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OREGON

2021 ANNUAL REPORT

U.S. Department ofTransportation 

Federal Highway Administration 

HIGHWAY SAFETY 

IMPROVEMENT PROGRAM 

Photo source: Federal Highway Administration
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Table of Contents

Disclaimer ............................................................................................................................................. 3

Protection of Data from Discovery Admission into Evidence............................................................. 3

Executive Summary .............................................................................................................................. 4

Introduction ........................................................................................................................................... 6

Program Structure................................................................................................................................. 6

Program Administration..................................................................................................................... 6

Program Methodology .....................................................................................................................11

Project Implementation .......................................................................................................................21

Funds Programmed.........................................................................................................................21

General Listing of Projects ..............................................................................................................25

Safety Performance ............................................................................................................................48

General Highway Safety Trends......................................................................................................48

Safety Performance Targets............................................................................................................53

Applicability of Special Rules...........................................................................................................56

Evaluation ...........................................................................................................................................57

Program Effectiveness ....................................................................................................................57

Effectiveness of Groupings or Similar Types of Improvements .......................................................58

Project Effectiveness.......................................................................................................................63

Compliance Assessment ....................................................................................................................66

Optional Attachments..........................................................................................................................70

Glossary..............................................................................................................................................71
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Disclaimer

Protection of Data from Discovery Admission into Evidence

23 U.S.C. 148(h)(4) states “Notwithstanding any other provision of law, reports, surveys, schedules, lists, or 

data compiled or collected for any purpose relating to this section[HSIP], shall not be subject to discovery or 

admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action 

for damages arising from any occurrence at a location identified or addressed in the reports, surveys, 

schedules, lists, or other data.

23 U.S.C. 148(h)(4) states “Notwithstanding any other provision of law, reports, surveys, schedules, lists, or 

data compiled or collected for any purpose relating to this section[HSIP], shall not be subject to discovery or 

admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action 

for damages arising from any occurrence at a location identified or addressed in the reports, surveys, 

schedules, lists, or other data.23 U.S.C. 409 states “Notwithstanding any other provision of law, reports, 

surveys, schedules, lists, or data compiled or collected for the purpose of identifying, evaluating, or planning 

the safety enhancement of potential accident sites, hazardous roadway conditions, or railway-highway 

crossings, pursuant to sections 130, 144, and 148 of this title or for the purpose of developing any highway 

safety construction improvement project which may be implemented utilizing Federal-aid highway funds shall 

not be subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for 

other purposes in any action for damages arising from any occurrence at a location mentioned or addressed in 

such reports, surveys, schedules, lists, or data.”
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Executive Summary

Improving highway safety has long been a national goal, articulated through all major federal highway 

legislation. The Highway Safety Improvement Program (HSIP) is a federal program designed to achieve a 

significant reduction in traffic fatalities and serious injuries on all public roads. The primary goal of the HSIP is 

to achieve a significant reduction in traffic fatalities and serious injuries on all public roads, including non-state 

owned roads and tribal roads. It requires a data-driven and strategic approach to improving highway safety on 

all public roads that focuses on performance. 

The HSIP is a core federal-aid program under the Fixing America’s Surface Transportation (FAST) Act that 

went into effect in December, 2015. The FAST Act, which replaced the Moving Ahead for Progress in the 21st 

Century Act (MAP-21), largely maintained the program structure of the HSIP with slight increases in funding 

and a change that disallows HSIP funds to be transferred to and used for educational and enforcement type 

activities. The HSIP funds are primarily intended for infrastructure improvement projects. Non-infrastructure 

highway safety improvements such as education and enforcement programs are administered by the ODOT 

Transportation Safety Office (TSO), and are typically funded through the National Highway Traffic Safety 

Administration (NHTSA), the Federal Highway Administration (FHWA), or state funds.

The Oregon Department of Transportation (ODOT) administers the federally-funded Highway Safety 

Improvement Program (HSIP) to implement safety projects. ODOT developed the All Roads Transportation 

Safety (ARTS) Program to achieve the goals of the HSIP using a data-driven, jurisdictionally-blind process. 

The majority of the funding for the ARTS Program comes from the Highway Safety Improvement Program 

(HSIP). 

The ARTS Program is a statewide application based competitive process. Projects are ranked or prioritized 

based on an ODOT-approved prioritization method such as Benefit-Cost Ratio. Through the ARTS program, 

projects on all public roads in Oregon, regardless of roadway ownership, compete for HSIP funding.

The ARTS program principal guidelines include:

• The program goal is to reduce fatal and serious injury crashes. 

• The program must include all public roads. 

• The program is data driven and blind to jurisdiction. 

• The process will be overseen by ODOT regions. 

• Both “hot spot” methodology and systemic methodology will be used. 

• Only proven countermeasures from the ODOT Crash Reduction Factor list will be used.

For purposes of programming Highway Safety funds in the Statewide Transportation Improvement Program 

(STIP), all highway safety infrastructure improvement projects shall follow these guidelines.

FHW recently completed a comprehensive review to evaluate the policies, procedures, and achievements of 

Oregon’s All Roads Transportation Safety Program, funded by HSIP funds. The review was done in 

partnership with ODOT and involved a series of structured interviews with ODOT and local agency staff 

involved with the program. In addition, technical analyses of crash data, safety screening, and 

countermeasures were included. The team also performed a comprehensive review of legislation, policies and 

procedures, and institutional relationships. In addition, the team assessed how safety issues are identified and 

countermeasures are developed and chosen. This culminated with a look at how individual and bundled 

projects were developed and delivered. 

The review confirmed that there were key strengths of the program, including a concentration of efforts on 

fatality and serious injury crashes, a well-documented and historically strong network screening process, 
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strong project development and selection process that aligned with other transportation projects though a 

statewide delivery process, inclusion of local agencies in the program to ensure fair consideration of safety 

needs throughout the system, and a flexible organizational structure within ODOT that accounted for 

differences within the state and with local agencies yet still created a sound structure for the program. In 

addition, the six key actions below, which are already top priorities for ODOT, were identified to ensure a data 

driven program that reduces fatalities and serious injuries.

1. Improve processes for collecting and processing crash data so data can be available for analysis in a 

timelier manner.

2. Strengthen the analyses used for network screening, individual site analysis, and countermeasure 

selection.

3. Ensure the knowledge and skills evidenced in the ARTS program are fully engaged with transportation 

safety plans in the state, both those carried out by ODOT and those carried out by other agencies.

4. Streamline the safety project delivery processes to more rapidly deliver effective safety 

countermeasures.

5. Address funding gaps in the program (both addressing the size of projects and state and non-state 

projects) to ensure the full span of safety countermeasures with the best benefit-cost ratios can be 

delivered.

6. Develop comprehensive program and project metrics to monitor the effectiveness of the ARTS program 

and safety countermeasures.
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Introduction

The Highway Safety Improvement Program (HSIP) is a core Federal-aid program with the purpose of achieving 

a significant reduction in fatalities and serious injuries on all public roads. As per 23 U.S.C. 148(h) and 23 CFR 

924.15, States are required to report annually on the progress being made to advance HSIP implementation 

and evaluation efforts. The format of this report is consistent with the HSIP Reporting Guidance dated 

December 29, 2016 and consists of five sections: program structure, progress in implementing highway safety 

improvement projects, progress in achieving safety outcomes and performance targets, effectiveness of the 

improvements and compliance assessment.

Program Structure

Program Administration

Describe the general structure of the HSIP in the State. 

The objective of the ARTS Program is to select the best safety projects using a jurisdictionally blind and datadriven approach to significantly reduce the occurrence of fatalities and serious injuries on all roads in the state. 

A data-driven approach uses crash data, risk factors, or other data supported methods to identify the best 

possible locations to achieve the greatest benefits. The ARTS Program is intended to address safety needs on 

all public roads in Oregon. About half of the fatal and serious injury crashes in the state occur on non-state 

roadways. By working collaboratively with local road jurisdictions (cities, counties, MPOs, and tribes) ODOT 

can expect to increase awareness of safety on all roads, promote best practices for infrastructure safety, 

complement behavioral safety efforts, and focus limited resources to reduce fatal and serious injury crashes in 

the State of Oregon.

ARTS Safety projects are selected using multiple tools. One of the main tools is the Safety Priority Index 

System (SPIS) that was developed in 1986 by the Oregon Department of Transportation (ODOT) for flagging 

potential safety problems. SPIS includes all public roads in Oregon (not just state highways) - the system 

includes both a component that produces Annual SPIS reports for both On-State Roadways (State Highways 

only) and Off-state Roadways (non-State Highways).

On state highways, project selection and identification is done at the region level using crash data, the Safety 

Priority Index System (SPIS), and safety implementation plans. At the local agency level, ODOT provides 

consultant services at no charge to support project selection therefore, projects can be selected based on local 

priorities or through consultant support using tools such as SPIS and the systemic safety plans. Oregon DOT 

primarily uses SPIS which is a flagging tool to assist Region Traffic Investigators in identifying high crash 

locations to investigate and determine if there are appropriate safety countermeasures that can be 

implemented within a safety project to eliminate or reduce fatal or serious injury crashes. 

While many highway projects incorporate design features or elements that relate to highway safety, such as 

updating guardrail or improving intersection channelization, signing, and pavement markings. The appropriate 

use of HSIP funds is only for locations or corridors where a known problem exists as indicated by locationspecific data on fatalities and serious injuries, and/or where it is determined that the specific project can with 

confidence produce a measurable and significant reduction in such fatalities or serious injuries. To achieve the 

maximum benefit, the focus of the ARTS Program is on cost-effective use of the funds allocated for safety 

improvements addressing fatal and serious injury crashes. The general program guidelines are as follows:

• All projects shall address specific safety problems that contribute to fatal and serious injury crashes.

• All projects shall use only countermeasures from the ODOT approved countermeasure list.

• Only the most recent available five years of ODOT reported crashes shall be used for crash analysis.
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• Projects shall be prioritized based on ODOT approved prioritization method such as Benefit-Cost Ratio.

• ODOT Regions will be responsible for developing and delivering projects. 

The ARTS Program has two components – a hotspot component and a systemic component. The hotspot 

approach is the traditional approach used in safety analysis (ODOT users a program called SPIS), in which 

‘hotspot’ locations are identified based on crash history and appropriate countermeasures are implemented to 

reduce crashes. Hotspot projects typically focus on a particular location (for example, an intersection or a short 

segment of a roadway) that may have multiple causes to address. For the ARTS Program, a hotspot location is 

defined as a location that has at least one fatal or serious injury crash within the last five years.

The systemic approach identifies a few proven low-cost countermeasures that can be widely implemented and 

then applies the countermeasures where there is evidence that they would be most useful. The HSIP places a 

significant emphasis on the systemic approach, which has been proven to successfully reduce the occurrences 

of fatal and serious injury crashes. The systemic component of the ARTS Program has been further divided 

into three emphasis areas – roadway departure, intersection, and pedestrian/bicycle. Based on Oregon data, 

these three emphasis areas accounted for approximately 85% of the fatal and serious injury crashes in the 

state. 

The systemic approach originally used Section 164 penalty funds allocated to the Safety Program, but under 

the ARTS Program the systemic approach has been moved into the mainstream safety program equal with the 

hotspot approach.

Where is HSIP staff located within the State DOT? 

 Other-Traffic-Roadway Engineering Section

ODOT has placed the responsibilities of Highway Safety Program management with the Traffic-Roadway 

Section (TRS).

TRS is responsible for:

• Developing program guidance and tools necessary for identifying and analyzing highway safety 

problems as they relate to engineering solutions,

• Evaluation of countermeasures, projects and performance measures and

• Preparing annual HSIP reports.

ODOT Regions are responsible for:

• Diagnosing safety issues within each region,

• Selecting projects for the STIP and delivering projects in a timely fashion,

• Managing safety funds allocated to their Region, and

How are HSIP funds allocated in a State? 

• SHSP Emphasis Area Data 

The ARTS Program funds are allocated to the five ODOT Regions based on the proportion of the fatal and 

serious injury crashes that occurred within the last five years of available data. For a given Region, total 

funding should be divided equally between the hotspot and systemic components. Funds are further divided 
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within each region between State Highways and local jurisdictions based on a 49%/51% split. This split is 

based on the statewide FA crash distribution.

Describe how local and tribal roads are addressed as part of HSIP.

The State's annual safety performance targets represent an important step in helping States work toward the 

ultimate goal of eliminating traffic deaths and serious injuries. About half of the fatal and serious injury crashes 

in the state occur on local (non-state) roadways. By working collaboratively with local road jurisdictions (cities, 

counties, MPOs, and tribes) ODOT can expect to increase awareness of safety on all roads, promote best 

practices for infrastructure safety, complement behavioral safety efforts, and focus limited resources to reduce 

fatal and serious injury crashes in the State of Oregon.

In order to deliver the ARTS program effectively, ODOT provides consultant outreach services to support Local 

Agency and Tribal project selection. These services are provided to local jurisdictions and tribes at no charge. 

The consultant helps facilitate outreach meetings in each region as well as with tribes to make them aware of 

ARTS timelines. In addition the consultant helps prepare local crash data summary reports that include: 

• Number and location of fatal crashes 

• Number and location of serious injury crashes 

• Number and location of roadway departure, intersection and bicycle and pedestrian crashes

• Number and location of older (less than or equal to age 65) driver and older pedestrian crashes

• Number and location of younger (less than or equal to age 20) drivers 

• Fatal and severe crash patterns (predominant crash types, high-crash intersections, high-crash 

segments, and predominant contributing factors)

• All severity crash patterns (predominant crash types, high-crash intersections, high-crash segments, 

and predominant contributing factors)

• Summary of bicycle and pedestrian crashes by location 

The existing data reports, SPIS lists, and safety implementation plans (Roadway Departure, Intersection and 

Pedestrian and Bike Implementation Plans) and other sources as necessary are used to help identify and 

prepare ARTS safety projects. Based on local agencies that provided feedback during the last round of ARTS88% of local agencies said the ARTS process identified locations with known safety concerns and 70% of local 

agencies that submitted applications (and participated in the survey) used ODOT-provided consultant technical 

support for ARTS applications.

