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NEBRASKA 

2020 ANNUAL REPORT 
2020 Nebraska Highway Safety Improvement Program

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Table of Contents

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

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

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

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

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

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

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

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

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

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

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

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

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

Applicability of Special Rules...........................................................................................................24

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

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

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

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

Compliance Assessment.....................................................................................................................31

Optional Attachments ..........................................................................................................................34

Glossary ..............................................................................................................................................35
2020 Nebraska Highway Safety Improvement Program

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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. 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

State FY 2020 (July 1, 2019 - June 30, 2020) was a successful year for the Nebraska HSIP Program. Over $9 

million was obligated for thirty-seven projects. Six major new projects were let for bids of over $7.3 million in 

total. In addition, over $0.2 million was obligated for Preliminary Engineering on five projects that will be 

constructed in the future. Completed HSIP projects were shown to be somewhat effective, with two evaluations 

resulting in an overall Benefit-Cost Ratio of 1.6. Statewide fatalities and the fatality rate increased from 2018 to 

2019. A continuing bright spot is the reduction in serious injuries. Although serious injuries went up slightly 

from 2018 to 2019, the serious injury rate dropped to a historical low of 6.591 serious injuries per 100 million 

vehicle miles traveled. Since 2010, serious injuries have decreased by 20% and the serious injury rate has 

decreased by over 25%.
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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 HSIP in Nebraska is administered by the NDOT under the direction of the State Highway Safety Engineer. 

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

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

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

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

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

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

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

advance the proposal as an HSIP project. 

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

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

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

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

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

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

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

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

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

to find viable HSIP projects on rural county roads. 

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

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

Where is HSIP staff located within the State DOT? 

 Engineering

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

provided by the Highway Safety Section of the Traffic Engineering Division. 

How are HSIP funds allocated in a State? 

 Central Office via Statewide Competitive Application Process 
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 SHSP Emphasis Area Data 

The NDOT has three teams that determine projects for HSIP funding. The Strategic Safety Infrastructure Team 

has final approval over higher cost jobs (over $1M). The Highway Safety Section supplies these teams with 

crash data analysis which can lead to projects at specific sites or systemic projects. These must support the 

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

District Engineers, or other NDOT engineers. 

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

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

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

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

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

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

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

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

The number of projects built on local roads varies from year to year. Over $6 million in HSIP funds were spent 

on local projects in State FY 2020. 

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

Bureaus, Divisions) are involved with HSIP planning. 

 Design 

 Districts/Regions 

 Governors Highway Safety Office 

 Local Aid Programs Office/Division 

 Maintenance 

 Operations 

 Planning 

 Traffic Engineering/Safety 

 Other-Program Management 

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

on at least one of our three safety committees. 

Describe coordination with internal partners. 

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

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

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

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

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

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

project process. The Traffic Engineering Division is the lead office for all HSIP activity. All HSIP projects are 

approved by either the NDOT Safety Committee or the Strategic Safety Infrastructure Team. The usual 

procedure is for an approved HSIP project to be assigned to Roadway Design Division, Traffic Engineering 

Division, or Local Assistance Division as the lead element, depending on the type of project and whether or not 

it is on a local road. These units work with Program Management to get the project scheduled and to make 

sure it is progressing adequately through the steps in the Clarity software, which is used for project 
2020 Nebraska Highway Safety Improvement Program

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programming. This includes the important step of working with the Environmental Section to make sure all 

environmental concerns are met. The lead units either design the project or oversee the design of a consultant 

and prepare the project for letting. If railroad property is involved in the project, the Rail and Public 

Transportation Section of Local Assistance Division must also be consulted. The Operations Division has taken 

the lead on projects involving bridge anti-icing systems, dynamic message signs, and required engineering 

analysis. The NDOT has begun using the Highway Safety Manual procedures in the analysis and evaluation of 

some HSIP projects. The Communication Division prepares professional documents for use in the HSIP 

program, such as the Strategic Highway Safety Plan, as well as print, television, and radio spots focusing on 

highway safety improvements, like roundabouts and flashing yellow arrows. 

