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DISTRICT OF COLUMBIA

2021 ANNUAL REPORT

U.S. Department ofTransportation 

Federal Highway Administration 

HIGHWAY SAFETY 

IMPROVEMENT PROGRAM 

Photo source: Federal Highway Administration
2021 District Of Columbia Highway Safety Improvement Program

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Table of Contents

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

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

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

Introduction ........................................................................................................................................... 8

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

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

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

Project Implementation .......................................................................................................................20

Funds Programmed.........................................................................................................................20

General Listing of Projects ..............................................................................................................22

Safety Performance ............................................................................................................................24

General Highway Safety Trends......................................................................................................24

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

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

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

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

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

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

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

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

Glossary..............................................................................................................................................40
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Disclaimer

Protection of Data from Discovery Admission into Evidence

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

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

admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action 

for damages arising from any occurrence at a location identified or addressed in the reports, surveys, 

schedules, lists, or other data.

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

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

admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action 

for damages arising from any occurrence at a location identified or addressed in the reports, surveys, 

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

surveys, schedules, lists, or data compiled or collected for the purpose of identifying, evaluating, or planning 

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

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

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

not be subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for 

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

such reports, surveys, schedules, lists, or data.”
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Executive Summary

This Fiscal Year (FY) 2021 annual report to the Federal Highway Administration (FHWA) describes the District 

of Columbia Department of Transportation (DDOT)'s strategic use of Fixing America’s Surface Transportation 

Act (FAST Act) funding of the District’s Highway Safety Improvement Programs (HSIP) for FY 2021.

The FAST Act requires the development of a Strategic Highway Safety Plan (SHSP) and the Railway-Highway 

Crossings Program (RHGCP). Due to its urban nature, the District of Columbia transportation system does not 

contain any rural roads. All roadways within the District are functionally classified as urban roads. In the District 

of Columbia, most railway crossings are grade-separated from the highway and the relatively few at grade 

railway crossings no longer carry active railroad traffic. The District has regularly requested that funds allocated 

for the RHGCP be made available for HSIP in the District of Columbia.

To obligate Safety funds, among other requirements, the District must have in effect a State highway safety 

improvement program under which the District develops, implements, and updates a Strategic Highway Safety 

Plan (SHSP). The SHSP identifies and analyzes highway safety problems and opportunities as described 

under the program. (23 U.S.C. §148(c)(1)(A)). The SHSP Update was approved on March 2, 2021 for years 

2020 through 2025.

The District is also required to produce a program of projects or strategies to reduce safety problems, evaluate 

the HSIP plan on a regular basis, and submit an annual transparency report – which is accomplished by this 

annual report.

The HSIP requires a data-driven, strategic approach to improving highway safety on all public roads that focus 

on performance. DDOT continues to operate the Traffic Safety Data Center at Howard University, which 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. The Traffic Data Center at Howard University prepares the annual crash report for the 

District of Columbia, which helps to satisfy federal requirements on reporting traffic crashes, provide a resource 

for identifying safety trends, aid in the development of countermeasures, and evaluating the results of highway 

safety programs, projects, and policies. In addition, DDOT continues to upgrade the TARAS (Traffic Accident 

Record and Analysis System). The system underwent an update in fiscal year 2020 to further support the 

District’s efforts to improve this crash data analysis tool, but incremental improvements to the software 

continue. Developed specifically for the District, TARAS automatically accesses and processes MPD crash 

data and extracts all pertinent variables fields, while providing visualization needs.

The HSIP program and its projects stretch across several administrations and divisions in DDOT. The core 

program, however, is administered by the Traffic Engineering and Safety Division (TESD) in the Project 

Delivery Administration (PDA). The following projects were obligated with HSIP funding in FY 2021:

· Traffic Safety Construction (for Retroreflective Backplate)

· Traffic Safety Data Center at Howard University

· Traffic Safety Engineering Support Services

· Crash Database

· Overhead Freeway Sign Maintenance

· Thermoplastic Pavement Markings
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· Traffic Data Collection and Analysis Services

DDOT continually strives to ensure the application of safety analyses, knowledge, and methodologies are used 

to maximize the effectiveness of HSIP funds. The updated District of Columbia SHSP seeks to ambitiously 

reduce traffic fatalities by 69 percent—from 36 (estimated in 2020) to 11 by 2030. The District also established 

a fatality rate goal of 0.27 fatalities per 100 VMT by 2030, compared to 0.85 in 2020, a decrease of 68 percent.

The HSIP’s safety efforts and targets are linked directly to the District’s SHSP, and their preliminary 2020 

outcomes signify significant strides in achieving SHSP goals.

