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RHODE ISLAND

2021 ANNUAL REPORT

U.S. Department ofTransportation 

Federal Highway Administration 

HIGHWAY SAFETY 

IMPROVEMENT PROGRAM 

Photo source: Federal Highway Administration
2021 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 .......................................................................................................................18

Funds Programmed.........................................................................................................................18

General Listing of Projects ..............................................................................................................20

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

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

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

Applicability of Special Rules...........................................................................................................29

Evaluation ...........................................................................................................................................30

Program Effectiveness ....................................................................................................................30

Effectiveness of Groupings or Similar Types of Improvements .......................................................30

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

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

Optional Attachments..........................................................................................................................39

Glossary..............................................................................................................................................40
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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

On behalf of the Rhode Island Department of Transportation (RIDOT) and the Office on Safety we are pleased 

to present the Highway Safety Improvement Program Annual Report for FY21.

In the past year, RIDOT has continued to make strides in the HSIP, including development of several systemic 

programs; streamlined effort to install countermeasures, and expanded local road program.

RIDOT has shifted most of our funding to the systemic program to help stretch our limited safety dollars. 

RIDOT develop a systemic, risk based GIS-based tool for both the STEP and Horizontal Curve programs. 

These 2 programs will help address over half of the fatal and serious injury crashes. 

RIDOT also began developing a Master Price Agreement (MPA) that can streamline the installation of 

improvements within 3-6 months from diagnosis as well as help save on overhead costs often seen in larger 

construction projects. RIDOT revised their State TIP to include the MPA starting in FY22. 

RIDOT also began to develop a Local Road program to help locals address safety issues. RIDOT participated 

in a FHWA Local Road Safety Plan workshop and plans to expand the program in FY22.
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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 focuses on three programs: Roadway Departure; 

Pedestrian/Bike; and Angle Crashes.

The roadway departure program uses both systemic, risk based approach for curves and clear zones. 

Crash frequency and SPFs are used to identify hot spots on tangent segments.

The Ped/Bike program uses a systemic, risk based approach using the STEP tool RIDOT recently 

developed. This tool uses over 20 attributes to assign a risk for each unsignalized crossings. For 

signalized crossings, RIDOT is developing a systemic tool in FY22.

The angle crash program currently uses frequency. RIDOT is developing a systemic risk based tool in 

FY22. 

For diagnosis, RIDOT conducts RSAs at most locations. For systemic treatments (curves, mid-block 

crossing), RIDOT often performs a smaller site visit. 

For countermeasure identification, RIDOT relies on FHWA low-cost proven safety 

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

countermeasure identification. 

Improvements are designed and implemented in 3 ways: RIDOT Maintenance; Master Price 

Agreement (MPA-ID/IQ) or Project Management. RIDOT Maintenance and MPA allows RIDOT to 

streamline low-cost improvements (guardrail, signage, striping, tree removal) between 1 month and 1 

year from diagnosis. Project Management is reserves for larger construction projects (roundabout, 

traffic signal replacement) and can take 1-3 years form diagnosis, funding dependent.

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. 

RIDOT has developed a CMF for Road Diets and is currently developing them for Curve Delineation and High 

Friction. 
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Where is HSIP staff located within the State DOT? 

 Engineering

Traffic Safety reports to the Chief Engineer. However they actively coordinate with Planning, Operations, and 

Design (Project Management) as part of the HSIP.

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. 

As part of RIDOT's Horizontal Curve Program, all roadways will be reviewed for conformance.

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 multiple 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.

Implementation

To help streamline lower cost improvements on all (state and local) road 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 FY2021. 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
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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

• 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 FY22.

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.

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 HSIP program administration practices that have changed since the last 

reporting period.

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 FY2021. This will be funded with HSIP funds and will enable RIDOT to reduce project 
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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.

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. This is currently underway and will be provided when final.

Select the programs that are administered under the HSIP.

• Horizontal Curve

• HRRR

• Right Angle Crash

• Roadway Departure

• Safe Corridor

• Wrong Way Driving

• Other-Vulnerable Road Users

Program: Horizontal Curve

Date of Program Methodology:8/2/2021

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

• Traffic

• Volume

• Lane miles

• Horizontal curvature

• Functional classification

• Roadside features

What project identification methodology was used for this program? 

