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NEW JERSEY

2019 ANNUAL REPORT

Photo Source: 

NJDOT
2019 New Jersey Highway Safety Improvement Program

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Table of Contents

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

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

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

Introduction .........................................................................................................................................10

Program Structure...............................................................................................................................10

Program Administration...................................................................................................................10

Program Methodology .....................................................................................................................12

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

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

General Listing of Projects ..............................................................................................................24

Safety Performance ............................................................................................................................27

General Highway Safety Trends......................................................................................................27

Safety Performance Targets............................................................................................................34

Applicability of Special Rules...........................................................................................................37

Evaluation ...........................................................................................................................................38

Program Effectiveness ....................................................................................................................38

Effectiveness of Groupings or Similar Types of Improvements .......................................................38

Project Effectiveness.......................................................................................................................43

Compliance Assessment.....................................................................................................................45
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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

The Fixing America’s Surface Transportation Act (FAST Act) continues the Highway Safety Improvement 

Program (HSIP) as a core Federal-aid program to achieve a significant reduction in traffic fatalities and serious 

injuries on all public roads, including non-State-owned public roads.

The FAST Act requires the development of a Strategic Highway Safety Plan (SHSP), a High Risk Rural Roads 

Program (HRRR) and the Railway-Highway Crossings Program (RHCP). The New Jersey SHSP was updated 

in 2015. In order to obligate HSIP funds, states are required to (1) develop, implement and update a SHSP; (2) 

produce a program of projects or strategies to reduce identified safety problems; (3) evaluate the plan on a 

regular basis, and (4) submit an annual transparency report.

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

on performance.

The reporting period for the 2019 Annual Safety Report (ASR) is the Calendar Year (CY). Starting in 2017, the 

ASR reporting period had been changed from the Federal Fiscal Year (FFY) to the Calendar Year (CY). The 

NJDOT made this change to be consistent with the reporting period of crashes and to be more precise in the 

reporting of the projects that get authorized during that period.

New Jersey has analyzed roadway safety performance as described in part 30 “General Highway Safety 

Trends in the State for Past Five Years”. Over the five year period, 2014-2018, the New Jersey’s five-year 

rolling average for the number of fatalities slightly trickled upward approximately 1% while fatality rates 

dropped approximately 3%, number of serious injuries dropped approximately 13%, serious injury rates 

dropped approximately 16% and the number of non-motorized fatalities and serious injuries dropped 

approximately 7%. Over the same five-year period, the actual number of crashes resulting in fatalities and 

incapacitating injuries in each year has fluctuated. New Jersey’s Vehicle Miles Traveled (VMTs) have been

increasing on an annual basis over this five year period.

The NJDOT continued to take the lead in establishing the 2020 five safety performance targets. The targets 

are reported to satisfy federal requirements with the understanding that New Jersey’s safety vision is to 

achieve zero deaths on all public roads. Throughout the process, the NJDOT coordinated with the three MPOs, 

Division of Highway Traffic and Safety (DHTS) and the FHWA, NJ Division. The NJDOT established final 

targets and received concurrence from DHTS as three of the five safety targets are identical and required for 

both the Highway Safety Plan and the HSIP Annual Safety Report.

To achieve this long-term vision of zero deaths on all public roads, New Jersey established a 2.5% per year 

reduction goal in the five-year rolling average of fatalities and serious injuries. This is a short term crash 

reduction goal to evaluate from 2012 levels to 2022. New Jersey’s 2018 fatalities and serious injuries actual 

value remains below the projected 2.5% reduction target line.

NJDOT has a broad spectrum of safety programs designed to reduce the frequency and severity of crashes as 

follows:

Intersection Improvement Program;

Crash Reduction Program;

Segment Improvement Program;

Utility Pole Mitigation Program; 
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Pedestrian Safety Improvement Program;

Rail Highway Grade Crossing Program (State);

Rail Highway Grade Crossing Program (Federal);

Local Safety Program; and the

High Risk Rural Roads Program

New Jersey continues to develop highway safety improvement projects on the basis of both crash experience 

and crash potential to reduce fatal and serious injury crashes on all public roads. New Jersey understands the 

benefits of a systemic approach which provides an expanded comprehensive and proactive approach to road 

safety efforts. New Jersey constantly considers ways to expand its use of systemic safety improvements in the 

key safety emphasis areas.

The analysis for implementation of the following systemic treatments on the state highway system continued in 

2018:

• Mid-Block Crosswalks Pedestrian Safety Improvements 

• Signal Backplates with Retroreflective Borders 

• Wrong Way Entry 

• Bus/Transit Stops – Pedestrian Safety Improvements 

• Clear Zone 

• Roadway Departure (at Curves) Mitigation 

In addition to exploring and developing the above systemic programs, New Jersey continues its effort with High 

Friction Surface Treatment (HFST) on roadway curves which experience high roadway departure crashes such 

as fixed objects and overturns. New Jersey continues to evaluate HFST installations and has updated the 

specifications and created a guidance document. The systemic pilot roundabout program to reduce injury 

crashes at intersections has also been a success as more Counties are interested in building modern 

roundabouts. Statewide installation of center line rumble strips on the state highway system that was 

completed in 2016 will be evaluated for effectiveness and reported out in the 2020 HSIP Annual Safety Report.

New Jersey is in the process of conducting a systemic safety review of the New Jersey State Highway System. 

The screening focuses on a review of system wide total crash (all severity) history to determine the types of 

crashes that are overrepresented and the facilities on which these crashes typically occur. This effort will be 

completed in 2019.

New Jersey’s current SHSP reflects NJ’s commitment to a performance based program through the 

identification of data driven investment strategies, which aligns with the annual fatal and serious injury 

reduction goals and incorporates the Towards Zero Death vision. This plan provides direction to focus 

approximately 40 percent of the annual HSIP funding on state highways and 60 percent on county and 

municipal network in line with the current distribution of serious injuries and fatalities. New Jersey recognizes 

the benefits of collaboration in achieving overall safety. To implement SHSP goals, New Jersey’s HSIP 

apportionment of the Local Safety Program (LSP) has increased significantly and, as a result, the LSP has 

grown substantially. Some of the changes in the LSP which contributed towards its success include the 

provision of design services with professional services procurement through the MPOs and participation with 

HSIP funds for concept development phase for local projects. NJDOT continues to provide support to MPOs 

and their subregions through various trainings, presentations, meetings, development of Network Screening 

Lists, updating and standardizing the Local Safety Program / High Risk Rural Road Program applications, 

Local Safety Peer Exchanges, assistance with HSM analysis for LSP projects and conducting Road Safety 

Audits on the local roadways.
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New Jersey strives to improve our programs and supports and encourages the use of innovative techniques in 

doing so. In 2018, New Jersey continues its commitment to share information and knowledge with other parties 

of interest.

• In 2016, NJDOT developed and deployed a new user friendly crash data analysis tool called Safety 

Voyager. Safety Voyager is a web based application that allows NJDOT to visualize crash data, ball 

banking reports and traffic counts data in a map based interface. The application is hosted in a web 

based cloud data access. In the first release, the NJDOT had emphasized a basic functionality and 

security. In 2018 and into early 2019, the application was updated with the following features: 

o Crash Reports: View the NJTR1 redacted crash reports. 

o Crash Cluster Selection Tool: Select crashes interactively using a polygon drawing tool. 

o Added Bike and Pedestrian heat map and dashboard modules. 

• An essential step in the application of the HSM in New Jersey, is the calibration and development of 

New Jersey-specific safety performance functions (SPF) for different types of facilities. The NJDOT 

research project regarding this effort will be completed in September, 2019. With the information, the 

NJDOT and other New Jersey transportation agencies can use the HSM predictive methods to 

quantitatively assess expected facility safety performance for New Jersey conditions and in comparing 

facility alternatives. With more accuracy, this will improve safety evaluations in New Jersey. 

• In 2018, NJDOT has attended and participated in numerous peer exchanges, pooled fund initiatives, 

workshops, forums and webinars to share and obtain knowledge to help better our program that 

included: 

o Conducted the New Jersey Safety Partners Forum that provided an opportunity to engage New 

Jersey’s safety partners in a dialogue regarding the progress made since the release of the 

2015 NJ SHSP with a look towards the future. 

o In collaboration with the FHWA, held a Performance Based Intersection Design & Operations – 

Workshop. This one-day workshop examined key design and operational considerations for 

roadway intersections with an emphasis on how these critical considerations influence safety for 

various users. 

o Conducted presentation and trainings on the new FHWA Proven Safety Countermeasures. 

