Errata For Highway Safety Manual 2010 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 
2012 errata changes in red 
2016 errata changes in green (bold)
Page Existing Text Corrected Text
Vol. 1
2-12 In Section 2.5, first paragraph, there is a Paragraph should read:
duplicate partial second sentence “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 Sentence should read:

Section change opening of first sentence: “As for the controlled-access mainline,…”
“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, Change to “Using Equation 3-3 and a calibration
expected crashes . . .” 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 Change to the following:
̂ Year 4 = (5 + 7 – 11 + 9) / (0.87 + 0.71 + 0.64 + 1) = ̂ Year 4 = (5 + 7 + 11 + 9) / (0.87 + 0.71 + 0.64 + 1) =
32 / 3.22 = 9.94 estimate of crashes for the last year: 32 / 3.22 = 9.94 estimate of crashes for the last year:
4-9 In Table 4-2, third column, Rows 11 and 12: Please change text to:
“Expected average crash frequency at the “Expected average crash frequency per year at
site” the site”
4-17 The Coefficient of Variation for Segment B1 is The denominator should be 5.2:
7.7 7.7
shown as CV B1 
5.7
 0.53 CVB1  5.2
 0.53
4-35 In the table showing Ranking Based on RSI, the The Average RSI cost for Intersection 6 should be
Average RSI Cost for Intersection 6 is $48,900. $42,800.
4-42 The calculation of crash frequency variance The variance for Signal should be 13.75, and the
shown in the table in Step 3 indicates the variance for TWSC should be 10.5.
variance for Signal is 10.5 and the variance for
TWSC is 18.8.
4-46 In Table 4-10, the heading for the last column Change this heading to “Average 3-Year Predicted
is “Average 3-Year Expected…” . . .”
HSM-1-E3 ii March 2016


4-46 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: Make the following change in the equation:
s2 = 0.034, α = 0.91, β = 3.2 s2 = 0.037, α = 0.80, β =2.84
4-57 In the Ranking Based on Probability table: Corrected values and ranking based on
Wrong values for probability of specific formulas provided
crashes for signalized intersections were
provided
4-60 In Eq. 4-26, the last item under “where” is Change this item to Npredicted,n(FI).
Npredicted,1(FI).
7-7 In Section 7.4.3.4, item 1-a-ii is shown as Change this item to (P/F,i,y) = (1 + i)(–y).
(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: Make the following change in the equation:

N expected ( PDO )  N expected ( total )  N expected ( FI ) N expected ( PDO )  N expected ( total )  N expected ( FI )
7-17 In Step 4, Eq. 7-13 is shown as: Change Eq. 7-13 to:
AM(total) = AM(PDO) × AM(FI). AM(total) = AM(PDO) + AM(FI).
7-18 Following Eq. 7-14, at the end of second line of Change this calculation to (1 + i)(–y).
the where list, the (P/F,i,y) is calculated as
(1 + i) – y.
7-19 In Table 7-10, Columns 2 and 4 need to be Substitute Table 7-10 with the attached revised
revised, as does the heading for Column 2. table.
7-19 The first line under Results states, “The Change the amount to $5,675,500.
estimated present value monetary benefit of
installing a roundabout at Intersection 2 is
$33,437,850.”
HSM-1-E3 iii March 2016


9-8 Step 2 of Figure 9-2 states, “Calculate the Change “predicted” to “expected.”
predicted crash frequency for each site summed
over the entire before period.”
9-21 Eq. A-10 is referenced in the last column in the Change the reference to Eq. 9A.1-11.
table under Step 6.
9-36 In Equation 9A.1-5: Make the following text change:

“ORi = Odd Ration at site i” “ORi = Odd Ratio at site i”
9-41 Eq. 9A.2-16 is shown as Change this equation to

Safety Effectiveness = 100 × (1 – R). Safety Effectiveness = 100 × (1 – OR).
Vol. 2
C-14 After Figure C-3, a heading was inadvertently Add the heading “C.6.3 Safety Performance
omitted. 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 Renumber the heading as “C.6.5 Calibration
Functions to Local Conditions of Safety Performance Functions to Local
Conditions.”
C-18 C.6.5 Weighting Using the Empirical Bayes Renumber the heading as “C.6.6 Weighting
Method Using the Empirical Bayes Method.”
10-17 In Table 10-3 Note: Remove the note

“Accident…Exhibit 10-4.”
10-23 The 3rd row about (CMF3r) in Table 10-7 Change this reference to Equation 10-13.
references Table 10-7.
10-23 The 6th row about (CMF6r) in Table 10-7 Change this reference to Equation 10-17.
references Table 10-11.
10-25 The calculation 0.98 + 6.875 is used in an Change the calculation to 0.98 – 6.875.
equation within the last row in Table 10-9.
HSM-1-E3 iv March 2016


10-26 In the last paragraph, first sentence: Make the following text change:
“…Table 9, Figure 8, and Table 10…”
“…Tables 10-9 and 10-10, and
Figure 10-8…”
10-42 A 1,2000-ft horizontal curve radius is used in Change the horizontal curve radius to
the 5th bullet under the heading “The Facts”. 1,200 ft.
11-10 The second sentence of Step 12 reads, Change “Step 14” to “Step 13.”
“Otherwise, proceed to Step 14.”
11-11 In the first definition: Make the following text change:

“…rural two-lane, two-way road facility…” “…rural multi-lane highway…”
11-16 In the first paragraph, first sentence: Make the following change:
“…in Table 11-3…” “…in Table 11-4…”
11-18 In the second paragraph, second sentence: Make the following text change:
“The SPFs for undivided roadway…” “The SPFs for divided roadway…”
11-19 In the first paragraph, first sentence: Make the following Table number
“The default proportions in Table 11-5…” change:
“The default proportions in Table 11-
6…”
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:

0.016  skew 0.016  skew
CMF 1i   1.0 CMF 1i   1.0
(0.98  0.16  skew) (0.98  0.016  skew)
11-33 Eq. 11-19 is shown a Change the denominator as follows:

0.017  skew 0.017  skew
CMF 1i   1.0 CMF 1i   1.0
(0.52  0.17  skew) (0.52  0.017  skew)

0.053  skew 0.053  skew
CMF 1i   1.0 CMF 1i   1.0
(1.43  0.53  skew) (1.43  0.053  skew)
HSM-1-E3 v March 2016



0.048  skew 0.048  skew
CMF 1i   1.0 CMF 1i   1.0
(0.72  0.48  skew) (0.72  0.048  skew)
11-35 In the CMF4i—Lighting section: Make the following text change:

“This CMF applies to total intersections “This CMF applies to total intersection
crashes (not including vehicle-pedestrian crashes.”
and vehicle-bicycle collisions).
11-50 Step 10, Intersection Skew Angle calculates Change this calculation to:
CMF1i as follows:
0.016  skew 0.016  skew
CMF 1i   1.0 CMF 1i   1.0
(0.98  0.16  skew) (0.98  0.016  skew)
0.016  30 0.016  30
CMF 1i   1.0  1.08 CMF 1i   1.0  1.08
(0.98  0.16  30) (0.98  0.016  30)
11-50 The final calculation in Step 10 is: Change this calculation to

CMFcomb = 1.08 × 0.56 × 0.90 = 0.54. CMFcomb = 1.33 × 0.56 × 0.90 = 0.67.
11-50 Step 11, Calculation of Predicted Average Change these results to

Crash Frequency, indicates the results are = 0.928 × 1.50 × (0.67) = 0.933 crashes/year.
= 0.928 × 1.50 × (0.54) = 0.752 crashes/year.
11-52 Column 2 of the table for Worksheet SP3B lists Change the CMF for Intersection Skew Angle
CMF for Intersection Skew Angle for the Total for the Total Crash Severity Level to 1.33 and
Crash Severity Level in Row 1 as 1.08 and the the Fatal and Injury Crash Severity Level to
Fatal and Injury Crash Severity Level in Row 2 1.50.
as 1.09.
11-52 Column 6 of the table for Worksheet SP3B lists Change the Combined CMF in Column 6 to
Combined CMF for the Total Crash Severity 0.67 for the Total Crash Severity Level in Row
Level in Row 1 as 0.54 and the Fatal and Injury 1 and to 0.61 for the Fatal and Injury Crash
Crash Severity Level in Row 2 as 0.44. Severity Level in Row 2.
11-52 Column 5 of the Worksheet SP3C show the Change these values to 0.67, 0.61, and 0.61,
values for Combined CMFs are 0.54 for Total respectively.
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.
HSM-1-E3 vi March 2016


11-52 Column 7 of the Worksheet SP3C show the Change these values to 0.933, 0.396, 0.247, and
values for Predicted Crash Frequency are 0.752 0.537, respectively.
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.
11-53 The values in Columns 3, 5, 7, and 9 in the table Substitute the table for Worksheet SP3D with
for Worksheet SP3D are incorrect. the attached revised table.
11-53 In the table for Worksheet SP3E, the values for Change these values to 0.933, 0.396, 0.247, and
Predicted Average Crash Frequency listed in 0.537, respectively.
Column 2 are 0.752, 0.286, 0.178, 0.466
crashes/year.
11-55 The values in Columns 2, 3, 4, 7, and 8 for Substitute the table for Worksheet SP4A with
Intersections shown in Worksheet SP4A are the attached revised table.
incorrect.
11-55 The final calculation for Intersection 1 is shown Change this calculation to
as: 1
1 w  0.700
w  0.743 1  0.460  (0.933)
1  0.460  (0.752)
11-56 Under the subheading Column 8—Expected Change this calculation to

Average Crash Frequency, the calculation for Nexpected = 0.700 × 0.933 + (1 – 0.700) × 3 =
Intersection 1 is shown as follows: 1.554.
Nexpected = 0.743 × 0.752 + (1 – 0.743) × 3 =
1.330.
11-56 The values and the reference to Worksheet 3A Substitute the table for Worksheet SP4B with
in the table for Worksheet SP4B are incorrect. the attached revised table.
11-58 The headings and values shown in the tables Substitute the tables for Worksheet SP5A and
for Worksheet SP5A and SP5A Continued are SP5A Continued with the attached revised
incorrect. table.
11-58 In Worksheet SP5A: there are subhead Revert back to original edition’s subhead
errors in columns 1-7 values
HSM-1-E3 vii March 2016


11-59 The calculation for w0 in Column 9 is shown as Change the calculation to

1 1
 
1.968 2.109
1 1
4.347 4.528
 0.688  0.682
11-59 The calculation for N0 in Column 10 is shown Change the calculation to

as 0.682 × 4.528 + (1 – 0.682) × 9 = 5.950.
= 0.688 × 4.347 + (1 – 0.688) × 9 = 5.799.
11-59 The calculation for w1 in Column 11 is shown Change this calculation to

as 1
1 
 2.076
2.009 1
1 4.528
4.347  0.686
 0.684
11-59 The calculation for N1 in Column 12 is shown Change this calculation to
as = 0.686 × 4.528 + (1 – 0.686) × 9 = 5.932.
= 0.684 × 4.347 + (1 – 0.684) × 9 = 5.817.
11-59 The calculation for Nexpected/comb in Column 13 is Change this calculation to:
shown as: 5.950  5.932
5.799  5.817 
 2
2  5.941
 5.808
11-60 The values shown in the table for Worksheet Substitute the table for Worksheet SP5B with
SP5B are incorrect. the attached revised table.
11-61 The first sentence in the section on Results Change the numbers to 4.5 crashes per year for
reads, “The predicted average crash frequency the predicted average crash frequency and 7.8
for the proposed four-lane facility project is 4.4 crashes per year for the predicted crash
crashes per year, and the predicted crash reduction.
reduction for the project is 8.1 crashes per
year.”
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: Remove the bullet

 “For all intersections…”
HSM-1-E3 viii March 2016


12-10 In the 16th bullet: Make the following text change:

“Number of major-road approaches with “Number of approaches with left-turn signal
left-turn signal phasing (0, 1, or 2) phasing (0, 1, 2, 3, or 4) (signalized
(signalized intersections only) and type of intersections only) and type of left-turn
left-turn signal phasing (permissive, signal phasing (permissive,
protected/permissive, permissive/protected, protected/permissive, permissive/protected,
or protected).” or protected).”
12-10 At the end of the page, there is a missing Add bullet text:
bullet  Pedestrian volumes
12-12 The second sentence of Step 12 reads, Change “Step 14” to “Step 13.”
“Otherwise, proceed to Step 14.”
12-15 In the middle of the page there is a missing Add bullet text after “Presence/type of
bullet median”:
 Presence of TWLTL
12-15 At the end of the page, there is a missing Add bullet text after “Speed” category:
bullet
 Automated Enforcement
12-28 In the last paragraph, first sentence: Make the following change in the text by
“The SPF for each of the four adding this to the end of the sentence:
intersection…” “…and intersection-related crashes.”
12-41 In the last paragraph, first sentence: Make the following text change to:
“The CMF applies…cross-median “The CMF applies…cross-median
collusions…” collisions…”
12-43 Paragraph 1, line 2 of Section 12.7.2 refers to Change CMF4i to CMF6i.

