District Of Columbia

Highway Safety Improvement Program

2013 Annual Report

Prepared by: DC
ii

Disclaimer

Protection of Data from Discovery & Admission into Evidence

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

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

subject to discovery or admitted into evidence in a Federal or State court proceeding or considered 

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

addressed in the reports, surveys, schedules, lists, or other data.” 

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

or data compiled or collected for the purpose of identifying, evaluating, or planning the safety 

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

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

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

highway funds shall not be subject to discovery or admitted into evidence in a Federal or State 

court proceeding or considered for other purposes in any action for damages arising from any 

occurrence at a location mentioned or addressed in such reports, surveys, schedules, lists, or data.”
iii

Table of Contents

Disclaimer...................................................................................................................................................... ii

Executive Summary.......................................................................................................................................1

Introduction ..................................................................................................................................................4

Program Structure ........................................................................................................................................4

Program Administration ...........................................................................................................................4

Program Methodology............................................................................................................................10

Progress in Implementing Projects.............................................................................................................44

Funds Programmed............................................................................................................................. 44

General Listing of Projects.................................................................................................................. 50

Progress in Achieving Safety Performance Targets....................................... Error! Bookmark not defined.

Overview of General Safety Trends....................................................... Error! Bookmark not defined.

Application of Special Rules................................................................... Error! Bookmark not defined.

Assessment of the Effectiveness of the Improvements (Program Evaluation) ..........................................73

SHSP Emphasis Areas............................................................................. Error! Bookmark not defined.

Groups of similar project types.............................................................. Error! Bookmark not defined.

Systemic Treatments ............................................................................. Error! Bookmark not defined.

Glossary.....................................................................................................................................................103
iv
2013 District Of Columbia Highway Safety Improvement Program

1

Executive Summary

The District of Columbia's Safety Program is the focal point of the HSIP program. The Safety 

Program has continued to evolve in the years 2011 and 2012. The Department took a major 

initiative in the year 2010 by aligning Divisions and staff to ensure that Safety becomes the core 

of every activity performed by the Department of Transportation. As a result, the Safety 

Division has been expanded to handle the added responsibilities. District Department of 

Transportation (DDOT) Safety Team reviews all the studies, either conducted by DDOT staff or 

by Consultants, and design plans at all stages of design and construction. The new alignment 

has helped with the integration of Safety into all tasks and activities performed within the 

District of Columbia.

The DDOT Executive Management has adopted the Six Sigma for process improvements. Six 

Sigma principles have been used as a foundation in shaping the new Safety Team. Six Sigma is a 

proven disciplined approach for improving measurable results for any organization. Using these 

tools has helped with the coordination performed by in-house staff, other District of Columbia 

agencies and residents of the District. Using data and applying Six Sigma methodologies has 

positively impacted all road users by helping the Safety Team be able to address issues using 

the appropriate data over the last year.

The Traffic Safety Data Center at Howard University was established to support DDOT and 

Metropolitan Police Department (MPD) in developing and sustaining an effective process for 

providing timely, accurate, complete, uniform and accessible traffic and related transportation 

data. In addition, DDOT has completed the upgrade of TARAS (Traffic Accident Record and 

Analysis System) in close coordination with the MPD. These efforts have assisted in the daily 

transfer and access to the critical transportation data and MPD's crash database. Developed by 

DDOT, the TARAS process automatically accesses the MPD's crash database and extracts all the 

delta records and pertinent fields from their PD-10 forms. DDOT has also participated in all the 

safetycampaings as mandated by the NHTSA.

The Safety Program has been a success in reducing the accident rate and the fatality rate for 

pedestrians and bicyclists in the District of Columbia by implementing the innovative 

approaches to traffic safety. Over overall goal is to reduce serious and fatal injuries in the 

District by 50% by the year 2025.
2013 District Of Columbia Highway Safety Improvement Program

2

DDOT has also implemented several transportation safety initiatives within the District such as:

1. MoveDC (www.movedc.org)

 Develop a coordinated, multimodal long range transportation plan, addressing all modes of 

transportation in the District of Columbia.

2. goDCgo (www.godcgo.com)

 Provides information and website links on regional buses, DC Circulator, Metrobus and 

Metrorail as well as information on walking and biking in the District of Columbia.

3. Streetcar Safety (www.dcstreetcar.com)

 DC Streetcar Team sends regular construction and safety updates that encompass all aspects 

of DC Streetcar system's functions, including Traffic Control Plans during 

 Construction.

4. Safety Matters

 Safety Matters projects are high impact, low cost improvements to neighborhood streets 

such as new pavement markings, signs, signals, curb changes, or lighting to 

 improve bicycle, pedestrian, and driver safety.

5. Safe Routes to School

 The DC Safe Routes to School Program works to:

 * Improve safety for students who walk and bicycle to school

 * Encourage students and their parents to walk and bicycle to school

 * Boost student physical activity, reduce parents’ fuel consumption, and reduce pollution 

and traffic congestion near schools

6. Crash Data Improvement Program

 * DDOT has established new Crash Data Improvement Program (CDIP) that would identify 

metrics in terms of timeliness, accuracy and completeness of the crash data

 * DDOT organized CDIP workshop that included participants from DDOT agencies, MPD, 

FHWA, NHTSA, Highway Safety Office (HSO) and private consultants to 

 familiarize the collectors, processors, maintainers and users with the concepts of data 

quality and how quality data improves safety decisions

 * The CDIP workshop organized by DDOT TOA staff mainly focussed on:

 a. Crash Data Collection

 b. Crash Data Reporting

 c. Crash Data Processing
2013 District Of Columbia Highway Safety Improvement Program

3

7. Traffic Incident Management Program

 * DDOT has established new Traffic Incident Management (TIM) program that consists of a 

effectively planned and coordinated multidisciplinary process to detect, 

 respond to and clear traffic incidents so that traffic flow may be restored as safely and 

quickly as possible.

 * DDOT organized TIM workshop that included participants from MPD, FHWA, NHTSA, HSO, 

Fire, EMS, VDOT, HSEMA, MDSHA, Maryland Police, Virginia 

 Police, Howard University, DPW and several other agencies

 * TOA staff at DDOT has prepared draft legislation for Move Over Law and Memorandum of 

Understanding (MOU) with other participating agencies to implement and 

 enforce laws for Traffic Incident Management program in the District of Columbia

In addition, DDOT has also implemented the following strategies to improve the safety of 

pedestrians and bicyclists in the District:

- Installed High-Intensity Activated crossWalk (HAWK) traffic signals at 6 locations

- Implemented Leading Pedestrian Intervals (LPI) improvement at 80 intersections

- Updated Pedestrian Crossing times at 469 intersections

- Installed 20 priority signals to improve pedestrian and bicyclist safety at various locations
2013 District Of Columbia Highway Safety Improvement Program

4

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 MAP-21 Reporting Guidance dated February 13, 2013 and consists 

of four sections: program structure, progress in implementing HSIP projects, 

progress in achieving safety performance targets, and assessment of the 

effectiveness of the improvements. 

Program Structure

Program Administration

How are Highway Safety Improvement Program funds allocated in a State? 

Central

District

Other

Describe how local roads are addressed as part of Highway Safety Improvement Program.

