Page 1 of 32

NEBRASKA 

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 Nebraska Highway Safety Improvement Program

Page 2 of 32

Table of Contents

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

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

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

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

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

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

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

Project Implementation .......................................................................................................................13

Funds Programmed .........................................................................................................................13

General Listing of Projects ..............................................................................................................15

Safety Performance ............................................................................................................................17

General Highway Safety Trends ......................................................................................................17

Safety Performance Targets ............................................................................................................23

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

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

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

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

Project Effectiveness .......................................................................................................................27

Compliance Assessment.....................................................................................................................28

Optional Attachments ..........................................................................................................................31

Glossary ..............................................................................................................................................32
2022 Nebraska Highway Safety Improvement Program

Page 3 of 32

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 Nebraska Highway Safety Improvement Program

Page 4 of 32

Executive Summary

State FY 2022 (July 1, 2021 - June 30, 2022) was a successful year for the Nebraska HSIP Program. Approx. 

$16.2 million was obligated for 12 projects . 4 major new projects were let for bids of over $14.8 million in total. 

In addition, over $0.4 million was obligated for Preliminary Engineering, Right-Of-Way, and Utilities on 3 

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

with seven evaluations resulting in an overall Benefit-Cost Ratio of 2.4. Nebraska crash data was not available 

at the time of submitting this report.
2022 Nebraska Highway Safety Improvement Program

Page 5 of 32

Introduction

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

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

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

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

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

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

improvements and compliance assessment. 

Program Structure

Program Administration 

Describe the general structure of the HSIP in the State. 

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

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

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

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

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

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

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

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

vote to advance the proposal as an HSIP project. 

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

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

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

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

The committee develops a five-year HSIP and RHCP Implementation Plan each year. 

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

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

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

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

to find viable HSIP projects on rural county roads. 

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

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

Where is HSIP staff located within the State DOT? 

 Engineering

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

provided by the Highway Safety Section of the Traffic Engineering Division. 
2022 Nebraska Highway Safety Improvement Program

Page 6 of 32

How are HSIP funds allocated in a State? 

• Central Office via Statewide Competitive Application Process

• SHSP Emphasis Area Data 

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

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

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

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

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

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

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

Engineers, or other NDOT engineers.

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

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

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

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

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

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

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

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

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

letting dates to future fiscal years. Only $1.6 million in HSIP funds were spent on local projects in State FY 

2022.

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

Bureaus, Divisions) are involved with HSIP planning.

• Design

• Districts/Regions

• Governors Highway Safety Office

• Local Aid Programs Office/Division

• Maintenance

• Operations

• Planning

• Traffic Engineering/Safety

• Other-Program Management

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

on at least one of our three safety committees.

Describe coordination with internal partners.

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

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

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

calculate benefit-cost ratios. They also complete evaluations of completed projects and present them to the 
2022 Nebraska Highway Safety Improvement Program

Page 7 of 32

group for use in making future decisions.

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

The DE often submits the required paperwork to begin the project process. The Traffic Engineering Division is 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

improvements, like roundabouts and flashing yellow arrows.

Identify which external partners are involved with HSIP planning.

• FHWA

• Governors Highway Safety Office

• Local Government Agency 

• Local Technical Assistance Program

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

• Other-City of Omaha Public Works Department

• Other-City of Lincoln Public Works Department

• Other-City of Bellevue

• Other-City of Grand Island

• Other-Nebraska Highway Superintendents Association 

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

the project selection process.

Describe coordination with external partners.

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

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

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

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

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

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

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

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

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

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

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

funding.
2022 Nebraska Highway Safety Improvement Program

Page 8 of 32

Describe HSIP program administration practices that have changed since the last 

reporting period.

2021 Nebraska crash data is not yet available as of the time of submittal of this report. NDOT HSIP processes 

have been using crash data through 2020 data for safety analysis and safety performance measure work.

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

elaborate. 

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

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

project is projected to be completed by 2023. NDOT is continuing development of a crash spot mapping and 

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

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

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

implemented in 2023.

Program Methodology

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

implementation and evaluation processes?

Yes

The HSIP Process document was updated to show that the HSIP Expenditures Plan was integrated into the 

annual HSIP Implementation Plan.

Select the programs that are administered under the HSIP.

