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NEW JERSEY

HIGHWAY SAFETY 

IMPROVEMENT PROGRAM 

2021 ANNUAL REPORT

U.S. Department ofT ransportation 

Federal Highway Administration 

Photo Source:

NJ 2020 SHSP 
2021 New Jersey 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 ........................................................................................................................................... 8

Program Structure................................................................................................................................. 8

Program Administration..................................................................................................................... 8

Program Methodology .....................................................................................................................11

Project Implementation .......................................................................................................................22

Funds Programmed.........................................................................................................................22

General Listing of Projects ..............................................................................................................26

Safety Performance ............................................................................................................................31

General Highway Safety Trends......................................................................................................31

Safety Performance Targets............................................................................................................38

Applicability of Special Rules...........................................................................................................42

Evaluation ...........................................................................................................................................44

Program Effectiveness ....................................................................................................................44

Effectiveness of Groupings or Similar Types of Improvements .......................................................45

Project Effectiveness.......................................................................................................................49

Compliance Assessment ....................................................................................................................52

Optional Attachments..........................................................................................................................55

Glossary..............................................................................................................................................56
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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 Fixing America’s Surface Transportation Act (FAST Act) continues the Highway Safety Improvement 

Program (HSIP) as a core Federal-aid program to achieve a significant reduction in traffic fatalities and serious 

injuries on all public roads, including non-State-owned public roads. HSIP requires a data-driven, strategic 

approach to improving highway safety on all public roads that focuses on performance.

The reporting period for the 2021 Annual Safety Report (ASR) is the Calendar Year (CY) from January 1, 2020 

to December 31, 2020.

Beginning in 2019, New Jersey updated the police crash report (NJTR-1) to be consistent with the federally 

required injury classifications (Killed, Suspected Serious Injury, Suspected Minor Injury, Possible Injury, and 

No Apparent Injury). As a result of this change, injuries not previously attributed to the serious injury 

classification might now be included in this number. For example, a crash victim with a broken arm that would 

have previously been classified as a Moderate Injury, is not classified as a Suspected Serious Injury. As a 

result, New Jersey saw a 116% increase in reported serious injuries in 2019 due to the changes in reporting. 

This large increase created a challenge in predicting anticipated totals for future years. 2020 was another 

unusual year, with a global pandemic and the impacts of the lockdowns. New Jersey was doubly impacted by 

the pandemic. In addition to the above mentioned MMUCC standards compliance change (Injury 

Classifications), the pandemic impacts were two fold as well – a decrease in vehicle miles traveled (VMT) and 

an increase in fatalities. New Jersey joins the other states in seeking guidance from FHWA on assessing the 

crash data for the 2020 outlier event.

Another development in CY 2020 was the communication from FHWA that New Jersey did not meet or make 

significant progress towards achieving its safety performance targets for 2019 due to the 2019 change in crash 

severity identification in the NJTR-1, in compliance with MMUCC standards. This required NJ to prepare and, 

formally, submit the HSIP Implementation Plan. NJDOT, in collaboration with the MPOs, submitted the HSIP 

Implementation Plan to the NJ FHWA Division Office on June 28, 2021.

New Jersey has analyzed roadway safety performance as described in Part 30 of this report “General Highway 

Safety Trends in the State for Past Five Years”. New Jersey’s five-year rolling average for the period of 2016-

2020 for the number of fatalities slightly trickled downward approximately 2.8% while fatality rate has increased 

by approximately 19.2%%, number of serious injuries increased by approximately 137.8%, serious injury rates 

also increased approximately 192.4% and the number of non-motorized fatalities and serious injuries 

increased approximately 131.6%. Over the same five-year period, the actual number of crashes resulting in 

fatalities and incapacitating injuries in each year has fluctuated. New Jersey’s Vehicle Miles Traveled (VMTs) 

have been increasing on an annual basis over this five year period except for 2020 which dropped significantly 

due to the pandemic.

New Jersey also finalized the update to the NJ 2015 Strategic Highway Safety Plan (SHSP). The NJ 2020 

SHSP reinforces New Jersey’s commitment to a performance based, data-driven investment strategy aligning 

with a Towards Zero Death vision. The plan was developed with extensive collaboration, participation and 

coordination with state’s safety stakeholders through a hierarchal organization structure of a Core Working 

Group, a Steering Committee, Emphasis Area Teams and the Executive Committee, in addition to robust 

public engagement through a series of Safety Summits and media presence including a user-friendly website ( 

http://www.saferoadsforallNJ.com ). NJ 2020 SHSP will support seven (7) Emphasis Areas with strategic plans 

capitalizing on the five E’s – Engineering, Education, Enforcement, Emergency Response and Equity. The 

State continues to support the goals of NJ 2020 SHSP through the HSIP apportionments for state and local 

projects, transitioning seamlessly from NJ 2015 SHSP. NJ 2020 SHSP commits to a goal of 3% annual 

reduction in five-year rolling average for fatalities and serious injuries, while sustaining the robust collaboration 

during the implementation phase of the plan.
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We continue to develop highway safety improvement projects on the basis of both crash experience and crash 

potential to reduce fatal and serious injury crashes on all public roads understanding the benefits of systemic 

evaluation and deployment which provide an expanded comprehensive and proactive approach to road safety 

efforts, constantly evaluating ways to expand the deployment of systemic safety improvements.

Furthering these efforts, New Jersey has completed and shared the inventory and assessment of horizontal 

roadway curves on all roads, collector and above, for two of our three metropolitan regions, Delaware Valley 

Regional Planning Commission (DVRPC) and South Jersey Transportation Planning Organization (SJTPO). 

Similar effort in the remaining North Jersey Transportation Planning Authority (NJTPA) metropolitan region is 

underway. NJ’s Horizontal Curve Inventory & Safety Assessment was presented at multiple seminars and 

received national acclaim.

Regional Mid-block Crosswalks Pedestrian Safety Improvements are being studied in Concept Development. 

Signal Backplates with Retroreflective Borders Program is also advancing. Coordination with our Intelligent 

Transportation System (ITS) and Bureau of Traffic Engineering (BTE) colleagues to seek advanced technology 

countermeasures for safety enhancement are continuing, such as Leading Pedestrian Intervals at signals, 

dynamic pedestrian presence detection and wrong way driving countermeasures.

In addition to exploring and developing systemic programs, New Jersey continues its effort with High Friction 

Surface Treatment (HFST) on roadway curves which experience high roadway departure crashes such as 

fixed objects and overturns. New Jersey continues to evaluate HFST installations, update the specifications 

and coordinate with our local, regional and federal partners.

In partnership with our federal and local partners, New Jersey continues its commitment to share information, 

guidance and knowledge with our safety partners through grant programs, Everyday Counts initiatives with 

Safe Transportation for Every Pedestrian (STEP – EDC-4, 5), Reducing Rural Roadway Departures in NJ 

(EDC-5), workshops, peer exchanges and increased participation in Road Safety Audits, Technical Evaluation 

Committees for selecting consultants on Capital projects and Technical Review Committees for selecting 

projects in the Local Safety Program. 

One of the important steps in a performance based program is post-evaluation of deployed assets. NJ 

completed the systemic program of installing Centerline Rumble Strips (CLRS) along state roadways through 

multiple capital projects in 2016. The 3 year post deployment data, following a 6 month normalization period, is 

being collected and analyzed. COVID impacted the submission of crash data, leading to a delay in gathering 

the post-construction crash data for the program. NJ will start reporting on our findings and results with the 

2022 HSIP Annual Safety Report.

HSIP is New Jersey’s commitment to its safety partners. Continual evaluation and improvement is key to any 

successful program. To ensure robust and continuous involvement, New Jersey hosts quarterly meetings on its 

HSIP Portfolio with senior management lead and multi-agency/divisional participation. This provides an 

opportunity for risk assessment, portfolio updates, programming information, and collaborative decision 

making. New Jersey’s HSIP model has received accolades at a national level.

Another noteworthy improvement has been in the streamlining of the Capital Project Delivery Process, 

including addition of six activities to the Network Diagram and Work Breakdown Structure (WBS) and creation 

of a Concept Development Checklist for Regional Horizontal Curve Signs Program. The activity changes have 

been submitted to NJ FHWA Division for review and approval.

Our Local Safety Program partners, the metropolitan organizations (MPOs) are a valued partner in the 

development, programming and construction of projects on our county and local roads through the HSIP Local 

Safety Program apportionments. The Local Safety Application has been revised with active participation of our 

MPO and NJ FHWA partners. Additional update of their accomplishments and efforts is presented below:
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NJTPA

The North Jersey Transportation Planning Authority (NJTPA) is the fourth largest MPO region in the nation, 

serving 6.7 million people in the 13 counties of northern New Jersey. The NJTPA continues to allocate and 

increase HSIP funding to our Subregions to address safety issues on county and local roads. The Local Safety 

Program (LSP) and the High Risk Rural Roads Program (HRRRP), which has been in place for over twelve 

years, provides funding for construction, Right of Way (ROW), and construction inspection. The Local Safety 

Engineering Assistance Program (LSEAP) has provided funding for preliminary engineering and final design 

since 2013. The Consultant Assistance with Local Safety Program Studies/Analysis began in 2019 and 

provides consultant support for the preparation of documents for application to the LSP/HRRRP bi-annual 

solicitation for projects. 

In 2020, $11.274 million in HSIP funding was authorized for design, construction and construction inspection of 

eight projects. Projects authorized for construction included $8.061 million for an 11 intersection safety 

improvement project along Bloomfield Avenue in Essex County, $1.062 million for ROW for a modern 

roundabout along a rural roadway in Monmouth County and $2.150 million for six projects to advance to final 

design including three modern roundabouts. In November, NJTPA Board of Trustees approved $104 million in 

funding for the FY 2020 LSP/HRRRP which the largest program to date. It will provide funding for improvement 

to 167 intersections, 8.9 miles of roadway and three modern roundabouts. A new Pedestrian Counts in the 

NJTPA Region effort commenced in 2020 which is a consultant-led effort to compile counts in a regional 

database which will aid multiple goals in the SHSP.

SJTPO 

The South Jersey Transportation Planning Organization (SJTPO) is the MPO serving New Jersey’s four 

southernmost counties, including Atlantic, Cape May, Cumberland, and Salem. 

SJTPO has been actively advancing safety through both planning / engineering as well as safety education 

programs focused on user behavior. More information on SJTPO’s safety education programs are available at 

www.sjtpo.org/education. Recognizing that safety needed attention beyond the $2 million annual HSIP line 

item, SJTPO in partnership with its member jurisdictions, significantly updated its Project Evaluation Process to 

add a safety focus that works to incorporate safety in all projects funded through SJTPO. That updated 

process was adopted in July 2020 and was utilized for the 2020 solicitation of projects for the FY 2022-2031 

Transportation Improvements Program (TIP). However, informally, SJTPO has been working since 2019 on 

this effort, beginning with Atlantic Avenue in Atlantic City, which was the top ranked bicycle and pedestrian 

crash corridor in the region. The request for Design funds for repaving was adjusted into a comprehensive 

safety assessment of the corridor, which is now advancing as Design for a Road Diet. 

