Page 1 of 50

OREGON 

2022 ANNUAL REPORT 

Disclaimer: This report is the property of the State Department of Transportation (State DOT). The State DOT 

completes the report by entering applicable information into the Federal Highway Administration’s (FHWA) Highway 

Safety Improvement Program (HSIP) online reporting tool. Once the State DOT completes the report pertaining to its 

State, it coordinates with its respective FHWA Division Office to ensure the report meets all legislative and regulatory 

requirements. FHWA’s Headquarters Office of Safety then downloads the State’s finalized report and posts it to the 

website (https://highways.dot.gov/safety/hsip/reporting) as required by law (23 U.S.C. 148(h)(3)(A)). 
2022 Oregon Highway Safety Improvement Program

Page 2 of 50

Table of Contents

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

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

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

Introduction ...........................................................................................................................................6

Program Structure ................................................................................................................................. 6

Program Administration .....................................................................................................................6

Program Methodology .....................................................................................................................11

Project Implementation .......................................................................................................................20

Funds Programmed .........................................................................................................................20

General Listing of Projects ..............................................................................................................23

Safety Performance ............................................................................................................................28

General Highway Safety Trends ......................................................................................................28

Safety Performance Targets ............................................................................................................35

Applicability of Special Rules...........................................................................................................37

Evaluation ...........................................................................................................................................39

Program Effectiveness ....................................................................................................................39

Effectiveness of Groupings or Similar Types of Improvements .......................................................40

Project Effectiveness .......................................................................................................................43

Compliance Assessment.....................................................................................................................45

Optional Attachments ..........................................................................................................................49

Glossary ..............................................................................................................................................50
2022 Oregon Highway Safety Improvement Program

Page 3 of 50

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. 407 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.” 
2022 Oregon Highway Safety Improvement Program

Page 4 of 50

Executive Summary

Improving highway safety has long been a national goal, articulated through all major federal highway 

legislation. The Highway Safety Improvement Program (HSIP) is a federal program designed to achieve a 

significant reduction in traffic fatalities and serious injuries on all public roads. 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. It requires a data-driven and strategic approach to improving highway safety on 

all public roads that focuses on performance. 

The HSIP is a core federal-aid program under the Fixing America’s Surface Transportation (FAST) Act that 

went into effect in December, 2015. 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 Office (TSO), and are typically funded through the National Highway Traffic Safety 

Administration (NHTSA), the Federal Highway Administration (FHWA), or state funds. 

The Oregon Department of Transportation (ODOT) administers the federally-funded Highway Safety 

Improvement Program (HSIP) to implement safety projects. ODOT developed the All Roads Transportation 

Safety (ARTS) Program to achieve the goals of the HSIP using a data-driven, jurisdictionally-blind process. 

The majority of the funding for the ARTS Program comes from the Highway Safety Improvement Program 

(HSIP). 

The ARTS Program is a statewide application based competitive process. Projects are ranked or prioritized 

based on an ODOT-approved prioritization method such as Benefit-Cost Ratio. Through the ARTS program, 

projects on all public roads in Oregon, regardless of roadway ownership, compete for HSIP funding. 

The ARTS program principal guidelines include: 

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

· The program must include all public roads. 

· The program is data-driven and blind to jurisdiction. 

· The process will be overseen by ODOT regions. 

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

· Only proven countermeasures from the ODOT Crash Reduction Factor list will be used. 

For purposes of programming Highway Safety funds in the Statewide Transportation Improvement Program 

(STIP), all highway safety infrastructure improvement projects shall follow these guidelines. 

FHWA recently completed a comprehensive review to evaluate the policies, procedures, and achievements of 

Oregon’s All Roads Transportation Safety Program, funded by HSIP funds. The review was done in 

partnership with ODOT and involved a series of structured interviews with ODOT and local agency staff 

involved with the program. In addition, technical analyses of crash data, safety screening, and 

countermeasures were included. The team also performed a comprehensive review of legislation, policies and 
2022 Oregon Highway Safety Improvement Program

Page 5 of 50

procedures, and institutional relationships. In addition, the team assessed how safety issues are identified and 

countermeasures are developed and chosen. This culminated with a look at how individual and bundled 

projects were developed and delivered.

The review confirmed that there were key strengths of the program, including a concentration of efforts on fatal 

and serious injury crashes, a well-documented and historically strong network screening process, strong 

project development and selection process that aligned with other transportation projects though a statewide 

delivery process, inclusion of local agencies in the program to ensure fair consideration of safety needs 

throughout the system, and a flexible organizational structure within ODOT that accounted for differences 

within the state and with local agencies yet still created a sound structure for the program. In addition, the six 

key actions below, which are already top priorities for ODOT, were identified to ensure a data-driven program 

that reduces fatalities and serious injuries.

1. Improve processes for collecting and processing crash data so data can be available for analysis in a 

timelier manner.

2. Strengthen the analyses used for network screening, individual site analysis, and countermeasure selection.

3. Ensure the knowledge and skills evidenced in the ARTS program are fully engaged with transportation 

safety plans in the state, both those carried out by ODOT and those carried out by other agencies.

4. Streamline the safety project delivery processes to more rapidly deliver effective safety countermeasures.

5. Address funding gaps in the program (both addressing the size of projects and state and non-state projects) 

to ensure the full span of safety countermeasures with the best benefit-cost ratios can be delivered.

6. Develop comprehensive program and project metrics to monitor the effectiveness of the ARTS program and 

safety countermeasures.
2022 Oregon Highway Safety Improvement Program

Page 6 of 50

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. 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. 

ARTS Safety projects are selected using multiple tools. One of the main tools is the Safety Priority Index 

System (SPIS) that was developed in 1986 by the Oregon Department of Transportation (ODOT) for flagging 

potential safety problems. SPIS includes all public roads in Oregon (not just state highways) - the system 

includes both a component that produces Annual SPIS reports for both On-State Roadways (State Highways 

only) and Off-state Roadways (non-State Highways). 

On state highways, project selection and identification is done at the region level using crash data, the Safety 

Priority Index System (SPIS), and safety implementation plans. At the local agency level, ODOT provides 

consultant services at no charge to support project selection therefore, projects can be selected based on local 

priorities or through consultant support using tools such as SPIS and the systemic safety plans. Oregon DOT 

primarily uses SPIS which is a flagging tool to assist Region Traffic Investigators in identifying high crash 

locations to investigate and determine if there are appropriate safety countermeasures that can be 

implemented within a safety project to eliminate or reduce fatal or serious injury crashes. 

While 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, the projects are 

not aimed at correcting or improving hazardous road locations or features and thus could not be qualified for 

HSIP funds. The 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. The general program guidelines 

are as follows: 

· All projects shall address specific safety problems that contribute to fatal and serious injury crashes. 
2022 Oregon Highway Safety Improvement Program

Page 7 of 50

· 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. The hotspot 

approach is the traditional approach used in safety analysis (ODOT users a program called SPIS), 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 Oregon 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

Where is HSIP staff located within the State DOT? 

 Other-Traffic-Roadway Engineering Section

The Oregon Department of Transportation Traffic Roadway Section (TRS) manages the overall ARTS program 

structure. Projects are selected and prioritized at the region level.

How are HSIP funds allocated in a State? 

• SHSP Emphasis Area Data 

The funds for ARTS program are split to each region based on the proportion of fatal and serious injury 

crashes occurring in the region on all public roads in most recent five years. Funds are then further split 

between state and local agencies, 49% for state and 51% for local. While not always achievable, regions are 

encouraged to target 50% of their overall funding on Hot Spot projects and 50% on Systemic projects. 

