HomeMy WebLinkAboutRES 061025-5.S - Acceptance of the Williamson County Regional Safety Action Plan (RSAP)RESOLUTION NO. Mt oA55 -S
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
GEORGETOWN, TEXAS, ADOPTING THE WILLIAMSON COUNTY
REGIONAL SAFETY ACTION PLAN; REPEALING CONFLICTING
RESOLUTIONS; INCLUDING A SEVERABILITY CLAUSE; AND
ESTABLISHING AN EFFECTIVE DATE.
WHEREAS, the City Council has determined that a goal to reduce traffic crashes is
necessary to promote the safety, health and mobility of the Georgetown community; and
WHEREAS, through the Safe Streets and Roads for All (SS4A) grant program grant from
the United States Department of Transportation, and with the help of the Capital Area Metropolitan
Planning Organization, Williamson County completed a roadway safety plan and Willimason
County adopted the Williamson County Regional Safety Action Plan on May 20, 2025; and
WHEREAS, the City of Georgetown was an active participant in the safety plan and the
resulting plan identifies opportunities to improve safety on city of Georgetown roadways; and
WHEREAS, with the inclusion of those safety improvements within the plan, and the
acceptance of the Plan by the City Council, the City is now eligible to complete for future grant
funding in the Safe Streets and Roads for All (SS4A) grant program.
NOW THEREFORE BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY
OF GEORGETOWN, TEXAS:
Section 1. The meeting at which this resolution was approved was conducted in
compliance with the Texas Open Meetings Act, Texas Government Code, Chapter 551.
Section 2. The facts and recitations contained in the preamble of this resolution are hereby
found and declared to be true and correct and are incorporated by reference herein and expressly
made a part hereof, as if copied verbatim.
Section 3. The City Council of the City of Georgetown hereby accepts and adopts the
Williamson County Regional Safety Action Plan and directs City staff to seek future grants as
funding becomes available.
Section 4. All resolutions that conflict with the provisions of this resolution are hereby
repealed, and all other resolutions of the City not in conflict with the provisions of this resolution
shall remain in full force and effect.
Section 5. If any provision of this resolution, or application thereof, to any person or
circumstance, shall be held invalid, such invalidity shall not affect the other provisions, or
application thereof, of this resolution, which can be given effect without the invalid provision or
application, and to this end the provisions of this resolution are hereby declared to be severable.
Resolution Number: (Ol Oa 5 - S. S Page 1 of 2
Subject: Williamson County Regional Safety Action Plan acceptance
Date Approved: 4 10 1
Section 6. The Mayor is hereby authorized to sign this resolution and the City Secretary to
attest. This resolution shall become effective and be in full force and effect immediately in
accordance with the provisions of the City Charter of the City of Georgetown.
PASSED AND APPROVED on the low of Z,,,,2025.
ATTEST: THEki'FY OF GEORGETOWN:
Robyn Ibensmore, City Secretary
APPROVED AS TO FORM:
Skye asson, City Attorney
Schroeder, Mayor
Resolution Number: 0(0 1 O;, $ - 5.5 Page 2 of 2
Subject: Williamson County Regional Safety Action Plan acceptance
Date Approved: SL%yu, to 1 M5
WILLIAMSON COUNTY SAFETY ACTION PLAN
PART OF THE GREATER CAMPO REGIONAL
SAFETY ACTION PLAN
MAY 8, 2025
ACKNOWLEDGMENTS
PLAN DEVELOPMENT TEAM
Capital Area Metropolitan Planning Organization (CAMPO) — Nicholas Samuel, William Lisska, Doise Miers
DKS Associates — Houssam Ghandour, Renee Hurtado, Brian Chandler, Ben Wallach, Sheida Carugati, Harshala Sardar,
Daniel Tran, James Schwerdtfeger, Vanessa Choi -Clark, Nikki Davis
WILLIAMSON COUNTY SAFETY TASK FORCE
Williamson County— Bob Daigh, Kelly Murphy
City of Cedar Park— Randall Skinner
City of Georgetown — Lua Saluone, Dafne Valle Javier, Nathaniel Waggoner
City of Hutto — Matthew Rector
City of Jarrell —Jorge Hernandez
City of Leander — Ann Weis
City of Liberty Hill — McKenzi Hicks
City of Round Rock —Brian Kuhn
City of Taylor —Scott Dunlop, Tom Yantis
Capital Area Rural Transportation System (CARTS) — Ed Collins, David Marsh
Capital Area Metropolitan Transportation Authority (CapMetro) — Christopher Metzbower, Sean Cagan
Central Texas Regional Mobility Authority (CTRMA) — Oscar Solis
Texas Department of Transportation (TxDOT) Austin District — Brenda Guerra, Masoud Moradian, Kyle Russell, Amanda
Martinez, Raju Thapa
DISCLAIMER
Under 23 U.S. Code § 148 and 23 U.S. Code § 407, safety data, reports, surveys, schedules, lists, compiled or collected for
the purpose of identifying, evaluating, or planning the safety enhancement of potential crash sites, hazardous roadway
conditions, or railway -highway crossings are not 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 mentioned
or addressed in such reports, surveys, schedules, lists, or data.
THIS PLAN IS DEDICATED TO ALL THE LIVES LOST AND TO THOSE
WHO HAVE BEEN FOREVER CHANGED BECAUSE OF A TRAFFIC CRASH
IN WILLIAMSON COUNTY. A SINGLE DEATH OR SERIOUS INJURY ON OUR
ROADWAYS IS ONE TOO MANY.
LET US ACHIEVE THE ROAD TO ZERO TOGETHER.
ACRONYMS
CAMPO — Capital Area Metropolitan Planning Organization
CARTS — Capital Area Rural Transportation System
CRIS— Crash Records Information System
FHWA— Federal Highway Administration
HIN — High Injury Network
HSIP— Highway Safety Improvement Program
KABCO — Crash Severity Scale
K— Fatal Injury
A —Suspected Serious Injury
B —Suspected Minor Injury
C— Possible Injury
O — Non -injury
KA—Combined Fatal and Serious Injury
RSAP — Regional Safety Action Plan
SHSP — Strategic Highway Safety Plan
SAP —Safety Action Plan
SS4A — Safe Streets and Roads for All
TxDOT — Texas Department of Transportation
TxHSO — Texas Highway Safety Office
TABLE OF CONTENTS
EXECUTIVESUMMARY............................................................................................................................................ 1
THE ROAD SAFETY CHALLENGE IN WILLIAMSON COUNTY....................................................................1
THESAFETY ACTION PLAN.............................................................................................................2
ASAFER FUTURE AHEAD...............................................................................................................4
HOWDID WE GET HERE?........................................................................................................................................
5
SETTING THE STAGE FOR SAFETY....................................................................................................5
CAMPO REGIONAL SAFETY ACTION PLAN.........................................................................................5
VISION, GOALS, AND OBJECTIVES TO ACHIEVE A SAFER WILLIAMSON COUNTY............................................................
6
AVISION FOR THE COUNTY...........................................................................................................6
WILLIAMSON COUNTY'S ROAD TO ZERO GOALS.................................................................................7
ROAD TO ZERO SAFETY OBJECTIVES................................................................................................7
PERFORMANCE MEASURES AND EVALUATION...................................................................................9
SAFETYANALYSIS.................................................................................................................................................11
WHY DOES THE COUNTY NEED TO IMPROVE ROADWAY SAFETY?........................................................
11
DATA ANALYSIS METHODOLOGY...................................................................................................
11
SAFETY ANALYSIS RESULTS..........................................................................................................15
UNDERSERVED COMMUNITIES ANALYSIS................................................................................................................27
WHO IS MOST AFFECTED BY SAFETY IN THE COUNTY?......................................................................27
SUMMARY OF TRANSPORTATION SAFETY IN UNDERSERVED NEED AREAS OF WILLIAMSON COUNTY.........
31
ENGAGINGTHE COMMUNITY.................................................................................................................................32
ROUND1 ENGAGEMENT..............................................................................................................32
ROUND2 ENGAGEMENT..............................................................................................................35
WILLIAMSON COUNTY TASK FORCE...............................................................................................39
POLICYRECOMMENDATIONS.................................................................................................................................41
POLICYREVIEW.........................................................................................................................41
POLICY AND PROGRAM RECOMMENDATIONS FOR WILLIAMSON COUNTY............................................41
SAFETYCOUNTERMEASURES..................................................................................................................................42
SEGMENT -RELATED SAFETY COUNTERMEASURES.............................................................................42
INTERSECTION -RELATED SAFETY COUNTERMEASURES......................................................................45
VULNERABLE ROAD USER SAFETY COUNTERMEASURES.....................................................................48
SYSTEMIC SAFETY COUNTERMEASURE PACKAGES............................................................................53
TARGETED IMPROVEMENT DEVELOPMENT AND PRIORITIZATION..............................................................................54
TARGETED IMPROVEMENT DEVELOPMENT.....................................................................................
54
PRIORITIZATION........................................................................................................................
54
»> V
IMPLEMENTATION PLAN.......................................................................................................................................63
FUNDING SAFETY IMPROVEMENTS ................................................................................................ 63
CHAMPIONING POLICY CHANGES .................................................................................................. 63
MEASURING & MONITORING PROGRESS ........................................................................................ 63
* VI
LIST OF FIGURES
FIGURE 1: CRASHES (2019-2023) BY YEAR AND BY SEVERITY...........................................................
16
FIGURE 2: FATAL (K) AND SUSPECTED SERIOUS INJURY (A) CRASHES (2019-2023) BY YEAR ..................
17
FIGURE 3: FATAL AND SERIOUS INJURY CRASHES BY TYPE(2019-2023).............................................
17
FIGURE 4: HEAT MAP OF INTERSECTION CRASH DENSITY (2019-2023)......................................... I....
19
FIGURE 5: HEAT MAP OF NON -INTERSECTION CRASH DENSITY(2019-2023).......................................
20
FIGURE 6: EMPHASIS AREAS WITH THE MOST FATAL AND SERIOUS INJURY CRASHES (2019-2023).......
.. 21
FIGURE 7: HIGH INJURY NETWORK (INTERSECTIONS) (2019-2023)...................................................
25
FIGURE 8: HIGH INJURY NETWORK (SEGMENTS)(2019-2023)..........................................................
26
FIGURE 9: UNDERSERVED NEED AREAS IDENTIFIED IN WILLIAMSON COUNTY .....................................
28
FIGURE 10: FATAL AND SERIOUS INJURY CRASH RATE BY AREA, POPULATION, AND LANE MILES ...........
29
FIGURE 11: WILLIAMSON COUNTY SAFETY ACTION PLAN TASK FORCE MEETINGS SUMMARY .................
40
FIGURE 12: TARGETED IMPROVEMENT LOCATIONS CORRIDORS.....................................................
55
FIGURE 13: TARGETED IMPROVEMENT LOCATIONS INTERSECTIONS/SPOT LOCATIONS .......................
56
LIST OF TABLES
TABLE 1: FATAL AND SERIOUS INJURY (KA) CRASHES (2019-2023) BY EMPHASIS AREAS IN THE
UNDERSERVED NEED AREAS.......................................................................................................
30
TABLE 2:
RECOMMENDED SEGMENT -RELATED SAFETY COUNTERMEASURES ........................................
43
TABLE 3:
RECOMMENDED INTERSECTION -RELATED SAFETY COUNTERMEASURES .................................
46
TABLE 4:
RECOMMENDED VULNERABLE ROAD USER SAFETY COUNTERMEASURES ................................
49
TABLE 5:
LIST OF TARGETED CORRIDOR IMPROVEMENTS................................................................
S7
TABLE 6:
LIST OF TARGETED INTERSECTION/SPOT LOCATION IMPROVEMENTS ...................................
60
kVII
Williamson County Safety Action Plan I May 2025
Executive Summary
This Executive Summary describes the road safety challenge in Williamson County, provides an overview of the core
content in this Safety Action Plan, and describes why this will support a safer future.
The Road Safety Challenge in Williamson County
Every day, people travel on Williamson County
roads expecting to arrive safely. Unfortunately,
recent years have shown a troubling reality.
Between 2019 and 2023, Williamson County
experienced 229 fatal crashes and 1,044 serious
injury crashes. The individuals in these crashes
are our families, friends, and neighbors. The
effects of these roadway tragedies affect all
communities in Williamson County.
A detailed safety analysis identified the most
common contributors to fatal and serious injury
crashes, as illustrated in the graphic to the right.
The good news is that we know these tragedies
are preventable, and we are committed to
changing this story.
The project team carried out a series of analyses
and key activities to inform the development of
this Safety Action Plan. These activities included
safety analysis, underserved communities
analysis, community engagement efforts, and a
policy review. Through these efforts and
collaboration with stakeholders, a set of policy
recommendations, infrastructure projects, and
behavioral strategies were identified.
This plan includes 23 corridor enhancements
and 37 intersection improvements. The goal for
these recommendations is to enhance road
safety, ensuring that all residents and visitors
can work, live, and enjoy their activities in
Williamson County.
44,668
crashes in
Williamson
County from 2019
L to 2023 J
1% FATAL
2% SUSPECTED
SERIOUS INJURY
Between 2019 and 2023, Williamson
County experienced
229 fatal
crashes 1,044
serious injury
crashes
2019 2023
<42%
INTERSECTION -RELATED C 41%
�;F \
o •••. DEPARTURE <34%
SPEEDING DRIVERC 28%
�v BICYCLE/PEDESTRIAN < 12%
C�
0 10 20 30 40 50
Percent(%)
Proposed Safety -Driven Infrastructure Improvements:
23
36
Corridor
Intersection
Improvements
Improvements
* 1
Williamson County Safety Action Plan I May 2025
The Safety Action Plan
Williamson County and its member jurisdictions have joined
forces with regional and federal partners to tackle the
traffic safety issue directly. The Williamson County Safety
Action Plan (SAP) is a strategic initiative to establish a safer
transportation system. Embracing the vision that "All
streets and roads in Williamson County are safe, accessible,
and well-connected for all road users of all abilities —
pedestrians, cyclists, transit users, and drivers," the SAP
aspires to cut roadway fatalities and serious injuries in half
by 2035 and eliminate them entirely by 2050. Simply put,
everyone traveling in Williamson County should be able to
reach their destination safely every time.
This plan is part of the broader CAMPO Regional Safety Action Plan (RSAP), which aims to enhance traffic safety across the
region by addressing systemic safety needs and facilitating access to funding. Each member agency, including Williamson
County and its cities, contributes a county -level plan that aligns with the overarching goals of CAMPO and the statewide
Road to Zero initiative. This means our communities are not working alone — we are coordinating with neighboring counties
and aligning with national best practices.
The following subsections describe the core outcomes of the SAP: key strategies, community actions, countermeasure
identification and prioritization, and accountability and transparency.
KEY STRATEGIES
Achieving safer travel
in Wiliamson County requires a comprehensive, multi -faceted approach. The SAP outlines a range of
proven strategies that address roadway safety from different angles:
®
Safer Roads. Improving the design and operation of our roadways involves engineering solutions like
( 1114k
better signage, pavement markings, lighting, and intersection upgrades, as well as innovative designs
such as roundabouts and safer crosswalks. Many of these measures are low-cost, high -impact
changes that can dramatically reduce risk for all road users.
Safer Road Users. Fostering a culture of safety supports educational campaigns and law
enforcement to encourage responsible driving behavior and protect vulnerable road users. This
means expanding public outreach —from school programs for young drivers to awareness campaigns
about distracted and impaired driving— so that everyone understands their role in keeping our roads
safe.
QSafer
Alternatives. Providing and promoting safe options other than driving reduces exposure to
high-speed traffic, which reduces the risk of fatal and serious injury. Treatments include expanding
((DIVA
sidewalks, bike lanes, and trails; developing and expanding Safe Routes to School programs; and
enhancing public transit services and facilities to make travel safer and more accessible for those
who walk, bike, and roll.
2
Williamson County Safety Action Plan I May 2025
COMMUNITY ACTIONS
•• Equally important, the Wiliamson County SAP is community -focused. It was shaped by local input and
Ncalls for ongoing collaboration with cities, law enforcement, schools, businesses, and residents to
ensure the solutions make sense for our community. Community engagement and underserved
community considerations are foundational to the SAP. Public outreach was conducted to gather input
on safety priorities, revealing concerns about aggressive and distracted driving, speeding, and insufficient infrastructure for
pedestrians and cyclists. The underserved communities analysis ensures that safety improvements are prioritized in high -
risk areas disproportionately affecting underserved populations.
Crucially, the plan brings everyone to the table. Engineers, law enforcement, health professionals, educators, local officials,
and residents are all partners in this effort. This collaboration combines local knowledge with broad buy -in, making safety
initiatives more effective and reflective of community needs.
COUNTERMEASURE IDENTIFICATION AND PRIORITIZATION
ift By understanding where and why crashes happen, we can take targeted action before the next tragedy
occurs, rather than simply reacting afterward. The SAP employs a data -driven, systemic safety approach,
s recommending strategies aligned with the Texas Strategic Highway Safety Plan (SHSP) and the associated
■ Road to Zero framework.
■
Proposed countermeasures include low-cost systemic safety treatments such as signing and pavement
markings; behavior -focused initiatives including public education, enforcement programs, and community engagement; and
policy and program recommendations like developing a Safe Routes to School program or a Complete Streets policy. These
over -arching programs are supported with high -impact capital project recommendations at those intersections and
roadway segments exhibiting the most severe crash history.
Implementing the SAP involves prioritizing projects based on factors such as potential for crash reduction, cost-
effectiveness, benefits to vulnerable road users (e.g., bicyclists and pedestrians), and readiness for implementation.
Funding strategies encompass federal grants like the Safe Streets and Roads for All (SS4A) program, TxDOT-administered
funds from the Highway Safety Improvement Program (HSIP), and other state, regional, and local sources. Collaborative
efforts with entities such as TxDOT, CAMPO, local jurisdictions, transit agencies, law enforcement, and community
organizations are essential to the plan's success.
ACCOUNTABILITY AND TRANSPARENCY
O To ensure accountability, the SAP includes a performance measurement and evaluation framework that
tracks the funding, design, and construction of safety strategies over time, policy revisions implemented, and
the resulting changes in the number and severity of crashes on city, county, and state roads.
»> 3
.11
Williamson County Safety Action Plan I May 2025
A Safer Future Ahead
The Williamson County SAP is a commitment to
action and a roadmap to a safer future. By fully
understanding our safety challenges and
working together on proven countermeasures,
we are improving communities, so no family
fears a preventable, life -altering crash. We
acknowledge that the challenge is serious, but
we approach it with hope and determination,
knowing that even one death on our roads is
one too many.
With strong leadership, engaged community partners, and a focus on saving lives, Williamson County, its cities, and all
safety stakeholders are on a clear path toward safer roads for all residents and visitors. Each step we take —every
intersection improved, every safety campaign launched, every risky behavior changed —makes Williamson County a safer
place for all.
* 4
'�,' Williamson County Safety Action Plan I May 2025
How Did We Get Here?
This section describes the need for safety planning and how it fits into a regional safety action plan.
Setting the Stage for Safety
Texas roads have seen at least one traffic fatality every day since November 7, 2000 — a tragic streak that continues
through today, May 8, 2025. With focused efforts and a shared commitment to safety, Texas can one day mark another
death -free day on its roads. Right here in Williamson County, there were 248 fatalities from 2019 to 2023. These were not
just numbers; they were our friends, our family, our neighbors. Every loss is a tragedy, and as a community, we must refuse
to accept this as the norm.
Williamson County and CAMPO recognize the level of tragedy and depth of this problem and are dedicated to keeping our
community and region safe. In 2022, the U.S. Department of Transportation granted CAMPO funding from the Safe Streets
for All Grant Program to develop a Regional Safety Action Plan to improve roadway safety for all users. The plan specifically
aims to decrease fatal and serious injury crashes in the region through a data -driven, comprehensive plan of action.
CAMPO Regional Safety Action Plan
CAMPO is developing a regional safety action plan from the bottom up, starting with county -level safety planning. Each
county within the CAMPO region will create its own safety action plan, which will be included as a chapter in the CAMPO
RSAP. The Williamson County Safety Action Plan is included in the larger CAMPO Regional Safety Action Plan.
>>> 5
Williamson County Safety Action Plan I May 2025
Vision, Goals, and Objectives to Achieve a Safer Williamson County
This section provides the county's transportation safety vision, supporting goals, and objectives. The objectives are
organized around safer traffic, fostering a culture of safety, and reducing risk exposure through active transportation and
transit. This section also includes a discussion on measuring and evaluating the performance of the goals and objectives.
A Vision for the County
Everyone traveling on streets and roads in Williamson County should be able to reach their destination safely every time.
This inspired the vision statement for the Williamson County Safety Action Plan:
Williamson County's transportation safety goals and objectives are based on research and analyses of the roadway safety
goals, objectives, and strategies set by the federal government, TxDOT, and various municipalities, regional planning
organizations, and agencies. The specific objectives differ from one department and agency to the next, but the goals they
are attempting to achieve are consistent. Across the U.S., the State of Texas, and Williamson County, the reduction and
elimination of fatalities and serious injury crashes on streets and roads is always identified as the top priority.
The objectives described herein are divided into separate categories (Traffic, Culture, Active Transportation Modes and
Transit), but these categories are not stand-alone objectives. The objectives listed in each category are not exhaustive
either, but they serve as a starting point. Individuals focused on each category must actively and continually work together
to achieve Williamson County's goal of reducing and eliminating traffic -related deaths and serious injuries by creating a
safer, more reliable, connected, and accessible environment for all transportation system users in Williamson County.
Williamson County Safety Action Plan I May 2025
Williamson County's Road to Zero Goals
In May 2019, the Texas Transportation Commission (TTC) set the Road to Zero Goal —the first statewide, official roadway
safety goal in Texas to reduce and eventually eliminate transportation -related deaths. Multiple regional, county, and local
agencies in Texas have since adopted the same or similar goals to support the TTC's efforts. The Road to Zero Goal has
guided TxDOT to work toward the goal of reducing the number of deaths on Texas streets and roads by half by the year
2035 and to zero by the year 2050.
Williamson County's Goals: Williamson County set their transportation safety goals consistent with the TTC's Road to Zero
Goal:
Road to Zero Safety Objectives
Williamson County recorded a consistent year -after -year rise in the total number of crashes from 2020 to 2023.
To achieve Williamson County's safety goals, regional leadership and member agencies must outline measurable objectives
and a strategic plan of action.
These objectives are divided into three categories:
I .. 000
TRAFFIC CULTURE
ACTIVE TRANSPORTATION
MODES AND TRANSIT
Williamson County Safety Action Plan I May 2025
SAFER TRAFFIC FOR ALL
The objectives in the Traffic category aim to find specific ways to make street and road traffic (which includes
pedestrians, cyclists, and transit users) safer in Williamson County communities.
Traffic Safety Objectives:
OReduce the number of fatal and serious injuries related to roadway and lane departure crashes and
angle collisions.
Reduce the number and severity of crashes at intersections or related to intersections that result from
disregarding traffic rules.
Reduce the number and severity of crashes in dark, unlighted conditions.
- Reduce the number and severity of crashes linked to speeding, distracted driving, and impaired driving
due to alcohol or drugs, particularly during late -night and early -morning hours.
Coordinate with TxDOT to reduce the number and severity of crashes on state-owned facilities, along
major highways, and at intersections involving on -system roadways.
OReduce the number of fatal and serious injury crashes involving bicycles and pedestrians.
OReduce emergency and incident response time to crash events throughout the county.
FOSTERING A CULTURE OF SAFETY
The objectives laid out in the Culture category aim to shift the current roadway user and driver culture to
one more focused on safety, particularly that of vulnerable road users.
Culture of Safety Objectives:
Introduce enforcement and educational campaigns to reduce the number of people who choose to
drive under the influence of alcohol or other drugs.
Reduce distracted driving, driving under the influence of alcohol or other drugs, aggressive driving, and
speeding in the CAMPO region.
Educate the public on their role in keeping their streets and roads safe to create a prosocial traffic
safety culture.
QEducate younger and older drivers on safe transportation practices.
Educate transportation professionals and key decision -makers on best practices related to traffic safety.
Williamson County Safety Action Plan I May 2025
REDUCING RISK EXPOSURE THROUGH ACTIVE TRANSPORTATION AND
�`� � • � TRANSIT
i Mode shift from personal motor vehicle travel to active transportation and transit is
key to improving transportation safety by reducing exposure to motor vehicle travel. First, reducing vehicle miles traveled
reduces the potential for crashes to occur. Additionally, providing non -driving travel options can have an even greater
benefit when statistically riskier driver types (based on crash history) choose these modes. Examples include young and
novice drivers, aging drivers, impaired drivers, and drowsy drivers.
