MMUCC Guideline Model Minimum Uniform Crash Criteria 5th Edition (2017).pdf

MMUCC Guideline Model Minimum Uniform Crash Criteria

Fifth Edition (2017)

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Table of Contents

Executive Summary

Introduction

MMUCC Data Elements

Crash Data Elements

C1. Crash Identifier

C2. Crash Classification

C3. Crash Date and Time

C4. Crash County

C5. Crash City/Place (Political Jurisdiction) . 12

C6. Crash Location

C7. First Harmful Event

C8. Location of First Harmful Event Relative to the Trafficway

C9. Manner of Crash/Collision Impact

C10. Source of Information

C11. Weather Conditions

C12. Light Condition

C13. Roadway Surface Condition

C14. Contributing Circumstances – Roadway Environment

C15. Relation to Junction

C16. Type of Intersection

C17. School Bus-Related

C18. Work Zone-Related (Construction/ Maintenance/Utility)

C19. Crash Severity

C20. Number of Motor Vehicles Involved . 30

C21. Number of Motorists

C22. Number of Non-Motorists

C23. Number of Non-Fatally Injured Persons

C24. Number of Fatalities

C25. Alcohol Involvement

C26. Drug Involvement

C27. Day of Week

Vehicle Data Elements

V1. Vehicle Identification Number (VIN)

V2. Motor Vehicle Unit Type and Number

V3. Motor Vehicle Registration State and Year

V4. Motor Vehicle License Plate Number

V5. Motor Vehicle Make

V6. Motor Vehicle Model Year

V7. Motor Vehicle Model

V8. Motor Vehicle Body Type Category

V9. Total Occupants in Motor Vehicle

V10. Special Function of Motor Vehicle in Transport

V11. Emergency Motor Vehicle Use

V12. Motor Vehicle Posted/Statutory Speed Limit

V13. Direction of Travel Before Crash

V14. Trafficway Description

V15. Total Lanes in Roadway

V16. Roadway Alignment and Grade

V17. Traffic Control Device Type

V18. Motor Vehicle Maneuver/Action

V19. Vehicle Damage

V20. Sequence of Events

V21. Most Harmful Event for this Motor Vehicle

V22. Hit and Run

V23. Towed Due to Disabling Damage

V24. Contributing Circumstances, Motor Vehicle

Person Data Elements

P1. Name of Person Involved

P2. Date of Birth

P3. Sex

P4. Person Type

P5. Injury Status

P6. Occupant’s Motor Vehicle Unit Number 63

P7. Seating Position

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P8. Restraint Systems/Motorcycle Helmet Use

P9. Air Bag Deployed

P10. Ejection

P11. Driver License Jurisdiction

P12. Driver License Number, Class, CDL and Endorsements

P13. Speeding-Related

P14. Driver Actions at Time of Crash

P15. Violation Codes

P16. Driver License Restrictions

P17. Driver License Status

P18. Distracted By

P19. Condition at Time of the Crash

P20. Law Enforcement Suspects Alcohol Use

P21. Alcohol Test

P22. Law Enforcement Suspects Drug Use . 79

P23. Drug Test

P24. Transported to First Medical Facility By81

P25. Injury Area

P26. Injury Diagnosis

P27. Injury Severity

Roadway Data Elements

R1. Bridge/Structure Identification Number

R2. Roadway Curvature

R3. Grade

R4. Part of National Highway System

R5. Roadway Functional Class

R6. Annual Average Daily Traffic

R7. Widths of Lane(s) and Shoulder(s)

R8. Width of Median

R9. Access Control

R10. Railway Crossing ID

R11. Roadway Lighting

R12. Pavement Markings, Longitudinal ... 91

R13. Presence/Type of Bicycle Facility

R14. Mainline Number of Lanes at Intersection

R15. Cross-Street Number of Lanes at Intersection

R16. Total Volume of Entering Vehicles ... 94

Fatal Section Data Elements

F1. Attempted Avoidance Maneuver

F2. Alcohol Test Type and Results

F3. Drug Test Type and Results

Large Vehicles and Hazardous Material Section

LV1. CMV License Status and Compliance with CDL Endorsements

LV2. Trailer License Plate Number

LV3. Trailer VIN(s)

LV4. Trailer Make(s)

LV5. Trailer Model(s)

LV6. Trailer Model Year(s)

LV7. Motor Carrier Identification

LV8. Vehicle Configuration

LV9. Cargo Body Type

LV10. Hazardous Materials (Cargo Only)

LV11. Total Number of Axles

Non-Motorist Section Data Elements ... 115

NM1. Unit Number of Motor Vehicle Striking Non-Motorist

NM2. Non-Motorist Action/Circumstance Prior to Crash

NM3. Non-Motorist Contributing Action(s)/ Circumstance(s)

NM4. Non-Motorist Location at Time of Crash

NM5. Non-Motorist Safety Equipment

NM6. Initial Contact Point on Non-Motorist .119

Dynamic Data Elements

Motor Vehicle Automation

DV1. Motor Vehicle Automated Driving System(s)

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Mapping to MMUCC 5th Edition

1. Introduction

2. Process for Mapping State Crash Elements to MMUCC

3. Computing Mapping Scores

4. Mapping and Updating MMUCC

Acronyms

Glossary of Terms

Appendix A: MMUCC 2016-2017 Expert Panel Members

Appendix B: Summary of Changes to the MMUCC Guideline, 4th Edition (2012)

Appendix C: MMUCC Crash Report

Appendix D: MMUCC and MIRE Road- Related Terminology Crosswalk

Appendix E: ANSI State FIPS and USPS Codes

Appendix F: ISO 3166-2 Codes for Canada and Mexico

Appendix G: Sequence of Events Examples

Appendix H: Clock-point Diagrams for Different Types of Motor Vehicles

Appendix I: FARS Coding Manual – Alphabetical Drug Listing

Appendix J: FARS Coding Manual – Drugs By Category Type

Sources Cited

Index

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Table of Figures

Figure 1: Diagram of the Trafficway

Figure 2: Manner of Collision and Associated Crash Diagrams

Figure 3. Diagram of an Interchange

Figure 4. Diagram of an Intersection

Figure 5: Overall Intersection Geometry Examples

Figure 6: Diagram of a Work Zone Area

Figure 7. FMCSA Body Types Requiring Large Vehicle and Hazardous Materials Section Completion

