Delaware 

Highway Safety Improvement Program

2014 Annual Report

 

Prepared by: DE

 
ii 

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.”
iii 

Table of Contents

Disclaimer...................................................................................................................................................... ii

Executive Summary....................................................................................................................................... 1

Introduction .................................................................................................................................................. 2

Program Structure ........................................................................................................................................ 2

Program Administration ........................................................................................................................... 2

Program Methodology.............................................................................................................................. 5

Progress in Implementing Projects............................................................................................................. 14

Funds Programmed............................................................................................................................. 14

General Listing of Projects.................................................................................................................. 17

Progress in Achieving Safety Performance Targets .................................................................................... 18

Overview of General Safety Trends........................................................................................................ 18

Application of Special Rules.................................................................................................................... 33

Assessment of the Effectiveness of the Improvements (Program Evaluation) ..........................................37

SHSP Emphasis Areas.............................................................................................................................. 38

Groups of similar project types............................................................................................................... 43

Systemic Treatments............................................................................................................................... 48

Glossary....................................................................................................................................................... 56
2014 Delaware Highway Safety Improvement Program

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Executive Summary

The Delaware Department of Transportation (DelDOT) has prepared this Annual Report for 

state fiscal year 2014 (July 1, 2013 – June 30, 2014) to demonstrate the success of their safety 

program. Crash statistics reported in this Annual Report are for calendar year 2013 (January 1, 

2013 – December 31, 2013). During the 2014 reporting period, DelDOT continued its successful 

core HSIP programs – Hazard Elimination Program (HEP), Highway Rail-Grade Crossing 

Program (HRGX), and Strategic Highway Safety Plan (SHSP) and began pursuing the 

development and implementation of systemic-based programs. 

On an annual basis, HEP sites are selected using the Critical Rate methodology to identify high 

crash locations for all HSIP components. The Critical Ratio method (also known as the Rate 

Quality Control Method) uses a statistical test to determine whether the crash rate at a particular 

location is significantly higher than a predetermined average crash rate for locations of similar 

characteristics. A total of 15 corridors were studied under HEP and 12 highway-grade crossings 

were studied under HRGX. Both programs continued to identify both low-cost remedial 

improvements and long-term safety improvement needs. Pedestrian safety audits were initiated 

to evaluate pedestrian safety along two corridors with identified pedestrian crash trends. The 

success of these programs is demonstrated by the number of fatalities and serious injuries 

(based on 5-year rolling averages) gradually decreasing from 2009 to 2013. In addition, DelDOT 

continued working towards the development of a new crash analysis reporting system, and 

continued to identify future program-level needs and changes related to the MAP-21 legislation. 
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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 MAP-21 Reporting Guidance dated February 13, 2013 and consists 

of four sections: program structure, progress in implementing HSIP projects, 

progress in achieving safety performance targets, and assessment of the 

effectiveness of the improvements. 

Program Structure

Program Administration

How are Highway Safety Improvement Program funds allocated in a State? 

Central

District

Other

Describe how local roads are addressed as part of Highway Safety Improvement Program. 

All roadways throughout the state are eligible for safety funding; however, the calculations used to 

identify high crash locations for the Hazard Elimination Program (HEP) include state roadways in 

DelDOT's road inventory where traffic volumes are available. Traffic volume data is required in order to 

calculate crash rates required for the critical ratio calculations and is not available on subdivision streets 

and municipal roadways. Based on a review of statewide crash data on all public roadways from 2009 to 

2011, only 4 percent of fatal and incapacitating injury crashes occur on subdivision streets and municipal 

roadways, indicating that crashes reported on these roadways would not likely meet the minimum crash 

criteria for the various HSIP elements. 
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Identify which internal partners are involved with Highway Safety Improvement Program planning. 

Design

Planning

Maintenance

Operations

Governors Highway Safety Office

Other: 

Briefly describe coordination with internal partners. 

