Oklahoma Highway Safety Improvement 

Program FFY 2005 - 2012 

August 31, 2013		

Written by:

								 Matt Warren, E.I.

Traffic Engineering Division

Oklahoma DOT
 

Table of Contents 

Title Page 1 

Table of Contents 2 

A. Program Structure 3 

 1. Program Administration 3 

 2. Program Methodology 4 

B. Progress in Implementing the HSIP Projects 8 

 1. HSIP Funds Available 8 

 2. General Listing of Projects 8 

C. Assessment of the Effectiveness of the Improvements (Program Evaluation) 31 

 1. Graphs of General Highway Safety Trends 31 

2. Description of Overall HSIP Effectiveness 36 

D. High Risk Rural Roads Program (HRRRP) 38 

E. References 39 

Appendix A: Initial Request with HSIP Project Categories 40 

Appendix B: B/C Ratio and EUAC 47 

Appendix C: Discount Rates 49 

Appendix D: Oklahoma Highway Safety Office Crash Facts Book 51 

Appendix E: Treatment of the Economic Value of a Statistical Life in 52 

Departmental Analyses – 2011 Interim Revision 

Appendix F: MAPS-21 Interium HSIP Guidance 55 
 

Program Structure 

1. Program Administration 

The following describes the practices for HSIP projects that are administered though the 

Traffic Engineering Division. The field Division Offices administered approximately half of 

HSIP projects. They selected these safety projects to address their need based on 

information about roadway, structures, maintenance status, pavement condition, and 

safety history. 

a. How are HSIP funds administered in the state, i.e. centrally or via 

districts? 

All of the HSIP funds are administered through ODOT’s Central Office. 

b. Describe any innovative practices used to implement the HSIP. 

ODOT is currently in transition on the method in which sites are ranked for both segments 

and intersections. We are currently using Bayesian methods for segments and severityweighted rates for intersections. 

Road Safety Audits are currently conducted primarily on request to help recommend 

projects for hot spot locations. Routine implementation of Road Safety Audits for HSIP 

projects is planned in the future if and when staffing levels permit. 

c. Describe how local roads are addressed as part of the HSIP. 

The local roads are owned and operated by the local entity (county or city) and the data 

coverage represented in this report does not include county roads or city streets. Local 

roads are not identified as part of the HSIP. 

Currently, ODOT’s database does have city and county road collisions within it. However, 

these roads have two different coordinate systems than that of ODOT’s system and are 

not capable of being related to each other at this time. Furthermore, the software is not 

capable of drawing comparisons across the three coordinate systems. A considerable 

amount of resources and conjecture would have to be applied to yield any results. 

The Collision Analysis & Safety branch within Traffic Engineering Division of ODOT is 

striving to reach minimum resources to fulfill the requirements of the SHSP as well as 

other reporting requirements, e.g. HSIP. ODOT Traffic Engineering is currently working 

on reporting systems for city and county roads. These will be independent of the state 
 

system and will be of some value. The schedule for independent reporting and reporting 

all roads together as one system is indefinite. 

d. Describe how highway safety improvement projects are selected for 

implementation. 

Currently, HSIP funds are used by ODOT exclusively; i.e. there are no other entities that 

can apply and we have no competitive application process for these funds. Crash 

experience, as reflected by the annual Collision Data Digest (parallel to the former 5% 

report), is a factor in project selection but there is no single governing metric. Possible 

B/C ratios are not estimated but some of the lists are ranked by expected crashes or 

expected crashes per mile, which may be taken as roughly proportional to a first 

approximation of B/C ratio. Sites for systemic improvement are chosen based on 

roadway characteristics and sometimes on crash history; for certain improvements 

specialized reports using Bayesian analysis are available to help optimize benefits. There 

is no established method for ranking systemic improvements relative to hot spot projects. 

2. Program Methodology 

The following describes the practices for HSIP projects that are administered though the 

Traffic Engineering Division. The other HSIP projects (approx. half) that go through the 

other Divisions have their own practices. 

The program was last updated approximately in 1998. 

a. Data Used 

Crash 

Crash data used to evaluate HSIP projects has a span of 5 years before the exact 

Work Start Date and 5 years after the exact Completion Date. Fatality, incapacitating 

injury and non-incapacitating injury collisions (types K, A, B) are used. Other than 

excluding possible injury and property damage only crashes (types C, O) all crash 

types are included.

Site ranking typically uses 5 calendar years of prior crash data, including fatalities, 

incapacitating injuries, non-incapacitating injuries, and possible injuries (K, A, B, C). 

For many rankings, only certain crash types are considered, for instance only run-offroad or only non-intersection or only median-crossover. 
 

Exposure 

Estimated AADT is used in both crash rate analysis and Bayesian methods. 

Population is not considered. For intersections, mainline AADT is used instead of total 

entering vehicles due to an almost complete lack of traffic data for minor approaches. 

Roadway 

Only data from Oklahoma Highways, U.S. Highways, and Interstates (non-turnpike) 

were used in the Collision Data Digest and HSIP reports. High-level roadway data 

(e.g. urban/rural, 2-lane/multi-lane, divided/undivided, shouldered/unshouldered) are 

used to segregate some reports. Median width was taken into account for ranking 

segments by potential for crossover collisions. 

b. Project Identification Methodology 

The Collision Data Digest and sometimes Road Safety Audits are used as guidance by 

Field Divisions to identify projects for safety hot spots. In accordance with our SHSP, 

HSIP funds are also used for systemic improvements, including cable barrier, rumble 

strips, and upgrades to striping, including edgeline striping, and guardrail. Systemic 

improvements are identified on the basis of past experience, including that of other states; 

expected benefits and known maintenance issues are taken into account. 

Data from the Crash Modification Factor Clearinghouse is often used to help evaluate 

potential systemic programs and sometimes other projects. 

c. Summary of Targeted Programs being Implemented under the HSIP 

SHSP targets currently being addressed with HSIP funds include median crossovers, lane 

departures, intersections, and rural highways. 

Median crossover collisions are being addressed by systemic application of median cable 

barrier, which has been notably successful. 

Lane departures are being addressed by application of shoulder rumble strips 

(systemically for new construction as well as selected retrofits), as well as systemic 

upgrades to guard rail and striping, including edgeline striping. Some shoulder cable 

barrier has also been placed and more is planned. 

Intersection crashes are being addressed by a policy of systematically funding the highest 

ranked intersections recommended for traffic signals each year by the Field Divisions. 

Implementation has been initiated of systemic sign, signal and marking improvements as 
 

recommended by the FHWA Intersection Safety Assistance Program; at present these 

improvements are supported by maintenance funds. 

