PERFORMANCE REPORT
STRATEGIC AND ORGANIZATIONAL GOALS
SAFETY STRATEGIC GOAL
ENHANCE THE PUBLIC HEALTH AND SAFETY BY WORKING TOWARD THE ELIMINATION OF
TRANSPORTATION-RELATED DEATHS AND INJURIES
Improving safety throughout the transportation network is the premier goal of the Department of Transportation. Passage of the Safe, Accountable, Flexible, Efficient Transportation Act: A Legacy for Users (SAFETEA-LU) provided a renewed foundation for innovation in vehicle and infrastructure safety, partnerships with the states, and data-driven solutions to persistent safety challenges. The National Rail Safety Action Plan targets the most frequent and highest-risk causes of train accidents and accelerates research into new technologies. The Federal Aviation Administration and the Pipeline and Hazardous Materials Safety Administration are implementing risk management systems, which help them identify potential problems and develop targeted responses.
The U.S. Department of Transportation leveraged $21,430 million to promote
safety in our nation's transportation system.
Key Performance Areas
Strategic outcomes from the DOT Strategic Plan are indicated in blue and FY 2008 results for key DOT performance measures are marked to indicate Met Target (
) and Did Not Meet Target (
).
| Reduction in transportation-related deaths Reduction in transportation-related injuries |
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Highway Safety
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Rail Safety
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Transit Safety
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Aviation Safety
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Pipeline Safety
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Hazardous Materials Safety
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2008 Performance Highlights
- Fatalities from large truck crashes dropped for the third consecutive year with a total decline of 8.2 percent.
- In aviation, there was less than 1 fatality for every 100 million persons on board. Fatalities aboard commercial airliners have dropped 57 percent in the last 11 years.
- The National Rail Safety Action Plan has contributed to across-the-board improvement in rail safety during the past three years with nearly a 25 percent decrease in the number of train accidents since 2004.
- Pipeline corrosion and excavation damage incidents were down 36 percent
Highway Safety
FY 2008 Enacted Funds: $11.2 Billion
Motor vehicle traffic crashes account for 99 percent of all transportation-related fatalities and injuries. In 2005, they were the leading cause of death for Americans age 3 through 6 and 8 through 34. Alcohol is the single biggest contributing factor in fatal crashes. Motor vehicle crashes place a considerable burden on the nation's health care system and have significant economic effects. The cost to the economy of all motor vehicle crashes was approximately $230.6 billion, in 2000 dollars, or 2.3 percent of the U.S. Gross Domestic Product. The FHWA, NHTSA, and FMCSA contribute to the accomplishment of the Department's highway safety goal by promoting safer roads, safer vehicles, and safer driver behavior.
The Department remains committed to reducing highway fatalities and fully supports the goal of reducing fatalities to a rate of 1.0 per 100 million vehicle miles traveled (VMT). The target date for achieving the 1.0 goal was revised from 2008 to 2011, to account for the dramatically changing nature of the challenges currently facing highway safety. In 2007, the latest year for which figures are available, the estimate of the highway fatality rate was 1.37 fatalities per 100 million VMT.
To most effectively align program and policy actions needed to meet key challenges, the Department established four fatality sub-measures-passenger vehicles, non-occupants, motorcyclists, and large-truck and bus-related fatalities-which represent the breadth of all highway users. This approach more closely examines the fatality rates of the different segments of highway users, devotes greater energy and resources, and develops new strategies combating sub-measure trends that impede progress to the overall 1.0 goal.
FY 2009 Performance Forecast. The FY 2009 target for passenger vehicles is 1.02 passenger vehicle occupant fatalities per 100 million passenger vehicle VMT. Initial travel data for 2008 suggests that the higher price of gasoline together with the combined effects of the economic downturn, the trend towards increased use of smaller cars, and towards more walking, bicycling, and motorcycle riding, as well as the use of mass transit, reflect the fact that fundamental changes in personal travel are occurring in our transportation system. These various changes will affect the outcome measures for 2008 and later years, and may make it more difficult to forecast whether targets can be met.
Passenger Vehicles
Passenger vehicle occupant fatalities constitute around 70 percent of all highway fatalities. While the total number of passenger vehicle fatalities has declined over the last five years, the Department knows that more needs to be done. Passenger safety rests on three things: safe road conditions, safe cars, and safe behavior. The Federal Highway Administration (FHWA) works with States to address road conditions that lead to crashes, while the National Highway Traffic Safety Administration (NHTSA) works with vehicle manufacturers to develop safer cars and with the driving public to promote safer driver and passenger behavior.
Performance Measure Passenger vehicle occupant highway fatality rateper 100 million passenger vehicle miles traveled (VMT) |
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| 2005 | 2006 | 2007 | 2008 | |
|---|---|---|---|---|
| Target | 1.15 | 1.12 | 1.10 | 1.06 |
| Actual | 1.15 (r) | 1.11 (r) | 1.05 * | 1.03 # |
| (r) Revised; *Estimate based on projected 2007 VMT; # Projection based on trends from historical data. Actual number will be different, depending on external factors such as the economy, price of fuel, actual miles driven, vehicle mix, etc. | ||||
| Associated FY 2008 Funding - $7.34 billion | ||||
FY 2008 Results. The 2008 target will likely be met. During FY 2008, NHTSA made significant progress in behavioral programs to affect the passenger occupant fatality rate. The Agency led two nationwide law enforcement crackdowns to reduce impaired driving, and coordinated the annual Click It or Ticket mobilization to increase seat belt use. It developed and introduced new materials to improve the use of the Lower Anchors and Tethers for Children (LATCH) system to simplify installation of child safety seats, a new Ease of Use rating system for child safety seats, and a new teen driver safety campaign including a focus on parental responsibility. We are already seeing results from the new requirement for Electronic Stability Control (ESC) systems in passenger vehicles. ESC is a technology that has the potential to save many lives by assisting the driver in maintaining control in critical driving situations. For vehicles equipped with the technology, we estimate that these systems have reduced fatal single vehicle crashes by 63 percent for light trucks and vans (LTVs) and 36 percent for passenger cars. Rollover involvements in fatal crashes were decreased by 70 percent in passenger cars and 88 percent in LTVs. For more information, please view Statistical Analysis of the Effectiveness of Electronic Stability Control (ESC) Systems Report at: http://www.regulations.gov/fdmspublic/component/main?main=DocumentDetail&o=09000064802b4607.
