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DELAWARE

HIGHWAY SAFETY 

IMPROVEMENT PROGRAM 

2021 ANNUAL REPORT

U.S. Department ofTransportation 

Federal Highway Administration 

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

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Table of Contents

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

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

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

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

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

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

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

Project Implementation .......................................................................................................................17

Funds Programmed.........................................................................................................................17

General Listing of Projects ..............................................................................................................19

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

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

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

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

Evaluation ...........................................................................................................................................32

Program Effectiveness ....................................................................................................................32

Effectiveness of Groupings or Similar Types of Improvements .......................................................32

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

Compliance Assessment ....................................................................................................................37

Optional Attachments..........................................................................................................................40

Glossary..............................................................................................................................................41
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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 Delaware Department of Transportation (DelDOT) has prepared this Annual Report for state fiscal year 

2021 (July 1, 2020 through June 30, 2021) to demonstrate the success of their safety program. During the 

2021 reporting period, DelDOT continued its successful core HSIP sub-programs, including the Hazard 

Elimination Program (HEP), Systemic Safety Improvement Program, Highway Rail-Grade Crossing Program 

(HRGX), and Strategic Highway Safety Plan (SHSP). Additionally, a High Risk Rural Roads Program was reestablished. During the 2021 reporting period, DelDOT installed new median barrier along SR 1, continued 

Rectangular Rapid Flashing Beacon (RRFB) installations, completed a pedestrian safety audit along US 13 in 

Dover and began implementation of improvements, began data analysis for a pedestrian safety audit in the 

City of Wilmington, balanced safety and congestion at flashing red arrow (FRA) locations, and implemented 

previous years' HEP recommendations. DelDOT successfully awarded a new contract to install High-Friction 

Surface Treatment (HFST) applications. DelDOT continued to identify new safety improvements through 

studies in its core programs and implemented previously identified improvements.

During the 2021 reporting period, DelDOT and its safety partners completed and adopted a new SHSP. 

Delaware's current SHSP was adopted in December 2020 and serves as the state’s safety plan for 2021 

through 2025. This extensive planning process identified new strategies and actions and re-emphasized 

existing ones to improve safety on Delaware’s roadways. Additionally, DelDOT completed a redesign of its 

SHSP webpage at www.safety.deldot.gov and plans further website enhancements in the coming months.

In compliance with federal safety performance management regulations, DelDOT developed its first HSIP 

Implementation Plan for Federal Fiscal Year 2022. DelDOT led efforts, in conjunction with Delaware’s Office of 

Highway Safety and Delaware State Police, to identify Delaware’s 2022 safety performance measure targets, 

which are included in this report. Based on a preliminary assessment, Delaware has met or made significant 

progress toward meeting four of the five 2020 safety performance measure targets.

The success of Delaware’s HSIP is demonstrated by the annual decline in the combined number of fatalities 

and serious injuries (based on 5-year rolling averages) from 2016 to 2020, resulting in a 5-year decrease of 20 

percent. The number of fatalities (based on 5-year rolling averages) per year remained relatively steady from 

2016 to 2020, ranging from 117.4 to 122.4. During the same period, the number of serious injuries (based on 

5-year rolling averages) per year have steadily declined from 604 in 2016 to 459 in 2020, a reduction of nearly 

25 percent.
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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. 

DelDOT’s Traffic Engineering Section leads the HSIP with support from both internal and external partners. 

The HSIP is comprised of several programs (and subprograms) that are designed to prioritize resources that 

target the most critical safety improvement opportunities as identified through data-driven approaches. The 

following programs are included in Delaware’s HSIP:

• Strategic Highway Safety Plan (SHSP) 

• Hazard Elimination Program (HEP)

o Segment HEP 

o Intersection HEP

 Signalized Intersection Program 

 Unsignalized Intersection Program 

o Systemic Safety Improvement Programs

 Longitudinal Rumble Strips 

 High Friction Surface Treatment 

 Freeway Median Barrier 

• Highway-Rail Grade Crossing (HRGX) 

• High Risk Rural Roads Program (HRRRP) 

Delaware’s SHSP is a statewide-coordinated safety plan that provides a comprehensive framework, identifies 

specific goals and objectives, and integrates the four E's - engineering, education, enforcement and 

emergency medical services (EMS). Delaware’s SHSP core agencies include DelDOT, Office of Highway 

Safety (OHS), and Delaware State Police (DSP). Additionally, several other stakeholders (e.g., Federal 

Highway Administration, National Highway Traffic Safety Administration, Federal Motor Carrier Safety 

Administration, Delaware Department of Motor Vehicles, Delaware Department of Justice, Delaware Office of 

Emergency Medical Services, Delaware Transit Commission, WILMAPCO, Dover/Kent County MPO, City of 

Wilmington, Delaware T2/LTAP Center, and the general public) provide input and expertise towards the 

development of the SHSP. Together, the SHSP core agencies and stakeholders review fatal and serious injury 

crash data to identify emphasis areas to focus resources with the goal of reducing fatalities and serious 

injuries. Delaware's current SHSP was adopted in December 2020 and serves as the state’s safety plan for 

2021 through 2025.

For the HEP, twenty spot locations throughout the state are chosen for safety studies each year. Ten sites are 

selected using the Critical Ratio methodology to identify high crash locations and ten intersection sites (5 

signalized; 5 unsignalized) are selected using a crash index methodology. For each site selected, DelDOT’s 

Traffic Section reviews crash data, performs a field review, and identifies potential safety improvement 
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alternatives. For candidate locations where improvements are in project development, design, or construction, 

a safety audit is performed to confirm that the proposed improvements will address the identified crash 

problem. The HEP committee, which includes representatives from DelDOT (Traffic, Planning, Project 

Development, and the Maintenance Districts), Delaware State Police, FHWA, MPOs, and the counties and 

municipalities, meets to reach a consensus on the recommended safety improvements. Traffic control device 

improvements (i.e., signing, striping, lighting, and traffic signal upgrades) are then designed by DelDOT’s 

Traffic Section and implemented by DelDOT’s maintenance forces and/or on-call contractors. Projects 

requiring detailed design, public involvement, or resulting in right-of-way or environmental impacts are 

forwarded to DelDOT’s Project Development section for prioritization and inclusion in the Capital 

Transportation Program (CTP).

