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WISCONSIN

2021 ANNUAL REPORT

U.S. Department ofTransportation 

Federal Highway Administration 

HIGHWAY SAFETY 

IMPROVEMENT PROGRAM 

Photo source: Federal Highway Administration
2021 Wisconsin 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 ........................................................................................................................................... 5

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

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

Program Methodology ....................................................................................................................... 7

Project Implementation .......................................................................................................................12

Funds Programmed.........................................................................................................................12

General Listing of Projects ..............................................................................................................14

Safety Performance ............................................................................................................................22

General Highway Safety Trends......................................................................................................22

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

Applicability of Special Rules...........................................................................................................29

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

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

Effectiveness of Groupings or Similar Types of Improvements .......................................................31

Project Effectiveness.......................................................................................................................35

Compliance Assessment ....................................................................................................................36

Optional Attachments..........................................................................................................................39

Glossary..............................................................................................................................................40
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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 following report outlines the details of projects obligated in state fiscal year 2020 for Wisconsin's Highway 

Safety Improvement Program (HSIP). Also included are program methodologies, historical crash data and 

safety trends, information on subprograms, and project evaluation data.
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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. 

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. Projects are identified by state DOT 

regional safety engineers on the state-owned system and by local government staff on the local system. All 

candidate projects must compile crash data and develop a proposed treatment strategy as part of a 

competitive application process. The applications are considered through a peer review process that involves 

statewide and regional safety engineering staff, as well as HSIP program management staff.

Where is HSIP staff located within the State DOT? 

 Other-Programming

How are HSIP funds allocated in a State? 

• Central Office via Statewide Competitive Application Process

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

HSIP applications from local and tribal governments are solicited by the WisDOT Regions as part of the regular 

HSIP Program. All HSIP applications derived from local governments are selected and submitted voluntarily by 

local governments. Projects on the local system or sponsored by local or tribal governments must meet the 

same requirements and follow the same process as HSIP applications submitted by WisDOT Regions for 

improvements on the State Trunk Network.

In addition, Wisconsin has continued the High Risk Rural Roads Program (HRRRP) despite its formal 

elimination in MAP-21. Wisconsin has developed a statewide data analysis methodology which identifies 

county rural roads with run-off-road non-intersection crash issues. Counties with such corridors are offered a 

field review of the corridor, at no cost, that identifies potential treatments and are invited to apply for HSIP 

funding to implement some or all of the identified treatment options. A primary goal of the HRRRP is to install 

low-cost safety treatments on these roadways to mitigate KA crash rates as quickly as possible. It is unlikely 

these county trunk highways would receive federal investments outside of the HRRRP.
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Identify which internal partners (e.g., State departments of transportation (DOTs) 

Bureaus, Divisions) are involved with HSIP planning.

• Design

• Districts/Regions

• Operations

• Planning

• Traffic Engineering/Safety

• Other-Division of State Patrol

• Other-Division of Motor Vehicles

Describe coordination with internal partners.

The HSIP Program is managed by WisDOT's Division of Transportation Investment Management (DTIM) and 

the Bureau of State of Highway Programs (BSHP). DTIM/BSHP makes all final application approvals or denials 

and related project change or cost increase requests. However, DTIM/BSHP coordinates its efforts with 

several internal partners that both directly and indirectly influence the decision making process. Below is a 

summary of these partners and their role in the program.

- Division of Motor Vehicles (DMV): DMV receives, edits, and maintains all law enforcement crash report files.

- Traffic Safety Council (TSC): The TSC is comprised of representatives from Division of Transportation 

System Development (DTSD), DTIM, DMV, Division of State Patrol (DSP), and various Executive Offices 

within WisDOT. Among this group's responsibilities is developing and maintaining the Wisconsin Strategic 

Highway Safety Plan (SHSP), which helps guide the safety efforts of the HSIP Program.

- Traffic Safety Engineering Workgroup (TSEWG): TSEWG is comprised of the State HSIP Coordinator, State 

Traffic Safety Engineer, and the Regional Traffic Safety Engineers. In some cases, the Regional HSIP 

Coordinators also participate. This group identifies and evaluates potential safety initiatives both within and 

outside of the HSIP Program, provides peer support, and reviews proposed HSIP projects. After a group 

evaluation, a recommendation to approve or not approve is forwarded to the State HSIP Coordinator for final 

review.

- State Project Oversight Engineers: The State Project Oversight Engineers are a critical component of the joint 

process with the TSEWG for application review and approval. The DTSD State Project Oversight Engineers, 

Regional Traffic Safety Engineers, the State Traffic Safety Engineer, and the State HSIP Coordinator provide a 

consensus approval or disapproval of HSIP funding after a comprehensive in-person peer review. Each Region 

has one Project Oversight Engineer. State Project Oversight Engineers only review applications originating 

from the Region in which they are assigned. This consensus approval or disapproval is advisory to the

DTIM/BSHP.

Identify which external partners are involved with HSIP planning.

• Academia/University

• FHWA

• Local Government Agency 

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

Describe coordination with external partners.

The HSIP is fully coordinated and integrated with the work of other organizations, associations, and 

stakeholders (e.g., law enforcement, academia, local governments, MPOs) that play a role in reducing fatalities 
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and serious injuries. One of the basic foundations of the HSIP is the direct linkage between the data-driven 

priorities established in the Strategic Highway Safety Plan (SHSP) and the identification, development and 

implementation of HSIP projects. Local and regional governments alike which contribute towards achieving the 

goals and objectives of the SHSP help guide program decisions and project selections. More specifically, wh 

ere there are a high percentage of crashes that occur off the State system, WisDOT works with local 

jurisdictions to help them develop and implement HSIP projects that address priority safety issues on locallyowned roadways. This is either done by locals doing work as local forced accounts or they are let by WisDOT.