Other ongoing safety projects include centerline rumble strips in Cape May County, High friction Surface 

Treatment in Cumberland County, five roundabout projects with two in Cape May County, two in Salem 

County, and one in Cumberland County, intersection signalization in the City of Vineland, a Regional Curve 

Inventory and Safety Assessment that was completed in partnership with DVRPC, and preparing six bicycle 

and pedestrian corridor safety projects, two each in the Cities of Bridgeton, Millville, and Vineland based on the 

current Cumberland County Bicycle and Pedestrian Safety Action Plan effort. SJTPO is providing Design 

Assistance on two complex roundabout projects in Salem County and anticipates another similar effort for 

projects coming out of the Cumberland County Bicycle and Pedestrian Safety Action Plan effort in FY2023.

DVRPC

The Delaware Valley Regional Planning Commission (DVRPC) serves four counties in southern New Jersey 

(Burlington, Camden, Gloucester and Mercer) and two cities (Camden and Trenton). DVRPC did not conduct a 

formal project application solicitation in 2020 for the Local Federal HSIP and HRRR Programs, but continued to 
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assist member counties with project advancement. During 2020, DVRPC participated in the update of the 

Local Safety Program Application with other MPOs and NJDOT and DVRPC established a new FY2022 Work 

Program project, New Jersey Local HSIP Program Assistance (2 Years) that will provide Local Safety Program 

support products to be used to satisfy the requirements of NJDOT’s Local Safety Program including application 

elements and HSM analyses. DVRPC also solicited and accepted new Local Concept Development projects 

that could potentially become HSIP funded projects. They include the following: CR 614 (Tom Brown Road), 

CR 603 (Riverton Road) and New Albany Road Intersection Improvements in Burlington County, and CR 551 

(Broadway) Elevation, Little Timber Creek to Route 130 and Erial Rd and College Drive Intersection in Camden 

County. Status of ongoing local safety TIP/STIP projects are as follows: 

• Both systemic roundabouts, one in Burlington County (CR 541/Stokes Rd. & CR 648/Willow Grove Rd.) 

and another in Camden County at (Sicklerville Road/CR 705 and Erial Road/CR 706) authorized 

Preliminary Engineering in January of 2021 and are progressing towards Final Design authorization in 

federal FY22. 

• Mt. Ephraim Avenue corridor-wide pedestrian and bicycle safety improvements in the City of Camden 

completed Local Concept Development in the spring of 2020 and is progressing towards authorization 

for Preliminary Engineering in federal FY22.

• The Mercer County Brunswick Circle Extension Roundabout at CR 583, US 206 (Princeton Ave) and 

CR 645 (Brunswick Circle Extension) is in final design and progressing towards construction 

authorization in federal FY22.

• Parkway Avenue (CR 634), Scotch Road (CR 611) to Route 31 (Pennington Road) in Mercer County 

completed Concept Development and was approved in the spring of 2020. Preliminary Engineering was 

authorized in September 2020 and is underway. The project is progressing towards Final Design 

authorization in federal FY23. 
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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. 

Under the most recent federal legislation, the FAST Act, NJ is apportioned approximately $60 million annually 

for the HSIP Program. This apportionment is distributed 50-60% to local roadways and 40-50% to state roads 

based on fatalities and serious injuries data. The local portion is distributed to the three (3) MPOs based on 

census data. Each MPO distributes HSIP funds into the different emphasis areas as described in the SHSP. 

The funds allocated to state roadways also get distributed into these different emphasis areas.

NJDOT develops an annual safety investment strategy for all HSIP funded activities and projects. The annual 

investment strategy demonstrates the linkage between the objectives of the SHSP and the projects/programs 

being developed and implemented to ensure that the focus is on the most effective safety improvements.

HSIP implementation steps for hot spot locations:

• Planning: Verify the identified location with any of the existing Safety Management System (SMS) lists

• Problem Identification: Identify the safety concerns

• Problem Screening Process: Develop the data needed for consideration of the Problem Statement by 

the Capital Program Committee (CPC).

• Concept Development: Includes the following -

1. Verify that the project’s purpose and need is consistent with the identified safety concern and NJ most 

current SHSP

2. Prepare an initial cost estimate for at least two Safety Design Alternatives

3. If the identified infrastructure improvements are greater than $250,000 in cost then a Predictive Safety 

Analysis using the (HSM) will be required

• Design, ROW and Construction

• Post Construction Evaluation

The Systemic projects follow a similar process, with the difference being the Problem Statements are planned 

based on the risk analysis or selected countermeasures. 

Where is HSIP staff located within the State DOT? 

 Planning
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How are HSIP funds allocated in a State? 

• Formula via MPOs

• SHSP Emphasis Area Data 

• Other-Network screening for high crash locations

The allocation of HSIP funds for local and state roads is based on network screening lists for high crash 

locations, or risk based analysis and countermeasure selection for systemic projects. In addition to the 

screening for the local roads (county and municipal owned roads), there is also a competitive application 

process through each MPO.

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

Local Roadways are eligible for HSIP improvements through a competitive application process through their 

respective MPOs. All Local Roadways in New Jersey are covered by one of three MPOs – NJTPA, SJTPO, or 

DVRPC. NJDOT oversees the production of network screening lists for each of the MPO regions, including 

both County and Municipal owned roadways, which assist the MPOs in prioritizing their projects.

The local Screening Lists for each MPO include: 

1. High Risk Rural Road Segment List

2. Roadway Corridor Segment List

3. Intersection List

4. Pedestrian/Bicycle Corridor Segment List

5. Pedestrian Corridor Segment List

6. Pedestrian/Bicycle Intersection List

7. Pedestrian Intersection List

The screening lists reflect NJ's commitment to address pedestrian, bicycle and intersection safety concerns in 

response to FHWA designation of NJ as a Pedestrian/Bicycle and Intersection Focus State.

The lists are shared through the MPOs with the local officials to assist in the selection of regional safety priority 

locations and develop, design and construct HSIP funded projects, improving safety along NJ's local 

roadways.

NJDOT is working with the MPOs in completing the Horizontal Curves Inventory and Safety Assessment - a 

systemic risk analysis for ALL horizontal curves on all NJ roadways with a functional classification of 'Collector' 

or above. DVRPC and SJTPO assessments are complete, and NJTPA will be complete in CY 2022. This 

analysis will allow the MPOs to develop systemic projects in their regions. 

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

Bureaus, Divisions) are involved with HSIP planning.

• Design

• Local Aid Programs Office/Division

• Operations

• Planning

• Traffic Engineering/Safety

• Other-Project Management

• Other-Environmental

• Other-ITS
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The HSIP Program is managed by the Bureau of Safety, Bicycle and Pedestrian Programs (BSBPP), which is 

part of Statewide Planning, through active and frequent coordination with internal and external stakeholders. 

Internal stakeholders include Design, Division of Local Aid, Operations, Planning, Project Management, 

Environmental, ITS, and Bureau of Traffic Engineering.

This coordination is critical for HSIP State portfolio to advance.

Describe coordination with internal partners.

NJDOT's Bureau of Safety, Bicycle & Pedestrian Programs (BSBPP), under the Assistant Commissioner of 

Planning, Multimodal and Grants Administration (PMGA) is responsible for crash analysis and program 

development. Bureau of Transportation Data Support (BTDS), also under the leadership of Assistant 

Commissioner of PMGA is responsible for gathering, verifying and sharing crash data. The Division of Project 

Management (DPM) under the Assistant Commissioner of Capital Program Management (CPM) is responsible 

for managing the generated projects through the project delivery process from Concept Development to 

Construction, seeking input from the subject matter experts in the Department. 

New Jersey's HSIP Manual identifies the process for coordination and delivery of HSIP projects for roadways 

under state jurisdiction. This manual was updated in 2016. New Jersey plans on revising the HSIP Manual and 

Implementation Guide in CY 2021. Regular meetings are conducted between PMGA and staff from DPM to 

monitor and assist as the projects move through project development to advertisement. Quarterly meetings 

with BSBPP, BTDS, DPM, Capital Investment and Program Development (CIPD), Bureau of Environmental 

Engineering and other SME's are conducted led by the Office of Assistant Commissioner, PMGA.

NJDOT supports the advancement of projects under local jurisdiction by participating in the Technical 

Assistance Team for local safety projects. The Technical Assistance Team consist of NJDOT's Safety, 

Environmental, and Local Aid staff. NJDOT's Division of Local Aid, under the Assistant Commissioner of 

PMGA is responsible for coordinating with the MPOs in the selection, authorization and oversight of projects 

implemented on the local road network.

Identify which external partners are involved with HSIP planning.

• FHWA

• Governors Highway Safety Office

• Local Government Agency 

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

Each state is mandated by the U.S. Department of Transportation to develop a Strategic Highway Safety Plan 

(SHSP) to guide the allocation of safety funding and resources to reduce highway fatalities and serious injuries 

on public roadways. A SHSP is required by the Federal Highway Administration (FHWA) Highway Safety 

Improvement Program (HSIP) as a condition to utilize federal HSIP funds. In the development of the SHSP, all 

of the external partners mentioned in the question, are involved. Only the selected external partners are 

involved in the HSIP planning process.

Describe coordination with external partners.

NJDOT coordinates with all the MPOs, Governors Highway Safety Office (Division of Highway Traffic Safety or 

DHTS) and FHWA on a regular basis. Daily phone calls, scheduled meetings or emails are the main way of 

communication. The NJ FHWA representative is always available to provide support and guidance.
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The same partners were involved in the setting of the performance safety targets.

Coordination with local government agencies is done through the MPOs. The three MPOs provide extensive 

support and assistance to their subregions in regards to their safety projects. Quarterly meetings are 

conducted between NJDOT and the MPOs to discuss any major concern and to keep track of the status of the 

projects and the funding.

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

elaborate. 

The Assistant Commissioner of Planning, Multimodal and Grants Administration (PMGA) continues to conduct 

quarterly collaboration meetings with all three MPOs, Division of Project Management PMs, along with subject 

matter experts at the NJDOT. These meetings promote partnering with a focus on safety. NJDOT’s Division of 

Local Aid coordinates with the MPOs on regular basis to ensure advancement of Local Safety Projects.

