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COLORADO

2021 ANNUAL REPORT

U.S. Department ofTransportation 

Federal Highway Administration 

HIGHWAY SAFETY 

IMPROVEMENT PROGRAM 

Photo source: Federal Highway Administration
2021 Colorado Highway Safety Improvement Program

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Table of Contents

Disclaimer ............................................................................................................................................. 3

Protection of Data from Discovery Admission into Evidence............................................................. 3

Executive Summary .............................................................................................................................. 4

Introduction ........................................................................................................................................... 6

Program Structure................................................................................................................................. 6

Program Administration..................................................................................................................... 6

Program Methodology ....................................................................................................................... 9

Project Implementation .......................................................................................................................14

Funds Programmed.........................................................................................................................14

General Listing of Projects ..............................................................................................................17

Safety Performance ............................................................................................................................23

General Highway Safety Trends......................................................................................................23

Safety Performance Targets............................................................................................................29

Applicability of Special Rules...........................................................................................................31

Evaluation ...........................................................................................................................................33

Program Effectiveness ....................................................................................................................33

Effectiveness of Groupings or Similar Types of Improvements .......................................................34

Project Effectiveness.......................................................................................................................37

Compliance Assessment ....................................................................................................................38

Optional Attachments..........................................................................................................................42

Glossary..............................................................................................................................................43
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Disclaimer

Protection of Data from Discovery Admission into Evidence

23 U.S.C. 148(h)(4) states “Notwithstanding any other provision of law, reports, surveys, schedules, lists, or 

data compiled or collected for any purpose relating to this section[HSIP], shall not be subject to discovery or 

admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action 

for damages arising from any occurrence at a location identified or addressed in the reports, surveys, 

schedules, lists, or other data.

23 U.S.C. 148(h)(4) states “Notwithstanding any other provision of law, reports, surveys, schedules, lists, or 

data compiled or collected for any purpose relating to this section[HSIP], shall not be subject to discovery or 

admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action 

for damages arising from any occurrence at a location identified or addressed in the reports, surveys, 

schedules, lists, or other data.23 U.S.C. 409 states “Notwithstanding any other provision of law, reports, 

surveys, schedules, lists, or data compiled or collected for the purpose of identifying, evaluating, or planning 

the safety enhancement of potential accident sites, hazardous roadway conditions, or railway-highway 

crossings, pursuant to sections 130, 144, and 148 of this title or for the purpose of developing any highway 

safety construction improvement project which may be implemented utilizing Federal-aid highway funds shall 

not be subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for 

other purposes in any action for damages arising from any occurrence at a location mentioned or addressed in 

such reports, surveys, schedules, lists, or data.”
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Executive Summary

The Colorado Strategic Highway Safety Plan (SHSP), which is identified as the Strategic Transportation Safety 

Plan (STSP) in Colorado, details the state's vision of having zero deaths and serious injuries so all people 

using any transportation mode arrive at their destination safety.

The number of fatalities in Colorado have increased in 2020 (622) as compared to the previous year (597). 

With a 12 percent decrease in vehicle miles traveled (VMT) in 2020 influenced by the pandemic, fatality rates 

have increased by 18 percent. Motorcyclist fatalities and fatalities involving suspected alcohol or drug 

impairment were notably higher in 2020 as compared to the previous year (34% and 20%, respectively). For 

non-motorized crashes, fatalities increased as a result of an 22% increase in pedestrian crashes as compared 

to the previous year. Colorado did not meet or make significant progress toward achieving its safety 

performance targets for calendar year 2019.

Colorado's HSIP program is administered by the Traffic Safety and Engineering (TSE) Services Branch at 

CDOT headquarters (HQ) under the Office of the Chief Engineer. The TSE staff coordinates with the CDOT 

Office of Transportation Safety (which is the State Highway Safety Office or SHSO) to ensure that safety 

programs align with each other's objectives. The TSE services branch actively engages with regional staff to 

coordinate efforts to research and analyze the need for safety improvements on segments and intersections 

statewide. The group provides subject matter expertise in safety and crash analyses to all roadway projects 

delivered by the Regions. The TSE staff also communicates and works directly with external entities and 

governing bodies such as FHWA, state and local law enforcement officials, other state agencies, metro 

planning organizations (MPO), municipalities, counties, as well as other interested parties.

Colorado programmed a total of $29,761,316 of Federal HSIP funding (not including state or local match) 

towards safety improvement projects in state fiscal year (FY) 2021. During this reporting period, 10 percent of 

HSIP funding was programmed towards local (non-state highway) safety projects. Some of the reasons for the 

low participation include lack of local agency knowledge of the opportunity, lack of readily available data, nonexistent technical support, cumbersome federal aid program laws and regulations, lack of time and matching 

funds. CDOT recognizes these local agency challenges and has strategies planned to address them. Progress 

in local agency HSIP participation has been made by CDOT in recent years by conducting annual solicitation 

for local agency projects, as opposed to soliciting every three years. In addition, the Safety Circuit Rider (SCR) 

program that was implemented in 2019 continues to support to local agencies. The purpose of the SCR is to 

provide safety related education, training, outreach and support to local agency safety stakeholders under the 

direction of CDOT and in coordination with the Colorado Local Technical Assistance Program (LTAP).

The High Risk Rural Roads (HRRR) special rule was in effect for this reporting period and Colorado has fully 

obligated the HRRR funds for federal FY 2021. Colorado continues to promote and explore ways to integrate 

more systemic safety treatments as part of the HSIP. The systemic approach should help Colorado deliver 

more HRRR eligible projects, specifically along non state owned roadways.

In this reporting period, $12,000,000 was transferred out of the HSIP to CDOT's Strategic Safety Program as 

directed by executive management. The Strategic Safety Program is focused on decreasing the frequency and 

severity of crashes through several systemic statewide safety treatments identified to improve safety and 

operations. This is meant to provide a more flexible source of funding for safety improvements projects that 

otherwise may not be able to practically utilize federal funding. The amount transferred is approximately equal 

to the amount of section 164 penalty funds that Colorado is required to obligate in federal FY 2021. CDOT has 

made financial related progress by improving the tracking and transparency of HSIP obligation through the use 

of monthly status reports shared with FHWA.

In addition to HSIP, CDOT utilizes other sources of funding for safety improvement projects and treatments. 

The Funding Advancement for Surface Transportation and Economic Recovery Act of 2009 (FASTER) 

established the Road Safety Fund to support the construction, reconstruction, or maintenance roadway
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projects. The state Transportation Commission, a county, or a municipality, determines which projects are 

needed to enhance the safety of a state highway, county road, or city street. The funding dollars are allocated 

based on a statutory formula: 60% to CDOT, 22% to counties, and 18% to municipalities. For CDOT, the 

FASTER Safety Mitigation (FSM) program provides approximately $70 million per year to improve safety along 

state owned highways.
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Introduction

The Highway Safety Improvement Program (HSIP) is a core Federal-aid program with the purpose of achieving 

a significant reduction in fatalities and serious injuries on all public roads. As per 23 U.S.C. 148(h) and 23 CFR 

924.15, States are required to report annually on the progress being made to advance HSIP implementation 

and evaluation efforts. The format of this report is consistent with the HSIP Reporting Guidance dated 

December 29, 2016 and consists of five sections: program structure, progress in implementing highway safety 

improvement projects, progress in achieving safety outcomes and performance targets, effectiveness of the 

improvements and compliance assessment.

Program Structure

Program Administration

Describe the general structure of the HSIP in the State. 

Colorado's HSIP program is administered by the Traffic and Safety Engineering (TSE) Services Branch at 

CDOT headquarters (HQ) under the Office of the Chief Engineer. 

Regional CDOT traffic and safety engineering staff work internally and in consort with local agencies to identify 

projects with safety improvement needs. Initial review and analysis occur at this regional level. Upon 

acceptance by the region as a viable and potentially necessary safety project, the region makes a request to 

HQ for final review and analysis and associated HSIP funding eligibility criteria. The HQ TSE staff conducts an 

independent analysis of the project, including a detailed Benefit/Cost analysis, calculation of predicted crashes 

mitigated, a review of crash patterns, and a review of the crash modification factor used. Upon completion of 

final review and quantitative and qualitative analysis by HQ TSE staff of projects submitted by CDOT regional 

traffic safety and engineering, the projects are either approved or denied and budgeted accordingly against the 

projected regional allocation for the fiscal year in which the funding is needed. In an effort to increase safety

overall across the state, thorough dialogue between HQ and the requesting region occurs on a project-byproject basis when additional information, background, or data are needed in the event that a project appears 

to fall short of eligibility. Additionally, because projects that are awarded HSIP funding are required to address 

individual areas of focus as defined within the Strategic Highway Safety Plan (SHSP), as part of the review and 

analysis process, our group confirms that such projects do in fact fall within the SHSP areas of focus. In 2020, 

the updated SHSP was re-titled the Strategic Transportation Safety Plan (STSP), with the idea that it 

encompasses more than highways in the plan.

