Page 1 of 73

INDIANA 

2022 ANNUAL REPORT 

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

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

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

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

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

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

Page 2 of 73

Table of Contents

Disclaimer .............................................................................................................................................3

Protection of Data from Discovery Admission into Evidence .............................................................3

Executive Summary ..............................................................................................................................4

Introduction ...........................................................................................................................................7

Program Structure ................................................................................................................................. 7

Program Administration .....................................................................................................................7

Program Methodology .....................................................................................................................13

Project Implementation .......................................................................................................................30

Funds Programmed .........................................................................................................................30

General Listing of Projects ..............................................................................................................35

Safety Performance ............................................................................................................................42

General Highway Safety Trends ......................................................................................................42

Safety Performance Targets............................................................................................................50

Applicability of Special Rules...........................................................................................................54

Evaluation ...........................................................................................................................................55

Program Effectiveness ....................................................................................................................55

Effectiveness of Groupings or Similar Types of Improvements .......................................................56

Project Effectiveness .......................................................................................................................61

Compliance Assessment.....................................................................................................................68

Optional Attachments ..........................................................................................................................72

Glossary ..............................................................................................................................................73
2022 Indiana Highway Safety Improvement Program

Page 3 of 73

Disclaimer

Protection of Data from Discovery Admission into Evidence 

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

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

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

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

schedules, lists, or other data.” 

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

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

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

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

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

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

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

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

Page 4 of 73

Executive Summary

As required under 23 U.S.C. § 148(h), the following is the annual report to the Federal Highway Administration 

(FHWA) from the Indiana Department of Transportation (INDOT) for federal fiscal year (FFY) 2022. The 

content of this report combines information regarding the implementation status of the Highway Safety 

Improvement Program (HSIP) and associated sub-programs including the High Risk Rural Roads Program 

(HRRRP). This HSIP report, does not include the annual Rail/Highway Crossing Safety report as required 

under 23 U.S.C. § 130(g). The current FHWA Online Reporting Tool (ORT) system requires that the status of 

the Rail/Highway Crossing Safety Program be submitted as a separate report. 

The format of the annual HSIP report is in accordance with the Online Reporting Tool. The focus of the report 

centers on development and implementation of the core federal aid safety program and associated safety 

spending in Indiana for FFY 2022, beginning October 1, 2021, and ending on September 30, 2022. In addition 

to the core safety programs, this report discusses the ongoing evolution of the INDOT asset management 

program mechanism for setting spending priorities for all projects under INDOT jurisdiction. 

The number of reported motor vehicle crash fatalities increased from 897 in calendar year 2020 to 898 in 2021, 

which represents an increase of 0.11% over the previous year, causing the 5 year rolling average to also 

increase by 1.60%. The early estimate for 2021 vehicle miles of travel indicates an increase of approximately 

7.79% from 2020 to 2021, recovering much of the previous VMT prior to the Covid Pandemic. The estimated 

rate of fatalities per one hundred million vehicle miles of travel (HMVMT) also increased by 1.59% for the 5 

year average. 

In 2021, the count of Suspected Serious Injuries (SSI) was 3,515, while the SSI number for 2020 was 3,302. 

This indicates a one year rise of 6.45%, apparently interrupting a multiyear downward trend from a high of 

3,505 in 2016. The rise is in-part tied to a data discontinuity due to a change in SSI reporting procedures that 

occurred in 2020 and continued through 2022. The improved accuracy in reporting of the 7 injury nature types 

listed in the MMUCC 4th and 5th editions is being realized as more police agencies transition to the new crash 

reporting software. The 2021 rise in SSI interrupted the downward trend in the 5 year average with an increase 

of 0.06% compared to the previous 5 year average. 

It must be noted that conclusions regarding suspected serious injury trends are difficult to draw from the 2021 

and 2020 data. 2020 is the first year that a new method of directly counting suspected serious injuries was 

employed. Changes to the Indiana electronic crash records database, herein referred to as AIRIES 6 now 

allows INDOT to directly count officer’s subjective selection of the FHWA defined Class A injury types for each 

person, (referred to herein as injury natures). The result is a discontinuity in the data due to the shift to a new 

permanent counting procedure. 

The definition used to set the new regulation for reporting traffic safety performance measures was established 

in the MMUCC 4th and is continued in the 5th Edition. This compelled Indiana to determine a method to 

approximate the counting of Suspected Serious Injuries so that Indiana’s crash records system could be used 

to calculate historic and projected traffic safety performance counts in accord with “A” injuries on the KABCO 

scale. Starting in 2020 INDOT began direct counts of suspected serious injuries using the MMUCC defined 

injury natures descriptions that FHWA defined as suspected serious injuries even though the new reporting 

software was still partially deployed and local police agencies were being trained. 

Due to the lack of injury nature data in the prior version of the Indiana crash database, and in order to continue 

reporting suspected serious injuries in the interim between the issuance of the SSI rule and changes to the 

Indiana Crash database, a temporary methodology for estimating a count of persons with suspected serious 

injuries was in use from 2014 until the end of 2019. The method utilized an adjustment factor for all injuries as 

a proxy for missing injury nature types as described in the response to question 30. Indiana received approval 
2022 Indiana Highway Safety Improvement Program

Page 5 of 73

from FHWA to use the factor 7.2% of all non-fatal injuries as the interim method until changes were completed 

in the ARIES crash database allowing a direct count. In the latter part of 2019 new data elements were in place 

in the ARIES officer’s crash reporting system that would allow for a specific count of MMUCC 4th Edition 

compliant data. The estimation method still comprised the first three years of data in the five year rolling 

average for 2021.

A new Indiana Officers Crash Reporting Tool was created by the crash database vendor working under 

contract with the owner agency of the crash database, the Indiana State Police. In the third quarter of 2019 the 

same vendor included the required injury types in both the existing and new crash reporting tools. In spring of 

2021 a compliance review by FHWA resulted in corrected definitions for the seven suspected serious injury 

nature descriptions being updated in the new reporting tool data dictionary, the new officers reporting software 

and officer training procedures. However, it wasn’t until June of 2022 that FHWA certified Indiana’s new 

method of directly counting suspected serious injuries as compliant with the reporting requirement. Training of 

all sworn Indiana police officers in use of the new crash reporting tool is ongoing with the crash database 

vendor estimating completion by the end of 2022. It is expected that by the end of 2024, a phased rollout of the 

officer reported injury nature data for the 5 year rolling averages will be complete.

The shift in crash severity witnessed in 2020 and 2021 is difficult to explain on the basis of the change in 

methodology alone. In past years employment rate was a factor influencing driver risk avoidance behavior and 

crash outcomes, however this factor became less relevant in 2020. During the Covid pandemic in 2020 and 

2021, other as yet undetermined factors associated with the pandemic had a large influence on crash and 

injury severity outcomes. Further research into the interaction of these factors influence on driver risk choice is 

needed to understand how travel conditions and driver reactions have changed, and if these changes are 

permanent or will return to a more recognizable pattern.

FHWA should consider Indiana’s described reporting methodology as part of any review of Indiana Crash data 

and Performance Target setting. The projections produced by this methodology represent a mathematical 

baseline before further adjustments to reflect consideration of non-highway influences that affect highway 

travel and traveler risk-taking. These influences would include, but are not limited to, the Covid pandemic, 

economic change, technology proliferation, and weather.

HSIP Budget Obligation.

All projects approved for funding in HSIP, HRRRP and the Section 164-HE are required to address at least one 

of the emphasis areas defined in the Indiana Strategic Highway Safety Plan (SHSP). In federal fiscal year 

(FFY) 2022, the total expected obligation of federal program funds for safety infrastructure improvements, from 

all programs (excluding the annual rail-highway crossing safety program) is expected to be about $63.4 million. 

The planned federal obligation total is less than the final FFY 2022 $68.9 million apportionment of HSIP funds. 

It should be noted that project programming generally occurs 5 years prior to the fiscal year and the impact of 

the BIL act could not be absorbed immediately. 

Indiana is also under a Section 164-HE transfer that must be obligated before the end of the fiscal year, 

therefore obligation of these funds during the year are a higher priority compared to HSIP funds. Under the 

Obligation Limitation for federal fiscal year 2022, the minimum Section 164-HE obligation is $20.6 million. 

INDOT plans to obligate $22.9 million of Section 164-HE in FY 2022. INDOT is currently increasing efforts to 

obligate all available federal dollars.

The selection and prioritization of all safety projects on roads under INDOT jurisdiction, including those funded 

with HSIP and HRRRP funds utilize the INDOT Asset Management Process. The documentation that 

describes INDOT’s countermeasure selection methodology originally took place in September of 2008 with the 

submission of the FFY 2008 HSIP/HRRRPReport. While numerous refinements to the asset management 

program have taken place, the underlying methodology has not changed. For roads under INDOT jurisdiction, 

regardless of funding program, the established selection process for safety projects prioritizes locations of 

highest need in terms of reducing the severity and frequency of crashes. The goal for all safety projects is to 
2022 Indiana Highway Safety Improvement Program

Page 6 of 73

select the most appropriate and cost-effective countermeasures available. The INDOT Office of Traffic Safety 

(OTS) ensures that each candidate safety project has a cost-effective choice of proposed solution, eligibility for 

HSIP funding is determined, and the relative priority of the candidate project need is established. All safety 

program projects address one or more of the emphasis areas enumerated in the Indiana SHSP.

Guiding the selection of projects on local jurisdiction roads, the document titledHighway Safety Improvement 

Program Local Project Selection Guidance, was issued on December 1, 2010, and updated on March 20, 

2014. Also,Special Rules for Eligibility of Highway Safety Improvement Projects, issued August 1, 2013, 

described the selection methodology for local HSIP projects. INDOT is currently engaging with multiple partner 

agencies and groups to revise the Indiana’s current SHSP and will subsequently revise the HSIP Local Project 

Selection Guidance.

INDOT fiscal policy is to make one-third of its total FHWA apportionment from HSIP available to local public 

agencies for safety projects on local system roads. Individual Metropolitan Planning Organizations (MPO), 

receive annual apportionments of obligation authority and a predetermined amount of obligation authority is 

also set-aside for the use of rural public highway agencies. The INDOT Local Project Selection 

Documentprovides local agencies guidance on the structure and content of applications for HSIP and HRRRP 

project funding.

In addition, the HELPERS program based at the Indiana LTAP is tasked with providing advice and assistance 

to rural roadway agencies with data management, analysis, and RSA facilitation. INDOT also maintains a webbased information source on the various state safety initiatives to assist users in determining the best 

countermeasures for deployment to achieve effective safety improvement projects. Information regarding local 

safety programs, is also accessible at,http://www.in.gov/indot/2357.htm.
2022 Indiana Highway Safety Improvement Program

Page 7 of 73

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. 

The HSIP in Indiana provides for infrastructure safety improvements on both state system roads and local 

roads. Each year, one third of HSIP funding is allocated for use on the local road network. However, the local 

HSIP program has a somewhat different structure from the state system program. 

State Highway System program: The INDOT Office of Traffic Safety (OTS) is part of the Traffic engineering 

Division. OTS leads INDOT’s coordinated efforts to identify locations with elevated safety needs, plan 

infrastructure improvements, manage safety assets to prioritize and program traffic safety improvement 

projects on the Indiana State system of highways. OTS works with each of INDOT’s six district offices, as well 

as the divisions of Design, Technical Planning, Local Public Agency & Grant Administration, Capital Asset 

Management Project Finance, and the other Traffic Engineering Offices. 

To facilitate identification of potential safety improvement projects, OTS conducts an annual network wide 

safety screening process to identify possible locations that appear to experience higher than nominal safety 

risk. OTS also gathers input from various internal and external groups regarding any locations of concern. The 

principal internal partners that provide key input in the conduct of road safety assessments are the 

Maintenance and Technical Services Divisions including the Traffic Engineering offices in each district. After 

refinement of data records, analysis of target locations leads to identification of candidate locations for safety 

interventions that include both spot and systemic safety improvements. 

In the areas of project prioritization/programming, the Manager of the OTS acts as the chair to the INDOT 

Traffic Safety Asset Management (TSAM) Team tasked with an annual process prioritizing all proposed safety 

projects located on the INDOT system of highways. OTS and the six INDOT district traffic engineering offices 

act as voting members of the team. In 2022, a new sidewalk and ADA facility program budgeted at $25 million 

per year was added to the INDOT safety program. To assist with coordinated programming of pedestrian 

safety needs, the INDOT Bicycle and Pedestrian Planning Coordinator was added as a member of the TSAM 

team for the sidewalk subprogram. 

The Program Finance Group provides coordination between INDOT’s other asset teams and with executive 

management while the Traffic Engineering Division coordinates with the districts Technical Services Divisions 

regarding project programming and any significant changes to estimated project cost or scope. The TSAM 

Team acts to deliberate the relative need and priority of proposed traffic safety projects on INDOT managed 

roadways. The overall budgeting of obligation authority for safety projects on both the state and local road 

systems is coordinated with the Division of Budget and Project Accounting. 
2022 Indiana Highway Safety Improvement Program

Page 8 of 73

Project design is conducted by the INDOT’s Highway Design Division, and each project is managed by an 

assigned project manager utilizing the Scheduling Project Mangement System.

Final evaluation of project safety performance is conducted by OTS in the fourth year following project 

construction.

Local Roads Safety Program: In the State of Indiana, Local Public Agencies (LPAs) operate and maintain all 

local public roads. At the inception of the INDOT safety program under SAFTEA-LU a policy was determined 

by the Finance Business Unit to make one third of INDOT’s total annual apportionment of HSIP funding 

available to local public agencies for safety projects on local system roads. An annual apportionment of 

obligation authority is assigned to each Metropolitan Planning Organization (MPO) serving Group 1 and Group 

2 urban areas. A standardized population formula is used to determine the assigned funding made available to 

individual MPOs. For public agencies in rural (non MPO areas) the aforementioned population formula is also 

used to determine the total amount of the HSIP funding allotted for projects located in rural areas. Rules have 

been established allowing LPAs to apply to INDOT for determination of project eligibility to utilize HSIP funds.

To assist selection of local HSIP projects, guidance and outreach efforts are routinely made by INDOT and the 

Local Technical Assistance Program (LTAP). INDOT’s guidance to LPAs advocates the value of low-cost 

systemic safety improvements to proactively address the risk of severe crashes on their entire roadway 

system, along with the treatment of locations with high risk of frequent severe crashes.

INDOT sponsors an ongoing program with LTAP called the Hazard Elimination Project for Local Roads and 

Streets (HELPERS) Program. The HELPERS Program coordinates with rural planning organizations (RPOs) 

as well as rural counties, cities, and towns to assist them in identifying, analyzing, and prioritizing their safety 

improvement needs. The HELPERS Program advises LPAs regarding management of safety risks and assists 

rural area LPAs in submitting project level funding proposals to INDOT for determination of HSIP project 

eligibility.

The INDOT Office of Traffic Safety makes determination of eligibility for all applications that seek to utilize 

HSIP funding. OTS reviews all safety improvement project proposals for compliance with HSIP eligibility 

requirements as defined in Indiana’s Strategic Highway Safety Plan. Eligible local projects are recommended 

to the INDOT Division of LPA & Grant Administration for programming approval and inclusion in the STIP and 

relevant TIP document. The LPA & Grants Division develops an interagency agreement with the relevant LPA 

to guide each projects development. The relevant INDOT district then assigns a project manager to coordinate 

development of the project design.

Regarding internal coordination of local safety project design and contract preparation, technical review of local 

agency design plans is conducted by the Highway Design Division, while contract letting is conducted by the 

INDOT Construction Management Division.

In addition, OTS consults with Design and Maintenance Divisions regarding new safety improvement design 

practices and the Office of Traffic Administration, regarding new Standards and Specifications. OTS also 

coordinates with the Research Division regarding the approval of safety related research efforts under the Joint 

Transportation Research Project (JTRP) and to plan implementation of successful research products.

Where is HSIP staff located within the State DOT? 

 Planning

The INDOT Office of Traffic Safety is located within the Traffic Engineering Division and is in turn part of the 

Traffic Engineering Division in the Operations – Strategic Planning Business Unit. The primary functions of the 

Office of Traffic Safety are planning, prioritization and analysis in support of the HSIP in the state of Indiana.
2022 Indiana Highway Safety Improvement Program

Page 9 of 73

How are HSIP funds allocated in a State? 

• Central Office via Statewide Competitive Application Process

• Formula via MPOs

• SHSP Emphasis Area Data 

HSIP Funds for use on state system highways are allocated statewide via INDOT's Asset Management 

Process as described in the response under Question 3.

Local Roads HSIP Funds are allocated regionally to MPOs via a population formula and to rural areas by an 

LTAP managed assistance program. 

Analysis of crash data related to SHSP Emphasis Areas informs selection and programming of various 

systemic safety improvement projects.

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

In the State of Indiana, Local Public Agencies (LPAs) operate and maintain all local public roads. There are no 

designated tribal roads in the state. INDOT policy is to make one third of its total annual apportionment of HSIP 

funding available to local public agencies for safety projects on local public roads. An annual apportionment of 

obligation authority is assigned to each Metropolitan Planning Organization (MPO) serving Group 1 and Group 

2 urban areas. A standardized population formula is used to determine allocation of all federal aid funding 

made available to individual MPOs. For public agencies in rural (non MPO areas) Group 3 (incorporated cities 

and towns) and rural Group 4 (counties and un-incorporated towns), a predetermined amount of HSIP funds 

are made available for funding eligible projects. The population formula is also used to determine the total 

amount of the HSIP allotted for projects located in rural areas.

