Page 1 of 42

CONNECTICUT 

2022 ANNUAL REPORT 

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

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

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

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

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

website (https://highways.dot.gov/safety/hsip/reporting) as required by law (23 U.S.C. 148(h)(3)(A)). 
2022 Connecticut Highway Safety Improvement Program

Page 2 of 42

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 .......................................................................................................................7

Project Implementation .......................................................................................................................15

Funds Programmed .........................................................................................................................15

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

Safety Performance ............................................................................................................................22

General Highway Safety Trends ......................................................................................................22

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

"Annual" Fatalities ...........................................................................................................................28

5-Year Moving Average ...................................................................................................................28

TARGET ..........................................................................................................................................28

"Annual" Serious Injuries .................................................................................................................28

5-Year Moving Average ...................................................................................................................28

TARGET ..........................................................................................................................................29

"Annual" Fatality Rate......................................................................................................................29

5-Year Moving Average ..................................................................................................................29

TARGET ..........................................................................................................................................29

"Annual" Serious Injury Rates .........................................................................................................30

5-Year Moving Average ...................................................................................................................30

TARGET ..........................................................................................................................................30

"Annual" Non-Motorist Fatalities and Serious Injuries .....................................................................31

5-Year Moving Average ...................................................................................................................31

TARGET .........................................................................................................................................31

Applicability of Special Rules ...........................................................................................................32

Evaluation ...........................................................................................................................................34

Program Effectiveness ....................................................................................................................34

Effectiveness of Groupings or Similar Types of Improvements .......................................................34

Project Effectiveness .......................................................................................................................37

Compliance Assessment.....................................................................................................................38

Optional Attachments ..........................................................................................................................41

Glossary ..............................................................................................................................................42
2022 Connecticut Highway Safety Improvement Program

Page 3 of 42

Disclaimer

Protection of Data from Discovery Admission into Evidence 

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

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

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

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

schedules, lists, or other data.” 

23 U.S.C. 407 states “Notwithstanding any other provision of law, reports, surveys, schedules, lists, or data 

compiled or collected for the purpose of identifying, evaluating, or planning the safety enhancement of potential 

accident sites, hazardous roadway conditions, or railway-highway crossings, pursuant to sections 130, 144, 

and 148 of this title or for the purpose of developing any highway safety construction improvement project 

which may be implemented utilizing Federal-aid highway funds shall not be subject to discovery or admitted 

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

damages arising from any occurrence at a location mentioned or addressed in such reports, surveys, 

schedules, lists, or data.” 
2022 Connecticut Highway Safety Improvement Program

Page 4 of 42

Executive Summary

The reporting period for 2022 is from October 1, 2020 to September 30, 2021. Connecticut's (5 year rolling 

average) fatalities and fatal crash rates have increased in calendar years 2019 and 2020. Both (5 year rolling 

average) serious injuries and the serious injury crash rate have seen little change in recent years. Connecticut 

uses HSIP resources to incorporate safety improvements across a broad range of maintenance, safety and 

non-infrastructure projects. Innovative methodologies developed and used by CTDOT will continue to identify 

more locations, on a statewide scale, with the greatest potential for crash reduction. Applications of new 

Highway Safety Manual concepts and systemic approaches are also being integrated into the HSIP program. 

The SHSP will target goals and devise strategies in each emphasis area to see where improvements can be 

made in order to support the vision of moving towards zero deaths. 

Since CT did not meets its 2020 safety performance targets, an HSIP Implementation Plan was prepared and 

submitted to the Division Office on June 30, 2022. CTDOT took this opportunity to re-evaluate its HSIP 

investments and identify gaps and deficiencies to ensure that projects identified, prioritized, and programmed 

have the best potential for reducing fatalities and serious injuries. Consideration is also being made to help CT 

meet safety performance targets in subsequent years.
2022 Connecticut Highway Safety Improvement Program

Page 5 of 42

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. 

CTDOT's Safety Engineering Section, which is located within the Division of Traffic Engineering, Bureau of 

Engineering and Construction utilizes both the spot improvement approach and the systemic approach to 

identify, select, and implement HSIP projects. The spot improvement approach, known as High Frequency 

Crash Locations (HFCL), results in safety investments at specific locations. The systemic approach leads to 

widespread implementation of treatments to reduce the potential for fatalities and/or serious injuries, 

regardless of if crashes occurred at a given site. Since many of CT's fatal and serious injury crashes are 

spread out across all public roads, the systemic approach provides an alternate method to identify and 

implement low-cost safety countermeasures addressing specific risk factors across the entire roadway 

network. As data becomes available, spot and systemic improvement projects will be evaluated to determine 

their effectiveness. 

Where is HSIP staff located within the State DOT? 

 Engineering

How are HSIP funds allocated in a State? 

• SHSP Emphasis Area Data 

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

Local Roads are addressed by the Local Road Safety Program (LRSP). The LRSP provides federal funding for 

safety-related improvements on the non-State-maintained roadways, to address hazardous elements identified 

at locations and along roadway sections. To address all public roads requirement, Regional Transportation 

Safety Plans (RTSP) have been prepared for each of the nine regional councils of government (COG). The 

RTSPs identify key safety issues for all public roads. The plans utilized are similar to Connecticut’s Strategic 

Highway Safety Plan (SHSP) but focused instead on the local and regional level needs of the individual 

communities and region. Since RTSPs include all public roads, communities have been made aware of 

potential or emerging safety issues on locally owned and maintained roadways and recommendations on how 

to address them. A program is being developed for the 9 RTSPs to apply for HSIP projects not on the State 

system. Project sponsors will be encouraged to examine a full range of options starting with low-cost spot and 

systemic treatments such as signs and pavement markings, to mid-range solutions such as traffic signals, 

turning lanes or roadway realignment. The applications will be reviewed and evaluated based on factors such 

as crash analysis, regional or local priority, and benefit/cost analysis. Additional program details will made 

available at a later date. Local road projects are also included in the HSIP Implementation Plan for FFY2022 
2022 Connecticut Highway Safety Improvement Program

Page 6 of 42

and for FFY2023. Projects selected are based on comprehensive data gathered; SHSP Emphasis Areas; and 

input from regional councils of government. 

