Rhode Island

Highway Safety Improvement Program

2014 Annual Report

Prepared by: RI
ii

Disclaimer

Protection of Data from Discovery & Admission into Evidence

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

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

subject to discovery or admitted into evidence in a Federal or State court proceeding or considered 

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

addressed in the reports, surveys, schedules, lists, or other data.” 

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

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

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

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

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

highway funds shall not be subject to discovery or admitted into evidence in a Federal or State 

court proceeding or considered for other purposes in any action for damages arising from any 

occurrence at a location mentioned or addressed in such reports, surveys, schedules, lists, or data.”
iii

Table of Contents

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

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

Introduction .................................................................................................................................................. 3

Program Structure ........................................................................................................................................ 3

Program Administration ........................................................................................................................... 3

Program Methodology.............................................................................................................................. 6

Progress in Implementing Projects............................................................................................................. 16

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

General Listing of Projects.................................................................................................................. 19

Progress in Achieving Safety Performance Targets .................................................................................... 22

Overview of General Safety Trends........................................................................................................ 22

Application of Special Rules.................................................................................................................... 36

Assessment of the Effectiveness of the Improvements (Program Evaluation) ..........................................38

SHSP Emphasis Areas.............................................................................................................................. 40

Groups of similar project types............................................................................................................... 45

Systemic Treatments............................................................................................................................... 50

Glossary....................................................................................................................................................... 58
2014 Rhode Island Highway Safety Improvement Program

1

Executive Summary

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

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

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

statewide. For the site-specific locations, they rank the locations with the highest crash costs. For 

systemic issues they run high-level queries to identify to crash types (roadway departure, intersectionrelated). They then review the top crash lists/types and identify any ongoing non-safety projects that 

could incorporate safety improvements.

For diagnosis, the RIDOT performs road safety assessments at all HSIP identified site-specific locations. 

The RSAs follow federal RSA guidelines and RI has embraced the usefulness of the RSA process. For nonsafety projects, RSAs are required to be considered on all RIDOT funded projects. This is the only time, 

unless an improvement project overlaps with a top crash location list, that a non-safety projects gets 

incorporated into the HSIP process. It is RIDOT wish to fully incorporate the HSM predictive methods in 

their entire HSIP process. Currently, RIDOT is undertaking a tremendous data collection, including 

collecting the majority of the MIRE elements, and integration effort to allow for predictive network 

screening and state-specific SPF development. RIDOT wishes to focus on systemic crash types and 

solutions so that not only can develop more systemic type improvement projects but to help define 

countermeasures that can be weaved into policies and procedures so that non-safety improvement 

projects can incorporate safety improvements. 

For countermeasure identification, the RIDOT uses many tools and resources, including the FHWA lowcost proven safety countermeasures, NCHRP and FHWA reports, and other safety documents. RIDOT is 

actively involved in peer-to-peer exchanges, conferences, etc. so they have staff with knowledge of the 

latest safety countermeasures. 

For economic appraisal, RI uses societal costs uses in the network screening process with the crash 

modification factors included CMF Clearinghouse (3 star minimum were applicable) in conjunction with 

Net Present Values of the estimated constriction costs to help to develop benefit-to-cost ratios. 

To help prioritize projects, the RIDOT uses a simple B/C ratio ranking to help identify projects. Projects 

that may have a lower B/C ratio but have a non-safety project in the planning, design, or construction 

stages may have greater preference that projects with higher B/C ratios. RIDOT is also in the process of 

developing programs and sub-programs to better help organize and track proposed improvements. The 

programs are anticipated to align with the SHSP and will include Roadway Departure, Local Safety, LowCost Improvements (RI*STARS), Vulnerable Road Users, and Intersection Improvements. Sub-programs 

may include Median Barrier, Horizontal Curve, Skid Hazard, Safe Corridor, Pedestrian Safety, Signalized 
2014 Rhode Island Highway Safety Improvement Program

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Intersection, and Unsignalized Intersection. With the programs/sub-programs in place, RIDOT will begin 

to program HSIP funds at the beginning of the fiscal year and estimate time of obligation.

To determine the safety effectiveness of implemented projects, RI currently uses simple before and 

after crash data comparison on treatment sites only. 

