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MARYLAND
2017 Maryland Highway Safety Improvement Program 

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Table of Contents

Table of Contents .................................................................................................................................................... 2

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

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

Introduction ............................................................................................................................................................. 7

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

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

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

Project Implementation ......................................................................................................................................... 26

Funds Programmed ........................................................................................................................................... 26

General Listing of Projects ............................................................................................................................... 28

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

General Highway Safety Trends ....................................................................................................................... 30

Safety Performance Targets .............................................................................................................................. 43

Applicability of Special Rules .......................................................................................................................... 46

Evaluation ............................................................................................................................................................. 48

Program Effectiveness ...................................................................................................................................... 48

Effectiveness of Groupings or Similar Types of Improvements ...................................................................... 49

Project Effectiveness ......................................................................................................................................... 53

Compliance Assessment ....................................................................................................................................... 54
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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. 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 

Summary Maryland Highway Safety Improvement Program (HSIP) CY 2016

• The purpose of the HSIP is to achieve a significant reduction in traffic fatalities and serious injuries on 

public roads. To obligate “core” safety funds MDOT SHA must have in effect an HSIP under which the 

State: 1) develops and implements a Strategic Highway Safety Plan (SHSP) that identifies and analyzes 

highway safety problems and opportunities to reduce fatalities and serious injuries, 2) produces a 

program of projects or strategies to reduce identified safety problems, 3) evaluates the plan on a 

regular basis to ensure the accuracy of the data and priority of proposed improvements, 4) submits an 

annual report to the FHWA Division.

• The principal objective of Maryland's Fund 76 Safety and Spot Improvement Program is: on an annual basis, to 

identify those highway locations that contain safety deficiencies based on abnormal collision experience and, as 

quickly as possible, implement safety improvements to reduce or eliminate these deficiencies. 

• HSIP Staff is located in Planning, Engineering and Highway Safety Office portions of MDOT

• HSIP is administered centrally via Statewide Competitive Application Process

• Local roads are usually not allocated HSIP funds

• The Maryland Highway Safety Office (MHSO) along with the Maryland Transportation Authority and the 

Maryland Institute for Emergency Medical Services are important partners with the Maryland State Highway 

Administration (SHA) in the HSIP process. The Federal Highway Administration (FHWA), National Highway Traffic 

Safety Administration, Federal Motor Carrier Safety Administration and several regional planning organizations 

along with local governments, various police agencies and academic organizations also coordinate with the SHA.

• Programs administered under the HSIP

1. Median Barrier

2. Horizontal Curve

3. Skid Hazard

4. Roadway Departure

5. Left-turn crash

6. Intersection Crash Data

7. Low Cost Spot Improvements

8. Pedestrian Safety

9. Rural State Highway

10. Right Angle Crash

11. Highway Sections

• The data types used in the HSIP program methodology are vehicle crashes, traffic volume, functional 

classification and highway mileage

• The project identification methodology used in the HSIP program are crash frequency and relative severity index

• The HSIP projects are advanced for implementation by an SHA selection committee. The criteria considered are 

Safety, Congestion, Operations and Local Support

 

• The types of systemic improvements include

1. Cable Median Barriers

2. Rumble Strips

3. Pavement/Shoulder Widening

4. Install/Improve Pavement Marking and/or Delineation

5. Upgrade Guard Rails

6. Other-Sidewalk Improvements
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• Engineering studies and Road Safety Assessments are used to identify potential countermeasures

• The Highway Safety Manual is used in site specific studies that are related to the HSIP

• Reporting period for HSIP funding is CY 2016

• Programmed - $ 24,294,166

• Obligated - $ 20,255,299

• Programmed Non-infrastructure portion - $ 2,333,810

• Obligated Non-infrastructure portion - $ 2,100,428

• All police crash reports used for the crash database are in electronic format as of January 1 2015

• The general listing of projects includes various traffic control, roadside, intersection geometry and noninfrastructure projects

• The overview of safety trends indicates that the reported number of fatalities (FARS) have increased from 485 in 

2011 to 513 in 2015 (annual format) and that the number of serious injuries (MD) have decreased from 3,809 in 

2011 to 2,605 in 2015 (annual format)

• The overview of safety trends indicates that the reported number of non-motorized fatalities (FARS) have 

decreased from 107 in 2011 to 103 in 2015 (annual format) and that the number of non-motorized serious 

injuries (MD) have decreased from 430 in 2011 to 373 in 2015 (annual format)

• Overall five-year average crash trends for the individual functional classification and roadway ownership are 

shown in tables in the annual report

• Maryland maintains the Toward Zero Deaths (TZD) approach by developing interim targets to reduce fatalities 

by at least 50 percent in the next two decades

• The same methodology was used for serious injury targets. However, it should be noted that due to significant 

declines in serious injuries in recent years, the use of historical trends currently puts the State at or below 

current targets. This method was applied to the five performance measures required by the Federal Highway 

Administration (FHWA) fatalities, fatality rate, serious injury, serious injury rate, and non-motorized fatalities 

and serious injuries. 

• “A wide range of stakeholder groups - including federal, state and local government agencies, nongovernmental 

organizations, regional authorities, and individual advocates - participated in the development of the SHSP 

(Maryland Strategic Plan). Each EA (Emphasis Area) Team - which includes regional and local agencies - held at 

least two facilitated discussions to identify, develop, and finalize strategies for the 2016-2020 SHSP. Each EA 

Team wrestled with difficult decisions regarding how to cover the essentials of transportation safety while 

remaining strategic and focused on the most vital needs”. (2016-20 SHSP)

• Older Driver and pedestrian (65+) Fatalities decreased from 76 in 2009 to 71 in 2015 (FARS - annual numbers) 

and Severe Injuries also decreased from 287 in 2009 to 172 in 2015 (MD - annual numbers)

• The State measures effectiveness of the HSIP by the change in fatalities and serious injuries

• Overall yearly crash trends for the individual SHSP (Strategic Highway Safety Program) emphasis areas along 

with the HSIP Sub-Program areas are shown in tables in the annual report

• All Maryland counties along with Baltimore City are now provided a three year listing of pedestrian involved 

crashes which includes a summary of severe injury and fatal crashes on state highways along with a detailed 

listing for local roads.

• Maryland’s current SHSP was approved by the Governor or designated State representative on 05/31/2017

• The years being covered by the current SHSP are 2016 to 2020

• Maryland anticipates completing its next SHSP update by 2020

• The current status (percent complete) of MIRE fundamental data elements collection efforts are shown in tables 

in the annual report

• MDOT SHA is implementing Esri’s Roads and Highways (R&H) software to manage our GIS roadway and LRS data 

for HPMS submission. With the Intersection Manager tool, our ability to better manager intersection data, and 

data gaps, we will be able to be 100 percent compliant by 2026.

• In conjunction with the Esri R&H implementation, we also began the One Maryland, One Centerline (OMOC) 

program where MDOT SHA has met with all 23 counties, and Baltimore City, to discuss the sharing of data 

between jurisdictions via one common geometry, maintained by the appropriate authority. This geometry will 
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be the base of the R&H data model. This data share and cooperation between levels of jurisdictions will also 

allow us to identify and fill data gaps, with the appropriate, authoritative information.

