Legislature(2009 - 2010)Anch LIO Rm 220
09/01/2009 10:30 AM House TRANSPORTATION
| Audio | Topic |
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| Start | |
| Overview: Alaska Highway Safety Corridors; Testimony by the Department of Transportation & Public Facilities | |
| Adjourn |
* first hearing in first committee of referral
+ teleconferenced
= bill was previously heard/scheduled
+ teleconferenced
= bill was previously heard/scheduled
| + | TELECONFERENCED | ||
ALASKA STATE LEGISLATURE
JOINT MEETING
HOUSE TRANSPORTATION STANDING COMMITTEE
HOUSE JUDICIARY STANDING COMMITTEE
September 1, 2009
10:37 a.m.
MEMBERS PRESENT
HOUSE TRANSPORTATION
Representative Peggy P.Wilson, Chair
Representative Craig Johnson, Vice Chair
Representative Kyle Johansen
Representative Cathy Engstrom Munoz
Representative Mike Doogan
Representative Max Gruenberg
HOUSE JUDICIARY
Representative Jay Ramras, Chair
Representative Nancy Dahlstrom, Vice Chair
Representative Max Gruenberg
Representative Lindsey Holmes
Representative Bob Lynn
MEMBERS ABSENT
HOUSE TRANSPORTATION
Representative John Harris
HOUSE JUDICIARY
Representative Carl Gatto
Representative John Coghill
COMMITTEE CALENDAR
OVERVIEW(S)
Alaska Highway Safety Corridors
Testimony from the Department of Public Safety,
and the Department of Transportation & Public Facilities
HEARD
PREVIOUS COMMITTEE ACTION
No Previous Action to record
WITNESS REGISTER
GORDON KEITH, Regional Director
Central Region
Department of Transportation & Public Facilities (DOT&PF)
Anchorage, Alaska
POSITION STATEMENT: Testified during the overview of the Alaska
Highway Safety Corridors.
RON MARTINDALE, Highway Safety Improvement Coordinator
Central Region
Department of Transportation & Public Facilities (DOT&PF)
Anchorage, Alaska
POSITION STATEMENT: Presented a PowerPoint overview on the
statistics and evaluation of traffic safety corridors and
answered questions.
FRANK RICHARDS, Deputy Commissioner
Office of the Commissioner
Department of Transportation & Public Facilities (DOT/PF)
Juneau, Alaska
POSITION STATEMENT: Answered questions during the DOT&PF
presentation on Highway Safety Corridors.
JOE MASTERS, Commissioner
Department of Public Safety (DPS)
Anchorage, Alaska
POSITION STATEMENT: Answered questions during the overview on
Highway Safety Corridors.
MR. HANS BRINKE, Captain; Commander
Bureau of Highway Patrol
Alaska State Troopers (AST)
Department of Public Safety (DPS)
Anchorage, Alaska
POSITION STATEMENT: Presented and answered questions during the
DPS overview on highway safety.
BARRY WILSON, Lieutenant
Search and Rescue; Public Information Office
Alaska State Troopers (AST)
Department of Public Safety (DPS)
Anchorage, Alaska
POSITION STATEMENT: Presented a PowerPoint overview on the
Highway Safety Corridors and answered questions.
MARY SIROKY, Legislative Liaison
Office of the Commissioner
Department of Transportation & Public Facilities (DOT&PF)
Juneau, Alaska
POSITION STATEMENT: Testified and answered questions during the
discussion of the Highway Safety Corridors.
ACTION NARRATIVE
10:37:51 AM
CHAIR JAY RAMRAS called the joint meeting of the House
Transportation Standing Committee and the House Judiciary
Standing Committee to order at 10:37 a.m. Representatives
Crawford, Dahlstrom, Doogan, Gruenberg, Holmes, Johansen,
Millett, Munoz, Olson, Wilson, and Ramras were present at the
call to order. Representatives Johnson and Lynn arrived as the
meeting was in progress. Representatives Crawford, Guttenberg
(via teleconference) Hawker, Millett, and Olson were also in
attendance.
10:38:19 AM
^Overview: Alaska Highway Safety Corridors; Testimony by the
Department of Transportation & Public Facilities
10:39:24 AM
CHAIR RAMRAS announced that the first order of business would be
an overview on the Alaska Highway Safety Corridors and testimony
by the Department of Transportation & Public Facilities
(DOT&PF).
CHAIR WILSON remarked that she is anxious to hear the facts from
the departments.
10:41:13 AM
GORDON KEITH, Regional Director, Central Region, Department of
Transportation & Public Facilities (DOT&PF), said that despite
the best efforts of the DOT&PF and the Alaska Highway Safety
office, people still suffer serious injuries and fatalities.
The number of fatalities to date this year appear to be the
lowest in recent years at 40 deaths. Using the total number of
deaths in 2009 and extrapolating the projected total would be 60
highway fatalities. He compared the 2009 total fatalities with
other years: 63 in 2008, 98 in 2003, and 101 in 2004. Even so,
too many Alaskans are dying on our highways, he said.
MR. KEITH explained that statistically, 67 percent of the people
live in the Central region, including Anchorage, the Matanuska-
Susitna Borough, and the Kenai area. By definition, traffic
safety zones are rural two-lane highways with an average daily
traffic of at least 2,000, and a serious injury or fatality rate
that is higher than the national or state traffic standards.
The four designated Traffic Safety Corridors in Alaska have one
common characteristic: congestion. The volume of traffic in
these corridors is greater than the capacity of the road. A
general rule of thumb for capacity is that a two-lane highway
can carry about 12,000 cars per day. The Parks Highway from
Wasilla to Big Lake routinely carries 19,000 to 20,000 cars per
day; the traffic volume for the Seward Highway is similar, and
both highways are over capacity by 67 percent. Given those
levels of traffic, some people drive aggressively. They will
tailgate or take chances on passing and enter oncoming lanes of
traffic, which creates an unforgiving situation. If a driver
gets even slightly distracted, an accident can happen; whereas
when a driver travels on a lower-volume roadway and gets
distracted he/she is less likely to hit another vehicle. For
these reasons: the rate of accidents and congestion; the DOT&PF
Central region created four Traffic Safety Corridors or zones.
In 2006, the legislature passed Senate Bill 261, to allow for
safety corridors, patterned after Oregon and New Mexico, who
successfully use safety zones. The four traffic corridors are:
Seward Highway - Potter to Girdwood, Parks Highway - Big Lake to
Wasilla, Knik/Goose Bay Road, and the Sterling Highway -
Sterling to Soldotna.
CHAIR RAMRAS surmised that the driving under the influence (DUI)
laws show the public's tolerance for traffic fatalities has
decreased faster than public safety measures taken to protect
its citizens. Public safety is a core charge in the
constitution for transportation and public safety, he stated.
10:48:11 AM
RON MARTINDALE, Highway Safety Improvement Coordinator, Central
Region, Department of Transportation & Public Facilities
(DOT&PF), began his PowerPoint presentation by reviewing the
1977 - 2009 statewide fatal crash statistics [slide 1]. He
pointed out the green line on the graph indicates traffic
increases, the blue line the number of crashes, and the red line
the number of fatalities. The number of major injuries and
fatalities are reducing but it is never enough, he related.
