Page 1 of 39

ALASKA

HIGHWAY SAFETY 

IMPROVEMENT PROGRAM 

2021 ANNUAL REPORT

U.S. Department ofTransportation 

Federal Highway Administration 

Photo source: Federal Highway Administration
2021 Alaska Highway Safety Improvement Program

Page 2 of 39

Table of Contents

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

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

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

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

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

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

Program Methodology ....................................................................................................................... 7

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

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

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

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

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

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

Applicability of Special Rules...........................................................................................................26

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

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

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

Project Effectiveness.......................................................................................................................32

Compliance Assessment ....................................................................................................................35

Optional Attachments..........................................................................................................................38

Glossary..............................................................................................................................................39
2021 Alaska Highway Safety Improvement Program

Page 3 of 39

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. 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.”
2021 Alaska Highway Safety Improvement Program

Page 4 of 39

Executive Summary

Under the Alaska Highway Safety Improvement Program (HSIP), the Alaska Department of Transportation & 

Public Facilities (DOT&PF) identifies high risk intersections and roads, scopes and prioritizes corrective 

projects, funds the most cost-effective projects, and evaluates actual project and program effectiveness. HSIP 

dollars are distributed to the most effective projects from a single statewide fund. The purpose of the Alaska 

HSIP is to “maximize lives saved and major injuries eliminated per dollar spent.” We currently measure our 

post-construction program benefit-cost ratio at approximately 6.76:1, a successful ratio achieved through a 

program that blends spot and systemic projects throughout the State in urban as well as rural locations.

Regional Traffic and Safety personnel identify, scope, estimate, and rank candidate projects according to 

benefit-cost ratio (ranked projects) and potential for crash reduction (non-ranked projects). HQ Traffic & Safety 

reviews proposed new projects, works with the regions to clarify project description and scope, and submits 

recommended projects to DOT&PF's Chief Engineer for approval. Following approval of new HSIP projects, 

HQ Traffic and Safety selects the most effective projects and proposes a statewide HSIP funding plan for the 

coming federal fiscal year for approval by the Chief Engineer and the Director of Program Development.

The HSIP funding plan typically includes a blend of on-going projects and new projects. Regions design and 

construct funded projects and generate before-after studies when three years of post-improvement crash data 

becomes available. HQ Traffic & Safety manages funding for the statewide HSIP, annually updates the HSIP 

Handbook, maintains program effectiveness data, and produces the annual HSIP report.

Important Note on Performance Measures calculated by Online Reporting Tool: Alaska DOT&PF has been 

unable to provide timely data about serious injuries on a regular basis, and as a result, has been in an HSIP 

Implementation Plan since 2020. When we submitted in June of this year, the plan included completion of data 

validation for 2018, followed by 2019 data entry and validation, then the same for 2020.

DOT&PF has changed the order of this work to take advantage of the fact that crashes with the potential for 

injuries or fatalities are reported on a different form than self-reported crashes, which are limited to crashes 

with minor property damage. As a result, this Annual Report includes data for serious injuries through 2019. 

Overall, in the past 18 months, DOT&PF has completed data entry on two years of crash reports (2017 - 2018) 

and is within 1% of completing data entry on crash reports resulting in injury or death for 2019. We estimate 

that data entry for the 2019 and 2020 crashes with the potential for injury and fatality will be completed in fall 

2021. With FHWA permission, DOT&PF is prepared to provide updated serious injury data for 2019 and 2020 

on or around January 1, 2022.

Alaska has completed all quality control (QC) activities for 2017 data; however, the serious injury data for 2018 

and 2019 must undergo final QC prior to being certified. Due to the nature of the remaining quality control 

activities, which includes removal of duplicate reports, any changes in the data would be likely to reduce the 

number of serious injuries reported.

We anticipate that data entry on all crashes will be complete in the summer of 2022.

DOT&PF intends to become current (data within 6 months) at the end of 2022.
2021 Alaska Highway Safety Improvement Program

Page 5 of 39

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 general structure of Alaska's HSIP is described in Sec. 1.3 of the Alaska HSIP Handbook:

Regional Traffic and Safety Engineers in Alaska’s three regions (Northern, Central and Southcoast) screen 

crash data and consider other information to identify projects. Projects can be either ranked or non-ranked. 

Ranked projects are implemented at locations with high crash history and are ranked by analyzing the 

benefit:cost ratio of specific safety-related improvements using estimated crash reduction factors and 

improvement costs. Non-ranked projects are implemented at locations with potential for severe crashes 

identified in SHSP strategies and may be spot or system-wide improvements. System-wide, or systemic, 

improvement projects are implemented to reduce potential for fatal and serious injuries by mitigating road 

conditions or characteristics associated with specific crash types. Non-infrastructure projects are limited to 

those types specifically included in Appendix A (p. A-11) of the Alaska HSIP handbook, a reprinting of 23 

U.S.C. Section 148 (a)(4)(B).

Alaska’s three regional traffic & safety sections submit proposed projects to the State Traffic and Safety 

Engineer for review. HQ Traffic & Safety staff review the proposed new projects, work with regions to clarify 

project descriptions and scope, and submit recommended projects to the Chief Engineer for advancement as 

safety projects. Following Chief Engineer approval of new HSIP projects, the State Traffic and Safety Engineer 

proposes a list of new and ongoing projects for funding and coordinates with HQ Project Development to 

prepare a funding plan for the coming federal fiscal year. 

HQ Traffic and Safety personnel manage the federal funds for approved projects. Regional Traffic and Safety 

personnel work with preconstruction and construction personnel to ensure projects remain consistent with their 

HSIP scope throughout design and construction. The regions conduct follow-up studies to determine the 

effectiveness of completed projects. HQ Traffic & Safety summarizes the overall effectiveness of the statewide 

program in the annual HSIP Report.

Where is HSIP staff located within the State DOT? 

 Engineering

The HSIP program manager is located with the DOT&PF Statewide Design and Engineering Services division 

(Chief Engineer's office). DOT&PF regional HSIP practitioners are located within the regional preconstruction 

divisions.
2021 Alaska Highway Safety Improvement Program

Page 6 of 39

How are HSIP funds allocated in a State? 

• Central Office via Statewide Competitive Application Process

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

Safety projects on all public roads in Alaska are eligible to compete for HSIP funding. The same process is 

used to prioritize projects on both state and non-state (including local and tribal) roads.

