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RHODE ISLAND

2019 ANNUAL REPORT

Photo Source: 

Photo image courtesy of RIDOT
2019 Rhode Island Highway Safety Improvement Program

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Table of Contents

Table of Contents.................................................................................................................................. 2

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

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

Introduction ........................................................................................................................................... 5

Program Structure................................................................................................................................. 5

Program Administration..................................................................................................................... 5

Program Methodology ....................................................................................................................... 8

Project Implementation .......................................................................................................................16

Funds Programmed.........................................................................................................................16

General Listing of Projects ..............................................................................................................18

Safety Performance ............................................................................................................................21

General Highway Safety Trends......................................................................................................21

Safety Performance Targets............................................................................................................27

Applicability of Special Rules...........................................................................................................28

Evaluation ...........................................................................................................................................30

Program Effectiveness ....................................................................................................................30

Effectiveness of Groupings or Similar Types of Improvements .......................................................30

Project Effectiveness.......................................................................................................................36

Compliance Assessment.....................................................................................................................37
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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. 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 Rhode Island Department of Transportation (RIDOT) has followed the Highway Safety Manual process to 

guide their HSIP. RIDOT currently uses societal crash cost ranking to identify top crash site-specific locations 

as well as systemic type issues statewide. RIDOT reviews the top crash lists/types to develop and fine tune a 

plan of incorporating safety improvements through new and existing spot location/systemic projects. Rhode 

Island also has a HSIP committee that uses a data-driven approach to making any safety related decision and 

has developed a ranking form based on safety benefits, feasibility and policy conformance to be used 

whenever HSIP funds are considered for a project.

RIDOT’s HSIP program has been ever-evolving since 2010, as other RIDOT programs, sections, and 

administrations have changed. Most recently, RIDOT’s administration has placed a renewed focus on 

upgrading and maintaining our bridges and roads. As with any new administration, it takes time and 

adjustments to conduct business in a new and exciting way. RIDOT now has a 10-year plan for all of its core 

programs (traffic/safety, road, and bridge) that budgets projects based on focus areas. The emphasis on 

bridges and roads does not mean safety projects are ignored. Safety will always be a critical and necessary 

program, and while available funding may fluctuate in any given year, RIDOT is collecting the data and 

possessing the tools to make more informed data-driven decisions to spend safety dollars in the most 

beneficial way to the State.
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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. 

Since 2010, The Rhode Island Department of Transportation (RIDOT) has followed the Highway Safety 

Manual process to guide their HSIP. For network screening, RIDOT currently uses societal crash cost ranking 

using the KABCO scale to identify top crash site-specific locations as well as systemic type issues statewide. 

The systemic approach is a risk based approach that examines roadway types that are susceptible to a 

specific crash type (roadway departure, intersection) and identified through high-level queries. RIDOT reviews 

the top crash lists/types to develop and fine tune a plan of incorporating safety improvements through new and 

existing spot location/systemic projects.

The HSIP Committee is made up of safety stakeholders, including RIDOT, FHWA, and RIDOT HSIP 

Engineering Support Services consultant that meets monthly to develop the HSIP program, approve HSIP 

projects and requests for projects, and discuss other safety related issues. The HSIP committee uses a datadriven approach to making any safety related decision and has developed a ranking form based on safety 

benefits, feasibility and policy conformance to be used whenever HSIP funds are considered for a project. Not 

only does the HSIP committee review internal requests for funds, but also requests that come in from the local 

municipalities.

As part of the HSIP project ranking form, points are given for conducting a Road Safety Assessment (RSA) at 

the location under consideration for safety improvements. The RSA’s follow federal RSA guidelines and RI has 

embraced the usefulness of the RSA process. The RSA process also promotes involvement from stakeholders 

outside of RIDOT and strengthens relationships between RIDOT and participating municipalities. These 

strengthening relationships will prove to be imperative for sharing/updating roadway data to allow for predictive 

network screening and state-specific SPF development in the future.

The collection of the MIRE elements will also assist with the selection of systemic project locations and 

countermeasures with the risk for specific crash types (i.e. Curves). RIDOT also uses FHWA low-cost proven 

safety countermeasures, NCHRP, FHWA reports, and other safety documents to assist with countermeasure 

identification. Again, the MIRE data collection and sharing with municipalities will improve the overall HSIP 

program as it will provide the municipalities additional tools to conduct RSA’s and submit strong safety project 

candidates for HSIP committee review and approval. RIDOT is expected to begin implementation of SPF's for 

FY20 once the MIRE data is processed.

RIDOT prioritizes projects based on the ranking scores and how the improvements fit into the roadway 

departure, local safety, safety corridor, intersections, interchanges, and vulnerable users programs. Once 
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completed, the projects are evaluated to determine the safety effectiveness of the safety improvements. The 

resulting data will assist RIDOT with developing their own crash modification factors.

Where is HSIP staff located within the State DOT? 

 Planning

RIDOT Safety section is responsible for implementation of the HSIP. They are a separate group from RIDOT 

Planning and focus on traffic/safety but carry out the planning function for all safety related projects.

How are HSIP funds allocated in a State? 

• Central Office via Statewide Competitive Application Process

• SHSP Emphasis Area Data 

RIDOT selects the majority of HSIP funded projects thru the SHSP EA. A small portion is allotted to outside 

RIDOT requests. This competitive process still requires alignment with the SHSP.

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

Network Screening - On an annual basis, the RIDOT identifies the roadway facilities exhibiting the most severe 

safety needs based on crash severity and frequency/exposure or the predictive method. Through the RIDOT’s 

HSIP, ALL public roads are addressed, focusing on fatal and serious injury crashes in line with their SHSP and 

the performance measures set forth in MAP-21 and the FAST Act. Most of the State-owned roadway network 

and some of the local roadways are mapped to a Linear Referencing System; however, the majority of the 

local roadways is not referenced and is manually reviewed to ensure their inclusion into the HSIP process.

