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VERMONT 

2022 ANNUAL REPORT 

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

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

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

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

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

website (https://highways.dot.gov/safety/hsip/reporting) as required by law (23 U.S.C. 148(h)(3)(A)). 
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Table of Contents

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

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

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

Introduction ........................................................................................................................................... 5

Program Structure ................................................................................................................................. 5

Program Administration ..................................................................................................................... 5

Program Methodology ....................................................................................................................... 8

Project Implementation .......................................................................................................................18

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

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

Safety Performance ............................................................................................................................24

General Highway Safety Trends ......................................................................................................24

Safety Performance Targets ............................................................................................................30

Applicability of Special Rules...........................................................................................................33

Evaluation ...........................................................................................................................................35

Program Effectiveness ....................................................................................................................35

Effectiveness of Groupings or Similar Types of Improvements .......................................................36

Project Effectiveness .......................................................................................................................39

Compliance Assessment.....................................................................................................................42

Optional Attachments ..........................................................................................................................46

Glossary ..............................................................................................................................................47
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Disclaimer

Protection of Data from Discovery Admission into Evidence 

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

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

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

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

schedules, lists, or other data.”

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

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

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

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

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

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

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

schedules, lists, or data.”
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Executive Summary

During the state fiscal year (July 1, 2021 to June 30, 2022), VTrans worked on the development of 13 projects 

and on the construction of 14 projects to remediate hot spot and corridor locations. 

For the state fiscal year, the total amount of funding that was obligated during the reporting period was $ 

15,606,834. Of this amount, $ 11,854,244 was obligated from HSIP Section 148 and $ 3,752,590, was 

obligated from Section 164.

During the reporting period, VTrans was required to comply with the provisions set forth in 23 U.S.C. 148(i) and 

submitted an HSIP Implementation Plan for FFY22 for not meeting or making significant progress toward 

FHWA Safety Performance Measures for calendar year 2019 and has also been working on an HSIP 

Implementation Plan for FFY23 (due to not meeting the Safety Performance Measures for 2020).

Although there has been an increase in the numbers of fatal crashes in 2020 and 2021, over the years and 

looking at a longer period, the HSIP and other related safety efforts have been efficient at reducing the number 

of major crashes (fatal and suspected serious injury crashes) on Vermont roads. 

One of the principal measures of success that illustrates this is the reduction in the five-year average of major 

crashes from the 2008-2012 baseline period for the 2017-2021 Strategic Highway Safety Plan (the plan in 

place during the reporting period). This five-year average is now down to 272.6 major crashes for the 2017-

2021 period from 375.6 major crashes for the 2008-2012 period.

The five-year averages of the number of fatalities and serious injuries went down as well when compared to 

the Strategic Highway Safety Plan baseline period. For the same periods, the five-year average of the number 

of fatalities went from 70.0 fatalities to 59.8 while the five-year average of the number of suspected serious 

injuries went from 384.8 to 212.0 serious injuries. 

During the reporting period, VTrans has continued to work with a consultant to review its HSIP structure and 

processes, including the development of a new manual for HSIP process. While a few changes have been 

made during this reporting period, it is expected that the bulk of the changes will be implemented beginning 

during the next reporting period. A noteworthy change for this reporting period is HSIP funding allocations 

driven by crash data on type, place, and frequency of crashes. 

VTrans also worked with partners in the development of a new Strategic Highway Safety Plan. The plan covers 

the period 2022 to 2026 and the next update will be due in five years, by July 1, 2027.
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Introduction

The Highway Safety Improvement Program (HSIP) is a core Federal-aid program with the purpose of achieving 

a significant reduction in fatalities and serious injuries on all public roads. As per 23 U.S.C. 148(h) and 23 CFR 

924.15, States are required to report annually on the progress being made to advance HSIP implementation 

and evaluation efforts. The format of this report is consistent with the HSIP Reporting Guidance dated 

December 29, 2016 and consists of five sections: program structure, progress in implementing highway safety 

improvement projects, progress in achieving safety outcomes and performance targets, effectiveness of the 

improvements and compliance assessment. 

Program Structure

Program Administration 

Describe the general structure of the HSIP in the State. 

The overall program structure is centralized. 

HSIP staff review high crash locations on the federal aid network and identify potential projects. Solutions are 

proposed to mitigate crash patterns and crash types. Crash modification factors and benefits-to-costs ratios 

(B/C ratio) are used to determine the best solutions. A project must have a B/C ratio of greater than 1 to be 

further considered. 

A group of senior management review the recommendations for further advancement of the projects to scoping 

or design. 

Major HSIP projects are designed by consultants or Agency staff following the normal project development 

process. 

Small projects such as signage, markings, beacons and brush cutting are implemented via work orders done 

by the Agency or may be incorporated into existing projects where practical to do. 

Systemic projects to address horizontal curve safety are being implemented. 

Statewide projects related to signs and markings are contracted out yearly. 

The Agency incorporates the SafetyEdge and centerline rumble stripes on all paving projects according to 

Agency guidelines. 

Selected projects are evaluated using simple before and after crash data for a period of three-years before and 

three years after construction. 

VTrans is currently reviewing its HSIP based on best practices from other states and modifications to the 

overall structure will be made during the next reporting period. 

Where is HSIP staff located within the State DOT? 

 Operations
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HSIP staff is located within the Operations and Safety Bureau and is part of the Traffic Operations and Mobility 

team. 

High Crash Locations, which are currently used as a basis for the identification of HSIP sites, are generated by 

staff located within the Data Unit of the Operations and Safety Bureau.

The programming of HSIP projects is performed by staff located within the Asset Management Bureau. 

How are HSIP funds allocated in a State? 

• Other-Central Office via High Crash Location Reviews 

The above allocation method reflects current practice in Vermont. However, VTrans is currently reviewing its 

HSIP based on best practices from other states and modifications to the overall structure will be made during 

the next reporting period. One anticipated change is a grant application process for municipalities to apply for 

funding for local safety projects. 

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

Local roads that are part of the Federal Aid System are currently addressed the same way as statemaintained roads, using the approved HSIP ranking methodology for the identification of locations with 

potential safety problems. The local roads that rank within the subset of top locations are reviewed through an 

engineering study. Low-cost remedial actions are implemented via a statewide project, while high-cost 

solutions are implemented by VTrans through the regular design process. 

VTrans has been operating a Systemic Local Road Safety Program (SLRS) to enhance highway safety on 

local roads by implementing signage, beacon and marking improvements. The SLRS program addresses rural 

and or urban roads that are locally maintained by a municipality and focuses on risk factors rather than 

primarily on crash history to identify sites for improvements. The current focus has been on horizontal curves. 

Upon the request of a municipality and review of the site conditions and issues for suitability, VTrans will 

perform a safety review of any local road to assist the municipality with local safety concerns. A 

multidisciplinary team is put together, a site visit is performed and a report outlying suggestions is provided to 

the municipality. The municipality is responsible for implementing the suggestions at its discretions. 

Changes to how Vermont addresses local roads will be implemented during the next reporting period as 

VTrans is currently considering various options based on its review of best practices from other states. 

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

Bureaus, Divisions) are involved with HSIP planning. 

• Design 

• Districts/Regions 

• Governors Highway Safety Office 

• Local Aid Programs Office/Division 

• Maintenance 

• Operations 

• Planning 

• Traffic Engineering/Safety 
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• Other-Programming 

In Vermont, the Governor’s Highway Safety Office is called the State Highway Safety Office and is part of 

VTrans. 

Describe coordination with internal partners. 

Depending on the characteristics of the site to be reviewed, Design, Operations and Maintenance staff as well 

as the State Highway Safety Office Enforcement Liaison are asked to take part to the visit of the site and to 

formulate some recommendations. Key individuals are contacted several weeks in advance, usually by email, 

by the lead investigator. For each site, along with a request to attend an on-site meeting, the lead investigator 

also sends relevant background information such as crash information and a general description of the 

problem. 

