NOTEWORTHY

PRACTICES GUIDE

20National Roadway Safety Awards 15
Letter from the Administrator

Letter from the Administrator

It is an honor to formally recognize the extraordinary achievements of those selected for the 

2015 National Roadway Safety Awards. The individuals, groups, and agencies participating in 

this program have shown a commitment to eliminating fatalities and serious injuries on the 

nation’s roadways. This guidebook showcases each of the 2015 National Roadway

Safety Award winners.

Awards were conferred in two categories: Infrastructure and Operational Improvements and 

Program Planning, Development, and Evaluation. Each entry was carefully evaluated for 

innovation, effectiveness, and efficient use of resources. This year’s recipients have reduced 

lane departure, wet weather-related, speeding-related, and wrong-way fatalities and crashes; 

improved lighting for pedestrians at intersections and transit stops; implemented analysis 

methods and software to more fully incorporate safety in departmental functions; implemented 

programs to efficiently apply limited funding toward the high-priority needs; and improved 

safety and mobility for aging populations. 

The Federal Highway Administration and the Roadway Safety Foundation have jointly 

sponsored this national awards program since 1998. Our enduring partnership will continue 

to foster innovative and life-saving measures to help make our Nation’s roadways safer. This 

program provides the opportunity to recognize and share innovative roadway safety practices. 

Congratulations to all of the 2015 National Roadway Safety Awards winners!

Sincerely,

Greg G. Nadeau

Administrator

Office of the Administrator 1200 New Jersey Ave., SE

 Washington, D.C. 20590
Table of Contents

Infrastructure and Operational Improvements Category

Michigan: Statewide Non-Freeway Rumble Strip Initiative..........................................................................1

Arkansas: Improving Interstate Safety with Pavement Surface Treatments ...............................................2

Florida: Advanced Lighting Measurement System.....................................................................................3

Texas: Texas Department of Transportation San Antonio TransGuide Wrong-Way Driver Project...............4

Virginia: Road Diets in Reston....................................................................................................................5

Program Planning, Development, and Evaluation Category 

Montana: Roadway Departure Study and Safety Information Management System ..................................6

Washington: 2014 County Safety Program ................................................................................................7

Virginia: Deployment of HSIP Projects Using Virginia-Specific Safety Performance Functions ..................8

Florida: Texas-Americana Road Safety Small Area Study .........................................................................9

Florida: Safe Mobility for Life Coalition .....................................................................................................10

Cover images, clockwise from top left: Virginia Department of Transportation; Washington State Department of Transportation; Michigan 

Department of Transportation; Montana Department of Transportation.
1 2015 NATIONAL ROADWAY SAFETY AWARDS • Noteworthy Practices Guide

Agency: Michigan Department of Transportation

Contact: Mary Bramble

Telephone: 517-335-2837

Email: BrambleMI@michigan.gov

Infrastructure and Operational Improvements Category 

Winner

Michigan: Statewide Non-Freeway Rumble Strip Initiative

If a driver is able to keep a vehicle within its lane of travel, the chances 

of a crash occurring decrease dramatically.

In fact, between 2004 and 2007, the Michigan DOT (MDOT) 

determined that lane departures had contributed to nearly half of 

their fatal crashes. 

A problem of that magnitude required a solution of similar scale. After 

careful evaluation, MDOT embarked on an unprecedented, systemic 

program of rumble strip installation. Rumble strips are regularlyspaced grooves milled into the roadway to provide both vibratory 

and audible alerts to drivers if they begin to stray from their lanes.

Between 2008 and 2010, MDOT installed centerline rumble strips on all high-speed, rural, non-freeway highways. When 

paved shoulders at least 6 feet wide were present, they installed shoulder rumble strips as well. By adding the milling 

to their regular annual striping contracts, the department streamlined the construction process, saving both time and 

money. In some cases, the overall cost amounted to only pennies per foot, well under $1,000 per mile. 

An undertaking of this scale also gave MDOT a unique opportunity to study the performance of centerline rumble strips. 

For each year of installation, MDOT compared crash data from the three years prior to rumble strip installation with 

crash data from the three years after installation. For example, for rumble strips installed in 2010, 2007-2009 was the 

“before” period and 2011-2013 was the “after” period.