Delaware began implementing systemic safety improvements in 2015 targeting the reduction of fatal and 

serious injury roadway departure crashes. This was a change on how Delaware approached roadway safety by 

focusing on implementing proven safety countermeasures at high risk locations rather than by implementing 

spot treatments. Each of Delaware’s systemic safety improvement programs use a data-driven approach 

based on several factors, including traffic volumes, roadway characteristics, functional classification, and crash 

history to identify and prioritize locations for implementing proven countermeasures. Delaware has 

implemented systemic safety improvements in the following areas:

• Longitudinal Rumble Strips: project selection considers both centerline and shoulder rumble strips, 

prioritizing arterials, collectors, and local roadways statewide based on curvature, shoulder width, lane 

width and ADT. Other considerations include noise impacts, presence of bicycle traffic, and pavement 

condition. Recently, Delaware adopted sinusoidal rumble strips as a standard practice on non-freeway 

applications. Previous three-year open-end contracts were established for implementing rumble strips 

using HSIP, HRRRP, and Section 154 Penalty Transfer Funds. 

• High-Friction Surface Treatment (HFST): project selection prioritizes all roadways statewide based on 

roadway departure crash rates on wet pavements, focusing on horizontal curves and high wet-weather 

crash locations. Implementation has occurred using HSIP, HRRRP, and Section 154 Penalty Transfer 

Funds. A new contract that includes installation of HFST at 12 new locations.

• Freeway Median Barrier: project selection considers both high-tension cable barrier and double-faced 

guardrail, prioritizing unprotected medians along I-95 and SR 1 based on daily traffic volumes, 

horizontal curvature, median width, and head-on and cross-median crash rates. Installation of freeway 

median barrier along I-95 and SR 1 was recently completed with over 40 miles of median barrier 

installed. DelDOT is now moving towards prioritizing non-freeway median sections on principal 

arterials.

Delaware’s HRGX Program serves as its Rail-Highway Crossing Program. For its HRGX, DelDOT uses FRA’s 

GradeDec.NET software to calculate benefit/cost ratios for all of Delaware’s public highway-rail grade 

crossings. The benefit/cost ratios take into account the most recent five years of crash data, train speeds, the 

number of trains per day, and AADT, in addition to several other factors. The benefit/cost ratios at each 

crossing are then calculated for various upgrade alternatives. Then, all at-grade crossings statewide are 

ranked according to their benefit/cost ratios to identify candidate locations for safety upgrades.

In December 2018, Delaware was identified as a state that experienced an increase in the rural road fatality 

rate, triggering the MAP-21 Special Rule and the requirement to obligate a portion of HSIP funding to high risk 

rural road safety projects. In conformance with the Special Rule, DelDOT obligated $900,000 in FFY2020 to 

develop and execute a high risk rural roads program. A site selection process was developed and modeled 

upon DelDOT’s HEP, using the critical ratio methodology to identify segment locations and the crash severity 

index methodology to identify intersection locations (with a few rural road-specific modifications). The segment 

site selection process is consistent with the HEP segment site selection process but with two modifications: 1) 

reduces the minimum number of fatality and injury crashes within a site from five to two along a 0.3 mile 

segment; and 2) only considers roadways identified as rural major collector, rural minor collector or rural local. 

The intersection site selection process utilizes the HEP intersection site selection process with three 
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modifications: 1) while the HEP process identifies intersections from separate lists for signalized and 

unsignalized intersections, a single ranked list of all intersections (signalized and unsignalized) is used for 

HRRRP; 2) applies a criterion of a minimum of five fatal, personal injury, and/or property damage only crashes 

during a three-year period (no minimum was established for HEP); and 3) only considers intersections 

consisting of rural major collector, rural minor collector; and/or rural local roadways based on data contained in 

DelDOT’s Transportation System Data Management.

Where is HSIP staff located within the State DOT? 

 Engineering

HSIP staff are located in DelDOT’s Division of Transportation Solutions – Traffic Engineering Section.

How are HSIP funds allocated in a State? 

• Other-Central Office via Formula

DelDOT's Central Office distributes HSIP funds to cover general HSIP program activities and the installation of 

low-cost countermeasures (signing, marking, signals, etc.) identified through both the HSIP and projects 

designed through DelDOT's Project Development group.

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

All roadways throughout the state are eligible for safety funding; however, the calculations used to identify high 

crash locations for the Hazard Elimination Program (HEP) include state roadways in DelDOT's road inventory 

where traffic volumes are available. DelDOT maintains approximately 85 percent of all roads in Delaware. 

Based on a review of statewide crash data on all public roadways from 2015 through 2019, less than 0.5 

percent of fatal and serious injuries were the result of crashes that occurred on roadways not maintained by 

DelDOT, indicating that crashes reported on these roadways would not likely meet the minimum crash criteria 

for the various HSIP elements.

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

Bureaus, Divisions) are involved with HSIP planning.

• Design

• Districts/Regions

• Maintenance

• Operations

• Planning

• Traffic Engineering/Safety

Describe coordination with internal partners.

Representatives from DelDOT's Traffic, Planning, Project Development, and Maintenance and Operations 

divisions participate in the HSIP as part of the HEP and SHSP committees.

Identify which external partners are involved with HSIP planning.

• FHWA

• Governors Highway Safety Office

• Law Enforcement Agency

• Local Government Agency 
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• Local Technical Assistance Program

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

• Other-National Highway Traffic Safety Administration

• Other-Delaware State Police

• Other-Department of Justice

• Other-Delaware Office of Emergency Medical Services

• Other-Federal Motor Carrier Safety Administration

Describe coordination with external partners.