When properly used, child safety restraint systems reduce fatalities by 71 percent in infants and 54 percent in toddlers. However, 7 of 10 child safety seats are installed improperly. DOT's new campaign educates parents on proper installation and provides a new 5-star rating system that tells consumers which child-safety seats are easiest to install called LATCH - Lower Anchors and Tethers for Children.FY 2009 Performance Forecast. DOT expects to see a reduction in the number of passenger fatalities in FY 2009, but because of significant changes in Americans' driving habits due to higher gas prices, the number of vehicle miles traveled may decline. This decline could affect the ratio of fatalities per 100 million passenger vehicle-miles traveled, increasing the fatality rate even if the number of fatalities was reduced.
There are a number of FHWA and NHTSA programs that have contributed to the decline in passenger fatalities over the years. Some of the developments in FY 2008 not mentioned previously are summarized below:
Rural roads carry less than half of America's traffic yet account for over half of the Nation's vehicular deaths. A Rural Safety Initiative will bring focus and a comprehensive approach to rural safety promoting safer drivers, better and smarter roads, better trained emergency responders, and stronger partnerships to help improve safety.
- Rural Safety Initiative - Rural roads carry less than half of America's traffic yet they account for over half of the nation's vehicular deaths. The Rural Safety Initiative focuses on the four key factors that contribute to rural road deaths: human behavior, roadway environment, vehicles, and medical care after a crash. For more information please visit: http://www.dot.gov/affairs/ruralsafety/ruralsafetyinitiativeplan.htm.
- Cable median barriers - FHWA emphasized barrier installation in the medians of divided highways, especially cable median barriers which reduce cross median fatal crashes by 80 to 95 percent where used.
- Ignition Interlocks - For several years, NHTSA has advocated the use of ignition interlocks for repeat offenders. These devices can detect when an offender has been drinking and prevent a vehicle from starting, thus helping to reduce the chances that offenders might again take to the road while impaired. In the past year, six States (Arizona, Illinois, Louisiana, Nebraska, New Mexico and Washington) have passed laws that require the use of ignition interlocks for all DWI offenders.
- Click It or Ticket - The most successful seat belt campaign ever, helped achieve the current overall seat belt usage - 83 percent for 2008. NHTSA data show, however, that nighttime belt use continues to be much lower, particularly among young drivers. The campaign this year focused on the issue with the theme 'Day or Night - Buckle Up or Pay Up'. The campaign was accompanied by statewide teen and nighttime demonstration projects to encourage improved seat belt usage among these high risk populations.
Large Trucks and Buses
Just as passenger safety relies on safe road conditions, safe vehicles, and safe driver behavior, so does safety for large trucks and buses. The FMCSA conducts education and outreach to truck drivers, bus drivers and motor carrier companies. In addition, FMCSA develops, implements and enforces in-use safety regulations, and along with NHTSA, analyzes the causes of commercial motor vehicle crashes. NHTSA is responsible for developing, setting, and enforcing vehicle safety standards related to new trucks and buses as well as determining safety related defects prompting the recall of a truck or bus.
Performance Measure Large truck and bus fatality rateper 100 million total vehicle-miles traveled (VMT) |
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| 2005 | 2006 | 2007 | 2008 | |
|---|---|---|---|---|
| Target | N/A | 0.179 | 0.175 | 0.171 |
| Actual | 0.185 | 0.176 | 0.170 * | 0.168 # |
| * Estimate # Projection based on trends from historical data. Actual number will be different, depending on external factors such as the economy, price of fuel, actual miles driven, vehicle mix, etc. | ||||
| Associated FY 2008 Funding - $1.67 billion | ||||
FY 2008 Results - Preliminary data for 2007 (the most recent data available) show that FMCSA exceeded its target in reducing the fatality rate for commercial motor vehicles, with a rate of .170 fatalities per 100 million total vehicle miles traveled (VMT), and a decrease in total truck and bus fatalities to 5,099. Fatalities from large truck crashes have dropped for three consecutive years from 5,240 in 2005 to 4,808 in 2007; a decline of 8.2 percent. Bus related fatalities dropped 4.5 percent between FY 2006 and FY 2007. These improvements are due, in part, to increased numbers of roadside inspections and safety interventions performed by FMCSA and our state partners.
In 2007, FMCSA, NHTSA and FHWA developed new performance targets to focus the Department's efforts on the critical factors responsible for overall highway fatality rates. To this end, the FMCSA fatality rate measure was aligned with the other highway modes to measure against total VMT, rather than just measuring against the subset of truck vehicle miles traveled. The previous FMCSA performance measure for truck fatalities shows a reduction to a rate of 2.24 per 100 million truck VMT in 2006, based on the latest information available. Final information on this measurement for 2006 and preliminary information for 2007 will not be available until December 2008.
FY 2009 Performance Forecast - DOT expects to meet the target in FY 2009.
Promoting Safety for Large Trucks and BusesAlthough it has reached the lowest incidence of truck and bus crashes in decades, FMCSA still has a lot of work to do to achieve the goal of no more than 0.16 large truck and bus related fatalities per 100 million total VMT by the end of 2011. To reach the next level of safety, the Agency is examining the foundation of all of its safety programs and revisiting many existing programs. The FMCSA launched a major initiative in FY 2005 to reexamine and reengineer core safety activities called the Comprehensive Safety Analysis 2010 (CSA 2010). In FY 2008, the Agency began initial testing and evaluation of the CSA 2010 projects in four States. A representative sample of interstate motor carriers from Colorado, Missouri, New Jersey, and Georgia were exposed to a new safety measurement system and progressive intervention concept. The demonstration will determine the effectiveness of the new progressive interventions. Preliminary data analysis suggests a 40 percent improvement in terms of FMCSA's ability to reach more carriers and drivers. Therefore, we expect to see improved compliance and decreased motor carrier-related crashes and fatalities as a result of this new approach.