The study showed that the effort reduced total target crashes (head-on, sideswipe opposite and run-off-the-road left) 

by 47 percent and fatal crashes by 51 percent. These reductions yielded benefit-cost ratios as high as 58 to 1.

The success of Michigan’s centerline rumble strip installation on existing roads has been a catalyst for requiring their use 

on new construction projects. The State expects to continue to realize safety benefits from this effort well into the future.

Centerline and shoulder rumble strips on M-66 Calhoun County

Centerline rumble strip in Michigan

THE SAFETY 

CONCERN 

Fatal crashes related to lane departure.

THE 

SOLUTION

Systemic application of centerline and 

shoulder rumble strips for high speed,

non-freeway roadways.

THE RESULT Significant reductions in fatal crashes.
2015 NATIONAL ROADWAY SAFETY AWARDS • Noteworthy Practices Guide 2

Wet conditions often increase incidence of roadway 

departure, the leading contributor to fatal and serious 

injury crashes. 

This trend was clear in the 70 crashes that occurred 

over 4 years on a 4-mile segment of Arkansas’ 

Interstate 30. Since two different strategic safety plans 

within the Highway and Transportation Department 

(AHTD) emphasized reducing roadway departure crashes, the issue had to be managed. Moreover, it had to be 

addressed with cost-effective strategies and countermeasures. 

In keeping with this goal, the department identified several Interstate locations that displayed higher-than-normal 

percentages of wet-weather crashes. AHTD was able to address a number of these locations by installing a 4-mile 

ultra-thin bonded wearing course (UTBWC). UTBWC is a pavement treatment that relies on the size, shape, and 

roughness of its aggregate to increase tire friction and channel water away from the pavement.

Within 4 years, the improved pavement texture provided by the UTBWC lowered wet-weather crashes from 70 to 5, a 

93 percent reduction. The project also was cost-effective, resulting in a benefit-cost ratio of nearly 3 to 1. The pavement 

treatment provided the additional benefits of preserving the existing pavement and improving user comfort.

The crash-reduction potential of Arkansas’s Interstate pavement surface treatment was so dramatic that AHTD 

leadership quickly authorized the program to continue. Five additional Interstate locations were treated with UTBWC in 

2013, and more locations will be identified in the future.

Infrastructure and Operational Improvements Category 

Winner

Arkansas: Improving Interstate Safety with Pavement Surface Treatments 

Agency: Arkansas State Highway and Transportation Department

Contact: Kevin Thornton

Telephone: 501-569-2241

Email: kevin.thornton@ahtd.ar.gov

THE SAFETY 

CONCERN

High rates of wet-weather roadway 

departure crashes on the Interstate.

THE 

SOLUTION

Treatment of pavement with ultra-thin 

bonded wearing course.

THE RESULT Significant decreases in roadway departure 

crashes related to wet conditions.

Interstate 30 Westbound direction (log mile 58.00) in Clark County Interstate 30 Eastbound direction (same location) in Clark County
3 2015 NATIONAL ROADWAY SAFETY AWARDS • Noteworthy Practices Guide

Nighttime traffic fatality rates are nearly three times higher than 

day time traffic fatality rates. The rates of nighttime pedestrian 

fatalities are even greater.1

This is true even though nighttime traffic volumes are only a 

fraction of those present during the day. Intoxication and fatigue 

are more prevalent during those hours, but it is the drivers’ 

decreased ability to clearly perceive their environment that 

makes nighttime driving inherently more hazardous. 

Highway engineers battle this condition by providing roadway lighting in critical areas. But the provision of lighting alone 

often is not enough. Lighting intensity can be too low to illuminate the roadway sufficiently, or grime and vegetation can 

eventually dim the source.

The Florida Department of Transportation (FDOT) approaches the nighttime crash problem in a data-driven manner. 

Workers measure the lighting intensities along the corridor and then superimpose them on a map of crashes to reveal 

the areas where high crash rates and low lighting coincide. However this data collection is generally slow, hazardous, 

and expensive. Traditional methods involve several workers, on foot in various locations on the dark roadway, reading 

handheld meters. 

The Advanced Lighting Measurement System (ALMS) has revolutionized this process. The ALMS uses a vehicle-mounted 

sensor that collects data in real-time as the operator travels the corridor along with the normal traffic stream. The data 

can be downloaded and analyzed in the safety of an office. 

