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PUERTO RICO 

2022 ANNUAL REPORT 

Disclaimer: This report is the property of the State Department of Transportation (State DOT). The State DOT 

completes the report by entering applicable information into the Federal Highway Administration’s (FHWA) Highway 

Safety Improvement Program (HSIP) online reporting tool. Once the State DOT completes the report pertaining to its 

State, it coordinates with its respective FHWA Division Office to ensure the report meets all legislative and regulatory 

requirements. FHWA’s Headquarters Office of Safety then downloads the State’s finalized report and posts it to the 

website (https://highways.dot.gov/safety/hsip/reporting) as required by law (23 U.S.C. 148(h)(3)(A)). 

Photo Source: 

PRHTA Web Page 
2022 Puerto Rico Highway Safety Improvement Program

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Table of Contents

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

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

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

Introduction ........................................................................................................................................... 5

Program Structure ................................................................................................................................. 5

Program Administration ..................................................................................................................... 5

Program Methodology ....................................................................................................................... 8

Project Implementation .......................................................................................................................12

Funds Programmed .........................................................................................................................12

General Listing of Projects ..............................................................................................................15

Safety Performance ............................................................................................................................19

General Highway Safety Trends ......................................................................................................19

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

Applicability of Special Rules ...........................................................................................................30

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

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

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

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

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

Optional Attachments ..........................................................................................................................40

Glossary ..............................................................................................................................................41
2022 Puerto Rico Highway Safety Improvement Program

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Disclaimer

Protection of Data from Discovery Admission into Evidence

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

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

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

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

schedules, lists, or other data.”

23 U.S.C. 407 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

Background

The Highway Safety Improvement Program (HSIP) is responsible for managing the 25% of federal funds 

allocated for Puerto Rico under the various federal codes in the Fiscal Management Information System 

(FMIS) program code for highway safety improvement projects. This program does not have any subprogram. 

The HSIP is guided by the Puerto Rico Strategic Highway Safety Plan (SHSP), being responsible of 

coordinating the highway safety initiatives, performance measures, and targets with internal and external 

safety stakeholders. It is through the SHSP that the main highway safety problems, and opportunities to 

achieve the purpose of the HSIP, have been identified and analyzed, as well as other transportation plans. The 

HSIP is a data-driven safety process where crash data analysis helps to identify locations to maximize the 

highway safety funds.

Puerto Rico HSIP Funding

Puerto Rico HSIP Funding in terms of new safety projects obligated in FY 2021, the PRHTA invested a total of 

$31,513,680.56 of federal funds on a total of seven (7) projects. Six (6) out of the seven (7) projects are at the 

following highways: PR-1 (San Juan-Caguas), two (2) projects on PR-3 (Carolina & Canóvanas), one (1) 

project on PR-6 (Bayamón), and two (2) projects on PR-137 (Vega Baja & Morovis). These projects represent 

96.9% of the total federal investment of the Puerto Rico HSIP for the FY 2021. The remaining 3.1% of the 

federal investment was used for the Consulting Services of the Strategic Highway Safety Plan with a cost of 

$965,865.56.

All these projects were mainly focused on roadside improvements following the most current standards and 

proven safety countermeasures, such as metal safety barriers, signs and traffic control, rumble strips, traffic 

signals, among others. Also, a pedestrian bridge project was selected for funding. The method used to select 

the projects was spot location.

There are no funds allocated for local or tribal roads. Allocating federal funds to improve highway safety 

through the State highway system had been essential to stop the increase in the number of fatal and injury 

crashes in Puerto Rico. In addition, the PRHTA, together with the Puerto Rico Traffic Safety Commission 

(PRTSC) established the safety performance targets for 2023. These targets were based on the 2021 fatalities 

and serious injuries, and the National Transportation Performance Targets (NTPT) for Highway Safety.
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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 Puerto Rico Highways and Transportation Authority (PRHTA) manages a Highway Safety Improvement 

Program (HSIP) focused on the development of highway safety improvement projects along the entire roadway 

network. As part of this program, PRHTA is implementing a Strategic Highway Safety Plan (SHSP) since 2014 

and, currently, the Puerto Rico SHSP 2019-2023. PRHTA uses local and federal funds to implement the SHSP 

and perform highway safety improvement projects. 

Under the title 23 U.S.C. Section 165, Territorial and Puerto Rico Highway Program, Puerto Rico is authorized 

to receive $158,000,000 annually for fiscal years 2016 through 2021. And now, with the introduction of the new 

Bipartisan Infrastructure Law (BIL), Puerto Rico will receive: 

- $173,000,000 for FY 2022 (9.5% increase) 

- $177,000,000 for FY 2023 (12.0% increase) 

- $180,000,000 for FY 2024 (13.9% increase) 

- $184,000,000 for FY 2025 (16.5% increase) 

- $187,000,000 for FY 2026 (18.4% increase) 

The responsible agency for receiving these funds is the PRHTA. Puerto Rico's HSIP is overseen by PRHTA's 

Traffic and Operations Divisions. From these funds, the HSIP is responsible for managing the 25% allocated 

under the Territorial and Puerto Rico Highway Program eligible for highway safety improvement projects. Also, 

the PRHTA applies for Section 154 Penalty (Open Container Requirements) and to the Section 164 Penalty 

(Minimum Penalties for Repeated Offenders) funds to HSIP eligible activities. 

To strategically invest the HSIP funds, PRHTA use a project selection process with the following steps: 

· Crash data collection in the Puerto Rico Department of Transportation and Public Works (PRDTPW). 

· Application of the High Crash Location (HCL) methodology. This data-driven methodology helps PRHTA to 

identify the high crash locations by corridors, segments, and intersections. 
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· Evaluation of the high crash locations to determine the highway safety improvement projects to be included in 

the Statewide Transportation Improvement Program (STIP). (Those projects are divided using a systematic or 

hot-spot approach, and PRHTA is working to further implement the systemic safety approach in the next years. 

This evaluation considers the use of funds through to the five (5) PRHTA Regions. 

· Selection of consultants for the development of PS&E in compliance with the latest engineering standards in 

Puerto Rico. 

· Inclusion of the highway safety improvement projects in the STIP for the evaluation and approval of the 

Metropolitan Planning Organization (MPO). 

· Bidding and construction processes. 

Where is HSIP staff located within the State DOT? 

 Other-PRHTA's Traffic Engineering and Operations Area

How are HSIP funds allocated in a State? 

• Other-Allocated Programs 

PRHTA use a project selection process with the following steps: 

• Crash data collection in the Puerto Rico Department of Transportation and Public Works (PRDTPW).

• Application of the High Crash Location (HCL) methodology. This data-driven methodology helps PRHTA to 

identify the high crash locations by corridors, segments, and intersections. 

