Nevada

Highway Safety Improvement Program

2015 Annual Report

Prepared by: NV
ii

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. 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.”
iii

Table of Contents

Disclaimer...................................................................................................................................................... ii

Executive Summary.......................................................................................................................................1

Introduction ..................................................................................................................................................2

Program Structure ........................................................................................................................................2

Program Administration ...........................................................................................................................2

Program Methodology..............................................................................................................................8

Progress in Implementing Projects.............................................................................................................30

Funds Programmed............................................................................................................................. 30

General Listing of Projects.................................................................................................................. 33

Progress in Achieving Safety Performance Targets....................................................................................35

Overview of General Safety Trends........................................................................................................35

Application of Special Rules....................................................................................................................49

Assessment of the Effectiveness of the Improvements (Program Evaluation) ..........................................51

SHSP Emphasis Areas..............................................................................................................................52

Groups of similar project types...............................................................................................................57

Systemic Treatments...............................................................................................................................62

Project Evaluation...................................................................................................................................68

Glossary.......................................................................................................................................................70
2015 Nevada Highway Safety Improvement Program

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Executive Summary

This annual Highway Safety Improvement Program (HSIP) report for 2015 summarizes the activities of 

the Nevada Department of Transportation’s HSIP as required by MAP-21. MAP-21 continued the HSIP as 

one of the main core programs under USC Title 23 subsections 148 and 130, and increased the HSIP 

allocations in the Federal Fiscal Years 2013, 2014 and 2015. Available program funds for the purpose of 

this report are considered to be those funds obligated during the 2015 federal fiscal year. The activities 

of the Nevada Department of Transportation (NDOT) are primarily designed to develop safety 

improvement projects for the following areas:

• Systemic roadway improvements

o Safety management plans

 High crash locations (intersections and roadway segments)

o Rural lane departure crash mitigation

o Rural intersection low cost safety improvements

o Urban intersection related crash mitigation

• Pedestrian related crash mitigation

• Tribal Low Cost Safety Improvements 

The crash data on all public roadways contained in this report is extracted from the Nevada Citation and 

Accident Tracking System (NCATS) and Brazos crash databases, and prepared for Safety Engineering’s 

analysis as a normalized view. After the crash data is downloaded from the NCATS and Brazos 

databases, it is processed through our geo-location software and is linearly referenced to the statewide 

street centerline data. The geo-location software tools automate the cleanup of location attributes and 

assign a spatial location to the crash data through a series of database procedures.

The HSIP program is administered by the NDOT Traffic Safety Engineering section, a centrally located 

component of the NDOT. The methods used by the Traffic Safety Engineering section to identify, select, 

implement, and evaluate safety improvement projects have been compiled in the NDOT’s “Safety 

Procedural Manual,” implemented in 1980, amended in 1990, and 2010. The draft of the current 

updated Safety Procedural Manual is in the process of being reviewed with the local FHWA program 

engineer and NDOT management.
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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 MAP-21 Reporting Guidance dated February 13, 2013 and consists 

of four sections: program structure, progress in implementing HSIP projects, 

progress in achieving safety performance targets, and assessment of the 

effectiveness of the improvements. 

Program Structure

Program Administration

How are Highway Safety Improvement Program funds allocated in a State? 

Central

District

Other

Describe how local roads are addressed as part of Highway Safety Improvement Program.

Under the systemic roadway improvements approach, NDOT Traffic Safety Engineering evaluates local 

roads for safety improvements such as Slope Flattening/Shoulder Widening, Flashing Yellow Arrows, and 

turn pockets with acceleration/deceleration lanes on rural highways. We are also starting a project that 

will identify and evaluate curves on local roads for mitigations such as chevrons, advanced signage, and 

high frictions surfaces.
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Identify which internal partners are involved with Highway Safety Improvement Program planning. 

Design

Planning

Maintenance

Operations

Governors Highway Safety Office

Other: Other-District Offices

Briefly describe coordination with internal partners. 

NDOT Traffic Safety Engineering coordinates with:

1. The NDOT Roadway Design team at many different levels to include, recommend or request the 

inclusion of safety improvements from strategies identified in the Strategic Highway Safety Program 

(SHSP), Road Safety Assessments (RSA), Safety Management Plans (SMPs) or locations identified as 

safety management areas:

• Preliminary Field Design Survey – at this level the traffic safety team recommends possible 

improvements to include into the project based on the review of field conditions.

 • Pre-design – at this level the traffic safety team evaluates the design concepts for the inclusion of 

safety improvements and recommends possible safety improvements to include into the project.

• Intermediate design – at this level the traffic safety team evaluates the preliminary design for the 

inclusion of safety improvements and recommends possible safety improvements to include into the 

project.

• Final design – at this level the traffic safety team evaluates the final design for the inclusion of safety 

improvements. 

Also, NDOT Traffic Safety Engineering coordinates with the Roadway Design team to educate them in 

the latest safety strategies and provides guidance regarding safety improvements and ideas. This 

includes the utilization of the strategies included in the SHSP, the HSM and the federal guidelines. 
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2. The NDOT Maintenance/Operations division during RSA’s, SMPs and miscellaneous field reviews. 

3. The NDOT Planning division at many different levels to, provide guidance regarding safety 

improvements in the development of projects and by recommending safety improvements for inclusion 

into projects that are in the early stage of development. Also, Traffic Safety Engineering coordinates 

with the Roadway Design Scoping section to initiate and recommend safety improvements into projects 

that are currently being evaluated. This coordination with the Scoping team also includes the 3R 

evaluation team when they complete their field reviews for upcoming projects. 

4. The NDOT Traffic Operations division when developing / implementing safety projects, which includes 

signal design, lighting design, operational analysis of roadway segments and intersections, and 

development and discussion of safety strategies, methodologies and guidelines.

