Page 1 of 36

IDAHO 

2022 ANNUAL REPORT 

Disclaimer: This report is the property of the State Department of Transportation (State DOT). The State DOT 

completes the report by entering applicable information into the Federal Highway Administration’s (FHWA) Highway 

Safety Improvement Program (HSIP) online reporting tool. Once the State DOT completes the report pertaining to its 

State, it coordinates with its respective FHWA Division Office to ensure the report meets all legislative and regulatory 

requirements. FHWA’s Headquarters Office of Safety then downloads the State’s finalized report and posts it to the 

website (https://highways.dot.gov/safety/hsip/reporting) as required by law (23 U.S.C. 148(h)(3)(A)). 
2022 Idaho Highway Safety Improvement Program

Page 2 of 36

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 .......................................................................................................................7

Project Implementation .......................................................................................................................10

Funds Programmed .........................................................................................................................10

General Listing of Projects ..............................................................................................................12

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

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

Safety Performance Targets............................................................................................................21

Applicability of Special Rules ...........................................................................................................25

Evaluation ...........................................................................................................................................26

Program Effectiveness ....................................................................................................................26

Effectiveness of Groupings or Similar Types of Improvements .......................................................26

Project Effectiveness .......................................................................................................................31

Compliance Assessment ....................................................................................................................32

Optional Attachments..........................................................................................................................35

Glossary ..............................................................................................................................................36
2022 Idaho Highway Safety Improvement Program

Page 3 of 36

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. 407 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.” 
2022 Idaho Highway Safety Improvement Program

Page 4 of 36

Executive Summary

Highway safety is one of the primary objectives of the Idaho Transportation Department (ITD). The Highway 

Safety Improvement Program (HSIP) is comprised of projects proposed by the ITD Districts and the Local 

Highway Technical Assistance Council (LHTAC). They are selected based upon highway safety data and align 

with the Strategic Highway Safety Plan (SHSP) fulfilling the requirements defined by the Fixing America's 

Surface Transportation Act (FAST). The SHSP outlines strategies to reduce traffic fatalities and serious injuries 

through projects specified in the HSIP, providing a standard way to evaluate progress on a regular basis.

The Idaho Transportation Department (ITD) continues to work on enhancing the Highway Safety Improvement 

Program (HSIP) for all public roadways in Idaho. ITD uses data from the Highway Safety Corridor Analysis 

(HSCA) to identify high priority corridors. ITD has started using the Transportation Economic Development 

Impact System (TREDIS) to evaluate HSIP eligibility for all projects nominated for FY20 and beyond. At the 

local level, work continues by the Idaho Local Highway Technical Advisory Council (LHTAC) to plan and 

prioritize highway safety projects at the local level. LHTAC continues to enhance their process based on the 

fatal and serious injuries to determine what jurisdiction have priority for HSIP funding.
2022 Idaho Highway Safety Improvement Program

Page 5 of 36

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. 

ITD and LHTAC use benefit-cost ratio analysis to determine funding of HSIP projects. Any project selected has 

to follow a data-driven criteria that shows what safety concern is being addressed, how it ties into the State 

Highway Safety Plan, and expected outcomes from the project. 

Where is HSIP staff located within the State DOT? 

 Other-Division of Highways

HSIP crosses multiple areas, including Traffic Operations and Asset Management, with inputs from the Office 

of Highway Safety. 

How are HSIP funds allocated in a State? 

• Central Office via Statewide Competitive Application Process 

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

The Local Highway Technical Assistance Council (LHTAC) works with ITD to address the safety of the Idaho 

local roads. LHTAC also uses the HSIP funding from the FHWA. These funds are dedicated for use on local 

safety projects. LHTAC provides a recommended project list. The projects are reviewed and approved by the 

FHWA using PSS. 

Determine Funding Split (ITD & LHTAC) 

For funding FY20 and beyond, ITD and LHTAC will review the data together to determine the appropriate 

funding split based on the total number of Fatal (K) plus Serious Injury (A) crashes. The percentage of 

K+A Crashes on local roads will equal the funding split between ITD and LHTAC. The current approved 

funding split for FY22 and FY23 is 50%. 

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

Bureaus, Divisions) are involved with HSIP planning. 

• Districts/Regions 
2022 Idaho Highway Safety Improvement Program

Page 6 of 36

• Operations 

• Planning 

• Other-Office of Highway Safety 

Describe coordination with internal partners. 

ITD's Office of Highway safety produces the Highway Safety Corridor Analysis (HSCA) and the High Crash 

Location (HAL) reports on an annual basis. 

Each district uses these reports and other tools to develop potential projects. Once a project is proposed, the 

districts put together a Project Charter that meets FAST eligibility requirements to be considered for funding. 

An acceptable charter must include a Project Objective Statement (POS) and a Scope of Work clearly 

identified to support HSIP funds. It also must include a timeline with realistic start and finish dates. Most 

importantly the charter must include an appropriate HSIP justification that addresses the following: 

1. How is the project safety-driven? 

· Base Answers upon the Strategic Highway Safety Plan.

· Site statistics and results such as the basis of crash experience, crash potential, crash rate, or other datasupported means. 

