HSM 1 E3 PDF

ERRATA
March 2016
Dear Customer:
Recently, we were made aware of some technical revisions that need to be applied to the Highway Safety Manual,
1st Edition, and the Highway Safety Manual Supplement.
Changes are reflected by color-coded highlights on individual pages throughout errata file. 2010 changes are
highlighted in blue, 2012 changes are highlighted in red, and 2016 changes are highlighted in green.
Please scroll down to see the full erratum.
In the event that you need to download this erratum file again, please download from:
http://downloads.transportation.org/HSM-1-M-Errata.pdf.
In order to see color-coding on a hard copy printout, please select Document and Markups in the Print
dialog box when selecting your print options so that highlighting will be displayed properly.
Then, please replace the existing pages with the corrected pages to ensure that your edition is both accurate and
current.
AASHTO staff sincerely apologizes for any inconvenience.
HSM-1-E3-L
Errata to the Highway Safety Manual, 1st Edition and Supplement
2010 errata changes in blue
Page
2012 errata changes in red
2016 errata changes in green (bold)
Existing Text
Corrected Text
Vol. 1
2-12
In Section 2.5, first paragraph, there is a

duplicate partial second sentence
Paragraph should read:

This section considers major road design
elements, related driver tasks, and human
errors associated with common crash Types. It
is not intended to be a comprehensive
summary, but is intended to provide examples
to help identify opportunities where an
understanding of the influence of human
factors can be applied to improve design.
2-17
In Slow-Moving or Stopped Vehicles Ahead

Section change opening of first sentence:
For the controlled-access mainline,
Sentence should read:

As for the controlled-access mainline,
3-17
The term e(0.4865) is used in Equation 3-4.
Change the term to e(0.312).
3-21
Answer to Example 1: Using Equation 3-7,

expected crashes . . .
Change to Using Equation 3-3 and a calibration

factor = 1.0, expected crashes . . .
3-21
Answer to Example 2: Using Equation 3.8 . . .
Change the answer to Using Equation 3.7 . . .
3-33
2nd to last equation on page began with

Year 4 = (5 + 7 11 + 9) / (0.87 + 0.71 + 0.64 + 1) =
Change to the following:

Year 4 = (5 + 7 + 11 + 9) / (0.87 + 0.71 + 0.64 + 1) =
4-9
In Table 4-2, third column, Rows 11 and 12:

Expected average crash frequency at the
site
Please change text to:

Expected average crash frequency per year at
the site
4-17
The Coefficient of Variation for Segment B1 is
The denominator should be 5.2:
32 / 3.22 = 9.94 estimate of crashes for the last year:
shown as CV
7.7
B1
0.53
5.7
32 / 3.22 = 9.94 estimate of crashes for the last year:
CVB1
7.7
0.53
5.2
4-35
In the table showing Ranking Based on RSI, the

Average RSI Cost for Intersection 6 is $48,900.
The Average RSI cost for Intersection 6 should be

$42,800.
4-42
The calculation of crash frequency variance

shown in the table in Step 3 indicates the
variance for Signal is 10.5 and the variance for
TWSC is 18.8.
The variance for Signal should be 13.75, and the

variance for TWSC should be 10.5.
4-46
In Table 4-10, the heading for the last column

is Average 3-Year Expected
Change this heading to Average 3-Year Predicted

. . .
HSM-1-E3
ii
March 2016
Page
4-46
Existing Text
Corrected Text
Eq. 4-16 is incorrect.
Replace Eq. 4-16 with the following:

2
k N predicted
4-47
In Table 4-11, all N should be changed
Make the following change to the equations in

the table: Npredicted
4-47
In Table 4-11, Eq. III:
Please make the following change to the

equation:
Npredicted Nobserved ( Npredicted 1.5 ( ))
4-55
In the Alpha and Beta calculations table:

s2 = 0.034, = 0.91, = 3.2
Make the following change in the equation:

s2 = 0.037, = 0.80, =2.84
4-57
In the Ranking Based on Probability table:

Wrong values for probability of specific
crashes for signalized intersections were
provided
Corrected values and ranking based on

formulas provided
4-60
In Eq. 4-26, the last item under where is

Npredicted,1(FI).
Change this item to Npredicted,n(FI).
7-7
In Section 7.4.3.4, item 1-a-ii is shown as

(P/F,i,y) = (1 + i)(y).
Change this item to (P/F,i,y) = (1 + i)(y).
7-14
Table 12 is referenced in the last paragraph.
Change the reference to Table 7-5.
7-17
Equation 7-10:
7-17
In Step 4, Eq. 7-13 is shown as:

AM(total) = AM(PDO) AM(FI).
7-18
Following Eq. 7-14, at the end of second line of

the where list, the (P/F,i,y) is calculated as
Change this calculation to (1 + i)(y).
7-19
In Table 7-10, Columns 2 and 4 need to be

revised, as does the heading for Column 2.
Substitute Table 7-10 with the attached revised

table.
7-19
The first line under Results states, The

estimated present value monetary benefit of
installing a roundabout at Intersection 2 is
$33,437,850.
Change the amount to $5,675,500.
N expected ( PDO ) N expected ( total ) N expected ( FI )
N expected ( PDO ) N expected ( total ) N expected ( FI )

Change Eq. 7-13 to:
AM(total) = AM(PDO) + AM(FI).
(1 + i) y.
HSM-1-E3
iii
March 2016
Page
Existing Text
Corrected Text
9-8
Step 2 of Figure 9-2 states, Calculate the

predicted crash frequency for each site summed
over the entire before period.
Change predicted to expected.
9-21
Eq. A-10 is referenced in the last column in the

table under Step 6.
Change the reference to Eq. 9A.1-11.
9-36
In Equation 9A.1-5:
ORi = Odd Ration at site i
Make the following text change:

ORi = Odd Ratio at site i
9-41
Eq. 9A.2-16 is shown as

Safety Effectiveness = 100 (1 R).
Change this equation to

Safety Effectiveness = 100 (1 OR).
C-14
After Figure C-3, a heading was inadvertently

omitted.
Add the heading C.6.3 Safety Performance

Functions (SPFs) immediately following Figure
C-3.
C-14
The term e(0.4865) is used in Eq. C-4.
Change the term to e(0.312).
C-15
C.6.3 Crash Modification Factors (CMFs)
Renumber the heading as C.6.4 Crash

Modification Factors (CMFs).
C-18
C.6.4 Calibration of Safety Performance

Functions to Local Conditions
Renumber the heading as C.6.5 Calibration

of Safety Performance Functions to Local
Conditions.
C-18
C.6.5 Weighting Using the Empirical Bayes

Method
Renumber the heading as C.6.6 Weighting

Using the Empirical Bayes Method.
10-17
In Table 10-3 Note:

AccidentExhibit 10-4.
Remove the note
10-23
The 3rd row about (CMF3r) in Table 10-7

references Table 10-7.
Change this reference to Equation 10-13.
10-23
The 6th row about (CMF6r) in Table 10-7

references Table 10-11.
Change this reference to Equation 10-17.
10-25
The calculation 0.98 + 6.875 is used in an

equation within the last row in Table 10-9.
Change the calculation to 0.98 6.875.
Vol. 2
HSM-1-E3
iv
March 2016
Page
10-26
Existing Text
Corrected Text
In the last paragraph, first sentence:

Table 9, Figure 8, and Table 10
10-42
A 1,2000-ft horizontal curve radius is used in

the 5th bullet under the heading The Facts.
Change the horizontal curve radius to

1,200 ft.
11-10
The second sentence of Step 12 reads,

Otherwise, proceed to Step 14.
Change Step 14 to Step 13.
11-11
In the first definition:

rural two-lane, two-way road facility

rural multi-lane highway
11-16
In the first paragraph, first sentence:

in Table 11-3
Make the following change:

in Table 11-4
11-18
In the second paragraph, second sentence:

The SPFs for undivided roadway

The SPFs for divided roadway
11-19
In the first paragraph, first sentence:

The default proportions in Table 11-5
Make the following Table number

change:
The default proportions in Table 116
11-31
Paragraph 1, line 7 refers to Table 13-9.
Change this reference to Table 13-13.
11-33
Eq. 11-18 is shown as
Change the denominator as follows:
11-33
11-34
HSM-1-E3
0.016 skew
CMF 1i
1.0
(0.98 0.16 skew)
Tables 10-9 and 10-10, and

Figure 10-8
CMF 1i
0.016 skew
1.0
(0.98 0.016 skew)
Eq. 11-19 is shown a
CMF 1i
CMF 1i
0.017 skew
1.0
(0.52 0.17 skew)
0.017 skew
1.0
(0.52 0.017 skew)
CMF 1i
CMF 1i
0.053 skew
1.0
(1.43 0.53 skew)
0.053 skew
1.0
(1.43 0.053 skew)
March 2016
Page
11-34
Existing Text
Corrected Text
CMF 1i
CMF 1i
0.048 skew
1.0
(0.72 0.48 skew)
0.048 skew
1.0
(0.72 0.048 skew)
11-35
In the CMF4iLighting section:

This CMF applies to total intersections
crashes (not including vehicle-pedestrian
and vehicle-bicycle collisions).

This CMF applies to total intersection
crashes.
11-50
Step 10, Intersection Skew Angle calculates

CMF1i as follows:
Change this calculation to:
0.016 skew
1.0
(0.98 0.016 skew)
0.016 30
1.0 1.08
CMF 1i
(0.98 0.016 30)
0.016 skew
1.0
(0.98 0.16 skew)
0.016 30
CMF 1i
1.0 1.08
(0.98 0.16 30)
CMF 1i
11-50
The final calculation in Step 10 is:

CMFcomb = 1.08 0.56 0.90 = 0.54.
Change this calculation to

CMFcomb = 1.33 0.56 0.90 = 0.67.
11-50
Step 11, Calculation of Predicted Average

Crash Frequency, indicates the results are
= 0.928 1.50 (0.54) = 0.752 crashes/year.
Change these results to

= 0.928 1.50 (0.67) = 0.933 crashes/year.
11-52
Column 2 of the table for Worksheet SP3B lists

CMF for Intersection Skew Angle for the Total
Crash Severity Level in Row 1 as 1.08 and the
Fatal and Injury Crash Severity Level in Row 2
as 1.09.
Change the CMF for Intersection Skew Angle

for the Total Crash Severity Level to 1.33 and
the Fatal and Injury Crash Severity Level to
1.50.
11-52
Column 6 of the table for Worksheet SP3B lists

Combined CMF for the Total Crash Severity
Level in Row 1 as 0.54 and the Fatal and Injury
Crash Severity Level in Row 2 as 0.44.
Change the Combined CMF in Column 6 to

0.67 for the Total Crash Severity Level in Row
1 and to 0.61 for the Fatal and Injury Crash
Severity Level in Row 2.
11-52
Column 5 of the Worksheet SP3C show the

values for Combined CMFs are 0.54 for Total
Crash Severity Level in Row 1, 0.44 for Fatal
and Injury Crash Severity Level in Row 2, and
0.44 for Fatal and Injury Crash Severity Level
in Row 3.
Change these values to 0.67, 0.61, and 0.61,

respectively.
CMF 1i
HSM-1-E3
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March 2016
Page
Existing Text
Corrected Text
11-52
Column 7 of the Worksheet SP3C show the

values for Predicted Crash Frequency are 0.752
for Total Crash Severity Level in Row 1, 0.286
for Fatal and Injury Crash Severity Level in
Row 2, 0.178 for Fatal and Injury Crash
Severity Level in Row 3, and 0.466 for Property
Damage Only in Row 4.
Change these values to 0.933, 0.396, 0.247, and

0.537, respectively.
11-53
The values in Columns 3, 5, 7, and 9 in the table

for Worksheet SP3D are incorrect.
Substitute the table for Worksheet SP3D with

the attached revised table.
11-53
In the table for Worksheet SP3E, the values for

Predicted Average Crash Frequency listed in
Column 2 are 0.752, 0.286, 0.178, 0.466
crashes/year.
Change these values to 0.933, 0.396, 0.247, and

0.537, respectively.
11-55
The values in Columns 2, 3, 4, 7, and 8 for

Intersections shown in Worksheet SP4A are
incorrect.
Substitute the table for Worksheet SP4A with

11-55
The final calculation for Intersection 1 is shown

as:
1
w
0.743
1 0.460 (0.752)
11-56
Under the subheading Column 8Expected

Average Crash Frequency, the calculation for
Intersection 1 is shown as follows:
Nexpected = 0.743 0.752 + (1 0.743) 3 =
1.330.

Nexpected = 0.700 0.933 + (1 0.700) 3 =
1.554.
11-56
The values and the reference to Worksheet 3A

in the table for Worksheet SP4B are incorrect.
Substitute the table for Worksheet SP4B with

11-58
The headings and values shown in the tables

for Worksheet SP5A and SP5A Continued are
incorrect.
Substitute the tables for Worksheet SP5A and

SP5A Continued with the attached revised
table.
11-58
In Worksheet SP5A: there are subhead

errors in columns 1-7
Revert back to original editions subhead

values
HSM-1-E3
vii
1
0.700
1 0.460 (0.933)
March 2016
Page
11-59
Existing Text
Corrected Text
The calculation for w0 in Column 9 is shown as
Change the calculation to
1
1.968
1
4.347
0.688
1
2.109
1
4.528
0.682
11-59
The calculation for N0 in Column 10 is shown

as
= 0.688 4.347 + (1 0.688) 9 = 5.799.
Change the calculation to

0.682 4.528 + (1 0.682) 9 = 5.950.
11-59
The calculation for w1 in Column 11 is shown

as
2.009
1
4.347
0.684
11-59
The calculation for N1 in Column 12 is shown

as
= 0.684 4.347 + (1 0.684) 9 = 5.817.

= 0.686 4.528 + (1 0.686) 9 = 5.932.
11-59
The calculation for Nexpected/comb in Column 13 is

shown as:
Change this calculation to:
5.799 5.817
2
5.808
11-60
The values shown in the table for Worksheet

SP5B are incorrect.
Substitute the table for Worksheet SP5B with

11-61
The first sentence in the section on Results

reads, The predicted average crash frequency
for the proposed four-lane facility project is 4.4
crashes per year, and the predicted crash
reduction for the project is 8.1 crashes per
year.
Change the numbers to 4.5 crashes per year for

the predicted average crash frequency and 7.8
crashes per year for the predicted crash
reduction.
11-61
The values in Table 11-26 are incorrect.
Substitute Table 11-26 with the attached

revised table.
12-10
In the 12th bullet:

For all intersections
Remove the bullet
HSM-1-E3
viii
1
2.076
1
4.528
0.686
5.950 5.932
2
5.941
March 2016
Page
Existing Text
Corrected Text
12-10
In the 16th bullet:

Number of major-road approaches with
left-turn signal phasing (0, 1, or 2)
(signalized intersections only) and type of
left-turn signal phasing (permissive,
protected/permissive, permissive/protected,
or protected).

Number of approaches with left-turn signal
phasing (0, 1, 2, 3, or 4) (signalized
intersections only) and type of left-turn
signal phasing (permissive,
protected/permissive, permissive/protected,
or protected).
12-10
At the end of the page, there is a missing

bullet
Add bullet text:

Pedestrian volumes
12-12
The second sentence of Step 12 reads,

Change Step 14 to Step 13.
12-15
In the middle of the page there is a missing

bullet
Add bullet text after Presence/type of

median:
12-15
Presence of TWLTL
At the end of the page, there is a missing

bullet
Add bullet text after Speed category:
12-28

The SPF for each of the four
intersection
Make the following change in the text by

adding this to the end of the sentence:
and intersection-related crashes.
12-41

The CMF appliescross-median
collusions
Make the following text change to:

The CMF appliescross-median
collisions
12-43
Paragraph 1, line 2 of Section 12.7.2 refers to

CMF4i.
Change CMF4i to CMF6i.
12-86
Paragraph 1, Line 1 of the section on Results

refers to the unsignalized intersection in
Sample Problem 4.
Change unsignalized to signalized.
12-114
Column head (7) of Worksheet 2C Continued

refers to Worksheet SP4B.
Change the reference to Worksheet 2B.
12-115
Column head (7) of Worksheet 2E Continued

refers to Worksheet SP4B.
Change the reference to Worksheet 2B.
A-5A-7
In Table A-2: Average Annual Daily

Traffic
Make this change throughout the table:

Annual Average Daily Traffic
HSM-1-E3
ix
Automated Enforcement
March 2016
Page
Existing Text
Corrected Text
A-5
In Table A-2, the row for Presence of Lighting

for Chapter 11 shows the X in the Required
column
The X should be in the Desirable column.
A-5
In Table A-2, the row for Sideslope for Chapter

11 shows the X not aligned in the Required
column.
The X should be in the Required column.
A-5
In Table A-2 Rural Multilane Highways,

For divided highways only:
Add italics: For divided highways only:
A-6
In Table A-2, Urban and Suburban

Arterials: Low-speed vs. intermediate or
high speed
Please change to the following:

Posted speed limit
A-6
In Table A-2, the row for Presence of Lighting

for Chapter 11 reads Need actual datad.
The final d should be deleted so that the text

reads Need actual data.
A-6
In Table A-2, the row for Intersection Skew

Angle for Chapter 11 does not have a
superscript.
Insert a superscript d to indicate a cross

reference to table note d. The text should read,
Assume no skewd
A-7
In Table A-2, Pedestrian Volume for Chapter

12 refers to Estimate with Table 12-21.
Change the cross reference to Table 12-15.
A-8
The first line of Example Calibration Factor

Calculation refers to Equation 10-18.
Change the cross reference to Equation 10-10.
A-8
In Equation 10-10:
Nspf int e[ 5.73...]
Nspf int e[ 5.13...]
A-8
In the calculation for predicted crash

frequency, the sample indicates that
Nbibase e(5.73 60ln(4000) 0.20ln(2000)

3.922 crashes/year
A-8
HSM-1-E3
In the paragraph following the Nbibase

calculation, the first sentence states, The
intersection has a left-turn lane on the major
road, for which CMF1i is 0.67, and a right-turn
lane on one approach, a feature for which
CMF2i is 0.98.
The correct values should be
Nbibase e(5.13 60ln(4000) 0.20ln(2000) 3.922

crashes/year
Change this text to read:

The intersection has a left-turn lane on the major
road, for which CMF1i is 0.82, and a right-turn
lane on one approach, a feature for which CMF2i is
0.96.
March 2016
Page
Existing Text
Corrected Text
A-8
In the last equation on the page, the calculation

for predicted average crash frequency is
recorded as 2.152 0.67 0.98 3 = 4.240
crashes in three years, shown in Column 9.
The correct values for this calculation are actually

3.922 0.82 0.96 3 = 9.262 crashes in three
years, shown in Column 9.
A-8
The final paragraph, second sentence on page

A-8 indicates, . . . The sum of the observed
crash frequencies in Column 10 (43) is divided
by the sum of the predicted average crash
frequencies in Column 9 (45.594) to obtain the
calibration factor, Ci, equal to 0.943. It is
recommended that calibration factors be
rounded to two decimal places, so calibration
factor equal to 0.94 should be
used . . .
These sentences of the paragraph should read,

. . .The sum of the observed crash frequencies
in Column 10 (43) is divided by the sum of the
predicted average crash frequencies in Column
9 (87.928) to obtain the calibration factor, Ci,
equal to 0.489. It is recommended that
calibration factors be rounded to two decimal
places, so calibration factor equal to 0.49
should be used . . .
A-9
The values in Columns 3, 5, 7, and 9 of Table

Ex-1 are incorrect.
Substitute the table for Table Ex-1 with the

attached revised table.
A-11
In Table A-3, Table 11-19 Intersections X
Make the following change in the table:

Table 11-19 Roadway Segments X
A-14
In the paragraph, Crash Severity and

Collision Type for Single-Vehicle Crashes by
Intersection Type
Add the following text:

The default values for fbisv in Equation 12-27
should be replaced with locally available data.
A-14
In the last paragraph, second sentence:

For a given facility type and speed
category,

For a given facility type,
A-20
In Eq. A-9:

HSM-1-E3
xi
March 2016
Page
Existing Text
Corrected Text
Vol. 3
D-3
A sentence for Row T in Table D-1 was

omitted.
Add A list of these treatments is presented in the

appendices to each chapter as the final sentence
in this row.
D-5
Item 2 in Section D.4.4, Application of CMFs

to Estimate Crash Frequency, refers to an
expected number of crashes
Change this phrase to a predicted number of

crashes
13-22
There is no specific table referenced in the first

sentence of the first paragraph to Section
13.5.2.2.
Reference Table 13-21.
13-24
Table 13-2 is referenced in the 2nd paragraph

to Section 13.5.2.4.
13-35
Table 13-411 is referenced in the 2nd

paragraph to Section 13.8.2.7.
13-48
Table 13-54 is missing a row for installing

pedestrian-activated flashing yellow beacons
with overhead signs. In addition, the treatment
to provide pedestrian overpasses and
underpasses has a trend for urban arterials.
Replace Table 13-54 with the attached revision.
13-51
Figure 13-11 was calculated using the metric

coefficient 0.2
Make the following change to the figure:

Figure calculated using the converted
coefficient 0.322
14-10
Exhibit 14-8 is referenced in the last paragraph.
14-19
CMF 1i
14-19
HSM-1-E3
0.053 skew
1.0
(1.43 0.53 skew)
0.016 skew
1.0
(0.98 0.016 skew)
CMF 1i
0.053 skew
1.0
(1.43 0.053 skew)
CMF 1i
CMF 1i
CMF 1i
14-20
0.016 skew
1.0
(0.98 0.16 skew)
0.017 skew
1.0
(0.52 0.17 skew)
xii
CMF 1i
0.017 skew
1.0
(0.52 0.017 skew)
March 2016
Page
14-20
Existing Text
Corrected Text
CMF 1i
0.048 skew
1.0
(0.72 0.48 skew)
CMF 1i
0.048 skew
1.0
(0.72 0.048 skew)
14-42
Exhibit 14-38 is referenced in the 3rd

paragraph to Section 14.7.2.8.
14-52
The final sentence of Section 14A.5.1.8 reads,

The LPI provides pedestrians an opportunity
to begin crossing without concern for turning
vehicles (assuming right-on-red is permitted).
This sentence should read, The LPI

provides pedestrians an opportunity to
begin crossing without concern for turning
vehicles (assuming right-on-red is
prohibited).
15-4
There are unknown crash effects for modifying

ramp type or configuration and for providing
pedestrian facilities on ramp terminals.
Replace Table 15-1 with the attached

revision. The two rows referring to
modifying ramp type or configuration and
to providing pedestrian facilities on ramp
terminals have been deleted.
15-6
Eq. 15-3:
Revise the equation:

( 4.550.12)
1.576 e
0.69
CMF
1.576 e( 4.550.20)
CMF
1.576 e( 4.550.20)
0.69
1.576 e( 4.550.12)
15-11
A bulleted item is missing under Section

15A.3.1, Ramp Roadways.
Add the following bulleted item:

Modify ramp type or configuration.
15-12
A bulleted item is missing under Section

15A.3.1, Bicyclists and Pedestrians.
Add the following bulleted item:

Provide pedestrian facilities on
ramp terminals.
16-6
Exhibit 16-5 is referenced in the 2nd sentence

to Section 16.4.2.1.
Change the reference to Figure 16-1.
16-6
Figure 16-1 is referenced in the 3rd sentence to

Section 16.4.2.1.
Change the reference to Figure 16-2.
HSM-1-E3
xiii
March 2016
Page
Existing Text
Corrected Text
17-5
There are unknown crash effects for mitigating

aggressive driving through engineering and for
implementing older driver education and
retesting programs.
Replace Table 17-4 with the attached

revision. The two rows referring to
mitigating aggressive driving through
engineering and to implementing older
driver education and retesting programs
have been deleted.
17-14
A subsection is missing under Section 17A.4.1.
Add the following subsection and text after the

3rd paragraph to subsection 17A.4.1.6:
17A.4.1.7. Conduct Enforcement to
Reduce Red-Light Running
Automated enforcement for red-light
running, combined with appropriate
enabling legislation, potentially reduces
crashes.
17-14 to
17-16
As a result of adding a subsection that was

missing under Section 17A.4.1, renumber the
remaining subsections.
Renumber as follows:
Section 17A.4.1.7 as Section 17A.4.1.8
Section 17A.4.1.10 as Section
17A.4.1.11
Section 17A.4.1.11 as Section
17A.4.1.12
In Eq. 18-35:
Make the following change to the

equation:
Supplement
18-42
CMF8, fs , ac , sv , z 1.0 Pc , i f c ,i
i 1
exp a [Ws 10] Pc , i f c ,i

i 1
exp b [Ws 10]
HSM-1-E3
xiv
CMF8, fs , ac , sv , z 1.0 Pc , i
i 1
exp a [Ws 10] Pc , i

i 1
exp b [Ws 10]
March 2016
Page
18-43
Existing Text
Corrected Text
In Eq. 18-36:
CMF9, fs , ac , sv , fi 1.0 Pc , i f c ,i
i 1
f tan Pc , i f c ,i 1.0
i 1
Make the following change to the

equation:
m
CMF9, fs , ac , sv , fi 1.0 Pc , i
i 1
f tan Pc , i 1.0
i 1
18-52
In the first paragraph, last sentence; and the

third paragraph, last sentence: is less
than 0.75 ft, then it should

is less than 0.75 ft, then Wicb
should
19-67
Following Table 19-42
Please add the following text:

The curve entry speeds need to be
calculated for all curves from milepost 0.0
to the end of the analysis segment. This may
include segments of an adjacent ramp that
are not included in the current analysis
segment. For each curve, record the entry
speed, the total length of the curve, and the
length of the current analysis segment.
Once the procedure on the following pages
is completed, return to Equation 19-33. In
this equation, the summation term only
includes entry speeds and radii that have a
length in the current analysis segment. All
other curves analyzed should be ignored if
they are not part of the current analysis
segment.
Throughout
Some equations using natural logarithm were

inadvertently typeset with In instead of ln.
Please replace the In with ln in these

equations.
HSM-1-E3
xv
March 2016
2016 Errata Changes to the Highway Safety Manual, 1st Edition

2-12
HIGHWAY SAFETY MANUAL
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2.5.1. Intersections and Access Points

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2010 by the American Association of State Highway and Transportation Officials.

