
or
ap
p
r
o
p
r
i
a
t
e
gr
o
u
p
s
MS
U
Me
d
i
a
& Gr
a
p
h
i
c
De
s
i
g
n
De
p
a
r
t
m
e
n
t
s
MS
U
En
g
i
n
e
e
r
i
n
g
De
p
a
r
t
m
e
n
t
/
s
t
u
d
e
n
t
s
MS
U
Po
l
i
c
e
MS
U
At
h
l
e
t
i
c
s
De
p
a
r
t
m
e
n
t
Ot
h
e
r
s
In
c
e
n
t
i
v
e
s
fo
r
ca
m
p
u
s
pr
o
g
r
a
m
(a
c
k
n
o
w
l
e
d
g
e
m
e
n
t
of seat belt use)
MD
T
Bu
c
k
l
e
Up
Mo
n
t
a
n
a
Su
r
v
e
y
fo
r
m
s
ht
t
p
:
/
/
w
w
w
.
o
p
i
.
m
t
.
g
o
v
/
p
d
f
/
D
r
i
v
e
r
E
d
/B
u
c
k
l
e
_
U
p
_
S
e
a
t
b
e
l
t
_
S
u
r
v
e
y
_
F
o
r
m
.
pd
f
Mo
n
t
a
n
a
Hi
g
h
w
a
y
Sa
f
e
t
y
Of
f
i
c
e
Na
t
i
o
n
a
l
Hi
g
h
w
a
y
Tr
a
f
f
i
c
Sa
f
e
t
y
Ad
m
i
n
i
s
t
r
a
t
i
o
n
Resources
Mo
n
t
a
n
a
Hi
g
h
w
a
y
Sa
f
e
t
y
Of
f
i
c
e
Gr
a
n
t
ap
p
l
i
c
a
t
i
o
n
Ac
t
i
v
i
t
i
e
s
/
A
c
t
i
o
n
St
e
p
s
Co
n
d
u
c
t
pe
e
r
‐to
‐pe
e
r
ca
m
p
a
i
g
n
,
wh
i
c
h
co
u
l
d
in
c
l
u
d
e
:
o
Ob
s
e
r
v
a
t
i
o
n
of
se
a
t
be
l
t
us
e
in
pa
r
k
i
n
g
lo
t
s
an
d
re
w
a
r
d
s
fo
r
th
o
s
e
bu
c
k
l
e
d
up
o
On
‐ca
m
p
u
s
sp
e
a
k
e
r
(s
o
m
e
o
n
e
wh
o
su
r
v
i
v
e
d
a cr
a
s
h
du
e
to
se
a
t
be
l
t
us
e
)
o
Su
r
v
e
y
of
st
u
d
e
n
t
at
t
i
t
u
d
e
s
an
d
pr
a
c
t
i
c
e
s
ab
o
u
t
se
a
t
be
l
t
us
e
an
d
pu
b
l
i
c
i
t
y
of
re
s
u
l
t
s
o
St
u
d
e
n
t
– de
v
e
l
o
p
e
d
pr
i
n
t
or
vi
d
e
o
PS
A
s
(p
o
t
e
n
t
i
a
l
l
y
a co
n
t
e
s
t
)
o
Po
s
i
t
i
o
n
cr
a
s
h
e
d
ca
r
s
ar
o
u
n
d
ca
m
p
u
s
wi
t
h
st
o
r
i
e
s
ab
o
u
t
th
e
in
c
i
d
e
n
t
s
o
In
c
r
e
a
s
e
d
en
f
o
r
c
e
m
e
n
t
of
se
a
t
be
l
t
us
e
ar
o
u
n
d
ca
m
p
u
s
o
MS
U
‐
En
g
i
n
e
e
r
i
n
g
& Me
d
i
a
st
u
d
e
n
t
s
to
re
c
r
e
a
t
e
th
e
3 Co
l
l
i
s
i
o
n
s
of
a Cr
a
s
h
mo
d
e
l
an
d
de
v
e
l
o
p
video clip and partner
wi
t
h
Pu
b
l
i
c
Te
l
e
v
i
s
i
o
n
to
pr
o
m
o
t
e
st
a
t
e
w
i
d
e
Ca
m
b
r
i
d
g
e
S
y
s
t
e
m
a
t
i
c
s
,
I
n
c
.
4-19
Em
p
h
a
s
i
s
Ar
e
a
:
Se
a
t
be
l
t
s
/
O
c
c
u
p
a
n
t
Pr
o
t
e
c
t
i
o
n
Us
e
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Je
s
s
i
Ma
l
c
o
l
m
,
Bu
c
k
l
e
Up
MT
/ Ch
i
l
d
Ca
r
e
Co
n
n
e
c
t
i
o
n
s
Ne
w
St
r
a
t
e
g
i
e
s
St
r
a
t
e
g
y
4
Pu
r
p
o
s
e
Co
n
d
u
c
t
ge
n
e
r
a
l
me
d
i
a
ou
t
r
e
a
c
h
on
th
e
im
p
o
r
t
a
n
c
e
of
se
a
t
be
l
t
us
e
fo
c
u
s
i
n
g
on
de
m
o
g
r
a
p
h
i
c
gr
o
u
p
s
wi
t
h
hi
g
h
ra
t
e
s
of
no
n
‐
us
e
.
Co
m
p
l
e
m
e
n
t
ou
t
r
e
a
c
h
wi
t
h
ta
r
g
e
t
e
d
en
f
o
r
c
e
m
e
n
t
.
We
a
r
i
n
g
a
se
a
t
be
l
t
is
th
e
ea
s
i
e
s
t
ac
t
i
o
n
a
pe
r
s
o
n
ca
n
ta
k
e
to
re
d
u
c
e
th
e
po
t
e
n
t
i
a
l
fo
r
a
se
v
e
r
e
in
j
u
r
y
should a crash occur.
Ho
w
e
v
e
r
,
on
a st
a
t
e
le
v
e
l
mo
r
e
th
a
n
20
pe
r
c
e
n
t
of
dr
i
v
e
r
s
do
no
t
we
a
r
se
a
t
be
l
t
s
.
Co
n
t
i
n
u
e
d
wo
r
k
is
ne
e
d
e
d
to change the culture
so
we
a
r
i
n
g
a se
a
t
be
l
t
is
ex
p
e
c
t
e
d
an
d
no
n
‐us
e
is
no
t
to
l
e
r
a
t
e
d
.
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
k
e
h
o
l
d
e
r
s
/
P
a
r
t
n
e
r
s
Re
s
o
u
r
c
e
s
/
F
u
n
d
i
n
g
Ne
e
d
s
Gr
e
a
t
e
r
Ga
l
l
a
t
i
n
Sa
f
e
t
y
Co
a
l
i
t
i
o
n
Ne
w
s
me
d
i
a
La
w
en
f
o
r
c
e
m
e
n
t
Bo
z
e
m
a
n
Hi
g
h
Sc
h
o
o
l
s
Mo
n
t
a
n
a
St
a
t
e
Un
i
v
e
r
s
i
t
y
(M
S
U
)
St
u
d
e
n
t
s
an
d
Fa
c
u
l
t
y
Lo
c
a
l
Bu
s
i
n
e
s
s
e
s
Ch
a
m
b
e
r
of
Co
m
m
e
r
c
e
Ot
h
e
r
s
Mo
n
t
a
n
a
Of
f
i
c
e
of
Pu
b
l
i
c
In
s
t
r
u
c
t
i
o
n
Re
s
o
u
r
c
e
s
to
pr
o
d
u
c
e
ed
u
c
a
t
i
o
n
a
l
ma
t
e
r
i
a
l
s
NH
T
S
A
Se
a
t
Be
l
t
ca
m
p
a
i
g
n
s
,
ht
t
p
:
/
/
w
w
w
.
n
h
t
s
a
.
g
o
v
/
P
E
A
K
Mo
n
t
a
n
a
Hi
g
h
w
a
y
Sa
f
e
t
y
Of
f
i
c
e
Na
t
i
o
n
a
l
Hi
g
h
w
a
y
Tr
a
f
f
i
c
Sa
f
e
t
y
Ad
m
i
n
i
s
t
r
a
t
i
o
n
Resources
Mo
n
t
a
n
a
Hi
g
h
w
a
y
Sa
f
e
t
y
Of
f
i
c
e
Gr
a
n
t
ap
p
l
i
c
a
t
i
o
n
Ac
t
i
v
i
t
i
e
s
/
A
c
t
i
o
n
St
e
p
s
Ta
r
g
e
t
de
m
o
g
r
a
p
h
i
c
gr
o
u
p
s
(o
t
h
e
r
th
a
n
co
l
l
e
g
e
st
u
d
e
n
t
s
)
wi
t
h
hi
g
h
e
r
se
a
t
be
l
t
no
n
‐us
e
ra
t
e
s
wi
t
h
ta
r
g
e
t
e
d
messages to
en
c
o
u
r
a
g
e
us
e
.
o
Po
t
e
n
t
i
a
l
l
y
co
n
d
u
c
t
ou
t
r
e
a
c
h
to
mi
d
d
l
e
ag
e
d
ma
l
e
s
vi
a
ci
v
i
c
or
g
a
n
i
z
a
t
i
o
n
s
an
d
ch
a
m
b
e
r
of
commerce businesses.
In
c
r
e
a
s
e
en
f
o
r
c
e
m
e
n
t
of
se
a
t
be
l
t
no
n
‐us
e
;
co
o
r
d
i
n
a
t
e
wi
t
h
ed
u
c
a
t
i
o
n
ca
m
p
a
i
g
n
s
.
4-
2
0
Cambridge Systematics, Inc.
Em
p
h
a
s
i
s
Ar
e
a
:
Se
a
t
be
l
t
s
/
O
c
c
u
p
a
n
t
Pr
o
t
e
c
t
i
o
n
Us
e
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Je
s
s
i
Ma
l
c
o
l
m
,
Bu
c
k
l
e
Up
MT
/ Ch
i
l
d
Ca
r
e
Co
n
n
e
c
t
i
o
n
s
Ne
w
St
r
a
t
e
g
i
e
s
St
r
a
t
e
g
y
5
Pu
r
p
o
s
e
Co
l
l
a
b
o
r
a
t
e
wi
t
h
ju
d
g
e
s
to
en
s
u
r
e
th
e
ju
d
i
c
i
a
l
pr
o
c
e
s
s
is
su
p
p
o
r
t
i
v
e
of
in
c
r
e
a
s
e
d
en
f
o
r
c
e
m
e
n
t
of
se
a
t
be
l
t
no
n
‐us
e
.
Be
c
a
u
s
e
Mo
n
t
a
n
a
do
e
s
no
t
ha
v
e
a pr
i
m
a
r
y
se
a
t
be
l
t
la
w
,
la
w
en
f
o
r
c
e
m
e
n
t
pe
r
s
o
n
n
e
l
ca
n
is
s
u
e
a ci
t
a
t
i
o
n
only when they have
st
o
p
p
e
d
a
dr
i
v
e
r
fo
r
an
o
t
h
e
r
vi
o
l
a
t
i
o
n
.
Th
e
r
e
f
o
r
e
a se
a
t
be
l
t
ci
t
a
t
i
o
n
is
of
t
e
n
a
se
c
o
n
d
ci
t
a
t
i
o
n
is
s
u
e
d
to a driver. It is not
un
c
o
m
m
o
n
fo
r
ju
d
g
e
s
to
di
s
m
i
s
s
se
a
t
be
l
t
ci
t
a
t
i
o
n
s
du
r
i
n
g
th
e
ju
d
i
c
i
a
l
pr
o
c
e
s
s
;
ho
w
e
v
e
r
wh
e
n
th
i
s
ha
p
p
e
n
s
this communicates a
la
c
k
of
im
p
o
r
t
a
n
c
e
to
dr
i
v
e
r
s
ab
o
u
t
se
a
t
be
l
t
us
e
an
d
dr
i
v
e
r
s
ar
e
no
t
fo
r
c
e
d
to
de
a
l
wi
t
h
a
re
a
l
pe
n
a
l
t
y
.
Additionally, law
en
f
o
r
c
e
m
e
n
t
be
c
o
m
e
s
re
l
u
c
t
a
n
t
to
is
s
u
e
ci
t
a
t
i
o
n
s
fo
r
se
a
t
be
l
t
no
n
‐us
e
wh
e
n
th
e
y
kn
o
w
th
e
ci
t
a
t
i
o
n
s
ar
e
likely to be dismissed. It
is
cr
i
t
i
c
a
l
th
a
t
th
e
ju
d
i
c
i
a
l
sy
s
t
e
m
un
d
e
r
s
t
a
n
d
s
an
d
su
p
p
o
r
t
s
ef
f
o
r
t
s
to
in
c
r
e
a
s
e
se
a
t
be
l
t
us
e
th
r
o
u
g
h
in
c
r
e
a
s
e
d
enforcement and
ci
t
a
t
i
o
n
s
.
