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Transportation Performance Management

 

State Highway Safety Report (2020) - texas

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The following provides a summary of the Highway Safety Improvement Program’s (HSIP) safety performance measures and State safety performance targets. As per the Safety PM Final Rule, States are required to set annual safety performance targets in the HSIP annual report for the number of fatalities, rate of fatalities per 100 million vehicle miles traveled (VMT), number of serious injuries, rate of serious injures per 100 million VMT, and number of non-motorized fatalities and serious injuries. The safety performance targets are based on 5-year rolling averages. States have the flexibility to use the methodology they deem most appropriate. FHWA encourages States to review data sets and trends and consider factors that may affect targets. The safety performance targets should be data-driven, realistic, and attainable and should align with the performance management framework and legislative intent.

A State Department of Transportation (DOT) has met or made significant progress towards meeting its safety performance targets when at least four of the five safety performance targets established under 23 CFR 490.209(a) have been met or the actual outcome is better than the baseline performance. The baseline performance is the 5-year average ending with the year prior to the establishment of the target.

The Basis for Target and Additional Comments are provided by the State in their HSIP Annual Report and have not been edited by FHWA. Any questions about individual State reports should be directed to the respective State DOT. For additional information about each State's HSIP, the complete reports are available at https://safety.fhwa.dot.gov/hsip/reports/.

More information and resources on Safety Performance Management are available at https://safety.fhwa.dot.gov/hsip/spm/.

All State data used to populate the State Highway Safety Reports for 2020 are available for download at https://www.fhwa.dot.gov/tpm/reporting/state/tpm_dashboard_data.zip.

  • Number of Fatalities

  • Number of Fatalities 2014 2015 2016 2017 2018 2019 2020 2021 2022
    Annual 3,536 3,582 3,797 3,732 3,648 3,619 3,874
    5-Year Average 3,659.0 3,675.6 3,734.0
    Target (5-Year Average) 3,840.0 3,687.0 3,272.0
  • Basis for Number of Fatalities Target

    The SHSP used a data-driven, multi-year collaborative process to establish safety targets. TxDOT compared the linear trend analysis of different data sets including three to five years of raw data as well as the moving averages for those data sets. The “R” Values are contained on the charts in the SHSP within each problem identification. TxDOT established its 2020 performance targets based on data projections using the 2017-2022 SHSP which included 2011-2015 FARS data or 2012-2016 CRIS data, and these targets are used in both the HSIP and HSP. Also included was discussion of other relevant factors including the availability of funds, the State’s improved economic conditions, oil and gas industry-related population growth in the entire State, gas prices, increases in non-motorized modes of transportation, and expected increases in miles driven and speed. TxDOT used a comprehensive review of general trends statewide, and then drilled down to the county and local detail level to determine the best use of available resources. The consensus of the SHSP stakeholder and executive teams was to utilize a methodology of establishing targets that would result in a 2% reduction from the original trend line projection in 2022. The proposed reduction of 2% by 2022, which only applies to positive slope projection trends, would be achieved by reducing each intermediate year by the following reduction percentages: Year Reduction 2017 0.0% 2018 0.4% 2019 0.8% 2020 1.2% 2021 1.6% 2022 2.0% When the slope analysis projects a negative slope, the target mirrors the projection determined by the slope.
    As part of our continuous efforts to increase system safety, on May 30th, 2019, the Texas Transportation Commission adopted the Road to Zero initiative, with a stated goal of zero fatalities on Texas roads by the year 2050. As a result, we have established trendline targets for fatal crashes to reach that goal; however, the CFR states that the reported targets must be consistent with the targets established by the SHSP. TxDOT received FHWA approval to report different targets. TxDOT has begun to update our SHSP for 2022-2027 and the new SHSP’s targets are expected to reflect the Road to Zero efforts. This update will be a two-year process incorporating input from stakeholders at all levels – national, state, and local law enforcement, EMS, engineers, and driver education experts, state and local officials, and the general public. TxDOT expects to complete the 2022-2027 SHSP by July 2022, which will restore the consistency between the SHSP and the HSIP Annual Report content for the CY2023 target setting cycle. The adoption of the RTZ targets will also be reflected in our state’s HSP reporting and affects only number of fatalities and fatality rate.
    The HSP performance targets were established based on both data projections and discussion of other relevant factors including the availability of funds, the State's improved economic conditions, oil and gas industry related population growth in the entire State, lower gas prices, increases in non-motorized modes of transportation, and expected increases in miles driven and speed. TxDOT uses a comprehensive review of general trends statewide, and then drills down to the county and local detail level to determine the best use of available resources. Texas uses a linear trend analysis to establish target(s), and analyzed the linear trend analysis of different data sets including three to five years of raw data as well as the moving averages for those data sets. While utilizing the linear trend analysis projections, the slope is determined to be a positive factor or negative factor. This is a required performance measure. In May of 2019, the Texas Transportation Commission (TTC) adopted Minute Order 115481, directing TxDOT to work toward the goal of reducing the number of deaths on Texas roadways by half by the year 2035 and to zero by the year 2050. TxDOT modified its performance measures and target calculations accordingly. The calculations for the new targets were developed by dividing FY 2019 CRIS Fatalities (year the direction was provided by TTC) by the number of years left 2050. This afforded TxDOT to achieve 50 percent reduction of fatalities by 2035. As of 2035 the reduction in fatalities was recalculated in the same manner to achieve ZERO fatalities by 2050.