It is RIDOT wish to fully incorporate the HSM predictive methods in their entire HSIP process. Currently, 

RIDOT is undertaking a tremendous data collection and integration effort to allow for predictive network 

screening and state-specific SPF development. RIDOT wishes to focus on systemic crash types and 

solutions so that not only can develop more systemic type improvement projects but to help define 

countermeasures that can be weaved into policies and procedures so that non-safety improvement 

projects can incorporate safety improvements. 

RIDOT has went thought the exercise to determine of they can accurately develop calibration factors for 

SPF, however, due to the crash and traffic data differences from other states, it was determined that 

state-specific SPFs would be most appropriate. RIDOT also wishes to develop state-specific CMFs as after 

crash data becomes available. Due to RI’s size and only recent implementation of safety projects, there 

is a lack of available after data at this point in time to accurately develop statistically significant 

effectiveness evaluations.

RIDOT is also in the process of developing a local safety process that offers funding and assistance for 

municipalities to identify and develop safety projects. Currently RIDOT included all public roadways in 

the HSIP, however, due to the comparatively low crash history on local roadways, local roads often to 

not make the cut in terms of project prioritization. RIDOT incorporates local roads in systemic safety 

project’s and hopes as they move to the predictive method to better identify local roads with higher 

potential for crashes.

RIDOT is in the process of revamping its project develop process. RIDOT has 5 different “on-call” 

consultant contracts. The first on-call contract involves one consultant to perform the network 

screening, diagnosis, and countermeasure selection. This consultant will then develop conceptual 

improvement [plans for RIDOT’s review. RIDOT then distributes all improvement projects to the other 4 

on-call consultants, which are charged with advancing the conceptual plans to final design and 

construction. Once the improvements have been implemented, the first on-call consultant tracks these 

projects and develops safety effectiveness evaluations.

In 2013 reporting period, the Older Driver special rule applied to RI. RIDOT has since then added Older 

Drivers as an emphasis area in the SHSP. RIDOT is planning in making Older Driver Improvement 

Program to ensure countermeasures proven to mitigate older driver crashes are incorporated in all 

safety projects were applicable. 
2014 Rhode Island Highway Safety Improvement Program

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Introduction

The Highway Safety Improvement Program (HSIP) is a core Federal-aid program 

with the purpose of achieving a significant reduction in fatalities and serious 

injuries on all public roads. As per 23 U.S.C. 148(h) and 23 CFR 924.15, States are 

required to report annually on the progress being made to advance HSIP 

implementation and evaluation efforts. The format of this report is consistent 

with the HSIP MAP-21 Reporting Guidance dated February 13, 2013 and consists 

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

progress in achieving safety performance targets, and assessment of the 

effectiveness of the improvements. 

Program Structure

Program Administration

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

Central

District

Other

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

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. 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. While this method confirms that all public roads are addressed, it involves intense 

manual input and process, making it susceptible to error. 
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As a result, the RIDOT is in the process of modifying the process for planning, implementing, and 

evaluating HSIP funded improvements and its relationship to other safety initiatives found in the SHSP. 

This will ensure that the limited HSIP funds are strategically allocated to all roadways (State and local) 

demonstrating the greatest need. 

Over the past year, RIDOT has:

1. Began to update their linear referencing system to include all public roads.

2. Began to collect MIRE data elements on all public roads. This will enable the state to use the 

predictive method outlined in the HSM to make better data driven safety decisions versus 

basing on crash history only.

3. Began to develop strategies to share safety data with locals.

4. Developing a local safety program that will provide training and resources to municipalities to 

make data-driven decisions. Resources include setting up dedicated funding for local 

projects/programs, providing templates of low-cost improvements to locals, and assisting in the 

advertising of safety projects.

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

Design

Planning

Maintenance

Operations

Governors Highway Safety Office

Other: Other-GIS Analysts

Briefly describe coordination with internal partners. 

The RIDOT works internally with transportation planners, design engineers, GIS analysts, safety 

engineers, and maintenance/operations staff as part of the entire HSIP process, including the 

identification of critical locations and the selection of appropriate countermeasures/ 
2014 Rhode Island Highway Safety Improvement Program

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

performed at many of these locations to facilitate this multidiscipline approach.

RIDOT implemented department-wide organizational changes to form the comprehensive 

Traffic Management and Highway Safety section. The HSIP, HSP, and SHSP are now aligned 

under a single Safety Champion focused on 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.