• In 2018, NJDOT continued to work on the following EDC initiatives: 

o EDC-3 - Data-Driven Safety Analysis: Safety Management, AASHTOWARE - Safety Analyst: 

This tool will be used to proactively determine which sites have the highest potential for safety 

improvement, as opposed to reactive safety assessments done conventionally. In 2018, New 

Jersey attended the Arizona Data-Driven Safety Analysis peer exchange and presented on New 

Jersey’s current and future DDSA activities which include Safety Voyager and Safety Analyst. 

o EDC-3 - Data-Driven Safety Analysis: Project Development: The purpose of this initiative is to 

develop and deploy new tools, technology and practices to accelerate the adoption of innovation 

in all aspects of highway transportation both on the state and local side. To promote the use of 

substantive safety and data driven safety analysis tools in all local projects, New Jersey has 

decided to conduct 3 Local Agency Peer Exchanges. The first of these Peer Exchanges was 

held in 2017, the next two were held in 2018. 

o EDC-4 - Safe Transportation for Every Pedestrian (STEP): Workshops focusing on State and 

Local Uncontrolled Locations – The purpose of this initiative is to promote the use of Road 

Diets, Pedestrian Hybrid Beacons, Pedestrian Refuge Island, Raised Crosswalks and 

Crosswalk Visibility Enhancement. In 2018, as a collaborative effort, NJDOT and the FHWA 

conducted a workshop, Implementing Pedestrian Crossing Countermeasures at Uncontrolled 

Locations. The workshop was geared toward state highway system. An action plan for 

Implementing Pedestrian Crossing Countermeasures at Uncontrolled Locations was developed. 

The action plan targeted specific countermeasures for improving pedestrian safety at 

unsignalized state road crossings. 

NJDOT is encouraged by the progress that the program has made over the last several years but we look 

forward for opportunities to improve the program in the future. A look ahead into some activities that will be 

performing in 2019 is as follows:
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• Development of 2020 NJ SHSP 

• Funded through FHWA’s Accelerating Safety Activities Program (ASAP), NJDOT will work with its 

partners at the FHWA, the New Jersey Local Technical Assistance Program (NJLTAP), and MPOs to 

jointly produce three workshops covering each region of the state to increase awareness of the FHWA 

Proven Safety Countermeasures. The workshops will feature proven safety countermeasures with New 

Jersey-specific applications, including roundabouts, rumble strips, medians, pedestrian crossing 

islands, and pedestrian hybrid beacons. 

• EDC-5 initiatives: 

o Reducing Rural Roadway Departures in NJ: NJDOT’s plan is to complete this initiative by 

improving the knowledge of rural roadway facility owners and maintainers. This will to be 

accomplished through training. The FHWA Resource Center would first train the FHWA NJ 

Division and NJDOT and from there they would take that training to the owners/ maintainers of 

the rural roads in our MPO regions. 

o Safe Transportation for Every Pedestrian: An action plan was developed as a collaborative 

effort between the FHWA and NJDOT in the EDC4 STEP initiative. The action plan 

recommends measures that when implemented may help reduce the number and rate of 

pedestrian crashes, fatalities, and injuries on New Jersey highways. The intent of this initiative is 

for the action plan to inform and be incorporated into the future strategies developed in NJ 2020 

Strategic Highway Safety Plan. As the strategies are finalized, NJDOT will use the plan and 

consider the plan recommendations/next steps. 

• With assistance from the FHWA, NJDOT is to planning to begin an evaluation effort to improve their 

HSIP evaluation process. The evaluation effort will be conducted to provide direction and improve 

decisions and processes to NJDOT’s HSIP evaluation process of countermeasures, projects and 

programs. 

NJTPA

The North Jersey Transportation Planning Authority (NJTPA) is the fourth largest MPO region in the nation 

serving 6.7 million people in the 13 counties of northern New Jersey. Making travel safer is a top priority at the 

NJTPA and it is factored into all aspects of our transportation planning and investment decision-making. 

NJTPA continues to allocate and increase HSIP funding annually through several programs. All of NJTPA’s 

efforts utilizing HSIP funds are aligned with the State’s Strategic Highway Safety Plan. Collectively, these 

programs improve the state’s ability to successfully address safety issues on local roads, where 60% of 

crashes occur. 

The Local Safety Program (LSP) supports safety improvements on county and local roadway facilities. Since 

the program’s inception in 2004, the NJTPA has allocated $145 million in HSIP funds for 115 projects. A wide 

range of projects are supported with improvements including new and upgraded traffic signals, road diets, 

modern roundabouts, countdown signal heads, high visibility crosswalks, curb extensions, pedestrian refuge 

islands, bike lanes, new and upgraded signs and pavements markings. In 2018, $19.9 million in HSIP funding 

was authorized for the construction of ten projects including improvements at 47 intersections. 

Since 2009, NJTPA’s High Risk Rural Roads Program has provided over $20 million in HSIP funding for 

projects with improvements including high friction surface treatment, mircosurfacing, improving the super 

elevation of curves, centerline and edgeline rumble strips, new and upgraded pavement markings and signs. In 

2018, $1.175 million in HSIP funding was authorized for HFST along 6 HRRR curves in Ocean County. 

Since 2015, the NJTPA has also provided funding for consultant inspection during construction on 11 projects 

totaling more the $3 million. In 2018, $2.8 million in inspection funding was part of the construction 

authorizations. 

Through the Local Safety Engineering Assistance Program (LSEAP), the NJTPA also provides engineering 

assistance to projects selected to advance through the LSP and HRRR. To date, $10 million in design 

assistance has been provided for 40 projects including the design of four modern roundabouts and two road 
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diets. In 2018, consultant selection commenced for 12 new projects in the 2018 LSEAP totaling $8.5 million in 

design including three modern roundabouts and one road diet. 

In 2018, the NJTPA created a new Consultant Assistance effort to support the Subregions with the preparation 

of applications for the LSP and HRRR. This consultant effort will include traffic counts, crash analysis, signal 

warrant analysis, lighting analysis, conceptual layouts and HSM/Benefit Cost analysis.

Finally, The NJTPA continues to partner with the NJDOT to conduct Road Safety Audits with a total of 38 

completed since 2010. Short term recommendations from 22 RSAs have been or will be incorporated into 

projects advanced in the LSP. In 2018, four RSAs were completed in Monmouth, Ocean Essex and Hudson 

Counties.

SJTPO

The South Jersey Transportation Planning Organization (SJTPO) is the MPO serving four counties in 

southernmost New Jersey, including Atlantic, Cape May, Cumberland, and Salem Counties. Working with 

Statewide partners to move the State’s Strategic Highway Safety Plan into action and solidify SJTPO’s 

commitment to advancing the SHSP, annual investment goals were established based on three crash 

categories; Intersection, Pedestrian, and Lane Departure crashes. Most recently, SJTPO documented 

strategies and identified projects to meet the HSIP Investment Goals. SJTPO has committed to several general 

strategies to help achieve these goals. 

The HSIP is the primary funding source available to the SJTPO that is solely focused on implementing the 

SHSP; and advancing projects through HSIP has been a major focus for the SJTPO in recent years. Support 

for HSIP among counties and municipalities in the SJTPO region had been low in recent years due to the 

complex nature of the program and the failure of select high profile safety projects to secure HSIP funding. To 

overcome this, SJTPO put a great deal of effort in recent years to educate jurisdictions about the benefits of 

the program, and bolster the technical support SJTPO offers to reduce the complexity of the process for 

jurisdictions. Further, SJTPO worked to develop an initial review process to screen out lesser-developed 

projects early on, reduce the likelihood of well-developed project applications being rejected, and to enhance 

the quality of submissions to NJDOT to improve timeliness of project selection and advancement. SJTPO was 

successful in adding an initial screening step to the application process with NJDOT, to ensure opportunities to 

maximize the safety benefit of candidate projects rather than reject or further postpone projects whose initial 

scopes fall short. These efforts have greatly increased the participation in the program, with SJTPO’s HSIP line 

item now being fully utilized and with high quality safety projects in the queue and in development that are 

expected to fully utilize available funds in each of the coming years. 