Specifically, for systemic projects, the funding split plan is 50% for roadway departure crashes, 35% for 

intersection crashes, and 15% for pedestrian and bicycle crashes.
2022 Oregon Highway Safety Improvement Program

Page 8 of 50

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

The State's annual safety performance targets represent an important step in helping States work toward the

ultimate goal of eliminating traffic fatalities and serious injuries. About half of the fatal and serious injury 

crashes in the state occur on local (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.

In order to deliver the All Roads Transportation Safety (ARTS) program effectively, ODOT provides consultant 

outreach services to support Local Agency and Tribal project selection. These services are provided to local 

jurisdictions and tribes at no charge. The consultant helps facilitate outreach meetings in each region as well 

as with tribes to make them aware of ARTS timelines. In addition the consultant helps prepare local crash data 

summary reports that include:

· Number and location of fatal crashes

· Number and location of serious injury crashes

· Number and location of roadway departure, intersection, and bicycle and pedestrian crashes

· Number and location of older (greater than or equal to age 65) driver and older pedestrian crashes

· Number and location of younger (less than or equal to age 20) drivers crashes

· Fatal and serious injury crash patterns (predominant crash types, high-crash intersections, high-crash 

segments, and predominant contributing factors, etc.)

· All severity crash patterns (predominant crash types, high-crash intersections, high-crash segments, and 

predominant contributing factors, etc.)

· Summary of bicycle and pedestrian crashes by location

The existing crash data reports, SPIS lists, and safety implementation plans (Roadway Departure, Intersection, 

and Pedestrian and Bike Implementation Plans) and other sources as necessary are used to help identify and 

prepare ARTS safety projects.

Lastly, in an effort to better understand the challenges and barriers to participating in the ARTS program, 

ODOT conducts a two-part local agency survey (an online stakeholder survey and one-on-one interviews with 

local agencies that did not submit an application for funding). Responses help provide recommendations for 

facilitating improvements in future rounds of the ARTS program as well as evaluating the usefulness of existing 

methods and tools in the ARTS decision-making process. A total of 42 respondents completed the survey, 

representing 28 cities, 13 counties, and one (1) tribe covering all five regions.

· Of the 15 local agencies that answered the question related to consultant support, 11 agencies utilized the 

free consultant support for one or more aspects of the application process. All comments regarding the 

usefulness of the consultant support were positive, with multiple respondents indicating the consultant support 

was vital to developing successful projects and conducting technical analysis.

· Of the 21 responding local agencies that did not submit an application in 2020, over half (12 agencies) 

indicated limited staff capacity as the primary barrier to participating in ARTS. Other barriers included a lack of 
2022 Oregon Highway Safety Improvement Program

Page 9 of 50

notable safety concerns (five (5) agencies), local agency project ideas did not meet ARTS requirements (five 

(5) agencies), the local match was too high (five (5) agencies), the $500K minimum project size was not 

practical (three (3) agencies), and the application process was too complicated (one (1) agency).

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)

• Other-Traffic Safety Office (TSO)

Describe coordination with internal partners.

ODOT established a Highway Safety Engineering Committee (HSEC) on February 18, 2005. The 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 committee 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, Transportation Development (Planning), Maintenance, 

Federal Highway, Transportation Safety, Association of Oregon Counties, and Roadway Section. The purpose 

of the committee is to provide a leadership forum to enhance, strategize, coordinate, and direct the 

engineering/infrastructure related highway safety activities for the Department including the ARTS program.

HSEC meetings scheduled in 2020 and 2021 were canceled because of COVID, scheduling conflicts and lack 

of agenda items. Towards the end of 2020, we were in the midst of the ARTS season (planning for the project 

selection and outreach) and we wanted a more ODOT centric group to discuss how we would solicit projects 

so that we would be able to talk openly about issues. We instituted the ARTS subgroup, which met monthly 

during the ARTS cycle and functioned much like an ODOT version of HSEC. Since a majority of the topics 

between ARTS and HSEC were very similar, we did not find much value in repeating the same topics for the 

HSEC when we’re in the middle of the ARTS cycle. Before we reschedule future meetings, we want to take 

some time to revisit the mission and vision for the committee to address:

· Better defining the purpose and need for the HSEC- what does this group do differently than the ARTS 

subcommittee.

· Is the committee a decision making committee or information sharing?

· Expanding the group to get more city and county representation

In addition to HSEC, the Traffic Operations and Standards Team (TOAST) was established to provide 

statewide policy and procedure leadership for traffic engineering related issues. This team involves a mix of 

internal and external (FHWA, local jurisdictions) partners and often covers safety topics.
2022 Oregon Highway Safety Improvement Program

Page 10 of 50

Identify which external partners are involved with HSIP planning.

• Academia/University 

• FHWA 

• Law Enforcement Agency 

• Local Government Agency 

• Local Technical Assistance Program 

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

• Tribal Agency 

Describe coordination with external partners. 

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

fund in Oregon to reduce fatal and serious injuries crashes. 

· At the planning level, external partners are involved through the SHSP process as stakeholders in the 

strategic planning document that defines Oregon’s emerging trends & challenges on traffic safety and identify 

actions to address safety needs. 

· At the project selection level, ODOT Traffic-Roadway Section (TRS) and Region Traffic offices conduct 

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

consideration. In addition, ODOT provides consultant services at no charge to help support local jurisdictions. 

ODOT TRS also works closely with representatives from FHWA and the ODOT Transportation Safety Office 

(TSO) to assure coordination between HSIP and the SHSP which identifies Oregon’s policies and strategies to 

eliminate fatalities and serious injuries. 

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

elaborate. 

Oregon DOT recently updated several tools and spreadsheets supporting the ARTS program: 

· ARTS application form: (https://www.oregon.gov/odot/Forms/2ODOT/7345159.pdf ) 

· CRF appendix: (https://www.oregon.gov/odot/Engineering/ARTS/CRF-Appendix.pdf) 

· Countermeasure Search Tool (https://www.oregon.gov/odot/Engineering/Pages/ARTS.aspx) 

Oregon DOT recently updated their Pedestrian and Bicycle Safety Implementation Plan. The update followed 

the seven-step systemic safety process outlined inNCHRP Research Report 893: Systemic Pedestrian Safety 

Analysis. While NCHRP Research Report 893provides a framework for evaluating systemic pedestrian safety, 

the approach was adapted to evaluate systemic bicycle safety in addition to pedestrian analysis. 

https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/Bike-Ped-Safety-Implementation-Plan.pdf . 

Oregon DOT recently updated the Safety Investigations Manual (SIM) and SIM worksheet and this update has 

been posted online. This Provides assistance to traffic investigators with highway safety project screening and 

evaluation. Though the content of this manual is targeted for use within ODOT, the procedures outlined within 

the document could be easily adapted by local jurisdictions for similar safety assessments. 

https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/Safety-Investigation-Manual.pdf
2022 Oregon Highway Safety Improvement Program

Page 11 of 50

Oregon DOT recently updated the SPIS to reflect 2019 crash data 

· State Highway reports: https://www.oregon.gov/odot/Engineering/Pages/SPIS-Reports-On-State.aspx

· Local road reports: https://www.oregon.gov/odot/Engineering/Pages/SPIS-Reports-Off-State.aspx

Presenting unambiguous and meaningful crash data statistics is a critical need for both state and local 

agencies. To accomplish this, Oregon DOT partnered with the University of Portland to develop a 

methodology, in R, that utilizes state crash data and has the ability to generate output (graphics and data 

tables) that can be used to support local safety action plans. Oregon DOT continues to seek opportunities to 

develop local Safety plans for counties. 

