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NEW JERSEY 

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)). 

Photo Source: 

NJ
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Table of Contents

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

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

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

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

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

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

Program Methodology .....................................................................................................................12

Project Implementation .......................................................................................................................24

Funds Programmed .........................................................................................................................24

General Listing of Projects ..............................................................................................................27

Safety Performance ............................................................................................................................34

General Highway Safety Trends ......................................................................................................34

Safety Performance Targets ............................................................................................................40

Applicability of Special Rules...........................................................................................................45

Evaluation ...........................................................................................................................................46

Program Effectiveness ....................................................................................................................46

Effectiveness of Groupings or Similar Types of Improvements .......................................................47

Project Effectiveness .......................................................................................................................51

Compliance Assessment.....................................................................................................................53

Optional Attachments ..........................................................................................................................57

Glossary ..............................................................................................................................................58
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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

The Bipartisan Infrastructure Law (BIL) continues the Highway Safety Improvement Program (HSIP) as a core 

Federal-aid program to achieve a significant reduction in traffic fatalities and serious injuries on all public roads, 

including non-State-owned public roads. HSIP requires a data-driven, strategic approach to improving highway 

safety on all public roads that focuses on performance. 

The reporting period for the 2021 Annual Safety Report (ASR) is the Calendar Year (CY) from January 1, 2021 

to December 31, 2021. 

New Jersey has analyzed roadway safety performance as described in Part 30 of this report “General Highway 

Safety Trends in the State for Past Five Years”. New Jersey’s five-year rolling average for the period of 2017-

2021 for the number of fatalities increased approximately 3.4% while fatality rate has increased by 

approximately 4.1%, number of serious injuries increased by approximately 22.9%, serious injury rates also 

increased approximately 22.9% and the number of non-motorized fatalities and serious injuries increased 

approximately 18.4%. Over the same five-year period, the actual number of crashes resulting in fatalities and 

incapacitating injuries in each year has fluctuated. New Jersey’s Vehicle Miles Traveled (VMTs) have been 

increasing on an annual basis over this five year period except for 2020 which dropped significantly due to the 

pandemic. In April 2022, New Jersey DOT was notified by FHWA that New Jersey has not met or made 

significant progress toward achieving the calendar year 2020 safety performance targets and 2021 data, todate, shows trends higher than stated targets. Factors influencing these trends include changing the New 

Jersey Crash Record (NJTR-1) form to follow the “Suspected Serious Injuries” definition in the MMUCC 4th 

Edition definition per 23 CFR 490.207(c). As a result of the required revision to the NJTR-1 crash form in 2019 

crash injuries not previously attributed to the serious injury classification were included in the total, resulting in 

a significantly higher number of serious injuries reported compared to previous years. In addition, during the 

COVID-19 Pandemic although vehicle miles travelled decreased, the number of fatalities and serious injuries 

increased. This increasing trend has continued year to date in 2022. These trends are seen in many other 

states as well. 

Recognizing these trends, New Jersey DOT remains committed to a goal of Towards Zero Deaths and a vision 

of Zero Fatalities by 2050. There are three major components to implementing the NJ2020 SHSP: 

• Focus on continuing to collaborate, educate and train stakeholders; 

• Move toward substantive integration of the Safe System approach into SHSP planning and 

implementation; and 

• Integrate equity into all aspects of the SHSP planning and policy development. 

The long-term goals of the plan are achievable. Technology is advancing, the safety culture is growing with a 

focus on education and enforcement and NJDOT has a proactive focus on transportation safety. 

NJDOT apportionments for HSIP will be revised with the BIL to approximately $73 million annually, FFY 2021 

the apportionments were $58 million, distributed 54% for Local Safety Programs and 46% for state (Planning 

and Capital Projects) based on fatality and serious injury data. The STIP aligns the HSIP funding over five 

program line items, in addition to individually programmed projects. The program line items include Safety 

Programs, Motor Vehicle Carrier (MVC) Crash Records, HSIP Planning, Utility Pole Mitigation, and Local 

Safety/High Risk Rural Roads Program. 

NJDOT also deploys several innovative programs, tools and analyses targeted at providing support in 

developing cost effective, easily deployed treatments. These include the Regional Horizontal Curve Inventory 

and Safety Assessment, Vegetation Safety Management Program, and Equity Mapping. Further, NJDOT is 

initiating an update to the 2016 NJDOT HSIP manual. The update will provide means of integrating equity and 
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the safe system approach as well as prioritize pedestrian and bicycle safety improvements. Finally, the NJDOT 

Safety Resource Center and the HSIP Project Development and Support teams will promote proven safety 

countermeasures on all projects, state and local. 

Metropolitan organizations (MPOs) are a valued partner in the development, programming and construction of 

projects on our county and local roads through the HSIP Local Safety Program. The Local Safety Application 

has been revised with active participation of our MPO and NJ FHWA partners. Additional updates of their 

accomplishments and efforts are presented below: 

North Jersey Transportation Planning Authority 

The North Jersey Transportation Planning Authority (NJTPA) is the fourth largest MPO region in the nation, 

serving 6.7 million people in the 13 counties of northern New Jersey. The NJTPA continues to allocate HSIP 

funding through multiple programs. The Local Safety Program (LSP) and High Risk Rural Roads Program 

(HRRRP) provide funding for construction, Right of Way (ROW), and construction inspection. The Local Safety 

Engineering Assistance Program (LSEAP) provides funding for preliminary engineering and final design. The 

Consultant Assistance with Local Safety Program Studies/Analysis provides consultant support for alternatives 

and HSM analysis for applications to the LSP/HRRRP bi-annual solicitation for projects. 

In 2021, $13.78 million in HSIP funding was authorized for design, construction, ROW and construction 

inspection of nine projects. Projects authorized for construction included: two corridor projects in the City of 

Newark to improve pedestrian safety and upgrade and/or install new traffic signals, two intersection 

improvement projects in Ocean and Union Counties to improve traffic signals and pedestrian safety, ROW for 

an intersection project in Monmouth County and $1.74 million for four projects to advance to final design. As 

part of Year 1 action items under the SHSP, the NJTPA created a data viewer that combines data from other 

sources in a map format to aid in crash analysis and project development for all three MPOs. Data includes 

fatal and serious injury crashes, high-crash locations and corridors, Federal Highway Administration - Highway 

Safety Improvement Program (HSIP) funded projects, Road Safety Audits, and Environmental Justice 

communities. Pedestrian and bicycle data was obtained and mapped at 100 locations throughout the NJTPA 

region in the first year of the Pedestrian Count Program. Consultant Assistance with Local Safety Program 

Studies/Analysis provided support in the development of 16 applications for the upcoming FY 2022 

LSP/HRRRP solicitation. 

South Jersey Transportation Planning Organization 

The South Jersey Transportation Planning Organization (SJTPO) is the MPO serving New Jersey’s four 

southernmost counties, including Atlantic, Cape May, Cumberland, and Salem. 

SJTPO has been actively advancing safety through both planning / engineering as well as safety education 

programs focused on user behavior. More information on SJTPO’s safety education programs, which have 

been active since 1998, are available at www.sjtpo.org/education. In addition to SJTPO’s ongoing efforts to 

advance safety projects via its $2 million HSIP line item, SJTPO has been focused on several efforts to extend 

substantive safety into more aspects of the transportation planning and engineering process. In 2020, SJTPO 

overhauled its Project Evaluation Process, adding a safety focus when looking all projects funded through 

SJTPO. That updated process was first utilized for the FY 2022-2031 Transportation Improvements 

Program(TIP). Earlier efforts began with Atlantic Avenue in Atlantic City, the top-ranked bicycle and pedestrian 

crash corridor in the region, which was originally submitted in 2019 for Design funds for repaving was rescoped 

with SJTPO guidance into a comprehensive safety assessment of the corridor. This project recently received a 

$10million dollar RAISE grant to advance a Road Diet. 

Other current and upcoming safety projects include three roundabout projects with two in Salem County, and 

one in Cumberland County, intersection signalization in the City of Vineland, as well as a series of complex 
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bicycle and pedestrian corridor safety projects at five locations, with two in Bridgeton, two in Millville, and one 

in Vineland based on the current Cumberland County Bicycle and Pedestrian Safety Action Plan effort. That 

SJTPO effort also identified a major project, the Chestnut Avenue Road Diet project, which exceeds the 

capacity of the Local Safety Program, and SJTPO is working with the City to identify appropriate funding 

sources. SJTPO is providing Design Assistance on two complex roundabout projects in Salem County and 

anticipates another similar effort for projects coming out of the Cumberland County Bicycle and Pedestrian 

Safety Action Plan effort in FY2023. 

Finally, a product of an extensive partnership between SJTPO, NJDOT, and FHWA-NJ, SJTPO will lead New 

Jersey in kicking off a major effort to engage in a two-year process to develop a series of Countywide Local 

Road Safety Plans, covering each of SJTPO’s four counties. 

Delaware Valley Regional Planning Commission 

The Delaware Valley Regional Planning Commission (DVRPC) serves four counties in southern New Jersey 

(Burlington, Camden, Gloucester and Mercer) and two cities (Camden and Trenton). DVRPC did not receive 

formal project applications in 2021 for the updated Local HSIP or HRRR Program but continued to assist 

member counties with project advancement. Status of ongoing local safety TIP/STIP projects are as follows: 

• Burlington County (CR 541/Stokes Rd. & CR 648/Willow Grove Rd.) systemic roundabout, authorized 

for PE in 1/2021, progressed toward FD authorization. Sicklerville Road (CR 705) and Erial Road (CR 

706) systemic roundabout authorized for FD in April of 2022.

• Mt. Ephraim Avenue corridor-wide pedestrian and bicycle safety improvements project (DB #D1914), 

City of Camden, progressed through PE: stakeholder meeting scheduled for 9/12/22, Local Officials 

Briefings scheduled for 10/10/22, Public Information Center scheduled for 11/7/22, environmental 

documents to NJDOT on 12/5/22.

• Mercer County Brunswick Circle Extension Roundabout at CR 583, US 206 (Princeton Ave) and CR 

645 (Brunswick Circle Extension) is slated for construction authorization in August 2022 

• Parkway Avenue (CR 634), Scotch Road (CR 611) to Route 31 (Pennington Road) in Mercer County 

should secure FD authorization in FFY23; utility issues and ongoing Right-of-Way acquisitions need to 

be resolved. 
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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. 

Under the FAST Act, NJ was apportioned approximately $60 million annually for the HSIP Program. This 

apportionment is distributed 50-60% to local roadways and 40-50% to state roads based on fatalities and 

serious injuries data. The local portion is distributed to the three (3) MPOs based on census data. Each MPO 

distributes HSIP funds into the different emphasis areas as described in the SHSP. The funds allocated to 

state roadways also get distributed into these different emphasis areas. 

NJDOT develops an annual safety investment strategy for all HSIP funded activities and projects. The annual 

investment strategy demonstrates the linkage between the objectives of the SHSP and the projects/programs 

being developed and implemented to ensure that the focus is on the most effective safety improvements. 

HSIP implementation steps for hot spot locations: 

• Planning: Verify the identified location with any of the existing Safety Management System (SMS) lists 

• Problem Identification: Identify the safety concerns 

• Problem Screening Process: Develop the data needed for consideration of the Problem Statement by 

the Capital Program Committee (CPC) 

• Concept Development: Includes the following - 

1. Verify that the project’s purpose and need is consistent with the identified safety concern and NJ most 

current SHSP 

2. Prepare an initial cost estimate for at least two Safety Design Alternatives 

3. If the identified infrastructure improvements are greater than $250,000 in cost then a Predictive Safety 

Analysis using the (HSM) will be required 

• Design, ROW and Construction 

• Post Construction Evaluation 

The Systemic projects follow a similar process, with the difference being the Problem Statements are planned 

based on the risk analysis or selected countermeasures. 