Identify which external partners are involved with HSIP planning. 

 FHWA 

 Governors Highway Safety Office 

 Local Government Agency 

 Local Technical Assistance Program 

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

 Other-City of Omaha Public Works Department 

 Other-City of Lincoln Public Works Department 

 Other-City of Bellevue 

 Other-City of Grand Island 

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

the project selection process. 

Describe coordination with external partners. 

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

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

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

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

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

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

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

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

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

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

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

funding. 

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

elaborate. 

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

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

project is projected to be completed in 2021. NDOT is continuing development of a crash spot mapping and 

crash diagramming system. NDOT is investigating implementing Highway Safety Manual based Empirical 

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

location analysis process. 
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Program Methodology 

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

implementation and evaluation processes? 

Yes 

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

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

category of projects. 

Select the programs that are administered under the HSIP.

 HRRR

 HSIP (no subprograms) 

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

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

category of projects. Nebraska has been discussing creating a Safe Transportation For Every Pedestrian 

program with dedicated funding each year to reduce non-motorist involved crashes at intersections. 

Program: HRRR

Date of Program Methodology:2/23/2015

What is the justification for this program? 

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

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

 All crashes

 Fatal and serious injury crashes 

only

 Volume

 Lane miles  Roadside features

What project identification methodology was used for this program? 

 Crash frequency

 Crash rate

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

program?

Yes

Are local road projects identified using the same methodology as state roads?
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No

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

Crash frequency and crash types at specific locations or systemically

How are projects under this program advanced for implementation?

 Competitive application process

 selection committee

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

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

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

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

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

Rank of Priority Consideration

Ranking based on B/C:1

Available funding:2

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

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

sites. 

Program: HSIP (no subprograms)

Date of Program Methodology:2/23/2015

What is the justification for this program? 

 Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

 All crashes  Volume  Other-Roadway Departure, 

Intersection, or other

What project identification methodology was used for this program? 

 Critical rate

 Relative severity index

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

program?
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Yes

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

No

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

Crash frequency and crash type at specific locations

How are projects under this program advanced for implementation?

 Competitive application process

 selection committee

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

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

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

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

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

Rank of Priority Consideration

Ranking based on B/C:1

Available funding:2

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

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

sites. 

What percentage of HSIP funds address systemic improvements? 

 3

 HSIP funds are used to address which of the following systemic 

improvements? 

 Clear Zone Improvements 

 Horizontal curve signs 

 Install/Improve Lighting 

 Install/Improve Pavement Marking and/or Delineation 

 Pavement/Shoulder Widening 

 Rumble Strips 

 Safety Edge 

 Upgrade Guard Rails 

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

What process is used to identify potential countermeasures? 

 Crash data analysis 

 Engineering Study 

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

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

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

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes

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

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

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

considered ITS.

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

Yes

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

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

NDOT is investigating implementing Highway Safety Manual based Empirical Bayes Estimate crash prediction 

method safety analysis software to replace our crash history based hazardous location analysis process.

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

elaborate.

NDOT is investigating implementing Highway Safety Manual based Empirical Bayes Estimate crash prediction 

method safety analysis software to replace our crash history based hazardous location analysis process. The 

Rate Quality Control method which we currently use is based on 1950's research.
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Project Implementation

Funds Programmed 

Reporting period for HSIP funding. 

State Fiscal Year

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

State Fiscal Year (July 1, 2019 to June 30, 2020). 

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $18,472,000 $9,539,366 51.64%

HRRR Special Rule (23 

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

$0 $0 0%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$0 $0 0%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $3,094,300 $1,329,500 42.97%

Totals $21,566,300 $10,868,866 50.4%

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

safety projects? 

79%

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

67%

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

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

5%

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

17%

Nebraska non-infrastructure safety projects are for improving the crash database and safety analysis tools. 
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How much funding was transferred in to the HSIP from other core program areas 

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

0%

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

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

0%

No fund transfers were made into or out of the HSIP program in State FY 2020.

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

the future.