Figure 8: Example Seating Positions for Typical Vehicle Types

Figure 9: Air Bag Diagram

Figure 10: FMCSA CDL Endorsements, Visor Card (Front)

Figure 11: FMCSA CDL Commercial Motor Vehicle Groups, Visor Card (Back)

Figure 12: FMCSA Reportable Crashes, Visor Card (Front)

Figure 13: FMCSA Reportable Crashes, Visor Card (Back)

Figure 14: Determining Responsible Carrier, FMCSA Visor Card (Front)

Figure 15: Determining Responsible Carrier, FMCSA Visor Card (Back)

Figure 16: FMCSA Cargo Body Types

Figure 17: Nine Classes of Hazardous Materials, FMCSA Visor Card (Front)

Figure 18: Reporting Hazardous Materials Information, FMCSA Visor Card (Back)

Figure 19: FMCSA Table 1 and Table 2

Figure 20: Separated Bike Lanes compared to other bicycle facility types

Figure 21: SAE International’s Levels of Driving Automation; SAE International Standard J3016 (2014)

Figure 22: State Crash Report Attribute “Other” Can Be Mapped to the MMUCC

Figure 23: State Crash Report Attribute “Other” Cannot Be Mapped to the MMUCC

Figure 24: Trafficway Diagram Showing MMUCC and MIRE Terminology

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Executive Summary

Quality data on motor vehicle crashes is essential to improving highway safety at all levels of government. The data is used to identify issues, determine highway safety messages and strategic communication campaigns, optimize the location of selective law enforcement, in-form decision-makers of needed highway safety legislation, and evaluate the impact of high-way safety countermeasures.

Unfortunately, the use of State crash data is often hindered by a lack of uniformity. Sharing and comparing data between localities, States, and the federal government can be very diffi-cult when the data elements used by separate agencies to describe the same crash charac-teristic have different definitions or attributes.

To encourage greater uniformity, a voluntary data collection guideline was developed coop-eratively by the National Highway Traffic Safety Administration (NHTSA) and the Governors Highway Safety Association (GHSA) in 1998. The Model Minimum Uniform Crash Criteria (MMUCC) guideline identifies a minimum set of motor vehicle crash data elements and their attributes that States should consider collecting and including in their State crash data sys-tems. MMUCC was updated in 2003, 2008, and 2012. This will be the fifth edition of MMUCC.

The MMUCC 5th Edition is the result of an 18-month collaboration between NHTSA, Feder-al Highway Administration (FHWA), Federal Motor Carrier Safety Administration (FMCSA), National Transportation Safety Board (NTSB), GHSA, and subject matter experts from State Departments of Transportation (DOTs), local law enforcement, emergency medical services, safety organizations, industry partners, and academia. There were also opportunities for the traffic records community and general public to contribute through two online forums and at the 2016 Traffic Records Forum.

A number of important changes were made in this edition. States are given more flexibility in how they collect crash data. Elements were rearranged into four distinct sections to stream-line the collection of more detailed information on fatal crashes, crashes involving commercial motor vehicles or vehicles placarded as carrying hazardous materials, and crashes involving non-motorists. A new type of data element—the dynamic data element—is introduced for the first time to capture data on topics that are changing rapidly.

As changes to State datasets and systems can be costly and difficult to implement, it is antici-pated that no further changes will be made to MMUCC for five years (with the exception of the dynamic data elements). During this period, each of the data elements and their attributes will be monitored for usefulness and reliability. The next update of MMUCC is tentatively sched-uled for 2022.

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Introduction

Introduction According to the Centers for Disease Control and Prevention (CDC), motor vehicle crashes are the leading cause of death for youth aged 5 to 24. In addition, the National Highway Traffic Safety Administration (NHTSA) has reported increases in many significant motor vehicle crash statistics: in 2015, 35,092 people were killed in motor vehicle crashes—a 7.2% increase from 2014; and an estimated 2,443 million people were injured in motor vehicle crashes in 2015—a 4.5% increase from 2014. The number of fatal crashes also increased 7%, non-fatal injury crashes increased 4.1%, and property-damage-only crashes increased by 3.7% during that same period. Although much of the increase can be attributed to an improved economy and an increase in the number of miles that Americans drove, those two factors alone fail to fully explain this troubling increase. Good data about motor vehicle crashes is critical to help ex-plain yearly fluctuations in motor vehicle deaths and injuries and guide policy makers as they consider appropriate investments to reduce those deaths and injuries.

Law enforcement officials collect data either electronically or manually about every motor vehicle crash (above a State-specified threshold) on police crash reports. The data on each crash report is then submitted to a State’s centralized database where it is edited, reported and analyzed by a wide range of stakeholders. The State engineer or local public works direc-tor, for example, uses the data to determine which roadways or intersections are unsafe and need improvement. The commander of a State or local law enforcement agency uses the data to determine where to do selective enforcement. The State Highway Safety Office (SHSO) may use the data to determine whether to develop a new safety communication campaign.

The State legislator may use the data to introduce safety legislation addressing a specific problem, such as distracted or drunk driving. High quality safety data is essential to identi-fy safety problems, assess the impact of alternative safety countermeasures, communicate safety issues to the media and the public, make better programming and resource allocation decisions, and enable better program monitoring and evaluation.

Although law enforcement officials collect data about motor vehicle crashes, there are signifi-cant inconsistencies in the way that such data is collected. Data element definitions, the num-ber and type of data elements, the number and specificity of attributes and the threshold for data collection often vary from jurisdiction to jurisdiction. This makes it especially difficult for data to be compared across State and local agencies, between States, and between States and the federal government. Determining larger patterns and trends in motor vehicle crash data becomes much more challenging under these circumstances.

