appendix a. consumer acceptability study: survey and focus group questionnaire … ·...
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Appendix A. Consumer Acceptability Study: Survey and Focus Group Questionnaire and Cover Letters
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Letter Sent to Survey Participants February 3, 2003
Name Address Town, XX 00000-0000 Dear Mr. X: Your help is needed. Researchers at Rowan University in New Jersey are conducting a study on the installation of Crash Data Recorders (CDRs) in automobiles. A CDR is a device that records vehicle crash information such as speed, deceleration, and seat belt status before and during an accident. CDRs have been produced and installed in many cars in recent years. Safety researchers, automakers, and government policy makers are interested in the public’s opinion about this technology. Your cooperation in responding to the enclosed questionnaire is vital. Because researchers are operating on a tight budget a limited number of questionnaires have been sent. The questionnaire will take you approximately eight minutes to complete. Please answer the questions in the spaces provided and mail it back to us in the self-addressed, stamped envelope. You will not be associated or identified personally with the answers you provide. The responses from individuals will be combined with the responses of other individuals before being analyzed. To ensure the inclusion of your opinions in the study, we need you to return the questionnaire before March 1, 2003. If you have any questions, please contact us by email at [email protected] or by writing to:
Phillip A. Lewis, Ph.D. EDR Study Rowan University 201 Mullica Hill Road Glassboro, NJ 08028
Your willingness to participate is greatly appreciated. Thank you. Sincerely, Phillip A. Lewis, Ph.D. Berhe Habte-Giorgis, D.B.A. Assistant Professor of Marketing Associate Professor of Marketing
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Crash Data Recorder Study - Questionnaire
Please respond by circling the number in the appropriate box. #
Yes No Don’t Know
1 I have heard about CDRs in vehicles prior to receiving this survey
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2 I have a CDR in my vehicle
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3
3 I know how to determine if there is a CDR in my vehicle
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4 I know of an automobile crash where CDR data was used to determine the cause of the accident
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2
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Please indicate your agreement or disagreement with the following statements. Circle the number in the box that best reflects your level of agreement. If you strongly agree with the statement, circle “5.” If you neither agree or disagree with the statement, circle “3.” If you do not have enough knowledge to either agree or disagree with the statement, circle “9.”
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1 By law, all new cars should be equipped with CDRs 5 4 3 2 1 9
2 The installation of a CDR should be the decision of the vehicle manufacturer 5 4 3 2 1 9
3 The installation of a CDR should be an option left to the prospective vehicle owner 5 4 3 2 1 9
4 It is acceptable if my vehicle is equipped with a CDR without my knowledge 5 4 3 2 1 9
5 With a CDR in my vehicle, I will be more cautious while driving 5 4 3 2 1 9
6 CDRs will reduce insurance fraud 5 4 3 2 1 9
7 CDRs will help in crash investigation 5 4 3 2 1 9
8 CDRs will reduce insurance cost 5 4 3 2 1 9
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9 CDR information could lead to improved road and vehicle safety 5 4 3 2 1 9
10 CDR information could help emergency medical response teams 5 4 3 2 1 9
11 CDR information could help in determining who was at fault in the event of a collision 5 4 3 2 1 9
12 The use of CDR information should be regulated by law 5 4 3 2 1 9
13 Vehicle Owners should have access to CDR data 5 4 3 2 1 9
14 Rescue and Medical Personnel should have access to CDR data 5 4 3 2 1 9
15 Police and Law Enforcement should have access to CDR data 5 4 3 2 1 9
16 Insurance Companies should have access to CDR data 5 4 3 2 1 9
17 Vehicle Manufacturers should have access to CDR data 5 4 3 2 1 9
18 Government Researchers should have access to CDR data 5 4 3 2 1 9
19 The use of CDR information is an invasion of privacy 5 4 3 2 1 9
20 The installation of a CDR in a vehicle should be required by law 5 4 3 2 1 9
21 A CDR in a vehicle should be standard equipment 5 4 3 2 1 9
22 A CDR in a vehicle should be optional equipment 5 4 3 2 1 9
23 The information from a CDR belongs to the vehicle owner 5 4 3 2 1 9
24 The vehicle owner should be able to turn a CDR on or off 5 4 3 2 1 9
25 The vehicle owner should be able to remove a CDR if it is already installed 5 4 3 2 1 9
26 Allowing researchers but not law enforcement officials to access CDR data will make CDRs more acceptable to vehicle owners
5 4 3 2 1 9
27 Allowing vehicle owners to view CDR data will make CDRs more acceptable to vehicle owners 5 4 3 2 1 9
28 Allowing vehicle owners to delete the recorded data will make CDRs more acceptable to vehicle owners 5 4 3 2 1 9
29 Allowing owners to turn off some CDR elements such as vehicle speed will make CDRs more acceptable to vehicle owners
5 4 3 2 1 9
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The following questions are solely for categorizing responses. Individual response will not be associated with specific respondents. 1. Do you have a valid driving license? Yes___[1] No___[2] 2. Do you wear your seat belts? Always___[1] Sometimes___[2] Never___[3] 3. What type of vehicle do you drive most frequently?
Model Year
Make (example: Chevrolet, Ford)
Model (example: Impala, Taurus)
Type (example: sedan, truck, SUV)
4. If you don't own a car, do you plan to purchase one in the next two years?
Yes___[1] No___[2] I don’t know ____[3]
5. Check the mode of transport you use mostly in commuting to work? Drive own car ___[1] Public Transportation ____ [2] Does not apply ____[3] Carpool _____[4] 6. Have you had any non-parking traffic citations/ tickets
in the last three years? Yes___[1] No___[2]
7. Have you had any traffic accidents during the last three years? (resulting in vehicle damage of more then $500) Yes___[1] No___[2]
8. Do you live in a city _______[1] or, a suburban/rural area ________ [2]
9. State of Residence: ____________________________
10. Do you have children less than 16 years of age living with you? Yes___[1] No___[2] 11. Do you have children sixteen or older living with you? Yes___[1] No___[2]
12. Income (household): under -$14,999___[1] $15000-$29,999 ___[2]
$30000-$69,999___[3] $70000 and over ___[4] 13. Ethnicity: Caucasian ___[1] Black / African American___[2]
Hispanic / Latino___[3] Asian / Pacific Islander___[4] Native American / Alaska Native___[5] Other ______________[5]
13. Age: 17-23___[1] 24-39 __[2] 40-59___[3] 59+ __[4]
14. Gender: Male___[1] Female___[2]
Thank you for your time. Please return the completed survey in the business reply envelope provided.
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Dear Thank you for agreeing to participate in a Crash Data Recorder Study Focus Group. Please be in room 209 of Rowan Hall on the campus of Rowan University on _______________, February ___ no later than 7:00 p.m. The session will end no later than 8:30 p.m. Maps to the campus and of the campus have been enclosed. I have designated where you may park (Parking Lot D). Researchers at Rowan University are conducting a study on the installation of Crash Data Recorders (CDRs) in automobiles. A CDR is a device that records vehicle crash information before and during an accident. Safety researchers, automakers, and government policy makers are interested in the public’s opinions about this technology. A survey was sent to licensed drivers across the country last year and, now, focus groups are being conducted. I encourage you to speak freely during the focus group session. However, if you feel uncomfortable answering a question at any time, please feel free to remain silent while the group is discussing that particular question. Although you will likely have differing opinions from your fellow participants, no one will be permitted to be disrespectful of another’s ideas. Your name, address, and telephone number will neither appear in my report nor be released to anyone. You will not be contacted by me or anyone associated with this study after this study. I will refer to focus group participants only by your gender, age, or ethnicity in my report such as “women age 24 to 39 reported that…” My report will be read by the coordinator for this grant, Dr. H. Clay Gabler of Rowan University and the sponsors of his grant. I am going to be recording the focus group, but only I will listen to the recording after the session to help me remember what was said in order to write the report. Then, the tape will be destroyed. Dessert will be served during the session. If you have any food allergies and/or other dietary restrictions, please let me know at least a week before your focus group. I have invited a small number of persons to participate in this study, so I sincerely hope you can attend. If you cannot attend the focus group, please call me before hand so I will know not to expect you and can possibly replace you. You will receive $50.00 at the end of the focus group session as a token compensation for your time. If you have any concerns, please do not hesitate to contact me at 856-218-8577. I look forward to seeing you and hearing what you have to say about CDRs. Sincerely,
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Appendix B. Annotated Bibliography of EDR Data Needs for Roadside Safety Analyses
Bligh, Roger, Ray, Malcolm, et al. Breakout Group Discussion C: Efficacy of Simulation
Methods. Transportation Research Circular # 435, TRB, National Research Council, January 1995, pp. 76-81.
The purpose of this breakout group was to explore the state-of-the-art in computer simulation methods and assess the feasibility of a more widespread use of this technology for the analysis of roadside events. Bligh and Ray split the discussion between vehicle handling models and impact models and present a brief presentation of the applications, limitations and capabilities of each. For vehicle handling models, there is a need to investigate soft soil/tire interaction and driver actions prior to impact. For impact models, there is a need for developing and validating additional vehicle and hardware models. Other significant issues raised include the level of detail required for an adequate simulation of roadside impacts, the number of vehicle models required to appropriately represent the fleet, and the frequency of update required for these vehicle models. The authors note that simulation methods may be able to provide insight into the rollover problem, non-tracking impacts, identification of critical test conditions, development of new hardware, and the optimization of design policies and guidelines. The authors provide no statement of required data needs. Bligh, Roger P. Performance of Current Safety Hardware for NCHRP 350 Vehicles.
Transportation Research Circular #440, TRB, National Research Council, April 1995, pp. 29-34.
This document highlights potential performance effects the replacement of the 4500S (passenger sedan) test vehicle with the 2000P (¾ ton pickup truck) test vehicle on currently installed roadside safety hardware. A comparison of the characteristics of each vehicle type is presented along with preliminary crash test results with the 2000P test vehicle and other pickup trucks. Assessments drawn from the preliminary crash test data suggests satisfactory performance from breakaway devices, support structures, traffic control devices as well as rigid barriers and bridge rails. The widely used flexible barriers (i.e. w-beam and thrie-beam) have been identified as an area of concern with the 2000P test vehicle due to increased propensity for vaulting and rollover. Further research is proposed to quantify the performance of the 2000P test vehicle with current roadside safety hardware and whether it is representative of the sport-utility vehicle portion of the fleet. There is no statement of roadside safety research data needs. Bryer, Tom, Stephans, Barry, et al. Breakout Group Discussion A: Data and Analysis
Needs. Transportation Research Circular # 435, TRB, National Research Council, January 1995, pp. 70-72.
The breakout group identifies that the main thrust of roadside safety research to be the full understanding of the problem. Critical roadside safety research issues
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identified are vehicle specific encroachment characteristics, factors and causes of roadside related rollovers, vehicle side slope traverse ability, adequacy of clear zone widths, performance of “new” guardrail end terminals, and the evaluation of strong and weak post guardrails. The group recognizes a need for bi-level accident but realizes that police-level data is much more readily available. Suggestions for improvement of police-level accident data include improved location accuracy, a better correlation to roadway databases, and a higher level of detail with regard to the sequence of events. With respect to vehicle encroachment data, the group indicates that data is needed to characterize the problem as well as to understand why drivers exit the roadway and identify their subsequent actions. A myriad of research associated with roadside safety hardware testing and evaluation criteria is presented. In this arena, data is needed to assess the relationship between test criteria and actual crash performance, to understand the mechanisms of barrier failure, identify the level and patterns of feature installation discrepancies, evaluate feature performance in common installation configurations, determine the relationship between surrogate measures of occupant risk and actual occupant injury levels, and to finalize the development of side impact test procedures. Other major areas of research needs are the determination of vehicle fleet characteristics, roadside accidents on rural two-lane roads and urban streets, revisions to feature severity indices, and a need for more detailed in-service evaluations. Council, Forrest, M. and Stewart, J. Richard. Attempt to Define Relationship between
Forces to Crash-Test Vehicles and Occupant Injury in Similar Real-World Crashes. Transportation Research Record 1419, Transportation Research Board, Washington, D.C., 1993.
This paper attempts to explore the relationship between the surrogate measures of
occupant risk utilized in full-scale roadside safety device tests and the actual level of injury experienced by occupants in actual crashes. Overall approach methodology consisted of matching instrumented full-scale crash tests with similar vehicle characteristics (make, model and year), crash characteristics (object struck, impact location on vehicle, etc.), and crash severity (as measured by vehicle deformation). For longitudinal and lateral acceleration of momentum change, 223 usable crash tests were linked to 232 suitable vehicle accident records. For occupant ridedown comparison, only 76 suitable crash tests were available to be linked to 62 appropriate vehicle accident records. Contingency table analysis and logistic regression modeling were used to investigate any possible relationships between the surrogate and actual injury levels. No strong correlation was found between lateral and longitudinal impact velocity and the results of the ridedown acceleration investigation were even less fruitful. The investigation of change in momentum, however, displayed a stronger correlation to subsequent occupant injury. Data limitations are cited as the biggest obstacle to this research; the authors suggest a wider spectrum of speed and impact angles in vehicle crash tests, a more accurate measure of impact velocity and impact angle in accident databases, and a larger representative data set. The authors conclude that there is still a clear need to determine how surrogate measures of occupant risk relate to actual human injury sustained in real crashes.
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Durkos, John, Stybos, John, et al. Breakout Group Discussion D: Assessing and Developing Roadside Hardware. Transportation Research Circular # 435, TRB, National Research Council, January 1995, pp. 83-85.
The function of this group was to analyze issues associated with the development, testing, and implementation of roadside safety hardware and to prioritize hardware development needs to encourage new designs. A discussion of relevant issues ensues and includes changes in the vehicle fleet, multiple service level development approach as well as underlying barrier philosophy. Due to the dynamic nature of the vehicle fleet, the group suggests research regarding the effect of ABS on the non-tracking impact problem, how vehicle inertial features change barrier performance, and the validity of the assumption that all occupants are unrestrained. Other research suggestions involve development of recommended installation situations for all NCHRP 350 test levels, identification of scenarios where an arrest strategy is superior to a redirection strategy, investigation of the validity of current crash test evaluation criteria, investigation of benefit to cost implications of right-of-way acquisition, and an assessment of the validity of using the “worst case” test vehicles rather than fleet representative vehicles. No particular research or data needs are presented. Durkos, John. Breakout Group Discussion D: Crash-Testing and Simulation Research
Needs. Transportation Research Circular # 453, TRB, National Research Council, February 1996, pp. 113-114.
Similar to the other breakout groups in this TRB Committee, this group produced its results in the form of four research problem statements. The suggested research areas included the feasibility of retrofitting existing hardware to meet changes in the vehicle fleet, development of a crash test matrix for 2,000 kg light truck vehicles, an interim revision to NCHRP 350, and identification of factors involved in slope-related vehicle rollovers. No specific data needs are suggested for these proposed research studies. Eskandarian, Azim, Bahouth, G., Digges, K., Godrick, D., and Bronstad, M. Improving
the Compatibility of Vehicles and Roadside Safety Hardware. Preliminary Draft Final Report, NCHRP Project 22-15, Transportation Research Board, October 2002.
Objectives of this study were to identify vehicle characteristics (current and future) that are incompatible with existing roadside hardware, evaluate the possibility of improving compatibility, and provide the automotive industry and roadside hardware developers with an increased awareness of these compatibility issues. Preliminary findings appear to indicate that pickups inadequately represent SUV crash behavior, impacts with concrete median barrier tend to be more serious, and there is a good correlation between certain vehicle characteristics (track width, center of gravity height, overall height, vehicle mass) and injury outcome. The research team analyzed thirteen roadside-related NASS cases and suggested additional modifications to current NASS data collection to facilitate more comprehensive roadside crash investigations. These research elements focused on the collection of device design characteristics, location of impact data relative to the device features, verification of proper device installation,
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estimation of impact conditions, and measures of overall device performance. In terms of vehicle characteristics, the following may be useful: vehicle center of gravity height, vehicle door sill height, frame rail spread and height, frontal overhang, vehicle mass, bumper height, and free space (between engine and bumper). There are a myriad of data elements present in the revised data collection form and will not be mentioned herein (see data classification of NCHRP 22-15 Suggested Data Elements for a complete listing); however, some of the more notable include impact and separation angle, yawing angle, vehicle rotation, height of treatment relative to roadway, post impact vehicle trajectory, impact speed, nominal treatment height, treatment damage, deformation depth. Other notable elements that specifically reference hardware are beam type (longitudinal barriers), beam material, post shape and material, and dimension information as well as a barrier and crash cushion type with a listing of proprietary crash cushion and end terminals. Glennon, J.C. and Wilton, C.J. Effectiveness of Roadside Safety Improvements Vol. I – A
Methodology for Determining the Safety Effectiveness of Improvements on All Classes of Highways. FHWA-RD-75-23. United States Department of Transportation, Federal Highway Administration, Washington, D.C., 1974.
This research effort focused on the development of roadside hazard safety effectiveness model applicable to all roadway types by modification of the model developed for freeways in NCHRP Report 148. Data was collected (from 8 cities and 10 states) to predict encroachment rates, distribution of lateral encroachment extent, distribution of encroachment angles, and roadside object severity indices for all highway types. Based on the values estimated, the researchers concluded that the implementation of roadside safety improvements on roadways other than freeways might be relatively ineffective. However, the researchers do stress the limitations of the data used to reach this conclusion. Although there is no formal discussion of data needs, several data limitations can be inferred. These include the small relative sample sizes used to determine the model input values, the use of collision diagrams to provide a coarse estimate of vehicle encroachment angle, and the use of a single speed and coefficient of friction to estimate theoretical lateral vehicle encroachment. Many of the problems encountered here are echoed in more recent research findings relating to the development of a cost-effectiveness analysis procedure for roadside safety improvements. Hall, J.W., Turner, D.S., and Hall, L.E. Concerns About Use of Severity Indexes in
Roadside Safety Evaluations. Transportation Research Record, n 1468, National Research Council, Washington, DC, Dec, 1994, pp 54-59.
The authors utilized a survey (distributed to 38 state highway and transportation
departments) to examine the understanding and use of roadside safety evaluations by design and safety personnel. An explanation of each survey question is presented along with the corresponding responses received. Of particular note is the widespread usage of the 1989 AASHTO Roadside Design Guide, a surprisingly limited use of the supplementary ROADSIDE program, and the reported problems with choosing the severity index and accident cost parameters for roadside safety analyses. In terms of
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needed research the authors suggest an investigation to validate the existing severity indices currently prescribed (by AASHTO and FHWA), research to incorporate severity indices for different objects as well as for other speeds, and research to determine the role of impact angle and speed on severity. Although there is no specific discussion of data needs, the following elements can be inferred from the research needs discussions: impact speed, impact angle, feature design information, feature lateral offset, and better object struck descriptions. Hollowell, William Thomas and James R. Hackney. Evolution of Vehicle
Crashworthiness as Influenced by the National Highway Traffic Safety Administration. Roadside Safety Issues, Transportation Research Circular 435, TRB, National Research Council, January 1995, pp. 33-41.
The authors present an overview of the motor vehicle safety problem noting the
magnitude of fatalities and incapacitating injuries that result from all vehicular crashes. A discussion of the Federal Motor Vehicle Safety Standards (FMVSS) that relate to vehicle crashworthiness is presented. Also, a description is provided for NHTSA’s New Car Assessment Program (NCAP) and the positive actions undertaken by auto manufacturers to improve vehicular safety. Data is presented in tabular form to illustrate the improvements that have been made from year to year with various make and model vehicles. The authors make no mention of roadside safety research or associated data needs. Hollowell, William T. Partnership for a New Generation of Vehicles. Transportation
Research Circular #453, TRB, National Research Council, February 1996, pp. 26-29.
Hollowell provides an overview of the historic alliance formed in 1993 between Ford, Chrysler, General Motors and the Federal Government termed the “Partnership for a New Generation of Vehicles (PNGV)”. The main goals of this partnership are to improve national competitiveness in automotive manufacturing, implement innovations on conventional vehicles that improve fuel efficiency and emissions while maintaining safety and utility, and ultimately achieve a fuel efficiency of three times the average at an equivalent price. Each goal is explained in detail along with research efforts pertinent to their attainment. Although most of the research efforts pertain to the vehicle safety facet, mention is made with respect to how vehicles of differing mass and component materials will behave with respect to roadside safety hardware. Note that it is assumed that changes in materials and vehicle mass will be required to greatly improve fuel efficiency. The author makes no reference to roadside safety research or specific data needs. Hunter, William W. and Forrest M. Council. Future of Real World Roadside Safety
Data. Transportation Research Circular #453, TRB, National Research Council, February 1996, pp. 38-54.
This paper examines the current data available regarding roadside object impacts and attempts to determine the adequacy of this data in light of the current research goals
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related to roadside safety devices. A discussion of previous research conducted by Viner (1995) is presented as well as an additional synthesis of HSIS data (to include multi-vehicle crashes and single vehicle incidents) from several states (mainly North Carolina and Illinois). From the additional data, the authors attempt to produce generalities relating roadside object crashes to general location (rural or urban), corresponding speed limits, roadway horizontal and vertical geometry, and approximate distance of object from the roadway. Data needs are discussed specifically pertaining to the encroachment-based model and accident-based model for determining site-specific improvement needs and in-service evaluations of roadside safety devices. The authors indicate several possible means of gaining the missing data, which include improved police form detail, additional maintenance-based analyses, a comprehensive roadside inventory, and innovative technologies such as GPS systems and event data recorders. In terms of specific data needs, the authors indicate the following additional or improved elements: speed and angle of impact, more specific and uniform object struck definitions, roadway horizontal and vertical alignment data, distance of impact from the edge of roadway, encroachment angle, encroachment distance, traffic volume, and more detailed impact sequence information. Mak, K. K., “Problems Associated with Police-Level Accident Data in Evaluation of
Roadside Appurtenance Performance,” Transportation Research Circular No. 256, Transportation Research Board, Washington, D.C., 1983.
Mak explicitly outlines the major limitations with using police-collected data for
the purpose of roadside safety research. The identified major problem areas are in location identification, definitions and reporting criteria, as well as environmental and accident data elements. In terms of accident data elements, Mak notes that where the barrier was struck, the impact conditions (impact angle, speed, and yawing), the type of response (redirection, penetration, vaulting, etc.), damage to the barrier, the separation conditions, and subsequent event information after redirection would be useful to the roadside researcher. Also, environmental data such as the type of barrier (including physical characteristics), descriptors of the roadway and roadside (such as presence of shoulders and lane width), and horizontal and vertical alignment at the point of departure are identified as required by a researcher. Other problems noted are lack of confidence in estimated distances from a given reference point (especially on bridges and near interchanges) and differences in collected data between jurisdictions (problems occur when data from different jurisdictions have to be combined). Mak, K. K., Sicking, D. L., and Ross, H. E., Jr., “Real-World Impact Conditions for Ran-
Off-the-Road Accidents,” Transportation Research Record 1065, Transportation Research Board, Washington, D.C., 1986.
Utilizing data from an accident analysis study for sign and light pole collisions
(Mak and Mason, 1980) and one involving narrow bridge site collisions (Mak and Calcote, 1983), the authors investigate the distributions of impact speed and impact angle for real-world roadside crashes (approximately 600 cases total) on different functional classes of roadways. For the purpose of this study, impact conditions are simply defined
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as impact speed for point objects (i.e. poles) and impact speed and angle for longitudinal objects (i.e. guardrails). Results indicate that both the distribution of impact speed and impact angle can be approximated with a gamma distribution (for longitudinal objects the speed and angle are assumed independent of one another). Other impact condition considerations mentioned by the authors include the distribution of area of impact for pole collisions, importance of post-impact vehicle trajectory in re-directive collisions, and the effect of non-tracking vehicles on impact characteristics. Two possible applications of this study are application to the full-scale test matrix (suggesting the multiple service level concept first used in bridge railings and later introduced in the subsequent NCHRP 350 guidelines) and the use in roadside safety hardware benefit-cost modeling procedures. A discussion of the data limitations ensues with the following research needs identified: extent of unreported roadside accidents, impact angle and speed distributions representative of all roadside crashes, investigation of other roadway, roadside and traffic characteristics that could alter the presented data, a more detailed investigation of post-impact vehicle trajectories of actual crashes, the effect of vehicle yawing motions on the performance of roadside devices and a more in-depth investigation of side impacts. Possible data to support these research efforts may consist of impact speed, impact angle, orientation of vehicle at impact, area of impact on vehicle, post-impact vehicle trajectory, non-tracking indication, indication of breakaway functionality, encroachment speed and encroachment angle. In terms of roadway characteristics, the following data elements may be useful: lane width, shoulder width, horizontal alignment, vertical alignment, lateral offset of feature, roadside slope, speed limit, and traffic volume. Mak, K.K. and Sicking, D.L. “Development of Roadside Safety Data Collection Plan,”
Report #FHWA-RD-92-113, Texas Transportation Institute, Texas A&M University System, College Station, Texas, February 1994.
Since the improved cost-effectiveness analysis procedure to be developed under NCHRP 22-9 was to utilize only existing data, this report was generated to identify deficiencies in the existing roadside safety data utilized by the new algorithm and provide a detailed plan to obtain improved information. The proposed studies include the following five areas: (1) validation of encroachment frequency/rate, (2) determination of encroachment frequency/rate adjustment factors, (3) effect of roadside conditions on impact probability and severity, (4) distributions of impact conditions, and (5) relationships of impact conditions, performance limits, and injury probability and severity. A detailed description for each of the proposed study includes an identification of the current studies with respective deficiencies and a detailed plan of obtaining more accurate information. Roadway geometric data needed to support proposed study (2) include average daily traffic, horizontal curvature, vertical grade, number of lanes, lane width, presence/absence of median, median width, presence/absence of paved shoulder, shoulder width, presence/absence of intersection, and information that can link accident data to corresponding roadway data information. Roadside data elements required are clear zone width, side slope, and roadside hazard rating. To support study (4), enumerated data are number of lanes, lane width, presence/absence of median, median width, presence/absence of paved shoulder, shoulder width, roadside slope, clear zone width, horizontal curvature and vertical curvature. For the roadside object or feature
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struck, there is a need to identify the type, design, lateral offset, damage sustained, as well as a performance assessment. Data needs in terms of the vehicle and trajectory include vehicle year, make and model, vehicle dimensions and weight, dimensions of vehicle damage, impact angle, departure angle from roadway, vehicle action prior to leaving roadway, and the trajectory of the vehicle after roadway departure but prior to impact. Required driver and occupant information include a complete description of the event including driver actions and the resulting injury severity. Mak, King K. Methods for Analyzing the Cost-Effectiveness of Roadside Safety Features.
Roadside Safety Issues, Transportation Research Circular 435, TRB, National Research Council, January 1995, pp. 42-62.
Mak presents a brief history of encroachment-based and accident-based prediction
models along with their typical application. Encroachment-based models include Texas Transportation Institute’s ABC program and the FHWA Benefit Cost Analysis Program (BCAP). A full description is provided for the new algorithm developed under NCHRP 22-9. The main differences are the use of the Cooper study for encroachment frequency, adjustment factors for roadway geometry and lane, use of Monte Carlo analysis to determine the vehicle traversal region, and the use of probability of injury or fatality without the intermediate severity index step. Future research needs to better determine the cost-effectiveness of roadside safety barriers include the performance limits of roadside safety features, relationships of injury probability and severity to the impact conditions, distributions of impact conditions, effects and severity of side slopes, validation of encroachment frequency, and vehicle trajectory after encroachment. Roadway data needs cited includes traffic volume, highway alignment, roadside side slope, and type, quantity and characteristics of hazards and features. The authors indicate a need for encroachment and impact condition distribution data, which includes encroachment speed, encroachment angle, lateral extent of encroachment, impact speed, impact angle, vehicle impact orientation, vehicle trajectory, impact sequence, nature of object(s) struck or harmful event(s), and the damage to the vehicle and object(s) struck. Mak, King K. and Bligh, Roger P. Recovery-Area Distance Relationships for Highway
Roadsides: Phase I Report. NCHRP Project 17-11, Transportation Research Board, January 1996.