• Other-Probability of 

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?
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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

Other-Systemic Risk Score:75

Other-Number of K & A:25

Program: HRRR

Date of Program Methodology:2/8/2021

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

• Other-HRRR Special Rule

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

• Traffic

• Volume

• Horizontal curvature

• Functional classification

What project identification methodology was used for this program? 

• Crash rate

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?
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• 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:40

Available funding:20

Other-Systemic Risk Score:40

Total Relative Weight:100

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

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

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

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

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

Relative Weight in Scoring

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

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
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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

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
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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 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
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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 

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

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

Rank of Priority Consideration

Other-Systemic Risk Score:100

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
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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 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?

 50

 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

• 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

• Other-Crash Modification Clearninghouse

• Other-NCHRP Report 500 Series
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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 recently finished a pilot with May Mobility on a Transit AV shuttle. Safety data is being reviewed by the 

Traffic Safety Section and will be discussed as part of the upcoming newly developed SHSP CAV Emphasis 

Area as part of RIDOT's SHSP 5 year update.

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

All new traffic signals are CAV (V2I) ready. 

RIDOT is exploring pilot programs such as over-height detection for bridge strikes and Wrong Way Driving.

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.

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 (please note that this is currently being 

updated)

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 has also advanced a systemic, risk based analysis for horizontal curves and is currently collecting data 

to advance signalized intersection and roadway departure systemic programs in FY21-22.

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
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(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) $14,500,000 $18,296,990 126.19%

HRRR Special Rule (23 

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

$900,000 $900,000 100%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$2,540,877 $2,540,877 100%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$100,000 $100,000 100%

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

Totals $18,140,877 $21,937,867 120.93%

HSIP programmed is what is apportioned in FY21. HSIP obligated includes prior year funds obligated.

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

safety projects?

$4,000,000

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

$4,000,000

Local roads are included in multiple projects that also include state maintained roadways.

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

$1,500,000

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

$1,500,000

Includes SHSP and HSIP planning (systemic development, CMFs, SPFs) and RSAs.
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How much funding was transferred in to the HSIP from other core program areas 

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

$0

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

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

$0

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

the future.

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 

FY2021. 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.
2021 Rhode Island Highway Safety Improvement Program

Page 20 of 40

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

Statewide 

Roadway 

Departure 

Mitigation 

2020

Roadside Barrier- metal 5 Miles $1800000 $3000000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialInterstate55,000 65 State 

Highway 

Agency

Systemic Roadway 

Departure

Roadway 

Departure 

HRRR 2021 Roadside Roadside - other 5 Curves $2424854 $2427854 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Multiple/Varies Multiple/Varies 25,000 50 State 

Highway 

Agency

Systemic Roadway 

Departure

Statewide 

Curves

Roadway signs 

and traffic 

control

Curve-related 

warning signs 

and flashers

15 Curves $200000 $200000 State and 

Local Funds

Multiple/Varies Multiple/Varies 15,000 35 State 

Highway 

Agency

Systemic Roadway 

Departure

I-295 at Route 

114 

Intersection 

Safety 

Improvements 

Intersection 

traffic control

Modify control –

Modern 

Roundabout

2 Intersections $2257441 $8000000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther25,000 35 State 

Highway 

Agency

Spot Intersections

Statewide 

Roadway 

Departure 

Mitigation 

2021

Roadside Barrier- metal 5 Miles $1123222 $1123222 HSIP (23 

U.S.C. 148)

Urban Principal ArterialInterstate55,000 65 State 

Highway 

Agency

Systemic Roadway 

Departure

Route 37 

West at Natick 

Avenue 

Alignment Horizontal curve 

realignment

1 Curves $2179413 $2179413 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther Freeways & 

Expressways

40,000 40 City or 

Municipal 

Highway 

Agency

Spot Lane 

Departure

HSIP On-Call Miscellaneous Transportation 

safety planning

5 Contract $1800000 $3000000 HSIP (23 

U.S.C. 148)