The District of Columbia does not have a local roads prorgram. All roads are considered for HSIP 

and Safety Improvement projects.

HSIP funds are Centrally administered within the District of Columbia by the Department of 

Transportation through our Resource Administration and our Office of the Chief Financial 

Officer for the District of Columbia.
2013 District Of Columbia Highway Safety Improvement Program

5

Identify which internal partners are involved with Highway Safety Improvement Program planning. 

Design

Planning

Maintenance

Operations

Governors Highway Safety Office

Other: Other-Transportation Operations Admin. (TOA), Infrastructure Project Management Admin. 

(IPMA), Policy, Planning and Sustainability Admin. (PPSA), Progressive Transportation Services Admin. 

(PTSA) and Urban Forestry Admin. (UFA)

The DDOT Safety Team is an independent and multidisciplinary team with members across 

DDOT and other District of Columbia agencies. The internal DDOT Safety Team has members 

from the following organizations at DDOT that coordinate safety issues and education:

1. Transportation Operations Administration (TOA)

2. Infrastructure Project Management Administration (IPMA)

3. Policy, Planning and Sustainability Administration (PPSA)

4. Progressive Transportation Services Administration (PTSA)

5. Urban Forestry Administration (UFA)

Briefly describe coordination with internal partners. 

The DDOT Safety Team is an independent, multidisciplinary team with members across DDOT 

and other District of Columbia agencies. The DDOT Safety Team meets on bi-monthly basis and 

reviews the overall Safety Program. The internal DDOT Safety Team has members from 

following organizations at DDOT that coordinate safety issues and education:

1. Transportation Operations Administration (TOA)

 - TOA team includes designers, traffic engineers, transportation technicians, parking 

specialists, signal operation engineers, maintenance staff and street light specialists.
2013 District Of Columbia Highway Safety Improvement Program

6

 - TOA team identifies issues related to the vehicular safety, accidents, vehicle queuing,

sight distance obstructions and other traffic safety concerns

 - TOA team performs traffic analysis, engineering design and develops recommendations 

addressing traffic safety concerns

2. Policy, Planning and Sustainability Administration (PPSA)

 - PPSA team includes ward planners, pedestrian and bicycle planners

 - PPSA team identifies pedestrian and bike issues and develops recommendations to 

improve pedestrian and bike safety

 

3. Progressive Transportation Services Administration (PTSA)

 - PTSA team includes transportation planners for transit and metro

 - PTSA team provides estimates for transit ridership and identifies issues related to transit 

circulation and capacity and develops appropriate recommendations

4. Urban Forestry Administration (UFA)

 - UFA team includes ward arborists

 - UFA team identifies streetscaping issues and provides appropriate recommendations

5. Infrastructure Project Management Administration (IPMA)

 - IPMA team consists of engineers, technicians and field operations personnel

 - IPMA team is responsible for the design, engineering and construction of roadways, 

bridges, traffic signals and alley projects in the District of Columbia

 - IPMA also manages special construction projects and all roadway assets

Identify which external partners are involved with Highway Safety Improvement Program planning. 

Metropolitan Planning Organizations

Governors Highway Safety Office

Local Government Association

Other: Other-Metropolitan Police Department (MPD), National Highway Traffic Safety Administration 

(NHTSA), Federal Highway Administration (FHWA) DC Division, Washington Metro Area Transit Authority 

(WMATA)
2013 District Of Columbia Highway Safety Improvement Program

7

Identify any program administration practices used to implement the HSIP that have changed since 

the last reporting period.

Multi-disciplinary HSIP steering committee

Other: Other-Organization Changes: DDOT Safety Team has hired one Project Manager, two 

Transportation Engineers and one Program Analyst

Describe any other aspects of Highway Safety Improvement Program Administration on which you 

would like to elaborate.

The District of Columbia's Safety Program is the focal point of the HSIP program. The Safety 

Program has continued to evolve in the years 2011 and 2012. The Department took a major 

initiative in the year 2010by aligning Divisions and staff to ensure that Safety becoms the core 

of every activity performed by the Department of Transportation. As a result, the Safety 

Division has been expanded to handle the added responsibilities. District Department of 

Transportation (DDOT) Safety Team reviews all the studies, either conducted by DDOT staff or 

by Consultants, and design plans at all stages of design and construction. The new alignment 

has helped with the integration of Safety into all tasks and activities performed within the 

District of Columbia.

The DDOT Executive Management has adopted the Six Sigma for process improvements. Six 

Sigma principles have been used as a foundation in shaping the new Safety Team. Six Sigma is a 

proven disciplined approach for improving measurable results for any organization. Using these 

tools has helped with the coordination performed by in-house staff, other District of Columbia 

agencies and residents of the District. Using data and applying Six Sigma methologies has 

positively impacted all road users by helping the Safety Team be able to address issues using 

the appropriate data. With reducing the number of fatalities and serious injuries as the primary 

goal of the Safety Program, a multi-level Safety Improvement Program has been implemented 
2013 District Of Columbia Highway Safety Improvement Program

8

to allow the Safety Team to thoroughly, effectively and efficiently address adn respond to all 

immediate, short-term and long-term safety concerns.

DDOT has used innovative practices in implementing the HSIP proejcts. These include: High 

Crash Location Analysis, Benefit and Cost Analysis, Road Safety Audits, Quick Field Safety 

Reveiws and the "Decision Lens" (A software solution used for quickly collecting and 

synthesizing qualitative and quantitative information from multiple data sources and 

stakeholders for trade-off, prioritization and/or resource allocation decisions). With these 

innovative practices the Department is progressing toward a comprehensive, data-driven 

approach. As an example, those sites identified as needing a RSA will follow the recommended 

FHWA RSA procedures that includes the use of an independent, multi-disciplinary team with 

members from across DDOT and other District of Columbia agencies.

DDOT has also implemented several transportation safety initiatives within the District such as:

1. MoveDC (www.movedc.org)

 Develop a coordinated, multimodal long range transportation plan, addressing all modes of 

transportation in the District

2. goDCgo (www.godcgo.com)

 Provides information and website links on regional buses, DC Circulator, Metrobus and 

Metrorail as well as information on walking and biking in the City

3. Streetcar Safety (www.dcstreetcar.com)

 DC Streetcar Team sends regular construction and safety updates that encompass all aspects 

of DC Streetcar system's functions, including during Construction

4. Safety Matters

 Safety Matters projects are high impact, low cost improvements to neighborhood streets 

such as new pavement markings, signs, signals, curb changes, or lighting to 

 improve bicycle, pedestrian, and driver safety

5. Safe Routes to School

 The DC Safe Routes to School Program works to:

 * Improve safety for students who walk and bicycle to school

 * Encourage students and their parents to walk and bicycle to school

 * Boost student physical activity, reduce parents’ fuel consumption, and reduce pollution 

and traffic congestion near schools
2013 District Of Columbia Highway Safety Improvement Program

9

6. Crash Data Improvement Program

 * DDOT has established new Crash Data Improvement Program (CDIP) that would identify 

metrics in terms of timeliness, accuracy and completeness of the crash data

 * DDOT organized CDIP workshop that included participants from DDOT agencies, MPD, 

FHWA, NHTSA, Highway Safety Office (HSO) and private consultants to 

 familiarize the collectors, processors, maintainers and users with the concepts of data 

quality and how quality data improves safety decisions

 * The CDIP workshop organized by DDOT TOA staff mainly focussed on:

 a. Crash Data Collection

 b. Crash Data Reporting

 c. Crash Data Processing

7. Traffic Incident Management Program

 * DDOT has established new Traffic Incident Management (TIM) program that consists of a 

effectively planned and coordinated multidisciplinary process to detect, 

 respond to and clear traffic incidents so that traffic flow may be restored as safely and 

quickly as possible.

