Appendix A. Consumer Acceptability Study: Survey and Focus Group Questionnaire and Cover Letters

A-1

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. Assistant Professor of Marketing

Berhe Habte-Giorgis, D.B.A. Associate Professor of Marketing

A-2

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

1

2

3

2

I have a CDR in my vehicle

1

2

3

3

I know how to determine if there is a CDR in my vehicle

1

2

3

4

I know of an automobile crash where CDR data was used to determine the cause of the accident

1

2

3

#

Statement

Strongly Agree

Agree

Neutral

Disagree

Strongly Disagree Do Not Know

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.”

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

A-3

CDR information could lead to improved road and vehicle safety CDR information could help emergency medical response 10 teams 9

Strongly Disagree Do Not Know

Disagree

Neutral

Statement

Agree

Strongly Agree

#

5

4

3

2

1

9

5

4

3

2

1

9

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

4

3

2

1

9

4

3

2

1

9

11

Rescue and Medical Personnel should have access to CDR 5 data Police and Law Enforcement should have access to CDR 15 5 data 14

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

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

5

4

3

2

1

9

5

4

3

2

1

9

5

4

3

2

1

9

5

4

3

2

1

9

5

4

3

2

1

9

20

25 26 27 28 29

The installation of a CDR in a vehicle should be required by law

The vehicle owner should be able to remove a CDR if it is already installed Allowing researchers but not law enforcement officials to access CDR data will make CDRs more acceptable to vehicle owners Allowing vehicle owners to view CDR data will make CDRs more acceptable to vehicle owners Allowing vehicle owners to delete the recorded data will make CDRs more acceptable to vehicle owners Allowing owners to turn off some CDR elements such as vehicle speed will make CDRs more acceptable to vehicle owners A-4

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]

2. Do you wear your seat belts?

No___[2]

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] 8. Do you live in

a city _______[1]

9. State of Residence:

or,

No___[2]

a suburban/rural area ________ [2]

____________________________

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):

$15000-$29,999 $70000 and over

under -$14,999___[1] $30000-$69,999___[3]

___[2] ___[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]

14. Gender:

Male___[1]

Female___[2]

40-59___[3]

59+ __[4]

Thank you for your time. Please return the completed survey in the business reply envelope provided. A-5

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,

A-6

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 B-1

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 policelevel 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.

B-2

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, B-3

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 B-4

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 B-5

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 multivehicle 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 encroachmentbased 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 RanOff-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 B-6

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 postimpact 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 B-7

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. B-8

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 229, 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,

B-9

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. B-10

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 B-11

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.

B-12

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 B-13

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 fullscale 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 B-14

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, B-15

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 wbeam 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 B-16

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. B-17

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 B-18

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 B-19

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. 1729. 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 112118. 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 tiresoil 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.

B-20

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-toXML 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.

C-1

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.

C-2

Sample XML File from CDR-to-XML Converter Results - - - - -
General Motors

]]> - -
1G1NE52J61XXXXXXX

]]> - -
o S:."? m. zyen

]]> - - - - - -
02-06-019.CDR

]]> - -
3/14/02 9:10:01 AM

]]> - -
B9D3EDD7

]]> - -
Crash Data Retrieval Tool 1.331 ]]>

C-3

- -
A3FC13E5

]]> - -
Block number: 00 Interface version: 28 Date: 10-29-01 Checksum: 3700

]]> - -
DEPLOYMENT DEPLOYMENTLEVEL

]]> - -
SDM Recorded Crash Events: There are two types of SDM recorded crash events. The first is the Non-Deployment Event. A Non-Deployment Event is an event severe enough to "wake up" the sensing algorithm but not severe enough to deploy the air bag(s). It contains Pre-Crash and Crash data. The SDM can store up to one Non-Deployment Event. This event can be overwritten by an event that has a greater SDM recorded vehicle forward velocity change. This event will be cleared by the SDM after the ignition has been cycled 250 times. The second type of SDM recorded crash event is the Deployment Event. It also contains Pre-Crash and Crash data. The SDM can store up to two different Deployment Events, if they occur within five seconds of one another. Deployment events can not be overwritten or cleared from the SDM. Once the SDM has deployed the air bag, the SDM must be replaced. The data in the non-deployment file will be locked after a deployment, if the non-deployment occurred within 5 seconds before the deployment or a deployment level event occurs within 5 seconds after the deployment. SDM Data Limitations: -SDM Recorded Vehicle Forward Velocity Change is one of the measures used to make air bag deployment decisions. SDM Recorded Vehicle Forward Velocity Change reflects the change in forward velocity that the sensing system experienced during the C-4

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-5

-The Passenger Front Air Bag Suppression Switch Circuit is wired directly to the SDM.

]]> - -

OFF BUCKLED Air Bag Not Suppressed 1696 1697 10.48 245 N/A 162.5 - Valid - -5 22 3136 44 OFF - -4 27 3648 C-6

44 OFF - -3 30 2560 33 OFF - -2 32 2624 33 OFF - -1 30 2048 0 ON - - 10 1.76 - 20 2.19 - 30 2.63 - 40

C-7

3.51 - 50 4.39 - 60 6.14 - 70 7.46 - 80 9.21 - 90 9.65 - 100 9.65 - 110 10.09 - 120 10.09 - 130 10.09 - 140 10.09 C-8

- 150 10.09 - - OFF BUCKLED Air Bag Not Suppressed 1696 1697 10.48 245 162.5 5 - Valid - -5 22 3136 44 OFF C-9

- -4 27 3648 44 OFF - -3 30 2560 33 OFF - -2 32 2624 33 OFF - -1 30 2048 0 ON - - 10 0.00 - 20 0.00 - 30 C-10

0.44 - 40 0.44 - 50 0.44 - 60 0.44 - 70 0.88 - 80 0.88 - 90 1.32 - 100 1.32 - 110 1.32 - 120 1.32 - 130 1.76 C-11

- 140 2.19 - 150 2.63 - -
$01 08 23 00 00 $02 95 26 $03 41 53 31 30 35 38 $04 4B 30 48 34 4B 32 $05 00 $06 22 67 41 00 $10 FF 2B FE $11 79 85 85 CC 7F 00 $14 03 04 2B 80 $18 85 84 85 B8 FF 00 $1C FA 32 4E FA FA FA $1D FA FA 32 4E FA FA $1E FA FA $1F FF 02 00 00 00 $20 A0 00 00 FF 4C FC $21 FF BF FF FF FF FF $22 FF FF FF FF FF FF $23 7C 23 02 FD 01 00 $24 00 01 01 01 01 02 $25 02 03 03 03 03 04 $26 05 06 00 31 34 30 $27 2B 24 00 80 00 00 $28 55 55 71 71 00 20 $29 29 28 39 31 00 FF $2A 2B FF FC 00 01 00 $2B 02 FF FF 00 00 80 $2C 00 00 1A 03 $2D 62 37 4F 41 $30 A0 00 00 FF 4C FC $31 FF BF FF FF FF FF $32 FF FF FF FF FF FF $33 7C 1A 03 01 08 0A $34 0E 11 15 16 16 17 C-12

$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

]]> - - - -
7/14/2003 10:34:39 AM

]]> - -
Version 2.2.0

]]> - -
D02DF555

]]>

C-13

C-14

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 SCASEID VEHNO OCCNO RATWGT

Data Type NUM NUM NUM NUM

Length

NATWGT

NUM

8

EDRVER

Char

20

NASS Case ID NASS Vehicle ID NASS Occupant ID NASS Ratio Inflation Factor NASS National Inflation Factor EDR VERSION

STRATIF VERSION RECTYPE DPLYSTAT

Char NUM Char NUM

1 4 2 4

NASS Case Stratum NASS Version Number NASS Record Type DEPLOY STATUS

LAMPSTAT

NUM

4

SIR LAMP STATUS

DRVBELT

NUM

4

Driver Belt Status

PSWSTAT

NUM

4

EVCYCLES PASBELT

NUM NUM

4 4

POWER SWITCH STATUS Ignition Cycles at Event Passenger Belt Status

INVCYCLE

NUM

4

DRIVSEAT

NUM

4

Ignition Cycles at Investigation DRIVER SEAT

PASSSEAT

NUM

4

PASSENGER SEAT

DRWGSW

NUM

4

Driver Weight Switch

PSWGSW

NUM

4

Passenger Weight Switch

8 8 8 8

Variable Description

D-1

Comments

Vetronix CDR Software Version

1=Non-Deployment 2=Deployment 1=On 2=Off 1=Used 2=Not Used 1=On 2=Off 1=Used 2=Not Used

0=No 1=Yes 7=Not Applicable 0=No 1=Yes 7=Not Applicable 1=On 2=Off 1=On 2=Off

EDR-Crash Table Variable Name SCASEID VEHNO OCCNO RATWGT

Data Type Num Num Num Num

Length

NATWGT

Num

8

STRATIF

Char

1

VERSION

Num

4

RECTYPE EDRTYPE

Char Char

2 3

SECONDS

Num

4

deltav

Num

4

8 8 8 8

Variable Description NASS Case ID NASS Vehicle ID NASS Occupant ID NASS Ratio Inflation Factor NASS National Inflation Factor NASS Case Stratum NASS Version Number NASS Record Type EVENT DATA RECORDER TYPE

EVENT DATA RECORDER SECONDS DELTA V

Comments

•

LAT = Lateral DeltaV Measurements • LON=Longitudinal Delta-V Measurements • TOT = Total Delta-V Measurements Time of Measurement (t=0 at algorithm enable) 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-2

EDRPrecr Table - Precrash Data Variable Name SCASEID VEHNO

Data Type Num Num

Length

OCCNO

Num

8

RATWGT

Num

8

NATWGT

Num

8

STRATIF

Char

1

VERSION

Num

4

RECTYPE

Char

2

PRESEC

Num

4

SPEED RPM

Num Num

4 4

THROT

Num

4

BRKSWTCH

Num

4

8 8

Variable Description NASS Case ID NASS Vehicle ID NASS Occupant ID NASS Ratio Inflation Factor NASS National Inflation Factor NASS Case Stratum NASS Version Number NASS Record Type Seconds before Crash Vehicle Speed Engine Revolutions per Minute Engine Throttle Position Brake Switch Position