The objective of this research is the development of relationships between the clear zone distance and roadway and roadside features, encroachment parameters, vehicle factors, and traffic conditions for the full spectrum of highway classes and design speeds. Representing the results of the first phase of the project, this document consists of a detailed literature review, conceptualization of relationships, and a work plan for the second phase. A description is provided for each of the four categories of conceptualized relationships; these are (1) lateral extent of encroachment, (2) accident frequency rate, (3) accident severity and (4) cost-effectiveness. To support the hypothesized relationships, the following data needs are identified: encroachment speed, encroachment angle, lateral velocity, vehicle orientation, horizontal curvature, vertical alignment, shoulder width, sideslope, ditch configuration, surface type, surface condition, vehicle type, and driver responses.
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Mak, King K. Breakout Group Discussion B: Severity Indices Development.
Transportation Research Circular # 453, TRB, National Research Council, February 1996, pp. 106-108.
The objectives of this breakout group was to review the current severity index values used in the ROADSIDE program and the algorithm developed under NCHRP 22-9, determine if there is a need to update the definition of severity index, and develop research statements targeted at the development of more accurate severity indices. Three research statements are posed: development of a methodology for attainment of a relation between actual accident severity and surrogate measures, determination of the feasibility of collecting and using airbag crash sensor data, and a determination of the extent of unreported accidents for selected roadside features. Although these proposed research efforts reveal areas of focus, there is no explicit discussion of required data elements. Mak, King K., Bligh, Roger P., and Griffin, Lindsay I. Improvement of the Procedures
for the Safety Performance Evaluation of Roadside Features. NCHRP Project 22-14 Final Report, Transportation Research Board, November 2000.
The aim of this research effort was to develop a methodology to assess the relevance and efficacy of the current NCHRP 350 testing procedures and to evaluate the need for updating them. With input from a myriad of the roadside safety community, the project panel chose seven areas of focus: (1) test vehicles and specifications, (2) impact conditions, (3) critical impact point, (4) efficacy of the flail space model, (5) soil type/condition, (6) test documentation, and (7) working width measurement. Recommendations in each area are presented in separate white papers in the appendices. Changes eminent in the subsequent procedural document include the adoption of the slightly more generalized CEN version of the flail space model, new critical impact point determinations for transitions, a measurement of soil properties for every new batch of soil, more specific reporting requirements, and inclusion of the working width indication. In order to solicit data required for a better assessment of these testing requirements, the research team has suggested five research studies. These include a determination of the distributions of impact conditions, in-service performance evaluation of roadside hardware, performance limits of roadside hardware, relationships of injury severity to impact conditions, and relationships of injury severity to crash test evaluation criteria. General data elements suggested by the authors are roadway cross sectional elements, roadway geometric data, traffic characteristics, and more detailed roadside feature and maintenance data. For the proposed research studies, specific roadway data elements include the number of lanes, lane width, presence/absence of median, median width, presence/absence of paved shoulder, shoulder width, roadside slope, clear zone width, horizontal curvature, and vertical grade. In terms of roadside object or feature struck, the following should be identified: type, design, lateral offset, damage sustained, and performance assessment. Data elements relating to the vehicle and occupants are vehicle action prior to leaving roadway, departure angle from roadway, vehicle trajectory after departure but prior to impact, impact angle, vehicle year, vehicle make, vehicle model,
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vehicle dimensions, vehicle weight, dimensions of damage, description of event including driver actions, and injury severity. McGinnis, Richard G., and Swindler, Kathleen M. Roadside Safety in the 21st Century.
Proceedings of the Conference on Traffic Congestion and Traffic Safety in the 21st Century, ASCE Highway Division and Urban Transportation Division, Jun 8-11 1997, Chicago, IL, pp 118-124.
McGinnis presents a general overview of the scope of the roadside safety problem and documents current vehicle fleet, vehicle technology, and roadside safety trends. The purpose of this proceeding is to identify the issues that must be addressed by all involved parties (auto manufacturers, highway safety community, roadside hardware manufacturers, highway designers, government regulators, etc.) in order to maintain advancements in roadside safety in the future. The issues of concern include the emerging significance of pickup trucks and sport utility vehicles in the vehicle fleet, vehicle-to-roadside-hardware compatibility, a possible increase in the median travel speed due to the repeal of the federal 55 mph speed limit, seat belt usage, and the propensity of alcohol use among motorists. No specific data needs are presented. Michie, Jarvis D. Roadside Safety: Areas of Future Focus. Transportation Research
Circular #453, TRB, National Research Council, February 1996, pp. 30-37. Michie provides a brief synopsis of roadside safety history followed by his view of the most crucial areas of future focus. These areas of focus are major roadside safety problem areas (namely rollovers, trees, and utility poles), safety on urban highways and streets, improving benefit-cost analysis procedures and improving roadside feature field application. For rollovers, data and research suggestions are investigations into tripping mechanisms, an investigation of the biomechanics of the resulting injury or fatality, a quantification of the effects of curbs, soft soil, steep slopes and fixed objects, and further accident investigation analysis to present rollover in terms of occupant compartment deformation, number of rotations and speed prior to rollover. Suggested research needs for utility poles include the investigation of pole/foundation designs that minimize the need for guy wires and the development of pole placement procedures as a function of roadway geometry, cross section and traffic conditions. To tackle the urban roadside safety problem, Michie suggests a long-term effort that focuses on the development of standards for new construction and the development of a myriad of urban-specific roadside safety device designs. For more refined benefit-cost analysis procedures, he suggests research into improvement of the current accident prediction modules, severity indices, and encroachment prediction modules. Lastly, for improved field application of roadside safety devices, he suggests the development of features less sensitive to installation and a more widespread dissemination of roadside feature-related information. Specific data needs mentioned include number of vehicle rotations (in rollover), speed prior to rollover, and presence of soft and/or non-uniform terrain. Opiela, Kenneth S. and McGinnis, Richard M. Strategies for Improving Roadside Safety.
1998 Transportation Conference Proceedings.
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The authors present an overview of the roadside safety problem and the potential
factors within the driver-vehicle-roadway system that lead to roadside-related fatalities. External factors that must be considered include vehicle fleet characteristics, traffic volume fluctuations, right-of-way availability, infrastructure deterioration, aging driver population and increased competition for government resources. An outline is presented outlining specific ways to improve roadside safety (recommendations by NCHRP project 17-13). The five mission statements are to (1) increase roadside safety awareness and support, (2) build and maintain information resources and analysis procedures, (3) keep vehicles from leaving the roadway, (4) keep vehicles from overturning or striking objects on the roadway when they do leave the roadway, and (5) minimize injuries and fatalities when these roadside objects are struck. In terms of roadside safety research and data needs, the following general items are suggested: improved roadway/roadside data inventory systems, comprehensive roadway safety and information resources, effective tools and methods for safety analyses and continuing programs to monitor roadside safety. More specific research needs include a re-examination of pole placement policies, a stronger linkage between accident data and roadside inventories, and more assessments of the functionality of roadside hardware in field applications. Paniati, Jeffrey F. and True, Justin. Interactive Highway Safety Design Model (IHSDM):
Designing Highways with Safety in Mind. Transportation Research Circular #453, TRB, National Research Council, February 1996, pp. 55-60.
This paper provides a detailed background and description of the development of the Interactive Highway Safety Design Module (IHSDM). Goals of the IHSDM include application to both new construction and rehabilitation projects, facilitation of safety decision-making throughout the design process, and functionally integrated with current CAD software. A module structure has been selected to provide for user input during the development phase. The four anticipated design tools (Driver/Vehicle Performance, Accident Analysis, Traffic Assessment and Policy Review) are described in detail as well as the current research and implementation progress. Note that the team expects to utilize results from NCHRP 22-9 “Improved Procedures for Cost-Effectiveness Analysis of Roadside Safety Features” and NCHRP 17-11 “Recovery-Area Distance Relationships for Highways and Roadsides”. Although this project appears to be based mostly on current research, suggested research needs cited are an improved understanding of the relationship roadway geometry has on safety, a more detailed understanding of the driver-vehicle-roadway interaction, and an improved method for accident prediction based on more accurate encroachment data. There is no mention of specific data needs. Powers, Dick, Dearsaugh, Bill, et al. Breakout Group Discussion B: Selection and
Design of Roadside Safety Treatments. Transportation Research Circular # 435, TRB, National Research Council, January 1995, pp. 73-75.
The overall algorithm presented for the improvement of roadside safety hardware is a correct identification of the problem, development and implementation of a solution, and a follow-up evaluation of the solution. Areas of research identified are vehicle
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stability and rollover propensity, a more precise method of effectiveness assessment for traffic barriers, better implementation of in-service evaluations, and research to determine the best roadside safety applications of emerging technologies. In terms of data needs, the group mentions the need for more detailed information from police accident reports as well as data to support the determination of the extent of unreported roadside incidents. Specific data elements (to be collected or have an improved accuracy) inferred by the discussion are barrier failure mechanism, type of hardware impacted, and presence of rumble strips. Powers, Richard. Breakout Group Discussion E: In-Service Evaluation and Barrier
Performance Data Research Needs. Transportation Research Circular # 453, TRB, National Research Council, February 1996, pp. 114-115.
The result of discussion among this group was a problem statement regarding the development of a methodology for performance evaluation of traffic barriers and terminals. Although the research team is ultimately tasked with the recognition of applicable data, the breakout group suggested angle of impact, vehicle type, impact speed, barrier failure mode, vehicle trajectory, barrier post-impact condition, and the injury attained by the occupants. Ray, M. H., J. D. Michie, and M. Hargrave. Events That Produce Occupant Injury in
Longitudinal Barrier Accidents. Transportation Research Record 1065, TRB, National Research Council, Washington, D.C., 1986, pp. 70-75.
By analyzing performed sled tests, accident data, and full-scale crash tests, the
authors attempt to gain a better understanding of the mechanism of injury in longitudinal barrier impacts. Previous design of longitudinal barriers has been governed by two basic assumptions: (1) occupant risk is highest in the first collision due to the presence of the greatest speeds and forces and (2) the occupant injury is directly related to the intensity of the vehicle collision accelerations. Findings in this paper suggest that severe longitudinal barrier impact conditions do not typically produce severely injured occupants and that vehicle trajectory and stability subsequent to the collision are major factors in the cause of occupant injury. Likewise, it is suggested that smooth redirection of an impacting vehicle is a more effective means of reducing occupant injury than attempting to limit vehicle accelerations. Note that these results were based on a slender 7 sled tests with instrumented anthropomorphic test dummies (3 frontal and 4 side impacts), a total of 165 longitudinal barrier accident cases (26 from a narrow bridge study by Mak et al. and 139 from LBSS), and 15 full-scale crash tests of bridge railings. Further research concerns posed by the authors include more attention to attempting to assign a measurement to vehicle trajectory after impact and more sufficient data relating to occupant injury in impacts subsequent to those with longitudinal barriers. Data elements to support this research are impact speed, impact angle, after collision vehicle trajectory, and vehicle stability.
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Ray, Malcolm H. Safety Advisor: Framework for Performing Roadside Safety Assessments. Transportation Research Record, n1468, National Research Council, Washington, D.C., December 1994, pp 34-40.
The Safety Advisor program has been developed by Ray (under a contract with
the FHWA) to provide a tool for assisting roadway designers in evaluating the safety effectiveness of roadside designs. Ray presents a description of the mathematical model employed, as well as the associated data files, input files, scenario files (to link probability models with features) required to produce usable output. An example problem is presented to illustrate the utility of the program for performing traditional benefit to cost analyses or relative safety analyses to evaluate the effectiveness of proposed countermeasures. Advantages of the program appear to be its ease of use, graphical representation of results, and the separation between the process of performing the safety analysis and the probabilistic models (i.e. the probabilistic models are not part of the source code). Disadvantages include process time required and input restrictions such as maximum length of roadway. Although not explicitly discussed, data research needs hinted towards are more representative severity index values for roadside safety features and more objective means of economic benefit to cost analyses. Ray, Malcolm H., Carney, John F., and Opiela, Kenneth S. Workshop Summary.
Transportation Research Circular # 435, TRB, National Research Council, January 1995, pp. 86-89.
The authors present a broad-scoped portrayal of the current status of roadside safety and the findings of TRB Committee A2A04, Roadside Safety Features. Several common themes have been identified: (1) roadside safety is broader in scope than simply developing new hardware, (2) proper selection and placement of roadside hardware is vital to its performance, (3) a lack of quantifiable measures for identifying possible roadside safety hazards (largely due to poor quality accident data), (4) need for better coordination between automotive and roadside communities and (5) implementation of modern analytical techniques to roadside safety design and analysis. A summation of roadside safety research issues is presented in tabular form (identical to the listing present in Ray et al., Emerging Roadside Safety Issues). No particular research or data needs are presented. Ray, Malcolm H., Carney, John F., and Opiela, Kenneth S. Emerging Roadside Safety
Issues. TR News #177, National Research Council, Washington, D.C., Mar-Apr 1995, pp 32-35.
Recognizing the efforts to improve roadside safety to date, the authors indicate further improvements in this area will require additional attention to several emerging issues including a more detailed understanding of crash characteristics, accommodating a dynamic vehicle fleet, analyzing crash potential, selecting effective safety devices, and utilizing new technologies. A significant number of research questions pertaining to current research issues are presented in tabular form. Of particular note, the authors state the need for more detailed in-service evaluations, identification of the slope-related
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rollover tripping mechanisms, data to support the encroachment-collision-severity method (originally developed under NCHRP 148), quantification of the severity differences between arresting and redirecting an errant vehicle, and investigation as to whether NCHRP 350 test conditions are actually “worst case” impact conditions. Possible data to support these research needs inferred by the authors are an indication of feature performance, an indication of whether the impacted hardware was placed properly, and greater level of detail in police accident reports. Ray, Malcolm H. Use of Finite Element Analysis in Roadside Hardware Design.
Transportation Research Circular #453, TRB, National Research Council, February 1996, pp. 61-71.
In this paper, Ray provides a brief summary of roadside safety research and the concurrent development of analytical simulation methods for roadside safety hardware design. A discussion of the current roadside safety issues precedes an explanation of the possible utility of non-linear finite element simulations for roadside safety hardware design. Several reasons for a predisposition towards finite element simulation are the lack of detailed roadside hardware stress, strain, and failure mechanisms from crash tests, the cost of repetitive full-scale testing, and the impossibility of using full-scale tests to evaluate certain test conditions (i.e. non-tracking impacts, steering and braking inputs, etc.). Ray explains that these models must first explain the results of full-scale tests then predict the results of tests prior to being used to evaluate scenarios not possible with full-scale testing. An overview of vehicle and roadside hardware models to date is presented as well as future considerations and directions. Mentioned research needs include an investigation of different vehicle platform performance with various roadside safety devices, a better understanding of vehicle-barrier interaction, the development of an effective means of in-service evaluation, and a more detailed knowledge of the complexity of vehicle models required to produce results useful for the roadside safety hardware designer. There is no discussion of roadside safety data needs. Ray, Malcolm H., Hargrave, Martin W., Carney, John F. III, and Hiranmayee, K. Side
Impact Crash Test and Evaluation Criteria for Roadside Safety Hardware. Transportation Research Record #1647, National Research Council, Washington, D.C., November 1998, pp 97-103.
This paper summarizes the preliminary recommendations for performing roadside
hardware side impact crash tests (as presented in Appendix G of NCHRP 350) in light of other side impact crash test procedures, namely NHTSA’s FMVSS 214. Of particular note is the recommendation of the use of Anthropomorphic Test Dummies (ATDs) for occupant risk evaluation in side impact tests for roadside hardware (in strict contrast to guidelines presented for re-directive crash tests in NCHRP 350). The rationale behind this decision is that the test conditions specified (full broadside angle) is consistent with those specified for vehicle-to-vehicle side impact crash tests (which utilize side impact ATDs). Side impact test experience to date is explained with a summary of results of tests with slip-base luminaires, collapsing luminaires, guardrail breakaway cable terminal, eccentric loader terminal, and the modified eccentric loader terminal. Additional research needs identified by the authors include a validated procedure for
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accounting for ATD position within in the vehicle (ATD position is difficult to maintain due to the movement of the vehicle), a method for estimating ATD response to identify particular tests that will result in excessive ATD damage, and the relation between intrusion, intrusion rate and occupant injury. Although there is no specific statement of data needs, more detailed vehicle intrusion data may aid in the development of a link between intrusion and subsequent occupant injury. Reagan, Jerry A. Roadside Safety Hardware – Time for a New Paradigm?
Transportation Research Circular #453, TRB, National Research Council, February 1996, pp. 76-82.
Reagan summarizes the current approach for developing roadside safety hardware contained in NCHRP 350 and enumerates several related problem areas. A plan for the development of future roadside safety hardware is outlined with a focus on the utilization of finite element analysis/simulation procedures. Also, the author presents current research activities and progress of the FHWA with respect to these analytical procedures. A number of questions are raised with regard to current design procedures and Reagan suggests research to determine how closely test vehicles (820C and 2000P) represent the vehicle fleet, to investigate the original functionality assumptions of features, and investigate the proportion of injuries related to vehicle failures during a roadside feature impact. No specific mention of data needs is made. Ross, H.E., Jr., Perera, H.S., Sicking, D.L., and Bligh, R.P., “Roadside Safety Design for
Small Vehicles,” NCHRP Report 318, Transportation Research Board, Washington, D.C., 1988.
As most safety hardware has been designed for passenger vehicles in excess of
1800 pounds and there has been a general trend toward lighter more fuel-efficient vehicles, there is a necessity to evaluate the performance of roadside safety devices with respect to these lighter vehicles. The objectives of this study were to evaluate the performance of various safety features for a 1500-pound test vehicle (with respect to NCHRP Report 230 guidelines) and identify potential modifications to these devices to enable satisfactory performance for vehicles weighing as little as 1250 pounds. Using full-scale crash tests and various computer simulations, the research team evaluated a rigid and flexible longitudinal barrier, breakaway luminaire supports, breakaway and base-bending sign supports, crash cushions, guardrail terminals, and several roadside features including slopes, driveways and curbs. Mentioned or inferred research needs include the possibility of including non-tracking impacts in roadside hardware test procedures, the structural stiffness of vehicles and its relation to occupant impact velocity and occupant compartment intrusion, the effects of soft soils on impacts with small sign support systems, and a more in-depth in-service evaluation of the eccentric loader terminal and guardrail extruder terminal. Other research possibilities include the relation of roadside slope and condition on rollover propensity, point of impact sensitivity for breakaway devices, and the incorporation of more detailed occupant risk analysis procedure. Although there is no particular statement of required data, the following data elements may support the aforementioned research needs: curb type, curb face slope,
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vehicle center of gravity location, pole trajectory subsequent to impact, yaw angle and rate prior to impact, roadside slope, and roadside soil condition. Ross, Hayes E. Evolution of Roadside Safety. Roadside Safety Issues, Transportation
Research Circular 435, TRB, National Research Council, January 1995, pp. 5-16. Ross presents a decade-by-decade account of the history of roadside safety highlighting a multitude of related publication and influential governmental acts and regulations. As of early 1995, the paper examines the current types of the roadside safety devices and current design and evaluation methodologies. Various future research area of concerns mentioned include the development of features for all NCHRP 350 test levels with corresponding guidelines for their use, the increased light truck presence in the vehicle fleet, the use of new materials, and the expansion of international cooperation. There is no specific reference to data needs. Ross, Hayes E. Jr. Implications of Increased Light Truck Usage on Roadside Safety.
Transportation Research Circular #453, TRB, National Research Council, February 1996, pp. 4-15.
To present the preliminary results of NCHRP Project 22-11, this paper presents information on projected light truck sales and design trends, properties of light trucks thought to influence the impact performance of roadside safety features, crash tests where light trucks impact roadside safety devices, and field performance of roadside safety devices inferred from accident studies. Emphasizing the increasing presence of light trucks in the vehicular fleet, the authors indicate the need for consideration of the light truck in the design and implementation of roadside safety devices. The higher bumper heights, shorter front overhangs, higher center of gravity locations, and stiffer crush properties of light trucks appear to impart a greater demand on these structures than the previous 2,040 kg passenger car design vehicle. Based on findings to date, Ross indicates that 2000P design vehicle (3/4 Ton Pickup) is found to be a reasonable representation of the larger light truck class with respect to parameters influencing impact performance. Other findings include the marginal performance of the widely used w-beam guardrail system when subjected to Test Level 3 requirements of NCHRP 350. There is no specific reference to needed data elements. Saxton, Lyle. Assessment of ITS Safety Benefits. Transportation Research Circular
#453, TRB, National Research Council, February 1996, pp. 85-89. Saxton provides a description of the evolution of the Intelligent Transportation System (ITS). For the purpose of analyzing the potential safety benefits associated with ITS innovations, three categories have been generated. Category I include all improvements focused directly on safety (i.e. automated braking systems); Category II include improvements not focused directly on safety but would be expected to produce a safety enhancement (i.e. electronic clearance of commercial vehicles); Category III are improvements aimed at creating a general enhancement of the driving environment and thus indirectly improving safety (i.e. pre-trip travel information). Also, Saxton presents a
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summary of methods and findings of a study entitled “Potential Safety Applications of Advanced Technology” (by University of Michigan Transportation Research Institute and funded by FHWA). Although the extent of safety benefits derived from possible ITS innovations are difficult to quantify at this time, there is definite potential for increased safety. There is no mention of data or research needs. Saxton, Lyle. Breakout Group Discussion C: Vehicle Fleet Characteristics, ITS Research
Needs, Driver Behavior, Accident Data Collection and Analysis Research Needs. Transportation Research Circular # 453, TRB, National Research Council, February 1996, pp. 108-113.
This group focused on the vehicle fleet-hardware interface, how vehicle restraint and safety systems affect occupant safety, driver behavior issues, ITS research needs, and accident data collection and analysis. From these focus areas, the group offered the following research statements: potential update to NCHRP 350, vehicle and roadside safety hardware compatibility and reconciliation, effect of airbags on roadside safety crashes, application of ITS technology to crash avoidance in roadside safety systems, future vehicle and hardware compatibility, and an investigation of methods for more detailed roadside safety hardware accident studies. No mention is made for particular data needs. Schauer, Dale. Comments on the Efficacy of Simulation Methods. Transportation
Research Circular # 435, TRB, National Research Council, January 1995, pp. 82. Schauer stresses the importance of good hardware and experienced users in the development of useful computer simulations. Evaluation of barrier capacity, performance of sub-standard hardware installations and the performance of different vehicles are three potential applications of simulations mentioned. No particular research or data needs are presented. Sicking, Dean L. Applications of Simulation in Design and Analysis of Roadside Safety
Features. Roadside Safety Issues, Transportation Research Circular 435, TRB, National Research Council, January 1995, pp. 63-69.
Two categories of simulation programs exist: vehicle handling programs and
impact models. The author presents a discussion of the state-of-the-art of both types; the Highway Vehicle Object Simulation Model (HVOSM) is widely used as a vehicle-based model while Barrier VII is used to predict maximum barrier deflections, element loads, plastic strain in barrier components and identify critical impact locations for crash testing. Sicking suggests that solution is the development of more representative models to produce more accurate results. The benefits would include the exploration of scenarios that are not feasible to be recreated with crash testing such as non-tracking impacts. Limitations mentioned include CPU time and computational requirements, high cost of mesh development due to the complexity of the modern automobile, and the non-linear properties of both the materials in the vehicle and the roadside safety features. There is no specific reference to needed data elements.
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Stack, Ken. The Evolution of Vehicle Safety and Crashworthiness. Roadside Safety
Issues, Transportation Research Circular 435, TRB, National Research Council, January 1995, pp. 30-32.
Stack presents a narrative from the automotive industry prospective regarding the evolving science of roadside safety. As the paper is mainly focused from the vehicular perspective, there is no direct mention of roadside safety or associated data needs. Stephens, Barry D. Safety Appurtenance Design and Vehicle Characteristics.
Transportation Research Circular #453, TRB, National Research Council, February 1996, pp. 16-25.
Stephens (of Energy Absorption Systems, Inc.) presents a conglomeration of
observed vehicle characteristics and their subsequent influence on crash test results. Specifically highlighted are differences in front bumper reinforcements, front suspensions, and center of gravity locations in ¾ ton pickups, frontal crush differences between the 4500S and 2000P test vehicles, bumper height differences between various vehicles, and hood characteristics of small vehicles. Although no specific data or research needs are specifically stated, all the noted vehicle characteristics and their effect on an impact with a roadside safety device are worthy of more research. In particular, the effect of lateral front bumper bracing on wheel snagging, “I-Beam” suspension failure and the vehicle’s tendency to vault, center of gravity longitudinal location and the propensity for counter rotation in longitudinal barrier collisions, higher truck frontal stiffness and the impact on occupant injury, and the effect of varying bumper heights on the performance of typical roadside safety devices. There is no specific reference to needed data elements.
Stoughton, Roger. Breakout Group Discussion A: Development of a Strategic Plan for
Roadside Safety. Transportation Research Circular # 453, TRB, National Research Council, February 1996, pp. 104-106.
Actually a meeting of the project panel for NCHRP 17-13, the group discussed the development of a strategic plan for improving roadside safety research as well as roadside safety in general. The results of the meeting are presented in list form; a prose version of the vision and purpose is presented along with the associated mission statements and strategic goals. As the information is broad in nature, there is no reference to specific data needs. Stoughton, Roger. An Oldtimer Suggests Some Activities for Improving Roadside Safety.
Transportation Research Circular #453, TRB, National Research Council, February 1996, pp. 90-103.
Stoughton expresses his views on a number of issues that plague the roadside safety industry and suggests avenues of improvement. He stresses a visionary approach to safety rather than the current “band-aid/better mouse trap” approach, more
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communication between agencies, a comprehensive Highway Safety Management System (HSMS) at the state level, and the development of a group advocating highway safety. Suggested research areas include the further development of side impact procedures, development of computer simulation programs, and the incorporation of new materials into new hardware designs. An explicitly expressed data need is a detailed, location-based inventory of all roadside safety hardware. Taylor, Harry W. Status of Accreditation of Roadside Safety Equipment Crash Test
Laboratories in the United States. Transportation Research Circular #453, TRB, National Research Council, February 1996, pp. 83-84.
Establishing parallels with standards in other industries such as the pharmaceutical and electric industries, Taylor explains the rationale of applying a laboratory accreditation procedure to the roadside safety hardware testing field. The current status of this movement in the United States is summarized and the author notes that a lethargic motion is being made towards adopting certification procedures. No mention is made of associated roadside safety data or research needs. Tokarz, Frank J. Crash Simulation for Improving Highway Safety Hardware: Status and
Recommendations. Transportation Research Circular #453, TRB, National Research Council, February 1996, pp. 72-75.
This paper summarizes the progress of the Lawrence Livermore National Laboratory (contracted by the Turner-Fairbank Highway Research Center) toward developing roadside safety focused finite element crash simulations, identifies the areas of diminutive progress, and suggest methods of improving progress in these areas. Research is suggested to define impact conditions that are most crucial to the roadside safety community, select representative vehicle models to be modeled, select roadside hardware to be modeled, and to define parameters for appraising the success of a simulated crash. There is no mention of data needs. Viner, John G., Council, Forest M., and Stewart, J. Richard. Frequency and Severity of
Crashes Involving Roadside Safety Hardware by Vehicle Type. Transportation Research Record 1468, National Research Council, Washington, D.C., December, 1994, pp 10-18.
