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SOUTH DAKOTA 

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 South Dakota Highway Safety Improvement Program

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Table of Contents

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

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

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

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

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

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

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

Project Implementation .......................................................................................................................17

Funds Programmed .........................................................................................................................17

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

Safety Performance ............................................................................................................................20

General Highway Safety Trends ......................................................................................................20

Safety Performance Targets............................................................................................................25

Applicability of Special Rules...........................................................................................................27

Evaluation ...........................................................................................................................................28

Program Effectiveness ....................................................................................................................28

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

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

Compliance Assessment.....................................................................................................................33

Optional Attachments ..........................................................................................................................36

Glossary ..............................................................................................................................................37
2022 South Dakota Highway Safety Improvement Program

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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

South Dakota's HSIP is used in support of the state's Strategic Highway Safety Plan.
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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. 

HSIP is managed by the Highway Safety Engineer within the Planning and Engineering Division. A portion of 

the funds are set aside for a countywide signing project, systemic improvements, and spot locations with 

improvements ranked by benefit/cost. 

Where is HSIP staff located within the State DOT? 

 Other-Planning and Engineering

Division of Planning & Engineering in central office in Pierre. 

How are HSIP funds allocated in a State? 

• Other-Central Office using SHSP Emphasis Area Data 

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

The SDDOT administers a County wide signing program which conducts approximately four County wide 

signing projects each year. Counties are prioritized by crash rate based on serious injury and fatal crashes per 

million vehicle miles traveled. 

Routes are also identified for improvements by conducting both RSR and RSAR inspections and by an over 

representation of crash clusters and higher than average crash rates. Routes are also identified to deploy 

systemic improvements. 

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 

• Maintenance 

• Operations 

• Planning 
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• Traffic Engineering/Safety

Describe coordination with internal partners.

The SHSP is used along with crash record analysis and mapping to hold meetings with operation and 

maintenance personal to identify locations to apply safety improvements.

During the planning and design process of a project, the HSM and IHSDM software is used to compare options 

to increase safety.

Identify which external partners are involved with HSIP planning.

• FHWA

• Governors Highway Safety Office

• Law Enforcement Agency

• Local Government Agency 

• Local Technical Assistance Program

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

• Tribal Agency

Describe coordination with external partners.

Coordination with the FHWA Division Office takes place throughout the year. HSIP staff take part in an annual 

Tribal Transportation Safety Summit which brings together several tribal agencies, engineering consultants, 

universities, city, county, township representatives. Coordination with the Highway Safety Office also takes 

place throughout the year.

Program Methodology

Select the programs that are administered under the HSIP.

• Horizontal Curve

• Intersection

• Local Safety

• Low-Cost Spot Improvements

• Median Barrier

• Roadway Departure

• Shoulder Improvement

• Sign Replacement And Improvement

• Skid Hazard

Program: Horizontal Curve

Date of Program Methodology:3/1/2013

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 
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Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Volume • Horizontal curvature

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• Other-B/C ratio

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:1

Available funding:4

Ranking based on net benefit:2

Cost Effectiveness:2

Program: Intersection

Date of Program Methodology:3/1/2013

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
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What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Volume • Other-Intersection Type

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Excess expected crash frequency using SPFs

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.

When ADT is available and intersects with State road.

How are projects under this program advanced for implementation?

• Other-B/C ratio

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:1

Incremental B/C:4

Ranking based on net benefit:2

Cost Effectiveness:2

Program: Local Safety

Date of Program Methodology:3/1/2015

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 
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Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Volume

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

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

program?

Yes

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

No

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

Crash rates and crash clusters

How are projects under this program advanced for implementation?

• Other-SDDOT Project Developement Personel

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:1

Available funding:4

Ranking based on net benefit:2

Cost Effectiveness:2

Program: Low-Cost Spot Improvements

Date of Program Methodology:5/1/2014

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 

• All crashes • Traffic

• Volume

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• Other-B/C ratio

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:1

Available funding:4

Ranking based on net benefit:2

Cost Effectiveness:2

Program: Median Barrier

Date of Program Methodology:11/9/2021

What is the justification for this program? 