Through these efforts, SJTPO worked with local jurisdictions to advance an aggressive portfolio of projects for 

HSIP funding. These projects include a mix of systemic projects, including centerline rumble strips and high 

friction surface treatment at horizontal curves as well as hot spot locations, including roundabouts and 

pedestrian corridor improvements. In addition, SJTPO is advancing multiple county roundabout pilots. SJTPO 

is in the middle of a county-wide bicycle and pedestrian safety action plan in Cumberland County, which has 

identified top bicycle and pedestrian safety concerns and is working to prepare those locations for safety 

investment. This effort is expected to develop seven large bicycle and pedestrian corridor safety focused 

projects. This effort could become an example for other counties in the region to follow and a means to focus 

local attention to invest in bicycle and pedestrian safety. SJTPO has been pleased by the positive response 

from local jurisdictions in participating in the Roundabout Pilot Program, with two roundabouts actively 

underway, three others in the works, and another under consideration. 

While HSIP remains the primary funding source with the sole purpose of reducing fatal and serious injury 

crashes on our roadways, SJTPO envisions that all funds play a role in these critical goals. As such, SJTPO 

had begun implementing an effort to incorporate safety elements into all projects that receive funds through 

SJTPO’s process. It is the position of SJTPO that our region cannot achieve these important safety goals and 
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get all users home safely if all funds are not committed to the task. Through these many efforts, SJTPO has 

greatly expanded the work and success of our Local Safety Program and is excited as further efforts are 

underway that should make a meaningful impact on safety in the coming years.

DVRPC

The Delaware Valley Regional Planning Commission (DVRPC) serves four counties in southern New Jersey: 

Burlington, Camden, Gloucester and Mercer. DVRPC did not conduct a formal project application solicitation 

again in 2018 for the Local Federal HSIP and HRRR Programs, but instead assisted member counties with 

application development and project advancement. Also in 2018, NJDOT enlisted consultant help to update the 

existing safety network screening list of eligible HSIP locations on county routes, so solicitation was postponed 

until the new data became available in 2019. 

During 2018 DVRPC continued work to prepare and advertise the RFP for the Systemic Pilot Program for 

Roundabouts while advancing prior candidates to include Burlington County (CR 541 Stokes Road & CR 648 

Willow Grove Rd) and Camden County (705 Sicklerville Rd & 706 Erial Rd).

Ongoing Safety Projects

• The Mt. Ephraim Avenue Corridor-wide Pedestrian Safety Local Concept Development study is nearing 

completion and is expected that the preliminary engineering phase will begin in Federal fiscal year 

2020. 

• The Mercer County Brunswick Circle Extension Roundabout preliminary engineering project is also 

progressing. It is anticipated that the project will enter final design in Federal fiscal year 2019. 

• The Curve Data gathering and Safety Assessment study designed to identify hazardous curves for 

systemic improvement with HSIP funds kicked-off during calendar year 2018 and the majority of the 

data collection was completed in 2018. This effort is being led by DVRPC aided by SJTPO. Breakout 

projects resulting from this study are anticipated for advancement in the spring of 2020. This effort has 

been and will continue to be coordinated closely with county, regional, state, and Federal partners to 

ensure HSIP compliance. 

DVRPC continued to coordinate closely with its New Jersey TIP Subcommittee to foster information sharing 

and encourage project development, and staff has engaged DVRPC’s Board and Regional Technical 

Committee to advance MAP-21 safety performance measure compliance.
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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. 

Under the most recent federal legislation, the FAST Act, NJ is apportioned approximately $58 million annually 

for the HSIP Program. This apportionment is distributed 60% to local roadway and 40% to state roads based 

on fatalities and serious injuries data. The local portion is distributed to the 3 MPOs based on census data. 

Each MPO distributes HSIP funds into the different emphasis areas as described in the SHSP. The funds 

allocated to state roadways also get distributed into these different emphasis areas.

NJDOT develops an annual safety investment strategy for all HSIP funded activities and projects. The annual 

investment strategy demonstrates the linkage between the objectives of the SHSP and the projects we are 

implementing to ensure we are focusing on the most effective safety improvements.

HSIP implementation steps for hot spot locations:

• Planning: Verify the identified location with any of the existing Safety Management System (SMS) lists

• Problem Identification: Identify the safety concerns

• Problem Screening Process: Develop the data needed for consideration of the project by the Capital 

Programming Screening Committee (CPSC) and the Capital Program Committee (CPC).

• Concept Development:

1. Verify that the project’s purpose and need is consistent with the identified safety concern and NJ most 

current SHSP

2. Prepare an initial cost estimate for at least two Safety Design Alternatives

3. If the identified infrastructure improvements are greater than $250,000 in cost then a Predictive Safety 

Analysis using the (HSM) will be required

• Design and construction

• Evaluation

Where is HSIP staff located within the State DOT? 

 Planning
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How are HSIP funds allocated in a State? 

• Formula via MPOs

• SHSP Emphasis Area Data 

• Other-Network screening for high crash locations

The allocation of HSIP funds for local and state roads is based on network screening lists for high crash 

locations. In addition to the screening for the local roads (county and municipal owned roads), there is also a 

competitive application process through each MPO.

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

Local Roadways are eligible for HSIP improvements through a competitive application process with the 

respective MPOs. All Local Roadways in New Jersey are covered by one of three MPOs – NJTPA, SJTPO, or 

DVRPC. NJDOT oversees the production of network screening lists for each of the MPO regions, including 

both County and Municipal owned roadways, which help the MPOs prioritize their projects. As New Jersey is a 

focus state for both intersection and pedestrian crashes, screening lists include a focus on Intersection, 

Pedestrian Corridor, High Risk Rural Roads, and Pedestrian Intersection crashes utilizing a weighted severity 

scale. These lists were shared with local roadway owners and government officials to assist in the selection of 

regional priority locations to develop HSIP funded projects leading to better investment of HSIP funding at the 

local level. 

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

Bureaus, Divisions) are involved with HSIP planning. 

• Design

• Local Aid Programs Office/Division

• Operations

• Planning

• Other-Project Management

• Other-Environmental

Describe coordination with internal partners. 

NJDOT's Bureau of Safety, Bicycle & Pedestrian Programs, under the Assistant Commissioner of Planning, 

Multimodal and Grants Administration is responsible for crash data compilation, analysis and program 

development. The Division of Project Management under the Assistant Commissioner of Capital Program 

Management is responsible for final design and implementation of improvements. New Jersey's HSIP Manual 

identifies the process for coordination and delivery of HSIP projects for roadways under state jurisdiction. This 

manual was updated in 2016. Regular meetings are conducted between Planning, Multimodal & Grants 

Administration and staff from Division of Program Management under Division of Project Management to 

monitor and assist as the projects move through project development to advertisement. NJDOT supports the 

advancement of projects under local jurisdiction by participating in the Technical Assistance Team for local 

safety projects. The Technical Assistance Team consist of NJDOT's Safety, Environmental, and Local Aid 

staff. NJDOT's Division of Local Aid, under the Assistant Commissioner of Planning, Multimodal and Grants 

Administration is responsible for coordinating with the MPOs in the selection, authorization and oversight of 

projects implemented on the local road network.
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Identify which external partners are involved with HSIP planning. 

• FHWA

• Governors Highway Safety Office

• Local Government Agency 

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

Each state is mandated by the U.S. Department of Transportation to develop a Strategic Highway Safety Plan 

(SHSP) to guide the allocation of safety funding and resources to reduce highway fatalities and serious injuries 

on public roadways. A SHSP is required by the Federal Highway Administration (FHWA) Highway Safety 

Improvement Program (HSIP) as a condition to utilize federal HSIP funds. In the development of the SHSP, all 

of the external partners mentioned in the question, are involved. Only the selected external partners are 

involved in the HSIP planning process.

Describe coordination with external partners. 

NJDOT coordinate with all the MPOs, DHTS and FHWA on a regular basis. Daily phone calls, scheduled 

meetings or emails are the main way of communication. FHWA representative is always available to provide 

support and guidance. 

The same partners were involved in the setting of the performance safety targets.

