Page 1 of 35

NEBRASKA

2019 ANNUAL REPORT
2019 Nebraska Highway Safety Improvement Program

Page 2 of 35

Table of Contents

Table of Contents.................................................................................................................................. 2

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

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

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

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

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

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

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

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

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

Safety Performance ............................................................................................................................18

General Highway Safety Trends......................................................................................................18

Safety Performance Targets............................................................................................................24

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

Evaluation ...........................................................................................................................................27

Program Effectiveness ....................................................................................................................27

Effectiveness of Groupings or Similar Types of Improvements .......................................................27

Project Effectiveness.......................................................................................................................30

Compliance Assessment.....................................................................................................................31
2019 Nebraska Highway Safety Improvement Program

Page 3 of 35

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. 409 states “Notwithstanding any other provision of law, reports, surveys, schedules, lists, 

or data compiled or collected for the purpose of identifying, evaluating, or planning the safety 

enhancement of potential accident sites, hazardous roadway conditions, or railway-highway 

crossings, pursuant to sections 130, 144, and 148 of this title or for the purpose of developing any 

highway safety construction improvement project which may be implemented utilizing Federal-aid 

highway funds shall not be subject to discovery or admitted into evidence in a Federal or State court 

proceeding or considered for other purposes in any action for damages arising from any occurrence 

at a location mentioned or addressed in such reports, surveys, schedules, lists, or data.”
2019 Nebraska Highway Safety Improvement Program

Page 4 of 35

Executive Summary

State FY 2018 (July 1, 2018 - June 30, 2019) was a successful year for the Nebraska HSIP Program. Over $13 

million was obligated for twenty-nine projects. Four major new projects were let for bids of over $8.8 million. In 

addition, over $0.5 million was obligated for Preliminary Engineering on two projects that will be constructed in 

the future. Completed HSIP projects were shown to be effective, with three evaluations resulting in an overall 

Benefit-Cost Ratio of 10.4. Although statewide fatalities increased slightly from 2017 to 2018, the fatality rate of 

1.095 fatalities per hundred million vehicle miles traveled is lower than the rate of ten years ago. A continuing 

bright spot is the reduction in Serious Injuries. Serious Injuries declined by 6% in 2018, when compared to 

2017. Since 2009, Serious Injuries have decreased by over 25%.
2019 Nebraska Highway Safety Improvement Program

Page 5 of 35

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 Safety Committee is made up of members from several NDOT Divisions, 

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

countermeasures for a location, both at sites identified by NDOT's High Crash Locations computer program 

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

Engineering's Highway Safety/Accident Records 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 

(typically over $400,000) that are approved by the Safety Committee are passed up to the SSIT for final 

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

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

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

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

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

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

to find viable HSIP projects on rural county roads.

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

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

Where is HSIP staff located within the State DOT? 

 Engineering

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

provided by the Highway Safety/Crash Records Section of the Traffic Engineering Division.
2019 Nebraska Highway Safety Improvement Program

Page 6 of 35

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 Strategic Safety Infrastructure Team 

has final approval over higher cost jobs. The Highway Safety/Crash Records Section supplies these teams 

with crash data analysis which can lead to projects at specific sites or systemic projects. These 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 

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. Over $7 million in HSIP funds were spent on local projects in State 

FY 2018.

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

• Operations

• Planning

• Traffic Engineering/Safety

• Other-Program Management

• Other-Communication

• Other-Project Development

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

on at least one of our three safety committees.

Describe coordination with internal partners. 

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

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

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

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

group for use in making future decisions. Proposed projects on the state highway system are sent to the 

appropriate District Engineer for concurrence. The DE often submits the required paperwork to begin the 

project process. The Traffic Engineering Division is the lead office for all HSIP activity. All HSIP projects are 
2019 Nebraska Highway Safety Improvement Program

Page 7 of 35

approved by either the NDOT Safety Committee or the Strategic Safety Infrastructure 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 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. The NDOT has begun using the Highway Safety Manual procedures in the analysis and evaluation of 

some 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

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 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 whether ideas are likely to qualify for HSIP funding.