All rights reserved. Duplication is a violation of applicable law.

CHAPTER 2HUMAN FACTORS
2-17
Slow-Moving or Stopped Vehicles Ahead

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Poor Visibility of Vulnerable Road Users or Animals
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2.6. SUMMARYHUMAN FACTORS AND THE HSM

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3-17
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3-21
Applying Multiplicative Crash Modication Factors

Example 1
Treatment x consists of providing a left-turn lane on both major-road approaches to an urban four-leg signalized
intersection, and treatment y is permitting right-turn-on-red maneuvers. These treatments are to be implemented, and it
is assumed that their effects are independent of each other. An urban four-leg signalized intersection is expected to have
7.9 crashes/year. For treatment tx, CMFx = 0.81; for treatment ty, CMFy = 1.07.
What crash frequency is to be expected if treatment x and y are both implemented?
Answer to Example 1
Using Equation 3-3 and a calibration factor = 1.0, expected crashes = 7.9 0.81 1.07 = 6.8 crashes/year.
Example 2
The CMF for single-vehicle run-off-the-road crashes for a 1 percent increase in grade is 1.04 regardless of whether the
increase is from 1 percent to 2 percent or from 5 percent to 6 percent. What is the effect of increasing the grade from 2
percent to 4 percent?
Answer to Example 2
Using Equation 3-7, expected single-vehicle run-off-the-road crashes will increase by a factor of 1.04(4 2) = 1.042 = 1.08 =
8 percent increase.
Multiplication of CMFs in Part C

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3-33
Estimating Average Crash Frequency without Assuming Similar Crash Frequency in All Periods
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LQWHUVHFWLRQVZDVFDOFXODWHG7KHUHVXOWVDUHVKRZQLQ7DEOH$HJSHUFHQWRIDQQXDOFUDVKHVRFFXULQWKHUVW
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Table 3A-2.,OOXVWUDWLRQRI<HDUO\3URSRUWLRQVDQG5HODWLYH/DVW<HDU5DWHV
Year 1
Year 2
Year 3
Year 4 = Y
Proportion of Crashes

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4-9
CHAPTER 4NETWORK SCREENING
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570ELDVRFFXUVZKHQVLWHVDUHVHOHFWHGIRUWUHDWPHQWEDVHGRQVKRUWWHUPWUHQGVLQREVHUYHGFUDVKIUHTXHQF\)RU
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HJWZR\HDUV+RZHYHUWKHVLWHVORQJWHUPFUDVKIUHTXHQF\PD\DFWXDOO\EHVXEVWDQWLDOO\ORZHUDQGWKHUHIRUH
WKHWUHDWPHQWPD\KDYHEHHQPRUHFRVWHIIHFWLYHDWDQDOWHUQDWHVLWH
Performance Threshold
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PHWKRGRORJ\)RUH[DPSOHWKUHVKROGYDOXHVDUHHVWLPDWHGEDVHGRQWKHDYHUDJHRIWKHREVHUYHGFUDVKIUHTXHQF\
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VXPPDUL]HVZKHWKHURUQRWHDFKRIWKHSHUIRUPDQFHPHDVXUHVDFFRXQWVIRUUHJUHVVLRQWRWKHPHDQELDVRUHVWLPDWHV
DSHUIRUPDQFHWKUHVKROGRUERWK7KHSHUIRUPDQFHPHDVXUHVDUHSUHVHQWHGLQUHODWLYHRUGHURIFRPSOH[LW\IURP
OHDVWWRPRVWFRPSOH[7\SLFDOO\WKHPHWKRGVWKDWUHTXLUHPRUHGDWDDQGDGGUHVV570ELDVSURGXFHPRUHUHOLDEOH
SHUIRUPDQFHWKUHVKROGYDOXHV
Table 4-2.6WDELOLW\RI3HUIRUPDQFH0HDVXUHV
Performance Measure
Accounts for RTM Bias
Method Estimates a
Performance Threshold
$YHUDJH&UDVK)UHTXHQF\
No
No
Crash Rate
No
No
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No
No
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4-17

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Peak Searching Method

Question
Segment B, in an urban four-lane divided arterial reference population, will be screened using the Excess Expected
Average Crash Frequency performance measure. Segment B is 0.47 mi long. The CV limiting value is assumed to be 0.25.
If the peak searching method is used to study this segment, how is the methodology applied and how is the segment
potentially ranked relative to other sites considered in the screening?
Answer
Iteration #1
The following table shows the results of the rst iteration. In the rst iteration, the site is divided into 0.1-mi windows. For
each window, the performance measure is calculated along with the CV.
The variance is given as:
The Coefcient of Variation for Segment B1 is calculated using Equation 4-1 as shown below:
Example Application of Expected Average Crash Frequency with Empirical Bayes Adjustment (Iteration #1)
Window Position
Excess Expected Average Crash

Frequency
Coefcient of Variation (CV)
B1
0.00 to 0.10 mi
5.2
0.53
B2
0.10 to 0.20 mi
7.8
0.36
Subsegment
B3
0.20 to 0.30 mi
1.1
2.53
B4
0.30 to 0.40 mi
6.5
0.43
B5
0.37 to 0.47 mi
7.8
0.36
Average
5.7
Because none of the calculated CVs are less than the CV limiting value, none of the windows meet the screening
criterion, so a second iteration of the calculations is required.


4-35
STEP 4Rank Locations and Compare
Relative Severity Index (RSI)

1
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The following table shows the intersection ranking for all 20 intersections based on their average RSI costs. The RSI
costs for Intersection 7 would be compared to the average RSI cost for the unsignalized intersection population. In
this instance, the average RSI cost for Intersection 7 ($31,700) is less than the average RSI cost for all unsignalized
intersections ($39,700 from calculations in Step 3).
Ranking Based on Average RSI Cost per Intersection
Average RSI Costa
Exceeds RSIp
$57,600
14
$52,400
$42,800
$44,100
20
$43,100
$42,400
$42,000
12
$41,000
11
$39,900
16
$39,500
19
$37,800
$37,400
13
$34,800
$34,600
18
$34,100
17
$32,900
$31,700
$31,400
10
$31,000
15
$30,600
Intersection
Average RSI Costs per Intersection are rounded to the nearest $100.
4.4.2.5. Critical Rate

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4-42
STEP 3Calculate Crash Frequency Variance per Reference Population

Excess Predicted Average Crash Frequency Using Method of Moments
1
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spreadsheet programs.

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Var(N)
= Variance
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Calculate the crash frequency variance calculation for the TWSC reference population:
The variance for signal and TWSC reference populations is shown in the following table:
Crash Frequency
Reference Population
Average
Variance
Signal
6.1
13.75
TWSC
7.1
10.5
STEP 4Calculate Adjusted Observed Crash Frequency per Site

Excess Predicted Average Crash Frequency Using Method of Moments
1
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2010 and 2012 Errata Changes to the Highway Safety Manual, 1st Edition
4-46
STEP 1Estimate Predicted Average Crash Frequency Using an SPF
Level of Service of Safety (LOSS)
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Table 4-10.(VWLPDWHG3UHGLFWHG$YHUDJH&UDVK)UHTXHQF\IURPDQ63)
AADT
Intersection

Year
Major Street
Minor Street
Predicted Average
Crash Frequency
from an SPF

STEP 2Calculate Standard Deviation
Average 3-Year Predicted

Crash Frequency from an SPF


1
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4-47
As shown, the standard deviation calculations for Intersection 7 are
The standard deviation calculation is performed for each intersection. The standard deviation for the TWSC intersections
is summarized in the following table:
Intersection
Average Observed
Crash Frequency
Predicted Average Crash

Frequency from an SPF
Standard
Deviation
11.7
1.7
1.1
7.7
2.2
1.4
11.3
2.6
1.6
10
5.7
2.2
1.4
15
5.7
2.3
1.5
17
4.3
2.6
1.6
19
3.7
2.5
1.6
STEP 3Calculate Limits for LOSS Categories

1
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Table 4-11./266&DWHJRULHV
LOSS
Condition
Description
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This sample calculation for Intersection 7 demonstrates the upper limit calculation for LOSS III.
Npredicted + 1.5 (V) = 2.6 + 1.5 (1.6) = 5.0
A similar pattern is followed for the other LOSS limits.
The values for this calculation are provided in the following table:
LOSS Limits for Intersection 7
Intersection
7
LOSS I Limits
LOSS II Limits
LOSS III Upper Limit
LOSS IV Limits
0 to 0.2
0.2 to 2.6
2.6 to 5.0
t 5.0


4-55
STEP 4Calculate Alpha and Beta Parameters
Probability of Specic Crash Types Exceeding Threshold Proportion

1
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The calculation for the two-way stop-controlled subcategory is:
The following table shows the numerical values used in the equations and summarizes the alpha and beta calculations for
the TWSC intersections:
Alpha and Beta Calculations
Subcategories
TWSC
s2
0.037
0.22
0.80
2.84


4-57
The TWSC intersection population is ranked based on the Probability of Specic Crash Types Exceeding Threshold
Proportion Performance Measure as shown in the following table:
Ranking Based on Probability of Specic Crash Types Exceeding Threshold Proportion Performance Measure
Intersections
Probability
1.00
11
0.98
0.83
12
0.75
16
0.48
0.48
13
0.48
20
0.41
0.35
17
0.25
0.21
0.19
18
0.19
0.13
10
0.13
0.04
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4-60
STEP 2Calculate Annual Correction Factor

Expected Average Crash Frequency with Empirical Bayes (EB) Adjustment
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Shown below is the calculation for Intersection 7 based on the annual correction factor for year 3. The predicted crashes
shown in the equation are the result of Step 1 and are summarized in the table that follows.
This calculation is repeated for each year and each intersection. The following table summarizes the annual correction
factor calculations for the TWSC intersections:


CHAPTER 7ECONOMIC APPRAISAL
7-7
7.4.3.4. Method TwoConvert Non-Uniform Annual Benets to Present Value

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7.5. ESTIMATE PROJECT COSTS

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Creating operating cost estimates
I


7-14
Table 7-3.([SHFWHG$YHUDJH&UDVK)UHTXHQF\DW,QWHUVHFWLRQ:,7+287,QVWDOOLQJWKH5RXQGDERXW
Year in service life (y)

4

Major AADT
Minor AADT
Nexpected(total)

7RWDO
Nexpected(FI)
7KHURDGZD\DJHQF\QGVWKHVRFLHWDOFUDVKFRVWVVKRZQLQ7DEOHDFFHSWDEOH7KHDJHQF\GHFLGHGWRFRQVHUYD
WLYHO\HVWLPDWHWKHHFRQRPLFEHQHWVRIWKHFRXQWHUPHDVXUHV7KHUHIRUHWKH\DUHXVLQJWKHDYHUDJHLQMXU\FUDVKFRVW
LHWKHDYHUDJHYDOXHRIDIDWDO.GLVDEOLQJ$HYLGHQW%DQGSRVVLEOHLQMXU\FUDVK&DVWKHFUDVKFRVWYDOXH
UHSUHVHQWDWLYHRIWKHSUHGLFWHGIDWDODQGLQMXU\FUDVKHV
Table 7-4.6RFLHWDO&UDVK&RVWVE\6HYHULW\
Injury Severity
Estimated Cost
)DWDO.
&RVWIRUFUDVKHVZLWKDIDWDODQGRULQMXU\.$%&
'LVDEOLQJ,QMXU\$
(YLGHQW,QMXU\%
3RVVLEOH,QMXU\&
3'22

Source: Crash Cost Estimates by Maximum Police-Reported Injury Severity within Selected
Crash Geometries, FHWA-HRT-05-051, October 2005
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Intersection 2
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7-17
Step 3Calculate the expected change in crash frequency for total, fatal and injury, and PDO crashes.
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:KHUH
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'NH[SHFWHG),)
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7DEOHVXPPDUL]HVWKHH[SHFWHGFKDQJHLQDYHUDJHFUDVKIUHTXHQF\GXHWRLQVWDOOLQJWKHURXQGDERXW
Table 7-8.&KDQJHLQ([SHFWHG$YHUDJHLQ&UDVK)UHTXHQF\DW,QWHUVHFWLRQ:,7+WKH5RXQGDERXW
Year in service life, y
'Nexpected(total)

4

7RWDO
'Nexpected(FI)
'Nexpected(PDO)

4.4
4.4
4.4

Step 4Convert Change in Crashes to a Monetary Value

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AM(3'2) = 'NH[SHFWHG3'2) &&(3'2)
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= 'NH[SHFWHG),) &&(),)
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7-18
7DEOHVXPPDUL]HVWKHPRQHWDU\YDOXHFDOFXODWLRQVIRUHDFK\HDURIWKHVHUYLFHOLIH
Table 7-9.$QQXDO0RQHWDU\9DOXHRI&KDQJHLQ&UDVKHV
Year in
service life, y

4

'N(FI)
FI Crash Cost
AM(FI)
'N(PDO)
PDO Crash
Cost
AM(PDO)
AM(total)

4.4
4.4
4.4

Step 5Convert Annual Monetary Values to a Present Value

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7-19
7DEOHVXPPDUL]HVWKHUHVXOWVRIFRQYHUWLQJWKHDQQXDOYDOXHVWRSUHVHQWYDOXHV
Table 7-10.&RQYHUWLQJ$QQXDO9DOXHVWR3UHVHQW9DOXHV
Year in service life (y)

4

7RWDO
(3)L\)
AM(total)

Present Value

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HDFK\HDURIWKHVHUYLFHOLIH7KHVXPLVVKRZQDERYHLQ7DEOH
Results
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,IWKLVDQDO\VLVZHUHLQWHQGHGWRGHWHUPLQHZKHWKHUWKHSURMHFWLVFRVWHIIHFWLYHWKHPDJQLWXGHRIWKHPRQHWDU\
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7.10. REFERENCES
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+LJKZD\DQG7UDQVSRUWDWLRQ2IFLDOV:DVKLQJWRQ'&

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9-8
Figure 9-2. Overview of EB Before/After Safety Evaluation


9-21
CHAPTER 9SAFETY EFFECTIVENESS EVALUATION
Step 4Calculate the Adjustment Factor, U, to account for the differences between the before and after periods
LQGXUDWLRQDQGWUDIFYROXPHDWHDFKVLWH
8VLQJ(TXDWLRQ$DQG&ROXPQVDQGFDOFXODWHWKHDGMXVWPHQWIDFWRUrWRDFFRXQWIRUWKHGLIIHUHQFHV
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WKHWDEOHSUHVHQWHGLQ6WHS
Step 5Calculate the Expected Average Crash Frequency for each Site over the Entire after Period in the
Absence of the Treatment.
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HQWLUHDIWHUSHULRGLQWKHDEVHQFHRIWKHWUHDWPHQW7KHUHVXOWVDSSHDULQ&ROXPQLQWKHWDEOHSUHVHQWHGLQ6WHS
9.10.4. Estimation of the Treatment Effectiveness

Step 6Calculate an Estimate of the Safety Effectiveness of the Treatment at each site in the form of an odds ratio.
8VLQJ(TXDWLRQ$DQG&ROXPQVDQGFDOFXODWHDQHVWLPDWHRIWKHVDIHW\HIIHFWLYHQHVVRIWKHWUHDWPHQWDW
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(1)
(13)
(27)
(28)
(29)
(30)
Observed crash
frequency in after period
Expected average crash

frequency in after period
without treatment
Odds ratio
Safety effectiveness
(%)
Variance term
(Eq. 9A.1-11)

Site No.

7RWDO

Step 7Calculate the Safety Effectiveness as a percentage crash change at each site.
8VLQJ(TXDWLRQ$DQG&ROXPQFDOFXODWHWKHVDIHW\HIIHFWLYHQHVVDVDSHUFHQWDJHFUDVKFKDQJHDWHDFKVLWH
7KHUHVXOWVDSSHDULQ&ROXPQLQWKHWDEOHSUHVHQWHGLQ6WHS$SRVLWLYHUHVXOWLQGLFDWHVDUHGXFWLRQLQFUDVKHV
FRQYHUVHO\DQHJDWLYHUHVXOWLQGLFDWHVDQLQFUHDVHLQFUDVKHV
Step 8Calculate the Overall Effectiveness of the Treatment for all sites combined, in the form of an odds ratio.
8VLQJ(TXDWLRQ$DQGWKHWRWDOVIURP&ROXPQVDQG6WHSFDOFXODWHWKHRYHUDOOHIIHFWLYHQHVVRIWKH
WUHDWPHQWIRUDOOVLWHVFRPELQHGLQWKHIRUPRIDQRGGVUDWLR


9-36
Step 5Calculate the expected average crash frequency, Nexpected, for each site L, over the entire after period in
WKHDEVHQFHRIWKHWUHDWPHQWDV
NH[SHFWHGA = NH[SHFWHG% ri
$
(VWLPDWLRQRI7UHDWPHQW(IIHFWLYHQHVV
Step 6Calculate an estimate of the safety effectiveness of the treatment at each site L in the form of an odds
ratio, ORLDV
$
:KHUH
25i
= Odd ratio at site i
NREVHUYHGA 2EVHUYHGFUDVKIUHTXHQF\DWVLWHi for the entire after period

Step 7Calculate the safety effectiveness as a percentage crash change at siteLDV
6DIHW\(IIHFWLYHQHVVi 25i
$
Step 8Calculate the overall effectiveness of the treatment for all sites combined, in the form of an odds
ratio, OR
DVIROORZV
$
Step 9The odds ratio, OR', calculated in Equation 9A.1-7 is potentially biased; therefore, an adjustment is
needed to obtain an unbiased estimate of the treatment effectiveness in terms of an adjusted odds ratio, OR.
7KLVLVFDOFXODWHGDVIROORZV
$
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and wL%LVGHQHGLQ(TXDWLRQ$DQGriLVGHQHGLQ(TXDWLRQ$

$

9-41
CHAPTER 9SAFETY EFFECTIVENESS EVALUATION
:KHUH
$
Step 12Using Equation 9A.2-14, calculate the weighted average log odds ratio,5, across all Q treatment sites
DV
$
Step 13Exponentiating the result from Equation 9A.2-14, calculate the overall effectiveness of the
treatment, expressed as an odds ratio, ORDYHUDJHGDFURVVDOOVLWHVDVIROORZV
25 = e5
$
Step 14Calculate the overall safety effectiveness, expressed as a percentage change in crash frequency
DYHUDJHGDFURVVDOOVLWHVDV
6DIHW\(IIHFWLYHQHVV O5
$
Step 15To obtain a measure of the precision of the treatment effectiveness, calculate its standard error,
6((Safety EffectivenessDVIROORZV
$
6WHS$VVHVVWKHVWDWLVWLFDOVLJQLFDQFHRIWKHHVWLPDWHGVDIHW\HIIHFWLYHQHVVE\PDNLQJFRPSDULVRQV
with the measure $EV[Safety Effectiveness6((Safety Effectiveness)] and drawing conclusions based on the
IROORZLQJFULWHULD
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I
9A.3 COMPUTATIONAL PROCEDURE FOR IMPLEMENTING THE SHIFT OF PROPORTIONS SAFETY

EFFECTIVENESS EVALUATION METHOD
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C-14
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C.6.3 Safety Performance Functions (SPFs)

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C-15
PART CINTRODUCTION AND APPLICATIONS GUIDANCE
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MXULVGLFWLRQVSHFLF63)VWKDWDUHVXLWDEOHIRUXVHZLWKWKHSUHGLFWLYHPHWKRG'HYHORSPHQWRIMXULVGLFWLRQVSHFLF
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C.6.4. Crash Modication Factors (CMFs)

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LQ3DUW&WRDGMXVWWKHSUHGLFWHGDYHUDJHFUDVKIUHTXHQF\HVWLPDWHGE\WKH63)IRUDVLWHZLWKEDVHFRQGLWLRQVWRWKH
SUHGLFWHGDYHUDJHFUDVKIUHTXHQF\IRUWKHVSHFLFFRQGLWLRQVRIWKHVHOHFWHGVLWH
&0)VDUHWKHUDWLRRIWKHHVWLPDWHGDYHUDJHFUDVKIUHTXHQF\RIDVLWHXQGHUWZRGLIIHUHQWFRQGLWLRQV7KHUHIRUHD
&0)UHSUHVHQWVWKHUHODWLYHFKDQJHLQHVWLPDWHGDYHUDJHFUDVKIUHTXHQF\GXHWRDFKDQJHLQRQHVSHFLFFRQGLWLRQ
ZKHQDOORWKHUFRQGLWLRQVDQGVLWHFKDUDFWHULVWLFVUHPDLQFRQVWDQW
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VLWHFRQGLWLRQDDQGVLWHFRQGLWLRQE
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WHUPHDVXUHLQWHUYHQWLRQDFWLRQRUDOWHUQDWLYHGHVLJQ([DPSOHVLQFOXGHLOOXPLQDWLQJDQXQOLJKWHGURDGVHJPHQW
SDYLQJJUDYHOVKRXOGHUVVLJQDOL]LQJDVWRSFRQWUROOHGLQWHUVHFWLRQLQFUHDVLQJWKHUDGLXVRIDKRUL]RQWDOFXUYHRU


C-18
C.6.5. Calibration of Safety Performance Functions to Local Conditions

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PRGLFDWLRQIDFWRUVDQGDFDOLEUDWLRQIDFWRU7KH63)VZHUHGHYHORSHGDVSDUWRI+60UHODWHGUHVHDUFKIURPWKH
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VWDQWLDOO\IURPRQHMXULVGLFWLRQWRDQRWKHUIRUDYDULHW\RIUHDVRQVLQFOXGLQJFUDVKUHSRUWLQJWKUHVKROGVDQGFUDVK
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C.6.6. Weighting Using the Empirical Bayes Method

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SUHGLFWLYHPRGHODUHDYDLODEOHWKHUHOLDELOLW\RIWKHHVWLPDWLRQLVLPSURYHGE\FRPELQLQJERWKHVWLPDWHV7KH
SUHGLFWLYHPHWKRGLQ3DUW&XVHVWKH(PSLULFDO%D\HVPHWKRGKHUHLQUHIHUUHGWRDVWKH(%0HWKRG
7KH(%0HWKRGFDQEHXVHGWRHVWLPDWHH[SHFWHGDYHUDJHFUDVKIUHTXHQF\IRUSDVWDQGIXWXUHSHULRGVDQGXVHG
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DIXQFWLRQRIWKH63)VRYHUGLVSHUVLRQSDUDPHWHUkWRFRPELQHWKHWZRHVWLPDWHV7KHZHLJKWHGDGMXVWPHQWLV
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10-17
CHAPTER 10PREDICTIVE METHOD FOR RURAL TWO-LANE, TWO-WAY ROADS
Table 10-3.'HIDXOW'LVWULEXWLRQIRU&UDVK6HYHULW\/HYHORQ5XUDO7ZR/DQH7ZR:D\5RDGZD\6HJPHQWV
Crash Severity Level
Percentage of Total Roadway Segment Crashesa
)DWDO