Representatives from DelDOT’s external partners participate in the HSIP via the HEP and/or SHSP 

committees. Together, DelDOT and these agencies work together to focus resources with the goal of reducing 

fatalities and serious injuries on Delaware's transportation system.

Describe HSIP program administration practices that have changed since the last 

reporting period.

As noted previously, DelDOT obligated $900,000 in FFY2020 to develop and execute a high risk rural roads 

program. The program is in progress. Additional details can be found within this report.

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

elaborate. 

During FY 2021 (July 1, 2020 - June 30, 2021), components of Delaware’s HSIP included the Strategic 

Highway Safety Plan (SHSP), the Hazard Elimination Program (HEP), the Systemic Safety Improvement 

Program, Highway-Rail Grade Crossing Safety Program (HRGX), and High Risk Rural Roads Program 

(HRRRP). During the 2021 reporting period, DelDOT and its safety partners completed and adopted a new 

SHSP. Delaware's current SHSP was adopted in December 2020 and serves as the state’s safety plan for 

2021 through 2025. In compliance with federal safety performance management regulations, DelDOT 

developed its first HSIP Implementation Plan for Federal Fiscal Year 2022. Additional administration 

accomplishments for the FY 2021 reporting period include:

• Finalized program methodology for its High Risk Rural Roads Program and began safety evaluations to 

identify improvements.

• Finalized DelDOT’s rumble strip details and design guidance to add the use of sinusoidal shoulder and 

center line rumble strips (aka "mumble" strips).

• Awarded a new contract for installation of High Friction Surface Treatment applications.

• Completed construction of median barrier along an 18-mile section of SR 1 from south of SR 9, Bayside 

Road to Duck Creek that includes about 12.5 miles of new median barrier.

• Completed construction of new median barrier along SR 1 between the Biddles Toll Plaza and the Roth 

Bridge in summer 2020.

• Continued Rectangular Rapid Flashing Beacon (RRFB) installations. 

• Continued to balance safety and congestion improvements at flashing red arrow (FRA) locations.

• Continued enhancements to the Crash Analysis and Reporting System (CARS) 

• Completed a Pedestrian Safety Audit along US 13 in Dover, and began implementation of that study’s 

recommendations and began a city-wide pedestrian safety study within the City of Wilmington

Program Methodology

Select the programs that are administered under the HSIP.

• HRRR
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• Intersection

• Median Barrier

• Segments

• Other-Longitudinal Rumble Strips

• Other-High Friction Surface Treatment

Program: HRRR

Date of Program Methodology:4/1/2021

What is the justification for this program? 

• Other-MAP-21 Special Rule

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-Fatal and Injury Crashes 

Only • Volume • Functional classification

What project identification methodology was used for this program? 

• Critical rate

• Relative severity index

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• selection committee

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

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

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

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

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

Rank of Priority Consideration

Available funding:1
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In December 2018, Delaware was identified as a state that experienced an increase in the rural road fatality 

rate, triggering the MAP-21 Special Rule and the requirement to obligate a portion of HSIP funding to high risk 

rural road safety projects. In conformance with the Special Rule, DelDOT obligated $900,000 in FFY2020 to 

develop and execute a high risk rural roads program. A site selection process was developed and modeled 

upon DelDOT’s HEP, using the critical ratio methodology to identify segment locations and the crash severity 

index methodology to identify intersection locations (with a few rural road-specific modifications). The segment 

site selection process is consistent with the HEP segment site selection process but with two modifications: 1) 

reduces the minimum number of fatality and injury crashes within a site from five to two along a 0.3 mile 

segment; and 2) only considers roadways identified as rural major collector, rural minor collector or rural local. 

The intersection site selection process utilizes the HEP intersection site selection process with three 

modifications: 1) while the HEP process identifies intersections from separate lists for signalized and 

unsignalized intersections, a single ranked list of all intersections (signalized and unsignalized) is used for 

HRRRP; 2) applies a criterion of a minimum of five fatal, personal injury, and/or property damage only crashes 

during a three-year period (no minimum was established for HEP); and 3) only considers intersections 

consisting of rural major collector, rural minor collector; and/or rural local roadways based on data contained in 

DelDOT’s Transportation System Data Management.

Program: Intersection

Date of Program Methodology:12/17/2018

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-Fatal and Injury Crashes 

Only

What project identification methodology was used for this program? 

• Relative severity index

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

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

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

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

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

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

Rank of Priority Consideration

Available funding:1

Program: Median Barrier

Date of Program Methodology:7/1/2018

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Other-Competes with HSIP projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-All roadway departure 

crashes, head-on crashes, and 

cross-median crashes

• Volume

• Other-Roadway Miles

• Median width

• Horizontal curvature

• Functional classification

• Roadside features

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Relative severity index

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-Based on prioritization and funding availability

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

selected, indicate the relative importance of each process in project prioritization. 
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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:50

Ranking based on net benefit:50

Total Relative Weight:100

Program: Segments

Date of Program Methodology:12/17/2018

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-Fatal and Injury Crashes 

Only

• Volume

• Other-Roadway Miles • Other-Roadway Type

What project identification methodology was used for this program? 

• Critical rate

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?

• 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).
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Relative Weight in Scoring

Ranking based on B/C:25

Available funding:25

Ranking based on net benefit:25

Cost Effectiveness:25

Total Relative Weight:100

Program: Other-Longitudinal Rumble Strips

Date of Program Methodology:7/1/2018

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Other-Competes with HSIP projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-All roadway departure 

crashes

• Volume

• Other-Roadway Miles

• Horizontal curvature

• Functional classification

• Roadside features

What project identification methodology was used for this program? 

• Probability of specific crash types

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-Based on prioritization and funding availability

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
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Available funding:2

Ranking based on net benefit:1

Program: Other-High Friction Surface Treatment

Date of Program Methodology:7/1/2018

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-All wet weather roadway 

departure crashes

• Volume

• Other-Roadway Miles

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

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-Based on prioritization and funding availability

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

What percentage of HSIP funds address systemic improvements?

