Michigan Truck

Safety Commission

Strategic Plan
2005 - 2007

1 Strategic Plan
 TABLE of CONTENTS

Introduction ........................................................... 3
Strategic Plan Development ................................. 5
Mission .................................................................. 7
Vision .................................................................... 7
Objectives ............................................................. 7
Emphasis Areas .................................................... 7
Measures of Impact and Evaluation...................... 7
The Issue: CMV Safety ......................................... 8
Reduce fatigue-related crashes ............................ 10
Strengthen the CDL program................................ 11
Increase knowledge about sharing the road ......... 12
Improve maintenance of heavy trucks .................. 13
Identify and correct unsafe roadway
infrastructure and operational characteristics ... 14
Improve and enhance truck safety data................ 15
Promote industry safety initiatives ........................ 16
Acronyms .............................................................. 17
Acknowledgements .............................................. 18

2 Strategic Plan
 Introduction
Michigan Truck Safety Commission (MTSC)
In the mid-1980s, an anti-truck climate existed in Michigan. Problems such as
passenger car/truck crashes, hours of service violations, load spillage and
excessive speeding by commercial drivers led to this negative image of the
industry. In response the Michigan Trucking Association, Michigan Brotherhood
of Teamsters, Michigan State Police, Michigan Department of Transportation and
the Michigan Legislature developed the legislation establishing the Michigan
Truck Safety Commission.

Early discussions focused on increased enforcement. However, education and

training emerged as focal points with research and enforcement as sidebars in
the creation of the legislation. The Michigan Trucking Association and the state’s
trucking industry were committed to enhancing the education and safety training
of truck drivers and agreed to support an increase in truck registration fees to
accomplish that goal.

In 1988, the Michigan Legislature created the Michigan Truck Safety Commission
(MTSC) with the enactment of Public Act 348 whose primary provisions were:

• Establishment of an 11-member Commission representing a cross section

of transportation safety groups and individuals. Seven are appointed by
the governor and four by state statute, all of which are public service
positions.
• Development of a Truck Safety Fund.
• Expend truck safety funds to conduct truck driver safety education
programs, encouraging, coordinating and administering grants for
research and demonstration projects in truck driver safety education and
conduct special enforcement programs within the Department of State
Police, Motor Carrier Division.

Michigan State Police – Motor Carrier Division

For many years, two separate state agencies were the primary truck enforcement
agencies: the Michigan Highway Department (now the Department of
Transportation) and the Michigan Public Service Commission (now within the
Department of Consumer and Industry Services.) The very first agency involved
in regulating transportation in Michigan was the Railroad Commissioner,
established in 1873. In 1917, the same year the Michigan State Police was
created, the State Legislature replaced the Railroad Commission with the
Michigan Public Utilities Commission, the predecessor of the Michigan Public
Service Commission. The Utilities Commission began regulating the trucking
industry in 1923 with less than 10 inspectors.

The Michigan Highway Department first hired Weighmasters and built permanent
scale facilities in 1929. Weighmasters enforced only size and weight law. In
1968, the Weighmaster function of the Highway Department was transferred to
the Michigan Public Service Commission by a Governor’s Executive Order. In
1982, Gov. Milliken transferred the enforcement function, including the

3 Strategic Plan
personnel, of the Michigan Public Service Commission to the Michigan State
Police, which created the Motor Carrier Division to administer the program. Motor
Carrier Officers were given full police powers for the purpose of commercial
vehicle enforcement including:

