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                Media ContactsMenu FHWA Highway Safety Programs Home
                        HSIP 2017 National Summary Report


            
            In This Section
        Highway Safety Improvement Program (HSIP)
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                HSIP Funding Approach
The FAST Act authorizes a single amount for each year for all the apportioned highway programs combined. That amount is apportioned among the States, and then each State's apportionment is divided among the individual apportioned programs.

The FAST Act (Section 1101) authorizes a total combined amount ($39.7 billion in FY 2016, $40.5 billion in FY 2017, $41.4 billion in FY 2018, $42.4 billion in FY 2019, and $43.4 billion in FY 2020) in contract authority to fund six formula programs (including certain set-asides within the programs described below):

National Highway Performance Program (NHPP);
	Surface Transportation Block Grant Program (STBG);
	**Highway Safety Improvement Program (HSIP);**
	Congestion Mitigation and Air Quality Improvement Program (CMAQ);
	Metropolitan Planning; and
	The new National Highway Freight Program (NHFP))[2].Figure 1 illustrates the distribution of funds across programs under the FAST Act.

Figure 1: This figure shows a pie chart of the FAST Act Annual Program Apportionments. The largest slice with over half of the area of the chart is the National Highway Performance Program with 22.8 billion dollars followed by the Surface Transportation Block Grant Program with 11.4 billion dollars. HSIP represents a 2.3 billion dollar slice.**FAST Act Annual Program Apportionments FY17**

HSIP receives 7% of the States apportionment remaining after allocations to NHPP, CMAQ and Metropolitan Planning, which amounts to approximately $2.5 billion each year. The following sums are set-aside from the State's HSIP apportionment:

Railway-highway crossings — $230 million [23 U.S.C. 130(e)]; and
	2% for State Planning and Research (SPR). [23 U.S.C. 505(a)].In addition, if the High Risk Rural Roads Special rule applies to a State, then in the next fiscal year the State must obligate an amount at least equal to 200% of its FY 2009 HRRR set-aside for high risk rural roads. [23 U.S.C. 148(g)] Further, States that are subject to the 23 U.S.C. 154 and 164 penalties may also receive additional funding for HSIP projects.

HSIP funds, as defined for the remainder of this report, includes HSIP, HRRR and penalty transfer funds that are available to States for the advancement of highway safety improvement projects.  Additionally, â€ ̃States' refer to all states (excluding California), the District of Columbia, and Puerto Rico.  The state of California was excluded from the 2017 HSIP Projects Overview analysis, as many data elements needed to complete the analysis were not available.  HSIP expenditures by Puerto Rico is a new addition to the 2017 HSIP report.  This data was not available for HSIP reports in previous years.
      
  Book traversal links for HSIP Funding Approach
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                Book:HSIP 2017 National Summary Report
              Executive Summary
                Background
                HSIP Funding Approach
                Data-Driven Safety Decision Making
                HSIP Projects Overview
                Project Cost
                Functional Class and Ownership
                Improvement Categories and Subcategories
                SHSP Emphasis Areas
                2013-2016 Comparison
                Comparison to Previous Years
                Benefit-Cost Analysis of the HSIP
                Summary
                Appendix A: Full Description of HSIP Improvement Categories and Sub Categories for 2013 HSIP Reporting Guidance
                Appendix B. Detailed Tables of Project Costs Summaries U.S. DEPARTMENT OF TRANSPORTATION

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