Two New Local Road Safety Programs to Launch in Kansas By ...kutc/pdffiles/LTAP2015-Fall.pdf · Two New Local Road Safety Programs to Launch in Kansas By Lisa Harris Continued on

Two New Local Road Safety Programs to Launch in Kansas By Lisa Harris

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LTAP Director Honored at Retirement By Lisa Harris

Inside

• How to address roadside hazards

• How many ways can you improve an unsignalized intersection? Maybe more than you think

• Practical Road Safety Assessments provide a path to safety for bicyclists, pedestrians and transit riders

• Roads Scholar update: Fall 2015 graduates and recognition ceremonies

• Cones sound a warning of work zone intrusion

• Upcoming training programs and conferences

• Resources for local agencies

Please help us reach more people in your agency by routing this newsletter:

___administration

___engineering

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The Kansas Strategic Highway Safety Plan (SHSP) contains strategies

for reducing crashes on the state and local systems. The tables at right are taken from the plan (2014). They show, on average, there are almost as many fatalities on locals roads than on state highways, and more disabling injuries on local roads than on state highways. The Local Roads chapter of the Kansas SHSP contains strategies developed by a team of representatives from local agencies, KDOT and FHWA to reduce the number of fatalities and disabling injuries in half by 2029—a tall order—especially since the local road system is so vast and much of it is not built to modern standards. It was

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Pat Weaver honored for her 33 years of leadership and mentoring at KU

Two strategies advanced by the Kansas Local Roads Safety Team, and now funded, will provide a framework for improving safety on roads owned by local governments, and ongoing safety training and assistance.

The Transportation Center marked an important occasion recently with a celebration of the career and retirement of Patricia (Pat) Weaver. Pat was

Executive Director of the Center and a Research Scientist at the Kansas University Transportation Center where she has worked since 1982. Pat was director of LTAP as well as the Rural Transit Assistance Program (RTAP). With RTAP she worked extensively with rural and small urban transit systems and has conducted research in the area of transit demand analysis and system planning. Her primary responsibilities at the University of Kansas included research, training

These tables show the relative contributions of state highways and local roadways in Kansas to disabling injuries and fatalities between 2008-2012.

NewsletterFall 2015

A quarterly newsletter of the Kansas Local Technical Assistance Program (LTAP) at the Kansas University Transportation Center with funding from Kansas DOT and the Federal Highway Administration

KS LTAP

2 Kansas LTAP Newsletter | Fall 2015

Weaver Continued from page 1

and technical assistance to rural programs. Pat managed a number of projects funded by the Federal Transit Administration, the Federal Highway Administration, State DOTs, and local governments. She has provided consulting services to other states and transit operators around the country. Pat was (and still is) very active at the national level, especially in transit. She completed a term as Chair of the National RTAP Review Board; is a member of the Transportation Research Board (TRB), chair of the TRB Committee on Rural and Intercity Bus Transportation (AP055) and has served on the planning committee for several National Conferences on Rural Public and Intercity Bus Transportation. She’s a member of the Transit Cooperative Research Program (TCRP) Oversight and Project Selection (TOPS) Committee and has served on a number of panels with the TCRP. She is a member of the Advisory Board of the National Transit Institute, and is a member of numerous other professional associations. Pat received numerous awards, including the CTAA Founder’s Award from the Community Transportation Association of America in 2013, the Roger Tate Award from the TRB Committee on Rural Public and Intercity Bus Transportation in 2008 for dedicated service, outstanding accomplishment and lasting contribution to rural mobility, the Willie M. Murray Award from the Kansas Public Transit Association in 2003 for her outstanding and dedicated long-term service on behalf of Kansas Public Transportation, and the Federal Transit Administration Region VII Award in 2012 in recognition of 25 years of exemplary service to the Rural Transportation Assistance Program and the promotion of rural public transportation. Pat was instrumental in launching the Kansas Roads Scholar Program in 2000 with the Kansas County Highway Association, and with KDOT and the Kansas Association of Counties as partners. The Kansas Chapter of APWA was added as a partner in 2014. If you know Pat, you know she will stay active in her retirement. Besides looking forward to spending more time with her family—and on her bicycle—Pat will continue to promote bicycling and transit. She has been certified by the League of American Bicyclists to teach Smart Cycling classes to children as well as adults. The goal is to help people feel more secure about getting on a bike, to create a mind-set that bikes are treated as a vehicle, and to ensure that people on bikes know how to ride safely and legally. Pat has been an inspiring leader and mentor to her staff and graduate research assistants as well as a caring and encouraging supervisor. We’ll miss you, Pat! Congratulations on a retirement well earned. ■

[Note: Lisa Harris is now the Director for LTAP and RTAP and is Interim Director of the KU Transportation Center. Special thanks to Kristin Kelly for planning the retirement event.]

Above, Pat Weaver receives an honorary Roads Scholar “Level IV” Certificate from Keith Browning, for leadership and administration.

Below, Tom Mulinazzi visits with Norm Bowers. The event drew people from many places and times in Pat’s career, from the public

works and transit professions, as well as KU colleagues.

KUTC News | Spring 2009 3Kansas LTAP Newsletter | Fall 2015 3

clear that two key strategies would have to be: 1) assist local governments in developing plans that identify and prioritize safety improvements, and 2) provide on-site, ongoing safety training and technical assistance to help communities reduce crashes, including assistance in applying for funding. These strategies have recently received funding and will be launched in 2016.

Local Road Safety Plans The Kansas Bureau of Local Projects has initiated a program to have counties develop Local Road Safety Plans (LRSPs). “Kansas envisions great benefits from counties having their own LRSPs,” said Nelda Buckley, KDOT local road engineer. These plans can be used by counties for both developing everyday maintenance priorities as well as applying for federal-aid safety funding. The plans will be developed by team of consultants with participation by the local community. KDOT will benefit from this approach, as well, by being able to compare projects throughout the state for funding based on similar priorities. KDOT has made 90 percent federal safety funding (HSIP) available for counties with LRSPs. The first four counties to take advantage of the funding are Barton, Butler, McPherson, and Stafford. Representatives of

these counties recently interviewed consultants and selected the team of TranSystems and Kimley-Horn to develop four LRSPs as a pilot project. (Kimley-Horn is also developing LRSPs for counties in Iowa.) Once the process is worked out and an LRSP template created, the goal is that each of the remaining 101 counties would have an LRSP within five years. Funding is expected to be allocated for 20 counties per year; the first 20 have been selected, the next 20 are currently being identified. Any county interested in participating or obtaining additional information may contact Nelda Buckley with KDOT’s Bureau of Local Projects at [email protected] or (785) 296-0417. Safety circuit rider program Kansas LTAP has received funding from KDOT’s Bureau of Research to add a Safety Circuit Rider (SCR) program. Two or more “circuit riders” will travel around the state to local agencies to provide safety training and technical assistance where needed. An advisory board with local agencies of different sizes will be assembled to develop the particulars of the program to meet Kansas needs. Safety Circuit Rider

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Two New Local Safety Programs Continued from page 1

Top left, Larry Emig, former KDOT Local Projects Bureau Chief (retired) and long-time friend of LTAP.