• Evaluation of the high crash locations to determine the highway safety improvement projects to be included in 

the Statewide Transportation Improvement Program (STIP). (Those projects are divided using a systematic or 

hot-spot approach, and PRHTA is working to use a systemic safety approach. This evaluation considers the 

use of funds through to the five (5) PRHTA Regions.) 

• Selection of consultants for the development of PS&E in compliance with the latest engineering standards in 

Puerto Rico. 

• Inclusion of the highway safety improvement projects in the STIP for the evaluation and approval of the 

highway safety improvement projects in the STIP for the evaluation and approval of the Metropolitan Planning 

Organization (MPO). 

• Bidding and Construction Processes. 

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

For local roads: In Puerto Rico, local roads are addressed by municipalities. As part of the Strategic Highway 

Safety Plan (SHSP), all crashes are evaluated, and high crash locations are identified along the entire roadway 

network. If local streets resulted as prone to a high number of crashes, the PRHTA is engaged to provide 

technical support, perform Road Safety Audits (RSA), and develop highway safety improvement projects. In 

addition, the municipalities are invited to participate in the Emphasis Areas teams’ meetings. This is very 

important because the meeting participants can receive the most recent crash and fatalities data analysis, 

discuss the main SHSP’s strategies and action plan for the specific period of the year or according to 
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increasing safety issues. Municipalities with the most roadway length of high crash locations are informed and 

PRHTA provide them with a municipal deep crash analysis to help them plan their local police mobilizations, 

educational programs, community outreach, emergency medical services, and engineering improvements. If 

there is a safety problem in the local roads, the PRHTA provide technical resources to find countermeasures 

and encourage a reduction in the severe crashes. 

For tribal roads: Puerto Rico does not have tribal roads, thus is not applicable. 

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 

• Traffic Engineering/Safety 

• Other-Driver Licensing Office (DISCO) 

Describe coordination with internal partners. 

The PRHTA Area Directors continuously held coordination meetings for the selection and integration of their 

programs using a data driven oriented process. The State Transportation Improvement Program (STIP) is that 

data-driven program were all the program managers of PRHTA converge their necessities and ideas. Some of 

the internal partners are Planning and Programming Area, Design Area, and Traffic Engineering and 

Operations Area, among others. 

Identify which external partners are involved with HSIP planning.

• Academia/University 

• FHWA 

• Governors Highway Safety Office 

• Law Enforcement Agency 

• Local Government Agency 

• Local Technical Assistance Program 

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

• Other-Non-profit organizations 

Describe coordination with external partners. 

As part of the Puerto Rico SHSP, the external partners are continuously informed about the SHSP progress, 

and they actively participate in Emphasis Areas Quarterly Meetings (i.e., Pedestrians, Traffic Record Systems, 

Emergency Medical Services, Lane Departure, Negligent Driving, Personal Safety Gear, and Under the 

Influence of Alcohol and Other Substances), Road Safety Audits (RSA), Safety Assessments, among other 

events. Through the Emphasis Areas Teams Meetings these partners collaborate in the progress of the Puerto 

Rico SHSP. In addition, some of them participate in the road safety evaluations supporting the decision-making 

processes of the highway safety improvement projects. The development and implementation of the Puerto 

Rico SHSP is funded through the HSIP. 

As of 2021, the PRHTA-HSIP Team coordinates with the Puerto Rico Traffic Safety Commission (PRTSC) the 

crash data used to establish the performance measures and the data-driven highway safety improvement 

projects. The PRTSC is responsible of managing the Puerto Rico fatalities database through the Planning Area 
2022 Puerto Rico Highway Safety Improvement Program

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and for the software created to access and analyze the Puerto Rico crash data, called “Observatorio de 

Seguridad Vial”, that is developed and managed by the Medical Science Center of the University of Puerto 

Rico (San Juan, Puerto Rico). 

The HSIP promotes the alliance among safety stakeholders by encouraging them, throughout the SHSP, to 

bring together efforts and providing technical references for their studies and activities (i.e., statistical crash 

analysis and profile of pedestrian crashes). 

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

elaborate. 

The Puerto Rico HSIP continues to focus on update the current methodology for selecting the highway safety 

improvement projects by using the latest HPMS items, MIRE FDE, and fatalities, crashes, and serious injuries 

data. All these data sets have been updated for the last three years (2019, 2020, and 2021) and the PRHTA 

will develop new strategies for using them. Also, the Puerto Rico HSIP team will enhance this methodology by 

combining the hot-spot, systematic, and systemic approach to ensure the best selection of projects and 

investments federal funds, as part of the HSIP Implementation Plan and adjustments to the HSIP 

Administration. In addition, the PRHTA has been implementing Before and After Studies as a mechanism to 

evaluate the effectiveness of the selected projects. Finally, Puerto Rico is fully engaged in the Every Day 

Counts (EDC) initiatives and is actively participating in the Traffic Records Coordinating Committee (TRCC) 

helping in the implementation of the digital crash form PPR-621.4. 

Program Methodology 

Select the programs that are administered under the HSIP.

• HSIP (no subprograms) 

Program: HSIP (no subprograms)

Date of Program Methodology:7/1/2017

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Lane miles • Functional classification

What project identification methodology was used for this program? 

• Crash frequency
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• Other-High Crash Location Report

• Relative severity index

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?

• selection committee

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

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

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

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

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

Rank of Priority Consideration

Available funding:2

Other-High Crash Location Report:1

PRHTA prepared the High Crash Locations Report (HCLR) to define corridors, hot-spots, and intersections 

with higher Crash Cost Factor (CCF) and Frequency Index (FI). The HCLR considers the high crash locations 

in two categories: Emphasis Areas and Special Cases (Motorcyclist, Elderly Population of 50+, and 

Transportation Management Areas (TMA)). 

The HCLR has become an essential tool for decision makers, to gather valuable information and enhance the 

management of their resources. 

The high crash locations by Emphasis Areas help us to understand the trends of the crash locations within 

each of the SHSP Emphasis Areas. 

The Special Cases evaluation has the main goal of determining, by data-driven analysis, the real crash trends 

associated to several scenarios. 

The Purpose of identifying high crash locations within the Transportation Management Areas (TMA’s) is to 

provide these regions with the specific lists of corridors, spots, and intersections affecting their crash trends. 

This will assist them in defining and executing crash reduction strategies. 

What percentage of HSIP funds address systemic improvements? 

 74.9
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 HSIP funds are used to address which of the following systemic 

improvements? 

• Clear Zone Improvements 

• Horizontal curve signs 

• Install/Improve Pavement Marking and/or Delineation 

• Install/Improve Signing 

• Rumble Strips 

• Upgrade Guard Rails 

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? 