 * DDOT organized TIM workshop that included participants from MPD, FHWA, NHTSA, HSO, 

Fire, EMS, VDOT, HSEMA, MDSHA, Maryland Police, Virginia 

 Police, Howard University, DPW and several other agencies

 * TOA staff at DDOT has prepared draft legislation for Move Over Law and Memorandum of 

Understanding (MOU) with other participating agencies to implement and 

 enforce laws for Traffic Incident Management program in the District of Columbia

In addition, DDOT has also implemented the following strategies to improve the safety of 

pedestrians and bicyclists in the District:

- Installed High-Intensity Activated crossWalk (HAWK) traffic signals at 6 locations

- Implemented Leading Pedestrian Intervals (LPI) improvement at 80 intersections

- Updated Pedestrian Crossing times at 469 intersections

- Installed 20 priority signals to improve pedestrian and bicyclist safety at various locations

DDOT Safety Team has identified the top five percent high hazard locations in the District for 

further safety analysis. Overall, the goal is to meet the SHSP goal - to reduce the total serious 

and fatal injries in the District by fiffty-percent (50%) by the year 2025. The District of Columbia 

does not have a local roads program. All roads are considered for the HSIP projects.
2013 District Of Columbia Highway Safety Improvement Program

10

Program Methodology

Select the programs that are administered under the HSIP. 

Median Barrier Intersection Safe Corridor

Horizontal Curve Bicycle Safety Rural State Highways

Skid Hazard Crash Data Red Light Running Prevention

Roadway Departure Low-Cost Spot Improvements Sign Replacement And 

Improvement

Local Safety Pedestrian Safety Right Angle Crash

Left Turn Crash Shoulder Improvement Segments

Other: Other-Sight distance 

analysis

Program: Intersection

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features
2013 District Of Columbia Highway Safety Improvement Program

11

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No
2013 District Of Columbia Highway Safety Improvement Program

12

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-Projects are automatically moved from Design to Construction. Other projects compete using 

the "Decision Lens" software program used by all DDOT Managers

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

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Cost Effectiveness

Number of injuries 3

Number of injury collisions 2

Total number of collisions 1

Program: Safe Corridor

Date of Program Methodology: 10/1/2012

 
2013 District Of Columbia Highway Safety Improvement Program

13

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

Are local roads (non-state owned and operated) included or addressed in this program?
2013 District Of Columbia Highway Safety Improvement Program

14

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-Projects for Design are automatically implemented through Construction. The remaining 

projects compete for funds using the "Decision Lens" by all DDOT Managers

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

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Cost Effectiveness

Total number of collisions 1
2013 District Of Columbia Highway Safety Improvement Program

15

Program: Bicycle Safety

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments
2013 District Of Columbia Highway Safety Improvement Program

16

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-Separate funds are allocated to implement bike safety 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).

Relative Weight in Scoring

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C
2013 District Of Columbia Highway Safety Improvement Program

17

Ranking based on net benefit

Cost Effectiveness

Total Number of Collisions 1

Program: Skid Hazard

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate
2013 District Of Columbia Highway Safety Improvement Program

18

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-Skid improvement projects are implemented by "Decision Lens" software program used by all 

DDOT Managers

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
2013 District Of Columbia Highway Safety Improvement Program

19

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Cost Effectiveness

Total Number of Collisions 1

Program: Crash Data

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency
2013 District Of Columbia Highway Safety Improvement Program

20

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-These projects are advanced by "Decision Lens" program utilized by all DDOT Managers
2013 District Of Columbia Highway Safety Improvement Program

21

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

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Cost Effectiveness

Total Number of Collisions 1

Program: Red Light Running Prevention

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification
2013 District Of Columbia Highway Safety Improvement Program

22

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No
2013 District Of Columbia Highway Safety Improvement Program

23

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-These projects are advanced by "Decision Lens" program utilized by all DDOT Managers

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

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Cost Effectiveness

Total Number of Collisions 1

Program: Low-Cost Spot Improvements

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 
2013 District Of Columbia Highway Safety Improvement Program

24

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

Are local roads (non-state owned and operated) included or addressed in this program?
2013 District Of Columbia Highway Safety Improvement Program

25

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-These projects are advanced by "Decision Lens" program utilized by all DDOT Managers

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

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Cost Effectiveness

Total Number of Collisions 1
2013 District Of Columbia Highway Safety Improvement Program

26

Program: Sign Replacement And Improvement

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types
2013 District Of Columbia Highway Safety Improvement Program

27

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-These projects are advanced by "Decision Lens" program utilized by all DDOT Managers

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

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit
2013 District Of Columbia Highway Safety Improvement Program

28

Cost Effectiveness

Total Number of Collisions 1

Program: Local Safety

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate
2013 District Of Columbia Highway Safety Improvement Program

29

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-These projects are advanced by "Decision Lens" program utilized by all DDOT Managers

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

Rank of Priority Consideration
2013 District Of Columbia Highway Safety Improvement Program

30

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Cost Effectiveness

Total Number of Collisions 1

Program: Pedestrian Safety

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)
2013 District Of Columbia Highway Safety Improvement Program

31

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-These projects are advanced by "Decision Lens" program utilized by all DDOT Managers

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 
2013 District Of Columbia Highway Safety Improvement Program

32

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

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Cost Effectiveness

Total Number of Collisions 1

Program: Right Angle Crash

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 
2013 District Of Columbia Highway Safety Improvement Program

33

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process
2013 District Of Columbia Highway Safety Improvement Program

34

selection committee

Other-These projects are advanced by "Decision Lens" program utilized by all the DDOT Managers

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

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Cost Effectiveness

Total Number of Collisions 1

Program: Left Turn Crash

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature
2013 District Of Columbia Highway Safety Improvement Program

35

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?
2013 District Of Columbia Highway Safety Improvement Program

36

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-These projects are advanced by "Decision Lens" program utilized by all DDOT Managers

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

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Cost Effectiveness

Total Number of Collisions 1

Program: Segments

Date of Program Methodology: 10/1/2012

 
2013 District Of Columbia Highway Safety Improvement Program

37

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

Are local roads (non-state owned and operated) included or addressed in this program?
2013 District Of Columbia Highway Safety Improvement Program

38

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-These projects are advanced by "Decision Lens" program utilized by all DDOT Managers

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

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Cost Effectiveness

Total Number of Collisions 1
2013 District Of Columbia Highway Safety Improvement Program

39

Program: Other-Sight distance analysis

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments
2013 District Of Columbia Highway Safety Improvement Program

40

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

selection committee

Other-These projects are utilized by "Decision Lens" program utilized by all DDOT Managers

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

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C
2013 District Of Columbia Highway Safety Improvement Program

41

Ranking based on net benefit

Cost Effectiveness

Total number of collisions 1

What proportion of highway safety improvement program funds address systemic improvements? 