Once countermeasures are identified through the general HSIP planning process, major design projects are 

discussed by a committee of senior management. The projects that are selected by the committee are then 

programmed by the Asset Management Bureau. 

Pavement markings and sign projects are designed by VTrans Traffic Design Section or their consultants. The 

coordination of projects with other units happens during the review of the projects. 

Identify which external partners are involved with HSIP planning.

• Law Enforcement Agency 

• Local Government Agency 

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

Describe coordination with external partners. 

As with internal partners, external partners are involved during the conduct of road safety audits and safety 

reviews. They are asked to take part to the visits of the sites and to formulate some recommendations. Key 

individuals are contacted several weeks in advance, usually by email, by the lead investigator. For each site, 

along with a request to attend an on-site meeting, the lead investigator also sends relevant background 

information such as crash information and a general description of the problem. 

Describe HSIP program administration practices that have changed since the last 

reporting period.

During the reporting period, VTrans has been working with a consultant to update the SHSP and to perform an 

evaluation of the HSIP. While there have been some changes made in current practices during this reporting 

period, it is anticipated that the majority of the new practices being considered will be implemented during the 

next reporting period. A noteworthy change for this reporting period is HSIP funding allocations driven by crash 

data on type, place, and frequency of crashes. 

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

elaborate. 

There has been a continued challenge in the deployment of HSIP countermeasure projects identified through 

the HSIP planning process in that they follow the same design process as every other road and bridge projects 

and are subject to resource constraints, as they are not inherently prioritized above other projects. While it is to 
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be understood that the complexity of a project can affect the length of time it takes to complete the project, the 

current practice naturally leads to long implementation periods in some cases. 

HSIP funds are used to implement projects that come out directly from the HSIP planning process performed 

by the Operations and Safety Bureau. However, HSIP funds are also used by other business units at VTrans 

such as Traffic Design, Roadway Design and Municipal Assistance, to design and construct other safety 

projects in accordance with strategies of the Strategic Highway Safety Plan. 

The Asset Management & Programming Bureau at VTrans is responsible for programming projects and 

therefore the Operations and Safety Bureau is not directly responsible for programming safety projects. This 

process is part of the review currently underway. 

The delivery of low-cost projects on local roads, such as the installation of signs, markings and beacons (via 

HRRR or SLRS programs) has been an issue. While, since 2012, VTrans has been developing and contracting 

regional projects to implement these low-cost solutions on town and city owned roads (thus making sure that 

federal procurement procedures are followed), the time lag between the road reviews and the installation of the 

low-cost improvements has been lengthy (two to five years). 

During this reporting period, VTrans has been working with a consultant to review its HSIP and assessed best 

practices to remediate the issues mentioned above. It is expected that new processes will be put in place 

during the next reporting period that will address some of the above challenges. 

Program Methodology 

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

implementation and evaluation processes? 

Yes 

Vermont has a 2016 HSIP manual and other related documents that describe the current HSIP planning, 

implementation and evaluation processes. 

A new HSIP Manual, that will reflect the new programmatic changes that VTrans has identified to improve the 

HSIP, is currently being developed. This new HSIP Manual will be available during the first part of the next 

reporting period and will replace the 2016 HSIP Manual and related documents. 

Select the programs that are administered under the HSIP.

• Horizontal Curve 

• HRRR

• Local Safety 

• Low-Cost Spot Improvements 

• Sign Replacement And Improvement 

• Other-Major Project Spot Improvements 

The HRRR program refers to the applicability of the High Risk Rural Roads Special Rule under 23 USC 

148(g)(1) and is in effect only if Vermont triggers the Special Rule. 

The Local Safety program refers to the general reviews of rural local roads and the construction of low-cost 

measures. 
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The Horizontal Curves program refers to the systemic review of curves on local rural roads. 

Low-Cost Spot Improvements and Major Project Spot Improvements refer to countermeasures implemented at 

high crash locations. 

Program: Horizontal Curve

Date of Program Methodology:7/24/2019

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Horizontal curvature

• Functional classification

• Other-Surface Type

What project identification methodology was used for this program? 

• Other-Systemic Approach

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• Other-In partnership with volunteer towns

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

Available funding:100

Total Relative Weight:100
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Program: HRRR

Date of Program Methodology:2/19/2016

What is the justification for this program? 

• Other-Bipartisan Infrastructure Law Special HRRR Rule

What is the funding approach for this program? 

Other-Funding set-aside only if special rules apply

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-Fatal and all injury 

crashes • Functional classification

What project identification methodology was used for this program? 

• Crash frequency

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• Other-statewide project for low cost improvements

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

Available funding:100

Total Relative Weight:100

The HRRR program refers to the applicability of the High Risk Rural Roads Special Rule under 23 USC 

148(g)(1) and is in effect only if Vermont triggers the Special Rule. 
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Program: Local Safety

Date of Program Methodology:2/19/2016

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Volume • Horizontal curvature

• Functional classification

What project identification methodology was used for this program? 

• Crash frequency

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• Other-Other-In partnership with volunteer towns

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

Available funding:100

Total Relative Weight:100

Program: Low-Cost Spot Improvements

Date of Program Methodology:10/3/2016

What is the justification for this program? 
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• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Lane miles • Functional classification

What project identification methodology was used for this program? 

• Crash rate

• Equivalent property damage only (EPDO Crash frequency)

• 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?

• Other-Other-Operation & Safety Bureau Staff based on recommendations from Road Safety 

Audit Team

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

Available funding:100

Total Relative Weight:100

Program: Sign Replacement And Improvement

Date of Program Methodology:2/9/2015

What is the justification for this program? 

• Addresses SHSP priority or emphasis area
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What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-Sign replacement needs

What project identification methodology was used for this program? 

• Other-Average Sign Age

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?

• Other-Programed by Asset Management & Performance Bureau

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

Available funding:100

Total Relative Weight:100

Program: Other-Major Project Spot Improvements

Date of Program Methodology:2/19/2016

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 
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• All crashes • Traffic

• Lane miles • Functional classification

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Equivalent property damage only (EPDO Crash frequency)

• 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?

• selection committee

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

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

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

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

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

Rank of Priority Consideration

Available funding:1

Incremental B/C:2

What percentage of HSIP funds address systemic improvements? 

 8.33

 HSIP funds are used to address which of the following systemic 

improvements? 

• Horizontal curve signs 

• Traffic Control Device Rehabilitation 

The percentage above represents the percentage of HSIP funds that was obligated during state fiscal year 

2022 (7/1/21 to 6/30/22) that addresses systemic improvements 

VTrans implements the systemic approach for signage on high-risk horizontal curves on town-maintained 

roads (This was previously referred to as the Horizontal Curve Program). A project for the installations of signs 

was under development during the reporting period. 
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Other improvements are implemented by policy or systematically and currently not using HSIP funds: 

The safety edge and rumble strips are installed on all paving projects as per policy. 

Shoulder widening is also considered on paving projects based on physical and cost constraints. 

VTrans has sign projects and pavement marking projects that are constructed yearly using HSIP funds but 

systematically, on a statewide basis (and not based on the systemic approach). 

What process is used to identify potential countermeasures? 

• Crash data analysis 

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

• Engineering Study 

• Road Safety Assessment 

• Stakeholder input 

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes 

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

The HSIP considers other ITS technologies. For example, when VTrans constructs a new traffic signal with 

HSIP funds, the signal is connected to a central management system and VTrans has the ability to monitor the 

signal performance using ATSPM's (Automated Traffic Signal Performance Measures) and taking corrective 

actions. ATSPM help with having traffic signals operating correctly and having signal-controlled intersections 

being safer for all road users. 

