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COLORADO 

2020 ANNUAL REPORT 
2020 Colorado 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 ...........................................................................................................................................6

Program Structure................................................................................................................................. 6

Program Administration .....................................................................................................................6

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

Project Implementation .......................................................................................................................15

Funds Programmed .........................................................................................................................15

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

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

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

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

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

Evaluation ...........................................................................................................................................33

Program Effectiveness ....................................................................................................................33

Effectiveness of Groupings or Similar Types of Improvements .......................................................34

Project Effectiveness .......................................................................................................................37

Compliance Assessment.....................................................................................................................38

Optional Attachments ..........................................................................................................................42

Glossary ..............................................................................................................................................43
2020 Colorado Highway Safety Improvement Program

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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 number of fatalities in Colorado have decreased in 2019 as compared to the previous year, even with 

increasing vehicle mile traveled (VMT). As a result, fatality rates have also decreased. The crash data shows 

three specific areas where the fatalities increased from 2018: older driver (age 65 or older), construction zone 

and weather related. Motorcycle fatalities in 2019 were about the same as the previous year. For nonmotorized crashes, fatalities were down, but serious injuries went up in 2019. Other crash categories 

decreased or remained approximately the same. 

Colorado's HSIP program is administered by the Traffic & Safety Engineering (TSE) Branch at CDOT 

headquarters (HQ) and coordinates with the CDOT Office of Transportation Safety (which is the State Highway 

Safety Office or SHSO) to ensure that safety programs align with each other's objectives. The TSE branch 

actively engages with regional staff to coordinate efforts to research and analyze the need for safety 

improvements on segments and intersections statewide. The group provides subject matter expertise in safety 

and crash analyses to all roadway projects delivered by the Regions. The TSE staff also communicates and 

works directly with external entities and governing bodies such as FHWA, state and local law enforcement 

officials, other state agencies, metro planning organizations (MPO), municipalities, counties, as well as other 

interested parties. 

Colorado has officially updated its Strategic Highway Safety Plan (SHSP) in April 2020. Referred to as the 

"Strategic Transportation Safety Plan" (STSP) in Colorado, the STSP is a great tool to unify safety efforts in the 

state, as it is a comprehensive plan for transportation safety. Local agencies were invited and encouraged to 

participate in the STSP update and the subsequent implementation. They often participated in the emphasis 

area teams, for safety program or project design and implementation. About 1,200 safety professionals were 

invited to various stakeholder meetings across the state in 2019, with hundreds contributing to the strategic 

plan. 

Colorado programmed a total of $49,896,311 of Federal HSIP funding (not including state or local match) 

towards safety improvement projects in state fiscal year (FY) 2020. During this reporting period, five percent of 

HSIP funding was programmed towards local (non-state highway) safety projects. Some of the reasons for the 

low participation include lack of local agency knowledge of the opportunity, lack of readily available data, nonexistent technical support, cumbersome federal aid program laws and regulations, lack of time and matching 

funds. CDOT recognizes these local agency challenges and has strategies planned to address them. One 

strategy changed this year by CDOT was to initiate annual solicitation for local agency projects, increased from 

soliciting every three or four years. In addition, a Safety Circuit Rider (SCR) program that was implemented in 

2019 is expected to increase awareness and projects from local agencies in the future. The purpose of the 

SCR is to provide safety related education, training, outreach and support to local agency safety stakeholders 

under the direction of CDOT and in coordination with the Colorado Local Technical Assistance Program 

(LTAP). 

The High Risk Rural Roads (HRRR) special rule was in effect for this reporting period. Colorado is planning to 

integrate more systemic safety treatments as part of the HSIP in upcoming years. This systemic approach 

should help Colorado deliver more HRRR projects, specifically along local roads. 

In this reporting period, $11,592,970 was transferred out of the HSIP to CDOT's Strategic Safety Program as 

directed by executive management. The Strategic Safety Program is focused on decreasing the frequency and 

severity of crashes through several systemic statewide safety treatments identified to improve safety and 

operations. This is meant to provide a more flexible source of funding for safety improvements projects that 

otherwise may not be able to practically utilize federal funding. The amount transferred is approximately equal 

to the amount of section 164 penalty funds that Colorado is required to obligate in Federal FY 2020. 

In addition to HSIP, CDOT utilizes other sources of funding for safety improvement projects and treatments. 
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The Funding Advancement for Surface Transportation and Economic Recovery Act of 2009 (FASTER) 

established the Road Safety Fund to support the construction, reconstruction, or maintenance roadway 

projects. The state Transportation Commission, a county, or a municipality, determines which projects are 

needed to enhance the safety of a state highway, county road, or city street. The funding dollars are allocated 

based on a statutory formula: 60% to CDOT, 22% to counties, and 18% to municipalities. For CDOT, the

FASTER Safety Mitigation (FSM) program provides approximately $70 million per year to improve safety along 

state owned highways.
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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. 

Colorado's HSIP program is administered by the Traffic and Safety Engineering (TSE) Branch at CDOT 

headquarters (HQ) under the Office of the Chief Engineer. 

Regional CDOT traffic and safety engineering staff work internally and in consort with local agencies to identify 

projects with safety improvement needs. Initial review and analysis occur at this regional level. Upon 

acceptance by the region as a viable and potentially necessary safety project, the region makes a request to 

HQ for final review and analysis and associated HSIP funding eligibility criteria. The HQ TSE staff conducts an 

independent analysis of the project, including a detailed Benefit/Cost analysis, calculation of predicted crashes 

mitigated, a review of crash patterns, and a review of the crash modification factor used. Upon completion of 

final review and quantitative and qualitative analysis by HQ TSE staff of projects submitted by CDOT Regional 

traffic and safety engineering, the projects are either approved or denied and budgeted accordingly against the 

projected regional allocation for the fiscal year in which the funding is needed. In an effort to increase safety 

overall across the state, thorough dialogue between HQ and the requesting region occurs on a project-byproject basis when additional information, background, or data are needed in the event that a project appears 

to fall short of eligibility. Additionally, because projects that are awarded HSIP funding are required to address 

individual areas of focus as defined within the Strategic Highway Safety Plan (SHSP), as part of the review and 

analysis process, our group confirms that such projects do in fact fall within the SHSP areas of focus. In 2020, 

the updated SHSP was re-titled the Strategic Transportation Safety Plan (STSP), with the idea that it 

encompasses more than highways in the plan. 

Upon approval of such HSIP funding the CDOT regions are responsible for final project delivery on-system. In 

the event that a local agency is receiving HSIP funding for off-system safety improvements, the CDOT regional 

staff coordinate with such local agencies regarding HSIP funding to enable these local agencies to deliver 

these projects. 

Where is HSIP staff located within the State DOT? 

 Engineering

HSIP is managed in the Traffic and Safety Engineering Branch, under the Office of the Chief Engineer. 

How are HSIP funds allocated in a State? 

 Formula via Districts/Regions 
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Based on historical crash distribution within each of the five regions in Colorado. 

FY 2020 Distribution

Region 1: 52.9% 

Region 2: 16.9% 

Region 3: 9.3% 

Region 4: 17.2% 

Region 5: 3.7% 

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

Under this program, all public roadways are eligible for participation, including roads on tribal lands; there are 

two tribes in Colorado, Ute Mountain and Southern Ute. Submittals for projects not located on the State 

Highway system are solicited from local authorities with the support of the Metropolitan Planning Organizations 

(MPOs) and Transportation Planning Regions (TPRs). These candidate proposals for safety improvement 

projects are submitted for locations identified by local agencies. As with the CDOT Region applications, all 

submittals will be required to meet the minimum criteria. Project applications from local agencies are received 

by the regional traffic offices for review before being forwarded to the HQ Traffic and Safety Engineering Office 

for evaluation and approval. The Region offices are specifically requested to verify project cost estimates, and 

when necessary, are also requested to make project cost adjustments with the submitting local authorities’ 

concurrence. It is our hope that through increased outreach and education by CDOT, in concert with local 

agency efforts, more applications for HSIP funding will be received in future solicitations. 