Yes 

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

The Puerto Rico HSIP considers connected vehicles and Intelligent Transportation Systems (ITS) as 

innovative technologies that will promote a reduction of crashes with its capabilities and performance. If a 

safety project recommends ITS technology as part of the proposed countermeasures, PRHTA will propose the 

use of HSIP funds for the development and implementation of the technology that will promote a reduction of 

crashes with its capabilities and performance (i.e., traffic signal, dynamic message sign, TMC). The 

implementation of connected vehicles is not as advanced as ITS technologies in Puerto Rico, but as these 

technologies are included in the Puerto Rico’s Regional ITS Architecture the Puerto Rico HSIP will support 

their implementation. Many of these advanced technology applications can be found on the CMF 

Clearinghouse, or through other research papers, which provides additional tools for analysis. PRHTA’s focus 

is to actively manage the transportation system to maximize safety, security, mobility, and return on investment 

for the benefit of customers. 

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 PRHTA used the HSM as a reference to develop current procedures to determine the high crash 

locations, perform the Before and After studies, and develop the Puerto Rico Crash Modification Factors 

database. The PRHTA methodology for determining the high crash locations (HCL Report) includes a Crash 

Cost Factor (CCF) and a Frequency Index (FI), corresponding to the Crash Rate and Severity Index presented 

in the HSM. 

The PRHTA has not been able to use the HSM to the fullest extent because the KABCO injury classification 

was not implemented, and the traffic data was very limited. However, since 2019, the new crash form, PPR621.4, provides the necessary fields for the police officer to fill out the form at the scene of a crash. PPR-621.4 

allows the police officer to analyze and identify the severity of the crash and classify it in one (1) of the five (5) 
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classifications according to KABCO. This effort has been led by the PRTSC and the Puerto Rico Police 

Department, where they have been able to obtain technical personnel for the analysis of the new digital crash 

form and its compliance with the MMUCC.

This entire process has been implemented in a phased manner and it has taken time for the new processes to 

mature and for the staff to get used to completing the new crash form. This being the case, the PRHTA-HSIP 

team is in constant communication with the TRCC to evaluate the accuracy and effectiveness of the 

classifications of crashes made by police officers. It is contemplated that during the SHSP 2019-2023 cycle, 

the PRHTA could use the crash severity data provided in PPR-621.4.

The crash costs used for determining the CCF and for the justification of highway safety improvement projects 

are those included in the HSM. Currently, the process for performing the Before and After studies was based 

on the process contained in the HSM, except for those elements that were limited by the local available data.

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

elaborate.

During 2021, the HSIP used the results of the 2021 High Crash Location Report to select those road segments 

that had been identified with 3 or more emphasis areas. In addition, the new format of the report provided 

results for the five (5) PRHTA regions, thus, every region has a list of possible projects that maximize the 

safety investments.

https://ds.maps.arcgis.com/apps/dashboards/c7497f0d253a4c3e829394c8166975bd
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Project Implementation

Funds Programmed

Reporting period for HSIP funding.

Federal Fiscal Year

The HSIP Funding Report Period is from October 1st 2020 to September 30th 2021. 

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $26,125,000 $29,105,343 111.41%

HRRR Special Rule (23 

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

$0 $0 0%

Penalty Funds (23 U.S.C. 

154)

$1,900,000 $1,900,997 100.05%

Penalty Funds (23 U.S.C. 

164)

$1,900,000 $2,509,464 132.08%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $2,515,346 0%

State and Local Funds $0 $0 0%

Totals $29,925,000 $36,031,150 120.4%

The Programmed Funds were obtained from the "Puerto Rico's FY 2019-2022 STIP Fund Reconciliation 

Table". The PRHTA identifies funds with the following codes: HSIP (ZP-30); Section 154 Penalty Funds (ZP40), and Section 164 Penalty Funds (ZP-50).

The Obligated Funds obtained from the Fiscal Management Information System (FMIS) Net Obligation Data for 

FY21; consultation with PRHTA Federal Liaison Office and FHWA Division, any other.

Financial data is based on FMIS fund codes associated with the Puerto Rico Highway Program Allocation for 

FY21.

HSIP (23 U.S.C. 148) funding codes used: ZP-30; ZP-3E; MP-30; and MP-3E.

HRRR Special Rule (23 U.S.C. 148(g)(1)): Not applicable to Puerto Rico.

Penalty Funds (23 U.S.C. 154) funding codes used in analysis: ZP-40; ZP-4E; MP-40 and MP-4E.

Penalty Funds (23 U.S.C. 164) funding codes used in analysis: ZP-50; ZP-5E; MP-50 and MP-5E.
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Other Federal Aid Funds - Highway Infrastructure Program (HIP) allocation for HSIP eligible activities: ZP-15; 

ZP-17; ZP-23 and ZP-26.

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

safety projects?

$0

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

$0

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

$3,665,866

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

$1,571,664

Funds were allocated and obligated for the Consulting Services of the Strategic Highway Safety Plan and the 

Highway Safety Patrol Operation. Additionally, $362,906.26 were obligated to continue the project of the 

Highway Service Patrol Operation and Incident Data Collection and Reporting for Highways PR-18, PR-26, 

PR-52, and PR-30 and $242,892.00 for the highways PR-1, PR-2, and PR-20.

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

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

$0

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

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

$0

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

the future.

There were no major impediments to obligate the HSIP funds in this period.

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

which the State would like to elaborate. 

PRHTA is developing a highway safety culture by including highway safety improvement in all projects 

independently of the project scope and the corresponding allocated program. This methodology includes 

selecting several design consultants, developing PS&E in expedite manner, evaluating the division of projects 

in phases (as possible) to reduce construction time and risk, and promoting an aggressive bid program. Also, 

at the end of 2018, Puerto Rico selected the "Every Day Counts" Safe Transportation for Every Pedestrian 

(STEP) initiative to identify countermeasures in order to reduce the pedestrian fatalities due to traffic crashes. 

This action will encourage the PRHTA to evaluate projects aimed at pedestrian facilities as part of the HSIP 

investment.

Also, the highway safety patrol program, known as SEGURO, for its Spanish acronym, provides to the Traffic 

Management Center reliable data in terms of traffic incidents and roadway conditions. Through this program it 
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is collected incident timeline data, including incident response time, roadway clearance time, incident 

clearance time, among other data such as incident type, number of lanes blocked, incident location and 

responders on scene. All this data is analyzed to monitor the performance of the roadway safety and to 

promptly identify if there is a safety concern along the roadway system. The SEGURO program started in 2017 

covering 45 miles on four freeways/expressways in the San Juan Metropolitan Area. Since then, the program 

has expanded and increased their coverage area to 75 miles. This service is part of the PRHTA’s Traffic 

Incident Management Program, which is regulated by FHWA.
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General Listing of Projects

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

PROJECT NAME IMPROVEMEN

T CATEGORY

SUBCATEGOR

Y

OUTPUT

S

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD FOR 

SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

0001050 Highway 

Safety Improvement 

Program PR-1 From 

Km. 25.94 to Km. 