Upon approval of such HSIP funding the CDOT regions are responsible for final project delivery on-system. In 

the event that a local agency is receiving HSIP funding for off-system safety improvements, the CDOT regional 

staff coordinate with such local agencies regarding HSIP funding to enable these local agencies to deliver 

these projects. 

Where is HSIP staff located within the State DOT? 

 Engineering

Statewide administration of the HSIP resides in the TSE branch which is located at Colorado DOT 

headquarters in Denver under the Office of the Chief Engineer.
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How are HSIP funds allocated in a State? 

• Formula via Districts/Regions

Planning allocations based on historical crash distribution within each of the five regions in Colorado.

Region 1 (Denver Metro and Surrounding): 52.9%

Region 2 (Southeast Colorado): 16.9%

Region 3 (Northwest Colorado): 9.3%

Region 4 (Northeast Colorado): 17.2%

Region 5 (Southwest Colorado): 3.7%

Describe how local and tribal roads are addressed as part of HSIP.

Under this program, all public roadways are eligible for participation, including roads on tribal lands; there are 

two tribes in Colorado, Ute Mountain and Southern Ute. Submittals for projects not located on the State 

Highway system are solicited from local authorities with the support of the Metropolitan Planning Organizations 

(MPOs) and Transportation Planning Regions (TPRs). These candidate proposals for safety improvement 

projects are submitted for locations identified by local agencies. As with the CDOT Region applications, all 

submittals will be required to meet the minimum criteria. Project applications from local agencies are received 

by the regional traffic offices for review before being forwarded to the HQ Traffic and Safety Engineering Office 

for evaluation and approval. The Region offices are specifically requested to verify project cost estimates, and 

when necessary, are also requested to make project cost adjustments with the submitting local authorities’ 

concurrence. It is our hope that through increased outreach and education by CDOT, in concert with local 

agency efforts, more applications for HSIP funding will be received in future solicitations. 

Approximately half of the HSIP funding is allocated toward off-system locations (including tribal lands) because 

approximately half of all statewide crashes occur off system. The allocation is based on statewide crash 

distribution. In recent years, there have not been enough off-system safety improvement projects to use the 

full-allocated amount. In such cases, the state will apply those unused funds for state highway safety 

improvement projects. CDOT will look to offer more support in helping local agencies submit enough projects 

to account for their full allocation in the future with the help of the Safety Circuit Rider (SCR) program which 

was established in 2019.

The purpose of the SCR program is to provide safety related education, training, outreach and support to local 

agency safety stakeholders under the direction of the Colorado Local Technical Assistance Program (CLTAP) 

and CDOT. The need for a SCR program is clearly manifested by the fact that most local agencies in the 

Colorado, particularly the ones in smaller communities, lack resources and technical expertise to properly and 

routinely identify, diagnose, treat safety deficiencies and/or implement adequate countermeasures. These 

resources and tools are typically afforded by CDOT and some of the larger cities and counties in the State. The 

SCR program is designed to greatly enhance technical capabilities at the local level and help bridge existing 

safety related expertise gaps, resulting in overall reduction of crashes on local roads. Local roads typically 

experience about 40% of the statewide annual fatalities. CDOT is also working to promote and develop more 

county and municipal Local Road Safety Plans (LRSP) with the assistance from the SCR program to serve our 

local agency partners better in improving roadways safety for the traveling public.

Identify which internal partners (e.g., State departments of transportation (DOTs) 

Bureaus, Divisions) are involved with HSIP planning.

• Design
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• Districts/Regions

• Governors Highway Safety Office

• Local Aid Programs Office/Division

• Maintenance

• Operations

• Planning

• Traffic Engineering/Safety

• Other-Office of Financial Management & Budget

• Other-Division of Transportation Development (DTD)

Describe coordination with internal partners.

The CDOT HQ TSE branch actively engages with regional staff to coordinate efforts to research and analyze 

the need for safety improvements on segment and intersections statewide. The group provides subject matter 

expertise in safety and crash analyses to all roadway projects delivered by the Regions. 

The TSE staff periodically produces a statewide composite listing of potential locations for crash reduction is 

compiled for all highway segments and intersections performing at a sub-standard level of service of safety 

(LOSS) as well as identifying crash patterns that are over-represented at those locations. This listing is 

provided to each of the five CDOT regions where their respective traffic units, roadway design staff and 

transportation planners can coordinate and select appropriate safety improvement projects with the goal of 

reducing roadway fatalities and serious injuries. The regions use the listing along with other information such 

as their own operational reviews, input from citizens, staff and city/county personnel as well as other ongoing 

or scheduled construction activities in order to determine the most feasible and beneficial candidate safety 

projects. The region may also choose to nominate other safety project locations besides those mentioned on 

the listing. Applications for new highway safety improvement projects are sent from the regions to the TSE 

branch for evaluation to determine safety program eligibility and level of funding. 

The TSE branch coordinates efforts with the Office of Transportation Safety (OTS) to ensure that safety 

programs align with each other’s objectives. The OTS handles most behavioral safety projects and contributes 

greatly to the Strategic Highway Safety Plan (SHSP) implementation and update process, which was updated 

in 2020. The 2020 - 2024 SHSP is called the Strategic Transportation Safety Plan (STSP). The TSE branch 

also coordinates with the Division of Transportation Development (DTD) and the Division of Maintenance & 

Operations (DMO) for information exchange and for better organization to achieve shared safety goals. The 

DTD provides roadway data for all CDOT projects, including roadway characteristics, traffic counts and asset 

management. The DMO attempts to coordinate replacement and maintenance work with safety standards and 

improvements to roadway safety. The TSE branch works with the Office of Financial Management & Budget 

(OFMB) to determine the amount of HSIP funding available for the current fiscal year as well as how much is 

anticipated to be available in future fiscal years for HSIP project planning and scheduling. The TSE branch also 

works with OFMB to obtain status updates on HSIP obligation and expenditure amounts for ongoing projects. 

Identify which external partners are involved with HSIP planning.

• FHWA

• Governors Highway Safety Office

• Law Enforcement Agency

• Local Government Agency 

• Local Technical Assistance Program

• Regional Planning Organizations (e.g. MPOs, RPOs, COGs)

• Tribal Agency
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HSIP planning involvement from external partners is mostly limited to generating awareness of HSIP funding 

availability. However, each of these partners are active participants in STSP related activities.

Describe coordination with external partners.

In an effort to maintain consistency in data, analysis, and understanding of safety needs statewide, and 

subsequent implementation of safety improvement projects, the CDOT HQ TSE staff communicates and works 

directly with external entities and governing bodies such as FHWA, state and local law enforcement officials, 

other state agencies, MPOs, municipalities, counties, and other interested parties. Additionally, at the regional 

level, the regions coordinate more directly with local government officials, citizens, the media and other 

stakeholders having traffic and safety concerns that are specific to their region. These individual areas of focus 

enable the regions to be more directly in touch with local safety needs for which HSIP funding may be eligible. 

This leads to CDOT's overall ability to integrate HSIP funded solutions utilized within any specific region into 

the statewide efforts to reduce crashes, crash severity, and progress toward the goal of zero deaths and 

serious injuries.

The Colorado Strategic Transportation Safety Plan (STSP) is a great tool to unify safety efforts in the state, as 

it is a comprehensive plan for transportation safety. External partners are invited and encouraged to participate 

in the STSP update and subsequent implementation. 

The CDOT HQ TSE staff is involved with the Statewide Traffic Records Advisory Committee (STRAC). The 

STRAC consists of many state and local agencies, including law enforcement, involved in traffic records. The 

STRAC attempts to unify efforts across the state to provide accurate, complete and timely traffic records data, 

which is instrumental to program and project selection and coordination. 

Describe other aspects of HSIP Administration on which the State would like to 

elaborate. 

The High Risk Rural Roads (HRRR) special rule was in effect for this reporting period, requiring obligation of 

$2,826,084 during federal fiscal year 2021. There was also $11,127,627 of section 164 penalty funds assigned 

to the HSIP which also must be obligated during federal fiscal year 2021.

In addition to HSIP, CDOT utilizes other sources of funding for safety improvement projects and treatments. 