75

Highway safety improvment program funds are used to address which of the following systemic 

improvments?

Cable Median Barriers Rumble Strips

Traffic Control Device Rehabilitation Pavement/Shoulder Widening

Install/Improve Signing Install/Improve Pavement Marking and/or 

Delineation

Upgrade Guard Rails Clear Zone Improvements

Safety Edge Install/Improve Lighting

Add/Upgrade/Modify/Remove Traffic Signal Other 

What process is used to identify potential countermeasures? 

Engineering Study
2013 District Of Columbia Highway Safety Improvement Program

42

Road Safety Assessment

Other: Other-Design Review, Capital Project Review, Sight Distance Analysis, Roadway Geometry, 

Accident Analysis

Identify any program methodology practices used to implement the HSIP that have changed since the 

last reporting period.

Highway Safety Manual

Road Safety audits

Systemic Approach

Other: Other-DDOT has established new Performance Targets in HSIP and HSP Program

Other: Other-Installing HAWK System, Implementing LPI Improvements, Traffic Signal Optimization

Describe any other aspects of the Highway Safety Improvement Program methodology on which you 

would like to elaborate. 

A Traffic Safety Data Center at the Howard University was established to support DDOT and 

Metropolitan Police Department (MPD) in developing and sustaining an effective process for 

providing timely, accurate, complete, uniform and acecssible traffic and related transportation 

data. In addition, DDOT has completed the upgrade of TARAS (Traffic Accidents Record and 

Analysis System) in close coordination with the MPD. This effort has assisted in the daily 

transfer and access to the MPD's crash database. Developed by DDOT, the TARAS process 

automatically accesses MPD's crash database and extracts all the data records and pertinent 

fields from their PD10 forms. DDOT also began the process of updating the 2007 District of 

Columbia SHSP.
2013 District Of Columbia Highway Safety Improvement Program

43

Annually, the District of Columbia uses crash data obtained from the MPD to performy various 

analyses to identify and prioritize high hazard locations for use by a comprehensive city-wide 

safety improvement program. Crash reports for the years 2010, 2011 and 2012 are used for 

developing the annual crash statistics reprot and the 2012 data is used for 5% report. The 

numer of fatal crashes occuring in the District of Columbia is too small to constitute a database 

from which significant statistical results can be concluded. Also, further examnination of these 

locations shows no significant cause was noted that could evolve into a program of effective 

countermeasures. As a result, fatal crashes have been included in the personal injury crashes, 

which are more substantial and provide the possibilities for the development of engineering 

countermeasures.

With this revised data set, DDOT uses three categories of crash statistics to define high hazard 

locations:

* Total number of crashes,

* Number of injury crashes, and

* Total number of injuries

Intersections are ranked from most sever to least severe in all three categories. DDOT has 

established crash and injury thresholds to determine high hazard locations. Intersections 

featuring twelve or more crashes per year, four or more injury crashes per year and five or 

more injuries per year are the established thresholds in each category, respectively. DDOT has 

defined the top five percent (5%) high accident locations as intersections that appear in at least 

two reporting categories at the five percent level. The following 15 intersections comprise the 

top five percent high accident locations in the District of Columbia for the calendar year 2012:

1. Montana Ave and 

New York Ave

2. Firth Sterling Ave and 

Suitland Pkwy

3.

Minnesota Ave and 

Pennsylvania Ave

4. 2nd St and H St

5.

Stanton Rd and 

Suitland Pkwy
2013 District Of Columbia Highway Safety Improvement Program

44

6.

Florida Ave and New 

York Ave

7.

North Capitol St and 

Riggs Rd

8.

7th St and Florida 

Ave

9.

Fairlawn Ave and 

Pennsylvania Ave

10. H St and Capitol St

11.

1st St and Michigan 

Ave

12.

Minnesota Ave and 

Benning Rd

13.

Fairview Ave and 

New York Ave

14.

New York Ave and 

Bladensburg Rd

15.

New York Ave and 

North Capitol St

Progress in Implementing Projects

Funds Programmed

Reporting period for Highway Safety Improvement Program funding.

Calendar Year
2013 District Of Columbia Highway Safety Improvement Program

45

State Fiscal Year

Federal Fiscal Year

Federal Fiscal Year; October 1, 2012 to September 30, 2013

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

Funding Category Programmed* Obligated

HSIP (Section 148) 8489181 77 % 5241129.34 67 %

HRRRP (SAFETEA-LU)

HRRR Special Rule

Penalty Transfer -

Section 154

2553365 23 % 2553365 33 %

Penalty Transfer –

Section 164

Incentive Grants - 

Section 163

Incentive Grants (Section 

406)

Other Federal-aid Funds 

(i.e. STP, NHPP)

State and Local Funds

Totals 11042546 100% 7794494.34 100%
2013 District Of Columbia Highway Safety Improvement Program

46

How much funding is programmed to local (non-state owned and maintained) safety projects? 

0 %

How much funding is obligated to local safety projects?

$0.00

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

0 %

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

$0.00

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

period?

0 %

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

period? 

$0.00
2013 District Of Columbia Highway Safety Improvement Program

47

Discuss impediments to obligating Highway Safety Improvement Program funds and plans to 

overcome this in the future.

DDOT will work with our Safety Consultants in obligatingthe Highway Safety Improvement 

Program funds. Since the District is different from other states we are required to address all 

Safety Issues and notjust the High Hazard locations. DDOT has completed the upgrade of TARAS 

(Traffic Accident Record and Analysis System) database with close coordination from the MPD. 

The TARAS database generates the list of High Hazard Locations fro the District of Columbia. 

However, there are additional locations identified for the potential traffic safety improvement 

that hare not included in the list of High Hazard Locations. DDOT uses its "Safety Matters" 

program to address these traffic safety issues at these additional locations using the same data 

driven approach for the High Hazard Location. The "Safety Matters" program is not funded and 

is being done through coordination with our Pavement Rehabilitation and Reconstruction 

Program and Maintenance Program which is not sufficient. Therefore, we would like to have 

our complete safety program included for our HSIP funding.

DDOT is also coordinating with the SHSO to ensure data-driven approaches are utilized to 

establish the performance targets for the HSIP and HSP program.

Describe any other aspects of the general Highway Safety Improvement Program implementation 

progress on which you would like to elaborate.

