Oregon Department of Transportation

Highway Safety Improvement Program

(HSIP)

Annual Report on the Progress of the 

Highway Safety Improvement and High 

Risk Rural Roads Programs for SFY 2014

OREGON DEPARTMENT of TRANSPORTATION Traffic-Roadway Section

August 2014
TABLE OF CONTENTS

INTRODUCTION................................................................................................................... 2

HIGHWAY SAFETY IMPROVEMENT PROGRAM (HSIP) ................................................ 2

PROJECTS OBLIGATED IN SFY 2014............................................................................... 9

Applications Received........................................................................................................ 8

Projects Evaluated ........................................................................................................... 10

HIGH RISK RURAL ROADS PROGRAM (HRRRP) ......................................................... 12

Oregon Process to Utilize HRRRP Funds....................................................................... 13

LIST OF TABLES

TABLE 1 HSIP PROJECTS OBLIGATED FOR CONSTRUCTION IN SFY 2014 ........................................... 10

TABLE 2 SUMMARY OF 7 HSIP PROJECT EVALUATIONS FROM APPENDIX A ............................11

TABLE 3 SUMMARY OF 6 OTHER SAFETY PROJECT EVALUATIONS .........................................11

LIST OF APPENDICIES

Appendix A: Standard Reporting Form of Evaluation Data for Completed Safety 

Improvement Projects

Appendix B: High Risk Rural Roads Program Data

Appendix C: 5-Year moving average of fatalities and serious injuries for drivers and 

pedestrians age 65 and older

LIST OF ACRONYMS

FHWA Federal Highway Administration

HRRRP High Risk Rural Roads Program

HSIP Highway Safety Improvement Program

ODOT Oregon Department of Transportation

PDO Property-damage-only crash

SFY State Fiscal Year 

TRS Traffic-Roadway Section 

HSEC Highway Safety Engineering Committee 

TSD Transportation Safety Division 

STIP

HEP

SHSP

Statewide Transportation Improvement Program

Hazard Elimination Program

Strategic Highway Safety Plan
SAFE 

TEA-LU

Safe, Accountable, Flexible, Efficient 

Transportation Equity Act: A Legacy for Users

MAP-21 Moving Ahead for Progress in the 21st Century

ARTS All Roads Transportation Safety

PS & E Plans, Specifications and Estimate

IGA Interagency Agreement

B/C Benefit/Cost ratio

LPA Local Program Agencies

LOC League of Oregon Cities

AOC Association of Oregon Counties

MOU Memorandum of Understanding
2

INTRODUCTION

This report, required by Sections 152 and 148 of Title 23 of the United States Code, 

summarizes the progress made in implementing the Highway Safety Improvement 

Program (HSIP) in Oregon from July 1, 2013 to June 30, 2014, the state fiscal year (SFY 

2014). Included are projects under the Highway Safety Improvement Program (HSIP) 

and the High Risk Rural Roads Program (HRRRP). Attached in Appendix A is the 

standard reporting form that contains evaluation data for HSIP completed projects and 

Appendix B provides additional High Risk Rural Roads Program data. Also included is 

Appendix C which provides a 5-Year moving average of fatalities and serious injuries for 

drivers and pedestrians age 65 and older.

HIGHWAY SAFETY IMPROVEMENT PROGRAM

The Highway Safety Improvement Program (HSIP) is a federally funded program that 

mandates each state to conduct and systematically maintain an engineering survey of all 

public roads. The Traffic-Roadway Section (TRS) uses engineering tools such as the 

Safety Priority Index System (SPIS) to identify segments of state highways that have a 

higher crash history and may require safety improvements. SPIS is a method developed 

by ODOT for identifying potential safety problems on state highways. Citizen complaint 

submittals and routine inspections by Oregon Department of Transportation (ODOT) 

District and Region personnel indicate other possible safety concerns.

The purpose of the program is "to achieve a significant reduction in traffic fatalities 

and serious injuries on public roads”. Section 148 of Chapter 23 of the United States 

Code (USC) outlines how state and local governments will spend federal dollars 

toward improving safety on public roads or any public transportation facility. Prior to 

Federal SAFETEA-LU legislation the HSIP program was commonly referred to as the 

Hazard Elimination Program (HEP), Section 152 of Chapter 23 of the USC. 

SAFETEA-LU redefined the HSIP and the requirements. On July 6, 2012, the 

Moving Ahead for Progress in the 21st Century Act (MAP-21) was signed into law. 

MAP-21 creates a streamlined, performance-based, and multimodal program to 

address the many challenges facing Oregon’s transportation system. MAP-21 

builds on and refines many of the highway, transit, bike, and pedestrian programs 

and policies established in 1991. 