32.00, San Juan -

Caguas

Roadway Roadway - other 3.7 Miles $17793 $1558284

5

Penalty 

Funds (23 

U.S.C. 154)

Urban Principal ArterialOther46,40

0

40 State 

Highway 

Agency

Spot Lane 

Departure

Strategy 7.1 -

Implement 

engineering 

countermeasure

s to improve lane 

delineation and 

pavement 

condition.

0001050 Highway 

Safety Improvement 

Program PR-1 From 

Km. 25.94 to Km. 

32.00, San Juan -

Caguas

Roadway Roadway - other 3.7 Miles $626260 $1558284

5

Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther46,40

0

40 State 

Highway 

Agency

Spot Lane 

Departure

Strategy 7.1 -

Implement 

engineering 

countermeasure

s to improve lane 

delineation and 

pavement 

condition.

0001050 Highway 

Safety Improvement 

Program PR-1 From 

Km. 25.94 to Km. 

32.00, San Juan -

Caguas

Roadway Roadway - other 3.7 Miles $1449189 $1558284

5

Other 

Federal-aid 

Funds (i.e. 

STBG, 

NHPP)

Urban Principal ArterialOther46,40

0

40 State 

Highway 

Agency

Spot Lane 

Departure

Strategy 7.1 -

Implement 

engineering 

countermeasure

s to improve lane 

delineation and 

pavement 

condition.

0001050 Highway 

Safety Improvement 

Program PR-1 From 

Km. 25.94 to Km. 

32.00, San Juan -

Caguas

Roadway Roadway - other 3.7 Miles $3595232 $1558284

5

HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther46,40

0

40 State 

Highway 

Agency

Spot Lane 

Departure

Strategy 7.1 -

Implement 

engineering 

countermeasure

s to improve lane 

delineation and 

pavement 

condition.

0003055Pedestrian 

Bridge and 

Geometrical 

Improvements At PR3 From Sta 1+00 to 

Sta 9+54.26, 

Municipality of 

Carolina

Pedestrians and 

bicyclists

Pedestrian 

bridge

1 Locations $67269 $9307658 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther Freeways & 

Expressways

45,20

0

35 State 

Highway 

Agency

Spot Pedestrians Strategy 1.1 -

Improve the 

highway 

infrastructure to 

accommodate 

people who are 

walking (e.g. add 

sidewalks, install 

lighting, etc.).

0003055Pedestrian 

Bridge and 

Geometrical 

Pedestrians and 

bicyclists

Pedestrian 

bridge

1 Locations $76673 $9307658 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther Freeways & 

Expressways

45,20

0

35 State 

Highway 

Agency

Spot Pedestrians Strategy 1.1 -

Improve the 

highway 
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PROJECT NAME IMPROVEMEN

T CATEGORY

SUBCATEGOR

Y

OUTPUT

S

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD FOR 

SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Improvements At PR3 From Sta 1+00 to 

Sta 9+54.26, 

Municipality of 

Carolina

infrastructure to 

accommodate 

people who are 

walking (e.g. add 

sidewalks, install 

lighting, etc.).

0003055Pedestrian 

Bridge and 

Geometrical 

Improvements At PR3 From Sta 1+00 to 

Sta 9+54.26, 

Municipality of 

Carolina

Pedestrians and 

bicyclists

Pedestrian 

bridge

1 Locations $3091661 $9307658 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther Freeways & 

Expressways

45,20

0

35 State 

Highway 

Agency

Spot Pedestrians Strategy 1.1 - 

Improve the 

highway 

infrastructure to 

accommodate 

people who are 

walking (e.g. add 

sidewalks, install 

lighting, etc.).

0003055Pedestrian 

Bridge and 

Geometrical 

Improvements At PR3 From Sta 1+00 to 

Sta 9+54.26, 

Municipality of 

Carolina

Pedestrians and 

bicyclists

Pedestrian 

bridge

1 Locations $3130621 $9307658 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther Freeways & 

Expressways

45,20

0

35 State 

Highway 

Agency

Spot Pedestrians Strategy 1.1 - 

Improve the 

highway 

infrastructure to 

accommodate 

people who are 

walking (e.g. add 

sidewalks, install 

lighting, etc.).

0003056Highway 

Safety Improvements 

PR-3 From Km. 14.40 

to Km. 18.80, 

Municipalities of 

Carolina – Canovanas

Roadway Roadway - other 2.8 Miles $1883204 $1029846

2

Penalty 

Funds (23 

U.S.C. 154)

Multiple/Varie

s

Principal ArterialOther Freeways & 

Expressways

43,40

0

50 State 

Highway 

Agency

Spot Lane 

Departure

Strategy 7.1 - 

Implement 

engineering 

countermeasure

s to improve lane 

delineation and 

pavement 

condition.

0003056Highway 

Safety Improvements 

PR-3 From Km. 14.40 

to Km. 18.80, 

Municipalities of 

Carolina – Canovanas

Roadway Roadway - other 2.8 Miles $6298429 $1029846

2

HSIP (23 

U.S.C. 148)

Multiple/Varie

s

Principal ArterialOther Freeways & 

Expressways

43,40

0

50 State 

Highway 

Agency

Spot Lane 

Departure

Strategy 7.1 - 

Implement 

engineering 

countermeasure

s to improve lane 

delineation and 

pavement 

condition.

0006003Highway 

Safety Improvements 

PR-6 From Km. 0.00 

to Km. 2.00, 

Municipality of 

Bayamón

Roadway Roadway - other 1.3 Miles $882245 $4502422 Other 

Federal-aid 

Funds (i.e. 

STBG, 

NHPP)

Urban Principal ArterialOther Freeways & 

Expressways

12,60

0

50 State 

Highway 

Agency

Spot Lane 

Departure

Strategy 7.1 - 

Implement 

engineering 

countermeasure

s to improve lane 

delineation and 

pavement 

condition.
2022 Puerto Rico Highway Safety Improvement Program

Page 17 of 41

PROJECT NAME IMPROVEMEN

T CATEGORY

SUBCATEGOR

Y

OUTPUT

S

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD FOR 

SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

0006003Highway 

Safety Improvements 

PR-6 From Km. 0.00 

to Km. 2.00, 

Municipality of 

Bayamón

Roadway Roadway - other 1.3 Miles $2170177 $4502422 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther Freeways & 

Expressways

12,60

0

50 State 

Highway 

Agency

Spot Lane 

Departure

Strategy 7.1 - 

Implement 

engineering 

countermeasure

s to improve lane 

delineation and 

pavement 

condition.

0137006New Traffic 

signal and Safety 

Improvements to PR137 Km. 11.95 & PR634 Intersection, 

Municipality of 

Morovis

Intersection 

traffic control

Modify control –

new traffic signal

1 Intersection

s

$726388 $744299 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther Freeways & 

Expressways

18,10

0

30 State 

Highway 

Agency

Spot Lane 

Departure

Strategy 7.1 - 

Implement 

engineering 

countermeasure

s to improve lane 

delineation and 

pavement 

condition.