Rural highways have been given increased attention by separating rural 2-lanes into their 

own reports and are now ranked by Highway Safety Manual methods using Safety 

Performance Functions. Rural 2-lane highways are targeted especially for guardrail 

improvements, shoulder rumble strips, and shoulder widening. 

Procedures for Road Safety Audits have been established and we are planning to make 

them an integral part of project identification and selection when resources permit. 

d. Extent to which System Wide Improvements are Implemented as Part of 

the HSIP 

We currently have four ongoing system wide projects which are: Cable Barrier, Guardrail, 

Intersection Improvement and Striping, including edgeline striping. These are funded 

partly by HSIP funds and partly by other sources. 

In 1998 in coordination with FHWA and ODOT, a Guardrail Improvement Safety Policy 

was developed and implemented to address substandard guardrail and end treatments. 

The policy not only outlines strategies for ODOT’s maintenance forces but also for new 

construction projects. It was decided to fund guardrail projects each year and plan 

development would occur in of ODOT’s Traffic Engineering Division. These projects have 

created new guardrail and end treatments that are up to date with industry and highway 

standards and these projects are still ongoing today. It is expected the projects will 

continue until we are fully updated. 

ODOT has provided upgraded striping, including edgeline striping and delineation through 

the use of HSIP and/or other funds. Paint is being replaced with multipolymer and 

thermoplastic, and striping, including edgeline striping, on controlled access highways is 

being widened from 4” to 6”. In recent years, progress has been made to provide these 

improvements in a data-driven manner. In 2010, a decision matrix was finalized for the 

type and size of striping, including edgeline striping based on AADT and the type and 

condition of pavement. 

In 2012 ODOT received a plan for systemic intersection improvements from FHWA 

consultants, to be implemented over the next 5-10 years. 

Median cable barrier, initially treated as a hot spot mitigation, is now being treated more 

as a systemic improvement. 
 

Systemic improvements to curves, including better delineation and some high friction 

surface treatments, are planned. 

Retroreflective borders on signal backplates have been established as standard for new 

signals and a system wide retrofit is planned.

e. Extent to which Highway Safety Improvements Projects Align with the 

State’s SHSP 

In accordance with our SHSP, ODOT is emphasizing rural locations and intersection 

improvements; we are implementing systemic improvements, especially to address 

roadway departure (i.e. cable barrier, curve delineation, guardrail, and rumble strips); we 

are now considering only injury/fatality crashes in prioritizing locations and Traffic 

Engineering use of HSIP funding is increasingly data-driven. 

f. Project Prioritization Process 

Prioritization is guided by the crash ranking demonstrated in the Collision Data Digest, 

with adjustments for field conditions, funding, road safety audits when available, and other 

circumstances. 
 

B. Progress in Implementing the HSIP Projects 

1. HSIP Funds Available1 (Programmed) 

HSIP Project Funding 

Reporting Period: FFY 2012 

Funding Category Obligated 

HSIP (Sect. 148) $ 20,347,102 

Hazard Elimination (Section 152) $ 3,245,575 

HRRRP $ 2,000,000 

Optional Safety ----- 

Other Federal Aid Funds (i.e. STP, ARRA) ----- 

State and Local Funds ----- 

Total $ 25,592,677 

Table 1 

1. “Available Funds” are those funds that have been programmed in the 

Statewide Transportation Improvement Program (STIP) for the reporting 

period and can be expended on Highway Safety Improvement projects. 

2. General Listing of Projects 

The following eight pages are a general list of all projects from FFY 2005-2013 that use(d) 

Federal safety funds. The projects were identified using fund codes for HSIP, Hazard 

Elimination, Optional Safety, HRRRP, and Rail-Highway Crossings, which included H020, 

H210, H240, H260, H280, Q280, L010, LY10, LY20, L05E, L05R, L01E, L21R, L24R, 

L28R, LS30, LS2E, LS3E, LS4E, and LS5E. Also included are all projects let by Traffic 

Engineering Division in FFY 2008-2012 and all known cable barrier projects. 

When 5 years of “After” crash data are available for a project, a B/C ratio is reported. B/C 

ratios are based on the Value of a Statistical Life and estimated maintenance cost at the 

time the B/C is first calculated. 
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£ i .ll ! "' .§ ! = i = i 29l19>4 '"'"' TR USOOil CAE1t.EI3PUIIER z 2011 6.2$12 7-19-11 a.24-12 11.S.12 003 10(00 ""' 1l..LERIYER EXJEt>ONORTH64M TO '""· 1166.00. 1166.Sll SH21 ADO T007-12.00 ""' ''"" CAll.: 8JIMIER.Al0NG ""'"' -CABlESPUIIER • 2012 7-19-12 8-14-12 10-17-12 MlE w..llKER '"' $41,00 S41,9i9 INPAYNEO t-teeLECOEIEGlNATMLE WAiofR 100EXTENDEAST 1 7 291911)4 T\I.SA H$l?tG.Q244-Ip::Eit00JTR TR I$Z44 CAEit.EI3PUIIER s 2011 &12-12 7-19-11 a.24-12 2.£..13 OOl Q(ll) 6:ll0 Ml.EWJlKER.OEXlEt(}NOOH2M, '""· s $ 1,191.713 AletnSH-11 EIEGINEASTOfHAAVAPD CMf:PASSEXTEMJ SOUTI'£AST 43M ""' LIS·S 3l5M SOOTH Of '"'"" lEflORE STPG -IC)A(211)ffi TR US2II CONCFETE 111 2012 6-21-12 7·19-12 8-24-12 10.1·12 '"' """ 0200 x:T IIIST-'llAMN Of BAMI!RWI!tl ""' ll,()<l;,51 s 1,rn;.m -· f<ND.iO.JM/TOF Sll"fRELEVAOON(Cfl FRIJ5.12,JOOT007·12.HONEPAl StW'INEE INSTALI..ATIONOF HW'FIC '"""" POn AWATONIE HSIP-ElePli)ffi TR US210 HW:FIC SIGHALS 3 2012 6-25-12 7-19-12 8-24-12 12.J.12 2-4-13 "" 2100 0100 MM: RO lS3E """" IOJORAY TR >Htil '"""'""' 7 2012 7-2.12 8-1&12 9-10.12 10-'2-12 1-1.13 "" ""' 0100 I..J>MSH-7 GUAADR/IIl&F\.ASHHG tS3E ""·" s 161.m 'NI'rR!'I"fGSICJfS ""''" IONTOSH TR 180'0 CABlE8AmiER I 2012 8-15-12 9- 1·12 007 1000) 5200 CA£l:SJAAJERAI.ONGI-<I8EGINAT lS3E IOlO.OO S2l5.cm MlV..IAKER2$EXTEJ<l5 2MIEAST """"' lafTOSH MG.oo40-S{31S)ETR TR 15040 I 2012 8-8-12 9-JJ.12 1().8.12 1G-31-12 1-7-13 "'' """ '"" «lBEGINATMLEWRKER26lEAST - $1,935,94 SIDE EUFAI.l.ABROGe EXT 8 M1 TO "'Z'O CI\1\S Otlll GUIIRORAIL lfST.Ai.l SH19 W ID< '"''" TR TR SH:I19 '"""'""' 2 2012 7-ll-12 9-20-12 1().$.12 11-:a>12 2-1:3-13 Cl24 6110 ,.., EIEGliiSI-WSJCTEXTENDWEST:lt.t 5H'S lS3E l;m.:S: S103.:m .....,_PO'Ittrg-"'alal*yc

