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MASSACHUSETTS 

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)). 
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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 .......................................................................................................................11

Funds Programmed .........................................................................................................................11

General Listing of Projects ..............................................................................................................13

Safety Performance ............................................................................................................................16

General Highway Safety Trends ......................................................................................................16

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

Applicability of Special Rules...........................................................................................................26

Evaluation ...........................................................................................................................................27

Program Effectiveness ....................................................................................................................27

Effectiveness of Groupings or Similar Types of Improvements .......................................................28

Project Effectiveness .......................................................................................................................32

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

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

Glossary ..............................................................................................................................................39
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Disclaimer

Protection of Data from Discovery Admission into Evidence 

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

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

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

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

schedules, lists, or other data.” 

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

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

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

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

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

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

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

schedules, lists, or data.” 
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Executive Summary

A Massachusetts HSIP Task Force was established in 2009 to develop guidelines for HSIP-eligible projects 

and programs. The Task Force consisted of FHWA, MassDOT Highway, MassDOT Planning and MARPA 

(Massachusetts Association of Regional Planning Agencies)/MPOs. Criteria for HSIP projects were defined. 

But the role of the Task Force was not to select individual projects and programs. The Task Force had met 

annually or as needed. In 2019, the Task Force was updated to include additional member in an effort to help 

move HSIP projects to advertise in a timely manner. MassDOT District Project Development Engineers were 

added and additional MPO members. At the time, the guidelines for HSIP projects were updated (in draft) to 

emphasize systemic projects and projects combined with other project types to broaden the impacts of the 

HSIP program. 

This coming year it will be updated again now that MassDOT has developed network screening crash-based 

and risk-based based models (and further updating them this year). An HSIP Implementation Plan was 

completed last year which highlights the need for systemic projects. A guide was just finalized this year to 

evaluate project alternatives to improve the efficiency of the HSIP program. Furthermore, after years of trying 

to resolve the ROW issue for systemic projects and having FHWA arrange for a peer exchange with 5 other 

states, we have not been able to resolve the ROW issue but FHWA has encouraged MassDOT to utilize 

materials only contracts and provide materials to locals to assist with safety countermeasures. Additionally, 

Massachusetts is in the process of updating the SHSP and will have that completed in FFY 2023. Finally, for 

the past few years, the Traffic & Safety Engineering Section of MassDOT Highway Division and the MPOs 

have selected projects based on the capital improvement funding categories but not the funding source. That 

was done in MassDOT Planning. This has resulted in HSIP projects that may not be the most effective at 

reducing fatal and serious injuries. 

Therefore, all of the above necessitates the redrafting of the HSIP guidelines. This should help to reinvigorate 

the HSIP Task Force so that the project selection for HSIP can be effective and responsive to the needs of 

SHSP strategies and ensure project readiness and ability of projects to be advertised in a timely manner. This 

should become more noticeable with the project selection for the coming years.
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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. 

A Massachusetts HSIP Task Force was initially established in 2009 to develop guidelines for HSIP-eligible 

projects and programs. The Task Forces role was to develop HSIP guidelines not to select individual projects. 

At the time, the Task Force consisted of FHWA, MassDOT Highway, MassDOT Planning and MARPA 

(Massachusetts Association of Regional Planning Agencies)/MPOs. It was determined that an HSIP eligible 

project was defined as one that contains a hot spot crash location (a cluster in which the total number of 

"equivalent property damage only" crashes in the cluster is within the top 5% of all clusters in a specific 

region), systemic fixes or any strategy, activity or project on a public road that is consistent with the data-driven 

State Strategic Highway Safety Plan (SHSP) and corrects or improves a hazardous road location or feature or 

addresses a highway safety problem. 

The equivalent property damage only (EPDO) calculations were changed in 2018 to reflect the FHWA 

methodology for crash costs. Rather than the previous system of 10 points for a fatal crash, 5 points for an 

injury crash and 1 point for a property damage only crash, the new EPDO calculations are based on weighted 

average costs of crashes. So as not to be chasing fatal crashes only, the combined weighting of fatal and 

injury crashes is 21 times that of a property damage only crash. This new weighting was used in hot spot 

selection. This is described in a previous Top Crash Locations Report. https://www.mass.gov/doc/2017-topcrash-locations-report/download . To view the HSIP eligible clusters, go to: 

https://gis.massdot.state.ma.us/topcrashlocations/ . Recently developed in 2021, MassDOT has been using 

crash predictive methods and developed Safety Performance Functions for various types of collector and 

arterial roadways. This was then input into a new IMPACT network screening tool so that users can query, 

visualize, and export data for the Top 5% of segments (segments with the greatest difference between 

expected and predicted crashes). This is available in the Massachusetts crash data portal, IMPACT. 

https://apps.impact.dot.state.ma.us/sat/HotSpotNetworkScreening While the guidelines have not yet been 

updated to reflect this but the Top 5% locations are also HSIP eligible. Furthermore, MassDOT is moving to a 

more proactive systemic approach and has developed risk model for many of the emphasis areas within our 

SHSP. These models, and their detailed reports explaining the derivation of the models, were recently added 

to IMPACT in late summer 2021 and can be found at 

https://apps.impact.dot.state.ma.us/sat/NetworkEmphasisArea . Although HSIP guidelines have not yet been 

updated, Top risk locations will be eligible for systemic HSIP projects. In 2022, both the crash-based and riskbased network screening are being updated. The SHSP is also being updated and will be completed at the end 

of calendar yar 2022. The HSIP guidelines will be updated this coming year to reflect all of the work that has 

been done and is being done. 

MassDOT Federal Aid Programming and Reimbursement Office and MassDOT Planning allocate the Federal 

funds into various categories for the Statewide Transportation Improvement Program (STIP), including 
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Statewide HSIP funds and HSIP funds for each of the regions under "Intersection Improvements" and "Safety 

Improvements". HSIP projects are selected based on the HSIP guidelines, the MPO processes, priority and 

readiness (regardless of roadway jurisdiction). Once an HSIP project (hot spot) has been identified, an early 

requirement is a Road Safety Audit which helps to guide the recommended improvements. 

Based on a number of factors (outlined in response to Question 2, the HSIP Task Force will reconvene next 

year and update the guidelines so that HSIP project selection will result in the most effective projects to reduce 

fatalities and serious injuries. 

Where is HSIP staff located within the State DOT? 

 Engineering

How are HSIP funds allocated in a State? 

• Formula via MPOs 

• Other-combination 

The Capital Improvement Program (CIP) has pots of funds (like "Intersections", "Safety Improvements", 

"Interstate Maintenance", etc.), The MPOs and Sections assign projects to the CIP categories with 

recommendations which funding source to use (CMAQ, HSIP, STP, etc.) and then Planning assigns the 

projects to the specific funding category. 

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

Working with the 13 Regional Planning Agencies (RPAs) and the 13 Metropolitan Planning Organizations 

(MPOs) that encompass the entire geographic area of the Commonwealth of Massachusetts, HSIP funds are 

allocated not only to projects that are eligible within the statewide Highway Safety Improvements Program but 

also to eligible projects programmed by the MPOs, which may include local roads and tribal roads. Because 

most of the project proponents in the Commonwealth are municipalities, these projects are locally initiated, 

driven, and coordinated with MassDOT through the project initiation and development process. There is close 

coordination between our Traffic Safety division staff and MPO/RPA staff on the sharing of data and identifying 

crash cluster locations and prioritizing safety improvements to assist local entities and the MPOs in making 

sound safety investment decisions. Providing the IMPACT crash data portal to the locals, with a safety analysis 

module and other tools, assists them to advance projects based on data driven processes.( 

https://apps.impact.dot.state.ma.us/cdp/home ). Furthermore, this coming year, with IIJA funds available to 

locals for Safe Street for All program, MassDOT is updating the IMPACT tool to provide a data package to 

assist the locals to apply for grants without having to perform major data analytics on their own. 