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

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

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

recently developed Nebraska's first HSIP Implementation Plan to align our HSIP expenditures based on crash 

history, historical funding obligations, and safety improvement outcomes . At this point in time, we don't have 

any serious impediments to HSIP obligation.
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General Listing of Projects

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

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

00919A - TIM 

Safety Kits

Roadway signs 

and traffic 

control

Roadway signs 

and traffic control 

- other

$243837 $300000 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 Other Local 

Agency

Systemic Traffic 

Incident 

Management

Teach traffic 

incident 

management 

personnel proper 

crash scene 

management

00975 -

Flagging 

Training

Roadway signs 

and traffic 

control

Roadway signs 

and traffic control 

- other

$200000 $200000 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 Other Local 

Agency

Systemic Motorcyclists Teach county 

and city 

personnel proper 

flagging 

techniques in 

work zones

00976 - Work 

Zone Training

Roadway signs 

and traffic 

control

Roadway signs 

and traffic control 

- other

$200000 $203238 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 Other Local 

Agency

Systemic Work Zones Teach county 

and city 

personnel how to 

properly setup 

work zones

01017 - NDOT 

Crash Module

Noninfrastructure Data/traffic 

records

$58079 $64532 HSIP (23 

U.S.C. 148)

N/A N/A 0 Statewide Systemic Data Upgrade 

electronic crash 

reporting system 

to MMUCC

01018 - Peace 

Officer Crash 

Reporting 

System

Noninfrastructure Data/traffic 

records

$1207818 $1342020 HSIP (23 

U.S.C. 148)

N/A N/A 0 City or 

Municipal 

Highway 

Agency

Systemic Data Upgrade 

electronic crash 

reporting system 

to MMUCC

01025 - NE 

Transportation 

Information 

Portal-Ph4

Noninfrastructure Data/traffic 

records

$43200 $48000 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

Systemic Data Create a 

software to 

determine crash 

patterns

00979 -

Software 

Purchase

Noninfrastructure Data/traffic 

records

$4021754.4 $4468616 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

Systemic Data Upgrade crash 

records database 

to current 

national standard

13147 - S 

Coddington / 

Van Dorn St

Intersection 

traffic control

Modify control -

two-way stop to 

roundabout

1 Intersections $1762387 $2493939 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 5,075 45 City or 

Municipal 

Highway 

Agency

Spot Intersections Convert a twoway stop to a 

roundabout

13249 -

Palymra 

Southwest

Alignment Horizontal curve 

realignment

0.9 Miles $1910436 $2134899 HSIP (23 

U.S.C. 148)

Rural Minor Collector 260 50 County 

Highway 

Agency

Spot Roadway 

Departure

Realign section 

with 3 reverse 

curves into one 

continous curve
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PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

13297 - N-2/"I" 

