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DISTRICT OF COLUMBIA 

2020 ANNUAL REPORT 
2020 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 ...........................................................................................................................................7

Program Structure................................................................................................................................. 7

Program Administration .....................................................................................................................7

Program Methodology .......................................................................................................................9

Project Implementation .......................................................................................................................21

Funds Programmed .........................................................................................................................21

General Listing of Projects ..............................................................................................................23

Safety Performance ............................................................................................................................25

General Highway Safety Trends ......................................................................................................25

Safety Performance Targets............................................................................................................30

Applicability of Special Rules...........................................................................................................32

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

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

Effectiveness of Groupings or Similar Types of Improvements .......................................................33

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

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

Optional Attachments ..........................................................................................................................41

Glossary ..............................................................................................................................................42
2020 District Of Columbia 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

This Fiscal Year (FY) 2020 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 2020. 

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 the majority of 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 was updated in 2014 and revised in 2017. Since 

SHSP follows a five-year cycle, the District is currently in the process of drafting a new SHSP that will be 

completed during calendar year 2020. 

The District is also required to produce a program of projects or strategies to reduce identified 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 

focuses 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 has completed the upgrade of TARAS 

(Traffic Accident Record and Analysis System). The system underwent a second update in the past fiscal year 

to further support the District’s efforts to improve this crash data analysis tool. 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 Transportation Operations and Safety Division (TOSD) in the 

Operations Administration (OA) and supported by the Traffic Engineering and Signals Division (TESD) for 

construction related projects. The following projects were obligated with HSIP funding in FY 2020: 

 Traffic Safety Construction 

 Traffic Safety Data Center at Howard University 

 Traffic Safety Engineering Support Services 

 Crash Database 

 Guiderail and Attenuators Repair and Replacement 

 Thermoplastic Pavement Markings 

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

to maximize the effectiveness of HSIP funds. The District of Columbia SHSP seeks an ambitious 50 percent 
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reduction in traffic fatalities and serious injuries by 2025. The HSIP’s safety efforts and targets are linked 

directly to the District’s SHSP, and their preliminary 2019 outcomes signify significant strides in achieving 

SHSP goals. 

The District’s 2019 HSIP target setting process established five performance measures as the five-year rolling 

averages to include: 

1. Number of Fatalities, 31 

2. Rate of Fatalities per 100 million Vehicle Miles Traveled (VMT), 0.85 

3. Number of Serious Injuries, 417 

4. Rate of Serious Injuries per 100 million VMT, 11.477 

5. Number of Non-motorized Fatalities and Non-motorized Serious Injuries, 125. 

The five-year rolling average target for the Number of Fatalities was set at 31 for calendar year 2019. At the 

time of this report, the official FARS fatality numbers for 2019 were not yet available; however, the District 

expects the Number of Fatalities in FARS for 2019 will not exceed 30, after each crash is reviewed and 

properly classified using the Manual on Classification of Motor Vehicle Traffic Accidents. Using a conservative 

approach, the “actual” five-year rolling average (2015-2019) is 28.4. This is less than the target of 31. 

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

set at 0.85 for 2019. At the time of this report, the official FARS fatality numbers for 2019 were not yet 

available; however, as noted above, the District expects the Number of Fatalities in FARS for 2019 will not 

exceed 30. Using the published vehicle miles traveled, and a conservatively high fatality tally, the “actual” fiveyear rolling average (2015-2019) is expected to be approximately 0.76 fatalities per HMVMT. 

The 2019 targets for Number of Serious Injuries and Rate of Serious Injuries per 100 HMVMT were 417 and 

11.477, respectively. Both of these targets were met. The actual Number of Serious Injuries was 350, or 23 

percent less than the projection. The actual Rate of Serious Injuries per 100 HMVMT was 10.011. It should be 

noted that these results could have been impacted by an adjustment in serious injury numbers and the 

projected vehicle miles traveled over the last two years. 

The 2019 target for the Number of Non-motorized Fatalities and Serious Injuries per 100HMVMT was 125. The 

actual Number of Non-motorized Fatalities and Serious Injuries was 152.6. 

Differences in the actual outcomes and targets could be attributed, at least in part, to a changing transportation 

landscape in the District. For example, the District has seen an increase in the number of residents and large 

increases in micromobility modes (bikes and e-scooters), which are more exposed to fatal and serious injuries 

than vehicle occupants. 