5. The Governors Highway Safety Office (The Department of Public Safety - Office of Traffic Safety, 

OTS). Traffic Safety Engineering has been coordinating with the OTS since the inception of the SHSP and 

has funded many behavioral components of the OTS. Because of this long ongoing 

coordination between Traffic Safety Engineering and OTS, the safety messages continue to reach more 

and more road users in the state of Nevada which results in achieving our combined performance 

measures.

6. The NDOT District offices to gain knowledge of the locations that are of concern to the district to 

determine if they are being identified as potential safety project locations. 

Identify which external partners are involved with Highway Safety Improvement Program planning. 

Metropolitan Planning Organizations

Governors Highway Safety Office

Local Government Association

Other: Other-Emergency Medial Services

Other: Other-Tribal associations
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Identify any program administration practices used to implement the HSIP that have changed since 

the last reporting period.

Multi-disciplinary HSIP steering committee

Other: Other-No changed in our progam administration practices since 2014

Describe any other aspects of Highway Safety Improvement Program Administration on which you 

would like to elaborate.

Nevada Strategic Highway Safety Plan:

Early in 2014 the Nevada Executive Committee on Traffic Safety (NECTS) approved the inclusion of older 

and younger drivers, bicyclist, pedestrians and motorcycles as “vulnerable road users”. In the fall of 

2014, we elevated motorcycles to a Critical Emphasis Area.

The State participated in a FHWA peer to peer exchange with Idaho, Utah, California, Arizona and 

Maryland. This was held prior to and as a lead into our Safety Summit which was focused on updating 

our SHSP for 2016- 2020 time frame. The Safety Summit was held in Reno Nevada in March and we had 

around 250 participants. 

Recurring activities for the SHSP included semi-annual meetings of the Nevada Executive Committee on 

Traffic Safety (NECTS), and quarterly meetings for the SHSP Technical Working Group, five SHSP Critical 

Emphasis Area (CEA) teams, and the Data Team. Moving forward we will have the 6 CEA’s, 

Intersections, Impaired Driving, Occupant protection, Pedestrians, Lane departures and Motorcycle’s. 

Behavioral and Enforcement Efforts: Zero Fatalities Campaign and Coordination with the 

Office of Traffic Safety:

The state of Nevada’s Zero Fatalities public outreach campaign persisted in engaging motorists in 

Federal Fiscal Years 2014 and 2015 (FY14 and FY15) in an effort to save lives by promoting the six 
2015 Nevada Highway Safety Improvement Program

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fundamental driving safety tips updated in the state’s SHSP. The campaign is the result of a joint effort, 

leveraging and coordinating NDOT and Office of Traffic Safety (OTS) resources to assist in reaching the 

state’s goal by providing powerful, cohesive and instantly-recognizable traffic safety campaigns.

The NDOT Safety Engineering team has continued coordinated efforts with the Office of Traffic Safety 

(OTS). This partnership has been ongoing since the inception of the Strategic Highway Safety Plan 

(SHSP) wherein NDOT has funded behavioral components of OTS programs for several years now with 

funding from the Highway Safety Improvement Program.

For (FY14 and FY15), NDOT again collaborated with OTS to support both the paid media/outreach and 

the data-driven high visibility enforcement (HVE) components of the OTS traffic safety and public 

education programs. These efforts focused on seat belt safety, impaired driving prevention, distracted 

driving prevention, pedestrian safety, motorcycle safety, and teen drivers. Paid media is a large part of 

the OTS marketing strategy and is used in conjunction with safety initiatives synced with the state’s 

Joining Forces enforcement timing and the National enforcement and media calendars. Media 

campaigns unify public messaging and education by reinforcing the Zero Fatalities brand as a part of all 

programs.

Specifically, the 2014 high visibility enforcement and media campaign focusing on distracted driving, It 

Can Wait for 28, was highly successful. Twenty three of the state’s law enforcement agencies came 

together and collaborated during two separate events in FY14. In total, officers issued 13,343 citations. 

From those citations, 31 were DUI arrests; 3,388 for speeding; 2,672 for cell phone use; 266 for red 

light running and making contact (stops) with 10,101 drivers.

In 2015, the Zero Teen Fatalities Program also achieved unprecedented growth with over 2200 

millennials registering for in the program and spreading messages through social media about the 

consequences of unsafe driving behaviors. NDOT and OTS supported the program as it guided teens 

through three major competitions resulting in the distribution of more than $20,000 in prizes and 

awards donated by community partners and business supporting the Zero Fatalities doctrine.

Road Safety Assessments (RSA’s)

The RSA program is very active in Nevada and has been incorporated as a standard for all new 

projects. There were 12 RSAs performed from July 2014 to July 2015. The RSA program primarily 

focused for NDOT on 3R preservation projects, corridor studies, and Safety Management Plans; and 

projects/corridor studies for the City of Las Vegas, and the Washoe County and Southern Nevada 

Regional Transportation Commissions. The RSA program was also extended to the Nevada Indian 

Reservations and Colonies. RSAs were conducted for Duckwater Sho-Pai Tribes, Te-Moak Tribe of 

Western Shoshone (Battle Mountain Band Council, Elko band Council, South Fork Band council, and 

Wells Band Council), and Washoe Tribe of Nevada and California (Carson Colony Community Council, 

Dresslerville Community Council, Stewart Community Council, and Woodfords Community Council).
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Furthermore, RSA program included the use of Human Factors Guidelines (NCHRP 600) and the road 

safety performance evaluation by Highway Safety Manual. In July 2015, the FHWA Resource Center 

through the Nevada Local Technical Assistance Program (LTAP) held a two day class on Roadway RSAs in 

Reno and Las Vegas, Nevada with 29 and 22 participants respectively. 