Strategic Highway SafetyPlan (SHSP) - Delaware’s SHSP is a statewide-coordinated safety plan that 

provides a comprehensive framework, identifies specific goals and objectives, and integrates the four E's 

- engineering, education, enforcement and emergency medical services (EMS). Delaware’s SHSP 

coordinating agencies include DelDOT, Federal Highway Administration (FHWA), National Highway 

Traffic Safety Administration (NHTSA), Office of Highway Safety (OHS), Delaware State Police (DSP), 

Department of Justice, and Delaware Office of Emergency Medical Services (OEMS). Together, the SHSP 

coordinating agencies compared statewide fatality crash rates to national crash rates to identify areas 

with a higher than average occurrence in Delaware and drafted the SHSP. Additionally, working groups, 

including representatives from relevant partners and stakeholders, meet to discuss implementation 

plans for specific emphasis areas.

Hazard Elimination Program (HEP) - Fifteen spot locations throughout the state are chosen for safety 

studies as part of the HEP. For each site selected, DelDOT’s Traffic Section reviews crash data, performs 

a field review, and identifies potential safety improvement alternatives. For candidate locations where 

improvements are in project development, design, or construction, a safety audit is performed to 

confirm that the proposed improvements will address the identified crash problem. The HEP 

committee, which includes representatives from DelDOT (Traffic, Planning, Project Development, and 

the Maintenance Districts), DSP, FHWA, MPOs, and the counties and municipalities, meets to reach a 

consensus on the recommended safety improvements. Traffic control device improvements (i.e., 

signing, striping, lighting, and traffic signal upgrades) are then designed by DelDOT’s Traffic Section and

implemented by DelDOT’s maintenance forces and/or on-call contractors. Projects requiring detailed 
2014 Delaware Highway Safety Improvement Program

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design, public involvement, or resulting in right-of-way or environmental impacts are forwarded to 

DelDOT’s Project Development section for prioritization and inclusion in the Capital Transportation 

Program (CTP).

Identify which external partners are involved with Highway Safety Improvement Program planning. 

Metropolitan Planning Organizations

Governors Highway Safety Office

Local Government Association

Other: Other-Federal Highway Administration, National Highway Traffic Safety Administration, Office 

of Highway Safety, Delaware State Police, Department of Justice, Delaware Office of Emergency Medical 

Services 

Identify any program administration practices used to implement the HSIP that have changed since 

the last reporting period. 

Multi-disciplinary HSIP steering committee

Other: Other-no change

Describe any other aspects of Highway Safety Improvement Program Administration on which you 

would like to elaborate. 

During FY 2014 (July 1, 2013 - June 30, 2014), components of Delaware’s HSIP included the Strategic 

Highway Safety Plan (SHSP), the Hazard Elimination Program (HEP), and the Highway-Rail Grade Crossing 

Safety Program (HRGX). In addition, development of several systemic-style programs continued. 
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Program Methodology

Select the programs that are administered under the HSIP. 

Median Barrier Intersection Safe Corridor

Horizontal Curve Bicycle Safety Rural State Highways

Skid Hazard Crash Data Red Light Running Prevention

Roadway Departure Low-Cost Spot Improvements Sign Replacement And 

Improvement

Local Safety Pedestrian Safety Right Angle Crash

Left Turn Crash Shoulder Improvement Segments

Other: 

 

Program: Crash Data

Date of Program Methodology: 7/1/2013

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 
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What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

Selection committee

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

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

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

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

Relative Weight in Scoring

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Other 

 

Program: Pedestrian Safety

Date of Program Methodology: 7/1/2013

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury Population Functional classification

crashes only

Other Lane miles Roadside features
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Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

Selection committee
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Other 

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

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

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

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

Relative Weight in Scoring

Rank of Priority Consideration

Ranking based on B/C

Available funding

Incremental B/C

Ranking based on net benefit

Other 

 

Program: Segments

Date of Program Methodology: 7/1/2013

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury Population Functional classification

crashes only
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Other Lane miles Roadside features

Other Other-Roadway Type

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process
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Selection committee

Other 

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

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

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

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

Relative Weight in Scoring

Rank of Priority Consideration

Ranking based on B/C 3

Available funding 2

Incremental B/C

Ranking based on net benefit 1

Other 

What proportion of highway safety improvement program funds address systemic improvements? 

