NEBRASKA 

HIGHWAY SAFETY 

IMPROVEMENT PROGRAM 

2021 ANNUAL REPORT 

U.S. Department ofTransportation 

Federal Highway Administration 

Photo source: Federal Highway Administration 

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2021 Nebraska Highway Safety Improvement Program

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Table of Contents

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

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

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

Introduction ........................................................................................................................................... 5

Program Structure................................................................................................................................. 5

Program Administration..................................................................................................................... 5

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

Project Implementation .......................................................................................................................12

Funds Programmed.........................................................................................................................12

General Listing of Projects ..............................................................................................................14

Safety Performance ............................................................................................................................16

General Highway Safety Trends......................................................................................................16

Safety Performance Targets............................................................................................................22

Applicability of Special Rules...........................................................................................................23

Evaluation ...........................................................................................................................................25

Program Effectiveness ....................................................................................................................25

Effectiveness of Groupings or Similar Types of Improvements .......................................................25

Project Effectiveness.......................................................................................................................29

Compliance Assessment ....................................................................................................................30

Optional Attachments..........................................................................................................................33

Glossary..............................................................................................................................................34
2021 Nebraska Highway Safety Improvement Program

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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.”
2021 Nebraska Highway Safety Improvement Program

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Executive Summary

State FY 2021 (July 1, 2020 - June 30, 2021) was a successful year for the Nebraska HSIP Program. Approx. 

$5 million was obligated for thirty-six projects. Four major new projects were let for bids of over $3.9 million in 

total. In addition, over $0.4 million was obligated for Preliminary Engineering, Right-Of-Way, and Utilities on 

four projects that will be constructed in the future. Completed HSIP projects were shown to be somewhat 

effective, with five evaluations resulting in an overall Benefit-Cost Ratio of 2.4. Statewide fatalities and serious 

injuries decreased from 2019 to 2020, through the fatality rate and serious injury rate increased due to reduced 

vehicle miles traveled statewide. A continuing bright spot is the reduction in serious injuries. Since 2011, 

serious injuries have decreased by 27% and the serious injury rate has decreased by over 28%.
2021 Nebraska Highway Safety Improvement Program

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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 HSIP in Nebraska is administered by the NDOT under the direction of the State Highway Safety Engineer. 

The NDOT maintains three separate committees that are responsible for identifying projects that qualify for 

HSIP funding. The long-standing Highway Safety Committee is made up of members from several NDOT 

Divisions, local governments, and the FHWA Division Safety Engineer. They review crash studies in an 

attempt to find countermeasures for a location, both at sites identified by NDOT's High Crash Locations 

computer program and those requested by others. When they find a potential project, a benefit/cost study is 

prepared by Traffic Engineering's Highway Safety Section. Local governments or their consultants also present 

potential projects to the Committee. If the B/C ratio shows significant benefit, the Committee may vote to 

advance the proposal as an HSIP project.

The Strategic Safety Infrastructure Team was created by the NDOT when HSIP funding was significantly 

raised by Congress. It is made up of several NDOT division heads and a District Engineer. Higher cost projects 

(over $1M) that are approved by the Safety Committee are passed up to the SSIT for final approval and 

determination of funding splits. The committee also identifies projects on its own, especially systemic projects. 

The committee developed and maintains a five-year HSIP and RHCP Expenditures Plan. 

A High Risk Rural Roads Committee was formed by NDOT when specific funding for HRRR projects was 

available. The Department has elected to maintain this committee, even though the dedicated HRRR funding 

no longer exists. The committee is made up of representatives from NDOT's Traffic Engineering Division, Local 

Assistance Division, LTAP, and a representative from the Nebraska Association of County Officials. They work 

to find viable HSIP projects on rural county roads.

Approved HSIP projects generally go through NDOT's letting system. Many completed projects are evaluated 

to see whether or not they were effective in reducing crashes.

Where is HSIP staff located within the State DOT? 

 Engineering

The State Highway Safety Engineer is responsible for the HSIP program. Analysis and technical support are 

provided by the Highway Safety Section of the Traffic Engineering Division.

How are HSIP funds allocated in a State? 