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

Metropolitan Planning Organizations

Governors Highway Safety Office

Local Government Association

Other: 

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

the last reporting period.

Multi-disciplinary HSIP steering committee

Other: Other-RIDOT is in the process of revamping its project develop process. See Qustion 9 for 

additional information.

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

would like to elaborate.

RIDOT is in the process of revamping its project develop process. RIDOT has 5 different “on-call” 

consultant contracts. The first on-call contract involves one consultant to perform the network 

screening, diagnosis, and countermeasure selection. This consultant will then develop 
2014 Rhode Island Highway Safety Improvement Program

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conceptual improvement plans for RIDOT’s review. RIDOT then distributes all improvement 

projects to the other 4 on-call consultants, which are charged with advancing the conceptual 

plans to final design and construction. Once the improvements have been implemented, the 

first on-call consultant tracks these projects and develops safety effectiveness evaluations.

RIDOT is also in the process of developing programs and sub-programs to better help organize 

and track proposed improvements. The programs are anticipated to align with the SHSP and will 

include Roadway Departure, Local Safety, Low-Cost Improvements (RI*STARS), Vulnerable Road 

Users, and Intersection Improvements. Sub-programs may include Median Barrier, Horizontal 

Curve, Skid Hazard, Safe Corridor, Pedestrian Safety, Signalized Intersection, and Unsignalized 

Intersection.

Program Methodology

Select the programs that are administered under the HSIP. 

Median Barrier Intersection Safe Corridor

Horizontal Curve Bicycle Safety Rural State Highways

Skid Hazard Crash Data Red Light Running Prevention

Roadway Departure Low-Cost Spot Improvements Sign Replacement And 

Improvement

Local Safety Pedestrian Safety Right Angle Crash

Left Turn Crash Shoulder Improvement Segments

Other: Other-HSIP Design 

Study Program

Program: Low-Cost Spot Improvements

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 
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Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other-Congestion Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other-Delay/Congestion

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

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

Selection committee

Other 

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

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

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

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

Relative Weight in Scoring

Rank of Priority Consideration

Ranking based on B/C 50

Available funding

Incremental B/C

Ranking based on net benefit

Other 

Reduction in 

Delay/Congestion

50
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Program: Pedestrian Safety

Date of Program Methodology: 10/1/2012

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other-Pedestrian Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate

Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments
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Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

Selection committee

Other 

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

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

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

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

Relative Weight in Scoring

Rank of Priority Consideration

Ranking based on B/C 1

Available funding 2

Incremental B/C
2014 Rhode Island Highway Safety Improvement Program

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Ranking based on net benefit

Other 

Program: Other-HSIP Design Study Program

Date of Program Methodology: 10/1/2013

 

What data types were used in the program methodology? 

Crashes Exposure Roadway

All crashes Traffic Median width

Fatal crashes only Volume Horizontal curvature

Fatal and serious injury 

crashes only

Population Functional classification

Other Lane miles Roadside features

Other Other 

What project identification methodology was used for this program? 

Crash frequency

Expected crash frequency with EB adjustment

Equivalent property damage only (EPDO Crash frequency)

EPDO crash frequency with EB adjustment

Relative severity index

Crash rate

Critical rate
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Level of service of safety (LOSS)

Excess expected crash frequency using SPFs

Excess expected crash frequency with the EB adjustment

Excess expected crash frequency using method of moments

Probability of specific crash types

Excess proportions of specific crash types

Other 

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

Yes

No

If yes, are local road projects identified using the same methodology as state roads?

Yes

No

How are highway safety improvement projects advanced for implementation?

Competitive application process

Selection committee

Other 

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

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

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

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

Relative Weight in Scoring

Rank of Priority Consideration
2014 Rhode Island Highway Safety Improvement Program

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Ranking based on B/C 2

Available funding

Incremental B/C

Ranking based on net benefit

Cost Effectiveness 3

SHSP Emphasis Areas 1

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

39

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

improvments?

Cable Median Barriers Rumble Strips

Traffic Control Device Rehabilitation Pavement/Shoulder Widening

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

Delineation

Upgrade Guard Rails Clear Zone Improvements

Safety Edge Install/Improve Lighting

Add/Upgrade/Modify/Remove Traffic Signal Other Other-Wrong-Way Driving

Other Other-Blunt End Terminal Other Other-High Friction Surface Treatments

Other Other-Road Diets
2014 Rhode Island Highway Safety Improvement Program

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What process is used to identify potential countermeasures? 

