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DISTRICT OF COLUMBIA 

2022 ANNUAL REPORT 

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

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

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

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

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

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

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

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

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

Introduction ...........................................................................................................................................8

Program Structure ................................................................................................................................. 8

Program Administration .....................................................................................................................8

Program Methodology .....................................................................................................................10

Project Implementation .......................................................................................................................20

Funds Programmed .........................................................................................................................20

General Listing of Projects ..............................................................................................................22

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

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

Safety Performance Targets............................................................................................................29

Applicability of Special Rules ...........................................................................................................31

Evaluation ...........................................................................................................................................32

Program Effectiveness ....................................................................................................................32

Effectiveness of Groupings or Similar Types of Improvements .......................................................32

Project Effectiveness .......................................................................................................................35

Compliance Assessment.....................................................................................................................36

Optional Attachments ..........................................................................................................................39

Glossary ..............................................................................................................................................40
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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

This Fiscal Year (FY) 2022 annual report to the Federal Highway Administration (FHWA) describes the District 

of Columbia Department of Transportation (DDOT)'s strategic use of Fixing America’s Surface Transportation 

Act (FAST Act) funding of the District’s Highway Safety Improvement Programs (HSIP) for FY 2022. 

The FAST Act requires the development of a Strategic Highway Safety Plan (SHSP) and the Railway-Highway 

Crossings Program (RHCP). Due to its urban nature, the District of Columbia transportation system does not 

contain any rural roads. All roadways within the District are functionally classified as urban roads. In the District 

of Columbia, most railway crossings are grade-separated from the highway and the relatively few at grade 

railway crossings no longer carry active railroad traffic. The District has regularly requested that funds allocated 

for the RHCP be made available for HSIP in the District of Columbia. 

To obligate Safety funds, among other requirements, the District must have in effect a State highway safety 

improvement program under which the District develops, implements, and updates a Strategic Highway Safety 

Plan (SHSP). The SHSP identifies and analyzes highway safety problems and opportunities as described 

under the program. (23 U.S.C. §148(c)(1)(A)). The SHSP update was approved on March 2, 2021 for years 

2020 through 2025. 

The District is also required to produce a program of projects or strategies to reduce safety problems, evaluate 

the HSIP plan on a regular basis, and submit an annual transparency report – which is accomplished by this 

annual report. 

The HSIP requires a data-driven, strategic approach to improving highway safety on all public roads that 

focuses on performance. DDOT continues to operate the Traffic Safety Data Center at Howard University, 

which was established to support DDOT and Metropolitan Police Department (MPD) in developing and 

sustaining an effective process for providing timely, accurate, complete, uniform, and accessible traffic and 

related transportation data. The Traffic Data Center at Howard University prepares the annual crash report for 

the District of Columbia, which helps to satisfy federal requirements on reporting traffic crashes, provide a 

resource for identifying safety trends, aid in the development of countermeasures, and evaluating the results of 

highway safety programs, projects, and policies. In addition, DDOT continues to upgrade the TARAS (Traffic 

Accident Record and Analysis System). The system underwent an update in fiscal year 2020 to further support 

the District’s efforts to improve this crash data analysis tool, but incremental improvements to the software 

continue. Developed specifically for the District, TARAS automatically accesses and processes MPD crash 

data and extracts all pertinent variables fields, while providing visualization needs. 

The HSIP program and its projects stretch across several administrations and divisions in DDOT. The core 

program, however, is administered by the Traffic Engineering and Safety Division (TESD) in the Project 

Delivery Administration (PDA). The following projects were obligated with HSIP funding in FY 2022: 

• Traffic Safety Construction 

• Traffic Signal Construction (for Retroreflective Backplates) 

• Traffic Safety Data Center at Howard University 

• Traffic Safety Engineering Support Services 

• Crash Database 

• Overhead Freeway Sign Maintenance 
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• Thermoplastic Pavement Markings

• Traffic Data Collection and Analysis Services

DDOT continually strives to ensure the application of safety analyses, knowledge, and methodologies are used 

to maximize the effectiveness of HSIP funds. The updated District of Columbia SHSP seeks to ambitiously 

reduce traffic fatalities by 69 percent—from 36 in 2020 to 11 by 2030. The District also established a fatality 

rate goal of 0.26 fatalities per 100 VMT by 2030, compared to 1.14 in 2020, a decrease of 77 percent.

The HSIP’s safety efforts and targets are linked directly to the District’s SHSP, and their preliminary 2021 

outcomes suggest an upward trend in the number of fatalities and serious injuries, in line with national trends 

and signify shortcomings in achieving SHSP goals.

The District’s 2021 HSIP target setting process established five performance measures as the five-year rolling 

averages to include:

1. Number of Fatalities, 30

2. Rate of Fatalities per 100 million Vehicle Miles Traveled (VMT), 0.81

3. Number of Serious Injuries, 365

4. Rate of Serious Injuries per 100 million VMT, 9.86

5. Number of Non-motorized Fatalities and Non-motorized Serious Injuries,165

The five-year rolling average target for the Number of Fatalities was set at 30 for calendar year 2021. At the 

time of this report, the official Fatality Analysis Reporting System (FARS) fatality numbers for 2021 were not 

yet available; however, based on the 40 fatalities reported on TARAS, the District expects the Number of 

Fatalities in FARS for 2021 will exceed the target.

