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DELAWARE 

2022 ANNUAL REPORT 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Applicability of Special Rules ...........................................................................................................32

Evaluation ...........................................................................................................................................34

Program Effectiveness ....................................................................................................................34

Effectiveness of Groupings or Similar Types of Improvements .......................................................34

Project Effectiveness .......................................................................................................................38

Compliance Assessment.....................................................................................................................39

Optional Attachments ..........................................................................................................................42

Glossary ..............................................................................................................................................43
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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 Delaware Department of Transportation (DelDOT) has prepared this Annual Report for state fiscal year 

2022 (July 1, 2021 through June 30, 2022) to demonstrate the success of their safety program. During the 

2022 reporting period, DelDOT continued its successful core HSIP programs – Hazard Elimination Program 

(HEP), Systemic Safety Improvement Program, Highway Rail-Grade Crossing Program (HRGX), and Strategic 

Highway Safety Plan (SHSP), and the High Risk Rural Roads Program (HRRRP), re-established in 2021. 

During the 2022 reporting period, DelDOT completed the installation of median barrier along the accesscontrolled portion of SR 1, continued Rectangular Rapid Flashing Beacon (RRFB) installations, began 

implementation of pedestrian safety improvements on US 13 in Dover based on the completed pedestrian 

safety audit, continued the pedestrian safety audit in the City of Wilmington, balanced safety and congestion at 

flashing red arrow (FRA) locations, and implemented previous years' HEP recommendations. DelDOT 

completed installation of new High-Friction Surface Treatment (HFST) applications, including the first 

application of HFST in Delaware on a freeway section. DelDOT installed its first two sets of Dynamic Curve 

Warning Systems and completed a statewide review of freeway ramps developing signing and pavement 

marking plans to prevent wrong way entries. DelDOT continued to identify new safety improvements through 

studies in its core programs and implemented previously identified improvements. 

During the 2022 reporting period, DelDOT and its safety partners continued implementation of the strategies 

and actions of the 2021-2025 Delaware SHSP, completing updates to several design guidance memoranda, 

developing new design guidance memoranda supporting implementation of median barrier and HFST on 

projects, and beginning the development of a prioritization process for median barrier on non-access controlled 

facilities. 

In compliance with federal safety performance management regulations, DelDOT developed its first HSIP 

Implementation Plan for Federal Fiscal Year 2022. Implementation of strategies and actions identified in the 

Implementation Plan are ongoing. DelDOT led efforts, in conjunction with Delaware’s Office of Highway Safety 

and Delaware State Police, to identify Delaware’s 2023 safety performance measure targets, which are 

included in this report. Based on a preliminary assessment, Delaware has met or made significant progress 

toward meeting two of the five 2021 safety performance measure targets. 

During the 5-year period from 2016 to 2020, the annual number of fatalities averaged 120; however, the 

number of fatalities increased 16 percent to 139 in 2021 – a trend that was experienced nationwide. Likewise, 

the number of serious injuries increased in 2021; a reversal from recent downward trends. In harmony with the 

national safety conversation, DelDOT and its safety partners are continuing to emphasize safety on a daily 

basis with the goal to reverse these trends. Although these short-term trends are undesired, Delaware’s HSIP 

continues to identify and implement beneficial safety projects and initiatives. Despite the 2021 increases, the 

success of Delaware’s HSIP is demonstrated by the fact that the number of fatalities (based on 5-year rolling 

averages) per year remained relatively steady from 2017 to 2021 and the number of serious injuries (based on 

5-year rolling averages) have decreased by over 20 percent during the 5-year period.
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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. 

DelDOT’s Traffic Engineering Section leads the HSIP with support from both internal and external partners. 

The HSIP is comprised of several programs (and subprograms) that are designed to prioritize resources that 

target the most critical safety improvement opportunities as identified through data-driven approaches. The 

following programs are included in Delaware’s HSIP: 

• Strategic Highway Safety Plan (SHSP) 

• Hazard Elimination Program (HEP) 

o Segment HEP 

o Intersection HEP

▪ Signalized Intersection Program 

▪ Unsignalized Intersection Program 

o Systemic Safety Improvement Programs

▪ Longitudinal Rumble Strips 

▪ High Friction Surface Treatment 

▪ Freeway Median Barrier 

• Highway-Rail Grade Crossing (HRGX) 

• High Risk Rural Roads Program (HRRRP) 

Delaware’s SHSP is a statewide-coordinated safety plan that provides a comprehensive framework, identifies 

specific goals and objectives, and integrates the four E's - engineering, education, enforcement and 

emergency medical services (EMS). Delaware’s SHSP core agencies include DelDOT, Office of Highway 

Safety (OHS), and Delaware State Police (DSP). Additionally, several other stakeholders (e.g., Federal 

Highway Administration, National Highway Traffic Safety Administration, Federal Motor Carrier Safety 

Administration, Delaware Department of Motor Vehicles, Delaware Department of Justice, Delaware Office of 

Emergency Medical Services, Delaware Transit Commission, WILMAPCO, Dover/Kent County MPO, City of 

Wilmington, Delaware T2/LTAP Center, and the general public) provide input and expertise towards the 

development of the SHSP. Together, the SHSP core agencies and stakeholders review fatal and serious injury 

crash data to identify emphasis areas to focus resources with the goal of reducing fatalities and serious 

injuries. Delaware's current SHSP was adopted in December 2020 and serves as the state’s safety plan for 

2021 through 2025. 

