• planning
• policy, including transportation policy
• public health, such as epidemiology or injury prevention
• research
• road and street operations
• I have a different role: _____________________________________________________________

For how many years have you worked in this role? (Please enter a whole number [ex: 8]; and if less than 1 year, please enter “1”) ________________________________________________________________

Professional Network

We would like to learn about your professional network. Please list up to three (3) individuals outside of your workplace whose advice you seek or work you follow with respect to their work in traffic safety. These individuals can work for any type of US organization, including governmental, nonprofit, or for-profit entities. For each individual, please provide a name, organization, and city/state.

Individual 1

• Name ________________________________________________________________________
• Organization __________________________________________________________________
• City, State ____________________________________________________________________

Individual 2

• Name ________________________________________________________________________
• Organization __________________________________________________________________
• City, State ____________________________________________________________________

Individual 3

• Name ________________________________________________________________________
• Organization __________________________________________________________________
• City, State ____________________________________________________________________

Work Situation

Which of the following best describes your work situation?

• Self-employed
• Work for an organization, agency, or department
• Retired
• Other

Where is the organization you work for located?

• City _________________________________________________________________________
• State ________________________________________________________________________

Where are you located?

• City _________________________________________________________________________

• State ________________________________________________________________________

Organizational Culture

This next set of items asks you to think about how things tend to be with your organization, its managers, and your coworkers. Please respond to these items as thoughtfully and honestly as you can.

Note: All items were placed on a 4-point Definitely False, Mostly False, Mostly True, Definitely True Likert scale.

• Senior management like to keep to established, traditional ways of doing traffic safety.
• There is talk here about how zero fatalities is impossible to achieve.
• People here know that traffic safety mostly depends on road users being sober and alert.
• People here believe we can build a system where no one dies.
• Management is not interested in trying out new ideas to improve road user safety.
• People here believe that road users are mostly responsible for their own safety.
• Management here is quick to spot the need to do traffic safety work differently.
• Management here often say we can reduce, but never eliminate road deaths.
• People here are convinced that safe travel is beyond the control of individual road users.
• People in this organization are always searching for new ways of looking at traffic safety problems.

Demographics

What is your age?

• Under 18
• 18–24
• 25–34
• 35–44
• 45–54
• 55–64
• 65–74
• 75–84
• 85 or older

What gender do you identify as?

• Female
• Male
• Non-binary/third gender
• Prefer not to say

Which of the following best describes you?

• American Indian or Alaska Native
• Asian
• Black or African American
• Hispanic or Latinx

• Native Hawaiian or Pacific Islander
• White
• Multiracial or Biracial
• Other
• Prefer not to say

If you are willing and able to participate in a virtual (online) focus group on safety practices over the next 2 months, please leave your email address below.

A member of the research team may contact you to schedule a focus group meeting within the next month.

Email: ______________________________________________________________________________

Safety Practice Prioritization

For each of the following questions, click to choose a spot on the matrix that rates practice according to their feasibility and impact.

Feasibility considers practices’ technical, political/social, budgetary, and legal constraints.

Impact considers practices’ ability to address large, trending, or urgent road safety issues.

Click the matrix for each prompt once. When you see the dot on the matrix, your response is automatically saved.

The horizontal axis moves from high feasibility (left) to low feasibility (right). The vertical axis has high impact at the top and low impact at the bottom. The image below shows what type of practice would fit in each quadrant:

Participants are also asked “Thoughts on this practice: ___________________” for each practice.

Policy

• Establishing a default speed limit of 20 mph or lower in every business or residential district.
• Installing seat belt interlocks in vehicles.
• Setting posted speed limits based on harm minimization principles, road function, and severe crash types rather than an 85th percentile rule.
• Installing LPI with right-turn-on-red restrictions in areas with high pedestrian activity.
• Lowering the BAC limit for driving from 0.08 to 0.05.
• Instituting immediate administrative license revocation or suspension (ALR/ALS) for alcohol- and drug-impaired driving offenses.
• Extending GDL requirements to include all novice drivers regardless of age.
• Installing speed governors in all municipal fleet vehicles.

• Implementing speed safety cameras (automated speed enforcement) that use revenues to improve safety.
• Instituting a driver license renewal program that requires passing an on-road driving test every 5–10 years.
• Instituting or enforcing a statewide universal motorcycle helmet law, which would require all motorcyclists to wear US DOT compliant helmets, regardless of the rider’s age or experience.
• Instituting or enforcing a statewide primary enforcement seat belt use law, which would require occupants to wear seatbelts in the both the front and back seats and allow law enforcement officers to ticket occupants for not wearing a seatbelt, without other citable traffic infractions taking place.
• Establishing maximums in vehicle size (in terms of width, length, height, weight) permitted in areas with high pedestrian activity.
• Requiring location-based speed limiters in all commercial and private vehicles in areas with high pedestrian activity.
• Promoting the installation of technology in private automobiles that records drivers’ distraction, drowsiness, and other forms of incapacitation.
• Developing policies requiring forward- and near-side-facing sensors on heavy vehicles to detect pedestrians and cyclists.
• Updating NHTSA’s NCAP to include pedestrian detection and collision avoidance safety tests.
• Requiring alcohol ignition interlocks installed for all drivers convicted of DUI.
• Implementing red-light camera enforcement that uses revenues to fund safety infrastructure.

