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RHODE ISLAND 

2020 ANNUAL REPORT 

Photo Source: 

Photo image courtesy of RIDOT 
2020 Rhode Island 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 .......................................................................................................................16

Funds Programmed .........................................................................................................................16

General Listing of Projects ..............................................................................................................18

Safety Performance ............................................................................................................................20

General Highway Safety Trends ......................................................................................................20

Safety Performance Targets............................................................................................................26

Applicability of Special Rules...........................................................................................................27

Evaluation ...........................................................................................................................................29

Program Effectiveness ....................................................................................................................29

Effectiveness of Groupings or Similar Types of Improvements .......................................................29

Project Effectiveness .......................................................................................................................34

Compliance Assessment.....................................................................................................................35

Optional Attachments ..........................................................................................................................38

Glossary ..............................................................................................................................................39
2020 Rhode Island Highway Safety Improvement Program

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Disclaimer

Protection of Data from Discovery Admission into Evidence

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

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

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

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

schedules, lists, or other data.

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

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

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

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

schedules, lists, or other data.23 U.S.C. 409 states “Notwithstanding any other provision of law, reports, 

surveys, schedules, lists, or data compiled or collected for the purpose of identifying, evaluating, or planning 

the safety enhancement of potential accident sites, hazardous roadway conditions, or railway-highway 

crossings, pursuant to sections 130, 144, and 148 of this title or for the purpose of developing any highway 

safety construction improvement project which may be implemented utilizing Federal-aid highway funds shall 

not be subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for 

other purposes in any action for damages arising from any occurrence at a location mentioned or addressed in 

such reports, surveys, schedules, lists, or data.”
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Executive Summary

The Rhode Island Department of Transportation (RIDOT) has followed the Highway Safety Manual process to 

guide their HSIP. RIDOT currently uses the predictive method and frequency ranking to identify top crash sitespecific locations as well as risk factors for systemic type issues statewide. RIDOT reviews the top crash 

lists/types to develop and fine tune a plan of incorporating safety improvements through new and existing spot 

location/systemic projects. Rhode Island also has a HSIP committee that uses a data-driven approach to 

making any safety related decision and has developed a ranking form based on safety benefits, feasibility and 

policy conformance to be used whenever HSIP funds are considered for a project. 

RIDOT’s HSIP program has been ever-evolving since 2010, as other RIDOT programs, sections, and 

administrations have changed. In 2015, RIDOT’s administration has placed a renewed focus on upgrading and 

maintaining our bridges and roads. RIDOT now has a 10-year plan for all of its core programs (traffic/safety, 

road, and bridge) that budgets projects based on focus areas. The emphasis on bridges and roads does not 

mean safety projects are ignored. Safety will always be a critical and necessary program, and while available 

funding may fluctuate in any given year, RIDOT is collecting the data and possessing the tools to make more 

informed data-driven decisions to spend safety dollars in the most beneficial way to the State. 

RIDOT has developed several programs within the HSIP to help tackle the most severe crashes. The major 

programs focus on roadway departure, angle/broadside crashes at intersections, and vulnerable road users 

(pedestrians & bicyclists). The crashes experienced in these three categories make up over 75% of fatal and 

serious injury crashes in RI. RIDOT's HSIP focuses on these 3 programs, addressing locations using both a 

site-specific (using SPFs) and systemic (using risk factors) methodology. 

For site-specific locations, RIDOT developed SPFs for urban and rural 2 and 4 lane highways. RIDOT has also 

advanced a horizontal curve and STEP systemic program, including development of risk factors and 

prioritization as well as a GIS based tool for programming and project tracking. An intersection systemic 

program in the data collection phase for 2021. 

RIDOT also advanced their first state-specific crash modification factor (CMF) for Road Diets. The results are a 

CMF of 0.71 (29% reduction) for all crashes and a CMF of 0.63 (37% reduction) for KABC crashes. The 0.71 is 

in-line with the 5-star road diet CMF on the Clearinghouse. This data further enforces the need for road diets 

along high risk corridors. 
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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. 

Since 2010, The Rhode Island Department of Transportation (RIDOT) has followed the Highway Safety 

Manual process to guide their HSIP. For network screening, RIDOT currently uses societal crash cost ranking 

using the KABCO scale to identify top crash site-specific locations as well as systemic type issues statewide. 

The systemic approach is a risk based approach that examines roadway types that are susceptible to a 

specific crash type (roadway departure, intersection) and identified through high-level queries. RIDOT reviews 

the top crash lists/types to develop and fine tune a plan of incorporating safety improvements through new and 

existing spot location/systemic projects. 

Beginning in 2020, RIDOT have advanced several systemic programs with the development of risk factors to 

prioritize locations. This includes horizontal curve and unsignalized pedestrian crossings (STEP). With this list, 

RIDOT has begun reviewing each site to identify proposed improvements to be implemented. 

The HSIP Committee is made up of safety stakeholders, including RIDOT, FHWA, and RIDOT HSIP 

Engineering Support Services consultant that meets monthly to develop the HSIP program, approve HSIP 

projects and requests for projects, and discuss other safety related issues. The HSIP committee uses a datadriven approach to making any safety related decision and has developed a ranking form based on safety 

benefits, feasibility and policy conformance to be used whenever HSIP funds are considered for a project. Not 

only does the HSIP committee review internal requests for funds, but also requests that come in from the local 

municipalities.