Diagnosis and Implementation: The RIDOT works with municipalities to identify and mitigate crash issues on 

locally-maintained roadways. RIDOT has developed a process for locals to request a safety improvement with 

the intent for locals to perform the "planning" step from the HSIP process. RIDOT will then determine if the 

improvement is eligible for HSIP funds and distribute the funds needed to the locals so they can administer the 

construction of the improvements. 

RIDOT has worked with several municipalities on pedestrian and bicycle safety. They have developed safety 

action plans for 2 communities with high pedestrian activity. RIDOT has also reviewed all segments statewide 

and assigned a "risk" score to them. This will help RIDOT and locals prioritize safety for vulnerable road users. 

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

Bureaus, Divisions) are involved with HSIP planning. 

• Governors Highway Safety Office

• Operations

• Planning

• Traffic Engineering/Safety

• Other-GIS Analysts

Describe coordination with internal partners. 

RIDOT works internally with transportation planners (Statewide Planning), RIDOT GIS analysts, RIDOT safety 
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engineers, RIDOT and OHS highway safety program coordinators and RIDOT operations staff as part of the 

entire HSIP process, including the identification of critical locations and the selection of appropriate 

countermeasures/ improvements. These partners are involved in Road Safety Assessments (RSAs) that were 

performed at many of these locations to facilitate this multi-discipline approach.

RIDOT also houses the Office of Highway Safety where the HSIP, HSP, and SHSP are all developed in a 

coordinated effort focused on developing consistent safety goals. Safety initiatives are now implemented in a 

more integrated and multi-disciplinary manner, providing RIDOT with more flexibility to direct resources to 

address particular safety needs. As part of the FAST Act, the RIDOT and OHS along with RI's Office of 

Performance Management coordinated the development of performance measurement and targets for FY20.

Identify which external partners are involved with HSIP planning. 

• Academia/University

• FHWA

• Law Enforcement Agency

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

• Tribal Agency

Describe coordination with external partners. 

RIDOT works with University of RI to develop SPFs.

LEL and FHWA are involved in bi-monthly safety meetings.

The MPO is involved in the TIP process (specifically for safety projects)

RIDOT address all public roads, including tribal agency roadways. Crashes on locally and tribal owned 

roadways are included in the network screening process. Any safety improvements necessary based on 

prioritization are coordinated with these agencies. 

Tribal agencies are included in the SHSP planning process and are stakeholders on the SHSP steering 

committee.

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

elaborate. 

Beginning in 2015, the RIDOT performs a semi-annual review of safety improvement proposals for selection. 

Local governments and RIDOT staff submit engineering studies of potential safety projects. These safety 

proposals are evaluated to focus limited resources on areas of greatest need. HSIP funds are available for 

locations or corridors where a known 'substantive safety' problem exists as indicated by location specific data 

on severe crashes or where a risk-based analysis has demonstrated the need for systemic countermeasures. 

All HSIP expenditures require that a specific project action can produce a measurable and significant reduction 

in the number or risk of severe crashes. To achieve the maximum benefit, the focus of the program is on cost 

effective use of the funds allocated for safety improvements. RIDOT's HSIP project selection methods prioritize 

safety proposals that align with the SHSP, address roadways with actual or potential for higher deaths and 

serious injuries, and target the underlying safety issue.

The Multi-Disciplinary HSIP Selection Committee is made up of the HSIP Program Manager, FHWA Safety 

and Operations Engineer, and other RIDOT staff. The purpose of the committee is to review and select HSIP 
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proposals for advancement. The HSIP PSC meets on a monthly basis. The selection committee also holds a 

separate meeting semi-annually to prioritize and select submitted HSIP Proposals received and reviewed in 

the previous six month period.

RIDOT has 5 different “on-call” consultant contracts. The first on-call contract involves one consultant to 

perform the network screening, diagnosis, and countermeasure selection (HSIP On-Call Administration 

Consultant). This consultant will then develop conceptual improvement plans for RIDOT’s review. RIDOT then 

distributes all improvement projects to the other 4 on-call consultants, which are charged with advancing the 

conceptual plans to final design and construction. Once the improvements have been implemented, the first 

on-call consultant tracks these projects and develops safety effectiveness evaluations.

In 2016, RIDOT developed a 10-year Transportation Improvement Plan (TIP) that is revisited and updated 

annually. HSIP funded safety improvement projects included in the TIP are provided by the HSIP Selection 

Committee. In the TIP, there is a mix of site-specific and systemic safety improvement projects. There are also 

program based projects that act as placeholders for future locations to be added to. As the TIP is annually 

revisited, the safety projects are reviewed and edited by the HSIP Selection Committee based on the current 

safety needs and received HSIP Project Proposals. Safety projects may be adjusted in the TIP annually as 

long as they are fiscally constrained.

Safety projects added to the TIP must demonstrate a projected safety benefit that in sum meet annual goals 

set by RIDOT in order to meet its SHSP goals. If by any means the annual safety goal is not met for a given 

year, the safety projects included in the TIP will be revised by the HSIP Selection Committee the following year 

to increase the projected safety benefits to ensure the goal is still obtainable.

Projected safety benefits are provided by the HSIP Proposal forms. For safety program placeholder projects, 

RIDOT uses national published crash modification factors to help predict the reduction in fatalities and injuries 

based on the type of countermeasure deployed on a wide scale basis across the State to target roadway 

facilities and users identified in the SHSP as emphasis area.

Program Methodology

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

implementation and evaluation processes? 

Yes

FileName:

Select the programs that are administered under the HSIP. 

• Right Angle Crash

• Roadway Departure

• Safe Corridor

• Wrong Way Driving

• Other-Vulnerable Road Users

Program: Right Angle Crash

Date of Program Methodology:10/1/2016

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety
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What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

Fatal and serious injury crashes only Volume 

Lane miles 

What project identification methodology was used for this program? 

• Crash frequency

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? 

• selection committee

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). 