Regarding Connected Vehicle Technology, VTrans did install 16 intersections with V2I roadside units which 

broadcast Signal Phasing and Timing, SPaT messages to vehicles capable of receiving them. Ten 

intersections were completed in 2020 and six in 2021. 

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

Yes 

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

VTrans has been using the overall safety management process discussed in Part B of the HSM to conduct the 

HSIP. 

VTrans has been using the critical rate method to screen the roadway network when identifying high crash 

locations. 

VTrans has been using the methodology shown in Appendix 4a to updates its crash cost estimates. 

VTrans has been using crash modification factors for estimating the crash reduction benefits when calculating 

benefits/costs ratios (B/C ratio) for evaluating alternatives. 

VTrans occasionally uses the predictive equations presented in Part C of the HSM when conducting site 

impacts analyses. 
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A research project to calibrate the predictive equations for two-lane rural roads found in Chapter 10 of the HSM 

was completed in September 2019 by the UVM Transportation Center.

VTrans will be exploring ways, in the next reporting period, to incorporate the Intersection Control Evaluation 

process within its programs, with the aim of better quantifying safety performance through an increased usage 

of the HSM predictive methods. 

VTrans hired a consultant during the reporting period to recommend a process and tools for incorporating 

Safety Performance Functions and the utilization of the Empirical Bayes (EB) method into the safety 

management process. A committee was formed and has reviewed a number of safety management software. 

The selection of a tool is expected to take place during the first part of the next reporting period. The time of 

implementation will depend on IT and funding requirements. 

Describe program methodology practices that have changed since the last reporting 

period.

Program methodology practices used to implement the HSIP since the last reporting period have slightly 

changed for this reporting period. 

This change is in the way that Vermont will be allocating HSIP funds in the future, based on crash priorities 

(critical emphasis areas, urban vs rural, state vs local). 

This approach has been implemented in a limited way during the reporting period as Vermont prepared HSIP 

Implementation Plans for FFY22 and for FFY23 since Vermont did not meet or make significant progress 

towards meeting its annual safety performance targets for the end of calendar years 2019 and 2020.

The planning approaches for allocating funds based on crash priorities is one of the improvements that VTrans 

will carry in future implementations of the HSIP.

Program methodology practices are expected to change more significantly in the next reporting period as 

VTrans will be implementing a new HSIP manual based of best practices from various states. 

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

elaborate.

VTrans currently performs network screening and generates high crash locations using the critical rate method. 

Our in-house algorithm is rigid and does not allow for specifying crash types or manner of crashes. As a result, 

our HSIP network screening is based on all crashes and cannot single out fatal and serious injury crashes or 

certain manner of collision, like single vehicle crashes.

Another ongoing challenge with our current spot improvement methodology is that it tends to identify rural, lowvolume locations with very few crashes or urban locations with a large number of crashes at high traffic 

intersections. This results in the identification of sites that do not necessarily have the potential for their safety 

performance to be improved as they either do not display crash patterns in the case of sites with a low number 

of crashes or conditions are such that even if a crash pattern is observed, there are limitations in what 

additional improvements could be implemented.

VTrans has been working for several years towards resolving these issues by exploring how to use Safety 

Performance Functions and the Empirical Bayes (EB) method within the HSIP process to better identify hot 

spot locations. To this end, VTrans completed, in September 2019, the collection of MIRE data for all 
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intersections on the Federal Aid System to further support the development of more advanced network 

screening methodologies. VTrans currently has an ongoing parallel project with the regional planning 

commissions for the collection of the FDE’s at intersections on local roads with a two-to-five-year completion 

horizon. VTrans had been working at implementing AASHTOWare’s SafetyAnalyst with the AASHTOWare 

consultant in creating a SafetyAnalyst data set when this effort came to a halt once it was learned that 

SafetyAnalyst would be sunset by 2022. During this reporting period, VTrans identified the requirements that a 

new safety management tool should have from several stakeholders and evaluated a number of suitable tools 

based on features and capabilities. A new safety management tool will be selected during the first part of the 

next reporting period for future implementation. 

Another concern about our HSIP ranking methodology for spot improvements continues to be that it only 

addresses roads or intersections that are federal aid system roads or intersections and does not include all 

local roads for which mile points had not been available in the past. 

VTrans has plans for remediating this and to expend network screening to all public roads. One improvement 

is to incorporate an ESRI location tool within the crash collection system. This will allow law enforcement to 

select a location on a map and by doing so, the mile point for the location will be entered directly in the crash 

collection system. This update will be, at first, only be for federal aid roads, with additional work required to 

carry it forward to local roads. 

For past crashes on local roads not on the federal aid system, VTrans is looking into taking the crash locations 

and analyzing their XY locations against the ARNOLD data and providing the route code and mile post for 

each crash through a series of geo-processes using Python scripting.

Given that Vermont is a rural state with crashes that tend to be dispersed for specific crash types such as lane 

departure crashes and certain intersection crashes, high risk sites for these crash types are not captured by 

the usual hot spot network screening as they are not clustered. This has been recognized more significantly by 

the consultant that has been helping VTrans review its HSIP process during this reporting period. There is now 

a greater willingness to supplement the traditional networking tools with systemic analyses and to allocate 

more funding to systemic projects. A project to expend on systemic lane departure analyses to prioritize 

strategies and locations for reducing roadway departure crashes is currently underway and results are 

expected midway through the next reporting period. 
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Project Implementation

Funds Programmed

Reporting period for HSIP funding.

State 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) $11,854,244 $11,854,244 100%

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)

$3,752,590 $3,752,590 100%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $0 $0 0%

Totals $15,606,834 $15,606,834 100%

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

safety projects?

6%

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

6%

Note that the above percentages only reflect projects that are uniquely owned by one entity, i.e., all the sites 

are owned by VTrans or all the sites are owned by municipalities. The above percentages do not include the 

projects that have some locations that are state owned and some other locations that are municipality owned. 

There were four such projects. These represent 11% of all HSIP funds and only a small proportion would be 

non-state owned.

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

3%

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

3%
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Funds were programed and obligated for non-infrastructure projects including the development of the SHSP, 

the development of a new HSIP Manual, maintenance and improvements to the Crash Reporting System and 

data collection, data analysis and program development.

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

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

0%

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

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

0%

No funds were transferred into or out of the HSIP apportionments.

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

the future.

VTrans has been working with a consultant to review its HSIP during this reporting period. A finding was that 

Vermont’s crash history (in terms of SHSP emphasis area, area type, functional class, and roadway 

ownership) and HSIP funding decisions had not been in alignment. 

VTrans and its consultant have been identifying ways, during this reporting period, to better apportion HSIP 

funds to target fatal and serious injury crashes and locations where high risks are present. VTrans began 

implementing a new funding allocation approach while developing the FFY23 HSIP implementation plan. 

VTrans has also started to allocate spending on HSIP planning initiatives, such as maintaining and improving 

crash data, data analysis and providing HSIP staff support.

VTrans is also planning to introduce, during the next reporting period, a grant application process to allow local 

municipalities to obtain funding for local safety projects that support HSIP goals. 

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

which the State would like to elaborate. 

The consulting firm that has been working with VTrans to review its HSIP during this reporting period 

recognized that HSIP funds had been used by other VTrans business units (other than by section responsible 

for the HSIP) to develop and implement safety projects and that the tracking of projects that uses HSIP funds 

had been difficult.