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 

MMUCC, has been designed to work in conjunction with the new database. The project is projected to be 
2019 Nebraska Highway Safety Improvement Program

Page 8 of 35

completed in 2021. NDOT is continuing development of a crash spot mapping and crash diagramming system. 

NDOT is developing a Highway Safety Manual based Empirical Bayes Estimate crash prediction method to 

replace our crash history based hazardous location analysis process.

Program Methodology

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

implementation and evaluation processes?

Yes

FileName:

HSIP Process Document 2015.doc

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:2/23/2015

What is the justification for this program? 

• Other-23% 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 

All crashes 

Fatal and serious injury crashes only 

Volume 

Lane miles 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
2019 Nebraska Highway Safety Improvement Program

Page 9 of 35

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:2/23/2015

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

All crashes Volume Other-Roadway Departure, Intersection, 

or other 

What project identification methodology was used for this program? 

• Critical rate

• Relative severity index
2019 Nebraska Highway Safety Improvement Program

Page 10 of 35

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

What percentage of HSIP funds address systemic improvements? 

 4

 HSIP funds are used to address which of the following systemic improvements? 

• Clear Zone Improvements

• Horizontal curve signs

• Install/Improve Lighting

• Install/Improve Pavement Marking and/or Delineation

• Rumble Strips

• Safety Edge

• Upgrade Guard Rails

The percentage of HSIP funds used for Systemic Projects varies from year to year.

What process is used to identify potential countermeasures? 

• Crash data analysis

• Engineering Study

• Stakeholder input

Countermeasures are normally identified by engineers on one of the NDOT safety committees. Crash studies 
2019 Nebraska Highway Safety Improvement Program

Page 11 of 35

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 not considered any connected vehicle technology for HSIP funding. We have funded projects for 

dynamic message signs, anti-icing systems on bridges, and Adaptive Traffic Signal systems that were 

considered ITS.

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.

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

elaborate. 

The NDOT is partnering with the University of Nebraska-Lincoln on the development of a new high crash 

software package. The Rate Quality Control method which we currently use is based on 1950's research. The 

new program will select locations using the Empirical Bayes method, similar to what is used in the Highway 

Safety Manual.
2019 Nebraska Highway Safety Improvement Program

Page 12 of 35

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, 2018 to June 30, 2019).

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $19,834,000 $12,196,351 61.49%

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 $2,097,100 $1,291,635 61.59%

Totals $21,931,100 $13,487,986 61.5%

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

safety projects?

49%

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

55%

The percentage of HSIP that goes to local projects varies significantly from year to year.

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

5%

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

1%
2019 Nebraska Highway Safety Improvement Program

Page 13 of 35

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 2019.

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

the future. 

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

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

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

time, we don't have any serious impediments to HSIP obligation.
2019 Nebraska Highway Safety Improvement Program

Page 14 of 35

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

22629 132nd 

& West 

Center, 

Omaha

Intersection 

geometry

Auxiliary lanes - 

add right-turn 

lane

1 Intersections $4800000 $5868230 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther48,450 45 State 

Highway 

Agency

Spot Intersections Add dual left 

turn lanes 

and right turn 

lanes.

00869C 

Advance 

Railroad 

Pavement 

Marking For 

County 

Roads

Roadway signs 

and traffic 

control

Roadway signs 

(including post) - 

new or updated

Approaches $9211 $27682 HSIP (23 

U.S.C. 148)

Rural Major Collector 0 50 County 

Highway 

Agency

Systemic Intersections Marking 

drivers aware 

of 

approaching 

railroad 

crossing

00975 

Flagging 

Training

Roadway signs 

and traffic 

control

Roadway signs 

and traffic control 

- other

$90000 $100000 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 Other Local 

Agency

Systemic Work Zones Teach county 

and city 

personnel 

proper 

flagging 

techniques in 

work zones

00976 Work 

Zone 

Training

Roadway signs 

and traffic 

control

Roadway signs 

and traffic control 

- other

$90000 $100000 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 Other Local 

Agency

Systemic Work Zones Teach county 

and city 

personnel 

how to 

properly 

setup work 

zones

13347 

Lincoln - 56th 

St & Yankee 

Hill Rd 

(ROW)