• FHWA focused approach to safety

What is the funding approach for this program? 

Competes with all projects
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What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Volume • Median width

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Expected crash frequency with EB adjustment

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-Other BC

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).

Program: Roadway Departure

Date of Program Methodology:2/2/2014

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

• Volume

• Horizontal curvature

• Functional classification

• Roadside features
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What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Equivalent property damage only (EPDO Crash frequency)

• Excess expected crash frequency using SPFs

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-B/C ratio

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:1

Available funding:4

Ranking based on net benefit:2

Cost Effectiveness:2

Program: Shoulder Improvement

Date of Program Methodology:5/1/2014

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

• Volume
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What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• Other-B/C ratio

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:4

Available funding:1

Ranking based on net benefit:2

Cost Effectiveness:2

Program: Sign Replacement And Improvement

Date of Program Methodology:5/1/2017

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

• Volume

What project identification methodology was used for this program? 
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• Crash rate

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• Other-B/C ratio

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:4

Available funding:1

Ranking based on net benefit:2

Cost Effectiveness:2

Program: Skid Hazard

Date of Program Methodology:2/1/2016

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 

• All crashes • Traffic

• Volume

What project identification methodology was used for this program? 

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

program?

Yes

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

Yes

How are projects under this program advanced for implementation?

• Other-B/C ratio

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:1

Available funding:4

Ranking based on net benefit:2

Cost Effectiveness:2

What percentage of HSIP funds address systemic improvements?

 50

 HSIP funds are used to address which of the following systemic 

improvements? 

• Cable Median Barriers

• Clear Zone Improvements

• Horizontal curve signs

• Install/Improve Pavement Marking and/or Delineation

• Install/Improve Signing

• Pavement/Shoulder Widening

• Rumble Strips

What process is used to identify potential countermeasures? 

• Crash data analysis

• Engineering Study

• SHSP/Local road safety plan

• Stakeholder input

Does the State HSIP consider connected vehicles and ITS technologies? 

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

ITS technologies such as variable speed limits, radar speed feedback signs, adaptive signal controls, and 

intersection conflict warning systems are installed within the HSIP program.

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.

The HSM was used in the development of in-house software which is used to identify locations and 

improvement types for rural 2 lane segments and intersections. The HSM is also used during corridor planning 

studies to compare different design alternatives.
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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) $21,707,000 $21,395,902 98.57%

HRRR Special Rule (23 

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

$769,000 $597,181 77.66%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$0 $0 0%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $0 $0 0%

Totals $22,476,000 $21,993,083 97.85%

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

safety projects? 

$1,880,000

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

$2,607,161

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

$130,000

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

$121,500

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

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

$25,000,000
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How much funding was transferred out of the HSIP to other core program areas during 

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

$0

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

the future.

The way projects are reported is based on the amount obligated when the first 292 is submitted for the project. 

In a lot of cases that amount is not the total project cost so that funding amount is tough to compare to the 

programmed amount. Although a project is only programmed within one study period it could be obligated over 

multiple study periods. A multi-million dollar project could be let within this study period but only a couple 

hundred thousand dollars is obligated during the same study period.

Typical project obstacles such as estimating project costs to be programmed, projects time line slipping due to 

environmental impacts, right-of-way impacts, can all be expected on any type of project. 

Ways to overcome these obstacles is to do a better job of estimating projects and when scheduling projects 

allow for the proper time to accomplish environmental and ROW activities.
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General Listing of Projects 

List the projects obligated using HSIP funds for the reporting period.