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
k
e
h
o
l
d
e
r
s
/
P
a
r
t
n
e
r
s
Re
s
o
u
r
c
e
s
/
F
u
n
d
i
n
g
Ne
e
d
s
Gr
e
a
t
e
r
Ga
l
l
a
t
i
n
Sa
f
e
t
y
Co
a
l
i
t
i
o
n
Ju
d
g
e
s
Bo
z
e
m
a
n
Po
l
i
c
e
De
p
a
r
t
m
e
n
t
Mo
n
t
a
n
a
Hi
g
h
w
a
y
Pa
t
r
o
l
MT
Tr
a
f
f
i
c
Sa
f
e
t
y
Re
s
o
u
r
c
e
Pr
o
s
e
c
u
t
o
r
Ot
h
e
r
s
MT
Tr
a
f
f
i
c
Sa
f
e
t
y
Re
s
o
u
r
c
e
Pr
o
s
e
c
u
t
o
r
Ac
t
i
v
i
t
i
e
s
/
A
c
t
i
o
n
St
e
p
s
En
g
a
g
e
th
e
st
a
t
e
’
s
tr
a
f
f
i
c
sa
f
e
t
y
pr
o
s
e
c
u
t
o
r
to
co
n
d
u
c
t
tr
a
i
n
i
n
g
to
lo
c
a
l
ju
d
g
e
s
on
th
e
im
p
o
r
t
a
n
c
e
of upholding citations for
se
a
t
be
l
t
no
n
‐us
e
.
Pr
o
m
o
t
e
is
s
u
a
n
c
e
of
se
a
t
be
l
t
ci
t
a
t
i
o
n
s
by
Bo
z
e
m
a
n
Po
l
i
c
e
,
po
t
e
n
t
i
a
l
l
y
vi
a
a ro
l
l
‐ca
l
l
br
i
e
f
i
n
g
,
re
i
n
f
o
r
c
i
n
g
support by local
ju
d
g
e
s
.
Ca
m
b
r
i
d
g
e
S
y
s
t
e
m
a
t
i
c
s
,
I
n
c
.
4-21
Em
p
h
a
s
i
s
Ar
e
a
:
Se
a
t
be
l
t
s
/
O
c
c
u
p
a
n
t
Pr
o
t
e
c
t
i
o
n
Us
e
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Je
s
s
i
Ma
l
c
o
l
m
,
Bu
c
k
l
e
Up
MT
/ Ch
i
l
d
Ca
r
e
Co
n
n
e
c
t
i
o
n
s
Ne
w
St
r
a
t
e
g
i
e
s
St
r
a
t
e
g
y
6
Pu
r
p
o
s
e
En
a
c
t
a lo
c
a
l
or
d
i
n
a
n
c
e
ma
k
i
n
g
no
n
‐us
e
of
a se
a
t
be
l
t
a pr
i
m
a
r
y
of
f
e
n
s
e
in
Bo
z
e
m
a
n
.
Be
c
a
u
s
e
Mo
n
t
a
n
a
do
e
s
no
t
ha
v
e
a pr
i
m
a
r
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2
2
Cambridge Systematics, Inc.
Em
p
h
a
s
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s
Ar
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a
:
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be
l
t
s
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Pr
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Us
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p
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Ch
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:
Je
s
s
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m
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Up
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4 to
9
to
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a
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,
da
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care providers, and
pa
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s
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Co
n
d
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t
tr
a
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of
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PS
A
ca
m
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g
n
.
Cambridge Systematics, Inc. 4-23
Occupant Protection Performance Measures
Performance measures will need to be documented by the Emphasis Area on a
tracking form shown in Appendix E. Key performance measures to track
progress in this Emphasis Area over time include:
Number of unbelted persons involved in crashes in the Bozeman urban area;
Number of unbelted fatal and incapacitating injuries in the Bozeman urban
area; and
Number of citations issued by law enforcement for nonuse of seat belts in the
Bozeman urban area.
4-24 Cambridge Systematics, Inc.
4.4 BICYCLE AND PEDESTRIAN CRASHES
From 2007 to 2011, there were 58 injury crashes in
the Bozeman area involving a bicycle. Of those,
seven crashes involved a fatality or incapacitating
injury and 51 involved a nonsevere injury.
During the same period, 33 injury crashes with
pedestrians occurred. Five pedestrian crashes
involved a fatality or incapacitating injury and 28
involved a nonsevere injury.
It is important that bicyclists, pedestrians and
motorists understand their roles and
responsibilities on the road and how to operate
safely on the roadway together.
Cambridge Systematics, Inc. 4-25
Crash data from 2007 to 2011 show that most (57 percent) severe bicycle crashes
were not at an intersection while a slight majority (51%) of nonsevere injury
crashes were at an intersection, as shown in Table 4.5 and Figure 4.7.
Table 4.5 Bozeman Bicycle Crashes by Relationship to Junction, 2007-
2011
Bozeman Bicycle Crashes by Relationship to Junction, 2007-2011
Bicycle Crashes
by Relationship
to Junction
Bicycle
Severe
Crashes
Bicycle
Severe
Crashes (%)
Bicycle
Nonsevere
crashes
Bicycle
Nonsevere
Injury
Crashes (%)
Nonjunction 4 57% 5 10%
In intersection 2 29% 26 51%
Intersection-related – 0% 11 22%
In driveway access 1 14% 7 14%
Driveway-related – 0% 1 2%
Railroad crossing-related – 0% – 0%
Interchange – 0% 1 2%
Not stated – 0% – 0%
TOTAL 7 51
Source: Montana Department of Transportation Safety Management System
Figure 4.7 Bozeman Bicycle Injury Crashes by Relationship to Junction,
2007-2011
Source: Montana Department of Transportation Safety Management System
Nonjunction
9, 15%
In intersection
28, 48%
Intersection‐
related
11, 19%
In driveway
access
8, 14%
Driveway‐
related
1, 2%
Interchange
1, 2%
Bozeman Bicycle Injury Crashes by Relationship to
Junction, 2007‐2011
4-26 Cambridge Systematics, Inc.
Most bicycle crashes (86% severe and 61% nonsevere) occurred where there is no
separate bikeway, as shown in Table 4.6.
Table 4.6 Bozeman Bicycle Crashes by Bikeway, 2007 - 2011
Bozeman Bicycle Crashes by Bikeway, 2007 - 2011
Crashes by Bikeway
Bicycle
Severe
Crashes
Bicycle
Severe
Crashes
(%)
Bicycle
Nonsevere
Crashes
Bicycle
Nonsevere
Injury
Crashes (%)
No bicycle involved – – 4 8
Bikeway separated from
roadway
– – – –
Bikeway adjacent to
roadway
– – 11 22%
No bikeway or bike route 6 86% 31 61%
Bike route 1 14% – –
Not stated – – 5 10%
TOTAL 7 51
Source: MDT Safety Management System
The majority of bicyclists involved in injury crashes are under age 35, with 22
percent of nonsevere injury crashes involving children under age 15, and 27
percent involving bicyclists between the ages of 20 and 24 (Table 4.7 and Figure
4.8).
Table 4.7 Bozeman Bicyclist Crashes by Age of Bicyclist, 2007-2011
Bozeman Bicyclist Crashes by Age of Bicyclist, 2007-2011
Bicycle Crashes
by Age of
Bicyclist
Bicycle
Severe
Crashes
Bicycle
Severe
Crashes (%)
Bicycle
Nonsevere
Crashes
Bicycle
Nonsevere Injury
Crashes (%)
0-14 years – 0% 11 22%
15-19 years 3 38% 7 14%
20-24 years 2 25% 13 27%
25-34 years 1 13% 10 20%
35-44 years 1 13% 2 4%
45-54 years 1 13% 3 6%
55-64 years – 0% 3 6%
65-74 years – 0% - 0%
75+ years – 0% - 0%
TOTAL 8 49
Source: MDT Safety Management System
Cambridge Systematics, Inc. 4-27
Figure 4.8 Bozeman Bicycle Injury Crashes by Age of Bicyclist, 2007-2011
0
2
4
6
8
10
12
14
16
0‐14
years
15‐19
years
20‐24
years
25‐34
years
35‐44
years
45‐54
years
55‐64
years
65‐74
years
75+
years
Bozeman Bicycle Injury Crashes by Age of Bicyclist,
2007‐2011
4-28 Cambridge Systematics, Inc.
The majority of severe pedestrian crashes were not at an intersection while most
nonsevere injury crashes were at an intersection (Table 4.8)
Table 4.8 Pedestrian Crashes by Relationship to Junction, 2007-2011
Pedestrian Crashes by Relationship to Junction, 2007-2011
Pedestrian Crashes
by Relationship to
Junction
Pedestrian
Severe
Crashes
Pedestrian
Severe
Crashes (%)
Pedestrian
Nonsevere
Crashes
Pedestrian
Nonsevere
Injury
Crashes (%)
Nonjunction 3 60% 7 25%
In intersection 2 40% 16 57%
Intersection-related - 0% 3 11%
In driveway access - 0% - 0%
Driveway related - 0% 1 4%
Railroad crossing
related - 0% - 0%
Interchange - 0% 1 4%
Not stated - 0% - 0%
TOTAL 5 28
Source: MDT Safety Management System
Four of five severe injury pedestrian crashes occurred during dark conditions
(Table 4.9, Figure 4.9).
Table 4.9 Bozeman Pedestrian Crashes by Light Condition, 2007-2011
Bozeman Pedestrian Crashes by Light Condition, 2007-2011
Pedestrian
Crashes by Light
Condition
Pedestrian
Severe
Crashes
Pedestrian
Severe
Crashes (%)
Pedestrian
Nonsevere
Crashes
Pedestrian
Nonsevere
Injury
Crashes (%)
Daylight 1 20% 17 61%
Dark – not lighted 3 60% - -
Dark – lighted 1 20% 9 32%
Dawn - - 1 4%
Dusk - - 1 4%
TOTAL 5 28
Source: MDT Safety Management System
Cambridge Systematics, Inc. 4-29
Figure 4.9 Bozeman Pedestrian Crashes by Light Condition, 2007-2011
Current Bicycle and Pedestrian Safety-Oriented Programs and
Strategies in Bozeman
Below is a list of some of the safety activities underway in the community to
address bicycle and pedestrian safety.
Bozeman High School has set up a Team page on the Teens in the Driver’s
Seat program at http://www.t-driver.com/first-annual-montana-driving-
the-message-contest/. This is an effective peer-to-peer education program
for addressing a range of driving safety issues. The Western Transportation
Institute at Montana State University is developing a Montana-specific
program to develop a “how-to” guide book for distribution to communities.
Alive@25 courses – Defensive driving course often are court-ordered courses
instructed by Montana Highway Patrol trainers on driver safety for drivers
age 15 to 25 who have received a traffic violation. Currently one course per
month is offered in Bozeman. It is not required to be court ordered to attend.
Contact: Jessi at Child Care Connections or Katie at Montana Highway
Patrol at 406-587-4525.
Transportation Alternatives Program - MAP-21 establishes a new program
to provide for a variety of alternative transportation projects, including many
that were previously eligible activities under separately funded programs.
The Transportation Alternative (TA) replaces the funding from pre-MAP-21
programs including Transportation Enhancements and Safe Routes to School,
wrapping them into a single funding source.
Daylight
18, 55%
Dark –n o t
lighted
3, 9%
Dark – lighted
10, 30%
Dawn
1, 3%
Dusk
1, 3%
4-30 Cambridge Systematics, Inc.
The law requires selection of projects through a competitive process:
http://www.mdt.mt.gov/mdt/ta_application.shtml.
The Pedestrian Traffic and Safety Committee was created under an
Interlocal Agreement with the Montana Department of Transportation, the
City of Bozeman and Gallatin County. The Committee is advisory and acts
as a sounding board for proposals advanced to the Transportation
Coordinating Committee.
The Bozeman Area Bicycle Advisory Board (BABAB) was created by the
City Commission in 1990. BABAB's purpose is to recommend safe bicycle
practices throughout Bozeman in regard to enhanced bicycle circulation and
design, community-wide bicycle education and safety programs, and other
matters relating to bicycling in the Bozeman area.
Potential Stakeholders/Partners for the Bicycle and Pedestrian
Crashes Emphasis Area
A number of local partners can play a role in reducing crashes involving
bicyclists and pedestrians, including:
Bozeman Area Bicycle Advisory Board (BABAB);
Pedestrian Traffic and Safety Advisory Committee;
Collin’s Coalition;
City of Bozeman;
Streamline;
Gallatin Valley Bicycle Club;
Bicycle Shops;
Bozeman School System;
Montana State University; and
Bozeman Police Department.
New Bicycle and Pedestrian Safety Programs and Strategies for
Bozeman
The core result of this safety planning process is to determine what more can be
done to improve transportation safety in Bozeman. A number of potentially
useful strategies were identified by stakeholders at the Safety Summit and are
presented below.
Ca
m
b
r
i
d
g
e
S
y
s
t
e
m
a
t
i
c
s
,
I
n
c
.