For the HEP, twenty spot locations throughout the state are chosen for safety studies each year. Ten sites are 

selected using the Critical Ratio methodology to identify high crash locations and ten intersection sites (5 

signalized; 5 unsignalized) are selected using a crash index methodology. For each site selected, DelDOT’s 

Traffic Engineering Section reviews crash data, performs a field review, and identifies potential safety 
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improvement alternatives. Results of the HEP safety studies are distributed to the HEP committee, which 

includes representatives from DelDOT (Traffic, Planning, Project Development, and the Maintenance Districts), 

Delaware State Police, FHWA, MPOs, and the counties and municipalities; to solicit feedback regarding the 

recommended safety improvements. Traffic control device improvements (i.e., signing, striping, lighting, and 

traffic signal upgrades) are then designed by DelDOT’s Traffic Section and implemented by DelDOT’s 

maintenance forces and/or on-call contractors. Projects requiring detailed design, public involvement, or 

resulting in right-of-way or environmental impacts are forwarded to DelDOT’s Project Development section for 

prioritization and inclusion in the Capital Transportation Program (CTP). 

Delaware began implementing systemic safety improvements in 2015 targeting the reduction of fatal and 

serious injury roadway departure crashes. This was a change on how Delaware approached roadway safety by 

focusing on implementing proven safety countermeasures at high risk locations rather than by implementing 

spot treatments. Each of Delaware’s systemic safety improvement programs use a data-driven approach 

based on several factors, including traffic volumes, roadway characteristics, functional classification, and crash 

history to identify and prioritize locations for implementing proven countermeasures. Delaware has 

implemented systemic safety improvements in the following areas: 

• Longitudinal Rumble Strips: project selection considers both centerline and shoulder rumble strips, 

prioritizing arterials, collectors, and local roadways statewide based on curvature, shoulder width, lane 

width and ADT. Other considerations include noise impacts, presence of bicycle traffic, and pavement 

condition. Recently, Delaware adopted sinusoidal rumble strips as a standard practice on non-freeway 

applications. Previous three-year open-end contracts were established for implementing rumble strips 

using HSIP, HRRRP, and Section 154 Penalty Transfer Funds. 

• High-Friction Surface Treatment (HFST): project selection prioritizes all roadways statewide based on 

roadway departure crash rates on wet pavements, focusing on horizontal curves and high wet-weather 

crash locations. Implementation has occurred using HSIP, HRRRP, and Section 154 Penalty Transfer 

Funds. A new contract that includes installation of HFST at 12 new locations was completed during 

FY2022. 

• Freeway Median Barrier: project selection considers both high-tension cable barrier and double-faced 

guardrail, prioritizing unprotected medians along I-95 and SR 1 based on daily traffic volumes, 

horizontal curvature, median width, and head-on and cross-median crash rates. Installation of freeway 

median barrier along I-95 and SR 1 was recently completed with over 40 miles of median barrier 

installed. Remaining sections of I-95 are currently in design as well as the limits of US 301. Median 

barrier for portions of non-access controlled SR 1 are also in design, extending barrier south into 

Sussex County. DelDOT is now moving towards prioritizing non-freeway median sections on principal 

arterials. 

Delaware’s HRGX Program serves as its Rail-Highway Crossing Program. For its HRGX, DelDOT uses FRA’s 

GradeDec.NET software to calculate benefit/cost ratios for all of Delaware’s public highway-rail grade 

crossings. The benefit/cost ratios take into account the most recent five years of crash data, train speeds, the 

number of trains per day, and AADT, in addition to several other factors. The benefit/cost ratios at each 

crossing are then calculated for various upgrade alternatives. Then, all at-grade crossings statewide are 

ranked according to their benefit/cost ratios to identify candidate locations for safety upgrades. 

In December 2018, Delaware was identified as a state that experienced an increase in the rural road fatality 

rate, triggering the MAP-21 Special Rule and the requirement to obligate a portion of HSIP funding to high risk 

rural road safety projects. In conformance with the Special Rule, DelDOT obligated $900,000 in FFY2020 to 

develop and execute a high risk rural roads program. A site selection process was developed and modeled 

upon DelDOT’s HEP, using the critical ratio methodology to identify segment locations and the crash severity 

index methodology to identify intersection locations (with a few rural road-specific modifications). The segment 

site selection process is consistent with the HEP segment site selection process but with two modifications: 1) 

reduces the minimum number of fatality and injury crashes within a site from five to two along a 0.3 mile 

segment; and 2) only considers roadways identified as rural major collector, rural minor collector or rural local. 
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The intersection site selection process utilizes the HEP intersection site selection process with three 

modifications: 1) while the HEP process identifies intersections from separate lists for signalized and 

unsignalized intersections, a single ranked list of all intersections (signalized and unsignalized) is used for 

HRRRP; 2) applies a criterion of a minimum of five fatal, personal injury, and/or property damage only crashes 

during a three-year period (no minimum was established for HEP); and 3) only considers intersections 

consisting of rural major collector, rural minor collector; and/or rural local roadways based on data contained in 

DelDOT’s Transportation System Data Management. 