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

• Maintenance

• Operations

• Planning

• Traffic Engineering/Safety

Describe coordination with internal partners.

Design: Regional Traffic and Safety personnel identify, scope, estimate, and rank candidate projects according 

to benefit:cost ratio (ranked projects) and potential for crash reduction (non-ranked projects).

State Traffic & Safety reviews proposed new projects, works with the regions to clarify project description and 

scope, and submits recommended projects to the DOT&PF Chief Engineer for funding approval.

Planning: Funding plan developed in coordination with the Office of Program Development.

Maintenance and Operations: M&O staff consulted to determine alternative project nominations where safety 

problems may exist despite the lack of historic crash data.

Governors Highway Safety Office: Split penalty transfer funding to address engineering solutions to highway 

safety.

Identify which external partners are involved with HSIP planning.

• FHWA

• Governors Highway Safety Office

• Law Enforcement Agency

• Local Government Agency 

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

• Tribal Agency

External partners participate in the HSIP planning process through both the SHSP and the Performance Target 

setting process.
2021 Alaska Highway Safety Improvement Program

Page 7 of 39

Describe coordination with external partners.

The formal mechanisms in the program for coordination with external partners include both the SHSP 

development and implementation process and establishment of annual performance measure targets. 

However, Regional Traffic & Safety Engineers continuously work with external partners, including local and 

tribal agencies, to identify and develop HSIP project nominations. Their input is valued and considered in the 

development and delivery of HSIP projects. 

Coordination with FHWA is described under the most recent Stewardship and Oversight Agreement.

Program Methodology

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

implementation and evaluation processes?

Yes 

Select the programs that are administered under the HSIP.

• HSIP (no subprograms)

Program: HSIP (no subprograms)

Date of Program Methodology:4/2/2021

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

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Critical rate

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

program?

Yes

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

Yes
2021 Alaska Highway Safety Improvement Program

Page 8 of 39

How are projects under this program advanced for implementation?

• Competitive application process

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).

Relative Weight in Scoring

Ranking based on B/C:90

Available funding:10

Total Relative Weight:100

What percentage of HSIP funds address systemic improvements?

 17

 HSIP funds are used to address which of the following systemic 

improvements? 

• Add/Upgrade/Modify/Remove Traffic Signal

• Clear Zone Improvements

• Install/Improve Lighting

• Install/Improve Pavement Marking and/or Delineation

• Install/Improve Signing

• Other-Guardrail Inventory

• Other-Roundabout installation

• Pavement/Shoulder Widening

• Upgrade Guard Rails

What process is used to identify potential countermeasures? 

• Crash data analysis

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

• Engineering Study

• Road Safety Assessment

• SHSP/Local road safety plan

Does the State HSIP consider connected vehicles and ITS technologies? 

No

Not at this time.

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

No

Not at this time. HSIP funding was used to develop Alaska specific calibration factors for some SPFs in the 
2021 Alaska Highway Safety Improvement Program

Page 9 of 39

HSM. DOT&PF had envisioned the calibration factors for use at planning level for HSIP nominations, but the 

calibration factors were much higher than expected and may not result in reliable predicted outcomes.
2021 Alaska Highway Safety Improvement Program

Page 10 of 39

Project Implementation

Funds Programmed

Reporting period for HSIP funding.

Federal Fiscal Year

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $13,531,839 $12,835,256 94.85%

HRRR Special Rule (23 

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

$0 $0 0%

Penalty Funds (23 U.S.C. 

154)

$8,940,500 $11,609,636 129.85%

Penalty Funds (23 U.S.C. 

164)

$8,940,500 $11,609,636 129.85%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$1,279,980 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $1,645,758 $1,384,124 84.1%

Totals $34,338,577 $37,438,652 109.03%

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

safety projects?

$2,020,790

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

$1,774,555

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

$1,435,000

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

$1,572,500

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%
2021 Alaska Highway Safety Improvement Program

Page 11 of 39

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

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

$47,944,311

DOT&PF added $48.22 million in funds from other programs to the HSIP program in FFY 2019 in anticipation 

of unusually large highway safety funding projects. However, over the ensuing two years, a series of project 

delays, bundling efficiencies, and additional factors has resulted in smaller immediate needs than expected. As 

a result, HSIP funding balances exceed current program requirements, while other programs have grown such 

that the state must transfer funding to meet other surface transportation goals.

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

the future.

Alaska DOT&PF believe the flexibility lost under the FAST Act by removing eligibility for non-infrastructure 

projects is an impediment not only to obligation of HSIP funds but to the purpose of the HSIP program listed in 

23 USC 148(b)(2) to achieve a significant reduction in traffic fatalities and serious injuries on all public roads.

It would be impossible to overstate the effects of the COVID-19 pandemic on project progress. With the nearly 

universal shutdown of public life and functions just as the 2020 construction season was gearing up, numerous 

projects struggled to get off the ground and, once started, to maintain viable staffing under the dynamic 

conditions they faced. DOT&PF Program Managers and Construction and Design staff spent considerably 

more time working with contractors and adjusting their projects to meet the challenges presented.

This resulted in a lag in project progress and, ultimately, several projects were either unable to obligate or 

unable to obligate the full amount called for in the FFY21 Funding Plan.
2021 Alaska Highway Safety Improvement Program

Page 12 of 39

General Listing of Projects

List the projects obligated using HSIP funds for the reporting period.