St, Palmyra

Intersection 

geometry

Auxiliary lanes - 

add right-turn 

lane

1 Intersections $438506 $601053 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther12,405 65 State 

Highway 

Agency

Spot Intersections Add offset right 

turn lane

13332 - 

Denton South

Intersection 

geometry

Auxiliary lanes - 

add left-turn lane

1 Intersections $1060358 $1280276 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 5,455 55 State 

Highway 

Agency

Spot Intersections Add left turn 

lanes and 

intersection 

lighting

13338 - 

Pickrell North

Shoulder 

treatments

Widen shoulder - 

paved or other

7.3 Miles $808567 $11381100 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther7,685 60 State 

Highway 

Agency

Systemic Lane 

Departure

Widen shoulders

13347 - 56th / 

Yankee Hill 

Rd, Lincoln

Intersection 

traffic control

Modify control - 

two-way stop to 

roundabout

1 Intersections $2399849 $4544930 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 11,000 45 City or 

Municipal 

Highway 

Agency

Spot Intersections Convert a twostop intersection 

into a roundabout

13391 - 

Saltillo Rd, 

Lincoln

Shoulder 

treatments

Widen shoulder - 

paved or other

2.7 Miles $7230651 $8774058 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 8,850 55 City or 

Municipal 

Highway 

Agency

Systemic Roadway 

Departure

Widen shoulders

22506 - 24th 

St Complete 

Streets 

Project, 

Omaha

Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

2.8 Miles $3058760 $5062536 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 15,000 40 City or 

Municipal 

Highway 

Agency

Systemic Intersections Convert 4 lane 

into 3 lane 

section with 

directional bike 

lanes

22648 - N370, 168th St - 

US-75 NB

Intersection 

traffic control

Modify traffic 

signal timing - 

signal 

coordination

12.97 Miles $922080 $2112285 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther33,855 55 State 

Highway 

Agency

Systemic Intersections Interconnect 

traffic signals and 

add advanced 

warning beacons

22702 - 72nd / 

Maple St, 

Omaha

Intersection 

geometry

Auxiliary lanes - 

add left-turn lane

1 Intersections $4919446 $5553272 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther53,594 40 State 

Highway 

Agency

Spot Intersections Add dual left turn 

lanes

22706 - 30th 

St. Road Diet, 

Omaha

Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

2.15 Miles $1667130 $3199021 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 14,000 35 City or 

Municipal 

Highway 

Agency

Systemic Intersections Convert 4 lane to 

3 lane section 

with directionl 

bike lanes

22741 - N-370 

- Douglas Co 

Line

Intersection 

traffic control

Modify traffic 

signal timing - 

signal 

coordination

3.07 Miles $1051055 $1204895 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther30,835 45 State 

Highway 

Agency

Systemic Intersections Interconnect 

traffic signals and 

add advanced 

warning beacons

42789 - 

Geneva North

Intersection 

geometry

Auxiliary lanes - 

add right-turn 

lane

1 Intersections $447518 $526368 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther7,925 60 State 

Highway 

Agency

Spot Intersections Add right turn 

lane and 

intersection 

lighting
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PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

42863 - Grand 

Island Five 

Points

Intersection 

traffic control

Modify control - 

traffic signal to 

roundabout

1 Intersections $2735594 $3419494 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 13,900 40 City or 

Municipal 

Highway 

Agency

Spot Intersections Convert 5-way 

traffic signal into 

a roundabout

51507 - 

Scottsbluff - 

Minatare

Intersection 

geometry

Auxiliary lanes - 

add right-turn 

lane

1 Intersections $211131 $4768377 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther6,230 60 State 

Highway 

Agency

Spot Intersections Add offset right 

turn lane

71018 - 

Benkelman 

Northeast

Roadway Roadway 

widening - travel 

lanes

0.2 Miles $219780 $276522 HSIP (23 

U.S.C. 148)

Rural Major Collector 30 55 County 

Highway 

Agency

Spot Roadway 

Departure

Widen and realign roadway to 

improve sight 

distance

01010 - 

Midwest 

Roadside 

Safety Pooled 

Fund Program

Noninfrastructure Noninfrastructure - 

other

$59850 $615951 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

Systemic Research Research 

roadside safety 

improvement 

countermeasures
2020 Nebraska Highway Safety Improvement Program

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Safety Performance

General Highway Safety Trends 

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

years. 

PERFORMANCE 

MEASURES 2011 2012 2013 2014 2015 2016 2017 2018 2019

Fatalities 181 212 211 225 246 218 228 230 248

Serious Injuries 1,768 1,661 1,536 1,620 1,520 1,588 1,478 1,394 1,400

Fatality rate (per 

HMVMT)

0.947 1.103 1.092 1.147 1.216 1.053 1.085 1.095 1.167

Serious injury rate (per 

HMVMT)

9.251 8.640 7.949 8.260 7.514 7.668 7.034 6.639 6.591

Number non-motorized 

fatalities

9 15 15 11 24 13 23 24 21

Number of nonmotorized serious 

injuries

156 139 132 130 125 113 121 103 108
2020 Nebraska Highway Safety Improvement Program

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0

50

100

150

200

250

300

2011 2012 2013 2014 2015 2016 2017 2018 2019

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

200

400

600

800

1000

1200

1400

1600

1800

2000

2011 2012 2013 2014 2015 2016 2017 2018 2019

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2020 Nebraska Highway Safety Improvement Program

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0

0.2

0.4

0.6

0.8

1

1.2

1.4

2011 2012 2013 2014 2015 2016 2017 2018 2019

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

7

8

9

10

2011 2012 2013 2014 2015 2016 2017 2018 2019

Serious injury rate (per HMVMT)

Serious injury rate (per HMVMT) 5 Year Rolling Avg.
2020 Nebraska Highway Safety Improvement Program

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Describe fatality data source. 