Tribal roads open to public travel are located in Southeastern CT and are not included in the RTSPs. The 

Tribal Nations have been invited to participate in the transportation safety planning process under the SHSP on 

numerous occasions but have not yet been involved. In the past, the Bureau of Indian Affairs has contacted the 

Department to conduct RSAs on Tribal roads and CTDOT has willingly participated. It is acknowledged that 

tribal roads qualify for HSIP funding. Contact information for CT's State and Federal transportation officials are 

available under the Transportation Safety for Tribal Governments website. 

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

Bureaus, Divisions) are involved with HSIP planning. 

• Districts/Regions 

• Maintenance 

• Operations 

• Planning 

• Traffic Engineering/Safety 

Describe coordination with internal partners. 

The Safety Engineering Section within the Department's Division of Traffic Engineering conducts network 

screening on the state system to determine those intersection and segments that have the greatest potential 

for injury reduction. The lists are forwarded to the Operations Section within Traffic Engineering which reviews 

locations for possible highway safety improvements and the Highway Division’s Highway Management Unit 

(HMU). All of the sections coordinate and collaborate with each other as necessary. The study locations 

typically originate from internal databases, such as High Frequency Crash Location (HFCL) lists or via 

appointed and elected officials, town officials, or the public. Depending on the cost and scope of the 

countermeasure, CTDOT’s Office of Maintenance may be requested to implement low-cost improvements 

such as traffic signal timing changes, as well as installation of signs and pavement markings. In those 

situations where the scope of work is beyond the resources of the DOT’s Division of Maintenance, the 

Operations Section recommends a project for inclusion in the CTDOT’s Capital Improvement Plan. These 

safety projects are further developed, and plans, specifications, and estimates are taken on by the 

Department's Division of Highway Design. 

Identify which external partners are involved with HSIP planning. 

• FHWA 

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

• Other-Safety Circuit Rider Program 

Describe coordination with external partners. 

Discussion of ongoing and initiated safety projects to be included in the HSIP Plan with FHWA - Division 

Office. 

Regional Transportation Safety Plans (RTSP) have been prepared for all nine Councils of Government (COG) 

in CT. A program is being developed for the COGs to solicit member towns for candidate HSIP projects. 

CTDOT plans to evaluate all the projects received and will notify the COG if the project is selected for funding. 

The COGs then inform the member towns accordingly. In addition CTDOT participates in quarterly COG 

meetings to share latest safety information and answer any questions. 
2022 Connecticut Highway Safety Improvement Program

Page 7 of 42

The Department's Traffic Safety Engineering group works in partnership with CT's Safety Circuit Rider 

Program (CT SCR) which provides safety-related information, training, and technical assistance to local 

agencies. Some of the initiatives include coordination of Road Safety Assessments (RSA), collection and 

analysis of traffic volume data, identification of low cost safety improvements, assistance in the development of 

Local Road Safety Plans, development of a Connecticut Toolbox of Safety Resources, development of a series 

of Roadway Safety Briefs, and delivery of Local Road Safety Training. The CT SCR program also provides 

assistance to local agencies in understanding the capabilities of the new CT Crash Data Repository at the 

University of Connecticut (UCONN) and provides accurate information to local practitioners to make informed 

roadway safety decisions. 

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

elaborate. 

Projects can qualify for the Department's HSIP funds and placement on the HSIP Safety Project Plan when 

they are initiated from the following sources: 

- High Frequency Crash Locations (HFCL) 

- Local Road Safety Program (LRSP) 

- Railway-Highway Grade Crossing Program (RHGCP) 

- Projects supporting SHSP Emphasis Areas

- High Risk Rural Roads 

- Regional Transportation Safety Plans (RTSPs) 

- HSIP Implementation Plan 

Program Methodology 

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

implementation and evaluation processes? 

Yes 

See attached file. Guide is in the process of being updated to reflect change in personnel as well as 

additions/revisions in the Federal IIJA Legislation. 

Select the programs that are administered under the HSIP.

• Horizontal Curve 

• Intersection 

• Local Safety 

• Pedestrian Safety 

• Roadway Departure 

• Wrong Way Driving 

• Other-spot improvements (HFCL) 

Program: Horizontal Curve

Date of Program Methodology:7/1/2015

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety
2022 Connecticut Highway Safety Improvement Program

Page 8 of 42

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Horizontal curvature

• Functional classification

• Roadside features

What project identification methodology was used for this program? 

• Probability of specific crash types

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?

No

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

Horizontal curves projects on local roads are based on risk factors as well as input from the 

municipality.

How are projects under this program advanced for implementation?

• selection committee

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

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

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

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

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

Rank of Priority Consideration

Available funding:100

Program: Intersection

Date of Program Methodology:9/1/2020

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety
2022 Connecticut Highway Safety Improvement Program

Page 9 of 42

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Fatal and serious injury crashes 

only

• Traffic

• Volume

• Functional classification

• Roadside features

What project identification methodology was used for this program? 

