2010 Georgia Strategic Highway Safety Plan

2010 Governor's Strategic Highway Safety Plan

Dear Georgia Citizens:
The 2010 Georgia Strategic Highway Safety Plan (SHSP) documents our continued efforts to reducing highway crashes, injuries, and fatalities. Our multi-professional SHSP incorporates education, engineering, enforcement, and emergency medical services to have the safest roads in the nation.
Georgia highway fatality numbers are expected to decline for a fourth straight year. We are exceeding our annual fatality reduction goal to reduce by 41each year to 1,498 by 2012. Fatalities are down by 55 from 2006 to 2007; down 140 more in 2008, and down an estimated 200 or more in 2009. We realize travel miles are down, however, the fatalities are declining at a higher rate than the reduction in miles traveled, and hence Georgia's crash death rate has declined to a historic low. Our safety program goals combine efforts to increase occupant protection and to decrease speed and alcohol related crashes. The 2010 "Super Speeder" law is designed to discourage trauma-causing behavior behind the wheel while providing new penalties and funding to support Georgia's trauma system.
The SHSP's organized safety task teams address the most serious crash factors to reduce Georgia highway crashes. These are multi agency task teams that include new safety data system improvements to provide essential analysis to further implement data driven countermeasures. Georgia's new driver's license features some of the most secure document components in the nation. Citation records management identifies violations and dispositions as well as needed jurisdictions' enforcement locations. Computer aided dispatch and electronic crash reporting system improvements are providing extraordinary efficiencies in our Georgia State Patrol. City and county law enforcement agencies have access to electronically submit reports to the statewide crash repository. All necessary safety data users will share real time benefits.
This multi agency combined approach has worked to reduce crash deaths on Georgia's roadways. By constantly reviewing Georgia's data and applying innovative and best practices, Georgians will continue to see improvement in highway safety.

TABLE OF CONTENTS

I. INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
II. GEORGIA'S GOAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
III. SHSP STRUCTURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
IV. SHSP PROCESS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
V. EXISTING HIGHWAY SAFETY PLANS (Abstracts). . . . . . . . . . . . . . . . . . . . . . . 7 Governor's Office of Highway Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Highway Safety Plan (HSP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Department of Transportation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Highway Safety Improvement Program (HSIP). . . . . . . . . . . . . . . . . . . . . . 9
IT3/Statewide Strategic Transportation Plan. . . . . . . . . . . . . . . . . . . . 10 Department of Public Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Motor Carrier Compliance Division . . . . . . . . . . . . . . . . . . . . . . . 11 Commercial Vehicle Safety Plan (CVSP). . . . . . . . . . . . . . . . . . . . . 11
The Metropolitan Planning Organizations (MPO's). . . . . . . . . . . . . . . . . . . . 11 Atlanta Regional Commission. . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Gainesville-Hall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Valdosta-Lowndes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Emerging Safety and Injury Prevention Plans. . . . . . . . . . . . . . . . . . . . . . 13 Georgia Child Injury Prevention Plan (CIPP). . . . . . . . . . . . . . . . . . . . . 13 Georgia Driver's Education Commission (GDEC) . . . . . . . . . . . . . . . . . . 14
VI. SHSP SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Georgia Safety Report 2009. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
VII. SHSP EMPHASIS AREA TASK TEAMS. . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Aggressive Driving. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Super Speeder Law Implementation Campaign Highlights . . . . . . . . . . . . . 19 Impaired Driving. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Occupant Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Serious Crash Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Intersection Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Age Related Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Young Adult Drivers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Older Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Non-Motorized Users . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Pedestrians. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Bicyclists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Georgia "Bicycle and Pedestrian Safety Action Plan". . . . . . . . . . . . . . . . . 34 Vehicle Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Heavy Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Motorcycles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

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Trauma System/Increasing EMS Capabilities . . . . . . . . . . . . . . . . . . . . . . 39 Georgia Emergency Medical Services Information System (GEMSIS) . . . . . . . . . 39 "Super Speeder" Impact on Trauma System Development . . . . . . . . . . . . . 41 GEMA Support to Georgia Trauma System Development. . . . . . . . . . . . . . 41
Georgia Designated Trauma Centers (list/map) . . . . . . . . . . . . . . . . . . . . . 41 Traffic/Crash Records Data Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Current Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Future Opportunities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Traffic Incident Management Enhancement (TIME) Task Force . . . . . . . . . . . . . . 42
VIII. SHSP IMPLEMENTATION STRATEGY. . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Task Team Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 SHSP Projects. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 SHSP Administration/Implementation. . . . . . . . . . . . . . . . . . . . . . . 44 Department of Public Safety Technology Data Model. . . . . . . . . . . . . . . . 44 Operation Rolling Thunder Task Force . . . . . . . . . . . . . . . . . . . . . . . 48 Older Driver Physician Awareness/Alternative Transportation. . . . . . . . . . . . 50 Bicycle Safety Plan/Share the Road Plan . . . . . . . . . . . . . . . . . . . . . . 50
IX. PROPOSED FUNDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
X. EVALUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Crash Outcome Data Evaluation System (CODES). . . . . . . . . . . . . . . . . . . . 53
XI. CONCLUSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
XII. APPENDIX I SHSP Task Team Summit 2 . . . . . . . . . . . . . . . . . . . . . . . . . . 55
XIII. APPENDIX II "Traffic Facts Young Drivers 2008" . . . . . . . . . . . . . . . . . . . . 57

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2010 Governor's Strategic Highway Safety Plan

I. INTRODUCTION
Georgia is updating the Governor's Strategic Highway Safety Plan (SHSP) based on the calendar year and recommended 2010 strategies. The 2009 end of year fatality report indicates a 17% decrease in highway fatalities compared to the same date in 2008. However, the final law enforcement agency (LEA) fatal crash reports have not been submitted and certified for an official yearend total. It is anticipated that about 100 additional fatalities could be reported to close out the 2009 annual fatality number under 1,300.

GEORGIA TRAFFIC DEATHS: YEARLY TOTAL & COMPARISON GDOT Office of Traffic Safety & Design Thursday, December 31, 2009

Type of Fatality
Interstates Other State Routes Local Routes * Pedestrians * Car-Trains * Motorcyclists * Bicyclists
Total

TOTAL

2007

2008 #

245

210

770

689

633

609

157

150

15

8

157

167

15

20

1,648

1,508

Year-To-Date

2008

2009

194

177

557

469

662

527

131

138

8

1

134

107

20

13

1,413 1,173

2008 YTD Change

#

%

-17

-9%

-88

-16%

-135

-20%

7

5%

-7

0%

-27

-20%

-7

-35%

-240

-17%

* Included in Total

Crash Data
Georgia is developing a real time crash reporting system. The new electronic crash reporting system replaces the over 300,000 paper crash reports with an online, web portal system that all law enforcement agencies may utilize.
Georgia Department of Transportation (GDOT) identified and contracted with Open Portal Solutions (OPS) to provide a statewide electronic crash reporting solution. OPS is working to enable all LEA's to submit and validate their electronic crash reports. For the first time, LEA's will have access to the OPS web portal which allows agencies real-time access to their respective crash data and reports. This allows agencies to employ data driven approaches to public safety efforts. The goal is to have 80% of Georgia LEA's reporting electronically by 2010 year end. The portal will also be made available to safety partners throughout Georgia for development, execution, and evaluation of their safety programs.

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II. GEORGIA'S GOAL
Georgia's goal is to "strive for zero deaths and injuries" by reducing crash deaths by at least 4% per year. The SHSP Safety Program Leadership (SPL) considered the Georgia contribution to achieving the national goal (reduce annual highway fatalities by 1,000). Georgia fatalities are approximately 3.9 % of the national fatality average. Georgia would need annually to reduce highway fatalities by 39 to provide an equitable contribution to reducing the national fatality number. Georgia strives to reduce statewide fatalities by four percent which is above the 39 fatality target, resulting in a goal of 41 fewer fatalities per year. Since many factors contribute to yearly variations in statewide fatality numbers, Georgia will evaluate its progress using three-year averages through 2012. For the period of time from 2009 through 2012, Georgia will strive to reduce highway fatalities to an annual average of 1,498 or fewer.
For 2007, 2008, and 2009, Georgia has achieved the annual fatality reduction goal and strives to continue the trend. Further evaluation is essential to fully understand the annual highway fatality reduction and contributions to effective safety programs. This analysis is ongoing and data is reviewed as it is received.
III. SHSP STRUCTURE
The Georgia SHSP structure provides the essential organizational support to advance a comprehensive highway plan. Georgia follows the Integrated Safety Management Process (ISMP) model established by the National Cooperative Highway Research Program. The ISMP promotes the executive level direct involvement, working group technical support and implementation, data analysis and evaluation, and the specialized safety area task team efforts.
SHSP emphasis area Task Teams are developing the highway safety area detailed action plans and considering the impact and performance evaluation of implementing the problem countermeasures. Having the Georgia SHSP structure in place provides for immediate consideration of emerging safety trends, and effective countermeasure approaches, and potential funding.
The executive level agency heads comprise the SPL. The SPL is entering into a new memorandum of agreement to administer the Governor's SHSP. SHSP administration funding is provided through the Georgia Safety Belt Performance award allocated through the next three years.
The GDOT and the Governor's Office of Highway Safety (GOHS) identified the implementation of the comprehensive SHSP encompassing the four safety E's to go a long way to reduce high risk driving behavior. Georgia has 10 highway safety emphasis areas and area subgroups. Each of the safety areas has one or more corresponding Task Team(s). Further action plan implementation is focused on multiple safety E participation in education, enforcement, engineering, and emergency medical services. Each of the Task Teams develops comprehensive safety recommendations along with corresponding programs to achieve the crash reductions, injuries, and fatalities.

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IV. SHSP PROCESS

SHSP process is directed toward implementing a comprehensive strategic action plan. Georgia continues to develop and implement highway safety area detailed action plans and impact evaluation methodologies. Implementing action plans requires leveraging existing resources along with ongoing safety agency consultations. Georgia earned the Safety Belt Performance award of $20,698,353 under 23 U.S.C. 406 in FY 2008 by achieving a seat belt use rate of 85 % or higher in 2006 and 2007. Georgia submitted a plan indicating how allocated funds will be used for highway safety and Federal-Aid highway programs. There are 21 safety projects specified in the Highway Safety Improvement Program (HSIP) regulations. Highway safety improvement project means a project consistent with the SHSP that corrects or improves a hazardous road location or feature, or addresses a highway safety problem. Projects include, but are not limited to the following; improvements, installation, elimination, construction, planning of:

1.Intersection safety 2. Pavement and shoulder widening 3.Rumble strips or warning devices 4.Skid-resistant surface at an intersection 5. Pedestrian, bicyclist, disability safety
improvement 6.Elimination of hazards at railway/highway
crossings 7.Railway/highway crossing protective devices 8.Traffic enforcement at railway/highway crossing 9.Traffic calming features 10.Roadside obstacles/hazards 11. Highway signage/pavement markings

12. Priority control/intersections for emergency vehicle
13.Traffic control at high crash locations 14.Transportation safety planning 15.Collection and analysis of safety data 16.Work zone safety interoperability/
communications/equipment 17. Guardrails, barriers, and crash attenuators 18.Vehicle/wildlife structure retrofitting 19. Pedestrian/bicyclist signage in school zones 20. High risk rural roads 21.Road safety audits

The 2009 HSIP is online at: www.gahighwaysafety.org/shsp/

V. EXISTING HIGHWAY SAFETY PLANS

The existing highway safety plans are aligned under the SHSP. The plans include the GOHS Highway Safety Plan (HSP), GDOT Highway Safety Improvement Program, and the Department of Public Safety (DPS) Commercial Vehicle Safety Plan (CVSP), and Metropolitan Planning Organizations (MPO's) plans. Below are summaries of the aligned safety plans and when available online links to view the full plans.

The Governor's Office of Highway Safety's Highway Safety Plan (HSP)

The HSP is based on the latest statistics available from the National Highway Traffic Safety Administration (NHTSA) for highway safety problem solving. All data stated within this document will correlate and reference back to the summary of performance measures as agreed upon by NHTSA and the Governor's Highway Safety Association (GHSA). The data has been obtained through the National FARS database with the exception of the number of serious injuries in traffic crashes which has been documented with state crash data files.
The HSP contains Education and Enforcement countermeasures for reducing crashes, injuries and fatalities on Georgia roads. It also documents strategic, comprehensive, and collaborative efforts with the Engineering and Emergency Medical Services components to roadway safety in the State. This "4-E" approach will result in a balanced and effective strategy to saving lives on Georgia's roadways. Tragically, 1,493 people died on Georgia roadways during 2008 according to the National Center for Statistics and Analysis. Motor vehicle crashes cost the state over $7.85 billion annually (Estimated Yr. 2000). Georgia will work to analyze the casual factors of these deaths to help mitigate there occurrences. As more current data becomes available, GOHS will use such in refining

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its HSP. GOHS plans to develop, promote, implement, and evaluate projects designed to address those identified major contributing injury and fatal highway safety factors with the latest data available. The following charts represent the three major contributors to Georgia's highway fatalities, fatalities by county, and fatality trends.
Overview of Georgia Highway Safety Problems and Priority Goals
To address all of the highway crash contributing factors, the HSP establishes the statewide priority goals.
2008 Georgia Motor Vehicle Fatalities
2008 Fatals / 0 - 5 6 - 11 12 - 28 29 - 67 68 - 113

Counties' Fatalities by 2008 Ranking

County Fulton Cobb DeKalb Gwinnett Chatham Bibb Richmond Henry Clayton Carroll Top Ten All Other Georgia

2007 109 59 71 67 39 23 33 26 35 32 499
1,142 1,641

2008 113 67 59 53 41 39 38 34 33 28 505 988
1,493

% Change 4%
14% -17% -21%
5% 70% 15% 31% -6% -13%
1% -13%
-9%

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Georgia Highway Fatality Trends (numbers)

Traffic Fatalities Alcohol-Impaired Driving Single Vehicle Intersection - Related Speeding Involved Pedestrians Pedal cyclists Large Truck Involved Roadway Departure Passenger Car Occupants Light Truck/Van Occupants Other/Unknown Occupants (Not Including Motorcycles) Total Occupants (Not including Motorcycles) Motorcycle Riders
Source: National Center of Statistical Analysis

2004 2005 2006 2007 2008 1,634 1,729 1,693 1,641 1,493 403 433 454 445 416 810 909 915 874 834 324 349 322 367 340 335 340 407 384 309 153 150 148 154 146 20 23 19 15 20 44 30 34 36 32 834 944 954 874 804 721 728 711 680 604 69 62 86 70 51
21 31 18 16 25
1345 1403 1358 1306 1145
111 144 154 163 177

FFY 2010 GOHS Priority Goals:
Increase the rate of observed safety belt use from 89.6% to 91% for drivers and front seat outboard passengers.
Reduce the alcohol related fatality rate from 0.53 fatalities per 100 million VMT in 2006 to 0.48 fatalities per 100M VMT.
Reduce the percentage of speed related fatal crashes from 24% in 2008 to 21%. Reduce the percentage of pedestrian related fatal crashes from 9% in 2008 to 7%.
Continue implementation of the Strategic Highway Safety Plan with all roadway safety stakeholders in
Georgia.
The HSP is available online at: http://www.gahighwaysafety.org/shsp/
The Georgia Department of Transportation Highway Safety Improvement Program (HSIP)
The HSIP is a highway safety program developed by GDOT. GDOT is currently updating the HSIP to consider needed changes in the HSIP's development, implementation, and evaluation.
The SHSP is a core requirement within the HSIP. The SHSP must be aligned and implemented consistently within the HSIP.