FARS

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

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

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

ownership. 

Year 2019

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

Rural Principal 

Arterial (RPA) - 

Interstate

23.4 75.4 0.8 2.56

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

5.8 66 0.58 6.57

Rural Principal 

Arterial (RPA) - Other

50 136.2 2.15 5.84

Rural Minor Arterial 39.8 149 1.67 6.27

0

20

40

60

80

100

120

140

160

180

2011 2012 2013 2014 2015 2016 2017 2018 2019

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.
2020 Nebraska 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)

Rural Minor Collector 3.2 26.6 1.23 10.25

Rural Major Collector 19.2 129 1.32 8.85

Rural Local Road or 

Street

28 136.2 2.49 12.1

Urban Principal 

Arterial (UPA) - 

Interstate

5.6 56.4 0.34 3.46

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

2.6 57.2 0.22 4.78

Urban Principal 

Arterial (UPA) - Other

23.6 261.2 1.13 12.47

Urban Minor Arterial 15.2 230.2 0.65 9.8

Urban Minor Collector 0.2 4 0.63 12.7

Urban Major Collector 2.4 50.8 0.38 7.99

Urban Local Road or 

Street

15 98 1.07 6.97
2020 Nebraska Highway Safety Improvement Program

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Year 2019

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

145.8 718.75 1.09 5.39

County Highway 

Agency

47 280 2.02 12.03

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

40.8 497.25 0.79 9.59

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

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

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

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

as have motorcycle fatalities.

Provide additional discussion related to general highway safety trends.

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

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

On the other hand, the 5-year rolling averages for serious injuries and serious injury rate have declined. Non-
2020 Nebraska Highway Safety Improvement Program

Page 23 of 35

motorist fatality and serious injury numbers are small, but pedestrian fatalities have risen in the last few years, 

as have motorcycle fatalities.

Safety Performance Targets

Safety Performance Targets

Calendar Year 2021 Targets *

Number of Fatalities:241.0

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

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

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

Number of Serious Injuries:1408.0

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

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

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

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

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

Fatality Rate:1.130

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

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

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

Serious Injury Rate:6.507

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

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

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

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

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

Total Number of Non-Motorized Fatalities and Serious Injuries:126.6

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

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

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

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

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

will be advanced.

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

safety performance targets. 

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

get together to establish performance targets. Since their annual Highway Safety Plan must be submitted to 
2020 Nebraska Highway Safety Improvement Program

Page 24 of 35

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

teleconference with our MPOs to discuss target setting. We explained to them again their responsibilities under 

the rule and offered to provide crash data to them.

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2019 Safety Performance Targets (based 

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

reasons for differences in the actual outcomes and targets.

PERFORMANCE MEASURES TARGETS ACTUALS

Number of Fatalities 239.0 234.0

Number of Serious Injuries 1540.0 1476.0

Fatality Rate 1.180 1.123

Serious Injury Rate 7.500 7.089

Non-Motorized Fatalities and 

Serious Injuries

140.0 135.0

NDOT has made significant progress toward meeting the state's 2019 safety performance targets. NDOT met 

their target for all safety performance targets. Actual outcomes for serious injuries, serious injury rate, and nonmotorized fatalities and serious injuries were better than the baseline. Since NDOT met the target or was better 

than the baseline for 5 of the 5 performance measures, NDOT has made significant progress toward meeting 

the state's 2019 safety performance targets.

Applicability of Special Rules

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

No

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

Rural Local roads) was 2.0426 fatalities per 100 million vehicle miles traveled for the 5-year period from 2012 

to 2016. For the comparable 5-year period from 2014 to 2018, the fatality rate was 1.9602 fatalities/100 million 

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

Provide the number of older driver and pedestrian fatalities and serious injuries 65 

years of age and older for the past seven years.