• Probability of specific crash types

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• selection committee

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

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

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

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

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

Rank of Priority Consideration

Available funding:100

Program: Local Safety

Date of Program Methodology:7/1/2008

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 
2022 Connecticut Highway Safety Improvement Program

Page 10 of 42

• Other-As supplied by the 

applicant • Functional classification

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?

No

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

Submittals by the regional planning organizations. The submittals that meet the program's criteria are 

funded.

How are projects under this program advanced for implementation?

• Other-Submittals are checked for accuracy and if the improvement yields a b/c ratio greater 

than 1.0, the submittals are forwarded to financial to obtain funding

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

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

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

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

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

Rank of Priority Consideration

Ranking based on B/C:50

Available funding:50

Program: Pedestrian Safety

Date of Program Methodology:9/1/2014

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 
2022 Connecticut Highway Safety Improvement Program

Page 11 of 42

• All crashes

What project identification methodology was used for this program? 

• Crash frequency

• Probability of specific crash types

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• selection committee

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

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

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

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

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

Rank of Priority Consideration

Available funding:100

Program: Roadway Departure

Date of Program Methodology:7/1/2015

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic • Horizontal curvature

What project identification methodology was used for this program? 

• Probability of specific crash types
2022 Connecticut Highway Safety Improvement Program

Page 12 of 42

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• selection committee

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

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

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

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

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

Rank of Priority Consideration

Available funding:100

Program: Wrong Way Driving

Date of Program Methodology:7/1/2015

What is the justification for this program? 

• FHWA focused approach to safety

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Functional classification

• Roadside features

• Other-Interchange Geometry

What project identification methodology was used for this program? 

• Probability of specific crash types

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?
2022 Connecticut Highway Safety Improvement Program

Page 13 of 42

Yes

How are projects under this program advanced for implementation?

• selection committee

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

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

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

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

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

Rank of Priority Consideration

Available funding:100

Program: Other-spot improvements (HFCL)

Date of Program Methodology:7/1/2018

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Fatal and serious injury crashes 

only • Traffic

What project identification methodology was used for this program? 

• Crash frequency

• Probability of specific crash types

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

program?

No

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

How are projects under this program advanced for implementation?

• selection committee
2022 Connecticut Highway Safety Improvement Program

Page 14 of 42

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

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

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

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

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

Rank of Priority Consideration

Cost Effectiveness:1.0

What percentage of HSIP funds address systemic improvements? 

 14

 HSIP funds are used to address which of the following systemic 

improvements? 

• Add/Upgrade/Modify/Remove Traffic Signal 

• High friction surface treatment 

• Horizontal curve signs 

• Install/Improve Pavement Marking and/or Delineation 

• Install/Improve Signing 

• Wrong way driving treatments 

What process is used to identify potential countermeasures? 

• Crash data analysis 

• Data-driven safety analysis tools (HSM, CMF Clearinghouse, SafetyAnalyst, usRAP) 

• Engineering Study 

• Road Safety Assessment 

• SHSP/Local road safety plan

• Stakeholder input 

• Other-CT Roadway Safety Management System 

Does the State HSIP consider connected vehicles and ITS technologies? 

No

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

Yes 

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

CTDOT, in partnership with UCONN, is currently updating the agency's safety analysis tools and methods to 

match the six-step safety management process as described in the HSM. CT's Roadway Safety Management 

System (CRSMS) has a network screening module which is used to identify and rank sites with a higher than 

predicted crash frequency for specific roadway types, crash types, or the presence of a specific traffic control 

device. In the diagnosis module, users can create collision diagrams and crash trees as well as conduct a test 

of proportions. Condition diagrams are also available to provide a visual site overview and can be used in 

coordination with the collision diagram. CTDOT is also using IHSDM in the safety planning process to evaluate 

and compare design alternatives.
2022 Connecticut Highway Safety Improvement Program

Page 15 of 42

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) $19,308,248 $27,236,843 141.06%

HRRR Special Rule (23 

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

$300,000 $300,000 100%

Penalty Funds (23 U.S.C. 

154)

$7,395,434 $7,395,434 100%

Penalty Funds (23 U.S.C. 

164)

$0 $0 0%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$1,936,820 $2,061,820 106.45%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $0 $0 0%

Totals $28,940,502 $36,994,097 127.83%

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

safety projects? 

$644,832

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

$704,832

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

$17,014,826

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

$20,634,826

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
2022 Connecticut Highway Safety Improvement Program

Page 16 of 42

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

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

$15,256,418

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

the future.

None.
2022 Connecticut Highway Safety Improvement Program

Page 17 of 42

General Listing of Projects

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

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

0015-0335 Intersection 

geometry

Intersection geometry -

other

1 Intersections $24570 $24570 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 30 State 

Highway 

Agency

Spot Intersections reduce 

conflicts

0063-0720 Intersection 

geometry

Intersection geometry -

other

1 Intersections $50000 $234222 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 30 State 

Highway 

Agency

Spot Intersections reduce 

conflicts

0076-0224 Intersection 

geometry

Intersection geometry -

other

4 Intersections $32220 $35800 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 35 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0079-0238 Intersection 

geometry

Intersection geometry -

other

2 Intersections $32000 $35800 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 25 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0092-0681 Intersection 

geometry

Intersection geometry -

other

1 Intersections $108000 $120000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 35 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0102-0285 Intersection 

geometry

Intersection geometry -

other

1 Locations $139397 $154886 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 25 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0102-0364 Intersection 

traffic control

Intersection traffic control -

other

1 Locations $50000 $110430 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0156-0183 Intersection 

traffic control

Systemic improvements –

signal-controlled

1 Intersections $50000 $50000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 25 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0170-3490 Intersection 

traffic control

Modify traffic signal –

modernization/replacement

4 Intersections $1026252 $1628368 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0170-3490 Intersection 

traffic control

Modify traffic signal –

modernization/replacement

4 Intersections $81000 $90000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0171-0462 Intersection 

traffic control

Intersection traffic control -

other

34 Intersections $682500 $682500 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0171-0463 Intersection 

traffic control

Intersection traffic control -

other

200 Intersections $699000 $699000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0171-0488 Intersection 

traffic control

Intersection signing –other 200 Intersections $275000 $275000 Penalty 

Funds (23 

U.S.C. 154)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts
2022 Connecticut Highway Safety Improvement Program