The five-year rolling average target for the Rate of Fatalities per hundred million vehicle miles traveled 

(HMVMT) was set at 0.81 for 2021. While traffic volumes are gradually recovering to pre-COVID levels after a 

significant reduction in 2020, the estimated HMVMT for 2021 was still approximately 15% below pre-COVID 

(i.e., 2019) levels. As a result, the Rate of Fatalities is estimated at 1.22 and which exceeds the 2021 target.

The 2021 targets for the Number of Serious Injuries and the Rate of Serious Injuries per 100 HMVMT were 365 

and 9.86, respectively. Based on serious injury data, there were 423 serious injuries in the District, which 

exceeds the target. Additionally, due to the significant reduction in VMT, the Rate of Serious Injuries is 

estimated at 12.22, which also exceeds the 2021 target.

The 2021 targets for the Number of Non-motorized Fatalities and Serious Injuries were 165. The District 

expects to meet these targets based on the 151 non-motorized fatality and serious injury data queried in 

TARAS.

The official FARS fatality numbers, as well as the final vehicle miles traveled (VMT) numbers for 2021, are 

likely to become available at the time the Federal Highway Administration assesses the District’s performance 

relative to the targets, so these numbers and the outcomes might change.

Traffic in the District has been gradually returning to pre-pandemic levels. During the nearly three years of the 

COVID-19 public health emergency, overall reported traffic injuries in the District decreased sharply, by about 

30 percent overall. Among pedestrians and cyclists, reported injuries decreased even more: by 44 percent 
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(pedestrians) and 51% (cyclists). However, fatalities did not follow suit, instead showing a divergence, where 

injuries declined and fatalities increased. Preliminary data from other jurisdictions seems to match this pattern, 

as fatality numbers and rates went up distinctly in 2020 and 2021 across the country. Increased speeds were 

made possible by reduced congestion, while people’s daily travel patterns changed. In the District, fatalities 

increased to 37 in 2020, and to 40 in 2021, from 27 in 2019. This overall pattern of fewer but more severe 

crashes likely relates to overall increased speeds on the roadway. Increased speeds are exponentially 

reflected in the force of impact, which correlates closely to severity of injuries for all involved.

The District safety challenges are complicated, and countermeasures -- especially for our most vulnerable road 

users -- must come from activities that reduce:

• Motor vehicle exposure

• Risk of crash

• Risk of injury

Mindful of these challenges, the District has paid closer attention over the past year to addressing safety 

through a systemic approach. The systemic approach is meant to be a data-driven safety analysis (DDSA) that 

is complementary and supplemental to the standard site analysis approach and provides an expanded 

comprehensive and proactive approach to road safety efforts. The analyses provide scientifically sound, datadriven strategies to identifying high-risk roadway features and executing the most beneficial projects with 

limited resources to achieve fewer fatal and serious injury crashes.

Using a systemic analysis approach, the District has introduced a number of countermeasures and safety 

initiatives, including the elimination of dual-turn conflicts, left-turn hardening treatments, and the targeted 

prohibition of right turn on red. The District continued to identify locations and reconfigure the operations of 

intersections with dual-turn lanes that pose “multiple threat” risks, particularly to pedestrians. The District also 

kicked off the installation of backplates with retroreflective borders along several intersections and corridors 

that were identified through network screening analysis and determined to benefit from this treatment. As part 

of the District’s Annual Safety Program – an annual effort to rapidly deploy multi-modal safety improvement 

projects included at one hundred (100) locations across the District – HSIP projects (Traffic Safety Engineering 

Support Services, Traffic Safety Construction, and others) were used to identify locations that would benefit 

from low cost/high impact interventions that advance the safety of all modes. These projects included 

pedestrian flashers at 20 high pedestrian risk intersections to improve pedestrian safety at uncontrolled 

crossings, driver speed feedback signs at 33 locations to improve pedestrian and bike safety, and pedestrian 

and bicycle safety improvement projects at 14 locations from past Livability studies, including but not limited to 

improved signs, marking, signal hardware, Rectangular Rapid Flashing Beacons (RRFB), Americans with 

Disabilities Act (ADA) ramps, APS (accessible pedestrian signals), installation of curb extensions, median, 

channelization, etc. primarily to improve pedestrian traffic safety. In addition, 25 HSIP project (Traffic Safety 

Design) intersections were selected using DDOT’s HSIP Project Selection Process which ensures that the 

proposed projects are consistent with DDOT’s Strategic Highway Safety Plan (SHSP) Critical Emphasis Areas 

(e.g., bicyclist and pedestrian safety) and are ranked appropriately in terms of priority (e.g., estimated reduction 

in fatalities and serious injuries). From a final list of HSIP projects, suitable countermeasures are developed, 

designed, and constructed. These countermeasures include but not limited to improved signs and markings, 

upgraded ADA ramps, signal modifications, and channelization.