• The suspected serious injury identifier, definition and attributes used by Maryland for both the crash report 

form and the crash database are shown in tables in the annual report

• Also indicated in these tables is whether or not these elements are compliant with the MMUCC 4th edition 

criteria for data element P5 - Injury Status, suspected serious injury.

• The purpose/scope of the HSIP review in 2016 was to determine if Maryland HSIP Planning Process meets the 

requirements of 23 CFR 924.9 and identify areas for improvement and successful practices in Maryland HSIP 

Planning Process.

• An action plan was developed to bring Maryland’s HSIP planning process into compliance with the HSIP Final 

Rule.
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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 purpose of the HSIP is to achieve a significant reduction in traffic fatalities and serious injuries on public 

roads. To obligate “core” safety funds MDOT SHA must have in effect an HSIP under which the State: 1) 

develops and implements a Strategic Highway Safety Plan (SHSP) that identifies and analyzes highway safety 

problems and opportunities to reduce fatalities and serious injuries, 2) produces a program of projects or 

strategies to reduce identified safety problems, 3) evaluates the plan on a regular basis to ensure the accuracy 

of the data and priority of proposed improvements, 4) submits an annual report to the FHWA Division.

Emphasis on Maryland’s highways is placed on improving the safety of intersections, sections and ramps that 

are identified as Candidate Safety Improvement Locations (CSILs) or through Road Safety Audits and on 

implementing proven blanket safety improvements on a systematic basis. Safety improvements include the 

installation of rumble strips and median barriers; upgrading signs, signals, and markings; improving 

geometrics; and highway and bridge widening, resurfacing, rehabilitation, and reconstruction.

The processes used to identify locations, referred to in the HSIP as hazardous locations, which have abnormal 

accident experience. Those locations, referred to herein as Candidate Safety Improvement Locations (CSILs), 

include intersections, spots and sections where the combination of accident frequencies and/or rates are 

significantly higher than those at similar locations. The identification of CSILs is based on all police reported 

collisions, i.e., those crashes reported by law enforcement agencies across Maryland to the Maryland State 

Police. Information from these reports is entered into a statewide accident database for analysis.

The State Highway Administration (SHA) typically identifies CSILs only on the state maintained highway 

system. Several local jurisdictions use the accident data, which SHA provides to all of the jurisdictions 

annually, to identify similar location on their road systems.

The principal objective of Maryland's Fund 76 Safety and Spot Improvement Program is: on an annual basis, to 

identify those highway locations that contain safety deficiencies based on abnormal collision experience and, 

as quickly as possible, implement safety improvements to reduce or eliminate these deficiencies. Locations

identified by the District Engineers as having a combined safety/capacity problem although not necessarily 

qualifying as Candidate Safety Improvement Locations, also can be included as candidate Fund 76 Program 

projects. The SHA Administrator makes the final project selection.
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Maryland's Fund 76 Spot Improvement Program was developed under the guidelines set forth in 23 CFR 924, 

and was designed to address the most critical highway safety problems statewide through a systematic and 

unbiased approach. The Fund 76 Program is under the direction of the SHA's Deputy Administrator/Chief 

Engineer for Operations, with program development and assistance from the Office of Traffic and Safety.

Through the Fund 76 process, accident data for all State highways is reviewed annually, and all sections and 

intersections experiencing abnormally high accident rates are studied to determine what countermeasures are 

applicable. In addition, listings of accidents on local roads are sent to the local governments for their use.

Where is HSIP staff located within the State DOT? 

 Other-Planning and Engineering 

Enter additional comments here to clarify your response for this question or add supporting information.

In addition to Planning and Engineering the State Highway Safety Office contributes to the HSIP within MDOT 

How are HSIP funds allocated in a State? 

Central Office via Statewide Competitive Application Process

Enter additional comments here to clarify your response for this question or add supporting information.

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

Local Roads are usually not given HSIP funds from the State

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

are involved with HSIP planning.

Traffic Engineering/Safety

Planning 

Districts/Regions

Governors Highway Safety Office 

Other-Maryland State Highway District Offices

Enter additional comments here to clarify your response for this question or add supporting information.

Maryland's HSIP Planning Process. (1) Collecting and maintaining safety data on all public roads. (2) Advancing the 

State's capabilities for safety data collection and analysis by improving the timeliness, accuracy, completeness, 

uniformity, integration, and accessibility of their safety data on all public roads. (3) Updating the SHSP (4) Analyzing 

safety data to develop a program of highway safety improvement projects to reduce fatalities and serious injuries on 

all public roads through the implementation of a comprehensive program of systemic and spot safety improvement 

projects. (5) Conducting engineering studies to develop highway safety improvement projects. (6) Establishing 

priorities for implementing highway safety improvement projects

Describe coordination with internal partners.
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Within the Maryland Department of Transportation (MDOT) the State Highway Administration (SHA) Office of Traffic 

and Safety and Office of Planning and Preliminary Engineering along with the Motor Vehicle Administration 

(MVA) Maryland Highway Safety Office (MHSO) provided leadership, support, and coordination for Maryland's highway 

safety projects in CY 2016. Part of SHA and MVA's responsibility is to work with other State agencies to address highway 

safety issues. This effort results in a multi agency approach which includes the Maryland Transportation Authority, the 

Maryland Institute for Emergency Medical Services and others that have roles in highway safety problems. The seven 

SHA District Offices also provide a network of field personnel willing to coordinate and provide technical assistance to 

local agencies. There is a continuing relationship between SHA and MVA with the Federal Highway Administration 

(FHWA) along with National Highway Traffic Safety Administration and Federal Motor Carrier Safety Administration.

Identify which external partners are involved with HSIP planning.

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

Local Government Agency 

Law Enforcement Agency 

Academia/University

FHWA

Other-External partners including MPOs, local government, police agencies and academic organizations were 

included in the 2016-20 SHSP planning process 

Enter additional comments here to clarify your response for this question or add supporting information.

External partners are involved the following aspects of the HSIP planning process(1), (2), (3) and (5) that are 

listed below. HSIP planning includes the following: (1) A process for collecting and maintaining safety data on 

all public roads. Roadway data shall include, at a minimum, the MIRE Fundamental Data Elements as 

established in §924.17. Railway-highway crossing data shall include all fields from the U.S. DOT National 

Highway-Rail Crossing Inventory. (2) A process for advancing the State's capabilities for safety data collection 

and analysis by improving the timeliness, accuracy, completeness, uniformity, integration, and accessibility of 

their safety data on all public roads. (3) A process for updating the SHSP (4) A process for analyzing safety data 

to develop a program of highway safety improvement projects to reduce fatalities and serious injuries on all 

public roads through the implementation of a comprehensive program of systemic and spot safety improvement 

projects. (5) A process for conducting engineering studies (such as road safety audits and other safety 

assessments or reviews) to develop highway safety improvement projects. (6) A process for establishing 

priorities for implementing highway safety improvement projects 

Describe coordination with external partners.

As stated in the 2016-20 SHSP (Maryland Highway Strategic Plan), stakeholder groups which 

included HSIP external partners participated in the development of the SHSP to identify, develop, 

and finalize strategies for the 2016-2020 SHSP. Stakeholder groups have coordinated in the 

collection and maintaining of safety data for all public roads and processes for advancing the State's 

capabilities for safety data collection and analysis through the TRCC).

Have any program administration practices used to implement the HSIP changed since the last reporting 

period?
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Yes

Describe HSIP program administration practices that have changed since the last reporting period.