The Funding Advancement for Surface Transportation and Economic Recovery Act of 2009 (FASTER) 

established the Road Safety Fund to support the construction, reconstruction, or maintenance roadway 

projects. The state Transportation Commission, a county, or a municipality, determines which projects are 

needed to enhance the safety of a state highway, county road, or city street. The funding dollars are allocated 

based on a statutory formula: 60% to CDOT, 22% to counties, and 18% to municipalities. For CDOT, the 

FASTER Safety Mitigation (FSM) program provides approximately $70 million per year to improve safety along 

state owned highways.

Program Methodology

Does the State have an HSIP manual or similar that clearly describes HSIP planning, 

implementation and evaluation processes?

Yes 

Although most of the fundamental concepts still apply, the current version of HSIP manual does not account for 

all of the new practices recently added or adjusted for the program (i.e. systemic approach, calls for local 

agency projects). Many of these adjustments are based on a FHWA assessment of the program conducted in 

2018. CDOT will look for opportunities to officially update the manual over the next fiscal year.
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Select the programs that are administered under the HSIP.

• HRRR

• HSIP (no subprograms)

Program: HRRR

Date of Program Methodology:4/4/2017

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Volume • Functional classification

What project identification methodology was used for this program? 

• Crash frequency

• Excess expected crash frequency using SPFs

• Excess expected crash frequency with the EB adjustment

• Excess proportions of specific crash types

• Expected crash frequency with EB adjustment

• Level of service of safety (LOSS)

• Probability of specific crash types

Are local roads (non-state owned and operated) included or addressed in this 

program?

Yes

Are local road projects identified using the same methodology as state roads?

Yes

How are projects under this program advanced for implementation?

• Competitive application process

Select the processes used to prioritize projects for implementation. For the methods 

selected, indicate the relative importance of each process in project prioritization. 

Enter either the weights or numerical rankings. If weights are entered, the sum must 
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equal 100. If ranks are entered, indicate ties by giving both processes the same rank 

and skip the next highest rank (as an example: 1, 2, 2, 4).

Rank of Priority Consideration

Ranking based on B/C:2

Available funding:1

Application of benefit/cost ratios for HRRR and/or systemic safety projects are typically only utilized for the 

purpose of ranking of these projects in a competitive process. Instead, these projects are typically evaluated 

systemically (i.e. identification or roadside features or higher risk factors). Funding set asides (up to 25% for 

each respective region) are provided for HRRR and/or systemic projects so that they are not competing directly 

against other potential site specific HSIP projects.

Program: HSIP (no subprograms)

Date of Program Methodology:9/1/2016

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

What is the funding approach for this program? 

Other-Regional Distribution By Crash Totals

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Volume • Functional classification

What project identification methodology was used for this program? 

• Crash frequency

• Excess expected crash frequency using SPFs

• Excess expected crash frequency with the EB adjustment

• Excess proportions of specific crash types

• Expected crash frequency with EB adjustment

• Level of service of safety (LOSS)

• Probability of specific crash types

Are local roads (non-state owned and operated) included or addressed in this 

program?

Yes

Are local road projects identified using the same methodology as state roads?

Yes

How are projects under this program advanced for implementation?
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• Competitive application process

Select the processes used to prioritize projects for implementation. For the methods 

selected, indicate the relative importance of each process in project prioritization. 

Enter either the weights or numerical rankings. If weights are entered, the sum must 

equal 100. If ranks are entered, indicate ties by giving both processes the same rank 

and skip the next highest rank (as an example: 1, 2, 2, 4).

Rank of Priority Consideration

Ranking based on B/C:2

Available funding:1

Cost Effectiveness:2

HSIP funding apportioned for site specific CDOT infrastructure safety projects are generally required to meet a 

minimal level of cost effectiveness (i.e. benefit/cost ratio of 1.0 using crash costs stated below) after meeting 

level of service of safety (LOSS) or overrepresented crash pattern identification (ID) criteria. Funding 

apportioned for site specific local agency infrastructure safety projects are generally required to meet LOSS or 

overrepresented crash pattern ID criteria; however, these projects are ranked by benefit cost ratio through an 

annual competitive process before being awarded HSIP funding. These are also expected to meet a minimal 

benefit/cost ratio of 1.0.

The cost effective criteria does not necessarily apply to HRRR and/or systemic safety projects except for the 

purpose of ranking of these projects in a competitive process. These are typically evaluated more systemically 

(i.e. identification or roadside features or higher risk factors). Funding set asides (up to 25% for each 

respective region) are provided for HRRR and/or systemic projects so that they are not measured against other 

potential site specific HSIP projects.

CDOT State FY 2021 Crash Costs:

Fatality (per person): $1,798,500

Injury (per person): $101,100

Property Damage Only (per crash): $10,800

What percentage of HSIP funds address systemic improvements?

 25

 HSIP funds are used to address which of the following systemic 

improvements? 

• Cable Median Barriers

• High friction surface treatment

• Horizontal curve signs

• Install/Improve Pavement Marking and/or Delineation

• Install/Improve Signing

• Other-Pedestrian/Bike Safety (STEP Countermeasures)

• Rumble Strips

• Upgrade Guard Rails

• Wrong way driving treatments

Up to 25% of HSIP funds can be used to address systemic projects.
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What process is used to identify potential countermeasures? 

• Crash data analysis

• Data-driven safety analysis tools (HSM, CMF Clearinghouse, SafetyAnalyst, usRAP)

• Engineering Study

• Road Safety Assessment

• SHSP/Local road safety plan

• Stakeholder input

• Other-Independent Research & Peer State Communication

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes

Describe how the State HSIP considers connected vehicles and ITS technologies. 

HSIP funding is a consideration for connected vehicle and ITS technology projects which incorporate 

components that are known to mitigate crashes or crash types. Many of these advanced technology 

applications can now be found on the CMF clearinghouse or through other viable research papers. Projects 

with Variable Speed Limit (VSL) technology have been funded with HSIP in recent years. 

Does the State use the Highway Safety Manual to support HSIP efforts?

Yes

Please describe how the State uses the HSM to support HSIP efforts.

Quantitative analysis methodology as described within the 1st Edition (2010) of the Highway Safety Manual 

(HSM) is incorporated into the software, manual techniques, and systemic analysis processes that are 

employed by the CDOT HQ TSE staff who are charged with responsibly determining HSIP funding eligibility for 

safety related projects statewide. Subject matter from the HSM that is incorporated into CDOT's HSIP efforts 

includes but is not limited to the following: Fundamentals, Data Requirements, CMF/CRF Selection, Safety 

Performance Functions(s) (SPF's) Development, Diagnostics, Countermeasure Selection, Economic Appraisal 

(Benefit/Cost analysis), Predictive Methodology, Network Screening, etc.

Describe other aspects of the HSIP methodology on which the State would like to 

elaborate.

In addition to the HSM methodology that Colorado has incorporated into the HSIP efforts, CDOT and its 

consultants have developed, and continue to develop and refine Safety Performance Functions (SPF's) 

baseline normative crash expectancy details that are specific to Colorado roadways, highways, freeways, 

interchanges, and intersections. CDOT believes this method allows the agency to be better prepared to 

address the specific safety concerns on Colorado roadways with respect to Colorado ADT, specific driving 

conditions, and driving habits.
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Project Implementation

Funds Programmed

Reporting period for HSIP funding.

State Fiscal Year

State Fiscal Year 2021 (July 1, 2020 to June 30, 2021)

Enter the programmed and obligated funding for each applicable funding category.

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $18,171,896 $20,665,650 113.72%

HRRR Special Rule (23 

U.S.C. 148(g)(1))

$461,793 $2,814,315 609.43%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$11,127,627 $11,127,627 100%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $0 $0 0%

Totals $29,761,316 $34,607,592 116.28%

• Obligation totals may include amounts programmed from previous fiscal years. 

• State and local matching funds are not included in this table as these funds are not tracked in the same 

way as the federal funds.

How much funding is programmed to local (non-state owned and operated) or tribal 

safety projects?

$3,077,747

How much funding is obligated to local or tribal safety projects?

$1,585,100

Obligation totals may include amounts programmed from previous fiscal years.

The state strives to continue working on improving local agency participation in the goal of obligating half of its 

HSIP funds towards local safety projects.

How much funding is programmed to non-infrastructure safety projects?

$443,478
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How much funding is obligated to non-infrastructure safety projects?

$579,990

Obligation totals may include amounts programmed from previous fiscal years.

How much funding was transferred in to the HSIP from other core program areas 

during the reporting period under 23 U.S.C. 126?

How much funding was transferred out of the HSIP to other core program areas during 

the reporting period under 23 U.S.C. 126?