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D OWNERSHIP

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

College Road 

Median Extension

Access 

management

Median crossover -

relocate/close crossover

0.2 Miles $20938.5 $23265 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther15,03

6

35 State Highway 

Agency

Spot Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

Richardson Hwy 

MP 351 

Interchange

Interchange 

design

Convert at-grade 

intersection to interchange

1 Numbers $738000.24 $738000.24 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther16,85

8

55 State Highway 

Agency

Spot Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

City of Fairbanks 

Systemic Signal 

Upgrades

Intersection 

traffic control

Modify traffic signal – add 

additional signal heads

22 Numbers $270000 $300000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 Multiple/Varie

s

Systemic Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

Fairbanks Area 

Signal Upgrades 

(combines 

10NR01, 13NN05, 

14NR01, 14NR02)

Intersection 

traffic control

Modify traffic signal – add 

flashing yellow arrow

57 Numbers $993333.9 $994705 Penalty 

Funds (23 

U.S.C. 164)

Urban Multiple/Varies 0 State Highway 

Agency

Systemic Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

Steese 

Expressway/Chen

a Hot Springs 

Road Ramp 

Termini 

Roundabouts

Intersection 

traffic control

Modify control – Modern 

Roundabout

2 Numbers $713241 $713241 Penalty 

Funds (23 

U.S.C. 154)

Urban Principal ArterialOther8,155 State Highway 

Agency

Spot Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

NR Guardrail 

Inventory and 

Upgrades

Roadside Barrier - other 970 Miles $93107 $93107 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther0 State Highway 

Agency

Systemic Roadway 

Departure

Implement 

infrastructur

e projects to 

address runoff-road 

crashes

Fairbanks Area 

Concrete Barrier 

Upgrade (HSIP)

Roadside Barrier – concrete 35 Miles $150075 $166750 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State Highway 

Agency

Systemic Roadway 

Departure

Implement 

infrastructur

e projects to 

address runoff-road 

crashes
2021 Alaska Highway Safety Improvement Program

Page 13 of 39

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D OWNERSHIP

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Old Steese @ Fox 

Shoulder Widening

Shoulder 

treatments

Widen shoulder – paved or 

other (includes add 

shoulder)

2 Miles $307879.43 $307879.43 Penalty 

Funds (23 

U.S.C. 154)

Rural Major Collector 1,446 State Highway 

Agency

Spot Roadway 

Departure

Implement 

infrastructur

e projects to 

address runoff-road 

crashes

NR Systemic 

Signal Upgrades

Intersection 

traffic control

Modify traffic signal – add 

additional signal heads

8 Intersection

s

$360000 $400000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 Multiple / 

Varies

Systemic Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

Seward Highway 

Passing Lanes, 

MP 37-52

Roadway Install / remove / modify 

passing zone

3.7 Miles $2115434.10

6

$2350482.3

4

HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther4,429 60 State Highway 

Agency

Spot Lane 

Departure

Implement 

infrastructur

e projects to 

address 

head-on 

crashes

Palmer-Fishhook 

Rd and Trunk Rd 

Roundabout

Intersection 

traffic control

Modify control – Modern 

Roundabout

1 Numbers $477000 $530000 HSIP (23 

U.S.C. 148)

Rural Multiple/Varies 0 55 State Highway 

Agency

Spot Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

HSIP Minnesota 

Drive-O'Malley 

Bridge Trainsman 

Handrail and 

Fence Upgrades 

(nominated under 

O'Malley Bridge 

Trainsman 

Handrail and 

Fence Upgrades)

Railroad grade 

crossings

Railroad grade crossings -

other

1 Locations $14130 $15700 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther25,82

3

State Highway 

Agency

Spot Roadways Implement 

HSIP 

qualified 

projects

5th Ave: Concrete 

St to Karluck St 

Pedestrian 

Improvements

Pedestrians and 

bicyclists

Medians and pedestrian 

refuge areas

1 Locations $495000 $550000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialInterstate44,27

0

State Highway 

Agency

Spot Pedestrians Reduce the 

number of 

fatal and 

serious 

injury 

pedestrian 

and bicycle 

crashes

Wasilla-Fishhook 

Rd and Spruce 

Ave/Peck St 

Roundabout

Intersection 

traffic control

Modify control – Modern 

Roundabout

1 Locations $360000 $400000 HSIP (23 

U.S.C. 148)

Rural Multiple/Varies 0 Multiple / 

Varies

Spot Intersection

s

Reduce the 

number of 

fatal and 

serious 

injury 
2021 Alaska Highway Safety Improvement Program

Page 14 of 39

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D OWNERSHIP

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

intersection 

crashes

Church Rd and 

Spruce Ave 

Intersection 

Flashing Beacon

Intersection 

traffic control

Intersection flashers –

sign-mounted or overhead

1 Locations $90000 $100000 HSIP (23 

U.S.C. 148)

Rural Major Collector 0 Multiple / 

Varies

Spot Intersection

s

Reduce the 

number of 

fatal and 

serious 

injury 

intersection 

crashes

CR Guardrail 

Inventory & 

Upgrade

Roadside Barrier - other 654 Miles $1440000 $1510000 HSIP (23 

U.S.C. 148)

Multiple/Varie

s

Multiple/Varies 0 0 State Highway 

Agency

Systemic Roadway 

Departure

Implement 

infrastructur

e projects to 

address runoff-road 

crashes

Birchwood Spur 

and Fairview RR 

Crossing 

Improvements

Railroad grade 

crossings

Railroad grade crossings -

other

16 Locations $1188000 $1320000 HSIP (23 

U.S.C. 148)

Rural Multiple/Varies 0 Multiple / 

Varies

Spot Intersection

s

Reduce the 

number of 

fatal and 

serious 

injury 

intersection 

crashes

Systemic CR OneWay Signing 

Compliance

Roadway signs 

and traffic 

control

Roadway signs and traffic 

control - other

163 Numbers $52000 $52000 Penalty 

Funds (23 

U.S.C. 154)

Multiple/Varie

s

Multiple/Varies 0 State Highway 

Agency

Systemic Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

Anchorage 

Pedestrian 

Improvements

Lighting Lighting - other 1.16 Miles $1611280.73

7

$1790311.9

3

HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 0 State Highway 

Agency

Spot Pedestrians Implement 

appropriate 

engineering 

strategies to 

address 

high-crash 

locations 

involving 

older drivers 

and 

pedestrians

Sterling Highway & 

Main Street 

(Homer) 

Intersection 

Improvements

Intersection 

traffic control

Intersection traffic control -

other

1 Intersection

s

$47137.5 $52375 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther11,40

5

State Highway 

Agency

Spot Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes
2021 Alaska Highway Safety Improvement Program

Page 15 of 39

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D OWNERSHIP

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

George Parks 

Highway Systemic 

Passing Lanes 

Project

Roadway Roadway widening - add 

lane(s) along segment

80.2 Miles $1447635.11 $1447635.1

1

Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther0 65 State Highway 

Agency

Systemic Lane 

Departure

Implement 

infrastructur

e projects to 

address 

passing 

crashes

Tudor Rd at C St 

and Dimond Blvd 

at C St - Right Turn 

Channelization

Intersection 

geometry

Splitter island – install on 

one or more approaches

2 Intersection

s

$11870000 $11880000 Penalty 

Funds (23 

U.S.C. 154)