Rules have been established allowing LPAs to apply to INDOT for determination of project eligibility to utilize 

HSIP funds. These rules are contained in the INDOT guidance document titled,Highway Safety Improvement 

Program Local Project Selection Guidance. The latest INDOT version of this guidance document was 

approved by INDOT’s Highway Safety Advisory Committee on December 10, 2010 with an update published in 

2014. In August of 2013, a supplement document titled FY 2014 Special Rules for HSIP Eligibility was 

published, principally to expand the choices of Systemic Safety improvement types available to local agencies. 

Both documents are on file at the FHWA Indiana Division Office. In addition, an expanded list of systemic 

safety project work types was published on December 12, 2016. These documents are also posted on the 

INDOT web site at:http://www.in.gov/indot/2357.htm

Guidance and outreach efforts are routinely made by INDOT and the Local Technical Assistance Program 

(LTAP), regarding selection of HSIP and HRRRP projects. INDOT’s guidance to LPAs advocates the value of 

low cost systemic safety improvements to proactively address the risk of severe crashes on their entire 

roadway system, along with the treatment of locations with high risk of frequent severe crashes involving 

fatalities or suspected serious injuries. Systemic projects are gaining increasing acceptance by LPAs. 

In urban areas, the MPOs that serve Group 1 and 2 urban areas are tasked to perform initial screening of 

proposed safety improvements and select candidate projects subject to INDOT determination of HSIP 

eligibility. To provide a similar level of planning support to rural public agencies, INDOT has collaborated with 

the Indiana Local Technical Assistance Program (LTAP). INDOT sponsors an ongoing program with LTAP 

called theHazard Elimination Project for Local Roads and Streets (HELPERS). The HELPERS Program 

coordinates with rural planning organizations (RPOs) as well as rural counties, cities, and towns to assist them 

in identifying, analyzing and prioritizing their safety improvement needs in regard to reducing the occurrence 

and risk of severe crashes on public roadways.
2022 Indiana Highway Safety Improvement Program

Page 10 of 73

The HELPERS Program advises LPAs regarding management of safety risks and assists rural area LPAs in 

submitting project level funding proposals to INDOT for determination of HSIP project eligibility. The INDOT 

Office of Traffic Safety makes a determination of eligibility for all applications to utilize HSIP or HRRRP 

funding.

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

Bureaus, Divisions) are involved with HSIP planning.

• Design

• Districts/Regions

• Local Aid Programs Office/Division

• Operations

• Planning

• Traffic Engineering/Safety

• Other-Research

Describe coordination with internal partners.

The INDOT Office of Traffic Safety (OTS) leads INDOT’s coordinated efforts to identify locations with safety 

needs, plan improvements, prioritize and program traffic safety improvement projects on the Indiana State 

system of highways. OTS works with each of INDOT’s district offices, as well as the divisions of Design, 

Planning, Traffic Engineering, LPA & Grant Administration, Capital Asset Management Office, and Budget 

Divisions.

To identify potential safety improvement projects, OTS gathers input from various internal and external groups. 

The principal internal partners are District Maintenance and Technical Services Divisions and Traffic 

Engineering Offices that provide key input in the conduct of road safety assessments. 

In the areas of finance, budget and project prioritization/programming, the Manager of OTS acts as the chair to 

the INDOT Traffic Safety Asset Management Team to prioritize all proposed safety projects located on the 

INDOT system of highways. The six INDOT district traffic engineering offices along with a single member of 

OTS act as a seven-person voting group. The Traffic Safety Asset Management Team acts to deliberate the 

relative need and priority of proposed traffic safety projects on INDOT managed roadways. The approval of the 

recommended list of projects by fiscal year and the allocation of proposed obligation authority for all asset 

programs including safety is under authority of the Program Management Group. Budgeting of obligation 

authority for safety projects on both the state and local road systems is coordinated with the Division of Budget 

and Project Accounting.

For approved safety projects on the state highway system, the relevant INDOT district office is responsible for 

project programming and entry of the project into the State Transportation Improvement Plan (STIP) and any 

relevant local Transportation Improvement Plan (TIP). The six district’s team members coordinate the 

approved list of selected projects with their respective district Funds Managers to facilitate programming. The 

districts also manage design, permitting and construction of projects in coordination with INDOT Design and 

Construction Divisions, via a project manager assigned to the project to coordinate all project development 

tasks. 

Regarding internal coordination of local safety projects, the OTS performs review of all proposed projects for 

compliance with eligibility requirements as defined in Indiana’s Strategic Highway Safety Plan. Eligible projects 

are recommended to the INDOT Division of LPA & Grant Administration for funding approval and inclusion in 

the STIP and relevant TIP document. The LPA & Grants Division also develops an interagency agreement with 

the LPA to guide project development. The relevant INDOT district then assigns a project manager to 

coordinate development of the construction project.
2022 Indiana Highway Safety Improvement Program

Page 11 of 73

In addition, OTS consults with Design and Maintenance Divisions regarding new safety improvement design 

practices and the Office of Traffic Administration, regarding new Standards and Specifications. OTS also 

coordinates with the Research Division regarding the approval of safety related research efforts under the Joint 

Transportation Research Project (JTRP) and to plan implementation of successful research products.

Identify which external partners are involved with HSIP planning.

• Academia/University

• Governors Highway Safety Office

• Local Technical Assistance Program

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

• Other-Various County Engineers

INDOT Office of Traffic Safety (OTS) coordinates the SHSP with numerous state and local agencies, MPO 

Council and other stakeholders. Two primary SHSP partners are the Indiana Criminal Justice Institute which 

houses the Indiana State Highway Safety Office (SHSO) and the Indiana State Police which manages the 

State’s crash database as well as FARS office. 

OTS also partners with the Indiana Joint Transportation Research Program (JTRP) in the development of 

calibrated safety planning analysis tools for INDOT and its local partners. The Purdue University Center for 

Road Safety works with OTS under the JTRP structure to produce an annual Network Safety Screening 

Process that provides preliminary substantive versus nominal crash risk assessment of each intersection and 

road segment on the INDOT roadway network.

Regarding planning of local safety programs and performance target setting INDOT OTS primarily coordinates 

with MPOs and the Indiana LTAP program - Hazard Elimination Project for Local Roads and Streets 

(HELPERS). The HELPERS Program in turn coordinates with rural planning organizations (RPOs) and rural 

local agencies to help guide them toward developing HSIP eligible safety projects.

Describe coordination with external partners.

INDOT Office of Traffic Safety (OTS) coordinates implementation of the Indiana Strategic Highway Safety Plan 

(SHSP) with state and local agencies and interested stakeholders as well as the FHWA Indiana Division Office. 

Principal SHSP partners include the Indiana Criminal Justice Institute which houses the Indiana State Highway 

Safety Office, and beginning this year administers the Indiana Fatality Analysis Reporting System. The Indiana 

State Police houses Indiana’s Electronic Vehicle Crash Records System. The Indiana MPO Council has input 

on urban safety issues associated with vulnerable road users and equity issues. Other external partners 

include but are not limited to the Indiana Bureau of Motorvehicles, Department of Health, Department of 

Education, Local Technical Assistance Program (LTAP), and various county highway departments as well as 

other local agencies and groups. 

Regarding planning of local safety programs and performance target setting, INDOT OTS coordinates with 

Indiana’s 14 Metropolitan Planning Organizations through the MPO Council. To assist in coordination with rural 

planning organizations (RPOs) and rural local agencies, INDOT has established the Hazard Elimination Project 

for Local Roads and Streets (HELPERS) within the Indiana Local Technical Assistance Program (LTAP). The 

HELPERS program helps guide small agencies in developing HSIP eligible safety projects. 

A joint effort with LTAP and FHWA was started in FY 2019 to encourage counties to prepare Local Road 

Safety Plans (LRSP). Currently three counties have approved plans, and three other counties and one MPO 

are at various stages of achieving a draft plan, Presentations have been made to the Indiana County Engineer 

Association and the MPO Council to solicit other counties and MPOs to begin efforts to begin an LRSP 
2022 Indiana Highway Safety Improvement Program

Page 12 of 73

process. In addition, a Safety Planning Workshop was held virtually in June 2020 to educate numerous local 

agencies in safety planning strategies and data analysis.

INDOT OTS also partners with the Indiana Joint Transportation Research Program (JTRP) in the development 

of Indiana-specific safety planning analysis tools and assessing safety countermeasures new to INDOT and its 

local partners.

INDOT OTS provides information to local agency staff and consultants regarding new technical tools and 

changing methodologies through presentations made at various conferences during the year such as the 

annual Purdue University Road School and their annual Civil Engineering Professional Development Seminar 

as well as other organized events.

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

elaborate. 

In response to the increased HSIP apportionments under the FAST and BIL Acts, INDOT has engaged in new 

strategies to increase the obligation of funds to construct worthy safety improvement projects. The number of 

systemic improvement types has been expanded along with expanded selection of hot spot safety 

improvement projects. Also, a new Sidewalk Improvement Program has been created for future fiscal years. 

The new sidewalk program is intended to provide a means of constructing upgraded or new sidewalks as part 

of roadway improvements projects or as standalone projects. The program includes funding for ADA compliant 

ramps to pair with HSIP funded crosswalk improvements using a risk and equity scoring method to assist in 

selection of locations along state highways. 

Indiana’s policy is to provide one third of the total percentage of HSIP funds apportionment to local agencies, 

resulting in more opportunity to combat severe crash risk in both urban and rural areas. In addition to long 

standing systemic pedestrian safety work types, INDOT has shared it’s sidewalk project selection methodology 

with the Indiana MPO council to encourage increased local efforts to address pedestrian safety needs. 

Regarding the process used by INDOT to conduct HSIP eligibility review for proposed local safety projects; 

urban LPAs must first submit to their local Metropolitan Planning Organizations (MPOs) for preliminary project 

selection and funding prioritization. Rural group 3 and group 4 LPAs first submit their proposed projects to the 

LTAP HELPERS Program for compliance review, prior to INDOT determination of eligibility for HSIP or 

HRRRP funding.

INDOT OTS determines eligibility in accordance with the Indiana Strategic Highway Safety Plan's delineated 

Safety Emphasis Areas as well as the project work types defined in the HSIP Local Project Selection Guidance 

documents. When an HSIP eligible local project is approved for programming by the Division of LPA and Grant 

Administration, that division provides oversight of project agreements between INDOT and the LPA to govern 

project development. The LPA and Grant Administration Division also supports the programming of safety 

projects by administering inclusion of projects on Local and State Transportation Improvement Plans and 

authorizing funding obligation by fiscal year and monitoring progress of plan development and construction 

contract letting. Once a project is programmed in Active status on the INDOT Scheduling Project Management 

System, the INDOT district office assigns a project manager to coordinate the design and environmental 

documentation with the project sponsor agency, designer, and various INDOT Divisions and offices as well as 

monitor progress in order to bring the project to a scheduled construction contract letting. 

All project plans, construction documents and estimates are reviewed by the INDOT Highway Design & 

Technical Support Division. Contract letting is administered by the INDOT Construction Management Division.
2022 Indiana Highway Safety Improvement Program

Page 13 of 73

Program Methodology

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

implementation and evaluation processes?

Yes

INDOT has published documents on file with the FHWA Indiana Division Office that provide policies and 

guidance to staff and partner agencies including:

• Business Rules governing the conduct of the Traffic Safety Asset Management process for state 

system safety improvement project selection and methodology for scoring and prioritization of 

candidate projects including HSIP assets.

• Guidance to local public agencies regarding safety program planning and management of local safety 

project selection, listing of approved systemic safety improvement work types and process to apply for 

candidate project HSIP eligibility determination are posted on the INDOT website for public access. 

• Local Technical Assistance Program (LTAP) management guidance document for the Indiana HSIP 

funded Hazard Elimination Program for Existing Roads and Streets (HELPERS).

Select the programs that are administered under the HSIP.

• Bicycle Safety

• Horizontal Curve

• Intersection

• Local Safety

• Median Barrier

• Pedestrian Safety

• Roadway Departure

• Sign Replacement And Improvement

• Other-Centerline and Edgeline Rumble Stripes 

• Other-Traffic Signal Visibility Improvement

Various sub-programs are aligned to address SHSP emphasis areas but may overlap regarding target crash 

types that are addressed. For example, the Intersection safety subprogram encompasses all forms of 

intersection crash types for signalized, stop controlled and alternative design intersections while the program 

titled “Other, Traffic Signal Visibility” has a specific focus on replacement and adjustments to traffic signal 

heads to improve their visibility to drivers.

Note that Indiana was not subject to the High-Risk Road special rule in fiscal year 2022.

Program: Bicycle Safety

Date of Program Methodology:7/29/2015

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects
2022 Indiana Highway Safety Improvement Program

Page 14 of 73

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Fatal and serious injury crashes 

only

• Traffic

• Volume

• Other-Roadway and/or 

shoulder Width potental for 

Road Diet

What project identification methodology was used for this program? 

• Crash frequency

• Probability of specific crash types

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• selection committee

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

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

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

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

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

Rank of Priority Consideration

Ranking based on B/C:50

Available funding:50

Most Bicycle safety projects are identified and proposed for HSIP funding both by INDOT and by local 

agencies as part of their non-motorized program planning due to concern that exposure to motorvehicles 

increases probability of bike involved crashes. Selection of road segments are often the result of data analysis 

efforts by an MPO or LTAP HELPERS. Projects proposed by INDOT are prioritized by the Office of Traffic 

Safety and the relevant INDOT district office during the annual asset management process. Typically bike 

lanes are installed as part of road diets either by reallocation of travel and auxiliary turn lanes and/or by 

elimination of on-street parking.

Program: Horizontal Curve

Date of Program Methodology:7/29/2015

What is the justification for this program? 

• Addresses SHSP priority or emphasis area
2022 Indiana Highway Safety Improvement Program

Page 15 of 73

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Fatal and serious injury crashes 

only

• Traffic

• Volume

• Other-Roadway and/or 

shoulder Width potental for 

Road Diet

What project identification methodology was used for this program? 

• Crash frequency

• Probability of specific crash types

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• selection committee

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

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

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

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

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

Rank of Priority Consideration

Ranking based on B/C:50

Available funding:50

Horizontal Curve Safety projects on the State’s Highway network are primarily identified by annual network 

safety screening of previous crash history but may also be identified from citizen input. Typically, the curved 

road sections are depicted graphically on a heat map and by listing with crash risk indexes Likely candidates 

for improvement projects are prioritized by the relevant INDOT district office according to risk for future lane 

departure crashes. Projects are identified to the Traffic Safety Asset Team under the budgeted amount for that 

district’s systemic HSIP funding allotment. 

Local agencies may identify local road curves as part of proposed systemic curve safety projects. The LTAP 

HELPERS Program often assists county highway agencies in determining road segments at elevated risk of 

crashes. Rural public agency projects are prioritized by INDOT while MPOs prioritize proposed projects within 

their planning areas. Counties that have a road segment identified in a Local Road Safety Plan or other action 

plan are given a high priority. Typically, enhanced warning devices and pavement markings are installed. 
2022 Indiana Highway Safety Improvement Program

Page 16 of 73

Safety Edge is part of INDOT standards for new pavement and resurfacing and is recommended to local 

agencies. High Friction Surface Treatment may also be included where existing friction or pavement is lower 

than acceptable. Less frequently, new guardrail installations may be constructed to meet roadside safety 

standards.

Program: Intersection

Date of Program Methodology:10/1/2010

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Fatal and serious injury crashes 

only

• Volume • Other-roadway conditions and 

sight distance

What project identification methodology was used for this program? 

• Crash frequency

• Excess proportions of specific crash types

• Probability of specific crash types

• Relative severity index

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• Competitive application process

• selection committee

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

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

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

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

and skip the next highest rank (as an example: 1, 2, 2, 4).
2022 Indiana Highway Safety Improvement Program

Page 17 of 73

Relative Weight in Scoring

Cost Effectiveness:50

Other-Weighted factors addressing safety need, intersection geometry and cost effectivness:50

Total Relative Weight:100

Intersection Safety Improvement projects may consist of either site specific “Spot” safety improvements 

involving addition of turn lanes or reconfiguration of an entire intersection to construct roundabout, reduced 

conflict, or other innovative designs. However, the majority of intersections are treated with lower cost systemic 

safety improvements including un-signalized intersection visibility features for two-way stop controlled 

intersections, increased visibility of stop signs or traffic signal heads as described below. INDOT is also in the 

early stages of assessing newly installed intersection Conflict Warning Systems (CWS) at a number of 

intersections. If found to be practical and effective CWS may become an approved systemic work type. Also, 

one county highway agency installed the first conflict warning system in Indiana about 5 years ago.

Intersections on the State Highway network are typically identified by INDOT’s annual network safety 

screening process, but some intersections are identified by citizen input or known land use developments that 

are determined to increase exposure to crash risk. State network projects are proposed for programming by 

the INDOT district offices to the Traffic Safety Asset Team for prioritization according to a project scoring 

methodology that rates various factors including relative future crash risk, and cost effectiveness of the 

proposed countermeasures. 

Local agencies identify intersection safety improvements for spot improvement projects. Some local agencies 

utilize low cost systemic intersection safety countermeasures that can include oversize signs, enhances 

special markings or flashing beacons. Rural local agency projects are prioritized by INDOT while MPOs 

prioritize proposed projects within their planning areas.

Program: Local Safety

Date of Program Methodology:10/1/2010

What is the justification for this program? 

• Other-Designated split of HSIP Apportionment

What is the funding approach for this program? 

Other-Competes with other local projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Fatal and serious injury crashes 

only

• Volume

• Horizontal curvature

• Roadside features

• Other-Geometric Features, 

marking and signs

What project identification methodology was used for this program? 

• Crash frequency

• Excess proportions of specific crash types

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

Page 18 of 73

• Relative severity index

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

program?

Yes

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

No

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

State Roads are not addressed in this SubProgram

How are projects under this program advanced for implementation?