As part of the HSIP project ranking form, points are given for conducting a Road Safety Assessment (RSA) at 

the location under consideration for safety improvements. The RSA’s follow federal RSA guidelines and RI has 

embraced the usefulness of the RSA process. The RSA process also promotes involvement from stakeholders 

outside of RIDOT and strengthens relationships between RIDOT and participating municipalities. These 

strengthening relationships will prove to be imperative for sharing/updating roadway data to allow for predictive 

network screening and state-specific SPF development in the future.

The collection of the MIRE elements will also assist with the selection of systemic project locations and 

countermeasures with the risk for specific crash types (i.e. Curves). RIDOT also uses FHWA low-cost proven 

safety countermeasures, NCHRP, FHWA reports, and other safety documents to assist with countermeasure 

identification. Again, the MIRE data collection and sharing with municipalities will improve the overall HSIP 

program as it will provide the municipalities additional tools to conduct RSA’s and submit strong safety project 

candidates for HSIP committee review and approval. RIDOT has began implementation of SPF's for FY20.
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RIDOT prioritizes projects based on the ranking scores and how the improvements fit into the roadway 

departure, local safety, safety corridor, intersections, interchanges, and vulnerable users programs. Once 

completed, the projects are evaluated to determine the safety effectiveness of the safety improvements. The 

resulting data will assist RIDOT with developing their own crash modification factors. 

Where is HSIP staff located within the State DOT? 

 Planning

RIDOT Safety section is responsible for implementation of the HSIP. They are a separate group from RIDOT 

Planning and focus on traffic/safety but carry out the planning function for all safety related projects. 

How are HSIP funds allocated in a State? 

 Central Office via Statewide Competitive Application Process 

 SHSP Emphasis Area Data 

RIDOT selects the majority of HSIP funded projects thru the SHSP EA. A small portion is allotted to outside 

RIDOT requests. This competitive process still requires alignment with the SHSP. 

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

Network Screening - On an annual basis, the RIDOT identifies the roadway facilities exhibiting the most severe 

safety needs based on crash severity and frequency/exposure or the predictive method. Through the RIDOT’s 

HSIP, ALL public roads are addressed, focusing on fatal and serious injury crashes in line with their SHSP and 

the performance measures set forth in MAP-21 and the FAST Act. Most of the State-owned roadway network 

and some of the local roadways are mapped to a Linear Referencing System; however, the majority of the 

local roadways is not referenced and is manually reviewed to ensure their inclusion into the HSIP process. 

As part of RIDOT's STEP program, all roadways have been assigned a priority scope based on 20+ 

attributes. RIDOT plans on expanding its other systemic program inventory to local roads in the coming years. 

Diagnosis and Implementation: The RIDOT works with municipalities to identify and mitigate crash issues on 

locally-maintained roadways. RIDOT has developed a process for locals to request a safety improvement with 

the intent for locals to perform the "planning" step from the HSIP process. RIDOT will then determine if the 

improvement is eligible for HSIP funds and distribute the funds needed to the locals so they can administer the 

construction of the improvements. 

RIDOT has worked with several municipalities on pedestrian and bicycle safety. They have developed safety 

action plans for 2 communities with high pedestrian activity. RIDOT has also reviewed all segments statewide 

and assigned a "risk" score to them. This will help RIDOT and locals prioritize safety for vulnerable road users. 

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

Bureaus, Divisions) are involved with HSIP planning. 

 Design 

 Governors Highway Safety Office 

 Local Aid Programs Office/Division 

 Maintenance 

 Operations 

 Planning 
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 Traffic Engineering/Safety 

Describe coordination with internal partners. 

RIDOT works internally with transportation planners (Statewide Planning), RIDOT GIS analysts, RIDOT safety 

engineers, RIDOT and OHS highway safety program coordinators and RIDOT operations staff as part of the 

entire HSIP process, including the identification of critical locations and the selection of appropriate 

countermeasures/ improvements. These partners are involved in Road Safety Assessments (RSAs) that were 

performed at many of these locations to facilitate this multi-discipline approach. 

RIDOT also houses the Office of Highway Safety where the HSIP, HSP, and SHSP are all developed in a 

coordinated effort focused on developing consistent safety goals. Safety initiatives are now implemented in a 

more integrated and multi-disciplinary manner, providing RIDOT with more flexibility to direct resources to 

address particular safety needs. As part of the FAST Act, the RIDOT and OHS along with RI's Office of 

Performance Management coordinated the development of performance measurement and targets for FY21. 

Identify which external partners are involved with HSIP planning. 

 Academia/University 

 FHWA 

 Law Enforcement Agency 

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

 Tribal Agency 

Describe coordination with external partners. 

RIDOT works with University of RI to develop SPFs. 

LEL and FHWA are involved in bi-monthly safety meetings. 

The MPO is involved in the TIP process (specifically for safety projects) 

RIDOT address all public roads, including tribal agency roadways. Crashes on locally and tribal owned 

roadways are included in the network screening process. Any safety improvements necessary based on 

prioritization are coordinated with these agencies. 

Tribal agencies are included in the SHSP planning process and are stakeholders on the SHSP steering 

committee. 

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

elaborate. 

RIDOT performs a monthly review of safety improvement proposals for selection. Local governments and 

RIDOT staff submit engineering studies of potential safety projects. These safety proposals are evaluated to 

focus limited resources on areas of greatest need. HSIP funds are available for locations or corridors where a 

known 'substantive safety' problem exists as indicated by location specific data on severe crashes or where a 

risk-based analysis has demonstrated the need for systemic countermeasures. All HSIP expenditures require 

that a specific project action can produce a measurable and significant reduction in the number or risk of 

severe crashes. To achieve the maximum benefit, the focus of the program is on cost effective use of the funds 

allocated for safety improvements. RIDOT's HSIP project selection methods prioritize safety proposals that 
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align with the SHSP, address roadways with actual or potential for higher deaths and serious injuries, and 

target the underlying safety issue. 