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

04KE Roadway 

delineation

Longitudinal 

pavement 

markings - 

remarking

14.3 Miles $452699 $457699 HSIP (23 

U.S.C. 148)

Rural Principal ArterialInterstate6,709 80 State 

Highway 

Agency

04RX Roadside Barrier- metal 0.6 Miles $547997 $555383 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

Rural Principal ArterialOther2,337 55 State 

Highway 

Agency

04RW 0 $121500 $135000 HSIP (23 

U.S.C. 148)

0 0 State 

Highway 

Agency

04UA 0.9 Miles $307923 $460086 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 0 State 

Highway 

Agency

05M6 Roadway signs 

and traffic 

control

Roadway signs 

and traffic control 

- other

0 $5174139 $5637272 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 200 65 County 

Highway 

Agency

05D9 Alignment Horizontal and 

vertical alignment

5.8 Miles $3267338 $13383270 HSIP (23 

U.S.C. 148)

Rural Minor Arterial 1,961 65 State 

Highway 

Agency

06C0 Roadside 0 $9000 $10000 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

0 0 State 

Highway 

Agency

06C7 Shoulder 

treatments

Widen shoulder – 

paved or other 

(includes add 

shoulder)

20.3 Miles $10918680 $12704274 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther2,672 65 State 

Highway 

Agency

06TV Roadway Rumble strips – 

edge or shoulder

40 Miles $309288 $320288 HSIP (23 

U.S.C. 148)

Rural Major Collector 0 0 State 

Highway 

Agency

07WY 34 Miles $40184 $40684 HRRR 

Special Rule 

(23 U.S.C. 

148(g)(1))

200 65 County 

Highway 

Agency

07N8 0 $680434 $782038 HSIP (23 

U.S.C. 148)

Rural Principal ArterialOther Freeways & 

Expressways

9,138 65 State 

Highway 

Agency
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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 135 136 134 116 129 130 102 141 148

Serious Injuries 832 738 803 692 649 570 520 548 622

Fatality rate (per 

HMVMT)

1.480 1.480 1.440 1.230 1.340 1.340 1.029 1.427 1.310

Serious injury rate (per 

HMVMT)

9.130 8.010 8.620 7.310 6.744 5.870 5.248 5.535 6.200

Number non-motorized 

fatalities

9 11 6 6 10 12 8 14 14

Number of nonmotorized serious 

injuries

49 39 35 30 40 36 24 28 34
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0

20

40

60

80

100

120

140

160

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

100

200

300

400

500

600

700

800

900

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
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0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

2013 2014 2015 2016 2017 2018 2019 2020 2021

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

7

8

9

10

2013 2014 2015 2016 2017 2018 2019 2020 2021

Serious injury rate (per HMVMT)

Serious injury rate (per HMVMT) 5 Year Rolling Avg.
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Describe fatality data source. 

Other

If Other Please describe

FARS & South Dakota Accident Records System

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

12.2 62.2 0.56 2.88

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

35.8 113.6 1.82 5.77

Rural Minor Arterial 20.4 62.8 1.97 6.07

Rural Minor Collector 3.4 13.6 2.26 9.08

0

10

20

30

40

50

60

70

2013 2014 2015 2016 2017 2018 2019 2020 2021

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.
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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 Major Collector 23.2 86 2.12 7.86

Rural Local Road or 

Street

11.4 61.4 2.5 13.45

Urban Principal 

Arterial (UPA) - 

Interstate

5.2 24.2 0.65 3.02

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

Urban Principal 

Arterial (UPA) - Other

6.4 46 1.34 9.43

Urban Minor Arterial 6.8 59.4 0.69 6.04

Urban Minor Collector

Urban Major Collector 2.2 19.4 0.8 7.01

Urban Local Road or 

Street

3 32.8 1.09 11.85
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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

County Highway 

Agency

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

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 0 0 0 0

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

Safety Performance Targets 

Safety Performance Targets 

Calendar Year 2023 Targets *

Number of Fatalities:122.7

Describe the basis for established target, including how it supports SHSP goals.
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A trend line analysis was performed using FARS data and South Dakota Accident Records System data. 

External factors such as VMT, laws, and investments along with stakeholder feedback were also considered 

when establishing this target. The identified target supports the goals of the SHSP by annually measuring the 

effectiveness of the program which then lends the opportunity to shift resources between emphasis areas.

Number of Serious Injuries:635.9

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

A trend line analysis was performed using FARS data and South Dakota Accident Records System data. 