The purpose of this paper is to examine the relative safety of crashes with
roadside safety hardware by vehicle body type. For this investigation, the authors utilized accident data from North Carolina and Michigan (from HSIS) as well as FARS data, GES data and Polk vehicle registration data. Although there were some discrepancies between the state and national data, the study found that if the measure of safety is K+A (fatal plus incapacitating) injuries, there is no significant difference between cars and sport utility vehicles. On the other hand, if fatalities only are used to gauge safety, drivers of pickups were found to be at a higher risk. The authors suggest that this higher fatality rate could be due to a higher propensity for occupant ejection during rollovers. Inherent data limitations suggested by the authors are the inability to
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account for unreported accidents, the statistical nature of GES, and data compatibility between databases when combining them. Viner, John G. The Roadside Safety Problem. Roadside Safety Issues, Transportation
Research Circular 435, TRB, National Research Council, January 1995, pp. 17-29.
Viner utilizes 1985 data from the Continuous Sampling System (CSS) of the National Accident Sampling System (NASS) in conjunction with comprehensive crash costs (in 1988 dollars) to investigate the nature of the roadside safety problem. The types of roadside crashes are ranked based on the percentage of loss incurred with the top five greatest losses attributed to overturns, trees, utility poles, embankments, and guardrails. A discussion of emerging trends includes the vehicle fleet changes based on the increase in the light truck category, air bags, anti-lock brakes and front end styling changes. Of particular note is the increased risk of fatality for pickup drivers involved in crashes with roadside safety devices; Viner notes that this may be a result of the higher rate of rollover and ejection in combination with lower seat belt usage rates. Also of note is the disproportionately higher crash risk for guardrail end treatments in comparison to the length of need (LON) as well as the increased severity of the end crashes in comparison to crashes within the LON. Specific data needs mentioned include improvement to specific object struck codes and an element to distinguish between accidents that occur on the inside and outside of horizontal curves.
Viner, John G. Risk of Rollover in Ran-Off-Road Crashes. Transportation Research
Record 1500, National Research Council, Washington, D.C., July 1995, pp 112-118.
Viner provides a synopsis of previous research relating to the investigation of
vehicle rollover and indicates the importance of identifying of the tripping mechanism to the reduction of these types of accidents. As an extension of a study done by Harwin and Emery in the late 1980’s, Viner used Illinois HSIS data (over 100,000 cases with over 16,000 rollovers) to examine vehicle rollovers. Major findings indicated that the principal cause of rollover was slopes and ditches, the rollover problem is dominant in the rural environment, and the rollover rate is strongly dependent on the vehicle type and vehicle speed prior to the event. Viner states that a higher level of detail in accident data is required to provide for a relative comparison of the mechanisms that contribute to tire-soil forces. Research recommendations include a further study of the importance of side slopes and ditch configurations as tripping mechanisms, the effects of soft soil and terrain irregularities on rollover risk, and the required additional data needed to be collected in national accident databases to facilitate these studies. Specific data elements mentioned are more detailed object struck descriptions, slope and ditch configuration data, indication of tire plow, roadside slope, roadside slope changes, and a description of the roadside soil cover.
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Appendix C. CDR-to-XML Converter Vetronix is developing a CDR-to-XML converter for applications such as NASS/CDS. Vetronix has provided the research team with a beta version of this promising CDR-to-XML converter for evaluation purposes. To date, we have used the program to convert a Ford case, and a GM case with a Deployment and Deployment Level event. As the program is not officially supported by Vetronix, there is no documentation. This appendix provides (1) a guide to installing and running the converter which the research team has developed, and (2) an example of the GM EDR output in XML format How to Install and Use CDR to XML converter
1. Contact Vetronix Corporation to obtain a copy of the CDR-to-XML software. Download the required CDR-to-XML software install files.
2. Find the application file called "setup". There are other files named setup but you
want the application file. Double click on the file to run it.
3. Install the converter to the desired folder. Default folder is the same folder as the Vetronix software to interpret and display the information in the CDR. Remember where it goes to because there will not be any shortcut to it.
4. To run the converter, find the CDR-to-XML folder. Look for an application file
called "TestProject" and double click on that file to run the converter. The interface will pop up with three buttons and text boxes on it. If the Visual Basic Editor was opened then you ran the wrong "TestProject" file. (There are two files named TestProject).
5. Click on the button "CDR File Spec". A prompt will appear for the full file path.
Type in the file name and hit OK, and the path you entered will appear in the text box. Do not try to enter the path directly into the text box, or it will say no input file specified.
Example: "C:\SaveTheStuff\2002New\Z1 2002 01-22-03\P06\02-06-019\02-06-019.cdr" 6. Click on the button "XML File Spec". A prompt will appear for the full path of
the file to be created. Type in the path and hit OK. Once again, you cannot enter the path directly into the text box. The file is created if it does not exist, and will overwrite an existing file of the same type. The extension on the end of the path controls what type of file will be created. If .xml, then it is an xml file, while .xls is an Excel file, and .txt is a Notepad file.
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Example Output Path: "C:\02-06-019DepLvl.xml"
7. Click on the convert button to attempt a conversion. If successful, the text box
will display "Conversion Successful". Otherwise, it will indicate the problem that caused it to fail. The output file will appear in the specified location.
8. Double click on the xml file to view it. This will either open an Internet explorer
window or take over an existing explorer window.
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Sample XML File from CDR-to-XML Converter Results <?xml version="1.0" standalone="yes" ?> - <Vetronix_CDR>
- <!-- Copyright 2003 by Vetronix Corp. --> - <CASEINFO>
- <MODULE_TYPE> - <![CDATA[ General Motors ]]>
</MODULE_TYPE> - <VIN>
- <![CDATA[ 1G1NE52J61XXXXXXX ]]>
</VIN> - <INV>
- <![CDATA[ o S:."? m. zyen ]]>
</INV> - <INVDATE>
- <![CDATA[ 3-14-02 ]]> </INVDATE> - <CRASHDATE>
- <![CDATA[ ]]>
</CRASHDATE> - <FILENAME>
- <![CDATA[ 02-06-019.CDR ]]>
</FILENAME> - <SAVEDATE>
- <![CDATA[ 3/14/02 9:10:01 AM ]]>
</SAVEDATE> - <DATACHECK>
- <![CDATA[ B9D3EDD7 ]]>
</DATACHECK> - <PROGRAMINFO>
- <![CDATA[ Crash Data Retrieval Tool 1.331 ]]>
C-4
</PROGRAMINFO> - <PROGVERIF>
- <![CDATA[ A3FC13E5 ]]>
</PROGVERIF> - <INTINFO>
- <![CDATA[ Block number: 00 Interface version: 28 Date: 10-29-01 Checksum: 3700
]]> </INTINFO> - <EVENTS>
- <![CDATA[ DEPLOYMENT DEPLOYMENTLEVEL
]]> </EVENTS>
</CASEINFO> - <DISCLAIMER>
- <
C-5
recorded portion of the event. This data should be examined in conjunction with other available physical evidence from the vehicle and scene when assessing occupant or vehicle forward velocity change. The SDM will record 100 milliseconds of data after deployment criteria is met and up to 50 milliseconds before deployment criteria is met. The SDM will also record 150 milliseconds of data after non-deployment criteria is met. -Event Recording Complete will indicate if data from the recorded event has been fully written to the SDM memory or if it has been interrupted and not fully written. -SDM Recorded Vehicle Speed accuracy can be affected if the vehicle has had the tire size or the final drive axle ratio changed from the factory build specifications. -Brake Switch Circuit Status indicates the status of the brake switch circuit. -Some of the Pre-Crash data, from the Deployment file, may be recorded after algorithm enable, if the Deployment event has a long crash pulse. -Pre-Crash Electronic Data Validity Check Status indicates "Data Invalid" if the SDM does not receive a valid message for any of the four Pre-Crash data parameters (Vehicle Speed, Engine Speed, Percent Throttle, and Brake Switch Circuit Status). -Driver's Belt Switch Circuit Status indicates the status of the driver's seat belt switch circuit -Passenger Front Air Bag Suppression Switch Circuit Status indicates the status of the suppression switch circuit. -The Time Between Non-Deployment and Deployment Events is displayed in seconds. If the time between the two events is greater than five seconds, "N/A" is displayed in place of the time. -If power to the SDM is lost during a crash event, all or part of the crash record may not be recorded. SDM Data Source: All SDM recorded data is measured, calculated, and stored internally, except for the following: -Vehicle Speed, Engine Speed, and Percent Throttle data are transmitted once a second by the Powertrain Control Module (PCM), via the Class 2 data link, to the SDM. -Brake Switch Circuit Status data is transmitted once a second by either the ABS module or the PCM, via the Class 2 data link, to the SDM. Depending on vehicle option content, the Brake Switch Circuit Status data may not be available. -In most vehicles, the Driver's Belt Switch Circuit is wired directly to the SDM. In some vehicles, the Driver's Belt Switch Circuit Status data is transmitted from the Body Control Module (BCM), via the Class 2 data link, to the SDM.
C-6
-The Passenger Front Air Bag Suppression Switch Circuit is wired directly to the SDM.
]]> </DISCLAIMER> - <DEPLOYMENT>
- <SystemStatusAtDeployment>
<SIR_Warning_Lamp_Status>OFF</SIR_Warning_Lamp_Status>
<Drivers_Belt_Switch_Circuit_Status>BUCKLED</Drivers_Belt_Switch_Circuit_Status>
<Passenger_Front_Air_Bag_Suppression_Switch_Circuit_Status>Air Bag Not Suppressed</Passenger_Front_Air_Bag_Suppression_Switch_Circuit_Status>
<Ignition_Cycles_At_Deployment>1696</Ignition_Cycles_At_Deployment>
<Ignition_Cycles_At_Investigation>1697</Ignition_Cycles_At_Investigation>
<Maximum_SDM_Recorded_Velocity_Change_MPH>-10.48</Maximum_SDM_Recorded_Velocity_Change_MPH>
<Algorithm_Enable_to_Maximum_SDM_Recorded_Velocity_Change_msec>245</Algorithm_Enable_to_Maximum_SDM_Recorded_Velocity_Change_msec>
<Time_Between_Near_Deployment_And_Deployment_Events_sec>N/A</Time_Between_Near_Deployment_And_Deployment_Events_sec>
<Time_From_Algorithm_Enable_to_Deployment_Command_Criteria_Met_msec>162.5</Time_From_Algorithm_Enable_to_Deployment_Command_Criteria_Met_msec>
</SystemStatusAtDeployment> - <DepPreT>
<PrecrashValidity>Valid</PrecrashValidity> - <DepPreT_Sample>
<_Seconds_Before_AE_>-5</_Seconds_Before_AE_> <_Vehicle_Speed_MPH>22</_Vehicle_Speed_MPH> <_Engine_Speed_RPM>3136</_Engine_Speed_RPM> <_Percent_Throttle_>44</_Percent_Throttle_>
<_Brake_Switch_Circuit_Status_>OFF</_Brake_Switch_Circuit_Status_>
</DepPreT_Sample> - <DepPreT_Sample>
<_Seconds_Before_AE_>-4</_Seconds_Before_AE_> <_Vehicle_Speed_MPH>27</_Vehicle_Speed_MPH> <_Engine_Speed_RPM>3648</_Engine_Speed_RPM>
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<_Percent_Throttle_>44</_Percent_Throttle_>
<_Brake_Switch_Circuit_Status_>OFF</_Brake_Switch_Circuit_Status_>
</DepPreT_Sample> - <DepPreT_Sample>
<_Seconds_Before_AE_>-3</_Seconds_Before_AE_> <_Vehicle_Speed_MPH>30</_Vehicle_Speed_MPH> <_Engine_Speed_RPM>2560</_Engine_Speed_RPM> <_Percent_Throttle_>33</_Percent_Throttle_>
<_Brake_Switch_Circuit_Status_>OFF</_Brake_Switch_Circuit_Status_>
</DepPreT_Sample> - <DepPreT_Sample>
<_Seconds_Before_AE_>-2</_Seconds_Before_AE_> <_Vehicle_Speed_MPH>32</_Vehicle_Speed_MPH> <_Engine_Speed_RPM>2624</_Engine_Speed_RPM> <_Percent_Throttle_>33</_Percent_Throttle_>
<_Brake_Switch_Circuit_Status_>OFF</_Brake_Switch_Circuit_Status_>
</DepPreT_Sample> - <DepPreT_Sample>
<_Seconds_Before_AE_>-1</_Seconds_Before_AE_> <_Vehicle_Speed_MPH>30</_Vehicle_Speed_MPH> <_Engine_Speed_RPM>2048</_Engine_Speed_RPM> <_Percent_Throttle_>0</_Percent_Throttle_>
<_Brake_Switch_Circuit_Status_>ON</_Brake_Switch_Circuit_Status_>
</DepPreT_Sample> </DepPreT> - <DepDVT>
- <DepDVT_Sample> <Timemilliseconds>10</Timemilliseconds> <SDMRecordedVelocityChange>-
1.76</SDMRecordedVelocityChange> </DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>20</Timemilliseconds> <SDMRecordedVelocityChange>-
2.19</SDMRecordedVelocityChange> </DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>30</Timemilliseconds> <SDMRecordedVelocityChange>-
2.63</SDMRecordedVelocityChange> </DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>40</Timemilliseconds>
C-8
<SDMRecordedVelocityChange>-3.51</SDMRecordedVelocityChange>
</DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>50</Timemilliseconds> <SDMRecordedVelocityChange>-
4.39</SDMRecordedVelocityChange> </DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>60</Timemilliseconds> <SDMRecordedVelocityChange>-
6.14</SDMRecordedVelocityChange> </DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>70</Timemilliseconds> <SDMRecordedVelocityChange>-
7.46</SDMRecordedVelocityChange> </DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>80</Timemilliseconds> <SDMRecordedVelocityChange>-
9.21</SDMRecordedVelocityChange> </DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>90</Timemilliseconds> <SDMRecordedVelocityChange>-
9.65</SDMRecordedVelocityChange> </DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>100</Timemilliseconds> <SDMRecordedVelocityChange>-
9.65</SDMRecordedVelocityChange> </DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>110</Timemilliseconds> <SDMRecordedVelocityChange>-
10.09</SDMRecordedVelocityChange> </DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>120</Timemilliseconds> <SDMRecordedVelocityChange>-
10.09</SDMRecordedVelocityChange> </DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>130</Timemilliseconds> <SDMRecordedVelocityChange>-
10.09</SDMRecordedVelocityChange> </DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>140</Timemilliseconds> <SDMRecordedVelocityChange>-
10.09</SDMRecordedVelocityChange>
C-9
</DepDVT_Sample> - <DepDVT_Sample>
<Timemilliseconds>150</Timemilliseconds> <SDMRecordedVelocityChange>-
10.09</SDMRecordedVelocityChange> </DepDVT_Sample>
</DepDVT> </DEPLOYMENT> - <DEPLOYMENTLEVEL>
- <SystemStatusAtDeploymentLevel>
<SIR_Warning_Lamp_Status>OFF</SIR_Warning_Lamp_Status>
<Drivers_Belt_Switch_Circuit_Status>BUCKLED</Drivers_Belt_Switch_Circuit_Status>
<Passenger_Front_Air_Bag_Suppression_Switch_Circuit_Status>Air Bag Not Suppressed</Passenger_Front_Air_Bag_Suppression_Switch_Circuit_Status>
<Ignition_Cycles_At_Deployment_Level>1696</Ignition_Cycles_At_Deployment_Level>
<Ignition_Cycles_At_Investigation>1697</Ignition_Cycles_At_Investigation>
<Maximum_SDM_Recorded_Velocity_Change_MPH>-10.48</Maximum_SDM_Recorded_Velocity_Change_MPH>
<Algorithm_Enable_to_Maximum_SDM_Recorded_Velocity_Change_msec>245</Algorithm_Enable_to_Maximum_SDM_Recorded_Velocity_Change_msec>
<Time_From_Algorithm_Enable_to_Deployment_Command_Criteria_Met_msec>162.5</Time_From_Algorithm_Enable_to_Deployment_Command_Criteria_Met_msec>
<Time_Between_Deployment_And_Deployment_Level_Events_sec>5</Time_Between_Deployment_And_Deployment_Level_Events_sec>
</SystemStatusAtDeploymentLevel> - <DLDepPreT>
<PrecrashValidity>Valid</PrecrashValidity> - <DLDepPreT_Sample>
<_Seconds_Before_AE_>-5</_Seconds_Before_AE_> <_Vehicle_Speed_MPH>22</_Vehicle_Speed_MPH> <_Engine_Speed_RPM>3136</_Engine_Speed_RPM> <_Percent_Throttle_>44</_Percent_Throttle_>
<_Brake_Switch_Circuit_Status_>OFF</_Brake_Switch_Circuit_Status_>
</DLDepPreT_Sample>
C-10
- <DLDepPreT_Sample> <_Seconds_Before_AE_>-4</_Seconds_Before_AE_> <_Vehicle_Speed_MPH>27</_Vehicle_Speed_MPH> <_Engine_Speed_RPM>3648</_Engine_Speed_RPM> <_Percent_Throttle_>44</_Percent_Throttle_>
<_Brake_Switch_Circuit_Status_>OFF</_Brake_Switch_Circuit_Status_>
</DLDepPreT_Sample> - <DLDepPreT_Sample>
<_Seconds_Before_AE_>-3</_Seconds_Before_AE_> <_Vehicle_Speed_MPH>30</_Vehicle_Speed_MPH> <_Engine_Speed_RPM>2560</_Engine_Speed_RPM> <_Percent_Throttle_>33</_Percent_Throttle_>
<_Brake_Switch_Circuit_Status_>OFF</_Brake_Switch_Circuit_Status_>
</DLDepPreT_Sample> - <DLDepPreT_Sample>
<_Seconds_Before_AE_>-2</_Seconds_Before_AE_> <_Vehicle_Speed_MPH>32</_Vehicle_Speed_MPH> <_Engine_Speed_RPM>2624</_Engine_Speed_RPM> <_Percent_Throttle_>33</_Percent_Throttle_>
<_Brake_Switch_Circuit_Status_>OFF</_Brake_Switch_Circuit_Status_>
</DLDepPreT_Sample> - <DLDepPreT_Sample>
<_Seconds_Before_AE_>-1</_Seconds_Before_AE_> <_Vehicle_Speed_MPH>30</_Vehicle_Speed_MPH> <_Engine_Speed_RPM>2048</_Engine_Speed_RPM> <_Percent_Throttle_>0</_Percent_Throttle_>
<_Brake_Switch_Circuit_Status_>ON</_Brake_Switch_Circuit_Status_>
</DLDepPreT_Sample> </DLDepPreT> - <DLDepDVT>
- <DLDepDVT_Sample> <Timemilliseconds>10</Timemilliseconds>
<SDMRecordedVelocityChange>0.00</SDMRecordedVelocityChange>
</DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>20</Timemilliseconds>
<SDMRecordedVelocityChange>0.00</SDMRecordedVelocityChange>
</DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>30</Timemilliseconds>
C-11
<SDMRecordedVelocityChange>-0.44</SDMRecordedVelocityChange>
</DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>40</Timemilliseconds> <SDMRecordedVelocityChange>-
0.44</SDMRecordedVelocityChange> </DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>50</Timemilliseconds> <SDMRecordedVelocityChange>-
0.44</SDMRecordedVelocityChange> </DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>60</Timemilliseconds> <SDMRecordedVelocityChange>-
0.44</SDMRecordedVelocityChange> </DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>70</Timemilliseconds> <SDMRecordedVelocityChange>-
0.88</SDMRecordedVelocityChange> </DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>80</Timemilliseconds> <SDMRecordedVelocityChange>-
0.88</SDMRecordedVelocityChange> </DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>90</Timemilliseconds> <SDMRecordedVelocityChange>-
1.32</SDMRecordedVelocityChange> </DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>100</Timemilliseconds> <SDMRecordedVelocityChange>-
1.32</SDMRecordedVelocityChange> </DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>110</Timemilliseconds> <SDMRecordedVelocityChange>-
1.32</SDMRecordedVelocityChange> </DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>120</Timemilliseconds> <SDMRecordedVelocityChange>-
1.32</SDMRecordedVelocityChange> </DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>130</Timemilliseconds> <SDMRecordedVelocityChange>-
1.76</SDMRecordedVelocityChange>
C-12
</DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>140</Timemilliseconds> <SDMRecordedVelocityChange>-
2.19</SDMRecordedVelocityChange> </DLDepDVT_Sample> - <DLDepDVT_Sample>
<Timemilliseconds>150</Timemilliseconds> <SDMRecordedVelocityChange>-
2.63</SDMRecordedVelocityChange> </DLDepDVT_Sample>
</DLDepDVT> </DEPLOYMENTLEVEL> - <HEXDATA>
- <
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$35 17 17 17 17 04 05 $36 06 0C 23 02 FD 31 $37 34 30 2B 24 00 80 $38 00 00 55 55 71 71 $39 00 20 29 28 39 31 $3A 00 FF 2B FF 32 00 $3B 00 80 00 $3C 41 62 37 4F $40 FF FF FF FF FF FF $41 FF FF FF FF FF FF $42 FF FF FF FF FF FF $43 FF
]]> </HEXDATA> - <COMMENTS>
- <![CDATA[ ]]>
</COMMENTS> - <XML_DATE>
- <![CDATA[ 7/14/2003 10:34:39 AM ]]>
</XML_DATE> - <CDR_VER>
- <![CDATA[ Version 2.2.0 ]]>
</CDR_VER> - <XML_CHECK_INFO>
- <![CDATA[ D02DF555 ]]>
</XML_CHECK_INFO> </Vetronix_CDR>
C-14
D-1
Appendix D. Format of the NASS/CDS EDR Tables This section presents the proposed NASS/CDS format for storing EDR data. EDR data is stored in three (3) tables – (1) EDR Data table, (2) EDR Crash data table, and (3) the EDR Precrash data table. At the time of this report, the proposed NASS/CDS format did not support multiple events and did not store any of the airbag performance parameters contained in the Vetronix CDR files. EDR-Data Table Variable Name
Data Type
Length Variable Description Comments
SCASEID NUM 8 NASS Case ID VEHNO NUM 8 NASS Vehicle ID OCCNO NUM 8 NASS Occupant ID RATWGT NUM 8 NASS Ratio Inflation
Factor
NATWGT NUM 8 NASS National Inflation Factor
EDRVER Char 20 EDR VERSION Vetronix CDR Software Version
STRATIF Char 1 NASS Case Stratum VERSION NUM 4 NASS Version Number RECTYPE Char 2 NASS Record Type DPLYSTAT NUM 4 DEPLOY STATUS 1=Non-Deployment
2=Deployment LAMPSTAT NUM 4 SIR LAMP STATUS 1=On
2=Off DRVBELT NUM 4 Driver Belt Status 1=Used
2=Not Used PSWSTAT NUM 4 POWER SWITCH
STATUS 1=On 2=Off
EVCYCLES NUM 4 Ignition Cycles at Event PASBELT NUM 4 Passenger Belt Status 1=Used
2=Not Used INVCYCLE NUM 4 Ignition Cycles at
Investigation
DRIVSEAT NUM 4 DRIVER SEAT 0=No 1=Yes 7=Not Applicable
PASSSEAT NUM 4 PASSENGER SEAT 0=No 1=Yes 7=Not Applicable
DRWGSW NUM 4 Driver Weight Switch 1=On 2=Off
PSWGSW NUM 4 Passenger Weight Switch
1=On 2=Off
D-2
EDR-Crash Table Variable Name
Data Type
Length Variable Description
Comments
SCASEID Num 8 NASS Case ID VEHNO Num 8 NASS Vehicle ID OCCNO Num 8 NASS Occupant ID RATWGT Num 8 NASS Ratio
Inflation Factor
NATWGT Num 8 NASS National Inflation Factor
STRATIF Char 1 NASS Case Stratum
VERSION Num 4 NASS Version Number
RECTYPE Char 2 NASS Record Type EDRTYPE Char 3 EVENT DATA
RECORDER TYPE • LAT = Lateral Delta-
V Measurements • LON=Longitudinal
Delta-V Measurements
• TOT = Total Delta-V Measurements
SECONDS Num 4 EVENT DATA RECORDER SECONDS
Time of Measurement (t=0 at algorithm enable)
deltav Num 4 DELTA V Change in Velocity at t=Seconds
Note This record is repeated for each of the delta-V measurements recorded as part of the EDR Crash information. For example, in those GM EDRs which record 300 milliseconds of precrash information in 10 millisecond intervals, this record would be repeated 30 times.
D-3
EDRPrecr Table - Precrash Data Variable Name
Data Type
Length Variable Description
Comments
SCASEID Num 8 NASS Case ID VEHNO Num 8 NASS Vehicle
ID
OCCNO Num 8 NASS Occupant ID
RATWGT Num 8 NASS Ratio Inflation Factor
NATWGT Num 8 NASS National Inflation Factor
STRATIF Char 1 NASS Case Stratum
VERSION Num 4 NASS Version Number
RECTYPE Char 2 NASS Record Type
PRESEC Num 4 Seconds before Crash
Time of Measurement (t=0 is Algorithm Enable)
SPEED Num 4 Vehicle Speed Vehicle Speed at t=Presec RPM Num 4 Engine
Revolutions per Minute
Engine RPM at t=Presec
THROT Num 4 Engine Throttle Position
% of Full Throttle at t=Presec
BRKSWTCH Num 4 Brake Switch Position
Brake Switch Position at t=Presec 1=On 2=Off
Note This record is repeated for each of the measurement snapshots recorded as part of the EDR Pre-Crash information. For example, in those GM EDRs which record five seconds of precrash information in one second intervals, this record would be repeated five times.