N/A N/A 55,000 65 N/A Systemic ALL Roadway 

Departure 

SHSP Miscellaneous SHSP 

Development

5 Contract $1800000 $3000000 HSIP (23 

U.S.C. 148)

N/A N/A 55,000 65 N/A Systemic ALL Roadway 

Departure 

2021 

Intersection & 

Crosswalk 

Safety 

Contract 2

Pedestrians and 

bicyclists

Rapid 

Rectangular 

Flashing 

Beacons (RRFB)

5 Intersections $1800000 $3000000 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 55,000 65 State 

Highway 

Agency

Systemic Pedestrians Roadway 

Departure 

2021 

Intersection & 

Crosswalk 

Safety 

Contract 1

Pedestrians and 

bicyclists

Pedestrian 

warning signs

5 Crosswalks $1800000 $3000000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 55,000 65 State and 

Local 

Systemic Pedestrians Roadway 

Departure 
2021 Rhode Island Highway Safety Improvement Program

Page 21 of 40

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

2019 STC Intersection 

traffic control

Intersection 

traffic control - 

other

5 Intersections $1800000 $3000000 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 55,000 65 State and 

Local 

Systemic Intersections Roadway 

Departure 

Safety 

Improvements 

to Aquidneck 

Avenue

Intersection 

traffic control

Modify traffic 

signal timing – 

left-turn phasing

5 Intersections $1800000 $3000000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther55,000 65 State 

Highway 

Agency

Systemic Intersections Roadway 

Departure 

Intersection 

Improvements 

to Route 6

Roadway signs 

and traffic 

control

Sign sheeting -

upgrade or 

replacement

5 Miles $1800000 $3000000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther55,000 65 State 

Highway 

Agency

Systemic Intersections Roadway 

Departure 

ESTIMATE ONLY---TO BE UPDATED IN SEPT ONCE ALL PROJECTS ARE OBLIGATED.
2021 Rhode Island Highway Safety Improvement Program

Page 22 of 40

Safety Performance

General Highway Safety Trends

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

years.

PERFORMANCE 

MEASURES 2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities 64 65 51 45 51 84 59 57 67

Serious Injuries 422 366 438 427 407 322 313 308 272

Fatality rate (per 

HMVMT)

0.820 0.840 0.660 0.570 0.640 1.050 0.734 0.743 1.020

Serious injury rate (per 

HMVMT)

5.405 4.707 5.705 5.451 5.108 4.024 3.908 3.837 4.150

Number non-motorized 

fatalities

7 17 14 8 16 23 9 8 19

Number of nonmotorized serious 

injuries

88 69 75 80 57 74 52 63 70
2021 Rhode Island Highway Safety Improvement Program

Page 23 of 40

0

10

20

30

40

50

60

70

80

90

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities 5 Year Rolling Avg.

Annual Fatalities

0

50

100

150

200

250

300

350

400

450

500

2012 2013 2014 2015 2016 2017 2018 2019 2020

Serious Injuries 5 Year Rolling Avg.

Annual Serious Injuries
2021 Rhode Island Highway Safety Improvement Program

Page 24 of 40

0

0.2

0.4

0.6

0.8

1

1.2

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatality rate (per HMVMT) 5 Year Rolling Avg.

Fatality rate (per HMVMT)

0

1

2

3

4

5

6

2012 2013 2014 2015 2016 2017 2018 2019 2020

Serious injury rate (per HMVMT) 5 Year Rolling Avg.

Serious injury rate (per HMVMT)
2021 Rhode Island Highway Safety Improvement Program

Page 25 of 40

Describe fatality data source.

FARS

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

ownership.

Year 2020

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

Rural Principal 

Arterial (RPA) - 

Interstate

0.72 0.78

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

0.69 4.21

Rural Principal 

Arterial (RPA) - Other

1.01 0.41

Rural Minor Arterial 3.4 5.8 3.07 5.32

Rural Minor Collector 1.6 16.8

Rural Major Collector 1.6 10 1.08 6.72

0

20

40

60

80

100

120

2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatalities Serious Injuries 5 Year Rolling Avg.