,QFDSDFLWDWLQJ,QMXU\

1RQLQFDSDFLWDWLQJLQMXU\

3RVVLEOHLQMXU\

7RWDOIDWDOSOXVLQMXU\

3URSHUW\GDPDJHRQO\

7RWDO
a

Based on HSIS data for Washington (20022006)
Table 10-4.'HIDXOW'LVWULEXWLRQE\&ROOLVLRQ7\SHIRU6SHFLF&UDVK6HYHULW\/HYHOVRQ5XUDO7ZR/DQH7ZR
:D\5RDGZD\6HJPHQWV
Percentage of Total Roadway Segment Crashes by Crash Severity Levela
Collision Type
7RWDO)DWDODQG,QMXU\
Property Damage Only
Total (All Severity Levels Combined)
&ROOLVLRQZLWKDQLPDO

&ROOLVLRQZLWKELF\FOH

&ROOLVLRQZLWKSHGHVWULDQ

2YHUWXUQHG

Ran off road

2WKHUVLQJOHYHKLFOHFUDVK

7RWDOVLQJOHYHKLFOHFUDVKHV

SINGLE-VEHICLE CRASHES
MULTIPLE-VEHICLE CRASHES
$QJOHFROOLVLRQ
a
b
+HDGRQFROOLVLRQ

5HDUHQGFROOLVLRQ

6LGHVZLSHFROOLVLRQE

2WKHUPXOWLSOHYHKLFOHFROOLVLRQ

7RWDOPXOWLSOHYHKLFOHFUDVKHV

7RWDO&UDVKHV

Based on HSIS data for Washington (2002-2006)

Includes approximately 70 percent opposite-direction sideswipe collisions and 30 percent same-direction sideswipe collisions
10.6.2. Safety Performance Functions for Intersections

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ZDVSUHVHQWHGLQ(TXDWLRQ7KHHIIHFWRIWKHPDMRUDQGPLQRUURDGWUDIFYROXPHV$$'7VRQFUDVKIUHTXHQF\
LVLQFRUSRUDWHGWKURXJK63)VZKLOHWKHHIIHFWVRIJHRPHWULFGHVLJQDQGWUDIFFRQWUROIHDWXUHVDUHLQFRUSRUDWHG
WKURXJKWKH&0)V7KH63)VIRUUXUDOWZRODQHWZRZD\KLJKZD\LQWHUVHFWLRQVDUHSUHVHQWHGLQWKLVVHFWLRQ

10-23
Table 10-7.6XPPDU\RI&UDVK0RGLFDWLRQ)DFWRUV&0)VLQ&KDSWHUDQGWKH&RUUHVSRQGLQJ6DIHW\

3HUIRUPDQFH)XQFWLRQV63)V
Facility Type
5XUDO7ZR/DQH7ZR:D\
Roadway Segments
7KUHHDQGIRXUOHJVWRSFRQWURO
LQWHUVHFWLRQVDQGIRXUOHJ
VLJQDOL]HGLQWHUVHFWLRQV
CMF
CMF Description
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10.7.1. Crash Modication Factors for Roadway Segments

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VHQWHGEHORZ7KHVH&0)VDUHDSSOLHGLQ6WHSRIWKHSUHGLFWLYHPHWKRGDQGXVHGLQ(TXDWLRQWRDGMXVWWKH
63)IRUUXUDOWZRODQHWZRZD\URDGZD\VHJPHQWVSUHVHQWHGLQ(TXDWLRQWRDFFRXQWIRUGLIIHUHQFHVEHWZHHQ
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)LJXUH7KLV&0)ZDVGHYHORSHGIURPWKHZRUNRI=HJHHUHWDODQG*ULIQDQG0DN7KHEDVHYDOXH
IRUWKHODQHZLGWK&0)LVIW,QRWKHUZRUGVWKHURDGZD\VHJPHQW63)ZLOOSUHGLFWVDIHW\SHUIRUPDQFHRIDURDG
ZD\VHJPHQWZLWKIWODQHV7RSUHGLFWWKHVDIHW\SHUIRUPDQFHRIWKHDFWXDOVHJPHQWLQTXHVWLRQHJRQHZLWK
ODQHZLGWKVGLIIHUHQWWKDQIW&0)VDUHXVHGWRDFFRXQWIRUGLIIHUHQFHVEHWZHHQEDVHDQGDFWXDOFRQGLWLRQV7KXV
IWODQHVDUHDVVLJQHGD&0)RI&0)ULVGHWHUPLQHGIURP7DEOHEDVHGRQWKHDSSOLFDEOHODQHZLGWKDQG
WUDIFYROXPHUDQJH7KHUHODWLRQVKLSVVKRZQLQ7DEOHDUHLOOXVWUDWHGLQ)LJXUH/DQHVZLWKZLGWKVJUHDWHU
WKDQIWDUHDVVLJQHGD&0)HTXDOWRWKDWIRUIWODQHV
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FDQEHLQWHUSRODWHGXVLQJHLWKHURIWKHVHH[KLELWVVLQFHWKHUHLVDOLQHDUWUDQVLWLRQEHWZHHQWKHYDULRXV$$'7HIIHFWV


10-25
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GLUHFWLRQVLGHVZLSHDQGVDPHGLUHFWLRQVLGHVZLSHVFUDVKHVLVHVWLPDWHGDVLHSHUFHQWEDVHGRQWKH
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YDOXHRISraPD\EHXSGDWHGIURPORFDOGDWDDVSDUWRIWKHFDOLEUDWLRQSURFHVV
&0)U6KRXOGHU:LGWKDQG7\SH
7KH&0)IRUVKRXOGHUVKDVD&0)IRUVKRXOGHUZLGWK&0)wraDQGD&0)IRUVKRXOGHUW\SH&0)tra7KH&0)V
IRUERWKVKRXOGHUZLGWKDQGVKRXOGHUW\SHDUHEDVHGRQWKHUHVXOWVRI=HJHHUHWDO7KHEDVHYDOXHRIVKRXO
GHUZLGWKDQGW\SHLVDIRRWSDYHGVKRXOGHUZKLFKLVDVVLJQHGD&0)YDOXHRI
&0)wraIRUVKRXOGHUZLGWKRQWZRODQHKLJKZD\VHJPHQWVLVGHWHUPLQHGIURP7DEOHEDVHGRQWKHDSSOLFDEOH
VKRXOGHUZLGWKDQGWUDIFYROXPHUDQJH7KHUHODWLRQVKLSVVKRZQLQ7DEOHDUHLOOXVWUDWHGLQ)LJXUH
6KRXOGHUVRYHUIWZLGHDUHDVVLJQHGD&0)wraHTXDOWRWKDWIRUIWVKRXOGHUV7KH&0)VVKRZQLQ7DEOHDQG
)LJXUHDSSO\RQO\WRVLQJOHYHKLFOHUXQRIIWKHURDGDQGPXOWLSOHYHKLFOHKHDGRQRSSRVLWHGLUHFWLRQVLGH
VZLSHDQGVDPHGLUHFWLRQVLGHVZLSHFUDVKHV
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AADT (vehicles per day)
6KRXOGHU:LGWK
< 400
400 to 2000
> 2000
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IW

$$'7

4 ft
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$$'7

$$'7

Note: The collision types related to shoulder width to which this CMF applies include single-vehicle run-off the-road and multiple-vehicle
head-on, opposite-direction sideswipe, and same-direction sideswipe crashes.


10-26
Figure 10-8.&UDVK0RGLFDWLRQ)DFWRUIRU6KRXOGHU:LGWKRQ5RDGZD\6HJPHQWV
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6KRXOGHU:LGWKIW
6KRXOGHU7\SH
3DYHG

*UDYHO

Composite

7XUI

Note: The values for composite shoulders in this table represent a shoulder for which 50 percent of the shoulder width is paved and 50 percent of the
shoulder width is turf.
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VHSDUDWHO\IRUWKHVKRXOGHUW\SHDQGZLGWKLQHDFKGLUHFWLRQRIWUDYHODQGWKHUHVXOWLQJ&0)VDUHWKHQEHDYHUDJHG
7KH&0)VIRUVKRXOGHUZLGWKDQGW\SHVKRZQLQ7DEOHVDQGDQG)LJXUHDSSO\RQO\WRWKHFROOLVLRQ
W\SHVWKDWDUHPRVWOLNHO\WREHDIIHFWHGE\VKRXOGHUZLGWKDQGW\SHVLQJOHYHKLFOHUXQRIIWKHURDGDQGPXOWLSOH
YHKLFOHKHDGRQRSSRVLWHGLUHFWLRQVLGHVZLSHDQGVDPHGLUHFWLRQVLGHVZLSHFUDVKHV7KH&0)VH[SUHVVHGRQWKLV
EDVLVDUHWKHUHIRUHDGMXVWHGWRWRWDOFUDVKHVXVLQJ(TXDWLRQ


10-42
Worksheet SP1ESummary Results or Rural Two-Lane, Two-Way Roadway Segments

:RUNVKHHW63(SUHVHQWVDVXPPDU\RIWKHUHVXOWV8VLQJWKHURDGZD\VHJPHQWOHQJWKWKHZRUNVKHHWSUHVHQWVWKH
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Worksheet SP1E.6XPPDU\5HVXOWVIRU5XUDO7ZR/DQH7ZR:D\5RDGZD\6HJPHQWV
(1)
(2)
(3)
(4)
(5)
Crash Severity
'LVWULEXWLRQ

)UHTXHQF\FUDVKHV\HDU
Roadway Segment
Length (mi)
Crash Rate
(crashes/mi/year)
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10.12.2. Sample Problem 2

The Site/Facility
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The Facts
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VLQJOHYHKLFOHUXQRIIWKHURDGDQGPXOWLSOHYHKLFOHKHDGRQRSSRVLWHGLUHFWLRQVLGHVZLSHDQGVDPHGLUHFWLRQ
VLGHVZLSHFUDVKHVLVSHUFHQW


10-64
Worksheet SP6A.3UHGLFWHGDQG2EVHUYHG&UDVKHVE\6HYHULW\DQG6LWH7\SH8VLQJWKH3URMHFW/HYHO(%0HWKRG
IRU5XUDO7ZR/DQH7ZR:D\5RDGVDQG0XOWLODQH+LJKZD\V
(1)
(2)
(3)
(4)
3UHGLFWHG$YHUDJH&UDVK)UHTXHQF\FUDVKHV\HDU
(5)
(6)
Npredicted (total)
Npredicted ),
Npredicted 3'2
Observed Crashes,
Nobserved (crashes/year)
Overdispersion
Parameter, k
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Site Type
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(8)
(9)
(10)
(11)
(12)
(13)
Npredicted Z0
Npredicted Z1
W0
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w1
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Site Type
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Note: Npredicted w0 = Predicted number of total crashes assuming that crash frequencies are statistically independent
$
Npredicted w = Predicted number of total crashes assuming that crash frequencies are perfectly correlated
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10-65
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11-11
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11-16
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11-18
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11-19
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11-31
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Table 11-22.&UDVK0RGLFDWLRQ)DFWRUV&0)LIRU,QVWDOODWLRQRI/HIW7XUQ/DQHVRQ,QWHUVHFWLRQ$SSURDFKHV
1XPEHURI1RQ6WRS&RQWUROOHG$SSURDFKHV
ZLWK/HIW7XUQ/DQHVa
Intersection Type
7KUHHOHJPLQRUURDGVWRS
FRQWUROE
)RXUOHJPLQRUURDGVWRSFRQWURO
a
b
One Approach
Two Approaches
7RWDO

)DWDODQG,QMXU\

7RWDO

)DWDODQG,QMXU\

Stop-controlled approaches are not considered in determining the number of approaches with left-turn lanes
Stop signs present on minor-road approaches only.
&0)L,QWHUVHFWLRQ5LJKW7XUQ/DQHV
7KH63)EDVHFRQGLWLRQIRULQWHUVHFWLRQULJKWWXUQODQHVLVWKHDEVHQFHRIULJKWWXUQODQHVRQWKHLQWHUVHFWLRQDS
SURDFKHV7KH&0)VIRUWKHSUHVHQFHRIULJKWWXUQODQHVDUHEDVHGRQUHVHDUFKE\+DUZRRGHWDODQGDUH
FRQVLVWHQWZLWKWKH&0)VLQ&KDSWHU7KHVH&0)VDSSO\WRLQVWDOODWLRQRIULJKWWXUQODQHVRQDQ\DSSURDFKWRD
VLJQDOL]HGLQWHUVHFWLRQEXWRQO\RQXQFRQWUROOHGPDMRUURDGDSSURDFKHVWRVWRSFRQWUROOHGLQWHUVHFWLRQV7KH&0)V
IRULQVWDOODWLRQRIULJKWWXUQODQHVRQPXOWLSOHDSSURDFKHVWRDQLQWHUVHFWLRQDUHHTXDOWRWKHFRUUHVSRQGLQJ&0)IRU
LQVWDOODWLRQRIDULJKWWXUQODQHRQRQHDSSURDFKUDLVHGWRDSRZHUHTXDOWRWKHQXPEHURIDSSURDFKHVZLWKULJKWWXUQ
ODQHVLHWKH&0)VDUHPXOWLSOLFDWLYHDQG(TXDWLRQFDQEHXVHG7KHUHLVQRLQGLFDWLRQRIDQ\VDIHW\HIIHFW
IRUSURYLGLQJDULJKWWXUQODQHRQDQDSSURDFKFRQWUROOHGE\DVWRSVLJQVRWKHSUHVHQFHRIDULJKWWXUQODQHRQD
VWRSFRQWUROOHGDSSURDFKLVQRWFRQVLGHUHGLQDSSO\LQJ7DEOH7KH&0)VIRUSUHVHQFHRIULJKWWXUQODQHVDUH
SUHVHQWHGLQ7DEOHIRUWRWDOFUDVKHVDQGLQMXU\FUDVKHV$&0)YDOXHRILVXVHGZKHQQRULJKWWXUQODQHV


11-35
DUHSUHVHQW7KLV&0)DSSOLHVRQO\WRULJKWWXUQODQHVWKDWDUHLGHQWLHGE\PDUNLQJRUVLJQLQJ7KH&0)LVQRWDS
SOLFDEOHWRORQJWDSHUVDUHVRUSDYHGVKRXOGHUVWKDWPD\EHXVHGLQIRUPDOO\E\ULJKWWXUQWUDIF
Table 11-23.&UDVK0RGLFDWLRQ)DFWRUV&0)LIRU,QVWDOODWLRQRI5LJKW7XUQ/DQHVRQ,QWHUVHFWLRQV$SSURDFKHV
1XPEHURI1RQ6WRS&RQWUROOHG$SSURDFKHV
ZLWK5LJKW7XUQ/DQHVa
Intersection Type
7KUHHOHJPLQRUURDG
VWRSFRQWUROE
)RXUOHJPLQRUURDGVWRSFRQWUROE
a
b
One Approach
Two Approaches
7RWDO

)DWDODQG,QMXU\

7RWDO

)DWDODQG,QMXU\

Stop-controlled approaches are not considered in determining the number of approaches with right-turn lanes.
&0)L/LJKWLQJ
7KH63)EDVHFRQGLWLRQIRUOLJKWLQJLVWKHDEVHQFHRILQWHUVHFWLRQOLJKWLQJ7KH&0)IRUOLJKWHGLQWHUVHFWLRQVLV
DGDSWHGIURPWKHZRUNRI(OYLNDQG9DDDV
&0)L Sni

:KHUH
&0)L
FUDVKPRGLFDWLRQIDFWRUIRUWKHHIIHFWRIOLJKWLQJRQWRWDOFUDVKHVDQG
Sni
SURSRUWLRQRIWRWDOFUDVKHVIRUXQOLJKWHGLQWHUVHFWLRQVWKDWRFFXUDWQLJKW
7KLV&0)DSSOLHVWRWRWDOLQWHUVHFWLRQVFUDVKHV7DEOHSUHVHQWVGHIDXOWYDOXHVIRUWKHQLJKWWLPHFUDVKSURSRU
WLRQSni+60XVHUVDUHHQFRXUDJHGWRUHSODFHWKHHVWLPDWHVLQ7DEOHZLWKORFDOO\GHULYHGYDOXHV
Table 11-24.'HIDXOW1LJKWWLPH&UDVK3URSRUWLRQVIRU8QOLJKWHG,QWHUVHFWLRQV
Intersection Type
3URSRUWLRQRI&UDVKHVWKDW2FFXUDW1LJKWSQL
67

4ST

11.8. CALIBRATION TO LOCAL CONDITIONS

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JHRJUDSKLFFRQGLWLRQV&UDVKIUHTXHQFLHVHYHQIRUQRPLQDOO\VLPLODUURDGZD\VHJPHQWVRULQWHUVHFWLRQVFDQYDU\
ZLGHO\IURPRQHMXULVGLFWLRQWRDQRWKHU*HRJUDSKLFUHJLRQVGLIIHUPDUNHGO\LQFOLPDWHDQLPDOSRSXODWLRQGULYHU
SRSXODWLRQVFUDVKUHSRUWLQJWKUHVKROGDQGFUDVKUHSRUWLQJSUDFWLFHV7KHVHYDULDWLRQVPD\UHVXOWLQVRPHMXULVGLF
WLRQVH[SHULHQFLQJDGLIIHUHQWQXPEHURIWUDIFFUDVKHVRQUXUDOPXOWLODQHKLJKZD\VWKDQRWKHUV&DOLEUDWLRQIDFWRUV
DUHLQFOXGHGLQWKHPHWKRGRORJ\WRDOORZKLJKZD\DJHQFLHVWRDGMXVWWKH63)VWRPDWFKDFWXDOORFDOFRQGLWLRQV
7KHFDOLEUDWLRQIDFWRUVIRUURDGZD\VHJPHQWVDQGLQWHUVHFWLRQVGHQHGEHORZDV&r and &iUHVSHFWLYHO\ZLOOKDYH
YDOXHVJUHDWHUWKDQIRUURDGZD\VWKDWRQDYHUDJHH[SHULHQFHPRUHFUDVKHVWKDQWKHURDGZD\VXVHGLQWKHGHYHORS
PHQWRIWKH63)V7KHFDOLEUDWLRQIDFWRUVIRUURDGZD\VWKDWH[SHULHQFHIHZHUFUDVKHVRQDYHUDJHWKDQWKHURDGZD\V
XVHGLQWKHGHYHORSPHQWRIWKH63)VZLOOKDYHYDOXHVOHVVWKDQ7KHFDOLEUDWLRQSURFHGXUHVDUHSUHVHQWHGLQ3DUW&
$SSHQGL[$


11-50
6WHS0XOWLSO\WKHUHVXOWREWDLQHGLQ6WHSE\WKHDSSURSULDWH&0)VWRDGMXVWEDVHFRQGLWLRQVWRVLWH
VSHFLFJHRPHWULFFRQGLWLRQVDQGWUDIFFRQWUROIHDWXUHV
(DFK&0)XVHGLQWKHFDOFXODWLRQRIWKHSUHGLFWHGDYHUDJHFUDVKIUHTXHQF\RIWKHLQWHUVHFWLRQLVFDOFXODWHGEHORZ
,QWHUVHFWLRQ6NHZ$QJOH&0)L
&0)LFDQEHFDOFXODWHGIURP(TXDWLRQDVIROORZV
7KHLQWHUVHFWLRQVNHZDQJOHIRU6DPSOH3UREOHPLVGHJUHHV
,QWHUVHFWLRQ/HIW7XUQ/DQHV&0)L
)URP7DEOHIRUDOHIWWXUQODQHRQRQHQRQVWRSFRQWUROOHGDSSURDFKDWDWKUHHOHJVWRSFRQWUROOHGLQWHUVHF
WLRQ&0)L
,QWHUVHFWLRQ5LJKW7XUQ/DQHV&0)L
6LQFHQRULJKWWXUQODQHVDUHSUHVHQW&0)L LHWKHEDVHFRQGLWLRQIRU&0)LLVWKHDEVHQFHRIULJKWWXUQ
ODQHVRQWKHLQWHUVHFWLRQDSSURDFKHV
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&0)L Sni
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&0)L

7KHFRPELQHG&0)YDOXHIRU6DPSOH3UREOHPLVFDOFXODWHGEHORZ
&0)FRPE
6WHS0XOWLSO\WKHUHVXOWREWDLQHGLQ6WHSE\WKHDSSURSULDWHFDOLEUDWLRQIDFWRU
,WLVDVVXPHGWKDWDFDOLEUDWLRQIDFWRU&iRIKDVEHHQGHWHUPLQHGIRUORFDOFRQGLWLRQV6HH3DUW&$SSHQGL[$
IRUIXUWKHUGLVFXVVLRQRQFDOLEUDWLRQRIWKHSUHGLFWLYHPRGHOV
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7KHSUHGLFWHGDYHUDJHFUDVKIUHTXHQF\LVFDOFXODWHGXVLQJ(TXDWLRQEDVHGRQWKHUHVXOWVREWDLQHGLQ6WHSV
WKURXJKDVIROORZV
Npredicted int
NVSILQW &i (&0)L &0)L &0)L)
FUDVKHV\HDU


11-52
Worksheet SP3B.&UDVK0RGLFDWLRQ)DFWRUVIRU5XUDO0XOWLODQH+LJKZD\,QWHUVHFWLRQV
(1)
(2)
(3)
(4)
(5)
(6)
CMF for
Intersection
6NHZ$QJOH
CMF for
/HIW7XUQ/DQHV
CMF for
5LJKW7XUQ/DQHV
CMF for Lighting
Combined CMF
&0)L
&0)L
&0)L
&0)L
&0)FRPE
IURP(TXDWLRQV
11-18 or 11-20 and
11-19 or 11-21
from Table 11-22
from Table 11-23
from
(TXDWLRQ
(1)*(2)*(3)*(4)
7RWDO
33

67
)DWDODQGLQMXU\),
5

61
Crash
Severity Level
Worksheet SP3CIntersection Crashes for Rural Multilane Highway Intersections

7KH63)IRUWKHLQWHUVHFWLRQLQ6DPSOH3UREOHPLVFDOFXODWHGXVLQJWKHFRHIFLHQWVVKRZQLQ7DEOH&RO
XPQZKLFKDUHHQWHUHGLQWR(TXDWLRQ&ROXPQ7KHRYHUGLVSHUVLRQSDUDPHWHUDVVRFLDWHGZLWKWKH63)
LVDOVRIRXQGLQ7DEOHDQGHQWHUHGLQWR&ROXPQKRZHYHUWKHRYHUGLVSHUVLRQSDUDPHWHULVQRWQHHGHGIRU
6DPSOH3UREOHPDVWKH(%0HWKRGLVQRWXWLOL]HG&ROXPQUHSUHVHQWVWKHFRPELQHG&0)IURP&ROXPQLQ
:RUNVKHHW63%DQG&ROXPQUHSUHVHQWVWKHFDOLEUDWLRQIDFWRU&ROXPQFDOFXODWHVWKHSUHGLFWHGDYHUDJHFUDVK
IUHTXHQF\XVLQJWKHYDOXHVLQ&ROXPQWKHFRPELQHG&0)LQ&ROXPQDQGWKHFDOLEUDWLRQIDFWRULQ&ROXPQ
Worksheet SP3C.,QWHUVHFWLRQ&UDVKHVIRU5XUDO0XOWLODQH+LJKZD\,QWHUVHFWLRQV
(1)
(2)
(3)
63)&RHIFLHQWV
(4)
(5)
(6)

Predicted
Average Crash
)UHTXHQF\
1predicted LQW
1VSILQW
Overdispersion
Parameter, k
Combined
CMFs
from Tables
RU
from (6) of
:RUNVKHHW
SP3B
Calibration
Factor, &L
(3)*(5)*(6)
IURP7DEOHVRU
Crash
Severity
Level
7RWDO

6

)DWDODQG
LQMXU\),

)DWDODQG
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Property
GDPDJHRQO\
3'2
a
from
(TXDWLRQ
11 or 11-12
WRWDO),

Worksheet SP3DCrashes by Severity Level and Collision Type for Rural Multilane Highway Intersections
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I
)DWDODQGLQMXU\FUDVKHV&ROXPQ
I
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FUDVKHV&ROXPQ
I
3URSHUW\GDPDJHRQO\FUDVKHV&ROXPQ
I


11-53
8VLQJWKHGHIDXOWSURSRUWLRQVWKHSUHGLFWHGDYHUDJHFUDVKIUHTXHQF\E\FROOLVLRQW\SHLQ&ROXPQV7RWDO
)DWDODQG,QMXU\),)DWDODQG,QMXU\QRWLQFOXGLQJSRVVLEOHLQMXU\DQG3URSHUW\'DPDJH2QO\3'2
7KHVHSURSRUWLRQVPD\EHXVHGWRVHSDUDWHWKHSUHGLFWHGDYHUDJHFUDVKIUHTXHQF\IURP&ROXPQ:RUNVKHHW63&
E\FUDVKVHYHULW\DQGFROOLVLRQW\SH
Worksheet SP3D.&UDVKHVE\6HYHULW\/HYHODQG&ROOLVLRQ7\SHIRU5XUDO0XOWLODQH+LJKZD\,QWHUVHFWLRQV
(1)
(2)
(3)
(4)
(5)
(6)
(8)
(crashes/
year)
Proportion
of Collision
Type ),
1predicted LQW),
(crashes/
year)
Proportion
of Collision
Type ),D
1predicted LQW),D)