These objectives aim to improve transit and active modes of transportation, since shifting more trips to these modes will
help reduce and eventually eliminate the number of fatal and serious injury crashes.
Active Transportation and Transit Safety Objectives:
Connect key corridors throughout the county so that pedestrians, cyclists, and transit users have safe
access and connections to all parts of the region.
Provide and maintain a safe, efficient, reliable, and well-connected transit system throughout the county.
Provide safe and frequent roadway crossings for pedestrians and cyclists.
Performance Measures and Evaluation
It is important to ensure ongoing transparency with stakeholders and the public regarding the progress of projects and
strategies in this plan and their effects. As part of an ongoing task within the CAMPO RSAP, a Program of Safety Planning
framework and a toolkit for project tracking is being developed to measure progress over time during the implementation
of this county SAP and future updates, looking at both outputs and outcomes. CAMPO is expected to maintain progress -
tracking tools and rely on Williamson County and its member jurisdictions to routinely provide applicable data related to
policies and projects.
PROJECT PROGRESS: OUTPUTS
The measured outputs are the direct projects and strategies implemented from this safety plan. Each is evidence that
activities were performed toward the goal of reducing the number and severity of collisions in Williamson County. Examples
can include progress toward completion of:
• Safety projects (infrastructure improvements such as new pedestrian crossing upgrades and installation of rumble
strips)
o Number of safety projects completed on the High Injury Network
o Number of bicycle, pedestrian, and transit enhancement projects completed
• Policy revisions (such as speed limit setting and neighborhood traffic calming)
For projects, this progress includes securing federal, regional, state, or local funding; completion of plans, specifications,
and estimates; and construction of the project on the street. For policy revisions or additions, steps include assessment and
analysis of a current policy, draft and final versions of revisions submitted to local governing bodies, and implementation of
the new policy that may lead to a safer roadway system.
Williamson County Safety Action Plan I May 2025
PROJECT EFFECTIVENESS. OUTCOMES
Beyond tracking each action and activity, it is important to know how effective those projects, strategies, and policy
changes are to the ultimate outcome - improving safety in Williamson County. The most common measures in traffic safety
are the number, type, and severity of roadway collisions:
• Total number of fatal crashes and serious injury crashes
o Separated by mode (motorists, pedestrians, and cyclists)
o Number of fatal crashes and serious injury crashes that involve risky road user behaviors (e.g., speeding,
driving impaired by substances)
• Rate of fatal crashes and serious injury crashes, often normalized by population or vehicle miles traveled
CAMPO will continue to maintain a publicly accessible Crash Records Information System (CRIS) Dashboard that displays
available crash data, including, at a minimum, the number, type, and severity of crashes occurring for member counties,
including Williamson. In addition, CAMPO will consider incorporating datasets gained through the RSAP into its existing
dashboards. Williamson County and its member jurisdictions are encouraged to track the effectiveness of each project and
strategy, using data available based on the type of implementation. For example, before -and -after crash data can be used
to study the change in annual collisions at an intersection or along a corridor. For behavior -based strategies, studying the
public's awareness of a campaign and their self -identified behavior in a survey are considered outcomes, as these metrics
can indicate the benefits of outreach and engagement.
>>> 10
Williamson County Safety Action Plan I May 2025
Safety Analysis
This section describes the need to improve roadway safety in Williamson County, the data analysis methodology, and the
safety analysis results.
Why Does the County Need to Improve Roadway Safety?
Williamson County experienced 229 fatal crashes and 1,044 serious injury crashes from 2019 to 2023. These are our
friends, our family, our neighbors —our Williamson County community — and these deaths and life -altering injuries are
unacceptable. Many of these crashes were preventable, which is why Williamson County has committed to improving
roadway safety.
The Williamson County SAP aims to reduce and eventually eliminate fatal and serious injury crashes by 2050. The
recommended ways to achieve this goal are based on the results from the safety analysis conducted for the County.
Crash data from the most recent five years (2019 — 2023) was obtained for Williamson County, and crash patterns by many
contributing factors (e.g., severity, lighting condition, weather condition, impaired driving involvement) were studied and
presented in this Plan. Analyzing crash patterns by contributing factors helped identify focus areas with high potential
safety risks in Williamson County.
These findings are presented in a systemic analysis that helps identify location characteristics more susceptible to fatal and
serious injuries. Hotspot and high injury network (HIN) analyses enable us to specifically locate safety issues related to the
high risk of fatal and serious injuries, traffic stress for active transportation, excessive speeding, and safe transit access.
The recommendations and countermeasures in this analysis aim to support local safety planning efforts to eliminate fatal
and serious injury crashes and reduce crashes overall for all roadway users in the County.
See Appendix A for the detailed Williamson County Crash Safety Analysis, including the methodology and results.
Data Analysis Methodology
This section describes the core data analysis methodology: how crash data was gathered and used, how the county's crash
history was evaluated, how commonalities and crash risks are evaluated, and how a high injury network was used in the
analysis.
HOW WAS CRASH DATA GATHERED AND USED?
Crash data from 2019 to 2023 was collected from the Texas Crash Records Information System maintained by TxDOT. The
crash data consists of crashes by severity using the KABCO scale': fatal injury (K), suspected serious injury (A), suspected
minor injury (B), possible injury (C), non -injured (0), and unknown. This dataset also contains information such as different
crash contributing factors, manner of collision, and date and time. This dataset relies on law enforcement reporting and
may not have all the information for all the crashes. For example, hit and run crashes where the driver's injury is unknown
fall under the "unknown" crash severity type.
The KABCO scale, developed by the Federal Highway Administration (FHWA), is a standardized system used by law enforcement to classify traffic crash injuries,
ranging from K (fatal injury), A (serious injury), B (minor injury), C (possible injury), to 0 (property damage only, no injury).
'5�' Williamson County Safety Action Plan I May 2025
As part of the systemic and high injury network analysis, crash and roadway inventory datasets are used to conduct the
analysis. The crashes are associated with the respective roadway corridors that provide an understanding of crash patterns
by different roadway characteristics such as type of roadway it is, who owns and maintains it, and length of the corridor.
HOW DO WE EVALUATE WILLIAMSON COUNTY'S CRASH HISTORY?
A historical crash analysis was conducted for all of Williamson County and then broken down by state-owned roadways and
locally owned roadways. The state-owned roadways are freeways, ramps, and highways. The locally owned roads are all
other roadways, excluding the state-owned ones. Crash patterns by years, severity type, and combined fatal and suspected
serious injury type are studied. The figure below shows how the various analyses support plan development. The following
subsections describe statewide safety emphasis areas and county -specific emphasis areas.
>>> 12
Williamson County Safety Action Plan I May 2025
Statewide Emphasis Areas
In a Strategic Highway Safety Plan context, "emphasis areas" refer to specific focus areas identified to address key safety
issues on roadways. These areas are prioritized based on data analysis, crash trends, and overall safety goals. By
concentrating resources and efforts on these emphasis areas, agencies aim to reduce fatalities and serious injuries more
effectively.
The Texas SHSP recommends the following emphasis areas for reducing highway fatalities and serious injuries on all public
roads of Texas.
EMPHASIS AREA DESCRIPTION
I ROADWAY OR Crashes where a vehicle departs from the traveled way by crossing an edge line, a
l o LANE DEPARTURES centerline, or otherwise leaving the roadway
OCCUPANT PROTECTION Crashes involving improper or complete lack of vehicle occupant protection such
as wearing a seatbelt or using a car seat for children
OOLDER DRIVERS Crashes involving drivers 65 years old or older
65{
OYOUNGER DRIVERS Crashes involving drivers between the ages of 15 and 20
'IS-20
SPEED RELATED Crashes where speeding was a contributing factor
qIMPAIRED DRIVING Crashes involving drug or alcohol impairment
INTERSECTION RELATED Crashes occurring at or near an intersection
Q DISTRACTED DRIVING Crashes involving inattention or distractions such as use of a cell phone
* 13
Williamson County Safety Action Plan I May 2025
EMPHASIS AREA DESCRIPTION
O
PEDESTRIAN Crashes involving pedestrians
D
PEDALCYCLIST Crashes involving cyclists
° POST CRASH CARE Secondary, tertiary, etc. crashes occurring due to another primary crash
The Texas SHSP framework was used to identify crashes in the above -mentioned emphasis areas. Given that the crash
database does not contain sufficient data on post -crash care, this emphasis area is not analyzed in this Plan.
County -specific Emphasis Areas
The countywide crash trends are analyzed to capture regional emphasis areas in addition to the statewide emphasis areas.
The following additional emphasis areas are identified:
COUNTY -SPECIFIC EMPHASIS AREA DESCRIPTION
SCHOOL ZONES Crashes occurring at or near schools
_�0�0 DARK CONDITIONS Crashes occurring at night or in areas with low to no lighting
WORK ZONES Crashes occurring within road construction or maintenance areas
MOTORCYCLES Crashes involving motorcyclists
* 14
1*1
Williamson County Safety Action Plan I May 2025
HOW DO WE EVALUATE COMMONALITIES AND CRASH RISKS IN THE COUNTY?
The systemic safety approach used the same fatal and suspected serious injury (KA) crash dataset from the historical crash
analysis, emphasizing areas associated with the highest crash proportions. This data -driven methodology aims to uncover
patterns and commonalities across emphasis areas to identify the most critical crash types and their corresponding
contributing factors. By analyzing these relationships, the study targeted systemic characteristics associated with high crash
proportions rather than isolated hotspots, enabling a broader and more effective application of countermeasures. See
Appendix A for the detailed Systemic Safety Analysis, including the methodology used to develop the analysis and the
results.
HOW WAS A HIGH INJURY NETWORK USED IN THE ANALYSIS?
A vital component of regional safety analysis is the development of a high injury network that identifies areas with a high
need for safety enhancements. To conduct a more localized and thorough evaluation of transportation safety issues in
Williamson County, both an intersection HIN and a road segment HIN were developed. Establishing these two networks can
identify high -priority intersections and segments of roadways that require improvements to reduce potential safety risks.
See Appendix A for the detailed High Injury Network analysis, including the methodology used to develop the analysis.
Safety Analysis Results
The following subsections provide safety analysis results, including historical crash trends, systemic safety findings, and the
high injury network.
CRASH TRENDS IN WILLIAMSON COUNTY
2020 observed the lowest
number of crashes in five
Overall, a consistent upward
years after which the crashes
trend in the total number of
44,668
crashes in
continued to increase every
year of the study period
Since 2020, the
total number of
crashes in Williamson
County is observed.
Williamson
crashes increased by
County from 2019
to 2023
+41%
in 2023
Q�
1% FATAL
2% SUSPECTED
SERIOUS INJURY
Since 2020, the total number of crashes increased by 41% in 2023. Overall, a consistent upward trend in the total number
of crashes in Williamson County is observed. While 2020 was an unusual year with lower traffic due to the pandemic, it is
included to show the full trend, and we note that the number of crashes from that year were impacted by those conditions.
Figure 1 summarizes the crashes in Williamson County by year and severity for all roadway types. Figure 1 does not include
non -injury and unknown crashes.
See Appendix A for the detailed historical crash analysis results, including location details, temporal details, and details on
other contributing factors for all crash types and severities.
Williamson County Safety Action Plan I May 2025
1,600
1,400
N 1,200
m
t
N
1,000
U
w
0 800
m
E 600
Z
200
0
2019
Fatal Injury (K)
1,363
1,1381,145
53000 38 50
-
2020 2021 2022 2023
Suspected Serious Injury (A) Suspected Minor Injury Possible Injury (C)
FIGURE 1: CRASHES (2019-2023) BY YEAR AND BY SEVERITY
The following subsections summarize crash trends for fatal and serious injury crashes, crash analysis by other factors,
intersection and non -intersection crash density heat maps, and emphasis area analysis.
Fatal and Serious Injury Crashes in Williamson County
A
s 50
N
A
U 40
A
r
A
u. 30
0
a,
E 20
..
Il
42
2019
2023
N 300
d
r
N
U 250
200
N
3
150
d
1A
0 100
d
.c
E 50
Z
0 -
ter;
217
2019 on 2 223
The highest number of fatal crashes, 53, was observed in 2021, and the lowest, 38, was observed in 2022. The serious injury
crashes show a consistent upward trend, increasing from 217 in 2019 to 249 in 2023. Figure 2 presents the crash trend of
fatal and suspected serious injury crashes and Figure 3 summarizes fatal and serious injury crashes by crash type in
Williamson County from 2019 to 2023.
>>> 16
Williamson County Safety Action Plan I May 2025
400 ;
N
O
® o
300
U
o •
a
Z200
0 -
r �
FIGURE 2: FATAL (K) AND SUSPECTED SERIOUS INJURY (A) CRASHES (2019-2023) BY YEAR
Roadway and Lane Departure
Angle Crash
Same Direction
Single Vehicle Crash
Opposite Direction
0 100 200 300
i Intersection Crashes Non -Intersection Crashes
FIGURE 3: FATAL AND SERIOUS INJURY CRASHES BY TYPE (2019-2023)
400
0
2023
500
>>> 17
.11
Williamson County Safety Action Plan I May 2025
Crash Analysis by Other Factors
The following summarizes key findings from the analysis of crash patterns in Williamson County based on contributing
factors, crash types, time of day, and day of week:
• Overall, speed -related, failure to yield right of way, aggressive driving, and distracted driving contribute to 80%
of crashes in Williamson County.
• Almost half of the same direction crash types were speed related.
• Over 90% of angle and opposite direction crashes took place at intersections, with failure to yield the right of way
identified as the primary contributing factor for both crash types.
• Speed related and failed to yield right of way were highest contributing factors with more than 40% of all crashes.
• Aggressive and distracted driving are the third and fourth highest contributing factors; most of these are same
direction crash types.
• The number of crashes during the weekdays peak during the AM and PM peak hours of traffic — 7 AM to 8 AM and
4 PM to 6 PM, respectively. During the weekend, the peak number of crashes occurs during weekend lunch hours,
between 12 PM and 2 PM.
• Crashes are more frequent during the afternoon and evening rush hours, particularly on weekdays, and drop
during early morning and late evening hours.
• During the week, Fridays experienced the highest number of crashes, and Sundays had the lowest. During the
weekend, the peak number of crashes occurs during weekend lunch hours, between 12 PM and 2 PM.
• In a day, the highest number of crashes were observed between 3 and 6 p.m., which coincides with the evening
rush hour traffic. The highest number of crashes overall occurred around 5 p.m., particularly on Fridays.
45%
of the same
direction crash
types were
speed related
Intersection and Non -Intersection Crash Density Heat Maps
O
More than 90% of the angle and
opposite direction crash types
occurred at intersections
Failure to yield right of way was the
major contributing factor for angle
and opposite direction crashes
Two heat maps were developed using the available Williamson County crash data for 2019 to 2023. The Figure 4 heat map
shows the crash density at intersections in the County, while the Figure 5 heat map shows the crash density at non -
intersections (segments).
>>> 18
Williamson County Safety Action Plan I May 2025
Most of the intersection crash density occurred in urban areas where state-owned roads intersect with one another or a
local road. Most of the non -intersection (segment) crash density also occurred in urban areas where state-owned roads
intersect with one another or a local road.
See Appendix A for the detailed list of intersections and segments labeled "High" or "Very High" crash density.
t
1
v
Burnet
County..
� - a
" Williamson
County
/rRb ,nAtR<
Sr {
J 11
Intersection Crash,
Density
L_ Mld H.:gh I '�—5.T r a v s -- ii.a:.,,,. i:. I / /
Lo Mid High C o u n t y /
' NO Very High I ' \ / 5
0 Miles
FIGURE 4: HEAT MAP OF INTERSECTION CRASH DENSITY (2019-2023)
>>> 19
Williamson County Safety Action Plan I May 2025
Burnet
County
—4e
Non -Intersection
Crash Density Pfidgmil
LowME Md-H.9h
L.-MId Ngh
MId VeryHigh
N
A
157
—Williamson
County
Travis' -
Miles
FIGURE 5: HEAT MAP OF NON -INTERSECTION CRASH DENSITY (2019-2023)
* 20
Williamson County Safety Action Plan I May 2025
Emphasis Area Analysis
Figure 6 illustrates the top 10 emphasis areas with the highest reported fatal and serious injury crashes in Williamson
County from 2019 to 2023. The leading four areas of emphasis in terms of fatal and serious injury crashes are dark
conditions, intersection -related incidents, roadway departures, and young or older driver crashes. Notably, roadway
departures, motorcycle -related incidents, occupant protection issues, impaired driving, crashes occurring during dark
conditions, and crashes involving vulnerable road users —including pedestrians and bicyclists —are disproportionately
represented in fatal and serious injury statistics compared to all severity crashes. This suggests a higher likelihood of severe
injuries in these emphasis areas.
Total Crashes
Fatal and
Serious Injury
Crashes
Total Crashes
Fatal and
Serious Injury
Crashes
m
-o=o
DARK
CONDITIONS
no
MOTORCYCLE
INTERSECTION
44%
momm
41%
OCCUPANT
PROTECTION
2%
15%
I3I
ROADWAY
DEPARTURE
IMPAIRED
DRIVING
4%
14%
15-20Q�65+
YOUNGER
AND OLDER
DRIVERS
37%
34%
FIGURE 6: EMPHASIS AREAS WITH THE MOST FATAL AND SERIOUS INJURY CRASHES (2019-2023)
a
SPEED
RELATED
29%
28%
>>> 21
Williamson County Safety Action Plan I May 2025
SYSTEMIC SAFETY ANALYSIS RESULTS
A historical crash analysis is vital to understanding the historical trends and patterns of crashes in Williamson County;
however, it is a reactive approach. A systemic safety analysis considers the crash history alongside a multitude of other
crash factors to find locations that are systemically unsafe based on a variety of metrics, not just the crash data from the
last five years.
By identifying patterns across these dimensions, we can identify commonalities and overlaps among emphasis area crash
types, aiding in a more holistic understanding of systemic safety issues and needs. This will not only help develop a more
holistic approach to countermeasures but also provide the County with a proactive approach to identifying safety issues
and providing appropriate solutions in the future.
Shared Patterns Across Emphasis Areas
This analysis revealed significant commonalities across the emphasis areas, bringing attention to the interconnected nature
of crash factors. Dark conditions are critical across various crash types and strongly linked to intersections, roadway
departures, and speed -related incidents. Similarly, intersections are consistently connected to speed -related crashes, young
driver involvement, and dark conditions. Roadway departures and speed -related crashes are also linked strongly with dark
conditions, intersections, and impaired driving. These overlaps highlight the need for integrated strategies addressing
multiple emphasis areas. The results below provide detailed insights into these relationships. See Appendix A for the
detailed emphasis area analysis methodology and results.
Focus Crash Types
Based on results from the emphasis area analysis, Williamson County has identified several focus crash types that are
significantly associated with serious injuries and fatalities. Each focus area highlights specific conditions and contributing
factors that demand targeted safety improvements.
Intersection Related: Intersections present complex traffic interactions contributing to higher crash frequencies, warranting
interventions to reduce conflict points.
INTERSECTION RELATED CRASHES
Intersection -related crashes represent the
largest portion of total crashes, accounting for
44% of all crashes within Williamson County.
75 FATAL
(33% of total fatal crashes)
520 FATAL OR
SUSPECTED SERIOUS
INJURY (")
(41% of KA crashes)
* 22
Williamson County Safety Action Plan I May 2025
Roadway and Lane Departure: Roadway and lane departure was one of the most severe crash types with over 40% of all
fatal crashes.
44
16%
Roadway and lane departure crashes, which
occur when vehicles unintentionally leave their
designated lanes, make up 16%of total crashes.
98 FATAL
(43% of total fatal crashes)
432 FATAL OR
SUSPECTED SERIOUS
INJURY(KA)
(34% of KA crashes)
Dark Conditions: Crashes in areas with dark conditions emphasize the need for improved lighting in dark roadway segments
and intersections to enhance visibility and reduce nighttime crash risks.
DARK CONDITIONS CRASHES
28% k
Crashes in areas with dark conditions
account for 28%of total crashes.
124 FATAL
(54% of total fatal crashes)
Countermeasure Selection
529 FATAL OR
SUSPECTED SERIOUS
INJURY (KA)
(42% of KA crashes)
The systemic approach to safety in Williamson County focuses on deploying countermeasures across the network to
address crash types at multiple locations with similar risk characteristics. This allows Williamson County's jurisdictions to
implement cost-effective safety measures across a broader range of sites with similar high -risk site characteristics,
supporting widespread safety improvements.
Countermeasures for Williamson County's focus crash types were selected based on data -driven analysis and TxDOT's
Highway Safety Improvement Program guidance. Systemic countermeasures align with TxDOT's HSIP guidelines, which
define each safety countermeasure using specific "work codes" for streamlined planning and deployment. See Appendix A
to view the focus crash types and the corresponding systemic countermeasures selected for evaluation across the County.
>>> 2 3
Williamson County Safety Action Plan I May 2025
HIGH INJURY NETWORK ANALYSIS AND RESULTS
The High Injury Network (HIN) identifies the specific roadways and intersections where a disproportionate number of
severe and fatal crashes occur. By focusing on locations with the highest concentrations of serious injuries and fatalities, the
HIN serves as a foundational tool for prioritizing safety improvements and resource allocation. It highlights critical areas
where targeted interventions can have the greatest impact on reducing severe crash outcomes and improving overall
roadway safety.
An online GIS webmap was developed to represent the HIN of intersection and non -intersection (segment) crashes in
Williamson County, using crash data from 2019 to 2023. The webmap displays detailed information about crash severity,
emphasis areas, roadway ownership, and segment lengths for both intersections and roadway segments.
Given the level of technical detail, the webmap — along with a supporting data dashboard containing crash trends and
statistics for each HIN location— were provided to and are managed by stakeholders for a more in-depth review. Neither
the webmap nor the dashboard are included directly within this plan, but they serve as key resources to guide ongoing
safety efforts.
Intersection High Injury Network Results
Figure 7 represents all the intersections in Williamson County classified as "high injury" based on the crash data from 2019
to 2023. A small number of intersections are driving a large share of crashes in Williamson County. Only 7% of intersections
that experienced at least one crash during the study period (118 out of 1,461 total intersections) observed:
• 55% of all fatal crashes
• 35%of all reported crashes
' J - L
• 7 i F
Over half of all fatal intersection crashes in
Williamson County occurred on only 7%
of the county's intersections
These findings point to clear opportunities for prioritizing safety improvements at a focused set of locations.
* 24
Williamson County Safety Action Plan I May 2025
\` N
``
Qi
4
�J o
G
_
+
WiIIiamSO'.�n
++ +
CountyJ....
r
Intersection High Injury Network
\ °"w"
C O dii �
+Williamson High 1ri—v
Inter—t,ons
U h `S 5Network
,/ �� [Miles
FIGURE 7: HIGH INJURY NETWORK (INTERSECTIONS) (2019-2023)
Segment High Injury Network Results
Figure 8: represents all the non -intersections
---
(segments) in Williamson County classified as
"high injury" based on the crash data from 2019
to 2023. A small portion of the roadway network
I
Q
accounted for a disproportionate share of
Over %0% of all fatal and
crashes. Just 8% of roadway miles (approximately
serious injury non -intersection
171 out of 1,867 miles) where crashes occurred
Crashes In Williamson County
in the past 5 years observed:
occurred on only 8% of the
• 71% of all fatal and serious injury
county`s roadways.
crashes
• 51%of all reported crashes
This indicates a strong concentration of severe
safety issues on a limited portion of the network,
highlighting key opportunities for targeted improvements.
Williamson County Safety Action Plan I May 2025
N
`?4Q�
Williamson
County_
'+
i
rd
`
Non -Intersection High Injury Network
High Injury
O
5
�Williamson
Network Segme n t s
•y {
` I.
l
OMiles
FIGURE 8: HIGH INJURY NETWORK (SEGMENTS)
(2019-2023)
>>> 2 6
Williamson County Safety Action Plan I May 2025
Underserved Communities Analysis
This section describes who is most affected by roadway safety in Williamson County and provides a summary of how the
county's underserved need areas play a role.
Who is Most Affected by Safety in the County?
An underserved communities analysis aims to identify the populations in Williamson County disproportionately affected by
the safety risks within the transportation system. Historically underserved communities face mobility challenges because
they may be unable to drive or are less likely to have access to a vehicle or public transportation. As a result, this plan can
promote investments in facilities and services designed to alleviate these obstacles.
