Table of Contents

Case Study 5 – Safety Training for Local Agencies................... 19

Case Study 6 – Local HSIP Advisory Committee ..................... 23

Case Study 7 – Implementing New Technology ...................... 29

Case Study 8 – Local Agency Safety Program ......................... 31

SECTION II:

Training and Development

Photo credit: Sittichai © 123RF.com
FEDERAL HIGHWAY ADMINISTRATION: NOTEWORTHY PRACTICES MANUAL 19

CASE STUDY 5 – 

Safety Training for Local Agencies

Problem

Local agencies find it difficult to identify and develop safety projects for 

Highway Safety Improvement Program (HSIP) funding since very few of 

their staff are trained in safety analysis.

Noteworthy Solution

State and federal entities acknowledge that some local agencies have limited staff and their 

responsibilities cover a broad range of work that often monopolizes their time. They frequently 

are unable to take the necessary training to understand or apply traffic safety methods. In 

response, agencies have developed tools to help guide local practitioners through the HSIP 

safety analysis process. Federal and state agencies have developed the following resources to 

provide local agencies with safety analysis training and tools: 

1. U.S. Federal Highway Administration (FHWA) Improving Safety on Rural Local and Tribal 

Roads – Safety Toolkit (2014a).

2. Minnesota Department of Transportation (MnDOT) Traffic Safety Fundamentals

Handbook (2015). 

3. North Jersey Transportation Planning Authority (NJTPA) training course using

the New Jersey Highway Safety Improvement Program (HSIP) Manual (2016).

Improving Safety on Rural Local and Tribal Roads – Safety Toolkit

The Improving Safety on Rural Local and Tribal Roads – Safety Toolkit (FHWA, 2014a) helps 

rural, local, and tribal roadway safety practitioners address safety challenges and integrate 

road safety into their existing responsibilities.

The Toolkit provides a seven-step process to complete traffic safety analyses, identify safety 

issues, identify countermeasures to address the issues, and develop an implementation 

process. Each step contains a set of tools, examples, and links to appropriate resources to 

meet the needs of safety practitioners (Figure 5-1):

1. Compile data.

2. Conduct network screening.

3. Select sites for investigation.

4. Diagnose site conditions and identify countermeasures.

5. Prioritize countermeasures for implementation.

6. Implement countermeasures.

7. Evaluate effectiveness of implemented countermeasures.
20 CASE STUDY #5: SAFETY TRAINING FOR LOCAL AGENCIES

Figure 5-1. FHWA Safety Analysis Process 

The Safety Toolkit, in addition to other FHWA training, tools, guidance, and 

countermeasures for local practitioners, is online at: 

https://safety.fhwa.dot.gov/ (FHWA, 2017).

Traffic Safety Fundamentals Handbook

The Traffic Safety Fundamentals Handbook (MnDOT, 2015) focuses on 

providing the information most often requested by local agencies. MnDOT 

published the original version in 2001, with updates in 2008 and 2015.

More than 3,500 copies have been distributed through MnDOT’s outreach 

to government agencies and the private sector. In addition, the Handbook is 

used as a resource in undergraduate and graduate traffic engineering classes 

at the University of Minnesota and is available to professionals in other states 

online at: https://www.dot.state.mn.us/trafficeng/publ/fundamentals/2015-

mndot-safety-handbook-reduced.pdf.
FEDERAL HIGHWAY ADMINISTRATION: NOTEWORTHY PRACTICES MANUAL 21

The Handbook is organized into three sections:

» Crash Characteristics – National and state crash summaries, including 

basic characteristics as a function of roadway classification, intersection 

control, roadway design, and access density.

» Safety Improvement Process – Site analysis at high-crash locations and 

systemic assessments.

» Traffic Safety Tool Box – Identification of new tools (HSM and Crash 

Modification Factor Clearinghouse [FHWA, 2014b]) and a safety 

strategies update, with an emphasis on effectiveness (crash reduction).

Agency staff refer to this Handbook for guidance on safety context, analysis, 

comparisons, and countermeasures. 