Data collection rates using ALMS are 300 times greater 

than traditional methods. This efficiency has allowed 

Florida to collect over 250 miles of data in a few 

months—rather than a few years—and realize savings in 

excess of $1.2 million dollars. The data have been used 

to address lighting in critical areas such as intersections 

and transit stops where pedestrians are particularly 

vulnerable. FDOT also has identified corridor lighting 

deficiencies and included their remedies in the scope of 

projects under development.

1 Traffic Safety Facts. Washington, DC: National Highway Traffic Safety Administration. 2010. http://www-nrd.nhtsa.dot.gov/Pubs/811659.pdf

THE SAFETY 

CONCERN

Collecting crucial data on lighting 

intensity was labor intensive, 

expensive, and dangerous.

THE 

SOLUTION

Deployment of an Advanced Lighting 

Measurement System. 

THE RESULT Significantly higher quantities of data 

collected using this safer, more costeffective methodology.

Infrastructure and Operational Improvements Category 

Winner

Florida: Advanced Lighting Measurement System

Agency: Florida Department of Transportation – District 7 (Tampa Bay Area)

Contact: Peter Hsu

Telephone: 813-975-6251

Email: ping.hsu@dot.state.fl.us

Advanced Lighting Measurement System diagram and vehicle placement
2015 NATIONAL ROADWAY SAFETY AWARDS • Noteworthy Practices Guide 4

Most freeway drivers do not expect to see a vehicle 

traveling toward them head-on. 

While only a small percentage of wrong-way driver 

events actually result in crashes, those that do are 

particularly severe. From 2004 to 2011, an average of 

360 people were killed each year in wrong-way crashes 

in the United States.2

Such alarming statistics are the reason that the Texas Department of Transportation (TxDOT) San Antonio TransGuide 

office confronted the issue in 2012. TransGuide is an ITS partnership among TxDOT, the City of San Antonio, and VIA 

Metropolitan Transport. With the assistance of the Texas A&M Transportation Institute (TTI), the group identified a 

15-mile segment of US 281 as the most problematic in terms of wrong-way operation. The countermeasures for this 

segment were twofold: enhanced warnings to both the errant driver and the rest of the traffic stream, and real-time 

alerts to law enforcement. 

Illuminated “Wrong Way” signs provide the first warning to drivers errantly entering the oncoming traffic stream. But their 

effectiveness with intoxicated or extremely drowsy drivers is uncertain. 

For this reason, radar-based sensors detect the direction, speed, 

and location of the errant vehicle and relay the information to 

TransGuide operators who coordinate with law enforcement in 

real time. This gives officers a chance to arrive on the scene and 

apprehend the driver before a crash can occur. The TransGuide 

operators activate changeable message signs that caution 

drivers in the normal traffic stream that a wrong-way driver may 

be in the area.

Since the introduction of this technology, the occurrence of 

wrong-way events on the US 281 corridor has decreased by 31 

percent. These remarkable results have generated a 13.1 to 1 

benefit-cost ratio, making this a promising safety enhancement 

for additional locations.

2 Zhou, Huaguo; Rouholamin, Mahdi Pour. Guidelines for Reducing Wrong-Way Crashes on Freeways. Schaumburg, IL: Illinois Center for 

Transportation/Illinois Department of Transportation. 2014. http://hdl.handle.net/2142/48998

THE SAFETY 

CONCERN

Severe crashes due to wrong-way driving.

THE 

SOLUTION

Installation of wrong-way detection and 

warning on at-risk roads. 

THE RESULT Dramatic decreases in wrong-way crash 

fatalities and serious injuries.