Where is HSIP staff located within the State DOT? 

 Planning
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How are HSIP funds allocated in a State? 

• Formula via MPOs

• SHSP Emphasis Area Data 

• Other-Network screening for high crash locations

The allocation of HSIP funds for local and state roads is based on network screening lists for high crash 

locations, or risk based analysis and countermeasure selection for systemic projects. In addition to the 

screening for the local roads (county and municipal owned roads), there is also a competitive application 

process through each MPO.

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

New Jersey provides opportunities for counties and municipalities to address safety concerns on their roadway 

systems through two program line items in the Statewide Transportation Improvement Program: 

1. Local Safety Program/High Risk Rural Roads Program, and 

2. HSIP Planning 

Additionally, some of the local projects are also included in the STIP as individually programmed line items. 

Local Safety Program/High Risk Rural Roads Program: 

Local Roadways are eligible for HSIP improvements through a competitive application process through their 

respective MPOs. All Local Roadways in New Jersey are covered by one of three MPOs – NJTPA, SJTPO, or 

DVRPC. NJDOT oversees the production of network screening lists for each of the MPO regions, including 

both County and Municipal owned roadways, which assist the MPOs in prioritizing their projects. 

The local Screening Lists for each MPO include: 

1. High Risk Rural Road Segment List 

2. Roadway Corridor Segment List 

3. Intersection List 

4. Pedestrian/Bicycle Corridor Segment List 

5. Pedestrian Corridor Segment List 

6. Pedestrian/Bicycle Intersection List 

7. Pedestrian Intersection List 

The screening lists reflect NJ's commitment to identify and address safety for all road users, especially 

vulnerable road users in response to FHWA Special Rules for NJ 

1. Older Driver and Pedestrian 

2. Vulnerable Road User 

The lists are shared through the MPOs with the local officials to assist in the selection of regional safety priority 

locations and develop, design and construct HSIP funded projects, improving safety along NJ's local 

roadways. 

HSIP Planning: 
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NJDOT collaborates with the MPOs and NJ FHWA as safety partners, and provides assistance in developing 

and updating network screening lists, systemic and systematic analyses, as needed. NJDOT has provided 

resources to the MPOs in developing the Local Safety Program applications, Network Screening Lists, 

Inventory and Safety Assessment of Horizontal Curves in New Jersey (including all roadways “Collector” or 

above), Cumberland Bicycle and Pedestrian Study and Road Safety Audits. 

NJDOT continues to support the MPOs as they embark on the development of countywide Local Road Safety 

Plans. NJDOT has also increased the support for Road Safety Audits along corridors selected using a data 

driven process and stakeholder engagement, and will be supporting the update of existing network screening 

lists in 2023. 

NJDOT will continue to support our MPOs in planning, developing and constructing systemic projects, such as 

Systemic Roundabout Program, High-Friction Surface Treatment, and others. 

NJDOT Safety Resource Center and Local Aid Resource Center continue to provide guidance related to 

technical information and funding needs. 

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

Bureaus, Divisions) are involved with HSIP planning.

• Design

• Local Aid Programs Office/Division

• Operations

• Planning

• Traffic Engineering/Safety

• Other-Environmental

• Other-Transportation Operations Systems & Support (Mobility Eng. and Operations Support)

• Other-Division of Project Management

• Other-Division of Capital Investment and Program Coordination

• Other-Bureau of Transportation Data and Support

• Other-Bureau of Structural and Railroad Engineering Services

• Other-Bureau of Multimodal Services

The HSIP Program is managed by the Bureau of Safety, Bicycle and Pedestrian Programs (BSBPP), which is 

part of Statewide Planning, through active and frequent coordination with internal and external stakeholders. 

Internal stakeholders are listed above. 

This coordination is critical for HSIP State portfolio to advance. 

Describe coordination with internal partners.

NJDOT's Bureau of Safety, Bicycle & Pedestrian Programs (BSBPP), under the Assistant Commissioner of 

Planning, Multimodal and Grants Administration (PMGA) is responsible for crash analysis, program 

development, HSIP administration and management, Complete Streets implementation, bicycle and pedestrian 

planning, update and implementation administration of the Strategic Highway Safety Plan and providing safety 

expertise during project development. Bureau of Transportation Data & Support (BTDS), also under the 

leadership of Assistant Commissioner of PMGA is responsible for gathering, verifying and sharing crash data. 

The Division of Project Management (DPM) under the Assistant Commissioner of Capital Program 

Management (CPM) is responsible for managing the projects generated through the capital project delivery 

process from Concept Development to Construction, seeking input from the subject matter experts in the 

Department. 
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New Jersey's HSIP Manual identifies the process for coordination and delivery of HSIP projects for roadways 

under state jurisdiction. This manual was updated in 2016. New Jersey plans on completing a revision to the 

HSIP Manual and Implementation Guide in CY 2023. 

Regular meetings are conducted between PMGA and staff from DPM to monitor and assist as the HSIP 

eligible projects move through project development to advertisement. Quarterly HSIP meetings with NJ FHWA, 

BSBPP, BTDS, DPM, Capital Investment and Program Coordination (CIPC), Bureau of Landscape, 

Architecture and Environmental Solutions, Division of Local Aid, Transportation Operation Systems & Support, 

Bureau of Structural and Railroad Engineering Services and other SME's are conducted, led by the Office of 

Assistant Commissioner, PMGA. 

NJDOT supports the advancement of projects under local jurisdiction by participating in the Technical 

Assistance Team for local safety projects. The Technical Assistance Team consists of NJDOT's Safety, 

Environmental, and Local Aid staff. NJDOT's Division of Local Aid, under the Assistant Commissioner of 

PMGA is responsible for coordinating with the MPOs in the selection, authorization and oversight of projects 

implemented on the local road network. 

BSBPP initiates problem statements following periodic review of the Safety Management System, participates 

in the project development providing SME support, including completion and review of HSM & crash analyses, 

participates in consultant selection process for HSIP eligible projects. 

The Bureau also provides SME services for safety and Complete Streets implementation on all active capital 

projects led by the Department, including providing Safety Management System information and crash 

analyses. 

Identify which external partners are involved with HSIP planning.

• FHWA

• Local Government Agency 

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

• Other-Federal Motor Carrier Safety Administration

• Other-New Jersey Association of Counties 

• Other-New Jersey Department of Education 

• Other-New Jersey Department of Health 

• Other-New Jersey Division of Highway Traffic Safety (NJ DHTS)

• Other-New Jersey Motor Vehicle Commission 

• Other-New Jersey State Association of Chiefs of Police

• Other-New Jersey State League of Municipalities 

• Other-New Jersey State Police

• Other-New Jersey TRANSIT

• Other-New Jersey Turnpike Authority 

• Other-Non-Profit Groups: AAA Mid-Atlantic, American Association of Retired Persons

• Other-Non-Profit Groups: Brain Injury Alliance of New Jersey, New Jersey Bicycle and Ped. Advisory 

Council

Each state is mandated by the U.S. Department of Transportation to develop a Strategic Highway Safety Plan 

(SHSP) to guide the allocation of safety funding and resources to reduce highway fatalities and serious injuries 

on public roadways. A SHSP is required by the Federal Highway Administration (FHWA) Highway Safety 

Improvement Program (HSIP) as a condition to utilize federal HSIP funds. In the development of the NJ 2020 

SHSP, NJDOT coordinated with about 200 different stakeholders as mentioned in the report available at 
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www.saferoadsforallNJ.com Of them, only a select few external partners are involved in the HSIP planning 

process. These partners are NJ FHWA, MPOs, Local Government agencies and Division of Highway Traffic 

Safety. 

Describe coordination with external partners.

NJDOT coordinates with all the MPOs, NJ Division of Highway Traffic Safety (DHTS) and NJ FHWA on a 

regular basis. 

The coordination includes discussion on Strategic Highway Safety Plan – development and implementation, 

development of Safety Targets and Strategic meetings on addressing safety concerns on New Jersey’s roads. 

NJDOT’s Division of Local Aid coordinates with the MPOs on a regular basis to ensure advancement of Local 

Safety Projects. Additional engagement opportunities also occur through the Horizontal Curve Inventory and 

Safety Assessment (Systemic Analysis) projects. NJDOT is also coordinating with MPOs in the development of 

Local Road Safety Plans. These engagements and collaboration opportunities will continue through the Safety 

Resource Center. BSBPP has coordinated with NJ FHWA in streamlining the delivery process, develop 

Concept Development Checklist for Horizontal Curve Sign Safety Program, and is exploring the use of 

innovative procurement methods, such as Job Order Contracting (Indefinite Delivery, Indefinite Quantity or 

ID/IQ). BSBPP will continue to coordinate, guide, and offer training and resources to local partners to develop 

more streamlined systemic safety projects through the Safety Resource Center and BSBPP’s HSIP Project 

Development & Support contract. 

Ongoing implementation of the NJ 2020 SHSP includes regular opportunities to engage a broad group of 

safety stakeholders throughout the State of New Jersey. Action teams meet quarterly to review and update 

progress and approximately 200 people are regularly engaged in the discussion. In addition, as the COVID-19 

pandemic wanes, NJDOT has plans to reconvene the Safety Summit to update and reactivate the engagement 

and collaboration with our safety partners. 

BSBPP will continue to engage with MPOs, Local Public Agencies and other external safety partners) to 

expand the opportunities of data collaboration with education institutions and research universities, hospitals 

and health institutions, advocates and advocacy groups, non-profit agencies, private and quasi-governmental 

agencies. 

BSBPP actively collaborated with MPOs to revise the Local Safety Application. Staff participates in the review 

of submitted applications and as a stakeholder in the Technical Review Committees for project selection. 

Quarterly HSIP meetings with NJ FHWA, BSBPP, Division of Local Aid, Division of Environmental Resources, 

and MPOs are conducted, led by the Office of Assistant Commissioner, PMGA. 

Additional coordination with local government agencies is done through the MPOs. The three MPOs provide 

extensive support and assistance to their subregions in regard to their safety projects. 

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

elaborate. 

New Jersey is monitoring crash trends over the last three years, and aligning resources and plans to mitigate 

the increase in fatalities and serious injury crashes. Toward this end, BSBPP staff is involved on all capital 

projects with a focus on integrating safety countermeasures. In addition, with encouragement from the NJDOT 

Commissioner, there is renewed focus on the NJ Complete Streets Policy. 
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Additionally, NJ’s commitment to Equity is exemplified by the three-pronged approach included in the NJ 

2020SHSP – Equity as a liaison on all Emphasis Area teams, Equity as its own Emphasis Area and Equity as 

the 5th E. 

Finally, the Assistant Commissioner of Planning, Multimodal and Grants Administration (PMGA) continues to 

conduct quarterly collaboration meetings with all three MPOs, Division of Project Management PMs, along with 

subject matter experts at the NJDOT. These meetings promote partnering with a focus on safety. NJDOT’s 

Division of Local Aid coordinates with the MPOs on a regular basis to ensure advancement of Local Safety 

Projects. 

Program Methodology

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

implementation and evaluation processes?

Yes

Select the programs that are administered under the HSIP.

• HRRR

• Intersection

• Local Safety

• Pedestrian Safety

• Roadway Departure

• Segments

• Other-Utility Pole Mitigation

In 2021, NJDOT made a few changes to the STIP programming, organization structure and implementation 

process. The changes are highlighted in BOLD and explained below. 