Describe HSIP program administration practices that have changed since the last 

reporting period.

Beginning with the fall 2020 HSIP applications, a new tool for project screening was made available for 

intersections on the state trunk network. This intersection network screening tool uses level of service of safety 

and potential for safety improvement criteria. At this time, data needed to complete this screening is only 

available on the state trunk network.

Program Methodology

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

implementation and evaluation processes?

Yes 

Select the programs that are administered under the HSIP.

• HRRR

• Median Barrier

Program: HRRR

Date of Program Methodology:7/1/2018

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-Run off road • Functional classification

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate
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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?

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).

To date, all HRRR projects that meet the established criteria have been approved and therefore, no 

prioritization for implementation has been necessary.

Program: Median Barrier

Date of Program Methodology:1/1/2005

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? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Other-All CMC • Other-Centerline miles • Functional classification

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?

No

Are local road projects identified using the same methodology as state roads?
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How are projects under this program advanced for implementation?

• Other-Non-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

Available funding:1

What percentage of HSIP funds address systemic improvements?

 17

 HSIP funds are used to address which of the following systemic 

improvements? 

• Cable Median Barriers

• Other-High Risk Rural Roads

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

• Other-County Traffic Safety Commission recommendations 

Does the State HSIP consider connected vehicles and ITS technologies? 

No

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.

HSIP Project Prioritization

Wisconsin evaluates potential HSIP projects by comparing the estimated crash reduction benefits expected 

from the project and the cost of that project. Crash reduction benefits are estimated by multiplying up to two 

crash modification factors (CMF) by 5-years of observed crash data. CMFs and target crashes are identified by 

the safety analyst and a spreadsheet tool is used to calculate the estimated crash reduction benefits. The 

spreadsheet tool incorporates the WisDOT CMF Table and logic described in our statewide policy described at 

the link below.

http://wisconsindot.gov/dtsdManuals/traffic-ops/manuals-and-standards/teops/12-03.pdf
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HSIP Safety Effectiveness Evaluations

Wisconsin evaluates the effectiveness of all HSIP projects that were prioritized based on crash history. The 

Empirical-Bayes Before/After Safety Evaluation method, described in chapter 9 of the Highway Safety Manual, 

is used for these safety effectiveness evaluations. No evaluations are completed for systemic safety projects 

within our HSIP. 

Describe program methodology practices that have changed since the last reporting 

period.

The Intersection Network Screening tool was newly implemented since the last reporting period and utilizes 

safety performance functions (SPFs), which have not been used previously in Wisconsin's HSIP.

SPFs are equations that predict crash frequency and severity as a function of traffic volume and roadway 

characteristics. WisDOT developed network screening level SPFs for multiple intersection types using 

Wisconsin specific data. The SPFs are used to determine performance measures. Level of Service of Safety 

(LOSS) with Empirical Bayes (EB) adjustment was selected to set the performance threshold for when to flag 

intersections as Sites of Promise. Potential for Safety Improvement (PSI), also called Excess Expected 

Average Crash Frequency with EB Adjustment was selected to provide context on how the intersection is 

performing compared to similar sites. These performance measures were selected based on their ability to 

account for:

• regression to the mean (RTM) bias 

• changes in traffic volume 

• the nonlinear relationship between crash frequency and traffic volume 

The intersection network screening tool is used to identify potential location for HSIP applications. Once those 

locations are identified via the tool, the standard HSIP application process is followed.

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

elaborate.

A key component in the development of the HSIP is the Project Evaluation Factor (PEF). The PEF is a 

measurement that is used to evaluate and compare proposed projects. It provides a comparison of the 

estimated crash reduction potential of a proposed improvement with the overall cost of the project. Although it 

has similarities to a benefit/cost analysis, it does not include all of the elements of a traditional benefit/cost 

analysis tool for ranking the relative merits of a group of projects, and should not be compared to a benefit/cost 

analysis.

An Excel-based program is used to perform a safety project analysis and computes the PEF. The following 

provides a general overview of several key elements of the PEF:

• All costs associated with the project (design, utilities, real estate, construction, etc.) must be included in the 

PEF calculation, regardless of whether HSIP funds are requested for all elements of the project. Cost 

estimates must be in current year dollars.

• The analysis requires crash data from the most recent 5-year period for which crash information is available. 

Ideally, the analysis would include crash data from the most recent calendar year. For example, an analysis 

submitted in 2020 would include crash information from the 2015-2019 period. However, given that: (a) it can 

take several months after the end of a calendar year for the Department to finalize crash information and 

integrate the crash information into departmental datasets; and (b) it can take several months for a safety 

proposal to be developed and scoped, the use of an additional, older year of crash data is allowed. For 

example, an analysis submitted in calendar year 2020 may use crash data from either the 2015-2019 period or 

the 2014-2018 period.
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For local projects, it is the responsibility of the project sponsor to compile and provide the required crash data 

to the regional office for the PEF evaluation. WisDOT facilitates this process by providing funding to the 

University of Wisconsin Traffic Operations and Safety Laboratory (UW TOPS Lab) to make this data available 

to local governments.

• Although Wisconsin designs solutions to reduce all crashes, a number of targeted engineering, educational 

and enforcement efforts have been implemented with the defined goal of reducing crashes involving serious 

injuries and fatalities. Because of this focus on reducing serious injuries and fatalities, the PEF scoring 

mechanism assigns higher values to these crash types.

• The current values used within the PEF tool to calculate the potential crash reduction benefits of a safety 

improvement are influenced by the Highway Safety Manual (HSM) developed by the American Association of 

State Highway and Transportation Officials (AASHTO).

• Standardized crash reduction factors are included in the Excel tool for a wide range of safety improvements. 

These factors are based on national safety research and are regularly updated as new research becomes 

available.