4-31
Em
p
h
a
s
i
s
Ar
e
a
:
Bi
c
y
c
l
e
an
d
Pe
d
e
s
t
r
i
a
n
Cr
a
s
h
e
s
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Da
n
i
e
l
l
e
Sc
h
a
r
f
,
Pe
d
e
s
t
r
i
a
n
& Tr
a
f
f
i
c
Sa
f
e
t
y
Co
m
m
i
t
t
e
e
Ne
w
St
r
a
t
e
g
i
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s
St
r
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t
e
g
y
1
Pu
r
p
o
s
e
In
c
r
e
a
s
e
bi
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c
l
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an
d
pe
d
e
s
t
r
i
a
n
in
f
r
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s
t
r
u
c
t
u
r
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in
Bo
z
e
m
a
n
,
in
c
l
u
d
i
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g
bi
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c
l
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s
,
si
d
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w
a
l
k
s
,
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g
n
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g
e
an
d
pa
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m
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n
t
ma
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k
i
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g
s
.
Sa
f
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t
y
is
im
p
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wh
e
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ro
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d
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t
of
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t
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t
i
o
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s
ab
o
u
t
us
e
r
be
h
a
v
i
o
r
s
.
It is important to ensure
th
a
t
wh
e
n
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r
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pe
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fa
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ar
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in
s
t
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l
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d
on
ex
i
s
t
i
n
g
,
ne
w
and improved roadways.
In
f
r
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t
r
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c
t
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ma
y
in
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si
d
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w
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k
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,
bi
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la
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s
,
si
g
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g
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,
tr
a
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n
a
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s
,
an
d
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m
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t
ma
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g
s
.
Pa
r
t
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c
u
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a
r
attention may be
ne
e
d
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d
at
in
t
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r
s
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c
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i
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s
,
wh
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B
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B
)
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d
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to Manual on
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a
f
f
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p
:
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w
w
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f
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a
.
d
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g
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b
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p
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gn
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g
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m
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b
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n
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a
s
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Au
d
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t
(R
S
A
)
Tr
a
i
n
i
n
g
.
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t
e
n
t
i
a
l
l
y
de
v
e
l
o
p
a pr
o
g
r
a
m
to
co
n
d
u
c
t
a se
t
nu
m
b
e
r
of Bicycle or Pedestrian
RS
A
s
an
n
u
a
l
l
y
.
Im
p
l
e
m
e
n
t
pr
o
v
e
n
ef
f
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c
t
i
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co
u
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r
m
e
a
s
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s
id
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n
t
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f
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d
in
RS
A
s
,
pa
r
t
i
c
u
l
a
r
l
y
lo
w
co
s
t
measures.
Ba
s
e
d
on
th
e
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
in
f
r
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s
t
r
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c
t
u
r
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ne
e
d
s
de
f
i
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e
d
in
th
e
20
0
7
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z
e
m
a
n
Ar
e
a
Tr
a
n
s
p
o
r
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o
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Sa
f
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t
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Au
d
i
t
s
an
d
ot
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in
p
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t
,
ma
k
e
im
p
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o
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m
e
n
t
s
wh
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r
e
ne
e
d
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d
,
en
s
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g
pr
o
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ef
f
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c
t
i
v
e
sa
f
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t
y
measures are
in
c
o
r
p
o
r
a
t
e
d
.
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t
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co
m
m
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n
i
c
a
t
e
im
p
r
o
v
e
m
e
n
t
s
ma
d
e
to
da
t
e
.
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p
r
o
v
e
fu
n
c
t
i
o
n
a
l
i
t
y
an
d
us
e
of
ex
i
s
t
i
n
g
in
f
r
a
s
t
r
u
c
t
u
r
e
fo
r
bi
c
y
c
l
i
s
t
s
an
d
pe
d
e
s
t
r
i
a
n
s
by
cl
e
a
r
l
y
de
f
i
n
i
n
g
and communicating
“r
u
l
e
s
of
th
e
ro
a
d
”
in
c
l
u
d
i
n
g
po
l
i
c
i
e
s
fo
r
us
e
of
tw
o
‐wa
y
tr
a
i
l
s
an
d
ap
p
r
o
p
r
i
a
t
e
be
h
a
v
i
o
r
at
tr
a
n
s
i
t
i
o
n
points where bicycle
la
n
e
s
an
d
si
d
e
w
a
l
k
s
en
d
.
Th
i
s
wo
u
l
d
in
c
l
u
d
e
si
g
n
i
n
g
an
d
ma
r
k
i
n
g
.
En
s
u
r
e
co
n
s
i
s
t
e
n
t
bi
c
y
c
l
e
ma
r
k
i
n
g
s
at
al
l
in
t
e
r
s
e
c
t
i
o
n
s
.
In
pa
r
t
i
c
u
l
a
r
en
s
u
r
e
th
a
t
cl
e
a
r
di
r
e
c
t
i
o
n
is
pr
o
v
i
d
e
d
to bicyclists
re
g
a
r
d
i
n
g
pr
o
p
e
r
na
v
i
g
a
t
i
o
n
of
ro
u
n
d
a
b
o
u
t
s
.
Ev
a
l
u
a
t
e
si
g
n
a
l
ti
m
i
n
g
an
d
ye
l
l
o
w
ph
a
s
e
in
t
e
r
v
a
l
s
to
en
s
u
r
e
si
g
n
a
l
s
ar
e
op
t
i
m
i
z
e
d
fo
r
ma
x
i
m
u
m
sa
f
e
t
y
.
Consult guidance
fr
o
m
th
e
FH
W
A
Ni
n
e
Pr
o
v
e
n
Sa
f
e
t
y
Co
u
n
t
e
r
m
e
a
s
u
r
e
s
.
Re
s
e
a
r
c
h
po
t
e
n
t
i
a
l
us
e
of
im
p
a
c
t
fe
e
s
fo
r
fu
n
d
i
n
g
of
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
fa
c
i
l
i
t
i
e
s
4-
3
2
Cambridge Systematics, Inc.
Em
p
h
a
s
i
s
Ar
e
a
:
Bi
c
y
c
l
e
an
d
Pe
d
e
s
t
r
i
a
n
Cr
a
s
h
e
s
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Da
n
i
e
l
l
e
Sc
h
a
r
f
,
Pe
d
e
s
t
r
i
a
n
& Tr
a
f
f
i
c
Sa
f
e
t
y
Co
m
m
i
t
t
e
e
Ne
w
St
r
a
t
e
g
i
e
s
St
r
a
t
e
g
y
2
Pu
r
p
o
s
e
Re
d
u
c
e
im
p
a
i
r
e
d
bi
c
y
c
l
i
n
g
an
d
wa
l
k
i
n
g
.
Th
e
r
e
is
a pe
r
c
e
p
t
i
o
n
th
a
t
if
a pe
r
s
o
n
is
im
p
a
i
r
e
d
,
an
d
th
e
y
ar
e
no
t
dr
i
v
i
n
g
a mo
t
o
r
ve
h
i
c
l
e
th
e
r
e
is
no
sa
f
e
t
y
issue; however many
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
cr
a
s
h
e
s
in
v
o
l
v
e
im
p
a
i
r
m
e
n
t
by
th
e
pe
d
e
s
t
r
i
a
n
or
bi
c
y
c
l
i
s
t
.
Re
d
u
c
e
th
e
ri
s
k
of
an impaired bicyclist or
pe
d
e
s
t
r
i
a
n
be
i
n
g
in
v
o
l
v
e
d
in
a cr
a
s
h
th
r
o
u
g
h
ed
u
c
a
t
i
o
n
.
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p
l
e
m
e
n
t
a
t
i
o
n
St
a
k
e
h
o
l
d
e
r
s
/
P
a
r
t
n
e
r
s
Re
s
o
u
r
c
e
s
/
F
u
n
d
i
n
g
Ne
e
d
s
Ci
t
y
of
Bo
z
e
m
a
n
St
r
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a
m
l
i
n
e
MS
U
BA
B
A
B
Pe
d
e
s
t
r
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a
n
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d
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a
f
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c
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m
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e
Co
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i
n
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s
Co
a
l
i
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i
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n
MD
T
Co
m
m
u
n
i
t
y
Al
c
o
h
o
l
Co
a
l
i
t
i
o
n
Ot
h
e
r
s
Co
s
t
s
to
de
v
e
l
o
p
an
d
im
p
l
e
m
e
n
t
ed
u
c
a
t
i
o
n
ca
m
p
a
i
g
n
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p
a
i
r
e
d
Pe
d
e
s
t
r
i
a
n
Ed
u
c
a
t
i
o
n
,
Lo
y
o
l
a
Un
i
v
e
r
s
i
t
y
Health System,
ht
t
p
:
/
/
w
w
w
.
s
t
r
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.
l
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e
d
u
/
d
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p
t
s
/
i
n
j
p
r
e
v
/
T
r
a
n
s
p
r
t
/
t
r
a
n
4
‐03.htm
Ta
x
i
se
r
v
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fo
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pe
d
e
s
t
r
i
a
n
s
or
bi
c
y
c
l
i
s
t
s
,
su
c
h
as
th
e
la
t
e
‐ni
g
h
t
Streamline, free rides
ho
m
e
,
ta
x
i
s
,
de
s
i
g
n
a
t
e
d
dr
i
v
e
r
s
De
v
e
l
o
p
ed
u
c
a
t
i
o
n
an
d
aw
a
r
e
n
e
s
s
ca
m
p
a
i
g
n
Co
n
s
i
d
e
r
de
v
e
l
o
p
m
e
n
t
an
d
ad
o
p
t
i
o
n
of
an
im
p
a
i
r
e
d
bi
c
y
c
l
i
n
g
or
d
i
n
a
n
c
e
Ca
m
b
r
i
d
g
e
S
y
s
t
e
m
a
t
i
c
s
,
I
n
c
.
4-33
Em
p
h
a
s
i
s
Ar
e
a
:
Bi
c
y
c
l
e
an
d
Pe
d
e
s
t
r
i
a
n
Cr
a
s
h
e
s
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Da
n
i
e
l
l
e
Sc
h
a
r
f
,
Pe
d
e
s
t
r
i
a
n
& Tr
a
f
f
i
c
Sa
f
e
t
y
Co
m
m
i
t
t
e
e
Ne
w
St
r
a
t
e
g
i
e
s
St
r
a
t
e
g
y
3
Pu
r
p
o
s
e
In
c
r
e
a
s
e
re
p
o
r
t
i
n
g
of
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
cr
a
s
h
e
s
.
Th
e
st
a
t
e
cr
a
s
h
da
t
a
b
a
s
e
is
ba
s
e
d
on
cr
a
s
h
re
p
o
r
t
s
su
b
m
i
t
t
e
d
by
la
w
en
f
o
r
c
e
m
e
n
t
an
d
in
c
l
u
d
e
s
al
l
cr
a
s
h
e
s
if there is a crash report
fi
l
l
e
d
ou
t
an
d
th
e
cr
a
s
h
re
s
u
l
t
s
in
mo
r
e
th
a
n
$1
,
0
0
0
in
da
m
a
g
e
or
an
in
j
u
r
y
.
If
th
o
s
e
in
v
o
l
v
e
d
in
a cr
a
s
h
do not call police and a
cr
a
s
h
re
p
o
r
t
is
no
t
de
v
e
l
o
p
e
d
,
th
e
cr
a
s
h
is
no
t
in
c
l
u
d
e
d
in
th
e
cr
a
s
h
da
t
a
b
a
s
e
;
th
e
r
e
f
o
r
e
,
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
crashes may be
un
d
e
r
r
e
p
o
r
t
e
d
.
Be
c
a
u
s
e
cr
a
s
h
da
t
a
is
a ke
y
so
u
r
c
e
fo
r
de
f
i
n
i
n
g
fu
t
u
r
e
sa
f
e
t
y
im
p
r
o
v
e
m
e
n
t
s
,
it
is
im
p
o
r
t
a
n
t
to document bicycle
cr
a
s
h
e
s
in
c
l
u
d
i
n
g
th
o
s
e
re
s
u
l
t
i
n
g
in
pr
o
p
e
r
t
y
da
m
a
g
e
on
l
y
to
he
l
p
id
e
n
t
i
f
y
an
d
ad
d
r
e
s
s
ar
e
a
s
of
co
n
c
e
r
n
.
By comprehensively
re
p
o
r
t
i
n
g
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
cr
a
s
h
e
s
,
im
p
r
o
v
e
d
da
t
a
on
sa
f
e
t
y
is
s
u
e
s
wi
l
l
be
av
a
i
l
a
b
l
e
.