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Newly revised 23 CFR Part 924 and final rules incorporated changes to the HSIP that resulted from the Safe, Accountable, Flexible, Efficient Transportation Equity Act: a Legacy for Users (SAFETEA-LU) as well as reflected changes in the overall program that have evolved since Federal Highway Administration originally published 23 CFR Part 924. The revised rule considered approximately 100 comments from state departments of transportation, county public works, private industry, and the American Automobile Association. Each of the CFR Part 24 sections were reviewed and revised according to statutory authority program changes. FHWA emphasized that evaluation is a critical element of the HSIP.
Statewide StrategicTransportation Plan (SSTP) Submitted to Georgia General Assembly on December 31, 2009
Senate Bill 200, officially OCGA 32-2-41.1, requires the Georgia Department of Transportation Director of Planning to prepare a draft of the Statewide Strategic Transportation Plan (SSTP) for the General Assembly by December 31, 2009. The various investment policies were evaluated through quantitative and qualitative analyses to ensure a comprehensive and strategic approach for identifying future transportation infrastructure improvements.
The result is a comprehensive draft document examining a wide variety of transportation options and solutions for Georgia and its citizens. The shared SSTP development effort involved staff and input from many organizations including GDOT, GRTA, the Governor's Office, ARC, MARTA, Planning Metropolitan Organizations and more. The final SSTP is scheduled to be completed after February 15, 2010, and presented to the Governor and the State Transportation Board for approval.
By wisely investing in transportation improvements, Georgia has an opportunity to create up to 425,000 jobs over the next 20 years and $480 billion in GDP growth over the next 30 years. This "business case" is an investment strategy developed by following a strategic-planning process that is outcome-driven, return-on-investment oriented, and based on best practices from the public and private sector. This strategic methodology is distinctly different from past approaches that revolve around a "call for projects" to spend transportation dollars within predetermined categories. This re-oriented process is known as "Investing in Tomorrow's Transportation Today" (or IT3) and began in the fall of 2008 with five key steps:
The SSTP safety and security goals are essential to the cost-effective strategies for improving performance. The Governor's SHSP infrastructure initiatives aim to move Georgia's roadways to safer performance outcomes. Initiatives address:
Preventing vehicle roadway departures Shoulder rumble strips Centerline rumble strips
Minimizing consequences of leaving the road Crash impact attenuators Cable barrier systems
Improve design and operation of intersections Implement the "Intersection Safety Action Plan" Traffic signal compliance
Pedestrian safety Pedestrian countdown timers program Mid-block crossing program Design accommodations at intersections
Reduce vehicle-train crashes Off-system pilot office support and implementation program Safety management system crash records
The SSTP is available online at: http://www.it3.ga.gov

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The Department of Public Safety's Motor Carrier Compliance Division (MCCD) Commercial Vehicle Safety Plan (CVSP)
The Department of Public Safety (DPS) is the lead Georgia agency for the Motor Carrier Safety Assistance Program (MCSAP). DPS's Motor Carrier Compliance Division is responsible for the implementation of and compliance with the MCSAP guidelines in the state of Georgia. It is the mission of this agency to reduce the number of fatal and injury related crashes on Georgia's highways by the effective and fair regulation of the commercial motor carrier industry and to raise awareness of the general public about sharing the roads safely with commercial motor vehicles.
In order to assist the Federal Motor Carrier Safety Administration (FMCSA) with its goal of reducing commercial vehicle involved fatal crashes to 0.16 per 100 million miles traveled by 2011, Georgia must reduce its 2006 rate by 0.05. By implementing the plans set forth in the 2009 Commercial Vehicle Safety Plan (CVSP), the MCCD's goal is to reduce the fatal crash rate by the end of 2009. In addition, MCCD will improve the quality of data so that proper identification can be made of high risk carriers, drivers, vehicles and highways within the State. More on the MCCD effort is detailed in the Georgia Key Emphasis Area Task Teams section for "Vehicle Type" and the "Heavy Truck" emphasis area.
To achieve the goal and mission of the CVSP, the MCCD along with the Commercial Motor Vehicle Enforcement Unit (CVEU), which is comprised of 40 troopers from the Georgia State Patrol, will increase driveronly inspections to target driver fatigue and place more emphasis on driver accountability. Traffic enforcement will continue to be a high priority for the MCCD on Georgia's interstates, state routes, and rural roads. The utilization of the latest crash data enables us to target areas of the State where the largest volume of crashes occur, thus allowing for more efficient utilization of limited manpower resources. Aggressive seat belt and alcohol/drug interdiction activities will continue to play a large part in MCCD's enforcement efforts. Moreover, the MCCD's Compliance Review/Safety Audit Unit will be moving forward with the implementation of FMCSA's CSA 2010 initiative in their ongoing effort to target unsafe companies operating as motor carriers. The Georgia Targeting Aggressive Cars and Trucks (GTACT) campaigns will also continue in 2010 across the State as will progressive educational and outreach programs.
The CVSP is available online at: http://www.gahighwaysafety.org/shsp/
The Metropolitan Planning Organizations (MPO's)
Georgia MPO's produce Transportation Improvement Programs (TIP's) pursuant to 49 U.S.C. 5304. Based on 2000 Census data, the 15 MPO's represent 73% of Georgia's population and 19% of Georgia's total land area. Georgia's 15 MPO's have reconstituted its professional association. The Georgia Association of Metropolitan Planning Organizations (GAMPO) is a formal organization of MPO's in the State of Georgia. GAMPO provides a forum for the MPO's in the State of Georgia to exchange information and experiences, enhance the practice of metropolitan planning, provide educational opportunities, and discuss issues relative to local, state and federal policies and requirements for transportation planning. The association also provides a forum for state and federal transportation agencies to provide information and guidance on transportation planning to the MPO's in a collective manner.
MPO's 2010 safety strategy recommendations include developing safety reports and action plans for each of the 15 MPO's. Within each of the MPO's, individual county area safety plans will provide further coordination and alignment of the statewide safety plan goals and objectives.
The Georgia MPO's are aligning the statewide safety goals established in the SHSP. Below are examples of some MPO's goals and safety reports.

Atlanta Regional Commission
The Atlanta Regional Commission (ARC) is the largest one of Georgia's 15 MPO's. The ARC is comprised of all or parts of 18 counties and over 80 municipalities. The ARC produces a Transportation Improvement Program or (TIP) on an annual basis.. The ARC continues to develop and implement the following goals (from Envision6 Regional Transportation Plan, adopted 2007):

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Goal 1 - Improve accessibility and mobility for all people and freight. Goal 2 - Encourage and promote the safety, security and efficient development, management, and operation of the surface transportation system. Goal 3 - Protect and improve the environment and the quality of life. Goal 4 - Support economic growth and development.

The ARC published the Traffic Crash Profiles Report in 2006, which detailed the number and rates of crashes, injuries, deaths and comparative rankings among the 18-county region in an effort to highlight collision hot spots, high-crash intersections and to better understand the relationship between crashes and congested roadways. The report included one profile for the entire region as well as profiles for each of the 18 counties. These profiles are currently being updated and will be published in 2010.
ARC Transportation Planning reports are available online at: http://www.atlantaregional.com/transportation/ overview/Transportation-Planning
The Gainesville-Hall MPO
The Gainesville-Hall MPO published the Hall County Crash Profile in August 2008. This profile offers detailed information on vehicle crashes within the county. The report answers the questions of how many, how severe, what kind and where motor vehicle crashes happen on the region's roadways, information that can be used to help local, state and federal agencies pinpoint high-risk locations, identify contributing factors and determine roadway safety needs. Crashes involving pedestrians, bicyclists and commercial vehicles are also examined. Data used for this report covers an eight-year period between 2000 and 2007.
Gainesville-Hall MPO reports are available online at: http://www.ghmpo.org/
The Valdosta-Lowndes MPO
In 2007, the Valdosta-Lowndes Metropolitan Planning Organization (VLMPO) produced its first Crash Report. This first report was a tool used by the VLMPO and local jurisdiction to evaluate safety needs and to support project development in the Long Range Transportation Plan and Transportation Improvement Program. The first Crash Report included crash data from the years 2000-2005. This second Vehicle Crash Report is the follow-up and continuation of an ongoing study of crash data and safety planning in Lowndes County, Georgia. This report is complete and includes years 2005-2007. By including multiple years data any abnormalities in data can be averaged out over time to reflect a more true picture of the overall crash frequency, severity and location (among other data) in Lowndes County.
This report will continue to be used to inform local public agencies of crash related data in the community and to identify causes of crashes and even possible safety improvements, law enforcement, or education improvements.
This report examines various characteristics of crash data to examine the increase or decrease in overall crashes, crash frequency, crash locations, contributing factors, etc. In the end it identified the top 20 locations for crashes in the City of Valdosta (including City of Remerton), Lowndes County (excluding Valdosta and including Cities of Dasher, Hahira and Lake Park). These high frequency crash locations will be more closely examined for potential engineering, law enforcement, educational improvements.
Addressing Georgia Strategic Highway Safety Plan Goals:
Throughout Georgia many different agencies ranging from state law enforcement and transportation departments to local highway departments, schools and police departments are addressing these goals in a myriad of ways, directly or indirectly, formally and informally.
The VLMPO is a partner in transportation planning, programming and operations with local and state highway and transportation agencies, from the project visioning stages on through to design and construction and into the safe and efficient operations of an overall transportation network. The VLMPO uses crash data to make more informed decisions about developing new projects and prioritizing projects already in the development process. When it comes to operating and maintaining an efficient and safe transportation system, the VLMPO provides

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educational and training opportunities to local engineers, planners and the public, on topics ranging from land use and access management to bike and pedestrian safety brochures for students.
Currently the VLMPO is analyzing crash data to determine how crashes involving commercial vehicles impact freight movement in the community. The results of this research may be used to suggest roadway improvements, or commercial truck routes. The Valdosta-Lowndes MPO just completed the Valdosta-Lowndes MPO Freight Movement Study, published July 2009, which included a major commercial vehicle crash analysis.
The ARC is currently undergoing the Atlanta Regional Strategic Truck Route Master Plan, which also takes a major look at heavy truck and freight safety throughout the region.
Crash Data Analysis
The crash data for all of Lowndes County was analyzed in reference to the Georgia Strategic Highway Safety Plan Key Emphasis Areas as well as other key data factors as well. By analyzing the local crash data in relationship to the emphasis areas selected by the State of Georgia we are able to gauge locally the impact on the overall statewide crash reduction and fatality goals.
Valdosta-Lowndes transportation planning reports are available online at: http://www.sgrc.us/Transportation/2035TransPlan.htm

Emerging Safety and Injury Prevention Plans

Emerging safety plans contribute to Georgia's injury prevention and highway crash reduction goals. At risk road users are represented in groups with disproportionately higher crash involvement as observed in young drivers. The Child Injury Prevention Plan and Georgia Driver's Education Commission work contribute to Georgia's four safety E's and at risk road users.

Georgia Child Injury Prevention Plan (CIPP)
Georgia launched a CIPP to involve the multiple agencies serving children, highway safety partners in the life saving efforts. The CIPP provides a framework to achieve collaborative process to prevent childhood injuries. CIPP childhood injury prevention goals focus on public awareness, systematic planning of evidence-based interventions, statewide reduction of death and disability, and evaluating progress.
Injuries are classified by intentionality or by mechanism of injury. During 1999-2006, the leading cause of child injury-related death ages 1-17 is motor vehicle crashes. Transportation-related injuries and motor vehicle crashes, "mechanism" or cause, are preventable. Prevention opportunities are identified in efforts to educate parents, enforce the primary seat belt law, enforce DUI laws, support environmental changes to improve roads, and support vehicle child/object detection features. Effective program implementation is further detailed in the CIPP and develops key safety agencies' involvement.
During this first year after development of the Framework for Childhood Injury Prevention Planning was completed, there have been many achievements and much progress by Child Fatality Review in promoting the CIPP statewide. CFR developed a grant application to hold a statewide conference to introduce the CIPP and begin to develop assessments for needs and infrastructure, but were unsuccessful. CFR will apply again next year.
The first goal of CFR was to build consensus about program goals and strategic planning. This was accomplished through the development of a steering committee, which holds regular bi-monthly meetings to discuss projected goals and objectives. The CIPP steering committee developed a support statement that outlines their agreement with the goals of the CIPP, and CFR currently has recruited fifteen agencies and organizations that have publicly supported the CIPP. There is also a diagrammed flowchart that displays the many partners who have signed on to the CIPP and how their strategic planning and activities align with the goals of the CIPP.
The second goal of CFR was to identify needs, gaps, and services. CFR has been successful in identifying prevention needs, as evidenced by the data-driven plan. CFR has also been able to identify several areas of prevention funding resources, as also evidenced in the CIPP. While there are certainly many other funding options available to communities, this is an area that should be continually monitored and updated as resources become more or less available. CFR has been less successful in identifying gaps in service, as we have less coverage in certain

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areas of responsibility. The CFR steering committee has members from many areas of expertise and professional responsibility, but there is insufficient representation in areas of domestic violence, juvenile justice, and homicide prevention. CFR is working to address that gap in coverage, and plan to have committee representation from all child-serving agencies in the second year of implementation. Having these agencies represented on our steering committee will give greater information on prevention needs and gaps in those service areas. This will also improve coordination and collaboration among agencies.
The third goal of CFR was to develop capacity and readiness to promote and support prevention implementation, as well infrastructure to provide a comprehensive system of prevention services.
The CIPP reports that there is a lack of agency coordination in providing prevention services to communities. While CFR has built a strong collaborative of supporters, we have not yet developed capacity and infrastructure for prevention. CFR plans to address that gap in the second year of this effort.
The first year of implementing the CIPP has been successful overall. We plan to accomplish several activities in the second year:
1. Encourage legislators to use the CIPP as a guide for any child injury prevention or awareness bills 2. Apply for federal funds to hold a statewide conference to introduce the CIPP to community leaders and
child advocates 3. Develop a "best practices" toolkit/roadmap/logic model to help communities develop projects that
address targeted injury issues, referencing social, demographic, economic, and geographic indicators
The Georgia Driver's Education Commission (GDEC)
The GDEC was created on May 10, 2005 as a result of Senate Bill 226, which was passed during the 2005 Georgia Legislative Session. Senate Bill 226, or Joshua's Law, mandates the completion of driver training for anyone who wishes to obtain a Class D (Intermediate) Georgia driver's license prior to age 17. Satisfaction of this requirement involves the completion of 30 hours of classroom study and 6 hours of behind-the-wheel training. There were 13,000 Students Served by High School Grants in Year 2 (2009).
The GDEC grant program, also known as the Joshua's Law grant program, was first authorized on April 11, 2007. Its purpose was to aid in making driver training more accessible and affordable to public high schools. During the first year of implementation in 2008, the grant program provided driver education to 10,200 students. During the second year (fiscal year 2009), the grant program served approximately 13,000 students. The grant program was designed to implement a fair and equitable grant award distribution process and management system for driver education. The GOHS formulated the application and grant procedures. The goal was to establish a financial means to reward communities willing to commit to serving the needs of high school students with affordable quality driver education programs. Forty-six (46) grantees were funded from the award total of $3,471,830.00. GDEC 2010 grant funding focuses on existing driver's education programs.
GOHS provided support to applicants and grantees through traditional means of customer service to include: hosting new grantee orientation workshops at the Atlanta office of the GOHS or the Georgia Public Safety Training Center in Forsyth, Georgia; sponsoring teacher workshops on methods for instructing teens to handle attitudes and emotional issues effectively; maintaining a help desk for the electronic grant management system, eGOHS; providing a secured web site for electronic monthly reporting and managing grant accomplishments, progress, problems, challenges, posting planned events, grant announcements, submitting monthly financial reimbursement claims, recording claim histories, instituting grant amendments and documenting grant approvals; encouraging grantees to partner with state and national highway safety campaigns; and distributing supplemental teenage driver safety program guidance and information to enhance the quality of the grant projects. Also GOHS conducted onsite visits to the projects to ensure compliance with grant terms and conditions.
More detailed information is available online at: http://www.gateendrivereducation.dds.ga.gov/

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VI. SHSP SUMMARY
The established highway safety goals, organizational structures, planning processes, and plans provide safety goals and performance objectives for implementation during 2010. SHSP Task Teams have revised their individual and combined safety programs to achieve alignment amongst the plans. The 2010 safety programs are further discussed below.
All of the SHSP programs and action plans are available online at: http://www.gahighwaysafety.org/shsp/
Georgia Safety Report 2009
A summary of Georgia's highway safety problems and programs is compiled in Georgia's Safety Report 2009. The Report summarizes the Governor's Strategic Highway Safety plan and multi professional collaboration.
Georgia highway safety efforts address major contributing crash factors; occupant protection, impaired driving, and speeding. Statewide goals seek to:
Increase safety belt use from 90% to 91% in all vehicles Reduce speed related crashes from 21% to 19%, and Reduce alcohol related crashes from 0.40 fatalities (445) to 0.38 fatalities (427)per 100 million
vehicle miles traveled (VMT)
Positive actions to address the safety issues include: Implementing the Governor's SHSP Achieving the Georgia highway safety goals Developing data driven program tools, and Applying engineering solutions
VII. SHSP EMPHASIS AREA TASK TEAMS
Task Teams maintain regular meeting progress in developing emphasis area countermeasures. Countermeasures are represented in proposed safety projects within each of the emphasis area Task Teams. Individual safety agencies have progressed in their respective safety planning efforts. Combining existing highway safety plans and professional efforts has successfully leveraged many existing resources. The multi-disciplinary safety teams have succeeded in engaging the four safety E's into their planning efforts. And now the focus is on the SHSP Leadership to consider the multiple safety E's action plans.
Six task teams have developed action plans in varying stages of approval by either a single safety organization or the SHSP Leadership. The six SHSP task teams presenting recommendations and further guidance are: traffic records, trauma/EMS, commercial vehicle, bicycle and pedestrian safety, older driver, and younger driver.

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Georgia SHSP Task Teams conducted a "Task Team Summit2" on December 17, 2009. (squared/second to the kick off Summit of 2006). (See attached Appendix I SHSP Task Team Summit2) The Summit2 was attended by over 100 Task Team safety professionals from law enforcement, traffic engineering, emergency medical services, education, academia, prosecution/adjudication, and public information specialists. The Summit2 goal was to "Revive, Strive, and Stay Alive." Reviving active Task Team participation is essential to further integrate the four safety E's into Georgia's statewide highway safety planning and implementation. The vision is to "strive for zero deaths and injuries on Georgia roads." Professional development credits, continuing education, peace officer, and EMT training credits were provided to all attendees' respective professions.
The SHSP Leadership members and agencies participated in Summit2. Participation included executive board members and Task Team Leaders. Summit 2 opening remarks highlighted the importance of collective efforts in engineering, education, the SHSP organizational structure, process, and future congressional focus on states' SHSP's. Two important points were revealed:

1. Georgia's highway safety partners are eager to share their safety programs, and 2. Georgians are ready to implement new combined safety strategies for 2010.