VTrans and its consultant are currently developing a process to better select and track projects.
2022 Vermont Highway Safety Improvement Program

Page 20 of 47

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

MILTON STP 

5800(3) -

Development

Intersection 

geometry

Intersection geometry -

other

1 Locations $125000 $6976355 HSIP (23 

U.S.C. 148)

Urban Minor Collector 10,520 35 State 

Highway 

Agency

Spot Intersections Improve 

Geometry

COLCHESTER 

HES NH 

5600(14) C/1 -

Development

Interchange 

design

Interchange design - other 1.025 Miles $75000 $9699223 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther19,400 30 State 

Highway 

Agency

Spot Intersections Improve 

Infrastructues 

for all Users

CLARENDONRUTLAND 

TOWN NHG 

SGNL(56) -

Construction

Intersection 

traffic control

Modify traffic signal –

modernization/replacement

4 Locations $140000 $2803114 Penalty 

Funds (23 

U.S.C. 164)

Urban Principal ArterialOther19,551 State 

Highway 

Agency

Spot Intersections Improve 

Operations

ST. GEORGE 

STP 021-1(36) -

Development

Intersection 

traffic control

Modify control – Modern 

Roundabout

1 Locations $70000 $85000 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 10,671 40 State 

Highway 

Agency

Spot Intersections Improve 

Operations

ARLINGTON 

STP 319-1(29) -

Development

Intersection 

traffic control

Modify control – Modern 

Roundabout

1 Locations $40000 $129909 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 2,900 50 State 

Highway 

Agency

Spot Intersections Improve 

Geometry

WEST 

RUTLAND 

STPG SGNL(50) 

- Construction

Intersection 

traffic control

Modify traffic signal –

modernization/replacement

1 Locations $66201 $452640 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther11,100 40 State 

Highway 

Agency

Spot Intersections Improve 

Operations

ROCKINGHAMHARTFORD 

IMG SIGN(54) -

Complete

Roadway signs 

and traffic 

control

Roadway signs (including 

post) - new or updated

34 Miles $-45944 $2613337 HSIP (23 

U.S.C. 148)

Rural Principal ArterialInterstate19,200 State 

Highway 

Agency

Age of Signs Older

Drivers

Improve 

Signs and 

Markings

WILLISTON 

STP HES 

5500(12) -

Construction

Intersection 

traffic control

Modify traffic signal –other 0.47 Miles $253158 $3905925 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 18,900 40 State 

Highway 

Agency

Spot Intersections Improve 

Operations

SOUTH HERO 

STP HES 028-

1(22) -

Construction

Intersection 

geometry

Add/modify auxiliary lanes 0.265 Miles $1157739 $2589233 HSIP (23 

U.S.C. 148)

Rural Major Collector 7,922 35 State 

Highway 

Agency

Spot Intersections Improve 

Geometry

JERICHO STP 

HES 030-1(21) -

Complete

Intersection 

traffic control

Modify control – new traffic 

signal

1 Locations $-26339 $2575442 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 11,800 50 State 

Highway 

Agency

Spot Intersections Improve 

Operations

BURLINGTON 

HES 5000(18) -

Construction

Intersection 

traffic control

Intersection traffic control -

other

0.317 Miles $7180016 $12028946 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther6,300 25 City or 

Municipal 

Highway 

Agency

Spot Intersections Improve 

Operations
2022 Vermont Highway Safety Improvement Program

Page 21 of 47

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

FAIR HAVENRUTLAND 

TOWN NHG 

SIGN(70) - 

Construction

Roadway signs 

and traffic 

control

Roadway signs (including 

post) - new or updated

37.658 Miles $383856 $2480548 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther0 State 

Highway 

Agency

Age of Signs Older 

Drivers

Improve 

Signs and 

Markings

STATEWIDE 

STP HRRR(24) - 

Development

Roadway signs 

and traffic 

control

Roadway signs (including 

post) - new or updated

1 Locations $40000 $1092524 HSIP (23 

U.S.C. 148)

Rural Local Road or 

Street

0 State 

Highway 

Agency

Systemic Roadway 

Departure

Improve 

Signs and 

Markings

STOWE STPG 

SGNL(52) - 

Construction

Intersection 

geometry

Add/modify auxiliary lanes 0.13 Miles $450000 $1373280 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 0 30 State 

Highway 

Agency

Spot Intersections Improve 

Geometry

STATEWIDE 

HWCR(330) - 

Complete

Miscellaneous Data analysis 1 Miscellaneous 

Tasks

$18242 $525000 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Planning 

Task

Data Improve Data 

Quality

STATEWIDE - 

NORTHEAST 

REGION STPG 

MARK(314) - 

Closing

Roadway 

delineation

Longitudinal pavement 

markings - remarking

1630.722 Miles $1100000 $3111705 Penalty 

Funds (23 

U.S.C. 164)

Rural Major Collector 0 State or 

Municipal 

Highway

Systematic Lane 

Departure

Improve 

Signs and 

Markings

SHELBURNESOUTH 

BURLINGTON 

NHG 

SGNL(51)C/2 - 

Construction

Intersection 

traffic control

Modify traffic signal –

modernization/replacement

1.212 Miles $676872 $3491195 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 State 

Highway 

Agency

Spot Intersections Improve 

Infrastructues 

for all Users

CRASH 

REPORTING 

HWCR(331) - 

Planned

Miscellaneous Data collection 1 System 

Improvements

$247500 $550000 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Planning 

Task

Data Improve Data 

Quality

STATEWIDE - 

NORTHWEST 

REGION STPG 

MARK(315) - 

Construction

Roadway 

delineation

Longitudinal pavement 

markings - remarking

1581.322 Miles $1300000 $2707715 Penalty 

Funds (23 

U.S.C. 164)

Urban Minor Arterial 0 State or 

Municipal 

Highway

Systematic Lane 

Departure

Improve 

Signs and 

Markings

STATEWIDE 

HSIP(11) - 

Planned

Miscellaneous Data analysis 1 Miscellaneous 

Tasks

$100000 $400000 Penalty 

Funds (23 

U.S.C. 164)

0 State 

Highway 

Agency

Planning 

Task

Data Improve Data 

Quality

SHELBURNESOUTH 

BURLINGTON 

NHG 

SGNL(51)C/1 - 

Construction

Intersection 

traffic control

Systemic improvements –

signal-controlled

2.962 Miles $806605 $2773336 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 40 State 

Highway 

Agency

Systemic Intersections Improve 

Operations
2022 Vermont Highway Safety Improvement Program

Page 22 of 47

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

STATEWIDE 

HES SHSP(18) - 

Planned

Miscellaneous SHSP Development 1 Udated Plan $108000 $120000 HSIP (23 

U.S.C. 148)

0 State 

Highway 

Agency

Planning 

Task

Data Plan Update

NORWICH 

STPG SGNL(57) 

- Construction

Intersection 

traffic control

Modify traffic signal –

modernization/replacement

0.494 Miles $50000 $1679054 Penalty 

Funds (23 

U.S.C. 164)

Urban Major Collector 0 State 

Highway 

Agency

Spot Intersections Improve 

Operations

STATEWIDE 

IMG SIGN(69) - 

Complete

Roadway signs 

and traffic 

control

Roadway signs (including 

post) - new or updated

1 Locations $-10744 $123325 HSIP (23 

U.S.C. 148)

Multiple/Varies Principal ArterialInterstate0 State 

Highway 

Agency

Age of Signs Older 

Drivers

Older Driver 

Improvement

STATEWIDE 

HES HSIP(9) - 

Closing

Roadway signs 

and traffic 

control

Roadway signs and traffic 

control - other

0.999 Miles $15100 $75482 Penalty 

Funds (23 

U.S.C. 164)

Rural Principal ArterialOther0 50 State 

Highway 

Agency

Spot Roadway 

Departure

Improve 

Signs and 

Markings

STATEWIDE 

IMG MARK(118) 

- Construction

Roadway 

delineation

Longitudinal pavement 

markings - remarking

676.774 Miles $6410 $2787816 HSIP (23 

U.S.C. 148)

Rural Principal ArterialInterstate0 State 

Highway 

Agency

Systematic Lane 

Departure

Improve 

Signs and 

Markings

HARTFORD NH 

020-2(44) - 

Development

Intersection 

traffic control

Intersection traffic control - 

other

1 Locations $25000 $4925000 HSIP (23 

U.S.C. 148)