Systemic improvements:

Shoulder widening & slope flattening on rural two lane highways, median cable barrier rail installations, 

centerline rumble stripes, flashing yellow arrow installations.

Safety Management Plans: a safety focused corridor study

Three SMP locations were chosen along corridors with high crash locations. These SMP’s will evaluate 

the needs of all modes of transportation and make recommendations for future projects.

• Craig Rd in North Las Vegas (Decatur to 5th)

• Eastern Ave/Civic Center in Las Vegas (Cope to US 95)

• Second St and Arlington Ave in Reno (Keystone to I580 and Court to 6th)

Safety Engineering Design Services (SEDs):

The SEDs may be used to design safety improvements identified in RSAs and SMPs.

Other miscellaneous projects & activities: 

NDOT Traffic Safety Engineering is participating in the funding of two wildlife animal crossings at Pequop 

Summit over Interstate 80. We have also updated NDOT rumble stripe standards to include quiet 

rumbles and bike rumbles. A guideline for evaluating uncontrolled crosswalks was developed along with 

a system for prioritizing pedestrian safety improvements at various locations throughout the state. 

As a result of the four Road Safety Assessments (RSA’s) conducted on Tribal lands, NDOT Traffic Safety 

Engineering is currently preparing the first “Low Cost Safety Improvements” project with the Te-Moak 

Tribe of western Nevada. We plan to continue this effort with the other Tribes that have completed 

RSA’s.

Highway Safety Manual Implementation: 

The NDOT Safety Engineering section has been continuing their strategic deployment of the 

HSM. During fiscal year 2015, the following is a summary of the main accomplishments:

• Participated in the NCHRP Project 17-50 Lead States Initiative for Implementing the HSM 

as a Support State and continue with that effort.
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• Established an agreement with the University of Nevada Reno Center for Advanced 

Transportation Education and Research to support HSM Implementation in 

Nevada. Tasks include Predictive Method Safety Performance Function (SPF) calibration 

and independent SPF development, HSM before and after procedures and HSM 

application case studies. (ongoing from 2013). 

Program Methodology

Select the programs that are administered under the HSIP. 

Median Barrier Intersection Safe Corridor

Horizontal Curve Bicycle Safety Rural State Highways

Skid Hazard Crash Data Red Light Running Prevention

Roadway Departure Low-Cost Spot Improvements Sign Replacement And 

Improvement

Local Safety Pedestrian Safety Right Angle Crash

Left Turn Crash Shoulder Improvement Segments

Other: 

Program: Intersection

Date of Program Methodology: 3/9/1997

 

What data types were used in the program methodology? 

Crashes Exposure Roadway
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All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes
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No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other 

Other-Priority Ranking

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).

Relative Weight in Scoring

Rank of Priority Consideration

Ranking based on B/C 1

Available funding 2

Incremental B/C

Ranking based on net benefit

Other 

combining with other projects 

with our traffic safety partners
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Program: Rural State Highways

Date of Program Methodology: 10/22/2012

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments
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Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other 

Other-Priority Ranking

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).

Relative Weight in Scoring

Rank of Priority Consideration

Ranking based on B/C 1

Available funding 2
2015 Nevada Highway Safety Improvement Program

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Incremental B/C

Ranking based on net benefit

Other 

Combining with other projects 

being done by our traffic safety 

partners

3

Program: Crash Data

Date of Program Methodology: 3/9/1997

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other-Crash Data Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment
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Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-we use the crash data in highway safety improvement project advancements

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).
2015 Nevada Highway Safety Improvement Program

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Relative Weight in Scoring

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Other 

we use the crash data to 

prioritze projects for 

implementation

Program: Pedestrian Safety

Date of Program Methodology: 3/15/2015

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 
2015 Nevada Highway Safety Improvement Program

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What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process
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selection committee

Other-Priority Ranking

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).

Relative Weight in Scoring

Rank of Priority Consideration

Ranking based on B/C 1

Available funding 2

Incremental B/C

Ranking based on net benefit

Other 

Combining with other projects 

being done by our traffic safety 

partners

3

Program: Segments

Date of Program Methodology: 9/15/2015

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width
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Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No
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If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-Priority Ranking

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).

Relative Weight in Scoring

Rank of Priority Consideration

Ranking based on B/C 1

Available funding 2

Incremental B/C

Ranking based on net benefit

Other 

Combining with other projects 

being done by our traffic safety 

partners

3
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What proportion of highway safety improvement program funds address systemic improvements? 

80

Highway safety improvement program funds are used to address which of the following systemic 

improvements?

Cable Median Barriers Rumble Strips

Traffic Control Device Rehabilitation Pavement/Shoulder Widening

Install/Improve Signing Install/Improve Pavement Marking and/or 

Delineation

Upgrade Guard Rails Clear Zone Improvements

Safety Edge Install/Improve Lighting

Add/Upgrade/Modify/Remove Traffic Signal Other Other-Safety Management Plans

What process is used to identify potential countermeasures? 

Engineering Study

Road Safety Assessment

Other: Other-Crash Data Evaluation

Other: Other-Safety Management Plans
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Identify any program methodology practices used to implement the HSIP that have changed since the 

last reporting period.

Highway Safety Manual

Road Safety audits

Systemic Approach

Other: Other-None

Describe any other aspects of the Highway Safety Improvement Program methodology on which you 

would like to elaborate. 

Nevada Strategic Highway Safety Plan:

During FFY 15, five key activities were conducted for the implementation of the Nevada Strategic 

Highway Safety Plan (SHSP). These included:

• adding the Motorcycle Critical Emphasis Area (CEA) as the sixth CEA;

• hosting a FHWA Peer to Peer exchange on SHSP Best Practices;

• hosting the Nevada Traffic Safety Summit in Reno, Nevada in March 2015;

• participating in the Nevada Tribal Transportation Safety Summit in May 2015;

• initiating the "It Can Wait for 28 Challenge" focused on breaking the distracted-driving habit.