10

Highway safety improvment program funds are used to address which of the following systemic 

improvments?

Cable Median Barriers Rumble Strips

Traffic Control Device Rehabilitation Pavement/Shoulder Widening

Install/Improve Signing Install/Improve Pavement Marking and/or 

Delineation 
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Upgrade Guard Rails Clear Zone Improvements

Safety Edge Install/Improve Lighting

Add/Upgrade/Modify/Remove Traffic Signal Other Other-Systemic Programs are in 

development.

What process is used to identify potential countermeasures? 

Engineering Study

Road Safety Assessment

Other: 

Identify any program methodology practices used to implement the HSIP that have changed since the 

last reporting period.

Highway Safety Manual

Road Safety audits

Systemic Approach

Other: Other-No change; however, systemic programs continue to be under development
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Describe any other aspects of the Highway Safety Improvement Program methodology on which you 

would like to elaborate. 

Please see attachment for the methodology on the HSIP Site Selection Process.
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Progress in Implementing Projects

Funds Programmed

Reporting period for Highway Safety Improvement Program funding.

Calendar Year

State Fiscal Year

Federal Fiscal Year

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

Funding Category Programmed* Obligated

HSIP (Section 148) 12246044 44 % 11551044.98 54 %

HRRRP (SAFETEA-LU) 277800 1 % 0 0 %

HRRR Special Rule

Penalty Transfer -

Section 154

2263342 8 % 0 0 %

Penalty Transfer –

Section 164

Incentive Grants - 

Section 163

Incentive Grants 

(Section 406)

Other Federal-aid 

Funds (i.e. STP, NHPP)

12924000 47 % 7547490.15 35 %

State and Local Funds
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Other National 

Highway Systems

0 0 % 1033958.03 5 %

Other Urbanized Areas 

Surface 

Transportation 

Program

0 0 % 83161.09 0 %

Other Rail Program 0 0 % 1142400.25 5 %

Totals 27711186 100% 21358054.5 100%

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

$0.00

How much funding is obligated to local safety projects?

$0.00

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

$1,733,196.00

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

$1,733,196.00
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How much funding was transferred in to the HSIP from other core program areas during the reporting 

period?

$0.00

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

period? 

$0.00

Discuss impediments to obligating Highway Safety Improvement Program funds and plans to 

overcome this in the future. 

No impediments at this time.

Describe any other aspects of the general Highway Safety Improvement Program implementation 

progress on which you would like to elaborate.

None at this time.
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General Listing of Projects

List each highway safety improvement project obligated during the reporting period. 

Project Improvement 

Category 

Output HSIP 

Cost

Total 

Cost

Funding 

Category

Functional 

Classification 

AADT Speed Roadway 

Ownership

Relationship to 

SHSP

Emphasis 

Area

Strategy

See attached 

spreadsheet 

attached to this 

section 

The reported total project costs and HSIP costs shown are the costs for the reporting period (i.e., FY 2014). Please see spreadsheet attached to 

this section of the report.
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Progress in Achieving Safety Performance Targets

Overview of General Safety Trends

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

Performance Measures* 2009 2010 2011 2012 2013

Number of fatalities 128 122 113 112 108

Number of serious injuries 698 709 681 657 640

Fatality rate (per HMVMT) 1.38 1.33 1.24 1.25 1.19

Serious injury rate (per 

HMVMT)

8.91 9.06 8.73 8.53 8.26

*Performance measure data is presented using a five-year rolling average.
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At the time of reporting, annual vehicle miles traveled data is unavailable for calendar year 2013. As 

such, 2013 crash rates were calculated based on 2012 VMT values. If needed, please see attached 

spreadsheet for the crash data.
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To the maximum extent possible, present performance measure* data by functional classification and ownership. 