Intersection 

traffic control

Modify control - 

two-way stop to 

roundabout

1 Intersections $2397599 $3899462 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 9,085 45 City or 

Municipal 

Highway 

Agency

Spot Intersections Rebuild twoway stop 

controlled 

intersection 

into a 

roundabout

13367 

Malcom 

Signs

Roadway signs 

and traffic 

control

Roadway signs 

(including post) - 

new or updated

1 Municipality $3000 $3000 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 City or 

Municipal 

Highway 

Agency

Systemic Intersections Improve 

signage in 

municipalities

13368 

Syracuse 

Signs

Roadway signs 

and traffic 

control

Roadway signs 

(including post) - 

new or updated

1 Municipality $7000 $7000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 City or 

Municipal 

Highway 

Agency

Systemic Intersections Improve 

signage in 

municipalities

22506 

Omaha - 24th 

St Road Diet, 

L St to 

Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

1.37 Miles $3103327 $3592022 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 10,405 City or 

Municipal 

Highway 

Agency

Spot Intersections Reduce rearend, left turn, 

pedestrian 

involved, and 

bicyclist 
2019 Nebraska Highway Safety Improvement Program

Page 15 of 35

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

Leavenworth 

St

involved 

crashes

22685 

Omaha - 

Message 

Boards

Advanced 

technology and 

ITS

Dynamic 

message signs

15 Signs $247500 $275000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 City or 

Municipal 

Highway 

Agency

Systemic Work Zones Improve 

signage for 

work zones

22702 

Omaha - 

72nd St & 

Maple St (N64) (PE and 

ROW)

Intersection 

geometry

Auxiliary lanes - 

add right-turn 

lane

1 Intersections $3756991 $4666673 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther47,940 40 City or 

Municipal 

Highway 

Agency

Spot Intersections Add dual left 

turn lanes

22704 

Omaha - 96th 

St & N-370

Intersection 

geometry

Auxiliary lanes - 

add right-turn 

lane

1 Intersections $302492 $336104 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 City or 

Municipal 

Highway 

Agency

Spot Intersections Add right turn 

lane

42863 Grand 

Island - 5-

Points 

Intersection

Intersection 

traffic control

Modify control - 

traffic signal to 

roundabout

1 Intersections $1565710 $2422775 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 17,335 City or 

Municipal 

Highway 

Agency

Spot Intersections Convert 

traffic signal 

to roundabout

13249 

Palmyra 

Southwest 

(PE)

Alignment Horizontal curve 

realignment

0.9 Miles $1368092 $1523625 HSIP (23 

U.S.C. 148)

Rural Minor Collector 260 50 County 

Highway 

Agency

Spot Roadway 

Departure

Reduce 

number of 

vehicles 

running off 

the road

22438 

Omaha - 

132nd St 

Adaptive 

Traffic 

Control 

System, 

Farnum St to 

Cuming St 

(PE)

Advanced 

technology and 

ITS

Advanced 

technology and 

ITS - other

7 Intersections $1094836 $1216486 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 23,005 40 City or 

Municipal 

Highway 

Agency

Spot Intersections Improve 

traffic signal 

coordination

22449 

Omaha - 

144th St 

Adaptive 

Traffic 

Control 

System, F St 

to Arbor St 

(PE)

Advanced 

technology and 

ITS

Advanced 

technology and 

ITS - other

7 Intersections $897731 $998066 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther28,730 45 City or 

Municipal 

Highway 

Agency

Spot Intersections Improve 

traffic signal 

coordination

22482 

Omaha - 

Dodge St. 