• Competitive application process

• selection committee

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

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

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

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

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

Relative Weight in Scoring

Cost Effectiveness:50

Other-Weighted scoring based on safety need and cost effectivness:50

Total Relative Weight:100

All local sponsored projects are identified and proposed for HSIP funding by local agencies. The majority of 

local project proposals are in urban areas and are therefore most often prioritized by MPOs. The LTAP 

HELPERS Program (similar to a Safety Circuit Rider) typically assists rural local agencies and rural planning 

agencies RPOs in identifying appropriate safety improvement projects and conducting road safety 

assessments. Local agencies then submit applications for candidate projects to receive HSIP funding eligibility 

that is determined by the INDOT Office of Traffic Safety. Priority for setting the contract fiscal year is 

determined by the INDOT Division of Local Public Agencies and Grants along with the relevant INDOT district 

office.

Program: Median Barrier

Date of Program Methodology:10/1/2010

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects
2022 Indiana Highway Safety Improvement Program

Page 19 of 73

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Fatal and serious injury crashes 

only • Volume • Median width

• Functional classification

What project identification methodology was used for this program? 

• Crash frequency

• Excess proportions of specific crash types

• Probability of specific crash types

• Relative severity index

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

program?

No

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

How are projects under this program advanced for implementation?

• selection committee

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

Cost Effectiveness:50

Other-Weighted ranking factors including safety need, roadway geometry and cost effectivness:50

Total Relative Weight:100

Median Barrier projects are conducted under this sub program to reduce the severity of cross median crashes. 

While available for systemic installation on local roads, the majority of projects in this sub-program are cable 

barrier systems that are constructed on state network highways that have depressed grass medians. Per 

INDOT Standards, cable barriers require adequate width to accommodate the larger deflections that can occur 

when struck by large commercial vehicles. Medians that are narrower than 40 feet wide may need to be 

treated with two faced steel guardrails. 

On INDOT system highways, project identification and prioritization are conducted by INDOT Office of Traffic 

Safety and district traffic engineering offices. Local agencies may also use HSIP funding for construction of 

median barrier systemic projects, but to date this has not happened. 
2022 Indiana Highway Safety Improvement Program

Page 20 of 73

Program: Pedestrian Safety

Date of Program Methodology:10/1/2010

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Fatal and serious injury crashes 

only

• Traffic

• Volume

• Median width

• Roadside features

• Other-Geometrics features and 

land use

What project identification methodology was used for this program? 

• Crash frequency

• Excess proportions of specific crash types

• Probability of specific crash types

• Relative severity index

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• Competitive application process

• selection committee

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

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

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

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

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

Relative Weight in Scoring

Cost Effectiveness:50

Other-Weighted factors using safety need and cost effectivness:50
2022 Indiana Highway Safety Improvement Program

Page 21 of 73

Total Relative Weight:100

Pedestrian safety projects are identified and proposed for HSIP funding both by INDOT and by local agencies 

as part of their non-motorized program planning due to exposure probability and are most often prioritized by 

MPOs. Projects proposed by rural local agencies or by INDOT are prioritized by the Office of Traffic Safety and 

the relevant INDOT district office. Typically curb ramps and connecting sidewalks, median refuge areas and/or 

hybrid beacons or RRFBs are installed as the primary countermeasures. INDOT also programs curb ramp 

projects to enhance pedestrian safety and meet ADA requirements using HSIP or other funds to systemically 

upgrade road corridors or on local systems areas for equitable pedestrian safety and accessibility.

Program: Roadway Departure

Date of Program Methodology:10/1/2010

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Fatal and serious injury crashes 

only

• Volume • Horizontal curvature

• Roadside features

What project identification methodology was used for this program? 

• Crash frequency

• Excess proportions of specific crash types

• Probability of specific crash types

• Relative severity index

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• Competitive application process

• selection committee
2022 Indiana Highway Safety Improvement Program

Page 22 of 73

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

Cost Effectiveness:50

Other-Weighted factors based on safety need and cost effectivness:50

Total Relative Weight:100

Roadway Departure crashes result in the largest number of fatal and severe injury outcomes on most rural 

road systems. For this reason, the Roadway Departure program utilizes a wider set of countermeasures than 

most subprograms. Countermeasures can consist of aforementioned cable barrier systems installed on 

depressed grass medians, edgeline rumble stripes described below, enhanced pavement marking and signs, 

correction of curve superelevation, placement of high friction surface treatment on curves, as well as INDOT’s 

systematic deployment of safety edge as part if it’s agency wide paving program. In addition, site specific curve 

realignment projects may be constructed where adequate sight distance can’t be achieved by other means. All 

of the above countermeasures are eligible for HSIP funding for both state and local agency project 

construction.

Program: Sign Replacement And Improvement

Date of Program Methodology:10/1/2010

What is the justification for this program? 

• Other-Targeted to improve local road safety

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Fatal and serious injury crashes 

only

• Lane miles

• Horizontal curvature

• Roadside features

• Other-Geometric Features

What project identification methodology was used for this program? 

• Crash frequency

• Other-Retroreflectivity of Existing Signs

• Relative severity index

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

program?

Yes
2022 Indiana Highway Safety Improvement Program

Page 23 of 73

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

No

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

State INDOT network highways are addressed under the INDOT maintenance program and are not 

under the safety program

How are projects under this program advanced for implementation?

• Competitive application process

• selection committee

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

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

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

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

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

Relative Weight in Scoring

Cost Effectiveness:100

Total Relative Weight:100

Sign Replacement projects to upgrade the condition and retroreflectivity of regulatory and warning signs are 

exclusively local agency sponsored safety improvements since state network roadway signs are part of the 

INDOT sign maintenance program. On rural road systems proposed projects are typically identified by local 

agencies due to deteriorated condition or lack of retroreflectivity of their regulatory and warning signs. The 

HELPERS program lends out retro-reflectometers by request to local agencies if testing is desired, however 

sign reflectance degradation is typically identified by observation.

Rural public agency projects are prioritized by INDOT while MPOs prioritize proposed projects within their 

planning areas. Each local agency is required to conduct a geocoded inventory of their existing signs and 

commit to ongoing maintenance of the replaced signs.

Program: Other-Centerline and Edgeline Rumble Stripes 

Date of Program Methodology:10/1/2012

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic• Median width
2022 Indiana Highway Safety Improvement Program

Page 24 of 73

• Fatal and serious injury crashes 

only

• Other-Paved Shoulder Width

What project identification methodology was used for this program? 

• Crash frequency

• Excess proportions of specific crash types

• Relative severity index

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• Competitive application process

• selection committee

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

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

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

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

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

Relative Weight in Scoring

Cost Effectiveness:50

Other-Weighted factors using safety need and cost effectivness:50

Total Relative Weight:100

Center and Edgeline Rumble Stripe projects are predominantly programed by INDOT although the systemic 

program is available to local agencies. Projects on the State’s Highway network are identified by annual 

network safety screening and are proposed to the Traffic Safety Asset Team for prioritization by INDOT 

districts according to relative risk for future lane departure crashes. 

Center and edgeline rumble stripe safety improvement projects typically coincide with the pavement 

resurfacing program, but the work type is also recommended for retrofit on existing pavements when the need 

is determined to supersede the paving schedule. The INDOT Pavement Division is supplied with heat maps of 

road segments with higher incidence of head on and sideswipe crashes. The decision to include centerline and 

or edgeline rumble is determined through coordination between the district paving and traffic engineers.

Local agencies may also apply for HSIP eligibly to mill rumble stripes although this option is rarely exercised 

on high speed rural local roads. It’s hoped that more local rumble stripe projects will result from efforts to 

increase the use of Local Safety plans.
2022 Indiana Highway Safety Improvement Program

Page 25 of 73

Program: Other-Traffic Signal Visibility Improvement

Date of Program Methodology:10/1/2012

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Fatal and serious injury crashes 

only

• Traffic • Other-Signalized Intersections

What project identification methodology was used for this program? 

• Crash frequency

• Excess proportions of specific crash types

• Relative severity index

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• Competitive application process

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

Cost Effectiveness:50

Other-Weighted factors using safety need and cost effectivness:50

Total Relative Weight:100
2022 Indiana Highway Safety Improvement Program

Page 26 of 73

Traffic Signal Visibility is a systemic improvement type. Projects are a subset of the Intersection Safety 

program. State highway signalized intersections are identified by annual network safety screening. The primary 

countermeasure is the installation of high contrast traffic signal heads with backing plates and reflective strips, 

however left turn lanes may also include installation of 4 section signal heads with flashing yellow arrow for 

permitted phasing where an engineering study has found that to be appropriate. The four section signal heads 

also allow the capability to program protected only and protected/permitted phases according to traffic demand 

and safety need by time of day or pedestrian demand.

Although not part of the title this subprogram also addresses the visibility of principally rural un-signalized 

intersections as well. As with signalized intersections, identification is by annual network screening but in the 

case of rural intersections the screening process is supplemented with observation of intersection sight 

distance deficiencies. Local agencies may also utilize both signalized and non-signalized visibility 

countermeasures.

What percentage of HSIP funds address systemic improvements?

 57.6

 HSIP funds are used to address which of the following systemic 

improvements? 

• Add/Upgrade/Modify/Remove Traffic Signal

• Cable Median Barriers

• High friction surface treatment

• Horizontal curve signs

• Install/Improve Lighting

• Install/Improve Signing

• Other-Emergency Vehicle Preemption

• Other-Pedestrian Beacons and Control Devices

• Other-Pedestrian Curb Ramps and Crosswalks

• Rumble Strips

• Traffic Control Device Rehabilitation

• Upgrade Guard Rails

The Total Programmed for FFY 2022 HSIP Obligations $62,719,762. The resulting Total programmed for 

Systemic HSIP projects was $37,054,203. The FFY2022 systemic project obligation was $36,088,486

The program goal for the INDOT safety program is to obligate approximately 50% of available HSIP funds on 

systemic improvement work types on a per year basis. Actual obligations for systemic projects may vary year 

to year due to project production factors and diversion of projects for obligation under the Section 164-HE 

Penalty Transfer.

Note: Safety Edge has been an INDOT paving standard since 2012 but does not contribute to HSIP spending. 

Also, a portion of centerline and edgeline rumble stripe construction is also performed as part of INDOT’s 

paving program, not using HSIP funds.

What process is used to identify potential countermeasures? 

• Crash data analysis

• Engineering Study

• Road Safety Assessment

• Stakeholder input
2022 Indiana Highway Safety Improvement Program

Page 27 of 73

A Road Safety Assessment (RSA) is typically used to determine eligibility for site specific “spot” improvement 

needs. An RSA report may identify either eligible “near term” improvements that may be constructed with 

available systemic safety funds and / or may identify more capital intense spot improvement projects that 

require longer term project programming and significant design effort before deployment. In some cases, both 

approaches are used to mitigate crash risk in the intervening time while a larger scale project is developed for 

contract letting. 

Various means are used to identify road segments for application of systemic safety improvement types. These 

means include use of network safety planning software and mapping of crash types over multi-year periods to 

define areas in greater need for particular safety investments.

Does the State HSIP consider connected vehicles and ITS technologies? 

No

At this time INDOT does not consider connected vehicle and ITS technologies in evaluation of potential HSIP 

project selection and eligibility. INDOT is presently partnering with Purdue University and the Joint 

Transportation Research Project to evaluate connected vehicle-related communications and autonomous 

technologies and will conduct research studies of their potential effectiveness and interactions with 

infrastructure, however the research studies utilize funding other than the HSIP. INDOT considers various ITS 

technologies as a means to achieve higher mobility and safety performance, though funding for installations is 

not currently made through the HSIP.

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

No

INDOT has developed data driven analysis tools named RoadHAT and SNIP that are similar/equivalent to the 

HSM that supports data driven decision making under the HSIP. The INDOT process was developed prior to 

release of the HSM and makes extensive use of crash cost to categorize future crash risk by consideration of a 

crash severity index along with a crash frequency index. Indiana has a set of calibrated Crash Reduction 

Factors in RoadHAT 4.1 and Safety Performance Functions (SPFs). INDOT recommends to users of the state 

level software tools to consult the CMF Clearinghouse to determine appropriate CRFs for all countermeasures 

not currently calibrated for Indiana roadways. Indiana does not currently use the Safety Analyst software tool.

INDOT uses IHSDM for safety analysis of selected major projects and for analysis of design exceptions when 

appropriate. Calibration of SPFs for IHSDM and INDOT Safety analysis tools has been completed by Purdue 

Center for Road Safety to support IHSDM analysis.

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

elaborate.

INDOT seeks to achieve a balance between obligations of HSIP funds towards implementation of systemic and 

site specific safety improvements. The process is currently oriented toward mitigation of severe outcome crash 

risk at those intersections, ramps, or road segments that experience an elevated history of severe crash 

outcomes. Project identification methods include conducting annual network wide analysis to identify both 

specific locations with elevated crash risks and corridors with high potential for severe crashes that may be 

mitigated by deployment of a particular type of systemic improvement. Locations of concern may also be 

identified for analysis and possible project prioritization by other means such as public complaints filtered 

through the INDOT’s Customer Service system.
2022 Indiana Highway Safety Improvement Program

Page 28 of 73

Candidate locations on roads under INDOT jurisdiction are subject to an initial engineering review process 

analogous to a road safety assessment (RSA) to identify safety needs and appropriate cost-effective 

countermeasures. The INDOT Office of Traffic Safety (OTS) conducts these reviews with support of the INDOT 

district Technical Services Division offices. 

The Asset Management process that is used to prioritize programming of traffic safety projects on INDOT 

system roads requires selection and prioritization of a fiscally constrained program of projects for each state 

fiscal year. The Traffic Safety Asset Management (TSAM) Team is chaired by the OTS manager and consists 

of a voting representative from OTS and the six INDOT District Traffic Engineers. Each year the TSAM team 

meets to deliberate the prioritization for selection of candidate projects including both spot and systemic safety 

improvements. The goal is production of cost constrained lists of safety improvement projects that are 

programmed for construction in each year of the ongoing 5 year asset planning window.

A uniform scoring/prioritization procedure is utilized to provide proposed projects with weighted scores that 

consider history of crashes and their severity, traffic volume and road inventory data as well as consideration of 

cost effectiveness of the proposed solution. Project scoring procedures are reviewed and adjusted by TSAM 

committee vote each year prior to collecting and scoring candidate projects for the next asset management 

cycle.

Since no uniform set of criteria can fully assess the relative intensity of safety needs in every case, the 

candidate project prioritization process also considers un-scored factors that may influence future crash risk by 

way of safety asset committee deliberation. The TSAM team reviews and deliberates the relative merits of 

each proposed project and assigns a priority grade for a targeted fiscal year of construction. A resulting suite of 

proposed projects is then forwarded to an executive finance team called the Program Management Group 

(PMG). The PMG considers the requested funding level in context of other asset team proposals and projected 

revenue level for the target year. The Program Management Group then allocates an available obligation 

limitation level for the overall INDOT safety program for the target construction year.

A Change Management process exists for use by project design managers and program funding managers 

throughout each project’s design/environmental development phase to provide consideration of any proposed 

changes to individual project intent, budget, or scheduled construction fiscal year. Beginning in FFY 2018, the 

OTS manager was assigned authority to concur with or deny proposed changes to safety asset project scope, 

cost, or construction year under INDOT's Change Management Application process along with mangers over 

design and financial supervision.

Regarding programming of safety projects on the local road system, individual LPAs may propose future 

projects for HSIP funding through two methods that rely on the type of regional planning system existing in 

their area. Proposed projects located in areas within a metropolitan planning organization (MPO) must first be 

selected and prioritized by the relevant MPO prior to eligibility review and project approval by INDOT. Rural 

LPAs are asked to first work with the Indiana LTAP HELPERS Program that acts to advise the LPA and any 

local regional planning organization (RPO) regarding identification and safety improvement priorities for that 

area. The HELPERS Program staff can pre-screen applications for compliance with federal and state 

regulations. The HELPERS Program also provides out-reach with valuable data analysis services and can 

advise the LPAs regarding best practices to achieve improved traffic safety, can facilitate the conduct of 

appropriate RSA procedures, and maintains a listing of individuals who are trained and willing to participate on 

local road RSA teams. The HELPERS program also provides training and outreach on best practices for safety 

planning and maintenance practices available to all LPAs in the state.

The INDOT OTS makes all eligibility determinations for HSIP and HRRRP funding. The necessary information 

is provided by local public agencies via RSA reports and is used by OTS to determine eligibility for 

HSIP/HRRRP funding. A typical application for spot improvement proposals consists of a Road Safety 

Assessment (RSA) report, cost effectiveness analysis and a commitment to the project submitted by the 

relevant local officials. An exception to the aforementioned application package is an INDOT provided HSIP 
2022 Indiana Highway Safety Improvement Program

Page 29 of 73

application form that provides the necessary eligibility information for a predetermined list of systemic safety 

project types. Therefore, application for eligibility to produce systemic safety improvements is streamlined to 

facilitate the selection of known proactive safety improvements.
2022 Indiana Highway Safety Improvement Program

Page 30 of 73

Project Implementation

Funds Programmed 

Reporting period for HSIP funding.

Federal Fiscal Year

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $62,718,762 $38,978,704 62.15%

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 $22,497,542 0%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $1,907,277 0%

State and Local Funds $2,345,672 $30,104,480 1283.41%

Totals $65,064,434 $93,488,003 143.69%

Obligated program totals include planned transfers from Advance Construction (AC) to the HSIP, HRRRP and 

164-HE programs that were projects awarded in federal fiscal 2022. Program totals for State and Local fund 

obligations include funds used to match obligated HSIP funds, State funded safety projects and $20,677,461 of 

Indiana Toll Road Lease Proceeds that were obligated to projects in the northern tier of Indiana counites 

previously identified for use of HSIP funds. Amounts listed in the question 23 table reflect obligated funds totals 

at the time of reporting. If transfers of project obligations from AC to HSIP do not occur before October 1, 2022, 

the funds may continue to appear as un-obligated. In that case, changes in the obligation totals from AC to the 

HSIP program may occur after the October 1 date. 