The Traffic-Roadway Section has a HSIP project guideline (ODOT Safety Program 

Guide) to assist the Region Traffic offices. The program guide has its own criteria and 

requirements to tailor the Highway Safety Program to match Oregon's needs. In general, 

for a project to meet both the federal and state requirements, it must: 

• Be an eligible highway safety project (as defined below); 

• Have committed matching funds of 10% of the project cost (for federal funding);

• Be able to meet all applicable guidelines and standards for construction;
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• Meet one of the following eligibility criteria: 

1. Positive Benefit/Cost (B/C) Ratio of 1.0 or greater; 

2. Top 10% Safety Priority Index System (SPIS); 

3. Justified by Risk Narrative (used on bicycle/pedestrian improvement 

projects). 

TRS also has responsibility for annual reports of the programs progress and ODOT’s 

Project Safety Management System (PSMS). The PSMS includes tools for identification 

and analysis of the safety problems like our recently completed ODOT Highway Safety 

Investigation manual, which is used to assist our Region Traffic Investigators

http://www.oregon.gov/ODOT/HWY/TRAFFIC-ROADWAY/highway_safety.shtml. 

Other responsibilities of the program include the Transportation Safety Division, which is 

responsible for the development of the Oregon’s Strategic Highway Safety Plan (SHSP). 

The Region Traffic Offices have the responsibility of following the guidelines when 

selecting appropriate safety projects and identifying potential remedies to safety problem 

areas. ODOT's Highway Finance Office is responsible for management of HSIP funds

along with the Region STIP Coordinators.

The HSIP process begins when a State or local agency identifies a safety problem. 

Possible safety project locations are identified from a variety of sources including crash 

records, ODOT’s Safety Priority Index System, systemic plans covering emphasis areas 

(Roadway Departure, Intersection and Pedestrian/Bicycle), local citizens, 

enforcement/emergency response personnel, and road maintenance crews. The 

ODOT's Region Traffic offices reviews proposed safety projects and determines eligibility 

based on the “ODOT Highway Safety Program Guide”. Before the Regions proposed 

safety projects can be added to the STIP, they must get approval from the State Traffic 

Engineers office that the selected safety projects follow ODOT’s Highway Safety 

Program Guidelines.
4

ODOT is currently transitioning into the “All Roads Transportation Safety (ARTS) 

program. Here is a draft outline of the ARTS program:

Background

ODOT is moving towards a jurisdictionally blind safety program. ODOT met with 

representatives from the League of Oregon Cities (LOC) and the Association of Oregon 

Counties (AOC) to discuss the need for addressing safety on all roads in Oregon. The 

outcome of the meetings was a Memorandum of Understanding detailing the principles 

and purpose of the program. The result is the All Roads Transportation Safety (ARTS) 

Program.

The ARTS Program is intended to address safety needs on all public roads in Oregon. 

About half the fatal and serious injuries occur on non-state roadways. Only by working 

collaboratively with local road jurisdictions (cities, counties, MPO’s and tribes) can ODOT 

expect to increase awareness of safety on all roads, promote best practices for 

infrastructure safety, complement behavioral safety efforts and focus limited resources to 

reduce fatal and serious injury crashes in the state of Oregon. The program will be data 

driven to achieve the greatest benefits in crash reduction and will be blind to jurisdiction.

Purpose

The ARTS program primarily uses federal funds from the Highway Safety Improvement 

Program (HSIP). The principles and purpose of ARTS and HSIP are:

• The program goal is to reduce fatal and serious injury crashes.

• The program must include all public roads.

• The program is data driven and blind to jurisdiction.

• The process will be overseen by ODOT Regions.

• Both traditional “hot spot” methodology and systemic methodology will be used.

Criteria

The objective of ARTS and HSIP is to significantly reduce the occurrence of fatalities and 

serious injuries. A data-driven approach uses crash data, risk factors, or other data 

supported methods to identify possible locations to achieve the greatest benefits. The 

key to any good safety program is identifying the best candidate locations for investment. 

All Projects shall:

• Address a specific Safety problem contributing to fatalities and serious injuries

• Use proposed countermeasures that correct or substantially improve the fatal 

and serious injury problem

• Use ODOT crash data to establish the Benefit/Cost ratio

• Use ODOT Benefit Cost method

• Be prioritized or categorized based on the Benefit/Cost Ratio for developing the 

150% list
5

• Use only countermeasures from the approved ODOT Crash Reduction Factor list

(a written process will be developed for considering new measures)

• Projects must include written support from the Road Jurisdiction if the project is 

proposed by another agency

• Benefit Costs will be based on the most recent available three to five years of 

crash data

The traditional approach to safety is to identify “hot spot” locations, and then identify 

measures to implement by diagnosing the “hot spot”. 

Hot Spot Projects shall:

• Address a location with a crash history of at least one fatal or serious injury crash 

within the last five years

The systemic approach identifies a few proven low-cost measures to be widely 

implemented, then implements the measures where there is evidence that they would be 

most useful. The systemic measures have been proven to successfully reduce the 

occurrence of fatal and serious injury crashes. The sites may be selected from ODOT’s 

list of priority corridors for Roadway Departure, Intersections or Pedestrian/Bicycle 

crashes.