To encourage greater uniformity and consistency, a voluntary guideline was created to help State and local agencies with the motor vehicle crash data elements and attributes they should consider collecting. The Model Minimum Uniform Crash Criteria (MMUCC) was first developed in 1998 cooperatively by NHTSA and the Governors Highway Safety Association (GHSA). MMUCC has been updated three times—in 2003, 2008 and 2012. This 2017 version is the fifth edition of MMUCC.

What is MMUCC?

MMUCC is a voluntary guideline that represents a minimum, model set of variables (data elements) that describe a motor vehicle crash. Typically, the data elements and their values (attributes) describe who was involved, where the crash took place, when and under what cir-cumstances it took place, what the impacts of the crash were, and why the crash happened.

When used by a reporting agency, MMUCC data elements record what happened during and after a crash. Since this data is so critical to State and local decision-making, State and local

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In tro du ct io n agencies are encouraged to collect as many of the recommended MMUCC data elements and their attributes as possible.

Data elements were incorporated into MMUCC if they were deemed necessary (needed for decision-making purposes) and comprehensive (included all aspects of the issue or problem being described). The MMUCC guideline is based on another standard, the ANSI D16 Manual on Classification of Motor Vehicle Traffic Crashes. It was also developed in close cooperation with NHTSA’s Fatality Analysis Reporting System (FARS) and, in fact, some of the biggest changes in this 5th Edition of MMUCC were a result of efforts to better harmonize MMUCC and FARS. Data elements mandated by the Federal Motor Carrier Safety Administration (FMCSA) are also included in MMUCC. In addition, data elements recommended under the Model Inventory of Roadway Elements (MIRE) developed by the Federal Highway Administra-tion (FHWA) were considered in the development process.

Every data element includes a definition, a set of attribute values, a rationale and edit checks (if applicable). The attributes may be divided into one or more subfields, and the number of times a characteristic should be reported is represented in MMUCC by labeled boxes. For an illustrative example, see “MMUCC Data Elements” (p. 7). The data is divided into crash, vehicle, person and roadway data elements.

While this 5th Edition of MMUCC presents for the first time a coding value for each attribute of an element, States are still free to implement their own coding system. States also have the option of designing the content and format of their crash report as well as the systems for data collection and data coding to meet their needs. However, a model crash report, which can be used electronically or manually, was developed for the 5th edition of MMUCC and is included in this document in “Appendix C: MMUCC Crash Report” (p. 183).

A process for comparing a State’s current set of data elements and attributes with those recommended in this 5th edition of MMUCC is also included in Mapping to MMUCC 5th Edition

(p. 128). The Mapping to MMUCC 5th Edition delineates a process for making the comparison and identifies rules that the traffic records expert must consider when doing the mapping. The intent of this document is to help States identify weaknesses in their data collection systems and then prioritize those data elements and attributes that need to be changed when the State or locality updates its crash report.

Development Process As with previous versions of MMUCC, an Expert Panel oversaw the development and revision processes. Public comment was also solicited at meetings such as the Traffic Records Forum and online.

For the 5th edition, the Expert Panel was comprised of representatives from law enforcement, State and local traffic engineers, State highway safety offices, emergency medical services, a motor vehicle manufacturer and researchers. Representatives from the three federal safety agencies (NHTSA, FHWA and FMCSA), as well as the National Transportation Safety Board (NTSB), also served on the Expert Panel. A liaison from the ANSI D16 revision effort also served as an Expert Panel member. (See “Appendix A: MMUCC 2016-2017 Expert Panel Members” (p. 175) for the complete list)

An online forum was developed to collect comments from the public, the traffic records com-munity, and the Expert Panel. The online forum asked questions about specific data elements and solicited changes or improvements to MMUCC. The results of the online forum were aggregated and presented to the first meeting of the Expert Panel in July 2016. Suggestions for improving MMUCC from NHTSA, FMCSA, and FHWA were also presented. A number of

– 5 – small working groups were formed to further hammer out suggested changes for specific data elements and their attributes.

Following the first meeting, the preliminary recommendations of the Expert Panel were pre-sented to participants, and their comments were solicited, at the 2016 Traffic Records Forum (TRF) in Baltimore, MD.

A second online forum was subsequently posted with additional questions about the prelimi-nary recommendations and other issues.

The Expert Panel met in October 2016 to review the comments made at the TRF and the results of the second online forum. The small working groups presented their recommenda-tions for the data elements and attributes to which they were assigned. The Panel made final recommendations for changes. Following the meeting, the changes were incorporated into a draft of the 5th edition and sent to the Expert Panel for final review and approval.

A summary of changes to MMUCC from the 4th edition to the 5th edition is shown in Appendix B.

New Features of MMUCC in the 5th Edition Several significant changes were made in this edition of MMUCC.

First, the data elements are no longer divided into the categories: collected at the scene, derived from other data sources or linked to other databases (such as EMS, hospital, driver licensing, or roadway databases). States now have the autonomy of deciding how to collect each element based upon their individual capabilities. Data elements that were previously indicated as linked or derived are now shown in both the table of contents and by the data element name with the symbol .

Second, elements were divided into sections to streamline data collection and provide more in-depth information. The new sections address fatal crashes, crashes involving commercial motor vehicles and hazardous materials, and non-motorist crashes. Certain data elements will trigger the new sections and are indicated by **. In an electronic crash report, the new sec-tions should appear on the form once the specific trigger is given.

Third, the document has been reformatted to eliminate multiple “subfields” to collect multiple attributes. A single set of attributes is provided along with the recommended number of selec-tions. The number of selections that MMUCC recommends be collected for certain elements (or subfields of an element) is shown by the term “Select x – y” along with the number of box-es corresponding to the maximum number of allowable selections. Therefore, if an element says, “Select 1 – 2,” MMUCC is recommending that up to two attributes be selected from the accompanying list.

Fourth, many of the lists of attributes have been reordered. When the listing of attributes did not have an implicit ordering, they were grouped alphabetically. When they had an implicit set of groupings, they were listed alphabetically within each group.

Fifth, a coding value is suggested for each attribute in a list. As stated earlier, while these are suggestions, States are free to use their own coding system. In addition, where appropriate, each element or subfield also has the attributes “98 Not Applicable” and “99 Unknown.”