• Central Office via Statewide Competitive Application Process
2021 Nebraska Highway Safety Improvement Program

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• SHSP Emphasis Area Data 

The NDOT has three teams that determine projects for HSIP funding. The Highway Safety Committee includes 

local agencies and can approve HSIP for projects costing up to $1M. The Strategic Safety Infrastructure 

Projects Team (SSIP) has final approval over higher cost jobs (over $1M). The High Risk Rural Roads Team 

focuses on identifying safety improvement projects for rural county roads and bring projects to the SSIP for 

approval. The Highway Safety Section supplies these teams with crash data analysis which can lead to 

projects at specific sites or systemic projects. These project proposals must support the SHSP critical 

emphasis areas. Project proposals can also be brought to these teams by local governments, District 

Engineers, or other NDOT engineers.

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

Local road projects are regularly funded under the HSIP. The NDOT's various safety committees identify 

potential locations for projects and send this information to local governments for their consideration as HSIP 

projects. City governments are encouraged to submit potential projects to the NDOT for consideration. 

Representatives of the state's four largest cities, Omaha, Lincoln, Bellevue, and Grand Island regularly attend 

Highway Safety Committee meetings; and officials from the smaller cities are always welcome. 

Representatives from the Nebraska LTAP Center and the Nebraska Highway Superintendents Association sit 

on the High Risk Rural Roads committee, which continues to function despite the loss of dedicated funding. 

The number of projects built on local roads varies from year to year. Some local road HSIP projects shifted 

letting dates to future fiscal years. Only $0.4 million in HSIP funds were spent on local projects in State FY 

2021.

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

• Other-Program Management

All of these areas have some part in the HSIP process, some more than others. Most of them are represented 

on at least one of our three safety committees.

Describe coordination with internal partners.

All of the above named disciplines play a role in the HSIP process. Highway Safety prepares collision 

diagrams, spot maps, or lists of high crash locations and presents them to committee members at their monthly 

meetings. They coordinate with the engineering divisions to get estimated project costs, from which they 

calculate benefit-cost ratios. They also complete evaluations of completed projects and present them to the 

group for use in making future decisions.

Proposed projects on the state highway system are sent to the appropriate District Engineer for concurrence. 

The DE often submits the required paperwork to begin the project process. The Traffic Engineering Division is 
2021 Nebraska Highway Safety Improvement Program

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the lead office for all HSIP activity. All HSIP projects are approved by either the NDOT Highway Safety 

Committee or the Strategic Safety Infrastructure Projects Team. The usual procedure is for an approved HSIP 

project to be assigned to Roadway Design Division, Traffic Engineering Division, or Local Assistance Division 

as the NDOT lead element, depending on the type of project and whether or not it is on a local road. These 

units work with Program Management to get the project scheduled and to make sure it is progressing 

adequately through the steps in the Clarity software, which is used for project programming. This includes the 

important step of working with the Environmental Section to make sure all environmental concerns are met. 

The lead units either design the project or oversee the design of a consultant and prepare the project for 

letting. If railroad property is involved in the project, the Rail and Public Transportation Section of Local 

Assistance Division must also be consulted. The Operations Division has taken the lead on projects involving 

bridge anti-icing systems, dynamic message signs, and required engineering analysis. NDOT Traffic 

Engineering Division uses the Highway Safety Manual procedures in the analysis and evaluation of HSIP 

projects. The Communication Division prepares professional documents for use in the HSIP program, such as 

the Strategic Highway Safety Plan, as well as print, television, and radio spots focusing on highway safety 

improvements, like roundabouts and flashing yellow arrows.

Identify which external partners are involved with HSIP planning.

• FHWA

• Governors Highway Safety Office

• Local Government Agency 

• Local Technical Assistance Program

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

• Other-City of Omaha Public Works Department

• Other-City of Lincoln Public Works Department

• Other-City of Bellevue

• Other-City of Grand Island

• Other-Nebraska Highway Superintendents Association 

Each of these partners sit on one or more of our safety committees, giving them the opportunity for input into 

the project selection process.

Describe coordination with external partners.

Most of the interaction with our external partners occurs through one of our three safety committees. 

Representatives from the Public Works departments of our two largest cities, Omaha and Lincoln, regularly 

attend the monthly meetings of the long-standing Highway Safety Committee, reviewing crash locations, 

making suggestions for countermeasures, presenting project proposals, and agreeing to make low cost 

changes or do further studies at locations within their own jurisdiction. Delegates from other cities attend less 

often, but do come when they have a project proposal to present. 