Planning

• Incorporating nontraditional transportation safety data sources [e.g., EMS, hospital, social determinants of health, environmental, and historical (e.g., redlining)] as part of problem identification and project prioritization processes.
• Simulating the safety effects of land developments and investments in long-range plans.
• Communicating with communities not previously involved in decision-making to learn about their safety issues and concerns on a routine basis (annually, quarterly).
• Setting a goal to reduce road deaths by 50% by 2030 in safety plans.
• Prioritizing injury risk-based (systemic) safety assessments over crash “hot spot” or “black spot” approaches.
• Coordinating with land use planners to align land use and roadway purposes (e.g., deciding whether the road’s purpose is access- or mobility-centered).
• Implementing or expanding car-free zones in areas with high pedestrian activity.
• Replacing travel forecasting (“predict and provide”) with backcasting (“decide and provide,” i.e., starting from a vision of desirable travel patterns and working backward to realize the vision).
• Incorporating road safety audits in project scoping/planning phases.
• Encouraging and facilitating public use of self-reporting (via mobile app or survey) to capture collisions and other events falling outside the scope of traditional crash reporting (e.g., near misses, pedestrian and bicyclist falls).

• Installing pedestrian hybrid beacons along arterials with 4+ travel lanes.
• Installing travel lane reconfigurations (road diets) at multi-lane roads with fewer than 20,000 AADT.
• Installing poles that break away when struck.
• Installing cable barriers on the edges of rural roads.
• Installing permanent barrier protected bike lanes on arterial roads.
• Installing edge line rumble strips with bicycle gaps on undivided highways.
• Installing raised pedestrian/bicyclist crossings at driveways, minor street intersections, and midblock transit stop locations.
• Creating “self-explaining” road designs where local roads have narrow lanes and traffic calming; collector roads have bicycle lanes and safe pedestrian crossings; and arterial roads severely limit access and provide protected bicycle lanes and pedestrian crossings.
• Converting conventional signalized intersections to single-lane roundabouts.
• Installing cable barriers in the medians of rural roads.
• Improving sight distance at intersections by restricting parking at the corners (daylighting).
• Installing right in/right out junctions that only allow vehicles to enter and exit from the right.

Post-Crash Response

• Forming a task force or community coalition of law enforcement, transportation, public health, members of the community, and other partners to investigate serious crashes and report findings and proposed changes to the public.
• Developing joint action plans with emergency services partners to integrate operational planning with emergency services planning.
• Establishing a TIM system that documents roadway and incident clearance times, as well as secondary crashes.
• Training law enforcement and transportation staff to coordinate on post-crash reporting at crash sites.
• Installing ACN systems on more remote, rural roadways.
• Upgrading analog 911 infrastructure to Next Generation 911 (commonly referred to as NG911) to create a faster, more resilient system that facilitates public reporting to the 911 network.
• Encouraging and facilitating public use of self-reporting (via mobile app or survey) to capture collisions and other events falling outside the scope of traditional crash reporting (e.g., near misses, pedestrian and bicyclist falls).
• Deploying UAS to conduct route monitoring, crash incident verification, secondary crash detection, and response vehicle routing to and from the crash site.
• Placing serious crashes in a time- or place-based context when engaging news media partners.
• Instituting ACN for vehicle collisions with people walking, cycling, or rolling.
• Linking police with EMS/hospital data for persons injured in motor vehicle crashes.

Law Enforcement

• Instituting high-visibility saturation patrols for alcohol- or drug-impaired driving.

• Requiring alcohol ignition interlocks installed for all drivers convicted of DUI.
• Implementing red-light camera enforcement that uses revenues to improve safety.
• Instituting or enforcing a statewide universal motorcycle helmet law, which would require all motorcyclists to wear US DOT compliant helmets, regardless of the rider’s age or experience.
• Instituting or enforcing a statewide primary enforcement seat belt use law, which would require occupants to wear seatbelts in the both the front and back seats and allow law enforcement officers to ticket occupants for not wearing a seatbelt, without other citable traffic infractions taking place.
• Implementing speed safety cameras (automated speed enforcement) that use revenues to fund safety infrastructure.
• Instituting immediate administrative license revocation or suspension (ALR/ALS) for alcohol- and drug-impaired driving offenses.
• Placing serious crashes in a time- or place-based context when engaging news media partners.
• Encouraging and facilitating public use of self-reporting (via mobile app or survey) to capture collisions and other events falling outside the scope of traditional crash reporting (e.g., near misses, pedestrian and bicyclist falls).
• Linking police with EMS/hospital data for persons injured in motor vehicle crashes.
• Forming a task force or community coalition of law enforcement, transportation, public health, members of the community, and other partners to investigate serious crashes and report findings and proposed changes to the public.