Comments

Time of Measurement (t=0 is Algorithm Enable) Vehicle Speed at t=Presec Engine RPM at t=Presec

% of Full Throttle at t=Presec 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-3

D-4

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 NASS Vehicle No. Vehicle No from File Name Model Year Make Model NASS Seat Belt Status NASS Air Bag Deployment NASS Occupant MAIS 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

Ex. 2000-81-072

Ex. Lap and shoulder belt Ex. Driver & Passenger Deployed Ex. 1 - 7

E-1

Non-Deployment Event – Pre-Crash Parameters Data Element NASS Case ID NASS Vehicle No. Vehicle No from File Name Near Dep / Dep Vehicle Speed (mph) Engine Speed (rpm) Percent Throttle (%) Brake Switch Status

Data Type

Sampling Rate

Array of 5 elements Array of 5 elements Array of 5 elements Array of 5 elements

1 sample per sec 1 sample per sec 1 sample per sec 1 sample per sec

Sample Values

N, D, or D/N

E-2

0 – 100 On /Off

Deployment Event – Pre-Crash Parameters Data Element NASS Case ID NASS Vehicle No. Vehicle No from File Name Near Dep / Dep Vehicle Speed (mph) Engine Speed (rpm) Percent Throttle (%) Brake Switch Status

Data Type

Sampling Rate

Array of 5 elements Array of 5 elements Array of 5 elements Array of 5 elements

1 sample per sec 1 sample per sec 1 sample per sec 1 sample per sec

Sample Values

N, D, or D/N

0 – 100 On /Off

Non-Deployment Event – Crash Parameters Data Element EDR Case ID Vehicle No from EDR File Name Near Dep / Dep Warning Lamp Status Driver Seat Belt Status Ignition Cycles at ND or DL Ignition Cycles at Investigation Passenger Air Bag 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 Max V Change Last V

Data Type

Sampling Rate

Comment

N, D, or D/N On / Off Buckled / Unbuckled

Suppressed / Not Sup

Array Floating Point Floating Point

E-3

1 sample per 10 ms Derived Derived

Deployment Event – Crash Parameters Data Element NASS Case ID Vehicle No from EDR File Name Near Dep / Dep Prior Deployment Dep Warning Lamp Status Driver Seat Belt Status Dep Passenger Air Bag 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 1 or more Events not recorded Velocity Change Max V Change Last V

Data Type

Sampling Rate

Comment

N, D, or D/N On / Off Buckled / Unbuckled Suppressed / Not Sup

Yes/No Yes/No Array Floating Point Floating Point

E-4

1 sample per 10 ms Derived Derived

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 Case Number Vehicle Type Vehicle Number from File Name Vehicle Identification Number Data Validity Check 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 Passenger Seat Belt Driver Seat Track in Forward Position 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)

Data Type

Sampling Rate

Comment

Valid/Not Valid

Engaged/Not Engaged Engaged/Not Engaged Yes/No

E-5

Ford 2FA Parameters Data Element Case Number Vehicle Type Vehicle Number from File Name VIN Ford Part Number Prefix Number of Active Faults Driver Seat Belt Passenger Seat Belt Driver Seat Track in Forward Position Occupant Classification Status Value Unbelted Stage 1 Unbelted Stage 2 Belted Stage 1 Belted Stage 2 Driver Pretensioner Passenger Pretensioner

Data Type

Sampling Rate

Comment

Ex. 1W7A Buckled/Unbuckled Buckled/Unbuckled Yes/No Fire/No Fire Fire/No Fire Fire/No Fire Fire/No Fire Fire/No Fire Fire/ No Fire

Ford EDR Model 1FA Crash Pulse Data Element Case Number VIN Data Type Crash Data

Data Type

Sampling Rate

Comments

Array

1 sample every 2 ms

Covers 78 ms of the crash

Ford EDR Model 2FA Crash Pulse Data Element Case Number VIN Data Type Crash Data

Data Type

Sampling Rate

Comments

Array

1 Sample per sec before event 1 Sample per .8 sec after

Covers –57 to 88 seconds

E-6

Appendix F. Classification of Existing Accident Databases Using the Modified Haddon Matrix Approach

F-1

F-2

Fatality Analysis Reporting System Data Element Classification FARS Table Key Attribute/Timing Human Vehicle Environment

Pre-Crash (PC)

Crash (CR)

Post-Crash (PTC)

Time Invariant (TI) A = Accident Table V = Vehicle Table P = Person Table

Data Element

Description

ALIGNMNT ARR_HOUR ARR_MIN CF1 CF2 CF3 CITY C_M_ZONE DRUNK_DR FATALS HOSP_HR HOSP_MN LATITUDE LGT_COND LONGITUD MILEPT NHS NO_LANES NOT_HOUR NOT_MIN PAVE_TYP PEDS PERSONS PROFILE RAIL REL_JUNC REL_ROAD ROUTE SP_JUR SP_LIMIT SUR_COND T_CONT_F TRA_CONT TRAF_FLO TWAY_ID VEHICLES WEATHER YEAR

General indication of the alignment of the roadway at the crash location (straight or curved) Arrival hour of EMS to crash location Arrival minute of EMS to crash location Crash related factors (often indicates cause of the crash) Crash related factors (often indicates cause of the crash) Crash related factors (often indicates cause of the crash) City code based on GSA codes Identifies crashes within construction or maintenance zones (does not imply this as the cause) Number of drunk drivers involved in the crash (derived from BAC) Number of fatalities as a result of the crash Arrival hour of EMS to hospital Arrival minute of EMS to hospital Global position of the crash location (latitude) Lighting condition at the scene of the crash Global position of the crash location (longitude) Milepoint of the crash location (to the nearest tenth of a mile) Indicates whether the roadway section is part of the National Highway System Number of lanes at the location of the crash Hour of notification for the need of medical services Minute of notification for the need of medical services Type of pavement at crash location Number of non-motorists involved in the crash Number of persons involved in the crash (with the exception of uninjured bus and train Indicates roadway profile at crash location (Level, grade, crest, sag, unknown) Rail grade crossing identifier 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.) Type of roadway (i.e. US Highway, State Highway, Interstate, Township, etc.) Indicates any special jurisdiction of the roadway (i.e. military, college/university, etc.) Posted speed limit in mph Surface conditions at crash site (i.e. wet, dry, snow, etc.) Functionality of the traffic control device(s) Indication of the traffic control devices Indication of traffic flow (i.e. one-way, two-way undivided, etc.) Identification number for roadway (actual posted, assigned, or common name used) Counts number of vehicles in transport that were involved in the crash Indicates atmospheric conditions at the time of crash Year that the crash took place

AVOID AXLES CARGO_BT CDL_STAT DEATHS DEFORMED DR_CF1 DR_CF2 DR_CF3 DR_CF4 DR_DRINK DR_HGT DR_PRES DR_TRAIN

Driver executed manuever to attempt to avoid the crash Total number of axles on the vehicle Indicates the body type of any cargo (tank, flatbed, enclosed box, etc.) Status of the driver's comercial vehicle license Number of fatalities that occurred in the vehicle Extent of deformation to the vehicle (qualitative) Driver related factors (often indicates the cause of the crash) Driver related factors (often indicates the cause of the crash) Driver related factors (often indicates the cause of the crash) Driver related factors (often indicates the cause of the crash) Indicates whether the driver has been drinking (derived from alcohol variables) Indicates the height of the driver in inches Driver Presence (Driver operated vehicle, driver left scene, no driver, unknown) Indicates level of driver training

Rowan University

FARS Table A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A V V V V V V V V V V V V V V

PC

Vehicle CR PTC

TI

PC

Human CR PTC

TI

PC

Environment CR PTC

TI X

Derived Variables

X X X X X X X X X X X X X X X X X X X

X X X X X X X X X X X X X X X X X X X X

X X X X X X X X X X X X X

X

(D. Gabauer - 9/20/02)

X X

Data Element ALIGNMNT ARR_HOUR ARR_MIN CF1 CF2 CF3 CITY C_M_ZONE DRUNK_DR FATALS HOSP_HR HOSP_MN LATITUDE LGT_COND LONGITUD MILEPT NHS NO_LANES NOT_HOUR NOT_MIN PAVE_TYP PEDS PERSONS PROFILE RAIL REL_JUNC REL_ROAD ROUTE SP_JUR SP_LIMIT SUR_COND T_CONT_F TRA_CONT TRAF_FLO TWAY_ID VEHICLES WEATHER YEAR AVOID AXLES CARGO_BT CDL_STAT DEATHS DEFORMED DR_CF1 DR_CF2 DR_CF3 DR_CF4 DR_DRINK DR_HGT DR_PRES DR_TRAIN

FARS-1

Data Element

Description

DR_WGT DR_ZIP EMER_USE FIRST_MO FIRST_YR FLDCD_TR HAZ_CARG J_KNIFE LAST_MO LAST_YR L_COMPL L_ENDORS L_RESTRI L_STATE L_STATUS MCARR_ID M_HARM MODEL OCUPANTS

PREV_ACC PREV_DWI PREV_OTH PREV_SPD PREV_SUS REG_STAT TOWAWAY TRAV_SP V_CONFIG VEH_CF1 VEH_CF2 VEH_MAN VIN VIN_LNGT VIN_1 VIN_2 VIN_3 VIN_4 VIN_5 VIN_6 VIN_7 VIN_8 VIN_9 VIN_10 VIN_11 VIN_12 VIOLCHG1 VIOLCHG2 VIOLCHG3