$12,000,000

In this reporting period, $12,000,000 was transferred out of the HSIP to CDOT's Strategic Safety Program as

directed by executive management. The Strategic Safety Program is focused on decreasing the frequency and

severity of crashes though several systemic statewide safety treatments identified to improve safety and

operations. This is meant to provide a more flexible source of funding for safety improvements projects that

otherwise may not be able to practically utilize federal funding. The safety treatments include, but are not

limited to:

• 6-inch striping 

• Median cable rail 

• Rumble strips, center line and edge line 

• Variable speed limits for weather events 

• MASH compliant guardrail 

Discuss impediments to obligating HSIP funds and plans to overcome this challenge in 

the future.

CDOT's Office of Financial Management and Budget (OFMB) does not typically obligate HSIP funding until the 

project has invoices submitted while under construction. The purpose of this is limit the possibility of having 

inactive projects. However, this does impact Colorado HSIP obligation rates as this tends to result in delayed 

obligation of funds for HSIP projects. There are longer than expected start up times for safety improvement 

projects, especially those run by local agencies. Special attention will now be given to construction scheduling 

and priority for fund programming will be given to projects that can deliver on a timely basis.

In FY 2021, 17% of HSIP funding (not including section 164 penalty funds) was programmed towards local 

(non-state highway) safety projects. Although this percentage is lower than desirable, it was an improvement 

over FY 2020, where 5% of HSIP funding was programmed towards local (non-state highway) safety projects. 

Based on the survey responses and interviews from a 2018 HSIP assessment, some of the reasons for this 

include lack of local agency knowledge of the opportunity, lack of readily available data, non-existent technical 

support, cumbersome federal aid program laws and regulations, lack of time and matching funds.

In FY 2021, CDOT continues the Safety Circuit Rider (SCR) program to reach out and offer technical support 

to local agencies. This includes assistance to local agencies in submitting HSIP project applications for safety 

improvement projects along off system locations that have high potential for reducing crashes. Colorado has 

also shifted to having an annual call for local agency projects to help improve local participation. 37 HSIP 

applications across 28 local agencies were received during the FY 2021 call for projects. Of these 37, 16 

applications were approved for HSIP funding in the amount of $14.7 million. These local agency projects are 

planned for FY 2024. 
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Describe any other aspects of the State’s progress in implementing HSIP projects on 

which the State would like to elaborate. 

CDOT's Office of Financial Management & Budget (OFMB) is working with the HSIP program managers to find 

ways to manage Section 164 penalty funds so that those funds can be obligated immediately. It is anticipated 

that Section 164 penalty funding will continue into future fiscal years in Colorado. Within the last reporting 

period, OFMB has developed a monthly report tracking HSIP obligation which is shared with FHWA and will 

provide more transparency to the overall HSIP funding status. The SCR program is currently under review for 

possible process improvements that will help improve local agency HSIP participation.
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General Listing of Projects

List the projects obligated using HSIP funds for the reporting period.

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

20821 - US 40 

(Colfax Ave) 

and Peoria 

Signal 

Upgrades

Intersection 

traffic control

Modify traffic signal –

modernization/replaceme

nt

1 Intersections $557000 $4697470 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther38,000 35 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

20992 - Iliff 

Ave 

Intersection 

Improvements

Intersection 

geometry

Add/modify auxiliary lanes 4 Intersections $731250 $22495000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther35,000 40 City or 

Municipal 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

21211 - US 24 

Widen 

Shoulders 

Install CL + 

Shoulder 

Rumble Strips

Shoulder 

treatments

Widen shoulder – paved or 

other (includes add 

shoulder)

1.5 Miles $3498035 $3981720 Penalty 

Funds (23 

U.S.C. 164)

Rural Minor Arterial 2,000 65 State 

Highway 

Agency

Systemic Roadway 

Departure

Proven 

Countermeasur

e

21795 - US 6 

Shoulder 

Widening, 

Guardrail, SH 

and CL 

Rumble strips, 

Signage

Shoulder 

treatments

Widen shoulder – paved or 

other (includes add 

shoulder)

14 Miles $563033 $16356939 Penalty 

Funds (23 

U.S.C. 164)

Rural Minor Arterial 11,000 40 State 

Highway 

Agency

Systemic Roadway 

Departure

Proven 

Countermeasur

e

21961 -

Boulder 

Intersection 

Improvements

Intersection 

geometry

Add/modify auxiliary lanes 3 Intersections $908499 $998000 Penalty 

Funds (23 

U.S.C. 164)

Urban Minor Arterial 27,400 40 City or 

Municipal 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

21964 - SH 1

and CR 54 

Intersection 

Improvements

Intersection 

traffic control

Modify control – new traffic 

signal

1 Intersections $549700 $550000 HRRR 

Special 

Rule (23 

U.S.C. 

148(g)(1))

Rural Major Collector 7,600 50 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

21969 -

Isabelle Rd at 

US 287 

Intersection 

Improvements

Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $2916665.5

6

$2916667 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther26,800 60 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

22024 - US 

160 and SH 

151 Wildlife 

Vehicle Crash 

Mitigation and 

Miscellaneous Animal-related 2 Miles $5800000 $11885308.8

4

HRRR 

Special 

Rule (23 

U.S.C. 

148(g)(1))

Rural Major Collector 5,000 60 State 

Highway 

Agency

Systemic Wild Animal 

Collisions

Proven 

Countermeasur

e
2021 Colorado Highway Safety Improvement Program

Page 18 of 43

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Intersection 

Improvements

22034 -

Quebec and 

County Line 

Intersection 

Improvements

Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $576900 $641000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther32,200 40 City or 

Municipal 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

22124 -

Dartmouth 

Ave 

Intersection 

Improvements

Intersection 

geometry

Add/modify auxiliary lanes 3 Intersections $141443 $368778 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 20,000 35 City or 

Municipal 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

22192 - 136th 

Ave Raised 

Median and 

Intersection 

Improvements

Access 

management

Raised island - install new 1 Intersections $1290521 $1433911 Penalty 

Funds (23 

U.S.C. 164)

Urban Minor Arterial 8,000 35 City or 

Municipal 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

22219 - I-25 

Ramp/US 

85/US 40 

Signal 

Upgrades

Intersection 

traffic control

Modify traffic signal –

modernization/replaceme

nt

4 Intersections $358000 $358000 Penalty 

Funds (23 

U.S.C. 164)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

22247 - US 24 

Curve Safety 

Improvements

Alignment Horizontal curve 

realignment

1 Curves $225999 $240000 HRRR 

Special 

Rule (23 

U.S.C. 

148(g)(1))

Rural Minor Arterial 5,600 50 State 

Highway 

Agency

Systemic Intersections Proven 

Countermeasur

e

22281 - US 40 

(Colfax Ave) 

and 

(Broadway, 

Lincoln, and 

Grant) Signal 

Upgrades

Intersection 

traffic control

Modify traffic signal –

modernization/replaceme

nt

3 Intersections $331130 $331130 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther30,000 30 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

22356 -

McCulloch 

Blvd and 

Platteville Blvd 

Intersection 

Improvements

Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $303480 $337200 HRRR 

Special 

Rule (23 

U.S.C. 

148(g)(1))

Rural Local Road or 

Street

3,000 35 Other Local 

Agency

Spot Intersections Proven 

Countermeasur

e

22368 - SH 2 

(Colorado 

Blvd) and SH 

95 (Sheridan 

Blvd) 

Intersection 

geometry

Intersection geometry -

other

8 Intersections $4750000 $8000000 Penalty 

Funds (23 

U.S.C. 164)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e
2021 Colorado Highway Safety Improvement Program

Page 19 of 43

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Intersection 

Improvements

22456 - US 

287 & SH 52 

Intersection 

Improvements

Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $1796595 $1838040 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther28,500 55 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

22563 - SH 

391 (Kipling 

Pkwy) and US 

285 Ramp 

Intersection 

Improvements

Intersection 

geometry

Add/modify auxiliary lanes 2 Intersections $470200 $520000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther45,000 40 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

22573 - I-25 

(105.4-105.9, 

106.1-106.42, 

107.5-119.6) 

Median Cable 

Rail

Roadside Barrier – cable 15 Miles $3036790 $3427116.15 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialInterstate30,000 75 State 

Highway 

Agency

Systemic Roadway 

Departure

Proven 

Countermeasur

e

22786 - I-25 

Ramp Meters 

(Multiple 

Locations)

Interchange 

design

Interchange design - other 0 Interchange

s

$4889126.1 $4961465 Penalty 

Funds (23 

U.S.C. 164)

Multiple/Varie

s

Principal ArterialInterstate100,00

0

65 State 

Highway 

Agency

Systemic Congestion 

Managemen

t

Advanced 

Technology & 

ITS

22935 - I-225 

and Yosemite 

Ramp 

Intersection 

Improvements

Intersection 

traffic control

Modify traffic signal –

modernization/replaceme

nt

2 Intersections $1218000 $1220000 Penalty 

Funds (23 

U.S.C. 164)