The District’s 2020 HSIP target setting process established five performance measures as the five-year rolling 

averages to include:

1. Number of Fatalities, 40

2. Rate of Fatalities per 100 million Vehicle Miles Traveled (VMT), 1.07

3. Number of Serious Injuries, 414

4. Rate of Serious Injuries per 100 million VMT, 10.470

5. Number of Non-motorized Fatalities and Non-motorized Serious Injuries,181

The five-year rolling average target for the Number of Fatalities was set at 40 for calendar year 2020. At the 

time of this report, the official FARS fatality numbers for 2020 were not yet available; however, based on the 36 

fatalities reported on TARAS, the District expects the Number of Fatalities in FARS for 2020 will not exceed the 

target.

The five-year rolling average for the Rate of Fatalities per hundred million vehicle miles traveled (HMVMT) was 

set at 1.07 for 2020. Due to a significant reduction in VMT because of the COVID pandemic (i.e., 31.63 

HMVMT - 2020 SHSP Report), the Rate of Fatalities is estimated at 1.14 and is expected to exceed the 2020 

target.

The 2020 targets for the Number of Serious Injuries and the Rate of Serious Injuries per HMVMT were 414 and 

10.47, respectively. Based on serious injury data queried on TARAS, there were 354 serious injuries in the 

District, which meets the 2020 target. However, due to the significant reduction in VMT, the Rate of Serious 

Injuries is estimated at 11.19 and is expected to exceed the 2020 target.

The 2020 targets for the Number of Non-motorized Fatalities and Serious Injuries were 181.0. The District met 

these targets based on the 115 non-motorized fatalities and serious injuries reported on TARAS.

The official FARS fatality numbers, as well as the final vehicle miles traveled (VMT) numbers for 2020, are 

likely to become available at the time the Federal Highway Administration assesses the District’s performance 

relative to the targets, so these numbers and the outcomes might change.

Differences in the actual outcomes and targets could be attributed, at least in part, to the oddity of the year 

2020 with the pandemic, and to a changing transportation landscape in the District. During the pandemic, it is 

widely reported that many states had an increase in fatalities and serious injury crashes while the VMT levels 

and even the number of crashes were lower. On the surface, it appears that decreases in volume can have a 

greater than proportional effects on crashes. Additionally, the District has seen an increase in the number of 

residents and large increases in micro-mobility modes (bikes and e-scooters), which are more exposed to fatal 

and serious injuries than vehicle occupants.
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The District safety challenges are complicated, and countermeasures -- especially for our most vulnerable road 

users -- must come from activities that reduce:

· Motor vehicle exposure

· Risk of crash

· Risk of injury

Mindful of these challenges, the District has paid closer attention over the past year to addressing safety 

through a systemic approach. The systemic approach is meant to be a data-driven safety analysis (DDSA) that 

is complementary and supplemental to the standard site analysis approach and provides an expanded 

comprehensive and proactive approach to road safety efforts. The analyses provide scientifically sound, datadriven strategies to identifying high-risk roadway features and executing the most beneficial projects with 

limited resources to achieve fewer fatal and serious injury crashes.

Using a systemic analysis approach, the District has identified introduced a number of countermeasures and 

safety initiatives, including the elimination of dual turn conflicts, left turn hardening treatments, and the targeted 

prohibition of right turn on red. Over the last two years, the District went through the process of identifying 

locations and reconfigure the operations of intersections with dual-turn lanes that pose “multiple threat” risks, 

particularly to pedestrians. Over the past year, the District has also kicked off the program of identifying 

intersections and corridors that could benefit from installing backplates with retroreflective borders. This 

includes identifying HSIP funding, conducting network screening analysis, and identifying contract vehicles that 

could implement these in a short time. The installation of these backplates should begin in fall 2021.

As part of the District’s Summer Safety Campaign – a mayoral effort to rapidly deploy multi-modal safety 

improvements at multiple locations across the District – HSIP projects (Traffic Safety Engineering Support 

Services, Traffic Safety Construction, and others) were used to identify locations that would benefit from quick 

fixes that advance the safety of all modes.

In another proactive approach, the District also launched the Roadway Safety Improvement Program (RSIP, 

Pedestrian & Traffic Calming Improvements). Under the Roadway Safety Improvement Program, the District 

has selected street segments from the 2021 Paving Plan for safety review, and where warranted, updates and 

upgrades the pavement markings and signing. Street segments within the pavement plan were screened and 

selected based on factors such as crash history, proximity to schools, pedestrian & bicycle safety, and general 

TSI (Traffic Safety Investigation) 311 service requests. This year 20 roadway segments were identified and reengineered as part of the RSIP, and most of the improvements were installed through the District’s Summer 

Safety Campaign – a mayoral effort to rapidly deploy multi-modal safety improvements at multiple locations 

across the District.

As part of the District’s Summer Safety Campaign, other HSIP safety improvements were also quickly 

advanced through design and implementation started over the summer months and will continue into fall 2021. 

