Oregon Department of Transportation

Highway Safety Improvement Program

(HSIP)

Annual Report on the Progress of the 

Highway Safety Improvement and High 

Risk Rural Roads Programs for SFY 2013

OREGON DEPARTMENT of TRANSPORTATION

Traffic-Roadway Section

August 2013
TABLE OF CONTENTS

INTRODUCTION................................................................................................................... 2

HIGHWAY SAFETY IMPROVEMENT PROGRAM (HSIP) ................................................ 2

PROJECTS OBLIGATED IN SFY 2013............................................................................... 4

Applications Received........................................................................................................ 5

Projects Evaluated ............................................................................................................. 5

HIGH RISK RURAL ROADS PROGRAM (HRRRP) ........................................................... 6

Oregon Process to Utilize HRRRP Funds......................................................................... 7

LIST OF TABLES

TABLE 1 HSIP PROJECTS OBLIGATED FOR CONSTRUCTION IN SFY 2013 ..............................................4

TABLE 2 SUMMARY OF 6 HSIP PROJECT EVALUATIONS FROM APPENDIX A ................................6

TABLE 3 SUMMARY OF 12 OTHER SAFETY PROJECT EVALUATIONS..........................................6

LIST OF APPENDICIES

Appendix A: Standard Reporting Form of Evaluation Data for Completed Safety 

Improvement Projects

Appendix B: High Risk Rural Roads Program Data

Appendix C: 5-Year moving average of fatalities and serious injuries for drivers and 

pedestrians age 65 and older
LIST OF ACRONYMS

FHWA Federal Highway Administration

HRRRP High Risk Rural Roads Program

HSIP Highway Safety Improvement Program

ODOT Oregon Department of Transportation

PDO Property-damage-only crash

SFY State Fiscal Year 

TRS Traffic-Roadway Section 

HSEC Highway Safety Engineering Committee 

TSD Transportation Safety Division 

STIP

HEP

SHSP

Statewide Transportation Improvement Program

Hazard Elimination Program

Strategic Highway Safety Plan

SAFE

TEA-LU

Safe, Accountable, Flexible, Efficient 

Transportation Equity Act: A Legacy for Users

MAP-21 Moving Ahead for Progress in the 21st Century
2

INTRODUCTION

This report, required by Sections 152 and 148 of Title 23 of the United States Code, 

summarizes the progress made in implementing the Highway Safety Improvement 

Program (HSIP) in Oregon from July 1, 2012 to June 30, 2013, the state fiscal year (SFY 

2012). Included are projects under the Highway Safety Improvement Program (HSIP) 

and the High Risk Rural Roads Program (HRRRP). Attached in Appendix A is the 

standard reporting form that contains evaluation data for HSIP completed projects and 

Appendix B provides additional High Risk Rural Roads Program data. Also included is 

Appendix C which provides a 5-Year moving average of fatalities and serious injuries for 

drivers and pedestrians age 65 and older.

HIGHWAY SAFETY IMPROVEMENT PROGRAM

The Highway Safety Improvement Program (HSIP) is a federally funded program that 

mandates each state to conduct and systematically maintain an engineering survey of all 

public roads. The Traffic-Roadway Section (TRS) uses engineering tools such as the 

Safety Priority Index System (SPIS) to identify segments of state highways that have a 

higher crash history and may require safety improvements. SPIS is a method developed 

by ODOT for identifying potential safety problems on state highways. Citizen complaint 

submittals and routine inspections by Oregon Department of Transportation (ODOT) 

District and Region personnel indicate other possible safety concerns.

The purpose of the program is "to achieve a significant reduction in traffic fatalities 

and serious injuries on public roads”. Section 148 of Chapter 23 of the United States 

Code (USC) outlines how state and local governments will spend federal dollars 

toward improving safety on public roads or any public transportation facility. Prior to 

Federal SAFETEA-LU legislation the HSIP program was commonly referred to as the 

Hazard Elimination Program (HEP), Section 152 of Chapter 23 of the USC. 