D-4
E-1
Appendix E. Rowan University EDR Database Under sponsorship from NHTSA, Rowan University has developed a database of the NHTSA EDR cases collected to date from NASS/CDS. Because the formats of the GM and Ford EDRs are so different, Rowan has developed a separate database format for each automaker’s EDR. The GM cases are stored in a spreadsheet consisting of six (5) tables:
• NASS case description • Non-Deployment Event – Crash Parameters • Deployment Event – Crash Parameters • Non-Deployment Event – Pre-crash parameters • Deployment Event – Pre-crash parameters
The data elements contained in each of these tables is presented below:
NASS Case Description Data Element
Comments
NASS Case ID Ex. 2000-81-072 NASS Vehicle No. Vehicle No from File Name Model Year Make Model NASS Seat Belt Status Ex. Lap and shoulder belt NASS Air Bag Deployment Ex. Driver & Passenger Deployed NASS Occupant MAIS Ex. 1 - 7 NASS General Area of Damage NASS Principal Direction of Force (Degrees) NASS Longitudinal Delta V (km/hr) NASS Lateral Delta V (km/hr) NASS Total Delta V (km/hr) NASS Number of Events in Accident NASS Number of Events per Vehicle NASS Number of Vehicles Involved NASS Vehicle Class NASS Other Vehicle Class NASS CDC 1 NASS First Object Contacted NASS CDC 2 NASS Second Object Contacted NASS Driver Bag Deployment Event NASS Passenger Bag Deployment Event VIN Number from EDR file
E-2
Non-Deployment Event – Pre-Crash Parameters
Data Element Data Type Sampling Rate Sample Values NASS Case ID NASS Vehicle No. Vehicle No from File Name Near Dep / Dep N, D, or D/N Vehicle Speed (mph) Array of 5 elements 1 sample per sec Engine Speed (rpm) Array of 5 elements 1 sample per sec Percent Throttle (%) Array of 5 elements 1 sample per sec 0 – 100 Brake Switch Status Array of 5 elements 1 sample per sec On /Off
E-3
Deployment Event – Pre-Crash Parameters
Data Element Data Type Sampling Rate Sample Values NASS Case ID NASS Vehicle No. Vehicle No from File Name Near Dep / Dep N, D, or D/N Vehicle Speed (mph) Array of 5 elements 1 sample per sec Engine Speed (rpm) Array of 5 elements 1 sample per sec Percent Throttle (%) Array of 5 elements 1 sample per sec 0 – 100 Brake Switch Status Array of 5 elements 1 sample per sec On /Off
Non-Deployment Event – Crash Parameters Data Element Data Type Sampling Rate Comment EDR Case ID Vehicle No from EDR File Name Near Dep / Dep N, D, or D/N Warning Lamp Status On / Off Driver Seat Belt Status Buckled / Unbuckled Ignition Cycles at ND or DL Ignition Cycles at Investigation Passenger Air Bag Suppressed / Not Sup Time (s) between N and D EDR max V Change (mph) Alg Enable To Max V Change (ms) DepLvl Alg Enable to Dep Crit Met Brake Switch State @ Alg Enable Brake Switch State Validity Status Frontal Dep Lvl Event Counter Event Recording Complete Mutliple Events 1 or more Events not Recorded VIN from EDR File Velocity Change Array 1 sample per 10 ms Max V Change Floating Point Derived Last V Floating Point Derived
E-4
Deployment Event – Crash Parameters Data Element Data Type Sampling Rate Comment NASS Case ID Vehicle No from EDR File Name Near Dep / Dep N, D, or D/N Prior Deployment Dep Warning Lamp Status On / Off Driver Seat Belt Status Buckled / Unbuckled Dep Passenger Air Bag Suppressed / Not Sup Ignition Cycles at Deployment Ignition Cycles at Investigation Time (s) between N and D Time (s) between DL and D Dep EDR max V Change (mph) Alg Enable To Max V Change (ms) VIN from EDR File Brake Switch State at Alg Enable Brake Switch State Validity Status Driver Alg Enable to 2nd Stage Dep Frontal Dep Level Event Counter Event Recording Complete Multiple Events Yes/No 1 or more Events not recorded Yes/No Velocity Change Array 1 sample per 10 ms Max V Change Floating Point Derived Last V Floating Point Derived
E-5
The Ford cases are stored in a spreadsheet consisting of five (5) tables as described below:
• NASS case description (as described above) • Ford EDR Model 1FA Parameters • Ford EDR Model 2FA Parameters • Ford EDR Model 1FA Crash Pulse • Ford EDR Model 2FA Crash Pulse
The Ford database contains records from two different EDR designs. The approach for the Ford data was to store data from each different EDR model in a separate table, rather than agglomerate the data from each EDR into a common database format.
Ford EDR Model 1FA Parameters Data Element Data Type Sampling Rate Comment Case Number Vehicle Type Vehicle Number from File Name Vehicle Identification Number Data Validity Check Valid/Not Valid EDR Model Version Safing Sensor Decision to Left Bag Dep (ms)
Safing Sensor Decision to Right Bag Dep (ms)
Diagnostic Codes Active at Event Algorithm Wakeup to Pretensioner (ms) Alg Wakeup to 1st Stage – Belted (ms) Alg Wakeup to 1st Stage – Unbelted (ms) Alg Wakeup to 2nd Stage – Belted (ms) Driver Seat Belt Engaged/Not Engaged Passenger Seat Belt Engaged/Not Engaged Driver Seat Track in Forward Position Yes/No Runtime (ms) Number of Invalid Recording Times Driver Alg Wakeup to Pretensioner Attempt (ms)
Driver Alg Wakeup to 1st Stage Dep Attempt (ms)
Driver Alg Wakeup to 2nd Stage Dep Attempt (ms)
Passenger Alg Wakeup to Pretensioner Attempt (ms)
Passenger Alg Wakeup to 1st Stage Dep Attempt (ms)
Passenger Alg Wakeup to 2nd Stage Dep Attempt (ms)
E-6
Ford 2FA Parameters Data Element Data Type Sampling Rate Comment Case Number Vehicle Type Vehicle Number from File Name VIN Ford Part Number Prefix Ex. 1W7A Number of Active Faults Driver Seat Belt Buckled/Unbuckled Passenger Seat Belt Buckled/Unbuckled Driver Seat Track in Forward Position Yes/No Occupant Classification Status Value Unbelted Stage 1 Fire/No Fire Unbelted Stage 2 Fire/No Fire Belted Stage 1 Fire/No Fire Belted Stage 2 Fire/No Fire Driver Pretensioner Fire/No Fire Passenger Pretensioner Fire/ No Fire
Ford EDR Model 1FA Crash Pulse
Data Element Data Type Sampling Rate Comments Case Number
VIN Data Type Crash Data Array 1 sample every 2 ms Covers 78 ms of the crash
Ford EDR Model 2FA Crash Pulse
Data Element Data Type Sampling Rate Comments Case Number
VIN Data Type Crash Data Array 1 Sample per sec before event
1 Sample per .8 sec after Covers –57 to 88
seconds
F-1
Appendix F. Classification of Existing Accident Databases Using the Modified Haddon Matrix
Approach
F-2
Fatality Analysis Reporting SystemData Element Classification
FARS Table KeyAttribute/Timing Pre-Crash (PC) Crash (CR) Post-Crash (PTC) Time Invariant (TI)Human A = Accident TableVehicle V = Vehicle TableEnvironment P = Person Table
PC CR PTC TI PC CR PTC TI PC CR PTC TIALIGNMNT A X ALIGNMNTARR_HOUR A X ARR_HOURARR_MIN A X ARR_MINCF1 A X CF1CF2 A X CF2CF3 A X CF3CITY A X CITYC_M_ZONE A X C_M_ZONEDRUNK_DR A X DRUNK_DRFATALS A X FATALSHOSP_HR A X HOSP_HRHOSP_MN A X HOSP_MNLATITUDE A X LATITUDELGT_COND A X LGT_CONDLONGITUD A X LONGITUDMILEPT A X MILEPTNHS A X NHSNO_LANES A X NO_LANESNOT_HOUR A X X NOT_HOURNOT_MIN A X X NOT_MINPAVE_TYP A X PAVE_TYPPEDS A X PEDSPERSONS A X PERSONSPROFILE A X PROFILERAIL A X RAILREL_JUNC A X REL_JUNCREL_ROAD A X REL_ROADROUTE A X ROUTESP_JUR A X SP_JURSP_LIMIT A X SP_LIMITSUR_COND A X SUR_CONDT_CONT_F A X T_CONT_FTRA_CONT A X TRA_CONTTRAF_FLO A X TRAF_FLOTWAY_ID A X TWAY_IDVEHICLES A X VEHICLESWEATHER A X WEATHERYEAR A X YEAR
AVOID V X AVOIDAXLES V X AXLESCARGO_BT V X CARGO_BTCDL_STAT V X CDL_STATDEATHS V X DEATHSDEFORMED V X DEFORMEDDR_CF1 V X DR_CF1DR_CF2 V X DR_CF2DR_CF3 V X DR_CF3DR_CF4 V X DR_CF4DR_DRINK V X DR_DRINKDR_HGT V X DR_HGTDR_PRES V X X X DR_PRESDR_TRAIN V X DR_TRAIN
Data Element Description FARS Table
Driver related factors (often indicates the cause of the crash)
Data Element Derived Variables
EnvironmentVehicle Human
Crash related factors (often indicates cause of the crash)
Number of persons involved in the crash (with the exception of uninjured bus and train
Status of the driver's comercial vehicle license
Indicates level of driver training
Driver related factors (often indicates the cause of the crash)
Driver related factors (often indicates the cause of the crash)
Indicates the height of the driver in inchesIndicates whether the driver has been drinking (derived from alcohol variables)
Arrival hour of EMS to crash locationArrival minute of EMS to crash location
Hour of notification for the need of medical servicesMinute of notification for the need of medical services
Arrival hour of EMS to hospitalArrival minute of EMS to hospital
Number of fatalities as a result of the crash
Global position of the crash location (latitude)
Global position of the crash location (longitude)
Crash related factors (often indicates cause of the crash)
Driver Presence (Driver operated vehicle, driver left scene, no driver, unknown)
Surface conditions at crash site (i.e. wet, dry, snow, etc.)
Year that the crash took place
Milepoint of the crash location (to the nearest tenth of a mile)
Number of lanes at the location of the crash
Indication of the traffic control devicesFunctionality of the traffic control device(s)
Type of pavement at crash location
Indicates roadway profile at crash location (Level, grade, crest, sag, unknown)
General indication of the alignment of the roadway at the crash location (straight or curved)
Indicates atmospheric conditions at the time of crash
Indicates any special jurisdiction of the roadway (i.e. military, college/university, etc.)
Identification number for roadway (actual posted, assigned, or common name used)
Crash site in relation to a junction (i.e. intersection, entrance/exit ramp, etc.)Crash site in relation to road (i.e. roadway, shoulder, median, gore, etc.)
Crash related factors (often indicates cause of the crash)
Number of drunk drivers involved in the crash (derived from BAC)
Counts number of vehicles in transport that were involved in the crash
Indication of traffic flow (i.e. one-way, two-way undivided, etc.)
City code based on GSA codes
Type of roadway (i.e. US Highway, State Highway, Interstate, Township, etc.)
Lighting condition at the scene of the crash
Number of non-motorists involved in the crash
Identifies crashes within construction or maintenance zones (does not imply this as the cause)
Posted speed limit in mph
Indicates whether the roadway section is part of the National Highway System
Rail grade crossing identifier
Driver executed manuever to attempt to avoid the crash Total number of axles on the vehicle
Number of fatalities that occurred in the vehicleExtent of deformation to the vehicle (qualitative)
Indicates the body type of any cargo (tank, flatbed, enclosed box, etc.)
Driver related factors (often indicates the cause of the crash)
Rowan University (D. Gabauer - 9/20/02) FARS-1
PC CR PTC TI PC CR PTC TI PC CR PTC TIDR_WGT V X DR_WGTDR_ZIP V X DR_ZIPEMER_USE V X EMER_USEFIRST_MO V X FIRST_MOFIRST_YR V X FIRST_YRFLDCD_TR V X FLDCD_TRHAZ_CARG V X HAZ_CARGJ_KNIFE V X J_KNIFELAST_MO V X LAST_MOLAST_YR V X LAST_YRL_COMPL V X L_COMPLL_ENDORS V X L_ENDORSL_RESTRI V X L_RESTRIL_STATE V X L_STATEL_STATUS V X L_STATUSMCARR_ID V X MCARR_IDM_HARM V X M_HARMMODEL V X MODELOCUPANTS V X OCUPANTS
OWNER V X X OWNER
PREV_ACC V X PREV_ACCPREV_DWI V X PREV_DWIPREV_OTH V X PREV_OTHPREV_SPD V X PREV_SPDPREV_SUS V X PREV_SUSREG_STAT V X REG_STATTOWAWAY V X TOWAWAYTRAV_SP V X TRAV_SPV_CONFIG V X V_CONFIGVEH_CF1 V X VEH_CF1VEH_CF2 V X VEH_CF2VEH_MAN V X VEH_MANVIN V X VINVIN_LNGT V X VIN_LNGTVIN_1 V X VIN_1VIN_2 V X VIN_2VIN_3 V X VIN_3VIN_4 V X VIN_4VIN_5 V X VIN_5VIN_6 V X VIN_6VIN_7 V X VIN_7VIN_8 V X VIN_8VIN_9 V X VIN_9VIN_10 V X VIN_10VIN_11 V X VIN_11VIN_12 V X VIN_12VIOLCHG1 V X VIOLCHG1VIOLCHG2 V X VIOLCHG2VIOLCHG3 V X VIOLCHG3
AGE P X AGEAIR_BAG P X AIR_BAGALC_DET P X ALC_DETALC_RES P X ALC_RESATST_TYP P X ATST_TYPCERT_NO P X CERT_NODEATH_DA P X DEATH_DADEATH_HR P X DEATH_HRDEATH_MN P X DEATH_MNDEATH_MO P X DEATH_MODEATH_TM P X DEATH_TM
Previously recorded suspensions and revocations (within past 3 years)
Year of driver's last crash, suspension or conviction
Compliance with license endorsementsCompliance with license restrictions
Zip code of residence of the driver
Estimation of vehicle travel speed
Previously recorded DWI convictions (within past 3 years)
Previously recorded speeding convictions (within past 3 years)
Indicates the presence of hazardous cargo within the vehicle
State in which the driver is licensed
Description of most harmful event (applies only to the vehicle)
Previously recorded other moving violation convictions (within past 3 years)
Identifies whether the vehicle has jackknifed (applicable to semi-truck with trailers)Month of driver's last crash, suspension or conviction
Non-commercial motor vehicle license status for driver
Driver license type compliance
Vehicle manuever that the driver was executing just prior to the crash
Previously recorded accidents for the particular vehicle (within past 3 years)
State where the vehicle is registered (GSA codes)
Registered vehicle owner type (i.e. driver is owner, there is another private owner, vehicle not registered, business or company vehicle, etc.)
Violations charged for the crash
Vehicle related crash factor (often indicates crash cause)Vehicle related crash factor (often indicates crash cause)
Vehicle configuration (applicable to medium/heavy trucks and buses only)
Actual length of the VIN number for the vehicle
9th character of the VIN
12th character of the VIN
3rd character of the VIN4th character of the VIN
10th character of the VIN
Violations charged for the crash Violations charged for the crash
For vehicle occupants, indicates whether air-bag deployedIndicates the age of a particular occupant
Truck fuel code
Indicates the weight of the driver in pounds
Indicates whether the vehicle was in emergency use at the time of the crashMonth of driver's first crashYear of driver's first crash
Hour of death for a person involved in the crash Minute of death for a person involved in the crash
Vehicle model (see MAK_MOD)
Vehicle identification number (up to the first 12 digits)
Month of death of person invlolved in the crashTime of death (combines DEATH_HR and DEATH_MN)
Results of the alcohol test (BAC)Type of alcohol test performed (see ATST_TYP)
Indicates manner in which the vehicle leaves the scene (i.e. driven, towed, abandoned)
Actual number of occupants in the vehicle at the time of the crash
6th character of the VIN7th character of the VIN8th character of the VIN
Type of alcohol test performedDeath certificate number (if applicable)Day of the month of death for a person involved in the crash
Motor carrier identification (trucks and buses)
1st character of the VIN2nd character of the VIN
11th character of the VIN
5th character of the VIN
Data Element Description FARS Table
Vehicle Human Environment Derived Variables
Data Element
Rowan University (D. Gabauer - 9/20/02) FARS-2
PC CR PTC TI PC CR PTC TI PC CR PTC TIDEATH_YR P X DEATH_YRDRINKING P X DRINKINGDRUG_DET P X DRUG_DETDRUGS P X DRUGSDRUGRES1 P X DRUGRES1DRUGRES2 P X DRUGRES2DRUGRES3 P X DRUGRES3DRUGTST1 P X DRUGTST1DRUGTST2 P X DRUGTST2DRUGTST3 P X DRUGTST3EJECTION P X EJECTIONEJ_PATH P X EJ_PATHEXTRICAT P X EXTRICATHISPANIC P X HISPANICHOSPITAL P X HOSPITALINJ_SEV P X INJ_SEVLAG_HRS P X LAG_HRSLAG_MINS P X LAG_MINSLOCATION P X LOCATION
N_MOT_NO P X N_MOT_NO
P_CF1 P X P_CF1P_CF2 P X P_CF2P_CF3 P X P_CF3PER_NO P X PER_NO
PER_TYP P X PER_TYP
RACE P X RACEREST_USE P X REST_USESEAT_POS P X SEAT_POSSEX P X SEXWORK_INJ P X WORK_INJ
BODY_TYP V,P X BODY_TYPCOUNTY A,P X COUNTYDAY A,P X DAYDAY_WEEK A,P X DAY_WEEKFIRE_EXP V,P X FIRE_EXPHARM_EV A,V,P X HARM_EVHIT_RUN A,V X HIT_RUNHOUR A,V X HOURIMPACT1 V,P X IMPACT1IMPACT2 V,P X IMPACT2IMPACTS V,P X IMPACTSMAKE V,P X MAKEMAK_MOD V,P X MAK_MODMAN_COLL A,V,P X MAN_COLLMCYCL_DS V,P X MCYCL_DSMINUTE A,P X MINUTEMOD_YEAR V,P X MOD_YEARMONTH A,V,P X MONTHROAD_FNC A,P X ROAD_FNCROLLOVER V,P X ROLLOVERSCH_BUS A,P X X SCH_BUSSER_TR V,P X SER_TRSPEC_USE V,P X SPEC_USESTATE A,V,P X STATEST_CASE A,V,P X ST_CASETOW_VEH V,P X TOW_VEHUNDERRIDE V,P X UNDERRIDE
VE_FORMS A,V,P X VE_FORMS
Person related crash factor (often indicates crash cause)
Location of non-motorist involved in the crash
Indicates type of drug test administered
Result of administered drug testResult of administered drug test
Indicates if an occupant is taken to the hospital for injuries sustained in the crash
Year of death of person involved in the crash
Police reported drug involvement
Indicates type of drug test administered
Method of other drug determination by policeIndicates whether alcohol was involved in the crash
Indicates if an occupant required extrication from the vehicle after the crash
Result of administered drug test
Indicates type of drug test administered
Number of towed trailing units (if known)
If the crash is a hit and run, the type is identified
Indicates race of a person involved in the crash
Fatal injury at work identifier
Initial or first impact point (using clock positions)Principal impact point
Indicates whether the accident involved a school bus functioning as such
Description of the first harmful event in the crashIndicates the presence of fire in the vehicle during the crash
Person related crash factor (often indicates crash cause)
Non-motorist striking vehicle number (indicates the VEH_NO of the vehicle that struck the non-motorist)
Manner of collision (i.e. rear-end, head-on, etc.)
Indicates the sex of a vehicle occupant or individual involved in the crash
Person related crash factor (often indicates crash cause)
Indicates computed time between time of crash and the time of death (hours)
Indicates the model year of the vehicle
Inidicates the type of restraint used
Path of an ejected occupant (if applicable)
Injury severity
Indicates computed time between time of crash and the time of death (minutes)
Vehicle role in the crash
Indicates the seating position of a particular occupant
Indication of occupant ejection (if applicable)
Number assigned to each occupant in the vehicleIndicates situation of occupant (driver, passenger of vehicle in motion, passenger of vehicle not in motion, etc.)
Indicates vehicle body type based on NHTSA classification
Indicates hispanic origin of a person involved in the crash
Number of vehicle forms submitted (counts number of vehicles in transport involved in the crash)
Month when the crash occurred
State where the crash occurred (GSA codes)
Indicates a override or underride condition (based on the striking vehicle)
Indicates whether a rollover occurred and if it was the first event or a subsequent event
Day of the week of the crash (calculated from other date/time information)
Hour when the crash occurred
Truck version of VIN_BT (obtains vehicle body type)Indicates a special use of the vehicle (i.e. taxi, school bus, military, etc.)
Roadway classification (i.e. Rural Principal Arterial, Urban Minor Arterial, etc.)
Minute of when the crash occurredMotorcycle displacement (Piston bore measure in cubic centimeters, i.e. 160 cc)
State Case (provides a unique identification for each case)
Indicates the make of the vehicleMake information concatenated with the model information
Day of the month of the crashCounty of incident based on GSA codes
Data Element Description FARS Table
Vehicle Human Environment Derived Variables
Data Element
Rowan University (D. Gabauer - 9/20/02) FARS-3
PC CR PTC TI PC CR PTC TI PC CR PTC TIVEH_NO V,P X VEH_NOVINA_MOD V,P X VINA_MODVIN_BT V,P X VIN_BTVIN_WGT V,P X VIN_WGTWGTCD_TR V,P X WGTCD_TRWHLBS_LG V,P X WHLBS_LGWHLBS_SH V,P X WHLBS_SH
Note: Variables no longer in use in the FARS database have been omitted from this tabulation.
Identifies weight classification for trucks
Vehicle body type from VINA program
Unique identifier for a vehicle within a given year (similar to ST_CASE)
Weight of the vehicle (excluding trucks)
Model of vehicle as obtained by the VINA program
Shortest wheelbase for the model vehicle (based on the VINA program)Longest wheelbase for the model vehicle (based on VINA program)
Data Element Description FARS Table
Vehicle Human Environment Derived Variables
Data Element
Rowan University (D. Gabauer - 9/20/02) FARS-4
National Automotive Sampling System - General Estimates SystemData Element Classification GES Table Key
Attribute/Timing Pre-Crash (PC) Crash (CR) Post-Crash (PTC) Time Invariant (TI) A = Accident TableHuman V = Vehicle TableVehicle P = Person TableEnvironment E = Event Table
PC CR PTC TI PC CR PTC TI PC CR PTC TIMONTH A X MONTHYEAR A X YEARWEEKDAY A X WEEKDAYWKDY_I* A X WKDY_I*HOUR A X HOURHOUR_I* A X HOUR_I*MINUTE A X MINUTEMINUTE_I* A X MINUTE_I*VEH_INVL A X VEH_INVLVEH_COD A X VEH_CODNON_INVL A X NON_INVLLAND_USE A X LAND_USEEVENT1 A X X EVENT1EVENT1_I* A X EVENT1_I*MAN_COL A X MAN_COLMANCOL_I* A X MANCOL_I*INT_HWY A X INT_HWYREL_JCT A X REL_JCTRELJCT_I* A X RELJCT_I*REL_RWY A X REL_RWYTRAF_WAY A X TRAF_WAY
NUM_LAN A X NUM_LAN
ALIGN A X ALIGNALIGN_I* A X ALIGN_I*PROFILE A X PROFILEPROFIL_I* A X PROFIL_I*SUR_COND A X SUR_CONDSURCON_I* A X SURCON_I*TRAF_CON A X TRAF_CONTRFCON_I* A X TRFCON_I*SPD_LIM A X SPD_LIMSPDLIM_H* A X SPDLIM_H*LGHT_CON A X LGHT_CONLGTCON_I* A X LGTCON_I*WEATHER A X WEATHERWEATHR_I* A X WEATHR_I*SCHL_BUS A X X SCHL_BUSPED_ACC A X X PED_ACCWRK_ZONE A X WRK_ZONEMAX_SEV A X MAX_SEVMAXSEV_I* A X MAXSEV_I*NUM_INJ A X NUM_INJNO_INJ_I* A X NO_INJ_I*ALCOHOL A X ALCOHOLALCHL_I* A X ALCHL_I*
EVENTNUM E X EVENTNUMVEHNUM E X VEHNUMGAD E X GADOBJCONT E X X OBJCONTOBJGAD E X OBJGAD
Data Element Description Data Element
Month in which the crash occurred
Human Derived Variables
Hour in which the crash occurred
GES Table
Vehicle Environment
Year in which the crash occurred (four digits)Day of the week in which the crash occurredImputed variable for day of the week
Imputed variable for hour that the crash occurredMinute in which the crash occurredImputed variable for the minute in which the crash occurredNumber of vehicles involved in the crash (does not include phantom vehicles)Number of vehicles codedNumber of non-motorists involvedPopulation-based land classification (derived)Indicates the first property damaging or injury producing event in the crashImputed variable corresponding to EVENT1Indicates the orientation of the vehicles in the collisionImputed variable corresponding to MAN_COLIndentifies whether the crash occurred on an interstate highwayIndicates the first harmful event in relation to roadway junctionsImputed variable corresponding to REL_JCTIndicates the location of the first harmful event in relation to the roadwayIndicates whether the roadway is dividedNumber of lanes (If divided, counts only the number of lanes in the direction of travel of the first harmful event)General roadway horizontal alignment in the immediate vicinity of the first harmful eventImputed variable corresponding to ALIGNGeneral roadway vertical alignment in the immediate vicinity of the first harmful eventImputed variable corresponding to PROFIL_IRoadway surface condition at the time of the crashImputed variable corresponding to SUR_CONDIndicates the presence and type of traffic control devicesImputed variable corresponding to TRAF_CONActual posted speed limit of roadway in miles per hourHot deck variable correspoding to SPD_LIMGeneral light conditions at the time of the crashImputed variable corresponding to LGHT_CONGeneral description of atmospheric conditions at the time of the crash Imputed variable corresponding to WEATHERIndicates if a school bus is related to the crashDescription of pedestrian/cyclist crash Indicates whether the crash occurred in a construction areaIndicates the most severe injury of all persons involved in the crash (derived)Imputed variable corresponding to MAX_SEVCounts the number of injured persons in the crash (derived)Imputed variable corresponding to NUM_INJIndicates alcohol use for a driver, pedestrian or cyclist involved in the crash (derived)
Indication of the point of impact producing personal injury or property damageOther vehicle or object contactedImpact point for the other in transport motor vehicle
Imputed variable corresponding to ALCOHOL
Number assigned to each harmful event in the crash (chronological order)Assigned number to each vehicle in transport that is involved in the crash
Human Environment Derived Data ElementData Element Description GES Vehicle
Rowan University (D. Gabauer - 10/10/02) NASS/GES-1
PC CR PTC TI PC CR PTC TI PC CR PTC TI
VEHNO V X VEHNO
HIT_RUN V X HIT_RUNHITRUN_I* V X HITRUN_I*MAKE V X MAKEMODEL V X MODELBODY_TYP V X BODY_TYPBDYTYP_H V X BDYTYP_HMODEL_YR V X MODEL_YRMDLYR_I* V X MDLYR_I*VIN V X VINSPEC_USE V X SPEC_USEEMCY_USE V X EMCY_USEOCC_INVL V X OCC_INVLNUMOCCS V X NUMOCCSSPEED V X SPEED
FACTOR V X FACTOR
TRAILER V X TRAILERJACKNIFE V X JACKNIFEROLLOVER V X ROLLOVERFIRE V X FIREVEH_SEV V X VEH_SEVTOWED V X TOWEDV_EVENT V X V_EVENTV_EVNT_H* V X V_EVNT_H*
MHENUM V X MHENUM
P_CRASH1 V X P_CRASH1MANEUV_I* V X X MANEUV_I*VEH_ROLE V X VEH_ROLEVROLE_I* V X VROLE_I*ACC_TYPE V X ACC_TYPEIMPACT V X IMPACTIMPACT_H* V X IMPACT_H*DAM_AREA V X DAM_AREAP_CRASH2 V X P_CRASH2P_CRASH3 V X P_CRASH3
P_CRASH4 V X P_CRASH4
P_CRASH5 V X P_CRASH5C_ID_NO V X C_ID_NOAXLES V X AXLESCARG_TYP V X CARG_TYPHAZ_MAT V X HAZ_MATHAZM_NO V X HAZM_NOHAZ_MA_R V X HAZ_MA_R
MAX_VSEV V X MAX_VSEV
MXVSEV_I* V X MXVSEV_I*NUM_INJV V X NUM_INJVNUMINJ_I* V X NUMINJ_I*VEH_ALCH V X VEH_ALCHV_ALCH_I* V X V_ALCH_I*DR_PRES V X X X DR_PRESVIOLATN V X VIOLATNVLTN_I* V X VLTN_I*VIS_OBSC V X VIS_OBSCDRMAN_AV V X X DRMAN_AV
PC CR PTC TI PC CR PTC TI PC CR PTC TIDR_DSTRD V X DR_DSTRDDR_ZIP_C V X DR_ZIP_C
Consecutive number assigned to each motor vehicle in transport involved in the crash
Indication of a hit and run accidentImputed variable corresponding to HIT_RUNIndicates the make of the motor vehicle involved in the crashIndicates the model of the motor vehicle involved in the crashIndication of the body type of the involved vehicleHot-deck imputed variable for BODY_TYPIndicates the model year of the involved vehicleImputed variable corresponding to MODEL_YRFirst 11 characters of the Vehicle Identification NumberIndicates any special use for the involved vehicleIndicates if the vehicle was in emergency use at the time of the crashNumber of occupants (including drivers) within an involved vehicle and codedIndicates the number of persons (including drivers) within an involved vehicleSpeed of involved vehicle prior to event (miles per hour)
Indicates vehicle related factors that may have contributed to the crash (only one is coded)
Identifies whether the vehicle was pulling any trailer units Indication of the occurrence of a jacknife (not limited to tractor trailers)Indication of a rollover for an involved vehicle (includes tripping mechanism)Identifies whether a fire occurred in the involved vehicleGeneral indication of the severity of vehicle damageManner that involved vehicle leaves the sceneIndicates the most severe property damage or injury producing event for the vehicleHot-deck imputed variable for V_EVENTIndicates the number of the event corresponding to the most harmful event (see EVENTNUM)Description of the vehicle's activity just prior to the crashImputed variable corresponding to P_CRASH1Indication of the vehicle's role in the crash eventImputed variable corresponding to VEH_ROLECategorization of the pre-crash situationFirst impact point producing property damage or personal injuryHot-deck imputed variable corresponding to IMPACTReports the vehicle's specific areas damaged due to impact (up to five areas)Identification of the critical event that made the crash imminentDescribes the driver actions in response to the impending crash (i.e. steering, braking, etc.)Assessment of the stability of the vehicle just after the corrective action but prior to the initial impactIdentifies the path of the vehicle prior to its involvement in the crashCarrier's identification as assigned by USDCCNumber of axles on the vehicle (including trailers)Cargo body type (trucks and buses over 4500 kg GVWR)Indicates whether the vehicle is transporting hazardous materialsIndicates the placard number associated with the hazardous materialIndicates whether any hazardous material was released from the vehicleIdentifies the single most severe injury level reported for any occupant in the involved vehicle (derived)Imputed variable corresponding to MAX_VSEVA count of the total number of injured occupants in an involved vehicle (derived)Imputed variable corresponding to NUM_INJVReports alcohol use by the driver of the vehicle (derived)Imputed variable corresponding to VEH_ALCHIndicates the presence of the vehicle driver (used to identify driverless vehicles)Indicates the violations charged to a particular driverImputed variable corresponding to VIOLATNIndication of visual circumstances that may have contributed to the cause of the crashIdentification of object or person that the driver manuevered to avoid
Identifies driver distractions that may have contributed to the cause of the crashZip code of the driver (as listed on the police report)
Human Environment Derived Variables Data Element Data Element Description GES
TableVehicle
Variables Data Element Data Element Description Table
Rowan University (D. Gabauer - 10/10/02) NASS/GES-2
SPEEDREL V X SPEEDREL
PERNO P X PERNOPER_TYPE P X PER_TYPESEAT_POS P X SEAT_POSSEAT_H* P X SEAT_H*EJECT P X X EJECTEJECT_I* P X EJECT_I*AGE P X AGEAGE_H* P X AGE_H*SEX P X SEXSEX_H* P X SEX_H*INJ_SEV P X INJ_SEVINJSEV_H* P X INJSEV_H*HOSPITAL P X HOSPITALPER_ALCH P X PER_ALCHALCH_H* P X ALCH_H*LOCATN P X LOCATNACTION P X ACTIONREST_SYS P X REST_SYSPER_DRUG P X PER_DRUGIMPAIRMT P X X IMPAIRMTAIRBAG P X AIRBAGSTR_VEH P X STR_VEH
CASENUM A,V,P,E X CASENUM
PJ A,V,P,E X PJPSU A,V,P,E X PSU
REGION A,V,P,E X REGION
STRATUM A,V,P,E X STRATUMWEIGHT A,V,P,E X WEIGHT
Indicates whether speed was a contributing factor in the crash
Computer assigned variable for each occupant of a particular vehicleIndicates the role of the person in the vehicleIndicates the location of the occupants within the vehicleHot-deck imputed variable for SEAT_POSIdentifies whether a particular occupant was ejected from the vehicleImputed variable corresponding to EJECTPerson's age at the time of the crashHot-deck imputed variable for AGEPolice reported sex for a particular person involvedHot-deck imputed variable corresponding to SEXPolice reported injury severity for a particular personHot-deck imputed variable for INJ_SEVIdentifies whether a particular occupant was taken to a hospital for treatmentIndicates whether the driver or non-motorist had consumed an alcoholic beverageHot-deck imputed variable corresponding to PER_ALCHNon-motorist location at the time of impactAttempts to identify circumstances that may have contributed to the cause of the crash Indicates the occupant's use of available restraints within the vehicleIndication of whether the driver had consumed drugs (no implication as the cause)Attempts to identify physical impairments for driver's and non-motorists which may have Indicates the presence of an airbag and it's function during the eventIdentification of the vehicle which made contact with the non-motorist being coded
Case number; unique numerical identifier for each crash in the database
Police jurisdiction of the Police Accident Report (PAR) for the crashPrimary Sampling Unit identification number Indicates the region of the country where the crash occurred (Northeast, Midwest, South or West)Case stratum identificationVariable used to produce national estimates from collected sample
Note: Variables no longer in use in the GES database have been omitted from this tabulation.