LTAP has proven to be very helpful to the High Risk Rural Roads committee. Not only have they been involved 

in the development of projects, they have agreed to serve as liaison with the individual counties, recruiting 

them to take part in systemic projects. The County Highway Superintendent's representative helps NDOT 

better see the picture from the county's point of view. The FHWA Division Safety Engineer provides all of the 

committees with good information on new safety improvements and whether ideas are likely to qualify for HSIP 

funding.
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Describe HSIP program administration practices that have changed since the last 

reporting period.

NDOT started creating annual HSIP Implementation Plans. Data-driven allocation of Highway Safety 

Improvement Program (HSIP) funding helps to promote the Nebraska Department of Transportation (NDOT) 

strategic goals for safety by developing projects to reduce the frequency and severity of crashes on Nebraska’s 

roads. The HSIP Implementation Plan also supports NDOT’s strategic goal of Fiscal Responsibility by 

providing the framework for the prudent selection of projects. The HSIP Implementation Plan is intended as an 

action plan document for the Nebraska Strategic Highway Safety Plan (SHSP). The plan reviews historical 

crash data and HSIP funding then proposes strategies, goals, and actions for the HSIP in the one-year, fiveyear, and long-term planning horizons.

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

elaborate. 

NDOT selected a vendor for building a new crash database. A new crash report, which follows Version 5 of 

Model Minimum Uniform Crash Criteria, has been designed to work in conjunction with the new database. The 

project is projected to be completed in 2021. NDOT is continuing development of a crash spot mapping and 

crash diagramming system. NDOT selected AASHTOWare Safety as the NDOT's software for implementing 

Highway Safety Manual based Empirical Bayes Estimate crash prediction method to replace our crash history 

based hazardous location analysis process. The new AASHTOWare Safety software is planned to be fully 

implemented in 2022.

Program Methodology

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

implementation and evaluation processes?

Yes 

Select the programs that are administered under the HSIP.

• HRRR

• HSIP (no subprograms)

While Nebraska may include projects that fall under many of these categories in our HSIP, we have no specific 

programs, such as those that would require that a certain amount of money be spent each year on a given 

category of projects.

Program: HRRR

Date of Program Methodology:8/10/2021

What is the justification for this program? 

• Other-17% of fatalities occur on rural collector and local roads 

What is the funding approach for this program? 

Competes with all projects
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What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Fatal and serious injury crashes 

only

• Volume

• Lane miles

• Horizontal curvature

• Roadside features

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

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?

No

Describe the methodology used to identify local road projects as part of this program.

Crash frequency and crash types at specific locations or systemically

How are projects under this program advanced for implementation?

• Competitive application process

• selection committee

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:1

Available funding:2

The Rate Quality Control method is used to identify high crash locations on state highways. This same method 

is not used on local roads because traffic volume data is incomplete, preventing valid comparisons of different 

sites.

Program: HSIP (no subprograms)

Date of Program Methodology:8/10/2021

What is the justification for this program? 

• Addresses SHSP priority or emphasis area
2021 Nebraska Highway Safety Improvement Program

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What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Volume • Other-Roadway Departure, 

Intersection, or other

What project identification methodology was used for this program? 

• Crash rate

• Critical rate

• Relative severity index

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?

No

Describe the methodology used to identify local road projects as part of this program.

Crash frequency and crash type at specific locations

How are projects under this program advanced for implementation?

• Competitive application process

• selection committee

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:1

Available funding:2

The Rate Quality Control method is used to identify high crash locations on state highways. This same method 

is not used on local roads because traffic volume data is incomplete, preventing valid comparisons of different 

sites.

What percentage of HSIP funds address systemic improvements?

 9
2021 Nebraska Highway Safety Improvement Program

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 HSIP funds are used to address which of the following systemic 

improvements? 

• Cable Median Barriers

• Clear Zone Improvements

• Horizontal curve signs

• Install/Improve Pavement Marking and/or Delineation

• Pavement/Shoulder Widening

• Rumble Strips

• Safety Edge

The percentage of HSIP funds used for Systemic Projects varies from year to year. In the recent annual HSIP 

Implementation Plan, NDOT shifted the HSIP allocation goals to target more systemic projects going forward.