The Governor's SHSP Summit2 evaluations indicate success in the goal to increase participation and work for a better future conference. The SHSP Task Teams are designed to have four safety E and safety data system representatives during all meetings and program development. Improved data is essential to every successful organization. The data must identify the problems and aid in applying the most effective countermeasures. Injury prevention and implementing an effective trauma system are an essential component in improving Georgia's quality of life, reducing social harm.
About 84% of the attendees understand the Task Team structure and the need for their participation. Overall, the Summit2 facilitation rated 3.45 on a scale to 5, being excellent. About 68% of the attendees were already active in a Task Team, and there were new Task Team recruits sign up in 11 of the Task Teams. Almost 80% feel ownership in the SHSP Task Teams.

What was liked most about the Summit2?: - comprehensive scope - connecting groups with their work - enthusiasm - knowledgeable speakers - technology updates

- great info to take back - older driver programs - Dr. Rosenberg - meeting professionals - collaborative efforts

The task team presenters had the opportunity to share their important program details. The attendees wish to

further interact with the Task Teams and their respective focus area efforts. Additional comments outline future

direction to the Governor's SHSP. Comments and directions for improving collaborative safety efforts in 2010

included:

- worthwhile

- great job

- informative

- meet monthly

- meet and interact

- GOHS great SHSP strides

- great stakeholder input

- have MPO's develop county safety plan

- add SRTS to SHSP

- Safety orgs. support SHSP in grants/contracts

Participants looked forward to further participation in 2010 and the continued success in reducing Georgia highway crashes, injuries, and fatalities.

The Summit2 presentations are available online.

http://www.gahighwaysafety.org/shsp/summit2009

Task Teams continue to align their respective safety area efforts with overlapping crash contributing factors. Task Teams develop combined strategy action plans. The action plans were considered in the Task Team Summit 2 to further implement the SHSP. In addition to Georgia's existing highway safety plans, Task Teams continue to support previous year's SHSP recommendations. The following Task Team reports update 2009 program development and present the 2010 priority safety program recommendations.

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Aggressive Driving
Aggressive speed related crashes contribute to 21 % of the annual highway fatalities. The statewide goal is to reduce speed related fatalities to 19%. The Aggressive Driver/Super Speeder Task Team combined Task Team meetings with Impaired Driver Task Team. The combined Task Teams proposed comprehensive, inter-related safety programs focused on alcohol assessment recommendations, speed, and occupant protection.
In 2008, Georgia had 309 speed-related crash deaths. Although the monetary figures for 2008 are unavailable, speed-related crashes exacted a cost of nearly $1.4 billion to the State in 2000 (there were 347 speed-fatalities in 2000).

Speed Related Fatalities in Georgia

Region Year

No. of Fatalities Involved in Speed
Crashes

% of Speed Related Fatal Crashes

Estimated Cost of Speed Crashes (2004 est.)*

2007

384

Georgia

2008

309

23.4% 20.7%

$1,387 Million

2007 U.S. A.
2008

13,040 ---

32%

$40,390 Million

---

Source: NHTSA, National Center for Statistics and Analysis. *The Economic Impact of Motor Vehicle Crashes 2000; US Department of Transportation NHTSA.

Aggressive Driving Task Team continuing efforts focus on:
Strategic enforcement in high-risk statewide locations through specialized H.E.A.T (Highway Enforcement of Aggressive Traffic) units
Conduct educational and public information campaigns Reduce nonrecurring delays (traffic incident management) and provide better information about these
delays Implement high visibility, sustained, traffic enforcement efforts represented in Operation Rolling Thunder Speed management program Implement Traffic CompStat/DDACTS "Data Driven Approaches to Crime and Traffic Safety" Address Current statutes restrict law enforcement in their ability to enforce various laws relating to all traffic laws Implement DPS Data Technology Model program Implement "Super Speeder" law effective January 1, 2010
To implement the new "Super Speeder law effective January 2, 1010, a special Public Information Office committee was created. The committee develop the following campaign.
"Super Speeder Law Implementation Campaign" highlights:
Introduction Each year, about a quarter of Georgia's 1,600 fatal traffic crashes are caused by excessive speeds on our roadways. The "Super Speeder" Law or HB160 was introduced in the 2009 session of the Georgia General Assembly to discourage trauma-causing behavior behind the wheel by increasing fines for dangerous drivers. It's estimated this legislation will generate approximately $26 million during Fiscal Year 2010 and approximately $35 million in Fiscal year 2011 to help reduce traumatic automobile crashes and to improve the state's trauma care network;

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Provisions The legislation adds an additional $200 fee for driving over 85 mph anywhere in the state and for driving 75 mph or more on a two lane road. The law also increases license reinstatement fees for drivers committing a second or third offense for violations that result in a suspended license and for other negligent driving behaviors. The new license reinstatement fees went into effect on July 1, 2009. The $200 speeding fee is effective on January 1, 2010.
Slogan The "Super Speeder" slogan holds a high level of recognition on a statewide basis due to the initial "buzz" and familiarity the Super Speeder Law branding developed with the driving public and the news media during the movement of HB160 through the 2009 legislative session.
Objective The objective of the statewide advance media campaign is to educate motorists about the impending change in the law. This media plan is designed to target a wide, general audience of drivers ages 18-to-55, most likely to include high-risk speeders.
Message The campaign message focuses on the trauma caused by Super Speeders and that Super Speeder fines will be used to fund trauma centers. The campaign depicts Super Speeders as people who frequently hurt others as a result of their high-risk driving behavior. This approach has achieved a high level of success changing social norms when used during nationwide impaired driving initiatives.
Focus PSA scripts will address Georgia speed violators indirectly, in the third person. This approach will also allow the speed enforcement warning to focus on a wide audience including all Georgia drivers, without alienating listeners who are safe drivers. A safety-education message will allow the public to develop a comfort level with the campaign in the first year and build public support before an enforcement message is presented in following years.
Deliverables The campaign will include radio and TV web-ready public service ads. GOHS will also compile news releases, media advisories, Letters to the Editor and brochures to help maximize earned media coverage.
Promotion The promotion campaign for the Super Speeder Law will include a three-part public information and education plan to include earned and paid media exposure, enhanced by both permanent and changeable highway message signage programs.
Timing Campaign timing will begin during the eight weeks leading up to January 1, 2010, and continue to follow up after the implementation date to ensure the motoring public is properly warned both in advance and after the Super Speeder Law takes effect.

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Impaired Driving
Georgia's goal is to reduce alcohol/drug related motor vehicle crashes, injuries and fatalities through the systematic delivery of effective program countermeasures. The overall goal is to reduce the alcohol-related fatality rate from 0.40 (2007) to 0.38 fatalities per 100 million vehicle miles of travel during FFY 2010. This reduces from the average annual 416 fatalities to 396 by FFY end 2010.

Table 1: Alcohol Impaired Driving Motor Vehicle Fatalities in Georgia Number and Annual % Change

Years

2004

2005

2006

2007

2008

Alcohol Fatalities

403

433

454

445

416

Annual % Change 13.52%

7.44%

4.85%

-1.98%

-6.52%

Source: NHTSA, Fatality Analysis Reporting System (FARS) National Center for Statistics and Analysis, 400 Seventy St., S.W., Washington, D.C. 20590, July 2009, 2007 and 2008 numbers follow the "new definition" of BAC .08 or higher.

As indicated in Table 1, alcohol was associated with 416 highway fatalities in Georgia during 2008. This equates to twenty-eight percent (28%) of Georgia's overall fatalities. Even with stricter laws, high visibility law enforcement, and increased public information and education (PI&E) programs, the number of impaired driving crashes, injuries and fatalities remains unacceptable. The chance of a crash being fatal is six times higher if exposed to impaired driving when compared to those not related to alcohol or drugs.
Data shows from 2007 to 2008, Georgia experienced a decrease in overall crash fatalities of 148 (-9%) and a decrease of 29 (-6.5%) less alcohol-related traffic deaths. As presented in Table 2, The U.S. and Georgia had a decrease in overall fatalities as well as a decrease in alcohol related fatalities. These numbers indicate that Georgia should continue to emphasize preventative measures for countering the problems of driving under the influence of alcohol.
Similar to the depiction shown in Table 1, Table 2 indicates Georgia had a decrease of 29 (-6.5%) drivers or motorcycle operators with a BAC of 0.08 or above between 2007 and 2008. The National trend for this problem among drivers suggests that there were 1,268 less fatalities in crashes involving an operator with a BAC of 0.08 or greater. When the various rates for population, drivers, VMT, etc. are applied, the State's situation appears to indicate a minor change. The year-to-year facts are motivation for Georgia GOHS to apply effective strategies to continue reducing the statistics in the state.

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Georgia vs. National

Table 2: Fatalities in Crashes Involving at least one Driver or Motorcycle

Operator With a BAC of 0.08 or Above, 2007-2008

YEAR

2007

2008

2007 to 2008

Region BAC=0.08+ BAC=0.08+

Num

Num

Num

% Change

Georgia

445

416

-29

-6.5%

National 13,041

11,773

-1,268

-9%

Resource: National Center for Statistics and Analysis, Fatality Analysis Reporting System (FARS) 2006 Annual Report File

Fatalities where someone was killed in a crash on a public road, where at least one of the drivers (or motorcycle operators) had a BAC of at least 0.08 g/dL

The Georgia Impaired Driving Assessment was conducted in August 2007. The comprehensive impaired driver program assessment recognizes what Georgia is doing well in addition to current program challenges. The resulting report provides detailed information to address the challenges and strengthen future impaired driver program efforts. In addition to current strategies, the Impaired Driver Task Team adopted the following "priority recommendations" as immediate future opportunities to be included in the detailed action plan.
Priority Recommendations:

Expand the SHSP impaired driver task team to include additional agencies and organizations which represent a broader spectrum of interest and involvement in impaired driving programs including, for example, youth programs (SADD), underage prevention and enforcement (Children and Youth Coordinating Council, Georgia Network for Substance Abuse Prevention in Higher Education, Department of Revenue), highway enforcement (Department of Public Safety), diversity (minority population liaisons), Prosecuting Attorneys Council, Administrative Office of the Courts (AOC), and the Probation Advisory Council. In addition to the listed agencies to be included, the AOC-DUI Court program will be participating in the task team.

Designate an impaired driving coordinator who would assist with communication and coordination of all impaired driving program elements as a focal point for the State. This person and his/her position should be well-communicated to all traffic safety partners. GOHS designated Lt. Scarlett Woods, HEAT Grant Program manager as the Georgia impaired driving coordinator. Explore, adapt and adopt methods to achieve a level of self-sufficiency for impaired driving programs which have proven successful in other states, such as the New York's "STOP DWI" program and New Mexico's fine system.
Design and implement a centralized statewide citation tracking system containing information about a citation from "cradle to grave".
Coordinate and integrate the efforts and resources of local traffic safety prevention programs with Drug Free Communities and other local substance abuse prevention coalitions.
Sponsor and participate in meaningful awards and recognition programs to provide positive reinforcement for DUI enforcement. MADD Georgia is an active safety partner that sponsors the annual MADD Law Enforcement Recognition Awards program.
Ensure that enforcement of impaired driving is an agency priority that is part of the annual strategic plan. Encourage Chiefs and Sheriffs' Associations to work with the appropriate entities to address ongoing
issues related to administrative license hearings. Ascertain an accurate count and understanding of the caseload of the adjudication of impaired driving
cases. Collect and analyze Department of Revenue data to develop programs to address DUI occurrence and
crashes of habitual violators.

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Conduct a thorough management audit of the ALS process to determine what the issues are, and what needs to be addressed to improve the adjudication process.
Develop, fund, and implement a comprehensive, data-based marketing plan in support of impaired driving prevention.
Develop procedures to use appropriate safety data (crashes, citations, driver suspension, mapping of crashes to citation and enforcement activities) to conduct impact evaluations. Link and integrate driver files with vehicle files.
Additional 2010 impaired driving strategies:
Ignition Interlock development ALS process training video production complete in 2010 Law enforcement training Propose search warrant/blood draw program i.e. Douglas County SO HEAT and "10-8 Forensics" Collect data; statewide/jurisdiction
Refusals Search Warrants Convictions plea/trial
Impaired Driving Enforcement - H.E.A.T (Highway enforcement of aggressive traffic)
Aggressive traffic has been determined to be one of the leading causes of death and serious injury crashes on the roadways of Georgia. Driving under the influence of alcohol and speed are among the worst behaviors identified with aggressive drivers.
Since 2001, the Georgia Governor's Office of Highway Safety has maintained a multi-jurisdictional task force to address aggressive and impaired driving in Georgia. Originally, three officers from six counties, the City of College Park, and the City of Atlanta came together to form a team of twenty-four officers to form H.E.A.T. Since this formation, the H.E.A.T. team has continued to grow. In FFY 2009, GOHS funded twenty-seven (27) agencies across the state where speed and impaired driving crashes and fatalities are consistently high. GOHS will maintain the H.E.A.T. program in twenty-one (21) agencies in FFY 2010.
The overall goals of the H.E.A.T programs are to: Reduce the number of impaired driving crashes in jurisdictions located by 10% Enforce laws targeting aggressive driving around Georgia Educate Motoring Public
The Georgia Department of Public Safety H.E.A.T. program is called the "Nighthawk Task Force." The Nighthawk Task Force was initiated in October of 2004 and the members are the most highly trained DUI law enforcement officers in Georgia. The Nighthawks patrol Clayton, Cobb, DeKalb, Fulton and Gwinnett counties during peak DUI related hours. This past year, the program was expanded to deploy a team of troopers to patrol Bulloch and Chatham counties to combat the number of impaired driving crashes. The program is funded with a grant from the Governor's Office of Highway Safety.
According to the National Highway Traffic Safety Administration, alcohol involvement in crashes peaks at night. Of all crashes between 9pm and 6am in 2006 that resulted in a fatality, 58% involved alcohol, compared with 41% during other hours (with 1% unknown).
In addition to concentrated patrol efforts, the Nighthawk Unit conducts road checks as well as public information and outreach. The Units works with the Public Information Office of DPS to coordinate media coverage and news stories to promote the units and the anti-DUI message.
According to the Insurance Institute for Highway Safety, research has shown that the likelihood of apprehension is more important in deterring offenders than is the severity of punishment. The key to creating this perception is enforcement. Enforcement efforts must be sustained and well publicized and create a realistic threat of apprehension.

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Based on experience, the Nighthawk task force has been successful in catching many of the DUI drivers who would probably not have been stopped otherwise. The operation of the Nighthawk task force allows for concentrating on arresting more dangerous DUI offenders in the Metro Atlanta and Savannah areas, taking them off the roads where they are a threat to other drivers and roadway users. The presence of a concentrated enforcement effort (via the Nighthawks/H.E.A.T) will make the public more aware of the dangerous consequences of drinking and driving and act as a deterrent.
Occupant Protection
Analysis of Georgia crash fatalities indicates that half of Georgia's 1,306 motor vehicle "occupant" fatalities were unrestrained in 2006. Despite a decline in crash deaths and increased observation safety belt usage rates, this statistic has continued to rise since 2000. According to the 2008 occupant protection survey from the University of Georgia Survey Research Center, overall adult seat belt use in Georgia was 89.6%, up from 73.6% in 1998.
The Georgia statewide occupant protection goal is to increase observed safety belt use to 91% by the end of FFY 2010 of drivers and front seat outboard passengers. Performance objectives address statewide safety belt usage, child safety restraint systems, rural drivers' safety belt use, and outreach to non-white populations.
Highway Safety Plan FFY 2009 Performance Objectives: Objective 1: To increase the statewide safety belt usage rate to 91%.
Objective 2: To increase the use of child safety restraint systems for children age five and under to 95% by the end of FFY 2009.
Objective 3: To increase safety belt use rate by 2% for rural drivers and passengers.
Objective 4: To continue outreach to non-white populations (including Latino) in all aspects of occupant protection.

Analysis of Georgia crash fatalities indicates that more than half (578 = 53%) of Georgia's 1,088 passenger motor vehicle "occupant" fatalities were unrestrained in 2008. This statistic which continually increased since 2000, has since demonstrated a marked decrease in 2008. A significant number of victims could have survived their crash experience had they used their safety belt. The National Highway Traffic Safety Administration (NHTSA) has concluded that when lap/shoulder safety belts are used properly, they reduce the risk of fatal injury to frontseat occupants riding in passenger cars by 45 percent and the risk of moderate-to-critical injury by 50 percent. A NHTSA analysis of total fatalities in 2004, determined that 21 percent of those killed were completely ejected from their vehicle due to non-restraint. GOHS's HSP outlines its statewide efforts for reducing deaths resulting from occupants being unrestrained.

Georgia Motor Vehicle Occupant Fatalities by Restraint Use

Unrestrained MV Fatalities

2004 621

2005 669

2006 649

2007 637

2008 578

All MV Fatalities

1279 1341 1306 1244 1088

% Unrestrained

48.50% 49.90% 49.70% 51.20% 53%

Other significant findings from the Observational Survey conducted from May 25th to June 15th, 2008, and based on 42,238 observations are as follows:

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Safety Belt Usage in 2008
Statewide safety belt usage in 2008 for drivers and passengers of passenger cars, trucks, and vans was 89.6%, a slight increase of 0.7% from 2007.