Adaptive 

Advanced 

technology and 

ITS

Advanced 

technology and 

ITS - other

9 Intersections $1930563 $2155072 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther53,950 45 City or 

Municipal 

Highway 

Agency

Spot Intersections Improve 

traffic signal 

coordination
2019 Nebraska Highway Safety Improvement Program

Page 16 of 35

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

Traffic 

Control 

System, 69th

St to 93rd St

22706 

Omaha - 30th 

St Road Diet, 

Cuming St to 

Ames Ave 

(PE)

Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

1.11 Miles $1442321 $2802299 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 8,920 35 City or 

Municipal 

Highway 

Agency

Spot Intersections Reduce left 

turn crashes

00864 

District 3 & 4 

Bridge 

Repair, 

Guardrail

Roadside Barrier - other 37 Locations $3533309 $4916458 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Systemic Lane 

Departure

Improve 

guardrail and 

bridge rail to 

reduce crash 

severity

00996 

Nebraska 

Vehicle 

Crash 

Information 

Portal

Noninfrastructure Data/traffic 

records

Numbers $13500 $15000 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

Systemic Data Create a 

software to 

determine 

crash 

patterns

00997 

Nebraska 

Vehicle 

Crash 

Information 

Portal - 

Crash 

Diagram

Noninfrastructure Data/traffic 

records

Numbers $43200 $48000 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

Systemic Data Create a 

software to 

determine 

crash 

patterns

22530 N-31 

& N-36 

Intersection 

traffic control

Modify control - 

two-way stop to 

roundabout

1 Intersections $2982015 $3544785 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 State 

Highway 

Agency

Spot Intersections Convert twoway stop 

control to 

roundabout

22648 N-370, 

168th St to 

US-75 NB

Intersection 

traffic control

Intersection 

flashers - add 

"when flashing" 

warning signmounted

$905083 $2093299 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther58,125 State 

Highway 

Agency

Spot Intersections Improve 

traffic signal 

coordination 

and provide 

driver with 

advance 

warning of 

signal change

22682 

District 2 

Shoulders

Shoulder 

treatments

Widen shoulder - 

paved or other

15.63 Miles $468263 $2093299 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 State 

Highway 

Agency

Systemic Roadway 

Departure

Resurface 

existing 

shoulders 

and install 

shoulder 

rumble strips
2019 Nebraska Highway Safety Improvement Program

Page 17 of 35

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

42728 

Kearney - 

US-30, 12th 

Ave to 7th 

Ave

Access 

management

Raised island - 

install new

0.52 Miles $1987032 $2717583 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 20,510 City or 

Municipal 

Highway 

Agency

Spot Intersections Add raised 

median and 

left turn lanes

51507 US26, 

Scottsbluff to 

Minatare

Intersection 

geometry

Auxiliary lanes - 

add right-turn 

lane

1 Intersections $206003 $4051191 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther6,170 60 State 

Highway 

Agency

Spot Intersections Add offset 

right turn lane

31925 

Columbus - 

UPRR/12th 

Ave

Railroad grade 

crossings

Grade separation 1 Locations $421981 $19512085 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 4,125 City or 

Municipal 

Highway 

Agency

Spot Intersections Separate 

vehicle traffic 

from railroad 

traffic to 

eliminate 

crashes
2019 Nebraska Highway Safety Improvement Program

Page 18 of 35

Safety Performance

General Highway Safety Trends

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

years.

PERFORMANCE 

MEASURES 2010 2011 2012 2013 2014 2015 2016 2017 2018

Fatalities 190 181 212 211 225 246 218 228 230

Serious Injuries 1,750 1,768 1,661 1,536 1,620 1,520 1,588 1,478 1,394

Fatality rate (per 

HMVMT)

0.973 0.947 1.103 1.092 1.147 1.216 1.053 1.085 1.095

Serious injury rate (per 

HMVMT)

8.965 9.251 8.640 7.949 8.260 7.514 7.668 7.034 6.639

Number non-motorized 

fatalities

10 9 15 15 11 24 13 23 24

Number of nonmotorized serious 

injuries

110 156 139 132 130 125 113 121 103
2019 Nebraska Highway Safety Improvement Program