• Detection and apprehension of individuals who use commercial vehicles in

their criminal activities.
• Investigators work with the trucking industry to detect commercial frauds
and crime including drugs, insurance schemes and regulatory violations.
• Audits are performed at companies to determine compliance with driver
qualifications, safety inspections and repairs.
• Hazardous Materials Officers not only enforce strict safety standards and
regulations, they conduct training programs that provide up-to-date
regulatory and safety information to business and industry leaders.
• Motor Carrier Officers serve as expert witnesses and are routinely called
upon by other police agencies, courts and the industry to provide valuable
insight and knowledge in crashes involving trucks.
• Each year Motor Carrier Members inspect more than 165 safety features
on approximately 18,000 Michigan school buses.
• Motor Carrier Officers monitor commercial vehicle traffic to promote
compliance and safe transit for the motoring public by enforcing speed
and other hazardous violations.
• Experts at detecting unsafe or defective vehicles, officers perform
thousands of comprehensive equipment inspections annually.
• Special border enforcement operations to preserve homeland security.

Michigan Center for Truck Safety

The Michigan Center for Truck Safety (MCTS) is responsible for the day-to-day
operation of educational programs sponsored by the Michigan Truck Safety
Commission. The Center is operated through a grant to the Michigan Trucking
Association Educational Center, Inc. (MTA) and is housed at the MTA
headquarters in Lansing.

The MCTS is a non-profit organization dedicated to increasing highway safety

through safer truck travel. The Center does this by providing Michigan's trucking
industry with a variety of free educational safety programs and services. The
MCTS also provides the general motoring public information on how to share the
road safely with trucks.

4 Strategic Plan
 Strategic Plan Development
A Strategic Plan should define a system, organization, and process for managing
the attributes of the road, the driver, and the vehicle to achieve the highest level
of highway safety by integrating the work of disciplines and agencies involved.
Heavy-truck crashes, especially those involving other vehicles, are likely to result
in serious injury. Because heavy-truck crashes have a variety of causes, a
comprehensive effort to reduce them must focus on a range of targets, including
behavioral, environmental, and operational targets. It should be noted that
preliminary indications from a Large Truck Crash Causation Study by the
Federal Motor Carrier Safety Administration (FMCSA), due to be published
in August 2005, indicate driver factors as ten times more prevalent than
vehicle or environmental issues.

Effective solutions will require broad-based cooperation and the participation of

both public and private entities. The private sector, the trucking industry and the
many motor carriers composing it play the most fundamental role of managing
carrier compliance with regulations and implementing safety processes beyond
compliance that further enhance carrier safety. Federal, state, and local
governments also play essential roles, focusing largely on regulation and
enforcement, but also involving engineering and educational initiatives.

National Strategic Planning

In 1998, the American Association of State Highway and Transportation Officials
(AASHTO) approved its Strategic Highway Safety Plan, which was developed by
the AASHTO Standing Committee for Highway Traffic Safety with the assistance
of the Federal Highway Administration, the National Highway Traffic Safety
Administration, and the Transportation Research Board Committee on
Transportation Safety Management. The plan includes strategies in 22 key
emphasis areas that affect highway safety. The plan’s goal is to reduce the
annual number of highway deaths by 5,000 to 7,000. Each of the 22 emphasis
areas includes strategies and an outline of what is needed to implement each
strategy. One of those emphasis areas is commercial vehicle safety.

NCHRP Project 17-18(3) is developing a series of guides to assist state and local
agencies in reducing injuries and fatalities in targeted areas. The guides
correspond to the emphasis areas outlined in the AASHTO Strategic Highway
Safety Plan. Each guide includes a brief introduction, a general description of the
problem, the strategies/countermeasures to address the problem, and a model
implementation process. (http://safety.transportation.org/guides.aspx ). Volume
13 of this series is a “Guide for Reducing Collisions Involving Heavy Trucks.”

5 Strategic Plan
National Truck Crash Data: Nationally one of every eight people who die on the
nation's roadways is killed in a crash involving a heavy truck. Most are occupants
of other vehicles or non-occupants, such as pedestrians and bicyclists. Another
130,000 people are injured in crashes with heavy trucks. Over the last two
decades truck involvement in fatal crashes has declined by more than 50% as a
function of vehicle miles traveled, from 5.0 per 100 million VMT in 1980 to 2.1 in
2001. Nevertheless, the rate is still much higher than the 1.3 rate for passenger
vehicles. While heavy trucks are over-represented in fatal crashes, analysis of
driver-related factors in crashes between large trucks and passenger vehicles
indicates that passenger vehicle driver errors or other driver factors are cited in
more than two-thirds of the crashes.