Lastly, in an effort to better understand the challenges and barriers to participating in the All Roads 

Transportation Safety (ARTS) program, ODOT conducts a two-part local agency survey (an online stakeholder 

survey and one-on-one interviews with Counties that did not submit an application for funding). Responses 

help provide recommendations for facilitating improvements in future rounds of the ARTS program as well as 

evaluating the usefulness of existing methods and tools in the ARTS decision-making process.

Identify which internal partners (e.g., State departments of transportation (DOTs) 

Bureaus, Divisions) are involved with HSIP planning.

• Design

• Districts/Regions

• Governors Highway Safety Office

• Local Aid Programs Office/Division

• Maintenance

• Operations

• Planning

• Traffic Engineering/Safety
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• Other-Highway Safety Engineering Committee (HSEC)

• Other-Traffic Safety Office (TSO)

Describe coordination with internal partners.

ODOT established a Highway Safety Engineering Committee (HSEC) on February 18, 2005 which meet 

quarterly. 

The Highway Safety Engineering Committee (HSEC) provides operational decisions for the Safety 

Management System within ODOT and provides advice and recommendations to Highway Leadership Team 

as well as other leadership teams within ODOT regarding funding issues or major safety policy matters. The

committee is comprised of individuals with a mix of expertise within the Department. Members of the 

committee represent the Transportation Safety Division, Region and Headquarters Traffic, Region Technical 

Centers, Transportation Development (Planning), Maintenance, Federal Highway, Transportation Safety, 

Association of Oregon Counties and Roadway Section. The purpose of the committee is to provide a 

leadership forum to enhance, strategize, coordinate, and direct the engineering/infrastructure related highway 

safety activities for the Department including the ARTS/HSIP program.

HSEC meetings scheduled in 2020 were canceled because of COVID, scheduling conflicts and lack of agenda 

items. Towards the end of 2020, we were in the midst of the ARTS season (planning for the project selection 

and outreach) and we wanted a more ODOT centric group to discuss how we would solicit projects so that we 

would be able to talk openly about issues. We instituted the ARTS subgroup which met monthly during the 

ARTS cycle and functioned much like an ODOT version of HSEC. Since a majority of the topics between 

ARTS and HSEC were very similar we didn’t find much value in repeating the same topics for the HSEC when 

we’re in the middle of the ARTS cycle. Before we reschedule we want to take some time to revisit the mission 

and vision for the committee. 

• Better defining the purpose and need for the HSEC- what does this group do differently than the ARTS 

subcommittee. 

• Is the committee a decision making committee or information sharing? 

• Expanding the group to get more city and county representation 

In addition, the Traffic Operations and Standards Team (TOAST) was established to provide statewide policy 

and procedure leadership for traffic engineering related issues. This team involves a mix of internal and 

external (FHWA, local jurisdictions) partners.

Identify which external partners are involved with HSIP planning.

• Academia/University

• FHWA

• Law Enforcement Agency

• Local Government Agency 

• Local Technical Assistance Program

• Regional Planning Organizations (e.g. MPOs, RPOs, COGs)

• Tribal Agency

Local government agencies include city and counties and law enforcement agency includes the State Police
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Describe coordination with external partners.

ODOT Region Traffic offices work closely with external partners in determining appropriate safety projects to 

fund in Oregon to reduce fatal and serious injuries crashes. At the planning level, external partners are 

involved through the SHSP process as stakeholders in the strategic planning document that defines Oregon’s 

traffic safety emerging safety trends & challenges and identify actions to address safety needs. At the project 

selection level, TRS and Region Traffic offices conduct outreach meetings with local agencies interested in 

submitting proposed ARTS safety projects for funding consideration. In addition, ODOT provides consultant 

services at no charge to help support local jurisdictions. ODOT also works closely with representatives from 

FHWA and the Office of Safety to assure coordination between HSIP and the SHSP which identifies Oregon’s 

policies and strategies to eliminate fatalities and serious injuries. Some External Partners are involved in 

HSEC, but all are involved in the planning through the SHSP process as stakeholders in the strategic planning 

document that defines Oregon’s traffic safety trends and challenges.

Describe HSIP program administration practices that have changed since the last 

reporting period.

Several ARTS program changes were implemented to support safety project selection in the 2025-2027 STIP. 

The following key takeaways which were identified through stakeholder surveys and feedback:

• Difficult to mix local projects and ODOT projects. 

• Often the local projects were much smaller and focused in scope –

o Does not work well under federal delivery 

o Made local projects more cost effective with state funds 

• Recommend to separate local agency funds from State so that larger state projects are practical.

• Safety Leverage would be a lot more effective if made more flexible to extend existing ODOT safety 

projects or go after needs on other parts of the state system.

To address the key takeaways, the following changes in funding splits and project size were implemented:

• Funding split- within each region, the funding was split between state highways (49%) and local 

jurisdictions (51%). The split was determined based on statewide analysis of the last five years of 

available fatal and serious injury crash data. Because state highway projects are typically more 

expensive, this change allowed ODOT to be more strategic with project selection and gave local 

agencies an advantage with smaller more focused safety efforts.

• Project size- because smaller cost projects are not well suited for delivery within the federal STIP 

project delivery process, a minimum of $500,000 for all federal projects was implemented. 

Describe other aspects of HSIP Administration on which the State would like to 

elaborate. 

Oregon DOT recently updated several tools and spreadsheets supporting the ARTS program:

ARTS application form: (https://www.oregon.gov/odot/Forms/2ODOT/7345159.pdf )

CRF appendix: https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/CRF-Appendix.pdf )

Countermeasure Search Tool (https://www.oregon.gov/odot/Engineering/Pages/ARTS.aspx)

Oregon DOT recently updated their Pedestrian and Bicycle Safety Implementation Plan. The update followed 

the seven-step systemic safety process outlined inNCHRP Research Report 893: Systemic Pedestrian Safety 
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Analysis. While NCHRP Research Report 893provides a framework for evaluating systemic pedestrian safety, 

the approach was adapted to evaluate systemic bicycle safety in addition to pedestrian analysis.

https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/Bike-Ped-Safety-Implementation-Plan.pdf . 

Oregon DOT recently updated the Safety Investigations Manual and SIM worksheet, this update will be posted 

online after September. This Provides assistance to traffic investigators with highway safety project screening 

and evaluation. Though the content of this manual is targeted for use within ODOT, the procedures outlined 

within could be easily adapted by local jurisdictions for similar safety assessments.

https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/Safety-Investigation-Manual.pdf

Oregon DOT recently updated the SPIS to reflect 2019 crash data

State Highway reports: https://www.oregon.gov/odot/Engineering/Pages/SPIS-Reports-On-State.aspx 

Local road reports: https://www.oregon.gov/odot/Engineering/Pages/SPIS-Reports-Off-State.aspx

Presenting unambiguous and meaningful crash data statistics is a critical need for both state and local 

agencies. To accomplish this, Oregon DOT partnered with the University of Portland to develop a 

methodology, in R, that utilizes state crash data and has the ability to generate output (graphics and data 

tables) that can be used to support local safety action plans. Oregon DOT continues to seek opportunities to 

develop local Safety plans for counties.

Oregon DOT recently collaborated with Oregon State University to Determine if the typology of heavy vehicle 

involved crashes differ at traffic signals and roundabouts in such a way that it should be considered in the 

selection process for intersection control in Oregon.

Program Methodology

Does the State have an HSIP manual or similar that clearly describes HSIP planning, 

implementation and evaluation processes?

Yes 

Oregon DOT Safety: https://www.oregon.gov/ODOT/Engineering/Pages/Highway-Safety.aspx

All Roads Transportation Safety (ARTS) program: 

http://www.oregon.gov/ODOT/Engineering/Pages/ARTS.aspx . 

Select the programs that are administered under the HSIP.

• Bicycle Safety

• HRRR

• Intersection

• Pedestrian Safety

• Roadway Departure

Program: Bicycle Safety

Date of Program Methodology:2/1/2014
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What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Fatal and serious injury crashes 

only

• Volume

• Other-Risk Factors

• Functional classification

• Roadside features

• Other-Risk Factors

What project identification methodology was used for this program? 

• Other-Cost Effectiveness for Bike/Peds

Are local roads (non-state owned and operated) included or addressed in this 

program?

Yes

Are local road projects identified using the same methodology as state roads?

Yes

How are projects under this program advanced for implementation?

• Competitive application process

Select the processes used to prioritize projects for implementation. For the methods 

selected, indicate the relative importance of each process in project prioritization. 

Enter either the weights or numerical rankings. If weights are entered, the sum must 

equal 100. If ranks are entered, indicate ties by giving both processes the same rank 

and skip the next highest rank (as an example: 1, 2, 2, 4).

Rank of Priority Consideration

Cost Effectiveness:100

Program: HRRR

Date of Program Methodology:9/1/2017

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 
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Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Fatal and serious injury crashes 

only

• Volume

• Population

• Horizontal curvature

• Functional classification

• Roadside features

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Other-Crash Severity

Are local roads (non-state owned and operated) included or addressed in this 

program?

Yes

Are local road projects identified using the same methodology as state roads?

Yes

How are projects under this program advanced for implementation?

• Competitive application process

Select the processes used to prioritize projects for implementation. For the methods 

selected, indicate the relative importance of each process in project prioritization. 

Enter either the weights or numerical rankings. If weights are entered, the sum must 

equal 100. If ranks are entered, indicate ties by giving both processes the same rank 

and skip the next highest rank (as an example: 1, 2, 2, 4).

Rank of Priority Consideration

Ranking based on B/C:100

Program: Intersection

Date of Program Methodology:6/1/2012

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 
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Crashes Exposure Roadway 

• Fatal and serious injury crashes 

only • Volume

• Horizontal curvature

• Functional classification

• Roadside features

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Other-Crash Severity

Are local roads (non-state owned and operated) included or addressed in this 

program?

Yes

Are local road projects identified using the same methodology as state roads?

Yes

How are projects under this program advanced for implementation?

• Competitive application process

Select the processes used to prioritize projects for implementation. For the methods 

selected, indicate the relative importance of each process in project prioritization. 

Enter either the weights or numerical rankings. If weights are entered, the sum must 

equal 100. If ranks are entered, indicate ties by giving both processes the same rank 

and skip the next highest rank (as an example: 1, 2, 2, 4).

Rank of Priority Consideration

Ranking based on B/C:100

Program: Pedestrian Safety

Date of Program Methodology:2/1/2014

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 
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• Fatal and serious injury crashes 

only • Volume • Functional classification

• Roadside features

What project identification methodology was used for this program? 

• Other-Cost Effectiveness for Bike/Peds

Are local roads (non-state owned and operated) included or addressed in this 

program?

Yes

Are local road projects identified using the same methodology as state roads?

Yes

How are projects under this program advanced for implementation?

• Competitive application process

Select the processes used to prioritize projects for implementation. For the methods 

selected, indicate the relative importance of each process in project prioritization. 

Enter either the weights or numerical rankings. If weights are entered, the sum must 

equal 100. If ranks are entered, indicate ties by giving both processes the same rank 

and skip the next highest rank (as an example: 1, 2, 2, 4).

Rank of Priority Consideration

Cost Effectiveness:100

Program: Roadway Departure

Date of Program Methodology:9/1/2017

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Fatal and serious injury crashes 

only • Population

• Horizontal curvature

• Functional classification

• Roadside features

What project identification methodology was used for this program? 
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• Crash frequency

• Crash rate

• Other-Crash Severity

Are local roads (non-state owned and operated) included or addressed in this 

program?

Yes

Are local road projects identified using the same methodology as state roads?

Yes

How are projects under this program advanced for implementation?

• Competitive application process

Select the processes used to prioritize projects for implementation. For the methods 

selected, indicate the relative importance of each process in project prioritization. 

Enter either the weights or numerical rankings. If weights are entered, the sum must 

equal 100. If ranks are entered, indicate ties by giving both processes the same rank 

and skip the next highest rank (as an example: 1, 2, 2, 4).

Rank of Priority Consideration

Ranking based on B/C:100

What percentage of HSIP funds address systemic improvements?

 50

 HSIP funds are used to address which of the following systemic 

improvements? 

• Add/Upgrade/Modify/Remove Traffic Signal

• Cable Median Barriers

• Clear Zone Improvements

• High friction surface treatment

• Horizontal curve signs

• Install/Improve Lighting

• Install/Improve Pavement Marking and/or Delineation

• Install/Improve Signing

• Pavement/Shoulder Widening

• Rumble Strips

• Traffic Control Device Rehabilitation

• Upgrade Guard Rails

• Wrong way driving treatments

The ARTS Program has two components – a hotspot component and a systemic component. The systemic 

approach identifies a few proven low-cost countermeasures that can be widely implemented and then applies 

the countermeasures where there is evidence that they would be most useful. The HSIP places a significant 

emphasis on the systemic approach, which has been proven to successfully reduce the occurrences of fatal 

and serious injury crashes. The systemic component of the ARTS Program has been further divided into three 
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emphasis areas – roadway departure, intersection, and pedestrian/bicycle. Based on 2015 through 2019 data, 

these three emphasis areas accounted for approximately 85% of the fatal and serious injury crashes in the 

state. 

The ARTS Program funds are allocated to the ODOT Regions based on the proportion of the fatal and serious 

injury crashes occurred within the last five years of available crash data. For a given Region, total funding 

should be divided equally between the hotspot and systemic components. It is recommended that Regions split 

the available systemic funding between the emphasis areas identified in the TSAP (currently those are 

roadway departure, intersection, and pedestrian/bicycle) based on the proportion of the fatal and serious injury 

crashes occurred between these three areas within the last five years.

• Roadway Departure: 50% 

• Intersection: 35% 

• Pedestrian/Bicycle: 15% 

These splits were developed in the first round of the ARTS Program, based on the 2009 to 2013 statewide 

proportions of fatal and serious injury crashes between roadway departure, intersection, and pedestrian/bicycle 

crashes. The splits have been relatively constant over the years however, ODOT plans to re-evaluate the splits 

prior to the next round of ARTS.

ODOT's CRF list includes countermeasures by ARTS application type: 

https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/CRF-Appendix.pdf

What process is used to identify potential countermeasures? 

• Crash data analysis 

• Data-driven safety analysis tools (HSM, CMF Clearinghouse, SafetyAnalyst, usRAP)

• Engineering Study

• Road Safety Assessment

• SHSP/Local road safety plan

• Stakeholder input

• Other-Region Traffic Investigator's investigate the top 5% Safety Priority Index System (SPIS) each 

year and identify potential cost effective countermeasures.