Page 19 of 35

0

50

100

150

200

250

300

2010 2011 2012 2013 2014 2015 2016 2017 2018

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

200

400

600

800

1000

1200

1400

1600

1800

2000

2010 2011 2012 2013 2014 2015 2016 2017 2018

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2019 Nebraska Highway Safety Improvement Program

Page 20 of 35

0

0.2

0.4

0.6

0.8

1

1.2

1.4

2010 2011 2012 2013 2014 2015 2016 2017 2018

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

7

8

9

10

2010 2011 2012 2013 2014 2015 2016 2017 2018

Serious injury rate (per HMVMT)

Serious injury rate (per HMVMT) 5 Year Rolling Avg.
2019 Nebraska Highway Safety Improvement Program

Page 21 of 35

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 2018

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

21.6 83.2 0.75 2.88

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

5.6 71 0.55 6.99

Rural Principal 

Arterial (RPA) - Other

42.8 141.2 1.83 6.05

Rural Minor Arterial 42 155.4 1.78 6.57

Rural Minor Collector 4.6 29.8 1.83 11.84

0

20

40

60

80

100

120

140

160

180

2010 2011 2012 2013 2014 2015 2016 2017 2018

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.
2019 Nebraska Highway Safety Improvement Program

Page 22 of 35

Functional 

Classification

Number of Fatalities

 (5-yr avg)

Number of Serious 

Injuries

 (5-yr avg)

Fatality Rate

(per HMVMT)

 (5-yr avg)

Serious Injury Rate

(per HMVMT)

 (5-yr avg)

Rural Major Collector 19.4 147.4 1.31 9.99

Rural Local Road or 

Street

33 158.4 2.95 14.16

Urban Principal 

Arterial (UPA) - 

Interstate

5.8 56.6 0.37 3.6

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

2.8 59.8 0.24 5.22

Urban Principal 

Arterial (UPA) - Other

21.4 269.8 1.01 12.75

Urban Minor Arterial 13.6 210.6 0.61 9.4

Urban Minor Collector 0.2 2.6 0.83 10.81

Urban Major Collector 2.8 42.8 0.45 6.95

Urban Local Road or 

Street

13.8 91.6 1.03 6.81
2019 Nebraska Highway Safety Improvement Program

Page 23 of 35

Year 2018

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

137 720.2 1.04 5.48

County Highway 

Agency

53.2 291 2.3 12.57

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

38.8 509.6 0.77 10.09

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

Provide additional discussion related to general highway safety trends. 

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

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

On the other hand, the 5-year rolling averages for serious injuries and serious injury rate have declined. Nonmotorist fatality and serious injury numbers are small, but pedestrian fatalities have risen in the last few years, 

as have motorcycle fatalities.
2019 Nebraska Highway Safety Improvement Program

Page 24 of 35

Safety Performance Targets

Safety Performance Targets 

Calendar Year 2020 Targets *

Number of Fatalities:239.0

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

This target was selected based on a 2% 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.

Number of Serious Injuries:1442.0

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

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

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

target continues the downward trend in serious injuries over the last several years. If this target is 

met, a basic goal of the SHSP, the reduction of serious injuries, will be advanced.

Fatality Rate:1.140

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

This target was selected based on a 2% reduction of the current trend line of 5-year averages of 

fatality rates over the last several years. Based on this trend, we believe the established target is a 

realistic goal.

Serious Injury Rate:6.803

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

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

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

This target continues the downward trend in serious injury rates over the last several years. If this 

target is met, a basic goal of the SHSP, the reduction of serious injuries, will be advanced.

Total Number of Non-Motorized Fatalities and Serious Injuries:133.0

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

This target was selected based on the current trend line of 5-year averages of 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.
2019 Nebraska Highway Safety Improvement Program

Page 25 of 35

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. We explained to them again their responsibilities under 

the rule and offered to provide crash data to them.

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2018 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. 