Systemic Projects shall:

• Use only approved “Systemic” countermeasures as listed in the Crash Reduction 

factors list

• Not require the acquisition of significant amounts of right of way (more than 10% 

of project costs), preferably no right of way.

• Use the ODOT Risk Benefit Cost ratio method for Bicycle or Pedestrian 

improvements 

Systemic Projects should:

• Have a history of fatal or serious injury crashes or a risk of high severity crashes 

and preferably used on priority corridors from Systemic plans. 

Transition

To bridge the gap between no funding for non-state roads and the ARTS program, $16 

million in funding for the “Transition” (2014-2016) was allocated, primarily to focus on a 

few systemic low cost fixes that can be implemented in the shorter timeframe on nonstate roads.

Funding

The Safety funds are split to each region based on the amount of fatalities and serious 

injuries occurring in the region on all public roads. Regions will be required to spend a 

minimum of 50% of their funding on Systemic projects. 
6

Systemic funding is intended to be used for Roadway Departure, Intersections and 

Pedestrian/Bicycle type projects. At the statewide level the split in F&A between 

Roadway Departure, Intersections and Ped/Bike is about 40%/40%/20% respectively. 

Regions will be given the flexibility to determine the appropriate splits between systemic 

types of projects for their regions. It is suggested: 

• That at least one project per year be developed for each type, if possible.

• Region splits of systemic funds for each systemic type be roughly equivalent to 

the proportion of F&A occurring in the region 

Process

There will be two separate processes used, one for Hot Spot projects and a different one 

for Systemic projects. ODOT Regions will meet with local jurisdictions within the Region 

and share the program purpose and the details of both processes. ODOT will distribute 

data on Hot Spots and Systemic Plans to help determine potential locations for 

improvement. 

The process for Hot Spots projects will consist of each ODOT region developing a 

draft list of potential projects for all roads including both state highways and non-state 

highways. The Regions will share the draft list with the agencies to engage local 

jurisdictions in collaboration to look for gaps or missing potential projects. The agencies 

will be given the opportunity to submit projects with justification that it meets the program 

purpose. The number of submittals should be limited because of limited funds. Regions 

will categorize projects based on the project’s ability to reduce fatal and serious injury 

crashes and the benefit cost of the project, and finalize a draft list for field scoping.

The process for Systemic projects will be an application process. Each jurisdiction, 

including ODOT, will be invited to submit projects for systemic improvements from a 

large list of low cost proven countermeasures. These submittals will be for three 

systemic categories of funding, roadway departure, intersections and pedestrian/bicycle. 

Regions will check all applications for program purpose and correctness, working with 

the submitting agencies when necessary in order to develop a potential list of projects. 

The intent is that the ODOT Regions will refine the list of submitted projects and desk 

scope about a 150% list. The ODOT Regions will prioritize the project list based on 

program purpose of reducing fatal and serious injuries and benefit cost, in order to 

finalize a draft list for field scoping.

Once the refined lists are ready, all projects (both hot spot and systemic) will go through 

a multi-discipline assessment to verify the solution. A multi-disciplinary team, including 

the owner of the facility, will assure the best countermeasure is chosen to mitigate fatal 

and serious injury crashes. The project will also be scoped to verify the costs and any 

possible barrier to implementation. A finalized list of prioritized projects can then be 

produced with the best solution and the best cost.

Once the list is prioritized and a final 100% list is produced ODOT Region’s will work with 

Jurisdictions to determine the delivery methods, delivering agency and timelines 

(applicable funding year). For projects involving local agencies, the ODOT Regions will 
7

work with Jurisdictions to develop an Intergovernmental Agreement. The delivering 

agency will be accountable for timely and fiscally responsible delivery.

Timing of the Process

The process for ARTS project selection will run concurrently with the new Statewide 

Transportation Improvement Program (STIP) development process for the 2018-2021 

STIP scheduled to begin in late 2014. The process will include funding for 2017-2018 

projects (in the current STIP) as well as 2019-2021 funding (in the new STIP), five years’ 

of funding in all. The draft STIP list should be complete by the end of March 2015.

Federal Match

The Federal Highway Safety Improvement Program (HSIP) currently requires a 7.78% 

match for projects. During the Transition ODOT committed to 100% funding for most 

projects to assist local agency participation in the program because of a lack of advance 

notice. Within the ARTS program ODOT will require participating agencies to contribute 

match to the project. This will require local agencies to come up with the 7.78% nonfederal cash match. ODOT Regions should develop written criteria by which they may 

decide to negotiate the match requirement.