Safety belts usage was 92.5% in passenger cars, 90.0% in vans, and only 74.3% in trucks.

Women front seat occupants use safety belts (93.4%) more than men front seat occupants (86.3%).

Observed safety belt use for front seat occupants was highest in the Atlanta Metropolitan Statistical area in 2008 (90.5%), followed by non-MSA areas (85.1), and other Metropolitan Statistical Areas (83.0%).

Observed motorcycle helmet usage in 2008 in Georgia was 99.7%.

Serious Crash Type

Intersection Safety Roadway Departure Work Zone

Intersection Safety
Intersection fatalities comprise 25 percent of all fatalities, thus an annual reduction of 10 intersection fatalities in Georgia is being pursued. Cumulatively, by the year 2013, a goal to reduce Georgia intersection fatalities by 50 compared to 2008 levels is the Georgia intersection safety goal. The year 2013 was selected as a target goal year since it is estimated that it will take approximately five years to fully implement the intersection strategies and countermeasures needed to achieve the goal.
A workshop composed of Georgia DOT safety personnel along with other Georgia DOT partners and other representative safety partners was held in July 2007, to identify safety initiatives in the intersection emphasis area that could help achieve the intersection safety goal. The results of that workshop coupled with the updated goal indicate that the goal can be achieved by 2013.
The traditional approach of relying primarily on pursuing major improvements at high crash intersections must be complemented with a) a systematic approach deploying large numbers of relatively low-cost, costeffective countermeasures at many targeted high crash intersections and b) a comprehensive approach coordinating an engineering, education, and enforcement initiative on corridors and in cities with large numbers of severe

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intersection crashes.
Approximately 35% of the intersection fatality problem occurs on local intersections. Realistically, it will take an expanded local effort and increased local funding to implement more countermeasures on local roads than is currently underway to achieve the intersection goal.
To achieve the intersection safety goal, it will take an investment of approximately $75 million dollars beyond currently programmed intersection safety projects over the five year period, or $15 million annually to achieve the goal. These funds need to be available between now and 2013 to deploy the needed cost-effective improvements.
However, further priority development will identify the most cost effective approach to select fewer intersections and improvements. Funding will focus on the multiple safety E's needed to achieve a more realistic intersection safety goal.
To ensure success, an Oversight and Monitoring Committee should be formed to provide leadership and guidance during the implementation phase.

The Intersection Safety Goal Over the past several years, the number of intersection fatalities within Georgia has been fluctuating as indicated in Table 1. Thus, the goal in 2013 is to reduce the expected average number of intersection fatalities of 415 to 365.

Table 1. Georgia Intersection Fatalities

2001

2002

2003

2004

2005

Average

Georgia Intersection Fatalities

500

371

366

394

443

415

Key First Steps
The Draft Georgia Intersection Safety Implementation Plan will proceed through Safety Program Leadership consideration, project prioritization. The Georgia Institute of Transportation Engineers, GAITE is participating in the updating implementation of the Intersection Safety Action Plan.
There are several key first steps that need to be taken before actual countermeasure implementation activities should commence. They are as follows:
At many of the high crash intersections that have been identified for improvements, the type of traffic control device can not be determined from information within the crash data system. This information is critical since the type of countermeasure will be dependent on the type of traffic control device (stop or signal). As a first step, all identified high crash intersections with an unknown traffic control type will be surveyed predominantly by video log to determine the type of traffic control at the intersection. Then the appropriate type of improvement will be defined.
The statewide summary reports for each crash type associated with a recommended countermeasure need to be separated by District so that each District can identify the number and types of high crash intersections by countermeasure within the statewide implementation plan in their District. Also, the candidate countermeasures for each high crash intersection list need consolidated into a universal list of improvements so that intersections with potential multiple countermeasures can be identified. Thus when field views are conducted only one site visit is required. As an example, if a signalized intersection appears on the list for minor signal upgrading, lighting, pavement friction, and detection control systems, the universal list will link them together so that the combined set of potential countermeasures is known.
After items 1 and 2 are completed, the draft implementation plan should be presented to the Districts and other affected Headquarter organizations to share, review, receive input, and gain acceptance.

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The funding level needed to fully implement the plan ($75 million over five years) is beyond the probable level of funds available for intersection safety. A financial analysis needs to be undertaken to identify the probable level of available HSIP funds and other safety funds that may be available to finance this initiative considering committed safety projects currently programmed. The estimated safety impact of these programmed projects in terms of projected reduced deaths also needs determined and incorporated into the plan.
Some of the policy questions that need addressed are as follows: Should the intersection safety goal be lowered to coincide with the level of improvements that can be implemented with the funding available? Should the time to achieve the objective be lengthened by 3 to 5 years, reducing the annual funding needs to a level that is achievable at existing funding levels?
The process for managing local road safety projects needs to be clearly developed, defined, and documented to included mechanisms to get local government support for the improvements, determination of final improvement types, development of plans, local fund match, maintenance and funding agreements, and construction administration.
Upon review, acceptance, and modification of the Intersection Safety Implementation Plan by the Districts and affected Headquarters organizations, and completion of the financial analysis, the final draft intersection implementation plan should be presented to upper management within Georgia DOT for acceptance, modification, or rejection. Once guidance is received from upper management, the Intersection Safety Implementation Plan, and the SHSP need to be reviewed and potentially updated to reflect the guidance provided.
Tentatively, Georgia DOT expressed intent is to use District wide consultants to conduct the field evaluations, verify the improvement types, and prepare the contract plans for the improvements both on the state and local system. Upon acceptance of the plan and funding by upper management, the means to conduct these activities needs finalized. If the decision is to proceed with consultants, consultant solicitation and contracts should commence.
Roadway Departure and Work Zone emphasis areas will be developed in similar process as the Intersection Safety plan development.

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Age Related Issues
Young Adult Drivers Young drivers have a higher rate of crashes, injuries and fatalities than older drivers. In 2005, 327 young people ages 16 to 20 were killed in motor vehicle crashes in the state of Georgia. Although young people (ages 16-20) account for only 7% of Georgia's population, they are involved in over13% of the total crashes. The Traffic Facts/ Young Drivers 2008 summarizes the seriousness and focus on addressing young driver crashes. (See Appendix II "Traffic Facts Young Drivers 2008.)
There were 6.6 million licensed drivers in the state of Georgia in 2007. Young drivers, between 15 and 20 years old, accounted for 8.5 percent (563,202) of all Georgia drivers, a 0.9-percent decrease from the 558,009 young drivers in 2003. In 2008, 12.8 percent (67,712) of all drivers involved in Georgia crashes (530,087), 9.5 percent (97) of all drivers killed in crashes (1,023), and 17.0 percent (3,749) of drivers injured (22,072) were young drivers age 15 to 20 years old (Table 1).
Table 1 Licensed Drivers and Drivers Involved in Crashes by Age Group & Injury, 2008
*Licensed Drivers in 2007 *Licensed Drivers in 2007 **Severely or Visibly Injured
Source: Georgia Accident Reporting Crash Data 2008, FARS 2008

**Severely or Visibly Injured
Source:OGevoregiraaAclcli,detnht Reepnorutinmg CbraeshrDoataf2G008e, FoArRgSi2a008young drivers involved in crashes, received severe or visible injuries, or were killed in crashes have declined since 2005 (Figure 1). Last year, Georgia has experienced the lowest percent of crashes, injuries, and fatalities among young drivers between 2005 and 2008. The percent of young drivers' fatalities dropped to 9.5 percent (97) in 2008 from 11.7 percent (136) in 2005. The 4-year average percent of young licensed drivers is 8.6 of all Georgia licensed drivers.

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Figure 1 Percent of Young Licensed
Drivers Involved in Crashes,
Injured, and Killed in Georgia

*Licensed Drivers 4yr Avg (2004-2007)
Source: Georgia Accident Reporting Crash Data 2008, FARS 2008
University of Georgia Observational Studies show that Georgia has a 89.6 percent restraint use for all vehicles in 2008. In this same year, 46 percent (470) of the all Georgia driver fatalities (1,023)were unrestrained, improperly restrained, or un-helmeted; 51 percent (49) of all young drivers ages 15 to 20 fatally injured (97) were unrestrained. In 2005, 47 percent (543) of the all Georgia driver fatalities (1,162) and 56 percent (76) of all young drivers' ages 15 to 20 fatally injured (136) were unrestrained.
Georgia young driver fatalities represent 9.5% of the all driver fatalities in 2008. Figure 2 shows the
distribution of young driver fatalities among all Georgia counties. Of Georgia's 159 counties, 102 counties had zero young driver fatalities (represented by Dark-Blue). Nine (9) counties have young driver fatalities that were less than the Georgia young driver fatality rate, 9.5% of all driver fatalities, within the county (represented by LightBlue). Twenty-seven (27) counties are 1 to 3.5 times greater than Georgia young driver fatality rate (represented by Pink) and twenty-one (21) counties are over 3.5 times greater than Georgia young driver fatality rate (represented by Red).
Figure 2 Percent of Young Driver Fatalities by County, 2008 Compare Individual County Percent of Young Drivers Fatalities to Percent of All Young Driver Fatalities in Georgia (9.5%).

Number within each county represent the number of drivers ages 15-20 that were killed in motor vehicle crashes.

Source: FARS 2008, Georgia Accident Reporting Crash Data 2008
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Although Fulton County had the greatest number of young driver fatalities (7), young drivers represent 10 percent (Middle Third - Pink) of all driver fatalities in this county. In comparison to Charlton and Union counties, which each have one young driver fatality that represent 33 percent (one-in-three) all driver fatalities (3.5 times more than the Georgia young driver fatality rate, Upper Third - Red).
Priority Recommendations with noted progress include: The Young Adult Driver Task Team (YADTT) recommends the following as its 2010 Update to the Strategic Highway Safety Plan:
Critical recommendations Re-emphasize the importance of our 2007-2008 critical recommendations: increase seat belt usage among 15-17 year olds, decrease alcohol use while operating a motor vehicle by 18-24 year olds, and the ongoing improvement of data available for analyzing young driver crashes, and evaluating the effectiveness of occupant protection, injury prevention and driver education programs.
Driver education Re-emphasize the importance of parental involvement in the process of driver education by expanding the number of required hours of supervised practice driving time from 40 to 50 hours. Driver education is a preparatory tool for parental involvement. Parental involvement is key to continuing a new driver's opportunities to drive, coaching improvement, and gauging proficiency level. This includes making parents aware of existing programs and resources to engage in the process of protecting their new teen driver and parent/teen driver's contracts.
Promote the "What is Your Driver IQ" form in grades K-8, as a resource for schools, PTSAs, Red Ribbon Week, and other groups frequently in contact with students. This form is a free, copy-ready resource already posted on the Department of Driver Services website.
Creation of a Resource page (listing) for use with the existing Alcohol and Drug Awareness Program (ADAP) for 9th graders that promotes existing teen driver and occupant safety programs and resources for parents and teens, to include the "Hazard Recognition" worksheet. This form is a free, copy-ready resource already posted on the Department of Driver Services website.
New driver identification decals The effectiveness of identification markers, "decals," to identify restricted class drivers is being tested in May of 2010, when New Jersey will become the first state in the nation to enact such a plan with 2009 legislation, Kyleigh's Law. Make available "Student Driver" magnets to all new drivers.
Court training Creation of a resource list and training for judges presiding over moving violations statewide to outline existing resources without a fine available as alternative sentencing options other than utilizing a monetary fine. This training must include education for judges about the direct correlation between a dismissed traffic citation for restricted license holders and the incidence of repeat injuries and risk of fatalities.
Texting, distractions, and hazard recognition It has been demonstrated that the frequency of cell phone while driving exceeds any other distraction. Eighteen other states that have already enacted legislation to limit cell phone use by teenagers. Federal legislation is pending to pressure states into prohibiting drivers from texting while driving -- or risk losing a quarter of their yearly federal highway funding. Sixteen percent of all under-20 drivers involved in fatal crashes were reported to have been distracted while driving.

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References The YADTT reviewed the following sources as references for our 2010 update recommendations:
New Jersey Office of Highway Traffic Safety Michigan driver education laws Virginia Tech Transportation Institute Study University of Utah Psychology and Eye movement studies Traffic Injury Research Foundation Indiana General Assembly Interim Study Committee on Driver Education Stanford University's British Medical Journal Group University of Ottawa's evaluation of the I Promise Program
Older Drivers
The Georgia Older Driver Task Force is a broad range of state and community organizations that has been actively engaged in addressing older driver issues that are pertinent to Georgia, including alternative transportation. Under the leadership of the newly organized Department of Community Health and the Governor's Office of Highway Safety, the Georgia ODTF continues in developing a statewide Action Plan to address older driver safety. The ODTF is one of the ten key SHSP "Age Related Issues" emphasis areas. The ODTF began in 2006 to study and recommend effective approaches for reducing older driver's injuries and fatalities due to crashes. The task force is funded by Governor's Office of Highway Safety and is headed by the Injury Prevention Program, Division of Emergency Preparedness and Response, Department of Community Health. The task force members come from a wide spectrum of organizations and agencies from both private and public sectors. The ODTF meets monthly to discuss related issue and projects related to older drivers and their surrounding environment.
The Older Driver Task Force provides the following 2010 priority recommendations:
Task Team Goals/Milestones:
Legislative Proposal Goal: To propose legislation that will address the cognitive and physical abilities, and balances the needs of older drivers with the safety of other road users for Georgia. The ODTF plan is to research other states rules and regulations at their department of motor vehicles, and their legislative outcomes. The task force plan to list the top recommendations for legislative proposal and present to the Safety Program Leadership member agency.
Milestone: The task force outlined recommendations for a legislative proposal. The task force will continue to monitor the progress of the proposed legislation and will be ready for additional older driver related proposals that may develop.
Alternative Transportation Goal: ODTF goal for alternative transportation is to address older adult's mobility issues and to improve access to mobility options in Georgia. This goal includes researching other states and their progress with alternative transportation. The group plan to implement an Alternative Transportation Coordinating Council (ATCC) that will consist of members from organizations and agencies working relatively with the older population and transportation.
Milestone: A focus group was formed and met in June to discuss organization of ATCC. During this meeting, the group brainstormed the definition of `alternative', decided the target audience, the type of transportation to be available, and organizations and agencies to invite for the council. The focus group continues to meet monthly prior to the full Older Driver Task Force monthly meetings.

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Law Enforcement Evaluation Form Goal: The group suggests developing an evaluation and reporting form for law enforcements to use. In Georgia, law enforcements are not trained on how to handle situations involving older drivers who endanger themselves and others when driving on the roads. The form will properly report drivers who show signs of impairment due to taking medication, vision problems, cognitive thinking, and physical handicap. ODTF goal is to develop a focus group consisting of law enforcements and other partners. The focus group will meet several times during the year to develop the form. Then the form will require approval from DDS.
Milestone: A focus group consisting mainly of law enforcements met regularly to create the form in efforts to take further actions to get drivers with conditions and disabilities off the road. The form was created, and then sent to by Department of Driving Services for editing and approvals. The form is now completed and is ready to share with law enforcement during a one hour training that will give an overview of the form.
Physician's Awareness packet Goal: ODTF goal is to have a physician to develop a DVD and PowerPoint presentation training on this matter. Many physicians are not trained to assess and evaluate an older driver ability to continue to drive or have their license taken away. The Physician Awareness packet is a PowerPoint and DVD prepared to train physicians how to assess older drivers and help family members cope with the possible decision of taking the keys away from them.
Milestone: The PowerPoint presentation and DVD are completed with narration. The DVD is ready to have copies made and to be distributed amongst physicians.
Traffic Engineer Workshop Goal: To address the knowledge gaps among traffic engineers and highway designers.
Milestone: The Program Consultant met with FHWA to plan the second cycle of the engineer workshop. During the meeting, a potential location and date for workshop was suggested. The Program Consultant has purchased materials for the workshop. The workshop is tentatively scheduled for July or August 2010 with the expectation of 20-30 engineers participating. The Program Consultant will meet with FHWA to follow up with the progress of the planning in February 2010.
Pilot Intervention Goal: ODTF goal is to identify effective roadway treatments in specific senior aged communities. For example, intersection improvements will align with the Intersection Safety Action Plan and systematic, traditional, and comprehensive approaches. The pilot project will involve collaboration with GDOT engineers, assessing environmental design features aimed at maintaining the safety of older adults who drive, walk, or take alternative transportation.
Milestone: The project is in the planning process. Program Consultant is contacting engineers who may be interested in the project. Program Consultant is researching case studies performed on intersections in various states.

Non-motorized User
The Georgia SHSP includes "non-motorized" transportation users pedestrians and bicyclists as one of the key emphasis areas. The state has a range of initiatives to address the safety of walking, cycling, and motoring through education, encouragement, engineering, and enforcement.
Safety programs throughout Georgia are aimed at reducing walking or cycling injuries and fatalities through education, enforcement, and outreach. Encouragement programs around the state recognize walking and cycling benefits for the personal health of the participant as well as the public and environmental health of the community. This is somewhat different than other modes since non-motorized programs have the dual objectives of increasing the number of users through encouragement programs while simultaneously decreasing the injury rates through safety programs.