Bottom left, Anne Smith from Riley County ATA Bus presented Pat with a photograph of their shop. She thanked Pat for her

assistance in helping plan the shop, and for her leadership over the years in rural transit.

At right, Cory Davis, KDOT Comprehensive Transportation Planning Manager, and Tom Worker-Braddock with Olsson Associates, a former graduate research assistant under Pat.

Top, Pat is an avid bicyclist and looks forward to riding in her retirement, along with spending more time with family, and

many other things! Phot

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Kansas LTAP Newsletter | Fall 20154

Based on 3-year crash data (2010– 2013) published by KDOT, on average, nearly 110 people in

Kansas are killed annually and another 3,500 are injured in roadway departure crashes involving roadside fixed-objects. This accounts for nearly 30 percent of all fatalities statewide. http://www.ksdot.org/bureaus/burtransplan/prodinfo/accista.asp When it comes to improving safety for road departure crashes, the primary objective is to keep the vehicles from leaving the road in the first place, through measures such as signage, pavement markings, delineation, and rumble strip/stripes. In reality, however, some road departures still occur. To help make the road safer for these motorists, roadsides should be designed and/or retrofitted, when possible, to have a sufficient “clear zone” with recoverable slopes— free of any hazardous fixed-objects.

Potential roadside hazards A number of fixed-objects along a roadside can be considered potential hazards to the road users. Most typical objects include:

• Ditches• Curbs• Utility poles• Median barriers• Sign posts• Guardrails• Trees• Fences / Gates• Bridge rails• Culverts ends / headwalls• Embankments / Bridge Piers• Mailboxes• Edge drop-offs

What fixed objects are hit the most frequently in Kansas? According to 2010-2013 crash data published by KDOT, the highest number of fixed-object crashes involved ditches,

with an annual average of 1,480 crashes per year, followed by curbs at 1,200 crashes per year, utility poles at 1,050 crashes per year, dividers and median barriers at 1,020 crashes per year, and sign posts at 870 crashes per year. http://www.ksdot.org/bureaus/burtransplan/prodinfo/accista.asp

What to do about roadside hazards Before you take any action on how to treat an existing fixed-object along a roadside, ask yourself the following questions:• Is the fixed object located in the clear zone?• Is it considered hazardous?• Can you remove the hazard?• Can you relocate it to where it is less likely to be hit?• Can you reduce crash severity if the object is hit?• If you cannot remove, relocate, or modify the hazard, is adding a guardrail feasible? If not...• Would delineation help guide drivers around the hazard particularly at night and in low visibility conditions?

How to Address Roadside Hazards By Mehrdad Givechi, P.E., P.T.O.E.

What is a clear zone?

The Roadside Design Guide, 4th Edition, 2011, published by the

American Association of State Highway Transportation Officials (AASHTO) defines clear zone as “the unobstructed, traversable area provided beyond the edge of the through traveled way for the recovery of errant vehicles. The clear zone includes shoulders, bike lanes, and auxiliary lanes, except those auxiliary lanes that function like through lanes.” It further states that the clear zone distance varies depending on the traffic volumes, speed, and roadside geometry. According to the Roadside Design Guide, on a low-speed, low-volume rural roadway, the clear zone distance can be as little as 7 feet, whereas on a high-speed, high-volume freeway the distance can be as high as 46 feet or more. In urban areas, however, where the speeds are much lower and the environment is much more constrained (limited right-of-way, presence of sidewalks, on-street parking, street furniture, and etc.) the minimum lateral offset from face of the curb to the obstruction is 1-1/2 feet, although 4 to 6 feet is preferred.

This article will help local agencies identify fixed-objects along the roadside that are considered potential hazards, and offer a number of suggestions to reduce the frequency and/or severity of the road departure crashes.

This is an example of a clear zone with a roadside hazard. This could be

made safer by installing a break-away post and switching out the alma mater logo for paint on the

mailbox, or a flag.

Kansas LTAP Newsletter | Fall 2015 5

Some Examples of Dangerous Fixed Objects

• Ditches that are non-traversable (steeper than 3:1, horizontal:vertical).• Sign posts that are not crashworthy (wood posts larger than 4 inch X 4 inch with no weakening holes) or not breakaway (metal posts).• Trees with trunks 4 inches or more in diameter.• Mailboxes with wood posts that are larger than 4 inch X 4 inch. • Mailboxes with metal post that are embedded more than 23.6 inches in the ground and are stronger than 2 inch diameter standard strength steel.• Pavement edge drop-off greater than 2-1/2 inches.

Source: Low Cost Safety Improvements Blended Approach. National Highway Institute (NHI) Course No. 380083. U.S. DOT Federal Highway Administration. FHWA-NHI-08-109. March 2009.

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Examples of delineation include retroreflective tapes on utility poles; and object markers at the end of culvert headwalls. The order in which a hazardous fixed object in the roadside clear zone should be mitigated is:

• Remove it• Replace it• Relocate it• Redesign it• Shield it• Delineate it

The first three solutions are the preferred choices, but can be costly to do and are not always practical, especially for

supports for roadway signing or lighting that need to be near the roadway to serve their intended functions. The last option, delineation, falls in the category of low-cost safety improvement recommended as a minimum mitigation measure. The roadside hazard stays in place but it becomes easier to see.