EIEGlJISH78JCTEXJENDNOO:TH 1CM 3M EAST OF Ot EXTIMJIMI EAST """"' OOWWtE HSIPG -210C TR TR """' '"""'""' 7 2012 9-JJ.12 1().8.12 1(1.3).12 12-4-12 3-28-13 '"" Q(ll) IOOCIJ SH-49& EXTEND WEST 100 lS3E S3342« IJ:I1.2ti kri;ip$PO'IttrgN<IIIat*yd

STRIPING & "'' 1JS.]5 ""'"" .. ._ STPG .()17N 12261 TR ,. USOJ5 PAvEMENT 3 2012 8-17-12 , "" Q(ll) '"" TO SHJ1 (THI!AMCt>L.ASTlC - 101,00 Relev1111 

- M.IAI-lNGI SffiiPING &. SH-9 l694l)4 IIJG!fS STPG -132C(Il5j 1R ,. S><Xll PAVEMENT 3 2012 8-17-12 , Q(ll) DIEN:INTOSHCl(Tt£Ff.()PlASTJC - ""·"' Relev.,. CIWI 

- O'oERSWEETWATERCA:EIC & ·- 'ECIOIMI aRFY-100:CI,'(lll;ISS ss SH-152 BRIDGe& 5 2012 OW APPROX 1 9 MilE EAST OF lS3E $4,l'JJ,129 $4233,129 APPROIO'ES OOUHTY] 2191D4 """' HSIPY-157Cf;61J SH-18 BRIDGE& 8 2012 lS3E $8i2,117 PrqtctNdl'lTftlf.;&

APf>RON::t-ES 191004 OTTAWA BllfY·1$fJ711 ...... BRIDGE& ' 2012 IJS.W 0'-t:R TAR CREEK, Allf>ROX 7 7 lS3E $2,913,351 APPROIOES IJS.e:MJS:-59 "''""' /<()WATA aPFY-15X(14QI '"" BRIDGe ' 2012 SH-213: Ollt:REIIGCFEEK,.6P'PROX 4 5 lS3E $2.3'2.311 $2.J'2.l)1 REKAEIIUTATION OFSH-2eWS.fD ON OFFSET ,. ..... foorrON .,.,.,._,.....,. .Ai.JGtt, FROM ltt: RN.f'S Of t-44, STPY-111CQ511 SH.>; SlllfACf 12012 NORlHTOUS.i'lW lS2E $2,WJ,WJ S2,WJ,WJ Prq«tNdl'lTI.#r:.&

IN0.t.()EO)f)ELC6-12,100(9.12, unuTY IS Sln.LWATER CENTRAL M FMCE l<10015 UNCQ.N £!1lfY. 147C(121) US-In aRJOGe& 3 2012 PCCCUNT WOA<. FOR RR PRO. LS3E $415,0XI $415.0::0 Pf(tfldNdl'lTIIIt'r:

APPRON::I-ES ON IJ$.1mEJR.WAAWICK AAROOTNO Ef.S&Ia. SH.OO CM;R IM;MAN CREE;K.AWROX 5 1 """' """" BllfY,147C(121) '""' &RIOGE& • 2012 MlE IIOIUH Of .£T $H-58tSK8 (Cfl FR lS3E S 1.2Ctl.OXI St.2Ctl.OXI Pfq«::Nt.ll'lTIIIfrAPPRON::tt:S C&12,1>00TOC&12. ASPEAPROJ """l Use Restricted. 23 USC 409 2013 HSIP Fl1alf0f' FHWA 
 HSIP Report FFY 2003- 2010 '"' d HSIPPf Is for 1fi13R -HY 200StorrY1.G11 ... ... l l .., ! "[ t t " t t ]. ] ! ... i! .!! J " 5 

! -.. i j } "e j i " "' !. j 

l " !! j • J ) : . . "i 

l !I " " 1! "' g 

£ i .ll ! "' .§ ! = i = i 'EH'a>1 $}ffi! STATJ;WOE llSOP'EAAliON$ S """""" HSIPY-ZfiE!l2J]IT IT MPRO\'E!.ENT '>:112 '"" $500,0Xl $50QOD = """"' SSP.v6Cf)J4)SS ss l.IS-291 :NlERSECliON • >:112 '"" •· •· W)I)FICATION PrqeaNOI.nT•III'fo

'"""" <MSSINGWPR NORlH 4TH QIICKASWI WlJY ,.. 3RIRSIGNAL.S 1 >:112 Vli!TI-t UNOOPACIRC "" $lll,216 '""'"" Prqe:::tN<:ti'ITf.,-c

RAII.RON>CO """"' '"'"""' RAILP.O/oDSIOO.IlPRD.ECTIN """' ,.. SIGNI<S '2012 STILL.W!:U. AT SOUTH;RI ST WITH "" $241,562 $217,42t IW$AS CITYSOUTlEJffAAIL'!'jAY 00 """" STEf1£NS ST?.I690(1941M ,.. .. lR(),O() 12012 UGlT v.ITH ON WRTIN '"" $212,73:) $191,457 SIGNI<S WftEAKING8L\{) 'MTH L.NIOtl PAC'ItlC FW\.P.O..OCOI*I#Y RN!.RON>SIGWUSURf.-cE IN ELRfNO """"' """"'" I,(X.t25C(l11) SH-19 ""''"' '2012 AT 27TH ST, E WOOOSON ST, R.AOO RO '"" $1,212,199 $1,C9J,979 /ftF&Wt::KT CROSSING ClOS!M; AT '""'"' COOlii'IJEO OPERATIOOOf THE """"" """""" STP-255Ef,1)1)RR ,.. CMSONG- '>:112 '"' $ 160,272 $100,212 i MSIGtlALS ASSESSP.ENTJI'NENT(}f(f NlJ LOCATION F£01 Zl20!)4 CROSSINGIMI'R FWl.FlOJIOSIQUUSURfAC€ AT \ENTA TOM STP-2DX>Plo!IAR "' SAASIGW.S z 2012 JlllEIIRO/ItHtATCIKAWI"niUIIION ""' $.:65.S.O N<.lll'l 