Engineering Study

Road Safety Assessment

Other: 

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

last reporting period.

Highway Safety Manual

Road Safety audits

Systemic Approach

Other: Other-RIDOT continues to use HSM methodlogies in the HSIP process.

Other: Other-RIDOT continues to use RSAs and Systemic approach in the HSIP process.

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

would like to elaborate. 

It is RIDOT wish to fully incorporate the HSM predictive methods in their entire HSIP process. 

Currently, RIDOT is undertaking a tremendous data collection, including collecting the majority 

of the MIRE elements, and integration effort to allow for predictive network screening and 

state-specific SPF development. RIDOT wishes to focus on systemic crash types and solutions so 

that not only can develop more systemic type improvement projects but to help define 
2014 Rhode Island Highway Safety Improvement Program

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countermeasures that can be weaved into policies and procedures so that non-safety 

improvement projects can incorporate safety improvements. 

RIDOT has went thought the exercise to determine if they can accurately develop calibration 

factors for SPF, however, due to the crash and traffic data differences from other states, it was 

determined that state-specific SPFs would be most appropriate. RIDOT also wishes to develop 

state-specific CMFs as after crash data becomes available. Due to RI’s size and only recent 

implementation of safety projects, there is a lack of available after data at this point in time to 

accurately develop statistically significant effectiveness evaluations.

RIDOT is also in the process of developing programs and sub-programs to better help organize and track 

proposed improvements. The programs are anticipated to align with the SHSP and will include Roadway 

Departure, Local Safety, Low-Cost Improvements (RI*STARS), Vulnerable Road Users, and Intersection 

Improvements. Sub-programs may include Median Barrier, Horizontal Curve, Skid Hazard, Safe Corridor, 

Pedestrian Safety, Signalized Intersection, and Unsignalized Intersection.
2014 Rhode Island Highway Safety Improvement Program

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Progress in Implementing Projects

Funds Programmed

Reporting period for Highway Safety Improvement Program funding.

Calendar Year

State Fiscal Year

Federal Fiscal Year

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

Funding Category Programmed* Obligated

HSIP (Section 148) 11470082 68 % 7719420.13 40 %

HRRRP (SAFETEA-LU)

HRRR Special Rule 900000 5 % 900000 5 %

Penalty Transfer -

Section 154

Penalty Transfer –

Section 164

4392354 26 % 10543843.3 55 %

Incentive Grants - 

Section 163

Incentive Grants 

(Section 406)

Other Federal-aid 

Funds (i.e. STP, NHPP)

State and Local Funds
2014 Rhode Island Highway Safety Improvement Program

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Totals 16762436 100% 19163263.43 100%

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

$0.00

How much funding is obligated to local safety projects?

$100,000.00

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

$0.00

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

$4,830,322.00

How much funding was transferred in to the HSIP from other core program areas during the reporting 

period?

$0.00
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How much funding was transferred out of the HSIP to other core program areas during the reporting 

period? 

$0.00

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

overcome this in the future.

The RIDOT has experienced delays in programming and allocating safety funds primarily due to the time 

needed for the consultant procurement process. This problem was identified in a 2010 HSIP review in 

which the RIDOT participated. Since this review, the RIDOT conducted a workshop to evaluate the 

current contract award process and has developed mechanisms to streamline a consultant award with 

priority on safety projects. 

RIDOT is in the process of revamping its project develop process. RIDOT has 5 different “on-call” 

consultant contracts. The first on-call contract involves one consultant to perform the network 

screening, diagnosis, and countermeasure selection. This consultant will then develop conceptual 

improvement plans for RIDOT’s review. RIDOT then distributes all improvement projects to the other 4 

on-call consultants, which are charged with advancing the conceptual plans to final design and 

construction. Once the improvements have been implemented, the first on-call consultant tracks these 

projects and develops safety effectiveness evaluations.

RIDOT is also developing a local safety program that will provide training and resources to municipalities 

to make data-driven decisions. Resources include setting up dedicated funding for local 

projects/programs, providing templates of low-cost improvements to locals, and assisting in the 

advertising of safety projects.