Use a systemic approach to roadside improvements To get the best bang for your buck, prioritize your road safety improvements using a systemic (proactive) approach to safety rather than the traditional safety method that is more site-specific (reactive). What this means is that you plan and implement improvements on your road system considering risk factors as well as crash history. The risk can be assessed

ADDITIONAL RESOURCES ON ROADWAY DEPARTURES

• Kansas Strategic Highway Safety Plan, Roadway Departure Chapter. Contains strategies for reducing roadway departures in Kansas. pp. 44-50. http://www.ksdot.org/Assets/wwwksdotorg/bureaus/burTrafficSaf/reports/reportspdf/SHSP.pdf

• Roadway Safety Guide: A Primer for Community Leaders, The Roadway Safety Foundation, 2014. www.roadwaysafety.org

• Road Safety Fundamentals, U.S. Department of Transportation, Federal Highway Administration, FHWA SA-05-011, September 2005.

• Safety and Trees: The Delicate Balance. FHWA-SA-06-12. 2006. • Toolbox of Countermeasures and Their Potential Effectiveness for Roadway Departure Crashes, U.S. Department of Transportation, Federal Highway Administration, FHWA-SA-07-013, Issue Brief, August 2008.

• Road Management and Engineering Journal, March 2000, TranSafety, Inc. http://www.usroads.com/journals/rmej/0003/rm000301.htm

• Time to Fix Roadside Safety Hazards, Crossroads Newsletter, Winter 2000. Wisconsin LTAP, University of Wisconsin-Madison. http://epdfiles.engr.wisc.edu/pdf_web_files/tic/Crossroads/xrds_2000_1.pdf

• Improving Roadside Safety – Part 1, NYMIR Handbook, December 2003. http://contextsensitivesolutions.org/content/reading/improving-roadside-safety/resources/improving-roadside-safety/

6 Kansas LTAP Newsletter | Fall 2015

programs are in several other states and each have their own flavor depending on local needs. After the advisory board meets, the circuit rider position(s) will be advertised and the program will get up-and-running. It is envisioned that Kansas will have at least two circuit riders and they will each have a territory to cover. Counties will have first priority for assistance but cities without their own engineers will also have high priority. Services will be

offered in consultation with the local community visited, and could include on-site training on maintenance practices that improve roadway safety, signing do’s and don’t, removal of roadside hazards, worker safety training, help with applying for funding, and presentations to commissioners and other stakeholders on the importance of investing in safety. For questions contact Lisa Harris at [email protected]. Look for more information soon. ■

based on the likelihood of crashes using factors such as:

• Roadside features; • Prevailing speed; • Traffic volumes; and • Location of the obstacle (hazard)

Once higher-risk locations are identified, the local agency can be proactive and make low-cost safety improvements at these locations, whether there has been a crash at a site or it’s a “crash waiting to happen.” For additional information on the systemic safety approach refer to these publications: Developing Safety Plans: A Manual for Local Rural Road Owners, U.S. Department of Transportation, Federal Highway Administration, FHWA-SA-12-017, March 2012.http://safety.fhwa.dot.gov/local_rural/training/fhwasa12017/ Systemic Safety Project Selection Tool, U.S. Department of Transportation, Federal Highway Administration, FHWA-SA-13-019, July 2013. http://safety.fhwa.dot.gov/systemic/fhwasa13019/.

Conclusion Just as roads can be dangerous if they are not well designed, so can roadsides. Local agencies should become aware of the roadside hazards in their jurisdictions and take steps to mitigate them. We hope this article provides some food for thought in getting started. For more information, or if you have questions about a

Roadside Hazards Continued from page 5

FUNDING FOR ROADSIDE SAFETY IMPROVEMENTS

High Risk Rural Road (HRRR) funds, available from the KDOT Bureau f Local Projects (BLP), have been used for removal of fixed-objects in clear zones. Nelda Buckley, local road engineer with BLP, shared with us the following locations where removal of fixed-objects has been implemented in the past three years or so. In most cases this would involve extending culverts/boxes as part of a larger project, she said. • Rooks County – hand rails and tree removal• Saline County – grading, surfacing, bridges, etc.• Sedgwick County – removal of bridge rail• Miami County – lower roadway elevation• Montgomery County – culvert extensions• Butler County – realignment• Montgomery County – new box, pipe, ditch lining For more information on the High Risk Rural Roads Program and its application process, go to: https://www.ksdot.org/Assets/wwwksdotorg/bureaus/burLocalProj/BLPDocuments/Programmatic_FHWA_BLP.pdf

Two New Local Safety Programs Continued from page 3

Sources:

• KDOT’s Accident Statistics. http://www.ksdot.org/bureaus/burtransplan/prodinfo/accista.asp• Roadside Design Guide (4th Edition), American Association of State Highway and Transportation Officials (AASHTO), 2011.• Low Cost Safety Improvements Blended Approach, National Highway Institute (NHI) Course No. 380083, U.S. Department of Transportation, Federal Highway Administration, FHWA-NHI-08-109, March 2009.• Developing Safety Plans: A Manual for Local Rural Road Owners, U.S. Department of Transportation, Federal Highway Administration, FHWA-SA-12-017, March 2012. http://safety.fhwa.dot.gov/local_rural/training/fhwasa12017/.• Systemic Safety Project Selection Tool, U.S. Department of Transportation, Federal Highway Administration, FHWA-SA-13-019, July 2013. http://safety.fhwa.dot.gov/systemic/fhwasa13019/.

particular roadside hazard in your area, contact Mehrdad Givechi, safety engineer at Kansas LTAP at (785) 864-2593 or [email protected]. ■

7Kansas LTAP Newsletter | Fall 2015

VHB

How Many Ways Can You Improve an Unsignalized Intersection?

Maybe more than you think. The Unsignalized Intersection Improvement Guide lists 75 ways and where each of those ways are most useful.

[Editor’s note: The Institute of Traffic Engineers (ITE) website has an excellent resource on improving safety at unsignalized intersections. It is written for local agencies, it has a wealth of information without being overwhelming, it is very easy to navigate, and it’s free. The following is adapted from the Guide.]

From 2010 to 2012, more than 70 percent of all intersection-related fatal crashes nationwide

involved unsignalized intersections. These accounted for approximately one of every six fatal crashes on U.S. roadways. As such, and because the vast majority of intersections in the U.S. are unsignalized, it is vital that state and local transportation agencies consider how their design and management practices can better address safety performance, operations, and access for all users at these types of intersections.

Written for local agencies The majority of unsignalized intersections are owned and operated by local agencies. Many smaller

jurisdictions do not have professional traffic engineers on staff but must frequently make decisions on safety treatments and enhancements at unsignalized intersections. These agencies need practical guidance to assist them in arriving at, and justifying, these decisions to policymakers and the public. The Unisgnalized Intersection Improvement Guide (UIIG) was developed to address this need.