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

Bureaus, Divisions) are involved with HSIP planning. 

• Design 

• Districts/Regions 

• Maintenance 

• Operations 

• Planning 

• Traffic Engineering/Safety 
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Describe coordination with internal partners. 

Previously, the HSIP Task Force consists of seven members: 2 FHWA representatives (one from 

Massachusetts Division Office in Planning and one from the Massachusetts Division Office in Safety), 2 

representatives from MassDOT Highway Division (Chief Engineer and Safety Engineer), one from MassDOT 

Office of Transportation Planning and two representatives from the Regional Planning Agencies (RPAs), the 

technical arm of the Metropolitan Planning Organizations (MPOs). The initial role of the Task Force was to 

establish HSIP guidelines based on input and feedback from others. The continuing role of the Task Force is to 

meet annually or as needed, ("meetings" could be via email or in person) to review and update the HSIP 

guidelines. The HSIP Task Force does not select the individual projects / programs. However, in 2019, the 

Task Force was expanded to include additional members from MassDOT’s Project Development Engineers 

and additional MPOs as a means to move projects along more quickly and to be more nimble and responsive 

to safety needs. Based on a number of changes since 2019, the Task Force will reconvene next year (upon 

completion of the SHSP) and draft up updated guidelines. 

Program and project selection occurs both in MassDOT HQ, MassDOT District and at the regional MPO level. 

Once projects are selected, the MassDOT Planning Office allocates the funding type to the STIP categories so 

that the full pot of HSIP funds are programmed. 

For hot spot locations, Road Safety Audits are required and there is participation from a variety of disciplines 

both internal and external to MassDOT. MassDOT personnel include: MassDOT Safety and MassDOT District 

personnel as well as needed from MassDOT Highway Design, MassDOT Project Management, Complete 

Streets Engineer and others. 

Identify which external partners are involved with HSIP planning.

• Academia/University 

• FHWA 

• Governors Highway Safety Office 

• Law Enforcement Agency 

• Local Government Agency 

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

• Other-SHSP Emphasis area team members 

• Other-Advocacy groups 

• Other-Public Health 

Describe coordination with external partners. 

All HSIP projects must be based on strategies identified in the SHSP which, in the past, has been developed 

with the assistance from our internal and external partners. The SHSP is in the process of being updated and 

will be completed by the end of calendar year 2022. So far to date, this has involved participation from over 

200 participants from more than 25 agencies (including all of those external partners mentioned in the 

response to Question 9) and entities and the strategies identified in the SHSP are those that can be used for 

the HSIP eligible projects. Furthermore, all HSIP-eligible spot improvement projects require Road Safety Audits 

which ensures coordination with external partners. Project selection has a significant amount of external input 

through the MPO public process. Some specific programs are based on an Ad Hoc basis, as needed, and 

typically involve participation from external sources. As an example, we are working on a fatal and serious 

injury rural lane departure reduction program. Many of the locations identified are municipally owned. We have 

worked with locals to gauge interest and participation. As a first step in this program, MassDOT purchased and 

provided speed feedback trailers (through non-HSIP funds) to 10 rural local communities after using a data 

driven process to identify the communities with the greatest need. We will then work with the local communities 

on training and supplying materials to further reduce lane departure crashes. 
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Program Methodology 

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

implementation and evaluation processes?

No

We used to have a guidance document but things have changed so much, as we move towards a more 

rigorous Safety Management Process, that a manual or guidance document has not yet been completed. The 

next HSIP annual report should have this answer as yes. 

Select the programs that are administered under the HSIP.

• HSIP (no subprograms) 

We do not yet have specific HSIP allocations. We had developed an HSIP Implementation Plan which we were 

planning on using that as a base for developing HSIP allocations but that has not yet happened.. We will have 

it next year, specifically with VRU. 

Program: HSIP (no subprograms)

Date of Program Methodology:9/30/2019

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• Other-Based on EPDO and data for intrsecitons nad other hot spot clusters

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-intersections EPDO (FI = 

21 and O = 1) • Traffic

• Median width

• Horizontal curvature

• Functional classification

What project identification methodology was used for this program? 

• Equivalent property damage only (EPDO Crash frequency)

• Excess expected crash frequency with the EB adjustment

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
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How are projects under this program advanced for implementation?

• Other-eligibility and readiness

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

Other-readiness:100

Total Relative Weight:100

What percentage of HSIP funds address systemic improvements? 

 10.6

 HSIP funds are used to address which of the following systemic 

improvements? 

• High friction surface treatment 

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 

• Stakeholder input 

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes 

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

MassDOT definitely considers connected vehicles and ITS technologies as part of the safety solution. We are 

in the process of implementing a pilot project for Wrong Way Vehicle Detection systems at 17 key interchange 

ramps around Massachusetts. It is a statewide pilot program for detection and notification of vehicles entering 

the freeway ramps the wrong direction. This system will hopefully drastically reduce wrong way incidents at our 

highest occurring ramp locations. The project will use advanced technology to identify wrong way vehicles in 

real time and send alerts to our HOC and Mass State Police. The pilot project is scheduled to become 

operational within the year. This project used HSIP funding. The Route 9 Connected Corridor project is under 

construction and will add connected vehicle technology and adaptive control at 37 intersections along Route 9 

from Worcester, MA to Wellesley, MA. This project was part of the SPaT challenge and used CMAQ funding. 

In Phase II, this will allow advance notice for motorists driving along the corridor of signal timing and phasing 

and pedestrian detection in crosswalks. The Connected Corridor will also allow snow and ice vehicles to 

extend signal phasing to help with operational progression along the corridor (i.e. not having the stop at each 

intersection if activated). MassDOT has been implementing smart work zone technologies since 2009 and has 

been awarded a USDOT Grant for the purpose of working cooperatively with other states, vendors and FHWA 

to have defined field device and traffic data added to the standardized WZ data feed specification, extending 
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the static work zone information to include dynamic real time information. MassDOT utilizes SWZ applications 

to provide real time feedback to drivers regarding travel times and congestion information, incidents, temporary 

closures and other information that will enhance the safety of road users and workers. MassDOT is in final 

design of the Districts 1 and 2 Signal Safety project that will provide connected vehicle technology capabilities 

on all signals in D1 and D2. In 2017, MassDOT worked with WAZE to install beacons in our tunnel system to 

aid driver navigation where GPS is lost. (Although no Federal funds were used for this). The batteries are at life 

expectancy and a replacement project is planned for summer 2022. MassDOT was actively involved in the 

EDC Use of Crowdsourcing in Operations and last year we piloted an interactive dashboard with FHWA and its 

contractor's assistance. There are aspects of this that will help with Safety as well but, HSIP funds were not 

used for this. MassDOT contracted with RITIS/INRIX and Streetlight to make use of travel time, speed and 

volume data to supplement our permanent count station program and can be used on our projects and in 

Planning features (but not using HSIP funds). We continue to look forward to other technologies that will 

enhance safety and reduce fatalities and injuries on the public roadways.