*Note: Imputed variables estimate unknown values based upon the proportion of values obtained from the rest of the accident sample. Hot-deck imputed variables estimate unknown parameters using other (known) related parameters collected. Both types are derived variables.
Rowan University (D. Gabauer - 10/10/02) NASS/GES-3
National Automotive Sampling System - Crashworthiness Data SystemData Element Classification CDS Form Key
Attribute/Timing Pre-Crash (PC) Crash (CR) Post-Crash (PTC) Time Invariant (TI) A = Accident Form AD = Accident Description VP = Vehicle ProfileHuman GV = General Vehicle Form OA = Occupant Assessment Form TA = Accident TypeVehicle VI = Vehicle Interior Form E = Event Form PP = Person ProfileEnvironment VE = Vehicle Exterior Form OI = Occupant Injury
PC CR PTC TI PC CR PTC TI PC CR PTC TIAAIS A X AAISADMINSS A X ADMINSSAINJSER A X AINJSERAINJURED A X AINJUREDALCINV A X ALCINVATREAT A X ATREATCASEID A X CASEIDCASENO A X CASENODAYWEEK A X DAYWEEKDRGINV A X DRGINVEVENTS A X EVENTSFIRESTDY A X FIRESTDYMANCOLL A X MANCOLLMONTH A X MONTHPSU A X PSUPSUSTRAT A X PSUSTRATRABSS A X RABSSRATWGT A X RATWGTSTRATIF A X STRATIFTIME A X TIMETRKURIDE A X TRKURIDEVEHFORMS A X VEHFORMSVERSION A X VERSIONYEAR A X YEAR
CASEID AD X CASEIDCASENO AD X CASENOLINENO AD X LINENOPSU AD X PSUSTRATIF AD X STRATIFTEXT71 AD X TEXT71VERSION AD X VERSION
ACCSEQ E X ACCSEQCASEID E X CASEIDCASENO E X CASENOCLASS1 E X CLASS1CLASS2 E X CLASS2GADEV1 E X GADEV1GADEV2 E X GADEV2OBJCONT E X OBJCONTPSU E X PSURATWGT E X RATWGTSTRATIF E X STRATIFVEHNUM E X VEHNUMVERSION E X VERSION
ACCSEQDV GV X ACCSEQDVACCTYPE GV X ACCTYPEALCTEST GV X ALCTEST
PC CR PTC TI PC CR PTC TI PC CR PTC TIALIGNMNT GV X ALIGNMNT
Human Environment Derived Variables
Maximum known Accident Injury Severity (AIS) in accidentAdministrative use (Special study indication)Number of seriously injured occupantsTotal number of injured occupantsAlcohol involved in accidentMaximum treatment in accident
Data Element Data Element Description CDS Form
Vehicle
Case number - stratumCase sequence numberDay of week of the accidentDrug involvement indication for any driver associated with the crashNumber of recorded events in accidentImpact fires (Special study indication)Manner of collisionMonth of accidentPrimary sampling unit numberPrimary sampling unit stratificationRedesigned air bag special studyRatio inflation factorCase stratumTime of accidentTruck underride study (Special study indication)Number general vehicle forms submittedVersion numberYear of accident
Case number - stratumCase sequence numberLine numberPrimary sampling unit numberCase stratumSummary textVersion number
Accident event sequence numberCase number - stratumCase sequence numberClass of first vehicleClass of other vehicleGeneral area of damage first vehicleGeneral area of damage other vehicleOther vehicle number or object contactedPrimary sampling unit numberRatio inflation factorCase stratumVehicle numberVersion number
Accident sequence # for highest delta vAccident typeAlcohol test result for driver
Roadway alignment
Data Element Description CDS Form
Vehicle Human Environment Derived Variables Data Element
Rowan University (D. Gabauer - 12/5/02) NASS/CDS-1
ANGOTHER GV X ANGOTHERANGTHIS GV X ANGTHISANTILOCK GV X X ANTILOCKAOPSVEH GV X AOPSVEHBAGDEPFV GV X BAGDEPFVBAGDEPOV GV X X BAGDEPOVBAREQSP GV X BAREQSPBODYTYPE GV X BODYTYPECARBUR GV X X CARBURCARGOWGT GV X CARGOWGTCASEID GV X CASEIDCASENO GV X CASENOCONDTREE GV X CONDTREECURBWGT GV X CURBWGTDAYRUNLT GV X X DAYRUNLTDOCTRAJ GV X DOCTRAJDRINKING GV X DRINKINGDRIVDIST GV X DRIVDISTDRIVE GV X X DRIVEDRPRES GV X X X DRPRESDRRACE GV X DRRACEDRUGS GV X DRUGSDRZIP GV X DRZIPDVBASIS GV X DVBASISDVCONFID GV X DVCONFIDDVEST GV X DVESTDVLAT GV X DVLATDVLONG GV X DVLONGDVTOTAL GV X DVTOTALENERGY GV X ENERGYFOURWHDR GV X X FOURWHDRFOVERIDE GV X FOVERIDEFRTWHLDR GV X X FRTWHLDRFUELCODE GV X X FUELCODEIMPACTSP GV X IMPACTSPINSPTYPE GV X INSPTYPELANES GV X LANESLGTCOND GV X LGTCONDMAKE GV X MAKEMANEUVER GV X MANEUVERMCYCLDS GV X X MCYCLDSMODEL GV X MODELMODELYR GV X MODELYROCCFORMS GV X OCCFORMSOCUPANTS GV X OCUPANTSOTBDYTYP GV X X OTBDYTYPOTVEHWGT GV X X OTVEHWGTPREEVENT GV X X X PREEVENTPREILOC GV X X PREILOCPREISTAB GV X PREISTABPREMOVE GV X PREMOVEPROFILE GV X PROFILEPSU GV X PSURATWGT GV X RATWGTRELINTER GV X RELINTERRESTYPE GV X X RESTYPEROLINDIR GV X X ROLINDIRROLINLOC GV X ROLINLOCROLINTYP GV X X ROLINTYP
PC CR PTC TI PC CR PTC TI PC CR PTC TIROLLOBJ GV X ROLLOBJROLLOVER GV X ROLLOVERROOF1 GV X X ROOF1
Heading angle for other vehicleHeading angle for this vehicleAntilock brakesAOPS special study vehicle identificationAir bag deployment, first seat frontalAir bag deployment, otherBarrier equivalent speedVehicle body typeCarburetionVehicle cargo weightCase number - stratumCase sequence numberPost collision condition of tree or poleVehicle curb weightDaylight running lightsDocumentation of trajectory data (Indication only)Police reported alcohol presenceDriver's distraction/inattention to drivingFront/rear wheel driveDriver presence in vehicleDriver's race/ethnic originReported other drugDriver's zip codeBasis for total delta v (highest)Confidence in reconstructionEstimated highest delta vLateral component of delta vLongitudinal component of delta vTotal delta vEnergy absorptionFour wheel driveFront override/underride this vehicleFront wheel driveFuel codeImpact speedType of vehicle inspectionNumber of lanesLight conditionsVehicle makeAttempted avoidance maneuverMotorcycle engine displacementVehicle modelVehicle model yearNumber of occupant forms submittedNumber of occupants this vehicleBody type of the other vehicleWeight of the other vehicleInitial critical (precrash) eventPre-impact locationPre-impact stabilityPre-event movement prior recognition of critical eventRoadway profilePrimary sampling unit numberRatio inflation factorRelation to junction or interchangeRestraint typeDirection of initial rollLocation of rolloverRollover initiation type
Rollover initiation object contactedRolloverRoof
Data Element Description CDS Form
Vehicle Human Environment Derived Variables Data Element
Rowan University (D. Gabauer - 12/5/02) NASS/CDS-2
ROOF2 GV X X ROOF2ROOF3 GV X X ROOF3ROVERIDE GV X ROVERIDESERTR GV X SERTRSPECOTH GV X SPECOTHSPLIMIT GV X SPLIMITSTRATIF GV X STRATIFSURCOND GV X SURCONDSURTYPE GV X SURTYPETOWHITCH GV X TOWHITCHTOWPAR GV X TOWPARTRAFCONT GV X TRAFCONTTRAFFLOW GV X TRAFFLOWTRAVELSP GV X TRAVELSPTRCTLFCT GV X TRCTLFCTTRIPLOC GV X X TRIPLOCVAIS GV X VAISVEHNO GV X VEHNOVEHTYPE GV X VEHTYPEVEHUSE GV X VEHUSEVEHWGT GV X X VEHWGTVERSION GV X VERSIONVIN GV X VINVINAMOD GV X X VINAMODVINBT GV X X VINBTVINJSER GV X VINJSERVINJURED GV X VINJUREDVINLNGTH GV X VINLNGTHVINMAKE GV X X VINMAKEVINMODYR GV X X VINMODYRVINO GV X VINOVTREAT GV X VTREATWEATHER GV X WEATHERWGTCDTR GV X X WGTCDTRWHLDRWHL GV X X WHLDRWHL
ABELTAVL OA X ABELTAVLABELTUSE OA X ABELTUSEABELTYPE OA X ABELTYPEABLTFAIL OA X ABLTFAILABLTPROP OA X ABLTPROPAGE OA X AGEBAGAVAIL OA X BAGAVAILBAGAVOTH OA X BAGAVOTHBAGAVRPT OA X X BAGAVRPTBAGCDC OA X BAGCDCBAGCONOT OA X BAGCONOTBAGDAMAG OA X BAGDAMAGBAGDAMSO OA X X BAGDAMSOBAGDEPLY OA X X BAGDEPLYBAGDEPOT OA X X BAGDEPOTBAGEVENT OA X BAGEVENTBAGFAIL OA X X BAGFAILBAGFLDAM OA X BAGFLDAMBAGFLOPN OA X BAGFLOPNBAGMAINT OA X BAGMAINTBAGTETHR OA X BAGTETHR
PC CR PTC TI PC CR PTC TI PC CR PTC TIBAGTYPE OA X BAGTYPEBAGVENTS OA X BAGVENTSBELTANCH OA X BELTANCHBELTSOU OA X BELTSOUBICARB OA X BICARB
Optional roof 1Optional roof 2Rear override/underride this vehicleVIN series truckOther drug: specimen test resultsSpeed limitCase stratumRoadway surface conditionRoadway surface typeTowed trailing unitPolice reported vehicle dispositionTraffic control deviceTrafficway flowPolice reported travel speedTraffic control device functioningLocation on vehicle where initial trip force was appliedMaximum known AIS in this vehicleVehicle numberType of vehicleVehicle special use (This trip)VIN vehicle weightVersion numberVehicle identification numberVIN model cars & trucksVIN body typeNumber seriously injured in this vehicleNumber injured in this vehicleVIN lengthVIN makeVIN model yearVIN #Maximum treatment in this vehicleAtmospheric conditionsTruck weight codeNumber wheels/number of drive wheels
Automatic belt system availability/functionAutomatic belt (passive) system useAutomatic (passive) belt system typeAutomatic (passive) belt system failureProper use of auto (passive) belt systemAge of occupantAir bag system availabilityOther frontal air bag availability/functionPolice reported airbag availability/functionCDC for air bag deployment impactAir bag contacted by another occupantWas there damage to the air bagSource of air bag damageAir bag system deployedOther air bag system deploymentAir bag deployment accident event sequenceAir bag system failureIndicates whether airbag module cover flaps were damagedDid air bag module cover flaps open at designated tear pointsPrior maintenance/service on air bagWas the air bag tethered
Type of air bagDid the air bag have vent portsShoulder belt upper anchorage adjustmentPrimary source of belt use determinationArterial blood gases (abg) hc03
Data Element Description CDS Form
Vehicle Human Environment Derived Variables Data Element
Rowan University (D. Gabauer - 12/5/02) NASS/CDS-3
BLOOD OA X BLOODCASEID OA X CASEIDCASENO OA X CASENOCAUSE1 OA X CAUSE1CAUSE2 OA X CAUSE2CAUSE3 OA X CAUSE3CHHARNES OA X CHHARNESCHMAKE OA X CHMAKECHORIENT OA X CHORIENTCHSHIELD OA X CHSHIELDCHTETHER OA X CHTETHERCHTYPE OA X CHTYPEDEATH OA X DEATHDVBAG OA X DVBAGEJCTAREA OA X EJCTAREAEJCTMED OA X EJCTMEDEJECTION OA X EJECTIONENTRAP OA X ENTRAPEYEWEAR OA X EYEWEARGLASGOW OA X GLASGOWHEADREST OA X X HEADRESTHEIGHT OA X HEIGHTHOSPSTAY OA X HOSPSTAYINJNUM OA X INJNUMINJSEV OA X INJSEVISS OA X X ISSMAIS OA X MAISMANAVAIL OA X MANAVAILMANFAIL OA X MANFAILMANPROPR OA X MANPROPRMANUSE OA X MANUSEMEDFACIL OA X MEDFACILMEDSTA OA X MEDSTAOCCMOBIL OA X OCCMOBILOCCNO OA X OCCNOPARUSE OA X PARUSEPOSTURE OA X POSTUREPREVACC OA X PREVACCPSU OA X PSURATWGT OA X RATWGTROLE OA X X ROLESEATPERF OA X SEATPERFSEATPOS OA X SEATPOSSEATRACK OA X SEATRACKSEATTYPE OA X SEATTYPESEX OA X SEXSTBACINC OA X X STBACINCSTORIENT OA X STORIENTSTRATIF OA X STRATIFTREATMNT OA X TREATMNTVEHNO OA X VEHNOVERSION OA X VERSIONWEIGHT OA X WEIGHTWORKDAYS OA X WORKDAYS
PC CR PTC TI PC CR PTC TI PC CR PTC TIAIS OI X AISASPECT90* OI X ASPECT90BODYREG OI X BODYREGCASEID OI X CASEIDCASENO OI X CASENODIRINJ OI X DIRINJINJLEVEL OI X INJLEVEL
Was the occupant given blood?Case number - stratumCase sequence number1st medically reported cause of death2nd medically reported cause of death3rd medically reported cause of death
Time to deathLongitudinal component of delta v for airbag deployment
Child safety seat harness usageChild safety seat make/modelChild safety seat orientationChild safety seat shield usageChild safety seat tether usageType of child safety seat
Was the occupant wearing eye-wearGlasgow coma scale (gcs) scoreHead restraint type/damage by occupant
Ejection areaEjection mediumEjectionEntrapment
Height of occupantHospital stayNumber recorded injuries this occupantInjury severity (police rating)Injury severity scoreMaximum known occupant AISManual belt system availabilityManual belt failure mode during accidentProper use of manual beltsManual belt system useType medical facility initial treatmentEjection medium status (prior to impact)Occupant mobilityOccupant numberPolice reported restraint useOccupant's postureHad vehicle been in previous accidents (Airbag deployment status)Primary sampling unit numberRatio inflation factorOccupant's roleSeat performance (this position)Occupant's seat positionSeat track adjusted position prior to impactSeat type (this occupant position)Occupant's sexSeat back incline prior and post impactSeat orientation (this occupant pos.)Case stratumTreatment - mortalityVehicle numberVersion numberOccupant's weightWorking days lost
A.I.S. severityAspect90Body regionCase number - stratumCase sequence numberDirect/indirect injuryInjury level
Data Element Description CDS Form
Vehicle Human Environment Derived Variables Data Element
Rowan University (D. Gabauer - 12/5/02) NASS/CDS-4
INJNO OI X INJNOINJSOU* OI X INJSOUINTRUNO* OI X INTRUNOLESION OI X LESIONOCCNO OI X OCCNOPSU OI X PSURATWGT OI X RATWGTREGION90* OI X REGION90SOUCON OI X SOUCONSOUDAT OI X SOUDATSTRATIF OI X STRATIFSTRUSPEC* OI X STRUSPECSTRUTYPE* OI X STRUTYPESYSORG OI X SYSORGVEHNO OI X VEHNOVERSION OI X VERSION
CASEID PP X CASEIDCASENO PP X CASENOLINENO PP X LINENOPSU PP X PSUSTRATIF PP X STRATIFTEXT91 PP X TEXT91VERSION PP X VERSION
CASEID TA X CASEIDCASENO TA X CASENOLINENO TA X LINENOPSU TA X PSUSTRATIF TA X STRATIFTEXT66 TA X TEXT66VERSION TA X VERSION
ACCSEQ1 VE X ACCSEQ1ACCSEQ2 VE X ACCSEQ2ALTVEH VE X ALTVEHCASEID VE X CASEIDCASENO VE X CASENODIRDAMW VE X DIRDAMWDOCCDC VE X DOCCDCDOF1 VE X DOF1DOF2 VE X DOF2DVC1 VE X DVC1DVC2 VE X DVC2DVC3 VE X DVC3DVC4 VE X DVC4DVC5 VE X DVC5DVC6 VE X DVC6DVD VE X DVDDVL VE X DVLEXTENT1* VE X EXTENT1EXTENT2* VE X EXTENT2FIRE VE X FIRE
PC CR PTC TI PC CR PTC TI PC CR PTC TIFIREORIG VE X FIREORIGFUELCAP1 VE X FUELCAP1FUELCAP2 VE X FUELCAP2FUELDAM1 VE X FUELDAM1FUELDAM2 VE X FUELDAM2FUELEAK1 VE X FUELEAK1FUELEAK2 VE X FUELEAK2FUELGT2 VE X X FUELGT2FUELLOC1 VE X FUELLOC1
Injury numberInjury sourceOccupant area intrusion no.Lesion (AIS - OIC)Occupant numberPrimary sampling unit numberRatio inflation factorBody region (o.i.c. - a.i.s.)Injury source confidence levelSource of injury dataCase stratumSpecific anatomic structureType of anatomic structureSystem/organ (OIC - AIS)Vehicle numberVersion number
Case number - stratumCase sequence numberLine numberPrimary sampling unit numberCase stratumSummary textVersion number
Case number - stratumCase sequence numberLine numberPrimary sampling unit numberCase stratumSummary textVersion number
Accident event sequence (highest)Accident event sequence (2nd highest)Multi-stage manufactured/certified altered vehicle indicationCase number - stratumCase sequence numberDirect damage widthCDCs documented but not coded on file?Direction of force (highest)Direction of force (2nd highest)Crush profile c1 (highest)Crush profile c2 (highest)Crush profile c3 (highest)Crush profile c4 (highest)Crush profile c5 (highest)Crush profile c6 (highest)Crush profile d (highest)Crush profile length (highest)Deformation extent (highest)Deformation extent (2nd highest)Fire occurrence
Origin of fireLocation of fuel tank-1 filler capLocation of fuel tank-2 filler capDamage to fuel tank-1Damage to fuel tank-2Leakage location of fuel system-1Leakage location of fuel system-2Equipped with more than two fuel tanksLocation of fuel tank-1
Data Element Description CDS Form
Vehicle Human Environment Derived Variables Data Element
Rowan University (D. Gabauer - 12/5/02) NASS/CDS-5
FUELLOC2 VE X FUELLOC2FUELTNK1 VE X FUELTNK1FUELTNK2 VE X FUELTNK2FUELTYP1 VE X FUELTYP1FUELTYP2 VE X FUELTYP2GAD1 VE X GAD1GAD2 VE X GAD2OBJCONT1 VE X OBJCONT1OBJCONT2 VE X OBJCONT2ORIGAVTW VE X ORIGAVTWPDOF1 VE X PDOF1PDOF2 VE X PDOF2PSU VE X PSURATWGT VE X RATWGTSDVC1 VE X SDVC1SDVC2 VE X SDVC2SDVC3 VE X SDVC3SDVC4 VE X SDVC4SDVC5 VE X SDVC5SDVC6 VE X SDVC6SDVD VE X SDVDSDVL VE X SDVLSHL1 VE X SHL1SHL2 VE X SHL2STRATIF VE X STRATIFSVL1 VE X SVL1SVL2 VE X SVL2TDD1 VE X TDD1TDD2 VE X TDD2TOWRES VE X TOWRESUNDENDW VE X UNDENDWVEHNO VE X VEHNOVERSION VE X VERSIONWHEELBAS VE X WHEELBAS
CASEID VP X CASEIDCASENO VP X CASENOLINENO VP X LINENOPSU VP X PSUSTRATIF VP X STRATIFTEXT81 VP X TEXT81VERSION VP X VERSION
ADAPTEQ VI X ADAPTEQBOLSTDEF VI X BOLSTDEFBOLSTYPE VI X BOLSTYPECASEID VI X CASEIDCASENO VI X CASENOCDRIR1 VI X CDRIR1CDRIR2 VI X CDRIR2CDRIR3 VI X CDRIR3
PC CR PTC TI PC CR PTC TI PC CR PTC TICDRIR4 VI X CDRIR4CDRIR5 VI X CDRIR5CDRIR6 VI X CDRIR6CDRIR7 VI X CDRIR7CDRIR8 VI X CDRIR8CDRIR9 VI X CDRIR9CDRIR10 VI X CDRIR10COLMTELE VI X COLMTELECOLMTILT VI X COLMTILTCOLUMTYP VI X COLUMTYPFAILLF VI X FAILLF
Location of fuel tank-2Type of fuel tank-1Type of fuel tank-2Fuel type-1Fuel type-2Deformation location (highest)Deformation location (2nd highest)Object contacted (highest)Object contacted (2nd highest)
Ratio inflation factorCrush profile c1 (2nd highest)Crush profile c2 (2nd highest)
Original average track widthClock direction for principal direction of force in degrees (highest)Clock direction for principal direction of force in degrees (2nd highest)Primary sampling unit number
Crush profile c3 (2nd highest)Crush profile c4 (2nd highest)Crush profile c5 (2nd highest)Crush profile c6 (2nd highest)Crush profile d (2nd highest)Crush profile length (2nd highest)Specific longitudinal location (highest)Specific longitudinal location (2nd highest)Case stratumSpecific vertical location (highest)Specific vertical location (2nd highest)Type of damage distribution (highest)Type of damage distribution(2nd highest)Researcher assessmnt vehicle disposition
Vehicle numberUndeformed end width
Version numberOriginal wheelbase
Case number - stratumCase sequence numberLine numberPrimary sampling unit numberCase stratumSummary textVersion number
Adaptive (assistive) driving equipmentKnee bolster deformed - occupant contactType of knee bolster coveringCase number - stratumCase sequence number1st dominant crush direction2nd dominant crush direction3rd dominant crush direction
4th dominant crush direction5th dominant crush direction6th dominant crush direction7th dominant crush direction8th dominant crush direction9th dominant crush direction10th dominant crush directionTelescoping steering column adjustmentTilt steering column adjustmentSteering column typeLf damage/failure associated with collision
Data Element Description CDS Form
Vehicle Human Environment Derived Variables Data Element
Rowan University (D. Gabauer - 12/5/02) NASS/CDS-6
FAILLR VI X FAILLRFAILRF VI X FAILRFFAILRR VI X FAILRRFAILTG VI X FAILTGGLIMPBL VI X GLIMPBLGLIMPLF VI X GLIMPLFGLIMPLR VI X GLIMPLRGLIMPOTH VI X GLIMPOTHGLIMPRF VI X GLIMPRFGLIMPRR VI X GLIMPRRGLIMPRUF VI X GLIMPRUFGLIMPWS VI X GLIMPWSGLOCCBL VI X X GLOCCBLGLOCCLF VI X X GLOCCLFGLOCCLR VI X X GLOCCLRGLOCCOTH VI X X GLOCCOTHGLOCCRF VI X X GLOCCRFGLOCCRR VI X X GLOCCRRGLOCCRUF VI X X GLOCCRUFGLOCCWS VI X X GLOCCWSGLOVOPEN VI X GLOVOPENGLPREBL VI X GLPREBLGLPRELF VI X GLPRELFGLPRELR VI X GLPRELRGLPREOTH VI X GLPREOTHGLPRERF VI X GLPRERFGLPRERR VI X GLPRERRGLPRERUF VI X GLPRERUFGLPREWS VI X GLPREWSGLTYPBL VI X GLTYPBLGLTYPLF VI X GLTYPLFGLTYPLR VI X GLTYPLRGLTYPOTH VI X GLTYPOTHGLTYPRF VI X GLTYPRFGLTYPRR VI X GLTYPRRGLTYPRUF VI X GLTYPRUFGLTYPWS VI X GLTYPWSINCOMP1 VI X INCOMP1INCOMP2 VI X INCOMP2INCOMP3 VI X INCOMP3INCOMP4 VI X INCOMP4INCOMP5 VI X INCOMP5INCOMP6 VI X INCOMP6INCOMP7 VI X INCOMP7INCOMP8 VI X INCOMP8INCOMP9 VI X INCOMP9INCOMP10 VI X INCOMP10INLOC1 VI X INLOC1INLOC2 VI X INLOC2
PC CR PTC TI PC CR PTC TI PC CR PTC TIINLOC3 VI X INLOC3INLOC4 VI X INLOC4INLOC5 VI X INLOC5INLOC6 VI X INLOC6INLOC7 VI X INLOC7INLOC8 VI X INLOC8INLOC9 VI X INLOC9INLOC10 VI X INLOC10INMAG1 VI X INMAG1INMAG2 VI X INMAG2INMAG3 VI X INMAG3INMAG4 VI X INMAG4INMAG5 VI X INMAG5
Lr damage/failure - opening in collisionRf damage/failure - opening in collisionRr damage/failure - opening in collisionTg damage/failure - opening in collisionBl glazing damage from impact forcesLf glazing damage from impact forcesLr glazing damage from impact forcesOther glazing damage from impact forcesRf glazing damage from impact forcesRr glazing damage from impact forcesRoof glazing damage from impact forcesWs glazing damage from impact forcesBl glazing damage from occupant contactLf glazing damage from occupant contactLr glazing damage from occupant contactOther glazing damage from occ. contactRf glazing damage from occupant contactRr glazing damage from occupant contactRoof glazing damage from occ. contactWs glazing damage from occupant contactDid glove compartment door openBl window precrash glazing statusLf window precrash glazing statusLr window precrash glazing statusOther window precrash glazing statusRf window precrash glazing statusRr window precrash glazing statusRoof window precrash glazing statusWs window precrash glazing statusBl type of window/windshield glazingLf type of window/windshield glazingLr type of window/windshield glazingOther type of window/windshield glazingRf type of window/windshield glazing
2nd intruding component3rd intruding component4th intruding component
Rr type of window/windshield glazingRoof type of window/windshield glazingWs type of window/windshield glazing1st intruding component
5th intruding component6th intruding component7th intruding component8th intruding component9th intruding component10th intruding component1st location of intrusion2nd location of intrusion
3rd location of intrusion4th location of intrusion5th location of intrusion6th location of intrusion7th location of intrusion8th location of intrusion9th location of intrusion10th location of intrusion1st magnitude of intrusion2nd magnitude of intrusion3rd magnitude of intrusion4th magnitude of intrusion5th magnitude of intrusion
Data Element Description CDS Form
Vehicle Human Environment Derived Variables Data Element
Rowan University (D. Gabauer - 12/5/02) NASS/CDS-7
INMAG6 VI X INMAG6INMAG7 VI X INMAG7INMAG8 VI X INMAG8INMAG9 VI X INMAG9INMAG10 VI X INMAG10ODOMETER VI X ODOMETEROPENLF VI X OPENLFOPENLR VI X OPENLROPENRF VI X OPENRFOPENRR VI X OPENRROPENTG VI X OPENTGPANELDAM VI X PANELDAMPASINTEG VI X PASINTEGPSU VI X PSURATWGT VI X RATWGTRDEFLOC VI X RDEFLOCRIMDEF VI X RIMDEFSTRATIF VI X STRATIFVEHNO VI X VEHNOVERSION VI X VERSION
*Note: These variables have been classified without detailed information. The database provider has been contacted regarding the additional data required for accurate classification.