• Projects generally require a PEF of 1.0 or greater for approval. However, the HSIP Review Committee 

acknowledges the PEF contains many variables and that sometimes additional expense is needed to 

sufficiently address a safety issue. As such, the HSIP Review Committee may consider applications with a 

PEF greater than or equal to 0.9 for approval. Projects with a PEF less than 0.9 will not be approved.

• Projects treating locations identified on the annual "Locations of Interest Report" (LOIR) and Intersection 

Network Screening list may be approved with a PEF of 0.50 or greater. LOIR and Intersection Network 

Screening locations with a PEF less than 0.5 will not be approved.

• The PEF requirement is generally waived for projects identified through a statewide safety analysis. The PEF 

requirement is currently waived for: 

o High Risk Rural Roads Program projects

o Crossover Median Crash Initiative projects

o Beam Guard Initiative projects
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Project Implementation

Funds Programmed

Reporting period for HSIP funding.

State Fiscal Year

The reporting period for HSIP funding in this report is State Fiscal Year (SFY). The information provided in this 

report is for SFY 2021, which ran from 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) $42,494,934 $42,494,934 100%

HRRR Special Rule (23 

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

$0 $0 0%

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)

$0 $0 0%

State and Local Funds $4,721,659 $4,721,659 100%

Totals $47,216,593 $47,216,593 100%

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

safety projects?

$13,297,090

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

$13,297,090

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

$88,889

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

$88,889

There was one non-infrastructure project funded through HSIP in SFY 2021:

1. WisDOT High Risk Rural Roads program support contract.
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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?

$22,468,956

WisDOT is reporting out on State Fiscal Year 2021 projects, however HSIP funding is based on a Federal 

Fiscal Year calendar. For clarification, the listed transfer amount of $22,468,956 was transferred out of HSIP in 

August of 2020 (FFY2020 transfer).

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

the future.

Project delays can make it challenging to fully utilize HSIP funding. Such delays occur for a variety of reasons, 

including changes in project scope during the design process (which triggers a required re-evaluation of the 

project), changes in associated projects that are linked to the HSIP project, and unforeseen issues arising 

during the project development process. WisDOT continues to work on developing a list of projects that could 

be advanced from later program years into earlier program years to ensure that HSIP funding is fully utilized 

even if projects are delayed or fall out of the program.
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General Listing of Projects

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

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

1000-99-76 Miscellaneous Data collection 0 Miles $80000 $88888.89 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

HRRRP 

Support

Data

1058-02-73 Intersection 

geometry

Innovative 

Intersection (e.g. 

MUT, RCUT, QR)

0.533 Miles $3099533.34 $3443925.93 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther9,834 State 

Highway 

Agency

Spot Intersections

1067-04-60 Roadside Barrier – cable 0 Miles $557091.87 $618990.97 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther Freeways & 

Expressways

40,983 State 

Highway 

Agency

Systemic Lane 

Departure

1112-02-63 Roadside Barrier – cable 1.383 Miles $465034.61 $516705.12 HSIP (23 

U.S.C. 148)

Urban N/A 19,929 State 

Highway 

Agency

Systemic Lane 

Departure

1150-72-71 Intersection 

traffic control

Modify control – 

other

0.094 Miles $204098.72 $226776.36 HSIP (23 

U.S.C. 148)

Multiple/Varies Principal ArterialOther0 State 

Highway 

Agency

Spot Intersections

1161-02-67 Roadside Barrier – cable 3.498 Miles $1676985.41 $1863317.12 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther Freeways & 

Expressways

19,460 State 

Highway 

Agency

Systemic Lane 

Departure

1180-00-78 Roadway Rumble strips – 

edge or shoulder

12.03 Miles $454356 $504840 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther4,485 State 

Highway 

Agency

Spot Lane 

Departure

1195-01-76 Intersection 

geometry

Innovative 

Intersection (e.g. 

MUT, RCUT, QR)

0.4 Miles $1288028.89 $1431143.21 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther4,210 State 

Highway 

Agency

Spot Intersections

1198-03-10 Intersection 

traffic control

Modify control – 

other

0.008 Miles $77428 $86031.11 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 State 

Highway 

Agency

Spot Lane 

Departure

1204-05-76 Roadside Barrier – cable 0 Miles $1918126.73 $2131251.92 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther18,125 State 

Highway 

Agency

Systemic Lane 

Departure

1221-18-71 Roadside Barrier – cable 1.34 Miles $370453.22 $411614.69 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther Freeways & 

Expressways

0 State 

Highway 

Agency

Systemic Lane 

Departure

1225-09-71 Roadside Barrier – cable 2.38 Miles $552556.18 $613951.31 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther Freeways & 

Expressways

0 State 

Highway 

Agency

Systemic Lane 

Departure

1320-07-03 Intersection 

traffic control

Modify control – 

Modern 

Roundabout

0.004 Miles $403245 $448050 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther5,150 State 

Highway 

Agency

Spot Intersections
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PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

