Oklahoma 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.
November 17,2006
Mr. Gary D. Corino
Division Administrator
Federal Highway Administration - Oklahoma Division
300 North Meridian Avenue, Suite 105-S
Oklahoma City, OK 73 107-6560
RE: Oklahoma's Highway Safety Improvement Program (HSIP) ,5 Percent Renort
Dear Mr. Corino,
This letter serves as cover for the transmittal of Oklahoma's 3 Percent Revort representing our state's most severe safety needs for public roads, as stipulated by SAFETEA-LU amended section 140 of Title 23 of the United States Code to create the Highway Safety Improvement Program (HSIP).
In compliance with the requirements of the HSIP for Fiscal Year 2006, as stipulated by Section 130(g) of Title 23 of the United States Code, the following report is submitted by the Oklahoma Department of Transportation.
If you have any questions or comments, please feel fiee to contact me at (405) 52 1-2861.
Sincerely,
Harold R. Smart, P.E.
Chief Traffic Engineer
Oklahoma Department of Transportation
Executive Summary
Oklahoma’s 3.5 million citizens and its visitors depend on a safe and efficient transportation system to provide them with a high level of personal and commercial mobility, which enhances the quality of life in the state and supports Oklahoma’s growing economy. But travel on the state’s deteriorated roads and bridges continues to result in an unacceptable rate of fatal and serious traffic accidents.
This report looks at the causes of traffic fatalities and serious crashes in Oklahoma, analyzes vehicle travel and traffic safety trends statewide and concludes with recommendations about how traffic safety can be improved for Oklahoma’s motorists. Traffic safety data in this report is reported by the most recent year for which data is available.
The following are the most critical findings of the report:
Oklahoma’s traffic fatality rate is 16 percent higher than the national average. An average of 703 fatalities occur on Oklahoma’s roads each year. Studies have shown that roadway design is an important factor in approximately one-third of all fatal accidents.
There were 1.67 traffic fatalities per 100 million vehicle miles of travel in Oklahoma during 2004, which is 16 percent higher than the national average of 1.44 traffic fatalities.
Traffic crashes are a major source of fatalities in Oklahoma, with 3,516 people killed on the state’s roads between 2000 and 2004, an average of 703 fatalities per year.
The majority of people (93 percent) killed in traffic accidents in Oklahoma from 2000 to 2004 were occupants of vehicles. Seven percent of those killed were pedestrians and less than one percent were bicyclists.
Several key factors that contribute to fatal and serious traffic accidents in Oklahoma include the safety design of the actual roadway, human behavior (speeding, drug and alcohol use, safety belt use, drowsiness or distraction), the safety features of the vehicle and the medical care of the victims.
The design of a roadway has been found to be an important factor in approximately one third of all fatal traffic accidents. Roadway safety factors that have a significant impact on traffic safety include lane widths, the angle of curves, the number of lanes and the presence or absence of roadway safety features such as adequate shoulders, rumble strips, guard rails, turn lanes, adequate lighting and signage, shielded or removed roadside obstacles, and median barriers.
TRIP has provided a list of the 100 road and highway sections in Oklahoma with the highest rate of fatal and injury accidents, based on data from 2002-2004 prepared by the Oklahoma Department of Transportation (ODOT).
The top ten sections of roads and highways with the highest rate of fatal and injury accidents are listed below.