2. How does the project align with and help implement the strategies found in the Strategic Highway Safety 

Plan? 

· Pinpoint safety problems either through a site analysis or systematic approach; 

· Identify counter measures to address those problems; 

· Prioritize projects for implementation; and 

· Evaluate projects to determine their effectiveness 

3. How does the project eliminate death and serious injury?

· Address identified safety issues within a highway wsafety corridor or a spot location such as an intersection 

or High Accident Location (HAL) or does it incorporate a system-wide approach such as rumble strips. 

· Each district has a corridor map outlining safety corridors (also known as the Highway Safety Corridor 

Analysis (HSCA)). Make sure to review these maps for pertinent system-wide safety corridor analysis. 

All project evaluations are based upon the information that has been entered in PSS and the Office of 

Transportation Information System (OTIS). The projects are prioritized by the Economics Office and 

Transportation Systems using the TREDIS process. TREDIS calculates benefits in safety and mobility as a 

result of a project, including economic value that can be realized related to transportation and the mobility it 

affords to the citizens and businesses of the state of Idaho. 

Identify which external partners are involved with HSIP planning. 

• Other-Local Highway Technical Assistance Council-representing all local highway districts 
2022 Idaho Highway Safety Improvement Program

Page 7 of 36

Describe coordination with external partners. 

Once the funding split has been decided, LHTAC will solicit local agencies for projects based on a data driven 

approach. LHTAC evaluates each of the projects and the selected projects are sent on to ITD. ITD will 

evaluate the projects to ensure they fit within the scope of the SHSP and then make the final approval. 

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

elaborate. 

Below is an excerpt from Idaho's HSIP Standard Planning Process document. 

The foundation of consistency within the HSIP process is completing a project charter for each project. The 

charter contains information that can be used to consistently compare projects against each other and provide 

details needed for analysis in TREDIS. Another important aspect of the HSIP program is specified justification 

which is necessary for the Federal Highway Administration – Idaho (FHWA-ID) to assess the funding eligibility 

of the proposed projects. The project must be focused on reduction of fatalities and serious injuries.

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. 

• HSIP (no subprograms) 

Program: HSIP (no subprograms)

Date of Program Methodology:7/1/2015

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Other-state competes with all projects while local uses funding set-aside approach

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Fatal and serious injury crashes 

only

• Traffic

• Volume • Functional classification

What project identification methodology was used for this program? 

• Crash frequency
2022 Idaho Highway Safety Improvement Program

Page 8 of 36

• Crash rate

• Other-High Accident Location (HAL) List

• Other-HSCA

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.

They look for areas that have multiple fatal and serious injury crashes and have the local agencies 

apply for funding.

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

What percentage of HSIP funds address systemic improvements? 

 1

 HSIP funds are used to address which of the following systemic 

improvements? 

• Clear Zone Improvements 

• Pavement/Shoulder Widening 

The vast majority of projects are spot selection, based on crashes that have occurred at a particular location. 

However, some projects may be extended to address other areas of the same configuration. This is most likely 

to happen on the local system. 

Most HSIP projects are addressing a specific location (spot). Occasionally, a project addresses a series of 

sections, including a spot but extending to additional configurations (making it systemic). In 2021, there were 2 

systemic local highway district projects that totaled $129,000. 
2022 Idaho Highway Safety Improvement Program

Page 9 of 36

What process is used to identify potential countermeasures? 

• Crash data analysis 

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

• Engineering Study 

• Road Safety Assessment 

• Other-Highway Safety Corridor Analysis process 

We tend to use a variety of data driven processes. We have easy access to all crash data and the research 

analyst and engineers are able to work together. We also have a Road Safety Assessment program for both 

the local and the State system which has led to multiple projects based on the recommendations from the 

RSA.

Does the State HSIP consider connected vehicles and ITS technologies? 

No

Not at this time. 

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. 

Our two main processes used to identify possible areas for projects are based on methodology from the HSM. 

The first, High Accident Location (HAL) uses a weighted score of frequency, rate and severity to determine 

locations. Our Highway Safety Corridor Analysis (HSCA) process uses rates to determine priority corridors. 

LHTAC uses the HSM method of calculating benefit-cost for all projects. This is the only scoring criteria for the 

applications. 

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

elaborate. 

After Idaho was notified that we triggered the HRRR rule, we went back and double checked that projects fell 

into the functional classifications for the high risk rural roads. With Idaho being a largely rural state, we have 

many projects that are on rural roads. We really didn't have to adjust anything to our methodology to ensure 

we have projects on high risk rural roads.
2022 Idaho Highway Safety Improvement Program

Page 10 of 36

Project Implementation

Funds Programmed 

Reporting period for HSIP funding. 

State Fiscal Year

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $14,723,000 $18,082,403 122.82%

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 $0 $0 0%

Totals $14,723,000 $18,082,403 122.82%

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

safety projects? 

31%

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

23%

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

$50,000

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

$50,000

LHTAC will usually schedule and obligate $50,000 for HSIP planning activities each year. 