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 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 

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

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

prohibition of right turn on red. Early this year the District the process of identifying intersection with dual turn 

lanes that pose “multiple threat” risks, particularly to pedestrians.

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 selection of projects if needed at anytime. 

This will consider how the project: 

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

 Address an identified safety problem 

 Contributes to a reduction of fatalities and serious injuries 

 Help to establish 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 Transportation 

Operations and Safety Division (TOSD), Operation Administration. The TOSD would conduct the engineering 

studies to identify appropriate countermeasures. The project would then be handed off to Traffic Engineering 

and Safety Division (TESD) under the Project Delivery Administration, and this division would see it through 

implementation. 

In an effort to advance the goals of the SHSP and HSIP, the DDOT is in the process of developing an SOP 
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that will help to streamline HSIP projects and activities. The SOP, which will include a tool to support the HSIP 

project selection process 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 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 prioritization mechanism for the selection of projects. 

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. 

Where is HSIP staff located within the State DOT? 

 Other-HSIP staff are primarily located in the Transportation Operations and Safety Division (TOSD)

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 
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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 

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 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?

No

The District is in the process of developing a SOP and tool to support the HSIP project selection process that 

will, 1) Guide DDOT internal stakeholders on what qualifies as a project for HSIP funding; 2) Establish key 

requirements and supporting documents needed to satisfy requirements for the use of HSIP funding, and 3) 

Help establish a prioritization mechanism for the selection of HSIP-funded projects. In addition, the District will 

include details on the use of HSM procedures in the development of benefit-to-cost (BC) analyses, via crash 

modification factors, to support the evaluation of HSIP-funded projects and mitigations. 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. 

Select the programs that are administered under the HSIP.

 Bicycle Safety 

 Intersection 

 Left Turn Crash 

 Low-Cost Spot Improvements 

 Median Barrier 

 Pedestrian Safety 

 Red Light Running Prevention 

 Sign Replacement And Improvement 

 Skid Hazard 

Program: Bicycle Safety

Date of Program Methodology:10/1/2014
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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-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).

Rank of Priority Consideration

Other-Total Number of Collisions:1

Bicyclists represent a large and growing share of road users in The District. Bicyclists are vulnerable to fatal 

and serious injury crashes. 

Program: Intersection

Date of Program Methodology:10/1/2015

What is the justification for this program? 
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 Addresses SHSP priority or emphasis area

 FHWA focused approach to safety

What is the funding approach for this program? 

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

 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) in performing safety reviews and analyses for traffic operations and 

crash data at intersections, corridors and construction work zones

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-Number of injuries :3

Other-Number of injury collisions:2

Other-Total number of collisions:1

Intersections are planned points of conflict at which large numbers of crashes, injuries and fatalities occur each 

year. Achieving significant progress in reducing fatal and severe injuries requires a focused approach on 

intersection safety, including network screening, spot-treatments, and systemic safety improvements. 
2020 District Of Columbia Highway Safety Improvement Program

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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 

 Other-Left-turn 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? 

 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?

 selection committee

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

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

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

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

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

Rank of Priority Consideration

Ranking based on net benefit:50

Cost Effectiveness:50

Left turns are among the most challenging and dangerous driving maneuvers. NHTSA found that nationwide, 

53 percent of crossing-path crashes involve left turns. Additionally, a study by New York City DOT found that 

left turns were three times as likely to cause a deadly crash involving a pedestrian. 
2020 District Of Columbia Highway Safety Improvement Program

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Program: Low-Cost Spot Improvements

Date of Program Methodology:10/1/2014

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-Projects for Design are automatically implemented through Construction. These projects 

are advanced by "Decision Lens" and internal review of annual Crash statistics report and 

Commercial Motor Vehicles (CMV) 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

Other-Total Number of Collisions:1

Spot safety improvements are a supplement to the District’s systemic safety efforts that utilize the latest 

engineering standards and guidelines to upgrade roadway and roadside infrastructure as part of design 

projects, resurfacing, and other activities. High crash location projects that utilize low-cost improvements such 
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as traffic signs and pavement markings have been shown to reduce crashes and injuries in a cost-effective 

manner. 