Urban Principal ArterialOther0 State Highway 

Agency

Spot Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

Minnesota Dr 

Weaving Lane

Interchange 

design

Acceleration / deceleration 

/ merge lane

1 Miles $52375 $52375 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther48,28

5

60 State Highway 

Agency

Spot Roadways See 

"Supporting 

Text" for 

relevant 

strategy

Bogard Rd at 

Engstrom Rd / 

Green Forest Dr

Intersection 

Improvements

Intersection 

traffic control

Modify control – Modern 

Roundabout

2 Intersection

s

$360000 $400000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State Highway 

Agency

Spot Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

HSIP: Arctic Blvd 

RR Signal 

Relocation

Railroad grade 

crossings

Active grade crossing 

equipment 

installation/upgrade

1 Locations $97200 $108000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 Multiple / 

Varies

Spot Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

A Street Midtown 

Couplet - 

Overhead Signal 

Indication 

Upgrades

Intersection 

traffic control

Modify traffic signal – add 

additional signal heads

2 Intersection

s

$2447167.5 $2643075 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 State Highway 

Agency

Spot Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

Akakeek Street 

and Ridgecrest 

Drive (in Bethel) 

Intersection 

Improvements

Intersection 

geometry

Intersection geometry -

other

1 Intersection

s

$3500 $3500 Penalty 

Funds (23 

U.S.C. 154)

Rural Major Collector 5,169 30 City or 

Municipal 

Highway 

Agency

Spot Roadways Implement 

infrastructur

e projects to 

address 

intersection 

crashes

KTN Stedman and 

Deemont Street 

Intersection Safety 

Improvements - 

HSIP

Intersection 

geometry

Intersection geometry -

other

1 Numbers $213799.5 $233197 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State Highway 

Agency

Spot Intersection

s

Implement 

infrastructur

e projects to 

address 
2021 Alaska Highway Safety Improvement Program

Page 16 of 39

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D OWNERSHIP

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

intersection 

crashes

SR Regionwide 

Traffic Signal 

System Upgrades

Intersection 

traffic control

Modify traffic signal –

modernization/replaceme

nt

22 Numbers $109954.49 $122171.66 HSIP (23 

U.S.C. 148)

Multiple/Varie

s

Multiple/Varies 0 State Highway 

Agency

Systemic Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

WRG - Zimovia 

Highway Rock Fall 

Mitigation HSIP

Roadside Roadside - other 2 Miles $164250 $182500 HSIP (23 

U.S.C. 148)

Rural Minor Collector 427 45 State Highway 

Agency

Spot Roadways Implement 

HSIP 

qualified 

projects

POW - Hollis 

Highway Guardrail 

Safety 

Improvements 

HSIP

Roadside Barrier end treatments 

(crash cushions, 

terminals)

27 Locations $96750 $107500 HSIP (23 

U.S.C. 148)

Rural Major Collector 290 50 State Highway 

Agency

Systemic Roadway 

Departure

Reduce the 

number of 

fatal and 

serious 

injury lane 

departure 

crashes.

JNU - EganYandukin 

Intersection Safety 

Improvements

Speed 

management

Speed management -

other

1 Intersection

s

$216000 $240000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State Highway 

Agency

Spot Intersection

s

Implement 

HSIP 

qualified 

projects

SIT Halibut Point 

Road and 

Peterson Avenue 

Intersection Safety 

Improvements

Lighting Intersection lighting 1 Intersection

s

$80658 $89620 HSIP (23 

U.S.C. 148)

Multiple/Varie

s

Multiple/Varies 0 Multiple/Varie

s

Spot Intersection

s

Implement 

infrastructur

e projects to 

address 

intersection 

crashes

HSIP/SMS Central 

Region FFY 2020-

2021

Miscellaneous Miscellaneous - other 1 Numbers $175500 $195000 HSIP (23 

U.S.C. 148)

N/A N/A 0 N/A Roadways N/A

NOR REG 

SMS/HSIP 

FFY2021-2023

Miscellaneous Miscellaneous - other 1 Numbers $1044000 $1080000 Penalty 

Funds (23 

U.S.C. 164)

N/A N/A 0 N/A Roadways N/A

SR FFY 20-21 

HSIP/SMS

Miscellaneous Miscellaneous - other 1 Numbers $50000 $50000 Penalty 

Funds (23 

U.S.C. 164)

N/A N/A 0 N/A Roadways N/A

SR FFY 22-23 

HSIP/SMS

Miscellaneous Miscellaneous - other 1 Numbers $247500 $247500 HSIP (23 

U.S.C. 148)

N/A N/A 0 N/A Roadways N/A
2021 Alaska Highway Safety Improvement Program

Page 17 of 39

Safety Performance

General Highway Safety Trends

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

years.

PERFORMANCE 

MEASURES 2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities 59 51 73 65 84 78 80 67 64

Serious Injuries 359 340 348 349 406 353 336 278 0

Fatality rate (per 

HMVMT)

1.235 1.052 1.503 1.288 1.602 1.414 1.458 1.138 1.206

Serious injury rate (per 

HMVMT)

7.512 7.013 7.166 6.918 7.742 6.397 6.124 4.721 0.000

Number non-motorized 

fatalities

10 7 16 12 13 17 15 8 14

Number of nonmotorized serious 

injuries

11 46 38 57 60 38 54 39 0
2021 Alaska Highway Safety Improvement Program

Page 18 of 39

0

10

20

30

40

50

60

70

80

90

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities 5 Year Rolling Avg.

Annual Fatalities

0

50

100

150

200

250

300

350

400

2012 2013 2014 2015 2016 2017 2018 2019 2020

Serious Injuries 5 Year Rolling Avg.

450

Annual Serious Injuries
2021 Alaska Highway Safety Improvement Program

Page 19 of 39

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatality rate (per HMVMT) 5 Year Rolling Avg.

Fatality rate (per HMVMT)

0

1

2

3

4

5

6

7

8

9

2012 2013 2014 2015 2016 2017 2018 2019 2020

Serious injury rate (per HMVMT) 5 Year Rolling Avg.