(crashes/
year)
Proportion
of Collision
Type (PDO)
(crashes/
year)
from Table
11-9
total from
:RUNVKHHW
SP3C
from Table
11-9
),from
:RUNVKHHW
SP3C
from Table
11-9
),D from
:RUNVKHHW
SP3C
from Table
11-9
3'2 from
:RUNVKHHW
SP3C

1predicted LQW
Proportion
of Collision
Type (total)
Collision
Type
7RWDO
(total)
WRWDO
),
),a
(9)
1predicted
LQW 3'2
3'2
+HDGRQ
FROOLVLRQ

Sideswipe
FROOLVLRQ

5HDUHQG
FROOLVLRQ

$QJOH
FROOLVLRQ

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YHKLFOH
FROOLVLRQ

Other
FROOLVLRQ

Worksheet SP3ESummary Results for Rural Multilane Highway Intersections

:RUNVKHHW63(SUHVHQWVDVXPPDU\RIWKHUHVXOWV
Worksheet SP3E.6XPPDU\5HVXOWVIRU5XUDO0XOWLODQH+LJKZD\,QWHUVHFWLRQV
(1)
(2)
IURP:RUNVKHHW63&
7RWDO

)DWDODQGLQMXU\),

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11-55
Worksheet SP4A.3UHGLFWHGDQG2EVHUYHG&UDVKHVE\6HYHULW\DQG6LWH7\SH8VLQJWKH6LWH6SHFLF(%0HWKRG
(1)
(2)
(3)
(4)
1predicted ),
1predicted 3'2
Observed
Crashes,
1observed
(crashes/year)
3UHGLFWHG$YHUDJH&UDVK)UHTXHQF\
(crashes/year)
Site Type
1predicted (total)
(5)
(6)
(8)
:HLJKWHG
$GMXVWPHQW
Z
Expected
Average
Crash
)UHTXHQF\
1expected
Overdispersion
Parameter, k
(TXDWLRQ$
(TXDWLRQ$
Roadway Segments
6HJPHQW

6HJPHQW

,QWHUVHFWLRQ

&RPELQHG
6XPRI
&ROXPQ

Intersections
&ROXPQ:HLJKWHG$GMXVWPHQW
7KHZHLJKWHGDGMXVWPHQWwWREHSODFHGRQWKHSUHGLFWLYHPRGHOHVWLPDWHLVFDOFXODWHGXVLQJ(TXDWLRQ$DVIROORZV
6HJPHQW
6HJPHQW
,QWHUVHFWLRQ


11-56
&ROXPQ([SHFWHG$YHUDJH&UDVK)UHTXHQF\
7KHHVWLPDWHRIH[SHFWHGDYHUDJHFUDVKIUHTXHQF\NH[SHFWHGLVFDOFXODWHGXVLQJ(TXDWLRQ$DVIROORZV
NH[SHFWHG Z1predictedw) NREVHUYHG
6HJPHQW
NH[SHFWHG
6HJPHQW
NH[SHFWHG
,QWHUVHFWLRQ
NH[SHFWHG 0093300 554
Worksheet SP4BSite-Specic EB Method Summary Results for Rural Two-Lane, Two-Way Roads
Worksheet SP4B.6LWH6SHFLF(%0HWKRG6XPPDU\5HVXOWVIRU5XUDO7ZR/DQH7ZR:D\5RDGV
DQG0XOWLODQH+LJKZD\V
(1)
(2)
(3)
1predicted
1expected
FRPEIURP:RUNVKHHW63$

WRWDO ),WRWDO

7RWDO
)DWDODQGLQMXU\),

(4)FRPEIURP:RUNVKHHW63$
WRWDO 3'2WRWDO


The Project
$SURMHFWRILQWHUHVWFRQVLVWVRIWKUHHVLWHVDUXUDOIRXUODQHGLYLGHGKLJKZD\VHJPHQWDUXUDOIRXUODQHXQGLYLGHG
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ZD\VHJPHQWVDQGLQWHUVHFWLRQVIURP6DPSOH3UREOHPVDQG
The Question
:KDWLVWKHH[SHFWHGDYHUDJHFUDVKIUHTXHQF\RIWKHSURMHFWIRUDSDUWLFXODU\HDULQFRUSRUDWLQJERWKWKHSUHGLFWHGFUDVK
IUHTXHQFLHVIURP6DPSOH3UREOHPVDQGDQGWKHREVHUYHGFUDVKIUHTXHQFLHVXVLQJWKHproject-level EB Method?
The Facts
URDGZD\VHJPHQWV'VHJPHQW8VHJPHQW
I
LQWHUVHFWLRQ67LQWHUVHFWLRQ
I
REVHUYHGFUDVKHVEXWQRLQIRUPDWLRQLVDYDLODEOHWRDWWULEXWHVSHFLFFUDVKHVWRVSHFLFVLWHVZLWKLQWKHSURMHFW
I

11-58
Worksheet SP5A.3UHGLFWHGDQG2EVHUYHG&UDVKHVE\6HYHULW\DQG6LWH7\SH8VLQJWKH3URMHFW/HYHO(%0HWKRG
(1)
(2)
(3)
(4)
Site Type
1predicted (total)
1predicted ),
1predicted 3'2
(5)
(6)
Observed
Crashes,
1observed
(crashes/year)

1Z0
Overdispersion
Parameter, k
(TXDWLRQ
A-8 (6)* (2)2
Roadway Segments
6HJPHQW

6HJPHQW

,QWHUVHFWLRQ

&RPELQHG
VXPRIFROXPQ

Intersections
:RUNVKHHW63$&RQWLQXHG
(1)
(8)
(9)
(10)
(11)
(12)
(13)
Site Type
(TXDWLRQ$
VTUW
1Z1
Z0
10
Z1
11
(TXDWLRQ$
(TXDWLRQ$
(TXDWLRQ$
(TXDWLRQ$
(TXDWLRQ$
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6HJPHQW

6HJPHQW

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6XPRI&ROXPQ

Roadway Segments
Intersections

Npredicted w1
$
= Predicted number of total crashes assuming that crash frequencies are perfectly correlated

$

11-59
&ROXPQZ0
HOHPHQWVDUHVWDWLVWLFDOO\LQGHSHQGHQWwLVFDOFXODWHGXVLQJ(TXDWLRQ$DVIROORZV
&ROXPQ10
7KHH[SHFWHGFUDVKIUHTXHQF\EDVHGRQWKHDVVXPSWLRQWKDWGLIIHUHQWURDGZD\HOHPHQWVDUHVWDWLVWLFDOO\LQGHSHQGHQW
NLVFDOFXODWHGXVLQJ(TXDWLRQ$DVIROORZV
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&ROXPQZ1
HOHPHQWVDUHSHUIHFWO\FRUUHODWHGwLVFDOFXODWHGXVLQJ(TXDWLRQ$DVIROORZV
&ROXPQ1
7KHH[SHFWHGFUDVKIUHTXHQF\EDVHGRQWKHDVVXPSWLRQWKDWGLIIHUHQWURDGZD\HOHPHQWVDUHSHUIHFWO\FRUUHODWHGN
LVFDOFXODWHGXVLQJ(TXDWLRQ$DVIROORZV

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7KHH[SHFWHGDYHUDJHFUDVKIUHTXHQF\EDVHGRIFRPELQHGVLWHVNH[SHFWHGFRPELVFDOFXODWHGXVLQJ(TXDWLRQ$
DVIROORZV


11-60
Worksheet SP5BProject-Level EB Method Summary Results for Rural Two-Lane, Two-Way Roads
Worksheet SP5B.3URMHFW/HYHO(%0HWKRG6XPPDU\5HVXOWVIRU5XUDO7ZR/DQH7ZR:D\5RDGV
DQG0XOWLODQH+LJKZD\V
(1)
7RWDO
)DWDODQGLQMXU\),
(2)
(3)
1predicted
1expected

WRWDO ),WRWDO

(4)FRPEIURP:RUNVKHHW63$
WRWDO 3'2WRWDO


The Project
$QH[LVWLQJUXUDOWZRODQHURDGZD\LVSURSRVHGIRUZLGHQLQJWRDIRXUODQHKLJKZD\IDFLOLW\2QHSRUWLRQRIWKHSURM
HFWLVSODQQHGDVDIRXUODQHGLYLGHGKLJKZD\ZKLOHDQRWKHUSRUWLRQLVSODQQHGDVDIRXUODQHXQGLYLGHGKLJKZD\
7KHUHLVRQHWKUHHOHJVWRSFRQWUROOHGLQWHUVHFWLRQORFDWHGZLWKLQWKHSURMHFWOLPLWV
The Question
:KDWLVWKHH[SHFWHGDYHUDJHFUDVKIUHTXHQF\RIWKHSURSRVHGUXUDOIRXUODQHKLJKZD\IDFLOLW\IRUDSDUWLFXODU\HDU
DQGZKDWFUDVKUHGXFWLRQLVH[SHFWHGLQFRPSDULVRQWRWKHH[LVWLQJUXUDOWZRODQHKLJKZD\IDFLOLW\"
The Facts
([LVWLQJUXUDOWZRODQHURDGZD\IDFLOLW\ZLWKWZRURDGZD\VHJPHQWVDQGRQHLQWHUVHFWLRQHTXLYDOHQWWRWKHIDFLOL
WLHVLQ&KDSWHUV6DPSOH3UREOHPVDQG
I
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WLHVLQ6DPSOH3UREOHPVDQGSUHVHQWHGLQWKLVFKDSWHU
I
Outline of Solution
6DPSOH3UREOHPDSSOLHVWKH3URMHFW(VWLPDWLRQ0HWKRGSUHVHQWHGLQ6HFWLRQ&LHWKHH[SHFWHGDYHUDJHFUDVK
IUHTXHQF\IRUH[LVWLQJFRQGLWLRQVLVFRPSDUHGWRWKHSUHGLFWHGDYHUDJHFUDVKIUHTXHQF\RISURSRVHGFRQGLWLRQV7KH
H[SHFWHGDYHUDJHFUDVKIUHTXHQF\IRUWKHH[LVWLQJUXUDOWZRODQHURDGZD\FDQEHUHSUHVHQWHGE\WKHUHVXOWVIURPDS
SO\LQJWKHVLWHVSHFLF(%0HWKRGLQ&KDSWHUV6DPSOH3UREOHP7KHSUHGLFWHGDYHUDJHFUDVKIUHTXHQF\IRUWKH
SURSRVHGIRXUODQHIDFLOLW\FDQEHGHWHUPLQHGIURPWKHUHVXOWVRI6DPSOH3UREOHPVDQGLQWKLVFKDSWHU,QWKLV
FDVH6DPSOH3UREOHPVWKURXJKDUHFRQVLGHUHGWRUHSUHVHQWDSURSRVHGIDFLOLW\UDWKHUWKDQDQH[LVWLQJIDFLOLW\
WKHUHIRUHWKHUHLVQRREVHUYHGFUDVKIUHTXHQF\GDWDDQGWKH(%0HWKRGLVQRWDSSOLFDEOH


11-61
Results
7KHSUHGLFWHGDYHUDJHFUDVKIUHTXHQF\IRUWKHSURSRVHGIRXUODQHIDFLOLW\SURMHFWLVFUDVKHVSHU\HDUDQGWKH
SUHGLFWHGFUDVKUHGXFWLRQIURPWKHSURMHFWLVFUDVKHVSHU\HDU7DEOHSUHVHQWVDVXPPDU\RIWKHUHVXOWV
Table 11-26.6XPPDU\RI5HVXOWVIRU6DPSOH3UREOHP
Expected Average Crash
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Condition (crashes/year)a

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from Project Implementation
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From Sample Problems 5 in Chapter 10

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11.13. REFERENCES
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CHAPTER 12 PREDICTIVE METHOD FOR URBAN AND SUBURBAN ARTERIALS
12-15
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Posted Speed 30 mph or Lower
Posted Speed Greater than 30 mph
8

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7

Road type
Note: These factors apply to the methodology for predicting total crashes (all severity levels combined).
All bicycle collisions resulting from this adjustment factor are treated as fatal-and-injury crashes and none as
property-damage-only crashes.
Source: HSIS data for Washington (20022006)
12.6.2. Safety Performance Functions for Urban and Suburban Arterial Intersections
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DWLQWHUVHFWLRQVEXWQRWWRYHKLFOHSHGHVWULDQDQGYHKLFOHELF\FOHFROOLVLRQV&0)SWKURXJK&0)SDUHDSSOLHGWR
YHKLFOHSHGHVWULDQFROOLVLRQVDWIRXUOHJVLJQDOL]HGLQWHUVHFWLRQV6*EXWQRWWRPXOWLSOHYHKLFOHFROOLVLRQVDQG
VLQJOHYHKLFOHFUDVKHVDQGQRWWRRWKHULQWHUVHFWLRQW\SHV
&0)L,QWHUVHFWLRQ/HIW7XUQ/DQHV
7KHEDVHFRQGLWLRQIRULQWHUVHFWLRQOHIWWXUQODQHVLVWKHDEVHQFHRIOHIWWXUQODQHVRQWKHLQWHUVHFWLRQDSSURDFKHV
7KH&0)VIRUSUHVHQFHRIOHIWWXUQODQHVDUHSUHVHQWHGLQ7DEOH7KHVH&0)VDSSO\WRLQVWDOODWLRQRIOHIWWXUQ
ODQHVRQDQ\DSSURDFKWRDVLJQDOL]HGLQWHUVHFWLRQEXWRQO\RQXQFRQWUROOHGPDMRUURDGDSSURDFKHVWRVWRSFRQWUROOHG
LQWHUVHFWLRQV7KH&0)VIRULQVWDOODWLRQRIOHIWWXUQODQHVRQPXOWLSOHDSSURDFKHVWRDQLQWHUVHFWLRQDUHHTXDOWRWKH
FRUUHVSRQGLQJ&0)IRULQVWDOODWLRQRIDOHIWWXUQODQHRQRQHDSSURDFKUDLVHGWRDSRZHUHTXDOWRWKHQXPEHURI
DSSURDFKHVZLWKOHIWWXUQODQHV7KHUHLVQRLQGLFDWLRQRIDQ\FKDQJHLQFUDVKIUHTXHQF\IRUSURYLGLQJDOHIWWXUQ
ODQHRQDQDSSURDFKFRQWUROOHGE\DVWRSVLJQVRWKHSUHVHQFHRIDOHIWWXUQODQHRQDVWRSFRQWUROOHGDSSURDFKLVQRW
FRQVLGHUHGLQDSSO\LQJ7DEOH7KH&0)VLQWKHWDEOHDSSO\WRWRWDOLQWHUVHFWLRQFUDVKHVQRWLQFOXGLQJYHKLFOH
SHGHVWULDQDQGYHKLFOHELF\FOHFROOLVLRQV7KH&0)VIRULQVWDOODWLRQRIOHIWWXUQODQHVDUHEDVHGRQUHVHDUFKE\
+DUZRRGHWDO$&0)RILVDOZD\VXVHGZKHQQROHIWWXUQODQHVDUHSUHVHQW
Table 12-24.&UDVK0RGLFDWLRQ)DFWRU&0)LIRU,QVWDOODWLRQRI/HIW7XUQ/DQHVRQ,QWHUVHFWLRQ$SSURDFKHV
1XPEHURI$SSURDFKHVZLWK/HIW7XUQ/DQHVa
Intersection Type
,QWHUVHFWLRQ7UDIF&RQWURO
7KUHHOHJLQWHUVHFWLRQ
)RXUOHJLQWHUVHFWLRQ
a
b
One Approach
Two Approaches
Three Approaches
)RXU$SSURDFKHV
0LQRUURDGVWRSFRQWURO

7UDIFVLJQDO

0LQRUURDGVWRSFRQWUROE

7UDIFVLJQDO

Stop-controlled approaches are not considered in determining the number of approaches with left-turn lanes.
&0)L,QWHUVHFWLRQ/HIW7XUQ6LJQDO3KDVLQJ
7KH&0)IRUOHIWWXUQVLJQDOSKDVLQJLVEDVHGRQWKHUHVXOWVRIZRUNE\+DXHUDVPRGLHGLQDVWXG\E\/\RQ
HWDO7\SHVRIOHIWWXUQVLJQDOSKDVLQJFRQVLGHUHGLQFOXGHSHUPLVVLYHSURWHFWHGSURWHFWHGSHUPLVVLYHDQG
SHUPLVVLYHSURWHFWHG3URWHFWHGSHUPLVVLYHRSHUDWLRQLVDOVRUHIHUUHGWRDVDOHDGLQJOHIWWXUQVLJQDOSKDVHSHUPLV
VLYHSURWHFWHGRSHUDWLRQLVDOVRUHIHUUHGWRDVDODJJLQJOHIWWXUQVLJQDOSKDVH7KH&0)YDOXHVDUHSUHVHQWHGLQ7DEOH
7KHEDVHFRQGLWLRQIRUWKLV&0)LVSHUPLVVLYHOHIWWXUQVLJQDOSKDVLQJ7KLV&0)DSSOLHVWRWRWDOLQWHUVHFWLRQ
FUDVKHVQRWLQFOXGLQJYHKLFOHSHGHVWULDQDQGYHKLFOHELF\FOHFROOLVLRQVDQGLVDSSOLFDEOHRQO\WRVLJQDOL]HGLQWHU
VHFWLRQV$&0)YDOXHRILVDOZD\VXVHGIRUXQVLJQDOL]HGLQWHUVHFWLRQV
,IVHYHUDODSSURDFKHVWRDVLJQDOL]HGLQWHUVHFWLRQKDYHOHIWWXUQSKDVLQJWKHYDOXHVRI&0)L for each approach are
PXOWLSOLHGWRJHWKHU


12-86

The Intersection
$IRXUOHJVLJQDOL]HGLQWHUVHFWLRQORFDWHGRQDQXUEDQDUWHULDO
The Question
:KDWLVWKHSUHGLFWHGFUDVKIUHTXHQF\RIWKHVLJQDOL]HGLQWHUVHFWLRQIRUDSDUWLFXODU\HDU"
The Facts
OHIWWXUQODQHRQHDFKRIWKHWZRPDMRUURDGDSSURDFKHV
I
ULJKWWXUQODQHRQHDFKRIWKHWZRPDMRUURDGDSSURDFKHV
I
3URWHFWHGSHUPLVVLYHOHIWWXUQVLJQDOSKDVLQJRQPDMRUURDG
I
$$'7RIPDMRUURDGLVYHKGD\
I
$$'7RIPLQRUURDGLVYHKGD\
I
/LJKWLQJLVSUHVHQW
I
1RDSSURDFKHVZLWKSURKLELWHGULJKWWXUQRQUHG
I
)RXUODQHGLYLGHGPDMRUURDG
I
7ZRODQHXQGLYLGHGPLQRUURDG
I
3HGHVWULDQYROXPHLVSHGVGD\
I
7KHQXPEHURIEXVVWRSVZLWKLQIWRILQWHUVHFWLRQLV
I
$VFKRROLVSUHVHQWZLWKLQIWRILQWHUVHFWLRQ
I
7KHQXPEHURIDOFRKROHVWDEOLVKPHQWVZLWKLQIWRILQWHUVHFWLRQLV
I
Assumptions
&ROOLVLRQW\SHGLVWULEXWLRQVXVHGDUHWKHGHIDXOWYDOXHVIURP7DEOHVDQGDQG(TXDWLRQVDQG
7KHFDOLEUDWLRQIDFWRULVDVVXPHGWREH
7KHPD[LPXPQXPEHURIODQHVFURVVHGE\DSHGHVWULDQLVDVVXPHGWREHIRXUFURVVLQJWZRWKURXJKODQHVRQHOHIW
WXUQODQHDQGRQHULJKWWXUQODQHDFURVVRQHVLGHRIWKHGLYLGHGPDMRUURDG
Results
8VLQJWKHSUHGLFWLYHPHWKRGVWHSVDVRXWOLQHGEHORZWKHSUHGLFWHGDYHUDJHFUDVKIUHTXHQF\IRUWKHVLJQDOL]HGLQWHU
VHFWLRQLQ6DPSOH3UREOHPLVGHWHUPLQHGWREHFUDVKHVSHU\HDUURXQGHGWRRQHGHFLPDOSODFH
Steps
6WHSWKURXJK
7RGHWHUPLQHWKHSUHGLFWHGDYHUDJHFUDVKIUHTXHQF\RIWKHURDGZD\VHJPHQWLQ6DPSOH3UREOHPRQO\6WHSV
WKURXJKDUHFRQGXFWHG1RRWKHUVWHSVDUHQHFHVVDU\EHFDXVHRQO\RQHURDGZD\VHJPHQWLVDQDO\]HGIRURQH\HDU
DQGWKH(%0HWKRGLVQRWDSSOLHG


12-114
Worksheet 2B.&UDVK0RGLFDWLRQ)DFWRUVIRU8UEDQDQG6XEXUEDQ$UWHULDO,QWHUVHFWLRQV
(1)
(2)
(3)
(4)
(5)
(6)
CMF for
/HIW7XUQ/DQHV
CMF for
/HIW7XUQ
Signal Phasing
CMF for
5LJKW7XUQ
Lanes
CMF for Right7XUQRQ5HG
CMF for
Lighting
CMF for
Red-Light
Cameras
Combined CMF
&0)L
&0)L
&0)L
&0)L
&0)5i
&0)6i
&0)FRPE
IURP7DEOH

IURP7DEOH
IURP7DEOH

IURP(TXDWLRQ

IURP(TXDWLRQ

IURP(TXDWLRQ

Worksheet 2C.0XOWLSOH9HKLFOH&ROOLVLRQVE\6HYHULW\/HYHOIRU8UEDQDQG6XEXUEDQ$UWHULDO,QWHUVHFWLRQV
(1)
(2)
(3)
(4)
63)&RHIFLHQWV
Overdispersion Parameter, k
Initial 1ELPY
from Table 12-10
IURP(TXDWLRQ
from Table 12-10

a
Total
)DWDODQGLQMXU\),
:RUNVKHHW&&RQWLQXHG
(1)
(5)
(6)
$GMXVWHG1ELPY
Combined CMFs
(4)total*(5)
IURP
:RUNVKHHW%
Proportion of Total
Crashes
(8)
(9)
Predicted 1ELPY
Calibration
Factor, &L

Total
(4)),),+(4)3'2)
)DWDODQGLQMXU\),
WRWDO),
Worksheet 2D.0XOWLSOH9HKLFOH&ROOLVLRQVE\&ROOLVLRQ7\SHIRU8UEDQDQG6XEXUEDQ$UWHULDO,QWHUVHFWLRQV
(1)
Collision Type
7RWDO
(2)
(3)
(4)
(5)
(6)
Predicted 1ELPY (total)
(crashes/year)
Proportion of
Collision Type ),
Predicted 1ELPY),
(crashes/year)
Proportion of
Collision Type 3'2
Predicted
1ELPY3'2
(crashes/year)
IURP7DEOH
), from
:RUNVKHHW&
IURP7DEOH
3'2 from
:RUNVKHHW&
3'2IURP:RUNVKHHW&
3'2

),
5HDUHQGFROOLVLRQ
+HDGRQFROOLVLRQ
$QJOHFROOLVLRQ
Sideswipe
2WKHUPXOWLSOH
YHKLFOHFROOLVLRQ


12-115
Worksheet 2E.6LQJOH9HKLFOH&ROOLVLRQVE\6HYHULW\/HYHOIRU8UEDQDQG6XEXUEDQ$UWHULDO,QWHUVHFWLRQV
(1)
(2)
(3)
(4)
63)&RHIFLHQWV
Overdispersion Parameter, k
Initial 1ELVY
from Table 12-12
IURP(TXDWLRQ),
IURP(TXDWLRQRU
from Table 12-12

a
7RWDO
)DWDODQGLQMXU\),
:RUNVKHHW(&RQWLQXHG
(1)
(5)
Proportion of
Total Crashes
(6)
(8)
$GMXVWHG1ELVY
Combined CMFs
(4)total*(5)
IURP
:RUNVKHHW%
(9)
Predicted 1ELVY
Calibration
Factor, &L

7RWDO
(4)),),+(4)3'2)
)DWDODQGLQMXU\),
WRWDO),
Worksheet 2F.6LQJOH9HKLFOH&ROOLVLRQVE\&ROOLVLRQ7\SHIRU8UEDQDQG6XEXUEDQ$UWHULDO,QWHUVHFWLRQV
(1)
(2)
(3)
(4)
(5)
(6)
Proportion of
Collision Type),
Predicted 1ELVY),
(crashes/year)
Proportion
of Collision
Type 3'2
Predicted
1ELVY3'2
(crashes/year)
Predicted
1ELVY(total)
(crashes/year)
7DEOH
), from
:RUNVKHHW(
7DEOH
3'2 from
:RUNVKHHW(
3'2 from
:RUNVKHHW(
3'2