Where is HSIP staff located within the State DOT? 

 Engineering

HSIP staff are located in DelDOT’s Division of Transportation Solutions – Traffic Engineering Section. 

How are HSIP funds allocated in a State? 

• Other-Central Office via Formula 

DelDOT Central Office distributes HSIP funds to cover general HSIP program activities, the installation of lowcost countermeasures (signing, marking, signals, etc.) identified through both the HSIP and projects designed 

through DelDOT's Project Development group. 

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

All roadways throughout the state are eligible for safety funding; however, the calculations used to identify high 

crash locations for the Hazard Elimination Program (HEP) include state roadways in DelDOT's road inventory 

where traffic volumes are available. DelDOT maintains approximately 85 percent of all roads in Delaware. 

Based on a review of statewide crash data on all public roadways from 2015 through 2019, less than 0.5 

percent of fatal and serious injuries were the result of crashes that occurred on roadways not maintained by 

DelDOT, indicating that crashes reported on these roadways would not likely meet the minimum crash criteria 

for the various HSIP elements. 

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

Bureaus, Divisions) are involved with HSIP planning. 

• Design 

• Districts/Regions 

• Maintenance 

• Operations 

• Planning 

• Traffic Engineering/Safety 

Describe coordination with internal partners. 

Representatives from DelDOT's Traffic, Planning, Project Development, and Maintenance and Operations 

divisions participate in the HSIP as part of the HEP and SHSP committees. 

Identify which external partners are involved with HSIP planning.

• FHWA 
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• Governors Highway Safety Office 

• Law Enforcement Agency 

• Local Government Agency 

• Local Technical Assistance Program 

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

• Other-National Highway Traffic Safety Administration 

• Other-Delaware State Police 

• Other-Department of Justice 

• Other-Delaware Office of Emergency Medical Services 

• Other-Federal Motor Carrier Safety Administration 

Describe coordination with external partners. 

Representatives from DelDOT’s external partners participate in the HSIP via the HEP and/or SHSP 

committees. Together, DelDOT and these agencies work together to focus resources with the goal of reducing 

fatalities and serious injuries on Delaware's transportation system. 

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

elaborate. 

During FY 2022 (July 1, 2021 - June 30, 2022), components of Delaware’s HSIP included the Strategic 

Highway Safety Plan (SHSP), the Hazard Elimination Program (HEP), the Systemic Safety Improvement 

Program, Highway-Rail Grade Crossing Safety Program (HRGX), and High Risk Rural Roads Program 

(HRRRP). Additional administration accomplishments for the FY 2021 reporting period include: 

- Completed installation of 10 new High-Friction Surface Treatment applications. 

- Continued Rectangular Rapid Flashing Beacon (RRFB) installations. 

- Continued to balance safety and congestion improvements at flashing red arrow (FRA) locations. 

- Continued enhancements to the Crash Analysis and Reporting System (CARS) 

- Implemented a Dynamic Curve Warning System on I-95 southbound approaching the Brandywine River 

Bridge to address historical curve related roadway departure crashes. 

- Implemented a second Dynamic Curve Warning System on the ramp from I-95 NB to SR 1 SB to address 

roadway departure crashes. 

- Began implementation of pedestrian safety improvements recommended from the US 13 Dover Pedestrian 

Safety Audit. 

Program Methodology 

Select the programs that are administered under the HSIP.

• Horizontal Curve 

• HRRR

• Intersection 

• Median Barrier 

• Segments 
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• Wrong Way Driving 

• Other-Longitudinal Rumble Strips 

• Other-High Friction Surface Treatment 

Program: Horizontal Curve

Date of Program Methodology:8/1/2022

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Other-Competes with HSIP projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-Hot Spots by Request • Volume • Horizontal curvature

• Functional classification

What project identification methodology was used for this program? 

• Other-All horizontal curves.

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).

Rank of Priority Consideration

Available funding:1
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Program: HRRR

Date of Program Methodology:4/1/2021

What is the justification for this program? 

• Other-MAP-21 Special Rule

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-Fatal and Injury Crashes 

Only • Volume • Functional classification

What project identification methodology was used for this program? 

• Critical rate

• Relative severity index

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

program?

No

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

How are projects under this program advanced for implementation?

• selection committee

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

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

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

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

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

Relative Weight in Scoring

Available funding:50

Cost Effectiveness:50

Total Relative Weight:100

Program: Intersection

Date of Program Methodology:12/17/2018
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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-Fatal and Injury Crashes 

Only

What project identification methodology was used for this program? 

• Relative severity index

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

program?

No

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

How are projects under this program advanced for implementation?

• selection committee

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

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

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

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

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

Relative Weight in Scoring

Available funding:50

Cost Effectiveness:50

Total Relative Weight:100

Program: Median Barrier

Date of Program Methodology:7/1/2018

What is the justification for this program? 