Urban Major Collector 0 State 

Highway 

Agency

Spot Intersections Improve 

Operations

STATEWIDE - 

SOUTHEAST 

REGION STPG 

SIGN(67) - 

Complete

Roadway signs 

and traffic 

control

Roadway signs (including 

post) - new or updated

40.155 Miles $612 $662981 HSIP (23 

U.S.C. 148)

Rural Major Collector 0 State 

Highway 

Agency

Age of Signs Older 

Drivers

Improve 

Signs and 

Markings

STATEWIDE 

IMG SIGN(61) - 

Complete

Roadway signs 

and traffic 

control

Roadway signs and traffic 

control - other

364.37 Miles $-64747 $408603 HSIP (23 

U.S.C. 148)

Rural Principal ArterialInterstate0 State 

Highway 

Agency

Age of Signs Older 

Drivers

Improve 

Signs and 

Markings

STATEWIDE 

STP 2030(13) - 

Complete

Roadway signs 

and traffic 

control

Roadway signs (including 

post) - new or updated

1 Locations $-4323 $177781 Penalty 

Funds (23 

U.S.C. 164)

Multiple/Varies Multiple/Varies 0 State or 

Municipal 

Highway

Age of Signs Older 

Drivers

Improve 

Signs and 

Markings

BRATTLEBORO 

STP 2000(29) - 

Development

Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

1.25 Miles $10000 $660661 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther0 40 State 

Highway 

Agency

Spot Pedestrians Bicycle or 

Pedestrian 

Improvement

STATEWIDE 

HES HRRR(25) 

- Development

Roadway signs 

and traffic 

control

Curve-related warning 

signs and flashers

95 Miles $27500 $682043 Penalty 

Funds (23 

U.S.C. 164)

Multiple/Varies Multiple/Varies 0 45 Town or 

Township 

Highway 

Agency

Systemic Roadway 

Departure

Improve 

Signs and 

Markings

STATEWIDE - 

SOUTH 

REGION STPG 

MARK(316) - 

Construction

Roadway 

delineation

Longitudinal pavement 

markings - remarking

1447.313 Miles $1000000 $2492618 Penalty 

Funds (23 

U.S.C. 164)

Multiple/Varies Principal ArterialOther0 State or 

Municipal 

Highway

Systematic Lane 

Departure

Improve 

Signs and 

Markings
2022 Vermont Highway Safety Improvement Program

Page 23 of 47

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

STATEWIDE 

IMG MARK(117) 

- Complete

Roadway 

delineation

Longitudinal pavement 

markings - remarking

339.098 Miles $-359543 $2998809 Penalty 

Funds (23 

U.S.C. 164)

Multiple/Varies Principal ArterialInterstate0 State 

Highway 

Agency

Systematic Lane 

Departure

Improve 

Signs and 

Markings

FERRISBURGH 

NH 019-4(32) - 

Construction

Intersection 

traffic control

Intersection traffic control - 

other

0.001 Miles $710139 $952006 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther0 40 State 

Highway 

Agency

Spot Intersections Improve 

Infrastructues 

for all Users

STOWE HES 

0235(22) - 

Development

Intersection 

geometry

Intersection geometry - 

other

1 Locations $-64478 $48114 HSIP (23 

U.S.C. 148)

Rural Major Collector 0 State 

Highway 

Agency

Spot Intersections Improve 

Geometry

All of the projects listed were obligated between 7/1/21 and 6/30/22. The list does not include projects that were obligated prior to that period.
2022 Vermont Highway Safety Improvement Program

Page 24 of 47

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 69 44 57 62 69 68 47 61 74

Serious Injuries 312 288 297 320 255 257 260 236 281

Fatality rate (per 

HMVMT)

0.970 0.623 0.780 0.842 0.929 0.926 0.640 1.035 1.112

Serious injury rate (per 

HMVMT)

4.384 4.080 4.062 4.345 3.435 3.499 3.540 3.940 4.206

Number non-motorized 

fatalities

5 5 9 6 8 6 3 8 8

Number of nonmotorized serious 

injuries

38 25 36 37 29 31 33 21 32
2022 Vermont Highway Safety Improvement Program

Page 25 of 47

Annual Fatalities

 

Annual Serious Injuries

 
2022 Vermont Highway Safety Improvement Program

Page 26 of 47

Fatality rate (per HMVMT)

 

Serious injury rate (per HMVMT)

 
2022 Vermont Highway Safety Improvement Program

Page 27 of 47

Describe fatality data source. 

FARS

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

7 16.6

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

6.6 26.4

Rural Minor Arterial 17.2 53

Rural Minor Collector 1 7.4

Rural Major Collector 12.6 43.2

Non Motorized Fatalities and Serious Injuries

 
2022 Vermont Highway Safety Improvement Program

Page 28 of 47

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

Rural Local Road or 

Street

10.4 37

Urban Principal 

Arterial (UPA) - 

Interstate

1 5.6

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

Urban Principal 

Arterial (UPA) - Other

4 28

Urban Minor Arterial 1.6 13.6

Urban Minor Collector

Urban Major Collector 1.2 16.4

Urban Local Road or 

Street

0.6 4.8
2022 Vermont Highway Safety Improvement Program

Page 29 of 47

Year 2021

Roadways Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

(per HMVMT)

(5-yr avg)

State Highway 

Agency

44.6 159

County Highway 

Agency

Town or Township 

Highway Agency

11.4 45.2

City or Municipal 

Highway Agency

7.6 43

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

Provide additional discussion related to general highway safety trends.

A group public and private entities under the organization of the Vermont Highway Safety Alliance (VHSA) 

continues to collaborate towards safety efforts in Vermont.

Another uncommon aspect of safety implementation in Vermont is that VTrans not only manages the Highway 

Safety Improvement Program but it also operates the State Highway Safety Office. This has facilitated the 

coordination and implementation of behavioral countermeasures targeted at the Critical Emphasis Areas listed 

in the SHSP.

Over the years, leaving the road is the principal crash type that has accounted for a large proportion of major 

crashes (fatal plus serious injury crashes). The 2022-2026 SHSP reports this percentage to be over 70%. 
2022 Vermont Highway Safety Improvement Program

Page 30 of 47

Roadway departure crashes and crashes taking place at intersections are the crash types that are more readily 

addressed by the HSIP or other systematic efforts. 

For several years, VTrans has been implementing statewide policies related to the inclusion of centerline 

rumble stripes and the SafetyEdge on all paving projects. As VTrans is revamping its HSIP Manual and 

processes, more emphasis on harmonization with planned projects will be sought in the future. 

The most recent Highway Safety Plan prepared by the State Highway Safety Office includes projects that are 

targeted at driver behaviors that lead to the occurrence of leaving the roadway including reducing impaired 

driving, reducing speeding and reducing distracted driving.

Nonetheless, like in many parts of the country, fatalities have been occurring at a higher rate than usual over 

the last couple of years in Vermont. The Vermont State Police has reported an uptick in speeding and 

aggressive driving, distracted driving, lack of seat belt use and impairment by alcohol or other drugs as a 

possible factor. 

Safety Performance Targets

Safety Performance Targets

Calendar Year 2023 Targets *

Number of Fatalities:65.0

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

The 2022-2026 SHSP calls for a 10% reduction in the 5-year average of the number of fatalities. Annually, this 

represents a 2% reduction per year. The baseline for this SHSP goal is the 2021 fatalities 5-year average 

which was 64. Based on this, to support the SHSP goal, this means that the 2023 target should be 61.4.

However, evidence from national reviews suggests that the pandemic created conditions that have resulted in 

higher level of fatalities in most states, including in Vermont. This trend appears to be being continued into the 

second quarter of 2022. With the current 2022 pace, fatalities in Vermont, in 2022, could reach again near 70 

and if this is the case, to achieve a target that supports the SHSP goal means that a significant (and 

unrealistic) reduction in the number of fatalities in 2023 will be needed.

