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OREGON

2019 ANNUAL REPORT

Photo Source: 

ODOT News Letter
2019 Oregon Highway Safety Improvement Program

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Table of Contents

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

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

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

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

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

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

Program Methodology ....................................................................................................................... 9

Project Implementation .......................................................................................................................27

Funds Programmed.........................................................................................................................27

General Listing of Projects ..............................................................................................................31

Safety Performance ............................................................................................................................46

General Highway Safety Trends......................................................................................................46

Safety Performance Targets............................................................................................................52

Applicability of Special Rules...........................................................................................................54

Evaluation ...........................................................................................................................................56

Program Effectiveness ....................................................................................................................56

Effectiveness of Groupings or Similar Types of Improvements .......................................................59

Project Effectiveness.......................................................................................................................63

Compliance Assessment.....................................................................................................................66
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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.”
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Executive Summary

The Oregon Department of Transportation (ODOT) is responsible for administering Oregon’s Highway Safety 

Improvement (HSIP) Program. All roads within the state of Oregon are eligible to receive HSIP funding under 

the All Roads Transportation Safety (ARTS) Program. The mission of the Highway Safety Program at the 

Oregon Department of Transportation (ODOT) is to carry out highway safety improvement projects to achieve 

a significant reduction in traffic fatalities and serious injuries. For purposes of programming Highway Safety 

funds in the Statewide Transportation Improvement Program (STIP), all highway safety infrastructure 

improvement projects shall follow these guidelines. The majority of the funding for the ODOT Highway Safety 

Program comes from the Highway Safety Improvement Program (HSIP), which is a core federal-aid program 

under the Fixing America’s Surface Transportation (FAST) Act that went into effect in December, 2015. The 

primary goal of the HSIP is to achieve a significant reduction in traffic fatalities and serious injuries on all public 

roads, including non-state owned roads and tribal roads. The HSIP also requires a data-driven and strategic 

approach to improving highway safety on all public roads that focuses on performance. The FAST Act, which 

replaced the Moving Ahead for Progress in the 21st Century Act (MAP-21), largely maintained the program 

structure of the HSIP with slight increases in funding and a change that disallows HSIP funds to be transferred 

to and used for educational and enforcement type activities. The HSIP funds are primarily intended for 

infrastructure improvement projects. Non-infrastructure highway safety improvements such as education and 

enforcement programs are administered by the ODOT Transportation Safety Division (TSD), and are typically 

funded with separate funding from the National Highway Traffic Safety Administration (NHTSA), the Federal 

Highway Administration (FHWA), or state funds.

Following the HSIP requirements, ODOT has developed a new safety program, known as the All Roads 

Transportation Safety (ARTS) Program, which addresses safety on all public roads including non-state 

roadways. ODOT worked with the representatives from the League of Oregon Cities (LOC) and the 

Association of Oregon Counties (AOC) to document principles for a jurisdictionally blind safety program for 

Oregon to address safety on all public roads of the state, which eventually led to the development of the ARTS 

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

the fatal and serious injury crashes in the state occur on non-state roadways. By working collaboratively with 

local road jurisdictions (cities, counties, MPOs, and tribes) ODOT can expect to increase awareness of safety 

on all roads, promote best practices for infrastructure safety, complement behavioral safety efforts, and focus 

limited resources to reduce fatal and serious injury crashes in the State of Oregon. The program is a datadriven program to achieve the greatest benefits in crash reduction and is blind to jurisdiction. Under the 

inaugural round of the ARTS Program, safety projects have been selected that will be delivered between 2017 

and 2021. The Oregon Transportation Commission (OTC) has allocated approximately $31 to $37 million 

dollars per year to the ODOT Highway Safety Program for these five years (for a total of $166 million dollars) 

for infrastructure improvements. The majority of this funding will come from the federal HSIP. We have updated 

our Roadway Departure plan on Oregon roadways. ODOT is nearing the completion of the second round of the 

All Roads Transportation Safety (ARTS) program in the fall of 2019.
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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 objective of the ARTS Program is to select the best safety projects using a jurisdictionally blind and datadriven approach to significantly reduce the occurrence of fatalities and serious injuries on all roads in the state. 

A data-driven approach uses crash data, risk factors, or other data supported methods to identify the best 

possible locations to achieve the greatest benefits. Many highway projects incorporate design features or 

elements that relate to highway safety, such as updating guardrail or improving intersection channelization, 

signing, and pavement markings. But appropriate use of HSIP funds is only for locations or corridors where a 

known problem exists as indicated by location-specific data on fatalities and serious injuries, and/or where it is 

determined that the specific project can with confidence produce a measurable and significant reduction in 

such fatalities or serious injuries. To achieve the maximum benefit, the focus of the ARTS Program is on costeffective use of the funds allocated for safety improvements addressing fatal and serious injury crashes.

The general program guidelines are as follows:

• All projects shall address specific safety problems that contribute to fatal and serious injury crashes.

• All projects shall use only countermeasures from the ODOT-approved countermeasure list.

• Only the most recent available five years of ODOT-reported crashes shall be used for crash analysis.

• Projects shall be prioritized based on ODOT-approved prioritization method such as Benefit-Cost Ratio.

• ODOT Regions will be responsible for developing and delivering projects.

The ARTS Program has two components – a hotspot component and a systemic component, as shown in 

Figure 2-1. The hotspot approach is the traditional approach used in safety analysis, in which ‘hotspot’ 

locations are identified based on crash history and appropriate countermeasures are implemented to reduce 

crashes. Hotspot projects typically focus on a particular location (for example, an intersection or a short 

segment of a roadway) that may have multiple causes to address. For the ARTS Program, a hotspot location is 

defined as a location that has at least one fatal or serious injury crash within the last five years.

The systemic approach identifies a few proven low-cost countermeasures that can be widely implemented and 

then applies the countermeasures where there is evidence that they would be most useful. The HSIP places a 

significant emphasis on the systemic approach, which has been proven to successfully reduce the occurrences 

of fatal and serious injury crashes. The systemic component of the ARTS Program has been further divided 

into three emphasis areas – roadway departure, intersection, and pedestrian/bicycle. Based on 2009 through 

2013 data, these three emphasis areas accounted for approximately 85% of the fatal and serious injury 

crashes in the state.

The systemic approach originally used Section 164 penalty funds allocated to the Safety Program, but under 

the ARTS Program the systemic approach has been moved into the mainstream safety program equal with the 

hotspot approach.
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Where is HSIP staff located within the State DOT? 

 Other-Traffic-Roadway Engineering Section

The Oregon DOT Highway Safety Engineer and Highway Safety Engineering Coordinator are located in our 

headquarters office in Salem. There are 5 Region Traffic offices across Oregon. Each Region Traffic office has 

several employees that work with Region staff to help develop appropriate safety projects using one of our 

safety plans (Roadway Departure, Intersection, Bike/ped plans) or using our Safety Priority Index System 

(SPIS) to help identify high crash locations.

How are HSIP funds allocated in a State? 

• SHSP Emphasis Area Data 

The available money is separated into two categories — systemic and hot spots. Systemic project are proven, 

low-cost measures that have successfully reduced the occurrence of fatal and serious injury crashes and that 

can be widely implemented, like rumble strips on the shoulder of the road. Hot spots are identified by a higher 

than normal crash occurrence. These are often higher cost projects and are targeted to a specific segment of 

roadway or intersection.

ODOT collected input from the local governments in each region of the state.

Funding is divided to each region based on the number of fatalities and serious injury crashes. Potential 

projects within each region are prioritized by their benefit cost or cost effectiveness index (CEI) for bike/ped 

projects.

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

Local and tribal roads are addressed through t he All Roads Transportation Safety (ARTS) Program a safety 

program that addresses safety needs on all public roads in Oregon. By working collaboratively with local road 

jurisdictions (cities, counties, MPO’s and tribes) can ODOT hopes to increase awareness of safety on all roads, 

promote best practices for infrastructure safety, compliment behavioral safety efforts and focus limited 

resources to reduce fatal and serious injury crashes in the state of Oregon. This program uses a data-driven 

approach that is blind to jurisdiction to achieve the greatest benefits in crash reduction and emphasize 

elements of the SHSP.

The objective of the ARTS Program is to select the best safety projects using a jurisdictionally blind and datadriven approach to significantly reduce the occurrence of fatalities and serious injuries on all roads in the state. 

A data-driven approach uses crash data, risk factors, or other data supported methods to identify the best 

possible locations to achieve the greatest benefits. Many highway projects incorporate design features or 

elements that relate to highway safety, such as updating guardrail or improving intersection channelization, 

signing, and pavement markings. But appropriate use of HSIP funds is only for locations or corridors where a 

known problem exists as indicated by location-specific data on fatalities and serious injuries, and/or where it is 

determined that the specific project can with confidence produce a measurable and significant reduction in 

such fatalities or serious injuries. To achieve the maximum benefit, the focus of the ARTS Program is on costeffective use of the funds allocated for safety improvements addressing fatal and serious injury crashes.

The general program guidelines are as follows:

• All projects shall address specific safety problems that contribute to fatal and serious injury crashes.
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• All projects shall use only countermeasures from the ODOT-approved countermeasure list.

• Only the most recent available five years of ODOT-reported crashes shall be used for crash analysis.

• Projects shall be prioritized based on ODOT-approved prioritization method such as Benefit-Cost Ratio.

• ODOT Regions will be responsible for developing and delivering projects.

The ARTS Program has two components – a hotspot component and a systemic component, as shown in 

Figure 2-1. The hotspot approach is the traditional approach used in safety analysis, in which ‘hotspot’ 

locations are identified based on crash history and appropriate countermeasures are implemented to reduce 

crashes. Hotspot projects typically focus on a particular location (for example, an intersection or a short 

segment of a roadway) that may have multiple causes to address. For the ARTS Program, a hotspot location is 

defined as a location that has at least one fatal or serious injury crash within the last five years.

The systemic approach identifies a few proven low-cost countermeasures that can be widely implemented and 

then applies the countermeasures where there is evidence that they would be most useful. The HSIP places a 

significant emphasis on the systemic approach, which has been proven to successfully reduce the occurrences 

of fatal and serious injury crashes. The systemic component of the ARTS Program has been further divided 

into three emphasis areas – roadway departure, intersection, and pedestrian/bicycle. Based on 2009 through 

2013 data, these three emphasis areas accounted for approximately 85% of the fatal and serious injury 

crashes in the state.

The systemic approach originally used Section 164 penalty funds allocated to the Safety Program, but under 

the ARTS Program the systemic approach has been moved into the mainstream safety program equal with the 

hotspot approach.

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

Bureaus, Divisions) are involved with HSIP planning. 

• Design

• Districts/Regions

• Governors Highway Safety Office

• Local Aid Programs Office/Division

• Maintenance

• Operations

• Planning

• Traffic Engineering/Safety

• Other-Highway Safety Engineering Committee (HSEC)

ODOT established a Highway Safety Engineering Committee (HSEC) on February 18, 2005 which meet 

quarterly. This committee provides a leadership forum to strategize, coordinate and direct the engineeringrelated highway safety activities and is comprised of individuals with a mix of expertise within the Department. 

Members of the committee represent the Transportation Safety Division, Region and Headquarters Traffic, 

Region Technical Centers, Region Planner, District Maintenance and Roadway Section. The Traffic Operations 

and Leadership Team (TOLT) was also established several years ago which provides statewide policy and 

procedure leadership for traffic engineering related issues.
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Describe coordination with internal partners. 

ODOT established a Highway Safety Engineering Committee (HSEC) on February 18, 2005 which meet 

quarterly. 

The Highway Safety Engineering Committee (HSEC) provides operational decisions for the Safety 

Management System within ODOT and provides advice and recommendations to Highway Leadership Team 

as well as other leadership teams within ODOT regarding funding issues or major safety policy matters.

The HSEC will be comprised of individuals with a mix of expertise within the Department. Members of the 

committee represent the Transportation Safety Division, Region and Headquarters Traffic, Region Technical 

Centers, Transportation Development (Planning), Maintenance, Federal Highway, Transportation Safety, 

Association of Oregon Counties and Roadway Section.

The Highway Safety Engineering Committee provides a leadership forum to enhance, strategize, coordinate, 

and direct the engineering/infrastructure related highway safety activities for the Department including the 

ARTS/HSIP program. 

The Traffic Operations and Leadership Team (TOLT) was also established several years ago which provides 

statewide policy and procedure leadership for traffic engineering related issues.

Identify which external partners are involved with HSIP planning. 

• Academia/University

• FHWA

• Governors Highway Safety Office

• Law Enforcement Agency

• Local Government Agency 

• Local Technical Assistance Program

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

• Tribal Agency

Our 5 Region Traffic offices work closely with all external partners in determining appropriate safety projects to 

fund in Oregon to reduce fatal and serious injury crashes. 

Describe coordination with external partners. 

Our 5 Region Traffic offices work closely with external partners in determining appropriate safety projects to 

fund in Oregon to reduce fatal and serious injuries crashes. We are in the process of completing our round 2, 

All Roads Transportation Safety (ARTS) program where the 5 Region Traffic offices conducted outreach 

meetings with local agencies interested in submitting proposed ARTS safety projects for funding consideration. 

They are currently in the project selection process to establish the 100% safety project list for funding.

Some External Partners are involved in HSEC, but all are involved in the planning through the SHSP process 

as stakeholders in the strategic planning document that defines Oregon’s traffic safety trends and challenges. 

The SHSP also identifies Oregon’s policies and strategies to eliminate fatalities and serious injuries.
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Describe HSIP program administration practices that have changed since the last 

reporting period. 

The major change in the round 2 ARTS (All Roads Transportation Safety) program is that both the proposed 

hot spot projects and the proposed systemic project now require an application to be submitted for funding 

consideration. The second round of the ARTS program began in the fall of 2017 and extended through the fall 

of 2019. During this period, projects were selected for the STIP and to be delivered in the years 2022 through 

2024. Approximately $30 million per year will be available for the ARTS program as determined by the Oregon 

Transportation Commission (OTC).