State Strategic Planning

In Michigan, the development of a statewide and comprehensive strategic
highway safety plan was commissioned by the Governor’s Traffic Safety Advisory
Commission (GTSAC) in October 2004. The GTSAC consists of the Governor
(or a designee), the Directors (or their designees) of the Departments of
Community Health, Education, State, State Police, and Transportation, the Office
of Highway Safety Planning, the Office of Services to the Aging, and three local
representatives from the county, city, and township level.

The GTSAC formed a comprehensive working group consisting of a cross

section of the traffic safety community in Michigan, and arrived at twelve
emphasis areas, one of which is commercial vehicle safety. Appropriately, the
Michigan Truck Safety Commission has been identified as the entity to address
commercial vehicle safety issues for Michigan and also serve as the “Action
Team” to address those issues within the GTSAC. Consequently, this plan
serves as both the MTSC Strategic Plan and as the Action Plan for the
Commercial Vehicle Safety Action Team of the GTSAC.

For development of this strategic plan, issues and strategies from the national
and state agenda were carried forward into the Michigan plan, as well as other
issues and strategies not mentioned in the national plan.

State Truck Crash Data: In Michigan in 2004, there were 16,696 Commercial
Vehicle involved (CMV) reported traffic crashes, 3,040 injuries, and 129 fatalities.
CMV-involved crashes and injuries make up a fairly small percentage of the
overall crashes and injuries, 4.5% and 3.0% respectively. CMV involved fatalities
though, represent over 11% of fatalities. Since 1998 even though the total
number of crashes, injuries and fatalities has declined, the percentage they
represent of the total has remained constant. From 2000 to 2004 there has
been little change in the number of commercial vehicle registrations but a 7%
increase in the number of commercial driver licenses issued.

6 Strategic Plan
Mission
To improve truck safety by providing Michigan’s trucking industry and citizens of
Michigan with effective educational programs, and by addressing significant truck
safety issues.
Vision
All roadway users arrive safely at their destinations.
Long-Term Objectives
• Increase the CMV safety belt usage a minimum of 10% by 2008
• Decrease the percentage of CMV-involved fatal crashes in relation to total
fatal crashes from 11.5% to under 6% by 2008
• Decrease the percentage of CMV involved fatalities per 100 million
commercial vehicle miles traveled (CVMT) from 1.85 in 2004 to under 1.5
by 2008
• Decrease the percentage of CMV involved KA Injuries per 100 million
commercial vehicle miles traveled (CVMT) from 2.51 in 2004 to under 2.0
by 2008
Emphasis Areas
To support the mission, vision and objectives of the MTSC strategic plan, data
driven emphasis areas and strategies were identified. These emphasis areas
and strategies were derived from the NCHRP Report 500 Series Implementation
Guide-Volume 13 “Guide for Reducing Collisions Involving Heavy Trucks.”
(http://safety.transportation.org/guides.aspx)
• Reduce fatigue-related crashes
• Strengthen the CDL program
• Increase knowledge on how CMV and cars can ‘share the road’
• Improve maintenance of heavy trucks
• Identify and correct unsafe roadway infrastructure and operational
characteristics
• Improve and enhance truck safety data
• Promote industry safety initiatives
Measures of Impact and Evaluation
In developing and implementing strategies to address each of the emphasis
areas, the Commission seeks to determine the level of impact and success of
efforts and resources expended. The Commission expects to:
• Secure baseline data from relevant sources to determine critical
compliance and driver performance issues as well as the extent of safety
management programs in the state
• Develop programming based on appropriate data to address emerging
compliance, driver performance, safety management and CMV safety
issues
• Track and report on participation levels in compliance, driver training and
safety management programs to assess impact and to provide a basis for
follow-up efforts
• Develop relevant measures of activity and impact, and gather and use
such data as the basis for new program development and requests for
continuing funding