All Roads Transportation Safety (ARTS) Program

Funding subdivided to Regions based on F&A

Regions meet with LPA’s to share program purpose and goals

Regions share data with Local Agencies

Hot Spot Process Systemic Process

ODOT Regions draft potential list of 

projects

All Agencies submit applications for 

Systemic funds

ODOT shares list with LPAs Draft list based on B/C

LPAs given opportunity to submit 

additional projects

ODOT Regions desk scope 150% list

ODOT refine list ODOT Regions refine B/C

Finalize scoping list Finalize scoping list

Final Steps

Multi-disciplinary Assessment of projects to verify solution

Field scoping to verify cost

Finalize B/C

Finalize priority and 100% list with LPA’s

Regions determine delivery methods and timelines
8

Regions work on IGA

Responsible agency develops and delivers project

Timeline of events for ARTS:

• ODOT met with AOC and LOC in 2012

• ODOT signed Memorandum of Understanding with AOC and LOC in February 2013

• Introduced the ARTS program in April 2013.

• Held meetings with local jurisdictions to discuss a transition process in May 2013.

• Completed project selection for the Transition in the fall of 2013.

• Scope Transition projects in summer and fall of 2014.

• Begin Transition project development in 2014 through 2015. 

• Transition Projects should begin construction in 2015 through 2016.

• Funding for the ARTS process was reserved in Regions budgets for 2017-2018.

• In 2014 ODOT works to develop the ARTS process.

• Regions will meet with Local Agencies to discuss program purpose and goals 

starting the fall of 2014.

• ODOT Regions use ARTS process to develop project lists in collaboration with local 

agencies, starting in fall of 2014 

• Field scoping beginning approximately April of 2015

• Final lists for STIP due March 2016 (following closely with the STIP development 

process for the 2018-2021 STIP).

• Amend 2015-2018 STIP with Safety projects for 2017 and 2018 (anticipate this can 

be done in mid-2015).

• Follow 2018-2021 STIP process to incorporate Safety projects for 2019, 2020 and 

2021 (anticipated to be complete in 2017).

Delivery timeline of individual projects dependent on schedule, funding and responsible 

agency (anticipate agencies will complete PS&E in the funding year).
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Summary of HSIP Projects

This section summarizes the number of projects under construction, the type of 

projects applications reviewed and the effectiveness of projects with sufficient crash 

data for comparison. For the purposes of this report, HSIP projects are classified into 

these general categories:

Intersection Improvements—channelization and turning lanes, new or upgraded 

traffic signals, red light running cameras, and illumination.

Signing and Delineation—traffic signs and pavement marking and/or delineation 

where these project activities are the predominant safety improvement.

Roadway/Structure Improvements—lane widening, lane additions, rumble strip 

installation, median strip installation, shoulder widening/improvement, roadway 

realignment, skid treatment, and safety-related bridge and other structural 

improvements.

Roadside Improvements—flattening slopes, the elimination of roadside obstacles 

(e.g. drainage structures), the installation of breakaway signs and utility poles, and 

the construction, for safety purposes, of sidewalks and bikeways.

Safety Appurtenances—upgrades to bridge approach guardrail and railings, 

guardrail and median barrier improvements, impact attenuators, and safety fencing.

Traffic Calming Projects—specific traffic calming projects including, but not limited to, 

curb extensions, lateral/horizontal shifts in the roadway, raised devices (e.g. speed 

humps), and diverters.

Safety Projects Obligated in SFY 2014

In SFY 2014, there were fifty-four (54) safety projects totaling $20.6 million which were 

obligated for construction using HSIP funds. The HSIP fund consists of all safety 

projects with an ODOT program code of LS30, MS30, H210, LS2E, L24E, M001, MS32, 

M240, M9V0, MS302, LU2E, etc. This also includes projects funded by Section 164 

penalty money (TSP0, TSP1, MS32 money transferred from the highway funds to 

Transportation Safety Division, then redirected for safety projects that comply with HSIP

guidelines). The type of projects obligated or under construction are classified in Table 1 

by general category of improvement.
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Table 1 HSIP Projects Obligated for Construction in SFY 2014

Category

Number of 

Projects

Project Cost 

Estimates

Intersection Improvements 12 $4,421,000

Signing and Delineation 6 $1,226,000

Roadway/Structure Improvements

Roadway Improvements

Safety Appurtenances

Traffic Calming Projects

9

13

12

2

$3,279,000

$6,135,000

$5,371,000

$209,000

Total Projects 54 $20,641,000

Note: These figures reflect changes to the existing safety projects in the STIP for SFY 2014

Applications Received/Reviewed

In SFY 2014 (July 1, 2013 to June 30, 2014) the Region Traffic Offices were required to 

get final approval from the State Traffic Engineer’s office that their selected safety 

projects follow ODOT’s Highway Safety Program Guidelines before they are added to 

the STIP. 

All highway safety projects, regardless of funding (state or federal) will now follow the same 

guidance for project eligibility as outlined in the ODOT Highway Safety Program Guide

http://www.oregon.gov/ODOT/HWY/TRAFFIC-ROADWAY/highway_safety_program.shtml.