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

progress on which you would like to elaborate.

None 
2014 Rhode Island Highway Safety Improvement Program

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General Listing of Projects

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

Project Improveme

nt Category 

Output HSIP Cost Total 

Cost

Fundin

g 

Catego

ry

Functional 

Classificati

on

AADT Spee

d

Roadwa

y 

Ownersh

ip

Relationship to SHSP

Emphasis 

Area

Strategy

Appanoag 

Circulator

Intersectio

n traffic 

control 

Modify 

control -

traffic 

signal to 

roundabout

5 

Numbe

rs

4824409 2999258

3

HSIP 

(Sectio

n 148)

Urban 

Principal 

Arterial -

Other

State 

Highway 

Agency

Intersectio

ns

Replace 

Traffic 

Signal with 

Roundabou

t

2014 

Statewide 

Signing and 

Striping 

Improvement

s

Roadway 

signs and 

traffic 

control 

Roadway 

signs and 

traffic 

control -

other

25 

Numbe

rs

500000 500000 HSIP 

(Sectio

n 148)

Multiple 

FCs

State 

Highway 

Agency

Roadway 

Departure

Signing and 

striping 

enhanceme

nts

Statewide Roadside 

Barrier -

11 766043 766043 HSIP 

(Sectio

Urban 

Principal 

State 

Highway 

Roadway Install 

Median 
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Median other Miles n 148) Arterial -

Interstate

Agency Departure Barrier

Roadway 

Safety 

Improvement

s to Route 

102, Route 

146, and 

Francis 

Street/Memo

rial Blvd

Roadway 

Roadway -

restripe to 

revise 

separation 

between 

opposing 

lanes 

and/or 

shoulder 

widths 

5 Miles 2713521 2713521 HSIP 

(Sectio

n 148)

Urban 

Principal 

Arterial -

Other

10000 50 State 

Highway 

Agency

Roadway 

Departure

Implement 

Safety 

Corridor

High Risk 

Rural Roads 

Contract 2

Intersectio

n traffic 

control 

Modify 

control -

two-way 

stop to 

roundabout

1 

Numbe

rs

900000 900000 HRRR 

Special 

Rule

Rural 

Major 

Collector

10000 50 State 

Highway 

Agency

Intersectio

ns

Replace 

Unsignalize

d 

Intersection 

with 

Roundabou

t

I-95 Highway 

Lighting 

Improvement

s Exits 1, 2, 4, 

5 and Weigh 

Station

Lighting 

Site lighting 

-

interchang

e

5 

Numbe

rs

3528853.

13

3528853.

13

Penalty 

Transfe

r –

Section 

164

Rural 

Principal 

Arterial -

Interstate

14000

0

65 State 

Highway 

Agency

Roadway 

Departure

Install LED 

lighting
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Roadway 

Safety 

Improvement

s to America's 

Cup Avenue 

and Memorial 

Blvd -

RISTARS

Pedestrians 

and 

bicyclists 

Miscellane

ous 

pedestrians 

and 

bicyclists

Miles 871146.8

7

2777000 Penalty 

Transfe

r –

Section 

164

Urban 

Principal 

Arterial -

Other

10000 25 State 

Highway 

Agency

Vulnerabl

e Road 

Users

Enhanced 

pedestrian 

and bicycle 

facilities

Improvement

s to US Route 

1 -

Charlestown 

and South 

Kingstown

Roadway 

Rumble 

strips -

edge or 

shoulder

4 Miles 117680.2

8

5600000 HSIP 

(Sectio

n 148)

Urban 

Principal 

Arterial -

Other

30000 50 State 

Highway 

Agency

Roadway 

Departure

Install 

Rumble 

Strips
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Progress in Achieving Safety Performance Targets

Overview of General Safety Trends

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

Performance Measures* 2009 2010 2011 2012 2013

Number of fatalities 77 73 70 69 69

Number of serious injuries 484 542 512 467 419

Fatality rate (per HMVMT) 0.93 0.88 0.85 0.85 0.86

Serious injury rate (per 

HMVMT)

5.97 6.57 6.48 5.91 5.3

*Performance measure data is presented using a five-year rolling average.
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To the maximum extent possible, present performance measure* data by functional classification and ownership. 