The NHTSA published a Notice of Proposed Rulemaking (NPRM) to require lap/shoulder belts for small school buses and establish performance requirements for voluntarily installed seat belts on large school buses. NHTSA expects to publish a final rule improving the stopping distance requirements for large trucks. This rule will require trucks to be equipped with larger drum brakes or in some cases disc brakes, and is expected to reduce crashes, fatalities, and injuries due to improved braking performance. The FMCSA and NHTSA completed initial research to understand performance capabilities and potential safety benefits of stability control systems in tractor semi-trailers and single unit trucks. In addition, the FMCSA initiated a field test of an electronic vision enhancement system to reduce truck blind spots. NHTSA is fully engaged in testing motor coaches to address safety issues related to occupant protection, roof crush, fire suppression and emergency evacuation.
Motorcyclists
Motorcyclist fatalities have increased each year since reaching an historic low of 2,116 fatalities in 1997. In 2007, motorcyclist fatalities increased for the tenth year in a row to 5,154 from 4,837 in 2006. This is a 6.6 percent increase in just one year and fatalities among motorcyclists (motorcycle operators and passengers) accounted for 13 percent of the 41,059 total fatalities in motor vehicle crashes in 2007.
The measure of motorcyclist fatalities was re-baselined in 2008, when it became a DOT sub-metric, to reflect a change of focus from fatalities per 100 million VMT to fatalities per 100,000 registrations. The targets were set below actual projected fatality rates. Between 1997 and 2006, motorcycle registrations increased by 75 percent while fatalities far outpaced the increase in registrations. Given the increase in exposure resulting from the increased use of motorcycles for transportation, reaching the target motorcycle fatality rate of only 77 fatalities per 100,000 motorcycle registrations in 2009 is an ambitious goal.
Performance Measure Motorcyclist fatality rate per 100,000 motorcycle registrations |
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| 2005 | 2006 | 2007 | 2008 | |
|---|---|---|---|---|
| Target | N/A | 75 | 76 | 75 |
| Actual | 72.5 | 72.4 (r) | 71.8 * | 71.3 # |
| (r) Revised; *Estimate based on projected 2007 motorcycle registrations; # Projection based on trends from historical data. Actual number will be different, depending on external factors such as the economy, price of fuel, actual miles driven, vehicle mix, etc. | ||||
| Associated FY 2008 Funding - $1.00 billion | ||||
FY 2008 Results. Projections using the latest available rate data (2002-2006) indicate that the target for 2008 should be met. During FY 2008, NHTSA initiated development of national standards for novice motorcycle rider (operator) training, completed a program to educate motorcyclists on the dangers of riding impaired, updated motorcycle licensing guidance to State Motor Vehicle Administrators, and continued to incorporate motorcycle operators in High Visibility Enforcement (HVE) impaired-driving crackdowns. NHTSA also initiated a research project to train riders on visual search strategies on curves to decrease the likelihood of run-off-the-road crashes.
FY 2009 Performance Forecast. DOT expects to meet the target in FY 2009.
Promoting Motorcycle SafetyAs the number of motorcycle fatalities continues to rise, the Department has targeted some of its safety programs specifically at motorcyclists. In October 2007, DOT released the Action Plan to Reduce Motorcycle Fatalities. The key initiatives are:
- Conducting the Motorcycle Crash Causes and Outcomes study
- Developing national standards for entry level motorcycle rider training
- Addressing the falsification of helmet certifications
- Distributing the brochure Roadway Safety for Motorcycles to road planners, designers, and engineers
- Creating a program to educate police on motorcycle safety
- Marketing a Share the Road campaign kit to States, local communities, and motorcycle organizations
Under a separate initiative, NHTSA continued to promote high visibility enforcement during National Impaired Driving Crackdown periods (Labor Day and the month of December) with the message 'Drunk Driving. Over the Limit. Under Arrest'. The ads were updated for the 2008 Labor Day campaign to feature a motorcycle rider, since motorcycle fatalities continue to rise and a higher percentage of impaired driving fatalities involve riders (35 percent) as compared with drivers of other motor vehicles (32 percent).
Non-Occupants
The target for non-occupant fatalities was re-baselined in 2008 when this measure became a DOT sub-metric. The non-occupant fatality rate uses overall VMT data to calculate the rate since pedestrian, bicyclist, and other non-occupant miles traveled are not available-meaning the numerator is much smaller than the denominator and changes in the rate are minuscule.
Performance Measure Non-occupant fatality rate per 100 million VMT |
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| 2005 | 2006 | 2007 | 2008 | |
|---|---|---|---|---|
| Target | 0.16 | 0.16 | 0.15 | 0.19 |
| Actual | 0.20 | 0.19 | 0.18 | 0.19 # |
| # Projection based on trends from historical data. Actual number will be different, depending on external factors such as the economy, price of fuel, actual miles driven, vehicle mix, etc. | ||||
| Associated FY 2008 Funding - $1.20 billion | ||||
FY 2008 Results. DOT expects to meet the FY 2008 target. We missed the target in FY 2006 and FY 2007, although we did see a decrease in the number of fatalities for pedestrians and bicyclists. To address this performance gap, NHTSA initiated research to decrease the incidence of crashes involving impaired pedestrians, tested enforcement strategies to reduce vehicle crashes involving pedestrians, and completed a comprehensive pedestrian safety demonstration program. The Agency initiated an assessment of hit-and-run crashes to identify common variables and to develop and implement countermeasures specific to that crash type, in addition to a demonstration project supporting implementation of the Community Guide to Enhanced Pedestrian Safety. NHTSA held a public meeting to address the issue of blind pedestrians around quiet cars and subsequently began development of a research plan to address the issue.