1430-08-11 Intersection 

geometry

Add/modify 

auxiliary lanes

0.057 Miles $192552 $213946.67 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther5,811 State 

Highway 

Agency

Spot Lane 

Departure

1470-25-71 Roadway Rumble strips – 

edge or shoulder

9.903 Miles $397316 $441462.22 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 2,931 State 

Highway 

Agency

Spot Lane 

Departure

1530-03-76 Intersection 

geometry

Add/modify 

auxiliary lanes

0.44 Miles $263617 $292907.78 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther9,509 State 

Highway 

Agency

Spot Lane 

Departure

1550-02-07 Intersection 

geometry

Add/modify 

auxiliary lanes

0.009 Miles $57289 $63654.44 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 State 

Highway 

Agency

Spot Lane 

Departure

1590-23-71 Roadway Rumble strips – 

edge or shoulder

8.264 Miles $371746 $413051.11 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 State 

Highway 

Agency

Spot Lane 

Departure

1630-01-74 Intersection 

geometry

Add/modify 

auxiliary lanes

0.044 Miles $157544 $175048.89 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 0 State 

Highway 

Agency

Spot Lane 

Departure

1630-03-61 Intersection 

geometry

Add/modify 

auxiliary lanes

0.423 Miles $410065.11 $455627.9 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther9,650 State 

Highway 

Agency

Spot Lane 

Departure

1650-00-70 Intersection 

geometry

Add/modify 

auxiliary lanes

0.098 Miles $261681 $290756.67 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther7,200 State 

Highway 

Agency

Spot Lane 

Departure

1650-00-78 Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

0.947 Miles $128347.86 $142608.73 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther4,791 State 

Highway 

Agency

Spot Lane 

Departure

1706-00-70 Roadway Rumble strips – 

edge or shoulder

8.789 Miles $226975.29 $252194.77 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther4,173 State 

Highway 

Agency

Spot Lane 

Departure

1706-00-74 Intersection 

geometry

Add/modify 

auxiliary lanes

0.474 Miles $544077 $604530 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther4,113 State 

Highway 

Agency

Spot Lane 

Departure

1706-04-61 Roadway Rumble strips – 

edge or shoulder

9.45 Miles $205548.69 $228387.43 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther5,621 State 

Highway 

Agency

Spot Lane 

Departure

1706-04-62 Roadway Rumble strips – 

edge or shoulder

10.43 Miles $239880.9 $266534.33 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther7,617 State 

Highway 

Agency

Spot Lane 

Departure

2090-16-00 Intersection 

traffic control

Modify traffic 

signal – add 

0.05 Miles $180000 $200000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 City or 

Municipal 

Spot Intersections
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PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

additional signal 

heads

Highway 

Agency

2110-00-73 Intersection 

geometry

Add/modify 

auxiliary lanes

0.032 Miles $1499243.51 $1665826.12 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 0 City or 

Municipal 

Highway 

Agency

Spot Lane 

Departure

2155-05-00 Intersection 

traffic control

Modify traffic 

signal – add 

additional signal 

heads

0.103 Miles $231750 $257500 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 City or 

Municipal 

Highway 

Agency

Spot Intersections

2155-05-01 Intersection 

traffic control

Modify traffic 

signal – add 

additional signal 

heads

0.075 Miles $231750 $257500 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 City or 

Municipal 

Highway 

Agency

Spot Intersections

2220-02-70 Roadside Barrier – cable 14.043 Miles $3065895 $3406550 HSIP (23 

U.S.C. 148)

Urban Principal ArterialInterstate27,790 State 

Highway 

Agency

Systemic Lane 

Departure

2330-08-00 Roadway Rumble strips – 

edge or shoulder

3.889 Miles $25560 $28400 HSIP (23 

U.S.C. 148)

Rural Major Collector 0 County 

Highway 

Agency

Spot Lane 

Departure

2695-07-01 Intersection 

traffic control

Modify control – 

new traffic signal

0.01 Miles $115875 $128750 HSIP (23 

U.S.C. 148)

Rural Major Collector 0 County 

Highway 

Agency

Spot Intersections

2709-07-00 Intersection 

traffic control

Modify control – 

Modern 

Roundabout

0.028 Miles $190763 $211958.89 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 County 

Highway 

Agency

Spot Intersections

2712-03-70 Intersection 

traffic control

Modify traffic 

signal – add 

additional signal 

heads

0.003 Miles $807828.12 $897586.8 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 0 City or 

Municipal 

Highway 

Agency

Spot Intersections

2753-08-00 Intersection 

traffic control

Modify traffic 

signal – add 

additional signal 

heads

0.009 Miles $161298 $179220 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 County 

Highway 

Agency

Spot Intersections

2754-05-00 Intersection 

geometry

Innovative 

Intersection (e.g. 

MUT, RCUT, QR)

0.029 Miles $135720 $150800 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 County 

Highway 

Agency

Spot Intersections

2978-02-70 Intersection 

traffic control

Modify traffic 

signal – add 

additional signal 

heads

1.407 Miles $1108261 $1231401.11 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 City or 

Municipal 

Highway 

Agency

Spot Intersections

2984-06-79 Roadway Roadway 

narrowing (road 

4.469 Miles $932849 $1036498.89 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 0 City or 

Municipal 

Spot Lane 

Departure
2021 Wisconsin Highway Safety Improvement Program

Page 17 of 40

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

diet, roadway 

reconfiguration)

Highway 

Agency

2984-07-06 Intersection 

traffic control

Modify traffic 

signal – add 

additional signal 

heads

0.039 Miles $199078 $221197.78 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 County 

Highway 

Agency

Spot Intersections

2984-09-94 Intersection 

traffic control

Modify traffic 

signal – add 

backplates with 

retroreflective 

borders

0 Miles $366326.98 $407029.98 HSIP (23 

U.S.C. 148)

Urban Local Road or 

Street

0 City or 

Municipal 

Highway 

Agency

Spot Intersections

2984-09-97 Intersection 

traffic control

Modify traffic 

signal – add 

backplates with 

retroreflective 

borders

0 Miles $321723.34 $357470.38 HSIP (23 

U.S.C. 148)

Urban Local Road or 

Street

0 City or 

Municipal 

Highway 

Agency

Spot Intersections

2984-13-05 Intersection 

traffic control

Modify traffic 

signal – add 

backplates with 

retroreflective 

borders

0 Miles $87030 $96700 HSIP (23 

U.S.C. 148)

Urban Local Road or 

Street

0 City or 

Municipal 

Highway 

Agency

Spot Intersections

2984-13-06 Intersection 

traffic control

Modify traffic 

signal – add 

backplates with 

retroreflective 

borders

0 Miles $85140 $94600 HSIP (23 

U.S.C. 148)