The HSIP Project, which uses network screening analyses to identify locations that would benefit from 

Embedded Light Emitting Diodes (LED) in sign faces to enhance driver awareness of traffic-control signs. 

During late summer and into the fall of 2021, the District will be installing pedestrian flashers at 20 high 

pedestrian risk intersections throughout the city to improve pedestrian safety at uncontrolled crossings. In 

addition to this, The District is also installing driver speed feedback signs at 25 locations throughout the city to 

improve pedestrian and bike safety. The HSIP funded Traffic Safety Construction project is also the vehicle 

through which the District is also completing 14 recommendations from past livability studies. These 

recommendations include but are not limited to: improved signs, marking, signal hardware, Rectangular Rapid 

Flashing Beacons (RRFB), ADA ramps, APS (accessible pedestrian signals), installation of curb extensions, 

median, channelization, etc. primarily to improve pedestrian traffic safety.
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Finally, in an effort to advance the goals of the SHSP and HSIP, DDOT has developed an SOP that will help to 

streamline HSIP projects and activities. The SOP originally included a tool to support the HSIP project 

selection process, however, because the HSIP funded projects are mostly programmatic in nature, this tool will 

not be developed further. The SOP will:

· Guide DDOT internal stakeholders on what qualifies as a project for HSIP funding

· Establish key requirements and supporting documents needed to satisfy the requirement for the use of HSIP 

funding

· Collect/gather details for each requested use of HSIP funds and generate a prioritization mechanism (for 

example a relative score) for the selection of projects if needed at any time.

This will consider how the project:

· Addresses one or more priorities (Emphasis Areas) in the District’s SHSP

· Addresses an identified safety problem

· Contributes to a reduction of fatalities and serious injuries

· Helps to establish a prioritization mechanism for the selection of projects
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Introduction 

The Highway Safety Improvement Program (HSIP) is a core Federal-aid program with the purpose of achieving 

a significant reduction in fatalities and serious injuries on all public roads. As per 23 U.S.C. 148(h) and 23 CFR 

924.15, States are required to report annually on the progress being made to advance HSIP implementation 

and evaluation efforts. The format of this report is consistent with the HSIP Reporting Guidance dated 

December 29, 2016 and consists of five sections: program structure, progress in implementing highway safety 

improvement projects, progress in achieving safety outcomes and performance targets, effectiveness of the 

improvements and compliance assessment.

Program Structure

Program Administration

Describe the general structure of the HSIP in the State. 

The Safe, Accountable, Flexible, Efficient Transportation Equity Act – A Legacy for Users (SAFETEA-LU) 

established the HSIP as a core Federal-aid program under 23 U.S.C. 148. The specific purpose of the HSIP is 

to achieve a significant reduction in traffic fatalities and serious injuries on public roads. 

Each year the District Department of Transportation (DDOT) utilizes HSIP funds to identify, study, and improve 

safety at roadway locations, including intersections and roadway segments, that either have high 

concentrations of crashes that results in fatalities and/or injuries, or present a risk of severe crashes. The HSIP 

in the District of Columbia is centrally-managed at DDOT, with HSIP-related safety projects spread across 

various administrations and divisions.

HSIP staff fulfills transportation safety planning requirements by producing listings of intersections and 

roadway segments with histories of severe crashes. These locations are mainly identified in the annual crash 

reports, which involve a thorough network screening for the engineering emphasis areas included in the 

District's Strategic Highway Safety Plan (SHSP). This network screening process considers all roadway 

classifications and is critical for identifying safety problems and trends, as well as for determining the level of 

success in achieving - or making significant progress toward achieving - the District's highway safety goals. 

Locations are also identified through various citizen and road user requests. 

Priority SHSP emphasis area maps, tables and matrices are generated to rank intersection-related crash 

locations and routes (High-Hazardous Locations). Several methods are used to identify high hazardous 

locations based on the traffic crash data, exposure and location characteristics. The methods used include 

crash frequency, crash rate, crash severity, and crash trend (delta change). The District also utilizes a 

composite crash index, which is a weighted combination of the crash rate, severity, and frequency of traffic 

crashes at a specific location. The District uses this data-driven approach with local knowledge to identify and 

initiate engineering studies of the locations with abnormal crash experience.

Once candidate locations have been identified, programmed, and funds have been allocated, HSIP staff in 

different administrations monitor the projects from scoping through design, and construction. For example, 

intersection-related projects are often identified through a core HSIP funded program in the Traffic Engineering 

and Safety Division (TESD) under the Project Delivery Administration (PDA). The TOSD would conduct 

engineering studies to identify appropriate countermeasures. 