Indicates the weight of the driver in pounds Zip code of residence of the driver Indicates whether the vehicle was in emergency use at the time of the crash Month of driver's first crash Year of driver's first crash Truck fuel code Indicates the presence of hazardous cargo within the vehicle Identifies whether the vehicle has jackknifed (applicable to semi-truck with trailers) Month of driver's last crash, suspension or conviction Year of driver's last crash, suspension or conviction Driver license type compliance Compliance with license endorsements Compliance with license restrictions State in which the driver is licensed Non-commercial motor vehicle license status for driver Motor carrier identification (trucks and buses) Description of most harmful event (applies only to the vehicle) Vehicle model (see MAK_MOD) Actual number of occupants in the vehicle at the time of the crash Registered vehicle owner type (i.e. driver is owner, there is another private owner, vehicle not registered, business or company vehicle, etc.) Previously recorded accidents for the particular vehicle (within past 3 years) Previously recorded DWI convictions (within past 3 years) Previously recorded other moving violation convictions (within past 3 years) Previously recorded speeding convictions (within past 3 years) Previously recorded suspensions and revocations (within past 3 years) State where the vehicle is registered (GSA codes) Indicates manner in which the vehicle leaves the scene (i.e. driven, towed, abandoned) Estimation of vehicle travel speed Vehicle configuration (applicable to medium/heavy trucks and buses only) Vehicle related crash factor (often indicates crash cause) Vehicle related crash factor (often indicates crash cause) Vehicle manuever that the driver was executing just prior to the crash Vehicle identification number (up to the first 12 digits) Actual length of the VIN number for the vehicle 1st character of the VIN 2nd character of the VIN 3rd character of the VIN 4th character of the VIN 5th character of the VIN 6th character of the VIN 7th character of the VIN 8th character of the VIN 9th character of the VIN 10th character of the VIN 11th character of the VIN 12th character of the VIN Violations charged for the crash Violations charged for the crash Violations charged for the crash

AGE AIR_BAG ALC_DET ALC_RES ATST_TYP CERT_NO DEATH_DA DEATH_HR DEATH_MN DEATH_MO DEATH_TM

Indicates the age of a particular occupant For vehicle occupants, indicates whether air-bag deployed Type of alcohol test performed (see ATST_TYP) Results of the alcohol test (BAC) Type of alcohol test performed Death certificate number (if applicable) Day of the month of death for a person involved in the crash Hour of death for a person involved in the crash Minute of death for a person involved in the crash Month of death of person invlolved in the crash Time of death (combines DEATH_HR and DEATH_MN)

OWNER

Rowan University

FARS Table V V V V V V V V V V V V V V V V V V V

PC

Vehicle CR PTC

TI

Human CR PTC

TI X X

PC

Environment CR PTC

TI

Derived Variables

X X X X X X X X X X X X X X X X X

V

X

V V V V V V V V V V V V V V V V V V V V V V V V V V V V V

X

P P P P P P P P P P P

PC

X X X X X

X X X X X X X X X X X X X X X X X X X X X X X X X X

(D. Gabauer - 9/20/02)

X X X X X X X X X

Data Element DR_WGT DR_ZIP EMER_USE FIRST_MO FIRST_YR FLDCD_TR HAZ_CARG J_KNIFE LAST_MO LAST_YR L_COMPL L_ENDORS L_RESTRI L_STATE L_STATUS MCARR_ID M_HARM MODEL OCUPANTS OWNER PREV_ACC PREV_DWI PREV_OTH PREV_SPD PREV_SUS REG_STAT TOWAWAY TRAV_SP V_CONFIG VEH_CF1 VEH_CF2 VEH_MAN VIN VIN_LNGT VIN_1 VIN_2 VIN_3 VIN_4 VIN_5 VIN_6 VIN_7 VIN_8 VIN_9 VIN_10 VIN_11 VIN_12 VIOLCHG1 VIOLCHG2 VIOLCHG3 AGE AIR_BAG ALC_DET ALC_RES ATST_TYP CERT_NO DEATH_DA DEATH_HR DEATH_MN DEATH_MO DEATH_TM

FARS-2

Data Element

Description

DEATH_YR DRINKING DRUG_DET DRUGS DRUGRES1 DRUGRES2 DRUGRES3 DRUGTST1 DRUGTST2 DRUGTST3 EJECTION EJ_PATH EXTRICAT HISPANIC HOSPITAL INJ_SEV LAG_HRS LAG_MINS LOCATION

Year of death of person involved in the crash Indicates whether alcohol was involved in the crash Method of other drug determination by police Police reported drug involvement Result of administered drug test Result of administered drug test Result of administered drug test Indicates type of drug test administered Indicates type of drug test administered Indicates type of drug test administered Indication of occupant ejection (if applicable) Path of an ejected occupant (if applicable) Indicates if an occupant required extrication from the vehicle after the crash Indicates hispanic origin of a person involved in the crash Indicates if an occupant is taken to the hospital for injuries sustained in the crash Injury severity Indicates computed time between time of crash and the time of death (hours) Indicates computed time between time of crash and the time of death (minutes) Location of non-motorist involved in the crash Non-motorist striking vehicle number (indicates the VEH_NO of the vehicle that struck the nonmotorist) Person related crash factor (often indicates crash cause) Person related crash factor (often indicates crash cause) Person related crash factor (often indicates crash cause) Number assigned to each occupant in the vehicle Indicates situation of occupant (driver, passenger of vehicle in motion, passenger of vehicle not in motion, etc.) Indicates race of a person involved in the crash Inidicates the type of restraint used Indicates the seating position of a particular occupant Indicates the sex of a vehicle occupant or individual involved in the crash Fatal injury at work identifier

N_MOT_NO P_CF1 P_CF2 P_CF3 PER_NO PER_TYP RACE REST_USE SEAT_POS SEX WORK_INJ BODY_TYP COUNTY DAY DAY_WEEK FIRE_EXP HARM_EV HIT_RUN HOUR IMPACT1 IMPACT2 IMPACTS MAKE MAK_MOD MAN_COLL MCYCL_DS MINUTE MOD_YEAR MONTH ROAD_FNC ROLLOVER SCH_BUS SER_TR SPEC_USE STATE ST_CASE TOW_VEH UNDERRIDE VE_FORMS

Rowan University

Indicates vehicle body type based on NHTSA classification County of incident based on GSA codes Day of the month of the crash Day of the week of the crash (calculated from other date/time information) Indicates the presence of fire in the vehicle during the crash Description of the first harmful event in the crash If the crash is a hit and run, the type is identified Hour when the crash occurred Initial or first impact point (using clock positions) Principal impact point Vehicle role in the crash Indicates the make of the vehicle Make information concatenated with the model information Manner of collision (i.e. rear-end, head-on, etc.) Motorcycle displacement (Piston bore measure in cubic centimeters, i.e. 160 cc) Minute of when the crash occurred Indicates the model year of the vehicle Month when the crash occurred Roadway classification (i.e. Rural Principal Arterial, Urban Minor Arterial, etc.) Indicates whether a rollover occurred and if it was the first event or a subsequent event Indicates whether the accident involved a school bus functioning as such Truck version of VIN_BT (obtains vehicle body type) Indicates a special use of the vehicle (i.e. taxi, school bus, military, etc.) State where the crash occurred (GSA codes) State Case (provides a unique identification for each case) Number of towed trailing units (if known) Indicates a override or underride condition (based on the striking vehicle) Number of vehicle forms submitted (counts number of vehicles in transport involved in the crash)

FARS Table P P P P P P P P P P P P P P P P P P P

PC

Vehicle CR PTC

TI

PC

Human CR PTC X

TI

PC

Environment CR PTC

TI

X X X X X X X X X X X X X X X X X

P P P P

V,P A,P A,P A,P V,P A,V,P A,V A,V V,P V,P V,P V,P V,P A,V,P V,P A,P V,P A,V,P A,P V,P A,P V,P V,P A,V,P A,V,P V,P V,P

X

N_MOT_NO

X

P_CF1 P_CF2 P_CF3 PER_NO

X X X

P

PER_TYP

X

RACE REST_USE SEAT_POS SEX WORK_INJ

X X X X X X X X X X X X X X X X X X X X X X X X X X

X X X X X

X X

A,V,P

(D. Gabauer - 9/20/02)

Data Element DEATH_YR DRINKING DRUG_DET DRUGS DRUGRES1 DRUGRES2 DRUGRES3 DRUGTST1 DRUGTST2 DRUGTST3 EJECTION EJ_PATH EXTRICAT HISPANIC HOSPITAL INJ_SEV LAG_HRS LAG_MINS LOCATION

X

P

P P P P P

Derived Variables

X

BODY_TYP COUNTY DAY DAY_WEEK FIRE_EXP HARM_EV HIT_RUN HOUR IMPACT1 IMPACT2 IMPACTS MAKE MAK_MOD MAN_COLL MCYCL_DS MINUTE MOD_YEAR MONTH ROAD_FNC ROLLOVER SCH_BUS SER_TR SPEC_USE STATE ST_CASE TOW_VEH UNDERRIDE VE_FORMS

FARS-3

Data Element

Description

VEH_NO VINA_MOD VIN_BT VIN_WGT WGTCD_TR WHLBS_LG WHLBS_SH

Unique identifier for a vehicle within a given year (similar to ST_CASE) Model of vehicle as obtained by the VINA program Vehicle body type from VINA program Weight of the vehicle (excluding trucks) Identifies weight classification for trucks Longest wheelbase for the model vehicle (based on VINA program) Shortest wheelbase for the model vehicle (based on the VINA program)

FARS Table V,P V,P V,P V,P V,P V,P V,P

PC

Vehicle CR PTC

TI X X X

X X X

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables X

Data Element VEH_NO VINA_MOD VIN_BT VIN_WGT WGTCD_TR WHLBS_LG WHLBS_SH

Note: Variables no longer in use in the FARS database have been omitted from this tabulation.