Collision Type
7RWDO

),
&ROOLVLRQZLWKSDUNHGYHKLFOH
&ROOLVLRQZLWKDQLPDO
&ROOLVLRQZLWK[HGREMHFW
&ROOLVLRQZLWKRWKHUREMHFW
2WKHUVLQJOHYHKLFOHFROOLVLRQ
6LQJOHYHKLFOHQRQFROOLVLRQ
Worksheet 2G.9HKLFOH3HGHVWULDQ&ROOLVLRQVIRU8UEDQDQG6XEXUEDQ$UWHULDO6WRS&RQWUROOHG,QWHUVHFWLRQV
(1)
(2)
(3)
(4)
(5)
Predicted 1ELPY
Predicted 1ELVY
Predicted 1EL
fSHGL
IURP
:RUNVKHHW&
IURP
:RUNVKHHW(

from
7DEOH
(6)
Calibration
Factor, &L
7RWDO
)DWDODQGLQMXU\),

Predicted 1SHGL


A-5
APPENDIX ASPECIALIZED PROCEDURES COMMON TO ALL PART C CHAPTERS
Table A-2.'DWD1HHGVIRU&DOLEUDWLRQRI3DUW&3UHGLFWLYH0RGHOVE\)DFLOLW\7\SH
Data Need
Chapter
Data Element
5HTXLUHG
Desirable
'HIDXOW$VVXPSWLRQ
52$':$<6(*0(176
5XUDO7ZR
/DQH7ZR:D\
Roads
6HJPHQWOHQJWK
1HHGDFWXDOGDWD
$QQXDODYHUDJHGDLO\WUDIF$$'7
1HHGDFWXDOGDWD
/HQJWKVRIKRUL]RQWDOFXUYHVDQGWDQJHQWV
1HHGDFWXDOGDWD
5DGLLRIKRUL]RQWDOFXUYHV
1HHGDFWXDOGDWD
3UHVHQFHRIVSLUDOWUDQVLWLRQIRUKRUL]RQWDOFXUYHV
%DVHGHIDXOWRQDJHQF\GHVLJQSROLF\
6XSHUHOHYDWLRQYDULDQFHIRUKRUL]RQWDOFXUYHV
1RVXSHUHOHYDWLRQYDULDQFH
Percent grade
%DVHGHIDXOWRQWHUUDLQa
/DQHZLGWK
1HHGDFWXDOGDWD
6KRXOGHUW\SH
1HHGDFWXDOGDWD
6KRXOGHUZLGWK
1HHGDFWXDOGDWD
3UHVHQFHRIOLJKWLQJ
$VVXPHQROLJKWLQJ
'ULYHZD\GHQVLW\
$VVXPHGULYHZD\VSHUPLOH
3UHVHQFHRISDVVLQJODQH
$VVXPHQRWSUHVHQW
3UHVHQFHRIVKRUWIRXUODQHVHFWLRQ
$VVXPHQRWSUHVHQW
3UHVHQFHRIFHQWHUWZRZD\OHIWWXUQODQH
1HHGDFWXDOGDWD
3UHVHQFHRIFHQWHUOLQHUXPEOHVWULS
%DVHGHIDXOWRQDJHQF\GHVLJQSROLF\
Roadside hazard rating
$VVXPHURDGVLGHKD]DUGUDWLQJ
8VHRIDXWRPDWHGVSHHGHQIRUFHPHQW
%DVHGHIDXOWRQFXUUHQWSUDFWLFH
)RUDOOUXUDOPXOWLODQHKLJKZD\V
5XUDO
0XOWLODQH
Highways
6HJPHQWOHQJWK
1HHGDFWXDOGDWD
1HHGDFWXDOGDWD
/DQHZLGWK
1HHGDFWXDOGDWD
6KRXOGHUZLGWK
1HHGDFWXDOGDWD
3UHVHQFHRIOLJKWLQJ
$VVXPHQROLJKWLQJ
8VHRIDXWRPDWHGVSHHGHQIRUFHPHQW
%DVHGHIDXOWRQFXUUHQWSUDFWLFH
)RUXQGLYLGHGKLJKZD\VRQO\
6LGHVORSH
1HHGDFWXDOGDWD
1HHGDFWXDOGDWD
)RUGLYLGHGKLJKZD\VRQO\
0HGLDQZLGWK
7DEOH$&RQWLQXHGRQQH[WSDJH

A-6
Table A-2.'DWD1HHGVIRU&DOLEUDWLRQRI3DUW&3UHGLFWLYH0RGHOVE\)DFLOLW\7\SHFRQWLQXHG
Data Need
Chapter
8UEDQ
DQG6XEXUEDQ
$UWHULDOV
Data Element
5HTXLUHG
Desirable
'HIDXOW$VVXPSWLRQ
6HJPHQWOHQJWK
1HHGDFWXDOGDWD
1XPEHURIWKURXJKWUDIFODQHV
1HHGDFWXDOGDWD
Presence of median
1HHGDFWXDOGDWD
3UHVHQFHRIFHQWHUWZRZD\OHIWWXUQODQH
1HHGDFWXDOGDWD
1HHGDFWXDOGDWD
1XPEHURIGULYHZD\VE\ODQGXVHW\SH
1HHGDFWXDOGDWDE
3RVWHGVSHHGOLPLW
1HHGDFWXDOGDWD
3UHVHQFHRIRQVWUHHWSDUNLQJ
1HHGDFWXDOGDWD
7\SHRIRQVWUHHWSDUNLQJ
1HHGDFWXDOGDWD
5RDGVLGH[HGREMHFWGHQVLW\
GDWDEDVHGHIDXOWRQ[HGREMHFW
offset and density categoriesc
3UHVHQFHRIOLJKWLQJ
%DVHGHIDXOWRQDJHQF\SUDFWLFH
3UHVHQFHRIDXWRPDWHGVSHHGHQIRUFHPHQW
%DVHGHIDXOWRQDJHQF\SUDFWLFH
INTERSECTIONS
5XUDO7ZR
/DQH7ZR:D\
Roads
1XPEHURILQWHUVHFWLRQOHJV
1HHGDFWXDOGDWD
7\SHRIWUDIFFRQWURO
1HHGDFWXDOGDWD
$QQXDODYHUDJHGDLO\WUDIF$$'7IRUPDMRU

road
1HHGDFWXDOGDWD
$QQXDODYHUDJHGDLO\WUDIF$$'7IRUPLQRU

road
1HHGDFWXDOGDWDRUEHVWHVWLPDWH
,QWHUVHFWLRQVNHZDQJOH
$VVXPHQRVNHZd
1XPEHURIDSSURDFKHVZLWKOHIWWXUQODQHV
1HHGDFWXDOGDWD
1XPEHURIDSSURDFKHVZLWKULJKWWXUQODQHV
1HHGDFWXDOGDWD
3UHVHQFHRIOLJKWLQJ
1HHGDFWXDOGDWD
1HHGDFWXDOGDWD
)RUDOOUXUDOPXOWLODQHKLJKZD\V
5XUDO
0XOWLODQH
Highways
7\SHRIWUDIFFRQWURO
1HHGDFWXDOGDWD
$QQXDODYHUDJHGDLO\WUDIF$$'7IRUPDMRU

road
1HHGDFWXDOGDWD
$QQXDODYHUDJHGDLO\WUDIF$$'7IRUPLQRUURDG
3UHVHQFHRIOLJKWLQJ
1HHGDFWXDOGDWD
,QWHUVHFWLRQVNHZDQJOH
$VVXPHQRVNHZd
1HHGDFWXDOGDWD
1HHGDFWXDOGDWD
7DEOH$&RQWLQXHGRQQH[WSDJH

A-7
Table A-2.'DWD1HHGVIRU&DOLEUDWLRQRI3DUW&3UHGLFWLYH0RGHOVE\)DFLOLW\7\SHFRQWLQXHG
Data Need
Chapter
Data Element
5HTXLUHG
Desirable
'HIDXOW$VVXPSWLRQ
)RUDOOLQWHUVHFWLRQVRQDUWHULDOV
8UEDQ
DQG6XEXUEDQ
$UWHULDOV
1HHGDFWXDOGDWD
7\SHRIWUDIFFRQWURO
1HHGDFWXDOGDWD
$YHUDJHDQQXDOGDLO\WUDIF$$'7IRUPDMRU

road
1HHGDFWXDOGDWD
$YHUDJHDQQXDOGDLO\WUDIF$$'7IRUPLQRUURDG
1HHGDFWXDOGDWD
1HHGDFWXDOGDWD
3UHVHQFHRIOLJKWLQJ
1HHGDFWXDOGDWD
3UHVHQFHRIOHIWWXUQSKDVLQJ
1HHGDFWXDOGDWD
7\SHRIOHIWWXUQSKDVLQJ
3UHIHUDFWXDOGDWDEXWDJHQF\
SUDFWLFHPD\EHXVHGDVDGHIDXOW
8VHRIULJKWWXUQRQUHGVLJQDORSHUDWLRQ
1HHGDFWXDOGDWD
8VHRIUHGOLJKWFDPHUDV
)RUVLJQDOL]HGLQWHUVHFWLRQVRQO\
1HHGDFWXDOGDWD
3HGHVWULDQYROXPH
(VWLPDWHZLWK7DEOH
0D[LPXPQXPEHURIODQHVFURVVHGE\SHGHVWULDQV
on any approach
(VWLPDWHIURPQXPEHURIODQHVDQG
SUHVHQFHRIPHGLDQRQPDMRUURDG
3UHVHQFHRIEXVVWRSVZLWKLQIW
$VVXPHQRWSUHVHQW
3UHVHQFHRIVFKRROVZLWKLQIW
$VVXPHQRWSUHVHQW
3UHVHQFHRIDOFRKROVDOHVHVWDEOLVKPHQWV
ZLWKLQIW
$VVXPHQRWSUHVHQW
Suggested default values for calibration purposes: CMF = 1.00 for level terrain; CMF = 1.06 for rolling terrain; CMF = 1.14 for mountainous terrain
Use actual data for number of driveways, but simplied land-use categories may be used (e.g., commercial and residential only).
c
CMFs may be estimated based on two categories of xed-object offset (Ofo)either 5 or 20 ftand three categories of xed-object density (Dfo)0, 50, or 100 objects per mile.
d
If measurements of intersection skew angles are not available, the calibration should preferably be performed for intersections with no skew.
a
$6WHS$SSO\WKH$SSOLFDEOH3DUW&3UHGLFWLYH0HWKRGWR3UHGLFW7RWDO&UDVK)UHTXHQF\IRU(DFK
6LWH'XULQJWKH&DOLEUDWLRQ3HULRGDVD:KROH
7KHVLWHFKDUDFWHULVWLFVGDWDDVVHPEOHGLQ6WHSVKRXOGEHXVHGWRDSSO\WKHDSSOLFDEOHSUHGLFWLYHPHWKRGIURP
&KDSWHURUWRHDFKVLWHLQWKHFDOLEUDWLRQGDWDVHW)RUWKLVDSSOLFDWLRQWKHSUHGLFWLYHPHWKRGVKRXOGEH
DSSOLHGZLWKRXWXVLQJWKH(%0HWKRGDQGRIFRXUVHZLWKRXWHPSOR\LQJDFDOLEUDWLRQIDFWRULHDFDOLEUDWLRQIDFWRU
RILVDVVXPHG8VLQJWKHSUHGLFWLYHPRGHOVWKHH[SHFWHGDYHUDJHFUDVKIUHTXHQF\LVREWDLQHGIRUHLWKHURQH
WZRRUWKUHH\HDUVGHSHQGLQJRQWKHGXUDWLRQRIWKHFDOLEUDWLRQSHULRGVHOHFWHG
$6WHS&RPSXWH&DOLEUDWLRQ)DFWRUVIRU8VHLQ3DUW&3UHGLFWLYH0RGHOV
7KHQDOVWHSLVWRFRPSXWHWKHFDOLEUDWLRQIDFWRUDV
$
7KHFRPSXWDWLRQLVSHUIRUPHGVHSDUDWHO\IRUHDFKIDFLOLW\W\SH7KHFRPSXWHGFDOLEUDWLRQIDFWRULVURXQGHGWRWZR
GHFLPDOSODFHVIRUDSSOLFDWLRQLQWKHDSSURSULDWH3DUW&SUHGLFWLYHPRGHO

A-8
Example Calibration Factor Calculation

The SPF for four-leg signalized intersections on rural two-lane, two-way roads from Equation 10-10 is:
Nspf int = e [5.13 + 0.60 ln(AADT
) + 0.20 ln(AADTmin)]
maj
Where:
Nspf int
= predicted number of total intersection-related crashes per year for base conditions;
AADTmaj = average annual daily entering trafc volumes (vehicles/day) on the major road; and
AADTmin = average annual daily entering trafc volumes (vehicles/day) on the minor road.
The base conditions are:
I No
left-turn lanes on any approach
I No
right-turn lanes on any approach
The CMF values from Chapter 10 are:

I CMF
for one approach with a left-turn lane = 0.82
I CMF
for one approach with a right-turn lane = 0.96
I CMF
for two approaches with right-turn lanes = 0.92
I No
lighting present (so lighting CMF = 1.00 for all cases)
Typical data for eight intersections is shown in an example calculation shown below. Note that for an actual calibration,
the recommended minimum sample size would be 30 to 50 sites that experience at least 100 crashes per year. Thus, the
number of sites used here is smaller than recommended, and is intended solely to illustrate the calculations.
For the rst intersection in the example the predicted crash frequency for base conditions is:
Nbibase = e (5.13 + 0.60 ln(4000) + 0.20 ln(2000)) = 3.922 crashes/year
The intersection has a left-turn lane on the major road, for which CMF1i is 0.82, and a right-turn lane on one approach,
a feature for which CMF2i is 0.96. There are three years of data, during which four crashes were observed (shown in
Column 10 of Table Ex-1). The predicted average crash frequency from the Chapter 10 for this intersection without
calibration is from Equation 10-2:
Nbi = (Nbibase) (CMF1i) (CMF2i) (number of years of data)
= 3.922 0.82 0.96 3 = 9.262 crashes in three years, shown in Column 9.
Similar calculations were done for each intersection in the table shown below. The sum of the observed crash frequencies
in Column 10 (43) is divided by the sum of the predicted average crash frequencies in Column 9 (87.928) to obtain the
calibration factor, Ci, equal to 0.489. It is recommended that calibration factors be rounded to two decimal places, so
calibration factor equal to 0.49 should be used in the Chapter 10 predictive model for four-leg signalized intersections.


A-9
Table Ex-1. Example of Calibration Factor Computation

1
10
Intersection
Approaches
with
Left-Turn Lanes
CMF1i
Intersection
Approaches
with
Right-Turn Lane
CMF2i
Years
of
Data
Predicted
Average
Crash
Frequency
Observed
Crash
Frequency
AADTmaj
AADTmin
SPF
Prediction
4000
2000
3.922
0.82
0.96
9.262
3000
1500
3.116
1.00
0.92
5.733
5000
3400
4.986
1.00
0.92
13.761
10
6500
3000
5.692
1.00
0.92
15.709
3600
2300
3.786
0.82
0.96
8.941
4600
4500
5.016
1.00
0.92
13.844
5700
3300
5.362
0.82
0.96
12.662
6800
1500
5.091
0.82
0.96
8.015
Sum
87.928
Calibration Factor (Ci)
43
0.489
A.1.2. Development of Jurisdiction-Specific Safety Performance Functions for Use in the Part C
Predictive Method
Satisfactory results from the Part C predictive method can be obtained by calibrating the predictive model for each
facility type, as explained in Appendix A.1.1. However, some users may prefer to develop jurisdiction-specic SPFs
using their agencys own data, and this is likely to enhance the reliability of the Part C predictive method. While
there is no requirement that this be done, HSM users are welcome to use local data to develop their own SPFs, or
if they wish, replace some SPFs with jurisdiction-specic models and retain other SPFs from the Part C chapters.
Within the rst two to three years after a jurisdiction-specic SPF is developed, calibration of the jurisdictionspecic SPF using the procedure presented in Appendix A.1.1 may not be necessary, particularly if other default
values in the Part C models are replaced with locally-derived values, as explained in Appendix A.1.3.
If jurisdiction-specic SPFs are used in the Part C predictive method, they need to be developed with methods that
are statistically valid and developed in such a manner that they t into the applicable Part C predictive method. The
following guidelines for development of jurisdiction-specic SPFs that are acceptable for use in Part C include:
In preparing the crash data to be used for development of jurisdiction-specic SPFs, crashes are assigned to
roadway segments and intersections following the denitions explained in Appendix A.2.3 and illustrated in
Figure A-1.
The jurisdiction-specic SPF should be developed with a statistical technique such as negative binomial regression
that accounts for the overdispersion typically found in crash data and quanties an overdispersion parameter so
that the models predictions can be combined with observed crash frequency data using the EB Method.
The jurisdiction-specic SPF should use the same base conditions as the corresponding SPF in Part C or should be
capable of being converted to those base conditions.
The jurisdiction-specic SPF should include the eects of the following trac volumes: average annual
daily trac volume for roadway segment and major- and minor-road average annual daily trac volumes for
intersections.
The jurisdiction-specic SPF for any roadway segment facility type should have a functional form in which
predicted average crash frequency is directly proportional to segment length.


A-11
Table A-3.'HIDXOW&UDVK'LVWULEXWLRQV8VHGLQ3DUW&3UHGLFWLYH0RGHOV:KLFK0D\%H&DOLEUDWHGE\8VHUVWR
/RFDO&RQGLWLRQV
Chapter
5XUDO7ZR
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Roads
Table or
(TXDWLRQ
1XPEHU
Type of Roadway Element

Roadway
Segments
7DEOH
7DEOH
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;
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7DEOH
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(TXDWLRQ
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;
7DEOH
7DEOH
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7DEOH
DQGE\URDGZD\VHJPHQWW\SHIRUXQGLYLGHGURDGZD\VHJPHQWV
7DEOH
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7DEOH
8UEDQ
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Calibrated to Local Conditions
7DEOH
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Highways
Intersections
7DEOH
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FROOLVLRQVE\URDGZD\VHJPHQWW\SH
7DEOH
&UDVKVHYHULW\DQGFROOLVLRQW\SHIRUVLQJOHYHKLFOHFUDVKHVE\
roadway segment type
7DEOH
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7DEOH
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7DEOH
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7DEOH
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intersection type
7DEOH
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intersection type
7DEOH
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FRQWUROOHGLQWHUVHFWLRQV
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;
;
a
The only portion of Table 12-7 that should be modied by the user are the crash severity proportions.
Note: No quantitative values in the Part C predictive models, other than those listed here and those discussed in Appendices A.1.1 and A.1.2, should be modied by HSM users.


A-14
(A-2)
Where:
fpedr = pedestrian crash adjustment factor;
Kped = observed vehicle-pedestrian crash frequency; and
Knon = observed frequency for all crashes not including vehicle-pedestrian and vehicle-bicycle crash.
The pedestrian crash adjustment factor for a given facility type should be determined with a set of sites of that speed
type that, as a group, includes at least 20 vehicle-pedestrian collisions.
Bicycle Crash Adjustment Factor by Roadway Segment Type
Table 12-9 presents a bicycle crash adjustment factor for specic roadway segment facility types and for two speed
categories: low speed (trac speeds or posted speed limits of 30 mph or less) and intermediate or high speed (trac
speeds or posted speed limits greater than 30 mph). For a given facility type and speed category, the bicycle crash
adjustment factor is computed as:
(A-3)
Where:
fbiker = bicycle crash adjustment factor;
Kbike = observed vehicle-bicycle crash frequency; and
Knon = observed frequency for all crashes not including vehicle-pedestrian and vehicle-bicycle crashes.
The bicycle crash adjustment factor for a given facility type should be determined with a set of sites of that speed
type that, as a group, includes at least 20 vehicle-bicycle collisions.
Crash Severity and Collision Type for Multiple-Vehicle Crashes by Intersection Type
Table 12-11 presents the combined distribution of crashes for two crash severity levels and six collision types. If
sucient data are available for a given facility type, the values in Table 12-11 for that facility type may be updated.
Given that this is a joint distribution of two variables, sucient data for this application requires a set of sites of a
given type that, as a group, have experienced at least 200 crashes in the time period for which data are available.
Crash Severity and Collision Type for Single-Vehicle Crashes by Intersection Type
Table 12-13 presents the combined distribution of crashes for two crash severity levels and six collision types. If
sucient data are available for a given facility type, the values in Table 12-13 for that facility type may be updated.
Given that this is a joint distribution of two variables, sucient data for this application requires a set of sites of a
given type that, as a group, have experienced at least 200 crashes in the time period for which data are available. The
default values for fbisv in Equation 12-27 should be replaced with locally available data.
Pedestrian Crash Adjustment Factor by Intersection Type
Table 12-16 presents a pedestrian crash adjustment factor for two specic types of intersections with stop control
on the minor road. For a given facility type and speed category, the pedestrian crash adjustment factor is computed
using Equation A-2. The pedestrian crash adjustment factor for a given facility type is determined with a set of sites
that, as a group, have experienced at least 20 vehicle-pedestrian collisions.
Bicycle Crash Adjustment Factor by Intersection Type
Table 12-17 presents a bicycle crash adjustment factor for four specic intersection facility types. For a given
facility type, the bicycle crash adjustment factor is computed using Equation A-3. The bicycle crash


A-20
VKRXOGWKHUHIRUHEHH[FOXGHGIURPWKHFRPSXWDWLRQVZLWKWKH(%0HWKRG&KDSWHUXVHVPXOWLSOHPRGHOVZLWK
GLIIHUHQWRYHUGLVSHUVLRQSDUDPHWHUVLQVDIHW\SUHGLFWLRQVIRUDQ\VSHFLFURDGZD\VHJPHQWRULQWHUVHFWLRQ:KHUH
REVHUYHGFUDVKGDWDDUHDJJUHJDWHGVRWKDWWKHFRUUHVSRQGLQJYDOXHRISUHGLFWHGFUDVKIUHTXHQF\LVGHWHUPLQHGDVWKH
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&KDSWHUVDQGHDFKSUHVHQWZRUNVKHHWVWKDWFDQEHXVHGWRDSSO\WKHVLWHVSHFLF(%0HWKRGDVSUHVHQWHG
in this section.
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IXWXUHSURMHFWZLOOEHLPSOHPHQWHG7KLVSURFHGXUHLVRQO\DSSOLFDEOHLIWKHFRQGLWLRQVRIWKHSURSRVHGSURMHFWZLOO
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A.2.5. Apply the Project-Level EB Method

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INTRODUCTION AND APPLICATIONS GUIDANCE
D-3
facilities under design and of existing facilities under extensive re-design. It facilitates a proactive approach to
considering safety before crashes occur. Some Part D CMFs are included in Part C and for use with specific Safety
Performance Functions (SPFs). Other Part D CMFs are not presented in Part C but can be used in the methods to
estimate change in crash frequency described in Section C.7.
D.4. GUIDE TO APPLYING PART D
The notations and terms cited and defined in the subsections below are used to indicate the level of knowledge regarding the effects on crash frequency of the various geometric and operational elements presented throughout Part D.
The following subsections explain useful information about:
How the CMFs are categorized and organized in each chapter;
II
The notation used to convey the reliability of each CMF;
II
Terminology used in each chapter;
II
Application of CMFs; and
II
Considerations when applying CMFs.
II
To effectively use the crash modification factors in Part D, it is important to understand the notations and terminology, as well as the situation in which the countermeasure associated with the CMF is going to be applied. Understanding these items will increase the likelihood of success when implementing countermeasures.
D.4.1. Categories of Information
At the beginning of each section of Part D, treatments are summarized in tables according to the category of information available (i.e., crash modification factors or evidence of trends). These tables serve as a quick reference of
the information available related to a specific treatment. Table D-1 summarizes how the information is categorized.
Table D-1. Categories of Information in Part D
Symbol Used in Part D Summary Tables
Available Information
CMFs are available (i.e., sufficient quantitative information is available to determine a reliable CMF).
The CMFs and standard errors passed the screening test to be included in the HSM.
There is some evidence of the effects on crash frequency, although insufficient quantitative
information is available to determine a reliable CMF.
In some instances, the quantitative information is sufficient to identify a known trend or apparent
trend in crash frequency and/or user behavior, but not sufficient to apply in estimating changes in
crash frequency.
Published documentation regarding the treatment was not sufficiently reliable to present a CMF
in this edition of the HSM.
A list of these treatments is presented in the appendices to each chapter.
Quantitative information about the effects on crash frequency is not available for this edition of
the HSM.
Published documentation did not include quantitative information regarding the effects on crash
frequency of the treatment.
A list of these treatments is presented in the appendices to each chapter.
For those treatments with CMFs, the CMFs and standard errors are provided in tables. When available, each table
supplies the specific treatment, road type or intersection type, setting (i.e., rural, urban, or suburban), traffic volumes,
and crash type and severity to which the CMF can be applied.