Coordination with local government agencies is done through the MPOs. The three MPOs provide extensive 

support and assistance to their subregions in regards to their safety projects. Quarterly meetings are 

conducted between NJDOT and the MPOs to discuss any major concern and to keep track of the status of the 

projects and the funding. 

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

elaborate. 

The Assistant Commissioner of Planning, Multimodal and Grants Administration continues to conduct quarterly 

collaboration meetings with all three MPOs along with subject matter experts at the NJDOT. These meetings 

promote partnering with a focus on safety. NJDOT’s Division of Local Aid coordinates with the MPOs on 

regular basis to ensure advancement of Local Safety Projects.

Program Methodology

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

implementation and evaluation processes? 

Yes

FileName:

2016 HSIP Manual.pdf

Select the programs that are administered under the HSIP. 

• HRRR

• Intersection

• Local Safety

• Pedestrian Safety
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• Roadway Departure

• Segments

• Other-Utility Pole Mitigation

Crash Reduction Program (Roadway Departure)

Program: HRRR

Date of Program Methodology:9/16/2005

What is the justification for this program? 

• Other-The Special Rule for high risk rural road safety was applied to NJ

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

All crashes Functional classification 

Other-Rural 

What project identification methodology was used for this program? 

• Crash rate

• Equivalent property damage only (EPDO Crash frequency)

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

program? 

Yes

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

Yes

How are projects under this program advanced for implementation? 

• Competitive application process

• 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 
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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 

Available funding:20

Ranking based on net benefit:60

Other-Project to address established safety problem as shown through crash history, risk-based 

(systemic) :20

Total Relative Weight:100

$3.577 million were authorized in Calendar Year 2018 under the HRRR. Approximately $2.418 million for CY 

19 and $0.095 million for CY 20 are programmed to be authorized under HRRR.

It has been determined that the HRRR special rule does not apply to New Jersey for the 2019 and 2020 

reporting periods.

Program: Intersection

Date of Program Methodology:1/1/2015

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

• Other-New Jersey is designated as a FHWA Intersection Focus State

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

All crashes 

What project identification methodology was used for this program? 

• Crash frequency

• Equivalent property damage only (EPDO Crash frequency)

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-Using the ranking to identify priorities, NJDOT selects and implements projects.
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Select the processes used to prioritize projects for implementation. For the methods 

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

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

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

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

Rank of Priority Consideration 

Ranking based on net benefit:1

Cost Effectiveness:1

Program: Local Safety

Date of Program Methodology:9/16/2005

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

• Other-60% of NJ’s injury and fatality events occur on local roadways 

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

All crashes 

What project identification methodology was used for this program? 

• Crash frequency

• Equivalent property damage only (EPDO Crash frequency)

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

program? 

Yes

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

Yes

How are projects under this program advanced for implementation? 

• Competitive application process

• Other-Priority given to State's focus areas

• 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. 
2019 New Jersey Highway Safety Improvement Program

Page 16 of 50

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 

Available funding:20

Ranking based on net benefit:60

Other-Project to address established safety problem as shown through crash history, risk-based 

(systemic) analysis and/or local roadway knowledge:20

Total Relative Weight:100

Program: Pedestrian Safety

Date of Program Methodology:9/16/2011

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

• Other-Newark is a FHWA designated Pedestrian Focus City, and New Jersey is a FHWA 

designated Pedestrian Focus State

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

Other-Pedestrian Crashes Other-NJ is a pedestrian focus state 

What project identification methodology was used for this program? 

• Crash frequency

• Equivalent property damage only (EPDO Crash frequency)

• Other-Pedestrian generators

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-Using the ranking to identify priorities, NJDOT selects and implements projects.
2019 New Jersey Highway Safety Improvement Program

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

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

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

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

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

Rank of Priority Consideration 

Ranking based on net benefit:1

Other-FHWA Ped Focus State:1

Program: Roadway Departure

Date of Program Methodology:9/16/2008

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

All crashes Lane miles Roadside features 

Other-Horizontal Curvature 

What project identification methodology was used for this program? 

• Crash frequency

• Equivalent property damage only (EPDO Crash frequency)

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-Sites identified based on methodology developed for systemic treatment for roadway 

departure crashes

• Other-Using the ranking to identify priorities, NJDOT selects and implements projects 

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

selected, indicate the relative importance of each process in project prioritization. 
2019 New Jersey Highway Safety Improvement Program

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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:1

Program: Segments

Date of Program Methodology:2/1/2016

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

All crashes Volume 

Lane miles 

What project identification methodology was used for this program? 

• Crash frequency

• Equivalent property damage only (EPDO Crash frequency)

• Other-Exposure is taken into consideration

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-Using the ranking to identify priorities, NJDOT selects and implements 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 
2019 New Jersey Highway Safety Improvement Program

Page 19 of 50

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:1

Cost Effectiveness:1

Program: Other-Utility Pole Mitigation

Date of Program Methodology:10/1/2015

What is the justification for this program? 

• Other-To mitigate some of the Lane Departure crashes involving a utility pole

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

Other-Fixed Object crashes Roadside features 

What project identification methodology was used for this program? 

• Crash frequency

• Equivalent property damage only (EPDO Crash frequency)

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-by ranking

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-Field investigation:1
2019 New Jersey Highway Safety Improvement Program

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What percentage of HSIP funds address systemic improvements?

 18

 HSIP funds are used to address which of the following systemic improvements? 

• High friction surface treatment

• Other-Systemic Roundabout Pilot Program

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

Does the State HSIP consider connected vehicles and ITS technologies? 

No

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 a helpful tool used to prioritize the HSIP investments. The HSM is used to 

analyze different alternatives. Also, all of the HSIP projects should have a Benefit/cost ratio greater than 1 and 

the B/C calculations are based on the HSM.
2019 New Jersey Highway Safety Improvement Program

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Project Implementation

Funds Programmed

Reporting period for HSIP funding. 

Calendar Year

The NJDOT decided to select calendar year as the reporting period to be consistent with the reporting period 

of crashes and to be more precise in the reporting of the projects that get authorized during that period. Most of 

the HSIP authorizations in the NJDOT are processed during the months of August and September and the 

report is finalized during the month of August.

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

FUNDING CATEGORY PROGRAMMED OBLIGATED

% 

OBLIGATED/PROGRAMM

ED

HSIP (23 U.S.C. 148) $40,616,790 $33,749,251 83.09%

HRRR Special Rule (23 

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

$3,333,210 $3,577,000 107.31%

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))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $0 $0 0%

Totals $43,950,000 $37,326,251 84.93%

Being that the reporting period is Calendar Year 2018, the programmed funds are calculated as follows:

3/4 of the programmed funds for FFY 2018 plus 1/4 of the programmed funds for FFY 2019. Values are based 

on the STIP

$3.577 million has been authorized in Calendar Year 2018 under the HRRR. Approximately $2.418 million for 

CY 19 and $0.095 million for CY 20 are programmed to be authorized under HRRR.

It has been determined that the HRRR special rule does not apply to New Jersey for the 2019 and 2020 

reporting periods.

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

safety projects?

$22,000,000
2019 New Jersey Highway Safety Improvement Program

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

$28,597,000

Being that the reporting period is Calendar Year 2018, the programmed funds were calculated by taking 3⁄4 of 

the programmed funds in the STIP for the FFY 2018 plus 1⁄4 of the programmed funds for FFY 2019 as follows:

(3/4) of the programmed funds for FFY 18 + (1/4) of the programmed funds for FFY 19

(3/4) * 22,000,000 + (1/4) * 22,000,000 = 22,000,000

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

$7,787,750

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

$8,526,251

Being that the reporting period is Calendar Year 2018, the programmed funds were calculated by taking 3⁄4 of 

the programmed funds in the STIP for the FFY 2018 plus 1⁄4 of the programmed funds for FFY 2019 as follows:

(3/4) of the programmed funds for FFY 18 + (1/4) of the programmed funds for FFY 18

(3/4) * 8,217,000 + (1/4) * 6,500,000 = 7,787,750

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? 

$29,936,258

Transfer of Highway Safety Improvement 2017 apportionments from ZS30 to Surface Transportation Z240 

completed on 06/21/2018 for $1,842,880.50 

Transfer of Highway Safety Improvement 2018 apportionments from ZS30to Surface Transpiration Z240 

completed on 06/21/2018 for $28,093,378.00.