SAFETEA-LU redefined the HSIP and the requirements. On July 6, 2012, the 

Moving Ahead for Progress in the 21st Century Act (MAP-21) was signed into law. 

MAP-21 creates a streamlined, performance-based, and multimodal program to 

address the many challenges facing Oregon’s transportation system. MAP-21 

builds on and refines many of the highway, transit, bike, and pedestrian programs 

and policies established in 1991. 

 

The Traffic-Roadway Section has a HSIP project guideline (ODOT Safety Program 

Guide) to assist the Region Traffic offices. The program guide has its own criteria and 

requirements to tailor the Highway Safety program to match Oregon's needs. In general, 

for a project to meet both the federal and state requirements, it must: 

• Be an eligible highway safety project (as defined below); 

• Have committed matching funds of 10% of the project cost (for federal funding);
3

• Be able to meet all applicable guidelines and standards for construction;

• Meet one of the following eligibility criteria: 

1. Positive Benefit/Cost (B/C) Ratio of 1.0 or greater; 

2. Top 10% Safety Priority Index System (SPIS); 

3. Justified by Risk Narrative (used on bicycle/pedestrian improvement 

projects). 

TRS also has responsibility for annual reports of the programs progress and ODOT’s 

Project Safety Management System (PSMS). The PSMS includes tools for identification 

and analysis of the safety problems like our recently completed ODOT Highway Safety 

Investigation manual which is used to assist our Region Traffic Investigators

http://www.oregon.gov/ODOT/HWY/TRAFFIC-ROADWAY/highway_safety.shtml. 

Other responsibilities of the program include the Transportation Safety Division,

responsible for the development of the Oregon’s Strategic Highway Safety Plan (SHSP). 

The Region Traffic Offices have the responsibility of following the guidelines when 

selecting appropriate safety projects and identifying potential remedies to safety problem 

areas. ODOT's Highway Finance Office, is responsible for management of HSIP funds

along with the Region STIP Coordinators.

The HSIP process begins when a State or local agency identifies a safety problem. 

Possible safety project locations are identified from a variety of sources including crash 

records, ODOT’s Safety Priority Index System, local citizens, enforcement/emergency 

response personnel, and road maintenance crews. Next, the agency submits an 

application to ODOT's Region Traffic who reviews the safety project submittal and 

determines eligibility based on the “ODOT Highway Safety Program Guide”. Before the 

Regions proposed safety projects can be added to the STIP, they must get approval 

from the State Traffic Engineers office that the selected safety projects follow ODOT’s

Highway Safety Program Guidelines. Final project selection and prioritization is at the 

discretion of the Region.

This section summarizes the number of projects under construction, the type of 

projects applications reviewed and the effectiveness of projects with sufficient crash 

data for comparison. For the purposes of this report, HSIP projects are classified into 

these general categories:

Intersection Improvements—channelization and turning lanes, new or upgraded 

traffic signals, red light running cameras, and illumination.

Signing and Delineation—traffic signs and pavement marking and/or delineation 

where these project activities are the predominant safety improvement.
4

Roadway/Structure Improvements—lane widening, lane additions, rumble strip 

installation, median strip installation, shoulder widening/improvement, roadway 

realignment, skid treatment, and safety-related bridge and other structural 

improvements.

Roadside Improvements—flattening slopes, the elimination of roadside obstacles 

(e.g. drainage structures), the installation of breakaway signs and utility poles, and 

the construction, for safety purposes, of sidewalks and bikeways.

Safety Appurtenances—upgrades to bridge approach guardrail and railings, 

guardrail and median barrier improvements, impact attenuators, and safety fencing.

Traffic Calming Projects—specific traffic calming projects including, but not limited to, 

curb extensions, lateral/horizontal shifts in the roadway, raised devices (e.g. speed 

humps), and diverters.