Sixth, as noted previously, suggested edit checks were added to every data element to pro-vide guidance to States and localities so that their collected data is internally consistent and usable for analysis. However, these edit checks are not exhaustive and States are free (and are encouraged) to develop their own edit checks.

– 6 – tro du ct io n Finally, a new type of data element is introduced for the first time. Dynamic Data Elements focus on issues that are so fluid and changeable that they must be evaluated more frequently than once every five years. “DV1. Motor Vehicle Driving Automation System(s)” is an example of a Dynamic Data Element. This field is developing so rapidly that NHTSA plans to review the element every year in conjunction with the annual Traffic Records Forum.

Reporting Threshold In addition to specifying the minimum set of uniform data elements that should be collected, MMUCC also indicates for which crashes data should be collected by recommending the threshold for reporting be the most significant motor vehicle crashes.

Without collection of data on the most important crashes, a State or locality’s data will paint an incomplete picture of the motor vehicle crash problem in that jurisdiction. Analysis of the data will be skewed as a result, and the jurisdiction may end up allocating resources inap-propriately.

MMUCC recommends the following threshold for all motor vehicle crashes, including those involving non-motorists:

• All crashes statewide involving death, personal injury, or property damage of $1,000 or more should be reported and entered into the statewide database.

• Crash data should be reported for all persons involved.

• Each State should adopt, and encourage their localities to adopt, a reporting threshold that is uniform and consistently implemented statewide.

MMUCC Crash Reporting Tools and Future Updates The MMUCC 5th Edition, Mapping to MMUCC 5th Edition, electronic spreadsheet and the MMUCC crash report form are posted online, available to all States and stakeholders.

MMUCC is generally updated every five years. The next update is tentatively scheduled for 2022. In the months preceding the next update, traffic records experts and the general public will have an opportunity to provide suggestions for improving the 5th Edition.

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MMUCC Data Elements

Element Format:

(Group + Type) Number. Data Element Name

Definition ENTER HERE

Attribute Values:

Subfield 1 Subfield Name/Category Select 1

None Attribute one Attribute two Attribute three Attribute four

Not Applicable Other Unknown

Subfield 2 Subfield Name/Category Select 2

None Attribute one Attribute two

Not Applicable Other Unknown

Rationale ENTER HERE

Edit Checks:

E(GT)#.01

E(GT)#.02

E(GT)#.n

Edit check one Edit check two Edit check n

Note: “Not Reported” has not been listed as an attribute in this guideline, but signifies that no value was reported for a data element where one was expected (also termed “empty field” or “blank”). This differs from the value “Unknown,” which is recorded by the police officer when they are unable to ascertain the correct value for that data element.

– 8 – tro du ct io n Shorthand References

The Fifth Edition of MMUCC now incorporates attribute number designations, like most State crash reports and FARS. This enables users to easily reference a particular elemental attri-bute. The shorthand to reference a particular element and attribute combination should be formatted the following way:

(Group + Type) Number. Subfield Number. Attribute Number

Example: To designate First Harmful Event, Overturn/Rollover: C7.1.07

C7 = First Harmful Event

1 = First Subfield

07 = Overturn/Rollover

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Crash Data Elem ents

Crash Data Elements The crash data elements describe the overall characteristics of the crash.

C1. Crash Identifier

Definition The unique identifier within a given year that identifies a given crash within a State.

Attribute Values: Specify 1 xyz…n State-Specific Identifier

Rationale Used to document a specific crash. If this identifier is available at the scene, it can also be recorded on the EMS record for linkage purposes. Enables subfiles to be created for analyses and linked back to the crash data file.

Edit Checks:

E(C)01.01 Minimum Length: x (State should set to its own minimum)

E(C)01.02 Maximum Length: n (State should set to its own maximum)

C2. Crash Classification

Definition Subfield 1 of this element is used to identify ownership of the land where the crash occurred. Subfield 2 of this element is used to identify the characteristics of the crash with respect to its location on or off a trafficway. Refer to “Figure 1: Diagram of the Trafficway” (p. 10) for examples. Subfield 3 of this element includes a motor vehicle traffic crash within a traffic incident scene or within a traffic queue in either direction resulting from a prior traffic incident.

Attribute Values:

Subfield 1 Ownership Select 1 01 Public Property 02 Private Property

Subfield 2 Characteristics Select 1 01 Trafficway, On Road 02 Trafficway, Not on Road 03 Non-Trafficway

Note An example diagram of the trafficway can be found in Figure 1: Diagram of the Trafficway.

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Cr as h Da ta E le m en ts

Subfield 3 Secondary Crash? Select 1

No Yes

Rationale The information this data element provides is used to classify the crash as being a motor vehicle traffic crash or not based on the location where it occurred. Collecting this data on the crash report allows research and resources to be targeted and countermeasures to be evaluated based on the characteristics of the crash.

Edit Checks:

E(C)02.01

E(C)02.02

E(C)02.03

If “C2. Crash Classification” Subfield 2 = 01 (Trafficway, On Road) or 02 (Trafficway, Not on Road), then “V14. Trafficway Description” is a required field for each vehicle involved in the crash.

If “C2. Crash Classification” Subfield 2 = 01 (Trafficway, On Road) or 02 (Trafficway, Not on Road), then “V15. Total Lanes in Roadway” is a required field for each vehicle involved in the crash.

If “C2. Crash Classification” Subfield 2 = 01 (Trafficway, On Road) or 02 (Trafficway, Not on Road), then “V16. Roadway Alignment and Grade” is a required field for each vehicle involved in the crash.

Figure 1: Diagram of the Trafficway

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C3. Crash Date and Time

Definition Subfield 1: The date (year, month, and day) and time (00:00-23:59) at which the crash occurred, formatted as YYYYMMDDHHMM. Subfield 2 provides the time that all lanes are available for traffic flow.

Attribute Values:

Subfield 1 Crash Date and Time Specify 4

Current 01-12 01-31

0000-2359

Year (YYYY) Month (MM) Day (DD) Valid Military Time (HHMM) - (Code Midnight as “0000”)

Unknown (not to be used for YYYY)

Example: 2017, 99, 99, 99 denotes only the year is known.