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

elaborate. 

http://www.oregon.gov/ODOT/HWY/TRAFFIC-ROADWAY/docs/pdf/odot_safety_program_guide.pdf Oregon 

DOT updated their Roadway Departure plan in September 2017 for the state 

http://www.oregon.gov/ODOT/Engineering/Docs_TrafficEng/Departure-Implementation-Plan.pdf . Portland 

State University recently develop a plan regarding wrong way driving and recommendation on our interstate 

ramps http://www.oregon.gov/ODOT/Engineering/Docs_TrafficEng/Wrong-Way-Driver-Report.pdf . ODOT is in 

the process of implementing several of the recommendations in Region 3 using the ARTS funding. Although 

not as commonly used as benefit-cost analysis, cost-effectiveness analysis is another tool that is used by 

ODOT for project prioritization. Rather than comparing the economic value of the crash reductions to the 

project cost, cost-effectiveness analysis compares the change in crash frequency due to the implementation of 

a countermeasure to the project cost. For Oregon’s pedestrian/bicycle projects under the ARTS Program, 

Cost-Effectiveness Index (CEI) is used to prioritize projects. CEI estimates the cost to reduce one crash. The 

lower the CEI value of a project, the higher it will rank in the prioritized list. Here is a link to the ARTS program 

for more information http://www.oregon.gov/ODOT/HWY/TRAFFIC-ROADWAY/Pages/ARTS.aspx .

Program Methodology

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

implementation and evaluation processes? 

Yes

FileName:

odot_safety_program_guide[1].pdf

Here is a link to our All Roads Transportation Safety (ARTS) program 

http://www.oregon.gov/ODOT/Engineering/Pages/ARTS.aspx .

Select the programs that are administered under the HSIP. 

• Bicycle Safety

• HRRR

• Intersection

• Pedestrian Safety

• Roadway Departure

ODOT's common highway safety goal on Oregon roadways is to select appropriate safety projects that will 

reduce fatal and serious injury crashes. In our HSIP ARTS program, most all of these program topic areas can 

receive HSIP safety funding depending on the applicant justifying an acceptable benefit/cost analysis to reduce 

fatal and serious injury crashes. Bicycle and pedestrian projects are ranked using a cost effectiveness index. 
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ODO has a small fund called Quick Fix funding to address low cost safety spot improvements for our highway 

system only.

Program: Bicycle Safety

Date of Program Methodology:2/1/2014

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

Fatal and serious injury crashes only Volume Functional classification 

Roadside features 

What project identification methodology was used for this program? 

• Other-Cost Effectiveness for Bike/Peds

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

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). 

Rank of Priority Consideration 

Cost Effectiveness:100

The traditional approach to safety is to identify "hotspot" locations and then identify measures to implement by 

diagnosing the "hotspot". ODOT hired a consultant to create a draft list of potential hotspot projects (prioritized 

based on benefit cost ratios) for all roads in each Region identifying locations and the appropriate 

countermeasures. This doesn’t allow us to select hot spot.
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The systemic approach identifies a few proven low-cost measures to be widely implemented, then implements 

the measures where there is evidence that they would be most useful. The systemic measures have been 

proven to successfully reduce the occurrence of fatal and serious injury crashes. The process for Systemic 

projects was an application-based process. Local Agencies and ODOT Regions submitted applications for 

systemic projects in three focus areas- roadway departure, intersections, and pedestrian/bicycle. Projects were 

prioritized based on benefit cost ratio (for roadway departure and intersections projects) and cost-effectiveness 

index (pedestrian/bicycle projects). Here is a link to the bicycle/pedestrian plan. 

http://www.oregon.gov/ODOT/HWY/TRAFFIC-ROADWAY/Pages/Bicycle_Pedestrian_Safety.aspx

Program: HRRR

Date of Program Methodology:9/1/2017

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 

Fatal and serious injury crashes only Volume 

Population 

Horizontal curvature 

Functional classification 

Roadside features 

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Other-Crash Severity

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

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 
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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:100

The traditional approach to safety is to identify "hotspot" locations and then identify measures to implement by 

diagnosing the "hotspot". ODOT hired a consultant to create a draft list of potential hotspot projects (prioritized 

based on benefit cost ratios) for all roads in each Region identifying locations and the appropriate 

countermeasures. This doesn’t allow us to select hot spot.

The systemic approach identifies a few proven low-cost measures to be widely implemented, then implements 

the measures where there is evidence that they would be most useful. The systemic measures have been 

proven to successfully reduce the occurrence of fatal and serious injury crashes. The process for Systemic 

projects was an application-based process. Local Agencies and ODOT Regions submitted applications for 

systemic projects in three focus areas- roadway departure, intersections, and pedestrian/bicycle. Projects were 

prioritized based on benefit cost ratio (for roadway departure and intersections projects) and cost-effectiveness 

index (pedestrian/bicycle projects). Here is a link to our intersection plan 

http://www.oregon.gov/ODOT/HWY/TRAFFIC-ROADWAY/Pages/intersections.aspx .

In mid August 2019, ODOT's Chief Financial Officer sent FHWA the letter shown below (draft) requesting a 

waiver to obligating the HRRR funds. 

As part of Section 148(g)(l) of Title 23, United States Code (U.S.C.), the State of Oregon triggered the High 

Risk Rural Road (HRRR) special rule for Federal Fiscal Year (FFY) 2019. With this trigger, the Oregon 

Department of Transportation (ODOT) is required to obligate $2,440,120 in FFY 2019.

ODOT introduced the All Roads Transportation Safety (ARTS) Program in 2016, it is designed to be a data 

driven HSIP program to address needs on all public roads in Oregon. The Association of Oregon Counties and 

League of Oregon Cities participated in the development of the program. An integral part of the program is to 

improve safety on local agency roads including rural roads. The program is focused on a blend of hot spot and 

systemic safety. A major focus is on rural Roadway Departure and Intersection safety (as per Oregon’s 

Strategic Highway Safety Plan). 

ODOT is currently operating in the 2018-2021 STIP, and the highway safety improvement program projects 

were selected in early 2017. Later that year, ODOT initiated a new way of delivering local projects. The 

program is known by ODOT as the State Funded Local Program (SFLP). Projects selected for SFLP provide 

the opportunity for the local partner to exchange their federal funding for state funding and the local agency 

then takes ownership of delivering the project. This new program is still delivering the same projects which 

would address the HRRR program requirements, however, the funding is no longer federal.

Here is a small list of projects which would have obligated the HRRR funding, but are now being delivered via 

this SFLP program. The amount of these projects is more than the allocation from FHWA.

STIP Key Number Project Name Project Amount

20526 Highland Ave (Hermiston) Safety Improvements $118,830

20420 Cove Avenue at Albany St. (La Grande) $46,060

20194 Josephine County Safety Improvements $842,508

19683 OR 153: Bellevue-Hopewell Hwy Rail xing sfty Proj. $771,395
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19796 Region 2 (Central) local road roadway departure $318,365

19797 Lane County local road roadway departures $681,395

20142 OR211 @ Canby Marquam Hwy $723,700

Total $3,502,253 

This situation has put ODOT in a unique situation, where the agency is delivering the projects which meet the 

intent for HRRR, but we do not have the mechanism to obligate. ODOT is requesting a waiver to transfer the 

remaining balance of HRRR funds to HSIP as ODOT is meeting the intent. ODOT can provide additional 

information if needed.

Program: Intersection

Date of Program Methodology:6/1/2012

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

Fatal and serious injury crashes only Volume 

Horizontal curvature 

Functional classification 

Roadside features 

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Other-Crash Severity

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

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. 
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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:100

The traditional approach to safety is to identify "hotspot" locations and then identify measures to implement by 

diagnosing the "hotspot". ODOT hired a consultant to create a draft list of potential hotspot projects (prioritized 

based on benefit cost ratios) for all roads in each Region identifying locations and the appropriate 

countermeasures. This doesn’t allow us to select hot spot.

The systemic approach identifies a few proven low-cost measures to be widely implemented, then implements 

the measures where there is evidence that they would be most useful. The systemic measures have been 

proven to successfully reduce the occurrence of fatal and serious injury crashes. The process for Systemic 

projects was an application-based process. Local Agencies and ODOT Regions submitted applications for 

systemic projects in three focus areas- roadway departure, intersections, and pedestrian/bicycle. Projects were 

prioritized based on benefit cost ratio (for roadway departure and intersections projects) and cost-effectiveness 

index (pedestrian/bicycle projects). Here is a link to our intersection plan 

http://www.oregon.gov/ODOT/HWY/TRAFFIC-ROADWAY/Pages/intersections.aspx .

Program: Pedestrian Safety

Date of Program Methodology:2/1/2014

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

Fatal and serious injury crashes only Volume Functional classification 

Roadside features 

What project identification methodology was used for this program? 

• Other-Crash Severity

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
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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). 

Rank of Priority Consideration 

Cost Effectiveness:100

The traditional approach to safety is to identify "hotspot" locations and then identify measures to implement by 

diagnosing the "hotspot". ODOT hired a consultant to create a draft list of potential hotspot projects (prioritized 

based on benefit cost ratios) for all roads in each Region identifying locations and the appropriate 

countermeasures. This doesn’t allow us to select hot spot.

The systemic approach identifies a few proven low-cost measures to be widely implemented, then implements 

the measures where there is evidence that they would be most useful. The systemic measures have been 

proven to successfully reduce the occurrence of fatal and serious injury crashes. The process for Systemic 

projects was an application-based process. Local Agencies and ODOT Regions submitted applications for 

systemic projects in three focus areas- roadway departure, intersections, and pedestrian/bicycle. Projects were 

prioritized based on benefit cost ratio (for roadway departure and intersections projects) and cost-effectiveness 

index (pedestrian/bicycle projects). Here is a link to our intersection plan 

http://www.oregon.gov/ODOT/HWY/TRAFFIC-ROADWAY/Pages/intersections.aspx .

Program: Roadway Departure

Date of Program Methodology:9/1/2017

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

Fatal and serious injury crashes only Population 

Horizontal curvature 

Functional classification 

Roadside features 

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate
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• Other-Crash Severity

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

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). 

Rank of Priority Consideration 

Ranking based on B/C:100

The traditional approach to safety is to identify "hotspot" locations and then identify measures to implement by 

diagnosing the "hotspot". ODOT hired a consultant to create a draft list of potential hotspot projects (prioritized 

based on benefit cost ratios) for all roads in each Region identifying locations and the appropriate 

countermeasures. This doesn’t allow us to select hot spot.

The systemic approach identifies a few proven low-cost measures to be widely implemented, then implements 

the measures where there is evidence that they would be most useful. The systemic measures have been 

proven to successfully reduce the occurrence of fatal and serious injury crashes. The process for Systemic 

projects was an application-based process. Local Agencies and ODOT Regions submitted applications for 

systemic projects in three focus areas- roadway departure, intersections, and pedestrian/bicycle. Projects were 

prioritized based on benefit cost ratio (for roadway departure and intersections projects) and cost-effectiveness 

index (pedestrian/bicycle projects). Here is a link to our intersection plan 

http://www.oregon.gov/ODOT/HWY/TRAFFIC-ROADWAY/Pages/intersections.aspx .

What percentage of HSIP funds address systemic improvements? 

 50

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

• Add/Upgrade/Modify/Remove Traffic Signal

• Cable Median Barriers

• High friction surface treatment

• Horizontal curve signs

• Install/Improve Pavement Marking and/or Delineation

• Install/Improve Signing

• Rumble Strips

• Wrong way driving treatments
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The ARTS Program has two components – a hotspot component and a systemic component. The hotspot 

approach is the traditional approach used in safety analysis, in which ‘hotspot’ locations are identified based on 

crash history and appropriate countermeasures are implemented to reduce crashes. Hotspot projects typically 

focus on a particular location (for example, an intersection or a short segment of a roadway) that may have 

multiple causes to address. For the ARTS Program, a hotspot location is defined as a location that has at least 

one fatal or serious injury crash within the last five years.

The systemic approach identifies a few proven low-cost countermeasures that can be widely implemented and 

then applies the countermeasures where there is evidence that they would be most useful. The HSIP places a 

significant emphasis on the systemic approach, which has been proven to successfully reduce the occurrences 

of fatal and serious injury crashes. The systemic component of the ARTS Program has been further divided 

into three emphasis areas – roadway departure, intersection, and pedestrian/bicycle. Based on 2009 through 

2013 data, these three emphasis areas accounted for approximately 85% of the fatal and serious injury 

crashes in the state.

The ARTS Program funds will be allocated to the five ODOT Regions based on the proportion of the fatal and 

serious injury crashes occurred within the last five years in each Region. For a given Region, total funding 

should be divided equally between the hotspot and systemic components. Again, for the systemic component, 

it is recommended that Regions split the available funding between the emphasis areas identified in the TSAP 

(currently those are roadway departure, intersection, and pedestrian/bicycle) based on the proportion of the 

fatal and serious injury crashes occurred between these three areas within the last five years. For the first 

round of the ARTS Program, based on the crash data from 2009 to 2013, the statewide proportions of fatal and 

serious injury crashes between roadway departure, intersection, and pedestrian/bicycle crashes were 50%, 

36%, and 14%, respectively.

ODOT has approximately $166 million of funding for the five years between 2017 and 2021. Here is a link to 

ODOT's CRF list http://www.oregon.gov/ODOT/HWY/TRAFFICROADWAY/Pages/ARTS.aspx#Crash_Reduction_Factors

What process is used to identify potential countermeasures? 

• Crash data analysis

• Engineering Study

• Road Safety Assessment

• SHSP/Local road safety plan

• Stakeholder input

• Other-Region Traffic Investigator's investigate the top 5% Safety Priority Index System (SPIS) each 

year and identify potential cost effective countermeasures.

Once locations have been identified for potential safety improvements through networking screening and 

diagnoses, the next step is to identify potential countermeasures that can be implemented to improve safety. A 

countermeasure can be defined as a roadway strategy intended to decrease crash frequency and/or severity at 

a given site.