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.

In general, IMPACT ( https://apps.impact.dot.state.ma.us/cdp/home ) is our public-facing crash data portal 

which is designed to encourage public safety initiatives and awareness specific to crash information. Within 

IMPACT one can engage with crash related data through easy to understand pre-built reports, dashboards, 

tools and visualizations or one can conduct self-driven analysis this is all part of the safety management 

process identified in Part B of the HSM and is used for inputs into Part C of the HSM.

MassDOT uses both the predictive methodology and the empirical-Bayes method described in the Highway 

Safety Manual to support administrating the HSIP. In 2020, MassDOT completed the network screening 

process to consider the difference between expected and predicted crashes using HSM methodologies and 

Massachusetts-specific safety performance functions. Furthermore, a systemic risk-based network screening 

was also developed for nearly all of the emphasis areas in the SHSP. (Interestingly enough, many of the risk 

based models incorporated equity into the risk factors based on statistically significant information.) These 

models (both crash based and risk based) are visualized in a public-facing tool so any user (internal or 

external) can easily query, visualize, and export the Top 5% crash segments ( 

https://apps.impact.dot.state.ma.us/sat/landing ). We have recently begun updating all the models and will 

have that completed in 2022.

During RSAs (especially for HSIP projects), MassDOT uses HSM methodologies so expected crash frequency 

can be used for discussion, diagnosis, and countermeasure selection.

MassDOT also uses HSM methodologies to evaluate HSIP projects at the site-, project-, and countermeasure 

level. The empirical-Bayes method is used to estimate the number of crashes expected in the after period had 

no change occurred to compare with what was observed in the after period.
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Project Implementation

Funds Programmed 

Reporting period for HSIP funding.

Federal Fiscal Year

The projects / programs are from FFY 2021 but crash data are based on calendar years 

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $24,799,685 $24,415,748 98.45%

HRRR Special Rule (23 

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

$0 $0 0%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$0 $0 0%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$104,646,761 $119,888,885 114.57%

State and Local Funds $28,917,211 $44,339,669 153.33%

Totals $158,363,657 $188,644,302 119.12%

This information was received from our FAPRO (Federal Aid) office. 

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

safety projects? 

52%

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

53%

These are the projects that are on locally owned roadways. 

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

0%

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

0%

No non-infrastructure projects this year under HSIP funds 
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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.

There are two main impediments to obligating HSIP funds. One is project readiness. If a programmed project is 

not able to advertise (for any number of reasons), it is very difficult to just swap in another HSIP project 

because there are limited projects that already designed and ready to advertise. This could be because 

projects are rarely advanced in design unless they are already programmed on the STIP and even then, they 

are designed and reviewed to meet the advertising date. So if a programmed project is not able to advertise, 

we are often left with a hole to try and fill in a replacement project. 

The second major impediment to obligating HSIP funds is that we are struggling to develop low cost-short term 

systemic projects here in Massachusetts. We are not able to have local communities self-certify that project 

work all occurs within the public way. This must only be done with layout plans or survey. Therefore, any 

simple pavement marking and/or signage project (typically the low cost/short term type systemic projects) must 

include a survey which adds time and expense and precludes the short term / low cost projects. 

Based on the above two factors, it sometimes makes it challenging for MassDOT to obligate funds. This is 

especially true in cases in which we have short notice such as for High Risk Rural Roads Projects when we are 

informed 18 months before they must be obligated that we fall within the rule and must obligate a certain 

amount of money. It is too short of a time frame to develop a project (including ROW, environmental 

processes, etc.) so we struggle with what can be done.

There are steps we have taken to resolve these issues. A Project Manager from the MassDOT Design Section 

will be providing assistance to push projects along. With regards to the difficulties we face for systemic project, 

MassDOT Traffic and Safety Engineering has been meeting with FHWA ROW Section and MassDOT ROW 

Section to try to resolve ROW issues with regards to low cost systemic projects. In the short term, we 

anticipate testing out systemic projects on MassDOT roadways only where layouts are available. This was 

done for a rural High Friction Surface Treatment project. Last year, MassDOT developed an HSIP 

Implementation Plan, this highlighted the project types that would be most effective to reducing our fatalities 

and injuries. By highlighting these types of projects (systemic), there should have been a greater urgency to 

resolve some issues. In addition to this, FHWA helped set up a peer exchange with several other states and 

their FHWA Division offices so they could showcase how they conduct systemic projects. (Teaser, this meeting 

happened in 2022 and the end result is we could not solve the ROW issue but FHWA encouraged MassDOT 

to develop materials contracts and provide the materials to locals for them to install).
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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

BOSTON - 

ROADWAY, 

CEILING, ARCH & 

WALL 

RECONSTRUCTION 

AND OTHER 

CONTROL 

SYSTEMS IN 

SUMNER TUNNEL

Miscellaneous $5000000 $76718062 Other 

Federal-aid 

Funds (i.e. 

STBG, 

NHPP)

Urban Principal ArterialOther Freeways & 

Expressways

35,150 40 State 

Highway 

Agency

READING - 

INTERSECTION 

SIGNALIZATION @ 

ROUTE 28 & 

HOPKINS STREET

Intersection 

traffic control

Modify control – new traffic 

signal

1 Intersections $675377 $2161390 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 16,543 35 State 

Highway 

Agency

Spot Intersections Incorporate 

safety 

elements 

into 

intersection 

design and 

maintenance

MASHPEE - 

CORRIDOR 

IMPROVEMENTS & 

RELATED WORK 

ON ROUTE 151, 

FROM OLD 

BARNSTABLE 

ROAD TO THE 

MASHPEE ROTARY

Roadway signs 

and traffic 

control

Roadway signs and traffic 

control - other

1.384 Miles $412663 $11157034 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther16,030 40 Town or 

Township 

Highway 

Agency

Spot Intersections Incorporate 

safety 

elements 

into 

intersection 

design and 

maintenance

EVERETT - 

RECONSTRUCTION 

OF FERRY STREET, 

SOUTH FERRY 

STREET AND A 

PORTION OF ELM 

STREET

Intersection 

traffic control

Modify control – Modern 

Roundabout

6 Intersections $945266 $29134698 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 7,281 30 City or 

Municipal 

Highway 

Agency

Spot Intersections Incorporate 

safety 

elements 

into 

intersection 

design and 

maintenance

SWAMPSCOTT - 

INTERSECTION & 

SIGNAL 

IMPROVEMENTS 

AT SR 1A 

(PARADISE ROAD) 

AT SWAMPSCOTT 

MALL

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

1 Intersections $1203367 $1337074 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther25,779 35 State 

Highway 

Agency

Spot Intersections Incorporate 

safety 

elements 

into 

intersection 

design and 

maintenance

WESTFIELDIMPROVEMENTS & 

RELATED WORK 

ON ROUTE 20, 

COURT STREET & 

Pedestrians and 

bicyclists

Install sidewalk 1.854 Miles $1004192 $2868784 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 3,453 40 City or 

Municipal 

Highway 

Agency

Spot Pedestrians Incorporate 

pedestrian 

safety 

elements 

into 
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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