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In order to inform the SHSP and GOHS programs, a Bicycle & Pedestrian Task Team was convened, headed by the Georgia Department of Transportation's State Bicycle and Pedestrian Coordinator, to develop the Bicycle and Pedestrian Safety Action Plan (BPSAP).
A key conclusion of the BPSAP is that non-motorized users suffer fatality rates out of proportion to their numbers bicyclist and pedestrians comprise 10.5% of all fatalities in Georgia, more than any other crash types or users (e.g. heavy trucks, motorcycles, train/car, work zone, and run-off-the-road crashes).
Pedestrians
Walking is a critical mode of transportation in Georgia every trip begins and ends with walking. And many trips, in big cities and small towns around the state, can be accomplished entirely on foot. The fast growing metropolitan areas and economic hubs of Georgia rely on safe and attractive pedestrian walkways to accommodate pedestrian travel, enhance business districts, and provide access to homes, businesses, and schools. Many non-driving residents around the state rely on accessible walkways to access public transit. The safety and accessibility of pedestrian walkways are critical issues throughout the state and in urban areas.
Pedestrians are over-represented in traffic fatality data, comprising about 10% of all motor-vehicle related fatalities despite being involved in less than 1% of all crashes. From 2004 through 2008, an average of nine percent (9%) of the people killed in motor vehicle related crashes in Georgia were pedestrians. In 2008 146 pedestrians were killed in motor vehicle related crashes, which accounted for 9.7 percent of all motor vehicle fatalities. Overall from 2004 to 2008, 751 pedestrians were killed in motor vehicle crashes.
Pedestrian crashes, injuries, and fatalities have generally remained level for the six year time period, however crashes are decreasing or leveling off in the City of Atlanta (down 3% from 2003 to 2006), but increasing in the suburban Atlanta rising 30% in Gwinnett and Clayton Counties and 10% in Dekalb County over the same time period. These numbers may indicate a range of changing conditions: perhaps that Atlanta is becoming safer for walking due to changes in the built environment or new infill development, while suburban areas of the metro region have an increase in vehicle traffic and an influx in transit-dependent residents who are more vulnerable when crossing arterial roadways.
Bicyclists
Bicycling is a healthy, inexpensive, and efficient mode of transportation throughout Georgia. The metropolitan areas around the state offer opportunities for bicycle commuting and active transportation while the rural roads offer many miles of scenic highways for exploring the state.
Georgia ranks 8th among the states with the most bicycle fatalities. This is doubly alarming considering that based on the 2000 Census journey to work data (the only exposure data available on bicycling) the Atlanta Metropolitan Statistical Area (MSA) has among the lowest rates of bicycling in the country.
Of all reported bicycle crashes from 2000 2005, 2.1% were fatalities, 76.5% were injury crashes, and 21.3% were non-injury or property damage only (PDO) crashes. The year 2001 stands out as a bit of an anomaly with highest number of fatalities in the 7 year period, while at the same time having the lowest number of crashes and injuries for the same period. The general trend line however shows a steady increase of fatalities since 2002.
Like pedestrians, bicyclists suffer from a disproportionate number of fatalities. Crashes involving bicycles in Georgia comprise less than a quarter of 1% of the overall traffic related crashes, yet represent more than 5 times that percentage of the overall traffic fatalities. This data points to the vulnerability of a bicyclist in a collision compared with motor vehicle drivers/passengers. In 2006, there were a total of seventeen (17) bicycle-related deaths and 731 bicycle-related injuries in Georgia. As with pedestrian injuries, the majority of bicycle-related incidences occurred around after-school hours, at nighttime, or on the weekends. Most crashes tend to be in high-traffic urban areas.

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Bicyclists Fatalities in Georgia (1994-2008)

Year 1994 1995 1996 1997 1998 1999 2000

Number 19 20 15 19 22 22 15

Year 2001 2002 2003 2004 2005 2006 2007 2008

Number 21 13 18 20 23 19 15 20

Rapid suburban growth has contributed to more and more roads being built with few considerations for the movement of pedestrians and bicyclists. New and innovative road design, safety treatments, traffic calming techniques, and safety messages are being used to make roads and highways safer for everyone and especially the most vulnerable travelers. Creative public information and education programs are being developed and implemented to increase the public's awareness and knowledge about existing laws and "share the road" responsibilities.

Georgia "Bicycle and Pedestrian Safety Action Plan"
In order to address the safety challenges outlined above, the staffs of the Governor's Office of Highway Safety and Georgia DOT developed the statewide BPSAP. The planning effort was led by GDOT's statewide bicycle and pedestrian coordinator and the Bicycle & Pedestrian Task Team.
The BSPAP is one of several safety action plans developed for specific crash or user types. The overall goals of the plans are to identify current conditions, safety problems and needs, and to determine future funding and programs. The safety action plans must be comprehensive in scope, and should address education, enforcement, engineering, emergency response, evaluation. Multi-disciplinary teams have been convened to develop each of the plans. The Georgia "Bicycle & Pedestrian Safety Action Plan" was presented in draft format to the Safety Program Leadership during its December quarterly meeting. The plan will continue to serve as a foundation from which the SHSP leadership, GOHS staff, and GDOT can use to prioritize funding and programs.
In addition to this process, in 2005, the Federal Highway Administration (FHWA) identified Georgia as one of ten pedestrian "focus states". All states with more than 150 annual pedestrian fatalities were included in the multi-year focus state initiative which provides technical assistance to state DOT's to develop Pedestrian Safety Action Plans. Through this effort FHWA has provided GDOT with four training workshops, monthly conference calls, a "How To" guide on developing Safety Action Plans, and technical reviews of crash data and draft planning documents.

Planning Process: The GDOT formed the Bicycle and Pedestrian Task Team in December 2006 and began the development of the BSPAP.
The task team consists of members from 25 agencies and organizations involved in safety, transportation, public health, and cycling or walking advocacy; task team member organizations are listed below. The group developed the vision, goals, objectives, recommendations and countermeasures, and has an ongoing role for implementing the plan.
Georgia Bicycle and Pedestrian Task Team member organizations are listed in the BPSAP online at: www. gahighwaysafety.org/shsp/
The BPSAP document outlines programs and actions to address education, encouragement, enforcement, outreach, safety campaigns, and promotion of the two modes (i.e. programs that encourage more biking and walking). The plan also identifies engineering programs or treatments to help improve the state's roadways and reduce bicycle, pedestrian, and motor vehicle crashes. Recommendations from the plan are prioritized and assigned to various stakeholders who can best address their needs.

Bicycle Program & "Share the Road" Funding: In recognition of the need to reduce bicycle injuries and fatalities, the Department of Driver Services together with the Governor's Office of Highway Safety created a "Share the Road" specialty license plate. The plates and the proceeds from their sales will help increase awareness of bicycles on the road and will fund programs that improve

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safety. Proposed programs include bicyclist/motorist educational and awareness programs, media campaigns, bicycle safety training, workshops, law enforcement programs, fostering local bicycle advisory committees, and purchase and installation of bicycle signage.

Bicycle Safety Program: As documented in the BPSAP, bicycle safety is a significant problem in nearly all the urban areas of the state. As a result of this plan, a team of organizations is needed that can deliver services throughout the state with a special focus on the counties with the greatest crash problem and the most potential for increased ridership (metro Atlanta, Athens, and Savannah).
Many research studies have indicated that an increase in bicycle ridership results in a decrease in bicycle related crashes (i.e. the "safety in numbers" effect). Therefore, the proposed program aims at increasing bicycle ridership in combination with education and awareness message campaigns. The proposed remedies also include providing seed money to local bicycle advisory committees and organizations in order to distribute safety and awareness programs throughout the state and to institutionalize good bicycle design, policies, and law enforcement in the state's communities. By supporting the creation of such organizations, we can help sustain bicycle safety and mobility long after the grant funds have been spent.
The following projects will be carried out by Georgia Bikes! and its three partners: Atlanta Bicycle Coalition, Bike Athens, and Savannah Bicycle Campaign (and envisioned as part of a multi-year program, pending annual grant reapplication).
Media Campaign: Radio public service announcements aimed at cyclists and motorists, including Spanish language ads as needed. Ads will address Georgia's main crash types with messages related to watching for cyclists at intersections, safe passing distance, using helmets and lights and obeying traffic rules.
Seed Money for Local Advisory Committees or Organizations: Up to $1500 provided to new bicycle organizations or advisory committees. Funds can be used for administrative costs, stipends, events, and other costs related to promoting bicycle safety, education, awareness, design, policies or law enforcement.
Share the Road signage/pavement markings: To encourage the provision of bicycle facilities, local governments may apply for funds for the purchase and installation of Share the Road signs or pavement markings (aka "sharrows").
Other outreach and education programs: Provision of training to law enforcement, bus drivers, and/or engineers related to bicycling. Planning and sponsoring events that promote bicycling. These trainings and events will be produced and/or conducted by staff.

Vehicle Type

Heavy Trucks
The Department of Public Safety is the lead agency for the Motor Carrier Safety Assistance Program (MCSAP) in Georgia. The Department of Public Safety's Motor Carrier Compliance Division (MCCD) is responsible for the implementation of, and compliance with, the MCSAP guidelines in the state of Georgia.
The State of Georgia consists of 159 counties with a total of 59,424 square miles. In 2008, 14 of Georgia's counties ranked among the nation's fastest growing. The population of the State is ranked 9th in the United States. Georgia has 15 Interstate highways and 25 U.S. highways that run through the State and is ranked 4th in the nation for fatalities involving commercial motor vehicles.
The MCCD has 348 filled and vacant positions and currently employs 243 officers, 231 of those are NAS certified. Of those 231, 75 are mobile units. The remaining officers are stationed at one of the 19 inspections stations located throughout the State. In FY2009, the MCCD added a CVEU (Commercial Vehicle Enforcement Unit) comprised of 40 Georgia State Troopers detached from the Georgia State Patrol. The purpose of this unit is to provide an increase in Level 3 inspections and an increase in traffic enforcement activities around the State. All officers from the CVE unit have successfully undergone NAS training. Twelve local agencies participate in the MCSAP program which provides an additional 62 officers. Of those agencies, only 24 (Cobb and Dekalb officers) are MCSAP eligible along with 2 employees from the Georgia Department of Transportation's Accident Reporting Unit.
The State of Georgia is ranked 4th in the nation based on figures published for 2007 for fatal crashes involving a commercial motor vehicle. In order to mirror FMCSA's goal of reducing fatal crashes involving commercial motor vehicles to 0.16 by 2011, Georgia must reduce the current rate by 0.06. The performance goals set by the MCCD for FY2009 have been met based on the activities shown in the National Program Elements. Where GTACT

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campaigns have been held, the data has shown a decrease in crashes involving CMV's and an increased awareness to the general public concerning operating in and around CMV's. These campaigns have had a positive impact on crash reduction.
The MCCD must continue to identify problem areas that contribute to crash causation and place increased emphasis of those problems identified. Areas such as traffic enforcement, hours of service, seat belt usage, alcohol/ drug interdiction, and hazardous materials must all be addressed in order to reduce CMV crashes in the State.
The Commercial Vehicle Safety Plan (CVSP) details the effective MCSAP program components. The components are summarized in the charts available in the CVSP online at http://www.gahighwaysafety.org/shsp/ including:

Trends and Performance Current CMV Safety Problems Current Evaluation and Performance Program Challenges Crash Reduction Data Quality, Data Collection and Reporting Hazardous Materials Passenger Carrier Inspections

Traffic Enforcement Seat Belt Enforcement Electronic Verification of CDL Status Public Education and Awareness Alcohol/Drug Interdiction Activities FY 2009/2010 Emphasis Areas Bus Safety division

CVSP Summary
The MCCD has for many years targeted rural road areas within high crash corridor areas around the State. For FY 2010, The MCCD will increase enforcement efforts by utilizing MCCD officers, the CVE unit, and local law enforcement agencies to target these areas. Aggressive seat belt enforcement will take presentence in FY2010 on rural roads.
For FY2010, the MCCD will increase driver-focused inspections to meet or exceed the national average of 30%. We will continue to increase traffic enforcement activities in high crash corridor areas and rural routes. In FY 2010, the CVE unit will be enforcing the traffic laws on Non-CMV's operating in and around CMV's on Georgia's highways by no more than 5%.
The MCCD will continue participation in "Operation Safe Driver" sponsored by CVSA and FMCSA. During these activities, increased focus will be placed on compliance of certain cargo tanks with the emergency discharge control equipment.
Along with traffic enforcement, the MCCD will place top priority in FY2010 in establishing an accurate means of mapping and tracking crash data. Increased emphasis will be placed on all aspects of crash data.
Motorcycles
The Georgia goal is to reduce motorcyclist fatalities by five percent (5%) from the 2008 calendar base year average of 177 to 169 during FFY 2010.
Motorcycles are an increasingly popular means of transportation. As of April 30, 2009, there are 191,182 registered motorcycles in Georgia. This number includes the exploding market for scooters since any two or threewheel vehicle over 50cc is considered a motorcycle.
Motorcycle and scooter riders face more risk of crashing and being injured than passengers in four-wheeled vehicles do. Motorcycles are complex to operate and more exposed to a greater number of hazards than cars and trucks. Too many riders lack the basic skills to adapt their current driving habits to the special demands of a motorcycle.
Motorcyclists may not be aware that they lack the specialized skills to operate a motorcycle safely. Unlicensed riders may continue to ride under either a `perennial permit' or no endorsement at all. The current licensing test does not consider the variety and size of new vehicles, both two-wheeled and three-wheeled. It is a time consuming process for both the Examiner and applicant, and wait times may cause some riders to opt out of the licensing process.
Drivers' awareness of the motorcyclist's presence on the road is low. Motorists may not know the reason behind some common motorcycle maneuvers (e.g. swerve, or lane positioning) and fail to accommodate for these actions. In many driver education programs, the special handling characteristics of vehicles like motorcycles receive very little mention.

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When a motorcycle is involved in a crash, excluding personal gear worn by the riders, there is almost no protection for the rider. Crash data confirms these risks. NHTSA estimates that 80% of motorcycle crashes injure or kill the rider, while only 20% of passenger car crashes injure or kill the occupant. The lack of proper riding gear can lead to situations where the consequences are serious.
With the number of motorcyclists increasing, along with the number of crashes, injuries and fatalities, the need for motorcycle programs aimed at training and public awareness and education is evident.

Motorcycle Fatalities per 100,000 Registered Motorcycles 2004-2007

Source: FARS 2004-2006(Final) & 2007 (ARF)

Year

MC Fatalities

Registration

Fatality Rate

2004

111

2005

144

2006

154

129,439 142,010 142,239

8.58 10.14 10.83

2007

163

172,430

9.45

2008

177

191,182*

---

2009

117**

*estimation ** GDOT Office of Traffic Safety and Design

Alcohol is also significant risk factor among Georgia motorcycle rider fatalities. Every year since 1998, alcohol related motorcycle fatalities have been increasing in Georgia. According to NHTSA, in 2007, 28 percent (28%) of all fatally injured motorcycle riders had BAC levels of .08 g/dL or higher. An additional 8 percent (8%) had lower alcohol levels (BAC .01 to .07 g/dL). The percentage with BAC .08 g/dL or above was highest for fatally injured motorcycle riders among two age groups, 4549 (41%) and 4044 (37%), followed by ages 3539 (35%). In Georgia, 18 percent (18%) of motorcycle fatalities had a BAC levels of .08 or higher.

Georgia Motorcycle Riders (Operators) Killed By Year and the Riders BAC

Surviving Drivers/Motorcycle Rider

Year Total
2004 1,287 2005 1,345 2006 1,268 2007 1,209 2008 1,036
Source: FARS 2004-2008

With Blood Alcohol Concentration (BAC) Results
Reported to FARS

Number Percent

315

24

305

23

294

23

248

21

203

20

Killed Drivers/Motorcycle Rider

Total
1,064 1,161 1,154 1,087 1,021

With Blood Alcohol Concentration (BAC) Results
Reported to FARS

Number Percent

516

48

547

47

558

48

595

55

572

56

Total Drivers/Motorcycle Rider

Total
2,351 2,506 2,422 2,296 2,057

With Blood Alcohol Concentration (BAC) Results
Reported to FARS

Number Percent

831

35

852

34

852

35

843

37

775

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According to a study conducted by the Pacific Institute for Research and Evaluation (PIRE), the percent of riders dying with low BAC levels is almost twice that of drivers of passenger vehicles.
Georgia has utilized the Riders Helping Riders program and a mix of communication mechanisms to draw attention to the dangers of impaired riding (e.g. newspapers, community meetings, e-mail, posters, fliers, miniplanners and law enforcement mobilizations). Riders Helping Riders is a rider-training program based on findings that riders tend to look out for each other, but for various reasons, are hesitant to intervene in the drinking and riding behavior of their peers. The program communicates the drinking and riding problem, the need for rider intervention as it relates to drinking and riding behavior of their peers, and tools that riders can use to help prevent the drinking and riding of their peers.