0137007Highway 

Safety Improvements 

PR-137 From Km. 

0.00 to Km. 9.00, 

Municipality of Vega 

Baja - Morovis

Roadway Roadway - other 5.6 Miles $105398 $1049942

4

Other 

Federal-aid 

Funds (i.e. 

STBG, 

NHPP)

Rural Principal ArterialOther Freeways & 

Expressways

18,10

0

30 State 

Highway 

Agency

Spot Lane 

Departure

Strategy 7.1 - 

Implement 

engineering 

countermeasure

s to improve lane 

delineation and 

pavement 

condition.

0137007Highway 

Safety Improvements 

PR-137 From Km. 

0.00 to Km. 9.00, 

Municipality of Vega 

Baja - Morovis

Roadway Roadway - other 5.6 Miles $1490193 $1049942

4

Penalty 

Funds (23 

U.S.C. 154)

Rural Principal ArterialOther Freeways & 

Expressways

18,10

0

30 State 

Highway 

Agency

Spot Lane 

Departure

Strategy 7.1 - 

Implement 

engineering 

countermeasure

s to improve lane 

delineation and 

pavement 

condition.

0137007Highway 

Safety Improvements 

PR-137 From Km. 

0.00 to Km. 9.00, 

Municipality of Vega 

Baja - Morovis

Roadway Roadway - other 5.6 Miles $1883204 $1049942

4

Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther Freeways & 

Expressways

18,10

0

30 State 

Highway 

Agency

Spot Lane 

Departure

Strategy 7.1 - 

Implement 

engineering 

countermeasure

s to improve lane 

delineation and 

pavement 

condition.

0137007Highway 

Safety Improvements 

PR-137 From Km. 

0.00 to Km. 9.00, 

Municipality of Vega 

Baja - Morovis

Roadway Roadway - other 5.6 Miles $3053879 $1049942

4

HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther Freeways & 

Expressways

18,10

0

30 State 

Highway 

Agency

Spot Lane 

Departure

Strategy 7.1 - 

Implement 

engineering 

countermeasure

s to improve lane 

delineation and 

pavement 

condition.
2022 Puerto Rico Highway Safety Improvement Program

Page 18 of 41

PROJECT NAME IMPROVEMEN

T CATEGORY

SUBCATEGOR

Y

OUTPUT

S

OUTPUT 

TYPE

HSIP 

PROJEC

T 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD FOR 

SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

9999375Development

, Implementation and 

Evaluation of the 

Puerto Rico Strategic 

Highway Safety Plan 

(SHSP)

Miscellaneous SHSP 

Development

6 Months $500000 $965866 HSIP (23 

U.S.C. 148)

N/A N/A 0 0 State 

Highway 

Agency

SHSP 

Implementatio

n

SHSP 

Implementatio

n

SHSP 

Implementation

9999375Development

, Implementation and 

Evaluation of the 

Puerto Rico Strategic 

Highway Safety Plan 

(SHSP)

Miscellaneous SHSP 

Development

6 Months $465866 $965866 HSIP (23 

U.S.C. 148)

N/A N/A 0 0 State 

Highway 

Agency

SHSP 

Implementatio

n

SHSP 

Implementatio

n

SHSP 

Implementation
2022 Puerto Rico Highway Safety Improvement Program

Page 19 of 41

Safety Performance

General Highway Safety Trends

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

years.

PERFORMANCE 

MEASURES 2013 2014 2015 2016 2017 2018 2019 2020 2021

Fatalities 344 304 310 279 290 308 289 242 337

Serious Injuries 583 593 605 564 485 545 505 634

Fatality rate (per 

HMVMT)

2.261 2.087 1.913 1.832 1.932 2.051 1.965 1.763 2.174

Serious injury rate (per 

HMVMT)

4.003 3.657 3.974 3.757 3.231 3.708 3.681 4.090

Number non-motorized 

fatalities

98 107 112 98 108 125 109 72 104

Number of nonmotorized serious 

injuries

106 108 110 103 88 89 123 89
2022 Puerto Rico Highway Safety Improvement Program

Page 20 of 41

Annual Fatalities

 

Annual Serious Injuries

 
2022 Puerto Rico Highway Safety Improvement Program

Page 21 of 41

Fatality rate (per HMVMT)

 

Serious injury rate (per HMVMT)

 
2022 Puerto Rico Highway Safety Improvement Program

Page 22 of 41

Describe fatality data source. 

FARS

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

ownership. 

Year 2020

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

Rural Principal 

Arterial (RPA) - 

Interstate

0 0 0 0

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

Rural Minor Arterial

Rural Minor Collector

Rural Major Collector

Non Motorized Fatalities and Serious Injuries

 
2022 Puerto Rico Highway Safety Improvement Program

Page 23 of 41

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

Rural Local Road or 

Street

Urban Principal 

Arterial (UPA) - 

Interstate

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

Urban Principal 

Arterial (UPA) - Other

Urban Minor Arterial

Urban Minor Collector

Urban Major Collector

Urban Local Road or 

Street
2022 Puerto Rico Highway Safety Improvement Program

Page 24 of 41

Year 2021

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

281.6 4,212.8 1.89 28.35

County Highway 

Agency

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

Provide additional discussion related to general highway safety trends.

General highway safety trends in Puerto Rico have shown a decrease in traffic fatalities during the past 30 

years. This decrease has been achieved thanks to constant and consistent road safety education among all 

safety stakeholders. However, in the past years Puerto Rico has faced many challenges in keeping up the 

momentum of the actions.

During 2021, Puerto Rico experienced an unprecedented increase in traffic fatalities, due to several reasons 

such as a reduction of enforcement personnel, the flexibilization of the COVID-19 curfews, and an increase of 

activities in public events. Also, during a short period of time, all the work force that were working remotely, 

thus spending less money in daily trips, suddenly enter to the economy and return to their daily trips. The 

combination of all these elements contributed to an increase in Puerto Rico’s highway safety trends.
2022 Puerto Rico Highway Safety Improvement Program

Page 25 of 41

Safety Performance Targets

Safety Performance Targets

Calendar Year 2023 Targets *

Number of Fatalities:284.8

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

The database used to forecast the number of fatalities was the Puerto Rico FARS Database. The years 

considered during the analysis were from 2008 to 2021. To analyze which possible outcomes and behaviors of 

the safety performance targets, specifically the number of fatalities for 2023, several trendline options were 

evaluated (i.e., exponential, linear, logarithmic, polynomial, and power).