In Fall 2021, DDOT expanded its public-facing Traffic Safety Investigation (TSI) program to increase 

responsiveness to city-wide traffic safety concerns raised by members of the public. This program develops 

short-term, high-impact measures to improve multi-modal safety and manage and/or calm traffic flow in areas 

where problems are observed following field investigations and traffic data collection. Through this program, 

DDOT rapidly investigates, designs, and deploys various traffic safety improvements including but not limited 

to vertical traffic calming devices, all-way stop control, driver feedback signs, automated traffic enforcement 
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(i.e., speed, red light running, and stop sign cameras), pedestrian flashers, Rectangular Rapid-Flashing 

Beacon (RRFB) devices, curb extensions, signs and pavement marking enhancements, roadway conversion 

(e.g., one-way to two-way), sight distance enhancement, etc. The desired outcome is reduction in vehicular 

speeds, discouraging diversion traffic, and improving safety for bikes, pedestrians, and motorists.

In another proactive approach, the District continued the Roadway Safety Improvement Program (RSIP). 

Under the Roadway Safety Improvement Program, the District has selected street segments from the 2021 

Paving Plan for safety review, and where warranted, updates and upgrades the pavement markings and 

signing. Street segments within the pavement plan were screened and selected based on factors such as 

crash history, proximity to schools, pedestrian & bicycle safety, and general TSI (Traffic Safety Investigation) 

311 service requests. This year, 20 roadway segments were identified and re-engineered as part of the RSIP, 

and most of the improvements were installed through the District’s Summer Safety Campaign – a mayoral 

effort to rapidly deploy multi-modal safety improvements at multiple locations across the District.
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Introduction

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

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

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

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

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

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

improvements and compliance assessment. 

Program Structure

Program Administration 

Describe the general structure of the HSIP in the State. 

The Safe, Accountable, Flexible, Efficient Transportation Equity Act – A Legacy for Users (SAFETEA-LU) 

established the HSIP as a core Federal-aid program under 23 U.S.C. 148. The specific purpose of the HSIP is 

to achieve a significant reduction in traffic fatalities and serious injuries on public roads. 

Each year, the District Department of Transportation (DDOT) utilizes HSIP funds to identify, study, and 

improve safety at roadway locations, including intersections and roadway segments that either have high 

concentrations of crashes that results in fatalities and/or injuries, or present a risk of severe crashes. The HSIP 

in the District of Columbia is centrally-managed at DDOT, with HSIP-related safety projects spread across 

various administrations and divisions. 

HSIP staff fulfills transportation safety planning requirements by producing listings of intersections and 

roadway segments with histories of severe crashes. These locations are mainly identified in the annual crash 

reports, which involve a thorough network screening for the engineering emphasis areas included in the 

District's Strategic Highway Safety Plan (SHSP). This network screening process considers all roadway 

classifications and is critical for identifying safety problems and trends, as well as for determining the level of 

success in achieving - or making significant progress toward achieving - the District's highway safety goals. 

Locations are also identified through various citizen and road user requests. 

Priority SHSP emphasis area maps, tables and matrices are generated to rank intersection-related crash 

locations and routes (High-Hazardous Locations). Several methods are used to identify high hazardous 

locations based on the traffic crash data, exposure, and location characteristics. The methods used include 

crash frequency, crash rate, crash severity, and crash trend (delta change). The District also utilizes a 

composite crash index, which is a weighted combination of the crash rate, severity, and frequency of traffic 

crashes at a specific location. The District uses this data-driven approach with local knowledge to identify and 

initiate engineering studies of the locations with abnormal crash experience. 

Once candidate locations have been identified, programmed, and funds have been allocated, HSIP staff in 

different administrations monitor the projects from scoping through design, and construction. For example, 

intersection-related projects are often identified through a core HSIP funded program in the Traffic Engineering 

and Safety Division (TESD) under the Project Delivery Administration (PDA). The TESD would conduct 

engineering studies to identify appropriate countermeasures. 

In an effort to advance the goals of the SHSP and HSIP, the DDOT developed an SOP that streamlines HSIP 

projects and activities. The SOP: 
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• Guides DDOT internal stakeholders on what qualifies as a project for HSIP funding. 

• Establishes key requirements and supporting documents needed to satisfy the requirement for the use of 

HSIP funding. 

• Collects/gathers details for each requested use of HSIP funds and generates a prioritization mechanism (for 

example, a relative score) for the selection of projects. This will consider how the project: 

- Addresses one or more priorities (Emphasis Areas) in the District’s SHSP 

- Addresses an identified safety problem 

- Contributes to a reduction of fatalities and serious injuries. 

• Establishes a prioritization mechanism for the selection of projects. 

The District is assessing the SOP tool during these initial years of use and will make refinements as needed. 

Where is HSIP staff located within the State DOT? 