To address pedestrian-related crashes, FHWA consulted with State and local agencies targeting high crash locations in States and cities with the highest number of pedestrian fatalities. FHWA assisted in developing and implementing pedestrian safety action plans and delivered a training course, How to Develop a Pedestrian Safety Action Plan and Engineering for Pedestrian Safety, on 40 occasions in targeted areas with pedestrian safety issues. FHWA developed two new guides (Pedestrian Safety Guide for Transit Agencies and A Resident's Guide for Creating Safe and Walkable Communities) to reach non-traditional audiences including transit agency staff and residents working to improve pedestrian safety within their communities.
NHTSA also initiated development of a law enforcement training program on pedestrian safety and developed an education program to enhance older pedestrian safety at the community level. A curriculum was developed to teach pedestrian and bicycle safety to individuals who use English as a second language.
FY 2009 Performance Forecast. DOT expects to meet the target.
Aviation Safety
FY 2008 Enacted Funds: $9.86 Billion
This remains one of the safest periods in aviation history for both commercial and general aviation. Over the last five years, nearly three billion airline passengers reached their destination safely. As the stewards of aviation safety in the U.S., FAA and its industry partners have built a system that operates nearly 32,000 scheduled commercial flights daily and has reduced the risks of flying to all-time lows.
This map shows which states had an increase in traffic fatalities greater than 5 percent, increases less than 5 percent or decreases from 2006 to 2007. The results are generally positive with over half the states seeing a decrease in fatalities. These results provide DOT with the opportunity to target effective safety initiatives and campaigns. For more information see NHTSA's August 2008 Traffic Safety Facts at http://www-nrd.nhtsa.dot.gov/Pubs/811017.pdf.
Performance Measure Number of commercial air carrier fatalitiesper 100 million persons onboard |
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| 2005 | 2006 | 2007 | 2008 | |
|---|---|---|---|---|
| Target | N/A | N/A | N/A | 8.7 |
| Actual | N/A | N/A | N/A | 0.4 * |
| * Preliminary estimate | ||||
| Associated FY 2008 Funding - $8.21 billion | ||||
FY 2008 Results. In FY 2008, FAA adopted a new safety performance metric and target for commercial air carriers. The metric, fatalities per 100 million persons carried, is more relevant because it measures the individual risk to the flying public. All fatalities, including passengers, crewmembers, ramp workers, and ground fatalities, are counted equally.
We met our target with a result of 0.4 (preliminary estimate) fatalities per 100 million persons on board. Two accidents with 3 fatalities (ground and crew members) occurred in July.
While FY 2008 results were significantly better than our target of 8.7 fatalities per 100 million persons on board, the new measure remains a challenge. Aviation numbers involve years with few fatalities, interspersed with spikes in the wake of singular catastrophic accidents. As an example, our established out-year goal is 4.4 fatalities per 100 million people on board. At 4.4, a major accident in an aircraft as small as a Saab SF 34 (typically 30 to 32 passenger seats) will assure failure in the out years. Consequently, FAA established interim goals, such as the goal of 8.7 fatalities per 100 million persons on board for FY 2008, as recognition of the volatility in aviation measures as we work our way to a sustained, low fatality rate.
FY 2009 Performance Forecast. The FAA expects to meet the FY 2009 commercial air carrier fatality rate. The goal is a 50 percent reduction in fatalities by 2025. To meet this goal, the FAA will continue to work in partnership with industry.
Although most people are familiar with FAA's role in commercial aviation, they may not be aware that it also oversees the safety of approximately 300,000 general aviation (GA) aircraft in the United States. These aircraft include amateur-built aircraft, rotorcraft, balloons, and highly sophisticated turbojets. General Aviation activities include student training, crop dusting, fire fighting, law enforcement, news coverage, sightseeing, industrial work, on-demand air taxi service, corporate transportation, business use, and personal use.
Performance Measure Number of fatal general aviation accidents |
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| 2005 | 2006 | 2007 | 2008 | |
|---|---|---|---|---|
| Target | 343 | 337 | 331 | 325 |
| Actual | 354 | 299 | 314 | 299 * |
| * Preliminary estimate | ||||
| Associated FY 2008 Funding - $1.63 billion | ||||
FY 2008 Results. FAA has met the target this year for reducing GA fatal accidents. Since the FAA began using GA fatal accidents as a performance target seven years ago, the target has been exceeded just once. In FY 2008, GA fatal accidents once again decreased from the previous year. FAA and industry's collaborative safety initiatives continue to drive the GA fatal accident rate lower. We have consistently met our GA safety goals and successfully remained under our ceiling of 325 fatal accidents for FY 2008. The end of April 2008 marked a 3-year period that was the safest ever recorded in the history of general aviation.
During these three years, FAA continued its emphasis on enhancing general aviation safety and directed energies to creating an improved measure. The new safety metric tracks the general aviation fatal accident rate rather than the number of fatal accidents. The FAA has baselines for the new GA safety metric and goal which will be implemented in FY 2009. The previous measure was not rate-based and did not reflect fleet activity levels and its relationship to the number of fatal accidents. The new performance measure is a true rate-based metric and tracks changes in the fatal accident rate for a fixed volume of flight hours (per 100,000 flight hours). Our goal is to reduce GA fatal accidents over the next ten years to no more than one accident per 100,000 flight hours.
FY 2009 Performance Forecast. FAA expects to meet the performance target in FY 2009.
Promoting Aviation SafetyCreating safe flying conditions is a complex interplay of many activities but FAA has learned that by addressing the precursors to accidents, operational errors, and runway incursions, safety is enhanced. Therefore, the agency spends considerable time and resources to reduce operational errors and runway incursions.
In addition, in recent years, FAA has focused on reducing aviation risks in Alaska, particularly those associated with general aviation. Aviation plays a vital role in Alaska, but the state's topography, high volume of off-airport operations, and extreme weather present unique safety challenges to pilots.