| Rank | Route | County | FROM | TO | Fatal Crashes | Injury Crashes | Daily Travel |
|---|---|---|---|---|---|---|---|
| 1 | SH-82 | Cherokee | .20 mi. N of SH-51spur | 3.0 mile east of SH-51 spur | 3 | 23 | 5,560 |
| 2 | SH-10 | Ottawa | County Road NS 618 | .40 mile north of NS 590 | 3 | 23 | 5,662 |
| 3 | SH-266 | Rogers | County Road NS 407 | .1 mi. E of McGuire Rd/NS 409 | 3 | 22 | 7,800 |
| 4 | US-70 | Marshall | SH-99, in Madill | .80 mile east of RR Overpass | 1 | 27 | 3,537 |
| 5 | SH-3 | Oklahoma | Wilshire Blvd. Warr Acres | Ann Arbor Rd. in Warr Acres | 2 | 77 | 49,400 |
| 6 | SH-77H | Cleveland | Jct. US-77 | 0.33 mi. N of Robinson Avenue | 2 | 185 | 20,200 |
| 7 | SH-74 | Cleveland | Jct. I-35 | Jct. US-77 | 0 | 201 | 24,000 |
| 8 | SH-3E | Pottawatomie | I-40 in Shawnee | SH-18 in Shawnee | 1 | 131 | 15,700 |
| 9 | SH-74A | Cleveland | I-35 | US-77 | 0 | 186 | 19,035 |
| 10 | SH-10 | Delaware | US-59 in Grove | .20 Mi. E of County Rd NS 650 | 1 | 35 | 6,248 |
TRIP’s rankings are based on the number of fatal crashes and accidents resulting in injury occurring on these road sections factored against the length (in miles) of the section and how many vehicles are using the section daily.
A listing of the 25 routes with the highest fatal and serious injury accident rates is in the body of the report, and the top 100 routes are listed in Appendix A.
Traffic accidents take a tremendous economic toll on a community, in addition to the suffering and grief that they cause to those injured or killed and their loved ones.
The National Highway Traffic Safety Administration (NHTSA) estimates that in 2004, the economic cost of vehicle crashes in Oklahoma was $2.7 billion, which is $769 per person in the state. These costs include medical costs, lost economic and household productivity, psychological or emotional trauma, property damage and travel delays.
The traffic fatality rate on Oklahoma’s rural, non-Interstate roads is nearly three times higher than on the state’s other roads. The high rate of traffic fatalities on Oklahoma’s rural, non-Interstate roads is a result of inadequate roadway safety design, higher speeds traveled on rural roads and longer emergency response times in rural areas.
The traffic fatality rate in 2004 on Oklahoma’s non-Interstate rural roads was 2.79 traffic fatalities per 100 vehicle miles of travel, which is more than three times higher than the traffic fatality rate on all other roads and highways in the state (0.99).
Two-thirds – 63 percent – of all traffic fatalities in Oklahoma from 2000 to 2004 occurred on rural non-Interstate roads, higher than the national average of 50 percent. Approximately 37 percent of travel in Oklahoma takes place on non-Interstate rural roads.
Rural roads are more likely than urban roads to have only two lanes, have narrow lanes, limited shoulders, excessive curves and steep slopes alongside roadways. In many cases, these are makeshift roads that have been updated or converted over the years to State Highway standards, with little consistency in design features.
Fatal non-Interstate rural accidents are more likely than fatal accidents on all other routes to occur once a vehicle has left the roadway. Nationwide from 1999 to 2003, 47 percent of all fatal accidents on non-Interstate rural roads involved a vehicle leaving the roadway, whereas only 35 percent of fatal traffic accidents on all other routes involved a vehicle leaving the roadway.
Motorists are approximately four times more likely to be involved in a fatal collision between vehicles going in opposite directions while traveling on a rural, non-Interstate route than on any other roads. In 2002 and 2003, the national rate of fatal accidents per 100 million vehicle miles of travel involving vehicles going in opposite directions was 0.50 on rural, non-Interstate routes and 0.12 on all other roads.
Oklahoma has experienced steady population growth in recent years, which, combined with a regular influx of tourists and other visitors, has resulted in a significant increase in annual vehicle travel.
Oklahoma’s population reached 3.5 million people in 2004, an increase of 12 percent since 1990.
Vehicle miles of travel increased by 40 percent from 1990 to 2004, from 33.1 billion vehicle miles of travel annually to 46.4 billion.
There are numerous roadway safety improvements that can be made to reduce serious accidents and traffic fatalities. These improvements are designed largely to keep vehicles from leaving their designated lane and to minimize the consequences if a vehicle does leave it’s lane.
The type of safety design improvement that is appropriate for a section of road will depend partly on the amount of funding available and the nature of the safety problem on that section of road.
Low cost safety improvements include rumble strips, centerline rumble strips, improving signage and pavement/lane markings, installing lighting, removing or shielding roadside obstacles, the use of chevrons and post-mounted delineators along curves, and upgrading or adding guardrails.