Relative Weight in Scoring 

Ranking based on B/C:15

Other-Reduction in fatalities and injuries:15

Other-Facility risk level:20

Other-SHSP emphasis area:15

Other-Project feasibility:25

Other-Policy conformance:10

Total Relative Weight:100

Program: Roadway Departure

Date of Program Methodology:4/19/2015

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety
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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 

Fatal and serious injury crashes only Volume 

Median width 

Horizontal curvature 

Functional classification 

Roadside features 

Other-Roadway width 

Other-Clear Zone 

What project identification methodology was used for this program? 

• Excess expected crash frequency with the EB adjustment

• Other-Crash frequency - Fatal and serious crashes only

• Other-Facility risk factors/similar geometric types

• Relative severity index

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? 

• selection committee

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). 

Relative Weight in Scoring 

Ranking based on B/C:15

Other-Reduction in fatalities and injuries:15

Other-Facility risk level:20

Other-SHSP emphasis area:15

Other-Project feasibility:25

Other-Policy conformance:10

Total Relative Weight:100
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Program: Safe Corridor

Date of Program Methodology:4/19/2015

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 

Fatal and serious injury crashes only 

Traffic 

Volume 

Other-Transit 

Functional classification 

Roadside features 

Other-# Of Lanes 

What project identification methodology was used for this program? 

• Other-Crash frequency - fatal and serious injury crashes only

• Other-Facility risk factors/similar geometric types

• Relative severity index

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? 

• selection committee

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). 

Relative Weight in Scoring 

Ranking based on B/C:15

Other-Reduction in fatalities and serious injuries:15

Other-Facility risk level:20

Other-SHSP emphasis area:15

Other-Project feasibility:25
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Other-Policy conformance:10

Total Relative Weight:100

Program: Wrong Way Driving

Date of Program Methodology:5/1/2015

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

Other-Wrong way driving incidents 

What project identification methodology was used for this program? 

• Other-Wrong Way Driving Incidents - Potential Freeway Entry Points

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? 

• Other-Dedicated projects in TIP

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 

Program: Other-Vulnerable Road Users

Date of Program Methodology:8/1/2013

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 

Fatal and serious injury crashes only 

Traffic 

Volume 

Functional classification 

Other-Roadway width 

What project identification methodology was used for this program? 

• Crash frequency

• Other-Facility risk/similar type geometrics

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? 

• selection committee

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). 

Relative Weight in Scoring 

Ranking based on B/C:15

Other-Reduction in fatal and serious injury crashes:15
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Other-facility risk level:20

Other-Project feasibility:25

Other-Policy conformance:15

Other-SHSP emphasis area:10

Total Relative Weight:100

What percentage of HSIP funds address systemic improvements? 

 50

 HSIP funds are used to address which of the following systemic improvements? 

• High friction surface treatment

• Horizontal curve signs

• Install/Improve Pavement Marking and/or Delineation

• Install/Improve Signing

• Upgrade Guard Rails

• Wrong way driving treatments

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

• Other-Crash Modification Clearninghouse

• Other-NCHRP Report 500 Series

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes

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

RIDOT has created a working Connected/Autonomous Vehicle (CAV) group made up of various departments 

with RIDOT including Traffic Safety. RIDOT is exploring CAV and its impact to safety.

RIDOT is currently working with May Mobility to operate a autonomous shuttle as a pilot program.

RIDOT has placeholders in the TIP for CAV projects related to safety.

RIDOT may participate in the AASHTO SPAT Challenge with a focus on a high crash corridor.

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. 

RIDOT refers to the HSM methodologies on all aspects of safety where possible, including in the network 
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screening, diagnosis, countermeasure selection, prioritization, and safety effectiveness evaluation categories. 

Please see attached HSIP Program Manual for more information.

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

elaborate. 

RIDOT encourages using the predictive method to use a more sound, data-driven approach to allocating 

resources that results in fewer fatalities and serious injuries on the nation's roadways. The predictive method 

(Excess expected crash frequency using SPFs, EB adjustment,) combines crash, roadway inventory and traffic 

volume data to provide more reliable estimates of an existing or proposed roadway's expected safety 

performance, such as crash frequency and severity. To achieve this goal, RIDOT is currently undergoing a 

large data collection effort to obtain all of the Model Inventory of Roadway Data Elements (MIRE), which 

included roadway, traffic, and other data needed to assist the RIDOT make the most efficient decisions where 

to allocate safety funds and resources. The RIDOT also is working on developing a data maintenance effort to 

ensure all data collected is updated on a timely basis. RIDOT has begun using the predictive method for some 

rural segment and will continue to expand in the coming years. 

RIDOT is expanding its systemic program in the next few years, including creating a detailed risk based 

analysis and process. RIDOT is looking to automate this process by developing a tool that resided on a GIS 

platform. The network screening portion of the tool would automate the site-specific and systemic identification 

process which is currently performed manually. For site-specific analysis, the tool will use state-specific SPF 

equations for all facility types, addressing the predictive analysis requirements. The tool will provide a list of 

locations ranked by Excess Excepted Crash Frequency (Expected Crashes – Predicted Crashes). The 

systemic analysis will use allow the user to identify potential trends (geometry, traffic volumes) that have a 

higher occurrence of fatal and serious injury crashes in RI using the crash and MIRE data incorporated into the 

tool. Once the potential trends (aka risk factors) are identified, the tool will identify locations that have similar 

trends which could lead to fatal or serious injury crashes. The user can assign a weighted “point “system for 

each trend to help prioritize locations based on severity or number of trends at a given site. This allows the tool 

to provide the user with a “ranked” list of risk-based locations

RIDOT also has its own HSIP Program Manual. The purpose of this document is to describe RIDOT’s 

processes for planning, implementing, and evaluating HSIP funded improvements and to describe its 

relationship to other safety initiatives found in Rhode Island’s SHSP. This document not only helps Rhode 

Island to demonstrate their own successes, but also serves as a mechanism for other states to achieve 

improved highway safety.
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Project Implementation

Funds Programmed

Reporting period for HSIP funding. 

Federal Fiscal Year

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $15,963,694 $15,963,694 100%

HRRR Special Rule (23 

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

$474,235 $474,235 100%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$0 $0 0%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$58,735 $58,735 100%

State and Local Funds $372,767 $372,767 100%

Totals $16,869,431 $16,869,431 100%

In the FY19 reporting period, there was $1,894,338.01 in de-authorized funds from previous years HSIP 

projects at project close out. These totals are NOT included above. 