MR. MARTINDALE referred to the next three slides with maps that
contain squares to identify the concentration of crashes in the
Seward Highway from Anchorage to the Seward "Y," the Sterling
Highway from the "Y" to Soldotna, and the Glenn & Parks Highway
intersection in the Matanuska-Susitna Borough. He pointed out
the patchwork of dots that identifies the concentration of
accidents. The red dots refer to fatal crashes and the blue
dots to crashes with major injuries. He described the DOT&PF's
goal to reduce major accidents and fatalities to zero. He
pointed out the reduction of Central region train/vehicle
crashes, which ranged from a high of 28 in 1983 to none or one
in the years 2004 - 2007 [slide 5]. So, with the right focus it
is possible to achieve this goal, he said.
MR. MARTINDALE restated that in 2006, Senate Bill 261
established authority for DOT&PF to create Traffic Safety
Corridors and also instituted a double fine in the designated
corridors [slide 6]. He highlighted the process the DOT&PF uses
to coordinate between the Department of Public Safety (DPS) and
the DOT&PF Alaska Highway Safety Office [slide 7]. Before a
Highway Safety Corridor can be created, all agencies must sign
off on the project. The agencies recognize they must work
collectively, because the success will be limited if DOT&PF only
places signage on roads, and education and enforcement do not
happen concurrently.
MR. MARTINDALE related approximately 70 percent of the fatal and
major injury accidents in the state occur in the DOT&PF's
Central Region. Thus, in 2006 the leading candidates for
traffic safety corridors were located in the Central Region. He
reviewed the criteria for consideration as a Traffic Safety
Corridor: the fatal and major injury (F+MI) rate must be above
average for three years, the road must be a rural road with over
2,000 vehicles per day, and a coordinated plan must be developed
for education and enforcement, with overall DOT&PF and DPS
approval for the zone [slide 8].
10:52:14 AM
MR. MARTINDALE indicated the Traffic Safety Corridor
Designations established by the DOT&PF [slide 9]. He pointed
out f the Highway Safety Corridor in the Seward Highway was
designated in May 2006, on the Parks Highway in October 2006, on
the Sterling Highway in July 2009, and on the Knik/Goose Bay
Road in July 2009. The Palmer/Wasilla Highway initially was the
fifth designation. The Palmer/Wasilla Highway is different from
the other corridors due to its urban setting and distinctly
different crash pattern - predominately rear-end rather than
head-on crashes. Thus, for those reasons the Palmer/Wasilla
Highway did not lend itself to Traffic Safety Corridor status,
he said. Over the past few years, eight new traffic lights have
been installed along that zone to create gaps in the traffic
patterns and diminish the number of crashes, he stated.
10:53:02 AM
REPRESENTATIVE GRUENBERG asked whether any local governments
have also adopted similar programs.
MR. MARTINDALE explained that the Highway Safety Corridors are
mostly intended for rural highways and that local highways would
not necessarily qualify for the designation. However, as the
Highway Safety Coordinator, he reviews all crashes statewide,
including state and local routes. In further response to
Representative Gruenberg, Mr. Martindale clarified that local
roads would not be part today's presentation.
MR. MARTINDALE, in response to Chair Wilson, stated that most of
the fatal accidents on the Palmer/Wasilla Highway do not happen
during the winter. Instead, most of the accidents occur when
drivers are stopped at a minor side street approach waiting to
turn and are hit from behind; frequently the vehicle is pushed
into the oncoming lane. Often these accidents happen on streets
which do not have a turn lane, just a through-lane, he stated.
10:56:35 AM
MR. MARTINDALE referred to the next four slides which depict
1977 - 2007 Traffic Safety Corridors' fatal and major injury
crashes for each of the previously mentioned corridors [slides
10 - 13]. The blue boxes indicate accidents involving alcohol,
drugs, or both. The slide for the Parks Highway is coded red to
indicate fatal accidents, green for major injuries, and white
for fatal accidents prior to the road realignment. Similar data
is also listed for the Sterling Highway.
MR. MARTINDALE, in response to Representative Doogan, related
that except for the Seward Highway because of its significantly
higher summer volumes, the accidents happen year round. In
further response to Representative Doogan, he clarified that the
volumes along the Parks Highway are fairly constant year round
so the accidents tend to correspond to the volumes. The traffic
along the Seward Highway peaks in the summer months so accidents
tend to be higher in the summer.
MR. MARTINDALE offered to provide the committee with month-by-
month statistics.
CHAIR RAMRAS related that besides traffic volumes, road
conditions and driver behavior are two other factors. He asked
how weather conditions factor into major crashes.
MR. MARTINDALE answered that weather conditions contribute
because drivers do not modify their driving behavior to
accommodate bad weather. Highway signage is set for the
prevailing conditions, but not the worst conditions. The
Knik/Goose Bay Road has the most fatal crashes, which may be due
to a bar located down at the end of the road, he added.
MR. MARTINDALE explained the DOT&PF's approach to reduce major
accidents is through education, enforcement, and engineering
[slide 14]. With respect to engineering, the low-cost and high-
benefit safety items include improved signing, shoulder and
centerline stripes, and rumble strips. The Alaska Highway
Safety Office (AHSO) is responsible for funding for advertising,
as well as to provide funds for road safety campaigns. The
DOT&PF helps contribute time and funding to the Bureau of
Highway Patrol (BHP) for safety items because it recognizes that
enforcement is worthwhile to the overall safety plan.
MR. MARTINDALE, in response to Chair Ramras, responded that the
largest percentage of fatalities on Knik/Goose Bay Road seems to
be from male drivers between the age of 25 - 35, driving trucks,
and frequently not wearing seatbelts. In further response to
Chair Ramras, Mr. Martindale explained that 37 percent of fatal
accidents involve impairment. With respect to the level of
accidents involving drug or alcohol use within the Highway
Safety Corridors, the Seward, Glenn, & Parks Highways are
average, the Sterling Highway is below average, and Knik/Goose
Bay is above average, he stated.
MARTINDALE, in response to Representative Munoz, explained that
in order to issue citations for cell phone use, an officer
generally must witness the activity because drivers are unlikely
to admit to using a cell phone or texting while driving. Thus,
the incidence of that kind of activity is likely higher, but the
department does not have a good way to track texting or cell
phone use.
11:04:33 AM
MR. MARTINDALE said many people believe most accidents are
caused by passing, but that has not been the case. One accident
this summer was due to passing, but most accidents are caused
when drivers become distracted - falling asleep, cell phone use,
talking to passengers, reaching around to discipline children -
and their vehicles cross the centerline. When there is a
passing maneuver, drivers seem to be acutely aware of the
activity. Whereas a drifting crash tends to happen without
giving the other driver time to react and avoid the accident.
CHAIR RAMRAS recalled that the rural roadways are designed for
2,000 vehicles per day, but upwards of 19,000 vehicles travel on
the Parks Highway and Seward Highway daily, especially during
the summer. He inquired as to whether four-lane highways would
reduce fatality rates.
MR. MARTINDALE answered yes, that head-on crashes would be
reduced by four-lane highways. In further response to Chair
Ramras, Mr. Martindale offered historical information: the
Seward Highway was widened and straightened in the early 1980s,
with the section to Girdwood completed in the mid-90s, which
reduced accidents by about one-third; the Parks Highway was
built in 1970, the section between Wasilla and Big Lake
realigned in the 1990s, and recent improvements were made to the
Knik/Goose Bay Road; the Sterling Highway was extensively
realigned in early 1990s, and right-of-way was purchased to plan
for an eventual three-lane highway to address passing
opportunities.