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
k
e
h
o
l
d
e
r
s
/
P
a
r
t
n
e
r
s
Re
s
o
u
r
c
e
s
/
F
u
n
d
i
n
g
Ne
e
d
s
Bi
k
e
Wa
l
k
Mo
n
t
a
n
a
Ga
l
l
a
t
i
n
Va
l
l
e
y
Bi
c
y
c
l
e
Cl
u
b
Bi
c
y
c
l
e
Sh
o
p
s
Mo
n
t
a
n
a
St
a
t
e
Un
i
v
e
r
s
i
t
y
(M
S
U
)
Bo
z
e
m
a
n
sc
h
o
o
l
sy
s
t
e
m
Bo
z
e
m
a
n
Ar
e
a
Bi
c
y
c
l
e
Ad
v
i
s
o
r
y
Bo
a
r
d
(B
A
B
A
B
)
Pe
d
e
s
t
r
i
a
n
an
d
Tr
a
f
f
i
c
Sa
f
e
t
y
Co
m
m
i
t
t
e
e
Co
l
l
i
n
’
s
Co
a
l
i
t
i
o
n
Bi
c
y
c
l
i
s
t
s
Bo
z
e
m
a
n
Po
l
i
c
e
De
p
a
r
t
m
e
n
t
Pr
i
n
t
e
d
fl
y
e
r
/
s
t
i
c
k
e
r
to
pr
o
m
o
t
e
on
l
i
n
e
re
p
o
r
t
i
n
g
of bicycle and pedestrian
in
c
i
d
e
n
t
s
Bi
k
e
Wa
l
k
Mo
n
t
a
n
a
Ga
l
l
a
t
i
n
Va
l
l
e
y
Bi
c
y
c
l
e
Cl
u
b
Bi
c
y
c
l
e
Sh
o
p
s
MS
U
Bo
z
e
m
a
n
Sc
h
o
o
l
Di
s
t
r
i
c
t
BA
B
A
B
Bo
z
e
m
a
n
Bi
k
e
Ki
t
c
h
e
n
Bi
c
y
c
l
i
s
t
s
Ac
t
i
v
i
t
i
e
s
/
A
c
t
i
o
n
St
e
p
s
Pr
o
m
o
t
e
se
l
f
‐re
p
o
r
t
i
n
g
of
cr
a
s
h
e
s
us
i
n
g
th
e
Mo
n
t
a
n
a
Hi
g
h
w
a
y
Pa
t
r
o
l
ve
h
i
c
l
e
Cr
a
s
h
re
p
o
r
t
“wh
i
t
e
fo
r
m
”
o
Co
n
d
u
c
t
ou
t
r
e
a
c
h
vi
a
bi
c
y
c
l
e
sh
o
p
s
,
Bi
k
e
to
Wo
r
k
We
e
k
,
sc
h
o
o
l
sy
s
t
e
m
,
MS
U
,
Bo
z
e
m
a
n
Bi
k
e
Kitchen, Bike Swap,
et
c
.
Wo
r
k
wi
t
h
la
w
en
f
o
r
c
e
m
e
n
t
to
de
v
e
l
o
p
pr
o
c
e
s
s
an
d
pr
o
c
e
d
u
r
e
s
fo
r
tr
a
c
k
i
n
g
an
d
ma
i
n
t
a
i
n
i
n
g
bi
c
y
c
l
e
and pedestrian crashes
th
a
t
ma
y
no
t
me
e
t
re
p
o
r
t
i
n
g
th
r
e
s
h
o
l
d
s
.
Ob
t
a
i
n
an
d
ev
a
l
u
a
t
e
no
n
‐mo
t
o
r
i
z
e
d
in
c
i
d
e
n
t
da
t
a
fo
r
Bo
z
e
m
a
n
fr
o
m
Bi
k
e
Wa
l
k
Mo
n
t
a
n
a
to
su
p
p
l
e
m
e
n
t
state and city crash
da
t
a
.
4-
3
4
Cambridge Systematics, Inc.
Em
p
h
a
s
i
s
Ar
e
a
:
Bi
c
y
c
l
e
an
d
Pe
d
e
s
t
r
i
a
n
Cr
a
s
h
e
s
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Da
n
i
e
l
l
e
Sc
h
a
r
f
,
Pe
d
e
s
t
r
i
a
n
& Tr
a
f
f
i
c
Sa
f
e
t
y
Co
m
m
i
t
t
e
e
Ne
w
St
r
a
t
e
g
i
e
s
St
r
a
t
e
g
y
4
Pu
r
p
o
s
e
Co
n
d
u
c
t
pu
b
l
i
c
ed
u
c
a
t
i
o
n
ab
o
u
t
sa
f
e
op
e
r
a
t
i
n
g
pr
o
c
e
d
u
r
e
s
be
t
w
e
e
n
bi
c
y
c
l
i
s
t
s
an
d
pe
d
e
s
t
r
i
a
n
s
an
d
ve
h
i
c
l
e
s
Ma
n
y
dr
i
v
e
r
s
an
d
bi
c
y
c
l
i
s
t
s
do
no
t
fu
l
l
y
un
d
e
r
s
t
a
n
d
th
e
i
r
re
s
p
e
c
t
i
v
e
le
g
a
l
ri
g
h
t
s
an
d
re
s
p
o
n
s
i
b
i
l
i
t
i
e
s
on
the road. Often drivers
ex
p
r
e
s
s
ho
s
t
i
l
i
t
y
at
bi
c
y
c
l
i
s
t
s
,
de
s
p
i
t
e
bi
c
y
c
l
i
s
t
s
’
ri
g
h
t
to
ri
d
e
on
an
y
pu
b
l
i
c
ro
a
d
.
At
th
e
sa
m
e
ti
m
e
,
so
m
e
bicyclists ride without
fo
l
l
o
w
i
n
g
ru
l
e
s
of
th
e
ro
a
d
an
d
be
h
a
v
e
in
un
p
r
e
d
i
c
t
a
b
l
e
wa
y
s
,
in
c
r
e
a
s
i
n
g
th
e
ri
s
k
of
a cr
a
s
h
.
Bo
t
h
ve
h
i
c
l
e
s
and bicyclists need to
re
s
p
e
c
t
ea
c
h
ot
h
e
r
an
d
sh
a
r
e
th
e
ro
a
d
sa
f
e
l
y
.
Ed
u
c
a
t
i
o
n
ma
y
ta
k
e
th
e
fo
r
m
of
de
v
e
l
o
p
i
n
g
an
d
di
s
t
r
i
b
u
t
i
n
g
printed materials,
de
v
e
l
o
p
i
n
g
lo
c
a
l
pu
b
l
i
c
se
r
v
i
c
e
an
n
o
u
n
c
e
m
e
n
t
s
,
ed
u
c
a
t
i
o
n
on
sa
f
e
op
e
r
a
t
i
n
g
pr
o
c
e
d
u
r
e
s
,
or
ot
h
e
r
co
m
m
u
n
i
c
a
t
i
o
n
s
.
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
k
e
h
o
l
d
e
r
s
/
P
a
r
t
n
e
r
s
Re
s
o
u
r
c
e
s
/
F
u
n
d
i
n
g
Ne
e
d
s
Ga
l
l
a
t
i
n
Va
l
l
e
y
Bi
c
y
c
l
e
Cl
u
b
Bo
z
e
m
a
n
Po
l
i
c
e
De
p
a
r
t
m
e
n
t
Lo
c
a
l
Te
l
e
v
i
s
i
o
n
St
a
t
i
o
n
s
Mo
n
t
a
n
a
St
a
t
e
Un
i
v
e
r
s
i
t
y
(M
S
U
)
Bo
z
e
m
a
n
Sc
h
o
o
l
Di
s
t
r
i
c
t
el
e
m
e
n
t
a
r
y
,
mi
d
d
l
e
,
an
d
hi
g
h
sc
h
o
o
l
s
Bo
z
e
m
a
n
Bi
k
e
Ki
t
c
h
e
n
Mo
n
t
a
n
a
Bi
c
y
c
l
e
an
d
Pe
d
e
s
t
r
i
a
n
Co
o
r
d
i
n
a
t
o
r
Fu
n
d
i
n
g
to
de
v
e
l
o
p
ed
u
c
a
t
i
o
n
a
l
ma
t
e
r
i
a
l
s
Ut
i
l
i
z
e
Sh
a
r
e
th
e
Ro
a
d
br
o
c
h
u
r
e
de
v
e
l
o
p
e
d
by
MD
T
ht
t
p
:
/
/
w
w
w
.
m
d
t
.
m
t
.
g
o
v
/
p
u
b
l
i
c
a
t
i
o
n
s
/d
o
c
s
/
b
r
o
c
h
u
r
e
s
/
s
h
a
r
e
_
t
h
e
_
r
o
a
d
.
p
d
f
Re
s
o
u
r
c
e
s
fo
r
vi
d
e
o
PS
A
de
v
e
l
o
p
m
e
n
t
Pa
r
t
n
e
r
s
h
i
p
fo
r
br
o
a
d
c
a
s
t
of
vi
d
e
o
PS
A
s
,
e.
g
.
NB
C
affiliate
Mi
s
s
o
u
l
a
Bi
k
e
/
P
e
d
Co
o
r
d
i
n
a
t
o
r
Ac
t
i
v
i
t
i
e
s
/
A
c
t
i
o
n
St
e
p
s
De
v
e
l
o
p
vi
d
e
o
PS
A
s
in
pa
r
t
n
e
r
s
h
i
p
wi
t
h
lo
c
a
l
te
l
e
v
i
s
i
o
n
st
a
t
i
o
n
s
,
MS
U
fi
l
m
de
p
a
r
t
m
e
n
t
,
or
th
e
hi
g
h
sc
h
o
o
l
media department
Di
s
t
r
i
b
u
t
e
ma
t
e
r
i
a
l
s
to
bo
t
h
th
e
ge
n
e
r
a
l
dr
i
v
i
n
g
pu
b
l
i
c
an
d
bi
c
y
c
l
i
s
t
s
,
pe
d
e
s
t
r
i
a
n
s
an
d
ot
h
e
r
us
e
r
s
vi
a
the City of Bozeman
we
b
s
i
t
e
,
pa
r
t
n
e
r
ag
e
n
c
i
e
s
,
sc
h
o
o
l
s
,
bi
k
e
sh
o
p
s
,
bi
c
y
c
l
i
n
g
en
t
h
u
s
i
a
s
t
gr
o
u
p
s
,
et
c
.
In
i
t
i
a
t
e
a Bi
c
y
c
l
e
Am
b
a
s
s
a
d
o
r
s
pr
o
g
r
a
m
by
wh
i
c
h
in
d
i
v
i
d
u
a
l
s
ar
e
em
p
l
o
y
e
d
to
ri
d
e
ar
o
u
n
d
to
w
n
an
d
initiate educational
co
n
v
e
r
s
a
t
i
o
n
s
wi
t
h
pe
o
p
l
e
wh
o
ar
e
bi
c
y
c
l
i
n
g
or
wa
l
k
i
n
g
un
s
a
f
e
l
y
.
(A
d
a
p
t
Mi
s
s
o
u
l
a
mo
d
e
l
)
Pu
b
l
i
c
i
z
e
an
d
pr
o
m
o
t
e
ex
i
s
t
i
n
g
tr
a
n
s
p
o
r
t
a
t
i
o
n
sa
f
e
t
y
la
w
s
in
c
l
u
d
i
n
g
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
la
w
s
su
c
h
as required use of
he
a
d
l
i
g
h
t
s
an
d
ta
i
l
li
g
h
t
s
by
bi
c
y
c
l
e
s
du
r
i
n
g
da
r
k
co
n
d
i
t
i
o
n
s
.
Co
n
t
i
n
u
e
K ‐8 sc
h
o
o
l
tr
a
f
f
i
c
ed
u
c
a
t
i
o
n
pr
o
g
r
a
m
,
wh
i
c
h
ha
s
a bi
c
y
c
l
e
fo
c
u
s
in
gr
a
d
e
s
4 ‐5 an
d
pe
d
e
s
t
r
i
a
n
focus in K ‐3.
Pr
o
v
i
d
e
ed
u
c
a
t
i
o
n
ab
o
u
t
th
e
sa
f
e
t
y
va
l
u
e
of
vi
s
i
b
l
e
,
re
f
l
e
c
t
i
v
e
cl
o
t
h
i
n
g
fo
r
bi
c
y
c
l
i
s
t
s
an
d
pe
d
e
s
t
r
i
a
n
s
.
Ca
m
b
r
i
d
g
e
S
y
s
t
e
m
a
t
i
c
s
,
I
n
c
.
4-35
Em
p
h
a
s
i
s
Ar
e
a
:
Bi
c
y
c
l
e
an
d
Pe
d
e
s
t
r
i
a
n
Cr
a
s
h
e
s
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Da
n
i
e
l
l
e
Sc
h
a
r
f
,
Pe
d
e
s
t
r
i
a
n
& Tr
a
f
f
i
c
Sa
f
e
t
y
Co
m
m
i
t
t
e
e
Ne
w
St
r
a
t
e
g
i
e
s
St
r
a
t
e
g
y
5
Pu
r
p
o
s
e
In
c
r
e
a
s
e
en
f
o
r
c
e
m
e
n
t
of
sa
f
e
be
h
a
v
i
o
r
s
by
bo
t
h
dr
i
v
e
r
s
ar
o
u
n
d
bi
c
y
c
l
i
s
t
s
an
d
pe
d
e
s
t
r
i
a
n
s
an
d
by
bi
c
y
c
l
i
s
t
an
d
pe
d
e
s
t
r
i
a
n
s
as
th
e
y
en
t
e
r
in
t
o
th
e
tr
a
n
s
p
o
r
t
a
t
i
o
n
mi
x
.