District of Columbia participates in the FHWA focused approached to Safety Program as a 

pedestrian focus city. District has established several programs and initiatives to enhance public 

awareness and improve safety for bike, transite, peestrain and vehicular modes of travel. Some 

of the key transportation safety initiatives that have been implemented within District are as:

1. MoveDC (www.movedc.org)

 Develop a coordinated, multimodal long range transportation plan, addressing all modes of 

transportation in the District

2. goDCgo (www.godcgo.com)

 Provides information and website links on regional buses, DC Circulator, Metrobus and 

Metrorail as well as information on walking and biking in the City

3. Streetcar Safety (www.dcstreetcar.com)

 DC Streetcar Team sends regular construction and safety updates that encompass all aspects 
2013 District Of Columbia Highway Safety Improvement Program

48

of DC Streetcar system's functions, including during Construction

4. Safety Matters

 Safety Matters projects are high impact, low cost improvements to neighborhood streets 

such as new pavement markings, signs, signals, curb changes, or lighting to 

 improve bicycle, pedestrian, and driver safety

5. Safe Routes to School

 The DC Safe Routes to School Program works to:

 * Improve safety for students who walk and bicycle to school

 * Encourage students and their parents to walk and bicycle to school

 * Boost student physical activity, reduce parents’ fuel consumption, and reduce pollution 

and traffic congestion near schools

6. Crash Data Improvement Program

 * DDOT has established new Crash Data Improvement Program (CDIP) that would identify 

metrics in terms of timeliness, accuracy and completeness of the crash data

 * DDOT organized CDIP workshop that included participants from DDOT agencies, MPD, 

FHWA, NHTSA, Highway Safety Office (HSO) and private consultants to 

 familiarize the collectors, processors, maintainers and users with the concepts of data 

quality and how quality data improves safety decisions

 * The CDIP workshop organized by DDOT TOA staff mainly focussed on:

 a. Crash Data Collection

 b. Crash Data Reporting

 c. Crash Data Processing

7. Traffic Incident Management Program

 * DDOT has established new Traffic Incident Management (TIM) program that consists of a 

effectively planned and coordinated multidisciplinary process to detect, 

 respond to and clear traffic incidents so that traffic flow may be restored as safely and 

quickly as possible.

 * DDOT organized TIM workshop that included participants from MPD, FHWA, NHTSA, HSO, 

Fire, EMS, VDOT, HSEMA, MDSHA, Maryland Police, Virginia 

 Police, Howard University, DPW and several other agencies

 * TOA staff at DDOT has prepared draft legislation for Move Over Law and Memorandum of 

Understanding (MOU) with other participating agencies to implement and 

 enforce laws for Traffic Incident Management program in the District of Columbia
2013 District Of Columbia Highway Safety Improvement Program

49

In addition, DDOT has also implemented the following strategies to improve the safety of 

pedestrians and bicyclists in the District:

- Installed High-Intensity Activated crossWalk (HAWK) traffic signals at 6 locations

- Implemented Leading Pedestrian Intervals (LPI) improvement at 80 intersections

- Updated Pedestrian Crossing times at 469 intersections

- Installed 20 priority signals to improve pedestrian and bicyclist safety at various locations
2013 District Of Columbia Highway Safety Improvement Program

50

General Listing of Projects

List each highway safety improvement project obligated during the reporting period. 

Project Improveme

nt Category 

Outpu

t 

HSIP 

Cost

Total 

Cost

Fundin

g 

Categor

y

Functional 

Classificati

on

AAD

T

Spee

d

Roadway 

Ownershi

p

Relationship to SHSP

Emphasis 

Area

Strategy

Centralized 

Dynamic 

Message Signs

Advanced 

technology 

and ITS 

Dynamic 

message 

signs

144286

4

144286

4

HSIP 

(Sectio

n 148)

Districtwid

e

Keeping 

drivers 

alert

FY12 Replacing 

and Upgrading 

Damaged 

Guardrail and 

Impact 

Attenuators

Roadside 

Barrier -

other

43878 43878 HSIP 

(Sectio

n 148)

Districtwid

e

Increasing 

driver 

safety 

awareness

FY08 

Replace/Upgra

de Damaged 

Guiderail and 

Impact 

Attenuators -

NonRoadside 

Barriermetal

246721 246721 HSIP 

(Sectio

n 148)

Districtwid

e

Increasing 

driver 

safety 

awareness
2013 District Of Columbia Highway Safety Improvement Program

51

Interstatae

FY08 

Replace/Upgra

de Damaged 

Guiderail/Impa

ct Attenuators 

- Interstate

Roadside 

Barriermetal

246031 246031 HSIP 

(Sectio

n 148)

Districtwid

e

Increasing 

driver 

safety 

awareness

FY08 

Thermoplastic 

Pavement 

Markings

Roadway 

Pavement 

surface -

miscellaneo

us

111500

0

111500

0

HSIP 

(Sectio

n 148)

Districtwid

e

Keeping 

drivers 

alert

Citywide Road 

Safety audit 

Program

Roadway 

signs and 

traffic 

control 

Roadway 

signs and 

traffic 

control -

other

150000

0

150000

0

HSIP 

(Sectio

n 148)

Districtwid

e

Improving 

the design 

and 

operation 

of highway 

intersectio

ns

Identifying 

traffic safety 

issues for all 

roadway users 

such as 

motorists, 

transit, 

pedestrians and 

bicyclists. 

Developing 

recommendatio

ns and 

mitigation 

strategies
2013 District Of Columbia Highway Safety Improvement Program

52

Citywide 

Highway 

Safety 

Improvement 

Program

Roadway 

Roadway -

other

900000 900000 HSIP 

(Sectio

n 148)

Districtwid

e

Improving 

the design 

and 

operation 

of highway 

intersectio

ns

Traffic Safety 

Data Center at 

Howard 

University

Advanced 

technology 

and ITS 

Congestion 

detection / 

traffic 

monitoring 

system

500000 500000 HSIP 

(Sectio

n 148)

Districtwid

e

Curbing 

aggressive 

driving

Speed data is 

collected to 

identify 

vehicular 

speeding. 

Measures for 

traffic calming 

measures and 

enforcement 

are developed 

speeding issues

Traffic Safety 

Engineering 

Support 

Services

Miscellaneo

us 

800000 800000 HSIP 

(Sectio

n 148)

Districtwid

e

Traffic Safety 

Engineering 

Support 

Services

Miscellaneo

us 

100000

0

100000

0

HSIP 

(Sectio

n 148)

Districtwid

e
2013 District Of Columbia Highway Safety Improvement Program

53
2013 District Of Columbia Highway Safety Improvement Program

54

Progress in Achieving Safety Performance Targets

Overview of General Safety Trends

Present data showing the general highway safety trends in the state for the past five years. 

Performance Measures* 2008 2009 2010 2011 2012

Number of fatalities 39 33 25 32 16

Number of serious injuries 0 0 0 0 0

Fatality rate (per HMVMT) 1.08 0.92 0.7 0.9 0.45

Serious injury rate (per HMVMT) 0 0 0 0 0

*Performance measure data is presented using a five-year rolling average.
2013 District Of Columbia Highway Safety Improvement Program

55
2013 District Of Columbia Highway Safety Improvement Program

56
2013 District Of Columbia Highway Safety Improvement Program

57

To the maximum extent possible, present performance measure* data by functional classification and ownership. 

