Source: http://ecfr.io/Title-23/pt23.1.924
Timestamp: 2019-02-18 21:13:03
Document Index: 515914275

Matched Legal Cases: ['art 924', 'art 924', 'art 924', '§924', '§924', '§924', '§924', '§924', '§924', '§924', '§924', '§924', 'art 655', '§924', '§924', 'arts 635', 'art 172', 'art 200', '§924', '§924', 'art 200']

[23 CFR 924] Title 23 Part 924 : Code of Federal Regulations ';
Title 23 Part 924
Title 23 → Chapter I → Subchapter J → Part 924
§924.1 Purpose.
§924.3 Definitions.
§924.5 Policy.
§924.7 Program structure.
§924.9 Planning.
§924.11 Implementation.
§924.13 Evaluation.
§924.15 Reporting.
§924.17 MIRE fundamental data elements.
Authority: 23 U.S.C. 104(b)(3), 130, 148, 150, and 315; 49 CFR 1.85.
Source: 81 FR 13739, Mar. 15, 2016, unless otherwise noted.
Hazard index formula means any safety or crash prediction formula used for determining the relative risk at railway-highway crossings, taking into consideration weighted factors, and severity of crashes.
Highway means:
(1) A road, street, or parkway and all associated elements such as a right-of-way, bridge, railway-highway crossing, tunnel, drainage structure, sign, markings, guardrail, protective structure, etc.;
Highway Safety Improvement Program (HSIP) means a State safety program with the purpose to reduce fatalities and serious injuries on all public roads through the implementation of the provisions of 23 U.S.C. 130, 148, and 150, including the development of a data-driven Strategic Highway Safety Plan (SHSP), Railway-Highway Crossings Program, and program of highway safety improvement projects.
Highway safety improvement project means strategies, activities, or projects on a public road that are consistent with a State SHSP and that either correct or improve a hazardous road segment, location, or feature, or addresses a highway safety problem. Examples of projects are described in 23 U.S.C. 148(a).
MIRE Fundamental data elements mean the minimum subset of the roadway and traffic data elements from the FHWA's Model Inventory of Roadway Elements (MIRE) that are used to support a State's data-driven safety program.
Public railway-highway crossing means a railway-highway crossing where the roadway (including associated sidewalks, pathways, and shared use paths) is under the jurisdiction of and maintained by a public authority and open to public travel, including non-motorized users. All roadway approaches must be under the jurisdiction of a public roadway authority, and no roadway approach may be on private property.
Reporting year means a 1-year period defined by the State, unless noted otherwise in this section. It may be the Federal fiscal year, State fiscal year, or calendar year.
Railway-highway crossing protective devices means those traffic control devices in the Manual on Uniform Traffic Control Devices (MUTCD) specified for use at such crossings; and system components associated with such traffic control devices, such as track circuit improvements and interconnections with highway traffic signals.
Road safety audit means a formal safety performance examination of an existing or future road or intersection by an independent multidisciplinary audit team for improving road safety for all users.
Safety data includes, but are not limited to, crash, roadway characteristics, and traffic data on all public roads. For railway-highway crossings, safety data also includes the characteristics of highway and train traffic, licensing, and vehicle data.
Safety stakeholder means, but is not limited to:
(6) Representatives conducting a motor carrier safety program under section 31102, 31106, or 31309 of title 49, U.S.C.;
(7) Motor vehicle administration agencies;
(8) County transportation officials;
(9) State representatives of non-motorized users; and
(10) Other Federal, State, tribal, and local safety stakeholders.
Strategic highway safety plan (SHSP) means a comprehensive, multiyear, data-driven plan developed by a State department of transportation (DOT) in accordance with 23 U.S.C. 148.
Systemic safety improvement means a proven safety countermeasure(s) that is widely implemented based on high-risk roadway features that are correlated with particular severe crash types.
(b) HSIP funds shall be used for highway safety improvement projects that are consistent with the State's SHSP. HSIP funds should be used to maximize opportunities to advance highway safety improvement projects that have the greatest potential to reduce the State's roadway fatalities and serious injuries.
(d) Eligibility for Federal funding of projects for traffic control devices under this part is subject to a State or local/tribal jurisdiction's substantial conformance with the National MUTCD or FHWA-approved State MUTCDs and supplements in accordance with part 655, subpart F, of this chapter.
(1) A SHSP;
(b) The HSIP shall address all public roads in the State and include separate processes for the planning, implementation, and evaluation of the HSIP components described in paragraph (a) of this section. These processes shall be developed by the States in cooperation with the FHWA Division Administrator in accordance with this section and the requirements of 23 U.S.C. 148. Where appropriate, the processes shall be developed in consultation with other safety stakeholders and officials of the various units of local and Tribal governments.
(1) A process for collecting and maintaining safety data on all public roads. Roadway data shall include, at a minimum, the MIRE Fundamental Data Elements as established in §924.17. Railway-highway crossing data shall include all fields from the U.S. DOT National Highway-Rail Crossing Inventory.
(a) The HSIP shall be implemented in accordance with the requirements of §924.9.
(b) States shall incorporate specific quantifiable and measurable anticipated improvements for the collection of MIRE fundamental data elements into their Traffic Records Strategic Plan by July 1, 2017. States shall have access to a complete collection of the MIRE fundamental data elements on all public roads by September 30, 2026.