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

• Intersection

• Local Safety

• Pedestrian Safety

• Roadway Departure

• Segments

• Other-Utility Pole Mitigation

In 2019, NJDOT made a few changes to the STIP programming, organization structure and implementation 

process. The changes are highlighted inBOLD and explained below and remains the same since 2019:

2021 STIP Programming for HSIP funds:

1. Highway Safety Improvement Program Planning

2. Local Safety/High Risk Rural Roads Program

3. Motor Vehicle Crash Record Processing

4. Utility Pole Mitigation Program

5. Safety Programs

In addition, some large projects are programmed as individual line items on the STIP. These large projects are 

funded with HSIP funds but are separated from the Programs and Sub-programs due to the size of the 

projects. These projects end up picking up the leftover funds from the programs already established. This way, 

a large project doesn’t utilize the whole amount of funds designated to one program.

Furthermore, the criteria to include projects under the programs and sub-programs remains the same.

Safety Programs includes the following sub-programs:
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1. Pedestrian Improvement Program (including Bicycle Safety)

2. Intersection Improvement Program

3. Segment Improvement Program (Excluding at-intersection crashes)

4. Crash Reduction Programs for Roadway Departure and Fixed Object crashes.

Program: HRRR

Date of Program Methodology:9/16/2005

What is the justification for this program? 

• Other-HRRRP is part of Local Safety Program

What is the funding approach for this program? 

Other-HRRRP funding is part of Local Safety Funding

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Functional classification

• Other-Rural

What project identification methodology was used for this program? 

• Equivalent property damage only (EPDO 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?

• Competitive application process

• 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

Available funding:20

Ranking based on net benefit:60
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Other-Project to address established safety problem as shown through crash history, risk-based 

(systemic) :20

Total Relative Weight:100

The HRRR Program focuses on reducing fatalities. The identification of locations along rural roadways with 

safety concerns is based on the historical crash trends.

Rural roads are characterized by lower traffic volumes, leading to lesser number of crashes and an even 

smaller subset of severe crashes. Therefore, it is important for New Jersey to identify the location with a 

historical trend of high number of total crashes.

The severity of the historical trends is captured by the Equivalent Property Damage Only (ePDO) methodology.

The HRRR methodology has changed to:

Federal rules require that states define High Risk Rural Roads (HRRR) in conjunction with the NJ 2020 SHSP. 

Safety improvements on roads that meet the state’s definition of a HRRR may be eligible for federal HRRR 

Program funds. First, to be eligible as a HRRR, the road segment must have a functional classification as 

either a rural major collector, a rural minor collector, or a rural local road. In addition to the classification, to 

qualify for HRRR funds, a data-driven analysis must identify the road segment as having significant safety 

risks. The FHWA directs that each state develop its own methodology for identifying segments with significant 

safety risks with FHWA approval.

New Jersey’s approved methodology for identifying a road segment as a HRRR is that the rural road segment 

must demonstrate fatal and incapacitating injury crashes per mile higher than the average for the segment on 

rural roadways with similar geometric features (Also known as homogeneous segments, defined based on a 

variety of factors, such as functional class, speed limit, two-lane versus multilane, etc.). Rural major or minor 

collector segments and local road segments with similar roadway geometric features are referred to as peer 

groups. The number of fatal and incapacitating injuries for a particular segment are compared to the average 

number of fatal and incapacitating injuries for peer group segments within the same metropolitan planning 

organization boundary to determine if the segment in question exceeds the average for the peer group. 

Segments that exceed the average for the peer group are classified as having a significant safety risk and 

thus, a HRRR segment.

High risk locations may also be identified through means such as field reviews, safety assessments, Road 

Safety Audits, and local knowledge and experience. Using information from observations in the field can 

identify high risk locations that may not be identified through data analysis or by identifying roadway 

characteristics. High risk rural roadway characteristics that are correlated with specific severe crash types such 

as cross-section width, lack of shoulders, substandard alignment, and hazardous roadside may be considered 

for systemic improvements across multiple HRRR segments. Systemic treatments generally involve the 

widespread implementation of low-cost safety countermeasures such as rumble strips, high friction surface 

treatment on high risk curves, and back plates with retroreflective borders on traffic signals to increase 

visibility. NJDOT assessed 5,704 individual rural road segments in 2018. Of those, 41 segments were 

identified as HRRR in the South Jersey Transportation Planning Organization Region across Atlantic, Cape 

May, Cumberland, and Salem counties; 54 HRRR segments were identified in the North Jersey Transportation 

Planning Authority region across Hunterdon, Monmouth, Morris, Ocean, Somerset, Sussex, and Warren 

counties; and 17 HRRR segments were identified in the Delaware Valley Regional Planning Commission 

region across Burlington, Gloucester, Mercer, and Camden counties.

Program: Intersection

Date of Program Methodology:1/1/2015

What is the justification for this program? 
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• 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

What project identification methodology was used for this program? 

• Equivalent property damage only (EPDO 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?

How are projects under this program advanced for implementation?

• Other-Using the ranking to identify priorities, NJDOT selects and implements projects.

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

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

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

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

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

Rank of Priority Consideration

Ranking based on net benefit:1

Cost Effectiveness:1

The HSIP Programs are focused on reducing fatalities and serious injuries. The identification of a hotspot 

location is based on the historical crash trends.

Crashes are stochastic events, and the severity of the crash is dictated by variables and circumstances that 

are complex behavioral integrated models. It is hard to discern that certain locations with prevalence of severe 

crashes one year does not rank on the severity safety index the following year.

These are some of the reasons why, as safety practitioners, New Jersey chooses to identify the locations using 

all crashes. The severity of the historical trends is captured by the Equivalent Property Damage Only (EPDO) 

methodology. Our network screening lists have been revised recently to help us identify locations with high 

EPDO scores.
2021 New Jersey Highway Safety Improvement Program

Page 15 of 56

Program: Local Safety

Date of Program Methodology:9/16/2005

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

• Other-60% of NJ’s injury and fatality events occur on local roadways 

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

What project identification methodology was used for this program? 

• Equivalent property damage only (EPDO 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?

• Competitive application process

• Other-Priority given to State's focus areas

• 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

Available funding:20

Ranking based on net benefit:60

Other-Project to address established safety problem as shown through crash history, risk-based 

(systemic) analysis and/or local roadway knowledge:20

Total Relative Weight:100
2021 New Jersey Highway Safety Improvement Program

Page 16 of 56

The HSIP Programs are focused on reducing fatalities and serious injuries. The identification of a hotspot 

location is based on the historical crash trends.

Crashes are stochastic events, and the severity of the crash is dictated by variables and circumstances that 

are complex behavioral integrated models. It is hard to discern that certain locations with prevalence of severe 

crashes one year does not rank on the severity safety index the following year.

These are some of the reasons why, as safety practitioners, New Jersey chooses to identify the locations using 

all crashes. The severity of the historical trends is captured by the Equivalent Property Damage Only (EPDO) 

methodology. The local network screening lists have been revised recently to help identify locations with high 

EPDO scores.

Program: Pedestrian Safety

Date of Program Methodology:9/16/2011

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 

• Other-Pedestrian Crashes • Other-NJ is a pedestrian focus 

state

What project identification methodology was used for this program? 

• Equivalent property damage only (EPDO Crash frequency)

• Other-Pedestrian generators

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?

How are projects under this program advanced for implementation?

• Other-Using the ranking to identify priorities, NJDOT selects and implements projects.

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

selected, indicate the relative importance of each process in project prioritization. 
2021 New Jersey Highway Safety Improvement Program

Page 17 of 56

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

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

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

Rank of Priority Consideration

Ranking based on net benefit:1

Other-FHWA Ped Focus State:1

This program includes Pedestrian and Bicycle Safety.

The HSIP Programs are focused on reducing fatalities and serious injuries. The identification of a hotspot 

location is based on the historical crash trends.

Crashes are stochastic events, and the severity of the crash is dictated by variables and circumstances that 

are complex behavioral integrated models. It is hard to discern that certain locations with prevalence of severe 

crashes one year does not rank on the severity safety index the following year.

These are some of the reasons why, as safety practitioners, New Jersey chooses to identify the locations using 

all crashes. The severity of the historical trends is captured by the Equivalent Property Damage Only (EPDO) 

methodology. Our network screening lists have been revised recently to help us identify locations with high 

EPDO scores.

Program: Roadway Departure

Date of Program Methodology:9/16/2008

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 • Lane miles • Roadside features

• Other-Horizontal Curvature

What project identification methodology was used for this program? 

• Equivalent property damage only (EPDO 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?
2021 New Jersey Highway Safety Improvement Program

Page 18 of 56

How are projects under this program advanced for implementation?

• Other-Sites identified based on methodology developed for systemic treatment for roadway 

departure crashes

• Other-Using the ranking to identify priorities, NJDOT selects and implements projects 

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

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

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

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

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

Rank of Priority Consideration

Ranking based on net benefit:1

The HSIP Programs are focused on reducing fatalities and serious injuries. The identification of a hotspot 

location is based on the historical crash trends.

Crashes are stochastic events, and the severity of the crash is dictated by variables and circumstances that 

are complex behavioral integrated models. It is hard to discern that certain locations with prevalence of severe 

crashes one year does not rank on the severity safety index the following year.

These are some of the reasons why, as safety practitioners, New Jersey chooses to identify the locations using 

all crashes. The severity of the historical trends is captured by the Equivalent Property Damage Only (EPDO) 

methodology. Our network screening lists have been revised recently to help us identify locations with high 

EPDO scores.

Program: Segments

Date of Program Methodology:2/1/2016

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Volume

• Lane miles

What project identification methodology was used for this program? 

• Equivalent property damage only (EPDO Crash frequency)
2021 New Jersey Highway Safety Improvement Program

Page 19 of 56

• Other-Exposure is taken into consideration

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?

How are projects under this program advanced for implementation?

• Other-Using the ranking to identify priorities, NJDOT selects and implements projects 

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

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

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

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

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

Rank of Priority Consideration

Ranking based on net benefit:1

Cost Effectiveness:1

The HSIP Programs are focused on reducing fatalities and serious injuries. The identification of a hotspot 

location is based on the historical crash trends.

Crashes are stochastic events, and the severity of the crash is dictated by variables and circumstances that 

are complex behavioral integrated models. It is hard to discern that certain locations with prevalence of severe 

crashes one year does not rank on the severity safety index the following year.

These are some of the reasons why, as safety practitioners, New Jersey chooses to identify the locations using 

all crashes. The severity of the historical trends is captured by the Equivalent Property Damage Only (EPDO) 

methodology. Our network screening lists have been revised recently to help us identify locations with high 

EPDO scores.

Program: Other-Utility Pole Mitigation

Date of Program Methodology:10/1/2015

What is the justification for this program? 

• Other-To mitigate some of the Lane Departure crashes involving a utility pole

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 
2021 New Jersey Highway Safety Improvement Program

Page 20 of 56

• Other-Fixed Object crashes • Roadside features

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?

How are projects under this program advanced for implementation?

• Other-by ranking

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

Other-Field investigation:1

What percentage of HSIP funds address systemic improvements?

 12

 HSIP funds are used to address which of the following systemic 

improvements? 