2021 STIP Programming for HSIP funds: 

1. Highway Safety Improvement Program Planning

2. Local Safety/High Risk Rural Roads Program

3. Motor Vehicle Crash Record Processing

4. Rail-Highway Crossing Program (RHCP) 

5. Utility Pole Mitigation Program 

6. Safety Programs 

In addition, some large projects are programmed as individual line items on the STIP. These large projects are 

funded with HSIP funds but are separated from the Programs and Sub-programs due to the size of the 

projects. These projects end up picking up the leftover funds from the programs already established. This way, 

a large project doesn’t utilize the whole amount of funds designated to one program. 

Furthermore, the criteria to include projects under the programs and sub-programs remains the same. 
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Rail-Highway Grade Crossing Program usually works within the RHC-FLEX line item in STIP. However, with 

FFY 2022, the Rail safety improvement projects have been funded adding HSIP funds to the Rail-Highway 

Grade Crossing Program. The details for the RHCP are included in the HSIP RHCP report that is submitted to 

FHWA separately. 

Safety Programs includes the following sub-programs: 

1. Pedestrian Improvement Program (including Bicycle Safety) 

2. Intersection Improvement Program 

3. Segment Improvement Program (Excluding at-intersection crashes) 

4. Crash Reduction Programs for Roadway Departure and Fixed Object crashes. 

Program: HRRR

Date of Program Methodology:9/16/2005

What is the justification for this program? 

• Other-HRRRP is part of Local Safety Program

What is the funding approach for this program? 

Other-HRRRP funding is part of Local Safety Funding

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Functional classification

• Other-Rural

What project identification methodology was used for this program? 

• Equivalent property damage only (EPDO 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?

• Competitive application process

• selection committee

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

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

Enter either the weights or numerical rankings. If weights are entered, the sum must 
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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:20

Ranking based on net benefit:60

Other-Project to address established safety problem as shown through crash history, risk-based 

(systemic) :20

Total Relative Weight:100

The HRRR Program focuses on reducing fatalities. The identification of locations along rural roadways with 

safety concerns is based on historical crash trends. 

Rural roads are characterized by lower traffic volumes, leading to lesser number of crashes and an even 

smaller subset of severe crashes. Therefore, it is important for New Jersey to identify the location with a 

historical trend of high number of total crashes. 

The severity of the historical trends is captured by the Equivalent Property Damage Only (EPDO) 

methodology. 

The HRRR methodology has changed to: 

Federal rules require that states define High Risk Rural Roads (HRRR) in conjunction with the NJ 2020 SHSP. 

Safety improvements on roads that meet the state’s definition of a HRRR may be eligible for federal HRRR 

Program funds. First, to be eligible as a HRRR, the road segment must have a functional classification as 

either a rural major collector, a rural minor collector, or a rural local road. In addition to the classification, to 

qualify for HRRR funds, a data-driven analysis must identify the road segment as having significant safety 

risks. The FHWA directs that each state develops its own methodology for identifying segments with significant 

safety risks with FHWA approval. 

New Jersey’s approved methodology for identifying a road segment as a HRRR is that the rural road segment 

must demonstrate fatal and incapacitating injury crashes per mile higher than the average for the segment on 

rural roadways with similar geometric features (Also known as homogeneous segments, defined based on a 

variety of factors, such as functional class, speed limit, two-lane versus multilane, etc.). Rural major or minor 

collector segments and local road segments with similar roadway geometric features are referred to as peer 

groups. The number of fatal and incapacitating injuries for a particular segment are compared to the average 

number of fatal and incapacitating injuries for peer group segments within the same metropolitan planning 

organization boundary to determine if the segment in question exceeds the average for the peer group. 

Segments that exceed the average for the peer group are classified as having a significant safety risk and 

thus, a HRRR segment. 

High risk locations may also be identified through other means such as field reviews, safety assessments, 

Road Safety Audits, and local knowledge and experience. Using information from observations in the field can 

identify high risk locations that may not be identified through data analysis or by identifying roadway 

characteristics. High risk rural roadway characteristics that are correlated with specific severe crash types such 

as cross-section width, lack of shoulders, substandard alignment, and hazardous roadside may be considered 

for systemic improvements across multiple HRRR segments. Systemic treatments generally involve the 

widespread implementation of low-cost safety countermeasures such as rumble strips, high friction surface 

treatment on high-risk curves, and back plates with retroreflective borders on traffic signals to increase 

visibility. NJDOT assessed 5,704 individual rural road segments in 2018. Of those, 41 segments were 

identified as HRRR in the South Jersey Transportation Planning Organization Region across Atlantic, Cape 

May, Cumberland, and Salem counties; 54 HRRR segments were identified in the North Jersey Transportation 
2022 New Jersey Highway Safety Improvement Program

Page 15 of 58

Planning Authority region across Hunterdon, Monmouth, Morris, Ocean, Somerset, Sussex, and Warren 

counties; and 17 HRRR segments were identified in the Delaware Valley Regional Planning Commission 

region across Burlington, Gloucester, Mercer, and Camden counties. 

Program: Intersection

Date of Program Methodology:1/1/2015

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

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

What project identification methodology was used for this program? 

• Equivalent property damage only (EPDO Crash frequency)

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-Using the ranking to identify priorities, NJDOT selects and implements projects.

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 net benefit:1

Cost Effectiveness:1
2022 New Jersey Highway Safety Improvement Program

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The HSIP Programs are focused on reducing fatalities and serious injuries. The identification of a hotspot 

location is based on the historical crash trends. 

Crashes are stochastic events with the severity of a crash dictated by variables and circumstances that are 

complex behavioral integrated models. . From year to year, the number of crashes at a site will randomly 

fluctuate up and down. Overtime, this random fluctuation will balance out to what can be considered the longterm expected average number of crashes at the site. This statistical phenomenon, known as regression-tothe-mean, needs to be accounted for in the analysis as a site might be selected for study because the annual 

number of crashes was higher than usual due to the random fluctuation in the data. Conversely, a site that 

should be selected might be overlooked due to an unusually low number of annual crashes. 

These are some of the reasons why, as safety practitioners, New Jersey chooses to identify the locations using 

all crashes. The severity of the historical trends is captured by the Equivalent Property Damage Only (EPDO) 

methodology. Our network screening lists have been revised recently to help us identify locations with high 

EPDO scores. 

Program: Local Safety

Date of Program Methodology:9/16/2005

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

• Other-60% of NJ’s injury and fatality events occur on local roadways 

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

What project identification methodology was used for this program? 

• Equivalent property damage only (EPDO 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?

• Competitive application process

• Other-Priority given to State's focus areas
2022 New Jersey Highway Safety Improvement Program

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• selection committee

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

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

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

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

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

Relative Weight in Scoring

Available funding:20

Ranking based on net benefit:60

Other-Project to address established safety problem as shown through crash history, risk-based 

(systemic) analysis and/or local roadway knowledge:20

Total Relative Weight:100

The HSIP Programs are focused on reducing fatalities and serious injuries. The identification of a hotspot 

location is based on the historical crash trends. 

Crashes are stochastic events, and the severity of the crash is dictated by variables and circumstances that 

are complex behavioral integrated models. From year to year, the number of crashes at a site will randomly 

fluctuate up and down. Overtime, this random fluctuation will balance out to what can be considered the longterm expected average number of crashes at the site. This statistical phenomenon, known as regression-tothe-mean, needs to be accounted for in the analysis as a site might be selected for study because the annual 

number of crashes was higher than usual due to the random fluctuation in the data. Conversely, a site that 

should be selected might be overlooked due to an unusually low number of annual crashes. 

These are some of the reasons why, as safety practitioners, New Jersey chooses to identify the locations using 

all crashes. The severity of the historical trends is captured by the Equivalent Property Damage Only (EPDO) 

methodology. The local network screening lists have been revised recently to help identify locations with high 

EPDO scores. 

Program: Pedestrian Safety

Date of Program Methodology:9/16/2011

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-Pedestrian Crashes • Other-NJ is a pedestrian focus 

state
2022 New Jersey Highway Safety Improvement Program

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What project identification methodology was used for this program? 

• Equivalent property damage only (EPDO Crash frequency)

• Other-Pedestrian generators

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-Using the ranking to identify priorities, NJDOT selects and implements projects.

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 net benefit:1

Other-FHWA Ped Focus State:1

This program includes Pedestrian and Bicycle Safety. 

The HSIP Programs are focused on reducing fatalities and serious injuries. The identification of a hotspot 

location is based on the historical crash trends. 

Crashes are stochastic events, and the severity of the crash is dictated by variables and circumstances that 

are complex behavioral integrated models. From year to year, the number of crashes at a site will randomly 

fluctuate up and down. Overtime, this random fluctuation will balance out to what can be considered the longterm expected average number of crashes at the site. This statistical phenomenon, known as regression-tothe-mean, needs to be accounted for in the analysis as a site might be selected for study because the annual 

number of crashes was higher than usual due to the random fluctuation in the data. Conversely, a site that 

should be selected might be overlooked due to an unusually low number of annual crashes. 

These are some of the reasons why, as safety practitioners, New Jersey chooses to identify the locations using 

all crashes. The severity of the historical trends is captured by the Equivalent Property Damage Only (EPDO) 

methodology. Our network screening lists have been revised recently to help us identify locations with high 

EPDO scores. 

Program: Roadway Departure

Date of Program Methodology:9/16/2008

What is the justification for this program? 
2022 New Jersey Highway Safety Improvement Program

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• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

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 • Lane miles • Roadside features

• Other-Horizontal Curvature

What project identification methodology was used for this program? 

• Equivalent property damage only (EPDO Crash frequency)

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-Sites identified based on methodology developed for systemic treatment for roadway 

departure crashes

• Other-Using the ranking to identify priorities, NJDOT selects and implements projects 

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 net benefit:1

The HSIP Programs are focused on reducing fatalities and serious injuries. The identification of a hotspot 

location is based on the historical crash trends. 

Crashes are stochastic events, and the severity of the crash is dictated by variables and circumstances that 

are complex behavioral integrated models. From year to year, the number of crashes at a site will randomly 

fluctuate up and down. Overtime, this random fluctuation will balance out to what can be considered the longterm expected average number of crashes at the site. This statistical phenomenon, known as regression-tothe-mean, needs to be accounted for in the analysis as a site might be selected for study because the annual 

number of crashes was higher than usual due to the random fluctuation in the data. Conversely, a site that 

should be selected might be overlooked due to an unusually low number of annual crashes. 
2022 New Jersey Highway Safety Improvement Program

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These are some of the reasons why, as safety practitioners, New Jersey chooses to identify the locations using 

all crashes. The severity of the historical trends is captured by the Equivalent Property Damage Only (EPDO) 

methodology. Our network screening lists have been revised recently to help us identify locations with high 

EPDO scores. 

Program: Segments

Date of Program Methodology:2/1/2016

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

• FHWA focused approach to safety

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

• Lane miles

What project identification methodology was used for this program? 

• Equivalent property damage only (EPDO Crash frequency)

• Other-Exposure is taken into consideration

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-Using the ranking to identify priorities, NJDOT selects and implements projects 

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 net benefit:1
2022 New Jersey Highway Safety Improvement Program

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Cost Effectiveness:1

The HSIP Programs are focused on reducing fatalities and serious injuries. The identification of a hotspot 

location is based on the historical crash trends. 