To forecast the reported value, it was performed a regression analysis using the total traffic fatalities per year 

versus the total traffic fatalities per month per year. The objective was to find which coefficients (i.e., months) 

had more correlation to the total traffic fatalities based on historic data (i.e., 2008-2021) and taking into 

consideration the regression-to-the-mean behavior since the COVID-19 pandemic. This regression analysis 

was performed with Minitab and Microsoft Excel software. 

This analysis has the following parameters:

· Total number of traffic fatalities: y = 25.97 – (0.71*January fatalities) + (0.76*February fatalities) + 

(2.31*March fatalities) + (1.57*April fatalities) + (2.95*June fatalities) + 

(2.81*July fatalities) + (0.91*October fatalities) + (0.70*November fatalities)

· The P-Value for each coefficient in the regression formula was less of 5%, inside the parameter of 

confidence.

· The P-Values for each parameter were: January = 0.012; February = 0.004; March = 0.000; April = 

0.000; June = 0.000; July = 0.000; October = 0.001; and November = 0.005

· The regression analysis was performed using a stepwise selection of terms; α to enter = 0.15 

and & alpha; to remove = 0.15.

· It was used a 95% of confidence.

· R-Square = 99.79%

After having selected the linear regression detailed in the last paragraph, the forecast of the annual number of 

fatalities for 2022 is 289 and for 2023 is 286. Thus, the mathematical 5-year moving average safety 

performance target is 288.6 for 2023. Since this value represents an increase in the safety target, the SHSP 

and PRTSC decided to maintain the same value reported in the 2021 Annual Report, that is 284.8.

Number of Serious Injuries:554.6

Describe the basis for established target, including how it supports SHSP goals.
2022 Puerto Rico Highway Safety Improvement Program

Page 26 of 41

In this 2022 Annual Report, the SHSP made the decision to change the source of the performance measure of 

people injured transported by ambulance (ACAA Database) with the serious injuries as classified on the 

KABCO scale, this in order to meet the requirements of the HSIP. Therefore, from now on the number of 

serious injuries will be reported using the letter A of the KABCO severity scale.

Since 2019, Puerto Rico has available the severity of all crashes according to the KABCO severity scale. 

Therefore, all KABCO crash data from 2019 to 2021 was analyzed and found that serious visible injury crashes 

account for about 0.401525% of the total crashes per year. The following table shows a summary of the data 

that was analyzed. 

Year Total 

Crashes

People transported 

by ambulance

(ACAA Data)

Traffic crashes categorized 

according to the KABCO 

scale

Serious visible 

injuries

(Letter A according 

to KABCO scale)

Serious visible injuries

(Letter A according to 

KABCO scale 

adjusted)

2014 145,202 4,040 0.0% Not available 583

2015 147,629 4,199 0.0% Not available 593

2016 150,743 4,267 0.0% Not available 605

2017 140,467 3,024 0.0% Not available 564

2018 120,852 4,173 3.2% Not available 485

2019 135,835 5,377 93.8% 391 545

2020 125,824 4,106 97.6% 529 505

2021 157,898 3,399 99.0% 634 634

The databases used to forecast the serious injuries were from the Road Safety Observatory considering the 

years 2014 through 2021. This database is provided by the Puerto Rico Traffic Safety Commission. After 

having selected a linear trendline of y = -4.0388x + 582.54, the 2023 annual number of serious injuries is 

forecasted to 542. Thus, the 2023 5-year moving average for the number of serious injuries safety 

performance target is 554.6.

Fatality Rate:1.968

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

The databases used to forecast the fatality rate were from the Puerto Rico FARS Database and the values of 

the Vehicle Miles Traveled (VMT) were reported by the PRHTA. The years considered during the analysis 

were from 2013 to 2021 for both the Puerto Rico FARS Database and VMT. The fatality rate forecast was 

based on the forecasted number of HMVMT for 2022 and 2023, using several trendline options (i.e., 

exponential, linear, logarithmic, polynomial, and power). And, after having selected a linear trendline for the 

VMT values of y = -208,903.79 x + 42,195,399.24, with a R2 = 9.0%, the 2023 annual VMT was set to 145.63.

In summary, the vehicles miles traveled (VMT) in Puerto Rico has been decreasing since 2016 until 2020, at a 

rate of less than 1% per year. But, in 2021 the preliminary VMT increased considerably; 12.9% compared to 

2020 and 1.8% compared to 2016. In the following table it is shown the behavior of the vehicle miles driven 

and the final VMT values.

Year Vehicle Miles Driven (Daily Values) VMT Fatalities Fatality Rate

2013 41,675,718.80 152.12 344 2.261

2014 39,902,536.00 145.64 304 2.087
2022 Puerto Rico Highway Safety Improvement Program

Page 27 of 41

2015 44,405,483.75 162.08 310 1.913 

2016 41,730,947.90 152.32 279 1.832 

2017 41,124,596.70 150.10 290 1.932 

2018 41,151,002.30 150.20 308 2.051 

2019 40,301,433.00 147.10 289 1.965 

2020 37,600,514.10 137.24 242** 1.763**

2021 42,465,690.20* 155.00 337** 2.174**

*Preliminary value provided by PRHTA. 

**Identified outliers 

In the last year's annual report (2021) it was submitted a 5-yr MA fatality rate of 1.949. This value included the 

unprecedented drop in fatalities due to the impact of the COVID-19 pandemic in Puerto Rico in 2020. For this 

year's annual report (2022), the results of the forecast were used that included data up to 2021, which includes 

an unprecedented rise of 85 fatalities from one year to another: 242 fatalities in 2020 and 327 fatalities in 2021. 

Also, the forecast included a preliminary value of the vehicle miles driven (daily value) for 2021, that was 

identified to be an outlier. Thus, using the 2023 VMT forecast of 145.63, the 2022 and 2023 annual fatality rate 

was forecasted to 1.972 and 1.965, respectively. This represents a decrease of 9.6% from 2021 to 2023. 

Therefore, the 5-yr MA fatality rate forecast for 2023 was set to be 1.968. This value is trying to set a 

benchmark that is neither too high nor too low, but an achievable result. 

Serious Injury Rate:3.787

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

The databases used to forecast the serious injury rate were from the Road Safety Observatory provided by the 

PRTSC and the values of the Vehicle Miles Traveled (VMT) were reported by the PRHTA. The years 

considered during the analysis were from 2013 to 2021 for both serious injuries crashes and VMT. The serious 

injury rate forecast was based on the forecasted number of HMVMT for 2022 and 2023, using several trendline 

options (i.e., exponential, linear, logarithmic, polynomial, and power). After having selected a linear trendline of 

y = -208,903.79 x + 42,195,399.24 with a R2 = 9.0% for the VMT, the 2022 and 2023 annual serious injury rate 

was forecasted to 3.731 and 3.723, respectively. Thus, the 2023 5-year moving average safety performance 

target for the serious injury rate is 3.787. 