Approximately half of the HSIP funding is allocated toward off-system locations (including tribal lands) because 

approximately half of all statewide crashes occur off system. The allocation is based on statewide crash 

distribution. In recent years, there have not been enough off-system safety improvement projects to use the 

full-allocated amount. In such cases, the state will apply those unused funds for state highway safety 

improvement projects. CDOT will look to offer more support in helping local agencies submit enough projects 

to account for their full allocation in the future with the help of the Safety Circuit Rider (SCR) program. 

The purpose of the SCR program is to provide safety related education, training, outreach and support to local 

agency safety stakeholders under the direction of the Colorado Local Technical Assistance Program (CLTAP) 

and CDOT. The need for a SCR program is clearly manifested by the fact that most local agencies in the 

Colorado, particularly the ones in smaller communities, lack resources and technical expertise to properly and 

routinely identify, diagnose, treat safety deficiencies and/or implement adequate countermeasures. These 

resources and tools are typically afforded by CDOT and some of the larger cities and counties in the State. The 

SCR program is designed to greatly enhance technical capabilities at the local level and help bridge existing 

safety related expertise gaps, resulting in overall reduction of crashes on local roads. Local roads typically 

experience about 40% of the statewide annual fatalities. CDOT is also working to promote and develop more 

county and municipal Local Road Safety Plans (LRSP) with the assistance from the SCR program to serve our 

local agency partners better in improving roadways safety for the traveling public. 

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

Bureaus, Divisions) are involved with HSIP planning. 

 Design 

 Districts/Regions 

 Governors Highway Safety Office 

 Maintenance 
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 Operations 

 Planning 

 Traffic Engineering/Safety 

 Other-Office of Financial Management & Budget 

 Other-Division of Transportation Development (DTD) 

Describe coordination with internal partners. 

The CDOT HQ Traffic and Safety Engineering (TSE) branch actively engages with regional staff to coordinate 

efforts to research and analyze the need for safety improvements on segment and intersections statewide. The 

group provides subject matter expertise in safety and crash analyses to all roadway projects delivered by the 

Regions. 

The TSE staff periodically produces a statewide composite listing of potential locations for crash reduction is 

compiled for all highway segments and intersections performing at a sub-standard level of service of safety 

(LOSS) as well as identifying crash patterns that are over-represented at those locations. This listing is 

provided to each of the five CDOT Regions where their respective traffic units, roadway design staff and 

transportation planners can coordinate and select appropriate safety improvement projects with the goal of 

reducing roadway fatalities and serious injuries. The Regions use the listing along with other information such 

as their own operational reviews, input from citizens, staff and city/county personnel as well as other ongoing 

or scheduled construction activities in order to determine the most feasible and beneficial candidate safety 

projects. The Region may also choose to nominate other safety project locations besides those mentioned on 

the listing. Applications for new highway safety improvement projects are sent from the Regions to the TSE 

branch for evaluation to determine safety program (both HSIP and FASTER Safety Mitigation) eligibility and 

level of funding. 

The TSE branch coordinates efforts with the Office of Transportation Safety (OTS) to ensure that safety 

programs align with each other’s objectives. The OTS handles most behavioral safety projects and contributes 

greatly to the Strategic Highway Safety Plan (SHSP) implementation and update process, which was updated 

in 2020. The 2020 - 2024 SHSP is called the Strategic Transportation Safety Plan (STSP). The TSE branch 

also coordinates with the Division of Transportation Development (DTD) and the Division of Maintenance & 

Operations (DMO) for information exchange and for better organization to achieve shared safety goals. The 

DTD provides roadway data for all CDOT projects, including roadway characteristics, traffic counts and asset 

management. The DMO attempts to coordinate replacement and maintenance work with safety standards and 

improvements to roadway safety. The TSE branch works with the Office of Financial Management & Budget 

(OFMB) to determine the amount of HSIP funding available for the current fiscal year as well as how much is 

anticipated to be available in future fiscal years for HSIP project planning and scheduling. The TSE branch also 

works with OFMB to obtain status updates on HSIP obligation and expenditure amounts for ongoing projects. 

Identify which external partners are involved with HSIP planning. 

 FHWA 

 Governors Highway Safety Office 

 Law Enforcement Agency 

 Local Government Agency 

 Local Technical Assistance Program 

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

 Tribal Agency 
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Describe coordination with external partners.

In an effort to maintain consistency in data, analysis, and understanding of safety needs statewide, and 

subsequent implementation of safety improvement projects, the CDOT HQ Traffic and Safety Engineering 

(TSE) staff communicates and works directly with external entities and governing bodies such as FHWA, state 

and local law enforcement officials, other state agencies, MPOs, municipalities, counties, and other interested 

parties. Additionally, at the regional level, the regions coordinate more directly with local government officials, 

citizens, the media and other stakeholders having traffic and safety concerns that are specific to their region. 

These individual areas of focus enable the regions to be more directly in touch with local safety needs for 

which HSIP funding may be eligible. This leads to CDOT's overall ability to integrate HSIP funded solutions 

utilized within any specific region into the statewide efforts to reduce crashes, crash severity, and progress 

toward the goal of zero deaths and serious injuries. 

The Colorado Strategic Transportation Safety Plan (STSP) is a great tool to unify safety efforts in the state, as 

it is a comprehensive plan for transportation safety. Local agencies were invited and encouraged to participate 

in the STSP update and subsequent implementation. Many participated in stakeholder meetings or in the 

emphasis area teams, for safety programs or project design and implementation. Also instrumental in the 

strategic plan update was FHWA and other state partners. Their participation and input led to a more 

comprehensive and useful tool to guide Colorado through the next 5 years. 

The CDOT HQ TSE Branch is involved with the Statewide Traffic Records Advisory Committee (STRAC). The 

STRAC consists of many state and local agencies involved in traffic safety, including law enforcement. The 

STRAC attempts to unify efforts across the state to provide accurate, complete and timely traffic records data, 

which is instrumental to program and project selection and coordination. 

Describe HSIP program administration practices that have changed since the last 

reporting period.

CDOT TSE distributes a solicitation letter to all county and municipal traffic engineers and/or heads of the 

public works department. This request is for new HSIP projects from local agencies for safety improvements on 

the local/county roads. This process now takes place annually instead of every 3-4 years.

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

elaborate. 

The High Risk Rural Roads (HRRR) special rule was in effect for this reporting period, requiring obligation of 

$2,826,084 during federal fiscal year 2020. There was also $11,566,686 of section 164 penalty funds assigned 

to the HSIP which also must be obligated during federal fiscal year 2020. 

In addition to HSIP, CDOT utilizes other sources of funding for safety improvement projects and treatments. 

The Funding Advancement for Surface Transportation and Economic Recovery Act of 2009 (FASTER) 

established the Road Safety Fund to support the construction, reconstruction, or maintenance roadway 

projects. The state Transportation Commission, a county, or a municipality, determines which projects are 

needed to enhance the safety of a state highway, county road, or city street. The funding dollars are allocated 

based on a statutory formula: 60% to CDOT, 22% to counties, and 18% to municipalities. For CDOT, the 

FASTER Safety Mitigation (FSM) program provides approximately $70 million per year to improve safety along 

state owned highways.
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Program Methodology 

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

implementation and evaluation processes? 

Yes 

Colorado continues on revising the current HSIP manual to address findings and recommendations from the 

most recent FHWA assessment of the program. In the next version, CDOT will include a systemic approach 

methodology. It will also provide additional information and guidance for local agencies on how to apply for 

HSIP funding for safety improvement construction projects along off-system locations. 

Select the programs that are administered under the HSIP.

 HRRR

 HSIP (no subprograms) 

 Other-General 

Many of the projects selected for HSIP funding fit one of these program types. However, there is no over-riding 

program, or a different unit of CDOT or agency that manages the program. 

Program: HRRR

Date of Program Methodology:4/4/2017

What is the justification for this program? 

 Addresses SHSP priority or emphasis area

 FHWA focused approach to safety

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

 All crashes  Traffic

 Volume  Functional classification

What project identification methodology was used for this program? 

 Crash frequency

 Excess expected crash frequency using SPFs

 Excess expected crash frequency with the EB adjustment

 Excess proportions of specific crash types

 Expected crash frequency with EB adjustment

 Level of service of safety (LOSS)

 Probability of specific crash types
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Are local roads (non-state owned and operated) included or addressed in this 

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

 Competitive application process

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

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

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

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

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

Rank of Priority Consideration

Ranking based on B/C:2

Available funding:1

Program: HSIP (no subprograms)

Date of Program Methodology:9/1/2016

What is the justification for this program? 