 Other-HSIP staff are primarily located in the Transportation Engineering and Safety Division

How are HSIP funds allocated in a State? 

• SHSP Emphasis Area Data 

The SHSP Emphasis Area, derived from fatalities and serious injury trends, drives the funding allocations of 

the HSIP. The District allocates HSIP funds using a combination of programmatic, systemic, and spot-project 

approaches with the goal of leveraging HSIP funds to achieve the maximum impact on SHSP emphasis areas, 

thereby reducing fatal and serious injury crashes. 

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

The District of Columbia does not have a local or Tribal roads program. All roads are considered for HSIP and 

Safety Improvement projects. 

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

Bureaus, Divisions) are involved with HSIP planning. 

• Design 

• Governors Highway Safety Office 

• Maintenance 

• Operations 

• Planning 

• Traffic Engineering/Safety 

• Other-RAD, IPMD, Vision Zero 
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Describe coordination with internal partners. 

The HSIP effort requires extensive coordination among many groups within DDOT, which is primarily 

accomplished through internal meetings. DDOT holds weekly “SafetyStat” meetings at which numerous safety 

projects and issues are discussed and organized. At these meetings, various groups from different divisions 

within DDOT provide updates on their safety projects. In addition to these meetings, Ward-based project 

meetings are held on a weekly basis to provide updates on design and construction-related projects. 

Identify which external partners are involved with HSIP planning.

• Academia/University 

• FHWA 

• Law Enforcement Agency 

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

• Other-NHTSA 

Describe coordination with external partners. 

External partners are involved in various planning and operations-related issues via scheduled meetings to 

discuss goals, milestones, safety targets, and progress in achieving safety targets. The meetings are arranged 

by DDOT's Transportation Safety Manager. External partners also provide input into the preparation of, and 

updates to, the SHSP. Some partners include the Fatal Review Group, Traffic Records Coordinating 

Committee, and Major Crash Review Task Force. 

Program Methodology 

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

implementation and evaluation processes? 

Yes 

The District HSIP Program Handbook serves as the tool that supports the HSIP project selection process. This 

document was finalized in September 2020. 

Select the programs that are administered under the HSIP.

• Bicycle Safety 

• Intersection 

• Left Turn Crash 

• Low-Cost Spot Improvements 

• Pedestrian Safety 

• Red Light Running Prevention 

• Sign Replacement And Improvement 

Program: Bicycle Safety

Date of Program Methodology:10/1/2021

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

• FHWA focused approach to safety

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Other-Bicycle crashes

• Traffic

• Volume

• Lane miles

• Other-Speed

• Functional classification

• Other-Cross section

What project identification methodology was used for this program? 

• Crash frequency

• Probability of specific crash types

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

program?

No

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

How are projects under this program advanced for implementation?

• Other-Separate funds are allocated to implement bike safety 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

Other-Total number of collisions:1

Bicyclists represent a large and growing share of road users in The District. Bicyclists are vulnerable to fatal 

and serious injury crashes. 

Program: Intersection

Date of Program Methodology:10/1/2020

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

• FHWA focused approach to safety

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Other-Intersection crashes

• Traffic

• Volume

• Median width

• Functional classification

• Other-Cross section

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Probability of specific crash types

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-Projects are advanced by network screening and internal review of annual Crash 

Statistics report

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

Other-Rank of injury crash frequency:25

Other-Rank of injury crash rate:25

Other-Rank of injury crash severity:50

Total Relative Weight:100

Intersections are planned points of conflict at which large numbers of crashes, injuries, and fatalities occur 

each year. Achieving significant progress in reducing fatal and severe injuries requires a focused approach on 

intersection safety, including network screening, spot-treatments, and systemic safety improvements. 
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Program: Left Turn Crash

Date of Program Methodology:1/31/2019

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-Pedestrian-vehicles 

crashes

• Other-Left-turn crashes

• Traffic

• Volume

• Other-Pedestrian activity and 

interaction with vehicles

• Functional classification

• Other-General intersection 

geometry

What project identification methodology was used for this program? 

• Crash frequency

• Probability of specific crash types

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

program?

No

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

How are projects under this program advanced for implementation?

• selection committee

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

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

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

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

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

Relative Weight in Scoring

Ranking based on net benefit:50

Cost Effectiveness:50

Total Relative Weight:100
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Program: Low-Cost Spot Improvements

Date of Program Methodology:10/1/2020

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Volume • Functional classification

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

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

program?

No

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

How are projects under this program advanced for implementation?

• Other-Projects are advanced by network screening and internal review of annual Crash 

Statistics report

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

Other-Rank of injury crash frequency:25

Other-Rank of injury crash rate:25

Other-Rank of injury crash severity:50

Total Relative Weight:100
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Spot safety improvements are a supplement to the District’s systemic safety efforts that utilize the latest 

engineering standards and guidelines to upgrade roadway and roadside infrastructure as part of design 

projects, resurfacing, and other activities. High crash location projects that utilize low-cost improvements such 

as traffic signs and pavement markings have been shown to reduce crashes and injuries in a cost-effective 

manner. 