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

Other-Competes with HSIP projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-All roadway departure 

crashes, head-on crashes, and 

cross-median crashes

• Volume

• Other-Roadway Miles

• Median width

• Horizontal curvature

• Functional classification

• Roadside features

What project identification methodology was used for this program? 

• Crash frequency

• Crash rate

• Relative severity index

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

program?

No

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

How are projects under this program advanced for implementation?

• Other-Based on prioritization and funding availability

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:50

Ranking based on net benefit:50

Total Relative Weight:100

Program: Segments

Date of Program Methodology:12/17/2018

What is the justification for this program? 

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

Competes with all projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-Fatal and Injury Crashes 

Only

• Volume

• Other-Roadway Miles • Other-Roadway Type

What project identification methodology was used for this program? 

• Critical 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?

• 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 B/C:25

Available funding:25

Ranking based on net benefit:25

Cost Effectiveness:25

Total Relative Weight:100

Program: Wrong Way Driving

Date of Program Methodology:8/1/2022

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Other-Competes with HSIP projects
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What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-Wrong Way Crashes

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?

• 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:50

Cost Effectiveness:50

Total Relative Weight:100

Program: Other-Longitudinal Rumble Strips

Date of Program Methodology:7/1/2018

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Other-Competes with HSIP projects

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-All roadway departure 

crashes

• Volume

• Other-Roadway Miles • Horizontal curvature

• Functional classification
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• Roadside features

What project identification methodology was used for this program? 

• 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-Based on prioritization and funding availability

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

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

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

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

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

Rank of Priority Consideration

Available funding:2

Ranking based on net benefit:1

Program: Other-High Friction Surface Treatment

Date of Program Methodology:7/1/2018

What is the justification for this program? 

• Addresses SHSP priority or emphasis area

What is the funding approach for this program? 

Funding set-aside

What data types were used in the program methodology? 

Crashes Exposure Roadway 

• Other-All wet weather roadway 

departure crashes

• Volume

• Other-Roadway Miles

What project identification methodology was used for this program? 
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• 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-Based on prioritization and funding availability

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

What percentage of HSIP funds address systemic improvements? 

 13

 HSIP funds are used to address which of the following systemic 

improvements? 

• Other-Median Barrier 

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 

Does the State HSIP consider connected vehicles and ITS technologies? 

Yes 

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

As part of the national SPaT Challenge, DelDOT has equipped intersections along US 13 in Smyrna as well as 

intersections in Dover with dedicated short-range communication (DSRC) roadside equipment. As vehicle 

manufacturers increase deployment of connected vehicles, the implementation of red light violation warnings 
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and other associated applications at traffic signals via DSRC will be supportive of safety initiatives related to 

the “Intersections” emphasis area of the SHSP. Although the HSIP may not be the direct catalyst, DelDOT has 

undertaken and implemented many ITS solutions to improve safety that are in alignment with its SHSP. A few 

examples include the installation of a dilemma zone detection system, queue detection systems for the I-95 

Wilmington Viaduct project, Variable Speed Limit signs, pilot deployments of dynamic chevrons, and wrong 

way entry detection. Moving ahead, we expect to have a higher level of coordination between CAV/ITS 

initiatives and HSIP/SHSP initiatives than we have had in the past.

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.

DelDOT uses the HSM to compare alternatives and countermeasures under consideration for its HSIP.

Describe program methodology practices that have changed since the last reporting 

period.

In 2021, as part of the 2020 HEP, DelDOT implemented a virtual process for the HEP committee to review 

HEP site recommendations in response to the Covid-19 pandemic. Historically, the HEP committee would 

meet in person and the recommendations presented to the committee and feedback regarding the 

recommendations was provided and incorporated into the final studies. DelDOT moved to a Bluebeam review 

session that was provided to all stakeholders for the purposes of reviewing study documentation and 

recommendations. This resulted in more feedback than previously received during in-person meetings and 

allowed for more stakeholders to remain engaged in the process. Due to the success of this process, DelDOT 

has incorporated this methodology into its standard HEP practice.
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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) $12,604,500 $16,323,206 129.5%

HRRR Special Rule (23 

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

$0 $35,623 0%

Penalty Funds (23 U.S.C. 

154)

$2,408,900 $2,411,426 100.1%

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)

$23,109,500 $0 0%

State and Local Funds $0 $0 0%

Totals $38,122,900 $18,770,255 49.24%

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%

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

$1,598,490

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

$1,598,490

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

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

$0

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

the future.

No impediments at this time.
2022 Delaware Highway Safety Improvement Program

Page 20 of 43

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

T200711201 -

HSIP SR24 @ 

Mount Joy 

Road and 

SR24 at Bay 

Farm Road 

Intersection

Intersection 

geometry

Add/modify 

auxiliary lanes

2 Intersections $7196585 $10779659 HSIP (23 

U.S.C. 148)

Urban Major Collector 18,200 50 State 

Highway 

Agency

Spot Intersections Intersection 

1.0: Reduce 

the frequency 

and severity of 

intersection 

crashes 

through 

operational, 

geometric and 

traffic control 

device 

improvements.