CMF4i.
12-86 Paragraph 1, Line 1 of the section on Results Change “unsignalized” to “signalized.”

refers to “the unsignalized intersection in
Sample Problem 4.”
12-114 Column head (7) of Worksheet 2C Continued Change the reference to Worksheet 2B.
refers to Worksheet SP4B.
12-115 Column head (7) of Worksheet 2E Continued Change the reference to Worksheet 2B.
refers to Worksheet SP4B.
A-5–A-7 In Table A-2: “Average Annual Daily Make this change throughout the table:
Traffic” “Annual Average Daily Traffic”
HSM-1-E3 ix March 2016


A-5 In Table A-2, the row for Presence of Lighting The “X” should be in the Desirable column.
for Chapter 11 shows the “X” in the Required
column
A-5 In Table A-2, the row for Sideslope for Chapter The “X” should be in the Required column.
11 shows the “X” not aligned in the Required
column.
A-5 In Table A-2 Rural Multilane Highways, Add italics: “For divided highways only:”
“For divided highways only:”
A-6 In Table A-2, Urban and Suburban Please change to the following:
Arterials: “Low-speed vs. intermediate or “Posted speed limit”
high speed”
A-6 In Table A-2, the row for Presence of Lighting The final d should be deleted so that the text
for Chapter 11 reads “Need actual datad.” reads “Need actual data.”
A-6 In Table A-2, the row for Intersection Skew Insert a superscript “d” to indicate a cross
Angle for Chapter 11 does not have a reference to table note d. The text should read,
superscript. “Assume no skewd ”
A-7 In Table A-2, Pedestrian Volume for Chapter Change the cross reference to Table 12-15.
12 refers to “Estimate with Table 12-21.”
A-8 The first line of Example Calibration Factor Change the cross reference to Equation 10-10.
Calculation refers to Equation 10-18.
A-8 In Equation 10-10: Make the following change in the equation:

Nspf int  e[ 5.73...] Nspf int  e[ 5.13...]
A-8 The correct values should be

In the calculation for predicted crash
frequency, the sample indicates that Nbibase  e(–5.13 60ln(4000)  0.20ln(2000)  3.922
Nbibase  e(–5.73 60ln(4000)  0.20ln(2000) crashes/year
 3.922 crashes/year
A-8 In the paragraph following the Nbibase Change this text to read:
calculation, the first sentence states, “The “The intersection has a left-turn lane on the major
intersection has a left-turn lane on the major road, for which CMF1i is 0.82, and a right-turn
road, for which CMF1i is 0.67, and a right-turn lane on one approach, a feature for which CMF2i is
lane on one approach, a feature for which 0.96.”
CMF2i is 0.98.”
HSM-1-E3 x March 2016


A-8 In the last equation on the page, the calculation The correct values for this calculation are actually
for predicted average crash frequency is “3.922 × 0.82 × 0.96 × 3 = 9.262 crashes in three
recorded as “2.152 × 0.67 × 0.98 × 3 = 4.240 years, shown in Column 9.”
crashes in three years, shown in Column 9.”
A-8 The final paragraph, second sentence on page These sentences of the paragraph should read,
A-8 indicates, “. . . The sum of the observed “. . .The sum of the observed crash frequencies
crash frequencies in Column 10 (43) is divided in Column 10 (43) is divided by the sum of the
by the sum of the predicted average crash predicted average crash frequencies in Column
frequencies in Column 9 (45.594) to obtain the 9 (87.928) to obtain the calibration factor, Ci,
calibration factor, Ci, equal to 0.943. It is equal to 0.489. It is recommended that
recommended that calibration factors be calibration factors be rounded to two decimal
rounded to two decimal places, so calibration places, so calibration factor equal to 0.49
factor equal to 0.94 should be should be used . . .”
used . . .”
A-9 The values in Columns 3, 5, 7, and 9 of Table Substitute the table for Table Ex-1 with the
Ex-1 are incorrect. 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 Add the following text:
Collision Type for Single-Vehicle Crashes by The default values for fbisv in Equation 12-27
Intersection Type should be replaced with locally available data.
A-14 In the last paragraph, second sentence: Make the following text change:
“For a given facility type and speed “For a given facility type,…”
category,…”
A-20 In Eq. A-9: Make the following change in the equation:
HSM-1-E3 xi March 2016


Vol. 3
D-3 A sentence for Row “T” in Table D-1 was Add “A list of these treatments is presented in the
omitted. appendices to each chapter” as the final sentence
in this row.
D-5 Item 2 in Section D.4.4, Application of CMFs Change this phrase to “…a predicted number of
to Estimate Crash Frequency, refers to “…an crashes…”
expected number of crashes…”
13-22 There is no specific table referenced in the first Reference Table 13-21.
sentence of the first paragraph to Section
13.5.2.2.
13-24 Table 13-2 is referenced in the 2nd paragraph Change the reference to Table 13-23.
to Section 13.5.2.4.
13-35 Table 13-411 is referenced in the 2nd Change the reference to Table 13-41.
paragraph to Section 13.8.2.7.
13-48 Table 13-54 is missing a row for installing Replace Table 13-54 with the attached revision.
pedestrian-activated flashing yellow beacons
with overhead signs. In addition, the treatment
to provide pedestrian overpasses and
underpasses has a trend for urban arterials.
13-51 Figure 13-11 was calculated using the metric Make the following change to the figure:
coefficient 0.2 Figure calculated using the converted
coefficient 0.322
14-10 Exhibit 14-8 is referenced in the last paragraph. Change the reference to Table 14-4.

0.016  skew 0.016  skew
CMF 1i   1.0 CMF 1i   1.0
(0.98  0.16  skew) (0.98  0.016  skew)

0.053  skew 0.053  skew
CMF 1i   1.0 CMF 1i   1.0
(1.43  0.53  skew) (1.43  0.053  skew)

0.017  skew 0.017  skew
CMF 1i   1.0 CMF 1i   1.0
(0.52  0.17  skew) (0.52  0.017  skew)
HSM-1-E3 xii March 2016



0.048  skew 0.048  skew
CMF 1i   1.0 CMF 1i   1.0
(0.72  0.48  skew) (0.72  0.048  skew)
14-42 Exhibit 14-38 is referenced in the 3rd Change the reference to Table 14-28.
paragraph to Section 14.7.2.8.
14-52 The final sentence of Section 14A.5.1.8 reads, This sentence should read, “The LPI
“The LPI provides pedestrians an opportunity provides pedestrians an opportunity to
to begin crossing without concern for turning begin crossing without concern for turning
vehicles (assuming right-on-red is permitted).” vehicles (assuming right-on-red is
prohibited).”
15-4 There are unknown crash effects for modifying Replace Table 15-1 with the attached
ramp type or configuration and for providing revision. The two rows referring to
pedestrian facilities on ramp terminals. modifying ramp type or configuration and
to providing pedestrian facilities on ramp
terminals have been deleted.
15-6 Eq. 15-3: Revise the equation:

1.576  e ( 4.550.12)
1.576  e( 4.550.20)
CMF   0.69 CMF   0.69
1.576  e( 4.550.20) 1.576  e( 4.550.12)
15-11 A bulleted item is missing under Section Add the following bulleted item:
15A.3.1, Ramp Roadways. ■ Modify ramp type or configuration.
15-12 A bulleted item is missing under Section Add the following bulleted item:
15A.3.1, Bicyclists and Pedestrians. ■ Provide pedestrian facilities on
ramp terminals.
16-6 Exhibit 16-5 is referenced in the 2nd sentence Change the reference to Figure 16-1.
to Section 16.4.2.1.
16-6 Figure 16-1 is referenced in the 3rd sentence to Change the reference to Figure 16-2.
Section 16.4.2.1.
HSM-1-E3 xiii March 2016


17-5 There are unknown crash effects for mitigating Replace Table 17-4 with the attached
aggressive driving through engineering and for revision. The two rows referring to
implementing older driver education and mitigating aggressive driving through
retesting programs. 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 As a result of adding a subsection that was Renumber as follows:

17-16 missing under Section 17A.4.1, renumber the
■ Section 17A.4.1.7 as Section 17A.4.1.8
remaining subsections.
■ Section 17A.4.1.10 as Section
17A.4.1.11
■ Section 17A.4.1.11 as Section
17A.4.1.12
Supplement
18-42 In Eq. 18-35: Make the following change to the
equation:
 m   m 
CMF8, fs , ac , sv , z   1.0   Pc , i  f c ,i   CMF8, fs , ac , sv , z  1.0   Pc , i  
 i 1   i 1 
 m   m 
exp  a  [Ws  10]    Pc , i  f c ,i   exp  a  [Ws  10]    Pc , i  
 i 1   i 1 
exp  b  [Ws  10] exp  b  [Ws  10]
HSM-1-E3 xiv March 2016


18-43 In Eq. 18-36: Make the following change to the

 m  equation:
CMF9, fs , ac , sv , fi  1.0   Pc , i  f c ,i    m 
 i 1  CMF9, fs , ac , sv , fi  1.0   Pc , i  
 m   i 1 
f tan    Pc , i  f c ,i  1.0  m 
 i 1  f tan    Pc , i  1.0
 i 1 
18-52 In the first paragraph, last sentence; and the Make the following text change:
third paragraph, last sentence: “…is less “…is less than 0.75 ft, then Wicb
than 0.75 ft, then it should…” 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 Please replace the “In” with “ln” in these
inadvertently typeset with “In” instead of “ln”. 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. IMPACTS OF ROAD DESIGN ON THE DRIVER

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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 2—HUMAN 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. SUMMARY—HUMAN FACTORS AND THE HSM

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2.7. REFERENCES
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CHAPTER 3—FUNDAMENTALS 3-17
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Advantages of the Predictive Method

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Applying Multiplicative Crash Modification 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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Estimating Average Crash Frequency without Assuming Similar Crash Frequency in All Periods
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Year 1 Year 2 Year 3 Year 4 = Y
Proportion of Crashes
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CHAPTER 4—NETWORK SCREENING 4-9
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Method Estimates a
Performance Measure Accounts for RTM Bias Performance Threshold
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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 first iteration. In the first 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 Coefficient 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)
Excess Expected Average Crash
Subsegment Window Position Frequency Coefficient 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
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.