Program: Pedestrian Safety

Date of Program Methodology:10/1/2020

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? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Other-Pedestrian crashes

• Traffic

• Volume

• Other-Speed

• Functional classification

• Other-Cross section

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Probability of specific crash types

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-Projects are advanced by network screening and internal review of annual Crash 

Statistics report

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).
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Rank of Priority Consideration

Other-Total number of collisions:1

Program: Red Light Running Prevention

Date of Program Methodology:10/1/2020

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes

• Other-Red light running crashes

• Traffic

• Volume • Functional classification

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Probability of specific crash types

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-Projects are advanced by network screening and internal review of annual Crash 

Statistics report

• Other-Projects for Design are automatically implemented through Construction

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-Total number of collisions:1
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Red light running creates a substantial risk of fatal and serious injury crashes due to the angular nature of 

intersections. Red light running can result in right-angle crashes, pedestrian crashes, and bicyclist crashes, all 

of which can result in fatal and serious injuries. Red Light Running Prevention seeks to curtail this safety 

problem. 

Program: Sign Replacement And Improvement

Date of Program Methodology:10/1/2020

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• All crashes • Traffic

• Volume • Functional classification

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

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

program?

No

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

How are projects under this program advanced for implementation?

• Other-Projects are advanced by network screening and internal review of annual Crash 

Statistics report

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-Total number of collisions:1
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Traffic signs provide critical information, legal requirements, and guidance for drivers and other road users. 

Missing or damaged devices, such as STOP signs, can create a potential safety hazard. Maintaining traffic 

signs is, thus, essential for helping to prevent fatal and serious injury crashes. 

What percentage of HSIP funds address systemic improvements? 

 48

 HSIP funds are used to address which of the following systemic 

improvements? 

• Add/Upgrade/Modify/Remove Traffic Signal 

• Install/Improve Pavement Marking and/or Delineation 

• Install/Improve Signing 

• Other-Data collection 

• Other-Pedestrian and traffic calming improvements 

• Other-Retroreflective backplates 

• Other-Traffic Safety Engineering & Support Services (TSES) 

What process is used to identify potential countermeasures? 

• Crash data analysis 

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

• Engineering Study 

• Road Safety Assessment 

• SHSP/Local road safety plan 

• Stakeholder input 

• Other-Design Review, Capital Project Review, Sight Distance Analysis, Roadway Geometry, Accident 

Analysis 

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes 

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

The District has been implementing ITS projects and improving its ITS infrastructure through the use of HSIP 

funds. These projects include live CCTV cameras, dynamic message boards, traffic signal controller upgrades, 

and other ITS infrastructure improvements. HSIP funds have not been specifically targeted toward other 

connected vehicle technologies. 

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. 

DDOT has formalized the use of the HSM predictive method within the HSIP Intersection project. This 

represents a change from the prior use of benefit-cost methodology as the preferred method of analysis for 

prior years of the HSIP Intersection project. 

This approach calculates predicted and expected crashes to determine the number of crashes for the base 

conditions of the intersection and compare the safety of alternatives should conditions change. TheHSM 
2022 District Of Columbia Highway Safety Improvement Program

Page 19 of 40

predictive method offers a process to assess intersection safety that considers intersection characteristics in 

addition to crash history. Safety performance functions (SPFs) are used to calculate the predicted number of 

crashes based on intersection type and AADT. Crash modification factors (CMFs) are then applied to the 

predicted crashes to adjust the number of crashes based on site-specific intersection components that could 

either increase or decrease certain crash types.
2022 District Of Columbia Highway Safety Improvement Program

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Project Implementation

Funds Programmed 

Reporting period for HSIP funding.

State Fiscal Year

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

FUNDING CATEGORY PROGRAMMED OBLIGATED % 

OBLIGATED/PROGRAMMED

HSIP (23 U.S.C. 148) $9,954,556 $9,954,556 100%

HRRR Special Rule (23 

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

$0 $0 0%

Penalty Funds (23 U.S.C. 

154)

$0 $0 0%

Penalty Funds (23 U.S.C. 

164)

$0 $0 0%

RHCP (for HSIP 

purposes) (23 U.S.C. 

130(e)(2))

$0 $0 0%

Other Federal-aid Funds 

(i.e. STBG, NHPP)

$0 $0 0%

State and Local Funds $0 $0 0%

Totals $9,954,556 $9,954,556 100%

The above numbers reflect the transfer of RHCP funds to the HSIP funds. 

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

safety projects? 

0%

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

0%

The District does not contain local roads that are non-State owned. 

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

14%

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

14%
2022 District Of Columbia Highway Safety Improvement Program

Page 21 of 40

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%

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

the future.

District of Columbia obligation staff work with various DDOT administrations and divisions to ensure HSIP 

funds are obligated in a timely manner. DDOT conducts regular obligation meetings with various internal 

stakeholders to continually improve the obligation process and provide help to engineers and managers where 

needed. The District utilizes an SOP for the HSIP project selection that was developed in 2020 to determine 

the eligibility of projects and streamline funding and obligations.
2022 District Of Columbia 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

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Thermoplastic 

Pavement 

Markings - 

installation of 

thermoplastic 

markings on 

Federal and 

supporting 

roadways.