CHAIR RAMRAS remarked that Alaska has grown but the highways
have not.
MR. MARTINDALE agreed.
11:09:19 AM
MR. MARTINDALE reviewed initial results from 2006 to the current
time, and the DOT&PF's efforts to track reductions for fatal
crashes accurately [slide 15]. He pointed out that severe
crashes are down by one-third to one-half. The DOT&PF's full
data covers the period up to 2007. During that time, the Parks
Highway shows significant improvement. This year the Seward
Highway has had four fatal accidents to date, which he
characterized as an anomaly. The DOT&PF has observed some
improvements overall. Many factors cause accidents and the
DOT&PF agrees with the public sentiment, thus, the DOT&PF's goal
is to reduce major accidents and fatalities.
11:10:50 AM
MR. MARTINDALE listed the DOT&PF's targeted efforts [slide 16].
Currently, the department is undergoing a study on Knik/Goose
Bay Road to consider expansion to four lanes and the Parks
Highway is scheduled for project expansion to four lanes in 2011
or 2012. The DOT&PF is identifying more turnout opportunities,
has bid the Central Region rumble strips. That project will
include 300 miles of shoulder rumble strips and 108 miles of
centerline rumble strips. In response to a question, Mr.
Martindale explained the bid for rumble strips is $500 to $600
per mile for a total of $1.3 million. He was not certain of the
cost for improvements on the Sterling Highway, but ventured the
cost will be $100 to 150 million, although he has not yet
completed the estimate.
CHAIR RAMRAS remarked that the legislature will consider a $40
million increment in highway funds based on $.08 motor fuel tax.
11:13:05 AM
CHAIR WILSON remarked that other states have not been able to
keep pace with population by simply building new roads and many
are considering mass transit options. She asked about traffic
volume predictions in Alaska.
MR. MARTINDALE responded that in the past few years the growth
has not been as dramatic, but it is hard to forecast traffic
volumes since variables such as a proposed natural gas pipeline
could dramatically affect traffic. Thus, DOT&PF can only offer
predictions. He suggested that four-lane highways would likely
accommodate traffic for a number of years.
11:14:34 AM
MR. MARTINDALE, in response to Representative Doogan said he
would obtain information for commercial, recreational, and
passenger statistics for the committee. In response to
Representative Gruenberg, he answered that the department does
not track residency of the crash victims. The crash itself is
less likely to involve a tourist, he stated.
REPRESENTATIVE GRUENBERG remarked that those who are familiar
with a road tend to drive more recklessly.
11:16:51 AM
MR. MARTINDALE provided some historical data for the Traffic
Safety Corridors on fatal and major injury crash charts in each
of the corridors [slides 17 - 21]. He explained that the red
lines indicate the number of fatalities, the blue lines the
number of major injuries, the vertical blue lines depict data
after the safety corridors were designated, and yellow lines
indicate the traffic volumes. He reviewed the Seward Highway
Corridor data, noting that in 1977 the average traffic volume
was about 3,000, in 2008 traffic volume increased to 9,000,
which represents a 300 percent increase during the 30-year
period. The 2009 data definitely shows an increase since three
fatalities have already occurred this year. The fatalities on
the Parks Highway Safety Corridor spiked to five in 2005,
dropped to zero in 2008, then increased to one fatality in 2009.
MR. MARTINDALE stated that the Sterling Highway Safety Corridor
has just been established, so it is too early to determine any
changes. The current trend shows increased traffic volumes
while crash severity is down. In 1990, a peak of eight major
crashes and six fatalities occurred. However, recent trends
indicate a downward trend to one to two fatalities per year on
the Sterling Highway. Traffic volumes have increased on the
Knik/Goose Bay Road Safety Corridor, but major injury crashes
have dropped considerably since 2007, with zero fatalities in
2008 and 2009. The fatal crashes on the Palmer/Wasilla Highway
Safety Corridor have been somewhat constant, yet major injuries
have dropped as traffic volumes have increased.
11:19:05 AM
MR. MARTINDALE reviewed ways to mitigate or reduce crashes such
as lowering the speed limits, placing concrete barriers on the
centerline, and increasing the no-passing zones.
CHAIR RAMRAS asked for detail on cost and applicability to
implement any of the public's suggestions.
MR. MARTINDALE answered that creating additional no-passing
zones may only create more frustration for drivers. The DOT&PF
plans to add rumble strips, additional traffic stripes, and
traffic signals. He agreed that adding fences may help to
reduce moose encounters, since the Parks Highway and Sterling
Highway Safety Corridors have high percentages of vehicles
hitting moose. He pointed out that driveways and intersections
are common so gaps will exist, which will make the fencing less
efficient.
CHAIR RAMRAS related from his own experience that people are not
as likely to pass in no-passing zones, which is also one of the
most inexpensive options to implement. He suggested the
legislature could direct the department to revisit the issue
since it is such an inexpensive fix and many people may obey the
no-passing zones as he certainly does.
11:22:26 AM
CHAIR WILSON concurred.
REPRESENTATIVE JOHANSEN asked for the penalty when drivers pass
in a no-passing zone.
MR. MARTINDALE discussed speed limits. He explained that the
basic premise of setting specific speed limits is to achieve a
limit which is self-enforced and one most people believe is
reasonable. He related a scenario in which several years ago
the speed limit was changed to 65 miles per hour (mph) on some
roads. Prior to the change, nearly everyone was exceeding the
speed limit. He pointed out people commonly think when the
speed limit is increased that people will compensate and
increase their speed by the 10 mph increase. However, the
DOT&PF did not find that to be the case; instead, the vehicle
speeds increased only a couple of mph. He recalled one instance
in which the speed limit near Homer was decreased to 45 mph, but
public opposition overwhelmingly supported the speed limit be
increased again. Thus, the lower speed limit only lasted two
weeks before the DOT&PF realized the majority of drivers
supported the higher speed limit. Other problems the DOT&PF
encountered include low compliance for the 45 mph in Willow, and
that drivers largely ignore the 35 mph speed limit Cooper
Landing.
11:25:35 AM
MR. MARTINDALE, in response to Representative Doogan, explained
that the goal of a speed limit is for all drivers to travel at
nearly the same speed. When the speed limit reflects the pace
it seems to lessen the likelihood of aggressive or reckless
driving. In response to Representative Gruenberg, he noted that
the department has been reviewing the stretch of Minnesota Drive
south of Tudor - Old Seward Highway, as the prevailing speed has
been close to the mid-60s for years. Despite law enforcement
efforts, the public continues to drive at speeds higher than the
posted speeds. In further response to Representative Gruenberg,
Mr. Martindale agreed that many people express frustration when
slow drivers hamper traffic on Seward Highway. The DOT&PF is
also looking for low-cost spots to place additional pull-out
passing lanes, he said.
REPRESENTATIVE GRUENBERG asked whether the DOT&PF has considered
changing the law that requires drivers who delay five or more
vehicles to a lower number, such as four. When drivers block
traffic and five vehicles are behind them, they are required to
pull over and let the traffic pass.
MR. MARTINDALE stated that most states use five vehicles as the
number of vehicles delayed for this type of regulation, but he
would consider using four vehicles instead.
11:29:20 AM
REPRESENTATIVE DOOGAN asked whether any consideration has been
given to establish minimum-speed limits in addition to maximum-
speed limits.