The Multi-Disciplinary HSIP Selection Committee is made up of the HSIP Program Manager, FHWA Safety 

and Operations Engineer, and other RIDOT staff. The purpose of the committee is to review and select HSIP 

proposals for advancement. The HSIP PSC will be transformed with COVID-19. They will meet on a monthly 

basis (virtually or in person) to review locations to be added to the HSIP program. Projects will be reviewed for 

conformance with the HSIP and SHSP. Safety projects added to the TIP must demonstrate a projected safety 

benefit that in sum meet annual goals set by RIDOT in order to meet its SHSP goals. If by any means the 

annual safety goal is not met for a given year, the safety projects included in the TIP will be revised by the 

HSIP Selection Committee the following year to increase the projected safety benefits to ensure the goal is still 

obtainable. Projected safety benefits are provided by the HSIP Proposal forms. For safety program placeholder 

projects, RIDOT uses national published crash modification factors to help predict the reduction in fatalities and 

injuries based on the type of countermeasure deployed on a wide scale basis across the State to target 

roadway facilities and users identified in the SHSP as emphasis area. 

Once a location is programmed, RIDOT will bundle into standalone safety projects or with another bridge or 

highway project. 

RIDOT has 4 different “on-call” consultant contracts. The first on-call contract involves one consultant to 

perform the network screening, diagnosis, and countermeasure selection (HSIP On-Call Administration 

Consultant). This consultant will then develop conceptual improvement plans for RIDOT’s review. RIDOT then 

distributes all improvement projects to the RIDOT Project Management where the other 3 on-call consultants 

are charged with advancing the conceptual plans to final design and construction. Once the improvements 

have been implemented, the first on-call consultant tracks these projects and develops safety effectiveness 

evaluations. 

Program Methodology 

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

implementation and evaluation processes? 

Yes 

A revision to the program manual is slated for 2021 with the addition of state-specific SPFs and CMFs and 

expanded info on systemic programs. 

Select the programs that are administered under the HSIP.

 Right Angle Crash 

 Roadway Departure 

 Safe Corridor 

 Wrong Way Driving 

 Other-Vulnerable Road Users 

Pedestrian safety and bicycle safety are covered under OTHER-Vulnerable Road Users. 

Low Cost Spot Improvements are applicable to all of the other programs selected. RIDOT does not have a 

standalone low cost program. We deploy low cost improvements via RIDOT maintenance and a master price 

agreement to streamline improvements. 
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Program: Right Angle Crash

Date of Program Methodology:10/1/2016

What is the justification for this program? 

 Addresses SHSP priority or emphasis area

 FHWA focused approach to safety

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

 Fatal and serious injury crashes 

only

 Volume

 Lane miles

What project identification methodology was used for this program? 

 Crash frequency

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

 selection committee

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

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

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

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

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

Relative Weight in Scoring

Ranking based on B/C:15

Other-Reduction in fatalities and injuries:15

Other-Facility risk level:20

Other-SHSP emphasis area:15

Other-Project feasibility:25

Other-Policy conformance:10

Total Relative Weight:100
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Program: Roadway Departure

Date of Program Methodology:4/19/2015

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

 Fatal and serious injury crashes 

only

 Volume

 Median width

 Horizontal curvature

 Functional classification

 Roadside features

 Other-Roadway width

 Other-Clear Zone

What project identification methodology was used for this program? 

 Excess expected crash frequency with the EB adjustment

 Other-Crash frequency - Fatal and serious crashes only

 Other-Facility risk factors/similar geometric types

 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).

Relative Weight in Scoring

Ranking based on B/C:15
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Other-Reduction in fatalities and injuries:15

Other-Facility risk level:20

Other-SHSP emphasis area:15

Other-Project feasibility:25

Other-Policy conformance:10

Total Relative Weight:100

Program: Safe Corridor

Date of Program Methodology:4/19/2015

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

 Fatal and serious injury crashes 

only

 Traffic

 Volume

 Other-Transit

 Functional classification

 Roadside features

 Other-# Of Lanes

What project identification methodology was used for this program? 

 Other-Crash frequency - fatal and serious injury crashes only

 Other-Facility risk factors/similar geometric types

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

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

Relative Weight in Scoring

Ranking based on B/C:15

Other-Reduction in fatalities and serious injuries:15

Other-Facility risk level:20

Other-SHSP emphasis area:15

Other-Project feasibility:25

Other-Policy conformance:10

Total Relative Weight:100

Program: Wrong Way Driving

Date of Program Methodology:5/1/2015

What is the justification for this program? 

 Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

 Other-Wrong way driving 

incidents

What project identification methodology was used for this program? 

 Other-Wrong Way Driving Incidents - Potential Freeway Entry Points

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?

 Other-Dedicated projects in TIP

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

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

Enter either the weights or numerical rankings. If weights are entered, the sum must 
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equal 100. If ranks are entered, indicate ties by giving both processes the same rank 

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

Rank of Priority Consideration

Program: Other-Vulnerable Road Users

Date of Program Methodology:8/1/2013

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

 Fatal and serious injury crashes 

only

 Traffic

 Volume

 Functional classification

 Other-Roadway width

What project identification methodology was used for this program? 

 Crash frequency

 Other-Facility risk/similar type geometrics

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).