7 Strategic Plan
The Issue: Commercial Motor Vehicle Safety
Drivers of heavy trucks appear to engage in fewer unsafe driving practices than
do drivers in general. Analysis of driver-related factors in crashes between large
trucks and passenger vehicles indicates that passenger vehicle driver errors or
other driver factors are cited in more than two-thirds of these crashes, whereas
truck driver errors are cited in less than one-third (FHWA, 1999c; Blower, 1999).
Studies of vehicle highway speeds in North America indicate that drivers of
heavy vehicles generally exceed posted speed limits less often, and by smaller
margins, than drivers of light vehicles (Tardif, 2003; NHTSA, 1991). In addition,
crash-involved truck drivers are much less likely than passenger vehicle drivers
to drive under the influence of alcohol.

Even though truck drivers appear to be better drivers than those of other
vehicles, truck crashes are more likely to result in a fatality because of the
vehicle’s size, weight, and stiffness. In 1999, heavy trucks accounted for 4
percent of all registered vehicles and 8 percent of total vehicle-miles traveled, but
they accounted for 9 percent of all vehicles involved in fatal crashes (NHTSA,
2001). Compared with passenger cars, when a heavy truck is involved in a crash,
it is about 2.6 times as likely to result in a fatality. The average overall human
and property “harm” in large-truck crashes is about twice the average of crashes
involving only passenger vehicles (Wang et al., 1999).

Michigan 2004 CMV Involved fatal truck crash overview

• Less than 10% of all CMV involved fatalities were the actual truck driver
• Of the truck drivers killed 25% were not belted, 37.5% were belted and
37.5% it was unknown if the driver was belted or not
• Car Driver at Fault; most common scenarios:
9 Crossing median/center line, hitting CMV
9 Running red light/stop sign, hitting CMV
9 Lost control on freeway
9 Rear ending stopped CMV (construction/traffic or at traffic light/stop
sign)
Other statistics from 2004 fatal CMV crashes:
• 10 involved pedestrians and 2 involved bicycles
• 6 crossed the median prior to collision
• 3 involved jack-knifes and 2 ran off the road
• 4 involved buses over 15 passengers and 1 involved a 9-15 passenger
school bus
• 8 involved tractor/doubles
• 67 were tractor/semi-trailer and 49 were van trailers
• 52 were unknown CMV type
• 3 auto transporters
• 13 cargo tanks and 2 garbage haulers
• 5 cement mixers and 12 dump vehicles
• 19 flatbeds
• 92 had Michigan CMV plates and 10 had HM placards

8 Strategic Plan
 2000-2004 Commercial Motor Vehicle Fatal Crashes
CMV fatal crashes have decreased 20% since 2000
160
140 152
120 132
122 121
100 111
80
60
40
20
0
2000 2001 2002 2003 2004

2000-2004 Commercial Motor Vehicle Injury Crashes

CMV injury crashes have decreased 24% since 2000
4,500
4,000
4,001
3,500
3,000 3,206 3,258
3,031 3,040
2,500
2,000
1,500
1,000
500
0
2000 2001 2002 2003 2004

9 Strategic Plan
Reduce Fatigue-related Crashes
Background
In a major national forum on truck safety, the primary safety issue identified was
driver fatigue. The reasons for driver fatigue are many, and only some of them
may be addressed through state programs. However, states can take steps to
increase the efficiency of use of existing parking space for drivers needing rest
and/or required to stop driving because of hours-of-service regulations; states
can also modify existing space and create new space to provide additional
parking facilities. Rumble strips can alert tired drivers that they are leaving the
traffic lane.