HSIP Training

The New Jersey DOT (NJDOT) requires HSIP applications to be based on the 

state’s HSIP Manual (NJTPA, 2016). To help local agencies comply with this 

requirement, the NJTPA sponsored four, free 2-day workshops on Highway 

Safety Manual (HSM) analytical techniques, key assumptions, and benefit/ 

cost ratio computations. FHWA’s Resource Center, FHWA’s New Jersey 

Division Office, NJDOT’s Bureau of Transportation Data and Safety, and NJTPA 

provided the instructors. The target audience included metropolitan planning 

organizations and local agency engineers. The workshop included 1-hour time 

slots for local agencies considering submitting a project for HSIP funding to 

present details about their projects. Instructors provided feedback to local 

agency engineers about HSM assumptions and the suggested approach for 

analytical techniques.

To date, almost two-thirds of NJTPA’s 15 sub-regions have participated and 

applications for 26 safety projects have been adopted by the NJTPA Board of 

Trustees for funding through the Local Safety Program (NJTPA, 2016). 

Local Agency Action Items

These three noteworthy resources provide local agencies with safety analysis 

training and tools. To ensure staff receive this training, local agencies could:

» Identify document and training resources through the state DOT or 

other agencies.

» Collaborate with local agencies to develop applicable materials 

or training. 

» Request information and training assistance from the state DOT, when 

needed. 

» Incorporate the recommendations found in the guidance documents 

into the local agencies’ internal processes.

Relevant Contacts

Minnesota

Mark Vizecky

Minnesota Department

of Transportation

(651) 366-3839

New Jersey

Lois Goldman

North Jersey Transportation 

Planning Authority

(973) 639-8413

General

North Jersey Transportation 

Planning Authority

(973) 639-8400
22 CASE STUDY #5: SAFETY TRAINING FOR LOCAL AGENCIES

References

1. U.S. Federal Highway Administration (FHWA). 2014a. Improving Safety on Rural Local 

and Tribal Roads – Safety Toolkit. https://safety.fhwa.dot.gov/local_rural/training/

fhwasa14072/isrltrst.pdf. Accessed September 18, 2017.

2. U.S. Federal Highway Administration (FHWA). 2014b. Crash Modification Factor (CMF) 

Clearinghouse. http://safety.fhwa.dot.gov/tools/crf/resources/. Modified October 2014. 

3. U.S. Federal Highway Administration (FHWA). 2017. Federal Highway Administration 

(FHWA) Website. https://safety.fhwa.dot.gov/. Accessed September 18, 2017. 

4. Minnesota Department of Transportation (MnDOT). 2015. Traffic Safety Fundamentals 

Handbook. http://www.dot.state.mn.us/stateaid/trafficsafety/reference/2015-mndotsafety-handbook-large.pdf. Accessed September 18 2017.

5. North Jersey Transportation Planning Authority (NJTPA). 2016. New Jersey Highway Safety 

Improvement Program Manual. http://www.state.nj.us/transportation/about/safety/

pdf/2016hsipmanual.pdf. Accessed November 30, 2018.
FEDERAL HIGHWAY ADMINISTRATION: NOTEWORTHY PRACTICES MANUAL 23

CASE STUDY 6 – 

Local HSIP Advisory Committee 

FEDERAL HIGHWAY ADMINISTRATION: NOTEWORTHY PRACTICES MANUAL

Problem

Despite a notable percentage of fatalities occurring on local 

roads, there is low county, city, and local agency participation 

in the Highway Safety Improvement Program (HSIP). 

Noteworthy Solution 

In 2014, California formed a local HSIP Advisory Committee to increase 

local agency participation in California’s HSIP and to support the state’s 

goal to reduce traffic fatalities (Figure 6-1) and serious injuries on California 

public roads. The Advisory Committee provides California’s local HSIP and 

other safety programs with safety guidance on California’s local roadways. 

Committee members include the California Department of Transportation 

(Caltrans) – Division of Local Assistance; U.S. Federal Highway Administration 

(FHWA), the Local Technical Assistance Program, and local agencies 

throughout California.

The Advisory Committee’s Charter (Appendix C, Desired Goals, Advisory 

Committee Charter, 2017) identifies six goals:

1. Ensure that California’s Local HSIP and other safety programs and efforts 

are consistent with California’s Strategic Highway Safety Plan (SHSP). 

2. Provide vision and strategic priorities for 

improving local safety programs and processes. 

3. Provide recommendations on California Local 

HSIP and processes. 

4 Provide recommendations to streamline 

decision-making, review, and project delivery 

on safety projects. 

5. Identify funding opportunities to meet local 

roadway safety needs. 