Urban Minor Arterial 25,000 35 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

22949 - SH 30 

(Havana St) 

and Jewell 

Intersection 

Improvements

Intersection 

traffic control

Modify traffic signal –

modernization/replaceme

nt

1 Intersections $637286 $1284770 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther44,200 45 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

22951 - SH 88 

(Federal Blvd) 

Intersection 

Improvements

Intersection 

traffic control

Modify traffic signal –

modernization/replaceme

nt

6 Intersections $577418 $608909 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther40,000 40 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

23067 - SH 82 

and US 24 

Intersection 

Improvements

Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $240000 $9877147 Penalty 

Funds (23 

U.S.C. 164)

Rural Minor Arterial 3,000 50 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

23099 - SH 72 

(Ward Rd) at I70 WB Ramp 

Intersection 

Improvements

Intersection 

traffic control

Modify traffic signal –

modernization/replaceme

nt

1 Intersections $4021659 $4753500 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther34,000 40 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e
2021 Colorado Highway Safety Improvement Program

Page 20 of 43

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

; I-70 Ramp 

Meters

23112 - SH 

121 

(Wadsworth) 

Signal 

Upgrades

Intersection 

traffic control

Modify traffic signal –

modernization/replaceme

nt

3 Intersections $303964 $304404 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther50,000 45 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

23425 -

Region 3 I-70 

Wrong Way 

Detection

Advanced 

technology and 

ITS

Wrong-way Driving 

Detection System

0 Interchange

s

$2878626 $3032770 Penalty 

Funds (23 

U.S.C. 164)

Multiple/Varie

s

Principal ArterialInterstate0 0 State 

Highway 

Agency

Systemic Wrong Way 

Driving

Advanced 

Technology & 

ITS

23426 - SH 6, 

SH 133 and 

SH 139 

Intersection 

Conflict 

Warning 

System

Advanced 

technology and 

ITS

Intersection Conflict 

Warning System (ICWS)

3 Intersections $261574 $270686 Penalty 

Funds (23 

U.S.C. 164)

Rural Multiple/Varies 0 0 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

23427 -

Region 1 

Systemic 

Wrong Way 

Treatments: 

US 6, US 36, 

I-70, I-225, 

US285, I-25, 

SH 58, I-76, I270, C-470

Advanced 

technology and 

ITS

Wrong-way Driving 

Detection System

0 Interchange

s

$2966842 $3022709 Penalty 

Funds (23 

U.S.C. 164)

Multiple/Varie

s

Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Wrong Way 

Driving

Advanced 

Technology & 

ITS

23533 -

Region 4 

Signal Head 

Backplate 

Upgrades

Intersection 

traffic control

Systemic improvements –

signal-controlled

400 Intersections $520816 $530623 Penalty 

Funds (23 

U.S.C. 164)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections Proven 

Countermeasur

e

23617 - I-70 at 

SH 391 

(Kipling Pkwy) 

Ramp 

Intersection 

Improvements

Intersection 

traffic control

Modify traffic signal –

modernization/replaceme

nt

3 Intersections $773511 $792277 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther37,000 40 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

23618 - SH 88 

(Federal Blvd) 

and US 285 

Ramps Signal 

Upgrades

Intersection 

traffic control

Modify traffic signal –

modernization/replaceme

nt

2 Intersections $1622912 $3736858 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther25,000 40 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e
2021 Colorado Highway Safety Improvement Program

Page 21 of 43

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

23675 - I-70 

Median Cable 

Rail MP 97-

99, 102-108

Roadside Barrier – cable 7 Miles $3485999 $3486000 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialInterstate25,700 75 State 

Highway 

Agency

Systemic Roadway 

Departure

Proven 

Countermeasur

e

23676 - I-70 

Median Cable 

Rail MP 159-

160, 182-183

Roadside Barrier – cable 2 Miles $1256998 $1257000 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialInterstate26,800 75 State 

Highway 

Agency

Systemic Roadway 

Departure

Proven 

Countermeasur

e

23695 - I-70 

Median Cable 

Rail MP 182-

183

Roadside Barrier – cable 1 Miles $57000 $57000 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialInterstate21,500 65 State 

Highway 

Agency

Systemic Roadway 

Departure

Proven 

Countermeasur

e

23841 - I-25 

(128.70-

135.20) 

Median Cable 

Rail

Roadside Barrier – cable 6.5 Miles $1609000 $83126494 HSIP (23 

U.S.C. 148)

Rural Principal ArterialInterstate44,000 75 State 

Highway 

Agency

Systemic Roadway 

Departure

Proven 

Countermeasur

e

23883 - SH 93 

and SH 170 

Signal 

Upgrades

Intersection 

traffic control

Modify traffic signal –

modernization/replaceme

nt

1 Intersections $27900 $31000 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther16,400 45 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

23901 - SH 

392 and WCR 

47 New Traffic 

Signals

Intersection 

traffic control

Modify control – new traffic 

signal

1 Intersections $599999 $600000 HRRR 

Special 

Rule (23 

U.S.C. 

148(g)(1))

Rural Major Collector 4,000 65 State 

Highway 

Agency

Spot Intersections Proven 

Countermeasur

e

24015 - I-70 

Dowd Canyon 

VSL MP 169-

173

Speed 

management

Variable speed limits 4 Miles $369999 $370000 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialInterstate39,000 65 State 

Highway 

Agency

Spot Speed 

Managemen

t

Advanced 

Technology & 

ITS

24017 - US 36 

Guardrail 

Near Lyons

Roadside Barrier- metal 4 Miles $114003 $126670 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther8,000 45 State 

Highway 

Agency

Spot Roadway 

Departure

Proven 

Countermeasur

e

24053 - US 24 

Wildlife & 

Habitat 

Connectivity 

Project. 

Wildlife 

Vehicle Crash 

Mitigation

Miscellaneous Animal-related 6 Miles $408843 $1926947.5 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther5,500 55 State 

Highway 

Agency

Systemic Wild Animal 

Collisions

Proven 

Countermeasur

e

24116 - Safety 

Circuit Rider 

2020-2021

Miscellaneous Local road safety plans 0 Noninfrastructur

e

$149999 $150000 HSIP (23 

U.S.C. 148)

N/A N/A 0 0 NoninfrastructureNoninfrastructur

e

Roadway 

Departure

Safety Circuit 

Rider
2021 Colorado Highway Safety Improvement Program

Page 22 of 43

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

24352 -

Region 4 Ped 

& Bicycle 

Safety Study

Miscellaneous Transportation safety 

planning

0 Noninfrastructur

e

$286368 $287075 HSIP (23 

U.S.C. 148)

N/A N/A 0 0 NoninfrastructureNoninfrastructur

e

Pedestrians Bicycle and 

Peds

24437 - HSIP 

Before and 

After Study 

2021

Miscellaneous Data analysis 0 Noninfrastructur

e

$94500 $105000 HSIP (23 

U.S.C. 148)

N/A N/A 0 0 NoninfrastructureNoninfrastructur

e

Data HSIP Evaluation
2021 Colorado Highway Safety Improvement Program

Page 23 of 43

Safety Performance

General Highway Safety Trends

Present data showing the general highway safety trends in the State for the past five 

years.

PERFORMANCE 

MEASURES 2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities 474 482 488 547 608 648 632 597 622

Serious Injuries 3,244 3,215 3,222 3,200 3,092 3,049 3,406 3,194 2,762

Fatality rate (per 

HMVMT)

1.013 1.026 0.996 1.085 1.166 1.214 1.171 1.093 1.299

Serious injury rate (per 

HMVMT)

6.936 6.845 6.577 6.345 5.929 5.712 6.313 5.846 5.767

Number non-motorized 

fatalities

91 64 75 78 100 108 112 96 108

Number of nonmotorized serious 

injuries

408 490 478 490 449 446 440 475 378
2021 Colorado Highway Safety Improvement Program

Page 24 of 43

0

100

200

300

400

500

600

700

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities 5 Year Rolling Avg.

Annual Fatalities

0

500

1000

1500

2000

2500

3000

3500

4000

2012 2013 2014 2015 2016 2017 2018 2019 2020

Serious Injuries 5 Year Rolling Avg.

Annual Serious Injuries
2021 Colorado Highway Safety Improvement Program

Page 25 of 43

0

0.2

0.4

0.6

0.8

1

1.2

1.4

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatality rate (per HMVMT) 5 Year Rolling Avg.