Brief descriptions of these five key activities are provided below. Recurring activities for the 

SHSP included semi-annual meetings of the Nevada Executive Committee on Traffic Safety 

(NECTS), quarterly meetings for the SHSP Technical Working Group, and meetings for the six 

SHSP CEAs Teams that met either quarterly or every other month. The Data Team and Strategic 

Communications Alliance (SCA) are focusing on coordinating and disseminating materials among 

SHSP partners. 

Adding the Motorcycle Critical Emphasis Areas (CEA) as the sixth CEA:
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The Nevada SHSP members and NECTS agreed that the number and percentage of fatalities and 

serious injuries involving motorcyclists in Nevada has grown significantly over the last few years 

to a point where a CEA focused on motorcycles was necessary. An addendum to the 2011 to 

2015 Nevada SHSP finalized in the fall of 2014 documents that a sixth CEA has been added to 

focus on Motorcycles. The Motorcycle CEA kicked off at the end of October 2014 and met every 

other month starting in January 2015. The CEA team meetings were typically attended by 10 to 

15 people representing the 4 Es of engineering as well as motorcycle advocates, vendors and 

safety training instructors. The team has developed the following four proposed strategies:

1. Increase targeted enforcement and public education programs (specifically speeding 

and impaired riding and yielding to motorcycles).

2. Increase the percentage of motorcyclists that are licensed and trained.

3. Improve motorcycle-friendly roadway design, traffic control, construction, and 

maintenance policies and practices.

4. Increase crash survivability through increasing the use of appropriate protective gear and 

improved emergency response.

Hosting a FHWA Peer to Peer Exchange on SHSP Best Practices:

NDOT hosted a peer exchange March 4 and 5, 2015, in Carson City, Nevada, with support from the 

FHWA Office of Safety. Representatives from FHWA, NDOT, the Arizona Department of Transportation 

(ADOT), the Utah Department of Transportation (UDOT), the California Department of Transportation 

(Caltrans), the Idaho Transportation Department (ITD), the Maryland Department of Transportation 

(MDOT), the Nevada Department of Public Safety’s Office of Traffic Safety (DPS/OTS) and Nevada 

Highway Patrol (DPS/NHP) attended the event. 

This event focused on providing NDOT with noteworthy practices from other States to incorporate into 

their 2016-2020 SHSP update, as well as to provide Nevada an opportunity to share their SHSP successes 

and challenges. This peer exchange centered on presentations, question and answer sessions, and 

facilitated discussions. Peers discussed a variety of SHSP-related topics, including 

• emphasis area strategy selection;

• addressing performance measures;

• local and regional SHSP implementation;

• Tribal outreach;

• communication and collaboration; and

• Safety culture and SHSP integration.

Hosting the Nevada Traffic Safety Summit in Reno in March 2015:
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The Nevada Safety Summit was held on March 24-25, 2015 at the Peppermill Resort in Reno, 

Nevada. The purpose of the Summit was to gather safety partners together to develop strategies and 

action steps to use as the foundation for the 2016-2020 Nevada Strategic Highway Safety Plan (SHSP) 

Update. Approximately 240 attendees participated in the two-day Summit, representing all 4 “E’s” of 

transportation safety: Engineering, Enforcement, Education, and Emergency Services. Attendees were 

divided into breakout sessions for each Critical Emphasis Area (CEA):

• Impaired Driving;

• Intersections;

• Lane Departures;

• Motorcycles;

• Occupant Protection; and 

• Pedestrians.

There were two breakout sessions for each CEA. The first breakout, Session 1 included a review of 

statewide crash data and the top issues related to traffic safety, and small group discussion on data 

needs. Electronic polling devices were used so that each individual attending the summit was able to 

contribute in the ranking of critical issues. The Session 2 breakout focused on small group discussions 

identifying the top strategies and related action steps.

Results from the breakout sessions are being used as a base in the development of the 2016-2020 SHSP 

Update. The strategies listed are in the basic format from national resources that were used at the 

Summit, however the specific wording will be customized for Nevada in coordination with each CEA 

team. Presentations, handouts, and results of the Nevada Safety Summit are available at 

www.safetysummitnv.com.

Participating in the Nevada Tribal Transportation Safety Summit in May 2015

There are 27 federally recognized tribal communities in Nevada. Nevada has been reaching out to tribal 

communities within Nevada regarding transportation safety. Nevada has provided Road Safety 

Assessments and Low Cost Safety Improvement Projects to tribes that have expressed interest. The 

2015 Nevada Tribal Transportation Safety held in May 2015 was hosted by the National Indian Justice 

Center and was a great opportunity to meet with additional tribal members and to present at the 

conference on the successful projects within Nevada that NDOT has completed with tribal 

communities. The summit was attended by approximately 35 people and 15 different tribes or 

agencies. The summit included presentations and discussion on the following topics:

• Developing Tribal Transportation Safety Programs;

• Gathering and Analyzing Data;
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• Transportation Safety Planning;

• Building Safety Measures Into Transportation;

• Conducting Tribal Road Safety Assessments; and

• Safety Circuit Rider.

Initiating an “It Can Wait for 28 Challenge" Focused on Breaking the Distracted-Driving Habit:

There are more than 3,500 distraction-related crashes in Nevada every year and the “It Can Wait for 28 

Challenge" was developed to drastically reduce that number. The challenge is designed to divert 

violators of Nevada’s “hands free” law into an educational program and ultimately gain voluntary 

compliance. Motorists cited for a distracted-driving violation are notified of the program by the officer 

and must register within 24 hours of receiving their citation. Violators that complete the 28 day 

challenge will have their distracted-driving citation dismissed and be eligible to win prizes. The primary 

purpose of the “It Can Wait for 28 Challenge” is to bring increased awareness to the problem of 

distracted driving and to help the public learn to break dangerous distracted driving habits. The name of 

the program reflects on the commonly held perception that it takes 28 days to overcome a bad 

habit. The initial pilot deployment of the program in 2015 was very successful. 