NDOT has made significant progress toward meeting the state's 2018 safety performance targets. NDOT met 

their target for number of serious injuries and number of non-motorized fatalities and serious injuries. Out of 

the other three performance targets, the actual outcome for fatality rate and serious injury rate were better than 

the baseline. Only the number of fatalities performance measure did not meet the target or have an actual 

outcome better than the baseline. Since NDOT met the target or was better than the baseline for 4 of the 5 

performance measures, NDOT has made significant progress toward meeting the state's 2018 safety 

performance targets.

Applicability of Special Rules

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

No 

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

Rural Local roads) was 2.017 fatalities per 100 million vehicle miles traveled for the 5-year period from 2012 to 

2016. For the comparable 5-year period from 2014 to 2018, the fatality rate was 1.912 fatalities/100 million 

VMT. Since the rate decreased, the HRRR special rule does not apply to Nebraska.

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 2011 2012 2013 2014 2015 2016 2017

Number of Older Driver 

and Pedestrian Fatalities

24 30 21 33 37 41 31

Number of Older Driver 

and Pedestrian Serious 

Injuries

186 182 161 182 199 233 154

NDOT was recently informed by FHWA to modify the calculation method described in the Special Rule 

Guidance by multiply the rate by 100 to create a percentage. Using the population of drivers and pedestrians 

age 65 and older included in the Special Rule Guidance and the new calculation methodology, the fatality and 
2019 Nebraska Highway Safety Improvement Program

Page 26 of 35

serious injury rate for the 5-year period of 2013 to 2017 was 77.8. For the comparable 5-year period from 2011 

to 2015, the fatality and serious injury rate was 79.1. Since the rate decreased, the Special Rule does not 

apply to Nebraska.
2019 Nebraska Highway Safety Improvement Program

Page 27 of 35

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 very successful in State FY 2019. The combined benefit-cost ratio for all the 

HSIP projects evaluated during this year was 10.43. Although our fatality numbers have fluctuated up and 

down in recent years, even the highest years have been significantly below the numbers recorded in the first 

decade of this century. Serious injuries, on the other hand, have steadily declined during this same time period.

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

success of the Highway Safety Improvement Program? 

• HSIP Obligations

• Increased focus on local road safety

• More systemic programs

• Policy change

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

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

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

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

shoulder rumble strips and safety edge.

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures.

Year 2018

SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury 

Rate

(per HMVMT)

(5-yr avg)

Roadway Departure 126.4 604.6 0.62 2.95

Intersections 80.2 791.4 0.39 3.86
2019 Nebraska Highway Safety Improvement Program

Page 28 of 35

0

20

40

60

80

100

120

140

Roadway Departure Intersections

Fatalities

Number of Fatalities 

5 Year Average

2010-2014 2011-2015 2012-2016 2013-2017 2014-2018

0

100

200

300

400

500

600

700

800

900

Roadway Departure Intersections

Serious Injuries

Number of Serious Injuries 

5 Year Average

2010-2014 2011-2015 2012-2016 2013-2017 2014-2018
2019 Nebraska Highway Safety Improvement Program

Page 29 of 35

Has the State completed any countermeasure effectiveness evaluations during the 

reporting period? 

No

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

Roadway Departure Intersections

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

2010-2014 2011-2015 2012-2016 2013-2017 2014-2018

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

Roadway Departure Intersections

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2010-2014 2011-2015 2012-2016 2013-2017 2014-2018
2019 Nebraska Highway Safety Improvement Program

Page 30 of 35

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)

Lincoln - "O" 

St (US-6) & 

SW 40th St

Urban 

Principal 

Arterial (UPA) - 

Other

Intersection 

geometry

Auxiliary lanes - 

add left-turn lane

3.00 1.00 1.00 3.00 6.00 2.00 0.28

Omaha - 

Maple St (N64) & 102nd St

Urban 

Principal 

Arterial (UPA) - 

Other

Intersection 

geometry

Auxiliary lanes - 

add right-turn 

lane

44.00 24.00 18.00 12.00 62.00 36.00 9.67

Omaha - 108th 

St from 'L' St 

(US-275) to 'M' 

St

Urban Minor 

Arterial

Access 

management

Raised island - 

install new

142.00 72.00 3.00 34.00 23.00 179.00 95.00 21.35

Describe any other aspects of HSIP effectiveness on which the State would like to elaborate. 