PERFORMANCE 

MEASURES 2013 2014 2015 2016 2017 2018 2019

Number of Older Driver 

and Pedestrian Fatalities

21 33 27 41 31 33 32

Number of Older Driver 

and Pedestrian Serious 

Injuries

161 182 199 233 154 129 139
2020 Nebraska Highway Safety Improvement Program

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The fatality and serious injury rate for the 5-year period of 2014 to 2018 was 74.5. For the comparable 5-year 

period from 2012 to 2016, the fatality and serious injury rate was 81.5. Since the rate decreased, the Special 

Rule does not apply to Nebraska.
2020 Nebraska Highway Safety Improvement Program

Page 26 of 35

Evaluation

Program Effectiveness 

How does the State measure effectiveness of the HSIP? 

 Benefit/Cost Ratio 

 Change in fatalities and serious injuries 

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

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

will not be evaluated. 

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

the State's program level evaluations.

The Nebraska HSIP Program was successful in State FY 2020. The combined benefit-cost ratio for all the 

HSIP projects evaluated during this year was 1.65. The recent change of the minimum benefit-cost ratio to 5.0 

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

fluctuated up and down in recent years, even the highest years have been significantly below the numbers 

recorded in the first decade of this century. Serious injuries, on the other hand, have steadily declined during 

this same time period. 

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

success of the Highway Safety Improvement Program? 

 HSIP Obligations 

 Increased focus on local road safety 

 More systemic programs 

 Policy change 

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

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

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

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

shoulder rumble strips and safety edge. 

Effectiveness of Groupings or Similar Types of Improvements 

Present and describe trends in SHSP emphasis area performance measures. 

Year 2019

SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

 (per HMVMT)

(5-yr avg)

Serious Injury 

Rate

 (per HMVMT)

(5-yr avg)

Roadway Departure 128.6 582.8 0.62 2.8
2020 Nebraska Highway Safety Improvement Program

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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)

Intersections 81.6 774.4 0.39 3.72
2020 Nebraska Highway Safety Improvement Program

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0

20

40

60

80

100

120

140

Roadway Departure Intersections

Fatalities

Number of Fatalities 

5 Year Average

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019

0

100

200

300

400

500

600

700

800

900

Roadway Departure Intersections

Serious Injuries

Number of Serious Injuries 

5 Year Average

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019
2020 Nebraska Highway Safety Improvement Program

Page 29 of 35

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

Roadway Departure Intersections

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

Roadway Departure Intersections

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019
2020 Nebraska Highway Safety Improvement Program

Page 30 of 35

Project Effectiveness

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

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY

IMPROVEMENT 

TYPE

PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

Seward 

County - I-80 

Bridges (RP 

380.62 & 

380.96).

Rural Principal 

Arterial (RPA) -

Interstate

Roadway Pavement 

surface -

miscellaneous

2.00 2.00 5.00 2.00 7.00 4.00 2.27

Omaha -

Spring Lake Dr 

& F St / 16th St

Urban Major 

Collector

Intersection 

traffic control

Modify control -

two-way stop to 

roundabout

3.00 1.00 2.00 5.00 1.00 1.03

This year's HSIP project evaluation results are lower than the previous years. NDOT's strategic safety committee recently increased the minimum benefit-cost ratio to 5.0 to bring the HSIP project evaluation benefit-cost ratios up in the 

future. NDOT completed fewer evaluations that usual this year due to staff turnover and focusing on developing a new HSIP Implementation Plan. We anticipate submitting more HSIP project evaluations next year.
2020 Nebraska 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? 

 03/31/2017

What are the years being covered by the current SHSP? 