In an effort to advance the goals of the SHSP and HSIP, the DDOT developed an SOP that helpso streamline 

HSIP projects and activities. The SOP includes a tool to support the HSIP project selection process, which willl: 

• Guide DDOT internal stakeholders on what qualifies as a project for HSIP funding.
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• Establish key requirements and supporting documents needed to satisfy the requirement for the use of 

HSIP funding

• Collect/gather details for each requested use of HSIP funds and generate a prioritization mechanism 

(for example a relative score) for the selection of projects. This will consider how the project:

o Addresses one or more priorities (Emphasis Areas) in the District’s SHSP

o Address an identified safety problem

o Contributes to a reduction of fatalities and serious injuries.

• Help to establish a prioritization mechanism for the selection of projects.

The District will continue to assess the SOP tool during the initial years of use and will make refinements as 

needed.

Where is HSIP staff located within the State DOT? 

 Other-HSIP staff are primarily located in the Transportation Engineering and Safety Division

Some construction activities related to the HSIP projects are in other divisions.

How are HSIP funds allocated in a State? 

• SHSP Emphasis Area Data 

The SHSP Emphasis Area, derived from fatalities and serious injury trends, drives the funding allocations of 

the HSIP. The District allocates HSIP funds using a combination of programmatic, systemic, and spot-project 

approaches with the goal of leveraging HSIP funds to achieve the maximum impact on SHSP emphasis areas, 

thereby reducing fatal and serious injury crashes.

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

The District of Columbia does not have a local or Tribal roads program. All roads are considered for HSIP and 

Safety Improvement projects.

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

Bureaus, Divisions) are involved with HSIP planning.

• Design

• Governors Highway Safety Office

• Maintenance

• Operations

• Planning

• Traffic Engineering/Safety

Describe coordination with internal partners.

The HSIP effort requires extensive coordination among many groups within DDOT, which is primarily 

accomplished through internal meetings. DDOT holds weekly “SafetyStat” meetings at which numerous safety 

projects and issues are discussed and organized. At these meetings, various groups from different divisions 

within DDOT provide updates on their safety projects. In addition to these meetings, Ward-based project 

meetings are held on a weekly basis to provide updates on design and construction-related projects. Finally, a 
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weekly "TranStat" meeting is held that includes discussions on performance metrics, and understanding the 

needs of the Safety program (including, but not limited to, HSIP). The performance metrics discussed at 

TranStat meetings are largely consistent with the performance measures that form the basis for HSIP targets.

Identify which external partners are involved with HSIP planning.

• Academia/University

• FHWA

• Law Enforcement Agency

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

Describe coordination with external partners.

External partners are involved in various planning and operations-related issues via scheduled meetings to 

discuss goals, milestones, safety targets, and progress in achieving safety targets. The meetings are arranged 

by DDOT's Transportation Safety Manager . External partners also provide input into the preparation of, and 

updates to, the SHSP. 

Program Methodology

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

implementation and evaluation processes?

Yes 

The District finalized the SOP and tool to support the HSIP project selection process. This was finalized in 

September 2020.

Select the programs that are administered under the HSIP.

• Bicycle Safety

• Intersection

• Left Turn Crash

• Low-Cost Spot Improvements

• Pedestrian Safety

• Red Light Running Prevention

• Sign Replacement And Improvement

• Skid Hazard

Program: Bicycle Safety

Date of Program Methodology:10/1/2020

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

What is the funding approach for this program? 

Competes with all projects
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What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Other-Bicycle crashes

• Traffic

• Volume

• Lane miles

• Other-speed

• Functional classification

• Other-cross section

What project identification methodology was used for this program? 

• Crash frequency

• Probability of specific crash types

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

program?

No

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

How are projects under this program advanced for implementation?

• Other-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).

Program: Intersection

Date of Program Methodology:10/1/2020

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Other-intersection crashes

• Traffic

• Volume • Median width

• Functional classification
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• Other-cross section

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Probability of specific crash types

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

program?

No

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

How are projects under this program advanced for implementation?

• Other-DDOT Safety Team utilizes the annual reports on Crash statistics and Commercial 

Motor Vehicles (CMV)

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).

Program: Left Turn Crash

Date of Program Methodology:1/31/2019

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-pedestrian-vehicle 

crashes

• Traffic

• Volume

• Other-pedestrian activity and 

interaction with vehicles

• Functional classification

• Other-general intersection 

geometry

What project identification methodology was used for this program? 
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Are local roads (non-state owned and operated) included or addressed in this 

program?

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

How are projects under this program advanced for implementation?

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).

Program: Low-Cost Spot Improvements

Date of Program Methodology:10/1/2020

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Volume • Functional classification

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

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

program?

No

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

How are projects under this program advanced for implementation?
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• Other-Projects for Design are automatically implemented through Construction. Advanced by 

Decision Lens

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).

Program: Pedestrian Safety

Date of Program Methodology:10/1/2020

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Other-pedestrian crashes

• Traffic

• Volume

• Other-speed

• Functional classification

• Other-cross section

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Probability of specific crash types

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

program?

No

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

How are projects under this program advanced for implementation?