Year - 2013

Function 

Classification

Number of fatalities Number of serious injuries Fatality rate (per HMVMT) Serious injury rate (per HMVMT)

INTERSTATE 6 33 0.49 2.63

OTHER FREEWAYS AND 

EXPRESSWAYS

1 8 0.24 1.61

OTHER PRINCIPAL 

ARTERIALS

38 185 1.19 5.78

MINOR ARTERIALS 14 102 1.08 7.87

MAJOR COLLECTORS 24 113 1.79 8.41

MINOR COLLECTORS 4 13 3.26 12

LOCAL ROADS 21 127 1.55 9.16

URBAN PRINCIPAL 

ARTERIAL - INTERSTATE

0 0 0 0

URBAN PRINCIPAL 

ARTERIAL - OTHER 

FREEWAYS AND 

EXPRESSWAYS

0 0 0 0
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URBAN PRINCIPAL 

ARTERIAL - OTHER

0 0 0 0

URBAN MINOR 

ARTERIAL

0 0 0 0

URBAN MINOR 

COLLECTOR

0 0 0 0

URBAN MAJOR 

COLLECTOR

0 0 0 0
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Year - 2013

Roadway Ownership Number of 

fatalities

Number of serious 

injuries

Fatality rate (per 

HMVMT) 

Serious injury rate (per 

HMVMT) 

STATE HIGHWAY AGENCY 0 0 0 0

COUNTY HIGHWAY AGENCY 0 0 0 0

TOWN OR TOWNSHIP HIGHWAY AGENCY 0 0 0 0

CITY OF MUNICIPAL HIGHWAY AGENCY 0 0 0 0

STATE PARK, FOREST, OR RESERVATION AGENCY 0 0 0 0

LOCAL PARK, FOREST OR RESERVATION AGENCY 0 0 0 0

OTHER STATE AGENCY 0 0 0 0

OTHER LOCAL AGENCY 0 0 0 0

PRIVATE (OTHER THAN RAILROAD) 0 0 0 0

RAILROAD 0 0 0 0

STATE TOLL AUTHORITY 0 0 0 0

LOCAL TOLL AUTHORITY 0 0 0 0

OTHER PUBLIC INSTRUMENTALITY (E.G. AIRPORT, 

SCHOOL, UNIVERSITY)

0 0 0 0
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Urban vs. rural crash data by functional classification is not readily available at this time; therefore, functional classifications that combine urban 

and rural are shown. Additionally, crash data by roadway ownership is not readily available for this reporting period and is not provided. At the 

time of reporting, annual vehicle miles traveled data is unavailable for calendar year 2013. As such, 2013 crash rates were calculated based on 

2012 VMT values. If needed, please see attached spreadsheet for the crash data.

 
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Describe any other aspects of the general highway safety trends on which you would like to elaborate.

As shown, the number of fatalities and serious injuries (based on 5-year rolling averages) per 

year have declined each year since 2009, with the exception of serious injuries in 2010, which 

increased slightly from the serious injuries reported for 2009. Statewide vehicle miles traveled 

(VMT; based on 5-year rolling averages) gradually decreased from 2008 to 2012; however, 

remained relatively the same in 2011 and 2012 (2013 VMT data is unavailable at the time of 

reporting). Fatality and serious injuries per VMT followed similar trends as described above. 

Similar to statewide trends, fatality and serious injury rates by functional classification generally 

declined or remained relatively the same from 2009 to 2013. The raw number of fatalities and 

serious injuries per year for the State of Delaware are relatively low; therefore, there is greater 

potential for larger fluctuations in fatality rates and serious injury rates as compared to other 

states and national rates, even though the raw number of fatalities and serious injuries may 

only differ by a few on a year-to-year basis.