To
in
c
r
e
a
s
e
sa
f
e
t
y
of
bi
c
y
c
l
i
s
t
s
,
pe
d
e
s
t
r
i
a
n
s
an
d
mo
t
o
r
i
s
t
s
sh
a
r
i
n
g
th
e
ro
a
d
w
a
y
s
,
it
is
im
p
o
r
t
a
n
t
th
a
t
they believe there will be
co
n
s
e
q
u
e
n
c
e
s
fo
r
un
s
a
f
e
be
h
a
v
i
o
r
.
In
c
r
e
a
s
e
d
en
f
o
r
c
e
m
e
n
t
of
vi
o
l
a
t
i
o
n
s
by
bo
t
h
mo
t
o
r
i
s
t
s
an
d
users of nonmotorized
tr
a
n
s
p
o
r
t
a
t
i
o
n
wi
l
l
ra
i
s
e
aw
a
r
e
n
e
s
s
th
a
t
sa
f
e
be
h
a
v
i
o
r
is
ex
p
e
c
t
e
d
in
Bo
z
e
m
a
n
an
d
un
s
a
f
e
be
h
a
v
i
o
r
will not be tolerated.
In
t
e
r
a
c
t
i
o
n
s
be
t
w
e
e
n
th
e
po
l
i
c
e
an
d
th
e
dr
i
v
e
r
s
/
c
y
c
l
i
s
t
s
al
s
o
pr
o
v
i
d
e
op
p
o
r
t
u
n
i
t
i
e
s
fo
r
ed
u
c
a
t
i
o
n
.
If
im
p
r
o
v
e
d
laws governing safe
ve
h
i
c
u
l
a
r
op
e
r
a
t
i
o
n
ar
o
u
n
d
bi
c
y
c
l
i
s
t
s
an
d
pe
d
e
s
t
r
i
a
n
s
ar
e
en
a
c
t
e
d
,
it
is
ea
s
i
e
r
to
en
f
o
r
c
e
sa
f
e
be
h
a
v
i
o
r
.
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
k
e
h
o
l
d
e
r
s
/
P
a
r
t
n
e
r
s
Re
s
o
u
r
c
e
s
/
F
u
n
d
i
n
g
Ne
e
d
s
Ga
l
l
a
t
i
n
Va
l
l
e
y
Bi
c
y
c
l
e
Cl
u
b
Bo
z
e
m
a
n
Po
l
i
c
e
De
p
a
r
t
m
e
n
t
Lo
c
a
l
Te
l
e
v
i
s
i
o
n
St
a
t
i
o
n
s
Mo
n
t
a
n
a
St
a
t
e
Un
i
v
e
r
s
i
t
y
(M
S
U
)
Bo
z
e
m
a
n
Sc
h
o
o
l
Di
s
t
r
i
c
t
el
e
m
e
n
t
a
r
y
,
mi
d
d
l
e
,
an
d
hi
g
h
sc
h
o
o
l
s
Bo
z
e
m
a
n
Bi
k
e
Ki
t
c
h
e
n
Mo
n
t
a
n
a
Bi
c
y
c
l
e
/
P
e
d
e
s
t
r
i
a
n
Co
o
r
d
i
n
a
t
o
r
Gr
e
a
t
e
r
Ga
l
l
a
t
i
n
Sa
f
e
t
y
Co
a
l
i
t
i
o
n
En
f
o
r
c
e
m
e
n
t
de
d
i
c
a
t
e
d
to
vi
o
l
a
t
i
o
n
s
of
mo
t
o
r
i
z
e
d
‐nonmotorized safe
pr
a
c
t
i
c
e
s
Ed
u
c
a
t
i
o
n
a
l
ma
t
e
r
i
a
l
s
fo
r
de
d
i
c
a
t
e
d
ca
m
p
a
i
g
n
s
ta
r
g
e
t
i
n
g
violations
in
v
o
l
v
i
n
g
no
n
‐mo
t
o
r
i
z
e
d
tr
a
n
s
p
o
r
t
a
t
i
o
n
Bo
z
e
m
a
n
Po
l
i
c
e
De
p
a
r
t
m
e
n
t
Mo
n
t
a
n
a
Hi
g
h
w
a
y
Pa
t
r
o
l
Mi
s
s
o
u
l
a
Bi
k
e
/
P
e
d
Co
o
r
d
i
n
a
t
o
r
Ac
t
i
v
i
t
i
e
s
/
A
c
t
i
o
n
St
e
p
s
Co
n
d
u
c
t
pe
r
i
o
d
i
c
pe
d
e
s
t
r
i
a
n
sa
f
e
t
y
en
f
o
r
c
e
m
e
n
t
by
wh
i
c
h
a pl
a
i
n
c
l
o
t
h
e
s
po
l
i
c
e
of
f
i
c
e
r
cr
o
s
s
e
s
th
e
st
r
e
e
t
using a crosswalk
an
d
a pa
r
t
n
e
r
ti
c
k
e
t
s
ve
h
i
c
l
e
op
e
r
a
t
o
r
s
th
a
t
do
no
t
yi
e
l
d
to
th
e
pe
d
e
s
t
r
i
a
n
de
c
o
y
.
Pu
r
s
u
e
le
g
i
s
l
a
t
i
o
n
to
im
p
r
o
v
e
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
sa
f
e
t
y
su
c
h
as
re
q
u
i
r
i
n
g
ve
h
i
c
l
e
s
to
pr
o
v
i
d
e
a 3 ‐foot margin when passing
bi
c
y
c
l
e
s
an
d
re
q
u
i
r
i
n
g
ve
h
i
c
l
e
s
to
st
o
p
fo
r
pe
d
e
s
t
r
i
a
n
s
in
a cr
o
s
s
w
a
l
k
(v
e
r
s
u
s
on
l
y
yi
e
l
d
)
.
Co
n
s
i
d
e
r
in
c
r
e
a
s
i
n
g
fi
n
e
s
as
s
o
c
i
a
t
e
d
wi
t
h
vi
o
l
a
t
i
o
n
s
in
v
o
l
v
i
n
g
no
n
‐mo
t
o
r
i
z
e
d
tr
a
n
s
p
o
r
t
a
t
i
o
n
us
e
r
s
.
In
c
r
e
a
s
e
th
e
am
o
u
n
t
of
en
f
o
r
c
e
m
e
n
t
by
Bo
z
e
m
a
n
P.
D
.
on
bi
c
y
c
l
e
s
,
wh
i
c
h
fa
c
i
l
i
t
a
t
e
s
ed
u
c
a
t
i
o
n
a
l
co
n
v
e
r
s
a
t
i
o
n
s
in the course
of
du
t
y
.
Ed
u
c
a
t
e
an
d
en
f
o
r
c
e
re
q
u
i
r
e
d
us
e
of
he
a
d
l
i
g
h
t
s
an
d
ta
i
l
li
g
h
t
s
by
bi
c
y
c
l
i
s
t
s
Ed
u
c
a
t
e
an
d
en
f
o
r
c
e
th
e
im
p
o
r
t
a
n
c
e
of
pr
o
p
e
r
po
s
i
t
i
o
n
i
n
g
of
pe
d
e
s
t
r
i
a
n
wa
l
k
i
n
g
al
o
n
g
ro
a
d
w
a
y
(a
g
a
i
n
s
t
traffic) and bicyclist
ri
d
i
n
g
al
o
n
g
ro
a
d
w
a
y
(w
i
t
h
tr
a
f
f
i
c
)
.
4-36 Cambridge Systematics, Inc.
Bicycle and Pedestrian Safety Performance Measures
Performance measures provide a means of assessing progress toward achieving
the overall goal of the Emphasis Area and whether the strategies being
undertaken are achieving their intended results. Some overall performance
measures can be applied to determine how effective the collective strategies
within an Emphasis Area are performing. In addition, individual performance
measures may be appropriate for specific strategies and can be developed by the
Emphasis Area team. Performance measures will need to be documented on a
tracking form shown in Appendix E.
For the Bicycle and Pedestrian Crashes Emphasis Area, the following
performance measures should be considered for tracking by the Emphasis Area
team:
Annual number of bicyclists and pedestrians involved in crashes in the
Bozeman urban area;
Annual number of bicyclist and pedestrian fatalities in the Bozeman urban
area; and
Annual number of bicyclist and pedestrian serious injuries in the Bozeman
urban area.
Cambridge Systematics, Inc. 5-1
5.0 Implementation
Completion of the Bozeman Community Transportation Safety Plan is just the first
step toward improving the safety of community residents on Bozeman roadways. For
any change to substantively occur, the plan must be implemented. The momentum
achieved through the TSAC and at the Safety Summit must be maintained to bring
safety strategies to fruition.
A committed group of stakeholders – the Transportation Safety Advisory
Committee (TSAC)– has been established. All members involved have provided their
knowledge, expertise, and best ideas and commitment to this safety plan.
Development of this safety planning process was accomplished by the safety partners
and stakeholders who make up the TSAC. Throughout plan implementation, TSAC
members will need to continue to provide overarching guidance, and be involved in
implementation of individual strategies.
The TSAC will provide oversight of the safety effort and report progress to the
Transportation Coordinating Committee. Each Emphasis Area will report progress to
the TSAC quarterly. Implementation of each strategy listed above must be tracked
and the performance measures monitored to ensure progress is being made. The
TSAC will report results to MDT annually.
Key implementation steps to be undertaken by each Emphasis Area team include the
following activities:
1. Chairs identify the appropriate partners to serve on the Emphasis Area teams and
coordinate regular team meetings;
2. Teams develop safety targets for each Emphasis area, e.g. number of fatal and
injury crashes involving inattention, unbuckled passengers or bicycles and
pedestrians;
3. Emphasis Area teams identify a strategy leader to carryout each Emphasis Area
strategy and associated action steps;
4. Emphasis Area teams conduct regular (e.g. monthly) meetings to coordinate
strategy implementation and report progress;
5. Emphasis Area teams report to the TSAC Chairperson, the Bozeman city engineer,
on a regular basis (e.g. quarterly); and
6. Emphasis Area teams should develop new strategies for each Emphasis Area as
strategies are put into place.
5-2 Cambridge Systematics, Inc.
Figure 5.1 shows the TSAC organizational structure for implementation.
Figure 5.1 TSAC Team Structure for Implementation
Transportation Coordinating
Committee
Bicycle and Pedestrian
Emphasis Area Team Leader
Danielle Scharf, Bozeman
Area Bicycle Advisory Board
Inattentive/ Distracted
Emphasis Area Team Leader
Officer Rick Musson,
Bozeman PD
Seatbelts/Occupant
Protection Emphasis Area
Team Leader
Jessi Malcom, Child Care
Connections
Bicycle and Pedestrian
Emphasis Area Team
Inattentive/Distracted
Emphasis Area Team
Seatbelts/Occupant
Protection Emphasis
Area Team
TSAC Chair
Rick Hixson
City of Bozeman Engineer
TSAC Team Structure for Implementation
5.1 TRANSPORTATION SAFETY ADVISORY COMMITTEE
ROLE
The purpose of the Transportation Coordinating Committee (TCC) is to develop and
keep current transportation planning as an integral part of comprehensive regional
planning for the Bozeman area. The Bozeman City Engineer is the Bozeman
Transportation Safety Advisory Committee chair who will ensure implementation of
the CTSP and is tasked with reporting on implementation and progress updates to the
TCC and MDT CTSP Coordinator. The TSAC will establish three Emphasis Area
teams to work on carrying out strategies.
Every three months, the Emphasis Area team leaders will present a status update of
plan implementation to the City Engineer so that a progress update can be provided
to the TCC. Reporting should include details on which strategy activities are
underway, what activities have been accomplished, safety performance measures and
discussion of any challenges that may require additional community support.
Cambridge Systematics, Inc. 5-3
5.2 PROGRESS REPORTING
Regular progress tracking and reporting is essential to the CTSP’s success. Monitoring
progress allows the City Engineer, the TSAC, the TCC and MDT to assess and modify
strategies as necessary to accomplish the Bozeman’s Community Transportation
Safety Plan goal. Tracking and reporting progress of Emphasis Area strategies and
performance measures to MDT must be completed by the point of contact by
December 31st of each year. Performance measures the TCC and TSAC Emphasis Area
teams should track annually are:
Three-year rolling average of fatalities and injuries toward reaching the goal of
reducing fatalities and injuries by 25 percent between 2013 and 2018, from 213 to 160
fatalities and injuries.
Total crashes, fatalities and incapacitating injuries involving:
Inattentive /distracted driving;
Lack of proper occupant protection; and
Pedestrians and bicyclists.
The City of Bozeman, the City Engineer, TSAC, and the TCC will update the Bozeman
Community Transportation Safety Plan as warranted to improve safety and reduce
the number and severity of crashes in Bozeman. A suggested reporting template is
included in this plan as Appendix E.