MR. MARTINDALE answered that he was unaware of any specific
authority to facilitate or establish minimum speed limits.
REPRESENTATIVE DOOGAN recalled Hawaii created minimum speed
limits to minimize conflicts on its roadways. He asked if that
could be considered in Alaska.
MR. MARTINDALE agreed it could be considered.
MR. MARTINDALE, in response to Representative Gruenberg answered
that he was unaware of any legal impediment to create minimum
speed limits. He offered to research it and provide the
committee with the information.
MR. MARTINDALE discussed the pros and cons for concrete barriers
[slide 24]. He explained that concrete barriers are useful to
prevent head on collisions. However, there are about a dozen
downsides for their use, including shoulder reduction. The
DOT&PF must design "shy distances" from the barriers, which
means the lanes must move away from the centerline to compensate
for the barrier width so the shoulder sizes is typically reduced
from eight to four-feet widths. He highlighted the significance
of this in illustrated in photographs which depict examples of
people using the shoulders such as bicyclists and photographers
[slide 25]. Additionally, no one can pass on a two-lane highway
with barriers in the center lane; the barriers pose risk of
collisions, and also limit emergency vehicle responders from
crossing to the oncoming lane to assist with an emergency or
accident. He pointed out that barriers prevent people from
making left lanes and also block the people behind them from
passing.
11:33:40 AM
MR. MARTINDALE outlined measures the DOT&PF is taking to
increase highway safety [slides 26, 27]. The DOT&PF works with
agencies such as the Bureau of Highway Patrol (BPH) and the
Alaska Highway Safety Office (AHSO) to provide education and
enforcement activities. He noted the rumble strip project
scheduled for next spring.
MR. MARTINDALE pointed out sites for Central Region proposed
rumble strips and centerline strips on maps [slide 29]. He
stated the red lines designate the proposed centerline rumble
strips sites along the four Highway Safety Corridors, as well as
other sites for high head-on collisions. One of the highest
incidences of crashes on rural highways happens on curves so the
DOT&PF will work to improve signage and develop the delineation
plans so that people are alerted to upcoming highway curves.
REPRESENTATIVE HOLMES asked whether alternate roadways have been
considered as an alternative to widening the roadway.
MR. MARTINDALE responded that due to the geographic limitations,
an alternate roadway along the Seward Highway would not work.
However, the Matanuska-Susitna Borough is working on an
alternate roadway, the Bogart Road Extension, which will
parallel the Palmer/Wasilla Highway and should provide some
relief to the congestion. Obstacles for alternate routes along
the Sterling Highway are difficult due to refuge or private
ownership. They are not necessarily insurmountable problems,
but any solution will not immediately relieve the problem, he
said.
11:36:55 AM
MR. MARTINDALE, in response to Representative Doogan, answered
that 70 percent of the fatalities happen in the Central Region
due to the population. Fairbanks has been fortunate to get
their highway system built for excess capacity. The Bureau of
Highway Patrol defines high crash areas and the highest crash
area in the Northern Region is ranked at 40 on the BHP list, he
recalled. He related that Fairbanks does have some problem
areas, recalling a recent motorcycle fatality, but agreed that
Fairbanks does not have the capacity constrained roads as
compared to the Southcentral area. In response to Chair Wilson,
Mr. Martindale responded that in Fairbanks the flatter terrain
is not as much of an accident deterrent, but accidents happen
less frequently due to lower traffic volumes.
MR. MARTINDALE, in response to Representative Johnson, responded
that the DOT&PF designs roadways for certain criteria such as
for peak hours, and newer roads often are designed with a peak
volume in mind. However, some of the current roadways were
built using other criteria, such as lower traffic volumes. In
further response, he added that crashes are practically the same
year-round on since in the winter people often are driving too
fast for conditions and in the summer there are additional
volumes.
11:41:26 AM
FRANK RICHARDS, Deputy Commissioner, Office of the Commissioner,
Department of Transportation & Public Facilities (DOT/PF), in
response to Representative Johansen, explained that Commissioner
von Scheben is currently absent due to a planned vacation. In
response to Chair Ramras, Mr. Richards answered that after the
hearing he will work with the assistant attorney general to
address the issue of adding no-passing zones.
REPRESENTATIVE DOOGAN asked whether the DOT&PF's programs are
improving traffic throughout the state.
MR. RICHARDS answered that the purpose of DOT&PF programs is to
improve traffic flow, such as the expansion to a four lane
highway at the Parks Highway Safety Corridor from Wasilla to the
Big Lake intersection. The DOT&PF is working to match project
funding needs with available funding.
REPRESENTATIVE DOOGAN clarified his impression has been that
numerous people are killed in traffic accidents on the Seward
Highway south of Anchorage. He asked what steps have been taken
to reduce fatalities, especially those fatalities in which the
driver is obeying traffic laws.
MR. RICHARDS responded that the DOT&PF takes the fatalities very
seriously. The DOT&PF's mission is to provide for the safe
movement of people and goods. The next presentation will cover
the near-term and mid-term options to provide safer routes. Mr.
Martindale outlined the three E's, enforcement, engineering and,
education, which were undertaken to provide safe roads for
Alaskans and their visitors. He listed projects that should
help reduce accidents, including installing rumble strips next
summer. Also, the legislature funded Windy Corner on the Seward
Highway, and other projects are planned. The biggest challenge
will be acquiring the funding for those projects to build larger
projects. The department has taken advantage of Federal Highway
Administration (FHWA) funds, including highway safety funds to
address those needs. He related that he identified the
statewide Highway Safety Corridor needs to the Senate
Transportation Committee last week, as well as the capacity
needs within the urban areas. The federal highway bill sunsets
at the end of September and 2010 FHWA funds are unknown, as yet.
However, FHWA funds provide funding for major safety
improvements. The authorization for the next six year federal
highway program passed out of the House Transportation and
Infrastructure Committee recently, but the bill does not benefit
Alaska. In fact, Alaska would not be able to use 20 percent of
the funding because its focus is on congestion relief in urban
areas with population greater than 500,000. Thus, Alaska has
huge needs and funding challenges to meet our highway safety
program. However, the DOT&PF is working with the legislature to
find ideas to address the program needs.
11:47:58 AM
CHAIR WILSON asked whether speed cameras would help address
accidents, and the cost of such devices.
MR. RICHARDS, in response to Chair Wilson, responded that he
DOT&PF, the Department of Public Safety, and the administration
have been reviewing issues along the Seward Highway to plan
initial, mid-term, and long-term options to improve safety.
Technological advancements, such as photo radar is being
explored, he stated.
MR. RICHARDS, in response to Representative Ramras, answered
that the Governor has already expressed the administration's
position on the $.08 highway tax. He reiterated that the DOT&PF
has been relying on the FHWA funds to advance its program and
that it receives specific highway safety improvement funding,
which has been used to address major problems. The state
general fund appropriations are typically for specific project
appropriations. In response to a comment, Mr. Richards replied
that nationally, Americans are less tolerant of fatalities than
some other nations. Some 42,000 people die on U.S. highways
each year and the goal of the FHWA and the state DOT&PF is to
reduce these fatalities.