Serious injury rate (per HMVMT)
2021 Alaska Highway Safety Improvement Program

Page 20 of 39

Important Note on Performance Measures calculated by Online Reporting Tool: DOT&PF has made significant 

progress in the previous year to improve and stabilize our data reporting and analysis infrastructure and 

eliminate the serious injury data entry backlog. In the past 18 months, DOT&PF has completed data entry on 

two years of crash report data entry (2017 - 2018) and is within 1% of completing data entry on crash reports 

resulting in injury or death for 2019. We estimate that data entry for the 2019 crashes resulting in injury and 

fatality will be completed in fall 2021. 

Alaska has completed all quality control (QC) activities for 2017 data; however, the serious injury data for 2018 

and 2019 must undergo final QC prior to being certified. Due to the nature of the quality control that has not 

been completed, which includes removal of duplicate reports, any changes in the data would be likely to 

reduce the number of serious injuries reported.

We anticipate that 2020 data entry on crashes resulting in injury or death will be complete by the spring of 

2022. With FHWA permission, DOT&PF is prepared to provide updated serious injury data for 2019 and 2020 

on or around January 1, 2022. DOT&PF intends to become current (within 6 months) at the end of 2022.

Describe fatality data source.

FARS

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

ownership.

Year 2020

0

10

20

30

40

50

60

70

80

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities Serious Injuries 5 Year Rolling Avg.

Non Motorized Fatalities and Serious Injuries
2021 Alaska Highway Safety Improvement Program

Page 21 of 39

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

16.6 2

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

5 1.67

Rural Minor Arterial 4 3.26

Rural Minor Collector 5.2 2.93

Rural Major Collector 6.4 2.19

Rural Local Road or 

Street

5.6 0.96

Urban Principal 

Arterial (UPA) - 

Interstate

8 1.06

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

Urban Principal 

Arterial (UPA) - Other

12.8 1.41

Urban Minor Arterial 6.8 1.31

Urban Minor Collector 1.2 1.03

Urban Major Collector 1.4 0.59

Urban Local Road or 

Street

1.2 0.26

Other 0.2 0

Missing Function 

Class

0.2 0
2021 Alaska Highway Safety Improvement Program

Page 22 of 39

Year 2020

Roadways Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

State Highway 

Agency

61.4 186.4 0 0

County Highway 

Agency

38.8 0 0

Town or Township 

Highway Agency

0.4 0 0 0

City or Municipal 

Highway Agency

4.6 12.4 0 0

State Park, Forest, or 

Reservation Agency

0 0.2 0 0

Local Park, Forest or 

Reservation Agency

0 0 0 0

Other State Agency 0 0 0 0

Other Local Agency 0.4 0 0

Private (Other than 

Railroad)

0 0 0 0

Railroad 0 0 0 0

State Toll Authority 0 0 0 0

Local Toll Authority 0 0 0 0

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

0 0.2 0 0

Indian Tribe Nation 0 0 0 0

Other/Unknown 0.2 36.4 0 0

BOROUGH 1.6 0 0 0

FEDERAL 0.2 0 0 0

Important Note on Performance Measures calculated by Online Reporting Tool: DOT&PF has made significant 

progress in the previous year to improve and stabilize our data reporting and analysis infrastructure and 

eliminate the serious injury data entry backlog. In the past 18 months, DOT&PF has completed data entry on 

two years of crash report data entry (2017 - 2018) and is within 1% of completing data entry on crash reports 

resulting in injury or death for 2019. We estimate that data entry for the 2019 crashes resulting in injury and 

fatality will be completed in fall 2021. 
2021 Alaska Highway Safety Improvement Program

Page 23 of 39

Alaska has completed all quality control (QC) activities for 2017 data; however, the serious injury data for 2018 

and 2019 must undergo final QC prior to being certified. Due to the nature of the quality control that has not 

been completed, which includes removal of duplicate reports, any changes in the data would be likely to 

reduce the number of serious injuries reported.

We anticipate that 2020 data entry on crashes resulting in injury or death will be complete by the spring of 

2022. With FHWA permission, DOT&PF is prepared to provide updated serious injury data for 2019 and 2020 

on or around January 1, 2022. DOT&PF intends to become current (within 6 months) at the end of 2022.

Mileage data by roadway ownership has not been available long enough to calculate a 5-year average. Data is 

therefore provided for the quantity of fatalities and serious injuries, but not the rates.

Safety Performance Targets

Safety Performance Targets

Calendar Year 2022 Targets *

Number of Fatalities:70.0

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

Alaska followed the process described in FHWA-SA-16-101 to establish targets based on trend analysis, the 

influence of external factors, and the consideration of select scenarios. This target is representative of an 

aspirational view of annual fatality numbers possibly decreasing in light of COVID-19 factors, even considering 

the external upward pressures for this performance measure in light of the most likely scenarios. Alaska's 

SHSP was updated in 2018 and continues to reflect the State's vision of Toward Zero Deaths. Reporting on 

this target annually will keep the TZD vision firmly planted in Alaska's traffic safety efforts and will assist Alaska 

in consideration of program improvements to reinforce the SHSP TZD vision. 

Our 2022 target for fatalities (70) is slightly higher than the SHSP 2022 goal (67), but we have been decreasing 

our target values the last three years striving toward the SHSP goal. Since the beginning of Alaska's target 

setting we've rounded our K and SI targets to the next highest multiple of 5.

Number of Serious Injuries:325.0

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

Alaska followed the process described in FHWA-SA-16-101 to establish targets based on trend analysis, the 

influence of external factors, and the consideration of select scenarios. This target is representative of an 

aspirational view of annual serious injury numbers continuing to decline even considering the external upward 

pressures for this performance measure in light of the most likely scenarios. Alaska's SHSP was updated in 

2018 and continues to reflect the State's vision of Toward Zero Deaths. Reporting on this target annually will 

keep the TZD vision firmly planted in Alaska's traffic safety efforts and will assist Alaska in consideration of 

program improvements to reinforce the SHSP TZD vision.

Alaska's 2022 Serious Injury target ( is below the SHSP 2022 goal (331).

Fatality Rate:1.300

Describe the basis for established target, including how it supports SHSP goals.
2021 Alaska Highway Safety Improvement Program

Page 24 of 39

Alaska followed the process described in FHWA-SA-16-101 to establish targets based on trend analysis, the 

influence of external factors, and the consideration of select scenarios. This target is representative of an 

aspirational view of annual fatality numbers leveling off even considering the external upward pressures for this 

performance measure in light of the most likely scenarios. It is possible, however, that traffic volumes will 

decrease more than expected, resulting in a higher fatality rate than expected. Alaska's SHSP was updated in 

2018 and continues to reflect the State's vision of Toward Zero Deaths. Reporting on this target annually will 

keep the TZD vision firmly planted in Alaska's traffic safety efforts and will assist Alaska in consideration of 

program improvements to reinforce the SHSP TZD vision.