Moderate-cost improvements include adding or paving shoulders, resurfacing pavements and adding median barriers.
Moderate to high-cost improvements include improving roadway alignment, reducing the angle of curves, widening lanes and adding intermittent passing lanes or adding a third or fourth lane.
Sources of information for this report include the Oklahoma Department of Transportation, the Federal Highway Administration, the National Highway Traffic Safety Administration, and the U.S. Department of Transportation.
Introduction
Whether people are traveling to work, school, shopping or visiting friends, getting home safely is the most important consideration. And with travel continuing to increase in Oklahoma, it is important that every practical step is taken to minimize the likelihood of traffic accidents that can result in serious injuries and deaths.
This report looks at recent trends in highway safety in Oklahoma and ranks the sections of roads and highways in the state with the highest fatal and serious injury accident rates. The report also recommends steps that can be taken to further improve highway safety in Oklahoma.
Trends in Population and Travel Growth in Oklahoma
Oklahoma residents enjoy modern lifestyles that rely on a high level of personal and commercial mobility. Significant increases have occurred in the state’s population and the rate of travel of its residents in recent years. Oklahoma’s population reached 3.5 million people in 2004, an increase of 12 percent since 1990.1 Similarly, from 1990 to 2004, vehicle miles of travel in Oklahoma increased by 40 percent, from 33.1 billion vehicle miles of travel annually to 46.4 billion.
Traffic Fatalities in Oklahoma
There are several key factors that contribute to fatal and serious traffic accidents in Oklahoma. These factors include human behavior, the safety features of the vehicle, the medical care of the victims and the safety design of the actual roadway.2 The design of a roadway has been found to be an important factor in approximately one third of all fatal traffic accidents. Roadway safety factors that have a significant impact on traffic safety include lane widths, the angle of curves, the number of lanes and the presence or absence of roadway safety features such as adequate shoulders, rumble strips, guard rails, turn lanes, adequate lighting and signage, shielded or removed roadside obstacles, and median barriers. Human behavioral issues include whether safety belts are used, whether a driver is impaired by alcohol or drugs, whether a driver is distracted or drowsy or whether a driver is speeding.
Traffic accidents are a major source of fatalities in Oklahoma, with an average of 703 people killed annually in highway vehicle accidents over the last five years (2000-2004). During the 2000 to 2004 period, 3,516 people were killed in traffic accidents in Oklahoma – an average of 703 fatalities per year.3
From 2003-2004, the number of traffic fatalities in Oklahoma increased 15 percent, the fourth highest increase in the nation.4
Chart 1. Annual traffic fatalities in Oklahoma from 2000 to 2004
| YEAR | FATALITIES |
|---|---|
| 2000 | 650 |
| 2001 | 682 |
| 2002 | 739 |
| 2003 | 671 |
| 2004 | 774 |
Source: TRIP analysis of National Highway Traffic Safety Administration data
There were 1.67 traffic fatalities per 100 million miles of travel in Oklahoma during 2004, 14 percent higher than the national average of 1.44 traffic fatalities per every 100 million vehicle miles of travel.5
Traffic accidents take a tremendous economic toll on a community, in addition to the suffering and grief that they cause to those injured or killed and their loved one. The National Highway Traffic Safety Administration (NHTSA) estimates annually the total economic costs of motor vehicle crashes in each state. In 2004, NHTSA estimates that the cost of vehicle crashes in Oklahoma was $2.7 billion, which is $769 per person.6 These costs include medical costs, lost economic and household productivity, psychological or emotional trauma, property damage and travel delays.