11:51:44 AM
MR. RICHARDS, in response to Representative Johnson, recalled
approximately $1 billion is estimated for infrastructure for the
proposed natural gas pipeline. In further response to
Representative Johnson, Mr. Richards answered that the statewide
estimate for highway infrastructure from Prudhoe Bay to the
Canadian border is $2 billion, including the Dalton, the
Richardson, the Alaska Highway, and the Haines Highway, but not
the Parks Highway, with respect to hauling pipe. The DOT&PF is
considering plans to improve the Parks Highway embankment and
surfacing to eliminate seasonal weight restrictions, which is
particularly important to the Interior during the summer,
although the major producers have indicated that most of the
major pipe transportation would be by rail, he said. The
estimated cost to expand the Seward Highway to a full four-lane
divided highway, and the previously mentioned Highway Safety
Corridors, is $1 billion statewide for a total estimate of $3
billion. He reiterated that head-on collisions are prevented by
four-lane roads, but noted those are expensive options. The
passing zones, the use of chevrons, and lowering speed limits
are all suggestions need to be collectively reviewed by the
DOT&PF and DPS, he said.
MR. MARTINDALE, in response to Representative Johnson, clarified
that ten percent or less of the fatal crashes involved a passing
maneuver at the time of crash, with a substantial number of
crashes caused by a vehicle drifting over the centerline. Thus,
the total number of head-on collisions is greater than ten
percent. In further response to Representative Johnson, Mr.
Martindale suggested that over 90 percent of the head-on
fatalities involved drifting over the centerline.
REPRESENTATIVE JOHANSEN asked DOT&PF to identify state and
federal funding sources for the department's educational
programs broken out for signs, stripes, rumble strips, and
advertising programs.
MR. RICHARDS offered to do so.
REPRESENTATIVE GRUENBERG asked to place on the record his
appreciation for the DOT&PF presentations today.
12:00:39 PM
CHAIR RAMRAS welcomed the commissioner of the Department of
Public Safety to present the DPS portion of the overview on
Highway Safety Corridors.
JOE MASTERS, Commissioner, Department of Public Safety (DPS),
explained the DPS's role is focused on addressing driver
behavior, which is the most significant reason for accidents.
Holding dangerous drivers' accountable is the most effective way
to curb accidents and the most effective deterrent is
enforcement visibility and issuing citations given that it hits
drivers pocketbooks. The DPS takes driver safety seriously, and
while the number of accidents and driving while under the
influence (DUI) crashes are declining, DUI crashes account for
21 percent of the state fatalities.
COMMISSIONER MASTERS, in response to comments by Representative
Ramras, offered that the DPS believes the more immediate the
correction, the greater the likelihood that the correction will
affect driving behavior. Thus, the most effective deterrent to
bad driving behaviors is citations and the associated fines, as
well as the points against the person's driving license.
CHAIR WILSON recalled caps were placed on fines and asked if the
caps for driving offenses should be removed.
COMMISSIONER MASTERS agreed the discussion is important. He
recalled the cap is around $300. The DPS is reviewing ways to
improve driving behaviors, including more enforcement presence.
In response to Representative Johansen, Commissioner Masters
answered anecdotally Alaska is in the lower half of the range
with regard to level of traffic fines.
REPRESENTATIVE JOHNSON offered his understanding that the
maximum fine is $300, except for double fines in the Traffic
Safety Corridors.
CHAIR RAMRAS suggested more public safety education campaigns.
COMMISSIONER MASTERS identified the "3 E" education program
components, such that DOT&PF covers the engineering, DPS covers
the enforcement aspect, and both departments administer the
education component. The safety programs are heavily funded by
the FHWA and the departments offer a wide variety of public
service announcements (PSAs) ranging from seatbelts to headlight
usage. He emphasized that the cornerstone of the traffic safety
program is the creation of the Bureau of Highway Patrol.
REPRESENTATIVE DAHLSTROM commented that the simulated accidents
at the high schools are extremely effective.
COMMISSIONER MASTERS identified the program as the "Every-15-
Minutes Campaign."
12:16:54 PM
MR. HANS BRINKE, Captain; Commander, Bureau of Highway Patrol,
Alaska State Troopers (AST), Department of Public Safety (DPS),
introduced himself.
BARRY WILSON, Lieutenant, Search and Rescue; Public Information
Office, Alaska State Troopers (AST),.Department of Public Safety
(DPS), explained that in the past few years the department has
attempted to fill several positions in the Search and Rescue and
Public Information Offices. The public's request for services
has resulted in a lack of presence out on the highway, although
35 positions are currently in training in the field and at the
Public Safety Academy in Sitka. Additionally, the DPS has been
working to improve the processing time for the statistical data
compiled by troopers, which has often been delayed two to three
years due to the recordkeeping systems. The DPS is currently in
the process of implementing a universal statewide electronic
citation for use by local law enforcement and the AST.
Implementing improvements in the system will allow electronic
reporting of AST reports thus increasing the speed to compile
data, which should result in more meaningful statistics.
LIEUTENANT WILSON, in response to Representative Dahlstrom,
answered that the electronic citations refers to the system to
immediately electronically issue a citation, printout a copy for
the violator, and coordinate with the Alaska Court System and
the AST database. This is separate from a digital radar system
using cameras to capture violators.
MR. BRINKE, in response to Representative Johnson, replied that
he is not certain if the 35 trainees will bring the AST to full
capacity. He speculated that the DPS will also recruit from an
upcoming spring academy class. He deferred to the DPS
commissioner.
REPRESENTATIVE JOHNSON stated the legislature has provided the
funding for the AST to be fully staffed.
COMMISSIONER MASTERS answered that the legislature did fully
fund the AST positions statewide. He related that 100 percent
of the positions will be filled once the spring academy is
completed. Additionally, 15 positions were added from federal
grant funds available October 1, 2009. Of those positions, 10
will be Alaska State Trooper positions to augment the Bureau of
Highway Patrol (BHP).
REPRESENTATIVE JOHNSON clarified that the legislature provided
funding to fully staff the AST and upcoming AST training
academies will help the AST fill the positions.
COMMISSIONER MASTERS pointed out that the DPS is using federal
funds passed through the Alaska Highway Safety Office to staff
the Bureau of Highway Patrol and some DOT&PF grant funds are
also used. At the end of the five years, the DPS will evaluate
the BHP. If the BHP results are favorable, the DPS will likely
need to request general fund monies to cover the BHP costs as
federal funds are anticipated to diminish.
12:23:39 PM
LIEUTENANT WILSON began the DPS portion of the PowerPoint
presentation. He reviewed the 2009 statewide statistics, and
highlighted the 40 statewide fatalities and 38 crashes thus far
[slide 1, "Statewide"]. He presented an overview of the 2007 -
2009 statewide statistics for fatalities, crashes, and impaired
driving statistics [slide 2]. In 2009, the AST handled 23
fatalities, 22 crashes, and 6 impaired driving related
fatalities [slide 3 - 6]. He pointed out that there might only
be one crash, but several fatalities can result. Thus far, the
percentage of impaired driving related fatalities for 2009 is
27.3 percent, including drugs or alcohol [slide 7], while the
percentage of fatal motor vehicle accidents for 2009 is at 28.6
percent [slide 8].
LIEUTENANT WILSON highlighted the 1977 - 1991 AST Girdwood post
statistics [slide 9]. Initially the AST post had one trooper
assigned to handle all accidents, which included 4 fatalities
and 18 major injury crashes for a total of 22 accidents that
year.
LIEUTENANT WILSON explained that in 1992, the AST troopers
increased from 2 in 1992, to 3 in 1996, and to 4 in 1997 as the
population and traffic increased [slide 10].