$1,842,880.50 + $28,093,378.00 = 29,936,258.50

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

the future. 

The programmed funds for NJ’s HSIP Local Safety Program increased substantially from approximately $5 

million in FY2011 to $22 million in FY2018, based on the priorities and guided investment strategies set by 

2015 updated Strategic Highway Safety Plan to reduce fatalities and serious injuries on New Jersey’s roads. 

The program is no longer limited to low cost improvements only. For projects requiring infrastructure 
2019 New Jersey Highway Safety Improvement Program

Page 23 of 50

improvements, the Capital Project Delivery Process has to be followed. This requires additional staff and 

expertise to carry out these projects from CD to construction. Additional resources and trainings are needed to 

deliver this extent of program on a yearly basis.
2019 New Jersey Highway Safety Improvement Program

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General Listing of Projects

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

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

2019 Staff 

Work 

Program - 

Safety

Noninfrastructure Non-infrastructure - other 1 Numbers $1801000 $1801000 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

N/A Planning

2018 MV 

Crash 

Records

Noninfrastructure Non-infrastructure - other 1 Numbers $2217000 $2217000 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

N/A Planning

EDT Crash 

Records - 

2018 - 

D00S188

Noninfrastructure Non-infrastructure - other 1 Numbers $3391000 $3391000 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

N/A Planning

2018 Staff 

Work 

Program - 

Safety 

(additional 

funds)

Noninfrastructure Non-infrastructure - other 1 Numbers $251 $251 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

N/A Planning

HSIP 

Program and 

Project 

Development 

Support - 

Statewide

Noninfrastructure Non-infrastructure - other 1 Numbers $772000 $772000 HSIP (23 

U.S.C. 148)

N/A N/A 0 State 

Highway 

Agency

N/A Planning

IIP, Contract 

2017-1 (NJ 

27 & NJ 439 ), 

(US 46 & New 

Rd), (US 1&9 

and Ave C) 

(ROW)

Intersection 

traffic control

Intersection signing - 

miscellaneous/other/unspecified

3 Intersections $548000 $548000 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Spot Intersections

Essex - 9 

County 

Intersections 

(Inspection )

Intersection 

traffic control

Intersection signing - 

miscellaneous/other/unspecified

9 Intersections $998000 $998000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 County 

Highway 

Agency

Spot Intersections

Five Points 

Roundabout 

(PE)

Intersection 

traffic control

Intersection signing - 

miscellaneous/other/unspecified

1 Intersections $168000 $168000 HSIP (23 

U.S.C. 148)

0 County 

Highway 

Agency

Systemic Intersections

Salem 

County 

Roundabout 

(Six Points) 

(PE)

Intersection 

traffic control

Intersection signing - 

miscellaneous/other/unspecified

1 Intersections $167000 $167000 HSIP (23 

U.S.C. 148)

0 County 

Highway 

Agency

Systemic Intersections
2019 New Jersey Highway Safety Improvement Program

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PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

JC-MLK Blvd 

Int Impr 

(CON)

Pedestrians and 

bicyclists

Pedestrian signal - modify 

existing

Intersections $651000 $651000 HSIP (23 

U.S.C. 148)

Urban Major Collector 0 25 City or 

Municipal 

Highway 

Agency

Spot Pedestrians PedestriansA2, A6

Monmouth -

Int impr at 

Broad St (CR 

11) & Bergen 

Place (CON)

Intersection 

traffic control

Modify traffic signal - 

modernization/replacement

Intersections $1067000 $1067000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 12,000 30 County 

Highway 

Agency

Spot Intersections Intersections 

SignalizedD1

Newark - 

MLK Blvd - 

Ped Safety 

Corridor Impr 

(NewarkRSA)(CON)

Pedestrians and 

bicyclists

Miscellaneous pedestrians and 

bicyclists

Intersections $2410000 $2410000 HSIP (23 

U.S.C. 148)

Urban Major Collector 0 25 City or 

Municipal 

Highway 

Agency

Spot Pedestrians Intersections 

SignalizedA6

Union -W. 

Seventh St 

(CR 601) Int 

Impr (CON)

Intersection 

traffic control

Modify traffic signal - 

modernization/replacement

Intersections $1262000 $1262000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 11,000 35 County 

Highway 

Agency

Spot Intersections Intersections 

SignalizedD1

Hudosn - JFK 

Blvd from 

Communipaw 

Ave to Sip 

Ave -Phase I 

(CON)

Intersection 

traffic control

Modify traffic signal - 

modernization/replacement

Intersections $4471000 $4471000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther24,000 25 County 

Highway 

Agency

Spot Intersections Intersections 

SignalizedD1

Ocean -

Traffic Safety 

Impr at Cedar 

Bridge 

Ave(CR 528) 

& Oberlin Ave 

(CON)

Intersection 

traffic control

Modify traffic signal - 

modernization/replacement

Intersections $1063000 $1063000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther12,000 50 County 

Highway 

Agency

Spot Intersections Intersections 

SignalizedD1

Essex – Park 

Avenue 

Intersection 

(CON)

Intersection 

traffic control

Modify traffic signal - 

modernization/replacement

Intersections $5513000 $5513000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther14,000 35 County 

Highway 

Agency

Spot Intersections Intersections 

SignalizedA6

Essex – 9 

Intersections 

(CON)

Intersection 

traffic control

Modify traffic signal - 

modernization/replacement

Intersections $3934000 $3934000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 35 County 

Highway 

Agency

Spot Intersections Intersections 

SignalizedD1

OceanHorizontal 

Curve HFST - 

HRRRPhase I 

(CON)

Roadway Pavement surface - high friction 

surface

Curves $1178000 $1178000 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Rural Multiple/Varies 0 County 

Highway 

Agency

Systemic Lane 

Departure

Lane 

DepartureA6
2019 New Jersey Highway Safety Improvement Program

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PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Cumberland - 

Systemic 

HFST 

Program - 

HRRR (CON)

Roadway Pavement surface - high friction 

surface

Curves $2399000 $2399000 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

0 County 

Highway 

Agency

Systemic Lane 

Departure

Cumberland - 

Systemic 

HFST 

Program - 

Non-HRRR 

(CON)

Roadway Pavement surface - high friction 

surface

Curves $2971000 $2971000 HSIP (23 

U.S.C. 148)

0 County 

Highway 

Agency

Systemic Lane 

Departure

Cumberland 

County Ped & 

Bike Action 

Plan 

Pedestrians and 

bicyclists

1 Numbers $345000 $345000 HSIP (23 

U.S.C. 148)

0 County 

Highway 

Agency

Pedestrians

$3.577 million has been authorized in Calendar Year 2018 under the HRRR. Approximately $2.418 million for CY 19 and $0.095 million for CY 20 are programmed to be authorized under HRRR.

It has been determined that the HRRR special rule does not apply to New Jersey for the 2019 and 2020 reporting periods.
2019 New Jersey Highway Safety Improvement Program

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Safety Performance

General Highway Safety Trends

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

years.

PERFOR

MANCE 

MEASUR

ES

2010 2011 2012 2013 2014 2015 2016 2017 2018

Fatalities 556 627 589 542 556 561 602 624 565

Serious 

Injuries

1,566 1,412 1,281 1,134 990 1,138 1,019 1,137 1,277

Fatality 

rate (per 

HMVMT)

0.761 0.858 0.794 0.727 0.743 0.744 0.783 0.805 0.729

Serious

injury rate 

(per 

HMVMT)

2.144 1.932 1.726 1.522 1.323 1.509 1.325 1.467 1.647

Number 

nonmotorized 

fatalities

152 159 170 143 179 188 181 200 192

Number 

of nonmotorized 

serious 

injuries

347 303 281 209 179 205 205 203 233
2019 New Jersey Highway Safety Improvement Program

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480

500

520

540

560

580

600

620

640

2010 2011 2012 2013 2014 2015 2016 2017 2018

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

200

400

600

800

1000

1200

1400

1600

1800

2010 2011 2012 2013 2014 2015 2016 2017 2018

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2019 New Jersey Highway Safety Improvement Program

Page 29 of 50

0.65

0.7

0.75

0.8

0.85

0.9

2010 2011 2012 2013 2014 2015 2016 2017 2018

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

0.5

1

1.5

2

2.5

2010 2011 2012 2013 2014 2015 2016 2017 2018

Serious injury rate (per HMVMT)

Serious injury rate (per HMVMT) 5 Year Rolling Avg.
2019 New Jersey Highway Safety Improvement Program

Page 30 of 50

For 2020 Target calculations: 

• Safety targets were developed based on statistical forecasting to project probable outcomes.

