ODOT and consultant recommend medians, R‑cuts and targeted fixes to reduce crashes on State Highway 9

Kayla Byrd, a consulting engineer with Freese and Nichols, presented a road‑safety study to the City Council Community Planning and Transportation Committee on March 26 that examined a six‑mile section of State Highway 9 from 48th to 120th Avenue and identified both long‑term and near‑term strategies to reduce crashes.

The study reviewed five years of collision data, updated traffic counts and multiple field reviews and found "just over 100 collisions" from 2017–2022 with a concentration at intersections, and "about six" very severe collisions or fatalities during that period, Byrd said. The most common crash types were right‑angle and turning crashes tied to frequent access points and the corridor’s higher travel speeds, which Byrd said tend to be in the 60–65 mph range.

The consultant’s recommended long‑term approach (Alternative 1) centers on access management: a continuous grass median from 48th to 108th, R‑cuts (restricted crossing U‑turns) at side streets to remove direct crossing/left‑turn movements, and designated U‑turn locations spaced through the corridor to preserve property access. Byrd said the approach is designed to "reduce those conflict points," "organize access," and "improve predictability" for drivers while allowing mainline left turns to continue.

ODOT District 4 Engineer Ron Brown, who introduced the study, told the committee ODOT hired Freese and Nichols after staff and city engineers recommended a road safety audit. Brown described a long working relationship with Norman staff and said ODOT’s traffic operations group is still reviewing the draft report.

The study also reviewed alternate strategies. Traffic signals were judged warranted at only a couple of locations (notably 120th and possibly 48th under future volumes), roundabouts were noted as safety‑effective but not ideal corridor‑wide where mainline traffic volumes are high, and barrier strategies were discussed with caution because of limited roadside clearance. Freese and Nichols offered phased implementation options: a full corridor treatment (Alternative 1), a western‑focused median+R‑cuts build (Alternative 2), and a lower‑cost package of signing, flashing beacons and intersection medians (Alternative 3). Byrd provided a rough cost framing for smaller packages in the "around $10 million" range and somewhat higher costs for broader treatments.

Council members pressed ODOT staff on timing and faster, lower‑cost interventions. Councilmember Ingle asked about how long a full build would take; Brown and ODOT staff warned that large state highway projects can sit in the eight‑to‑20‑year program window depending on funding, but they also said ODOT is willing to partner with city staff on "spot safety improvements," lighting, speed management and grant applications. Ingle urged short‑term actions and warned that, "current pace ... I can tell about 20 people will be killed in car crashes on that segment of Highway 9 between now and 15 years from now," a projection he attributed to his review of recent traffic data.

Councilors repeatedly suggested immediate measures to improve safety while planning for a larger build: adding right‑turn lanes, improving intersection lighting and signage, installing rumble strips and reflective lane markers, shifting lane‑drop locations such as near 108th, and installing flashing beacons at key intersections (48th, 60th, 72nd, 84th). ODOT staff said some of those items can be designed and deployed more quickly but will require appropriate design work for shoulders, safety slopes and right‑of‑way.

The committee and staff agreed on next steps that do not foreclose the longer corridor concept: city staff will continue to pursue grant funding and coordination with ODOT, and ODOT will further digest the report and explore spot safety programs in partnership with Norman's public works and traffic engineers. The report phase remains a recommendation—design and programming would follow if the council and partner agencies advance the project.

The consultant and ODOT emphasized the study is a set of recommendations; implementation timing and funding sources remain to be determined. Committee members asked staff to pursue grant opportunities and legislative support to accelerate projects where possible.