Relative Weight in Scoring
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Ranking based on B/C:15

Other-Reduction in fatal and serious injury crashes:15

Other-facility risk level:20

Other-Project feasibility:25

Other-Policy conformance:15

Other-SHSP emphasis area:10

Total Relative Weight:100

What percentage of HSIP funds address systemic improvements? 

 60

 HSIP funds are used to address which of the following systemic 

improvements? 

 Add/Upgrade/Modify/Remove Traffic Signal 

 Clear Zone Improvements 

 High friction surface treatment 

 Horizontal curve signs 

 Install/Improve Pavement Marking and/or Delineation 

 Install/Improve Signing 

 Traffic Control Device Rehabilitation 

 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 

 Other-Crash Modification Clearninghouse 

 Other-NCHRP Report 500 Series 

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes 

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

RIDOT has created a working Connected/Autonomous Vehicle (CAV) group made up of various departments 

with RIDOT including Traffic Safety. RIDOT is exploring CAV and its impact to safety. 

RIDOT is currently working with May Mobility to operate a autonomous shuttle as a pilot program. 

RIDOT has placeholders in the TIP for CAV projects related to safety. 

RIDOT may participate in the AASHTO SPAT Challenge with a focus on a high crash corridor. 

Does the State use the Highway Safety Manual to support HSIP efforts? 

Yes 
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Please describe how the State uses the HSM to support HSIP efforts.

RIDOT refers to the HSM methodologies on all aspects of safety where possible, including in the network 

screening, diagnosis, countermeasure selection, prioritization, and safety effectiveness evaluation categories. 

Please see attached HSIP Program Manual for more information.

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

elaborate.

RIDOT encourages using the predictive method to use a more sound, data-driven approach to allocating 

resources that results in fewer fatalities and serious injuries on the nation's roadways. The predictive method 

(Excess expected crash frequency using SPFs, EB adjustment,) combines crash, roadway inventory and traffic 

volume data to provide more reliable estimates of an existing or proposed roadway's expected safety 

performance, such as crash frequency and severity. To achieve this goal, RIDOT undertook a large data 

collection effort to obtain all of the Model Inventory of Roadway Data Elements (MIRE), which included 

roadway, traffic, and other data needed to assist the RIDOT make the most efficient decisions where to 

allocate safety funds and resources. The RIDOT also is working on developing a data maintenance effort to 

ensure all data collected is updated on a timely basis. RIDOT has begun using the predictive method for some 

rural segment and will continue to expand in the coming years. 

RIDOT is expanding its systemic program in the next few years, including creating a detailed risk based 

analysis and process. RIDOT has automated this process by developing a tool that resided on a GIS platform 

for 2 programs (horizontal curves and STEP). The network screening portion of the tool would automate the 

site-specific and systemic identification process which is currently performed manually. For site-specific 

analysis, the tool will use state-specific SPF equations for all facility types, addressing the predictive analysis 

requirements. The tool will provide a list of locations ranked by Excess Excepted Crash Frequency (Expected 

Crashes – Predicted Crashes). The systemic analysis will use allow the user to identify potential trends 

(geometry, traffic volumes) that have a higher occurrence of fatal and serious injury crashes in RI using the 

crash and MIRE data incorporated into the tool. Once the potential trends (aka risk factors) are identified, the 

tool will identify locations that have similar trends which could lead to fatal or serious injury crashes. The user 

can assign a weighted “point “system for each trend to help prioritize locations based on severity or number of 

trends at a given site. This allows the tool to provide the user with a “ranked” list of risk-based locations

RIDOT also has its own HSIP Program Manual. The purpose of this document is to describe RIDOT’s 

processes for planning, implementing, and evaluating HSIP funded improvements and to describe its 

relationship to other safety initiatives found in Rhode Island’s SHSP. This document not only helps Rhode

Island to demonstrate their own successes, but also serves as a mechanism for other states to achieve 

improved highway safety.
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Project Implementation

Funds Programmed

Reporting period for HSIP funding.

Federal Fiscal Year

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $13,615,142 $13,615,142 100%

HRRR Special Rule (23 

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

$0 $0 0%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$4,606,149 $4,606,149 100%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$2,974,455 $2,974,455 100%

State and Local Funds $200,000 $200,000 100%

Totals $21,395,746 $21,395,746 100%

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

safety projects?

$1,372,430

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

$1,372,430

Low cost spot safety improvements are deployed on local roads using state funds with RIDOT maintenance 

forces.

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

$1,953,155

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

$1,953,155

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

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

0%

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

the future.

Project Delivery

Currently, RIDOT has two methods for project delivery: state maintenance forces and project management. 

State maintenance forces are used to install basic signing and striping. This enables RIDOT to advance lowcost safety improvements for horizontal curves, pedestrian crossings, and intersections. Any improvements 

beyond this require projects to be programmed in a construction project administered by RIDOT’s Project 

Management section. While larger and complex improvements, such as new traffic signals, roundabouts, and 

high friction treatments require this type of project delivery mechanism, lower cost improvements such as 

RRFBs, signal modifications, guardrail, etc. must wait 2-3 years for programming and often frustrates our 

safety partners in such a delay given the low cost and potential immediate benefit. To help streamline lower 

cost improvements to help drive down fatalities and serious injuries quicker and show action taken to safety 

stakeholders, RIDOT is developing a Master Price Agreement contract for lower cost improvements to start in 

FY2020. This will be funded with HSIP funds and will enable RIDOT to reduce project soft costs and accelerate 

delivery. The Office of Safety will administer these contracts with the goal to turn projects around within 6 

months to a year from study.