6. Encourage, improve, and support traffic 

safety efforts at local agencies.

Fatalities

2006 2008 2010 2012 2014

Fatalities in locally owned roads

Source: Fatality Analysis Reporting System [FARS], 2017; Adapted by FHWA

2,000

2,500

1,500

1,000

0

500

Road Fatalities in California

Year

Fatalities in state owned roads

Figure 6-1. Local/State Fatalities Trend Line
24 CASE STUDY #6: LOCAL HSIP ADVISORY COMMITTEE 

The Advisory Committee is co-chaired by Caltrans and a representative from 

a local agency, and includes 11 members representing cities, counties, and 

regional/metropolitan planning agencies. The goal is for committee members to 

represent urban and rural areas distributed geographically across the state.

The Advisory Committee (Appendix C) adopted four key initiatives:

1. Address systemic risks on local roads with low-cost safety countermeasures, 

including programs focused on roadway departure and high-friction 

surface treatments.

2. Identify funding strategies that reflect unique local needs, including 

webinars focused on preparing applications for safety funding.

3. Target high-risk jurisdictions for funding, training, and technical assistance. 

Recognize that some local systems with the highest number of fatalities and 

serious injuries are smaller jurisdictions without the capacity or technical 

ability to address safety concerns.

4. Implement an effective, consistent, and coordinated traffic incident 

management program at the state and local level to reduce the duration 

and impacts to traffic incidents and improve safety for motorists, crash 

victims, and emergency responders.

Since 2014, the outreach, training, and technical assistance provided by the 

Advisory Committee increased local agency participation by almost 40%. This 

translates to a 70% increase in the level of safety 

funds dedicated to local system projects (from about 

$65 million programmed for Fiscal Years 2012 and 

2013 to $100 million in 2015 and $140 million in 

2019) (Kochevar, 2017, pers. comm) (Figure 6-2).

The types of projects selected for funding as a result 

of the Advisory Committee initiatives are listed 

below and illustrated in Figures 6-3 and 6-4:

» Pedestrian/bicycle improvements – Countdown 

timers, curb ramps, refuge islands, curb 

extensions, rapid flash beacons and signals, 

sidewalks, and bike lanes.

» Access management – Raised medians and 

road diets.

» Intersection improvements – Signal 

modifications and left-turn lanes, roundabouts, 

and street lights. 

» Segment improvements – Shoulder paving, 

pavement markings, clear zone maintenance, and 

guardrail upgrades.

Figure 6-2. HSIP Funding for Local Road Safety in California

$120

$105

$90

$75

$60

$45

$15

$0 13 14 15 16 17 18 19

$30

$135

$150

Source: Kochevar, 2017, pers. comm.; Adapted by FHWA

Federal Fiscal Year

$ Millions
FEDERAL HIGHWAY ADMINISTRATION: NOTEWORTHY PRACTICES MANUAL 25

Local Agency Highlights

The Town of Paradise has benefited from state efforts to increase the number 

of cities and counties participating in the HSIP. Prior to securing HSIP funds, 

Paradise’s $1 million annual capital budget focused on expanding the roadway 

system to accommodate growth and managing 100 miles of roads. In the 

past 3 years, Paradise has supplemented its capital budget with $8 million in 

HSIP funds, which has supported adding a shoulder paving/bike lane project, 

adding a two-way left-turn lane to Clark Road, upgrading the town’s signal 

system by adding pedestrian countdown timers and emergency vehicle 

pre-emption, and implementing a road diet along Skyway Road (Mattox, 

2016, pers. comm). A project along Skyway Road (Figure 6-5 and Figure 6-7) 

converted the four-lane undivided cross-section to a three-lane cross-section 

Figure 6-3. Injury Severity Quantified in California

Source: Mattox, 2016, pers. comm..

$200,000

$400,000

$600,000

$800,000

$1,000,000

$1,200,000

$1,400,000

$1,600,000

$1,800,000

$2,000,000

$

2011-2014

Average

$1,854,687.50

2016

$503,150.00

Figure 6-4. Rural Highway Shoulder Paving in California

Source: Kochevar, 2017, pers. comm. 
26 CASE STUDY #6: LOCAL HSIP ADVISORY COMMITTEE 

Figure 6-5. Downtown Paradise Road Configuration Change Before 

Source: Mattox, 2016, pers. comm.