A HSIP Program review was completed in July 2016 and there are changes anticipated for next year.

Are there any other aspects of HSIP Administration on which the State would like to elaborate?

No

Program Methodology

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

and evaluation processes?

No

Enter additional comments here to clarify your response for this question or add supporting information.

The current process for the planning and implementation is detailed in the Safety and Spot Improvement 

Program Fund 76. The evaluation process was documented in the HSIP evaluation reports before the new 

template was created. A new process/manual is in development and was an action plan item from the July 2016 

HSIP Process review. 

Select the programs that are administered under the HSIP.

Median Barrier

Intersection

Horizontal Curve 

Rural State Highways

Skid Hazard

Roadway Departure

Low-Cost Spot Improvements 

Pedestrian Safety

Right Angle Crash

Left Turn Crash

Segments

Enter additional comments here to clarify your response for this question or add supporting information.

Program: Horizontal Curve 

Date of Program Methodology: 1/1/2010 

What is the justification for this program? [Check all that apply]
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Addresses SHSP priority or emphasis area 

What is the funding approach for this program? [Check one]

Competes with all projects

What data types were used in the program methodology? [Check all that apply]

Crashes Exposure Roadway 

All crashes Volume 

Other-Highway mileage Functional classification 

What project identification methodology was used for this program? [Check all that apply]

Crash frequency

Relative severity index

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?

Describe the methodology used to identify local road projects as part of this program.

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).

Relative Weight in Scoring

Other-Safety : 60

Other-Congestion / Operations : 30 

Other-Support / Opportunity : 10 

Total Relative Weight : 100
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Enter additional comments here to clarify your response for this question or add supporting information.

Program: Intersection 

Date of Program Methodology: 1/1/2010 

What is the justification for this program? [Check all that apply]

Addresses SHSP priority or emphasis area 

What is the funding approach for this program? [Check one]

Competes with all projects

What data types were used in the program methodology? [Check all that apply]

Crashes Exposure Roadway 

All crashes 

What project identification methodology was used for this program? [Check all that apply]

Crash frequency

Relative severity index

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

No

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

Describe the methodology used to identify local road projects as part of this program.

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).

Relative Weight in Scoring
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Other-Safety : 60

Other-Congestion / Operations : 30 

Other-Support / Opportunity : 10 

Total Relative Weight : 100

Enter additional comments here to clarify your response for this question or add supporting information.

Program: Left Turn Crash 

Date of Program Methodology: 1/1/2010 

What is the justification for this program? [Check all that apply]

Addresses SHSP priority or emphasis area 

What is the funding approach for this program? [Check one]

Competes with all projects

What data types were used in the program methodology? [Check all that apply]

Crashes Exposure Roadway 

All crashes 

What project identification methodology was used for this program? [Check all that apply]

Crash frequency

Relative severity index

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

No

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

Describe the methodology used to identify local road projects as part of this program.

How are projects under this program advanced for implementation?
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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).

Relative Weight in Scoring

Other-Safety : 60

Other-Congestion / Operations : 30 

Other-Support / Opportunity : 10 

Total Relative Weight : 100

Enter additional comments here to clarify your response for this question or add supporting information.

Program: Low-Cost Spot Improvements 

Date of Program Methodology: 1/1/2010 

What is the justification for this program? [Check all that apply]

Addresses SHSP priority or emphasis area 

What is the funding approach for this program? [Check one]

Competes with all projects

What data types were used in the program methodology? [Check all that apply]

Crashes Exposure Roadway 

All crashes Volume 

Other-Highway mileage 

What project identification methodology was used for this program? [Check all that apply]

Crash frequency

Relative severity index

Crash rate

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

No
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Are local road projects identified using the same methodology as state roads?

Describe the methodology used to identify local road projects as part of this program.

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).

Relative Weight in Scoring

Other-Safety : 60

Other-Congestion / Opeartions : 30 

Other-Support / Opportunity : 10 

Total Relative Weight : 100

Enter additional comments here to clarify your response for this question or add supporting information.

Program: Median Barrier 

Date of Program Methodology: 1/1/2010 

What is the justification for this program? [Check all that apply]

Addresses SHSP priority or emphasis area 

What is the funding approach for this program? [Check one]

Competes with all projects

What data types were used in the program methodology? [Check all that apply]

Crashes Exposure Roadway 

All crashes Volume 

Other-Highway mileage 
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What project identification methodology was used for this program? [Check all that apply]

Crash frequency

Relative severity index

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?

Describe the methodology used to identify local road projects as part of this program.

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).

Relative Weight in Scoring

Other-Safety : 60

Other-Congestion / Operations : 30 

Other-Support / Opportunity : 10 

Total Relative Weight : 100

Enter additional comments here to clarify your response for this question or add supporting information.

Program: Pedestrian Safety 

Date of Program Methodology: 1/1/2012 

What is the justification for this program? [Check all that apply]

Addresses SHSP priority or emphasis area 

What is the funding approach for this program? [Check one]
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Competes with all projects

What data types were used in the program methodology? [Check all that apply]

Crashes Exposure Roadway 

All crashes Volume 

Other-Highway mileage 

What project identification methodology was used for this program? [Check all that apply]

Crash frequency

Relative severity index

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?

Describe the methodology used to identify local road projects as part of this program.

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).

Relative Weight in Scoring

Other-Safety : 60

Other-Congestion / Operations : 30 

Other-Support / Opportunity : 10 

Total Relative Weight : 100

Enter additional comments here to clarify your response for this question or add supporting information.

Program: Right Angle Crash 
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Date of Program Methodology: 1/1/2010 

What is the justification for this program? [Check all that apply]

Addresses SHSP priority or emphasis area

What is the funding approach for this program? [Check one]

Competes with all projects

What data types were used in the program methodology? [Check all that apply]

Crashes Exposure Roadway 

All crashes 

What project identification methodology was used for this program? [Check all that apply]

Crash frequency

Relative severity index

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

No

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

Describe the methodology used to identify local road projects as part of this program.

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).

Relative Weight in Scoring

Other-Safety : 60

Other-Congestion / Operations : 30

Other-Support / Opportunity : 10
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Total Relative Weight : 100

Enter additional comments here to clarify your response for this question or add supporting information.

Program: Roadway Departure 

Date of Program Methodology: 1/1/2010 

What is the justification for this program? [Check all that apply]

Addresses SHSP priority or emphasis area

What is the funding approach for this program? [Check one]

Competes with all projects

What data types were used in the program methodology? [Check all that apply]

Crashes Exposure Roadway 

All crashes Volume 

Other-Highway mileage 

What project identification methodology was used for this program? [Check all that apply]

Crash frequency

Relative severity index

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?

Describe the methodology used to identify local road projects as part of this program.

How are projects under this program advanced for implementation?

selection committee
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Select the processes used to prioritize projects for implementation. For the methods selected, indicate the 

relative importance of each process in project prioritization. Enter either the weights or numerical 

rankings. If weights are entered, the sum must equal 100. If ranks are entered, indicate ties by giving 

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

Relative Weight in Scoring

Other-Safety : 60

Other-Congestion / Operations : 30

Other-Support / Opportunity : 10

Total Relative Weight : 100

Enter additional comments here to clarify your response for this question or add supporting information.