Intersection 

traffic control

Pavement 

markings

285 Locations $878850 $878850 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Systemic Intersections

Multimodal 

Traffic and 

Safety 

Construction

Intersection 

traffic control

Intersection 

traffic control - 

other

40 Locations $1750974 $1750974 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Intersections

Traffic 

Engineering 

Design - 

provides traffic 

engineering 

analysis and 

design for high 

crash/problem 

intersections.

Intersection 

geometry

Intersection 

geometry - other

25 Locations $1464265 $1464265 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Intersections

Traffic Safety 

Data Center at 

Howard 

University - 

maintains 

District-wide 

crash data, 

speed data, 

traffic volume 

data.

Miscellaneous Data collection 312 data requests $774000 $774000 HSIP (23 

U.S.C. 148)

Urban N/A 0 State 

Highway 

Agency

Spot Data

Overhead 

Freeway Sign 

Maintenance - 

Replacement 

of damaged, 

faded, and 

obsolete 

freeway signs 

to promote 

safety.

Roadway signs 

and traffic 

control

Sign sheeting - 

upgrade or 

replacement

5000 square feet $1170000 $1170000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Older Drivers

Traffic Safety 

Engineering & 

Support 

Intersection 

traffic control

Intersection 

traffic control - 

other

$2070000 $2070000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Intersections Pedestrian 

and Bicyclist 

Safety; 
2022 District Of Columbia Highway Safety Improvement Program

Page 23 of 40

PROJECT 

NAME

IMPROVEMENT 

CATEGORY SUBCATEGORY OUTPUTS OUTPUT TYPE

HSIP 

PROJECT 

COST($)

TOTAL 

PROJECT 

COST($)

FUNDING 

CATEGORY

LAND 

USE/AREA 

TYPE

FUNCTIONAL 

CLASSIFICATION AADT SPEED OWNERSHIP

METHOD 

FOR SITE 

SELECTION

SHSP 

EMPHASIS 

AREA

SHSP 

STRATEGY

Service 

(TSES)

Engineering / 

Facilities 

Infrastructure, 

and HighRisk Drivers

Crash 

Database 

(TARAS)

Miscellaneous Data analysis $90000 $90000 HSIP (23 

U.S.C. 148)

Urban N/A 0 State 

Highway 

Agency

Systemic Data

Data 

Collection

Miscellaneous Data collection $157500 $157500 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Data

Traffic Signal 

Construction - 

Retroreflective 

Backplates

Roadway signs 

and traffic 

control

Roadway signs 

and traffic control 

- other

50 backplates $495000 $495000 Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Intersections

Traffic Signal 

Construction

Roadway signs 

and traffic 

control

Roadway signs 

and traffic control 

- other

311 improvements $969750 $969750 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0 State 

Highway 

Agency

Spot Pedestrians

DDOT determined that it would be most accurate to report FY 21 obligated funds as the funding year was closed and all amounts final. Under prior reporting of the current, obligations in later funding tranches may not have been received 

and therefore reporting was only reflecting a partial picture of obligated funds.
2022 District Of Columbia Highway Safety Improvement Program

Page 24 of 40

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 20 23 23 27 31 31 23 36 40

Serious Injuries 305 311 337 391 382 364 352 354 423

Fatality rate (per 

HMVMT)

0.570 0.650 0.650 0.750 0.830 0.840 0.610 1.190 1.220

Serious injury rate (per 

HMVMT)

8.690 8.790 9.520 10.860 10.230 9.860 9.340 11.700 12.900

Number non-motorized 

fatalities

10 10 14 9 13 14 11 11 20

Number of nonmotorized serious 

injuries

114 141 119 141 146 146 144 104 131
2022 District Of Columbia Highway Safety Improvement Program

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0

5

10

15

20

25

30

35

40

45

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

50

100

150

200

250

300

350

400

450

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Serious Injuries

Serious Injuries 5 Year Rolling Avg.
2022 District Of Columbia Highway Safety Improvement Program

Page 26 of 40

0

0.2

0.4

0.6

0.8

1

1.2

1.4

2013 2014 2015 2016 2017 2018 2019 2020 2021

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

2

4

6

8

10

12

14

2013 2014 2015 2016 2017 2018 2019 2020 2021

Serious injury rate (per HMVMT)

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

Page 27 of 40

Describe fatality data source. 

FARS

FARS and estimation from 2021 TARAS data. 