Figure 6-7. Downtown Paradise Road Configuration Change After 

Source: Mattox, 2016, pers. comm.

and improved signal coordination. It also added pedestrian enhancements, 

including crosswalks, curb extensions, refuge islands, and activated flashing 

beacons. Prior to these enhancements the crash rate on Skyway Road was 

more than twice the statewide average for similar facilities. Pedestrian 

crashes were the key component, especially multi-vehicle threat crashes 

common to four-lane roads (Figure 6-6).

According to U.S. Federal Highway Administration (FHWA), “A multiple-threat

crash involves a driver stopping in one lane of a multilane road to permit 

pedestrians to cross, and an oncoming vehicle (in the same direction) strikes 

the pedestrian who is crossing in front of the stopped vehicle. This crash type 

involves both the pedestrian and driver failing to see each other in time to 

avoid the collision” (FHWA, 2005). After completing the HSIP-funded safety 

improvements project, the Town of Paradise reported the following successes 

(Mattox, 2016, pers. comm):

Figure 6-6. Illustration of Multiplethreat Pedestrian Crash

Source: FHWA, 2005
FEDERAL HIGHWAY ADMINISTRATION: NOTEWORTHY PRACTICES MANUAL 27

Safety and Other Outcomes

» A 15% reduction in total collisions.

» A 27% decrease in injury collisions.

» A 73% decrease in injury severity.

» Zero pedestrian-involved collisions in 2016.

» Reduced travel time during off-peak and peak hours.

» Drastically improved yield rates at pedestrian crossings.

Local Agency Action Items

The California Advisory Committee has successfully increased local 

participation in California’s HSIP by developing a local HSIP Advisory 

Committee. To develop a similar committee, a local agency could: 

» Communicate with the state HSIP coordinator to obtain information on 

opportunities for local agency HSIP participation.

» Collaborate with the state DOT to provide input on where HSIP funding 

is allocated. 

» Partner with state DOT, FHWA, Local and Tribal Technical Assistance 

Programs, and other local agencies to charter a similar group to 

encourage and increase participation in the HSIP.

References

1. California Department of Transportation (Caltrans). 2015. California Strategic Highway 

Safety Plan 2015-2019. http://www.dot.ca.gov/trafficops/shsp/docs/SHSP15_Update.pdf.

Accessed September 18, 2017.

2. Fatality Analysis Reporting System (FARS). 2017. Database. https://www.nhtsa.gov/

research-data/fatality-analysis-reporting-system-fars. Accessed September 25, 2017.

3. Kochevar, Ken, Caltrans. 2017. Personal communication with Howard Preston/CH2M HILL.

4. Mattox, Mark, Town of Paradise. 2016. Personal communication with Howard Preston/

CH2M HILL. 

5. U.S. Federal Highway Administration (FHWA). 2005. Federal Highway Administration 

Research and Technology Coordinating, Developing, and Delivering Highway 

Transportation Innovations. Chapter 3. Publication Number: FHWA-HRT-04-100. 

September.

Relevant Contacts

California

Richard Ke

California Department 

of Transportation

(916) 653-4727

Ken Kochevar

FHWA, California Division

(916) 498-5853

Marc Mattox

Town of Paradise

(530) 872-6291
FEDERAL HIGHWAY ADMINISTRATION: NOTEWORTHY PRACTICES MANUAL 29

CASE STUDY 7 – 

Implementing New Technology

Problem

Local agencies may have limited expertise with new/innovative safety 

countermeasures. This limits the agency’s ability to address key 

crash factors.

Noteworthy Solution 

In 2012, Thurston County in Washington State conducted a data-driven safety analysis to 

identify and prioritize potential safety projects that would be eligible for Highway Safety 

Improvement Program (HSIP) funds.

In late 2013, Thurston County determined that wet/icy pavement contributed to 47% 

of crashes and identified high friction surface treatment (HFST)—a new and innovative 

technology proven effective at reducing crashes, particularly on wet pavements—as 

a solution. However, Thurston County had no prior experience with HFST and neither 

the Washington State Local Technical Assistance Program (LTAP) nor the U.S. Federal 

Highway Administration (FHWA) could answer Thurston County’s questions about local 

implementation (installation costs, materials, and ongoing maintenance issues). To 

resolve the unanswered HFST inquiries, Thurston County worked with LTAP and FHWA to 

coordinate a peer exchange and pilot project.