• 2008-2017 Number of Fatalities is based on available FARS data as of 4/5/2019.

• 2018 Number of Fatalities are based on available NJ State Police Fatal Accident Investigation Unit as 

of 4/5/2019.

• Serious Injuries were based on available NJDOT data as of 4/5/19. 2018 numbers were estimated 

based on calculations using available data.

• 2018, 2019 & 2020 VMTs were not available in March and were estimated based on calculations using 

available data. Note that 2012, 2016 and 2020 VMTs were adjusted for leap year. 

For General Highway Safety Trends: 

For fatalities and serious injuries: 

• 2010-2017 Fatal counts are FARS as of 6/17/2019.

• 2018 Fatal counts are from NJSP: https://www.njsp.org/info/fatalacc/2018-stats.shtml as of 6/17/2019

• 2010-2018 Incapacitated counts are from NJDOT database as of 6/17/2019.

• VMTs have been adjusted for leap years 2012 and 2016.

For non-motorized bodies: 

• 2010-2017 Fatal counts are FARS as of 6/17/2019.

• 2018 fatal from NJDOT database as of 6/17/2019.

• 2010-2018 Incapacitated counts are from NJDOT database as of 6/17/2019. 

0

100

200

300

400

500

600

2010 2011 2012 2013 2014 2015 2016 2017 2018

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.
2019 New Jersey Highway Safety Improvement Program

Page 31 of 50

Describe fatality data source. 

FARS

For Safety Performance Targets and for General Highway Safety Trends:

1. 2008-2017 Number of Fatalities is based on available FARS data as of 4/5/2019. 

2. 2018 Number of Fatalities are based on available NJ State Police Fatal Accident Investigation Unit as 

of 4/5/2019. 

For Functional Classification, Ownership, Older Drivers and Pedestrian Special Rule fatal counts are from 

FARS data as of 6/15/19. 

For Annual Emphasis Area Performance Measures, Fatal counts are from NJDOT database as of 6/15/19.

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

ownership. 

Year 2018

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)

2 2,015 2,016 2,017 2,018

Rural Principal 

Arterial (RPA) - 

Interstate

5.4 5.2 0.45 0.43

Rural Principal 

Arterial (RPA) - Other 

Freeways And 

Expressways

Rural Principal 

Arterial (RPA) - Other

12.2 17.8 1.54 2.31

Rural Minor Arterial 12.8 14 1.93 2.11

Rural Minor Collector

Rural Major Collector 18.6 22.8 2.26 2.77

Rural Local Road Or 

Street

13.2 6.4 1.63 0.76

Urban Principal 

Arterial (UPA) - 

Interstate

58.4 68 0.39 0.45

Urban Principal 

Arterial (UPA) - Other 

Freeways And 

Expressways

52 58.8 0.4 0.46

Urban Principal 

Arterial (UPA) - Other

178 281.6 1.09 1.73
2019 New Jersey Highway Safety Improvement Program

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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)

Urban Minor Arterial 114.4 237.4 1.03 2.13

Urban Minor Collector

Urban Major Collector

Urban Local Road Or 

Street

41.2 41.8 0.38 0.38

Not a HPMS 

Reportable Trafficway
2019 New Jersey Highway Safety Improvement Program

Page 33 of 50

Year 2018

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

247.2 347.6 0.81 1.15

County Highway 

Agency

180.8 349 1.23 2.38

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

City of Municipal 

Highway Agency

92.6 142.4 1.78 2.73

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency 0 1 0.54

Private (Other than 

Railroad)

Railroad

State Toll Authority 47.6 45.6 0.34 0.32

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

The two categories namely "Other Freeway and Expressway" and "Major and Minor Collector" under 

Functional Classification table may have skewed results because of the changes in Roadway Functional 

System since 2015. An accurate representation of the 5-year rolling averages in these categories will resume 

in 2020.

For Functional Classification:

- 2017 counts have been updated
2019 New Jersey Highway Safety Improvement Program

Page 34 of 50

- There are 2 fatalities not reported and 4 fatalities unknown in 2017

- 2018 Fatal and SI counts are from the ARD database. 2018 data for FARS is not available yet.

- VMT data provided by NJDOT on 7/11/2019.

For Ownership calculations:

- 2018 Fatal and incapacitated counts are from the ARD database. 2017 FARS data is not available yet.

- 2018 VMTs provided by NJDOT on 7/11/2019.

The data between Functional Class (FC) and Jurisdiction (JU) tables will always differ from General Trends 

results. In order to place records in FC and JU queries every crash records need to have a geographical 

location. However, some crashes do not have longitude/Latitude or SRI/MP parameters, therefore they cannot 

be located spatially.

Safety Performance Targets

Safety Performance Targets 

Calendar Year 2020 Targets *

Number of Fatalities:582.8

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

See attached filed called "Safety Target Answers".

Number of Serious Injuries:1167.9

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

See attached filed called "Safety Target Answers".

Fatality Rate:0.744

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

See attached filed called "Safety Target Answers".

Serious Injury Rate:1.489

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

See attached filed called "Safety Target Answers".

Total Number of Non-Motorized Fatalities and Serious Injuries:407.9

Describe the basis for established target, including how it supports SHSP goals.
2019 New Jersey Highway Safety Improvement Program

Page 35 of 50

See attached filed called "Safety Target Answers".

For 2020 Target calculations: 

• Safety targets were developed based on statistical forecasting to project probable outcomes.

• 2008-2017 Number of Fatalities is based on available FARS data as of 4/5/2019.

• 2018 Number of Fatalities are based on available NJ State Police Fatal Accident Investigation Unit as 

of 4/5/2019.

• Serious Injuries were based on available NJDOT data as of 4/5/19. 2018 numbers were estimated 

based on calculations using available data.

• 2018, 2019 & 2020 VMTs were not available in March and were estimated based on calculations using 

available data. Note that 2012, 2016 and 2020 VMTs were adjusted for leap year. 

For General Highway Safety Trends: 

For fatalities and serious injuries: 

• 2010-2017 Fatal counts are FARS as of 6/17/2019.

• 2018 Fatal counts are from NJSP: https://www.njsp.org/info/fatalacc/2018-stats.shtml as of 6/17/2019

• 2010-2018 Incapacitated counts are from NJDOT database as of 6/17/2019.

• VMTs have been adjusted for leap years 2012 and 2016. 

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

safety performance targets. 

The NJDOT took the lead to establish the five safety performance targets. Several meetings with the MPOs 

and DHTS took place during the process. The New Jersey Division FHWA Safety Engineer also attended 

these meetings and offered input in an advisory capacity. Throughout the process, the NJDOT coordinated 

with MPOs and DHTS to: a) share data for the measures, b) develop and discuss methods to set statewide 

targets, and c) discuss preliminary targets using the methodology that was agreed upon in earlier meetings. 

The NJDOT coordinated these targets with the MPOs and DHTS and obtained their concurrence.

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2018 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. 

The attached excel file called "Progress meeting 2018 SPT" describes the progress toward meeting the State's 

2018 Safety Performance Targets.

NJDOT’s target setting process included coordination with NJ’s three Metropolitan Planning Organizations 

(MPOs) and FHWA’s NJ Division Office, along with NJ’s Division of Highway Traffic Safety (DHTS) to ensure a 

consistent approach for target setting. The identified targets reflect coordination and collaboration with NJ’s 

Governor’s Highway Safety Representative. The selected targets for number of fatalities, fatality rates, and 

number of serious injuries are consistent with the targets which will be reported in NJ’s Highway Safety Plan by 

the Division of Highway Traffic Safety.
2019 New Jersey Highway Safety Improvement Program

Page 36 of 50

The targets were established after careful consideration of previous trends (statistical forecasting to predict 

probable outcomes), recently built projects and the current socioeconomic environment. The targets are based 

on five year rolling average values and are reported to satisfy federal requirements with the understanding that 

New Jersey’s safety vision is to achieve zero deaths on all public roads. This long-term safety vision requires 

time to change attitudes and behaviors and to construct infrastructure improvements to reduce the frequency 

and severity of crashes.