Safety Projects Obligated in SFY 2013

In SFY 2013, there were forty-six (46) safety projects totaling $18.4 million which were 

obligated for construction using HSIP funds. The HSIP fund consists of all safety 

projects with an ODOT program code of LS30, LS20, L050, C240, Q280, MS30, etc. 

This also includes projects funded by Section 164 penalty money (TSP0, money 

transferred from the highway funds to Transportation Safety Division, then redirected for 

safety projects that comply with HSIP guidelines). The type of projects obligated or 

under construction are classified in Table 1 by general category of improvement.

Table 1 HSIP Projects Obligated for Construction in SFY 2013

Category

Number of 

Projects

Project Cost 

Estimates

Intersection Improvements 11 $2,004,000

Signing and Delineation 4 $428,000

Roadway/Structure Improvements

Roadway Improvements

Safety Appurtenances

Traffic Calming Projects

5

15

7

4

$4,162,000

$10,346,000

$580,000

$909,000

Total Projects 46 $18,429,000

Note: These figures reflect changes to the existing safety projectsin the STIP for SFY 2013
5

Applications Received/Reviewed

In SFY 2013 (July 1, 2012 to June 30, 2013) the Region Traffic Offices are required to 

get final approval from the State Traffic Engineers office that their selected safety 

projects follow ODOT’s Highway Safety Program Guidelines before they are added to 

the STIP. 

All highway safety projects, regardless of funding (state or federal) will now follow the same 

guidance for project eligibility as outlined in the ODOT Highway Safety Program Guide

http://www.oregon.gov/ODOT/HWY/TRAFFIC-ROADWAY/highway_safety_program.shtml.

The proposed program year of the HSIP safety projects approved varies depending on 

the STIP cycle. The final selection of projects for construction is the responsibility of the 

Region Traffic Engineer and the Region Traffic Manager. 

Projects Evaluated

A total of six (6) HSIP projects were completed between July 1, 2009 to June 30, 2010

and had 3 years of before and after crash data available for evaluation where possible. 

Details for each project can be found in Appendix A. A similar number of before and after 

crash months were compared for each project. This simple evaluation only considered 

total crashes and did not examine target crashes (the crashes the project was designed 

to mitigate).

The evaluation indicates that there was an 11% decrease in injury crashes from the 

before to the after evaluation period. During the evaluation period, statewide fatal 

crashes decreased by 16.0% and injury crashes increased by 32%. Although the 

evaluation indicates a 50% increase in fatal crashes this may not be significant give the 

low number of fatal crashes. 

Using the overall reduction in crashes statewide as a surrogate for the variability of 

crashes, the projects at these locations appear to have had a measurable effect on 

safety. It should be noted that there was a change in minimum property-damage-only 

crash (PDO) reporting requirements in 1998 and again in 2003 so that comparison of 

PDO and total crash reductions is not valid. 

In Appendix A, an additional twelve (12) safety projects were also evaluated which were

funded using other safety funds under different criteria. These safety project evaluations 

are shown for information only to assist in improving ODOT’s data driven decision 

making process when developing future safety projects. In the future, all highway safety 

projects, regardless of funding (state or federal) will now follow the same guidance for 

project eligibility as outlined in the ODOT Highway Safety Program Guide.
6

Table 2 (Shaded in gray) Summary of 6 HSIP Project Evaluations

Crash Type Before After

Reduction or 

Increase in 

Crashes

Percent 

Change

Percent Change 

Statewide (08-

2011)

Fatal 2 3 +1 +50% -16%

Injury 62 55 -7 -11% +32%

PDO 107 84 -23 -22% +6%

Total 171 142 -29 -17% +15%

Table 3 Summary of 12 Other Safety Project Evaluations

Crash Type Before After

Reduction or 

Increase in 

Crashes

Percent 

Change

Percent Change 

Statewide (08-

2011)

Fatal 70 38 -32 - 46% -16%

Injury 2,205 1,935 -270 -12% +32%

PDO 2,533 2,297 -236 -9% +6%

Total 4,808 4,270 -538 -11% +15%

HIGH RISK RURAL ROADS PROGRAM (HRRRP)

A. Overview

The High Risk Rural Road Program (HRRR) in SAFETEA-LU (called HR3 in 

Oregon) is a sub-program of the Highway Safety Improvement Program (HSIP), a 

federally-funded program managed by the Oregon Department of Transportation 

(ODOT). Approximately one million dollars of federal funding is available each 

federal fiscal year in Oregon for High Risk Rural Roads. 