Program: Median Barrier

Date of Program Methodology:10/1/2014

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-Relevant crash types  Traffic

 Median width

 Horizontal curvature

 Functional classification

 Roadside features

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?

 selection committee

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

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

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

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

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

Rank of Priority Consideration

Other-Total Number of Collisions:1
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Median barriers provide positive protection against errant vehicle intrusion into opposing lanes of traffic, 

pavement edge drop-off, and roadside objects. The Median Barrier program helps reduce fatal and serious 

injury crashes by targeting locations that can benefit from barrier installation and/or modifications. 

Program: Pedestrian Safety

Date of Program Methodology:10/1/2014

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

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

Pedestrian safety is a major focus of the District’s HSIP based on the significant proportion of fatal and serious 

injury crashes represented by pedestrians, as well as the urban, pedestrian-oriented nature of the District of 

Columbia. 

Program: Red Light Running Prevention

Date of Program Methodology:10/1/2014

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. These projects 

are advanced by "Decision Lens" and internal review of annual Crash statistics report and 

Commercial Motor Vehicles (CMV) 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

Red light running creates a substantial risk of fatal and serious injury crashes due to the angular nature of 

intersections. Red light running can result in right-angle crashes, pedestrian crashes, and bicyclist crashes, all 

of which can result in fatal and serious injuries. Red Light Running Prevention seeks to curtail this safety 

problem. 

Program: Sign Replacement And Improvement

Date of Program Methodology:10/1/2014

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 and Commercial Motor Vehicles (CMV) 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

Other-Total Number of Collisions:1
2020 District Of Columbia Highway Safety Improvement Program

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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:10/1/2014

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

 Volume

 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 all DDOT Managers

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

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

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

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

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

Rank of Priority Consideration

Other-Total Number of Collisions:1
2020 District Of Columbia Highway Safety Improvement Program

Page 19 of 42

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 

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. 
2020 District Of Columbia Highway Safety Improvement Program

Page 20 of 42

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 which 

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

design. 

Some of the improvements generated from the FY 2017 project continue to be implemented. A new 

intersection analysis project was initiated in September 2020.
2020 District Of Columbia Highway Safety Improvement Program

Page 21 of 42

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) $9,255,698 $7,840,742 84.71%

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 $10,480,698 $7,840,742 74.81%

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%

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%
2020 District Of Columbia Highway Safety Improvement Program

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

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

0%

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

the future.

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 manager where 

needed. The District is in the process of preparing a SOP for the HSIP that would help to determine 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.
2020 District Of Columbia Highway Safety Improvement Program

Page 23 of 42

General Listing of Projects

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

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Minnesota 

Avenue from Dix 

St. to Sheriff 

Road NE -

intersetion and 

corridor safety 

improvements.

Roadway signs 

and traffic 

control

Roadway signs (including post) 

- new or updated

0.8 Miles $40981.24 $285092.61 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther16,000 25 State 

Highway 

Agency

Systemic Intersection

s

Improve 

safety 

through traffic 

control and 

other 

operational 

improvement

s

Thermoplastic 

Pavement 

Markings -

installation of 

thermoplastic 

markings on 

Federal and 

supporting 

roadways.

Intersection 

traffic control

Pavement markings - refresh 

existing pavement markings

190 Location

s

$1800000 $1800000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians Improve 

safety 

through traffic 

control and 

other 

operational 

improvement

s

Traffic Safety 

Construction -

implements 

traffic 

engineering and 

highway 

engineering 

countermeasure

s at high crash 

locations.

Intersection 

traffic control

Intersection traffic control - other 19 Location

s

$293688.81 $293688.81 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersection

s

Improve 

safety 

through traffic 

control and 

other 

operational 

improvement

s

Traffic 

Engineering 

Design -

provides traffic 

engineering 

analysis and 

design for high 

crash/problem 

intersections.

Intersection 

geometry

Intersection geometrics -

miscellaneous/other/unspecifie

d

66 Location

s

$83150 $83150 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersection

s

Improve 

safety 

through traffic 

control and 

other 

operational 

improvement

s

Pavement Skid 

Testing -

systematically 

identify locations 

with inadequate 

levels of frictional 

properties, or 

skid resistance. 

Roadway Pavement surface -

miscellaneous

0 Location

s

$84600 $84600 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Improve 

safety 

through traffic 

control and 

other 

operational 

improvement

s
2020 District Of Columbia Highway Safety Improvement Program

Page 24 of 42

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/ARE

A TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Traffic Safety 

Data Center at 

Howard 

Univeristy - 

maintains 

Districtwide 

crash data, 

speed data, 

traffic volume 

data.