Program: Rural State Highways 

Date of Program Methodology: 1/1/2010 

What is the justification for this program? [Check all that apply]

Addresses SHSP priority or emphasis area

What is the funding approach for this program? [Check one]

Funding set-aside

What data types were used in the program methodology? [Check all that apply]

Crashes Exposure Roadway 

All crashes Volume 

Other-Highway mileage Roadside features 

What project identification methodology was used for this program? [Check all that apply]

Crash frequency

Relative severity index

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?
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Describe the methodology used to identify local road projects as part of this program.

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).

Relative Weight in Scoring

Other-Safety : 60

Other-Congestion / Operations : 30

Other-Support / Opportunity : 10

Total Relative Weight : 100

Enter additional comments here to clarify your response for this question or add supporting information.

Program: Segments 

Date of Program Methodology: 1/1/2010 

What is the justification for this program? [Check all that apply]

Addresses SHSP priority or emphasis area

What is the funding approach for this program? [Check one]

Competes with all projects

What data types were used in the program methodology? [Check all that apply]

Crashes Exposure Roadway 

All crashes Volume 

Other-Highway mileage Functional classification 

What project identification methodology was used for this program? [Check all that apply]
2017 Maryland Highway Safety Improvement Program

Page 22 of 59

Crash frequency

Relative severity index

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?

Describe the methodology used to identify local road projects as part of this program.

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).

Relative Weight in Scoring

Other-Safety : 60

Other-Congestion / Operations : 30

Other-Support / Opportunity : 10

Total Relative Weight : 100

Enter additional comments here to clarify your response for this question or add supporting information.

Program: Skid Hazard 

Date of Program Methodology: 1/1/2012 

What is the justification for this program? [Check all that apply]

Addresses SHSP priority or emphasis area

What is the funding approach for this program? [Check one]

Competes with all projects
2017 Maryland Highway Safety Improvement Program

Page 23 of 59

What data types were used in the program methodology? [Check all that apply]

Crashes Exposure Roadway 

All crashes Volume 

Other-Highway mileage 

What project identification methodology was used for this program? [Check all that apply]

Crash frequency

Relative severity index

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?

Describe the methodology used to identify local road projects as part of this program.

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).

Relative Weight in Scoring

Other-Saftey : 60

Other-Congestion / Operations : 30

Other-Support / Opportunity : 10

Total Relative Weight : 100

Enter additional comments here to clarify your response for this question or add supporting information.

What percentage of HSIP funds address systemic improvements?

 91
2017 Maryland Highway Safety Improvement Program

Page 24 of 59

 HSIP funds are used to address which of the following systemic improvements? Please check all that 

apply.

Cable Median Barriers

Rumble Strips

Pavement/Shoulder Widening

Install/Improve Pavement Marking and/or Delineation

Upgrade Guard Rails

Other-Sidewalk Improvements

Enter additional comments here to clarify your response for this question or add supporting information.

What process is used to identify potential countermeasures? [Check all that apply]

Engineering Study

Road Safety Assessment

Enter additional comments here to clarify your response for this question or add supporting information.

Does the State HSIP consider connected vehicles and ITS technologies? 

No

Enter additional comments here to clarify your response for this question or add supporting information.

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.

The Highway Safety Manual is used in site specific studies as part of the HSIP Planning Process. It was also in 

the development of a intersection safety implementation plan.

Have any program methodology practices used to implement the HSIP changed since the last reporting 

period?

Yes

Describe program methodology practices that have changed since the last reporting period.
2017 Maryland Highway Safety Improvement Program

Page 25 of 59

Increased use of the Highway Safety Manual in relation to HSIP sites

Are there any other aspects of the HSIP methodology on which the State would like to elaborate?

No
2017 Maryland Highway Safety Improvement Program

Page 26 of 59

Project Implementation

Funds Programmed

Reporting period for HSIP funding.

Calendar Year

Enter additional comments here to clarify your response for this question or add supporting information.

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $17,966,626 $16,327,623 90.88%

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) $5,157,540 $3,318,874 64.35%

RHCP (for HSIP purposes) (23 

U.S.C. 130(e)(2))

$0 $0 0%

Other Federal-aid Funds (i.e. 

STBG, NHPP)

$0 $0 0%

State and Local Funds $0 $0 0%

FHWA (formerly HPR) funding $1,170,000 $608,802 52.03%

Totals $24,294,166 $20,255,299 83.38%

Enter additional comments here to clarify your response for this question or add supporting information.

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

$152,393

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

$152,393

Enter additional comments here to clarify your response for this question or add supporting information.
2017 Maryland Highway Safety Improvement Program

Page 27 of 59

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

$2,333,810

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

$2,100,428

Enter additional comments here to clarify your response for this question or add supporting information.

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?

50%

Enter additional comments here to clarify your response for this question or add supporting information.

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

none at this time

Does the State want to elaborate on any other aspects of it’s progress in implementing HSIP projects?

Yes

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

would like to elaborate. 

All Police crash reports used for the crash database are in electronic format as of January 1 2015
2017 Maryland Highway Safety Improvement Program

Page 28 of 59

General Listing of Projects

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

RELATIONSHIP TO SHSP

PROJECT NAME IMPROVEMENT 

CATEGORY

SUBCATEGORY OUTPUTS OUTPUT TYPE HSIP PROJECT 

COST($)

TOTAL PROJECT 

COST($)

FUNDING 

CATEGORY

FUNCTIONAL 

CLASSIFICATION

AADT SPEED OWNERSHIP METHOD FOR 

SITE SELECTION

EMPHASIS AREA STRATEGY

000B169 Roadway Rumble strips -

unspecified or 

other

$370656 $411840 HSIP (23 U.S.C. 

148)

Areawide SHA 

District 1

0 State Highway 

Agency

Systemic Highway 

Infrastructure

Corridor safety 

improvements

000B170 Roadside Barrier- metal $1976776 $2210779 HSIP (23 U.S.C. 

148)

Areawide SHA 

District 7

0 State Highway 

Agency

Systemic Highway 

Infrastructure

Corridor safety 

improvements

0811070 Roadside Barrier - other $2603104.40 $2603104.40 HSIP (23 U.S.C. 

148)

Urban Principal 

Arterial - Interstate

65,000 65 State Highway 

Agency

Systemic Highway 

Infrastructure

Corridor Safety 

improvements

1041021 Roadside Barrier- metal $298177.08 $298177.08 HSIP (23 U.S.C. 

148)

Rural Principal 

Arterial - Other

23,431 45 State Highway 

Agency

Systemic Highway 

Infrastructure

Corridor safety 

improvements

0703367 Roadside Barrier- metal $882726.60 $882726.60 HSIP (23 U.S.C. 

148)

Urban Principal 

Arterial - Interstate

69,320 70 State Highway 

Agency

Systemic Highway 

Infrastructure

Corridor safety 

improvements

000B160 Roadside Barrier - other $828290 $930472 HSIP (23 U.S.C. 

148)

Areawide SHA 

District 5

0 State Highway 

Agency

Systemic Highway 

Infrastructure

Corridor safety 

improvements

000B176 Roadside Barrier- metal $2039430 $2286371 HSIP (23 U.S.C. 

148)

Areawide SHA 

District 6

0 State Highway 

Agency

Systemic Highway 

Infrastructure

Corridor safety 

improvements

000B136 Pedestrians and 

bicyclists

Miscellaneous 

pedestrians and 

bicyclists

$2743165.70 $3023384.33 HSIP (23 U.S.C. 