B. Mission of HR3

The mission of the HR3 is to carry out safety improvement projects on rural roads, 

with identified safety issues, to achieve a significant reduction in traffic fatalities and 

serious injuries. 
7

C. Core Principles

1. The High Risk Rural Roads safety provision is dedicated exclusively to rural 

roads. 

The HSIP includes a set-aside for construction and operational improvements to 

address safety problems and opportunities on High Risk Rural Roads. This setaside of $90 million (nationally) each fiscal year for high risk rural roads is limited to 

roadways functionally classified as a rural major or minor collector or as a rural local 

road. 

2. High Risk Rural Roads are identified as follows:

a. Roadways functionally classified as a rural major or minor collector or as a 

rural local road. 

b. Roadways that have a crash rate for fatalities and incapacitating injuries 

exceeding the statewide average for those functional classes of roadways. 

c. Roadways whereby future traffic volumes are projected to increase causing a 

projected increase in the crash rate for fatalities and incapacitating injuries 

exceeding the statewide average.

3. Acceptability of HR3 funding for project development. 

As long as the project will ultimately involve a construction or operational 

improvement which is identified as part of a State’s HSIP process, funds from the 

set-aside for high risk rural roads for preliminary engineering (including right of way, 

environmental approvals and final design) would be eligible for federal 

reimbursement. 

II. OREGON PROCESS TO UTILIZE HR3 FUNDS

A. General

1. HR3 was originally funded as is a 4 year $1.1 million annual federally funded 

program designed to carry out safety improvement projects on rural roads, with 

identified safety issues, to achieve a significant reduction in traffic fatalities and 

serious injuries. As SAFETEA-LU was extended for 3 years the available 

funding in HR3 increased by approximately 3.3 million dollars. Part of these 

funds were used to fully fund under funded projects.

2. Under MAP-21 the HR3 program is discontinued, but there are still remaining 

funds from this program. At this time it is planned that the remaining funds in 

HR3 will be used to fund eligible projects within the local road safety program. 

ODOT is transitioning to a Jurisdictionally Blind program of safety for all public 

roads in 2017. From 2013-2016 will be a transition period where ODOT is using 
8

HSIP and HR3 program funds to fund safety on local roads (off of state 

highways).

3. HR3 funding is federally funded; therefore projects need to conform to AASHTO 

standards. The AASHTO Low Volume Road Guide is the AASHTO standard for 

very low volume rural, e.g. roads with ADTs less than or equal to 400. 

Exceptions to AASHTO standards will be processed using the current 

FHWA/ODOT/Local Agency design exception process. 

Since HR3 projects are intended to meet a specific safety need the scope of work 

is limited to features that are directly impacted as a result of addressing this 

specific need. Each feature constructed in a HR3 project must be built to the 

applicable standard for new construction. Elements of HR3 projects that are not 

directly being impacted need not be brought up to current standards. For example, 

a signing upgrade along a rural corridor will generally not necessitate shoulder 

widening.

B. Eligibility Criteria

Oregon’s eligibility criteria mirrors the federal guidelines as stated in Section I-C-2 

above. These criteria are:

1. Roadways functionally classified as a rural major or minor collector or as a rural local 

road are eligible.

2. The roadway must have a crash rate for fatalities and incapacitating injuries (serious 

injury A) that exceeds the statewide average for those functional classes of 

roadways.