WESTERN 

AVENUE, LLOYDS 

HILL ROAD TO 

HIGH STREET/MILL 

STREET 

INTERSECTION 

(PHASE II)

infrastructure 

design and 

engineering

FRAMINGHAMRECONSTRUCTION 

OF UNION AVENUE, 

FROM PROCTOR 

STREET TO MAIN 

STREET

Intersection 

traffic control

Modify control – new traffic 

signal

1.4 Miles $900000 $10960186 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 12,557 35 City or 

Municipal 

Highway 

Agency

Spot Intersections Incorporate 

safety 

elements 

into 

intersection 

design and 

maintenance

RAYNHAMRESURFACING 

AND RELATED 

WORK ON ROUTE 

138

Pedestrians and 

bicyclists

Install sidewalk 2.867 Miles $2833529 $22373775 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 18,619 45 State 

Highway 

Agency

Spot Pedestrians Incorporate 

pedestrian 

safety 

elements 

into 

infrastructure 

design and 

engineering

NEW BEDFORDINTERSECTION 

IMPROVEMENTS 

AND RELATED 

WORK AT 

ROCKDALE 

AVENUE AND 

ALLEN STREET

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

1 Intersections $2319674 $2577416 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 9,600 30 City or 

Municipal 

Highway 

Agency

Spot Intersections Incorporate 

safety 

elements 

into 

intersection 

design and 

maintenance

LEOMINSTERIMPROVEMENTS 

AT ROUTE 12 

(NORTH MAIN 

STREET) AT 

HAMILTON 

STREET, ROUTE 12 

(NORTH MAIN 

STREET) AT 

NELSON STREET

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

2 Intersections $7448129 $8275699 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 3,995 30 City or 

Municipal 

Highway 

Agency

Spot Intersections Incorporate 

safety 

elements 

into 

intersection 

design and 

maintenance

DISTRICT 1-

DISTRICT 2-

RESURFACING 

AND HIGH 

FRICTION 

SURFACE 

TREATMENT AND 

RELATED WORK AT 

Roadway Pavement surface – high 

friction surface

1.465 Miles $2557488 $2841653 HSIP (23 

U.S.C. 148)

Rural Multiple/Varies 0 0 State 

Highway 

Agency

Systemic Lane 

Departure

Incorporate 

safety 

elements 

into roadway 

design and 

maintenance
2022 Massachusetts Highway Safety Improvement Program

Page 15 of 39

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

MULTIPLE 

LOCATIONS
2022 Massachusetts Highway Safety Improvement Program

Page 16 of 39

Safety Performance

General Highway Safety Trends 

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

years.

PERFORMANCE 

MEASURES 2013 2014 2015 2016 2017 2018 2019 2020 2021

Fatalities 351 354 344 387 347 355 336 343 422

Serious Injuries 3,197 3,031 2,931 2,983 2,573 2,560 2,736 2,371 2,862

Fatality rate (per 

HMVMT)

0.589 0.581 0.569 0.628 0.554 0.532 0.518 0.639 0.739

Serious injury rate (per 

HMVMT)

5.365 4.977 4.848 4.838 4.106 3.834 4.216 4.416 5.012

Number non-motorized 

fatalities

86 84 93 89 84 82 82 65 81

Number of nonmotorized serious 

injuries

432 479 433 447 413 381 438 340 370
2022 Massachusetts Highway Safety Improvement Program

Page 17 of 39

0

50

100

150

200

250

300

350

400

450

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

500

1000

1500

2000

2500

3000

3500

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Serious Injuries

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

Page 18 of 39

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

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 Massachusetts Highway Safety Improvement Program

Page 19 of 39

Describe fatality data source. 

Other

If Other Please describe

combination FARS website and FARS analysts in our State

For data through 2019, the data are based on the FARS public facing website. For 2020 and 2021, the data 

are based on our state's FARS' team data since the public facing website is not finalized for 2020 nor for 2021. 

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

ownership. 

Year 2021

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

2.2 8 0.28 0.98

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

0.8 1.2 0.78 1.09

Rural Principal 

Arterial (RPA) - Other

3.4 5.6 1.23 2

0

100

200

300

400

500

600

2013 2014 2015 2016 2017 2018 2019 2020 2021

Non Motorized Fatalities and Serious Injuries

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

Page 20 of 39

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

Rural Minor Arterial 6.2 14.8 1.33 3.26

Rural Minor Collector 2.8 12 2.33 10.07

Rural Major Collector 5.4 26 0.81 3.92

Rural Local Road or 

Street

5.6 24.4 1.04 4.53

Urban Principal 

Arterial (UPA) - 

Interstate

59.2 229 0.37 1.42

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

13.2 116.6 0.21 1.87

Urban Principal 

Arterial (UPA) - Other

98.2 744.6 0.81 6.14

Urban Minor Arterial 93.2 788.6 0.79 6.68

Urban Minor Collector 0 0 0 0

Urban Major Collector 32.6 267.2 0.79 6.42

Urban Local Road or 

Street

35.6 313.8 0.44 3.87
2022 Massachusetts Highway Safety Improvement Program

Page 21 of 39

Year 2021

Roadways Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

State Highway Agency 156.8 832.2 0.49 2.56

County Highway 

Agency

0 0 0 0

Town or Township 

Highway Agency

0 0 0 0

City or Municipal 

Highway Agency

0 0 0 0

State Park, Forest, or 

Reservation Agency

0.2 1 0.24 1.19

Local Park, Forest or 

Reservation Agency

0 0 0 0

Other State Agency 7.4 42.6

Other Local Agency 0 0 0 0

Private (Other than 

Railroad)

0.2 0.4 0.84 1.64

Railroad 0 0 0 0

State Toll Authority 0 0 0 0

Local Toll Authority 0 0 0 0

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

0 0.2 0 0.51

Indian Tribe Nation 0 0 0 0

Local Highway Agency 

(combined City/Town)

180 1,620.4 0.67 6.07

Federal/Army/Navy/Air 

Force

0 0.4 0 0.97

Unaccepted 4 37.8 0.34 3.19

•

Vehicle mile traveled data are taken the Federal Highway Administration Office of Policy Information 

website https://www.fhwa.dot.gov/policyinformation/statistics/2007/vm2.cfm (link shown for 2007 but 

used for other years) and then checked against VMT information provided by the MassDOT Planning 

Office via the GIS VMT Viewer ( https://gis.massdot.state.ma.us/dataviewers/vmt/ ). 2021 VMTs for 

Federal Functional Classification and Jurisdiction are preliminary and were obtained from the 2021 

HPMS submittal. 
2022 Massachusetts Highway Safety Improvement Program

Page 22 of 39

• The fatality data for functional classification and jurisdiction came from FARS where available but 

updated based on updated data in the statewide system. The serious injury data for functional 

classification and for jurisdiction was obtained from IMPACT crash portal ( 

https://apps.impact.dot.state.ma.us/cdp/home ) from the Cross Tabulation tool. Fatal data for 

jurisdiction for years 2018-2021 were obtained from the IMPACT crash portal. 

• Although the crash data is separated by urban major and minor collector, the VMTs are not and 

therefore, the two categories were combined. Major and minor collector crash numbers were pulled 

from the IMPACT crash portal. 

• Non-geocoded crashes that contain no jurisdiction or functional classification were not included so 

totals may not add up. 

• The category of “City OR Town Highway Agency” was added because Massachusetts did not make a 

distinction between these roads and the FARS data may not have been allocated to the official 

governance of the municipality type. 