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%
2022 Idaho Highway Safety Improvement Program

Page 11 of 36

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%

Funds are generally not transferred into HSIP from other core program areas. It's possible that other funds are 

used in a project besides HSIP, but they're generally not transferred from other funding sources.

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

the future.

At this time there are no impediments to obligating HSIP funds.
2022 Idaho Highway Safety Improvement Program

Page 12 of 36

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

12995 US 12, 

Greer Rd to 

Kamiah, 

Rockfall 

Mitigation

Miscellaneous Miscellaneous - 

other

4 Miles $100000 $100000 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther2,100 55 State 

Highway 

Agency

Spot Rockslide 

Mitigation

SHSP 

Emphasis 

Area

19134 US 93, 

100 South Rd, 

Jerome 

County

Roadway Roadway 

widening - add 

lane(s) along 

segment

2 Miles $150000 $150000 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther5,000 55 State 

Highway 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

19861 SH 13, 

Curve 

Improvement, 

NR Kooskia

Roadway Roadway 

widening - curve

0.4 Miles $200000 $200000 HSIP (23 

U.S.C. 148)

Rural Major Collector 3,200 55 State 

Highway 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

19941 US 95, 

Riverside NB 

Passing Ln, 

Latah Co

Roadway Install / remove / 

modify passing 

zone

1 Miles $2364540 $2364540 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther5,200 60 State 

Highway 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

19943 US 93, 

300 South Rd., 

Jerome

Roadway Roadway - other 1 Miles $400000 $400000 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther7,600 55 State 

Highway 

Agency

Spot Intersections SHSP 

Emphasis 

Area

20032 US 95, 

Culdesac 

Canyon 

Passing Ln, Ph 

3, Nez Perce

Roadway Roadway 

widening - add 

lane(s) along 

segment

2.3 Miles $50000 $50000 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther2,900 65 State 

Highway 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

20090 US 95, 

Grangeville 

Truck Route 

Bypass Rd

Intersection 

geometry

Add/modify 

auxiliary lanes

1 Intersections $50000 $50000 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther4,200 35 State 

Highway 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

20109 STC7664, 6th St. 

Ped 

Improvement, 

Moscow

Pedestrians and 

bicyclists

Modify existing 

crosswalk

1 Intersections $329998 $329998 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 City or 

Municipal 

Highway 

Agency

Spot Pedestrians SHSP 

Emphasis 

Area

20147 Local, 

FY21 LHTAC 

Planning and 

Scoping

Miscellaneous Transportation 

safety planning

1 Planning $50000 $50000 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 LHTAC Planning Planning SHSP 

Emphasis 

Area

20430 STC7821, Int N 

Middleton Rd 

& Cornell St

Intersection 

traffic control

Modify control – 

Modern 

Roundabout

1 Intersections $498000 $498000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 City or 

Municipal 

Highway 

Agency

Spot Intersections SHSP 

Emphasis 

Area
2022 Idaho Highway Safety Improvement Program

Page 13 of 36

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

20442 I 90, SH 

41 IC, 

Kootenai Co

Interchange 

design

Interchange 

design - other

0.7 Miles $3950000 $3950000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialInterstate60,000 70 State 

Highway 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

20453 SH 200, 

McGhee to 

Kootenai St., 

Bonner Co

Intersection 

geometry

Add/modify 

auxiliary lanes

3 Miles $200000 $200000 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 8,800 45 State 

Highway 

Agency

Spot Intersections SHSP 

Emphasis 

Area

20483 SH 8, 

3rd St Safety 

Improvement 

Ph 1, Moscow

Pedestrians and 

bicyclists

Modify existing 

crosswalk

0.2 Miles $432423 $432423 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 23,000 45 State 

Highway 

Agency

Spot Intersections SHSP 

Emphasis 

Area

20575 SH 53, 

Hauser Lake 

Rd to N Bruss 

Rd

Roadway Roadway 

widening - travel 

lanes

2.7 Miles $1405000 $1405000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther10,000 55 State 

Highway 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

20641 SH 53, 

Int N Ramsey 

Rd, Kootenai 

Co

Intersection 

traffic control

Modify traffic 

signal –other

1 Intersections $681000 $681000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther7,500 55 State 

Highway 

Agency

Spot Intersections SHSP 

Emphasis 

Area

20695 SH 53, 

N Latah St to 

MP 9.3, 

Rathdrum

Roadway Roadway 

widening - travel 

lanes

2.1 Miles $875000 $875000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther13,000 35 State 

Highway 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

21937 SH 41, 

Diagonal Rd 

Turnbays, 

Rathdrum

Intersection 

geometry

Add/modify 

auxiliary lanes

1 Intersections $90000 $90000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 7,000 60 State 

Highway 

Agency

Spot Intersections SHSP 

Emphasis 

Area

21939 SH 53, 

WA State Line 

to Hauser 

Lake Rd, 

Kootenai Co

Roadway Roadway 

widening - add 

lane(s) along 

segment

1.8 Miles $100000 $100000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther6,300 55 State 

Highway 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

21991 SMA7045, Int 

Prairie Ave & 

Idaho Rd

Intersection 

geometry

Add/modify 

auxiliary lanes

1 Intersections $876298 $876298 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 45 Other Local 

Agency

Spot Intersections SHSP 

Emphasis 

Area

21993 I 90S, 

Sherman Ave 

& Lakeside 

Ave, Coeur 

d'Alene

Intersection 

traffic control

Modify traffic 

signal – add 

additional signal 

heads

2 Intersections $1301053 $1301053 HSIP (23 

U.S.C. 148)