STEP 4—Rank Locations and Compare Relative Severity Index (RSI)
1 2 3 4
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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

Intersection Average RSI Costa Exceeds RSIp
2 $57,600 X
14 $52,400 X
6 $42,800 X
9 $44,100 X
20 $43,100 X
3 $42,400 X
4 $42,000 X
12 $41,000 X
11 $39,900 X
16 $39,500
19 $37,800
1 $37,400
13 $34,800
8 $34,600
18 $34,100
17 $32,900
7 $31,700
5 $31,400
10 $31,000
15 $30,600
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Average RSI Costs per Intersection are rounded to the nearest $100.
4.4.2.5. Critical Rate

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STEP 3—Calculate Crash Frequency Variance per Reference Population

Excess Predicted Average Crash Frequency Using Method of Moments
1 2 3 4 5 6
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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 4—Calculate Adjusted Observed Crash Frequency per Site

Excess Predicted Average Crash Frequency Using Method of Moments
1 2 3 4 5 6
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2010 and 2012 Errata Changes to the Highway Safety Manual, 1st Edition
STEP 1—Estimate Predicted Average Crash Frequency Using an SPF Level of Service of Safety (LOSS)
1 2 3 4 5
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AADT
Predicted Average
Crash Frequency Average 3-Year Predicted
Intersection Year Major Street Minor Street from an SPF Crash Frequency from an SPF

STEP 2—Calculate Standard Deviation Level of Service of Safety (LOSS)
1 2 3 4 5
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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:
Average Observed Predicted Average Crash Standard
Intersection Crash Frequency Frequency from an SPF Deviation
2 11.7 1.7 1.1
3 7.7 2.2 1.4
7 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 3—Calculate Limits for LOSS Categories Level of Service of Safety (LOSS)
1 2 3 4 5
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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 LOSS I Limits LOSS II Limits LOSS III Upper Limit LOSS IV Limits
7 0 to 0.2 0.2 to 2.6 2.6 to 5.0 t 5.0

STEP 4—Calculate Alpha and Beta Parameters Probability of Specific Crash Types Exceeding Threshold Proportion
1 2 3 4 5 6
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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 s2 D
TWSC 0.037 0.22 0.80 2.84

The TWSC intersection population is ranked based on the Probability of Specific Crash Types Exceeding Threshold
Proportion Performance Measure as shown in the following table:
Ranking Based on Probability of Specific Crash Types Exceeding Threshold Proportion Performance Measure
Intersections Probability
2 1.00
11 0.98
9 0.83
12 0.75
16 0.48
6 0.48
13 0.48
20 0.41
4 0.35
17 0.25
5 0.21
1 0.19
18 0.19
7 0.13
10 0.13
3 0.04
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Strengths and Limitations

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STEP 2—Calculate Annual Correction Factor

Expected Average Crash Frequency with Empirical Bayes (EB) Adjustment
1 2 3 4 5 6 7
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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 7—ECONOMIC APPRAISAL 7-7
7.4.3.4. Method Two—Convert Non-Uniform Annual Benefits to Present Value

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7.5. ESTIMATE PROJECT COSTS

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I Creating operating cost estimates

Table 7-3.([SHFWHG$YHUDJH&UDVK)UHTXHQF\DW,QWHUVHFWLRQ:,7+287,QVWDOOLQJWKH5RXQGDERXW
Year in service life (y) Major AADT Minor AADT Nexpected(total) Nexpected(FI)

4

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WLYHO\HVWLPDWHWKHHFRQRPLFEHQH¿WVRIWKHFRXQWHUPHDVXUHV7KHUHIRUHWKH\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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Step 3—Calculate the expected change in crash frequency for total, fatal and injury, and PDO crashes.
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Year in service life, y 'Nexpected(total) 'Nexpected(FI) 'Nexpected(PDO)

4 4.4
4.4
4.4

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Step 4—Convert Change in Crashes to a Monetary Value

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Table 7-9.$QQXDO0RQHWDU\9DOXHRI&KDQJHLQ&UDVKHV
Year in PDO Crash
service life, y 'N(FI) FI Crash Cost AM(FI) 'N(PDO) Cost AM(PDO) AM(total)

4 4.4
4.4
4.4

Step 5—Convert Annual Monetary Values to a Present Value

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Year in service life (y) (3)L\) AM(total) Present Value

4

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

CHAPTER 9—SAFETY EFFECTIVENESS EVALUATION 9-21
Step 4—Calculate the Adjustment Factor, U, to account for the differences between the before and after periods
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Step 5—Calculate the Expected Average Crash Frequency for each Site over the Entire after Period in the
Absence of the Treatment.
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9.10.4. Estimation of the Treatment Effectiveness

Step 6—Calculate an Estimate of the Safety Effectiveness of the Treatment at each site in the form of an odds ratio.
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(1) (13) (27) (28) (29) (30)
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Observed crash frequency in after period Safety effectiveness Variance term
Site No. frequency in after period without treatment Odds ratio (%) (Eq. 9A.1-11)

±
4
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Step 7—Calculate the Safety Effectiveness as a percentage crash change at each site.
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Step 8—Calculate the Overall Effectiveness of the Treatment for all sites combined, in the form of an odds ratio.
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Step 5—Calculate the expected average crash frequency, Nexpected, for each site L, over the entire after period in
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Step 6—Calculate an estimate of the safety effectiveness of the treatment at each site L in the form of an odds
ratio, ORLDV
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NREVHUYHGA 2EVHUYHGFUDVKIUHTXHQF\DWVLWHi for the entire after period
Step 7—Calculate the safety effectiveness as a percentage crash change at siteLDV
6DIHW\(IIHFWLYHQHVVi î±25i $
Step 8—Calculate the overall effectiveness of the treatment for all sites combined, in the form of an odds
ratio, OR
DVIROORZV
$
Step 9—The 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.
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CHAPTER 9—SAFETY EFFECTIVENESS EVALUATION 9-41
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Step 12—Using Equation 9A.2-14, calculate the weighted average log odds ratio,5, across all Q treatment sites
DV
$
Step 13—Exponentiating the result from Equation 9A.2-14, calculate the overall effectiveness of the
treatment, expressed as an odds ratio, ORDYHUDJHGDFURVVDOOVLWHVDVIROORZV
25 = e5 $
Step 14—Calculate the overall safety effectiveness, expressed as a percentage change in crash frequency
DYHUDJHGDFURVVDOOVLWHVDV
6DIHW\(IIHFWLYHQHVV î±O5 $
Step 15—To obtain a measure of the precision of the treatment effectiveness, calculate its standard error,
6((Safety EffectivenessDVIROORZV
$
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9A.3 COMPUTATIONAL PROCEDURE FOR IMPLEMENTING THE SHIFT OF PROPORTIONS SAFETY

EFFECTIVENESS EVALUATION METHOD
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C-14 HIGHWAY SAFETY MANUAL
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PART C—INTRODUCTION AND APPLICATIONS GUIDANCE C-15
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C.6.4. Crash Modification Factors (CMFs)

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

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C.6.6. Weighting Using the Empirical Bayes Method

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CHAPTER 10—PREDICTIVE METHOD FOR RURAL TWO-LANE, TWO-WAY ROADS 10-17
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\
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7RWDO
a
Based on HSIS data for Washington (2002–2006)
Table 10-4.'HIDXOW'LVWULEXWLRQE\&ROOLVLRQ7\SHIRU6SHFL¿F&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)
SINGLE-VEHICLE CRASHES
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2YHUWXUQHG
Ran off road
2WKHUVLQJOHYHKLFOHFUDVK
7RWDOVLQJOHYHKLFOHFUDVKHV
MULTIPLE-VEHICLE CRASHES
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6LGHVZLSHFROOLVLRQE
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a
Based on HSIS data for Washington (2002-2006)
b
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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Table 10-7.6XPPDU\RI&UDVK0RGL¿FDWLRQ)DFWRUV&0)VLQ&KDSWHUDQGWKH&RUUHVSRQGLQJ6DIHW\

3HUIRUPDQFH)XQFWLRQV63)V
Facility Type CMF CMF Description &0)(TXDWLRQVDQG7DEOHV
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10.7.1. Crash Modification Factors for Roadway Segments

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AADT (vehicles per day)
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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.

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6KRXOGHU:LGWKIW
6KRXOGHU7\SH 0 1 2 3 4 6 8
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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Worksheet SP1E—Summary Results or Rural Two-Lane, Two-Way Roadway Segments

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Worksheet SP1E.6XPPDU\5HVXOWVIRU5XUDO7ZR/DQH7ZR:D\5RDGZD\6HJPHQWV
(1) (2) (3) (4) (5)
Crash Severity Predicted Average Crash Roadway Segment Crash Rate

Crash Severity Level 'LVWULEXWLRQ )UHTXHQF\FUDVKHV\HDU Length (mi) (crashes/mi/year)
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The Site/Facility
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The Question
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The Facts
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Assumptions
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Worksheet SP6A.3UHGLFWHGDQG2EVHUYHG&UDVKHVE\6HYHULW\DQG6LWH7\SH8VLQJWKH3URMHFW/HYHO(%0HWKRG
IRU5XUDO7ZR/DQH7ZR:D\5RDGVDQG0XOWLODQH+LJKZD\V
(1) (2) (3) (4) (5) (6)
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Observed Crashes, Overdispersion
Site Type Npredicted (total) Npredicted ), Npredicted 3'2 Nobserved (crashes/year) Parameter, k
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Note: Npredicted w0 = Predicted number of total crashes assuming that crash frequencies are statistically independent
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Npredicted w = Predicted number of total crashes assuming that crash frequencies are perfectly correlated
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Intersection Type Crash Severity Level One Approach Two Approaches
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Stop-controlled approaches are not considered in determining the number of approaches with left-turn lanes
b
Stop signs present on minor-road approaches only.
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Worksheet SP3C—Intersection Crashes for Rural Multilane Highway Intersections

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Results
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Table 11-26.6XPPDU\RI5HVXOWVIRU6DPSOH3UREOHP
Expected Average Crash Predicted Average Crash 3UHGLFWHG&UDVK5HGXFWLRQ
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Site Condition (crashes/year)a Condition (crashes/year)b (crashes/year)
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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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Road type Posted Speed 30 mph or Lower Posted Speed Greater than 30 mph
8
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7
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 (2002–2006)
12.6.2. Safety Performance Functions for Urban and Suburban Arterial Intersections
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Table 12-21.3URSRUWLRQRI)L[HG2EMHFW&ROOLVLRQV
Proportion of Fixed-Object Collisions
Road Type (SIR)
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12.7.2. Crash Modification Factors for Intersections

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Table 12-24.&UDVK0RGL¿FDWLRQ)DFWRU&0)LIRU,QVWDOODWLRQRI/HIW7XUQ/DQHVRQ,QWHUVHFWLRQ$SSURDFKHV

1XPEHURI$SSURDFKHVZLWK/HIW7XUQ/DQHVa
Intersection Type ,QWHUVHFWLRQ7UDI¿F&RQWURO One Approach Two Approaches Three Approaches )RXU$SSURDFKHV
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a
Stop-controlled approaches are not considered in determining the number of approaches with left-turn lanes.
b
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SHUPLVVLYHSURWHFWHG3URWHFWHGSHUPLVVLYHRSHUDWLRQLVDOVRUHIHUUHGWRDVDOHDGLQJOHIWWXUQVLJQDOSKDVHSHUPLV
VLYHSURWHFWHGRSHUDWLRQLVDOVRUHIHUUHGWRDVDODJJLQJOHIWWXUQVLJQDOSKDVH7KH&0)YDOXHVDUHSUHVHQWHGLQ7DEOH
7KHEDVHFRQGLWLRQIRUWKLV&0)LVSHUPLVVLYHOHIWWXUQVLJQDOSKDVLQJ7KLV&0)DSSOLHVWRWRWDOLQWHUVHFWLRQ
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,IVHYHUDODSSURDFKHVWRDVLJQDOL]HGLQWHUVHFWLRQKDYHOHIWWXUQSKDVLQJWKHYDOXHVRI&0)L for each approach are

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The Intersection
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The Question
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The Facts
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I 3URWHFWHGSHUPLVVLYHOHIWWXUQVLJQDOSKDVLQJRQPDMRUURDG
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I $$'7RIPLQRUURDGLVYHKGD\
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I 7KHQXPEHURIEXVVWRSVZLWKLQIWRILQWHUVHFWLRQLV
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Assumptions
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WXUQODQHDQGRQHULJKWWXUQODQHDFURVVRQHVLGHRIWKHGLYLGHGPDMRUURDG
Results
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Steps
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(1) (2) (3) (4) (5) (6)
CMF for CMF for CMF for
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/HIW7XUQ/DQHV Signal Phasing Lanes 7XUQRQ5HG Lighting Cameras Combined CMF
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(1) (2) (3) (4)
63)&RHI¿FLHQWV Overdispersion Parameter, k Initial 1ELPY

from Table 12-10
Crash Severity Level a b c from Table 12-10 IURP(TXDWLRQ
Total
)DWDODQGLQMXU\),
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(1) (5) (6) (8) (9)
$GMXVWHG1ELPY Combined CMFs Predicted 1ELPY