From: 2017 To: 2021

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

 2022

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

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

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

ROADWAY SEGMENT Segment Identifier 

(12) [12]

100 100 100 100 100 100

Route Number (8) 

[8]

100 100

Route/Street Name 

(9) [9]

100 100

Federal Aid/Route 

Type (21) [21]

100 100

Rural/Urban 

Designation (20) [20]

100 100 100 100

Surface Type (23) 

[24]

100 100 100 100

Begin Point 

Segment Descriptor 

(10) [10]

100 100 100 100 100 100

End Point Segment 

Descriptor (11) [11]

100 100 100 100 100 100

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

100 100

Functional Class 

(19) [19]

100 100 100 100 100 100
2020 Nebraska 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

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

Median Type (54) 

[55]

100 100

Access Control (22) 

[23]

100 100

One/Two Way 

Operations (91) [93]

100 100

Number of Through 

Lanes (31) [32]

100 100 100 100

Average Annual 

Daily Traffic (79) [81]

100 100 100

AADT Year (80) [82] 100 100

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

100 100

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

100 100

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

100 100

Intersection/Junction 

Geometry (126) 

[116]

100 100

Intersection/Junction 

Traffic Control (131) 

[131]

100 100

AADT for Each 

Intersecting Road 

(79) [81]

100 100

AADT Year (80) [82] 100 100

Unique Approach 

Identifier (139) [129]

100 100

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

80 80

Location Identifier 

for Roadway at 

80 80
2020 Nebraska Highway Safety Improvement Program

Page 33 of 35

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Beginning of Ramp 

Terminal (197) [187]

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

80 80

Ramp Length (187) 

[177]

80 80

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

80 80

Roadway Type at 

End Ramp Terminal 

(199) [189]

80 80

Interchange Type 

(182) [172]

80 80

Ramp AADT (191) 

[181]

80 80

Year of Ramp AADT 

(192) [182]

80 80

Functional Class 

(19) [19]

80 80

Type of 

Governmental 

Ownership (4) [4]

80 80

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

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

Ramps are still be inventoried and added to the database. 80% of the ramps have been inventoried. 

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

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

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

We have collected sample AADT data for local paved roads. The AADT data for local paved roads will be added to the database before 2026.
2020 Nebraska Highway Safety Improvement Program

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Optional Attachments

Program Structure:

HSIP Process Document 2015.doc

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2020 Nebraska Highway Safety Improvement Program

Page 35 of 35

Glossary

5 year rolling average: means the average of five individuals, consecutive annual points of data 

(e.g. annual fatality rate).

Emphasis area: means a highway safety priority in a State’s SHSP, identified through a data-driven, 

collaborative process.

Highway safety improvement project: means strategies, activities and projects on a public road 

that are consistent with a State strategic highway safety plan and corrects or improves a hazardous 

road location or feature or addresses a highway safety problem.

HMVMT: means hundred million vehicle miles traveled.

Non-infrastructure projects: are projects that do not result in construction. Examples of noninfrastructure projects include road safety audits, transportation safety planning activities, 

improvements in the collection and analysis of data, education and outreach, and enforcement 

activities.

Older driver special rule: applies if traffic fatalities and serious injuries per capita for drivers and 

pedestrians over the age of 65 in a State increases during the most recent 2-year period for which 

data are available, as defined in the Older Driver and Pedestrian Special Rule Interim Guidance 

dated February 13, 2013.

Performance measure: means indicators that enable decision-makers and other stakeholders to 

monitor changes in system condition and performance against established visions, goals, and 

objectives.

Programmed funds: mean those funds that have been programmed in the Statewide Transportation 

Improvement Program (STIP) to be expended on highway safety improvement projects.

Roadway Functional Classification: means the process by which streets and highways are 

grouped into classes, or systems, according to the character of service they are intended to provide.

Strategic Highway Safety Plan (SHSP): means a comprehensive, multi-disciplinary plan, based on 

safety data developed by a State Department of Transportation in accordance with 23 U.S.C. 148.

Systematic: refers to an approach where an agency deploys countermeasures at all locations across 

a system.

Systemic safety improvement: means an improvement that is widely implemented based on high 

risk roadway features that are correlated with specific severe crash types.

Transfer: means, in accordance with provisions of 23 U.S.C. 126, a State may transfer from an 

apportionment under section 104(b) not to exceed 50 percent of the amount apportioned for the fiscal 

year to any other apportionment of the State under that section.