Gather data to identify specific safety problems that might be corrected and compare this data with the system-wide performance of similar highways. This can be conducted by gathering reports on the project location for at least 3 previous years. Use the Comprehensive Safety Dashboard and Crash Trees to identify both targeted treatments and systemic safety countermeasures;

Conduct a crash analysis. Refer to the and for diagnosis procedures to identify causes of collision, safety concerns, and crash patterns. Coordinate with DES-Project Delivery section for further guidance. Additional information is available from the Traffic Safety Division (TRF). Coordinate with District traffic personnel for more information on traffic safety and operational improvements. District traffic personnel have the expertise to suggest corrective safety countermeasures that should be designed into the 3R project;

Conduct a site inspection using experienced personnel to recognize opportunities for safety improvements within the common operating conditions of that individual roadway. This could include carcass data collection details (either within TxDOT or by a county or city) to determine if safety issues may be arising, if this is a natural pathway for wildlife movement;

Partner with maintenance personnel, local law enforcement, and EMS who are familiar with a particular route and can point out problem areas to the designer based on their experiences. These individuals frequently “work” crash locations and are called upon to perform corrective work necessitated by crashes;

Determine and verify existing geometry such as roadway widths, horizontal and vertical curvature, superelevation, stopping sight distance restrictions, location and design of intersections, side slopes, clear zone recovery distances, and other geometrics specific to the roadway section being examined;

Review the four-year

District Safety Plan

and applicable strategies. This review may identify operational or safety issues to be aware of and corrective measures that may be taken where practicable 3R projects should be developed consistent with the District Safety Plan and SHSP strategies;

If the analysis of crash history on an existing road identifies one or more crash patterns that are potentially correctable by a specific design improvement or it is anticipated that a safety improvement would reduce sufficient crashes over its service life to be cost effective, designers should consider potential improvements to the site that could be implemented in conjunction with the 3R project and select one or more alternative designs that may reduce the crash frequency and/or severity at the site for further evaluation. Refer to the for guidance on selecting countermeasures based on the crash patterns of interest and related crash contributing factors;

In addition to pavement repairs and geometric improvements, designers should consider incorporating intersection, roadside, and traffic control improvements into 3R projects that enhance safety, including wildlife crossing structures;

Evaluate less costly safety measures at horizontal curves where reconstruction cannot be accomplished such as widening narrow pavements, flattening steep side slopes, and removing or relocating roadside obstacles. Additionally, designers can consider High Friction Surface Treatment (HFST) to address deficiencies in curve radius or superelevation if good life-cycle cost benefits are determined;

Evaluate whether requirements are met and, if not, ensure the proposed design will meet the requirements;

Evaluate guard fence installations at bridge approaches, and existing bridge rails for rehabilitation or replacement;

Consider approach signing or delineation if appropriate, regardless of whether bridge widening is necessary on a particular project;

The TxDOT (found on the Safer by Design webpage on TxDOT.gov) uses proven safety measures that are based on the predictive methods included in the . This tool, however, is unique to Texas roadway facilities and provides quantitative scores that are specific to how a change in a roadway design feature may directly influence the safety performance of a roadway. This tool provides an approach for evaluating potential improvements prior to implementation. A safety score should be determined early in the project development process so that the designer can optimize the proposed safety performance. Refer to TxDOT’s for additional information on when the TxDOT Safer By Design Tool should be utilized. The tool should also be used anytime future geometric improvements are programmed;

Before developing construction plans and specifications, designers should document the project evaluation, and the design criteria which will be used. Other evaluation methods not presented here have also been successfully used to identify potential safety problems. These other methods may be used at the designer’s option to meet the particular needs of the project;

The level of safety analysis (i.e., crash analysis and assessment of design alternatives) should be commensurate with the scale of the 3R project. For smaller scale 3R projects, a less detailed safety analysis is sufficient. For larger scale 3R projects, a more detailed safety analysis is recommended;

Upgrading guard fence to current standards;

Providing signing and pavement markings in accordance with the and the ;

Providing a skid-resistant surface; and

Safety end treating cross drainage pipe culverts 36 inches in diameter or smaller that are inside the respective clear zone.