Cambridge Systematics, Inc. A-1
Appendix A
TSAC Membership
Rick Hixson, TSAC Chair- Bozeman City Engineer
Chris Kukulsi, City of Bozeman, City Manager
Rick Musson, Bozeman Police Department
Jessi Malcolm, Childcare Connections
Danielle Scharf, Pedestrian and Traffic Safety Committee
Rob Bukvich, Montana Department of Transportation – Engineering
Robert Lashaway, Montana State University, University Services
Jenna Caplette, Gallatin County DUI Task Force
Bill Cochran, Bozeman Area Bicycle Advisory Board
Rebecca Gleason, Bozeman Area Bicycle Advisory Board
Tom Keck, Collin’s Coalition
Taylor Lonsdale, Safe Routes to School/Bike&Walk Montana
Sam Miller, Bozeman Deaconess Hospital
Ron Price, Chief, Bozeman Police Department
Vance Ruff, Bozeman School District Transportation
Chris Saunders, City of Bozeman
John Vandelinder, City of Bozeman Public Services Department
Ralph Zimmer, Pedestrian and Traffic Safety Committee
Craig Woolard, City of Bozeman Public Works
Cambridge Systematics, Inc. B-1
Appendix B
Safety Summit Participants
Sean Becker, Bozeman Mayor
Rick Hixson, City of Bozeman
Rick Musson, Bozeman Police Department
Jessi Malcolm, Childcare Connections
Danielle Sharf, Pedestrian and Traffic Safety Committee
Katie Bark, Bozeman resident
Rob Bukvich, Montana Department of Transportation-Engineering
Jenna Caputo, Gallatin County DUI Task Force
Bill Cochran, Bozeman Area Bicycle Advisory Board
Lisa Curry, Child Care Connections
Jason Delmue, Bozeman Area Bicycle Advisory Board
Dave Dolph, Bozeman resident
Frank Fosfer, Bozeman resident
Tommi Franscioni, Bozeman Police Department
Nate Gaulker, Bozeman Police Department
Rebecca Gleason, Bozeman Area Bicycle Advisory Board
Jodi Hausen, Bozeman Chronicle
Tom Keck, Collin’s Coalition
Steve Kurk, City of Bozeman
Patrick McLaughlin, Montana Highway Patrol
Deneen Pancare, Child Care Connections
Jen Peterson, Bozeman Area Bicycle Advisory Board
Ralph Zimmer, Pedestrian and Traffic Safety Committee
John Preston, Bozeman resident
Scott Swanson, Bozeman resident
John Vandelind, City of Bozeman
Gary Vodehnal, Gallatin Valley Land Trust
B-2 Cambridge Systematics, Inc.
Justin Watkins, Bozeman resident
Audrey Wennink, Cambridge Systematics
Pam Langve-Davis, Montana Department of Transportation-Planning
Carol Strizich, Montana Department of Transportation
Cambridge Systematics, Inc. C-1
Appendix C
Safety Resources
Distracted/Inattentive Driving
Network of Employers for Traffic Safety (NETS) – distracted driving, impaired driving,
employer information http://trafficsafety.org/
National Safety Council- Distracted Driving, Driver Safety, Teen Driving (Alive @ 25)
http://www.nsc.org/safety_road/Pages/safety_on_the_road.aspx
U.S. DOT Distracted Driving Web Site – http://www.distraction.gov/
Texting & Driving Utah video – http://ut.zerofatalities.com/texting.php
Hands Free Info – http://handsfreeinfo.com/
State Farm – Teen Driving Site; tips, facts, discount funding,
http://www.betterteendriving.com/
MDT- Highway Safety Office, Distracted Driving Webpage –
http://www.mdt.mt.gov/safety/distracted_driving.shtml
AT&T Distracted Driving Prevention Webpage – pledge, download AT&T Drive Mode
App http://www.att.com/gen/press-room?pid=2964
Verizon Distracted Driving Prevention App –
http://www.getizup.com/index.php/what_is_izup/overview?PHPSESSID=
Insurance Institute for Highway Safety – Q&A on Cell phones and driving
http://www.iihs.org/research/topics/cell_phones.html
Countermeasures That Work: A Highway Countermeasure Guide for State Highway
Safety Offices
http://www.ghsa.org/html/publications/countermeasures.html
AARP Driver Safety Program – http://www.aarp.org/home-
garden/transportation/driver_safety/
The Century Council’s I Know Everything Program –
http://iknoweverything.centurycouncil.org/node/2
C-2 Cambridge Systematics, Inc.
Occupant Protection
Buckle Up Montana – http://buckleup.mt.gov/
MDT Highway Safety Office Occupant Protection Webpage-
http://www.mdt.mt.gov/safety/occupant.shtml
Countermeasures That Work: A Highway Countermeasure Guide for State Highway
Safety Offices
http://www.ghsa.org/html/publications/countermeasures.html
NCHRP 500 Series Volume 11: A Guide for Increasing Seat belt Use
http://safety.transportation.org/guides.aspx?cid=28
National Highway Traffic Safety Administration Occupant Protection Web Site –
http://www.nhtsa.gov/Driving+Safety/Occupant+Protection
Bicycle/Pedestrian
Pedestrian and Bicycle Information Center
http://www.pedbikeinfo.org/
MDT Bicycle and Pedestrian Coordinator,
http://www.mdt.mt.gov/travinfo/bikeped/
FHWA Bicycle and Pedestrian Safety
http://safety.fhwa.dot.gov/ped_bike/
Bike Walk Montana
http://www.bikewalkmontana.org/
Crash Modification Factors Clearinghouse
http://www.cmfclearinghouse.com
NCHRP 500 Series Volume 18: A Guide for Reducing Crashes Involving Pedestrians
http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_500v18.pdf
NCHRP 500 Series Volume 10: A Guide for Reducing Collisions Involving Pedestrians
http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_500v10.pdf
Countermeasures That Work: A Highway Countermeasure Guide for State Highway
Safety Offices
http://www.ghsa.org/html/publications/countermeasures.html
Cambridge Systematics, Inc. C-3
Other Resources
MDT Community Transportation Safety Plan: http://www.mdt.mt.gov/safety/plans-
programs/community-plans.shtml
MDT –Comprehensive Highway Safety Plan http://www.mdt.mt.gov/safety/plans-
programs/chsp.shtml
MDT Highway Safety Grants & Funding; http://www.mdt.mt.gov/safety/grants.shtml
Insurance Institute for Highway Safety – research, laws, vehicle safety ratings
http://www.iihs.org/
MDT Highway Safety Office Young Drivers Webpage –
http://www.mdt.mt.gov/safety/young_drivers.shtml
Network of Employers for Traffic Safety – http://trafficsafety.org/
Governors Highway Safety Association – http://www.ghsa.org/
Teen Drivers – http://www.nhtsa.gov/Teen-Drivers
SADD (Students Against Destructive Decisions) – underage drinking, other drug use,
impaired driving and other destructive decisions
http://www.sadd.org/
NOYS (National Organizations for Youth Safety) – underage drinking, distracted
driving, seatbelts
http://www.noys.org/
NOYS Youth Traffic Safety Toolkit:
http://www.mdt.mt.gov/safety/docs/2010-youth-traffictoolkit1.pdf
Family Guide to Teen Driver Safety:
http://www.mdt.mt.gov/safety/docs/family_guide_teen.pdf
National Safety Council Teen Driver Safety Information
http://www.nsc.org/safety_road/teendriving/pages/teen_driving.aspx
Teen Driver Safety Poster
http://www.nsc.org/safety_road/TeenDriving/Documents/83679A_TeenDriver-Safety-
Poster_Eng_NoLogo.pdf
Teens and Work Zones: http://www.workzonedriver.org/Teens/index.htm
Allstate Keep the Drive campaign: http://www.allstatefoundation.org/keep-the-
drive?CID=OTC-DNSR-BO-110601&att=keepthedrive.com
Stop The Texts – Stop the Wrecks http://www.stoptextsstopwrecks.org/#home
C-4 Cambridge Systematics, Inc.
Teen Driving Web Site: http://www.teendriving.com/
Alive@25 Program
http://www.nsc.org/products_training/Products/MotorVehicleSafety/Pages/Aliveat25P
arentProgram.aspx
Department of Justice Driver Licensing Information: https://doj.mt.gov/driving/driver-
licensing/
Cambridge Systematics, Inc. D-1
Appendix D
Glossary
Data Sources
All the crash data contained in this report, except the Native American fatality data, was
gathered from reports run in the spring of 2012 from the MT Department of Transportation,
Safety Management System. The Native American fatality data is from the Fatality
Analysis Reporting System.
Injury Severity
Fatal Injury: Any injury that results in death.
Incapacitating Injury: Any injury, other than a fatal injury, which prevents the injured
person from walking, driving or normally continuing the activities the person was capable
of performing before the injury occurred.
Crash Severity
Fatal Crash: Any injury crash that results in one or more fatal injuries.
Incapacitating Injury Crash: Any injury crash, other than a fatal crash, that results in one
or more incapacitating injuries.
Property Damage Only Crash: Any non-injury crash in which damage to the property of a
person exceeds $1,000.
Crash-Related Emphasis Areas
Run-Off-The-Road
Any crash where the first harmful event was overturn, immersion, other non-collision,
collisions with motor vehicle on another roadway or collision with any fixed object. There
is no specific code for road departure in the Montana crash report, so this provides a way to
estimate the number of run-off-the-road crashes where a vehicle.
D-2 Cambridge Systematics, Inc.
Alcohol/Drug-Related
Any crash where at least one driver involved in the crash is determined to have had a BAC
of 0.01g/dL or higher OR if police indicate on the crash report that there is evidence of
alcohol and/or drugs present. This does not necessarily mean that the driver was tested for
alcohol and/or drugs.
Young Drivers
Any crash involving at least one driver from 16 to 24 years-old. This does not imply the
young driver is at fault in the crash.
Older Drivers
Any crash involving at least one driver over the age of 64 years. This does not imply the
older driver is at fault in the crash.
Trucks
Any crash involving at least one vehicle with a truck body-type and over 10,000 pounds
gross vehicle weight rating, including single unit trucks and truck tractors. This is not
limited to commercial vehicles. This does not imply the driver of the truck is at fault in the
crash.
Motorcycles
Any crash involving at least one motorcycle. This does not imply the motorcyclist was
injured, nor does it imply the motorcyclist was at fault. The definition of a motorcycle
includes motor-scooters, mini-bikes and mopeds; it excludes all terrain vehicles (ATVs) and
snowmobiles.
Intersection/Intersection-Related
Any crash where the first harmful event occurs within the limits of an intersection OR
where the first harmful event occurs on an approach to or exit from an intersection and
results from movement through the intersection.
Pedestrians
Any crash involving at least one pedestrian. This does not imply the pedestrian was at
fault in the crash.
Bicycle
Any crash involving at least one bicycle. This does not imply the bicyclist was at fault in
the crash.
Cambridge Systematics, Inc. D-3
Asleep/Fainted/etc.
Any crash with at least one driver-related contributing circumstance being fell asleep,
fainted, etc.
Speed-Related
Any crash with at least one driver-related contributing circumstance being exceeded stated
speed limit or too fast for conditions.
Wild Animals
Any crash where the first harmful event was wild animal. Crashes involving domestic
animals are excluded.
Inattentive Driving
Any crash with at least one driver-related contributing circumstance being inattentive
driving or cell phone use.
Train
Any crash where the first or most harmful event was railway train.
Cambridge Systematics, Inc. E-1
Appendix E
CTSP Annual Reporting Template
Summary
Please briefly characterize the activities undertaken to implement the CTSP during the past
twelve months and note any challenges faced. Please note the five year average of total crashes
in Bozeman during the most recent reporting year for which crash data are available, the
change since the previous reporting year and the progress toward reaching your goal.
In the template below, please list accomplishments for each strategy addressed during the past
12 months. (For example: type of materials developed, number of materials distributed and to
whom, number of media stories about issue, number of low cost engineering improvements
identified/implemented, etc.). Please also list the dates of meetings held.
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s
i
v
e
dr
i
v
i
n
g
re
f
r
e
s
h
e
r
co
u
r
s
e
s
fo
r
ad
u
l
t
s
.
Ca
m
b
r
i
d
g
e
S
y
s
t
e
m
a
t
i
c
s
,
I
n
c
.