The findings of this analysis identify the areas and populations in Williamson County that are disproportionately affected by
safety risks within the transportation system. These insights offer essential ways to improve the way safety investments are
prioritized.
This analysis is limited to available data and may not fully capture how transportation safety affects all underserved
populations. The methodology to identify an underserved need area and the follow-up analysis is consistent with the
analysis conducted for the CAMPO RSAP. To identify the underserved community, the following three publicly available
datasets were used:
1. Areas of Persistent Poverty information from the U.S. Department of Transportation. An area is defined as "Areas of
Persistent Poverty" if its poverty rate is at least 20 percent.
2. Title VI -Census Tracts with less than 50% of the population identifying as "White, non -Hispanic" using the most recent
American Community Survey (ACS) data.
3. Vulnerable Population — CAMPO used a sociodemographic index to identify Vulnerable Populations. This index
combines seven demographic measures to create a vulnerability score for each census block group and tract. These
measures include low-income populations, minority populations, senior populations, school -aged populations, disabled
populations, limited English proficiency populations, and zero -car households. This approach is consistent with federal
planning guidance (e.g., Title VI of the Civil Rights Acts of 1964).
Using the Geographic Information System to join the datasets, the underserved need area is defined as any area that
overlaps with at least one of the three mentioned datasets.
Figure 9 presents the underserved need area in the Williamson County region. This area covers 22% of the county's total
land area, is home to 40% of the population, and contains 39% of the county's roadway lane miles. The underserved area
follows Interstate 35, mostly on the east side of the corridor. The north of the county is made up mostly of Vulnerable
Populations and the south side has Title VI and Area of Persistent Poverty areas. Some of the cities in the underserved
communities need areas are Taylor, Hutto, Round Rock, Cedar Park, Leander, and Georgetown.
>>> 2 7
Williamson County Safety Action Plan I May 2025
4C�
o S
/
/
Travis'
County
/ TRIe VIAf...
//. Area50f Per56tent P—'y
111 Vulnerable Population
phut �
Williamson \
County \
FIGURE 9: UNDERSERVED NEED AREAS IDENTIFIED IN WILLIAMSON COUNTY
A
\
L
/ \ OMiles
There were 112 fatal crashes and 575 serious injury crashes in the underserved areas identified in Williamson County.
Compared to the countywide numbers, underserved areas experienced 63% of the total crashes and over half of the fatal
and serious injury crashes. Figure 10 presents the fatal and serious injury crash rates by area, population, and roadway lane
miles. All three rates are higher in the underserved areas. The crash rate by area is four times higher in the underserved
need area compared to the non-underserved need area. The crash rates by population and by road miles in the
underserved need area are twice as high as the non-underserved need areas.
* 28
Williamson County Safety Action Plan I May 2025
Fatal and Serious Injury Fatal and Serious Injury Fatal and Serious Injury
Crashes per Area Crashes per Population Crashes per Roadway Miles
(Square Miles) (1000 People) (1000 Roadway Miles)
3 4
a 3
c
m
N N
N 0
I 0
L
M
d m 2
A
O
O
I�
0 L " d__ 0 o
Underserved Non-Underserved Underserved Non-Underserved
Need Area Need Area Need Area Need Area
300
v
c
�o
t 200
d
X
O
0
Underserved Non-Underserved
Need Area Need Area
FIGURE 10: FATAL AND SERIOUS INJURY CRASH RATE BY AREA, POPULATION, AND LANE MILES
Table 1 presents the summary of fatal and serious injury crashes by emphasis areas in the underserved areas.
This analysis evaluates the over -representation of fatal and serious injury crashes in underserved need areas by comparing
their share of these crashes to the area's proportion of land (22%), roadway lane miles (39%), and population (40%). An
emphasis area is considered overrepresented if its percentage exceeds these three benchmarks, indicating a higher risk in
underserved areas. Crashes involving construction zones, poor visibility, and young drivers are the most overrepresented
factors. However, all emphasis areas exceed all three benchmarks (land area, population, and roadway miles), highlighting a
broader pattern of over -representation.
>>> 2 9
Williamson County Safety Action Plan I May 2025
TABLE 1: FATAL AND SERIOUS INJURY (KA) CRASHES (2019-2023) BY EMPHASIS AREAS IN THE UNDERSERVED NEED AREAS
EMPHASIS AREAS NUMBER OF KA CRASHES IN % OF ALL WILLIAMSON COUNTY KA CRASHES
UNDERSERVED NEED AREA IN THE UNDERSERVED NEED AREA
CONSTRUCTION ZONE RELATED 38 64%
_�0�0 DARK CONDITIONS 308 58%
OYOUNGER DRIVER RELATED 130 57%
15-20
a DISTRACTED RELATED 79 57%
J;L
r INTERSECTION RELATED 292 56%
I
MOTORCYCLE RELATED 116 56%
OLDER DRIVER RELATED 109 54%
65+
SPEEDING RELATED 192 54%
qIMPAIRED RELATED 92 53%
VULNERABLE ROAD USER RELATED 76 52%
ROADWAY OR LANE DEPARTURE RELATED 208 48%
OCCUPANT RESTRAINED RELATED 92 48%
TOTAL KA CRASHES 687 54%
* 30
Williamson County Safety Action Plan I May 2025
Summary of Transportation Safety in Underserved Need Areas of
Williamson County
The analysis identifies underserved need areas based on
persistent poverty, Title VI Census Tracts, and vulnerable
populations in Williamson County. The crash rate trends
observed in Williamson County are consistent with the CAMPO
regional trends. Overall, fatal and serious injury crashes are
four times higher in underserved need areas compared to
non-underserved need areas. The emphasis areas that are
overrepresented in the crash rates and countywide fatal and
serious injury crashes are dark conditions, intersections,
motorcycle -involved, younger drivers, distracted driving, and
construction zones.
This analysis will serve as a guiding framework for selecting projects. Benefits to underserved communities is a key
prioritization criterion, and the identified emphasis areas will help determine effective countermeasures to reduce fatal and
serious injury crashes in the County.
))) 31
Williamson County Safety Action Plan I May 2025
Engaging the Community
CAMPO invited the public to participate in the Regional Safety Action Plan outreach efforts. The efforts were divided into
two rounds of engagement done regionally, focusing on supporting the county Safety Action Plans. Both rounds of outreach
included an online open house and in -person pop-up engagement events in Bastrop, Burnet, Caldwell, Hays, and
Williamson counties. All the outreach events and planning were done concurrently with the CAMPO 2050 Regional
Transportation Plan. This section describes both rounds of engagement.
Round 1 Engagement
Round 1 of the outreach efforts introduced the project to the public and collected input from the community on the most
pressing roadway safety issues and specific areas of concern.
The first public engagement phase included an in -person engagement event in Williamson County, an online open house,
and a comment period open from October 14 through November 27, 2024. The same information was made available
online and in -person. The open house materials included downloadable informational exhibits, a fact sheet, a survey, and
an interactive mapping tool. All the outreach materials were posted online and available in English and Spanish.
Public input was collected through printed or online survey responses, emailed comments, the mapped comment tool, or
verbally at in -person engagement events.
The following subsections describe the engagement approach and what we heard from the community
THE ENGAGEMENT APPROACH
This section provides an overview of the approach
for an in -person engagement event and the
notification tools used for outreach.
In -Person Engagement Events
A pop-up engagement event in Williamson County
occurred at the City of Georgetown Parks and
Recreation Department's Trick -or -Treat Trail on
October 24, 2024. The project team collected
verbal comments about safety concerns,
promoted the survey and mapping tool, and
distributed push cards with additional information
about the online open house and comment
period. An estimated 405 people engaged with the
project team at this event through verbal
comments, push card distribution, and survey
responses. One of the most noted comments
regarded an area of concern at the intersection of
State Highway 195 and Cattleman Drive.
ROUND 1 ENGAGEMENT EFFORTS AT THE TRICK -OR -TREAT EVENT IN THE
CITY OF GEORGETOWN
>>> 3 2
Williamson County Safety Action Plan I May 2025
Notification Tools
This section describes the notification tools
used- webpage, social media, ads, media,
emails, and other methods.
CAMPO Webpage Announcement
An announcement was posted on the
webpage on October 15, 2024, notifying the
public about the launch of the online open
house and open comment period.
Social Media
From October 16 through November 27,
2024, CAMPO's X (formerly known as Twitter), Facebook, Instagram, and Linkedln distributed information about the plan
and how to participate.
Advertisements
Print and digital advertisements were placed in Community Impact from October 15 through November 16, 2024, and in
local newspapers from October 16 to 18, 2024. Digital advertisements were also placed on Community Impact online from
October 16 through November 16, 2024.
COMMUNITY IMPACT REGIONAL ADVERTISEMENTS
REGION
RUN DATE
LEANDER / LIBERTY HILL
October 15, 2024
GEORGETOWN
October 18, 2024
CEDAR PARK/FAR NORTHWEST AUSTIN
November2, 2024
ROUND ROCK
November 5, 2024
PFLUGERVILLE
November 8, 2024
LOCAL NEWSPAPER ADVERTISEMENTS
PUBLICATION RUN DATE
WILLIAMSON COUNTY SUN October 16, 2024
EL MUNDO NEWSPAPER
(SPAN ISH-SPEAKING REGIONAL NEWSPAPER)
October 17, 2024
>>> 3 3
Williamson County Safety Action Plan I May 2025
Media Outreach
A media release was distributed to local media outlets throughout the region on October 21, 2024.
Emails
To promote participation, email notices were sent to stakeholders, task force members, and community partners on
October 21 and October 24, 2024.
Additional Outreach
The outreach team made direct phone calls and emails throughout the comment period to promote and encourage the
distribution of online open house materials throughout October and November. Push cards were distributed to local
jurisdictions, Meals on Wheels deliveries throughout the CAMPO region, health centers, libraries, senior centers, churches,
and CARTS stations throughout the comment period. Additionally, the outreach team shared a social media toolkit,
including a newsletter and social media content with task force members, regional public information officers, and
communications directors from October 16 through November 21, 2024.
WHAT WE HEARD FROM THE COMMUNITY
CAMPO received 42 survey submissions and 71 online mapped comments. Verbal comments and questions from in -person
engagement events were also noted.
Survey Feedback
During the Round 1 comment period, CAMPO received 42 completed or partially completed surveys
>>> 3 4
Williamson County Safety Action Plan I May 2025
AGGRESSIVE DRIVING
SPEEDING •-••••--•-••_........_._.__...
DISTRACTED DRIVING
SAFE AND COMFORTABLE
SIDEWALKS & SHARED -USE PATHS
FELT "SOMEWHAT SAFE"
FELT "UNSAFE" OR "VERY UNSAFE"
W
In Williamson County, aggressive driving, distracted driving, speeding, and lack of safe and comfortable sidewalks and
shared -use paths were the most cited major transportation issues affecting respondents' safety. None of the respondents
felt safe engaging in active transportation in Williamson County, with less than 30% of respondents feeling "somewhat
safe" and over 42% feeling "unsafe" or "very unsafe" engaging in active transportation in the County.
Interactive Comment Map Feedback
The overarching themes of the interactive mapped comments within Williamson County:
• Lack of adequate lighting throughout the County, but especially along school bus pick-up and drop-off areas
• Speeding vehicles
• Lack of safe routes to school
• Lack of safe pedestrian crossings, especially mid -block
Round 2 Engagement
Round 2 of the outreach efforts shared with the public a map with suggested improvement locations and descriptions of
the proposed safety countermeasures. Public input was collected via survey whether the listed safety countermeasures for
each respective county addressed their personal roadway safety concerns.
The second public engagement phase included two in -person events, an online open house, and a comment period open
from February 14, 2025, through April 15, 2025. The same information was made available online and in -person. The open
house materials included downloadable informational exhibits, a fact sheet, a brief survey, and an interactive map. All the
outreach materials were posted online and available in English and Spanish.
Public input was collected through printed or online survey responses, emailed comments, or verbal comments at in -person
engagement events.
The following subsections describe the engagement approach and what we heard from the community.
>>> 3 5
Williamson County Safety Action Plan ) May 2025
THE ENGAGEMENT APPROACH
This section provides an overview of the
approach for in -person engagement events
and the notification tools used for outreach.
In -Person Engagement Events
Two pop-up engagement events in
Williamson County occurred during the
Round 2 outreach efforts. The project team
held an event in the City of Cedar Park on
March 11 and one in the City of Round Rock
on March 21, 2025. The project team
collected verbal and written responses to
the survey inquiring about whether the
safety countermeasures addressed the
roadway safety concerns. If their concerns
were not addressed, the project team
documented the details about their
concerns. Additionally, the team distributed
push cards with more information about
the Safety Action Plan, the online open
house, and the comment period. An
estimated 57 people engaged with the
project team at these events in Williamson
County.
Notification Tools
ROUND 2 ENGAGEMENT POP-UP IN THE CITY OF CEDAR PARK
This section describes the notification tools used- webpage, social media, ads, media, emails, and other methods.
CAMPO Webpage Announcement
An announcement was posted on the CAMPO webpage on February 14, 2025, notifying the public of the launch of the
online open house and open comment period.
Social Media
Information about the plan and how to participate was distributed through CAMPO's X (Formerly Twitter), Facebook,
Instagram, and Linkedln accounts from February 14 to April 15, 2025.
>>> 3 6
Williamson County Safety Action Plan I May 2025
Advertisements
Print and digital advertisements were placed in Community Impact and local newspapers from February 14 to March 14,
2025.
COMMUNITY IMPACT REGIONAL ADVERSTISEMENTS
REGION RUN DATE
CEDAR PARK/FAR NORTHWEST AUSTIN February 19, 2025
LEANDER/LIBERTY HILL February 21, 2025
GEORGETOWN February 27, 2025
COMMUNITY IMPACT REGIONAL ADVERSTISEMENTS
REGION RUN DATE
WILLIAMSON COUNTY SUN February 14, 2025
EL MUNDO NEWSPAPER (SPAN ISH-SPEAKING REGIONAL NEWSPAPER)
February 20, 2025
Media Outreach
A media release was distributed to local media outlets throughout the region on February 14, 2025.
Emails
Email notices were sent on February 17, February 28, March 5 and March 14, 2025 to stakeholders, task force members,
and community partners to promote participation.
Additional Outreach
The outreach team made direct phone calls and emails throughout the comment period to promote and encourage
participation in the online open house. Push cards were distributed to health centers, libraries, senior centers, churches,
CARTS stations, city offices, and others throughout the comment period. Additionally, the outreach team shared a social
media toolkit including a newsletter blurb and social media content with local jurisdictions, agencies, and community
partners on February 14 through April 15, 2025.
>>> 3 7
Williamson County Safety Action Plan I May 2025
WHAT WE HEARD FROM THE COMMUNITY
CAMPO received 297 survey submissions during the Round 2 outreach efforts. From the survey respondents that answered
the question about where they live, work, own property, and travel to for recreation, nearly 41% of them cited an answer
involving Williamson County.
In the survey, community members were asked whether they feel that the presented safety countermeasures adequately
address their roadway safety concerns. If they feel they did not, survey respondents were prompted to give specific
feedback on their areas of concern. During the development of the safety plan, community members across Williamson
County shared feedback highlighting concerns about traffic congestion, truck traffic, roadway design, and speeding.
Residents emphasized the need for safety -focused road expansions, better roadway lighting and signage, and stronger
enforcement and education to address reckless driving and speeding, particularly in work zones.
In response, additional targeted projects, behavioral
strategies, and policy recommendations were
incorporated into the plan. These include roadway
improvements to address congestion and freight
concerns, expanded driver education and
enforcement initiatives, and policy refinements
aimed at broader roadway safety enhancements —
except in areas where existing or planned projects
are already mitigating the identified concerns.
ROUND 2 ENGAGEMENT POP-UP IN THE CITY OF ROUND ROCK.
>>> 3 8
Williamson County Safety Action Plan I May 2025
Williamson County Task Force
The Williamson County Safety Action Plan Task Force was formed to guide the development of this SAP. The Task Force
included state, regional, and local agencies and met with the project team on four occasions starting in July of 2024 to
February of 2025.
The agencies represented in the Williamson County Safety Action Plan Task Force:
Williamson County
TxDOT Austin District
CARTS
CapMetro
• CTRMA
City of Cedar Park
• City of Georgetown
City of Hutto
City of Jarrell
City of Leander
City of Liberty Hill
• City of Round Rock
City of Taylor
'ft CAMPO
The Task Force was updated throughout the development of the SAP beyond the four meetings via email and one-on-one
sessions. The individual meetings also provided the project team with vital feedback on the recommended improvements
specific to their jurisdiction. Figure 11 provides a timeline of Task Force engagement throughout the development of the
SAP.
The Task Force was engaged at key project milestones, provided input on all components of the SAP, and helped the project
team coordinate engagement efforts in their respective jurisdictions. The Task Force will also serve as a body for monitoring
the progress on implementing the recommended improvements.
WILLIAMSON COUNTY TASK FORCE MEETING
))) 39
Williamson County Safety Action Plan I May 2025
WILLIAMSON COUNTY July
SAFETY ACTION PLAN 2024
TASK FORCE
TIMELINE
August
2024
September
2024
October
40 2024
Oct. 14 - Nov.14
Round 1
Engagement
November
46 ------------- 2024
December
2024
January
Jan. - Feb. 2025
One -on -One project
meetings with Task
Force members
--------February
2025
Feb.10 - April 15
Round 2
Engagement •
March - April
Task Force reviews
the final SAP April
2025
Task Force Meeting #1
July 23, 2024
Project introduction, schedule
Vision, goals, and objectives
Outreach strategy ideas
Task Force Meeting #2
October 10, 2024
Feedback on vision and goals
Review High Injury Network
Share Engagement Plan (Round 1)
Task Force Meeting #3
December 11, 2024
Discuss Round 2
engagement strategies
Review systemic analysis, policies,
and prioritization criteria
Feedback on draft
infrastructure improvements
Task Force Meeting #4
February 13, 2025
SAP adoption timeline
Review underserved
communities analysis
Review recommended policies and
behavioral and systemic improvements
Discuss implementation plan
FIGURE 11: WILLIAMSON COUNTY SAFETY ACTION PLAN TASK FORCE MEETINGS SUMMARY
>>> 4 0
Williamson County Safety Action Plan I May 2025
Policy Recommendations
This section summarizes the review of existing plans, policies, programs, guidelines, and standards regarding transportation
safety and recommends updating these policies and programs and adopting new ones.
Policy Review
As part of the development of the Williamson County Safety Action Plan, an assessment was conducted of existing policies,
guidelines, standards, and plans related to transportation planning and the current prioritization of safety. The review
concentrated on important county and city documents that affect the safety of roadways, sidewalks, trails, and other
transportation facilities within Williamson County. This process established a baseline and outlined a path for identifying
county- and city -level policy recommendations and opportunities to enhance transportation safety for all road users.
This review highlighted how safety and transportation reflect a commitment to public safety, targeting enhancements that
better protect and serve the transportation network and its users.
Policy and Program Recommendations for Williamson County
The review of safety needs through data analysis and public feedback, coupled with a review of current policies and
practices, resulted in the following policy and program recommendations to improve transportation safety in Williamson
County and its cities. These recommendations focus on closing communication gaps, promoting better coordination among
local agencies, schools, and law enforcement, reducing fatal and serious injuries, and ensuring safer travel for everyone on
the road. Each recommendation is rooted in the core elements of the Safe System Approach and aligned with the emphasis
areas of the Texas Road to Zero effort as described in the 2022-2027 Strategic Highway Safety Plan. By aligning with these
frameworks, the recommendations focus on creating a transportation system that is safe, reliable, and resilient, prioritizing
both proactive measures and system -level improvements.
A full list of Policy, Plan, and Program recommendations can be found in Appendix B. The following are a few
representative policy recommendations:
• Speed Management. Assess current regulatory speed limits and motor vehicle operating speeds to develop a
research -backed speed limit setting policy. Consider infrastructure, education, and enforcement actions to support
safer speeds, including traffic calming strategies where appropriate.
• Occupant Protection Enforcement. Use data analytics to identify high -risk areas and times for targeted
enforcement associated with seat belt use. Ensure strategies align with state-wide enforcement campaigns for
consistency.
• Traffic Signal Improvement for First Responders. Follow TxDOT's Traffic Signal Manual guidelines for integrating
preemption control technologies to enhance traffic flow and emergency response times.
• Intersection Control Evaluation Policy. Develop an Intersection Control Evaluation (ICE) policy consistent with
TxDOT's framework to determine appropriate intersection improvements.
• School Zone Speed Enforcement. Develop programs that collaborate with schools and parent -teacher associations
to identify areas of enhanced safety improvements (rapid flashing beacons, speed feedback signs, etc.).
• Truck/Freight Route Policy. Develop a policy per TxDOT's guidelines on truck routes and parking restrictions.
Consider local ordinances for designated truck routes and parking to identify areas where freight and vulnerable
road user paths intersect. Implement measures such as designated truck lanes or time -based restrictions.
• Public Awareness Campaign. Develop a program aligned with TxDOT's safety campaigns to increase public
awareness of traffic safety issues.
>» 41
Williamson County Safety Action Plan I May 2025
Safety Countermeasures
The proposed improvements and strategies incorporate a range of safety countermeasures tailored to Williamson County's
specific needs. This section briefly describes each infrastructure improvement, behavioral strategy, and policy
recommendation, the types of collisions they address, and high-level cost estimates. Safety countermeasures are
categorized into segment -related (non -intersection), intersection -related, and vulnerable road users. See Appendix C for a
detailed list of the safety countermeasures described in this section.
Segment -Related Safety Countermeasures
Roadway and lane departure crashes account for 59% of fatal and serious injury crashes in Williamson County. Table 2
provides a list of recommended segment -related safety countermeasures including infrastructure treatments, behavioral
strategies, and policy recommendations.
Roadway U ght i ng
treats dark roadway conditions
i
L
Speed
Management v
such asrumblestrips, v
feedback signs, etc.
vAccess Management
%00 suchasmedians,
i5_pavement markings
4%
Roadway Departure
Improvements
such as wide shoulders,
rumble strips, fixed
object treatments,
and medians
v
I »>
Warning Signage
and Detection
such as curve warnings,
wrongwaydetection, etc.
0
1
zt!
>>> 42
Williamson County Safety Action Plan I May 2025
TABLE 2: RECOMMENDED SEGMENT -RELATED SAFETY COUNTERMEASURES
STRATEGY COUNTERMEASURES
• Install:
o Centerline rumble strips
o Raised medians or median barriers
o Raised pavement markers or profiled center lines
o Chevron signs, curve warning signs, posted speed limit
reductions, and/or sequential flashing beacons in curves
o High friction pavement surface treatments
Infrastructure Treatments o Wider, brighter, and more durable edge lines, especially on
curves
---- --- o Signage to increase awareness of vulnerable road users who
may be in the clear zone or in a sight -limited location such as a
curve or tunnel
o Roadside safety hardware such as guardrail, cable barrier, or
concrete barrier
• Locate and inventory fixed objects inside the clear zone to support
development of programs and projects to reduce the severity of lane
departure crashes.
• Widen shoulders.
• Reconfigure vehicle lanes to mixed -use lanes.
• Disseminate outreach materials and social media posts educating the
public on the major causes of lane departure crashes (e.g., speeding).
Host the National Highway Transportation Safety Administration
(NHTSA) Speed Management Program course for local engineers,
planners, and law enforcement.
Behavioral Strategies
• Use dynamic speed feedback signs on sections of roadways where
{ speed related crashes are of concern.
}0 Encourage the use of coordinated high -visibility enforcement activities
addressing high -risk driving behavior, particularly on weekends and
evenings for alcohol and drug -impaired crashes.
• Use Texas Highway Safety Office (TxHSO) Law Enforcement Liaisons to
improve participation from law enforcement in conducting high -
visibility enforcement to address impaired driving and distracted
driving.
* 43
.11
Williamson County Safety Action Plan I May 2025
STRATEGY COUNTERMEASURES
• Develop a policy consistent with TxDOT's and the Illuminating
Engineering Society's guidelines for roadway lighting installation,
focusing on areas identified with CRIS data analysis.
Implement a feedback mechanism for road users to report
maintenance issues in real time.
• Follow TxDOT's and Department of Public Safety's guidelines for high -
visibility enforcement operations and public awareness campaigns
targeted at aggressive driving.
• Partner with local organizations in Central Texas to implement
Policy Recommendations interactive workshops and virtual reality simulations to demonstrate
the dangers of impaired driving and distracted driving.