Stakeholder Outreach

Engage safety stakeholders in a discussion about program needs and potential solutions. Consider talking to 

Highway Safety Office, the MPO, and local agencies.

RIDOT works internally with transportation planners (Statewide Planning), RIDOT GIS analysts, RIDOT safety 

engineers, RIDOT and OHS highway safety program coordinators and RIDOT operations staff as part of the 

entire HSIP process, including the identification of critical locations and the selection of appropriate 

countermeasures/ improvements. These partners are involved in Road Safety Assessments (RSAs) that were 

performed at many of these locations to facilitate this multi-discipline approach. RIDOT also houses the Office 

of Highway Safety where the HSIP, HSP, and SHSP are all developed in a coordinated effort focused on 

developing consistent safety goals. Safety initiatives are now implemented in a more integrated and multidisciplinary manner, providing RIDOT with more flexibility to direct resources to address particular safety 

needs. As part of the FAST Act, the RIDOT and OHS along with RI's Office of Performance Management 

coordinated the development of performance measurement and targets. RIDOT has issues maintaining local 

support for safety projects. Often, over the project development period, local leadership changes and can 

undermine the final delivery of the project. As previously discussed, with the implementing of the Master Price 

Agreement contracts, RIDOT expects a turnaround time within 6 months to a year from study. This will avoid 

most of the conflict of local leadership turnover.
2020 Rhode Island Highway Safety Improvement Program

Page 18 of 39

General Listing of Projects

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

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHIP

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Statewide 

Roadway 

Departure 

Mitigation 

2020

Roadside Barrier- metal 3 Miles $3035130.7 $3035130.7 HSIP (23 

U.S.C. 148)

Urban Principal ArterialInterstate50,00

0

65 State Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Departure

Intersection 

Safety 

Improvement

s to Allens 

Avenue

Intersection 

traffic control

Modify traffic signal -

modernization/replacemen

t

5 Intersection

s

$2159807.1

1

$4011209.2

6

Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther20,00

0

35 State Highway 

Agency

Spot Pedestrians STEP

Intersection 

Safety 

Improvement

s to Allens 

Avenue

Intersection 

traffic control

Modify traffic signal -

modernization/replacemen

t

5 Intersection

s

$1851402.1

5

$4011209.2

6

HSIP (23

U.S.C. 148)

Urban Principal ArterialOther20,00

0

35 State Highway 

Agency

Pedestrians

Statewide 

Crosswalk 

and 

Intersection 

Improvement

s

Pedestrians and 

bicyclists

Pedestrian beacons 5 Crosswalks $1846341.9 $1846341.9 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther15,00

0

25 State Highway 

Agency

Systemic Pedestrians STEP

Safety 

Improvement

s to US Route 

6

Roadside Roadside - other 5 Miles $5400 $2979855.4

9

HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther15,00

0

50 State Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Departure

Safety 

Improvement

s to US Route 

6

Roadside Roadside - other 5 Miles $2974455.4

9

$2979855.4

9

Other 

Federal-aid 

Funds (i.e. 

STBG, 

NHPP)

Rural Principal ArterialOther15,00

0

50 State Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Departure

Intersection 

Safety 

Improvement

s to Branch 

Avenue

Intersection 

traffic control

Systemic improvements -

stop-controlled

2 Intersection

s

$1372430.4

5

$1372430.4

5

HSIP (23 

U.S.C. 148)

Urban Minor Arterial 20,00

0

25 City or 

Municipal 

Highway 

Agency

Spot Intersection

s

Angle/Broadsid

e

Statewide 

Crosswalk 

and Sign 

Improvement

s

Pedestrians and 

bicyclists

Modify existing crosswalk 11 Crosswalks $1758618.8

5

$1758618.8

5

HSIP (23 

U.S.C. 148)

Multiple/Varie

s

Multiple/Varies 15,00

0

50 State Highway 

Agency

Systemic Pedestrians STEP
2020 Rhode Island Highway Safety Improvement Program

Page 19 of 39

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHIP

METHOD 

FOR SITE 

SELECTIO

N

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Systemic 

Curve 

Treatments

Roadway 

delineation

Roadway delineation - 

other

15 Curves $100000 $100000 State and 

Local Funds

Multiple/Varie

s

Multiple/Varies 15,00

0

35 Multiple/Varie

s

Systemic Roadway 

Departure

Roadway 

Departure

Systemic 

Pedestrian 

Crosswalk 

Treatments

Pedestrians and 

bicyclists

Modify existing crosswalk 10 Crosswalks $100000 $100000 State and 

Local Funds

Multiple/Varie

s

Multiple/Varies 15,00

0

35 Multiple/Varie

s

Systemic Pedestrians STEP

Misc Design 

for HSIP 

Projects

Noninfrastructure Transportation safety 

planning

1 Numbers $753154.99 $753154.99 HSIP (23 

U.S.C. 148)

N/A N/A 0 Multiple/Varie

s

All

Misc Design 

for HSIP 

Projects

Noninfrastructure Transportation safety 

planning

1 Numbers $600000 $600000 Penalty 

Funds (23 

U.S.C. 164)

N/A N/A 0 Multiple/Varie

s

All

Safety 

Improvement

s to Route 

146/116

Intersection 

traffic control

Modify traffic signal - 

modernization/replacemen

t

1 Intersection

s

$2098968.3 $2098968.3 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther25,00