Vermont is changing the ways that it is using HSIP funding and has started to allocate funding where the data 

indicate the problems are, by focusing more on rural roadways and systemic projects. The results of these 

changes will, however, not be seen in the immediate future. 

A regression trend line indicates a 5-year average value for 2023 of 64.96, and this formed the basis for setting 

this target. 

Number of Serious Injuries:258.0

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

The 2022-2026 SHSP calls for a 10% reduction in the 5-year average of the number of suspected serious 

injuries. The baseline 5-year average for the SHSP is 258.
2022 Vermont Highway Safety Improvement Program

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The 5-year average has been trending down since 2017. However, the actual number of suspected injuries in 

2021 was seven percent higher than in 2019 (at 280) following a low year of 236 suspected serious injuries in 

2020.

A regression trend line indicates a 5-year average value for 2023 of 239.56. The same point forecast for 2023, 

using the ARIMA forecasting method, is 257.8. The ARIMA forecast formed the basis for setting the target.

This target maintains the current baseline for the SHSP with the aim of achieving greater reductions in the 

number of serious injuries in the later years of the plan as the outcome of the new HSIP funding allocations 

being currently deployed by Vermont are expected to improve safety. 

Fatality Rate:0.965

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

A fatality rate scenario that would produce a target to support the yearly SHSP 2% crash reduction is 

unrealistic given that the yearly trend in fatalities for 2022 continues to ramp up and that VMT are still below 

the levels of before the pandemic.

The new approach for Vermont to reallocate its HSIP funds in greater proportions towards rural roads and 

systemic projects will not have an effect in the short term in reducing fatalities.

A regression trend line indicates a 5-year average value for 2023 of 0.965, and this formed the basis for setting 

this target.

Serious Injury Rate:3.746

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

The point forecast for 2023, as determined by the ARIMA forecasting method is 3.746 with a 95% confidence 

interval of between 3.479 and 4.013 and formed the basis for setting this target.

This target is above what would support the SHSP goal in terms of rate. Short and mid-term HSIP investments 

are expected to achieve greater reductions in the number of serious injuries in the later year of the SHSP as 

Vermont is changing the ways its is using HSIP funds by being more data driven and directing funds toward 

rural roads and more systemic projects.

Total Number of Non-Motorized Fatalities and Serious Injuries:34.0

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

The 2022-2026 SHSP calls for a 10% reduction in the 5-year average of the number of fatalities and in the 

number of suspected serious injuries. The 2021 non-motorized fatalities & suspected serious injuries 5-year 

average was 36. To support the 10% SHSP goal reduction, or the equivalent reduction of 2% per year, the 

2023 target should be 34.4. The target has been set at 34 based on a regression trend line 5-year average 

value for 2023 of 34.4 and supports this SHSP goal.
2022 Vermont Highway Safety Improvement Program

Page 32 of 47

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

safety performance targets. 

In Vermont, the “State Highway Safety Office” is part of the Vermont Agency of Transportation. The “State 

Highway Safety Office” and the unit that is responsible for the HSIP reporting are both under the Operations & 

Safety Bureau. 

The three safety performance measures that are common to both the NHTSA’s Highway Safety Plan and 

FHWA’s Highway Safety Improvement Program (Number of fatalities, Fatality rate, Number of serious injuries) 

were developed initially by the Data Unit of the Operations & Safety Bureau using trend lines. The resulting 

measures were then reviewed between HSP and HSIP staff for appropriateness. 

The other two measures (Serious injury rate and Pedestrian & Bicycle Fatalities and Serious Injuries) are 

required only for FHWA’s Highway Safety Improvement Program. These two measures were also originally 

determined by the Data Unit and further reviewed by HSIP staff for appropriateness. 

A coordination meeting was held with the Chittenden County MPO, the “State Highway Safety Office”, the Data 

and HSIP Units of the Operations and Safety Bureau as well with the Planning and Policy Bureau to discuss 

the draft targets and finalize the five measures. 

Does the State want to report additional optional targets? 

No

Vermont does not wish to establish separate targets for the urbanized areas. 

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

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

reasons for differences in the actual outcomes and targets. 

PERFORMANCE MEASURES TARGETS ACTUALS

Number of Fatalities 58.0 63.8

Number of Serious Injuries 275.0 257.8

Fatality Rate 0.820 0.928

Serious Injury Rate 3.650 3.724

Non-Motorized Fatalities and 

Serious Injuries

36.0 35.8

Vermont determined to have not made significant progress towards meeting its 2021 targets as only three out 

of the five safety performance targets were met or were better than the 2019 baseline performances. 

• Vermont did not meet the 2021 target for the number of fatalities. The actual 5-year average performance for 

2017-2021 (63.8) was higher than the established target for 2021 (58) and it was also not better than the 2015-

2019 baseline (60.6). 
2022 Vermont Highway Safety Improvement Program

Page 33 of 47

The number of fatalities in 2016 was 47. Fatalities in Vermont have been typically in the 60s in recent years. 

The number of fatalities in 2016 was much lower than usual and contributed to a lower trend line and lower 

goal setting. 

In addition, fatalities in Vermont in 2021 increased into the 70s, above what Vermont had experienced in the 

recent past. The 2021 increase in fatalities followed the national trend that has happened post-covid 

lockdowns. Speeding and more reckless driving are suspected to have contributed to the increase in fatalities. 

• Vermont did not meet the 2021 fatality rate target. The actual performance for 2017-2021 (0.928) was higher 

than the established target for 2021 (0.820). Similarly, it was also not better than the 2015-2019 baseline 

(0.829).

The primary reason for not meeting this target is that the number of vehicle miles traveled during 2020 were 

approximately 18% lower due to the pandemic and while vehicle miles traveled in 2021 increased by 11% 

compared to 2020, they were not to the level of the pre-pandemic (9% lower). On the other hand, the number 

of fatalities in 2020 and 2021 did increase but these increases remained in the typical range (as Vermont 

numbers are typically small). 

• Vermont met the number of serious injuries target. The actual performance for 2017-2021 (257.8) was lower 

than the established target for 2021 (275). The actual performance (257.8) was also better than the 2015-2019 

baseline (278.0). 

• Vermont made progress towards achieving the rate of serious injuries target. While the actual performance 

for 2017-2021 (3.724) was higher than the established target for 2021 (3.650), the actual performance (3.724) 

was better than the 2015-2019 baseline (3.799). 

As noted previously, the number of vehicle miles traveled during 2020 were approximately 18% lower due to 

the pandemic and about 9% lower in 2021 compared to 2019 (pre-pandemic). The lower VMT contributed to 

the unusual higher rates in 2020 and 2021. 

• Vermont made progress towards achieving the number of non-motorized fatalities and non-motorized serious 

injuries target. The actual performance for 2017-2021 (35.8) was lower than the established target for 2021 

(36.0). The actual performance (35.8) was also better than the 2015-2019 baseline (39.4). 

Applicability of Special Rules 

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

No

The HRRR special rule did not apply to Vermont for this reporting period (FY22). 

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

11 11 13 13 11 11 12
2022 Vermont Highway Safety Improvement Program

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PERFORMANCE 

MEASURES 2015 2016 2017 2018 2019 2020 2021

Number of Older Driver 

and Pedestrian Serious 

Injuries

18 31 31 26 30 25 52
2022 Vermont Highway Safety Improvement Program

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Evaluation

Program Effectiveness 

How does the State measure effectiveness of the HSIP? 

• Change in fatalities and serious injuries 

• Other-Change in fatal and serious injury crashes 

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

the State's program level evaluations. 