Crashes are stochastic events, and the severity of the crash is dictated by variables and circumstances that 

are complex behavioral integrated models. . From year to year, the number of crashes at a site will randomly 

fluctuate up and down. Overtime, this random fluctuation will balance out to what can be considered the longterm expected average number of crashes at the site. This statistical phenomenon, known as regression-tothe-mean, needs to be accounted for in the analysis as a site might be selected for study because the annual 

number of crashes was higher than usual due to the random fluctuation in the data. Conversely, a site that 

should be selected might be overlooked due to an unusually low number of annual crashes. 

These are some of the reasons why, as safety practitioners, New Jersey chooses to identify the locations using 

all crashes. The severity of the historical trends is captured by the Equivalent Property Damage Only (EPDO) 

methodology. Our network screening lists have been revised recently to help us identify locations with high 

EPDO scores. 

Program: Other-Utility Pole Mitigation

Date of Program Methodology:10/1/2015

What is the justification for this program? 

• Other-To mitigate some of the Lane Departure crashes involving a utility pole

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-Fixed Object crashes • Roadside features

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?

No

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

How are projects under this program advanced for implementation?

• Other-by ranking
2022 New Jersey Highway Safety Improvement Program

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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

Other-Field investigation:1

What percentage of HSIP funds address systemic improvements?

 4

 HSIP funds are used to address which of the following systemic 

improvements? 

• Other-Rail-Highway Grade Crossing

• Other-Systemic Roundabout Pilot Program

See attached calculations in the file called "Q#16, 23, 29 Obligated Funds"

What process is used to identify potential countermeasures? 

• Crash data analysis

• Engineering Study

• Road Safety Assessment

• SHSP/Local road safety plan

• Stakeholder input

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

• Other-Systemic Risk Analysis

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes

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

Yes. (Wrong Way Driving, Pedestrian Safety Systems etc.) NJDOT has identified an opportunity through its 

HSIP Implementation Plan, to coordinate with Traffic Operations Systems & Support (TOS&S) on integrating 

ITS deployments into specified safety projects and to utilize Dynamic Message Signs (DMS) for messaging 

opportunities to inform the public about real-time road safety issues. NJDOT is exploring installing Wrong Way 

Driving mitigation systems and Pedestrian Detection Systems.

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 is a helpful tool used to assess and prioritize HSIP investments. HSM analysis quantifies safety 

performance. It is used to evaluate different safety improvement alternatives, with every effort made to select 
2022 New Jersey Highway Safety Improvement Program

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the alternative with benefit cost ratio greater than 1.0, subject to the constraints presented for calculating 

pedestrian safety benefits.

The NJ HSIP Manual requires that HSM Analysis be performed and approved for at least three alternatives 

during concept development for a project to be considered for HSIP funding eligibility. The HSM analysis is one 

of the key variables in the selection of a Preliminary Preferred Alternative (PPA).

NJDOT has developed New Jersey-specific calibration factors that are applied to currently used HSM Safety 

Performance Functions (SPF) in accordance with calibration guidance in the HSM. These calibration factors 

have been used for all HSM Analyses submitted since September 2020. Their applicability will be reviewed 

after the release of HSM, 2nd Edition.

NJDOT has hosted multiple HSM training courses for HSM Analysis with participation from NJDOT and MPO 

staff, and consultants. In 2022, NJDOT with support from FHWA NJ and FHWA Resource Center will host 

beginner, intermediate and advanced trainings. 

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

elaborate.

NJDOT has initiated the revision and update of the 2016 HSIP Manual. This will be accomplished through 

active participation of key stakeholders. 

NJDOT proposes to complete the revision of the Network Screening Lists in 2023. 

NJDOT has revised the Capital Project Delivery Process that included three additional activities to align with 

the HSIP Program delivery. The following are the activities added to the Capital Project Delivery Process:

1. Conduct HSM Analysis

2. HSM Analysis Review

3. Eligibility Approval 

A Limited Scope Concept Development (LSCD) Checklist for Regional Horizontal Curve Sign Program has 

been developed and approved. The LSCD Checklist will help in reducing the delivery time for the horizontal 

curve sign projects, enabling NJ to build a shelf of construction ready projects. 

Additionally, NJDOT engaged with new internal partners from Division of Project Management to successfully 

implement the first split funded project using HSIP funds. 

Quarterly HSIP performance meetings are held to review progress with an enterprise warehouse support team 

that provides data for project and senior managers to review the status of the capital HSIP Safety Portfolio. It is 

the goal to include local safety projects in the portfolio in the future. NJDOT has created a program dashboard 

that provides information regarding project implementation and the overall program delivery process.
2022 New Jersey Highway Safety Improvement Program

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Project Implementation

Funds Programmed 

Reporting period for HSIP funding.

Calendar Year

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $56,437,750 $56,728,846 100.52%

HRRR Special Rule (23 

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

$0 $0 0%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$0 $0 0%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$342,750 $2,153,000 628.15%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $0 $0 0%

Totals $56,780,500 $58,881,846 103.7%

Being that the reporting period is Calendar Year 2021, the programmed funds are calculated as follows: 3⁄4 of 

the programmed funds for FFY 2021 plus 1⁄4 of the programmed funds for FFY 2022. Programmed values are 

based on the 2020-2029 STIP and amendments for FY 22 from the e-STIP. $0 has been authorized in 

Calendar Year 2021 under the HRRR. Approximately $4.100 million for CY 22 and $0.568 million for CY 23 are 

programmed to be authorized under HRRR so far. It has been determined that the HRRR Special Rule does 

not apply to New Jersey for 2022. Attached are the following supporting documents: 1. “Q#16,23,29 Obligated 

Funds” showing the calculations for obligated funds for: Total HSIP, HRRRP, Non-Infrastructure, Local 

Projects, and Systemic Improvements. 2. “Q#23 Programmed Funds” showing the calculations for the 

Programmed funds. The file has two tabs. 

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

safety projects? 

$21,827,250

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

$19,762,000

Being that the reporting period is Calendar Year 2021, the programmed funds were calculated by taking 3⁄4 of 

the programmed funds in the STIP for the FFY 2021 plus 1⁄4 of the programmed funds for FFY 2022 as follows: 

(3/4) of the programmed funds for FFY 21 + (1/4) of the programmed funds for FFY 22 
2022 New Jersey Highway Safety Improvement Program

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(3/4) * 22,000,000+ (1/4) * 21,309,000= 21,827,250 

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

$8,750,000

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

$15,030,846

The STIP Programming is based on the Federal Fiscal Year (FFY) and the HSIP Annual Report is based on 

the Calendar Year (CY). This creates challenges in understanding and reporting on the programming . For the 

purposes of the calculations, the programming is reported as 3⁄4 of the programmed funds in the STIP for FFY 

2021 and 1⁄4 of the programmed funds for FFY 2022. However, this does not provide a complete picture, as all 

the FFY 2022 programmed funds are available for obligation in October (which is technically still CY 2021). 

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

There were no transfers. 

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

the future. 

STIP Programs Programmed amounts Vs. (Obligated amounts) 

1) Highway Safety Improvement Program Planning $6.250 M ($8.227 M) 

2) Motor Vehicle Crash Record Processing $2.500 M ($6.804 M) 

3) Safety Programs $16.327 M ($24.089 M, including individually programmed projects in the STIP) 

4) Local Safety/ High Risk Rural Roads Program $21.827 M ($19.762 M) 

5) Utility Pole Mitigation $0.175 M ($0.000 M) 

Usually, NJDOT has no impediments to obligate non-infrastructure funds under HSIP Planning and under 

Motor Vehicle Crash Record Processing and the year 2021 was not different in that respect. 

Regarding State roadway projects, under Safety Programs and individually programmed in the STIP, all the 

programmed funds have been obligated. 

Local projects usually do not have major impediments to fully obligate the apportioned HSIP funds. In 2021 

90% of the programmed funds have been obligated. 

The Utility Pole Mitigation Program authorized none of its programmed funds in 2021. The NJDOT and the 
2022 New Jersey Highway Safety Improvement Program

Page 26 of 58

DAG’s Office have reached an agreement to address some concerns and it is expected that HSIP funds will be 

used for the Utility Pole Mitigation Program next year. 

New Jersey did not meet or make significant progress in meeting its 2021 safety targets requiring NJDOT to 

develop and submit HSIP Implementation Plan to FHWA. While working on the 2022 ASR, NJDOT was also 

developing the HSIP Implementation Plan. As part of the HSIP Implementation Plan, NJDOT outlined Program 

Opportunities and HSIP Action Plan for FFY 2023. Some of the opportunities outlined in the HSIP 

Implementation Plan include the following: 

· Continue collaborating and educating internal and external partners on the Safe System Approach. 

· Increase the implementation of pedestrian and bicycle infrastructure projects with a focus on underserved 

communities. 

· Manage consultant services for the Safety Resource Center to continue to implement and evaluate the NJ 

2020 SHSP and other safety initiatives. 

· Conduct regular Safety Summits to continue engagement with stakeholders on safety concerns and the 

status and progress of the SHSP actions and goals and continue to build partnerships for future plans and 

initiatives. 

· Incorporate Older Drivers into the current SHSP Emphasis Areas instead of waiting until the next SHSP 

cycle, which is 2025. 
2022 New Jersey Highway Safety Improvement Program

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General Listing of Projects 

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

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

2022 Staff Work 

Program - 

Safety 

(Planning)

$2922846 $2922846 HSIP (23 

U.S.C. 148)

N/A N/A 0 Statewide 

Planning

Statewide 

Planning

SHSP 

(Extension) 

(Planning)

$500000 $500000 HSIP (23 

U.S.C. 148)

N/A N/A 0 Statewide 

Planning

Statewide 

Planning

Safety 

Resource 

Center, Task 

Order 1 

(Planning)

$750000 $750000 HSIP (23 

U.S.C. 148)

N/A N/A 0 Statewide 

Planning

Statewide 

Planning

HSIP Program 

and Project 

Development 

Support - 

Statewide, Task 

Order 1-4 

(Planning)

$1023000 $1023000 HSIP (23 

U.S.C. 148)

N/A N/A 0 Statewide 

Planning

Statewide 

Planning

2022 MV Crash 

Records 

(Planning)

$6804000 $6804000 HSIP (23 

U.S.C. 148)

N/A N/A 0 Statewide 

Planning

Statewide 

Planning

2022 Staff Work 

Program - 

Railroad 

Engineering 

(Planning)

$2645000 $2645000 HSIP (23 

U.S.C. 148)

N/A N/A 0 Statewide 

Planning

SJTPO - 

Cumberland 

County Ped & 

Bike Action Plan 

Extension 

(Planning)

Miscellaneous Local road safety plans 1 Plan $57000 $57000 HSIP (23 

U.S.C. 148)

Multiple/Varie

s

Multiple/Varies 0 Includes 

SJTPO, 

County, and 

Municipalities

Local interest, 

manageable 

location (few 

large 

municipalities)

, great buy-in 

by County 

Engineer

Pedestrians 

and 

Bicyclists

Strengthen 

Complete 

Streets 

Implementatio

n by state, 

county, and 

municipal 

governments.