Number of Fatalities: 

Outcome: 581.6

Target: 586.0

The target was achieved and the outcome was in-line with target, less than 1% difference.

Fatality Rate:

Outcome: 0.759

Target: 0.778

The target was achieved and the outcome was in-line with target, approximately 2% difference.

Number of Serious Injuries:

Outcome: 1110.8

Target: 1105.0

Baseline: 1135.6

The target was not achieved but the outcome was better than baseline. The outcome was with 0.5% greater 

than the target and 2.2% less than the baseline.

The projected annual values to develop the target were 1135 (2016), 1132 (2017) and 1130 (2018).

The annual values to develop the outcome are 1019 (2016-actual), 1137 (2017-actual) and 1270 (2018-

calculated).

The difference is within 2018, whereas the annual value (1270) to develop the outcome is approximately 12% 

greater than our projected annual value (1130).

Serious Injury Rate:

Outcome: 1.449

Target: 1.467

The target was achieved and the outcome was in-line with target, approximately 1% difference.

Number of Non-Motorized Fatalities and Serious Injuries
2019 New Jersey Highway Safety Improvement Program

Page 37 of 50

Outcome: 392.7

Target: 386.5

Baseline: 390.3

The target was not achieved and the outcome was not better than baseline. The outcome was with 1.6% 

greater than the target and 0.6% greater than the baseline.

The projected annual values to develop the target were 394 (2016), 392 (2017) and 391 (2018).

The annual values to develop the outcome are 386 (2016-actual), 403 (2017-actual) and 424 (2018-

calculated).

The difference is within 2018, whereas the annual value (424) to develop the outcome is approximately 8% 

greater than our projected annual value (391).

Applicability of Special Rules

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

No 

It has been determined that the HRRR special rule does not apply to New Jersey for the 2019 and 2020 

reporting periods.

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 2012 2013 2014 2015 2016 2017 2018

Number of Older Driver 

and Pedestrian Fatalities

97 118 102 107 107 123 125

Number of Older Driver 

and Pedestrian Serious 

Injuries

144 104 106 139 104 133 143

Fatalities counts are from FARS.

Serious Injuries are from ARD.

The counts are for Drivers 65 and older plus Pedestrians 65 and older.
2019 New Jersey Highway Safety Improvement Program

Page 38 of 50

Evaluation

Program Effectiveness

How does the State measure effectiveness of the HSIP? 

• Benefit/Cost Ratio

• Change in fatalities and serious injuries

• Economic Effectiveness (cost per crash reduced)

• Lives saved

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

the State's program level evaluations. 

NJDOT currently evaluates the safety projects funded by HSIP based on before and after crash data and the 

Benefit Cost Ratio. We don’t do the overall formal Program Evaluation. The HSIP Safety Performance Targets 

charts, which includes fatalities, serious injuries and their rates, gives us an idea how New Jersey is performing 

in the area of traffic and pedestrian safety. 

In 2019, with assistance from the FHWA, NJDOT is to planning to begin an evaluation effort to improve their 

HSIP evaluation process. The evaluation effort will be conducted to provide direction and improve decisions 

and processes to NJDOT’s HSIP evaluation process of countermeasures, projects and programs.

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

success of the Highway Safety Improvement Program? 

• # RSAs completed

• HSIP Obligations

• Increased awareness of safety and data-driven process

• Increased focus on local road safety

• More systemic programs

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures. 

Year 2018

SHSP Emphasis 

Area

Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury 

Rate

(per HMVMT)

(5-yr avg)

Lane Departure Run-off-road 303.2 563.6 0.39 0.73

Intersections Intersections 145.4 353.6 0.19 0.46

Older Drivers All 70.8 97.8 0.09 0.13

Motorcyclists All 62.4 122.8 0.08 0.16

Reduce Young 

Driver Crashes

All 62 138.8 0.08 0.18
2019 New Jersey Highway Safety Improvement Program

Page 39 of 50

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)

Reduce Impaired 

Driving

All 79.2 199 0.1 0.26

Drowsy & 

Distracted

All 199.8 491.6 0.25 0.64

Aggressive 

Driving

All 166.8 339 0.21 0.44

Ped. & Bike vehicle-ped + 

vehicle-bike

188 205 0.25 0.27

Unbelted All 280 449.4 0.36 0.59

Unlicensed 

Drivers

All 78.6 156.8 0.1 0.2

Work zone All 9.6 16.4 0.01 0.02

Railcar-Vehicle All 1 0.2 0 0
2019 New Jersey Highway Safety Improvement Program

Page 40 of 50

0

50

100

150

200

250

300

350

Fatalities

Number of Fatalities 

5 Year Average

2010-2014 2011-2015 2012-2016 2013-2017 2014-2018

0

100

200

300

400

500

600

700

Serious Injuries

Number of Serious Injuries 

5 Year Average

2010-2014 2011-2015 2012-2016 2013-2017 2014-2018
2019 New Jersey Highway Safety Improvement Program

Page 41 of 50

Fatalities and Serious Injuries have been taken from NJDOT/ARD data.

HMVMTS values were provided by NJDOT on 7/11/2019.

The counts for Older Drivers have been update for all years to count fatalities and serious injuries for drivers 64 

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0.45

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

2010-2014 2011-2015 2012-2016 2013-2017 2014-2018

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2010-2014 2011-2015 2012-2016 2013-2017 2014-2018
2019 New Jersey Highway Safety Improvement Program

Page 42 of 50

and older. Previous submissions were counting drivers 65 and older.

Has the State completed any countermeasure effectiveness evaluations during the 

reporting period? 

No

In 2019, with assistance from the FHWA, NJDOT is to planning to begin an evaluation effort to improve their 

HSIP evaluation process. The evaluation effort will be conducted to provide direction and improve decisions 

and processes to NJDOT’s HSIP evaluation process of countermeasures, projects and programs.
2019 New Jersey Highway Safety Improvement Program

Page 43 of 50

Project Effectiveness

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

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY IMPROVEMENT TYPE PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

Essex County 

- Park Avenue 

(CR 658) and 

4th Street

Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

traffic control

Modify traffic signal - 

modernization/replacement

9.00 5.00 5.00 4.00 14.00 9.00 1.6

Monmouth 

County - 

Shrewsbury 

Avenue (CR 

13) and West 

Bergen Place

Urban Minor 

Arterial

Intersection 

traffic control

Modify traffic signal - 

modernization/replacement

10.00 11.00 2.00 4.00 12.00 15.00 0

Essex County 

- Park Avenue 

(CR 658) at 

High Street 

and Park 

Avenue at 

Glenwood 

Avenue

Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

traffic control

Modify traffic signal - 

modernization/replacement

12.00 12.00 6.00 8.00 18.00 20.00 0

Ocean County 

- Double 

Trouble Road 

(CR 619) and 

PinewalkKeswick 

Road/Dover 

Road (CR 

530)

Urban Minor 

Arterial

Roadway Rumble strips - center 9.00 7.00 2.00 1.00 7.00 9.00 18.00 17.00 1.69

Somerset 

County - 

Promenade 

Boulevard 

(CR 685)

Urban Local 

Road or Street

Roadway Roadway narrowing (road 

diet, roadway 

reconfiguration)

58.00 42.00 1.00 17.00 9.00 75.00 52.00 4.16

Somerset 

County - 

Chimney 

Rock Road 

(CR 525)

Urban Minor 

Collector

Roadway Rumble strips - center 59.00 39.00 1.00 25.00 3.00 85.00 42.00 13.29

Monmouth 

County - 

Squankum 

Yellowbrook 

Road (CR 

524A) and 

Urban Major 

Collector

Intersection 

traffic control

Modify traffic signal - add 

flashing yellow arrow

5.00 7.00 1.00 1.00 5.00 10.00 11.00 18.00 100.55
2019 New Jersey Highway Safety Improvement Program

Page 44 of 50

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY IMPROVEMENT TYPE PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

West Farm 

Road

Somerset 

County - Burnt 

Mills Road 

(CR 620), 

Lamington 

Road (CR 

523), 

Pottersville 

Road (CR 

512)

Rural Major 

Collector

Roadway Pavement surface - high 

friction surface

64.00 67.00 1.00 1.00 7.00 14.00 72.00 82.00 0

Sussex 

County - 

Tuttle's 

CornerDingman's 

Road (CR 

560) and 

NewtonMcDonalds 

Corner Road 

(CR 519)

Rural Major 

Collector

Roadway Pavement surface - high 

friction surface

86.00 88.00 1.00 1.00 38.00 17.00 125.00 106.00 1.49

Attached are the B/C calculation details. In this table, the B/C is shown as "0" for the projects with negative benefit. 