Fatality rate (per HMVMT)

0

1

2

3

4

5

6

7

8

2012 2013 2014 2015 2016 2017 2018 2019 2020

Serious injury rate (per HMVMT) 5 Year Rolling Avg.

Serious injury rate (per HMVMT)
2021 Colorado Highway Safety Improvement Program

Page 26 of 43

Source: CDOT Crash Database

Describe fatality data source.

State Motor Vehicle Crash Database

There should be little to no variation in fatality counts between the Colorado crash database and FARS.

To the maximum extent possible, present this data by functional classification and 

ownership.

Year 2020

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

Rural Principal 

Arterial (RPA) - 

Interstate

42.2 0.89

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

87.2 1.99

Rural Minor Arterial 45.4 2.2

Rural Minor Collector 17.2 2.21

0

100

200

300

400

500

600

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities Serious Injuries 5 Year Rolling Avg.

Non Motorized Fatalities and Serious Injuries
2021 Colorado Highway Safety Improvement Program

Page 27 of 43

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

Rural Major Collector 39.6 2.16

Rural Local Road or 

Street

24.8 1.58

Urban Principal 

Arterial (UPA) - 

Interstate

52.8 0.56

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

20.8 0.39

Urban Principal 

Arterial (UPA) - Other

157 1.71

Urban Minor Arterial 75.6 1.2

Urban Minor Collector

Urban Major Collector 25 0.91

Urban Local Road or 

Street

33.8 0.91
2021 Colorado Highway Safety Improvement Program

Page 28 of 43

Year 2020

Roadways Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

State Highway 

Agency

368.2

County Highway 

Agency

96.2

Town or Township 

Highway Agency

2.6

City or Municipal 

Highway Agency

152.4

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

0.2

Other State Agency

Other Local Agency

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation 0.2

U.S. Forest Service 0.2

National Park Service 0.2

Trafficway Not in 

State Inventory

1.2

Serious injuries by functional class is not available in CDOT crash database. Fatalities by roadway ownership 

taken from FARS from 2015-2020. Fatalities before 2015 and serious injuries by roadway ownership taken 

from CDOT crash database.
2021 Colorado Highway Safety Improvement Program

Page 29 of 43

Provide additional discussion related to general highway safety trends.

2020 Crashes Compared to 2019

Category 2020 2019 Difference Result

Total Crashes 87,100 121,600 28% Decrease

Travel Volume (100 MVMT) 480 546 12% Decrease

Fatalities 622 597 4% Increase

Serious Injuries 2,762 3,194 14% Decrease

Fatality Rate 1.295 1.093 18% Increase

Serious Injury Rate 5.752 5.846 2% Decrease

Pedestrian Fatalities 93 76 22% Increase

Bicycle Fatalities 15 20 25% Decrease

Motorcycle Fatalities 137 102 34% Increase

Impaired (Alcohol/Drugs) Fatalities 212 176 20% Increase

Urban Fatalities 388 353 10% Increase

Rural Fatalities 234 244 4% Decrease

2020 Urban/Rural Fatality Split: 62% Urban / 38% Rural

2019 Urban/Rural Fatality Split: 59% Urban / 41% Rural

Safety Performance Targets

Safety Performance Targets

Calendar Year 2022 Targets *

Number of Fatalities:597.0

Describe the basis for established target, including how it supports SHSP goals.

Although forecast models using regression and exponential smoothing models were applied to predict 2022 

numbers, the increase in fatalities and decrease in travel volume in the pandemic year of 2020 were deemed 

too uncertain as far as how it could accurately project the number of fatalities and serious injuries in 

subsequent years. As a result, CDOT executive leadership directed that calendar 2019 numbers shall be used 

as the target for the 2018-2022 five-year average. Although these targets are aspirational, CDOT continues to 

implement its STSP and had made progress within the last reporting period by establishing a safety champion, 

coordinating existing safety programs, prioritizing safety in transportation planning, promoting proven safety 

countermeasures and implementing systemic safety improvement strategies to help achieve these targets.

Number of Serious Injuries:3194.0

Describe the basis for established target, including how it supports SHSP goals.

Although forecast models using regression and exponential smoothing models were applied to predict 2022 

numbers, the increase in fatalities and decrease in travel volume in the pandemic year of 2020 were deemed 

too uncertain as far as how it could accurately project the number of fatalities and serious injuries in 

subsequent years. As a result, CDOT executive leadership directed that calendar 2019 numbers shall be used 

as the target for the 2018-2022 five-year average. Although these targets are aspirational, CDOT continues to 

implement its STSP and had made progress within the last reporting period by establishing a safety champion, 
2021 Colorado Highway Safety Improvement Program

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coordinating existing safety programs, prioritizing safety in transportation planning, promoting proven safety 

countermeasures and implementing systemic safety improvement strategies to help achieve these targets.

Fatality Rate:1.093

Describe the basis for established target, including how it supports SHSP goals.

Although forecast models using regression and exponential smoothing models were applied to predict 2022 

numbers, the increase in fatalities and decrease in travel volume in the pandemic year of 2020 were deemed 

too uncertain as far as how it could accurately project the number of fatalities and serious injuries in 

subsequent years. As a result, CDOT executive leadership directed that calendar 2019 numbers shall be used 

as the target for the 2018-2022 five-year average. Although these targets are aspirational, CDOT continues to 

implement its STSP and had made progress within the last reporting period by establishing a safety champion, 

coordinating existing safety programs, prioritizing safety in transportation planning, promoting proven safety 

countermeasures and implementing systemic safety improvement strategies to help achieve these targets.

Serious Injury Rate:5.846

Describe the basis for established target, including how it supports SHSP goals.

Although forecast models using regression and exponential smoothing models were applied to predict 2022 

numbers, the increase in fatalities and decrease in travel volume in the pandemic year of 2020 were deemed 

too uncertain as far as how it could accurately project the number of fatalities and serious injuries in 

subsequent years. As a result, CDOT executive leadership directed that calendar 2019 numbers shall be used 

as the target for the 2018-2022 five-year average. Although these targets are aspirational, CDOT continues to 

implement its STSP and had made progress within the last reporting period by establishing a safety champion, 

coordinating existing safety programs, prioritizing safety in transportation planning, promoting proven safety 

countermeasures and implementing systemic safety improvement strategies to help achieve these targets.

Total Number of Non-Motorized Fatalities and Serious Injuries:571.0

Describe the basis for established target, including how it supports SHSP goals.

Although forecast models using regression and exponential smoothing models were applied to predict 2022 

numbers, the increase in fatalities and decrease in travel volume in the pandemic year of 2020 were deemed 

too uncertain as far as how it could accurately project the number of fatalities and serious injuries in 

subsequent years. As a result, CDOT executive leadership directed that calendar 2019 numbers shall be used 

as the target for the 2018-2022 five-year average. Although these targets are aspirational, CDOT continues to 

implement its STSP and had made progress within the last reporting period by establishing a safety champion, 

coordinating existing safety programs, prioritizing safety in transportation planning, promoting proven safety 

countermeasures and implementing systemic safety improvement strategies to help achieve these targets.

Colorado did not meet or make significant progress toward achieving its safety performance targets for 

calendar year 2019.

Describe efforts to coordinate with other stakeholders (e.g. MPOs, SHSO) to establish 

safety performance targets. 

The CDOT Office of Transportation Safety (which is also the SHSO) and the CDOT Traffic Safety and 

Engineering Services branch coordinate with the Colorado Department of Health and Environment to evaluate 

historical crash data and develop various trend models. Various meetings have been held with CDOT 

management, planners, MPO’s, and CDPHE staff to review CDOT’s proposed targets. CDOT has 

memorandum of understanding (MOU) with the MPO's which details each agency's roles and responsibilities in 

this process. Meetings are ongoing with individual MPO’s to present data, review CDOT’s process, and provide 

assistance in the establishment of individual MPO goals or adoption of the statewide goals. The MPO’s 

continue to work toward establishing their targets or adopting CDOT’s targets. CDOT will continue to 
2021 Colorado Highway Safety Improvement Program

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coordinate with these organizations to support this effort. The HSIP safety performance targets data source is 

the same as the HSP.

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2020 Safety Performance Targets (based 

on data available at the time of reporting). For each target, include a discussion of any 

reasons for differences in the actual outcomes and targets.

PERFORMANCE MEASURES TARGETS ACTUALS

Number of Fatalities 618.0 621.4

Number of Serious Injuries 3271.0 3100.6

Fatality Rate 1.140 1.189

Serious Injury Rate 6.075 5.913

Non-Motorized Fatalities and 

Serious Injuries

670.0 542.4

Although fatalities decreased in 2018 and 2019, Colorado saw an increase in fatalities by 4% in 2020 during 

the pandemic. Travel volume decreased by 12%, leading to an 18% increase in fatality rate in 2020. The travel 

volumes are anticipated to return close to 2019 levels in 2021, which should normalized the fatality rate. 