RR - Cedar 

Avenue 

Middlesex 

Facility Study 

(Planning)

Railroad grade 

crossings

Railroad grade crossings - 

other

1 feasibility 

report

$329000 $329000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther9,000 35 City or 

Municipal 

Highway 

Agency

Spot railroads other users
2022 New Jersey Highway Safety Improvement Program

Page 28 of 58

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

RR - DVRPC - 

Jefferson Street 

RR Crossing - 

1063300 (CON)

Railroad grade 

crossings

Crossing warning signs 

and pavement marking 

improvements

1 upgraded 

railroad 

crossing

$433000 $433000 RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

Urban Local Road or 

Street

2,000 25 City or 

Municipal 

Highway 

Agency

Systemic railroads other users

RR - NJTPASquankum AVe 

(CR547) RR 

Crossing - 

0547300 (CON)

Railroad grade 

crossings

Crossing warning signs 

and pavement marking 

improvements

1 upgraded 

railroad 

crossing

$510000 $510000 RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

Urban Local Road or 

Street

2,000 25 City or 

Municipal 

Highway 

Agency

Systemic railroads other users

RR - NJTPA - 

Main Street RR 

Crossing - 

0527303 (CON)

Railroad grade 

crossings

Crossing warning signs 

and pavement marking 

improvements

1 upgraded 

railroad 

crossing

$143000 $143000 RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

Urban Principal ArterialOther9,000 50 County 

Highway 

Agency

Systemic railroads other users

RR - NJTPA - 

Milos Way RR 

Crossing - 

1419300 (CON)

Railroad grade 

crossings

Crossing warning signs 

and pavement marking 

improvements

1 upgraded 

railroad 

crossing

$417000 $417000 RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

Urban Local Road or 

Street

2,000 25 Town or 

Township 

Highway 

Agency

Systemic railroads other users

RR - South 

Avenue RailHighway Grade 

Crossing - 

1402300 (CON)

Railroad grade 

crossings

Crossing warning signs 

and pavement marking 

improvements

1 upgraded 

railroad 

crossing

$261000 $261000 RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

Urban Local Road or 

Street

2,000 25 Town or 

Township 

Highway 

Agency

Systemic railroads other users

RR - Wheat Rd 

(CR 619) RailHighway Grade 

Crossing - 

0619342 (CON)

Railroad grade 

crossings

Crossing warning signs 

and pavement marking 

improvements

1 upgraded 

railroad 

crossing

$389000 $389000 RHCP (for 

HSIP 

purposes) 

(23 U.S.C. 

130(e)(2))

Urban Local Road or 

Street

2,000 25 Town or 

Township 

Highway 

Agency

Systemic railroads other users

Rt 66, Jumping 

Brook Rd to 

Bowne 

Rd/Wayside Rd 

(ROW)

Intersection 

geometry

Intersection geometry - 

other

2 Intersection

s

$5280000 $5280000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther25,00

0

50 State 

Highway 

Agency

Spot Intersection

s

Focus efforts to 

improve safety 

at signalized 

and 

unsignalized 

intersections 

on Route 66 

(State 

Highway). 

Route US 30 

and Somerdale 

Road (CR 678) 

(PE)

Intersection 

geometry

Intersection geometry - 

other

1 Intersection

s

$1124000 $1124000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther42,33

2

40 State 

Highway 

Agency

Spot Intersection

s

Focus efforts to 

improve safety 

at signalized 

and 

unsignalized 

intersections
2022 New Jersey Highway Safety Improvement Program

Page 29 of 58

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

RT US 130 and 

Georges Road 

(CR 679) / 

Wheeling Road 

(FD)

Intersection 

traffic control

Intersection traffic control - 

other

1 Intersection

s

$1215000 $1215000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther33,59

4

55 State 

Highway 

Agency

Systemic Intersection

s

Improvements 

to reduce the 

injury and 

severity of 

distracted and 

aggressive 

driving 

crashes; 

specifically 

run-road and 

intersection 

type crashes.

RT 46, 

Pequannock St 

to West main St, 

MP 38.26-

39.82, Dover 

Town/Rockawa

y Twp, Morris 

Co (PE)

Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

22 Intersection

s

$1487000 $1487000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther20,09

6

40 State 

Highway 

Agency

Spot Pedestrian 

and 

bicyclists

Develop a plan 

to improve 

integration of 

pedestrian and 

bicyclist safety 

concerns in the 

NJDHTS 

Highway 

Safety Plan.

NJ 82, Caldwell 

to Lehigh Ave 

(utilities)

Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

40 Intersection

s

$401000 $401000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther35,86

4

40 State 

Highway 

Agency

Spot Pedestrians Develop a plan 

to improve 

integration of 

pedestrian and 

bicyclist safety 

concerns in the 

NJDHTS 

Highway 

Safety Plan.

NJ 82, Caldwell 

to Lehigh Ave 

(CON)

Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

40 Intersection

s

$1327100

0

$1327100

0

HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther35,86

4

40 State 

Highway 

Agency

Spot Pedestrians Develop a plan 

to improve 

integration of 

pedestrian and 

bicyclist safety 

concerns in the 

NJDHTS 

Highway 

Safety Plan.

Rt 30, 

Gibbsboro Rd 

(CR 686) (PE)

Intersection 

geometry

Intersection geometry - 

other

1 Intersection

s

$1311000 $1311000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther24,00

0

45 State 

Highway 

Agency

Spot Intersection

s

Focus efforts to 

improve safety 

for 

pedestrians, 

bicyclist, and 

motor vehicles 

at signalized 

intersection, 

and reducing 

left turn vehicle 

crashes.
2022 New Jersey Highway Safety Improvement Program

Page 30 of 58

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

SJTPO - 

Garden Road & 

Mill Road Traffic 

Signalization 

(CON+INSP)

Intersection 

traffic control

Modify control – new traffic 

signal

1 Intersection

s

$661000 $661000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 12,07

9

25 City or 

Municipal 

Highway 

Agency

Spot Intersection

s

Focus efforts to 

reduce right 

angle and left 

turn crashes at 

high-risk 

signalized and 

unsignalized 

intersections

on all roads.

SJTPO - 

Garden Road & 

Mill Road Traffic 

Signalization 

(supplemental 

CON)

Intersection 

traffic control

Modify control – new traffic 

signal

1 Intersection

s

$2072000 $2072000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 12,07

9

25 City or 

Municipal 

Highway 

Agency

Spot Intersection

s

Focus efforts to 

reduce right 

angle and left 

turn crashes at 

high-risk 

signalized and 

unsignalized 

intersections

on all roads.

NJTPA - 

Newark - Broad 

Street Phase II 

(CON+INSP)

Intersection 

traffic control

Systemic improvements – 

signal-controlled

5 Intersection

s

$4937000 $4937000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther37,18

0

25 City or 

Municipal 

Highway 

Agency

Spot Intersection

s

Improve 

signalized and 

unsignalized 

intersections 

that are at high 

risk for 

pedestrian 

fatalities and 

serious 

injuries.

NJTPA -Newark 

- Bergen St - 

Ped Safety 

Corridor 

Improvements 

(RSA) 

(CON+INSP)

Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

3 Intersection

s

$3108000 $3108000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 27,01

0

25 City or 

Municipal 

Highway 

Agency

Spot Intersection

s

Improve 

signalized and 

unsignalized 

intersections 

that are at high 

risk for 

pedestrian 

fatalities and 

serious 

injuries.

NJTPA - JC - 

Marin Blvd - 

Corridor and 7 

intersections 

(FD)

Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

10 Intersection

s

$582000 $582000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 13,95

0

25 City or 

Municipal 

Highway 

Agency

Spot Bicyclists Improve 

signalized and 

unsignalized 

intersections 

that are at high 

risk for 

pedestrian 

fatalities and 

serious 

injuries.
2022 New Jersey Highway Safety Improvement Program

Page 31 of 58

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

NJTPA - Union - 

East Front 

Street (CR 620) 

- 3 intersections 

(CON+INSP)

Intersection 

traffic control

Modify traffic signal – 

modernization/replacemen

t

3 Intersection

s

$1655000 $1655000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 9,340 30 County 

Highway 

Agency

Spot Intersection

s

Focus efforts to 

reduce right 

angle and left 

turn crashes at 

high-risk 

signalized and 

unsignalized 

intersections 

on all roads.

NJTPA - 

Monmouth - 

Leonardville 

Road & East 

Road - 

intersection 

upgrades 

(ROW)

Intersection 

traffic control

Modify traffic signal – 

modernization/replacemen

t

1 Intersection

s

$116000 $116000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 10,56

0

35 County 

Highway 

Agency

Spot Intersection

s

Focus efforts to 

reduce right 

angle and left 

turn crashes at 

high-risk 

signalized and 

unsignalized 

intersections 

on all roads.

NJTPA - Ocean 

– Cedar Bridge 

Ave. (CR 528) 

from MLK Drive 

to Vine 

(CON+INSP)

Pedestrians and 

bicyclists

Medians and pedestrian 

refuge areas

5 Intersection

s

$2223000 $2223000 HSIP (23 

U.S.C. 148)

Urban Major Collector 26,09

0

40 County 

Highway 

Agency

Spot Intersection

s

Improve 

signalized and 

unsignalized 

intersections 

that are at high 

risk for 

pedestrian 

fatalities and 

serious 

injuries.

NJTPA - 

Middlesex – 

Main Street (CR 

531) Metuchen 

(FD)

Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

1.04 Miles $543000 $543000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 15,17

0

30 County 

Highway 

Agency

Spot Pedestrians Improve 

signalized and 

unsignalized 

intersections 

that are at high 

risk for 

pedestrian 

fatalities and 

serious 

injuries.

NJTPA - Union – 

East Front 

Street, 7th 

Street (FD)

Intersection 

traffic control

Modify traffic signal – 

modernization/replacemen

t

5 Intersection

s

$218000 $218000 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 9,340 30 County 

Highway 

Agency

Spot Intersection

s

Focus efforts to 

reduce right 

angle and left 

turn crashes at 

high-risk 

signalized and 

unsignalized 

intersections 

on all roads.
2022 New Jersey Highway Safety Improvement Program

Page 32 of 58

PROJECT 

NAME

IMPROVEMEN

T CATEGORY SUBCATEGORY OUTPUTS

OUTPUT 

TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGOR

Y

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATIO

N

AADT SPEE

D

OWNERSHI

P

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

NJTPA - Ocean 

-New Central 

Ave (CR31) and 

North Hope 

Chapel Rd (CR 

639) 

Roundabout 

(FD)

Intersection 

traffic control

Modify control – Modern 

Roundabout

1 Intersection

s

$399000 $399000 HSIP (23 

U.S.C. 148)

Urban Major Collector 4,040 40 County 

Highway 

Agency

Systemic Intersection

s

Focus efforts to 

reduce right 

angle and left 

turn crashes at 

high-risk 

signalized and 

unsignalized 

intersections 

on all roads.

SJTPO - 

Cumberland 

County Pilot 

Roundabout 

(West Park 

Drive) (ROW)

Intersection 

traffic control

Modify control – Modern 

Roundabout

1 Intersection

s

$88000 $88000 HSIP (23 

U.S.C. 148)

Urban Major Collector 9,500 50 County 

Highway 

Agency

Systemic Intersection

s

Focus efforts to 

reduce right 

angle and left 

turn crashes at 

high-risk 

signalized and 

unsignalized 

intersections

on all roads.

DVRPC - Mount 

Ephraim 

Avenue Safety 

Improvements, 

Ferry Avenue 

(CR 603) to 

Haddon Avenue 

(CR 561) (PE)

Pedestrians and 

bicyclists

Pedestrians and bicyclists 

– other

1.5 Miles $1007000 $1007000 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther8,511 35 County 

Highway 

Agency

Spot Pedestrians Implementatio

n and Equity in 

Highway 

Safety 

Investment

Attached is a file called "Q#29 Obligated Funds" with calculations for: 

· Total HSIP authorizations 

· HRRRP authorizations 

· Non-infrastructure authorizations 

· Local authorizations 

· Systemic authorizations 

· State roadway authorizations (CPM) 

HSIP Project cost = HSIP authorization amount that occurred in calendar year 2020 for the phase being reported 

TOTAL Project cost = Total authorization amount that occurred in calendar year 2020 including other funds used for the phase being reported. 