Year - 2012

Function Classification Number of fatalities Number of serious injuries Fatality rate (per HMVMT) Serious injury rate (per HMVMT)

RURAL PRINCIPAL 

ARTERIAL - INTERSTATE

0 0 0 0

RURAL PRINCIPAL 

ARTERIAL - OTHER 

FREEWAYS AND 

EXPRESSWAYS

0 0 0 0

RURAL PRINCIPAL 

ARTERIAL - OTHER

0 0 0 0

RURAL MINOR 

ARTERIAL

0 0 0 0

RURAL MINOR 

COLLECTOR

0 0 0 0

RURAL MAJOR 

COLLECTOR

0 0 0 0

RURAL LOCAL ROAD OR 

STREET

0 0 0 0

URBAN PRINCIPAL 0 0 0 0
2013 District Of Columbia Highway Safety Improvement Program

58

ARTERIAL - INTERSTATE

URBAN PRINCIPAL 

ARTERIAL - OTHER 

FREEWAYS AND 

EXPRESSWAYS

0 0 0 0

URBAN PRINCIPAL 

ARTERIAL - OTHER

0 0 0 0

URBAN MINOR 

ARTERIAL

0 0 0 0

URBAN MINOR 

COLLECTOR

0 0 0 0

URBAN MAJOR 

COLLECTOR

0 0 0 0

URBAN LOCAL ROAD 

OR STREET

0 0 0 0

OTHER 0 0 0 0

URBAN COLLECTOR 0 0 0 0

UNKNOWN 0 0 0 0

UNKNOWN 0 0 0 0
2013 District Of Columbia Highway Safety Improvement Program

59
2013 District Of Columbia Highway Safety Improvement Program

60
2013 District Of Columbia Highway Safety Improvement Program

61
2013 District Of Columbia Highway Safety Improvement Program

62
2013 District Of Columbia Highway Safety Improvement Program

63

Year - 2012

Roadway Ownership Number of fatalities Number of serious injuries Fatality rate (per HMVMT) Serious injury rate (per HMVMT)

STATE HIGHWAY 

AGENCY

0 0 0 0

COUNTY HIGHWAY 

AGENCY

0 0 0 0

TOWN OR TOWNSHIP 

HIGHWAY AGENCY

0 0 0 0

CITY OF MUNICIPAL 

HIGHWAY AGENCY

0 0 0 0

STATE PARK, FOREST, 

OR RESERVATION 

AGENCY

0 0 0 0

LOCAL PARK, FOREST 

OR RESERVATION 

AGENCY

0 0 0 0

OTHER STATE AGENCY 0 0 0 0

OTHER LOCAL AGENCY 0 0 0 0

PRIVATE (OTHER 

THAN RAILROAD)

0 0 0 0
2013 District Of Columbia Highway Safety Improvement Program

64

RAILROAD 0 0 0 0

STATE TOLL 

AUTHORITY

0 0 0 0

LOCAL TOLL 

AUTHORITY

0 0 0 0

OTHER PUBLIC 

INSTRUMENTALITY 

(E.G. AIRPORT, 

SCHOOL, UNIVERSITY)

0 0 0 0

INDIAN TRIBE NATION 0 0 0 0

OTHER 0 0 0 0

2010 DISTRICTWIDE 0 0 0 0

2008 DISTRICTWIDE 0 0 0 0

2009 DISTRICTWIDE 0 0 0 0

2011 DISTRICTWIDE 0 0 0 0

2012 DISTRICTWIDE 16 421 0.45 0

2012 DISTRICTWIDE 16 421 0.45 0
2013 District Of Columbia Highway Safety Improvement Program

65
2013 District Of Columbia Highway Safety Improvement Program

66
2013 District Of Columbia Highway Safety Improvement Program

67
2013 District Of Columbia Highway Safety Improvement Program

68
2013 District Of Columbia Highway Safety Improvement Program

69

TARAS database does not provide accident data for "Serious Injuries". It provides accident data for disabling injuries and nondisabling injuries. Therefore, number of injuries listed in the "Serious Injuries" are actually "Disabling Injuries".
2013 District Of Columbia Highway Safety Improvement Program

70

Describe any other aspects of the general highway safety trends on which you would like to elaborate.

The general highway safety trends for the year 2012 are as follows:

- Fatality rate for the year 2012 is considerably less, about 50%, less than the year 2011

- Fatality rate for the year 2012 is less than the 5-year average fatality rate (2007-2011)

- Disabling injuries for the year 2012 was slightly higher than the year 2011

Application of Special Rules

Present the rate of traffic fatalities and serious injuries per capita for drivers and pedestrians over the 

age of 65. 

Older Driver

Performance Measures

2008 2009 2010 2011 2012

Fatality rate (per capita) 0.03 0.01 0.01 0.01 0

Serious injury rate (per 

capita)

0 0 0 0 0

Fatality and serious injury 

rate (per capita)

0 0 0 0 0

*Performance measure data is presented using a five-year rolling average.

TARAS does not accidents that involve "Serious Injuries". Hence we cannot report Performance 

Measures pertaining to Serious Injuries.

Fatality rate per capita (r) is the ratio of total number of fatalities of drivers and pedestrians at 

the age of 65 or over (f) per 1,000 resident population (N) for the District of Columbia. Below is 

the calculation of fatality rate per capita (r) for the following years:

2008

- Total number of fatalities for drivers and pedestrians at the age of 65 or over (f) in 2008 = 16

- Total population for the District of Columbia (N) in the year 2008 = 595,130 residents

- Fatality rate per capita (r) = f/N*1000 = 0.027

2009

- Total number of fatalities for drivers and pedestrians at the age of 65 or over (f) in 2009 = 5

- Total population for the District of Columbia (N) in the year 2009 = 598,426 residents

- Fatality rate per capita (r) = f/N*1000 = 0.008
2013 District Of Columbia Highway Safety Improvement Program

71

2010

- Total number of fatalities for drivers and pedestrians at the age of 65 or over (f) in 2010 = 7

- Total population for the District of Columbia (N) in the year 2010 = 601,723 residents

- Fatality rate per capita (r) = f/N*1000 = 0.012

2011

- Total number of fatalities for drivers and pedestrians at the age of 65 or over (f) in 2011 = 6

- Total population for the District of Columbia (N) in the year 2011 = 617,023 residents

- Fatality rate per capita (r) = f/N*1000 = 0.0010

2012

- Total number of fatalities for drivers and pedestrians at the age of 65 or over (f) in 2012 = 0

- Total population for the District of Columbia (N) in the year 2012 = 632,323 residents

- Fatality rate per capita (r) = f/N*1000 = 0.0000
2013 District Of Columbia Highway Safety Improvement Program

72

Does the older driver special rule apply to your state? 

No
2013 District Of Columbia Highway Safety Improvement Program

73

Assessment of the Effectiveness of the Improvements (Program 

Evaluation)

What indicators of success can you use to demonstrate effectiveness and success in the Highway 

Safety Improvement Program?

None

Benefit/cost

Policy change

Other: Other-Number of fatalities, Fatality rate, Number of injury accident, Injury accident rate
2013 District Of Columbia Highway Safety Improvement Program

74

What significant programmatic changes have occurred since the last reporting period? 

Shift Focus to Fatalities and Serious Injuries

Include Local Roads in Highway Safety Improvement Program

Organizational Changes

None

Other: Other-DDOT has established Performance Targets in HSIP and HSP program

DDOT Safety Team has hired one Project Manager, two Transportation Engineers and one 

Program Analyst in the current Fiscal year.
2013 District Of Columbia Highway Safety Improvement Program

75

Briefly describe significant program changes that have occurred since the last reporting period. 

Organizational Changes

DDOT has hired one Project Manager, two Transportation Engineers and one Policy Analyst in 

the Safety Team for Transportation Operations Administration (TOA).

Establishing Performance Targets

DDOT has also established Performance Targets for the HSIP and HSP program. The 

Performance Targets have been established for the following four Performance Measures.