148)

Areawide SHA 

District 4

0 State Highway 

Agency

Systemic Pedestrians improve roadway 

environments for 

walking

000B154 Pedestrians and 

bicyclists

Miscellaneous 

pedestrians and 

bicyclists

$1822469 $2249962 HSIP (23 U.S.C. 

148)

Areawide SHA 

District 5

0 State Highway 

Agency

Spot Pedestrians improve roadway 

environments for 

walking

000B173 Pedestrians and 

bicyclists

Miscellaneous 

pedestrians and 

bicyclists

$288900 $321000 HSIP (23 U.S.C. 

148)

Statewide 0 State Highway 

Agency

Spot Bicyclists improve roadway 

environments for 

bicycling

5101004 Pedestrians and 

bicyclists

Miscellaneous 

pedestrians and 

bicyclists

$373500 $415000 HSIP (23 U.S.C. 

148)

Urban Minor 

Arterial

12,583 30 State Highway 

Agency

Spot Bicyclists improve roadway 

enviroments for 

bicycling

0003430 Non-infrastructure Data/traffic 

records

$72000 $80000 HSIP (23 U.S.C. 

148)

Statewide 0 State Highway 

Agency

Spot Highway 

Infrastructure

Corridor safety 

improvements

000B150 Non-infrastructure Data/traffic 

records

$31035 $34484 HSIP (23 U.S.C. 

148)

Statewide 0 State Highway 

Agency

Spot Highway 

Infrastructure

Corridor safety 

improvements

000B149 Non-infrastructure Non-infrastructure 

- other

$152393 $169326 HSIP (23 U.S.C. 

148)

Areawide 

Baltimore City

0 City of Municipal 

Highway Agency

Spot Highway 

Infrastructure

Corridor safety 

improvements

0003426 Non-infrastructure Transportation 

safety planning

$225000 $250000 HSIP (23 U.S.C. 

148)

Statewide 0 State Highway 

Agency

Systemic Highway 

Infrastructure

Corridor safety 

improvements

0003433 Non-infrastructure Outreach $1620000 $1800000 HSIP (23 U.S.C. 

148)

Statewide 0 State Highway 

Agency

Systemic Highway 

Infrastructure

Identify, develop 

and implement 

system-wide 

improvements that 

address the safety 

of vulnerable user 

groups
2017 Maryland Highway Safety Improvement Program

Page 29 of 59

Enter additional comments here to clarify your response for this question or add supporting information.
2017 Maryland Highway Safety Improvement Program

Page 30 of 59

Safety Performance

General Highway Safety Trends

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

PERFORMANCE 

MEASURES 2007 2008 2009 2010 2011 2012 2013 2014 2015

Fatalities 0 591 549 496 485 511 465 442 513

Serious Injuries 0 4,544 4,383 4,051 3,809 3,312 2,957 3,050 2,605

Fatality rate (per HMVMT) 0.000 1.070 0.990 0.880 0.860 0.900 0.820 0.780 0.890

Serious injury rate (per 

HMVMT)

0.000 8.090 7.880 7.210 6.800 5.870 5.240 5.410 4.550

Number non-motorized 

fatalities

0 122 124 110 107 102 114 106 103

Number of non-motorized 

serious injuries

0 531 482 437 430 406 396 431 373
2017 Maryland Highway Safety Improvement Program

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0

100

200

300

400

500

600

700

2007 2008 2009 2010 2011 2012 2013 2014 2015

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

2007 2008 2009 2010 2011 2012 2013 2014 2015

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2017 Maryland Highway Safety Improvement Program

Page 32 of 59

0

0.2

0.4

0.6

0.8

1

1.2

2007 2008 2009 2010 2011 2012 2013 2014 2015

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

7

8

9

2007 2008 2009 2010 2011 2012 2013 2014 2015

Serious injury rate (per HMVMT)

Serious injury rate (per HMVMT) 5 Year Rolling Avg.
2017 Maryland Highway Safety Improvement Program

Page 33 of 59

Enter additional comments here to clarify your response for this question or add supporting information.

Describe efforts to obtain most current calendar year’s crash data.2016 FARS fatality information is obtained 

by the National Highway Traffic Safety Administration (NHTSA), which releases prior-year fatalities twice: a 

preliminary report in the spring of the following year, and sometime after the 12-month closing of the final 

FARS file. The State will update 2016 fatality information when it is available and final from NHTSA (sometime 

in 2018). The State will also have to update the 2015 data when NHTSA releases the final 2015 FARS file. State 

data for serious injuries (all and non-motorists) will be available when the Maryland State Police and State 

Highway Administration determine that all 2016 crash reports have been submitted by local law enforcement 

agencies. The projection for this ‘closeout’ is summer/fall, 2017. Note: 2007 data not available

Describe fatality data source.

FARS

Enter additional comments here to clarify your response for this question or add supporting information.

State fatality totals used for selected questions in the HSIP as noted

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

Year 2015

0

100

200

300

400

500

600

700

2007 2008 2009 2010 2011 2012 2013 2014 2015

Non Motorized Fatalities and Serious Injuries

Fatalities and Serious Injuries 5 Year Rolling Avg.
2017 Maryland Highway Safety Improvement Program

Page 34 of 59

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 -

Interstate

19.6 49.6 0.79 1.95

Rural Principal Arterial -

Other Freeways and 

Expressways

Rural Principal Arterial -

Other

29.2 167.2 1.15 6.55

Rural Minor Arterial 37.2 174.6 1.88 8.76

Rural Minor Collector 15.8 63.4 1.43 5.75

Rural Major Collector 33 160 1.92 9.18

Rural Local Road or 

Street

19.4 100.4 1.17 6.07

Urban Principal Arterial -

Interstate

67.4 402.4 0.47 2.77

Urban Principal Arterial -

Other Freeways and 

Expressways

44.4 211.4 0.74 3.55

Urban Principal Arterial -

Other

137.6 1,039.2 1.26 9.63

Urban Minor Arterial 64.6 467.2 0.98 7.1

Urban Minor Collector

Urban Major Collector 30.2 243.4 0.79 6.37

Urban Local Road or 

Street

21.6 229.2 0.7 7.52
2017 Maryland Highway Safety Improvement Program

Page 35 of 59

Year 2015

Roadways Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

State Highway Agency 337.8 1,931.8 0 0

County Highway Agency 114.6 823.6 0 0

Town or Township 

Highway Agency

City of Municipal 

Highway Agency

10 231.2 0 0

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency 0.8 9.6 0 0

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation
2017 Maryland Highway Safety Improvement Program

Page 36 of 59

0

20

40

60

80

100

120

140

160

Fatalities

Number of Fatalities by Functional Classification 

5 Year Average

2007-2011 2008-2012 2009-2013 2010-2014 2011-2015
2017 Maryland Highway Safety Improvement Program

Page 37 of 59

0

200

400

600

800

1000

1200

1400

Serious Injuries

Number of Serious Injuries by Functional 

Classification 

5 Year Average

2007-2011 2008-2012 2009-2013 2010-2014 2011-2015
2017 Maryland Highway Safety Improvement Program