Application of Special Rules

Present the rate of traffic fatalities and serious injuries per capita for drivers and pedestrians over the 

age of 65. 

Older Driver

Performance Measures

2009 2010 2011 2012 2013

Fatality rate (per 

capita)

0.11 0.1 0.09 0.09 0

Serious injury rate 

(per capita)

0.5 0.35 0.33 0.3 0

Fatality and serious 

injury rate (per capita)

0.46 0.45 0.42 0.39 0

*Performance measure data is presented using a five-year rolling average.

Sample calculation methodology is provided below for fatality and serious injury rates (per 

capita). Similar calculations were used for individual fatality and serious injury rates. The 

number of fatalities reported are according to NHTSA’s Fatality Analysis Reporting System

(FARS) and the number of serious injuries reported are according to Delaware's Crash Analysis 

Reporting System (CARS). At the time of reporting, 2013 data has not been published by FARS. 

As such, 2013 values are omitted.
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2009 Rate: [(# 2009 Fatalities and Serious Injuries of Drivers and Pedestrians 65 years of age 

and older/2009 Population Figure*) + (# 2008 Fatalities and Serious Injuries of Drivers and 

Pedestrians 65 years of age and older/2008 Population Figure*) + (# 2007 Fatalities and Serious 

Injuries of Drivers and Pedestrians 65 years of age and older/2007 Population Figure*) + (# 2006 

Fatalities and Serious Injuries of Drivers and Pedestrians 65 years of age and older/2006 

Population Figure*)]/4

Please note that FHWA’s Online Reporting Tool (ORT) automatically calculates the 5-year rolling 

average based upon yearly inputs; however, 2005 data for serious injuries involving older 

drivers and pedestrians is not currently available in Delaware’s crash database. As such, the 

reported 5-year rolling average for 2009 (fatality and serious injury rate) is inaccurately being 

reported as 0.34 compared to the correct value of 0.46.

2010 Rate (similar calculations used for 2011 and 2012 rates): [(# 2010 Fatalities and Serious 

Injuries of Drivers and Pedestrians 65 years of age and older/2010 Population Figure*) + (# 2009 

Fatalities and Serious Injuries of Drivers and Pedestrians 65 years of age and older/2009 

Population Figure*) + (# 2008 Fatalities and Serious Injuries of Drivers and Pedestrians 65 years 

of age and older/2008 Population Figure*) + (# 2007 Fatalities and Serious Injuries of Drivers 

and Pedestrians 65 years of age and older/2007 Population Figure*) + (# 2006 Fatalities and 

Serious Injuries of Drivers and Pedestrians 65 years of age and older/2006 Population 

Figure*)]/5

* Number of People 65 Years of Age and Older (per 1,000 Total Population) per Attachment 2 from 

FHWA’s Older Drivers and Pedestrians Special Rule Interim Guidance (2/13/13) accessed July 2014. 
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At the time of reporting, annual vehicle miles traveled data is unavailable for calendar year 2013. As such, 

2013 crash rates were calculated based on 2012 VMT values. Please note that FHWA’s Online Reporting 

Tool (ORT) automatically calculates the 5-year rolling average based upon yearly inputs; however, 2005 data 

for serious injuries is not currently available in Delaware’s crash database for the reported emphasis areas. As 

such, the reported 5-year rolling averages for 2009 were manually edited to reflect a 4-year rolling average. 

Additionally, population data for 2013 is not published; therefore, 5-year rolling averages for 2013 are 

omitted. If needed, please see attached spreadsheet for the crash data.

Does the older driver special rule apply to your state? 

No
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Assessment of the Effectiveness of the Improvements (Program 

Evaluation)

What indicators of success can you use to demonstrate effectiveness and success in the Highway 

Safety Improvement Program? 