 17
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 HSIP funds are used to address which of the following systemic 

improvements? 

• Cable Median Barriers

• High friction surface treatment

• Other-Median Barrier

What process is used to identify potential countermeasures? 

• Crash data analysis

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

• Engineering Study

• Road Safety Assessment

• SHSP/Local road safety plan

• Stakeholder input

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes

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

As part of the national SPaT Challenge, DelDOT has equipped intersections along US 13 in Smyrna as well as 

intersections in Dover with dedicated short-range communication (DSRC) roadside equipment. As vehicle 

manufacturers increase deployment of connected vehicles, the implementation of red light violation warnings 

and other associated applications at traffic signals via DSRC will be supportive of safety initiatives related to 

the “Intersections” emphasis area of the SHSP. Although the HSIP may not be the direct catalyst, DelDOT has 

undertaken and implemented many ITS solutions to improve safety that are in alignment with its SHSP. A few 

examples include the installation of a dilemma zone detection system, queue detection systems for the I-95 

Wilmington Viaduct project, and Variable Speed Limit signs. Moving ahead, we expect to have a higher level of 

coordination between CAV/ITS initiatives and HSIP/SHSP initiatives than we have had in the past.

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.

DelDOT uses the HSM to compare alternatives and countermeasures under consideration for its HSIP.

Describe program methodology practices that have changed since the last reporting 

period.

In December 2018, Delaware was identified as a state that experienced an increase in the rural road fatality 

rate, triggering the MAP-21 Special Rule and the requirement to obligate a portion of HSIP funding to high risk 

rural road safety projects. In conformance with the Special Rule, DelDOT obligated $900,000 in FFY2020 to 

develop and execute a high risk rural roads program. A site selection process was developed and modeled 

upon DelDOT’s HEP, using the critical ratio methodology to identify segment locations and the crash severity 

index methodology to identify intersection locations (with a few rural road-specific modifications). The segment 

site selection process is consistent with the HEP segment site selection process but with two modifications: 1) 

reduces the minimum number of fatality and injury crashes within a site from five to two along a 0.3 mile 

segment; and 2) only considers roadways identified as rural major collector, rural minor collector or rural local. 

The intersection site selection process utilizes the HEP intersection site selection process with three 
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modifications: 1) while the HEP process identifies intersections from separate lists for signalized and 

unsignalized intersections, a single ranked list of all intersections (signalized and unsignalized) is used for 

HRRRP; 2) applies a criterion of a minimum of five fatal, personal injury, and/or property damage only crashes 

during a three-year period (no minimum was established for HEP); and 3) only considers intersections 

consisting of rural major collector, rural minor collector; and/or rural local roadways based on data contained in 

DelDOT’s Transportation System Data Management.
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Project Implementation

Funds Programmed

Reporting period for HSIP funding.

State Fiscal Year

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $19,413,000 $9,815,854 50.56%

HRRR Special Rule (23 

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

$0 $900,000 0%

Penalty Funds (23 U.S.C. 

154)

$2,408,900 $2,541,638 105.51%

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)

$17,011,200 $13,638,138 80.17%

State and Local Funds $0 $0 0%

Totals $38,833,100 $26,895,630 69.26%

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

safety projects?

$0

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

$0

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

$1,876,885

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

$1,876,885

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
2021 Delaware Highway Safety Improvement Program

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

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

$0

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

the future.

No impediments at this time.
 

 

 

 

 

 

 

 

 

 

2021 Delaware Highway Safety Improvement Program 

General Listing of Projects 

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

PROJECT NAME IMPROVEMEN 

T CATEGORY 

SUBCATEGOR 

Y 

OUTPUT 

S 

OUTPUT 

TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGOR 

Y 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATIO 

N 

AADT SPEE 

D 

OWNERSHI 

P 

METHOD 

FOR SITE 

SELECTIO 

N 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

T200900704 -

HSIP NCC, SR 

273, APPLEBY 

ROAD TO 

AIRPORT ROAD 

Intersection 

geometry 

Add/modify 

auxiliary lanes 

1 Intersections $327137.87 $13972700 HSIP (23 

U.S.C. 148) 

Urban Principal ArterialOther 27,60 

0 

45 State 

Highway 

Agency 

Spot Intersections Intersection 1.0: 

Reduce the 

frequency and 

severity of 

intersection 

crashes through 

operational, 

geometric and 

traffic control 

device 

improvements. 

T201200903 -

HSIP SR 24 at SR 

5 / SR 23 

Intersection 

Improvements 

Intersection 

geometry 

Add/modify 

auxiliary lanes 

1 Intersections $7962217.6 

7 

$7962217.67 HSIP (23 

U.S.C. 148) 

Urban Major Collector 14,90 

0 

45 State 

Highway 

Agency 

Spot Intersections Intersection 1.0: 

Reduce the 

frequency and 

severity of 

intersection 

crashes through 

operational, 

geometric and 

traffic control 

device 

improvements. 

T201901002 -

Median Barrier 

Installation, 

Statewide, OpenEnd 

Roadside Barrier - other 14 Miles $50000 $50000 Penalty 

Funds (23 

U.S.C. 154) 

Urban Principal ArterialOther Freeways & 

Expressways 

42,00 

0 

65 Systemic Roadway 

Departure 

Roadway 

Departure 2.0 

Minimize the 

consequence of 

leaving the 

roadway by 

improving the 

roadside 

environment. 

T201901002 -

Median Barrier 

Installation, 

Statewide, OpenEnd 

Roadside Barrier - other 14 Miles $1500000 $1500000 Other 

Federal-aid 

Funds (i.e. 

STBG, 

NHPP) 

Urban Principal ArterialOther Freeways & 

Expressways 

42,00 

0 

65 Systemic Roadway 

Departure 

Roadway 

Departure 2.0 

Minimize the 

consequence of 

leaving the 

roadway by 

improving the 

roadside 

environment. 