Using information received from other agencies with experience in implementing HFST 

Thurston County partnered with Washington State LTAP and FHWA to secure funding 

to cover materials and installation at two demonstration sites, selected to compare 

different installation methods. To share the lessons learned on HFST, the partnering 

agencies hosted a peer exchange, featuring an installation demonstration, and attended by 

37 representatives of various local agencies, the Washington State DOT (WSDOT), FHWA, 

and the Western Federal Lands Division. The demonstration included an application of 

HFST applied by Thurston County traffic and road maintenance crews and was followed by a 

detailed overview of HFST by national experts.

Since the peer exchange and pilot projects, there have been at least 36 planned or installed 

HFST sites in the State of Washington (state and local roads). In addition, eight counties, 

including Thurston County, submitted HSIP funding applications to WSDOT for HFST sites 

in the summer of 2016. In December 2016, WSDOT awarded Thurston County more than 

$2 million for HFST at 29 locations.
30 CASE STUDY #7: ENGAGING NEW TECHNOLOGY

Local Agency Action Items

Thurston County has successfully partnered with Washington State LTAP and 

FHWA to implement a new and innovative, proven safety technology on local 

roads. To begin using a new technology on local roads, an agency could:

» Gauge existing resources and interest in new technologies.

» Participate in a strategic partnership or peer exchange with other 

agencies to share information and promote implementation of 

new technologies.

» Pilot technologies and share information on implementation and 

effectiveness with a local audience.

Relevant Contacts

Washington

Joseph Cheung

FHWA, Office of Safety

(202) 366-6994

Scott Davis

Thurston County, Washington

(360) 867-2345
Problem

Local agencies often do not have the resources/expertise to conduct 

in-depth crash analyses and/or identify traffic safety solutions. 

Noteworthy Solutions

The Florida Department of Transportation (FDOT) District 7 (Tampa Bay region) has 

developed the Local Agency Safety Program to assist local agencies without the 

resources to identify, develop, and implement safety improvements on local roadways 

as part of their Highway Safety Improvement Program (HSIP) process.

The Local Agency Safety Program includes:

» A yearly traffic safety summit.

» Access to Safety Ambassadors.

» A Local Agency Traffic Safety Academy (LATSA).

» Project delivery assistance.

The Local Agency Safety Program provides resources to local agencies that result in 

improved understanding of traffic safety, project development, and the application 

process for project funding. In fact, “As a result of the improved level of understanding 

regarding the application process, the number of project submissions made by local 

agencies increased from averaging 3 applications each year to 50+ applications” 

(U.S. Federal Highway Administration (FHWA), 2013). 

Yearly Traffic Safety Summit

FDOT District 7 hosts an annual seminar called the Local Agency Traffic Safety Summit. 

This seminar is geared toward local agency staff, elected officials, and independent 

industry consultants. The purpose of the seminar is to (FHWA, 2013):

» Emphasize the need to improve roadway safety by drawing on case studies and 

local examples.

» Describe the process to apply for HSIP funding.

» Review the Local Agency Traffic Safety Program’s success rates.

» Explain how FDOT District 7 can help local agencies improve safety on 

local roads.

FEDERAL HIGHWAY ADMINISTRATION: NOTEWORTHY PRACTICES MANUAL 31

CASE STUDY 8 – 

Local Agency Safety Program
Access to Safety Ambassadors 

Local agencies have access to Safety Ambassadors who have been designated 

by District 7 to provide guidance on navigating the HSIP funding process by 

linking local agencies to industry contacts, consultants, and district staff. The 

Ambassadors:

» Are available year round.

» Provide process guidance.

» Provide access to FDOT crash maps and analyses.

» Perform project reviews.

» Guide local agency staff in successful project completion.

Local Agency Traffic Safety Academy

The LATSA is a webinar-based program that trains participants in best 

practices for successful implementation of safety projects. LATSA focuses on 

topics relevant to local agencies in District 7 including:

» Securing funding for HSIP and other local safety projects/programs.

» Local best practices on related topics including data analyses, modern 

infrastructure countermeasures, and project implementation.

» New safety treatments and technologies.

» Project delivery processes.

The webinars are free and presenters are experts in a variety of fields 

including consulting, government, and education and research.