In summary, the vehicles miles traveled (VMT) in Puerto Rico has been decreasing since 2016 until 2020, at a 

rate of less than 1% per year. But, in 2021 the preliminary VMT increased considerably; 12.9% compared to 

2020 and 1.8% compared to 2016. In the following table it is shown the behavior of the daily vehicle miles 

driven and the final VMT values related to the serious injuries and serious injury rate. 

Year Vehicle Miles Driven (Daily Values) VMT Serious Injuries Serious Injury Rate

2013 41,675,718.80 152.12 Not Available Not Available 

2014 39,902,536.00 145.64 583 4.003 

2015 44,405,483.75 162.08 593 3.657 

2016 41,730,947.90 152.32 605 3.974 

2017 41,124,596.70 150.10 564 3.757 

2018 41,151,002.30 150.20 485 3.231 

2019 40,301,433.00 147.10 545 3.708 

2020 37,600,514.10 137.24 505 3.681 
2022 Puerto Rico Highway Safety Improvement Program

Page 28 of 41

2021 42,465,690.20* 155.00 634 4.090 

*Preliminary value provided by PRHTA. 

Total Number of Non-Motorized Fatalities and Serious Injuries:191.4

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

The databases used to forecast the non-motorized fatalities and serious injuries were from the Puerto Rico 

FARS Database and the Road Safety Observatory, respectively. The years considered during the analysis 

were from 2008 to 2021, for fatalities; and from 2014 to 2021, for serious injuries. 

As explained in the section on serious injuries, in this 2022 Annual Report, injured people transported by 

ambulance are replaced by serious injuries as classified on the KABCO scale. Thus, the non-motorized serious 

injuries from 2019 to 2021 were analyzed and found that these crashes account for about 0.06077% (for 

pedestrians) and 0.01244% (for cyclists) of the total crashes per year. 

For the number of non-motorized fatalities, a linear trendline was selected for both pedestrians (y = -2.211x + 

116.73; R2 = 0.3542) and cyclists (y = -0.3626x + 14.077; R2 = 0.269). For the number of non-motorized 

serious injuries also a linear trendline was selected for both pedestrians (y = -1.3577x + 90.783; R2 = 0.076) 

and cyclists (y = -0.1308x + 18.051; R2 = 0.0534). After having forecasted the non-motorized fatalities and 

serious injuries, the 2022 and 2023 annual values are 188 and 184, respectively. Thus, the 2023 5-yr moving 

average for the non-motorized fatalities and serious injuries is 191.4. 

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

safety performance targets. 

The PRHTA Safety Division, along with the new consultant’s team, coordinate with the PRTSC Federal 

Program Manager to analyze and defined the safety performance targets for the 2023. This coordination took 

place in June 2022. These coordination efforts basically consisted of several meetings where the PRTSC 

discussed its goals and targets of theirs Highway Safety Plan (HSP) with the PRHTA team and discussed 

every single performance measure to be reported to the NHTSA. Then, the PRHTA team perform a thorough 

statistical analysis with the crash data reported from the PRDTPW and the fatalities from the Puerto Rico 

FARS (provided by the PRTSC). The results of the statistical analysis were discussed between all the teams 

and decide the values to submit in the HSP and the HSIP. PRHTA coordinated in early 2022 with the Puerto 

Rico MPO the approval of the 2022 safety performance targets. 

Does the State want to report additional optional targets? 

No

Not Applicable. 

Describe progress toward meeting the State’s 2022 Safety Performance Targets (based 

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

reasons for differences in the actual outcomes and targets. 

PERFORMANCE MEASURES TARGETS ACTUALS

Number of Fatalities 288.2 293.2
2022 Puerto Rico Highway Safety Improvement Program

Page 29 of 41

Number of Serious Injuries 4688.6 546.6

Fatality Rate 1.915 1.977

Serious Injury Rate 28.368 3.693

Non-Motorized Fatalities and 

Serious Injuries

518.2 202.0

Because in 2021 the PR HSIP managed to include the definition of serious injuries according to the KABCO 

severity scale, the current results of the performance measures for 2021, are not completely comparable. 

Performance measures that may be comparable are the number of fatalities and the fatality rate. And the ones 

that may not be comparable are the serious injuries, the serious injury rate, and the total number of nonmotorized user fatalities and serious injuries. 

To achieve a fair comparison and in accordance with this change, the PR HSIP compared the current results 

with the 2015-2019 baseline. This analysis indicates that, preliminarily, there was improvement in three (3) of 

the five (5) performance measures. The results were the following: 

· Fatalities: 

o Current = 293.2 

o Baseline = 295.2 

o Result = Improved 

· Number of Serious Injuries: 

o Current = 546.6 

o Baseline = 558.5 

o Result: Improved 

· Fatality Rate: 

o Current = 1.977 

o Baseline = 1,938

o Result = Did not improve 

· Serious Injury Rate: 

o Current = 3,693 

o Baseline = 3.665 

o Result = Did not improve 
2022 Puerto Rico Highway Safety Improvement Program

Page 30 of 41

· Non-motorized Fatalities + Serious Injuries: 

o Current = 202.0 

o Baseline = 210.2 

o Result = Improved 

· The number of fatalities did not meet the 2021 target, but was better than the baseline 2015-2019, 

representing a decrease of 0.7%. The annual number of fatalities for the 2021 was 337, representing a 39.3% 

increase from 2020, this being the highest increase in our history from one year to another. In addition, 

comparing the 5-year moving average, there was a change from 281.6 in 2020 to 293.2 in 2021, representing 

an increase of 4.1%. This outcome in 2021 can be explained as the regression-to-the-mean behavior but 

adding other several reasons, as explained in question 33. The behavior of the drivers from mid-2020 until the 

end of 2021 could be explained by the de-escalation effect for the lockdown restrictions. This outcome was not 

expected nor contemplated in any internal analysis. However, the 2020 results are directly related to the 

repercussions due to the COVID-19 pandemic. One of the main reasons for this drastic reduction in fatalities is 

that the government of Puerto Rico promoted through executive orders the total lockdown of public and private 

establishments during the months of April and May. Then, the executive orders were made more flexible during 

the rest of 2020, creating a de-escalation effect for the lockdown restrictions. The overall effect of the lockdown 

was that far fewer people were driving on the country's highways; therefore, the chances of crashes were 

drastically reduced. 

· For this report Puerto Rico changed its definition of serious injuries to comply with the requirements of the 

HSIP, changing the database from ACAA to the KABCO severity scale found in the digital crash report PR621.4. The actual number of serious injuries was better than the baseline, representing a reduction of 2.1%. 

· The fatality rate did not meet the 2021 target nor the baseline 2015-2019, representing an increase of 3.2% 

for the 2021 targets and 2.0% for the baseline 2015-19.

· The serious injuries rate met the 2021 target but was not better than the baseline 2015-19, where the 

increase represents a 0.7%. 