 Addresses SHSP priority or emphasis area

 FHWA focused approach to safety

What is the funding approach for this program? 

Other-Regional Distribution By Crash Totals

What data types were used in the program methodology? 

Crashes Exposure Roadway 

 All crashes  Traffic

 Volume  Functional classification

What project identification methodology was used for this program? 

 Crash frequency

 Excess expected crash frequency using SPFs

 Excess expected crash frequency with the EB adjustment

 Excess proportions of specific crash types

 Expected crash frequency with EB adjustment

 Level of service of safety (LOSS)
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 Probability of specific crash types

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

 Competitive application process

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:2

Cost Effectiveness:1

Program: Other-General

Date of Program Methodology:1/1/2000

What is the justification for this program? 

 Addresses SHSP priority or emphasis area

 FHWA focused approach to safety

What is the funding approach for this program? 

Other-Regional Distribution By Crash Totals

What data types were used in the program methodology? 

Crashes Exposure Roadway 

 All crashes  Traffic

 Volume  Functional classification

What project identification methodology was used for this program? 

 Crash frequency

 Excess expected crash frequency using SPFs

 Excess expected crash frequency with the EB adjustment

 Excess proportions of specific crash types
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 Expected crash frequency with EB adjustment

 Level of service of safety (LOSS)

 Probability of specific crash types

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

 Competitive application process

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 B/C:2

Available funding:1

What percentage of HSIP funds address systemic improvements? 

 10

 HSIP funds are used to address which of the following systemic 

improvements? 

 Add/Upgrade/Modify/Remove Traffic Signal 

 Cable Median Barriers 

 Clear Zone Improvements 

 High friction surface treatment 

 Horizontal curve signs 

 Install/Improve Lighting 

 Install/Improve Pavement Marking and/or Delineation 

 Install/Improve Signing 

 Pavement/Shoulder Widening 

 Rumble Strips 

 Safety Edge 

 Upgrade Guard Rails 

 Wrong way driving treatments 

Colorado continues to explore applying more systemic improvements as part of their safety programs. 
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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 

 Other-Requests by local agencies for investigations 

 Other-Independent Research & Peer State Communication 

The Colorado SHSP was recently updated and identifies several specific countermeasures used by the state. 

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes 

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

HSIP funding can be provided to connected vehicle and ITS technology projects which incorporate 

components that are known to mitigate crashes or crash types. Many of these advanced technology 

applications can now be found on the CMF clearinghouse or through other viable research papers. 

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. 

Quantitative analysis methodology as described within the 1st Edition (2010) of the Highway Safety Manual 

(HSM) is incorporated into the software, manual techniques, and systemic analysis processes that are 

employed by the CDOT Traffic & Safety Engineering staff who are charged with responsibly determining HSIP 

funding eligibility for safety related projects statewide. Subject matter from the HSM that is incorporated into 

CDOT's HSIP efforts includes but is not limited to the following: Fundamentals, Data Requirements, CMF/CRF 

Selection, Safety Performance Functions(s) (SPF's) Development, Diagnostics, Countermeasure Selection, 

Economic Appraisal (Benefit/Cost analysis), Predictive Methodology, Network Screening, etc. 

Describe program methodology practices that have changed since the last reporting 

period.

Colorado has shifted to having an annual call for local agency HSIP projects to help improve local participation. 

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

elaborate.

In addition to the HSM methodology that Colorado has incorporated into the HSIP efforts, CDOT and its 

consultants have developed, and continue to develop and refine Safety Performance Functions (SPF's) 

baseline normative crash expectancy details that are specific to Colorado roadways, highways, freeways, 

interchanges, and intersections. CDOT believes this method allows the agency to be better prepared to 

address the specific safety concerns on Colorado roadways with respect to Colorado ADT, specific driving 

conditions, and driving habits.
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Project Implementation

Funds Programmed 

Reporting period for HSIP funding.

State Fiscal Year

State Fiscal Year 2020 (July 1, 2019 - June 30, 2020) 

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $29,661,387 $17,216,892 58.04%

HRRR Special Rule (23 

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

$8,668,238 $4,998,407 57.66%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$11,566,686 $11,566,686 100%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $0 $0 0%

Totals $49,896,311 $33,781,985 67.7%

 Although HRRR is showing as 57.66% obligated of programmed for state fiscal year 2020, it is actually 

100% obligated for federal fiscal year 2020. 

 Obligation totals may include amounts programmed from previous fiscal years. 

 State and local matching funds are not included in this table as these funds are not tracked in the same 

way as the federal funds. 

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

safety projects? 

$2,626,632

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

$1,792,040

Obligation totals may include amounts programmed from previous fiscal years. 

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

$414,772
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How much funding is obligated to non-infrastructure safety projects? 

$1,117,419

Obligation totals may include amounts programmed from previous fiscal years which is why obligated amounts 

exceed programmed amounts. 

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

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

$0

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

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

$11,592,970

In this reporting period, $11,592,970 was transferred out of the HSIP to CDOT's Strategic Safety Program as 

directed by executive management. The Strategic Safety Program is focused on decreasing the frequency and 

severity of crashes though several systemic statewide safety treatments identified to improve safety and 

operations. This is meant to provide a more flexible source of funding for safety improvements projects that 

otherwise may not be able to practically utilize federal funding. The safety treatments include, but are not 

limited to: 

 6-inch striping 

 Median cable rail 

 Rumble strips, center line and edge line 

 Variable speed limits for weather events 

 MASH compliant guardrail 

The amount transferred is approximately equal to the amount of section 164 penalty funds that Colorado is 

required to obligate in Federal FY 2020. 

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

the future. 

CDOT's Office of Financial Management and Budget (OFMB) does not typically obligate HSIP funding until the 

project has invoices submitted while under construction. The purpose of this is limit the possibility of having 

inactive projects. However, this does impact Colorado HSIP obligation rates as this tends to result in delayed 

obligation of funds for HSIP projects. There are longer than expected start up times for safety improvement 

projects, especially those run by local agencies. Special attention will now be given to construction scheduling 

and priority for fund programming will be given to projects that can deliver on a timely basis. 

Only 5% of HSIP funding was programmed towards local (non-state highway) safety projects in FY 2020. 

Based on the survey responses and interviews from a 2018 HSIP assessment, some of the reasons for this 

include lack of local agency knowledge of the opportunity, lack of readily available data, non-existent technical 

support, cumbersome federal aid program laws and regulations, lack of time and matching funds. 

In FY 2020, CDOT has started a Safety Circuit Rider (SCR) program to reach out and offer technical support to 

local agencies. This includes assistance to local agencies in submitting HSIP project applications for safety 

improvement projects along off system locations that have high potential for reducing crashes. Colorado has 

also shifted to having an annual call for local agency projects to help improve local participation. 44 HSIP 

applications across 25 local agencies were received during the FY 2020 call for projects. Of these 44, 36 

applications were approved for HSIP funding in the amount of $25.0 million. These local agency projects are 

planned for FY 2022 and FY 2023. 
2020 Colorado Highway Safety Improvement Program

Page 17 of 43

Describe any other aspects of the State’s progress in implementing HSIP projects on 

which the State would like to elaborate. 

CDOT's Office of Financial Management & Budget (OFMB) is working with the HSIP program managers to find 

ways to manage Section 164 penalty funds so that those funds can be obligated immediately. It is anticipated 

that Section 164 penalty funding will continue into future fiscal years in Colorado.
2020 Colorado Highway Safety Improvement Program

Page 18 of 43

General Listing of Projects 

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

PROJECT NAME

IMPROVEME

NT 

CATEGORY

SUBCATEGORY OUTPUT

S

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATI

ON

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

US287 & Orchards 

Shopping Center HES

Intersection 

traffic control

Intersection traffic control - 

other

1 Intersectio

ns

$296236 $296236 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialOther36,000 State 

Highway 

Agency

Spot Intersection

s

Modify Control: 

modify signal 

phasing.

BUILD A 

ROUNDABOUT @ 

PRINTERS & 

PARKSIDE

Intersection 

traffic control

Modify control - two-way stop 

to roundabout

1 Intersectio

ns

$561433 $934781 HSIP (23 

U.S.C. 