INTRODUCTION AND APPLICATIONS GUIDANCE
D-5
A7KHFDUDWLQGLFDWHVWKDWWKH&0)YDOXHLWVHOILVZLWKLQWKHUDQJHWREXWWKDWWKHORZHURUXSSHUHQGRI
WKHFRQGHQFHLQWHUYDOGHQHGE\WKH&0)WZRWLPHVWKHVWDQGDUGHUURUPD\EHH[DFWO\DW7KLVLVLPSRU
WDQWWRQRWHVLQFHDWUHDWPHQWZLWKVXFKD&0)PD\UHVXOWLQQRFKDQJHLQVDIHW\7KHVH&0)VVKRXOGEHXVHG
ZLWKFDXWLRQ
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I
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I
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FUDVKHVEXWLQFUHDVHSURSHUW\GDPDJHRQO\3'2FUDVKHV
I
8QGHUVWDQGLQJWKHPHDQLQJVRIWKHVXSHUVFULSWVDQGWKHVWDQGDUGHUURURID&0)ZLOOEXLOGIDPLOLDULW\ZLWKWKHUHOL
DELOLW\DQGVWDELOLW\WKDWFDQEHH[SHFWHGIURPHDFKWUHDWPHQW$&0)ZLWKDUHODWLYHO\KLJKVWDQGDUGHUURUGRHVQRW
PHDQWKDWLWVKRXOGQRWEHXVHGLWPHDQVWKDWWKH&0)VKRXOGEHXVHGZLWKWKHDZDUHQHVVRIWKHUDQJHRIUHVXOWVWKDW
FRXOGEHREWDLQHG$SSO\LQJWKHVHWUHDWPHQWVLVDOVRDQRSSRUWXQLW\WRVWXG\WKHHIIHFWLYHQHVVRIWKHWUHDWPHQWDIWHU
LPSOHPHQWDWLRQDQGDGGWRWKHFXUUHQWLQIRUPDWLRQDYDLODEOHUHJDUGLQJWKHWUHDWPHQWVHIIHFWLYHQHVVVHH&KDSWHU
6DIHW\(IIHFWLYHQHVV(YDOXDWLRQIRUPRUHLQIRUPDWLRQ
D.4.3. Terminology
'HVFULEHGEHORZDUHVRPHRIWKHNH\ZRUGVXVHGLQ3DUW'WRGHVFULEHWKH&0)YDOXHVRULQIRUPDWLRQSURYLGHG.H\
ZRUGVWRXQGHUVWDQGDUH
8QVSHFLHG,QVRPHFDVHV&0)WDEOHVLQFOXGHVRPHFKDUDFWHULVWLFVWKDWDUHXQVSHFLHG7KLVLQGLFDWHVWKDWWKH
UHVHDUFKGLGQRWFOHDUO\VWDWHWKHURDGW\SHRULQWHUVHFWLRQW\SHVHWWLQJRUWUDIFYROXPHVRIWKHVWXG\
I
,QMXU\,Q3DUW'RIWKH+60LQMXU\FUDVKHVLQFOXGHIDWDOFUDVKHVXQOHVVRWKHUZLVHQRWHG
I
$OO6HWWLQJV,QVRPHLQVWDQFHVUHVHDUFKSUHVHQWHGDJJUHJDWHGUHVXOWVIRUPXOWLSOHVHWWLQJVHJXUEDQDQGVXEXU
EDQVLJQDOL]HGLQWHUVHFWLRQVWKHVDPHOHYHORILQIRUPDWLRQLVUHHFWHGLQWKH+60
I
,QVXIFLHQWRU1R4XDQWLWDWLYH,QIRUPDWLRQ$YDLODEOH,QGLFDWHVWKDWWKHGRFXPHQWDWLRQUHYLHZHGIRUWKH+60GLG
QRWFRQWDLQTXDQWLWDWLYHLQIRUPDWLRQWKDWSDVVHGWKHVFUHHQLQJWHVWIRULQFOXVLRQLQWKH+60,WGRHVQWPHDQWKDW
VXFKGRFXPHQWDWLRQGRHVQRWH[LVW
I
D.4.4. Application of CMFs to Estimate Crash Frequency

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DSSURDFKLVWKHVHFRQGPRVWUHOLDEOHDQGWKHWKLUGDSSURDFKLVWKHDSSURDFKXVHGLIDVDIHW\SHUIRUPDQFHIXQFWLRQLV
QRWDYDLODEOHWRFDOFXODWHWKHH[SHFWHGQXPEHURIFUDVKHV$GGLWLRQDOGHWDLOVUHJDUGLQJVDIHW\SHUIRUPDQFHIXQFWLRQV
H[SHFWHGQXPEHURIFUDVKHVUHJUHVVLRQWRWKHPHDQDQG(%PHWKRGRORJ\DUHGLVFXVVHGLQ&KDSWHU)XQGDPHQ
WDOV7KHVSHFLFVWHSE\VWHSSURFHVVIRUFDOFXODWLQJDQHVWLPDWHGFKDQJHLQFUDVKHVXVLQJDSSURDFKRUOLVWHG
DERYHLVSUHVHQWHGLQ&KDSWHU(FRQRPLF$SSUDLVDO


13-22
3) Calculate the difference between the expected number of crashes without the treatment and the expected number
with the treatment.
Change in Expected Average Crash Frequency
a) For total crashes
30.0 25.5 = 4.5 crashes/year reduction
b) For single vehicle crashes
4) Discussion: The change in sideslope from 1V:3H to 1V:7H may potentially cause a reduction of 4.5 total
crashes/year and 2.1 single vehicle crashes/year. A standard error is not available for these CMFs.
5XUDOPXOWLODQHKLJKZD\V
7DEOHSUHVHQWV&0)VIRUWKHHIIHFWRIVLGHVORSHVRQPXOWLODQHXQGLYLGHGURDGZD\VHJPHQWV7KHVH&0)V
ZHUHGHYHORSHGE\+DUNH\HWDOIURPWKHZRUNRI=HJHHUHWDO7KHEDVHFRQGLWLRQIRUWKLV&0)LHWKH
FRQGLWLRQLQZKLFKWKH&0) LVDVLGHVORSHRI9+RUDWWHU
Table 13-20.3RWHQWLDO&UDVK(IIHFWVRI6LGHVORSHVRQ8QGLYLGHG6HJPHQWV
Treatment
Setting
5RDG7\SH
7UDIF9ROXPH
Crash Type
6HYHULW\
9+RU)ODWWHU
9+
9+
9+
CMF
Std. Error

5XUDO
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highway)

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13.5.2.2. Increase the Distance to Roadside Features

5XUDOWZRODQHURDGVDQGIUHHZD\V
7KHFUDVKHIIHFWVRILQFUHDVLQJWKHGLVWDQFHWRURDGVLGHIHDWXUHVIURPIWWRIWRUIURPIWWRIWDUHVKRZQ
LQ7DEOH&0)YDOXHVIRURWKHULQFUHPHQWVPD\EHLQWHUSRODWHGIURPWKHYDOXHVSUHVHQWHGLQ7DEOH
7KHEDVHFRQGLWLRQRIWKH&0)VLHWKHFRQGLWLRQLQZKLFKWKH&0) LVDGLVWDQFHRIHLWKHUIWRUIW
WRURDGVLGHIHDWXUHVGHSHQGLQJRQRULJLQDOJHRPHWU\


13-24
13.5.2.4. Install Median Barrier

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The AASHTO 5RDGVLGH'HVLJQ*XLGHSURYLGHVSHUIRUPDQFHUHTXLUHPHQWVSODFHPHQWJXLGHOLQHVDQGVWUXFWXUDODQG
VDIHW\FKDUDFWHULVWLFVRIGLIIHUHQWPHGLDQEDUULHUV\VWHPV
5XUDOPXOWLODQHKLJKZD\V
,QVWDOOLQJDQ\W\SHRIPHGLDQEDUULHURQUXUDOPXOWLODQHKLJKZD\VUHGXFHVIDWDODQGLQMXU\FUDVKHVRIDOOW\SHVDV
VKRZQLQ7DEOH
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Table 13-23.3RWHQWLDO&UDVK(IIHFWVRI,QVWDOOLQJD0HGLDQ%DUULHU
Treatment
Setting
5RDG7\SH
7UDIF
Volume
,QVWDOODQ\W\SHRI
PHGLDQEDUULHU
8QVSHFLHG
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highways)
$$'7RIWR

,QVWDOOVWHHOPHGLDQEDUULHU
Crash Type
6HYHULW\
CMF
Std. Error
$OOW\SHV
)DWDO
0.57?
0.1
$OOW\SHV
,QMXU\
0.70?
0.06
$OOW\SHV
$OOVHYHULWLHV
1.24?
0.03
0.65
0.08
0.71
0.1
$OOW\SHV
,QMXU\
,QVWDOOFDEOHPHGLDQEDUULHU
%DVH&RQGLWLRQ$EVHQFHRIDPHGLDQEDUULHU
NOTE: Based on U.S. studies: Billion 1956; Moskowitz and Schaefer 1960; Beaton, Field and Moskowitz 1962; Billion and Parsons 1962; Billion,
Taragin and Cross 1962; Sacks 1965; Johnson 1966; Williston 1969; Galati 1970; Tye 1975; Ricker, Banks, Brenner, Brown and Hall 1977; Hunter,
Steward and Council 1993; Sposito and Johnston 1999; Hancock and Ray 2000; Hunter et al 2001; and international studies: Moore and Jehu
1968; Good and Joubert 1971; Andersen 1977; Johnson 1980; Statens vagverk 1980; Martin et al 1998; Nilsson and Ljungblad 2000.
Bold text is used for the most reliable CMFs. These CMFs have a standard error of 0.1 or less.
? Treatment results in a decrease in fatal-and-injury crashes and an increase in crashes of all severities. See Part DIntroduction and Applications Guide.
Width of the median where the barrier was installed and the use of barrier warrants are unspecied.
13.5.2.5. Install Crash Cushions at Fixed Roadside Features

5XUDOWZRODQHURDGVUXUDOPXOWLODQHKLJKZD\VIUHHZD\VH[SUHVVZD\VDQGXUEDQDQGVXEXUEDQDUWHULDOV
7KHFUDVKHIIHFWVRILQVWDOOLQJFUDVKFXVKLRQVDW[HGURDGVLGHIHDWXUHVDUHVKRZQLQ7DEOH7KHFUDVK
HIIHFWVIRUIDWDODQGQRQLQMXU\FUDVKHVZLWK[HGREMHFWVDUHDOVRVKRZQLQ7DEOH7KHEDVHFRQGLWLRQRI
WKH&0)VLHWKHFRQGLWLRQLQZKLFKWKH&0) LVWKHDEVHQFHRIFUDVKFXVKLRQV


13-35
CHAPTER 13ROADWAY SEGMENTS
Table 13-39.3RWHQWLDO&UDVK(IIHFWVRI3ODFLQJ(GJHOLQHDQG&HQWHUOLQH0DUNLQJV
Treatment
3ODFHHGJHOLQHDQG
FHQWHUOLQHPDUNLQJV
Setting
5RDG7\SH
7UDIF9ROXPH
5XUDO
7ZRODQH
0XOWLODQHXQGLYLGHG
Crash Type
6HYHULW\
$OOW\SHV
,QMXU\
8QVSHFLHG
CMF
Std. Error
0.76
0.1
%DVH&RQGLWLRQ$EVHQFHRIPDUNLQJV
NOTE: Based on U.S. study: Tamburri, Hammer, Glennon and Lew, 1968. Study does not report if the roadway segments meet MUTCD
guidelines for applying edgeline and centerline markings.
13.8.2.6. Install Edgelines, Centerlines, and PMDs

(GJHOLQHPDUNLQJVFHQWHUOLQHPDUNLQJVDQG30'VDUHRIWHQFRPELQHGRQURDGZD\VHJPHQWV
5XUDOWZRODQHURDGVDQGUXUDOPXOWLODQHKLJKZD\V
7KHFUDVKHIIHFWVRILQVWDOOLQJHGJHOLQHVFHQWHUOLQHVDQG30'VZKHUHQRPDUNLQJVH[LVWDUHVKRZQLQ7DEOH
7KHEDVHFRQGLWLRQRIWKH&0)LHWKHFRQGLWLRQLQZKLFKWKH&0) LVWKHDEVHQFHRIPDUNLQJV
Table 13-40.3RWHQWLDO&UDVK(IIHFWVRI,QVWDOOLQJ(GJHOLQHV&HQWHUOLQHVDQG30'V
Setting
5RDG7\SH
Treatment
,QVWDOOHGJHOLQHVFHQWHUOLQHVDQG30'V
8UEDQ5XUDO
7ZRODQHPXOWLODQH
XQGLYLGHG
7UDIF9ROXPH
8QVSHFLHG
Crash Type
6HYHULW\
$OOW\SHV
,QMXU\
CMF
Std. Error
0.55
0.1
%DVH&RQGLWLRQ$EVHQFHRIPDUNLQJV
NOTE: Based on U.S. studies: Tamburri, Hammer, Glennon and Lew 1968, Roth 1970.
13.8.2.7. Install Snowplowable, Permanent RPMs

,QVWDOOLQJVQRZSORZDEOHSHUPDQHQW530VUHTXLUHVFRQVLGHUDWLRQRIWUDIFYROXPHVDQGKRUL]RQWDOFXUYDWXUH
5XUDOWZRODQHURDGV
7KHFUDVKHIIHFWVRILQVWDOOLQJVQRZSORZDEOHSHUPDQHQW530VRQORZYROXPH$$'7RIWRPHGLXPYROXPH
$$'7RIWRDQGKLJKYROXPH$$'7RIWRURDGVDUHVKRZQLQ7DEOH
7KHYDU\LQJFUDVKHIIHFWE\WUDIFYROXPHLVOLNHO\GXHWRWKHORZHUGHVLJQVWDQGDUGVHJQDUURZHUODQHV
QDUURZHUVKRXOGHUVHWFDVVRFLDWHGZLWKORZYROXPHURDGV3URYLGLQJLPSURYHGGHOLQHDWLRQVXFKDV530V
PD\FDXVHGULYHUVWRLQFUHDVHWKHLUVSHHGV7KHYDU\LQJFUDVKHIIHFWE\FXUYHUDGLXVLVOLNHO\UHODWHGWRWKH
QHJDWLYHLPSDFWRIVSHHGLQFUHDVHV7KHEDVHFRQGLWLRQRIWKH&0)VLHWKHFRQGLWLRQLQZKLFKWKH&0)
LVWKHDEVHQFHRI530V


13-48
Table 13-54.6XPPDU\RI5RDGZD\7UHDWPHQWVIRU3HGHVWULDQVDQG%LF\FOLVWV
Rural TwoLane Road
Rural Multilane
Highway
Freeway
Expressway
Urban
Arterial
Suburban
Arterial
3URYLGHDVLGHZDONRUVKRXOGHU
1$
1$
1$
1$
$SSHQGL[$
,QVWDOOUDLVHGSHGHVWULDQ
FURVVZDONV
1$
1$
1$
1$
$SSHQGL[$
,QVWDOOSHGHVWULDQDFWLYDWHG
DVKLQJ\HOORZEHDFRQVZLWK
RYHUKHDGVLJQV
1$
1$
1$
1$
$SSHQGL[$
,QVWDOOSHGHVWULDQDFWLYDWHG
DVKLQJ\HOORZEHDFRQVZLWK
RYHUKHDGVLJQVDQGDGYDQFH
SDYHPHQWPDUNLQJV
1$
1$
1$
1$
$SSHQGL[$
,QVWDOORYHUKHDGHOHFWURQLF
VLJQVZLWKSHGHVWULDQDFWLYDWHG
FURVVZDONDVKLQJEHDFRQV
1$
1$
1$
1$
$SSHQGL[$
5HGXFHSRVWHGVSHHGOLPLW
WKURXJKVFKRRO]RQHVGXULQJ
VFKRROWLPHV
1$
1$
$SSHQGL[$
3URYLGHSHGHVWULDQRYHUSDVVHV
DQGXQGHUSDVVHV
1$
1$
$SSHQGL[$
0DUNFURVVZDONVDW
XQFRQWUROOHGORFDWLRQV
LQWHUVHFWLRQRUPLGEORFN
1$
1$
1$
$SSHQGL[$
8VHDOWHUQDWLYHFURVVZDON
PDUNLQJVDWPLGEORFN
ORFDWLRQV
1$
1$
1$
$SSHQGL[$
8VHDOWHUQDWLYHFURVVZDON
GHYLFHVDWPLGEORFNORFDWLRQV
1$
1$
1$
$SSHQGL[$
3URYLGHDUDLVHGPHGLDQRU
UHIXJHLVODQGDWPDUNHGDQG
XQPDUNHGFURVVZDONV
1$
1$
1$
1$
$SSHQGL[$
3URYLGHDUDLVHGRUXVK
PHGLDQRUFHQWHUWZRZD\
OHIWWXUQODQHDWPDUNHGDQG
XQPDUNHGFURVVZDONV
1$
1$
1$
1$
$SSHQGL[$
,QVWDOOSHGHVWULDQUHIXJHLVODQGV
RUVSOLWSHGHVWULDQFURVVRYHUV
1$
1$
1$
1$
$SSHQGL[$
:LGHQPHGLDQ
1$
1$
1$
$SSHQGL[$
3URYLGHGHGLFDWHGELF\FOHODQHV
%/V
1$
1$
1$
1$
$SSHQGL[$
3URYLGHZLGHFXUEODQHV
:&/V
1$
1$
1$
1$
$SSHQGL[$
3URYLGHVKDUHGEXVELF\FOH
ODQHV
1$
1$
1$
1$
$SSHQGL[$
5HVWULSHURDGZD\WRSURYLGH
ELF\FOHODQH
1$
1$
1$
1$
$SSHQGL[$
3DYHKLJKZD\VKRXOGHUVIRU
ELF\FOHV
1$
1$
1$
$SSHQGL[$
3URYLGHVHSDUDWHELF\FOH
IDFLOLWLHV
1$
1$
1$
1$
HSM Section
Treatment
$SSHQGL[$
NOTE: T
= Indicates that a CMF is not available but a trend regarding the potential change in crashes or user behavior is known and presented in
Appendix 13A.
N/A = Indicates that the treatment is not applicable to the corresponding setting.


13-51
CHAPTER 13ROADWAY SEGMENTS

:KHUH
$$'7 DYHUDJHDQQXDOGDLO\WUDIFYROXPHRIWKHURDGZD\EHLQJHYDOXDWHGDQG
''
DFFHVVSRLQWGHQVLW\PHDVXUHGLQGULYHZD\VSHUPLOH
Figure 13-11.3RWHQWLDO&UDVK(IIHFWVRI$FFHVV3RLQW'HQVLW\RQ5XUDO7ZR/DQH5RDGV
8UEDQDQG6XEXUEDQ$UWHULDOV
7KHFUDVKHIIHFWVRIGHFUHDVLQJDFFHVVSRLQWGHQVLW\RQXUEDQDQGVXEXUEDQDUWHULDOVDUHVKRZQLQ7DEOH
7KHEDVHFRQGLWLRQRIWKH&0)VLHWKHFRQGLWLRQLQZKLFKWKH&0) LVWKHLQLWLDOGULYHZD\GHQVLW\SULRUWR
WKHLPSOHPHQWDWLRQRIWKHWUHDWPHQWDVSUHVHQWHGLQ7DEOH
Table 13-58.3RWHQWLDO&UDVK(IIHFWVRI5HGXFLQJ$FFHVV3RLQW'HQVLW\
Setting
5RDG7\SH
Treatment
7UDIF9ROXPH
Crash Type
6HYHULW\
5HGXFHGULYHZD\VIURPWRSHUPLOH
5HGXFHGULYHZD\VIURPWRSHUPLOH
8UEDQDQGVXEXUEDQ
$UWHULDO
8QVSHFLHG
$OOW\SHV
,QMXU\
5HGXFHGULYHZD\VIURPWROHVVWKDQSHUPLOH
CMF
Std.
Error
0.71
0.04
0.69
0.02
0.75
0.03
%DVH&RQGLWLRQ,QLWLDOGULYHZD\GHQVLW\SHUPLOHEDVHGRQYDOXHVLQWKLVWDEOHDQGSHUPLOH
NOTE: Based on international studies: Jensen 1968; Grimsgaard 1976; Hvoslef 1977; Amundsen 1979; Grimsgaard 1979; Hovd 1979; Muskaug 1985.


14-10
Table 14-3.3RWHQWLDO&UDVK(IIHFWVRI&RQYHUWLQJD6LJQDOL]HG,QWHUVHFWLRQLQWRD0RGHUQ5RXQGDERXW
Setting
,QWHUVHFWLRQ7\SH
Treatment
7UDIF9ROXPH
8UEDQ
2QHRUWZRODQHV
&RQYHUWVLJQDOL]HGLQWHUVHFWLRQWR
PRGHUQURXQGDERXW
6XEXUEDQ
7ZRODQHV
$OOVHWWLQJV
2QHRUWZRODQHV
8QVSHFLHG
Crash Type
6HYHULW\
CMF
Std. Error
$OOW\SHV
$OOVHYHULWLHV
0.99*
0.1
$OOW\SHV
,QMXU\
0.40
0.1
$OOW\SHV
$OOVHYHULWLHV
0.33
0.05
$OOW\SHV
$OOVHYHULWLHV
0.52
0.06
$OOW\SHV
,QMXU\
0.22
0.07
%DVH&RQGLWLRQ6LJQDOL]HGLQWHUVHFWLRQ
NOTE: Bold text is used for the most reliable CMFs. These CMFs have a standard error of 0.1 or less.
*Observed variability suggests that this treatment could result in an increase, decrease, or no change in crashes. See Part DIntroduction and
Applications Guidance.
The study from which this information was obtained does not contain information related to the posted or observed speeds at or on approach
to the intersections that were converted to a modern roundabout.
,IWKHVHWWLQJLVNQRZQLWLVUHFRPPHQGHGWKDWWKHFRUUHVSRQGLQJXUEDQVXEXUEDQ&0)EHXVHGUDWKHUWKDQWKH&0)
IRU$OOVHWWLQJV
,QIRUPDWLRQUHJDUGLQJSHGHVWULDQVDQGELF\FOLVWVDWPRGHUQURXQGDERXWVLVFRQWDLQHGLQ$SSHQGL[$
14.4.2.3. Convert a Stop-Controlled Intersection to a Modern Roundabout
8UEDQVXEXUEDQDQGUXUDOVWRSFRQWUROOHGLQWHUVHFWLRQV
7DEOHVXPPDUL]HVWKHFUDVKHIIHFWVUHODWHGWR
&RQYHUWLQJDQLQWHUVHFWLRQZLWKPLQRUURDGVWRSFRQWUROLQWRDPRGHUQURXQGDERXW
I
&RQYHUWLQJDUXUDOLQWHUVHFWLRQZLWKPLQRUURDGVWRSFRQWUROLQWRDRQHODQHPRGHUQURXQGDERXW
I
&RQYHUWLQJDQXUEDQLQWHUVHFWLRQZLWKPLQRUURDGVWRSFRQWUROLQWRDRQHODQHPRGHUQURXQGDERXW
I
&RQYHUWLQJDQXUEDQLQWHUVHFWLRQZLWKPLQRUURDGVWRSFRQWUROLQWRDWZRODQHPRGHUQURXQGDERXW
I
&RQYHUWLQJDVXEXUEDQLQWHUVHFWLRQZLWKPLQRUURDGVWRSFRQWUROLQWRDRQHODQHRUWZRODQHPRGHUQURXQGDERXWDQG
I
&RQYHUWLQJDQDOOZD\VWRSFRQWUROOHGLQWHUVHFWLRQLQDQ\VHWWLQJLQWRDPRGHUQURXQGDERXW
I
7KHSUHGLFWLYHPHWKRGIRUXUEDQDQGVXEXUEDQDUWHULDOVLQ&KDSWHULQFOXGHVDSURFHGXUHIRUURXQGDERXWVDW
LQWHUVHFWLRQVWKDWSUHYLRXVO\KDGPLQRUURDGVWRSFRQWURO7KLVSURFHGXUHLVEDVHGRQWKH&0)IRULQVWDOOLQJPRGHUQ
URXQGDERXWVLQDOOVHWWLQJVSUHVHQWHGLQ7DEOH
7KHEDVHFRQGLWLRQIRUWKH&0)VVKRZQLQ7DEOHLHWKHFRQGLWLRQLQZKLFKWKH&0) LVDVWRSFRQ
WUROOHGLQWHUVHFWLRQ