The proposed program year of the HSIP safety projects approved varies depending on 

the STIP cycle. The final selection of projects for construction is the responsibility of the 

Region Traffic Engineer and the Region Traffic Manager. 

Projects Evaluated

A total of seven (7) HSIP projects were completed between July 1, 2010 to June 30, 

2011 and had 3 years of before and after crash data available for evaluation where 

possible. Details for each project can be found in Appendix A. A similar number of 

before and after crash months were compared for each project. This simple evaluation 

only considered total crashes and did not examine target crashes (the crashes the 

project was designed to mitigate). The evaluation indicates that there was a 7% increase

in injury crashes from the before to the after evaluation period. During the evaluation 

period, statewide fatal crashes decreased by 8.0% and injury crashes increased by 28%. 

The evaluation indicates a 60% decrease in fatal crashes. 

Using the overall reduction in crashes statewide as a surrogate for the variability of 

crashes, the projects at these locations appear to have had a measurable effect on 

safety. It should be noted that there was a change in minimum property-damage-only 
11

crash (PDO) reporting requirements in 1998 and again in 2003 so that comparison of 

PDO and total crash reductions is not valid. 

In Appendix A, an additional six (6) safety projects were also evaluated which were 

funded using other safety funds under different criteria. These safety project evaluations 

are shown for information only to assist in improving ODOT’s data driven decision 

making process when developing future safety projects. In the future, all highway safety 

projects, regardless of funding (state or federal) will now follow the same guidance for 

project eligibility as outlined in the ODOT Highway Safety Program Guide.

Table 2 (Shaded in gray) Summary of 7 HSIP Project Evaluations

Crash Type Before After

Reduction or 

Increase in 

Crashes

Percent 

Change

Percent Change 

Statewide (09-

2012)

Fatal 5 2 -3 -60% -8%

Injury 185 197 +12 +7% +28%

PDO 245 225 -20 -8% +14%

Total 435 424 -11 -3% +21%

Table 3 Summary of 6 Other Safety Project Evaluations

Crash Type Before After

Reduction or 

Increase in 

Crashes

Percent 

Change

Percent Change 

Statewide (09-

2012)

Fatal 3 2 -1 - 33% -8%

Injury 404 473 +69 +17% +28%

PDO 556 532 -24 -4% +14%

Total 963 1,007 +44 +5% +21%
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HIGH RISK RURAL ROADS PROGRAM (HRRRP)

A. Overview

The High Risk Rural Road Program (HRRR) in SAFETEA-LU (called HR3 in 

Oregon) is a sub-program of the Highway Safety Improvement Program (HSIP), a 

federally-funded program managed by the Oregon Department of Transportation 

(ODOT). Approximately one million dollars of federal funding is available each 

federal fiscal year in Oregon for High Risk Rural Roads. 

B. Mission of HR3

The mission of the HR3 is to carry out safety improvement projects on rural roads, 

with identified safety issues, to achieve a significant reduction in traffic fatalities and 

serious injuries. 

C. Core Principles

1. The High Risk Rural Roads safety provision is dedicated exclusively to rural 

roads. 

The HSIP includes a set-aside for construction and operational improvements to 

address safety problems and opportunities on High Risk Rural Roads. This setaside of $90 million (nationally) each fiscal year for high risk rural roads is limited to 

roadways functionally classified as a rural major or minor collector or as a rural local 

road. 

2. High Risk Rural Roads are identified as follows:

a. Roadways functionally classified as a rural major or minor collector or as a 

rural local road. 

b. Roadways that have a crash rate for fatalities and incapacitating injuries 

exceeding the statewide average for those functional classes of roadways. 

c. Roadways whereby future traffic volumes are projected to increase causing a 

projected increase in the crash rate for fatalities and incapacitating injuries 

exceeding the statewide average.

3. Acceptability of HR3 funding for project development. 

As long as the project will ultimately involve a construction or operational 

improvement which is identified as part of a State’s HSIP process, funds from the 

set-aside for high risk rural roads for preliminary engineering (including right of way, 

environmental approvals and final design) would be eligible for federal 

reimbursement. 
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II. OREGON PROCESS TO UTILIZE HR3 FUNDS

A. General

1. HR3 was originally funded as is a 4 year $1.1 million annual federally funded 

program designed to carry out safety improvement projects on rural roads, with 

identified safety issues, to achieve a significant reduction in traffic fatalities and 

serious injuries. As SAFETEA-LU was extended for 3 years the available 

funding in HR3 increased by approximately 3.3 million dollars. Part of these 

funds were used to fully fund under funded projects.

2. Under MAP-21 the HR3 program is discontinued, but there are still remaining 

funds from this program. At this time it is planned that the remaining funds in 

HR3 will be used to fund eligible projects within the local road safety program. 