Urban Principal ArterialInterstate8,700 35 State 

Highway 

Agency

Spot Intersections SHSP 

Emphasis 

Area

21997 SH 8, 

3rd St Safety 

Improvement 

Ph 1, Moscow

Pedestrians and 

bicyclists

Modify existing 

crosswalk

0.2 Miles $317688 $317688 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 23,000 45 State 

Highway 

Agency

Spot Intersections SHSP 

Emphasis 

Area
2022 Idaho Highway Safety Improvement Program

Page 14 of 36

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

21998 SMA7384, Int 21st 

St & 19th Ave 

Lewiston

Intersection 

geometry

Intersection 

geometry - other

1 Intersections $1018000 $1018000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 City or 

Municipal 

Highway 

Agency

Spot Intersections SHSP 

Emphasis 

Area

21999 STP8463, 

Greenhurst 

Rd; 

Sunnybrook to 

CA, Nampa

Roadway Roadway - other 0.4 Miles $1068903 $1068903 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 15,000 35 City or 

Municipal 

Highway 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

22006 Local, 

Path 

Connection 

Plan, Idaho 

Falls

Pedestrians and 

bicyclists

Pedestrians and 

bicyclists – other

1 Locations $360000 $360000 HSIP (23 

U.S.C. 148)

Urban Local Road or 

Street

0 City or 

Municipal 

Highway 

Agency

Spot Intersections SHSP 

Emphasis 

Area

22398 Local, 

McGhee Rd, 

Ped 

Improvements, 

Ponderay

Pedestrians and 

bicyclists

Install sidewalk 0.7 Miles $57000 $57000 HSIP (23 

U.S.C. 148)

Rural Local Road or 

Street

0 Other Local 

Agency

Spot Pedestrians SHSP 

Emphasis

Area

22402 Offsys, 

Public Ave 

Corridor 

Safety 

Improvement, 

Moscow

Roadway Roadway - other 0.4 Miles $128000 $128000 HSIP (23 

U.S.C. 148)

Urban Local Road or 

Street

0 City or 

Municipal 

Highway 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

22403 SMA7334, Gun 

Club Corridor 

Safety Audit, 

Nez Perce 

County

Miscellaneous Road safety 

audits

1 Locations $50000 $50000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 5,400 35 City or 

Municipal 

Highway 

Agency

Spot Road Safety 

Audit

SHSP 

Emphasis 

Area

22405 Local, 

Ditto Cr & 

Reservoir Rd, 

Mt Home HD

Roadway Roadway - other 1 Locations $94500 $94500 HSIP (23 

U.S.C. 148)

Rural Multiple/Varies 0 Other Local 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

22409 STC7082, Filer Ave 

Safety Audit, 

Twin Falls

Miscellaneous Road safety 

audits

11.3 Miles $50000 $50000 HSIP (23 

U.S.C. 148)

Urban Major Collector 7,500 35 City or 

Municipal 

Highway 

Agency

Spot Road Safety 

Audit

SHSP 

Emphasis 

Area

22412 Local, 

Traffic Signal 

Heads, 

Rexburg

Intersection 

traffic control

Modify traffic 

signal – add 

backplates with 

retroreflective 

borders

Intersections $90000 $94500 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 City or 

Municipal 

Highway 

Agency

Systematic Intersections SHSP 

Emphasis 

Area
2022 Idaho Highway Safety Improvement Program

Page 15 of 36

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

22415 NHS7316, Holmes 

Ave Safety 

Audit, Idaho 

Falls

Miscellaneous Road safety 

audits

11.2 Miles $60000 $60000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther

12,500 35 City or 

Municipal 

Highway 

Agency

Spot Road Safety 

Audit

SHSP 

Emphasis 

Area

22416 Local, 

17th St, 1st St 

& Lincoln Rd 

X-Walks, 

Idaho Falls

Pedestrians and 

bicyclists

Install new 

crosswalk

2 Intersections $40000 $40000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 City or 

Municipal 

Highway 

Agency

Systemic Pedestrians SHSP 

Emphasis 

Area

22456 SH 46, 

Int # 2000 S, 

Gooding Co

Intersection 

traffic control

Intersection 

traffic control - 

other

1 Intersections $50000 $50000 HSIP (23 

U.S.C. 148)

Rural Multiple/Varies 0 State 

Highway 

Agency

Spot Intersections SHSP 

Emphasis 

Area

22687 US 30, 

Yellowstone to 

Garrett 

Corridor, 

Pocatello

Intersection 

geometry

Intersection 

geometry - other

1 Intersections $100000 $100000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther

15,000 35 State 

Highway 

Agency

Spot Intersections SHSP 

Emphasis 

Area

22704 SH 24, 

Minidoka Co 

Ln to Kimama, 

Lincoln County

Shoulder 

treatments

Shoulder 

treatments - other

2.5 Miles $120000 $120000 HSIP (23 

U.S.C. 148)