Oregon DOT recently collaborated with Oregon State University to determine if the typology of heavy vehicle 

involved crashes differ at traffic signals and roundabouts in such a way that it should be considered in the 

selection process for intersection control in Oregon. 

Program Methodology 

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

implementation and evaluation processes? 

Yes 

Yes, ODOT currently has an HSIP Manual available on our website. This manual is currently being updated. 

File Name: ODOT Highway Safety Improvement Program (HSIP) Guide 

· Oregon DOT Safety: 

https://www.oregon.gov/ODOT/Engineering/Pages/Highway-Safety.aspx 

· 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 

Program: Bicycle Safety

Date of Program Methodology:2/1/2014

What is the justification for this program? 

• Addresses SHSP priority or emphasis area
2022 Oregon Highway Safety Improvement Program

Page 12 of 50

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

• Other-Risk Factors

• Functional classification

• Roadside features

• Other-Risk Factors

What project identification methodology was used for this program? 

• Other-Cost Effectiveness for Bike/Peds

• Other-Ped and Bicycle Safety Implementation Plan

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

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? 
2022 Oregon Highway Safety Improvement Program

Page 13 of 50

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 

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

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? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 
2022 Oregon Highway Safety Improvement Program

Page 14 of 50

• 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

• Other-Intersection Safety Implementation Plan

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

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? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 
2022 Oregon Highway Safety Improvement Program

Page 15 of 50

• Fatal and serious injury crashes 

only

• Volume

• Population

• Functional classification

• Roadside features

What project identification methodology was used for this program? 

• Other-Cost Effectiveness for Bike/Peds

• Other-Ped and Bicycle Safety Implementation Plan

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

Program: Roadway Departure

Date of Program Methodology:2/1/2017

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 • Functional classification

• Roadside features

What project identification methodology was used for this program? 
2022 Oregon Highway Safety Improvement Program

Page 16 of 50

• Other-Cost Effectiveness for Bike/Peds

• Other-Crash Severity

• Other-Roadway Departure Safety 

• Other-Roadway Departure Safety Implementation Plan

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

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

• Clear Zone Improvements

• High friction surface treatment

• Horizontal curve signs

• Install/Improve Lighting

• Install/Improve Pavement Marking and/or Delineation

• Install/Improve Signing

• Pavement/Shoulder Widening

• Rumble Strips

• Safety Edge

• Traffic Control Device Rehabilitation

• Upgrade Guard Rails

• Wrong way driving treatments

I've checked the box for HFST (not sure why it was unchecked), we fund systemic improvements such as this 

treatment with our HSIP funds. Treatments such as HFST maybe a potential solution for locations experiencing 

an overrepresentation of wet crashes.
2022 Oregon Highway Safety Improvement Program

Page 17 of 50

What process is used to identify potential countermeasures? 

• Crash data analysis

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

• Engineering Study

• Road Safety Assessment

• SHSP/Local road safety plan

• Stakeholder input

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

year and identify potential cost effective countermeasures.

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 speed signs.

Oregon is in the formative stages of developing connected vehicle technologies .

Intelligent Transportation Systems (ITS) connected vehicles website 

https://www.oregon.gov/odot/Programs/Pages/Connected-Vehicles.aspx

Automated Vehicles website https://www.oregon.gov/odot/Programs/Pages/CAV.aspx

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.

ODOT is implementing HSM methods and approaches to support HSIP efforts.

· The Safety Priority Index System (SPIS) tool is an example of an HSM sliding window application, which is 

one of the three principle screening methods in the HSM. SPIS calculates a score for qualifying 0.10-mile 

segments of roadways (statewide) based on the frequency, rate and severity of crashes occurring within each 

segment over a three-year period.

· In ARTS, for Pedestrian and Bicycle safety project prioritization, we use the cost-effectiveness index (CEI) 

analysis tool outlined in the HSM. Rather than comparing the economic value of the crash reductions to the 

project cost, cost-effectiveness analysis compares the project cost to the reduction in one fatal and serious 

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

· The HSM predictive spreadsheets have been updated to include Oregon specific calibration factors. While 

these crash predictive models are not used for systemic analysis, they are used for project analysis where 

SPFs are available.

· ODOT piloted the AASHTOWare Safety Analytics software earlier this year [ZJ1] . Some of the features and 

functions we were interested in learning more about include:
2022 Oregon Highway Safety Improvement Program

Page 18 of 50

o The ability to query multiple years of crash data to identify crash trends by crash type, severity, and 

geometric features statewide.

o Hands-on experience to determine if the ability to query and export selected crash data is self-guiding, if the 

dashboard is intuitive, and how insightful the graphs and data displays are.

o Accessibility and functionality for local jurisdictions- how easy is it for local jurisdictions to access the data 

and develop trends based on boundaries.

· Our ODOT Transportation Planning Analysis (TPAU) unit has incorporated several methodologies and tools 

into the Analysis Procedures Manual (APM), such as the critical crash rate and the excess proportion of 

specific crash type calculators.

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

elaborate.

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

all public roads in the state of Oregon. The primary objective of the ARTS Program is to use data-driven safety 

methods to select the best projects to reduce fatalities and serious injuries on all public roads in the state. The 

program is a competitive program with a focus on implementation of low-cost and proven safety 

countermeasures. It is supported through federal and state funds based on the federal Highway Safety 

Improvement Program (HSIP). 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 third round of the ARTS project selection began in the fall of 2020 and extended through the spring of 

2021. During this period, projects were selected for the Statewide Transportation Improvement Program 

(STIP), which will be delivered in years 2025 through 2027.

ODOT uses two different methods for selecting projects – traditional ‘Hotspot’ method and ‘Systemic’ method. 

ODOT regions are encouraged 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 as many 

fatal and serious injury crashes as possible with available funds. The 2014 – 2018 crash data was used to 

support applications for this round of ARTS. The following tools and safety plans were helpful in safety project 

identification:

· Safety Priority Index System (SPIS):

https://www.oregon.gov/ODOT/Engineering/Pages/Highway-Safety.aspx

· Oregon Adjustable Safety Index System (OASIS): https://zigzag.odot.state.or.us/oasisapp/OasisTool.aspx

· Systemic Roadway Departure Plan:

https://www.oregon.gov/odot/Engineering/Pages/Roadway-Departures.aspx

· Systemic Intersection Safety Plan:

https://www.oregon.gov/odot/Engineering/Pages/Intersection-Safety.aspx

· Systemic Pedestrian and Bicycle Plan: https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/Bike-PedSafety- Implementation-Plan.pdf
2022 Oregon Highway Safety Improvement Program

Page 19 of 50

· Addressing Oregon’s Rise in Deaths and Serious Injuries for Senior Drivers and Pedestrians:

https://www.oregon.gov/odot/Programs/ResearchDocuments/SPR828Final.pdf

For the STIP period, 2025 through 2027, approximately $30 million per year was programmed through the 

ARTS program. Funds were allocated to each ODOT region based on the proportion of fatalities and serious 

injuries that occurred within the region during the last five years of available crash data. The region allocations 

during the last round of ARTS funding was approximately:

· Region 1 (32%),

· Region 2 (37%),

· Region 3 (14%),

· Region 4 (10%), and

· Region 5 (6%)

The ARTS FAQ is available at this link: https://www.oregon.gov/odot/Engineering/Docs_TrafficEng/ARTS_KeyFacts.pdf
2022 Oregon Highway Safety Improvement Program

Page 20 of 50

Project Implementation

Funds Programmed 

Reporting period for HSIP funding.