1. Number of fatalities - Reduce the number of fatalities by 9% by the end of year 2014

2. Fatality rate - Reduce the fatality rate by 9% by the end of year 2014

3. Number of serious injuries - Reduce the number of serious injuries by 5% by the end of year 

2014

4. Serious injuries rate - Reduce the number of serious injuries rate by 5% by the end of year 

2014

DDOT has been used the innovative practices in implementing the HSIP projects. These include 

High Crash Location Analysis, Benefit and Cost Analysis, Road Safety Audits, Quick Field Safety 

Reviews and "Decision Lens".

The DDOT Executive Management has adopted the Six Sigma for process improvements. Six 

Sigma principles have been used as a foundation in shaping the new Safety Team.
2013 District Of Columbia Highway Safety Improvement Program

76

SHSP Emphasis Areas
2013 District Of Columbia Highway Safety Improvement Program

77

For each SHSP emphasis area that relates to the HSIP, present trends in emphasis area performance measures. 

Year - 2012

HSIP-related SHSP 

Emphasis Areas

Target Crash Type Number of 

fatalities

Number of 

serious 

injuries

Fatality rate 

(per HMVMT)

Serious injury 

rate (per 

HMVMT)

Other1Other2Other3

Instituting graduated 

licensing for younger 

drivers

0 0 0 0 0 0 0

Ensuring drivers are 

licensed and fully 

competent

0 0 0 0 0 0 0

Sustaining 

proficiency in older 

drivers

0 0 0 0 0 0 0

Curbing aggressive 

driving

Speeding 3 29 0 0 0 0 0

Reducing impaired 

driving

All 11 42 0 0 0 0 0

Keeping drivers alert Distracted Driving 0 35 0 0 0 0 0

Increasing driver 

safety awareness

0 0 0 0 0 0 0
2013 District Of Columbia Highway Safety Improvement Program

78

Increasing seat belt 

use and improving 

airbag effectiveness

All 5 43 0 0 0 0 0

Making walking and 

street crossing easier

Vehicle/pedestrian 7 260 0 0 0 0 0

Ensuring safer bicycle 

travel

Vehicle/bicycle 1 362 0 0 0 0 0

Improving 

motorcycle safety 

and increasing 

motorcycle 

awareness

Motorcyclist 3 115 0 0 0 0 0

Making truck travel 

safer

0 0 0 0 0 0 0

Increasing safety 

enhancements in 

vehicles

0 0 0 0 0 0 0

Reducing vehicletrain crashes

0 0 0 0 0 0 0

Keeping vehicles in 

the roadway

0 0 0 0 0 0 0

Minimizing the 

consequences of 

0 0 0 0 0 0 0
2013 District Of Columbia Highway Safety Improvement Program

79

leaving the road

Improving the design 

and operation of 

highway 

intersections

0 0 0 0 0 0 0

Reducing head-on 

and across-median 

crashes

0 0 0 0 0 0 0

Designing safer work 

zones

0 0 0 0 0 0 0

Enhancing 

emergency medical 

capabilities to 

increase survivability

0 0 0 0 0 0 0

Improving 

information and 

decision support 

systems

0 0 0 0 0 0 0
2013 District Of Columbia Highway Safety Improvement Program

80
2013 District Of Columbia Highway Safety Improvement Program

81
2013 District Of Columbia Highway Safety Improvement Program

82
2013 District Of Columbia Highway Safety Improvement Program

83
2013 District Of Columbia Highway Safety Improvement Program

84

Groups of similar project types
2013 District Of Columbia Highway Safety Improvement Program

85

Present the overall effectiveness of groups of similar types of projects.

Year - 2012

HSIP Subprogram Types

Target Crash Type Number of 

fatalities

Number of 

serious injuries

Fatality rate 

(per HMVMT)

Serious injury rate 

(per HMVMT)

Other1Other2Other3

Skid Hazard Road Defects 0 0 0 0 0 0 0

Low-Cost Spot 

Improvements

0 0 0 0 0 0 0

Right Angle Crash Right-turn 0 0 0 0 0 0 0

Intersection All 16 421 0.45 0 0 0 0

Bicycle Safety Vehicle/bicycle 1 43 0.03 0 0 0 0

Red Light 

Running 

Prevention

Red Light Violation 0 28 0 0 0 0 0

Pedestrian Safety Vehicle/pedestrian 2 94 0.06 0 0 0 0

Left Turn Crash Left-turn 0 0 0 0 0 0 0
2013 District Of Columbia Highway Safety Improvement Program

86
2013 District Of Columbia Highway Safety Improvement Program

87
2013 District Of Columbia Highway Safety Improvement Program

88
2013 District Of Columbia Highway Safety Improvement Program

89
2013 District Of Columbia Highway Safety Improvement Program

90

Systemic Treatments
2013 District Of Columbia Highway Safety Improvement Program

91

Present the overall effectiveness of systemic treatments.. 

Year - 2012

Systemic improvement Target 

Crash 

Type

Number of 

fatalities

Number of 

serious 

injuries

Fatality rate 

(per HMVMT)

Serious injury 

rate (per 

HMVMT)

Other1Other2Other3

Install/Improve Lighting All 0 0 0 0 0 0 0

Rumble Strips 0 0 0 0 0 0 0

Install/Improve Signing All 0 0 0 0 0 0 0

Add/Upgrade/Modify/Remove 

Traffic Signal

All 0 0 0 0 0 0 0
2013 District Of Columbia Highway Safety Improvement Program

92
2013 District Of Columbia Highway Safety Improvement Program

93
2013 District Of Columbia Highway Safety Improvement Program

94
2013 District Of Columbia Highway Safety Improvement Program

95
2013 District Of Columbia Highway Safety Improvement Program

96

Describe any other aspects of the overall Highway Safety Improvement Program effectiveness on 

which you would like to elaborate. 

The DDOT Executive Management has adopted the Six Sigma for process improvements. Six 

Sigma principles have been used as a foundation in shaping the new Safety Team. Six Sigma is a 

proven disciplined approach for improving measurable results for any organization. Using these 

tools has helped with the coordination performed by in-house staff, other District of Columbia 

agencies and residents of the District. Using data and applying Six Sigma methodologies has 

positively impacted all road users by helping the Safety Team be able to address issues using 

the appropriate data. With reducing the number of fatalities and serious injuries as the primary 

goal of the Safety Program, a multi-level Safety Improvement Program has been implemented 

to allow the Safety Team to thoroughly, effectively and efficiently address and respond to all 

immediate, short-term and long-term safety concerns.

DDOT has used innovative practices in implementing the HSIP project. These include: High 

Crash Location Analysis, Benefit and Cost Analysis, Road Safety Audits, Quick Field Safety 

Reviews and the "Decision Lens" (A software solution used for quickly collecting and 

synthesizing qualitative and quantitative information from multiple data sources and 

stakeholders for trade-off, prioritization and/or resource allocation decisions). With these 

innovative practices the Department is progressing toward a comprehensive, data-driven 

approach. As an example, those sites identified as needing a RSA will follow the recommended 

FHWA RSA procedures that includes the use of an independent, multi-disciplinary team with 

members from across DDOT and other District of Columbia agencies.