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Target Population Motorcycle and scooter riders in Georgia as well as all drivers of passenger vehicles who may endanger these users
FFY 2010 Performance Objectives
Objective 1: To decrease the total number of motorcycle crashes from 4,367 in 2007 to 4,305 in FFY 2010.
Objective 2: To decrease the total number of motorcycle fatalities from 177 in 2008 to 169 in FFY 2010.
2010 Key Performance Measures
1) To decrease traffic fatalities five percent (5%) from the 2008 calendar base year average of 1,493 to 1,418 by December 31, 2010.
2) To decrease serious traffic injuries 1 (one) percent from the 2008 calendar base year average of 115,737 to 114,580 by December 31, 2010.
3) To decrease alcohol impaired driving fatalities five percent (5%) from the 2008 calendar base year average of 416 to 396 by December 31, 2010.
4) To decrease motorcyclist fatalities 2.8% from the 2008 calendar base year count of 177 to 172 by December 31, 2010.
5) To decrease un-helmeted motorcyclist fatalities 25 (twenty-five) percent from the 2008 calendar base year average of 14 to 10 by December 31, 2010.
Strategies
To help achieve these goals, the communication efforts will focus primarily on those areas where the majority of serious motorcycle crashes occur, in the major metropolitan area of Georgia. The Counties of Fulton, Cobb, Gwinnett, DeKalb, Chatham and Richmond accounted for more than half of all motorcycle fatalities in Georgia in 2007.
In addition to the objectives of the HSP and SHSP, other process goals have been set by previous planning efforts. The 2006 Motorcycle Safety Strategic Work Group, which also established the Motorcycle Safety Task Force, outlined three major goals for communication:
1. Develop specific public information materials for specific audience.
2.Identify problems and target audiences for public information campaigns.
3. Utilize all 32 DDS Driver Service Centers for disseminating literature to target audiences.
In addition to the HSP strategies, the Motorcycle Safety Task Team is partnering and developing the following programs:
Create and disseminate effective communication and outreach campaigns to increase motorist's
awareness.
Provide more instructors and training facilities to meet demand and geographical accessibility. Encourage proper licensed Riders. (RST) Develop and promulgate a Public Service Announcement (PSA) designed to educate motorists and
motorcyclists about motorcycle safety using the "Share the Road" message. Create and disseminate effective educational and awareness communications to riders on how
alcohol and other drugs affect motorcycle operator skills.

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Participate in motorcycle rallies, motorcycle shows and charity rides to promote the Georgia Motor Safety Program (GMSP) throughout the state. The DDS and GOHS web site will also be used to promote the program.
Conduct motorcycle forums in communities with high motorcycle crash rates. Promote the Share the Road campaign DPS motorcycle fatalities reduction plan
Trauma System/Increasing EMS Capabilities
Problem ID Death rates in Georgia from trauma are significantly higher than the national average. In Georgia, 62 of every 100,000 people are likely to die of traumatic injury. Nationally, the death rate is lower 54 people per 100,000. If Georgia achieved trauma system improvement rate to 54 people per 100,000, approximately 712 additional lives would be saved every year.
Current Strategies The following strategic planning discussion considers the operation and administration of an effective, state wide EMS/trauma system and increasing emergency medical services. The mission of the Office of Emergency Medical Services/Trauma (OEMS/T) is to save lives and provide the best possible outcomes through improved pre-hospital care regulation. The Office of Emergency Medical Services/Trauma provides statewide coordination and leadership for the planning, development, and implementation of Georgia's pre-hospital care and trauma care systems. OEMS/T's responsibilities include the development and review of statewide standards for pre-hospital care services, trauma care systems, and trauma centers; the provision of technical assistance to local agencies developing, implementing, or evaluating components of a trauma care system; the establishment of regulatory policies and procedures; and the approval, designation, and re-designation of trauma centers to ensure compliance with the minimum standards set by the American College of Surgeons' Committee on Trauma and the State EMS Medical Director. The OEMS/T also secures and administers the on-going funding needed to collect and aggregate Georgia's trauma system data. In support of this mission and vision, the Georgia Office of Emergency Medical Services/Trauma has implemented the Georgia Emergency Medical Services Information System (GEMSIS).
Georgia Emergency Medical Services Information System (GEMSIS)
Greater Accuracy with Reduced Costs GEMSIS represents a movement away from paper-based data collection methods. It is believed that webbased and other electronic data collection methods will provide greater accuracy and operational efficiency. By implementing web-based self-service oriented solutions, the OEMS/T can free their limited technical and subject matter resources to focus on higher-value, more strategic issues. With web self-service supported through a portal, Regional EMS personnel can obtain this information from virtually any location in the State--including a provider's place of business. Rural providers could enter PCR data or transmit aggregated PCR data files. Certain types of information and reports could be made available for general distribution.
Timetable & Risks GEMSIS is an ambitious plan with clear priorities for infrastructure improvement. Objectives achieved to date include electronic reporting of patient care reports including web based direct entry. The provisions for webbased content, information, and web based information dissemination are in place and being utilized by the EMS agencies.
Funding for the support of GEMSIS for next three years has been awarded by the Governors Office of Highway Safety and the Georgia Department of Transportation. This will allow for continuation of GEMSIS and periodic improvements to increase data accuracy and timeliness.

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The Georgia Office of Emergency Medical Services/Trauma has implemented the Digital Innovations Incorporated National Trauma Registry American College of Surgeons (NTRACS) at 15 designated trauma centers in Georgia. This implementation began in 2002 and has enabled the State of Georgia to submit data to the National Trauma Data Bank (NTDB).
The Georgia Trauma Registry needs to expand so that all acute care health facilities that receive injured patients that meet trauma criteria can participate in an optimal system of patient care and provide data. Funding is needed to accomplish this objective.
Expanding the system in Georgia offers a tremendous opportunity for protecting the health of every Georgia resident and visitor in our State. Trauma is the number one killer of Americans between the ages of one and 44, and the number three cause of death across all age groups. Trauma survivors, regardless of age, often face intensive rehabilitation, lifelong disabilities, and increasingly expensive long-term care.
Georgia's total of fifteen designated trauma centers is inadequate for a State the size of Georgia. Of the roughly 32,000-40,000 cases of major trauma occurring each year in Georgia serious and life-threatening car accidents, burn injuries, household and construction accidents, etc. Only about 10,000 are treated in designated trauma centers. Expansion of the trauma system has been recommended by the Georgia Trauma Commission and would fulfill the objectives of National Homeland Security, emergency preparedness and National Highway Safety Administration (NHTSA).
An inclusive trauma system for Georgia would involve all acute care hospitals in some manner. Informed discussions among trauma system stakeholders have suggested that Georgia should have approximately 30 designated trauma centers in strategic locations in order to address Georgia's trauma care and emergency preparedness needs. The map on the right demonstrates how expansion might be achieved given adequate funding.

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"Super Speeder" Impact on Trauma System Development
To address this safety issue and provide funding, Georgia passed the "Super Speeder Law" in 2009. This is an attempt to slow high-speed drivers and reduce high-speed crashes and trauma injuries. The new law effective January 1, 2010 not only helps fund trauma care through increased fines, but it can also reduce the heavy burden on our state's emergency rooms.
Each year, traffic crashes on Georgia's roadways cause more than 1,400 fatalities, about a quarter of them caused by excessive speeds. This legislation will generate approximately $26 million in Fiscal Year 2010 and approximately $35 million in Fiscal Year 2011 to help reduce traumatic automobile crashes and to improve the state's trauma care network. This is the second infusion of state funds by Governor Perdue into the trauma network. In the Amended 08 budget, the Governor recommended $53 million for the state's first-ever investment into improving trauma care in Georgia. The General Assembly eventually appropriated an additional $5 million for a total of $58 million in the Amended 08 budget. Georgia is serious about slowing people down to make our highways and byways safer for our citizens, visitors and future generations of drivers. The legislation adds an additional $200 fine for driving over 85 mph anywhere in the state and for driving 75 mph or more on a two lane road. Super Speeders will also increase driver's license reinstatement fees for drivers committing a second and third offense for violations that result in a suspended license and for other negligent behaviors.

GEMA Support to Georgia Trauma System Development
A mission of the Terrorism Emergency Response and Preparedness Division (TERP) of the Georgia Emergency Management Agency/Homeland Security (GEMA/HS) is to prevent, protect, respond and recover from acts of terrorism and all hazards through facilitating program development for all disciplines. These responsibilities include facilitating strategic planning, training and exercise for Emergency Medical Services (EMS) statewide in partnership with the Georgia Association of Emergency Medical Services (GAEMS) and the Georgia Tech Research Institute (GTRI). In addition, GEMA/HS has partnered with the Georgia Trauma Care Network Commission (GTCNC) and GTRI to develop and implement an automated ambulance tracking system for both private and public 911 Emergency providers statewide. Both efforts are funded through grants provided by the Department of Homeland Security (DHS). GEMA/ HS will continue to explore ways to leverage all funding sources to assist the state in development of EMS/trauma care.

Georgia Designated Trauma Centers

LEVEL I
Grady Memorial Hospital Atlanta Medical Center of Central Ga. Inc. * Macon Medical College of Georgia * Augusta Memorial Health Univ. Medical Center * Savannah

LEVEL III
Walton Regional Medical Center Monroe
LEVEL IV
Morgan Memorial Hospital Madison

LEVEL II
Athens Regional Medical Center Athens Atlanta Medical Center Atlanta Floyd Medical Center Rome Gwinnett Medical Center Lawrenceville Hamilton Medical Center Dalton John D. Archibald Memorial Hospital Thomasville Medical Center-Columbus Columbus North Fulton Regional Hospital Roswell

Pediatric Trauma Centers (Designated Under Level II Criteria)
Children's Healthcare of Atlanta-Egleston Children's Healthcare of Atlanta-Scottish Rite
* Designated Adult Level 1 Trauma Centers with Pediatric Commitment

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Traffic/Crash Records Data Analysis Problem ID
Georgia's crash report database is statutorily assigned to the GDOT. The system has been completely revamped to now accept crash reports electronically, and law enforcement agencies are actively acquiring the capacity to submit reports into the new system. Other traffic records systems are maintained within the: DDS (driver), DOR (vehicle), DHR (EMS, CODES), and AOC (citation/adjudication). The automation and linkage of these data systems is addressed in Georgia's "Strategic Plan for Traffic Records Improvement" included within the "State Traffic Safety Information System Improvement Grant." The plan identified over $7 million of needed system improvements. Georgia received $1,067,897 in 2006-2007 NHTSA Section 408 grant funds, $730,530 for 2007-2008, $693,697 for 2008-2009, and $677,360 for 2009-2010. The TRCC is leading the effort to implement the projects identified in the Strategic Plan.
Current Strategies
Implement the "Strategic Plan for Traffic Records Improvement" included within the "State Traffic Safety Information System Improvement Grant."
Achieve 80 percent electronic crash reporting by September 30, 2010. Georgia Traffic Records Coordinating Committee facilitates the automation of specific traffic records
system components and processes, with priority being given to crash and citation record systems. A full time Georgia Traffic Records Coordinator provides guidance and leadership in the Strategic Plan
implementation. Promote and support appropriate technology and research initiatives related to highway safety and traffic
records in Georgia. Support the Crash Outcome Data Evaluation System (CODES), which links traffic records to allow in-
depth analysis.
Future Opportunities
Complete implementation of the TRCC Strategic Plan Link traffic records systems to create the capacity for high quality data that support program planning
and crash prevention strategies. Implement electronic crash reporting statewide development plan with OPS/LEA's. Create and maintain electronic crash reporting users group. Implement DPS technology data model/CAD project.
Traffic Incident Management Enhancement Task Force (TIME Task Force)
The TIME Task Force started in 2002 as an organization facilitating the dialogue of inter-agency coordination and cooperation amongst agencies responding to highway emergencies such as Police, Fire, Haz-Mat, Towers, etc. In 2007 the Task Force concentrated on developing a towing incentive program to improve the clearance time of large commercial vehicle incidents on the freeways within Metro Atlanta. This Towing and Recovery Incentive Program (TRIP) was implemented in January 2008 allowing pre-approved, highly trained operators with specialty equipment an opportunity to receive a monetary bonus of $2500 or $3500 for clearing commercial vehicle wrecks within 90 minutes. The Task Force has been working extremely hard to implement and maintain TRIP by approving qualified tow companies, inspecting equipment, working with numerous agencies to facilitate program cooperation and conducting after incident reviews of each TRIP activation to ensure the success of the program. TRIP programs result in a cumulative congestion savings in clean-up time for commercial vehicle incidents. In addition, the TRIP
program has reduced each incident's roadway clearance time.
These impressive congestion savings won TRIP the 2008 Georgia Intelligent Transportation Society's Project of Significance Award.
In addition to TRIP, the TIME Task Force continues to work to improve the safety of motorist and emergency responders while reducing congestion caused by traffic incidents with the following initiatives:

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TRIP Outreach: GDOT Maintenance
TIME Press Release Kit
Initial TIM Team outreach meetings with: College Park Fairburn Police and Fire Department, Newnan, Coweta County, Riverdale and Union City Police Department, Woodstock , Dekalb County, Hall County, Rockdale County, and Covington Police Departments
Haz-Mat Training
2010 TIME Task Force Conference
The TIME Task Force is dedicated to creating an opportunity for multi-agency training which promotes teamwork and serving as a platform for participants to develop common operation strategies and a better understanding of other agencies' roles and responsibilities. In 2009 the Task Force will actively work towards its mission to develop and sustain a region-wide incident management program to facilitate the safest and fastest roadway clearance by focusing on responder training, The Task Force has created a Standard Training Committee to develop training courses for all responding agencies to promote safety and quick clearance. Training courses include:
TRIP Level I and II: Heavy duty towing and recovery training for operators and supervisors to give responders the knowledge necessary to quickly recovery large commercial vehicle incident while maintaining safe procedures.
Haz-Mat: An awareness course to teach proper personal protective equipment and basic initial containment / control techniques for dealing with hazardous materials.
Traffic Incident Management: Techniques to reduce the impact of incidents and secondary incidents while stressing the importance of coordinating efforts with all participating agencies including Police, Fire, Haz-Mat, Medical Examiners, Towers, etc.
Tank Truck Emergency Response: A hands on course with Cargo Tank Models, Props, and Simulators combined with a multi-media presentation to facilitate quick clearance of tanker truck incidents.
Emergency Light Discipline: Multiple colors of flashing lights can cause confusion and disorientation, creating safety risks for motorists and responders. This course will focus on best practices for using emergency lights effectively, consistently, and with restraint so as not to blind or confuse oncoming motorists.
Emergency Vehicle Placement: Proper staging of emergency vehicles to ensure the safety of responders.
VIII. SHSP IMPLEMENTATION STRATEGY
The comprehensive SHSP implementation focuses on the task team efforts to develop detailed action plans. Additionally, implementation includes further development of the SHSP marketing and media plan, new safety training programs, and significant new data system improvement. Addressing rural road safety is essential to reducing the higher crash rate regions of Georgia. All emphasis areas are systematically addressed in developing highway safety problem countermeasures.

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Task Team Implementation:

Each Task Team has submitted 2010 progress and project priority recommendations.

1. Quantifiable lifesaving goals 2. Addresses local roads 3. Duration (one to three years, longer) 4. Contribution to implementation strategy: Speed Impaired driving Occupant protection
Data support/needs component All other highway safety areas
5. Estimated calculations of: Crash reductions Injury severity reduction Fatality reductions Costs per year Cost itemizations
Perceived benefit Benchmark/Deliverables

The SPL approved five programs for Section 406 Safety Belt Performance Award funding.

SHSP Administration /Implementation DPS Technology Data Model Operation Rolling Thunder/Task Force GOHS Older Driver Physician/Transportation Bicycle Safety/Share the Road
Total SHSP funding allocation:

$ 450,000. $ 9,228,170. $ 162,000. $ 26,000. $ 133,830.
$10,000,000.

SHSP Projects

The following approved project descriptions detail the purpose, goals, and benefits to contribute to the comprehensive SHSP and reduction of Georgia highway crashes, injuries, and fatalities.
SHSP Administration /Implementation (Three years/$450,000)

The Georgia Governor's Office of Highway Safety (GOHS) and Georgia Department of Transportation (GDOT) organized and implemented a Strategic Highway Safety Plan (SHSP) agreement effective November 2005. Original SHSP funding was provided by the GDOT and its federal lump sum safety funds within the Highway Safety Improvement Program. The SHSP Administration/Implementation Section 406 funding further benefits Georgia's statewide highway safety planning.
The SHSP structure achieved a new level of cooperation among the various safety partners in Georgia and established a clear direction for the efforts. The project continues to develop goals to reduce the state Fatality Rate and highway fatality numbers.
The nationally recognized model Georgia SHSP continues to customize, develop, and implement the ISMP components as described in the Agreement. Specifically, Georgia is progressing through the six major steps designed to describe those elements in the ISMP that are required to maximize safety. Georgia continues to develop detailed action plan, and implement the SHSP and evaluate performance.
A full-time Operations Manager is employed to carry out the day to day functions and responsibilities of developing and implementing the Governor's SHSP. Regular operating expenses are needed to support professional development, planning, travel, and training.