Page 38 of 59

0

0.5

1

1.5

2

2.5

Fatality Rate

Fatality Rate (per HMVMT) by Functional 

Classification 

5 Year Average

2007-2011 2008-2012 2009-2013 2010-2014 2011-2015
2017 Maryland Highway Safety Improvement Program

Page 39 of 59

0

2

4

6

8

10

12

14

Serious Injury Rate

Serious Injury Rate (per HMVMT) by Functional 

Classification 

5 Year Average

2007-2011 2008-2012 2009-2013 2010-2014 2011-2015
2017 Maryland Highway Safety Improvement Program

Page 40 of 59

0

50

100

150

200

250

300

350

400

450

State Highway Agency County Highway Agency City of Municipal

Highway Agency

Other Local Agency

Fatalities

Number of Fatalities by Roadway Ownership 

5 Year Average

2007-2011 2008-2012 2009-2013 2010-2014 2011-2015
2017 Maryland Highway Safety Improvement Program

Page 41 of 59

0

500

1000

1500

2000

2500

3000

State Highway Agency County Highway Agency City of Municipal

Highway Agency

Other Local Agency

Serious Injuries

Number of Serious Injuries by Roadway 

Ownership 

5 Year Average

2007-2011 2008-2012 2009-2013 2010-2014 2011-2015
2017 Maryland Highway Safety Improvement Program

Page 42 of 59

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

State Highway Agency County Highway Agency City of Municipal

Highway Agency

Other Local Agency

Fatality Rate

Fatality Rate (per HMVMT) by Roadway 

Ownership 

5 Year Average

2007-2011 2008-2012 2009-2013 2010-2014 2011-2015
2017 Maryland Highway Safety Improvement Program

Page 43 of 59

Enter additional comments here to clarify your response for this question or add supporting information.

Are there any other aspects of the general highway safety trends on which the State would like to 

elaborate?

No

Safety Performance Targets

Safety Performance Targets

Calendar Year 2018 Targets * 

Number of Fatalities 415.6 

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

Maryland maintains the TZD approach by developing interim targets to reduce 

fatalities by at least 50 percent in the next two decades (from 592 in 2008 to 296 in 

2030). Considering the federal guidelines detailed in Moving Ahead for Progress in 

the 21st Century (MAP-21) and the subsequent Fixing America’s Surface 

Transportation (FAST) Act, Maryland executives collaborated on revisions to the 

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

State Highway Agency County Highway Agency City of Municipal

Highway Agency

Other Local Agency

Serious Injury Rate

Serious Injury Rate (per HMVMT) by Roadway 

Ownership 

5 Year Average

2007-2011 2008-2012 2009-2013 2010-2014 2011-2015
2017 Maryland Highway Safety Improvement Program

Page 44 of 59

target-setting methodology. The initial TZD goal remains: 296 fatalities or fewer by 

2030. The annual targets for each of the SHSP’s six emphasis areas are set using an 

exponential trend line connecting the historical data to the 2030 goal. Five-year 

averages are used to calculate projections, and the targets for each individual year are 

taken from the midpoint of the five-year average (e.g., 2017 annual interim target = 

midpoint of the 2015-2019 average). The same methodology was used for serious 

injury targets. However, it should be noted that due to significant declines in serious 

injuries in recent years, the use of historical trends currently puts the State at or below 

current targets. This method was applied to the five performance measures required by 

the Federal Highway Administration (FHWA) fatalities, fatality rate, serious injury, 

serious injury rate, and non-motorized fatalities and serious injuries. 

Number of Serious Injuries 3171.3 

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

Maryland maintains the TZD approach by developing interim targets to reduce 

fatalities by at least 50 percent in the next two decades (from 592 in 2008 to 296 in 

2030). Considering the federal guidelines detailed in Moving Ahead for Progress in 

the 21st Century (MAP-21) and the subsequent Fixing America’s Surface 

Transportation (FAST) Act, Maryland executives collaborated on revisions to the 

target-setting methodology. The initial TZD goal remains: 296 fatalities or fewer by 

2030. The annual targets for each of the SHSP’s six emphasis areas are set using an 

exponential trend line connecting the historical data to the 2030 goal. Five-year 

averages are used to calculate projections, and the targets for each individual year are 

taken from the midpoint of the five-year average (e.g., 2017 annual interim target = 

midpoint of the 2015-2019 average). The same methodology was used for serious 

injury targets. However, it should be noted that due to significant declines in serious 

injuries in recent years, the use of historical trends currently puts the State at or below 

current targets. This method was applied to the five performance measures required by 

the Federal Highway Administration (FHWA) fatalities, fatality rate, serious injury, 

serious injury rate, and non-motorized fatalities and serious injuries. 

Fatality Rate 0.680 

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

Maryland maintains the TZD approach by developing interim targets to reduce 

fatalities by at least 50 percent in the next two decades (from 592 in 2008 to 296 in 

2030). Considering the federal guidelines detailed in Moving Ahead for Progress in 

the 21st Century (MAP-21) and the subsequent Fixing America’s Surface 

Transportation (FAST) Act, Maryland executives collaborated on revisions to the 

target-setting methodology. The initial TZD goal remains: 296 fatalities or fewer by 

2030. The annual targets for each of the SHSP’s six emphasis areas are set using an 

exponential trend line connecting the historical data to the 2030 goal. Five-year 

averages are used to calculate projections, and the targets for each individual year are 

taken from the midpoint of the five-year average (e.g., 2017 annual interim target = 

midpoint of the 2015-2019 average). The same methodology was used for serious 

injury targets. However, it should be noted that due to significant declines in serious 
2017 Maryland Highway Safety Improvement Program

Page 45 of 59

injuries in recent years, the use of historical trends currently puts the State at or below 

current targets. This method was applied to the five performance measures required by 

the Federal Highway Administration (FHWA) fatalities, fatality rate, serious injury, 

serious injury rate, and non-motorized fatalities and serious injuries. 

Serious Injury Rate 5.637 

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

Maryland maintains the TZD approach by developing interim targets to reduce 

fatalities by at least 50 percent in the next two decades (from 592 in 2008 to 296 in 

2030). Considering the federal guidelines detailed in Moving Ahead for Progress in 

the 21st Century (MAP-21) and the subsequent Fixing America’s Surface 

Transportation (FAST) Act, Maryland executives collaborated on revisions to the 

target-setting methodology. The initial TZD goal remains: 296 fatalities or fewer by 

2030. The annual targets for each of the SHSP’s six emphasis areas are set using an 

exponential trend line connecting the historical data to the 2030 goal. Five-year 

averages are used to calculate projections, and the targets for each individual year are 

taken from the midpoint of the five-year average (e.g., 2017 annual interim target = 

midpoint of the 2015-2019 average). The same methodology was used for serious 

injury targets. However, it should be noted that due to significant declines in serious 

injuries in recent years, the use of historical trends currently puts the State at or below 

current targets. This method was applied to the five performance measures required by 

the Federal Highway Administration (FHWA) fatalities, fatality rate, serious injury, 

serious injury rate, and non-motorized fatalities and serious injuries. 