ODOT is transitioning to a Jurisdictionally Blind program of safety for all public 

roads in 2017. From 2013-2016 will be a transition period where ODOT is using 

HSIP and HR3 program funds to fund safety on local roads (off of state 

highways).

3. HR3 funding is federally funded; therefore projects need to conform to AASHTO 

standards. The AASHTO Low Volume Road Guide is the AASHTO standard for 

very low volume rural, e.g. roads with ADTs less than or equal to 400. 

Exceptions to AASHTO standards will be processed using the current 

FHWA/ODOT/Local Agency design exception process. 

Since HR3 projects are intended to meet a specific safety need, the scope of work 

is limited to features that are directly impacted as a result of addressing this 

specific need. Each feature constructed in a HR3 project must be built to the 

applicable standard for new construction. Elements of HR3 projects that are not 

directly being impacted need not be brought up to current standards. For example, 

a signing upgrade along a rural corridor will generally not necessitate shoulder 

widening.

B. Eligibility Criteria

Oregon’s eligibility criteria mirrors the federal guidelines as stated in Section 1-C-2 

above. These criteria are:

1. Roadways functionally classified as a rural major or minor collector or as a rural local 

road are eligible.
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2. The roadway must have a crash rate for fatalities and incapacitating injuries (serious 

injury A) that exceeds the statewide average for those functional classes of 

roadways.

3. Roadways are also eligible if future traffic volumes are projected to increase causing 

a projected increase in the crash rate for fatalities and incapacitating injuries that 

exceeds the statewide average.

ELIGIBILITY NOTES: 

a. Roadways with similar characteristics in the vicinity of an area of 

identified fatal or serious injury crash history may be included in the 

project limits. Applicants are encouraged to develop projects that will 

address similar crash types or characteristics on eligible roadway 

sections.

b. The intent of Oregon’s implementation is to focus on County roads, 

however, qualified State Highways or roads identified as public under 23 

CFR 460.2, with a history of fatal or serious injury A crashes may apply 

for HR3 funding.

c. Projects in counties subject to loss of revenue due to reduction or 

elimination of Federal School Safety Net Funds may be given special 

consideration.

d. When all projects are submitted, the HR3 Steering Committee will assess 

the possibility of combining projects, of a similar nature, on a Regional or 

Statewide basis.

e. Eligible roadways with ADT’s less than or equal to 400 will be given 

special consideration.

f. Roads with high crash rates, in addition to fatal crashes and serious 

injury A crashes, and having an assessment by the local engineer that 

there is potential for serious injury A crashes or fatal crashes to increase 

will be given special consideration.

C. Local Match Requirements

The Local Match requirement for HR3 projects is 7.78% of the total project cost.

D. Project Non- Participating Costs and Overruns

1. Project Sponsors are responsible for 100 percent of the cost of any item which is 

not eligible for federal participation.

2. Project overruns, unless authorized by the HR3 Steering Committee, are the 

responsibility of the Project Sponsor. Project Sponsors may submit a request 

for consideration of additional authorization for reimbursement of project 

overruns by submitting a detailed overrun justification to the HR3 Steering 

Committee. The HR3 Steering Committee will review the submittal and 
15

determine if there is sufficient available funding to cover the overrun. If 

adequate funding is not available, or if the reason and purpose of the overrun 

does not sufficiently meet HR3 Program goals, the Project Sponsor retains 

responsibility for the overrun.

E. Intergovernmental Agreement (IGA) and Prospectus

HR3 projects are federally funded; therefore the current FHWA/ODOT/Local 

Agency project development and delivery process must be used to expend these

funds. Funds obligated for local road safety during the transition period will likely

be overseen and developed by ODOT.

F. Statewide Fatal and Serious Injury “A” Crash Rate Information

In 2004 the total number of fatal and serious injury “A” (F&A) crashes on Oregon’s rural 

public roads classified major collectors and below was 430. Using an inventory of 

47,860 miles for these classifications of roads and an annual estimate of 14.2 million 

vehicle miles per day, the statewide average for these class of roads is 8.3 F&A 

crashes/ HMVM (crashes per hundred million vehicle-miles). 

Data for fatal and serious crashs for 2000-2004 can be found by 1) right clicking on: 

Crash Data 2) Clicking on Open Hyperlink and 3) Clicking on “No” on the popup box 

that indicates the document has been modified and asking you if you want to save.

Below are some examples of sections of roadway that meet or exceed the 

statewide average based on the following formula: 

Crash Rate = (# of Crashes * 100 million)/ (ADT * Length in Miles * Number 

of Years * 365 days/year)

 

# F&A 

Crashes

(in 3 yrs)

Average 

Daily 

Traffic 

(ADT)

Length 

of 

Section

(miles)

F&A Crash 

Rate

(crash/HMVM)

3 6600 5 8.3

2 4000 5 9.1

1 2000 5 9.1

1 1500 7 8.7

1 1000 10 9.1

1 500 20 9.1

1 250 40 9.1
16

Note: As ADT or Length increases Crash Rate decreases. 