Once locations have been identified for potential safety improvements through networking screening and 

diagnoses, the next step is to identify potential countermeasures that can be implemented to improve safety. A 

countermeasure can be defined as a roadway strategy intended to decrease crash frequency and/or severity at 

a given site.

ODOT has compiled a list of countermeasures, known as the ODOT Crash Reduction Factor (CRF) List, which 

have been proven to reduce crashes. A Crash Reduction Factor (CRF) is the percentage crash reduction that 

might be expected after implementing a given countermeasure(s) at a specific site. These countermeasures 

were primarily chosen from the Highway Safety Manual, the Crash Modification Factors (CMF) Clearinghouse, 

national research and the FHWA Desktop Reference for Crash Reduction Factors. All the countermeasures 

were listed as either ‘hotspot’ or ‘systemic’ countermeasures. Any countermeasures listed in the ODOT CRF 

List can be used for hotspot projects. However, for systemic projects only countermeasures that are listed as 

‘systemic’ shall be used.

The ODOT CRF List is updated periodically as new countermeasures or better studies on existing 

countermeasures become available. Suggestions for including new countermeasure(s) to the ODOT CRF List 

can be submitted to ODOT TRS Staff using the CRF Request Form provided on the ARTS website.
2021 Oregon Highway Safety Improvement Program

Page 18 of 71

Some CRFs may be applicable to all crash types and/or all severities while others may be applicable to a 

particular crash type and/or severity. Oregon DOT’s

• Safety Investigation Manual provides information on countermeasure identification CRF: 

https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/Safety-Investigation-Manual.pdf

• CRF Appendix provides background information on each countermeasure: 

https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/CRF-Appendix.pdf

• Countermeasure Search Tool supports the CRF appendix and helps users select countermeasures by 

location, crash type/cause, lighting and pavement conditions: 

https://www.oregon.gov/odot/Engineering/Pages/ARTS.aspx

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes 

Describe how the State HSIP considers connected vehicles and ITS technologies. 

ODOT's All Roads Transportation Safety (ARTS) program includes several ITS technologies as potential 

countermeasures, especially curve and intersection warning systems and variable speeds Oregon is in the 

formative stages of developing connected vehicle technologies .

Intelligent Transportation Systems (ITS) connected vehicles website 

https://www.oregon.gov/odot/Programs/Pages/Connected-Vehicles.aspx

Automated Vehicles website https://www.oregon.gov/odot/Programs/Pages/CAV.aspx

Does the State use the Highway Safety Manual to support HSIP efforts?

Yes 

Please describe how the State uses the HSM to support HSIP efforts.

ODOT is implementing HSM methods and approaches to support HSIP efforts.

• The Safety Priority Index System (SPIS) tool is an example of an HSM sliding window application which 

is one of the three principle screening methods in the HSM. SPIS calculates a score for qualifying 0.10-

mile segments of roadways (statewide) based on the frequency, rate and severity of crashes occurring 

within each segment over a three-year period.

• In ARTS, for Pedestrian and Bicycle safety project prioritization, we use the cost-effectiveness index 

(CEI) analysis tool outlined in the HSM. Rather than comparing the economic value of the crash 

reductions to the project cost, cost-effectiveness analysis compares the project cost to the reduction in 

one fatal and serious injury crash. The lower the CEI value of a project, the higher it will rank in the 

prioritized list.

• The HSM predictive spreadsheets have been updated to include Oregon specific calibration factors. 

While these predictive spreadsheets are not used for systemic analysis, they are used for project 

analysis where SPF's are available.

• ODOT is planning to pilot the AASHTOWare Safety software later this year. Some of the features and 

functions we're interested in learning more about include:

o the ability to query multiple years of crash data to identify crash trends by crash type, severity, 

and geometric features statewide.

o hands-on experience to determine fi the ability to query and export selected crash data is selfguiding, if the dashboard is intuitive and how insightful the graphs and data displays are

o accessibility and functionality for local jurisdictions- how easy is it for local jurisdictions to access 

the data and develop trends based on boundaries
2021 Oregon Highway Safety Improvement Program

Page 19 of 71

• Our ODOT Planning unit has incorporated several methodologies and tools into the Analysis 

Procedures Manual (APM) such as the critical crash rate and the excess proportion of specific crash 

type calculators.

Describe program methodology practices that have changed since the last reporting 

period.

Yes, we implemented several program changes in the last round of ARTS. The following key takeaways which 

were identified through stakeholder surveys and feedback:

• Difficult to mix local projects and ODOT projects. 

• Often the local projects were much smaller and focused in scope – 

o Does not work well under federal delivery 

o Made local projects more cost effective with state funds 

• Recommend to separate local agency funds from State so that larger state projects are practical.

• Safety Leverage would be a lot more effective if made more flexible to extend existing ODOT safety 

projects or go after needs on other parts of the state system.

To address the key takeaways, the following changes in funding splits and project size were implemented:

• Funding split- within each region, the funding was split between state highways (49%) and local 

jurisdictions (51%). The split was determined based on statewide analysis of the last five years of 

available fatal and serious injury crash data. Because state highway projects are typically more 

expensive, this change allowed ODOT to be more strategic with project selection and gave local 

agencies an advantage with smaller more focused safety efforts.

• Project size- because smaller cost projects are not well suited for delivery within the federal STIP 

project delivery process, a minimum of $500,000 for all federal projects was implemented. 

Describe other aspects of the HSIP methodology on which the State would like to 

elaborate.

The All Roads Transportation Safety Program (ARTS) is a statewide safety program that addresses safety for 

all public roads in the state of Oregon. The primary objective of the ARTS Program is use data driven safety 

methods to select the best projects to reduce fatalities and serious injuries on all public roads in the state. The 

program is a competitive program with a focus on implementation of cost-effective and proven safety 

countermeasures. It is supported through federal and state funds based on the federal Highway Safety 

Improvement Program . HSIP adopts a data-driven approach that uses crash data, risk factors, and other 

supported methods to identify the best possible locations to achieve the greatest benefits. 

The third round of the ARTS project selection began in the fall of 2020 and extended through the spring of 

2021. During this period, projects were selected for the Statewide Transportation Improvement Program (STIP) 

and which will be delivered in years 2025 through 2027.

ODOT uses two different methods for selecting projects – traditional ‘Hotspot’ method and ‘Systemic’ method. 

ODOT regions are encouraged to spend at least half of the funding for Systemic projects. These two methods 

are designed to select the most cost-effective projects among all public roads in Oregon to reduce the most 

fatal and serious injury crashes with available funds. The 2014 – 2018 crash data was used to support 

applications for this round of ARTS. The following tools and safety plans were helpful in safety project 

identification:

Safety Priority Index System (SPIS): https://www.oregon.gov/ODOT/Engineering/Pages/Highway-Safety.aspx
2021 Oregon Highway Safety Improvement Program

Page 20 of 71

Oregon Adjustable Safety Index System (OASIS): https://zigzag.odot.state.or.us/oasisapp/OasisTool.aspx

Systemic Roadway Departure Plan: https://www.oregon.gov/odot/Engineering/Pages/RoadwayDepartures.aspx

Systemic Intersection Safety Plan: https://www.oregon.gov/odot/Engineering/Pages/Intersection-Safety.aspx

Systemic Pedestrian and Bicycle Plan: https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/Bike-PedSafety- Implementation-Plan.pdf

Addressing Oregon’s Rise in Deaths and Serious Injuries for Senior Drivers and Pedestrians: 

https://www.oregon.gov/odot/Programs/ResearchDocuments/SPR828Final.pdf

For the STIP period, 2025 through 2027, approximately $30 million per year was programmed through the 

ARTS program. Funds were allocated to each ODOT region based on the proportion of fatalities and serious 

injuries that occurred within the region during the last five years of available crash data. The region allocations 

during the last round of ARTS funding was approximately:

Region 1 (32%), Region 2 (37%), Region 3 (14%), Region 4 (10%), Region 5 (6%)- 

The ARTS FAQ is available at this link: https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/ARTS_KeyFacts.pdf
2021 Oregon Highway Safety Improvement Program

Page 21 of 71

Project Implementation

Funds Programmed

Reporting period for HSIP funding.

State Fiscal Year

During the period of 2025 through 2027, approximately $40 million per year will available for the safety 

program (~$30 million of that is allocated through the ARTS program). This funding was determined by the 

Oregon Transportation Commission (OTC). 

Funds will be allocated to each ODOT region based on the proportion of fatalities and serious injuries that 

occurred within the region during the last five years then funds will be further split between State highways 

(49%) and local roads (51%). The region allocations are: Region 1 - 32% Region 2 - 37% Region 3 - 14% 

Region 4 - 10% Region 5 - 6%.

In addition to the HSIP funds, state funds in the amount of $10 million per year were set aside in HB 2017 for 

safety. With the exception of guaranteeing each region at least $1 million per year, these funds are distributed 

to each of the regions based the ARTS distribution described above. These funds may be used to add safety 

features to any ODOT project on a state highway system or for a standalone project including maintenance or 

maintenance forces. More information on this funding can be found at this link under "Other Highway Safety 

Funding": https://www.oregon.gov/ODOT/Engineering/Pages/Highway-Safety.aspx

Enter the programmed and obligated funding for each applicable funding category.

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $30,000,000 $30,000,000 100%

HRRR Special Rule (23 

U.S.C. 148(g)(1))

$0 $0 0%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$9,500,000 $9,500,000 100%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $0 $0 0%

Totals $39,500,000 $39,500,000 100%

Oregon DOT has approximately $30 million of funding for each of the next three years between 2025 and 2027 

for the ARTS program.
2021 Oregon Highway Safety Improvement Program

Page 22 of 71

State Safety Planning Funds (SSPF) (HB 2017 State funds) provides an additional $10million per year for state 

highways. The Safety Leverage Funds are meant to help improve the safety of the state highway system 

where the Agency is planning to make a separate Fix-It program investment. The intent is to improve the most 

important safety issues that are in the general area of a planned Fix-It project. Investment decisions from this 

leverage fund will follow the general priorities outlined in the 2016 Transportation Safety Action Plan (TSAP). 

The funds should be used for engineering countermeasures that can demonstrate a measurable cost-effective 

benefit. Guidance for the use of the funds can be found at this 

link:https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/State-Safety-Priority-Funding-Guidance.pdf

Principles of State Safety Priority Funds 

• Improving safety on the state highway system 

• Be proactive to reduce fatal and serious injury crashes 

• Allow regions to address the highest priorities by region 

• Meeting safety needs not addressed by other programs 

• Allow flexibility for region safety needs that may not otherwise be addressed

Eligible Uses for State Safety Priority Funds 

• Updating and replacing aging, out of date traffic control devices and safety hardware (i.e., striping 

legends, signing upgrades, delineation, signals, flashers, ITS, guardrail, roadside clear zones).

• Pedestrian focused elements - these may include (but not limited to) improvements that enhance 

crosswalks, RRFBs, PHBs, Road Diets, RSAs, lighting and pedestrian refuge islands or any other 

pedestrian focused safety countermeasure.

• Roadway Departure improvements - these may include (but not limited to) improvements that widen 

shoulders, add rumble strips, update guardrail or cable barrier or any other roadway departure safety 

countermeasure.

• Intersection improvements- these may include (but not limited to) improvements that upgrade 

controllers or new signal pole replacements to allow for a signal head per lane, or left turn signal head, 

or install intersection lighting and pedestrian improvements such as countdown timers and pushbuttons, 

or any other intersection safety countermeasure.

• Wrong way driver improvements - improve directional signing and striping and improvements to road 

design at interchange ramp terminals.

• Older driver projects - improve directional signing, durable or wide striping, delineation and illumination.

• Applying any ARTS countermeasure with a B/C of at least 1.0. 

• Other eligible HSIP elements. 

The funds may be used to add safety features to any ODOT project on the State Highway System or for a 

standalone project including a maintenance projects or maintenance forces. The funds should not be used to 

supplant project funds for required features triggered by the project, those features should be covered by the 

project budget.

The State Safety Priority Funds are allocated to the regions by the Traffic-Roadway Section in Statewide 

Project Delivery and Operations Branch. The funds will be split based on the percentage of fatal and serious 

injury crashes in the region, except that the minimum allocation for any region will be $1 million per year.

How much funding is programmed to local (non-state owned and operated) or tribal 

safety projects?

40%
2021 Oregon Highway Safety Improvement Program

Page 23 of 71

How much funding is obligated to local or tribal safety projects?

40%

The amount obligated will change, this is based on the local safety projects submitted on the 150% list which 

will be scoped over the next 6 months. After scoping concludes, the 100% list will be developed. While we 

target a split of 51% of the ARTS funding for local agencies, we typically do not receive enough applications 

from local jurisdictions to reach that goal. Below are some examples of the feedback we've received from local 

jurisdictions:

• Local jurisdictions typically submit small projects (~$500,000) however, these projects are less cost 

effective because of the project delivery constraints of the federal process. It would helpful if FHWA 

reduced requirements for project development and oversight for Safety projects under a certain size 

(for example, less than $500,000) in order to facilitate delivery.

• HSIP requires a 10% match so smaller jurisdictions often do not have the funding to support larger 

safety projects. It would be helpful if FHWA updated the countermeasures and project types that are 

fully reimbursable to include more countermeasures specific to vulnerable users and to all make local 

agency projects fully reimbursable. 

• Oregon has often collaborated with our partners on increased enforcement (including automated 

enforcement) and other strategies such as education campaigns. Currently this is not allowed under the 

HSIP program.

Making HSIP funds more flexible: 

• Oregon has often collaborated with our partners on increased enforcement (including automated 

enforcement) and other strategies such as education campaigns which are very successful. While this 

is not allowed under the current HSIP program, it would be helpful if FHWA could expand the use of the 

funds to make them more flexible. 

How much funding is programmed to non-infrastructure safety projects?

$0

How much funding is obligated to non-infrastructure safety projects?

$0

Oregon has often collaborated with our partners on increased enforcement (including automated enforcement) 

and other strategies such as education campaigns which are very successful. Because this is not allowed 

under the HSIP program, other funds in the amount of $218,000 per year are used for roadway departure 

enforcement through the Transportation Safety Office (TSO).

How much funding was transferred in to the HSIP from other core program areas 

during the reporting period under 23 U.S.C. 126?