Safety Performance Targets 

Safety Performance Targets 

Calendar Year 2023 Targets *

Number of Fatalities:355.0

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

Per FHWA guidance, the MassDOT target setting process began with a trend line projection based on the 

most recent available data. The 2020 fatalities were not finalized on the NHTSA FARS website when 

MassDOT began this process so the Massachusetts fatality data analyst provided the team with the 2020, 

2021 and 2022 fatalities to date. 

Due to COVID and the shutdowns in 2020 and the lingering impacts in 2021, the MA 2020 and 2021 fatality 

rates were not following the trend. Furthermore, the Infrastructure Investment and Jobs Act (IIJA) now requires 

"performance targets that demonstrate constant or improved performance" so MassDOT would be unable to 

use the increasing "targets". 

Therefore, MassDOT took this opportunity to restate the ultimate goal of 0 fatalities and serious injuries on our 

roadways, but to also reflect a short-term target that would move the state in that direction. 

Although the early part of 2022 was trending higher with fatalities than 2021, and the calendar year 2021 total 

was higher than calendar year 2020, MassDOT took this opportunity as a restart and developed targets by 

projecting 2022 annual fatalities to be equal to 3% higher than the state's lowest year in recent history and then 

the 2023 annual fatalities will continue downward and will be 3% lower than the lowest year in recent history. 

That resulted in a 5-year average number of fatalities going from 361 (2017-2021) down to 355 (2019-

2023) which reflects a 1.69% reduction. 

While MassDOT had to reset targets because of COVID and the increases the state had (based on preliminary 

information only) from behavioral components like speeding, unbelted, impaired, the team is projecting that the 

fatalities will decrease based on public education and other work efforts and the stated goal of 0 fatalities and 

serious injuries. 

MassDOT continues efforts with HSIP, closely aligned work with the MassDOT Highway Safety Office (NHTSA 

funded), joint efforts with partners involved with sustainable transportation (bicyclist and pedestrian safety), 
2022 Massachusetts Highway Safety Improvement Program

Page 23 of 39

commitment on several EDC programs and more. All of this is being done through the lens of the Safe System 

approach.

The MassDOT updated SHSP, using a Safe System framework, is underway and expected to be completed 

before the end of 2023.

As a result, MassDOT recently started a speed management focus to move travel speeds closer to target 

speeds. This target was developed in coordination with the Executive Office of Public Safety and Security –

Highway Safety Division (EOPSS/HSD), required to submit targets to NHTSA, the MassDOT Office of 

Transportation Planning (OTP) working closely with the MPOs, and the Office of Performance Management 

and Innovation (OPMI, which produces an annual performance report called Tracker that serves the public and 

MA Legislature, and senior leadership. Moreover, it should be restated that while MassDOT developed 

numeric targets, the goal is 0 and MassDOT will continue to work toward that goal by implementing SHSP 

strategies.

Number of Serious Injuries:2569.0

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

Per FHWA guidance, the MassDOT target setting process began with a trend line projection based on the 

most recent available data. The 2020 – 2022 serious injury data were not finalized in the statewide crash 

system so MassDOT used the information that was available as of April 19, 2022.

Due to COVID and the shutdowns in 2020 and the lingering impacts in 2021, the state's 2020 and 2021 

serious injuries were not following the downward trend. Furthermore, the Infrastructure Investment and Jobs 

Act (IIJA) now requires "performance targets that demonstrate constant or improved performance" so 

MassDOT would be unable to use increasing "targets". Therefore, the team took this opportunity to restate the 

ultimate goal of 0 fatalities and serious injuries on MA roadways but reflect a short-term target that would move 

the state in that direction.

MassDOT developed targets by projecting the 2022 annual serious injuries to be equal to the lowest year in 

recent history and then the 2023 annual fatalities will continue downward using a more than 10% annual 

decrease which reflect average decreases in years in which the state experienced drops. That resulted in a 5-

year average number of serious injuries going from 2,620 (2017-2021) down to 2,569 (2019-2023) which 

reflects a 1.99% reduction.

While MassDOT had to reset targets, MassDOT is projecting that the serious injuries will decrease based on 

public education and other our work efforts and the goal of 0 fatalities and serious injuries.

MassDOT continues efforts with HSIP, closely aligned work with the MassDOT Highway Safety Office (NHTSA 

funded), joint efforts with partners in sustainable transportation (bicyclist and pedestrian safety), commitment 

on several EDC programs and more. All of this is being done through the lens of the Safe System approach.

The MassDOT updated SHSP, using a Safe System framework, is underway and expected to be completed 

before the end of 2023. As a result, MassDOT recently started a speed management focus to move travel 

speeds closer to target speeds. This target was developed in coordination with the Executive Office of Public 

Safety and Security – Highway Safety Division (EOPSS/HSD), required to submit targets to NHTSA, the 

MassDOT Office of Transportation Planning (OTP) working closely with the MPOs, and the Office of 

Performance Management and Innovation (OPMI, which produces an annual performance report called 

Tracker that serves the public and State Legislature, and senior leadership. Moreover, it should be restated 

that while MassDOT developed numeric targets, the goal is 0 and MassDOT will continue to work toward that 

goal by implementing SHSP strategies.
2022 Massachusetts Highway Safety Improvement Program

Page 24 of 39

Fatality Rate:0.590

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

The fatality rate is simply math. So once the team has projections for fatalities and has projected VMTs, the 

fatality rate is simply the 5-year average of the annual fatality rates.

Like nearly every other state, COVID greatly impacted the state's VMTs so the state rates spiked in 2020 with 

significantly lower VMTs and slightly higher fatalities. However, Massachusetts VMTs have come back and 

annual projections in 2023 are that VMTs will be higher than pre-pandemic levels. The projection is now 0.59 

fatalities per 100 million vehicle miles traveled for 2019-2023 compared to .60 fatalities per 100 million 

vehicle miles traveled for 2017-2021 for which reflects a 1.69% drop in the fatality rate. The long-term 

goal is toward zero deaths, so the long-term fatality rate target is 0.0 fatalities per 100 million VMTs.

Serious Injury Rate:4.250

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

The serious injury rate is simply math. So once MassDOT has projections for serious injuries and has 

projected VMTs, the serious injury rate is simply the 5-year average of the serious injury rate. Like nearly every 

other state, COVID greatly impacted the state's VMTs so Massachusetts rates spiked in 2020 with significantly 

lower VMTs which impacted the serious injury rates. The projection is now 4.25 serious injuries per 100 

million vehicle miles traveled for 2019-2023 compared to 4.32 serious injuries per 100 million vehicle 

miles traveled for 2017-2021 for which reflects a 1.57% drop in the serious injury rate. The long-term 

goal is toward zero deaths and serious injuries, so the long-term serious injury rate target is 0.0 serious injuries 

per 100 million VMTs.

Total Number of Non-Motorized Fatalities and Serious Injuries:437.0

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

As with all the other target setting measures, FHWA's guidance is to start with a trend line forecast and then 

consider external factors and planned implementation in order to set targets.

However, the number of non-motorist fatalities and serious injuries dramatically dropped in 2020 (a more than 

25% annual reduction from 2019 to 2020) at the beginning of COVID and then increased in the year 2021 and 

early numbers in 2022 are not moving in the right direction. The heavy fluctuation made tracking the trend 

difficult.

Therefore, like was done with setting targets for fatalities by projecting our 2022 annual fatalities to be equal to 

3% higher than our lowest year in recent history and then the 2023 annual fatalities will continue downward 

and will be 3% lower than the lowest year in recent history. That resulted in a 5-year average number of 

non-motorist fatalities and serious injuries going from 467 (2017-2021) down to 437 (2019-2023) which 

reflects a 6.86% reduction.