State Fiscal Year

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $38,205,909 $38,205,909 100%

HRRR Special Rule (23 

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

$2,440,120 $2,440,120 100%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$12,501,939 $12,501,939 100%

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 $53,147,968 $53,147,968 100%

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

safety projects? 

7%

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

0%

The 50/50 split is our targetHow much funding is programmed to non-infrastructure safety projects? 

$218,000

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

$218,000

Oregon has often collaborated with our partners on increased enforcement (including automated enforcement) 

and other strategies such as education campaigns which are very successful. Because HSIP funds in the 
2022 Oregon Highway Safety Improvement Program

Page 21 of 50

amount of $218,000 per year were used for roadway departure enforcement through the Transportation Safety 

Office (TSO).

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.

While Oregon DOT has had much success, we still face challenges with obligating HSIP funds to appropriate 

safety projects.

· Local jurisdictions’ participation in the ARTS program:

§ Local jurisdictions typically submit small projects (~$500,000); however, these projects are less cost effective 

because of the project delivery constraints of the federal process. It would be helpful if FHWA reduces 

requirements for project development and oversight for Safety projects under a certain size (for example, less 

than $500,000) in order to facilitate delivery.

§ HSIP requires a 10% match so smaller jurisdictions often do not have the funding to support larger safety 

projects. It would be helpful if FHWA updated the countermeasures and project types that are fully 

reimbursable to include more countermeasures specific to vulnerable users and to make all local agency 

projects fully reimbursable.

· Non-infrastructure program

· Oregon has often collaborated with our partners on increased enforcement (including automated 

enforcement) and other strategies such as education campaigns which are very successful. Because this was 

previously not allowed under the HSIP program, other funds in the amount of $218,000 per year were used for 

roadway departure enforcement through the Transportation Safety Office (TSO).

· Getting safety projects programmed and built in an appropriate time frame:

§ Consider ARTS project delivery improvements (master agreement, uniform data, etc.) to improve delivery of 

non-State projects such as developing master intergovernmental agreements for ARTS projects or otherwise 

group projects to deliver under single Intergovernmental Agreement ( IGA ) [ZJ1] .

§ Identify opportunities to program safety projects earlier in the STIP

§ Explore opportunities for Pubic Interest Finding with FHWA for use of state-forces to construct certain lowcost safety countermeasures.

§ Explore potential peer exchange opportunities of other states that use other methods to fund maintenance 

forces with the HSIP funds.
2022 Oregon Highway Safety Improvement Program

Page 22 of 50

§ Examine efforts to use IDIQ (indefinite delivery/indefinite quantity) for contracting and delivering low-cost 

safety treatments. This approach appears to use federal funds to deliver low-cost safety improvements in a 

more rapid deployment of measures. This may be a more efficient way to deliver some more traditional STIP 

fixes.

§ Continue to support the use of the State Funded Local Projects (SFLP) program for ARTS applications on 

non-state roads.

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

which the State would like to elaborate. 

Several challenges we’ve come up against include:

• Several challenges we’ve come up against include:

· Resources and estimating safety project costs (during COVID),

· Encouraging tribes and local jurisdictions to participate in the ARTS program

· Programming and constructing projects in a timely fashion, especially local safety projects.

· Small dollar safety projects (less than $500k) where the administration costs overrides the project 

costs. Some Regions have bundled safety projects where practical to reduce administration costs.

· Increase on project cost from inflation
2022 Oregon Highway Safety Improvement Program

Page 23 of 50

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

KN: 21230, 

US20/OR201 

(Burns to 

Ontario)

Intersection 

traffic control

Modify control – 

Modern 

Roundabout

1 Project $3000000 $16724610 HSIP (23 

U.S.C. 148)

Rural Multiple/Varies 0 State 

Highway 

Agency

Spot Intersections Intersection

KN: 21878, I84: Baker 

Valley 

Variable 

Speed Limit 

upgrades

Speed 

management

Variable speed 

limits

1 Project $271436 $2195218 HSIP (23 

U.S.C. 148)

Rural Principal ArterialInterstate0 State 

Highway 

Agency

Systemic Speed 

Management

Speed 

Management

KN: 21894, 

Malheur and 

Harney traffic 

signal safety 

improvements

Intersection 

traffic control

Modify control – 

other

1 Project $258449 $1573718 HSIP (23 

U.S.C. 148)

Rural Multiple/Varies 0 County 

Highway 

Agency

Systemic Intersections Intersection

KN: 21898, 

Baker & Union 

traffic signal 

safety 

improvements

Intersection 

traffic control

Modify control – 

other

1 Project $163010 $2144515 HSIP (23 

U.S.C. 148)

Rural Multiple/Varies 0 County 

Highway 

Agency

Systemic Intersections Intersection

KN: 22069, 

US395: 

Baggett Lane 

safety 

improvements

Intersection 

traffic control

Modify control – 

Modern 

Roundabout

1 Project $600000 $600000 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther0 State 

Highway 

Agency

Systemic Intersections Intersection

KN: 22383, 

OR86: 

Guardrail 

Upgrades 

Final Phase

Roadside Barrier - other 1 Project $311000 $5392000 HSIP (23 

U.S.C. 148)

Rural Major Collector 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Depature

KN: 20074, 

Region 4 

ARTS

Roadway 

delineation

Roadway 

delineation - 

other

1 Project $1662883 $2760835 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 State 

Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Depature

KN: 20074, 

Region 4 

ARTS

Roadway 

delineation

Roadway 

delineation - 

other

1 Project $225000 $2760835 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Rural Principal ArterialOther0 State 

Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Depature

KN: 20011, 

US20 - 

Cooley Rd

Intersection 

traffic control

Modify control – 

Modern 

Roundabout

1 Project $1621764 $23594101 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Rural Multiple/Varies 0 State 

Highway 

Agency

Systemic Intersections Intersection
2022 Oregon Highway Safety Improvement Program

Page 24 of 50

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

KN: 20256, 

OR140 at 

OR66 

Intersection 

Improvements

Intersection 

traffic control

Modify control – 

new traffic signal

1 Project $5276398 $6511198 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 State 

Highway 

Agency

Systemic Intersections Intersection

KN: 21655, 

ARTS 

Intersection 

Upgrades

Intersection 

traffic control

Intersection 

traffic control - 

other

1 Project $280000 $1213959 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Systemic Intersections Intersection

KN: 21667, 

US20: Ward / 

Hamby Rd. 