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

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

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

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

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

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

Rank of Priority Consideration

Other-total number of collisions:1

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

Program: Red Light Running Prevention

Date of Program Methodology:10/1/2020

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Other-red light running crashes

• Traffic

• Volume • Functional classification

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Probability of specific crash types

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

program?

No

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

How are projects under this program advanced for implementation?

• Other-Projects for Design are automatically implemented through Construction. . Advanced by 

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

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

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

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

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

Program: Sign Replacement And Improvement

Date of Program Methodology:10/1/2020

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Volume • Functional classification

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

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

program?

No

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

How are projects under this program advanced for implementation?

• Other-These projects are advanced by "Decision Lens" and internal review of annual Crash 

statistics report

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

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

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

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

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

Rank of Priority Consideration
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Other-total number of collisions:1

Traffic signs provide critical information, legal requirements, and guidance for drivers and other road users. 

Missing or damaged devices, such as STOP signs, can create a potential safety hazard. Maintaining traffic 

signs is, thus, essential for helping to prevent fatal and serious injury crashes.

Program: Skid Hazard

Date of Program Methodology:10/1/2020

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Other-wet pavement crashes • Traffic • Horizontal curvature• Functional classification

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Probability of specific crash types

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

program?

No

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

How are projects under this program advanced for implementation?

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

by 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).

Rank of Priority Consideration
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Other-total number of collisions:1

Skid resistance is widely recognized as an important element of State DOT highway safety programs. Skid 

resistance is an important pavement evaluation parameter because inadequate skid resistance contributes to 

friction-related vehicle crashes.

Although Skid Hazard does not appear to be an SHSP priority or emphasis area, Skid Hazard activity is 

relevant to the following two Emphasis Areas: Minimizing Consequences of Leaving the Road; Reducing 

Head-On and Cross-Median Crashes.

What percentage of HSIP funds address systemic improvements?

 45

 HSIP funds are used to address which of the following systemic 

improvements? 

• Add/Upgrade/Modify/Remove Traffic Signal

• Install/Improve Pavement Marking and/or Delineation

• Install/Improve Signing

• Other-Data Collection 

• Other-Pedestrian & Traffic Calming Improvements

• Other-Retroreflective Backplates

• Other-Skid testing

• Other-Traffic Safety Engineering & Support Service (TSES)

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-Design Review, Capital Project Review, Sight Distance Analysis, Roadway Geometry, Accident 

Analysis

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes

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

The District has been implementing ITS projects and improving its ITS infrastructure through the use of HSIP 

funds. These projects include live CCTV cameras, dynamic message boards, traffic signal controller upgrades, 

and other ITS infrastructure improvements. HSIP funds have not been specifically targeted toward other 

connected vehicle technologies.

Does the State use the Highway Safety Manual to support HSIP efforts?

Yes
2021 District Of Columbia Highway Safety Improvement Program

Page 19 of 40

Please describe how the State uses the HSM to support HSIP efforts.

DDOT has formalized the HSM benefit-cost methodology as the preferred method of analysis. As DDOT HSIP 

studies aim to identify low-cost, high-impact safety improvements with a short installation timeframe, the 

benefit-cost methodology allows for simple cost comparison for a series of identified improvements.

The predictive method was reviewed for five intersections under the FY 2017 HSIP Intersection analysis 

project. Based on these studies, and considering the level of effort behind the analysis, it was determined that 

the benefit-cost methodology better supports the intended goals of DDOT HSIP studies. Alternatives that 

require geometric or significant construction support are advanced to other DDOT divisions for conceptual 

design.
Page 20 of 40

2021 District Of Columbia Highway Safety Improvement Program

Project Implementation 

Funds Programmed 

Reporting period for HSIP funding.

State Fiscal Year

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $10,165,500 $10,165,500 100%

HRRR Special Rule (23 

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

$0 $0 0%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$0 $0 0%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$1,225,000 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $0 $0 0%

Totals $11,390,500 $10,165,500 89.25%

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

safety projects?

0%

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

0%

The District does not contain local roads that are non-state owned.

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

29%

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

29%
2021 District Of Columbia Highway Safety Improvement Program

Page 21 of 40

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?

0%

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

the future.

District of Columbia obligation staff work with various DDOT administrations and divisions to ensure HSIP 

funds are obligated in a timely manner. DDOT conducts regular obligation meetings with various internal 

stakeholders to continually improve the obligation process and provide help to engineers and managers where 

needed. The District is in the process of preparing a SOP for the HSIP that would help to determine the 

eligibility of projects and streamline funding and obligations. The SOP will be implemented during the current 

fiscal year.

The first version of the SOP tool will be available at the end of September 2020. The District will assess the 

SOP tool during the initial year of use and make refinements as needed.
2021 District Of Columbia Highway Safety Improvement Program

Page 22 of 40

General Listing of Projects

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

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Thermoplastic 

Pavement 

Markings -

installation of 

thermoplastic 

markings on 

Federal and 

supporting 

roadways.