• Develop a program that aligns with TOCIT's "Talk. Text. Crash."
campaign aimed at informing drivers of the risks of distracted driving.
• Incorporate data from the HIN to determine areas where safety
enhancement strategies (rumble strips, guardrail, wider edge lines,
etc.) are prioritized.
• Deploy automated speed enforcement tools in work zones. Ensure
compliance with TOCIT's work zone safety regulations.
• Develop an implementable regular maintenance schedule of existing
road signs to ensure sign visibility and compliance.
• Develop a speed limit policy and procedures process based on current
research and methodologies that include contextual factors and align
with TxDOT's Speed Zone Manual.
>>> 44
Williamson County Safety Action Plan I May 2025
Intersection -Related Safety Countermeasures
Intersection -related crashes account for 41% of fatal and serious injury crashes in Williamson County. Intersections present
complex traffic interactions that contribute to higher crash frequencies. Table 3 provides a list of recommended
countermeasures to reduce potential conflicts at an intersection.
Intersection
Lighting
treats dark
Roundabout
intersection
Design
conditions
to help reduce
�f
v
angle crashes
v
I%�
v
v
Intersection Re -Design
and Realignment
such as adding dedicated
left and right turn lanes,
utilizing innovative
intersection designs, etc.
Timing
Enhancements
such as protected
left turns and leading
pedestrian intervals. O
>>> p
O
� o
�
e
<<<
Signal �
I Improvements
such as improved
coordination and
timing design, etc.
I
<<<
Additional Signage and
Pavement Markings
>>> 45
Williamson County Safety Action Plan I May 2025
TABLE 3: RECOMMENDED INTERSECTION -RELATED SAFETY COUNTERMEASURES
STRATEGY COUNTERMEASURES
Infrastructure Treatments: 0Install transverse rumble strips on rural stop -controlled
Speed Reduction/ approaches.
Management
Provide advanced dilemma zone detection (real-time warning)
for high-speed approaches at rural signalized intersections.
d
• Install curb extensions or daylighting treatments at
intersections.
• Install or convert intersections to roundabouts.
• Convert permitted left turns to protected left turns at signals.
• Use intersection conflict warning systems (real-time warning)
Infrastructure Treatments: Intersection to warn drivers on mainline or side roads of conflicting traffic
Reconfiguration at rural intersections.
• Increase pavement friction using high -friction surface
-- �' -- treatments at intersection approaches.
• Restrict or eliminate turning maneuvers at intersections that
create conflicts for drivers, pedestrians, and/or bicyclists.
• Restrict access to properties/driveways adjacent to
intersections using closures or turn restrictions.
• Install emergency vehicle signal preemption.
• Modify signal phasing to implement a leading pedestrian
Infrastructure Treatments: interval. Add bicycle traffic signals where bike lanes are
Traffic Signal Improvements
installed.
• Implement flashing yellow arrows at signals.
O
O
• Optimize traffic signal clearance intervals, including
consideration for leading pedestrian intervals.
• Coordinate arterial signals.
* 46
Williamson County Safety Action Plan I May 2025
STRATEGY COUNTERMEASURES
• Increase sight distance (visibility) of intersections on
approaches such as applying daylighting treatments (e.g.,
Infrastructure Treatments: Intersection markings, curb bulb outs) and increasing vegetation
Visibility Improvements management.
0 Add retroreflective borders to traffic signal head back plates.
/ I \ 0 Increase the visibility of signals and signs at intersections.
Add lighting, including pedestrian -scale lighting.
• Install retroreflective markings and pavement treatments to
enhance visibility at night.
• Support and educate the public on the safety advantages of
using emerging technologies such as intelligent transportation
systems and connected vehicles.
• Use TxHSO Law Enforcement Liaisons to improve participation
from law enforcement in conducting high -visibility
enforcement to address red light running.
Behavioral Strategies
Conduct focused intersection enforcement patrols with high -
visibility behavioral campaigns (e.g., impaired driving,
t
occupant protection, distracted driving).
`4
Encourage the use of coordinated high -visibility enforcement
activities addressing high -risk driving behavior, particularly on
weekends and evenings for alcohol and drug -related crashes.
• Conduct impaired driving training for law enforcement
personnel, including Drug Recognition Expert (DRE) and
Advanced Roadside Impaired Driving Enforcement (ARIDE)
training programs.
• Develop an Intersection Control Evaluation (ICE) policy
Policy Recommendations consistent with TxDOT's ICE framework to determine
—� appropriate intersection improvements.
ti Develop a traffic calming program.
e
-` Follow FHWA and TxDOT guidance for adaptive signal control
to improve traffic flow and emergency response.
>>> 4 7
Williamson County Safety Action Plan I May 2025
Vulnerable Road User Safety Countermeasures
Vulnerable road users include pedestrians and pedalcyclists. Pedestrians accounted for 88 fatal and serious crashes, and
pedalcyclists accounted for 41 fatal and serious injury crashes within Williamson County from 2019 to 2023. Table 4
provides a list of recommended countermeasures to improve the safety of vulnerable road users.
Enhanced
Pedestrian
Crossings
Si na e, Si nalization such as crosswalks,
and Pavement Marking lighting, timing
includes signal timing coordination, etc.
Dedicated Facilities for Pedestrians and Bicyclists
such as shared use paths, bike lanes, and sidewalks
NOTE: Pedestrian and Bicyclist Safety Countermeasures are also used in the segment and intersection
countermeasures.
>>> 4 8
Williamson County Safety Action Plan I May 2025
TABLE 4: RECOMMENDED VULNERABLE ROAD USER SAFETY COUNTERMEASURES
STRATEGY COUNTERMEASURES
• Update existing or develop new pedestrian crossings with
additional features such as marked crosswalks, rectangular rapid
flashing beacons, curb extensions, raised crosswalks, or advanced
warnings.
Infrastructure Treatments: Enhance • Increase sight distance and visibility at pedestrian and bicyclist
Pedestrian and Bicycle Crossings crossings by clearing vegetation, extending crossing times, adding
pedestrian and bicyclist leading intervals, and/or adding
o p pedestrian -scale illumination. At mid -block locations, provide
adequate distance between stop bars and the crossing; apply
speed management as needed to provide sufficient stopping time
for motorists; and consider the use of raised crossings.
• Add refuge islands and raised pedestrian and bicyclist crossings
and shorten crossing distances with bicycle -friendly curb
extensions or daylighting treatments where these crosswalk
enhancements are needed.
Infrastructure Treatments: Improve Lighting
Illuminate crosswalks with positive contrast to make it easier for a
driver to identify the pedestrian visually.
• Reduce the number of travel lanes, assess posted speed limit,
Infrastructure Treatments: Roadway narrow travel lanes, and install separated bicycle and pedestrian
Reconfiguration facilities in areas with high multi -modal use.
• Install center and/or bicycle -friendly edge line rumble strips.
• Install separated pedestrian facilities (sidewalks and multi -use
paths), especially in urban areas and adjacent to schools, bus
stops, and school walk areas. Right -size the facilities to the
projected pedestrian and pedalcyclist demand.
* 49
Williamson County Safety Action Plan I May 2025
STRATEGY COUNTERMEASURES
Infrastructure Treatments: Intersection Install left turn lanes designed and operated with explicit
Improvements Designed for Active consideration for safety of active transportation users.
Transportation User Safety
Restrict or eliminate turning maneuvers at intersections that
Mcreate
• conflicts for drivers, pedestrians, and/or bicyclists.
At traffic signals, add bicycle signal heads and provide a
leading signal interval. At intersections, install colored bicycle
boxes where appropriate for bicycle movements.
• Remove permissive left turn signals that conflict with
pedestrian/bicyclist movements, eliminate right turn on red
Infrastructure Treatments: Separated at signals, and provide protected signal phases for
Pedestrian/Bicycle Facilities pedestrian/bicyclist movements.
Install separated pedestrian and bicycle facilities such as
sidewalks, buffered or protected bike lanes, shared use
-- paths, and regional trails. Right -size the facilities to the
projected pedestrian and pedalcyclist demand.
• Add a delay between pedestrian walk phase and vehicle
green phase.
Williamson County Safety Action Plan I May 2025
STRATEGY COUNTERMEASURES
• Educate the public about the need to be self -aware when traveling
and be conspicuous, particularly when walking or biking.
Encourage the public to wear bright -colored clothing and carry a
flashlight. Provide reflective tapes and materials to the public.
• Partner with local law enforcement to conduct high -visibility
speed enforcement in and around school zones during start and
end times.
• Use dynamic speed feedback signs in school zones during start
Behavioral Strategies and end times.
• Promote public awareness of vulnerable user safety issues,
contributory circumstances, and provide education/ training for
pedestrians, bicyclists, and motorists of all ages on ways to avoid
crashes.
• Coordinate and support vulnerable road user safety and
enforcement by law enforcement to conduct high -visibility
enforcement of bicyclists, pedestrians, and motorists who are
violating traffic safety laws that may endanger them or other
multi -modal travelers.
• Disseminate outreach materials and provide training to educate
the public and law enforcement personnel on new traffic control
device installations, such as Pedestrian Hybrid Beacons (HAWK
signals).
>>> 51
Williamson County Safety Action Plan I May 2025
STRATEGY COUNTERMEASURES
Increase enforcement strategies (speed feedback signs, high -
visibility enforcement, etc.) that comply with Texas state
laws regarding speeding within a school zone.
• Develop a policy to include crash data analysis and
community input involving vulnerable road users in Central
Texas to identify specific needs and concerns.
• Develop initiatives to improve safety for vulnerable road
users and adhere to TxDOT's design standards and national
best practices. These include pedestrian countdown signals,
protected bike lanes, and public engagement campaigns.
• Develop a Complete Streets policy to enhance the
pedestrian/bicyclist environment along roadways with
higher -than -normal pedestrian/bicyclist activity.
Policy Recommendations
• Consider developing a policy based on TxDOT's
methodologies for assessing pedestrian and bicyclist level of
V traffic stress (LTS).
• Develop a plan to assess existing Americans with Disabilities
Act (ADA) and TxDOT's accessibility guidelines to prioritize
improvements in areas with high ped/bike activity and
documented accessibility issues.
• Develop a policy in accordance with TxDOT's guidelines on
truck routes and consider local ordinances for designated
truck routes to identify areas where freight routes and
ped/bike paths intersect and implement measures such as
designated truck lanes or time -based restrictions.
• Develop a program that collaborates with local schools and
parent -teacher associations to identify areas for enhanced
safety improvements (e.g., rectangular rapid flashing
beacons, speed feedback signs).
• Develop a program that follows national best practices for
traffic calming guidelines.
>>> 5 2
Williamson County Safety Action Plan I May 2025
Systemic Safety Countermeasure Packages
Systemic safety countermeasure packages are a proactive approach to eliminating traffic fatalities and serious injuries.
Unlike traditional safety measures that react to past crashes, systemic safety focuses on identifying and addressing high -risk
factors before crashes occur. By analyzing roadway design, traffic patterns, and human behavior, these improvements
implement proven countermeasures to create safer streets for all users. Emphasizing data -driven decision -making, systemic
safety projects aim to build a transportation network where mistakes do not result in severe harm, ultimately advancing the
goal of zero traffic deaths.
For example, a package of systemic treatments to improve safety at rural stop -controlled intersections could include
several of the following HSIP-eligible countermeasures:
• Install Overhead Signs
• Install Advanced Warning Signals (Intersection - Existing Warning Signs)
• Install Advanced Warning Signals and Signs (Intersection)
• Install Advanced Warning Signs (Intersection)
• Install Flashing or LED -embedded Stop Signs
• Install Pavement Markings
This combination of treatments addresses crash patterns in which drivers fail to stop, including angle, turning vehicle, and
rear -end crashes.
Appendix D outlines the systemic safety countermeasure packages for Williamson County, organized by Texas Road to Zero
Emphasis Area. Where several safety countermeasures can be applied to a location with common characteristics, packages
of treatments are proposed that can be applied in combination to produce a more comprehensive safety project.
* 53
Williamson County Safety Action Plan I May 2025
Targeted Improvement Development and Prioritization
This section describes the development of targeted safety improvements and prioritization of those improvements.
Targeted Improvement Development
Targeted safety improvements focus on locations within the high injury network where the severity and frequency of crashes
are most concentrated. By prioritizing these high -risk areas, these improvements aim to deliver immediate, life-saving
interventions where they are needed most. Using crash data, local knowledge, and community input, proven countermeasures
are recommended to mitigate safety risks. These improvements were developed for many of the highest-ranking corridors and
intersections within the Williamson County High Injury Network and other locations identified by the Task Force and the
public. The location of each targeted improvement is shown in Figure 12 for corridors and Figure 13 for intersections and spot
locations. The corresponding improvement list with descriptions are included in Table 5 for corridors and Table 6 for
intersections.
Prioritization
This section outlines the Prioritization Criteria Process to guide the implementation of safety -driven infrastructure
improvements within Williamson County. The prioritization criteria are tailored towards selecting the most beneficial safety
projects that implement the vision of the Williamson County Safety Action Plan.
The criteria are also intended to be a helpful framework for ranking identified safety projects to use multiple funding
sources through local, regional, statewide, and national programs. Through prioritization, Williamson County and its partner
agencies can employ data -driven decision -making regarding the allocation of limited funds to address the most prominent
safety issues and support the County in moving towards zero traffic fatalities and serious injuries.
Each improvement is evaluated based on a set of five criteria:
1. Crash Reduction Potential, estimates the potential for crash reduction, with greater weight given to projects
addressing more severe and numerous crashes.
2. Cost Estimate, categorizes projects based on high-level ballpark estimated costs, providing a sense of financial
investment and a proxy for constructability.
3. Vulnerable Road Users Benefits, assesses the project's ability to improve safety for pedestrians and cyclists, the
most vulnerable road users facing the highest risk of serious or fatal crashes. Pedestrian and bicycle crashes are
also often underreported, highlighting the importance of prioritizing projects for these users to address
unrecorded safety risks.
4. Underserved Communities Benefits, prioritizes projects benefiting underserved or vulnerable communities.
5. Readiness Level, evaluates the project's readiness for implementation, considering design status and funding
availability.
After evaluating projects based on the prioritization criteria, each improvement receives a total score by summing the
points across all five criteria. The total score comprehensively measures the improvement's overall benefit, feasibility, and
alignment with County goals.
>>> 5 4
Williamson County Safety Action Plan I May 2025
Improvements are grouped into a three -tiered system, the thresholds for each tier were determined using natural breaks in
the score distribution. Tier 1 is the highest priority, Tier 2 is medium priority, and Tier 3 is lower priority. This approach
supports effective resource allocation, focusing on improvements that best use safety funding to reduce fatal and serious
injury crashes in Williamson County while maintaining flexibility in implementation.
LEGEND
— — — — COUNTY BOUNDARY
/
BURNET
COUNTY
9s
TARGETED CORRIDOR
�
B
IMPROVEMENT
o
SCALE
/
F9721
C
28
/
D
\
/ ®
\
WILLIAMSON
/
COUNTY
IF ®
\
/
\
J
130
/
u13
J ue0
/ I' M
I %N
\
Q
R
i'P
iu
ens: \
\
—r
TRAVIS
COUNTY
/ BASTROP'-
/
COUNTY
FIGURE 12: TARGETED IMPROVEMENT LOCATIONS - CORRIDORS
))) 55
Williamson County Safety Action Plan I May 2025
LEGEND
r - - -
-- —— COUNTY BOUNDARY
BURNET
• TARGETED INTERSECTION
COUNTY ® IMPROVEMENT
o
® nos N
rH /
+� NO SCALE
/
B73
3B
/ �4611
41
3 92 \
;6 •a WILLIAMSON +u+ \\
/ COUNTY \
` nu uw 100 • ® 3.1 \
17 25 26 22 0
23 30,0 \
1 13 18 •29 \
1 • • 21
19 • 28M n3 \
\ �....16 • •�......:.P7 \
14 020 34 •33 e e \
•24 as
�.........35
TRAVIS
COUNTY / BASTROP'-
/ COUNTY
FIGURE 13: TARGETED IMPROVEMENT LOCATIONS - INTERSECTIONS/SPOT LOCATIONS
* 56
Williamson County Safety Action Plan I May 2025
TABLE 5: LIST OF TARGETED CORRIDOR IMPROVEMENTS
ID ROADWAY NAME LIMITS FROM LIMITS TO IMPROVEMENT DESCRIPTION SAFETY ISSUES LEAD AGENCY TIER
A US 183 FM 970 Williamson Add centerline rumble strips Angle, Head-on TxDOT Tier 3
County Line and refresh edgeline rumble
strips, add roadway safety
lighting, widen shoulder.
B FM 487 Spears Ranch Road CR 234
C SH 195
D Shell Road
Ronald Reagan IH 35
Boulevard
Shell Spur SH 195
Add curve advisory signs and
Roadway and Lane TxDOT Tier 3
chevrons.
Departure,
Speed Management
Add rumble strips and
Roadway and Lane TxDOT Tier 2
roadway lighting. Install
Departure,
wrong -way detection system.
Dark Conditions
Replace "signal ahead"
warning sign with roadside
flashing beacon and "signal
ahead" warning sign at IH 35.
Add edge line and center line
Roadway and Lane Williamson Tier 3
rumble strips. Widen paved
Departure County
shoulder.
E Williams Drive Jim Hogg Road
Austin Avenue
Add raised median with
Angle Crashes, Georgetown Tier 2
strategically placed hooded
Roadway and Lane
lefts, raised profile lane line
Departure,
markings, raised profile
Dark Conditions
markers, safety treat fixed
objects, and roadway
lighting.
F Austin Avenue Williams Drive
Approximately
Add a raised median with
Angle Crashes, Georgetown Tier 3
0.2 miles north
hooded lefts.
Pedestrian/Bicyclist
of Williams
Crashes
Drive
G IH 35 Southbound Rivery Blvd
River Hills Dr
Add roadway lighting.
Dark Conditions TOOT Tier 2
Frontage Road
))) 57
�,' Williamson County Safety Action Plan I May 2025
ID ROADWAY NAME
LIMITS FROM
LIMITS TO
IMPROVEMENT DESCRIPTION
SAFETY ISSUES
LEAD AGENCY TIER
H SH 29/University
CR 200/LP 332
South Austin
Add raised median at
Speed Management,
TxDOT Tier 3
Avenue
Avenue
strategic locations. Add
Roadway and Lane
rumble strips. Fill sidewalk
Departure,
gaps at strategic locations.
Pedestrian/Bicyclist
Add chevrons, curve
Crashes
ahead/speed advisory signs.
Widen shoulder and extend
the guardrail around curve
(safety treat fixed objects).
CR 279
S-curve on either
-
Add curve advisory signs and
Angle Crashes
Williamson Tier 3
side of the bridge
chevrons. Add rumble strips
County
crossing the South
where they do not exist.
Fork San Gabriel
Widen paved shoulder.
River
J IH 35 Southbound
Southwest Bypass
Approximately
Relocate southbound
Roadway and Lane
TxDOT Tier 3
Entrance Ramp
0.5 miles south
entrance ramp farther from
Departure,
of Entrance
Southwest Bypass,
Rear End Crashes
Ramp
approximately 3,000 ft. south
Unsafe weaving
from its current location.
K
L
M
N
SH 95
Carlos G Parker
Approximately
Fill sidewalk gap.
Roadway and Lane
TxDOT Tier 3
Boulevard
0.1 miles south
Departure,
of Carlos G
Dark Conditions
Parker
Boulevard
Hero Way
Bagdad Road
Approximately
Extend raised median.
Roadway and Lane
Leander Tier 3
0.3 miles east
Departure,
of Bagdad Road
Dark Conditions
Crystal Falls Parkway
US 183A
Ridgmar Road
Close cross-overs where
Angle Crashes
Leander Tier 3
possible and align left -turns
for a positive offset where
possible. Add roadway
lighting.
US 183A Northbound
Volta Drive
North of
Add a speed limit sign near
Roadway and Lane
TxDOT Tier 3
Frontage Road
Scottsdale
the exit ramp. Add guardrail
Departure
Drive
on the east side of the
roadway.
��� 5 8
"�' Williamson County Safety Action Plan I May 2025
ID ROADWAY NAME LIMITS FROM LIMITS TO IMPROVEMENT DESCRIPTION
SAFETY ISSUES LEAD AGENCY TIER
O FM 1431/University Railroad tracks CR 110 Add rumble strips and
Angle Crashes, TxDOT Tier 3
Boulevard west of IH 35 median cable barrier at
Rear End Crashes,
strategic locations.
Pedestrian/Bicyclist
Crashes
P Lakeline Boulevard Cedar Park Drive West Park Add raised profile markings. Roadway and Lane Cedar Park Tier 3
Street Departure
Q Hairy Man Road Great Oaks Drive Creek Bend Add additional guardrail and Head On Crashes, Williamson Tier 3
Blvd remove trees from clear zone Rear End Crashes County
where applicable.
R
US 79
IH 35
AW Grimes
Fill sidewalk gaps.
Pedestrian/Bicyclist
TxDOT
Tier 1
Boulevard
Crashes,
Head On Crashes
5
US 79
Carlos G Parker
Sloan Street
Add raised median with
Angle Crashes
Taylor
Tier 3
Boulevard
strategically placed hooded
_
lefts.
T
Cypress Creek Road
Sun Chase
Lakeline
Add edgeline delineators.
Angle Crashes,
Cedar Park
Tier 3
Boulevard
Boulevard
Evaluate speed limit using
Pedestrian/Bicyclist
USLIMITS2.
Crashes
U
AW Grimes
Thompson Trail
SH 45N
Add chevrons and curve
Speed Management,
Round Rock
Tier 3
Boulevard
ahead/speed advisory signs.
Roadway and Lane
Extend median to create
Departure
hooded lefts.
V
SH 130 Northbound
CR 138
FM 685
Add rumble strips. Add
Roadway and Lane
TxDOT
Tier 3
Frontage Road
channelization at driveways
Departure
to prevent wrong -way turns.
W
CR 138
West of Spring
-
Add/replace curve advisory
Roadway and Lane
Williamson
Tier 3
Valley St
signs and chevrons.