14-19
CHAPTER 14INTERSECTIONS
Change in Expected Average Crash Frequency:

7) Discussion: This example shows that expected average crash frequency may potentially be reduced by 2.0 crashes/
year with the skew angle variation from 45 to 10 degrees. A standard error was not available for this CMF, therefore a
condence interval for the reduction cannot be calculated.
,QWHUVHFWLRQVRQUXUDOPXOWLODQHKLJKZD\V
7KHFUDVKHIIHFWRIVNHZDQJOHIRUWKUHHOHJLQWHUVHFWLRQVZLWKPLQRUURDGVWRSFRQWUROLVUHSUHVHQWHGE\

7KLV&0)DSSOLHVWRWRWDOLQWHUVHFWLRQFUDVKHV7KHDQDORJRXV&0)IRUIRXUOHJLQWHUVHFWLRQVZLWKPLQRUURDGVWRS
FRQWUROLV

Figure 14-7.3RWHQWLDO&UDVK(IIHFWVRI6NHZ$QJOHRI7KUHHDQG)RXU/HJ,QWHUVHFWLRQVZLWK0LQRU5RDG6WRS
&RQWURORQ5XUDO0XOWLODQH+LJKZD\V
(TXLYDOHQW&0)VIRUWKHFUDVKHIIHFWRILQWHUVHFWLRQVNHZRQIDWDODQGLQMXU\FUDVKHVH[FOXGLQJSRVVLEOHLQMXU\
FUDVKHVDOVRNQRZQDV&LQMXU\FUDVKHVIRUWKUHHOHJLQWHUVHFWLRQVZLWKPLQRUURDGVWRSFRQWURODUHSUHVHQWHGDV
(TXDWLRQVDQG


14-20

:KHUH
&0)kab &0)IRUIDWDODQGLQMXU\FUDVKHVH[FOXGLQJSRVVLEOHLQMXU\FUDVKHVDOVRNQRZQDV&LQMXU\FUDVKHV
)RUIRXUOHJLQWHUVHFWLRQVZLWKPLQRUURDGVWRSFRQWURO

Figure 14-8.3RWHQWLDO&UDVK(IIHFWVRI6NHZ$QJOHRQ)DWDODQG,QMXU\&UDVKHVIRU7KUHHDQG)RXU/HJ,QWHUVHF
WLRQVZLWK0LQRU5RDG6WRS&RQWURO
7KH&0)VSUHVHQWHGLQ(TXDWLRQVWKURXJKDUHXVHGLQWKHSUHGLFWLYHPHWKRGIRUUXUDOPXOWLODQHKLJKZD\V
LQ&KDSWHUWRUHSUHVHQWWKHHIIHFWRILQWHUVHFWLRQVNHZDWLQWHUVHFWLRQVZLWKPLQRUURDGVWRSFRQWURO7KHYDULDELO
LW\RIWKHVH&0)VLVXQNQRZQ
14.6.2.2. Provide a Left-Turn Lane on One or More Approaches to Three-Leg Intersections
8UEDQDQGUXUDOWKUHHOHJPLQRUURDGVWRSFRQWUROOHGLQWHUVHFWLRQVDQGXUEDQDQGUXUDOWKUHHOHJVLJQDOL]HGLQWHUVHFWLRQV
%\UHPRYLQJOHIWWXUQLQJYHKLFOHVIURPWKHWKURXJKWUDIFVWUHDPFRQLFWVZLWKWKURXJKYHKLFOHVFDQEHUHGXFHG
RUHYHQHOLPLQDWHGGHSHQGLQJRQWKHVLJQDOWLPLQJDQGSKDVLQJVFKHPH3URYLGLQJDOHIWWXUQODQHDOORZVGULYHUVWR
ZDLWLQWKHWXUQODQHXQWLODJDSLQWKHRSSRVLQJWUDIFDOORZVWKHPWRWXUQVDIHO\7KHOHIWWXUQODQHKHOSVWRUHGXFH
FRQLFWVZLWKRSSRVLQJWKURXJKWUDIF


14-42
14.7.2.8. Install Red-Light Cameras at Intersections

9DULRXV,QWHOOLJHQW7UDQVSRUWDWLRQ6\VWHP,76WUHDWPHQWVDUHDYDLODEOHIRUDWJUDGHLQWHUVHFWLRQV7UHDWPHQWV
LQFOXGHVLJQDOFRRUGLQDWLRQUHGOLJKWKROGV\VWHPVTXHXHGHWHFWLRQV\VWHPVDXWRPDWHGHQIRUFHPHQWDQGUHGOLJKW
FDPHUDV$WWKHWLPHRIWKLVHGLWLRQRIWKH+60UHGOLJKWFDPHUDVZHUHWKHRQO\WUHDWPHQWIRUZKLFKWKHFUDVKHI
IHFWVZHUHEHWWHUXQGHUVWRRG7KLVVHFWLRQGLVFXVVHVWKHHIIHFWVRQFUDVKIUHTXHQF\RILQVWDOOLQJUHGOLJKWFDPHUDV
5HGOLJKWFDPHUDVDUHSRVLWLRQHGDORQJWKHDSSURDFKHVWRLQWHUVHFWLRQVZLWKWUDIFVLJQDOVWRGHWHFWDQGUHFRUGWKH
RFFXUUHQFHRIUHGOLJKWYLRODWLRQV,QVWDOOLQJUHGOLJKWFDPHUDVDQGWKHDVVRFLDWHGHQIRUFHPHQWSURJUDPLVJHQHUDOO\
DFFRPSDQLHGE\VLJQDJHDQGSXEOLFLQIRUPDWLRQSURJUDPV
8UEDQVLJQDOL]HGLQWHUVHFWLRQV
7KHFUDVKHIIHFWVRILQVWDOOLQJUHGOLJKWFDPHUDVDWXUEDQVLJQDOL]HGLQWHUVHFWLRQVDUHVKRZQLQ7DEOH7KHEDVH
FRQGLWLRQIRUWKH&0)VVKRZQLQ7DEOHLHWKHFRQGLWLRQLQZKLFKWKH&0) LVDVLJQDOL]HGLQWHUVHF
WLRQZLWKRXWUHGOLJKWFDPHUDV
Table 14-28.3RWHQWLDO&UDVK(IIHFWVRI,QVWDOOLQJ5HG/LJKW&DPHUDVDW,QWHUVHFWLRQV
Treatment
,QVWDOOUHGOLJKW
cameras
6HWWLQJ,QWHUVHFWLRQ7\SH
8UEDQ
8QVSHFLHG
7UDIF9ROXPH
8QVSHFLHG
Crash Type
6HYHULW\
CMF
Std. Error
5LJKWDQJOHDQGOHIWWXUQ
opposite direction
$OOVHYHULWLHV
0.74?+
0.03
5LJKWDQJOHDQGOHIWWXUQ
opposite direction
,QMXU\
0.84?
0.07
5HDUHQG
$OOVHYHULWLHV
1.18?+
0.03
5HDUHQG
,QMXU\
1.24?
0.1
%DVH&RQGLWLRQ$VLJQDOL]HGLQWHUVHFWLRQZLWKRXWUHGOLJKWFDPHUDV
NOTE: Bold text is used for the most reliable CMFs. These CMFs have a standard error of 0.1 or less.
vpd = vehicles per day
+ Combined CMF, see Part DIntroduction and Applications Guidance.
? Treatment results in a decrease in right-angle crashes and an increase in rear-end crashes. See Chapter 3.
,WLVSRVVLEOHWKDWLQVWDOOLQJUHGOLJKWFDPHUDVDWLQWHUVHFWLRQVZLOOUHVXOWHLWKHULQDSRVLWLYHVSLOORYHUHIIHFWRULQ
FUDVKPLJUDWLRQDWQHDUE\LQWHUVHFWLRQVRUWKURXJKRXWDMXULVGLFWLRQ$SRVLWLYHVSLOORYHUHIIHFWLVWKHUHGXFWLRQRI
FUDVKHVDWDGMDFHQWLQWHUVHFWLRQVZLWKRXWUHGOLJKWFDPHUDVGXHWRGULYHUVVHQVLWLYLW\WRWKHSRVVLELOLW\RIDUHGOLJKW
FDPHUDEHLQJSUHVHQW&UDVKPLJUDWLRQLVDUHGXFWLRQLQFUDVKRFFXUUHQFHDWWKHLQWHUVHFWLRQVZLWKUHGOLJKWFDPHUDV
DQGDQLQFUHDVHLQFUDVKHVDWDGMDFHQWLQWHUVHFWLRQVZLWKRXWUHGOLJKWFDPHUDVDVWUDYHOSDWWHUQVVKLIWWRDYRLGUHG
OLJKWFDPHUDORFDWLRQV+RZHYHUWKHH[LVWHQFHDQGRUPDJQLWXGHRIWKHFUDVKHIIHFWVDUHQRWFHUWDLQDWWKLVWLPH
14.8. CONCLUSION
7KHWUHDWPHQWVGLVFXVVHGLQWKLVFKDSWHUIRFXVRQWKHFUDVKHIIHFWVRIFKDUDFWHULVWLFVGHVLJQHOHPHQWVWUDIFFRQWURO
HOHPHQWVDQGRSHUDWLRQDOHOHPHQWVUHODWHGWRLQWHUVHFWLRQV7KHLQIRUPDWLRQSUHVHQWHGLVWKH&0)VNQRZQWRDGH
JUHHRIVWDWLVWLFDOVWDELOLW\DQGUHOLDELOLW\IRULQFOXVLRQLQWKLVHGLWLRQRIWKH+60$GGLWLRQDOTXDOLWDWLYHLQIRUPDWLRQ
UHJDUGLQJSRWHQWLDOLQWHUVHFWLRQWUHDWPHQWVLVFRQWDLQHGLQ$SSHQGL[$
7KHUHPDLQLQJFKDSWHUVLQ3DUW'SUHVHQWWUHDWPHQWVUHODWHGWRRWKHUVLWHW\SHVVXFKDVURDGZD\VHJPHQWVDQG
LQWHUFKDQJHV7KHPDWHULDOLQWKLVFKDSWHUFDQEHXVHGLQFRQMXQFWLRQZLWKDFWLYLWLHVLQ&KDSWHU6HOHFW&RXQWHU
PHDVXUHVDQG&KDSWHU(FRQRPLF$SSUDLVDO6RPH3DUW'&0)VDUHLQFOXGHGLQ3DUW&IRUXVHLQWKHSUHGLFWLYH
PHWKRG2WKHU3DUW'&0)VDUHQRWSUHVHQWHGLQ3DUW&EXWFDQEHXVHGLQWKHPHWKRGVWRHVWLPDWHFKDQJHLQFUDVK
IUHTXHQF\GHVFULEHGLQ6HFWLRQ&


14-52
14A.5.1.8. Provide Leading Pedestrian Interval Signal Timing Pattern

$OHDGLQJSHGHVWULDQLQWHUYDO/3,LVDSUHWLPHGDOORFDWLRQWRDOORZSHGHVWULDQVWREHJLQFURVVLQJWKHVWUHHWLQDG
YDQFHRIWKHQH[WF\FOHRIYHKLFOHPRYHPHQWV)RUH[DPSOHSHGHVWULDQVFURVVLQJWKHZHVWHUQOHJRIDQLQWHUVHFWLRQ
DUHWUDGLWLRQDOO\SHUPLWWHGWRFURVVGXULQJWKHQRUWKVRXWKYHKLFOHJUHHQSKDVH,PSOHPHQWLQJDQ/3,ZRXOGSURYLGH
SHGHVWULDQVFURVVLQJWKHZHVWHUQOHJRIWKHLQWHUVHFWLRQDJLYHQDPRXQWRIWLPHWRVWDUWFURVVLQJWKHZHVWHUQOHJDIWHU
WKHHDVWZHVWYHKLFOHPRYHPHQWVDQGEHIRUHWKHQRUWKVRXWKYHKLFOHPRYHPHQWV7KH/3,SURYLGHVSHGHVWULDQVDQ
RSSRUWXQLW\WREHJLQFURVVLQJZLWKRXWFRQFHUQIRUWXUQLQJYHKLFOHVDVVXPLQJULJKWRQUHGLVSURKLELWHG
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DSSHDUVWRUHGXFHFRQLFWVEHWZHHQSHGHVWULDQVDQGWXUQLQJYHKLFOHV,QDGGLWLRQDWKUHHVHFRQG/3,DSSHDUVWRUH
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WKHVWUHHWE\DOORZLQJWKHPWRRFFXS\WKHFURVVZDONEHIRUHWXUQLQJYHKLFOHVDUHSHUPLWWHGWRHQWHUWKHLQWHUVHFWLRQ
14A.5.1.9. Provide Actuated Control
7KHFKRLFHEHWZHHQDFWXDWHGRUSUHWLPHGRSHUDWLRQVLVLQXHQFHGE\WKHSUDFWLFHVDQGVWDQGDUGVRIWKHMXULVGLFWLRQ
,QWHUVHFWLRQVSHFLFFKDUDFWHULVWLFVVXFKDVWUDIFRZVDQGLQWHUVHFWLRQGHVLJQDOVRLQXHQFHWKHXVHRIDFWXDWHGRU
SUHWLPHGSKDVHV
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VRPHW\SHVRIFUDVKHVFRPSDUHGZLWKSUHWLPHGWUDIFVLJQDOV+RZHYHUWKHPDJQLWXGHRIWKHFUDVKHIIHFWLVQRW
certain at this time.
14A.5.1.10. Operate Signals in Night-Flash Mode
1LJKWDVKRSHUDWLRQRUPRGHLVWKHXVHRIDVKLQJVLJQDOVGXULQJORZYROXPHSHULRGVWRPLQLPL]HGHOD\DWDVLJ
QDOL]HGLQWHUVHFWLRQ
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7KHFUDVKHIIHFWRISURYLGLQJQLJKWDVKRSHUDWLRQVDSSHDUVWREHUHODWHGWRWKHQXPEHURIDSSURDFKHVWRWKHLQWHU
VHFWLRQ
14A.5.1.11. Provide Advance Static Warning Signs and Beacons
7UDIFVLJQVDUHW\SLFDOO\FODVVLHGLQWRWKUHHFDWHJRULHVUHJXODWRU\VLJQVZDUQLQJVLJQVDQGJXLGHVLJQV$V
GHQHGLQWKH0DQXDORQ8QLIRUP7UDIF&RQWURO'HYLFHV087&'UHJXODWRU\VLJQVSURYLGHQRWLFHRIWUDIF
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URXWHGHVLJQDWLRQVGHVWLQDWLRQVGLUHFWLRQVGLVWDQFHVVHUYLFHVSRLQWVRILQWHUHVWDQGRWKHUJHRJUDSKLFDOUHFUHDWLRQ
DORUFXOWXUDOLQIRUPDWLRQ7KH087&'SURYLGHVVWDQGDUGVDQGJXLGDQFHIRUVLJQDJHZLWKLQWKHULJKWRIZD\RI
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14A.5.1.12. Provide Advance Warning Flashers and Warning Beacons
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DSSURDFKHV


15-4
15.4. CRASH EFFECTS OF INTERCHANGE DESIGN ELEMENTS

15.4.1. Background and Availability of CMFs
Table 15-1 lists common treatments related to interchange design and the CMFs available in this edition of the
HSM. Table 15-1 also contains the section number where each CMF can be found.
Table 15-1. Treatments Related to Interchange Design
Diamond
Single
Point
Urban
Partial
Cloverleaf
Full
Cloverleaf
Directional
Modify speed change

lane design
Modify two-lane-change
merge/diverge area to
one-lane-change
Appendix
15A.2.2.1
Redesign interchange
to modify interchange
conguration
Appendix
15A.2.2.2
Modify interchange
spacing
Appendix
15A.2.2.3
Provide right-hand exit

and entrance ramps
Appendix
15A.2.2.4
Increase horizontal curve

radius of ramp roadway
Appendix
15A.2.2.5
Increase lane width of

ramp roadway
Appendix
15A.2.2.6
Increase length of
weaving areas between
adjacent entrance and
exit ramps
Appendix
15A.2.2.7
Redesign interchange
to provide collectordistributor roads
Appendix
15A.2.2.8
Provide bicycle facilities

at interchange ramp
terminals
HSM
Section
Trumpet
One
Quadrant
Convert intersection
to grade-separated
interchange
15.4.2.2
Design interchange with

crossroad above freeway
15.4.2.3
15.4.2.4
15.4.2.1
NOTE:
Treatment
Indicates that a CMF is available for this treatment.

T = Indicates that a CMF is not available but a trend regarding the potential change in crashes or user behavior is known and
presented in Appendix 15A.
= Indicates that a CMF is not available and a crash trend is not known.


15-6
15.4.2.3. Modify Speed Change Lane Design

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VRIWZDUHDVIROORZV
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:KHUH
LDFFHO OHQJWKRIDFFHOHUDWLRQODQHPL
LDFFHOLVPHDVXUHGIURPWKHQRVHRIWKHJRUHDUHDWRWKHHQGRIWKHODQHGURSWDSHU7KHEDVHFRQGLWLRQIRUWKH&0)VLQ
(TXDWLRQVDQGLVDPLIWORQJDFFHOHUDWLRQODQH7KHYDULDELOLW\RIWKHVH&0)VLVXQNQRZQ
,IDQDFFHOHUDWLRQODQHZLWKDQH[LVWLQJOHQJWKRWKHUWKDQPLIWLVOHQJWKHQHGD&0)IRUWKDWFKDQJHLQ
OHQJWKFDQEHFRPSXWHGDVDUDWLRRIWZRYDOXHVFRPSXWHGZLWK(TXDWLRQVDQG)RUH[DPSOHLIDQDF
FHOHUDWLRQODQHZLWKDOHQJWKRIPLIWZHUHOHQJWKHQHGWRPLIWWKHDSSOLFDEOH&0)IRUWRWDO
FUDVKHVZRXOGEHWKHUDWLRRIWKH&0)GHWHUPLQHGZLWK(TXDWLRQIRUWKHH[LVWLQJOHQJWKRIPLIWWR
WKH&0)GHWHUPLQHGZLWK(TXDWLRQIRUWKHSURSRVHGOHQJWKRIPLIWWKLVFDOFXODWLRQLVLOOXVWUDWHGLQ
(TXDWLRQ
CMF =
1.576 e(
1.576 e(
4.550.20 )
4.550.12 )
= 0.69

7KHFUDVKHIIHFWVDQGVWDQGDUGHUURUDVVRFLDWHGZLWKLQFUHDVLQJWKHOHQJWKRIDGHFHOHUDWLRQODQHWKDWLVFXUUHQWO\
IWRUOHVVLQOHQJWKE\DERXWIWLVVKRZQLQ7DEOH
7KHEDVHFRQGLWLRQRIWKH&0)VLQ7DEOHLHWKHFRQGLWLRQLQZKLFKWKH&0) LVPDLQWDLQLQJWKH
H[LVWLQJGHFHOHUDWLRQODQHOHQJWKRIOHVVWKDQIW7KH&0)LQ7DEOHPD\EHH[WUDSRODWHGLQSURSRUWLRQWR
WKHFKDQJHLQODQHOHQJWKIRULQFUHDVHVLQOHQJWKRIOHVVWKDQRUPRUHWKDQIWDVORQJDVWKHUHVXOWLQJGHFHOHUDWLRQ
ODQHOHQJWKGRHVQRWH[FHHGIW
Table 15-4.3RWHQWLDO&UDVK(IIHFWVRI([WHQGLQJ'HFHOHUDWLRQ/DQHV
Treatment
Setting
,QWHUFKDQJH7\SH
([WHQGGHFHOHUDWLRQODQHE\
DSSUR[IW
8QVSHFLHG
8QVSHFLHG
7UDIF9ROXPH
&UDVK7\SH6HYHULW\
CMF
Std. Error
8QVSHFLHG
$OOW\SHV
$OOVHYHULWLHV
0.93*
0.06
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NOTE: Bold text is used for the more statistically reliable CMFs. These CMFs have a standard error of 0.1 or less.
* Observed variability suggests that this treatment could result in an increase, decrease, or no change in crashes. See Part DIntroduction
and Applications Guidance.


CHAPTER 15INTERCHANGES
15-11
areas are inherent in the design of full cloverleaf interchanges but can occur in or between other interchange types.
Short weaving areas between adjacent entrance and exit ramps have been found to be associated with increased
crash frequencies. Research indicates that providing longer weaving areas will reduce crashes (1). However, the
available research is not sucient to develop a quantitative CMF.
15A.2.2.7. Redesign Interchange to Provide Collector-Distributor Roads
Crashes associated with weaving areas within an interchange or between adjacent interchanges can be reduced by
redesigning the interchange(s) to provide collector-distributor roads. This design moves weaving from the mainline
freeway to an auxiliary roadway, typically reducing both the volumes and the trac speeds in the weaving area. The
addition of collector-distributor roads has been shown to reduce crashes (7,9). However, the available research is not
sucient to develop a quantitative CMF.
15A.2.2.8. Provide Bicycle Facilities at Interchange Ramp Terminals
Continuity of bicyclist facilities can be provided at interchange ramp terminals. Bicyclists are considered vulnerable
road users as they are more susceptible to injury when involved in a trac crash than vehicle occupants. Vehicle occupants are usually protected by the vehicle.
Bicyclists must sometimes cross interchange ramps at uncontrolled locations. Encouraging bicyclists to cross interchange ramps at right angles appears to increase driver sight distance and reduce the bicyclists risk of a crash (5).
15A.3. TREATMENTS WITH UNKNOWN CRASH EFFECTS

15A.3.1. Treatments Related to Interchange Design
Merge/Diverge Areas
Modify merge/diverge design (e.g., parallel versus taper, left-hand versus right-hand)
Modify roadside design or elements at merge/diverge areas
Modify horizontal and vertical alignment of the merge or diverge area
Modify gore area design
Ramp Roadways
Increase shoulder width of ramp roadway
Modify shoulder type of ramp roadway
Provide additional lanes on the ramp
Modify roadside design or elements on ramp roadways
Modify vertical alignment of the ramp roadway
Modify superelevation of ramp roadway
Provide two-way ramps
Provide directional ramps
Modify ramp design speed
Provide high-occupancy vehicle lanes on ramp roadways
Modify ramp type or conguration


15-12
Ramp Terminals
Modify ramp terminal intersection type
Modify ramp terminal approach cross-section
Modify ramp terminal roadside elements
Modify ramp terminal alignment elements
Provide direct connection or access to commercial or private sites from ramp terminal
Provide physically channelized right-turn lanes
Bicyclists and Pedestrians

Provide pedestrian and/or bicyclist trac control devices at ramp terminals
Provide refuge islands
Provide pedestrian facilities on ramp terminals
Develop policies related to pedestrian and bicyclist activity at interchanges
15A.3.2. Treatments Related to Interchange Trafc Control and Operational Elements

Trac Control at Ramp Terminals
Provide trac signals at ramp terminal intersection
Provide stop-control or yield-control signs at ramp terminal intersections
15A.4. APPENDIX REFERENCES

(1)
AASHTO. A Policy on Geometric Design of Highways and Streets, 5th ed. American Association of State
Highway and Transportation Ocials, Washington, DC, 2004.
(2)
Bauer, K. M. and Harwood, D. W. Statistical Models of Accidents on Interchange Ramps and Speed-Change
Lanes. FHWA-RD-97-106, Federal Highway Administration, U.S. Department of Transportation, McLean,
VA, 1997.
(3)
Elvik, R. and A. Erke. Revision of the Hand Book of Road Safety Measures: Grade-separated junctions.
March, 2007.
(4)
Elvik, R. and T. Vaa. Handbook of Road Safety Measures. Elsevier, Oxford, United Kingdom, 2004.
(5)
Ferrara, T. C. and A. R. Gibby. Statewide Study of Bicycles and Pedestrians on Freeways, Expressways, Toll
Bridges and Tunnels. FHWA/CA/OR-01/20, California Department of Transportation, Sacramento, CA, 2001.
(6)
Garber, N. J. and M. D. Fontaine. Guidelines for Preliminary Selection of the Optimum Interchange Type for
a Specific Location. VTRC 99-R15, Virginia Transportation Research Council, Charlottesville, VA, 1999.
(7)
Hansell, R. S. Study of Collector-Distributor Roads. Report No. JHRP-75-1, Joint Highway Research Program, Purdue University, West Lafayette, IN; and Indiana State Highway Commission, Indianapolis, IN,
February, 1975.
(8)
Leisch, J. P. Freeway and Interchange Geometric Design Handbook. Institute of Transportation Engineers,
Washington, DC, 2005.
(9)
Lundy, R. A. The Eect of Ramp Type and Geometry on Accidents. Highway Research Record 163, Highway
Research Board, Washington, DC, 1967.