Infrastructure and Operational Improvements Category 

Winner

Texas: Texas Department of Transportation San Antonio TransGuide Wrong-Way Driver Project

Agency: Texas Department of Transportation

Contact: John Gianotti

Telephone: 210-731-5240

Email: john.gianotti@txdot.gov

LED illuminated Wrong Way sign with radar –

standard wrong-way driver countermeasure on exit ramps in

San Antonio for deterring wrong way drivers
5 2015 NATIONAL ROADWAY SAFETY AWARDS • Noteworthy Practices Guide

Four-lane undivided highways often have relatively high crash 

rates as traffic volumes increase and as the inside lane is shared 

by higher speed through traffic and left-turning vehicles. One 

option for addressing this safety concern is a “Road Diet.” A 

road diet is the practice of reducing the number of lanes from a 

wide roadway to increase its safety and usability. In the case of 

Lawyers Road in Reston, VA, four through lanes were reduced 

to two through lanes and a center turn lane was added. The 

surplus width was converted to bicycle lanes.

Prior to the project, this 2-mile segment carried about 10,000 vehicles per day, was prone to excessive speeding, and 

averaged 16 crashes per year. As part of an enormous outreach effort, VDOT engineers publicly forecast a post-Road 

Diet crash reduction of 20 percent. After the project’s completion, crashes were found to have decreased 69 percent to 

only 5 per year. 

VDOT realized additional safety benefits in the operating speed of the facility. While the average running speed decreased 

by only 1 mile per hour after the road diet, the fastest traffic 5 miles per hour or more over the speed limit was all but 

eliminated. The road diet also enhanced bicycle safety through new dedicated bicycle lanes and a bicycle-actuated signal.

The road diet consisted of little more than 

pavement markings, and the project was added 

to an existing resurfacing project. As a result, the 

cost to the State of Virginia was nearly nothing. 

While initial support for the road diet concept was 

mixed, the overwhelming success of the Lawyers 

Road project more than quelled concerns. A 

post-deployment survey conducted by VDOT 

revealed a 74 percent approval rate for the project. 

It is hardly surprising then, that when a similar 

neighboring road – Soapstone Drive – was slated 

for resurfacing, many Reston residents supported 

a similar treatment. The Soapstone Drive road 

diet also generated positive results. 

The road diet design has served VDOT well, and 

likely will remain in its toolbox for years to come.

THE SAFETY 

CONCERN

Speeding and crashes on a 4-lane 

undivided road.

THE 

SOLUTION

Implementation of a Road Diet.

THE RESULT Safer operating speeds and sharp 

decreases in crashes.

Infrastructure and Operational Improvements Category 

Winner

Virginia: Road Diets in Reston

Agency: Virginia Department of Transportation

Contact: Randy Dittberner

Telephone: 703-259-2353

Email: randy.dittberner@vdot.virginia.gov

 Soapstone Road after the road diet
2015 NATIONAL ROADWAY SAFETY AWARDS • Noteworthy Practices Guide 6

Roadway departures account for just over half of 

fatal crashes in the United States,3 but in Montana 

the numbers are particularly dramatic. 

The Montana Department of Transportation (MDT) 

reports that 70 percent of fatal crashes begin with 

vehicles leaving their lanes. Over 95 percent of the 

roadway departure fatalities and serious injuries 

occur in rural areas. The focus of reducing roadway 

departure fatalities naturally fell outside the State’s 

19 urban areas. The reduction strategy consisted of 

two parts:

• Conducting a roadway departure study

• Implementing a Safety Information

Management System (SIMS)

The roadway departure study focused on the 

development of safety performance functions 

(SPF). An SPF is a baseline for safety performance, 

describing how a specific roadway should function 

at any given traffic volume. Once an SPF has been 

established, the actual safety performance of any 

segment of that roadway can be evaluated. 

MDT implemented the SIMS software to perform that very analysis. Using the newly-developed SPFs and other 

Highway Safety Manual methods, MDT staff employed the SIMS to screen Montana’s rural on-system roadway network 

for specific areas of concern. Once those areas were identified, MDT staff could work to develop solutions. The 

software also enhanced data access for other users throughout the agency, provided easy querying capabilities, and 

stored a host of other roadway characteristics necessary to accurately analyze performance.

With the development of these tools, MDT will be able to complete more in-depth safety reviews of design projects.

The tool also may be used to increase safety within the planning, maintenance, and operations arenas.

3 Fatality Analysis Reporting System (FARS). Washington, DC: National Highway Traffic Safety Administration. 2013 data set, preliminary (1st 

release) version. http://www.nhtsa.gov/FARS

THE SAFETY 

CONCERN

Need for more robust safety analysis.