In this case, all HSIP Project cost = TOTAL Project cost. 

Some cells are blank because have multiple answers or because the question does not apply for the listed authorization. 

Non-Federal Match – Toll Credit 
2022 New Jersey Highway Safety Improvement Program

Page 33 of 58

Toll Credits were created in the Transportation Equity Act for the 21st Century(TEA-21), and are to be used as credits toward the non-federal matching share of programs authorized by Title 23 (except for the emergency relief program) 

and for transit programs authorized by Chapter 53 of Title 49.

The amount of credit earned is based on revenues generated by the toll authority (i.e., toll receipts, concession sales, right-of-way leases or interest), including borrowed funds (i.e., bonds, loans) supported by this revenue stream, that 

are used by the toll authority to build, improve or maintain highways, bridges and/or tunnels that serve interstate commerce. The federal government has allowed state and local governments to use toll credits as part of the local matching 

funds in regard to transit grants. This allowance results from the recognition that different modes of transportation are interconnected. Capital expenditures to reduce congestion in a particular corridor benefit all modes of transportation in 

that corridor, be they automobiles, transit buses, or a rail system.

With the assumption that federal funds apportionments will continue to remain flat and a steady or increasing request for additional credits will continue, there is an expectation for the available balance of toll credits to accrue over the next 

10 years. With new credits outpacing usage, New Jersey expects to have sufficient toll credits to continue to utilize the soft match of federal funds over the entire 10 year plan.
2022 New Jersey Highway Safety Improvement Program

Page 34 of 58

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 542 556 561 602 624 563 559 584 703

Serious Injuries 1,134 990 1,138 1,019 1,137 1,284 3,047 2,904 3,166

Fatality rate (per 

HMVMT)

0.730 0.740 0.740 0.780 0.810 0.730 0.710 0.880 0.940

Serious injury rate (per 

HMVMT)

1.520 1.320 1.510 1.330 1.470 1.660 3.900 4.380 4.250

Number non-motorized 

fatalities

143 179 188 181 200 191 187 191 247

Number of nonmotorized serious 

injuries

209 179 205 205 202 234 630 550 650
2022 New Jersey Highway Safety Improvement Program

Page 35 of 58

0

100

200

300

400

500

600

700

800

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

500

1000

1500

2000

2500

3000

3500

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Serious Injuries

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

Page 36 of 58

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

2013 2014 2015 2016 2017 2018 2019 2020 2021

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

2013 2014 2015 2016 2017 2018 2019 2020 2021

Serious injury rate (per HMVMT)

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

Page 37 of 58

1. VMTs for 2021 are not available. 2021 VMT is estimated based on FHWA Traffic Volume Trends. Note that 

2016 and 2020 are adjusted for Leap Years (366 days). 

2. 2013-2020 Number of Fatalities is based on available FARS data as of 4/4/2022. 

3. 2021 Number of Fatalities are based on available NJ State Police Fatal Accident Investigation Unit as of 

4/4/2022. 

4. 2010-2020 Number of Serious Injuries is based on available NJDOT data (DOT-ARD database) as of 

3/31/2021. 2021 numbers are estimated based on calculations using available data including Number of 

Serious Injuries available NJDOT data (DOT-ARD database) as of 3/31/2022. 

Describe fatality data source. 

FARS

For Functional Classification and Ownership: Fatalities for 2016-2020 are from FARS and fatalities for 2021 

are from NJDOT-ARD.

For Emphasis Areas: All fatalities are from NJDOT-ARD except the following: 

• For “Ped-Bike” and “Older Driver” fatalities for 2016-2020 are from FARS and fatalities for 2021 are 

from NJSP. 

• For “Motorcycle” and “Young Drivers” and “Work Zone”: fatalities for 2016-2020 are from FARS and 

fatalities for 2021 are from ARD. 

For General Trends and Safety Performance Target calculations: 

0

100

200

300

400

500

600

700

800

900

1000

2013 2014 2015 2016 2017 2018 2019 2020 2021

Non Motorized Fatalities and Serious Injuries

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

Page 38 of 58

• 2013-2020 Number of Fatalities is based on available FARS data as of 4/4/2022. 

• 2021 Number of Fatalities are based on available NJ State Police Fatal Accident Investigation Unit as 

of 4/4/2022. 

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

5.4 13.4 0.46 1.22

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

4.2 5.8 0.92 1.27

Rural Principal 

Arterial (RPA) - Other

8 25.8 1.19 3.88

Rural Minor Arterial 9 20.2 1.38 3.1

Rural Minor Collector 1 8 0.59 4.92

Rural Major Collector 15 35.4 1.87 4.52

Rural Local Road or 

Street

11.8 14.4 1.43 1.78

Urban Principal 

Arterial (UPA) -

Interstate

52.6 119.6 0.36 0.82

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

50.6 141.8 0.41 1.17

Urban Principal 

Arterial (UPA) - Other

187.6 609.2 1.21 3.95

Urban Minor Arterial 111.8 521.8 1.02 4.79

Urban Minor Collector 2.4 17.2 0.36 2.79

Urban Major Collector 38.4 179.8 0.86 4.04

Urban Local Road or 

Street

48.6 181.8 0.44 1.73
2022 New Jersey Highway Safety Improvement Program

Page 39 of 58

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

245.8 704.8 0.84 2.43

County Highway 

Agency

160.6 689.2 1.11 4.82

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

99 390.8 1.97 7.92

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency 0.4 1.6 0.19 0.85

Private (Other than 

Railroad)

Railroad

State Toll Authority 43.4 93 0.33 0.7

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

Functional Classification: 

Fatalities for 2013-2020 are from FARS. Fatalities for 2021 are from NJDOT-ARD. 

Serious injuries for 2013-2021 are from NJDOT-ARD. 

Fatalities and Serious Injuries for 2019-2020 have been updated. 

Functional Class categories rely on crashes having milepost information, any crash that does not have this 

information is excluded. 
2022 New Jersey Highway Safety Improvement Program

Page 40 of 58

2021 VMT data provided by NJDOT on July 13, 2022. 

Ownership: 

Fatalities for 2013-2020 are from FARS. Fatalities for 2021 are from NJDOT-ARD. 

Serious injuries for 2013-2021 are from NJDOT-ARD. 

Fatalities and Serious Injuries for 2019-2020 have been updated. 

Because the Jurisdiction categories rely on crashes having milepost information, any crash that does not have 

this information is excluded.

2021 VMT data provided by NJDOT on July 13, 2022. 

Provide additional discussion related to general highway safety trends.

Beginning in 2019, recording serious injuries on the New Jersey Crash Record form (NJTR-1) changed to 

follow the “Suspected Serious Injuries” definition in the MMUCC 4th Edition definition per 23 CFR 490.207(c). 

FHWA sent a letter confirming New Jersey was compliant in October 2019. As a result of the required revision 

to the NJTR-1 crash form, crash injuries not previously attributed to the serious injury classification were 

included in the total, resulting in a significantly higher number of serious injuries reported compared to previous 

years.

During the COVID-19 Pandemic although vehicle miles travelled decreased, the number of fatalities and 

serious injuries increased. This increasing trend has continued into 2021 and year to date in 2022. These 

trends are seen in many other states across the country.

Safety Performance Targets

Safety Performance Targets

Calendar Year 2023 Targets *

Number of Fatalities:669.4

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

The safety performance target was established after careful consideration of near-term trends in fatality 

frequency, recently built projects, and the current socioeconomic environment. The target is based on a fiveyear rolling average value and is reported to satisfy federal requirements with the understanding that New 

Jersey's safety vision is "Towards Zero Deaths" on all public roads. Unfortunately, the number of fatalities and 

serious injuries on New Jersey roads has been increasing since 2020. Similar trends have been seen 

nationally. To this end, NJDOT is committed to the vision of achieving "Zero" fatalities by the year 2050. 

The COVID-19 Pandemic led to a decrease in VMT in 2020 and an unexpected increase in fatalities in New 

Jersey, with similar trends nationwide. The trend of increasing fatalities has continued through 2021 and year -

to-date 2022. Although the VMT are increasing on New Jersey's roadways, it is not at pre-pandemic levels to 

date.

Number of Serious Injuries:3079.6
2022 New Jersey Highway Safety Improvement Program

Page 41 of 58

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

The safety performance target was established after careful consideration of near-term trends in serious injury 

frequency, recently built projects, and the current socioeconomic environment. The target is based on a fiveyear rolling average value and is reported to satisfy federal requirements with the understanding that New 

Jersey's safety vision is "Towards Zero Deaths" on all public roads. Unfortunately, the number of fatalities and 

serious injuries on New Jersey roads has been increasing since 2020. Similar trends have been seen 

nationally. To this end, NJDOT is committed to the vision of achieving "Zero" fatalities by the year 2050. 

Beginning in 2019, New Jersey updated the police crash report to be consistent with the federally required 

classifications (Killed, Suspected Serious Injury, Suspected Minor Injurie, Possible Injury, and No Apparent 

Injury). As a result of this change, injuries not previously attributed the serious injury classification are now 

included in the serious injuries numbers for 2019-1021. For example, a crash victim with a broken arm that 

would have previously been classified as a Moderate Injury, is now classified as a Suspected Serious Injury. 

As a result, New Jersey saw an increase in reported serious injuries due to the changes in reporting. The 

increase creates a challenge in predicting anticipated totals for future years as well.

The continued challenges posed by changes in the police crash report from and the COVEID-19 Pandemic 

have rendered previous injury trends and models ineffectively leading to challenges in developing data 

projections.

Fatality Rate:0.906

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

The safety performance target was established after careful consideration of near-term trends in fatality rate, 

recently built projects, and the current socioeconomic environment. The target is based on a five-year rolling 

average value and is reported to satisfy federal requirements with the understanding that New Jersey's safety 

vision is "Towards Zero Deaths" on all public roads. Unfortunately, the number of fatalities and serious injuries 

on New Jersey roads has been increasing since 2020. Similar trends have been seen nationally. To this end, 

NJDOT is committed to the vision of achieving "Zero" fatalities by the year 2050. 

The COVID-19 Pandemic led to a decrease in VMT in 2020 and an unexpected increase in fatalities in New 

Jersey, with similar trends nationwide. The trend of increasing fatalities has continued through 2021 and year -

to-date 2022. Although the VMT are increasing on New Jersey's roadways, it is not at pre-pandemic levels to 

date.

Serious Injury Rate:4.178

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

The safety performance target was established after careful consideration of near-term trends in serious injury 

rate, recently built projects, and the current socioeconomic environment. The target is based on a five-year 

rolling average value and is reported to satisfy federal requirements with the understanding that New Jersey's 

safety vision is "Towards Zero Deaths" on all public roads. Unfortunately, the number of fatalities and serious 

injuries on New Jersey roads has been increasing since 2020. Similar trends have been seen nationally. To 

this end, NJDOT is committed to the vision of achieving "Zero" fatalities by the year 2050. 

The COVID-19 Pandemic led to a decrease in VMT in 2020 and an unexpected increase in fatalities in New 

Jersey, with similar trends nationwide. The trend of increasing fatalities has continued through 2021 and year -

to-date 2022. Although the VMT are increasing on New Jersey's roadways, it is not at pre-pandemic levels to 

date.
2022 New Jersey Highway Safety Improvement Program

Page 42 of 58

Beginning in 2019, New Jersey updated the police crash report to be consistent with the federally required 

classifications (Killed, Suspected Serious Injury, Suspected Minor Injurie, Possible Injury, and No Apparent 

Injury). As a result of this change, injuries not previously attributed the serious injury classification are now 

included in the serious injuries numbers for 2019-1021. For example, a crash victim with a broken arm that 

would have previously been classified as a Moderate Injury, is now classified as a Suspected Serious Injury. 