DDOT Safety Team has completed safety reviews and road safety audits on 

several intersections and corridors within the District. Following are some of the main projects 

where road safety audits and reviews have been conducted by DDOT Safety Team:

1. Traffic safety analysis for Ward Circle

 - DDOT Safety Team performed extensive traffic safety analysis for the Ward Circle

2. Road Safety Audit for Blair/Cedar/4th St

 - DDOT Safety Team prepared road safety audit (RSA) report for the intersection of Blair 

Rd/Cedar St/4th St summarizing geometric improvement, 

 roadway improvements and traffic signal improvements

 - The redesign of Blair/Cedar/4th St intersection, based on the recommendations in the RSA 

report, was contracted out to private engineering consulting firms

 - The engineering consultants have already submitted the 65% design plans for this project
2013 District Of Columbia Highway Safety Improvement Program

97

3. Road Safety Audit for Foxhall Road corridor

 - DDOT Safety Team has prepared the RSA report summarizing geometric improvements, 

roadway improvements and traffic signal improvements on over 20

 intersections along Foxhall Road corridor

4. Road Safety Audit for Edgewood St, NE 

 - DDOT Safety Team has prepared Justification Report for conducting the road safety audit for 

approximately 5 schools in vicinity of Edgewood St, NE

 - The Justification Report identifies traffic safety concerns for pedestrians, especially school 

children, school buses, motorists and transit on Edgewood St

5. N Capitol St and New Hampshire Ave,

 - DDOT Safety Team has prepared Justification Report for the intersection of N Capitol St and 

New Hampshire Avenue

 - The Justification Report identifies traffic safety concerns for pedestrians, motorists, transit 

and bicyclists utilizing this intersection

DDOT has nearly completed several main projects as described below:

1. Upgrading pedestrian facilities on Naylor Rd

 - DDOT staff and Toole Design Group have completed the designs of pedestrian facilities 

along Naylor Road corridor, from Good Hope Road to 25th Street.

 - DDOT Asset Management has installed pedestrian facilities, e.g. pedestrian signs, pavement 

markings, along Naylor Rd corridor.

2. MLK Streetscape Project

 - DDOT IPMA is nearing completion of the MLK Streetscape Project as part of the Great 

Streets project

3. Reconstruction Project on Pennsylvania Avenue

 - DDOT IPMA has completed the reconstruction/streetscape project on Pennsylvania Avenue 

corridor from 27th Avenue to Southern Avenue.

4. Reconstruction Project on Sherman Avenue

 - DDOT IPMA has completed the reconstruction/streetscape project on Sherman Avenue.

5. Streetscape Project on U Street

 - DDOT IPMA has completed the first streetscape project on U Street. The second streetscape 

project on U Street is under design.
2013 District Of Columbia Highway Safety Improvement Program

98

6. 15th Street Bike Lanes

 - DDOT has completely resurafced the bike lane on 15th Street from K Street to Swann 

Street.

7. L Street Bike Lanes

 - DDOT has installed bike lanes on L Street from 11th Street to Pennsylvania Avenue/24th 

Street.

8. M Street Bike Lanes

 - DDOT has completed design of bike lanes on M Street from 14th Street to 28th Street.

9. Multimodal Transportation Study on M Street

 - DDOT has also completed the multimodal transportation study on M Street

DDOT is also also managing several traffic data collection and accident data projects that are 

essential to the successful implementation of HSIP:

1. ITS Master Plan

2. Video Detection System (VDS) project

3. Dynamic Message Sign (DMS) project

4. Weigh In Motion (WIM) project

5. Advanced Traffic Management System (ATMS) CAPTOP project

6. Traffic data collection contracts

7. Traffic Accident Records and Analysis System (TARAS) project

 

As mentioned earlier, DDOT has also implemented several comprehensive transportation safety 

and planning initiatives within the District of Columbia such as:

1. MoveDC (www.movedc.org)

 Develop a coordinated, multimodal long range transportation plan, addressing all modes of 

transportation in the District of Columbia.
2013 District Of Columbia Highway Safety Improvement Program

99

2. goDCgo (www.godcgo.com)

 Provides transportation related information and website links on regional buses, DC 

Circulator, Metrobus and Metrorail as well as information on walking and biking in 

 the District of Columbia.

3. Streetcar Safety (www.dcstreetcar.com)

 DC Streetcar Team sends regular construction and safety updates that encompass all aspects 

of DC Streetcar system's functions, including Traffic Control Plans during 

 Construction.

4. Safety Matters

 Safety Matters projects are high impact, low cost improvements to neighborhood streets 

such as new pavement markings, signs, signals, curb changes, or lighting to 

 improve bicycle, pedestrian, and driver safety.

5. Safe Routes to School

 The DC Safe Routes to School Program works to:

 * Improve safety for students who walk and bicycle to school

 * Encourage students and their parents to walk and bicycle to school

 * Boost student physical activity, reduce parents’ fuel consumption, and reduce pollution 

and traffic congestion near schools

6. Crash Data Improvement Program

 * DDOT has established new Crash Data Improvement Program (CDIP) that would identify 

metrics in terms of timeliness, accuracy and completeness of the crash data

 * DDOT organized CDIP workshop that included participants from DDOT agencies, MPD, 

FHWA, NHTSA, Highway Safety Office (HSO) and private consultants to 

 familiarize the collectors, processors, maintainers and users with the concepts of data 

quality and how quality data improves safety decisions

 * The CDIP workshop organized by DDOT TOA staff mainly focussed on:

 a. Crash Data Collection

 b. Crash Data Reporting

 c. Crash Data Processing

7. Traffic Incident Management Program

 * DDOT has established new Traffic Incident Management (TIM) program that consists of a 

effectively planned and coordinated multidisciplinary process to detect, 

 respond to and clear traffic incidents so that traffic flow may be restored as safely and 
2013 District Of Columbia Highway Safety Improvement Program

100

quickly as possible.

 * DDOT organized TIM workshop that included participants from MPD, FHWA, NHTSA, HSO, 

Fire, EMS, VDOT, HSEMA, MDSHA, Maryland Police, Virginia 

 Police, Howard University, DPW and several other agencies

 * TOA staff at DDOT has prepared draft legislation for Move Over Law and Memorandum of 

Understanding (MOU) with other participating agencies to implement and 

 enforce laws for Traffic Incident Management program in the District of Columbia

8. DDOT uses social media extensive to public outreach and safety notice realtime to local and 

regional stakeholders. (both planned and unplanned events)
2013 District Of Columbia Highway Safety Improvement Program

101

Provide project evaluation data for completed projects (optional). 

Location Functional 

Class

Improvement 

Category

Improvement 

Type

BefFatalBefSerious 

Injury

BefOther 

Injury

BefPDOBefTotalAftFatalAftSerious 

Injury

AftOther 

Injury

AftPDOAftTotalEvaluation 

Results 

(Benefit/ 

Cost Ratio)

7th St 

and 

Mount 

Vernon 

Place, 

NW

Intersection 

traffic control

Intersection 

traffic control -

other

0 1 12 7 20 0 0 7 4 11
2013 District Of Columbia Highway Safety Improvement Program

102

Optional Attachments

Sections Files Attached
2013 District Of Columbia Highway Safety Improvement Program

103

Glossary

5 year rolling average means the average of five individual, 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. 

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.