0%

How much funding was transferred out of the HSIP to other core program areas during 

the reporting period under 23 U.S.C. 126?

0%
2021 Oregon Highway Safety Improvement Program

Page 24 of 71

Discuss impediments to obligating HSIP funds and plans to overcome this challenge in 

the future.

While Oregon DOT has had much success, we still face challenges with obligating HSIP funds to appropriate 

safety projects. 

Low participation from local jurisdictions in the ARTS program:

• Local jurisdictions typically submit small projects (~$500,000) however, these projects are less cost 

effective because of the project delivery constraints of the federal process. It would helpful if FHWA 

reduced requirements for project development and oversight for Safety projects under a certain size 

(for example, less than $500,000) in order to facilitate delivery.

• HSIP requires a 10% match so smaller jurisdictions often do not have the funding to support larger 

safety projects. It would be helpful if FHWA updated the countermeasures and project types that are 

fully reimbursable to include more countermeasures specific to vulnerable users and to all make local 

agency projects fully reimbursable. 

• Oregon has often collaborated with our partners on increased enforcement (including automated 

enforcement) and other strategies such as education campaigns. Currently this is not allowed under the 

HSIP program.

Getting safety projects programmed and built in an appropriate time frame:

• Consider ARTS project delivery improvements (master agreement, uniform data, etc.) to improve 

delivery of non-State projects such as developing master intergovernmental agreements for ARTS 

projects or otherwise group projects to deliver under single IGAs.

• Identify opportunities to program safety projects earlier in the STIP 

• Explore opportunities for Pubic Interest Finding with FHWA for use of state-forces to construct certain 

low cost safety countermeasures.

• Explore potential peer exchange opportunities of other states that use other methods to fund 

maintenance forces use of HSIP funds.

• Examine efforts to use IDIQ (indefinite delivery/indefinite quantity) for contracting and delivering low 

cost safety treatments. This approach appears to provide to use federal funds to deliver low cost safety 

improvements in a more rapid deployment of measures. This may be a more efficient way to deliver 

some more traditional STIP fixes.

• Continue to support the use of the State Funded Local Projects program for ARTS applications on nonstate roads.

Describe any other aspects of the State’s progress in implementing HSIP projects on 

which the State would like to elaborate. 

Several challenges we’ve come up against include:

• Estimating safety project costs (during COVID), 

• Encouraging tribes and local jurisdictions to participate in the ARTS program

• Programming and constructing projects in a timely fashion, especially local safety projects. 

• Small dollar safety projects (less than $500k) where the administration costs overrides the project 

costs. Some Regions have bundled safety projects where practical to reduce administration costs.
 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

General Listing of Projects 

List the projects obligated using HSIP funds for the reporting period. 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

US20: Geary St. to 

Waverly St. 

(Albany): WORK 

PHASE (CN) 

Access 

management 

Access 

management -

other 

$3110500 $3110500 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Spot Access 

Management 

Access 

Management 

Lancaster Dr: Center 

St to Monroe Ave 

(Salem): WORK 

PHASE (RW) 

Access 

management 

Access 

management -

other 

$295000 $295000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Spot Access 

Management 

Access 

Management 

SE Stark St: 148th 

Ave - 162nd Ave 

(Portland): WORK 

PHASE (PE) 

Access 

management 

Access 

management -

other 

$261782 $261782 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Spot Access 

Management 

Access 

Management 

OR217: OR10 -

OR99W: WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$22000000 $109620838.94 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Spot Bike/Ped Bike/Ped 

US199: Kerby 

Pedestrian 

Improvements: 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$630000 $630000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Spot Bike/Ped Bike/Ped 

US199: Holton Cr. 

Pedestrian Bridge 

(Kerby): WORK 

PHASE (RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$44000 $44000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Spot Bike/Ped Bike/Ped 

US199: Holton Cr. 

Pedestrian Bridge 

(Kerby): WORK 

PHASE (UR) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$10000 $10000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Spot Bike/Ped Bike/Ped 

OR22: Doaks Ferry 

Rd - Riggs Ave 

(Salem): WORK 

PHASE (RW) 

Access 

management 

Access 

management -

other 

$100000 $100000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR22: Doaks Ferry 

Rd - Riggs Ave 

(Salem): WORK 

PHASE (UR) 

Access 

management 

Access 

management -

other 

$5000 $5000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR551 at Ehlen 

Road: WORK 

PHASE (CN) 

Intersection 

geometry 

Modify lane 

assignment 

$6054200 $6054200 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 State 

Highway 

Agency 

Spot Intersections Intersection 

Doaks Ferry Road 

realignment: WORK 

PHASE (RW) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$200000 $200000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Spot Intersections Intersection 

Page 25 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

OR47: Main Street 

(Carlton): WORK 

PHASE (CN) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$2000000 $5637025 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 State 

Highway 

Agency 

Spot Intersections Intersection 

US101 @ Perkins 

Lane intersection 

improvements: 

WORK PHASE (CN) 

Intersection 

geometry 

Modify lane 

assignment 

$1595000 $1595000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR99W (Barbur 

Blvd) at SW Capitol 

Hwy: WORK PHASE 

(CN) 

Intersection 

geometry 

Modify lane 

assignment 

$2116600 $2116600 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR8 at River Rd: 

WORK PHASE (CN) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$1102167 $1102167 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR8 at River Rd: 

WORK PHASE (OT) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$300000 $300000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR8 at River Rd: 

WORK PHASE 

(RW) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$91548 $91548 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

Hilfiker Ln SE at 

Commercial St SE 

(Salem): WORK 

PHASE (RW) 

Intersection 

geometry 

Modify lane 

assignment 

$170000 $170000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Spot Intersections Intersection 

53rd St & Country 

Club intersection 

(Corvallis): WORK 

PHASE (CN) 

Intersection 

traffic control 

Modify control – 

Modern 

Roundabout 

$816566.37 $816566.37 HSIP (23 

U.S.C. 148) 

Urban Minor Collector 0 Other Local 

Agency 

Spot Intersections Intersection 

53rd St & Country 

Club intersection 

(Corvallis): WORK 

PHASE (PE) 

Intersection 

traffic control 

Modify control – 

Modern 

Roundabout 

$33433.63 $33433.63 HSIP (23 

U.S.C. 148) 

Urban Minor Collector 0 Other Local 

Agency 

Spot Intersections Intersection 

US20/OR201: Burns 

to Ontario: WORK 

PHASE (RW) 

Intersection 

traffic control 

Modify control – 

Modern 

Roundabout 

$325000 $325000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

US20/OR201: Burns 

to Ontario: WORK 

PHASE (UR) 

Intersection 

traffic control 

Modify control – 

Modern 

Roundabout 

$30000 $30000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR99W: Orrs 

Corner Road - Clow 

Corner Road: 

WORK PHASE (CN) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$9000000 $9000000 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 State 

Highway 

Agency 

Spot Intersections Intersection 

Page 26 of 71 
 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

OR99W: Orrs 

Corner Road - Clow 

Corner Road: 

WORK PHASE 

(RW) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$312200 $312200 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR99W: Orrs 

Corner Road - Clow 

Corner Road: 

WORK PHASE (UR) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$53200 $53200 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR281 at Orchard 

Rd (Hood River): 

WORK PHASE (CN) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$1056076.14 $1056076.14 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR281 at Orchard 

Rd (Hood River): 

WORK PHASE (UR) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$50000 $50000 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 State 

Highway 

Agency 

Spot Intersections Intersection 

US20: Harrison Blvd. 

(Corvallis): WORK 

PHASE (PE) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$649600 $649600 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

US20: Waverly Dr. 

(Albany): WORK 

PHASE (PE) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$451600 $451600 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR18: SE 

Cruickshank Rd.: 

WORK PHASE (PE) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$239400 $239400 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

Bailey Hill Rd. @ 

Bertelsen Rd. 

(Eugene): WORK 

PHASE (PE) 

Intersection 

traffic control 

Modify control – 

Modern 

Roundabout 

$169300 $169300 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Spot Intersections Intersection 

OR99W: Theona Dr. 

(Eugene): WORK 

PHASE (PE) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$125600 $125600 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 State 

Highway 

Agency 

Spot Intersections Intersection 

Silverton Rd. @ 

Desart Rd. (Marion 

County): WORK 

PHASE (PE) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$273800 $273800 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 Other Local 

Agency 

Spot Intersections Intersection 

OR22: Kings Valley 

Highway: WORK 

PHASE (PE) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$2397600 $2397600 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR224 at SE 

Monroe St: WORK 

PHASE (PE) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$932747 $932747 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

Page 27 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

OR213 at NE Glisan 

St and NE Davis St: 

WORK PHASE (PE) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$784463 $784463 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR8 at 174th Ave, 

Armco Ave, Main St 

and A&B Row: 

WORK PHASE (PE) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$822640 $822640 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

NW West Union Rd 

at Neakahnie Ave 

(Washington 

County): WORK 

PHASE (PE) 

Intersection 

geometry 

Modify lane 

assignment 

$154818 $154818 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Spot Intersections Intersection 

SW Shattuck Rd at 

OR10 (Portland): 

WORK PHASE (PE) 

Intersection 

geometry 

Modify lane 

assignment 

$195896 $195896 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 Other Local 

Agency 

Spot Intersections Intersection 

SE Gladstone St at 

Cesar Chavez Blvd 

(Portland): WORK 

PHASE (PE) 

Intersection 

geometry 

Modify lane 

assignment 

$181737 $181737 HSIP (23 

U.S.C. 148) 

Rural Minor Collector 0 Other Local 

Agency 

Spot Intersections Intersection 

SE Flavel St at 72nd 

Ave (Portland): 

WORK PHASE (PE) 

Intersection 

geometry 

Modify lane 

assignment 

$178003 $178003 HSIP (23 

U.S.C. 148) 

Urban Major Collector 0 Other Local 

Agency 

Spot Intersections Intersection 

SE Johnson Creek 

Blvd: 79th Pl - 82nd 

Ave (Clackamas 

County): WORK 

PHASE (PE) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$120028 $120028 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Spot Intersections Intersection 

US97: Earl St. -

Colfax Ln. (Madras): 

WORK PHASE 

(RW) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$230000 $720000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

OR140: Lakeview 

Dr. Left Turn Lane: 

WORK PHASE (PE) 

Intersection 

geometry 

Modify lane 

assignment 

$429000 $429000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

US395: Baggett 

Lane safety 

improvements: 

WORK PHASE (PE) 

Intersection 

traffic control 

Modify control – 

Modern 

Roundabout 

$600000 $600000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Intersection 

Duck Flat Rd rail xing (Marion Co): 

WORK PHASE (OT) 

Railroad grade 

crossings 

Railroad grade 

crossings - other 

$425000 $425000 HSIP (23 

U.S.C. 148) 

Rural Minor Collector 0 Other Local 

Agency 

Spot Rail Rail 

Duck Flat Road Rail 

Crossing (Marion 

Railroad grade 

crossings 

Railroad grade 

crossings - other 

$250000 $250000 HSIP (23 

U.S.C. 148) 

Rural Minor Collector 0 Other Local 

Agency 

Spot Rail Rail 

Page 28 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

Co): WORK PHASE 

(CN) 

Duck Flat Road Rail 

Crossing (Marion 

Co): WORK PHASE 

(UR) 

Railroad grade 

crossings 

Railroad grade 

crossings - other 

$5000 $5000 HSIP (23 

U.S.C. 148) 

Rural Minor Collector 0 Other Local 

Agency 

Spot Rail Rail 

Queen Avenue Rail 

Crossing (Albany): 

WORK PHASE (OT) 

Railroad grade 

crossings 

Railroad grade 

crossings - other 

$950000 $950000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Spot Rail Rail 

Queen Avenue Rail 

Crossing (Albany): 

WORK PHASE (CN) 

Railroad grade 

crossings 

Railroad grade 

crossings - other 

$200000 $200000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Spot Rail Rail 

Evans Creek Rd 

Curve Correction 

(Jackson Co): 

WORK PHASE (CN) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$804264.8 $804264.8 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 Other Local 

Agency 

Spot Roadway 

Departure 

Roadway 

Departure 

Evans Creek Rd 

Curve Correction 

(Jackson Co): 

WORK PHASE (PE) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$203566.2 $203566.2 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 Other Local 

Agency 

Spot Roadway 

Departure 

Roadway 

Departure 

Evans Creek Rd 

Curve Correction 

(Jackson Co): 

WORK PHASE 

(RW) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$5000 $5000 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 Other Local 

Agency 

Spot Roadway 

Departure 

Roadway 

Departure 

Evans Creek Rd 

Curve Correction 

(Jackson Co): 

WORK PHASE (UR) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$5000 $5000 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 Other Local 

Agency 

Spot Roadway 

Departure 

Roadway 

Departure 

OR99W: 1st Street 

to Parks Drive 

(Dundee) : 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$2870000 $12487999.38 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

The Dalles riverfront 

access: WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$1334217 $1334217 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

The Dalles riverfront 

access: WORK 

PHASE (RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$200000 $200000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

US101: Ave A - Ave 

K (Seaside): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$6388600 $6388600 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

Page 29 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

US101: Ave A - Ave 

K (Seaside): WORK 

PHASE (RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$26000 $26000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US101: Ave A - Ave 

K (Seaside): WORK 

PHASE (UR) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$111000 $111000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

OR214: Johna Ln to 

Fenne Ln (Silverton): 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$1333247 $1333247 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

OR214: Johna Ln to 

Fenne Ln (Silverton): 

WORK PHASE (UR) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$30000 $30000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

OR219: Aldercrest -

Foothills Drive: 

WORK PHASE 

(RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$251000 $251000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

Hayesville Dr: NE 

Portland Rd - Fuhrer 

St (Salem): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$5860698 $5860698 HSIP (23 

U.S.C. 148) 

Rural Major Collector 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

OR8: SW Hocken 

Ave - SW Short St: 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$7901395.09 $7901395.09 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

OR99E: MP 20.35 -

SW Berg Pkwy 

(Canby): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$0 $7267511.62 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US26: Ten Eyck 

Rd/Wolf Dr - Vista 

Loop (Sandy): 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$2234745 $2234745 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US101-South of 

bridge streetscape 

(Depoe Bay): WORK 

PHASE (RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$450500 $450500 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US101-South of 

bridge streetscape 

(Depoe Bay): WORK 

PHASE (OT) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$228450 $228450 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US101-South of 

bridge streetscape 

(Depoe Bay): WORK 

PHASE (UR) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$195500 $195500 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

Page 30 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

US20: 54th Ave -

Riggs Hill Rd. 