  • Data Sources:
    Fatalities: 2014-2019 Final FARS, 2020 FARS Annual Report File
    Targets: 2019-2021 Texas HSIP Annual Reports

  • Fatality Rate (per 100 million VMT)

  • Fatality Rate
    (per 100 million VMT)
    2014 2015 2016 2017 2018 2019 2020 2021 2022
    Annual 1.45 1.39 1.40 1.37 1.29 1.26 1.49
    5-Year Average 1.380 1.342 1.362
    Target (5-Year Average) 1.406 1.330 1.230
  • Basis for Fatality Rate Target

    The SHSP used a data-driven, multi-year collaborative process to establish safety targets. TxDOT compared the linear trend analysis of different data sets including three to five years of raw data as well as the moving averages for those data sets. The “R” Values are contained on the charts in the SHSP within each problem identification. TxDOT established its 2020 performance targets based on data projections using the 2017-2022 SHSP which included 2011-2015 FARS data or 2012-2016 CRIS data, and these targets are used in both the HSIP and HSP. Also included was discussion of other relevant factors including the availability of funds, the State’s improved economic conditions, oil and gas industry-related population growth in the entire State, gas prices, increases in non-motorized modes of transportation, and expected increases in miles driven and speed. TxDOT used a comprehensive review of general trends statewide, and then drilled down to the county and local detail level to determine the best use of available resources. The consensus of the SHSP stakeholder and executive teams was to utilize a methodology of establishing targets that would result in a 2% reduction from the original trend line projection in 2022. The proposed reduction of 2% by 2022, which only applies to positive slope projection trends, would be achieved by reducing each intermediate year by the following reduction percentages: Year Reduction 2017 0.0% 2018 0.4% 2019 0.8% 2020 1.2% 2021 1.6% 2022 2.0% When the slope analysis projects a negative slope, the target mirrors the projection determined by the slope.
    As part of our continuous efforts to increase system safety, on May 30th, 2019, the Texas Transportation Commission adopted the Road to Zero initiative, with a stated goal of zero fatalities on Texas roads by the year 2050. As a result, we have established trendline targets for fatal crashes to reach that goal; however, the CFR states that the reported targets must be consistent with the targets established by the SHSP. TxDOT received FHWA approval to report different targets. TxDOT has begun to update our SHSP for 2022-2027 and the new SHSP’s targets are expected to reflect the Road to Zero efforts. This update will be a two-year process incorporating input from stakeholders at all levels – national, state, and local law enforcement, EMS, engineers, and driver education experts, state and local officials, and the general public. TxDOT expects to complete the 2022-2027 SHSP by July 2022, which will restore the consistency between the SHSP and the HSIP Annual Report content for the CY2023 target setting cycle. The adoption of the RTZ targets will also be reflected in our state’s HSP reporting and affects only number of fatalities and fatality rate.
    The HSP performance targets were established based on both data projections and discussion of other relevant factors including the availability of funds, the State's improved economic conditions, oil and gas industry related population growth in the entire State, lower gas prices, increases in non-motorized modes of transportation, and expected increases in miles driven and speed. TxDOT uses a comprehensive review of general trends statewide, and then drills down to the county and local detail level to determine the best use of available resources. Texas uses a linear trend analysis to establish target(s), and analyzed the linear trend analysis of different data sets including three to five years of raw data as well as the moving averages for those data sets. While utilizing the linear trend analysis projections, the slope is determined to be a positive factor or negative factor.