As a result, New Jersey saw an increase in reported serious injuries due to the changes in reporting. The 

increase creates a challenge in predicting anticipated totals for future years as well.

The continued challenges posed by changes in the police crash report from and the COVEID-19 Pandemic 

have rendered previous injury trends and models ineffectively leading to challenges in developing data 

projections.

Total Number of Non-Motorized Fatalities and Serious Injuries:848.2

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

The safety performance target was established after careful consideration of near-term trends in non-motorized 

fatality and serious injury frequency, recently built projects, and the current socioeconomic environment. The 

target is based on a five-year rolling average value and is reported to satisfy federal requirements with the 

understanding that New Jersey's safety vision is "Towards Zero Deaths" on all public roads. Unfortunately, the 

number of fatalities and serious injuries on New Jersey roads has been increasing since 2020. Similar trends 

have been seen nationally. To this end, NJDOT is committed to the vision of achieving "Zero" fatalities by the 

year 2050. 

The COVID-19 Pandemic led to a decrease in VMT in 2020 and an unexpected increase in fatalities in New 

Jersey, with similar trends nationwide. The trend of increasing fatalities has continued through 2021 and year -

to-date 2022. Although the VMT are increasing on New Jersey's roadways, it is not at pre-pandemic levels to 

date.

Beginning in 2019, New Jersey updated the police crash report to be consistent with the federally required 

classifications (Killed, Suspected Serious Injury, Suspected Minor Injurie, Possible Injury, and No Apparent 

Injury). As a result of this change, injuries not previously attributed the serious injury classification are now 

included in the serious injuries numbers for 2019-1021. For example, a crash victim with a broken arm that 

would have previously been classified as a Moderate Injury, is now classified as a Suspected Serious Injury. 

As a result, New Jersey saw an increase in reported serious injuries due to the changes in reporting. The 

increase creates a challenge in predicting anticipated totals for future years as well.

The continued challenges posed by changes in the police crash report from and the COVEID-19 Pandemic 

have rendered previous injury trends and models ineffectively leading to challenges in developing data 

projections.

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

safety performance targets. 

NJDOT engages with its stakeholders to develop data, methodologies, and preliminary targets. The 

stakeholders include representatives of the three MPOs, Division of Highway Traffic Safety, other NJ safety 

partners and FHWA’s New Jersey Division Office. The partners meet to review and discuss overall trends and 

to develop a recommended target for consideration by NJDOT. In addition, NJDOT meets with a core group to 

evaluate the data and propose multiple alternative targets for consideration by the stakeholders and New 

Jersey’s award -winning collaborative forum – The Complete Team. The core group includes representatives 

of the three MPOs, and FHWA’s New Jersey Division Office. The NJDOT takes the lead in working with the 
2022 New Jersey Highway Safety Improvement Program

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core group to share data for the measures, develop and discuss methods to set statewide targets, and discuss 

preliminary targets using an agreed-upon methodology.

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 574.0 606.6

Number of Serious Injuries 2124.8 2307.6

Fatality Rate 0.740 0.814

Serious Injury Rate 2.724 3.132

Non-Motorized Fatalities and 

Serious Injuries

588.5 656.4

The attached excel file called “Progress Meeting 2021 SPT” describes the progress toward meeting the State’s 

2021 Safety Performance Targets.

NJDOT’s target setting process included coordination with NJ’s three Metropolitan Planning Organizations 

(MPOs) and FHWA’s NJ Division Office, along with NJ’s Division of Highway Traffic Safety (DHTS) to ensure a 

consistent approach for target setting. The identified targets reflect coordination and collaboration with NJ’s 

Governor’s Highway Safety Representative. The selected targets for number of fatalities, fatality rates, and 

number of serious injuries are consistent with the targets which will be reported in NJ’s Highway Safety Plan by 

the Division of Highway Traffic Safety.

The targets were established after careful consideration of previous trends (statistical forecasting to predict 

probable outcomes), recently built projects and the current socioeconomic environment. The targets are based 

on five year rolling average values and are reported to satisfy federal requirements with the understanding that 

New Jersey’s safety vision is to achieve zero deaths on all public roads. This long-term safety vision requires 

time to change attitudes and behaviors and to construct infrastructure improvements to reduce the frequency 

and severity of crashes.

Number of Fatalities:

Outcome: 606.6

Target: 574.0

Baseline: 582.6 (2015-2019 average)

The target was not met and the outcome was not better than the baseline. The outcome was 5.68% greater 

than the target and 4.12% greater than the baseline.

Fatality Rate:
2022 New Jersey Highway Safety Improvement Program

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Outcome: 0.814

Target: 0.740

Baseline: 0.756

The target was not met and the outcome was not better than the baseline. The outcome was 10.00% greater 

than the target and 7.67% greater than the baseline.

Number of Serious Injuries:

Outcome: 2307.6

Target: 2124.8

Baseline: 1469.2

The target was not met and the outcome was not better than the baseline. The outcome was 8.60% greater 

than the target and 57.06% greater than the baseline.

Serious Injury Rate:

Outcome: 3.132

Target: 2.724

Baseline: 1.900

The target was not met and the outcome was not better than the baseline. The outcome was 14.98% greater 

than the target and 64.84% greater than the baseline.

Number of Non-Motorized Fatalities and Serious Injuries:

Outcome: 657.6

Target: 588.5

Baseline: 463.7

The target was not met and the outcome was not better than the baseline. The outcome was 11.74% greater 

than the target and 41.82% greater than the baseline. 

The five-year rolling average targets above, incorporating serious injuries, indicate a large increase. This is a 

result of a large spike in reported serious injuries in 2019 crashes. Beginning in 2019, New Jersey updated the 

police crash report to be consistent with the federally required injury classifications (Killed, Suspected Serious 

Injury, Suspected Minor Injury, Possible Injury, and No Apparent Injury). As a result of this change, injuries not 

previously attributed to the serious injury classification are now included in this number. For example, a crash 

victim with a broken arm that would have previously been classified as a Moderate injury, is now classified as 

Suspected Serious Injury. As a result, New Jersey saw an 88.71% increase in reported serious injuries in 2020 

compared to 2018 due to the changes in reporting in 2019. This large increase creates a challenge in 

predicting anticipated totals for future years. New Jersey expects the five year rolling average to increase over 
2022 New Jersey Highway Safety Improvement Program

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the next few years until the data stabilizes. Additional complications were due to the disruptions caused by the 

pandemic.

Applicability of Special Rules

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

No

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

years of age and older for the past seven years.

PERFORMANCE 

MEASURES 2015 2016 2017 2018 2019 2020 2021

Number of Older Driver 

and Pedestrian Fatalities

97 105 119 121 106 105 80

Number of Older Driver 

and Pedestrian Serious 

Injuries

140 102 119 148 347 266 227

2015-2020 Drivers and Pedestrians Fatalities are from FARS.

2021 Drivers Fatalities are from 2021 NJ State Police Fatal Accident Investigation Unit.

2015-2021 Drivers and Pedestrian Serious Injuries are from NJDOT-ARD database.

2015-2021 Pedestrian SI counts are updated using a more accurate query.

Driver counts are for drivers only; it excludes all other persons involved in the crash (pedestrian, occupants, 

etc.).

Pedestrian counts are of pedestrians and cyclists who were involved in a crash that has an older driver.

The Older Driver and Pedestrian Special Rule applies to NJ in Federal Fiscal Year 2021.

NJ 2020 SHSP, Other Vulnerable Road Users team has been informed of the Special Rule for Older Drivers 

and Pedestrians to be considered in the development of their action plans. NJDOT will try to incorporate older 

drivers into the current 2020 SHSP emphasis areas. However, it is required that the Special Rule be 

incorporated in the following update, which will be 2025 NJ SHSP.
2022 New Jersey Highway Safety Improvement Program

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Evaluation

Program Effectiveness 

How does the State measure effectiveness of the HSIP? 

• Benefit/Cost Ratio 

• Change in fatalities and serious injuries 

• Economic Effectiveness (cost per crash reduced) 

• Lives saved 

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

the State's program level evaluations. 

NJDOT currently evaluates the safety projects funded through the HSIP based on before and after crash data 

analysis and the Benefit Cost Ratio. The HSIP Safety Performance Target charts, which includes fatalities, 

serious injuries and their rates, provide an idea of how New Jersey is performing in the areas of traffic and 

pedestrian safety. NJDOT, with assistance from the FHWA, has begun planning an evaluation effort to improve 

their HSIP evaluation process. The evaluation effort will be conducted to provide direction and improve 

decisions and processes to NJDOT’s HSIP evaluation process of countermeasures, projects and programs. 

NJDOT updates the HSIP Portfolio quarterly, tracking the projects within the program in terms of authorizations 

and delivery. The HSIP will be evaluated using the following metrics: 1. Return on Investment – PostDeployment Benefit Cost Evaluation (Systemic Programs funded by HSIP); 2. HSIP Funding Assessment 

(Dashboard) - Obligated vs. Authorized funds; 3. Construction of projects initiated through the HSIP Portfolio 

(Dashboard) - using HSIP or other funds. See attached information from the Dashboard. 

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

success of the Highway Safety Improvement Program? 

• # RSAs completed 

• HSIP Obligations 

• Increased awareness of safety and data-driven process 

• Increased focus on local road safety 

• More systemic programs 

Explanation: 

• RSAs completed – Measured by the number of RSAs completed 

• HSIP Obligations – Comparing the HSIP obligations each year 

• Increased awareness of safety and data-driven processes – Number of training classes, conferences and 

webinars 

• Increased focus on local road safety – Number of trainings on Local Safety Application, revision of the local 

safety application, participation in Local Safety Application Technical Review Committees, Number of HSM 

Analysis reviewed for the local applications 

• More systemic programs – Comparing the number of Systemic Programs initiated each year. 
2022 New Jersey Highway Safety Improvement Program

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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 277.8 917.6 0.37 1.25

Intersections 149.4 786.2 0.2 1.07

DV - Aggressive Driving 205.4 915.2 0.27 1.25

DV - Drowsy & 

Distracted

180.4 867.4 0.24 1.18

DV - Unbelted Vehicle 

Occupants

128.2 294.8 0.17 0.4

DV - Impaired Driving 88.8 264.2 0.12 0.36

DV - Unlicensed Drivers 86.6 338.6 0.12 0.46

DV - Heavy Vehicle 69.8 151.2 0.09 0.21

Ped/Bike 172.4 404.2 0.23 0.55

OVRU - Older Drivers 81 165.4 0.11 0.22

OVRU - Motorcycle 71.6 240.6 0.1 0.33

OVRU - Young Drivers 31.8 94.6 0.04 0.13

OVRU - Work Zone 6 24 0.01 0.03
2022 New Jersey Highway Safety Improvement Program

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0

50

100

150

200

250

300

350

Fatalities

Number of Fatalities 

5 Year Average

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

0

100

200

300

400

500

600

700

800

900

1000

Serious Injuries

Number of Serious Injuries 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021
2022 New Jersey Highway Safety Improvement Program

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The list of emphasis areas from 2020 SHSP is about the same as the list from 2015 SHSP except for three 

differences. 

· First, Railcar-Vehicle emphasis area is not included in 2020 SHSP. 