Intersection

Intersection 

traffic control

Modify control – 

Modern 

Roundabout

1 Project $50000 $6517585 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 State 

Highway 

Agency

Systemic Intersections Intersection

KN: 22302, 

US20: Conifer 

Blvd to Merloy 

Ave

Roadway Rumble strips –

other

1 Project $825000 $9978076 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 State 

Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Departure

KN: 20169, 

Commercial 

St: Oxford St 

SE to 

Madrona Ave 

SE (Salem)

Pedestrians and 

bicyclists

On road bicycle 

lane

1 Project $59558 $1692758 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther0 City or 

Municipal 

Highway 

Agency

Systemic Bicyclists Pedestrian 

and Bicycle

KN: 20204, 

Broadway 

Street at Pine 

Street

Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

1 Project $858400 $1615471 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 City or 

Municipal 

Highway 

Agency

Systemic Bicyclists Pedestrian 

and Bicycle

KN: 20206, 

River Rd at 

Irving Rd

Pedestrians and 

bicyclists

Pedestrians and 

bicyclists – other

1 Project $1644700 $3038344 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther0 City or 

Municipal 

Highway 

Agency

Systemic Bicyclists Pedestrian 

and Bicycle

KN: 18751, 

OR99E

Pedestrians and 

bicyclists

Pedestrians and 

bicyclists – other

1 Project $765326 $11341528 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 0 Town or 

Township 

Highway 

Agency

Spot Pedestrians Pedestrian 

and Bicycle

KN: 20220, 

City of Salem 

Local Road 

Signal 

Enhancement

Intersection 

traffic control

Intersection 

traffic control - 

other

1 Project $1360700 $1506800 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 Town or 

Township 

Highway 

Agency

Systemic Intersections Intersection

KN: 21374, 

OR99w 

Orrs/Clow 

Corner

Intersection 

traffic control

Modify control – 

Modern 

Roundabout

1 Project $300000 $10500000 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 0 State 

Highway 

Agency

Spot Intersections Intersection
2022 Oregon Highway Safety Improvement Program

Page 25 of 50

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

KN: 21560, 

SE 

Cruickshank 

Rd

Intersection 

traffic control

Modify control – 

Modern 

Roundabout

1 Project $30000 $1957900 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 State 

Highway 

Agency

Spot Intersections Intersection

KN: 21572, 

OR99EB- D 

St. to Union 

St.

Pedestrians and 

bicyclists

On road bicycle 

lane

1 Project $531000 $2385800 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 State 

Highway 

Agency

Systemic Bicyclists Pedestrian 

and Bicycle

KN: 22509, 

Roadside 

Barrier 

Upgrades 

(OR6)

Roadside Barrier - other 1 Project $1867593 $10890272 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Departure

KN: 22511, 

Roadside 

Barrier 

Upgrades 

(OR211)

Roadside Barrier - other 1 Project $501456 $2298953 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Departure

KN: 21573, 

City of 

Eugene 

Signal 

Improvements

Intersection 

traffic control

Intersection 

traffic control - 

other

1 Project $258900 $1108300 Penalty 

Funds (23 

U.S.C. 164)

Multiple/Varies Multiple/Varies 0 City or 

Municipal 

Highway 

Agency

Systemic Intersections Intersection

KN: 20166, 

Variable 

Message and 

Curve 

Warning

Roadway signs 

and traffic 

control

Curve-related 

warning signs 

and flashers

1 Project $1500000 $7194656 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Departure

KN: 20339, 

East Systemic 

Signals and 

Illumination

Intersection 

traffic control

Intersection 

traffic control - 

other

1 Project $1791042 $5137775 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Systemic Intersections Intersection

KN: 22562, I5 

Smith and 

Sexton Pass

Roadway signs 

and traffic 

control

Curve-related 

warning signs 

and flashers

1 Project $50000 $2550000 HSIP (23 

U.S.C. 148)

Rural Principal ArterialInterstate0 State 

Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Departure

KN: 21717, 

Rogue Valley 

Intersection

Intersection 

traffic control

Intersection 

traffic control - 

other

1 Project $220000 $1215000 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Rural Multiple/Varies 0 Town or 

Township 

Highway 

Agency

Systemic Intersections Intersection

KN: 21635, 

SE Flavel St 

at 72nd

Intersection 

traffic control

Intersection 

traffic control - 

other

1 Project $178000 $1020365 Penalty 

Funds (23 

U.S.C. 164)

Urban Major Collector 0 City or 

Municipal 

Highway 

Agency

Spot Intersections Intersection
2022 Oregon Highway Safety Improvement Program

Page 26 of 50

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

KN: 20335, 

Central 

Systemic 

Signals and 

Illumination

Intersection 

traffic control

Intersection 

traffic control - 

other

1 Project $5009213 $6559022 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther0 City or 

Municipal 

Highway 

Agency

Systemic Intersections Intersection

KN: 20242, 

OR99

Roadway Roadway - other 1 Project $4917579 $7583121 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Spot Intersections Intersection

KN: 22520, 

Dover to Bear 

Lane

Intersection 

geometry

Intersection 

geometry - other

1 Project $650000 $4725000 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 State 

Highway 

Agency

Spot Intersections Intersection

KN: 21615, 

Washington 

County 

Bike/Ped

Pedestrians and 

bicyclists

On road bicycle 

lane

1 Project $40000 $2873572 Penalty 

Funds (23 

U.S.C. 164)

Rural Multiple/Varies 0 State 

Highway 

Agency

Spot Intersections Intersection

KN: 20209, 

OR126B at 

54th

Intersection 

traffic control

Intersection 

traffic control - 

other

1 Project $63500 $2140400 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 City or 

Municipal 

Highway 

Agency

Spot Intersections Intersection

KN: 20185, 

OR99 

Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

1 Project $2043194 $5675607 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther0 State 

Highway 

Agency

Spot Pedestrians Pedestrian 

and Bicycle

KN: 18476, 

Roadside 

Barrier 

Upgrades

Roadside Barrier - other 1 Project $10029958 $10029958 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Departure

KN: 18974, 

OR8- SW 

192nd to SW 

110th

Intersection 

traffic control

Intersection 

traffic control - 

other

1 Project $3426395 $6206891 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 State 

Highway 

Agency

Systemic Intersections Intersection

KN: 20191, 

Pedestrian 

Bridge

Pedestrians and 

bicyclists

Pedestrians and 

bicyclists – other

1 Project $911227 $1438640 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 State 

Highway 

Agency

Spot Pedestrians Pedestrian 

and Bicycle

KN: 21408, 

OR99

Intersection 

traffic control

Intersection 

traffic control - 

other

1 Project $169000 $1568000 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 State 

Highway 

Agency

Spot Intersections Intersection

KN: 21716, 

OR140

Intersection 

traffic control

Intersection 

traffic control - 

other

1 Project $1360000 $1814000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 State 

Highway 

Agency

Spot Intersections Intersection

KN: 21729, 

Crater lake 

Signal 

Improvements

Intersection 

traffic control

Intersection 

traffic control - 

other

1 Project $2026608 $2026608 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 City or 

Municipal 

Highway 

Agency

Systemic Intersections Intersection
2022 Oregon Highway Safety Improvement Program

Page 27 of 50

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

KN: 22511, 

OR34

Roadside Barrier - other 1 Project $460000 $2298953 HSIP (23 

U.S.C. 148)

Multiple/Varies Minor Arterial 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Departure
2022 Oregon Highway Safety Improvement Program

Page 28 of 50

Safety Performance

General Highway Safety Trends 

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

years.

PERFORMANCE 

MEASURES 2013 2014 2015 2016 2017 2018 2019 2020 2021

Fatalities 313 357 446 498 439 502 493 508 600

Serious Injuries 1,416 1,495 1,777 1,973 1,764 1,686 1,904 1,590 2,334

Fatality rate (per 

HMVMT)

0.930 1.030 1.240 1.360 1.190 1.360 1.370 1.570 1.630

Serious injury rate (per 

HMVMT)

4.200 4.320 4.940 5.370 4.800 4.580 5.290 4.920 6.330

Number nonmotorized fatalities55 64 82 84 83 88 97 92 110

Number of nonmotorized serious 

injuries

165 177 186 196 168 161 157 169 161

PDO Crashes 26,228 26,716 26,025 29,317 28,926 21,977 22,640 18,338 0
2022 Oregon Highway Safety Improvement Program

Page 29 of 50

0

100

200

300

400

500

600

700

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

500

1000

1500

2000

2500

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2022 Oregon Highway Safety Improvement Program

Page 30 of 50

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2013 2014 2015 2016 2017 2018 2019 2020 2021

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

7

2013 2014 2015 2016 2017 2018 2019 2020 2021

Serious injury rate (per HMVMT)

Serious injury rate (per HMVMT) 5 Year Rolling Avg.
2022 Oregon Highway Safety Improvement Program

Page 31 of 50

PDO crashes for 2021 have not been completed yet. 