  • Data Sources:
    Fatalities: 2014-2019 Final FARS, 2020 FARS Annual Report File
    VMT: 2014-2020 FHWA Highway Statistics Series, VM-2 Table
    Targets: 2019-2021 Texas HSIP Annual Reports

  • Number of Serious Injuries

  • Number of Serious Injuries 2014 2015 2016 2017 2018 2019 2020 2021 2022
    Annual 17,134 17,110 17,602 17,546 14,892 15,483 14,656
    5-Year Average 16,856.8 16,526.6 16,035.8
    Target (5-Year Average) 17,394.0 17,151.0 19,065.0
  • Basis for Number of Serious Injuries Target

    The SHSP used a data-driven, multi-year collaborative process to establish safety targets. TxDOT compared the linear trend analysis of different data sets including three to five years of raw data as well as the moving averages for those data sets. The “R” Values are contained on the charts in the SHSP within each problem identification. TxDOT established its 2020 performance targets based on data projections using the 2017-2022 SHSP which included 2011-2015 FARS data or 2012-2016 CRIS data, and these targets are used in both the HSIP and HSP. Also included was discussion of other relevant factors including the availability of funds, the State’s improved economic conditions, oil and gas industry-related population growth in the entire State, gas prices, increases in non-motorized modes of transportation, and expected increases in miles driven and speed. TxDOT used a comprehensive review of general trends statewide, and then drilled down to the county and local detail level to determine the best use of available resources. The consensus of the SHSP stakeholder and executive teams was to utilize a methodology of establishing targets that would result in a 2% reduction from the original trend line projection in 2022. The proposed reduction of 2% by 2022, which only applies to positive slope projection trends, would be achieved by reducing each intermediate year by the following reduction percentages: Year Reduction 2017 0.0% 2018 0.4% 2019 0.8% 2020 1.2% 2021 1.6% 2022 2.0% When the slope analysis projects a negative slope, the target mirrors the projection determined by the slope.
    The SHSP used a data-driven, multi-year collaborative process to establish safety targets. TxDOT compared the linear trend analysis of different data sets including three to five years of raw data as well as the moving averages for those data sets. The “R” Values are contained on the charts in the SHSP within each problem identification. TxDOT established its 2021 performance targets based on data projections using the 2017-2022 SHSP which included 2011-2015 FARS data or 2012-2016 CRIS data, and these targets are used in both the HSIP and HSP. Also included was discussion of other relevant factors including the availability of funds, the State’s improved economic conditions, oil and gas industry-related population growth in the entire State, gas prices, increases in non-motorized modes of transportation, and expected increases in miles driven and speed. TxDOT used a comprehensive review of general trends statewide, and then drilled down to the county and local detail level to determine the best use of available resources. The consensus of the SHSP stakeholder and executive teams was to utilize a methodology of establishing targets that would result in a 2% reduction from the original trend line projection in 2022. The proposed reduction of 2% by 2022, which only applies to positive slope projection trends, would be achieved by reducing each intermediate year by the following reduction percentages: Year Reduction 2017 0.0% 2018 0.4% 2019 0.8% 2020 1.2% 2021 1.6% 2022 2.0% When the slope analysis projects a negative slope, the target mirrors the projection determined by the slope.
    The HSP performance targets were established based on both data projections and discussion of other relevant factors including the availability of funds, the State's improved economic conditions, oil and gas industry related population growth in the entire State, lower gas prices, increases in non-motorized modes of transportation, and expected increases in miles driven and speed. TxDOT uses a comprehensive review of general trends statewide, and then drills down to the county and local detail level to determine the best use of available resources. Texas uses a linear trend analysis to establish target(s), and analyzed the linear trend analysis of different data sets including three to five years of raw data as well as the moving averages for those data sets. While utilizing the linear trend analysis projections, the slope is determined to be a positive factor or negative factor.

