Oklahoma Highway Safety Improvement Program FFY 2005 - 2012

References 39 Appendix A: Initial Request with HSIP Project Categories 40 Appendix B: B/C Ratio and EUAC 47 Appendix C: Discount Rates 49 Appendix D: Oklahoma Highway Safety Office Cra

Oklahoma Highway Safety Improvement

Program FFY 2005 - 2012

August 31, 2013

Written by:

Traffic Engineering Division

Oklahoma DOT

Table of Contents

Title Page 1

Table of Contents 2

A Program Structure 3

1 Program Administration 3

2 Program Methodology 4

B Progress in Implementing the HSIP Projects 8 1 HSIP Funds Available 8

2 General Listing of Projects 8

C Assessment of the Effectiveness of the Improvements (Program Evaluation) 31 1 Graphs of General Highway Safety Trends 31 2 Description of Overall HSIP Effectiveness 36 D High Risk Rural Roads Program (HRRRP) 38 E References 39 Appendix A: Initial Request with HSIP Project Categories 40

Appendix B: B/C Ratio and EUAC 47

Appendix C: Discount Rates 49 Appendix D: Oklahoma Highway Safety Office Crash Facts Book 51

Appendix E: Treatment of the Economic Value of a Statistical Life in 52

Departmental Analyses – 2011 Interim Revision

Program Structure

1 Program Administration

The following describes the practices for HSIP projects that are administered though the Traffic Engineering Division The field Division Offices administered approximately half of HSIP projects They selected these safety projects to address their need based on information about roadway, structures, maintenance status, pavement condition, and safety history

a How are HSIP funds administered in the state, i.e centrally or via

districts?

All of the HSIP funds are administered through ODOT’s Central Office

b Describe any innovative practices used to implement the HSIP

ODOT is currently in transition on the method in which sites are ranked for both segments and intersections We are currently using Bayesian methods for segments and severity-weighted rates for intersections

Road Safety Audits are currently conducted primarily on request to help recommend projects for hot spot locations Routine implementation of Road Safety Audits for HSIP projects is planned in the future if and when staffing levels permit

c Describe how local roads are addressed as part of the HSIP

The local roads are owned and operated by the local entity (county or city) and the data coverage represented in this report does not include county roads or city streets Local roads are not identified as part of the HSIP

Currently, ODOT’s database does have city and county road collisions within it However, these roads have two different coordinate systems than that of ODOT’s system and are not capable of being related to each other at this time Furthermore, the software is not capable of drawing comparisons across the three coordinate systems A considerable amount of resources and conjecture would have to be applied to yield any results

The Collision Analysis & Safety branch within Traffic Engineering Division of ODOT is striving to reach minimum resources to fulfill the requirements of the SHSP as well as other reporting requirements, e.g HSIP ODOT Traffic Engineering is currently working

on reporting systems for city and county roads These will be independent of the state

system and will be of some value The schedule for independent reporting and reporting all roads together as one system is indefinite

d Describe how highway safety improvement projects are selected for implementation

Currently, HSIP funds are used by ODOT exclusively; i.e there are no other entities that can apply and we have no competitive application process for these funds Crash

experience, as reflected by the annual Collision Data Digest (parallel to the former 5% report), is a factor in project selection but there is no single governing metric Possible B/C ratios are not estimated but some of the lists are ranked by expected crashes or expected crashes per mile, which may be taken as roughly proportional to a first

approximation of B/C ratio Sites for systemic improvement are chosen based on

roadway characteristics and sometimes on crash history; for certain improvements

specialized reports using Bayesian analysis are available to help optimize benefits There

is no established method for ranking systemic improvements relative to hot spot projects

2 Program Methodology

The following describes the practices for HSIP projects that are administered though the Traffic Engineering Division The other HSIP projects (approx half) that go through the other Divisions have their own practices

The program was last updated approximately in 1998

a Data Used

Crash

Crash data used to evaluate HSIP projects has a span of 5 years before the exact Work Start Date and 5 years after the exact Completion Date Fatality, incapacitating injury and non-incapacitating injury collisions (types K, A, B) are used Other than excluding possible injury and property damage only crashes (types C, O) all crash types are included

Site ranking typically uses 5 calendar years of prior crash data, including fatalities, incapacitating injuries, non-incapacitating injuries, and possible injuries (K, A, B, C) For many rankings, only certain crash types are considered, for instance only run-off-road or only non-intersection or only median-crossover

Exposure

Estimated AADT is used in both crash rate analysis and Bayesian methods

Population is not considered For intersections, mainline AADT is used instead of total entering vehicles due to an almost complete lack of traffic data for minor approaches