The majority of people (93 percent) killed in traffic accidents in Oklahoma from 2000 to 2004 were occupants of vehicles; seven percent of those killed in traffic accidents were pedestrians and less than one percent were bicyclists.7
Rural Traffic Safety
Oklahoma’s rural, non-Interstate roads have a significantly higher fatality rate than other roads in the state. The traffic fatality rate in 2004 on Oklahoma’s non-Interstate rural roads was 2.79 traffic fatalities per 100 vehicle miles of travel, which is nearly three times higher than the traffic fatality rate on all other roads and highways in the state (0.99).8 The national traffic fatality rate on rural-non-Interstate routes in 2004 was 2.66 and on all other roads nationally, the rate of traffic fatalities per 100 million VMT was 0.95.9
A disproportionately high share of highway fatalities occur on Oklahoma’s rural, non- Interstate roads. In 2004, 37 percent of vehicle travel in Oklahoma occurred on rural, non- Interstate roads, compared to a national average of 27 percent.10 In 2004, 63 percent of traffic fatalities in Oklahoma occurred on rural, non-Interstate routes, compared to a national average of 50 percent.11
There are several reasons that traffic fatality rates on rural, non-Interstate routes are higher than all other routes. These reasons include higher speeds traveled on rural roads, longer emergency vehicle response times in rural areas and inadequate roadway safety design on rural roads. Because rural roads have fewer intersections than urban roads and are more likely to provide travel between urban areas, they often have higher speed limits than many urban routes. Rural traffic accidents often occur in more remote locations than urban accidents. As a result, emergency medical care following a serious accident is often slower, contributing to a higher traffic fatality rate on rural roads.
Traffic fatality rates on rural roads are also higher than on urban roads, partly because rural roads are less likely to have adequate safety features and are more likely than urban roads to have two-lanes.
Rural routes have often been constructed over a period of years and as a result, often have inconsistent design features for such things as lane widths, curves, shoulders and clearance zones along roadways.12 Many rural roads have been built with narrow lanes, limited shoulders and excessive curves and steep slopes alongside roadways.13 In many cases, these are makeshift roads that have been updated or converted over the years to State Highway standards, with little consistency in design features. A desirable lane width for collector and arterial roadways is at least 11 feet.
Vehicles driving on non-Interstate rural roads are far more likely than vehicles traveling on all other roads to be involved in a fatal collision with another vehicle going in the opposite direction. Nation-wide, during 2002 and 2003, 51 percent of all fatal multi-vehicle collisions involved vehicles going in opposite directions, compared to 33 percent of all fatal multi-vehicle collisions on all other routes.14
Yet very few rural traffic fatalities occurred while one vehicle was trying to pass another. From 1999 to 2003, only three percent of all vehicle occupants killed in rural, non-Interstate accidents died in crashes where one vehicle was trying to pass another vehicle.15 This percentage is only slightly higher than the two percent of vehicle occupants who were killed in accidents on all other routes that involved one vehicle trying to pass another vehicle.
A 2003 report on head-on collisions by the National Cooperative Highway Research Program instead found that "most head-on crashes are likely to result from a motorist making an 'unintentional' maneuver – the driver falls asleep, is distracted, or travels too fast in a curve."16
Oklahoma's Routes with High Accident Rates
While fatal and serious traffic accidents occur throughout the state, some sections of roads and highways in Oklahoma have been found to have higher fatal and injury accident rates. Based on data for 2002 through 2004 supplied by the Oklahoma Department of Transportation, TRIP has ranked the 100 sections of roads and highways in Oklahoma with the highest rates of accidents which resulted in fatalities or injuries. The ranking takes into account the number of fatal and injury crashes, the amount of daily travel on the road or highway section and length (in miles) of the section. Fatal crashes have been given greater weight in the ranking of the sections.
The top 25 sections of roads and highways with the highest rate of fatal and injury accidents are listed below. A list of the top 100 Oklahoma routes with fatal and serious injury accidents is in Appendix A.
