New Hampshire 2006 Five Percent Report
This report is in response to the Federal requirement that each state describe at least 5 percent of its locations currently exhibiting the most severe highway safety needs, in accordance with Sections 148(c)(1)(D) and 148(g)(3)(A), of Title 23, United States Code. Each state’s report is to include potential remedies to the hazardous locations identified; estimated costs of the remedies; and impediments to implementation of the remedies other than costs. The reports included on this Web site represent a variety of methods utilized and various degrees of road coverage. Therefore, this report cannot be compared with the other reports included on this Web site.
Protection from Discovery and Admission into Evidence—Under 23 U.S.C. 148(g)(4) information collected or compiled for any purpose directly relating to this report 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. |
Additional information, including the specific legislative requirements, can be found in the guidance provided by the Federal Highway Administration,
http://safety.fhwa.dot.gov/safetealu/fiveguidance.htm.
5% Report
New Hampshire Department of Transportation
(2006)
Section 1401 of SAFETEA-LU amended Section 148 of Title 23 USC to transform the existing Highway Safety Improvement Program (HSIP) into a “core” FHWA program with separate funding, replacing the Hazard Elimination Program in 23 USC 152, effective October 1, 2005. The purpose of the HSIP as stated in Section 148(b)(2) is to reduce fatalities and serious injuries on public roads. As part of the new HSIP, States are required to do an analysis of their crash data and submit an annual report describing not less than 5 percent of their highway locations exhibiting the most severe safety needs [Section 148(c)(1)(D)].
The analysis must identify hazardous locations, roadway sections and elements and, “using such criteria as the State determines to be appropriate, establish the relative severity of those locations in terms of accidents, injuries, deaths, traffic volume levels, and other relevant data”. The New Hampshire Department of Transportation (NHDOT) has analyzed the available crash data for 2002 to 2004 to determine the State’s top 5 percent of locations exhibiting the most severe safety needs. This analysis was based solely on the crash record data available from the New Hampshire Department of Safety, and included fatalities and injury type accidents only. The injury accidents included all injuries regardless of the severity.
The following describes the methodology used, summarizes the locations identified, potential remedies, estimated costs, and implementation impediments. Also included is supplemental information for each site.
The data used and estimates developed were based on basic information and will need further review before any final selection of projects to utilize HSIP funds. In addition, this data will require further screening to verify the data is indicating the appropriate location for selection of a segment/intersection for each functional class of roadway. This may result in a change in the identified crash location and/or type of remedy. As the NHDOT improves its process for collecting crash data, a more in depth analysis of the crash locations and solutions will be accomplished.
Methodology
The NHDOT reviewed the available crash data for all state and public roads in New Hampshire to identify the top 5 percent of the State’s locations with the most severe safety needs. The analysis was based on crash rates developed from the 2002 to 2004 fatal and injury crash data from the Department of Safety. This analysis was done for roadway segments from each functional classification of the State’s roadway system, which included the interstate system, arterials (major and minor), and collectors (major and minor). Roads classified as ”local” roads were not included in the roadway segments as the NHDOT does not have traffic volume data for local roads needed to determine crash rates. The crash rates for the roadway segments were based on the number of fatal and injury crashes/million vehicle miles traveled (MVMT) for the most recent three (3) years of data (2002-2004). The roadway segments that were evaluated were segments with lengths greater than 1500 feet in order to reduce the potential for anomalies in the data that might be related to intersection type crashes.
The NHDOT also analyzed intersection crash data for each functional classification of the State’s roadway system, which included arterials (major and minor), collectors (major and minor) and local roads. The crash data used was based solely on the total number of fatal and injury crashes at each of the intersections, as the NHDOT does not have complete traffic volume data for some intersections (which was needed for determining the crash rate).
For each functional classification of roadway stated above, the NHDOT identified twenty (20) of the segments with the highest injury crash rates, and twenty (20) of the intersections with the highest number of total fatal and injury crashes. The five percent of each of these roadway segments and intersections that data showed as having the highest crash rate (or total crashes) was selected for further evaluation. As noted above, each roadway segment identified was evaluated using crash rates consisting of the total number of fatal and injury accidents/ MVMT. The crash rate for each segment selected was compared to the statewide average crash rate for each of their respective functional classification. Analysis for each intersection relied solely on the total number of crashes and was not further evaluated using another method, as the data needed was limited.
Once the roadway segments and intersections indicated as having the most severe safety needs were identified for each functional class, a safety review was performed for each segment and intersection to identify the problem(s) and identify potential remedies. The potential remedies and rough cost estimates were based on the NHDOT ‘s preliminary reviewsand statewide average costs, and a further detailed improvement study and cost estimates will need to be performed during the formal project development process, which may result in a change to the details and costs of potential remedies.
The FHWA guidance for the 5 percent Report also requires that impediments to implementation of the remedies other than costs be identified. Each segment and intersection evaluated for improvements was also reviewed to determine potential impediments to such improvements.
Extent of Public Road Coverage
As noted above, for roadway segments, the NHDOT has the number of fatal and injury crashes on all State and local roads. However, the NHDOT does not have traffic volume information for local roads, which is needed to develop crash rates for local road segments. For intersections, the number of fatal and injury crashes is available for all State and local roads, but the NHDOT does not have complete traffic volume information for some intersections. It was decided to use the total number of accidents for the intersection analysis in the 5% Report, and not a “crash rate”, as there was no way to develop a rate without having the traffic volumes.