Departure
County
* 59
Williamson County Safety Action Plan I May 2025
TABLE 6: LIST OF TARGETED INTERSECTION/SPOT LOCATION IMPROVEMENTS
ID
LOCATION
IMPROVEMENT DESCRIPTION
LEAD AGENCY
TIER
1
SH 195 and Shell
. Signal head backplates
TxDOT
Tier 2
Rd
. Additional intersection signage
. Signal head improvements
2
South of SH 195
. Replace "signal ahead" warning sign with
TOOT
Tier 3
at IH 35 SBFR
roadside flashing beacon with "signal
ahead" warning sign
3
Williams Dr and
. Signal head backplates
Georgetown
Tier 3
Jim Hogg Dr
. Pavement marking improvements
. Signal timing evaluation
4
DB Wood Rd and
. Supplemental signal heads
Georgetown
Tier 1
Williams Dr
. Additional intersection signage
. Intersection lighting
. Signal head backplates
5
SH 29 at Ranch
. Add pedestrian signals and crosswalks to
TOOT, Liberty Hill
Tier 1
Road 1869
existing signal
. Signal timing evaluation
. Pavement marking improvements
. Signal head backplates
6
SH-29 at Main St
. Evaluate a pedestrian hybrid beacon
TOOT, Liberty Hill
Tier 3
7
University Ave
. Signal head backplates
TOOT, Georgetown
Tier 3
and DB Wood Rd
. Additional intersection signage
8
W University Ave
. Evaluate a pedestrian hybrid beacon
TOOT, Georgetown
Tier 3
at Hart St
9
Leander Rd and
. Signal head backplates
TOOT, Georgetown
Tier 2
Southwest
. Replace "signal ahead" warning sign with
Bypass
roadside flashing beacon with "signal
ahead" warning sign
. Additional intersection signage
30
University Blvd
. Signal head backplates
Round Rock
Tier 2
and CR 110
. Pavement marking improvements
11
FM 1660 and
. Pavement marking improvements
TOOT, Hutto
Tier 2
Chandler Rd
. Roadside flashing beacons
12
CR 366 and
. Evaluate a new traffic signal
Taylor
Tier 3
Chandler Rd
13
New Hope Dr
. Additional intersection signage
Cedar Park
Tier 1
and Bell Blvd
. Signal timing evaluation
. Signal head backplates
14
W Whitestone
. Signal timing evaluation
TOOT, Cedar Park
Tier 3
Blvd at Walton
Way
15
W Whitestone
. Signal timing evaluation
TOOT
Tier 2
Blvd at US 183
. Evaluate Leading Pedestrian Interval (LPI)
. Additional signage at intersection
16
E Whitestone
. Realign left turn lanes to improve sight
TOOT, Cedar Park
Tier 3
Blvd and Quest
distance
* 60
Williamson County Safety Action Plan I May 2025
ID
LOCATION
IMPROVEMENT DESCRIPTION
LEAD AGENCY
TIER
17
E Whitestone
. Evaluate LPI
TxDOT, Cedar Park
Tier 3
Blvd and
Discovery Blvd
18
Whitestone Blvd
. Supplemental signal heads
TxDOT
Tier 3
at Parmer Ln
19
Parmer Ln at
. Supplemental signal heads
Cedar Park
Tier 2
Ranch
. Intersection lighting
Trails/Kenai Dr
20
Cypress Creek Rd
. Supplemental signal heads
TxDOT, Cedar Park
Tier 3
and Bell Blvd
. Signal head backplates
21
Old Settlers Blvd
. Signal timing evaluation
Round Rock
Tier 2
and Creek Bend
. Signal head backplates
Blvd
. Intersection lighting
22
Grimes Blvd and
. Signal head backplates
TxDOT, Round Rock
Tier 1
Old Settlers Blvd
. Pavement marking improvements
• Supplemental signal heads
. Additional signage at intersection
23
CR 108 and
. Adjust pavement markings to create a left-
Hutto
Tier 1
Limmer Loop
turn lane
. Roadside flashing beacons
. Intersection lighting
. Evaluate a new traffic signal
24
Cypress Creek Rd
. Evaluate a roundabout
Cedar Park
Tier 3
at El Sol Dr
25
US 79 (650 ft)
. Close median opening and facilitate u-turns
TxDOT
Tier 2
west of Palm
at adjacent signalized intersections
Valley and Mays
St (At U-Turn)
26
US 79 at Egger
. Pedestrian crosswalk
TxDOT, Round Rock
Tier 2
Ave
27
US 79 at
. Pedestrian crosswalk
TxDOT, Round Rock
Tier 1
Georgetown St
. Evaluate LPI
. Intersection lighting
. Pavement marking improvements
28
US 79 and Chris
. Supplemental signal heads
TxDOT, Hutto
Tier 1
Kelley Blvd / Ed
. Evaluate LPI
Schmidt Blvd
. Signal timing improvements
. Intersection lighting
. Additional signage at intersection
29
US 79 at
. Signal timing evaluation
TxDOT, Hutto
Tier 3
Exchange Blvd
30
Carlos G Parker
. Add chevrons to curve
TxDOT
Tier 3
Blvd Northbound
to Westbound
US 79 Loop
31
Loop from US 79
• Add chevrons to curve
TxDOT
Tier 3
to Carlos G
Parker Blvd
>>> 61
Williamson County Safety Action Plan I May 2025
ID
LOCATION
IMPROVEMENT DESCRIPTION
LEAD AGENCY
TIER
32
Loop from Carlos
. Add chevrons to curve
TxDOT
Tier 3
G Parker Blvd to
US 79
33
Gattis School Rd
. Signal head backplates
Round Rock
Tier 2
and Grimes Blvd
. Pavement marking improvements
34
SH 45 Toll and
. Signal head backplates
TOOT, Williamson
Tier 1
CR 172
. Additional intersection signage
County
. Intersection lighting
. Signal ahead roadside flashing beacon
. Pavement marking improvements
35
600 ft North of
. Evaluate a rectangular rapid flashing beacon
Williamson County
Tier 3
Grand Avenue
Pkwy and Quick
Hill Rd on Quick
Hill Rd
36
Grand Avenue
. Pedestrian crosswalk
Williamson County
Tier 3
Pkwy and Quick
. Additional intersection signage
Hill Rd
. Evaluate a roundabout
* 62
Williamson County Safety Action Plan I May 2025
Implementation Plan
The suggested improvements, proposed safety countermeasures, and recommended policy updates identified in the
Williamson County SAP require guidance and transparency. The County SAP Implementation Plan includes a general
approach to different funding sources for implementing the project strategies, methods for championing and achieving
policy updates, and a method to measure and monitor progress in reaching the Road to Zero goal.
Funding Safety Improvements
To be awarded funding from most sources, the suggested improvements, safety countermeasures, and policy updates need
to be identified in a publicly available document, which this SAP accomplishes. The suggested improvements and project
strategies in this plan are more likely to be awarded funding if they are included in other plans or programs, such as local
agency long-range transportation plans or a transportation/capital improvement program. Incorporating the identified
improvements in other areas allows the agency to cast a wider net for funding sources.
Funding to help implement the suggested project strategies and improvements and to advocate and enact policy updates
can come from various federal, regional, state, and local sources. State funding for roadway safety improvements include,
but are not limited to, programs such as the Highway Safety Improvement Program and Transportation Alternatives (TA)
set -aside program. Regionally, agencies can apply for funding from sources such as the CAMPO call for projects.
Improvements identified in this SAP can also be used to apply for federal funds from programs such as the federal Safe
Streets and Roads for All Grant Program.
Championing Policy Changes
Policy changes and adoption can become an unexpected uphill battle, frequently shouldered by the most passionate
advocates who find themselves fighting for these changes seemingly alone. The updates to roadway safety policies in
Williamson County require fierce championing and cross collaboration within agencies and departments such as planning
departments, public works departments, zoning departments, public health departments, transit agencies, school district
boards, and city council members, to name a few.
Task Force members can help achieve the Road to Zero goal in the County and propel these policy changes locally. Task
Force members can:
• Identify a governing body and/or official, ideally one that advocates transportation or roadway safety.
• Contact the governing body and/or official about the SAP, inform them of policy improvements identified in the
plan, and encourage the legislation and development and adoption of the policy update(s).
• Publicly promote the policy update(s) with other advocates.
• Facilitate a public commitment to achieving the county's Road to Zero goal through the various policy updates.
Measuring & Monitoring Progress
CAMPO is developing a process for monitoring the implementation of the suggested improvements, safety
countermeasures, and policy updates to measure the projects' effectiveness and desired outcomes. Member jurisdictions
of Williamson County can continue to work with CAMPO to measure and monitor progress. This process will measure the
outcomes of the SAP goals and objectives (i.e., the number and severity of roadway crashes in the county) in achieving the
Road to Zero goal.
>>> 6 3
APPENDIX
CONTENTS
APPENDIX A: WILLIAMSON COUNTY SAFETY ANALYSIS TECHNICAL MEMORANDUM
APPENDIX B: WILLIAMSON COUNTY POLICY RECOMMENDATIONS TECHNICAL MEMORANDUM
APPENDIX C: WILLIAMSON COUNTY SAFETY COUNTERMEASURES TECHNICAL MEMORANDUM
APPENDIX D: WILLIAMSON COUNTY SYSTEMIC SAFETY PACKAGES
'!�' Williamson County Safety Action Plan Appendices I April 2025
Appendix A
WILLIAMSON COUNTY SAFETY ANALYSIS TECHNICAL MEMORANDUM
C l'^�"" MPO
cav�rai aara ..Eraovoiirax
viar.rvinc oacar,�zar�or.
ceH,vs� � .Exas
WILLIAMSON COUNTY SAFETY ANALYSIS
TECHNICAL MEMORANDUM
Introduction
Improving the safety of Williamson County roadways is imperative to the Capital Area Metropolitan Organization (CAMPO),
local agencies, and the community. CAMPO is developing a county -level safety action plan (SAP) for Williamson County,
including local agencies and other partners within the county. The Williamson County SAP will roll into the greater Regional
Safety Action Plan (RSAP) that CAMPO is conducting concurrently. The safety analysis aims to provide key observations
about the state of safety and recommend targeted safety improvements in Williamson County.
This report summarizes the historical crash analysis, the systemic safety analysis, and the development of a hotspot and
high -injury network (HIN) for Williamson County. This county -level analysis considers all roadway classes, including local
roads (i.e., the analysis is not constrained by the regional significance thresholds defined in the 2045 Regional
Transportation Plan). Crash data from the most recent five years (2019 — 2023) was obtained for Williamson County, and
crash patterns by severity, lighting condition, weather condition, intersections, impaired driving and many other
contributing factors were studied and presented in this report. Analyzing crash patterns by contributing factors helps
identify focus areas that are areas of high potential safety risks in Williamson County. These findings are presented in a
systemic analysis that allows the project team to identify location characteristics that are more susceptible to fatal and
serious injuries. Hotspot and high injury network development enables the project team to geospatially locate safety issues
related to the high risk of fatal and serious injuries, traffic stress for active transportation, excessive speeding, and safe
transit access.
The Williamson County safety analysis follows the Texas Strategic Highway Safety Plan (SHSP) and the RSAP. The
recommendations and countermeasures in this analysis aim to support local safety planning efforts to eliminate fatal and
serious injury crashes and reduce crashes overall for all roadway users in the County.
Williamson County Safety Analysis Technical Memorandum I April 2025
Crash Analysis Methodology
Crash analysis was conducted using the most recent five years of crash data from 2019 to 2023 in Williamson County. The
project team obtained crash data from the Texas Crash Records Information System (CRIS) maintained by the Texas
Department of Transportation (TxDOT). Crash data was obtained in CSV file format via the public request portal available at
https://cris.dot.state.tx.us/. The crash data consists of crashes by severity type using the KABCO scale': fatal injury (K),
suspected serious injury (A), suspected minor injury (B), possible injury (C), non -injured (0), and unknown. This dataset also
contains information on different crash contributing factors, manner of collision, date and time, and other information. This
dataset relies on law enforcement reporting and may not have all the information for all the crashes. For example, hit and
run crashes where the injury of the driver is unknown fall under the "unknown" crash severity type.
A roadway inventory dataset of Williamson County was downloaded from the TxDOT Geographic Information System (GIs)
Portal. The crash data is overlayed on this roadway layer. This layer has information on the name, functional classification,
and facility type of the roadway. As part of the systemic and high injury network analysis, crash and roadway inventory
datasets were used to conduct the analysis. The crashes are associated with the respective roadway corridors that allow the
project team to understand crash patterns by different roadway characteristics such as facility type, length of the corridor,
etc.
As part of the HIN analysis, crashes are weighted based on the Texas Highway Safety Improvement Program (HSIP) cost per
crash:
• $4,000,000 for a fatal or suspected serious injury crash
• $330,000 for a suspected minor injury crash
Fatal (K) and suspected serious injury (A) crashes are weighted 12 points ($4,000,000/$330,000) Suspected minor injury (B)
and possible injury crashes (C) are weighted 1 point.
Historical Crash Analysis
The existing condition analysis was conducted for the whole of Williamson County and then broken down by state-owned
roadways and local roadways. The state-owned roadways are freeways, ramps, and state-owned highways. The local are all
other roadways excluding the state-owned ones. Crash patterns by years, severity type, and combined fatal and suspected
serious injury type were studied.
STATEWIDE EMPHASIS AREAS
In the context of the Strategic Highway Safety Plan, "emphasis areas" refer to specific focus areas identified to address key
safety issues on roadways. These areas are prioritized based on data analysis, crash trends, and overall safety goals. By
concentrating resources and efforts on these emphasis areas, agencies aim to reduce fatalities and serious injuries more
effectively.
The KABCO scale, developed by the Federal Highway Administration (FH WA), is a standardized system used by law enforcement to classify traffic crash injuries,
ranging from K (fatal injury), A (serious injury), B (minor injury), C (possible injury), to O (property damage only, no injury).
>>> 2
*:� Williamson County Safety Analysis Technical Memorandum I April 2025
The Texas SHSP recommends the following emphasis areas for reducing highway fatalities and serious injuries on all public
roads of Texas:
• Roadway or Lane Departures — Crashes where a vehicle departs from the traveled way by crossing an edge line, a
centerline, or otherwise leaving the roadway
• Occupant Protection — Crashes involving improper or complete lack of vehicle occupant protection such as wearing
a seatbelt or using a car seat for children
• Older Drivers — Crashes involving drivers 65 years old or older
• Younger Drivers — Crashes involving drivers between the ages of 15 and 20
• Speed Related — Crashes where speeding was a contributing factor
• Impaired Driving— Crashes involving drug or alcohol impairment
• Intersection Related — Crashes occurring at or near an intersection
• Distracted Driving — Crashes involving inattention or distractions such as use of a cell phone
• Pedestrian — Crashes involving pedestrians
• Pedalcyclist— Crashesinvolvingcyclists
• Post Crash Care — Secondary, tertiary, etc. crashes occurring due to another primary crash
The project team used the Texas SHSP framework to identify crashes for the above -mentioned emphasis areas. It
should be noted that there is insufficient data involving post crash care in the crash database, so this emphasis
area was not analyzed in this study.
COUNTY -SPECIFIC EMPHASIS AREAS
The countywide crash trends were analyzed to capture regional emphasis areas in addition to the statewide emphasis
areas. The following additional emphasis areas were identified:
• School Zones — Crashes occurring at or near schools
• Dark Conditions — Crashes occurring at night or in areas with low to no lighting
• Work Zones — Crashes occurring within road construction or maintenance areas
• Time of Day/Day of Week — Crash patterns related to the time of day and day of the week
Systemic Safety Analysis
The systemic safety approach used fatal and suspected serious injury (KA) crash data from 2019-2023, focusing on the
Texas SHSP emphasis areas associated with the highest crash proportions. This data -driven methodology aimed to uncover
patterns and commonalities across emphasis areas to identify the most critical crash types and their corresponding
contributing factors. By analyzing these relationships, the study targeted systemic characteristics associated with high crash
proportions rather than isolated hotspots, enabling a broader and more effective application of countermeasures.
To support this analysis, crash tree diagrams were developed that visualized the distribution of crashes based on
characteristics such as lighting conditions, roadway type, and ownership. These diagrams highlighted focus crash types,
such as crashes occurring under dark conditions, roadway and lane departures, and intersection -related incidents,
alongside focus facilities like urban, rural, state-owned, and local roadways. The findings informed the recommendation of
low-cost, systemic countermeasures tailored to specific crash types and facility characteristics, such as improved lighting,
enhanced signage, and targeted intersection safety improvements. This proactive, systemic approach ensures that safety
investments address both high -crash locations and underlying risk factors to maximize their effectiveness countywide.
X) 3
';� Williamson County Safety Analysis Technical Memorandum i April 2025
High Injury Network Analysis
A vital component of regional safety analysis is the development of a high injury network that identifies areas with a high
need of safety enhancements. To carry out a more localized and thorough evaluation of transportation safety issues in
Williamson County, the project team created both an intersection HIN and a road segment HIN. By establishing these two
networks, the team identified high -priority intersections and segments of roadways that require improvements to reduce
potential safety risks.
INTERSECTION HIGH INJURY NETWORK
The following is the methodology adopted to identify intersection HIN:
1. The project team obtained crash data from TxDOT CRIS in Williamson County between 2019 and 2023.
2. The base roadway network with all roadway types was required to perform this study. The Roadway Inventory
dataset from the TxDOT GIS Portal served as the base roadway linework.
3. Intersections were identified by creating points where the lines from the base roadway linework intersected, using
the Unsplit Lines and Intersection GIs tools. A 10-foot tolerance was applied to ensure that intersections were
accurately captured, even when lines did not fully intersect due to minor data creation errors.
4. The intersection crashes were joined by intersections created in Step 3 using the Spatial Join tool with the closest
matching option. This resulted in identifying intersection crashes with geolocated intersection information.
5. The crash data with intersection information was exported to Excel to provide a summary of crashes by severity
type for each intersection. This summary table was joined to the intersection layer in GIs. This resulted in
intersections with information on the total number of crashes by severity type.
6. The project team followed the Texas HSIP cost per crash to weigh crashes based on severity type. Fatal (K) and
suspected serious injury (A) crashes were given 12 points and suspected minor injury (B) and possible injury
crashes (C) were given 1 point. No points were given to non -injured or unknown crash types. Total points for each
intersection were calculated based on these weighted points. Intersections with high severity type crashes have
high weighted points.
7. Through trial -and -error visualization in GIS, the project team determined that a crash weight score of 25 serves as
an effective threshold for identifying high -injury intersections. This score corresponds to the equivalent of two
fatal or suspected serious injury crashes (each weighted at 12) plus one suspected minor injury or possible injury
crash (weighted at 1).
SEGMENT HIGH INJURY NETWORK
The project team adopted the Sliding Window methodology to identify segment HIN. A recent technical report on
innovative safety analysis tools in identifying highway safety improvement projectS2 recommended this method to perform
network screening in Texas.
Sliding Window Method
In this method, a window of a certain length is moved by incremental length along a study segment from start to end of the
study segment. For each window of the segment, performance measures are calculated that are used to rank the segments.
(N d ) (rep.). Statewide Implementation of Innovative Safety Analysis Tools in Identifying Highway Safety Improvement Projects Technical Report 5
6912-01-P I
* 4
Williamson County Safety Analysis Technical Memorandum I April 2025
Figure 1 shows an example from the technical report of conducting the sliding window method using a window length of
0.3 miles and an increment distance of 0.1 miles.
Site No. 1
Second Sliding Window
W m 0.3 mi
MP 1.0 MP 2.6
siding rnr4ow is movod rxromarYalty
Iby 0 1 n along t1w roadway sogmont I
Jim 02" 03m a4m1 05ev
First Sliding Window
W•0.3mi
FIGURE 1: ILLUSTRATION OF THE SLIDING WINDOW METHOD
In this study, the project team, in coordination with the other counties in the CAMPO region, decided to use a window of
0.5 miles with a 0.1-mile increment. The following steps were used to perform the sliding window method:
1. The TxDOT GIS roadway layer was used as the base network roadway layer. Using the Dissolve tool, this roadway
layer was dissolved based on the name and facility type of the roadway.
2. The dissolved roadway layer was used to generate points along each corridor for every 0.1 mile. This point layer
was then used to split each corridor into 0.1-mile-long segments.
3. Only crashes that occurred on segments were used. These crashes were joined to the 0.1-mile segment layer. The
Spatial Join tool with matching street name fields between the crash data and the centerline only layer was used.
Approximately 75% of the crashes were joined to their respective roadway layer.
4. The remaining crashes that did not get joined to a roadway layer in the above step were spatially joined based on
the closest matching option using a search distance of 200 feet with one-to-one mapping.
5. Once the crashes were joined by roadway layer, the table was exported to Excel. A table that summarizes the 0.1-
mile segment layer's unique ID and crashes by severity was created.
6. The crash summary table was joined to the 0.1-mile segment layer. This layer now had 0.1-mile or smaller
segments with information on the total number of crashes by severity type. This table was then exported to CSV
file format.
7. Python coding was used to summarize the crashes by severity for five smaller segments. Five was used because it
summarized crashes for 0.5 miles or less. Additional fields such as fatal and injury, equivalent injury (KA -12, BC-
1), total crashes per mile, and equivalent injury per mile were calculated. This table was then exported to CSV file
format.
8. The above table was then joined to the centerline roadway layer in GIS using the unique ID as the matching field.
VIN
fff 5
Williamson County Safety Analysis Technical Memorandum I April 2025
Historical Crash Analysis Results
Table 1 and Figure 2 summarize the crashes in Williamson County by year and severity for all roadway types; it should be
noted that Figure 2 does not include non -injury and unknown crashes. There were 44,668 crashes from 2019 to 2023 of
which 1 percent were fatal injury type and 2 percent were suspected serious injury type crashes. There were 1,311 (3%)
crashes with 'unknown' severity type. The year 2020 observed the lowest number of crashes in five years after which the
crashes continued to increase every year. Since 2020, the total number of crashes increased by 41% in 2023. Overall, a
consistent upward trend in the total number of crashes was observed.
TABLE 1: SUMMARY OF CRASHES (2019-2023) BY SEVERITY TYPE
SUSPECTED
SUSPECTED
FATAL
SERIOUS
MINOR
YEAR INJURY
INJURY
INJURY
(K)
_
(A)
(B) _
2019 41
180
991
2020
2021
39
48
149
215
842
1,004
2022
59
255
1,275
2023
TOTAL
42
229
245
1,044
1,495
5,607
1%
2%
13%
1,600
POSSIBLE
INJURY
(C)
1,176
_928
1,216 -
1,368
1,314
6,002
13% -
NOT
INJURED
(0)
UNKNOWN
TOTAL
6,142
253
8,783
5,057
260
7,275
6,022
266
8,771
6,303
285
9,545
6,951
_
247
10,294
30,475
1,311
44,668
68%
3%
100%
WILLIAMSON COUNTY CRASH TOTALS BY YEAR
1,400 1.363
1.278 1.295
1.200
1,200 1.129 1,238 1,145 1,144
a,
s 1.016
i 1.000 901
U
0 800
a,
E 600
Z 400
217 213 210 249
200 15s 11
42 46 53 38 50
0 46
2019 2020 2021 2022 2023
■ Fatal Injury (K) ■ Suspected Serious Injury (A) ■ Suspected Minor Injury (B) ■ Possible Injury (C)
FIGURE 2: CRASHES (2019-2023) BY YEAR AND BY SEVERITY
>>> 6
Williamson County Safety Analysis Technical Memorandum I April 2025
Fatal and Serious Injury Crashes in Williamson County
The highest number of 53 fatal crashes occurred in 2021, and the lowest of 38 fatal crashes in 2022. The serious injury
crashes show a consistent upward trend, increasing from 217 serious injury crashes in 2019 to 249 in 2023. Figure 3
presents the crash trend of fatal and suspected serious injury crashes and Figure 4 summarizes fatal and serious injury
crashes by crash type in Williamson County from 2019 to 2023.
FATAL AND SERIOUS INJURY CRASHES BY YEAR
400
a�
svJ 299
U 300259 266 248
° 201
.Q 200
E
Z
100
2019 2020 2021 2022 2023
FIGURE 3: FATAL (K) AND SUSPECTED SERIOUS INJURY (A) CRASHES (2019-2023) BY YEAR
FATAL AND SERIOUS INJURY CRASH TYPES (2019-2023)
Roadway and Lane Departure
Angle Crash
Same Direction
Single Vehicle Crash
Opposite Direction
0 100 200 300 400 500
■ Intersection Crashes ■ Non -Intersection Crashes
FIGURE 4: FATAL AND SERIOUS INJURY CRASHES BY TYPE (2019 - 2023)
Williamson County Safety Analysis Technical Memorandum I April 2025
Crash Analysis by Other Factors
Figure 5 presents percentage distribution of crashes for lighting condition, weather condition, and road surface condition.
More than 70 percent of crashes occurred in daylight, clear sky, and dry road surface condition. The percentage of
combined KA crashes was higher in dark condition.
LIGHTING WEATHER
CONDITION CONDITION
8%
NN3%
/0%
16%
1%
` �-
E DARK, LIGHTED
r DAYLIGHT
DARK, NOT LIGHTED
• OTHER ■ CLEAR CLOUDY ■ RAIN ■ OTHER
ROAD SURFACE
CONDITION
E
• DRY WET
■ ICE/SNOW/SLUSH . OTHER
FIGURE 5: LIGHTING, WEATHER, AND ROAD SURFACE CONDITIONS FOR CRASHES IN WILLIAMSON COUNTY (2019 - 2023)
Table 2 summarizes the number of crashes by crash type in Williamson County from 2019 to 2023, including fatal and
serious injury crashes in particular.
TABLE 2: SUMMARY OF CRASHES (2019-2023) BY CRASH TYPES
CRASH TYPE
NO. OF CRASHES
%
KA
%KA
SAME DIRECTION
18,968
42%
232
18%
ANGLE CRASH
10,057
23%
279
22%
ROADWAY AND LANE DEPARTURE
7,367
16%
432
34%
OPPOSITE DIRECTION
4,272
10%
148
12%
SINGLE VEHICLE CRASH
3,693
8%
182
14%
OTHER
311
1%
0
0%
TOTAL
44,668
100% I
1273
100%
The crash types were further analyzed by crash contributing factors. In the crash database, there were more than 70
contributing factors, which were aggregated into 14 categories. Table 3 presents a summary of crashes by crash types and
contributing factors.
Overall, speed related, failure to yield right of way, aggressive driving, and distracted driving contribute to 80% of crashes in
Williamson County. Speed related (45%) was a major contributing factor for same direction crash types. More than 90% of
the angle and opposite direction crash types occurred at intersections; failure to yield right of way was the major
contributing factor for these two crash types. Aggressive driving and distracted driving were the third and fourth highest
contributing factors; the majority of these were same direction crash types.