Proportion of Total IURP Calibration
Crash Severity Level Crashes (4)total*(5) :RUNVKHHW% Factor, &L
Total
(4)),),+(4)3'2)
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(1) (2) (3) (4) (5) (6)
Predicted
Proportion of Predicted 1ELPY), Proportion of 1ELPY3'2 Predicted 1ELPY (total)
Collision Type ), (crashes/year) Collision Type 3'2 (crashes/year) (crashes/year)
), from 3'2 from
Collision Type IURP7DEOH :RUNVKHHW& IURP7DEOH :RUNVKHHW& 3'2IURP:RUNVKHHW&
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63)&RHI¿FLHQWV Overdispersion Parameter, k Initial 1ELVY

from Table 12-12
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$GMXVWHG1ELVY Combined CMFs Predicted 1ELVY

Proportion of IURP Calibration
Crash Severity Level Total Crashes (4)total*(5) :RUNVKHHW% Factor, &L
7RWDO
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Proportion of Predicted 1ELVY), of Collision 1ELVY3'2 1ELVY(total)
Collision Type), (crashes/year) Type 3'2 (crashes/year) (crashes/year)
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(1) (2) (3) (4) (5) (6)
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IURP IURP from Calibration

Crash Severity Level :RUNVKHHW& :RUNVKHHW( 7DEOH Factor, &L
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APPENDIX A—SPECIALIZED PROCEDURES COMMON TO ALL PART C CHAPTERS A-5
Table A-2.'DWD1HHGVIRU&DOLEUDWLRQRI3DUW&3UHGLFWLYH0RGHOVE\)DFLOLW\7\SH
Data Need
Chapter Data Element 5HTXLUHG Desirable 'HIDXOW$VVXPSWLRQ
52$':$<6(*0(176
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/HQJWKVRIKRUL]RQWDOFXUYHVDQGWDQJHQWV ; 1HHGDFWXDOGDWD
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6XSHUHOHYDWLRQYDULDQFHIRUKRUL]RQWDOFXUYHV ; 1RVXSHUHOHYDWLRQYDULDQFH
Percent grade ; %DVHGHIDXOWRQWHUUDLQa
/DQHZLGWK ; 1HHGDFWXDOGDWD
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/DQH7ZR:D\
Roads 6KRXOGHUZLGWK ; 1HHGDFWXDOGDWD
3UHVHQFHRIOLJKWLQJ ; $VVXPHQROLJKWLQJ
'ULYHZD\GHQVLW\ ; $VVXPHGULYHZD\VSHUPLOH
3UHVHQFHRISDVVLQJODQH ; $VVXPHQRWSUHVHQW
3UHVHQFHRIVKRUWIRXUODQHVHFWLRQ ; $VVXPHQRWSUHVHQW
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3UHVHQFHRIFHQWHUOLQHUXPEOHVWULS ; %DVHGHIDXOWRQDJHQF\GHVLJQSROLF\
Roadside hazard rating ; $VVXPHURDGVLGHKD]DUGUDWLQJ
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/DQHZLGWK ; 1HHGDFWXDOGDWD
6KRXOGHUZLGWK ; 1HHGDFWXDOGDWD
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Highways
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0HGLDQZLGWK ; 1HHGDFWXDOGDWD
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A-6 HIGHWAY SAFETY MANUAL
Table A-2.'DWD1HHGVIRU&DOLEUDWLRQRI3DUW&3UHGLFWLYH0RGHOVE\)DFLOLW\7\SHFRQWLQXHG
Data Need
1XPEHURIWKURXJKWUDI¿FODQHV ; 1HHGDFWXDOGDWD
Presence of median ; 1HHGDFWXDOGDWD
3UHVHQFHRIFHQWHUWZRZD\OHIWWXUQODQH ; 1HHGDFWXDOGDWD
²8UEDQ 1XPEHURIGULYHZD\VE\ODQGXVHW\SH ; 1HHGDFWXDOGDWDE

DQG6XEXUEDQ 3RVWHGVSHHGOLPLW ; 1HHGDFWXDOGDWD
$UWHULDOV
3UHVHQFHRIRQVWUHHWSDUNLQJ ; 1HHGDFWXDOGDWD
7\SHRIRQVWUHHWSDUNLQJ ; 1HHGDFWXDOGDWD
5RDGVLGH¿[HGREMHFWGHQVLW\ ; GDWDEDVHGHIDXOWRQ¿[HGREMHFW
offset and density categoriesc
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3UHVHQFHRIDXWRPDWHGVSHHGHQIRUFHPHQW ; %DVHGHIDXOWRQDJHQF\SUDFWLFH
INTERSECTIONS
1XPEHURILQWHUVHFWLRQOHJV ; 1HHGDFWXDOGDWD
7\SHRIWUDI¿FFRQWURO ; 1HHGDFWXDOGDWD
$QQXDODYHUDJHGDLO\WUDI¿F$$'7IRUPDMRU ; 1HHGDFWXDOGDWD
road
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/DQH7ZR:D\ road
Roads
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1XPEHURIDSSURDFKHVZLWKOHIWWXUQODQHV ; 1HHGDFWXDOGDWD
1XPEHURIDSSURDFKHVZLWKULJKWWXUQODQHV ; 1HHGDFWXDOGDWD
3UHVHQFHRIOLJKWLQJ ; 1HHGDFWXDOGDWD
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$QQXDODYHUDJHGDLO\WUDI¿F$$'7IRUPDMRU ; 1HHGDFWXDOGDWD
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7DEOH$&RQWLQXHGRQQH[WSDJH

Table A-2.'DWD1HHGVIRU&DOLEUDWLRQRI3DUW&3UHGLFWLYH0RGHOVE\)DFLOLW\7\SHFRQWLQXHG
Data Need
)RUDOOLQWHUVHFWLRQVRQDUWHULDOV
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; 1HHGDFWXDOGDWD
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7\SHRIOHIWWXUQSKDVLQJ ;
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8VHRIUHGOLJKWFDPHUDV ; 1HHGDFWXDOGDWD
3HGHVWULDQYROXPH ; (VWLPDWHZLWK7DEOH
0D[LPXPQXPEHURIODQHVFURVVHGE\SHGHVWULDQV (VWLPDWHIURPQXPEHURIODQHVDQG
;
on any approach SUHVHQFHRIPHGLDQRQPDMRUURDG
3UHVHQFHRIEXVVWRSVZLWKLQIW ; $VVXPHQRWSUHVHQW
3UHVHQFHRIVFKRROVZLWKLQIW ; $VVXPHQRWSUHVHQW
3UHVHQFHRIDOFRKROVDOHVHVWDEOLVKPHQWV
; $VVXPHQRWSUHVHQW
ZLWKLQIW
a
Suggested default values for calibration purposes: CMF = 1.00 for level terrain; CMF = 1.06 for rolling terrain; CMF = 1.14 for mountainous terrain
b
Use actual data for number of driveways, but simplified land-use categories may be used (e.g., commercial and residential only).
c
CMFs may be estimated based on two categories of fixed-object offset (Ofo)—either 5 or 20 ft—and three categories of fixed-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.
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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

maj
) + 0.20 × ln(AADTmin)]
Where:
Nspf int = predicted number of total intersection-related crashes per year for base conditions;
AADTmaj = average annual daily entering traffic volumes (vehicles/day) on the major road; and
AADTmin = average annual daily entering traffic 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 first 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.

Table Ex-1. Example of Calibration Factor Computation

1 2 3 4 5 6 7 8 9 10
Intersection Intersection Predicted
Approaches Approaches Years Average Observed
SPF with with of Crash Crash
AADTmaj AADTmin Prediction Left-Turn Lanes CMF1i Right-Turn Lane CMF2i Data Frequency Frequency
4000 2000 3.922 1 0.82 1 0.96 3 9.262 4
3000 1500 3.116 0 1.00 2 0.92 2 5.733 5
5000 3400 4.986 0 1.00 2 0.92 3 13.761 10
6500 3000 5.692 0 1.00 2 0.92 3 15.709 5
3600 2300 3.786 1 0.82 1 0.96 3 8.941 2
4600 4500 5.016 0 1.00 2 0.92 3 13.844 8
5700 3300 5.362 1 0.82 1 0.96 3 12.662 5
6800 1500 5.091 1 0.82 1 0.96 2 8.015 4
Sum 87.928 43
Calibration Factor (Ci) 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-specific SPFs
using their agency’s 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-specific models and retain other SPFs from the Part C chapters.
Within the first two to three years after a jurisdiction-specific SPF is developed, calibration of the jurisdiction-
specific 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-specific 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 fit into the applicable Part C predictive method. The
following guidelines for development of jurisdiction-specific SPFs that are acceptable for use in Part C include:
 In preparing the crash data to be used for development of jurisdiction-specific SPFs, crashes are assigned to
roadway segments and intersections following the definitions explained in Appendix A.2.3 and illustrated in
Figure A-1.
 The jurisdiction-specific SPF should be developed with a statistical technique such as negative binomial regression
that accounts for the overdispersion typically found in crash data and quantifies an overdispersion parameter so
that the model’s predictions can be combined with observed crash frequency data using the EB Method.
 The jurisdiction-specific 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-specific SPF should include the effects of the following traffic volumes: average annual
daily traffic volume for roadway segment and major- and minor-road average annual daily traffic volumes for
intersections.
 The jurisdiction-specific SPF for any roadway segment facility type should have a functional form in which
predicted average crash frequency is directly proportional to segment length.

Table A-3.'HIDXOW&UDVK'LVWULEXWLRQV8VHGLQ3DUW&3UHGLFWLYH0RGHOV:KLFK0D\%H&DOLEUDWHGE\8VHUVWR
/RFDO&RQGLWLRQV
Type of Roadway Element
Table or
(TXDWLRQ Roadway 'DWD(OHPHQWRU'LVWULEXWLRQ7KDW0D\%H
Chapter 1XPEHU Segments Intersections Calibrated to Local Conditions
7DEOH ; &UDVKVHYHULW\E\IDFLOLW\W\SHIRUURDGZD\VHJPHQWV
7DEOH ; &ROOLVLRQW\SHE\IDFLOLW\W\SHIRUURDGZD\VHJPHQWV
7DEOH ; &UDVKVHYHULW\E\IDFLOLW\W\SHIRULQWHUVHFWLRQV
²5XUDO7ZR
7DEOH ; &ROOLVLRQW\SHE\IDFLOLW\W\SHIRULQWHUVHFWLRQV
/DQH7ZR:D\
Roads (TXDWLRQ ; 'ULYHZD\UHODWHGFUDVKHVDVDSURSRUWLRQRIWRWDOFUDVKHVSGZ\ )
7DEOH ; 1LJKWWLPHFUDVKHVDVDSURSRUWLRQRIWRWDOFUDVKHVE\VHYHULW\OHYHO
1LJKWWLPHFUDVKHVDVDSURSRUWLRQRIWRWDOFUDVKHVE\VHYHULW\OHYHO
7DEOH ;
DQGE\LQWHUVHFWLRQW\SH
7DEOH ; &UDVKVHYHULW\DQGFROOLVLRQW\SHIRUXQGLYLGHGVHJPHQWV
7DEOH ; &UDVKVHYHULW\DQGFROOLVLRQW\SHIRUGLYLGHGVHJPHQWV
7DEOH ; &UDVKVHYHULW\DQGFROOLVLRQW\SHE\LQWHUVHFWLRQW\SH
²5XUDO 1LJKWWLPHFUDVKHVDVDSURSRUWLRQRIWRWDOFUDVKHVE\VHYHULW\OHYHO
0XOWLODQH 7DEOH ;
DQGE\URDGZD\VHJPHQWW\SHIRUXQGLYLGHGURDGZD\VHJPHQWV
Highways
7DEOH ;
DQGE\URDGZD\VHJPHQWW\SHIRUGLYLGHGURDGZD\VHJPHQWV
7DEOH ;
&UDVKVHYHULW\DQGFROOLVLRQW\SHIRUPXOWLSOHYHKLFOHQRQGULYHZD\
7DEOH ;
FROOLVLRQVE\URDGZD\VHJPHQWW\SH
&UDVKVHYHULW\DQGFROOLVLRQW\SHIRUVLQJOHYHKLFOHFUDVKHVE\
7DEOH ;
roadway segment type
7DEOH ; &UDVKVHYHULW\IRUGULYHZD\UHODWHGFROOLVLRQVE\URDGZD\VHJPHQWW\SHa
7DEOH ; 3HGHVWULDQFUDVKDGMXVWPHQWIDFWRUE\URDGZD\VHJPHQWW\SH
7DEOH ; %LF\FOHFUDVKDGMXVWPHQWIDFWRUE\URDGZD\VHJPHQWW\SH
&UDVKVHYHULW\DQGFROOLVLRQW\SHIRUPXOWLSOHYHKLFOHFROOLVLRQVE\
²8UEDQ 7DEOH ;
intersection type
DQG6XEXUEDQ
$UWHULDOV &UDVKVHYHULW\DQGFROOLVLRQW\SHIRUVLQJOHYHKLFOHFUDVKHVE\
7DEOH ;
intersection type
3HGHVWULDQFUDVKDGMXVWPHQWIDFWRUE\LQWHUVHFWLRQW\SHIRUVWRS
7DEOH ;
FRQWUROOHGLQWHUVHFWLRQV
7DEOH ; %LF\FOHFUDVKDGMXVWPHQWIDFWRUE\LQWHUVHFWLRQW\SH
7DEOH ;
DQGE\URDGZD\VHJPHQWW\SH
7DEOH ;
a
The only portion of Table 12-7 that should be modified 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 modified by HSM users.