2017, 02, 99, 2251 denotes February 2017 at 2251 hours, but day of month was unknown.

Subfield 2 Time of Roadway Clearance Specify 1

0000-2359

Valid Military Time (HHMM) - (Code Midnight as “0000”)

Unknown

Rationale Important for management/administration, evaluation, and linkage.

Edit Checks:

E(C)03.01 E(C)03.02 E(C)03.03 E(C)03.04

Crash date cannot be greater than the current date.

Time fields must be in the range 0000 to 2359.

DD should not exceed the number of days in MM.

In a leap year, DD may be 1-29 if MM=02.

C4. Crash County

Definition The county or equivalent entity in which the crash physically occurred.

Attribute Values: Specify 1

001-996 County Name GSA Geographic Locator Codes (GLC) found at www.gsa.gov.

Rationale Important for analyses of local programs. Critical for linkage of the crash file to other State data files (EMS, hospital, roadway, etc.). Important for intrastate comparisons.

http://www.gsa.gov

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Edit Checks:

E(C)04.01

E(C)04.02

The value of “C5. Crash City/Place (political jurisdiction)” must be within the boundary of the value of “C4. Crash County”.

The value of “C6. Crash Location” must be within the boundary of the value of “C4.

Crash County”.

C5. Crash City/Place (Political Jurisdiction)

Definition The city/place (political jurisdiction) in which the crash physically occurred.

Attribute Values: Specify 1

0001-9996

City/Place Name GSA Geographic Locator Codes (GLC) found at www.gsa.gov.

Other Unknown

Rationale Important for analyses of local area programs or for linkage of the State crash file to other State data files (EMS, hospital, roadway, etc.).

Edit Checks:

E(C)05.01

E(C)05.02

The value of “C5. Crash City/Place (political jurisdiction)” must be within the boundary of the value of “C4. Crash County”.

The value of “C6. Crash Location” must be within the boundary of the value of “C5.

Crash City/Place (political jurisdiction).”

C6. Crash Location

Definition The exact location in the trafficway to document where the first harmful event of the crash occurred.

Note: It is not expected that States collect all three attributes. The following attributes are presented in order of preference/accuracy.

Attribute Values: Specify 2 dd.mm.ss D dd.mm.ss D

LRS value 1 LRS value 2

Link Node # Offset

Latitude (degrees.minutes.seconds + compass direction) Longitude (degrees.minutes.seconds + compass direction) or Linear Referencing System (LRS) or Link Node + Offset System (not recommended) http://www.gsa.gov

– 13 – ents

Rationale Critical for problem identification, prevention programs, engineering evaluations, mapping, and linkage purposes. The location information in a crash file must have the capability to be linked to location information in other traffic records systems to study site-specific safety issues.

Latitude/Longitude: The optimum method for recording crash locations is by Lat/ Long coordinates, which are universal. States can collect the GPS coordinates by one of three recommended methods: 1) directly through the use of GPS devices available on scene, 2) through use of clickable maps integrated into electronic crash reporting software, or 3) through conversion of a LRS coordinate to Lat/Long coordinates.

It should be noted that use of GPS units requires data collection agencies to verify the relative accuracy of those units and to maintain them (regular calibration, etc.) to ensure quality data.

LRS: An LRS can create complex overlays of multiple events or occurrences along a route to support corridor planning, pavement rehabilitation, or other complex analysis.

An LRS permits users to share information maintained by different data providers across different data layers. An LRS is not created by the geographic information system (GIS), but is actually replicated to model what is in the field. All linear data (traffic volumes, pavement types, speed limit zones, etc.) and point data (crashes, signs, etc.) collection efforts need only specify the location or endpoint locations in terms of the LRS components.

Edit Checks:

E(C)06.01 States should set up the minimum and maximum value for latitude and longitude based on the State boundaries.

C7. First Harmful Event

Definition The first harmful event is defined as the first injury- or damage-producing event of the crash.

Attribute Values:

Non-Collision Harmful Events Select 1

Cargo/Equipment Loss or Shift Fell/Jumped From Motor Vehicle Fire/Explosion Immersion, Full or Partial Jackknife Other Non-Collision Overturn/Rollover Thrown or Falling Object

– 14 – as h Da ta E le m en ts

Collision With Person, Motor Vehicle, or Non-Fixed Object

Animal (live) Construction Equipment (backhoe, bulldozer, etc.)

Farm Equipment (tractor, combine harvester, etc.)

Motor Vehicle in Transport Other Non-Fixed Object Other Non-motorist Parked Motor Vehicle Pedalcycle Pedestrian Railway Vehicle (train, engine) Strikes Object at Rest from MV in Transport Struck by Falling, Shifting Cargo or Anything Set in Motion by Motor

Vehicle

Collision With Fixed Object

Bridge Overhead Structure Bridge Pier or Support Bridge Rail Cable Barrier Concrete Traffic Barrier Culvert Curb Ditch Embankment Fence Guardrail End Terminal Guardrail Face Impact Attenuator/Crash Cushion Mailbox Other Fixed Object (wall, building, tunnel, etc.)

Other Post, Pole, or Support Other Traffic Barrier Traffic Sign Support Traffic Signal Support Tree (standing) Utility Pole/Light Support

Unknown

Rationale Needed for uniformity in reported motor vehicle crash statistics, understanding crash causation, and identifying possible crash avoidance countermeasures. For analytic purposes, it may be desirable to collect and use information about subsequent events, some of which may be harmful. See “V20. Sequence of Events.”

Edit Checks:

E(C)07.01

E(C)07.02

E(C)07.03

If “C7. First Harmful Event” = 17 (Pedestrian) then at least one involved person must have “P4. Non-Motorist Person Type” = 06 (Pedestrian).

If “C7. First Harmful Event” = 16 (Pedalcycle) then at least one involved person must have “P4. Non-Motorist Person Type” = 04 (Bicyclist) or “P4. Non-Motorist Person Type” = 05 (Other Cyclist).