LIEUTENANT WILSON reviewed the 2009 collisions that occurred on
the Seward Highway, including three fatalities within the
Traffic Safety Corridors [slide 11]. He reviewed the 2007
Alaska Strategic Highway Safety Plan developed by the DOT&PF and
DPS [slide 12 - 13]. This plan helped define how communication
and collaboration could be shared and improved data collection
and analysis.
12:27:49 PM
CHAIR RAMRAS referred to slide 11, and remarked that these
accidents illustrate the hot spots the agencies and legislature
is attempting to address.
LIEUTENANT WILSON, in response to a question, elaborated on
traffic congestion on the Seward Highway, which funnels traffic
from Anchorage to the Kenai Peninsula via the Seward Highway.
He related the highway is heavily used during the summer by many
recreational users. The traffic volume causes a build-up of
vehicles and impatient drivers. Everyone wants to get to their
destination quickly, and that is not possible on over-capacity
roadways. Driver behavior when vehicles build up is one major
cause of traffic accidents.
LIEUTENANT WILSON, in response to Representative Doogan,
answered that about half of the fatalities occur on state roads.
LIEUTENANT WILSON, in response to Representative Johnson,
replied that the Anchorage Police Department (APD) compiles the
statistics for state roads. In further response to
Representative Johnson, Lieutenant Wilson concurred that the
statistics do not include the accidents under APD jurisdiction.
12:35:07 PM
REPRESENTATIVE JOHNSON remarked that the Seward Highway runs
through the Municipality of Anchorage. He asked whether the MOA
takes responsibility for any of the Seward Highway, and also the
delineation of John's Road in his district.
LIEUTENANT WILSON answered that the AST has jurisdiction to
patrol the Seward Highway down to Portage Glacier, similar to
how, in years past, the AST provided enforcement responsibility
for the Hillside area in Anchorage. The AST is required to
provide services for Alaska's citizens absent other law
enforcement service provisions. In both cases the citizens are
not paying for the MOA services. Thus, the AST provides the
services, he said. In response to a question, Lieutenant Wilson
clarified that when citizens opt not to have the MOA services,
the AST is required to provide them.
REPRESENTATIVE JOHANSEN asked if Ketchikan opted out of police
services, whether the AST would also provide services.
LIEUTENANT WILSON said he was unsure and deferred to the DPS
commissioner.
REPRESENTATIVE GRUENBERG offered his understanding that Hillside
has started paying for the MOA services.
LIEUTENANT WILSON, in response to Representative Gruenberg
explained the fluctuations in accidents are due to recreational
users. In further response to Representative Gruenberg he
offered his belief that the establishment of the Bureau of
Highway Patrol has resulted in the decrease in fatalities. He
detailed patrols on the Seward Highway.
REPRESENTATIVE GRUENBERG pointed out that the accident
reductions happened in June and July. He asked why the accident
reductions are not reflected year round.
LIEUTENANT WILSON offered that the AST has patrolled since
December and as the BHP expands it hopes to have a statewide
effect. He said he was unsure of how to answer the question,
but in June and July the BHP has put forth enforcement efforts,
including significant training.
12:41:58 PM
LIEUTENANT WILSON, in response to Representative Doogan agreed
anecdotally, that more often than not the person who dies is not
the at-fault driver.
LIEUTENANT WILSON, in response to Representative Johnson,
offered to provide DOT&PF data to the committee with respect to
traffic volumes. In further response to Representative Johnson,
he reiterated that a lot of the data is being provided to the
DPS by the DOT&PF. He agreed that vehicle volume results in
more traffic accidents.
12:45:40 PM
REPRESENTATIVE GRUENBERG pointed out that slide 2 contains six
graphs. These graphs demonstrate the dramatic drop in accidents
in all the months except June and July each year, which
dramatically increase, he said. He then asked DPS to provide
its analysis at some point.
LIEUTENANT WILSON continued [slide 12]. He remarked that
participation in the Alaska Strategic Highway Safety Plan helped
formulate the need for the Highway Safety Corridors. He noted
he worked with some of the engineers, and the DOT&PF previously
highlighted the "3 E's" or engineering, enforcement, and
education aspects [slide 13]. He mentioned that since December
1, 2008, the DPS has been working to develop the BHP to increase
its enforcement efforts. He clarified the BHP goal to safeguard
the wellbeing of everyone through proactive leadership,
sustained high visibility and dedicated traffic law enforcement,
education, and technology [slide 15].
12:50:18 PM
LIEUTENANT WILSON reviewed the flowchart for the BHP current
positions [slide 16]. He detailed his enforcement teams, led by
himself, with a lieutenant overseeing sergeants in Palmer,
Fairbanks, and Soldotna. Local law enforcement positions in
Palmer, Wasilla, and Kenai form part of the team, and are
federally funded positions with statewide responsibilities. A
criminal justice clerk will assist with felony driving while
under the influence (DUI) incidents and a visual information
specialist forms the education component. The BHP is funded by
federal highway funds through the Alaska Highway Safety Office.
In 2009 - 2010, six additional positions will be added [slide
17]. His position will become fulltime; two troopers will be
added in Palmer, one in Wasilla, two in Girdwood, as well as a
letter of agreement to bring in the Fairbanks police department.
In 2010 - 2011, additional positions will be added to the team
[slide 18]. Two troopers will be added to Palmer, one trooper
will be added to Fairbanks, and one trooper will be added to
Soldotna. Additionally, another clerk will be assigned to
Palmer.
CHAIR RAMRAS asked if the BHP team is specifically highway-
oriented troopers or will the troopers also have other duties.
LIEUTENANT WILSON replied that the troopers are funded by
federal funds and duties will primarily be traffic law
enforcement. These troopers will respond to emergency
situations, but their primary focus will be highway enforcement.
LIEUTENANT WILSON, in response to Chair Ramras, answered that
these specific positions are not being taken from a particular
detachment. Initially, some DUI teams were established and the
DPS has taken those positions and added additional ones
previously dedicated to traffic to the group. The rest of the
BHP positions are new federally-funded positions. This team is
an augmentation of the detachments to give the detachment
troopers an opportunity to focus on calls and service instead of
responding to motor vehicle collisions or monitoring traffic.
The BHP will also provide backup for other troopers, he said.
12:58:44 PM
REPRESENTATIVE JOHNSON expressed concern that a new department
is being created. He asked if the felony vehicle position is
also one that the AST currently holds.
LIEUTENANT WILSON answered this position was assigned to the
AST, assigned to DUI forfeitures, and will be reassigned to the
BHP since most of the DUI's will be handled by the BHP. In
further response to Representative Johnson, Lieutenant Wilson
clarified that there will not be a duplicate position in the AST
for felony vehicle forfeitures.
1:00:32 PM
LIEUTENANT WILSON, in response to another question, further
explained that one person would handle the BHP and the AST DUI
felony vehicle issues.
REPRESENTATIVE JOHNSON asked him to consider reducing that type
of staff so as not to grow the bureaucracy.
REPRESENTATIVE JOHNSON noted that and asked why they aren't
partnering with the APD.
LIEUTENANT WILSON further clarified that the administrative
positions in the BHP are new positions assigned to the BHP, but
will augment the administration staff.