Describe fatality data source. 

FARS

0

50

100

150

200

250

300

2013 2014 2015 2016 2017 2018 2019 2020 2021

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.

0

5000

10000

15000

20000

25000

30000

35000

2013 2014 2015 2016 2017 2018 2019 2020 2021

PDO Crashes

PDO Crashes 5 Year Rolling Avg.
2022 Oregon Highway Safety Improvement Program

Page 32 of 50

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

ownership. 

Year 2021

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 49.4 0.47 1.06

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

106.6 245.6 2.51 5.75

Rural Minor Arterial 57.8 160.4 3.1 8.63

Rural Minor Collector 19 55 3.13 9.31

Rural Major Collector 59.4 181.4 3.09 9.31

Rural Local Road or 

Street

24 56 2.31 4.87

Urban Principal 

Arterial (UPA) - 

Interstate

23.8 86.6 0.43 1.55

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

4.2 32 0.29 2.22

Urban Principal 

Arterial (UPA) - Other

98.8 439.4 1.79 7.9

Urban Minor Arterial 52 309.4 1.21 7.16

Urban Minor Collector 3.2 12.2 1.16 4.46

Urban Major Collector 31 160.8 1.15 5.96

Urban Local Road or 

Street

9.6 67.4 0.49 3.47
2022 Oregon Highway Safety Improvement Program

Page 33 of 50

Year 2021

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

296.4 904.4

County Highway 

Agency

128.8 403.6

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

83.2 547.6

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

Provide additional discussion related to general highway safety trends.

Multiple changes have been observed in the past several years that have affected the statewide safety trends 

in Oregon. 

· Since the outbreak of the COVID-19 pandemic, many changes in driving behaviors have been reported. A 

study by Insurance Institute of Highway Safety (IIHS) shows that empty roads in 2020 spurred drivers to drive 

with high speed. National statistics also show that this behavior remains even as traffic volumes return to prepandemic levels. 
2022 Oregon Highway Safety Improvement Program

Page 34 of 50

· Oregon, like the rest of the nation, experienced tenuous times related to the pandemic and its negative 

effects on employment, health, and society in general. Law enforcement resources are still more stretched 

than usual, with a higher number of officers retiring or leaving the profession, and a shrinking recruitment pool.

· Our public safety partners, including law enforcement officers, have been tasked with stepping in to conduct 

more emergency and community response due to the pandemic; as well as significant political and social 

unrest in Oregon’s urban cities since summer of 2020 that continue (although in less frequency). The 

resources that the police normally dedicate to traffic patrol were already challenged, and prior levels of traffic 

safety enforcement were not maintained in 2020 nor in 2021 due to reassignment to needed community 

support and other duties. Drivers are becoming accustomed to the new normal and vehicle travel has returned 

back to pre-pandemic levels. In Oregon, a total of 36.8 billion vehicle mileage travelled (VMT) was reported for 

year 2021, a 14% increase from year 2020. The 2021 VMT is even 2% higher than that for year 2019.

· Several factors affected the traffic fatality numbers in 2020 and in 2021, including continued increases in 

crashes involving impairment, increases in crashes flagged for speed, and the reduced number of traffic law 

enforcement resources available. Fatal crashes involving impairment from poly-substances (alcohol plus 

drugs); excessive speed; and/or not wearing a safety belt are the most common causes of a motor vehicle 

fatality in Oregon.

· In Oregon, between 2017 and 2021 (2021 data is preliminary and subject to change)more than half (51%) of 

fatalities and serious injuries occurred on city and county roads. Specifically, more than half of pedestrian and 

bicyclist involved fatalities and serious injuries are occurred local roads.

· Statewide, between 2017 and 2021 (2021 data is preliminary and subject to change), fatal and serious injury 

crashes have been steadily increasing. In addition,

o 42% of all fatal and serious injury crashes were flagged as roadway departure. The preliminary 2021 data 

shows a 28% increase (over 2020 data) in roadway departure over the 2020 crash totals.

o 35% of all fatal and serious injury crashes occurred at or were related to an intersection. The preliminary 

2021 data reflects a 44% increase (over 2020 data) in intersection crashes. This increase is largely in urban 

areas.

o 14% of all fatal and serious injury crashes involved a motorcycle. The preliminary 2021 data reflects a 36% 

increase (over 2020 data) in crashes involving a motorcycle.

o 13% of crashes were not flagged as roadway departure, intersection or pedestrian and bicycle involved. The 

preliminary 2021 data reflects a 71% increase (over 2020 data) in these crashes.

· ODOT’s continues to employ a multi-pronged approach to reduce fatal and serious injury crashes. Reducing 

the number of traffic crashes is the primary strategy to reduce fatalities and serious traffic injuries. However, 

when a crash does occur, reducing the injury severity becomes the secondary strategy which is influenced in 

three ways: infrastructure work implementing design practices to mitigate structural safety risks; providing 

education and outreach programs utilized statewide, and specifically in identified problem locations; and 

through timely emergency medical services at the scene and in transport to trauma centers. 
2022 Oregon Highway Safety Improvement Program

Page 35 of 50

Safety Performance Targets

Safety Performance Targets

Calendar Year 2023 Targets *

Number of Fatalities:488.0

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

The TSAP is the framework for engaging residents, stakeholders, employers, planners, engineers, 

enforcement agencies, emergency medical service providers, and others across the state to improve 

transportation safety in Oregon. The 2023 targets (S-Curve trend line) are established by meeting with a multidisciplinary working group (MPO's, City, Counties) to review the most recent crash data (2016-2020), assess 

progress achieved, and confirm the target setting approach and new targets for the next year which are 

approved by the Oregon Traffic Safety Committee (OTSC). 

Number of Serious Injuries:1783.0

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

The TSAP is the framework for engaging residents, stakeholders, employers, planners, engineers, 

enforcement agencies, emergency medical service providers, and others across the state to improve 

transportation safety in Oregon. The 2023 targets (S-Curve trend line) are established by meeting with a multidisciplinary working group (MPO's, City, Counties) to review the most recent crash data (2016-2020), assess 

progress achieved, and confirm the target setting approach and new targets for the next year which are 

approved by the Oregon Traffic Safety Committee (OTSC). 

Fatality Rate:1.370

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

The TSAP is the framework for engaging residents, stakeholders, employers, planners, engineers, 

enforcement agencies, emergency medical service providers, and others across the state to improve 

transportation safety in Oregon. The 2023 targets (S-Curve trend line) are established by meeting with a multidisciplinary working group (MPO's, City, Counties) to review the most recent crash data (2016-2020), assess 

progress achieved, and confirm the target setting approach and new targets for the next year which are 

approved by the Oregon Traffic Safety Committee (OTSC). 