Intersection 

traffic control

Pavement 

markings

190 Locations $1800000 $1800000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Systemic pavement 

markings

Traffic Safety 

Construction -

implements 

traffic 

engineering and 

highway 

engineering 

countermeasures 

at high crash 

locations.

Intersection 

traffic control

Intersection 

traffic control -

other

19 Locations $293688.81 $293688.81 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Safety 

countermeasures

Traffic 

Engineering 

Design - provides 

traffic 

engineering 

analysis and 

design for high 

crash/problem 

intersections.

Intersection 

geometry

Intersection 

geometry - other

66 Locations $83150 $83150 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Intersections

Traffic Safety 

Data Center at 

Howard 

University -

maintains 

District-wide 

crash data, 

speed data, 

traffic volume 

data.

Miscellaneous Data collection 150 Data 

requests

$772899.75 $772899.75 HSIP (23 

U.S.C. 148)

Urban N/A 0 State 

Highway 

Agency

Spot Data

Overhead 

Freeway Sign 

Maintenance -

Replacement of 

damaged, faded, 

and obsolete 

Roadway signs 

and traffic 

control

Sign sheeting -

upgrade or 

replacement

5000 Square 

feet

$1620000 $1620000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Roadway signs
2021 District Of Columbia Highway Safety Improvement Program

Page 23 of 40

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

freeway signs to 

promote safety.

Traffic Safety 

Engineering & 

Support Service 

(TSES)

Intersection 

traffic control

Intersection 

traffic control - 

other

$2200000 $2200000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Intersections Pedestrian 

and Bicyclist 

Safety; 

Engineering / 

Facilities 

Infrastructure, 

and HighRisk Drivers

Crash Database 

(TARAS)

Miscellaneous Data analysis $90000 $90000 HSIP (23 

U.S.C. 148)

Urban N/A 0 State 

Highway 

Agency

Systemic Data

Data Collection Miscellaneous Data collection $150000 $150000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Data

Retroreflective 

Backplates

Roadway signs 

and traffic 

control

Roadway signs 

and traffic control 

- other

$500000 $500000 Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Lane Departure

Pedestrian & 

Traffic Calming 

Improvements

Roadway signs 

and traffic 

control

Roadway signs 

and traffic control 

- other

$1500000 $1500000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Pedestrian and 

bicyclist safety
2021 District Of Columbia Highway Safety Improvement Program

Page 24 of 40

Safety Performance

General Highway Safety Trends

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

years.

PERFORMANCE 

MEASURES 2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities 15 20 23 23 27 31 31 23 36

Serious Injuries 336 305 311 337 391 382 364 352 354

Fatality rate (per 

HMVMT)

0.420 0.570 0.650 0.650 0.750 0.830 0.840 0.610 1.140

Serious injury rate (per 

HMVMT)

9.410 8.690 8.790 9.520 10.860 10.230 9.860 9.370 11.190

Number non-motorized 

fatalities

7 10 10 14 9 13 14 11 11

Number of nonmotorized serious 

injuries

140 114 141 119 141 146 146 144 104
2021 District Of Columbia Highway Safety Improvement Program

Page 25 of 40

0

5

10

15

20

25

30

35

40

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities 5 Year Rolling Avg.

Annual Fatalities

0

50

100

150

200

250

300

350

400

450

2012 2013 2014 2015 2016 2017 2018 2019 2020

Serious Injuries 5 Year Rolling Avg.

Annual Serious Injuries
2021 District Of Columbia Highway Safety Improvement Program

Page 26 of 40

0

0.2

0.4

0.6

0.8

1

1.2

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatality rate (per HMVMT) 5 Year Rolling Avg.

Fatality rate (per HMVMT)

0

2

4

6

8

10

12

2012 2013 2014 2015 2016 2017 2018 2019 2020

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

Serious injury rate (per HMVMT)
2021 District Of Columbia Highway Safety Improvement Program

Page 27 of 40

Describe fatality data source.

FARS

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

ownership.

Year 2020

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

Rural Principal 

Arterial (RPA) - 

Interstate

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

Rural Minor Arterial

Rural Minor Collector

Rural Major Collector

0

20

40

60

80

100

120

140

160

180

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities Serious Injuries 5 Year Rolling Avg.