Schedule of Upgrading Crash and Roadway Data Systems
The NHDOT is currently working on the Strategic Highway Safety Plan (SHSP), which includes an emphasis area for improving data. It is anticipated that the SHSP will identify strategies to improve the data, such that the extent of coverage for all public roads and the elements needed for the crash analysis, can readily be made available. The SHSP strategies for improving data are intended to be identified within the next six months.
In addition, the NHDOT is already engaged in an effort with the University of New Hampshire to improve the timeliness and accuracy of crash reporting. The project is being linked to an existing police vehicle project known as “Project 54”, which uses an in-vehicle computer system. This will allow officers to enter crash information into an electronic form at the time of the crash using the existing Project 54 voice activated computer system. The report will later be electronically uploaded to a central database providing more accurate information to be collected in a quicker time frame. Software development for this initiative is under way and it is anticipated it will be instituted in the next couple of years.
Improving traffic volume data will likely require the NHDOT to work with the Regional Planning Commissions and communities to collect traffic information, and provide it to the NHDOT. It is anticipated that the improvement in the collection of traffic volume data will occur over the next 12 months.
Years Used In Crash Data Analysis
As noted above, the most recent three years of crash data information available for this report is 2002 to 2004. It is anticipated that strategies coming from the SHSP’s emphasis area on data will include different approaches to achieving more-timely reporting of crash data.
Contact Information
Craig Green, PE
Administrator, Bureau of Highway Design
NH Dept. of Transportation
P.O. Box 483, 7 Hazen Drive
Concord, N.H. 03302-0483
5 % Report for Segments
| Location | Potential Remedies | Estimated costs | Implementation Impediments | Comments |
|---|---|---|---|---|
| Franconia I-93 1500’ segment between the Tramway interchange and the NH 18 interchange (Interstate) |
Improve signing to eliminate confusion by constructing an overhead sign prior to the NH 18 interchange | $100,000 | Getting approval to place a over-head sign in the National Forest | Major Crash Type – collision with fixed object |
| Advance signing on I-93 to alert drivers to Tramway on- ramp and merge | $10,000 | Getting approval to place additional signs in the National Forest | ||
| Concord US 3 2200’ segment between Airport Rd. and the Concord/Pembroke town line. (Major Arterial) |
Provide additional signing to alert drivers to outside through lane becoming a right turn lane | $20,000 | None | Major Crash Type – collision with another vehicle |
| Rumney NH 25 -1500’ segment from Dorchester Rd to Rumney/Wentworth T/L (Minor Arterial) |
Provide additional signs of changing road conditions from open road to a built up area |
$10,000 | None | Major Crash Type – collision with another vehicle |
| Richmond NH 32 2500’ segment of NH 32 between the NH/Mass state line and Tully Brook Rd. (Major Collector) |
Increasing the clear zone by removing trees and widening the ditch area. |
$100,000 | This is a scenic New England roadway. To increase the clear zone would likely result in community opposition. Will require right-of-way acquisition | Major Crash Type – collision with fixed object Estimate does not include right-of-way costs |
| Improve sight distance by improving the roadway geometry | $150,000 | Will require right-of-way acquisition | Estimate does not include right-of-way costs | |
| Lempster Allen Rd. 1.4 mile section of Allen Rd between Lempster/Acworth town line and Lempster St. (Minor Collector) |
Increasing the clear zone | $100,000 | This is a scenic New England roadway. To increase the clear zone would likely result in community opposition. | Major Crash Type – collision with fixed object Some work is currently under way to repair the pavement and improve slopes. |
5% Report for Intersections
| Location | Potential Remedies | Estimated costs | Implementation Impediments | Comments |
|---|---|---|---|---|
| Manchester Intersection of West Bridge St./Eddy Rd./Armory St/McGregor St (Major Arterial) |
Over-head signs to line up traffic | $250,000 | City may have other priorities | Major Crash Type – collision with another vehicle |
| Enforcement of red light running | $50,000 | Limited police resources | ||
| Rochester Intersection of North Main St/Walnut St./Jackson St. (Minor Arterial) |
Signalize North Main St/Walnut St. and make Jackson St a one-way in | $300,000 | Public resistance to making Jackson St. one-way | Major Crash Type – collision with another vehicle |
| Claremont Intersection of Washington St/Water St (Major Collector) |
Over-head sign to line up traffic into the correct lanes | $250,000 | The limited distance to locate the over-head sign | Major Crash Type - collision with another vehicle |
| Newbury Intersection of NH 103/Mountain Road (Minor Collector) |
Advance signing of entering and exiting traffic | $20,000 | Major Crash Type – collision with another vehicle | |
| Creation of left turn lane on NH 103 for left turns into Mountain Rd | $500,000 | Right-of-way impacts | Cost does not include right-of-way | |
| Barrington Intersection of NH 126/Province Road |
Cut back the embankment to improve sight distance | $250,000 | Potential right-of-way impacts | Major Crash Type – collision with another vehicle Cost does not include right-of-way |