T200711201 -

HSIP SR24 @ 

Mount Joy 

Road and 

SR24 at Bay 

Farm Road 

Intersection

Intersection 

geometry

Add/modify 

auxiliary lanes

2 Intersections $2488 $2488 Penalty 

Funds (23 

U.S.C. 154)

Urban Major Collector 18,200 50 State 

Highway 

Agency

Spot Intersections Intersection 

1.0: Reduce 

the frequency 

and severity of 

intersection 

crashes 

through 

operational, 

geometric and 

traffic control 

device 

improvements.

T200900704 -

HSIP NCC, 

SR273 

Appleby Rd to 

Airport Rd

Intersection 

geometry

Add/modify 

auxiliary lanes

1 Intersections $487620 $739800 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther27,600 45 State 

Highway 

Agency

Spot Intersections Intersection 

1.0: Reduce 

the frequency 

and severity of 

intersection 

crashes 

through 

operational, 

geometric and 

traffic control 

device 

improvements.

T201000701 -

HSIP NCC, 

SR71, Old Port 

Road to SR7

Intersection 

traffic control

Modify control –

new traffic signal

1 Intersections $32000 $120000 HSIP (23 

U.S.C. 148)

Urban Major Collector 4,300 35 State 

Highway 

Agency

Spot Intersections Intersection 

1.0: Reduce 

the frequency 

and severity of 

intersection 

crashes 

through 

operational, 

geometric and 

traffic control 
2022 Delaware Highway Safety Improvement Program

Page 21 of 43

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

device 

improvements.

T201200902 - 

HSIP SC, 

SR24 at Camp 

Arrow Head Rd 

and SR24 at 

Angola Rd

Intersection 

geometry

Add/modify 

auxiliary lanes

2 Intersections $3002398 $10076100 HSIP (23 

U.S.C. 148)

Urban Major Collector 19,250 45 State 

Highway 

Agency

Spot Intersections Intersection 

1.0: Reduce 

the frequency 

and severity of 

intersection 

crashes 

through 

operational, 

geometric and 

traffic control 

device 

improvements.

T201200903 - 

HSIP SR24 at 

SR5/SR23 

Intersection 

Improvements

Intersection 

geometry

Add/modify 

auxiliary lanes

1 Intersections $278353 $309281 HSIP (23 

U.S.C. 148)

Urban Major Collector 14,900 45 State 

Highway 

Agency

Spot Intersections Intersection 

1.0: Reduce 

the frequency 

and severity of 

intersection 

crashes 

through 

operational, 

geometric and 

traffic control 

device 

improvements.

T201500201 - 

HEP KC, SR8 

& SR15 

Intersection 

Improvement

Intersection 

geometry

Intersection 

geometry - other

1 Intersections $2700000 $6846902 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 20,600 40 State 

Highway 

Agency

T201900901 - 

HSIP SR24 

Corridor 

Projects 

Coordination

Miscellaneous Transportation 

safety planning

1 Locations $900000 $1000000 HSIP (23 

U.S.C. 148)

Urban Multiple/Varies 0

T201901002 - 

Median Barrier 

Installation, 

Statewide 

Open End

Roadside Barrier - other 14 Miles $2408938 $2408938 Penalty

Funds (23 

U.S.C. 154)

Urban Principal ArterialOther Freeways & 

Expressways

42,000 65 Systemic Roadway 

Departure

Roadway 

Departure 2.0 

Minimize the 

consequence 

of leaving the 

roadway by 

improving the 

roadside 

environment.

T201904201 - 

HEP KC, 

US113 @ 

Intersection 

geometry

Add/modify 

auxiliary lanes

1 Intersections $29240 $32489 HSIP (23 

U.S.C. 148)

Urban Principal ArterialOther

57,171 40 State 

Highway 

Agency

Spot Intersections Intersection 

1.0: Reduce 

the frequency 
2022 Delaware Highway Safety Improvement Program

Page 22 of 43

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

SR14 

Intersection 

Improvements

and severity of 

intersection 

crashes 

through 

operational, 

geometric and 

traffic control 

device 

improvements.

T202001001 - 

FY2021 

Highway 

Safety 

Improvement 

Program

Miscellaneous Transportation 

safety planning

1 Statewide $534942 $594380 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Spot and 

Systemic

Multiple/Varies Multiple/Varies

T202100401 - 

2019 Hazard 

Elimination 

Program - 

Traffic Control 

Device 

Improvement

Roadway signs 

and traffic 

control

Roadway signs 

and traffic control 

- other

1 Statewide $35623 $39581 HRRR 

Special Rule

(23 U.S.C. 