6th magnitude of intrusion7th magnitude of intrusion8th magnitude of intrusion9th magnitude of intrusion10th magnitude of intrusionOdometer readingLf door, tailgate or hatch openingLr door, tailgate or hatch openingRf door, tailgate or hatch openingRr door, tailgate or hatch openingTg door, tailgate or hatch openingInstrument panel damage - occ. contactPassenger compartment integrity (Indicates location)Primary sampling unit numberRatio inflation factor
Version number
Location steering rim/spoke deformationSteering rim/spoke deformationCase stratumVehicle number
Rowan University (D. Gabauer - 12/5/02) NASS/CDS-8
Model Minimum Uniform Crash CriteriaData Element Classification MMUCC Variable Type Key (First letter of Data Element)
Attribute/Timing Pre-Crash (PC) Crash (CR) Post-Crash (PTC) Time Invariant (TI) C = Crash Variable L = Linked VariableHuman V = Vehicle Variable D = Derived VariableVehicle P = Person VariableEnvironment R = Roadway Variable
PC CR PTC TI PC CR PTC TI PC CR PTC TIC1 X C1C2 X C2C3 X C3C4 X C4C5 X C5 C6 X C6C7 X C7C8 X C8C9 X C9C10 X X C10C11 X C11C12 X C12C13 X C13C14 X C14C15 X C15C16 X C16C17 X X C17C18 X C18
V1 X V1V2 X V2 V3 X V3V4 X V4 V5 X V5 V6 X V6 V7 X V7V8 X V8 V9 X V9 V10 X V10V11 X V11 V12 X V12 V13 X V13 V14 X V14V15 X V15 V16 X V16 V17 X X V17 V18 X V18 V19 X V19 V20 X V20 V21 X V21 V22 X V22 V23 X X V23 V24 X V24 V25 X V25
PC CR PTC TI PC CR PTC TI PC CR PTC TIEnvironment Derived
Variables Data Element Data Element Description Vehicle Human
Vehicle Unit Number Unique to Crash
Ambient Light Road Surface Condition Contributing Circumstances, EnvironmentContributing Circumstances, Road Type of Roadway Junction School Bus Related Work Zone Related (Construction/Maintenance/Utility)
Manner of Crash/Collision ImpactSource of Information Date and Time Crash Reported to Police Agency Weather Condition
Data Element Description
First Harmful Event Location of First Harmful Event
Crash Date and Time Crash County Crash City/Place
Data Element
Crash Case Identifier
Human
Crash Roadway Location
Vehicle Environment Derived Variables
Carrier Street Address Carrier Identification Number Vehicle Configuration
Commercial Trailer License Plate NumberCarrier Name
Vehicle Registration State and YearVehicle License Plate NumberVehicle MakeCommercial Trailer Registration State and Year
Cargo Body Type Gross Vehicle Weight Rating of Power UnitTotal Occupants In VehicleVehicle Role Emergency Use Hazardous Materials Placard (Cargo Only) Hazardous Materials Released (Cargo Only) Vehicle Authorized Speed Limit Direction of Travel Before CrashTraffic Control Device TypeVehicle Maneuver/Action Point of Impact Sequence of Events Most Harmful Event for this VehicleDirection of Force to Vehicle
Rowan University (D. Gabauer - 10/21/02) MMUCC-1
V26 X V26 V27 X V27 V28 X V28
P1 X P1 P2 X P2 P3 X P3 P4 X P4 P5 X P5 P6 X P6 P7 X P7 P8 X P8 P9 X P9 P10 X P10 P11 X P11 P12 X P12 P13 X P13 P14 X P14 P15 X P15 P16 X P16 P17 X P17 P18 X P18 P19 X P19 P20 X P20 P21 X P21P22 X P22 P23 X P23 P24 X P24 P25 X P25 P26 X P26 P27 X P27 P28 X P28 P29 X P29
CD1 X CD1 CD2 X CD2 CD3 X CD3 CD4 X CD4 CD5 X CD5 CD6 X CD6 CD7 X CD7 CD8 X CD8
VL1 X VL1
VD1 X VD1VD2 X VD2 VD3 X VD3
PL1 X X PL1 PL2 X X PL2
PC CR PTC TI PC CR PTC TI PC CR PTC TIPL3 X X PL3 PL4 X PL4
Data Element Description Vehicle Human Environment Derived Variables Data Element
Underride/OverrideMost Damaged Area Extent of Damage
Date of Birth Sex Person Type Injury Status Occupant’s Vehicle Unit Number Unique to Crash Seating Position Occupant Protection System Use Air Bag Deployed Ejection Trapped Driver License State/ProvinceDriver License Number Driver Name Contributing Circumstances, Driver Driver Condition Cited Violation Codes Alcohol/Drug Suspected
Vehicle Identification Number
Vehicle Model YearVehicle Model Vehicle Body Type
Transported to Medical Facility By
Alcohol Drugs
Crash SeverityNumber of Vehicles Number of Motorists Number of Non-motorists Total Nonfatal Injuries
Non-motorist Condition Non-motorist Location Prior to Impact Non-motorist Safety Equipment Number of Vehicle Striking Non-motorist
Non-motorist Number Non-motorist Type Non-motorist Action Contributing Circumstances, Non-motorist
Total Fatal Injuries Alcohol/Drug Involvement Day of Week
Driver License Class Driver License Restrictions
Driver License StatusInjury Area
Rowan University (D. Gabauer - 10/21/02) MMUCC-2
PL5 X PL5
RL1 X RL1 RL2 X RL2 RL3 X RL3 RL4 X RL4 RL5 X RL5 RL6 X RL6 RL7 X RL7 RL8 X RL8 RL9 X RL9 RL10 X RL10 RL11 X RL11RL12 X RL12 RL13 X RL13 RL14 X RL14 RL15 X RL15 RL16 X RL16 RL17 X RL17RL18 X RL18 RL19 X RL19 RL20 X RL20 RL21 X RL21
Injury Description
GradeHorizontal Alignment Bridge/Structure Identification
Part of National Highway System Functional Classification of Highway Lanes Annual Average Daily TrafficTrafficway Description Average Widths of the Shoulder(s) and Lane(s) Average Width of Median Access Control RR Crossing ID Roadway Lighting Pavement Markings, Longitudinal Bikeway Delineator Presence Intersection TypeTraffic Control Type at Intersection Mainline Number of Lanes at Intersection Side-Road Number of Lanes Mainline Approach Volumes
Rowan University (D. Gabauer - 10/21/02) MMUCC-3
Highway Safety Information SystemData Element Classification HSIS State Key
Attribute/Timing Pre-Crash (PC) Crash (CR) Post-Crash (PTC) Time Invariant (TI) I = Illinois MI = MichiganHuman M = Minnesota C = CaliforniaVehicle U = Utah N = North CarolinaEnvironment ME = Maine W = Washington
PC CR PTC TI PC CR PTC TI PC CR PTC TIACC_DATE I,M,C,N,W X ACC_DATE ACCYR All X ACCYRDAYMTH U,ME,MI,C,N,W X DAYMTHHOUR I,M,U,ME,MI,C,N X HOURMONTH U,ME,MI,C,N,W X MONTHWEEKDAY All X WEEKDAY
LIGHT I,M,U,ME,C,N,W X LIGHTRDSURF All X RDSURFWEATHER All X WEATHER
ACCTYPE All X X ACCTYPEAGENCY I,U,ME,MI,C,N,W X AGENCYCASENO All X CASENOCONTRIB1 M,U,ME,C,N,W X X CONTRIB1CONTRIB2 M,U,ME,C,N,W X X CONTRIB2CONTRIB3 M,U,ME,C,N,W X X CONTRIB3 EVENT2 I,U,MI,C,W X X EVENT2EVENT3 I,U,MI,C,W X X EVENT3HAZMAT M,C,N,W X HAZMATNUMVEHS All X NUMVEHSOBJECT1 M,U,ME,MI,C,N,W X OBJECT1PHYSCOND I,M,ME,C,N X PHYSCONDSEVERITY All X SEVERITY
DAMSEV M,MI,N,W X DAMSEVTOWAWAY I,M,C,N X TOWAWAYV_DAMAGE I,M,U,N X V_DAMAGEVEHNO All X VEHNOVEHTYPE All X VEHTYPEVEHYR I,M,U,MI,C,N,W X VEHYRVIN I,U,MI,N X VIN
DR_EJECT U,C,W X DR_EJECTDRV_AGE All X DRV_AGEDRV_BAC I,U,W X DRV_BACDRV_INJ I,U,ME,MI,C,N,W X DRV_INJDRV_REST I,M,U,N,W X DRV_RESTDRV_SEX All X DRV_SEXHELMET MI,W X HELMETMISCACT1 All X MISCACT1SOB_TEST I,U,C,N,W X SOB_TESTVIOL I,U,MI,C,N X X VIOL
AGE All X AGEEJECT M,U,C,W X EJECTINJ All X INJNUM_OCCS U,ME,MI,C X NUM_OCCSSEATPOS All X SEATPOSSEX All X SEXREST1 I,M,U,C,N,W X REST1
Occupant position in vehicleOccupant sex
Accid contrib factor(s)
Number of vehicles involvedType of object struckDriver physical conditionAccident severity
Driver Information Variables
Occupant Information (Non-Driver)
Environment Variables
Accident Related Variables
Vehicle Information Variables
Light conditionSurface road conditionWeather condition
VIN numberVehicle year
Accid contrib factor(s)
Driver ejectDriver ageDriver alcohol percentDriver injury informationDriver safety equipmentDriver sex
Occupant safety equipment
HSIS States
Sequence of eventsSequence of eventsHazardous material
Vehicle damage areaVehicle numberVehicle type
Vehicle Human Environment Derived Variables
Data Element
Vehicle damage severityIndication of how the vehicle leaves the accident scene
Accident/collision typeInvestigating agencyAccident case #Accid contrib factor(s)
HelmetDriver intentDriver sobriety
Data Category
Time Variables Accident dateAccident yearDay of monthHour of occurrenceMonth of accidentDay of week
Data Element Description
Driver violations
Occupant ageOccupant ejectOccupant severityNo. of occupants in accident
Rowan University (D. Gabauer - 11/15/02) HSIS-1
PC CR PTC TI PC CR PTC TI PC CR PTC TICOUNTY I,M,ME,MI,C,N,W X COUNTYFUNC_CLS W X FUNC_CLSLOC_TYPE I,M,ME,MI,C,N,W X X LOC_TYPEMILEPOST I,M,U,MI,C,N,W X MILEPOSTPOP_GRP I,M,MI,C,N X POP_GRPRD_CHAR1 M,U,ME,MI,N,W X RD_CHAR1RD_DEF I,U,MI,C,N X RD_DEFRTE_NBR I,M,U,MI,C,N,W X RTE_NBRRTE_TYPE U,C X RTE_TYPETRF_CNTL All X TRF_CNTL
LOC_BIKE M,C,N,W X LOC_BIKEPEDACT I,U,C,N,W X PEDACT
BEGMP All X BEGMPCOUNTY I,M,U,ME,C,N,W X COUNTY DISTRICT I,MI,C,N,W X DISTRICT ENDMP All X ENDMP RTE_NBR I,M,U,ME,C,N,W X RTE_NBR SEG_LNG All X SEG_LNG
ACCESS I,M,U,ME,C,N,W X ACCESS FED_AID I,M,U,ME,MI,C,W X FED_AID FUNC_CLS All X FUNC_CLS RURURB I,U,ME,MI,C,N,W X RURURB
CURV_RAD I,W X CURV_RAD DEF_ANGL I,W X DEF_ANGLDEG_CURV M,U,MI,W X DEG_CURV DIR_CURV I,M,U,MI,W X DIR_CURVDIR_GRAD M,U,W X DIR_GRAD PCT_GRAD M,U,W X PCT_GRAD TERRAIN U,MI,C,N,W X TERRAIN
CURB1 I,M,U,ME,MI,N,W X CURB1CURB2 I,M,U,MI,C,N,W X CURB2 LANEWID I,U,MI X LANEWID LSHLDWID I,M,ME,C,N,W X LSHLDWID LSHL_TY2 M,MI,C X LSHL_TY2 LSHL_TYP I,M,ME,MI,C,N,W X LSHL_TYP LSHL_WD2 M,MI,C X LSHL_WD2 MED_TYPE All X MED_TYPE MEDWID I,M,U,MI,C,N,W X MEDWID NO_LANES All X NO_LANES PAVECOND I,U X X PAVECOND PAV_WDL U,MI,C X PAV_WDL PAV_WIDR U,MI,C X PAV_WIDR PRKLN_WD I X PRKLN_WD ROW U,MI X ROW RSHLDWID I,M,ME,C,N,W X RSHLDWID RSHL_TY2 M,MI,C X RSHL_TY2 RSHL_TYP All X RSHL_TYPRSHL_WD2 M,MI,C X RSHL_WD2 SHLD_CON I X SHLD_CON SURF_TY2 M,C,W X SURF_TY2SURF_TYP All X SURF_TYP SURF_WD2 M,C,W X SURF_WD2 SURF_WID I,M,MI,C,N,W X SURF_WID
INT_TYPE MI,C X INT_TYPE I_TYPE ME,MI X I_TYPE NBR_LEGS M,ME,MI,C X NBR_LEGS
Traffic control devices
Location of ped/bic accidentPedestrain action
Road alignmentRoad deficiencyRoute numberRoute type
Data Category
Road Alignment
Roadway Classification
Location Variables
Roadway Variables
Pedestrian Information
Route number Section length
Urban/rural population codes
Beginning milepost County District Ending milepost
Horizontal curve direction
Access control Federal aid/ route type Functional class Rural/urban designation
Horizontal curve radius Horizontal curve deflection angle Horizontal curve degree
Curbs Curbs(road2) Lane width Left shoulder width
Data Element DescriptionHSIS States
Vehicle Human Environment Derived Variables
Data Element
Cross Section Elements
Road Features
CountyFunctional classificationType of accident - locationMilepost
Left shoulder width (road2) Median type Median width
Left shoulder type (road2) Left shoulder type
Vertical curve grade direction Percent of gradient Terrain type
No. of lanes Roadway rideability Left paved shoulder width Right paved shoulder width Parking lane width Right of way Right shoulder width Right shoulder type (road 2) Right shoulder type Right shoulder width (road 2) Shoulder condition Surface type (road2) Surface type Surface width(road2) Surface width
Intersection type Interchange type Intersection no. of legs
Rowan University (D. Gabauer - 11/15/02) HSIS-2
PC CR PTC TI PC CR PTC TI PC CR PTC TIRAIL_NBR M X RAIL_NBRRD_YEAR I,M,N X RD_YEAR RR_CRX I X RR_CRX TRF_CNTL I,M,MI,C,W X TRF_CNTL TYPEDESC M X TYPEDESC TYPEDESC M,ME,C X TYPEDESC
ONEWAY I,M,U,ME,MI X ONEWAYPASSING MI X PASSINGRDWY_LGH M,W X X RDWY_LGH TOLL I,M,U,C X TOLLTOL_TYP I X TOL_TYPTRK_RTE I,ME,N X TRK_RTE
AADT All X AADT AADTGRP U X AADTGRP DESG_SPD M,U,C,W X DESG_SPD PCT_TRK I,N X PCT_TRK PEAK_TRK U,N,W X PEAK_TRK SPD_LIMT I,U,ME,MI,N X SPD_LIMT
Data Category Data Element DescriptionHSIS States
Human Environment Derived Variables
Data Element Vehicle
Traffic/Control Operations
Traffic Data
Road Features Railroad crossing number Year road constructed Railroad cross rideability Intersection signal control Interchange description Intersection description
One/two-way operations
Percentage truck
No passing zone code Roadway lighting Toll facility Toll type
% comm vehs in peak period Speed limit
Truck route
Average daily traffic volume ADT groups Design speed
Rowan University (D. Gabauer - 11/15/02) HSIS-3
Longitudinal Barrier Special StudiesData Element Classification LBSS File Key
Attribute/Timing Pre-Crash (PC) Crash (CR) Post-Crash (PTC) Time Invariant (TI) A = Accident File O = Occupant FileHuman BA = Barrier Accident File V = Vehicle FileVehicle BC = Barrier Contact FileEnvironment D = Driver File
PC CR PTC TI PC CR PTC TI PC CR PTC TIAAIS A X AAISACCSEVP A X ACCSEVPAINJURED A X AINJUREDALCINV A X ALCINVALIGNMNT A X ALIGNMNTATREAT A X ATREATCLTWAY A X CLTWAYGEOMETRY A X GEOMETRYHARMEVNT A X HARMEVNTHITRUN A X HITRUNLANDUSE A X LANDUSELANES A X LANESLGTCOND A X LGTCONDMANCOLL A X MANCOLLPROFIL A X PROFILRELJUNC A X RELJUNCRELROAD A X RELROADROWADD A X ROWADDSSCC A X SSCCTIME A X TIMEVEHFORMS A X VEHFORMSWEATHER A X WEATHER
B12 BA X B12B13 BA X B13B14 BA X B14B15 BA X B15B16 BA X B16B17 BA X B17B18 BA X B18B19 BA X B19B20 BA X B20B21 BA X B21B22 BA X B22B23 BA X B23B24 BA X B24B25 BA X B25B26 BA X B26B27 BA X B27B28 BA X B28B29 BA X B29B30 BA X B30B31 BA X B31
B31 BC X B31B32 BC X B32B33 BC X B33B34 BC X B34B35 BC X B35
PC CR PTC TI PC CR PTC TI PC CR PTC TIDerived
Variables Data Element
Total number of longitudinal barrier impactsSequence number of impact for the accidentLongitudinal barrier typeBarrier beam typeIndication of the presence of block-outs
Environment
Object contacted (First impact)Lateral offset (First impact)Vehicle number (Second impact)Object contacted (Second impact)Lateral offset (Second impact)Vehicle number (Third impact)Object contacted (Third impact)Lateral offset (Third impact)Vehicle number (Fourth impact)
Human
Atmospheric conditions at the time of the accident
Vehicle number (First impact)
Object contacted (Fourth impact)Lateral offset (Fourth impact)Vehicle number (Fifth impact)Object contacted (Fifth impact)Lateral offset (Fifth impact)
Object contacted (Sixth impact)
Vehicle
Relation to junctionRelation to roadway (first harmful event)Additional roadway restrictions at the accident location
Lateral offset (Sixth impact)
Vehicle number (Sixth impact)
Total number of impacts in accidentTotal number of longitudinal barrier impacts
File Type
Data Element
Maximum known AIS in accident
Human
Indication of roadway alignment
File TypeVehicle Environment Derived
VariablesData Element Description
Maximum treatment in accident
Police-reported accident severityTotal number of injured personsAlcohol involvment in the accident
Trafficway classificationInterchange geometryFirst harmful eventInvolvement of a hit and run in the accidentLand use at accident locationNumber of travel lanesLight conditions at the time of the accident
Time of the accidentNumber of vehicle forms submitted
Crash cushion special study indicator
Manner of collision based on first harmful eventIndication of roadway profile
Data Element Description
Rowan University (D. Gabauer - 12/15/02) LBSS-1
B36 BC X B36B37 BC X B37B38 BC X B38B39 BC X B39B40 BC X B40B41 BC X B41B42 BC X B42B43 BC X B43B44 BC X B44B45 BC X B45B46 BC X B46B47 BC X B47B48 BC X B48B49 BC X B49B50 BC X B50B51 BC X B51B52 BC X B52B53 BC X B53B54 BC X B54B55 BC X B55B56 BC X B56B57 BC X B57B58 BC X B58B59 BC X B59B60 BC X B60B61 BC X B61B62 BC X X B62B63 BC X B63B64 BC X B64B65 BC X B65B66 BC X X B66B67 BC X X B67B68 BC X X B68B69 BC X B69B71 BC X B71B72 BC X B72B73 BC X B73B74 BC X B74B83 BC X B83B85 BC X B85B70A BC X B70AB70B BC X B70BB84_C1 BC X B84_C1B84_C2 BC X B84_C2B84_C3 BC X B84_C3B84_C4 BC X B84_C4B84_C5 BC X B84 C5B84_C6 BC X B84_C6C_DIM1 BC X C_DIM1C_DIM2 BC X C_DIM2C_DIM3 BC X C_DIM3C_DIM4 BC X C_DIM4C_DIM5 BC X C_DIM5C_DIM6 BC X C_DIM6D_DIM BC X D_DIML_DIM BC X L_DIMACCESS D X ACCESSALIGNMENT D X ALIGNMENT
PC CR PTC TI PC CR PTC TI PC CR PTC TI
Subsequent impact
Access controlRoadway alignment
Length of crush (inches)
Total change in elevationTotal horizontal distance
Impact angle
Effective height of barrierLength of contact/damageMaximum depth of barrier deformation
Depth of crush (inches) at C4Depth of crush (inches) at C5Depth of crush (inches) at C6Damage offset (inches)
Crush profile - C6Depth of crush (inches) at C1Depth of crush (inches) at C2Depth of crush (inches) at C3
Crush profile - C2Crush profile - C3Crush profile - C4Crush profile - C5
Crush profile - DConcrete barrier "A" dimensionConcrete barrier "B" dimensionCrush profile - C1
Confidence of yawing angle at impactConfidence of separation angleConfidence of final rest distanceCrush profile - L
Horizontal distance - second slopeRate of slope - second slopeHorizontal distance - third slope
Confidence of impact angleRollover
Vehicle yawing angle at impactImpact speedSeparation angleBarrier performance
Rate of slope - third slope
Spacing of posts (center to center)End treatment typeLocation of end treatmentDistance from end of barrier to POILength of flareFlare offsetLength of longitudinal barrier sectionLongitudinal barrier heightLocation of barrier
Post-impact trajectory
Type of post material Type of post - shape indication
Curb type/presenceCurb heightPerpendicular distance from curb to barrierRoadside slopeHorizontal distance - first slopeRate of slope - first slope
Data Element Description Derived Variables Data Element File Type
Vehicle Human Environment
Rowan University (D. Gabauer - 12/15/02) LBSS-2
AVOIDMAN D X AVOIDMANCLTWAY D X CLTWAYDRCLASS D X DRCLASSDRINKING D X DRINKINGDRTRAIN D X DRTRAINENVRF D X ENVRFFREQDRIV D X FREQDRIVGRADE D X GRADEHPMS D X HPMSLANDUSE D X LANDUSELANES D X LANESMEDIANT D X MEDIANTMEDIANW D X MEDIANWOCUPANTS D X OCUPANTSPROFIL D X PROFILROADFUNC D X ROADFUNCSHOULDLT D X SHOULDLTSHOULDRT D X SHOULDRTSPLIMIT D X SPLIMITSURCOND D X SURCONDSURTYPE D X SURTYPE
AGE O X AGEAIS1 O X AIS1AIS2 O X AIS2AIS3 O X AIS3AIS4 O X AIS4AIS5 O X AIS5AIS6 O X AIS6ASPECT1 O X ASPECT1ASPECT2 O X ASPECT2ASPECT3 O X ASPECT3ASPECT4 O X ASPECT4ASPECT5 O X ASPECT5ASPECT6 O X ASPECT6AUTAVAIL O X AUTAVAILAUTFNCT O X AUTFNCTBODYREG1 O X BODYREG1BODYREG2 O X BODYREG2BODYREG3 O X BODYREG3BODYREG4 O X BODYREG4BODYREG5 O X BODYREG5BODYREG6 O X BODYREG6EJECTION O X EJECTIONHOSPSTAY O X HOSPSTAYINJSEV O X INJSEVINJSOU1 O X X X INJSOU1INJSOU2 O X X X INJSOU2INJSOU3 O X X X INJSOU3INJSOU4 O X X X INJSOU4INJSOU5 O X X X INJSOU5INJSOU6 O X X X INJSOU6ISS O X ISSLESION1 O X LESION1LESION2 O X LESION2LESION3 O X LESION3LESION4 O X LESION4
PC CR PTC TI PC CR PTC TI PC CR PTC TILESION5 O X LESION5
Frequency driving roadGrade measurementHPMS sample numberLand use indication
Alcohol involvement
Attempted avoidance manueverClass trafficway
Lesion (fifth)
ISSLesion (first)Lesion (second)Lesion (third)
Injury source (fourth)Injury source (fifth)Injury source (sixth)
Lesion (fourth)
Injury severity (police rating)Injury source (first)Injury source (second)Injury source (third)
OIC body region (fifth)OIC body region (sixth)Ejection indicationHospital stay indication
OIC body region (first)OIC body region (second)OIC body region (third)OIC body region (fourth)
Aspect (fifth)Aspect (sixth)Passive restraint system - availabilityPassive restraint system - function
Aspect (first)Aspect (second)Aspect (third)Aspect (fourth)
AIS severity (third)AIS severity (fourth)AIS severity (fifth)AIS severity (sixth)
Age of occupantAIS severity (first)AIS severity (second)
Right shoulder typeSpeed limitRoadway surface conditionRoadway surface type
Number of occupants (this vehicle)Roadway profileRoadway function classLeft shoulder type
Median type indicationMedian width
Driver educationFirst other environment-related factor
Driver's classification
Number of travel lanes
Data Element Description File TypeVehicle Human Environment Derived
Variables Data Element
Rowan University (D. Gabauer - 12/15/02) LBSS-3
LESION6 O X LESION6MAIS O X MAISMANAVAIL O X X MANAVAILMANUSE O X X MANUSEOCCNO O X OCCNOROLE O X ROLESEATPOS O X SEATPOSSEX O X SEXSOUDAT1 O X SOUDAT1SOUDAT2 O X SOUDAT2SOUDAT3 O X SOUDAT3SOUDAT4 O X SOUDAT4SOUDAT5 O X SOUDAT5SOUDAT6 O X SOUDAT6SYSORG1 O X SYSORG1SYSORG2 O X SYSORG2SYSORG3 O X SYSORG3SYSORG4 O X SYSORG4SYSORG5 O X SYSORG5SYSORG6 O X SYSORG6TREATMNT O X TREATMNT
ACCSEQ1 V X ACCSEQ1ACCSEQ2 V X ACCSEQ2BODYTYPE V X BODYTYPECARGOWGT V X CARGOWGTCURBWGT V X CURBWGTDOCOMPNT V X DOCOMPNTDOF1 V X DOF1DOINTRSN V X DOINTRSNDPCOMPNT V X DPCOMPNTDPINTRSN V X DPINTRSNDRIVE V X DRIVEDVBASIS V X DVBASISDVC1 V X DVC1DVLAT V X DVLATDVLONG V X DVLONGDVTOTAL V X DVTOTALEXTENT1 V X EXTENT1GAD1 V X GAD1GVWR V X GVWRIMPTYPE V X IMPTYPEMAGINTRU V X MAGINTRUMAKE V X MAKEMODEL V X MODELMODELYR V X MODELYROBJCONT1 V X OBJCONT1OBJCONT2 V X OBJCONT2OBJCONT3 V X OBJCONT3OBJCONT4 V X OBJCONT4OCCFORMS V X OCCFORMSOTHROLE V X OTHROLEOTVEHWGT V X OTVEHWGTPCINTEG V X PCINTEGPCINTRU V X PCINTRU
PC CR PTC TI PC CR PTC TI PC CR PTC TIPOCOMPNT V X POCOMPNTPOINTRSN V X POINTRSN
Driver other (intruding component)Direction of force (highest)Driver other (magnitude of intrusion)Driver primary (intruding component)
Passenger other (magnitude of intrusion)
Weight of the other vehiclePassenger compartment integrityPassenger compartment intrusion
Passenger other (intruding component)
Object contacted 3Object contacted 4Number of occupant forms submittedRole of other contacted vehicle/object/person
Vehicle modelVehicle model yearObject contacted 1Object contacted 2
Gross vehicle weight ratingType of most severe impact (location)Magnitude of intrusionVehicle make
Longitudinal component of delta VTotal delta VDeformation extent guide (highest)Deformation location (highest)
Front/rear wheel driveBasis for total delta V (highest)"Crash" damage data max delta V - C1Lateral component of delta V
First sequence number of event
Vehicle curb weight
Driver primary (magnitude of intrusion)
Second sequence number of eventVehicle body typeVehicle cargo weight
System/organ (fourth)System/organ (fifth)System/organ (sixth)Treatment - mortality
Source of data (sixth)System/organ (first)System/organ (second)System/organ (third)
Source of data (second)Source of data (third)Source of data (fourth)Source of data (fifth)
Occupant's roleOccupant's seat positionSex of personSource of data (first)
Maximum known occupant/pedestrian/non-motorist AISActive restraint system - availabilityActive restraint system - useOccupant number
Lesion (sixth)
Derived Variables Data Element File Type
Vehicle Human EnvironmentData Element Description
Rowan University (D. Gabauer - 12/15/02) LBSS-4
PPCOMPNT V X PPCOMPNTPPINTRSN V X PPINTRSNROLLOVER V X ROLLOVERSHL1 V X SHL1SPECUSE V X SPECUSESVL1 V X SVL1TDD1 V X TDD1TDD2 V X TDD2TOWAWAY V X TOWAWAYTRAVELSP V X TRAVELSPVAIS V X VAISVEHROLE V X VEHROLEVEHSEQ1 V X VEHSEQ1VEHSEQ2 V X VEHSEQ2VINJURED V X VINJUREDVTREAT V X VTREATWHEELLNG V X WHEELLNGWHEELSHT V X WHEELSHT