K = Fatal

A = Serious injury

B + C = All other injuries

O = PDO

Monmouth – Shrewsbury Avenue (CR 31) and West Bergen Place: In this single intersection traffic signal upgrade project, the 3 year post-construction analysis has shown a negative benefit. The analysis shows no improvement in total 

crashes, the types of crashes associated with traffic signals, pedestrian/bicycle involvement or severity. 

Essex County – Park Avenue at High Street and at Glenwood Avenue: The 3 year post-construction crash analysis has shown a negative benefit for this project involving two traffic signal upgrades. However, when the crash data is 

analyzed by intersection, it shows a significant reduction at High Street (11 total crashes pre-construction verses 2 post-construction). 

Somerset County – Burnt Mills Road (CR 620), Lamington Road (CR 523), Pottersville Road (CR 512): This projecting involving HFST and micro milling along nearly 10 miles of HRRR project has shown a 3 year post construction 

negative benefit. A fatality occurred post construction. The negative benefit is substantial due to the fatality coupled with a short 7 year service life.

In 2019, with assistance from the FHWA, NJDOT is to planning to begin an evaluation effort to improve their HSIP evaluation process. The evaluation effort will be conducted to provide direction and improve decisions and processes to 

NJDOT’s HSIP evaluation process of countermeasures, projects and programs.
2019 New Jersey Highway Safety Improvement Program

Page 45 of 50

Compliance Assessment

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

 08/18/2015

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

To be precise, the current SHSP covers 8/18/2015 to 8/17/2020.

See Attached 2015 SHSP.

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

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

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

ROADWAY 

SEGMENT

Segment Identifier 

(12)

100 100 100 100 20

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 80 80 60

Begin Point 

Segment 

Descriptor (10)

100 100 100 100 20

End Point Segment 

Descriptor (11)

100 100 100 100 20

Segment Length 

(13)

100 100

Direction of 

Inventory (18)

50 50

Functional Class 

(19)

100 100 100 100 10

Median Type (54) 100 100
2019 New Jersey Highway Safety Improvement Program

Page 46 of 50

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

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 40

Average Annual 

Daily Traffic (79)

100 80 90 3

AADT Year (80) 100 80

Type of 

Governmental 

Ownership (4)

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/Juncti

on Geometry (126)

100 100

Intersection/Juncti

on Traffic Control 

(131)

6 6

AADT for Each 

Intersecting Road 

(79)

100 80

AADT Year (80) 100 80

Unique Approach 

Identifier (139)

100 80

INTERCHANGE/R

AMP

Unique 

Interchange 

Identifier (178)

80 30

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197)

80 30
2019 New Jersey Highway Safety Improvement Program

Page 47 of 50

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

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

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201)

Ramp Length (187) 80 30

Roadway Type at 

Beginning of Ramp 

Terminal (195)

Roadway Type at 

End Ramp 

Terminal (199)

Interchange Type 

(182)

Ramp AADT (191) 80 30

Year of Ramp 

AADT (192)

80 30

Functional Class 

(19)

80 30

Type of 

Governmental 

Ownership (4)

Totals (Average Percent Complete): 97.22 93.89 88.25 80.75 43.64 16.36 85.56 67.00 0.00 14.00

*Based on Functional Classification

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.

On the actions the State will take moving forward to meet the requirement to have complete access to the MIRE FDE on all public by September 30, 2026:

1. The current MIRE FDE are stored in the SLD database.

2. The NJDOT Information Tech Unit is currently uploading the available MIRE FDE to Business Objects (TransINFO) NJDOT website so that the MIRE FDE would be available/accessible to all NJDOT or MPOs.

3. NJDOT is proposing to create the MIRE FDE database and export the data to ArcGIS Interactive Transportation Data Applications similar to the current NJDOT roadway Information and Traffic Monitoring (Annual Average Daily 

Traffic Flow) on the NJDOT website for public use.

4. The NJDOT’s BDTS currently collects many of the required MIRE FDE and developed a plan for the collection and/or update of the remaining required elements. Through BTDS’s Data Warehouse Maintenance (DWM) and TMS 

contracts the following MIRE FDE will be collected in the short-term (1-3 years): 

• 168. Unique Interchange Identifier 

• 172. Interchange Type 

• 4. Ramps Type of Government Ownership 

• 185. Roadway Type at Beginning Ramp Terminal 

• 187. Location identifier at Beginning Ramp Terminal

• 189. Roadway Type at End Ramp Terminal 

• 191. Location identifier at End Ramp Terminal 
2019 New Jersey Highway Safety Improvement Program

Page 48 of 50

• 177. Ramp Length 

• 81. Average Annual Daily Traffic – Local Paved Roads (Federal Aid Roads) 

• 181. Ramp AADT 

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

No

In 2017, NJ FHWA Division Unit conducted a review of the NJ Local Safety Program Process. 

Purpose:

The 2017 NJ FHWA Division Unit Performance Plan specified that the Division Office should assess NJDOT’s implementation of HSIP and develop recommendations for improvements to the HSIP. The Division Office chose to focus on 

the LSP for this review since the LSP represented the most dramatic expansion of HSIP expenditures. The objectives of this review were:

• Determine if NJ’s LSP advancement and delivery is aligned with the regulations in 23 CFR 490 and 23 CFR 924.

• Identify the effectiveness of NJ’s current LSP, in terms of project selection and scoping to maximize the safety benefits associated with these infrastructure investments.

The main question was whether the current local safety program identifies and captures the critical elements associated with effectively achieving the goals of the HSIP. 

The intent of this review was to acknowledge noteworthy practices and identify opportunities within the program to optimize the safety benefits of HSIP funded local safety projects. 

Outcome: 

NJ’s local safety program was found to be in general compliance with the requirements of 23 CFR Part 924. NJ’s LSP investment commitments support NJ’s ability to satisfy performance measure requirements in 23 CFR 490. There are 

opportunities in NJ’s current LSP to improve project selection and scoping. 

NJ is a national leader with respect to its use of the Highway Safety Manual (HSM) in the prioritization of HSIP projects on Local and State roads. NJ’s commitment with respect to the percent of HSIP annual apportionment for 

infrastructure expenditures on Local Roads is also noteworthy.

In 2019, with assistance from the FHWA, NJDOT is to planning to begin an evaluation effort to improve their HSIP evaluation process. The evaluation effort will be conducted to provide direction and improve decisions and processes to 

NJDOT’s HSIP evaluation process of countermeasures, projects and programs.

When does the State plan to complete its next HSIP program assessment.

2019
2019 New Jersey Highway Safety Improvement Program

Page 49 of 50

Optional Attachments

Program Structure:

2016 HSIP Manual.pdf

Project Implementation:

Safety Performance:

2020 Safety Performance Targets.pdf

HSIP PM Targets 2018 Preliminary Results.xlsx

HSIP PM Targets 2020 - Charts.pdf

HSIP PM Targets 2020 - Final.xlsx

SAFETY - STATEWIDE TARGETS.docx

Safety Target Answers.docx

Evaluation:

CPI ECI tables.xls

Essex-Park and 4th.xlsx

Essex-Park at High Glenwood.xlsx

Monmouth-Shrewsbury Avenue.xlsx

Monmouth-Squankum CR 524A.xlsx

Ocean-CLRS CR 619 CR 530.xlsx

Somerset-BurntMillsLamington.xlsx

Somerset-Chimney Rock CR 525.xlsx

Somerset-Promenade Blvd CR693.xlsx

Sussex-Tutles Corner.xlsx

Compliance Assessment:

2015 SHSP.pdf

Final LSP Process Review.pdf
2019 New Jersey Highway Safety Improvement Program

Page 50 of 50

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.