148)

Urban Local Road or 

Street

5,500 City or 

Municipal 

Highway 

Agency

Spot Intersection

s

Modify Control: 

construct 

roundabout.

I-70 GW Canyon 

Variable Speed Signing

Advanced 

technology 

and ITS

Dynamic message signs 17 Miles $661296

7

$8665929 Penalty 

Funds (23 

U.S.C. 

164)

Rural Principal ArterialInterstate17,000 State 

Highway 

Agency

Spot Roadway 

Departure

Dynamic Message 

Signs: Install 

variable speed 

limiting signing.

SHERIDAN BLVD 

MULTIUSE PATH: 6TH 

TO 10TH

Access 

management

Change in access - close or 

restrict existing access

1 Intersectio

ns

$262400 $1262400 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialOther43,000 State 

Highway 

Agency

Spot Intersection

s

Raised Island: 

center median to 

eliminate 

crossover.

SH83A(LEETSDALE):MI

SS TO COLO(SH2)

Access 

management

Raised island - install new 3 Intersectio

ns

$340000 $5359186 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialOther34,000 State 

Highway 

Agency

Spot Intersection

s

Raised Island: 

Raised centerline 

Median, RIRO 

raised island. 

US 50 and SH 92 Delta 

Intersection

Access 

management

Raised island - install new 1 Intersectio

ns

$400000 $4482784 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialOther8,500 State 

Highway 

Agency

Spot Intersection

s

Raised Island: 

Raised median to 

prevent crossing 

over.

HWY 94 & PEYTON 

HWY INT. IMPR.

Intersection 

geometry

Auxiliary lanes - add left-turn 

lane

1 Intersectio

ns

$228652

8

$2362254 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialOther2,800 State 

Highway 

Agency

Spot Intersection

s

Auxiliary Lanes: 

Construct left turn 

lanes with 

deceleration 

lanes.

JOLLY RD (CR 34) 

BRIDGE OVER FIRST 

CREEK

Roadside Barrier - other 3 Locations $450000 $975000 HRRR 

Special 

Rule (23 

U.S.C. 

148(g)(1))

Rural Multiple/Varies 284 County 

Highway 

Agency

Systemic Roadway 

Departure

Barrier: Install new 

guardrail & bridge 

rail.

US-6, SH-119 TO SH-58 Shoulder 

treatments

Shoulder treatments - other 3 Locations $500000 $760000 HSIP (23 

U.S.C. 

148)

Rural Minor Arterial 7,800 State 

Highway 

Agency

Spot Roadway 

Departure

Shoulder 

Treatments: 

widening, install 

guardrail, rumble 

strips, safety edge, 

curve warn signs, 

lighting.
2020 Colorado Highway Safety Improvement Program

Page 19 of 43

PROJECT NAME

IMPROVEME

NT 

CATEGORY

SUBCATEGORY OUTPUT

S

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATI

ON

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

SH40 & SH121 CDOT 

SIGNAL IMP FY19

Intersection 

traffic control

Modify traffic signal - add 

flashing yellow arrow

1 Intersectio

ns

$553000 $2484333 HSIP (23 

U.S.C. 

148)

Urban Minor Arterial 15,000 State 

Highway 

Agency

Spot Intersection

s

Modify traffic 

signal: reflective 

backplates & 

flashing yellow 

phasing & update 

mast arms.

Boulder Intersection 

Improvements

Intersection 

geometry

Intersection geometry - other 3 Intersectio

ns

$906199 $998000 HSIP (23 

U.S.C. 

148)

Urban Multiple/Varies 12,500 City or 

Municipal 

Highway 

Agency

Spot Intersection

s

Intersection 

Geometry: Realign 

intersection to 90 

degrees, 

dedicated right 

turn lanes.

Various Loveland Left 

Turn Signals

Intersection 

traffic control

Modify traffic signal - add 

flashing yellow arrow

37 Intersectio

ns

$597000 $663334 HSIP (23 

U.S.C. 

148)

Urban Multiple/Varies 34,000 City or 

Municipal 

Highway 

Agency

Systemic Intersection

s

Modify Traffic 

Signal: add Left 

turn signal head 

with flashing 

yellow.

R2 I-25 & 24H WRONG 

WAY PREVENTION

Roadway 

signs and 

traffic control

Roadway signs and traffic 

control - other

165.66 Miles $196466

3

$2643336.2

5

Penalty 

Funds (23 

U.S.C. 

164)

Urban Principal ArterialInterstate76,000 State 

Highway 

Agency

Systemic Intersection

s

Roadway signs & 

traffic control: 

wrong way arrow 

markings, move 

do not enter 

signage.

US 160 MP 126 TO 129 

WL Crossings

Roadside Roadside - other 1.8 Miles $580000

0

$11079059.

68

HRRR 

Special 

Rule (23 

U.S.C. 

148(g)(1))

Rural Principal ArterialOther5,000 State 

Highway 

Agency

Spot Infrastructu

re

Roadside: wild 

animal 

over/underpass, 

deer fencing, jump 

outs. 

US 160 WOLF CREEK 

WEST FIBER

Advanced 

technology 

and ITS

Advanced technology and 

ITS - other

9 Miles $250000 $735108 HSIP (23 

U.S.C. 

148)

Rural Principal ArterialOther3,000 State 

Highway 

Agency

Spot Roadway 

Departure

Advanced 

Technology & ITS: 

VMS, WIM, VMS. 

SH 21 & 16 SIGNALS 

PROJECT

Intersection 

traffic control

Intersection traffic control - 

other

1 Intersectio

ns

$404925 $1951219 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialOther Freeways 

& Expressways

10,500 State 

Highway 

Agency

Spot Intersection

s

Intersection Traffic 

Control: two-waystop to Install new 

signal

CCD FY18 HSIP PKG 1 

-

Intersection 

traffic control

Intersection traffic control - 

other

2 Intersectio

ns

$540000 $600000 HSIP (23 

U.S.C. 

148)

Urban Local Road or 

Street

15,000 City or 

Municipal 

Highway 

Agency

Spot Intersection

s

Intersection Traffic 

Control: signalize 

intersection with 

protected LTs.

CCD FY18 HSIP PKG 4 

-

Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspeci

fied

3 Intersectio

ns

$225000 $225000 HSIP (23 

U.S.C. 

148)

Urban Multiple/Varies 42,500 City or 

Municipal 

Highway 

Agency

Spot Intersection

s

Modify Traffic 

Signal: Rebuild 

mast arms, signal 

heads & ensure 

signal head over 

each lane. 
2020 Colorado Highway Safety Improvement Program

Page 20 of 43

PROJECT NAME

IMPROVEME

NT 

CATEGORY

SUBCATEGORY OUTPUT

S

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATI

ON

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

CCD FY18 HSIP PKG5 - Intersection 

traffic control

Modify traffic signal - 

miscellaneous/other/unspeci

fied

$150000 $150000 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialOther30,000 State 

Highway 

Agency

Spot Intersection

s

Modify Traffic 

Signal: Eliminate 

turning 

movements, 

Permissive to 

protected. 

SPAULDING 

ROUNDABOUT

Intersection 

traffic control

Modify control - two-way stop 

to roundabout

1 Intersectio

ns

$450001 $500000 HRRR 

Special 

Rule (23 

U.S.C. 

148(g)(1))

Rural Minor Collector 3,650 Town or 

Township 

Highway 

Agency

Spot Intersection

s

Modify Control: 

construct 3-leg 

roundabout. 

SH2 & SH95 CCD 

SIGNALS & MEDIANS 

FY20

Access 

management

Raised island - install new 8 Intersectio

ns

$128482

8

$2113328 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialOther50,000 State 

Highway 

Agency

Spot Intersection

s

Access 

Management: 

raised median 

preventing 

crossover 

movements, right 

turn 

channelization.

SOUTH FEDERAL 

BLVD SAFETY 

IMPROVEMENTS

Access 

management

Raised island - install new 2.63 Miles $335397

1

$3361372 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialOther39,000 State 

Highway 

Agency

Spot Intersection

s

Raised Island: 

prevent left turn 

movements. 