LATSA began in 2013 and is online at (FDOT 2017a):

http://www.tampabaytrafficsafety.com/LATSA/SitePages/Home.aspx.

Project Delivery Assistance

Project Development

FDOT District 7 supports local agencies during project development by 

providing access to crash data and analysis, identifying high-crash locations 

and locations with specific crash patterns, and helping local agencies with 

project identification and design when resources are limited. 

Project Review

FDOT District 7 provides guidance for local agencies submitting project 

funding requests. Since submitted projects are closely reviewed by FDOT, this 

guidance prompts local agencies to consider what FDOT will be looking for 

during its review. For instance:

» Is the project in a high-crash location?

» Have potential countermeasure efforts been exhausted?

» Are cost estimates and constructability reviews complete and accurate?

32 CASE STUDY #8: LOCAL AGENCY SAFETY PROGRAM 

Relevant Contacts

Florida

William S. Riha

Florida Department of 

Transporation, District 7

(813) 402-0320

william.riha@dot.state.fl.us

Cheryl N. Stacks

City of St. Petersburg, Florida

(727) 892-5328

cheryl.stacks@stpete.org 

Kevin Burgess

FHWA, Florida Division

(850) 553-2229

kevin.burgess@dot.gov
Project Implementation

FDOT District 7 supports local agencies during project 

implementation through:

» Material Provisions – FDOT may provide requested materials 

(signage, markings, and signal heads) to local agencies who are 

then responsible for installation and maintenance. 

» Design-Build/Push-Button (DBPB) Contracts – DBPB contracts 

streamline the delivery of projects considered low to medium 

complexity, such as:

– Crosswalks.

– Overhead signage (Figure 8-1).

– Bicycle lanes.

– Pavement markings. 

DBPB projects are expedited and do not require the standard 

FDOT review. In fact, each task is completed in less than 1 year. 

According to FDOT, “The push button framework allowed the 

District to reduce the time it takes to deliver simple or low-cost

safety improvement from 3-5 years to 3-9 months (FDOT, 2017b).

According to FDOT, the DBPB has accomplished the following:

– “Reduced the time it takes to implement a safety improvement; 

at the same time, reduced the potential for fatalities and 

serious injuries during the shortened implementation period.

– Reduced overall costs of the project application process.

– Ensured compliance with Federal guidelines on all submitted 

project proposals.

– Promoted use of these low-cost safety improvements.

» Local Agency Program support – This Program is used for more 

complex projects that are considered significant based on 

design and construction (e.g., intersection reconstruction). It 

permits funding of projects managed and administered by the 

local agency during the design and construction phases. FDOT 

District 7 uses a Local Agency Program expert to assist local 

agencies in requesting HSIP funds through the local agency 

safety program.

FEDERAL HIGHWAY ADMINISTRATION: NOTEWORTHY PRACTICES MANUAL 33

Source: Florida Department of Transportation Improved

overhead signage in District 7: before (top) and after.

Figure 8-1. Improved Overhead Signage in 

District 7: Before (top) and After
Local Agency Action Items

Through its Local Agency Safety Program FDOT District 7 has successfully 

provided resources to help local agencies identify and develop traffic safety 

solutions as part of the HSIP process. To develop a similar program, an 

agency could:

» Identify and participate in available programs offered by the state DOT 

or other agencies.

» Collaborate with other local agencies to collectively identify and develop 

solutions to common needs (e.g., programs, resources, training, and 

funding sources).

» Communicate ideas to the state DOT that improve the consistency and 

manageability of HSIP applications.

References

1. Florida Department of Transportation (FDOT). 2017a. Local Agency Traffic Safety Academy. 

http://www.tampabaytrafficsafety.com/LATSA/SitePages/Home.aspx.

Accessed October 9, 2017.

2. Florida Department of Transportation (FDOT). 2017b. Florida Department of 

Transportation’s District Seven Design-Build Pushbutton Contract

http://www.tampabaytrafficsafety.com/DBPB. Accessed October 23, 2017.

3. U.S. Federal Highway Administration (FHWA). 2013. Safety Summit Yields Tenfold Increase 

in Number of Safety Applications Submitted by Local Agencies – Florida.

https://rspcb.safety.fhwa.dot.gov/noteworthy/html/localrural_fl1.aspx?id=96. Accessed 

October 9, 2017.

34 CASE STUDY #8: LOCAL AGENCY SAFETY PROGRAM