E-3
Em
p
h
a
s
i
s
Ar
e
a
:
Se
a
t
be
l
t
s
/
O
c
c
u
p
a
n
t
Pr
o
t
e
c
t
i
o
n
Us
e
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Je
s
s
i
Ma
l
c
o
l
m
,
Bu
c
k
l
e
Up
MT
/ Ch
i
l
d
Ca
r
e
Co
n
n
e
c
t
i
o
n
s
Me
e
t
i
n
g
Sc
h
e
d
u
l
e
Pe
r
f
o
r
m
a
n
c
e
Me
a
s
u
r
e
s
Me
e
t
i
n
g
1:
Me
e
t
i
n
g
2:
Me
e
t
i
n
g
3:
Me
e
t
i
n
g
4:
Me
e
t
i
n
g
5:
Me
e
t
i
n
g
6:
Me
e
t
i
n
g
7:
Me
e
t
i
n
g
8:
# of
cr
a
s
h
e
s
in
v
o
l
v
i
n
g
la
c
k
of
oc
c
u
p
a
n
t
pr
o
t
e
c
t
i
o
n
____________
# of
fa
t
a
l
i
t
i
e
s
in
v
o
l
v
i
n
g
la
c
k
of
oc
c
u
p
a
n
t
pr
o
t
e
c
t
i
o
n
____________
#
of
in
c
a
p
a
c
i
t
a
t
i
n
g
in
j
u
r
i
e
s
in
v
o
l
v
i
n
g
la
c
k
of occupant protection
__
_
_
_
_
_
_
_
_
_
_
#
of
no
n
‐in
c
a
p
a
c
i
t
a
t
i
n
g
in
j
u
r
i
e
s
in
v
o
l
v
i
n
g
lack of occupant
pr
o
t
e
c
t
i
o
n
__
_
_
_
_
_
_
_
_
_
_
St
r
a
t
e
g
i
e
s
Ac
t
i
o
n
St
e
p
s
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
t
u
s
St
r
a
t
e
g
y
1 : Pr
o
m
o
t
e
se
a
t
be
l
t
us
e
,
th
r
o
u
g
h
br
o
a
d
e
n
e
d
me
m
b
e
r
s
h
i
p
pa
r
t
n
e
r
s
an
d
in
c
r
e
a
s
e
ac
t
i
v
i
t
y
of
th
e
Gr
e
a
t
e
r
Ga
l
l
a
t
i
n
Sa
f
e
t
y
Co
a
l
i
t
i
o
n
.
De
f
i
n
e
co
r
e
Co
a
l
i
t
i
o
n
me
m
b
e
r
s
h
i
p
,
re
a
c
h
ou
t
to
ne
w
me
m
b
e
r
s
,
an
d
es
t
a
b
l
i
s
h
a re
g
u
l
a
r
me
e
t
i
n
g
sc
h
e
d
u
l
e
an
d
ag
e
n
d
a
.
Co
n
d
u
c
t
on
g
o
i
n
g
ou
t
r
e
a
c
h
pr
o
g
r
a
m
s
in
pa
r
t
n
e
r
s
h
i
p
wi
t
h
me
m
b
e
r
ag
e
n
c
i
e
s
.
Se
e
k
me
d
i
a
co
v
e
r
a
g
e
of
ac
t
i
v
i
t
i
e
s
.
Co
n
d
u
c
t
ou
t
r
e
a
c
h
to
ma
j
o
r
em
p
l
o
y
e
r
s
en
c
o
u
r
a
g
i
n
g
th
e
m
to
in
s
t
i
t
u
t
e
a po
l
i
c
y
re
q
u
i
r
i
n
g
se
a
t
be
l
t
us
e
by
al
l
em
p
l
o
y
e
e
s
.
Po
t
e
n
t
i
a
l
l
y
re
a
c
h
ou
t
vi
a
th
e
Ch
a
m
b
e
r
of
Co
m
m
e
r
c
e
.
De
v
e
l
o
p
an
d
di
s
t
r
i
b
u
t
e
PS
A
s
.
E-
4
Cambridge Systematics, Inc.
Em
p
h
a
s
i
s
Ar
e
a
:
Se
a
t
be
l
t
s
/
O
c
c
u
p
a
n
t
Pr
o
t
e
c
t
i
o
n
Us
e
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Je
s
s
i
Ma
l
c
o
l
m
,
Bu
c
k
l
e
Up
MT
/ Ch
i
l
d
Ca
r
e
Co
n
n
e
c
t
i
o
n
s
St
r
a
t
e
g
y
2 : Co
n
d
u
c
t
ta
r
g
e
t
e
d
yo
u
t
h
ou
t
r
e
a
c
h
to
in
c
r
e
a
s
e
se
a
t
be
l
t
us
e
.
Us
e
th
e
Pe
e
r
‐to
‐Pe
e
r
Tr
a
f
f
i
c
Sa
f
e
t
y
Ca
m
p
a
i
g
n
to
o
l
k
i
t
an
d
ot
h
e
r
re
s
o
u
r
c
e
s
to
es
t
a
b
l
i
s
h
a
pe
e
r
‐to
pe
e
r
pr
o
g
r
a
m
in
th
e
hi
g
h
sc
h
o
o
l
.
Bu
i
l
d
on
th
e
Te
e
n
s
in
th
e
Dr
i
v
e
r
’
s
Se
a
t
pr
o
g
r
a
m
al
r
e
a
d
y
es
t
a
b
l
i
s
h
e
d
as
a
su
p
p
l
e
m
e
n
t
to
Dr
i
v
e
r
’
s
Ed
u
c
a
t
i
o
n
.
St
r
a
t
e
g
i
e
s
Ac
t
i
o
n
St
e
p
s
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
t
u
s
St
r
a
t
e
g
y
2 (co
n
t
i
n
u
e
d
)
:
Co
n
d
u
c
t
ta
r
g
e
t
e
d
yo
u
t
h
ou
t
r
e
a
c
h
to
in
c
r
e
a
s
e
se
a
t
be
l
t
us
e
.
In
c
o
r
p
o
r
a
t
e
me
t
h
o
d
s
fo
r
en
g
a
g
i
n
g
pa
r
e
n
t
s
,
in
c
l
u
d
i
n
g
co
n
t
r
a
c
t
s
wi
t
h
te
e
n
s
on
sa
f
e
dr
i
v
i
n
g
.
En
f
o
r
c
e
st
a
t
e
re
q
u
i
r
e
m
e
n
t
th
a
t
pa
r
e
n
t
s
at
t
e
n
d
fi
r
s
t
dr
i
v
e
r
’
s
ed
u
c
a
t
i
o
n
co
u
r
s
e
me
e
t
i
n
g
.
Pr
o
m
o
t
e
Al
i
v
e
@
2
5
co
u
r
s
e
s
to
th
e
ge
n
e
r
a
l
po
p
u
l
a
t
i
o
n
of
yo
u
n
g
dr
i
v
e
r
s
,
hi
g
h
l
i
g
h
t
i
n
g
be
n
e
f
i
t
s
of
re
d
u
c
e
d
ca
r
in
s
u
r
a
n
c
e
wh
e
n
co
u
r
s
e
is
co
m
p
l
e
t
e
d
.
Po
t
e
n
t
i
a
l
l
y
of
f
e
r
co
u
r
s
e
wi
t
h
i
n
hi
g
h
sc
h
o
o
l
.
Li
n
k
ac
t
i
v
i
t
i
e
s
wi
t
h
Te
e
n
Dr
i
v
e
r
Aw
a
r
e
n
e
s
s
We
e
k
,
an
d
pr
o
m
o
t
e
th
r
o
u
g
h
pa
r
t
n
e
r
ne
t
w
o
r
k
s
.
Ca
m
b
r
i
d
g
e
S
y
s
t
e
m
a
t
i
c
s
,
I
n
c
.
E-5
Em
p
h
a
s
i
s
Ar
e
a
:
Se
a
t
be
l
t
s
/
O
c
c
u
p
a
n
t
Pr
o
t
e
c
t
i
o
n
Us
e
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Je
s
s
i
Ma
l
c
o
l
m
,
Bu
c
k
l
e
Up
MT
/ Ch
i
l
d
Ca
r
e
Co
n
n
e
c
t
i
o
n
s
At
ri
s
k
yo
u
t
h
as
s
i
g
n
e
d
co
m
m
u
n
i
t
y
se
r
v
i
c
e
to
he
l
p
co
n
d
u
c
t
se
a
t
be
l
t
su
r
v
e
y
s
wi
t
h
co
a
l
i
t
i
o
n
me
m
b
e
r
.
St
r
a
t
e
g
i
e
s
Ac
t
i
o
n
St
e
p
s
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
t
u
s
St
r
a
t
e
g
y
3 : Co
n
d
u
c
t
ou
t
r
e
a
c
h
to
Mo
n
t
a
n
a
St
a
t
e
Un
i
v
e
r
s
i
t
y
st
u
d
e
n
t
s
on
th
e
im
p
o
r
t
a
n
c
e
of
we
a
r
i
n
g
se
a
t
be
l
t
s
in
ve
h
i
c
l
e
s
.
Co
n
d
u
c
t
pe
e
r
‐to
‐pe
e
r
ca
m
p
a
i
g
n
,
wh
i
c
h
co
u
l
d
in
c
l
u
d
e
:
o
Ob
s
e
r
v
a
t
i
o
n
of
se
a
t
be
l
t
us
e
in
pa
r
k
i
n
g
lo
t
s
an
d
re
w
a
r
d
s
fo
r
th
o
s
e
bu
c
k
l
e
d
up
o
On
‐ca
m
p
u
s
sp
e
a
k
e
r
(s
o
m
e
o
n
e
wh
o
su
r
v
i
v
e
d
a cr
a
s
h
du
e
to
se
a
t
be
l
t
us
e
)
o
Su
r
v
e
y
of
st
u
d
e
n
t
at
t
i
t
u
d
e
s
an
d
pr
a
c
t
i
c
e
s
ab
o
u
t
se
a
t
be
l
t
us
e
an
d
pu
b
l
i
c
i
t
y
of
re
s
u
l
t
s
o
St
u
d
e
n
t
– de
v
e
l
o
p
e
d
pr
i
n
t
or
vi
d
e
o
PS
A
s
(p
o
t
e
n
t
i
a
l
l
y
a co
n
t
e
s
t
)
o
Po
s
i
t
i
o
n
cr
a
s
h
e
d
ca
r
s
ar
o
u
n
d
ca
m
p
u
s
wi
t
h
st
o
r
i
e
s
ab
o
u
t
th
e
in
c
i
d
e
n
t
s
o
In
c
r
e
a
s
e
d
en
f
o
r
c
e
m
e
n
t
of
se
a
t
be
l
t
us
e
ar
o
u
n
d
ca
m
p
u
s
o
MS
U
‐
En
g
i
n
e
e
r
i
n
g
st
u
d
e
n
t
s
to
re
c
r
e
a
t
e
th
e
3 Co
l
l
i
s
i
o
n
s
of
a Cr
a
s
h
E-
6
Cambridge Systematics, Inc.
Em
p
h
a
s
i
s
Ar
e
a
:
Se
a
t
be
l
t
s
/
O
c
c
u
p
a
n
t
Pr
o
t
e
c
t
i
o
n
Us
e
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Je
s
s
i
Ma
l
c
o
l
m
,
Bu
c
k
l
e
Up
MT
/ Ch
i
l
d
Ca
r
e
Co
n
n
e
c
t
i
o
n
s
St
r
a
t
e
g
y
4 : Co
n
d
u
c
t
ge
n
e
r
a
l
me
d
i
a
ou
t
r
e
a
c
h
on
th
e
im
p
o
r
t
a
n
c
e
of
se
a
t
be
l
t
us
e
fo
c
u
s
i
n
g
on
de
m
o
g
r
a
p
h
i
c
gr
o
u
p
s
wi
t
h
hi
g
h
ra
t
e
s
of
no
n
‐
us
e
.
Co
m
p
l
e
m
e
n
t
ou
t
r
e
a
c
h
wi
t
h
ta
r
g
e
t
e
d
en
f
o
r
c
e
m
e
n
t
.
Ta
r
g
e
t
de
m
o
g
r
a
p
h
i
c
gr
o
u
p
s
(o
t
h
e
r
th
a
n
co
l
l
e
g
e
st
u
d
e
n
t
s
)
wi
t
h
hi
g
h
e
r
se
a
t
be
l
t
no
n
‐us
e
ra
t
e
s
wi
t
h
ta
r
g
e
t
e
d
me
s
s
a
g
e
s
to
en
c
o
u
r
a
g
e
us
e
.
Po
t
e
n
t
i
a
l
l
y
co
n
d
u
c
t
ou
t
r
e
a
c
h
to
mi
d
d
l
e
ag
e
d
ma
l
e
s
vi
a
ci
v
i
c
or
g
a
n
i
z
a
t
i
o
n
s
.
In
c
r
e
a
s
e
en
f
o
r
c
e
m
e
n
t
of
se
a
t
be
l
t
no
n
‐us
e
;
co
o
r
d
i
n
a
t
e
wi
t
h
ed
u
c
a
t
i
o
n
ca
m
p
a
i
g
n
s
.
St
r
a
t
e
g
i
e
s
Ac
t
i
o
n
St
e
p
s
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
t
u
s
St
r
a
t
e
g
y
5 : Co
l
l
a
b
o
r
a
t
e
wi
t
h
ju
d
g
e
s
to
en
s
u
r
e
th
e
ju
d
i
c
i
a
l
pr
o
c
e
s
s
is
su
p
p
o
r
t
i
v
e
of
in
c
r
e
a
s
e
d
en
f
o
r
c
e
m
e
n
t
of
se
a
t
be
l
t
no
n
‐us
e
.
En
g
a
g
e
th
e
st
a
t
e
’
s
tr
a
f
f
i
c
sa
f
e
t
y
pr
o
s
e
c
u
t
o
r
to
co
n
d
u
c
t
tr
a
i
n
i
n
g
to
lo
c
a
l
ju
d
g
e
s
on
th
e
im
p
o
r
t
a
n
c
e
of
up
h
o
l
d
i
n
g
ci
t
a
t
i
o
n
s
fo
r
se
a
t
be
l
t
no
n
‐us
e
.