148(g)(1))

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Spot Multiple/Varies Multiple/Varies

T202100401 - 

2019 Hazard 

Elimination 

Program - 

Traffic Control 

Device 

Improvement

Roadway signs 

and traffic 

control

Roadway signs 

and traffic control 

- other

1 Statewide $377 $419 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Spot Multiple/Varies Multiple/Varies

T202101004 - 

FY2022 

Highway 

Safety 

Improvement 

Program

Miscellaneous Transportation 

safety planning

1 Statewide $884354 $982616 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Spot and 

Systemic

Multiple/Varies Multiple/Varies

T202200201 - 

Bay RoadSR10 Wrong 

Way ITS

Advanced 

technology and 

ITS

Wrong-way 

Driving Detection 

System

1 Intersections $98143 $109048 HSIP (23 

U.S.C. 148)

Urban Minor Arterial 27,675 40 State 

Highway 

Agency

Spot Intersections Intersection 

2.0: Reduce 

the frequency 

and severity of 

intersection 

crashes using 

innovative 

technology 

and 

automated 

enforcement 

practices.
2022 Delaware Highway Safety Improvement Program

Page 23 of 43

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

T202269002 - 

Pedestrian 

Safety Studies 

and 

Implementation

Pedestrians and 

bicyclists

Pedestrians and 

bicyclists – other

1 Statewide $179194 $199104 HSIP (23 

U.S.C. 148)

Multiple/Varies Multiple/Varies 0 State 

Highway 

Agency

Spot Pedestrians Various
2022 Delaware Highway Safety Improvement Program

Page 24 of 43

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 101 125 133 120 119 111 133 117 139

Serious Injuries 628 625 567 593 477 377 402 447 558

Fatality rate (per 

HMVMT)

1.090 1.310 1.340 1.180 1.140 1.090 1.290 1.410 1.370

Serious injury rate (per 

HMVMT)

6.760 6.530 5.720 5.840 4.560 3.700 3.910 5.370 5.500

Number non-motorized 

fatalities

28 30 39 30 38 29 39 28 32

Number of nonmotorized serious 

injuries

82 72 61 64 41 63 65 67 82
2022 Delaware Highway Safety Improvement Program

Page 25 of 43

0

20

40

60

80

100

120

140

160

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Fatalities

Fatalities 5 Year Rolling Avg.

0

100

200

300

400

500

600

700

2013 2014 2015 2016 2017 2018 2019 2020 2021

Annual Serious Injuries

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

Page 26 of 43

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

2013 2014 2015 2016 2017 2018 2019 2020 2021

Fatality rate (per HMVMT)

Fatality rate (per HMVMT) 5 Year Rolling Avg.

0

1

2

3

4

5

6

7

8

2013 2014 2015 2016 2017 2018 2019 2020 2021

Serious injury rate (per HMVMT)

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

Page 27 of 43

For the purposes of this reporting, state data was used for both the number of fatalities and serious injuries. As 

a result of mitigation measures for the COVID-19 pandemic, vehicle miles traveled in CY 2020 were 

approximately 20 percent lower than CY 2019. 

Describe fatality data source. 

State Motor Vehicle Crash Database

For the purposes of reporting the most recent statewide crash data trends, crash data from Delaware’s Crash 

Analysis Reporting System (CARS) was used. It should be noted that safety performance measure targets 

relied on FARS data as required by the SPM Final Rule. The difference between the number of fatalities 

reported in FARS and CARS is typically no more than one, so data interpretations are unaffected. 

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 

2.4 7.8 0.62 1.96

0

20

40

60

80

100

120

2013 2014 2015 2016 2017 2018 2019 2020 2021

Non Motorized Fatalities and Serious Injuries

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

Page 28 of 43

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)

Freeways and 

Expressways

Rural Principal 

Arterial (RPA) - Other

8.2 27.6 1.17 3.95

Rural Minor Arterial 5 17 2.04 6.95

Rural Minor Collector 7 17 4.41 10.81

Rural Major Collector 13 39.4 2.44 7.25

Rural Local Road or 

Street

11.2 33 2.63 7.88

Urban Principal 

Arterial (UPA) - 

Interstate

8.4 25 0.6 1.79

Urban Principal 

Arterial (UPA) - Other 

Freeways and 

Expressways

4 9.2 0.58 1.3

Urban Principal 

Arterial (UPA) - Other

31.2 101.2 1.44 4.6

Urban Minor Arterial 14.4 71.2 1.29 6.54

Urban Minor Collector 1.2 5.4 8.23

Urban Major Collector 9.6 51 1.13 6.05

Urban Local Road or 

Street

8.2 46.8 0.79 4.52
2022 Delaware Highway Safety Improvement Program

Page 29 of 43

Year 2019

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

0

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

Since DelDOT maintains approximately 85 percent of all roads in Delaware, Delaware does not report on 

roadway ownership at this time. 

Provide additional discussion related to general highway safety trends.

The number of fatalities (based on 5-year rolling averages) per year remained relatively steady from 2017 to 

2021, ranging from 118.4 to 123.4. During the same period, the number of serious injuries (based on 5-year 

rolling averages) per year have steadily declined from 578 in 2016 to 452 in 2021, a reduction of 22 percent. 

Statewide vehicle miles traveled (VMT) averaged approximately 103 HMVMT from 2017 to 2019; however, 

decreased approximately 20 percent to 83.22 HMVMT in 2020 due to travel restrictions implemented for the 
2022 Delaware Highway Safety Improvement Program

Page 30 of 43

COVID-19 pandemic. VMT was 101.5 in 2021, which is an indication that travel is returning to pre-COVID 

levels. As a result of the reduced VMT, the fatality and serious injury rates for calendar year 2020 were 20 and 

19 percent greater than the annual average for the preceding four years. Unfortunately, CY 2021 fatality and 

serious injury rates have held consistent with the increased CY 2020 rates. The raw number of fatalities and 

serious injuries per year for the State of Delaware are relatively low; therefore, there is greater potential for 

larger fluctuations in fatality rates and serious injury rates as compared to other larger states and national 

rates, even though the raw number of fatalities and serious injuries may only differ by a few on a year-to-year 

basis.