In FY19, approx. $150,000 in state funds were used for maintenance work orders for safety-related signing and 

striping improvements for immediate implementation. These improvements were either identified in RSAs 

completed or from systemic type programs (horizontal curves, STEP).

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

safety projects?

$1,000,000

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

$1,000,000

$1,000,000 authorized for 2 municipality pedestrian safety projects as part of the local safety pilot program.

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

$1,000,000
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How much funding is obligated to non-infrastructure safety projects? 

$1,000,000

Projects include consultant support for safety project development and road safety assessments.

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

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

0%

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

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

0%

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

the future. 

RIDOT’s HSIP program has been ever-evolving since 2010, as other RIDOT programs, sections, and 

administrations have changed. Most recently, RIDOT’s administration has placed a renewed focus on 

upgrading and maintaining our bridges and roads. As with any new administration, it takes time and 

adjustments to conduct business in a new and exciting way. RIDOT now has a 10-year plan for all of its core 

programs (traffic/safety, road, and bridge) that budgets projects based on focus areas. The emphasis on 

bridges and roads does not mean safety projects are ignored. Safety will always be a critical and necessary 

program, and while available funding may fluctuate in any given year, RIDOT is collecting the data and 

possessing the tools to make more informed data-driven decisions to spend safety dollars in the most 

beneficial way to the State. The 10-year plan (aka STIP) identifies HSIP programmed projects for FY2018 - FY 

2026.
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General Listing of Projects

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

PROJECT NAME IMPROVEMEN

T CATEGORY

SUBCATEGOR

Y

OUTPUT

S

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 

STRATEG

Y

Bridge Group 51A - Route 37 

between I-95 and Pontiac 

Avenue

Interchange 

design

Acceleration / 

deceleration / 

merge lane

1 Interchange

s

$1640814.0

7

$50000000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther Freeways & 

Expressways

50,00

0

65 State 

Highway 

Agency

Spot Intersection

s

Ramp 

Termini 

Queue 

Spillback to 

Freeways

Broad Street Regeneration Pedestrians and 

bicyclists

Modify existing 

crosswalk

25 Crosswalks $2498906.7 $15000000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther15,00

0

25 State 

Highway 

Agency

Systemic Pedestrians STEP 

Program

Danielson Pike Resurfacing Roadway Roadway - 

restripe to revise 

separation 

between 

opposing lanes 

and/or shoulder 

widths 

3 Miles $90835.63 $5000000 HSIP (23 

U.S.C. 148)

Rural Major Collector 10,00

0

45 State 

Highway 

Agency

Systemic Roadway 

Departure

Centerline 

Buffer

Improvements to JT Connell 

Highway

Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

1 Miles $2541983 $7000000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther15,00

0

25 State 

Highway 

Agency

Spot Intersection

s

Road Diet 

Program

Improvements to Old Tower 

Hill Road

Pedestrians and 

bicyclists

Modify existing 

crosswalk

2 Crosswalks $200091.49 $5000000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 15,00

0

25 State 

Highway 

Agency

Systemic Pedestrians STEP 

Program

Local Safety Improvements - 

Sagutucket Road

Roadway Roadway 

widening - travel 

lanes

1 Locations $628555.63 $628555.6

3

HSIP (23 

U.S.C. 148)

Urban Major Collector 10,00

0

25 Town or 

Township 

Highway 

Agency

Spot Roadway 

Departure

Local 

Safety 

Program

Route 138A - Aquidneck 

Island

Pedestrians and 

bicyclists

Install sidewalk 2 Miles $200000 $10000000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 12,00

0

25 State 

Highway 

Agency

Systemic Pedestrians STEP 

Program

2019 State Traffic 

Commission

Pedestrians and 

bicyclists

Modify existing 

crosswalk

10 Crosswalks $925625.98 $2000000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 12,00

0

25 State 

Highway 

Agency

Systemic Pedestrians STEP 

Program

Local Safety Improvements - 

Newport

Pedestrians and 

bicyclists

Medians and 

pedestrian 

refuge areas

2 Intersections $500000 $1000000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 12,00

0

25 City or 

Municipal 

Highway 

Agency

Spot Pedestrians STEP 

Program

Intersection Safety 

Improvements to Route 6 at 

Bishop Hill Road

Intersection 

geometry

Auxiliary lanes - 

add left-turn lane

1 Intersections $63500 $1500000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther20,00

0

35 State 

Highway 

Agency

Spot Intersection

s

Broadside 

Reduction 

Program
2019 Rhode Island Highway Safety Improvement Program

Page 19 of 42

PROJECT NAME IMPROVEMEN

T CATEGORY

SUBCATEGOR

Y

OUTPUT

S

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 

STRATEG

Y

On-Call HSIP Consultant 

Support

Noninfrastructure Road safety 

audits

50 Numbers $1400000 $1400000 HSIP (23 

U.S.C. 148)

Multiple/Varie

s

Multiple/Varies 15,00

0

25 State 

Highway 

Agency

All All All

Statewide Intersecion Safety 

Improvements

Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

3 Miles $1500000 $2500000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 15,00

0

25 State 

Highway 

Agency

Systemic Pedestrians Road Diet 

Program

Roadway Departure 

Mitigation

Roadway Roadway - 

restripe to revise 

separation 

between 

opposing lanes 

and/or shoulder 

widths 

10 Miles $455504.05 $2200000 HSIP (23 

U.S.C. 148)

Multiple/Varie

s

Multiple/Varies 10,00

0

50 State 

Highway 

Agency

Systemic Roadway 

Departure

Centerline 

Buffer

Intersection Improvements to 

Aquidneck Avenue

Pedestrians and 

bicyclists

Medians and 

pedestrian 

refuge areas

2 Intersections $923015.87 $923015.8

7

HSIP (23 

U.S.C. 148)