Our 2022 target for fatalities (70) is slightly higher than the SHSP 2022 goal (67), but we have been decreasing 

our target values the last three years striving toward the SHSP goal. Since the beginning of Alaska's target 

setting we've rounded our K and SI targets to the next highest multiple of 5.

Serious Injury Rate:5.900

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

Alaska followed the process described in FHWA-SA-16-101 to establish targets based on trend analysis, the 

influence of external factors, and the consideration of select scenarios. This target is representative of an 

aspirational view of annual serious injury numbers continuing to decline even considering the external upward 

pressures for this performance measure in light of the most likely scenarios. It is possible, however, that traffic 

volumes will decrease more than expected, resulting in a higher serious injury rate than expected. Alaska's 

SHSP was updated in 2018 and continues to reflect the State's vision of Toward Zero Deaths. Reporting on 

this target annually will keep the TZD vision firmly planted in Alaska's traffic safety efforts and will assist Alaska 

in consideration of program improvements to reinforce the SHSP TZD vision.

Alaska's 2022 Serious Injury target ( is below the SHSP 2022 goal (331).

Total Number of Non-Motorized Fatalities and Serious Injuries:58.0

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

Alaska followed the process described in FHWA-SA-16-101 to establish targets based on trend analysis, the 

influence of external factors, and the consideration of select scenarios. This target is aspirational, and focused 

on Alaska's vision of zero deaths, but also considered in light of the current upward trend and external upward 

pressures for this performance measure in light of the most likely scenarios. Alaska's SHSP was updated in 

2018 and continues to reflect the State's vision of Toward Zero Deaths. While there is no specific goal in our 

current SHSP for this performance measure, reporting on this target annually will keep the TZD vision firmly 

planted in Alaska's traffic safety efforts and will assist Alaska in consideration of program improvements to 

reinforce the SHSP TZD vision.

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

safety performance targets. 

Both the Fairbanks Metropolitan Area Transportation System (FMATS) Executive Director and Anchorage 

Metropolitan Area Transportation Solutions (AMATS) Coordinator were included in meetings during the 

development of initial target recommendations that were delivered to DOT&PF management for review and 

edits.

The Alaska Highway Safety Office (AHSO) was involved in establishing targets throughout the entire process. 

An AHSO data analyst attended every meeting and was instrumental in the analysis of data trends and 
2021 Alaska Highway Safety Improvement Program

Page 25 of 39

external factors. The Governor's highway safety representative was a signatory to the memo signed by the 

Governor establishing the State's targets.

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2020 Safety Performance Targets (based 

on data available at the time of reporting). For each target, include a discussion of any 

reasons for differences in the actual outcomes and targets.

PERFORMANCE MEASURES TARGETS ACTUALS

Number of Fatalities 80.0 74.6

Number of Serious Injuries 400.0

Fatality Rate 1.500 1.364

Serious Injury Rate 7.500

Non-Motorized Fatalities and 

Serious Injuries

70.0 13.4

Important Note on Performance Measures calculated by Online Reporting Tool: The Non-Motorized Fatalities 

and Serious Injuries "Actuals" number provided above is incorrect because Alaska DOT&PF is unable to 

provide data about serious injuries for 2020.

As a result of this ongoing lag in serious injury data, DOT&PF has been in an HSIP Implementation Plan since 

2020. When we submitted in June of this year, the plan included completion of data validation for 2018, 

followed by 2019 data entry and validation, then the same for 2020. DOT&PF has changed the order of this 

work to take advantage of the fact that crashes with the potential for injuries or fatalities are reported on a 

different form than self-reported crashes, which are limited to crashes with minor property damage. As a result, 

this Annual Report includes data for serious injuries through 2019.

Overall, in the past 18 months, DOT&PF has completed data entry on two years of crash reports (2017 - 2018) 

and is within 1% of completing data entry on crash reports resulting in injury or death for 2019. We estimate 

that data entry for the 2019 and 2020 crashes with the potential for injury and fatality will be completed in fall 

2021. With FHWA permission, DOT&PF is prepared to provide updated serious injury data for 2019 and 2020 

on or around January 1, 2022.

Alaska has completed all quality control (QC) activities for 2017 data; however, the serious injury data for 2018 

and 2019 must undergo final QC prior to being certified. Due to the nature of the remaining quality control 

activities, which includes removal of duplicate reports, any changes in the data would be likely to reduce the 

number of serious injuries reported.

We anticipate that data entry on all crashes will be complete in the summer of 2022. DOT&PF intends to 

become current (data within 6 months) at the end of 2022.
2021 Alaska Highway Safety Improvement Program

Page 26 of 39

Applicability of Special Rules

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

No

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 2014 2015 2016 2017 2018 2019 2020

Number of Older Driver 

and Pedestrian Fatalities

3 11 11 9 10 9 8

Number of Older Driver 

and Pedestrian Serious 

Injuries

18 22 26 29 27 23 0

Important Note on Performance Measures calculated by Online Reporting Tool: The Number of Older Driver 

and Pedestrian Serious Injuries listed above for 2020 is incorrect because Alaska DOT&PF has been unable to 

provide data about serious injuries, and ORT does not permit entry of an N/A.

As a result of this ongoing issue, DOT&PF has been in an HSIP Implementation Plan since 2020. When we 

submitted in June of this year, the plan included completion of data validation for 2018, followed by 2019 data 

entry and validation, then the same for 2020. DOT&PF has changed the order of this work to take advantage of 

the fact that crashes with the potential for injuries or fatalities are reported on a different form than self-reported 

crashes, which are limited to crashes with minor property damage. As a result, this Annual Report includes 

data for serious injuries through 2019. 

Overall, in the past 18 months, DOT&PF has completed data entry on two years of crash reports (2017 - 2018) 

and is within 1% of completing data entry on crash reports resulting in injury or death for 2019. We estimate 

that data entry for the 2019 and 2020 crashes with the potential for injury and fatality will be completed in fall 

2021. With FHWA permission, DOT&PF is prepared to provide updated serious injury data for 2019 and 2020 

on or around January 1, 2022.