• Other-Centerline Rumble Strips

• Other-Systemic Roundabout Pilot Program

See attached calculations in the file called "Q#16 List of Projects from Portfolio"

What process is used to identify potential countermeasures? 

• Crash data analysis

• Engineering Study

• Road Safety Assessment

• SHSP/Local road safety plan

• Stakeholder input

• Other-Data-driven safety analysis tools (HSM, CMF Clearinghouse, usRAP) 
2021 New Jersey Highway Safety Improvement Program

Page 21 of 56

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.

The HSM is a helpful tool used to assess and prioritize HSIP investments. HSM analysis quantifies safety 

performance. It is used to evaluate different safety improvement alternatives, with every effort made to select 

the alternative with benefit cost ratio greater than 1.0, subject to the constraints presented for calculating 

pedestrian safety benefits. 

The NJ HSIP Manual and Implementation Guide requires that HSM Analysis be performed and approved for at 

least three alternatives during concept development for a project to be considered for HSIP funding eligibility. 

The HSM analysis is one of the key variables in the selection of a Preliminary Preferred Alternative (PPA). 

NJDOT has developed New Jersey-specific calibration factors that are applied to currently used HSM Safety 

Performance Functions (SPF) in accordance with calibration guidance in the HSM. These calibration factors 

have been used for all HSM Analyses submitted since September 2020. Their applicability will be reviewed 

after the release of HSM, 2nd Edition.

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

elaborate.

NJDOT will initiate the revision and update of our HSIP Manual and Implementation Guide in 2021 with active 

participation of key stakeholders.

NJDOT proposes to initiate the revision of the Network Screening Lists in 2021.

Additionally, NJDOT has submitted the revised Capital Project Delivery Process that included three additional 

activities to align with the HSIP Program delivery. The following are the activities added to the Capital Project 

Delivery Process:

1. Conduct HSM Analysis 

2. HSM Analysis Review 

3. Eligibility Approval 

Additionally, a Limited Scope Concept Development (LSCD) Checklist for Regional Horizontal Curve Sign 

Program. The LSCD Checklist will help in reducing the delivery time for the horizontal curve sign projects, 

enabling NJ to build a shelf of construction ready projects.
2021 New Jersey Highway Safety Improvement Program

Page 22 of 56

Project Implementation

Funds Programmed

Reporting period for HSIP funding.

Calendar Year

The NJDOT decided to select calendar year as the reporting period to be consistent with the reporting period 

of crashes and to be more precise in the reporting of the projects that get authorized during that period. Most of 

the HSIP authorizations in the NJDOT are processed during the months of August and September and the 

report is finalized during the month of August.

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $53,760,000 $29,599,131 55.06%

HRRR Special Rule (23 

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

$3,333,210 $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 $0 $0 0%

Totals $57,093,210 $29,599,131 51.84%

Being that the reporting period is Calendar Year 2020 the programmed funds are calculated as follows:

3/4 of the programmed funds for FFY 2020 plus 1/4 of the programmed funds for FFY 2021.

Values are based on the 2020-2029 STIP.

$0.000 million has been authorized in Calendar Year 2020 under the HRRR. 

Approximately $0.050 million for CY 21 and $0.000 million for CY 22 are programmed to be authorized under 

HRRR so far.

It has been determined that the HRRR special rule does not apply to New Jersey for the 2021.

Attached are the following supporting documents:
2021 New Jersey Highway Safety Improvement Program

Page 23 of 56

1. "Q#23 List of Projects from Portfolio" showing the calculations for obligated funds for: Total HSIP, 

HRRRP, Non-infrastructure, Local projects, and Systemic improvements.

1. “Q#23 Programmed Vs Obligated Funds” showing the calculations for the Programmed funds. The file 

has two tabs.

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

safety projects?

$22,000,000

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

$14,651,607

Being that the reporting period is Calendar Year 2020, the programmed funds were calculated by taking 3⁄4 of 

the programmed funds in the STIP for the FFY 2020 plus 1⁄4 of the programmed funds for FFY 2021 as follows: 

(3/4) of the programmed funds for FFY 20 + (1/4) of the programmed funds for FFY 21 (3/4) * 22,000,000 + 

(1/4) * 22,000,000 = 22,000,000

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

$6,500,000

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

$6,781,000

The STIP Programming is based on Federal Fiscal Year (FFY) and the HSIP Annual Report is based on 

Calendar Year (CY). This creates challenges in understanding and reporting the programming.

For the purposes of calculation, the programming is reported as 3⁄4 of the programmed funds in STIP for FFY 

2020 and 1⁄4 of the programmed funds in FFY 2021. However, this does not provide a complete picture, as all

the FFY 2021 programmed funds are available for obligation in October (which is technically still CY 2020).

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?

$40,000,000

A total of $40,000,000.00 were transferred from ZS30 (HIGHWAY SAFETY IMP PROG FAST) to Z240 

(SURFACE TRANSP BLOCK GRTS-FLEX) in February 28, 2020.

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

the future.

STIP Programs Programmed amounts Vs. (Obligated amounts)

1) Highway Safety Improvement Program Planning $4.000 M ($4.02 M)
2021 New Jersey Highway Safety Improvement Program

Page 24 of 56

2) Motor Vehicle Crash Record Processing $2.500 M ($4.724 M)

3) Safety Programs $14.000 M ($8.167 M)

4) Local Safety/ High Risk Rural Roads Program $22.000 M ($14.651 M)

5) Utility Pole Mitigation $0.175 M ($0.000 M)

Usually, NJDOT has no impediments to obligate non-infrastructure funds under HSIP Planning and under 

Motor Vehicle Crash Record Processing and the year 2020 was not different in that respect.

Regarding State roadway projects, under Safety Programs and individually programmed in the STIP, some of 

them programmed for 2020 were moved to 2021 for various reasons such as

• Additional time needed to complete the HSM analysis 

• Additional time needed to complete the consultant selection 

• Pending resolution of support from the municipality 

• Slow Capital Delivery Process for bundled projects 

• Change in scope, ROW, and environmental challenges 

• Legal concerns with utility companies 

Also, under Safety Programs, last year the construction phase for the project “Route 82, Caldwell Avenue to 

Lehigh Avenue” estimated to be approximately $10.000 million programmed for 2020 was authorized in 2021, 

therefore, resulting in a big impact on the programmed funds. This situation could happen again. Since the 

safety projects implement substantive safety instead of quick fixes, some projects grow in scope and cost. 

When such projects slip to the following year, they present a challenge in portfolio management.

All the current projects under Safety Programs are hot spot selections and are required to follow the Capital 

Project Delivery Process that had no standardized activities for HSIP projects. Additionally, New Jersey is one 

of very few states who work with the utility companies and move or relocate the utilities on their projects. 

Finally, ROW, access, and environmental challenges introduce delays. Moving forward, NJDOT is taking the 

following measures to improve obligations while accounting for inherent delays in the system:

• Adding HSIP activities to the Capital Delivery Process 

• Develop a robust Systemic Program 

• Propose and progress multiple problem statements to over program funds 

• Review HSIP eligibility for non-traditional safety projects such as ITS 

Local projects usually do not have major impediments to fully obligate the apportioned HSIP funds. However, 

2020 was unusual, largely due to the pandemic. In 2020 some local projects were deferred due different 

reasons such as ROW acquisition delay, long time processing CED approval, a County needed to acquire 

approximately 40 ROEs for sidewalk/curb ramp improvements, and Newark and Jersey City experienced some 

delays. NJTPA uses approximately 80% of the local safety funds and often has projects on the shelf to fill the 

gap left by projects moved to the following year. However, in 2020 this was not the case. NJTPA and NJDOT 

expect the obligation rate to get better by 2022, accounting for the continuing impacts of the pandemic in 2021. 

The Utility Pole Mitigation Program authorized none of its programmed funds in 2020. As mentioned earlier, 

NJDOT and the DAG’s Office are coordinating with utility companies and FHWA to address the concerns and it 

is expected that the disagreements will end soon.

New Jersey did not meet or make significant progress in meeting its 2019 safety targets requiring NJDOT to 

develop and submit HSIP Implementation Plan to FHWA. While working on the 2021 ASR, NJDOT was also 
2021 New Jersey Highway Safety Improvement Program

Page 25 of 56

developing the HSIP Implementation Plan. As part of the HSIP Implementation Plan, NJDOT outlined Program 

Opportunities and HSIP Action Plan for FFY 2022. Some of the opportunities outlined in the HSIP 

Implementation Plan include the following:

• Educate internal and external partners on the Safe System Approach. 

• Increase the implementation of pedestrian and bicycle infrastructure projects with a focus on 

underserved communities.

• Streamline BSBPP proactive assistance to DPM and MPOs with the consultant selection process on 

HSIP-funded projects to increase the efficiency and programming of projects, both in time and cost.

• Procure and manage consultant services for the Safety Resource Center to continue to implement and 

evaluate the NJ 2020 SHSP.

• Conduct Annual Summits to update stakeholders on the status and progress of the SHSP actions and 

goals while maintaining partnerships for future plans and initiatives.

Attached is a copy of the 2021 HSIP Implementation Plan.
 

 

 

 

 

 

 

 

 

 

 

 

2021 New Jersey Highway Safety Improvement Program 

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 

2021 MV 

Crash 

Records -

Planning 

$4724000 $4724000 HSIP (23 

U.S.C. 148) 

0 Statewide 

Planning 

Statewide 

Planning 

2021 Staff 

Work 

Program -

Safety -

Planning 

$2057000 $2057000 HSIP (23 

U.S.C. 148) 

0 Statewide 

Planning 

Statewide 

Planning 

Int. Imp. 

Program & 

Safety 

Corridor Prog 

with ROW -

South (five 

intersections) 

- ROW 

Intersection 

traffic control 

Intersection traffic control -

other 

5 Intersections $1225884 $1225884 HSIP (23 

U.S.C. 148) 

Urban Multiple/Varies 0 State 

Highway 

Agency 

Spot Intersections Improve the 

visibility of traffic 

signals. Improve 

pedestrian 

operations. 

Improve signs, 

pavement 

markings. 

Intersection 

Improvement 

Program, 

Contract 

2017-1 (three 

intersections) 

- CON 

Intersection 

traffic control 

Intersection traffic control -

other 

3 Intersections $2701000 $2701000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 0 State 

Highway 

Agency 

Spot Intersections Improve 

signalized and 

unsignalized 

intersections that 

are at high risk for 

pedestrian 

fatalities and 

serious injuries. 

NJ 7 , Mill St 

(CR 672) to 

Park Ave 

(CR 646) -

FD 

Roadway Roadway narrowing (road 

diet, roadway 

reconfiguration) 

1.25 Miles $1766640 $1766640 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 15,101 30 State 

Highway 

Agency 

Spot Pedestrians Improve 

pedestrian and 

bicyclist visibility 

and operations at 

signalized 

intersections. 