Urban Local Road or 

Street

0 City or 

Municipal 

Highway 

Agency

Spot Intersections

2984-15-01 Intersection 

traffic control

Modify traffic 

signal – add 

additional signal 

heads

0.013 Miles $185400 $206000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 0 City or 

Municipal 

Highway 

Agency

Spot Intersections

3120-13-00 Intersection 

geometry

Add/modify 

auxiliary lanes

0 Miles $87168 $96853.33 HSIP (23 

U.S.C. 148)

Urban N/A 0 State 

Highway 

Agency

Spot Lane 

Departure

3130-09-00 Roadway Rumble strips – 

edge or shoulder

4.432 Miles $72158 $80175.56 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 State 

Highway 

Agency

Spot Lane 

Departure

3755-03-00 Roadway Rumble strips – 

edge or shoulder

5.757 Miles $38192 $42435.56 HSIP (23 

U.S.C. 148)

Rural Major Collector 0 County 

Highway 

Agency

Spot Lane 

Departure

3781-03-70 Alignment Horizontal curve 

realignment

0.007 Miles $471600 $524000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 0 County 

Highway 

Agency

Spot Lane 

Departure

3831-07-02 Intersection 

geometry

Intersection 

geometry - other

0.005 Miles $61970 $68855.56 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 0 City or 

Municipal 

Spot Intersections
2021 Wisconsin Highway Safety Improvement Program

Page 18 of 40

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Highway 

Agency

3887-01-72 Intersection 

geometry

Add/modify 

auxiliary lanes

0.062 Miles $207092 $230102.22 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 0 City or 

Municipal 

Highway 

Agency

Spot Lane 

Departure

4100-39-60 Roadway Rumble strips – 

edge or shoulder

7.814 Miles $323680 $359644.44 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 0 State 

Highway 

Agency

Spot Lane 

Departure

4150-25-60 Roadway Rumble strips – 

edge or shoulder

17.55 Miles $446814 $496460 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 State 

Highway 

Agency

Spot Lane 

Departure

4236-02-00 Roadway Rumble strips – 

edge or shoulder

6.368 Miles $26604 $29560 HSIP (23 

U.S.C. 148)

Rural Major Collector 0 County 

Highway 

Agency

Spot Lane 

Departure

4550-03-71 Roadway Rumble strips – 

edge or shoulder

1.189 Miles $61790 $68655.56 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 3,246 State 

Highway 

Agency

Spot Lane 

Departure

4550-04-71 Roadway Rumble strips – 

edge or shoulder

10.32 Miles $361626 $401806.67 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 3,970 State 

Highway 

Agency

Spot Lane 

Departure

4555-03-00 Roadway Rumble strips – 

edge or shoulder

3.09 Miles $56084 $62315.56 HSIP (23 

U.S.C. 148)

Rural Major Collector 0 County 

Highway 

Agency

Spot Lane 

Departure

5050-02-70 Intersection 

geometry

Add/modify 

auxiliary lanes

0.568 Miles $766765.59 $851961.77 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther9,240 State 

Highway 

Agency

Spot Lane 

Departure

5140-03-72 Intersection 

geometry

Add/modify 

auxiliary lanes

0.323 Miles $453262.56 $503625.07 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther6,276 State 

Highway 

Agency

Spot Lane 

Departure

5155-00-79 Intersection 

traffic control

Modify control – 

Modern 

Roundabout

0.119 Miles $1032840 $1147600 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther8,658 State 

Highway 

Agency

Spot Intersections

5155-00-79 Intersection 

traffic control

Modify control – 

Modern 

Roundabout

0.119 Miles $1530000 $1700000 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther8,658 State 

Highway 

Agency

Spot Intersections

5220-04-74 Intersection 

geometry

Splitter island – 

install on one or 

more approaches

0 Miles $321748 $357497.77 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 21,087 State 

Highway 

Agency

Spot Lane 

Departure

5263-00-30 Roadway Rumble strips – 

edge or shoulder

4.652 Miles $56176 $62417.78 HSIP (23 

U.S.C. 148)

Rural Major Collector 1,100 County 

Highway 

Agency

Spot Lane 

Departure
2021 Wisconsin Highway Safety Improvement Program

Page 19 of 40

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

5880-03-76 Lighting Continuous 

roadway lighting

0.556 Miles $655708.77 $728565.3 HSIP (23 

U.S.C. 148)

Rural Major Collector 5,080 State 

Highway 

Agency

Spot Lane 

Departure

5897-00-30 Roadway Rumble strips – 

edge or shoulder

11.418 Miles $97200 $108000 HSIP (23 

U.S.C. 148)

Rural Major Collector 3,730 County 

Highway 

Agency

Spot Lane 

Departure

5899-00-30 Roadway Rumble strips – 

edge or shoulder

3.485 Miles $44113 $49014.45 HSIP (23 

U.S.C. 148)

Rural Major Collector 1,400 County 

Highway 

Agency

Spot Lane 

Departure

5922-00-30 Roadway Rumble strips – 

edge or shoulder

8.204 Miles $29340 $32600 HSIP (23 

U.S.C. 148)