(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 specific roadway segment facility types and for two speed
categories: low speed (traffic speeds or posted speed limits of 30 mph or less) and intermediate or high speed (traffic
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
sufficient 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, sufficient 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
sufficient 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, sufficient 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 specific 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 specific intersection facility types. For a given
facility type, the bicycle crash adjustment factor is computed using Equation A-3. The bicycle crash

VKRXOGWKHUHIRUHEHH[FOXGHGIURPWKHFRPSXWDWLRQVZLWKWKH(%0HWKRG&KDSWHUXVHVPXOWLSOHPRGHOVZLWK
GLIIHUHQWRYHUGLVSHUVLRQSDUDPHWHUVLQVDIHW\SUHGLFWLRQVIRUDQ\VSHFL¿FURDGZD\VHJPHQWRULQWHUVHFWLRQ:KHUH
REVHUYHGFUDVKGDWDDUHDJJUHJDWHGVRWKDWWKHFRUUHVSRQGLQJYDOXHRISUHGLFWHGFUDVKIUHTXHQF\LVGHWHUPLQHGDVWKH
VXPRIWKHUHVXOWVIURPPXOWLSOHSUHGLFWLYHPRGHOVZLWKGLIIHULQJRYHUGLVSHUVLRQSDUDPHWHUVWKHSURMHFWOHYHO(%
0HWKRGSUHVHQWHGLQ$SSHQGL[$VKRXOGEHDSSOLHGUDWKHUWKDQWKHVLWHVSHFL¿FPHWKRGSUHVHQWHGKHUH
&KDSWHUVDQGHDFKSUHVHQWZRUNVKHHWVWKDWFDQEHXVHGWRDSSO\WKHVLWHVSHFL¿F(%0HWKRGDVSUHVHQWHG
in this section.
$SSHQGL[$H[SODLQVKRZWRXSGDWHNH[SHFWHGWRDIXWXUHWLPHSHULRGVXFKDVWKHWLPHSHULRGZKHQDSURSRVHG
IXWXUHSURMHFWZLOOEHLPSOHPHQWHG7KLVSURFHGXUHLVRQO\DSSOLFDEOHLIWKHFRQGLWLRQVRIWKHSURSRVHGSURMHFWZLOO
QRWEHVXEVWDQWLDOO\GLIIHUHQWIURPWKHURDGZD\FRQGLWLRQVGXULQJZKLFKWKHREVHUYHGFUDVKGDWDZDVFROOHFWHG
A.2.5. Apply the Project-Level EB Method

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URDGZD\VHJPHQWVDQGLQWHUVHFWLRQVWKDWPDNHXSDIDFLOLW\RUSURMHFWRILQWHUHVW$OWHUQDWLYHSURFHGXUHVDUH
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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 regard-
ing the effects on crash frequency of the various geometric and operational elements presented throughout Part D.
The following subsections explain useful information about:

II 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.
To effectively use the crash modification factors in Part D, it is important to understand the notations and terminolo-
gy, as well as the situation in which the countermeasure associated with the CMF is going to be applied. Understand-
ing 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 infor-
mation 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
T 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
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WDQWWRQRWHVLQFHDWUHDWPHQWZLWKVXFKD&0)PD\UHVXOWLQQRFKDQJHLQVDIHW\7KHVH&0)VVKRXOGEHXVHG
ZLWKFDXWLRQ
I 7KHGHJUHHV\PEROLQGLFDWHVWKDWWKHVWDQGDUGHUURUKDVQRWEHHQTXDQWL¿HGIRUWKH&0)WKHUHIRUHWKHSRWHQWLDO
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I 7KHSOXVVLJQLQGLFDWHVWKDWWKH&0)LVWKHUHVXOWRIFRPELQLQJ&0)VIURPPXOWLSOHVWXGLHV
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FUDVKHVEXWLQFUHDVHSURSHUW\GDPDJHRQO\3'2FUDVKHV
8QGHUVWDQGLQJWKHPHDQLQJVRIWKHVXSHUVFULSWVDQGWKHVWDQGDUGHUURURID&0)ZLOOEXLOGIDPLOLDULW\ZLWKWKHUHOL
DELOLW\DQGVWDELOLW\WKDWFDQEHH[SHFWHGIURPHDFKWUHDWPHQW$&0)ZLWKDUHODWLYHO\KLJKVWDQGDUGHUURUGRHVQRW
PHDQWKDWLWVKRXOGQRWEHXVHGLWPHDQVWKDWWKH&0)VKRXOGEHXVHGZLWKWKHDZDUHQHVVRIWKHUDQJHRIUHVXOWVWKDW
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³6DIHW\(IIHFWLYHQHVV(YDOXDWLRQÍRUPRUHLQIRUPDWLRQ
D.4.3. Terminology
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ZRUGVWRXQGHUVWDQGDUH
I 8QVSHFL¿HG,QVRPHFDVHV&0)WDEOHVLQFOXGHVRPHFKDUDFWHULVWLFVWKDWDUH³XQVSHFL¿HG´7KLVLQGLFDWHVWKDWWKH
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I ,QMXU\,Q3DUW'RIWKH+60LQMXU\FUDVKHVLQFOXGHIDWDOFUDVKHVXQOHVVRWKHUZLVHQRWHG
I $OO6HWWLQJV,QVRPHLQVWDQFHVUHVHDUFKSUHVHQWHGDJJUHJDWHGUHVXOWVIRUPXOWLSOHVHWWLQJVHJXUEDQDQGVXEXU
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D.4.4. Application of CMFs to Estimate Crash Frequency

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DSSURDFKLVWKHVHFRQGPRVWUHOLDEOHDQGWKHWKLUGDSSURDFKLVWKHDSSURDFKXVHGLIDVDIHW\SHUIRUPDQFHIXQFWLRQLV
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WDOV´7KHVSHFL¿FVWHSE\VWHSSURFHVVIRUFDOFXODWLQJDQHVWLPDWHGFKDQJHLQFUDVKHVXVLQJDSSURDFKRUOLVWHG
DERYHLVSUHVHQWHGLQ&KDSWHU³(FRQRPLF$SSUDLVDO´

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+RUÀDWWHU
Table 13-20.3RWHQWLDO&UDVK(IIHFWVRI6LGHVORSHVRQ8QGLYLGHG6HJPHQWV

Setting Crash Type
Treatment 5RDG7\SH 7UDI¿F9ROXPH 6HYHULW\ CMF Std. Error
9+RU)ODWWHU
9+
5XUDO
9+ $OOW\SHV
0XOWLODQH 8QVSHFL¿HG 1$
8QVSHFL¿HG
9+ highway)
9+RU6WHHSHU
%DVH&RQGLWLRQ3URYLVLRQRID9+RUÀDWWHUVLGHVORSH
13.5.2.2. Increase the Distance to Roadside Features

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7KHFUDVKHIIHFWVRILQFUHDVLQJWKHGLVWDQFHWRURDGVLGHIHDWXUHVIURPIWWRIWRUIURPIWWRIWDUHVKRZQ
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7KHEDVHFRQGLWLRQRIWKH&0)VLHWKHFRQGLWLRQLQZKLFKWKH&0) LVDGLVWDQFHRIHLWKHUIWRUIW

WRURDGVLGHIHDWXUHVGHSHQGLQJRQRULJLQDOJHRPHWU\

13.5.2.4. Install Median Barrier

$PHGLDQEDUULHULV³DORQJLWXGLQDOEDUULHUXVHGWRSUHYHQWDQHUUDQWYHKLFOHIURPFURVVLQJWKHKLJKZD\PHGLDQ´
The AASHTO 5RDGVLGH'HVLJQ*XLGHSURYLGHVSHUIRUPDQFHUHTXLUHPHQWVSODFHPHQWJXLGHOLQHVDQGVWUXFWXUDODQG
VDIHW\FKDUDFWHULVWLFVRIGLIIHUHQWPHGLDQEDUULHUV\VWHPV
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VKRZQLQ7DEOH
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Table 13-23.3RWHQWLDO&UDVK(IIHFWVRI,QVWDOOLQJD0HGLDQ%DUULHU
Setting 7UDI¿F Crash Type
Treatment 5RDG7\SH Volume 6HYHULW\ CMF Std. Error
$OOW\SHV
0.57? 0.1
)DWDO
,QVWDOODQ\W\SHRI $OOW\SHV
0.70? 0.06
PHGLDQEDUULHU ,QMXU\
8QVSHFL¿HG
$$'7RIWR $OOW\SHV
0XOWLODQHGLYLGHG 1.24? 0.03
$OOVHYHULWLHV
highways)
,QVWDOOVWHHOPHGLDQEDUULHU 0.65 0.08

$OOW\SHV
,QMXU\
,QVWDOOFDEOHPHGLDQEDUULHU 0.71 0.1
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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 D—Introduction and Applications Guide.
Width of the median where the barrier was installed and the use of barrier warrants are unspecified.
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

CHAPTER 13—ROADWAY SEGMENTS 13-35
Table 13-39.3RWHQWLDO&UDVK(IIHFWVRI3ODFLQJ(GJHOLQHDQG&HQWHUOLQH0DUNLQJV
Setting Crash Type
5XUDO
3ODFHHGJHOLQHDQG $OOW\SHV
7ZRODQH 8QVSHFL¿HG 0.76 0.1
FHQWHUOLQHPDUNLQJV ,QMXU\
0XOWLODQHXQGLYLGHG
%DVH&RQGLWLRQ$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 Crash Type
8UEDQ5XUDO
$OOW\SHV
,QVWDOOHGJHOLQHVFHQWHUOLQHVDQG30'V 7ZRODQHPXOWLODQH 8QVSHFL¿HG 0.55 0.1
,QMXU\
XQGLYLGHG
%DVH&RQGLWLRQ$EVHQFHRIPDUNLQJV
NOTE: Based on U.S. studies: Tamburri, Hammer, Glennon and Lew 1968, Roth 1970.
13.8.2.7. Install Snowplowable, Permanent RPMs