REPRESENTATIVE JOHANSEN related that the BHP has agreements with
Palmer, Wasilla, Fairbanks, and Kenai police departments. He
asked whether the BHP should also partner with the Anchorage
Police Department (APD).
LIEUTENANT WILSON responded that BHP has held discussions with
the APD. The APD has substantial traffic unit and opted out of
the BHP agreements. It is something that the BHP will continue
to work to build.
LIEUTENANT WILSON, in response to Chair Wilson, said the BHP can
provide annual costs. He stated that the DPS will be evaluating
the program in five years to determine its efficacy.
1:04:49 PM
LIEUTENANT WILSON, in further response to Chair Wilson, said the
funds are provided through the Alaska Highway Safety Office and
the Highway Safety Improvement Program. Both entities supported
the dedicated traffic team. He said did not think the funds are
part of the American Recovery and Reinvestment Act of 2009
(ARRA).
1:05:53 PM
MARY SIROKY, Legislative Liaison, Office of the Commissioner,
Department of Transportation & Public Facilities (DOT&PF),
explained that the BHP funding is not funded from ARRA funds.
LIEUTENANT WILSON, in response to Representative Doogan,
reiterated that enforcement from Potter Marsh to McHugh Creek is
performed by the AST. In further response to Representative
Doogan, he stated that current AST are assigned to the Girdwood
post. Other positions will be assigned, for example, from the
Palmer post are regularly being reassigned to the BHP.
REPRESENTATIVE DOOGAN understood that permanent BHP will be
assigned to the Seward Highway.
LIEUTENANT WILSON answered yes.
LIEUTENANT WILSON, in response to Representative Doogan answered
that the Girdwood BHP will report to the Soldotna post. In
response to Representative Doogan, Lieutenant explained that the
"E" detachment runs from the Girdwood area to the Kenai
Peninsula. As the BHP expands, each region will get "more bang
for the buck." It is similar to how the drug units operate,
such that the Soldotna troopers assist the Kenai troopers. He
offered that the Girdwood AST office also has administrative
support.
1:10:04 PM
REPRESENTATIVE GRUENBERG asked whether BHP provides general
police protection services in Girdwood.
LIEUTENANT WILSON replied that the DPS covers the Girdwood are
but municipal police officers are not assigned to the area. In
response to a question, he agreed the positions are federally
funded. In further response to Representative Gruenberg,
Lieutenant Wilson said he is unsure of how long the federal
funding will last. Each year, the DPS will receive funding from
the federal government via the Alaska Highway Safety Office.
REPRESENTATIVE GRUENBERG asked what will happen if the federal
government does not fund the BHP.
LIEUTENANT WILSON answered that the department will then have to
decide what approach to take.
1:11:21 PM
REPRESENTATIVE MUNOZ asked whether federal funds cover all costs
for the mobile units in the BHP.
LIEUTENANT WILSON answered yes. He continued, explaining that
2011 - 2012, five additional trooper positions would be added to
the BHP: one in Palmer, two in Fairbanks, and two in Soldotna
[slide 19] In response to Representative Johnson, Lieutenant
Wilson answered that the federal funding covers the personal
services for each position. He related that the strategic plan
indicated several areas needed to be addressed. The 1997 - 2006
statewide statistics showed about 24.9 percent of collisions
were alcohol and drug related [slide 20]. The statistics showed
that 43.5 percent of the 1997 - 2006 fatal and major injury
accidents were caused by aggressive driving [slide 21]. In
response to Chair Ramras, he offered that passing in a no-
passing zone or speeding and passing due to oncoming traffic are
examples of aggressive maneuvers. One of the leading causes of
deaths of teens is motor vehicle collisions [slide 22]. During
2001 - 2007, 24 to 33 percent of fatalities or major injuries
happened to those between the ages of 16 - 20 [slide 23].
Seatbelts save lives [slide 24]. In 2009, 5 of 40 fatalities
involved drivers or passengers not wearing seatbelts, although
seatbelt usage has increased from 78.9 percent in 2005 and to
84.9 percent in 2009.
LIEUTENANT WILSON reviewed citation statistics from December
2008 to the present with a total of 19,377 citations issued; the
BHP issued just under 6,000 citations [slide 25]. Of those,
1,874 were issued to drivers on the Seward Highway.
Additionally, the AST wrote 1,256 citations within the Seward
Highway Safety Corridor and the BHP wrote an additional 526
citations. The statewide traffic team spent 1,242 hours
specifically assigned to the Seward Highway from December 2008
to the present, and issued 798 citations.
LIEUTENANT WILSON explained that the BHP activity is identified
in the next several slides [slides 26 - 28].
1:17:13 PM
LIEUTENANT WILSON BHP related education measures, including that
the DPS has been working with the Alaska Military Youth Academy
(AMYA) to educate youth on traffic safety and identifying
impairments to promote good judgment [slide 29]. Private
companies have also asked the BHP to provide information,
including items such as safe driving in winter conditions. Part
of the education program is media. The BHP created 15 impaired
driving, occupant protection, or road-wise Alaska advertisements
using federal funds, covering promotions such as the "Click It
or Ticket" campaigns.
1:18:41 PM
REPRESENTATIVE HOLMES asked whether the BHP is performing public
safety in the high schools.
LIEUTENANT WILSON answered not specifically, but he anticipates
more involvement. In response to Representative Johnson, he
offered to provide statistics on the enhanced drivers' licenses.
1:20:21 PM
REPRESENTATIVE GRUENBERG asked for clarification on briefings
for the military and private employers. He inquired as to
whether spouses are also invited to attend the training.
LIEUTENANT WILSON answered not yet. In further response to
Representative Gruenberg, he offered a willingness to do so.
REPRESENTATIVE DAHLSTROM clarified that the group must be
invited to the base in order to provide the program.
REPRESENTATIVE GRUENBERG concurred.
LIEUTENANT WILSON, in response to Chair Wilson, agreed that
about 27 percent of teenagers are involved in accidents. In
further response to Chair Wilson, Lieutenant Wilson agreed that
early involvement is important and clarified that these
statistics refer to fatal and major injury collisions.
LIEUTENANT WILSON, in further response to Chair Wilson, agreed
that better educational efforts in the schools would be
beneficial. He surmised that as the unit expands, educational
components can be given in the school, perhaps as early as next
year.
1:26:02 PM
REPRESENTATIVE GRUENBERG remarked that the BHP would double in
size over the next few years. He related that the BHP current
has 16 staff, but would add another 15 trooper positions,
totally dependent upon federal funding. He expressed his hope
that the department has an alternative funding source in mind.
COMMISSIONER MASTERS agreed that with with federal funding the
DPS must balance and the department requests commitments from
its funding sources to the greatest extent possible. He
indicated that in this case, the funding stream has been
available for many years. Additionally, the DOT&PF has
committed to work together to reduce the fatalities. He related
that the DPS would consider making a general fund request, but
would review its current vacancies, as well.
1:28:24 PM
CHAIR RAMRAS asked to move to the short term and long term goals
[slides 40 - 41].
COMMISSIONER MASTERS answered that the DPS is dedicating
enforcement efforts, developing enforcement programs, and
coordinating enforcement with DOT&PF data to reduce crash rates.
The cooperative working relationship it has developed with
DOT&PF is an important short-term strategy. He reviewed the
short term plans, including that current team members are being
deployed, two BHP have been assigned to Girdwood, and the DPS is
reviewing legislation, including the delay of vehicle and
mandatory headlight legislation laws. Much of its long term
plan is the commitment to continue the BHP efforts through
continued federal funding, general fund appropriations, or a
combination of both. Further, the DPS has a process to evaluate
the effectiveness of the program.