Rural Major Collector 0 County 

Highway 

Agency

Spot Lane 

Departure

5990-01-32 Intersection 

traffic control

Modify traffic 

signal – add 

additional signal 

heads

0.129 Miles $276894.9 $307661 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 City or 

Municipal 

Highway 

Agency

Spot Intersections

5990-01-33 Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

1.33 Miles $182754 $203060 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 City or 

Municipal 

Highway 

Agency

Spot Lane 

Departure

5990-01-35 Intersection 

traffic control

Modify traffic 

signal – add 

additional signal 

heads

0.285 Miles $195162 $216846.67 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 City or 

Municipal 

Highway 

Agency

Spot Intersections

5992-07-18 Intersection 

geometry

Add/modify 

auxiliary lanes

0.102 Miles $67500 $75000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 0 City or 

Municipal 

Highway 

Agency

Spot Intersections

5996-00-77 Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

2.12 Miles $1426512 $1585013.33 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 0 City or 

Municipal 

Highway 

Agency

Spot Lane 

Departure

6280-02-75 Intersection 

traffic control

Modify control – 

new traffic signal

0.169 Miles $605665.98 $672962.2 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther5,150 State 

Highway 

Agency

Spot Intersections

6639-05-60 Roadway Rumble strips – 

edge or shoulder

11.286 Miles $555230.12 $616922.36 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther4,162 State 

Highway 

Agency

Spot Lane 

Departure

6844-01-01 Roadway Rumble strips – 

edge or shoulder

6.81 Miles $39600 $44000 HSIP (23 

U.S.C. 148)

Rural Major Collector 1,700 County 

Highway 

Agency

Spot Lane 

Departure
2021 Wisconsin Highway Safety Improvement Program

Page 20 of 40

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

6949-00-73 Roadway Rumble strips – 

edge or shoulder

12.084 Miles $620010.49 $688900.54 HSIP (23 

U.S.C. 148)

Rural Major Collector 3,000 County 

Highway 

Agency

Spot Lane 

Departure

7080-00-75 Pedestrians and 

bicyclists

Modify existing 

crosswalk

0.154 Miles $125493.18 $139436.87 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 State 

Highway 

Agency

Spot Pedestrians

7117-00-60 Roadway Rumble strips – 

edge or shoulder

4.65 Miles $270576.93 $300641.03 HSIP (23 

U.S.C. 148)

Rural Major Collector 1,600 County 

Highway 

Agency

Spot Lane 

Departure

7130-00-83 Roadway Rumble strips – 

edge or shoulder

8.2 Miles $307180.11 $341311.23 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther6,040 State 

Highway 

Agency

Spot Lane 

Departure

7575-00-71 Intersection 

traffic control

Modify traffic 

signal – add 

additional signal 

heads

1.343 Miles $1086110 $1206788.89 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther24,378 State 

Highway 

Agency

Spot Lane 

Departure

7650-02-73 Intersection 

geometry

Add/modify 

auxiliary lanes

0.461 Miles $618767.79 $687519.77 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 State 

Highway 

Agency

Spot Lane 

Departure

8050-00-71 Roadway Rumble strips – 

edge or shoulder

1.512 Miles $274167 $304630 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 State 

Highway 

Agency

Spot Lane 

Departure

8070-00-74 Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

1.971 Miles $181260.27 $201400.3 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 6,739 State 

Highway 

Agency

Spot Lane 

Departure

8070-00-74 Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

1.971 Miles $1202765 $1336405.56 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 6,739 State 

Highway 

Agency

Spot Lane 

Departure

8080-02-72 Intersection 

traffic control

Modify traffic 

signal timing – 

left-turn phasing

0 Miles $221516 $246128.89 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther15,113 State 

Highway 

Agency

Spot Lane 

Departure

8080-02-73 Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

0.121 Miles $220561 $245067.78 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 State 

Highway 

Agency

Spot Lane 

Departure

8600-01-74 Intersection 

traffic control

Modify traffic 

signal timing – 

left-turn phasing

0.146 Miles $432567 $480630 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 0 State 

Highway 

Agency

Spot Intersections

8944-00-77 Roadway Rumble strips – 

edge or shoulder

10.059 Miles $522116 $580128.89 HSIP (23 

U.S.C. 148)

Rural Major Collector 0 County 

Highway 

Agency

Spot Lane 

Departure
2021 Wisconsin Highway Safety Improvement Program

Page 21 of 40

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

8949-00-07 Intersection 

geometry

Add/modify 

auxiliary lanes

0.015 Miles $96408 $107120 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 0 State 

Highway 

Agency

Spot Lane 

Departure

8949-02-62 Roadway Rumble strips – 

edge or shoulder

5.189 Miles $243405 $270450 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 2,800 State 

Highway 

Agency

Spot Lane 

Departure

9180-31-60 Roadway Rumble strips – 

edge or shoulder

6.707 Miles $297004 $330004.44 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 0 State 

Highway 

Agency

Spot Lane 

Departure

9190-23-71 Roadway Rumble strips – 

edge or shoulder

3.99 Miles $182922 $203246.67 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 8,430 State 

Highway 

Agency

Spot Lane 

Departure

9566-02-71 Roadway Rumble strips – 

edge or shoulder

5.018 Miles $412287.76 $458097.51 HSIP (23 

U.S.C. 148)

Multiple/Varies Local Road or 

Street

200 Town or 

Township 

Highway 

Agency

Spot Lane 

Departure
2021 Wisconsin Highway Safety Improvement Program

Page 22 of 40

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 615 543 506 566 607 613 588 566 609

Serious Injuries 3,582 3,309 2,986 2,999 3,039 3,271 3,005 2,938 3,030

Fatality rate (per 

HMVMT)

1.040 0.910 0.840 0.910 0.950 0.940 0.890 0.850 1.060

Serious injury rate (per 

HMVMT)

6.080 5.560 4.970 4.830 4.760 5.010 4.560 4.430 5.280

Number non-motorized 

fatalities

56 48 49 73 63 65 60 70 69

Number of nonmotorized serious 

injuries

332 303 288 292 303 314 307 298 280
2021 Wisconsin Highway Safety Improvement Program

Page 23 of 40

0

100

200

300

400

500

600

700

2012 2013 2014 2015 2016 2017 2018 2019 2020

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

500

1000

1500

2000

2500

3000

3500

4000

2012 2013 2014 2015 2016 2017 2018 2019 2020

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2021 Wisconsin Highway Safety Improvement Program

Page 24 of 40

0

0.2

0.4

0.6

0.8

1

1.2

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

7

2012 2013 2014 2015 2016 2017 2018 2019 2020

Serious injury rate (per HMVMT)

Serious injury rate (per HMVMT) 5 Year Rolling Avg.
2021 Wisconsin Highway Safety Improvement Program

Page 25 of 40

Describe fatality data source.