Noninfrastructure Data/traffic records 150 Data 

requests

$772899.75 $772899.75 HSIP (23 

U.S.C. 148)

Urban N/A 0 0 State 

Highway 

Agency

Data Supports all 

SHSP 

Empahsis 

Areas

Supports all 

SHSP 

Startegies

Road Safety 

Audit Program - 

Utilizes both a 

systemic 

approach to 

apply 

countermeasure

s and a spot 

approach to 

analyze and 

remediate crash 

problems.

Roadway signs 

and traffic 

control

Roadway signs and traffic 

control - other

376 Location

s

$1485000 $1485000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians Improve 

safety 

through traffic 

control and 

other 

operational 

improvement

s

Safety and 

Geometric 

Improvements of 

I-295 - ramp 

improvements, 

auxillary lanes, 

traffic signs, 

streetlights, 

pavement 

markings, and 

guardrails.

Roadway Roadway - other 8 Miles $1344114.5

4

$1344114.5

4

HSIP (23 

U.S.C. 148)

Urban Principal ArterialInterstate105,00

0

40 State 

Highway 

Agency

Systemic Lane 

Departure

Improve 

safety 

through traffic 

control and 

other 

operational 

improvement

s

Overhead 

Freeway Sign 

Maintenance - 

Replacement of 

damaged, faded, 

and obsolete 

freeway signs to 

promote safety.

Roadway signs 

and traffic 

control

Sign sheeting - upgrade or 

replacement

5000 Square 

Feet

$1620000 $1620000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialInterstate0 0 State 

Highway 

Agency

Systemic Lane 

Departure

Improve 

safety 

through traffic 

control and 

other 

operational 

improvement

s

Projects with "0" entered for AADT and Speed include multiple locations, or refer to a non-infrastructure projects.
2020 District Of Columbia Highway Safety Improvement Program

Page 25 of 42

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 27 15 20 23 23 27 31 33 27

Serious Injuries 305 336 305 311 340 400 373 361 350

Fatality rate (per 

HMVMT)

0.760 0.420 0.570 0.650 0.650 0.750 0.840 0.890 0.732

Serious injury rate (per 

HMVMT)

8.560 9.410 8.690 8.790 9.610 11.110 10.110 9.740 9.483

Number non-motorized 

fatalities

9 7 10 10 14 10 13 16 14

Number of nonmotorized serious 

injuries

126 140 114 141 119 141 146 146 144
2020 District Of Columbia Highway Safety Improvement Program

Page 26 of 42

0

5

10

15

20

25

30

35

2011 2012 2013 2014 2015 2016 2017 2018 2019

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

50

100

150

200

250

300

350

400

450

2011 2012 2013 2014 2015 2016 2017 2018 2019

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2020 District Of Columbia Highway Safety Improvement Program

Page 27 of 42

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

2011 2012 2013 2014 2015 2016 2017 2018 2019

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

2

4

6

8

10

12

2011 2012 2013 2014 2015 2016 2017 2018 2019

Serious injury rate (per HMVMT)

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

Page 28 of 42

Describe fatality data source. 

FARS

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

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

2011 2012 2013 2014 2015 2016 2017 2018 2019

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.
2020 District Of Columbia Highway Safety Improvement Program

Page 29 of 42

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

1.4 21.6 0.29 4.46

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

0.8 2.8 0.21 0.74

Urban Principal 

Arterial (UPA) - Other

8 106.4 0.77 10.27

Urban Minor Arterial 10 117.2 1.42 16.58

Urban Minor Collector

Urban Major Collector 2.2 39.8 0.81 14.55

Urban Local Road or 

Street

5.4 77 0.7 9.96
2020 District Of Columbia Highway Safety Improvement Program

Page 30 of 42

Year 2019

Roadways Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

State Highway 

Agency

27.8 364.8 0.76 9.98

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

The District of Columbia roadway system does not include any rural roads 

Safety Performance Targets 

Safety Performance Targets 

Calendar Year 2021 Targets *

Number of Fatalities:30.0

Describe the basis for established target, including how it supports SHSP goals.
2020 District Of Columbia Highway Safety Improvement Program

Page 31 of 42

Traffic fatalities have been on an upward trend since 2012 (15) to 2018 (31). However, preliminary data 

indicate that 2019 traffic fatalities are lower at 27 persons. Using the 5-year rolling average and a power model 

(R2 = 0.99), the District has the 2021 goal to maintain the 5-year rolling average (2017–2021) of 30 by 

December 31, 2021, which is approximately 10 percent less than the fatality annual trend.