The NDOT has increased the effectiveness of its HSIP program over the last several years. We are obligating a higher percentage of our available funds and are building projects that have a positive effect on crashes, fatalities, and 

serious injuries based on benefit-cost analysis.
2019 Nebraska Highway Safety Improvement Program

Page 31 of 35

Compliance Assessment

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

 03/31/2017

What are the years being covered by the current SHSP? 

From: 2017 To: 2021

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

 2022

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

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

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

ROADWAY SEGMENT Segment Identifier 

(12)

100 100 100 100 100 100

Route Number (8) 100 100

Route/Street Name 

(9)

100 100

Federal Aid/Route 

Type (21)

100 100

Rural/Urban 

Designation (20)

100 100 100 100

Surface Type (23) 100 100 100 100

Begin Point 

Segment Descriptor 

(10)

100 100 100 100 100 100

End Point Segment 

Descriptor (11)

100 100 100 100 100 100

Segment Length 

(13)

100 100

Direction of 

Inventory (18)

100 100

Functional Class 

(19)

100 100 100 100 100 100

Median Type (54) 100 100

Access Control (22) 100 100
2019 Nebraska Highway Safety Improvement Program

Page 32 of 35

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

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

One/Two Way 

Operations (91)

100 100

Number of Through 

Lanes (31)

100 100 100 100

Average Annual 

Daily Traffic (79)

100 100 100

AADT Year (80) 100 100

Type of 

Governmental 

Ownership (4)

100 100 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120)

100 100

Location Identifier 

for Road 1 Crossing 

Point (122)

100 100

Location Identifier 

for Road 2 Crossing 

Point (123)

100 100

Intersection/Junction 

Geometry (126)

100 100

Intersection/Junction 

Traffic Control (131)

100 100

AADT for Each 

Intersecting Road 

(79)

100 100

AADT Year (80) 100 100

Unique Approach 

Identifier (139)

100 100

INTERCHANGE/RAMP Unique Interchange 

Identifier (178)

75 75

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197)

75 75

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201)

75 75

Ramp Length (187) 75 75
2019 Nebraska Highway Safety Improvement Program

Page 33 of 35

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

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

Roadway Type at 

Beginning of Ramp 

Terminal (195)

68 68

Roadway Type at 

End Ramp Terminal 

(199)

68 68

Interchange Type 

(182)

75 75

Ramp AADT (191) 71 75

Year of Ramp AADT 

(192)

71 75

Functional Class 

(19)

75 75

Type of 

Governmental 

Ownership (4)

75 75

Totals (Average Percent Complete): 100.00 100.00 100.00 100.00 73.00 73.73 100.00 88.89 100.00 100.00

*Based on Functional Classification

Ramps are still be inventoried and added to the database. 75% of the ramps have been inventoried. AADT data collection lags about a year behind the addition of a ramp to the database and is at 95% for inventoried state owned ramps. 

AADT will reach 100% the year after all ramps have been inventoried.

The state local paved roads percentage only includes roads owned by the DOT. Local paved roads owned by other state agencies are not completely inventoried.

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 75% of the ramps in the state.

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

Did the State conduct an HSIP program assessment during the reporting period? 

No

NDOT plans to complete their next HSIP program assessment in coordination with development of the next Strategic Highway Safety Plan in 2021.

When does the State plan to complete its next HSIP program assessment.

2021
2019 Nebraska Highway Safety Improvement Program

Page 34 of 35

Optional Attachments

Program Structure:

HSIP Process Document 2015.doc

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2019 Nebraska Highway Safety Improvement Program

Page 35 of 35

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.