If “C7. First Harmful Event” = 14 (Other Non-motorist) then at least one involved person must have “P4. Non-Motorist Person Type” = 07 (Other Pedestrian (wheelchair, person in a building, skater, pedestrian conveyance)), 08 (Occupant of a Non-Motor Vehicle Transportation Device), or 09 (Unknown type of Non-Motorist).

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E(C)07.04

E(C)07.05

E(C)07.06

E(C)07.07

E(C)07.08

E(C)07.09

If “C7. First Harmful Event” = 12 (Motor Vehicle in Transport) or 15 (Parked Motor Vehicle) then “C9. Manner of Crash/Collision Impact” cannot be blank.

If “C7. First Harmful Event” = 15 (Parked Motor Vehicle) then “V18. Motor Vehicle Maneuver/Action” for the struck vehicle must = 09 (Parked).

If “C7. First Harmful Event” = 17 (Pedestrian), 16 (Pedalcycle), or 14 (Other Non-motorist) then the “NM4. Non-motorist Location at Time of Crash” cannot be blank.

If “C7. First Harmful Event” does not = 12 (Motor Vehicle in Transport) or 15 (Parked Motor Vehicle) then “C9. Manner of Crash/Collision Impact” must = 00 (Not a Collision Between Two Motor Vehicles).

If “C7. First Harmful Event” = 12 (Motor Vehicle in Transport), 15 (Parked Motor Vehicle), 19 (Strikes Object at Rest from MV in Transport) or 20 (Struck by Falling, Shifting Cargo or Anything Set in Motion by MV), then “C20. Number of Motor Vehicles Involved ” should include a minimum of two vehicles.

If “C7. First Harmful Event” = 15 (Parked Motor Vehicle) then “V18. Motor Vehicle Maneuver/Action” must = 09 (Parked) for at least one motorized vehicle in the crash.

C8. Location of First Harmful Event Relative to the Trafficway

Definition The location of the first harmful event as it relates to its position within or outside the trafficway. See “Figure 1: Diagram of the Trafficway” (p. 10) for diagrams of the trafficway.

Attribute Values:

Gore In Parking Lane or Zone Median Off-Roadway, Location Unknown On Roadway On Shoulder, Left Side On Shoulder, Right Side Outside Road/Right-of-Way Roadside Separator/Traffic Island

Unknown

Select 1

Rationale Important to identify highway geometric deficiencies.

Edit Checks:

E(C)08.01 If “C7. First Harmful Event” = 24 (Cable Barrier), 25 (Concrete Traffic Barrier), 27 (Curb), 28 (Ditch), 29 (Embankment), 31 (Guardrail End), 32 (Guardrail Face), 38 (Traffic Sign Support), 39 (Traffic Signal Support), 41 (Utility Pole/Light Support) then “C8. Location of First Harmful Event Relative to the Trafficway” should = 01 (Gore), 03 (Median), 09 (Roadside) or 10 (Separator/Traffic Island).

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C9. Manner of Crash/Collision Impact

Definition The identification of the manner in which two motor vehicles in transport initially came together without regard to the direction of force. This data element refers only to crashes where the first harmful event involves a collision between two motor vehicles in transport. See “Figure 2: Manner of Collision and Associated Crash Diagrams”

(p. 17) for a diagram of the manner of collision.

Attribute Values:

00 Not a Collision Between Two Motor Vehicles Select 1

01 Angle 02 Front to Front 03 Front to Rear 04 Rear to Rear 05 Rear to Side 06 Sideswipe, Opposite Direction 07 Sideswipe, Same Direction

98 Other 99 Unknown

Rationale Important for evaluation of occupant injuries and structural defects. This data element can be used in conjunction with “V18. Motor Vehicle Maneuver/Action” to describe the crash.

Edit Checks:

E(C)09.01

E(C)09.02

E(C)09.03

E(C)09.04

E(C)09.05

E(C)09.06

E(C)09.07

If “C7. First Harmful Event” does not = 11 (Motor Vehicle in Operation) or 14 (Parked Motor Vehicle) then “C9. Manner of Crash/Collision Impact” must be blank.

If “C7. First Harmful Event” = 11 (Motor Vehicle in Operation) or 14 (Parked Motor Vehicle) then “C9. Manner of Impact” must contain values and must not = 00 (Not a Collision Between Two Motor Vehicles).

If “C7. First Harmful Event” = 40 (Unknown) then “C9. Manner of Crash/Collision Impact” must = 99 (Unknown).

If “C20. Number of Motor Vehicles Involved”= 01 then “C9. Manner of Crash/Collision Impact” must be blank.

If “V13. Direction of Travel Before Crash” contains values showing vehicles traveling the same direction, “C9. Manner of Crash/Collision Impact” cannot be any of the following: 02 (Front to Front), 06 (Sideswipe, Opposite Direction), 05 (Rear to Side), or 04 (Rear to Rear).

If “V13. Direction of Travel Before Crash” contains values showing vehicles traveling in opposing directions, “C9. Manner of Crash/Collision Impact” cannot = 03 (Front to Rear), 07 (Sideswipe, Same Direction), or 05 (Rear to Side).

If “V13. Direction of Travel Before Crash” contains values showing vehicles traveling in perpendicular directions, “C9. Manner of Crash/Collision Impact” must = 02 (Front to Front), 01 (Angle), 05 (Rear to Side), 98 (Other) or 99 (Unknown).

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Figure 2: Manner of Collision and Associated Crash Diagrams

Front to Rear Collision Example and Crash Diagram

Front to Front Collision Examples and Crash Diagram

Angle Collision Examples and Crash Diagram

Sideswipe, Same Direction Collision Example and Crash Diagram

Sideswipe, Opposite Direction Collision Example and Crash Diagram

Rear to Side Collision Example and Crash Diagram

Rear to Rear Collision Example and Crash Diagram

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C10. Source of Information

Definition Affiliation of the person completing the crash report.

Attribute Values:

Subfield 1 Source of Information Select 1

Law Enforcement Agency Civilian

Subfield 2 Law Enforcement Agency Identifier Specify 1

9 characters

999999997

NCIC Originating Agency Identifier (OAI)

Not Applicable

Rationale Important for quality control and identification purposes. The Law Enforcement Agency Identifier is critical to report SAFETYNET crashes.