Non Motorized Fatalities and Serious Injuries
2021 Rhode Island Highway Safety Improvement Program

Page 26 of 40

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

7 4.68 32.08

Urban Principal 

Arterial (UPA) - 

Interstate

7.8 10.6 0.41 0.56

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

4.4 11 0.37 0.99

Urban Principal 

Arterial (UPA) - Other

13 56.6 0.7 3.03

Urban Minor Arterial 9.2 65.8 0.88 6.31

Urban Minor Collector 1.18 35.56

Urban Major Collector 5.8 53.8 0.97 9.07

Urban Local Road or 

Street

3.6 47.4 0.93 12.28
2021 Rhode Island Highway Safety Improvement Program

Page 27 of 40

Year 2020

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

40.4 130.2 0.52 1.67

County Highway 

Agency

Town or Township 

Highway Agency

4.8 45 0.06 0.58

City or Municipal 

Highway Agency

10 100.8 0.13 1.29

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 2022 Targets *

Number of Fatalities:67.0

Describe the basis for established target, including how it supports SHSP goals.
2021 Rhode Island Highway Safety Improvement Program

Page 28 of 40

Given the impact that the pandemic seems to be having on driver behavior and roadway fatalities, the 2021 

fatality projection appears to put meeting the 2020 baseline out of reach. The selected target reflects that 2021 

is projected to be a high year and that 2022 should begin a downward trend.

Number of Serious Injuries:292.0

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

Despite the unusual shifts in fatality trends observed during the pandemic, serious injuries continue to trend 

downward, an indication that behavioral and engineering countermeasures are reducing the severity of 

crashes. The current serious injury projection for 2021 is notably lower than historic values.

Fatality Rate:0.880

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

This rate is calculated based on the 2022 VMT projection and above fatality target.

Serious Injury Rate:3.785

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

This rate is calculated based on the 2022 VMT projection and above serious injury rate.

Total Number of Non-Motorized Fatalities and Serious Injuries:75.0

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

The current non-motorized fatality and serious injury projection for 2021 is notably lower than historic values. 

The proposed target shows progress against the baseline while recognizing that historically, nonmotorized 

user exposure and incidents are highest during warm weather months yet to come.

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

safety performance targets. 

RIDOT Safety, Office of Highway Safety, Office of Performance Management, FHWA, and Statewide Planning 

are all involved in the target setting process. Other safety stakeholders, such as AAA, Growth Smart RI, etc., 

are also involved to some extent. See attached memo that details the 2022 target setting process.

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2020 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 63.6

Number of Serious Injuries 348.0 324.4

Fatality Rate 0.720 0.837

Serious Injury Rate 4.430 4.205
2021 Rhode Island Highway Safety Improvement Program

Page 29 of 40

Non-Motorized Fatalities and 

Serious Injuries

76.0 78.2

2020 Target Assessment

The preliminary totals for Rhode Island’s 2020 safety performance measures are 67 fatalities, 272 serious 

injuries, and 83 non-motorized fatalities and serious injuries. According to FHWA Highway Performance 

Monitoring System (HPMS) monthly reports, the total VMT for 2020 is 65.47 hundred million VMT, resulting in 

rates of 1.02 fatalities and 4.15 serious injuries per hundred million VMT.

Unfortunately, Rhode Island did not meet 3 of the State’s 5 safety performance targets, and only made 

significant progress on 3 of the performance measures. As such, Rhode Island will not have any flexibility in 

HSIP spending in 2022 and will likely have to develop an HSIP Implementation Plan. The key issue is the spike 

in fatalities in 2020 that feed three of the 5 measures, all which RIDOT did not meet. 

The spike in fatalities in 2020 have impacted the Fatal, Fatal Rate, and partially effected the Non-Motorized 

performance measures. RI's spike is similar to nationwide numbers (due to impact on travel and other 

pandemic/stay at home related issues), however RIDOT has and continues to perform deep dives into the local 

data to determine causes/trends in the fatalities. We continue to see a steady decrease in serious injuries. This 

information was used in the development of the 2022 Targets.

Applicability of Special Rules

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

Yes 

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 2014 2015 2016 2017 2018 2019 2020

Number of Older Driver 

and Pedestrian Fatalities

18 18 5 16 12 8 10

Number of Older Driver 

and Pedestrian Serious 

Injuries

37 43 42 50 40 45 46
2021 Rhode Island Highway Safety Improvement Program

Page 30 of 40

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 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. 