Alaska has completed all quality control (QC) activities for 2017 data; however, the serious injury data for 2018 

and 2019 must undergo final QC prior to being certified. Due to the nature of the remaining quality control 

activities, which includes removal of duplicate reports, any changes in the data would be likely to reduce the 

number of serious injuries reported.

We anticipate that data entry on all crashes will be complete in the summer of 2022. DOT&PF intends to 

become current (data within 6 months) at the end of 2022.
2021 Alaska Highway Safety Improvement Program

Page 27 of 39

Evaluation 

Program Effectiveness

How does the State measure effectiveness of the HSIP?

• Benefit/Cost Ratio

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

the State's program level evaluations.

The overall benefit / cost ratio of Alaska's HSIP program is 6.76:1 over the last 5 years of completed projects 

with at least 3 years of post construction crash data available. The B/C ratio includes five projects which may 

be considered outliers due to their high B/C ratios and excluding them would result in a 5 yr program B/C of 

2.81:1.

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

success of the Highway Safety Improvement Program?

• HSIP Obligations

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures.

Year 2020

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)

Other 1 Other 2 Other 3

Lane Departure* Defined as 

vehicles crashing 

after leaving their 

lane but not 

leaving the 

roadway.

24.4 0.45

Roadway 

Departure*

Defined as 

vehicles crashing 

after leaving the 

roadway.

24.8 0.45

Intersections* Intersections 13.4 0.25

Pedestrians* Vehicle/pedestrian 12.2 0.23

Bicyclists* Vehicle/bicycle 1 0.02

Older Drivers* All 7.4 0.13
2021 Alaska Highway Safety Improvement Program

Page 28 of 39

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)

Other 1 Other 2 Other 3

Motorcyclists* All 6.8 0.12

Work Zones* All 1 0.02

Data* All 0 0 0 0 0 0 0
2021 Alaska Highway Safety Improvement Program

Page 29 of 39

0

5

10

15

20

25

30

35

Fatalities

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020

Number of Fatalities 

5 Year Average

0

20

40

60

80

100

120

140

160

180

200

Serious Injuries

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020

Number of Serious Injuries 

5 Year Average
2021 Alaska Highway Safety Improvement Program

Page 30 of 39

Alaska's 2018-2022 SHSP set goals for 5 year averages in fatalities (67 in 2022) and serious injuries (331 in 

2022) for all crash types combined. We are on track to meet the SHSP goal on fatalities given the most recent 

2 years of annual fatalities (67 and 64), even with our current 5 year average (74.8). It is impossible to evaluate 

progress on serious injuries given the state's current data entry backlog, as described below.

0

0.1

0.2

0.3

0.4

0.5

0.6

Fatality Rate

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020

Fatality Rate (per HMVMT) 

5 Year Average

0

0.5

1

1.5

2

2.5

3

3.5

Serious Injury Rate

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020

Serious Injury Rate (per HMVMT) 

5 Year Average
2021 Alaska Highway Safety Improvement Program

Page 31 of 39

Important Note on Performance Measures calculated by Online Reporting Tool: DOT&PF has made significant 

progress in the previous year to improve and stabilize our data reporting and analysis infrastructure and 

eliminate the serious injury data entry backlog. In the past 18 months, DOT&PF has completed data entry on 

two years of crash report data entry (2017 - 2018) and is within 1% of completing data entry on crash reports 

resulting in injury or death for 2019. We estimate that data entry for the 2019 crashes resulting in injury and 

fatality will be completed in fall 2021.

Alaska has completed all quality control (QC) activities for 2017 data; however, the serious injury data for 2018 

and 2019 must undergo final QC prior to being certified. Due to the nature of the quality control that has not 

been completed, which includes removal of duplicate reports, any changes in the data would be likely to 

reduce the number of serious injuries reported.

We anticipate that 2020 data entry on crashes resulting in injury or death will be complete by the spring of 

2022. With FHWA permission, DOT&PF is prepared to provide updated serious injury data for 2019 and 2020 

on or around January 1, 2022. DOT&PF intends to become current (within 6 months) at the end of 2022.
2021 Alaska Highway Safety Improvement Program

Page 32 of 39

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)

09CR01 

Seward 

Highway 

Milepost 88 

Safety 

Improvements

Rural Principal 

Arterial (RPA) -

Other

Roadside Roadside - other 4.00 1.00 2.00 2.00 1.00 9.00 1.00 10.44:1

09CR04 

Northern 

Lights 

Boulevard @ 

UAA Drive 

Channelization 

Improvements

Urban 

Principal 

Arterial (UPA) -

Other

Intersection 

geometry

Add/modify 

auxiliary lanes

28.00 8.00 16.00 5.00 44.00 13.00 1.48:1

10CR04 

Seward 

Highway: 

Turnagain 

Pass to Potter 

Slow Vehicle 

Turnouts 

(SVT) & 

Passing Lanes

Rural Principal 

Arterial (RPA) -

Other

Intersection 

geometry

Add/modify 

auxiliary lanes

17.00 4.00 3.00 3.00 2.00 14.00 2.00 37.00 8.00 1.54:1

11CR01 

Central Region 

Traffic Signal 

Modifications, 

2011

Multiple/Varies Intersection 

traffic control

Modify control –

other

20.00 2.00 1.00 1.00 10.00 2.00 31.00 5.00 0.97:1

11CR02 

Sterling 

Highway: 

Soldotna to 

Homer Hill 

Slow Vehicle 

Turnouts 

(SVT)

Rural Principal 

Arterial (RPA) -

Other

Intersection 

geometry

Add/modify 

auxiliary lanes

46.00 17.00 4.00 9.00 4.00 19.00 9.00 78.00 30.00 1.92:1

11CR04 

Minnesota 

Drive MooseVehicle Crash 

Mitigation: Old 

Seward 

Highway to 

International 

Airport Road

Urban 

Principal 

Arterial (UPA) -

Other

Miscellaneous Animal-related 34.00 10.00 1.00 1.00 5.00 2.00 40.00 13.00 -2.3:1
2021 Alaska Highway Safety Improvement Program

Page 33 of 39

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)

12CR02 

Huffman Rd @ 

Elmore Rd 

Intersection 

Improvements

Urban Minor 

Arterial

Intersection 

traffic control

Intersection 

flashers –signmounted or 

overhead

18.00 6.00 4.00 12.00 12.00 34.00 18.00 9.29:1

12CR04 

Rabbit Creek 

Rd @ 

Goldenview Dr 

Intersection 

Improvements

Urban Minor 

Arterial

Intersection 

traffic control

Intersection 

flashers –signmounted or 

overhead

8.00 3.00 1.00 11.00 1.00 6.88:1

13CR11 

Naknek/King 

Salmon Alaska 

Peninsula 

Highway 

Shoulder and 

Safety Edge

Rural Major 

Collector

Shoulder 

treatments

Shoulder 

treatments - 

other

4.00 5.00 1.00 1.00 3.00 4.00 8.00 10.00 -2.26:1

09SR01 

Stephen 

Richards 

Safety and 

Capacity 

Improv.