Serious Injury Rate:4.990

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

The TSAP is the framework for engaging residents, stakeholders, employers, planners, engineers, 

enforcement agencies, emergency medical service providers, and others across the state to improve 

transportation safety in Oregon. The 2023 targets (S-Curve trend line) are established by meeting with a multidisciplinary working group (MPO's, City, Counties) to review the most recent crash data (2016-2020), assess 
2022 Oregon Highway Safety Improvement Program

Page 36 of 50

progress achieved, and confirm the target setting approach and new targets for the next year which are

approved by the Oregon Traffic Safety Committee (OTSC). 

Total Number of Non-Motorized Fatalities and Serious Injuries:259.0

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

The TSAP is the framework for engaging residents, stakeholders, employers, planners, engineers, 

enforcement agencies, emergency medical service providers, and others across the state to improve 

transportation safety in Oregon. The 2023 targets (S-Curve trend line) are established by meeting with a multidisciplinary working group (MPO's, City, Counties) to review the most recent crash data (2016-2020), assess 

progress achieved, and confirm the target setting approach and new targets for the next year which are 

approved by the Oregon Traffic Safety Committee (OTSC). 

The S-Curve forecast was developed assuming the most recent five-year average number of crashes may be 

relatively flat in the near future; start to decline in a few years in recognition of different programs of the plan 

being implemented and potential benefits of connected and/or automated vehicles; and flatten out again in the 

future as it becomes more difficult to address the remaining fatalities.

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

safety performance targets. 

The 2021 TSAP update was designed to be a limited and focused revision to the 2016 plan. The overall

TSAP vision, goals, policies, and Emphasis Areas stayed the same. Identification of emerging safety

needs (via stakeholder feedback and safety data analysis) resulted in edits throughout the TSAP and 

modifications to the Emphasis Area actions planned for the next 5 years.

During the 2021 TSAP update, ODOT and other safety stakeholders decided that instead of a single 5-year 

update of the Safety Performance Measures’ targets, Oregon would adopt an annual update process to review 

the federal requirements to determine the state’s safety performance targets.

ODOT Traffic-Roadway Section coordinated with the ODOT Traffic Safety Office and stakeholders from 

MPO's, City and County agencies early in 2022 to establish the 2023 targets for all five performance 

measures. The safety performance targets were calculated with four different methods: straight line to zero by 

2035, three percent reduction per year, S-curve, and 2016 TSAP tend. The values calculated with the S-curve 

method were selected as the safety performance targets for year 2023.

Collectively these stakeholders have the opportunity to improve Oregon’s transportation system and save lives 

by integrating safety into all aspects of planning, programming, project development, operations, and 

maintenance. Not only is the system improved with responsive investments targeting specific safety issues, the 

transportation system also is improved by investing in projects, programs, and policies that proactively save 

lives and prevent injuries. The annual HSIP performance targets were developed and agreed upon by a 

multidisciplinary working group (including a representative of an MPO). While the COVID-19 pandemic 

response limited the ability for in-person public outreach, the public was engaged at key points on the project.

The following coordination and outreach opportunities were provided for the 2021 TSAP update:
2022 Oregon Highway Safety Improvement Program

Page 37 of 50

· 29 Outreach meetings with a variety of leadership teams and transportation safety advisory committees were 

conducted

· 10 Stakeholder interviews with Oregon safety stakeholders across the 4 E’s were conducted to solicit 

feedback on the 2021 TSAP and implementation progress

· 2 Fact sheets (English/Spanish) were developed to introduce the 2021 TSAP update and provide mid-project 

progress reports

· 1 Online survey to learn about public perceptions of safety

· 2 Online stakeholder workshops and performance measure meetings

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2022 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 306.0 508.4

Number of Serious Injuries 1274.0 1855.6

Fatality Rate 0.730 1.424

Serious Injury Rate 3.780 5.184

Non-Motorized Fatalities and 

Serious Injuries

200.0 257.2

Oregon recognizes that eliminating traffic deaths and serious injuries will require time and significant effort by 

multiple disciplines and we face several challenges regarding why the State's 2021 Safety Performance 

Targets are not being met. While Oregon’s Performance Targets were adopted before our current rising crash 

trends began, we continue to strive towards those goals of reducing Fatal and Serious crashes. We are 

confident that were we not applying proven countermeasures as consistently as we are, our current crash 

trends would be even higher (project level evaluations has shown that the projects implemented under HSIP 

funding have improved the locations where invested). In addition, increases in VMT, distracted driving issues, 

an increased in speed related crashes, a limited presence of law enforcement officers due to budget cuts and 

an increase in people moving to Oregon have also contributed to increasing fatal and serious injury crashes.

Below is a link to the current TSAP: https://www.oregon.gov/odot/Safety/Documents/2021_Oregon_TSAP.pdf

Applicability of Special Rules

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

Yes
2022 Oregon Highway Safety Improvement Program

Page 38 of 50

Oregon was flagged for the High Risk Rural Roads (HRRR) Special Rule and obligated, in FY 2023, an 

amount equal to at least 200 percent of its FY 2009 high-risk rural roads set-aside in the amount of 

$2,440,120.

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 2015 2016 2017 2018 2019 2020 2021

Number of Older Driver 

and Pedestrian Fatalities

68 86 67 102 99 84 110

Number of Older Driver 

and Pedestrian Serious 

Injuries

197 232 219 206 238 193 294

*Older Driver and Pedestrian Fatalities data source: Fatality Analysis Reporting System (FARS)

**Older Driver and Pedestrian Serious Injuries data source: ODOT Statewide Crash Data System (CDS)
2022 Oregon Highway Safety Improvement Program

Page 39 of 50

Evaluation

Program Effectiveness 

How does the State measure effectiveness of the HSIP? 

• Benefit/Cost Ratio 

• Change in fatalities and serious injuries 

• Other-Fatal free days 

In Oregon, the HSIP program is the biggest contributor of funds the All Roads Transportation Safety (ARTS) 

program, an application-based program funding to address safety concerns on all public roadways within the 

State of Oregon. The ARTS Program is designed to address safety needs on all public roads in Oregon by 

collaborating with local road jurisdictions. With the ARTS program, the Oregon Department of Transportation 

can expect 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 by selecting projects 

with the highest benefit/cost ratio. 

The ARTS program is data-driven to achieve the greatest benefits in crash reduction and should be blind to 

jurisdiction. Detailed information for ARTS program can be found at this link: 

https://www.oregon.gov/odot/Engineering/Pages/ARTS.aspx 

The ARTS program includes hotspot projects as well as systemic projects for roadway departure, intersection, 

and pedestrian and bicycle crashes. Hotspot, systemic roadway departure and systemic intersection projects 

are evaluated based on a benefit-cost ratio, while systemic pedestrian and bicycle projects are evaluated 

based on a cost effectiveness index (CEI). Project level evaluations has shown that the projects implemented 

under HSIP funding have improved the locations where invested. 

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 were trending downwards until 2013. However, since 2013, 

Oregon has been experiencing an upward trend which has also been experienced across the country. Project 

level evaluations has shown that the projects implemented under HSIP funding have improved the locations 

where safety funds have been invested. 

Below is a link to the 2021 ODOT ARTS Program Summary Report: 

 

https://www.oregon.gov/odot/Engineering/ARTS/2021-ARTS-Summary-Report.pdf 
2022 Oregon Highway Safety Improvement Program

Page 40 of 50

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

success of the Highway Safety Improvement Program? 

• HSIP Obligations 

• Increased awareness of safety and data-driven process 

• Increased focus on local road safety 

• More systemic programs 

• Policy change 

Effectiveness of Groupings or Similar Types of Improvements 

Present and describe trends in SHSP emphasis area performance measures. 