THE 

SOLUTION

Development of safety performance functions and 

the software with which to use them to evaluate 

actual performance against a baseline.

THE RESULT Increased ability to incorporate safety into more 

functions of the DOT.

Program Planning, Development, and Evaluation Category 

Winner

Montana: Roadway Departure Study and Safety Information Management System

Agency: Montana Department of Transportation

Contact: Roy Peterson

Telephone: 406-444-9252

Email: roypeterson@mt.gov

An example of a Montana rural two-lane road reviewed as part of the Roadway Departure Study
7 2015 NATIONAL ROADWAY SAFETY AWARDS • Noteworthy Practices Guide

Bridge railing – example improvement resulting from the county safety program

For improvements to truly make an impact, targeted safety 

improvements must be deployed where data indicate they 

will do the most good. For instance, a single high-profile 

or catastrophic crash may not necessarily indicate a safety 

deficiency at a particular location. But a careful comparison 

of the safety performance of that location to similar locations 

statewide just might.

This is what Washington State Department of Transportation (WSDOT) personnel had in mind in 2014 when they 

developed the County Safety Program. Under this program, counties were required to develop a data-driven local road 

safety plan before they could be eligible to apply for Highway Safety Improvement Program (HSIP) funding. 

WSDOT did not fund the development of the county plans, but it did provide the local agencies with training and a 

summary of data that prioritized crash types, roadway characteristics, and conditions in comparison to other counties. 

Nearly 80 percent of Washington’s counties submitted safety plans and subsequently received over $26 million in 

project funding. By creating their own plans, counties became invested in the process. As a result, HSIP funding was 

directed high priority locations around the State. 

Given the initial success of the program, WSDOT is collecting feedback from its local partners to refine the process 

for future HSIP awards. WSDOT also is supporting the development of an analytical tool to streamline this process in 

the future. 

THE SAFETY 

CONCERN

Most effective disbursement of HSIP 

funds to local agencies.

THE 

SOLUTION

Implementation of a County Safety 

Program. 

THE RESULT HSIP funding directed toward highest 

priority targets.

Program Planning, Development, and Evaluation Category 

Winner

Washington: 2014 County Safety Program

Agency: Washington State Department of Transportation

Contact: Matthew Enders

Telephone: 360-705-6907

Email: matthew.enders@wsdot.wa.gov

Installation of high-friction surface treatment (HFST) – example improvement

resulting from the county safety program
2015 NATIONAL ROADWAY SAFETY AWARDS • Noteworthy Practices Guide 8

Where safety improvements are concerned, one size 

definitely does not fit all.

The nature of crashes tends to be rather varied and 

somewhat unpredictable. But in 2013, engineers from the 

Virginia Department of Transportation (VDOT), started to 

overcome that hurdle by developing Safety Performance 

Functions (SPF) for highways in their State. An SPF is a 

mathematical model that provides the existing level of 

performance that can be expected for a given roadway segment. Since the SPF is tailored to a specific area, it is able 

to account for volume, length, and a host of other roadway characteristics.

Once the expected level of performance has been established, it can be compared to the performance that is observed 

in real life. The difference between these two performance levels is known as the Potential for Safety Improvement (PSI). 

Locations with the greatest PSI are generally regarded as having the highest priority for highway safety improvements. 

Prioritization such as this provides a critical assurance that limited safety funding is not wasted on improving sites with 

no real safety problems. Every year VDOT personnel screen and analyze nearly all of the 58,430 miles of highway on 

their system. VDOT uses the results of this screening to generate lists and maps of both the top 100 most safety-critical 

intersections and top 100 miles of roadway segments in each VDOT district area.

VDOT district staff review the lists to determine the appropriate countermeasures 

to deploy to improve safety. Once these improvements are ranked and the 

highest priorities funded and built, VDOT conducts a 3-year before-andafter crash study to gage the effectiveness of the treatments. 

This data-driven process greatly improves VDOT’s ability to deploy 

safety projects in locations where they will do the most good. 

THE SAFETY 

CONCERN

Most effective disbursement of limited 

HSIP funding. 

THE 

SOLUTION

Development of Virginia-specific Safety 

Performance Functions. 

THE RESULT HSIP funding directed toward highest 

priority targets.