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0.45

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

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

0

0.2

0.4

0.6

0.8

1

1.2

1.4

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021
2022 New Jersey Highway Safety Improvement Program

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· Second, the emphasis areas “Aggressive Driving”, “Drowsy & Distracted”, “Unbelted Vehicle Occupants”, 

“Impaired Driving”, “Unlicensed Drivers”, and “Heavy Vehicle” are grouped and called “Driver Behavior (DV)” in 

the 2020 SHSP.

· Third, the emphasis areas “Older Drivers”, “Motorcycle”, “Young Drivers”, and “Work Zone” are grouped and 

called “Other Vulnerable Road Users (OVRU)” in the 2020 SHSP.

· Emphasis areas “Lane Departure”, “Intersections”, and “Ped-Bike” remain the same.

All Emphasis Areas are now adopting the 2020 SHSP Emphasis Areas queries. Please see the attached 

"Q#44 - Emphasis_Areas_Definition_Matrix" for parameters pertaining to each Emphasis Area. Therefore, 

counts for 2016-2020 are updated and may be different to prior ASR reports.

Total Persons count for all emphasis areas include occupants, pedestrians, and cyclists except for emphasis 

areas “Older Drivers”, “Young Drivers”, “Unbelted Occupants”, and “Ped-Bike”.

All fatalities and serious injury count for the emphasis areas are from ARD with the following exceptions:

· For “Ped-Bike” and “Older Driver” fatalities for 2016-2020 are from FARS and fatalities for 2021 are from 

NJSP.

· For “Motorcycle” and “Young Drivers” and “Work Zone”: fatalities for 2015-2019 are from FARS and fatalities 

for 2020 are from ARD.

FARS has a filter for “Intersections” and for “Drowsy & Distracted” but the parameters used are not known. 

Therefore, ARD was used instead for these emphasis areas.
2022 New Jersey 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)

NJTPA - 

Bergen - 

Fairlawn 

Avenue (CR 

76) from River 

Road (CR 507) 

to Saddle 

River Road 

(CR 79)

Urban Minor 

Arterial

Pedestrians and 

bicyclists

Pedestrians and 

bicyclists – other

6.00 1.00 1.00 1.00 1.00 18.00 8.00 25.00 11.00 24.99

NJTPA - 

Sussex - 

Newton 

Swartswood 

Road (CR 622) 

and Clove 

Road (CR 653)

Rural Major 

Collector

Roadway Pavement 

surface – high 

friction surface

42.00 33.00 2.00 1.00 22.00 14.00 66.00 48.00 3.84

NJTPAJersey City - 

Summit 

Avenue from 

Charles Street 

to Leonard 

Street

Urban Minor 

Arterial

Pedestrians and 

bicyclists

Pedestrians and 

bicyclists – other

1.00 4.00 4.00 5.00 4.00 1.50

SJTPO - 

Salem County 

Construction 

of Centerline 

Rumble Strips

Various Roadway 

delineation

Roadway 

delineation - 

other

59.00 75.00 1.00 2.00 3.00 31.00 24.00 93.00 102.00 57.36

SJTPO - 

Cumberland 

County 

Construction 

of Centerline 

Rumble Strips

Various Roadway 

delineation

Roadway 

delineation - 

other

690.00 826.00 11.00 9.00 16.00 11.00 344.00 322.00 1061.00 1168.00 49.79

SJTPO - 

Chestnut 

Avenue & 

Brewster 

Road, Traffic 

Signal 

Replacement

Urban Major 

Collector

Intersection 

traffic control

Modify control – 

new traffic signal

16.00 10.00 3.00 7.00 19.00 17.00 -3.34

SJTPO - Oak 

Road & West 

Urban Local 

Road or Street

Intersection 

traffic control

Modify control – 

new traffic signal

5.00 3.00 6.00 1.00 11.00 4.00 14.06
2022 New Jersey Highway Safety Improvement Program

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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)

Avenue 

Signalization

SJTPO - 

Wheat Road & 

East Avenue 

Signalization

Urban Minor 

Arterial

Intersection 

traffic control

Modify control – 

new traffic signal

11.00 3.00 15.00 7.00 26.00 10.00 10.26

SJTPO - Tilton 

and Fire 

Roads, Signal 

Improvements

Urban 

Principal 

Arterial (UPA) - 

Other

Intersection 

traffic control

Modify control – 

new traffic signal

33.00 32.00 17.00 9.00 50.00 41.00 10.19

SJTPO - Tilton 

Road 

Pedestrian 

Safety Project

Urban 

Principal 

Arterial (UPA) - 

Other

Pedestrians and 

bicyclists

Pedestrians and 

bicyclists – other

128.00 105.00 1.00 3.00 1.00 57.00 52.00 188.00 159.00 -37.25

SJTPO - 

Airport Circle 

Elimination

Urban 

Principal 

Arterial (UPA) - 

Other

Intersection 

geometry

Intersection 

geometry - other

119.00 102.00 1.00 19.00 28.00 138.00 131.00 -2.16

SJTPO - Cumberland County – Chestnut Avenue & Brewster Road, Traffic Signal Replacement: Improvements included signal replacement to incorporate dedicated left turn phasing and pedestrian accommodations. The three-year 

post-construction analysis has shown a negative benefit of -3.34. SJTPO conducted further analysis, broadening out the pre- and post-construction analysis to a five-year period. In that analysis, the intersection demonstrated a positive 

performance of 1.32. 

SJTPO - Atlantic County – Tilton Road Pedestrian Safety Project: The overall safety performance of the corridor has improved. However, a single fatality skewed the post-construction analysis. As the Network Screening Lists weight 

fatal and serious injury crashes equally (K=A) and this analysis weights K (fatal) crashes as 18.87 times the weight of A (disabling injury) crashes, it is of note that while this analysis resulted in a B/C ratio of -37.25, a K=A analysis results 

in a positive ratio of 5.99. In locations with relatively low numbers, a single fatal crash will skew the analysis results. It is of further note that while the project was pedestrian safety focused, the fatality did not involve a bicyclist or 

pedestrian. Despite this, crash numbers are too high and SJTPO has engaged with the County and plans to conduct a road safety audit along the corridor to consider further safety improvements. 

SJTPO - Atlantic County – Airport Circle Elimination: This project was a very complex one, which included redesigning one of the region’s older traffic circles. The project included many elements that resulted in a hybrid circle, with 

Delilah Road bisecting the circle and the Tilton Road/Amelia Earhart movements accommodated in the circle. The intersection is now controlled by a traffic signal system, providing full actuation and four distinct phases. All approaches 

are under signalized control, apart from Amelia Earhart Boulevard, which is yield sign controlled. The three-year post-construction analysis has shown a negative benefit. Crashes increased through the circle’s series of intersections. 

Evident injury and property damage crashes were down, however, complaint of pain crashes were up, resulting in a negative performance of -2.16. Expanding out to a 5-year pre- and post-analysis nets similar results. SJTPO has and will 

continue to engage the County to discuss any opportunities for possible adjustments.
2022 New Jersey Highway Safety Improvement Program

Page 53 of 58

Compliance Assessment

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

 08/18/2020

What are the years being covered by the current SHSP? 

From: 2021 To: 2025

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

 2025

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 50

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 80 100 70

Begin Point 

Segment Descriptor 

(10) [10]

100 100 100 100 54

End Point Segment 

Descriptor (11) [11]

100 100 100 100 54

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

50 50

Functional Class 

(19) [19]

100 100 100 100 54

Median Type (54) 

[55]

100 100
2022 New Jersey Highway Safety Improvement Program

Page 54 of 58

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

Access Control (22) 

[23]

100 100

One/Two Way 

Operations (91) [93]

100 100

Number of Through 

Lanes (31) [32]

100 100 100 60

Average Annual 

Daily Traffic (79) [81]

100 80 95 5

AADT Year (80) [82] 100 80

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 54

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]

100 100

Intersection/Junction 

Traffic Control (131) 

[131]

80 60

AADT for Each 

Intersecting Road 

(79) [81]

100 80

AADT Year (80) [82] 100 80

Unique Approach 

Identifier (139) [129]

100 80

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

100 100

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197) [187]

100 100
2022 New Jersey Highway Safety Improvement Program

Page 55 of 58

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 

Ending Ramp 

Terminal (201) [191]

100 100

Ramp Length (187) 

[177]

100 100

Roadway Type at 

Beginning of Ramp 

Terminal (195) [185]

100 100

Roadway Type at 

End Ramp Terminal 

(199) [189]

100 100

Interchange Type 

(182) [172]

100 100

Ramp AADT (191) 

[181]

65 35

Year of Ramp AADT 

(192) [182]

65 35

Functional Class 

(19) [19]

100 100

Type of 

Governmental 

Ownership (4) [4]

100 100

Totals (Average Percent Complete): 97.22 93.89 97.50 87.50 93.64 88.18 99.44 81.67 0.00 53.20

*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. 

The actions the State will take moving forward are as follows to meet the requirement to have complete access to the Model Inventory of Roadway Elements (MIRE) fundamental data elements (FDE) on all public by September 30, 2026: 

1. A portion of the current MIRE FDE are stored in the Straight-Line-Database (SLD). 

2. The New Jersey Department of Transportation Information Technology Unit will continue to upload the available MIRE FDE to Business Objects (TransINFO) NJDOT website so that the MIRE FDE are available/accessible to the 

NJDOT and MPO’s. 

3. The Bureau of Transportation, Data and Support (BTDS) is preparing a AADT Segmentation Map, under the AADT Segmentation Map Contract. 

4. The NJDOT BDTS is currently collecting many of the required MIRE FDE and developed a plan for the collection and/or update of the remaining required elements. Through BTDS’s HPMS Contract and TMS contracts the 

following MIRE FDE will be collected in the short-term (1-3 years): 

1. 131 Intersection/Junction Traffic Control 

2. 79 Annual Average Daily Traffic – on the approach leg of the intersection/junction and local Paved Roads – Non-State owned AADT 

3. 191 Ramp AADT 

4. 79 Annual Average Daily Traffic Non-State Local Paved Roads 
2022 New Jersey Highway Safety Improvement Program

Page 56 of 58

Intersection/Junction Traffic Control (131) [131] for non local paved roads - The NJDOT reevaluated and updated the gap analysis of MIRE FDE in September, 2021. The Non-State Owned road Intersection/Junction Traffic Control (131), 

last year was shown as 70% and this year is shown as 60%. The majority of the Non-State owned intersection data have not been populated. We anticipate the inclusion of Intersection/Junction Traffic control data in a future Bureau of 

Transportation, Data and Support contract.
2022 New Jersey Highway Safety Improvement Program

Page 57 of 58

Optional Attachments

Program Structure:

Q#16, 23, 29 Obligated Funds.xlsx

Q#13 - 2016 HSIP Manual.pdf

Project Implementation:

Q#16, 23, 29 Obligated Funds.xlsx

Q#23 Programmed Funds.xlsx

Q#16, 23, 29 Obligated Funds.xlsx

Safety Performance:

Q#34 2023 Safety Performance Targets -signed.pdf

Q#34 Annual Safety Performance Target Setting for ASR.xlsx

Q#34 New Jersey 2020 Safety Performance Target Assessmen1.pdf

Q#34 Progress Meeting 2021 SPT.xlsx

Q#39 HSIP_SpecialRules_Memo FINAL 4.18.22.pdf

Evaluation:

2022 HSIP Performance Dashboard_FINAL_9-20-22.docx

Q#46 - MPOs Evaluations.xlsx

Compliance Assessment:
2022 New Jersey Highway Safety Improvement Program

Page 58 of 58

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.