With the addition of the Section 164 Penalty Fund requirement, in federal fiscal year 2022 the total year 

obligation of state, local, and HSIP eligible funds is estimated to be $93,488,003 or 143.68% of the total 

amount programmed for HSIP project obligation. 

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

safety projects? 

27%

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

23%
2022 Indiana Highway Safety Improvement Program

Page 31 of 73

INDOT Allocation for local safety projects is normally 33% of the annual HSIP apportionment to fund local 

agency sponsored HSIP eligible projects. Due to timing of BIL allocations, the planned HSIP allocation to local 

agencies for FFY 2022 remained at the 2021 amount $18,355,886.

In FFY 2022 the projected total obligation of funds to construct local safety projects is expected to be 

$4,182,944 This amount is 6.03% of the total federal apportionment or 22.8% of local agency HSIP allocation.

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

$420,424

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

$501,488

HSIP funding has been obligated to fund for a period of 4 years, the operation of the Hazard Elimination 

Program for Existing Roads and Streets (HELPERS) Program managed by the Indiana Local Technical 

Assistance Program. The funding for HELPERS is programmed at $288,651 for FFY 2022. The total noninfrastructure obligation for 2022 includes safety planning actions conducted by MPOs that are funded using 

HSIP funds under their Uniform Annual Work Plans submitted to the FHWA division office for approval.

Technical assistance activities conducted by the HELPERS program for rural LPAs include local agency safety 

planning support, data collection, systemic analysis, site specific analysis and advice including facilitating and 

participating in local Road Safety Assessment (RSA) teams and providing data analysis support for 

development of Local Road Safety Plans.

MPOs may utilize up to 15% of allocated HSIP funds for safety program planning activities. In FFY 2021 MPOs 

programmed $224,000.00 for non-infrastructure safety planning actions in their Uniform Annual Work Plans. 

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?

$35,550,000

In FFY 2022 INDOT transferred about $35.5 million from the 2022 HSIP apportionment. Per the Project 

Accounting and Finance Division, in order to spend all federal funding under the obligation limitation in 2022, it 

was deemed necessary to shift funding between to different pots in order to accomplish that. Projects that are 

in temporary inactive status, award/request amounts, and current expenditures can play into that decision.

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

the future.

MAP-21, FAST, and BIL Acts make it clear that cost effectiveness and risk of fatal and suspected serious 

injuries are to be considered in project selection decisions; however, guidance is currently unclear as to how 

the risk of future crashes for several systemic improvement types are to be accommodated under current cost 

effectiveness methodologies. The determination of project eligibility to utilize HSIP funds in a cost-effective 

manner is typically based on history of crashes over a defined multi-year period. However, under changing 

traffic demand and operational conditions crash history is not always the most suitable indicator of future crash 

risk. In addition, the predictive functions contained in the Highway Safety Manual while helpful in this regard, 
2022 Indiana Highway Safety Improvement Program

Page 32 of 73

are still somewhat limited in the range of specific situations that may be predicted. As a result, proposed safety 

improvement projects that are seemingly promising candidates for HSIP funding may not be prioritized for 

obligation due to an inability to meet traditional cost effectiveness criteria. Limited guidance regarding the 

application of risk factors relative to cost effectiveness can have the effect of stifling innovation toward 

acceptance of new types of crash countermeasures. Improved guidance by FHWA regarding alternative 

methods for assessment of future traffic safety risk possibly by further development of the Safe Systems 

Approach would be a welcome feature in assessing the value of utilizing changing conditions such as 

geometry, land use, emergency response and travel demand in a prioritization methodology based on Risk 

Management theory.

Under the Indiana Crash Database, the definition of a Class “A” Suspected Serious Injury has replaced the 

older definition of “incapacitating injury” and is once again a subjective choice by the reporting officer. 

However, training of officers regarding this change along with a host of other revisions to the officers reporting 

software is still under an ongoing statewide training effort. While this effort was slowed considerably by the 

Covid Pandemic, the expectation is that the training and deployment of the new crash reporting system will be 

complete by the end of calendar 2022. Indiana has completed revisions to the crash record system data 

dictionary and officer's crash reporting manual to use the FHWA defined Injury Nature definitions and has been 

certified compliant by FHWA. The newer definition is expected to render a more accurate count of Class “A” 

suspected serious injuries if officers are trained and utilize those choices judiciously.

In 2016 FHWA gave notice that the MMUCC 4th Edition guidelines requiring the term “Suspected Serious 

Injury” to be equivalent to the “A” injury classification under the KABCO scale. In the latter half of 2019, 

Indiana’s electronic reporting tool redefined the classification an incapacitating injury back to a subjective 

choice by the reporting officer. This change was part of the introduction of the FHWA mandated seven injury 

“nature” definitions that will classify suspected serious injuries. The revised classification rule starting April 15, 

2019, was too short a time for the Indiana TRCC to revise the officer’s electronic crash reporting software 

ARIES to change the data elements that are available in the state’s electronic vehicle crash data base 

therefore Indiana was judged to be out of compliance. In June of 2022, FHWA certified that Indiana’s crash 

reporting system is in compliance with the MMUCC 4th and 5th Editions.

The new guidelines require officers untrained in emergency medicine to determine a level of trauma to the 

victim from a list of possible injuries. This is a difficult task for many officers who are not medically trained and 

must concentrate on managing the crash site and gathering information while emergency medical personnel 

typically manage the care and assessment of injured persons. Since injury assessment is not an officer’s 

primary duty at a crash scene, good communication between emergency medical technicians and reporting 

officers as well as consistent reporting practices have become a key element of statewide officer retraining as 

part of the adoption of the new ARIES 6 officer reporting software. 

INDOT will use a phased rollout of the officer reported injury type data over the following years until the entire 5 

year average of serious injury data is populated with officer collected data per the requirements of the MMUCC 

4th and 5th Editions. The Indiana TRCC Working Group will continue to meet and discuss methods of 

complying with the MMUCC guidelines while maintaining the overall goal of making the officers’ tasks at a 

crash scene as rapid, accurate and consistent as possible. In the meantime, INDOT has proposed a method to 

estimate annual suspected serious injury counts from the crash database.

The rural fatal crash rate rule governing the High Risk Rural Roads Program should end. The HRRR Program 

has proven ineffective as a means of addressing rural road safety primarily due to the constraint on functional 

class. Rural local public agencies (LPAs) are far more likely to apply for HSIP funds to make safety 

improvements on those rural local roads with higher average daily traffic. Often these roads are functionally 

classified as “Other Arterials”. The requirement that ties safety improvement funds to roadway functional class 

is not an element that rural LPAs typically consider when developing or prioritizing proposed safety 

improvements; As a result, projects submitted by local agencies for HSIP and HRRP eligibility often do not 

qualify for HRRRP funding due to significant involvement of arterial roads in the project applications. Moreover, 
2022 Indiana Highway Safety Improvement Program

Page 33 of 73

multiyear analysis of severe crash trends on rural roads has not indicated a difference that can be directly 

attributed to functional class. In addition, many local roads lack adequate volume or inventory data, making an 

accurate comparison of crash rate averages a difficult task. The current best practice of comparing substantive 

to nominal crash risk has proven to be a better predictor of crash risk. Improved response to risk factors for 

severe crashes on rural local roads could be achieved by encouraging states to dedicate a percentage of their 

HSIP apportionments to the construction of safety improvements on rural medium to low volume roads found 

to have a higher than nominal severe crash frequency or rate regardless of their functional class. 

If the HRRR Program special rule is to continue, at a minimum state DOT’s should be permitted to conduct the 

calculation of all current special rule requirements under processes approved by FHWA. State DOTs are more 

familiar with current roadway conditions, function and changing urban/rural boundaries. The current calculation 

conducted by NHTSA is dependent on data from the FARS system that has an inherent time lag for timely 

calculations. Also, NHTSAs functional class definitions do not entirely match those held by FHWA potentially 

adding misperception of actual conditions. 

Describe any other aspects of the State’s progress in implementing HSIP projects on 

which the State would like to elaborate. 

In 2022 Indiana revised its Strategic Highway Safety Plan (SHSP). The new SHSP follows the FHWA Safe 

System Approach, including the selection of emphasis areas: Safe Road Users, Safe Vehicles Safe Speeds, 

Safe Roads, and Post-Crash Care. The overall objective for each emphasis area is to meet the Indiana Vision, 

Mission, and ultimate Goal of moving toward Zero Fatalities and Serious Injuries. Each emphasis area 

addresses multiple data driven strategies with subject specific objectives to reduce motorvehicle crashes 

resulting in fatalities and serious injuries. At the same time, INDOT feels that maintaining flexibility in the SHSP 

is valuable to help address any emerging technologies, countermeasures, and analysis methodologies in the 

coming years. 

In order to measure progress, the strategies have established interim objectives that strive to meet target 

values by 2042 of no more than 550 fatalities and 1975 suspected serious injuries per 5 year rolling average. 

As a result, there are a number of Action Items enumerated for each strategy contained in the SHSP Appendix. 

The list of action items is too long to enumerate here, so the reader is directed to read the 2022 Indiana SHSP. 

The SHSP steering committee member agencies and other SHSP partners will take on leadership of these 

tasks and attempt to reach to defined objective levels by the stated target years. For most strategies, an 

interim objective target is set 5 years out in 2026, to help measure progress during the life of the current 

revision.

INDOT administers an Asset Management program to budget and program all of INDOT’s highway 

infrastructure capital investments. The Asset Management system provides a means to budget for a prioritized 

and cost constrained list of safety improvement projects that improves INDOT’s ability to select and construct 

high value safety improvements. Candidate safety projects undergo weighted scoring that emphasizes the 

need to address high severity crash locations with the construction of cost-effective crash countermeasures. 

Budgeting for INDOT jurisdiction roadways occurs five years into the future. Spot improvement projects 

commonly require this amount of time for the environmental, design and land acquisition development. 

Projects that construct systemic improvement types are also budgeted five years into the future, however 

selection of systemic projects and programing typically occurs between 30 to 18 months prior to the 

construction year. 

Annual reservations of a budget allocation for systemic safety improvements to be constructed in the same 

future years are prioritized. The safety needs analysis conducted by the Traffic Safety Asset Management 
2022 Indiana Highway Safety Improvement Program

Page 34 of 73

Team for both spot and systemic safety project proposals serve to validate increased awareness of and priority 

for increased investment in traffic safety.

The primary program goal for the Traffic Safety Asset Class is the reduction in the frequency of crashes with 

fatal and/or suspected serious injury outcomes either by reducing the occurrence of these crashes or their 

relative severity. Current available analysis tools are designed to consider all incapacitating injury crashes to 

be serious, so crashes involving fatalities and suspected serious injuries are primarily targeted for 

improvement. Most road safety assessment studies conducted at specific locations also consider property 

damage data to reveal a complete picture of prevailing crash patterns. For sites on the INDOT system and in 

most local urban areas, traffic volume data is available to establish nominal and substantive crash rates that 

aid in prioritizing project proposals. 

Most rural local roads lack accurate recent volume data, so a crash loss index was developed under a joint 

transportation research project with Purdue University as part of INDOT’s annual Network Safety Screening 

effort. Socioeconomic data and road characteristics are used to develop a local expected road crash loss and 

crash loss density that is compared to existing crash history to prioritize relative safety need at a site or road 

segment. Prior to project programming a site investigation is performed for all crash studies using Road Safety 

Assessment (RSA) principles to determine if or how the road’s design and maintenance characteristics 

influence crashes. The RSA also acts as an effective means to guide the selection of appropriate and effective 

crash countermeasures.
2022 Indiana Highway Safety Improvement Program

Page 35 of 73

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

1701466 Roadway 

delineation

Raised pavement markers 4790 Raised 

Pavement 

Markers

$192112 $192112 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Rural Principal ArterialOther8,500 55 State 

Highway 

Agency

Systemic Lane 

Departure

Preventing 

Lane 

Crossings

1702757 Roadside Barrier end treatments 

(crash cushions, terminals)

25 Locations $502722 $578750 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Rural Major Collector 7,500 55 County 

Highway 

Agency

Spot Roadway 

Departure

Preventing 

Roadway 

Departures

1702829 Intersection 

geometry

Intersection geometry -

other

1 Intersections $793994 $882216 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Rural Minor Collector 830 35 County 

Highway 

Agency

Spot Intersections Improve 

sight 

distance

1902031 Roadway signs 

and traffic 

control

Curve-related warning 

signs and flashers

29902 Square Feet 

of Signs

$1100353 $1222614 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Rural Principal ArterialOther7,500 55 State 

Highway 

Agency

Systemic Roadway 

Departure

Improving 

sign visibility

1902742 Pedestrians and 

bicyclists

ADA curb ramps 52 Ramps $766387 $886310 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Rural Minor Arterial 1,855 55 State 

Highway 

Agency

Spot Pedestrians ADA Ramps

2100069 Roadway Pavement surface – high 

friction surface

17391 Square Yards 

of Treatment 

Area

$262993 $292214 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Rural Principal ArterialOther6,500 55 State 

Highway 

Agency

Spot Roadway 

Departure

Improve 

Roadway 

Friction

2100090 Roadway 

delineation

Raised pavement markers 25317 Raised 

Pavement 

Markers

$687446 $687446 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Rural Principal ArterialOther7,900 55 State 

Highway 

Agency

Systemic Lane 

Departure

Preventing 

Lane 

Crossings

1383631 Intersection 

traffic control

Modify control – Modern 

Roundabout

1 Intersections $42766 $3954237 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther9,350 45 State 

Highway 

Agency

Spot Intersections Construct a 

roundabout

1400195 Intersection 

geometry

Innovative Intersection 

(e.g. MUT, RCUT, QR)

1 Intersections $199157 $6825 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther Freeways & 

Expressways

43,850 55 State 

Highway 

Agency

Spot Intersections Quadrant 

Roadway

1500060 Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $0 $230560 State and 

Local Funds

Urban Principal ArterialOther Freeways & 

Expressways

20,000 55 State 

Highway 

Agency

Spot Intersections Construct 

Turning 

Lanes

1500061 Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $0 $289500 State and 

Local Funds

Urban Principal ArterialOther Freeways & 

Expressways

20,000 55 State 

Highway 

Agency

Spot Intersections Construct 

Turning 

Lanes
2022 Indiana Highway Safety Improvement Program

Page 36 of 73

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

1600518 Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $0 $656797 State and 

Local Funds

Urban Principal ArterialOther14,000 45 State 

Highway 

Agency

Spot Intersections Construct 

Auxilary 

Lane

1600623 Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $2687019 $2695019 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther13,500 55 State 

Highway 

Agency

Spot Intersections Construct 

Auxilary 

Lane

1600625 Intersection 

traffic control

Modify control – Modern 

Roundabout

1 Intersections $3117633 $3568103 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther6,200 55 State 

Highway 

Agency

Spot Intersections Construct a 

roundabout

1700020 Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $0 $794530 State and 

Local Funds

Urban Principal ArterialOther31,000 35 State 

Highway 

Agency

Spot Intersections Construct 

Auxilary 

Lane

1700021 Intersection 

geometry

Add/modify auxiliary lanes 2 Intersections $295428 $666901 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther19,500 55 State 

Highway 

Agency

Spot Intersections Construct 

Auxilary 

Lane

1700050 Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $1528251 $1704645 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther14,200 55 State 

Highway 

Agency

Spot Intersections Construct 

Auxilary 

Lane

1700089 Intersection 

geometry

Innovative Intersection 

(e.g. MUT, RCUT, QR)

1 Intersections $3394292 $3771436 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther16,700 55 State 

Highway 

Agency

Spot Intersections Construct 

RCI 

Intersection

1700095 Intersection 

traffic control

Modify control – new traffic 

signal

1 Intersections $2181576 $2874048 Penalty 

Funds (23 

U.S.C. 164)

Urban Minor Arterial 16,000 50 State 

Highway 

Agency

Spot Intersections New Traffic 

Signal

1700129 Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $0 $2354372 State and 

Local Funds

Urban Principal ArterialOther14,000 45 State 

Highway 

Agency

Spot Intersections Construct 

Auxilary 

Lane

1700136 Intersection 

traffic control

Modify control – new traffic 

signal

1 Intersections $445660 $445660 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther6,500 45 State 

Highway 

Agency

Spot Intersections New Traffic 

Signal

1700179 Roadway Roadway widening - add 

lane(s) along segment

0.1 Miles $0 $10876384 State and 

Local Funds

Urban Major Collector 10,500 40 State 

Highway 

Agency

Spot Improving 

Access

TWLTL

1700188 Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $337046 $530515 HSIP (23 

U.S.C. 148)

Rural Minor Collector 5,500 45 State 

Highway 

Agency

Spot Intersections Construct 

Auxilary 

Lane

1700189 Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $451462 $669894 HSIP (23 

U.S.C. 148)

Rural Minor Collector 5,500 45 State 

Highway 

Agency

Spot Intersections Construct 

Auxilary 

Lane

1701598 Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

9 Intersections $2560120 $2715520 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther770 45 State 

Highway 

Agency

Spot Intersections Modernize 

Traffic 

Signals
2022 Indiana Highway Safety Improvement Program

Page 37 of 73

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

1702100 Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

1 Intersections $455971 $457471 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther9,500 45 State 

Highway 

Agency

Spot Intersections Modernize 

Traffic 

Signals

1702286 Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

1 Improve Ped 

Crossing and 

Signal 

Changes at 

Single Point 

Diamond

$393902 $393902 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther15,500 45 State 