3. Roadways are also eligible if future traffic volumes are projected to increase causing 

a projected increase in the crash rate for fatalities and incapacitating injuries that 

exceeds the statewide average.

ELIGIBILITY NOTES: 

a. Roadways with similar characteristics in the vicinity of an area of 

identified fatal or serious injury crash history may be included in the 

project limits. Applicants are encouraged to develop projects that will 

address similar crash types or characteristics on eligible roadway 

sections.

b. The intent of Oregon’s implementation is to focus on County Roads, 

however, qualified State Highways or roads identified as public under 23 
9

CFR 460.2, with a history of fatal or serious injury A crashes may apply 

for HR3 funding.

c. Projects in counties subject to loss of revenue due to reduction or 

elimination of Federal School Safety Net Funds may be given special 

consideration.

d. When all projects are submitted the HR3 Steering Committee will assess 

the possibility of combining projects, of a similar nature, on a Regional or 

Statewide basis.

e. Eligible roadways with ADT’s less than or equal to 400 will be given 

special consideration.

f. Roads with high crash rates, in addition to fatal crashes and serious 

injury A crashes, and having an assessment by the local engineer that 

there is potential for serious injury A crashes or fatal crashes to increase 

will be given special consideration.

C. Local Match Requirements

The Local Match requirement for HR3 projects is 7.78% of the total project cost.

D. Project Non- Participating Costs and Overruns

1. Project Sponsors are responsible for 100 percent of the cost of any item which is 

not eligible for federal participation.

2. Project overruns, unless authorized by the HR3 Steering Committee, are the 

responsibility of the Project Sponsor. Project Sponsors may submit a request 

for consideration of additional authorization for reimbursement of project 

overruns by submitting a detailed overrun justification to the HR3 Steering 

Committee. The HR3 Steering Committee will review the submittal and 

determine if there is sufficient available funding to cover the overrun. If 

adequate funding is not available, or if the reason and purpose of the overrun 

does not sufficiently meet HR3 Program goals, the Project Sponsor retains 

responsibility for the overrun.

:

E. Intergovernmental Agreement (IGA) and Prospectus

HR3 projects are federally funded; therefore the current FHWA/ODOT/Local 

Agency project development and delivery process must be used to expend these

funds. Funds obligated for local road safety during the transition period will likely

be overseen and developed by ODOT.
10

F. Statewide Fatal and Serious Injury “A” Crash Rate Information

In 2004 the total number of fatal and serious injury “A” (F&A) crashes on Oregon’s rural 

public roads classified major collectors and below was 430. Using an inventory of 

47,860 miles for these classifications of roads and an annual estimate 14.2 million 

vehicle miles per day, the statewide average for these class of roads is 8.3 F&A 

crashes/ HMVM (crashes per hundred million vehicle-miles). 

Data for fatal and serious crashs for 2000-2004 can be found by 1) right clicking on: 

Crash Data 2) Clicking on Open Hyperlink and 3) Clicking on “No” on the popup box 

that indicates the document has been modified and asking you if you want to save.

Below are some examples of sections of roadway that meet or exceed the 

statewide average based on the following formula: 

Crash Rate = (# of Crashes * 100 million)/ (ADT * Length in Miles * Number 

of Years * 365 days/year)

 

# F&A 

Crashe

s

in 3 yrs

Average 

Daily 

Traffic 

(ADT)

Length 

of 

Sectio

n 

(miles)

F&A Crash 

Rate

(crash/Hmvm

)

3 6600 5 8.3

2 4000 5 9.1

1 2000 5 9.1

1 1500 7 8.7

1 1000 10 9.1

1 500 20 9.1

1 250 40 9.1

Note: As ADT or Length increases Crash Rate decreases. 

As ADT or length decreases Crash Rate increases.

Each application must contain information that confirms the project location crash 

history and rate and should use three or more years of crash data.

Fatalities are used for participants who die as a result of injuries sustained in the crash. 