0

35 State Highway 

Agency

Spot Intersection

s

Angle/Broadsid

e

Safety 

Improvement

s to I-295 at 

Route 2

Interchange 

design

Installation of new lane on 

ramp

1 Intersection

s

$1805623 $1805623 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther30,00

0

35 State Highway 

Agency

Spot Intersection

s

Angle/Broadsid

e

Roadway 

Mitigation - I95 South at 

Austin Farm 

Road

Roadway Pavement surface - high 

friction surface

1 Miles $334413.06 $33441.06 HSIP (23 

U.S.C. 148)

Rural Principal ArterialInterstate65,00

0

65 State Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Departure

SHSP 

Support

Noninfrastructure Transportation safety 

planning

1 Numbers $600000 $600000 HSIP (23 

U.S.C. 148)

N/A N/A 0 Multiple/Varie

s

All
2020 Rhode Island Highway Safety Improvement Program

Page 20 of 39

Safety Performance

General Highway Safety Trends

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

years.

PERFORMANCE 

MEASURES 2011 2012 2013 2014 2015 2016 2017 2018 2019

Fatalities 66 64 65 51 45 51 83 59 57

Serious Injuries 455 422 366 438 427 407 322 313 308

Fatality rate (per 

HMVMT)

0.840 0.820 0.840 0.660 0.570 0.640 1.040 0.737 0.710

Serious injury rate (per 

HMVMT)

5.759 5.405 4.707 5.705 5.451 5.108 4.024 3.908 3.837

Number non-motorized 

fatalities

14 7 17 14 8 16 23 9 8

Number of nonmotorized serious 

injuries

91 88 69 75 80 57 74 52 63
2020 Rhode Island Highway Safety Improvement Program

Page 21 of 39

0

10

20

30

40

50

60

70

80

90

2011 2012 2013 2014 2015 2016 2017 2018 2019

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

50

100

150

200

250

300

350

400

450

500

2011 2012 2013 2014 2015 2016 2017 2018 2019

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2020 Rhode Island Highway Safety Improvement Program

Page 22 of 39

0

0.2

0.4

0.6

0.8

1

1.2

2011 2012 2013 2014 2015 2016 2017 2018 2019

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

7

2011 2012 2013 2014 2015 2016 2017 2018 2019

Serious injury rate (per HMVMT)

Serious injury rate (per HMVMT) 5 Year Rolling Avg.
2020 Rhode Island Highway Safety Improvement Program

Page 23 of 39

Describe fatality data source. 

FARS

FARS for fatalities and state crash data for serious injuries. VMT data are obtained from the FHWA Office of 

Highway Policy Information Highway Statistics Series 

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

ownership. 

Year 2019

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

Rural Principal 

Arterial (RPA) - 

Interstate

1.6 6.2 0.52 2.03

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

0.4 9 0.76 9.61

Rural Principal 

Arterial (RPA) - Other

3 4.8 1.31 2.12

Rural Minor Arterial 3 11.4 2.67 10.04

Rural Minor Collector 0.2 4.8 0.23 4.27

0

20

40

60

80

100

120

2011 2012 2013 2014 2015 2016 2017 2018 2019

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.
2020 Rhode Island Highway Safety Improvement Program

Page 24 of 39

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 Major Collector 0.4 9.2 1.6 20.93

Rural Local Road or 

Street

2.4 4.8 10.91 21.82

Urban Principal 

Arterial (UPA) - 

Interstate

9 29.8 0.48 1.61

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

5.4 29.2 0.46 2.44

Urban Principal 

Arterial (UPA) - Other

15.6 110.6 0.84 5.95

Urban Minor Arterial 5 78.4 0.48 7.6

Urban Minor Collector 1.4 1.5 0 4.23

Urban Major Collector 0.2 43.4 8.26 11.5

Urban Local Road or 

Street

9.4 27.2 2.44 7.07

State Highway 

Agency

36 142.6 0.45 1.81

Town or Township 

Highway Agency

0.2 0 0

City or Municipal 

Highway Agency

15.8 125.4 0.2 1.59
2020 Rhode Island Highway Safety Improvement Program

Page 25 of 39

Year 2019

Roadways Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

State Highway 

Agency

36 142.6 0.45 1.81

County Highway 

Agency

Town or Township 

Highway Agency

0.2 0 0

City or Municipal 

Highway Agency

15.8 125.4 0.2 1.59

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.

RIDOT updated their Functional Classification in 2015. Therefore, the figures reported on in previous years 

HSIP Annual report will differ. In future years, the previous FC data will drop out of the 5-year rolling average 

calculation.
2020 Rhode Island Highway Safety Improvement Program

Page 26 of 39

Safety Performance Targets

Safety Performance Targets

Calendar Year 2021 Targets *

Number of Fatalities:69.0

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

As of August 2020, Rhode Island is on pace for much higher than expected number of fatalities in 2020. This 

increase, along with an expected increase in in VMT in 2021, resulted in RIDOT and OHS setting higher fatality 

target in line with the Rhode Island FFY 2020 HSP.

Number of Serious Injuries:309.0

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

Trends show serious injuries decreasing annually on a consistent basis. RIDOT expects this trend to continue. 

This approach is consistent with the historic method. RIDOT and OHS worked together to align targets with 

those within the Rhode Island FFY 2020 HSP.

Fatality Rate:0.890

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

Given the effects of COVID-19 on VMTs and the lack of similar reduction in fatalities, Rhode Island expects a 

higher fatality rate for 2020. With VMT also expected to increase slightly in 2021, Rhode Island increased their 

fatality rate target. RIDOT and OHS worked together to align targets with those within the Rhode Island FFY 

2020 HSP.

Serious Injury Rate:3.970

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

Trends show serious injury rates decreasing annually on a consistent basis. RIDOT expects this trend to 

continue. This approach is consistent with the historic method.