Guide helps in identifying the problem and finding solutions The UIIG is prepared to primarily aid local agency practitioners (city and county) in selecting design, operational, maintenance, enforcement, and other types of treatments to improve the safety, mobility, and accessibility of all users at unsignalized intersections. It is designed under the assumption that an unsignalized intersection (or group of unsignalized intersections) has been identified as having a problem related to traffic safety, operations, or access. The UIIG assists the user in confirming there is indeed a problem and identifying the

ANY OF THESE SOUND FAMILIAR?

These common problems experienced at unsignalized intersections are addressed in the Unsignalized Intersection Improvement Guide (UIIG):

• Inappropriate intersection traffic control• Inadequate visibility of the intersection or regulatory traffic control devices• Inadequate intersection sight distance• Inadequate guidance for motorists• Excessive intersection conflicts within or near the intersection• Vehicle conflicts with non-motorists• Poor operational performance• Misjudgment of gaps in traffic• Speeding• Non-compliance with intersection traffic control devices

type and potential cause of the problem, and then offers possible treatments—also identified as countermeasures or strategies—that address the problem. The selection of the desirable treatment for implementation is to be determined by the agency with input from and review by the affected stakeholders within the community.

Written for non-engineers The UIIG’s primary audience is the agency (or individual) responsible for the roads within a local government jurisdiction, especially those agencies lacking staff with a formal education in highway and traffic engineering principles. However, even trained staff from state and local highway agencies may find this Guide helpful as they address various problems at their unsignalized intersections.

Designed to stay current The UIIG is hosted by the Institute of Transportation Engineers (ITE) under the sponsorship of the Federal Highway Administration (FHWA), with full access by all interested parties at no cost. It has been prepared as a web-based resource with the intent that it will be used online and that it can be modified as necessary to incorporate new information. By using the UIIG online, users will have access to the latest information on the various treatments that can be used to improve safety, mobility, and access at unsignalized intersections.

Where to find the guide Accessing the Guide is easy. Go to http://www.ite.org/uiig/ and you’re there. ■

8 Kansas LTAP Newsletter | Fall 2015

“Sharing the road” takes on new meaning when expanding the application of

a Road Safety Assessment (RSA) process beyond safe travel of automobiles on our roadways. Understanding the interaction between cars, bikes, walkers and transit riders on the roadway was brought to life in recent initiatives forwarded by USDOT Secretary Foxx for Safer People, Safer Streets. This US Department of Transportation (DOT) initiative’s goal is to reduce the growing number of pedestrian and bicyclist injuries and fatalities through a comprehensive approach that addresses infrastructure

safety, education, vehicle safety, and data collection. Every state is involved, including Kansas and Missouri. As part of Secretary Foxx’s initiative, road safety assessments (RSAs) focusing on pedestrian, bicyclist and transit user’s safety were conducted by DOT field offices in every state and the US territories; to date, 52 and counting. The purpose of these RSAs was to identify ways to improve safety across all modes. I was privileged to serve on two teams in our area, and had the

chance to observe firsthand how to incorporate bike-ped-transit elements into a road safety assessment process. At first glance it might appear that RSAs focusing on all the modes might not apply to counties and smaller communities. And transit managers might not think that bicycle and pedestrian issues are all that relevant to their operations. However, even in rural communities transit riders are almost always pedestrians first—and the ability to get to transit vehicle safely is of critical importance—whether they’re traveling to a bus stop on a fixed route system or just getting from

their front door a bus at the curb. There are many lessons learned that apply to all communities and transit systems, regardless of size. This article provides a recap of the road safety assessments conducted in Kansas and Missouri—one in Lawrence, Ks., and the second in Kansas City, Mo. I’ll share some of the results, how these lessons might be applied to smaller communities, and some of the resources available to champion similar efforts in your community.

USDOT leads the way Emphasis on inclusion of bicycle, pedestrian and transit elements in the transportation network has steadily increased. The most recent example is that of the Safer People, Safer Streets initiative which began in 2014 as a way to recognize and address the rising numbers of pedestrian and bicyclist injuries and fatalities related to collisions with motor vehicles. The goal of the initiative is to protect people on foot and bicycle by fostering a safe environment with good multimodal integration so that even more Americans will feel comfortable enough to take advantage of walking and biking. As part Safer People, Safer Streets, several administrations within USDOT were directed to help identify at least one site in each state as a target for a Road Safety Assessment focusing on bicyclists, pedestrians and transit users. A representative of one of three

By Pat Weaver

Practical Road Safety Assessments Provide Path to Safety for Bicyclists, Pedestrians and Transit Riders

PRSA

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PRSA team members record observations about pedestrian safety at a bus stop in Kansas City.

Resources on Road Safety Assessment

• FTA Bicycles and Transit website. http://www.fta.dot.gov/13747_14399.html

• US DOT RSA website. http://www.transportation.gov/policy-initiatives/ped-bike-safety/road-safety-assessments

• Mayors’ Challenge Sign-Up. U.S. Department of Transportation. http://www.transportation.gov/mayors-challenge

• Pedestrian, Bicycle, and Transit, City of Lawrence, Kansas, 19th Street from Iowa to Barker Practical Road Safety Assessment. March 26, 2015.

A version of this article also appeared in the January 2016 issue of the Kansas TransReporter for transit agencies.

9Kansas LTAP Newsletter | Fall 2015

administrations (Federal Highway, Federal Transit or National Highway Traffic Safety) led the RSA team and compiled the reports for submission to the Secretary. This initiative continues as part of Secretary Foxx’s Mayor’s Challenge for Safer People, Safer Streets for which individual cities can still sign up to participate. Wichita has expressed interest in conducting a multimodal assessment, according to Mark Bechtel, team leader for Planning and Program Development, FTA Region VII Office, and leader of the Missouri RSA conducted as part of this initiative in Spring 2015 (Rodriguez, 2015). Several smaller communities in Kansas are considering RSAs or other efforts to support safe walking and biking as part of a grant program led by the Kansas Department of Health and Environment (See sidebar at right).