Safety Performance Targets

Safety Performance Targets

Calendar Year 2023 Targets *

Number of Fatalities:108.2

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

During 2020, DelDOT and OHS and other statewide safety partners (including FHWA and NHTSA) 

collaborated to develop the 2021-2025 Delaware Strategic Highway Safety Plan: Toward Zero Deaths (2021-

2025 SHSP), which provides a framework to reduce fatalities and serious injuries resulting from crashes on 

Delaware's roadways. As part of the plan's development, several trendlines were reviewed to establish an 

aggressive, yet achievable, overall objective. Through a comparison of these trendlines, the reduction of 

combined fatalities and serious injuries ranged from 2.6 to 4.4 percent annually or 12 to 20 percent over five 

years. Based on these historic trends, the 2021-2025 SHSP established a five-year overall objective to reduce 

fatalities and serious injuries by 15 percent (a 3.2 percent annual reduction) as measured from the 2015-2019 

five-year rolling average.

In Spring 2022, DelDOT and OHS coordinated to set Delaware's 2023 safety performance measure targets 

and agreed to align the annual SPM targets with the 2021-2025 SHSP's five-year overall objective. The 

objectives outlined in the 2021-2025 SHSP are frequency-based using five-year rolling averages; therefore, 

2023 SPM targets 1, 3, and 5 were calculated using projections based on the 2021-2025 SHSP's objective to 

reduce fatalities and serious injuries by 15 percent over 5 years. Projected fatality and serious injury numbers 

were combined with projected vehicle miles traveled (VMT) to calculate the two rate-based SPM targets (i.e., 2 

and 4). The table below shows the historical performance for 2017 to 2021, 2021 Baseline, 2023 Targets, and 

the CY2022 and CY2023 average values required to match the 2021 Baseline and 2023 Targets. FWHA 

determines a state has met or made significant progress when actual performance matches the established 

target or is better than the baseline for at least four of the five SPM targets.

Number of Serious Injuries:424.3

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

See description under Number of Fatalities.

Fatality Rate:1.108

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

See description under Number of Fatalities.
2022 Delaware Highway Safety Improvement Program

Page 31 of 43

Serious Injury Rate:4.350

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

See description under Number of Fatalities.

Total Number of Non-Motorized Fatalities and Serious Injuries:82.4

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

See description under Number of Fatalities.

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

safety performance targets. 

After coordinating with the Delaware Office of Highway Safety (OHS) in Spring 2022, DelDOT distributed the 

draft of agreed-upon safety performance measures to statewide stakeholders for their comment via email. 

Members of Delaware’s SHSP committee accounted for a majority of the stakeholders included in the 

distribution of the draft targets. This includes, but is not limited to, the representatives from Delaware’s MPOs, 

Delaware State Police, and Delaware’s Office of Emergency Medical Services. DelDOT did not receive any 

objections to the draft safety performance measure targets.

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

Number of Fatalities 112.4 123.8

Number of Serious Injuries 379.0 452.2

Fatality Rate 1.134 1.260

Serious Injury Rate 3.962 4.608

Non-Motorized Fatalities and 

Serious Injuries

89.0 96.8

2021 SPM targets were established in Spring 2020 to consider safety performance through the end of calendar 

year 2021. Per FHWA guidelines, fatality data from the Fatality Analysis Reporting System (FARS) and traffic 

volume data from the Highway Performance Monitoring System (HPMS) will be used to officially assess 

whether a state met or made significant progress towards meeting its annual SPM targets. As previously 

noted, crash data from Delaware’s Crash Analysis Reporting System (CARS) was used instead of FARS data 

for this report. The difference between the number of fatalities reported in FARS and CARS is typically no more 

than one. The actual observed data in this question is generated using CARS data; however, the descriptions 

below are based on FARS data if available, which results in minor rounding differences. Based on this 
2022 Delaware Highway Safety Improvement Program

Page 32 of 43

preliminary assessment (described below), Delaware has met or made significant progress toward meeting two 

of the five 2021 Safety Performance Measure Targets.

1. Number of Fatalities – Delaware’s 2017-2021 5-year rolling average value is 123.4 or 11.0 fatalities greater 

than the 112.4 target and 1.0 fatalities greater than the 122.4 2015-2019 baseline. Fatalities decreased in 2018 

compared to 2017; however, fatalities increased to 133 in 2019. In 2020 during the most COVID-19 related 

travel restriction periods, fatalities decreased to 117; however, remained within recent ranges of variability. In 

2021, fatalities increased to 139, the highest since 2006. Since actual performance is greater than the SPM 

target baseline, this SPM target is NOT MET.