ODOT has compiled a list of countermeasures, known as the ODOT Crash Reduction Factor (CRF) List, which 

have been proven to reduce crashes. A Crash Reduction Factor (CRF) is the percentage crash reduction that 

might be expected after implementing a given countermeasure(s) at a specific site. These countermeasures 

were primarily chosen from the Highway Safety Manual, the Crash Modification Factors (CMF) Clearinghouse, 

and the FHWA Desktop Reference for Crash Reduction Factors. All the countermeasures were listed as either 

‘hotspot’ or ‘systemic’ countermeasures. Any countermeasures listed in the ODOT CRF List can be used for

hotspot projects. However, for systemic projects only countermeasures that are listed as ‘systemic’ shall be 
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used. The ODOT CRF List is updated periodically as new countermeasures or better studies on existing 

countermeasures become available. Suggestions for including new countermeasure(s) to the ODOT CRF List 

can be submitted to ODOT TRS Staff using the CRF Request Form provided on the ARTS website.

Some CRFs may be applicable to all crash types and/or all severities. Some CRFs may be applicable to a 

particular crash type and/or severity. Correct crash types and severities should be used in the benefit-cost 

analysis. Refer to the ODOT Highway Safety Investigation Manual for more information on the CRF 

http://www.oregon.gov/ODOT/HWY/TRAFFIC-ROADWAY/Pages/ARTS.aspx#Crash_Reduction_Factors .

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes

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

ODOT's All Roads Transportation Safety (ARTS) program includes several ITS technologies as potential 

countermeasures, especially curve and intersection warning systems and variable speeds Oregon is in the 

formative stages of developing connected vehicle technologies .

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. 

We are in the early stages of using the HSM to support HSIP efforts. Our ODOT Planning unit has 

incorporated several methodologies into their latest manual. We are using the cost-effectiveness analysis tool 

outlined in the HSM for project prioritization. Rather than comparing the economic value of the crash 

reductions to the project cost, cost-effectiveness analysis compares the change in crash frequency due to the

implementation of a countermeasure to the project cost. For the pedestrian/bicycle projects under the ARTS 

Program, Cost-Effectiveness Index (CEI) is used to prioritize projects. CEI estimates the cost to reduce one 

crash. The lower the CEI value of a project, the higher it will rank in the prioritized list. ODOT uses some 

analysis methods from the HSM, including expected numbers of crashes for bikes and pedestrians, proportions 

of crashes in investigations and critical crash rates in planning and project level analysis.

Describe program methodology practices that have changed since the last reporting 

period. 

Yes, we are in the process of implementing round two of the ARTS program.

The ARTS program primarily uses federal funds from the Highway Safety Improvement Program (HSIP). The 

principles and purpose of ARTS and HSIP are:

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

The program must include all public roads.

The program is data driven and blind to jurisdiction.
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The process is be overseen by Oregon DOT Regions.

Both traditional "hot spot" methodology and systemic methodology is used based on an application process.

The objective of ARTS and HSIP is to significantly reduce the occurrence of fatalities and serious injuries. A 

data-driven approach uses crash data, risk factors, or other data supported methods to identify the best 

possible locations to achieve the greatest benefits. Many highway projects incorporate design features or 

elements that relate to highway safety, such as updating guardrail or improvements to intersection 

channelization, signing and pavement markings. But appropriate use of HSIP funds is only for locations or 

corridors where a known problem exists as indicated by location-specific data on fatalities and serious injuries, 

and/or where it is determined that the specific project can, with confidence, produce a measurable and 

significant reduction in such fatalities or serious injuries. To achieve the maximum benefit, the focus of the 

ARTS program is on cost effective use of the funds allocated for safety improvements addressing fatal and 

serious injury crashes. 

Address a specific Safety problem contributing to fatalities and serious injuries

Use proven countermeasures that correct or substantially improve the fatal and serious injury problem

Use ODOT crash data to establish the Benefit/Cost ratio (so projects can be compared fairly)

Use ODOT Benefit Cost method (or Cost effectiveness for Bicycle/Pedestrian)

Be prioritized or categorized based on the Benefit/Cost Ratio for developing the 150% list

Use only proven countermeasures from the approved ODOT Crash Reduction Factor list (a written process is 

developed for considering new measures)

Projects must include written support from the Road Jurisdiction if the project is proposed by another agency

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

The traditional approach to safety is to identify "hot spot" locations, and then identify measures to implement by 

diagnosing the "hot spot".

Hot Spot Projects shall:

Address a location with a crash history of at least one fatal or serious injury crash within the last five years

The systemic approach identifies a few proven low-cost measures to be widely implemented, then implements 

the measures where there is evidence that they would be most useful. The systemic measures have been 

proven to successfully reduce the occurrence of fatal and serious injury crashes. The sites may be selected 

from ODOT’s list of priority corridors for Roadway Departure, Intersections or Pedestrian/Bicycle crashes. Our 

Safety Priority Index System (SPIS) is another flagging tool used to select appropriate safety projects.

Systemic Projects shall:

Use only approved "Systemic" countermeasures as listed in the Crash Reduction factors list

Not require the acquisition of significant amounts of right of way (more than 10% of project costs), preferably 

no right of way
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For the Pedestrian and Bicycle Analysis, use Highway Safety Manual methods to estimate predicted crashes 

for pedestrians and bicycles and Cost Effectiveness to prioritize projects selection.

Systemic Projects should:

Have a history of fatal or serious injury crashes or a risk of high severity crashes and preferably are selected 

from priority corridors within Systemic plans.

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

region on all public roads. Regions will be required to spend a minimum of 50% of their funding on Systemic 

projects.

Systemic funding is intended to be used for Roadway Departure, Intersections and Pedestrian/Bicycle type 

projects. At the statewide level the split in F&A between Roadway Departure, Intersections and Ped/Bike is 

about 40%/40%/20% respectively. Regions will be given the flexibility to determine the appropriate splits 

between systemic types of projects for their regions. It is suggested:

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

Region splits of systemic funds for each systemic type be roughly equivalent to the proportion of F&A occurring 

in the region

Funding is eligible to be used for approved countermeasures as long as those countermeasures provide an 

improvement to reducing fatal and serious injury and are prioritized through the ARTS data driven process. 

Safety funds may be used to include or replace elements that are necessary to satisfactorily complete the 

project, such as replacing non-compliant ADA ramps, replacing pavement striping that is removed or right of 

way, but those elements must be included in the cost of the project and part of the prioritization process. Other 

elements (not applicable to the safety project) may be combined with the project (i.e., culvert), but must be 

funded by other sources, not safety funds.

Both Hot Spot and Systemic processes will be an application based process. Oregon jurisdictions will be 

invited to submit projects for Hot Spot and Systemic funding, using a large list of proven countermeasures. 

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

improvement.

For Hot Spots projects agencies will be given the opportunity to submit projects with justification that it meets 

the program purpose. The number of submittals should be limited because of limited funds, but ODOT will ask 

for submittals amounting to 300 to 500% of the funding available to ensure sufficient worthwhile projects. 

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

benefit cost of the project, and finalize a draft 150% list for field scoping.

For Systemic projects the submittals will be for three systemic categories of funding, roadway departure, 

intersections and pedestrian/bicycle, attempting to solicit submittals amounting to about 300 - 500% of 

available funding. ODOT Regions will check all applications for program purpose and correctness, working with 

the submitting agencies when necessary in order to develop a potential list of projects. The intent is that the 

ODOT Regions will analyze and refine the list of submitted projects in order to prioritize the project list based 

on program purpose of reducing fatal and serious injuries and benefit cost, in order to finalize a draft 150% list 

for field scoping.

Once the refined 150% lists are ready, all projects (both hot spot and systemic) will go through a multidiscipline assessment to verify the solution. A multi-disciplinary team, including the owner of the facility, will 

ensure the best countermeasure is chosen to mitigate fatal and serious injury crashes. The project will also be 
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scoped to verify the costs and any possible barrier to implementation. A finalized list of prioritized projects can 

then be produced with the best solution and the best cost.

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

determine the delivery methods, delivering agency and timelines (applicable funding year). For projects 

involving local agencies, the ODOT Regions will work with Jurisdictions to develop an Intergovernmental 

Agreement. The delivering agency will be accountable for timely and fiscally responsible delivery.

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

elaborate. 

HSIP All Roads Transportation Safety (ARTS) Program

Key Facts —2018

 ODOT and representatives of the League of Oregon Cities (LOC) and the Association of

Oregon Counties (AOC) have examined road safety statistics throughout the state. The

results reveal a great need to improve local road safety.

 In February 2013, ODOT entered into a memorandum of understanding with AOC and LOC.

The MOU establishes that all Oregonians share the roads and that safety is everyone’s

concern. The common purpose is to reduce fatal and serious injuries on all public roads

through a data driven process.

 MAP 21 increased safety funding and emphasizes a focus on all public roads. Because of

this, ODOT decided to offer a portion of its safety funds to improve safety on local roads,

leading to the creation of the All Roads Transportation Safety (ARTS) program.

 The state road system makes up about 10 percent of the total mileage in the total road

system. Ten percent of the system carries 50 percent of all traffic and has 50 percent of all

crashes in the state. The other 50 percent of crashes occur off the state system. Under the

ARTS program, available funds go toward the best and highest use.

 The available money is separated into two categories — systemic and hot spots.

o Systemic project are proven, low-cost measures that have successfully reduced

the occurrence of fatal and serious injury crashes and that can be widely

implemented, like rumble strips on the shoulder of the road.
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o Hot spots are identified by a higher than normal crash occurrence. These are

often higher cost projects and are targeted to a specific segment of roadway or

intersection.

 ODOT collected input from the local governments in each region of the state. By

cooperating with local agencies we hope to raise the awareness of safety on all roads and

promote best practices.

 Funding is divided to each region based on the number of fatalities and serious injury

crashes. 

 Potential projects within each region are prioritized by their benefit cost which factors in the

number of crashes, the crash reduction potential of the enhancement and the project cost.

 The program is data driven, using safety data to perform problem identification and analysis,

to achieve the greatest benefits in terms of fatal and serious injury crash reduction.

Here is a link to the 2018 ODOT ARTS Program Summary Report prepared for ODOT and prepared by DKS 

Associates: 

https://www.oregon.gov/ODOT/Engineering/Docs_TrafficEng/ARTS_SUmmary-Report-2018.pdf

All Roads Transportation Program: Frequently Asked Questions

1. What is the ARTS Program? 

The All Roads Transportation Safety Program (ARTS) is a safety program that addresses safety for all public 

roads in the state of Oregon. This program uses federal funds from the Highway Safety Improvement Program 

. HSIP adopts a data-driven approach that uses crash data, risk factors, and other supported methods to 

identify the best possible locations to achieve the greatest benefits. The first round of ARTS began in 2014 with 

projects scheduled for delivery in years 2017-2021. The second round of project selection is scheduled to 

begin this fall for projects delivered in years 2022-2024.

2. What is the purpose of the ARTS Program?

The primary objective of the ARTS Program is to select the best projects to reduce fatalities and serious 

injuries on all public roads in the state.

3. What is the timeline for ARTS Program? 

The second round of the ARTS project selection will begin in the fall of 2017 and extend through the spring of 

2018. During this period, projects will be selected for the STIP and delivered in years 2022 through 2024. The 

Oregon Department of Transportation (ODOT) is currently working on developing the project criteria and plans 

on outreach to the local agencies sometime in late 2017.
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4. What methods are used for project selection?

ODOT will use two different methods for selecting projects – traditional ‘Hotspot’ method and ‘Systemic’ 

method. ODOT regions are required to spend at least half of the funding for Systemic projects. These two 

methods are designed to select the most cost-effective projects among all public roads in Oregon to reduce the 

most fatal and serious injury crashes with available funds.

5. How much funding is available and how is it allocated?

During the period of 2022 through 2024, approximately $30 million per year will likely be available for the ARTS 

program. This funding will be determined by the Oregon Transportation Commission (OTC). 

Funds will be allocated to each ODOT region based on the proportion of fatalities and serious injuries that 

occurred within the region during the last five years. The region allocations during the last round of ARTS 

funding was approximately:

Region 1 - 33%

Region 2 - 34%

Region 3 - 15%

Region 4 - 11%

Region 5 - 7%

6. What is the Hotspot method and how are the Hotspot projects selected?

The hotspot method identifies locations with documented crash problems, selects and then applies appropriate 

countermeasure(s) to mitigate the crash problems. Hotspot countermeasures are typically more expensive 

than systemic countermeasures. Examples of hotspot projects include installation of left turn lane(s), 

installation of a new traffic signal or roundabout at an intersection, or conversion of a signalized intersection to 

a roundabout.

ODOT will develop a list of locations for potential projects using its Safety Priority Index System (SPIS), and 

Safety Implementation Plans for three emphasis areas including potential remedies and countermeasures: 

Roadway Departure, Intersections and the Pedestrian and Bicycle. Local agencies can use the SPIS list or 

whatever method they choose to pick the best potential projects. These projects must address locations with a 

crash history of at least one fatal or serious injury crash within the last five years.

Local agencies and ODOT will both prepare applications for the projects that they believe will be the most 

effective at reducing fatal and serious injury crashes and yet have a good benefit cost ratio. All the proposed 

hotspot countermeasures must be from the ODOT CRF List .

Projects are prioritized based on benefit cost ratio. The projects selected for funding and addition to the 

Statewide Transportation Improvement Program (STIP) are those with the highest benefit cost .

To access data and tools, visit the ARTS Program website .

7. What is the Systemic method and how will the Systemic projects be selected?

The Systemic method takes a broader view by looking at the crash history and risks associated with an entire

roadway/corridor and then applying proven low-cost countermeasures to reduce the risk along the entire 

roadway, corridor or jurisdiction. Examples of systemic projects include installation of curve warning signs, 

reflectorized backplates on signals, rumble strips, countdown pedestrian timers and conversion to flashing 

yellow left turn arrow (FYLTA) signal heads for protected-permitted left turn (PPLT) signal operation.

The ARTS Program consists of three emphasis areas for systemic improvements: Roadway Departure, 
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Intersection, and Pedestrian and Bicycle. Systemic project locations may be selected from ODOT’s list of 

priority corridors for these three areas or from other sources. The systemic funds are roughly proportional to 

the number of fatalities and serious injuries that occur within the region.