Urban Minor Collector 12,00

0

25 State 

Highway 

Agency

Spot Pedestrians STEP 

Program

Local Safety Improvements - 

Cranston

Pedestrians and 

bicyclists

Modify existing 

crosswalk

10 Crosswalks $102095.06 $750000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 12,00

0

25 City or 

Municipal 

Highway 

Agency

Systemic Pedestrians Local 

Safety 

Program

High Friction Surface 

treatments - 

Lincoln/Johnston/N.Kingstow

n

Roadway Pavement 

surface - high 

friction surface

3 Locations $50000 $2000000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 20,00

0

25 State 

Highway 

Agency

Systemic Roadway 

Departure

High 

Friction 

Program

HRRR - Route 117 at Route 

102 Roundabout

Intersection 

traffic control

Modify control - 

two-way stop to 

all-way stop

1 Intersections $474235.31 $2000000 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Rural Major Collector 10,00

0

50 State 

Highway 

Agency

Spot Intersection

s

Broadside 

Reduction 

Program

Median Guardrail 

Improvements to US Route 1

Roadside Barrier- metal 2 Miles $198534.85 $3500000 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther Freeways & 

Expressways

35,00

0

55 State 

Highway 

Agency

Systemic Roadway 

Departure

Median 

Barrier 

Program

Intersection Safety 

Improvements to Route 6 at I295

Intersection 

geometry

Auxiliary lanes - 

add acceleration 

lane

3 Intersections $400000 $2000000 HSIP (23 

U.S.C. 148)

Multiple/Varie

s

Multiple/Varies 25,00

0

35 State 

Highway 

Agency

Spot Intersection

s

Ramp 

Termini 

Queue 

Spillback to 

Freeways

Intersection Safety 

Improvements to Route 108 at 

Curtis Corner Road

Intersection 

geometry

Auxiliary lanes - 

add left-turn lane

1 Intersections $127731.48 $1500000 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 15,00

0

30 State 

Highway 

Agency

Spot Intersection

s

Broadside 

Reduction 

Program

Intersection Safety 

Improvements to Route 114 at 

I-295

Intersection 

traffic control

Modify control - 

two-way stop to 

roundabout

4 Intersections $1500000 $8000000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther15,00

0

35 State 

Highway 

Agency

Spot Intersection

s

Ramp 

Termini 

Queue 

Spillback to 

Freeways
2019 Rhode Island Highway Safety Improvement Program

Page 20 of 42

Projects shown above include new projects and previously included projects with additional HSIP funds obligated FY19.
2019 Rhode Island Highway Safety Improvement Program

Page 21 of 42

Safety Performance

General Highway Safety Trends

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

years.

PERFORMANCE 

MEASURES 2010 2011 2012 2013 2014 2015 2016 2017 2018

Fatalities 67 66 64 65 51 45 51 83 59

Serious Injuries 542 455 422 366 438 427 407 322 313

Fatality rate (per 

HMVMT)

0.810 0.840 0.820 0.840 0.660 0.570 0.640 1.040 0.720

Serious injury rate (per 

HMVMT)

6.570 5.759 5.405 4.707 5.705 5.451 5.108 4.024 3.818

Number non-motorized 

fatalities

11 14 7 17 14 8 16 22 8

Number of nonmotorized serious 

injuries

85 91 88 69 75 80 57 74 52
2019 Rhode Island Highway Safety Improvement Program

Page 22 of 42

0

10

20

30

40

50

60

70

80

90

2010 2011 2012 2013 2014 2015 2016 2017 2018

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

100

200

300

400

500

600

2010 2011 2012 2013 2014 2015 2016 2017 2018

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2019 Rhode Island Highway Safety Improvement Program

Page 23 of 42

0

0.2

0.4

0.6

0.8

1

1.2

2010 2011 2012 2013 2014 2015 2016 2017 2018

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

7

2010 2011 2012 2013 2014 2015 2016 2017 2018

Serious injury rate (per HMVMT)

Serious injury rate (per HMVMT) 5 Year Rolling Avg.
2019 Rhode Island Highway Safety Improvement Program

Page 24 of 42

Describe fatality data source. 

FARS

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

ownership. 

Year 2018

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

1.6 6.4 0.52 2.09

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

0.4 8.8

Rural Principal 

Arterial (RPA) - Other

3 7.2 1.32 3.17

Rural Minor Arterial 3.4 10.8 3.04 9.5

Rural Minor Collector 0.4

Rural Major Collector 0.4 6 1.6 8.13

Rural Local Road or 

Street

1.6 4.6 7.32 20.95

0

20

40

60

80

100

120

2010 2011 2012 2013 2014 2015 2016 2017 2018

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.
2019 Rhode Island Highway Safety Improvement Program

Page 25 of 42

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)

Urban Principal 

Arterial (UPA) - 

Interstate

9 35 0.48 1.87

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

6.2 22.4 0.52 1.9

Urban Principal 

Arterial (UPA) - Other

15 115.8 0.81 6.24

Urban Minor Arterial 5.6 77.4 0.54 7.51

Urban Minor Collector 1

Urban Major Collector 2.2 17.8 11.79 10.68

Urban Local Road or 

Street

8 28.6 2.08 7.43

Other
2019 Rhode Island Highway Safety Improvement Program

Page 26 of 42

Year 2014

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

32 191.2

County Highway 

Agency

Town or Township 

Highway Agency

10.2 101.4

City or Municipal 

Highway Agency

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

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

Provide additional discussion related to general highway safety trends. 

RIDOT updated their Functional Classification in 2015. Therefore, the figures reported on in previous years 

HSIP Annual report will differ. In future years, the previous FC data will drop out of the 5-year rolling average 

calculation.
2019 Rhode Island Highway Safety Improvement Program

Page 27 of 42

Safety Performance Targets

Safety Performance Targets 

Calendar Year 2020 Targets *

Number of Fatalities:57.0

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

Trends indicate VMTs will increase in 2020. RIDOT expects this increase to outweigh recent fatality 

trends, including a decrease in fatalities in 2018 after a spike in 2017. This approach maintains the 

2019 targets through 2020. RIDOT and OHS worked together to align targets with those within the 

Rhode Island FFY 2019 HSP.