Zero Fatalities Traffic Safety Campaign:

NDOT and OTS have greatly strengthened their efforts in coordinating the Zero Fatalities program this 

year and worked together to appoint a new Media & Marketing Liaison, who acts as the single point of 

contact for all media and campaign agencies. This role has helped to increase communication between 

NDOT and OTS, to decrease duplication and optimize the traffic safety education efforts across the 

state.

Elements

This year, the Zero Fatalities traffic safety campaigns focused on the following areas

• Pedestrian safety

• Motorcycle safety

• Distracted driving

• Impaired driving

• Occupant protection

• Intersection safety

• Bicycle safety

• Drowsy driving

• Aggressive driving

• Teen driving
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The brand promoted these messages across the following channels:

• TV / Video (traditional broadcast, cinema and online outlets such as Hulu and YouTube)

• Radio (traditional broadcast and online outlets such as Pandora)

• Outdoor (billboards, posters, gas pump ads and transit signage)

• Digital (online banners, homepage takeover ads)

• Social (Facebook, Twitter and Instagram)

• Sports sponsorships (signage at UNLV and UNR sports events and Las Vegas 51s and Reno Aces 

baseball games)

• Outreach (community and safety events)

• Public relations (media interviews and press releases)

Updates & Results

Zero Fatalities greatly increased its online presence this year, running more online videos, radio, 

banners and promoted posts than ever before. The website (zerofatalitiesnv.com) was also updated this 

year to include responsive capabilities – meaning that mobile and tablet users now experience the same 

optimized site functionality as they do on desktop. However, the most significant increase the brand 

has seen this year is in social media. This platform has proved to be extremely resourceful in traffic 

safety education; not only can we create more awareness of our key traffic issues, we can also engage 

directly with the community and hold a two-way conversation. With this priority to increase 

engagement and listening to our social community, the Zero Fatalities Facebook page achieved nearly 

16,700 page likes by the end of August 2015, a 67% increase from the same time last year.

With the addition of Motorcycle Safety to the critical emphasis areas, there has also been an increase in 

Zero Fatalities Motorcycle Safety awareness communication in conjunction with the Nevada Rider 

Motorcycle Safety Program. From October 2014 – August 2015, the Zero Fatalities campaigns have 

garnered over 20 million impressions encouraging Nevada riders to ride sober, wear a helmet and 

protective gear, slow down and get trained and licensed.

NDOT and OTS have continued to coordinate with local community organizations to further expand the 

Zero Fatalities grassroots messaging and outreach efforts. At Las Vegas’s First Friday Event alone, Zero 

Fatalities coordinated with the Clark County School District Police Department, Las Vegas Metropolitan 

Police Department, Community Ambulance, and Regional Transportation Commission (RTC) of southern 

Nevada to reach more than 10,000 people with bike and pedestrian safety messages.
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Other partner agencies, such as the Department of Motor Vehicles (DMV), Nevada Highway Patrol 

(NHP), Commercial Enforcement Section, Washoe RTC, the City of Reno and many others have 

continued to support the Zero Fatalities program through media efforts and community outreach 

efforts.

Zero Fatalities also initiated a program called Certified Zero, a sub-program of Zero Fatalities that trains 

and certifies key stakeholders, businesses and government agencies on the Zero Fatalities program and 

traffic safety goals. This year, Zero Fatalities has presented the Certified Zero presentation 5 times and 

has certified 140 people.

Overall, from August 2014 – August 2015, Zero Fatalities-branded campaigns delivered more than 282 

million impressions. The most recent Zero Fatalities public opinion survey (September 2014) shows that 

60% of Nevadans have heard of the program (up from 50% in 2013) and 77% of those polled said the 

Zero Fatalities campaigns had influenced them to focus on the road and to stop driving distracted.

Coordination with the Nevada DPS - OTS:

DPS-OTS and the Nevada’s Zero Fatalities Program have continued their combined public outreach 

campaign optimizing their resources and persisted in engaging motorists in an effort to save lives by 

promoting the now, six fundamental driving safety tips updated in the state’s SHSP. The campaign is the 

result of a joint effort, leveraging and coordinating NDOT and OTS resources to assist in reaching the 

state’s goal by providing powerful, cohesive and instantly-recognizable traffic safety campaigns.

The NDOT Safety Engineering team has continued the coordinated efforts with OTS. This partnership 

has been ongoing since the inception of the SHSP wherein NDOT has funded behavioral components of 

OTS programs for several years now with funding from the HSIP.

For FFY 15, NDOT again collaborated with OTS to support both the paid media/outreach and the datadriven high visibility enforcement (HVE) components of the OTS traffic safety and public education 

programs. These efforts focused on seat belt safety, impaired driving prevention, distracted driving 

prevention, pedestrian safety, motorcycle safety, and teen drivers. Paid media is a large part of the OTS 

campaign strategy and is used in conjunction with safety initiatives synced with the state’s Joining 

Forces enforcement timing and the National enforcement and media calendars. Media campaigns unify 

public messaging and education by reinforcing the Zero Fatalities brand as a part of all programs.