  • Data Sources:
    Serious Injuries: 2021 Texas HSIP Annual Report
    Targets: 2019-2021 Texas HSIP Annual Reports

  • Rate of Serious Injuries (per 100 million VMT)

  • Rate of Serious Injuries
    (per 100 million VMT)
    2014 2015 2016 2017 2018 2019 2020 2021 2022
    Annual 7.05 6.63 6.49 6.43 5.28 5.37 5.62
    5-Year Average 6.376 6.040 5.838
    Target (5-Year Average) 6.286 6.060 4.996
  • Basis for Serious Injury Rate Target

    The SHSP used a data-driven, multi-year collaborative process to establish safety targets. TxDOT compared the linear trend analysis of different data sets including three to five years of raw data as well as the moving averages for those data sets. The “R” Values are contained on the charts in the SHSP within each problem identification. TxDOT established its 2020 performance targets based on data projections using the 2017-2022 SHSP which included 2011-2015 FARS data or 2012-2016 CRIS data, and these targets are used in both the HSIP and HSP. Also included was discussion of other relevant factors including the availability of funds, the State’s improved economic conditions, oil and gas industry-related population growth in the entire State, gas prices, increases in non-motorized modes of transportation, and expected increases in miles driven and speed. TxDOT used a comprehensive review of general trends statewide, and then drilled down to the county and local detail level to determine the best use of available resources. The consensus of the SHSP stakeholder and executive teams was to utilize a methodology of establishing targets that would result in a 2% reduction from the original trend line projection in 2022. The proposed reduction of 2% by 2022, which only applies to positive slope projection trends, would be achieved by reducing each intermediate year by the following reduction percentages: Year Reduction 2017 0.0% 2018 0.4% 2019 0.8% 2020 1.2% 2021 1.6% 2022 2.0% When the slope analysis projects a negative slope, the target mirrors the projection determined by the slope.
    The SHSP used a data-driven, multi-year collaborative process to establish safety targets. TxDOT compared the linear trend analysis of different data sets including three to five years of raw data as well as the moving averages for those data sets. The “R” Values are contained on the charts in the SHSP within each problem identification. TxDOT established its 2021 performance targets based on data projections using the 2017-2022 SHSP which included 2011-2015 FARS data or 2012-2016 CRIS data, and these targets are used in both the HSIP and HSP. Also included was discussion of other relevant factors including the availability of funds, the State’s improved economic conditions, oil and gas industry-related population growth in the entire State, gas prices, increases in non-motorized modes of transportation, and expected increases in miles driven and speed. TxDOT used a comprehensive review of general trends statewide, and then drilled down to the county and local detail level to determine the best use of available resources. The consensus of the SHSP stakeholder and executive teams was to utilize a methodology of establishing targets that would result in a 2% reduction from the original trend line projection in 2022. The proposed reduction of 2% by 2022, which only applies to positive slope projection trends, would be achieved by reducing each intermediate year by the following reduction percentages: Year Reduction 2017 0.0% 2018 0.4% 2019 0.8% 2020 1.2% 2021 1.6% 2022 2.0% When the slope analysis projects a negative slope, the target mirrors the projection determined by the slope.
    This is a required performance measure. In May of 2019, the Texas Transportation Commission (TTC) adopted Minute Order 115481, directing TxDOT to work toward the goal of reducing the number of deaths on Texas roadways by half by the year 2035 and to zero by the year 2050. TxDOT modified its performance measures and target calculations accordingly. The calculations for the new targets were developed by dividing FY 2019 CRIS Fatalities (year the direction was provided by TTC) by the number of years left 2050. This afforded TxDOT to achieve 50 percent reduction of fatalities by 2035. As of 2035 the reduction in fatalities was recalculated in the same manner to achieve ZERO fatalities by 2050.

  • Data Sources:
    Serious Injuries: 2021 Texas HSIP Annual Report
    VMT: 2014-2020 FHWA Highway Statistics Series, VM-2 Table
    Targets: 2019-2021 Texas HSIP Annual Reports

  • Number of Non-Motorized Fatalities and Serious Injuries

  • Number of Non-Motorized Fatalities
    and Serious Injuries
    2014 2015 2016 2017 2018 2019 2020 2021 2022
    Annual 1,906 2,049 2,316 2,155 2,113 2,307 2,229
    5-Year Average 2,107.8 2,188.0 2,224.0
    Target (5-Year Average) 2,285.0 2,316.4 2,238.0
  • Basis for Number of Non-Motorized Fatalities and Serious Injuries Target