Total Number of Non-Motorized Fatalities and Serious Injuries:79.0

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

Rhode Island is experiencing a spike in non-motorist fatalities and serious injuries in 2020. As such, Rhode 

Island set a conservatively high target for 2021 with an increase in non-motorist fatalities and serious injuries 

compared to 2018 and 2019.

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

safety performance targets. 

The Rhode Island Office on Highway Safety worked with the RIDOT engineering safety division and other 

State partners to align FFY 2021 fatality, serious injury, and fatality rate targets with those in the Rhode Island 

FFY 2021 HSP. This group of partners met on August 20, 2020 to finalize its 2020 targets. As part of the target 

setting exercise, data was initially projected using the FORCAST function in Excel. Staff then compared the 

projected crashes based on the historical trendline and discussed if and how Rhode Island could maintain this 
2020 Rhode Island Highway Safety Improvement Program

Page 27 of 39

trendline. Factors such as current year fatality and serious injury projections, recently implemented and

proposed programs and projects, and funding were considered when determining targets for Fiscal Year 2021.

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2019 Safety Performance Targets (based 

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

reasons for differences in the actual outcomes and targets.

PERFORMANCE MEASURES TARGETS ACTUALS

Number of Fatalities 57.0 59.0

Number of Serious Injuries 369.0 355.4

Fatality Rate 0.720 0.739

Serious Injury Rate 4.710 4.466

Non-Motorized Fatalities and 

Serious Injuries

85.0 78.0

Fatalities – Rhode Island’s 2019 targets are affected by the spike in fatalities experienced in 2017 due to a rise 

in pedestrian fatalities and the larger than expected numbers of fatalities in 2018, which were due to a rise in 

motorcycle crashes. The target was set assuming Rhode Island would return to it’s normal of 2014 through 

2016, averaging slightly lower than 50 fatalities; however, the fatalities inched higher to 60 with 59 in 2018 and 

57 in 2019.

Serious Injuries – Rhode Island’s continued downward trend in serious injuries helped Rhode Island achieve its 

serious injury target for 2019.

Fatality Rate – The spike in fatalities in 2017 and increased fatalities in 2018 and 2019 outpaced the small 

increases in VMT over those years, resulting in Rhode Island not meeting the fatality rate target.

Serious Injury Rate – The sustained downward trend in serious injuries helped Rhode Island achieve this 

target.

Non-Motorized Fatalities and Serious Injuries – Pedestrian fatalities in Rhode Island did not continue their 

spike upward as seen in 2016 and 2017. This regression helped Rhode Island achieve this target.

Applicability of Special Rules

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

No
2020 Rhode Island Highway Safety Improvement Program

Page 28 of 39

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

years of age and older for the past seven years.

PERFORMANCE 

MEASURES 2013 2014 2015 2016 2017 2018 2019

Number of Older Driver 

and Pedestrian Fatalities

8 18 18 5 16 12 8

Number of Older Driver 

and Pedestrian Serious 

Injuries

26 37 43 42 50 40 45
2020 Rhode Island Highway Safety Improvement Program

Page 29 of 39

Evaluation

Program Effectiveness 

How does the State measure effectiveness of the HSIP? 

 Change in fatalities and serious injuries 

 Lives saved 

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

the State's program level evaluations. 

As shown in the Progress in Achieving Safety Performance Targets section, RIDOT has see a continuous 

reduction, over a 5 year average, in fatalities and serious injuries. 

RIDOT tracks crash reductions for all of there HSIP projects. RIDOT uses this data to make changes to a 

specific improvements if desired results are not achieved. RIDOT has also developed a state-specific CMF for 

Road Diets. This info, plus the naïve before and after data for other treatments, help RIDOT sell improvements 

to locals and the public. 

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

success of the Highway Safety Improvement Program? 

 # RSAs completed 

 HSIP Obligations 

 More systemic programs 

Effectiveness of Groupings or Similar Types of Improvements 

Present and describe trends in SHSP emphasis area performance measures. 

Year 2019

SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

 (per HMVMT)

(5-yr avg)

Serious Injury 

Rate

 (per HMVMT)

(5-yr avg)

Roadway Departure 9.6 150.6 0.36 1.9

Intersections 9.6 133 0.12 1.68

Pedestrians 11.4 55.4 0.14 0.7

Bicyclists 1 13.6 0.01 0.17

Older Drivers 9.6 29.8 0.12 0.38

Motorcyclists 10 42.6 0.13 0.54
2020 Rhode Island Highway Safety Improvement Program

Page 30 of 39

0

2

4

6

8

10

12

Roadway

Departure

Intersections Pedestrians Bicyclists Older Drivers Motorcyclists

Fatalities

Number of Fatalities 

5 Year Average

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

0

20

40

60

80

100

120

140

160

Roadway

Departure

Intersections Pedestrians Bicyclists Older Drivers Motorcyclists

Serious Injuries

Number of Serious Injuries 

5 Year Average

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019
2020 Rhode Island Highway Safety Improvement Program

Page 31 of 39

Has the State completed any countermeasure effectiveness evaluations during the 

reporting period?