Practical RSAs The Practical RSA (PRSA) approach was used for the assessments conducted in Lawrence and Kansas City. PRSAs generally are used by KDOT’s Bureau of Local Projects for safety projects, following a simplified process for assessment. The PRSA does not attempt to gather extensive data other than what is readily available, and has a simplified report format to document findings. The primary intent is to identify measures, depending on available resources, that reduce the potential for fatal or severe injury crashes in the corridor. A PRSA does not necessarily lead to the development of a safety project, but to the identification of low-cost solutions that may be implemented by maintenance forces. Moderate-and higher-cost solutions are also identified for consideration by an agency for its planning and project development process (Harris, 2013). A multimodal PRSA is one in which all modes are taken into consideration: drivers, bicyclists, pedestrians, and transit riders. A multimodal approach benefits from having representatives across disciplines (roads and bridges, transit agencies, planning, public administrators, elected officials, law enforcement, bike/ped and transit

advocacy groups, advisory committees, and more). As a transit manager alone, you have very little ability to influence where sidewalks are placed or improved. However, as part of a community team, you can help target those areas in which sidewalks or other improvements would most improve mobility in your community. Beyond the different representatives in your city or county, it can be important to include representatives across jurisdictional boundaries: city,

county, regional, Tribal, State, and Federal, depending on the type of assessment being conducted. Resources may be available beyond your own agency or local government that can help make improvements a reality.

Multimodal RSAs in Kansas and Missouri: The results The observations documented for each of the targeted PRSAs in Kansas and Missouri provided suggestions, not mandates, for changes that could be made. The overall goal was to identify a variety of measures that could be taken, as resources are available, to make improvements to enhance the safety of the respective corridors. In Lawrence, the PRSA examined a 2.5 mile segment of 19th Street, along the south side of the University of Kansas, which, at the time, was part of a studied corridor for a proposed transit transfer center. In Kansas City, the site was a 2-mile segment of Prospect Avenue along a proposed Bus Rapid Transit (BRT) alignment, as well as near several elementary schools

A PRSA does not necessarily lead to the

development of a safety project, but to the

identification of low-cost solutions that may be

implemented by maintenance forces.

KDHE Rural Grants to Support Healthy Community Design

Six rural counties are moving forward with projects to improve walking and biking in their communities, thanks to a grant administered by the Kansas

Department of Health and Environment from the Centers for Disease Control and Prevention (CDC). The grant program supports objectives developed in the Healthy Kansans 2020 Framework (State of Kansas, 2014). Strategies for the counties participating in 2015-2016 (Cowley, Dickinson, Edwards, Franklin, Mitchell and Thomas) include developing bicycle/pedestrian advisory committees, creating Complete Streets policies, conducting walk audits to improve pedestrian safety, developing Bicycle/Pedestrian Master Plans, developing a message for local elected officials, and more. The KU Transportation Center will be involved in assisting these communities with outreach and technical services as they move forward over the next few months. As your community moves forward with establishing pedestrian/bicycle advisory committees, consider becoming involved to provide input on access to transit services. As a transit agency, you can address issues on your own property, your agency probably lacks the authority to address similar issues on property not owned by your agency. A crucial step in providing pedestrian safety and access is to build partnerships with the other organizations and government agencies—including those responsible for road design and traffic safety (Federal Highway Administration, 2008). For more information on communities participating in these healthy community initiatives, contact Jennifer Church at the Kansas Department of Health and Environment at (785) 296-6801.

Continued on next page

10 Kansas LTAP Newsletter | Fall 2015

PRSAs Continued from page 9

with active or proposed Safe Routes to Schools projects. Three teams were formed at each site for bicycling, walking, and transit use, to collect data on conflicts, discontinuous segments, accessibility, and user comfort. Each team assigned to a mode used that method of travel (walked, biked, or rode the bus) while completing a checklist at intervals along each corridor. Suggestions were developed in each of the final reports, organized as low-cost, medium-cost and high-cost. For example, low cost suggestions were the addition of shared lane markings, upgrading crosswalk markings, and establishing a bike boulevard along a path parallel to the study area. Examples of moderate-cost solutions include adding pedestrian-actuated signals and adding sidewalks to complete disconnected segments. Higher-cost alternatives generally were for lane reconstruction to add bicycle

and/or pedestrian facilities. While these two PRSAs were conducted in more-urban areas with fixed route transit, the lessons learned can certainly apply in smaller communities. There was evidence, even in these urban areas, of transit riders being forced out into the street to get to the bus stop, or standing in a field to wait for a bus with no shelter, regardless of the weather. Having others experience these conditions (other than the riders) is pretty powerful in recognizing the extent of the challenges.

What’s next? The 52 PRSAs completed around the country are being compiled in a final report, according to Edwin Rodriguez, transportation management specialist for the FTA Office of Research, Demonstration and Innovation (Complete Trip, 2015). In addition to the final report, work is just beginning on a Bicycle-Pedestrian Safety Guidebook, being developed by FTA’s Office of Research, Demonstration and Innovation. Completion is anticipated for Fall 2016, said Rodriquez.

PRSA resources for rural and small communities in Kansas Are you interested in learning more about implementing an PRSA in your community to address improvements for transit, walking and biking as part of the transportation network? If so, there are many informational and technical assistance resources available

to help you. One place to start is the USDOT’s Safer People, Safer Streets: Pedestrian and Bicycle Safety Initiative (https://www.transportation.gov/policy-initiatives/ped-bike-safety/safer-people-safer-streets-pedestrian-and-bicycle-safety). Within the state, Kansas LTAP provides RSA technical assistance to implement an RSA in rural and small communities. Just call Mehrdad Givechi at (785) 864-2593 to request assistance or email [email protected]. See the list on page 8 of this article for links to even more resources.

Conclusion The multimodal RSAs championed by USDOT provided a unique opportunity for representatives of various disciplines and organizations to work together who may not have had thought to consult with one another. The 52 sites for which PRSAs were conducted provided a unique perspective on traffic safety, considering walking, bicycling and riding the bus on our roadways. In addition to the multimodal approach, these PRSAs also brought together representatives of organizations all concerned with traffic safety in some form, but who rarely work together. As FTA’s Mark Bechtel said, “The Regional NHSTA Office is located in the same building as ours, but until the RSA I didn’t know anyone in that office. After the RSA, I now recognize them in the hallway and will be more likely to think of ways to collaborate in the future.” ■

A sidewalk gap exists at this bus stop, forcing a pedestrian out alongside the street.