Like the hotspot approach, the systemic approach is an application-based process. ODOT and all local 

jurisdictions within a region can submit an application for available Systemic funding. All the proposed systemi

countermeasures must be from the ODOT CRF List . Projects are prioritized based on benefit cost ratio (for 

Roadway Departure and Intersection projects) and cost effectiveness index (Pedestrian and Bicycle projects).

c 

8. Can the same countermeasures be used for Hotspot as Systemic projects? Can a single location use a 

Systemic approach?

While systemic and Hotspot countermeasures may be applicable at the same location, ODOT asks applicants 

to submit separate applications for hotspot and for systemic measures during this round. Once approved for 

funding, the measures can be combined under one project if desired. Separate applications allow similar 

comparisons of benefits for both methods.

9. If a local jurisdiction has supplemental crash data, can that data be used during the project selection 

process?

ODOT recognizes that some jurisdictions may have supplemental crash data (e.g. police reports) that might be 

different from ODOT crash data. This data is exempt from project prioritization and benefit cost analysis. For 

fairness and consistency, crash data from 2012-2016 obtained from ODOT Crash Reports must be used for 

analysis purposes. However, the supplemental data may be informative for selecting appropriate 

countermeasures at a given location.

10. How is the final project list prepared?

All projects in the refined lists (for both hotspot and systemic) go through multi-disciplinary assessment to verify 

the applicability of the proposed solution. A final list (100 percent list) is prepared and prioritized based on the 

best benefit cost ratios (Pedestrian and Bicycle projects are ranked based on cost effectiveness).

11. Can a Hotspot or Systemic safety project from the final list be combined with another Statewide 

Transportation Improvement Program (STIP) project at the same location?

Yes, if a hotspot or systemic safety project from the final list is at a location where another STIP project is 

planned, these two projects may be combined for efficiency. Similarly, if a Hotspot project is selected in a 

location that is in the corridor where there will be a systemic project, both projects may be combined to a single 

project for efficient design and delivery of the project. This typically occurs after project lists are completed and 

before the STIP is adopted.

12. Who designs and delivers the projects?

After the final 100 percent list is complete, ODOT regions work with the local jurisdictions to determine the 

delivery methods, timelines, and delivery agencies. Local agencies are encouraged to consider fund exchange 

(State Funded Local Projects) and deliver the projects themselves. The delivering agency is responsible for 

timely and fiscally responsible delivery.

13. Will a local match be required for selected projects?

The federal HSIP requires a 7.78 percent match for projects. This requires local agencies to contribute 7.78 

percent of the total project cost. Local agencies are encouraged to fund exchange for state funds. More 

information can be found on the Local Agency Guidelines website.
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14. Do HSIP projects follow Statewide Transportation Improvement Program process?

All the projects selected under the ARTS Program follow the STIP process. Refer to the STIP website for more 

information on the STIP process and stakeholder involvement.

15. Do the engineering countermeasures impact driver behaviors such as drinking and driving and speeding?

A direct relationship between countermeasures and driver behaviors has not been determined. Some 

countermeasures may directly improve driver behaviors, others may not, however the improvement may 

prevent similar crashes in the future. For example, a roadway with a countermeasure installed — such as a 

median barrier or centerline rumble strips — may prevent an intoxicated driver from crossing into oncoming 

lanes.

Countermeasures that effectively reduce crashes are developed using data from all types and causes of 

crashes. The Crash Reduction Factor represents the relative change in crash frequency for a particular 

countermeasure regardless of cause of a crash. Engineering judgment may be needed to determine the 

appropriate countermeasure to mitigate poor driver behaviors.

16. So what can my local agency do to start preparing for ARTS?

ODOT will reach out to local agencies in each region this fall. In the meantime, local agencies and ODOT can 

begin thinking about and looking for good safety project candidates that meet funding eligibility. ODOT will 

update the ARTS webpage as more information becomes available. The following are available now:

The most recent 2016 SPIS reports for State Highways and Local Roads and

• The new Roadway Departure Plan . 

17. Who should I contact if I have questions?

For questions regarding the ARTS Program, please contact your local ODOT Region Traffic Office. While the 

FAQs are informative, some items like schedule and timelines could change.

In mid August 2019, ODOT's Chief Financial Officer sent FHWA the letter shown below (draft) requesting a 

waiver to obligating the HRRR funds. 

As part of Section 148(g)(l) of Title 23, United States Code (U.S.C.), the State of Oregon triggered the High 

Risk Rural Road (HRRR) special rule for Federal Fiscal Year (FFY) 2019. With this trigger, the Oregon 

Department of Transportation (ODOT) is required to obligate $2,440,120 in FFY 2019.

ODOT introduced the All Roads Transportation Safety (ARTS) Program in 2016, it is designed to be a data 

driven HSIP program to address needs on all public roads in Oregon. The Association of Oregon Counties and 

League of Oregon Cities participated in the development of the program. An integral part of the program is to 

improve safety on local agency roads including rural roads. The program is focused on a blend of hot spot and 

systemic safety. A major focus is on rural Roadway Departure and Intersection safety (as per Oregon’s 

Strategic Highway Safety Plan). 

ODOT is currently operating in the 2018-2021 STIP, and the highway safety improvement program projects 

were selected in early 2017. Later that year, ODOT initiated a new way of delivering local projects. The 

program is known by ODOT as the State Funded Local Program (SFLP). Projects selected for SFLP provide 

the opportunity for the local partner to exchange their federal funding for state funding and the local agency 

then takes ownership of delivering the project. This new program is still delivering the same projects which 

would address the HRRR program requirements, however, the funding is no longer federal.
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Here is a small list of projects which would have obligated the HRRR funding, but are now being delivered via 

this SFLP program. The amount of these projects is more than the allocation from FHWA.

STIP Key Number Project Name Project Amount

20526 Highland Ave (Hermiston) Safety Improvements $118,830

20420 Cove Avenue at Albany St. (La Grande) $46,060

20194 Josephine County Safety Improvements $842,508

19683 OR 153: Bellevue-Hopewell Hwy Rail xing sfty Proj. $771,395

19796 Region 2 (Central) local road roadway departure $318,365

19797 Lane County local road roadway departures $681,395

20142 OR211 @ Canby Marquam Hwy $723,700

Total $3,502,253 

This situation has put ODOT in a unique situation, where the agency is delivering the projects which meet the 

intent for HRRR, but we do not have the mechanism to obligate. ODOT is requesting a waiver to transfer the 

remaining balance of HRRR funds to HSIP as ODOT is meeting the intent. ODOT can provide additional 

information if needed.
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Project Implementation

Funds Programmed

Reporting period for HSIP funding. 

State Fiscal Year

During the period of 2022 through 2024, approximately $30 million per year will be available for the ARTS 

program. This funding will be determined by the Oregon Transportation Commission (OTC).

Funds will be allocated to each ODOT region based on the proportion of fatalities and serious injuries that 

occurred within the region during the last five years. The region allocations during the last round of ARTS 

funding was approximately: Region 1 - 33% Region 2 - 34% Region 3 - 15% Region 4 - 11% Region 5 - 7%

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $30,000,000 $30,000,000 100%

HRRR Special Rule (23 

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

$3,502,253 $3,502,253 100%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$0 $0 0%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $0 $0 0%

Totals $33,502,253 $33,502,253 100%

ODOT has approximately $166 million of funding for five years between 2017 and 2021 for the first round of 

the ARTS Program. ODOT has approximately $87,396,000 of funding for the next three years between 2022 

and 2024 for the second round of the ARTS program. Safety Leverage HB 2017 - The Safety Leverage Funds 

are meant to help improve the safety of the state highway system where the Agency is planning to make a 

separate Fix-It program investment. The intent is to improve the most important safety issues that are in the 

general area of a planned Fix-It project. Investment decisions from this leverage fund will follow the general 

priorities outlined in the 2016 Transportation Safety Action Plan (TSAP). The funds should be used for 

engineering countermeasures that can demonstrate a measurable cost-effective benefit and should generally 

follow the prioritization guidelines below: • Tier 1 - Infrastructure improvements that will reduce serious / fatal 

crashes within the Emphasis Areas of the 2016 TSAP, such as Intersection, Roadway Departure, Pedestrian, 

and Bicycle crashes. • Tier 2 - Regional safety priority areas, such as top 10% Safety Priority Index System 

(SPIS) sites, region-wide systemic safety features, or other documented crash locations. Safety leverage 
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opportunities are identified by the following process: • Regions review the Fix-It programs 150% lists for Tier 1 

and 2 Safety Leverage qualification. • Scoping teams review the Fix-It programs 150% lists for project details, 

including: status of each project, location, noting whether it qualifies as Safety Leverage (identifying safety 

mitigation as appropriate), or

explaining why the project does not qualify in the "Leverage Opportunities" section of the Business Case. • The 

Safety Leverage portion of all projects is prioritized by Regions and ACTS within Tier 1 and 2. • Funding 

limitations are applied: Tier 1 in priority order first, then Tier 2 if funding allows. The outcome of Safety 

Leverage prioritization will be documented for each eligible project in the "Leverage Opportunities" section of 

the Business Case. Region Funding Allocation: Region 1 $10,680,000 Region 2 $9,273,000 Region 3 

$4,431,000 Region 4 $3,108,000 Region 5 $2,508,000 Total $10,066,953

In mid August 2019, ODOT's Chief Financial Officer sent FHWA the letter shown below (draft) requesting a 

waiver to obligating the HRRR funds. 

As part of Section 148(g)(l) of Title 23, United States Code (U.S.C.), the State of Oregon triggered the High 

Risk Rural Road (HRRR) special rule for Federal Fiscal Year (FFY) 2019. With this trigger, the Oregon 

Department of Transportation (ODOT) is required to obligate $2,440,120 in FFY 2019.

ODOT introduced the All Roads Transportation Safety (ARTS) Program in 2016, it is designed to be a data 

driven HSIP program to address needs on all public roads in Oregon. The Association of Oregon Counties and 

League of Oregon Cities participated in the development of the program. An integral part of the program is to 

improve safety on local agency roads including rural roads. The program is focused on a blend of hot spot and 

systemic safety. A major focus is on rural Roadway Departure and Intersection safety (as per Oregon’s 

Strategic Highway Safety Plan). 

ODOT is currently operating in the 2018-2021 STIP, and the highway safety improvement program projects 

were selected in early 2017. Later that year, ODOT initiated a new way of delivering local projects. The 

program is known by ODOT as the State Funded Local Program (SFLP). Projects selected for SFLP provide 

the opportunity for the local partner to exchange their federal funding for state funding and the local agency 

then takes ownership of delivering the project. This new program is still delivering the same projects which 

would address the HRRR program requirements, however, the funding is no longer federal.

Here is a small list of projects which would have obligated the HRRR funding, but are now being delivered via 

this SFLP program. The amount of these projects is more than the allocation from FHWA.

STIP Key Number Project Name Project Amount

20526 Highland Ave (Hermiston) Safety Improvements $118,830

20420 Cove Avenue at Albany St. (La Grande) $46,060

20194 Josephine County Safety Improvements $842,508

19683 OR 153: Bellevue-Hopewell Hwy Rail xing sfty Proj. $771,395

19796 Region 2 (Central) local road roadway departure $318,365

19797 Lane County local road roadway departures $681,395

20142 OR211 @ Canby Marquam Hwy $723,700

Total $3,502,253 

This situation has put ODOT in a unique situation, where the agency is delivering the projects which meet the 

intent for HRRR, but we do not have the mechanism to obligate. ODOT is requesting a waiver to transfer the 
2019 Oregon Highway Safety Improvement Program

Page 29 of 71

remaining balance of HRRR funds to HSIP as ODOT is meeting the intent. ODOT can provide additional 

information if needed.

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

safety projects?

40%

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

40%

The objective of the ARTS Program is to select the best safety projects using a jurisdictionally blind and datadriven approach to significantly reduce the occurrence of fatalities and serious injuries on all roads in the state. 

A data-driven approach uses crash data, risk factors, or other data supported methods to identify the best 

possible locations to achieve the greatest benefits.

Benefit-cost analysis, which compares the economic benefits of the crash reductions to the project cost, is the 

traditional analysis tool that is used to determine financial viability of a project and to prioritize projects. The 

ODOT Benefit-Cost Workbook shall be used to calculate benefit-cost ratio for the ARTS Program. ODOT 

requires that five years of the most recent crash data available be used for the analysis and that the project 

has a benefit-cost ratio of 1.0 or greater. Projects with higher benefit-cost ratios will rank higher in the 

prioritized list.

ODOT's first round of ARTS has approximately $166 million of funding for the five years between 2017 and 

2021. Approximate funding splits between the ODOT Regions for the first round of the ARTS Program are as 

shown, Region 1 = 33%, Region 2 = 34%, Region 3 = 15%, Region 4 = 11%, Region 5 = 7%. ODOT's second 

round of ARTS has approximately $29,132,000 of funding for three years between 2022 and 2024. 

Approximate funding splits between the ODOT Regions for the second round of the ARTS Program are shown, 

Region 1 = 31.4%, Region 2 = 35.7%, Region 3 = 15.7%, Region 4 = 10.2%, Region 5 = 7%.

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

$218,000

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

$218,000

These funds are used for roadway departure enforcement thru the Transportation Safety Division (TSD).

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%

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

the future. 

Oregon DOT does a great job obligating the HSIP funds to appropriate safety project but the challenge is 
2019 Oregon Highway Safety Improvement Program

Page 30 of 71

getting the safety projects programmed and built in an appropriate time frame. We are working on writing IGA's 

with local agencies to ensure the HSIP funds get spent in a timely fashion. The Region Traffic offices monitor 

their safety funds.

Describe any other aspects of the State’s progress in implementing HSIP projects on 

which the State would like to elaborate. 

One of the biggest challenges in HSIP implementation is programming and constructing these projects in a 

timely fashion, especially local safety projects. On State highway HSIP safety projects, the challenge is letting 

a lot of small dollar projects where the administration costs overrides the project costs. Some Regions have 

bundled safety projects where practical to reduce administration costs.
2019 Oregon Highway Safety Improvement Program

Page 31 of 71

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 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

Safe Routes to 

Schools - NonInfrastructure 

2018 19958

Pedestrians and 

bicyclists

Install sidewalk Miles Other 

Federal-aid 

Funds (i.e. 