Massachusetts is actively working on strategies to ameliorate non-motorist fatality and injuries, while promoting 

and encouraging walking and cycling. The 2018 Strategic Highway Safety Plan, the 2019 Statewide Pedestrian 

Plan and the 2019 Statewide Bicycle Plan identify new multi-disciplined and multi-agency strategies to 

implement to eliminate fatalities and serious injuries of people walking and bicycling. The Commonwealth of 

MA awarded grants directed to local communities to help increase walking and biking trips while improving 

safety and that will help to move the needle.
2022 Massachusetts Highway Safety Improvement Program

Page 25 of 39

The new focus on Speed Management and a Safe System approach should also help to drive down the 

fatalities and serious injuries. To show that state efforts are paying off, Massachusetts was ranked # 1 in the 

2022 Bicycle Friendly State Report Card by the League of American Bicyclists who gave Massachusetts a 

grade of "A" for Infrastructure & Funding, Education & Encouragement, and Policies & Programs. Furthermore, 

Massachusetts will be subject to the Vulnerable Road User Rule and is already making plans for further 

investment of funds.

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

safety performance targets. 

The targets were developed in coordination with the Executive Office of Public Safety and Security – Highway 

Safety Division (EOPSS/HSD) (required to submit targets to NHTSA), the MassDOT Office of Transportation 

Planning (OTP) working closely with the MPOs, and the Office of Performance Management and Innovation 

(OPMI), which produces an annual performance report calledTracker that serves the public and MA 

Legislature, as well as senior leadership. Although it was strongly stated that the state’s goal is zero deaths 

and fatalities and the state targets presented are not MassDOT goals. The Secretary of Transportation and 

Administrator of Highways for MassDOT approved the targets recognizing that MassDOT must show short 

term incremental steps to get to the Massachusetts’ goal.

Does the State want to report additional optional targets? 

No

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

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

reasons for differences in the actual outcomes and targets.

PERFORMANCE MEASURES TARGETS ACTUALS

Number of Fatalities 339.0 360.6

Number of Serious Injuries 2580.0 2620.4

Fatality Rate 0.550 0.596

Serious Injury Rate 4.230 4.317

Non-Motorized Fatalities and 

Serious Injuries

506.0 467.2

The unexpected happened in 2020 with COVID. Our VMTs dropped approximately 18% between 2019 to 

2020. Even with the decreased volumes on our roadways, our fatalities increased. While it is too early to know, 

it is hypothesized that the increase in fatalities in 2020 (and that increased trend in 2021) has a number of 

factors like decreased seat belt use, increased excessive speeding and increased impairment. This all 

occurred at a time when enforcement was greatly diminished. This caused our target for fatalities, fatality rates, 

serious injuries and serious injury rates to be missed. Furthermore, because the VMTs dropped so 

dramatically, that impacted our rates so we did not even meet baseline. Unfortunately, many of the trends in 

behavior we have seen during the height of COVID have remained. We are actively working with our safety 

partners to try and ameliorate the unsafe behaviors practiced during COVID before they become ingrained in 

the culture. We did meet our target for the non-motorists, because we had a precipitous drop in fatalities in 

2020 even though there was an increase in non-motorist activities. Unfortunately, this annual trend did not 

continue in 2021.
2022 Massachusetts Highway Safety Improvement Program

Page 26 of 39

Applicability of Special Rules

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

No

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

years of age and older for the past seven years.

PERFORMANCE 

MEASURES 2015 2016 2017 2018 2019 2020 2021

Number of Older Driver 

and Pedestrian Fatalities

65 75 49 77 78 69 82

Number of Older Driver 

and Pedestrian Serious 

Injuries

281 297 265 273 296 225 277

All fatality data 2015 - 2020 are from FARS. 2021 Fatality data are from FARS research personnel at 

MassDOT. All serious injury data are from IMPACT queried as of 6-7-22 (2020 and 2021 are still open and 

may be modified).
2022 Massachusetts Highway Safety Improvement Program

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Evaluation

Program Effectiveness 

How does the State measure effectiveness of the HSIP? 

• Benefit/Cost Ratio 

• Change in fatalities and serious injuries 

• Economic Effectiveness (cost per crash reduced) 

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

the State's program level evaluations. 

• Note that projects have a variety of funding sources, not just HSIP, yet the calculation of costs includes 

total costs NOT just HSIP funds invested (so if a project has a Safety component within a larger project, 

the total cost was used but there would be other benefits realized besides safety and this just calculates 

the safety benefits). If only HSIP funds were utilized, the B/C would be significantly higher. 

• Q46 summarizes the before/after evaluations of each project completed in 2017. MassDOT evaluated 

projects by comparing the expected crashes in the after period to the observed crashes in the after 

period. For all projects, both the before and after period were 3 years. Where possible, expected after 

crashes were calculated using Empirical Bayes (EB). If EB could not be used, MassDOT used crash 

rates to calculate the expected after period crashes. To calculate benefits, MassDOT used 2019 crash 

costs identified in the MassDOT Safety Alternatives Analysis Guide and assumed 20-year service life 

for each project and a 7-percent annual discount rate. 

• The total benefits for all projects evaluated are calculated as $12.4 million, compared to $19.8 million in 

costs, for a benefit/cost ratio of 0.63. Unfortunately, these results are skewed by two projects which 

produced a combined negative benefit of $26.6 million at a combined cost of $3.8 million. Without these 

projects, MassDOT realized $39.0 million in benefits at a cost of $16.0 million for a benefit/cost ratio of 

2.44.

• On aggregate, MassDOT observed two fatal crashes in the before period and 3 fatal crashes in the 

after period, an increase of 0.33 fatal crashes per year. In contrast, MassDOT observed 17 serious 

injury crashes in the before period and 16 in the after, a decrease in 0.33 serious injury crashes per 

year. 

• The aggregated results of the HSIP projects show a reduction of 0.13 fatal and injury crashes per year 

for a total of 2.6 during the service life. This results in a cost of $7.6 million per prevented fatal and 

injury crash. Again, this is poorly skewed by one poorly performing project which resulted in an increase 

of 6.34 fatal and injury crashes per year. Without this project, MassDOT expects an annual reduction of 

6.47 fatal and injury crashes per year for a total of 129.4 fatal and injury crashes during the service life. 

At a total cost of $16.5 million, this results in a $127,738 per reduced fatal and injury crash. 

• Overall, these results suggest the need for MassDOT to improve their HSIP. Part of these 

improvements will be focusing more on systemic safety projects – which impact more sites at lower 

costs. Additionally, this is the first set of evaluations which included crash data from 2020, which proved 

to contain an anomalous relationship between traffic volume and crashes. 

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

success of the Highway Safety Improvement Program? 

• # RSAs completed 

• HSIP Obligations 

• Increased awareness of safety and data-driven process 
2022 Massachusetts Highway Safety Improvement Program

Page 28 of 39

• More systemic programs 

Effectiveness of Groupings or Similar Types of Improvements 

Present and describe trends in SHSP emphasis area performance measures. 