Increases in pedestrian, motorcycle and impaired fatalities have seen an increase in 2020, in which the state 

seeks to focus on mitigating through its various safety programs and initiatives.

CDOT has continued to administer its safety programs as effectively as possible to ensure selection of the 

most effective infrastructure and behavioral projects and strategies such as six inch

striping, cable rail, guardrail, rumble strips, increasing seat belt use and reducing impaired driving. Vehicle 

improvements such as air bags and electronic stability control have also contributed greatly to the reduction of 

traffic deaths on our roads.

Applicability of Special Rules

Does the HRRR special rule apply to the State for this reporting period? 

Yes 

Colorado has obligated $2,826,084 of HRRR funds for Federal FY 2021.

Provide the number of older driver and pedestrian fatalities and serious injuries 65 

years of age and older for the past seven years.

PERFORMANCE 

MEASURES 2014 2015 2016 2017 2018 2019 2020

Number of Older Driver 

and Pedestrian Fatalities

93 118 160 162 151 153 138

Number of Older Driver 

and Pedestrian Serious 

Injuries

494 502 510 541 587 623 623
2021 Colorado Highway Safety Improvement Program

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Previous year fatalities and serious injuries have been revised to match the definition better. 2020 SI value is 

unknown (used 2019 value)
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Evaluation 

Program Effectiveness

How does the State measure effectiveness of the HSIP?

• Benefit/Cost Ratio

• Other-Before and After Studies

Based on the measures of effectiveness selected previously, describe the results of 

the State's program level evaluations.

Overall, the HSIP in Colorado has had a positive impact on reducing crashes at select locations. CDOT 

routinely evaluates the observed crash history at locations after an HSIP project has been implemented. 

Correction for the regression to the mean bias using Empirical Bayes method is applied in each study. The 

output of each evaluation is a calculated benefit/cost (B/C) ratio of the project which helps CDOT assess the 

effectiveness of the HSIP. Crash reduction factors for specific crash types are also calculated in these 

analyses.

Prior to this reporting period, 77 completed HSIP projects have been evaluated. Each project has sufficient 

post-installation crash data available (typically three to five years) to determine a realized B/C ratio which was 

then compared to those calculated at the time of project HSIP eligibility review. The projects evaluated 

cumulatively had a predicted B/C average (cost weighted) of 2.40 and an observed B/C average (cost 

weighted) of 5.89.

In this reporting period, CDOT has continued this practice by initiating a new before/after study of 35 HSIP 

projects. A final report describing the findings of this endeavor is anticipated to be completed in 2022. The 

projects chosen by CDOT for analysis are located on state highways and non-state highways and cover a 

variety of safety improvements to both roadways and intersections. Roadway improvements included median 

barriers and improvements, guard rail, curve realignment and slope flattening, ITS improvements, wildlife 

protection, and ramp metering. Intersection improvements analyzed included new signals, signal upgrades 

(such as larger signal heads and replacing old span-wire signals), geometric improvements, and roundabouts. 

While most of the HSIP projects analyzed in the study have shown significant safety benefits, some showed 

deterioration in safety. It is essential to complete these studies to understand the impacts of different 

improvement types and why the initially predicted safety improvements are not always observed following 

construction. CDOT has institutionalized this process and routinely performs a before/after safety analysis 

evaluation of safety performance for projects constructed as crash data becomes available. Analyzing safety 

performance of projects before and after completion allows CDOT to make better and more informed decisions 

for future projects, thereby maximizing the positive impact of the limited safety improvement funding that is 

available.

The completed reports are available at:

https://www.codot.gov/safety/traffic-safety/programs-and-analysis/hsip

What other indicators of success does the State use to demonstrate effectiveness and 

success of the Highway Safety Improvement Program?

• HSIP Obligations

• Increased awareness of safety and data-driven process

• Increased focus on local road safety
2021 Colorado Highway Safety Improvement Program

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• More systemic programs

• Other-Realized Positive B/C Ratio

CDOT continues to run annual calls for local agency HSIP projects as recommended by the 2018 HSIP 

Assessment.

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures.

Year 2019

SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury 

Rate

(per HMVMT)

(5-yr avg)

Lane Departure (Severe 

Crash Mitigation)

Head On and 

Sideswipe 

(Opposite 

Direction) Coded 

as "On Road" (i.e. 

Not Accounted For 

in "Roadway 

Departure" 

Crashes)

58.4 168.2 0.11 0.32

Roadway Departure 

(Severe Crash 

Mitigation)

Run-off-road 238.6 904 0.45 1.71

Intersections (Severe 

Crash Mitigation)

Intersections 191 1,405.8 0.36 2.66

Pedestrian (Vulnerable 

Roadway Users)

Vehicle/pedestrian 81.2 321.4 0.15 0.61

Bicyclists (Vulnerable 

Roadway Users)

Vehicle/bicycle 17.6 147.8 0.03 0.28

Motorcyclists 

(Vulnerable Roadway 

Users)

Motorcyclists 106.4 526.4 0.2 1

Work Zone (Vulnerable 

Roadway Users)

Construction Zone 

Related Crashes

8 37.4 0.01 0.07
2021 Colorado Highway Safety Improvement Program

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0

50

100

150

200

250

300

Lane

Departure

(Severe

Crash

Mitigation)

Roadway

Departure

(Severe

Crash

Mitigation)

Intersections

(Severe

Crash

Mitigation)

Pedestrian

(Vulnerable

Roadway

Users)

Bicyclists

(Vulnerable

Roadway

Users)

Motorcyclists

(Vulnerable

Roadway

Users)

Work Zone

(Vulnerable

Roadway

Users)

Fatalities

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019

Number of Fatalities 

5 Year Average

0

200

400

600

800

1000

1200

1400

1600

Lane

Departure

(Severe

Crash

Mitigation)

Roadway

Departure

(Severe

Crash

Mitigation)

Intersections

(Severe

Crash

Mitigation)

Pedestrian

(Vulnerable

Roadway

Users)

Bicyclists

(Vulnerable

Roadway

Users)

Motorcyclists

(Vulnerable

Roadway

Users)

Work Zone

(Vulnerable

Roadway

Users)

Serious Injuries

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019

Number of Serious Injuries 

5 Year Average
2021 Colorado Highway Safety Improvement Program

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0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0.45

0.5

Lane

Departure

(Severe

Crash

Mitigation)

Roadway

Departure

(Severe

Crash

Mitigation)

Intersections

(Severe

Crash

Mitigation)

Pedestrian

(Vulnerable

Roadway

Users)

Bicyclists

(Vulnerable

Roadway

Users)

Motorcyclists

(Vulnerable

Roadway

Users)

Work Zone

(Vulnerable

Roadway

Users)

Fatality Rate

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019

Fatality Rate (per HMVMT) 

5 Year Average

0

0.5

1

1.5

2

2.5

3

3.5

Lane

Departure

(Severe

Crash

Mitigation)

Roadway

Departure

(Severe

Crash

Mitigation)

Intersections

(Severe

Crash

Mitigation)

Pedestrian

(Vulnerable

Roadway

Users)

Bicyclists

(Vulnerable

Roadway

Users)

Motorcyclists

(Vulnerable

Roadway

Users)

Work Zone

(Vulnerable

Roadway

Users)

Serious Injury Rate

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019

Serious Injury Rate (per HMVMT) 

5 Year Average
2021 Colorado Highway Safety Improvement Program

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Project Effectiveness

Provide the following information for previously implemented projects that the State evaluated this reporting period. 

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY

IMPROVEMENT 

TYPE

PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

SH 21 

(Powers Blvd) 

at Grinnell St

Urban 

Principal 

Arterial (UPA) -

Other

Intersection 

traffic control

Modify control –

new traffic signal

5.00 5.00 1.00 2.00 6.00 8.00 14.00 13.00 17.07

I-70 (MP 171-

173.5) Dowd 

Canyon, West 

of Vail

Rural Principal 

Arterial (RPA) -

Interstate

Lighting Lighting - other 140.00 82.00 2.00 25.00 21.00 167.00 103.00 16.11

In the interest of being concise for this portion of this annual HSIP report, we have only provided a couple of examples; however, for more information or further examples of various HSIP projects for which before and after studies were 

completed, please review the reports entitled "2015 Study", "2016 Study" and "2019 Study" on the following CDOT public website:

https://www.codot.gov/safety/traffic-safety/programs-and-analysis/hsip
2021 Colorado Highway Safety Improvement Program

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Compliance Assessment

What date was the State’s current SHSP approved by the Governor or designated State representative?