State Motor Vehicle Crash Database

FARS data was not available for use before the HSIP annual report deadline. State fatality numbers were used 

as a baseline to estimate final FARS numbers. Historically, FARS numbers have been higher than the state 

fatality numbers. The average difference between FARS and state numbers was calculated using 2015-2019 

data.

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

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

Rural Minor Arterial

0

50

100

150

200

250

300

350

400

450

2012 2013 2014 2015 2016 2017 2018 2019 2020

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.
2021 Wisconsin Highway Safety Improvement Program

Page 26 of 40

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 Minor Collector

Rural Major Collector

Rural Local Road or 

Street

Urban Principal 

Arterial (UPA) - 

Interstate

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

Urban Principal 

Arterial (UPA) - Other

Urban Minor Arterial

Urban Minor Collector

Urban Major Collector

Urban Local Road or 

Street

City Street Urban 100.4 805.4

City Street Rural 8.2 74.4

Town Road Rural 62 335.6

County Trunk Urban 3.6 9.4

County Trunk Rural 106.2 491.2

State Highway Urban 53.6 345.4

State Highway Rural 185.8 749.4

Interstate Highway 

Urban

14.6 109.6

Interstate Highway 

Rural

28.4 136.2
2021 Wisconsin Highway Safety Improvement Program

Page 27 of 40

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

282.4 1,340.8

County Highway 

Agency

124.2 610.6

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency 156.2 1,105.2

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

Safety Performance Targets

Safety Performance Targets

Calendar Year 2022 Targets *

Number of Fatalities:584.7

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

Number of fatalities target is calculated as a 2% reduction from the most recent 5-year rolling average, which is 

the performance measure goal identified in the SHSP.
2021 Wisconsin Highway Safety Improvement Program

Page 28 of 40

Number of Serious Injuries:2995.5

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

Number of serious injuries target is calculated as a 2% reduction from the most recent 5-year rolling average, 

which is the performance measure goal identified in the SHSP.

Fatality Rate:0.919

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

Fatality rate (per HMVMT) target is calculated as a 2% reduction from the most recent 5-year rolling average, 

which is the performance measure goal identified in the SHSP.

Serious Injury Rate:4.712

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

Serious Injury Rate (per HMVMT) target is calculated as a 2% reduction from the most recent 5-year rolling 

average, which is the performance measure goal identified in the SHSP.

Total Number of Non-Motorized Fatalities and Serious Injuries:358.5

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

Total number of non-motorized fatalities and serious injuries target is calculated as a 2% reduction from the 

most recent 5-year rolling average, which is the performance measure goal identified in the SHSP.

FARS data was not available at the time of HSP target submittal. Since several HSP targets and HSIP targets 

must match exactly, all the HSIP targets were established at the same time as the HSP targets. State data was 

used to calculate the 2021 target for number of fatalities. The historical difference between state fatality data 

and FARS data was also factored in and accounted for.

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

safety performance targets. 

The HSIP is fully coordinated and integrated with the work of other organizations, associations, and 

stakeholders (e.g., law enforcement, academia, local governments, MPOs) that play a role in reducing fatalities 

and serious injuries. One of the basic foundations of the HSIP is the direct linkage between the data-driven 

priorities established in the Strategic Highway Safety Plan (SHSP) and the identification, development and 

implementation of HSIP projects. Local and regional governments alike which contribute towards achieving the 

goals and objectives of the SHSP help guide program decisions and project selections. More specifically, 

where there are a high percentage of crashes that occur off the State system, WisDOT works with local 

jurisdictions to help them develop and implement HSIP projects that address priority safety issues on locallyowned roadways. This is either done by locals doing work as local forced accounts or they are let by WisDOT. 

Stakeholders will continue to contribute to and support the goals established in the SHSP. This in turn 

encourages safety projects that meet established safety performance targets.

WisDOT coordinates with the MPOs in the establishment of the state’s annual federal safety targets reported in 

the HSIP. WisDOT shares Metropolitan Planning Area (MPA) level crash data with the MPOs for their analysis. 

MPOs establish safety targets by developing their own MPA targets or by agreeing to support WisDOT’s state 

targets. The approved MPO federal safety targets are reported to WisDOT.

Does the State want to report additional optional targets? 

No
2021 Wisconsin Highway Safety Improvement Program

Page 29 of 40

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 564.7 596.6

Number of Serious Injuries 2907.0 3056.6

Fatality Rate 0.888 0.938

Serious Injury Rate 4.585 4.808

Non-Motorized Fatalities and 

Serious Injuries

344.7 365.8

Performance targets for all five performance measure categories are not anticipated to be met based on 

available data at the time of this reporting.

Wisconsin has seen a decrease in all five of the performance measure categories in the three year span from 

2017 to 2019. However, when looking at the five-year rolling average, the targets are not anticipated to be met. 

Wisconsin uses the previous five-year rolling average to calculate targets for the upcoming year. So, targets for 

2020 were set in 2019 using data from 2014-2018. In 2014, Wisconsin was fortunate enough to see a 

historically low number of fatalities. The low number of fatalities in 2014 also lowered the five-year average for 

2014-2018. The 2020 targets are being assessed against actual data from 2016-2020, which does not include 

the low year of 2014. This is likely one contributing factor towards not meeting these targets.

Wisconsin remains committed to addressing safety on all public roads through all of its transportation safety 

programs.