(Sweet Home): 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$1825667.35 $1825667.35 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US395: Sidewalk 

Improvements (John 

Day): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$1640114 $1640114 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

OR 140: Exit 35 

Blackwell Road: 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$6458836 $6458836 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US101: Bunker Hill 

sidewalks & 

Flanagan signal: 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$1600000 $1600000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

SE 129th Avenue -

bike lane and 

sidewalk project: 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$3308325 $3308325 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Central City in 

Motion: WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$4346372 $4346372 HSIP (23 

U.S.C. 148) 

Multiple/Varies Multiple/Varies 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Central City in 

Motion: WORK 

PHASE (RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$111445 $111445 HSIP (23 

U.S.C. 148) 

Multiple/Varies Multiple/Varies 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

OR99E: Enhanced 

Pedestrian 

Crosswalk 

(Woodburn): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$400260 $400260 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

OR126B: S 20th 

Street - 75th Street 

(Springfield): WORK 

PHASE (RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$50000 $50000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

Commercial St: 

Oxford St SE to 

Madrona Ave SE 

(Salem): WORK 

PHASE (RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$275000 $275000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Condon pedestrian 

access: WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$375000 $375000 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

Page 31 of 71 
 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

OR99: I-5 to Scenic 

Ave: WORK PHASE 

(CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$2878000 $2878000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

OR99: urban 

upgrades (Cottage 

Grove): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$4005100 $4005100 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US101: urban 

upgrade (Garibaldi): 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$7745600 $7745600 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US101: urban 

upgrade (Garibaldi): 

WORK PHASE 

(RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$1203900 $1203900 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US101: urban 

upgrade (Garibaldi): 

WORK PHASE (UR) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$45000 $45000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US101: Parkview Dr 

- Lucky Ln 

(Brookings): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$2134000 $2134000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US101: Parkview Dr 

- Lucky Ln 

(Brookings): WORK 

PHASE (RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$525000 $525000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US101: Parkview Dr 

- Lucky Ln 

(Brookings): WORK 

PHASE (UR) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$2000 $2000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US26: Meadow 

Lakes Dr-Combs 

Flat Rd (Prineville): 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$3938200 $3938200 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US30: Mosier Conn 

over UPRR - Mosier 

Creek Bridge: 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$205500 $205500 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

OR43: Marylhurst Dr 

- Hidden Springs Rd 

(West Linn): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$4010221 $4010221 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

OR43: Marylhurst Dr 

- Hidden Springs Rd 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$439779 $439779 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

Page 32 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

(West Linn): WORK 

PHASE (RW) 

OR43: Marylhurst Dr 

- Hidden Springs Rd 

(West Linn): WORK 

PHASE (UR) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$100000 $100000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

Stark Street 

multimodal 

connections: WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$3285795 $3285795 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

US20: Empire -

Greenwood (3rd St, 

Bend): WORK 

PHASE (RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$100000 $100000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US20: Empire -

Greenwood (3rd St, 

Bend): WORK 

PHASE (UR) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$50000 $50000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

Region 1 Bike Ped 

Crossings: WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$2136451 $2136451 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

Union St NE: 

Commercial St NE to 

12th St NE (Salem): 

WORK PHASE 

(RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$305000 $305000 HSIP (23 

U.S.C. 148) 

Urban Minor Collector 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Verda Ln: Dearborn 

Av to Salem Pkwy 

(Keizer): WORK 

PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$501600 $501600 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Hollywood Dr: 

Silverton Rd to 

Greenfield Ln 

(Salem): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$2680000 $2680000 HSIP (23 

U.S.C. 148) 

Urban Minor Collector 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Hollywood Dr: 

Silverton Rd to 

Greenfield Ln 

(Salem): WORK 

PHASE (RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$250000 $250000 HSIP (23 

U.S.C. 148) 

Urban Minor Collector 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Lancaster Dr: Center 

St to Monroe Ave 

(Salem): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$2080000 $2080000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Page 33 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

NE Halsey Street 

bike/ped/transit 

improvements: 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$3959019 $3959019 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Jade and Montavilla 

multimodal 

improvements: 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$5040792 $5040792 HSIP (23 

U.S.C. 148) 

Multiple/Varies Multiple/Varies 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Jade and Montavilla 

multimodal 

improvements: 

WORK PHASE 

(RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$386150 $386150 HSIP (23 

U.S.C. 148) 

Multiple/Varies Multiple/Varies 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Jade and Montavilla 

multimodal 

improvements: 

WORK PHASE (UR) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$50000 $50000 HSIP (23 

U.S.C. 148) 

Multiple/Varies Multiple/Varies 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

West Pine St. 

reconstruction: 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$3449230 $3449230 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

West Pine St. 

reconstruction: 

WORK PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$862308 $862308 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

West Pine St. 

reconstruction: 

WORK PHASE (OT) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$187462 $187462 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

West Pine St. 

reconstruction: 

WORK PHASE 

(RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$50000 $50000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Washington County 

safety, bike and 

pedestrian 

improvements: 

WORK PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$724818 $724818 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

High Street 

protected bikeway 

(Eugene): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$1460000 $1460000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Howard Elementary 

& Colin Kelly MS 

traffic congestion 

mitig: WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$598339 $598339 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Page 34 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

OR213 (82nd Ave): 

SE Foster Rd - SE 

Thompson Rd: 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$4996000 $14942706 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US26 (Powell Blvd): 

SE 99th Ave - East 

City Limits: WORK 

PHASE (UR) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$3000000 $3000000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

Mill Street SE rail 

crossing (Salem): 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$1050000 $1050000 HSIP (23 

U.S.C. 148) 

Urban Major Collector 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

8th Avenue 

streetscape and 

bikeway: WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$425000 $1938212.25 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Maxwell Road and 

Prairie Road 

(Eugene): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$650000 $650000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Gilham Road: Ayers 

Road to Mirror Pond 

Way: WORK PHASE 

(CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$1273166 $1273166 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

US20: 3rd St -

Purcell (Greenwood, 

Bend): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$350000 $900000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

State St. @ 25th St. 

(Salem): WORK 

PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$148700 $148700 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Chambers St.: 2nd 

Ave. - 28th Ave. 

(Eugene): WORK 

PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$127700 $127700 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Lincoln St: 5th Ave. -

13th Ave. (Eugene): 

WORK PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$152400 $152400 HSIP (23 

U.S.C. 148) 

Rural Local Road or 

Street 

0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

SE Madison St.: SE 

1st Ave. - Pacific 

Blvd. SE (Albany): 

WORK PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$54700 $54700 HSIP (23 

U.S.C. 148) 

Urban Local Road or 

Street 

0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Martin Luther King 

Jr. Blvd: Centennial 

Lp. - Garden Way 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$131700 $131700 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Page 35 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

(Eugene): WORK 

PHASE (PE) 

Portland Metro & 

surrounding area 

audible crosswalk 

signals: WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$200000 $200000 HSIP (23 

U.S.C. 148) 

Multiple/Varies Multiple/Varies 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

SW 257th Dr at 

Sturges Dr/Cherry 

Park Rd (Multnomah 

County): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$43789 $43789 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

SW 257th Dr at 

Sturges Dr/Cherry 

Park Rd (Multnomah 

County): WORK 

PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$4080 $4080 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

W Burnside at SW St 

Clair Ave (Portland): 

WORK PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$114630 $114630 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

NE Killingsworth St: 

MLK Jr Blvd - 33rd 

Ave (Portland): 

WORK PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$70478 $70478 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Lighting and 

rectangular rapid 

flash beacons 

(Gresham): WORK 

PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$67334 $67334 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

NE Fremont St: 

102nd Ave - 122nd 

Ave (Portland): 

WORK PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$33473 $33473 HSIP (23 

U.S.C. 148) 

Urban Major Collector 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

US97: Earl St. -

Colfax Ln. (Madras): 

WORK PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$4395000 $14672631 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

US97: Earl St. -

Colfax Ln. (Madras): 

WORK PHASE (UR) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$30000 $100000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

OR99/OR238/OR62: 

Big X Intersection 

(Medford): WORK 

PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$350000 $1012000 HSIP (23 

U.S.C. 148) 

Multiple/Varies Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

Page 36 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

McAndrews Road 

Cycle Track 

(Medford): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$1754924.8 $1754924.8 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

McAndrews Road 

Cycle Track 

(Medford): WORK 

PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$441231.2 $441231.2 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

McAndrews Road 

Cycle Track 

(Medford): WORK 

PHASE (RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$5000 $5000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

McAndrews Road 

Cycle Track 

(Medford): WORK 

PHASE (UR) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$5000 $5000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Crater Lake Ave 

Signal 

Improvements 

(Medford): WORK 

PHASE (RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$5000 $5000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

10th Street Lane 

Reconfiguration 

(Medford): WORK 

PHASE (CN) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$321995.2 $321995.2 HSIP (23 

U.S.C. 148) 

Urban Major Collector 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

10th Street Lane 

Reconfiguration 

(Medford): WORK 

PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$82998.8 $82998.8 HSIP (23 

U.S.C. 148) 

Multiple/Varies Principal ArterialOther 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

10th Street Lane 

Reconfiguration 

(Medford): WORK 

PHASE (RW) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$5000 $5000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

10th Street Lane 

Reconfiguration 

(Medford): WORK 

PHASE (UR) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$5000 $5000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Washington/Monroe: 

SE Oak St - SE 

Linwood Ave: 

WORK PHASE (PE) 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$1655156 $1655156 HSIP (23 

U.S.C. 148) 

Urban Major Collector 0 Other Local 

Agency 

Systemic Bike/Ped Bike/Ped 

Washington County 

safety, bike and 

pedestrian 

Pedestrians and 

bicyclists 

Pedestrians and 

bicyclists – other 

$724818 $724818 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 State 

Highway 

Agency 

Systemic Bike/Ped Bike/Ped 

Page 37 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

improvements: 

WORK PHASE (PE) 

OR22: 

Independence 

junction : WORK 

PHASE (CN) 

Lighting Intersection 

lighting 

$750000 $750000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

OR221: Michigan 

City Lane -

Edgewater St (W. 

Salem: WORK 

PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$8084800 $8084800 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

OR8: SW Watson 

Ave - SW 110th Ave 

(Beaverton): WORK 

PHASE (CN) 

Intersection 

geometry 

Modify lane 

assignment 

$2213407.46 $2213407.46 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

NE Columbia Blvd: 

Cully Blvd & 

Alderwood Rd: 

WORK PHASE (CN) 

Intersection 

geometry 

Modify lane 

assignment 

$2881729 $2881729 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

All Roads 

Transportation 

Safety (City of 

Bend): WORK 

PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$754040 $754040 HSIP (23 

U.S.C. 148) 

Urban Local Road or 

Street 

0 Other Local 

Agency 

Systemic Intersections Intersection 

Region 4 signal 

upgrades and 

durable markings: 

WORK PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$952000 $952000 HSIP (23 

U.S.C. 148) 

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

US20: Deschutes 

River Bridge - Robal 

Rd (Bend): WORK 

PHASE (CN) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$3022000 $10076815 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

Region 2 (Central) 

signal improvements 

part 2: WORK 

PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$959200 $959200 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

Region 2 (North) 

signal improvements 

part 2: WORK 

PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$769600 $769600 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

US20 @ Knox 

Butte/OR226: 

WORK PHASE (CN) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$393200 $393200 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

Page 38 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

OR211 @ Canby 

Marquam Hwy: 

WORK PHASE (CN) 

Intersection 

geometry 

Modify lane 

assignment 

$562400 $562400 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

OR211 @ Canby 

Marquam Hwy: 

WORK PHASE (UR) 

Intersection 

geometry 

Modify lane 

assignment 

$15000 $15000 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

OR99E @ Airport 

Rd. (Albany): WORK 

PHASE (CN) 

Intersection 

geometry 

Modify lane 

assignment 

$1457200 $1457200 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

City of Salem signal 

enhancements (unit 

3): WORK PHASE 

(CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$668500 $668500 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

Broadway Street at 

Pine Street (Salem): 

WORK PHASE (UR) 

Intersection 

geometry 

Modify lane 

assignment 

$27400 $27400 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

Mission Street: 17th 

Street - I-5 north 

ramps (Salem): 

WORK PHASE (CN) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$1049500 $1049500 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

OR540: Broadway 

@ Newmark realign 

(North Bend): 

WORK PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$1556000 $1556000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

OR540: Broadway 

@ Newmark realign 

(North Bend): 

WORK PHASE 

(RW) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$600000 $600000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

OR540: Broadway 

@ Newmark realign 

(North Bend): 

WORK PHASE (UR) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$100000 $100000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

City of Salem local 

road signal 

enhancements unit 

2: WORK PHASE 

(RW) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$10900 $10900 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

Albany and Corvallis 

Signal 

Improvements: 

WORK PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$4102762 $4102762 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

Page 39 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

City of Gresham 

safety project: 

WORK PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$1081200 $1081200 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

City of Portland 

safety project: 

WORK PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$5759350 $5759350 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

City of Portland 

safety project: 

WORK PHASE 

(RW) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$121000 $121000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

City of Portland 

safety project: 

WORK PHASE (UR) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$62000 $62000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

Central Systemic 

Signals and 

Illumination 

(Portland): WORK 

PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$797260 $797260 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

Central Systemic 

Signals and 

Illumination 

(Portland): WORK 

PHASE (RW) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$63500 $63500 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

Central Systemic 

Signals and 

Illumination 

(Portland): WORK 

PHASE (UR) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$18100 $18100 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

Central Systemic 

Signals and 

Illumination (ODOT): 

WORK PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$2827811 $2827811 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

Central Systemic 

Signals and 

Illumination (ODOT): 

WORK PHASE 

(RW) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$310200 $310200 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

Systemic signals 

and illumination 

(Clackamas): WORK 

PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$900900 $900900 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

East systemic 

signals and 

illumination 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$82100 $82100 HSIP (23 

U.S.C. 148) 

Rural Minor Collector 0 Other Local 

Agency 

Systemic Intersections Intersection 

Page 40 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

(Molalla): WORK 

PHASE (CN) 