• HRRR

• HSIP (no subprograms)

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

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

category of projects.

Program: HRRR

Date of Program Methodology:8/10/2021

What is the justification for this program? 

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

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 
2022 Nebraska Highway Safety Improvement Program

Page 9 of 32

• All crashes

• Fatal and serious injury crashes 

only

• Volume

• Lane miles

• Horizontal curvature

• Roadside features

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

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

program?

Yes

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

No

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

Crash frequency and crash types at specific locations or systemically

How are projects under this program advanced for implementation?

• Competitive application process

• selection committee

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

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

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

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

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

Rank of Priority Consideration

Ranking based on B/C:1

Available funding:2

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

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

sites.

Program: HSIP (no subprograms)

Date of Program Methodology:8/10/2021

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 
2022 Nebraska Highway Safety Improvement Program

Page 10 of 32

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Volume • Other-Roadway Departure, 

Intersection, or other

What project identification methodology was used for this program? 

• Crash rate

• Critical rate

• Relative severity index

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

program?

Yes

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

No

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

Crash frequency and crash type at specific locations

How are projects under this program advanced for implementation?

• Competitive application process

• selection committee

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

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

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

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

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

Rank of Priority Consideration

Ranking based on B/C:1

Available funding:2

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

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

sites.

What percentage of HSIP funds address systemic improvements?

 84
2022 Nebraska Highway Safety Improvement Program

Page 11 of 32

 HSIP funds are used to address which of the following systemic 

improvements? 

• Cable Median Barriers

• Clear Zone Improvements

• Horizontal curve signs

• Install/Improve Pavement Marking and/or Delineation

• Install/Improve Signing

• Pavement/Shoulder Widening

• Rumble Strips

• Safety Edge

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

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

What process is used to identify potential countermeasures? 

• Crash data analysis

• Engineering Study

• SHSP/Local road safety plan

• Stakeholder input

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

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

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

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes

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

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

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

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

Yes

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

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

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

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

hazardous location analysis process.

Describe program methodology practices that have changed since the last reporting 

period.

2021 Nebraska crash data is not yet available as of the time of submittal of this report. NDOT HSIP processes 

have been using crash data through 2020 data for safety analysis and safety performance measure work.
2022 Nebraska Highway Safety Improvement Program

Page 12 of 32

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

elaborate.

2021 Nebraska crash data is not yet available as of the time of submittal of this report. NDOT HSIP processes 

have been using crash data through 2020 data for safety analysis and safety performance measure work.
2022 Nebraska Highway Safety Improvement Program

Page 13 of 32

Project Implementation

Funds Programmed 

Reporting period for HSIP funding.

State Fiscal Year

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

State Fiscal Year (July 1, 2021 to June 30, 2022). 

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $8,555,000 $14,787,652 172.85%

HRRR Special Rule (23 

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

$0 $0 0%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$0 $0 0%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $801,000 $1,478,765 184.61%

Totals $9,356,000 $16,266,417 173.86%

Some HSIP projects were moved forward from FFY2022 to FFY2021, and some new HSIP projects were 

created to meet the minimum HSIP fund obligation required because Nebraska did not met or make significant 

progress towards our 2018 safety performance targets. 

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

safety projects? 

39%

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

11%

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

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

0%
2022 Nebraska Highway Safety Improvement Program

Page 14 of 32

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

7%

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

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

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

0%

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

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

0%

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

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

the future.

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

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

have an annual implementation plan in place which should allow us to continue at this pace into the future. The 

HSIP Implementation Plan aligns our HSIP expenditures based on crash history, historical funding obligations, 

and safety improvement outcomes. At this point in time, we don't have any serious impediments to HSIP 

obligation.
2022 Nebraska Highway Safety Improvement Program

Page 15 of 32

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

01013 - D1 & 

D4 

Districtwide 

Culverts

Roadside Removal of fixed 

objects (trees, 

poles, etc.)