Specifically, the high visibility enforcement and media campaign focusing on distracted driving, “It Can 

Wait for 28”, was highly successful. Twenty three of the state’s law enforcement agencies came 

together and collaborated during two separate events. In total, officers issued 13,343 citations. From 

those citations, 31 were DUI arrests; 3,388 for speeding; 2,672 for cell phone use; 266 for red light 

running and making contact (stops) with 10,101 drivers.
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In FY15, the Zero teen Fatalities Program also achieved unprecedented growth with over 2200 

millennials registering for in the program and spreading messages through social media about the 

consequences of unsafe driving behaviors. NDOT and OTS supported the program as it guided teens 

through three major competitions resulting in the distribution of more than $20,000 in prizes and 

awards donated by community partners and business supporting the Zero Fatalities doctrine.

Road Safety Assessments (RSA’s)

The RSA program is very active in Nevada and has been incorporated as a standard for all new 

projects. There were 12 RSAs performed from July 2014 to July 2015. The RSA program primarily 

focused for NDOT on 3R preservation projects, corridor studies, and Safety Management Plan; and 

projects/corridor studies for the City of Las Vegas, and Washoe and Southern Nevada Regional 

Transportation Commission. The RSA is continuing and extended the program to the Nevada Indian 

Reservations and Colonies. For FFY 15, RSAs were conducted for Yerington Piute Tribe, Washoe Tribe of 

Nevada and California (Carson Colony Community Council, Dresslerville Community Council, Stewart 

Community Council, and Woodfords Community Council).

Furthermore, RSA program included in the procedure the use of Human Factors Guidelines (NCHRP 600) 

and the road safety performance evaluation by Highway Safety Manual. In July 2015, the FHWA 

Resource Center through the Nevada Local Technical Assistance Program (LTAP) held a two day class on 

Roadway RSA in Reno and Las Vegas, Nevada with 29 and 22 participants respectively.

Systemic improvements:

Shoulder widening & slope flattening with passing lanes on rural two lane highways, median cable 

barrier rail installations, centerline rumble stripes, flashing yellow arrow installations.

Safety Management Plans: a safety focused corridor study

Three SMP locations were chosen along corridors with high crash locations. These SMP’s will evaluate 

the needs of all modes of transportation and make recommendations for future projects.

• Craig Rd in North Las Vegas (Decatur to 5th)

• Eastern Ave/Civic Center in Las Vegas (Cope to US 95)

• Second St and Arlington Ave in Reno (Keystone to I580 and Court to 6th)

Safety Engineering Design Services (SEDs):
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The SEDs may be used to design safety improvements identified in RSAs and SMPs.

Other miscellaneous projects & activities: 

Traffic Safety Engineering has participated in funding two wildlife animal crossing at Pequop Summit 

over Interstate 80. We have also updating NDOT rumble stripe standards to include quiet rumbles and 

bike rumbles. A guideline for evaluating uncontrolled crosswalks was developed along with a system for 

prioritizing pedestrian safety improvements at various locations throughout the state. 

As a result of the four Road Safety Assessments (RSA’s) conducted on Tribal lands and Traffic Safety 

Engineering is currently preparing the first “Low Cost Safety Improvements” project with the Te-Moak 

Tribe of western Nevada. We plan to continue this effort with the other Tribes that have completed 

RSA’s.

Highway Safety Manual Implementation: 

NDOT has been continuing their strategic deployment of the Highway Safety Manual (HSM). During 

fiscal year 2015, the following are the main accomplishments:

• Participated in the FHWA Pooled Fund Study on HSM Implementation and will be attending the 

HSM Peer Exchange in September 2015.

• Used the University of Nevada Reno Center for Advanced Transportation Education and 

Research to support HSM Implementation in Nevada. Tasks include Horizontal Curve Analysis, 

Safety Analyst Database Research, Urban High Crash Corridor Criteria, Wildlife Highway Crossing 

Monitoring, and a Safety Performance Function Data Work Plan as well as coordinated with UNR 

on their Strategic Highway Research Program (SHRP) 2 Pedestrian Safety Research.

• Hosted numerous HSM Implementation meetings with individual implementers from NDOT 

Scoping Division, NDOT Roadway Design and NDOT Safety Engineering to review design 

alternatives there are working on and assisting with application of the HSM.

• Prepared website materials for applying the Highway Safety Manual in Nevada.

• Scheduling HSM Practitioners and IHSDM training for Fall 2015.

Involvement in FHWA Pooled Fund Studies on HSM Implementation and Low Cost Safety 

Countermeasures:

Nevada participated in two FHWA-sponsored Pooled Fund Studies (PFS) during fiscal year 2015. One 

PFS focused on HSM implementation and the other on low cost safety countermeasures. The purpose of 

these PFSs is to have coordination among multiple states on best practices and lessons learned on 
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applying effective engineering safety countermeasures. NDOT is attending a Peer Exchange on HSM 

Implementation as part of the HSM PFS in September 2015 that covers the following topics:

• National Efforts;

• Data: Innovative Approaches for Obtaining and Managing Data for the HSM;

• HSM Case Studies: Programming Planning and Network Screening;

• Policy, Guidance, Training: Building Blocks of Institutionalization;

• Increasing HSM Implementation—Communicating to the Various Users; and

• Calibration and SPF Development.
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Progress in Implementing Projects

Funds Programmed

Reporting period for Highway Safety Improvement Program funding.

Calendar Year

State Fiscal Year

Federal Fiscal Year

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

Funding Category Programmed* Obligated

HSIP (Section 148) 20139693 95 % 23767629 95 %

HRRRP (SAFETEA-LU)

HRRR Special Rule

Penalty Transfer -

Section 154

Penalty Transfer –

Section 164

Incentive Grants - 

Section 163

Incentive Grants 

(Section 406)

Other Federal-aid 

Funds (i.e. STP, NHPP)

State and Local Funds 1006984.65 5 % 1188381.45 5 %
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Totals 21146677.65 100% 24956010.45 100%

How much funding is programmed to local (non-state owned and maintained) safety projects? 

$0.00

How much funding is obligated to local safety projects?

$0.00

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

$5,146,150.00

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

$5,146,150.00

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

period?