East Systemic 

Signals and 

Illumination (ODOT): 

WORK PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$2590075 $2590075 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

Systemic signals 

and illumination 

(Beaverton): WORK 

PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$1111851 $1111851 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

Systemic signals 

and illumination 

(Beaverton): WORK 

PHASE (OT) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$245000 $245000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

Systemic signals 

and illumination 

(Beaverton): WORK 

PHASE (RW) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$35000 $35000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

West Systemic 

Signals and 

Illumination (ODOT): 

WORK PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$5214351 $5214351 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

I-205 Exit Ramps at 

SE Division St: 

WORK PHASE (CN) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$2643117 $2643117 HSIP (23 

U.S.C. 148) 

Urban Major Collector 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

US30: signal 

upgrades 

(Pendleton): WORK 

PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$1235124 $1235124 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

US30: signal 

upgrades 

(Pendleton): WORK 

PHASE (UR) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$15000 $15000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

NE Halsey Street 

bike/ped/transit 

improvements: 

WORK PHASE 

(RW) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$164181 $164181 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

NE Halsey Street 

bike/ped/transit 

improvements: 

WORK PHASE (UR) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$50000 $50000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

Page 41 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

Foothill Rd: Delta 

Waters to Dry Creek: 

WORK PHASE (CN) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$2748370 $2748370 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

OR99: Rogue Valley 

Intersection 

Improvements: 

WORK PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$642000 $642000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

City of Springfield 

signal 

enhancements (local 

roads): WORK 

PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$1893100 $1893100 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

City of Springfield 

signal 

enhancements (local 

roads): WORK 

PHASE (RW) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$10000 $10000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

Commercial St.: 

Madrona Ave. -

Robins Ln. SE 

(Salem): WORK 

PHASE (PE) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$176900 $176900 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

City of Salem 

Downtown Signal 

Improvements 

(2024): WORK 

PHASE (PE) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$257200 $257200 HSIP (23 

U.S.C. 148) 

Multiple/Varies Multiple/Varies 0 Other Local 

Agency 

Systemic Intersections Intersection 

City of Eugene 

Signal 

Improvements 

(2024): WORK 

PHASE (PE) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$258900 $258900 HSIP (23 

U.S.C. 148) 

Multiple/Varies Multiple/Varies 0 Other Local 

Agency 

Systemic Intersections Intersection 

Portland Metro and 

surrounding areas 

traffic signal 

upgrades: WORK 

PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$200000 $200000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

Portland Metro and 

surrounding areas 

signal detection: 

WORK PHASE (CN) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$200000 $200000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

US26: SE 8th Ave -

SE 87th Ave: WORK 

PHASE (PE) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$22626 $22626 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

Page 42 of 71 
 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

OR99W: OR217 -

SW Sunset Blvd & 

US30B: Kerby -

162nd Ave: WORK 

PHASE (PE) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$466124 $466124 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

Beavercreek Rd: 

Molalla Ave - S 

Maplelane Rd 

(Oregon City): 

WORK PHASE (PE) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$213637 $213637 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

SE Belmont St: 7th 

Ave - 34th Ave 

(Portland): WORK 

PHASE (PE) 

Lighting Intersection 

lighting 

$53028 $53028 HSIP (23 

U.S.C. 148) 

Urban Major Collector 0 Other Local 

Agency 

Systemic Intersections Intersection 

OR281, OR282 and 

OR35 signs, signals 

and lighting: WORK 

PHASE (RW) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$11910 $11910 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

OR213: I-205 -

OR211: WORK 

PHASE (PE) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$64261 $64261 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

OR213: I-205 -

OR211: WORK 

PHASE (RW) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$48255 $48255 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

All Roads 

Transportation 

Safety (City of The 

Dalles): WORK 

PHASE (PE) 

Intersection 

geometry 

Modify lane 

assignment 

$150000 $150000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

Crater Lake Ave 

Signal 

Improvements 

(Medford): WORK 

PHASE (CN) 

Intersection 

geometry 

Modify lane 

assignment 

$1611286.4 $1611286.4 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

Crater Lake Ave 

Signal 

Improvements 

(Medford): WORK 

PHASE (PE) 

Intersection 

geometry 

Modify lane 

assignment 

$405321.6 $405321.6 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

Crater Lake Ave 

Signal 

Improvements 

(Medford): WORK 

PHASE (UR) 

Intersection 

geometry 

Modify lane 

assignment 

$5000 $5000 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Intersections Intersection 

Page 43 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

City of Springfield 

signal 

enhancements 

(state highways): 

WORK PHASE (PE) 

Intersection 

traffic control 

Systemic 

improvements – 

signal-controlled 

$212805 $212805 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 State 

Highway 

Agency 

Systemic Intersections Intersection 

Cully/Columbia & 

Columbia/Alderwood 

Improvements: 

WORK PHASE (PE) 

Intersection 

traffic control 

Intersection 

traffic control -

other 

$1132482 $1132482 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Intersections Intersection 

SE Foster Rd: 

Barbara Welch Rd -

Jenne Rd (Portland): 

WORK PHASE (PE) 

Roadway Roadway - other $31174 $31174 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

All Roads 

Transportation 

Safety (Bend, phase 

2): WORK PHASE 

(CN) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$562800 $562800 HSIP (23 

U.S.C. 148) 

Urban Local Road or 

Street 

0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

All Roads 

Transportation 

Safety (Bend, phase 

2): WORK PHASE 

(PE) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$138200 $138200 HSIP (23 

U.S.C. 148) 

Urban Local Road or 

Street 

0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Region 4 ARTS: 

WORK PHASE (CN) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$2024947.47 $2024947.47 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

I-5: Siskiyou Pass 

variable advisory 

speed signs: WORK 

PHASE (CN) 

Advanced 

technology and 

ITS 

Advanced 

technology and 

ITS - other 

$5913000 $5913000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialInterstate 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Region 2 (North) 

curve warning 

upgrades: WORK 

PHASE (CN) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$1625677 $1625677 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Region 2 (Central & 

South) curve 

warning upgrades: 

WORK PHASE (CN) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$1772760 $1772760 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Region 2 (South) 

curve warning 

upgrades: WORK 

PHASE (CN) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$1417193 $1417193 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

US20: MP 4.60 

roadside 

Roadside Roadside - other $308100 $308100 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Page 44 of 71 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

improvements: 

WORK PHASE (CN) 

US101: curve 

warning upgrades: 

WORK PHASE (CN) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$1311205 $1311205 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

West Lane County 

curve warning 

upgrades: WORK 

PHASE (CN) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$942640 $942640 HSIP (23 

U.S.C. 148) 

Rural Major Collector 0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

All Roads 

Transportation 

Safety (Wasco 

County): WORK 

PHASE (CN) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$676200 $676200 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

US26: OR217 -

Cornell Rd: WORK 

PHASE (CN) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$111000 $9268975 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

US20: Safety 

upgrades (Albany to 

Corvallis): WORK 

PHASE (CN) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$20759000 $20759000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Juniper Canyon Rd: 

SE Paulina Hwy to 

Prineville Reservoir: 

WORK PHASE (CN) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$103051.54 $103051.54 HSIP (23 

U.S.C. 148) 

Urban Major Collector 0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Region 4 Sign 

Upgrades Phase 2: 

WORK PHASE (CN) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$331649 $331649 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Rumble Strips (Unit 

1 NW Oregon) 

(2024): WORK 

PHASE (PE) 

Roadway Roadway - other $830000 $830000 HSIP (23 

U.S.C. 148) 

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Portland Metro and 

surrounding areas 

pavement marking: 

WORK PHASE (CN) 

Roadway 

delineation 

Roadway 

delineation -

other 

$200000 $200000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

SE Mt Scott 

Blvd:101st Ave -

104th Ave 

(Portland): WORK 

PHASE (PE) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$17883 $17883 HSIP (23 

U.S.C. 148) 

Urban Minor Collector 0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

SE Division St: 148th 

Ave - 174th Ave 

Access 

management 

Access 

management -

other 

$482415 $482415 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Page 45 of 71 
 

 

 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

(Portland): WORK 

PHASE (PE) 

Polk County Signing 

& Striping 

Improvements 

(2024): WORK 

PHASE (PE) 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

$159900 $159900 HSIP (23 

U.S.C. 148) 

Multiple/Varies Multiple/Varies 0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

I-5: Region 3 Clear 

Zone Improvements: 

WORK PHASE (PE) 

Roadway 

delineation 

Roadway 

delineation -

other 

$225000 $225000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialInterstate 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

US199: Clear Zone 

Improvements: 

WORK PHASE (PE) 

Roadway 

delineation 

Roadway 

delineation -

other 

$120000 $120000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

US199: Clear Zone 

Improvements: 

WORK PHASE 

(RW) 

Roadway 

delineation 

Roadway 

delineation -

other 

$3000 $3000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Libby Lane Rumble 

Strips (Coos 

County): WORK 

PHASE (CN) 

Roadway Roadway - other $20960 $20960 HSIP (23 

U.S.C. 148) 

Rural Major Collector 0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Libby Lane Rumble 

Strips (Coos 

County): WORK 

PHASE (PE) 

Roadway Roadway - other $5740 $5740 HSIP (23 

U.S.C. 148) 

Rural Major Collector 0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Libby Lane Rumble 

Strips (Coos 

County): WORK 

PHASE (RW) 

Roadway Roadway - other $1000 $1000 HSIP (23 

U.S.C. 148) 

Rural Major Collector 0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Libby Lane Rumble 

Strips (Coos 

County): WORK 

PHASE (UR) 

Roadway Roadway - other $1000 $1000 HSIP (23 

U.S.C. 148) 

Rural Major Collector 0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

Morgan Lake Road 

safety 

improvements: 

WORK PHASE (PE) 

Roadway 

delineation 

Roadway 

delineation -

other 

$249869 $249869 HSIP (23 

U.S.C. 148) 

Rural Local Road or 

Street 

0 Other Local 

Agency 

Systemic Roadway 

Departure 

Roadway 

Departure 

I-5 & OR138E: 

Variable Message & 

Curve Warning 

Signs: WORK 

PHASE (RW) 

Speed 

management 

Speed 

management -

other 

$1000 $1000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialInterstate 0 State 

Highway 

Agency 

Systemic Speed 

Management 

Speed 

Management 

Page 46 of 71 
 

 

 

 

 

 

 

 

2021 Oregon Highway Safety Improvement Program 

PROJECT NAME IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGORY 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP 

METHOD 

FOR SITE 

SELECTION 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

US97 Road Weather 

Management: 

WORK PHASE (CN) 

Speed 

management 

Speed 

management -

other 

$2630000 $2630000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Speed 

Management 

Speed 

Management 

US97 Road Weather 

Management: 

WORK PHASE (OT) 

Speed 

management 

Speed 

management -

other 

$100000 $100000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Speed 

Management 

Speed 

Management 

OR62: Corridor 

Solutions unit 2 

(Medford) Phase 4: 

WORK PHASE (CN) 

Speed 

management 

Speed 

management -

other 

$2045000 $2045000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Speed 

Management 

Speed 

Management 

OR62: Corridor 

Solutions unit 2 

(Medford) Phase 4: 

WORK PHASE 

(RW) 

Speed 

management 

Speed 

management -

other 

$61000 $61000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Speed 

Management 

Speed 

Management 

OR62: Corridor 

Solutions unit 2 

(Medford) Phase 4: 

WORK PHASE (UR) 

Speed 

management 

Speed 

management -

other 

$60000 $60000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Speed 

Management 

Speed 

Management 

Eastern Oregon 

roadside traffic & 

weather cameras: 

WORK PHASE (PE) 

Speed 

management 

Speed 

management -

other 

$286279 $286279 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialOther 0 State 

Highway 

Agency 

Systemic Speed 

Management 

Speed 

Management 

I-5: Southern 

Oregon Wrong Way 

Driver Mitigation: 

WORK PHASE (PE) 

Miscellaneous Miscellaneous -

other 

$260000 $260000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialInterstate 0 State 

Highway 

Agency 

Systemic Wrong way 

driving 

Wrong way 

driving 

I-5: Southern 

Oregon Wrong Way 

Driver Mitigation: 

WORK PHASE 

(RW) 

Miscellaneous Miscellaneous -

other 

$6000 $6000 HSIP (23 

U.S.C. 148) 

Rural Principal ArterialInterstate 0 State 

Highway 

Agency 

Systemic Wrong way 

driving 

Wrong way 

driving 

Page 47 of 71 
2021 Oregon Highway Safety Improvement Program

Page 48 of 71

Safety Performance

General Highway Safety Trends

Present data showing the general highway safety trends in the State for the past five 

years.

PERFORMANCE 

MEASURES 2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities 337 313 356 445 498 439 502 494 508

Serious Injuries 1,618 1,416 1,495 1,777 1,973 1,764 1,686 1,904 1,543

Fatality rate (per 

HMVMT)

1.020 0.930 1.030 1.240 1.360 1.190 1.360 1.370 1.570

Serious injury rate (per 

HMVMT)

4.880 4.200 4.320 4.940 5.370 4.800 4.580 5.290 4.780

Number nonmotorized fatalities70 55 63 81 84 83 88 97 92

Number of nonmotorized serious 

injuries

185 165 177 186 196 168 161 157 164

PDO Crashes 25,036 26,228 26,716 26,025 29,317 28,926 21,977 22,640 0
2021 Oregon Highway Safety Improvement Program

Page 49 of 71

0

100

200

300

400

500

600

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities 5 Year Rolling Avg.

Annual Fatalities

0

500

1000

1500

2000

2500

2012 2013 2014 2015 2016 2017 2018 2019 2020

Serious Injuries 5 Year Rolling Avg.

Annual Serious Injuries
2021 Oregon Highway Safety Improvement Program

Page 50 of 71

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatality rate (per HMVMT) 5 Year Rolling Avg.

Fatality rate (per HMVMT)

0

1

2

3

4

5

6

2012 2013 2014 2015 2016 2017 2018 2019 2020

Serious injury rate (per HMVMT) 5 Year Rolling Avg.

Serious injury rate (per HMVMT)
2021 Oregon Highway Safety Improvement Program

Page 51 of 71

Only 2020 preliminary fatal and serious injury data is available at the time of this report.

Describe fatality data source.

Other

If Other Please describe

0

50

100

150

200

250

300

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities Serious Injuries 5 Year Rolling Avg.