>>> 8
Williamson County Safety Analysis Technical Memorandum I April 2025
TABLE 3: SUMMARY OF CRASHES (2019-2023) BY CRASH TYPES AND CRASH CONTRIBUTING FACTORS
ROADWAY
SINGLE
SAME
ANGLE
OPPOSITE
CONTRIBUTING FACTORS
AND LANE
VEHICLE
OTHER
TOTAL
N
DIRECTION
CRASH
DIRECTION
DEPARTURE
CRASH
SPEED RELATED
8,590
258
2,066
49
362
11.338
25%
FAILED TO YIELD ROW
103
5,020
39
2,588
115
1
7.878
18%
AGGRESSIVE DRIVING
4,233
586
687
266
141
6
5,919
13%
DRIVER DISTRACTION
2,389
905
1,056
290
690
36
5366
12%
OTHER
1,298
720
1,202
456
985
4.856
11%
NONE
1,108
511
535
231
638
3.058
7%
DISREGARD TRAFFIC
242
1,816
52
284
-
!
2,402
5%
SIGN
FAILURE TO FOLLOW
387
126
582
35
1
1,235
3%
RULE
IMPAIRED
297
75
582
39
209
1,207
3%
ANIMAL
` 16
2
160
2
360
0
540
1%
FATIGUED OR ASLEEP
59
5
327
1
47
0
439
1%
PASSING RELATED
243
24
6
25
18
1
317
1%
WRONG SIDE
4
72
6
10
0
95
0%
PEDESTRIAN
5
1
0
1
f
18
0%
TOTAL
18,968
10,057
7,367
4,272
3,693
311
44,668
1.00%
PERCENT
42%
23%
16%
10%
8%
1%
100%
Table 4 presents a summary of crashes by time of day and day of week. Friday (17 %) had the highest and Sunday (10%) had
the lowest number of crashes. In a day, from 3 PM to 6 PM had the highest number of crashes, which coincides with the
evening rush hour traffic. The highest number of crashes occurred at 5 PM, particularly on Fridays. The morning crashes
began to increase significantly starting at 6 AM, with a peak between 7 AM and 9 AM. Crash frequency was also high
around midday (12 PM to 2 PM), peaking at 1 PM. Overall, crashes were more frequent during the afternoon and evening
rush hours, particularly on weekdays, and dropped during early morning and late evening hours.
Williamson County Safety Analysis Technical Memorandum I April 2025
TABLE 4: SUMMARY OF CRASHES IN WILLIAMSON COUNTY (2019-2023) BY TIME OF DAY AND DAY OF WEEK
HOUR
MON
TUES
WED
THURS
FRI
SAT
SUN
TOTAL
0
81 55 62
84
89
148
153
672
1
40
46
48
68
62
109
111
484
2147
41
52
57
65
142
145
549
3
44
37
29
41
37
107
99
394
4
45
32
44
53
44
70
77
365
5
102
93
93
111
106
76
73
654
6
236
289
294
274
220
99
69
1,481
7
397
466
481
442
391
146
68
2,391
8
384
457
460
413
386
174
94
2,368
9
288
325
298
301
271
202
126
1,811
10
278
275
267
281
302
259
185
1,847
11
322
274
319
326
377
366
232
2,216
12
372
396
432
392
478
441
298
2,809
13
410
384
404
397
511
414
319
2,839
14
415
384
401
413
460
408
313
2,794
15
491
476
436
481
513
403
295
3,095
16
554
585
565
621
6
354
280
3,654
17
=
649
627
638
71
358
289
3,795
18
453
488
512
518
595
387
279
3,232
19
242
293
319
352
431
313
268
2,218
20
211
215
226
230
295
273
205
1,655
21
176
193
202
207
261
233
191
1,463
22
100
119
164
149
228
231
146
1,137
23
bL80
68
88
87
169
151
1040
745
Total
6,291
6,640
6,823
6,936
7,697
5,864
4,417
44,668
X) 10
1-1
Williamson County Safety Analysis Technical Memorandum I April 2025
Table 5 presents a summary of crashes by time of day and month. October (9%) had the highest number of crashes and
February (8%) had the lowest. The winter months from October to December had more crashes, particularly in the evening
peak hours from 4 PM to 7 PM. The dark condition crash types occurred more during these winter months.
TABLE 5: SUMMARY OF CRASHES (2019-2023) BY TIME OF DAY AND MONTH
HOUR
JAN
FEB
MAR
APR
MAY
0
60
56
56
51
62
1
40
36
34
39
39
2
46
37
33
49
55
3
33
32
28
25
34
4
39
25
28
27
21
5
53
75
51
44
36
6
139
156
125
124
104
7
218
219
213
175
170
8
213
192
209
172
190
9
171
133
146
129
147
10
147
146
159
132
145
11
166
135
170
156
196
12
216
186
201
206
258
13
217
214
217
209
248
14
217
192
244
225
228
15
269
218
264
238
273
16
272
260
280
319
318
17
278
292
315
324
322
18
297
217
218
219
214
19
182
192
203
133
143
20
127
128
162
122
123
21
102
87
115
114
103
22
84
74
94
77
110
23
Total
3,651
3,357
3,604
3,363
3,603
JUN
JUL
AUG
SEP
OCT
NOV
DEC
TOTAL
52
71
61
52
54
4s
672
43
42
40
39
50
52
30
484
42
43
47
39
60
49
49
549
24
43
41
42
32
26
34
394
43
19
28
38
41
28
28
365
62
56
53
54
61
54
55�
654
81
92
89
134
154
140
143
1,481
139
140
218
219
270
206
204
2,391
149
152
209
229
255
207
191
2,368
150
144
144
154
170
163
160
1,811
175
143
170
158
158
163
151
1,847
200
178
197
193
214
197
214
2,216
223
241
270
255
247
234
272
2,809
227
295
257
221
269
221
244
2,839
215
244
265
239
237
247
241
2,794
256
267
262
271
260
251
266
3,095
283
273
334
320
332
330
;
3,654
309
298
302
336
'=
324
297
3,795
213
224
263
229
269
3,232
189
170
155
158
238
219
236
2,218
95
121
134
158
181
163
141
1,655
145
146
157
122
130
124
118
1,463
132
105
109
80
92
90
90 `
1,137
72
I
62
fd
��
.�:-
745
3,519
3,558
3,867
3,804
4,235
4,041
4,066
44,668
Figure 6 shows the number of crashes (y-axis) by time of day and day of week (x-axis) in Williamson County from 2019 to
2023. The graph shows the aggregate number of crashes (All Severities) over a five-year period (2019-2023) during a typical
weekend day (Sat -Sun) versus a typical weekday (Mon -Fri). The number of crashes during the weekdays (green line)
predictably peaked during the AM and PM peak hours of traffic — 7 AM to 8 AM and 4 PM to 6 PM, respectively. During the
weekend (purple line), the peak number of crashes occurred between 12 PM and 2 PM.
* 11
Williamson County Safety Analysis Technical Memorandum I April 202S
St;._
N600
L
r
0 400
i
200
z
0
WILLIAMSON COUNTY CRASHES BY TIME OF DAY
I i z F 1 iz I z I i x x f I I I 12_ I I x i i i
4 ¢ a Q aoo a app < ¢ <p d dpp app pap a asp CcL as a a asp asp Qa as
p O b O 8 0 0 C) b 8 000 0 8 aU 6 O 8 O 0088 O 8
-O n co 00 N ^ N m V Ln -dD n CO P p .-
--Weekday --Weekend
FIGURE 6: CRASHES BY TIME OF DAY AND DAY OF WEEK (2019-2023)
Heat Maps
The project team developed two heat maps using the available Williamson County crash data from 2019 to 2023. Figure 7
shows the crash density at intersections in the County, while Figure 8 shows the crash density at non -intersections
(segments) in the County.
Most of the intersection crash density occurred in urban areas where state-owned roads intersect with one another or a
local road. The following intersections have a "High" or "Very High" crash density:
• IH 35 Northbound Frontage Road and RM 2338
• SH 29 and IH 35
• US 183 and RM 1431
• RM 1431 and FM 734
• US 183 and Lakeline Boulevard
• US 183 and Lakeline Mall Drive
• US 183 and FM 620
• FM 620 and Pearson Ranch Road
• US 183 and Pecan Park Boulevard
• IH 35 and SH 45
• SH 45 and Greenlawn Boulevard
• SH 45 and South A.W. Grimes Boulevard
• South A.W. Grimes Boulevard and Gattis School Road
• IH 35 and McNeil Road
• IH 35 and Round Rock Avenue
• IH 35 and US 79
• IH 35 and Old Settlers Boulevard
• IH 35 and RM 1431
• US 79 and FM 685
12
Williamson County Safety Analysis Technical Memorandum ( April 2025
u N
Burnet ,
County`/
Williamson \
County
Intersection Crash
Density �,' �—� ; T r a v i s
IDNMiE-Hgh � 1
Lwv-Mid High �l C o u n t y
Mid Very High 5
/ \—iMiles
FIGURE 7: HEAT MAP OF INTERSECTION CRASH DENSITY IN WILLIAMSON COUNTY (2019-2023)
Most of the non -intersection (segment) crash density also occurred in urban areas where state-owned roads intersect with
one another or a local road. The following intersections have a "High' or "Very High' crash density:
• RM 2338 (Williams Drive/North Austin Avenue) from Southbound IH 35 Frontage Road to FM 971
• Williams Drive from Southbound IH 35 Frontage Road to south of Rivery Boulevard
• SH 29 from west of D.B. Wood Road to east of South Rock Street
• IH 35 from south of Blue Springs Boulevard to south of San Gabriel Village Boulevard
• RM 1431/University Boulevard from west of IH 35 Northbound Frontage Road to Sunrise Boulevard
• North Mays Street from about 1,300 feet north of University Boulevard to 1,000 feet south of University Boulevard
• IH 35 from SH 45 to Old Settlers Boulevard
• SH 45 from Pecan Park Boulevard to Lyndhurst Street
• US 183 from south of Pond Springs Road to north of SH 45
») 13
Williamson County Safety Analysis Technical Memorandum I April 2025
N
a
Burnet
CountyL
L"Williamson
County
vi
Non -Intersection � "' \
Crash Densityy- T r a V S ^u'�
1- Mid High ! on weMa;P. I /
- Mid High C O u n t y Mid Very High 5
- - / Miles
FIGURE 8: HEAT MAP OF NON -INTERSECTION CRASH DENSITY (2019-2023)
Emphasis Area Analysis
Crash data from 2019 to 2023 was analyzed for the emphasis areas identified in this study. Table 6 summarizes the crashes
by year and emphasis area for all public roadways in Williamson County. Trendline rates in this table present a linear
trendline fitted by the crashes and year, where the higher trendline rate relates to an increase in crashes over the years.
Table 7 summarizes total crashes and combined fatal and serious injury crashes. The percentages are respective of
countywide total crashes and total combined fatal and serious injury crashes, respectively.
TABLE 6: SUMMARY OF CRASHES BY YEAR (2019-2023) AND EMPHASIS AREAS
EMPHASIS AREAS
2019
2020
2021
2022
2023
TOTAL
CRASHES
TRENDLINE
RATE OF
INCREASE IN
CRASHES PER
YEAR*
INTERSECTION RELATED
3,934
3,174
3,828
4,201
4,551
19,688
226.1
SPEED RELATED
2,551
2,192
2,560
2,765
2,990
13,058
145.1
DARK CONDITIONS
2,475
2,161
2,426
2,649
2,912
12,623
136.2
ROADWAY DEPARTURES
1,435
1,231
1,446
1,603
1,652
7,367
80.6
DISTRACTED DRIVING
1,389
1,117
1,505
1,582
1,677
7,270
104.1
YOUNGER DRIVERS
461
385
398
441
533
2,218
20
IMPAIRED DRIVING
341
339
384
388
412
1,864
19.1
OLDER DRIVERS
327
291
280
371
423
1,692
27.2
WORK ZONE
332
237
300
355
431
1,655
31.6
OCCUPANT PROTECTION
166
119
155
175
183
798
9
X) 14
Williamson County Safety Analysis Technical Memorandum I April 2025
TRENDLINE
TOTAL RATE OF
EMPHASIS AREAS 2019 2020 2021 2022 2023 CRASHES INCREASE IN
CRASHES PER
YEAR*
VRU: PEDESTRIANS 63 60 67 68 77 335 3.6
VRU: PEDALCYCLISTS 52 29 46 57 47 231 1.8
SCHOOL ZONE RELATED 6 13 11 10 10 50 0.5
*NOTE: THE TRENDLINE RATE OF INCREASE IN CRASHES PER YEAR REPRESENTS THE ESTIMATED NUMBER OF ADDITIONAL CRASHES EACH YEAR BASED ON A
LINEAR TRENDLINE; IT IS EXPRESSED AS A COUNT, NOT A PERCENTAGE.
Except for the school -related emphasis area, all other categories had the lowest number of crashes in 2020, aligning with
the countywide trend. Since 2020, crashes have continued to rise each year, except in the school and pedalcyclist emphasis
areas.
The five emphasis areas with the highest number of total crashes are dark conditions, intersection related, speed related,
roadway departure, and distracted driving. These five emphases also have the highest trendline rates; the crashes in these
five emphasis areas are increasing at a higher rate compared to other emphasis areas.
Table 7 breaks down the number of total crashes and the number of total fatal and serious injury crashes (KA) for each of
the identified statewide and countywide emphasis areas. Table 7 also shows the percentage of total crashes and KA crashes
that were reported in each emphasis area. For example, 1,655 total crashes were reported under the "work zone" emphasis
area, which accounts for 4% of the total crashes in Williamson County from 2019 to 2023; 59 fatal and serious injury
crashes were reported under the "work zone" emphasis area, accounting for 5% of all the fatal and serious injury crashes in
Williamson County from 2019 to 2023.
Figure 9 shows the six emphasis areas with the most reported fatal and serious injury crashes in Williamson County from
2019 to 2023.
TABLE 7: SUMMARY OF KA CRASHES (2019-2023) FOR EMPHASIS AREAS
EMPHASIS AREAS TOTAL CRASHES % OF TOTAL TOTAL KA % OF KA CRASHES
CRASHES CRASHES
INTERSECTION RELATED 19,688 44% 520 41%
SPEED RELATED 13,058 29% 355 29%
DARK CONDITIONS 12,623 28% 529 42%
YOUNGER DRIVERS 9,583 21% 227 18%
ROADWAY DEPARTURES 7,367 16% 432 34%
DISTRACTED DRIVING 7,270 16% 139 11%
OLDER DRIVERS 6,814 15% 202 16%
IMPAIRED DRIVING 1,864 4% 174 14%
WORK ZONE 1,655 4% 59 5%
OCCUPANT PROTECTION 798 2% 190 15%
VRU: PEDESTRIANS 335 1% 88 7%
VRU: PEDALCYCLISTS 231 1% 41 3%
SCHOOL ZONE RELATED 50 0% 2 0%
Williamson County Safety Analysis Technical Memorandum I April 2025
Dark Roadway Speed Occupant Impaired
Conditions Intersection Departure Related Protection Driving
FIGURE 9: EMPHASIS AREAS WITH THE MOST REPORTED FATAL AND SERIOUS INJURY CRASHES (2019-2023)
The project team examined emphasis areas on both state-owned versus local roadways. Table 8 and Table 9 summarize the
distribution of total and combined KA crashes for each emphasis area, respectively. The data revealed that pedestrian,
pedalcyclist, and school -related crashes occur more frequently on local roadways, while speed -related, dark conditions, and
work zone crashes are more prevalent on state-owned facilities. Emphasis areas where the percentage of crashes is equal
to or exceeds 10% between state-owned and local roadways are highlighted in red within the tables for easier identification
of pattern over -representation.
TABLE 8: SUMMARY OF CRASHES (2019-2023) FOR EMPHASIS AREAS BY STATE-OWNED AND LOCAL ROADWAYS
EMPHASIS AREAS
COUNTYWIDE
NO. OF CRASHES
STATE-OWNED
NO. OF CRASHES
%
LOCAL
NO. OF CRASHES
%
INTERSECTION RELATED
19,688
10,213
52%
9,475
48%
SPEED RELATED
13,058
8,030
61%
5,028
39%
DARK CONDITIONS
12,623
6,964
55%
5,659
45%
YOUNGER DRIVERS
9,586
4,860
51%
4,723
49%
ROADWAY DEPARTURES
7,367
3,625
49%
3,742
51%
DISTRACTED DRIVING
7,270
3,788
52%
3,482
48%
OLDER DRIVERS
6,814
3,577
52%
3,237
41%
IMPAIRED DRIVING
1,864
888
48%
976
52%
WORK ZONE
1,655
1,141
69%
514
31%
OCCUPANT PROTECTION
798
400
50%
398
50%
VRU: PEDESTRIANS
335
102
30%
233
70%
VRU: PEDALCYCLISTS
231
47
20%
184
80%
SCHOOL ZONE RELATED
50
4
8%
46
92%
NOTES:
1. THE PERCENTAGES FOR STATE-OWNED AND LOCAL ARE CALCULATED
2. THE RED FONT INDICATES A 10 % OR MORE DIFFERENCE BETWEEN
HIGHLIGHTED.
BASED ON RESPECTIVE EMPHASIS AREA
STATE-OWNED AND LOCAL PERCENTAGES.
COUNTYWIDE CRASH NUMBERS.
HIGHEST PERCENTAGE 15
Williamson County Safety Analysis Technical Memorandum I April 2025
TABLE 9: SUMMARY OF KA CRASHES (2019-2023) FOR EMPHASIS AREAS BY STATE-OWNED AND LOCAL ROADWAYS
KA CRASHES
EMPHASIS AREAS COUNTYWIDE STATE-OWNED LOCAL
NO. OF CRASHES g' CRASHES CRASHES
DARK CONDITIONS
529
355
67%
174
33%
INTERSECTION RELATED
520
294
57%
226
43%
ROADWAY DEPARTURES
SPEED RELATED
432
355
265
223
61%
63%
167
132
39%
37%
YOUNGER DRIVERS
227
128
56%
99
44%
OLDER DRIVERS
202
119
59%
83
41%
OCCUPANT PROTECTION
190
117
62%
73
38%
IMPAIRED DRIVING
174
113
65%
61
35%
DISTRACTED DRIVING 139 83 60% 56 40%
VRU: PEDESTRIANS 88 47 53% 41 47%
WORK ZONE 59 44 75% 15 25%
VRU: PEDALCYCLISTS 41 18 44% 23 56%
SCHOOL ZONE RELATED 2 0 0% 2 100%
NOTES:
1. THE PERCENTAGES FOR STATE-OWNED AND LOCAL ARE CALCULATED BASED ON RESPECTIVE EMPHASIS AREA COUNTYWIDE KA CRASH
NUMBERS.
2. THE RED FONT INDICATES 10 % OR MORE DIFFERENCE BETWEEN STATE-OWNED AND LOCAL PERCENTAGES. HIGHEST PERCENTAGE 15
HIGHLIGHTED.
Systemic Safety Analysis Results
The project team used the Texas Strategic Highway Safety Plan -defined Emphasis Areas as a foundation for the Williamson
County systemic safety analysis to uncover patterns in crash data specific to common emphasis area crash types. This
approach enabled analysts to examine where these crashes are occurring, distinguishing between rural and urban areas,
segments versus intersections, and state -maintained (state-owned) versus locally owned (local) facilities. By identifying
patterns across these dimensions, we identified commonalities and overlaps among emphasis area crash types, aiding in a
more holistic understanding of systemic safety issues and needs. To visualize these patterns and support data -driven
decision -making, we developed crash tree diagrams to illustrate the relationships and contributing factors associated with
emphasis area crashes.
Shared Patterns Across Emphasis Areas
This analysis revealed significant commonalities across the emphasis areas, bringing attention to the interconnected nature
of crash factors. Dark conditions played a critical role across various crash types, strongly linked to intersections, roadway
departures, and speed -related incidents. Similarly, intersections consistently intersected with speed -related crashes, young
driver involvement, and dark conditions. Roadway departures and speed -related crashes also shared strong ties with dark
conditions, intersections, and impaired driving. These overlaps highlight the need for integrated strategies addressing
multiple emphasis areas. The results in Table 10 provide insights into these relationships.
17
� Williamson County Safety Analysis Technical Memorandum I April 2025
TABLE 10: COMMONALITIES IN FATAL AND SERIOUS INJURY CRASHES BY EMPHASIS AREA (2019-2023)
DARK INTERSECTION ROADWAY SPEED YOUNG OLDER NO DISTRACTED
CONDITIONS RELATED OR LANE RELATED DRIVER DRIVER SEATBELT IMPAIRED DRIVING VRU
DEPARTURE
DARK - 31% 44% 27% 18% 8% 19% 24% 8% 12%
CONDITIONS
INTERSECTION 32/
RELATED o 9% 18% 23% 22% 9% 9% 11% 8%
ROADWAY OR
LANE 54% 11% - 37% 16% 8% 25% 21% 10% 2%
DEPARTURE
SPEED RELATED 40% 26% 45% - 17% 13% 19% 15% 10% 2%
YOUNG DRIVER 41% 52% 30% 27% - 11% 15% 11% 10% 5%
OLDER DRIVER 21% 56% 17% 23% 12% - 9% 4% 13% 9%
NO SEATBELT 54% 24% 56% 36% 18% 9% - 25% 14% 2%
IMPAIRED 72% 26% 53% 32% 14% 5% 27% - 4% 12%
DISTRACTED
DRIVING 31% 41% 31% 26% 17% 19% 19% 5% - 7%
VRU 50% 33% 5% 5% 9% 15% 3% 16% 8%
NOTES:
IT IS IMPORTANT TO READ TABLE 11 CAREFULLY TO DETERMINE THE RELATIONSHIPS BETWEEN THE EMPHASIS AREAS. THE "OVERLAPS" CAN BE
DESCRIBED IN TWO DIFFERENT WAYS FOR EACH PAIR OF INVOLVED FACTORS. HERE ARE TWO EXAMPLES TO DESCRIBE HOW IT WORKS:
• OF ALL CRASHES OCCURRING IN DARK CONDITIONS, 44% OF THOSE CRASH EVENTS INVOLVED A ROADWAY OR LANE DEPARTURE.
• OF ALL ROADWAY OR LANE DEPARTURE CRASHES, 54% OCCURRED IN DARK CONDITIONS.
EACH ROW (EMPHASIS AREA) HAS TWO DATA POINTS DIFFIRENTIATED IN RED TEXT. THESE DATA POINTS REPRESENT THE TOP TWO COMMON
EMPHASIS AREAS ASSOCIATED WITH THAT ROW (E.G., OF THE CRASHES OCCURRING IN DARK CONDITIONS, 31% ARE INTERSECTION RELATED AND
44% ARE ROADWAY OR LANE DEPARTURE RELATED).
Focus Crash Types
Based on results from the emphasis area analysis in Table 10, we identified several focus crash types that are significantly
associated with serious injuries and fatalities. Each focus area highlights specific conditions and contributing factors that
demand targeted safety improvements. A summary of crash severity by focus crash types is provided in Table 11.
TABLE 11: CRASH SEVERITY BY FOCUS CRASH TYPE (2019-2023)
FOCUS CRASH TYPE K KA TOTAL CRASHES
DARK CONDITIONS 124 (54%) 529 (42%) 12,623 (28%)
INTERSECTION RELATED 75 (33%) 520 (41%) 19,688 (44%)
ROADWAY AND LANE DEPARTURE 98 (43%) 432 (34%) 7,367 (16%)
NOTE: PERCENTAGES DO NOT SUM TO 100% BECAUSE NOT ALL CRASHES ARE ATTRIBUTED TO A FOCUS CRASH TYPE, AND SOME CRASHES MAY BE
ATTRIBUTED TO MULTIPLE FOCUS CRASH TYPES.
Intersection Related: Intersection -related crashes represent the largest portion of total crashes, accounting for 44% of all
crashes within Williamson County. These crashes resulted in 75 fatal crashes (33% of total fatal crashes) and 520 fatal or
suspected serious injury (KA) crashes (41% of KA crashes). Intersections present complex traffic interactions that contribute
to higher crash frequencies, warranting interventions to reduce conflict points.
* 18
Williamson County Safety Analysis Technical Memorandum I April 2025
Roadway and Lane Departure: Roadway and lane departure crashes, which occur when vehicles unintentionally leave their
designated lanes, make up 16% of total crashes. These incidents led to 98 fatal crashes (43% of total fatal crashes) and 432
fatal or suspected serious injury (KA) crashes (34% of KA crashes), marking them as one of the most severe crash types.