SB I-225 PARKER RD 

RAMP SAFETY PROJ

Interchange 

design

Installation of new lane on 

ramp

1 Ramps $411612

4

$4471577 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialInterstate128,00

0

State 

Highway 

Agency

Spot Intersection

s

Interchange 

Design: Add 

second exit lane 

for storage 

capacity.

SH 391-KIPLING/US 285 

HAMPDEN IMP

Intersection 

geometry

Auxiliary lanes - modify turn 

lane storage

1 Intersectio

ns

$22000 $22000 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialOther Freeways 

& Expressways

50,000 State 

Highway 

Agency

Spot Intersection

s

Auxiliary Lanes: 

Add SB storage 

lane. 

I-25 CABLE BARRIER 

PHASE IV

Roadside Barrier - cable 14.2 Miles $303679

0

$3036790 HSIP (23 

U.S.C. 

148)

Multiple/Vari

es

Principal ArterialInterstate40,000 State 

Highway 

Agency

Spot Roadway 

Departure

Barrier: install 

median cable rail.

FY19 HSIP PKG 1 Intersection 

traffic control

Modify traffic signal - modify 

signal mounting (spanwire to 

mast arm)

1 Intersectio

ns

$158000 $160000 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialInterstate155,00

0

State 

Highway 

Agency

Spot Intersection

s

Modify Traffic 

Signal: Replace 

span wire, all new 

signals. 

AURORA SIGNALS 

2019

Intersection 

traffic control

Modify traffic signal - 

modernization/replacement

1 Intersectio

ns

$65000 $135000 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialOther45,000 State 

Highway 

Agency

Spot Intersection

s

Modify Traffic 

Signal: partial 

reconstruction for 

protected turns, 

retroreflective 

backplates. 
2020 Colorado Highway Safety Improvement Program

Page 21 of 43

PROJECT NAME

IMPROVEME

NT 

CATEGORY

SUBCATEGORY OUTPUT

S

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATI

ON

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

R4 Signal Head 

Backplate Install

Intersection 

traffic control

Modify traffic signal - add 

backplates with 

retroreflective borders

400 Signal 

heads

$130542

4

$1330006 HSIP (23 

U.S.C. 

148)

Multiple/Vari

es

Multiple/Varies 11,000 State 

Highway 

Agency

Systemic Intersection

s

Modify Traffic 

signal: 

retroreflective 

backplates.

I70 & KIPLING NORTH 

PHASE

Intersection 

traffic control

Intersection traffic control - 

other

1 Intersectio

ns

$328535

8

$3617860 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialInterstate145,00

0

State 

Highway 

Agency

Spot Intersection

s

Intersection Traffic 

Control: Upgrade 

signals, modify 

ramp intersection 

geometry.

I-70 @ SHERIDAN & 

HARLAN SAFETY

Intersection 

traffic control

Intersection traffic control - 

other

1 Intersectio

ns

$234000 $534000 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialOther34,000 State 

Highway 

Agency

Spot Intersection

s

Intersection Traffic 

Control: Ramp 

intersection 

realignment, 

protected/permissi

ve & FYA ramp 

access. 

R5 FY19 CENTER LINE 

RUMBLE STRIPS

Roadway Rumble strips - center 308.74 Miles $668000 $1199816 HRRR 

Special 

Rule (23 

U.S.C. 

148(g)(1))

Rural Multiple/Varies 7,500 State 

Highway 

Agency

Systemic Lane 

Departure

Rumble Strips: 

install centerline 

rumble strips.

FEDERAL BLVD & US36 

TRAFFIC SIGNALS

Intersection 

geometry

Intersection geometrics - 

miscellaneous/other/unspeci

fied

2 Intersectio

ns

$290000 $290000 HSIP (23 

U.S.C. 

148)

Urban Principal ArterialOther100,00

0

State 

Highway 

Agency

Spot Intersection

s

Intersection 

Geometrics: 

geometric 

improvements, 

channel islands 

reconstruction, 

advance guidance 

signs.

R3 I-70 Wrong Way 

Detection

Advanced 

technology 

and ITS

Advanced technology and 

ITS - other

213 Miles $185000 $185000 HSIP (23 

U.S.C. 

148)

Multiple/Vari

es

Principal ArterialInterstate24,100 State 

Highway 

Agency

Systemic Infrastructu

re

Advanced 

Technology & ITS: 

enhanced wrong 

way signing & 

active detection. 

R3 Intersection Conflict 

Warning System

Advanced 

technology 

and ITS

Advanced technology and 

ITS - other

3 Intersectio

ns

$130000 $130000 HSIP (23 

U.S.C. 

148)

Rural Minor Arterial 2,100 State 

Highway 

Agency

Spot Intersection

s

Advanced 

Technology & ITS: 

Intersection 

conflict warning 

systems. 

WWD TRAFFIC 

CONTROL 

ENHANCEMENTS 

PHASE 2

Advanced 

technology 

and ITS

Advanced technology and 

ITS - other

305.3 Miles $277707

3

$3085637 HSIP (23 

U.S.C. 

148)

Urban Multiple/Varies 150,00

0

State 

Highway 

Agency

Systemic Infrastructu

re

Advanced 

Technology & ITS: 

ITS wrong way 

detection, signs & 

flashers. 
2020 Colorado Highway Safety Improvement Program

Page 22 of 43

PROJECT NAME

IMPROVEME

NT 

CATEGORY

SUBCATEGORY OUTPUT

S

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATI

ON

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

WWD TRAFFIC 

CONTROL 

ENHANCEMENTS 

PHASE 1

Advanced 

technology 

and ITS

Advanced technology and 

ITS - other

305.3 Miles $250000

0

$2855682 HSIP (23 

U.S.C. 

148)

Urban Multiple/Varies 150,00

0

State 

Highway 

Agency

Systemic Infrastructu

re

Advanced 

Technology & ITS: 

ITS enhanced 

wrong way 

detection & 

signing. 

SAFETY ASSESSMENT 

SERVICES-STOLFUS

Noninfrastructure Road safety audits $150000 $150000 HSIP (23 

U.S.C. 

148)

Multiple/Vari

es

Multiple/Varies 0 State 

Highway 

Agency

Data Road Safety 

Audits: Safety 

assessment 

reports for CDOT 

projects. 

I-70 Median Cable Rail 

MP 97-99, 102-108

Roadside Barrier - cable 9 Miles $77400 $86000 HSIP (23 

U.S.C. 

148)

Multiple/Vari

es

Principal ArterialInterstate30,000 State 

Highway 

Agency

Spot Roadway 

Departure

Barrier: install 

median cable rail.

I-70 Med Cable Rail 

MP159-160

Roadside Barrier - cable 9 Miles $51300 $57000 HSIP (23 

U.S.C. 

148)

Multiple/Vari

es

Principal ArterialInterstate30,000 State 

Highway 

Agency

Spot Roadway 

Departure

Barrier: install 

median cable rail.

SAFETY ASSESSMENT 

SERVICES - MULLER

Noninfrastructure Road safety audits $135000 $150000 HSIP (23 

U.S.C. 

148)

Multiple/Vari

es

Multiple/Varies 0 State 

Highway 

Agency

Data Road Safety 

Audits: Safety 

assessment 

reports for CDOT 

projects. 

I-70 Med Cable Rail MP 

182-183

Roadside Barrier - cable 9 Miles $51300 $57000 HSIP (23 

U.S.C. 

148)

Multiple/Vari

es

Principal ArterialInterstate30,000 State 

Highway 

Agency

Spot Roadway 

Departure

Barrier: install 

median cable rail.

APEX SPF 

DEVELOPMENT

Noninfrastructure Data/traffic records $193415 $214905 HSIP (23 

U.S.C. 

148)

Multiple/Vari

es

Multiple/Varies 0 Statewide Data Data/Traffic 

Records: Develop 

state specific 

intersection safety 

performance 

functions. 
2020 Colorado Highway Safety Improvement Program

Page 23 of 43

Safety Performance

General Highway Safety Trends 

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

years. 