Rural Major Collector 500 55 State 

Highway 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

22872 Local, 

Canyon Rd & 

Fernan Lake 

Rd Guardrail

Shoulder 

treatments

Shoulder 

treatments - other

2 Locations $96000 $96000 HSIP (23 

U.S.C. 148)

Rural Local Road or 

Street

0 Other Local 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area

22876 Local, 

Clear Zone 

Safety Impv, 

Bonner Co

Shoulder 

treatments

Shoulder 

treatments - other

1 Locations $89000 $89000 HSIP (23 

U.S.C. 148)

Rural Local Road or 

Street

0 County 

Highway 

Agency

Systemic Lane 

Departure

SHSP 

Emphasis 

Area

22877 Local, 

Signing & 

Guardrail, 

Clearwater Co

Roadway signs 

and traffic 

control

Roadway signs 

and traffic control 

- other

1 Locations $58000 $58000 HSIP (23 

U.S.C. 148)

Rural Local Road or 

Street

0 County 

Highway 

Agency

Spot Lane 

Departure

SHSP

Emphasis 

Area

22878 SMA3724, 

Homedale Rd. 

Curve Impv, 

Canyon

Roadway Roadway 

widening - curve

0.42 Miles $132000 $132000 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 2,700 35 County 

Highway 

Agency

Spot Lane 

Departure

SHSP 

Emphasis 

Area
2022 Idaho Highway Safety Improvement Program

Page 16 of 36

Safety Performance

General Highway Safety Trends 

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

years. 

PERFORMANCE 

MEASURES 2013 2014 2015 2016 2017 2018 2019 2020 2021

Fatalities 213 186 216 253 245 234 224 215 271

Serious Injuries 1,262 1,286 1,351 1,332 1,246 1,251 1,154 1,102 1,367

Fatality rate (per 

HMVMT)

1.341 1.152 1.296 1.475 1.416 1.321 1.240 1.232 1.400

Serious injury rate (per 

HMVMT)

7.949 7.965 8.108 7.765 7.202 7.064 6.391 6.348 7.076

Number non-motorized 

fatalities

17 16 8 24 19 21 18 17 25

Number of nonmotorized serious 

injuries

104 98 85 114 107 120 93 72 86
2022 Idaho Highway Safety Improvement Program

Page 17 of 36

0

50

100

150

200

250

300

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

200

400

600

800

1000

1200

1400

1600

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2022 Idaho Highway Safety Improvement Program

Page 18 of 36

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

2013 2014 2015 2016 2017 2018 2019 2020 2021

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

7

8

9

2013 2014 2015 2016 2017 2018 2019 2020 2021

Serious injury rate (per HMVMT)

Serious injury rate (per HMVMT) 5 Year Rolling Avg.
2022 Idaho Highway Safety Improvement Program

Page 19 of 36

Describe fatality data source. 

State Motor Vehicle Crash Database

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

ownership. 

Year 2021

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

25.8 96.6 0.93 3.48

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

55.6 171 2.48 7.61

Rural Minor Arterial 26 90.6 2.29 8

Rural Minor Collector 22 2.78 12.32

Rural Major Collector 33.8 134.4 2.39 9.39

0

20

40

60

80

100

120

140

160

2013 2014 2015 2016 2017 2018 2019 2020 2021

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.
2022 Idaho Highway Safety Improvement Program

Page 20 of 36

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 Local Road or 

Street

26.4 104.8 1.19 4.73

Urban Principal 

Arterial (UPA) - 

Interstate

11.6 62.4 0.68 3.68

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

Urban Principal 

Arterial (UPA) - Other

23 253.6 1.04 11.51

Urban Minor Arterial 14.2 153.8 0.8 8.67

Urban Minor Collector

Urban Major Collector 6.6 65.2 0.88 8.86

Urban Local Road or 

Street

5.6 58.2 0.55 5.76
2022 Idaho Highway Safety Improvement Program

Page 21 of 36

Year 2021

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

147.8 587 1.46 5.82

County Highway 

Agency

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency 89.8 637.2 1.14 8.1

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

Safety Performance Targets 

Safety Performance Targets 

Calendar Year 2023 Targets *

Number of Fatalities:244.0

Describe the basis for established target, including how it supports SHSP goals.
2022 Idaho Highway Safety Improvement Program

Page 22 of 36

The primary focus of the highway safety program has been, and will continue to be, the elimination of traffic 

related fatalities, serious injuries, and economic losses. The results of the problem identification process are 

used by the Office of Highway Safety (OHS) to assure that resources are directed to areas most appropriate 

for achieving the primary target and showing the greatest return on investment. Performance measures and 

targets are consistent with both NHTSA requirements and the Strategic Highway Safety Plan (SHSP) targets 

and are aligned with the Highway Safety Improvement Plan (HSIP).