Rowan University

(D. Gabauer - 9/20/02)

FARS-4

National Automotive Sampling System - General Estimates System Data Element Classification Attribute/Timing Human Vehicle Environment

Pre-Crash (PC)

GES Table Key Crash (CR)

Post-Crash (PTC)

Data Element

Description

MONTH YEAR WEEKDAY WKDY_I* HOUR HOUR_I* MINUTE MINUTE_I* VEH_INVL VEH_COD NON_INVL LAND_USE EVENT1 EVENT1_I* MAN_COL MANCOL_I* INT_HWY REL_JCT RELJCT_I* REL_RWY TRAF_WAY ALIGN ALIGN_I* PROFILE PROFIL_I* SUR_COND SURCON_I* TRAF_CON TRFCON_I* SPD_LIM SPDLIM_H* LGHT_CON LGTCON_I* WEATHER WEATHR_I* SCHL_BUS PED_ACC WRK_ZONE MAX_SEV MAXSEV_I* NUM_INJ NO_INJ_I* ALCOHOL ALCHL_I*

Month in which the crash occurred Year in which the crash occurred (four digits) Day of the week in which the crash occurred Imputed variable for day of the week Hour in which the crash occurred Imputed variable for hour that the crash occurred Minute in which the crash occurred Imputed variable for the minute in which the crash occurred Number of vehicles involved in the crash (does not include phantom vehicles) Number of vehicles coded Number of non-motorists involved Population-based land classification (derived) Indicates the first property damaging or injury producing event in the crash Imputed variable corresponding to EVENT1 Indicates the orientation of the vehicles in the collision Imputed variable corresponding to MAN_COL Indentifies whether the crash occurred on an interstate highway Indicates the first harmful event in relation to roadway junctions Imputed variable corresponding to REL_JCT Indicates the location of the first harmful event in relation to the roadway Indicates whether the roadway is divided Number 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 event Imputed variable corresponding to ALIGN General roadway vertical alignment in the immediate vicinity of the first harmful event Imputed variable corresponding to PROFIL_I Roadway surface condition at the time of the crash Imputed variable corresponding to SUR_COND Indicates the presence and type of traffic control devices Imputed variable corresponding to TRAF_CON Actual posted speed limit of roadway in miles per hour Hot deck variable correspoding to SPD_LIM General light conditions at the time of the crash Imputed variable corresponding to LGHT_CON General description of atmospheric conditions at the time of the crash Imputed variable corresponding to WEATHER Indicates if a school bus is related to the crash Description of pedestrian/cyclist crash Indicates whether the crash occurred in a construction area Indicates the most severe injury of all persons involved in the crash (derived) Imputed variable corresponding to MAX_SEV Counts the number of injured persons in the crash (derived) Imputed variable corresponding to NUM_INJ Indicates alcohol use for a driver, pedestrian or cyclist involved in the crash (derived) Imputed variable corresponding to ALCOHOL

EVENTNUM VEHNUM GAD OBJCONT OBJGAD

Number assigned to each harmful event in the crash (chronological order) Assigned number to each vehicle in transport that is involved in the crash Indication of the point of impact producing personal injury or property damage Other vehicle or object contacted Impact point for the other in transport motor vehicle

Data Element

Description

NUM_LAN

Rowan University

A = Accident Table V = Vehicle Table P = Person Table E = Event Table

Time Invariant (TI)

GES Table A A A A A A A A A A A A A A A A A A A A A

PC

Vehicle CR PTC

TI

PC

Human CR PTC

TI

PC

Environment CR PTC X X X

TI

Derived Variables

Data Element

X X

MONTH YEAR WEEKDAY WKDY_I* HOUR HOUR_I* MINUTE MINUTE_I* VEH_INVL VEH_COD NON_INVL LAND_USE EVENT1 EVENT1_I* MAN_COL MANCOL_I* INT_HWY REL_JCT RELJCT_I* REL_RWY TRAF_WAY

A

X

NUM_LAN

A A A A A A A A A A A A A A A A A A A A A A A

X

E E E E E GES

X X X X X X X X X X

X X

X X X X X

X X X X X X X X X X X X X X X

X X X X X X X X X X X X X X Vehicle

(D. Gabauer - 10/10/02)

X

Human

Environment

Derived

ALIGN ALIGN_I* PROFILE PROFIL_I* SUR_COND SURCON_I* TRAF_CON TRFCON_I* SPD_LIM SPDLIM_H* LGHT_CON LGTCON_I* WEATHER WEATHR_I* SCHL_BUS PED_ACC WRK_ZONE MAX_SEV MAXSEV_I* NUM_INJ NO_INJ_I* ALCOHOL ALCHL_I* EVENTNUM VEHNUM GAD OBJCONT OBJGAD Data Element

NASS/GES-1

Data Element

Description

VEHNO

Consecutive number assigned to each motor vehicle in transport involved in the crash

V

HIT_RUN HITRUN_I* MAKE MODEL BODY_TYP BDYTYP_H MODEL_YR MDLYR_I* VIN SPEC_USE EMCY_USE OCC_INVL NUMOCCS SPEED

Indication of a hit and run accident Imputed variable corresponding to HIT_RUN Indicates the make of the motor vehicle involved in the crash Indicates the model of the motor vehicle involved in the crash Indication of the body type of the involved vehicle Hot-deck imputed variable for BODY_TYP Indicates the model year of the involved vehicle Imputed variable corresponding to MODEL_YR First 11 characters of the Vehicle Identification Number Indicates any special use for the involved vehicle Indicates if the vehicle was in emergency use at the time of the crash Number of occupants (including drivers) within an involved vehicle and coded Indicates the number of persons (including drivers) within an involved vehicle Speed of involved vehicle prior to event (miles per hour)

V V V V V V V V V V V V V V

FACTOR

Indicates vehicle related factors that may have contributed to the crash (only one is coded)

V

X

FACTOR

TRAILER JACKNIFE ROLLOVER FIRE VEH_SEV TOWED V_EVENT V_EVNT_H*

V V V V V V V V

X

TRAILER JACKNIFE ROLLOVER FIRE VEH_SEV TOWED V_EVENT V_EVNT_H*

MXVSEV_I* NUM_INJV NUMINJ_I* VEH_ALCH V_ALCH_I* DR_PRES VIOLATN VLTN_I* VIS_OBSC DRMAN_AV

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 vehicle General indication of the severity of vehicle damage Manner that involved vehicle leaves the scene Indicates the most severe property damage or injury producing event for the vehicle Hot-deck imputed variable for V_EVENT Indicates the number of the event corresponding to the most harmful event (see EVENTNUM) Description of the vehicle's activity just prior to the crash Imputed variable corresponding to P_CRASH1 Indication of the vehicle's role in the crash event Imputed variable corresponding to VEH_ROLE Categorization of the pre-crash situation First impact point producing property damage or personal injury Hot-deck imputed variable corresponding to IMPACT Reports the vehicle's specific areas damaged due to impact (up to five areas) Identification of the critical event that made the crash imminent Describes 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 impact Identifies the path of the vehicle prior to its involvement in the crash Carrier's identification as assigned by USDCC Number of axles on the vehicle (including trailers) Cargo body type (trucks and buses over 4500 kg GVWR) Indicates whether the vehicle is transporting hazardous materials Indicates the placard number associated with the hazardous material Indicates whether any hazardous material was released from the vehicle Identifies the single most severe injury level reported for any occupant in the involved vehicle (derived) Imputed variable corresponding to MAX_VSEV A count of the total number of injured occupants in an involved vehicle (derived) Imputed variable corresponding to NUM_INJV Reports alcohol use by the driver of the vehicle (derived) Imputed variable corresponding to VEH_ALCH Indicates the presence of the vehicle driver (used to identify driverless vehicles) Indicates the violations charged to a particular driver Imputed variable corresponding to VIOLATN Indication of visual circumstances that may have contributed to the cause of the crash Identification of object or person that the driver manuevered to avoid

Data Element

Description

DR_DSTRD DR_ZIP_C

Identifies driver distractions that may have contributed to the cause of the crash Zip code of the driver (as listed on the police report)

MHENUM P_CRASH1 MANEUV_I* VEH_ROLE VROLE_I* ACC_TYPE IMPACT IMPACT_H* DAM_AREA P_CRASH2 P_CRASH3 P_CRASH4 P_CRASH5 C_ID_NO AXLES CARG_TYP HAZ_MAT HAZM_NO HAZ_MA_R MAX_VSEV

Rowan University

Table

PC

CR

PTC

TI

PC

CR

PTC

TI

PC

CR

PTC

TI

Variables X

X X X X X X X X X X X X X X

X X X X X X X

V

X X X

Data Element VEHNO HIT_RUN HITRUN_I* MAKE MODEL BODY_TYP BDYTYP_H MODEL_YR MDLYR_I* VIN SPEC_USE EMCY_USE OCC_INVL NUMOCCS SPEED

MHENUM

V V V V V V V V V

X

P_CRASH1 MANEUV_I* VEH_ROLE VROLE_I* ACC_TYPE IMPACT IMPACT_H* DAM_AREA P_CRASH2

V

X

P_CRASH3

V

X

P_CRASH4

V V V V V V V

X

X X X

X X X X

P_CRASH5 C_ID_NO AXLES CARG_TYP HAZ_MAT HAZM_NO HAZ_MA_R

X X X X X X

V

X

MAX_VSEV

V V V V V V V V V V GES Table V V

X X X X X

MXVSEV_I* NUM_INJV NUMINJ_I* VEH_ALCH V_ALCH_I* DR_PRES VIOLATN VLTN_I* VIS_OBSC DRMAN_AV

X

X

X X X X

X PC

X Vehicle CR PTC

(D. Gabauer - 10/10/02)

TI

PC X

Human CR PTC

TI X

PC

Environment CR PTC

TI

Derived Variables

Data Element DR_DSTRD DR_ZIP_C

NASS/GES-2

SPEEDREL

Indicates whether speed was a contributing factor in the crash

V

PERNO PER_TYPE SEAT_POS SEAT_H* EJECT EJECT_I* AGE AGE_H* SEX SEX_H* INJ_SEV INJSEV_H* HOSPITAL PER_ALCH ALCH_H* LOCATN ACTION REST_SYS PER_DRUG IMPAIRMT AIRBAG STR_VEH