What process is used to identify potential countermeasures? 

• Crash data analysis

• Engineering Study

• SHSP/Local road safety plan

• Stakeholder input

Countermeasures are normally identified by engineers on one of the NDOT safety committees. Crash studies 

are available to help guide them in these decisions. Project proposals from local jurisdictions often come with 

pre-determined countermeasures, although these may be amended by the committee.

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes

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

NDOT has funded ITS projects for dynamic message signs, anti-icing systems on bridges, and Adaptive Traffic 

Signal systems. NDOT has not considered any connected vehicle technology for HSIP funding.

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.

Highway Safety Manual techniques are used to determine benefit/cost ratios for some project proposals. 

NDOT is planning to implement the AASHTOWare Safety software for our Highway Safety Manual based 

Empirical Bayes Estimate crash prediction method safety analysis software to replace our crash history based 

hazardous location analysis process.
2021 Nebraska Highway Safety Improvement Program

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Project Implementation

Funds Programmed

Reporting period for HSIP funding.

State Fiscal Year

Since the latest Federal Fiscal Year will not be over at the time the HSIP Report is due, we are reporting on the 

State Fiscal Year (July 1, 2020 to June 30, 2021).

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $5,300,000 $4,655,354 87.84%

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)

$0 $0 0%

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 $801,000 $699,840 87.37%

Totals $6,101,000 $5,355,194 87.78%

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

safety projects?

27%

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

9%

Some local road HSIP projects shifted letting dates to future fiscal years.

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

14%

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

16%
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Nebraska non-infrastructure safety projects are for improving the crash database and safety analysis tools.

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%

No fund transfers were made into or out of the HSIP program in State FY 2021.

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

the future.

As projects become more expensive and more complex, it often takes longer to move them from the planning 

stage to completion. We have been successful, however, in obligating most of our available HSIP funds. We 

have an expenditure plan in place which should allow us to continue at this pace into the future. We also 

recently developed Nebraska's first HSIP Implementation Plan to align our HSIP expenditures based on crash 

history, historical funding obligations, and safety improvement outcomes. We plan to continue annual HSIP 

Implementation Plan updates going forward. At this point in time, we don't have any serious impediments to 

HSIP obligation.
2021 Nebraska Highway Safety Improvement Program

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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

00959 -

Statewide 

Lighting

Lighting Intersection 

lighting

11 Intersections $336265 $358796 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 65 State 

Highway 

Agency

Systemic Intersections Intersection 

Lighting

00979 - HSIP 

Software 

Replacement

Miscellaneous Data collection 1 Software 

Implementation

$4021754 $4468616 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

Systemic Data Crash Data 

Collection 

Software

01018 - Peace 

Officer Crash 

Reporting 

System

Miscellaneous Data collection 1 Software 

Implemenation

$1321330 $1468145 HSIP (23 

U.S.C. 148)

N/A N/A 0 City or 

Municipal 

Highway 

Agency

Systemic Data Crash Data 

Collection 

Software

01025 - NE 

Transportation 

Information 

Portal - Phase 

4

Miscellaneous Data analysis 1 Software 

Implementation

$43200 $48000 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

Systemic Data Crash Data 

Analysis 

Software

01030 -

AASHTOWare 

Safety 

Software

Miscellaneous Data analysis 1 Software 

Implementation

$675000 $750000 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

Systemic Data Crash Data 

Analysis 

Software

01030 - N 27th 

St Adaptive 

Signals, 

Lincoln

Advanced 

technology and 

ITS

Adaptive Signal 

Control System

17 Intersections $4170377 $4731853 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther18,505 45 City or 

Municipal 

Highway 

Agency

Systemic Intersections Adaptive 

Signal 

Control 

Technology

13338 -

Pickrell North

Shoulder 

treatments

Widen shoulder –

paved or other 

(includes add 

shoulder)

7.3 Miles $808567 $11381100 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther7,685 60 State 

Highway 

Agency

Systemic Roadway 

Departure

Widen 

Shoulders

13391 - Saltillo 

Rd, Lancaster 

County

Shoulder 

treatments

Widen shoulder –

paved or other 

(includes add 

shoulder)