    The SHSP used a data-driven, multi-year collaborative process to establish safety targets. TxDOT compared the linear trend analysis of different data sets including three to five years of raw data as well as the moving averages for those data sets. The “R” Values are contained on the charts in the SHSP within each problem identification. TxDOT established its 2020 performance targets based on data projections using the 2017-2022 SHSP which included 2011-2015 FARS data or 2012-2016 CRIS data, and these targets are used in both the HSIP and HSP. Also included was discussion of other relevant factors including the availability of funds, the State’s improved economic conditions, oil and gas industry-related population growth in the entire State, gas prices, increases in non-motorized modes of transportation, and expected increases in miles driven and speed. TxDOT used a comprehensive review of general trends statewide, and then drilled down to the county and local detail level to determine the best use of available resources. The consensus of the SHSP stakeholder and executive teams was to utilize a methodology of establishing targets that would result in a 2% reduction from the original trend line projection in 2022. The proposed reduction of 2% by 2022, which only applies to positive slope projection trends, would be achieved by reducing each intermediate year by the following reduction percentages: Year Reduction 2017 0.0% 2018 0.4% 2019 0.8% 2020 1.2% 2021 1.6% 2022 2.0% When the slope analysis projects a negative slope, the target mirrors the projection determined by the slope.
    The SHSP used a data-driven, multi-year collaborative process to establish safety targets. TxDOT compared the linear trend analysis of different data sets including three to five years of raw data as well as the moving averages for those data sets. The “R” Values are contained on the charts in the SHSP within each problem identification. TxDOT established its 2021 performance targets based on data projections using the 2017-2022 SHSP which included 2011-2015 FARS data or 2012-2016 CRIS data, and these targets are used in both the HSIP and HSP. Also included was discussion of other relevant factors including the availability of funds, the State’s improved economic conditions, oil and gas industry-related population growth in the entire State, gas prices, increases in non-motorized modes of transportation, and expected increases in miles driven and speed. TxDOT used a comprehensive review of general trends statewide, and then drilled down to the county and local detail level to determine the best use of available resources. The consensus of the SHSP stakeholder and executive teams was to utilize a methodology of establishing targets that would result in a 2% reduction from the original trend line projection in 2022. The proposed reduction of 2% by 2022, which only applies to positive slope projection trends, would be achieved by reducing each intermediate year by the following reduction percentages: Year Reduction 2017 0.0% 2018 0.4% 2019 0.8% 2020 1.2% 2021 1.6% 2022 2.0% When the slope analysis projects a negative slope, the target mirrors the projection determined by the slope.
    This is a required performance measure. In May of 2019, the Texas Transportation Commission (TTC) adopted Minute Order 115481, directing TxDOT to work toward the goal of reducing the number of deaths on Texas roadways by half by the year 2035 and to zero by the year 2050. TxDOT modified its performance measures and target calculations accordingly. The calculations for the new targets were developed by dividing FY 2019 CRIS Fatalities (year the direction was provided by TTC) by the number of years left 2050. This afforded TxDOT to achieve 50 percent reduction of fatalities by 2035. As of 2035 the reduction in fatalities was recalculated in the same manner to achieve ZERO fatalities by 2050.

  • Data Sources:
    Fatalities: 2014-2019 Final FARS, 2020 FARS Annual Report File
    Serious Injuries: 2021 Texas HSIP Annual Report
    Targets: 2019-2021 Texas HSIP Annual Reports


Additional Comments

2020 Comments:

The narratives have been updated, but the targets are correct; these are the targets as they were set during the development of the current SHSP.

Safety Performance Target Assessment

PLEASE NOTE: Each State’s safety performance target assessment is based on its own State-specific target methodology and program philosophy. Therefore, conclusions should not be drawn based only on the information in the Safety Performance Target Assessment Summary table. For example, the State may have set aggressive targets, and not met those targets, while another State may have set more easily attainable targets, and met those targets. FHWA understands that each State’s safety program is unique and therefore does not prescribe a methodology for States to set targets. States have the flexibility to use the methodology they deem most appropriate when setting their safety performance targets.

texas 2020 Safety Performance Target Assessment
Performance Measure 2016-2020 Target 2016-2020 Actual 2014-2018 Baseline Met Target? Better Than Baseline? Met or Made Significant Progress?
Number of Fatalities 3,840.0 3,734.0 3,659.0 YES N/A YES
Rate of Fatalities 1.406 1.362 1.380 YES N/A
Number of Serious Injuries 17,394.0 16,035.8 16,856.8 YES N/A
Rate of Serious Injuries 6.286 5.838 6.376 YES N/A
Number of non-motorized fatalities and non-motorized serious injuries 2,285.0 2,224.0 2,107.8 YES N/A

Updated: 04/19/2022
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