As ADT or length decreases Crash Rate increases.

Each application must contain information that confirms the project location crash 

history and rate and should use three or more years of crash data.

Fatalities are used for participants who die as a result of injuries sustained in the crash. 

Injury “A” (Serious or Incapacitating injury) is used for participants who suffer severe 

injuries. An incapacitating injury is a non-fatal injury which "prevents the injured person 

from walking, driving or normally continuing the activities the person was capable of 

performing before the injury occurred". 

G. Application and project selection process. 

1. The ODOT Local Government Section sent requests to prospective applicants 

for HR3 projects in July 2006. They were required to submit a HR3 Notice of 

Intent to determine if the project met the program eligibility requirements before 

submitting a full application. Required documentation for the Notice of Intent 

was:

a. A completed Notice of Intent Form

b. An attached letter or narrative (1 page max.) explaining the need for 

the project, type and extent of proposed work, funds requested and 

matching funds available, and the role of any co-applicants or 

partners.

c. An attached vicinity map and site map or other appropriate graphics (1 

or 2 pages).

2. ODOT reviewed the Notice of Intent submittals and determined which projects 

met the program eligibility requirements. ODOT notified all applicants if their

project met the eligibility requirements. Full applications (see Appendix B) for 

projects meeting the program minimum requirements were then requested from 

the Project Sponsors.

Required documentation for the included:

a. Project justification

b. Proposed solution

c. Detailed Cost Estimate that includes 15% PE, 15% CE, 40% 

Contingencies and 20% for Mobilization & Traffic Control. For example, 

including these items at these percentages for a project with $100,000 of 

construction costs will make the final total project cost and funding request 

$190,000. 
17

3. The HR3 Steering Committee (comprised of ODOT staff and local agency 

representatives) reviewed the applications, develop a prioritized list, and suggest 

possible project groupings of eligible projects. The final selected project list was 

prioritized based on available funding with 5 projects receiving full funding. Four 

more projects were included in a reserve project list in case more funding 

becomes available. The selected projects were approved by OTC to be placed 

in the STIP at their May 2007 meeting. The projects were amended into the 

STIP on March 5th, 2008 after in depth project scoping was performed. 

4. ODOT has completed detailed scoping of the selected and reserve projects. 

The selected projects are currently completed or will be completed by 2015.

For the Transition period from 2013-2016, ODOT regions will be in charge of working 

with local stakeholders to determine projects and determining which are eligible for HR3 

funding.

H. Assessment of HR3 Project Effectiveness

ODOT is responsible to report to FHWA regarding the effectiveness of crash 

solutions that are implemented using HR3 funding. To prepare this report it is 

important that HR3 project sponsors provide information as listed in the bullets below 

to ODOT related to the crash solution(s) implemented and their effectiveness. 

• Location/identifier for project—Basic information on the roadway where 

the project occurred 

• Type of improvement(s) implemented

• Cost of improvement 

• “Before” and “After” crash results—At least 3 years of “before” and 3 years 

of “after” data should be used. 

Evaluation Results—Show whether the project achieved its purpose using benefit-cost or 

other approved methodology.
18
19

Appendix A: Standard Reporting Form
OREGON THE 2014 ANNUAL REPORT ON HIGHWAY SAFETY IMPROVEMENT PROGRAMS (HSIP)

STANDARD REPORTING FORM OF EVALUATION DATA FOR COMPLETED SAFETY IMPROVEMENTS (July 1, 2010 to June 30, 2011)

C:\Users\vildred.kornegay\Desktop\task\safety\hsip\reports\OR--HSIPeffectiveness--9-30-14.xls

* A change in the minimum reporting value for PDO crashes from $500 to $1,000 occurred in 1998 and in 2003, the minimum reporting value for PDO crashes changed again from $1,000 to $1,500.

HSIP Attachment "A" 2013

Cost of

ODOT ODOT Safety Safety Evaluated Quantity Number of Crashes Eval. Volume Rural Number Divided

Region Key # Line Improvement Classification Improvements of Units Before After Status Before After or of or 

Program Code 1,000 Improvements Mos. Fat. Inj. A Inj. B Inj. C *PDO TOTAL Mos. Fat. Inj. A Inj. B Inj. C *PDO TOTAL AADT AADT Urban Lanes Undivided

Key No [1] [2] [3] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14] [15] [16] [17] [18] [20] [21] [22]

1 12150 1 HSIP 1F 490 3.00 X 36 0 1 14 54 111 180 29 0 1 20 41 75 137 F _ _ Urban 2 Undivided

1 13163 2 HSIP 1A 1,644 1.00 X 36 0 2 0 3 3 8 36 0 0 1 0 1 2 F 7,499 7,709 Rural 3 Undivided

2 13664 3 Other 1C 604 0.72 M 36 0 2 18 50 98 168 35 0 3 26 56 91 176 F 37,200 35,500 Urban 3 Undivided