Urban Major 

Collector

Intersection 

geometry

Intersection 

geometry - other

1.00 2.00 3.00 5.00 1.00 9.00 3.00 4.39:1

13SN01 POW 

CriagKlawock_Hollis 

Highway 

Guardrail 

Improvement (-

100% CRF)

Rural Major 

Collector

Roadside Barrier - other 1.00 1.00 1.00 4.00 2.00 6.00 3.00 1.69:1

13SN02 SEA 

Areawide 

Avalanche 

Gates (-100% 

CRF)

Multiple/Varies Roadway signs 

and traffic 

control

Roadway signs 

and traffic 

control - other

1.00 1.00 4.77:1

15SN01 JNU 

Thane Rd. 

Guardrail (-

100% CRF)

Urban Major 

Collector

Roadside Barrier- metal 1.00 1.00 -31.97

11NR01 Spot 

Intersection 

Improvements 

(All Combined)

Multiple/Varies Intersection 

traffic control

Intersection 

signing – add 

enhanced 

regulatory sign 

(double-up 

and/or oversize)

7.00 3.00 1.00 5.00 13.00 3.00 3.97:1
2021 Alaska Highway Safety Improvement Program

Page 34 of 39

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)

11NR02 

Johansen 

Expressway 

Curve 

Delineation

Urban 

Principal 

Arterial (UPA) - 

Other

Roadway 

delineation

Delineators 

post-mounted or 

on barrier

8.00 2.00 1.00 4.00 13.00 2.00 4.16:1

13NR03 Parks 

Highway MP 

305-356 

Centerline 

Rumbles

Rural Principal 

Arterial (RPA) - 

Other

Roadway Rumble strips –

center

1.00 11.00 1.00 2.00 1.00 3.00 3.00 16.00 1.23:1

13NR06 

Richardson 

Highway MP 

276-341 

Centerline 

Rumbles

Rural Principal 

Arterial (RPA) - 

Other

Roadway Rumble strips –

center

5.00 2.00 1.00 1.00 1.00 9.00 1.00 9.38:1
2021 Alaska Highway Safety Improvement Program

Page 35 of 39

Compliance Assessment

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

 01/21/2019

What are the years being covered by the current SHSP?

From: 2018 To: 2022

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. 

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

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

ROADWAY SEGMENT Segment Identifier 

(12) [12]

100 100 100 100 100 100

Route Number (8) 

[8]

100 100

Route/Street Name 

(9) [9]

100 100

Federal Aid/Route 

Type (21) [21]

100 100

Rural/Urban 

Designation (20) [20]

100 100 100 100

Surface Type (23) 

[24]

100 100 100 75

Begin Point 

Segment Descriptor 

(10) [10]

100 100 100 100 100 100

End Point Segment 

Descriptor (11) [11]

100 100 100 100 100 100

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

Functional Class 

(19) [19]

100 100 100 100 100 100
2021 Alaska Highway Safety Improvement Program

Page 36 of 39

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Median Type (54) 

[55]

60 60

Access Control (22) 

[23]

100 100

One/Two Way 

Operations (91) [93]

100 100

Number of Through 

Lanes (31) [32]

100 100 100 80

Average Annual 

Daily Traffic (79) [81]

100 100 100 100

AADT Year (80) [82] 100 100

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

Intersection/Junction 

Geometry (126) 

[116]

30 30

Intersection/Junction 

Traffic Control (131) 

[131]

AADT for Each 

Intersecting Road 

(79) [81]

100 100

AADT Year (80) [82] 100 100

Unique Approach 

Identifier (139) [129]

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

Location Identifier 

for Roadway at 

100 100
2021 Alaska Highway Safety Improvement Program

Page 37 of 39

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Beginning of Ramp 

Terminal (197) [187]

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

100 100

Ramp Length (187) 

[177]

100 100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

Roadway Type at 

End Ramp Terminal 

(199) [189]

Interchange Type 

(182) [172]

Ramp AADT (191) 

[181]

100 100

Year of Ramp AADT 

(192) [182]

100 100

Functional Class 

(19) [19]

100 100

Type of 

Governmental 

Ownership (4) [4]

100 100

Totals (Average Percent Complete): 92.22 92.22 28.75 28.75 63.64 63.64 100.00 95.00 100.00 100.00

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

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.

DOT&PF has allocated staff and other resources to advance toward meeting the requirement to have MIRE fundamental data element access in the following ways:

• Action 1 – Use the results from the MIRE FDE Webinar to focus our MIRE FDE activities over the next reporting period. The report clearly grouped the status of our MIRE FDE elements into 3 categories: those that are directly 

available as layers in our current system (such as functional class), those that may be derived from existing layers in our current system (such as Roadway Type at the Beginning Ramp Terminal), and those that do not exist in our 

current system or can’t be derived from available layers (such as Interchange Type). 

• Action 2 – Collaborate with our GIS provider, Esri, to modify our Roads and Highways data model to fully and efficiently address the MIRE FDE requirements. This may seem simple at first glance but the issue is complicated by 

the fact the HPMS, MIRE, and state reporting needs are often similar but not identical. An efficient solution will address these overlapping needs in a single solution where possible to eliminate duplication of effort. 
2021 Alaska Highway Safety Improvement Program

Page 38 of 39

Optional Attachments

Program Structure:

L_8-31-21 HSIP Ann Report Cover.pdf

edition20_hsip_handbook_210402.pdf

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2021 Alaska Highway Safety Improvement Program

Page 39 of 39

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.