Year - 2013

Function 

Classification

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

RURAL PRINCIPAL 

ARTERIAL - INTERSTATE

1.6 7.4 0.4 1.83

RURAL PRINCIPAL 

ARTERIAL - OTHER 

FREEWAYS AND 

EXPRESSWAYS

3 14.6 2.37 11.33

RURAL PRINCIPAL 

ARTERIAL - OTHER

0 0 0 0

RURAL MINOR 

ARTERIAL

2.4 13 1.82 9.88

RURAL MINOR 

COLLECTOR

0.2 3 0.56 8.3

RURAL MAJOR 

COLLECTOR

2.8 13 1.81 8.3

RURAL LOCAL ROAD OR 

STREET

2.8 6.6 12.46 29.39

URBAN PRINCIPAL 8.4 46.6 0.48 2.69
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ARTERIAL - INTERSTATE

URBAN PRINCIPAL 

ARTERIAL - OTHER 

FREEWAYS AND 

EXPRESSWAYS

19.4 143.4 0.92 6.82

URBAN PRINCIPAL 

ARTERIAL - OTHER

6.6 33.6 0.54 2.76

URBAN MINOR 

ARTERIAL

4.4 84.8 0.42 8.15

URBAN MINOR 

COLLECTOR

0 47.6 0 5.76

URBAN MAJOR 

COLLECTOR

0 0 0 0

URBAN LOCAL ROAD 

OR STREET

16.6 32.4 5.79 11.29

OTHER 0 0 0 0
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Year - 2013

Roadway Ownership Number of 

fatalities

Number of serious 

injuries

Fatality rate (per 

HMVMT)

Serious injury rate (per 

HMVMT)

STATE HIGHWAY AGENCY 0 0 0 0

COUNTY HIGHWAY AGENCY 0 0 0 0

TOWN OR TOWNSHIP HIGHWAY AGENCY 0 0 0 0

CITY OF MUNICIPAL HIGHWAY AGENCY 0 0 0 0

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

LOCAL PARK, FOREST OR RESERVATION AGENCY 0 0 0 0

OTHER STATE AGENCY 0 0 0 0

OTHER LOCAL AGENCY 0 0 0 0

PRIVATE (OTHER THAN RAILROAD) 0 0 0 0

RAILROAD 0 0 0 0

STATE TOLL AUTHORITY 0 0 0 0

LOCAL TOLL AUTHORITY 0 0 0 0

OTHER PUBLIC INSTRUMENTALITY (E.G. AIRPORT, 

SCHOOL, UNIVERSITY)

0 0 0 0
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Describe any other aspects of the general highway safety trends on which you would like to elaborate.

Please note that RIDOT reports fatalties using a 5 year rolling average however they are only able to 

report serious injuries on a annual basis. RIDOT will move to using the 5 year moving (rolling) average 

for reporting serious injuries starting on 2015. This will give enough time to include periods betwene 

2008-2014 as serious injury crash data prior to 2008 used a different definition.

Application of Special Rules

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

age of 65. 

Older Driver

Performance Measures

2009 2010 2011 2012 2013

Fatality rate (per 

capita)

0.09 0.086 0.088 0.084 0.086

Serious injury rate 

(per capita)

0.268 0.338 0.356 0.37 0.374

Fatality and serious 

injury rate (per capita)

0.358 0.422 0.442 0.452 0.458

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

2011 Rate (2007-2011)

(((10+36)/138))+ ((17+35/142)+ ((18+37)/144)+ ((17+45)/145)+ ((17+38)/146)) /5 = 0.4

2009 Rate (2005-2009)

(((13+15)/136)+ ((10+36)/138)+ ((10+36)/138)+ ((17+35/142)+ ((18+37)/144)) /5 = 0.3
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Does the older driver special rule apply to your state? 

No
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Assessment of the Effectiveness of the Improvements (Program 

Evaluation)

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

Safety Improvement Program?

None

Benefit/cost

Policy change

Other: Other-Fatalties and serious injuries are declining based on the 5-year averages.

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

Shift Focus to Fatalities and Serious Injuries

Include Local Roads in Highway Safety Improvement Program

Organizational Changes

None

Other: Other-RIDOT has started to move towards the predeictive method listed in the HSM.

Other: Other-RIDOT is using the systemic method more frequently.