Non Motorized Fatalities and Serious Injuries

0

5000

10000

15000

20000

25000

30000

35000

2012 2013 2014 2015 2016 2017 2018 2019 2020

PDO Crashes 5 Year Rolling Avg.

PDO Crashes
2021 Oregon Highway Safety Improvement Program

Page 52 of 71

Oregon Department of Transportation (ODOT) Crash Data Base System in comparison with FARS 

data 

Oregon Department of Transportation (ODOT) Crash Data Base System ( 

https://www.oregon.gov/ODOT/Data/Pages/Crash.aspx )

To the maximum extent possible, present this data by functional classification and 

ownership.

Year 2020

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

Rural Principal 

Arterial (RPA) - 

Interstate

17.8 45.6 0.52 1.25

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

105 235.2 2.29 5.59

Rural Minor Arterial 55.6 161.4 2.81 8.19

Rural Minor Collector 18 49 3.03 8.01

Rural Major Collector 60 166.2 3.31 9.11

Rural Local Road or 

Street

22 48.8 1.6 4.14

Urban Principal 

Arterial (UPA) - 

Interstate

22.4 82.8 0.33 1.47

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

4.8 28.6 0.31 1.94

Urban Principal 

Arterial (UPA) - Other

90.8 409.4 1.39 7.27

Urban Minor Arterial 50 309.2 0.99 6.76

Urban Minor Collector 2 10.4 0.57 3.93

Urban Major Collector 30.6 160.6 0.99 6

Urban Local Road or 

Street

9.2 66.8 0.41 3.29
2021 Oregon Highway Safety Improvement Program

Page 53 of 71

Year 2020

Roadways Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

State Highway 

Agency

287 862

County Highway 

Agency

121 376

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

79 576

State Park, Forest, or 

Reservation Agency

0.2 0.6

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation 0.6 0.2

Safety Performance Targets

Safety Performance Targets

Calendar Year 2022 Targets *

Number of Fatalities:444.0

Describe the basis for established target, including how it supports SHSP goals.

The 2021 SHSP (TSAP) is anticipated to be adopted by the OTC at the recommendation of the OTSC in 

September, 2021. The 2022 HSIP performance target was developed during the current Strategic Highway 
2021 Oregon Highway Safety Improvement Program

Page 54 of 71

Safety Plan update and was agreed upon by a multidisciplinary working group. The 2022 target is based on 

2015-2019 crash data (decrease traffic fatalities to 444 by December 31, 2022). Annual targets will be 

documented and approved through an annual target setting process with the OTS.

***While the Performance Targets for the HSP and the HSIP do not match, they are in alignment with the 

SHSP (TSAP). 

***The HSP reported two separate targets for fatalities, one using State data (which aligns with the TSAP and 

HSIP) and one using FARS with a trend analysis (which is the pre-populated value above). 

Number of Serious Injuries:1722.0

Describe the basis for established target, including how it supports SHSP goals.

The 2021 SHSP (TSAP) is anticipated to be adopted by the OTC at the recommendation of the OTSC in 

September, 2021. The 2022 HSIP performance target was developed during the current Strategic Highway 

Safety Plan update and was agreed upon by a multidisciplinary working group. The 2022 target is based on 

2015-2019 crash data (decrease traffic serious injuries to 1,722) by December 31, 2022). Annual targets will 

be documented and approved through an annual target setting process with the OTSC.

Fatality Rate:1.460

Describe the basis for established target, including how it supports SHSP goals.

The 2021 SHSP (TSAP) is anticipated to be adopted by the OTC at the recommendation of the OTSC in 

September, 2021. The 2022 HSIP performance target was developed during the current Strategic Highway 

Safety Plan update and was agreed upon by a multidisciplinary working group. The 2022 target is based on 

2015-2019 crash data (decrease traffic fatality rate to 1.46 by December 31, 2022). Annual targets will be 

documented and approved through an annual target setting process with the OTSC.

Serious Injury Rate:4.980

Describe the basis for established target, including how it supports SHSP goals.

The 2021 SHSP (TSAP) is anticipated to be adopted by the OTC at the recommendation of the OTSC in 

September, 2021. The 2022 HSIP performance target was developed during the current Strategic Highway 

Safety Plan update and was agreed upon by a multidisciplinary working group. The 2022 target is based on 

2015-2019 crash data (decrease serious injury rate to 4.98 by December 31, 2022). Annual targets will be 

documented and approved through an annual target setting process with the OTSC.

Total Number of Non-Motorized Fatalities and Serious Injuries:254.0

Describe the basis for established target, including how it supports SHSP goals.

The 2021 SHSP (TSAP) is anticipated to be adopted by the OTC at the recommendation of the OTSC in 

September, 2021. The 2022 HSIP performance target was developed during the current Strategic Highway 

Safety Plan update and was agreed upon by a multidisciplinary working group. The 2022 target is based on 

2015-2019 crash data (decrease non-motorized traffic fatalities and serious injuries to 254 by December 31, 

2022). Annual targets will be documented and approved through an annual target setting process with the 

OTSC.

Describe efforts to coordinate with other stakeholders (e.g. MPOs, SHSO) to establish 

safety performance targets. 

TSAP is the framework for engaging residents, stakeholders, employers, planners, engineers, enforcement 

agencies, emergency medical service providers, and others across the state to improve transportation safety in 
2021 Oregon Highway Safety Improvement Program

Page 55 of 71

Oregon. Collectively these stakeholders have the opportunity to improve Oregon’s transportation system and 

save lives by integrating safety into all aspects of planning, programming, project development, operations, 

and maintenance. Not only is the system improved with responsive investments targeting specific safety 

issues, the transportation system also is improved by investing in projects, programs, and policies that 

proactively save lives and prevent injuries. The annual HSIP performance targets were developed during the 

current TSAP update and were agreed upon by a multidisciplinary working group (including a representative of 

an MPO). While the COVID-19 pandemic response limited the ability for in-person public outreach, the public 

was engaged at key points on the project. The following coordination and outreach opportunities were 

provided:

• 29 ODOT staff outreach meetings with a variety of leadership teams and transportation safety advisory 

committees were conducted

• 10 Stakeholder interviews with Oregon safety stakeholders across the 4 E’s were conducted to solicit 

feedback on the 2016 TSAP and implementation progress

• 2 Fact sheets (English/Spanish) were developed to introduce the 2021 TSAP update and provide midproject progress reports

• An online survey to learn about public perceptions of safety 

• Several online stakeholder workshops and performance measure meetings 

The Oregon Transportation Commission (OTC) adopted rules to implement ODOT’s State Agency 

Coordination (SAC) Program in September 1990. The adoption of transportation policy falls under the 

requirements of those State Agency Coordination Program rules (Oregon Administrative Rule [OAR] 731-15). 

The rules require ODOT to involve interested parties and affected jurisdictions when developing plans or 

adopting major amendments to plans. The Department has found that the TSAP is in compliance with all 

applicable statewide planning goals.

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2020 Safety Performance Targets (based 

on data available at the time of reporting). For each target, include a discussion of any 

reasons for differences in the actual outcomes and targets.

PERFORMANCE MEASURES TARGETS ACTUALS

Number of Fatalities 328.0 488.2

Number of Serious Injuries 1368.0 1774.0

Fatality Rate 0.780 1.370

Serious Injury Rate 4.060 4.964

Non-Motorized Fatalities and 

Serious Injuries

215.0 258.0

Oregon recognizes that eliminating traffic deaths and serious injuries will require time and significant effort by 

multiple disciplines and we face several challenges regarding why the State's 2018 Safety Performance 

Targets are not being met. While Oregon’s Performance Targets were adopted before our current rising crash 

trends began, we continue to strive towards those goals of reducing Fatal and Serious crashes. We are 

confident that were we not applying proven countermeasures as consistently as we are, our current crash 

trends would be even higher (project level evaluations has shown that the projects implemented under HSIP 
2021 Oregon Highway Safety Improvement Program

Page 56 of 71

funding have improved the locations where invested). In addition, distracted driving issues, an increased in 

speed related crashes, a limited presence of law enforcement officers due to budget cuts and an increase in 

people moving to Oregon have also contributed to increasing fatal and serious injury crashes.

In the first half of 2020, fatal crashes were significantly lower (than in the first half of 2019) because of COVID 

restrictions but we saw a big increase towards the second half when traveling picked up and we ended the 

year pretty close to the 2019 total.

Applicability of Special Rules

Does the HRRR special rule apply to the State for this reporting period? 

No

Provide the number of older driver and pedestrian fatalities and serious injuries 65 

years of age and older for the past seven years.

PERFORMANCE 

MEASURES 2014 2015 2016 2017 2018 2019 2020

Number of Older Driver 

and Pedestrian Fatalities

58 68 86 67 102 99 84

Number of Older Driver 

and Pedestrian Serious 

Injuries

167 197 232 219 206 238 193

ODOT completed the following research project, "Addressing Oregon's Rise in Deaths and Serious Injuries for 

Senior Drivers and Pedestrians". OREGON DOT Report Template . ODOT incorporated several of the 

recommendations for practice into our CRF list ( 

https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/CRF-Appendix.pdf ) and several of ODOT policy 

and procedure manuals ( https://www.oregon.gov/ODOT/Engineering/Pages/Highway-Safety.aspx )
2021 Oregon Highway Safety Improvement Program

Page 57 of 71

Evaluation 

Program Effectiveness

How does the State measure effectiveness of the HSIP?

• Benefit/Cost Ratio

• Change in fatalities and serious injuries

• Other-Fatal free days

In Oregon, the HSIP program funds the All Roads Transportation Safety (ARTS) program, an applicationbased program funding to address safety concerns on public roadways within the State. The ARTS Program is 

designed to address safety needs on all public roads in Oregon by collaborating with local road jurisdictions. 

The Oregon Department of Transportation can expect to:

• Increase awareness of safety on all roads. 

• Promote best practices for infrastructure safety. 

• Compliment behavioral safety efforts. 

• Focus limited resources to reduce fatal and serious injury crashes in the state of Oregon by selecting 

projects with the highest benefit/cost ratio.

The program is data driven to achieve the greatest benefits in crash reduction and should be blind to 

jurisdiction.

Hotspot, systemic roadway departure and systemic intersection projects are evaluated based on a benefit-cost 

ratio and systemic pedestrian and bicycle projects are evaluated based on a cost effectiveness index (CEI). 

Project level evaluations has shown that the projects implemented under HSIP funding have improved the 

locations where invested. 

ARTS information can be found at this link: https://www.oregon.gov/odot/Engineering/Pages/ARTS.aspx

Based on the measures of effectiveness selected previously, describe the results of 

the State's program level evaluations.

Historically Oregon’s fatalities and serious injuries have trended downwards, Since 2013 however there have 

been annual increases, this increase has been common across the country. Project level evaluations has 

shown that the projects implemented under HSIP funding have improved the locations where invested. 

Here is a link to the 2018 ODOT ARTS Program Summary Report

https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/ARTS_SUmmary-Report-2018.pdf

What other indicators of success does the State use to demonstrate effectiveness and 

success of the Highway Safety Improvement Program?

• HSIP Obligations

• Increased awareness of safety and data-driven process

• Increased focus on local road safety 

• More systemic programs

• Policy change
2021 Oregon Highway Safety Improvement Program

Page 58 of 71

With the implementation of the ARTS program, there is an increased awareness of safety and a data-driven 

process for developing safety projects across all jurisdictions in Oregon. Policy level changes that are a direct 

result of HSIP implementation efforts include:

• The use of safety edge now incorporated into our Highway Design Manual. 

• Improved guidance in our signing and striping manuals to reduce wrong way driving at interchange 

ramps (from a research project that was completed in September 2017).

• Improved guidance in our signal policy and guidelines to eliminate conflicts between left turn traffic and 

pedestrians.

• Project level evaluations has shown that the projects implemented under HSIP funding have improved 

the locations where invested

• ODOT recently completed research SPR 828, "Addressing Oregon's Rise in Deaths and Serious 

Injuries for Senior Drivers and Pedestrians" and have incorporated several of the recommendations into 

ODOT policy guidance and procedure manuals.

• the 2018 ODOT ARTS Program Summary Report

https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/ARTS_SUmmary-Report-2018.pdf

Describe significant program changes that have occurred since the last reporting 

period.

As previously described in other questions, s everal program changes were implemented in the last round of 

ARTS. The following key takeaways which were identified through stakeholder surveys and feedback:

• Difficult to mix local projects and ODOT projects. 

• Often the local projects were much smaller and focused in scope – 

o Does not work well under federal delivery 

o Made local projects more cost effective with state funds 

• Recommend to separate local agency funds from State so that larger state projects are practical.

• Safety Leverage would be a lot more effective if made more flexible to extend existing ODOT safety 

projects or go after needs on other parts of the state system.

To address the key takeaways, the following changes in funding splits and project size were implemented:

• Funding split- within each region, the funding was split between state highways (49%) and local 

jurisdictions (51%). The split was determined based on statewide analysis of the last five years of 

available fatal and serious injury crash data. Because state highway projects are typically more 

expensive, this change allowed ODOT to be more strategic with project selection and gave local 

agencies an advantage with smaller more focused safety efforts.

• Project size- because smaller cost projects are not well suited for delivery within the federal STIP 

project delivery process, a minimum of $500,000 for all federal projects was implemented.

In addition, new guidance addressing the State Safety Priority Funding (formerly called Safety Leverage) was 

issued. These are state funds in the amount of $10 million per year, specifically set aside in HB 2017 for Safety 

and can only be used for safety improvements on state highways. Additional information can be found under 

"Other Highway Safety Funding" at the following link: 

https://www.oregon.gov/ODOT/Engineering/Pages/Highway-Safety.aspx

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures.