1 13702 4 Other 1D 20,851 6.64 M 36 2 14 48 167 311 542 28 0 6 54 219 278 557 F 131,400 135,800 Urban 3 Undivided

1 13725 5 HSIP 3E 1,371 1.21 M 36 0 0 1 6 8 15 26 0 0 0 0 0 0 F 4,200 3,900 Rural 2 Undivided

2 14204 6 HSIP 1A 1,251 1.00 X 36 0 0 7 4 6 17 30 0 0 2 0 1 3 F 10,800 10,000 Rural 2 Undivided

1 15045 7 HSIP 1C 1,302 1.90 M 36 1 2 9 40 79 131 36 0 7 16 70 108 201 F 37,000 48,000 Urban 4 Undivided

2 15740 8 HSIP 1D 95 19.36 M 36 3 1 15 11 32 62 35 1 3 16 15 33 68 F 5,900 5,000 Rural 2 Undivided

4 15765 9 Other 1G 250 1.00 X 36 0 0 1 0 0 1 32 0 0 0 0 0 0 F _ _ Rural 2 Undivided

5 15769 10 Other 1E 6,840 21.50 M 36 0 0 22 29 77 128 35 0 2 13 35 81 131 F 9,800 10,700 Rural 2 Undivided

2 16350 11 Other 3L 3,974 5.00 M 36 1 3 16 22 60 102 36 2 0 21 29 73 125 F 58,200 58,700 Rural 3 Undivided

1 16459 12 Other 1A 2,370 1.00 X 36 0 3 2 7 10 22 36 0 0 5 4 9 18 F _ _ Urban 2 Undivided

3 16691 13 HSIP 3E 43 3.20 M 36 1 1 4 10 6 22 22 1 0 1 4 7 13 F 5,600 5,200 Rural 2 Undivided

Note: The 7 projects highlighted in gray shade are HSIP projects

The remaining 6 safety projects evaluated were funded using other safety funds (ex.164 penalty funds) are shown for information only to assist in improving ODOT's data driven decision making process when developing future safety projects.
21

Appendix B: High Risk Rural Roads Program Data
 HIGH RISK RURAL ROADS PROJECT LIST 

FOR SFY 2014

APPLICANT COUNTY PROJECT NAME ODOT REGION 

Key Number Selected Projects - Amended into the STIP March 5, 2008 Let Date Award Date Completion Date

13162 Columbia County Road Dept. Canaan Road Guardrail Project 6/23/2011 8/5/2011 11/11/2011 1 

15778 Clackamas County DTD Zimmermen Road Improvement Project 5/25/2014 5/25/2014 1 

15779 Marion County Public Works Meridian Rd from Hobart Rd to College Rd Intersection Improvements 5/9/2013 8/14/2013 2 

15780 Jackson County Roads Blackwell Road MP 2.0-3.0 Road Realignment 12/8/2011 12/12/2011 4/2/2013 3 

15781 Wasco County Public Works Browns Cr Inter. Project 4/21/2011 5/19/2011 10/7/2011 4 

18110 Wasco County Public Works Chenowith Crk Rd &Cherry Heights Rd Guardrail Project 9/26/2013 10/7/2013 1/30/2014 4 

Selected Project Totals 
23

Appendix C: 5-Year Moving Average of Fatalities and Serious Injuries for 

Drivers and Pedestrians Age 65 and Older
Oregon Department of Transportation - Transportation Development Division

Transportation Data Section - Crash Analysis Reporting Unit

5-Year Moving Average of Fatalities and Serious Injuries for Drivers and Pedestrians Age 65 and Older

Year

Fatalities* 

(F)

Serious 

Injuries** 

(A)

Total Older 

Driver & 

Ped F&A Year

People Age 65 

and Over per 

1,000 

Population***

Range of 

Years

5-Year 

Average 

Rate^

Rounded 

5-Year 

Average 

Rate^

2006 57 161 218 2006 129 2006-2010 1.40 1.4

2007 72 148 220 2007 130 2008-2012 1.31 1.3

2008 44 102 146 2008 133 ^ formula per FHWA MAP-21 Section 142,

2009 48 113 161 2009 135 Attachment 1

2010 46 140 186 2010 139

2011 50 162 212 2011 143

2012 48 170 218 2012 149

* source: FARS Encyclopedia *** source: FHWA MAP-21 Section 142, Attachment 2

** source: ODOT Statewide Crash Data System (CDS)

 

2012 to 2008 => ((218/149) + (212/143) + (186/139) + (161/135) + (146/133)) / 5 = 1.32

2010 to 2006 => ((186/139) + (161/135) + (146/133) + (220/130) + (218/129)) / 5 = 1.40 

Appendix C:

Table 3: Five-Year Averages Table 1: Older Driver & Pedestrian Fatalities and 

Serious Injuries by Year Table 2: Population per 1,000