 04/24/2020

What are the years being covered by the current SHSP?

From: 2020 To: 2023

When does the State anticipate completing it’s next SHSP update?

 2024

Referred to as the "Strategic Transportation Safety Plan" in Colorado.

https://www.codot.gov/safety/safetydata/safetyplanning/stsp

Provide the current status (percent complete) of MIRE fundamental data elements collection efforts using the table below. 

*Based on Functional Classification (MIRE 1.0 Element Number) [MIRE 2.0 Element Number]

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE

ROADWAY SEGMENT Segment Identifier 

(12) [12]

100 100 100 100 100 100

Route Number (8) 

[8]

100 100

Route/Street Name 

(9) [9]

100 100

Federal Aid/Route 

Type (21) [21]

100 100

Rural/Urban 

Designation (20) [20]

100 100 100 100

Surface Type (23) 

[24]

100 100 100 100

Begin Point 

Segment Descriptor 

(10) [10]

100 100 100 100 100 100

End Point Segment 

Descriptor (11) [11]

100 100 100 100 100 100

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

100 100
2021 Colorado Highway Safety Improvement Program

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ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE

Functional Class 

(19) [19]

100 100 100 100 100 100

Median Type (54) 

[55]

100

Access Control (22) 

[23]

100 100

One/Two Way 

Operations (91) [93]

100 100

Number of Through 

Lanes (31) [32]

100 100 100 100

Average Annual 

Daily Traffic (79) [81]

100 100 100 100

AADT Year (80) [82] 100 50

Type of 

Governmental 

Ownership (4) [4]

100 50 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

100 25

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

100 25

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

100 25

Intersection/Junction 

Geometry (126) 

[116]

100 25

Intersection/Junction 

Traffic Control (131) 

[131]

100 25

AADT for Each 

Intersecting Road 

(79) [81]

100 50

AADT Year (80) [82] 100 50

Unique Approach 

Identifier (139) [129]

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

100
2021 Colorado Highway Safety Improvement Program

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ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197) [187]

100

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

100

Ramp Length (187) 

[177]

100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

100

Roadway Type at 

End Ramp Terminal 

(199) [189]

100

Interchange Type 

(182) [172]

100

Ramp AADT (191) 

[181]

100

Year of Ramp AADT 

(192) [182]

100

Functional Class 

(19) [19]

100

Type of 

Governmental 

Ownership (4) [4]

100

Totals (Average Percent Complete): 100.00 88.89 87.50 28.13 100.00 0.00 100.00 100.00 100.00 100.00

*Based on Functional Classification (MIRE 1.0 Element Number) [MIRE 2.0 Element Number]

Describe actions the State will take moving forward to meet the requirement to have complete access to the MIRE fundamental data elements on all public roads by September 30, 2026.

CDOT currently has approximately 20,000 State owned and non-state owned intersection/junctions (with approximately 6,950 that we need to collect MIRE data for), 437 interchanges, 9,180 non-local paved roadway segments, 76,766 

paved local roadway segments and 39,372 unpaved local segments. Of the data elements required, CDOT has the vast majority of them available through on-going collection programs. Notable exceptions are:

• Median Type for Off-System, non-local paved roadway segments that are not HPMS Samples;

• AADT numbers for Rural Collector and Local paved roadway segments; 

• Intersection Geometry and Intersection Traffic Control for Off-System non-local paved intersections.

Due to the magnitude involved with collecting the missing data elements and the potential system changes that will need to be made, CDOT intends to utilize in-house personnel and contractors to perform the work during the next fiscal 

year. CDOT has applied for and received a grant through STRAC that will help to fund the contractor costs with matching provided through in-house personnel work. We have identified a tool that will be implemented this fall that will assist 

us to manage the intersections as an object that will encompass all required elements.
2021 Colorado Highway Safety Improvement Program

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MIRE Fundamental Data Elements for Non-Local (Based on Functional Classification) Paved Roads

Roadway segment CDOT

Segment Identifier (12) Currently available for all public roads

Route Number (8) Currently available for all public roads

Route/street Name (9) Currently available for all public roads

Federal Aid/Route Type (21) Currently available for all public roads

Rural/Urban Designation (20) Currently available for all public roads

Surface Type (23) Currently available for all public roads

Begin Point Segment Descriptor (10) Currently available for all public roads

End Point Segment Descriptor (11) Currently available for all public roads

Segment Length (13) Currently available for all public roads

Direction of Inventory (18) Currently available for all public roads

Functional Class (19) Currently available for all public roads

Median Type (54) Currently available for all On-System roadways and HPMS segments

Access Control (22) Currently available for all public roads

One/Two-Way Operations (91) Currently available for all public roads

Number of Through Lanes (31) Currently available for all public roads

Average Annual Daily Traffic (79) Currently available for all fed-aid roads. Will have to collect for Rural Collector roadway segments

AADT Year (80) Currently available for all fed-aid roads. Will have to collect for Rural Collector roadway segments

Type of Governmental Ownership (4) Currently available for all public roads

Intersection CDOT

Unique Junction Identifier (120) Currently available

Location Identifier for Road 1 Crossing Point (122) Currently available

Location Identifier for Road 2 Crossing Point (123) Currently available

Intersection/Junction Geometry (126) Currently available for On-System. Will need to be collected on the paved non-local OffSystem roads

Intersection/Junction Traffic Control (131) Currently available for On-System. Will need to be collected on the paved non-local OffSystem roads

AADT (79) [for Each Intersecting Road] Currently available for all fed-aid roads. Will have to collect for Rural Collector roadway segments

AADT Year (80) [for Each Intersecting Road] Currently available for all fed-aid roads. Will have to collect for Rural Collector roadway segments

Unique Approach Identifier (139) Will need to be created for all paved non-local roads

Interchange/Ramp CDOT

Unique Interchange Identifier (178) Currently available

Location Identifier for Roadway at Beginning Ramp Terminal (197) Currently available

Location Identifier for Roadway at Ending Ramp Terminal (201) Currently available

Ramp Length (187) Currently available

Roadway Type at Beginning Ramp Terminal (195) Element can be extracted from existing data

Roadway Type at Ending Ramp Terminal (199) Element can be extracted from existing data

Interchange Type (182) Currently available

Ramp AADT (191) Currently available

Year of Ramp AADT (192) Currently available

Functional Class (19) Element can be extracted from existing data

Type of Governmental Ownership (4) Element can be extracted from existing data
2021 Colorado Highway Safety Improvement Program

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Optional Attachments

Program Structure:

HSIP_2016.pdf

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2021 Colorado Highway Safety Improvement Program

Page 43 of 43

Glossary

5 year rolling average: means the average of five individuals, consecutive annual points of data 

(e.g. annual fatality rate).

Emphasis area: means a highway safety priority in a State’s SHSP, identified through a data-driven, 

collaborative process.

Highway safety improvement project: means strategies, activities and projects on a public road 

that are consistent with a State strategic highway safety plan and corrects or improves a hazardous 

road location or feature or addresses a highway safety problem.

HMVMT: means hundred million vehicle miles traveled.

Non-infrastructure projects: are projects that do not result in construction. Examples of noninfrastructure projects include road safety audits, transportation safety planning activities, 

improvements in the collection and analysis of data, education and outreach, and enforcement 

activities.

Older driver special rule: applies if traffic fatalities and serious injuries per capita for drivers and 

pedestrians over the age of 65 in a State increases during the most recent 2-year period for which 

data are available, as defined in the Older Driver and Pedestrian Special Rule Interim Guidance 

dated February 13, 2013.

Performance measure: means indicators that enable decision-makers and other stakeholders to 

monitor changes in system condition and performance against established visions, goals, and 

objectives.

Programmed funds: mean those funds that have been programmed in the Statewide Transportation 

Improvement Program (STIP) to be expended on highway safety improvement projects.

Roadway Functional Classification: means the process by which streets and highways are 

grouped into classes, or systems, according to the character of service they are intended to provide.

Strategic Highway Safety Plan (SHSP): means a comprehensive, multi-disciplinary plan, based on 

safety data developed by a State Department of Transportation in accordance with 23 U.S.C. 148.

Systematic: refers to an approach where an agency deploys countermeasures at all locations across 

a system.

Systemic safety improvement: means an improvement that is widely implemented based on high 

risk roadway features that are correlated with specific severe crash types.

Transfer: means, in accordance with provisions of 23 U.S.C. 126, a State may transfer from an 

apportionment under section 104(b) not to exceed 50 percent of the amount apportioned for the fiscal 

year to any other apportionment of the State under that section.