Number of Serious Injuries:348.0

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

Trends show serious injuries decreasing annually on a consistent basis. RIDOT expects this trend to 

continue. This approach is consistent with the historic method. RIDOT and OHS worked together to 

align targets with those within the Rhode Island FFY 2019 HSP.

Fatality Rate:0.720

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

Trends indicate VMTs will increase in 2020. RIDOT expects this increase to outweigh recent fatality 

trends, including a decrease in the fatality rate in 2018 after a spike in 2017. This approach maintains 

the 2019 targets through 2020. RIDOT and OHS worked together to align targets with those within 

the Rhode Island FFY 2019 HSP.

Serious Injury Rate:4.430

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

Trends show serious injury rates decreasing annually on a consistent basis. RIDOT expects this trend 

to continue. This approach is consistent with the historic method.

Total Number of Non-Motorized Fatalities and Serious Injuries:76.0

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

Trends show non-motorist fatalities and serious injuries decreasing annually on a consistent basis. 

RIDOT expects this trend to continue. This approach is consistent with the historic method.
2019 Rhode Island Highway Safety Improvement Program

Page 28 of 42

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

safety performance targets. 

The Rhode Island Office on Highway Safety worked with the RIDOT engineering safety division and other 

State partners to align FFY 2020 fatality, serious injury, and fatality rate targets with those in the Rhode Island 

FFY 2020 HSP. This group of partners met on May 30, 2019 to finalize its 2020 targets. As part of the target 

setting exercise, data was initially projected using the FORCAST function in Excel. Staff then compared the 

projected crashes based on the historical trendline and discussed if and how Rhode Island could maintain this 

trendline. Factors such as current year fatality and serious injury projections, recently implemented and 

proposed programs and projects, and funding were considered when determining targets for Fiscal Year 2020. 

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2018 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. 

Fatalities – 2018 Five-Year average Target – 53, Actual – 58; An upward spike in fatalities in 2017, many of 

which were pedestrians, affected the ability of Rhode Island to meet its 2018 target, which was originally set 

based on data ending in 2016. The actual fatalities in 2018 of 59 is also higher than the target in 2018.

Serious Injuries – 2018 Five-Year average Target – 373, Actual – 381; the sustained downward trend in 

serious injuries has helped Rhode Island come within 2 percent of this aggressive target originally set based 

on data ending in 2016.

Fatality Rate – 2018 Five-Year average Target – 0.680, Actual – 0.73; The upward spike in fatalities in 2017 

combined with a slow by steady increase in VMT affected the ability of Rhode Island to meet its 2018.

Serious Injuries Rate – 2018 Five-Year average Target – 4.840. Actual – 4.83; The sustained downward trend 

in serious injuries helped Rhode Island to meet its 2018 target.

Non-Motorized Fatalities and Serious Injury Rate – 2018 Five-Year average Target – 86.0; Actual – 82; 

Despite a spike in pedestrian fatalities and serious injuries in 2017, lower numbers in 2016 and 2018 helped 

Rhode Island meet its target.

Applicability of Special Rules

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

No 

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 2012 2013 2014 2015 2016 2017 2018

Number of Older Driver 

and Pedestrian Fatalities

15 8 18 18 5 16 12
2019 Rhode Island Highway Safety Improvement Program

Page 29 of 42

PERFORMANCE 

MEASURES 2012 2013 2014 2015 2016 2017 2018

Number of Older Driver 

and Pedestrian Serious 

Injuries

24 26 37 43 42 50 40
2019 Rhode Island Highway Safety Improvement Program

Page 30 of 42

Evaluation

Program Effectiveness

How does the State measure effectiveness of the HSIP? 

• Change in fatalities and serious injuries

• Lives saved

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

the State's program level evaluations. 

RIDOT has seen a overall decline in fatalities and serious injuries over the past 10 years. Halfway thru our 20 

year interim SHSP goal of halving fatalities and serous injuries, we are on target to meet this aggressive goal 

for fatalities and slightly behind the goal for serious injuries.

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

success of the Highway Safety Improvement Program? 

• # RSAs completed

• HSIP Obligations

• More systemic programs

RIDOT performs RSAs for all HSIP projects.

RIDOTs HSIP obligations have increased significantly in the past few years. The 10 year TIP is programmed to 

continue to expend the annual obligations for HSIP.

RIDOT expand its programs to include more systemic countermeasures.

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures.

Year 2018

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)

Roadway Departure 24.2 134.2 0.3 1.7

Intersections 15 202.8 0.19 2.57

Pedestrians 13 56.2 0.16 0.71

Bicyclists 1 14.8 0.01 0.19

Older Drivers 12.2 48 0.15 0.61
2019 Rhode Island Highway Safety Improvement Program

Page 31 of 42

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)

Motorcyclists 10.4 64.4 0.13 0.81
2019 Rhode Island Highway Safety Improvement Program

Page 32 of 42

0

5

10

15

20

25

30

35

40

Roadway

Departure

Intersections Pedestrians Bicyclists Older Drivers Motorcyclists

Fatalities

Number of Fatalities 

5 Year Average

2010-2014 2011-2015 2012-2016 2013-2017 2014-2018

0

50

100

150

200

250

Roadway

Departure

Intersections Pedestrians Bicyclists Older Drivers Motorcyclists

Serious Injuries

Number of Serious Injuries 

5 Year Average

2010-2014 2011-2015 2012-2016 2013-2017 2014-2018
2019 Rhode Island Highway Safety Improvement Program

Page 33 of 42

Has the State completed any countermeasure effectiveness evaluations during the reporting 

period?

Yes

Please provide the following summary information for each countermeasure effectiveness 

evaluation. 