$2,755,427.00
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How much funding was transferred out of the HSIP to other core program areas during the reporting 

period? 

$0.00

Discuss impediments to obligating Highway Safety Improvement Program funds and plans to 

overcome this in the future.

There were no local projects obligated in FY 2015. The projects were programmed in FY15 but funded in 

FY14.

Describe any other aspects of the general Highway Safety Improvement Program implementation 

progress on which you would like to elaborate.

Nevada Department of Transportation, Traffic Safety Engineering will continue to implement the HSIP as 

described in MAP-21 or until a new transportation bill is approved.
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General Listing of Projects

List each highway safety improvement project obligated during the reporting period. 

Project Improvement 

Category 

Output HSIP 

Cost

Total 

Cost

Funding 

Categor

y

Functional 

Classificatio

n

AAD

T

Spee

d

Roadway 

Ownershi

p

Relationship to SHSP

Emphasis 

Area

Strategy

US 95 

Shoulder 

Widening 

and Slope 

flattening

Shoulder 

treatments 

Widen 

shoulder -

paved or 

other

44.2 

Miles

585047

9

6158399 HSIP 

(Section 

148)

Rural 

Principal 

Arterial -

Other

2300 70 State 

Highway 

Agency

Lane 

Departure

Lessen 

Crash 

severity in 

the event 

of a lane 

departure

US 95 

Shoulder 

Widening 

and Slope 

flattening

Shoulder 

treatments 

Widen 

shoulder -

paved or 

other

29 Miles 997100

5

1137579

6

HSIP 

(Section 

148)

Rural 

Principal 

Arterial -

Other

850 70 State 

Highway 

Agency

Lane 

Departure

Lessen 

Crash 

severity in

the event 

of a lane 

departure

SR 160, 

Pahrump 

Valley Rd 

(Modify 

Cable 

Barrier Rail 

and median 

crossovers)

Roadside 

Barrier - cable

10 

Number

s

800000 876937 HSIP 

(Section 

148)

Rural 

Principal 

Arterial -

Other

7800 70 State 

Highway 

Agency

Emergenc

y 

Response

Increase 

time for 

emergenc

y 

responder

s
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Pequop 

Animal 

Crossing

Animalrelated 6.5 

Miles

200000

0

1365846

1

HSIP 

(Section 

148)

Rural 

Principal 

Arterial -

Interstate

5400 75 State 

Highway 

Agency

Wildlife 

Crossing

reduce 

the 

conflict 

with 

wildlife on 

interstate

Safety 

Managemen

t Plan

Noninfrastructure 

Transportatio

n safety 

planning

0 364610

0

3838000 HSIP 

(Section 

148)

0 0 all Critical 

Emphases 

Areas

Reduce 

fatalities 

and 

serious 

injuries on 

high crash 

location 

roadway 

segments

OTS -

Behavioral

Noninfrastructure 

Educational 

efforts

0 150005

0

1579000 HSIP 

(Section 

148)

0 0 Education Reduce 

fatalities 

and 

serious 

injuries 

through 

education
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Progress in Achieving Safety Performance Targets

Overview of General Safety Trends

Present data showing the general highway safety trends in the state for the past five years. 

Performance Measures* 2010 2011 2012 2013 2014

Number of fatalities 326 289 266 255 264

Number of serious injuries 1692 1534 1384 1288 1223

Fatality rate (per HMVMT) 1.5 1.33 1.22 1.13 1.15

Serious injury rate (per 

HMVMT)

7.86 7.2 6.56 6.09 5.99

*Performance measure data is presented using a five-year rolling average.
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To the maximum extent possible, present performance measure* data by functional classification and ownership. 

Year - 2014

Function 

Classification

Number of fatalities Number of serious injuries Fatality rate (per HMVMT) Serious injury rate (per HMVMT)

RURAL PRINCIPAL 

ARTERIAL - INTERSTATE

21.6 38.2 1.11 1.95

RURAL PRINCIPAL 

ARTERIAL - OTHER 

FREEWAYS AND 

EXPRESSWAYS

0 0 0 0

RURAL PRINCIPAL 

ARTERIAL - OTHER

30.4 52.6 2.01 3.48

RURAL MINOR 

ARTERIAL

9.2 26.4 2.1 5.99

RURAL MINOR 

COLLECTOR

1.4 2.4 0.49 1.32

RURAL MAJOR 

COLLECTOR

11.2 25.6 2.65 6.23

RURAL LOCAL ROAD OR 

STREET

3 7.6 0.53 1.5

URBAN PRINCIPAL 12.6 57 0.35 1.61
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ARTERIAL - INTERSTATE

URBAN PRINCIPAL 

ARTERIAL - OTHER 

FREEWAYS AND 

EXPRESSWAYS

6.8 20 0.43 1.2

URBAN PRINCIPAL 

ARTERIAL - OTHER

40.6 261.4 1.43 9.23

URBAN MINOR 

ARTERIAL

51.8 437 1.18 9.96

URBAN MINOR 

COLLECTOR

13.4 136.2 0.75 7.82

URBAN MAJOR 

COLLECTOR

0 0 0 0

URBAN LOCAL ROAD 

OR STREET

25 114 0.95 4.08
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Year - 2010

Roadway Ownership Number of 

fatalities

Number of serious 

injuries

Fatality rate (per 

HMVMT)

Serious injury rate (per 

HMVMT)

STATE HIGHWAY AGENCY 0 0 0 0

COUNTY HIGHWAY AGENCY 0 0 0 0

TOWN OR TOWNSHIP HIGHWAY AGENCY 0 0 0 0

CITY OF MUNICIPAL HIGHWAY AGENCY 0 0 0 0

STATE PARK, FOREST, OR RESERVATION AGENCY 0 0 0 0

LOCAL PARK, FOREST OR RESERVATION AGENCY 0 0 0 0

OTHER STATE AGENCY 0 0 0 0

OTHER LOCAL AGENCY 0 0 0 0

PRIVATE (OTHER THAN RAILROAD) 0 0 0 0

RAILROAD 0 0 0 0

STATE TOLL AUTHORITY 0 0 0 0

LOCAL TOLL AUTHORITY 0 0 0 0

OTHER PUBLIC INSTRUMENTALITY (E.G. AIRPORT, 

SCHOOL, UNIVERSITY)

0 0 0 0

INDIAN TRIBE NATION 0 0 0 0
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Describe any other aspects of the general highway safety trends on which you would like to elaborate.