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

success of the Highway Safety Improvement Program?

• # miles improved by HSIP

• # RSAs completed

• HSIP Obligations

• More systemic programs

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures.

Year 2018

SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury 

Rate

(per HMVMT)

(5-yr avg)

Roadway Departure Run-off-road 31.2 154.8 0.39 1.96

Intersections Angle 9.4 157.2 0.12 1.99

Pedestrian Vehicle/pedestrian 13.6 80.2 0.17 1.01
2021 Rhode Island Highway Safety Improvement Program

Page 31 of 40

0

5

10

15

20

25

30

35

Roadway Departure Intersections Pedestrian

Fatalities

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

Number of Fatalities 

5 Year Average

0

50

100

150

200

250

Roadway Departure Intersections Pedestrian

Serious Injuries

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

Number of Serious Injuries 

5 Year Average
2021 Rhode Island Highway Safety Improvement Program

Page 32 of 40

Has the State completed any countermeasure effectiveness evaluations during the 

reporting period?

Yes

0

10

20

30

40

50

60

Roadway Departure Intersections Pedestrian

Fatality Rate

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

Fatality Rate (per HMVMT) 

5 Year Average

0

0.5

1

1.5

2

2.5

3

Roadway Departure Intersections Pedestrian

Serious Injury Rate

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

Serious Injury Rate (per HMVMT) 

5 Year Average
2021 Rhode Island Highway Safety Improvement Program

Page 33 of 40

Please provide the following summary information for each countermeasure 

effectiveness evaluation. 

CounterMeasures: Road Diets 

Description: 

Target Crash Type: All 

Number of Installations: 15 

Number of Installations: 15 

Miles Treated: 

Years Before: 5 

Years After: 5 

Methodology: Regression cross-section 

Results: 29% reduction in all crashes 37% 

reduction in injury/fatal crashes 

File Name: Hyperlink

CounterMeasures: Horizontal Curve Delineation 

Description: 

Target Crash Type: All 

Number of Installations: 15 

Number of Installations: 15 

Miles Treated: 

Years Before: 5 

Years After: 5 

Methodology: Regression cross-section 

Results: 29% reduction in all crashes 37% 

reduction in injury/fatal crashes 

File Name: Hyperlink

CounterMeasures: High Friction Surface Treatments 

Description: 

Target Crash Type: All 

Number of Installations: 10 

Number of Installations: 10 

Miles Treated: 

Years Before: 5 

Years After: 5 

Methodology: Regression cross-section 

Results: 29% reduction in all crashes 37% 

reduction in injury/fatal crashes 

File Name: Hyperlink

CounterMeasures: Left Turn Protection 

Description: 

Target Crash Type: All 

Number of Installations: 10 

Number of Installations: 10 

Miles Treated: 
2021 Rhode Island Highway Safety Improvement Program

Page 34 of 40

Years Before: 5 

Years After: 5 

Methodology: Regression cross-section 

Results: 29% reduction in all crashes 37% 

reduction in injury/fatal crashes 

File Name: Hyperlink
2021 Rhode Island Highway Safety Improvement Program

Page 35 of 40

Project Effectiveness

Provide the following information for previously implemented projects that the State evaluated this reporting period. 
2021 Rhode Island Highway Safety Improvement Program

Page 36 of 40

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

RIDOT is in the beginning stages of revamping the SHSP and will complete the revision by Spring 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
2021 Rhode Island Highway Safety Improvement Program

Page 37 of 40

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
2021 Rhode Island Highway Safety Improvement Program

Page 38 of 40

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.
2021 Rhode Island Highway Safety Improvement Program

Page 39 of 40

Optional Attachments

Program Structure:

HSIP Manual_May8_FINAL.pdf

Project Implementation:

Safety Performance:

SafetyTargets_2022_summary_v1.pdf

Targets_2022_v3.1.pdf

Evaluation:

Compliance Assessment:
2021 Rhode Island Highway Safety Improvement Program

Page 40 of 40

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.