Dark Conditions: Crashes in areas with dark conditions account for 28% of total crashes. Low visibility conditions
contributed to 124 fatal crashes (54% of total fatal crashes) and 529 fatal or suspected serious injury (KA) crashes (42% of
KA crashes), emphasizing the need for improved lighting in dark roadway segments and intersections to enhance visibility
and reduce nighttime crash risks.
Crash Tree Diagrams
The project team developed a crash tree diagram for each of the top two emphasis areas with the highest percentage of
fatal and serious injury crashes relative to the total among the emphasis area of focus (i.e., those highlighted in red in Table
10). These diagrams explore where crashes are occurring, such as whether they are state-owned or locally -owned (local),
on urban or rural facilities, and at intersections or along roadway segments. The analysis aimed to reveal systemic safety
challenges within these critical emphasis areas, providing insights to target specific location types with effective
countermeasures.
The crash tree diagram visualizes the distribution of fatal and serious injury crashes across different categories, with
percentages shown at each decision level. Each level splits crashes based on a specific characteristic, such as lighting
conditions, urban versus rural location, roadway ownership (local or state), and whether the crashes occur at intersections
or roadway segments. The percentages represent the proportion of crashes in each category relative to the total crashes at
that level. Thicker lines are used exclusively on the right-hand branch, as this branch corresponds to the emphasis area
under study. The thickness of these lines is proportional to the total crashes within the emphasis area, illustrating their
relative contribution. The red lines further highlight the branches at each level with the highest number of crashes, drawing
attention to key patterns and critical locations for safety countermeasures. Recommended safety treatments should target
facilities with the highest concentration of over -represented crash events, ensuring interventions are directed to areas with
the greatest safety improvement potential. An example of the tree diagram is shown in Figure 10.
FIGURE 10. EXAMPLE OF A CRASH TREE DIAGRAM USED IN THE EMPHASIS AREA ANALYSIS
In Figure 10, the crash tree diagram shows that crashes in dark conditions (the emphasis area analyzed in this tree) occur
most often (62.6%) on urban roadways. Of those, 65.0% occur on state-owned routes (versus local roads); and of those,
67.4% occur on segments (versus intersections). T herefore, it can be concluded that state-owned route segments in urban
areas are a good target location type for systemic treatment of dark condition crashes. These treatments may include
delineators along the roadway (e.g., on roadside appurtenances), lighting along segments, or other identified
countermeasures.
>>> 19
Williamson County Safety Analysis Technical Memorandum I April 2025
Countermeasure Selection
The systemic approach to safety in Williamson County focuses on deploying countermeasures across the network to
address crash types that occur at multiple locations with similar risk characteristics. This allows Williamson County's
jurisdictions to implement cost-effective safety measures across a broader range of sites that share similar high -risk site
characteristics, supporting widespread safety improvements.
Countermeasures for Williamson County's focus crash types were selected based on data -driven analysis and guidance from
TxDOT's Highway Safety Improvement Program. Systemic countermeasures align with TxDOT's HSIP guidelines, which
define each safety countermeasure using specific "work codes" for streamlined planning and deployment. Table 12
summarizes the focus crash types and the corresponding systemic countermeasures selected for evaluation across
Williamson County. The primary facility types are identified in the crash tree diagrams and the countermeasures are
accompanied by the associated HSIP work code numbers in parentheses.
TABLE 12: FOCUS CRASH TYPES AND SYSTEMIC COUNTERMEASURES
ROADWAY CRASH TYPE
SYSTEMIC COUNTERMEASURE
PRIMARY FACILITY TYPE
(HSIP WORK CODE)
(FROM CRASH TREE DIAGRAMS)
Install Traffic Signal (107),
Signal Head Backplates, Yellow Change Intervals (108),
Urban state-owned signalized and
Intersection Related
Install Advanced Warning Signals and Signs (124),
unsignalized (Dark Conditions),
Safety Lighting at Intersection (305),
Urban local unsignalized
Transverse Rumble Strips (545)
Install Delineators (113),
Install Advanced Warning Signals (123),
Install Advanced Warning Signals and Signs (125),
Install Advanced Warning Signs (130),
Install LED Flashing Chevrons (136),
Install Chevrons (137),
Install Surface Mounted Delineators on Centerline (139),
Install Median Barrier (201),
Safety Treat Fixed Objects (209),
Roadway and Lane
Install Impact Attenuation System (217),
Departure
Install Pavement Markings (401),
Rural state-owned segments
Install Edge Marking (402),
Install Centerline Striping (404),
Install Safety Edge (532),
Milled Edgeline Rumble Strips (532),
Profile Edgeline Markings (533),
Raised Edgeline Rumble Strips (534),
Install Milled Centerline Rumble Strips (542),
Profile Centerline Markings (543),
Raised Centerline Rumble Strips (544)
Dark Conditions
Install Delineators (113),
Urban state-owned segments
Safety Lighting (304)
��� 20
Williamson County Safety Analysis Technical Memorandum I April 2025
High Injury Network Analysis and Results
The High Injury Network identifies the specific roadways and intersections where a disproportionate number of severe and
fatal crashes occur. By focusing on locations with the highest concentrations of serious injuries and fatalities, the HIN serves
as a foundational tool for prioritizing safety improvements and resource allocation. It highlights critical areas where
targeted interventions can have the greatest impact on reducing severe crash outcomes and improving overall roadway
safety.
The project team developed two maps to represent the high injury network of intersection and non -intersection (segment)
crashes in Williamson County from 2019 to 2023.
Intersection High Injury Network Results
Figure 11 below represents all the intersections in Williamson County that are classified as "high injury' based on the crash
data from 2019 to 2023. Only 7% of intersections in Williamson County that experienced at least one crash (118 out of
1,461 total intersections) account for 55% of fatal crashes and 35% of all crashes.
Burnet
County /
_,
Bzr tt
+
Williamson,
County_...
� —
_I_ eprgetown
T
—
-_
/
i y'-
-- i -
Leandr.`r
_ --
T
'' _j
9vlar
\
-i'F
T__ __
'
Jr
-_
r High Injury'
- PfI.9e,,ie, , r a v i s
L
Intersections
Intersection
C o u n t y
®
5
OMiles
FIGURE 11: HIGH INJURY INTERSECTIONS IN THE HIGH INJURY NETWORK (2019-2023)
* 21
Williamson County Safety Analysis Technical Memorandum I April 2025
Segment High Injury Network Results
Figure 12 below represents all the non -intersections (segments) in Williamson County that are classified as "high injury"
based on the crash data from 2019 to 2023. Only 8% (-171 of 1,867 total roadway miles) of all roadways that experienced
at least one crash in the past 5 years account for 71% of fatal and serious injury crashes and 51% of all crashes.
�
\
n
Burnet
County
/
fl
Williamseo<rifga
/
4 �,. i
, Cede P3�rk
d R k 173
I — '
h Injury JLr
Hi y Network
����e��11J r a v i s
Local
C o u n t y
5
State Owned
-- - - --- ---
OKies
FIGURE 12: HIGH INJURY SEGMENTS IN THE HIGH INJURY NETWORK (2019-2023)
* 2 2
Williamson County Safety Action Plan Appendices I April 2025
Appendix B
WILLIAMSON COUNTY POLICY RECOMMENDATIONS TECHNICAL MEMORANDUM
C^MPO
CQPITQL AREA METaoPOLITQI
P_.— oR4 .1-T—
CEnTwai 4V TE
WILLIAMSON COUNTY POLICY RECOMMENDATIONS
TECHNICAL MEMORANDUM
Introduction
The Capital Area Metropolitan Planning Organization (CAMPO) is developing a county -level safety action plan
(SAP) for Williamson County, including local agencies and other partners within the county. The Williamson
County -level SAP will be integrated into the Regional Safety Action Plan (RSAP) that CAMPO is developing
simultaneously. The purpose of the SAP is to find specific, actionable projects and strategies to improve roadway
safety for all road users in all communities throughout the CAMPO region.
As part of the SAP development, an assessment was conducted of existing plans, policies, guidelines, and
standards pertaining to transportation planning and how safety is currently being prioritized in Williamson County.
The review focused on significant county and city documents that impact the safety of roadways, sidewalks, trails,
and other transportation facilities. This process established a baseline and provided a path forward for the
identification of county- and city -level policy recommendations and opportunities to improve transportation
safety for all road users, including the most vulnerable.
Assessment of Existing Policies and Plans
The initial region -wide assessment of existing policies, plans, and guidelines included reviewing several safety -
related search terms on a sample of documents in each county, including Williamson. These key search terms
were safe,- traffic,- signal- intersection,- speed- calming,- crash,- seatbelt- texting,- stop sign,- construction zone, -safe
routes,- light and signal synchronization, -speed bumps,- pedestrian,• bike orbicycle,- driversafety,- complete streets,'
curb cuts,-andaccessmanagement The list of assessed documents is included at the end of the document.
The assessment provided the team with an understanding of the safety -related efforts already in place across the
county and cities and a foundation for making the recommendations in this memo.
Williamson County Policy Recommendations I April 2025
Policy and Program Recommendations
A set of targeted policy and program recommendations were formulated based on the comprehensive
assessment and a review of safety needs through crash data analysis and public engagement efforts. This review
will assist transportation safety enhancements in the county and its cities. These recommendations are designed
to address existing gaps; enhance coordination among local agencies, educational institutions, and law
enforcement; implement effective strategies to reduce fatal and serious injury collisions; and promote safer travel
for all road users.
Each recommendation is rooted in the core elements of the Safe System Approach and aligned with the emphasis
areas of the Texas Road to Zero effort as described in the 2022-2027 Strategic Highway Safety Plan. By aligning
with these principles, the recommendations focus on creating a transportation system that is safe, reliable, and
resilient, prioritizing both proactive measures and system -level improvements.
An Excel -based workbook has been developed to organize and track each policy and program
recommendation, with each categorized under the relevant Safe Systems Approach element. This structure
allows for a clear overview of how each contributes to the overarching goal of improving transportation safety
for all road users in Williamson County. Tables 1 through 6 summarize the recommended policies and programs,
including a description, the targeted emphasis area, and who may lead the effort along with their primary and
secondary support.
Williamson County Policy Recommendations I April 2025
TABLE 1: RECOMMENDED TRANSPORTATION POLICIES AND PROGRAMS ADDRESSING POST CRASH CARE
SAFE SYSTEM APPROACH CORE ELEMENT: POST CRASH CARE
POLICY OR PROGRAM
DESCRIPTION
EMPHASIS
CATEGORY LEAD
PRIMARY SECONDARY
RECOMMENDATION
AREA
SUPPORT SUPPORT
TRAFFIC SIGNAL
Follow TxDOT's Traffic Signal Manual
IMPROVEMENT
guidelines for integrating preemption
Intersection Intersection Task Force
City and public Works
PROGRAM
control technologies to enhance traffic flow
Related Design
County Staff
and emergency response times.
Develop a centralized database to track and
monitor collision data and response
COLLISION outcomes, aligning with local Central Texas post Crash
DATABASE emergency response protocol and data- Care
PROGRAM sharing agreements. Leverage ongoing
efforts of the Central Texas Traffic
Management System.
Task Force, Emergency
Central Texas Responders
Partnerships Traffic Hospitals
Management (Police, EMS,
System Partners Fire)
>>> 3
Williamson County Policy Recommendations I April 2025
TABLE 2: RECOMMENDED TRANSPORTATION POLICIES AND PROGRAMS ADDRESSING SAFER ROAD USERS
SAFE SYSTEM APPROACH CORE ELEMENT: SAFER ROAD USERS
POLICY OR PROGRAM
RECOMMENDATION
DESCRIPTION
EMPHASIS
CATEGORY
LEAD
PRIMARY
SECONDARY
AREA
SUPPORT
SUPPORT
DISTRACTED DRIVING
Develop a program that aligns with TxDOT's
EDUCATIONAL
"Talk. Text. Crash." campaign aimed at
Distracted
Partnerships
Task
Schools
Enforcement
PROGRAM
informing drivers of the risks of distracted
Driving
Force
driving.
IMPAIRMENT
Partner with local organizations in Central
EDUCATIONAL
Texas to implement interactive workshops
Impaired
partnerships
Task
Schools
Enforcement
PROGRAM
and virtual reality simulations to demonstrate
Driving
Force
the dangers of impaired driving.
SEAT BELT
Incorporate seat belt safety modules into
EDUCATIONAL
local school curriculums and driver's
"Click
Occupant
Partnerships
Task
Schools
Enforcement
PROGRAM
education programs that use TxDOT's
Protection
Force
it or Ticket" initiative materials and support.
SAFE DRIVING
Develop mentorship programs supported by
Younger
EDUCATIONAL
TxDOT or Students Against Destructive
Drivers, Older
Partnerships
Task
Schools
TxDOT and/or
PROGRAM
Driving (SADD) to educate younger and older
Drivers
Force
SADD
drivers of safe driving practices.
Partner with the Texas Department of Public
YOUNG DRIVER
Safety to provide information on new driver
EDUCATIONAL
requirements and Impact Texas Teen Driver
Younger Drivers
Partnerships
Task
Schools
Texas Department
PROGRAM
Course material access to local driver's
Force
of Public Safety
education programs.
OLDER DRIVER
Establish a confidential reporting system for
EDUCATIONAL
medical professionals to refer at -risk drivers
Older Drivers
Partnerships
Task
Health
Enforcement
PROGRAM
for evaluation.
Force
Departments
GDL ENFORCEMENT
Develop a program to enforce the Graduated
Driver License (GDL) and Hardship licensing
Younger Driver,
Partnerships
Task
Schools
Texas Department
PROGRAM
program.
Distraction
Force
of Public Safety
))) 4
Williamson County Policy Recommendations I April 2025
SAFE SYSTEM APPROACH CORE ELEMENT: SAFER ROAD USERS
POLICY OR PROGRAM
RECOMMENDATION
DESCRIPTION
EMPHASIS
AREA
CATEGORY
LEAD
PRIMARY SECONDARY
SUPPORT SUPPORT
SCHOOL ZONE
Increase enforcement strategies (speed
SPEEDING
feedback signs, high -visibility enforcement,
Task
ENFORCEMENT
etc.) that comply with Texas state laws
Speed Related
Safe Speeds
Force
Enforcement Schools
PROGRAM
regarding speeding within a school zone.
Use data analytics to identify high -risk areas
SEAT BELT
and times for targeted enforcement
ENFORCEMENT
associated with seat belt use. Ensure
Occupant
Enhanced
Task
Enforcement
PROGRAM
strategies align with state-wide enforcement
protection
Enforcement
Force
campaigns for consistency.
AGGRESSIVE DRIVING
FollowTxDOT's guidelines for high -visibility
ENFORCEMENT
enforcement operations and public
Speed Related
Enhanced
Task
Enforcement
PROGRAM
awareness campaigns targeted at aggressive
Enforcement
Force
driving.
WORK ZONE SPEED
Deploy automated speed enforcement tools
ENFORCEMENT
in work zones to enhance safety. Ensure
Speed Related
Enhanced
Task
Enforcement
PROGRAM
compliance with TxDOT's work zone safety
Enforcement
Force
regulations.
WORK ZONE SAFETY
Establish comprehensive safety protocols
ENHANCEMENT
aligned with TxDOT's work zone safety
Speed Related
Safe Speeds
Task
City and County
POLICY
regulations, using smart work zone
Force
Staff
technologies.
>>> 5
Williamson County Policy Recommendations I April 2025
TABLE 3: RECOMMENDED TRANSPORTATION POLICIES AND PROGRAMS ADDRESSING SAFER ROADWAYS
SAFE SYSTEM APPROACH CORE ELEMENT: SAFER ROADWAYS
POLICY OR PROGRAM
RECOMMENDATION
DESCRIPTION
EMPHASIS
AREA
CATEGORY LEAD
PRIMARY
SUPPORT
SECONDARY
SUPPORT
Develop a policy that uses TxDOT's Crash
DATA COLLECTION
Records Information System (CRIS) to
Applicable to
AND ANALYSIS
regularly update analysis methods
All Emphasis
Local Task
City and County
Public Works
PROGRAM
incorporating the latest predictive analytic
Areas
policies Force
Staff
techniques to identify potential areas of
transportation safety risks.
PRIVATE
Develop a policy/program requiring private
Applicableto
DEVELOPMENT
developments to meet current roadway,
All Emphasis
Local Task
City and County
Developers
STANDARDS
lighting, and pedestrian facility standards.
Areas
policies Force
Staff
Develop initiatives aimed at improving safety
for non -motorized road users and adhering to
PEDESTRIAN AND
industry best design practices. This includes
Speed Related,
BICYCLE SAFETY
treatments such as installing pedestrian
Pedestrians,
Local Task
City and County
Public Works
PROGRAM
countdown signals, creating protected bike
Pedalcyclists
policies Force
Staff
lanes, and implementing public engagement
campaigns.
Develop a policy to include crash/collision
CRASH ANALYSIS
data analysis and community input involving
Applicable to
Local Task
City and County
POLICY
vulnerable road users into development or
All Emphasis
Policies Force
Staff
public Works
updates to city or county plans.
Areas
Consider developing jurisdictional Complete
COMPLETE SREETS
Streets policies to enhance the
Speed Related,
Local Task
City and County
POLICY
pedestrian/bicyclist environment along
Pedestrians,
Policies Force
Staff
Public Works
roadways with higher -than -normal
Pedalcyclists
pedestrian/bicyclist activity.
Enhance/improve an ATMS to monitor and
ADVANCED TRAFFIC
manage traffic flow using real-time data that
MANAGEMENT
is compatible with existing infrastructure and
Applicable to
Local Task
City and County
ATMS SYSTEM
� )
adheres to regional intelligent transportation
All Emphasis
Policies Force
Staff
Public Works
IMPLEMENTATION
system (ITS) architectures. Work with
Areas
neighboring agencies to communicate traffic
flows and traffic issue response needs.
>>> 6
Williamson County Policy Recommendations I April 2025
SAFE SYSTEM APPROACH CORE ELEMENT: SAFER ROADWAYS
POLICY OR PROGRAM
RECOMMENDATION
DESCRIPTION
EMPHASIS
AREA
CATEGORY
LEAD
PRIMARY
SUPPORT
SECONDARY
SUPPORT
Develop an Intersection Control Evaluation
INTERSECTION
(ICE) policy consistent with TxDOT's ICE
Intersection
Local
Task
City and County
CONTROL POLICY
framework to determine appropriate
Related
Policies
Force
Staff
public Works
intersection improvements.
Develop program that incorporates
DATA COLLECTION
Geographic Information System (GIS) data
Applicable to
AND MANAGEMENT
collection of existing organizational assets
All Emphasis
Local
Task
City and County
Public Works
PROGRAM
(roadway signs, lighting,
( Y ns
9 9 g, guardrail, etc.).
Areas
Policies
Force
Staff
Leverage ongoing efforts of the Central
Texas Traffic Management System.
ROADWAY SIGN
Develop an implementable regular
Applicable to
MANAGEMENT
maintenance schedule of existing road signs
All Emphasis
Local
Task
City and County
Public Works
POLICY
to ensure sign visibility and compliance of
Areas
Policies
Force
Staff
retroreflectivity.
PAVEMENT MARKING
Develop an implementable regular
Applicable to
MANAGEMENT
maintenance schedule of existing pavement
All Emphasis
Local
Task
City and County
public Works
POLICY
markings to ensure visibility and compliance
Areas
Policies
Force
Staff
of usage and retroreflectivity.
Incorporate data from the High Injury
ROADWAY ASSET
Network (HIN) to determine areas where
Applicable to
Street
IMPLEMENTATION
safety enhancement strategies (rumble strips,
All Emphasis
Design that
Task
City and County
Public Works
POLICY
guardrail, wider edge lines, etc.) are
Areas
Protects
Force
Staff
prioritized.
People
Develop a systematic approach to roadway
OPERATIONS AND
maintenance, focusing on timely repairs,
Applicable to
MAINTENANCE
following TxDOT's maintenance guidelines
All Emphasis
Local
Task
City and County
Public Works
PROGRAM
and prioritizing tasks based on safety impact
Areas
policies
Force
Staff
assessments.
Implement a feedback mechanism for road
COMMUNITY INPUT
users to report maintenance issues in real
Applicableto
Information
WEBPAGE
time, such as potholes, lighting concerns, and
All Emphasis
Partnerships
Task
City and County
Technology
DEVELOPMENT
road sign maintenance needs. Provide
Areas
Force
Staff
Departments
feedback to submitted concerns resolution.
Williamson County Policy Recommendations I April 2025
SAFE SYSTEM APPROACH CORE ELEMENT: SAFER ROADWAYS
POLICY OR PROGRAM
RECOMMENDATION
DESCRIPTION
EMPHASIS
AREA
CATEGORY
LEAD
PRIMARY
SUPPORT
SECONDARY
SUPPORT
Develop a policy consistent with industry
Street
STREET LIGHTING
standard/best practices for roadway lighting
Roadway or
Design that
Task
City and County
POLICY
installation focusing in areas identified with
Lane Departure
Protects
Force
Staff
public Works
CRIS data analysis.
People
Consider developing a policy based on
Street
LEVEL OF STRESS
industry standards and best practices
Pedestrian,
Design that
Task
City and County
ASSESSMENT POLICY
methodologies for assessing pedestrian and
Pedalcyclists
Protects
Force
Staff
public Works
bicyclist stress levels.
People
Develop a plan to assess existing Americans
with Disabilities Act (ADA) and TxDOT's
Street
ADA TRANSITION
accessibility guidelines to prioritize
Pedestrian
Design that
Task
City and County
public Works
PLAN
improvements in areas with high vulnerable
Protects
Force
Staff
road users (VRU) activity and documented
People
accessibility issues.
Evaluate emerging transportation
technology and perform pilot tests for
applications that enhance safety, such as
TRANSPORTATION
video analytics that activate warning systems
Applicable to
Street
TECHNOLOGY
when pedestrians approach a crossing or
All Emphasis
Design that
Task
City and County
Public Works
PROGRAM
traffic signal detection that supports timing
Areas
protects
Force
Staff
changes that address the dilemma zone. [See
People
also Vehicle Advancement (V2X) Program in
the Safer Vehicles table.]
>>> 8
Williamson County Policy Recommendations I April 2025
TABLE 4: RECOMMENDED TRANSPORTATION POLICIES AND PROGRAMS ADDRESSING SAFER SPEEDS
SAFE SYSTEM APPROACH CORE ELEMENT: SAFER SPEEDS
POLICY OR PROGRAM
RECOMMENDATION
DESCRIPTION
EMPHASIS
CATEGORY
LEAD
PRIMARY
SECONDARY
AREA
SUPPORT
SUPPORT
Develop a speed limit policy and procedures
PROCEDURE FOR
process based on current research and
ESTABLISHING SPEED
methodologies that include contextual
Speed Related
Local
Task
City and County
Public Works
ZONES
factors and align with TxDOT's Speed Zone
policies
Force
Staff
Manual.
Develop a program that collaborates with
SCHOOL ZONE
local schools and parent -teacher associations
Street
ENHANCEMENT
to identify areas of enhanced safety
Speed Related
Design that
Task
City and County
Local School
PROGRAM
improvements (rapid flashing beacons, speed
Protects
Force
Staff
Districts
feedback signs, etc.).
People
TRAFFIC CALMING
Develop a program that follows industry
Set Safe
Task
City and County
PROGRAM
standards/best practices for traffic calming
Speed Related
Speeds
Force
Staff
guidelines.
>>> 9
Williamson County Policy Recommendations I April 2025
TABLE 5: RECOMMENDED TRANSPORTATION POLICIES AND PROGRAMS ADDRESSING SAFER VEHICLES
SAFE SYSTEM APPROACH CORE ELEMENT: SAFER VEHICLES
POLICY OR PROGRAM
RECOMMENDATION
DESCRIPTION
EMPHASIS
AREA
CATEGORY LEAD
PRIMARY SECONDARY
SUPPORT SUPPORT
Evaluate and identify Texas' initiatives on
VEHICLE
connected and autonomous vehicles
Applicable to
ADVANCEMENT (V2X)
(Connected and Autonomous Vehicle Task
All Emphasis
Autonomous Task
City and County
Public Works
PROGRAM
Force) in order to provide the necessary
Areas
Vehicles Force
Staff
infrastructure and facility upgrades.