Nevada is showing positive trends in three of their five Critical Emphasis Area's: Occupant Protection, 

Lane Departures, and Intersections. The Fact Sheets on the Strategic Highway Safety Plan outlines these 

trends and states the critical strategies identified to continue these trends towards 

zero. http://www.zerofatalitiesnv.com/safety-plan-what-is-the-shsp/safety-plan-fact-sheets/

Application of Special Rules

Present the rate of traffic fatalities and serious injuries per capita for drivers and pedestrians over the 

age of 65. 

Older Driver

Performance Measures

2009 2010 2011 2012 2013

Fatality rate (per 

capita)

0.01 0.008 0.008 0.008 0.006

Serious injury rate 

(per capita)

0.036 0.03 0.028 0.022 0.016

Fatality and serious 

injury rate (per capita)

0.046 0.04 0.036 0.026 0.02

*Performance measure data is presented using a five-year rolling average.

Each year's fatalities and serious injuries were divided by the number of people 65 Years of age and 

older figures for each of the respective years, from Nevada Estimates from 2000 to 2012 and 

Projections from 2013 to 2032 released October 2013.

Those are the values we entered in the spreadsheet above. Then the system calculated the 5-yr rolling 

averages automatically. 
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Does the older driver special rule apply to your state? 

No
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Assessment of the Effectiveness of the Improvements (Program 

Evaluation)

What indicators of success can you use to demonstrate effectiveness and success in the Highway 

Safety Improvement Program?

None

Benefit/cost

Policy change

Other: Other-Decrease in the Fatal and Serious injury crashes over the last several years.

What significant programmatic changes have occurred since the last reporting period? 

Shift Focus to Fatalities and Serious Injuries

Include Local Roads in Highway Safety Improvement Program

Organizational Changes

None

Other: 

Briefly describe significant program changes that have occurred since the last reporting period. 

None
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SHSP Emphasis Areas

For each SHSP emphasis area that relates to the HSIP, present trends in emphasis area performance measures. 

Year - 2014

HSIP-related SHSP 

Emphasis Areas

Target 

Crash Type

Number of 

fatalities

Number of 

serious injuries

Fatality rate 

(per HMVMT)

Serious injury rate 

(per HMVMT)

Other1Other2Other3

Lane Departure All 109 338 0.48 1.48 0 0 0

Intersections All 69 517 0.3 2.26 0 0 0

Pedestrians All 57 135 0.24 0.59 0 0 0

Motorcyclists All 47 196 0.21 0.85 0 0 0

Impaired Driving All 75 147 0.33 0.64 0 0 0

Seat Belts All 62 174 0.27 0.76 0 0 0
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Groups of similar project types

Present the overall effectiveness of groups of similar types of projects.

Year - 2014

HSIP Subprogram Types

Target 

Crash Type

Number of 

fatalities

Number of 

serious injuries

Fatality rate (per 

HMVMT)

Serious injury rate 

(per HMVMT)

Other1Other2Other3

Rural State 

Highways

Run-offroad

77 153 1.85 4.07 0 0 0

Segments All 264 1234 1.21 5.87 0 0 0

Pedestrian Safety All 57 136 0.24 0.59 0 0 0

Crash Data All 264 1234 1.21 5.87 0 0 0

Intersection All 69 520 0.3 2.28 0 0 0
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Systemic Treatments

Present the overall effectiveness of systemic treatments.

Year - 2014

Systemic improvement Target 

Crash 

Type

Number of 

fatalities

Number of 

serious 

injuries

Fatality rate 

(per HMVMT)

Serious injury 

rate (per 

HMVMT)

Other1Other2Other3

Pavement/Shoulder Widening Run-offroad118 349 0.52 1.52 0 0 0

Add/Upgrade/Modify/Remove 

Traffic Signal

Left-turn 18 223 0.08 0.97 0 0 0
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Describe any other aspects of the overall Highway Safety Improvement Program effectiveness on 

which you would like to elaborate. 

As we continue to implement systemic projects, we will report on the effectivness when the required 

amount of crash data is available.
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Project Evaluation

Provide project evaluation data for completed projects (optional). 

Location Functional 

Class

Improvement 

Category

Improvement 

Type

BefFatalBefSerious 

Injury

Bef-All 

Injuries

BefPDOBefTotalAftFatalAftSerious 

Injury

Aft-All 

Injuries

AftPDOAftTotalEvaluation 

Results 

(Benefit/ 

Cost 

Ratio)

SR 227 at 

Spring 

Creek Pkwy 

and Licht 

Pkwy, Elko 

County

Rural Minor 

Arterial

Intersection 

geometry

Intersection 

geometry -

other

1 0 9 13 23 0 0 1 7 8 3.09

SR 160, 

Slope 

Flattening 

and 

Install 

Cable 

Barrier 

Rail, CL 

21.5 - NY 

1.5

Rural 

Principal 

Arterial -

Other

Roadside Barrier - cable 5 11 47 103 166 2 9 47 75 133 41.23
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Optional Attachments

Sections Files Attached
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Glossary

5 year rolling average means the average of five individual, 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. 

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.