6 Locations $497552 $630536 HSIP (23 

U.S.C. 148)

Rural Principal ArterialInterstate26,710 75 State 

Highway 

Agency

Systemic Roadway 

Departure

Remove 

roadside fixed 

objects

01030 - 

AASHTOWare 

Safety 

Software

Miscellaneous Data analysis 1 Software 

Implementation

$990000 $1192001 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Systemic Data Safety 

analysis

01040 - NE 

Strategic 

Highway 

Safety Plan 

Update

Miscellaneous SHSP 

Development

1 Safety plan $18000 $20000 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Systemic Data Strategic 

planning

01041 - NTIP 

Dynamic 

Intersection 

Creation

Miscellaneous Data analysis 1 Software 

implementation

$43200 $48000 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Spot Data Safety 

analysis

13244 - N 27th 

St Adaptive 

Signal Control, 

Lincoln

Advanced 

technology and 

ITS

Adaptive Signal 

Control System

17 Intersections $2032180 $2953774 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther18,505 45 City or 

Municipal 

Highway 

Agency

Systemic Intersections Adaptive 

signal control 

technology

13448 - UticaPleasant DaleRoadside Barrier – cable 22 Miles $9192471 $10475355 HSIP (23 

U.S.C. 148)

Rural Principal ArterialInterstate31,705 75 State 

Highway 

Agency

Systemic Roadway 

Departure

Cable median 

barrier

13473 - 148th 

& Holdrege - 

Lancaster 

County

Intersection 

geometry

Add/modify 

auxiliary lanes

2 Approaches $37370 $757377 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 4,830 55 County 

Highway 

Agency

Spot Intersections Intersection 

improvements

22832 - 

District 2 

Pavement 

Marking

Roadway 

delineation

Wider Edge Lines 

(6 inch markings)

97 Miles $1731879 $1925510 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther18,465 65 State 

Highway 

Agency

Systemic Lane 

Departure

Widen 

pavement 

markings

32190 - 

Columbus 

Viaduct

Railroad grade 

crossings

Grade crossing 

elimination

1 Locations $404644 $15320993 HSIP (23 

U.S.C. 148)

Rural Local Road or 

Street

3,700 55 County 

Highway 

Agency

Spot Intersections Eliminate 

railroadroadway 

crossing

32370 - 

District 3 

Pavement 

Marking

Roadway 

delineation

Wider Edge Lines 

(6 inch markings)

96 Miles $879792 $955524 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 65 State 

Highway 

Agency

Systemic Lane 

Departure

Widen 

pavement 

markings
2022 Nebraska Highway Safety Improvement Program

Page 16 of 32

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

61680 - 

Paxton East

Roadside Removal of fixed 

objects (trees, 

poles, etc.)

3 Locations $351690 $430969 HSIP (23 

U.S.C. 148)

Rural Principal ArterialInterstate15,930 75 State 

Highway 

Agency

Systemic Roadway 

Departure

Remove 

roadside fixed 

objects
2022 Nebraska Highway Safety Improvement Program

Page 17 of 32

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 211 225 246 218 228 230 248 233 221

Serious Injuries 1,536 1,620 1,520 1,588 1,478 1,394 1,400 1,285 0

Fatality rate (per 

HMVMT)

1.092 1.147 1.216 1.053 1.085 1.095 1.167 1.202 1.025

Serious injury rate (per 

HMVMT)

7.949 8.260 7.514 7.668 7.034 6.639 6.591 6.631 0.000

Number non-motorized 

fatalities

15 11 24 13 23 24 22 21 16

Number of nonmotorized serious 

injuries

132 130 125 113 121 103 108 88 0
2022 Nebraska Highway Safety Improvement Program

Page 18 of 32

190

200

210

220

230

240

250

260

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

1800

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Serious Injuries

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

Page 19 of 32

0.9

0.95

1

1.05

1.1

1.15

1.2

1.25

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 Nebraska Highway Safety Improvement Program

Page 20 of 32

2021 Nebraska crash data is not yet available. Only 2021 FARS data for Nebraska was available. 

Describe fatality data source. 

FARS

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

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

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

ownership. 