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Sources:

• Federal Highway Administration. (2008). Pedestrian Safety Guide for Transit Agencies. Washington D.C.: Federal Highway Administration. Retrieved from http://safety.fhwa.dot.gov/ped_bike/ped_transit/ped_transguide/transit_guide.pdf• Harris, L. (2013, Fall). KDOT Hosts “Practical” RSA in Montgomery County. Kansas LTAP Newsletter, pp. 6-7.• Rodriguez, E. a. (2015). USDOT Secretary Foxx’s Safer People Safer Streets Initiative. Association of Pedestrian and Bicycle Professionals Professional Development Seminar 2015. St. Louis.• State of Kansas. (2014). Health Kansans 2020: Kansas Health Assessment and Improvement Plan. Topeka. Retrieved October 31, 2015, from http://healthykansans2020.org/KHAIP.shtml

11Kansas LTAP Newsletter | Fall 2015

Roads Scholar Update: Fall 2015 Graduates & Recognitions By Lisa Harris

Five individuals earned roads scholar certificates in Fall 2015, with most of them receiving

certificates for more than one level. Below are the graduates, listed by their jurisdiction. Congrats to all!

Fall 2015 graduates:

Johnson County Rob Callahan – Levels II and III Joe Venneman – Levels II and III

Linn CountyMelinda Bolling – Levels II and III

Saline CountyDarren Fishel – Levels II and III

Franklin CountyRyan Fine – Level III Recognitions held The Kansas Chapter for the American Public Works Association (APWA) held its most recent Roads Scholar recognition ceremony in November in El Dorado. Ron Seitz (KDOT) and Lisa Harris (LTAP) presented the certificates on behalf of APWA. Norm Bowers coordinates recognitions for the counties, and held Darren Fishel’s recognition at a District 2 meeting and the Johnson County recognitions at Johnson County Public Works. More recognitions are planned for Spring district meetings. Advisory board to meet in Spring The Kansas Roads Scholar Program is guided by an advisory committee of KCHA and APWA representatives and other Program partners. The committee meets annually in the Spring. The next meeting is April 8, 2016. For more information on the Kansas Roads Scholar Program, visit http://www.ksroadscholar.org, or contact Kristin Kelly at (785) 864-2594 or [email protected]. ■

Above left, Jason Hughey, Sue Austin, and Brad Meyer of the City of El Dorado received Roads Scholar certificates at a city staff meeting on November 5, 2015. Hughey and Meyer both

earned their Level III certificates in Spring 2015 and Austin earned her Level I certificate the previous Fall. Above right, Rob Callahan, decked out for the Johnson County Public Works

holiday party, received his Level II & III certificates from Norm Bowers.

Norm Bowers presented certificates on behalf of the Kansas County Highway Association. Left, Joe Venneman received his Level II and III certificates at the Johnson County Public

Works holiday party. Right, Darren Fishel of Saline County Public Works received his Levels II and III certificates at the District 2 monthly meeting in Salina on December 15.

12 Kansas LTAP Newsletter | Fall 2015

Cones Sound a Warning of Work Zone Intrusion By Mehrdad Givechi, P.E., P.T.O.E

The Manual on Uniform Traffic Control Devices (MUTCD) contains standards and guidance

on the design and application of traffic control devices to guide road users in and through work zones. However, some work zones present safety challenges that require additional efforts to enhance workers’ safety. For this reason, Federal regulation 23 CFR 630 Subpart K encourages state highway agencies to consider the use of other traffic control devices that can help reduce work zone crashes and improve worker and road user safety. Local agencies may have situations where extra safety is also needed. A number of measures identified in this regulation specifically address motorist and worker safety; one of these is an intrusion alarm system. This article will describe how intrusion alarms work, and report on research conducted in Kansas that compared two of the available models.

Intrusion alarms Where they are used. Intrusion alarms are used primarily in temporary work zones with short work duration where adding a positive protection system such as concrete barrier is not feasible. Intrusion alarms do not take the place of a physical barrier, but will give workers a number of seconds to clear the area when the work zone is breached by an errant vehicle. Technology used. Intrusion alarms use one or more sensors mounted on a typical work zone barrier such as a cone, drum, or delineator. Some models have the alarm mounted on the device and will sound if struck by an errant vehicle. One model has a transmitter on the cone and a receiver closer to the workers in the work zone. Popular types. Commonly used cone-type intrusion alarms are the following:

SonoBlaster®: This is a stand-alone, impact-activated system. Upon impact by an errant vehicle, the device’s built-in CO2 powered horn blasts to signal the intrusion into the protective zone, giving the workers reaction time to move out of the harm’s way. Each unit comes with one CO2

cartridge, good for one use. The cost for one unit, including the mounting bracket, is less than $100. Additional cartridges are sold separately at $3.00 each. http://www.transpo.com/roads-highways/safety-products/wz-intrusion-alarm

Intellicone®: This system has two components – a base unit (Portable Site Alarm) that acts as a signal receiver equipped with an audio-visual alarm; and a series of integrated lamps and sensors that transmit the signal to the base unit when tilted past a certain angle. The base unit is powered by an internal rechargeable battery. The sensors are each powered by a 6V battery. http://www.intellicone.co.uk/

Safety Line™ SL-D12: This system also consists of transmitter and receiver. A dual infrared beam is projected by the transmitter to the receiver. When an errant vehicle enters the work zone obstructing the beam, it causes the air horn and the strobe light on the receiver to be activated. Multiple units can be linked together. The units are powered by 12V batteries with an option of solar panels to extend the battery life in between the charge. The cost per system (receiver and transmitter) is $4,000.http://ops.fhwa.dot.gov/wz/workshops/originals/Ken_Kochevar_ID.ppt

Research in Kansas A recent Master’s thesis research project conducted by Chris Novosel at the University of Kansas field tested two of these intrusion alarm systems – SonoBlaster® and Intellicone® - at several locations in eastern Kansas:• Storm sewer project on a collector street in Lawrence;• Street widening project on a principal arterial in Lawrence;• Bridge repair project on an interstate highway in Lenexa;• Crash attenuator replacement project on an interstate highway in Kansas City, Kansas. Novosel said the perceived and actual levels of protection

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Bottom, Safety Line™.

Kansas LTAP Newsletter | Fall 2015 13

and the ease of use influence the acceptance of the devices by work zone employees. In his research he asked workers in Kansas and other states that use warming cones following questions:

Is the intrusion alarm effective in warning workers of vehicles that breach the work zone in such a way to allow them to take action to avoid being struck by the vehicle?

Does the intrusion alarm give the workers a feeling of protection and safety?

Is the intrusion alarm easy to install, activate, and replace?