The SHSP helps coordinate targets and highway safety programs across the state. The collaborative process 

of developing and implementing the SHSP helps safety partners work together to reduce fatalities and serious 

injuries on Idaho roadways. The SHSP links to all other highway safety plans. The HSIP, a core Federal aid 

program administered by the Federal Highway Administration (FHWA), requires that states update and 

regularly evaluate SHSPs. Other federal aid programs under the Department of Transportation must also tie 

their programs to the SHSP. These programs include the HSP and the Commercial Motor Vehicle Safety 

Program (CVSP), funded through the Federal Motor Carrier Safety Administration (FMCSA). The shared data 

between the plans enables the plans to have the same core targets.

The targets are determined by examining the trend of past data to determine likely future performance. The 

OHS tries to set targets that are reasonable. Targets are set and performance is measured using five-year 

averages and five-year rates. For example, the 2016-2020 benchmark is comprised of five years of crash data 

and exposure data for the years 2016 through 2020. The data used to determine the target for number of 

fatalities is provided by the National Center for Statistics and Analysis (NCSA) and can be found at the State 

Traffic Safety Information website.

Number of Serious Injuries:1279.0

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

The primary focus of the highway safety program has been, and will continue to be, the elimination of traffic 

related fatalities, serious injuries, and economic losses. The results of the problem identification process are 

used by the Office of Highway Safety (OHS) to assure that resources are directed to areas most appropriate 

for achieving the primary target and showing the greatest return on investment. Performance measures and 

targets are consistent with both NHTSA requirements and the Strategic Highway Safety Plan (SHSP) targets 

and are aligned with the Highway Safety Improvement Plan (HSIP).

The SHSP helps coordinate targets and highway safety programs across the state. The collaborative process 

of developing and implementing the SHSP helps safety partners work together to reduce fatalities and serious 

injuries on Idaho roadways. The SHSP links to all other highway safety plans. The HSIP, a core Federal aid 

program administered by the Federal Highway Administration (FHWA), requires that states update and 

regularly evaluate SHSPs. Other federal aid programs under the Department of Transportation must also tie 

their programs to the SHSP. These programs include the HSP and the Commercial Motor Vehicle Safety 

Program (CVSP), funded through the Federal Motor Carrier Safety Administration (FMCSA). The shared data 

between the plans enables the plans to have the same core targets.

The targets are determined by examining the trend of past data to determine likely future performance. The 

OHS tries to set targets that are reasonable. Targets are set and performance is measured using five-year 

averages and five-year rates. For example, the 2016-2020 benchmark is comprised of five years of crash data 

and exposure data for the years 2016 through 2020. The data used to determine the target for number of 

serious injuries is from the Idaho crash database.

Fatality Rate:1.350

Describe the basis for established target, including how it supports SHSP goals.
2022 Idaho Highway Safety Improvement Program

Page 23 of 36

The primary focus of the highway safety program has been, and will continue to be, the elimination of traffic 

related fatalities, serious injuries, and economic losses. The results of the problem identification process are 

used by the Office of Highway Safety (OHS) to assure that resources are directed to areas most appropriate 

for achieving the primary target and showing the greatest return on investment. Performance measures and 

targets are consistent with both NHTSA requirements and the Strategic Highway Safety Plan (SHSP) targets 

and are aligned with the Highway Safety Improvement Plan (HSIP).

The SHSP helps coordinate targets and highway safety programs across the state. The collaborative process 

of developing and implementing the SHSP helps safety partners work together to reduce fatalities and serious 

injuries on Idaho roadways. The SHSP links to all other highway safety plans. The HSIP, a core Federal aid 

program administered by the Federal Highway Administration (FHWA), requires that states update and 

regularly evaluate SHSPs. Other federal aid programs under the Department of Transportation must also tie 

their programs to the SHSP. These programs include the HSP and the Commercial Motor Vehicle Safety 

Program (CVSP), funded through the Federal Motor Carrier Safety Administration (FMCSA). The shared data 

between the plans enables the plans to have the same core targets.

The targets are determined by examining the trend of past data to determine likely future performance. The 

OHS tries to set targets that are reasonable. Targets are set and performance is measured using five-year 

averages and five-year rates. The 5-Year Fatality Rate is the sum of the number of fatalities over the 5-year 

period divided by the sum of the annual vehicle miles of travel over the same 5-year period. Averaging the 

rates over the 5-year period is mathematically incorrect, the rates are weighted values and averaging them 

negates the weights (i.e. each year is not equal because the Annual Vehicle Miles Traveled (AVMT) changes). 

The data used to determine the target for number of fatalities in the rate is provided by the National Center for 

Statistics and Analysis (NCSA) and can be found at the State Traffic Safety Information website. The AVMT 

values are provided by Idaho's roadway data program.

Serious Injury Rate:7.220

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

The primary focus of the highway safety program has been, and will continue to be, the elimination of traffic 

related fatalities, serious injuries, and economic losses. The results of the problem identification process are 

used by the Office of Highway Safety (OHS) to assure that resources are directed to areas most appropriate 

for achieving the primary target and showing the greatest return on investment. Performance measures and 

targets are consistent with both NHTSA requirements and the Strategic Highway Safety Plan (SHSP) targets 

and are aligned with the Highway Safety Improvement Plan (HSIP).