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DPS Technology Data Model (Two years/$9,228,170)
The DPS Technology Data Model is a project to implement an automated Computer Aided Dispatch (CAD) model statewide for the Department of Public Safety which includes the Georgia State Patrol (GSP), The Motor Carrier Compliance Division (MCCD), and the Capitol Police.
CAD/RMS Update This project includes hardware, software, training, installation, and configuration services to install 9 dispatch centers and 830 vehicles with software products. It is estimated to require the installation of 9 Computer Aided Dispatch (CAD), 1 Records Management System (RMS), 1 Administrative System, and 830 Mobile Computer Terminals (MCT) in the vehicles with the capability of mapping, Auto Vehicle Locator (AVL), field reporting, text to voice, citations, and crash reporting. The vehicles require custom consoles, docking stations for the laptops, printers, cabling and GPS receivers. Jotto-Desk is the console fabricator, the docking stations are from Ledco, Hewlett Packard is the printer manufacturer and Dell is the laptop provider. Interceptor is a separate vendor that subcontracts with CTS-America to handle some of the vehicle console installs. Dell also provides and installs the server hardware located at each of the Regional Communications Centers.
DPS began building the Troop C (Atlanta) Communications/CAD Center in January, 2009. Training for users began on February 3, 2009. Beginning on March 10, 2009, we started training the Troopers on their MDTs. Training for the Troopers covered self-dispatching, electronic citations and warnings, and officer profile settings. After two to three separate training classes, we go live with Troops CAD and MCT users together.
FFY current status and future plans:
Completed 4 Consolidated Communications Centers ( Troop C,F,H,D)
Troop C and F have Mobile Data terminals Troops H,D along with the motorcycle unit are scheduled for training in July. Installation for C, F, H, are completed. Car installation for Troop D will be completed by next Tuesday June 23, 2009.
Construction for Troop E & I are scheduled to be completed in September. Troop E is scheduled to come on line the middle of September and Troop I will follow suit in October.
Troop B is scheduled for Nov/Dec timeframe.
Troops A and G are scheduled for April thru June 2010.
The Records Management System is scheduled to come online the second week of August with training for the first four Troops during the month. Troopers will receive training on the "new" crash report and incident report at that time.
Ongoing improvement and integration will continue as automation of manual processes occur.
Total Cost for the project is $13,048,170 of which $1.9 million is state funds. The remainder is State Highway Safety money (9.2 million) and Federal Homeland Security dollars.

Benefits
Currently many local agencies already have an in-car electronic data capability. By moving in this direction DPS can achieve information interoperability with other law enforcement agencies and develop a Compstat approach to the use of traffic enforcement assets aimed at high crash corridors. Crash data will be collected in a more timely and accurate method. Decisions will be data driven and will concentrate on outcomes in reduction of traffic accidents, injuries, and fatalities. This is in line with the goals set forth in Georgia's SHSP.
The troopers or MCCD officers (officers) will now be able to perform many of the traditional dispatching functions directly from his patrol vehicle. The by-product is a reduction in the workload of the dispatcher which allows moving toward the regionalization concept. This is done by reducing the number of dispatchers while still

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being able to provide services to a greater number of troopers/officers in a much larger geographic area. With current staffing levels, troopers support the dispatch function of 40,000 man hours each year, equating to the loss of 5000 eight hour enforcement patrols, or $1,280,000.00 in opportunity costs.
For the officers, the GPS capability of an in-car electronic system provides for increased officer's safety. In any emergency situation, the exact location of the officer's patrol vehicle is known and help can be directed to his exact location. Because of the same GPS locating ability, officers are accountable for being on their assigned routes at the assigned times.
Overall productivity of the officer will be greatly enhanced. Currently any administrative function of our troopers is supported at the physical location of the post. When a crash scene is worked, the trooper must travel to the post to type his report. The same is true of an arrest requiring an incident report. By providing in-car computers the administrative support of the trooper will move straight into the vehicle where he conducts his work. This places the trooper on patrol for more of his shift and increase overall presence, visibility, and contact with the motoring public. By staying on route, response times to crash scenes will be reduced giving the citizen faster service. Additional savings will be realized by reduced gasoline consumption because of trips made to the post solely for administrative support reasons.
There will be a direct impact on morale, retention, and recruitment of the DPS work force. A recent survey of former employees produced numerous comments that modern equipment is needed to aid in performing job responsibilities. DPS is trying to recruit and retain a technically oriented generation but do not have the equipment to meet this need in today's job environment.
In the end, a trooper force equipped with an in-car electronic system will become more efficient, effective, timely, productive and visible. The cost savings which will be realized by moving to this technology and reducing the required personnel by the use of a regionalization communications approach will foster the objective of a better managed state while making our services faster, friendly, and easier to the citizens of Georgia.
Interoperability update
The State of Georgia is in the final phases of its effort to establish the Georgia Interoperability Network (GIN). When completed in the summer of 2010, the GIN will provide an Internet-based backbone for enhanced interoperable communication among public safety radio operators throughout Georgia.
Planned GIN installations will link 141 county and city sites (most of them at 911 centers), 52 state agency sites, and three mobile communications vehicles with satellite connectivity to the network. GEMA-OHS has funded GIN at local sites and most state agency sites through DHS grant funds.
Managed by the Georgia State Patrol (GSP), the network offers public safety a variety of new capabilities, including: 1) interoperable communication for public safety agencies at the local level regardless of equipment being used; 2) interoperability with neighboring agencies having overlapping radio coverage; 3) dispatch back-up capability with other agencies to support continuity of operations; 4) the ability for dispatch conferencing involving multiple departments and agencies; 5) interoperable communications statewide in major emergency events; and 6) interoperability with other public safety agencies in adjoining states.
The GIN is the major component of the statewide interoperable communication system, but its power and versatility have been enhanced by local, state and federal investments. Local investments to date total over $700,000. GIN cost just a little over $18 million dollars to date. The State's Communications Interoperability Plan has three primary objectives are: 1) completion and use of the GIN; 2) expansion of regional radio systems in Georgia; and 3) continu ed use of area All-Hazards Councils to
obtain local participation and participation in the SCIP throughout the state.
A major trend in interoperability in Georgia is toward regional communication systems, or systems that provide interoperability for public safety agencies across multiple counties. Four multi-county radio systems will receive upgrades thanks to a $25 million grant Georgia obtained in 2008 through the Public Safety Interoperable Communications (PSIC) program. The State is also using funds from the Department of Homeland Security (DHS), Homeland Security Grant Program (HSGP) to supplement locally funded interoperability projects. GEMA-OHS is the program administrator and manager of DHS grants in Georgia, including HSGP and PSIC. Regional public safety radio systems expanded through PSIC will enable radio operators to roam seamlessly through multi-county areas and will inc rease spectrum efficiency by increasing 700/800 MHz channel utilization. The enhancements focus on areas prone to natural disasters and urban areas susceptible to terrorism, and will better cover Interstates 20, 85, 95 and 75. The PSIC grants identified four regional radio systems for improvement.

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The Coastal Georgia system upgrade will build out the 700/800 MHz Southeast Georgia Regional Radio Network (SEGARRN) and expand into Bulloch County, an adjacent inland county that hosts hurricane evacuees from the coast. The enhancement will improve interoperability in Screven, Effingham, Chatham, Bryan, Liberty, Glynn and Camden Counties.
The West-Central Georgia project in Columbus and LaGrange will upgrade the existing 800 MHz WestCentral Georgia Regional Radio System for improved coverage of the I-85 corridor. A new transmission tower and five-channel 800 MHz intelligent repeater site will benefit Troup, Harris and Muscogee Counties. West Georgia will expand the current 800 MHz Western Area Regional Radio System (WARRS) with a new communications shelter, microwave network and new transmission sites in Haralson, Carroll and Heard Counties.
Northwest Georgia will expand its 700/800 MHz Northwest Georgia Interoperable Communic ations Network by converting its intelli-repeater site to 10 channels, upgrading a site in Catoosa County and adding sites in Dade and Walker Counties. The three counties will thus be able to communicate with public safety agencies in Chat tanooga, TN.
Each phase in the three-phase process has built additional infrastructure for each regional system. Phase one began in March 2008 and Phase Three is scheduled to conclude by October 2009. While PSIC is a one-time grant, the HSGP is an annual funding mechanism for building and sustaining national preparedness capabilities in each state. HSGP grants are supplementing locally funded projects in selected Georgia counties, with priority being given to projects with regional interoperability impact. For example, in FY09 HSGP made awards to provide equipment needed to operate the GIN system in all GEMA Area 2 counties (southwest Georgia) and to complete the Oconee Area regiona l radio system. Additionally, the money is providing system equipment for digital communications between Rockdale and Walton Counties and the acquisition of three new mobile communication vehicles (MCVs) to serve Georgia.
DPS efforts include:
Programming of all radios with mutual-aid channels in mobile units.
Operate on all thirty-six 800 Mhz systems throughout the state with local governments.
Replaced mobile radio inventory in the field to be both "analog" and "digital" capable.
Transitioned to "digital" radio systems for dispatch where available. i.e. Atlanta and UASI system.
Installation of 30 Motobridges to date to facilitate communications consolidation and interoperability. The remaining 16 sites to be completed by 2009.
Hired a Program Manager for the GIN.
Continue outreach and training to local governments.
Once implemented, the Computer Aided Dispatch (CAD) will change the law enforcement response and the data obtained from it in a strategic and operational manner that is only available at this extent through the statewide implementation that the Georgia Department of Public Safety can provide.
Occupant Protection The DPS Technology Data Model is three fold in its collection of data.

1) An operator will date and time stamp in the new computer aided dispatch (CAD) database all incidents and their respective data such as the use of seatbelts, seatbelt citations, etc.

2) A Trooper will issue electronic citation data to courts that provide occupant protection data, particularly seatbelt citations for this category.

3) The trooper will be able to GPS locate places of accident/incident that can be tied to a cause such as speed or lack of a use of a seatbelt.

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Speeding / DUI / and Serious Crash Type
Each of speeding, DUI and serious crash type areas will be addressed through this project by the increase in Georgia State Patrol (GSP) presence in the field in areas which have the Computer Aided Dispatch because the officers' time in the GSP Post office will be greatly diminished. The laptop computers, printers, and e-citations will allow each Trooper to 1) Check in for their shift via their GPS location and be immediately available for service rather than having to travel to the Post and 2) Complete and transmit most paperwork and citations from the car without a visit to the Post to log onto a central computer.
DPS Project Prioritization
Cost Benefit
"DPS Technology Data Model" project impacts every project prioritization in every region of the state, and in every segment of the criminal justice process from initial incident, to arrest, court hearings, and finally even adjudication with the added benefit of timely citation data for the court's consideration.
Value and Benefits
Officer Safety AVL location displayed to all including dispatch GCIC/NCIC, GSP History, Additional History prior to stop (working on Interstate Sharing
with other Law Enforcement) Reduction in violator stop time Instant Statewide Communications
Citizen Safety Reduction in response time Improved Traffic Advisories
Force Multiplication/ High Productivity Officers are more informed and capable Officers spend less time responding per incident Savings of 40,000 man hours each year equating to the loss of 5000 eight hour enforcement
patrols, or $1,280,000.00 in opportunity costs. Reduction of cost
Improved Data Collection Reduction in errors on reports Typed and readable documents Data Analysis (Crime, Crash, Fatality, Seatbelt and DUI)
Officer Accountability
High Visibility
Improved Morale and Retention
Data Interoperability
Operation Rolling Thunder Task Force GOHS (Three years matching GOHS/$162,000)
The Thunder Task force continues to be the most effective initiative of the GOHS Special Operations Division. The Thunder Task Force is a data driven, high visibility, sustained, traffic enforcement response team, designed to impact a jurisdiction with an Operation Rolling Thunder mobilization for a three month period. A significant part of Operation Rolling Thunder is educating local citizens regarding necessary changes in their driving behavior to further reduce traffic fatalities and injuries. The enforcement efforts are directed by traffic crash fatality data analysis updated within the Fatality Analysis Surveillance Tool (FAST) developed by GOHS. The Thunder Task Force is coordinated by the Governor's Office of Highway Safety Special Operations Division and includes the

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Georgia State Patrol, GOHS HEAT Units (Highway Enforcement of Aggressive Traffic), DPS Motor Carrier Compliance Division and Local Law Enforcement to conduct the high visibility enforcement during the three month effort.
The concept is to identify a county or area of the state to deploy the task force based on the data, partner with the local law enforcement jurisdictions and courts, develop an enforcement strategy based on current crash reports and data, and infiltrate the region with three months of high visibility enforcement and earned media. During the three month period, the task force is deployed 12-15 days using an every other week and random week mobilization rotation. The continuous earned media and the overwhelming high visibility enforcement during the enforcement periods gives the perception that the task force is mobilized during the entire three months.
The Task Force identifies the areas, conducts the mobilizations, turns the numbers around in that region, then moves to another region of the state and repeats the process. With this continued effort of putting resources where the problems are, then moving to the next location once the problem is stabilized has proven to be a very effective and cost efficient method of saving lives and reducing the projected numbers of annual traffic fatalities in the State of Georgia.
The GOHS Special Operations Division coordinated three data driven Thunder Task Force mobilizations during FY 2009.
During October, November and December, 2008, the Thunder Task Force targeted Barrow/Oconee counties in Northeast Georgia with concentrated efforts on the deadly GA 316 corridor. With 12 actual days of enforcement over the twelve week mobilization period, the Barrow/Oconee mobilization resulted in:

265 DUI Arrests 137 Suspended or revoked license arrests 757 Other traffic violations 137 Drug offenders and fugitives arrested 1296 Total arrests or citations

The Barrow/Oconee Operation Rolling Thunder mobilization resulted in a 73% reduction in traffic fatalities.
January 21-April 10, 2009, the Thunder Task Force mobilized in Statesboro/Bulloch County, home of Georgia Southern University. The task force focused on underage alcohol consumption and impaired driving. The enforcement mobilizations resulted in:

59 DUI Arrests 36 Suspended or revoked license arrests 549 Seat Belt Citations 59 Child Seat Violations 327 Speeding Citations 83 Motor Carrier Violations 509 Other traffic violations 35 Drug offenders 11 Fugitives arrested 14 Felony Arrests 1,682 Total arrests or citations

August 7- Oct. 10, 2009, the Thunder Task Force mobilized in McIntosh and Glynn Counties in Southeast Georgia. The enforcement mobilizations resulted in:

102 DUI Arrests 125 Suspended or revoked license arrests 317 Seat Belt Citations 148 Child Seat Violations 489 Speeding Citations 82 Motor Carrier Violations 602 Other traffic violations 31 Drug offenders

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13 Fugitives arrested 1,909 Total arrests or citations
The three Thunder Task Force mobilizations conducted during FY 2009 resulted in:
426 DUI Arrests 298 Suspended or revoked license arrests 3,922 Other traffic violations 241 Drug offenders and Fugitives arrested 4,887 Total arrests or citations
Every jurisdiction that has completed an Operation Rolling Thunder mobilization has realized decreases in traffic fatalities as well as reductions in crime. The results have been very significant. The GOHS Thunder Task Force has found a winning recipe; data focused, cost efficient, high visibility enforcement, combined with an extensive earned media message. The result is lives saved on Georgia roadways.
Older Driver Physician Awareness/Transportation Alternatives (Two years/$26,000)
The Older Driver Safety Task Team was organized prior to Georgia initiating the SHSP. The task team has fully developed the problem identification and effective older driver safety issue countermeasures. The task team has developed a four safety E approach to older driver issues. However, two primary initiatives have been prioritized to begin new older driver programs. First, increase physician knowledge and awareness of older driver issues and access to tools to increase detection of older patients at-risk for motor-vehicle crashes. Many physicians are not trained to assess and evaluate an older driver ability to continue to drive or have their license taken away. The goal is achieved to have a physician to develop a DVD and PowerPoint presentation training on this matter. The Physician Awareness packet is a PowerPoint and DVD prepared to train physicians how to assess older drivers and help family members cope with the possible decision of taking the keys away from them. The PowerPoint presentation and DVD are complete with narration, and the DVD is ready to copy and distribute amongst Georgia physicians.
Second, the goal of the alternative transportation program is to address older adult's mobility issues and to improve access to mobility options in Georgia. This goal includes researching other states and their progress with alternative transportation. The group will implement an Alternative Transportation Coordinating Council that will consist of members from organizations and agencies working relatively with the older population and transportation.
A focus group was formed and met in June to discuss organization of an Alternative Transportation Coordinating Council. During this meeting, the group brainstormed the definition of `alternative', decided the target audience, the type of transportation to be available, and organizations and agencies to invite for the council. The focus group is preparing to meet in December.
Bicycle Safety Plan Share the Road Plan (Three years matching GOHS/$133,830)
The balance of the SHSP Section 406 funds was approved to develop and implement the Share the Road Bicycle Safety Plan. In response to a request for amended bicycle safety programs proposals, a coalition of statewide bicycle safety organizations developed and submitted a proposal to address the bicycle involved motor vehicle crashes. The proposal is in final review and scheduled for awarded in early 2010. The proposal is incorporated into the Georgia Pedestrian and Bicycle Safety Action Plan described in the "non-motorized" user emphasis area task team section.
The SHSP bicycle safety funds will be matched by the GOHS Share the Road funds to implement the three year, statewide Bicycle Safety Action Plan. The annual program funding is $162,000. Georgia Bikes! is the managing organization that has partnered with three other bicycle safety organizations including Atlanta Bicycle Coalition, Bike Athens, and Savannah Bicycle Campaign. The program organizes efforts to contribute to the annual, statewide goal of reducing 5% bicycle and pedestrian fatalities. Program funding is provided to agencies for the purpose of increasing bicycle education, enforcement, and engineering considerations to encourage the ability for vehicles and cyclists to safely "share the road".