Chart 2. Top 25 Oklahoma Roads with the Highest Fatal and Serious Injury Accidents Rates
| Rank | Route | County | From | To | Fatal Crashes | Injury Crashes | Daily Traffic |
|---|---|---|---|---|---|---|---|
| 1 | SH-82 | Cherokee | .20 mi. N of SH-51spur | 3 mi E of SH-51 spur | 3 | 23 | 5,560 |
| 2 | SH-10 | Ottawa | County Road NS 618 | .4 mi. N of NS 590 | 3 | 23 | 5,662 |
| 3 | SH-266 | Rogers | County Road NS 407 | .1 mi. E McGuire Rd/NS 409 | 3 | 22 | 7,800 |
| 4 | US-70 | Marshall | SH-99, in Madill | .8 mi. E of RR Overpass | 1 | 27 | 3,537 |
| 5 | SH-3 | Oklahoma | Wilshire Blvd. in Warr Acres | Ann Arbor Rd. in Warr Acres | 2 | 77 | 49,400 |
| 6 | SH-77H | Cleveland | Jct. US-77 | 0.3 mi. N of Robinson Avenue | 2 | 185 | 20,200 |
| 7 | SH-74 | Cleveland | Jct. I-35 | Jct. US-77 | 0 | 201 | 24,000 |
| 8 | SH-3E | Pottawatomie | I-40 in Shawnee | SH-18 in Shawnee | 1 | 131 | 15,700 |
| 9 | SH-74A | Cleveland | I-35 | US-77 | 0 | 186 | 19,035 |
| 10 | SH-10 | Delaware | US-59, in Grove | .2 mi. E of County Rd NS 650 | 1 | 35 | 6,248 |
| 11 | US-77 | Kay | Virginia Ave. in Ponca City | SH-11East | 1 | 89 | 10,500 |
| 12 | US-81 | Grady | SH-19 | Georgia Avenue in Chickasha | 2 | 81 | 15,000 |
| 13 | US-62B | Muskogee | US-69/32nd St. in Muskogee | US-64B/Main St. | 0 | 106 | 13,200 |
| 14 | I-40 | Oklahoma | Jct. MacArthur Blvd. | Jct. May Avenue | 6 | 342 | 99,200 |
| 15 | US-177 | Payne | Jct. SH-51 | 3 mi N of Jct. SH-51 | 0 | 173 | 14,700 |
| 16 | SH-3 | Oklahoma | 3 mi E of Canadian Co. Line | Jct. SH-74 | 4 | 275 | 54,500 |
| 17 | I-40 | Oklahoma | 3 mi. E of Jct. I-35 | 6 mi. E of I-35 | 6 | 168 | 57,800 |
| 18 | I-44 | Tulsa | 1.1mi. E of Jct. US-75 | 0.72 miles west of Yale Ave. | 5 | 223 | 73,700 |
| 19 | SH-20 | Tulsa | Memorial Dr. in Collinsville | 7th Ave, in Collinsville | 1 | 15 | 5,818 |
| 20 | US-75A | Creek | 0.25 mi N of Pole Cat Creek | SH-66 | 0 | 77 | 8,400 |
| 21 | US-59 | Leflore | US-271/SH-112 in Poteau | Stadium Dr. in Poteau | 1 | 95 | 15,000 |
| 22 | US-59 | Delaware | County Road EW 344 | County Road EW 313 | 1 | 24 | 7,013 |
| 23 | US-77 | Cleveland | Jct. Main Street - Norman | 1.6 mi N of Robinson Avenue | 0 | 176 | 18,000 |
| 24 | US-77 | Carter | SH-199/Broadway Ave. in Ardmore | Country Club Rd. in Ardmore | 1 | 64 | 10,400 |
| 25 | I-40B | Custer | I-40(West) in Weatherford | I-40(East)in Weatherford | 0 | 61 | 10,800 |
Source: TRIP analysis of Oklahoma Department of Transportation data.
Making Roads Safer
A variety of design improvements can help improve road safety. These improvements have as a goal keeping vehicles in the correct lane and minimizing the consequences of vehicles leaving the roadway.
The type of safety design improvement that is appropriate for a section of road or highway will depend partly on the amount of funding available and the nature of the safety problem on that section of road. Several studies have classified roadway safety improvements by both their effectiveness and their cost. These improvements include:
Low cost:
Rumble strips – Rumble strips have been found to reduce run off the road crashes by between 25 to 43 percent.17 Rumble strips are raised or grooved patterns constructed on the roadway’s shoulder.
Centerline rumble strips – Several states have started to install centerline rumble strips to alert drivers who may be encroaching or have strayed into an opposing lane.