2.7 Miles $6893017 $8012992 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 8,850 55 County 

Highway 

Agency

Systemic Roadway 

Departure

Widen 

shoulders

22506 - 24th 

St Complete 

Streets, 

Omaha

Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

2.8 Miles $3058764 $5082668 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 15,000 40 City or 

Municipal 

Highway 

Agency

Systemic Intersections Convert 4 

lane into 3 

lane section 

with 

directional 

bike lanes

22585 - I-80 -

Fort St, 

Omaha

Roadway Pavement 

surface – high 

friction surface

0.75 Miles $1148435 $6435964 HSIP (23 

U.S.C. 148)

Urban Principal ArterialInterstate123,745 65 State 

Highway 

Agency

Systemic Roadway 

Departure

High Friction 

Surface 

Treatment
2021 Nebraska Highway Safety Improvement Program

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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

22630 - 25th 

St - 23rd St, 

Omaha

Intersection 

geometry

Add/modify 

auxiliary lanes

1 Intersections $827752 $1827302 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther123,745 65 State 

Highway 

Agency

Spot Intersections Add dual left 

turn lanes

22706 - 30th 

St Road Diet, 

Omaha

Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

2.15 Miles $1698375 $3233734 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 14,000 35 City or 

Municipal 

Highway 

Agency

Systemic Intersections Convert 4 

lane to 3 lane 

section with 

directional 

bike lanes

42789 -

Geneva North

Intersection 

geometry

Add/modify 

auxiliary lanes

1 Intersections $347916 $415898 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther7,925 60 State 

Highway 

Agency

Spot Intersections Add right 

turn lane and 

intersection 

lighting

42863 - FivePoints 

Intersection, 

Grand Island

Intersection 

traffic control

Modify control –

Modern 

Roundabout

1 Intersections $2818436 $3523045 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 13,900 40 City or 

Municipal 

Highway 

Agency

Spot Intersections Convert 5-

way traffic 

signal into a 

roundabout

42911 - Grand 

Island Area 

Bridges

Roadway Pavement 

surface – high 

friction surface

11 Locations $882412 $990657 HSIP (23 

U.S.C. 148)

Rural Principal ArterialInterstate23,535 75 State 

Highway 

Agency

Spot Roadway 

Departure

High Friction 

Surface 

Treatment

71018 -

Benkelman 

Northest

Roadway Roadway 

widening - travel 

lanes

0.2 Miles $219781 $277522 HSIP (23 

U.S.C. 148)

Rural Major Collector 30 55 County 

Highway 

Agency

Spot Roadway 

Departure

Widen and 

re-align 

roadway to 

improve 

sight 

distance
2021 Nebraska Highway Safety Improvement Program

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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 212 211 225 246 218 228 230 248 233

Serious Injuries 1,661 1,536 1,620 1,520 1,588 1,478 1,394 1,400 1,285

Fatality rate (per 

HMVMT)

1.103 1.092 1.147 1.216 1.053 1.085 1.095 1.167 1.202

Serious injury rate (per 

HMVMT)

8.640 7.949 8.260 7.514 7.668 7.034 6.639 6.591 6.631

Number non-motorized 

fatalities

15 15 11 24 13 23 24 22 20

Number of nonmotorized serious 

injuries

139 132 130 125 113 121 103 108 88
2021 Nebraska Highway Safety Improvement Program

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190

200

210

220

230

240

250

260

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities 5 Year Rolling Avg.

Annual Fatalities

0

200

400

600

800

1000

1200

1400

1600

1800

2012 2013 2014 2015 2016 2017 2018 2019 2020

Serious Injuries 5 Year Rolling Avg.

Annual Serious Injuries
2021 Nebraska Highway Safety Improvement Program

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0.95

1

1.05

1.1

1.15

1.2

1.25

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

7

8

9

10

2012 2013 2014 2015 2016 2017 2018 2019 2020

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

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

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Describe fatality data source.

FARS

The Nebraska FARS operation is located within the Highway Safety Section of Traffic Engineering Division 

(NDOT). Consequently, the FARS data and the state fatality data should always be the same.