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The following projects will be carried out by Georgia Bikes! and its three partners: Atlanta Bicycle Coalition, Bike Athens, and Savannah Bicycle Campaign.
Media Campaign: Radio public service announcements aimed at cyclists and motorists, including Spanish language ads as needed. Ads will address Georgia's main crash types with messages related to watching for cyclists at intersections, safe passing distance, using helmets and lights and obeying traffic rules.
Seed Money for Local Advisory Committees or Organizations: Funding provided to new bicycle organizations or advisory committees. Funds can be used for administrative costs, events, and other costs related to promoting bicycle safety, education, awareness, design, policies or law enforcement.
Share the Road signage/pavement markings: To encourage the provision of bicycle facilities, local governments may apply for funds for the purchase and installation of Share the Road signs or pavement markings (aka "sharrows").
Other outreach and education programs: Provision of training to law enforcement, bus drivers, and/or engineers related to bicycling. Planning and sponsoring events that promote bicycling. These trainings and events will be produced and/or conducted by staff.

IX. PROPOSED FUNDING

Leveraging existing resources requires ongoing safety agency consultations. Georgia earned the Safety Belt Performance grant of $20,698,353 under 23 U.S.C. 406 in FY 2008 by achieving a seat belt use rate of 85 % or higher in 2006 and 2007. Georgia submitted a plan indicating how allocated funds will be used for highway safety and Federal-Aid highway programs. The Georgia Department of Transportation and the Governor's Office of Highway Safety identified the implementation of the comprehensive SHSP encompassing the four safety E's to go a long way to reduce high risk driving behavior. The funding plan allocates funding proportions as required and as noted below:

Safety Programs

$1,000,000

As specified by SAFETEA-LU, at least $1 million of the funds must be identified for behavioral highway safety activities.

Safety Programs

$4,849,176

GOHS will fund enforcement, public information and education programs consistent with Section 406 guidelines as well as Georgia's SHSP.

SHSP Emphasis Areas

$10,000,000

The Georgia GOHS will administer these funds at the direction of the Safety Program Leadership of the Georgia Governor's SHSP. The 406 funds will be administered in this way to ensure that the 406 funds are spent explicitly on the Emphasis Areas of the SHSP with prior approval of the SHSP Leadership.

Safety Improvements

$4,849,177

GDOT allocated these funds to supplement other federal funds set aside for Safety Improvement. Anticipated use will include funding for crash records location coding and other qualifying safety projects consistent with Georgia's SHSP.

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X. EVALUATION
In addition to statewide programmatic data, GOHS houses and analyzes data that the Georgia Department of Transportation (GDOT) collects and maintains. While complete traffic safety crash statistics are often difficult to obtain for one or even two years after the end of any given year, GOHS monitors available data sources and evaluates its efforts through the timeliest sources that are available for trends reflecting its effectiveness.
Currently, the University of Georgia (UGA) evaluates all GOHS programmatic milestones and accomplishments of annual objectives. Evaluation projects are designed and implemented to test countermeasure effectiveness in the real world. Program efforts are focused in the following areas: alcohol-impaired driving, drug-impaired driving, occupant protection (including child safety seats), speed and aggressive driving, pedestrian and bicyclist safety, motorcyclist safety, older driver safety, improving emergency medical services, and more.
According to UGA: "GOHS achieved the majority of its thirty-eight objectives. Of the planned objectives, GOHS achieved thirty (78.9%), partially achieved five (13.2%), and did not reach three (7.9%) of its objectives. Therefore, 92.1% of GOHS stated objectives were at least partially achieved, which represents an 8.0% increase over FY 2007. The FY 2008 objective achievement level is the highest by GOHS in five years of evaluation."
In FY 2011, GOHS plans to internally evaluate high funded programs such as Rolling Thunder and occupant protection. By collaborating with partners and other data holders, GOHS will be able to monitor the impact and progress of our grantees by measuring:
Safety belt usage rates in all vehicle types and vehicle positions. The number of law enforcement officers and/or agencies participating in enhanced enforcement efforts. The amount of time it takes to make and process a DUI arrest and complete the required
paperwork. The DUI conviction rate. The number of overall fatalities and serious injuries to all individuals. Overall roadway fatalities by fatality type
Georgia's SHSP will be evaluated annually through both process and impact evaluations. SHSP Task Teams' strategic programs will contribute to and be evaluated as to the contribution to the statewide reduction of highway crashes, injuries, and fatalities. The SHSP direction is to identify the methodology for doing impact evaluations. Impact evaluation methodologies may vary from one emphasis area to another. Identifying and adopting specific methodologies would require additional resources. During the next year's SHSP planning, a formal evaluation plan will consider the:
Areas to evaluate Methods to employ Measures to use Plan for analysis, and Future action to address the results

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The performance measure will be the annual reduction in the number of fatal and serious injuries as well as reaching the 2012 statewide reduction of highway fatalities to an annual average of 1,498 or fewer.
The newly revised HSIP regulations require an evaluation process of the overall HSIP and the SHSP. A. The evaluation process shall include a process to:
1. Analyze and assess the results achieved by the HSIP in reducing crashes, serious injuries, and fatalities, and 2. Evaluate the overall SHSP on a regular basis
a. Ensuring accuracy/currency of safety data b. Identifying factors that affect priority emphasis areas, strategies, and improvement c. Identifying issues that demonstrate a need to revise or update the SHSP
B. The evaluation information shall be used to: 1. Develop basic source data in the planning process 2. Setting priorities for highway safety improvement projects 3. Assessing overall effectiveness of the HSIP; and 4. Required reporting
C. The evaluation process may be financed with funds made available under federal code.
Crash Outcome Data Evaluation System (CODES)
The Georgia CODES Project is a data-linking project federally funded by the National Highway Traffic Safety Administration (NHTSA) and also uses 408 funds through GOHS. The project is housed in the Injury Prevention Program of the Department of Community Health. Injuries resulting from motor vehicle crashes remain a major health concern. Any one data set alone (Crash, Hospital/ER, EMS) does not give a complete picture of the risks factors of crash-related injuries and fatalities. But by linking crash, vehicle, and data on risk and protective factors to their medical and financial outcomes, a more comprehensive view of crash injuries is created, and opportunities for prevention can be identified.
Programmatic decisions are data driven and based on the analysis of injury data. With the growing interest in injury prevention programs within the traffic safety, public health, and law enforcement communities, there are a number of local, state, and federal initiatives, which drive the development of injury data analysis. At best this analysis incorporates crash, pre-hospital (EMS), emergency department (ED), hospital admission/discharge, trauma registry, and long-term rehabilitation databases to track injury causes, magnitude, costs, and outcomes. Georgia CODES has been used to link data from crash records with EMS records and hospital records.
What is CODES?
CODES uses linked electronic data to track persons involved in motor vehicle crashes from the scene through the health care system to determine crash outcome in terms of mortality, injury, severity, and health care costs.
CODES uses probabilistic techniques to link crash and injury records. Combinations of identifiers are used to identify records for specific individuals. For instance, geographic location, times, type of vehicle and other variables are used to identify a specific crash; age/date of birth, gender, description of injury, name or initials (if available) and other variables are used to locate a specific person.

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What do linked crash and injury data tell us?
Linked data identify the types of injuries and the costs that result from specific driver, vehicle, and crash characteristics. Below are examples of what linked data can identify: Populations at greatest or least risk for different types of injuries Hospitalization charges associated with crashes Characteristics of driver and occupant behavior that resulted in crashes Injuries in relation to bodily regions
The project uses the linked data to produce fact sheets and reports using identified prioritized motor vehicle areas of interest. Injury Prevention Section has worked toward institutionalizing CODES in Georgia by developing and maintaining relationships with data owners, users, and injury prevention stakeholders through the establishment of two groups, the CODES Board and CODES Data Subcommittee.
XI. CONCLUSIONS
With the Governor's SHSP, Georgia's highway safety goals are more clearly defined. Measurable lifesaving strategies contribute to specific highway safety areas to achieve the desired, lifesaving outcomes. Existing highway safety plans and organizational contributions are aligned to leverage resources. The results are Georgia's annual highway fatalities continue to decline. Georgia will evaluate its progress using three-year averages through 2012. For the period of time from 2009 through 2012, Georgia has achieved the previously established goal to reduce highway fatalities to an annual average of 1,498 or fewer. The annual highway fatality total should close out under 1,300. And, Georgia will "strive for zero deaths and injuries on Georgia roads".

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Appendix I SHSP Task Team Summit 2

Governor's Strategic Highway Safety Plan
"Every Life Counts Strive for Zero Deaths and Injuries on Georgia Roads"

Task Team Summit 2
"Revive, Strive, and Stay Alive"

Georgia Tech Global Learning Center
84 Fifth St. N.W.Atlanta, GA 30308-1031

Thursday, December 17, 2009 8:00am to 4:00 pm
(lunch/parking provided)

8:00 Onsite Check in (prior online registration)

9:00 Welcome

Deputy Commissioner Gerald Ross Department of Transportation



Director Robert F. Dallas Governor's Office of Highway Safety



Colonel Bill Hitchens Department of Public Safety



Commissioner Greg Dozier Department of Driver Services



Director Lisa Dawson Department of Community Health/Injury Prevention

Opening Remarks/Address

Governor Sonny Perdue (invited)



Dr. Mark Rosenberg, Task Force for Global Health

SHSP Summit 2 Format/Goal Deputy Director Spencer Moore (Breaks as necessary)

GOHS

10:00 Major Contributing Crash Factors National View/Georgia Experience

Terrance Schiavone, Regional Administrator National Highway Traffic Safety Administration

Occupant Protection

Dr. Don Bower Dan Brown Major Stewart Hicks

Aggressive Driving/Super Speeder

Deputy Greg Holcomb Captain Roger Hayes Jim Shuler

Impaired Driving

Lt. Scarlett Woods Sgt. David Martin

Traffic /Crash Records Data Analysis Mike Smith
Norm Cressman

UGA/CFCS DPS DPS
HEAT/TEN CPD GOHS
GOHS DCSO
GOHS
DOT

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12:00 Lunch (provided) Speaker


"Important Safety Roles" Ken Vance, Executive Director Peace Officers Standards and Training Council

1:00 Governor's SHSP Task Teams

Task Team Leaders/Speakers

Age Related (GDL/young/old)

Andrew Turnage Steve Davidson Shaliondel Benton

GTIPI DCH DCH

Non-motorized User (PEDS, ABC, SRTS)

Byron Rushing

DOT

Vehicle Type (heavy truck/motorcycle)


Frederick Huff

GOHS

Major Mark McDonough

DPS

Jim Kelly

DDS

Bruce Bugg

DPS/MCCD

Guy Young

GMTA

Trauma/Increasing EMS Capabilities

Billy Watson Jim Pettyjohn

DCH/EMS GTCNC

Traffic Incident Management

Gary Millsaps

DOT

Serious Crash Type (intersection/lane departure)

Dana Robbins Scott Zehngraff

FHWA DOT

Metropolitan Planning Organization (MPO's)

Talya Trudell

ARC

3:00 2010 Governor's SHSP Strategies

Randy Clayton

GOHS

SHSP Task Team Recruiting Commitment/Break Out/Signing



Occupant Protection /Age Related Aggressive/Impaired Driver Non-motorized/Vehicle Type Traffic Incident Management Serious Crash Type Trauma/EMS Traffic/Crash/Data

Room 323 Room 324 Room 330 Room 331 Auditorium Auditorium Auditorium

4:00 Adjourn

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Appendix II "Traffic Facts Young Drivers 2008"

2008 DATA

Young Drivers There were 6.6 million licensed drivers in the state of Georgia in 2007 (2008 data not

available). Young drivers, between 15 and 20 years old, accounted for 8.5 percent

(563,202) of all Georgia drivers, a 0.9-percent decrease from the 558,009 young drives

in 2003. In 2008, 12.8 percent (67,712) of all drivers involved in Georgia crashes

(530,087), 9.5 percent (97) of all drivers killed in crashes (1,023), and 17.0 percent

"Motor vehicle

(3,749) of drivers injured (22,072) were young drivers age 15 to 20 years old (Table 1).

crashes are the leading

Table 1
Licensed Drivers and Drivers Involved in Crashes by Age Group & Injury, 2008

cause of death for 15

to 20 year-olds"

-National Highway Traffic Safety Administration

*Licensed Drivers in 2007 *Licensed Drivers in 2007 **Severely or Visibly Injured
Source: Georgia Accident Reporting Crash Data 2008, FARS 2008
**Severely or Visibly Injured
Source: Georgia Accident Reporting Crash Data 2008, FARS 2008
Overall, the number of Georgia young drivers involved in crashes, received severe or visible injuries, or were killed in crashes have declined since 2005 (Figure 1). Last year, Georgia has experienced the lowest percent of crashes, injuries, and fatalities among young drivers between 2005 and 2008. The percent of young drivers fatalities dropped to 9.5 percent (97) in 2008 from 11.7 percent (136) in 2005. The 4-year average percent of young licensed drivers is 8.6 of all Georgia licensed drivers.

Figure 1
Percent of Young Licensed Drivers Involved in Crashes, Injured, and Killed in Georgia

RESTRAINT USE

*Licensed Drivers 4yr Avg (2004-2007)
Source: Georgia Accident Reporting Crash Data 2008, FARS 2008

University of Georgia Observational Studies show that Georgia has a 89.6 percent restraint use for all vehicles in 2008. In this same year, 46 percent (470) of the all Georgia driver fatalities (1,023) were unrestrained, improperly restrained, or un-helmeted; 51 percent (49) of all young drivers ages 15 to 20 fatally injured (97) were unrestrained. In 2005, 47 percent (543) of the all Georgia driver fatalities (1,162) and 56 percent (76) of all young drivers ages 15 to 20 fatally injured (136) were unrestrained.

Governor's Office of Highway Safety

www.gahighwaysafety.org

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"In 2008, 24 percent of 15 to 20 year-old drivers involved in fatal crashes had BAC levels of .01 g/dL or
higher."

2
GEORGIA COUNTIES
Georgia young driver fatalities represent 9.5% of the all driver fatalities in 2008. Figure 2 shows the distribution of young driver fatalities among all Georgia counties. Of Georgia's 159 counties, 102 counties had zero young driver fatalities (represented by Dark-Blue). Nine (9) counties have young driver fatalities that were less than the Georgia young driver fatality rate, 9.5% of all driver fatalities, within the county (represented by Light-Blue). Twentyseven (27) counties are 1 to 3.5 times greater than Georgia young driver fatality rate (represented by Pink) and twenty-one (21) counties are over 3.5 times greater than Georgia young driver fatality rate (represented by Red).
Although Fulton County had the greatest number of young driver fatalities (7), young drivers represent 10 percent (Middle Third - Pink) of all driver fatalities in this county. In comparison to Charlton and Union counties, which each have one young driver fatality that represent 33 percent (one-in-three) all driver fatalities (3.5 times more than the Georgia young driver fatality rate, Upper Third - Red).
Figure 2
Percent of Young Driver Fatalities by County, 2008
Compare Individual County Percent of Young Drivers Fatalities to Percent of All Young Driver Fatalities in Georgia (9.5%).

Number within each county represent the number of drivers ages 15-20 that were killed in motor vehicle crashes.

Source: FARS 2008, Georgia Accident Reporting Crash Data 2008
ALCOHOL
In 2008, drivers aged 15-20 accounted for 12 percent (5,864) of all impaired1 driver crashes within the US.
In Georgia, 24 percent (23) of the young drivers (15 to 20 years old) who were killed in crashes had a BAC of .01 g/dL or higher. The number of young drivers involved in fatal crashes and who have been drinking (BAC = .01+) increased by 35.3 percent (6 count increase) between 2005 and 2008.

1Drivers are considered to be alcohol-impaired when their BAC is .08 g/dL or higher. Thus, any fatality occurring in a crash involving a driver with a BAC of .08 or higher is considered to be an alcohol-impaireddriving fatality.

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www.gahighwaysafety.org

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3

The most common underage drinking and driving fatality occurs among persons 18 and 19 years of age; each age group has 7 drivers fatally injured with BAC equal to 0.01 g/dL or higher (Table 2). Thirty-two percent (7 / 22) of fatal injuries among 18 year olds involved the consumption of alcohol; in comparison to, 23
percent (7 / 30) occurring among 19
year olds in 2008.

Table 2
Driver Fatalities by Age & Percent With BAC = .01 or Higher, 2008

In 2008, 24 percent of 15 to 20 yeaold drivers involved in fatal crashes had BAC levels of .01 g/dL or higher. The highest percentages were for drivers ages 21 to 24 and 25 to 34 (35% and 31%, respectively).

*Drivers under the age of 15 or of unknown age are not included in TOTAL
Source: Georgia Accident Reporting Crash Data 2008, FARS 2008

Governor's Office of Highway Safety

www.gahighwaysafety.org

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Governor's Office of Highway Safety
Strategic Highway Safety Plan Governor's Office of Highway Safety
34 Peachtree Street, Suite 800 Atlanta, Georgia 30303
www.gahighwaysafety.org/shsp