Improved signage and pavement markings – Forty-two percent of traffic fatalities on rural, non-Interstate routes from 1999 to 2003 occurred while it was dark.18 Traffic signs and pavement markings represent the first line of crucial information for drivers and can help improve night-time visibility. Signs with greater retro-reflectivity, more visible pavement markings and raised, reflective lane makings can all help drivers stay on a roadway, particularly at night.
Install lighting – A recent study of the addition of street lighting at 49 isolated rural intersections in Minnesota found that nighttime crashes decreased by 35 percent after the addition of lighting.19
Removing or shielding road-side obstacles – Trees, large rocks, utility poles, heavy mail boxes and other road-side objects can be shielded, moved or moved back to reduce the likelihood of a vehicle leaving the roadway striking these objects.
Upgrade or add guardrails – Adding or improving guardrails has been found to reduce traffic fatality rates by between 50-58 percent.20
Chevrons and post-mounted delineators along curves – The use of chevrons or post-mounted delineators have been found to be effective in reducing accidents at curves by providing drivers with better visual cues about the presence and geometry of a curve.21
Moderate cost:
Install median barriers – Median barriers have been found to reduce traffic fatality rates by 65 percent.22
Adding turn lanes at intersections – The addition of left turn lanes at rural intersections, where necessary, has been found to reduce accidents by between 33 and 48 percent.23 The addition of right turn lanes at intersections, where necessary, has been found to reduce accidents by between eight and 26 percent.24
Resurfacing pavements - Resurfaced pavements have been found to result in a 25 percent reduction in fatal crashes.25
Moderate to high cost:
Add or pave shoulders – Paving or widening shoulders has been found to reduce traffic fatality rates by 10 to 35 percent, depending on the width of the widening and the location.26
Improved roadway alignment – Realigning roadways has been found to average a 50 percent reduction in traffic fatality rates.27
Construct intermittent passing lanes or two-way left-turn lane – Adding passing lanes has been found to reduce traffic fatality rates by 20 percent and the addition of a two-way left-turn lane has been found to reduce traffic fatality rates by 30 percent.28
Widen lanes – Making lanes wider has been found to reduce traffic fatality rates by eight to 10 percent. 29
Add lanes – A recent report on the likely safety benefit of converting two-lane rural roads into four-lane routes, found that traffic accident rates would be reduced by between 40 to 60 percent.
Efforts to Improve Traffic Safety in Other States
Numerous states are taking significant steps to try to reduce traffic fatalities. States are becoming more aggressive at gathering data on fatal traffic accidents to allow them to identify high accident locations and corridors and to determine which traffic safety improvements would be the most useful. State and local governments lack adequate funds to pay for many needed highway safety improvements, but are trying to spend their limited highway traffic safety money where and how it will provide the greatest increase in traffic safety. Some of the states that are taking significant steps to reduce rural, fatal traffic accidents include the following:
California: The California Highway Patrol is leading a task force to examine the safety of all state corridors and to identify the most high-risk corridors. The task force will recommend behavioral and infrastructure improvements that are needed on these high-risk corridors to improve traffic safety. The California Department of Transportation also has formed a task force to identify locations where a high number of run-off-the-road crashes are occurring. About twothirds of these locations identified in 2004 were rural. The agency plans to use cost-effective strategies to improve traffic safety at these locations.30
Georgia: Georgia is developing a plan to help reduce lane departure accidents. The plan calls for a combination of roadway design improvements, public education and enhanced law enforcement along key corridors. The state has begun adding shoulder rumble strips and centerline reflectors to help reduce run-off-the road crashes. 31
Mississippi: Mississippi has introduced a uniform crash reporting system to improve information on traffic accidents in the state and to help identify roadway sections most in need of safety improvements. The state is also testing various rumble strip patterns to determine which patterns would provide the greatest safety benefit, if introduced on numerous state roads.32
Pennsylvania: Since 1997, Pennsylvania has been performing roadway safety audits along key stretches of state roads and highways to identify safety problems so that appropriate safety design improvements can be selected. The state has also installed 300 miles of centerline rumble strips to help warn drivers who have strayed into an oncoming lane.33
Texas: In 2004, Texas identified 235 safety improvement projects that it planned to complete during the year. These projects include intersection beacon lights, widening lanes, adding rumble strips and removing trees near roads. Texas is assessing roadway safety needs along 30,000 miles of rural, two-lane roads, checking the appropriateness of speed limits, the condition of signs, and pavement markings and assessing pavement edge drop-offs or curve warnings. Based on these assessments, changes will be made to address the most important findings.34
Conclusion
Oklahoma motorists, businesses, and visitors to the Sooner State depend on the state’s system of roads and highways for safe and efficient travel. Unfortunately, fatal traffic accident rates in Oklahoma remain high. Rural road safety is of special concern in Oklahoma, given that more than a third of vehicle travel statewide is on its system of rural, non-Interstate roads.