Highway 

Agency

Spot Pedestrians Improving 

Ped Safety

1800173 Pedestrians and 

bicyclists

ADA curb ramps 42 Ramps $0 $1276024 State and 

Local Funds

Urban Principal ArterialOther18,000 45 State 

Highway 

Agency

Spot Pedestrians ADA Ramps

1801581 Roadside Barrier- metal 1.9 Miles $49679 $55199 HSIP (23 

U.S.C. 148)

Rural Major Collector 5,500 55 State 

Highway 

Agency

Spot Roadway 

Departure

New 

Guardral 

Installation

1801582 Roadside Barrier- metal 1.96 Miles $37890 $42100 HSIP (23 

U.S.C. 148)

Rural Local Road or 

Street

3,500 45 County 

Highway 

Agency

Spot Roadway 

Departure

New 

Guardral 

Installation

1802055 Roadway signs 

and traffic 

control

Sign sheeting - upgrade or 

replacement

6607 Square Feet 

of Signs

$360000 $360000 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther8,500 500 State 

Highway 

Agency

Systemic Intersections Increasing 

Stop Sign 

Visibility

1802058 Roadway Roadway widening - add 

lane(s) along segment

0.47 Miles $919447 $1006752 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther6,300 55 State 

Highway 

Agency

Spot Congestion 

Management

Adding 

Capacity

1802062 Lighting Interchange lighting 2 Interchanges $571353 $571353 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialInterstate35,000 70 State 

Highway 

Agency

Spot Increasing 

Nighttime 

Visibility

Lighting 

Upgrades

1802063 Roadside Barrier end treatments 

(crash cushions, terminals)

150 Locations $1089071 $1089071 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther5,600 55 State 

Highway 

Agency

Systemic Roadway 

Departure

Preventing 

Roadway 

Departures

1802064 Intersection 

traffic control

Modify traffic signal –other 1 Signal 

Visibility 

w/Lane 

Realignments

$90448 $122020 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther7,500 45 State 

Highway 

Agency

Spot Intersections Signal 

Visibility

1802065 Pedestrians and 

bicyclists

ADA curb ramps 49 Ramps $151646 $168495 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther8,300 30 State 

Highway 

Agency

Systemic Pedestrians ADA Ramps

1802067 Intersection 

traffic control

Modify traffic signal – add 

backplates with 

retroreflective borders

1 Intersections $34455 $38283 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther9,500 55 State 

Highway 

Agency

Spot Intersections Signal 

Visibility

1802068 Intersection 

traffic control

Modify traffic signal – add 

backplates with 

retroreflective borders

1 Intersections $17240 $19156 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther9,500 55 State 

Highway 

Agency

Spot Intersections Signal 

Visibility
2022 Indiana Highway Safety Improvement Program

Page 38 of 73

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

1802070 Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

9 Intersections $1357188 $1357188 Penalty 

Funds (23 

U.S.C. 164)

Urban Major Collector 25,000 45 State 

Highway 

Agency

Spot Intersections Modernize 

Traffic 

Signal

1802071 Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

4 Intersections $2706973 $2912933 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther15,400 55 State 

Highway 

Agency

Spot Intersections Modernize 

Traffic 

Signal

1901625 Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

4 Intersections $566546 $566546 Penalty 

Funds (23 

U.S.C. 164)

Urban Major Collector 8,500 45 State 

Highway 

Agency

Spot Intersections Modernize 

Traffic 

Signals

1901673 Intersection 

traffic control

Modify traffic signal – add 

emergency vehicle 

preemption

18 Intersections $534506 $593896 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther25,000 50 State 

Highway 

Agency

Systemic Intersections Emergency 

Vehicle PreEmption

1901966 Roadside Barrier- metal 1.5 Miles $207041 $207041 Penalty 

Funds (23 

U.S.C. 164)

Rural Minor Arterial 11,100 55 State 

Highway 

Agency

Spot Roadway 

Departure

New 

Guardral 

Installation

1901967 Roadside Barrier end treatments 

(crash cushions, terminals)

43 Locations $707464 $707464 Penalty 

Funds (23 

U.S.C. 164)

Urban Multiple/Varies 12,500 55 State 

Highway 

Agency

Systemic Roadway 

Departure

Qupgrade 

GR End 

Treatments

1901968 Roadside Barrier – cable 28 Miles $4662000 $4662000 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialInterstate35,000 70 State 

Highway 

Agency

Systemic Roadway 

Departure

Cable 

Guardrail 

Installation

1901969 Intersection 

traffic control

Modify traffic signal – add 

backplates with 

retroreflective borders

18 Intersections $795425 $882695 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther10,500 55 State 

Highway 

Agency

Systemic Intersections Signal 

Visibility

1901970 Roadway 

delineation

Longitudinal pavement 

markings – new

0.83 Miles $506700 $878235 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther16,800 35 State 

Highway 

Agency

Systemic Lane 

Departure

New 

Pavement 

Markings

1901972 Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

5 Intersections $1646150 $1646150 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther12,500 55 State 

Highway 

Agency

Spot Intersections Modernize 

Traffic 

Signal

1902037 Intersection 

traffic control

Modify traffic signal – add 

backplates with 

retroreflective borders

27 Intersections $547301 $547301 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther13,500 55 State 

Highway 

Agency

Systemic Intersections Signal 

Visibility

1902038 Intersection 

traffic control

Intersection traffic control - 

other

28 Install Battery 

Backup Unit

$332485 $332485 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther9,500 55 State 

Highway 

Agency

Systemic Intersections Battery Back 

Up Units

1902040 Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

10 Intersections $1724549 $1724549 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther8,500 55 State 

Highway 

Agency

Spot Intersections Modernize 

Traffic 

Signal

1902041 Roadway 

delineation

Longitudinal pavement 

markings - remarking

1.53 Miles $620947 $689941 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther

9,500 45 State 

Highway 

Agency

Spot Lane 

Departure

Upgrade 

Pavement 

Markings
2022 Indiana Highway Safety Improvement Program

Page 39 of 73

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

1902164 Intersection 

traffic control

Modify control – new traffic 

signal

1 Intersections $314265 $436665 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther49,200 45 State 

Highway 

Agency

Spot Intersections New Traffic 

Signal

1902632 Lighting Lighting - other 1004 Replace HPS 

with LED 

Lamps

$1385403 $1385403 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialInterstate140,000 70 State 

Highway 

Agency

Systemic Increasing 

Nighttime 

Visibility

Lighting 

Upgrades

1902653 Roadside Barrier- metal 5 Miles $916254 $1016945 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther8,500 55 State 

Highway 

Agency

Systemic Roadway 

Departure

New 

Guardrail 

Installation

1902680 Intersection 

geometry

Add/modify auxiliary lanes 7 Intersections $10963 $505401 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 9,500 45 State 

Highway 

Agency

Spot Intersections Slotted Left 

Turn Lanes

1902695 Pedestrians and 

bicyclists

ADA curb ramps 94 Ramps $334235 $335230 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther10,960 35 State 

Highway 

Agency

Systemic Intersections ADA Ramps

1902710 Roadway 

delineation

Longitudinal pavement 

markings - remarking

19 Miles $418991 $1074770 Penalty 

Funds (23 

U.S.C. 164)

Urban Minor Arterial 17,280 50 State 

Highway 

Agency

Spot Lane 

Departure

Upgrade 

Pavement 

Markings

1902897 Roadside Barrier end treatments 

(crash cushions, terminals)

109 Guard Rail 

End 

Treatments

$891837 $1123537 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther25,000 55 State 

Highway 

Agency

Systemic Roadway 

Departure

Guard Rail 

End 

Treatments

2001178 Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

4 Intersections $514341 $514966 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther19,900 40 State 

Highway 

Agency

Spot Intersections Modernize 

Traffic 

Signals

2001534 Intersection 

geometry

Add/modify auxiliary lanes 13 Intersections $87750 $344200 Penalty 

Funds (23 

U.S.C. 164)

Multiple/Varies Multiple/Varies 25,000 55 State 

Highway 

Agency

Systemic Intersections Slotted Left 

Turn Lanes

2001536 Roadway 

delineation

Raised pavement markers 35946 Numbers $653102 $653102 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialInterstate35,000 70 State 

Highway 

Agency

Systemic Lane 

Departure

Upgrade 

RPMs

2001537 Intersection 

traffic control

Modify traffic signal –other 71 Install Battery 

Backup Unit

$0 $55193 State and 

Local Funds

Rural Multiple/Varies 10,500 55 State 

Highway 

Agency

Systemic Intersections Battery Back 

Up Units

2001602 Lighting Interchange lighting 1 Interchanges $1680149 $1842118 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialInterstate9,000 70 State 

Highway 

Agency

Spot Increase 

Nighttime 

Visibility

New 

Lighting 

System

2001679 Intersection 

traffic control

Modify control – new traffic 

signal

1 Intersections $461561 $572894 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther17,500 40 State 

Highway 

Agency

Spot Intersections New Traffic 

Signal Install

2001798 Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

3 Intersections $546753 $546753 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther15,500 40 State 

Highway 

Agency

Spot Intersections Modernize 

Traffic 

Signals
2022 Indiana Highway Safety Improvement Program

Page 40 of 73

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

2002393 Roadside Barrier- metal 0.46 Miles $751267 $755130 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialInterstate35,200 70 State 

Highway 

Agency

Spot Roadway 

Departure

New Guard 

Rail

2002396 Roadway Rumble strips – center 29 Miles $321632 $321632 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther8,500 55 State 

Highway 

Agency

Systemic Lane 

Departure

Centerline 

and 

Edgeline 

Rumble 

Strips

2002529 Roadway 

delineation

Raised pavement markers 142.41 Miles $828763 $828763 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialInterstate85,000 70 State 

Highway 

Agency

Systemic Lane 

Departure

Upgrade 

RPMs

2002531 Intersection 

traffic control

Modify traffic signal – add 

backplates with 

retroreflective borders

21 Intersections $433611 $482290 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther15,500 40 State 

Highway 

Agency

Systemic Intersections Signal 

Visibility

2002532 Advanced 

technology and 

ITS

Intersection Conflict 

Warning System (ICWS)

4 Intersections $0 $288502 State and 

Local Funds

Rural Principal ArterialOther6,500 55 State 

Highway 

Agency

Spot Intersections ICWS 

Installation

2002534 Access 

management

Raised island - install new 0.67 Miles $0 $1111984 State and 

Local Funds

Urban Principal ArterialOther14,500 45 State 

Highway 

Agency

Spot Intersections Center 

Medians

2100287 Railroad grade 

crossings

Railroad grade crossings - 

other

1 Developing 

the Statewide 

Highway/Rail 

Grade 

Crossing 

Safety Action 

Plan

$89710 $99678 HSIP (23 

U.S.C. 148)

N/A N/A 100 30 State 

Highway 

Agency

Systemic Developing a 

Plan

Action Plan

2101204 Intersection 

traffic control

Modify control – new traffic 

signal

1 Intersections $185029 $185029 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther9,500 55 State 

Highway 

Agency

Spot Intersections New Traffic 

Signal 

Installation

2101636 Intersection 

traffic control

Intersection traffic control - 

other

10 Replace Syns 

Pucks with 

Loops

$0 $632422 State and 

Local Funds

Urban Principal ArterialOther17,500 60 State 

Highway 

Agency

Systemic Intersections Signal 

Detection 

Upgrade

1401034 Intersection 

geometry

Add/modify auxiliary lanes 1 Intersections $1119159 $2060010 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther40,000 45 State 

Highway 

Agency

Spot Intersections Added Left 

Turn Lanes

1700976 Pedestrians and 

bicyclists

ADA curb ramps 19 Ramps $541255 $687543 HSIP (23 

U.S.C. 148)

Urban Minor Collector 9,500 35 City or 

Municipal 

Highway 

Agency

Systemic Intersections ADA Ramps

1801240 Pedestrians and 

bicyclists

Pedestrian hybrid beacon 100 Locations $1100196 $1108133 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 8,500 35 City or 

Municipal 

Highway 

Agency

Systemic Pedestrians Solar 

Powered 

Flashing 

Beacons
2022 Indiana Highway Safety Improvement Program

Page 41 of 73

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

1801445 Pedestrians and 

bicyclists

ADA curb ramps 107 Ramps $1777500 $2010468 HSIP (23 

U.S.C. 148)

Urban Major Collector 9,500 35 City or 

Municipal 

Highway 

Agency

Systemic Intersections ADA Ramps

1801452 Intersection 

traffic control

Modify control – Modern 

Roundabout

1 Intersections $50000 $2147556 HSIP (23 

U.S.C. 148)

Urban Major Collector 12,330 45 City or 

Municipal 

Highway 

Agency

Spot Intersections Install 

Roundabout

1802795 Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

12 Intersections $176762 $220953 HSIP (23 

U.S.C. 148)

Urban Major Collector 12,500 35 City or 

Municipal 

Highway 

Agency

Spot Intersections Modernize 

Traffic 

Signal

1802904 Roadway signs 

and traffic 

control

Sign sheeting - upgrade or 

replacement

3858.5 Square Feet 

of Signs

$82800 $92000 HSIP (23 

U.S.C. 148)

Rural Multiple/Varies 6,500 55 County 

Highway 

Agency

Systemic Increase 

Sign Visibility

Upgrade 

Sheet Signs

1901777 Pedestrians and 

bicyclists

Medians and pedestrian 

refuge areas

1 Locations $66630 $79702 HSIP (23 

U.S.C. 148)

Urban Major Collector 9,500 40 City or 

Municipal 

Highway 

Agency

Spot Pedestrians Median 

Pedestrian 

Refuge 

Island

1902197 Roadway signs 

and traffic 

control

Sign sheeting - upgrade or 

replacement

6924 Square Feet 

of Signs

$385074 $420402 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 9,500 55 County 

Highway 

Agency

Systemic Increase 

Sign Visibility

Upgrade 

Sheet Signs

1902791 Roadway signs 

and traffic 

control

Sign sheeting - upgrade or 

replacement

3558.34 Square Feet 

of Signs

$89910 $99900 HSIP (23 

U.S.C. 148)

Rural Multiple/Varies 7,500 55 County 

Highway 

Agency

Systemic Increase 

Sign Visibility

Upgrade 

Sheet Signs

Depending on contract award date some of the listed projects may be under Advance Construction (AC). All of these projects are identified for transfer to HSIP status on or before October 1, 2022. 

Projects with the Improvement Category of Non-infrastructure consist of improvements to traffic safety data systems or traffic safety planning efforts. Metropolitan planning organizations undertake safety planning as part of their annual 

Unified Planning Work Programs. HSIP funding is also used for non-infrastructure safety planning in rural areas by funding the operations of the Hazard Elimination Program for Existing Roads and Streets (HELPERS) Program managed 

by the Indiana Local Technical Assistance Program.
2022 Indiana Highway Safety Improvement Program

Page 42 of 73

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 784 745 817 829 916 860 810 897 898

Serious Injuries 3,270 3,338 3,434 3,505 3,388 3,210 3,062 3,302 3,515

Fatality rate (per 

HMVMT)

1.001 0.941 1.037 1.003 1.120 1.055 0.979 1.171 1.087

Serious injury rate (per 

HMVMT)

4.176 4.215 4.357 4.243 4.145 3.938 3.701 4.310 4.257

Number non-motorized 

fatalities

90 90 108 106 114 136 89 113 141

Number of nonmotorized serious 

injuries

294 286 278 284 248 293 259 289 328
2022 Indiana Highway Safety Improvement Program

Page 43 of 73

0

100

200

300

400

500

600

700

800

900

1000

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Fatalities

Fatalities 5 Year Rolling Avg.

2800

2900

3000

3100

3200

3300

3400

3500

3600

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Serious Injuries

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

Page 44 of 73

0

0.2

0.4

0.6

0.8

1

1.2

1.4

2013 2014 2015 2016 2017 2018 2019 2020 2021

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

3.2

3.4

3.6

3.8

4

4.2

4.4

4.6

2013 2014 2015 2016 2017 2018 2019 2020 2021

Serious injury rate (per HMVMT)

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

Page 45 of 73

Federal regulations promulgated in 2016 by Federal Highway Administration to support the safety performance 

reporting requirements included a requirement that states must report Suspected Serious Injuries using the 

criteria established in the MMUCC 4th Edition. Prior to this proposed rulemaking, the definition for 

incapacitating injury used by Indiana was an incapacitating injury determined by the officer noting that a crash 

victim was transported from the scene for treatment. This definition was deemed an acceptable measure to 

define suspected serious injuries in prior editions of the MMUCC. The linkage of a federal regulation to this 

advisory document’s recommended definition put Indiana’s current designation of incapacitating injury out of 

compliance. The requirement for counting Suspected Serious Injuries established in the MMUCC 4th and 5th 

Edition initially compelled Indiana to determine a temporary method to approximate counting Class "A" injuries 

so that Indiana’s crash records system could be used to calculate historic and projected traffic safety 

performance counts in accord with the KABCO scale. 

The former methodology for identifying a person with a suspected serious injury was in use from 2014 until the 

end of 2019. This method utilized a proxy for missing data regarding Suspected Serious Injuries. Indiana 

received approval from FHWA to use a calculated factor as in interim measure until changes were completed 

in the ARIES crash database to directly count suspected serious injuries. INDOT continued to use the 

calculated factor as an estimate of non-fatal injuries to report the number of statewide “Suspected Serious 

Injuries” until the end of 2019 when the new data elements were in place in the officer’s crash reporting system 

that would allow for a specific count of MMUCC 4th Edition compliant data. 