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0.45

0.5

Roadway

Departure

Intersections Pedestrians Bicyclists Older Drivers Motorcyclists

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

2010-2014 2011-2015 2012-2016 2013-2017 2014-2018

0

0.5

1

1.5

2

2.5

3

3.5

Roadway

Departure

Intersections Pedestrians Bicyclists Older Drivers Motorcyclists

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2010-2014 2011-2015 2012-2016 2013-2017 2014-2018
2019 Rhode Island Highway Safety Improvement Program

Page 34 of 42

CounterMeasures: Road Diets 

Description: Implement lane reductions on4 lane 

roadways. 

Target Crash Type: All 

Number of Installations: 7 

Number of Installations: 7 

Miles Treated: 

Years Before: 5 

Years After: 3 

Methodology: Simple before/after 

Results: 

Reduction of 50% of all crash severities 

and types. 55% reduction in injury 

crashes. 

File Name: Hyperlink

CounterMeasures: Horizontal Curve Delineation 

Description: Install curve signage and striping. 

Target Crash Type: Run-off-road 

Number of Installations: 11 

Number of Installations: 11 

Miles Treated: 

Years Before: 5 

Years After: 3 

Methodology: Simple before/after 

Results: 

49% reduction in target crashes of all 

severities with 54% reduction in injury 

target crashes. 

File Name: Hyperlink

CounterMeasures: High Friction Surface Treatment 

Description: Install HFST on curves and high-speed 

intersection approaches. 

Target Crash Type: Wet road 

Number of Installations: 7 

Number of Installations: 7 

Miles Treated: 

Years Before: 5 

Years After: 5 

Methodology: Simple before/after 

Results: 47% reduction in all crashes with 53% 

reduction in target crashes. 

File Name: Hyperlink

CounterMeasures: Median Guardrail 

Description: Install median protection at narrow 

medians in freeways. 

Target Crash Type: Cross median 

Number of Installations: 

Number of Installations: 

Miles Treated: 11 

Years Before: 5 
2019 Rhode Island Highway Safety Improvement Program

Page 35 of 42

Years After: 5 

Methodology: Simple before/after 

Results: 100% reduction of median/crossover 

crashes 

File Name: Hyperlink

CounterMeasures: Centerline/Edgeline Rumble Strips w/ 4 

foot wide flush median 

Description: 

Install centerline and edgeline rumble 

strips along with a 4 foot flush median on 

high speed rural 2 lane roads. 

Target Crash Type: Run-off-road 

Number of Installations: 

Number of Installations: 

Miles Treated: 5 

Years Before: 5 

Years After: 3 

Methodology: Simple before/after 

Results: 90% reduction in fatalities and serious 

injuries. 

File Name: Hyperlink
2019 Rhode Island Highway Safety Improvement Program

Page 36 of 42

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)

Wrong Way 

Driving

Urban 

Principal 

Arterial (UPA) - 

Interstate

Advanced 

technology and 

ITS

Advanced 

technology and 

ITS - other

8.00 10.00 13.00 1.00 31.00 1.00 25
2019 Rhode Island Highway Safety Improvement Program

Page 37 of 42

Compliance Assessment

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

 07/25/2017

What are the years being covered by the current SHSP? 

From: 2017 To: 2022

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

 2022

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

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

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

ROADWAY SEGMENT Segment Identifier 

(12)

1 1 1 1 1 1

Route Number (8) 0.99991672218521 0.999883990719258

Route/Street Name 

(9)

0.987425049966689 0.657424593967517

Federal Aid/Route 

Type (21)

0.449866755496336 0.109628770301624

Rural/Urban 

Designation (20)

0.999666888740839 1 1 1

Surface Type (23) 1 1 1 1

Begin Point 

Segment Descriptor 

(10)

1 1 1 1 1 1

End Point Segment 

Descriptor (11)

1 1 1 1 1 1

Segment Length 

(13)

1 1

Direction of 

Inventory (18)

0.99975016655563 1

Functional Class 

(19)

1 1 1 1 1 1

Median Type (54) 0.99991672218521 0.999883990719258

Access Control (22) 0.845602931379081 0.440255220417633
2019 Rhode Island Highway Safety Improvement Program

Page 38 of 42

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

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

One/Two Way 

Operations (91)

1 1

Number of Through

Lanes (31)

1 0.910788863109049 1 1

Average Annual 

Daily Traffic (79)

AADT Year (80)

Type of 

Governmental 

Ownership (4)

1 1 1 1 1 1

INTERSECTION Unique Junction 

Identifier (120)

1

Location Identifier 

for Road 1 Crossing 

Point (122)

1

Location Identifier 

for Road 2 Crossing 

Point (123)

1

Intersection/Junction 

Geometry (126)

0.896518007496334

Intersection/Junction 

Traffic Control (131)

0.896409364984518

AADT for Each 

Intersecting Road 

(79)

AADT Year (80)

Unique Approach 

Identifier (139)

1

INTERCHANGE/RAMP Unique Interchange 

Identifier (178)

1

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197)

1

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201)

1

Ramp Length (187) 1
2019 Rhode Island Highway Safety Improvement Program

Page 39 of 42

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

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

Roadway Type at 

Beginning of Ramp 

Terminal (195)

1

Roadway Type at 

End Ramp Terminal 

(199)

0.0999099909990999

Interchange Type 

(182)

1

Ramp AADT (191)

Year of Ramp AADT 

(192)

Functional Class 

(19)

Type of 

Governmental 

Ownership (4)

Totals (Average Percent Complete): 0.85 0.78 0.72 0.00 0.55 0.00 0.89 0.89 1.00 1.00

*Based on Functional Classification

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. 

Historically, RIDOT maintained a road inventory database for State owned and Federal Aid roads to meet Highway Performance Monitoring (HMPS) reporting requirements. Through coordination with other agencies (e-911 and the 

State’s GIS clearinghouse) a local roads layer had been maintained. In 2013, RIDOT conducted a detailed assessment of existing road inventory databases in Rhode Island, and developed an RFP for a state-wide MIRE data collection 

project. In 2014, RIDOT selected a road inventory vendor to conduct the collection of MIRE elements on approximately, 6,500 roadway miles, 16,000 intersections (estimated), and 445 ramps. The inventory was finalized and delivered to 

RIDOT in 2016.