Page 18 of 42

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

0172-0484 Intersection 

traffic control

Intersection traffic control - 

other

200 Intersections $2985068 $2985068 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0172-0485 Intersection 

traffic control

Intersection traffic control - 

other

200 Intersections $4572600 $4572600 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0172-0507 Intersection 

traffic control

Pavement markings 1 Locations $35000 $35000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0172-0521 Intersection 

traffic control

Pavement markings 1 Locations $80000 $80000 Penalty 

Funds (23 

U.S.C. 154)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0173-0460 Intersection 

traffic control

Modify traffic signal –other 2 Intersections $55742 $55742 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 25 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0173-0500 Intersection 

traffic control

Intersection traffic control - 

other

200 Intersections $50000 $407000 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0173-0500 Intersection 

traffic control

Intersection traffic control - 

other

200 Intersections $575000 $575000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0173-0501 Intersection 

traffic control

Intersection traffic control - 

other

200 Intersections $470500 $50000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0173-0501 Intersection 

traffic control

Intersection traffic control - 

other

200 Intersections $560000 $560000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0173-0528 Intersection 

traffic control

Pavement markings 1 Intersections $460000 $460000 Penalty 

Funds (23 

U.S.C. 154)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0174-0435 Intersection 

traffic control

Intersection traffic control - 

other

200 Intersections $425000 $425000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0174-0435 Intersection 

traffic control

Intersection traffic control - 

other

200 Intersections $50000 $50000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0174-0461 Intersection 

traffic control

Pavement markings 1 Intersections $175000 $175000 Penalty 

Funds (23 

U.S.C. 154)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Intersections reduce 

conflicts

0050-0224 Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

1 Intersections $210000 $210000 Penalty 

Funds (23 

U.S.C. 154)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts
2022 Connecticut Highway Safety Improvement Program

Page 19 of 42

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

0151-0338 Pedestrians and 

bicyclists

Pedestrian signal 200 Intersections $50000 $170000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 0 0 State 

Highway 

Agency

Spot Pedestrians reduce 

conflicts

0171-0454 Pedestrians and 

bicyclists

Modify existing crosswalk 11 Crosswalks $300477 $333863 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts

0171-0454 Pedestrians and 

bicyclists

Modify existing crosswalk 11 Crosswalks $27000 $30000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts

0171-0473 Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

14 Intersections $50000 $50000 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts

0171-0473 Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

14 Intersections $38000 $38000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts

0172-0495 Pedestrians and 

bicyclists

Modify existing crosswalk 50 Crosswalks $1537536 $1708373 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts

0172-0495 Pedestrians and 

bicyclists

Modify existing crosswalk 50 Crosswalks $67500 $75000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts

0172-0509 Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

30 Intersections $45000 $45000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts

0173-0507 Pedestrians and 

bicyclists

Modify existing crosswalk 50 Crosswalks $650543 $722825 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts

0173-0507 Pedestrians and 

bicyclists

Modify existing crosswalk 50 Crosswalks $27000 $30000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts

0173-0521 Pedestrians and 

bicyclists

Modify existing crosswalk 80 Intersections $127000 $127000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts

0174-0405 Pedestrians and 

bicyclists

Pedestrian signal - other 200 Signal heads $678689 $678689 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts

0174-0438 Pedestrians and 

bicyclists

Rapid Rectangular 

Flashing Beacons (RRFB)

50 Crosswalks $1503376 $1670418 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts

0174-0438 Pedestrians and 

bicyclists

Rapid Rectangular 

Flashing Beacons (RRFB)

50 Crosswalks $36000 $40000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Pedestrians reduce 

conflicts
2022 Connecticut Highway Safety Improvement Program

Page 20 of 42

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

0170-3595 Roadway Roadway - other 1 Locations $50000 $50000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Keep drivers 

on road

0170-3597 Roadway Rumble strips – center 1 Locations $14851 $14851 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Keep drivers 

on road

0171-0440 Roadway Roadway - other 1 Locations $2212217 $2212217 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Keep drivers 

on road

0171-0469 Roadway Pavement surface – high 

friction surface

1 Locations $2400801 $2485744 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Keep drivers 

on road

0171-0489 Roadway Pavement surface – high 

friction surface

1 Locations $157500 $175000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Keep drivers 

on road

0172-0477 Roadway Roadway - other 1 Locations $50000 $50000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Keep drivers 

on road

0172-0506 Roadway Pavement surface – high 

friction surface

1 Locations $2782594 $2870004 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Keep drivers 

on road

0173-0485 Roadway Roadway - other 1 Locations $271303 $271303 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Keep drivers 

on road

0173-0518 Roadway Pavement surface – high 

friction surface

1 Locations $50000 $287822 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Keep drivers 

on road

0173-0518 Roadway Pavement surface – high 

friction surface

1 Locations $67500 $75000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Keep drivers 

on road

0174-0449 Roadway Roadway - other 1 Locations $95000 $95000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Keep drivers 

on road

0174-0450 Roadway Pavement surface – high 

friction surface

1 Locations $50000 $397540 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Keep drivers 

on road

0174-0450 Roadway Pavement surface – high 

friction surface

1 Locations $67500 $75000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Roadway 

Departure

Keep drivers 

on road

0093-0241 Miscellaneous Data collection 1 Numbers $2243716 $2243716 Penalty 

Funds (23 

U.S.C. 154)