Note that the 7.2% calculated share of all injuries was considered to be a valid estimate only when examining 

statewide crashes on all roads in Indiana. Separate percentage values to estimate Suspected Serious Injuries 

were established for subsets of the total count of injuries that were used for reporting sub program 

performance based on separate historic analysis using the same methodology to establish estimated 

percentage contributions in those data subsets. 

The new version of the reporting tool titled ARIES 6 officer reporting system contains the corrected definitions 

of the FHWA compliant injury nature types in the data dictionary and the reporting software. ARIES 6 is 

0

50

100

150

200

250

300

350

400

450

500

2013 2014 2015 2016 2017 2018 2019 2020 2021

Non Motorized Fatalities and Serious Injuries

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

Page 46 of 73

currently in use by the Indiana State Police and a majority of local police agencies and all county sheriffs’ 

departments. The deployment of the ARIES 6 officer reporting system is currently ongoing in 2022 and training 

in use of the new features will be ongoing until all Indiana law enforcement agencies have installed the new 

system and are using the new reporting tool. The expected change over to ARIES 6 for all Indiana police 

agencies is expected to occur in calendar 2022.

In late 2019, the vendor that manages Indiana’s crash records system (ARIES) for the Indiana State Police 

made changes to the officer's reporting software so that a person transported from the scene for treatment 

would no longer be identified as a person with a suspected serious injury. This change removed the 

designation Transported from the Scene as a requirement for identifying incapacitating injuries and a 

requirement was added that the officer select among a list of injury nature definitions for each person injured. 

In April of 2021 a review by FHWA found and adjusted the injury nature definitions to comply with the 

descriptions contained in the MMUCC 4th and 5th Editions. In June of 2022 a FHWA review of Indiana’s new 

procedure for counting suspected serious injuries found that the Indiana Crash Data Dictionary and Officers 

User Manual for ARIES reporting is compliant with the injury descriptions contained in the current edition of the 

MMUCC. Therefore, Indiana’s reporting procedure is in compliance for 2022. Prior to this review, definitions for 

the injury natures were in place but the descriptions of certain injury natures were determined to allow for 

possible misinterpretation by officers.

INDOT will use a phased rollout of the officer collected suspected serious injury type data over the following 

years until the entire 5 year average of serious injury data is populated with officer collected data per the 

requirements of the MMUCC 4th and 5th Editions. However, in order to begin reporting suspected serious 

injuries according to current requirements, INDOT decided to begin a direct count of suspected serious injuries 

in the 2020 ARIES data. It was determined by INDOT that the changes made in late 2019 were adequate to 

begin the transition to directly count suspected serious injuries for reporting in the 2021 HSIP report. Review of 

the direct count of 2020 serious injury data shows an increase of 7.8% above the 2019 estimate and an 

increase of 6.45% from 2021 to 2022. Therefore, the discontinuity in the counting procedure should be 

considered when evaluating the apparent large increase in suspected serious injury counts from 2019 to 2021. 

The actual difference in serious injuries is likely a smaller percentage growth. To be clear, the changes made 

in 2021 and 2022 to bring Indiana’s SSI definitions into full compliance with the MMUCC 4th and 5th editions 

created a discontinuity in the count of suspected serious injuries and it will take another two years of data 

collection to achieve a reliable trend of suspected serious injuries over time.

An additional consideration to the above described procedure is used to answer question 34. INDOT’s partner 

agency that contains the State Highway Safety Office is the Indiana Criminal Justice Institute (CJI). INDOT 

shares responsibility with CJI to report three of the same target measures in their annual Highway Safety Plan 

(HSP) Report that they submit to NHTSA. The timing of the HSP report requires that the future year targets be 

set before July 1st of each year. As a result, vehicle miles of travel data for the prior year is at a preliminary 

estimate stage and should be considered a projection along with the VMT for the current and future year.

Describe fatality data source.

FARS

Data from the Fatal Accident Reporting System and the state crash database was utilized according to the 

most complete dataset for the given year as follows:

FARS Final Report File for the preceding years through 2019, 

FARS Annual Report File for the year 2020 and earlier Website location: 

https://cdan.nhtsa.gov/SASStoredProcess/guest 
2022 Indiana Highway Safety Improvement Program

Page 47 of 73

Indiana State Police ARIES Crash Reporting System for the year 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

57.5 108 0.67 1.26

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

94.1 174.6 1.77 3.28

Rural Minor Arterial 86.6 232.7 2.79 7.5

Rural Minor Collector 28.8 117.2 1.54 6.24

Rural Major Collector 103.2 375 2.01 7.29

Rural Local Road or 

Street

115.1 289.1 2.25 5.65

Urban Principal 

Arterial (UPA) - 

Interstate

42.2 168.9 0.35 1.39

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

20.9 36.2 1.33 2.31

Urban Principal 

Arterial (UPA) - Other

113.9 649.7 1.09 6.2

Urban Minor Arterial 93.2 563.8 1.12 6.8

Urban Minor Collector

Urban Major Collector 37.2 258.5 0.73 5.05

Urban Local Road or 

Street

82 301.8 0.57 2.1
2022 Indiana Highway Safety Improvement Program

Page 48 of 73

Year 2020

Roadways Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

State Highway 

Agency

441.48 1,231.37 1.06 2.95

County Highway 

Agency

202.02 716.27 1.05 3.72

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

210.99 947.57 1 4.49

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

Data Tables for 5-year averages from 2017 through 2021 have been adjusted for approved and estimated 

VMT data and changes in the classification of Suspected Serious Injuries per the methodology described 

under Question 30 - Additional Information. 

The new Indiana Officers Crash Reporting Tool was created by a vendor working under contract to the crash 

database owner agency, the Indiana State Police (ISP). In late 2019, the crash database vendor added a 

requirement that the officer select among a list of injury nature definitions for each person injured. In April of 

2021, a review by FHWA found and adjusted the injury nature definitions to comply with the descriptions 

contained in the MMUCC 4th and 5th Editions. In June of 2022 a further FHWA review of Indiana’s new 

procedure for counting suspected serious injuries found that the Indiana Crash data Dictionary and Officers 

User Manual for ARIES reporting is in compliance with the injury descriptions contained in the current edition of 
2022 Indiana Highway Safety Improvement Program

Page 49 of 73

the MMUCC. Prior to this review, definitions for the injury natures were in place but the descriptions of some 

injury natures were determined to allow for some misinterpretation by officers.

The new version of the officers reporting tool titled ARIES 6 contains the corrected definitions of FHWA 

compliant injury nature types in the data dictionary and reporting software. ARIES 6 is in use by the Indiana 

State Police and multiple county sheriffs’ departments. ARIES 6 is currently in the process of being deployed 

and training is ongoing in use of the new features. The training and deployment process will be ongoing until all 

Indiana law enforcement agencies have installed and are using the new reporting tool. All Indiana police 

agencies are expected to complete the conversion to ARIES 6 before the end of 2022.

INDOT is using a phased rollout of officer’s reported subjective injury nature (type) data over the following 

years until the entire 5 year average of serious injury data is populated with officer collected data per the 

requirements of the MMUCC 4th and 5th Editions. However, in order to begin reporting suspected serious 

injuries according to current requirements, INDOT decided to begin a direct count of suspected serious injuries 

starting with the 2020 ARIES data. It was determined by INDOT that that the changes made in late 2019 were 

adequate to begin the transition to directly count suspected serious injuries for reporting most responses in the 

2021 HSIP report. However, because the use of the FHWA mandated definitions have recently been revised 

and the full roll-out of the AIRIES 6 reporting tool isn’t yet complete. It may prove necessary to revise reported 

2020 and 2021 counts and rates of suspected serious injuries in future reporting years until 2023-2027 

averaged data is reported.

Provide additional discussion related to general highway safety trends.

2022 so far has seen a significant recovery of economic activity from the downturn due to the Covid 19 

pandemic that was experienced in 2020. The recovery in terms of VMT appears to be complete. 2022 travel 

activity is estimated to have increased by 9.65% over the estimated Vehicle Miles of Travel (VMT) for 2020. 

The early estimate of VMT for 2020 indicates that a reduction of 8.1% occurred compared to 2019. In contrast, 

an estimated VMT increase of 1.01% is estimated to have occurred from 2018 to 2019.

The number of police reported fatalities in 2022 increased by 0.11% compared to 2021, however the increase 

from 2019 to 2020 was 10.74%. The unexpected increase in fatalities after 2019 resulted in an increase in the 

5 year rolling average of 3.52% over the last two years.

Suspected serious injuries have risen by 14.79% since 2019, but due to a previous declining trend the 5 year 

average is 0.73% lower than in 2019. This higher serious injury count is partially the result of a data 

discontinuity resulting from the previously described change in procedure for counting suspected serious 

injuries. 

Statewide 2021 crash data shows that Indiana experienced conditions somewhat similar to surrounding states 

in regard to changes in the 5 year rolling averages of Fatalities, Suspected Serious Injuries, Fatality Rate and 

Suspected Serious Injury Rate. 

Lane departure crashes continued to be the most numerous fatal crash type in 2020. The relatively level trend 

of vehicle lane departure fatalities was continued in 2021, with the 5-year average of fatalities at 1.43% lower 

than in 2020. In comparison the 5-year serious injury average rose by 5.78%. The most numerous of these 

crashes continues to be the result of single vehicles leaving the roadway.

Fatal and serious injury outcomes as a result of intersection crashes continues to make up the worst overall 

type of harmful event. In 2021 the 5-year average of intersection fatalities and serious injuries contributed 

38.12% of all severe crash outcomes. In 2019 the same comparison to casualties at the same severity was 

34.61%. In response to intersection crashes, INDOT is using HSIP funds to advance systemic improvements 

to increase the visibility of both signalized and un-signalized intersections and a program to modernize traffic 
2022 Indiana Highway Safety Improvement Program

Page 50 of 73

signal control equipment. In addition, Indiana is constructing an increasing number of roundabout and reduced 

conflict intersections. In regard to traffic signals, INDOT is engaged in a program to replace older “5 Section” 

signal heads with 4 section signal heads to increase options for control in the use of “permitted/protected” left 

turn traffic signal phasing. The MUTCD approved 4-section heads use a flashing yellow arrow to allow for more 

flexible control of permissive left turn phasing schemes. In 2020 and the first part of 2021, INDOT also 

deployed its first Intersection Conflict Warning Systems to a select group of rural two way stop controlled 

intersections. Evaluation the operation and potential of these devices to reduce severe crash outcomes will be 

ongoing for the next three years. 

INDOT’s Traffic Engineering Division is encouraging the use of its Intersection Control Evaluation (ICE) policy 

by all designers and preliminary engineering staff to increase appropriate selection of innovative intersection 

designs to reduce traffic conflicts. Design types such as Roundabouts, and reduced conflict intersection types 

such as R-Cut/J-Turn and other Median U-Turn designs are the result of those instances when an innovative 

type is validated using Indiana’s ICE policy. In 2014, INDOT produced its ICE guideline document, and 

capacity analysis methods have subsequently been developed to assist design type decision making. Many of 

the resulting designs are deployed as part of both safety and mobility enhancement projects.

Indiana is also concerned with the incidence of fatalities involving vulnerable road users such as pedestrians, 

bicycle and crashes involving Indiana’s substantial Amish population of horse drawn buggy occupants. INDOT 

is working with our local agency partners on education efforts as well as the construction of infrastructure 

countermeasures such as warning devices, enhanced crosswalks, mid-block and intersection beacons, road 

diets and widened paved shoulders for buggies where they are deemed appropriate.

In 2021, the 5-year rolling average of pedestrian involved fatal and serious injuries crashes grew by 4.09% 

over the 2020 average. This continues a multi-year upward trend of pedestrian casualties. While the trend of 

serious injuries appears to be slightly level over multiple years, the percentage of fatal pedestrian fatalities has 

grown to 11.43% of all fatalities. In response to increased fatal crash results, INDOT is reacting by working to 

revise preliminary engineering and design practices for all projects to enhance safety for all non-motorized 

road users in an equitable manner. Also, urban local agencies are asked to consider utilizing available local 

HSIP funding directed to systemic construction of safer pedestrian facilities such as: cross walks, signals, user 

activated beacons and median refuge islands where appropriate.

Construction of multi-use bike and pedestrian friendly facilities in recent years has contributed to a higher 

numbers of bike users and pedestrians. When combined with VMT growth over the last few years, nonmotorized road users have experienced more frequent conflicts with motorvehicles. Despite higher levels of 

exposure, a nearly unchanged trend of serious outcome bike crashes has occurred. The 5-year average 

percentage of fatal and serious injury bike crashes compared to all road users in 2021 was 1.96%. In 2020 it 

was 1.89%, in 2019 it was 1.82%.

Safety Performance Targets

Safety Performance Targets

Calendar Year 2023 Targets *

Number of Fatalities:894.2

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

The performance target for traffic fatalities is one of the three targets that must match Indiana Criminal Justice 

Institute (ICJI) Traffic Safety Office reporting to NHTSA with the Indiana Department of Transportation (INDOT) 

as the state's planning agency for the State Strategic Highway Safety Plan under requirements of the FAST 
2022 Indiana Highway Safety Improvement Program

Page 51 of 73

Act under 23 U.S.C. 402(b)(1)(f)(v). INDOT calculates this performance target by using analysis of crash 

trends, employment predictions and a model that uses employment data to predict fatalities.

It was determined that analysis methods used during the previous year will be continued for this submittal. Use 

of a simple linear regression model was chosen to predict fatalities. To predict the number of fatalities, this 

model would use the previous 5 years of data. The excel functions of SLOPE () and INTERCEPT () were used 

to generate the predictive equation. The predictive equation is of the form FATALITIES=YEAR*SLOPE () 

+INTERCEPT (). This predicted total was then adjusted upwards by 5% to account for any unexpected 

variances. The target creates a baseline for measurement of objectives established in the revised Indiana 

SHSP.

Number of Serious Injuries:3348.1

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

The performance target for the number of Serious Injuries is one of the three targets that must match ICJI and 

INDOT due to the FAST Act (23 U.S.C. 402(b)(1)(f)(v)).

The Indiana Crash database recently underwent a change that now allows a direct count of the 7 types of 

injuries defined by the MMUCC 4th edition. The change by Indiana in crash reporting recently confirmed by 

FHWA as compliant with the establish rule. Starting with 2020, INDOT directly counts suspected serious 

injuries from the 7 injury types. In the prior years, 2017- 2019 the former interim method used an estimate 

7.2% of all injuries. The result of the count was a discontinuity in the previously established downward trend 

line. The change was deemed minor, so the previous Slope and Intercept trend line was extended to calculate 

the 5-year target value in a similar manner to what was described for the number of fatalities. The target 

creates a baseline for measurement of objectives established in the revised Indiana SHSP.

Fatality Rate:1.088

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

The performance target for the rate of traffic fatalities per 100 Million Vehicle Miles Traveled is one of the three 

targets that must match ICJI and INDOT reporting due to the FAST Act (23 U.S.C. 402(b)(1)(f)(v)). The 

predicted annual Vehicle Miles Traveled (VMT) for each of the most recent five years is estimated to vary from 

past slow growth patterns due to the 2020 economic shutdown, largely due to the COVID-19 Pandemic and 

subsequent rebound. As a result, projected VMT for 2020 was predicted to reduce by 7.20% from the 2019 

VMT then grew by 9.65% in 2021. The target creates a baseline for measurement of objectives established in 

the revised Indiana SHSP.

Serious Injury Rate:4.068

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

The performance target for the rate of suspected serious injuries per 100 Million Vehicle Miles Traveled is 

independent of the FAST Act matching target requirement. The same VMT was used as the Traffic Fatalities 

target and a similar Slope and Intercept trend line was employed. The same suspected serious injury counts 

for 2017 through 2021 were also used. The target creates a baseline for measurement of objectives 

established in the revised Indiana SHSP.

Total Number of Non-Motorized Fatalities and Serious Injuries:399.6
2022 Indiana Highway Safety Improvement Program

Page 52 of 73

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

A linear regression model using the previous 5 years data was also employed to predict non-motorized road 

users fatalities and suspected serious injuries. The excel functions of SLOPE () and INTERCEPT () were used 

to generate the predictive equation. The target creates a baseline for measurement of objectives established in 

the revised Indiana SHSP.

An additional consideration to the above described procedure involves Vehicle Miles of travel. INDOT’s partner 

agency that contains the State Highway Safety Office, is the Indiana Criminal Justice Institute (ICJI). INDOT 

shares responsibility with CJI to report three of the same target measures in their annual Highway Safety Plan 

(HSP) Report that they submit to NHTSA. The timing of the HSP report requires that the future year targets be 

set before July 1st of each year. As a result, vehicle miles of travel data for the prior year is at a preliminary 

estimate stage and should be considered a projection along with the VMT for the current and future year.

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

safety performance targets. 

Added Information: Following the promulgation of the new rule, in the fourth quarter of 2016 INDOT Office of 

Traffic Safety solicited a partnership group of Contributing/Consulting/Advisory Agencies and Organizations to 

coordinate setting the 5 safety performance targets. In 2022, the Traffic Safety Performance Target Setting 

Team held multiple meetings from April 1 through June in-order to revise the procedure for calculation of the 

succeeding year’s required annual safety performance targets in relation to known data. The traffic safety 

Performance Target Setting Team deliberated and ultimately agreed upon both the methodology that was used 

to establish the traffic safety performance targets and the calendar 2023 targets.

Using similar procedures, INDOT has calculated safety performance targets for calendar years 2019 through 

2023. A final agreement on each target for 2023 was reached on May 21, 2022. 

The Indiana Traffic Safety Performance Target Setting Team consists of the following organizations: 

Indiana Department of Transportation, Office of Traffic Safety

Indiana Criminal Justice Institute, Traffic Safety and Research Divisions, (SHSO), and representation of Law 

Enforcement and Emergency Services.