Year 2021

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 288.4 723.8 0.81 2.03

Intersection 100.8 722 0.32 2.27

Pedestrians 81 116 0.3 0.42

Bicyclists 12.6 47.2 0.05 0.18

Motorcyclists 69.4 237.6 0.28 0.95

Work Zone 5.2 24.2 0.02 0.11
2022 Oregon Highway Safety Improvement Program

Page 41 of 50

0

50

100

150

200

250

300

350

Roadway

Departure

Intersection Pedestrians Bicyclists Motorcyclists Work Zone

Fatalities

Number of Fatalities 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021

0

100

200

300

400

500

600

700

800

Roadway

Departure

Intersection Pedestrians Bicyclists Motorcyclists Work Zone

Serious Injuries

Number of Serious Injuries 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021
2022 Oregon Highway Safety Improvement Program

Page 42 of 50

All rates calculated using statewide VMT values

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

Roadway

Departure

Intersection Pedestrians Bicyclists Motorcyclists Work Zone

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021

0

0.5

1

1.5

2

2.5

Roadway

Departure

Intersection Pedestrians Bicyclists Motorcyclists Work Zone

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021
2022 Oregon Highway Safety Improvement Program

Page 43 of 50

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)

KN: 16239, US20 

@ Barclay

Rural Principal 

Arterial (RPA) - 

Other

Intersection 

traffic control

Modify control – 

Modern 

Roundabout

15.00 9.00 1.00 1.00 1.00 1.00 15.00 16.00 32.00 27.00

KN: 18022, 

Foster Road 

Streetscape: SE 

50th - 92nd Ave 

Urban Minor 

Arterial

Pedestrians and 

bicyclists

Pedestrians and 

bicyclists – other

158.00 34.00 1.00 7.00 2.00 162.00 55.00 328.00 91.00

KN: 18023, 

Burgard/Lombard 

@ North Time Oil 

Road intersection 

Urban Minor 

Arterial

Pedestrians and 

bicyclists

Pedestrians and 

bicyclists – other

14.00 20.00 1.00 1.00 3.00 15.00 13.00 31.00 36.00

KN: 18677, 

Green Springs 

Intch-K 

Falls/Malin Hwy 

Urban 

Principal 

Arterial (UPA) - 

Other

Interchange 

design

Interchange 

improvements

36.00 14.00 3.00 1.00 4.00 38.00 25.00 78.00 43.00

KN: 18679, 

Sunriver 

Interchange - 

OR31 

Rural Principal 

Arterial (RPA) - 

Other

Interchange 

design

Interchange 

improvements

81.00 58.00 7.00 3.00 12.00 2.00 92.00 56.00 192.00 119.00

KN: 18681, Jack 

Lake Rd - Pine St

Rural Principal 

Arterial (RPA) - 

Other

Roadway 

delineation

Roadway 

delineation - 

other

27.00 27.00 1.00 1.00 2.00 2.00 15.00 13.00 45.00 43.00

KN: 18682, 

US26 Jct - NW 

10th St 

Rural Principal 

Arterial (RPA) - 

Other

Roadway 

delineation

Roadway 

delineation - 

other

14.00 2.00 1.00 3.00 6.00 2.00 21.00 7.00

KN: 18789, 

OR213 at S 

Union Mills Rd

Rural Minor 

Arterial

Roadside Roadside - other 4.00 7.00 5.00 5.00 9.00 12.00

KN: 18795, US26 

(Powell Blvd): SE 

20th - SE 34th

Urban 

Principal 

Arterial (UPA) - 

Other

Pedestrians and 

bicyclists

Pedestrians and 

bicyclists – other

95.00 10.00 1.00 1.00 8.00 1.00 104.00 20.00 208.00 32.00

KN: 18903, 

Joseph/Wallowa 

Lake bike/ped 

improvements 

Rural Principal 

Arterial (RPA) - 

Other

Pedestrians and 

bicyclists

Pedestrians and 

bicyclists – other

KN: 18984, 

Region 5 curve 

warning signs 

2016 

Rural Principal 

Arterial (RPA) - 

Other

Roadway signs 

and traffic 

control

Roadway signs 

(including post) - 

new or updated

1002.00 602.00 42.00 26.00 60.00 51.00 844.00 448.00 1948.00 1127.00
2022 Oregon Highway Safety Improvement Program

Page 44 of 50

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)

KN: 19124, 

Region 4 curve 

warning signs 

Rural Principal 

Arterial (RPA) - 

Other

Roadway signs 

and traffic 

control

Roadway signs 

(including post) - 

new or updated

205.00 163.00 9.00 5.00 28.00 10.00 227.00 132.00 469.00 310.00

KN: 19662, 

OR34: Colorado 

Lake DriveDenny School 

Road 

Urban 

Principal 

Arterial (UPA) - 

Other

Intersection 

traffic control

Intersection 

traffic control - 

other

15.00 8.00 2.00 2.00 3.00 35.00 16.00 54.00 27.00

KN: 20671, 

OR207: 11th 

@Elm & Orchard 

signals

Urban Minor 

Arterial

Intersection 

traffic control

Intersection 

traffic control - 

other

26.00 5.00 1.00 38.00 8.00 65.00 13.00
2022 Oregon Highway Safety Improvement Program

Page 45 of 50

Compliance Assessment

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

 09/01/2021

What are the years being covered by the current SHSP? 

From: 2021 To: 2026

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

 2026

The current TSAP covers 5 years, October 2021 – October 2026. 

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 75 100 75

End Point Segment 

Descriptor (11) [11]

100 100 100 75 100 75

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

100 100
2022 Oregon Highway Safety Improvement Program

Page 46 of 50

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

Functional Class 

(19) [19]

100 100 100 100 100 100

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

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 90

INTERSECTION Unique Junction 

Identifier (120) [110]

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

Intersection/Junction 

Geometry (126) 

[116]

Intersection/Junction 

Traffic Control (131) 

[131]

AADT for Each 

Intersecting Road 

(79) [81]

AADT Year (80) [82]

Unique Approach 

Identifier (139) [129]

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]
2022 Oregon Highway Safety Improvement Program

Page 47 of 50

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

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197) [187]

100 100

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

100 100

Ramp Length (187) 

[177]

100 100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

90 60

Roadway Type at 

End Ramp Terminal 

(199) [189]

90 60

Interchange Type 

(182) [172]

Ramp AADT (191) 

[181]

100 90

Year of Ramp AADT 

(192) [182]

100 90

Functional Class 

(19) [19]

100 100

Type of 

Governmental 

Ownership (4) [4]

100 100

Totals (Average Percent Complete): 100.00 100.00 0.00 0.00 80.00 72.73 100.00 72.22 100.00 88.00

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

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

We are still working on establishing an intersection ID, working through the non-state road ID in Trans Info as well as an operations evaluation for the MIRE elements. All three of these effort will help us in collecting the MIRE fundamental 

data elements for all roads by September 30, 2026. In addition, progress is ongoing regarding incorporating local road network into TransInfo, anticipated to be in production in October of 2022. 

· 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 
2022 Oregon Highway Safety Improvement Program

Page 48 of 50

· 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
2022 Oregon Highway Safety Improvement Program

Page 49 of 50

Optional Attachments

Program Structure:

Q2_HSIP_Report_draft.docx

OregonDOT_Safety_HSIP-Guide.pdf

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2022 Oregon Highway Safety Improvement Program

Page 50 of 50

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.