COMMISSIONER MASTERS related that the DPS does not generally
perform aerial traffic enforcement due to a lack of officers on
the ground to stop violators and issue citations. He related
that the DPS has aircraft in its current inventory that could be
dedicated aircraft. The department will continue to study the
viability of aerial traffic enforcement. Photo radar is a tool
used by jurisdictions to combat speeding or red light violators.
However, some controversy exists. The DPS is investigating
whether photo radar is an appropriate tool for use in Alaska.
As the department performs research, it has become apparent that
any program must be carefully designed. Nationwide, several
studies show photo radar is effective in reducing crashes.
About 24 to 25 percent of fatal crashes are caused by speeding.
If the DPS implemented photo radar, the goal would be to target
reduction of fatalities. However, enforcement of speeders also
can have an effect on other driving behaviors, as well.
1:33:57 PM
COMMISSIONER MASTERS remarked that costs to implement photo
radar vary, that about 23 states currently offer photo radar,
and the programs vary, as well. Some photo radar enforcement
programs are run by contract companies and institute a per
ticket fee. In other photo radar programs, the state purchases
the equipment and runs the program.
COMMISSIONER MASTERS, in response to Representative Holmes,
offered his belief that the most cost-effective tool for highway
safety is to have more AST troopers on the road actually writing
tickets with fines attached and having personal contact with the
violator.
REPRESENTATIVE JOHANSEN related that aggressive behavior results
in many accidents. He suggested modification tools be
considered, as well as removing the caps on fines.
CHAIR WILSON suggested that photo radar might not work along the
Seward Highway but it might work in other areas.
REPRESENTATIVE GRUENBERG opined that punishment is most
effective if it is swift and immediate. He asked if the DPS has
considered allowing fines to be paid by credit card, clarifying
that this method could be used in no contest instances.
COMMISSIONER MASTERS answered that many suggestions will be
considered internally and discussed with the Department of Law,
the DOT&PF, and formally with the legislature and informally
with members.
LIEUTENANT WILSON resumed his presentation, commenting that the
corridors have previously been discussed [slides 30 - 34]. He
offered his belief that the delay of five vehicles law is
important [slide 35]. He explained that the statute, AS
28.35.140, identifies unlawful obstruction or blocking of
traffic as an instance in which five or more motor vehicles
block traffic, but no speed limit is attached to it. He offered
that the administrative code under 13 AAC 02.050 addresses a
vehicle operating at less than the maximum authorized speed. He
pointed out that the operator must have also have access to a
turnout to allows him/her to pull off the roadway. On the
Seward Highway, it appears that some areas would allow a truck
pulling a boat or motor home to pull over, but sometimes this
effort results in a bottleneck when the vehicle has insufficient
room to pull entirely off the roadway. Education is the key;
people need to leave earlier in order to reach their
destinations safely. While the delay of five vehicles laws are
good laws, the public needs easier ways to comply with them. In
response to Representative Holmes, Lieutenant Wilson related
that the penalty for delaying traffic is a $100 4-point citation
outside the Traffic Safety Corridors, but inside the corridors
the fines double and the same citation would be a $200 fine.
1:42:05 PM
LIEUTENANT WILSON highlighted the statewide citations issued for
drivers delaying vehicles between July 1997 and August 2009:
134 total tickets have been issued, 35 issued on the Seward
Highway, and 12 issued within the Highway Safety Corridors. He
stated that it is a difficult ticket to write since slow traffic
might indicate the driver took advantage of a pullout to let
traffic by, instead of blocking traffic. He related that public
feedback is helpful from vehicles that are blocked by such
drivers, as long as the public is willing to testify.
1:43:31 PM
LIEUTENANT WILSON highlighted the increased enforcement efforts
over the Labor Day holiday [slide 38]. He explained planned
enforcement patrols, including statewide impaired driving
enforcement on Labor Day. One program, Saturday Night Blues, is
designed for impaired driving enforcement, and is planned for
every Saturday of every week since the DPS has identified
weekends as higher impaired driving times. During the Alaska
State Fair, troopers also continue enforcement on the Seward
Highway as per the Alaska Strategic Traffic Enforcement
Partnership (ASTEP). He characterized the ASTEP as a combined
effort between the AST, the Anchorage and Fairbanks police
departments, and the DOT&PF. The Traffic Safety Corridors are
also enforced using the ASTEP. In response to Representative
Doogan, Lieutenant Wilson agreed to provide a list of organized
boroughs in which the AST performs law enforcement.
1:46:06 PM
LIEUTENANT WILSON, in response to Representative Gruenberg,
answered that the DPS has held discussions on mandatory
headlight laws. He explained that the use of headlights is
mandatory when posted since it helps drivers to see other
vehicles. He opined he would lean toward going in the direction
of removing mandatory headlights.
1:47:22 PM
MARK RYAN, a retired police officer from Colorado, stated that
he regularly uses the Seward Highway to pull a fifth wheel
trailer. Several years ago the speed limit was raised from 55
to 65 mph along portions of the Seward Highway. He said his
fuel consumption increased by 10 percent when he increased his
speed to comply with the new posting. Some parts of the Seward
Highway are not conducive to driving at higher speeds due to
road roughness. He expressed concern with the delay of vehicle
law. He stated that he generally drives at 55 mph, which would
result in citations for delaying vehicles since traffic travels
at higher speeds. While he routinely pulls off whenever
possible, it is not always possible to do so and it also makes
it difficult for him to re-enter the highway. He offered his
belief that the law is unenforceable. He then raised several
questions, including several scenarios, such as when seven
vehicles are traveling in a row, whether the first driver is
considered the violator or if other drivers are also at risk for
receiving citations. He asked how AST can determine the
difference between a single line of 12 vehicles in a row and 2
lines of 6 vehicles each, or the distance that a vehicle needs
to be from his vehicle before he is considered as "delaying" the
vehicle. These are realistic questions not addressed by the
statute. And while the intent of the statute and regulation is
good, these laws must be an "enforcement nightmare," he said.
He remarked that he has observed long lines of traffic on the
Seward Highway with up to 100 vehicles in a row.
MR. RYAN agreed that no-passing zones are good enforcement tools
although he has routinely seen people cross double yellow lines
to pass his vehicle. On the issue of raising the speed limit to
65 mph on Minnesota Drive, he predicted that people will drive
over the speed limit between 67 - 70 mph. He offered his belief
that severity of punishment is not a deterrent, but swiftness
and certainty of punishment will reduce crime. He suggested
implementing photo radar would be a good idea, especially for
urban intersections to reduce red light violations, so long as
the reason for photo radar is to enhance safety and not to
generate revenue. He also suggested that photo radar should not
be used after school hours, that the DPS should implement photo
radar on the Seward Highway Safety Corridor, and should reduce
the speed limit to 55 mph during the summer months due to
recreational vehicle usage.
CHAIR RAMRAS related that DOT&PF will consider the suggestions.
MR. RYAN opined that something needs to be done. He supported
increased law enforcement coverage on the Seward Highway.
1:52:56 PM
ADJOURNMENT
There being no further business before the committee, the House
Transportation Standing Committee and the House Judiciary
Standing Committee meeting was adjourned at 1:52 p.m.
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