N/A N/A 0 0 State 

Highway 

Agency

Systemic Data other
2022 Connecticut Highway Safety Improvement Program

Page 21 of 42

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

0093-0242 Miscellaneous SHSP Development 1 Numbers $870820 $870820 Penalty 

Funds (23 

U.S.C. 154)

N/A N/A 0 0 State 

Highway 

Agency

Systemic Data other

0099-0114 Railroad grade 

crossings

Active grade crossing 

equipment 

installation/upgrade

50 Locations $1284930 $1427700 HSIP (23 

U.S.C. 148)

N/A N/A 0 0 State 

Highway 

Agency

Spot Intersections other

0099-0115 Railroad grade 

crossings

Active grade crossing 

equipment 

installation/upgrade

50 Locations $539427 $539427 HSIP (23 

U.S.C. 148)

N/A N/A 0 0 State 

Highway 

Agency

Spot Intersections other

0139-0103 Railroad grade 

crossings

Active grade crossing 

equipment 

installation/upgrade

50 Locations $591200 $656889 HSIP (23 

U.S.C. 148)

N/A N/A 0 0 State 

Highway 

Agency

Spot Intersections other

0170-3565 Miscellaneous Data analysis 1 Numbers $1752572 $1752572 Penalty 

Funds (23 

U.S.C. 154)

N/A N/A 0 0 State 

Highway 

Agency

Systemic Data other

0170-3566 Speed 

management

Speed management - other 1 Signs $328200 $328000 HSIP (23 

U.S.C. 148)

N/A N/A 0 0 State 

Highway 

Agency

Systemic Data other

0170-3621 Miscellaneous SHSP Development 1 Numbers $125000 $125000 Penalty 

Funds (23 

U.S.C. 154)

N/A N/A 0 0 State 

Highway 

Agency

Systemic Data other

0170-3624 Miscellaneous Data analysis 1 Locations $450476 $450476 Penalty 

Funds (23 

U.S.C. 154)

N/A N/A 0 0 State 

Highway 

Agency

Systemic Data other

0170-3628 Miscellaneous Local road safety plans 1 Locations $4813180 $4813180 HSIP (23 

U.S.C. 148)

N/A N/A 0 0 State 

Highway 

Agency

Systemic Data other

0170-3630 Speed 

management

Speed management - other 1 Locations $650000 $650000 Penalty 

Funds (23 

U.S.C. 154)

N/A N/A 0 0 State 

Highway 

Agency

Systemic Data other

0170-3631 Miscellaneous Transportation safety 

planning

1 Numbers $504000 $560000 Penalty 

Funds (23 

U.S.C. 154)

N/A N/A 0 0 State 

Highway 

Agency

Systemic Data other
2022 Connecticut Highway Safety Improvement Program

Page 22 of 42

Safety Performance

General Highway Safety Trends 

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

years.

PERFORMANCE 

MEASURES 2013 2014 2015 2016 2017 2018 2019 2020 2021

Fatalities 286 248 270 304 281 293 249 295 327

Serious Injuries 1,523 1,356 1,526 1,689 1,641 1,361 1,344 1,304 1,521

Fatality rate (per 

HMVMT)

0.924 0.795 0.855 0.961 0.892 0.930 0.788 0.988 1.064

Serious injury rate (per 

HMVMT)

4.920 4.348 4.830 5.338 5.210 4.308 4.253 4.127 4.951

Number non-motorized 

fatalities

40 51 49 65 52 61 59 63 58

Number of nonmotorized serious 

injuries

226 210 251 307 302 255 247 197 213
2022 Connecticut Highway Safety Improvement Program

Page 23 of 42

0

50

100

150

200

250

300

350

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

200

400

600

800

1000

1200

1400

1600

1800

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2022 Connecticut Highway Safety Improvement Program

Page 24 of 42

0

0.2

0.4

0.6

0.8

1

1.2

2013 2014 2015 2016 2017 2018 2019 2020 2021

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

2013 2014 2015 2016 2017 2018 2019 2020 2021

Serious injury rate (per HMVMT)

Serious injury rate (per HMVMT) 5 Year Rolling Avg.
2022 Connecticut Highway Safety Improvement Program

Page 25 of 42

Describe fatality data source. 

FARS

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

ownership. 

Year 2020

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

Rural Principal 

Arterial (RPA) - 

Interstate

1.8 0.37

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

Rural Minor Arterial

Rural Minor Collector

Rural Major Collector

0

50

100

150

200

250

300

350

400

2013 2014 2015 2016 2017 2018 2019 2020 2021

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.
2022 Connecticut Highway Safety Improvement Program

Page 26 of 42

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

Rural Local Road or 

Street

Urban Principal 

Arterial (UPA) - 

Interstate

43.2 0.44

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

24.4 0.58

Urban Principal 

Arterial (UPA) - Other

58.6 1.54

Urban Minor Arterial 81.8 1.58

Urban Minor Collector

Urban Major Collector 37.8 1.45

Urban Local Road or 

Street

30.8 1.22
2022 Connecticut Highway Safety Improvement Program

Page 27 of 42

Year 2018

Roadways Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

State Highway 

Agency

196.4 479.4

County Highway 

Agency

Town or Township 

Highway Agency

83 747.2

City or Municipal 

Highway Agency

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

Safety Performance Targets 

Safety Performance Targets 

Calendar Year 2023 Targets *

Number of Fatalities:270.0

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

Page 28 of 42

"Annual" Fatalities

· The annual number of fatalities has fluctuated from year to year. There was a declining trend until 

2019 after a high point of 304 fatalities in the year 2016. However, the trend started to reverse in 2020 with the 

COVID-19 pandemic. The years 2020 and 2021 saw a dramatic increase in fatalities in Connecticut and was 

observed at the national level as well. The 2021 preliminary data suggest 327 fatalities which is a 11% 

increase over 2020 in Connecticut. 