,QVWDOOLQJVQRZSORZDEOHSHUPDQHQW530VUHTXLUHVFRQVLGHUDWLRQRIWUDI¿FYROXPHVDQGKRUL]RQWDOFXUYDWXUH
5XUDOWZRODQHURDGV
7KHFUDVKHIIHFWVRILQVWDOOLQJVQRZSORZDEOHSHUPDQHQW530VRQORZYROXPH$$'7RIWRPHGLXPYROXPH
$$'7RIWRDQGKLJKYROXPH$$'7RIWRURDGVDUHVKRZQLQ7DEOH
7KHYDU\LQJFUDVKHIIHFWE\WUDI¿FYROXPHLVOLNHO\GXHWRWKHORZHUGHVLJQVWDQGDUGVHJQDUURZHUODQHV
QDUURZHUVKRXOGHUVHWFDVVRFLDWHGZLWKORZYROXPHURDGV3URYLGLQJLPSURYHGGHOLQHDWLRQVXFKDV530V
PD\FDXVHGULYHUVWRLQFUHDVHWKHLUVSHHGV7KHYDU\LQJFUDVKHIIHFWE\FXUYHUDGLXVLVOLNHO\UHODWHGWRWKH
QHJDWLYHLPSDFWRIVSHHGLQFUHDVHV7KHEDVHFRQGLWLRQRIWKH&0)VLHWKHFRQGLWLRQLQZKLFKWKH&0)
LVWKHDEVHQFHRI530V

Table 13-54.6XPPDU\RI5RDGZD\7UHDWPHQWVIRU3HGHVWULDQVDQG%LF\FOLVWV
Rural Two- Rural Multilane Urban Suburban
HSM Section Treatment Lane Road Highway Freeway Expressway Arterial Arterial
$SSHQGL[$ 3URYLGHDVLGHZDONRUVKRXOGHU 1$ 1$ 1$ 1$ T ²
,QVWDOOUDLVHGSHGHVWULDQ
$SSHQGL[$ 1$ 1$ 1$ 1$ T T
FURVVZDONV
,QVWDOOSHGHVWULDQDFWLYDWHG
$SSHQGL[$ ÀDVKLQJ\HOORZEHDFRQVZLWK 1$ 1$ 1$ 1$ T T
RYHUKHDGVLJQV
,QVWDOOSHGHVWULDQDFWLYDWHG
ÀDVKLQJ\HOORZEHDFRQVZLWK
$SSHQGL[$ 1$ 1$ 1$ 1$ T T
RYHUKHDGVLJQVDQGDGYDQFH
SDYHPHQWPDUNLQJV
,QVWDOORYHUKHDGHOHFWURQLF
$SSHQGL[$ VLJQVZLWKSHGHVWULDQDFWLYDWHG 1$ 1$ 1$ 1$ T ²
FURVVZDONÀDVKLQJEHDFRQV
5HGXFHSRVWHGVSHHGOLPLW
$SSHQGL[$ WKURXJKVFKRRO]RQHVGXULQJ T T 1$ 1$ T T
VFKRROWLPHV
3URYLGHSHGHVWULDQRYHUSDVVHV
$SSHQGL[$ ² ² 1$ 1$ T T
DQGXQGHUSDVVHV
0DUNFURVVZDONVDW
$SSHQGL[$ XQFRQWUROOHGORFDWLRQV ² 1$ 1$ 1$ T T
LQWHUVHFWLRQRUPLGEORFN
8VHDOWHUQDWLYHFURVVZDON
$SSHQGL[$ PDUNLQJVDWPLGEORFN ² 1$ 1$ 1$ T T
ORFDWLRQV
8VHDOWHUQDWLYHFURVVZDON
$SSHQGL[$ ² 1$ 1$ 1$ T T
GHYLFHVDWPLGEORFNORFDWLRQV
3URYLGHDUDLVHGPHGLDQRU
$SSHQGL[$ UHIXJHLVODQGDWPDUNHGDQG 1$ 1$ 1$ 1$ T T
XQPDUNHGFURVVZDONV
3URYLGHDUDLVHGRUÀXVK
PHGLDQRUFHQWHUWZRZD\
$SSHQGL[$ 1$ 1$ 1$ 1$ T T
OHIWWXUQODQHDWPDUNHGDQG
XQPDUNHGFURVVZDONV
,QVWDOOSHGHVWULDQUHIXJHLVODQGV
$SSHQGL[$ 1$ 1$ 1$ 1$ T T
RUVSOLWSHGHVWULDQFURVVRYHUV
$SSHQGL[$ :LGHQPHGLDQ 1$ ² 1$ 1$ T T
3URYLGHGHGLFDWHGELF\FOHODQHV
$SSHQGL[$ 1$ 1$ 1$ 1$ T ²
%/V
3URYLGHZLGHFXUEODQHV
$SSHQGL[$ 1$ 1$ 1$ 1$ T ²
:&/V
3URYLGHVKDUHGEXVELF\FOH
$SSHQGL[$ 1$ 1$ 1$ 1$ T ²
ODQHV
5HVWULSHURDGZD\WRSURYLGH
$SSHQGL[$ 1$ 1$ 1$ 1$ T ²
ELF\FOHODQH
3DYHKLJKZD\VKRXOGHUVIRU
$SSHQGL[$ T T 1$ 1$ 1$ ²
ELF\FOHV
3URYLGHVHSDUDWHELF\FOH
$SSHQGL[$ 1$ 1$ 1$ 1$ T ²
IDFLOLWLHV
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.

CHAPTER 13—ROADWAY SEGMENTS 13-51

:KHUH
$$'7 DYHUDJHDQQXDOGDLO\WUDI¿FYROXPHRIWKHURDGZD\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 Crash Type Std.
Treatment 5RDG7\SH 7UDI¿F9ROXPH 6HYHULW\ CMF Error
5HGXFHGULYHZD\VIURPWR±SHUPLOH 0.71 0.04
8UEDQDQGVXEXUEDQ $OOW\SHV
5HGXFHGULYHZD\VIURP±WR±SHUPLOH 8QVSHFL¿HG 0.69 0.02
$UWHULDO ,QMXU\
5HGXFHGULYHZD\VIURP±WROHVVWKDQSHUPLOH 0.75 0.03
%DVH&RQGLWLRQ,QLWLDOGULYHZD\GHQVLW\SHUPLOHEDVHGRQYDOXHVLQWKLVWDEOH±DQG±SHUPLOH
NOTE: Based on international studies: Jensen 1968; Grimsgaard 1976; Hvoslef 1977; Amundsen 1979; Grimsgaard 1979; Hovd 1979; Muskaug 1985.

Table 14-3.3RWHQWLDO&UDVK(IIHFWVRI&RQYHUWLQJD6LJQDOL]HG,QWHUVHFWLRQLQWRD0RGHUQ5RXQGDERXW
Setting Crash Type
Treatment ,QWHUVHFWLRQ7\SH 7UDI¿F9ROXPH 6HYHULW\ CMF Std. Error
$OOW\SHV
0.99* 0.1
8UEDQ $OOVHYHULWLHV
2QHRUWZRODQHV $OOW\SHV
0.40 0.1
,QMXU\
&RQYHUWVLJQDOL]HGLQWHUVHFWLRQWR 6XEXUEDQ $OOW\SHV
8QVSHFL¿HG 0.33 0.05
PRGHUQURXQGDERXW 7ZRODQHV $OOVHYHULWLHV
$OOW\SHV
0.52 0.06
$OOVHWWLQJV $OOVHYHULWLHV
2QHRUWZRODQHV $OOW\SHV
0.22 0.07
,QMXU\
%DVH&RQGLWLRQ6LJQDOL]HGLQWHUVHFWLRQ
NOTE: Bold text is used for the most reliable CMFs. These CMFs have a standard error of 0.1 or less.
*Observed variability suggests that this treatment could result in an increase, decrease, or no change in crashes. See Part D—Introduction and
Applications Guidance.
The study from which this information was obtained does not contain information related to the posted or observed speeds at or on approach
to the intersections that were converted to a modern roundabout.
,IWKHVHWWLQJLVNQRZQLWLVUHFRPPHQGHGWKDWWKHFRUUHVSRQGLQJXUEDQVXEXUEDQ&0)EHXVHGUDWKHUWKDQWKH&0)
IRU³$OOVHWWLQJV´
,QIRUPDWLRQUHJDUGLQJSHGHVWULDQVDQGELF\FOLVWVDWPRGHUQURXQGDERXWVLVFRQWDLQHGLQ$SSHQGL[$
14.4.2.3. Convert a Stop-Controlled Intersection to a Modern Roundabout

8UEDQVXEXUEDQDQGUXUDOVWRSFRQWUROOHGLQWHUVHFWLRQV
7DEOHVXPPDUL]HVWKHFUDVKHIIHFWVUHODWHGWR
I &RQYHUWLQJDQLQWHUVHFWLRQZLWKPLQRUURDGVWRSFRQWUROLQWRDPRGHUQURXQGDERXW
I &RQYHUWLQJDUXUDOLQWHUVHFWLRQZLWKPLQRUURDGVWRSFRQWUROLQWRDRQHODQHPRGHUQURXQGDERXW
I &RQYHUWLQJDQXUEDQLQWHUVHFWLRQZLWKPLQRUURDGVWRSFRQWUROLQWRDRQHODQHPRGHUQURXQGDERXW
I &RQYHUWLQJDQXUEDQLQWHUVHFWLRQZLWKPLQRUURDGVWRSFRQWUROLQWRDWZRODQHPRGHUQURXQGDERXW
&RQYHUWLQJDVXEXUEDQLQWHUVHFWLRQZLWKPLQRUURDGVWRSFRQWUROLQWRDRQHODQHRUWZRODQHPRGHUQURXQGDERXWDQG
I
I &RQYHUWLQJDQDOOZD\VWRSFRQWUROOHGLQWHUVHFWLRQLQDQ\VHWWLQJLQWRDPRGHUQURXQGDERXW
7KHSUHGLFWLYHPHWKRGIRUXUEDQDQGVXEXUEDQDUWHULDOVLQ&KDSWHULQFOXGHVDSURFHGXUHIRUURXQGDERXWVDW
LQWHUVHFWLRQVWKDWSUHYLRXVO\KDGPLQRUURDGVWRSFRQWURO7KLVSURFHGXUHLVEDVHGRQWKH&0)IRULQVWDOOLQJPRGHUQ
URXQGDERXWVLQDOOVHWWLQJVSUHVHQWHGLQ7DEOH
7KHEDVHFRQGLWLRQIRUWKH&0)VVKRZQLQ7DEOHLHWKHFRQGLWLRQLQZKLFKWKH&0) LVDVWRSFRQ

WUROOHGLQWHUVHFWLRQ

CHAPTER 14—INTERSECTIONS 14-19
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
confidence 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


: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
%\UHPRYLQJOHIWWXUQLQJYHKLFOHVIURPWKHWKURXJKWUDI¿FVWUHDPFRQÀLFWVZLWKWKURXJKYHKLFOHVFDQEHUHGXFHG
RUHYHQHOLPLQDWHGGHSHQGLQJRQWKHVLJQDOWLPLQJDQGSKDVLQJVFKHPH3URYLGLQJDOHIWWXUQODQHDOORZVGULYHUVWR
ZDLWLQWKHWXUQODQHXQWLODJDSLQWKHRSSRVLQJWUDI¿FDOORZVWKHPWRWXUQVDIHO\7KHOHIWWXUQODQHKHOSVWRUHGXFH
FRQÀLFWVZLWKRSSRVLQJWKURXJKWUDI¿F

14.7.2.8. Install Red-Light Cameras at Intersections

9DULRXV,QWHOOLJHQW7UDQVSRUWDWLRQ6\VWHP,76WUHDWPHQWVDUHDYDLODEOHIRUDWJUDGHLQWHUVHFWLRQV7UHDWPHQWV
LQFOXGHVLJQDOFRRUGLQDWLRQUHGOLJKWKROGV\VWHPVTXHXHGHWHFWLRQV\VWHPVDXWRPDWHGHQIRUFHPHQWDQGUHGOLJKW
FDPHUDV$WWKHWLPHRIWKLVHGLWLRQRIWKH+60UHGOLJKWFDPHUDVZHUHWKHRQO\WUHDWPHQWIRUZKLFKWKHFUDVKHI
IHFWVZHUHEHWWHUXQGHUVWRRG7KLVVHFWLRQGLVFXVVHVWKHHIIHFWVRQFUDVKIUHTXHQF\RILQVWDOOLQJUHGOLJKWFDPHUDV
5HGOLJKWFDPHUDVDUHSRVLWLRQHGDORQJWKHDSSURDFKHVWRLQWHUVHFWLRQVZLWKWUDI¿FVLJQDOVWRGHWHFWDQGUHFRUGWKH
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