Computer assigned variable for each occupant of a particular vehicle Indicates the role of the person in the vehicle Indicates the location of the occupants within the vehicle Hot-deck imputed variable for SEAT_POS Identifies whether a particular occupant was ejected from the vehicle Imputed variable corresponding to EJECT Person's age at the time of the crash Hot-deck imputed variable for AGE Police reported sex for a particular person involved Hot-deck imputed variable corresponding to SEX Police reported injury severity for a particular person Hot-deck imputed variable for INJ_SEV Identifies whether a particular occupant was taken to a hospital for treatment Indicates whether the driver or non-motorist had consumed an alcoholic beverage Hot-deck imputed variable corresponding to PER_ALCH Non-motorist location at the time of impact Attempts to identify circumstances that may have contributed to the cause of the crash Indicates the occupant's use of available restraints within the vehicle Indication 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 event Identification of the vehicle which made contact with the non-motorist being coded

P P P P P P P P P P P P P P P P P P P P P P

CASENUM

Case number; unique numerical identifier for each crash in the database

A,V,P,E

PJ PSU

Police jurisdiction of the Police Accident Report (PAR) for the crash Primary Sampling Unit identification number Indicates the region of the country where the crash occurred (Northeast, Midwest, South or West) Case stratum identification Variable used to produce national estimates from collected sample

A,V,P,E A,V,P,E

REGION STRATUM WEIGHT

X

SPEEDREL X X

X X X

X X X X X X X X X X X X X X X X

X

X X

PERNO PER_TYPE SEAT_POS SEAT_H* EJECT EJECT_I* AGE AGE_H* SEX SEX_H* INJ_SEV INJSEV_H* HOSPITAL PER_ALCH ALCH_H* LOCATN ACTION REST_SYS PER_DRUG IMPAIRMT AIRBAG STR_VEH

X

CASENUM

X

PJ PSU

X

A,V,P,E

X

REGION

A,V,P,E A,V,P,E

X X

STRATUM WEIGHT

*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. Note: Variables no longer in use in the GES database have been omitted from this tabulation.

Rowan University

(D. Gabauer - 10/10/02)

NASS/GES-3

National Automotive Sampling System - Crashworthiness Data System Data Element Classification Attribute/Timing Human Vehicle Environment

Pre-Crash (PC)

CDS Form Key Crash (CR)

Post-Crash (PTC)

Time Invariant (TI)

A = Accident Form GV = General Vehicle Form VI = Vehicle Interior Form VE = Vehicle Exterior Form

CDS Form A A A A A A A A A A A A A A A A A A A A A A A A

Vehicle CR PTC

AD = Accident Description OA = Occupant Assessment Form E = Event Form OI = Occupant Injury

Human CR PTC

Environment CR PTC

VP = Vehicle Profile TA = Accident Type PP = Person Profile

Derived Variables X X X X X X X X

Data Element

Description

AAIS ADMINSS AINJSER AINJURED ALCINV ATREAT CASEID CASENO DAYWEEK DRGINV EVENTS FIRESTDY MANCOLL MONTH PSU PSUSTRAT RABSS RATWGT STRATIF TIME TRKURIDE VEHFORMS VERSION YEAR

Maximum known Accident Injury Severity (AIS) in accident Administrative use (Special study indication) Number of seriously injured occupants Total number of injured occupants Alcohol involved in accident Maximum treatment in accident Case number - stratum Case sequence number Day of week of the accident Drug involvement indication for any driver associated with the crash Number of recorded events in accident Impact fires (Special study indication) Manner of collision Month of accident Primary sampling unit number Primary sampling unit stratification Redesigned air bag special study Ratio inflation factor Case stratum Time of accident Truck underride study (Special study indication) Number general vehicle forms submitted Version number Year of accident

CASEID CASENO LINENO PSU STRATIF TEXT71 VERSION

Case number - stratum Case sequence number Line number Primary sampling unit number Case stratum Summary text Version number

AD AD AD AD AD AD AD

X X X X X X X

CASEID CASENO LINENO PSU STRATIF TEXT71 VERSION

ACCSEQ CASEID CASENO CLASS1 CLASS2 GADEV1 GADEV2 OBJCONT PSU RATWGT STRATIF VEHNUM VERSION

Accident event sequence number Case number - stratum Case sequence number Class of first vehicle Class of other vehicle General area of damage first vehicle General area of damage other vehicle Other vehicle number or object contacted Primary sampling unit number Ratio inflation factor Case stratum Vehicle number Version number

E E E E E E E E E E E E E

X X X

ACCSEQ CASEID CASENO CLASS1 CLASS2 GADEV1 GADEV2 OBJCONT PSU RATWGT STRATIF VEHNUM VERSION

ACCSEQDV ACCTYPE ALCTEST

Accident sequence # for highest delta v Accident type Alcohol test result for driver

Data Element

Description

ALIGNMNT

Roadway alignment

Rowan University

PC

TI

PC

TI

PC

TI

X X X X X X X X X X X X X X X X

X X X X X X X X X X

GV GV GV CDS Form GV

X X X PC

Vehicle CR PTC

(D. Gabauer - 12/5/02)

TI

PC

Human CR PTC

TI

PC

Environment CR PTC

TI X

Derived Variables

Data Element AAIS ADMINSS AINJSER AINJURED ALCINV ATREAT CASEID CASENO DAYWEEK DRGINV EVENTS FIRESTDY MANCOLL MONTH PSU PSUSTRAT RABSS RATWGT STRATIF TIME TRKURIDE VEHFORMS VERSION YEAR

ACCSEQDV ACCTYPE ALCTEST Data Element ALIGNMNT

NASS/CDS-1

ANGOTHER ANGTHIS ANTILOCK AOPSVEH BAGDEPFV BAGDEPOV BAREQSP BODYTYPE CARBUR CARGOWGT CASEID CASENO CONDTREE CURBWGT DAYRUNLT DOCTRAJ DRINKING DRIVDIST DRIVE DRPRES DRRACE DRUGS DRZIP DVBASIS DVCONFID DVEST DVLAT DVLONG DVTOTAL ENERGY FOURWHDR FOVERIDE FRTWHLDR FUELCODE IMPACTSP INSPTYPE LANES LGTCOND MAKE MANEUVER MCYCLDS MODEL MODELYR OCCFORMS OCUPANTS OTBDYTYP OTVEHWGT PREEVENT PREILOC PREISTAB PREMOVE PROFILE PSU RATWGT RELINTER RESTYPE ROLINDIR ROLINLOC ROLINTYP

Heading angle for other vehicle Heading angle for this vehicle Antilock brakes AOPS special study vehicle identification Air bag deployment, first seat frontal Air bag deployment, other Barrier equivalent speed Vehicle body type Carburetion Vehicle cargo weight Case number - stratum Case sequence number Post collision condition of tree or pole Vehicle curb weight Daylight running lights Documentation of trajectory data (Indication only) Police reported alcohol presence Driver's distraction/inattention to driving Front/rear wheel drive Driver presence in vehicle Driver's race/ethnic origin Reported other drug Driver's zip code Basis for total delta v (highest) Confidence in reconstruction Estimated highest delta v Lateral component of delta v Longitudinal component of delta v Total delta v Energy absorption Four wheel drive Front override/underride this vehicle Front wheel drive Fuel code Impact speed Type of vehicle inspection Number of lanes Light conditions Vehicle make Attempted avoidance maneuver Motorcycle engine displacement Vehicle model Vehicle model year Number of occupant forms submitted Number of occupants this vehicle Body type of the other vehicle Weight of the other vehicle Initial critical (precrash) event Pre-impact location Pre-impact stability Pre-event movement prior recognition of critical event Roadway profile Primary sampling unit number Ratio inflation factor Relation to junction or interchange Restraint type Direction of initial roll Location of rollover Rollover initiation type

Data Element

Description

ROLLOBJ ROLLOVER ROOF1

Rollover initiation object contacted Rollover Roof

Rowan University

GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV CDS Form GV GV GV

X X X

X

X X

X X X X X X

X X X X

X X

X X X X

X X

X

X

X X X X X X

X X X X X X

X

X X

X X

X

X X X X X X X X X

X

X X X X X X X X

X X X

X X

X X X X X X

X

X X

X PC

X Vehicle CR PTC

TI

PC

Human CR PTC

TI

PC

Environment CR PTC X

TI

Derived Variables

X

(D. Gabauer - 12/5/02)

X

X

ANGOTHER ANGTHIS ANTILOCK AOPSVEH BAGDEPFV BAGDEPOV BAREQSP BODYTYPE CARBUR CARGOWGT CASEID CASENO CONDTREE CURBWGT DAYRUNLT DOCTRAJ DRINKING DRIVDIST DRIVE DRPRES DRRACE DRUGS DRZIP DVBASIS DVCONFID DVEST DVLAT DVLONG DVTOTAL ENERGY FOURWHDR FOVERIDE FRTWHLDR FUELCODE IMPACTSP INSPTYPE LANES LGTCOND MAKE MANEUVER MCYCLDS MODEL MODELYR OCCFORMS OCUPANTS OTBDYTYP OTVEHWGT PREEVENT PREILOC PREISTAB PREMOVE PROFILE PSU RATWGT RELINTER RESTYPE ROLINDIR ROLINLOC ROLINTYP Data Element ROLLOBJ ROLLOVER ROOF1

NASS/CDS-2

ROOF2 ROOF3 ROVERIDE SERTR SPECOTH SPLIMIT STRATIF SURCOND SURTYPE TOWHITCH TOWPAR TRAFCONT TRAFFLOW TRAVELSP TRCTLFCT TRIPLOC VAIS VEHNO VEHTYPE VEHUSE VEHWGT VERSION VIN VINAMOD VINBT VINJSER VINJURED VINLNGTH VINMAKE VINMODYR VINO VTREAT WEATHER WGTCDTR WHLDRWHL

Optional roof 1 Optional roof 2 Rear override/underride this vehicle VIN series truck Other drug: specimen test results Speed limit Case stratum Roadway surface condition Roadway surface type Towed trailing unit Police reported vehicle disposition Traffic control device Trafficway flow Police reported travel speed Traffic control device functioning Location on vehicle where initial trip force was applied Maximum known AIS in this vehicle Vehicle number Type of vehicle Vehicle special use (This trip) VIN vehicle weight Version number Vehicle identification number VIN model cars & trucks VIN body type Number seriously injured in this vehicle Number injured in this vehicle VIN length VIN make VIN model year VIN # Maximum treatment in this vehicle Atmospheric conditions Truck weight code Number wheels/number of drive wheels