Other: Other-RIDOT is defining sub-programs to better track improvements.

Other: Other-In previous years, RIDOT made organization changes and shifted the focus to fatalities 

and SI.

Other: Other-RIDOT is in the process of developing a local road safety program.
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Briefly describe significant program changes that have occurred since the last reporting period. 

RIDOT is in the process of revamping its project develop process. RIDOT has 5 different “on-call” 

consultant contracts. The first on-call contract involves one consultant to perform the network 

screening, diagnosis, and countermeasure selection. This consultant will then develop conceptual 

improvement [plans for RIDOT’s review. RIDOT then distributes all improvement projects to the other 4 

on-call consultants, which are charged with advancing the conceptual plans to final design and 

construction. Once the improvements have been implemented, the first on-call consultant tracks these 

projects and develops safety effectiveness evaluations.

RIDOT has went thought the exercise to determine of they can accurately develop calibration factors for 

SPF, however, due to the crash and traffic data differences from other states, it was determined that 

state-specific SPFs would be most appropriate. RIDOT also wishes to develop state-specific CMFs as after 

crash data becomes available. Due to RI’s size and only recent implementation of safety projects, there 

is a lack of available after data at this point in time to accurately develop statistically significant 

effectiveness evaluations.
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SHSP Emphasis Areas

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

Year - 2013

HSIP-related SHSP 

Emphasis Areas

Target Crash Type Number of 

fatalities

Number of 

serious 

injuries

Fatality rate 

(per HMVMT)

Serious injury 

rate (per 

HMVMT)

Other1Other2Other3

Roadway Departure Run-off-road 24.2 141.4 0.3 1.75 0 0 0

Intersections IntersectionRelated

18 180 0.22 2.22 0 0 0

Pedestrians Vehicle/pedestrian 11.2 72 0.14 0.87 0 0 0

Bicyclists Vehicle/bicycle 1 26 0.01 0.32 0 0 0

Older Drivers All 12.6 55 0.09 0.37 0 0 0

Motorcyclists All 12 93 0.15 1.13 0 0 0
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Groups of similar project types

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

Year - 2013

HSIP Sub-program 

Types

Target 

Crash Type

Number of 

fatalities

Number of 

serious injuries

Fatality rate (per 

HMVMT)

Serious injury rate 

(per HMVMT)

Other1Other2Other3

Low-Cost Spot 

Improvements

All 2 10 0 0 0 0 0
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Sufficient after data is not available as of this rpeorting period. RIDOT continues to gather data and will report outcomes in future years once 

sufficient after data is available.
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Systemic Treatments

Present the overall effectiveness of systemic treatments.

Year - 2013

Systemic 

improvement

Target 

Crash Type

Number of 

fatalities

Number of 

serious injuries

Fatality rate (per 

HMVMT)

Serious injury rate 

(per HMVMT)

Other1Other2Other3

Cable Median 

Barriers

0.4 1.6 0 0 0 0 0
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Describe any other aspects of the overall Highway Safety Improvement Program effectiveness on 

which you would like to elaborate. 

RIDOT has recently installed numerous systemic improvements along its roadways, including wrong-way 

driving, median guardrail, roadside delineation, unsignalized intersection signing, and high friction 

surface treatments. Once sufficient crash data is available, RIDOT will include in future reports.
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Provide project evaluation data for completed projects (optional). 

Location Functional 

Class

Improvement 

Category

Improvement 

Type

BefFatalBefSerious 

Injury

BefOther 

Injury

BefPDOBefTotalAftFatalAftSerious 

Injury

AftOther 

Injury

AftPDOAftTotalEvaluation 

Results 

(Benefit/ 

Cost Ratio)

N/A N/A
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Optional Attachments

Sections Files Attached
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Glossary

5 year rolling average means the average of five individual, consecutive annual points of data (e.g. 

annual fatality rate).

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

collaborative process. 

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

consistent with a State strategic highway safety plan and corrects or improves a hazardous road location 

or feature or addresses a highway safety problem. 

HMVMT means hundred million vehicle miles traveled.

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

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

activities.

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

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

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

February 13, 2013. 

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

changes in system condition and performance against established visions, goals, and objectives.

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

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

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

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

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

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

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

roadway features that are correlated with specific severe crash types. 

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

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

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