Year 2020
2021 Oregon Highway Safety Improvement Program

Page 59 of 71

SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury 

Rate

(per HMVMT)

(5-yr avg)

Roadway Departure Roadway 

Departure

284.6 695 0.92 1.97

Intersection Intersection and 

Related

94.6 687 0.33 1.84

Pedestrians Vehicle/Pedestrian 77.6 120.4 0.24 0.37

Bicyclists Vehicle/Bicycle 10.8 48.8 0.04 0.14

Motorcyclists Motorcyclists 63.6 232 0.21 0.62

Work Zone Work zone 5.4 25.2 0.01 0.06
2021 Oregon Highway Safety Improvement Program

Page 60 of 71

0

50

100

150

200

250

300

Roadway

Departure

Intersection Pedestrians Bicyclists Motorcyclists Work Zone

Fatalities

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020

Number of Fatalities 

5 Year Average

0

100

200

300

400

500

600

700

800

Roadway

Departure

Intersection Pedestrians Bicyclists Motorcyclists Work Zone

Serious Injuries

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020

Number of Serious Injuries 

5 Year Average
2021 Oregon Highway Safety Improvement Program

Page 61 of 71

Has the State completed any countermeasure effectiveness evaluations during the 

reporting period?

No

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

Roadway

Departure

Intersection Pedestrians Bicyclists Motorcyclists Work Zone

Fatality Rate

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020

Fatality Rate (per HMVMT) 

5 Year Average

0

0.5

1

1.5

2

2.5

Roadway

Departure

Intersection Pedestrians Bicyclists Motorcyclists Work Zone

Serious Injury Rate

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020

Serious Injury Rate (per HMVMT) 

5 Year Average
2021 Oregon Highway Safety Improvement Program

Page 62 of 71

Up to 4 countermeasures can be applied within an ARTS safety application. While this provides flexibility to 

address multiple safety issues within a single project, it makes it difficult to determine the effectiveness of an 

individual countermeasure (hard to obtain a statistically significant sample size with specific combinations). 

Because of this, Oregon DOT relies primarily on studies from the CMF clearinghouse and the HSM to 

determine effectiveness.

Below is a link to published ODOT safety research (under the heading Safety Research):

https://www.oregon.gov/ODOT/Engineering/Pages/Highway-Safety.aspx
2021 Oregon Highway Safety Improvement Program

Page 63 of 71

Project Effectiveness

Provide the following information for previously implemented projects that the State evaluated this reporting period. 

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY

IMPROVEMENT 

TYPE

PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

FFO-OR 

138E: 

Coorridor 

Solutions 

(Roseburg): 

KN 13996

Urban 

Principal 

Arterial (UPA) - 

Other

Roadway Pavement 

surface - other

63.00 47.00 1.00 1.00 3.00 54.00 47.00 119.00 97.00

Or99E: Young 

Street safety & 

ADA ramps 

(Woodburn): 

KN 16008

Rural Minor 

Arterial

Intersection 

traffic control

Intersection 

traffic control - 

other

198.00 119.00 2.00 5.00 21.00 16.00 269.00 207.00 490.00 347.00

OR18 @ 

Christensen 

Road: KN 

16118

Rural Principal 

Arterial (RPA) - 

Other

Intersection 

geometry

Modify lane 

assignment

3.00 1.00 4.00 2.00 8.00 2.00

OR154 @ 

Stringtown 

Road: KN 

16119

Rural Major 

Collector

Intersection 

geometry

Intersection 

realignment

4.00 1.00 6.00 2.00 11.00 2.00

OR8: SW 

185th Ave. 

Sec.: KN 

17704

Urban 

Principal 

Arterial (UPA) - 

Other

Intersection 

geometry

Intersection 

geometry - other

58.00 11.00 5.00 62.00 17.00 125.00 28.00

OR 213 (82nd 

Ave): Sandy 

Blvd.: KN 

17707

Urban 

Principal 

Arterial (UPA) - 

Other

Intersection 

traffic control

Intersection 

traffic control - 

other

13.00 11.00 13.00 19.00 26.00 30.00

OR 8 at 

Quince St. 

(Forest 

Grove): KN 

18003

Urban 

Principal 

Arterial (UPA) - 

Other

Intersection 

geometry

Intersection 

geometry - other

21.00 14.00 1.00 28.00 27.00 50.00 41.00

I-84: Baker 

Valley VSL 

2015: KN 

18135

Rural 

interstate, 

Urban 

interstate

Speed 

management

Variable speed 

limits

86.00 39.00 3.00 2.00 2.00 3.00 40.00 34.00 131.00 78.00

OR58: Black 

Canyon - 

Middle Fork 

Rural Principal 

Arterial (RPA) - 

Other

Roadway Pavement 

surface - other

7.00 7.00 2.00 2.00 2.00 8.00 8.00 17.00 19.00
2021 Oregon Highway Safety Improvement Program

Page 64 of 71

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY

IMPROVEMENT 

TYPE

PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

Willamette: KN 

18616

US30 (Astoria) 

& OR99W 

(McMinnville) 

signal: KN 

18665

Urban 

Principal 

Arterial (UPA) - 

Other

Intersection 

traffic control

Intersection 

traffic control - 

other

49.00 27.00 2.00 40.00 23.00 89.00 52.00

US 20: OR126 

Jct.- 

Deschutes 

River Bridge: 

KN 18684

Rural other 

principal 

arterial, Urban 

other principal 

arterial

Roadway Roadway - other 59.00 53.00 5.00 1.00 4.00 6.00 52.00 41.00 120.00 101.00

US26: MP53 -

NW Glencoe 

Rd.: KN 18777

Rural Principal 

Arterial (RPA) - 

Interstate

Roadway Roadway - other 11.00 4.00 2.00 1.00 9.00 8.00 22.00 13.00

I-5: S. Medford 

- N Ashland 

Paving: KN 

18874

Urban 

Principal 

Arterial (UPA) - 

Interstate

Roadway Roadway - other 50.00 76.00 3.00 2.00 12.00 5.00 44.00 61.00 109.00 144.00

Celilo Park 

safe access: 

KN 19441

Rural Principal 

Arterial (RPA) - 

Interstate

Intersection 

geometry

Intersection 

geometry - other

Region 1 rural 

safety 

improvements 

(HSIP): KN 

19502

Mixed Roadway Roadway - other 369.00 279.00 9.00 2.00 27.00 42.00 393.00 352.00 798.00 675.00

I-5 Cable 

BarrierSouthern 

Oregon: KN 

19659

Rural 

interstate, 

Urban 

interstate

Roadway Roadway - other 706.00 489.00 19.00 8.00 50.00 29.00 474.00 353.00 1249.00 879.00

I-84 and I-205 

barrier 

installation: KN 

19691

Urban 

Principal 

Arterial (UPA) - 

Interstate

Roadway Roadway - other 339.00 198.00 1.00 10.00 6.00 352.00 220.00 701.00 425.00

Describe any other aspects of HSIP effectiveness on which the State would like to elaborate.

ODOT maintains an extensive list of countermeasures with Crash Reduction factors proven to be effective. The intent of the Crash Reduction Factor (CRF) countermeasure table and appendix is to provide safety practitioners, intending 

to use HSIP funding, with a list of effective countermeasures that are appropriate improvements to many common safety issues. The countermeasures in this appendix are strategies intended to reduce crash frequency or severity on the 

road. For road safety engineers, this is typically a physical change to the infrastructure of a road section or intersection, such as the addition of signs, signals, or markings, or a change in roadway design. 
2021 Oregon Highway Safety Improvement Program

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The CRF list was developed using multiple sources such as the Crash Modification Factors Clearinghouse, the Highway Safety Manual, NCHRP Report Series 500 and other guidance documents such as the Pedestrian Safety Guide and 

Countermeasure Selection System and the Handbook for designing Roadways for the Aging Population. The countermeasures were also gathered from other states and various research efforts and are documented as to the source of 

the measure.

ODOT's Crash Reduction Factor list: https://www.oregon.gov/odot/Engineering/Pages/ARTS.aspx
2021 Oregon Highway Safety Improvement Program

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Compliance Assessment

What date was the State’s current SHSP approved by the Governor or designated State representative?

 10/01/2016

What are the years being covered by the current SHSP?

From: 2016 To: 2021

When does the State anticipate completing it’s next SHSP update?

 2021

August 2021: Request for Oregon Transportation Safety Committee (OTSC) to consider approval of the TSAP and recommend Oregon Transportation Commission (OTC) approval.

September 2021: 2021 OTC Transportation Safety Action Plan (TSAP) adopted and Implementation Plan Development initiated

Fall/2021 - Spring 2022: TSAP annual target setting

Provide the current status (percent complete) of MIRE fundamental data elements collection efforts using the table below. 

*Based on Functional Classification (MIRE 1.0 Element Number) [MIRE 2.0 Element Number]

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE

ROADWAY SEGMENT Segment Identifier 

(12) [12]

100 100 100 100

Route Number (8) 

[8]

100 100

Route/Street Name 

(9) [9]

100 100

Federal Aid/Route 

Type (21) [21]

100 100

Rural/Urban 

Designation (20) [20]

100 100 100 100

Surface Type (23) 

[24]

100 100

Begin Point 

Segment Descriptor 

(10) [10]

100 100

End Point Segment 

Descriptor (11) [11]

100 100

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

100
2021 Oregon Highway Safety Improvement Program

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ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE

Functional Class 

(19) [19]

100 100

Median Type (54) 

[55]

100

Access Control (22) 

[23]

100

One/Two Way 

Operations (91) [93]

100

Number of Through 

Lanes (31) [32]

100 100

Average Annual 

Daily Traffic (79) [81]

100 100 100

AADT Year (80) [82] 100

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

Intersection/Junction 

Geometry (126) 

[116]

Intersection/Junction 

Traffic Control (131) 

[131]

AADT for Each 

Intersecting Road 

(79) [81]

AADT Year (80) [82]

Unique Approach 

Identifier (139) [129]

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]
2021 Oregon Highway Safety Improvement Program

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ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197) [187]

100 100

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

100 100

Ramp Length (187) 

[177]

100 100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

90 60

Roadway Type at 

End Ramp Terminal 

(199) [189]

90 60

Interchange Type 

(182) [172]

Ramp AADT (191) 

[181]

100 60

Year of Ramp AADT 

(192) [182]

100 60

Functional Class 

(19) [19]

100 100

Type of 

Governmental 

Ownership (4) [4]

100 100

Totals (Average Percent Complete): 100.00 50.00 0.00 0.00 80.00 67.27 88.89 33.33 20.00 0.00

*Based on Functional Classification (MIRE 1.0 Element Number) [MIRE 2.0 Element Number]

We are currently working on establishing an intersection ID, planning for a non-state road ID in Trans Info and plan to conduct an operations evaluation for MIRE element to start in 2021. All three of these effort will help us in collecting the 

MIRE fundamental data elements for all roads by September 30, 2026.

• Spring 2021 Begin Phase 4, FDE data collection for signalized interchange-only intersections state-wide

• Winter 2021 Estimated completion of Phase 4 collection of FDE 

• Spring 2022 Begin Phase 5, FDE data collection for signalized intersections on local roads

• Winter 2023 Estimated completion of Phase 5 collection of FDE 

• Spring 2024 Begin Phase 6, FDE data collection for state-owned highway segments between signalized intersections state-wide

• Winter 2024 Estimated completion of Phase 6 collection of FDE 

• Spring 2025 Begin Phase 7, FDE data collection for local road segments between signalized intersections state-wide

• Winter 2026 Estimated completion of Phase 7 collection of FDE 

• Spring 2027 Data maintenance cycle begins 
2021 Oregon Highway Safety Improvement Program

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Describe actions the State will take moving forward to meet the requirement to have complete access to the MIRE fundamental data elements on all public roads by September 30, 2026.

We are currently working on establishing an intersection ID, planning for a non-state road ID in Trans Info and plan to conduct an operations evaluation for MIRE element to start in 2021. All three of these effort will help us in collecting the 

MIRE fundamental data elements for all roads by September 30, 2026. 

• Spring 2021 Begin Phase 4, FDE data collection for signalized interchange-only intersections state-wide

• Winter 2021 Estimated completion of Phase 4 collection of FDE 

• Spring 2022 Begin Phase 5, FDE data collection for signalized intersections on local roads

• Winter 2023 Estimated completion of Phase 5 collection of FDE 

• Spring 2024 Begin Phase 6, FDE data collection for state-owned highway segments between signalized intersections state-wide

• Winter 2024 Estimated completion of Phase 6 collection of FDE 

• Spring 2025 Begin Phase 7, FDE data collection for local road segments between signalized intersections state-wide

• Winter 2026 Estimated completion of Phase 7 collection of FDE 

• Spring 2027 Data maintenance cycle begins
2021 Oregon Highway Safety Improvement Program

Page 70 of 71

Optional Attachments

Program Structure:

OregonDOT_Safety_HSIP-Guide.pdf

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2021 Oregon Highway Safety Improvement Program

Page 71 of 71

Glossary

5 year rolling average: means the average of five individuals, consecutive annual points of data 

(e.g. annual fatality rate).

Emphasis area: means a highway safety priority in a State’s SHSP, identified through a data-driven, 

collaborative process.

Highway safety improvement project: means strategies, activities and projects on a public road 

that are consistent with a State strategic highway safety plan and corrects or improves a hazardous 

road location or feature or addresses a highway safety problem.

HMVMT: means hundred million vehicle miles traveled.

Non-infrastructure projects: are projects that do not result in construction. Examples of noninfrastructure projects include road safety audits, transportation safety planning activities, 

improvements in the collection and analysis of data, education and outreach, and enforcement 

activities.

Older driver special rule: applies if traffic fatalities and serious injuries per capita for drivers and 

pedestrians over the age of 65 in a State increases during the most recent 2-year period for which 

data are available, as defined in the Older Driver and Pedestrian Special Rule Interim Guidance 

dated February 13, 2013.

Performance measure: means indicators that enable decision-makers and other stakeholders to 

monitor changes in system condition and performance against established visions, goals, and 

objectives.

Programmed funds: mean those funds that have been programmed in the Statewide Transportation 

Improvement Program (STIP) to be expended on highway safety improvement projects.

Roadway Functional Classification: means the process by which streets and highways are 

grouped into classes, or systems, according to the character of service they are intended to provide.

Strategic Highway Safety Plan (SHSP): means a comprehensive, multi-disciplinary plan, based on 

safety data developed by a State Department of Transportation in accordance with 23 U.S.C. 148.

Systematic: refers to an approach where an agency deploys countermeasures at all locations across 

a system.

Systemic safety improvement: means an improvement that is widely implemented based on high 

risk roadway features that are correlated with specific severe crash types.

Transfer: means, in accordance with provisions of 23 U.S.C. 126, a State may transfer from an 

apportionment under section 104(b) not to exceed 50 percent of the amount apportioned for the fiscal 

year to any other apportionment of the State under that section.