Year 2020

SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

 (per HMVMT)

(5-yr avg)

Serious Injury 

Rate

 (per HMVMT)

(5-yr avg)

Lane Departure 184.2 648.6 0.3 1.06

Intersections 93.2 960 0.15 1.56

Pedestrians 71.6 293.8 0.12 0.47

Bicyclists 8.2 98.6 0.02 0.16

Motorcyclists 50 293.4 0.08 0.48

Large trucks 35.6 159.6 0.06 0.26

Older Driver Related 75.8 504 0.12 0.82

Younger Driver Related 38.2 353.6 0.06 0.57

Speeding 100.8 160.2 0.16 0.26

Impaired 113.4 214.6 0.18 0.35

Unbelted 105.8 347.2 0.17 0.57

Distracted 30.8 242.6 0.05 0.4

Work Zone 5.8 51.6 0.01 0.08

Rail Grade Crossing 0.4 1.4 0 0
2022 Massachusetts Highway Safety Improvement Program

Page 29 of 39

0

50

100

150

200

250

Fatalities

Number of Fatalities 

5 Year Average

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020

0

200

400

600

800

1000

1200

1400

Serious Injuries

Number of Serious Injuries 

5 Year Average

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020
2022 Massachusetts Highway Safety Improvement Program

Page 30 of 39

Serious Injury data comes from the Statewide Crash Data System. 

Not all of the emphasis area data have been collected in the Statewide Crash Data System since 2012. Note 

that impaired driving (via the field "suspected alcohol use") and "Distracted driving" were added in 2013 so 

they were not widely used until recently and should not be until 2016 but is included here to show that it was 

implemented. 

While the Crash Data System had used an injury scale (of Incapacitating, non-incapacitating, possible) until 

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020

0

0.5

1

1.5

2

2.5

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2012-2016 2013-2017 2014-2018 2015-2019 2016-2020
2022 Massachusetts Highway Safety Improvement Program

Page 31 of 39

2019 and then changed over to suspected serious injury, for the purpose of capturing "Serious Injuries" both 

incapacitating and suspected serious injuries were used.

The VMTs used to calculate the rates are based on the statewide VMTS and not restricted to the VMTS of that 

emphasis area. (As an example, older drivers fatality rates are calculated by dividing the total number of older 

driver fatalities by the total statewide VMTs not just the VMTs of older drivers).. 2020 and 2021 is not finalized 

for FARS nor for the serious injuries to get to this level of information.

The queries used to pull the number of serious injuries for each emphasis area can be found here: 

https://www.mass.gov/info-details/impact-emphasis-area-definitions#query-definitions-for-the-shsp-dashboardHas the State completed any countermeasure effectiveness evaluations during the 

reporting period?

No

Last year, MassDOT submitted a countermeasure evaluation of flashing yellow arrows. MassDOT has not 

performed additional countermeasure evaluations in the past year.
2022 Massachusetts Highway Safety Improvement Program

Page 32 of 39

Project Effectiveness 

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

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY

IMPROVEMENT 

TYPE

PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

606347 - 

STURBRIDGERESURFACING 

AND RELATED 

WORK ON ROUTE 

20, FROM ROUTE 

49 TO I-84

Urban 

Principal 

Arterial (UPA) 

- Other

Roadway Pavement 

surface - other

65.00 80.00 1.00 3.00 25.00 31.00 91.00 114.00 -5.38

606485 - MILLBURYSUTTON- MEDIAN 

BARRIER 

REPLACEMENT ON 

ROUTE 146, FROM 

ROUTE 122A TO 

BOSTON ROAD

Urban 

Principal 

Arterial (UPA) 

- Other

Roadside Barrier – 

concrete

48.00 41.00 13.00 8.00 61.00 49.00 1.68

606279 - TAUNTONRECONSTRUCTION 

ON COUNTY 

STREET (ROUTE 

140), FROM THE 

ROUTE 24 (SB OFFRAMP) 

NORTHERLY TO 

MOZZONE 

BOULEVARD

Urban Minor 

Arterial

Roadway Roadway 

widening - travel 

lanes

22.00 40.00 3.00 1.00 10.00 14.00 35.00 55.00 -2.56

607222 - 

GREENFIELDINTERSECTION 

IMPROVEMENTS 

AT ROUTE 5/10 & 

CHEAPSIDE 

STREET

Urban Minor 

Arterial

Intersection 

geometry

Intersection 

realignment

5.00 5.00 1.00 1.00 1.00 3.00 1.00 9.00 8.00 0.90

607246 - ERVINGINTERSECTION 

IMPROVEMENTS 

AT ROUTE 2 & 2A

Rural Principal 

Arterial (RPA) 

- Other 

Freeways and 

Expressways

Intersection 

geometry

Intersection 

realignment

6.00 2.00 2.00 1.00 8.00 3.00 2.85

607735 - SOUTH 

HADLEY- SIGNAL & 

INTERSECTION 

IMPROVEMENTS 

AT ROUTE 202 

(GRANBY ROAD) & 

Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

traffic control

Modify control – 

new traffic signal

33.00 32.00 10.00 4.00 43.00 36.00 1.84
2022 Massachusetts Highway Safety Improvement Program

Page 33 of 39

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY

IMPROVEMENT 

TYPE

PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

ROUTE 33 (LYMAN 

STREET)

607745 - 

LENOXINTERSECTION & 

SIGNAL 

IMPROVEMENTS 

AT US 7 & US 20 

(VETERAN'S 

MEMORIAL 

HIGHWAY) @ SR 

183 (WALKER 

STREET)

Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

traffic control

Modify control – 

new traffic signal

13.00 8.00 5.00 4.00 18.00 12.00 2.70

607755 - 

WEYMOUTHINTERSECTION & 

SIGNAL 

IMPROVEMENTS 

AT 2 LOCATIONS: 

SR 53 

(WASHINGTON 

STREET) AT 

MUTTON LANE & 

PLEASANT STREET

Urban Minor 

Arterial

Intersection 

traffic control

Modify control – 

new traffic signal

53.00 37.00 2.00 8.00 8.00 63.00 45.00 3.83

608033 - 

BARNSTABLELIGHTING & 

LANDSCAPING OF 

THE ROUNDABOUT 

AT THE MID-CAPE 

HIGHWAY (ROUTE 

6) EASTBOUND 

EXIT RAMP & 

ROUTE 149

Urban Minor 

Arterial

Lighting Intersection 

lighting

3.00 2.00 1.00 3.00 3.00 -2.34

608075 - 

LAWRENCEINTERSECTION 

IMPROVEMENTS 

AT LAWRENCE 

STREET AND PARK 

STREET

Urban Minor 

Arterial

Intersection 

traffic control

Modify control – 

new traffic signal

22.00 25.00 1.00 1.00 11.00 9.00 34.00 35.00 1.86

608087 - 

BROCKTONPEDESTRIAN 

IMPROVEMENTS 

AT VARIOUS 

LOCATIONS

Urban Minor 

Arterial

Pedestrians and 

bicyclists

Install new 

crosswalk

7.00 6.00 1.00 2.00 8.00 6.00 27.00 22.00 43.00 36.00 28.81
2022 Massachusetts Highway Safety Improvement Program

Page 34 of 39

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY

IMPROVEMENT 

TYPE

PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

608168 - 

DOUGLASRESURFACING 

AND RELATED 

WORK ON 

WEBSTER STREET 

(ROUTE 16), FROM 

T.L. (MM 2.8) TO 

MAIN STREET (MM 

6.9)