ABELTAVL ABELTUSE ABELTYPE ABLTFAIL ABLTPROP AGE BAGAVAIL BAGAVOTH BAGAVRPT BAGCDC BAGCONOT BAGDAMAG BAGDAMSO BAGDEPLY BAGDEPOT BAGEVENT BAGFAIL BAGFLDAM BAGFLOPN BAGMAINT BAGTETHR

Automatic belt system availability/function Automatic belt (passive) system use Automatic (passive) belt system type Automatic (passive) belt system failure Proper use of auto (passive) belt system Age of occupant Air bag system availability Other frontal air bag availability/function Police reported airbag availability/function CDC for air bag deployment impact Air bag contacted by another occupant Was there damage to the air bag Source of air bag damage Air bag system deployed Other air bag system deployment Air bag deployment accident event sequence Air bag system failure Indicates whether airbag module cover flaps were damaged Did air bag module cover flaps open at designated tear points Prior maintenance/service on air bag Was the air bag tethered

Data Element

Description

BAGTYPE BAGVENTS BELTANCH BELTSOU BICARB

Type of air bag Did the air bag have vent ports Shoulder belt upper anchorage adjustment Primary source of belt use determination Arterial blood gases (abg) hc03

Rowan University

GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV GV

X X

X X

X X X X X X X X X X X X X X

X X X X

X X

X X

X X X

X X X X X X X

X X X

X X X X

OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA CDS Form OA OA OA OA OA

X X

X X X X X X X X X

X X

X

X X

X X X X

X

X X

X X X

X X PC

Vehicle CR PTC

TI X X

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables

X

(D. Gabauer - 12/5/02)

X X

ROOF2 ROOF3 ROVERIDE SERTR SPECOTH SPLIMIT STRATIF SURCOND SURTYPE TOWHITCH TOWPAR TRAFCONT TRAFFLOW TRAVELSP TRCTLFCT TRIPLOC VAIS VEHNO VEHTYPE VEHUSE VEHWGT VERSION VIN VINAMOD VINBT VINJSER VINJURED VINLNGTH VINMAKE VINMODYR VINO VTREAT WEATHER WGTCDTR WHLDRWHL ABELTAVL ABELTUSE ABELTYPE ABLTFAIL ABLTPROP AGE BAGAVAIL BAGAVOTH BAGAVRPT BAGCDC BAGCONOT BAGDAMAG BAGDAMSO BAGDEPLY BAGDEPOT BAGEVENT BAGFAIL BAGFLDAM BAGFLOPN BAGMAINT BAGTETHR Data Element BAGTYPE BAGVENTS BELTANCH BELTSOU BICARB

NASS/CDS-3

BLOOD CASEID CASENO CAUSE1 CAUSE2 CAUSE3 CHHARNES CHMAKE CHORIENT CHSHIELD CHTETHER CHTYPE DEATH DVBAG EJCTAREA EJCTMED EJECTION ENTRAP EYEWEAR GLASGOW HEADREST HEIGHT HOSPSTAY INJNUM INJSEV ISS MAIS MANAVAIL MANFAIL MANPROPR MANUSE MEDFACIL MEDSTA OCCMOBIL OCCNO PARUSE POSTURE PREVACC PSU RATWGT ROLE SEATPERF SEATPOS SEATRACK SEATTYPE SEX STBACINC STORIENT STRATIF TREATMNT VEHNO VERSION WEIGHT WORKDAYS

Was the occupant given blood? Case number - stratum Case sequence number 1st medically reported cause of death 2nd medically reported cause of death 3rd medically reported cause of death Child safety seat harness usage Child safety seat make/model Child safety seat orientation Child safety seat shield usage Child safety seat tether usage Type of child safety seat Time to death Longitudinal component of delta v for airbag deployment Ejection area Ejection medium Ejection Entrapment Was the occupant wearing eye-wear Glasgow coma scale (gcs) score Head restraint type/damage by occupant Height of occupant Hospital stay Number recorded injuries this occupant Injury severity (police rating) Injury severity score Maximum known occupant AIS Manual belt system availability Manual belt failure mode during accident Proper use of manual belts Manual belt system use Type medical facility initial treatment Ejection medium status (prior to impact) Occupant mobility Occupant number Police reported restraint use Occupant's posture Had vehicle been in previous accidents (Airbag deployment status) Primary sampling unit number Ratio inflation factor Occupant's role Seat performance (this position) Occupant's seat position Seat track adjusted position prior to impact Seat type (this occupant position) Occupant's sex Seat back incline prior and post impact Seat orientation (this occupant pos.) Case stratum Treatment - mortality Vehicle number Version number Occupant's weight Working days lost

Data Element

Description

AIS ASPECT90* BODYREG CASEID CASENO DIRINJ INJLEVEL

A.I.S. severity Aspect90 Body region Case number - stratum Case sequence number Direct/indirect injury Injury level

Rowan University

OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA OA

X X X X X X X X X X X X X X X X X X X X X

X X X X X X

X X

X X X X X X X X X X X X X X

X X

X X X X X

X X X X X X X X

CDS Form OI OI OI OI OI OI OI

PC

Vehicle CR PTC

(D. Gabauer - 12/5/02)

TI

PC

Human CR PTC X

TI

PC

Environment CR PTC

TI

Derived Variables X X X X

X X

BLOOD CASEID CASENO CAUSE1 CAUSE2 CAUSE3 CHHARNES CHMAKE CHORIENT CHSHIELD CHTETHER CHTYPE DEATH DVBAG EJCTAREA EJCTMED EJECTION ENTRAP EYEWEAR GLASGOW HEADREST HEIGHT HOSPSTAY INJNUM INJSEV ISS MAIS MANAVAIL MANFAIL MANPROPR MANUSE MEDFACIL MEDSTA OCCMOBIL OCCNO PARUSE POSTURE PREVACC PSU RATWGT ROLE SEATPERF SEATPOS SEATRACK SEATTYPE SEX STBACINC STORIENT STRATIF TREATMNT VEHNO VERSION WEIGHT WORKDAYS Data Element AIS ASPECT90 BODYREG CASEID CASENO DIRINJ INJLEVEL

NASS/CDS-4

INJNO INJSOU* INTRUNO* LESION OCCNO PSU RATWGT REGION90* SOUCON SOUDAT STRATIF STRUSPEC* STRUTYPE* SYSORG VEHNO VERSION

Injury number Injury source Occupant area intrusion no. Lesion (AIS - OIC) Occupant number Primary sampling unit number Ratio inflation factor Body region (o.i.c. - a.i.s.) Injury source confidence level Source of injury data Case stratum Specific anatomic structure Type of anatomic structure System/organ (OIC - AIS) Vehicle number Version number

OI OI OI OI OI OI OI OI OI OI OI OI OI OI OI OI

CASEID CASENO LINENO PSU STRATIF TEXT91 VERSION

Case number - stratum Case sequence number Line number Primary sampling unit number Case stratum Summary text Version number

CASEID CASENO LINENO PSU STRATIF TEXT66 VERSION

Case number - stratum Case sequence number Line number Primary sampling unit number Case stratum Summary text Version number

ACCSEQ1 ACCSEQ2 ALTVEH CASEID CASENO DIRDAMW DOCCDC DOF1 DOF2 DVC1 DVC2 DVC3 DVC4 DVC5 DVC6 DVD DVL EXTENT1* EXTENT2* FIRE

Accident event sequence (highest) Accident event sequence (2nd highest) Multi-stage manufactured/certified altered vehicle indication Case number - stratum Case sequence number Direct damage width CDCs 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

Data Element

Description

FIREORIG FUELCAP1 FUELCAP2 FUELDAM1 FUELDAM2 FUELEAK1 FUELEAK2 FUELGT2 FUELLOC1

Origin of fire Location of fuel tank-1 filler cap Location of fuel tank-2 filler cap Damage to fuel tank-1 Damage to fuel tank-2 Leakage location of fuel system-1 Leakage location of fuel system-2 Equipped with more than two fuel tanks Location of fuel tank-1

Rowan University

X

X X X X

INJNO INJSOU INTRUNO LESION OCCNO PSU RATWGT REGION90 SOUCON SOUDAT STRATIF STRUSPEC STRUTYPE SYSORG VEHNO VERSION

PP PP PP PP PP PP PP

X X X X X X X

CASEID CASENO LINENO PSU STRATIF TEXT91 VERSION

TA TA TA TA TA TA TA

X X X X X X X

CASEID CASENO LINENO PSU STRATIF TEXT66 VERSION

VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE CDS Form VE VE VE VE VE VE VE VE VE

X X

ACCSEQ1 ACCSEQ2 ALTVEH CASEID CASENO DIRDAMW DOCCDC DOF1 DOF2 DVC1 DVC2 DVC3 DVC4 DVC5 DVC6 DVD DVL EXTENT1 EXTENT2 FIRE

X X X X X X X X X X X

X X X X X

PC

X X X X X X X X X X X X X Vehicle CR PTC X

TI X X

X X X X X

(D. Gabauer - 12/5/02)

X X

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables

Data Element FIREORIG FUELCAP1 FUELCAP2 FUELDAM1 FUELDAM2 FUELEAK1 FUELEAK2 FUELGT2 FUELLOC1

NASS/CDS-5

FUELLOC2 FUELTNK1 FUELTNK2 FUELTYP1 FUELTYP2 GAD1 GAD2 OBJCONT1 OBJCONT2 ORIGAVTW PDOF1 PDOF2 PSU RATWGT SDVC1 SDVC2 SDVC3 SDVC4 SDVC5 SDVC6 SDVD SDVL SHL1 SHL2 STRATIF SVL1 SVL2 TDD1 TDD2 TOWRES UNDENDW VEHNO VERSION WHEELBAS