Injury “A” (Serious or Incapacitating injury) is used for participants who suffer severe 

injuries. An incapacitating injury is a non-fatal injury which "prevents the injured person 

from walking, driving or normally continuing the activities the person was capable of 

performing before the injury occurred". 
11

G. Application and project selection process. 

1. The ODOT Local Government Section sent requests to prospective applicants 

for HR3 projects to in July 2006. They were required to submit a HR3 Notice of 

Intent (see Appendix A) to determine if the project met the program eligibility 

requirements before submitting a full application. Required documentation for 

the Notice of Intent was:

a. A completed Notice of Intent Form

b. An attached letter or narrative (1 page max.) explaining the need for 

the project, type and extent of proposed work, funds requested and 

matching funds available, and the role of any co-applicants or 

partners.

c. An attached vicinity map and site map or other appropriate graphics (1 

or 2 pages).

2. ODOT reviewed the Notice of Intent submittals and determined which projects 

met the program eligibility requirements. ODOT notified all applicants if there 

project met the eligibility requirements. Full applications (see Appendix B) for 

projects meeting the program minimum requirements were then requested from 

the Project Sponsors.

Required documentation for the included:

a. Project justification

b. Proposed solution

c. Detailed Cost Estimate that includes 15% PE, 15% CE, 40% 

Contingencies and 20% for Mobilization & Traffic Control. For example, 

including these items at these percentages for a project with $100,000 of 

construction costs will make the final total project cost and funding request 

$190,000. 

3. The HR3 Steering Committee (comprised of ODOT staff and local agency 

representatives) reviewed the applications, develop a prioritized list, and suggest 

possible project groupings of eligible projects. The final selected project list was 

prioritized based on available funding with 5 projects receiving full funding. Four 

more projects were included in a reserve project list in case more funding 

becomes available. The selected projects were approved by OTC to be placed 

in the STIP at their May 2007 meeting. The projects were amended into the 

STIP on March 5th, 2008 after in depth project scoping was performed. 

4. ODOT has completed detailed scoping of the selected and reserve projects. 

The selected projects are currently in the project development phase with 

construction planned for summer of 2009. 
12

5. For the Transition period from 2013-2016, ODOT regions will be in charge of 

working with local stakeholders to determine projects and determining which are 

eligible for HR3 funding.

H. Assessment of HR3 Project Effectiveness

ODOT is responsible to report to FHWA regarding the effectiveness of crash 

solutions that are implemented using HR3 funding. To prepare this report it is 

important that HR3 project sponsors provide information as listed in the bullets below 

to ODOT related to the crash solution(s) implemented and their effectiveness. 

• Location/identifier for project—Basic information on the roadway where 

the project occurred 

• Type of improvement(s) implemented

• Cost of improvement 

• “Before” and “After” crash results—At least 3 years of “before” and 3 years 

of “after” data should be used. 

Evaluation Results—Show whether the project achieved its purpose using benefit-cost or 

other approved methodology.
13

Appendix A: Standard Reporting Form
or--supplemental a--100113.doc

September 10, 2013 TRA 10-21-02-08

Nick Fortey

Federal Highway Administration, Oregon Division

The Equitable Center, Suite 420

530 Center Street NE

Salem, Oregon 97301

Annual Highway Safety Improvement Program and High Risk Rural 

Roads Program Reports for SFY 2013

Enclosed is the State of Oregon's annual report on the Highway Safety 

Improvement Program (HSIP) and the High Risk Rural Roads Program 

(HRRRP), which documents the effectiveness and implementation of the 

HSIP and HRRRP Programs. In the HRRRP report is documentation

regarding the process for the High Risk Rural Roads Program. These

reports are required under Sections 148(g) and 152(g) of Title 23 of the 

United States Code. The Railway-Highway Crossing report will be 

submitted separately by ODOT’s Rail Division.

If you have any further questions, please call me at (503) 986-3572.