PAORCRAIIROAO 00 Zl20!)4 CROSSING N"'*K.Hi RA SIG!WJStJWACE WlJY STP.z26CfXl21FtR ,.. &RIRSIGW.S 12012 PRO.ECT ATCEllST'MTHUNOO ""' $213.015 $191.713 PAORC IWLRO..O IN()I.JI(':.AN CRO:SSI«liM'>&RRSIGWt """"' STEMNS STP-2EOOf»>IAR ,.. 7 >:112 INSTJU & PREOICTIONCIRCUITRI' AT '"" ...... Prqe:::ttkii'ITf<lfr;f

&MtSIGNALS PLAT OR>. BOIS D'ARC & SPRUCE WA.NONPAOAC AAlROAOCO 2928104 J.(IWATA STP-25Df;'OIIRR: ,.. CROSSINGIMPR • 2012 W.G'.TEMMS 1JTU3NGPREOICT10N - $219.610 $251.101 Prq«tNdll'lTrtlfcf

SMtSI(JV.I.S CIRCUTRYAT EW19NCflTH Of NOWATA W.lNONPACIAC R.'ILROADCO IN TU..SA!mOEAST """"' ru.SA STP-2720f)22JAR ,.. CROSSING IMPR • >:112 SURFACE PRo.ECT $1GK6J..SWJGATE "" $313.119 .n. .. Prqe:::atkii'ITr#r;E

i MtSIGNALS AAMSIPREOIOnettORCUTRY WU.ONPAOAC AALROAOCO lni!J@'S!Ral 11•1 "''"' NII•Non <a I I ¥14f ft<IJ CN.:I$UI*IfcrBIC:ri110$C<IiciJ\IIedn2012-J)13 EUAB•E T Fra;!londVSl ....... ""' EUAC•E .Jiertil.htormNn&CN.:I """ OCII3l t:IB.OCO U•BenefitDOCostRaiiO II Moderilt 00110 ,,,., CF<'• ld ,.,. 01050 .. , .. I Sev1rt O:rol $1.&49,a'(l FFY •fed!JaiFfUYear a O:l676fm , .. I<IIXl 16.2000D 1NIA • "" 16.200<lX> _l__l_ Use Restricted. 23 USC 409 2013 HSIP Fl1alf0f FHWA 
 

 

 

C. Assessment of the Effectiveness of the Improvements 

(Program Evaluation) 

1. Graphs of General Highway Safety Trends 

Fig. 1 
 

 Fig. 2 

Fig. 3 
 

Fig. 4 

Fig. 5 
 

Fig. 6 

 
 

Fig. 7 

Fig. 8 
 

Fig. 9 

See reference information in Appendix D for more trends and crash 

facts for Oklahoma. 

 

2. Description of Overall HSIP Effectiveness 

Improved site ranking methodologies include using only injury/fatal crash history (to better 

concentrate on reducing these crash types), introduction of Bayesian methods, 

specialized reports for prioritization of specific systemic mitigations, and rate-based rather 

than frequency-based methods in order to emphasize higher risk rural locations. Key 

systemic improvements (e.g. cable barrier and shoulder rumble strips) are being 

implemented on all relevant construction projects. 

a. SHSP Emphasis Areas 

Crossover fatalities and injuries have diminished drastically on highways treated with 

cable median barrier. Because of this success, installation of cable median barrier is now 

being considered even for highways with narrow medians. The overall fatality trend for 

2012 is upward, with the increase dominated by single vehicle crashes, roadway 

departures, intersection crashes, and urban crashes. 
 

b. Subprogram types 

Distinct subprograms exist for cable barrier, guard rail, shoulder rumble strip, low cost 

intersection safety improvement, retroreflective backplates, curve mitigation, and 

intersection signalization. The cable barrier program has been the longest running and 

has the most obvious success to date. 

c. System Wide Treatments 

Most SHSP targeted areas are, or are planned to become, system wide. Systemic 

intersection treatment is moving toward implementation with site screening in progress 

and a small number of sites already treated. 

 
 

D. High Risk Rural Roads Program (HRRRP) 

ODOT awarded one realignment project in FFY 2012 using $2,000,000 in HRRRP funds. 

Traffic Engineering has not utilized any HRRRP funds.  

Under Special Rule of MAP 21, Oklahoma is identified as a focus state for high-risk rural 

roads. The department is working to identify potential projects that are on rural major or 

minor collectors. These projects will be given prior consideration. Currently, Oklahoma is 

required to set aside $3,798,818 to address high-risk rural road locations. 

 

 

 
 

E: References 

Lindeburg, Michael R., P.E. Engineering-In-Training Reference Manual, 8th Ed. Professional 

Publications, Inc. Belmont, 1998. 

Toole, Joseph S., Associate Administrator for Safety. Memorandum. Subject: 

INFORMATION: Highway Safety Improvement Program (HSIP) Reporting Guidance. 

USDOT / FHWA. May 14, 2009. 

Furst, Tony, Associate Administrator for Safety. Memorandum. Subject: Highway Safety 

Improvement Program – Map021 Interim Eligibility Guidance. USDOT / FHWA. October 4, 

2012. 

Szabat, Joel, Deputy Assistant Secretary for Transportation Policy. Memorandum. Subject: 

Treatment of the Economic Value of a Statistical Life in Departmental Analyses – 2009 Annual 

Revision. Office of the Secretary of Transportation. March 18, 2009. 

Trottenberg, Polly, Assistant Secretary for Transportation Policy. Memorandum. Subject: 

Treatment of the Economic Value of a Statistical Life in Departmental Analyses – 2011 Interim 

Adjustment. Office of the Secretary of Transportation. July 29, 2011. 
Appendix A: Initial Request with HSIP Project Categories (Toole Memoran

us. Depor1mert 

dla1spor1ofta I 

Oklahoma Division 

fedefalltlghwoy 

Administration 

Gary Ridley 

Director 

Oklahoma Department of Transportation 

200 NE 21" Street 

Oklahoma City, OK 73105 

J une 3, 2009 

Attention: Messrs. Harold Smart, Joe Kyle and Ms. Ginger Miller 

Dear Mr. Ridley: 

5801 N BroadWay Ext., Ste. 300 

Oklahoma City, OK 73118 Phooe: 405·254·3300 

Fax: 405·254·3302 

WHW.fhwa.dot.govlokdiv 

In Reply Refer To: 

HDA-OK 

Enclosed is the guidance package for reporting requirements under Title 23 U.S.C. Section 

148(g) and 23 CFR 924. The Department needs to submit its annual reporting on Highway 

Safety Improvement Program (HSIP), "5 Percent" Report, and the Railway-Highway Crossing 

Report. The HSIP report shall also contain infonmation regarding the High Risk Rural Roads 

Program (HRRRP), which is a component of the HSIP. 