Location of fuel tank-2 Type of fuel tank-1 Type of fuel tank-2 Fuel type-1 Fuel type-2 Deformation location (highest) Deformation location (2nd highest) Object contacted (highest) Object contacted (2nd highest) Original average track width Clock direction for principal direction of force in degrees (highest) Clock direction for principal direction of force in degrees (2nd highest) Primary sampling unit number Ratio inflation factor Crush profile c1 (2nd highest) Crush profile c2 (2nd highest) 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 stratum Specific vertical location (highest) Specific vertical location (2nd highest) Type of damage distribution (highest) Type of damage distribution(2nd highest) Researcher assessmnt vehicle disposition Undeformed end width Vehicle number Version number Original wheelbase

VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE VE

CASEID CASENO LINENO PSU STRATIF TEXT81 VERSION

Case number - stratum Case sequence number Line number Primary sampling unit number Case stratum Summary text Version number

VP VP VP VP VP VP VP

ADAPTEQ BOLSTDEF BOLSTYPE CASEID CASENO CDRIR1 CDRIR2 CDRIR3

Adaptive (assistive) driving equipment Knee bolster deformed - occupant contact Type of knee bolster covering Case number - stratum Case sequence number 1st dominant crush direction 2nd dominant crush direction 3rd dominant crush direction

Data Element

Description

CDRIR4 CDRIR5 CDRIR6 CDRIR7 CDRIR8 CDRIR9 CDRIR10 COLMTELE COLMTILT COLUMTYP FAILLF

4th dominant crush direction 5th dominant crush direction 6th dominant crush direction 7th dominant crush direction 8th dominant crush direction 9th dominant crush direction 10th dominant crush direction Telescoping steering column adjustment Tilt steering column adjustment Steering column type Lf damage/failure associated with collision

Rowan University

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

VI VI VI VI VI VI VI VI CDS Form VI VI VI VI VI VI VI VI VI VI VI

X X X X X X X

CASEID CASENO LINENO PSU STRATIF TEXT81 VERSION

X X

ADAPTEQ BOLSTDEF BOLSTYPE CASEID CASENO CDRIR1 CDRIR2 CDRIR3

Derived Variables

Data Element

X X X

PC

X X X Vehicle CR PTC X X X X X X X

TI

X X X X

(D. Gabauer - 12/5/02)

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

FUELLOC2 FUELTNK1 FUELTNK2 FUELTYP1 FUELTYP2 GAD1 GAD2 OBJCONT1 OBJCONT2 ORIGAVTW PDOF1 PDOF2 PSU RATWGT SDVC1 SDVC2 SDVC3 SDVC4 SDVC5 SDVC6 SDVD SDVL SHL1 SHL2 STRATIF SVL1 SVL2 TDD1 TDD2 TOWRES UNDENDW VEHNO VERSION WHEELBAS

CDRIR4 CDRIR5 CDRIR6 CDRIR7 CDRIR8 CDRIR9 CDRIR10 COLMTELE COLMTILT COLUMTYP FAILLF

NASS/CDS-6

FAILLR FAILRF FAILRR FAILTG GLIMPBL GLIMPLF GLIMPLR GLIMPOTH GLIMPRF GLIMPRR GLIMPRUF GLIMPWS GLOCCBL GLOCCLF GLOCCLR GLOCCOTH GLOCCRF GLOCCRR GLOCCRUF GLOCCWS GLOVOPEN GLPREBL GLPRELF GLPRELR GLPREOTH GLPRERF GLPRERR GLPRERUF GLPREWS GLTYPBL GLTYPLF GLTYPLR GLTYPOTH GLTYPRF GLTYPRR GLTYPRUF GLTYPWS INCOMP1 INCOMP2 INCOMP3 INCOMP4 INCOMP5 INCOMP6 INCOMP7 INCOMP8 INCOMP9 INCOMP10 INLOC1 INLOC2

Lr damage/failure - opening in collision Rf damage/failure - opening in collision Rr damage/failure - opening in collision Tg damage/failure - opening in collision Bl glazing damage from impact forces Lf glazing damage from impact forces Lr glazing damage from impact forces Other glazing damage from impact forces Rf glazing damage from impact forces Rr glazing damage from impact forces Roof glazing damage from impact forces Ws glazing damage from impact forces Bl glazing damage from occupant contact Lf glazing damage from occupant contact Lr glazing damage from occupant contact Other glazing damage from occ. contact Rf glazing damage from occupant contact Rr glazing damage from occupant contact Roof glazing damage from occ. contact Ws glazing damage from occupant contact Did glove compartment door open Bl window precrash glazing status Lf window precrash glazing status Lr window precrash glazing status Other window precrash glazing status Rf window precrash glazing status Rr window precrash glazing status Roof window precrash glazing status Ws window precrash glazing status Bl type of window/windshield glazing Lf type of window/windshield glazing Lr type of window/windshield glazing Other type of window/windshield glazing Rf type of window/windshield glazing Rr type of window/windshield glazing Roof type of window/windshield glazing Ws type of window/windshield glazing 1st intruding component 2nd intruding component 3rd intruding component 4th intruding component 5th intruding component 6th intruding component 7th intruding component 8th intruding component 9th intruding component 10th intruding component 1st location of intrusion 2nd location of intrusion

Data Element

Description

INLOC3 INLOC4 INLOC5 INLOC6 INLOC7 INLOC8 INLOC9 INLOC10 INMAG1 INMAG2 INMAG3 INMAG4 INMAG5

3rd location of intrusion 4th location of intrusion 5th location of intrusion 6th location of intrusion 7th location of intrusion 8th location of intrusion 9th location of intrusion 10th location of intrusion 1st magnitude of intrusion 2nd magnitude of intrusion 3rd magnitude of intrusion 4th magnitude of intrusion 5th magnitude of intrusion

Rowan University

VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI CDS Form VI VI VI VI VI VI VI VI VI VI VI VI VI

X X X X X X X X X X X X X X X X X X X X X

FAILLR FAILRF FAILRR FAILTG GLIMPBL GLIMPLF GLIMPLR GLIMPOTH GLIMPRF GLIMPRR GLIMPRUF GLIMPWS GLOCCBL GLOCCLF GLOCCLR GLOCCOTH GLOCCRF GLOCCRR GLOCCRUF GLOCCWS GLOVOPEN GLPREBL GLPRELF GLPRELR GLPREOTH GLPRERF GLPRERR GLPRERUF GLPREWS GLTYPBL GLTYPLF GLTYPLR GLTYPOTH GLTYPRF GLTYPRR GLTYPRUF GLTYPWS INCOMP1 INCOMP2 INCOMP3 INCOMP4 INCOMP5 INCOMP6 INCOMP7 INCOMP8 INCOMP9 INCOMP10 INLOC1 INLOC2

X X X X X X X X

X X X X X X X X X X X X X X X X

PC

X X X X X X X X X X X X Vehicle CR PTC X X X X X X X X X X X X X

(D. Gabauer - 12/5/02)

TI

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables

Data Element INLOC3 INLOC4 INLOC5 INLOC6 INLOC7 INLOC8 INLOC9 INLOC10 INMAG1 INMAG2 INMAG3 INMAG4 INMAG5

NASS/CDS-7

INMAG6 INMAG7 INMAG8 INMAG9 INMAG10 ODOMETER OPENLF OPENLR OPENRF OPENRR OPENTG PANELDAM PASINTEG PSU RATWGT RDEFLOC RIMDEF STRATIF VEHNO VERSION

6th magnitude of intrusion 7th magnitude of intrusion 8th magnitude of intrusion 9th magnitude of intrusion 10th magnitude of intrusion Odometer reading Lf door, tailgate or hatch opening Lr door, tailgate or hatch opening Rf door, tailgate or hatch opening Rr door, tailgate or hatch opening Tg door, tailgate or hatch opening Instrument panel damage - occ. contact Passenger compartment integrity (Indicates location) Primary sampling unit number Ratio inflation factor Location steering rim/spoke deformation Steering rim/spoke deformation Case stratum Vehicle number Version number

VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI VI

X X X X X X X X X X X X X X X X X X X X

INMAG6 INMAG7 INMAG8 INMAG9 INMAG10 ODOMETER OPENLF OPENLR OPENRF OPENRR OPENTG PANELDAM PASINTEG PSU RATWGT RDEFLOC RIMDEF STRATIF VEHNO VERSION

*Note: These variables have been classified without detailed information. The database provider has been contacted regarding the additional data required for accurate classification.

Rowan University

(D. Gabauer - 12/5/02)

NASS/CDS-8

Model Minimum Uniform Crash Criteria Data Element Classification Attribute/Timing Human Vehicle Environment

Pre-Crash (PC)

MMUCC Variable Type Key (First letter of Data Element) Crash (CR)

Post-Crash (PTC)

Data Element

Description

C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 C12 C13 C14 C15 C16 C17 C18

Crash Case Identifier Crash Date and Time Crash County Crash City/Place Crash Roadway Location First Harmful Event Location of First Harmful Event Manner of Crash/Collision Impact Source of Information Date and Time Crash Reported to Police Agency Weather Condition Ambient Light Road Surface Condition Contributing Circumstances, Environment Contributing Circumstances, Road Type of Roadway Junction School Bus Related Work Zone Related (Construction/Maintenance/Utility)

V1 V2 V3 V4 V5 V6 V7 V8 V9 V10 V11 V12 V13 V14 V15 V16 V17 V18 V19 V20 V21 V22 V23 V24 V25

Vehicle Unit Number Unique to Crash Vehicle Registration State and Year Vehicle License Plate Number Vehicle Make Commercial Trailer Registration State and Year Commercial Trailer License Plate Number Carrier Name Carrier Street Address Carrier Identification Number Vehicle Configuration Cargo Body Type Gross Vehicle Weight Rating of Power Unit Total Occupants In Vehicle Vehicle Role Emergency Use Hazardous Materials Placard (Cargo Only) Hazardous Materials Released (Cargo Only) Vehicle Authorized Speed Limit Direction of Travel Before Crash Traffic Control Device Type Vehicle Maneuver/Action Point of Impact Sequence of Events Most Harmful Event for this Vehicle Direction of Force to Vehicle

Data Element

Description

Rowan University

Time Invariant (TI)