External factors such as VMT, laws, and investments along with stakeholder feedback were also considered 

when establishing this target. The identified target supports the goals of the SHSP by annually measuring the 

effectiveness of the program which then lends the opportunity to shift resources between emphasis areas.

Fatality Rate:1.200

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

A trend line analysis was performed using FARS data and South Dakota Accident Records System data. 

External factors such as VMT, laws, and investments along with stakeholder feedback were also considered 

when establishing this target. The identified target supports the goals of the SHSP by annually measuring the 

effectiveness of the program which then lends the opportunity to shift resources between emphasis areas.

Serious Injury Rate:6.220

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

A trend line analysis was performed using FARS data and South Dakota Accident Records System data. 

External factors such as VMT, laws, and investments along with stakeholder feedback were also considered 

when establishing this target. The identified target supports the goals of the SHSP by annually measuring the 

effectiveness of the program which then lends the opportunity to shift resources between emphasis areas.

Total Number of Non-Motorized Fatalities and Serious Injuries:40.0

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

A trend line analysis was performed using FARS data and South Dakota Accident Records System data. 

External factors such as VMT, laws, and investments along with stakeholder feedback were also considered 

when establishing this target. The identified target supports the goals of the SHSP by annually measuring the 

effectiveness of the program which then lends the opportunity to shift resources between emphasis areas.

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

safety performance targets. 

A one day work shop was conducted on April 4th, 2017 with SDDOT, SD Office of Highway Safety, FHWA SD 

Division Office, Rapid City MPO, Sioux City MPO, and Sioux Falls MPO representatives in attendance. The 

work shop went through the 5 performance measures in detail and the reporting requirements. There was a lot 

of discussion on current crash trends and external factors such as VMT, laws, and investments. Everyone 

involved agreed that the targets shall be data driven, realistic and attainable.
2022 South Dakota Highway Safety Improvement Program

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Does the State want to report additional optional targets? 

No

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

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

reasons for differences in the actual outcomes and targets.

PERFORMANCE MEASURES TARGETS ACTUALS

Number of Fatalities 125.2 130.0

Number of Serious Injuries 656.7 581.8

Fatality Rate 1.240 1.289

Serious Injury Rate 6.630 5.919

Non-Motorized Fatalities and 

Serious Injuries

40.0 44.0

Based on the numbers inputted at reporting time the safety targets for Number of Serious Injuries and Serious 

Injury Rate were met. The Number of Fatalities, Fatality Rate, and Non-Motorized Fatalities and Serious 

Injuries were not met. There was a significant increase in impaired and speed related crashes in 2020 and 

2021. There was a 67.9% increase in alcohol related Fatality Crashes in 2020 compared to 2019 an a 57.7% 

increase in speed related Fatality Crashes. 2021 had similar numbers to 2020. These increases were the 

primary reason the Number of Fatalities and Fatality Rate targets were not met.

Applicability of Special Rules

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

No

Based on the data reported in section 32, the 2015-2019 rate is 2.45 and the 2017-2021 rate is 2.23 so the 

HRRR special rule does not apply.

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

14 16 20 23 11 25 21

Number of Older Driver 

and Pedestrian Serious 

Injuries

90 62 53 55 44 54 67
2022 South Dakota 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 

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

the State's program level evaluations. 

The goal of the 2019 SHSP is to reduce traffic fatalities to 100 and serious injuries to 400 by 2024. There were 

148 traffic fatalities and 621 serious injuries in 2021. Although based on the 2020 and 2021 numbers they are 

trending the in the wrong direction, the 2019 numbers set a record low for fatalities and serious injuries. The 

measures taken with the HSIP program are showing positive results when looking at a 5 year average trend. 

The nationwide increase in speed and impairment related fatalities has been very significant in the increases in 

South Dakota as well. 

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

success of the Highway Safety Improvement Program? 