The guidance for the annual Railway-Highway Crossing and "5 Percent" reports remain the 

same and are available on the web at http://safcty.lhwa.dot. gov/safetealu/usc 130.htm and 

http://satetv.fhwa.dot.gov/safettaluffi,egt•idance.htm. However, the HSIP reporting guidance 

has been updated to reflect the recent revision of23 CFR Part924 which was effective January 

23,2009. 

lbe State should submit all three reports together to FHWA Division Office no later than 

August 31 of each year. If you have any questions, please contact me at 405-254-3345, or huy.nguyen@dot.gov. 

Huy Nguyen, P.E. 

Safety Engineer 

Enclosure 

Cc: David Streb, ODOT 

• 

Mem

Subject: 

From: 

SENT VIA ELECTRONIC MAIL 

INFORMATION: Highway Safety Improvement Program 

(HSIP) Reporting/,():' 1 

Joseph S. Tool 

Associate Ad 1ims1rator for Safety 

To: Division Administrators 

The FHWA Office of Safety has updated the Highway Safety Im

Reporting Guidance to reflect the recent revisions to the HSIP re

which was effective January 23, 2009. This guidance supersede

entitled "Highway Safety Improvement Program Reporting Requ

The guidance for the annual Railway-Highway Crossing and "5 

same and is available on the Office of Safety's Web site, as follo

• Railway Highway Crossing Report (May 5, 2006) 

http://safetv. thwa.dot.govlsafetealulusc 130.htm 

• The "5 Report (April 5, 2006) 

http://safety.fhwa.dot.gov/safetealu/fiveguidance.htm 

These reports are due to the FHWA Division Office by August 3

Office of Safety by September 30, 2009. If you have any questio

information, please contact Ms. Karen Yunk at (609) 637-4207. 

Thank you fOr your continued support in ensuring successful imp

Attachment 

cc: Direcror of Field Services 

Safety Field 

• 






Appendix B: B/C Ratio and EUAC (Lindeburg 13-7, 13-15, 13-16) 

ENGINEERING ANALYSIS 13-7 

'I'Jble 13.1 

Discount Factors for Discrete Compounding 

factOf' n11me convens symbol fonnula 

single payment Pto F (F/P,i'f.,n) (l+i)'' compound amount 

single payment Fto P (P/F,i%,n) (I +it" present worth 

uniform senes FtuA (A/F,i%,n) ( l +i)"- 1 sinking fund 

I? P to A l(l -I)" rccoH:r) ( 1-•J' 

unifonn sefid A 10 Jo' (F/A, o%,n) wmpound amount 

unifofHI series A to/" (I'/A,;%,n) (1 +-i)"- 1 pn:sent wonh umrorm gradient G toP (P/G, i%,n) (1-i)"- I n pres.ent wonh •'(I +i)" - j(l +i)• unifonn gradient Gto F' (F/G, i%,n) (I +i)"- I n future wonh --,,----, uniform Gradient (A/G,i%,••) I " uniform series CtoA i- (I + i)" - I 

13 CALCULATING U:'IIFORM St:RIES 

EQlJIVALENCE 

A cash flow that n::peatJI eac:h year for ,.. withoot 

change 111 amount is known as an llllflm'l um01m1 and 

given lhe symbol A. an example. a pkce of equipment 

may require annual maimenanoe, and the malmenancc cost 

will be an annual amount. Although the equi\•:tlem value 

for of the n annual o.mountS could be calculated and 

lhe" summed. it is more expedient to use one of the unifonn 

series factors For example, it l.s possible to conve11 from 

an annual amoum to a future wnoum by uM: of the (F/ A) 

factor. 

F • A(F/A,•%,n) 13.8 

A smkltlg fund rs 3 fund or account into which annual 

posits or A nre m:w:te in order to accumulate F at t = '' 

m lhe future:. Since the annual dtposil ic; calculrued as A F(A/ F, i%, n), the (A/ F) foct<>< is known os 1he 

sjnkinR fimd foetor. 

An lllflluil) is a serie..;; or equal p.1ymems (A) made over a 

period of time.10 Usually. it is nt;t't:bary to "buy mtu" 11n 

investmem (e.g .. a bond, an insuranct policy, etC.) in order 

lo the annuity. In the simplest case of M annuity 

iOAn a:muuy 11'\ay a!io COtUut ol • lump wm p1ymcnt miCk It IIOfl'le 

,.._ , .. Jrt tanx. llov.-tvtt, tha iJ""' C'Or!Sidned in dlb 

that starts at the end or the first year nnd oonlinues for n 

years. the purchase pricx is 

P = A(P/A,;%,n) 13.9 

The presem wonh of an infinite (pefJNtllol) suiu of an· 

nual amounts i.s as a copirolit.M COJI. There is no 

(P/A, ,%,oo) factOr in the table!. but the cnpirah7..cd cost 

can be calculated 

P = (i in decim11l fonn) 13.10 

I 

Altematives with different li'o'CS will generally be compared 

by way of uniform cumual cost, or EUAC. An 

EUAC is the annual amount that is equivalent to all of the 

cash nov.'S in the Tile EUAC differs in sign 

from all of ttle other cash tlow.s. Costs :md expenses expre.ssed as I!UACs. which 'would nonnally be consrdered 

negati\·e. uc actually positive. Tile term in tbe 

nation EUAC serves to rnllke dear the mclllllng of u pusrtrvc 

number. 

E.wmplt 13.4 

Mainten10Ce costs for a machine are $2..50 each }-Cat. What 

rs the present worth of these mttinten:mce costs O\'et a 12-yea.r period if 1he interest rate is 8%'! 

PROFf.SSJO!orAL I!"C. • BeltnCinl. CA 

I 

ENGINEERING ECONOMIC ANALYSIS 

C Annual Cost Mel hod 

Alternatives that accomplish the same purpose but thot h:Jve 

unequ:ll Jives must be comrared by the onnuol cost 

The annual <.'OSt lllelhod that each 

oative will be replaced by an twin att.llt end of Its 

useful life (infinite renewal). Th1s metl'lod. wh1ch may also 

be used to rank a.l!emati\'CS I'Ccording to their desirability, 

is also ailed the a11m,al retrun mt tlwd or capital 

IUttJwd. 