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

23.6 72.6 0.81 2.48

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

6.6 61.4 0.67 6.21

Rural Principal 

Arterial (RPA) - Other

47 128.6 2.06 5.63

Rural Minor Arterial 39.4 141.2 1.67 6

Rural Minor Collector 21.4 132.4 1.49 9.21

0

20

40

60

80

100

120

140

160

180

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities Serious Injuries 5 Year Rolling Avg.

Non Motorized Fatalities and Serious Injuries
2021 Nebraska Highway Safety Improvement Program

Page 20 of 34

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 Major Collector 4 27.4 1.5 10.24

Rural Local Road or 

Street

24.6 135.6 2.18 12.04

Urban Principal 

Arterial (UPA) - 

Interstate

7.6 58.6 0.47 3.65

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

4.4 61.4 0.37 5.19

Urban Principal 

Arterial (UPA) - Other

21.8 238.8 1.08 11.84

Urban Minor Arterial 14.6 224 0.61 9.29

Urban Minor Collector 4 50 0.65 8.09

Urban Major Collector 0.4 4.8 1.04 12.49

Urban Local Road or 

Street

12 90.6 0.85 6.41
2021 Nebraska Highway Safety Improvement Program

Page 21 of 34

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

146 704.2 1.11 5.35

County Highway 

Agency

46.6 262.4 2 11.24

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

38.4 465.2 0.74 9.01

State Park, Forest, or 

Reservation Agency

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

Provide additional discussion related to general highway safety trends.

As we move farther away from the recession years, when fatalities were lower, the 5-year rolling averages for 

fatalities and fatality rate continue to increase. Given the increases in traffic volume, this result is not surprising. 

On the other hand, the 5-year rolling averages for serious injuries and serious injury rate have declined. Nonmotorist fatality and serious injury numbers are low and slightly declining. We have observed an increase in 

motorcycle fatalities in the last few years.
2021 Nebraska Highway Safety Improvement Program

Page 22 of 34

Safety Performance Targets

Safety Performance Targets

Calendar Year 2022 Targets *

Number of Fatalities:249.0

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

This target was selected based on a 1% reduction of the current trend line of 5-year averages of fatalities over 

the last several years. Based on this trend, we believe the established target is a realistic goal. If this target is 

met, the SHSP goal of toward zero deaths will be advanced.

Number of Serious Injuries:1358.0

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

This target was selected based on the current trend line of 5-year averages of serious injuries over the last 

several years. Based on this trend, we believe the established target is a realistic goal. This target continues 

the downward trend in serious injuries over the last several years. If this target is met, a basic goal of the 

SHSP, the reduction of serious injuries, will be advanced.

Fatality Rate:1.270

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

This target was selected based on a 1% reduction of the current trend line of 5-year averages of fatalities over 

the last several years. Based on this trend, we believe the established target is a realistic goal. If this target is 

met, the SHSP goal of toward zero deaths will be advanced.

Serious Injury Rate:6.323

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

This target was selected based on the current trend line of 5-year averages of serious injury rates over the last 

several years. Based on this trend, we believe the established target is a realistic goal. This target continues 

the downward trend in serious injury rates over the last several years. If this target is met, a basic goal of the 

SHSP, the reduction of serious injuries, will be advanced.

Total Number of Non-Motorized Fatalities and Serious Injuries:121.4

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

This target was selected based on the current trend line of 5-year averages of non-motorized fatalities and 

serious injuries over the last several years. Based on this trend, we believe the established target is a realistic 

goal. This target continues the downward trend in non-motorized fatalities and serious injuries over the last 

several years. If this target is met, the basic goals of the SHSP, the reduction of fatalities and serious injuries, 

will be advanced.
2021 Nebraska Highway Safety Improvement Program

Page 23 of 34

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

safety performance targets. 

The NDOT Highway Safety Office is also located within the Traffic Engineering Division, so it is easy for us to 

get together to establish performance targets. Since their annual Highway Safety Plan must be submitted to 

NHTSA by July 1, we need to determine the targets we share with them early. This year, we held a 

teleconference with our MPOs to discuss target setting. The MPOs agreed with NDOT's target setting 

methodology and this year's safety performance targets.