RUNWAY ACCIDENTS
After a series of high-profile events earlier this year raised questions about the U.S. aviation safety program, an outside team of aviation and safety experts conducted an independent review. The review produced thirteen recommendations intended to keep the FAA ahead of multiple risk factors.
Reducing the risk of runway incursions is one of FAA's top priorities. The definition of a “runway Incursion” was changed in October 2007 to “any occurrence at an airport involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and takeoff of aircraft.” Reducing runway incursions lessens the probability of accidents that potentially involve fatalities, injuries, and significant property damage.
FAA pursues a number of initiatives to address runway incursions, but close calls at some of the nation's busiest airports in 2007 showed that FAA and the aviation industry must take quick action to reduce the risk of runway incursions and wrong runway departures. In 2007, more than 40 aviation leaders from airlines, airports, air traffic control and pilot unions, aerospace manufacturers, and the FAA agreed to quickly implement a five point short-term plan to improve safety at U.S. airports.
The FAA Administrator asked the meeting participants to consider solutions in four areas: cockpit procedures, airport signage and markings, air traffic procedures, and technology. The table below summarizes the plan and gives the status of each recommendation to date.
| Call to Action for Runway Safety | |
|---|---|
| Recommendation | Status |
| 1. Within 60 days, teams of FAA, airport operators, and airlines will begin safety reviews at the airports where wrong runway departures and runway incursions are the greatest concern. | FAA completed runway safety reviews at 20 initial “call to action” airports based on runway incursion data and wrong runway departure data. The result was more than 100 short-term and numerous mid- and long-term initiatives. Most of the short-term initiatives identified are complete. |
| 2. Within 60 days, disseminate information and training across the entire aviation industry. | All certificated airports and active air carriers were asked to provide annual recurrent training for all individuals with access to runways and taxiways. To date all 112 air carrier are in compliance and 91 percent of the airports have agreed to develop such training. |
| 3. Within 60 days, accelerate the deployment of improved airport signage and markings at the top 75 airports, well ahead of the June 2008 mandated deadline. | FAA completed the implementation of upgraded or enhanced runway markings at the 75 medium and large airports with more than 1.5 million annual boardings before the June 30, 2008 target. On March 31, 2008, FAA extended the markings requirement to all certificated airports. The markings must be implemented by December 2009 or December 2010 depending upon the airport size. To date, 151of the 489 small certificated airports (31 percent) have completed the installations. |
| 4. Within 60 days, review cockpit procedures and air traffic control (ATC) clearance procedures. This may include changing cockpit procedures to minimize pilot activities and distractions while an aircraft is moving on the ground and to make ATC instructions more precise. | All 112 active air carriers have reviewed their cockpit procedures. The FAA completed an analysis of air traffic control procedures and found that more explicit taxi instructions are needed. In May 2008, FAA implemented procedures for issuing more detailed taxi instructions. |
| 5. Implement a voluntary self-reporting system for all Air Traffic Organization personnel, such as air traffic controllers and technicians. | In March 2008, FAA and the National Air Traffic Controllers Association signed an 18 month agreement to create and use an Air Traffic Safety Action Program at several designated sites. The program is designed to foster a voluntary, non-punitive environment for the open reporting of flight safety concerns by air traffic controllers. |
According to the preliminary FY 2008 data, FAA met the target of no more than 0.509 runway incursions per million operations. For more information on the Call to Action and other runway safety initiatives, please visit: http://www.faa.gov/airports_airtraffic/airports/runway_safety/.
OPERATIONAL ERRORS
One of the fundamental principles of aviation safety is separation-the need to maintain a safe distance from other aircraft, terrain, obstructions, and restricted airspace. Air traffic controllers employ rules and procedures that define separation standards for this environment. An operational error (OE) occurs when controllers fail to apply or follow these procedures that enforce separation and allow aircraft to end up too close to each other or to an obstruction. Reducing the risk of operational errors is one of the FAA's top priorities as traffic continues to increase. We did not meet our FY 2008 target of limiting Category A and B (most serious) operational errors to a rate of no more than 2.15 per million activities, reaching an operational rate of 2.31 (preliminary estimate).
In FY 2008, FAA revised the way operational errors are measured. The new separation conformance measure of proximity provides a consistent comparison of events. However, the conformity measure needs further refinement for enhanced utility. Several types of events currently fall outside the conformity index, such as errors involving military flights of two aircraft and errors involving dependent Instrument Landing System (ILS) approaches. In FY 2009, we will be expanding conformity to include a greater number of events that result in operational errors.
In 2009, the FAA will continue to develop an index to describe the central tendency and variance of losses of separation. The index will allow FAA to measure performance over a period of time, similar to a stock index. This new measure will provide indicators that reflect both the risk of collision and the degree to which separation standards were maintained.
The FAA continues to focus on the development and implementation of an automated software prototype that will depict Air Traffic Control separation conformance in the Terminal environment nationwide. The Traffic Analysis and Review Program will achieve the following:
- apply separation logic to targets,
- identify where applicable separation standards are not being maintained, and
- highlight incidents needing further investigation.
ALASKA ACCIDENTS
Alaska's skyways are equivalent to the highway and road infrastructure found throughout the continental U.S., making the use of general aviation aircraft essential to everyday life. This includes but is not limited to enabling children to attend school, traveling to medical appointments, and supplying communities with groceries, fuel, and mail.
Therefore, there is urgency to modernize flight service in Alaska and FAA's Flight Plan focuses specifically on reducing GA accidents in Alaska. The agency's goal is to reduce Alaska accidents from the 2000-2002 average of 130 accidents per year to no more than 99 accidents per year by FY 2009. Based on preliminary FY 2008 data, there were 108 GA accidents in Alaska, missing the FY 2008 target of 104.
In FY 2008, the FAA continued to work jointly with the Alaska aviation community through a number of organizations and safety programs such as: the Medallion Foundation, Alaska Air Carriers Association, Alaska Airman's Association, FAASTeam (FAA Safety Team), and Circle of Safety.