Restrictions are that the :s.hematives mu!t he mutually exolusive and repeatedly renewed up to the dul'ation of the 

longcst·lived alternative. The calculated annual cost is 

known as 1he equwalent uniform annual cost (EUAC) or 

juM tqlli,·alem annllal cost. Cost is a posith•e number when 

exceed income. 

Examplt JJ.IJ 

Whicl'l of the following 3ltematives is superior over a 30-

year period 1f the mtcn:st r.ue is 

type 

life 

ttltemative A 8 

wood 

imlial cost 

maintenance 

brick 

30yem 

SISOO 

$5/ycar 

10 )'eaJl: 

$450 $20/yenr 

(solulicnJ 

EUAC(A) = ISOO(A/P, 7%,30) +5 

- (1800)(0.0806) + 5 

- $150 

EUAC(B) - 450(A/P, 7%,10) + 20 

- (450)(0.1424) + 20 

•i84 

"or CCicnc:, t.be annual CQI.I rntdiOd CM1 be u.wrliO 

ori1y ol Ult'ts wilb identical lives u well. 

Altemath•e B 

is the lov.est. h is ass

wilh life Of te.n year

span the 30-year perio

25 CHOICE OF A

A:-1 ALTERNAT

With specific econom

hle 10 qualify an inve

without hnving to com

such perfonnance crite

minimum ru

A. Bt!ncfii·Cost Ra

The benefit cost ralto 

projeCt wh

rerent segments or th

present wonh nf all b

rio) 1.$ divided by the 

is considered lt(:tptab

that is. if 8/C 1.0

When the benefit-c"05t 

by the: initiators or sp

the usel'1i of the proj

often diffiC'Uh to dete

or a disbenetit (whet

denominator of 1he be

Rej;ardless of where t

project will always h

or equal to 1.0, altho

dep:nd 011 tlae placem

rmio method no

1be benefit-cost ratio 

seen extens1ve use m 

ratio is ofien (but not 

nuAl and ann

Anothc.r characlt:rinte the route (road, highw

and th3.t various altern

'There wtll be existing cuiTCnt route. Therefo

in henefiL" and cost.s 

rutio.11 

- 

8/C- 6 

"Thi.s dbar.uiolt 0( 

everyone; l&rcu wid! E4 13

Mtioatl 'nxtbooll 

tatu a .mad m Dnl: 

bl&)IWI)' aalllkMIICC. Rtp

Wlalit')') 'bOuld be plactd 

bcncliiS. Thb m.aadMe Ut b

PROFP.SSIONAI. PL'BLICAnO.SS, INC. • lklmoDt. CA 

Appendix C: Discount Rates 

Discount Rates 

Discount Rate [(1 +Market Interest Rate) I (1 + Inflation Rate)]-1. 

The discount rate (commonly called an interest rate in business investments) 

represents the time value of money. It is usually expressed as an annual 

compounded rate that represents the rate of interest money will earn over a 

future period. The AASHTO Pavement Design Guide explains the discount 

rate in the following way: 

·A governmental unit that decides to spend money improving a highway, 

for example, loses the opportunity to "invest" this money elsewhere. That 

rate at which money could be invested elsewhere is sometimes known as 

the "Opportunity Cost Of Capital" and is the appropriate discount rate 

from performing the present value calculations on public projects should 

represent the opportunity cost of capital to the taxpayer as reflected by 

the average market rate of return. However, the market ... rate of interest 

includes an allowance for expected inflation as well as a return that 

represents the real cost of capital: 

The Oklahoma Turnpike Authority uses approximately bonds. 

(Should receive more information from OTA, 1115/97.) 

Oklahoma State Treasury's office has availability to invest in US Treasury 

Bills (0·12 months) varies 

Notes (1·20 years) 6.94% (20 year Note) 

Bonds (30 years) 2JI5..% 

They currently invest in bills and notes. 

FHWA considers "Best Practice" to use discount rate. 

Corps of Engineers, use a discount rate based on interest-bearing securities. 

Currently, all projects having terms exceeding 15 years have a discount rate of 

Z:.SLa%. 

American Concrete Paving Association, Frank Cunningham recommends 3.% 

for government projects. 

Asphalt Institute, Gary Fitts says it varies Most states settle on 

being the most common. 

"PONllS" a National Bridge Management tool for AASHTO contributing states 

comes with the default value discount rate. 

Further Life-Cvcle Analysis of Proi No · B

I have reevaluated the study using a constant-dollar analy

inflation). Below list a summary of the sensitivity. 

+ + + 

+ 

Uniform Equivalent 

Discount Rate Widen w/ Exist. Steel Replac

2.00% $124,803 $105

3.00% $151,122 $t..g1

4.00% $177,804 $,173

4.46% $190,074 $190

5.00% $204,479 $210

6.00% .$231,252 $249

7.00% $258,283 $289

15.00% $485,100 $616

20.00% $630,751 $821

A survey• of commonly used discount rates indicate 

unjustified. Discount rates should be in 

depending on whether "Constant Dollars" or "Nomin

This study was perform using "Constant Dollars· an

should be used. 

Both options are equal using a 4.46% discount rate

At 15% discount rate, it will be very difficult justifyin

existing situation. Future accidents, delays due to 

to failed roadways will not greatly impact the presen

superstructure 75 years in the future with today's do

the present cost of $100. 

See Attachment 
 
 

Appendix D: Oklahoma Highway Safety Office Crash Facts 

2012 

OKLAHOMA 

Crash Facts 

Oklahoma Department of Public Safety 

Highway Safety Office 

3223 N. Lincoln Blvd. 

Okla. City, OK 73105‐5403 

Telephone (405) 523‐1570 

Fax (405) 523‐1586 

Web Site: www.ohso.ok.gov 

Document Location: 

http://www.ok.gov/ohso/Data/Crash_Data_and_Statistics/Crash_Facts_2012.html

This publication is issued by the Oklahoma Department of Public Safety as authorized by the Commissioner of Public Safety. The

Oklahoma Department of Libraries has been notified of the posting of the 2012 Crash Fact Book to the Department of Public Safety

web site: www.dps.state.ok.us.
 