· The non-motorized fatalities and serious injuries met the 2021 target and was better than the baseline 2015-

19. This performance measures involved the same characteristics of the change in the definition of serious 

injuries, resulting in a decrease when comparing targets versus actuals values. The actual number nonmotorized fatalities and serious injuries represented a reduction of 3.8%. 

Applicability of Special Rules 

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

No

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

years of age and older for the past seven years. 

PERFORMANCE 

MEASURES 2015 2016 2017 2018 2019 2020 2021

Number of Older Driver 

and Pedestrian Fatalities

51 51 63 50 50 43 47
2022 Puerto Rico Highway Safety Improvement Program

Page 31 of 41

PERFORMANCE 

MEASURES 2015 2016 2017 2018 2019 2020 2021

Number of Older Driver 

and Pedestrian Serious 

Injuries

108 111 103 89 73 118 115
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Evaluation

Program Effectiveness 

How does the State measure effectiveness of the HSIP? 

• Other-Comparison in the number of fatalities and serious injuries 

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

the State's program level evaluations. 

The overall results are promising, even considering the unprecedented increase from 2020 to 2021. In general 

terms, the effectiveness of the HSIP is being measured through the implementation of the strategies of the 

SHSP Emphasis Areas, the Before and After studies and the completion of the High Crash Location Report. In 

addition, one of the most important advances that began this year has been to achieve a greater participation 

in which projects will be chosen and to provide a technical reason for these projects that will benefit from HSIP 

funds. The statewide program is increasingly focusing on using fatality and serious injury effectiveness 

measures to maximize the impact of these funds. 

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

success of the Highway Safety Improvement Program? 

• # miles improved by HSIP 

• # RSAs completed 

• HSIP Obligations 

• Increased awareness of safety and data-driven process 

Effectiveness of Groupings or Similar Types of Improvements 

Present and describe trends in SHSP emphasis area performance measures. 

Year 2021

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 99 0.64

Pedestrians 92 0.59
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Number of Fatalities 

5 Year Average

Number of Serious Injuries 

5 Year Average
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Fatality Rate (per HMVMT) 

5 Year Average

Serious Injury Rate (per HMVMT) 

5 Year Average
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Project Effectiveness

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

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

 07/22/2019

What are the years being covered by the current SHSP? 

From: 2019 To: 2023

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

 2024

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

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

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

ROADWAY SEGMENT Segment Identifier 

(12) [12]

100 2 100 2

Route Number (8) 

[8]

100

Route/Street Name 

(9) [9]

100

Federal Aid/Route 

Type (21) [21]

100

Rural/Urban 

Designation (20) [20]

100 2 100 2

Surface Type (23) 

[24]

100 2 100 2

Begin Point 

Segment Descriptor 

(10) [10]

100 2 100 2

End Point Segment 

Descriptor (11) [11]

100 2 100 2

Segment Length 

(13) [13]

100

Direction of 

Inventory (18) [18]

100

Functional Class 

(19) [19]

100 2 100 2
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ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Median Type (54) 

[55]

100

Access Control (22) 

[23]

100

One/Two Way 

Operations (91) [93]

100

Number of Through 

Lanes (31) [32]

100 2 100 2

Average Annual 

Daily Traffic (79) [81]

100 2 100 2

AADT Year (80) [82] 100

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

50

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

50

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

50

Intersection/Junction 

Geometry (126) 

[116]

50

Intersection/Junction 

Traffic Control (131) 

[131]

50

AADT for Each 

Intersecting Road 

(79) [81]

100

AADT Year (80) [82] 100

Unique Approach 

Identifier (139) [129]

50

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

50

Location Identifier 

for Roadway at 

50
2022 Puerto Rico Highway Safety Improvement Program

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ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Beginning of Ramp 

Terminal (197) [187]

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

50

Ramp Length (187) 

[177]

100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

50

Roadway Type at 

End Ramp Terminal 

(199) [189]

50

Interchange Type 

(182) [172]

50

Ramp AADT (191) 

[181]

25

Year of Ramp AADT 

(192) [182]

25

Functional Class 

(19) [19]

50

Type of 

Governmental 

Ownership (4) [4]

100

Totals (Average Percent Complete): 100.00 6.44 62.50 0.00 54.55 0.00 100.00 12.89 0.00 0.00

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

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

Over the past years, PRHTA has been able to substantially increase its traffic data collection capacity by hiring consultants with expertise in traffic data collection. The hiring of these consultants was the first of multiple efforts that PRHTA 

is making to meet the September 2026 deadline. Currently, with the work of these consultants, some MIRE FDE data has been collected on state highways (i.e., non-local roads) as part of data collection support for HPMS compliance. 

This means that more than 35% for the MIRE FDE had been already collected through the HPMS. 

Another of PRHTA's effort has been the development of the Roads Information Management System (RIMS) to comply with the data of the HPMS and with those of MIRE FDE. The RIMS project has been working with the integration of 

GIS data of the Puerto Rico highway system. One of the end results of this project will be to have most of the MIRE FDEs available for intersections and ramps. This effort is expected to be completed and available by 2023.

Currently the PRHTA is identifying funds to collect the MIRE FDEs that it has not been able to obtain through the efforts of the traffic data consultants and the RIMS project. The PRHTA established a Data Governance team (known as 

the Integrated Technical Committee (ITC)). Recently, the ITC completed a Discovery Phase assessment. This assessment has information on the different programs that are implemented in PRHTA and their correlation with each other, 

including MIRE. In 2022, the PRHTA’s ITC supported by the SHSP team created a MIRE Steering Committee to update the action plan, coordinate and discuss the progress towards achieving the 2026 deadline. On August 2022, this 

Steering Committee coordinated a meeting with FHWA P.R. Division to discuss the status of the MIRE FDE and some action plans that the PRHTA is evaluating. In this meeting, the PRHTA discuss presented alternatives to collect the 

AADT. Additionally, PRHTA assigned a Unique Identifier to all ramps and is working with the intersections. 
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The actions defined in the MIRE FDE Puerto Rico Action Plan are presented below. Some of them which have been partially fulfilled, while others are still being worked on. 

• Perform roadway data gaps assessment.

• Collect vehicle traffic flow data (AADT), and other MIRE FDE, on state (non-local) and local highways, including ramps and intersections. (Consultants) 

• Classify road segments, ramps, and intersections according to their AADT.

• Develop a roadway data warehouse or database within the PRHTA, including HPMS and MIRE, among others (i.e., MIRE datasets, data sharing protocols, GIS layers for different highway programs, etc.).

• Integration of the MIRE FDE data sets with other databases (i.e., crash database).
2022 Puerto Rico Highway Safety Improvement Program

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Optional Attachments

Program Structure:

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2022 Puerto Rico Highway Safety Improvement Program

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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.