The overall effectiveness of the HSIP is measured by changes in the number of fatalities and suspected 

serious injuries as well as by changes in the number of fatal and suspected serious injury crashes (referred to 

as major crashes in the 2017-2021 Strategic Highway Safety Plan). 

Although there has been an increase in the numbers of fatal crashes in 2020 and 2021, over the years and 

looking at a longer period, the HSIP and other related safety efforts have been efficient at reducing the number 

of major crashes on Vermont roads. 

Fatal and Injury Crashes (Major Crashes): 

While the trend in the five-year average of the number of fatal crashes has increased from the 2013-2017 

period to the 2017-2020 period from 56.4 fatal crashes to 59.8, the five-year average of the number of 

suspected serious injury crashes has been going down, passing from 242.0 serious injury crashes to 212.0. 

Overall, the trend in the five-year average of the number of major crashes has been downward from 297.6 

major crashes to 272.6 major crashes. 

Fatalities and Serious Injuries: 

The five-year average of the number of fatalities went up when comparing the same two periods, passing from 

60.2 to 63.8 fatalities. On the other hand, comparing the same two periods, shows that the five-year average of 

the number of serious injuries went down from 294.4 to 257.8 serious injuries. 

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

success of the Highway Safety Improvement Program? 

• Increased awareness of safety and data-driven process 

• Increased focus on local road safety 

• More systemic programs 

An increased awareness of data-driven processes indicates success as there has been a new desire in 

Vermont to use data-driven processes to identify projects and to allocate funding. Relying more on data-driven 

processes directly leads to the selection of more effective projects and to reductions in the number of fatal and 

serious injury crashes. 
2022 Vermont Highway Safety Improvement Program

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As VTrans continues to review its HSIP process, there has been an increased desire to allocate more funds to 

systemic programs and to municipalities for local safety projects. Changes are expected to be implemented 

during the next reporting period that will reflect this.

Describe significant program changes that have occurred since the last reporting 

period.

As mentioned in other parts of this report, VTrans has been evaluating its overall HSIP with the help of a 

consultant. As a result, a number of major programmatic changes are expected during the next reporting 

period, including spending more HSIP funds on systemic programs and on the local road network as well as 

using more state-of-the-art data analysis techniques. 

Effectiveness of Groupings or Similar Types of Improvements

Present and describe trends in SHSP emphasis area performance measures.

Year 2021

SHSP Emphasis Area Targeted Crash 

Type

Number of 

Fatalities

(5-yr avg)

Number of 

Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury 

Rate

(per HMVMT)

(5-yr avg)

Lane Departure 36.8 128.2 0.54 1.87

Intersections 12.8 55.8 0.19 0.81

Pedestrians 6.8 24.4 0.1 0.36

Bicyclists 0.2 5.6 0 0.08

Older Drivers 10.4 30.4 0.15 0.44

Motorcyclists 9.2 34.2 0.14 0.5

Work Zones 0.8 1.8 0.01 0.03
2022 Vermont Highway Safety Improvement Program

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Number of Fatalities 

5 Year Average

Number of Serious Injuries 

5 Year Average
2022 Vermont Highway Safety Improvement Program

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Fatality Rate (per HMVMT) 

5 Year Average

Serious Injury Rate (per HMVMT) 

5 Year Average
2022 Vermont Highway Safety Improvement Program

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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)

ESSEX TOWN 

STP 5400(5) 

V117 and 

Sandhill Rd

Urban Minor 

Arterial

Intersection 

traffic control

Modify control – new traffic 

signal

11.00 9.00 1.00 1.00 12.00 10.00 0.082

RICHMOND 

STP 0284(17) 

U002 and VT 

117 + I-89 SB 

Off Ramp

Rural Major 

Collector

Intersection 

traffic control

Modify control – new traffic 

signal

10.00 16.00 1.00 4.00 11.00 20.00 -1.647

WATERBURY 

NHG SGNL(43) 

V100 and I-89 

NB off ramp

Rural Minor 

Arterial

Intersection 

traffic control

Modify control – new traffic 

signal

0

WATERBURY 

STP SGNL(18) 

U002 and VT 

100

Rural Minor 

Arterial

Intersection 

traffic control

Modify control – Modern 

Roundabout

3.00 3.00 0.036

BRISTOL HES 

021-1(28) V116 

and South St

Rural Minor 

Arterial

Intersection 

traffic control

Modify traffic signal –

modernization/replacement

3.00 4.00 1.00 3.00 5.00 -0.465

MILTON HES 

028-1(27) U002 

and Bear Trap 

Rd

Rural Principal 

Arterial (RPA) 

- Other

Advanced 

technology and 

ITS

Intersection Conflict 

Warning System (ICWS)

6.00 2.00 1.00 1.00 1.00 7.00 4.00 -16.383

COLCHESTER 

HES 028-1(28) 

U002 and Clay 

Point Rd

Intersection 

geometry

Add/modify auxiliary lanes 2.00 2.00 5.00 3.00 7.00 5.00 0.943

WINOOSKI HES 

5100(13) U007 

and Winooski 

Circulator

Rural Principal 

Arterial (RPA) 

- Other

Pedestrians and 

bicyclists

Rapid Rectangular 

Flashing Beacons (RRFB)

75.00 65.00 1.00 8.00 4.00 83.00 70.00 0.280

HYDE PARK 

HES 030-2(34) 

V015 and VT 

100

Rural Minor 

Arterial

Intersection 

geometry

Intersection geometry -

other

5.00 4.00 3.00 8.00 4.00 2.245

FERRISBURGH 

NHG SGNL(42) 

U007 and Little 

Chicago Rd

Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify control – new traffic 

signal

2.00 1.00 2.00 1.00 0.080
2022 Vermont Highway Safety Improvement Program

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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)

MORRISTOWN 

STPG SGNL(47) 

V100 and 

Laporte Rd + 

Bridge St

Rural Minor 

Arterial

Intersection 

traffic control

Modify control – new traffic 

signal

9.00 3.00 1.00 3.00 1.00 12.00 5.00 -0.079

COLCHESTERESSEX STPG 

SGNL(45) V015 

and All four 

intersections

Urban Minor 

Arterial

Intersection 

traffic control

Modify traffic signal –other 42.00 48.00 18.00 8.00 60.00 56.00 18.005

STATEWIDE 

HES HSIP(7) All 

and 

Miscellaneous

Miscellaneous Miscellaneous Miscellaneous - other 16.00 11.00 1.00 3.00 1.00 10.00 2.00 29.00 15.00 34.937

LYNDON STPG 

SGNL(48) U005 

and Red Village

Rural Major 

Collector

Intersection 

traffic control

Modify control – Modern 

Roundabout

7.00 11.00 2.00 9.00 11.00 1.311

RUTLAND 

TOWN NHG 

019-3(60) U007 

and Seward Rd

Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

traffic control

Modify traffic signal –

modernization/replacement

22.00 28.00 4.00 3.00 26.00 31.00 -0.928

ESSEX STP 

5400(7) V002A 

and Susie 

Wilson Rd + VT 

2a/VT 289 off 

ramp

Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

traffic control

Modify traffic signal –

modernization/replacement

10.00 7.00 2.00 3.00 12.00 10.00 -0.219

LUDLOW HES 

SGNL(44) V103 

and VT 103 N

Rural Principal 

Arterial (RPA) 

- Other

Intersection 

traffic control

Modify control – new traffic 

signal

8.00 2.00 1.00 5.00 14.00 2.00 6.115

JERICHO STP 

HES 030-1(21) 

V015 and 

Brown's Trace 

Rd

Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

traffic control

Modify control – new traffic 

signal

6.00 1.00 1.00 7.00 1.00 1.067

WILLISTON 

STP HES 

5500(12) V002A

Urban 

Principal 

Arterial (UPA) 

- Other

Roadway Roadway narrowing (road 

diet, roadway 

reconfiguration)

37.00 25.00 3.00 2.00 8.00 42.00 33.00 0.780

BRATTLEBORO 

NH 2000(27) 

U005

Urban 

Principal 

Arterial (UPA) 

- Other

Intersection 

traffic control

Pavement markings 94.00 87.00 8.00 4.00 102.00 91.00 4.805
2022 Vermont Highway Safety Improvement Program

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The evaluation of past projects that were constructed between 2013 and 2018 with HSIP funds was performed using the Simple Before-After Method for projects with three full years of before and after crash data. The evaluation results 

represent the benefits to costs ratio (B/C) for each project.