Number of Serious Injuries:365.0

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

Serious injuries have decreased slightly since 2016, from at a high of 391. 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 2021 

goal would be to reduce the number of traffic-related serious injuries by 2 percent from the 5-year rolling 

average (2017–2021) of 372 to 365 by December 31, 2021.

Fatality Rate:0.810

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 2021 goal would be to maintain the 5-year rolling average (2017–2021) of 0.81 

by December 31, 2021 (a reduction of approximately 10 percent from the fatality rate trend).

Serious Injury Rate:9.860

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 2016, from at a high of 391. 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 2021 

goal would be to reduce the number of traffic-related serious injuries by 2 percent from the 5-year rolling 

average (2017–2021) of 372 to 365 by December 31, 2021.

Total Number of Non-Motorized Fatalities and Serious Injuries:165.0

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 numbers of fatal and serious injuries.

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
2020 District Of Columbia Highway Safety Improvement Program

Page 32 of 42

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 31.0 28.2

Number of Serious Injuries 417.0 364.8

Fatality Rate 0.850 0.772

Serious Injury Rate 11.477 10.011

Non-Motorized Fatalities and 

Serious Injuries

125.0 152.6

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 2013 2014 2015 2016 2017 2018 2019

Number of Older Driver 

and Pedestrian Fatalities

6 2 5 1 5 3 2

Number of Older Driver 

and Pedestrian Serious 

Injuries

17 10 21 26 17 22 30
2020 District Of Columbia Highway Safety Improvement Program

Page 33 of 42

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 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)

Pedestrians All 11.2 93 0.31 2.54

Bicyclists All 1.8 43 0.05 1.18

Older Drivers All 0.4 10.4 0.01 0.29

Motorcyclists All 4.8 36 0.13 0.99
2020 District Of Columbia Highway Safety Improvement Program

Page 34 of 42

0

2

4

6

8

10

12

Pedestrians Bicyclists Older Drivers Motorcyclists

Fatalities

Number of Fatalities 

5 Year Average

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

0

10

20

30

40

50

60

70

80

90

100

Pedestrians Bicyclists Older Drivers Motorcyclists

Serious Injuries

Number of Serious Injuries 

5 Year Average

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019
2020 District Of Columbia Highway Safety Improvement Program

Page 35 of 42

Has the State completed any countermeasure effectiveness evaluations during the 

reporting period?

Yes

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

Pedestrians Bicyclists Older Drivers Motorcyclists

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

Pedestrians Bicyclists Older Drivers Motorcyclists

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019
2020 District Of Columbia Highway Safety Improvement Program

Page 36 of 42

Please provide the following summary information for each countermeasure 

effectiveness evaluation. 

CounterMeasures: All-Way Stop Control 

Description: Conversion of 2-Way Stop Control to AllWay Stop Control at selected intersections 

Target Crash Type: Angle 

Number of Installations: 53 

Number of Installations: 53 

Miles Treated: 

Years Before: 3 

Years After: 3 

Methodology: Other (define) 

Results: 

Of different crash types, the strongest and 

most highly significant reduction was 

found for right angle crashes, which had 

an estimated decrease of 83%, and a pvalue of 0.0001. 

File Name: Estimate of the Safety Effect of All-Way Stop Control Conversion in 

Washington, DC.pdf
2020 District Of Columbia Highway Safety Improvement Program

Page 37 of 42

Project Effectiveness

Provide the following information for previously implemented projects that the State evaluated this reporting period. 
2020 District Of Columbia Highway Safety Improvement Program

Page 38 of 42

Compliance Assessment

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

 09/30/2017

What are the years being covered by the current SHSP? 

From: 2014 To: 2019

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

 2020

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
2020 District Of Columbia Highway Safety Improvement Program

Page 39 of 42

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
2020 District Of Columbia Highway Safety Improvement Program

Page 40 of 42

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.
2020 District Of Columbia Highway Safety Improvement Program

Page 41 of 42

Optional Attachments

Program Structure:

Project Implementation:

Safety Performance:

Evaluation:

Estimate of the Safety Effect of All-Way Stop Control Conversion in Washington, DC.pdf

Compliance Assessment:
2020 District Of Columbia Highway Safety Improvement Program

Page 42 of 42

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.