· A time series regression analysis was conducted to project the likely number of fatalities in 2022 and 

2023 (our target year). Based on this regression analysis, the projected fatalities are around 317, but there is a 

significant amount of statistical variance around the projection.

5-Year Moving Average

· The 5-year moving average trendline shows the projected fatalities of around 292, lower than the 

projection with the annual numbers for the target year of 2023. 

TARGET

· CTDOT is choosing to maintain a 2023 fatality target of 270.0. The selection is based on careful 

consideration of the following:

1. CTDOT has chosen to set an aggressive target that will move the state back toward fatality levels 

experienced in 2014-2015 and 2019 before the impact of the COVID-19 pandemic. 

2. Prior to the COVID-19 pandemic, there had been a decreasing trend in the number of fatalities for the past 

couple of years with safety related infrastructure projects as well as enforcement and educational campaigns. 

CTDOT recognizes that 2020 and 2021 were unusual years with the COVID-19 pandemic which resulted in 

higher-than-expected traffic fatalities. This was an unexpected consequence observed in most of the states in 

the U.S. 

Number of Serious Injuries:1300.0

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

"Annual" Serious Injuries

· The annual number of serious injuries has fluctuated from year to year, but the annual data also 

suggest a downward trend since a high point of 1778 in 2012. 

· A time series regression analysis was conducted to project the likely number of serious injuries in 

2022 and 2023 (our target year). The preliminary data for 2021 suggest an uptick in the number of serious 

injuries but based on the regression analysis, we should expect a reduction in serious injuries. This decrease is 

expected to bring the annual number down to around 1350, but there is a significant amount of statistical 

variance around the projection.

5-Year Moving Average
2022 Connecticut Highway Safety Improvement Program

Page 29 of 42

· Unlike the case for fatalities, the 5-year moving average for serious injuries is exhibiting a steady 

downward trend. Nonetheless, there is still a small difference between the 5-year average trendline and the 

annual regression analysis forecast. The 5-year average is expected to fall to around 1399, while the 

regression forecast is around 1350. 

TARGET

· CTDOT is choosing to maintain a 2023 target of 1300.0 serious injuries. The selection is based on 

careful consideration of the following:

1. The 2 trendlines in the graph suggest the actual value should fall closer to 1350-1399.

CTDOT wants to set an aggressive target that will move the state back toward serious injury levels 

experienced in 2020 and lower. At the beginning of the COVID-19 pandemic in 2020 the number of 

fatalities increased but the number of serious injuries decreased. 

Fatality Rate:0.850

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

"Annual" Fatality Rate

· The annual fatality rate has fluctuated from year to year, but the annual data suggest an upward 

trend since the start of the COVID-19 pandemic. In 2020, the VMT dropped by approximately 6% compared to 

2019. However, the number of fatalities continued to increase reaching high points of 0.988 fatalities/100 

million VMT in 2020 during the COVID-19 pandemic. Preliminary 2021 data suggest a further increase in the 

fatality rate.

· A time series regression analysis was conducted to project the likely number of fatalities in 2022 and 

2023 (our target year). Based on the regression analysis the projected fatality rate is around 1.031, but there is 

a significant amount of statistical variance around the projection.

5-Year Moving Average 

· In parallel with the annual numbers, the 5-year moving average is exhibiting an upward trend. The 

trendline for the 5-year moving average suggests the fatality rate could increase to 0.942 in 2023. 

TARGET

· CTDOT is choosing to maintain an aggressive target of 0.850 in 2023. The selection is based on 

careful consideration of the following: 

1. The 2 trendlines in the graph suggest the actual value may be between 0.942 and 1.031. These trends are 

higher due to the impact of the COVID-19 pandemic on the number of fatalities and the VMT.

2. CTDOT wants to set an aggressive target that will move the state back toward fatality rate levels 

experienced in 2014-2015 and 2019 time periods before the impact of the COVID-19 pandemic. 
2022 Connecticut Highway Safety Improvement Program

Page 30 of 42

3. CTDOT recognizes that 2020 and 2021 were unusual years with the COVID-19 pandemic when Connecticut 

saw an increase in traffic fatalities even though the traffic volume dropped. This resulted in higher fatality rate 

in 2020 and the increase in fatalities has continued in 2021 which will likely push the fatality rate even higher. 

4. The latest available NHTSA data for 2019 suggest that historically, Connecticut has one of the lowest fatality 

rates in the country. In 2019, it had a fatality rate of 0.788 that was the 8th lowest rate nationwide, while the 

national fatality rate of 1.11 was 41% higher than Connecticut. In 2020, during the COVID-19 pandemic, 

Connecticut's fatality rate increased to 0.988. Early estimates from NHTSA suggest a national fatality rate of 

1.37 in 2020 which is 39% higher than Connecticut.[1] Connecticut is choosing to strive for a lower rate by 

setting a target at 0.850 for 2023. The goal is to return to pre-COVID-19 pandemic levels.