Tim Burks

Highway Safety Engineering Coordinator

Enclosures and letter sent electronic

cc: ODOT Region Traffic Managers 

Doug Bish, Traffic Control Engineer

Troy Costales, Transportation Safety Division Manager

Bob Pappe, State Traffic Engineer

Rick Shankle, Crossing Safety Sec. Manager

Glen Kirkpatrick, Crossing Safety Specialist

TWB
15

Appendix B: High Risk Rural Roads Program Data
OREGON THE 2013 ANNUAL REPORT ON HIGHWAY SAFETY IMPROVEMENT PROGRAMS (HSIP)

STANDARD REPORTING FORM OF EVALUATION DATA FOR COMPLETED SAFETY IMPROVEMENTS (July 1, 2009 to June 30, 2010)

Cost of

ODOT ODOT Safety Safety Evaluated Quantity Number of Crashes Eval. Volume Rural Number Divided

Region Key # Line Improvement Classification Improvements of Units Before After Status Before After or of or 

Program Code 1,000 Improvements Mos. Fat. Inj. A Inj. B Inj. C *PDO TOTAL Mos. Fat. Inj. A Inj. B Inj. C *PDO TOTAL AADT AADT Urban Lanes Undivided

Key No [1] [2] [3] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14] [15] [16] [17] [18] [20] [21] [22]

1 12840 1 HSIP 1A 5,978 4.41 M 36 0 0 1 1 6 8 33 1 1 0 1 3 6 F 12,400 18,400 Urban 4 Undivided

1 13708 2 HSIP 1F 3,908 2.00 X 36 1 2 7 21 58 89 32 0 2 4 15 37 58 F 46,200 3,700 Urban 4 Undivided

1 13728 3 164 1A 615 1.40 M 36 0 0 2 5 5 12 33 0 0 1 4 8 13 F 17,500 28,200 Urban 2 Undivided

2 12581 4 164 3D 3,242 3.80 M 36 1 3 5 4 4 17 36 0 0 1 0 0 1 F 3,500 3,900 Urban 2 Undivided

2 12670 5 164 1F 1,934 1.00 X 36 2 17 66 104 203 392 32 1 11 42 125 172 351 F 26,000 25,800 Urban 4 Undivided

2 13663 6 HSIP 1A 1,204 1.00 X 36 0 0 2 6 8 16 24 0 0 2 5 12 19 F 21,800 20,500 Urban 2 Undivided

2 14291 7 Other 2C 16,933 1.00 S 36 0 0 4 8 13 25 24 1 1 1 5 9 16 F 19,300 17,800 Urban 2 Undivided

2 14931 8 164 1D 271 70.00 C 36 23 30 267 416 954 1690 33 16 27 250 483 994 1770 F 67,300 92,300 Rural 4 Divided

2 16352 9 Other 3K 1,091 136.00 M 36 17 55 184 277 527 1060 25 6 34 121 226 367 754 F 27,800 25,500 Rural 4 Undivided

2 16503 10 Other 3L 1,754 10.00 M 36 0 2 13 19 39 73 31 0 0 7 13 50 70 F 24,400 24,500 Urban 2 Undivided

3 13769 11 HSIP 4A 3,038 2.00 M 36 0 0 8 10 30 48 31 1 0 4 9 23 37 F 11,900 11,900 Urban 2 Undivided

3 13802 12 HSIP 3A 2,287 6.00 M 36 1 1 1 1 4 8 35 1 2 6 3 7 19 F 4,700 4,500 Rural 2 Undivided

3 16362 13 Other 1D 1,982 150.00 M 36 25 60 295 321 732 1433 33 12 40 190 322 657 1221 F 44,900 45,600 Rural 4 Divided

4 13847 14 164 1A 1,565 1.00 X 36 0 1 2 1 4 8 33 0 1 1 1 3 6 F 8,300 8,200 Rural 2 Undivided

4 14551 15 164 3D 5,692 9.00 M 36 2 3 11 11 26 53 32 1 2 6 4 22 35 F 18,500 14,200 Urban 2 Undivided