PERFORMANCE 

MEASURES 2011 2012 2013 2014 2015 2016 2017 2018 2019

Fatalities 447 474 482 488 547 608 648 632 596

Serious Injuries 3,178 3,246 3,215 3,222 3,200 3,073 3,033 3,389 3,190

Fatality rate (per 

HMVMT)

0.959 1.013 1.024 0.996 1.085 1.166 1.214 1.171 1.091

Serious injury rate (per 

HMVMT)

6.819 6.940 6.845 6.578 6.345 5.892 5.682 6.281 5.839

Number non-motorized 

fatalities

55 91 64 75 78 100 108 112 96

Number of nonmotorized serious 

injuries

400 408 490 478 490 449 446 440 475
2020 Colorado Highway Safety Improvement Program

Page 24 of 43

0

100

200

300

400

500

600

700

2011 2012 2013 2014 2015 2016 2017 2018 2019

Annual Fatalities

Fatalities 5 Year Rolling Avg.

2800

2900

3000

3100

3200

3300

3400

3500

2011 2012 2013 2014 2015 2016 2017 2018 2019

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2020 Colorado Highway Safety Improvement Program

Page 25 of 43

0

0.2

0.4

0.6

0.8

1

1.2

1.4

2011 2012 2013 2014 2015 2016 2017 2018 2019

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

7

8

2011 2012 2013 2014 2015 2016 2017 2018 2019

Serious injury rate (per HMVMT)

Serious injury rate (per HMVMT) 5 Year Rolling Avg.
2020 Colorado Highway Safety Improvement Program

Page 26 of 43

Source: CDOT Crash Database 

Describe fatality data source. 

State Motor Vehicle Crash Database

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

ownership. 

Year 2019

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

45.8 0.97

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

85 1.85

Rural Minor Arterial 47.6 2.31

Rural Minor Collector 17.8 2.3

Rural Major Collector 40.2 2.19

0

100

200

300

400

500

600

2011 2012 2013 2014 2015 2016 2017 2018 2019

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.
2020 Colorado Highway Safety Improvement Program

Page 27 of 43

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 Local Road or 

Street

24.8 1.59

Urban Principal 

Arterial (UPA) - 

Interstate

50.4 0.53

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

19.8 0.36

Urban Principal 

Arterial (UPA) - Other

147.8 1.58

Urban Minor Arterial 70.6 1.1

Urban Minor Collector

Urban Major Collector 22.2 0.79

Urban Local Road or 

Street

34.2 0.91
2020 Colorado Highway Safety Improvement Program

Page 28 of 43

Year 2015

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

298.8

County Highway 

Agency

85.6

Town or Township 

Highway Agency

2.2

City or Municipal 

Highway Agency

97

State Park, Forest, or 

Reservation Agency

0

Local Park, Forest or 

Reservation Agency

0

Other State Agency 0

Other Local Agency 3.4

Private (Other than 

Railroad)

0

Railroad 0

State Toll Authority 0

Local Toll Authority 0

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

0

Indian Tribe Nation 0

Provide additional discussion related to general highway safety trends. 

Following the trend seen across the country, fatalities have continued to decrease in Colorado in 2019 with a 

5.7% reduction in 2019 and 2.5% reduction in 2018 in comparison with 6.6 % increase in 2017 and 11.2% 

increase in 2016. When comparing 2019 to the previous year, the data has shown that there are two specific 

areas where the fatalities increased from 2018: Older Driver (age 65 or older) and Construction Zone related 

fatalities. The number of motorcycle fatalities in 2019 were the same as the previous year. Serious injuries in 

2019 decreased 5.9% from 2018. Even with increased VMT, both fatality rates and serious injury rate in 2019 

have also decreased 7% from 2018. 
2020 Colorado Highway Safety Improvement Program

Page 29 of 43

Safety Performance Targets

Safety Performance Targets

Calendar Year 2021 Targets *

Number of Fatalities:603.0

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

The Highway Safety Office and Traffic and Safety Engineering Branch, with contribution from CDPHE, 

coordinated an analysis of crash data through various statistical methods - including Loess regression and 

Excel exponential, linear, logarithmic, and power polynomial regression line best fit curves - as a comparative 

analysis to the STSP. The STSP set a target for 15% reduction by 2023 and 2% reduction for 2020, with an 

average goal of 3.75% per year. The trend analysis has shown that the fatalities have continued to decrease 

from previous years, with a 5.7% reduction in 2019 and 2.5% reduction in 2018 in comparison with 6.6 % 

increase in 2017 and 11.2% increase in 2016. The serious injuries have stayed relatively unchanged since 

2015. The various analyses were consistent with the direction of the STSP targets, which were then used to 

develop the 5 year safety targets for 2020 and 2021.

Number of Serious Injuries:3161.0

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

The Highway Safety Office and Traffic and Safety Engineering Branch, with contribution from CDPHE, 

coordinated an analysis of crash data through various statistical methods - including Loess regression and 

Excel exponential, linear, logarithmic, and power polynomial regression line best fit curves - as a comparative 

analysis to the STSP. The STSP set a target for 15% reduction by 2023 and 2% reduction for 2020, with an 

average goal of 3.75% per year. The trend analysis has shown that the fatalities have continued to decrease 

from previous years, with a 5.7% reduction in 2019 and 2.5% reduction in 2018 in comparison with 6.6 % 

increase in 2017 and 11.2% increase in 2016. The serious injuries have stayed relatively unchanged since 

2015. The various analyses were consistent with the direction of the STSP targets, which were then used to 

develop the 5 year safety targets for 2020 and 2021.

Fatality Rate:1.113

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

The Highway Safety Office and Traffic and Safety Engineering Branch, with contribution from CDPHE, 

coordinated an analysis of crash data through various statistical methods - including Loess regression and 

Excel exponential, linear, logarithmic, and power polynomial regression line best fit curves - as a comparative 

analysis to the STSP. The STSP set a target for 15% reduction by 2023 and 2% reduction for 2020, with an 

average goal of 3.75% per year. The trend analysis has shown that the fatalities have continued to decrease 

from previous years, with a 5.7% reduction in 2019 and 2.5% reduction in 2018 in comparison with 6.6 % 

increase in 2017 and 11.2% increase in 2016. The serious injuries have stayed relatively unchanged since 

2015. The various analyses were consistent with the direction of the STSP targets, which were then used to 

develop the 5 year safety targets for 2020 and 2021.

Serious Injury Rate:5.828

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

The Highway Safety Office and Traffic and Safety Engineering Branch, with contribution from CDPHE, 

coordinated an analysis of crash data through various statistical methods - including Loess regression and 

Excel exponential, linear, logarithmic, and power polynomial regression line best fit curves - as a comparative 
2020 Colorado Highway Safety Improvement Program

Page 30 of 43

analysis to the STSP. The STSP set a target for 15% reduction by 2023 and 2% reduction for 2020, with an 

average goal of 3.75% per year. The trend analysis has shown that the fatalities have continued to decrease 

from previous years, with a 5.7% reduction in 2019 and 2.5% reduction in 2018 in comparison with 6.6 % 

increase in 2017 and 11.2% increase in 2016. The serious injuries have stayed relatively unchanged since 

2015. The various analyses were consistent with the direction of the STSP targets, which were then used to 

develop the 5 year safety targets for 2020 and 2021. 

Total Number of Non-Motorized Fatalities and Serious Injuries:551.0

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

The Highway Safety Office and Traffic and Safety Engineering Branch, with contribution from CDPHE, 

coordinated an analysis of crash data through various statistical methods - including Loess regression and 

Excel exponential, linear, logarithmic, and power polynomial regression line best fit curves - as a comparative 

analysis to the STSP. The STSP set a target for 15% reduction by 2023 and 2% reduction for 2020, with an 

average goal of 3.75% per year. The trend analysis has shown that the fatalities have continued to decrease 

from previous years, with a 5.7% reduction in 2019 and 2.5% reduction in 2018 in comparison with 6.6 % 

increase in 2017 and 11.2% increase in 2016. The serious injuries have stayed relatively unchanged since 

2015. The various analyses were consistent with the direction of the STSP targets, which were then used to 

develop the 5 year safety targets for 2020 and 2021. 

Over the past few months, CDOT staff have taken into account the efforts and analysis of the STSP planning 

process and the 15% reduction target it has set for 2023, as well as trend analyses of the 2008 – 2019 existing 

data and is recommending the below targets for the five-year rolling average of 2017-2021. The targets 

established this year will be assessed for progress by FHWA in 2023. 