The SHSP helps coordinate targets and highway safety programs across the state. The collaborative process 

of developing and implementing the SHSP helps safety partners work together to reduce fatalities and serious 

injuries on Idaho roadways. The SHSP links to all other highway safety plans. The HSIP, a core Federal aid 

program administered by the Federal Highway Administration (FHWA), requires that states update and 

regularly evaluate SHSPs. Other federal aid programs under the Department of Transportation must also tie 

their programs to the SHSP. These programs include the HSP and the Commercial Motor Vehicle Safety 

Program (CVSP), funded through the Federal Motor Carrier Safety Administration (FMCSA). The shared data 

between the plans enables the plans to have the same core targets.

The targets are determined by examining the trend of past data to determine likely future performance. The 

OHS tries to set targets that are reasonable. Targets are set and performance is measured using five-year 

averages and five-year rates. the 5-Year Serious Injury Rate is the sum of the number of serious injuries over 

the 5-year period divided by the sum of the annual vehicle miles of travel over the same 5-year period. 

Averaging the rates over the 5-year period is mathematically incorrect, the rates are weighted values and 

averaging them negates the weights (i.e. each year is not equal because the Annual Vehicle Miles Traveled 
2022 Idaho Highway Safety Improvement Program

Page 24 of 36

(AVMT) changes). The data used to determine the target for number of serious injuries for the rate is from the 

Idaho crash databases. The AVMT values are provided by Idaho's roadway data program.

Total Number of Non-Motorized Fatalities and Serious Injuries:125.0

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

The primary focus of the highway safety program has been, and will continue to be, the elimination of traffic 

related fatalities, serious injuries, and economic losses. The results of the problem identification process are 

used by the Office of Highway Safety (OHS) to assure that resources are directed to areas most appropriate 

for achieving the primary target and showing the greatest return on investment. Performance measures and 

targets are consistent with both NHTSA requirements and the Strategic Highway Safety Plan (SHSP) targets 

and are aligned with the Highway Safety Improvement Plan (HSIP).

The SHSP helps coordinate targets and highway safety programs across the state. The collaborative process 

of developing and implementing the SHSP helps safety partners work together to reduce fatalities and serious 

injuries on Idaho roadways. The SHSP links to all other highway safety plans. Data used to establish the target 

for non-motorized fatal and serious injuries is from the Idaho Crash Database.

While using 5-year averages and rates flatten the trend lines by reducing the effect a randomly high or low year 

has on the 5-year value, the trend lags behind when consistent changes are occurring. The number of fatalities 

began decreasing in 2008 and between 2010 and 2015 were much lower (ranging from 167 to 214) than they 

had been in the past (usually around 270 prior to 2008). While there were no changes to Idaho’s highway 

safety programs or spending amounts from 2008-2015 when the decreases were taking place, the nation was 

experiencing an economic recession. In the past few years, as the economy has improved, the number of 

traffic fatalities has increased. As such, we are seeing an increasing trend in our performance measures. 

Idaho’s targets will reflect that increasing trend and seek to keep values from increasing back anywhere near 

to prior values.

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

safety performance targets. 

The analyst who sets the safety performance targets presented their methodology to the MPO's in a meeting. 

All five MPO's have sent letters indicating that they support the State's targets. see attachments for letters

Does the State want to report additional optional targets? 

No

We have not additional targets at this time.

Describe progress toward meeting the State’s 2021 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 247.0 237.8

Number of Serious Injuries 1285.0 1224.0

Fatality Rate 1.380 1.322

Serious Injury Rate 7.210 6.816
2022 Idaho Highway Safety Improvement Program

Page 25 of 36

Non-Motorized Fatalities and 

Serious Injuries

120.0 115.6

We met all of our targets for 2021.

Applicability of Special Rules

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

Yes

Idaho was notified in April that it had triggered the HRRR Special Rule and must obligate $1,294,798 to high 

risk rural roads projects.

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 2015 2016 2017 2018 2019 2020 2021

Number of Older Driver 

and Pedestrian Fatalities

33 45 50 34 46 29 38

Number of Older Driver 

and Pedestrian Serious 

Injuries

123 132 126 127 133 97 147

No additional comments
2022 Idaho Highway Safety Improvement Program

Page 26 of 36

Evaluation

Program Effectiveness 

How does the State measure effectiveness of the HSIP? 

• Change in fatalities and serious injuries 

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

the State's program level evaluations. 

We have had an increase in fatalities and serious injuries with 2021 being the highest number of fatalities we 

have had in 15 years. However, the State has seen a 4% growth in population and licensed drivers, an 11% 

growth in AVMT and a 13% growth in licensed drivers which would partially account for the increase in 

fatalities and serious injuries. The pandemic also seemed to evoke an increase in risky behavior leading to 

more severe crashes. 

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

success of the Highway Safety Improvement Program? 