Program Planning, Development, and Evaluation Category 

Winner

Virginia: Deployment of HSIP Projects Using Virginia-Specific Safety Performance Functions 

Agency: Virginia Department of Transportation

Contact: Mark Cole

Telephone: 804-786-4196

Email: mark.cole@dot.virginia.gov

 Top 100 miles of roadway segments by VDOT District
9 2015 NATIONAL ROADWAY SAFETY AWARDS • Noteworthy Practices Guide

An agency does not have to look very far to find an opportunity to 

improve safety; sometimes it is right in its back yard.

At least that is what engineers in the Orange County, Florida Public 

Works Department discovered in 2014. They noticed that a cluster of 

intersections and roadways exhibited high crash rates and decided to 

investigate the problem more deeply. This effort revealed that several 

locations in the vicinity of Texas Avenue and Americana Boulevard 

were of concern to both the county and the State.

The Texas-Americana neighborhood is mostly residential with a 

fairly diverse demographic. Many of the residents rely upon bicyclepedestrian facilities or transit services for their transportation needs. 

Among these are the 800 or so students who walk or ride to Palmetto 

Elementary School each day. 

A comprehensive multi-modal Road Safety Audit revealed that besides 

several concerns with infrastructure, behavioral issues were evident. 

The interagency auditors noticed equally unsafe conduct on the parts 

of drivers, bicyclists, and pedestrians. 

A simple remedy for this concern was a bicycle helmet promotion and giveaway seminar. During this event, children 

were fitted for and received helmets – free of charge – while adults were given cards printed with bicycle-pedestrian 

safety tips. The Orange County Public Works Department also held a community forum to present the findings of the 

safety audit to the public. This meeting provided an additional opportunity to answer questions and teach safety. 

The Orange County Public Works Department classified 

infrastructure needs according to maintenance activities and 

new construction needs. The maintenance activities such 

as sidewalk repairs and vegetation management could be 

implemented quickly while the larger improvements were 

prioritized for future construction. 

The success of the Orange County effort demonstrates that 

effective safety improvements can be accomplished locally 

and without a great deal of expense.

THE SAFETY 

CONCERN

Elevated crash rates on local 

roadways and intersections.

THE 

SOLUTION

Launch of a small-area Road 

Safety Audit. 

THE RESULT Identification and remediation 

of safety concerns.

Program Planning, Development, and Evaluation Category 

Winner

Florida: Texas-Americana Road Safety Small Area Study

Agency: Orange County Public Works Department, Traffic Engineering Division

Contact: Christine Lofye

Telephone: 407-836-8682

Email: christine.lofye@ocfl.net

A disabled woman accessing the LYNX bus

Members of the audit team discussing an issue
2015 NATIONAL ROADWAY SAFETY AWARDS • Noteworthy Practices Guide 10

As the aging population continues to increase, individuals 

may experience challenges such as declining vision, 

decreased flexibility and psychomotor performance, 

and changes in perceptual and cognitive performance. 

This may be particularly evident in Florida where 18.2 

percent of the population is over age 65. This figure 

is at least 3 percent higher than that of the nation as 

a whole,4 and is only expected to increase. Not only are Floridians living longer, but they also are continuing to drive 

longer than any generation before them.

The safety and mobility concerns associated with this age group have to be managed while still honoring its transportation 

needs and desires. In 2004, the Florida Department of Transportation (FDOT) developed an aging road user program 

that eventually grew into the Safe Mobility for Life Coalition (SMFLC). This coalition identifies both engineering and 

behavioral solutions to improve the safety, access, and mobility for Florida’s aging population.

Engineering solutions center on infrastructure modifications that compensate for the natural changes that occur 

as people age. Features such as increased visibility, pedestrian-friendly intersections, and advance signing all can 

enhance the safe driving experience for 

older adults. On the behavioral side, 

the coalition focuses on human factors 

studies, education, and training to benefit 

all stakeholders, including older adults, 

engineers, planners, health care providers, 

law enforcement, and families/caregivers. 

Ten key emphasis areas – ranging in scope 

from advocacy to helping seniors transition 

from driving – guide the work of the coalition, 

and several metrics are in place to measure 

its success. The work of the coalition 

preserves the value and dignity of Florida’s 

aging demographic while protecting the 

safety of all its drivers.