Develop a policy in accordance with TxDOT's
guidelines on truck routes and truck parking
restrictions. Consider local ordinances for
TRUCK/FREIGHT
designated truck routes and parking to
Pedestrian,
Commercial Task
City and County
ROUTE POLICY
identify areas where freight routes and VRU
Pedalcyclists
Vehicle Force
public Works
Staff
paths intersect and implement measures
such as designated truck lanes or time -based
restrictions to enhance safety.
Develop a safety protocol for public transit
systems that includes regular vehicle
PUBLIC
inspections, driver training programs, and
Applicable to
TRANSPORTATION
emergency preparedness plans. Align with
All Emphasis
Transit Task
Transit
SAFETY POLICY
state and federal transit safety regulations
Areas
Vehicles Force
Organization
and collaborate with transit agencies to
implement best practices.
>>> 10
Williamson County Policy Recommendations I April 2025
TABLE 6: RECOMMENDED TRANSPORTATION POLICIES AND PROGRAMS ADDRESSING SAFETY LEADERSHIP AND CULTURE
SAFE SYSTEM APPROACH CORE ELEMENT: SAFETY LEADERSHIP AND CULTURE
POLICY OR PROGRAM
RECOMMENDATION
DESCRIPTION
EMPHASIS
AREA
CATEGORY
LEAD
PRIMARY
SUPPORT
SECONDARY
SUPPORT
Commit to a "Zero" Goal. Elected officials and
ROAD TO ZERO
department leaders adopt public
Applicable to
Task
City and County
COMMITMENT
commitment for zero traffic fatalities and
All Emphasis
Leadership
Force
Officials
serious injuries goal within a specific
Areas
timeframe.
Develop a program to continue efforts in
SAFETY GRANTS
applying for and receiving funding for safety
Applicable to
Stakeholder
Task
City and County
INITIATIVE
improvements (safe routes to schools,
All Emphasis
Engagement
Force
Staff
Highway Safety Improvement Program, etc.)
Areas
Develop a program/policy to participate in
existing TxDOT Strategic Initiatives and
TRANSPORTATION
Innovation Division staying informed of new
Applicable to
Information
TECHNOLOGY
programs, emerging technologies, digital
All Emphasis
Leadership
Task
City and County
Technology
PROGRAM
roadway data, enterprise artificial intelligence
Areas
Force
Staff
Departments
(AI) strategies and future traffic management
centers and systems.
PUBLIC AWARENESS
Develop a program aligned with TxDOT's
Applicable to
Task
City and County
Community
CAMPAIGN
safety campaigns to increase public
All Emphasis
Leadership
Force
Staff
Organizations
awareness of traffic safety issues.
Areas
Williamson County Policy Recommendations I April 2025
Sample Documents Identified and Reviewed
WILLIAMSON COUNTY
LONG RANGE TRANSPORTATION PLAN'
CITY OF CEDAR PARK
2023 MOBILITY MASTER PLAN 2
CITY OF GEORGETOWN
2023 FUTURE MOBILITY PLAN 3
AUSTIN AVENUE IMPROVEMENTS 4
SIDEWALK MASTER PLAN'
BICYCLE MASTER PLAN 6
NEIGHBORHOOD TRAFFIC MANAGEMENT POLICIES'
CITY OF LEANDER
2020 COMPREHENSIVE PLAN e
CITY OF ROUND ROCK
2023 TRANSPORTATION MASTER PLAN 9
https://www.wilcotx.gov/1
2 https://www.cedarparktexas.gov/DocumentCenter/View/5782/Cedar-Park-Mobility-Master-Plan-Report?bidld=
3 https://2030.georgetown.org/wp-content/uploads/sites/6/2023/12/Future-Mobility_Plan 12-12-2023-webl.pdf
' https://georgetowntexas.gov/
5 https://2030.georgetown.org/wp-content/uploads/sites/6/2024/02/GeorgetownSidewa]kMasterPlan_FINAL-02142024-c.pdf
6 https://transportation.georgetown.org/wp-content/uploads/sites/46/2019/12/Georgetown-Bicycle-Master-Plan-and-Appendix-11-10-2019.pdf
https://georgetowntexas.gov/
" https://www.leand ertx.gov/DocumentCenter/View/1058 /2020-Comprehensive-Plan---AI I-Chapters-P D F?b id Id=
` htt ps://www.rou nd rocktexas.gov/wp-content/uploads/2024/01 /11.6-Round- Rock -TM P-Fin al -Repo rt-red uced-size.pdf
»> 12
� Williamson County Safety Action Plan Appendices I April 2025
Appendix C
WILLIAMSON COUNTY SAFETY COUNTERMEASURES TECHNICAL MEMORANDUM
C11'^`*11MP0
CDO�TpI PPER METYOOOI�TpH
V �(1MH I.. O.... IPTI
CEM , J# T.-
WILLIAMSON COUNTY SAFETY COUNTERMEASURES
TECHNICAL MEMORANDUM
Introduction
The proposed improvements and strategies incorporate a range of safety countermeasures tailored to Williamson County's
specific needs. This section briefly describes each infrastructure improvement, behavioral strategy, and policy
recommendation, along with the types of collisions they address and high-level cost estimates. Safety countermeasures are
categorized into segment -related (non -intersection), intersection -related, and vulnerable road users.
Segment -Related
Roadway and lane departure crashes account for 59% of fatal and serious injury crashes in Williamson County. Table 1
provides a list of recommended segment -related countermeasures including infrastructure treatments, behavioral
strategies, and policy recommendations.
TABLE 1: RECOMMENDED SEGMENT -RELATED COUNTERMEASURES
STRATEGY
TIMELINE
COST
CRASH TYPES
ADDRESSED
Infrastructure Treatments
Install centerline rumble strips.
Mid-term
$, $$
Lane Departure, Head -
On
Install raised medians or median barriers.
Mid-term
$, $$
Lane Departure, Head -
On, Angle
Install raised pavement markers or profiled center lines.
Near-, Mid-
Lane Departure, Head -
term
On
Install chevron signs, curve warning signs, posted speed limit
Near-, Mid -
Lane Departure,
reductions, and/or sequential flashing beacons in curves.
term
$$
Curve -Related, Speed -
Related
Install high friction pavement surface treatments.
Mid-, Long -
$$, $$$
Lane Departure
term
Install wider, brighter, and more durable edge lines, especially
Near-, Mid
Lane Departure,
$$' $$$
on curves.
term
Curve -Related
Install signage to increase awareness of vulnerable road users
Lane Departure,
who may be in the clear zone or in a sight -limited location such
Near-, Mid-,
$, $$, $$$
Curve -Related,
as a curve or tunnel.
Long-term
Pedestrian
Williamson County Safety Countermeasures Technical Memorandum I April 2025
STRATEGY TIMELINE COST CRASH TYPES
ADDRESSED
Install roadside safety hardware such as guardrail, cable
Near -term $, $$ Lane Departure
barrier, or concrete barrier.
Locate and inventory fixed objects inside the clear zone to
Mid-, Long- Lane Departure,
support development of programs and projects to reduce term $$' $$$ Pedestrian
the severity of lane departure crashes.
Widen shoulders.
Mid, Long-
Lane Departure,
$$" $$$
term
Bicyclist
Reconfigure vehicle lanes tomixed-uselanes.
Mid-, Long-
$$ Pedestrian/Bicyclist,
term
Speed Management
Behavioral Strategies
Disseminate outreach materials and social media posts
educating the public on the major causes of lane departure
Near -term
$, $$ Lane Departure
crashes, (e.g., speeding).
Host the National Highway Transportation Safety
Administration (NHTSA) Speed Management Program
Mid-term
$. $$ Lane Departure,Speed
course for local engineers, planners, and law enforcement.
Management
Use dynamic speed feedback signs on sections of
Near-, Mid-
Lane Departure,
$' $$
roadways where speed related crashes are of concern.
term
Speed Management
Encourage the use of coordinated high -visibility
enforcement activities addressing high -risk driving
Near-, Mid-
Lane Departure,
$' $$
behavior, particularly on weekends and evenings for
term
Impairment
alcohol and drug -impaired crashes.
Use Texas Highway Safety Office (TxHSO) Law
Enforcement Liaisons (LELs) to improve participation from
Near-, Mid-
Lane Departure,
$' $$
law enforcement in conducting high -visibility enforcement
term
Impairment
to address impaired driving.
Use TxHSO LELs to improve participation from law
enforcement in conducting high -visibility enforcement to
Near-, Mid
$$ Lane Departure,
address distracted driving.
term
Distracted Driving
Policy Recommendations
Develop a policy consistent with TxDOT's and the
Illuminating Engineering Society's guidelines for roadway
Mid-term
$,$$ Lane Departure,
lighting installation, focusing on areas identified with CRIS
Dark Conditions
data analysis.
Williamson County Safety Countermeasures Technical Memorandum I April 2025
STRATEGY
TIMELINE
COST
CRASH TYPES
ADDRESSED
Implement a feedback mechanism for road users to report
Mid-, Long
$ $$
Lane Departure
maintenance issues in real time.
term
Follow TxDOT's and Department of Public Safety's guidelines
for high -visibility enforcement operations and public awareness
Mid-, Long-
$ $$
Lane Departure,
term
Speed Management
campaigns targeted at aggressive driving.
Partner with local organizations in Central Texas to implement
Lane Departure,
interactive workshops and virtual reality simulations to
Mid-, Long
$ $$
Impairment,
demonstrate the dangers of impaired driving and distracted
term
Distracted Driving
driving.
Develop a program that aligns with TxDOT's "Talk. Text. Crash."
campaign aimed at informing drivers of the risks of distracted
Mid-, Long-
$ $$
Lane Departure,
driving.
term
Distracted Driving
Incorporate data from the HIN to determine areas where safety
enhancement strategies (rumble strips, guardrail, wider edge
Mid-term
$, $$
Lane Departure
lines, etc.) are prioritized.
Deploy automated speed enforcement tools in work zones.
Mid-, Long
Speed Management,
$$' $$$
Ensure compliance with TxDOT's work zone safety regulations.
term
Work Zone
Develop an implementable regular maintenance schedule of
Near-, Mid
existing road signs to ensure sign visibility and compliance.
term
$, $$
Lane Departure
Develop a speed limit policy and procedures process based on
current research and methodologies that include contextual
Mid-, Long -
$$
Speed Management
factors and align with TxDOT's Speed Zone Manual.
term
> 3
.11
Williamson County Safety Countermeasures Technical Memorandum I April 2025
I ntersection- Related
Intersection -related crashes account for 41% of fatal and serious injury crashes in Williamson County. Intersections present
complex traffic interactions that contribute to higher crash frequencies. Table 2 provides a list of recommended
countermeasures to reduce potential conflicts at an intersection.
TABLE 2: RECOMMENDED INTERSECTION -RELATED COUNTERMEASURES
STRATEGY
TIMELINE
COST
CRASH TYPES
ADDRESSED
Infrastructure Treatments: Speed Reduction/Management
Install transverse rumble strips on rural stop -controlled
Near-, Mid-
$ $$
Angle
approaches.
term
Provide advanced dilemma zone detection (real-time warning)
Mid-term
$$
Speed Management,
for high-speed approaches at rural signalized intersections.
Angle, Rear -End
Install curb extensions at intersections.
Near-, Mid-
$' $$
Pedestrian/Bicyclist,
term
Speed Management
Infrastructure Treatments: Intersection Reconfiguration
Install or convert intersections to roundabouts.
Long-term
$$$
Angle, Speed
Management
Convert permitted left turns to protected left turns at signal.
Mid-, Long-
$$$
Angle
g
term
Use intersection conflict warning systems (real-time warning) to
warn drivers on mainline or side roads of conflicting traffic at
Mid-, Long -
$$$
Angle
rural intersections.
term
Increase pavement friction using high friction surface treatments
Near-. Mid -
$$
Rear Angle
at intersection approaches.
term
-End,
Restrict or eliminate turning maneuvers at intersections that
Near-. Mid-
create conflicts for drivers, pedestrians, and/or bicyclists.
term
$ $$
Angle, Pedestrian
Restrict access to properties/driveways adjacent to intersections
Near-. Mid -
using closures or turn restrictions.
term
Infrastructure Treatments: Traffic Signal Improvements
Install signal preemption at intersections.
Mid-term
$$ $$$
Emergency Vehicles,
Rear -End, Angle
Modify signal phasing to implement a leading pedestrian
Mid-, Long
interval. Add bicycle traffic signals where bike lanes are installed.
term
$$, $$$
Pedestrian, Bicyclist
Coordinate arterial signals.
Near -term
$$
Rear -End, Angle
Implement flashing yellow arrows at signals.
Near-. Mid-
$$, $$$
Angle
term
IN
Williamson County Safety Countermeasures Technical Memorandum I April 2025
STRATEGY
TIMELINE COST
CRASH TYPES
ADDRESSED
Optimize traffic signal clearance intervals, including
Near-. Mid -
$$$$$
Angle, Pedestrian
consideration for leading pedestrian intervals.
term
Infrastructure Treatments: Intersection Visibility Improvements
Increase sight distance (visibility) of intersections on approaches
Near-. Mid -
such as applying claylighting treatments (e.g., markings, curb
$1 $$
Angle
bulb outs) and increasing vegetation management.
term
Add retroreflective borders to traffic signal head back plates.
Near -term $, $$
Dark Conditions
Increase the visibility of signals and signs at intersections.
Near-. Mid-
$, $$
Dark Conditions
term
Add lighting, including pedestrian -scale lighting.
Mid-, Long- $$$
Dark Conditions,
term
Pedestrian
Install retroreflective markings and pavement treatments to
Near -term $
Dark Conditions,
enhance visibility at night.
Lane Departure
Behavioral Strategies
Support and educate the public on the safety advantages of
Mid-, Long -
using emerging technologies such as intelligent transportation
$� $$
Angle
systems and connected vehicles.
term
Use TxHSO Law Enforcement Liaisons to improve participation
from law enforcement in conducting high -visibility enforcement
Near-, Mid -
$$
Angle
to address red light running.
term
Conduct focused intersection enforcement patrols in
Mid-, Long-
Impairment,
conjunction with high -visibility behavioral campaigns (e.g.,
$$, $$$
Distracted Driving,
impaired driving, occupant protection, distracted driving).
term
Seatbelt Use
Encourage the use of coordinated high -visibility enforcement
activities addressing high -risk driving behavior, particularly on
Near, Mid-term $, $$
Impairment, Speed
weekends and evenings for alcohol and drugged -related crashes.
Management
Conduct impaired driving training for law enforcement
personnel, including Drug Recognition Expert and Advanced
Near-, Mid -
$� $$
Impairment
Roadside Impaired Driving Enforcement training programs.
term
Policy Recommendations
Develop an Intersection Control Evaluation (ICE) policy
consistent with TxDOT's ICE framework to determine
Mid-term $$
Angle, Speed
appropriate intersection improvements.
Management
Develop a traffic calming program.
Mid-term $, $$
Speed Management
Follow FHWA's Adaptive Signal Control Technologies guidance
when planning and implementing adaptive signal control
Near-, Mid-
$$
Angle, Speed
systems to improve emergency response times.
term
Management
Williamson County Safety Countermeasures Technical Memorandum I April 2025
Vulnerable Road Users
Vulnerable road users include pedestrians and pedalcyclists. Pedestrians accounted for 88 fatal and serious crashes and
pedalcyclists accounted for 41 fatal and serious injury crashes within Williamson County from 2019 to 2023. Table 3
provides a list of recommended countermeasures to improve the safety of vulnerable road users.
TABLE 3: RECOMMENDED VULNERABLE ROAD USER -RELATED COUNTERMEASURES
STRATEGY
TIMELINE COST CRASH TYPES
ADDRESSED
Infrastructure Treatments: Enhance Pedestrian and Bicycle
Crossings
Update existing or develop new pedestrian crossings that
include additional features such as marked crosswalks,
Near-, Mid-,
rectangular rapid flashing beacons, curb extensions,
g P� g
Long-term $$ Pedestrian/Bicyclist
raised crosswalks, or advanced warnings.
Increase sight distance and visibility at pedestrian and
bicyclist crossings by clearing vegetation, extending
crossing times, adding pedestrian and bicyclist leading
intervals and/or adding pedestrian -scale illumination. At
Near-, Mid-, Pedestrian/Bicyclist,
$' $$' $$$
mid -block locations, provide adequate distance between
Long-term Speed Management
stop bars and the crossing; apply speed management as
needed to provide sufficient stopping time for motorists;
and consider the use of raised crossings.
Add refuge islands and raised pedestrian and bicyclist
crossings and shorten crossing distances with bicycle
Pedestrian/Bicyclist,
Mid-, Long-term $$, $$$
friend) curb extensions or da li htin treatments where
Y Y g g
Speed Management
these crosswalk enhancements are needed.
Infrastructure Treatments: Improve Lighting
Illuminate crosswalks with positive contrast to make it
Pedestrian/Bicyclist, Dark
$$$
easier for a driver to identifyLong-term
the Pedestrian visually.
Conditions
Infrastructure Treatments: Roadway Reconfiguration
Reduce the number of travel lanes, assess posted speed
limit, narrow travel lanes, and install separated bicycle
Near-, Mid-, Pedestrian/Bicyclist,
$$$
and pedestrian facilities in areas with high multi -modal
Long-term Speed Management
use.
Install center and/or bicycle -friendly edge line rumble
Pedestrian/Bicyclist,
Mid -, Long-term $$, $$$
strips.
Roadway Lane Departure
Install separated pedestrian facilities (sidewalks and
multi -use paths), especially in urban areas and adjacent
to schools, bus stops, and school walk areas. Right -size
Mid -, Long-term $$, $$$ Pedestrian/Bicyclist
the facilities to the projected pedestrian and pedalcyclist
demand.
IN
Williamson County Safety Countermeasures Technical Memorandum I April 2025
STRATEGY
TIMELINE COST CRASH TYPES
ADDRESSED
Infrastructure Treatments: Intersection Improvements Designed for Active Transportation User Safety
Install left turn lanes designed and operated with explicit
Long-term $$, $$$ Pedestrian/Bicyclist, Angle
consideration for safety of active transportation users.
Restrict or eliminate turning maneuvers at intersections
that create conflicts for drivers, pedestrians, and/or
Near -term $$ Pedestrian/Bicyclist, Angle
bicyclists.
At traffic signals, add bicycle signal heads and provide a
leading signal interval. At intersections, install colored
Mid-, Long-term $$$ Pedestrian/Bicyclist
bicycle boxes where appropriate for bicycle movements.
Infrastructure Treatments: Separated Pedestrian/Bicycle Facilities
Remove permissive left turn signals that conflict with
pedestrian/bicyclist movements, eliminate right turn on
Near-, Mid-term $$$ Pedestrian/Bicyclist
red at signals, and provide protected signal phases for
pedestrian/bicyclist movements.
Install separated pedestrian and bicycle facilities such as
sidewalks, buffered or protected bike lanes, shared use
Long-term $$$ Pedestrian/Bicyclist
paths, and regional trails. Right -size the facilities to the
projected pedestrian and pedalcyclist demand.
Add a delay between the pedestrian walk phase and
Near $
vehicle green phase.
-term Pedestrian
Behavioral Strategies
Educate the public about the need to be self -aware when
traveling and conspicuous, particularly when walking or
biking. Encourage the public to wear bright -colored
Near -term $ Pedestrian/Bicyclist
clothing and carry a flashlight. Provide reflective tapes
and materials for handing out.
Partner with local law enforcement to conduct high -
visibility speed enforcement in and around school zones
Near-, Mid-term $ $$ Pedestrian/Bicyclist,
during start and end times.
Speed Management
Use dynamic speed feedback signs in school zones during
Pedestrian/Bicyclist,
Near-, Mid-term $, $$
start and end times.
Speed Management
Promote public awareness of vulnerable user safety
issues, contributory circumstances, and provide
Mid-, Long-term $$ Pedestrian/Bicyclist
$,
education/ training for pedestrians, bicyclists, and
motorists of all ages on ways to avoid crashes.
114 7
.11
Williamson County Safety Countermeasures Technical Memorandum I April 2025
STRATEGY
Coordinate and support vulnerable road user safety and
enforcement by law enforcement to conduct high -
visibility enforcement of bicyclists, pedestrians, and
motorists who are violating traffic safety laws that may
endanger them or other multi -modal travelers.
Disseminate outreach materials, and training to educate
the public and law enforcement personnel on new traffic
control devices, such as Pedestrian Hybrid Beacons
(HAWK signals).
Policy Recommendations
Increase enforcement strategies (speed feedback signs,
high -visibility enforcement, etc.) that comply with Texas
state laws regarding speeding within a school zone.
Develop a policy that includes crash data analysis and
community input involving vulnerable road users in
Central Texas to identify specific needs and concerns.
Develop initiatives to improve safety for vulnerable road
users and adhere to TxDOT's design standards and
national best practices. These include pedestrian
countdown signals, protected bike lanes, and public
engagement campaigns.
Develop a Complete Streets policy to enhance the
pedestrian/bicyclist environment along roadways with
higher -than -normal pedestrian/bicyclist activity.
Consider developing a policy based on TxDOT's
methodologies for assessing pedestrian and bicyclist level
of traffic stress (LTS).
Develop a plan to assess existing Americans with
Disabilities Act (ADA) and TxDOT's accessibility guidelines
to prioritize improvements in areas with high ped/bike
activity and documented accessibility issues.
Develop a policy in accordance with TxDOT's guidelines
on truck routes and consider local ordinances for
designated truck routes to identify areas where freight
routes and ped/bike paths intersect and implement
measures such as designated truck lanes or time -based
restrictions.
Develop a program that collaborates with local schools
and parent -teacher associations to identify areas for
enhanced safety improvements (e.g., rectangular rapid
flashing beacons, speed feedback signs).
Develop a program that follows national best practices
for traffic calming guidelines.
TIMELINE
COST
CRASH TYPES
ADDRESSED
Near-, Mid-term
$, $$
Pedestrian/Bicyclist
Mid-term
$, $$
Pedestrian/Bicyclist
Near-, Mid-term
$, $$
Pedestrian/Bicyclist
Mid-, Long-term
$$, $$$
Pedestrian/Bicyclist
Mid-, Long-term
$$, $$$
Pedestrian/Bicyclist
Mid-, Long-term
$$, $$$
Pedestrian/Bicyclist
Mid-, Long-term
$, $$
Pedestrian/Bicyclist
Mid-, Long-term
$, $$
Pedestrian/Bicyclist
Mid-, Long-term
$$, $$$
Pedestrian/Bicyclist
Mid-, Long-term
$$
Pedestrian/Bicyclist
Mid-, Long-term
$$
Pedestrian/Bicyclist
* 8
Williamson County Safety Action Plan Appendices I April 2025
Appendix D
WILLIAMSON COUNTY SYSTEMIC SAFETY PACKAGES
E5
��
Y
setI
pis
�P
gc
E$
a 9affi
i R
888
Fb
a c¢.,
3
R
-
m $
4
5
3
3
Zvi
s
8
a $
R
=
m
V y
Y
a
� s
do
e€
o
b
5
� e
`
pit 0
g
m
E
3Y�
'Q�°b
S;�
_ad
_xs
FRS
�g 'o m
„il
�W
'
o ag8
w a
eta �5 m
2ffi8
��g
a
��8 am
mRd
E
V
m
y
i H 3
E
-
SOrc
E
E
-
pit
ill
ez H.
cEE
ILIA PA go �h
EH EEtc�i?
g __
as
_
m
cmck
c
c
€mE¢¢'E rc'
SF Fss
rc
-ma6t
y
'8SeFg8
of 'w"R=
Smm2
a c.
Ud�B �6
w�
e�
✓�
UK
�Ep
F
�
b�@�''y
2€�`'
��
_
2Ec __n�n���ZBni
m
a
s�
ffi
tll
m
$q
isms.
c
mm
"m Z
`
Zvi!I
a
S R
-ills
2e
m
$�
it all
LOW
s
zL
g$
as a
3m €
r`-e
1m
:_> z'e Q.
o°o. w�
s
2
SE=
_� cis a8W"
a
a g
9
m
SSE
H
�gx w
ME �.ggm nn
26.
ae gi ggig
i�m�
c
`2
o
s °yq Olin! .�
Lm&
S U2
y
£ `o $
mm
=` 3E
vS �..
$p
b?
�ii g5
i
50 ¢E� Qi
EPS>
Ys �i�
`a c w
ogee
c
mz 3me
j Liz!
a�u g
m_
g a�g
g
c8 f$
g
—
U
a
g TLi
$
ai-
=pm°
m�
mpg
nU
��
aw
Fv
2mm y
$iSias
�'ii
U'
S
5
y�
s
m
m
e
_ 5