RIDOT’s MIRE inventory includes 174 MIRE elements. Several of these elements are included in the inventory, but were not field populated (elements related to speed and traffic flow were not collected). RIDOT’s MIRE data inventory 

consists of three separate inventories, broken down into the following categories.

1. Roadway Segment Descriptors - Consists of approximately 86,500 tenth of mile roadway segments, with 105 MIRE elements for all public roads in Rhode Island. Of the 105 elements, there are several placeholder elements (nonphysical elements such as AADT, truck speeds, Etc.) that RIDOT may populate at a later date. 

2. Intersection Inventory - Consists of junction (intersection points) and junction approach (intersection approach) elements. The inventory includes approximately 18,000 intersection locations with 18 junction elements and 40 

junction approach elements. It is important to note that the intersection inventory was not prioritized based on the functional classification of the intersecting roads. The 18,000 intersections included in the inventory does not include 

all non-local paved roads based on roadway functional classification. 

3. Ramp Inventory - Consists of 445 individual ramps associated with 105 unique interchange locations. Included in the ramp inventory are 21 of the 24 MIRE Interchange and Ramp Descriptors. MIRE elements not include are 

Interchange Entering Volume, Ramp AADT, and Year of Ramp AADT. 

RIDOT’s MIRE inventory includes 31 of the 37 MIRE FDEs for non-local paved roads. Elements highlighted in yellow are absent from the inventory. As previously stated, RIDOT’s intersection inventory was not prioritized based on 

roadway functional classification and does not include all State/State and State/local intersections. To comply with FHWA’s MIRE FDE requirements, RIDOT will need to complete the intersection inventory for any State/local intersections 

not included in the inventory. It is estimated that an additional 500 to 1,500 intersections need to be inventoried. This effort begun in 2018 and will continue over FY19 and 20 given staffing levels.

Future Steps
2019 Rhode Island Highway Safety Improvement Program

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RIDOT’s early response to FHWA’s MIRE requirements and their intent to conduct more advanced safety analyses, have put them in a good position from a MIRE FDE compliance standpoint. Completion of the intersection inventory to 

include non-local paved roads. Additional work is needed for the estimation of traffic volumes to comply with the AADT requirements. In addition, within the State of Rhode Island there is one Federally and State recognized tribe, 

Narragansett Indian Tribe, whose roadways need to be added to the MIRE inventory. RIDOT should coordinate with the Narragansett Indian Tribe to determine the extent of their data collection efforts.

When Rhode Island’s Traffic Records Strategic Plan is updated by the Traffic Records Coordinating Committee RIDOT will propose inclusion of this plan, and or the remaining action items associated with this plan. In the meantime, 

RIDOT will continue to implement the Plan as outlined in this document to ensure MIRE FDE are collected for all public roads by September 30, 2026.

Furthermore, RIDOT must coordinate with all localities (i.e., Metropolitan Planning Organizations (MPOs), Counties, cities, and towns) and other public roadway owners (i.e., Federal, Tribal, and private road owners) that maintain their 

own roadways to determine the extent of their data collection efforts. RIDOT must determine the availability, completeness, and compatibility of the FDE data on non-RIDOT maintained, public roads.

Below is a list of action items for RIDOT to complete:

1. Coordinate with the Narragansett Indian Tribe to understand the extent of their road network. a. Provide background information to the Tribe on the FHWA MIRE FDE data requirements and the steps that RIDOT has taken to meet 

the requirements. 

2. Assess the Tribes road mileage and existing GIS data that maybe available and develop a cost estimate to be complete the inventory. 

3. Seek assistance from the Tribe in completing the inventory. It is anticipated that the additional inventory could be completed without the use of any special equipment such as a mobile data collection vehicle. The State’s existing 

high resolution aerial photography should be sufficient for locating the roadways. Attribution of the roads could be completed by the Tribe through a web-portal provided by RIDOT using their existing GIS infrastructure. 

4. If Tribal staff are to complete the inventory, prepare training material on how to use any tools provided by RIDOT and background material on MIRE. There are a number of existing MIRE resources such as the MIRE Version 1.0 

Report, MIRE Data Collection Guidebook that can found at https://safety.fhwa.dot.gov/rsdp/mire.aspx. 

5. Finalize the MIRE Intersection Inventory for non-local paved roads. a. As part of RIDOT’s MIRE data collection project, the location of all intersections within the State was identified by RIDOT GIS staff and RIDOT’s MIRE vendor. 

It is anticipated that between 500 and 1,500 additional intersection locations need to be added to RIDOT’s existing intersection inventory. A more detailed assessment should occur to accurately estimate the cost to complete the 

remaining intersections. 

6. When finalizing the intersection inventory, RIDOT should evaluate if all of the intersection elements currently included in their inventory should be collected or if the collection should be limited to MIRE FDE’s or combination. It is 

recommended that RIDOT collect the MIRE FDEs and any additional elements required of their AASHTOWare Safety Analyst implementation. 

7. The data collection effort can likely be completed through a desktop data collection effort using the video log from RIDOT’s MIRE data collection effort, existing aerial photography, and other sources of street imagining. 

8. Expand the traffic count program for non-local paved roads and local paved roads. a. RIDOT should develop separate methodologies for accurately estimating AADT for non-local and local paved roads. 

9. RIDOT should evaluate their existing traffic count program and HMPS reporting to identify gaps in their traffic count program. Emphasis should be on lower roadway functional classification roads and ramp facility types. 

10. Based on the results of traffic volume gap analysis, RIDOT should release an RFP to enhance their traffic count program. 

In addition to expanding their traffic count program, RIDOT should develop a methodology to distribute/estimate traffic volumes across their network so that all roadway, ramps, and intersection approaches meeting the MIRE FDE 

requirements

Did the State conduct an HSIP program assessment during the reporting period? 

No

When does the State plan to complete its next HSIP program assessment.

2020
2019 Rhode Island Highway Safety Improvement Program

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Optional Attachments

Program Structure:

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2019 Rhode Island Highway Safety Improvement Program

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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.