Edit Checks:

E(C)10.01 If only law enforcement agencies are allowed to complete form and enter data into the State database, the value cannot = 02 (Civilian).

C11. Weather Conditions

Definition The prevailing atmospheric conditions that existed at the time of the crash.

Attribute Values:

Blowing Sand, Soil, Dirt Blowing Snow Clear Cloudy Fog, Smog, Smoke Freezing Rain or Freezing Drizzle Rain Severe Crosswinds Sleet or Hail Snow

Other Unknown

Select 1-2

Rationale Important for management/administration and evaluation. Critical for prevention programs and engineering evaluations.

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Edit Checks:

E(C)11.01

E(C)11.02

If the value of “C11. Weather Condition” = 06 (Freezing Rain or Freezing Drizzle), 07 (Rain), 09 (Sleet or Hail), or 10 (Snow), then “C13. Roadway Surface Condition” cannot = 01 (Dry).

If 03 (Clear) is selected, a second occurrence of this element should not be selected.

C12. Light Condition

Definition The type/level of light that existed at the time of the motor vehicle crash.

Attribute Values:

Daylight Dawn/Dusk Dark – Lighted Dark – Not Lighted Dark – Unknown Lighting

Other Unknown

Select 1

Rationale Important for management/administration and evaluation. Critical for prevention programs and engineering evaluations.

Edit Checks:

E(C)12.01

E(C)12.02

If the crash occurred between 1800 and 0700 (States should adjust the time period to fit their situations) and months x to y, “C12. Light Condition” Subfield 2 should not = 01 (Daylight).

If the crash occurred between 0700 and 1500, (States should adjust the time period to fit their situations) and months x to y, “C12. Light Condition” Subfield 2 should not = any of the following: 02 (Dawn), 03 (Dusk), 04 (Dark – Lighted), 05 (Dark – Not Lighted), 06 (Dark – Unknown Lighting).

NOTE: These are examples of edit checks that States may wish to use as a warning.

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C13. Roadway Surface Condition

Definition The roadway surface condition at the time and place of the crash.

Attribute Values:

Dry Ice/Frost Mud, Dirt, Gravel Oil Sand Slush Snow Water (standing, moving) Wet

Other Unknown

Select 1

Rationale Important to identify and correct high wet-surface crash locations and provide information for setting coefficient of pavement friction standards. Critical for prevention programs and engineering evaluations.

E(C)13.01

E(GT)13.02

If the value of “C11. Weather Condition” = 06 (Freezing Rain or Freezing Drizzle), 07 (Rain), 09 (Sleet or Hail), or 10 (Snow), then “C13. Roadway Surface Condition” cannot = 01 (Dry).

Note: There may be unusual circumstances, like a tunnel that remains dry even when the weather conditions differ. States may wish to include this edit check as a warning.

If the crash occurred during May to September, the value of “C13. Roadway Surface Condition” should not = any of the following (States should adjust the months to fit their situations): 02 (Ice/Frost), 06 (Slush), or 07 (Snow).

NOTE: These are examples of edit checks that States may wish to use as a warning.

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C14. Contributing Circumstances – Roadway Environment

Definition Apparent environmental or roadway conditions which may have contributed to the crash.

Attribute Values:

None

Animal(s) Debris Glare Non-Highway Work Obstructed Crosswalks Obstruction in Roadway Prior Crash Prior Non-Recurring Incident Regular Congestion Related to a Bus Stop Road Surface Condition (wet, icy, snow, slush, etc.)

Ruts, Holes, Bumps Shoulders (none, low, soft, high) Toll Booth/Plaza Related Traffic Control Device Traffic Incident Visual Obstruction(s) Weather Conditions Work Zone (construction/maintenance/utility) Worn, Travel-Polished Surface

Other Unknown

Select 1-2

Rationale Important to identify existence of unusual conditions that could be useful in determining the need for additional traffic control devices or geometric improvements.

(Non-motorists are covered in traffic units.) Important to determine highway maintenance and possible engineering needs.

Edit Checks:

E(C)14.01

E(C)14.02

E(C)14.03

E(C)14.04

If “C14. Contributing Circumstances, Roadway Environment” = 18 (Weather Conditions), then the value of “C11. Weather Condition” cannot = 03 (Clear).

If “C14. Contributing Circumstances, Roadway Environment” = 00 (None), no other attributes can be selected.

If “C14. Contributing Circumstances, Roadway Environment” = 15 (Traffic Control Device), then “V17. Type of Traffic Control” must not = 00 (No Controls).

If “C14. Contributing Circumstances, Roadway Environment” = 19 (Work Zone (construction/maintenance/utility)), then “C18. Work Zone Related” Subfield 1 must = 02 (Yes); and Subfields 2, 3, 4, and 5 must not be blank.

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C15. Relation to Junction

Definition The coding of this data element is based on the location of the first harmful event of the crash. It identifies the crash’s location with respect to presence in a junction or proximity to components typically in junction or interchange areas. See “Figure 3.

Diagram of an Interchange” (p. 23) and “Figure 4. Diagram of an Intersection”

(p. 24).

Attribute Values:

Subfield 1 Within Interchange Area? Select 1

No Yes

Unknown

Subfield 2 Specific Location Select 1

Not an Interchange Area

Acceleration/Deceleration Lane Crossover-Related Driveway Access or Related Entrance/Exit Ramp or Related Intersection or Related Non-Junction Railway Grade Crossing Shared-Use Path or Trail Through Roadway

Other Location Not Listed Above Within an Interchange Area (median, shoulder and roadside)

Unknown

Rationale Important for site-specific safety studies to identify locations with actual or potential problems.

Edit Checks:

E(C)15.01

E(C)15.02

E(C)15.03

E(C)15.04

E(C)15.05

If “C8. Location of First Harmful Event Relative to the Trafficway” = 02 (In Parking Lane or Zone) then Subfield 1, Within Interchange Area cannot = 02 (Yes).

If “C16. Type of Intersection” = 00 (Not an Intersection) then “C15. Relation to Junction” Subfield 2 must not = 05 (Intersection or Related).