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 239.0 231.4

Number of Serious Injuries 1442.0 1429.0

Fatality Rate 1.140 1.120

Serious Injury Rate 6.803 6.913

Non-Motorized Fatalities and 

Serious Injuries

133.0 127.0

NDOT has made significant progress toward meeting the state's 2020 safety performance targets. NDOT met 

their target for 4 of the 5 safety performance targets. Actual outcomes for serious injuries, serious injury rate, 

and non-motorized fatalities and serious injuries were better than the baseline. Since NDOT met the target or 

was better than the baseline for 5 of the 5 performance measures, NDOT has made significant progress 

toward meeting the state's 2020 safety performance targets.

Applicability of Special Rules

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

No

The fatality rate on Nebraska's High Risk Rural Roads (Rural Major Collectors, Rural Minor Collectors, and 

Rural Local roads) was 1.966 fatalities per 100 million vehicle miles traveled for the 5-year period from 2013 to 

2017. For the comparable 5-year period from 2015 to 2019, the fatality rate was 1.767 fatalities/100 million 

VMT. Since the rate decreased, the HRRR special rule does not apply to Nebraska.
2021 Nebraska Highway Safety Improvement Program

Page 24 of 34

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

33 27 41 31 33 32 42

Number of Older Driver 

and Pedestrian Serious 

Injuries

182 199 233 154 129 139 122

The fatality and serious injury rate for the 5-year period of 2015 to 2019 was 69.6. For the comparable 5-year 

period from 2013 to 2017, the fatality and serious injury rate was 77.6. Since the rate decreased, the Special 

Rule does not apply to Nebraska.
2021 Nebraska Highway Safety Improvement Program

Page 25 of 34

Evaluation 

Program Effectiveness

How does the State measure effectiveness of the HSIP?

• Benefit/Cost Ratio

• Change in fatalities and serious injuries

NDOT uses benefit/cost analysis in the selection of most HSIP projects and then evaluates completed projects 

to see if they were effective in reducing crashes. A few projects that are not chosen on the basis of crash data 

will not be evaluated.

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

the State's program level evaluations.

The Nebraska HSIP Program was successful in State FY 2021. The combined benefit-cost ratio for all the 

HSIP projects evaluated during this year was 2.4. The recent change of the minimum benefit-cost ratio to 5.0 

should bring the HSIP project evaluation benefit-cost ratios up in the future. Although our fatality numbers have 

fluctuated up and down in recent years, even the highest years have been significantly below the numbers 

recorded in the first decade of this century. Serious injuries, on the other hand, have steadily declined during 

this same time period.

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

success of the Highway Safety Improvement Program?

• HSIP Obligations

• Increased focus on local road safety

• More systemic programs

• Policy change

We have been successful in increasing our HSIP obligations over the last several years. Although we do not 

reserve a specific amount of funding for them, we try to include some High Risk Rural Roads projects each 

year. We have instituted several systemic projects in recent years and hope to include more of them in our 

HSIP program. Several improvements that started as HSIP projects have become agency policy, such as 

shoulder rumble strips and safety edge. We are piloting systemic cable median barrier projects along corridors 

with higher risk of median crossover crash related fatalities.

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures.

Year 2020
2021 Nebraska Highway Safety Improvement Program

Page 26 of 34

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 Run-off-road 130.6 590.4 0.63 2.87

Intersections Intersections 80.4 741.4 0.39 3.6
2021 Nebraska Highway Safety Improvement Program

Page 27 of 34

0

20

40

60

80

100

120

140

Roadway Departure Intersections

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

900

Roadway Departure Intersections

Serious Injuries

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

Number of Serious Injuries 

5 Year Average
2021 Nebraska Highway Safety Improvement Program

Page 28 of 34

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

Roadway Departure Intersections

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

3

3.5

4

4.5

Roadway Departure Intersections

Serious Injury Rate

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

Serious Injury Rate (per HMVMT) 

5 Year Average
2021 Nebraska Highway Safety Improvement Program

Page 29 of 34

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)