Appendix E: Treatment of the Economic Value of a Statistical Life 

in Departmental Analysis – 2011 Interim Adjustment 

MEMORANDUM TO: SECRETARIAL OFFICERS [SIGNED July 29, 2011] 

MODAL ADMINISTRATORS 

From: Polly Trottenberg, Assistant Secretary for Transportation Policy 

x64540 

Robert Rivkin, General Counsel 

x64702 

Re: Treatment of the Economic Value of a Statistical Life in 

Departmental Analyses – 2011 Interim Adjustment 

Departmental guidance on valuing reduction of fatalities and injuries by regulations or investments was first 

published in the 1993 memorandum "Treatment of Value of Life and Injuries in Preparing Economic 

Evaluations." This guidance was revised in 2008 on the basis of later research, yielding a value of statistical 

life (VSL) of $5.8 million. The last time our guidance was adjusted was in 2009, when we announced the 

current value of $6.0 million. Using the 2009 value as the baseline, we now find that changes in prices and 

incomes over the last two years imply an increased VSL of $6.2 million for analyses prepared in 2011. 

However, since our last formal examination of the professional literature about VSL occurred three years ago, 

we have decided to conduct a further review, so that we can ensure the value used by Department analysts 

reflects the best and most recent academic research. While analysts should, for now, base analyses on a VSL 

of $6.2 million, we may further revise that guidance after completion of the review. 

Note also that we are adopting three changes in methodology in addition to the current interim VSL 

adjustment. First, although we have previously updated VSL estimates to current values by using an income 

elasticity of 0.55, we will now forecast higher future VSL in response to expected income growth. Second, 

consistently with the increasing VSL so derived, we replace standard deviations specified in dollars with ones 

defined in proportion to the value of benefits. Third, we update the relative values of injuries of varying 

severity on the basis of a recent study. 

This guidance and other relevant documents will be posted on the Reports page of the Office of Transportation 

Policy website, http://ostpxweb.dot.gov/policy and on the General Counsel’s Regulatory Information Website, 

http://regs.dot.gov. Questions should be addressed to Peter Belenky, (202) 366-5421 or 

peter.belenky@dot.gov. 

cc: Regulations officers and liaison officers 
 

Revised Departmental Guidance: 

Treatment of the Value of Preventing Fatalities and Injuries in Preparing 

Economic Analyses – 2011 Revision 

The 1993 guidance memorandum "Treatment of Value of Life and Injuries in Preparing Economic 

Evaluations" established recommended values to be used in regulatory and investment analyses by all 

administrations within the U.S. Department of Transportation. Revised guidance published in 2008 and based 

on more recent research yielded a value of statistical life (VSL) of $5.8 million, which was adjusted to $6.0 

million in 2009 in response to growth in the consumer price index and the employment cost index. No revision 

was published in 2010, but the value would have remained unchanged. In this revision, we find that changes in 

prices and incomes over the last two years imply that the VSL to be used in analyses prepared in 2011 should 

now be increased to $6.2 million.1 

1 VSL2011 = VSL2008 * (CPI2010/CPI2007) * (ECI2010/ECI2007) ^ 0.55 

6.1508 = 5.8008 * (218.056/207.342) * (101.275/99.775) ^ 0.55 

2 Environmental Protection Agency “Guidelines for Preparing Economic Analyses.” p. B-5. 

http://yosemite.epa.gov/ee/epa/eed.nsf/webpages/Guidelines.html#download 

“The Benefits and Costs of the Clean Air Act 1990 to 2010: EPA Report to Congress,” p. H-39 

http://yosemite.epa.gov/ee/epa/eerm.nsf/vwRepNumLookup/EE-0295A?OpenDocument 

3 1.016^0.55 = 1.00877 (annual income growth factor of 1.016, raised to the power of the income elasticity, 0.55, yields annual 

VSL growth factor of 1.00877.) 

In the revised guidance published on February 5, 2008, we adopted an income elasticity of 0.55 for adjusting 

past VSL to current values, but we did not use it to estimate anticipated VSL resulting from expected growth 

in real income levels. Since higher incomes should be reflected in willingness to pay for reduced risk, logical 

consistency requires that this income adjustment be incorporated in estimates of future as well as past and 

present VSL. EPA has also adopted this principle in its analyses.2 

The procedure we now recommend uses the Congressional Budget Office’s estimate of the long-term annual 

growth rate of labor productivity, 1.6 percent, to project future real income levels. Analysts should augment 

the base-year VSL by 0.877 percent per year to estimate VSL of any future year in base-year dollars before 

discounting to present value.3 

This growth rate should be used as a single value, although it, too, can be estimated only approximately. While 

EPA uses a slightly different elasticity estimate as the central value and has assumed high and low figures for 

development of alternative projections, that procedure is unduly cumbersome for our purposes. Instead, we 

will adopt a single measure of variation to reflect uncertainty in the benefit of reducing present and future risks 

of fatalities and injuries. 

As noted in our previous guidance, the values of preventing injuries of varying severity prescribed in 1993 

have been under review. Recent research provides a basis for updating 3 these values.4 Unlike the VSL 

estimate itself, the benefits of preventing injuries are not derived from estimates of public willingness to pay to 

reduce risk. Empirical research cannot yield a credible and specific value of guarding against every potential 

injury. Instead, each type of injury experienced in transportation accidents is rated (in terms of severity and 

duration) on a scale of quality-adjusted life years (QALYs), which compares it to the alternative of perfect 

health. These scores are grouped, according to the Abbreviated Injury Scale (AIS), yielding coefficients that 

can be applied to VSL to assign each injury class a value corresponding to a fraction of a fatality. 

4 Rebecca S. Spicer and Ted R. Miller. “Final Report to the National Highway Traffic Safety Administration: Uncertainty 

Analysis of Quality Adjusted Life Years Lost.” Pacific Institute for Research and Evaluation. February 5, 2010. 

http://ostpxweb.dot.gov/policy/reports/QALY Injury Revision_PDF Final Report 02-05-10.pdf 

The measure adopted here is the quality-adjusted percentage of remaining life lost for median utility weights, 

based on QALY research considered “best” as presented in Table 9 of the cited study by Spicer and Miller. 

The rate at which disability is discounted over a victim’s lifespan causes these percentages to vary slightly, 

and the study shows estimates for 0, 3, 4, 7, and 10 percent discount rates. These differences are minor in 

comparison with other sources of variation and uncertainty, which we recognize by sensitivity analysis. Since 

OMB recommends the use of alternative discount rates of 3 and 7 percent, we present the scale corresponding 
 

to an intermediate rate of 4 percent for use in all analyses. The fractions shown should be multiplied by the 

current VSL to obtain the values of preventing injuries of the types affected by the government action being 

analyzed. 