4 An Aging Nation: The Older Population in the United States. Washington, DC: U.S. Census Bureau. May 2014.

https://www.census.gov/prod/2014pubs/p25-1140.pdf

THE SAFETY 

CONCERN

Increasing rates of aging-driver crashes. 

THE 

SOLUTION

Creation of the Safe Mobility for Life Coalition. 

THE RESULT Safer mobility for the aging population.

Program Planning, Development, and Evaluation Category 

Winner

Florida: Safe Mobility for Life Coalition

Agency: Florida Department of Transportation, Traffic Engineering and Operations Office

Contact: Gail M. Holley

Telephone: 850-410-5414

Email: gail.holley@dot.state.fl.us

Polk

Collier

Levy

Marion

Lake

Bay

Lee

Osceola

Palm Beach

Taylor

Volusia

Walton

Brevard

Miami-Dade

Hendry

Duval

Dixie

Clay

Broward

Gulf

Leon

Glades

Orange

Liberty

Monroe

Pasco

Alachua

Jackson

Citrus

Highlands

Putnam

Okaloosa

Martin

Baker

Santa Rosa

Manatee

Nassau

Hillsborough

Madison

Hardee

DeSoto

Charlotte

Wakulla

Sumter

Flagler

Calhoun

St. Lucie

Okeechobee

Sarasota

Suwannee Franklin

Holmes

Lafayette

Hamilton

Gadsden

Washington

Hernando

Indian River

Union

Seminole

Columbia

Escambia

St. Johns

Jefferson

Gilchrist

Pinellas

Bradford

0 50 100 150 200

Miles

Type of Outreach

CarFit Event

Distribution of Aging Driver Guide

Safe Mobility for Life Outreach Event

Public Service Announcement

District 1

District 2

District 3

District 4

District 5

District 6

District 7

(October 2010 to September 2014)

FDOT Districts

January 2015

Florida’s Aging Road User Outreach & Advocacy

Working together to 

improve the safety, access, 

and mobility of Florida’s 

aging road users.

www.FLsams.org

Florida’s aging road user outreach and advocacy

October 2010 to September 2014

US Department of Transportation

Federal Highway Administration

1200 New Jersey Avenue SE

Washington DC 20590

202-366-2288

http://safety.fhwa.dot.gov

Roadway Safety Foundation

1101 14th Street NW, Suite 750

Washington DC 20005

202-857-1228

http://www.roadwaysafety.org

Gregory M. Cohen, P.E.

Executive Director

Roadway Safety Foundation

King W. Gee

Director of Engineering and Technical Services

American Association of State Highway and Transportation Officials (AASHTO)

Michael Griffith

Director, Office of Safety Technologies

Federal Highway Administration

J. Peter Kissinger

President and CEO

AAA Foundation for Traffic Safety

The Roadway Safety Foundation

The Roadway Safety Foundation is a 501(c)(3) nonprofit 

charitable and educational organization solely dedicated 

to reducing the frequency and severity of motor vehicle 

crashes by improving the safety of America’s roadways. 

To this end, the RSF focuses on improving the physical 

characteristics of roadways, such as design and 

engineering, operating conditions, removal of roadside 

hazards, and effective use of safety features.

Bernardo Kleiner

Senior Program Officer – Transportation Safety Specialist

Transportation Research Board (TRB)

Jennifer Smith

Director, Image and Brands

Michelin

Marie B. Walsh, PhD 

Director

Louisiana Local Technical Assistance Program (LTAP) 

Terecia Wilson 

Senior Fellow, Institute for Global Road Safety and Security

Clemson University

The 2015 Blue Ribbon Panel

We are especially grateful to the esteemed panel of Blue Ribbon Judges who have supported this program. Their contributions of 

expertise, time, talent and vision have been extremely important in ensuring the continued success of this program. 

The Federal Highway Administration

The FHWA Office of Safety’s mission is to significantly 

reduce highway fatalities and serious injuries by making 

our roads safer through a data-driven, systematic 

approach to putting safety first when applying 

engineering, education, enforcement, and emergency 

medical services. Focus areas include: Comprehensive 

Strategic Planning, Roadway Departure, Intersections, 

Pedestrians and Speed Management.
FHWA-SA-16-001