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

Rural Principal 

Arterial (RPA) - Other 

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

Rural Minor Arterial

Rural Minor Collector

0

20

40

60

80

100

120

140

160

180

2013 2014 2015 2016 2017 2018 2019 2020 2021

Non Motorized Fatalities and Serious Injuries

Fatalities Serious Injuries 5 Year Rolling Avg.
2022 District Of Columbia Highway Safety Improvement Program

Page 28 of 40

Functional 

Classification

Number of Fatalities

(5-yr avg)

Number of Serious 

Injuries

(5-yr avg)

Fatality Rate

(per HMVMT)

(5-yr avg)

Serious Injury Rate

 (per HMVMT)

(5-yr avg)

Rural Major Collector

Rural Local Road or 

Street

Urban Principal 

Arterial (UPA) - 

Interstate

0.8 18 0.17 3.66

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

1.2 1.6 0.35 0.43

Urban Principal 

Arterial (UPA) - Other

10.4 105.4 1.1 10.8

Urban Minor Arterial 11.4 122 1.8 18.54

Urban Minor Collector

Urban Major Collector 2.4 38.4 0.96 14.93

Urban Local Road or 

Street

5.8 79.6 0.76 10.67
2022 District Of Columbia Highway Safety Improvement Program

Page 29 of 40

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

33 374.6 0.96 10.85

County Highway 

Agency

Town or Township 

Highway Agency

City or Municipal 

Highway Agency

State Park, Forest, or 

Reservation Agency

Local Park, Forest or 

Reservation Agency

Other State Agency

Other Local Agency

Private (Other than 

Railroad)

Railroad

State Toll Authority

Local Toll Authority

Other Public 

Instrumentality (e.g. 

Airport, School, 

University)

Indian Tribe Nation

Safety Performance Targets 

Safety Performance Targets 

Calendar Year 2023 Targets *

Number of Fatalities:27.0

Describe the basis for established target, including how it supports SHSP goals.
2022 District Of Columbia Highway Safety Improvement Program

Page 30 of 40

Using the 5-year rolling average and a power model (R2 = 0.99), the District has the 2023 goal to maintain the 

number of fatalities at 27 by December 31, 2023

Number of Serious Injuries:319.0

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

Using the 5-year rolling average and a power model (R2 = 0.97), the District 2023 goal would be to keep the 

number of traffic-related serious injuries to 319.

Fatality Rate:0.720

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

Using the 5-year rolling average and a power model (R2 = 0.99), the District 2022 goal would be to maintain 

the fatality rate to 0.72 by December 31, 2023.

Serious Injury Rate:8.500

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

Using the 5-year rolling average and a power model (R2 = 0.97), the District 2023 goal will be to reduce the 

serious injury rate to 8.5.

Total Number of Non-Motorized Fatalities and Serious Injuries:143.0

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

In the District of Columbia, Non-motorists account for a majority of traffic fatalities and a significant proportion 

of serious injuries. The District's goal for 2023 is to keep the number of non-motorized fatalities and serious 

injuries to 143 by December 31st, 2023.

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

safety performance targets. 

In addition to the involvement of numerous administrations and offices within DDOT, multiple external 

stakeholders are actively engaged in the safety performance target setting process in the District of Columbia, 

including the Metropolitan Police Department, the Metropolitan Washington Council of Governments (MPO), 

the District of Columbia Department of Health, and the FHWA Division Office.

Does the State want to report additional optional targets? 

No

Describe progress toward meeting the State’s 2021 Safety Performance Targets (based 

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

reasons for differences in the actual outcomes and targets.

PERFORMANCE MEASURES TARGETS ACTUALS
2022 District Of Columbia Highway Safety Improvement Program

Page 31 of 40

Number of Fatalities 30.0 32.2

Number of Serious Injuries 365.0 375.0

Fatality Rate 0.810 0.938

Serious Injury Rate 9.860 10.806

Non-Motorized Fatalities and 

Serious Injuries

165.0 148.0

The five-year rolling average target for the Number of Fatalities was set at 30 for calendar year 2021. At the 

time of this report, the official FARS fatality numbers for 2021 were not yet available; however, based on the 40 

fatalities reported on TARAS, the District expects the Number of Fatalities in FARS for 2021 will exceed the 

target.

The five-year rolling average target for the Rate of Fatalities per hundred million vehicle miles traveled 

(HMVMT) was set at 0.81 for 2021. While traffic volumes are gradually recovering to pre-COVID levels after a 

significant reduction in 2020, the estimated HMVMT for 2021 was still approximately 15% below pre-COVID 

(i.e., 2019) levels. As a result, the Rate of Fatalities is estimated at 1.22 and which exceeds the 2021 target.

The 2021 targets for the Number of Serious Injuries and the Rate of Serious Injuries per 100 HMVMT were 365 

and 9.86, respectively. Based on serious injury data there were 423 serious injuries in the District which 

exceeds the target. Additionally, due to the significant reduction in VMT, the Rate of Serious Injuries is 

estimated at 12.22 which also exceeds the 2021 target.

The 2021 targets for the Number of Non-motorized Fatalities and Serious Injuries were 165. The District 

expects to meet these targets based on the 151 non-motorized fatality and serious injury data queried in 

TARAS. 

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

5 1 5 3 2 2 4

Number of Older Driver 

and Pedestrian Serious 

Injuries

21 26 17 22 30 21 19
2022 District Of Columbia Highway Safety Improvement Program

Page 32 of 40

Evaluation

Program Effectiveness 

How does the State measure effectiveness of the HSIP? 