STBG, 

NHPP)

Urban Local Road or 

Street

0 City or 

Municipal 

Highway 

Agency

Systemic Pedestrians

Twin Creeks Rail, 

Crossing (Central 

Point) Local New 

Access Route Into 

the Twin Creeks 

Development 

Jackson Co. 

18972

Railroad grade 

crossings

Railroad grade crossings - other Numbers RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

0 Railroad Spot Lane 

Departure

City of Eugene 

Signal 

Enhancements 

20216

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $125,000 HSIP (23 

U.S.C. 148)

0 City or 

Municipal 

Highway 

Agency

Spot Intersections

River Rd. at Irving 

Rd. (City of 

Eugene) 20206

Intersection 

geometry

Intersection geometry - other Intersections HSIP (23 

U.S.C. 148)

0 City or 

Municipal 

Highway 

Agency

Spot Intersections

West Systemic 

Signals and 

Illumination 

(Forest Grove) 

20375

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 City or 

Municipal 

Highway 

Agency

Systemic Intersections

City of Gresham

Safety Project 

20303

Pedestrians and 

bicyclists

Miscellaneous pedestrians and 

bicyclists

Miles $396,800 HSIP (23 

U.S.C. 148)

0 City or 

Municipal 

Highway 

Agency

Systemic Pedestrians

OR 140: Brett Way 

Extension (KFalls) 18731

Roadway Roadway widening - add lane(s) 

along segment

$380,036 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot

East Systemic 

Signals and 

Illumination 

(Molalla) 20337

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 City or 

Municipal 

Highway 

Agency

Systemic Intersections

HSIP City of 

Portland and 

Bike/Ped 19723

Pedestrians and 

bicyclists

Pedestrian signal - audible 

device

Intersections HSIP (23 

U.S.C. 148)

0 City or 

Municipal 

Highway 

Agency

Systemic Intersections
2019 Oregon Highway Safety Improvement Program

Page 32 of 71

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

Central Systemic 

Signals and 

Illumination 

(Portland) 20334

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 City or 

Municipal 

Highway 

Agency

Systemic Intersections

Delaney Road 

Sidewalks and 

Bike Lanes (City of 

Turner)/Add 

Sidewalks and 

Bike Lanes on 

Delaney Rd 

between 3rd and 

7th Ave. 16587

Pedestrians and 

bicyclists

Install sidewalk Miles HSIP (23 

U.S.C. 148)

0 City or 

Municipal 

Highway 

Agency

Systemic Pedestrians

Barlow Rd. 

Zimmerman Rd. 

Intersection 

(Clackamas Co.) 

15778

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 County 

Highway 

Agency

Spot Intersections

East Systemic 

Signals and 

Illumination 

(Clackamas 

County) 20336

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 County 

Highway 

Agency

Systemic Intersections

All Roads 

Transportation 

Safety (Deschutes 

County) 19799

Pedestrians and 

bicyclists

Miscellaneous pedestrians and 

bicyclists

Intersections $211,744 HSIP (23 

U.S.C. 148)

0 County 

Highway 

Agency

Systemic

Table Rock Road 

I-5 to Biddle 18974

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway 

Departure

Statewide Wigwag 

Elimination Project 

Statewide 14591

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

St. Louis Road 

Rail X'ing Safety 

Project 

(Marion)/PE for 

Safety Project to 

Install Automatic 

Gates and 

Signals/Marion 

Co. 17472

Railroad grade 

crossings

Railroad grade crossing gates Access 

points

$2,557 RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

0 Railroad Spot Intersections

Rail Crossing 

Improvements 

(UPRR) Linn 

County 17752

Railroad grade 

crossings

Railroad grade crossings - other Intersections RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

0 Railroad Spot Intersections
2019 Oregon Highway Safety Improvement Program

Page 33 of 71

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

Safety Features 

for Local Roads 

and 

Streets/Statewide 

Transportation 

Safety Program 

18299

Pedestrians and 

bicyclists

Miscellaneous pedestrians and 

bicyclists

Intersections $37,111 HSIP (23 

U.S.C. 148)

0 City or 

Municipal 

Highway 

Agency

Systemic Intersections

Circuit Rider for 

Jurisdictionally 

Blind 

Safety/Statewide 

Transportation 

Safety Program 

18301

Noninfrastructure Outreach Locations $3,883 0 Other Local 

Agency

Systemic Data

Region 1 Curve 

Ball Banking 

Various Determine 

Curve Advisory 

Speeds Various 

18402

Roadway signs 

and traffic 

control

Curve-related warning signs and 

flashers

Curves HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

Region 1 Rumble 

Strip Installations 

Various Highways 

and Counties 

18399

Roadway Rumble strips - unspecified or 

other

Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

A Street Rail 

Safety 

Improvements 

(Rainier) 19462

Railroad grade 

crossings

Railroad grade crossings - other Crossovers $1,896,404 RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

0 State 

Highway 

Agency

Spot Intersections

Region 4 Curve 

Warning Signs 

19124

Roadway signs 

and traffic 

control

Curve-related warning signs and 

flashers

Curves HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

Region 4 HSIP 

Transition Rural 

Various Sign 

Upgrades, 

Rumble Strips, 

Delineators and 

Stripping 19165

Roadway Rumble strips - unspecified or 

other

Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

Regionwide 

Rumble Strips 

Various Locations 

Run-off the Road 

Improvements 

18880

Roadway Rumble strips - unspecified or 

other

Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure
2019 Oregon Highway Safety Improvement Program

Page 34 of 71

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

Hill and Water 

Ave. (Albany): At 

Grade Crossing 

Signalization 

19198

Railroad grade 

crossings

Upgrade railroad crossing signal Intersections RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

0 State 

Highway 

Agency

Spot Intersections

Greenhill Road 

Rail Xing Safety 

Project (Eugene) 

Lane County 

16075

Railroad grade 

crossings

Railroad grade crossings - other Intersections $81,204 RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

0 State 

Highway 

Agency

Spot Intersections

Region 2 Dynamic 

Warning Signs 

19094

Roadway signs 

and traffic 

control

Roadway signs (including post) - 

new or updated

Locations HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway 

Departure

Region1 Rural 

Safety 

Improvements 

(delineators, 

signing, rumble 

strips on rural 

county roads 

19502

Roadway 

delineation

Roadway delineation - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

Region 5 Local 

Jurisdiction Sign 

Upgrades 2016 

19509

Roadway signs 

and traffic 

control

Roadway signs (including post) - 

new or updated

Signs HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

Safety Features 

for Local Roads 

and Streets 2016

Roadway Roadway - other Locations HSIP (23 

U.S.C. 148)

0 City or 

Municipal 

Highway 

Agency

Systemic Intersections

I-5: S. Medford - N. 

Ashland Paving 

18874

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

I-5 Cable Barrier - 

Southern Oregon 

19659

Roadside Barrier - cable Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

I-5: MP 303.27 to 

MP 308.63 20430

Roadway Roadway - other Miles $7,118,430 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

US 97 @ Wickiup 

Jct. (La Pine); The 

Dalles-California 

Hwy.; Deschutes 

Co. 09679

Intersection 

geometry

Intersection geometry - other Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections
2019 Oregon Highway Safety Improvement Program

Page 35 of 71

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

US 97: Romaine 

Village Way - Lava 

Butte 17807

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

I-84: Baker Valley 

Variable Speed 

Limit (VSL) 2015 

18135

Speed 

management

Speed management - other Locations HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway

Departure

I-84: NE OR Snow 

Zone Safety 

Improvements 

18994

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Lane 

Departure

US 101: Rail 

Crossing @ 

Newmark St. 

(North Bend) / 

Install Flashing 

Lilghts, Required 

Signs 19046

Railroad grade 

crossings

Railroad grade crossings - other Intersections RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

0 State 

Highway 

Agency

Spot Intersections

US 101 @ NE 

Devils Lake Rd. 

Oregon Coast, 

add left turn refuge 

Lincoln Co. 17811

Intersection 

geometry

Auxiliary lanes - add left-turn 

lane

Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

US 101: Curve 

Warning 

Upgrades 20222

Roadway signs 

and traffic 

control

Curve-related warning signs and 

flashers

Curves $366,300 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

OR82: Minam 

Curve 17047

Roadway Roadway - other Curves HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway 

Departure

OR126B @ 54th 

St. (Springfield) 

20209

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR126B at MP 

2.98 to 8.17 20144

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

US 20 @ Knox 

Butte/OR226 2014

Intersection 

traffic control

Intersection traffic control - other Intersections $145,743 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

US20 OR126 Jct. - 

Deschutes River 

Bridge 18684

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

OR 58: Black 

Canyon - Middle 

Fork Willamette 

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure
2019 Oregon Highway Safety Improvement Program

Page 36 of 71

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

River 1R Inlay 

(Travel Lanes) 

Lane Co. 18616

OR140: Ritter Rd. 

Deer Run Rd. (Bly 

Mtn) Klamath 

Falls-Lakeview 

Hw., Klamath Co. 

13828

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

OR66 @ Delap Rit 

Road (Klamath 

Falls) 20256

Roadway Roadway - other Miles $247,530 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

Grants Pass 

Signal and 

Pedestrian 

Upgrades 19960

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $382,950 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

US 199:MP 25 to 

Kerby Shoulder 

Widening 20191

Shoulder 

treatments

Widen shoulder - paved or other Miles $73,260 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

FFO - US26: MP 

49.2 - 57.45 Mt 

Hood, Clackamas 

Co. 13717

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway

Agency

Systemic Roadway 

Departure

US26 (Powell 

Blvd): SE 20th - 

SE 34th, Mt. Hood 

Crosswalk 

Signals, RF 

Beacons, striping, 

signing and ADA 

Upgrades 18795

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $296,869 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Intersections

FFO-US26: 

MP49.2 - MP 

57.45 13717

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

US26: SE Cesar 

E. Chavez Blvd - 

Wolf Dr. 18785

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

US26 (Powell 

Blvd.): SE 122nd 

Ave. - SE 136th 

Ave. 19690

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $12,685,41

9

HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Intersections

OR8: SW 185th 

Ave. Sec Tualatin 

Valley Highway 

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $822,961 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections
2019 Oregon Highway Safety Improvement Program

Page 37 of 71

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

Washington, Co. 

17704

OR 8: Corridor 

Safety and Access 

to Transit 18839

Noninfrastructure Non-infrastructure - other Locations HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway 

Departure

OR22 @ 

Smithfield 

Rd./Kings Valley 

20141

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $187,923 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

US20: Children's 

Farm Home to 

Merloy 20733

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

US 20: Safety 

Upgrades (Albany 

to Corvallis) 21191

Roadway Roadway - other Miles $1,874,013 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

US 20: MP 4.60 

Roadside 

Improvements 

20202

Roadside Roadside - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway 

Departure

I-5: Exists 119 and

120 Interchange 

Improvements 

17918

Interchange 

design

Interchange design - other Interchange

s

HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR18 @ 

Christensen Road 

16118

Roadway Roadway - other Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR38: US 101-

Dean Creek 

Paving and Ped 

Improvements, 

Grind/Inlay, 

Douglas Co. 

18869

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

US26: NW 

Mountaindale Rd. 

- NW Glencoe Rd. 

Sunset Pavement 

Preservation 

Washington Co. 

18777

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

US 395: Alkali 

Lake - Lake Abert 

Lakeview-Burns 

Highway Lake 

County 18694

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure
2019 Oregon Highway Safety Improvement Program

Page 38 of 71

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

US26: Warm 

Springs Safety 

Corridor Warm 

Springs 

Intersection, 

Roadside and 

Bike Ped Safety 

Improvements 

Jefferson Co. 

19640

Roadside Roadside - other Intersections $427,350 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR99E: @ Airport 

Rd. (Albany) 

20183

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $260,406 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR99: Rogue 

Valley Intersection 

Improvements 

21408

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $81,030 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR126: Torrence 

Rd. - Cornerstone 

Dr. 18613 

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

OR99: I-5 to 

Scenic Ave. 20185

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

OR99: Ashland 

Pedestrian 

Upgrades 20186

Pedestrians and 

bicyclists

Miscellaneous pedestrians and 

bicyclists

$128,760 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Pedestrians

I-84 and I-205 

Barrier Installation 

19691

Roadside Barrier - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

OR213: Cascade 

Hwy. N. @ Stark 

and Washington 

(Portland) 

Cascade Hwy. N., 

Intersection/Signa

l Upgrade, Access 

Mgmt., 

Median/Curb 

16150

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $221,507 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR213 (82nd 

Ave.): Sandy Blvd. 

Cascade Highway 

N. Multnomah 

County 17707

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections
2019 Oregon Highway Safety Improvement Program

Page 39 of 71

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

Mission St. 

Adaptive Signal 

Timing (Salem) 

20214

Intersection 

traffic control

Modify traffic signal timing - 

general retiming

Intersections $33,300 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR99E: Young 

Street Safety & 

ADA Ramps 

(Woodburn) 

Pacific Highway 

East Marion Co. 

16008

Pedestrians and 

bicyclists

Miscellaneous pedestrians and 

bicyclists

Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR99E: 

Enhanced 

Pedestrian 

Crosswalks 

(Woodburn) 

20093

Pedestrians and 

bicyclists

Miscellaneous pedestrians and 

bicyclists

Intersections $1,209 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR99W @ Clow 

Corner Rd. Pacific 

Highway West 

Channelize 

Turning 

Movements Polk 

Co. 16120

Intersection 

geometry

Intersection geometrics - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR99: EugeneJunction City 

Safety Barrier 

20244

Roadside Barrier - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

Region 2 (Central) 

Signal 

Improvements 

Part 2 20130

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $99,900 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR99W: Orrs 

Corner Road - 

Clow Corner Road 

21374

Roadway Roadway - other Miles $860,250 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

OR99W: Salmon 

River Highway 

20138

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

OR99W (Barbur 

Blvd): MP 8.01 to 

MP 11.50 20439

Roadway Roadway - other Miles $226,300 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

FFO - US30: Old 

Portland Road to 

Millard Lower 

Columbia River 

Intersection 

traffic control

Modify traffic signal - 

modernization/replacement

Intersections $420,864 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections
2019 Oregon Highway Safety Improvement Program

Page 40 of 71

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

Intersection 

Improvements 

17702

US30 @ 8th St. 