LINKVAR A,BA,BC,D,O,V X LINKVARPSU A,BA,BC,D,O,V X PSUYEAR A,BA,BC,D,O,V X YEARCASEID A,BA,BC,D,O,V X CASEIDCASENO A,BA,BC,D,O,V X CASENOSSLB A,BA,BC,D,O,V X SSLBSTRATIF A,BA,BC,D,O,V X STRATIFRATWGT A,D,O X RATWGTVEHNO D,O,V X VEHNOPSUWGT A,D X PSUWGTZC BA,BC X ZC
Case number - stratificationSequence number
Computed file linking variable
Year of accident
Maximum treatment (this vehicle)Wheelbase longWheelbase short
First sequence number of event (this veh)Second sequence number of event (this veh)Total number of injuries (this vehicle)
PSU number
Police indicated manner of leaving sceneVehicle travel speedMaximum known AIS in this vehicleVehicle role
Vehicle special use (this trip)Specific vertical location (highest)Type of damage distribution (highest)Type of damage distribution (second highest)
Passenger primary (intruding component)Passenger primary (magnitude of intrusion)Rollover involvementSpecific horizontal location (highest)
PSU inflation factorZone center
Longitudinal special study indicatorInitial stratificationRatio adjustmentVehicle number
Rowan University (D. Gabauer - 12/15/02) LBSS-5
NCHRP 22-15 Suggested Additional NASS/CDS Data ElementsData Element Classification
Attribute/Timing Pre-Crash (PC) Crash (CR) Post-Crash (PTC) Time Invariant (TI)HumanVehicleEnvironment
PC CR PTC TI PC CR PTC TI PC CR PTC TI
1 X 12 X 23 X 34 X 45 X 56 X 67 X 78 X 89 X 910 X 1011 X 1112 X 1213 X 1314 X 1415 X X 1516 X X 1617 X 1718 X 1819 X 1920 X 2021 X 2122 X 2223 X 2324 X 2425 X 2526 X 2627 X 2728 X 2829 X 2930 X 3031 X 3132 X 3233 X 3334 X 3435 X 35
36 X 3637 X 3738 X 3839 X 3940 X 4041 X 4142 X 4243 X 4344 X 4445 X 4546 X 46
Element #
Non-collision accident type
Element # Description Vehicle
Impacted device (guardrail, concrete barrier, crash cushion, etc.)
Separation angle (longitudinal axis of vehicle at last contact and primary axis of feature)
Curb height
Post-impact vehicle trajectory (qualitative)
Treatment damage (length of contact and induced damage)
Post material (wood, steel, aluminum, concrete, etc.)
Curb type/presence
Sequence number of impact with longitudinal barrier
Center to center post spacing at impact pointPost dimensionsCenter to center post spacing (if different from spacing at point of impact)
Human Environment Derived
Beam type (cable, W, box, thrie, etc.)
Post shape
Blockout material (wood, steel, aluminum, concrete, etc.)
Location of feature in direction of vehicle travel (left, right, other)Impact angle (longitudinal axis of vehicle and primary axis of feature)
Beam materialBeam dimensions
Height of treatment relative to roadway edgeTreatment height
Perpindicular distance from curb to struck feature
Normal treatment height (if different from height at impact point)
Maximum depth of treatment deformation
Blockout type
Element #Derived Variables
EnvironmentVehicle HumanElement # Description
Run length of impacted treatment sectionEnd treatment typeImpact speed (based on vehicle/barrier deformation)Treatment performance (redirected, vaulted, contained, snagged, etc.)
General Roadside Form
Longitudinal Barrier Form
Transaction codeObject ImpactedObject impacted sequence number
Fixed object collision type
Vehicle rotation at impact (about vertical axis)Vehicle yawing angle at impact (between longitudinal axis of vehicle and direction of travel)
Total number of longitudinal barrier impactsVehicle number
Primary Sampling Unit (PSU) numberCase number (stratification)Record numberInvestigator identification
Mile point indication
Accident year
Route number
State where the accident occurred County where the accident occurred
Rowan University (D. Gabauer - 2/17/03) NCHRP 22-15-1
PC CR PTC TI PC CR PTC TI PC CR PTC TI47 X 4748 X 4849 X 4950 X 50
51 X 5152 X 5253 X 5354 X 5455 X 5556 X 5657 X 5758 X 58
Element #Element # Description
Concrete barrier type (concrete safety shape, vertical wall, constant slope, other)
Permanent/moveable barrier indicationConcrete barrier dimensions (vertical rise and lower slope)
Crash cushion type
Portable/moveable barrier connection typeEnd Treatment/Crash Cushion Form
Variables
Sequence number of impact with end treatment/crash cushion
Location of end treatment (in direction of vehicle travel)
Upstream end treatment type
Distance from end treatment to initial point of impactLength of flareFlare offsetPerformance (qualitative)
Rowan University (D. Gabauer - 2/17/03) NCHRP 22-15-2
NCHRP 350 Performance Evaluation of Highway FeaturesData Element Classification
Attribute/Timing Pre-Crash (PC) Crash (CR) Post-Crash (PTC) Time Invariant (TI)HumanVehicleEnvironment
PC CR PTC TI PC CR PTC TI PC CR PTC TI1 X 12 X 23 X 34 X 45 X 56 X 67 X 78 X 89 X 910 X 1011 X 1112 X 1213 X 1314 X 1415 X 1516 X 1617 X 1718 X 1819 X 1920 X 2021 X 2122 X 2223 X 2324 X 2425 X 25
26 X 26
27 X 27
28 X 28
29 X 29
30 X 30
31 X 31
32 X 3233 X 33
34 X 34
35 X 35
36 X 36
37 X 37
38 X 38
39 X 39
Mileage just prior to test
Measurement - height to vehicle center of mass (ballast c.m. for 36000)
Description of any damage prior to test
Measurement - bumper to front wheel rotation axis distance (on tractor for 8000S and 36000)
Size of vehicle tires
Measurement - top of front bumper height (back bumper height for 8000S and distance from center of 5th axle to bumper for 36000)
Date of the test
Measurement - vehicle front hood height
Measurement - tire diameter (front axle center to center track width for 8000S and 36000)
Measurement - bumper to bumper vehicle length (distance between 4th and 5th axles for 36000)Measurement - front wheel rotation axis to center of mass longitudinal (distance from ballastc.m. to 4th axle for 36000)
Vehicle make
Tire inflation pressure
Measurement - center to center wheel track width, rear (bottom of front bumper height for8000S and 36000)
Engine Cylinder Inside Diameter
Anthropomorphic Test Dummy (ATD) type
Measurement - center to center wheel track width, front (longitudinal bumper depth for 8000Sand 36000)
Measurement - bottom of front bumper height (top of front bumper height for 8000S and 36000)
Measurement - vehicle front width (trailer width for 8000S and 36000)
Measurement - total vehicle height (distance between 2nd and 3rd axles for 36000)
Transmission Type
Measurement - rear wheel rotation axis to rear bumper distance (distance between 3rd and 4th axles for 36000)
Measurement - front bumper longitudinal depth (bottom of trailer height for 8000S and 36000)
Test number assigned Vehicle Identification Number
ATD massATD seat position
Vehicle mass distribution - Right FrontVehicle mass distribution - Left Rear
Vehicle mass distribution - Left Front
Vehicle mass distribution - Right Rear
Engine Type
Vehicle modelVehicle model year
Measurement - center to center wheelbase distance (distance between first two axles for 36000)
Data Element Derived Variables
EnvironmentVehicle HumanData Element* Description
Trailer VINTrailer makeTrailer modelTrailer model year
Data Element* Description Vehicle Human Environment Derived Data Element
Rowan University (D. Gabauer - 2/17/03) NCHRP 350-1
PC CR PTC TI PC CR PTC TI PC CR PTC TI
40 X 40
41 X 41
42 X 42
43 X 4344 X 4445 X 4546 X 4647 X 4748 X 4849 X 4950 X 5051 X 5152 X 5253 X 5354 X 5455 X 5556 X 5657 X 5758 X 5859 X 5960 X 6061 X 6162 X 6263 X 6364 X 6465 X 6566 X 6667 X 6768 X 6869 X 6970 X 7071 X 7172 X X X 7273 X 7374 X 7475 X 7576 X 7677 X 7778 X 7879 X 7980 X X 8081 X 8182 X 8283 X 8384 X 8485 X 8586 X 8687 X 8788 X 8889 X 8990 X 9091 X 9192 X 9293 X 9394 X 94
Curb mass - front wheels
Measurement -wheel diameter (2nd axle center to center wheel track width for 8000S and36000)
Curb mass - rear wheels
Vehicle acceleration
Test inertial mass - front wheelsTest inertial mass - rear wheels
Gross static mass - rear wheels
Gross static mass - total
Test inertial mass - total
Vehicle roll rate throughout event
Vehicle pitch rate throughout eventTest article dynamic deformationATD acceleration (optional - only if ATD present)
ATD displacement (optional - only if ATD present)
Undercarriage damage of test vehicle
Permanent deformation of test article (or displacement if applicable)Final rest position of test article (only if applicable)
Final rest position of test vehicle
Materials of key test article elements
Gross static mass - front wheels
Exterior damage of test vehicleInterior damage of test vehicle
Vehicdle yaw rate throughout event
Vehicle trajectory
Curb mass - total
Vehicle impact speed
General damage description of test article
Curb mass - rear wheels, trailerCurb mass - rear wheels, trailerCurb mass - rear wheels, trailer
Test inertial mass - rear wheels, trailerTest inertial mass - rear wheels, trailerTest inertial mass - rear wheels, trailer
Gross static mass - rear wheels, trailerGross static mass - rear wheels, trailerGross static mass - rear wheels, trailer
Measurement - tire diameter for 8000S and rear axle set center to center wheel track width for36000
Measurement -wheel diameter for 8000S and distance from 2nd axle to fifth wheel for 36000
Measurement -tire diameter (36000 only)Measurement -wheel diameter (36000 only)Measurement - bottom of rear bumper height (36000 only)Measurement - maximum vehicle height (36000 only - includes trailer)
Test article typeInstallation length of test article
Vehicle exit speedVehicle impact angleVehicle exit angle
ATD force (optional - only if ATD present)
Impact point - vehicleImpact point - test article
Test article dimensionsSoil typeSoil conditionOccupant Impact Velocity (X-direction)Occupant Impact Velocity (Y-direction)
Data Element Description Variables Data Element
Rowan University (D. Gabauer - 2/17/03) NCHRP 350-2
PC CR PTC TI PC CR PTC TI PC CR PTC TI95 X 9596 X 9697 X 9798 X 9899 X 99100 X 100101 X 101102 X 102
Human Environment Derived Variables
Data Element
Post-impact max vehicle pitch angle
Ridedown acceleration (Y-direction)
Theoretical Head Impact VelocityRidedown acceleration (X-direction)
Post-impact max vehicle yaw angle
Data Element* Description Vehicle
Post-Impact Head DecelerationAcceleration Severity IndexPost-impact max vehicle roll angle
Rowan University (D. Gabauer - 2/17/03) NCHRP 350-3
NHTSA Vehicle Crash Test Database Elements (NCAP)Data Element Classification
Attribute/Timing Pre-Crash (PC) Crash (CR) Post-Crash (PTC) Time Invariant (TI)HumanVehicleEnvironment
PC CR PTC TI PC CR PTC TI PC CR PTC TI
VERNO X VERNOTITLE X TITLETSTOBJ X TSTOBJTSTDAT X TSTDATTSTPRF X TSTPRFCONNO X CONNOTSTREF X TSTREFTSTTYP X TSTTYPTSTCFN X X TSTCFNTKSURF X TKSURFTKCOND X TKCONDTEMP X TEMPRECTYP X RECTYPLINK X LINK
CLSSPD X CLSSPD
IMPANG X IMPANG
OFFSET X OFFSET
IMPPNT X IMPPNTTOTCRV X TOTCRVTSTCOM X TSTCOM
VEHNO X VEHNOMAKE X MAKEMODEL X MODELYEAR X YEARNHTSANO X NHTSANOBODY X BODY VIN X VINENGINE X ENGINEENGDSP X ENGDSPTRANSM X TRANSMVEHTWT X VEHTWTWHLBAS X WHLBASVEHLEN X VEHLENVEHWID X VEHWIDVEHCG X VEHCGSTRSEP X STRSEP
Type of test conducted
Department of Transportation contract number assigned by the sponsoring organizationAlphanumeric code number assigned to the test by the test performer
Impact angle (magnitude of the angle between the longitudinal axis of vehicle 2 and thelongitudinal axis of vehicle 1 or barrier in a clockwise direction)
Test vehicle identification number (designates vehicle 1 or 2)
Type of data recorder being used in the testType of connection from the transducer to the recorder
General Test Information
Test track surface indicationDescription of the test track conditionTemperature at the test location at the time of the test
Corresponding NHTSA Test Reference Guide NumberTitle of the contract or studyDescription of the purpose of the testDate the test was performed
Test configuration (i.e. vehicle to vehicle, vehicle to barrier)
Code for the name of the organization performing the test
Element Description
Manufacturer of the vehicleModel of the test vehicleModel year of the test vehicleNHTSA number for vehicle tracking purposes
ElementDerived Variables
EnvironmentVehicle Human/Occupant
Test vehicle engine displacement (liters)
Measured or published value for the vehicle or impactor's wheelbase
Maximum width of the vehicle or impactor
Test vehicle body type
Measured or published value for the length of the vehicle or impactor
Vehicle Identification Number as assigned by the manufacturer
Vehicle closing speed (velocity of approach for the two centers of gravity for 2-vehicle impacts)
Distance between the centerlines of a vehicle and another vehicle, an impactor, or a narrow fixed object
Test commentary
Engine type of the vehicle
Side impact point (location on the side of vehicle 2 that is impacted by the longitudinal centerlineof vehicle 1)Total number of recorded instrument channels (curves) in the test
Type of transmission in the test vehicle
Vehicle Information
Vehicle center of gravity distance behind the front axle (along longitudinal axis)
Test weight of the vehicle or the impactor including all payload
Rowan University (D. Gabauer - 3/9/03) NHTSA VEHDB-1
PC CR PTC TI PC CR PTC TI PC CR PTC TICOLMEC X COLMECMODIND X MODINDMODDSC X MODDSCBX1 X BX1BX2 X BX2BX3 X BX3BX4 X BX4BX5 X BX5BX6 X BX6BX7 X BX7BX8 X BX8BX9 X BX9BX10 X BX10BX11 X BX11BX12 X BX12BX13 X BX13BX14 X BX14BX15 X BX15BX16 X BX16BX17 X BX17BX18 X BX18BX19 X BX19BX20 X BX20BX21 X BX21VEHSPD X VEHSPD
CRBANG X CRBANG
PDOF X PDOF
BMPENG X BMPENGSILLENG X SILLENGAPLENG X APLENGDPD1 X DPD1DPD2 X DPD2DPD3 X DPD3DPD4 X DPD4DPD5 X DPD5DPD6 X DPD6VDI X VDILENCNT X LENCNTDAMDST X DAMDSTCRHDST X CRHDSTAX1 X AX1AX2 X AX2AX3 X AX3AX4 X AX4AX5 X AX5
Bumper engagement (only for 2 vehicles moving along the same longitudinal axis)
Pretest vehicle measurement - length of engine blockResultant speed of the vehicle immediately before impact
Post-test vehicle measurement - rear surface of vehicle to upper leading edge of left door
Engagement of the side sill of vehicle 2 by the bumper of vehicle 1 (side impact only)Describes the engagement of the A-pillar of a vehicle impacted from the side
Damage profile distanceDamage profile distanceDamage profile distance
Indicates the maximum static crush distance (regardless of location)Post-test vehicle measurement - total vehicle length at centerlinePost-test vehicle measurement - rear surface of vehicle to front of engine
Damage profile distance
Post-test vehicle measurement - rear surface of vehicle to upper leading edge of right door
Pretest vehicle measurement - center of steering column to A post
Damage profile distance
Distance between the center of the damaged area and the center of gravity axis
Pretest vehicle measurement - rear surface of vehicle to firewall
Total length of indentation (total contact damage length)
Damage profile distance
Post-test vehicle measurement - rear surface of vehicle to firewall
Vehicle damage index - based on SAE J224a
Principal direction of force - angle between the vehicle's longitudinal axis and the impulse vector(clockwise is positive)
Steering column collapse mechanism of the vehicle
Pretest vehicle measurement - rear surface of vehicle to bottom of A post, left side
Pretest vehicle measurement - length at centerline
Pretest vehicle measurement - rear surface of vehicle to upper leading edge of right door
Pretest vehicle measurement - rear surface of vehicle to steering column
Pretest vehicle measurement - rear surface of vehicle to firewall, right side
Crabbed angle - measured clockwise from the longitudinal axis to the velocity vector of the vehicle
Pretest vehicle measurement - rear surface of vehicle to upper trailing edge of left door
Pretest vehicle measurement - rear surface of vehicle to firewall, left side
Pretest vehicle measurement - rear surface of vehicle to lower leading edge of right doorPretest vehicle measurement - rear surface of vehicle to lower leading edge of left door
Pretest vehicle measurement - rear surface of vehicle to lower trailing edge of left door
Pretest vehicle measurement - center of steering column to headlinerPretest vehicle measurement - rear surface of vehicle to right side of front bumperPretest vehicle measurement - rear surface of vehicle to left side of front bumper
Pretest vehicle measurement - rear surface of vehicle to upper trailing edge of right door
Pretest vehicle measurement - rear surface of vehicle to front of engine
Pretest vehicle measurement - rear surface of vehicle to lower trailing edge of right door
Pretest vehicle measurement - rear surface of vehicle to upper leading edge of left door
Element Description Vehicle Element
Pretest vehicle measurement - rear surface of vehicle to bottom of A post, right side
Human Environment Derived Variables
Indicates whether the vehicle has been modifiedDescription of any modifications made to the vehicle
Rowan University (D. Gabauer - 3/9/03) NHTSA VEHDB-2
PC CR PTC TI PC CR PTC TI PC CR PTC TIAX6 X AX6AX7 X AX7AX8 X AX8AX9 X AX9AX10 X AX10AX11 X AX11AX12 X AX12AX13 X AX13AX14 X AX14AX15 X AX15AX16 X AX16AX17 X AX17AX18 X AX18AX19 X AX19AX20 X AX20AX21 X AX21CARANG X CARANGVEHOR X VEHORVEHCOM X VEHCOM
BARRIG X BARRIG
BARSHP X BARSHP
BARANG X BARANGBARDIA X BARDIABARCOM X BARCOM
VEHNO X VEHNOOCCLOC X OCCLOCOCCTYP X OCCTYPOCCAGE X OCCAGEOCCSEX X OCCSEXOCCHT X OCCHTOCCWT X OCCWTMTHCAL X MTHCALDUMSIZ X DUMSIZDUMMAN X DUMMANDUMMOD X DUMMODDUMDSC X DUMDSCHH X HHHW X HWHR X HRHS X HSCD X CDCS X CSAD X AD
ElementVehicle Human Environment Derived Variables
Element Description
Clearance distance - head to windshield
Manufacturer and serial number of the dummy occupantDescription of any modifications made to a prototype dummy test occupantDescription of the calibrationand substitution of parts in a dummy test occupant
Weight of the non-dummy test occupantMethod used to calibrate the dummy test occupant
Indicates a rigid or deformable barrier
Indicates the type of barrier
Post-test vehicle measurement - rear surface of vehicle to lower leading edge of right doorPost-test vehicle measurement - rear surface of vehicle to lower leading edge of left door
Diameter of a pole barrier
Post-test vehicle measurement - rear surface of vehicle to bottom of A post, right side
Post-test vehicle measurement - rear surface of vehicle to firewall, right sidePost-test vehicle measurement - rear surface of vehicle to firewall, left side
Post-test vehicle measurement - center of steering column to headlinerPost-test vehicle measurement - center of steering column to A post
Barrier commentary
Test vehicle identification number (designates vehicle 1 or 2)
Clearance distance - arm to door
Indicates the size percentile of the dummy test occupant
Post-test vehicle measurement - length of engine block
Post-test vehicle measurement - rear surface of vehicle to upper trailing edge of left doorPost-test vehicle measurement - rear surface of vehicle to upper trailing edge of right door
Clearance distance - chest to dash
Height of the non-dummy test occupant (mm)
Clearance distance - head to side window
Magnitude of the angle between the vehicle path and the perpindicular to a barrier
Clearance distance - head to windshield header
Vehicle orientation on moving cart (angle between longitudinal axis of vehicle and direction ofcart motion)Vehicle commentary for any special vehicle features
Post-test vehicle measurement - rear surface of vehicle to bottom of A post, left side
Post-test vehicle measurement - rear surface of vehicle to lower trailing edge of left door
Post-test vehicle measurement - rear surface of vehicle to right side of front bumperPost-test vehicle measurement - rear surface of vehicle to left side of front bumper
Angle of moving test cart (rollover test)
Post-test vehicle measurement - rear surface of vehicle to steering column
Post-test vehicle measurement - rear surface of vehicle to lower trailing edge of right door
Clearance distance - chest to steering wheel
Barrier Information
Clearance distance - head to side header
Type of test occupant (dummy, cadaver, human volunteer)Age of the non-dummy test occupant (cadaver or human)Sex of the test occupant (applies to all except child dummies)
Occupant Information
Indication of the location of the test occupant in the vehicle
Rowan University (D. Gabauer - 3/9/03) NHTSA VEHDB-3
PC CR PTC TI PC CR PTC TI PC CR PTC TIHD X HDKD X KDHB X HBNB X NBCB X CBKB X KBSEPOSN X SEPOSNCNTRH1 X CNTRH1CNTRH2 X CNTRH2CNTRC1 X CNTRC1CNTRC2 X CNTRC2CNTRL1 X CNTRL1CNTRL2 X CNTRL2HIC X HICT1 X T1T2 X T2CLIP3M X CLIP3MLFEM X LFEMRFEM X RFEMCSI X CSILBELT X LBELTSBELT X SBELT
TTI X TTI
PELVG X PELVGOCCCOM X OCCCOM
VEHNO X VEHNOOCCLOC X OCCLOC
RSTNO X RSTNO
RSTTYP X RSTTYPRSTMNT X RSTMNTDEPLOY X DEPLOY
RSTCOM X RSTCOM
VEHNO X VEHNOCURNO X CURNOSENTYP X SENTYP
SENLOC X SENLOC
SENATT X SENATT
AXIS X AXIS
XUNITS X XUNITS
Environment Derived Variables
ElementElement Description Vehicle Human/Occupant
First point of contact for the test occupant's chest or abdomen
Clearance distance - knees to dash
Clearance distance - knee to seatbackClearance distance - chest to seatback
Position of the seat at the initiation of the test
Chest severity index computed value
Computed Head Injury Criterion value
Clearance distance - head to seatback
First point of contact for the test occupant's head
Clearance distance - neck to seatback
Describes deployment performance of inflatable restraints (or firing of belt pretensioners)
Restraint commentary
Unit of the independent coordinate
Curve number - sequential value assigned to specific sensor and data curve
Type of restraint system in use at a given occupant location
Restraint number (sequentially assigned number for each restraint in use for a given occupant)
First point of contact for the test occupant's legsSecond point of contact for the test occupant's legs
Second point of contact for the test occupant's chest or abdomen
Upper boundary of the time interval over which the HIC was computed
Occupant commentary
Indicates the interior components to which the restraint system is mounted
Indicates the location of the test occupant within the vehicle
Right femur peak load measurement
Lower boundary of the time interval over which the HIC was computed
Axis direction for sensors measuring vector quantities
Second point of contact for the test occupant's head
Clearance distance - hip to door
Indicates the type of sensor used for collecting measurementsIndicates the location of the test occupant or corresponding occupant restraint to which the sensor is attachedIndication of where the sensor is attached (i.e. right A pillar, engine, etc.)