Implement Road 

Diet. Improve 

lighting. 

Route 15 & 

Berkshire 

Valley Road 

(CR 699) -

ROW 

Intersection 

traffic control 

Intersection traffic control -

other 

1 Intersections $976000 $976000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 55,520 55 State 

Highway 

Agency 

Spot Intersections Focus efforts to 

reduce right angle 

and left turn 

crashes at highrisk signalized 

and unsignalized 

intersections on 

all roads. 

Page 26 of 56 
 

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 

 

 

 

 

 

2021 New Jersey Highway Safety Improvement Program 

Route US 30 

and Mill 

Road (CR 

651) - CON 

Intersection 

traffic control 

Modify traffic signal – 

modernization/replacement 

1 Intersections $1497000 $1497000 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther Freeways & 

Expressways 

29,502 45 State 

Highway 

Agency 

Spot Intersections Improve the 

visibility of traffic 

signals and 

pedestrians. 

Improve 

geometry/layout. 

Improve signs, 

pavement 

markings, overall 

lighting. 

Cape May 

County 

Centerline 

Rumble Strip 

Project -

CON 

Roadway Rumble strips – center 34.27 Miles $852000 $852000 HSIP (23 

U.S.C. 148) 

Multiple/Varies Multiple/Varies 0 County 

Highway 

Agency 

Systemic Roadway 

Departure 

assist road 

owners in 

implementing 

countermeasures 

and the latest 

safety hardware 

CR 583, US 

206 

(Princeton 

Ave) and 

Brunswick 

Circle 

extension -

FD 

Intersection 

traffic control 

Modify control – Modern 

Roundabout 

1 Intersections $300000 $300000 HSIP (23 

U.S.C. 148) 

Urban Local Road or 

Street 

23,067 25 County 

Highway 

Agency 

Spot Intersections Install roundabout 

Essex – 

Bloomfield 

Avenue (CR 

603) from 

North/South 

Mountain 

Avenue to 

Maple 

Avenue -

CON 

Intersection 

traffic control 

Modify traffic signal – 

modernization/replacement 

11 Intersections $8061184 $8061184 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 14,400 25 County 

Highway 

Agency 

Spot Intersections Improve visibility 

of traffic signals: 

12" heads placed 

over lanes, 

dedicated and 

aligning left-turn 

lanes, pedestrian 

increased walk 

times 

Essex -

Roundabout 

- Walnut St & 

West Hobart 

Gap Rd -

Livingston -

FD 

Intersection 

traffic control 

Modify control – Modern 

Roundabout 

1 Intersections $261468 $261468 HSIP (23 

U.S.C. 148) 

Urban Minor Arterial 9,200 45 County 

Highway 

Agency 

Systemic Intersections Modern 

roundabout 

Five Points 

Roundabout 

- FD 

Intersection 

traffic control 

Modify control – Modern 

Roundabout 

1 Intersections $175000 $175000 HSIP (23 

U.S.C. 148) 

Rural Local Road or 

Street 

2,300 25 County 

Highway 

Agency 

Systemic Intersections Focus efforts to 

reduce right angle 

and left turn 

crashes at highrisk signalized 

and unsignalized 

intersections on 

all roads. 

Page 27 of 56 
 

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 

 

 

 

 

 

 

 

 

 

 

 

2021 New Jersey Highway Safety Improvement Program 

Garden Road 

& Mill Road 

Traffic 

Signalization 

- ROW 

Intersection 

traffic control 

Modify control – new traffic 

signal 

1 Intersections $263000 $263000 HSIP (23 

U.S.C. 148) 

Urban Major Collector 10,213 45 City or 

Municipal 

Highway 

Agency 

Spot Intersections Focus efforts to 

reduce right angle 

and left turn 

crashes at highrisk signalized 

and unsignalized 

intersections on 

all roads. 

HRRRMonmouth -

Stage coach 

Road (CR 

524), 

corridor, 

HFST, safety 

edge, 

chevron 

signs, 

(HRRR) -

Phase II - FD 

Roadway Pavement surface – high 

friction surface 

0.6 Miles $247000 $247000 HSIP (23 

U.S.C. 148) 

Rural Major Collector 2,450 50 County 

Highway 

Agency 

Spot Lane 

Departure 

Implement 

shoulder and 

centerline rumble 

strips, reflective 

pavement 

markers, HSFT, 

8" edgeline, 

chevron signs 

Hudson - JF 

Kennedy 

Boulevard 

(CR 501) and 

Paterson 

Plank Road -

2 corridors -

FD 

Intersection 

traffic control 

Modify traffic signal – 

modernization/replacement 

41 Intersections $882264 $882264 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 24,000 25 County 

Highway 

Agency 

Spot Intersections Improve visibility 

of traffic signals, 

Improve 

pedestrian/bicycle 

visibility, 

protected bike 

lanes with bike 

signal (2 blocks) 

Hudson - JF 

Kennedy 

Boulevard 

(CR 501) 

from Sip to 

Bergen Ave -

5 

intersections 

-Phase II -

FD 

Intersection 

traffic control 

Modify traffic signal – 

modernization/replacement 

5 Intersections $391525 $391525 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther Freeways & 

Expressways 

24,000 25 County 

Highway 

Agency 

Spot Intersections Improve visibility 

of traffic signals, 

Improve 

pedestrian/bicycle 

visibility, LPIs, 

protected bike 

lanes (2 blocks) 

Monmouth -

Roundabout 

Stage Coach 

Road (CR 

524) -

Millstone Rd, 

Paint Island 

Spring Rd -

ROW 

Intersection 

traffic control 

Modify control – Modern 

Roundabout 

1 Intersections $1062000 $1062000 HSIP (23 

U.S.C. 148) 

Rural Major Collector 2,000 50 County 

Highway 

Agency 

Systemic Intersections Modern 

roundabout 

Newark -

Roundabout 

Intersection 

traffic control 

Modify control – Modern 

Roundabout 

1 Intersections $155909 $155909 HSIP (23 

U.S.C. 148) 

Urban Local Road or 

Street 

8,000 25 City or 

Municipal 

Systemic Intersections Modern 

roundabout 

Page 28 of 56 
 

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 

 

 

 

 

 

 

 

2021 New Jersey Highway Safety Improvement Program 

- Backus St, 

Chestnut St, 

Wheeler 

Point Rd, 

Elm Rd, 

Gothard St, 

Denbigh StIronbound -

FD 

Highway 

Agency 

Parkway 

Avenue (CR 

634), Scotch 

Road (CR 

611) to Route 

31 

(Pennington 

Road) - PE 

Pedestrians and 

bicyclists 

Medians and pedestrian 

refuge areas 

2.2 Miles $1026000 $1026000 HSIP (23 

U.S.C. 148) 

Urban Local Road or 

Street 

10,899 40 County 

Highway 

Agency 

Spot Pedestrians 

and 

Bicyclists 

implement road 

diet 

Passaic -

Roundabout 

- North 

Haledon Ave 

& 

Manchester 

Ave - North 

Haledon - FD 

Intersection 

traffic control 

Modify control – Modern 

Roundabout 

1 Intersections $212257 $212257 HSIP (23 

U.S.C. 148) 

Urban Local Road or 

Street 

2,100 25 County 

Highway 

Agency 

Systemic Intersections Modern 

roundabout 

Roundabout 

at CR 541 

(Stokes Rd) 

and CR 648 

(Willow 

Grove Rd), 

Shamong 

Twp - PE 

Intersection 

traffic control 

Modify control – Modern 

Roundabout 

1 Intersections $281000 $281000 HSIP (23 

U.S.C. 148) 

Rural Local Road or 

Street 

2,205 50 County 

Highway 

Agency 

Systemic Intersections Install roundabout 

Salem 

County 

Roundabout 

(Six Points) -

FD 

Intersection 

traffic control 

Modify control – Modern 

Roundabout 

1 Intersections $182000 $182000 HSIP (23 

U.S.C. 148) 

Rural Local Road or 

Street 

2,464 50 County 

Highway 

Agency 

Systemic Intersections Focus efforts to 

reduce right angle 

and left turn 

crashes at highrisk signalized 

and unsignalized 

intersections on 

all roads. 

Sicklerville 

Road (CR 

705) and 

Erial Road 

(CR 706) 

Systemic 

Roundabout 

- PE 

Intersection 

traffic control 

Modify control – Modern 

Roundabout 

1 Intersections $299000 $299000 HSIP (23 

U.S.C. 148) 

Urban Local Road or 

Street 

12,948 45 County 

Highway 

Agency 

Systemic Intersections Install roundabout 

Page 29 of 56 
2021 New Jersey Highway Safety Improvement Program

Page 30 of 56

Attached is a file called "Q#29 List of projects from Portfolio" with calculations for:

• Total HSIP authorizations 

• HRRRP authorizations 

• Non-infrastructure authorizations 

• Local authorizations 

• Systemic authorizations 

• State roadway authorizations (CPM) 

HSIP Project cost = HSIP authorization amount that occurred in calendar year 2020 for the phase being reported

TOTAL Project cost = Total authorization amount that occurred in calendar year 2020 including other funds used for the phase being reported.

In this case, all HSIP Project cost = TOTAL Project cost.

Some cells are blank because have multiple answers or because the question does not apply for the listed authorization.

Non-Federal Match – Toll Credit

Toll Credits were created in the Transportation Equity Act for the 21st Century(TEA-21), and are to be used as credits toward the non-federal matching share of programs authorized by Title 23 (except for the emergency relief program) 

and for transit programs authorized by Chapter 53 of Title 49.

The amount of credit earned is based on revenues generated by the toll authority (i.e., toll receipts, concession sales, right-of-way leases or interest), including borrowed funds (i.e., bonds, loans) supported by this revenue stream, that 

are used by the toll authority to build, improve or maintain highways, bridges and/or tunnels that serve interstate commerce. The federal government has allowed state and local governments to use toll credits as part of the local matching 

funds in regard to transit grants. This allowance results from the recognition that different modes of transportation are interconnected. Capital expenditures to reduce congestion in a particular corridor benefit all modes of transportation in 

that corridor, be they automobiles, transit buses, or a rail system.

With the assumption that federal funds apportionments will continue to remain flat and a steady or increasing request for additional credits will continue, there is an expectation for the available balance of toll credits to accrue over the next 

10 years. With new credits outpacing usage, New Jersey expects to have sufficient toll credits to continue to utilize the soft match of federal funds over the entire 10 year plan.
2021 New Jersey Highway Safety Improvement Program

Page 31 of 56

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 589 542 556 561 602 624 563 559 585

Serious Injuries 1,281 1,134 990 1,138 1,019 1,137 1,284 3,047 2,423

Fatality rate (per 

HMVMT)

0.790 0.730 0.740 0.740 0.780 0.810 0.730 0.710 0.930

Serious injury rate (per 

HMVMT)

1.730 1.520 1.320 1.510 1.320 1.470 1.660 3.900 3.860

Number non-motorized 

fatalities

170 143 179 188 181 200 191 188 197

Number of nonmotorized serious 

injuries

281 209 179 205 205 202 234 630 697
2021 New Jersey Highway Safety Improvement Program

Page 32 of 56

500

520

540

560

580

600

620

640

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities 5 Year Rolling Avg.