• HSIP Obligations 

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 24 46 0.23 0.37

Roadway Departure 66 241 0.78 2.4

Intersections 29 187 0.45 1.68

Pedestrians 14 31 0.13 0.28

Bicyclists 0 4 0.01 0.06

Older Drivers 18 64 0.23 0.58

Motorcyclists 22 159 0.36 1.4

Work Zone 2 23 0.04 0.17

Horizontal Curves 37 109 0.37 1.1
2022 South Dakota Highway Safety Improvement Program

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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)

Local Safety 50 288 0.74 2.75
2022 South Dakota Highway Safety Improvement Program

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0

10

20

30

40

50

60

70

Fatalities

Number of Fatalities 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021

0

50

100

150

200

250

300

350

Serious Injuries

Number of Serious Injuries 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021
2022 South Dakota Highway Safety Improvement Program

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0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

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

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021
2022 South Dakota 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

PDO

BEFORE

PDO

AFTER

FATALITY

BEFORE

FATALITY

AFTER

SERIOUS 

INJURY

BEFORE

SERIOUS 

INJURY

AFTER

ALL OTHER 

INJURY

BEFORE

ALL OTHER 

INJURY

AFTER

TOTAL

BEFORE

TOTAL

AFTER

EVALUATION 

RESULTS

(BENEFIT/COST 

RATIO)

US12 through 

Ipswich

Rural Principal 

Arterial (RPA) - 

Other

Roadway Roadway 

narrowing (road 

diet, roadway 

reconfiguration)

13.00 11.00 2.00 5.00 2.00 20.00 13.00
2022 South Dakota 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? 

 08/19/2019

What are the years being covered by the current SHSP? 

From: 2019 To: 2024

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

 2024

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

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

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

ROADWAY SEGMENT Segment Identifier 

(12) [12]

1 1 1 1 1 1

Route Number (8) 

[8]

1 1

Route/Street Name 

(9) [9]

1 1

Federal Aid/Route 

Type (21) [21]

1 1

Rural/Urban 

Designation (20) [20]

1 1 1 1

Surface Type (23) 

[24]

1 1 1 1

Begin Point 

Segment Descriptor 

(10) [10]

1 1 1 1 1 1

End Point Segment 

Descriptor (11) [11]

1 1 1 1 1 1

Segment Length 

(13) [13]

1 1

Direction of 

Inventory (18) [18]

1 1

Functional Class 

(19) [19]

1 1 1 1 1 1
2022 South Dakota 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

Median Type (54) 

[55]

1 1

Access Control (22) 

[23]

1 1

One/Two Way 

Operations (91) [93]

1 0.95

Number of Through 

Lanes (31) [32]

1 1 1 1

Average Annual 

Daily Traffic (79) [81]

1 1 1 1

AADT Year (80) [82] 1 1

Type of 

Governmental 

Ownership (4) [4]

1 1 1 1 1 1

INTERSECTION Unique Junction 

Identifier (120) [110]

1 1

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

1 1

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

1 1

Intersection/Junction 

Geometry (126) 

[116]

1 1

Intersection/Junction 

Traffic Control (131) 

[131]

1 1

AADT for Each 

Intersecting Road 

(79) [81]

1 1

AADT Year (80) [82] 1 1

Unique Approach 

Identifier (139) [129]

1 1

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

1

Location Identifier 

for Roadway at 

1
2022 South Dakota 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

Beginning of Ramp 

Terminal (197) [187]

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

1

Ramp Length (187) 

[177]

1

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

1

Roadway Type at 

End Ramp Terminal 

(199) [189]

1

Interchange Type 

(182) [172]

1

Ramp AADT (191) 

[181]

1

Year of Ramp AADT 

(192) [182]

1

Functional Class 

(19) [19]

1

Type of 

Governmental 

Ownership (4) [4]

1

Totals (Average Percent Complete): 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00

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

Describe actions the State will take moving forward to meet the requirement to have complete access to the MIRE fundamental data elements on all public roads by September 30, 2026. 

South Dakota is aggressively collecting the needed data for the MIRE fundamental data elements. South Dakota will continue on this path as only a few data elements remain incomplete on the list.
2022 South Dakota Highway Safety Improvement Program

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Optional Attachments

Program Structure:

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2022 South Dakota 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.