Describe any other aspects of HSIP effectiveness on which the State would like to elaborate.

Of the emphasis areas identified in the SHSP, lane departure crashes and intersection crashes are the two areas that specifically relate to engineering and the HSIP.

The 2017-2021 SHSP had target reductions for intersection and lane departure major crashes that have been set at 10% of 2012 thresholds. This represented a five-year target of 72 major crashes for intersection crashes and a five-year 

average target of 186 major crashes for lane departure crashes.

The latest five-year average (2017-2021) for lane departure and intersection crashes indicates that progress has been made beyond these goals.

The latest five-year average (2017-2021) for lane departure crashes is 152.8 major crashes and is below the SHSP target of 186 major crashes.

Similarly, the latest five-year average (2017-2021) for intersection crashes is 58.8 major crashes and is also below the SHSP target of 72 major crashes at intersections.
2022 Vermont Highway Safety Improvement Program

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Compliance Assessment

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

 06/03/2022

What are the years being covered by the current SHSP?

From: 2022 To: 2026

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

 2027

Vermont’s current SHSP 2022 -2026 was approved by the Secretary of the Vermont Agency of Transportation on June 3, 2022. FHWA confirmed the approval of the process used to update Vermont's SHSP 2022 -2026 on June 16, 

2022, The next update of the SHSP is due July 1, 2027.

Provide the current status (percent complete) of MIRE fundamental data elements collection efforts using the table below. 

*Based on Functional Classification (MIRE 1.0 Element Number) [MIRE 2.0 Element Number]

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

ROADWAY SEGMENT Segment Identifier 

(12) [12]

100 100 100 100 100 100

Route Number (8) 

[8]

100 100

Route/Street Name 

(9) [9]

100 100

Federal Aid/Route 

Type (21) [21]

100 100

Rural/Urban 

Designation (20) [20]

100 100 100 100

Surface Type (23) 

[24]

100 100 100 100

Begin Point 

Segment Descriptor 

(10) [10]

100 100 100 100 100 100

End Point Segment 

Descriptor (11) [11]

100 100 100 100 100 100

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

100 100
2022 Vermont Highway Safety Improvement Program

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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]

100 100 100 100 100 100

Median Type (54) 

[55]

95 95

Access Control (22) 

[23]

100 100

One/Two Way 

Operations (91) [93]

100 100

Number of Through 

Lanes (31) [32]

100 100 100 62

Average Annual 

Daily Traffic (79) [81]

88 88 100 96

AADT Year (80) [82] 88 88

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

100 100

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

100 100

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

100 100

Intersection/Junction 

Geometry (126) 

[116]

80 98

Intersection/Junction 

Traffic Control (131) 

[131]

77 94

AADT for Each 

Intersecting Road 

(79) [81]

83 83

AADT Year (80) [82] 83 83

Unique Approach 

Identifier (139) [129]

100 100

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

100 100
2022 Vermont Highway Safety Improvement Program

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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]

100 100

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

100 100

Ramp Length (187) 

[177]

100 100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

20 20

Roadway Type at 

End Ramp Terminal 

(199) [189]

20 20

Interchange Type 

(182) [172]

95 95

Ramp AADT (191) 

[181]

100 100

Year of Ramp AADT 

(192) [182]

100 100

Functional Class 

(19) [19]

100 100

Type of 

Governmental 

Ownership (4) [4]

100 100

Totals (Average Percent Complete): 98.39 98.39 90.38 94.75 85.00 85.00 100.00 95.33 100.00 100.00

*Based on Functional Classification (MIRE 1.0 Element Number) [MIRE 2.0 Element Number]

Note that in this table, data exists and may be noted as 100%, but in some cases an ETL process is needed to convert from existing formats to the MIRE data schema. 

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. 

VTrans continues to work to meet the MIRE fundamental data element (FDE) requirements by September 30, 2026. Over the last year, there has been an effort to migrate existing roadway data to meet the data schema for MIRE and the 

development of missing elements. VTrans is also building an extract, transform and load (ETL) process for those elements that can not be migrated in the near term, with output from the ETL process being roadway segments, 

intersections, and interchange ramps. To date, the process for the roadway segments has been partially developed. 

Much of the data needed to support the FDE requirements exist at VTrans to support the Highway Performance Monitoring System (HPMS) or other systems, but there were some elements that were identified at the beginning of the 

process that didn’t exist. There has been significant progress toward meeting the MIRE FDE requirements, but there is still work remaining to fill data gaps and complete the build out the ETL processes. 
2022 Vermont Highway Safety Improvement Program

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In 2021, the FHWA Office of Safety performed an assessment for the VTrans MIRE data and provided a scorecard. Based on this, VTrans is between 84% and 100% complete on having the coverage and format necessary to meet the 

MIRE FDE requirements. This assessment identified several areas where attributes at VTrans do not meet the required criteria and there will need to be revisions to the VTrans process for maintaining and reporting these fields. There 

were also gaps identified in data that need to be filled and some alterations to how data is currently being classified. 

VTrans had a Traffic Records Assessment performed in the spring of 2022, which provided a review of the roadway data elements and assessment of any gaps in the data. This has prompted development of the addition of MIRE specific 

roadway element fields, such as Route Type and Federal Aid. 

One area of success for MIRE is the development of the intersection data, coordination with a vendor early in the process to build out data for the federal aid highways, working with the Regional Planning Commissions (RPCs) to build out 

local road data, and the integration of processes to pull data from other sources to map to the data elements in the intersection point (nodes) and approach (node legs) data layers. There are still some gaps in this dataset, but there has 

been a significant amount of work done to date and processes that are in place to allow for the remainder of FDEs to be defined. 

The MIRE data that is generated from the ETL process will be posted to the enterprise GIS repository and then served to the open geodata portal through feature services. This will provide access to internal GIS at VTrans and also to 

external users. 

Tasks needed to comply with the 2026 deadline include: 

• Review of the areas for improvement identified in the 2021 FHWA MIRE Assessment and 2022 Traffic Records Assessment 

• Build out some data elements to match MIRE requirements, such as non-NHS highways to have full coverage of the ARNOLD data. 

• Incorporate more detailed pavement classification to match MIRE schema 

• Perform a rigorous assessment of what exists, identify gaps, and develop a data acquisition plan. 

• Continue to develop validation tools and processes to ensure the highest quality of data. 

• Expand the technology and methodologies for collecting the MIRE FDEs. 

• Develop extract, transform and load (ETL) processes to reformat existing enterprise data to the MIRE data element schema. 

• Determine a process for data exchange with other agencies that will collect data. 

• Estimating the costs, levels of staffing, or resource requirements to collect the MIRE FDEs. 

• Identifying funding for the collection, storage, and maintenance of the MIRE FDE data. 

• Making the data accessible through the on-line geodata portal through web services.
2022 Vermont Highway Safety Improvement Program

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Optional Attachments

Program Structure:

Vermont HSIP Manual February 19 2016.pdf

Vermont HSIP Low Cost Program October 2016.pdf

Systemic Local Road Safety Program.pdf

Project Implementation:

Safety Performance:

Vermont Status Progress Towards Meeting its Safety Targets.pdf

Evaluation:

Compliance Assessment:
2022 Vermont Highway Safety Improvement Program

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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.