Total Number of Non-Motorized 

Fatalities and Serious Injuries 459.2 

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

Maryland maintains the TZD approach by developing interim targets to reduce 

fatalities by at least 50 percent in the next two decades (from 592 in 2008 to 296 in 

2030). Considering the federal guidelines detailed in Moving Ahead for Progress in 

the 21st Century (MAP-21) and the subsequent Fixing America’s Surface 

Transportation (FAST) Act, Maryland executives collaborated on revisions to the 

target-setting methodology. The initial TZD goal remains: 296 fatalities or fewer by 

2030. The annual targets for each of the SHSP’s six emphasis areas are set using an 

exponential trend line connecting the historical data to the 2030 goal. Five-year 

averages are used to calculate projections, and the targets for each individual year are 

taken from the midpoint of the five-year average (e.g., 2017 annual interim target = 

midpoint of the 2015-2019 average). The same methodology was used for serious 

injury targets. However, it should be noted that due to significant declines in serious 

injuries in recent years, the use of historical trends currently puts the State at or below 

current targets. This method was applied to the five performance measures required by 

the Federal Highway Administration (FHWA) fatalities, fatality rate, serious injury, 

serious injury rate, and non-motorized fatalities and serious injuries. 
2017 Maryland Highway Safety Improvement Program

Page 46 of 59

Enter additional comments here to clarify your response for this question or add supporting information.

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

targets. 

"Stakeholders. A wide range of stakeholder groups - including federal, state and local government agencies, nongovernmental 

organizations, regional authorities, and individual advocates - participated in the development of the SHSP (Maryland 

Strategic Plan). Each EA (Emphasis Area) Team - which includes regional and local agencies - held at least two facilitated 

discussions to identify, develop, and finalize strategies for the 2016-2020 SHSP.Each EA Team wrestled with difficult decisions 

regarding how to cover the essentials of transportation safety while remaining strategic and focused on the most vital 

needs.”[1] This list of stakeholder safety partner agencies is as follows:

Baltimore Metropolitan Council

Washington Regional Alcohol Program 

Maryland Institute for Emergency Medical Services System 

National Study Center 

State Highway Administration 

Maryland Highway Safety Office 

Motor Vehicle Administration 

Maryland Department of Health and Mental Hygiene 

National Highway Traffic Safety Administration 

Federal Highway Administration 

Maryland Transportation Authority Police 

Maryland State Police 

Montgomery County Police Department 

Howard County Police Department

Maryland Chiefs of Police Association 

Leidos consultants

Sabra, Wang & Associates consultants[2]

[1] Maryland Strategic Highway Safety Plan 2016-20 PG 5

[2] Maryland Strategic Highway Safety Plan 2016-20 Appendix A

The process stakeholders from SHSP were consulted to establish safety performance targets

Does the State want to report additional optional targets? 

No

Enter additional comments here to clarify your response for this question or add supporting information.

Applicability of Special Rules

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

No
2017 Maryland Highway Safety Improvement Program

Page 47 of 59

Enter additional comments here to clarify your response for this question or add supporting information.

Provide the number of older driver and pedestrian fatalities and serious injuries for the past seven years.

PERFORMANCE 

MEASURES 2009 2010 2011 2012 2013 2014 2015

Number of Older Driver and 

Pedestrian Fatalities

76 58 69 60 50 63 71

Number of Older Driver and 

Pedestrian Serious Injuries

287 272 295 254 235 258 172

Enter additional comments here to clarify your response for this question or add supporting information.

0

50

100

150

200

250

300

350

400

2009 2010 2011 2012 2013 2014 2015

# of Fatalities and Serious Injuries

Years

Number of Older Driver and Pedestrian Fatalities and Serious Injuries by 

Year.

Fatalities Serious Injuries
2017 Maryland Highway Safety Improvement Program

Page 48 of 59

Evaluation

Program Effectiveness

How does the State measure effectiveness of the HSIP?

Change in fatalities and serious injuries

Enter additional comments here to clarify your response for this question or add supporting information.

Based on the measures of effectiveness selected previously, describe the results of the State's program 

level evaluations.

Program 

Type

Target 

Crash 

Type

Fatalities

2013

Fatalities

2014

Fatalities 

2015

Serious 

Injuries

2013

Serious 

Injuries

2014

Serious 

Injuries

2015

Fatality 

Rate

(per 

HMVT)

2013

Fatality 

Rate

(per 

HMVT)

2014

Fatality 

Rate

(per 

HMVT)

2015

Serious 

Injury Rate

(per 

HMVMT)

2013

Serious 

Injury Rate

(per 

HMVMT)

2014

Serious 

Injury Rate

(per 

HMVMT)

2015

Wet 

Surface 

Crashes

Wet Road 95 72 88 488 513 378 0.17 0.13 0.15 0.86 0.91 0.66

Left 

Turn 

Crash

Left Turn 24 22 43 228 252 181 0.04 0.04 0.08 0.40 0.45 0.32

Angle 

Crash Angle 63 55 56 555 575 485 0.11 0.10 0.10 0.98 1.02 0.85

Median 

Barrier

Opposite 

Direction 62 51 67 227 203 237 0.11 0.09 0.12 0.40 0.36 0.41

For Wet surface crashes over a three year period there has a 7% decrease in fatalities, 22% decrease in serious 

injuries, 11% decrease in fatality rate and a 22% decrease in serious injury rate.

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

Increased focus on local road safety

Enter additional comments here to clarify your response for this question or add supporting information.

All Maryland counties along with Baltimore City are now provided a three year listing of pedestrian involved 

crashes which includes a summary of severe injury and fatal crashes on state highways along with a detailed 

listing for local roads. In 2016 SHA established a HSM implementation team and began working on an updated 

process for project selection and evaluation for the HSIP program.
2017 Maryland Highway Safety Improvement Program

Page 49 of 59

Are there any significant programmatic changes that have occurred since the last reporting period? 

Yes

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

A review of Maryland's HSIP planning process was completed in 2016 and an action plan was developed to 

bring Maryland SHA's HSIP program into compliance with the HSIP final rule.

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures.

Year 2015

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)

Other 1 Other 2 Other 3

Pedestrians See notes 102 343

Bicyclists See notes 7 64

Impaired Driving (NHSTA) See notes 162

Aggressive Driving See notes 41 251

Occupant Protection See notes 109 282

Highway Infrastructure See Notes 265 1,879

Distracted Driving See notes 185 1,770

Impaired Driving 

(Maryland)

See notes 150 455
2017 Maryland Highway Safety Improvement Program

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0

50

100

150

200

250

300

350

400

Fatalities

Number of Fatalities 

5 Year Average

2007-2011 2008-2012 2009-2013 2010-2014 2011-2015

0

500

1000

1500

2000

2500

3000

Serious Injuries

Number of Serious Injuries 

5 Year Average

2007-2011 2008-2012 2009-2013 2010-2014 2011-2015
2017 Maryland Highway Safety Improvement Program

Page 51 of 59

Enter additional comments here to clarify your response for this question or add supporting information.

See attached file - "Question 43"

Five year Rolling Average totals from SHSP submitted

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

2007-2011 2008-2012 2009-2013 2010-2014 2011-2015

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2007-2011 2008-2012 2009-2013 2010-2014 2011-2015
2017 Maryland Highway Safety Improvement Program

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Has the State completed any countermeasure effectiveness evaluations during the reporting period?

No

Enter additional comments here to clarify your response for this question or add supporting information.
2017 Maryland Highway Safety Improvement Program

Page 53 of 59

Project Effectiveness

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

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY

IMPROVEMENT 

TYPE

PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL INJURY

BEFORE

ALL INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

Maryland has 

chosen not to 

complete this 

optional section

Enter additional comments here to clarify your response for this question or add supporting information.