T201901002 -

Median Barrier 

Installation, 

Roadside Barrier - other 14 Miles $2491638 $2491638 Penalty 

Funds (23 

U.S.C. 154) 

Urban Principal ArterialOther Freeways & 

Expressways 

42,00 

0 

65 Systemic Roadway 

Departure 

Roadway 

Departure 2.0 

Minimize the 

consequence of 

Page 19 of 41 
 PROJECT NAME IMPROVEMEN 

T CATEGORY 

SUBCATEGOR 

Y 

OUTPUT 

S 

OUTPUT 

TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGOR 

Y 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATIO 

N 

AADT SPEE 

D 

OWNERSHI 

P 

METHOD 

FOR SITE 

SELECTIO 

N 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

 

 

 

 

 

 

 

 

 

2021 Delaware Highway Safety Improvement Program 

Statewide, OpenEnd leaving the 

roadway by 

improving the 

roadside 

environment. 

T202001001 -

FY2021 Highway 

Safety 

Improvement 

Program 

Miscellaneous Transportation 

safety planning 

1 Statewide $717337 $717337 HSIP (23 

U.S.C. 148) 

Multiple/Varie 

s 

Multiple/Varies 0 State 

Highway 

Agency 

Spot and 

Systemic 

Multiple/Varie 

s 

Multiple/Varies 

T202100401 -

2019 HAZARD 

ELIMINATION 

PROGRAM -

TRAFFIC 

CONTROL 

DEVICE 

IMPROVEMENT 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

1 Statewide $45000 $45000 HSIP (23 

U.S.C. 148) 

Multiple/Varie 

s 

Multiple/Varies 0 State 

Highway 

Agency 

Spot Multiple/Varie 

s 

Multiple/Varies 

T202100401 -

2019 HAZARD 

ELIMINATION 

PROGRAM -

TRAFFIC 

CONTROL 

DEVICE 

IMPROVEMENT 

Roadway signs 

and traffic 

control 

Roadway signs 

and traffic control 

- other 

1 Statewide $189000 $189000 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1)) 

Multiple/Varie 

s 

Multiple/Varies 0 State 

Highway 

Agency 

Spot Multiple/Varie 

s 

Multiple/Varies 

T201600201 -

HEP KC, SR14 

AT KILLENS 

POND ROAD 

INTERSECTION 

IMPROVEMENT 

S 

Intersection 

geometry 

Splitter island – 

install on one or 

more approaches 

1 Intersections $45000 $941648 HSIP (23 

U.S.C. 148) 

Rural Minor Arterial 6,400 50 State 

Highway 

Agency 

Spot Intersections Intersection 1.0: 

Reduce the 

frequency and 

severity of 

intersection 

crashes through 

operational, 

geometric and 

traffic control 

device 

improvements. 

T202101004 -

FY2022 

HIGHWAY 

SAFETY 

IMPROVEMENT 

PROGRAM 

Miscellaneous Transportation 

safety planning 

1 Statewide $448548.52 $448548.52 HSIP (23 

U.S.C. 148) 

Multiple/Varie 

s 

Multiple/Varies 0 State 

Highway 

Agency 

Spot and 

Systemic 

Multiple/Varie 

s 

Multiple/Varies 

T200809001 -

HSIP NCC, I-95, 

N213 CARR 

Intersection 

geometry 

Add/modify 

auxiliary lanes 

2 Intersections $166629.6 $166629.6 Other 

Federal-aid 

Funds (i.e. 

Urban Minor Arterial 10,80 

0 

35 State 

Highway 

Agency 

Spot Intersections Intersection 1.0: 

Reduce the 

frequency and 

severity of 

Page 20 of 41 
 PROJECT NAME IMPROVEMEN 

T CATEGORY 

SUBCATEGOR 

Y 

OUTPUT 

S 

OUTPUT 

TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGOR 

Y 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATIO 

N 

AADT SPEE 

D 

OWNERSHI 

P 

METHOD 

FOR SITE 

SELECTIO 

N 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

 

 

 

 

 

 

 

2021 Delaware Highway Safety Improvement Program 

ROAD & N3, 

MARSH ROAD 

STBG, 

NHPP) 

intersection 

crashes through 

operational, 

geometric and 

traffic control 

device 

improvements. 

T200809001 -

HSIP NCC, I-95, 

N213 CARR 

ROAD & N3, 

MARSH ROAD 

Intersection 

geometry 

Add/modify 

auxiliary lanes 

2 Intersections $2482322.4 $2482322.4 Other 

Federal-aid 

Funds (i.e. 

STBG, 

NHPP) 

Urban Minor Arterial 10,80 

0 

35 State 

Highway 

Agency 

Spot Intersections Intersection 1.0: 

Reduce the 

frequency and 

severity of 

intersection 

crashes through 

operational, 

geometric and 

traffic control 

device 

improvements. 

T200800713 -

HSIP NCC, 

SR273 AND I-95 

INTERCHANGE 

IMPROVEMENT 

Interchange 

design 

Interchange 

improvements 

1 Interchange 

s 

$8900000 $16654569.0 

5 

Other 

Federal-aid 

Funds (i.e. 

STBG, 

NHPP) 

Urban Principal ArterialOther 29,30 

0 

45 State 

Highway 

Agency 

Spot Intersections Intersection 1.0: 

Reduce the 

frequency and 

severity of 

intersection 

crashes through 

operational, 

geometric and 

traffic control 

device 

improvements. 

T201500201 -

HEP KC, SR8 & 

SR15 

INTERSECTION 

IMPROVEMENT 

Intersection 

geometry 

Intersection 

geometry - other 

1 Intersections $141975.02 $141975.02 Other 

Federal-aid 

Funds (i.e. 

STBG, 

NHPP) 

Urban Minor Arterial 20,60 

0 

40 State 

Highway 

Agency 

Spot Intersections Intersection 1.0: 

Reduce the 

frequency and 

severity of 

intersection 

crashes through 

operational, 

geometric and 

traffic control 

device 

improvements. 