Roadway

Only data from Oklahoma Highways, U.S Highways, and Interstates (non-turnpike) were used in the Collision Data Digest and HSIP reports High-level roadway data (e.g urban/rural, 2-lane/multi-lane, divided/undivided, shouldered/unshouldered) are used to segregate some reports Median width was taken into account for ranking segments by potential for crossover collisions

b Project Identification Methodology

The Collision Data Digest and sometimes Road Safety Audits are used as guidance by Field Divisions to identify projects for safety hot spots In accordance with our SHSP, HSIP funds are also used for systemic improvements, including cable barrier, rumble strips, and upgrades to striping, including edgeline striping, and guardrail Systemic improvements are identified on the basis of past experience, including that of other states;

expected benefits and known maintenance issues are taken into account Data from the Crash Modification Factor Clearinghouse is often used to help evaluate potential systemic programs and sometimes other projects

c Summary of Targeted Programs being Implemented under the HSIP

SHSP targets currently being addressed with HSIP funds include median crossovers, lane departures, intersections, and rural highways

Median crossover collisions are being addressed by systemic application of median cable barrier, which has been notably successful

Lane departures are being addressed by application of shoulder rumble strips

(systemically for new construction as well as selected retrofits), as well as systemic

upgrades to guard rail and striping, including edgeline striping Some shoulder cable barrier has also been placed and more is planned

Intersection crashes are being addressed by a policy of systematically funding the highest ranked intersections recommended for traffic signals each year by the Field Divisions Implementation has been initiated of systemic sign, signal and marking improvements as

recommended by the FHWA Intersection Safety Assistance Program; at present these improvements are supported by maintenance funds

Rural highways have been given increased attention by separating rural 2-lanes into their own reports and are now ranked by Highway Safety Manual methods using Safety

Performance Functions Rural 2-lane highways are targeted especially for guardrail improvements, shoulder rumble strips, and shoulder widening

Procedures for Road Safety Audits have been established and we are planning to make them an integral part of project identification and selection when resources permit

d Extent to which System Wide Improvements are Implemented as Part of the HSIP

We currently have four ongoing system wide projects which are: Cable Barrier, Guardrail, Intersection Improvement and Striping, including edgeline striping These are funded partly by HSIP funds and partly by other sources

In 1998 in coordination with FHWA and ODOT, a Guardrail Improvement Safety Policy was developed and implemented to address substandard guardrail and end treatments The policy not only outlines strategies for ODOT’s maintenance forces but also for new construction projects It was decided to fund guardrail projects each year and plan

development would occur in of ODOT’s Traffic Engineering Division These projects have created new guardrail and end treatments that are up to date with industry and highway standards and these projects are still ongoing today It is expected the projects will continue until we are fully updated

ODOT has provided upgraded striping, including edgeline striping and delineation through the use of HSIP and/or other funds Paint is being replaced with multipolymer and

thermoplastic, and striping, including edgeline striping, on controlled access highways is being widened from 4” to 6” In recent years, progress has been made to provide these improvements in a data-driven manner In 2010, a decision matrix was finalized for the type and size of striping, including edgeline striping based on AADT and the type and condition of pavement

In 2012 ODOT received a plan for systemic intersection improvements from FHWA consultants, to be implemented over the next 5-10 years

Median cable barrier, initially treated as a hot spot mitigation, is now being treated more

as a systemic improvement

Systemic improvements to curves, including better delineation and some high friction surface treatments, are planned

Retroreflective borders on signal backplates have been established as standard for new

signals and a system wide retrofit is planned

e Extent to which Highway Safety Improvements Projects Align with the State’s SHSP

In accordance with our SHSP, ODOT is emphasizing rural locations and intersection improvements; we are implementing systemic improvements, especially to address roadway departure (i.e cable barrier, curve delineation, guardrail, and rumble strips); we are now considering only injury/fatality crashes in prioritizing locations and Traffic

Engineering use of HSIP funding is increasingly data-driven

f Project Prioritization Process

Prioritization is guided by the crash ranking demonstrated in the Collision Data Digest, with adjustments for field conditions, funding, road safety audits when available, and other circumstances

B Progress in Implementing the HSIP Projects

1 HSIP Funds Available1 (Programmed)

HSIP Project Funding Reporting Period: FFY 2012

Table 1

1 “Available Funds” are those funds that have been programmed in the

Statewide Transportation Improvement Program (STIP) for the reporting

period and can be expended on Highway Safety Improvement projects

2 General Listing of Projects

The following eight pages are a general list of all projects from FFY 2005-2013 that use(d) Federal safety funds The projects were identified using fund codes for HSIP, Hazard

Elimination, Optional Safety, HRRRP, and Rail-Highway Crossings, which included H020, H210, H240, H260, H280, Q280, L010, LY10, LY20, L05E, L05R, L01E, L21R, L24R,

L28R, LS30, LS2E, LS3E, LS4E, and LS5E Also included are all projects let by Traffic

Engineering Division in FFY 2008-2012 and all known cable barrier projects

When 5 years of “After” crash data are available for a project, a B/C ratio is reported B/C ratios are based on the Value of a Statistical Life and estimated maintenance cost at the time the B/C is first calculated

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