(Astoria) 20177

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $121,434 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

US30: Millard and 

Bennett Roads 

(St. Helens) 21459

Roadway Roadway - other Miles $733,230 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

US 30BY 

(Lombard) Safety 

Extension 20413

Roadway Roadway - other Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR214: Jefferson 

St. (Silverton) 

21190

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR217: HallScholls Intchgs & 

OR10 @ Western 

Ave Various 

Highways 

Washington, 

County 17703

Roadway Roadway - other Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

2016 Region 1 

Local Roads 

Signal Upgrades 

(HSIP) Scholls 

Signal Safety 

Enhancements 

and Upgrades 

19528

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR217: OR10 - 

99W SB Auxiliary 

Lane 18841

Intersection

geometry

Auxiliary lanes - 

miscellaneous/other/unspecifie

d

Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway 

Departure

OR154 @ 

Strongtown Road 

Lafayette T - 

Intersection and 

build left turn 

refuge Yamhill Co. 

16119

Intersection 

geometry

Auxiliary lanes - add left-turn 

lane

Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway 

Departure

OR213 At S. 

Union Mills Rd. 

Cascade S. 

Intersection 

Improvements 

Intersection 

geometry

Intersection geometrics - 

miscellaneous/other/unspecifie

d

Intersections $159,986 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections
2019 Oregon Highway Safety Improvement Program

Page 41 of 71

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

Clackamas Co. 

18789

OR211 @ Canby 

Marquam 

Highway 20142

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $723,700 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

FFO - OR212/224: 

Sunrise Corridor 

(I-205 SE 122nd 

Ave.) Various 

Highways, 

Clackamas Co. 

15555

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway 

Departure

OR 9 (Clackamas 

Hwy.): SE 232nd 

Dr. Clackamas 

Add left & right 

turn lanes 17716

Intersection 

geometry

Intersection geometry - other Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway

Agency

Spot Intersections

OR99: Urban 

Upgrade (Cottage 

Grove) 20242

Roadway Roadway - other Locations HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR540: Broadway 

@ Newmark 

Realign (North 

Bend) 20219

Intersection 

geometry

Intersection geometry - other Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR234: Gold HillSams Valley 

Intersection 20196

Roadway Roadway - other Miles $82,140 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway 

Departure

OR207: 11th @ 

Orchard Ave. 

Signal (Hermiston) 

17443

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

OR207: 11th @ 

Elm and Orchard 

Signals 

(Hermiston) 20671

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $112,115 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

Hwy 351: 

Joseph/Wallowa 

Lake Bike/Ped 

Improvements 

18903

Pedestrians and 

bicyclists

Miscellaneous pedestrians and 

bicyclists

Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Pedestrians

OR361 @ Dover, 

Eurek, Gem and 

Highland 20706

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections
2019 Oregon Highway Safety Improvement Program

Page 42 of 71

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

OR140: Green 

Springs Intch-K 

Falls/Malin Hwy. 

S. Klamath Falls 

Structural overlay, 

upgrade signs, 

other safety 

features 18677

Roadway Roadway - other Interchange

s

HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

Region 5 Curve 

Warning Signs 

2016 18984

Roadway signs 

and traffic 

control

Curve-related warning signs and 

flashers

Locations HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway 

Departure

US30 (Astoria) 

and OR 99W 

(McMinnville) 

Signal Upgrade 

18665

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

I-84: Median 

Barrier Safety 

Improvement 

Project 19785

Roadside Barrier - other Miles $1,193,174 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

Region 2 Curve 

Warning Signs 

(Part 3) 19696

Roadway signs 

and traffic 

control

Curve-related warning signs and 

flashers

Signs HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

Safety Features 

for Local Roads 

and Streets 2017 

19665

Roadway Roadway - other Crosswalks HSIP (23 

U.S.C. 148)

0 City or 

Municipal 

Highway 

Agency

Systemic Pedestrians

Southern Oregon 

Warning Sign 

Upgrades 20247

Roadway signs 

and traffic 

control

Curve-related warning signs and 

flashers

Signs $1,531,659 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

OSU Engineering 

Safety Short 

Courses FFY18 

19669

Noninfrastructure Training and workforce 

development

Training and 

workforce 

development

$21,220 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Training and 

workforce 

developmen

t

Training and 

workforce 

developmen

t

Queen Ave. Rail 

Crossing (Albany) 

21185

Railroad grade 

crossings

Railroad grade crossings - other Access 

points

RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

0 State 

Highway 

Agency

Spot Intersections

West Lane County 

Curve Warning 

Upgrades 20223

Roadway signs 

and traffic 

control

Curve-related warning signs and 

flashers

Signs HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

Central Systemic 

Signals & 

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Intersections
2019 Oregon Highway Safety Improvement Program

Page 43 of 71

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

Illumination 

(ODOT) 20335

Region 1 High 

Friction Surface 

Treatment 20719

Roadway Pavement surface - high friction 

surface

Locations $568,407 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway 

Departure

Region 4 ARTS 

20074

Pedestrians and 

bicyclists

Miscellaneous pedestrians and 

bicyclists

Locations HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Pedestrians

US20: Geary St. to 

Waverly St. 

(Albany) 20184

Roadway Roadway - other Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Pedestrians

Southern Oregon 

Signal Upgrades 

21308

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Intersections

Region 2 (North) 

Signal 

Improvements 

Part 2 20136

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $99,900 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

West Systemic 

Signals and 

Illumination 

(ODOT) 20376

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Intersections

Malheur County 

Safety 

Improvements 

20263

Roadway Roadway - other Miles HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway 

Departure

Region 2 (Central 

and South) Rural 

Signal 

Improvements 

20137

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $769,678 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

Josephine County 

Safety 

Improvements 

20194

Roadway Roadway - other Miles $842,508 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Roadway 

Departure

OSU Engineering 

Safety Short 

Courses FFY19 

20643

Noninfrastructure Training and workforce 

development

Training and 

workforce 

development

$250,000 Other 

Federal-aid 

Funds (i.e. 

STBG, 

NHPP)

0 State 

Highway 

Agency

Training and 

workforce 

developmen

t

Training and 

workforce 

developmen

t

Safety Features 

for Local Roads (U 

of P) FFY19 

20647

Noninfrastructure Training and workforce 

development

Training and 

workforce 

development

$150,000 Other 

Federal-aid 

Funds (i.e. 

0 State 

Highway 

Agency

Training and 

workforce 

developmen

t

Training and 

workforce 

developmen

t
2019 Oregon Highway Safety Improvement Program

Page 44 of 71

PROJECT NAME IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AAD

T

SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEG

Y

STBG, 

NHPP)

Systemic signals 

and Illumination 

(Beaverton) 20374

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $285,900 HSIP (23 

U.S.C. 148)

0 County 

Highway 

Agency

Systemic Intersections

Region 2 (South) 

Curve Warning 

Upgrades 20193

Roadway signs 

and traffic 

control

Curve-related warning signs and 

flashers

Signs $91,241 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

Human Factors 

Engineering ffy19 

20646

Noninfrastructure Training and workforce 

development

Training and 

workforce 

development

$50,000 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Training and 

workforce 

developmen

t

Training and 

workforce 

developmen

t

City of Springfield 

Signal 

Enhancements 

20221

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecifie

d

Intersections $158,952 HSIP (23 

U.S.C. 148)

0 City or 

Municipal 

Highway 

Agency

Systemic Intersections

US20/OR201: 

Burns to Ontario

Roadway Roadway - other Miles $2,222,000 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Systemic Roadway 

Departure

East Hardcastle 

Ave. Reallignment 

21425

Alignment Alignment - other Locations $221,999 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

Region 2 

Intelligent 

Transportation 

Systems 

Improvements 

21466

Advanced 

technology and 

ITS

Advanced technology and ITS - 

other

Advanced 

technology 

and ITS - 

other

$2,258,295 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Advanced 

technology 

and ITS - 

other

In mid August 2019, ODOT's Chief Financial Officer sent FHWA the letter shown below (draft) requesting a waiver to obligating the HRRR funds. 

As part of Section 148(g)(l) of Title 23, United States Code (U.S.C.), the State of Oregon triggered the High Risk Rural Road (HRRR) special rule for Federal Fiscal Year (FFY) 2019. With this trigger, the Oregon Department of 

Transportation (ODOT) is required to obligate $2,440,120 in FFY 2019.

ODOT introduced the All Roads Transportation Safety (ARTS) Program in 2016, it is designed to be a data driven HSIP program to address needs on all public roads in Oregon. The Association of Oregon Counties and League of Oregon 

Cities participated in the development of the program. An integral part of the program is to improve safety on local agency roads including rural roads. The program is focused on a blend of hot spot and systemic safety. A major focus is 

on rural Roadway Departure and Intersection safety (as per Oregon’s Strategic Highway Safety Plan). 

ODOT is currently operating in the 2018-2021 STIP, and the highway safety improvement program projects were selected in early 2017. Later that year, ODOT initiated a new way of delivering local projects. The program is known by 

ODOT as the State Funded Local Program (SFLP). Projects selected for SFLP provide the opportunity for the local partner to exchange their federal funding for state funding and the local agency then takes ownership of delivering the 

project. This new program is still delivering the same projects which would address the HRRR program requirements, however, the funding is no longer federal.

Here is a small list of projects which would have obligated the HRRR funding, but are now being delivered via this SFLP program. The amount of these projects is more than the allocation from FHWA.
2019 Oregon Highway Safety Improvement Program

Page 45 of 71

STIP Key Number Project Name Project Amount

20526 Highland Ave (Hermiston) Safety Improvements $118,830

20420 Cove Avenue at Albany St. (La Grande) $46,060

20194 Josephine County Safety Improvements $842,508

19683 OR 153: Bellevue-Hopewell Hwy Rail xing sfty Proj. $771,395

19796 Region 2 (Central) local road roadway departure $318,365

19797 Lane County local road roadway departures $681,395

20142 OR211 @ Canby Marquam Hwy $723,700

Total $3,502,253 

This situation has put ODOT in a unique situation, where the agency is delivering the projects which meet the intent for HRRR, but we do not have the mechanism to obligate. ODOT is requesting a waiver to transfer the remaining 

balance of HRRR funds to HSIP as ODOT is meeting the intent. ODOT can provide additional information if needed.
2019 Oregon Highway Safety Improvement Program

Page 46 of 71

Safety Performance

General Highway Safety Trends

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

years.

PERFORMANCE 

MEASURES 2009 2010 2011 2012 2013 2014 2015 2016 2017

Fatalities 377 317 331 337 313 357 446 498 439

Serious Injuries 1,231 1,382 1,541 1,618 1,416 1,495 1,777 1,973 1,764

Fatality rate (per 

HMVMT)

1.110 0.940 0.990 1.020 0.930 1.030 1.240 1.360 1.190

Serious injury rate (per 

HMVMT)

3.620 4.090 4.620 4.880 4.200 4.320 4.940 5.370 4.800

Number nonmotorized fatalities45 69 62 70 55 64 82 84 83

Number of nonmotorized serious 

injuries

149 139 184 185 165 177 186 196 168

PDO Crashes 21,887 22,922 24,853 25,036 26,228 26,716 26,025 29,321 28,926
2019 Oregon Highway Safety Improvement Program

Page 47 of 71

0

100

200

300

400

500

600

2009 2010 2011 2012 2013 2014 2015 2016 2017

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

500

1000

1500

2000

2500

2009 2010 2011 2012 2013 2014 2015 2016 2017

Annual Serious Injuries

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

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0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

2009 2010 2011 2012 2013 2014 2015 2016 2017

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

2009 2010 2011 2012 2013 2014 2015 2016 2017

Serious injury rate (per HMVMT)

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

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Please note that the 2018 crash data for Oregon has not been coded into our Crash Analysis and Reporting 

System (CARS) database yet. We anticipate that it will be available for next years 2020 HSIP annual report. In 

2018 there were 506 fatalities in Oregon.

0

50

100

150

200

250

300

2009 2010 2011 2012 2013 2014 2015 2016 2017

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.

0

5000

10000

15000

20000

25000

30000

35000

2009 2010 2011 2012 2013 2014 2015 2016 2017

PDO Crashes

PDO Crashes 5 Year Rolling Avg.
2019 Oregon Highway Safety Improvement Program

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Number of non-motorized fatalities means the total number of fatalities (as defined in this section) with the 

FARS person attribute codes: Pedestrian, (6) Bicyclist, (7) Other Cyclist, and (8) Person on Personal 

Conveyance

Serious injuries means: (1) From April 14, 2016 to April 15, 2019, injuries classified as "A" on the KABCO scale 

through use of the conversion tables developed by NHTSA; and (2) After April 15, 2019, "suspected serious 

injury (A)" as defined in the MMUCC.

Describe fatality data source. 

Other

If Other Please describe

Oregon Department of Transportation (ODOT) Crash Data Base System in comparison with FARS 

data 

Primarily, we use the Oregon Department of Transportation (ODOT) crash data base system because the data 

is available sooner than the FARS data. We compare our ODOT fatality crash data with FARS when possible.

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

ownership. 

Year 2017

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

19.8 51.2 0.52 1.32

Rural Principal 

Arterial (RPA) - Other

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

90.2 232.2 2.16 5.58

Rural Minor Arterial 47.2 141.6 2.59 7.74

Rural Minor Collector 15.6 42.6

Rural Major Collector 60 167.8 3.27 9.1

Rural Local Road or 

Street

19.2 55.8 0.96 2.82

Urban Principal 

Arterial (UPA) - 

Interstate

16.6 78 0.3 1.46

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

4 28.2 0.29 2.04
2019 Oregon Highway Safety Improvement Program

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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)

Urban Principal 

Arterial (UPA) - Other

67.2 386.8 1.23 7.14

Urban Minor Arterial 36.6 274 0.86 6.46

Urban Minor Collector

Urban Major Collector 25 156.4 0.97 5.98

Urban Local Road or 

Street

8.2 64.8 0.39 3.04
2019 Oregon Highway Safety Improvement Program

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Year 2015

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

1 1 1 1

County Highway 

Agency

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

Suburban Minor 

Collector

1 1 1 1

Please note that the 2018 crash data for Oregon has not been coded into our Crash Analysis and Reporting 

System (CARS) database yet. We anticipate that it will be available for next years 2020 HSIP annual report.