Model Strategies:
™ Increase efficiency of use of existing parking spaces
™ Create additional parking spaces
™ Incorporate rumble strips into new and existing roadways

2000-2004 CMV Crashes vs. Time of Day

79.4% of all crashes occur between 6:00am - 6:00pm
5000

4500
4,689
4,339

4000
4,115
3,835
3,822

3,789

3500
3,684
3,671
3,607
3,592
3,575

3,548
3,516

3,437
3,329

2000
3,288

3000
3,094
3,022
2,993

2001
2,861

2500 2002
2000 2003
2004
1500
1,413
1,212

1000
1,163

1,160
1,144

817

500
700
690

678
663

653
645
593
579
570

539
531
485
477

462

0
12:00 mid-02:59 3:00 a.m.-05:59 6:00 a.m.-08:59 9:00 a.m.-11:59 12:00 noon-2:59 3:00 p.m.-5:59 6:00 p.m.-8:59 9:00 p.m.-11:59
a.m. a.m. a.m. a.m. p.m. p.m. p.m. p.m.

2000-2004 CMV Fatal Crashes vs. Time of Day

68.9% of all fatal crashes occur between 6:00am - 6:00pm
45

40 41

35
33
30
2000
25 26 2001
24 24 24 24
23 23 23 23 23 2002
20 21 21 21
19 2003
18 18 18
15 16 2004
14
13
10 12
11 11
10 10
9 9 9 9
8 8
7
5 6
5
4 3 3
0
12:00 mid. - 03:00 a.m. - 06:00 a.m. - 09:00 a.m. - 12:00 noon - 03:00 p.m. - 06:00 p.m. - 09:00 p.m. -
02:59 a.m. 05:59 a.m. 08:59 a.m. 11:59 a.m. 02:59 p.m. 05:59 p.m. 08:59 p.m. 11:59 p.m.

10 Strategic Plan
Strengthen CDL Programs

Background
The commercial driver’s license (CDL) established national standards for
acquiring a license to operate heavy trucks. It has been fully implemented since
April 1992. Although the CDL has achieved major improvements, e.g., reducing
the problem of multiple licensing and consolidating driver history information,
problems remain. The administration of the test can be improved, and measures
can be taken to reduce fraud and improve the quality of both state and third-party
testers.

Model Strategies:
™ Improve test administration for the CDL
™ Increase fraud detection by state and third-party testers
™ Increase compliance by truck drivers and firms with applicable statutes and
regulations
™ Improve driver performance through education and training
™ Implement S.T.E.T. operations in high-risk areas to improve compliance

2000-2004 Commercial Driver Licenses

CDL's have increased 7% since 2000
350,000

300,000

250,000

200,000

150,000

100,000
271,218

279,868

285,569

288,335

292,270

50,000

0
2000 2001 2002 2003 2004

11 Strategic Plan
Increase knowledge and Education (“share the road”)

Background
Most truck fatalities occur in multi-vehicle crashes, and in 2000, 78% of all heavy
truck-related fatalities occurred to occupants of the other vehicles. In crashes
involving a heavy truck and a passenger vehicle (80% of all fatal truck crashes),
it appears that the principle culpability most often lies with the driver of the other
vehicle. Consequently, some effort needs to focus on drivers to reduce truck
fatalities. Drivers need better information on how to share the road with large
trucks.