Non Motorized Fatalities and Serious Injuries
2021 District Of Columbia Highway Safety Improvement Program

Page 28 of 40

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

Rural Local Road or 

Street

Urban Principal 

Arterial (UPA) - 

Interstate

1 16 0.23 3.63

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

1 1 0.32 0.32

Urban Principal 

Arterial (UPA) - Other

13 84 1.44 9.33

Urban Minor Arterial 11 115 1.78 18.64

Urban Minor Collector

Urban Major Collector 2 40 2.05 16.44

Urban Local Road or 

Street

5 70 0.76 10.69
2021 District Of Columbia Highway Safety Improvement Program

Page 29 of 40

Year 2020

Roadways Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

State Highway 

Agency

26 326 0.96 8.68

County Highway 

Agency

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

HMVMT in 2020 by functional class is not available. Therefore, 2019 VMT data is used.

Safety Performance Targets

Safety Performance Targets

Calendar Year 2022 Targets *

Number of Fatalities:29.0

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

Page 30 of 40

Using the 5-year rolling average and a power model (R2 = 0.99), the District has the 2022 goal to maintain the 

number of fatalities at 29 by December 31, 2022, approximately decrease by 7 (19 percent) from the 2020 total

**Please note that the HSP Performance Target prepopulated here does not reflect the 2022 target.

Number of Serious Injuries:343.0

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

Serious injuries have consistently decreased since 2016. 

Using the 5-year rolling average and a power model (R2 = 0.97), the District 2022 goal would be to reduce the 

number of traffic-related serious injuries to 343, approximate decrease by 11 (3 percent) from the 2020 total.

**Please note that the HSP Performance Target prepopulated here does not reflect the 2022 target.

Fatality Rate:1.070

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

With the increase in fatalities, population, worker trips, tourist visits, VMT, nonmotorized trips, and other tripmaking activities in the District, exposure is expected to increase. Using the 5-year rolling average and a power 

model (R2 = 0.99), the District 2022 goal would be to maintain the fatality rate to 1.07.

**Please note that the HSP Performance Target prepopulated here does not reflect the 2022 target.

Serious Injury Rate:9.110

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

The Serious Injury Rate performance target follows anticipated trends in the number of serious injuries. 

Serious injuries have decreased slightly since 2019. However, all trends indicate a slight increase in future 

years. Using the 5-year rolling average and a power model (R2 = 0.97), the District 2022 goal will be to reduce 

the serious injury rate to 9.11.

Total Number of Non-Motorized Fatalities and Serious Injuries:133.0

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

In the District of Columbia, Nonmotorists account for a majority of traffic fatalities and a significant proportion of 

serious injures. Anticipated trends in the Number of Non-Motorized Fatalities and Serious Injuries reflect 

increasing pedestrian and bicycle activity, which increase exposure to crashes, as well as efforts by the District 

to implement strategies to reduce the number of fatal and serious injuries. The District's goal for 2022 is to 

keep the number of non-motorized fatalities and serious injuries to 133 by December 31st, 2022

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

safety performance targets. 

In addition to the involvement of numerous administrations and offices within DDOT, multiple external 

stakeholders are actively engaged in the safety performance target setting process in the District of Columbia, 

including the Metropolitan Police Department, the Metropolitan Washington Council of Governments (MPO), 

the District of Columbia Department of Health, and the FHWA Division Office.

Does the State want to report additional optional targets? 

No
2021 District Of Columbia Highway Safety Improvement Program

Page 31 of 40

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

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

reasons for differences in the actual outcomes and targets.

PERFORMANCE MEASURES TARGETS ACTUALS

Number of Fatalities 40.0 29.6

Number of Serious Injuries 414.0 368.6

Fatality Rate 1.070 0.834

Serious Injury Rate 10.470 10.302

Non-Motorized Fatalities and 

Serious Injuries

181.0 147.8

The District is reporting actual outcomes for all five performance measures that are below targets. The 

numbers are five-year averages.

Applicability of Special Rules

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

No

Provide the number of older driver and pedestrian fatalities and serious injuries 65 

years of age and older for the past seven years.

PERFORMANCE 

MEASURES 2014 2015 2016 2017 2018 2019 2020

Number of Older Driver 

and Pedestrian Fatalities

2 5 1 5 3 2 2

Number of Older Driver 

and Pedestrian Serious 

Injuries

10 21 26 17 22 30 21
2021 District Of Columbia Highway Safety Improvement Program

Page 32 of 40

Evaluation 

Program Effectiveness

How does the State measure effectiveness of the HSIP?

• Benefit/Cost Ratio

• Change in fatalities and serious injuries

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

the State's program level evaluations.

The District has generally found that infrastructure safety improvements are associated with reductions in 

targeted crashes or improvements in road user behavior, such as conflicts.

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

success of the Highway Safety Improvement Program?

• Increased awareness of safety and data-driven process

• More systemic programs

• Organizational change

• Policy change

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures.