[1] NHTSA Report No. DOT HS 813 118. Early Estimates of Motor Vehicle Traffic Fatalities and Fatality Rate 

by Sub-Categories in 2020

Serious Injury Rate:4.300

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

"Annual" Serious Injury Rates

· The annual serious injury rates have fluctuated from year to year, but the annual data suggest a 

downward trend since a high point of 5.686 serious injuries/100 million VMT in 2012. 

· A time series regression analysis was conducted to project the likely serious injury rates in 2022 and 

2023 (our target year). Based on the regression analysis, we should expect a continuing reduction in serious 

injury rates. This decrease is expected to bring the annual rate down to 4.414-4.495, but there is a significant 

amount of statistical variance around the projection.

5-Year Moving Average

· Unlike the case for fatality rates, the 5-year moving average for serious injury rates is exhibiting a 

steady downward trend. Nonetheless, there is still a small difference between the 5-year average trendline and 

the annual regression analysis forecast. The 5-year average is expected to fall to around 4.495, while the 

regression forecast is 4.414. 

TARGET

· CTDOT is choosing to maintain a 2023 target of 4.300 serious injuries/100 million VMT. The selection 

is based on careful consideration of the following:

1. The 2 trendlines in the graph suggest the actual value should fall between 4.414-4.495, but CTDOT wants to 

set an aggressive target that will move the state back toward fatality rate levels experienced in 2018 and lower.

CTDOT recognizes that 2020 and 2021 were unusual years with the COVID-19 pandemic. There was 

a decrease in the number of serious injuries likely due to a reduction in traffic volume in 2020 

whereas, the preliminary data for 2021 suggest an increase in the number of serious injuries with the 

traffic volume returning closer to the pre-COVID-19 pandemic times.

Total Number of Non-Motorized Fatalities and Serious Injuries:280.0
2022 Connecticut Highway Safety Improvement Program

Page 31 of 42

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

"Annual" Non-Motorist Fatalities and Serious Injuries

· The annual number of non-motorist fatalities and serious injuries has fluctuated from year to year, but 

the annual data suggest a downward trend since a high point of 372 in 2016. 

· A time series regression analysis was conducted to project the likely number of non-motorist fatalities 

and serious injuries in 2022 and 2023 (our target year). The regression analysis, suggest a small increase to 

around 306.4-308.8 similar to the 2019 pre-COVID-19 pandemic number. There is a significant amount of 

statistical variance around the projection.

5-Year Moving Average

· Similar to the "annual" projection, the 5-year moving average for non-motorist fatalities and serious 

injuries is projecting an increase although there is a significant difference between the 5-year moving average 

trendline and the annual regression analysis forecast. The 5-year moving average is expected to increase to 

around 326.0, while the regression forecast is 308.8 for the year 2023. 

TARGET 

· CTDOT is choosing to maintain a 2023 target of 280.0 non-motorist fatalities and serious injuries. 

The selection is based on careful consideration of the following:

1. High Priority for Pedestrian Safety. The safety of pedestrians became a major issue in Connecticut when 

pedestrian fatalities unexpectedly jumped in 2014. While it was part of a larger national trend, it raised great 

concern in a state that is heavily urbanized and where walking and bicycling are essential modes of transport 

for many residents. These forms of active transportation are also increasingly popular forms of physical 

exercise. CTDOT adopted pedestrian safety as a high priority and has a major program to improve safety and 

expand opportunities for walking and bicycling. Several safety-related infrastructure projects were undertaken 

from 2015-2021 to improve the conspicuity of traffic control devices for non-motorized road users including but 

not limited to marked crosswalk enhancements and other signing. Connecticut remains committed to these 

goals. 

In addition, there were several changes to the non-motorist Safety Laws in Connecticut in 2021 with the 

Connecticut House Bill No. 5429, which included the following:

· Pedestrian Law – § 1 — YIELDING TO PEDESTRIANS AT CROSSWALKS: Expands the 

circumstances under which drivers must yield to pedestrians at uncontrolled crosswalks

· Dooring Law – § 4 — DOORING: Prohibits causing physical contact with moving traffic by 

(1) opening a vehicle door or (2) leaving it open longer than necessary to load or unload passengers 

· Speed Limit Law – §§ 6-12 — LOCAL ROAD SPEED LIMITS AND PEDESTRIAN 

SAFETY ZONES: Allows municipalities to establish speed limits on local roads without OSTA approval and 

allows for the establishment of pedestrian safety zones with speed limits as low as 20 mph in downtown 

districts, community centers, and areas around hospitals

2. Aggressive Target. The CTDOT wants to set an aggressive target that will move the state back toward 

fatality rate levels experienced in 2014 and lower.
2022 Connecticut Highway Safety Improvement Program

Page 32 of 42

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

safety performance targets. 

Internal coordination between the Highway Safety Office (HSO) and Traffic Engineering began in the Spring of 

2022. The HSO's contractor prepared initial targets for each of the safety performance targets for discussion. 

Once the draft targets were approved at the staff level, they were forwarded to CTDOT management for 

discussion and approval. After the targets were approved, CTDOT hosted a meeting with the MPOs to discuss 

safety performance targets. During the meeting, there was a presentation and discussion on Federal reporting 

requirements, deadlines, and an assessment on past and current trends. 

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2021 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 270.0 289.0

Number of Serious Injuries 1360.0 1434.2

Fatality Rate 0.850 0.932

Serious Injury Rate 4.300 4.570

Non-Motorized Fatalities and 

Serious Injuries

300.0 301.4

Number of Fatalities: 

Preliminary data suggests that target will not be achieved and is slightly worse than baseline.

Number of Serious Injuries: 

Preliminary data suggests that target will not be achieved and is slightly worse than baseline.