• # RSAs completed 

• Increased awareness of safety and data-driven process 

• Increased focus on local road safety 

The State completed at least 4 RSA's last year. Training is provided on request on how to work with CMF's and 

safety analysis tools. The Local Highway Technical Assistance Council continues to provide training through 

their annual Safety Fest and with classes through their T2 center. 

Effectiveness of Groupings or Similar Types of Improvements 

Present and describe trends in SHSP emphasis area performance measures. 

Year 2021

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)

Lane Departure 181.6 721.2 1.01 4.01

Intersections 44 438.8 0.24 2.45

Pedestrians 17.2 67 0.1 0.38

Bicyclists 3 29.8 0.02 0.17

Older Drivers 56 259.2 0.31 1.44

Motorcyclists 29.6 157.8 0.17 0.88
2022 Idaho Highway Safety Improvement Program

Page 27 of 36

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)

Work Zones 7.2 24.4 0.04 0.14

Impaired 91.2 230.2 0.51 1.28

Distracted 35 286.4 0.2 1.6

Aggressive 79 551 0.44 3.07

Teen Drivers 30.2 212.6 0.17 1.19

Commercial 44 124.8 1.33 3.75

Unrestrained Occupants 90 246.2 0.5 1.37
2022 Idaho Highway Safety Improvement Program

Page 28 of 36

0

20

40

60

80

100

120

140

160

180

200

Fatalities

Number of Fatalities 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021

0

100

200

300

400

500

600

700

800

Serious Injuries

Number of Serious Injuries 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021
2022 Idaho Highway Safety Improvement Program

Page 29 of 36

Has the State completed any countermeasure effectiveness evaluations during the 

reporting period? 

No

0

0.2

0.4

0.6

0.8

1

1.2

1.4

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021
2022 Idaho Highway Safety Improvement Program

Page 30 of 36

We are still working with the University of Idaho to determine the best way to evaluate our projects. Currently 

we either have the issue of not enough information on the dates for the projects or we don't have enough data 

for the countermeasures themselves.
2022 Idaho Highway Safety Improvement Program

Page 31 of 36

Project Effectiveness

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

Still working on our Evaluation project with the University of Idaho.
2022 Idaho Highway Safety Improvement Program

Page 32 of 36

Compliance Assessment

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

 08/05/2021

What are the years being covered by the current SHSP? 

From: 2021 To: 2025

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

 2026

SHSP attached 

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 15 100 60

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
2022 Idaho Highway Safety Improvement Program

Page 33 of 36

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Functional Class 

(19) [19]

100 100 100 100 100 100

Median Type (54) 

[55]

100 15

Access Control (22) 

[23]

100 15

One/Two Way 

Operations (91) [93]

100 100

Number of Through 

Lanes (31) [32]

100 100 100

Average Annual 

Daily Traffic (79) [81]

100 100 100 1

AADT Year (80) [82] 100 100

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

Intersection/Junction 

Geometry (126) 

[116]

Intersection/Junction 

Traffic Control (131) 

[131]

AADT for Each 

Intersecting Road 

(79) [81]

100 100

AADT Year (80) [82] 100 100

Unique Approach 

Identifier (139) [129]

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]
2022 Idaho Highway Safety Improvement Program

Page 34 of 36

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197) [187]

100 100

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

100 100

Ramp Length (187) 

[177]

100 100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

100 100

Roadway Type at 

End Ramp Terminal 

(199) [189]

100 100

Interchange Type 

(182) [172]

Ramp AADT (191) 

[181]

80

Year of Ramp AADT 

(192) [182]

80

Functional Class 

(19) [19]

100 100

Type of 

Governmental 

Ownership (4) [4]

100 100

Totals (Average Percent Complete): 100.00 85.83 25.00 25.00 78.18 63.64 100.00 73.44 100.00 100.00

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

Not much has changed in terms of local road data. However, collecting missing ramp AADTs has taken on a priority, and should be at 100% by the end of FFY24. Also, there is a research project to estimate AADTs on all public roads that 

is currently underway. Finally, ITD is building a data schema to house MIRE data items in ESRI Roads and Highways. 

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. 

There are several strong initiatives in place. First, in anticipation of MIRE requirements, the MIRE schema is being established in Roads and Highways. Second, there is an effort to develop estimates on all roads in Idaho, which will meet 

one of the most extensive needs. Third, intersection identification will be addressed to fill in some of the "gaps", and the LHTAC will be consulted to develop a means of filling in local road inventory. This will require engaging MPOs and 

some of the larger cities and urban areas.
2022 Idaho Highway Safety Improvement Program

Page 35 of 36

Optional Attachments

Program Structure:

Idaho HSIP Standard Planning Process August 2017.pdf

Project Implementation:

Safety Performance:

KMPO Safety Performance Measure Decision FFY2022.docx

BMPO Safety Performance Measure Decision Feb 2022.pdf

BTPO Safety Performance Measure Decision Feb 2022.pdf

COMPASS Safety Performance Measure Decision Feb 2022.pdf

LCVMPO Safety Performance Measure Decision Feb 2022.pdf

Evaluation:

Compliance Assessment:

2021-2025 SHSP FINAL.pdf
2022 Idaho Highway Safety Improvement Program

Page 36 of 36

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.