• Benefit/Cost Ratio 

• Change in fatalities and serious injuries 

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

the State's program level evaluations. 

The District has generally found that infrastructure safety improvements are associated with reductions in 

targeted crashes or improvements in road user behavior, such as conflicts. 

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

success of the Highway Safety Improvement Program? 

• Increased awareness of safety and data-driven process 

• More systemic programs 

• Organizational change 

• Policy change 

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)

Pedestrians All 12.4 93 0.34 2.54

Bicyclists All 6.2 35.4 0.17 0.97

Older Drivers All 1.2 11.6 0.03 0.32

Motorcycles All 5.8 34.2 0.16 0.93
2022 District Of Columbia Highway Safety Improvement Program

Page 33 of 40

0

2

4

6

8

10

12

14

Pedestrians Bicyclists Older Drivers Motorcycles

Fatalities

Number of Fatalities 

5 Year Average

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

0

10

20

30

40

50

60

70

80

90

100

Pedestrians Bicyclists Older Drivers Motorcycles

Serious Injuries

Number of Serious Injuries 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021
2022 District Of Columbia Highway Safety Improvement Program

Page 34 of 40

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

Pedestrians Bicyclists Older Drivers Motorcycles

Fatality Rate

Fatality Rate (per HMVMT) 

5 Year Average

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

0

0.5

1

1.5

2

2.5

3

Pedestrians Bicyclists Older Drivers Motorcycles

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

2013-2017 2014-2018 2015-2019 2016-2020 2017-2021
2022 District Of Columbia Highway Safety Improvement Program

Page 35 of 40

Project Effectiveness

Provide the following information for previously implemented projects that the State evaluated this reporting period. 
2022 District Of Columbia Highway Safety Improvement Program

Page 36 of 40

Compliance Assessment

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

 03/02/2021

What are the years being covered by the current SHSP? 

From: 2020 To: 2025

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

 2026

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

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

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

ROADWAY SEGMENT Segment Identifier 

(12) [12]

100 100 100 100 100 100

Route Number (8) 

[8]

100 100

Route/Street Name 

(9) [9]

100 100

Federal Aid/Route 

Type (21) [21]

100 100

Rural/Urban 

Designation (20) [20]

100 100 100 100

Surface Type (23) 

[24]

100 100 100 100

Begin Point 

Segment Descriptor 

(10) [10]

100 100 100 100 100 100

End Point Segment 

Descriptor (11) [11]

100 100 100 100 100 100

Segment Length 

(13) [13]

100 100

Direction of 

Inventory (18) [18]

100 100

Functional Class 

(19) [19]

100 100 100 100 100 100
2022 District Of Columbia Highway Safety Improvement Program

Page 37 of 40

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Median Type (54) 

[55]

100 100

Access Control (22) 

[23]

100 100

One/Two Way 

Operations (91) [93]

100 100

Number of Through 

Lanes (31) [32]

100 100 100 100

Average Annual 

Daily Traffic (79) [81]

100 100 100 100

AADT Year (80) [82] 100 100

Type of 

Governmental 

Ownership (4) [4]

100 100 100 100 100 100

INTERSECTION Unique Junction 

Identifier (120) [110]

100 100

Location Identifier 

for Road 1 Crossing 

Point (122) [112]

100 100

Location Identifier 

for Road 2 Crossing 

Point (123) [113]

100 100

Intersection/Junction 

Geometry (126) 

[116]

100 100

Intersection/Junction 

Traffic Control (131) 

[131]

100 100

AADT for Each 

Intersecting Road 

(79) [81]

100 100

AADT Year (80) [82] 100 100

Unique Approach 

Identifier (139) [129]

100 100

INTERCHANGE/RAMP Unique Interchange 

Identifier (178) [168]

Location Identifier 

for Roadway at 

100 100
2022 District Of Columbia Highway Safety Improvement Program

Page 38 of 40

ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

Beginning of Ramp 

Terminal (197) [187]

Location Identifier 

for Roadway at 

Ending Ramp 

Terminal (201) [191]

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]

Ramp AADT (191) 

[181]

100 100

Year of Ramp AADT 

(192) [182]

100 100

Functional Class 

(19) [19]

100 100

Type of 

Governmental 

Ownership (4) [4]

100 100

Totals (Average Percent Complete): 100.00 100.00 100.00 100.00 81.82 81.82 100.00 100.00 100.00 100.00

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

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

The District of Columbia's Traffic Records Coordinating Committee (TRCC) is working with multidisciplinary partners, including the Metropolitan Police Department, DDOT, and our crash data consultant team to meet the requirement to 

have complete access to the MIRE fundamental data elements on all public roads by September 30, 2026.
2022 District Of Columbia Highway Safety Improvement Program

Page 39 of 40

Optional Attachments

Program Structure:

HSIP Handbook.pdf

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2022 District Of Columbia Highway Safety Improvement Program

Page 40 of 40

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.