Rural Major 

Collector

Roadway Pavement 

surface - other

16.00 17.00 2.00 1.00 9.00 4.00 27.00 22.00 6.69

608170 - 

STURBRIDGESIGN AND 

PAVEMENT 

MARKING 

INSTALLATION AND 

UPGRADES, 

LIMITED ROADWAY 

IMPROVEMENTS 

AND RELATED 

WORK ON 

BROOKFIELD 

ROAD (ROUTE 148)

Rural Major 

Collector

Roadway signs 

and traffic 

control

Roadway signs 

(including post) - 

new or updated

38.00 18.00 3.00 4.00 4.00 42.00 25.00 -17.37

Project ID FI Crashes Reduced, Annual PDO Crashes Reduced, Annual Service Life Benefits Cost 

606347 -6.34 -3.2 $ (17,455,834.10) $ 3,242,413.90 

606485 1.66 2.32 $ 9,761,746.81 $ 5,794,360.00 

606279 -0.85 -6.31 $ (5,803,737.19) $ 2,269,070.32 

607222 0.14 -0.07 $ 505,996.49 $ 562,866.00 

607246 0.35 1.4 $ 1,571,638.34 $ 551,584.20 

607735 1.9 -9.6 $ 1,630,947.87 $ 888,549.00 

607745 0.31 1 $ 1,252,327.07 $ 463,735.00 

607755 1.07 2.89 $ 4,218,597.69 $ 1,101,707.00 

608033 -0.33 0.28 $ (1,076,171.02) $ 459,905.60 

608075 0.73 -3.53 $ 1,850,146.19 $ 997,211.30 

608087 0.67 1.67 $ 7,327,320.12 $ 254,322.50 

608168 1.92 -0.45 $ 17,778,218.39 $ 2,659,265.65 

608170 -1.1 6.25 $ (9,147,059.63) $ 526,710.00 B/C 

Sum 0.13 -7.35 $ 12,414,137.04 $ 19,771,700.47 0.627874019 

Sum, without 606347 6.47 -4.15 $ 29,869,971.14 $ 16,529,286.57 1.807093791 

Sum, without 606347, 608170 $ 39,017,030.77 $ 16,002,576.57 2.43817179 
2022 Massachusetts Highway Safety Improvement Program

Page 35 of 39

Compliance Assessment

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

 12/31/2018

What are the years being covered by the current SHSP? 

From: 2012 To: 2016

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

 2023

The SHSP update will most likely be completed and signed in 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]

1 1 1 1 1 1

Route Number (8) 

[8]

1 1

Route/Street Name 

(9) [9]

0.9973 0.9979

Federal Aid/Route 

Type (21) [21]

0.9998 0.9999

Rural/Urban 

Designation (20) [20]

1 1 1 1

Surface Type (23) 

[24]

0.9957 0.9735 1 1

Begin Point 

Segment Descriptor 

(10) [10]

1 1 1 1 1 1

End Point Segment 

Descriptor (11) [11]

1 1 1 1 1 1

Segment Length 

(13) [13]

1 1

Direction of 

Inventory (18) [18]

1 1

Functional Class 

(19) [19]

1 1 1 1 1 1
2022 Massachusetts Highway Safety Improvement Program

Page 36 of 39

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Median Type (54) 

[55]

0.9953 0.9729

Access Control (22) 

[23]

0.995 0.9725

One/Two Way 

Operations (91) [93]

0.9954 0.9686

Number of Through 

Lanes (31) [32]

1 1 1 1

Average Annual 

Daily Traffic (79) [81]

0.9946 0.9834 0.9747 0.9794

AADT Year (80) [82] 0.9946 0.9834

Type of 

Governmental 

Ownership (4) [4]

1 1 1 1 1 1

INTERSECTION Unique Junction 

Identifier (120) [110]

1 1

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

1 1

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

1 1

Intersection/Junction 

Geometry (126) 

[116]

1 1

Intersection/Junction 

Traffic Control (131) 

[131]

0.541723171503481 0.723116638467844

AADT for Each 

Intersecting Road 

(79) [81]

0.999896336634012 0.999946245877989

AADT Year (80) [82] 0.999896336634012 0.999946245877989

Unique Approach 

Identifier (139) [129]

1 1

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

1 1

Location Identifier 

for Roadway at 
2022 Massachusetts Highway Safety Improvement Program

Page 37 of 39

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Beginning of Ramp 

Terminal (197) [187]

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

Ramp Length (187) 

[177]

1 1

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

Roadway Type at 

End Ramp Terminal 

(199) [189]

Interchange Type 

(182) [172]

Ramp AADT (191) 

[181]

1 0.96

Year of Ramp AADT 

(192) [182]

1 0.96

Functional Class 

(19) [19]

1 1

Type of 

Governmental 

Ownership (4) [4]

1 1

Totals (Average Percent Complete): 1.00 0.99 0.94 0.97 0.55 0.54 1.00 1.00 1.00 1.00

*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. 

MassDOT is in the process of updating the Road Inventory to be compliant with MIRE 2.0 FDEs for the 2026 deadline. Some examples include current projects where the interchange type attribute will be implemented to characterize 

interchanges in the Road Inventory by type as required, and MassDOT has hired VHB to review and update intersections with state to state or state or state to local segments to insure they possess required MIRE 2.0 FDEs. MassDOT 

will tackle the remaining FDEs once these projects are completed.
2022 Massachusetts Highway Safety Improvement Program

Page 38 of 39

Optional Attachments

Program Structure:

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2022 Massachusetts Highway Safety Improvement Program

Page 39 of 39

Glossary

5 year rolling average: means the average of five individuals, consecutive annual points of data 

(e.g. annual fatality rate).

Emphasis area: means a highway safety priority in a State’s SHSP, identified through a data-driven, 

collaborative process.

Highway safety improvement project: means strategies, activities and projects on a public road 

that are consistent with a State strategic highway safety plan and corrects or improves a hazardous 

road location or feature or addresses a highway safety problem.

HMVMT: means hundred million vehicle miles traveled.

Non-infrastructure projects: are projects that do not result in construction. Examples of noninfrastructure projects include road safety audits, transportation safety planning activities, 

improvements in the collection and analysis of data, education and outreach, and enforcement 

activities.

Older driver special rule: applies if traffic fatalities and serious injuries per capita for drivers and 

pedestrians over the age of 65 in a State increases during the most recent 2-year period for which 

data are available, as defined in the Older Driver and Pedestrian Special Rule Interim Guidance 

dated February 13, 2013.

Performance measure: means indicators that enable decision-makers and other stakeholders to 

monitor changes in system condition and performance against established visions, goals, and 

objectives.

Programmed funds: mean those funds that have been programmed in the Statewide Transportation 

Improvement Program (STIP) to be expended on highway safety improvement projects.

Roadway Functional Classification: means the process by which streets and highways are 

grouped into classes, or systems, according to the character of service they are intended to provide.

Strategic Highway Safety Plan (SHSP): means a comprehensive, multi-disciplinary plan, based on 

safety data developed by a State Department of Transportation in accordance with 23 U.S.C. 148.

Systematic: refers to an approach where an agency deploys countermeasures at all locations across 

a system.

Systemic safety improvement: means an improvement that is widely implemented based on high 

risk roadway features that are correlated with specific severe crash types.

Transfer: means, in accordance with provisions of 23 U.S.C. 126, a State may transfer from an 

apportionment under section 104(b) not to exceed 50 percent of the amount apportioned for the fiscal 

year to any other apportionment of the State under that section.