Year 2020

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

Rural Principal 

Arterial (RPA) - 

Interstate

23.6 72.6 0.81 2.48

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

6.6 61.4 0.67 6.21

Rural Principal 

Arterial (RPA) - Other

47 128.6 2.06 5.63

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 Nebraska Highway Safety Improvement Program

Page 21 of 32

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 Minor Arterial 39.4 141.2 1.67 6

Rural Minor Collector 21.4 132.4 1.49 9.21

Rural Major Collector 4 27.4 1.5 10.24

Rural Local Road or 

Street

24.6 135.6 2.18 12.04

Urban Principal 

Arterial (UPA) - 

Interstate

7.6 58.6 0.47 3.65

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

4.4 61.4 0.37 5.19

Urban Principal 

Arterial (UPA) - Other

21.8 238.8 1.08 11.84

Urban Minor Arterial 14.6 224 0.61 9.29

Urban Minor Collector 4 50 0.65 8.09

Urban Major Collector 0.4 4.8 1.04 12.49

Urban Local Road or 

Street

12 90.6 0.85 6.41
2022 Nebraska Highway Safety Improvement Program

Page 22 of 32

Year 2020

Roadways Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

State Highway 

Agency

146 704.2 1.11 5.35

County Highway 

Agency

46.6 262.4 2 11.24

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

38.4 465.2 0.74 9.01

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

2021 Nebraska crash data is not yet available. 

Provide additional discussion related to general highway safety trends.

2021 Nebraska crash data is not yet available. 

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

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

On the other hand, the 5-year rolling averages for serious injuries and serious injury rate have declined. Nonmotorist fatality and serious injury numbers are low and slightly declining. 
2022 Nebraska Highway Safety Improvement Program

Page 23 of 32

Safety Performance Targets

Safety Performance Targets

Calendar Year 2023 Targets *

Number of Fatalities:254.0

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

2021 Nebraska crash data is not yet available so the 2023 safety performance targets are based on crash data 

through 2020.

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

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

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

Number of Serious Injuries:1319.0

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

2021 Nebraska crash data is not yet available so the 2023 safety performance targets are based on crash data 

through 2020.

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

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

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

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

Fatality Rate:1.300

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

2021 Nebraska crash data is not yet available so the 2023 safety performance targets are based on crash data 

through 2020.

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

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

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

Serious Injury Rate:6.044

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

2021 Nebraska crash data is not yet available so the 2023 safety performance targets are based on crash data 

through 2020.

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

several years. Based on this trend, we believe the established target is a realistic goal. This target continues 
2022 Nebraska Highway Safety Improvement Program

Page 24 of 32

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

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

Total Number of Non-Motorized Fatalities and Serious Injuries:117.8

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

2021 Nebraska crash data is not yet available so the 2023 safety performance targets are based on crash data 

through 2020.

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

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

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

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

will be advanced.

2021 Nebraska crash data is not yet available so the 2023 safety performance targets are based on crash data 

through 2020.

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

safety performance targets. 

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

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

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

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

methodology and this year's safety performance targets.

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2022 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 241.0 232.0

Number of Serious Injuries 1408.0 0.0

Fatality Rate 1.130 1.118

Serious Injury Rate 6.507 0.000

Non-Motorized Fatalities and 

Serious Injuries

126.6 21.2

2021 Nebraska crash data is not yet available so progress cannot yet be determined.
2022 Nebraska Highway Safety Improvement Program

Page 25 of 32

Applicability of Special Rules

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

No

2021 Nebraska crash data is not yet available so the applicability of the HRRR special rule cannot yet be 

determined.

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

27 41 31 33 32 42 0

Number of Older Driver 

and Pedestrian Serious 

Injuries

199 233 154 129 139 122 0

2021 Nebraska crash data is not yet available.
2022 Nebraska Highway Safety Improvement Program

Page 26 of 32

Evaluation

Program Effectiveness 

How does the State measure effectiveness of the HSIP? 

• Benefit/Cost Ratio 

• Change in fatalities and serious injuries 

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

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

will not be evaluated. 

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

the State's program level evaluations. 

The Nebraska HSIP Program was successful in State FY 2022. The combined benefit-cost ratio for all the 

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

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

fluctuated up and down in recent years. Serious injuries, on the other hand, have steadily declined during this 

same time period. 

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

success of the Highway Safety Improvement Program? 

• HSIP Obligations 

• Increased focus on local road safety 

• More systemic programs 

• Policy change 

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

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

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

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

shoulder rumble strips, surface shoulders, and safety edge. We are piloting systemic cable median barrier 

projects along corridors with higher risk of median crossover crash related fatalities. 