In addition to these training and education efforts, we're using new technology in Alaska, such as the satellite-based Capstone navigation and terrain awareness avionics. We're also installing 221 additional weather cameras throughout the state. These cameras provide a real-time depiction of what's happening throughout the state. The Alaskan pilot now has go/no go information that was previously unavailable.
E-mails and post cards were sent in March 2008, to every pilot with a current medical certificate in Alaska. The communication emphasized the Alaska accident data and encouraged flight instruction. This message continues to be delivered via tri-fold pamphlets at local events.
The FAA and Medallion executed a 'See your CFI before you fly' media blitz which began broadcasting on the radio in April 2008 and on television in May 2008. This effort targets the historical rise of accidents each year in spring after months of not flying. It encourages pilots to work with their certified flying instructors (CFIs) in a Medallion training device at no cost and/or in an aircraft. The Medallion training devices have sophisticated visuals that use satellite imaging developed under a NASA grant. Pilots who use these devices can simulate deteriorating weather and other scenarios that allow them to practice their decision-making skills.
Rail Safety
FY 2008 Enacted Funds: $161 Million
In the past 10 years, the Federal Railroad Administration (FRA) has successfully reduced the total number of rail-related accidents nationwide and the rate of accidents per million train-miles. From FY 1998 through FY 2007, total accidents have declined by 21 percent, while the rate of accidents per million train-miles has dropped by almost thirty-three percent. Significantly, this has occurred while rail traffic rose almost 18 percent. Although this is good news, FRA was concerned with the slight increase in the number of train accidents and the relatively flat accident rate over much of this same period.
To address the train-accident challenge, the Department launched the National Rail Safety Action Plan in 2005. The plan targeted the most frequent, highest-risk causes of train accidents; focused FRA oversight and inspection resources more precisely; and accelerated research efforts that had the potential to lessen the largest risks.
Performance Measure Rail-related accidents and incidentsper million train-miles |
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| 2005 | 2006 | 2007 | 2008 | |
|---|---|---|---|---|
| Target | 17.14 | 16.80 | 16.70 | 18.45 |
| Actual | 18.03 (r) | 17.42 (r) | 16.56 (r) | 15.74 * |
| (r) Revised; * Preliminary estimate | ||||
| Associated FY 2008 Funding - $161 million | ||||
FY 2008 Results. For the first nine months of FY 2008, FRA is significantly below its target for the year and is confident it will remain below the yearly goal, despite the September 2008, collision between a commuter train and a freight train in Los Angeles, which killed 25 passengers. Much of its success is attributable to the aggressive implementation of the National Rail Safety Action Plan; the railroads' support of FRA's safety initiatives; independent actions taken by railroads, labor unions, and rail employees to operate more safely; and the assistance of researchers and other industry stakeholders in developing and deploying new, safer technology. Additionally, FRA has built substantial partnerships with State and local agencies, through the State Rail Participation Program, to address accidents and casualties at highway-rail grade crossings and from trespassing. These activities benefit the public in several ways: fewer accidents mean fewer deaths and injuries, fewer health-care expenses, and a reduced loss of personal property.
FY 2009 Performance Forecast. FRA should meet its FY 2009 target.
Promoting Rail SafetyFRA has succeeded over the past several fiscal years in meeting or exceeding its grade-crossing goals, measured by the number of incidents that occur where roads cross railroads. To reach this level of safety, FRA has required railroads to take a number of precautions, such as
- using train horns at highway-rail crossings;
- testing warning devices regularly;
- using alerting lights on locomotives;
- applying retro-reflective material on all rolling stock; and
- trimming vegetation that could block signs.
FRA will use these types of preventive measures to help the state of Louisiana implement as part of a statewide highway-rail crossing safety action plan. Louisiana has consistently ranked among the top five states nationally with the highest number of grade crossing collisions and fatalities. The state's action plan focuses on reducing vehicle-train collisions at grade crossings where multiple incidents have occurred. As part of this effort, the Louisiana Department of Transportation and Development announced an agreement with the Kansas City Southern Railway to make safety improvements at 300 public grade crossings. Over five years, more than $16 million will be invested to upgrade warning devices, replace cross-buck signage, and close redundant crossings. FRA is currently working with Texas and Illinois to develop similar state-specific action plans.
In May 2008, FRA announced completion of the National Rail Safety Action Plan (NRSAP), noting that the plan contributed to an across-the-board improvement in rail safety during the past three years, including nearly a 25 percent decrease in the number of train accidents since 2004. Please view the report at: http://www.fra.dot.gov/downloads/PubAffairs/final_report_May_2008.pdf. As a part of the NRSAP, FRA developed a Federal rule to address top human factor causes of accidents. The final rule was issued in February 2008. The final rule covers both railroad operational testing programs and railroad operating practices related to the handling of equipment, switches, and fixed derails. The rule establishes greater accountability for implementation of sound operating rules necessary for safety. Through the first four months of FY 2008, the industry has seen a 17 percent drop in human-factors caused accidents that relate to the railroad operating rules (now regulations) that had, in the past, accounted for many accidents and injuries to railroad employees and the public. FRA is also working to ensure that emergency responders have timely access to key train hazmat information. The American Association of Railroads (AAR) amended its Operating Practices for Transportation of Hazardous Materials circular to provide that local responders be given a ranked listing of the top 25 hazardous materials transported by rail, upon their written request. CSX Transportation and Chemtrec entered into a pilot agreement, and FRA is working with AAR to encourage participation from other railroads.
Transit Safety
FY 2008 Enacted Funds: $10 Million
Public transportation provides a flexible, safer alternative to traveling by automobile. Currently, transit is one of the safest modes of travel per passenger-mile traveled. According to the National Safety Council, passengers on the Nation's bus, rail, or commuter rail systems are 40 times less likely to be involved in a fatal accident, and 10 times less likely to be involved in an accident resulting in injury. The challenge is to further reduce the rate of fatalities and injuries even as the total number of people using transit increases.