Crash Type
Treatment 6HWWLQJ,QWHUVHFWLRQ7\SH 7UDI¿F9ROXPH 6HYHULW\ CMF Std. Error
5LJKWDQJOHDQGOHIWWXUQ
opposite direction 0.74?+ 0.03
$OOVHYHULWLHV
5LJKWDQJOHDQGOHIWWXUQ
,QVWDOOUHGOLJKW 8UEDQ opposite direction 0.84? 0.07
8QVSHFL¿HG ,QMXU\
cameras 8QVSHFL¿HG
5HDUHQG
1.18?+ 0.03
$OOVHYHULWLHV
5HDUHQG
1.24? 0.1
,QMXU\
%DVH&RQGLWLRQ$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 D—Introduction 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$SRVLWLYHVSLOORYHUHIIHFWLVWKHUHGXFWLRQRI
FUDVKHVDWDGMDFHQWLQWHUVHFWLRQVZLWKRXWUHGOLJKWFDPHUDVGXHWRGULYHUV¶VHQVLWLYLW\WRWKHSRVVLELOLW\RIDUHGOLJKW
FDPHUDEHLQJSUHVHQW&UDVKPLJUDWLRQLVDUHGXFWLRQLQFUDVKRFFXUUHQFHDWWKHLQWHUVHFWLRQVZLWKUHGOLJKWFDPHUDV
DQGDQLQFUHDVHLQFUDVKHVDWDGMDFHQWLQWHUVHFWLRQVZLWKRXWUHGOLJKWFDPHUDVDVWUDYHOSDWWHUQVVKLIWWRDYRLGUHG
OLJKWFDPHUDORFDWLRQV+RZHYHUWKHH[LVWHQFHDQGRUPDJQLWXGHRIWKHFUDVKHIIHFWVDUHQRWFHUWDLQDWWKLVWLPH
14.8. CONCLUSION
7KHWUHDWPHQWVGLVFXVVHGLQWKLVFKDSWHUIRFXVRQWKHFUDVKHIIHFWVRIFKDUDFWHULVWLFVGHVLJQHOHPHQWVWUDI¿FFRQWURO
HOHPHQWVDQGRSHUDWLRQDOHOHPHQWVUHODWHGWRLQWHUVHFWLRQV7KHLQIRUPDWLRQSUHVHQWHGLVWKH&0)VNQRZQWRDGH
JUHHRIVWDWLVWLFDOVWDELOLW\DQGUHOLDELOLW\IRULQFOXVLRQLQWKLVHGLWLRQRIWKH+60$GGLWLRQDOTXDOLWDWLYHLQIRUPDWLRQ
UHJDUGLQJSRWHQWLDOLQWHUVHFWLRQWUHDWPHQWVLVFRQWDLQHGLQ$SSHQGL[$
7KHUHPDLQLQJFKDSWHUVLQ3DUW'SUHVHQWWUHDWPHQWVUHODWHGWRRWKHUVLWHW\SHVVXFKDVURDGZD\VHJPHQWVDQG
LQWHUFKDQJHV7KHPDWHULDOLQWKLVFKDSWHUFDQEHXVHGLQFRQMXQFWLRQZLWKDFWLYLWLHVLQ&KDSWHU²6HOHFW&RXQWHU
PHDVXUHVDQG&KDSWHU²(FRQRPLF$SSUDLVDO6RPH3DUW'&0)VDUHLQFOXGHGLQ3DUW&IRUXVHLQWKHSUHGLFWLYH
PHWKRG2WKHU3DUW'&0)VDUHQRWSUHVHQWHGLQ3DUW&EXWFDQEHXVHGLQWKHPHWKRGVWRHVWLPDWHFKDQJHLQFUDVK
IUHTXHQF\GHVFULEHGLQ6HFWLRQ&

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
3URYLGLQJDWKUHHVHFRQG/3,DWVLJQDOL]HGLQWHUVHFWLRQVZLWKSHGHVWULDQVLJQDOKHDGVDQGDRQHVHFRQGDOOUHGLQWHUYDO
DSSHDUVWRUHGXFHFRQÀLFWVEHWZHHQSHGHVWULDQVDQGWXUQLQJYHKLFOHV,QDGGLWLRQDWKUHHVHFRQG/3,DSSHDUVWRUH
GXFHWKHLQFLGHQFHRISHGHVWULDQV\LHOGLQJWKHULJKWRIZD\WRWXUQLQJYHKLFOHVPDNLQJLWHDVLHUIRUSHGHVWULDQVWRFURVV
WKHVWUHHWE\DOORZLQJWKHPWRRFFXS\WKHFURVVZDONEHIRUHWXUQLQJYHKLFOHVDUHSHUPLWWHGWRHQWHUWKHLQWHUVHFWLRQ
14A.5.1.9. Provide Actuated Control

7KHFKRLFHEHWZHHQDFWXDWHGRUSUHWLPHGRSHUDWLRQVLVLQÀXHQFHGE\WKHSUDFWLFHVDQGVWDQGDUGVRIWKHMXULVGLFWLRQ
,QWHUVHFWLRQVSHFL¿FFKDUDFWHULVWLFVVXFKDVWUDI¿FÀRZVDQGLQWHUVHFWLRQGHVLJQDOVRLQÀXHQFHWKHXVHRIDFWXDWHGRU
SUHWLPHGSKDVHV
)RUWKHVDPHWUDI¿FÀRZFRQGLWLRQVDWDQDFWXDWHGVLJQDODQGSUHWLPHGVLJQDODFWXDWHGFRQWURODSSHDUVWRUHGXFH
VRPHW\SHVRIFUDVKHVFRPSDUHGZLWKSUHWLPHGWUDI¿FVLJQDOV+RZHYHUWKHPDJQLWXGHRIWKHFUDVKHIIHFWLVQRW
certain at this time.
14A.5.1.10. Operate Signals in “Night-Flash” Mode

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14A.5.1.11. Provide Advance Static Warning Signs and Beacons

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14A.5.1.12. Provide Advance Warning Flashers and Warning Beacons

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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

Single
HSM One Point Partial Full
Section Treatment Trumpet Quadrant Diamond Urban Cloverleaf Cloverleaf Directional
15.4.2.1 Convert intersection
to grade-separated       
interchange
15.4.2.2 Design interchange with
 —  —   —
crossroad above freeway
15.4.2.3 Modify speed change
lane design       
15.4.2.4 Modify two-lane-change
merge/diverge area to       
one-lane-change
Appendix Redesign interchange
15A.2.2.1 to modify interchange T T T T T T T
configuration
Appendix Modify interchange
T T T T T T T
15A.2.2.2 spacing
Appendix Provide right-hand exit
T T T T T T T
15A.2.2.3 and entrance ramps
Appendix Increase horizontal curve
T T T T T T T
15A.2.2.4 radius of ramp roadway
Appendix Increase lane width of
T T T T T T T
15A.2.2.5 ramp roadway
Appendix Increase length of
15A.2.2.6 weaving areas between
T T T T T T T
adjacent entrance and
exit ramps
Appendix Redesign interchange
15A.2.2.7 to provide collector- T T T T T T T
distributor roads
Appendix Provide bicycle facilities
15A.2.2.8 at interchange ramp T T T T T T T
terminals
NOTE: = 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.

15.4.2.3. Modify Speed Change Lane Design

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(TXDWLRQ
1.576 × e(
−4.55×0.20 )
CMF = = 0.69
1.576 × e(
−4.55×0.12 )

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ODQHOHQJWKGRHVQRWH[FHHGIW
Table 15-4.3RWHQWLDO&UDVK(IIHFWVRI([WHQGLQJ'HFHOHUDWLRQ/DQHV
Setting
Treatment ,QWHUFKDQJH7\SH 7UDI¿F9ROXPH &UDVK7\SH6HYHULW\ CMF Std. Error
([WHQGGHFHOHUDWLRQODQHE\ 8QVSHFL¿HG 8QVSHFL¿HG $OOW\SHV 0.93* 0.06
DSSUR[IW 8QVSHFL¿HG $OOVHYHULWLHV
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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 D—Introduction
and Applications Guidance.

CHAPTER 15—INTERCHANGES 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 sufficient 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 traffic 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
sufficient 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 traffic crash than vehicle occupants. Vehicle oc-
cupants are usually protected by the vehicle.
Bicyclists must sometimes cross interchange ramps at uncontrolled locations. Encouraging bicyclists to cross inter-
change 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 configuration

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 traffic 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 Traffic Control and Operational Elements
Traffic Control at Ramp Terminals

Provide traffic 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 Officials, 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 Pro-
gram, 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 Effect of Ramp Type and Geometry on Accidents. Highway Research Record 163, Highway
Research Board, Washington, DC, 1967.
Table 16-4. Treatments Related to Work Zone Design Elements

Rural
Rural Two- Multilane Urban Suburban
HSM Section Treatment Lane Road Highway Freeway Expressway Arterial Arterial
Modify work
16.4.2.1 zone duration — —  — — —
and length
Use crossover
Appendix
closure or single — T T T — —
16A.3.2
lane closure
Use Indiana Lane
Appendix
Merge System — — T — — —
16A.3.3
(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 effects of modifying the work zone duration. Equation 16-2 and
Figure 16-2 present a CMF for the potential crash effects 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 effects of increasing work zone duration (8)
(16-1)
Where:
CMFall = crash modification 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 17—ROAD NETWORKS 17-5
islation, and enforcement levels. Road-use culture evolves as individuals influence society and as society influences
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 Deploy mobile patrol vehicles T T T
17A.4.1.1
Appendix Deploy stationary patrol vehicles T T T
17A.4.1.2
Appendix Deploy aerial enforcement T T T
17A.4.1.3
Appendix Deploy radar and laser speed monitoring equipment T T T
17A.4.1.4
Appendix Install drone radar T T T
17A.4.1.5
Appendix Modify posted speed limit T T T
17A.4.1.6
Appendix Conduct enforcement to reduce red-light running T T T
17A.4.1.7
Appendix Conduct enforcement to reduce impaired driving T T T
17A.4.1.8
Appendix Conduct enforcement to increase seat belt and helmet use T T T
17A.4.1.9
Appendix Implement network-wide engineering consistency T T T
17A.4.1.10
Appendix Conduct public education campaigns T T T
17A.4.1.11
Appendix Implement young drivers and graduated driver licensing programs T T T
17A.4.1.12
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 identification in conjunction with radar or lasers to detect
speeding drivers. The systems automatically record vehicle registrations without needing police officers at the scene.
The crash effects 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 ab-
sence of automated speed enforcement.