Annual Fatalities

0

500

1000

1500

2000

2500

3000

3500

2012 2013 2014 2015 2016 2017 2018 2019 2020

Serious Injuries 5 Year Rolling Avg.

Annual Serious Injuries
2021 New Jersey Highway Safety Improvement Program

Page 33 of 56

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatality rate (per HMVMT) 5 Year Rolling Avg.

Fatality rate (per HMVMT)

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

2012 2013 2014 2015 2016 2017 2018 2019 2020

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

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

Page 34 of 56

1. VMTs for 2020 are not available. 2020 is estimated based on FHWA Traffic Volume Trends . Note that 2012 

& 2016 are adjusted for Leap Years (366 days).

2. 2010-2019 Number of Fatalities is based on available FARS data as of 4/23/2021.

3. 2020 Number of Fatalities are based on available NJ State Police Fatal Accident Investigation Unit as of 

3/31/2021.

4. 2010-2018 Number of Serious Injuries is based on available NJDOT data (DOT-ARD database) as of 

3/29/2020. 2019 Number of Serious Injuries is based on available NJDOT data (DOT-ARD database) as of 

3/31/2021. 2020 numbers are estimated based on calculations using available data including Number of 

Serious Injuries available NJDOT data (DOT-ARD database) as of 3/31/2021.

Describe fatality data source.

FARS

For Functional Classification and Ownership: Fatalities for 2015-2019 are from FARS and fatalities for 2020 

are from NJDOT-ARD.

For Emphasis Areas: All fatalities are from NJDOT-ARD except the following:

• For “Ped-Bike” and “Older Driver” fatalities for 2015-2019 are from FARS and fatalities for 2020 are 

from NJSP.

• For “Motorcycle” and “Young Drivers” and “Work Zone”: fatalities for 2015-2019 are from FARS and 

fatalities for 2020 are from ARD.

For General Trends and Safety Performance Target calculations:

0

100

200

300

400

500

600

700

800

900

1000

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities Serious Injuries 5 Year Rolling Avg.

Non Motorized Fatalities and Serious Injuries
2021 New Jersey Highway Safety Improvement Program

Page 35 of 56

2010-2019 Number of Fatalities is based on available FARS data as of 4/23/2021.

2020 Number of Fatalities are based on available NJ State Police Fatal Accident Investigation Unit as of 

3/31/2021.

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

6.6 13 0.56 1.16

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

5.2 5.2 1.13 1.13

Rural Principal 

Arterial (RPA) - Other

8.6 21.4 1.26 3.2

Rural Minor Arterial 11.6 20.2 1.78 3.09

Rural Minor Collector 1.8 6.8 1.12 4.2

Rural Major Collector 17.4 33 2.14 4.16

Rural Local Road or 

Street

14 12.6 1.66 1.55

Urban Principal 

Arterial (UPA) - 

Interstate

55.8 110 0.38 0.75

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

55 113.6 0.44 0.93

Urban Principal 

Arterial (UPA) - Other

184.6 462.6 1.17 2.95

Urban Minor Arterial 114 392.8 1.03 3.56

Urban Minor Collector 3.4 10 0.5 1.53

Urban Major Collector 35.4 129.6 0.79 2.87

Urban Local Road or 

Street

50.6 110.8 0.46 1.04

Not a HPMS 

Reportable Trafficway

2.8
2021 New Jersey Highway Safety Improvement Program

Page 36 of 56

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)

Not a HPMS 

Reportable Trafficway
2021 New Jersey Highway Safety Improvement Program

Page 37 of 56

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

249.2 559 0.84 1.9

County Highway 

Agency

168.8 544.6 1.16 3.77

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

96.2 241.8 1.89 4.77

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency 1.8 0.6 0.98 0.3

Private (Other than 

Railroad)

Railroad

State Toll Authority 51 82.8 0.38 0.62

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

Other 1.8 0.2 0.01 0

Functional Classification:

Fatalities for 2015-2019 are from FARS. Fatalities for 2020 are from NJDOT-ARD.

Serious injuries for 2015-2020 are from NJDOT-ARD.

Fatalities and Serious Injuries for 2018-2019 have been updated.
2021 New Jersey Highway Safety Improvement Program

Page 38 of 56

Functional Class categories rely on crashes having milepost information, any crash that does not have this 

information is excluded.

2020 VMT data provided by NJDOT on July 2, 2021.

Ownership:

Fatalities for 2015-2019 are from FARS. Fatalities for 2020 are from NJDOT-ARD.

Serious injuries for 2015-2020 are from NJDOT-ARD.

Fatalities and Serious Injuries for 2018-2019 have been updated.

Because the Jurisdiction categories rely on crashes having milepost information, any crash that does not have 

this information is excluded.

2020 VMT data provided by NJDOT on July 2, 2021.

Provide additional discussion related to general highway safety trends.

NJ wants to highlight the anomalous traffic patterns, data gaps and the models being rendered unusable in 

2020, continuing the trend from 2019 Serious Injury Reporting change in 2019. Combined these two years are 

considered outlier events. We are seeking guidance from FHWA on how to present and use these years, 

especially 2020, moving forward.

Safety Performance Targets

Safety Performance Targets

Calendar Year 2022 Targets *

Number of Fatalities:565.0

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

2010-2019 Number of Fatalities is based on available FARS data as of 4/23/2021.

2020 Number of Fatalities is based on available NJ State Police Fatal Accident Investigation Unit as of 

3/31/2021.

With guidance from the 2020 NJ SHSP, NJ established 3.0% annual reduction of fatalities.

Number of Serious Injuries:2537.2

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

2010-2018 Number of Serious Injuries is based on available NJDOT data (DOT-ARD database) as of 

3/29/2020. 

2019 Number of Serious Injuries is based on available NJDOT data (DOT-ARD database) as of 3/31/2021.
2021 New Jersey Highway Safety Improvement Program

Page 39 of 56

2020 numbers are estimated based on calculations using available data including Number of Serious Injuries 

available NJDOT data (DOT-ARD database) as of 3/31/2021.

The serious injury targets are projected to be 3.0% annual reductions on a weighted non-COVID related 

serious injury numbers. 

Fatality Rate:0.766

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

The VMTs were also weighted using the FHWA COVID data, and the projections based on INRIX reporting of 

the daily percent traffic based on 2019 volumetric data.

A 3.0% annual reduction is projected for fatality rate target.

Serious Injury Rate:3.440

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

The VMTs were also weighted using the FHWA COVID data, and the projections based on INRIX reporting of 

the daily percent traffic based on 2019 volumetric data.

A 3.0% annual reduction is projected for serious injury rate target.

Total Number of Non-Motorized Fatalities and Serious Injuries:754.1

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

VMTs for 2020, 2021 & 2022 are not available. 2020 is estimated based on FHWA Traffic Volume Trends 

(https://www.fhwa.dot.gov/policyinformation/travel_monitoring/tvt.cfm ). 

For 2021 and 2022, the team reviewed the INRIX volumetric factor trends (passenger VMT to historical 

passenger VMT) for 2020 to April 2021 and decided, due to the anomalies in the data, to assign a weight to 

each quarter for 2021 for an overall VMT of 95% of 2019; and CY 2022 VMT to be equal to 2019.

A 3.0% annual reduction is projected for non-motorized fatalities and serious injuries target.

Note that 2012 & 2016 VMTs are adjusted for Leap Years (366 days).

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

safety performance targets. 

The NJDOT took the lead to establish the five safety performance targets. Several meetings with the MPOs 

and DHTS took place during the process. The New Jersey Division FHWA Safety Engineer also attended 

these meetings and offered input in an advisory capacity. Throughout the process, the NJDOT coordinated 

with MPOs and DHTS to: 

a) share data for the measures 

b) develop and discuss methods to set statewide targets

c) discuss preliminary targets using the methodology that was agreed upon in earlier meetings

The targets submitted have the concurrence of DHTS, MPOs and NJDOT leadership.
2021 New Jersey Highway Safety Improvement Program

Page 40 of 56

Does the State want to report additional optional targets? 

No

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

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

reasons for differences in the actual outcomes and targets.

PERFORMANCE MEASURES TARGETS ACTUALS

Number of Fatalities 582.8 586.6

Number of Serious Injuries 1167.9 1782.0

Fatality Rate 0.744 0.792

Serious Injury Rate 1.489 2.442

Non-Motorized Fatalities and 

Serious Injuries

407.9 585.0

This year was anomalous year because of the Pandemic. Any projections and models were rendered unusable 

compounding the impacts of the change in reporting serious injuries on the New Jersey police reports. 

The attached excel file called "Progress meeting 2020 SPT" describes the progress toward meeting the State's 

2020 Safety Performance Targets.

NJDOT’s target setting process included coordination with NJ’s three Metropolitan Planning Organizations 

(MPOs) and FHWA’s NJ Division Office, along with NJ’s Division of Highway Traffic Safety (DHTS) to ensure a 

consistent approach for target setting. The identified targets reflect coordination and collaboration with NJ’s 

Governor’s Highway Safety Representative. The selected targets for number of fatalities, fatality rates, and 

number of serious injuries are consistent with the targets which will be reported in NJ’s Highway Safety Plan by 

the Division of Highway Traffic Safety.

The targets were established after careful consideration of previous trends (statistical forecasting to predict 

probable outcomes), recently built projects and the current socioeconomic environment. The targets are based 

on five year rolling average values and are reported to satisfy federal requirements with the understanding that 

New Jersey’s safety vision is to achieve zero deaths on all public roads. This long-term safety vision requires 

time to change attitudes and behaviors and to construct infrastructure improvements to reduce the frequency 

and severity of crashes.

Number of Fatalities: 

Outcome: 586.6

Target: 582.8

The target was not met. The outcome was with 0.65% greater than the target.

Fatality Rate: 

Outcome: 0.792
2021 New Jersey Highway Safety Improvement Program

Page 41 of 56

Target: 0.744

The target was not met. The outcome was with 6.45% greater than the target.

Number of Serious Injuries: 

Outcome: 1782.0

Target: 1167.9

Baseline: 1110.8 (submitted in 2019 ASR)

The target was not met and the outcome was not better than baseline. The outcome was with 52.6% greater 

than the target and 60.42% greater than the baseline.

Serious Injury Rate: 

Outcome: 2.442

Target: 1.489

Baseline: 1.449

The target was not met and the outcome was not better than the baseline. The outcome was 64.0% greater 

than the target and 68.53% greater than the baseline.