Are there any other aspects of the overall HSIP effectiveness on which the State would like to elaborate?

No
2017 Maryland Highway Safety Improvement Program

Page 54 of 59

Compliance Assessment

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

 05/31/2017

What are the years being covered by the current SHSP?

From: 2016 To: 2020

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

 2020

Enter additional comments here to clarify your response for this question or add supporting information.

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

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

MIRE NAME (MIRE NO.) STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE

ROADWAY SEGMENT

Segment Identifier (12) 100 100 100 100 100 100

Route Number (8) 100 100

Route/Street Name (9) 100 100

Federal Aid/Route Type 

(21)

100 100

Rural/Urban Designation 

(20)

100 100 100 100

Surface Type (23) 100 100 100 100

Begin Point Segment 

Descriptor (10)

100 100 100 100 100 100

End Point Segment 

Descriptor (11)

100 100 100 100 100 100

Segment Length (13) 100 100

Direction of Inventory 

(18)

100 100

Functional Class (19) 100 100 100 100 100 100

Median Type (54) 100 100
2017 Maryland Highway Safety Improvement Program

Page 55 of 59

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

MIRE NAME (MIRE NO.) STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE

Access Control (22) 100 100

One/Two Way 

Operations (91)

100 100

Number of Through 

Lanes (31)

100 100 100 90

Average Annual Daily 

Traffic (79)

100 100 5 0

AADT Year (80) 100 98

Type of Governmental 

Ownership (4)

100 100 100 100 100 100

INTERSECTION

Unique Junction 

Identifier (120)

100 100

Location Identifier for 

Road 1 Crossing Point 

(122)

100 100

Location Identifier for 

Road 2 Crossing Point 

(123)

100 100

Intersection/Junction 

Geometry (126)

70 70

Intersection/Junction 

Traffic Control (131)

50 50

AADT for Each 

Intersecting Road (79)

25 25

AADT Year (80) 25 25

Unique Approach 

Identifier (139)

0 0

INTERCHANGE/RAMP

Unique Interchange 

Identifier (178)

100 100

Location Identifier for 

Roadway at Beginning 

of Ramp Terminal (197)

100 100

Location Identifier for 

Roadway at Ending 

Ramp Terminal (201)

100 100

Ramp Length (187) 100 100

Roadway Type at 

Beginning of Ramp 

Terminal (195)

100 100
2017 Maryland Highway Safety Improvement Program

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NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

MIRE NAME (MIRE NO.) STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE STATE NON-STATE

Roadway Type at End 

Ramp Terminal (199)

100 100

Interchange Type (182) 100 100

Ramp AADT (191) 100 100

Year of Ramp AADT 

(192)

100 100

Functional Class (19) 100 100

Type of Governmental 

Ownership (4)

100 100

Totals (Average Percent 

Complete):

100.00 99.89 58.75 58.75 100.00 100.00 89.44 87.78 100.00 100.00

Enter additional comments here to clarify your response for this question or add supporting information.

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.

• MDOT SHA is implementing Esri’s Roads and Highways (R&H) software to manage our GIS roadway and LRS data for HPMS submission. With the Intersection Manager tool, our ability to better manager intersection data, and data gaps, we will be 

able to be 100 percent compliant by 2026.

• In conjunction with the Esri R&H implementation, we also began the One Maryland, One Centerline (OMOC) program where MDOT SHA has met with all 23 counties, and Baltimore City, to discuss the sharing of data between jurisdictions via one 

common geometry, maintained by the appropriate authority. This geometry will be the base of the R&H data model. This data share and cooperation between levels of jurisdictions will also allow us to identify and fill data gaps, with the appropriate, 

authoritative information.

Provide the suspected serious injury identifier, definition and attributes used by the State for both the crash report form and the crash database using the table below. Please also indicate whether or not these elements are 

compliant with the MMUCC 4th edition criteria for data element P5. Injury Status, suspected serious injury. 

CRITERIA SUSPECTED SERIOUS INJURY 

IDENTIFIER(NAME) MMUCC 4TH EDITION COMPLIANT * SUSPECTED SERIOUS INJURY DEFINITION MMUCC 4TH EDITION COMPLIANT * SUSPECTED SERIOUS INJURY ATTRIBUTES(DESCRIPTORS) MMUCC 4TH EDITION COMPLIANT * 

Crash Report Form Injury Severity 04: Suspected Serious 

Injury

Yes N/A Yes N/A Yes

Crash Report Form Instruction Manual Injury Severity 04: Suspected Serious 

Injury

Yes A suspected serious injury is any injury 

other than

fatal which results in one or more of the 

following: (see MMUCC P5 Injury Status)

Yes A suspected serious injury is any injury 

other than

fatal which results in one or more of the 

following:

Severe laceration resulting in exposure of 

underlying tissues/muscle/organs or

resulting in significant loss of blood

Broken or distorted extremity (arm or leg)

Crush injuries

Suspected skull, chest or abdominal injury 

other than bruises or minor lacerations

Significant burns (second and third degree 

burns over 10% or more of the body)

Unconsciousness when taken from the 

crash scene

Yes
2017 Maryland Highway Safety Improvement Program

Page 57 of 59

CRITERIA SUSPECTED SERIOUS INJURY 

IDENTIFIER(NAME) MMUCC 4TH EDITION COMPLIANT * SUSPECTED SERIOUS INJURY DEFINITION MMUCC 4TH EDITION COMPLIANT * SUSPECTED SERIOUS INJURY ATTRIBUTES(DESCRIPTORS) MMUCC 4TH EDITION COMPLIANT * 

Paralysis

Crash Database Injury Severity 04: Suspected Serious 

Injury

Yes N/A Yes N/A Yes

Crash Database Data Dictionary Injury Severity 04: Suspected Serious 

Injury

Yes A suspected serious injury is any injury 

other than

fatal which results in one or more of the 

following: (see MMUCC P5 Injury Status)

Yes A suspected serious injury is any injury 

other than

fatal which results in one or more of the 

following:

Severe laceration resulting in exposure of 

underlying tissues/muscle/organs or

resulting in significant loss of blood

Broken or distorted extremity (arm or leg)

Crush injuries

Suspected skull, chest or abdominal injury 

other than bruises or minor lacerations

Significant burns (second and third degree 

burns over 10% or more of the body)

Unconsciousness when taken from the 

crash scene

Paralysis

Yes

Enter additional comments here to clarify your response for this question or add supporting information.

Did the State conduct an HSIP program assessment during the reporting period?

Yes

Describe the purpose and outcomes of the State’s HSIP program assessment.

The purpose/scope of the review was to determine if Maryland HSIP Planning Process meets the requirements of 23 CFR 924.9 and identify areas for improvement and successful practices in Maryland HSIP Planning Process.

An action plan was developed to bring Maryland’s HSIP planning process into compliance with the HSIP Final Rule.
2017 Maryland Highway Safety Improvement Program

Page 58 of 59

Optional Attachments

Program Structure:

Project Implementation:

Safety Performance:

Evaluation:

Question 43 Notes.docx

Compliance Assessment:
2017 Maryland Highway Safety Improvement Program

Page 59 of 59

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 non-infrastructure 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.