Dodge County 

– S Jct US-77 

& N-91

Rural Principal 

Arterial (RPA) -

Other 

Freeways and 

Expressways

Intersection 

geometry

Add/modify 

auxiliary lanes

2.00 1.00 1.00 4.00 4.00 7.00 5.00 7.23

Lancaster 

County – US77 Bridges

Urban 

Principal 

Arterial (UPA) -

Other 

Freeways and 

Expressways

Roadway Pavement 

surface – high 

friction surface

30.00 17.00 9.00 14.00 39.00 31.00 1.10

Bellevue - US75 & 

Cornhusker 

Rd 

Interchange, 

SB Ramps

Urban 

Principal 

Arterial (UPA) -

Other 

Freeways and 

Expressways

Intersection 

geometry

Add/modify 

auxiliary lanes

8.00 13.00 7.00 10.00 15.00 23.00 -21.47

Bellevue - US75 & 

Cornhusker 

Rd 

Interchange, 

NB Ramps

Urban 

Principal 

Arterial (UPA) -

Other 

Freeways and 

Expressways

Intersection 

geometry

Add/modify 

auxiliary lanes

19.00 24.00 28.00 27.00 47.00 51.00 2.83

Omaha – Intsx 

N-64 & N-133

Urban 

Principal 

Arterial (UPA) -

Other

Intersection 

geometry

Add/modify 

auxiliary lanes

57.00 46.00 32.00 22.00 89.00 68.00 0.91

This year's HSIP project evaluation results spanned a wide range. NDOT's strategic safety committee recently increased the minimum benefit-cost ratio to 5.0 to bring the HSIP project evaluation benefit-cost ratios up in the future.
2021 Nebraska Highway Safety Improvement Program

Page 30 of 34

Compliance Assessment

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

 03/31/2017

What are the years being covered by the current SHSP?

From: 2017 To: 2021

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

 2022

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]

100 100 100 100 100 100

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]

100 100 100 100

Begin Point 

Segment Descriptor 

(10) [10]

100 100 100 100 100 100

End Point Segment 

Descriptor (11) [11]

100 100 100 100 100 100

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

100 100

Functional Class 

(19) [19]

100 100 100 100 100 100

Median Type (54) 

[55]

100 100
2021 Nebraska Highway Safety Improvement Program

Page 31 of 34

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

Access Control (22) 

[23]

100 100

One/Two Way 

Operations (91) [93]

100 100

Number of Through 

Lanes (31) [32]

100 100 100 100

Average Annual 

Daily Traffic (79) [81]

100 100 100

AADT Year (80) [82] 100 100

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

100 100

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

100 100

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

100 100

Intersection/Junction 

Geometry (126) 

[116]

100 100

Intersection/Junction 

Traffic Control (131) 

[131]

AADT for Each 

Intersecting Road 

(79) [81]

100 100

AADT Year (80) [82] 100 100

Unique Approach 

Identifier (139) [129]

100 100

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

80 80

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197) [187]

80 80
2021 Nebraska Highway Safety Improvement Program

Page 32 of 34

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 

Ending Ramp 

Terminal (201) [191]

80 80

Ramp Length (187) 

[177]

80 80

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

80 80

Roadway Type at 

End Ramp Terminal 

(199) [189]

80 80

Interchange Type 

(182) [172]

80 80

Ramp AADT (191) 

[181]

80 80

Year of Ramp AADT 

(192) [182]

80 80

Functional Class 

(19) [19]

80 80

Type of 

Governmental 

Ownership (4) [4]

80 80

Totals (Average Percent Complete): 100.00 100.00 87.50 87.50 80.00 80.00 100.00 88.89 100.00 100.00

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

The most recent MIRE FDE mapping of NDOT data identified a few elements that were not being collected. Thus, some of the percentage of some of these elements went down from previous HSIP Annual Reports.

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 continuing to inventory ramps and add them to the database. We have inventoried 80% of the ramps in the state.

We have collected sample AADT data for local paved roads. The AADT data for local paved roads will be added to the database before 2026.

The most recent MIRE FDE mapping of NDOT data identified a few elements that were not being collected or may be missing codes. NDOT's Roadway Asset Management team is reviewing NDOT's MIRE FDE mapping and discussing 

options for collecting the missing MIRE FDEs and adding the correct codes to the current MIRE FDE database elements.
2021 Nebraska Highway Safety Improvement Program

Page 33 of 34

Optional Attachments

Program Structure:

HSIP Process Document 2020.docx

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2021 Nebraska Highway Safety Improvement Program

Page 34 of 34

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.