Model Strategies:
™ Incorporate Share the Road information into driver materials
™ Promulgate Share the Road information through print and electronic media
™ Continue to participate actively in the GTSAC to insure consideration of truck
safety issues
™ Develop cooperative programs and partnerships with relevant other state
departments, e.g., MDOT, MPSC, OHSP, SOS and others, to improve
information sharing and understanding of the collective mission of truck safety
™ Utilize partnerships with associations, unions and others as appropriate to
reach targeted audiences and increase participation in educational and
training programs
™ Increase the level of attention to truck safety issues in public and private
driver education programs used across the state as well as in the driver
education test used by the Secretary of State

2000-2004 CMV Fatal Crashes x Unit

66% of all CMV Fatal crashes occur between a CMV and a passenger vehicle
120
113 111
100

91 89
80 84
2000
2001
60 2002
55
2003
40 2004
39
34
31
20 22
19
14 15
12 11
0
Single CMV CMV - Car CMV 3+ units

12 Strategic Plan
Improve Maintenance of Heavy Trucks

Background
Heavy trucks generally accumulate high mileage. In 2000, combination trucks
averaged almost 65,000 miles, compared with almost 12,000 for passenger
vehicles. State vehicle inspection programs (and not all states have them) are
designed for passenger cars and usually require inspection only once a year.
Large trucks need to be inspected much more frequently. Roadside inspections
invariably identify sizeable proportions of trucks that need to be taken out of
service immediately because they are considered too hazardous to continue
operating. In-depth inspection of trucks in fatal crashes indicates that about one
third would have been removed from service if inspected just prior to the crash.

Model Strategies:
™ Increase and strengthen truck maintenance programs and inspection
performance
™ Conduct post crash inspections to identify major problems and problem
conditions

2000-2004 Registered Commercial Motor Vehicles

2,000,000
1,800,000
1,600,000
1,400,000
1,200,000
1,000,000
800,000
600,000
1,735,474

1,750,030

1,749,279

1,739,553

1,692,464

400,000
200,000
0
2000 2001 2002 2003 2004

13 Strategic Plan
 Identify and correct unsafe roadway
infrastructure and operational characteristics
Background
Highway configuration can create hazards for some large trucks. Programs to
identify and correct highway segments that pose significant hazards to trucks can
reduce crashes. While making changes to the highway is costly, providing
information to drivers concerning upcoming hazards and providing real-time
feedback on excessive speed for safe maneuvering can be implemented at
relatively low cost.

Model Strategies:
™ Identify and treat truck crash roadway segments—signing
™ Install interactive truck rollover signing
™ Modify speed limits and increase enforcement to reduce truck and other
vehicle speeds
™ Implement S.T.E.T. operations in high-risk areas to improve compliance

2000-2004 CMV Crashes x Highway Class

63.8% of all CMV crashes occur on City Streets and M Routes
10,000
2000
9,000 2001
9,190

2002
8,499

8,000
2003
7,946

7,931
7,592

7,000 2004
6,000

5,000

4,000
4,205

4,160

3,824
3,673
3,588

3,524

3,000
3,375

3,354
3,253

3,152

2,000
2,105

1,908

1,874
1,846

1,821

1,577

1,000
1,045

907
797

133

0
Interstate US Route M Route City Streets Unknown

2000-2004 CMV Crashes x # of Lanes

80% of all CMV crashes occur on 2, 3 or 4 lane roads
12,000
2000
2001
10,000 2002
9,730

2003

8,000 2004
8,464

8,040
8,010
7,996

6,000

4,000
3,740
3,406

3,204
3,008

3,023
2,967

2,999
2,881
2,867
2,854

2,000
2,208
1,987

1,895
1,851
1,808
590
344
295

615
630
589

551
567
590
334
556

753
591

730
606

0
0/Unknown 1 2 3 4 5 6+

14 Strategic Plan
Improve and Enhance Truck Safety Data

Background
Good data are the backbone to any successful highway safety program. Timely
and accurate data are required to identify problems (with both vehicles and
drivers), establish priorities, design interventions, evaluate countermeasures, and
detect emerging problems. Important data on heavy trucks and their operators
come from law enforcement, the judicial system, driver records, vehicle
registration, and motor carrier records. Rapid entry and compilation of such data
can greatly improve the detection of problems and enable immediate
intervention.