2. Number of Serious Injuries – Delaware’s 2017-2021 5-year rolling average value is 452.2 or 73.2 serious 

injuries greater than the 379.0 target and 68.6 less than the 483.2 2015-2019 baseline. At the end of 

September 2017, Delaware implemented a change to its serious injury definition in accordance with a federal 

mandate. For CY2018 & CY2019, the annual number of serious injuries averaged 390 which is 25 percent less 

than the average annual number of serious injuries for the two years before and after the definition change 

(i.e., 2016, 2017, 2020, and 2021). Since actual performance is less than the baseline, this SPM target is MET.

3. Rate of Fatalities – Delaware’s 2017-2021 5-year rolling average value is 1.258, which is higher than the 

1.134 target and 1.202 2015-2019 baseline. As a result of reduced VMT in 2020 due to COVID-19 restrictions, 

the fatality rate for 2020 was 20 percent greater than the annual average for the preceding four years. This 

SPM target is NOT MET.

4. Rate of Serious Injuries – Delaware’s 2017-2021 5-year rolling average value is 4.618, which is higher than 

the 3.962 target and less than the 4.746 2015-2019 baseline. As a result of reduced VMT in 2020 due to 

COVID-19 restrictions, the serious injury rate for 2020 was 19 percent greater than the annual average for the 

preceding four years. Since actual performance is less than the baseline, this SPM target is MET.

5. Combined Number of Non-Motorized Fatalities and Serious Injuries – Delaware’s projected 20162017-2020 

2021 5-year rolling average value is 97.0, which is higher than the 89.0 target and higher than the 94.0 2015-

2019 baseline. Since actual performance is greater than both the target and baseline, this SPM target is NOT 

MET.

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

14 17 19 16 27 22 24

Number of Older Driver 

and Pedestrian Serious 

Injuries

42 42 46 27 31 28 49

As required, the number of fatalities is based on FARS data and the number of serious injuries is based on 
2022 Delaware Highway Safety Improvement Program

Page 33 of 43

State data. At the time of reporting, 2021 FARS data is unavailable; therefore, State data is reported for CY 

2021.
2022 Delaware Highway Safety Improvement Program

Page 34 of 43

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) 

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

the State's program level evaluations. 

See response to Question 33 (General Highway Safety Trends Description) for discussion of the change in 

fatalities and serious injuries. 

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

success of the Highway Safety Improvement Program? 

• # miles improved by HSIP 

• # RSAs completed 

• More systemic programs 

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)

Roadway Departure 35.2 85 0.36 0.87

Intersections 37.8 175 0.38 1.77

Pedestrians 28.8 50.6 0.29 0.52
2022 Delaware Highway Safety Improvement Program

Page 35 of 43

0

5

10

15

20

25

30

35

40

45

Roadway Departure Intersections Pedestrians

Fatalities

Number of Fatalities 

5 Year Average

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

0

50

100

150

200

250

300

Roadway Departure Intersections Pedestrians

Serious Injuries

Number of Serious Injuries 

5 Year Average

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

Page 36 of 43

As shown, the number and rate of roadway departure fatalities and serious injuries (based on 5-year rolling 

averages) decreased from 2017 to 2019 but increased slightly in 2020 and 2021. The number and rate of 

intersection fatalities (based on 5-year rolling averages) has generally increased from 2017 to 2021; however, 

the number and rate of intersection serious injuries has generally decreased during the same time period. The 

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0.45

Roadway Departure Intersections Pedestrians

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

Roadway Departure Intersections Pedestrians

Serious Injury Rate

Serious Injury Rate (per HMVMT) 

5 Year Average

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

Page 37 of 43

number and rate of pedestrian fatalities and serious injuries (based on 5-year rolling averages) has remained 

relatively steady from 2017 through 2021; however, there has been an uptick in serious injuries in 2021.
2022 Delaware Highway Safety Improvement Program

Page 38 of 43

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)

See additional 

comments.

No information to report at this time.
2022 Delaware Highway Safety Improvement Program

Page 39 of 43

Compliance Assessment

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

 12/31/2020

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]

100 100 100 100 100 100

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

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

Median Type (54) 

[55]

100 100
2022 Delaware Highway Safety Improvement Program

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ROAD TYPE *MIRE NAME (MIRE 

NO.)

NON LOCAL PAVED

ROADS - SEGMENT

NON LOCAL PAVED

ROADS - INTERSECTION

NON LOCAL PAVED

ROADS - RAMPS LOCAL PAVED ROADS UNPAVED ROADS

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

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]

100 100

Location Identifier 

for Roadway at 

Beginning of Ramp 

Terminal (197) [187]

100 100
2022 Delaware Highway Safety Improvement Program

Page 41 of 43

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

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 94.44 100.00 100.00 90.91 100.00 100.00 88.89 100.00 100.00

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

There are no non-state maintained interchanges/ramps in the state; therefore, the non-state maintained interchange/ramp section is not applicable. A value of 100 % was entered for the purposes of reporting. 

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. 

DelDOT is working towards meeting the FDE requirement by September 2026.
2022 Delaware Highway Safety Improvement Program

Page 42 of 43

Optional Attachments

Program Structure:

Project Implementation:

Safety Performance:

Evaluation:

Compliance Assessment:
2022 Delaware Highway Safety Improvement Program

Page 43 of 43

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.