Indiana Metropolitan Planning Organization Council – Executive Director Task group

Federal Highway Administration, Indiana Division

Local Technical Assistance Program – HELPERS Program

The task group completed their deliberations in time to allow the Indiana Criminal Justice Institute (SHSO) to 

report the three overlapping performance targets in their 2021 Highway Safety Plan Report to NHTSA before 

their June 1, 2021, deadline.

Does the State want to report additional optional targets? 

No

Indiana does not choose to report on additional optional targets at this time.
2022 Indiana Highway Safety Improvement Program

Page 53 of 73

Describe progress toward meeting the State’s 2021 Safety Performance Targets (based 

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

reasons for differences in the actual outcomes and targets.

PERFORMANCE MEASURES TARGETS ACTUALS

Number of Fatalities 817.3 876.2

Number of Serious Injuries 3311.4 3295.4

Fatality Rate 1.006 1.082

Serious Injury Rate 4.088 4.070

Non-Motorized Fatalities and 

Serious Injuries

393.6 402.0

For target year 2021, INDOT estimates that Indiana did not meet 3 of the PM 1 Safety Performance Targets as 

defined per 23 CRF 490.211(c)(2). The calculation of 2021 targets took place in 2020 before the COVID 

pandemic profoundly changed travel and crash patterns. Indiana utilized a revised projection estimation 

method established to consider lessons learned from the projection efforts made in 2018 and 2019 to project 

target values in 2020.

The assessment of 2021 target values contained in this report utilized the Annual VMT data for years 2016 

through 2019 from FHWA and the preliminary 2020 values for HMVMT from the INDOT Traffic Statistics Office. 

The 2020 VMT estimate was made before the effects of the pandemic became apparent. The FHWA volume 

data for prior years was queried on the VM-2 table at: 

[https://www.fhwa.dot.gov/policyinformation/statistics/2018/vm2.cfm].

Counts of fatalities for prior years 2016 through 2019 are from the FARS Final counts contained on the NHTSA 

FARS Annual Report File (ARF) Indiana web page at:

[ https://cdan.nhtsa.gov/SASStoredProcess/guest ]

The fatality count for 2021 is from Indiana’s crash records database (ARIES). The anticipated five-year 

average number of fatalities and the resulting rate of fatalities per one hundred million vehicle miles of travel 

are below the PM1 target values set for 2020. The official result will be dependent on the VMT values that 

FHWA applies in their performance target verification calculation that will be performed in 2023. The 

preliminary estimated outcome is that the target for fatality count and fatality rate will not be met. Also, the 

target for the number of non-motorized fatalities and suspected serious injuries is not expected to be met. The 

counts of suspected serious injuries and suspected serious injury rate for 2021 is expected to be below the 

target values. All crash data is collected from the Indiana Crash Database.

Starting in 2020, a change was made to the count of suspected serious injuries that is a result of a direct count 

of the FHWA mandated injury types contained in the ARIES Injury Nature classification in the Indiana crash 

database. In the later months of 2019, the Indiana State Police and their database vendor added the FHWA 

injury types to the electronic officer reporting system ARIES 5.1 and to the new reporting system then under 

development ARIES 6. The addition to the reporting tool allows officers to subjectively select among 15 types 

of injury natures experience by a crash participant including the seven injury types deemed as a class “A”, 

suspected serious by FHWA.

INDOT’s direct count of 2021 suspected serious injuries is higher than in 2020 by 213 people. The data 

discontinuity caused by the change in counting methodology is likely a contributor to the higher count, but it 
2022 Indiana Highway Safety Improvement Program

Page 54 of 73

may also be the result of an increasing trend in pedestrian crashes. The number represents about a 6.4% 

increase over 2020 data. The calculated 2021 five-year average of suspected serious injuries is 3295.5. This 

number remains below the 2021 target value of 3311.4. Also, the five-year average rate of suspected serious 

injuries is estimated to be 4.070, which is lower than the 2021 target value of 4.088. 

For Target year 2021, the FHWA Target Achievement Assessment per 23 CRF 490.211(c)(2), will be 

calculated by FHWA in 2023. These results are in part dependent on the VMT values that FHWA applies in 

their calculations. It should be noted that there is a history of deviation between the FHWA annual official 

VMTs and those reported to FHWA by INDOT, therefore these findings are preliminary.

In 2020 an unexpected spike of 896 fatalities occurred. This spike is compared to the preliminary 2019 FARS 

count of fatalities at 809 and the FARS count in 2018 of 860. The reasons for the 2020 increase can in part be 

attributed to a change in reporting of all-terrain vehicle (ATV) fatalities and serious injuries on local rural roads. 

It was found that in past years some local police agencies may have reported multiple crash events to the 

Department of Natural Resources rather than to the Indian State Police ARIES Crash database. This reporting 

discrepancy was unknown in 2019 and played a role in the 2021 target setting process. Also, the number of 

motorcycle/moped related fatalities was 112 in 2019 followed by 141 in 2020, resulting in a 26% increase.

Applicability of Special Rules

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

No

Regarding the HRRR Special Rule requirement for Indiana, in FFY 2022 INDOT does not fall under the HRRR 

Special Rule.

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

112 115 135 122 126 111 104

Number of Older Driver 

and Pedestrian Serious 

Injuries

275 308 289 294 260 259 292

Under 23 U.S. C 148(g)(2), FHWA has determined that over the last year the 5 year average, (2016 – 2020), 

Indiana experienced an increase in the rate of older driver and pedestrian fatalities and serious injuries. INDOT 

will address strategies to reduce these rates in the next revision of the Indiana Strategic Highway Safety Plan. 

Fatality data for 2021 is from the Indiana crash database
2022 Indiana Highway Safety Improvement Program

Page 55 of 73

Evaluation

Program Effectiveness 

How does the State measure effectiveness of the HSIP? 

• Change in fatalities and serious injuries 

• Economic Effectiveness (cost per crash reduced) 

Per commitment under Indiana’s Strategic Highway Safety Plan to move Towards Zero Deaths, INDOT’s goal 

and primary measure of effectiveness is the reduction of fatalities and serious injuries on all state and local 

public roadways. In this regard, INDOT monitors the number and rate of fatal and serious injury crash events 

and casualties in determining progress Toward Zero Deaths. 

INDOT’s additional goal during fiscal year 2022 was to maintain integrity of a planned $62.6 million 

investments in the FFY 2022 traffic safety capital program, toward achieving an expected reduction of at least 

5,914 severe crashes on INDOT jurisdictional roads through the projects’ design lives. Essentially the goal 

over time is the overall cost-effectiveness (C-E) of the program; that is, the relationship of dollars invested to 

expected severe crashes reduced. A baseline of $24,400 per severe crash to be reduced has been established 

as the baseline ratio at the start of each fiscal year. 

This is a summary of results relative to the federal fiscal year 2021 goal. The safety programaffected a slightly 

negative change in C-E, compared to the baseline. The C-E for 2021 increased to an estimated about $24,161 

or slightly more than the $23,840 estimate from fiscal year 2020. Overall, the fiscal year 2021 performance 

expectation was met. 

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

the State's program level evaluations. 

The number of reported motor vehicle crash fatalities increased from 897 in calendar year 2020 to 898 in 2021, 

which represents an increase of 0.11%. This is lower than the 2019 to 2020 increase of 10.75%. At the time 

that this report was submitted, INDOT’s early estimate for 2021 vehicle miles of travel indicates an increase of 

7.79% over 2020, essentially eliminating the COVID related drop in 2020’s VMT. As a result of the higher 

fatality counts for 2020 and 2021, the estimated rate of fatalities per one hundred million vehicle miles of travel 

(HMVMT) increased by 11.03% from 0.978 in 2019 to an estimated 1.087 in 2021. The five year average 

fatality rate rose by 4.23%. 

The frequency of suspected serious injuries in 2019 was 3,062 compared to 3,302 in 2020 and 3,515 in 2021. 

The assumption that serious injuries was on a slow downward trend appears to have reversed with a rise of 

14.79%, however this may also be the result of data discontinuity due to Indiana’s suspected serious injury 

reporting having been converted to MMUCC compliant reporting over the same time period. It will take another 

1 – to 2 years to determine the true extent of the reported rise. The current 5-year average incidence for 

suspected serious injury rate represents a modest 0.07% increase over the 2020 value and a 0.17% decrease 

compared to the 2019 5-year average. 

INDOT’s measure of effectiveness applies to a goal for safety improvement project cost per severe crash; 

those crash events resulting in at least one fatal or serious injury. This measure is intended to assure the 

integrity of the 2021 $38.98 million obligated HSIP investment in the traffic safety capital program, toward 

achieving an expected reduction of at least 5,914 severe crashes on INDOT jurisdictional roads through the 

projects’ design lives. The goal over time is to maintain the overall cost-effectiveness of the program; that is, 
2022 Indiana Highway Safety Improvement Program

Page 56 of 73

the relationship of dollars invested to crashes reduced, or $24,400 per severe crash as the baseline ratio at the 

start of the fiscal year.

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

success of the Highway Safety Improvement Program?

• # RSAs completed

• HSIP Obligations

• More systemic programs

• Other-Total Federal Safety Obligations

In fiscal year 2022, the Office of Traffic Safety (OTS) completed 45 Road Safety Assessment (RSA) reports for 

site specific locations on highways under INDOT Jurisdiction. In addition, INDOT completed 2 RSAs on 

roadway corridors that included 37 signalized intersections and multiple un-signalized intersections. The 

corridor studies also encompassed 9.4 miles of urban highways. INDOT utilizes RSAs to program HSIP funded 

construction projects as the part of the INDOT Traffic Safety Program. INDOT seeks to obligate approximately 

50% of its approved safety asset program budget to perform construction of site specific “spot” projects mostly 

using HSIP funds. The other 50% of the safety budget is reserved for the construction of HSIP eligible 

systemic safety improvement projects.

The Local Technical Assistance Program (LTAP), and some local public agencies also conduct RSAs prior to 

submitting proposed projects to OTS for HSIP eligibility determination. During the fiscal year, there were 14 

local safety assistance RSAs conducted. INDOT received 4 RSAs for HSIP eligibility evaluation.

INDOT currently maintains 25 individual work types as eligible for systemic HSIP funding. The Program 

Methodology section of this report contains a list of the safety program categories that these systemic 

countermeasures address. New systemic programs are planned for deployment in 2023 and beyond. These 

include enhanced wrong way warning systems, high friction surface treatments for loop and other short radius 

curved ramps, and slotted left turn lanes on wide median divided roadways.

By the end of federal fiscal year 2022 INDOT intends to obligate 100.0% of the 164-HE penalty transfer funds 

for infrastructure safety improvements. At the time of reporting, for fiscal year 2022 INDOT has obligated 

$16,986.546 of the infrastructure portion of Indiana’s 164-HE penalty transfer. This amount is 82.7% of the 

total expected obligations.

At the start of calendar 2019 INDOT approved intersection Conflict Warning Systems (CWS) as an eligible 

systemic safety project work type in our intersection safety sub-program. Construction of 16 CWS installations 

were completed in FY 2021. INDOT continues to monitor and evaluate the effectiveness and operational 

maintenance of these device.

In federal fiscal year 2022 INDOT is on track to obligate approximately $63.4 million in federal aid highway 

safety funds including HSIP, HRRRP, Section 164-HE and other federal funds prior to the end of the federal 

fiscal year.

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures.

Year 2021
2022 Indiana Highway Safety Improvement Program

Page 57 of 73

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)

Crash Data Management 876.2 3,295.4 1.08 4.07

Run Off Road 281 838.3 0.35 1.04

Lane Departure 412 1,166.7 0.51 1.45

Intersections 220.8 1,072.9 0.27 1.32

Work Zone 28.2 80.2 0.04 0.1

Large Trucks 148.8 268.3 0.18 0.33

Motorcycle/Moped 137.6 451.8 0.17 0.56

Pedestrians 100.2 219.8 0.12 0.27

Bicycle 18.4 63.6 0.02 0.08
2022 Indiana Highway Safety Improvement Program

Page 58 of 73

0

100

200

300

400

500

600

700

800

900

1000

Fatalities

Number of Fatalities 

5 Year Average

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

0

500

1000

1500

2000

2500

3000

3500

4000

Serious Injuries

Number of Serious Injuries 

5 Year Average

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

Page 59 of 73

Has the State completed any countermeasure effectiveness evaluations during the 

reporting period?

No

0

0.2

0.4

0.6

0.8

1

1.2

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

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

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

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

Page 60 of 73

Due to staffing challenges, and development of the revised Strategic Highway Safety Plan there was no 

opportunity to conduct program level evaluations in 2022. Instead, due to the growth in pedestrian fatalities and 

serious injuries over the last several years, it was decided to focus resources on developmental research to 

improve options and guidance to further employ pedestrian safety crash countermeasures.

A research study project was conducted with Purdue University under Indiana’s Joint Transportation Research 

Program SPR-4337,Effective Design and Operation of Pedestrian Crossings. This study reviewed INDOT’s 

current state of pedestrian safety deployments and develop crash probability and severity models to estimate 

the risk of pedestrian crashes around urban intersections in Indiana. The goal of the study was to provide 

detailed guidance regarding the effectiveness of multiple pedestrian crash countermeasures in high risk urban 

environments. Countermeasures such as: marked crosswalks, raised crosswalks, offset crosswalks, refuge 

islands, curb extensions, road diets, curb radius reduction, LED border warning signs, hybrid beacons and 

rectangular rapid flashing beacons were evaluated. Additional proposed countermeasures such as pedestrian 

illumination, smart lighting, leading pedestrian interval, and exclusive pedestrian signal (also called scramble) 

were included with guidance on potential deployment considerations.

The study conclusions determined CMFs for multiple pedestrian safety devices. This study also supports 

INDOTs commitment to increase safety spending on equitable deployment of vulnerable user infrastructure 

improvements.
2022 Indiana Highway Safety Improvement Program

Page 61 of 73

Project Effectiveness 

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

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY IMPROVEMENT TYPE PDOBEFORE

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)

1500321 Various Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

1.00 1.00 0.95

1592420 Various Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

9.00 9.00 1.00 2.00 11.00 10.00 0.67

1601926 Rural Major 

Collector

Intersection 

traffic control

Modify control – new traffic 

signal

1.00 1.00 1

1601933 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

17.00 18.00 1.00 1.00 1.00 18.00 20.00 0.39

1700387 Various Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

188.00 129.00 29.00 19.00 18.00 14.00 235.00 162.00 1.53

1702082 Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

16.00 12.00 5.00 6.00 6.00 27.00 18.00 1.02

1800876 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

11.00 4.00 2.00 13.00 4.00 4.39

1800877 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

17.00 15.00 2.00 1.00 1.00 19.00 17.00 1.3

1800879 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

13.00 15.00 2.00 1.00 15.00 16.00 1.13

1800880 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

6.00 2.00 1.00 1.00 8.00 2.00 16.8

1601832 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify traffic signal – add 

backplates with 

retroreflective borders

157.00 178.00 1.00 29.00 14.00 27.00 17.00 214.00 209.00 1.93

1601871 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

101.00 74.00 6.00 9.00 19.00 15.00 126.00 98.00 1.03

1700712 Rural Minor 

Arterial

Roadway Rumble strips –other 24.00 19.00 3.00 1.00 12.00 6.00 2.00 2.00 41.00 28.00 2.24
2022 Indiana Highway Safety Improvement Program

Page 62 of 73

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY IMPROVEMENT TYPE PDOBEFORE

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)

1702083 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

3.00 5.00 1.00 2.00 2.00 1.00 1.00 7.00 8.00 1.34

1500337 Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

traffic control

Modify control – new traffic 

signal

4.00 14.00 1.00 1.00 3.00 5.00 18.00 0.26

1383683 Urban 

Principal 

Arterial (UPA) 

- Other

Roadway Pavement surface - other 111.00 89.00 7.00 4.00 10.00 18.00 128.00 111.00 1.17

1401648 Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

traffic control

Modify control – Modern 

Roundabout

21.00 15.00 4.00 25.00 15.00 7.91

1401706 Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

geometry

Add/modify auxiliary lanes 44.00 16.00 2.00 3.00 3.00 49.00 19.00 1.41

1601444 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

geometry

Add/modify auxiliary lanes 14.00 9.00 1.00 1.00 3.00 16.00 12.00 2.41

1601813 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

14.00 6.00 1.00 2.00 1.00 17.00 7.00 3.57

1006624 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

geometry

Intersection geometry - 

other

83.00 78.00 12.00 9.00 7.00 4.00 102.00 91.00 1.26

1172175 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

362.00 382.00 1.00 24.00 26.00 22.00 32.00 409.00 440.00 0.94

1296847 Rural Minor 

Arterial

Intersection 

traffic control

Modify control – Modern 

Roundabout

15.00 24.00 3.00 3.00 18.00 27.00 0.92

1296911 Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

geometry

Add/modify auxiliary lanes 273.00 218.00 1.00 11.00 6.00 21.00 11.00 305.00 236.00 1.56

1297947 Rural Principal 

Arterial (RPA) 

- Interstate

Roadside Barrier – cable 732.00 617.00 8.00 4.00 71.00 75.00 55.00 42.00 866.00 738.00 1.06
2022 Indiana Highway Safety Improvement Program

Page 63 of 73

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY IMPROVEMENT TYPE PDOBEFORE

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)

1298309 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

geometry

Add/modify auxiliary lanes 165.00 115.00 19.00 9.00 19.00 9.00 203.00 133.00 2.03