Performance Measure Transit fatalitiesper 100 million passenger-miles traveled |
||||
| 2005 | 2006 | 2007 | 2008 | |
|---|---|---|---|---|
| Target | .482 | .477 | .473 | .468 |
| Actual | .428 | .389 (r) | .437 (r) | .289 * |
| (r) Revised; * Preliminary estimate | ||||
| Associated FY 2008 Funding - $5 million | ||||
FY 2008 Results. DOT expects to meet the target for calendar year (CY) 2008. Using six months of data from FTA's National Transit Database and four months of Commuter Rail data from the FRA Rail Accident Incident Reporting System, 2008 safety figures come in well under the target rates for fatalities and injuries. Strong growth in transit ridership and the continued expansion of transit service significantly increased the number of transit passenger miles traveled in 2008 over 2007. The increase in passenger miles traveled between January and June of 2008 was 3.7 percent higher than the same period for 2007. Approximately 26,963 million passenger miles were traveled during this period in 2008.
FY 2009 Performance Forecast. DOT will meet the CY 2009 target.
Pipeline Safety
FY 2008 Enacted Funds: $65 Million
While pipelines are by many measures the safest mode for transporting hazardous liquid and natural gas, the nature of their cargo is inherently dangerous. To address this hazard, the Pipeline and Hazardous Materials Safety Administration (PHMSA) has designed and implemented a strong, risk-based, systems approach to protect the safety, security, and reliability of our Nation's pipeline infrastructure. This risk-based systems approach also helps provide secure and reliable transportation of our Nation's energy resources.
To reduce the risk to the public, PHMSA identifies and evaluates risks, develops and enforces standards, provides grants to assist states in support of their pipeline safety programs, educates operators and the public, sponsors research on promising technologies, and responds to accidents/incidents. States play a very important role in helping provide oversight of the safety of the nation's pipeline infrastructure, overseeing most of the intrastate pipeline system infrastructure, including most of the nation's natural gas distribution pipeline mileage. States face increasing resource and technical challenges as we expand the State role in assisting with new Integrity Management (IM) and other evolving requirements. The Pipeline, Inspection, Protection, Enforcement and Safety Act of 2006 (PIPES Act) recognized the challenge and calls for increased funding to help states meet new mandatory initiatives. PHMSA recognizes the importance of a strong continued focus on excavation or construction-related damage-the leading cause of serious pipeline incidents involving death or injury, especially in natural gas distribution systems where people work and live in closest proximity to pipelines.
Performance Measure Number of serious incidents for natural gas and hazardous liquid pipelines |
||||
| 2005 | 2006 | 2007 | 2008 | |
|---|---|---|---|---|
| Target | N/A | 43 | 42 | 40 |
| Actual | 41 (r) | 35 (r) | 47 (r) | 41 * |
| (r) Revised; * Preliminary estimate | ||||
| Associated FY 2008 Funding - $65 million | ||||
FY 2008 Results. This year we move to the new metric of “number of serious natural gas and hazardous liquid incidents”. Serious incidents are those where a fatality or injury was involved. Based on preliminary data, PHMSA projects 41 serious pipeline incidents in 2008, which would miss the performance target for our goal by 2.5 percent.
Pipeline failures tend to be low-probability high-consequence risks, where the ratio of fatalities to injuries is fairly high (1:4), and where there are often multiple injuries or fatalities (average 1.5 people hurt for every serious incident). Over the past three years, we have seen an average of 41 serious incidents each year, with an average of 17 deaths and 45 injuries requiring hospitalization. In 2008, we have already seen 3 deaths and 39 injuries reported-almost all in natural gas distribution systems.
About 20-25 percent of serious incidents occur on hazardous liquid or natural gas transmission pipelines, the large diameter pipelines that carry products from an origination point, across the country to a collection point serving a population center. In these two areas, PHMSA has already promulgated integrity management rules and requirements; proposed rules to extend integrity management requirements to distribution systems were published this year. Around seventy-five percent of all human consequences from pipeline failures occur in natural gas distribution systems, the small diameter lines that move material from a collection point to homes and businesses. PHMSA expects to improve performance of distribution pipeline systems by extending the integrity management rules from hazardous liquid and natural gas transmission pipelines-where integrity management has been in place for several years-to natural gas distribution systems. The integrity management program requires operators to identify the risks in their systems, evaluate those risks, and identify and fix flaws in their systems.
FY 2009 Performance Forecast. Even with the anticipated improvement from a risk-based approach, PHMSA expects significant challenges in meeting its target of 38 serious incidents for 2009. Integrity management systems require some time to develop and implement, and final rules remain to be published. At the same time, the number of serious incidents we have seen over 2007-2008 indicate that there is still substantial variability in performance from year-to-year, and the long-term trend indicates that we are reaching diminishing effects as the number of serious incidents has dropped by half since 20 years ago.
Promoting Pipeline SafetyWith enactment of the PIPES Act of 2006, PHMSA has sharpened its focus on further mitigating the risk to people and is advancing the agency's risk-based, integrity management approach. Some of the big gains over the past year have been in reducing the number of pipeline incidents caused by corrosion and excavation. These numbers have declined significantly for both causes in all three pipeline sectors (gas transmission, gas distribution, and hazardous liquid pipelines) over the last 12 months-largely due to PHMSA's efforts in advancing integrity management and damage prevention.
Ultimately, it is the responsibility of the pipeline operator to ensure the safety of its pipelines. However, citizens can learn more about what to look for and how to respond when a potentially hazardous pipeline situation presents itself. Visit http://www.call811.com/ for information.
Excavation damage has been the leading cause of pipeline incidents involving death or injury. In 2008, PHMSA implemented the new 811 campaign for call-before-you-dig notifications, increased grants to states to support and encourage one-call activities, and increased outreach and education to the public and other utility workers about preventing excavation damage.
Corrosion damage has been targeted particularly by PHMSA's integrity management requirements and inspections. During 2008, the agency continued to work with hazardous liquid pipeline operators to advance their programs, and with gas transmission pipeline operators to build their programs (integrity management was implemented first on liquid pipeline systems).