(d) Funds set-aside for the Railway-Highway Crossings Program under 23 U.S.C. 130 shall be used to implement railway-highway crossing safety projects on any public road. If a State demonstrates that it has met its needs for the installation of railway-highway crossing protective devices to the satisfaction of the FHWA Division Administrator, the State may use funds made available under 23 U.S.C. 130 for other types of highway safety improvement projects pursuant to the special rule in 23 U.S.C. 130(e)(2).
(f) Award of contracts for highway safety improvement projects shall be in accordance with 23 CFR parts 635 and 636, where applicable, for highway construction projects, 23 CFR part 172 for engineering and design services contracts related to highway construction projects, or 2 CFR part 200 for non-highway construction projects.
(1) A process to analyze and assess the results achieved by the program of highway safety improvement projects in terms of contributions to improved safety outcomes and the attainment of safety performance targets established as per 23 U.S.C. 150.
(ii) Identify issues related to the SHSP's process, implementation, and progress that should be considered during each subsequent SHSP update.
(b) The information resulting from paragraph (a)(1) of this section shall be used:
(1) To update safety data used in the planning process in accordance with §924.9;
(4) For reporting required by §924.15.
(c) The evaluation process may be financed with funds made available under 23 U.S.C. 104(b)(3) and 505, and, for metropolitan planning areas, 23 U.S.C. 104(d). The eligible use of the program funding categories listed for HSIP evaluation efforts is subject to that program's eligibility requirements and cost allocation procedures as per 2 CFR part 200.
(a) For the period of the previous reporting year, each State shall submit, via FHWA's HSIP online reporting tool, to the FHWA Division Administrator no later than August 31 of each year, the following reports related to the HSIP in accordance with 23 U.S.C. 148(h) and 130(g):
(i) Describes the structure of the HSIP. This section shall:
(A) Describe how HSIP funds are administered in the State; and
(B) Provide a summary of the methodology used to develop the programs and projects being implemented under the HSIP on all public roads.
(ii) Describes the progress in implementing highway safety improvement projects. This section shall:
(iii) Describes the progress in achieving safety outcomes and performance targets. This section shall:
(A) Provide an overview of general highway safety trends. General highway safety trends shall be presented by number and rate of fatalities and serious injuries on all public roads by calendar year, and to the maximum extent practicable, shall also be presented by functional classification and roadway ownership. General highway safety trends shall also be presented for the total number of fatalities and serious injuries for non-motorized users;
(B) Document the safety performance targets established in accordance with 23 U.S.C. 150 for the following calendar year. Documentation shall also include a discussion of the basis for each established target, and how the established target supports SHSP goals. In future years, documentation shall also include a discussion of any reasons for differences in the actual outcomes and targets; and
(C) Present information related to the applicability of the special rules defined in 23 U.S.C. 148(g).
(iv) Assesses the effectiveness of the improvements. This section shall describe the effectiveness of groupings or similar types of highway safety improvement projects previously implemented under the HSIP.
(2) A report describing progress being made to implement railway-highway crossing improvements in accordance with 23 U.S.C. 130(g) and the effectiveness of these improvements.
The MIRE fundamental data elements shall be collected on all public roads, as listed in Tables 1, 2, and 3 of this section. For the purpose of MIRE fundamental data elements applicability, the term open to public travel is consistent with 23 CFR 460.2(c).
Table 1—MIRE Fundamental Data Elements for Non-Local (Based on Functional Classification) Paved Roads
MIRE name (MIRE No.)1
Route Number (8)2 Location Identifier for Road 1 Crossing Point (122).
Route/street Name (9)2 Location Identifier for Road 2 Crossing Point (123).
Federal Aid/Route Type (21)2 Intersection/Junction Geometry (126).
Rural/Urban Designation (20)2 Intersection/Junction Traffic Control (131).
Surface Type (23)2 AADT (79) [for Each Intersecting Road].
Begin Point Segment Descriptor (10)2 AADT Year (80) [for Each Intersecting Road].
End Point Segment Descriptor (11)2
Segment Length (13)2
Functional Class (19)2
Access Control (22)2
One/Two-Way Operations (91)2 Interchange/Ramp.
Number of Through Lanes (31)2 Unique Interchange Identifier (178).
Average Annual Daily Traffic (79)2 Location Identifier for Roadway at Beginning Ramp Terminal (197).
AADT Year (80)2 Location Identifier for Roadway at Ending Ramp Terminal (201).
Type of Governmental Ownership (4)2 Ramp Length (187).
Ramp AADT (191).2
Year of Ramp AADT (192).2
Functional Class (19).2
Type of Governmental Ownership (4).2
1Model Inventory of Roadway Elements—MIRE, Version 1.0, Report No. FHWA-SA-10-018, October 2010, http://safety.fhwa.dot.gov/tools/data_tools/mirereport/mirereport.pdf.
2Highway Performance Monitoring System full extent elements are required on all Federal-aid highways and ramps located within grade-separated interchanges, i.e., National Highway System (NHS) and all functional systems excluding rural minor collectors and locals.
Table 2—MIRE Fundamental Data Elements for Local (Based on Functional Classification) Paved Roads
Roadway segment:
Segment Identifier (12).
Surface Type (23).2
Number of Through Lanes (31).2
Average Annual Daily Traffic (79).2
Begin Point Segment Descriptor (10).2
End Point Segment Descriptor (11).2
Rural/Urban Designation (20).2
Table 3—MIRE Fundamental Data Elements for Unpaved Roads