Effectiveness of Groupings or Similar Types of Improvements 

Present and describe trends in SHSP emphasis area performance measures. 

2021 Nebraska crash data is not yet available. No data was added to this report for 2021 annual emphasis 

area performance measures.
2022 Nebraska Highway Safety Improvement Program

Page 27 of 32

Project Effectiveness 

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

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY

IMPROVEMENT 

TYPE

PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

Norfolk - US275 & 37th StUrban 

Principal 

Arterial (UPA) - 

Other

Intersection 

traffic control

Modify control – 

Modern 

Roundabout

5.00 9.00 2.00 1.00 2.00 8.00 11.00 0.3

Phelps County 

- US-183 & 

27th St

Rural Principal 

Arterial (RPA) - 

Other

Intersection 

geometry

Add/modify 

auxiliary lanes

1.00 2.00 1.00 1.00 3.00 0

Fremont - E 

1st St: Luther 

Rd to Johnson 

Rd

Urban Local 

Road or Street

Railroad grade 

crossings

Grade crossing 

elimination

2.00 1.00 1.00 2.00 2.00 9.54

Lincoln - Intx S 

Coddington 

Ave & W Van 

Dorn St

Urban Minor 

Arterial

Intersection 

traffic control

Modify control – 

Modern 

Roundabout

13.00 2.00 2.00 6.00 21.00 2.00 4.82

This year's HSIP project evaluation results spanned a wide range. NDOT's strategic safety committee recently increased the minimum benefit-cost ratio to 5.0 to bring the HSIP project evaluation benefit-cost ratios up in the future.
2022 Nebraska Highway Safety Improvement Program

Page 28 of 32

Compliance Assessment

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

 11/01/2020

What are the years being covered by the current SHSP? 

From: 2017 To: 2021

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

 2022

The current Nebraska SHSP was updated in 2020 to add a new older driver critical emphasis area. 

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

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

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

ROADWAY SEGMENT Segment Identifier 

(12) [12]

100 100 100 100 100 100

Route Number (8) 

[8]

100 100

Route/Street Name 

(9) [9]

100 100

Federal Aid/Route 

Type (21) [21]

100 100

Rural/Urban 

Designation (20) [20]

100 100 100 100

Surface Type (23) 

[24]

100 100 100 100

Begin Point 

Segment Descriptor 

(10) [10]

100 100 100 100 100 100

End Point Segment 

Descriptor (11) [11]

100 100 100 100 100 100

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

100 100

Functional Class 

(19) [19]

100 100 100 100 100 100
2022 Nebraska Highway Safety Improvement Program

Page 29 of 32

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

Median Type (54) 

[55]

100 100

Access Control (22) 

[23]

100 100

One/Two Way 

Operations (91) [93]

100 100

Number of Through 

Lanes (31) [32]

100 100 100 100

Average Annual 

Daily Traffic (79) [81]

100 100 100

AADT Year (80) [82] 100 100

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

100 100

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

100 100

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

100 100

Intersection/Junction 

Geometry (126) 

[116]

100 100

Intersection/Junction 

Traffic Control (131) 

[131]

AADT for Each 

Intersecting Road 

(79) [81]

100 100

AADT Year (80) [82] 100 100

Unique Approach 

Identifier (139) [129]

100 100

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

80 80

Location Identifier 

for Roadway at 

80 80
2022 Nebraska Highway Safety Improvement Program

Page 30 of 32

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

Beginning of Ramp 

Terminal (197) [187]

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

80 80

Ramp Length (187) 

[177]

80 80

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

80 80

Roadway Type at 

End Ramp Terminal 

(199) [189]

80 80

Interchange Type 

(182) [172]

80 80

Ramp AADT (191) 

[181]

80 80

Year of Ramp AADT 

(192) [182]

80 80

Functional Class 

(19) [19]

80 80

Type of 

Governmental 

Ownership (4) [4]

80 80

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

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

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

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

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

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

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

options for collecting the missing MIRE FDEs and adding the correct codes to the current MIRE FDE database elements.
2022 Nebraska Highway Safety Improvement Program

Page 31 of 32

Optional Attachments

Program Structure:

HSIP Process Document 2021.docx

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2022 Nebraska Highway Safety Improvement Program

Page 32 of 32

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.