By the end of July 2008, corrosion and excavation damage incidents were down 36 percent from the same time the previous year.
Hazardous Materials Safety
FY 2008 Enacted Funds: $138 Million
Energy products and hazardous materials underpin the American economy and our way of life. They also introduce some inherent risk to the public, the environment, and property. PHMSA is focused on protecting people and the environment from the risks inherent in transportation of hazardous materials. The agency leads the national program to identify and evaluate safety risks, develop and enforce standards for transporting hazardous materials, educate shippers and carriers, investigate hazardous materials incidents, conduct research, and provide grants to improve emergency response to incidents.
PHMSA shares authority to enforce the hazardous materials regulations with other DOT operating administrations-the Federal Aviation Administration, the Federal Motor Carrier Safety Administration and the Federal Railroad Administration-as well as the US Coast Guard. To accomplish its safety goals, PHMSA works with these agencies to help them administer their hazmat safety programs effectively. PHMSA also leverages its limited resources with others in the hazmat community, including industry, first responders, other modal hazmat enforcement programs, and state and local emergency preparedness agencies. The agency builds on existing local and state programs by providing funding for emergency preparedness planning and training in order to identify threats specific to a locality and to train first responders to handle incidents resulting from those threats.
PHMSA focuses its safety program on those materials that present the most significant risks to public safety. Efforts are geared toward preventing high consequence events from occurring, and mitigating those consequences when they do occur. In addition to enhancing safety, effective response also reduces congestion by enabling highways, railroads and airports to resume normal operation in a minimum amount of time.
Performance Measure Number of serious hazardous materialstransportation incidents |
||||
| 2005 | 2006 | 2007 | 2008 | |
|---|---|---|---|---|
| Target | 503 | 460 | 466 | 462 |
| Actual | 528 (r) | 495 (r) | 473 (r) | 451 * |
| (r) Revised; * Preliminary estimate | ||||
| Associated FY 2008 Funding - $138 million | ||||
FY 2008 Results. The Department expects to achieve its serious incident target this year. A review of reported serious incident trends over five years found that 87 percent involved bulk releases of hazardous materials (more than 119 gallons); 10 percent required evacuations; 7 percent closed a major transportation artery-a contributor to non-recurring congestion; 4 percent resulted in major injuries; 3 percent caused an aircraft to change its flight path; and 2 percent resulted in fatalities (note: percentages exceed 100 percent since a serious incident may have multiple consequences). This information, along with an assessment of the major risks from the transportation of hazardous materials, helped focus our investments. This general pattern continued in 2008.
FY 2009 Performance Forecast. Based on previous years' performance, DOT expects to achieve its target of 458 for serious hazardous materials incidents in 2009.
Promoting Hazmat SafetyThe major risks from the transportation of hazardous materials are the potential for fire aboard an aircraft, release of toxic-by-inhalation materials in bulk, and motor carrier crashes and rollovers involving flammable liquids in bulk. The first two of these are considered low-probability high-consequence risks, while the third is the more common occurrence of the three; although it is still a small percentage of all motor carrier crashes.
Fire aboard aircraft: In response to a series of incidents involving batteries carried by airline passengers and shipped as cargo aboard aircraft, PHMSA has pursued a comprehensive strategy to address the transportation risks presented by lithium batteries. We are working with representatives of the National Transportation Safety Board, the Consumer Product Safety Commission, manufacturers of lithium batteries and battery-powered products, airlines, airline employee organizations, testing laboratories, and the emergency response and law enforcement communities to share and disseminate information about battery related risks and developments and to promote improvements in industry standards and best practices. In 2008 PHMSA hosted a public meeting of the battery safety stakeholder group and developed a renewed safety plan with support from the group. On July 31, 2008 a notice of proposed rulemaking was published proposing further safety requirements applicable to the transportation of batteries of all kinds. PHMSA and FAA are working collectively to address a number of enforcement and outreach initiatives aimed at enhancing safety. All of these efforts reduce the risk of fire aboard aircraft from the expanding use of battery technology.
Toxic-by-Inhalation (TIH) materials: To enhance the security of rail shipments of TIH materials, PHMSA and the Federal Railroad Administration (FRA) continue to work closely with the Transportation Security Administration (TSA) through cooperative efforts with rail shippers and carriers. DOT participates on TSA-led teams conducting rail corridor studies, which address vulnerabilities and mitigation strategies at specific locations. On April 16, 2008, PHMSA published an interim final rule (IFR) adopting new standards governing the routing and handling of highly hazardous rail shipments, including explosives, radioactive materials, and TIH materials. In addition, working with FRA, PHMSA published an NPRM to improve the accident survivability of railroad tank cars designed to transport TIH materials.
Motor carrier crashes involving flammable liquids in bulk: During FY 2008, PHMSA and the Federal Motor Carrier Safety Administration (FMCSA) co-sponsored a series of national summits to address the issue of tank truck rollovers-a leading cause of fatalities and serious incidents involving hazardous materials. The summits engaged a wide range of participants from industry and the research community, and developed many promising approaches to reducing the risk of rollovers. Following the summits PHMSA, FMCSA and the National Highway Transportation Safety Administration (NHTSA) partnered with the National Tank Truck Carriers (NTTC) Association to develop a multi-faceted safety action plan that includes development of driver training aids, outreach efforts and efforts to promote the use of technologies that reduce the likelihood of collisions and rollovers (e.g. electronic stability control systems, lane departure warning systems, etc.)
Emergency response: PHMSA published the latest version of the Emergency Response Guidebook (ERG) during FY 2008-available for the first time in electronic form for personal computers and pocket-PCs. The ERG provides first responders with a guide for initial actions to be taken in those critical first minutes after an incident to protect the public and to mitigate potential consequences. PHMSA also enhanced emergency responders' ability to mitigate incidents involving E85 and other ethanol fuel blends (which degrade the effectiveness of most firefighting foam) by adopting new identification for ethanol-blends for better hazard communication.