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 17—ROAD NETWORKS 17-15
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17A.4.1.9. Conduct Enforcement to Increase Seat Belt and Helmet Use

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17A.4.1.10. Implement Network-Wide Engineering Consistency

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DQGWRDFWDFFRUGLQJO\([DPSOHVLQFOXGHDOOUHGSKDVHVDWWUDI¿FVLJQDOVULJKWWXUQRQUHGWKHXVHRIOHIWWXUQDU
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HUVDWLQWHUVHFWLRQVDQGURXQGDERXWV
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17A.4.1.11. Conduct Public Education Campaigns

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FRQWULEXWHVLJQL¿FDQWO\WRWKHHIIHFWLYHQHVVRIWKHWHFKQRORJ\´XVHGLQHQIRUFHPHQW³UHVXOWLQVDIHUGULYLQJ
KDELWV´DQGFDQLPSURYHWKHLPDJHRISROLFHHQIRUFHPHQWDFWLYLWLHV([WHQVLYHSHGHVWULDQVDIHW\HGXFDWLRQ
SURJUDPVGLUHFWHGDWFKLOGUHQLQHOHPHQWDU\VFKRROVDQGWKRVHDJHVWRDSSHDUWRUHGXFHFKLOGSHGHVWULDQFUDVKHV

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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
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QHZGULYHUVWRJDLQH[SHULHQFHXQGHUFRQGLWLRQVWKDWPLQLPL]HH[SRVXUHWRULVNDQGWRHQVXUHGULYHUVDUHH[SRVHGWR
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ULVNZKLOHJHWWLQJWKHH[SHULHQFHWKH\QHHG
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DOVRLQGLFDWHVWKDWWKHPRVWGDQJHURXVWLPHVDQGVLWXDWLRQVIRUGULYHUVDJHGWR\HDUVDUH
I At night
I On freeways
I 'ULYLQJZLWKSDVVHQJHUV
7KHOHYHORIULVNIRU\RXQJGULYHUVVXJJHVWVWKDWQRYLFHGULYHUVQHHGDOHDUQLQJSHULRGZKHQWKH\DUHVXEMHFWWRPHD
VXUHVWKDW³PLQLPL]HWKHLUH[SRVXUHHVSHFLDOO\LQNQRZQULVN\FLUFXPVWDQFHVOLNHQLJKWWLPHDQGRQIUHHZD\V´
$OWKRXJK*'/SURJUDPVDQGWKHLUUHVXOWVYDU\LWDSSHDUVWKDWWKHUHLVDGHFUHDVHLQFUDVKIUHTXHQF\ZLWKD*'/
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17A.5. TREATMENTS WITH UNKNOWN CRASH EFFECTS

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17A.5.1. Network Traffic Control and Operational Elements

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

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I ,PSOHPHQWROGHUGULYHUHGXFDWLRQDQGUHWHVWLQJSURJUDPV

18-42 HIGHWAY SAFETY MANUAL SUPPLEMENT
Table 18-20.&RHI¿FLHQWVIRU/DQH&KDQJH&0)±)UHHZD\6HJPHQWV
&0)&RHI¿FLHQWV
Cross Section (x) Crash Type (y) Crash Severity (z) &0)9DULDEOH a b c d
Any cross section Multiple )DWDODQGLQMXU\¿) CMF7, fs, ac, mv, fi 0.175 12.56 0.001 –0.272
(ac) vehicle (mv)
Property damage only (pdo) 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 re-
ÀHFWWKHGHJUHHWRZKLFKWKHZHDYLQJDFWLYLW\LVFRQFHQWUDWHGDORQJWKHIUHHZD\7KHVLJQRIWKHFRHI¿FLHQWLQWKHVH
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)LVDS-
plicable 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 speed-
change 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, z²2XWVLGH6KRXOGHU:LGWK

Two CMFs are used to describe the relationship between average outside shoulder width and predicted crash fre-
TXHQF\7KH63)VWRZKLFKWKH\DSSO\DUHLGHQWL¿HGLQWKHIROORZLQJOLVW
■ 63)IRUIDWDODQGLQMXU\VLQJOHYHKLFOHFUDVKHVVSHFL¿HGQXPEHURIODQHVfs, n, sv, ¿); and

■ 63)IRUSURSHUW\GDPDJHRQO\VLQJOHYHKLFOHFUDVKHVVSHFL¿HGQXPEHURIODQHVfs, n, sv, pdo).
The base condition is a 10-ft outside shoulder width. The CMFs are described using the following equation:
(18-35)

CHAPTERS 18—Predictive Method for Freeways 18-43
Where:
CMF8, fs, ac, sv, z FUDVKPRGL¿FDWLRQIDFWRUIRURXWVLGHVKRXOGHUZLGWKLQDIUHHZD\VHJPHQWZLWKDQ\FURVVVHFWLRQ
ac, single-vehicle crashes sv, and severity z; and
Ws = paved outside shoulder width (ft).
7KHFRHI¿FLHQWVIRU(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
ZLGWKVLQWKHUDQJHRIWRIW7KH³OHQJWKRIFXUYHiLQWKHVHJPHQW´LVFRPSXWHGDVDQDYHUDJHRIWZRYDOXHVWKH
length of curve i between the segment’s 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.&RHI¿FLHQWVIRU2XWVLGH6KRXOGHU:LGWK&0)±)UHHZD\6HJPHQWV
&0)&RHI¿FLHQWV
Cross Section (x) Crash Type (y) Crash Severity (z) &0)9DULDEOH a b
Any cross section Single vehicle (sv) )DWDODQGLQMXU\¿) CMF8, fs, ac, sv, fi –0.0647 –0.0897
(ac)
Property damage only (pdo) CMF8, fs, ac, sv, pdo 0.00 –0.0840
CMF IVDFVY¿²6KRXOGHU5XPEOH6WULSV
One CMF is used to describe the relationship between shoulder rumble strip presence and predicted crash frequency.
7KH63)WRZKLFKLWDSSOLHVLVLGHQWL¿HGLQWKHIROORZLQJOLVW
■ 63)IRUIDWDODQGLQMXU\VLQJOHYHKLFOHFUDVKHVVSHFL¿HGQXPEHURIODQHVfs, 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 FUDVKPRGL¿FDWLRQIDFWRUIRUVKRXOGHUUXPEOHVWULSVLQDIUHHZD\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
7KH¿UVWVXPPDWLRQWHUP³´LQ(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\LIWKHGLVWDQFH³îWm±îWis – Wib´LVOHVVWKDQIWWKHQWicb should be set to 0.75 ft.
)RUVHJPHQWVRUVSHHGFKDQJHODQHVZLWKDFRQWLQXRXVEDUULHUDGMDFHQWWRRQHURDGEHGLHDV\PPHWULFPHGLDQEDU-
rier), the following equations should be used to estimate Wicb and Pib.
2× L
Wicb =
L L − ∑ Lib , i
L ib , i (18-50)
+∑ +
Wnear −Wis Woff , in , i −Wis Wm − 2×Wis −Wib −Wnear
exp (VK )
Pfs + sc , ac , at , K =
1.0 (18-51)
+ exp (VK ) + exp (VA ) + exp (VB )
Csdf , fs + sc
Where:
Wnear ³QHDU´KRUL]RQWDOFOHDUDQFHIURPWKHHGJHRIWKHWUDYHOHGZD\WRWKHFRQWLQXRXVPHGLDQEDUULHUPHDVXUH
for both travel directions and use the smaller distance) (ft).
6LPLODUWRWKHSUHYLRXVJXLGDQFHWKH¿UVWVXPPDWLRQWHUP³´LQ(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 con-
sidered in this summation. Any clearance distance that is less than 0.75 ft should be set to 0.75 ft. Similarly, if the
GLVWDQFH³Wnear – Wis´RUWKHGLVWDQFH³Wm±îWis – Wib – Wnear´LVOHVVWKDQIWWKHQWicb 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 =
∑L ib , i
(18-52)
L ib , i
∑W −Wis
off , in , i
Pib =
∑L 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)

Chapter 19—PREDICTIVE METHODS FOR RAMPS 19-67
The input data needed for this procedure are identified in Table 19-42. The first three variables listed represent re-
quired input data. Default values are provided for the remaining variables.
Table 19-42. Input Data for Ramp Curve Speed Prediction

Variable Description Default Value Applicable Site Type
Xi Ramp-mile of the point of change None All
from tangent to curve (PC) for
curve i (mi) a
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 Estimate as equal to the speed All
freeway during off-peak periods limit
of the typical day (mi/h)
Vxroad Average speed at the point 15 – ramps with stop-, yield-, or Entrance ramp, exit ramp,
where the ramp connects to the signal-controlled crossroad ramp connector ramp at service
crossroad (mi/h) terminals interchange
30 – all other ramps at service

interchanges
Vcdroad Average speed on C-D road or 40 C-D road, connector ramp at

connector ramp (measured at system interchange
the mid-point of the C-D road or
ramp) (mi/h)
a
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.
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.
Step 1—Gather Input Data.

The input data needed for this procedure are identified in Table 19-42.
Step 2—Compute 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

Please scroll down to see the full erratum.

AASHTO staff sincerely apologizes for any inconvenience.

Page Existing Text Corrected Text

2-17 In Slow-Moving or Stopped Vehicles Ahead Sentence should read:

HSM-1-E3 ii March 2016

Page Existing Text Corrected Text

7-17 Equation 7-10: Make the following change in the equation:

HSM-1-E3 iii March 2016

Page Existing Text Corrected Text

9-36 In Equation 9A.1-5: Make the following text change:

9-41 Eq. 9A.2-16 is shown as Change this equation to

10-17 In Table 10-3 Note: Remove the note

HSM-1-E3 iv March 2016

Page Existing Text Corrected Text

11-11 In the first definition: Make the following text change:

11-33 Eq. 11-18 is shown as Change the denominator as follows:

11-33 Eq. 11-19 is shown a Change the denominator as follows:

11-34 Eq. 11-20 is shown as Change the denominator as follows:

HSM-1-E3 v March 2016

Page Existing Text Corrected Text

11-34 Eq. 11-21 is shown as Change the denominator as follows:

11-35 In the CMF4i—Lighting section: Make the following text change:

11-50 The final calculation in Step 10 is: Change this calculation to

11-50 Step 11, Calculation of Predicted Average Change these results to

HSM-1-E3 vi March 2016

Page Existing Text Corrected Text

11-56 Under the subheading Column 8—Expected Change this calculation to

HSM-1-E3 vii March 2016

Page Existing Text Corrected Text

11-59 The calculation for w0 in Column 9 is shown as Change the calculation to

11-59 The calculation for N0 in Column 10 is shown Change the calculation to

11-59 The calculation for w1 in Column 11 is shown Change this calculation to

12-10 In the 12th bullet: Remove the bullet

HSM-1-E3 viii March 2016

Page Existing Text Corrected Text

12-10 In the 16th bullet: Make the following text change:

12-43 Paragraph 1, line 2 of Section 12.7.2 refers to Change CMF4i to CMF6i.

12-86 Paragraph 1, Line 1 of the section on Results Change “unsignalized” to “signalized.”

HSM-1-E3 ix March 2016

Page Existing Text Corrected Text

A-8 In Equation 10-10: Make the following change in the equation:

A-8 The correct values should be

HSM-1-E3 x March 2016

Page Existing Text Corrected Text

A-20 In Eq. A-9: Make the following change in the equation:

HSM-1-E3 xi March 2016

Page Existing Text Corrected Text

14-19 Eq. 14-3 is shown as Change the denominator as follows:

14-19 Eq. 14-4 is shown as Change the denominator as follows:

14-20 Eq. 14-5 is shown as Change the denominator as follows:

HSM-1-E3 xii March 2016

Page Existing Text Corrected Text

14-20 Eq. 14-6 is shown as Change the denominator as follows:

15-6 Eq. 15-3: Revise the equation:

HSM-1-E3 xiii March 2016

Page Existing Text Corrected Text

17-14 to As a result of adding a subsection that was Renumber as follows:

HSM-1-E3 xiv March 2016

Page Existing Text Corrected Text

18-43 In Eq. 18-36: Make the following change to the

19-67 Following Table 19-42 Please add the following text:

HSM-1-E3 xv March 2016

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HVWLPDWHRIFUDVKHVIRUWKHODVW\HDU

&DOFXODWH$OSKDDDQG%HWDIRUHDFKVXEFDWHJRU\XVLQJ(TXDWLRQVDQG

&DOFXODWHWKHDQQXDOFRUUHFWLRQIDFWRU&nDWHDFKLQWHUVHFWLRQIRUHDFK\HDUDQGHDFKVHYHULW\LHWRWDODQG),).

D 6XEVWLWXWHWKH3)L\IDFWRUFDOFXODWHGIRUHDFK\HDULQWKHVHUYLFHOLIHIRUWKH3$L\) factor presented in

ii) (3)L\ i)±y)

'NH[SHFWHG),) = NH[SHFWHG),)±NH[SHFWHGURXQGDERXW),)

'NH[SHFWHGWRWDO = NH[SHFWHGWRWDO±NH[SHFWHGURXQGDERXWWRWDO

'NH[SHFWHG3'2) = 'NH[SHFWHGWRWDO±'NH[SHFWHG),)