If “C16. Type of Intersection” Subfield 1 does not = 00 (Not an Intersection), then “C15.

Relation to Junction” Subfield 2 must = 05 (Intersection or Related).

If “C15. Relation to Junction” Subfield 1, Within Interchange Area? = 02 (Yes), Subfield 2, Specific Location cannot = 06 (Non-Junction).

If “C15. Relation to Junction” Subfield 1, Within Interchange Area? = 01 (No), Subfield 2, Specific Location cannot = 09 (Through Roadway) or 10 (Other Location Not Listed Above Within an Interchange Area).

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Figure 3. Diagram of an Interchange

Source: ANSI D16.2-2007 Manual on Classification of Motor Vehicle Traffic Accidents, Seventh Edition

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Figure 4. Diagram of an Intersection

Source: ANSI D16.2-2007 Manual on Classification of Motor Vehicle Traffic Accidents, Seventh Edition

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C16. Type of Intersection

Definition An intersection consists of two or more roadways that intersect at the same level. See “Figure 5: Overall Intersection Geometry Examples” (p. 26) for examples of overall intersection geometry.

Attribute Values:

Subfield 1 Number of Approaches Select 1

Not an Intersection

(2) Two

(3) Three

(4) Four (5+) Five or more

Subfield 2 Overall Intersection Geometry Select 1

Angled/Skewed Roundabout/Traffic Circle Perpendicular

Not Applicable/Not an Intersection

Subfield 3 Overall Traffic Control Device Select 1

Signalized Stop – All Way Stop – Partial Yield No Controls

Not Applicable/Not an Intersection

Rationale Important for site-specific safety studies to identify actual or potential safety problem locations.

Edit Checks:

E(C)16.01

E(C)16.02

E(C)16.03

E(C)16.04

If “C14. Contributing Circumstances, Roadway” = 15 (Traffic Control Device) then “C16. Type of Intersection” Subfield 3 must not = 05 (No Control).

If “C7. First Harmful Event” = 38 (Traffic Signal Support) then “C16. Type of Intersection” Subfield 3 must not = 05.

If any “C16. Type of Intersection” Subfield = Not Applicable/Not an Intersection then all must = Not Applicable/Not an Intersection.

If “C15. Relation to Junction” Subfield 2 Specific Location = 05 (Intersection or Related) then no “C16. Type of Intersection” Subfield can = Not Applicable/Not an Intersection.

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Figure 5: Overall Intersection Geometry Examples

Angled/Skewed Intersection Examples

Y-Intersection Five or more legs and not circular

Roundabout/Traffic Circle Intersection Examples

Roundabout Other circular intersections (e.g., rotaries, neighborhood traffic circles)

Perpendicular Intersection Examples

Cross-Intersection (four legs) T-Intersection

Source: Model Inventory of Roadway Elements, Version 1.0

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C17. School Bus-Related

Definition Indicates whether a school bus or motor vehicle functioning as a school bus for a school-related purpose is involved in the crash. The “school bus,” with or without a passenger on board, must be directly involved as a contact motor vehicle or indirectly involved as a non-contact motor vehicle (children struck when boarding or alighting from the school bus, two vehicles colliding as the result of the stopped school bus, etc.).

Attribute Values:

No Yes, School Bus Directly Involved Yes, School Bus Indirectly Involved

Select 1

Rationale Important in determining where and how school children are at the greatest risk of injury when being transported by a school bus and the extent to which school bus operations affect overall traffic safety.

Edit Checks:

E(C)17.01 If any involved vehicle has “V10. Special Function of Motor Vehicle in Transport” = 01 (Bus – School (Public or Private)) or 02 (Bus – Childcare/Daycare), then “C17. School Bus Related” must = 02 (Yes, School Bus Directly Involved).

C18. Work Zone-Related (Construction/Maintenance/Utility)

Definition A crash that occurs in or related to a construction, maintenance, or utility work zone, whether or not workers were actually present at the time of the crash. ”Work zone-related” crashes may also include those involving motor vehicles slowed or stopped because of the work zone, even if the first harmful event occurred before the first warning sign. See “Figure 6: Diagram of a Work Zone Area” (p. 29) for a diagram of the work zone area.

Attribute Values:

Subfield 1 Was the crash in a construction, maintenance, or utility work zone or was it related to activity within a work zone?

Select 1

No Yes

Unknown

Subfield 2 Location of the Crash Select 1

Before the First Work Zone Warning Sign Advance Warning Area Transition Area Activity Area Termination Area

Not Applicable/Not Within or Related to a Work Zone

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Subfield 3 Type of Work Zone Select 1

Lane Closure Lane Shift/Crossover Work on Shoulder or Median Intermittent or Moving Work Other Type of Work Zone

Not Applicable/Not Within or Related to a Work Zone

Subfield 4 Workers Present Select 1

No Yes

Not Applicable/Not Within or Related to a Work Zone Unknown

Subfield 5 Law Enforcement Present Select 1

No Yes

Not Applicable/Not Within or Related to a Work Zone

Rationale Important to assess the impact on traffic safety of various types of on-highway work activity, to evaluate Traffic Control Plans used at work zones, and to make adjustments to Traffic Control Plans for the safety of workers and the traveling public. This data element needs to be collected at the scene because work zones are temporary or moving operations that are not recorded in permanent road inventory files.

E(C)18.01

E(C)18.02

If “C7. First Harmful Event” = 19 (Work Zone/Maintenance Equipment) then Subfield 1 must = 02 (Yes), and Subfield 2, Subfield 3, Subfield 4, and Subfield 5 cannot = 98 (Not Applicable/Not Within or Related to a Work Zone).

If “C18. Work Zone-Related (Construction/Maintenance/Utility)” Subfield 1 = 01 (No), Subfields 2, 3, 4 and 5 must = 98 (Not Applicable/Not Within or Related to a Work Zone).

– 29 – ents

Figure 6: Diagram of a Work Zone Area

Diagram of a Work Zone Area

Downstream Taper

Buffer Space

– 30 – as h Da ta E le m en ts

C19. Crash Severity

Definition The severity of a crash based on the most severe injury to any person…