Number of Non-Motorized Fatalities and Serious Injuries:

Outcome: 585.0

Target: 407.9

Baseline: 392.7

The target was not met and the outcome was not better than the baseline. The outcome was 43.42% greater 

than the target and 48.97% greater than the baseline.

The five year rolling average targets above, incorporating serious injuries, indicate a large increase. This is a 

result of a large spike in reported serious injuries in 2019 crashes. Beginning in 2019, New Jersey updated the 

police crash report to be consistent with the federally required injury classifications (Killed, Suspected Serious 

Injury, Suspected Minor Injury, Possible Injury, and No Apparent Injury). As a result of this change, injuries not 

previously attributed to the serious injury classification are now included in this number. For example, a crash 

victim with a broken arm that would have previously been classified as a Moderate injury, is now classified as 

Suspected Serious Injury. As a result, New Jersey saw an 88.71% increase in reported serious injuries in 2020 

compared to 2018 due to the changes in reporting in 2019. This large increase creates a challenge in 

predicting anticipated totals for future years. New Jersey expects the five year rolling average to increase over 

the next few years until the data stabilizes.
2021 New Jersey Highway Safety Improvement Program

Page 42 of 56

Applicability of Special Rules

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

No

$0.000 million has been authorized in Calendar Year 2020 under the HRRR. 

Approximately $0.050 million for CY 21 and $0.000 million for CY 22 are programmed to be authorized under 

HRRR so far. 

It has been determined that the HRRR special rule does not apply to New Jersey for the 2021.

The HRRR methodology changed to: Federal rules require that states define High Risk Rural Roads (HRRR) in 

conjunction with the NJ 2020 SHSP. Safety improvements on roads that meet the state’s definition of a HRRR 

may be eligible for federal HRRR Program funds. First, to be eligible as a HRRR, the road segment must have 

a functional classification as either a rural major collector, a rural minor collector, or a rural local road. In 

addition to the classification, to qualify for HRRR funds, a data-driven analysis must identify the road segment 

as having significant safety risks. The FHWA directs that each state develop its own methodology for 

identifying segments with significant safety risks with FHWA approval. New Jersey’s approved methodology for 

identifying a road segment as a HRRR is that the rural road segment must demonstrate fatal and 

incapacitating injury crashes per mile higher than the average for the segment on rural roadways with similar 

geometric features (Also known as homogeneous segments, defined based on a variety of factors, such as 

functional class, speed limit, two-lane versus multilane, etc.). Rural major or minor collector segments and local 

road segments with similar roadway geometric features are referred to as peer groups. The number of fatal 

and incapacitating injuries for a particular segment are compared to the average number of fatal and 

incapacitating injuries for peer group segments within the same metropolitan planning organization boundary to 

determine if the segment in question exceeds the average for the peer group. Segments that exceed the 

average for the peer group are classified as having a significant safety risk and thus, a HRRR segment.

High risk locations may also be identified through means such as field reviews, safety assessments, Road 

Safety Audits, and local knowledge and experience. Using information from observations in the field can 

identify high risk locations that may not be identified through data analysis or by identifying roadway 

characteristics. High risk rural roadway characteristics that are correlated with specific severe crash types such 

as cross-section width, lack of shoulders, substandard alignment, and hazardous roadside may be considered 

for systemic improvements across multiple HRRR segments.

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

75 84 86 95 103 88 81

Number of Older Driver 

and Pedestrian Serious 

Injuries

111 140 102 119 148 347 182

2014-2019 Drivers and Pedestrians Fatalities are from FARS.
2021 New Jersey Highway Safety Improvement Program

Page 43 of 56

2020 Drivers Fatalities are from 2020 NJSP Fatal report.

2014-2020 Drivers and Pedestrian Serious Injuries are from NJDOT-ARD database.

2014-2020 Pedestrian SI counts are updated using a more accurate query. 

Driver counts are of drivers only; excludes all other persons involved in the crash (pedestrian, occupants, etc.). 

Pedestrian counts are of pedestrians and cyclists who were involved in a crash that has an older driver. 

Older Driver and Pedestrian Special Rule applies to NJ in Federal Fiscal Year 2021. 

NJ 2020 SHSP, Other Vulnerable Road Users team has been informed of the Special Rule for Older Drivers 

and Pedestrians to be consider in the development of their action plans. NJDOT will try to incorporate older 

drivers into the current 2020 SHSP emphasis areas. However, it is required that the Special Rule be 

incorporated in the following update, which will be 2025 NJ SHSP.

See attached memo called “Q#39 - FFY 21 Older Drivers and Pedestrians"
2021 New Jersey Highway Safety Improvement Program

Page 44 of 56

Evaluation 

Program Effectiveness

How does the State measure effectiveness of the HSIP?

• Benefit/Cost Ratio

• Change in fatalities and serious injuries

• Economic Effectiveness (cost per crash reduced)

• Lives saved

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

the State's program level evaluations.

NJDOT currently evaluates the safety projects funded by HSIP based on before and after crash data and the 

Benefit Cost Ratio. The HSIP Safety Performance Targets charts, which includes fatalities, serious injuries and 

their rates, gives us an idea how New Jersey is performing in the area of traffic and pedestrian safety. 

NJDOT, with assistance from the FHWA, has begun planning an evaluation effort to improve their HSIP 

evaluation process. The evaluation effort will be conducted to provide direction and improve decisions and 

processes to NJDOT’s HSIP evaluation process of countermeasures, projects and programs.

NJDOT updates the HSIP Portfolio quarterly, tracking the projects within the program in terms of authorizations 

and delivery. The HSIP Program will be evaluated using the following metrics, starting 2021:

1. Return on Investment – Post-deployment Benefit Cost Evaluation (Systemic Programs funded by HSIP)

2. HSIP Funding Assessment (Dashboard) – Obligated vs. Authorized funds

3. Construction of projects initiated through the HSIP portfolio (Dashboard) – using HSIP or other funds

See attached information from the Dashboard.

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

success of the Highway Safety Improvement Program?

• # RSAs completed

• HSIP Obligations

• Increased awareness of safety and data-driven process

• Increased focus on local road safety

• More systemic programs

Explanation: 

• RSAs completed – Measured by the number of RSAs completed

• HSIP Obligations – Comparing the HSIP obligations each year

• Increased awareness of safety and data-driven process – Number of training classes, conferences and 

webinars

• Increased focus on local road safety – Number of trainings on Local Safety Application, revision of the local 

safety application, participation in Local Safety Application Technical Review Committees, Number of HSM
2021 New Jersey Highway Safety Improvement Program

Page 45 of 56

Analysis reviewed for the local applications

• More systemic programs – Comparing the number of Systemic Programs initiated each year.

Describe significant program changes that have occurred since the last reporting 

period.

A noteworthy improvement has been in the streamlining of the Capital Project Delivery Process, including 

addition of six activities to the Network Diagram and Work Breakdown Structure (WBS) and the creation of a 

Concept Development Checklist for Regional Horizontal Curve Signs Program. These activities have been 

submitted to NJ FHWA Division for review and approval while the CD checklist has been approved.

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)

Lane Departure 295 781 0.39 1.05

Intersections 150.8 574 0.2 0.77

DV - Aggressive Driving 209.4 715.8 0.28 0.96

DV - Drowsy & 

Distracted

193.4 712.8 0.26 0.95

DV - Unbelted Vehicle 

Occupants

125 254.4 0.17 0.34

DV - Impaired Driving 86.4 238.6 0.11 0.32

DV - Unlicensed Drivers 84.8 240.8 0.11 0.32

DV - Heavy Vehicle 70.2 116.6 0.09 0.16

Ped/Bike 191.4 315.8 0.26 0.42

OVRU - Older Drivers 81.4 133.2 0.11 0.18

OVRU - Motorcycle 71.4 194.6 0.09 0.26

OVRU - Young Drivers 28.6 76.6 0.04 0.1

OVRU - Work Zone 7.8 21.6 0.01 0.03
2021 New Jersey Highway Safety Improvement Program

Page 46 of 56

350

300

250

200

150

100

50

0

estiiltaaF

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

Number of Fatalities 

5 Year Average

0

100

200

300

400

500

600

700

800

900

Serious Injuries

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

Number of Serious Injuries 

5 Year Average
2021 New Jersey Highway Safety Improvement Program

Page 47 of 56

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0.45

Fatality Rate

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

Fatality Rate (per HMVMT) 

5 Year Average

0

0.2

0.4

0.6

0.8

1

1.2

Serious Injury Rate

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

Serious Injury Rate (per HMVMT) 

5 Year Average

The list of emphasis areas from 2020 SHSP is about the same as the list from 2015 SHSP except for three 

differences.

• First, Railcar-Vehicle emphasis area is not included in 2020 SHSP. 
2021 New Jersey Highway Safety Improvement Program

Page 48 of 56

• Second, the emphasis areas “Aggressive Driving”, “Drowsy & Distracted”, “Unbelted Vehicle 

Occupants”, “Impaired Driving”, “Unlicensed Drivers”, and “Heavy Vehicle” are grouped and called 

“Driver Behavior (DV)” in the 2020 SHSP.

• Third, the emphasis areas “Older Drivers”, “Motorcycle”, “Young Drivers”, and “Work Zone” are grouped 

and called “Other Vulnerable Road Users (OVRU)” in the 2020 SHSP.

• Emphasis areas “Lane Departure”, “Intersections”, and “Ped-Bike” remain the same.

All Emphasis Areas are now adopting the 2020 SHSP Emphasis Areas queries. Please see the attached 

"Q#44 - Emphasis_Areas_Definition_Matrix" for parameters pertaining to each Emphasis Area. Therefore, 

counts for 2015-2019 are updated and may be different to prior ASR reports.

Total Persons count for all emphasis areas include occupants, pedestrians, and cyclists except for emphasis 

areas “Older Drivers”, “Young Drivers”, “Unbelted Occupants”, and “Ped-Bike”. 

All fatalities and serious injury count for the emphasis areas are from ARD with the following exceptions:

• For “Ped-Bike” and “Older Driver” fatalities for 2015-2019 are from FARS and fatalities for 2020 are 

from NJSP.

• For “Motorcycle” and “Young Drivers” and “Work Zone”: fatalities for 2015-2019 are from FARS and 

fatalities for 2020 are from ARD.

FARS has a filter for “Intersections” and for “Drowsy & Distracted” but the parameters used are not known. 

Therefore, ARD was used instead for these emphasis areas.

Has the State completed any countermeasure effectiveness evaluations during the 

reporting period?

No

NJDOT installed Centerline rumble stripes as part of a Systemic Program, and the construction was completed 

in October 2016. According to Highway Safety Manual, the post-deployment evaluation should include at least 

three (3) years of safety data following a six (6) month period of normalization. BSBPP has collected the safety 

data for the contracts for the first two years with CY 2020 pending. CY 2020 safety data will be available by 

July 2021.