Yes

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

Roadway

Departure

Intersections Pedestrians Bicyclists Older Drivers Motorcyclists

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

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

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2

Roadway

Departure

Intersections Pedestrians Bicyclists Older Drivers Motorcyclists

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2011-2015 2012-2016 2013-2017 2014-2018 2015-2019
2020 Rhode Island Highway Safety Improvement Program

Page 32 of 39

Please provide the following summary information for each countermeasure 

effectiveness evaluation. 

CounterMeasures: Road Diet 

Description: RIDOT has developed a state-specific 

CMF. 

Target Crash Type: All 

Number of Installations: 13 

Number of Installations: 13 

Miles Treated: 

Years Before: 5 

Years After: 5 

Methodology: Regression cross-section 

Results: 

The results are a CMF of 0.71 (29% 

reduction) for all crashes and a CMF of 

0.63 (37% reduction) for KABC crashes. 

The 0.71 is in-line with the 5-star road diet 

CMF on the Clearinghouse. 

File Name: Final Road Diet CMF Report.pdf

CounterMeasures: Horizontal Curve Delineation 

Description: Install curve signage and delineation 

statewide 

Target Crash Type: Run-off-road 

Number of Installations: 11 

Number of Installations: 11 

Miles Treated: 

Years Before: 5 

Years After: 5 

Methodology: Simple before/after 

Results: 

63% reduction in target crashes. 77% 

reduction on fatal and serious injury target 

crashes. 

File Name: Hyperlink

CounterMeasures: High Friction Surface Treatment 

Description: 

Install HFST at curves with high wet 

weather % crashes and high speed 

intersection approaches 

Target Crash Type: Wet road 

Number of Installations: 7 

Number of Installations: 7 

Miles Treated: 

Years Before: 5 

Years After: 5 

Methodology: Simple before/after 

Results: 

51% reduction in target crashes.64% 

reduction in fatal and serious injury target 

crashes. 

File Name: Hyperlink
2020 Rhode Island Highway Safety Improvement Program

Page 33 of 39

CounterMeasures: Centerline/Edgeline Rumble Stripes w/ 

flush median 

Description: 

Install centerline and edgeline rumble 

strips along with a 4 foot flush median on 

high speed rural 2 lane roads. 

Target Crash Type: Head on 

Number of Installations: 

Number of Installations: 

Miles Treated: 5 

Years Before: 5 

Years After: 4 

Methodology: Simple before/after 

Results: 40% reduction in total severity. 30% 

reduction in head-on crashes. 

File Name: Hyperlink
2020 Rhode Island Highway Safety Improvement Program

Page 34 of 39

Project Effectiveness

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

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY

IMPROVEMENT 

TYPE

PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

Statewide Urban 

Principal 

Arterial (UPA) -

Other 

Freeways and 

Expressways

Advanced 

technology and 

ITS

Advanced 

technology and 

ITS - other

8.00 10.00 13.00 1.00 31.00 1.00 25
2020 Rhode Island Highway Safety Improvement Program

Page 35 of 39

Compliance Assessment

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

 07/25/2017

What are the years being covered by the current SHSP? 

From: 2017 To: 2022

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

 2022

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

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

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

ROADWAY SEGMENT Segment Identifier 

(12) [12]

100 100 100 100 100 100

Route Number (8) 

[8]

100 100

Route/Street Name 

(9) [9]

100 65

Federal Aid/Route 

Type (21) [21]

45 10

Rural/Urban 

Designation (20) [20]

100 100 100 100

Surface Type (23) 

[24]

100 100 100 100

Begin Point 

Segment Descriptor 

(10) [10]

100 100 100 100 100 100

End Point Segment 

Descriptor (11) [11]

100 100 100 100 100 100

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

100 100

Functional Class 

(19) [19]

100 100 100 100 100 100
2020 Rhode Island Highway Safety Improvement Program

Page 36 of 39

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Median Type (54) 

[55]

100 100

Access Control (22) 

[23]

85 44

One/Two Way 

Operations (91) [93]

100 100

Number of Through 

Lanes (31) [32]

100 91 100 100

Average Annual 

Daily Traffic (79) [81]

AADT Year (80) [82]

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

100

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

100

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

100

Intersection/Junction 

Geometry (126) 

[116]

90

Intersection/Junction 

Traffic Control (131) 

[131]

90

AADT for Each 

Intersecting Road 

(79) [81]

25

AADT Year (80) [82] 50

Unique Approach 

Identifier (139) [129]

100

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

100

Location Identifier 

for Roadway at 

100
2020 Rhode Island Highway Safety Improvement Program

Page 37 of 39

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Beginning of Ramp 

Terminal (197) [187]

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

100

Ramp Length (187) 

[177]

100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

100

Roadway Type at 

End Ramp Terminal 

(199) [189]

100

Interchange Type 

(182) [172]

100

Ramp AADT (191) 

[181]

Year of Ramp AADT 

(192) [182]

Functional Class 

(19) [19]

Type of 

Governmental 

Ownership (4) [4]

Totals (Average Percent Complete): 85.00 78.33 81.88 0.00 63.64 0.00 88.89 88.89 100.00 100.00

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

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

RIDOT is applying for various grants to complete the collection by 2026. RIDOT collected most of the data in 2016 as part of the MIRE data collection effort, however local data for some elements were not collected as part of this effort 

due to funding.
2020 Rhode Island Highway Safety Improvement Program

Page 38 of 39

Optional Attachments

Program Structure:

HSIP Manual_May8_FINAL.pdf

Project Implementation:

Safety Performance:

Evaluation:

Final Road Diet CMF Report.pdf

Compliance Assessment:
2020 Rhode Island Highway Safety Improvement Program

Page 39 of 39

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.