16-6
Table 16-4. Treatments Related to Work Zone Design Elements

Rural TwoLane Road
Rural
Multilane
Highway
Freeway
Expressway
Urban
Arterial
Suburban
Arterial
HSM Section
Treatment
16.4.2.1
Modify work
zone duration
and length
Appendix
16A.3.2
Use crossover
closure or single
lane closure
Appendix
16A.3.3
Use Indiana Lane

Merge System
(ILMS)
NOTE: = Indicates that a CMF is available for the treatment.

= Indicates that a CMF is not available and a crash trend is not known.
16.4.2. Work Zone Design Treatments with CMFs

16.4.2.1. Modify Work Zone Duration and Length
Freeways
Work zone design elements include the duration in the number of days and the length in miles. Equation 16-1 and
Figure 16-1 present a CMF for the potential crash eects of modifying the work zone duration. Equation 16-2 and
Figure 16-2 present a CMF for the potential crash eects of modifying the work zone length. These CMFs are based
on research that considered work zone durations from 16 to 714 days, work zone lengths from 0.5 to 12.2 mi, and
freeway AADTs from 4,000 to 237,000 veh/day (8).
The base condition of the CMFs (i.e., the condition in which the CMF = 1.00) is a work zone duration of 16 days
and/or work zone length of 0.51 miles. The standard errors of the CMFs below are unknown.
Expected average crash frequency eects of increasing work zone duration (8)
(16-1)
Where:
CMFall
= crash modication factor for all crash types and all severities in the work zone; and
% increase in duration = the percentage change in the duration (days) of the work zone.


CHAPTER 17ROAD NETWORKS
17-5
islation, and enforcement levels. Road-use culture evolves as individuals inuence society and as society inuences
individuals. Additional information regarding road-use culture can be found in Appendix 17A.
Table 17-4 summarizes treatments related to road-use culture and the corresponding CMFs available. The treatments
summarized below encompass engineering, enforcement, and education.
Table 17-4. Road-Use Culture Network Considerations and Treatments
HSM Section
Treatment
Urban
Suburban
Rural
17.5.2.1
Install automated speed enforcement
17.5.2.2
Install changeable speed warning signs
Appendix
17A.4.1.1
Deploy mobile patrol vehicles
Appendix
17A.4.1.2
Deploy stationary patrol vehicles
Appendix
17A.4.1.3
Deploy aerial enforcement
Appendix
17A.4.1.4
Deploy radar and laser speed monitoring equipment
Appendix
17A.4.1.5
Install drone radar
Appendix
17A.4.1.6
Modify posted speed limit
Appendix
17A.4.1.7
Conduct enforcement to reduce red-light running
Appendix
17A.4.1.8
Conduct enforcement to reduce impaired driving
Appendix
17A.4.1.9
Conduct enforcement to increase seat belt and helmet use
Appendix
17A.4.1.10
Implement network-wide engineering consistency
Appendix
17A.4.1.11
Conduct public education campaigns
Appendix
17A.4.1.12
Implement young drivers and graduated driver licensing programs
NOTE: = Indicates that a CMF is available for the treatment.

= Indicates that a CMF is not available and a trend is not known.
17.5.2. Road Use Culture Network Consideration Treatments with CMFs

17.5.2.1. Install Automated Speed Enforcement
Automated enforcement systems use video or photographic identication in conjunction with radar or lasers to detect
speeding drivers. The systems automatically record vehicle registrations without needing police ocers at the scene.
The crash eects of installing automated speed enforcement in urban or rural areas on all road types are shown in
Table 17-5 (1,3,5,7,9,12). The base condition for this CMF (i.e., the condition in which the CMF = 1.00) is the absence of automated speed enforcement.


17-14
17A.4.1.6. Modify Posted Speed Limit

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of speed enforcement efforts.
17A.4.1.7. Conduct Enforcement to Reduce Red-Light Running
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17A.4.1.8. Conduct Enforcement to Reduce Impaired Driving
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CHAPTER 17ROAD NETWORKS
17-15
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17A.4.1.9. Conduct Enforcement to Increase Seat Belt and Helmet Use
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6LPLODUO\XQLYHUVDOKHOPHWUHTXLUHPHQWVIRUPRWRUF\FOLVWVLQFUHDVHKHOPHWXVH,Q-XQHSHUFHQWRIPRWRUF\
FOLVWVZRUHKHOPHWVWKDWFRPSOLHGZLWKIHGHUDOVDIHW\UHJXODWLRQVLQVWDWHVZLWKXQLYHUVDOKHOPHWODZVFRPSDUHGZLWK
SHUFHQWLQVWDWHVZLWKRXWDXQLYHUVDOKHOPHWODZ
17A.4.1.10. Implement Network-Wide Engineering Consistency
1HWZRUNZLGHHQJLQHHULQJFRQVLVWHQF\UHIHUVWRWKHGHJUHHWRZKLFKDMXULVGLFWLRQLPSOHPHQWVWUDQVSRUWDWLRQHQJL
QHHULQJVROXWLRQVXVLQJFRQVLVWHQWSULQFLSOHVDQGFULWHULDWRGHVLJQWUDQVSRUWDWLRQLQIUDVWUXFWXUHDQGWRFRQWUROWUDIF
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7KHFRQVLVWHQF\RIHQJLQHHULQJPHDVXUHVDWLQGLYLGXDOORFDWLRQVDQGDFURVVDMXULVGLFWLRQVWUDQVSRUWDWLRQQHWZRUNLV
OLNHO\WRDIIHFWWKHGULYLQJKDELWVDQGURDGXVHFXOWXUHRIORFDOXVHUV5RDGXVHUVFRPHWRH[SHFWFHUWDLQSURFHGXUHV
DQGWRDFWDFFRUGLQJO\([DPSOHVLQFOXGHDOOUHGSKDVHVDWWUDIFVLJQDOVULJKWWXUQRQUHGWKHXVHRIOHIWWXUQDU
URZVRUDVKLQJOLJKWVDWWUDIFVLJQDOVDQGSROLFLHVUHJDUGLQJ\LHOGLQJWRRWKHUYHKLFOHVDQGQRQPRWRUL]HGWUDYHO
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17A.4.1.11. Conduct Public Education Campaigns
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17-16
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LQIRUPDWLRQSURJUDPVKDVVKRZQ>3, (SURJUDPV@WRKDYHOLPLWHGHIIHFWRQDFWXDOEHKDYLRUH[FHSWZKHQWKH\DUH
SDLUHGZLWKHQIRUFHPHQW
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17A.4.1.12. Implement Young Driver and Graduated Driver Licensing Programs
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WLRQV*'/SURJUDPVW\SLFDOO\LQFOXGHUHVWULFWLRQVVXFKDV]HUREORRGDOFRKROQRWGULYLQJRQKLJKVSHHGKLJKZD\V
QRWGULYLQJDWQLJKWDQGOLPLWDWLRQVRQWKHQXPEHUDQGDJHRISDVVHQJHUV7KHUHVWULFWLRQVDUHGHVLJQHGWRHQFRXUDJH
QHZGULYHUVWRJDLQH[SHULHQFHXQGHUFRQGLWLRQVWKDWPLQLPL]HH[SRVXUHWRULVNDQGWRHQVXUHGULYHUVDUHH[SRVHGWR
PRUHGHPDQGLQJGULYLQJVLWXDWLRQVRQO\ZKHQWKH\KDYHHQRXJKH[SHULHQFH7KHFRQFHUQLVQHZGULYHUVDUHDW
ULVNZKLOHJHWWLQJWKHH[SHULHQFHWKH\QHHG
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DOVRLQGLFDWHVWKDWWKHPRVWGDQJHURXVWLPHVDQGVLWXDWLRQVIRUGULYHUVDJHGWR\HDUVDUH
At night
I
On freeways
I
'ULYLQJZLWKSDVVHQJHUV
I
7KHOHYHORIULVNIRU\RXQJGULYHUVVXJJHVWVWKDWQRYLFHGULYHUVQHHGDOHDUQLQJSHULRGZKHQWKH\DUHVXEMHFWWRPHD
VXUHVWKDWPLQLPL]HWKHLUH[SRVXUHHVSHFLDOO\LQNQRZQULVN\FLUFXPVWDQFHVOLNHQLJKWWLPHDQGRQIUHHZD\V
$OWKRXJK*'/SURJUDPVDQGWKHLUUHVXOWVYDU\LWDSSHDUVWKDWWKHUHLVDGHFUHDVHLQFUDVKIUHTXHQF\ZLWKD*'/
SURJUDP7KHUHLVDOVRDQLQGLFDWLRQWKDWLQFUHDVHGGULYLQJH[SHULHQFHLVVRPHZKDWPRUHLPSRUWDQWWKDQLQ
FUHDVHGDJHLQUHGXFLQJFUDVKHVDPRQJ\RXQJQRYLFHGULYHUV
17A.5. TREATMENTS WITH UNKNOWN CRASH EFFECTS

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17A.5.1. Network Trafc Control and Operational Elements

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I
17A.5.2. Road-Use Culture Network Considerations

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I


18-42
HIGHWAY SAFETY MANUAL SUPPLEMENT
Table 18-20.&RHIFLHQWVIRU/DQH&KDQJH&0))UHHZD\6HJPHQWV
&0)&RHIFLHQWV
Cross Section (x)
Crash Type (y)
Crash Severity (z)
&0)9DULDEOH
Any cross section

(ac)
Multiple
vehicle (mv)
)DWDODQGLQMXU\)
Property damage only (pdo)
CMF7, fs, ac, mv, fi
0.175
12.56
0.001
0.272
CMF7, fs, ac, mv, pdo
0.123
13.46
0.001
0.283
If the segment is in a Type B weaving section, then the length of the weaving section is an input to the CMF. The
variables for weaving section length (i.e., Lwev, inc, Lwev, dec) in Equation 18-31 and Equation 18-32 are intended to reHFWWKHGHJUHHWRZKLFKWKHZHDYLQJDFWLYLW\LVFRQFHQWUDWHGDORQJWKHIUHHZD\7KHVLJQRIWKHFRHIFLHQWLQWKHVH
two equations indicates that the lane change CMF value will increase if the segment is in a Type B weaving section.
The amount of this increase is inversely related to the length of the weaving section. Guidance for determining if a
weaving section is Type B is provided in Section 18.4.
The variables PwevB, inc and PwevB, dec in Equation 18-31 and Equation 18-32, respectively, are computed as the ratio of
the length of the weaving section in the segment to the length of the freeway segment Lfs. If the segment is wholly
located in the weaving section, then this variable is equal to 1.0.
The X and AADTYDULDEOHVGHVFULEHWKHGLVWDQFHWRDQGYROXPHRIWKHIRXUQHDUHVWUDPSVWRWKHVXEMHFWVHJPHQW
Two of the ramps of interest are on the side of the freeway with travel in the increasing milepost direction. One ramp
on this side of the freeway is upstream of the segment, and one ramp is downstream of the segment. Similarly, one
ramp on the other side of the freeway is upstream of the segment and one ramp is downstream. Only those entrance
UDPSVWKDWFRQWULEXWHYROXPHWRWKHVXEMHFWVHJPHQWDUHRILQWHUHVW+HQFHDGRZQVWUHDPHQWUDQFHUDPSLVQRWRI
interest. For similar reasons, an upstream exit ramp is not of interest.
The lane change CMF is applicable to any segment in the vicinity of one or more ramps. It is equally applicable to
segments in a weaving section (regardless of the weaving section type) and segments in a non-weaving section (i.e.,
segments between an entrance ramp and an exit ramp where both ramps have a speed-change lane). If the weaving
VHFWLRQLV7\SH%WKHQDQDGGLWLRQDODGMXVWPHQWLVPDGHXVLQJ(TXDWLRQDQG(TXDWLRQ7KH&0)LVDSplicable to weaving section lengths between 0.10 and 0.85 mi. It is applicable to any value for the distance variable
X and to the range of ramp AADTs in Table 19-4.
The two SPFs for predicting speed-change-related crash frequency (i.e., Equation 18-20 and Equation 18-22) are
not used when evaluating a weaving section because the ramps that form the weaving section do not have a speedchange lane. As a result, the predicted crash frequency for the set of segments that comprise a weaving section will
tend to be smaller than that predicted for a similar set of segments located in a non-weaving section but having
entrance and exit ramps. This generalization will always be true for weaving sections that are not Type B. It may or
may not hold for the Type B weaving section, depending on the length of the weaving section.
CMF fs, ac, sv, z2XWVLGH6KRXOGHU:LGWK
Two CMFs are used to describe the relationship between average outside shoulder width and predicted crash freTXHQF\7KH63)VWRZKLFKWKH\DSSO\DUHLGHQWLHGLQWKHIROORZLQJOLVW
63)IRUIDWDODQGLQMXU\VLQJOHYHKLFOHFUDVKHVVSHFLHGQXPEHURIODQHVfs, n, sv, ); and
63)IRUSURSHUW\GDPDJHRQO\VLQJOHYHKLFOHFUDVKHVVSHFLHGQXPEHURIODQHVfs, n, sv, pdo).
The base condition is a 10-ft outside shoulder width. The CMFs are described using the following equation:
(18-35)


18-43
CHAPTERS 18Predictive Method for Freeways
Where:
CMF8, fs, ac, sv, z
Ws
FUDVKPRGLFDWLRQIDFWRUIRURXWVLGHVKRXOGHUZLGWKLQDIUHHZD\VHJPHQWZLWKDQ\FURVVVHFWLRQ
ac, single-vehicle crashes sv, and severity z; and
= paved outside shoulder width (ft).
7KHFRHIFLHQWVIRU(TXDWLRQDUHSURYLGHGLQ7DEOH7KHYDULDEOHPc,i is computed as the ratio of the

length of curve i in the segment to the effective length of the freeway segment L*. The CMF is applicable to shoulder
ZLGWKVLQWKHUDQJHRIWRIW7KHOHQJWKRIFXUYHiLQWKHVHJPHQWLVFRPSXWHGDVDQDYHUDJHRIWZRYDOXHVWKH
length of curve i between the segments begin and end mileposts for roadbed 1 and that for roadbed 2, where each
value excludes the length of any coincident speed-change lane that may be present and where the value for a given
roadbed is zero if that roadbed is not curved.
Table 18-21.&RHIFLHQWVIRU2XWVLGH6KRXOGHU:LGWK&0))UHHZD\6HJPHQWV
&0)&RHIFLHQWV
Cross Section (x)
Crash Type (y)
Crash Severity (z)
&0)9DULDEOH
Any cross section

(ac)
Single vehicle (sv)
)DWDODQGLQMXU\)
CMF8, fs, ac, sv, fi
0.0647
0.0897
Property damage only (pdo)
CMF8, fs, ac, sv, pdo
0.00
0.0840
CMF IVDFVY6KRXOGHU5XPEOH6WULSV
One CMF is used to describe the relationship between shoulder rumble strip presence and predicted crash frequency.
7KH63)WRZKLFKLWDSSOLHVLVLGHQWLHGLQWKHIROORZLQJOLVW
63)IRUIDWDODQGLQMXU\VLQJOHYHKLFOHFUDVKHVVSHFLHGQXPEHURIODQHVfs, n, sv, ).
The base condition is no shoulder rumble strips present. The CMF is described using the following equation:
(18-36)
f tan = 0.5 ([1.0 Pir ]1.0 + Pir 0.811) + 0.5 ([1.0 Por ] 1.0 + Por 0.811)
(18-37)
Where:
CMF9, fs, ac, sv, fi FUDVKPRGLFDWLRQIDFWRUIRUVKRXOGHUUXPEOHVWULSVLQDIUHHZD\VHJPHQWZLWKDQ\FURVVVHFWLRQac
DQGIDWDODQGLQMXU\) single-vehicle (sv) crashes;
ftan
= factor for rumble strip presence on tangent portions of the segment;
Pir
= proportion of effective segment length with rumble strips present on the inside shoulders; and
Por
= proportion of effective segment length with rumble strips present on the outside shoulders.
The proportion Pir represents the proportion of the effective segment length with rumble strips present on the inside
shoulders. It is computed by summing the length of roadway with rumble strips on the inside shoulder (excluding
WKHOHQJWKRIDQ\UXPEOHVWULSVDGMDFHQWWRVSHHGFKDQJHODQHVLQboth travel directions and dividing by twice the
effective freeway segment length L*. The proportion Por represents the proportion of the effective segment length
with rumble strips present on the outside shoulders. It is computed by summing the length of roadway with rumble
VWULSVRQWKHRXWVLGHVKRXOGHUH[FOXGLQJWKHOHQJWKRIDQ\UXPEOHVWULSVDGMDFHQWWRVSHHGFKDQJHODQHVLQboth
travel directions and dividing by twice the effective freeway segment length L*.


18-52
HIGHWAY SAFETY MANUAL SUPPLEMENT
7KHUVWVXPPDWLRQWHUPLQ(TXDWLRQDSSOLHVWRVKRUWOHQJWKVRIEDUULHULQWKHPHGLDQ,WLQGLFDWHVWKDW
the ratio of barrier length Lib, i to clearance distance (= Woff, in, i Wis) should be computed for each individual length
of barrier that is found in the median along the segment (e.g., a barrier protecting a sign support). The continuous
median barrier is not considered in this summation. Any clearance distance that is less than 0.75 ft should be set to
IW6LPLODUO\LIWKHGLVWDQFHWmWis WibLVOHVVWKDQIWWKHQWicb should be set to 0.75 ft.
)RUVHJPHQWVRUVSHHGFKDQJHODQHVZLWKDFRQWLQXRXVEDUULHUDGMDFHQWWRRQHURDGEHGLHDV\PPHWULFPHGLDQEDUrier), the following equations should be used to estimate Wicb and Pib.
Wicb =
2 L
L Lib , i
L
+
+
Wnear Wis
Woff , in , i Wis Wm 2Wis Wib Wnear
L ib , i
(18-50)
exp (VK )
Pfs + sc , ac , at , K =
1.0
Csdf , fs + sc
+ exp (VK ) + exp (VA ) + exp (VB )
(18-51)
Where:
Wnear
QHDUKRUL]RQWDOFOHDUDQFHIURPWKHHGJHRIWKHWUDYHOHGZD\WRWKHFRQWLQXRXVPHGLDQEDUULHUPHDVXUH
for both travel directions and use the smaller distance) (ft).
6LPLODUWRWKHSUHYLRXVJXLGDQFHWKHUVWVXPPDWLRQWHUPLQ(TXDWLRQDSSOLHVWRVKRUWOHQJWKVRIEDUULHU
in the median. The ratio of barrier length Lib to the clearance distance (= Woff, in, i Wis) should be computed for each
individual length of barrier that is found in the median along the segment. The continuous median barrier is not considered in this summation. Any clearance distance that is less than 0.75 ft should be set to 0.75 ft. Similarly, if the
GLVWDQFHWnear WisRUWKHGLVWDQFHWmWis Wib WnearLVOHVVWKDQIWWKHQWicb should be set to 0.75 ft.
For segments or speed-change lanes with a depressed median and some short sections of barrier in the median (e.g.,
bridge rail), the following equations should be used to estimate Wicb and Pib:
Wicb =
ib , i
off , in , i
Pib =
(18-52)
L ib , i
Wis
ib , i
(18-53)
2 L
Any clearance distance (= Woff, in, i Wis) that is less than 0.75 ft should be set to 0.75 ft. When a freeway segment
is being evaluated, the proportion Pib represents the proportion of the effective segment length with barrier present
in the median. It is computed by summing the length of roadway with median barrier (excluding the length of any
PHGLDQEDUULHUDGMDFHQWWRVSHHGFKDQJHODQHVLQboth travel directions and dividing by twice the effective freeway
segment length L*.
For segments or speed-change lanes with depressed medians without a continuous barrier or short sections of barrier
in the median, the following equation should be used to estimate Pib:
Pib = 0.0
(18-54)


19-67
Chapter 19PREDICTIVE METHODS FOR RAMPS
The input data needed for this procedure are identified in Table19-42. The first three variables listed represent required input data. Default values are provided for the remaining variables.
Table19-42. Input Data for Ramp Curve Speed Prediction
Variable
Description
Xi
Ramp-mile of the point of change

from tangent to curve (PC) for
curve i (mi) a
None
Default Value
All
Applicable Site Type
Ri
Radius of curve i (ft) b
None
All
Lc, i
Length of horizontal curve i (mi)
None
All
Vfrwy
Average traffic speed on the

freeway during off-peak periods
of the typical day (mi/h)
Estimate as equal to the speed

limit
All
Vxroad
Average speed at the point

where the ramp connects to the
crossroad (mi/h)
15 ramps with stop-, yield-, or

signal-controlled crossroad ramp
terminals
Entrance ramp, exit ramp,

connector ramp at service
interchange
30 all other ramps at service

interchanges
Vcdroad
Average speed on C-D road or

connector ramp (measured at
the mid-point of the C-D road or
ramp) (mi/h)
40
C-D road, connector ramp at

system interchange
If the curve is preceded by a spiral transition, then Xi is computed as equal to the average of the TS and SC ramp-mile
locations, where TS is the point of change from tangent to spiral and SC is the point of change from spiral to curve.
b
If the curve has spiral transitions, then Ri is equal to the radius of the central circular portion of the curve.
a
The curve entry speeds need to be calculated for all curves from milepost 0.0 to the end of the analysis segment.
This may include segments of an adjacent ramp that are not included in the current analysis segment. For each
curve, record the entry speed, the total length of the curve, and the length of the current analysis segment. Once the
procedure on the following pages is completed, return to Equation 19-33. In this equation, the summation term only
includes entry speeds and radii that have a length in the current analysis segment. All other curves analyzed should
be ignored if they are not part of the current analysis segment.
Entrance Ramp Procedure
This procedure is applicable to entrance ramps and connector ramps at service interchanges that serve motorists
traveling from the crossroad to the freeway.
Step1Gather Input Data.
The input data needed for this procedure are identified in Table19-42.
Step2Compute Limiting Curve Speed.
The limiting curve speed is computed for each curve on the ramp using the following equation:
0.30
vmax, i = 3.24(32.2 Ri )
(19-59)
where vmax, i is the limiting speed for curve i (ft/s).

The analysis proceeds in the direction of travel. The first curve encountered is curve 1 (i =1). The value of vmax is
computed for all curves prior to, and including, the curve of interest. The value obtained from Equation 19-59 repre-


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ERRATA

Errata to the Highway Safety Manual, 1st Edition and Supplement

2010 errata changes in blue

2012 errata changes in red

2016 errata changes in green (bold)

In Section 2.5, first paragraph, there is a

Paragraph should read:

In Slow-Moving or Stopped Vehicles Ahead

Sentence should read:

The term e(0.4865) is used in Equation 3-4.

Change the term to e(0.312).

Answer to Example 1: Using Equation 3-7,

Change to Using Equation 3-3 and a calibration

Answer to Example 2: Using Equation 3.8 . . .

Change the answer to Using Equation 3.7 . . .

2nd to last equation on page began with

Change to the following:

In Table 4-2, third column, Rows 11 and 12:

Please change text to:

The Coefficient of Variation for Segment B1 is

The denominator should be 5.2:

32 / 3.22 = 9.94 estimate of crashes for the last year:

32 / 3.22 = 9.94 estimate of crashes for the last year:

In the table showing Ranking Based on RSI, the

The Average RSI cost for Intersection 6 should be

The calculation of crash frequency variance

The variance for Signal should be 13.75, and the

In Table 4-10, the heading for the last column

Change this heading to Average 3-Year Predicted

Errata to the Highway Safety Manual, 1st Edition and Supplement

2010 errata changes in blue

2012 errata changes in red

2016 errata changes in green (bold)

Eq. 4-16 is incorrect.

Replace Eq. 4-16 with the following:

In Table 4-11, all N should be changed

Make the following change to the equations in

In Table 4-11, Eq. III:

Please make the following change to the

Npredicted Nobserved ( Npredicted 1.5 ( ))

In the Alpha and Beta calculations table:

Make the following change in the equation:

In the Ranking Based on Probability table:

Corrected values and ranking based on

In Eq. 4-26, the last item under where is

Change this item to Npredicted,n(FI).

In Section 7.4.3.4, item 1-a-ii is shown as

Change this item to (P/F,i,y) = (1 + i)(y).

Table 12 is referenced in the last paragraph.

Change the reference to Table 7-5.

Make the following change in the equation:

In Step 4, Eq. 7-13 is shown as:

Following Eq. 7-14, at the end of second line of

Change this calculation to (1 + i)(y).

In Table 7-10, Columns 2 and 4 need to be

Substitute Table 7-10 with the attached revised

The first line under Results states, The

Change the amount to $5,675,500.

N expected ( PDO ) N expected ( total ) N expected ( FI )

N expected ( PDO ) N expected ( total ) N expected ( FI )

Errata to the Highway Safety Manual, 1st Edition and Supplement

2010 errata changes in blue