BSBPP will continue collecting and analyzing the safety data. It is anticipated that post-deployment evaluation 

reports for the Program will be shared in the 2022 ASR.
2021 New Jersey Highway Safety Improvement Program

Page 49 of 56

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)

SJTPO Salem 

County 

Construction of 

Centerline 

Rumble Strips

Various Roadway 

delineation

Roadway delineation -

other

59.00 75.00 1.00 2.00 3.00 31.00 24.00 93.00 102.00 57.36

SJTPO 

Cumberland 

County 

Construction of 

Centerline 

Rumble Strips

Various Roadway 

delineation

Roadway delineation -

other

690.00 826.00 11.00 9.00 16.00 11.00 344.00 322.00 1061.00 1168.00 49.79

SJTPO Chestnut 

Avenue & 

Brewster Road, 

Traffic Signal 

Replacement

Urban Major 

Collector

Intersection 

traffic control

Modify control – new traffic 

signal

24.00 15.00 6.00 8.00 30.00 23.00 0

SJTPO Oak 

Road & West 

Avenue 

Signalization

Urban Local 

Road or Street

Intersection 

traffic control

Modify control – new traffic 

signal

6.00 3.00 6.00 1.00 12.00 4.00 14.43

SJTPO Wheat 

Road & East 

Avenue 

Signalization

Urban Minor 

Arterial

Intersection 

traffic control

Modify control – new traffic 

signal

11.00 3.00 14.00 8.00 25.00 11.00 8.33

SJTPO Tilton 

and Fire Roads, 

Signal 

Improvements

Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

traffic control

Modify control – new traffic 

signal

35.00 37.00 1.00 20.00 10.00 56.00 47.00 17.68

SJTPO Tilton 

Road Pedestrian 

Safety Project

Urban 

Principal 

Arterial (UPA) 

- Other

Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

128.00 105.00 1.00 3.00 1.00 57.00 52.00 188.00 159.00 0

SJTPO Airport 

Circle 

Elimination

Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

geometry

Intersection geometry -

other

127.00 119.00 1.00 1.00 21.00 33.00 149.00 153.00 0

DVRPC CR 545 

and Old York 

Road (CR 660), 

Rural Major 

Collector

Intersection 

geometry

Intersection geometry -

other

5.00 2.00 5.00 10.00 2.00 1.74
2021 New Jersey Highway Safety Improvement Program

Page 50 of 56

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)

Roundabout (DB 

#D1405)

DVRPC 

BURLINGTON 

COUNTY 

603/606 

ROUNDABOUT*

Rural Minor 

Arterial

Intersection 

geometry

Intersection geometry -

other

10.00 4.00 14.00 2.4

NJTPA EssexLyons Avenue 

(CR 602) - 

Phase I from 

Stuyvesant 

Avenue to 

Cordier Street

Urban Minor 

Arterial

Intersection 

traffic control

Modify traffic signal –

modernization/replacement

47.00 76.00 1.00 45.00 77.00 92.00 154.00 0

NJTPA Essex -

Chancellor 

Avenue (CR 

601) - Phase I 

from 40th Street 

to Fabyan Place

Urban Minor 

Arterial

Intersection 

traffic control

Modify traffic signal –

modernization/replacement

40.00 59.00 32.00 36.00 72.00 95.00 0

NJTPA Morris -

South Salem 

Street (CR 665) 

and Franklin 

Road

Urban Minor 

Arterial

Intersection 

traffic control

Modify traffic signal –

modernization/replacement

9.00 13.00 23.00 1.00 32.00 14.00 26.13

NJTPA 

Somerset - 

Mountain 

Avenue (CR 

642)

Urban Minor 

Arterial

Roadway Restripe roadway to revise 

separation between 

opposing lanes and/or 

shoulder widths

1.00 5.00 3.00 6.00 3.00 2.57

Projects with B/C zero are projects that did not resulted in a positive B/C. The following are further analysis for the projects with B/C zero.

NJTPA: 

Essex-Lyons Avenue (CR 602) - Phase I from Stuyvesant Avenue to Cordier Street: There was no post-construction benefit in the 3 years following construction completion. Further analysis indicates all intersections with the 

exception of Lincoln Place had an increase in total crashes. Injury crashes increased by 70% and PDO crashes increased by 62%. Using the same time periods for a pre- and post- comparison: crashes along all of Lyons Avenue (all 

types and severities) within the boundaries of Essex County increased by 78%. 

Essex - Chancellor Avenue (CR 601) - Phase I from 40th Street to Fabyan Plac: There was no post-construction benefit in the 3 years following construction completion. Further analysis indicates three intersections had a decrease, 

one remained equal and four had an increase in total crashes. Injury crashes increased by 13% and PDO crashes increased by 48%. Using the same time periods for a pre- and post- comparison: crashes along all of Lyons Avenue (all 

types and severities) within the boundaries of Essex County increased by 59%.

SJTPO
2021 New Jersey Highway Safety Improvement Program

Page 51 of 56

Cumberland County – Chestnut Avenue & Brewster Road, Traffic Signal Replacement: Improvements included signal replacement to incorporate dedicated left turn phasing and pedestrian accommodations. The three-year postconstruction analysis has shown a negative benefit of -0.60. SJTPO conducted further analysis, broadening out the pre- and post-construction analysis to a five year period. In that analysis, the intersection demonstrated a positive 

performance of 1.32. 

Atlantic County – Tilton Road Pedestrian Safety Project: The overall safety performance of the corridor has improved. However, a single fatality skewed the post construction analysis. As the Network Screening Lists weight fatal and 

serious injury crashes equally (K=A) and this analysis weights K (fatal) crashes as 18.87 times the weight of A (disabling injury) crashes, it is of note that while this analysis resulted in a B/C ratio of -37.25, a K=A analysis results in a 

positive ratio of 5.99. In locations with relatively low numbers, a single fatal crash will skew the analysis results. It is of further note that while the project was pedestrian safety focused, the fatality did not involve a bicyclist or pedestrian. 

Atlantic County – Airport Circle Elimination: This project was a very complex one, which included redesigning one of the region’s older traffic circles. The project included many elements that resulted in a hybrid circle, with Delilah 

Road bisecting the circle, and the Tilton Road/Amelia Earhart movements accommodated in the circle. The intersection is now controlled by a traffic signal system, providing full actuation and four distinct phases. All approaches are under 

signalized control, with the exception of Amelia Earhart Boulevard, which is yield sign controlled. The three-year post-construction analysis has shown a negative benefit. Crashes increased through the circle’s series of intersections. 

Evident injury and property damage crashes were down, however, complaint of pain crashes were up, resulting in a negative performance of -1.93. Expanding out to a 5 year pre and post analysis nets similar results. SJTPO will engage 

the County to discuss any opportunities for possible adjustments.
2021 New Jersey Highway Safety Improvement Program

Page 52 of 56

Compliance Assessment

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

 08/18/2020

What are the years being covered by the current SHSP?

From: 2021 To: 2025

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

 2025

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 50

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 80 100 65

Begin Point 

Segment Descriptor 

(10) [10]

100 100 100 100 50

End Point Segment 

Descriptor (11) [11]

100 100 100 100 50

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

50 50

Functional Class 

(19) [19]

100 100 100 100 20

Median Type (54) 

[55]

100 100
2021 New Jersey Highway Safety Improvement Program

Page 53 of 56

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

Access Control (22) 

[23]

100 100

One/Two Way 

Operations (91) [93]

100 100

Number of Through 

Lanes (31) [32]

100 100 100 50

Average Annual 

Daily Traffic (79) [81]

100 80 90 5

AADT Year (80) [82] 100 80

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 30

INTERSECTION Unique Junction 

Identifier (120) [110]

100 100

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

100 100

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

100 100

Intersection/Junction 

Geometry (126) 

[116]

100 100

Intersection/Junction 

Traffic Control (131) 

[131]

70 70

AADT for Each 

Intersecting Road 

(79) [81]

100 80

AADT Year (80) [82] 100 80

Unique Approach 

Identifier (139) [129]

100 80

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

100 100

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197) [187]

100 100
2021 New Jersey Highway Safety Improvement Program

Page 54 of 56

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 

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]

100 100

Ramp AADT (191) 

[181]

65 35

Year of Ramp AADT 

(192) [182]

65 35

Functional Class 

(19) [19]

100 100

Type of 

Governmental 

Ownership (4) [4]

100 100

Totals (Average Percent Complete): 97.22 93.89 96.25 88.75 93.64 88.18 98.89 80.00 0.00 40.00

*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.

On the actions the State will take moving forward to meet the requirement to have complete access to the MIRE FDE on all public by September 30, 2026:

1. Some of the current MIRE FDEs are stored in the SLD database.

2. The NJDOT Information Tech Unit will continue to upload the available MIRE FDE to Business Objects (TransINFO) NJDOT website so that the MIRE FDE would be available/accessible to all NJDOT or MPOs.

3. Procuring funds to collect all Annual Average Daily Traffic (AADT) is a critical issue.

4. The NJDOT’s BDTS is currently collecting many of the required MIRE FDE and developed a plan for the collection and/or update of the remaining required elements. Through BTDS’s Data Warehouse Maintenance (DWM), HPMS 

Contract and TMS contracts the following MIRE FDE will be collected in the short-term (1-3 years): 

• 131. Intersection/Junction Traffic Control

• 79. Annual Average Daily Traffic – on the approach leg of the intersection/junction and local Paved Roads – Non-State owned AADT

• 191. Ramp AADT

• Annual Average Daily Traffic (79) Non-State Local Paved Roads 
2021 New Jersey Highway Safety Improvement Program

Page 55 of 56

Optional Attachments

Program Structure:

Q#16 List of Projects from Portfolio.xlsx

Q#13 - 2016 HSIP Manual.pdf

Project Implementation:

Q#27 NJDOT_HSIP_ImplementationPlan_FinalCommDraft_6.23.21.pdf

Q#23 Programmed Vs Obligated funds.xlsx

Q#23 List of Projects from Portfolio.xlsx

Q#29 List of Projects from Portfolio.xlsx

Safety Performance:

Q#34 Alt 5 HSIP PM Targets 2022_3 2020 Annual F-2019 Annual SI_Weighted - PedSI_6.xlsx

Q#34 - Safety Performance Targets 8-20-21 signed letter.pdf

Q#39 - FFY 21 Older Drivers and Pedestrians.pdf

Evaluation:

Q#41 HSIP Performance Dashboard_ASR.pdf

Q#44 - Emphasis_Areas_Definition_Matrix.pdf

Q#46 - MPOs Evaluations.xlsx

Compliance Assessment:
2021 New Jersey Highway Safety Improvement Program

Page 56 of 56

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.