A variety of design improvements can help improve road safety. These improvements can help minimize the consequences of driver error and vehicles leaving the roadway. Additional funding is required to help modernize Oklahoma’s highway system and improve traffic safety statewide.
References
1 TRIP analysis of U.S. Census Bureau data
2 United States General Accounting Office. Highway Safety: Federal and state efforts to Address Rural Road Safety Challenges (2004). P. 2.
3 TRIP analysis of National Highway Traffic Safety Administration (NHTSA) data; FHWA Highway Statistics 2003.
4 TRIP analysis of2004 National Highway Traffic Safety Administration (NHTSA) data.
5 TRIP analysis of NHTSA data and estimate of 2004 VMT based on FHWA Highway Statistics trends.
6 TRIP analysis of 2003 NHTSA and FHWA data. Total cost of vehicle crashes is a NHTSA estimate. TRIP calculated per person cost.
7 TRIP analysis of 2000 to 2004 NHTSA data; Fatality Analysis Reporting System, http://www-fars.nhtsa.dot.gov.
8 TRIP analysis of 2004 NHTSA and FHWA data; Highway Statistics 2004.
9 Ibid.
10 Growing Traffic in Rural America: Safety, Mobility, and Economic Challenges in America’s Heartland. TRIP, 2005. Appendix A.
11 Ibid.
12 Rural Road Safety: A Global Challenge. Public Roads September/October 1999. Federal Highway Administration. P. 4.
13 County Engineers Adopt Rural Road Safety Program. Minnesota Local Technical Assistance Program.
14 Ibid.
15 Ibid.
16 Guidance for Implementation of the AASHTO Strategic Highway Safety Plan. Volume 4: A Guide for Addressing Head-on Collisions. 2003. National Cooperative Highway Research Program. NCHRP Report 500.. P. I-2.
17 Kentucky Transportation Center. Development of Procedures for Identifying High-Crash Locations and Prioritizing Safety Improvements. 2003. P. 23.
18 TRIP analysis of NHTSA data.
19 Safety Impacts of Street Lighting at Isolated Rural Intersections. Isebrands, H., Hallmark, S., Hans, Z., McDonald, T., Iowa State/University/ Center for Transportation Research and Education.
20 Kentucky Transportation Center. Development of Procedures for Identifying High-Crash Locations and Prioritizing Safety Improvements. 2003. P. 23.
21 Volume 7: A Guide for Reducing Collisions on Horizontal Curves. National Cooperative Highway Research Program. Report 500. 2004. P. V-10.
22 Ibid. P. 23.
23 Safety Effectiveness of Intersection Left- and Right-Turn Lanes. Federal Highway Administration. 2002. Report No. FHWA-RD-02-103. P. 5.
24 Kentucky Transportation Center. Development of Procedures for Identifying High-Crash Locations and Prioritizing Safety Improvements. 2003. P. 5.
25 Ibid. P. 23.
26 Ibid. 24.
27 Ibid. P. 25.
28 Ibid. P. 24.
29 Ibid. P. 25.
30 United States General Accounting Office. Highway Safety: Federal and state efforts to Address Rural Road Safety Challenges (2004). P. 40.
31 Ibid. P. 41.
32 Safer Roadsides. Public Roads. U.S. Department of Transportation. January/February 2003. P. 15.
33 United States General Accounting Office. Highway Safety: Federal and state efforts to Address Rural Road Safety Challenges (2004). P. 44.
34 Ibid. P. 47.