T201900901 -

HSIP SR24 

CORRIDOR 

PROJECTS 

COORDINATION 

Miscellaneous Transportation 

safety planning 

1 Locations $270612.58 $270612.58 HSIP (23 

U.S.C. 148) 

Urban Multiple/Varies 0 State 

Highway 

Agency 

Spot Multiple/Varie 

s 

Statewide 3.0: 

Improve linkages 

between land use 

and 

transportation to 

improve safety 

for all road users. 

Page 21 of 41 
 PROJECT NAME IMPROVEMEN 

T CATEGORY 

SUBCATEGOR 

Y 

OUTPUT 

S 

OUTPUT 

TYPE 

HSIP 

PROJECT 

COST($) 

TOTAL 

PROJECT 

COST($) 

FUNDING 

CATEGOR 

Y 

LAND 

USE/AREA

TYPE 

FUNCTIONAL 

CLASSIFICATIO 

N 

AADT SPEE 

D 

OWNERSHI 

P 

METHOD 

FOR SITE 

SELECTIO 

N 

SHSP 

EMPHASIS 

AREA 

SHSP 

STRATEGY 

 

 

2021 Delaware Highway Safety Improvement Program 

T202100701 -

HIGH FRICTION 

SURFACE 

TREATMENT 

Roadway Pavement 

surface – high 

friction surface 

1 Statewide $447211.08 $447211.08 Other 

Federal-aid 

Funds (i.e. 

STBG, 

NHPP) 

Urban Multiple/Varies 0 State 

Highway 

Agency 

Systemic Roadway 

Departure 

RD 1.1 Continue 

the systemic 

installation of 

proven 

engineering 

safety 

countermeasure 

s such as HFSTs, 

rumble strips, 

and traffic control 

devices. 

T202101001 -

HIGH RISK 

RURAL ROADS 

PROGRAMS, 

FY21-23 

Miscellaneous Transportation 

safety planning 

1 Statewide $711000 $711000 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1)) 

Rural Multiple/Varies 0 State 

Highway 

Agency 

Spot Multiple/Varie 

s 

Multiple/Varies 

Page 22 of 41 
2021 Delaware Highway Safety Improvement Program

Page 23 of 41

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 116 101 125 133 120 119 111 133 117

Serious Injuries 608 628 625 567 593 477 377 402 447

Fatality rate (per 

HMVMT)

1.270 1.090 1.310 1.340 1.180 1.140 1.090 1.290 1.410

Serious injury rate (per 

HMVMT)

6.650 6.760 6.530 5.720 5.840 4.560 3.700 3.910 5.370

Number non-motorized 

fatalities

34 28 30 39 30 38 29 39 28

Number of nonmotorized serious 

injuries

75 82 72 61 64 41 63 65 67
2021 Delaware Highway Safety Improvement Program

Page 24 of 41

0

20

40

60

80

100

120

140

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities 5 Year Rolling Avg.

Annual Fatalities

0

100

200

300

400

500

600

700

2012 2013 2014 2015 2016 2017 2018 2019 2020

Serious Injuries 5 Year Rolling Avg.

Annual Serious Injuries
2021 Delaware Highway Safety Improvement Program

Page 25 of 41

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatality rate (per HMVMT) 5 Year Rolling Avg.

Fatality rate (per HMVMT)

0

1

2

3

4

5

6

7

8

2012 2013 2014 2015 2016 2017 2018 2019 2020

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

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

Page 26 of 41

For the purposes of this reporting, state data was used for both the number of fatalities and serious injuries. As 

a result of mitigation measures for the COVID-19 pandemic, vehicle miles traveled in CY 2020 were 

approximately 20 percent lower than CY 2019.

Describe fatality data source.

State Motor Vehicle Crash Database

For the purposes of reporting the most recent statewide crash data trends, crash data from Delaware’s Crash 

Analysis Reporting System (CARS) was used. It should be noted that safety performance measure targets 

(and the trend line analyses to derive the targets) relied on FARS data as required by the SPM Final Rule. The 

difference between the number of fatalities reported in FARS and CARS is typically no more than one, so data 

interpretations are unaffected. 

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

ownership.

Year 2020

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

Rural Principal 

Arterial (RPA) - 

Interstate

Rural Principal 

Arterial (RPA) - Other 

2.4 7.8 0.6 1.91

0

20

40

60

80

100

120

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities Serious Injuries 5 Year Rolling Avg.

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

Page 27 of 41

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)

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

6.8 25.6 0.99 3.66

Rural Minor Arterial 5.4 17 2.07 6.74

Rural Minor Collector 7.4 17 4.67 10.91

Rural Major Collector 14.8 40.6 2.74 7.45

Rural Local Road or 

Street

10.6 34.2 2.51 8.21

Urban Principal 

Arterial (UPA) - 

Interstate

8.2 24.6 0.59 1.75

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

4 9.8 0.58 1.4

Urban Principal 

Arterial (UPA) - Other

30.6 105.2 1.42 4.8

Urban Minor Arterial 13.6 76 1.23 7

Urban Minor Collector 1 4.6 7.04

Urban Major Collector 8.2 49.4 0.97 5.91

Urban Local Road or 

Street

7 46.8 0.68 4.62
2021 Delaware Highway Safety Improvement Program

Page 28 of 41

Year 2019

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

0

County Highway 

Agency

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

Since DelDOT maintains approximately 85 percent of all roads in Delaware, Delaware does not report on 

roadway ownership at this time.

Provide additional discussion related to general highway safety trends.