The 2017-2021 targets incorporate trend analysis of past years, consideration of the transportation safety 

climate factors and causalities, and actions that CDOT and other safety stakeholder agencies are taking to 

reduce all crashes – but primarily the targets established are consistent with the assertive vision of the 

Colorado Strategic Transportation Safety Plan (STSP). While Colorado and CDOT are still endeavoring to 

move toward zero deaths and injuries and significantly reduced crashes, these targets established are for the 

purposes of national target setting and are done so with both the Moving Toward Zero Deaths vision in mind 

and with the FHWA requirements for target setting. 

While the world finds itself in the middle of the COVID-19 pandemic and from a transportation perspective the 

resulting impacts to traffic volumes and crashes, none of us know just what the transportation impact will be for 

this target-setting period. So far, the reduced volumes of traffic (at one point several locations had reductions 

up to 50% of historical volumes) have translated to reduced crashes, injuries, and fatalities, yet in less 

proportion. 

The STSP (SHSP) process for renewing Colorado’s vision, mission, targets, and strategies considered the 

input of hundreds of stakeholders reviewing Colorado crash data, Colorado’s current transportation safety 

climate, and actions steps possible to make progress in improving safety. Many influencing factors were 

considered during the plan development process. 

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

safety performance targets. 

The CDOT office of transportation safety (which is also the SHSO) and traffic engineering coordinate with the 

Colorado Department of Health and Environment to evaluate historical crash data and develop various trend 

models. Various meetings have been held with CDOT management, planners, MPO’s, and CDPHE staff to 

review CDOT’s proposed targets. CDOT has memorandum of understanding (MOU) with the MPO's which 

details each agency's roles and responsibilities in this process. Meetings are ongoing with individual MPO’s to 

present data, review CDOT’s process, and provide assistance in the establishment of individual MPO goals or 

adoption of the statewide goals. The MPO’s continue to work toward establishing their targets or adopting 
2020 Colorado Highway Safety Improvement Program

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CDOT’s targets. CDOT will continue to coordinate with these organizations to support this effort. The HSIP 

safety performance targets data source is the same as the HSP. 

Over the past year, the State worked to update the SHSP, which was completed early in 2020. This 

collaboration entailed an enormous amount of input from the stakeholders across the state. It was decided to 

use the main five performance measures, required by FHWA. The stakeholders voted to set a goal of 15% 

reduction in the 4 years covered by the plan. 

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2019 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 644.0 606.2

Number of Serious Injuries 2909.0 3177.0

Fatality Rate 1.210 1.145

Serious Injury Rate 5.575 6.008

Non-Motorized Fatalities and 

Serious Injuries

514.0 558.8

The Colorado traffic fatalities continued to drop by 5.7% in 2019. This marks the second consecutive year that 

traffic fatalities declined since 2017. The fatality rate has also decreased by 6.9% in 2019 as people drove 

even more with VMT increasing by 1.3% in 2019. This is the lowest fatality rate since 2015. While the overall 

2019 fatalities decreased in many areas, Non-motorized (pedestrian and bicyclist) fatalities and serious injuries 

(totaled) saw an increase. There are many factors that have and are expected to influence the decreases in 

fatality and fatality rate. CDOT has continued to administer the safety program as effectively as possible to 

ensure selection of the most effective infrastructure and behavioral projects and strategies such as six inch 

striping, cable rail, guardrail, rumble strips, increasing seat belt use and reducing impaired driving. Vehicle 

improvements such as air bags and electronic stability control have also contributed greatly to the reduction of 

traffic deaths on our roads. Due to vendor data issues with local agencies transmitting data to the Department 

of Revenue, injury data has been under reported at the time when the targets were developed, which is 

currently shown with higher actual serious injuries numbers. 

Applicability of Special Rules 

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

Yes 

Colorado must obligate $2,826,084 of HRRR in Federal FY 2020. 
2020 Colorado Highway Safety Improvement Program

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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 2013 2014 2015 2016 2017 2018 2019

Number of Older Driver 

and Pedestrian Fatalities

65 46 61 76 76 78 82

Number of Older Driver 

and Pedestrian Serious 

Injuries

250 228 226 235 239 273 311
2020 Colorado Highway Safety Improvement Program

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Evaluation

Program Effectiveness 

How does the State measure effectiveness of the HSIP? 

 Benefit/Cost Ratio 

 Other-Before and After Studies 

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

the State's program level evaluations. 

Overall, the HSIP in Colorado has had a positive impact on reducing crashes at select locations. CDOT 

routinely evaluates the observed crash history at locations after an HSIP project has been implemented. The 

output of each evaluation is a calculated benefit/cost (B/C) ratio of the project which helps CDOT assess the 

effectiveness of the HSIP. 

Prior to this reporting period, 48 completed HSIP projects have been evaluated. Each project has sufficient 

post-installation crash data available (typically three to five years) to determine a realized B/C ratio which was 

then compared to those calculated at the time of project HSIP eligibility review. 

In this reporting period, CDOT has continued this process with the evaluation of 29 new HSIP projects with 

Before / After studies. A final report describing the findings of this endeavor was completed in December of 

2019. The 29 projects chosen by CDOT for analysis are located on state highways and non-state highways 

and cover a variety of safety improvements to both roadways and intersections. Roadway improvements 

included median barriers and improvements, guard rail, curve realignment and slope flattening, ITS 

improvements, wildlife protection, and ramp metering. Intersection improvements analyzed included new 

signals, signal upgrades (such as larger signal heads and replacing old span-wire signals), geometric 

improvements, and roundabouts. The 29 projects cumulatively had a Predicted B/C Average (cost weighted) of 

2.87 and an Observed B/C Average (cost weighted) of 6.86. 

While many of the projects analyzed in the study have shown significant safety benefits, some showed 

deterioration in safety. It is essential to complete these studies to understand the impacts of different 

improvement types and why the initially predicted safety improvements are not always observed following 

construction. It is recommended that CDOT institutionalize this process and perform a before/after safety 

analysis evaluation of safety performance for all projects constructed when after period crash data becomes 

available. Analyzing safety performance of projects before and after completion will allow CDOT to make better 

and more informed decisions for future projects, thereby maximizing the positive impact of the limited safety 

improvement funding that is available. 

The complete report is available at: 

https://www.codot.gov/library/traffic/hsip/studies 

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

success of the Highway Safety Improvement Program? 

 # miles improved by HSIP 

 HSIP Obligations 

 Increased awareness of safety and data-driven process 
2020 Colorado Highway Safety Improvement Program

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 Increased focus on local road safety 

 More systemic programs 

 Organizational change 

 Other-Realized Positive B/C Ratio 

One strategy to increase the focus on local road safety that was changed this year was to initiate annual 

solicitation for local agency projects. 

Describe significant program changes that have occurred since the last reporting 

period.

In FY 2020, CDOT has started a Safety Circuit Rider (SCR) program to reach out and offer technical support to 

local agencies. This includes assistance to local agencies in submitting HSIP project applications for safety 

improvement projects along off system locations that have high potential for reducing crashes. Colorado has 

also shifted to having an annual call for local agency projects to help improve local participation. 

Effectiveness of Groupings or Similar Types of Improvements 

Present and describe trends in SHSP emphasis area performance measures. 