None

Benefit/cost

Policy change

Other: Other-Fatality rates have declined over the years

What significant programmatic changes have occurred since the last reporting period? 

Shift Focus to Fatalities and Serious Injuries

Include Local Roads in Highway Safety Improvement Program

Organizational Changes

None

Other: 

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

None for this reporting period.
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SHSP Emphasis Areas

For each SHSP emphasis area that relates to the HSIP, present trends in emphasis area performance measures. 

Year - 2013

HSIP-related SHSP 

Emphasis Areas

Target 

Crash Type

Number of 

fatalities

Number of 

serious injuries

Fatality rate 

(per HMVMT)

Serious injury rate 

(per HMVMT)

Other1 Other2 Other3 

Roadway Departure 41 131 0.45 1.45 0 0 0

Intersections 23 223 0.25 2.46 0 0 0

Pedestrians 22 158 0.25 0.62 0 0 0

Work Zones 1 4 0.01 0.04 0 0 0
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At the time of reporting, annual vehicle miles traveled data is unavailable for calendar year 2013. As such, 2013 crash rates were calculated based on 

2012 VMT values. Please note that FHWA’s Online Reporting Tool (ORT) automatically calculates the 5-year rolling average based upon yearly inputs; 

however, 2005 data for serious injuries is not currently available in Delaware’s crash database for the reported emphasis areas. As such, the reported 5-

year rolling averages for 2009 were manually edited to reflect a 4-year rolling average. If needed, please see attached spreadsheet for the crash data.
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Groups of similar project types

Present the overall effectiveness of groups of similar types of projects.

Year - 2013

HSIP Subprogram TypesTarget Crash Type Number of 

fatalities

Number of 

serious injuries

Fatality rate 

(per HMVMT)

Serious injury rate 

(per HMVMT)

Other1 Other2 Other3 

Pedestrian Safety Vehicle/pedestrian 22 158 0.25 0.62 0 0 0
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Refer to Question #24 for general safety performance measures for the segment (i.e., Hazard Elimination Program) subprogram. Refer to 

Question #32 for performance measures for Pedestrian Safety.
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Systemic Treatments

Present the overall effectiveness of systemic treatments.

Year - 2013

Systemic 

improvement

Target Crash Type Number of 

fatalities

Number of 

serious 

injuries

Fatality rate 

(per HMVMT)

Serious injury 

rate (per 

HMVMT) 

Other1 Other2 Other3 

Other-Systemic 

Programs are in 

development.

Systemic Programs 

in Development 

0 0 0 0 0 0 0
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Describe any other aspects of the overall Highway Safety Improvement Program effectiveness on 

which you would like to elaborate. 

No elaboration at this time.
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Provide project evaluation data for completed projects (optional). 

Location Functional 

Class

Improvement 

Category

Improvement 

Type

BefFatalBefSerious 

Injury

BefOther 

Injury

BefPDOBefTotalAftFatalAftSerious 

Injury

AftOther 

Injury

AftPDOAftTotalEvaluation 

Results 

(Benefit/ 

Cost Ratio)

N/A
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Optional Attachments

Sections Files Attached

Program Structure: Program Methodology 2014 HSIP Annual Report HEP Site Selection.pdf

Progress in Implementing Projects: General Listing

of Projects

HSIP_Q23 DE.xlsx

Progress in Achieving Safety Performance Targets: 

Overview of General Safety Trends

HSIP_Q24 DE.xlsx

Progress in Achieving Safety Performance Targets: 

Overview of General Safety Trends

HSIP_Q25 DE.xlsx

Progress in Achieving Safety Performance Targets: 

Application of Special Rules

HSIP_Q27_DE (Older Driver Special Rule).xlsx

Assessment of the Effectiveness of the 

Improvements (Program Evaluation): SHSP 

Emphasis Areas

HSIP_Q32_DE (SHSP Emphasis Areas).xlsx
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Glossary

5 year rolling average means the average of five individual, 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. 

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.