Pr
o
m
o
t
e
is
s
u
a
n
c
e
of
se
a
t
be
l
t
ci
t
a
t
i
o
n
s
by
Bo
z
e
m
a
n
Po
l
i
c
e
,
po
t
e
n
t
i
a
l
l
y
vi
a
a
ro
l
l
‐ca
l
l
br
i
e
f
i
n
g
,
re
i
n
f
o
r
c
i
n
g
su
p
p
o
r
t
by
lo
c
a
l
ju
d
g
e
s
.
Ca
m
b
r
i
d
g
e
S
y
s
t
e
m
a
t
i
c
s
,
I
n
c
.
E-7
Em
p
h
a
s
i
s
Ar
e
a
:
Bi
c
y
c
l
e
an
d
Pe
d
e
s
t
r
i
a
n
Cr
a
s
h
e
s
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Da
n
i
e
l
l
e
Sc
h
a
r
f
,
Pe
d
e
s
t
r
i
a
n
& Tr
a
f
f
i
c
Sa
f
e
t
y
Co
m
m
i
t
t
e
e
Me
e
t
i
n
g
Sc
h
e
d
u
l
e
Pe
r
f
o
r
m
a
n
c
e
Me
a
s
u
r
e
s
Me
e
t
i
n
g
1:
Me
e
t
i
n
g
2:
Me
e
t
i
n
g
3:
Me
e
t
i
n
g
4:
Me
e
t
i
n
g
5:
Me
e
t
i
n
g
6:
Me
e
t
i
n
g
7:
Me
e
t
i
n
g
8:
# of
cr
a
s
h
e
s
in
v
o
l
v
i
n
g
bi
c
y
c
l
i
s
t
s
/
p
e
d
e
s
t
r
i
a
n
s
____________
# of
fa
t
a
l
i
t
i
e
s
in
v
o
l
v
i
n
g
bi
c
y
c
l
i
s
t
s
/
p
e
d
e
s
t
r
i
a
n
s
____________
#
of
in
c
a
p
a
c
i
t
a
t
i
n
g
in
j
u
r
i
e
s
in
v
o
l
v
i
n
g
bicyclists/pedestrians
__
_
_
_
_
_
_
_
_
_
_
#
of
no
n
‐in
c
a
p
a
c
i
t
a
t
i
n
g
in
j
u
r
i
e
s
in
v
o
l
v
i
n
g
bicyclists/pedestrians
__
_
_
_
_
_
_
_
_
_
_
St
r
a
t
e
g
i
e
s
Ac
t
i
o
n
St
e
p
s
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
t
u
s
St
r
a
t
e
g
y
1 :
In
c
r
e
a
s
e
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
in
f
r
a
s
t
r
u
c
t
u
r
e
in
Bo
z
e
m
a
n
,
in
c
l
u
d
i
n
g
bi
c
y
c
l
e
la
n
e
s
,
si
d
e
w
a
l
k
s
,
si
g
n
a
g
e
an
d
pa
v
e
m
e
n
t
ma
r
k
i
n
g
s
.
Co
n
d
u
c
t
Ro
a
d
Sa
f
e
t
y
Au
d
i
t
(R
S
A
)
Tr
a
i
n
i
n
g
.
Po
t
e
n
t
i
a
l
l
y
de
v
e
l
o
p
a
pr
o
g
r
a
m
to
co
n
d
u
c
t
a se
t
nu
m
b
e
r
of
Bi
c
y
c
l
e
or
Pe
d
e
s
t
r
i
a
n
RS
A
s
an
n
u
a
l
l
y
.
Im
p
l
e
m
e
n
t
pr
o
v
e
n
ef
f
e
c
t
i
v
e
co
u
n
t
e
r
m
e
a
s
u
r
e
s
id
e
n
t
i
f
i
e
d
in
RS
A
s
,
pa
r
t
i
c
u
l
a
r
l
y
lo
w
co
s
t
me
a
s
u
r
e
s
.
Ba
s
e
d
on
th
e
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
in
f
r
a
s
t
r
u
c
t
u
r
e
ne
e
d
s
de
f
i
n
e
d
in
th
e
20
0
7
Bo
z
e
m
a
n
Ar
e
a
Tr
a
n
s
p
o
r
t
a
t
i
o
n
Pl
a
n
,
Ro
a
d
Sa
f
e
t
y
Au
d
i
t
s
an
d
ot
h
e
r
in
p
u
t
,
ma
k
e
im
p
r
o
v
e
m
e
n
t
s
wh
e
r
e
ne
e
d
e
d
,
en
s
u
r
i
n
g
pr
o
v
e
n
ef
f
e
c
t
i
v
e
sa
f
e
t
y
me
a
s
u
r
e
s
ar
e
in
c
o
r
p
o
r
a
t
e
d
.
Im
p
r
o
v
e
fu
n
c
t
i
o
n
a
l
i
t
y
an
d
us
e
of
ex
i
s
t
i
n
g
in
f
r
a
s
t
r
u
c
t
u
r
e
fo
r
bi
c
y
c
l
i
s
t
s
an
d
pe
d
e
s
t
r
i
a
n
s
by
cl
e
a
r
l
y
de
f
i
n
i
n
g
an
d
co
m
m
u
n
i
c
a
t
i
n
g
“r
u
l
e
s
of
th
e
ro
a
d
”
in
c
l
u
d
i
n
g
po
l
i
c
i
e
s
fo
r
us
e
of
tw
o
‐wa
y
tr
a
i
l
s
an
d
ap
p
r
o
p
r
i
a
t
e
be
h
a
v
i
o
r
at
tr
a
n
s
i
t
i
o
n
po
i
n
t
s
wh
e
r
e
bi
c
y
c
l
e
la
n
e
s
an
d
si
d
e
w
a
l
k
s
en
d
.
Th
i
s
wo
u
l
d
in
c
l
u
d
e
si
g
n
i
n
g
an
d
ma
r
k
i
n
g
.
En
s
u
r
e
co
n
s
i
s
t
e
n
t
bi
c
y
c
l
e
ma
r
k
i
n
g
s
at
al
l
in
t
e
r
s
e
c
t
i
o
n
s
.
In
pa
r
t
i
c
u
l
a
r
en
s
u
r
e
th
a
t
cl
e
a
r
di
r
e
c
t
i
o
n
is
pr
o
v
i
d
e
d
to
bi
c
y
c
l
i
s
t
s
re
g
a
r
d
i
n
g
pr
o
p
e
r
na
v
i
g
a
t
i
o
n
of
ro
u
n
d
a
b
o
u
t
s
.
E-
8
Cambridge Systematics, Inc.
Em
p
h
a
s
i
s
Ar
e
a
:
Bi
c
y
c
l
e
an
d
Pe
d
e
s
t
r
i
a
n
Cr
a
s
h
e
s
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Da
n
i
e
l
l
e
Sc
h
a
r
f
,
Pe
d
e
s
t
r
i
a
n
& Tr
a
f
f
i
c
Sa
f
e
t
y
Co
m
m
i
t
t
e
e
Ev
a
l
u
a
t
e
si
g
n
a
l
ti
m
i
n
g
an
d
ye
l
l
o
w
ph
a
s
e
in
t
e
r
v
a
l
s
to
en
s
u
r
e
si
g
n
a
l
s
ar
e
op
t
i
m
i
z
e
d
fo
r
ma
x
i
m
u
m
sa
f
e
t
y
.
Co
n
s
u
l
t
gu
i
d
a
n
c
e
fr
o
m
th
e
FH
W
A
Ni
n
e
Pr
o
v
e
n
Sa
f
e
t
y
Co
u
n
t
e
r
m
e
a
s
u
r
e
s
.
St
r
a
t
e
g
i
e
s
Ac
t
i
o
n
St
e
p
s
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
t
u
s
St
r
a
t
e
g
y
2 :
Re
d
u
c
e
im
p
a
i
r
e
d
bi
c
y
c
l
i
n
g
an
d
wa
l
k
i
n
g
.
Co
n
d
u
c
t
ed
u
c
a
t
i
o
n
ca
m
p
a
i
g
n
ab
o
u
t
th
e
ri
s
k
s
of
wa
l
k
i
n
g
or
ri
d
i
n
g
a
bi
c
y
c
l
e
wh
i
l
e
im
p
a
i
r
e
d
Pr
o
m
o
t
e
al
t
e
r
n
a
t
i
v
e
tr
a
n
s
p
o
r
t
a
t
i
o
n
op
t
i
o
n
s
fo
r
im
p
a
i
r
e
d
pe
d
e
s
t
r
i
a
n
s
or
bi
c
y
c
l
i
s
t
s
,
su
c
h
as
th
e
la
t
e
‐ni
g
h
t
St
r
e
a
m
l
i
n
e
,
fr
e
e
ri
d
e
s
ho
m
e
,
ta
x
i
s
,
de
s
i
g
n
a
t
e
d
dr
i
v
e
r
s
De
v
e
l
o
p
ed
u
c
a
t
i
o
n
an
d
aw
a
r
e
n
e
s
s
ca
m
p
a
i
g
n
St
r
a
t
e
g
y
3 :
In
c
r
e
a
s
e
re
p
o
r
t
i
n
g
of
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
cr
a
s
h
e
s
.
Pr
o
m
o
t
e
se
l
f
‐re
p
o
r
t
i
n
g
of
cr
a
s
h
e
s
us
i
n
g
th
e
Mo
n
t
a
n
a
Hi
g
h
w
a
y
Pa
t
r
o
l
ve
h
i
c
l
e
Cr
a
s
h
re
p
o
r
t
“w
h
i
t
e
fo
r
m
”
ht
t
p
s
:
/
/
d
o
j
.
m
t
.
g
o
v
/
w
p
‐
co
n
t
e
n
t
/
u
p
l
o
a
d
s
/
H
Q
1
5
9
8
.
p
d
f
.
Co
n
d
u
c
t
ou
t
r
e
a
c
h
vi
a
bi
c
y
c
l
e
sh
o
p
s
,
Bi
k
e
to
Wo
r
k
We
e
k
,
sc
h
o
o
l
sy
s
t
e
m
,
MS
U
,
Bi
k
e
Sw
a
p
,
et
c
Wo
r
k
wi
t
h
la
w
en
f
o
r
c
e
m
e
n
t
to
de
v
e
l
o
p
pr
o
c
e
s
s
an
d
pr
o
c
e
d
u
r
e
s
fo
r
tr
a
c
k
i
n
g
an
d
ma
i
n
t
a
i
n
i
n
g
bi
c
y
c
l
e
an
d
pe
d
e
s
t
r
i
a
n
cr
a
s
h
e
s
th
a
t
ma
y
no
t
me
e
t
re
p
o
r
t
i
n
g
th
r
e
s
h
o
l
d
s
.
Ca
m
b
r
i
d
g
e
S
y
s
t
e
m
a
t
i
c
s
,
I
n
c
.
E-9
Em
p
h
a
s
i
s
Ar
e
a
:
Bi
c
y
c
l
e
an
d
Pe
d
e
s
t
r
i
a
n
Cr
a
s
h
e
s
Em
p
h
a
s
i
s
Ar
e
a
Ch
a
i
r
:
Da
n
i
e
l
l
e
Sc
h
a
r
f
,
Pe
d
e
s
t
r
i
a
n
& Tr
a
f
f
i
c
Sa
f
e
t
y
Co
m
m
i
t
t
e
e
Ob
t
a
i
n
an
d
ev
a
l
u
a
t
e
no
n
‐mo
t
o
r
i
z
e
d
in
c
i
d
e
n
t
da
t
a
fo
r
Bo
z
e
m
a
n
fr
o
m
Bi
k
e
W
a
l
k
Mo
n
t
a
n
a
to
su
p
p
l
e
m
e
n
t
St
a
t
e
an
d
Ci
t
y
cr
a
s
h
da
t
a
.
St
r
a
t
e
g
i
e
s
Ac
t
i
o
n
St
e
p
s
Im
p
l
e
m
e
n
t
a
t
i
o
n
St
a
t
u
s
St
r
a
t
e
g
y
4 :
Co
n
d
u
c
t
pu
b
l
i
c
ed
u
c
a
t
i
o
n
ab
o
u
t
sa
f
e
op
e
r
a
t
i
n
g
pr
o
c
e
d
u
r
e
s
be
t
w
e
e
n
bi
c
y
c
l
i
s
t
s
an
d
pe
d
e
s
t
r
i
a
n
s
an
d
ve
h
i
c
l
e
s
De
v
e
l
o
p
vi
d
e
o
PS
A
s
in
pa
r
t
n
e
r
s
h
i
p
wi
t
h
lo
c
a
l
te
l
e
v
i
s
i
o
n
st
a
t
i
o
n
s
,
MS
U
fi
l
m
de
p
a
r
t
m
e
n
t
,
or
th
e
hi
g
h
sc
h
o
o
l
me
d
i
a
de
p
a
r
t
m
e
n
t
Di
s
t
r
i
b
u
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E-
1
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Cambridge Systematics, Inc.
Em
p
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Ar
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:
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Em
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Ar
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Cr
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Em
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Ch
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:
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,
Pe
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c
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.