The findings indicated that there were some difficulties with both systems, mainly with the sound levels of the alarms. In general, however, workers responded favorably to the systems and felt like the audible cones would give them more time to react to work zone intrusion. When asked workers about the sound level of the alarm for the two systems tested, the overall response was that SonoBlaster’s alarm was slightly easier to hear than Intellicone’s, particularly in a louder ambient environment due to background traffic and construction activities.

Limitations of the study Some of the limitation of the research included• Set up, take down and monitoring the devices in the field were done by the researcher, so no information on how workers felt on the ease of use of the systems was available. However, from Chris’ experience the set up and take down process was easier for Intellicone® than SonoBlaster® • The workers awareness of the field testing likely affected their reaction time.• The systems were not tested for night time or moving operations.• The field test was conducted using a limited number of devices at each site, which was far below the manufactures’

suggested number of units to be used in an actual work zone environment.

In sum In general, workers indicated that both systems were recognizable as an alarm when loud enough to hear. They indicated that such devices would make them feel safer to some extent at varying degrees. When asked where these systems can be most effective, their response was• On major highways with high speeds;• On roads with low ambient noise;• In areas with limited sight distance such as along horizontal curves and or vertical curves; and• Night time operation with limited visibility. ■

Sources:

• Chris Novosel, Traffic Engineer, GBA, Lenexa, KS. Interview. August 10, 2015.• Novosel, Christopher. Evaluation of Advanced Safety Perimeter Systems for Kansas Temporary Work Zones. Master Thesis. December 11, 2014.• SonoBlaster® Work Zone Intrusion Alarm, Transpo® Industries, Inc. http://www.transpo.com/SonoBlaster.html• Intellicone®:Creating safer working environments, Highway Resource Solutions. http://www.intellicone.co.uk/• Intrusion Devices–New and Emerging Technology in Worker Safety, Ken Kochevar, FHWA Safety/ITS Specialist, PPT presentation. http://ops.fhwa.dot.gov/wz/workshops/originals/Ken_Kochevar_ID.ppt

Resources on Intrusion Alarms

The National Work Zone Safety Information Clearinghousehttps://www.workzonesafety.org. Search for “intrusion alarms.”

Wireless sensors in traffic cones to protect workers, David Crawford, June 18, 2014. http://eandt.theiet.org/news/2014/jun/wireless-traffic-cones.cfm

‘Screaming” motorway traffic cones to protect workers, Birmingham & Black Country, May 14, 2013. http://www.bbc.com/news/uk-england-birmingham-22523145

Eradicating work zone danger, World Highways Magazine, July 2013 http://www.worldhighways.com/categories/road-markings-barriers-workzone-protection/features/eradicating-work-zone-danger/

Work Zone Intrusion Alarm Effectiveness, Final Report, NJ-2010-004, New Jersey DOT, September 2010. http://www.nj.gov/transportation/refdata/research/reports/NJ-2010-004.pdf

Transpo SonoBlaster® Overview Video, 3:08 minutes, Uploaded April 17, 2009

Transpo Sonoblaster® WZ Alarm Mounting and Deployment Video, 7:08 minutes, Uploaded April 17, 2009. www.youtube.com/watch?v=WRFjerUnNVo

14 Kansas LTAP Newsletter | Fall 2015

CALENDAR

For information on calendar items or to suggest a topic for an LTAP workshop, contact: Kristin Kelly, LTAP Training Coordinator, 785/864-2594, [email protected].

▲L1 = KS Roads Scholar Program Level 1 — Technical skills required course.

▲L2 = KS Roads Scholar Program Level 2 — Supervisory skills courses are provided by the Kansas Association of Counties. Go to http://www.kansascounties.org and click on “Education Program.”

▲L3-r = KS Roads Scholar Program Level 3 — Master Roads Scholar required course.

▲L3-e = KS Roads Scholar Program Level 3 — Master Roads Scholar elective course.

Rumble Strip Implementation Guide: Addressing Pavement Issues on Two-Lane Roads 12 pages, FHWA. April 2015. This guide covers pavement-related considerations for rumble strip installation on new and existing pavements. As practitioners determine where and how to install rumble strips, there are several pavement-related variables that need to be taken into account and addressed to ensure that they will not accelerate pavement deterioration.

Rumble Strip Implementation Guide: Addressing Noise Issues on Two-Lane Roads 18 pages, FHWA. April 2015. This guide explores potential noise issues related to rumble strips, and how to respond to public complaints about that noise. The guide presents information from agencies that have experience with field implementation, policy development, and outreach.

A Guide for Reducing Collisions Involving Telephone Poles 2 page “Tools for Life” fact sheet by the Transportation Research Board. Focuses on lower-cost strategies, that can be implemented quickly, for reducing the likelihood that a vehicle will strike a utility pole. ■

MOREBy Lisa Harris

See download / ordering information on next page.

LOOKING FOR HOSTS FOR GRAVEL ROADS CLASSESKansas LTAP offers its Gravel Road Maintenance workshop “on demand”. This training has been designed especially for individuals who operate motor graders. These classes require a minimum of 10 students and will be delivered at a location determined by the agency requesting the course. The host agency must also provide a motor grader and a location for field operations. Please note that registration will be open to other agencies. To request gravel roads training in your jurisdiction please contact Kristin Kelly at [email protected] or (785) 864-2594.

SPRING 2016:

■ LTAP and TASK TRAINING

MUTCD for Technicians ▲L1(hosted by TASK)March 29 in FredoniaMay 17 in Garden City

Road Engineering for Non Engineers May 9 in Garden City (This is a KCHA pre-conference workshop)

Traffic Signal Design Webinar Series ▲L3-e4 part series on April 18, April 25, May 2 and May 16

Gravel Road Maintenance ▲L1April 20 in Fredonia

■ ROADS SCHOLAR LEVEL 2 TRAINING

With the exception of the pre-conference class below, Level 2 classes are offered by the Kansas Association of Counties. Several will be offered in Spring 2016. See their calendar of classes at http://ks-kac3.civicp-lus.com/calendar.aspx?CID=14

Supervisor’s Role in Enhancing Cooperative Work Relationships ▲L2May 11 in Newton (This is an APWA Kansas Chapter pre-conference workshop)

■ MEETINGS

Kansas Transportation Engineering ConferenceApril 12-13 in Manhattanhttp://conferences.k-state.edu/transpor-tation/

Kansas Transportation Safety ConferenceApril 18-20 in Topekahttp://kupce.ku.edu/transportation-safety

Kansas County Highway Association Spring MeetingMay 9-11 in Garden Cityhttp://www.kansascountyhighway.org

Kansas Chapter APWA Spring MeetingMay 11-13 in NewtonFor information, contact Suzanne Loomis at [email protected]

■ MARK YOUR CALENDAR

MINK Local Roads MeetingSeptember 28-29 in St. Joseph, MO.For information, contact Lisa Harris at [email protected]

Visit our website for even more training calendar listings and to register for workshops. Go to http://www.ksltap.org and click on “View the LTAP Calendar.”