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 2014 2015 2016 2017 2018 2019 2020

Number of Older Driver 

and Pedestrian Fatalities

64 99 91 92 96 102 80

Number of Older Driver 

and Pedestrian Serious 

Injuries

231 198 227 249 262 290 258
2021 Wisconsin Highway Safety Improvement Program

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Evaluation 

Program Effectiveness

How does the State measure effectiveness of the HSIP?

• Benefit/Cost Ratio

• Change in fatalities and serious injuries

While a simple change in fatal and serious injury crashes is an overall indicator of the effectiveness of the 

safety culture in the state, there are many other factors outside the scope of normal HSIP projects that 

influences. For this reason, we rely on a "before and after" Empirical Bayes Analysis of HSIP projects to 

determine their performance.

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

the State's program level evaluations.

WisDOT has contracted with the University of Wisconsin - Traffic Operations and Safety Laboratory to 

complete project evaluations for this reporting cycle. The results of these evaluations are not yet available. 

WisDOT will make the results of the evaluations available to FHWA as soon as they are completed.

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

success of the Highway Safety Improvement Program?

• # miles improved by HSIP

• HSIP Obligations

• Increased awareness of safety and data-driven process

• Increased focus on local road safety

Describe significant program changes that have occurred since the last reporting 

period.

Since the last reporting period, WisDOT has worked to improve its HSIP by implementing the following 

program changes and/or initiatives:

State System :

• Implementation of the Intersection Network Screening Spreadsheet using Level of Service of Safety 

and Potential for Safety Improvement criteria.

• Updated cross-median crash analysis 

• Begin horizontal curve analysis 

Local System :

• Increase local participation in HSIP

o Easy to access public website 

o Standard project solicitation notification message 

o Program presentations at appropriate local conferences, meetings, etc 

• Local system focused pilot program 

• Continuation of High Risk Rural Roads program 
2021 Wisconsin Highway Safety Improvement Program

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All Roads :

Complete project evaluations for past HSIP projects to determine project effectiveness and what impacts that 

may have on future programming.

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures.

Year 2020

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 311.4 1,495.4 0.49 2.35

Intersections 158.4 1,058.8 0.25 1.66

Pedestrians 51.8 220.6 0.08 0.39

Bicyclists 9.6 79.8 0.02 0.12

Older Drivers 92.2 257.2

Motorcyclists 86 528.2 0.13 0.83

Work Zones 10.8 65.8 0.02 0.1

Reduce Speed Related 

Crashes

170.4 909.2 0.27 1.43

Reduce Alcohol/DrugImpaired Driving186.8 735.8 0.29 1.16

Reduce Cross Median 

Crashes

85 290.6 0.14 0.46

Improve Safe Travel in 

Bad Weather

97.6 564.8 0.15 0.88

Improve Driver 

Alertness/Reduce Driver 

Distraction

64.8 501.6 0.1 0.78

Improve Occupant 

Protection

156 463.8 0.24 0.71
2021 Wisconsin Highway Safety Improvement Program

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0

50

100

150

200

250

300

350

Fatalities

Number of Fatalities 

5 Year Average

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020

0

200

400

600

800

1000

1200

1400

1600

Serious Injuries

Number of Serious Injuries 

5 Year Average

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020
2021 Wisconsin Highway Safety Improvement Program

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Has the State completed any countermeasure effectiveness evaluations during the 

reporting period?

No

0

0.1

0.2

0.3

0.4

0.5

0.6

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020

0

0.5

1

1.5

2

2.5

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020
2021 Wisconsin Highway Safety Improvement Program

Page 34 of 40

WisDOT has contracted with the University of Wisconsin - Traffic Operations and Safety Laboratory to 

complete project evaluations. As part of that analysis, countermeasure effectiveness can be evaluated. The 

project evaluations are nearing completion, but not yet final. WisDOT will provide the final results to FHWA 

when available.
2021 Wisconsin 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. 
2021 Wisconsin 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?

 11/07/2017

What are the years being covered by the current SHSP?

From: 2017 To: 2020

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

 2021

WisDOT was in the process of updating the SHSP by scheduling an in-person peer exchange to establish top priority emphasis areas. Due to the COVID-19 pandemic that process was delayed and later changed to an all virtual peer 

exchange.

The virtual peer exchange was conducted in the spring of 2021.

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 Wisconsin 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 7

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 65 100 1

AADT Year (80) [82] 100 65

Type of 

Governmental 

Ownership (4) [4]

100 65 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

95

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

95

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

95

Intersection/Junction 

Geometry (126) 

[116]

95

Intersection/Junction 

Traffic Control (131) 

[131]

95

AADT for Each 

Intersecting Road 

(79) [81]

95

AADT Year (80) [82] 95

Unique Approach 

Identifier (139) [129]

95

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

100 100
2021 Wisconsin Highway Safety Improvement Program

Page 38 of 40

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]

100 100

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

100 100

Ramp Length (187) 

[177]

100 100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

100 100

Roadway Type at 

End Ramp Terminal 

(199) [189]

100 100

Interchange Type 

(182) [172]

Ramp AADT (191) 

[181]

100 100

Year of Ramp AADT 

(192) [182]

100 100

Functional Class 

(19) [19]

100 100

Type of 

Governmental 

Ownership (4) [4]

100 100

Totals (Average Percent Complete): 100.00 89.00 95.00 0.00 90.91 90.91 100.00 89.00 100.00 100.00

*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.

Wisconsin already collects most of the MIRE FDEs. Based on current data collection efforts and targets, Wisconsin is on track to meet the September 30, 2026 deadline.
2021 Wisconsin Highway Safety Improvement Program

Page 39 of 40

Optional Attachments

Program Structure:

04-01-10e.pdf

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2021 Wisconsin Highway Safety Improvement Program

Page 40 of 40

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.