Fatality Rate: 

Preliminary data suggests that target will not be achieved and is slightly worse than baseline.

Serious Injury Rate (per HMVMT): 

Preliminary data suggests that target will not be achieved and is slightly worse than baseline.

Number of Non-Motorized Fatalities and Serious Injuries: 

Preliminary data suggests that target will not be achieved and is slightly worse than baseline.

Applicability of Special Rules

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

No
2022 Connecticut Highway Safety Improvement Program

Page 33 of 42

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

years of age and older for the past seven years.

PERFORMANCE 

MEASURES 2015 2016 2017 2018 2019 2020 2021

Number of Older Driver 

and Pedestrian Fatalities

38 50 53 40 53 42 48

Number of Older Driver 

and Pedestrian Serious 

Injuries

124 120 132 117 137 138 152
2022 Connecticut Highway Safety Improvement Program

Page 34 of 42

Evaluation

Program Effectiveness 

How does the State measure effectiveness of the HSIP? 

• Change in fatalities and serious injuries 

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

the State's program level evaluations. 

During COVID the traffic volume decreased by almost 50% and as a result there was an increase in speeding 

and aggressive driving behavior which has continued as the traffic volumes get back to normal. As a result i t is 

difficult to evaluate the State's HSIP program. The safety effectiveness evaluation module within the CT 

Roadway Safety Management System (CRSMS) will allow users to evaluate individual project(s). 

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

success of the Highway Safety Improvement Program? 

• HSIP Obligations 

• Increased awareness of safety and data-driven process 

• Increased focus on local road safety 

• More systemic programs 

Effectiveness of Groupings or Similar Types of Improvements 

Present and describe trends in SHSP emphasis area performance measures. 

Year 2021

SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

 (per HMVMT)

(5-yr avg)

Serious Injury 

Rate

 (per HMVMT)

(5-yr avg)

Roadway Departure 176.8 462.6 0.56 1.47

Intersections 65 587.8 0.21 1.86

Pedestrians 55.4 195.4 0.18 0.62

Bicyclists 14.6 29.6 0.01 0.1

Older Drivers 30.2 100.8 0.1 0.32

Motorcyclists 52.4 229.4 0.17 0.73

Work Zones 4 6.6 0.01 0.02

Young Drivers 41.2 206.6 0.13 0.65
2022 Connecticut Highway Safety Improvement Program

Page 35 of 42

0

20

40

60

80

100

120

140

160

180

200

Fatalities

Number of Fatalities 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021

0

100

200

300

400

500

600

700

Serious Injuries

Number of Serious Injuries 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021
2022 Connecticut Highway Safety Improvement Program

Page 36 of 42

0

0.1

0.2

0.3

0.4

0.5

0.6

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021

0

0.5

1

1.5

2

2.5

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021
2022 Connecticut Highway Safety Improvement Program

Page 37 of 42

Project Effectiveness

Provide the following information for previously implemented projects that the State evaluated this reporting period. 
2022 Connecticut Highway Safety Improvement Program

Page 38 of 42

Compliance Assessment

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

 05/01/2022

What are the years being covered by the current SHSP? 

From: 2022 To: 2026

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

 2026

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 90 99 65 99

Route Number (8) 

[8]

100 100

Route/Street Name 

(9) [9]

100 100

Federal Aid/Route 

Type (21) [21]

100 100

Rural/Urban 

Designation (20) [20]

100 100 99 99

Surface Type (23) 

[24]

100 100 90 99

Begin Point 

Segment Descriptor 

(10) [10]

100 100 90 99 65 99

End Point Segment 

Descriptor (11) [11]

100 100 90 99 65 99

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

100 100

Functional Class 

(19) [19]

100 100 99 99 100 90
2022 Connecticut Highway Safety Improvement Program

Page 39 of 42

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]

95 50

Access Control (22) 

[23]

100 100

One/Two Way 

Operations (91) [93]

100 100

Number of Through 

Lanes (31) [32]

100 100 99 99

Average Annual 

Daily Traffic (79) [81]

100 100 99 99

AADT Year (80) [82] 100 100

Type of 

Governmental 

Ownership (4) [4]

100 100 99 99 99 90

INTERSECTION Unique Junction 

Identifier (120) [110]

100 100

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

100 100

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

100 100

Intersection/Junction 

Geometry (126) 

[116]

100 100

Intersection/Junction 

Traffic Control (131) 

[131]

100 100

AADT for Each 

Intersecting Road 

(79) [81]

100 100

AADT Year (80) [82] 100 100

Unique Approach 

Identifier (139) [129]

100 100

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

100 100

Location Identifier 

for Roadway at 

100 100
2022 Connecticut Highway Safety Improvement Program

Page 40 of 42

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]

100 100

Ramp Length (187) 

[177]

100 100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

100 100

Roadway Type at 

End Ramp Terminal 

(199) [189]

100 100

Interchange Type 

(182) [172]

100 100

Ramp AADT (191) 

[181]

100 100

Year of Ramp AADT 

(192) [182]

100 100

Functional Class 

(19) [19]

100 100

Type of 

Governmental 

Ownership (4) [4]

100 100

Totals (Average Percent Complete): 99.72 97.22 100.00 100.00 100.00 100.00 95.00 99.00 78.80 95.40

*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. 

https://portal.ct.gov/-/media/DOT/documents/dhighwaysafety/TRCC/Traffic-Records-Strategic-Plan-2021.pdf 

MIRE FDE section begins on page 36
2022 Connecticut Highway Safety Improvement Program

Page 41 of 42

Optional Attachments

Program Structure:

CT HSIP guide.pdf

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2022 Connecticut Highway Safety Improvement Program

Page 42 of 42

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.