Year 2020

SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury 

Rate

(per HMVMT)

(5-yr avg)

Pedestrians All 38 361 321 361
2021 District Of Columbia Highway Safety Improvement Program

Page 33 of 40

0

5

10

15

20

25

30

35

40

Pedestrians

Fatalities

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

Number of Fatalities 

5 Year Average

0

50

100

150

200

250

300

350

400

Pedestrians

Serious Injuries

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

Number of Serious Injuries 

5 Year Average
2021 District Of Columbia Highway Safety Improvement Program

Page 34 of 40

0

50

100

150

200

250

300

350

Pedestrians

Fatality Rate

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

Fatality Rate (per HMVMT) 

5 Year Average

0

50

100

150

200

250

300

350

400

Pedestrians

Serious Injury Rate

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

Serious Injury Rate (per HMVMT) 

5 Year Average
2021 District Of Columbia Highway Safety Improvement Program

Page 35 of 40

Project Effectiveness

Provide the following information for previously implemented projects that the State evaluated this reporting period. 
2021 District Of Columbia Highway Safety Improvement Program

Page 36 of 40

Compliance Assessment

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

 03/02/2021

What are the years being covered by the current SHSP?

From: 2020 To: 2025

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

 2026

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

Functional Class 

(19) [19]

100 100 100 100 100 100
2021 District Of Columbia Highway Safety Improvement Program

Page 37 of 40

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Median Type (54) 

[55]

100 100

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]

100 100 100 100

AADT Year (80) [82] 100 100

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

100 100

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

100 100

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

100 100

Intersection/Junction 

Geometry (126) 

[116]

100 100

Intersection/Junction 

Traffic Control (131) 

[131]

100 100

AADT for Each 

Intersecting Road 

(79) [81]

100 100

AADT Year (80) [82] 100 100

Unique Approach 

Identifier (139) [129]

100 100

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

Location Identifier 

for Roadway at 

100 100
2021 District Of Columbia Highway Safety Improvement Program

Page 38 of 40

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Beginning of Ramp 

Terminal (197) [187]

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

100 100

Ramp Length (187) 

[177]

100 100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

100 100

Roadway Type at 

End Ramp Terminal 

(199) [189]

100 100

Interchange Type 

(182) [172]

Ramp AADT (191) 

[181]

100 100

Year of Ramp AADT 

(192) [182]

100 100

Functional Class 

(19) [19]

100 100

Type of 

Governmental 

Ownership (4) [4]

100 100

Totals (Average Percent Complete): 100.00 100.00 100.00 100.00 81.82 81.82 100.00 100.00 100.00 100.00

*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.

The District of Columbia's Traffic Records Coordinating Committee (TRCC) is working with multidisciplinary partners, including the Metropolitan Police Department, DDOT, and our crash data consultant team to meet the requirement to 

have complete access to the MIRE fundamental data elements on all public roads by September 30, 2026.
2021 District Of Columbia Highway Safety Improvement Program

Page 39 of 40

Optional Attachments

Program Structure:

HSIP Program Handbook - Final.pdf

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2021 District Of Columbia Highway Safety Improvement Program

Page 40 of 40

Glossary

5 year rolling average: means the average of five individuals, consecutive annual points of data 

(e.g. annual fatality rate).

Emphasis area: means a highway safety priority in a State’s SHSP, identified through a data-driven, 

collaborative process.

Highway safety improvement project: means strategies, activities and projects on a public road 

that are consistent with a State strategic highway safety plan and corrects or improves a hazardous 

road location or feature or addresses a highway safety problem.

HMVMT: means hundred million vehicle miles traveled.

Non-infrastructure projects: are projects that do not result in construction. Examples of noninfrastructure projects include road safety audits, transportation safety planning activities, 

improvements in the collection and analysis of data, education and outreach, and enforcement 

activities.

Older driver special rule: applies if traffic fatalities and serious injuries per capita for drivers and 

pedestrians over the age of 65 in a State increases during the most recent 2-year period for which 

data are available, as defined in the Older Driver and Pedestrian Special Rule Interim Guidance 

dated February 13, 2013.

Performance measure: means indicators that enable decision-makers and other stakeholders to 

monitor changes in system condition and performance against established visions, goals, and 

objectives.

Programmed funds: mean those funds that have been programmed in the Statewide Transportation 

Improvement Program (STIP) to be expended on highway safety improvement projects.

Roadway Functional Classification: means the process by which streets and highways are 

grouped into classes, or systems, according to the character of service they are intended to provide.

Strategic Highway Safety Plan (SHSP): means a comprehensive, multi-disciplinary plan, based on 

safety data developed by a State Department of Transportation in accordance with 23 U.S.C. 148.

Systematic: refers to an approach where an agency deploys countermeasures at all locations across 

a system.

Systemic safety improvement: means an improvement that is widely implemented based on high 

risk roadway features that are correlated with specific severe crash types.

Transfer: means, in accordance with provisions of 23 U.S.C. 126, a State may transfer from an 

apportionment under section 104(b) not to exceed 50 percent of the amount apportioned for the fiscal 

year to any other apportionment of the State under that section.