4 14612 16 164 1A 1,245 1.00 X 36 0 1 10 8 25 44 33 1 1 6 5 14 27 F 4,100 5,200 Urban 3 Undivided

5 13617 17 HSIP 1A 1,551 1.00 X 36 0 0 1 0 1 2 34 0 1 0 0 2 3 F 3,400 3,400 Urban 2 Undivided

5 16368 18 Other 4C 274 0.30 M 36 0 0 0 0 1 1 33 0 0 3 1 1 5 F 9,200 9,900 Rural 2 Undivided

Note: The 6 projects highlighted in gray shade are HSIP projects

The remaining 12 safety projects evaluated were funded using other safety funds (ex.164 penalty funds) are shown for information only to assist in improving ODOT's data driven decision making process when developing future safety projects.

S:\fitss webteam\hsip annual reports\reports\doc\OR\OR-SUPPLEMENTAL B--100113.xls

* A change in the minimum reporting value for PDO crashes from $500 to $1,000 occurred in 1998 and in 2003, the minimum reporting value for PDO crashes changed again from $1,000 to $1,500.

HSIP Attachment "A" 2013
 HIGH RISK RURAL ROADS PROJECT LIST 

FOR SFY 2013

APPLICANT COUNTY PROJECT NAME ODOT 

REGION

FEDERAL HR3 

FUNDS

 TOTAL 

PROJECT 

COST 

Key Number Selected Projects - Amended into the STIP March 5, 2008 Let Date Award Date Completion 

Date

13162 Columbia County Road Dept. Canaan Road Guardrail Project 6/23/2011 8/5/2011 11/11/2011 1 $ 230,550 $ 325,000

15778 Clackamas County DTD Zimmermen Road Improvement Project Spring 2014 1 $ 2,126,592 $ 2,306,000

15779 Marion County Public Works Meridian Rd from Hobart Rd to College Rd Intersection Improvements Winter 2014 2 $ 1,444,165 $ 1,566,000

15780 Jackson County Roads Blackwell Road MP 2.0-3.0 Road Realignment 12/8/2011 12/19/2011 4/2/2013 3 $ 1,144,450 $ 1,491,000

15781 Wasco County Public Works Browns Cr Inter. Project 4/21/2011 5/19/2011 10/7/2011 4 $ 691,650 $ 750,000

18110 Wasco County Public Works Chenowith Crk Rd &Cherry Heights Rd Guardrail Project Fall 2013 4 $ 267,438 $ 290,000

Selected Project Totals $ 5,904,845 $ 6,728,000
17

Appendix C: 5-Year Moving Average of Fatalities and Serious Injuries for 

Drivers and Pedestrians Age 65 and Older
Oregon Department of Transportation - Transportation Development Division

Transportation Data Section - Crash Analysis & Reporting Unit

5-Year Moving Average of Fatalities and Serious Injuries for Drivers and Pedestrians Age 65 and Older

4/2/2013

Year

Fatalities* 

(F)

Serious 

Injuries** 

(A)

Total Older 

Driver & 

Ped F&A Year

People Age 65 

and Over per 

1,000 

Population***

Range of 

Years

5-Year 

Average 

Rate^

Rounded 

5-Year 

Average 

Rate^

2005 72 169 241 2005 126 2005-2009 1.52 1.5

2006 57 161 218 2006 129 2007-2011 1.36 1.4

2007 72 148 220 2007 130 ^ formula per FHWA MAP-21 Section 142, Attachment 1

2008 44 102 146 2008 133

2009 48 113 161 2009 135

2010 46 140 186 2010 139

2011 50 162 212 2011 143

* source: Fatality Analysis Reporting System (FARS) *** source: FHWA MAP-21 Section 142, Attachment 2

** source: ODOT Statewide Crash Data System (CDS)

Appendix C:

Table 3: Five-Year Averages Table 1: Older Driver & Pedestrian Fatalities and 

Serious Injuries by Year Table 2: Population per 1,000