Year 2019

SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

 (per HMVMT)

(5-yr avg)

Serious Injury 

Rate

 (per HMVMT)

(5-yr avg)

Lane Departure Sideswipe, Head 

On

66.4 219 0.13 0.41

Roadway Departure Run-off-road 238.8 904.2 0.45 1.71

Intersections Intersections 191 1,407 0.36 2.66

Pedestrians Vehicle/pedestrian 81.2 321.6 0.15 0.61

Bicyclists Vehicle/bicycle 17.6 147.8 0.03 0.28

Older Drivers All 87.6 255.4 0.17 0.48

Motorcyclists All 106.4 526.4 0.2 1

Work Zones All 8 37.4 0.01 0.07
2020 Colorado Highway Safety Improvement Program

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0

50

100

150

200

250

300

Fatalities

Number of Fatalities 

5 Year Average

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019

0

200

400

600

800

1000

1200

1400

1600

Serious Injuries

Number of Serious Injuries 

5 Year Average

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019
2020 Colorado Highway Safety Improvement Program

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Colorado 2020 SHSP Emphasis Areas: 

 High-Risk Behavior (Aggressive Driving, Distracted Driving, Occupant Protection, Impaired Driving) 

 Vulnerable Roadway Users (Motorcyclists, Pedestrians, Bicyclists, Older/Young Drivers, Work Zones) 

 Severe Crash Mitigation (Lane Departure, Roadway Departure, Intersections) 

 Programmatic (Data) 

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0.45

0.5

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019

0

0.5

1

1.5

2

2.5

3

3.5

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019
2020 Colorado Highway Safety Improvement Program

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Project Effectiveness 

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

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY

IMPROVEMENT 

TYPE

PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

Colfax Avenue 

(US 40) / 

Youngfield 

Street

Urban 

Principal 

Arterial (UPA) - 

Interstate

Intersection 

geometry

Intersection 

geometry - other

25.00 13.00 1.00 10.00 6.00 36.00 19.00 3.33

SH 2A 

(Colorado 

Blvd) / I- 70

Urban 

Principal 

Arterial (UPA) - 

Other

Intersection 

traffic control

Modify traffic 

signal - modify 

signal mounting 

(spanwire to 

mast arm)

23.00 15.00 2.00 5.00 1.00 30.00 16.00 12.40

The above described projects are two examples of before and after evaluations that were completed by CDOT & its consultants to evaluate and aid in understanding the overall effectiveness of the HSIP in Colorado. In the case of the first 

example (US 40 / Youngfield St), the project was designed to mitigate rear end and right angle crashes. In this example, the intersection was realigned to improve turns and add a protective/permissive southbound left turn lane. Span wire 

was also replaced with mast arms. In the second example (SH 2 / I-70 WB Off Ramp), the project was designed to mitigate rear end, sideswipe same direction an d right angle crashes. In this example, the signal heads were all upgraded 

and the span wires was also replaced with mast arms. 

In the interest of being concise for this portion of this annual HSIP report, we have only provided two examples; however, for more information or further examples of various HSIP projects for which before and after studies were 

completed, please review the reports entitled "2015 Study", "2016 Study" and "2019 Study" on the following CDOT public website: 

https://www.codot.gov/library/traffic/hsip/studies
2020 Colorado Highway Safety Improvement Program

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Compliance Assessment

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

 04/24/2020

What are the years being covered by the current SHSP? 

From: 2020 To: 2023

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

 2024

Referred to as the "Strategic Transportation Safety Plan" in Colorado. 

https://www.codot.gov/safety/safetydata/safetyplanning/strategictransportationsafetyplan.pdf 

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

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

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

ROADWAY SEGMENT Segment Identifier 

(12) [12]

100 100 100 100 100 100

Route Number (8) 

[8]

100 100

Route/Street Name 

(9) [9]

100 100

Federal Aid/Route 

Type (21) [21]

100 100

Rural/Urban 

Designation (20) [20]

100 100 100 100

Surface Type (23) 

[24]

100 100 100 100

Begin Point 

Segment Descriptor 

(10) [10]

100 100 100 100 100 100

End Point Segment 

Descriptor (11) [11]

100 100 100 100 100 100

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

100 100
2020 Colorado Highway Safety Improvement Program

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ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Functional Class 

(19) [19]

100 100 100 100 100 100

Median Type (54) 

[55]

100

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 50 100 100

AADT Year (80) [82] 100 50

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

100

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

100

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

100

Intersection/Junction 

Geometry (126) 

[116]

100

Intersection/Junction 

Traffic Control (131) 

[131]

100

AADT for Each 

Intersecting Road 

(79) [81]

100 50

AADT Year (80) [82] 100 50

Unique Approach 

Identifier (139) [129]

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

100
2020 Colorado Highway Safety Improvement Program

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ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197) [187]

100

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

100

Ramp Length (187) 

[177]

100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

100

Roadway Type at 

End Ramp Terminal 

(199) [189]

100

Interchange Type 

(182) [172]

100

Ramp AADT (191) 

[181]

100

Year of Ramp AADT 

(192) [182]

100

Functional Class 

(19) [19]

100

Type of 

Governmental 

Ownership (4) [4]

100

Totals (Average Percent Complete): 100.00 88.89 87.50 12.50 100.00 0.00 100.00 100.00 100.00 100.00

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

Describe actions the State will take moving forward to meet the requirement to have complete access to the MIRE fundamental data elements on all public roads by September 30, 2026. 

CDOT currently has approximately 20,000 State owned and non-state owned intersection/junctions (with approximately 6,950 that we need to collect MIRE data for), 437 interchanges, 9,180 non-local paved roadway segments, 76,766 

paved local roadway segments and 39,372 unpaved local segments. Of the data elements required, CDOT has the vast majority of them available through on-going collection programs. Notable exceptions are: 

 Median Type for Off-System, non-local paved roadway segments that are not HPMS Samples; 

 AADT numbers for Rural Collector and Local paved roadway segments; 

 Intersection Geometry and Intersection Traffic Control for Off-System non-local paved intersections. 

Due to the magnitude involved with collecting the missing data elements and the potential system changes that will need to be made, CDOT intends to utilize in-house personnel and contractors to perform the work during the next fiscal 

year 2021. CDOT has applied for and received a grant through STRAC that will help to fund the contractor costs with matching provided through in-house personnel work. We have identified a tool that will be implemented this fall that will 

assist us to manage the intersections as an object that will encompass all required elements. 
2020 Colorado Highway Safety Improvement Program

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MIRE Fundamental Data Elements for Non-Local (Based on Functional Classification) Paved Roads

Roadway segment CDOT

Segment Identifier (12) Currently available for all public roads

Route Number (8) Currently available for all public roads

Route/street Name (9) Currently available for all public roads

Federal Aid/Route Type (21) Currently available for all public roads

Rural/Urban Designation (20) Currently available for all public roads

Surface Type (23) Currently available for all public roads

Begin Point Segment Descriptor (10) Currently available for all public roads

End Point Segment Descriptor (11) Currently available for all public roads

Segment Length (13) Currently available for all public roads

Direction of Inventory (18) Currently available for all public roads

Functional Class (19) Currently available for all public roads

Median Type (54) Currently available for all On-System roadways and HPMS segments

Access Control (22) Currently available for all public roads

One/Two-Way Operations (91) Currently available for all public roads

Number of Through Lanes (31) Currently available for all public roads

Average Annual Daily Traffic (79) Currently available for all fed-aid roads. Will have to collect for Rural Collector roadway segments

AADT Year (80) Currently available for all fed-aid roads. Will have to collect for Rural Collector roadway segments

Type of Governmental Ownership (4) Currently available for all public roads

Intersection CDOT

Unique Junction Identifier (120) Currently available

Location Identifier for Road 1 Crossing Point (122) Currently available

Location Identifier for Road 2 Crossing Point (123) Currently available

Intersection/Junction Geometry (126) Currently available for On-System. Will need to be collected on the paved non-local OffSystem roads

Intersection/Junction Traffic Control (131) Currently available for On-System. Will need to be collected on the paved non-local OffSystem roads

AADT (79) [for Each Intersecting Road] Currently available for all fed-aid roads. Will have to collect for Rural Collector roadway segments

AADT Year (80) [for Each Intersecting Road] Currently available for all fed-aid roads. Will have to collect for Rural Collector roadway segments

Unique Approach Identifier (139) Will need to be created for all paved non-local roads

Interchange/Ramp CDOT

Unique Interchange Identifier (178) Currently available

Location Identifier for Roadway at Beginning Ramp Terminal (197) Currently available

Location Identifier for Roadway at Ending Ramp Terminal (201) Currently available

Ramp Length (187) Currently available

Roadway Type at Beginning Ramp Terminal (195) Element can be extracted from existing data

Roadway Type at Ending Ramp Terminal (199) Element can be extracted from existing data

Interchange Type (182) Currently available

Ramp AADT (191) Currently available

Year of Ramp AADT (192) Currently available

Functional Class (19) Element can be extracted from existing data

Type of Governmental Ownership (4) Element can be extracted from existing data
2020 Colorado Highway Safety Improvement Program

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Optional Attachments

Program Structure:

HSIP_2016.pdf

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2020 Colorado Highway Safety Improvement Program

Page 43 of 43

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.