Relative Disutility Factors by Injury Severity Level (AIS) 

For Use 

with 3% or 

7% 

Discount 

Rate AIS 

Level 

Severity Fraction of 

VSL 

AIS 1 Minor 0.003 

AIS 2 Moderate 0.047 

AIS 3 Serious 0.105 

AIS 4 Severe 0.266 

AIS 5 Critical 0.593 

AIS 6 Unsurvivabl

e 

1.000 

 
 

Appendix F: Highway Safety Improvement Program – Map021 

Interim Eligibility Guidance 
 

U.S. Deporlment 

of Trcnsportotion 

Federal Highway 

Administ ration 

Subject: INFORMATION: Highway Safety 

Improvement Program - MAP-21 Interim 

Eligibility · e V 

From: Tony Furs ~ 

Associate tlm . i · for Safety 

To: Division Administrators 

Me111orandu111 

Date: October 4, 20 I2 

In Reply Refer To: 

HSSP 

Moving Abead for Progress in the 21st Century Act (Public Law 112-141 ), or MAP-21 , 

made some subtle but significant changes to the Highway Safety Improvement Program 

(HSIP). The significant change to HSIP in MAP-21 is that the types of projects eligible 

for HSIP fLmds are no longer constrained by an inclusionary list. MAP-21 continues to 

focus the HSLP on significantly reducing traffic fatalities and serious injuries on all public 

roads, including non-State-owned public roads and roads on tribal lands. The HSIP also 

continues to require a data-driven, strategic approach to improving highway safety on all 

public roads that focuses on performance. 

Under MAP-21 , a highway safety improvement project is any strategy, activity or project 

on a public road that is consistent with the data-driven State Strategic Highway Safety 

Plan (SHSP) and corrects or improves a hazardous road location or feature or addresses a 

highway safety problem. MAP-21 did not continue the I 0% flexibility provision 

established in SAFETEA-LU. States are no longer required to certify they have met 

various safety infrastructure needs in order to fund non-infrastructure projects. Further, 

there is no longer a limit to how much a state can spend on any project types. The use of 

HSIP funds must be compliant with Title 23 and can be used for both infrastructure and 

non-infrastructure projects that are consistent with the State's SHSP, correct or improve a 

hazardous road location of feature, or address a highway safety problem. 

The attached guidance, which clarifies the new HSLP eligibility guidance, was posted on 

the FHWA MAP-21 Website on September 25, 2012 

(http://www. fhwa.dot.gov/map21 /guidance/guidehsip.cfm ). This guidance provides 

clarification on project consistency with the SHSP; project selection through a data driven 

process; project relationship to perfom1ance goals, measures and targets; general project 

eligibility; and highway safety improvement projects that may warrant additional 

consideration, such as exceptions to the eligibility of projects to maintain minimum levels 
Fatal

Serious

Injury

Other

STP‐240D(002)RR LeFlore/Howe, Lassiter Rd. 330739V 7 Active Grade Xing Improvement Active Veh 315,085.00 130 0 0 

STP‐255E(149)RR Statewide Inventory Maintenance Crossing Inventory Update 160,272.00 130 

STP‐240E(004)RR LeFlore/Shady Point, Wheelus Rd. 330720D 7 Active Grade Xing Improvement Active Veh 360,350.00 130 0 0 

STP‐266E(010)RR Rogers, EW0340 668518F 5 Active Grade Xing Improvement Active Veh 170,473.00 130 0 0 

STP‐266E(011)RR Rogers, NS0424 668525R 7 Active Grade Xing Improvement Active Veh 311,477.00 130 0 0 

STP‐252B(008)RR Noble/Perry, SH‐77 673767W 4 Active Grade Xing Improvement Active Veh 371,961.00 130 0 0 

STP‐255F(127)RR Statewide Stop/Yield Sign Various Crossing Warning Sign Improvements Passive Veh 49,189.00 130 

STP‐206C(005)RR Blaine/Okeene, SH‐51 671415J 5 Roadway Geometry Improvements Active Veh 57,945.00 130 0 0 

STP‐268D(008)RR Sequoyah/Sallisaw, Farm Rd. 434148G 7 Active Grade Xing Improvement Active Veh 223,162.00 130 0 0 STP‐251D(012)RR Muskogee/Braggs, E Davis Rd. 434106V 6 Active Grade Xing Improvement Active Veh 381,679.00 130 0 0 

STP‐209D(007)RR Canadian/El Reno, Darlington Rd. 595451W 7 Active Grade Xing Improvement Active Veh 270,362.00 130 0 0 

STP‐237D(006)RR Kingfisher, EW0870 595434F 7 Active Grade Xing Improvement Active Veh 224,478.00 130 0 0 

STP‐253D(022)RR Nowata, EW0260 433981P 7 Active Grade Xing Improvement Active Veh 295,627.00 130 0 0 

STP‐209D(009)RR Canadian/El Reno, Alfadale Rd. 596833V 7 Active Grade Xing Improvement Active Veh 284,228.00 130 0 0 

STP‐208D(007)RR Caddo, EW1450 596582D 7 Active Grade Xing Improvement Active Veh 295,386.00 130 0 0 

STP‐208B(008)RR Caddo, NS2620 596577G 7 Active Grade Xing Improvement Active Veh 285,341.00 130 0 0 

STP‐218D(030)RR Craig, EW0290 413532V 7 Active Grade Xing Improvement Active Veh 326,405.00 130 0 0 

STP‐253D(023)RR Nowata, EW0270 433982W 7 Active Grade Xing Improvement Active Veh 438,356.00 130 0 0 

STP‐273E(007)RR Wagoner, EW0760 413594T 5 Active Grade Xing Improvement Active Veh 302,757.00 130 0 0 

STP‐251E(016)RR Muskogee, NS4310 595434F 7 Active Grade Xing Improvement Active Veh 538,499.00 130 0 0 

5,663,032.00

Notes:1 ‐ See FHWA Functional Classification Guidelines at http://www.fhwa.dot.gov/planning/fcsec2_1.htm

2 ‐ Show whether the project achieved its purpose using benefit‐cost or other methodology developed by

the State. These analyses may include all crashes, or targeted crash types, depending on the nature of

the improvement that was implemented.

Total

OKLAHOMA

23 USC 130

2013 Railway‐Highway Crossings Project Metrics

Project Number

Location

(County/ Municipality, Highway)

USDOT Crossing Number

FHWA Roadway Functional

Classification (see Note 1) Project Type and Description (using the suggested groupings provided in guidance)

Crossing Protection

(active, passive)

Crossing type

(vehicle, pedestrian, etc.)

Total Project Cost

Funding Type

Before Crash 

( 5 year