Thorax region peak acceleration measurementLeft femur peak load measurement
Test vehicle identification number (designates vehicle 1 or 2)
Maximum tension load on the lap beltMaximum tension load on the shoulder belt
Instrumentation Information
Thoracic Trauma Index - computed from the maximum rib and lower spine peak accelerations
Pelvis injury criterion - peak lateral acceleration on the pelvis
Test vehicle identification number (designates vehicle 1 or 2)
Occupant Restraints Information
Rowan University (D. Gabauer - 3/9/03) NHTSA VEHDB-4
PC CR PTC TI PC CR PTC TI PC CR PTC TIYUNITS X YUNITSPREFIL X PREFILINSMAN X INSMANCALDAT X CALDATINSRAT X INSRATCHLMAX X CHLMAXINIVEL X INIVELNFP X NFPNLP X NLPDELT X DELTDASTAT X DASTATCHSTAT X CHSTATINSCOM X INSCOM
CAMNO X CAMNOTSTREF X TSTREFVSCFACTOR X VSCFACTORDESC X DESCCOMMENT X COMMENT
Element Description Vehicle Human/Occupant Environment Derived Variables
Element
Camera commentary
Indicates whether the data channel is primary or redundant
Initial velocity of the sensor (linear accelerometers)Full scale maximum value of the data based on the actual test setup (% of INSRAT)
Cutoff frequency in Hz of a low pass filter applied to the signal
Test reference number
Manufacturer of the instrumentMost recent calibration date of the instrument
Video frame number scale factor (to convert to time value)
Index number of the last point in the data arrayTime increment of the measurement (microseconds)
Intrumentation commentary
Camera number
Description of the view of this high speed camera
High Speed Digital Video Information
Indicates the maximum value that can be accurately measured by the recording system
Index number of the first point in the data array
Indicates the status of the data as it appears in the submission (indicates signal validity)
Unit used to measure the signal of the sensor data
Rowan University (D. Gabauer - 3/9/03) NHTSA VEHDB-5
Trucks Involved in Fatal Accidents (TIFA)Data Element Classification
Attribute/Timing Pre-Crash (PC) Crash (CR) Post-Crash (PTC) Time Invariant (TI)HumanVehicleEnvironment
PC CR PTC TI PC CR PTC TI PC CR PTC TIAccidentFactor1 X AccidentFactor1AccidentFactor2 X AccidentFactor2AccidentFactor3 X AccidentFactor3AccidentHour X AccidentHourAccidentMinute X AccidentMinuteAccidentType X X X AccidentTypeAge X AgeAirBag X AirBagAlchoholResults X AlchoholResultsAlchoholTest X AlchoholTestAlchoholTestType X AlchoholTestTypeAlignment X AlignmentAuthority* X Authority*AvoidType X AvoidTypeAxles X AxlesBodyType X BodyTypeCabStyle X CabStyleCargoBodyType X CargoBodyTypeCargoSpill X X CargoSpillCarrierType X CarrierTypeCaseNumber X CaseNumberCaseState X CaseStateCity X CityCombWeight X CombWeightCommLicense X CommLicenseConstrZone X ConstrZoneCounty X CountyDayofMonth X DayofMonthDayofWeek X DayofWeekDeathDay X DeathDayDeathHour X DeathHourDeathMinute X DeathMinuteDeathMonth X DeathMonthDeathYear X DeathYearDeformed X DeformedDriverDrinking X DriverDrinkingDriverFactor1 X DriverFactor1DriverFactor2 X DriverFactor2DriverFactor3 X DriverFactor3DriverFactor4 X DriverFactor4DriverHeight X DriverHeightDriverPresent X X X DriverPresentDriverWeight X DriverWeightDrugResults1 X DrugResults1DrugResults2 X DrugResults2DrugResults3 X DrugResults3DrugTestType X DrugTestTypeDrugTestType1 X DrugTestType1DrugTestType2 X DrugTestType2DrugTestType3 X DrugTestType3Drugs X DrugsDrunkDrivers X DrunkDrivers
Age of occupant
Day of month in which accident occurred
Crash avoidance manuever
Case state
Air bag availability/function
Day of month of death of accident victim
Vehicle body type
Cargo body type
Month of accident victim death
First factor related to accident
First driver factor related to accident
Day of week in which accident occurred
Vehicle deformation
Construction/maintenance zoneCounty in which accident occurred
Hour in which accident occurred (hh)
Alcohol test results
Alchohol involvement of driver
Year of death of accident victim
Minute of death of accident victim (mm)
Case number
Gross combination weight
Cab style
Commericial motor vehicle license status
Hour of death of accident victim (hh)
Second driver factor related to accident
Number of drinking drivers
Fourth driver factor related to accidentDriver height
Drug test results-1Drug test results-2
Driver presence
Second factor related to accidentThird factor related to accident
Cargo spillageCarrier type
Alcohol determinationRoadway alignment
Alcohol test type
Operating authority
Number of axles
Minute in which accident occurred (mm)
Drug test type-1Drug test type-2
Drug involvementDrug test type-3
Gsa geographical city code
Driver weight
Drug determination
Data Element Derived Variables
EnvironmentVehicle HumanData Element Description
Third driver factor related to accident
Drug test results-3
Type of accident
Rowan University (D. Gabauer - 3/26/03) TIFA-1
PC CR PTC TI PC CR PTC TI PC CR PTC TIEMSArrivalHour X EMSArrivalHourEMSArrivalMin X EMSArrivalMinEMSNotifiedHour X EMSNotifiedHourEMSNotifiedMin X EMSNotifiedMinEjection X EjectionEjectionPath X EjectionPathEmergencyUse X EmergencyUseEmptyWeight X EmptyWeightExtrication X ExtricationFatalities X FatalitiesFaxMail* X FaxMail*FederalAid X FederalAidFire X FireFuelType X FuelTypeHarmEventVehicle X HarmEventVehicleHarmfulEvent X HarmfulEventHazardousCargo X HazardousCargoHispanic X HispanicHitRun X HitRunHospital X HospitalHoursDriving X HoursDrivingInitialImpact X InitialImpactInjuries X InjuriesInjuriesOther X InjuriesOtherInjuriesPain X InjuriesPainInjuriesSevere X InjuriesSevereInjuriesUnknown X InjuriesUnknownInjuryType X InjuryTypeInterview X InterviewJackknife X X JackknifeJulianDate X JulianDateLagHours X LagHoursLandUse X LandUseLanes X LanesLatitude X LatitudeLength X LengthLicenseClass X LicenseClassLicenseEndorse X LicenseEndorseLicenseRestrict X LicenseRestrictLicenseState X LicenseStateLicenseStatus X LicenseStatusLightCondition X LightConditionLongitude X LongitudeMCS50T* X MCS50T*Maneuver X ManeuverMannerCollision X MannerCollisionMilepoint X MilepointModelYear X ModelYearMonth X MonthMonthFirstAccident X MonthFirstAccidentMonthLastAccident X MonthLastAccidentMotorCarrierID X MotorCarrierIDNHS X NHSOccupantDrinking X OccupantDrinkingOccupantNumber X OccupantNumberOccupantType X OccupantTypeOccupants X OccupantsOperationArea* X OperationArea*OwnerOperator X X OwnerOperatorPersons X PersonsPoliceReport X PoliceReport
Human Environment Derived Variables Data Element Data Element Description Vehicle
Manner of collision
Driver license stateDriver license statusLight conditionRail/grade crossing longitude
Hazardous cargo
Vehicle lengthLicense class compliance
Type of occupantNumber of occupants in accidentArea of operation
Type of injury
Occupant taken to hospital
Number of occupant forms
Number of lanes
Police report
Occupant numberAlchohol involvement of accident victim
Owner/operator
Emergency vehicle used
Ems arrival time (mm)
Ems notification time (mm)Ejection typeEjection path
Month in which accident occurredMonth of drivers first accident
National highway system
Month of drivers last accidentMotor carrier id
Vehicle model year
Accident date - julianNumber of hours between time of death and accident
Jackknife
Rail/grade crossing latitude
Mcs50t
Mile point
Compliance with license endorsementsCompliance with license restrictions
Vehicle maneuver
Land use
Initial impact (clock direction)
Number of accident injuries, unknown
Hours driving
Type of hispanic origin
Number of accident injuries, not incapacitating
Extrication typeNumber of fatalities
Harmful event, accident
Federal aid system
Hit and run
Fire occurrenceFuel type
Ems notification time (hh)
Ems arrival time (hh)
Interview conducted
Number of accident injuries, total
Number of accident injuries, incapacitating
Fax/mail
Number of accident injuries, complaint of pain
Empty combination weight
Harmful event, vehicle
Rowan University (D. Gabauer - 3/26/03) TIFA-2
PC CR PTC TI PC CR PTC TI PC CR PTC TIPowerUnitType X PowerUnitTypePrincipalImpact X PrincipalImpactPriorAccidents X PriorAccidentsPriorDWI X PriorDWIPriorOther X PriorOtherPriorSpeeding X PriorSpeedingPriorSuspension X PriorSuspensionPwrUnitAxles X PwrUnitAxlesPwrUnitCargo X PwrUnitCargoPwrUnitCargoWgt X PwrUnitCargoWgtPwrUnitEmptyWgt X PwrUnitEmptyWgtPwrUnitHazmat X PwrUnitHazmatPwrUnitLength X PwrUnitLengthPwrUnitLiftAxles X PwrUnitLiftAxlesPwrUnitMake X PwrUnitMakePwrUnitYear X PwrUnitYearQuestion1 X Question1Question10 X Question10Question2 X Question2Question3 X Question3Question4 X Question4Question5 X Question5Question6 X Question6Question7 X Question7Question8 X Question8Question9 X Question9Race X RaceRailCrossingID X RailCrossingIDRegistrationState X RegistrationStateRelJuntion X RelJuntionRelRoad X RelRoadRestraint X RestraintRoadwayClass X RoadwayClassRoadwayProfile X RoadwayProfileRollover X RolloverRouteSigning X RouteSigningSampleWeight* X SampleWeight*SchoolBus X SchoolBusSeatingPos X SeatingPosSex X SexSleeper X SleeperSpecialJur X SpecialJurSpecialUse X SpecialUseSpecificCargo X SpecificCargoSpeed X SpeedSpeedLimit X SpeedLimitState X StateStateFIPS X StateFIPSStateName X StateNameStraightBodyOther X StraightBodyOtherStraightBodyStyle X StraightBodyStyleSurfaceCondition X SurfaceConditionSurfaceType X SurfaceTypeTowaway X TowawayTowedVehicle X TowedVehicleTrafficDevice X TrafficDeviceTrafficFlow X TrafficFlowTrafficFunct X TrafficFunctTrafficIdent* X TrafficIdent*Trailer1Axles X Trailer1Axles
Human Environment Derived Data ElementData Element Description Vehicle
Human Environment Derived Variables Data Element Data Element Description Vehicle
State in which accident occurred
Rollover
Traffic control device
Traffic identifier
Roadwy surface condition
Route signing
Sex of the occupant
Roadway profile
Traffic flow type
Restraint system use
Towed trailing unit involved
Straight truck, body style
State fips in which accident occurred
Manner leaving scene
Estimated travel speed at time of accident
8th question derived9th question derived
Roadway function class
Power unit, make
Relation to junction
First trailer, number of axles
Straight truck, other body style
Special use
State in which vehicle is registered
Power unit, hazardous cargo
Specific cargo
Speed limit
Prior accidents
Power unit, lift axles
Power unit, number of axles
Power unit, cargo weight
5th question derived
10th question derived2nd question derived
1st question derived
Rail/grade crossing id
Power unit type
Power unit, length
Prior dwi convictions
7th question derived
4th question derived
Traffic control functioning
Seating position of occupant in accident
Race of occupant
Relation to road
Sleeper presentSpecial jurisdiction
Roadway surface type
School bus involvedSample weight
State name in which accident occurred
Principal impact
Prior convictions, other moving violations
Power unit, cargo
3rd question derived
Power unit, empty weight
Prior speeding convictionsPrior suspensions and revocations
Power unit, year
6th question derived
Rowan University (D. Gabauer - 3/26/03) TIFA-3
PC CR PTC TI PC CR PTC TI PC CR PTC TITrailer1Body X Trailer1BodyTrailer1Cargo X Trailer1CargoTrailer1CargoWgt X Trailer1CargoWgtTrailer1EmptyWgt X Trailer1EmptyWgtTrailer1Hazmat X Trailer1HazmatTrailer1Length X Trailer1LengthTrailer1LiftAxles X Trailer1LiftAxlesTrailer1Other X Trailer1OtherTrailer1Type X Trailer1TypeTrailer2Axles X Trailer2AxlesTrailer2Body X Trailer2BodyTrailer2Cargo X Trailer2CargoTrailer2CargoWgt X Trailer2CargoWgtTrailer2EmptyWgt X Trailer2EmptyWgtTrailer2Hazmat X Trailer2HazmatTrailer2Length X Trailer2LengthTrailer2LiftAxles X Trailer2LiftAxlesTrailer2Other X Trailer2OtherTrailer2Type X Trailer2TypeTrailer3Axles X Trailer3AxlesTrailer3Body X Trailer3BodyTrailer3Cargo X Trailer3CargoTrailer3CargoWgt X Trailer3CargoWgtTrailer3EmptyWgt X Trailer3EmptyWgtTrailer3Hazmat X Trailer3HazmatTrailer3Length X Trailer3LengthTrailer3LiftAxles X Trailer3LiftAxlesTrailer3Other X Trailer3OtherTrailer3Type X Trailer3TypeTrailers X TrailersTripType X TripTypeTruckFuelCode X TruckFuelCodeTruckModel X TruckModelTruckType X X TruckTypeTruckWeight X TruckWeightUnderride X UnderrideUninjured X UninjuredVIN X VINVINLength X VINLengthVehConfig X VehConfigVehInjuriesFatal X VehInjuriesFatalVehInjuriesOther X VehInjuriesOtherVehInjuriesPain X VehInjuriesPainVehInjuriesSevere X VehInjuriesSevereVehInjuriesUnknown X VehInjuriesUnknownVehicleCode X VehicleCodeVehicleConfig X VehicleConfigVehicleFactor1 X VehicleFactor1VehicleFactor2 X VehicleFactor2VehicleFatalities X VehicleFatalitiesVehicleMake X VehicleMakeVehicleModel X VehicleModelVehicleNumber X VehicleNumberVehicleOwner X VehicleOwnerVehicleRole X VehicleRoleVehicleUninjured X VehicleUninjuredVehicles X VehiclesViolation X ViolationViolation1 X Violation1Violation2 X Violation2Violation3 X Violation3
Additional violations chargedAdditional violations charged
Number of vehicle non-injuriesNumber of vehicles in accidentViolations chargedAdditional violations charged
Vehicle modelVehicle numberRegistered vehicle owner typeVehicle role
First vehicle factor related to accidentSecond vehicle factor related to accidentNumber of vehicle fatalitiesVehicle make
Number of vehicle injuries, fatalNumber of vehicle injuries, not incapacitatingNumber of vehicle injuries, complaint of pain
Vehicle configuration
Number non-injuries in accidentVehicle identification numberLength of the vehicle identification numberVehicle configuration
Truck modelType of truck (using vin series)Truck weight codeUnderride/override
Third trailer typeNumber of trailersTrip typeTruck fuel code
Third trailer, hazardous cargoThird trailer, lengthThird trailer, lift axlesThird trailer, other body
Third trailer, bodyThird trailer, cargoThird trailer, cargo weightThird trailer, empty weight
Second trailer, lift axlesSecond trailer, other bodySecond trailer, typeThird trailer, number of axles
Second trailer, cargo weightSecond trailer, empty weightSecond trailer, hazardous cargoSecond trailer, length
Variables Data Element Data Element Description
Number of vehicle injuries, incapacitating
First trailer, hazardous cargo
First trailer, other bodyFirst trailer typeSecond trailer, number of axlesSecond trailer, bodySecond trailer, cargo
Number of vehicle injuries, unknown
First trailer, lift axlesFirst trailer, length
First trailer, empty weight
First trailer, cargoFirst trailer, cargo weight
Vehicle combination code
First trailer, body
Rowan University (D. Gabauer - 3/26/03) TIFA-4
PC CR PTC TI PC CR PTC TI PC CR PTC TIWeather X WeatherWeightClass X X WeightClassWidth X WidthWorkFatality X WorkFatalityYear X YearYearFirstAccident X YearFirstAccidentYearLastAccident X YearLastAccident
*Note: These variables have been classified without detailed information. The database provider has been contacted regarding the additional data required for accurate classification.
Data Element Vehicle Human Environment Derived Variables
Year of drivers last accident
Data Element Description
Vehicle weight (using vin series), by weight classVehicle widthFatal injury at workYear in which accident occurred
Weather condition
Year of drivers first accident
Rowan University (D. Gabauer - 3/26/03) TIFA-5
Motor Carrier Management Information System (MCMIS)Data Element Classification
Attribute/Timing Pre-Crash (PC) Crash (CR) Post-Crash (PTC) Time Invariant (TI)HumanVehicleEnvironment
PC CR PTC TI PC CR PTC TI PC CR PTC TIAcdtcnty X AcdtcntyAcdtdate X AcdtdateAcdtmun X Acdtmun
Acdtmuncd X Acdtmuncd
Acdtstr X AcdtstrAcdttime X Acdttime
Acdtvehics X Acdtvehics
Actvind X ActvindAgency X AgencyAppchngd X AppchngdBarrio X Barrio
Carrcity X Carrcity
Carrcitycd X Carrcitycd
Carridic X CarridicCarridno X Carridno
Carridsn X Carridsn
Carridst X Carridst
Carridus X Carridus
Carrname X Carrname
Carrsour X CarrsourCarrstat X X CarrstatCarrstr X X CarrstrCarrzip X X CarrzipCenssrce X CenssrceCensst X CensstCensusind X CensusindChngdate X ChngdateCitationissued X Citationissued
Cmlvehicax X Cmlvehicax
Currdate X CurrdateCurrtime X CurrtimeDrvcond X DrvcondDvrlicclass X DvrlicclassDvrlicvalid X DvrlicvalidErrcd1 X Errcd1Errcd2 X Errcd2Errcd3 X Errcd3
Farsflag X Farsflag
Fatality X FatalityFedrptcd X FedrptcdFiller X FillerFinaldate X Finaldate
Data Element Description
Number of persons killed in or outside a vehicle at the scene of the crash.
The military time at which the crash occurred.
Data Element Derived Variables
EnvironmentVehicle Human
Zip code of the principal place of business of the carrier reported under carrier name
The date on which the crash occurred.The name of the municipality (city or township) in which the crash occurred.
Name of the individual, partnership, or corporation responsible for the transportation of goods orpersons.Source of the name reported under carrier name.
Second address line for mexican carriers, normally the neighborhood.The name of the municipality (city or township) of the principal place of business of the carrier reported under carrier name.
Application or program which last updated the record on the database.
The 5-digit code for the municipality (city or township) of the principal place of business of the carrier reported under the carrier name as implemented by fips pub 55-2.
Indication that no identification number was available.
The street address or highway number where the crash occurred.
Indication of whether the crash was federally recordable.FillerDate the status code is set to 'C', 'N', 'H' or 'I'.
State/district that issued the state census number to the carrier reported under carrier name.
State in carrier's physical address from census database record.
System-time, using 24-hour clock, at which the last change was made to the database record.
This indicates that the record was received from the FARS database and not uploaded from the state.
Apparent condition of the driver at the time of the crash.
State/district of the principal place of business of the carrier reported under carrier name.
Indicates how census number was assigned.
The 3-digit worldwide geographical code for the county in which the crash occurred.
Code assigned by edit checks in the upload process.
The number of axles, including auxiliary axles, under the motor vehicle. axles include all common axis of rotation of one or more wheels, whether power driven or freely rotating.
Code assigned by edit checks in the upload process.
This is a field that is populated based on what the value of the uploaded census 1st byte is.Date of last change to record.
The 5-digit code for the municipality (city or township) in which the crash occurred as implemented by fips pub 55-2.
The agency that was responsible for investigating and reporting the crash.
Code assigned by edit checks in the upload process.
Valid driver license
The total number of vehicles or vehicle combinations involved in the crash. (includes all trucks, buses, and other vehicles, such as cars and pedalcycles)
Was citation issued
Federally-assigned interstate commerce commission motor carrier identification number.
Street address for the principal place of business of the carrier reported under carrier name.
Indicates whether the census number is still active or inactive in MCMIS.
System-date when the last update was made to the database record.
State number issued by the public utility commission, public service commission, or other state agency to the carrier reported under carrier name.
This is the number assigned by MCMIS to a census record. Each motor carrier has only one active number.
Driver license class
Rowan University (D. Gabauer - 3/26/03) MCMIS-1
PC CR PTC TI PC CR PTC TI PC CR PTC TIFiscyear X Fiscyear
Haz1dig X Haz1dig
Haz4dig X Haz4dig
Hazcargcd X X Hazcargcd
Hazname X HaznameHazplac X HazplacInjury X X InjuryInterstate X InterstateLight X LightMcmisadddate X McmisadddateMonth X MonthNumCrash X X NumCrashOffidentNo X OffidentNo
Origrcdkey X Origrcdkey
Quarter* X Quarter*
Rdaccess X Rdaccess
Rdsurf X RdsurfRdtway X RdtwayRegpljuris X Regpljuris
Regplno X Regplno
Reportstate X Reportstate
Rptnum X Rptnum
Seqfour X X SeqfourSeqid X SeqidSeqnum X SeqnumSeqone X X SeqoneSeqthre X X SeqthreSeqtwo X X SeqtwoSnsrchdate X SnsrchdateSrchdate X SrchdateState X StateStateName X StateNameStatefips X StatefipsStaterpt X StaterptStatuscd X Statuscd
Towaway X Towaway
Trancode X TrancodeTrandate X TrandateTruckbus X TruckbusUplcensno X UplcensnoUpldate X UpldateUplfirstbyte X UplfirstbyteUplsrchind X UplsrchindUserid X UseridVehcgvw X VehcgvwVehiccargo X VehiccargoVehicconf X VehicconfVehicgvwr X VehicgvwrVehicidno X VehicidnoVernum X VernumWeather X WeatherYear X Year
Indication of whether one or more motor vehicles were disabled and transported away from the scene by a tow truck or another vehicle.
Indication of whether hazardous cargo was released from the cargo tank or compartment of the truck, if applicable. (fuel spilled from the vehicle fuel tank is not counted)
The state that reported the crash.
Processing status of record.
The degree of trafficway division at the place of the crash.
This field is used to identify the vehicles in a multiply vehicle crash.
The fiscal year of the carrier reported under carrier name.
Numeric code for the fourth event in the crash for the motor carrier.SAFETYNET 2000 database primary key for the record.
Badge number of the officer completing the police crash report.
Month of crash
Indication of whether the vehicle involved in the crash was a truck (t) or bus (b).
State fips in which crash occurred
The name found on the middle of the placard, if applicable.
The state/district issuing the license plate of the motor vehicle.The numeric, alphanumeric, or alphabetic characters, exactly as displayed, on the motor vehicleplate.
Numeric code for the first event in the crash for the motor carrier.
The number which identifies the police crash report. Separate reports are entered for each vehicle involved in the crash. Multiple reports can be distinguished by the last character which may be "a" for the first report, "b" for the second report.
State name in which crash occurred
Type of transaction of this record. (a=add, d=delete, or c=change)
State abbreviation in which crash occurred
Numeric code for the second event in the crash for the motor carrier.
Indication of whether the crash was state reportable.
Date of database used by SAFETYNET to assign census-number.
Date the record was prepared to be uploaded to MCMIS (from SAFETYNET) This is the first character of the DOT-number.
Remainder of uploaded DOT-number. The combined field is used in the carrier match process.
Gross weight of vehicle
Weight rating of the power unit of the vehicle.Vehicle Identification Number (VIN) of the motor vehicle.
Indicates if SAFETYNET used matchware to determine the uploaded DOT-number.
Indication of whether the motor carrier had a hazardous materials placard.Number of persons injured (in or outside a vehicle at the scene) and transported to a hospital.
The condition of the road surface at the time and location of the crash.
Light condition at the time and place of the crash.Indication as to whether the motor carrier is interstate (Y) or intrastate (N).
Number of crashes
This is used on the mainframe to store the uploaded key fields in version 10 before converting to the version 20 of the key which includes the crash sequence number.Quarter of crashThe degree that access to abutting land, light, air, or view in connection with a highway is fully controlled by public authority.
The 1-digit hazardous materials class number found on the bottom of the diamond placard, if applicable.The 4-digit hazardous materials number found on the middle of the placard, if applicable.
This is the ID of the user who made the last change to record on the mainframe.
System-date when the record was first added to the database.
Date of last transaction.
Date record is extracted from database and sent through the census search process.
Numeric code for the third event in the crash for the motor carrier.
The cargo body type of the motor vehicle.The configuration of the motor vehicle.
Version number of SAFETYNET software used for data entry. The predominant weather condition at the time and place of the crash.Year of crash
Data Element Description Vehicle Human Environment Derived Variables
Data Element
*Note: These variables have been classified without detailed information. The database provider has been contacted regarding the additional data required for accurate classificati
Rowan University (D. Gabauer - 3/26/03) MCMIS-2