Safety Performance Targets

Safety Performance Targets 

Calendar Year 2020 Targets *

Number of Fatalities:328.0
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Describe the basis for established target, including how it supports SHSP goals.

The annual HSIP performance targets were developed during the last Strategic Highway Safety Plan 

update and were agreed upon by a multidisciplinary working group. Decrease traffic fatalities to 328 

by December 31, 2020.

Number of Serious Injuries:1368.0

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

The annual HSIP performance targets were developed during the last Strategic Highway Safety Plan 

update and were agreed upon by a multidisciplinary working group. Decrease serious traffic injuries 

to 1,368 by December 31, 2020.

Fatality Rate:0.780

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

The annual HSIP performance targets were developed during the last Strategic Highway Safety Plan 

update and were agreed upon by a multidisciplinary working group. Reduce the fatality rate to 0.78 by 

December 31, 2020.

Serious Injury Rate:4.060

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

The annual HSIP performance targets were developed during the last Strategic Highway Safety Plan 

update and were agreed upon by a multidisciplinary working group. The serious injury rate for our 

2020 target is 4.06 people per 100 million vehicle miles traveled (VMT).

Total Number of Non-Motorized Fatalities and Serious Injuries:215.0

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

The annual HSIP performance targets were developed during the last Strategic Highway Safety Plan 

update and were agreed upon by a multidisciplinary working group. The non-motorized fatalities plus 

serious injuries for our 2020 target is 215 people.

For more information regarding how ODOT's performance measures were set, please refer to pages 100 - 105 

of the Oregon Safety Action Plan (TSAP) 2016, 

http://www.oregon.gov/ODOT/TS/docs/TSAP/TSAP_2016_web.pdf . 

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

safety performance targets. 

The annual HSIP performance targets were developed during the last Strategic Highway Safety Plan update 

and were agreed upon by a multidisciplinary working group including the SHSO (and including a representative 

of an MPO). Afterwards ODOT held meetings with the MPOs from around the state and explained the process 
2019 Oregon Highway Safety Improvement Program

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and the outcome. The Oregon Transportation Safety Action Plan 2016 

http://www.oregon.gov/ODOT/TS/docs/TSAP/TSAP_2016_web.pdf . There is some discussion around 

revisiting the annual HSIP performance targets in the near future.

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. 

There are probably several reasons why the State's 2018 Safety Performance Targets are not being met. The 

primary reasons is assumed to be distracted driving issues, a limited presence of law enforcement officers due 

to budget cuts and an increase in people moving to Oregon.

Applicability of Special Rules

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

Yes

The High Risk Rural Roads special rule is triggered in Oregon for this fiscal year 2019 (Oct. 1, 2018 - Sept. 30, 

2019). We have qualifying roadway departure safety projects in FY 2019 and have not chosen which projects 

to code to those funds at this time. This information is awaiting processing by ODOT's Chief Financial Officer 

to enter into the Fiscal Management Information System (FMIS) under program code ZS60. Oregon DOT is 

addressing the High Risk Rural Roads (HRRR) by completing them utilizing the State Funded Local Program 

(SFLP) process which makes the true federal obligation hard to accomplish but the safety work totaling more 

than $2,440,120 is being completed on the appropriate functional class roadways despite not using the 

program code ZS60 federal funds. The High Risk Rural Roads (HRRR) program funds follow our All Roads 

Transportation Safety (ARTS) process which was outline in a previous question. 

In mid August 2019, ODOT's Chief Financial Officer sent FHWA the letter shown below (draft) requesting a 

waiver to obligating the HRRR funds. 

As part of Section 148(g)(l) of Title 23, United States Code (U.S.C.), the State of Oregon triggered the High 

Risk Rural Road (HRRR) special rule for Federal Fiscal Year (FFY) 2019. With this trigger, the Oregon 

Department of Transportation (ODOT) is required to obligate $2,440,120 in FFY 2019.

ODOT introduced the All Roads Transportation Safety (ARTS) Program in 2016, it is designed to be a data

driven HSIP program to address needs on all public roads in Oregon. The Association of Oregon Counties and 

League of Oregon Cities participated in the development of the program. An integral part of the program is to 

improve safety on local agency roads including rural roads. The program is focused on a blend of hot spot and 

systemic safety. A major focus is on rural Roadway Departure and Intersection safety (as per Oregon’s 

Strategic Highway Safety Plan). 

ODOT is currently operating in the 2018-2021 STIP, and the highway safety improvement program projects 

were selected in early 2017. Later that year, ODOT initiated a new way of delivering local projects. The 

program is known by ODOT as the State Funded Local Program (SFLP). Projects selected for SFLP provide 

the opportunity for the local partner to exchange their federal funding for state funding and the local agency 

then takes ownership of delivering the project. This new program is still delivering the same projects which 

would address the HRRR program requirements, however, the funding is no longer federal.
2019 Oregon Highway Safety Improvement Program

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A small list of projects which would have obligated the HRRR funding are outlined in question #23, but are now 

being delivered via this SFLP program. The amount of these projects is more than the allocation from FHWA.

This situation has put ODOT in a unique situation, where the agency is delivering the projects which meet the 

intent for HRRR, but we do not have the mechanism to obligate. ODOT is requesting a waiver to transfer the 

remaining balance of HRRR funds to HSIP as ODOT is meeting the intent. ODOT can provide additional 

information if needed.

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

50 48 56 58 68 86 67

Number of Older Driver 

and Pedestrian Serious 

Injuries

162 169 134 167 197 232 219

Oregon DOT is currently conducting a research project with Portland State University and Oregon State 

University titled: "Addressing Oregon's Rise in Deaths and Serious Injuries for Senior Drivers and Pedestrians". 

This research project is scheduled to be completed by spring of 2020.
2019 Oregon Highway Safety Improvement Program

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Evaluation

Program Effectiveness

How does the State measure effectiveness of the HSIP? 

• Change in fatalities and serious injuries

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

the State's program level evaluations. 

Historically Oregon’s fatalities and serious injuries have trended downwards, Since 2013 however there have 

been annual increases, this increase has been common across the country. Project level evaluations has 

shown that the projects implemented under HSIP funding have improved the locations where invested. A 

recent comparison of Roadway Departure has also shown that the last few years of investments in this key 

area has lessened the percentage of total roadway departure crashes, indicating Oregon’s investments in 

systemic roadway departure has been moving the numbers.

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

success of the Highway Safety Improvement Program? 

• Increased awareness of safety and data-driven process

• Increased focus on local road safety

• More systemic programs

• Policy change

With the implementation of the ARTS program, there is an increased awareness of safety and a data-driven 

process for developing safety projects across all jurisdictions in Oregon. Policy level changes that are a direct 

result of HSIP implementation efforts like the use of safety edge now incorporated into our Highway Design 

Manual. Improved guidance in our signing and striping manuals to reduce wrong way driving at interchange 

ramps taken from a recent research project that was completed in September 2017. Improved guidance in our 

signal policy and guidelines to eliminate conflicts between left turn traffic and pedestrians.

Describe significant program changes that have occurred since the last reporting 

period. 

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

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

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

• The program must include all public roads.

• The program is data driven and blind to jurisdiction.

• The process will be overseen by Oregon DOT Regions.
2019 Oregon Highway Safety Improvement Program

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• Both traditional "hot spot" methodology and systemic methodology is used. All Projects shall:

• The objective of ARTS and HSIP is to significantly reduce the occurrence of fatalities and serious injuries. A 

data-driven approach uses crash data, risk factors, or other data supported methods to identify the best 

possible locations to achieve the greatest benefits. Many highway projects incorporate design features or 

elements that relate to highway safety, such as updating guardrail or improvements to intersection 

channelization, signing and pavement markings. But appropriate use of HSIP funds is only for locations or 

corridors where a known problem exists as indicated by location-specific data on fatalities and serious injuries, 

and/or where it is determined that the specific project can, with confidence, produce a measurable and 

significant reduction in such fatalities or serious injuries. To achieve the maximum benefit, the focus of the 

ARTS program is on cost effective use of the funds allocated for safety improvements addressing fatal and 

serious injury crashes.

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

• Use proven countermeasures that correct or substantially improve the fatal and serious injury problem

• Use ODOT crash data to establish the Benefit/Cost ratio (so projects can be compared fairly)

• Use ODOT Benefit Cost method (or Cost effectiveness for Bicycle/Pedestrian)

• Be prioritized or categorized based on the Benefit/Cost Ratio for developing the 150% list

• Use only proven countermeasures from the approved ODOT Crash Reduction Factor list (a written process is 

developed for considering new measures)

• Projects must include written support from the Road Jurisdiction if the project is proposed by another agency

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

shall:

• The traditional approach to safety is to identify "hot spot" locations, and then identify measures to implement 

by diagnosing the "hot spot".

• Address a location with a crash history of at least one fatal or serious injury crash within the last five 

yearsSystemic Projects shall:

• The systemic approach identifies a few proven low-cost measures to be widely implemented, then 

implements the measures where there is evidence that they would be most useful. The systemic measures 

have been proven to successfully reduce the occurrence of fatal and serious injury crashes. The sites may be 

selected from ODOT’s list of priority corridors for Roadway Departure, Intersections or Pedestrian/Bicycle 

crashes. 

• Use only approved "Systemic" countermeasures as listed in the Crash Reduction factors list

• Not require the acquisition of significant amounts of right of way (more than 10% of project costs), preferably 

no right of way

• For the Pedestrian and Bicycle Analysis, use Highway Safety Manual methods to estimate predicted crashes 

for pedestrians and bicycles and Cost Effectiveness to prioritize projects selection.

• Systemic Projects should:
2019 Oregon Highway Safety Improvement Program

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• Have a history of fatal or serious injury crashes or a risk of high severity crashes and preferably are selected 

from priority corridors within Systemic plans.Systemic funding is intended to be used for Roadway Departure, 

Intersections and Pedestrian/Bicycle type projects. At the statewide level the split

in F&A between Roadway Departure, Intersections and Ped/Bike is about 40%/40%/20% respectively. Regions 

will be given the flexibility to determine the appropriate splits between systemic types of projects for their 

regions. It is suggested:

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

the region on all public roads. Regions will be required to spend a minimum of 50% of their funding on 

Systemic projects.

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

• Region splits of systemic funds for each systemic type be roughly equivalent to the proportion of F&A 

occurring in the region Both Hot Spot and Systemic processes will be an application based process. Oregon 

jurisdictions will be invited to submit projects for Hot Spot and Systemic funding, using a large list of proven 

countermeasures. ODOT will distribute data on Hot Spots and Systemic Plans to help determine potential 

locations for improvement. For Systemic projects the submittals will be for three systemic categories of 

funding, roadway departure, intersections and pedestrian/bicycle, attempting to solicit submittals amounting to 

about 300 - 500% of available funding. ODOT Regions will check all applications for program purpose and 

correctness, working with the submitting agencies when necessary in order to develop a potential list of 

projects. The intent is that the ODOT Regions will analyze and refine the list of submitted projects in order to 

prioritize the project list based on program purpose of reducing fatal and serious injuries and benefit cost, in 

order to finalize a draft 150% list for field scoping.

• Once the refined 150% lists are ready, all projects (both hot spot and systemic) will go through a multidiscipline assessment to verify the solution. A multi-disciplinary team, including the owner of the facility, will 

ensure the best countermeasure is chosen to mitigate fatal and serious injury crashes. The project will also be 

scoped to verify the costs and any possible barrier to implementation. A finalized list of prioritized projects can 

then be produced with the best solution and the best cost.

• For Hot Spots projects agencies will be given the opportunity to submit projects with justification that it meets 

the program purpose. The number of submittals should be limited because of limited funds, but ODOT will ask 

for submittals amounting to 300 to 500% of the funding available to ensure sufficient worthwhile projects. 

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

benefit cost of the project, and finalize a draft 150% list for field scoping.

• Funding is eligible to be used for approved countermeasures as long as those countermeasures provide an 

improvement to reducing fatal and serious injury and are prioritized through the ARTS data driven process. 

Safety funds may be used to include or replace elements that are necessary to satisfactorily complete the 

project, such as replacing non-compliant ADA ramps, replacing pavement striping that is removed or right of 

way, but those elements must be included in the cost of the project and part of the prioritization process. Other 

elements (not applicable to the safety project) may be combined with the project (i.e., culvert), but must be 

funded by other sources, not safety funds.

Both Hot Spot and Systemic processes will be an application based process. Oregon jurisdictions will be 

invited to submit projects for Hot Spot and Systemic funding, using a large list of proven countermeasures. 

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

improvement.

For Hot Spots projects agencies will be given the opportunity to submit projects with justification that it meets 

the program purpose. The number of submittals should be limited because of limited funds, but ODOT will ask 
2019 Oregon Highway Safety Improvement Program

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for submittals amounting to 300 to 500% of the funding available to ensure sufficient worthwhile projects. 

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

benefit cost of the project, and finalize a draft 150% list for field scoping.

For Systemic projects the submittals will be for three systemic categories of funding, roadway departure, 

intersections and pedestrian/bicycle, attempting to solicit submittals amounting to about 300 - 500% of 

available funding. ODOT Regions will check all applications for program purpose and correctness, working with 

the submitting agencies when necessary in order to develop a potential list of projects. The intent is that the 

ODOT Regions will analyze and refine the list of submitted projects in

order to prioritize the project list based on program purpose of reducing fatal and serious injuries and benefit 

cost, in order to finalize a draft 150% list for field scoping.

Once the refined 150% lists are ready, all projects (both hot spot and systemic) will go through a multidiscipline assessment to verify the solution. A multi-disciplinary team, including the owner of the facility, will 

ensure the best countermeasure is chosen to mitigate fatal and serious injury crashes. The project will also be 

scoped to verify the costs and any possible barrier to implementation. A finalized list of prioritized projects can 

then be produced with the best solution and the best cost.