The number of fatalities (based on 5-year rolling averages) per year remained relatively steady from 2016 to 

2020, ranging from 117.4 to 122.4. During the same period, the number of serious injuries (based on 5-year 

rolling averages) per year have steadily declined from 604 in 2016 to 459 in 2020, a reduction of nearly 25 

percent. Statewide vehicle miles traveled (VMT) averaged approximately 102.75 HMVMT from 2016 to 2019; 

however, decreased approximately 20 percent to 83.22 HMVMT in 2020. The reduced VMT is the direct result 
2021 Delaware Highway Safety Improvement Program

Page 29 of 41

of restrictions implemented for the COVID-19 pandemic. As a result of the reduction, the fatality and serious 

injury rates for calendar year 2020 were 20 and 19 percent greater than the annual average for the preceding 

four years. The raw number of fatalities and serious injuries per year for the State of Delaware are relatively 

low; therefore, there is greater potential for larger fluctuations in fatality rates and serious injury rates as 

compared to other larger states and national rates, even though the raw number of fatalities and serious 

injuries may only differ by a few on a year-to-year basis.

Safety Performance Targets

Safety Performance Targets

Calendar Year 2022 Targets *

Number of Fatalities:111.8

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

During 2020, DelDOT and OHS and other statewide safety partners (including FHWA and NHTSA) 

collaborated to develop the 2021-2025 Delaware Strategic Highway Safety Plan: Toward Zero Deaths (2021-

2025 SHSP), which provides a framework to reduce fatalities and serious injuries resulting from crashes on 

Delaware's roadways. As part of the plan's development, several trendlines were reviewed to establish an 

aggressive, yet achievable, overall objective. Through a comparison of these trendlines, the reduction of 

combined fatalities and serious injuries ranged from 2.6 to 4.4 percent annually or 12 to 20 percent over five 

years. Based on these historic trends, the 2021-2025 SHSP established a five-year overall objective to reduce 

fatalities and serious injuries by 15 percent (a 3.2 percent annual reduction) as measured from the 2015-2019 

five-year rolling average.

In Spring 2021, DelDOT and OHS met to set Delaware's 2022 safety performance measure targets and 

agreed to align the annual SPM targets with the 2021-2025 SHSP's five-year overall objective. The objectives 

outlined in the 2021-2025 SHSP are frequency- based using five-year rolling averages; therefore, 2022 SPM 

targets 1, 3, and 5 were calculated using projections based on the 2021-2025 SHSP's objective to reduce 

fatalities and serious injuries by 15 percent over 5 years. Projected fatality and serious injury numbers were 

combined with projected vehicle miles traveled (VMT) to calculate the two rate-based SPM targets (i.e., 2 and 

4). The table below shows the historical performance for 2016 to 2020, 2020 Baseline, 2022 Targets, and the 

CY2021 and CY2022 average values required to match the 2020 Baseline and 2022 Targets. FWHA 

determines a state has met or made significant progress when actual performance matches the established 

target or is better than the baseline for at least four of the five SPM targets.

Number of Serious Injuries:438.3

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

See Number of Fatalities response.

Fatality Rate:1.074

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

See Number of Fatalities response.

Serious Injury Rate:4.212

Describe the basis for established target, including how it supports SHSP goals.
2021 Delaware Highway Safety Improvement Program

Page 30 of 41

See Number of Fatalities response.

Total Number of Non-Motorized Fatalities and Serious Injuries:85.1

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

See Number of Fatalities response.

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

safety performance targets. 

After coordinating with the Delaware Office of Highway Safety (OHS) in Spring 2021, DelDOT distributed the 

draft of agreed-upon safety performance measures to statewide stakeholders for their comment via email. 

Members of Delaware’s SHSP committee accounted for a majority of the stakeholders included in the 

distribution of the draft targets. This includes, but is not limited to, the representatives from Delaware’s MPOs, 

Delaware State Police, and Delaware’s Office of Emergency Medical Services. DelDOT did not receive any 

objections to the draft safety performance measure targets.

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 112.4 119.6

Number of Serious Injuries 430.6 459.2

Fatality Rate 1.134 1.222

Serious Injury Rate 4.340 4.676

Non-Motorized Fatalities and 

Serious Injuries

89.0 92.8

2020 SPM targets were established in Spring 2019 to consider safety performance through the end of calendar 

year 2020. Per FHWA guidelines, fatality data from the Fatality Analysis Reporting System (FARS) and traffic 

volume data from the Highway Performance Monitoring System (HPMS) will be used to officially assess 

whether a state met or made significant progress towards meeting its annual SPM targets. As previously 

noted, crash data from Delaware’s Crash Analysis Reporting System (CARS) was used instead of FARS data 

for this report. The difference between the number of fatalities reported in FARS and CARS is typically no more 

than one. Based on this preliminary assessment (described below), Delaware has met or made significant 

progress toward meeting four of the five 2020 Safety Performance Measure Targets.

1. Number of Fatalities – Delaware’s projected 2016-2020 5-year rolling average value is 6 or 8.2 fatalities 

greater than the 112.4 target and 1.2 fatalities less than the 120.8 2014-2018 baseline. Fatalities 

decreased annually in 2016 to 2018 compared to 2015 until 2019, when fatalities increased to 133, 

matching the 2015 performance. In 2020, fatalities decreased to 2017; however, remained within recent 

ranges of variability. Since actual performance is less than the baseline, this SPM target is met.

2. Number of Serious Injuries – Delaware’s projected 2016-2020 5-year rolling average value is 459.2 or 

80.2 serious injuries greater than the 379.0 target and 68.6 less than the 527.8 2014-2018 baseline. At 
2021 Delaware Highway Safety Improvement Program

Page 31 of 41

the end of September 2017, Delaware implemented a change to its serious injury definition in 

accordance with a federal mandate. From 2017-2020, the annual number of serious injuries averaged 

425 which is nearly 30 percent less than the average annual number of serious injuries for the four 

preceding years (2013-2016). Since actual performance is less than the baseline, this SPM target is 

met.

3. Rate of Fatalities – Delaware’s projected 2016-2020 5-year rolling average value is 1.220, which is 

higher than the 1.134 target and 1.202 baseline. As a result of reduced VMT in 2020 due to COVID-19 

restrictions, the fatality rate for 2020 was 20 percent greater than the annual average for the preceding 

four years. This SPM target is not met.