Model Strategies:
™ Increase the timeliness, accuracy, and completeness of truck safety data
™ Utilize heavy-truck crash data more effectively in decision-making on
supported programs
™ Conduct periodic analyses of crash data to provide longitudinal information on
crashes
™ Benchmark Michigan against other states with respect to crash data and truck
safety

2000-2004 Commercial Motor Vehicle Crashes

CMV Crashes have decreased over 19% since 2000
25,000

20,000 20,812
18,281
17,471 16,696
15,000 16,518

10,000

5,000

0
2000 2001 2002 2003 2004

15 Strategic Plan
Promote Industry Safety Initiatives
Background
Unlike the general population of drivers and vehicles, commercial drivers and
trucks operate under management supervision. Effective supervision of drivers
and the vehicle fleet requires active and systematic management to ensure
compliance with all federal and state regulations. Moreover, regulatory
compliance is not the only goal. Many safety management activities of the most
safety-conscious fleets go well beyond minimum compliance requirements.
States and motor carrier industry leaders can work together to provide
consultation to carrier safety managers on best practices to ensure both
regulatory compliance and safety practices above and beyond compliance. One
practice to enhance fleet safety above minimum required levels is the purchase
and use of truck safety technologies (such as improved brakes) and advanced
technologies (such as collision avoidance warning systems).

Model Strategies:
™ Perform safety consultations with carrier safety management
™ Promote development and deployment of truck safety technologies
™ Strengthen safety management programs in targeted firms
™ Increase the awareness of public officials and of the larger public about truck
safety issues and programs
™ Incorporate new technologies into driver training programs as appropriate and
cost-effective
™ Implement safety management audits with critical firms such as small
carriers, intrastate carriers, and firms that use trucks as part of their business
™ Develop information to demonstrate that “safety pays” for use in training and
informational materials
™ Identify “best management practices” based on the recent FMCSA survey as
part of new safety management programs
™ Publicize the existence and the activities of the MTSC through an effective
communications strategy

2000-2004 CMV Crashes x Cargo Body Type

34.6% of all CMV crashes involve an enclosed box van body type
8,000 2000
2001
7,000
2002
6,908

6,000
6,389

6,381

6,353

2003
5,860

5,000 2004
5,449
5,198
5,150

5,158
4,780

4,000
3,000
2,000
1,814

1,615
1,560

1,532
1,466

1,472

1,000
1,355
1,292

1,280
1,259
479
523
631

128
110
132

223
188
238

391
447
407
566
487

147
119

277
216

549
428

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16 Strategic Plan
ACRONYMS
AASHTO American Association of State Highway and Transportation Officials
EMS Emergency Management System
FHWA Federal Highway Administration
GIS Geographic Information System
GPS Global Positioning System
GTSAC Governor’s Traffic Safety Advisory Commission
ITE Institute of Transportation Engineers
MCTS Michigan Center for Truck Safety
MDE Michigan Department of Education
MDOS Michigan Department of State
MDOT Michigan Department of Transportation
MSP Michigan Department of State Police
MTSC Michigan Truck Safety Commission
NCHRP National Cooperative Highway Research Program
NHI National Highway Institute
OHSP Office of Highway Safety Planning

17 Strategic Plan
 Acknowledgements

The development of this strategic safety plan was completed by the

Michigan Truck Safety Commission (MTSC) in September 2005. The
MTSC consists of a diverse group of commissioners and at large traffic
safety professional members including representatives from:

Michigan Department of State

Michigan Department of State Police, Motor Carrier Division
Michigan Department of Transportation
Michigan Office of Highway Safety Planning
Kettering University
Foster, Swift, Collins and Smith
Michigan Teamsters
Lansing Community College
Alvan Motor Freight, Inc.
Publicom, Inc.
Group Associates Inc.

All parts as described within this plan are necessary, but there is flexibility to customize
the structure and process according to external and internal factors. It is anticipated that
the plan periodically will be updated and otherwise revised.

18 Strategic Plan