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

determine the delivery methods, delivering agency and timelines (applicable funding year). For projects 

involving local agencies, the ODOT Regions will work with Jurisdictions to develop an Intergovernmental 

Agreement. The delivering agency will be accountable for timely and fiscally responsible delivery.

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures. 

Year 2017

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

Roadway 

Departure

Run-off-road 216.4 607.8 0.6 1.71 0 0 0

Intersections All 79.8 617.6 0.22 1.74 0 0 0

Pedestrians Vehicle/pedestrian 65.6 118 0.18 0.33 0 0 0

Bicyclists Vehicle/bicycle 7.6 60.4 0.02 0.17 0 0 0

Motorcyclists Motorcyle Crash 49.2 218.6 0.15 0.62 0 0 0

Work Zones All 4.8 18.8 0.01 0.05 0 0 0
2019 Oregon Highway Safety Improvement Program

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0

50

100

150

200

250

Roadway

Departure

Intersections Pedestrians Bicyclists Motorcyclists Work Zones

Fatalities

Number of Fatalities 

5 Year Average

2009-2013 2010-2014 2011-2015 2012-2016 2013-2017

0

100

200

300

400

500

600

700

Roadway

Departure

Intersections Pedestrians Bicyclists Motorcyclists Work Zones

Serious Injuries

Number of Serious Injuries 

5 Year Average

2009-2013 2010-2014 2011-2015 2012-2016 2013-2017
2019 Oregon Highway Safety Improvement Program

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Please Note: It is anticipated the 2018 fatal and serious injury crashes will be coded in our ODOT crash data 

system in late fall 2019.

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

Roadway

Departure

Intersections Pedestrians Bicyclists Motorcyclists Work Zones

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

2009-2013 2010-2014 2011-2015 2012-2016 2013-2017

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2

Roadway

Departure

Intersections Pedestrians Bicyclists Motorcyclists Work Zones

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2009-2013 2010-2014 2011-2015 2012-2016 2013-2017
2019 Oregon Highway Safety Improvement Program

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Has the State completed any countermeasure effectiveness evaluations during the 

reporting period? 

No
2019 Oregon Highway Safety Improvement Program

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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)

"B" Street: 

23rd Road Ave 

- Primrose 

Lane (Forest 

Grove) 

Washington 

County

Urban Local 

Road or Street

Pedestrians and 

bicyclists

Install sidewalk 1.00 1.00 2.00

Pedestrian 

crossing and 

sidewalks @ 3 

Schools 

(Corvallis) 

Benton County

Urban Local 

Road or Street

Pedestrians and 

bicyclists

Install sidewalk

US 97 @ 1st 

St. (LaPine) 

Deschutes 

County

Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

geometry

Intersection geometry - other 13.00 4.00 1.00 1.00 6.00 4.00 20.00 9.00

Hermiston 

Signals Safety 

Improvements

Urban Minor 

Arterial

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspecified

82.00 133.00 1.00 1.00 6.00 8.00 161.00 121.00 250.00 263.00

OR 62 & OR 

140 

Intersection

Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

geometry

Auxiliary lanes - 

miscellaneous/other/unspecified

3.00 1.00 3.00 2.00 6.00 3.00

Coos County 

Signal 

Upgrades

Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

traffic control

Modify traffic signal - 

modernization/replacement

213.00 255.00 3.00 2.00 6.00 6.00 154.00 166.00 376.00 429.00

OR-217: Hall - 

Scholls Intchs 

& OR 10 @ 

Western Ave.

Urban 

Principal 

Arterial (UPA) 

- Other 

Freeways and 

Expressways

Intersection 

traffic control

Modify traffic signal - 

modernization/replacement

166.00 69.00 7.00 3.00 135.00 91.00 308.00 163.00

OR 224 

(Clackamas 

Hwy): SE 

197th Ave.

Urban Minor 

Arterial

Roadway Roadway - other 1.00 1.00

Region 2 

Rumble Strips 

(Various Area 

3)

Rural Minor 

Collector

Roadway Rumble strips - unspecified or 

other

85.00 69.00 1.00 5.00 13.00 12.00 171.00 136.00 270.00 222.00
2019 Oregon Highway Safety Improvement Program

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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)

Region 2 

Durable 

Striping 

Projects 

(2015)

Rural Minor 

Arterial

Roadway 

delineation

Improve retroreflectivity 105.00 91.00 6.00 3.00 10.00 11.00 130.00 137.00 251.00 242.00

Buff St: 10th 

St. - 

McTaggart Rd. 

(Madras) 

Urban Local 

Road or Street

Pedestrians and 

bicyclists

Install sidewalk

Deborah 

Rd/Mabel 

Rush ES: 

Speed Signs & 

Bike Parking

Urban Local 

Road or Street

Pedestrians and 

bicyclists

Miscellaneous pedestrians and 

bicyclists

2.00 1.00 3.00 1.00 5.00 2.00

Region 1 

Rumble Strip 

Installations

Rural Principal 

Arterial (RPA) 

- Other

Roadway Rumble strips - unspecified or 

other

430.00 335.00 11.00 12.00 37.00 29.00 460.00 379.00 938.00 755.00

District 7 

Rumble Strips 

and Warning 

Signs

Rural Principal 

Arterial (RPA) 

- Other

Roadway Rumble strips - unspecified or 

other

602.00 282.00 20.00 18.00 50.00 29.00 514.00 278.00 1186.00 607.00

US 97: Military 

Crossings - 

Spring Creek 

Hill

Rural Principal 

Arterial (RPA) 

- Other

Roadway 

delineation

Longitudinal pavement 

markings - remarking

32.00 63.00 1.00 2.00 4.00 20.00 42.00 54.00 110.00

District 8 

Rumble Strips 

& Warning 

Signs

Rural Minor 

Arterial

Roadway Rumble strips - unspecified or 

other

289.00 212.00 13.00 11.00 51.00 23.00 340.00 242.00 693.00 488.00

Region 2 

Curve 

Warnings, Part 

2

Rural Minor 

Arterial

Roadway signs 

and traffic 

control

Sign sheeting - upgrade or 

replacement

311.00 156.00 11.00 6.00 28.00 20.00 363.00 228.00 713.00 410.00

US30 - & 

OR34 

Contiuous Left 

Turn Lane, 

Rumble Strips

Rural Principal 

Arterial (RPA) 

- Other

Roadway Rumble strips - unspecified or 

other

143.00 92.00 6.00 3.00 12.00 7.00 140.00 101.00 301.00 203.00

Region 4 

Centerline 

Rumble Strip

Rural Principal 

Arterial (RPA) 

- Other

Roadway Rumble strips - unspecified or 

other

123.00 74.00 3.00 3.00 12.00 9.00 115.00 69.00 253.00 155.00

2015 Region 1 

Curve 

Warning Sign 

Project

Urban Major 

Collector

Roadway signs 

and traffic 

control

Curve-related warning signs and 

flashers

323.00 195.00 7.00 5.00 25.00 15.00 410.00 240.00 765.00 455.00
2019 Oregon Highway Safety Improvement Program

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

In mid August 2019, ODOT's Chief Financial Officer sent FHWA the letter shown below (draft) requesting a waiver to obligating the HRRR funds. 

As part of Section 148(g)(l) of Title 23, United States Code (U.S.C.), the State of Oregon triggered the High Risk Rural Road (HRRR) special rule for Federal Fiscal Year (FFY) 2019. With this trigger, the Oregon Department of 

Transportation (ODOT) is required to obligate $2,440,120 in FFY 2019.

ODOT introduced the All Roads Transportation Safety (ARTS) Program in 2016, it is designed to be a data driven HSIP program to address needs on all public roads in Oregon. The Association of Oregon Counties and League of Oregon 

Cities participated in the development of the program. An integral part of the program is to improve safety on local agency roads including rural roads. The program is focused on a blend of hot spot and systemic safety. A major focus is 

on rural Roadway Departure and Intersection safety (as per Oregon’s Strategic Highway Safety Plan). 

ODOT is currently operating in the 2018-2021 STIP, and the highway safety improvement program projects were selected in early 2017. Later that year, ODOT initiated a new way of delivering local projects. The program is known by 

ODOT as the State Funded Local Program (SFLP). Projects selected for SFLP provide the opportunity for the local partner to exchange their federal funding for state funding and the local agency then takes ownership of delivering the 

project. This new program is still delivering the same projects which would address the HRRR program requirements, however, the funding is no longer federal.

Here is a small list of projects which would have obligated the HRRR funding, but are now being delivered via this SFLP program. The amount of these projects is more than the allocation from FHWA.

STIP Key Number Project Name Project Amount

20526 Highland Ave (Hermiston) Safety Improvements $118,830

20420 Cove Avenue at Albany St. (La Grande) $46,060

20194 Josephine County Safety Improvements $842,508

19683 OR 153: Bellevue-Hopewell Hwy Rail xing sfty Proj. $771,395

19796 Region 2 (Central) local road roadway departure $318,365

19797 Lane County local road roadway departures $681,395

20142 OR211 @ Canby Marquam Hwy $723,700

Total $3,502,253 

This situation has put ODOT in a unique situation, where the agency is delivering the projects which meet the intent for HRRR, but we do not have the mechanism to obligate. ODOT is requesting a waiver to transfer the remaining 

balance of HRRR funds to HSIP as ODOT is meeting the intent. ODOT can provide additional information if needed.
2019 Oregon Highway Safety Improvement Program

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Compliance Assessment

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

 10/01/2016

What are the years being covered by the current SHSP? 

From: 2016 To: 2021

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

 2021

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

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

Begin Point 

Segment Descriptor 

(10)

100 100

End Point Segment 

Descriptor (11)

100 100

Segment Length 

(13)

100 100

Direction of 

Inventory (18)

100

Functional Class 

(19)

100 100

Median Type (54) 100

Access Control (22) 100

One/Two Way 

Operations (91)

100
2019 Oregon Highway Safety Improvement Program

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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

Number of Through 

Lanes (31)

100 100

Average Annual 

Daily Traffic (79)

100 100 100

AADT Year (80) 100

Type of 

Governmental 

Ownership (4)

100 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120)

Location Identifier 

for Road 1 Crossing 

Point (122)

Location Identifier 

for Road 2 Crossing 

Point (123)

Intersection/Junction 

Geometry (126)

Intersection/Junction 

Traffic Control (131)

AADT for Each 

Intersecting Road 

(79)

AADT Year (80)

Unique Approach 

Identifier (139)

INTERCHANGE/RAMP Unique Interchange 

Identifier (178)

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197)

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201)

Ramp Length (187)
2019 Oregon Highway Safety Improvement Program

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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)

Roadway Type at 

End Ramp Terminal 

(199)

Interchange Type 

(182)

Ramp AADT (191)

Year of Ramp AADT 

(192)

Functional Class 

(19)

Type of 

Governmental 

Ownership (4)

Totals (Average Percent Complete): 100.00 50.00 0.00 0.00 0.00 0.00 88.89 33.33 20.00 0.00

*Based on Functional Classification

Two years ago we had plans to do more collecting MIRE fundamental data elements but priorities like the ADA litigation requirements temporarily delayed our efforts.

We are currently working on establishing an intersection ID, planning for a non-state road ID in Trans Info and plan to conduct an operations evaluation for MIRE element to start in 2021.

All three of these effort will help us in collecting the MIRE fundamental data elements for all roads by September 30, 2026.

Please note the table in question 49 was difficult to provide exact percentages at this time.

MIRE Fundamental Data Elements: Non Local Paved Roads – Segment , State 70%, Non-State 15%; Non Local Paved Roads – Intersection , State 70%, Non-State 5%; Non Local Paved Roads – Ramps , State 60%, Non-State 20%; 

Local Paved Roads , State 90%, Non-State 5%; Unpaved Roads , State 90%, Non-State 5%.

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.

Oregon DOT performed a phase 1 pilot to estimate the work necessary to collect intersection data on state highways, the finding of the pilot are being used to plan a phase pilot to collect signalized intersection data in the most populous 

region of the state. While there are about 500 signalized intersections on state highways in this region, the quantity and density will be very useful to hone the attributes collected and the methods used for optimum efficiency. In addition, 

Region 1 was identified for collection of signalized intersection data so HSM methods could be used to identify signalized intersections which, are often over capacity and already identified as crash hot spots, for potential safety 

improvements.

The objectives of this pilot is to collect the FDE for signalized intersection only, utilize HSM methods of network screening for potential safety improvements and finalize the methodology before implementation in other regions of the state. 

Tentatively we have a planned schedule of collection of the data elements.
2019 Oregon Highway Safety Improvement Program

Page 69 of 71

Winter 2017 Prepare to implement Phases 3-7 

Spring 2018 Begin Phase 3, FDE data collection for signalized intersections in Regions 2, 3, 4 and 5

Fall 2020 Estimated completion of Phase 3 collection of FDE

Spring 2021 Begin Phase 4, FDE data collection for signalized interchange-only intersections state-wide

Winter 2021 Estimated completion of Phase 4 collection of FDE

Spring 2022 Begin Phase 5, FDE data collection for signalized intersections on local roads

Winter 2023 Estimated completion of Phase 5 collection of FDE

Spring 2024 Begin Phase 6, FDE data collection for state-owned highway segments between signalized intersections state-wide

Winter 2024 Estimated completion of Phase 6 collection of FDE

Spring 2025 Begin Phase 7, FDE data collection for local road segments between signalized intersections state-wide

Winter 2026 Estimated completion of Phase 7 collection of FDE

Spring 2027 Data maintenance cycle begins

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

Oregon DOT collected comments and surveyed participants of the All Roads Transportation Safety (ARTS) program in order to determine effectiveness of the program and to determine potential program changes. Several of the 

comments from ARTS round 2 will be incorporated into the next round of the ARTS round 3 program. ODOT has plans to participate in a more detailed HSIP program assessment with the Oregon FHWA office in late 2019. The 2018 

ODOT ARTS program summary report prepared by DKS Associates can be found at this link, https://www.oregon.gov/ODOT/Engineering/Docs_TrafficEng/ARTS_SUmmary-Report-2018.pdf .
2019 Oregon Highway Safety Improvement Program

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Optional Attachments

Program Structure:

odot_safety_program_guide[1].pdf

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2019 Oregon Highway Safety Improvement Program

Page 71 of 71

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.