KDO

T

15Kansas LTAP Newsletter | Fall 2015

Name _____________________________________________________ Phone number _____________________________

Position ______________________________________ E-mail address __________________________________________

Agency ________________________________________________________________________________________________

Street Address __________________________________________________________________________________________ City _______________________________________ State ___________________ Zip+4 ________________________

*For requests outside the United States: After receiving your request, we will notify you of the postage cost and will send materials after receiving payment for postage.

Items with check boxes are available in hard copy. Check off your selection(s), fill in the bottom portion, and return this form to: Kansas LTAP Materials Request, 1536 W. 15th St., M2SEC Building, Room G520, Lawrence, Kansas 66045 or fax to 785/864-3199

GUIDES You are free to keep hard copies, when available. Or you can download at the links provided.

❑ Rumble Strip Implementation Guide: Addressing Pavement Issues on Two-Lane RoadsDescription on page 14. Access at http://safety.fhwa.dot.gov/roadway_dept/pavement/rumble_strips/media/RumbleStripGuide_Pavement/pavement_bpg.cfm

❑ Rumble Strip Implementation Guide: Addressing Noise Issues on Two-Lane RoadsDescription on page 14. Access at http://safety.fhwa.dot.gov/roadway_dept/pavement/rumble_strips/media/RumbleStripGuide_Noise/noise_bpg.cfm

❑ A Guide for Reducing Collisions Involving Telephone PolesDescription on page 14. Access at http://safety.transportation.org/doc/1p%20utility%20poles.pdf

REQUEST FORM

FREE ROAD & BRIDGE RESOURCES

EQUIPMENT LOANS We offer the following items for loan to local highway agencies. There could be a waiting list for these items. Contact [email protected] for counter boards and [email protected] for the Safety Edge shoe.

Safety Edge Paving Shoe. This Advant-Edge shoe attaches to a paver with a universal bracket, provided with the shoe. Several counties have borrowed this attachment and have reported good results.

NEW MODEL — Manual Traffic Data Collector (TDC ULTRA), by Jamar Technologies, Inc. A small lightweight electronic board that can be used to, manually, do turning movement counts, classification counts, gap studies, stop sign delay studies, signalized intersection delay studies, speed studies and roundabout movement data. The unit comes in a case.

NEW MODEL — Automatic Traffic Data Recorder (TRAX Apollyon), by Jamar Technologies, Inc. Can be used to collect traffic volume, speed, vehicle class, and timing gaps using pneumatic road tubes. The unit is lightweight.

Industrial stormwater permits

The University of KansasKansas LTAP NewsletterKU Transportation Center 1536 W. 15th Street M2SEC Building, Room G520Lawrence, Kansas 66045-7609

Return Service Requested

SHARE! If you know someone who would like to receive our newsletter, please have them go to: http://www.ksltap.org and sign up for the Kansas LTAP email list. There is a box to check to request electronic notification of each new issue. Back issues are available at our website in the newsletter archives section.

Let us help you find the answers to your transportation-related questions.

Kansas LTAP, 1536 W. 15th St., M2SEC Bldg. Room G520, Lawrence, KS, 66045 Call 785.864.5658 Fax 785.864.3199 http://www.ksltap.org

The Kansas Local Technical Assistance Program (LTAP) is an educational, technology transfer and service program of the Kansas University Transportation Center (KUTC). Its purpose is to provide information to local government highway departments and their personnel and contractors by translating into understandable terms the latest technologies in the areas of roads, highways and bridges.

The Kansas LTAP Newsletter is published quarterly and is free to counties, cities, townships, tribal governments, road districts and others with transportation responsibilities. Editorial decisions are made by Kansas LTAP. Engineering practices and procedures set forth in this newsletter shall be implemented by or under the supervision of a licensed professional engineer in accordance with Kansas state statutes dealing with the technical professions.

Fall 2015 issue—Copyright © 2015 by Kansas LTAP. All rights reserved. Reproduction of material in this newsletter requires written permission. Contact [email protected].

LTAP Director.......................................................Lisa HarrisContributors ............................................. Mehrdad Givechi,

Pat Weaver

KUTC Resource and Education StaffTraffic and Hwy. Engineering ........................ Steve Schrock

& Mehrdad GivechiRoad Surface Mgmt./Soils ............... Bob Parsons & Jie HanBridge Structures, GIS and CAD ..................... Bryan YoungEngineering Computer Applications ........Mehrdad GivechiDrainage ..............................................................Dave ParrEnvironmental Engineering ............................ Dennis LanePublic Transit ................................................Anne LowderPublications & Outreach (785) 864-2590 Lisa HarrisTraining & Road Scholar (785) 864-2594 ...... Kristin KellyLending Library (785) 864-5658 ........................... Alice Kuo

Kansas LTAP Advisory CommitteeSusan Barker ............................................Research, KDOTMark Borst ............................................. Sedgwick CountyNorm Bowers ...........................KS Association of CountiesMike Brungardt ............................................City of DesotoDavid Hamby ....................BG Consultants, Inc., LawrenceSuzanne Loomis .........................................City of NewtonEric Deitcher .................................Kansas Division, FHWAJustin Mader .........................................McPherson CountyJean Howley .....................Prairie Band Potawatomi NationKarla Sisco ...Oklahoma Tribal Technical Assistance ProgramRon Seitz .......................................... Local Projects, KDOTMichael W. Spickelmier......................Leavenworth CountyBobb Stokes....................................Kansas State UniversityRuss Tomevi ..............................................City of Winfield

KANSAS LTAP

The University of Kansas prohibits discrimination on the basis of race, color, ethnicity, religion, sex, national origin, age, ancestry, disability, status as a veteran, sexual orientation, marital status, parental status, gender identity, gender expression and genetic information in the University’s programs and activities. The following person has been designated to handle inquiries regarding the nondiscrimination policies: Director of the Office of Institutional Opportunity and Access, [email protected], 1246 W. Campus Road, Room 153A, Lawrence, KS, 66045, (785) 864-6414, 711 TTY.