4. Rate of Serious Injuries – Delaware’s projected 2016-2020 5-year rolling average value is 4.676, which 

is higher than the 3.962 target and less than the 527.8 baseline. As a result of reduced VMT in 2020 

due to COVID-19 restrictions, the serious injury rate for 2020 was 19 percent greater than the annual 

average for the preceding four years. Since actual performance is less than the baseline, this SPM 

target is met.

5. Combined Number of Non-Motorized Fatalities and Serious Injuries – Delaware’s projected 2016-2020 

5-year rolling average value is 92.8, which is higher than the 89.0 target and lower than the 93.4 

baseline. Since actual performance is less than the baseline, this SPM target is met. 

Applicability of Special Rules

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

No

The HRRR Special Rule applies for FY2021 based on a comparison of 2015-2019 to 2013-2017 data.

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

20 14 17 19 16 27 23

Number of Older Driver 

and Pedestrian Serious 

Injuries

42 42 42 46 27 31 28

As required, the number of fatalities is based on FARS data and the number of serious injuries is based on 

State data. At the time of reporting, 2020 FARS data is unavailable; therefore, State data is reported for CY 

2020.
2021 Delaware Highway Safety Improvement Program

Page 32 of 41

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)

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

the State's program level evaluations.

Cost-benefit ratio analysis (i.e., economic effectiveness evaluations) are commonly a component of the safety 

studies that DelDOT performs as part of its HSIP. These evaluations allow DelDOT to ensure program 

effectiveness during the selection of safety countermeasures to implement.

See response to Question 33 for discussion of the change in fatalities and serious injuries.

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

success of the Highway Safety Improvement Program?

• # miles improved by HSIP

• # RSAs completed

• More systemic programs

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures.

Year 2020

SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury 

Rate

(per HMVMT)

(5-yr avg)

Roadway Departure 35.4 80.2 0.36 0.82

Intersections 34 181.6 0.35 1.84

Pedestrians 28.2 46.4 0.29 0.48
2021 Delaware Highway Safety Improvement Program

Page 33 of 41

0

5

10

15

20

25

30

35

40

45

Roadway Departure Intersections Pedestrians

Fatalities

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

Number of Fatalities 

5 Year Average

0

50

100

150

200

250

300

Roadway Departure Intersections Pedestrians

Serious Injuries

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

Number of Serious Injuries 

5 Year Average
2021 Delaware Highway Safety Improvement Program

Page 34 of 41

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0.45

0.5

Roadway Departure Intersections Pedestrians

Fatality Rate

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

Fatality Rate (per HMVMT) 

5 Year Average

0

0.5

1

1.5

2

2.5

3

Roadway Departure Intersections Pedestrians

Serious Injury Rate

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

Serious Injury Rate (per HMVMT) 

5 Year Average

Delaware’s 2021-2025 SHSP includes 8 data-driven emphasis areas. Crash statistics for emphasis areas 

related to driver behavior (i.e., Distracted Driving, Impaired Driving, Unrestrained Motorists, Speeding) are 

reported in Delaware’s annual Highway Safety Plan.
2021 Delaware Highway Safety Improvement Program

Page 35 of 41

As shown, the number and rate of roadway departure fatalities and serious injuries (based on 5-year rolling 

averages) decreased from 2016 to 2019 but increased slightly in 2020. The number and rate of intersection 

fatalities (based on 5-year rolling averages) has generally increased from 2016 to 2020; however, the number 

and rate of intersection serious injuries has generally decreased during the same time period. The number and 

rate of pedestrian fatalities and serious injuries (based on 5-year rolling averages) has remained relatively 

steady from 2016 through 2020.
2021 Delaware Highway Safety Improvement Program

Page 36 of 41

Project Effectiveness

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

Performing before/after analyses of completed projects was identified as an action item in Delaware’s FFY2022 HSIP Implementation Plan, which was completed in July 2021. However, no further elaboration is available at this time.
Page 37 of 41

2021 Delaware Highway Safety Improvement Program

Compliance Assessment

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

 12/31/2020

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]

100 100 100 100 100 100

Route Number (8) 

[8]

100 100

Route/Street Name 

(9) [9]

100 100

Federal Aid/Route 

Type (21) [21]

100 100

Rural/Urban 

Designation (20) [20]

100 100 100 100

Surface Type (23) 

[24]

100 100

Begin Point 

Segment Descriptor 

(10) [10]

100 100 100 100 100 100

End Point Segment 

Descriptor (11) [11]

100 100 100 100 100 100

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

100 100

Functional Class 

(19) [19]

100 100 100 100 100 100

Median Type (54) 

[55]

100 100
2021 Delaware Highway Safety Improvement Program

Page 38 of 41

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]

100 100 100 100

Average Annual 

Daily Traffic (79) [81]

100 100 100 100

AADT Year (80) [82] 100 100

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 100 100

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]

100 100

AADT for Each 

Intersecting Road 

(79) [81]

100 100

AADT Year (80) [82] 100 100

Unique Approach 

Identifier (139) [129]

100 100

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

100 100

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197) [187]

100 100
2021 Delaware Highway Safety Improvement Program

Page 39 of 41

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

Ramp AADT (191) 

[181]

100 100

Year of Ramp AADT 

(192) [182]

100 100

Functional Class 

(19) [19]

100 100

Type of 

Governmental 

Ownership (4) [4]

100 100

Totals (Average Percent Complete): 100.00 94.44 100.00 100.00 90.91 100.00 100.00 88.89 100.00 100.00

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

There are no non-state maintained interchanges/ramps in the state; therefore, the non-state maintained interchange/ramp section is not applicable. A value of 100 % was entered for the purposes of reporting.

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.

DelDOT is working towards meeting the FDE requirement by September 2026.
2021 Delaware Highway Safety Improvement Program

Page 40 of 41

Optional Attachments

Program Structure:

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2021 Delaware Highway Safety Improvement Program

Page 41 of 41

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.