1298316 Rural Minor 

Arterial

Intersection 

geometry

Add/modify auxiliary lanes 24.00 22.00 5.00 2.00 2.00 31.00 24.00 2.01

1400581 Rural Minor 

Arterial

Intersection 

traffic control

Modify control – Modern 

Roundabout

11.00 18.00 1.00 2.00 1.00 12.00 21.00 0.3

1401030 Rural Major 

Collector

Intersection 

geometry

Add/modify auxiliary lanes 3.00 1.00 4.00 0.21

1401164 Urban 

Principal 

Arterial (UPA) 

- Other 

Freeways and 

Expressways

Roadside Barrier – concrete 29.00 18.00 5.00 3.00 34.00 21.00 1.49

1401735 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify control – new traffic 

signal

19.00 18.00 1.00 3.00 7.00 1.00 27.00 22.00 1.19

1500046 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify control – new traffic 

signal

25.00 34.00 4.00 10.00 6.00 35.00 44.00 0.6

1500429 Urban Local 

Road or Street

Lighting Intersection lighting 377.00 545.00 1.00 1.00 16.00 29.00 18.00 11.00 412.00 586.00 0.72

1500692 Rural Principal 

Arterial (RPA) 

- Other

Miscellaneous Miscellaneous - other 25.00 29.00 10.00 2.00 3.00 3.00 38.00 34.00 2.48

1592152 Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

geometry

Intersection geometry - 

other

104.00 19.00 9.00 18.00 131.00 19.00 19.72

1592620 Rural Minor 

Arterial

Intersection 

geometry

Add/modify auxiliary lanes 21.00 16.00 4.00 1.00 1.00 26.00 17.00 2.69

1600699 Rural Major 

Collector

Intersection 

traffic control

Intersection flashers –signmounted or overhead6.00 3.00 1.00 7.00 3.00 6.95

1600836 Rural Principal 

Arterial (RPA) 

- Interstate

Roadside Barrier – cable 21.00 32.00 1.00 8.00 1.00 3.00 2.00 32.00 36.00 2.91

1601381 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify control – new traffic 

signal

10.00 4.00 2.00 1.00 2.00 13.00 6.00 2.99
2022 Indiana Highway Safety Improvement Program

Page 64 of 73

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY IMPROVEMENT TYPE PDOBEFORE

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)

1601788 Rural Minor 

Arterial

Intersection 

traffic control

Modify traffic signal – add 

backplates with 

retroreflective borders

1944.00 1686.00 12.00 11.00 242.00 209.00 126.00 119.00 2324.00 2025.00 1.22

1601834 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify traffic signal – add 

backplates with 

retroreflective borders

184.00 194.00 2.00 17.00 63.00 22.00 249.00 233.00 1.11

1601835 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify traffic signal – add 

backplates with 

retroreflective borders

164.00 175.00 2.00 14.00 51.00 17.00 217.00 206.00 1

1500431 Rural Local 

Road or Street

Roadside Barrier end treatments 

(crash cushions, terminals)

2.00 2.00 0.09

1500432 Rural Local 

Road or Street

Miscellaneous Miscellaneous - other 2.00 2.00 0.5

1500434 Rural Local 

Road or Street

Miscellaneous Miscellaneous - other 15.00 17.00 1.00 3.00 1.00 19.00 18.00 1.99

1500438 Rural Local 

Road or Street

Miscellaneous Miscellaneous - other 26.00 10.00 3.00 2.00 29.00 12.00 2.09

1702292 Rural Minor 

Arterial

Intersection 

traffic control

Modify control – new traffic 

signal

18.00 7.00 1.00 1.00 1.00 20.00 8.00 3.21

1601882 Rural Minor 

Arterial

Intersection 

traffic control

Modify control – new traffic 

signal

6.00 2.00 1.00 6.00 3.00 5.14

1700406 Rural Principal 

Arterial (RPA) 

- Interstate

Interchange 

design

Interchange improvements 546.00 268.00 2.00 46.00 20.00 14.00 6.00 608.00 294.00 4.75

1700726 Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

geometry

Add/modify auxiliary lanes 72.00 111.00 1.00 1.00 8.00 15.00 10.00 88.00 130.00 1.19

1701063 Urban Minor 

Arterial

Pedestrians and 

bicyclists

Pedestrian beacons 3.00 3.00 9.00 4.00 29.00 35.00 13.00 26.00 54.00 68.00 0.94

1601774 Urban 

Principal 

Arterial (UPA) 

- Other

Pedestrians and 

bicyclists

ADA curb ramps 3.00 3.00 4.00 6.00 3.00 1.00 2.00 14.00 8.00 9.21

1701577 Urban Major 

Collector

Pedestrians and 

bicyclists

ADA curb ramps 2.00 2.00 1.00 1.00 9.00 9.00 6.00 1.00 18.00 13.00 1.08

1701578 Urban Major 

Collector

Pedestrians and 

bicyclists

ADA curb ramps 3.00 3.00 1.00 1.00 9.00 9.00 6.00 1.00 19.00 14.00 1.08
2022 Indiana Highway Safety Improvement Program

Page 65 of 73

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY IMPROVEMENT TYPE PDOBEFORE

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)

1702854 Urban 

Principal 

Arterial (UPA) 

- Other

Pedestrians and 

bicyclists

ADA curb ramps 1.00 5.00 4.00 1.00 7.00 4.00 5

1400735 Urban Local 

Road or Street

Pedestrians and 

bicyclists

ADA curb ramps 1.00 3.00 6.00 3.00 6.00 6.00 13.00 0.49

1700618 Rural Major 

Collector

Roadway Pavement surface – high 

friction surface

8.00 2.00 4.00 1.00 12.00 3.00 3.57

1297948 Rural Principal 

Arterial (RPA) 

- Other

Roadway signs 

and traffic 

control

Curve-related warning 

signs and flashers

23.00 15.00 3.00 2.00 1.00 1.00 27.00 18.00 1.43

1592654 Rural Minor 

Arterial

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

102.00 71.00 1.00 12.00 10.00 3.00 1.00 118.00 82.00 1.46

1592656 Rural Minor 

Arterial

Intersection 

traffic control

Modify traffic signal – add 

backplates with 

retroreflective borders

267.00 225.00 3.00 3.00 47.00 44.00 17.00 14.00 334.00 286.00 1.12

1592655 Rural Principal 

Arterial (RPA) 

- Other

Roadway 

delineation

Raised pavement markers 53.00 19.00 1.00 10.00 8.00 3.00 67.00 27.00 1.49

1593090 Rural Principal 

Arterial (RPA) 

- Other

Roadway 

delineation

Raised pavement markers 131.00 49.00 5.00 1.00 15.00 17.00 20.00 1.00 171.00 68.00 1.4

1600080 Urban Minor 

Arterial

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

3898.00 2994.00 4.00 5.00 390.00 219.00 436.00 300.00 4728.00 3518.00 1.53

1600677 Rural Minor 

Arterial

Roadway signs 

and traffic 

control

Curve-related warning 

signs and flashers

23015.00 20231.00 268.00 232.00 3229.00 3363.00 4216.00 2855.00 30728.00 26681.00 1

1400714 Rural Minor 

Arterial

Railroad grade 

crossings

Active grade crossing 

equipment 

installation/upgrade

1.00 1.00 1

0400495 Rural Major 

Collector

Alignment Horizontal curve 

realignment

7.00 8.00 1.00 1.00 8.00 9.00 0.4

0710463 Rural Minor 

Arterial

Alignment Horizontal curve 

realignment

7.00 2.00 1.00 2.00 2.00 10.00 4.00 5.75

1601759 Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

25.00 16.00 3.00 6.00 9.00 4.00 37.00 26.00 1.36

1500481 Urban 

Principal 

Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

1.00 1.00 1.00 2.00 2.00 4.00 3.00 1.6
2022 Indiana Highway Safety Improvement Program

Page 66 of 73

LOCATION FUNCTIONAL 

CLASS

IMPROVEMENT 

CATEGORY IMPROVEMENT TYPE PDOBEFORE

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)

Arterial (UPA) 

- Other

1382818 Rural Major 

Collector

Intersection 

traffic control

Modify control – Modern 

Roundabout

219.00 99.00 16.00 3.00 106.00 8.00 341.00 110.00 6.76

1400816 Urban Minor 

Arterial

Intersection 

traffic control

Modify traffic signal – 

modernization/replacement

2.00 5.00 1.00 3.00 2.00 5.00 8.00 0.51

1500421 Urban Minor 

Arterial

Pedestrians and 

bicyclists

ADA curb ramps 3.00 5.00 2.00 3.00 7.00 1.05

1600024 Rural Minor 

Arterial

Roadway signs 

and traffic 

control

Curve-related warning 

signs and flashers

5.00 149.00 161.00 2477.00 2103.00 1475.00 1313.00 4106.00 3577.00 1

1600426 Urban Major 

Collector

Pedestrians and 

bicyclists

ADA curb ramps 5.00 1.00 2.00 1.00 7.00 2.00 1

1601164 Urban Major 

Collector

Pedestrians and 

bicyclists

Pedestrian hybrid beacon 1.00 1.00 1

1601183 Urban Major 

Collector

Pedestrians and 

bicyclists

ADA curb ramps 1.00 1.00 1.00 2.00 1.00 1

1601205 Urban Minor 

Arterial

Pedestrians and 

bicyclists

ADA curb ramps 2.00 9.00 8.00 2.00 3.00 13.00 11.00 1

1601837 Urban Minor 

Arterial

Pedestrians and 

bicyclists

ADA curb ramps 1.00 1.00 1

In general, the implementation of HSIP projects results in a reduced risk for fatalities and serious injuries due to motor vehicle crashes. The most frequently selected MOE is a comparison of estimated benefit cost ratio before construction 

to benefit cost ratio found after construction. However, certain systemic improvement types that serve vulnerable road users cannot be calculated using before / after crash analysis due to the somewhat random location and frequency of 

crash events. For those cases, a safe systems approach is utilized instead that measures investment level for systemic upgrade of facilities in designated road corridors or areas. In these cases, the MOE is effective deployment of 

systemic units. These project improvement categories include pedestrians and bicyclists beacons, crosswalks, and warning signage additions and upgrades. 

Outcomes are not always apparent in the naïve cost effectiveness analysis of serious injury counts due to the reclassification of incapacitating injuries that took place in the 2014 – 2019 time frame. Official VMT values in the interim years 

is a variable, limiting the ability to evaluate trends in rates. Due to the need to use incapacitating injuries in the cost effectiveness MOE, results tend to be skewed toward lower cost savings in the post construction period. This issue will 

resolve once data from the new ARIES 6.0 officer reporting software replaces incapacitating injuries with type “A” suspected serious injury data starting in 2020 and moving forward. Also, a new release of the RoadHAT software revised 

and modernized the average crash costs used by INDOT in benefit cost ratio analysis. 

Describe any other aspects of HSIP effectiveness on which the State would like to elaborate. 

The combined efforts of Indiana’s engineering, education, law enforcement, and emergency medical communities all contribute to the goal of overall decline in serious crash outcomes. However, in recent years, national and regional 

trends of increased motorvehicle crashes involving fatal outcomes have occurred. Prior to 2020 it was thought that crash trends were strongly influenced in part by exposure between vehicles due to increasing employment driven 

congestion. However, after the onset of the COVID 19 pandemic, other factors have superseded employment rates as an influence toward fatal and suspected serious injury counts. As a result, numbers of fatalities increased by 10.86% 

in 2021 from 2019 levels. Even though the total number of crashes in 2020 were lower by 19.16% compared to 2019, all crashes rebounded to previous levels in 2021. The number of suspected serious injuries also increased even given 

the known data discontinuity due to bringing the Indiana crash data system into compliance with the MMUCC 4th and 5th Edition standard. This indicates that other factors are causing greater percentage of severe crash outcomes. 

The extent of contribution by HSIP projects to overall statewide traffic safety outcomes is difficult to measure with available data sources and analysis capabilities, but it is likely that safety programs are a factor influencing the frequency of 

severe crash outcomes where site specific and systemic countermeasures have been deployed. 
2022 Indiana Highway Safety Improvement Program

Page 67 of 73

The trend of reduced numbers of suspected serious injuries from 2016 forward indicate that HSIP funded safety improvements have had some beneficial effect. The 5 year rolling average of suspected serious injuries has declined year by 

year resulting in a decline of 4.7% since the high mark in 2014. At the same time the 5 year average of fatalities has varied year by year with a change of 10.7 % higher from the lowest average recorded in 2013. These results indicate 

that factors influencing the dynamics of serious crashes have intensified. Combined with the 10 year trend in increased pedestrian fatalities, the result is an overall more challenging environment for reduction in targeted severe outcomes.

The shift in crash severity toward more fatalities while suspected serious injuries remain relatively stable is difficult to explain since the onset of the Covid 19 pandemic. Factors such as increased average operational speeds and driver 

awareness may be an area where efforts to modify driver behavior can have some beneficial effects. INDOT seeks to influence a downward trend in fatalities by increasing the number and variety of deployed systemic safety programs 

applicable to both state and local roads. Likewise, the potential benefit of vehicle to vehicle and vehicle to infrastructure connected technology should be engaged more fully at the federal level. 
2022 Indiana Highway Safety Improvement Program

Page 68 of 73

Compliance Assessment

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

 03/01/2016

What are the years being covered by the current SHSP? 

From: 2017 To: 2021

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

 2022

The Covid pandemic has caused some delays in completing crash data trend analysis and stakeholder outreach activities to support the Strategic Highway Safety Plan revision. However, the revised document is in final review and it is 

anticipated to be completed in calendar year 2022. 

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

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

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

ROADWAY SEGMENT Segment Identifier 

(12) [12]

100 100 100

Route Number (8) 

[8]

100

Route/Street Name 

(9) [9]

100

Federal Aid/Route 

Type (21) [21]

100

Rural/Urban 

Designation (20) [20]

100 100

Surface Type (23) 

[24]

100 100

Begin Point 

Segment Descriptor 

(10) [10]

100 100 100

End Point Segment 

Descriptor (11) [11]

100 100 100

Segment Length 

(13) [13]

100

Direction of 

Inventory (18) [18]

100
2022 Indiana Highway Safety Improvement Program

Page 69 of 73

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

Functional Class 

(19) [19]

100 100 100

Median Type (54) 

[55]

100

Access Control (22) 

[23]

100

One/Two Way 

Operations (91) [93]

100

Number of Through 

Lanes (31) [32]

100 100

Average Annual 

Daily Traffic (79) [81]

100 50

AADT Year (80) [82] 100

Type of 

Governmental 

Ownership (4) [4]

100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

100

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

100

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

100

Intersection/Junction 

Geometry (126) 

[116]

100

Intersection/Junction 

Traffic Control (131) 

[131]

80

AADT for Each 

Intersecting Road 

(79) [81]

100

AADT Year (80) [82] 100

Unique Approach 

Identifier (139) [129]

100

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

100
2022 Indiana Highway Safety Improvement Program

Page 70 of 73

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

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197) [187]

100

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

100

Ramp Length (187) 

[177]

100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

100

Roadway Type at 

End Ramp Terminal 

(199) [189]

100

Interchange Type 

(182) [172]

100

Ramp AADT (191) 

[181]

100

Year of Ramp AADT 

(192) [182]

100

Functional Class 

(19) [19]

100

Type of 

Governmental 

Ownership (4) [4]

100

Totals (Average Percent Complete): 100.00 0.00 97.50 0.00 100.00 0.00 0.00 94.44 0.00 100.00

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

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

For the Non-Local Paved Road requirements, INDOT currently maintains all MIRE Required Elements as part of the annual HPMS report. 

INDOT currently has the data to support ongoing collection of data elements for Intersections of Non-Local Paved Roads. The Road Inventory Group has acquired spatial analysis software that will help it meet the MIRE FDE required 

intersection data elements by automating management of Intersection Geometries. The data element (131) Intersection/Junction Control is subject to review of data maintained in other INDOT traffic management inventories using the 

INDOT Work Management System. Determination of needed data collection will be made once the review is complete. 

INDOT has data to support the inventory data elements for Interchanges\Ramps on Non-Local Paved Roads. Inventory elements will also use spatial analysis software tools for managing intersections with ramps. The data requirements 

to support the elements Functional Class and Type of Government Ownership will also be supported by the geospatial software. If there is a need for additional data that cannot be extracted using those tools, new geographic processing 

procedures will be created by INDOT to meet the requirements. 
2022 Indiana Highway Safety Improvement Program

Page 71 of 73

For the Local Paved Roads requirements, INDOT has full coverage of most required data elements with the exception of (79) Average Annual Daily Traffic. Collection of that data element is at 50%. Data collection for (23) Surface Type 

and (31) Number of Through Lanes is now at 100%. A new funding program was created through Indiana House Bill 1002 that allocates funding to be utilized by Local Technical Assistance Program (LTAP) to create and maintain road 

data for Local Government Agencies. The Road Inventory Group is actively working to reach full coverage of AADT on Local Paved Roads.

Unpaved Roads are currently not identified in INDOT’s inventory data system. However, route information such as route (12) Segment Identifier, (10) Begin Point Segment Descriptor, (11) End Point Segment Descriptor, and (19) 

Functional Class are present and accounted for at 100% in the current data system. Once Surface Type data from local agencies is incorporated, as described above, unpaved roads will be identified in the inventory system.

An official representative with authority to manage all MIRE FDE requirements has not yet been determined, however INDOT has created a Data Governance Committee that will establish the necessary data management lines of 

authority.
2022 Indiana Highway Safety Improvement Program

Page 72 of 73

Optional Attachments

Program Structure:

TrafficSafety_SpecialRulesforHSIPEligibility_2013[1].pdf

Project Implementation:

Updated Question 29 template - For 2022 HSIP Report.xlsm

Safety Performance:

Evaluation:

FINAL Question 46 template.xlsm

Compliance Assessment:
2022 Indiana Highway Safety Improvement Program

Page 73 of 73

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.