C = Crash Variable V = Vehicle Variable P = Person Variable R = Roadway Variable

PC

Vehicle CR PTC

TI

PC

L = Linked Variable D = Derived Variable

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables X

X X X X X X X X X

X X X X X X X

X

X X X X X X X X X X X X X X

X X X X X

X X

X X X

PC

X X X X Vehicle CR PTC

(D. Gabauer - 10/21/02)

X

TI

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables

Data Element

C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 C12 C13 C14 C15 C16 C17 C18 V1 V2 V3 V4 V5 V6 V7 V8 V9 V10 V11 V12 V13 V14 V15 V16 V17 V18 V19 V20 V21 V22 V23 V24 V25 Data Element

MMUCC-1

V26 V27 V28

Underride/Override Most Damaged Area Extent of Damage

P1 P2 P3 P4 P5 P6 P7 P8 P9 P10 P11 P12 P13 P14 P15 P16 P17 P18 P19 P20 P21 P22 P23 P24 P25 P26 P27 P28 P29

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/Province Driver License Number Driver Name Contributing Circumstances, Driver Driver Condition Cited Violation Codes Alcohol/Drug Suspected Alcohol Drugs Non-motorist Number Non-motorist Type Non-motorist Action Contributing Circumstances, Non-motorist Non-motorist Condition Non-motorist Location Prior to Impact Non-motorist Safety Equipment Number of Vehicle Striking Non-motorist Transported to Medical Facility By

CD1 CD2 CD3 CD4 CD5 CD6 CD7 CD8

Crash Severity Number of Vehicles Number of Motorists Number of Non-motorists Total Nonfatal Injuries Total Fatal Injuries Alcohol/Drug Involvement Day of Week

VL1

Vehicle Identification Number

VD1 VD2 VD3

Vehicle Model Year Vehicle Model Vehicle Body Type

PL1 PL2

Driver License Class Driver License Restrictions

Data Element

Description

PL3 PL4

Driver License Status Injury Area

Rowan University

V26 V27 V28

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

X X Vehicle CR PTC

TI

PC

Human CR PTC X

(D. Gabauer - 10/21/02)

CD1 CD2 CD3 CD4 CD5 CD6 CD7 CD8 VL1

X

PC

P1 P2 P3 P4 P5 P6 P7 P8 P9 P10 P11 P12 P13 P14 P15 P16 P17 P18 P19 P20 P21 P22 P23 P24 P25 P26 P27 P28 P29

TI X

PC

Environment CR PTC

TI

X X X

VD1 VD2 VD3

X X Derived Variables X

PL1 PL2 Data Element

PL3 PL4

MMUCC-2

PL5

Injury Description

RL1 RL2 RL3 RL4 RL5 RL6 RL7 RL8 RL9 RL10 RL11 RL12 RL13 RL14 RL15 RL16 RL17 RL18 RL19 RL20 RL21

Bridge/Structure Identification Horizontal Alignment Grade Part of National Highway System Functional Classification of Highway Lanes Annual Average Daily Traffic Trafficway 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 Type Traffic Control Type at Intersection Mainline Number of Lanes at Intersection Side-Road Number of Lanes Mainline Approach Volumes

Rowan University

PL5

X X X X X X X X X X X X X X X X X X X X X X

(D. Gabauer - 10/21/02)

RL1 RL2 RL3 RL4 RL5 RL6 RL7 RL8 RL9 RL10 RL11 RL12 RL13 RL14 RL15 RL16 RL17 RL18 RL19 RL20 RL21

MMUCC-3

Highway Safety Information System Data Element Classification Attribute/Timing Human Vehicle Environment

Pre-Crash (PC)

HSIS State Key Crash (CR)

Post-Crash (PTC)

Time Invariant (TI)

I = Illinois M = Minnesota U = Utah ME = Maine

Data Category

Data Element

Description

Time Variables

ACC_DATE ACCYR DAYMTH HOUR MONTH WEEKDAY

Accident date Accident year Day of month Hour of occurrence Month of accident Day of week

HSIS States I,M,C,N,W All U,ME,MI,C,N,W I,M,U,ME,MI,C,N U,ME,MI,C,N,W All

Environment Variables

LIGHT RDSURF WEATHER

Light condition Surface road condition Weather condition

I,M,U,ME,C,N,W All All

Accident Related Variables

ACCTYPE AGENCY CASENO CONTRIB1 CONTRIB2 CONTRIB3 EVENT2 EVENT3 HAZMAT NUMVEHS OBJECT1 PHYSCOND SEVERITY

Accident/collision type Investigating agency Accident case # Accid contrib factor(s) Accid contrib factor(s) Accid contrib factor(s) Sequence of events Sequence of events Hazardous material Number of vehicles involved Type of object struck Driver physical condition Accident severity

Vehicle Information DAMSEV TOWAWAY Variables V_DAMAGE VEHNO VEHTYPE VEHYR VIN Driver Information Variables

Occupant Information (NonDriver)

Vehicle damage severity Indication of how the vehicle leaves the accident scene Vehicle damage area Vehicle number Vehicle type Vehicle year VIN number

DR_EJECT DRV_AGE DRV_BAC DRV_INJ DRV_REST DRV_SEX HELMET MISCACT1 SOB_TEST VIOL

Driver eject Driver age Driver alcohol percent Driver injury information Driver safety equipment Driver sex Helmet Driver intent Driver sobriety Driver violations

AGE EJECT INJ NUM_OCCS SEATPOS SEX REST1

Occupant age Occupant eject Occupant severity No. of occupants in accident Occupant position in vehicle Occupant sex Occupant safety equipment

Rowan University

All I,U,ME,MI,C,N,W All M,U,ME,C,N,W M,U,ME,C,N,W M,U,ME,C,N,W I,U,MI,C,W I,U,MI,C,W M,C,N,W All M,U,ME,MI,C,N,W I,M,ME,C,N All

PC

Vehicle CR PTC

MI = Michigan C = California N = North Carolina W = Washington

TI

PC

Human CR PTC

TI

PC

Environment CR PTC X X X X X X

TI

Derived Variables

ACC_DATE ACCYR DAYMTH HOUR MONTH WEEKDAY

X X X X

LIGHT RDSURF WEATHER X X X

X X X

X X X X X

M,MI,N,W I,M,C,N I,M,U,N All All I,M,U,MI,C,N,W I,U,MI,N U,C,W All I,U,W I,U,ME,MI,C,N,W I,M,U,N,W All MI,W All I,U,C,N,W I,U,MI,C,N All M,U,C,W All U,ME,MI,C All All I,M,U,C,N,W

(D. Gabauer - 11/15/02)

Data Element

X X X X X X X X X X

ACCTYPE AGENCY CASENO CONTRIB1 CONTRIB2 CONTRIB3 EVENT2 EVENT3 HAZMAT NUMVEHS OBJECT1 PHYSCOND SEVERITY DAMSEV TOWAWAY V_DAMAGE VEHNO VEHTYPE VEHYR VIN

X X X X X

DR_EJECT DRV_AGE DRV_BAC DRV_INJ DRV_REST DRV_SEX HELMET MISCACT1 SOB_TEST VIOL

X X X X X X X X X

X X X X X

X X X

AGE EJECT INJ NUM_OCCS SEATPOS SEX REST1

HSIS-1

Data Category

Data Element

Roadway Variables COUNTY FUNC_CLS LOC_TYPE MILEPOST POP_GRP RD_CHAR1 RD_DEF RTE_NBR RTE_TYPE TRF_CNTL Pedestrian Information

LOC_BIKE PEDACT

Location Variables BEGMP COUNTY DISTRICT ENDMP RTE_NBR SEG_LNG

Description County Functional classification Type of accident - location Milepost Urban/rural population codes Road alignment Road deficiency Route number Route type Traffic control devices

HSIS States I,M,ME,MI,C,N,W W I,M,ME,MI,C,N,W I,M,U,MI,C,N,W I,M,MI,C,N M,U,ME,MI,N,W I,U,MI,C,N I,M,U,MI,C,N,W U,C All

Location of ped/bic accident Pedestrain action

M,C,N,W I,U,C,N,W

Beginning milepost County District Ending milepost Route number Section length

All I,M,U,ME,C,N,W I,MI,C,N,W All I,M,U,ME,C,N,W All

Roadway Classification

ACCESS FED_AID FUNC_CLS RURURB

Access control Federal aid/ route type Functional class Rural/urban designation

Road Alignment

CURV_RAD DEF_ANGL DEG_CURV DIR_CURV DIR_GRAD PCT_GRAD TERRAIN

Horizontal curve radius Horizontal curve deflection angle Horizontal curve degree Horizontal curve direction Vertical curve grade direction Percent of gradient Terrain type

Cross Section Elements

CURB1 CURB2 LANEWID LSHLDWID LSHL_TY2 LSHL_TYP LSHL_WD2 MED_TYPE MEDWID NO_LANES PAVECOND PAV_WDL PAV_WIDR PRKLN_WD ROW RSHLDWID RSHL_TY2 RSHL_TYP RSHL_WD2 SHLD_CON SURF_TY2 SURF_TYP SURF_WD2 SURF_WID

Curbs Curbs(road2) Lane width Left shoulder width Left shoulder type (road2) Left shoulder type Left shoulder width (road2) Median type Median width 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

INT_TYPE I_TYPE NBR_LEGS

Intersection type Interchange type Intersection no. of legs

Road Features

Rowan University

PC

Vehicle CR PTC

TI

PC

Human CR PTC

TI

PC

Environment CR PTC X

TI X

X

X X X X X X X X X

Derived Variables

Data Element COUNTY FUNC_CLS LOC_TYPE MILEPOST POP_GRP RD_CHAR1 RD_DEF RTE_NBR RTE_TYPE TRF_CNTL LOC_BIKE PEDACT

X

X X X

BEGMP COUNTY DISTRICT ENDMP RTE_NBR SEG_LNG

I,M,U,ME,C,N,W I,M,U,ME,MI,C,W All I,U,ME,MI,C,N,W

X X X X

ACCESS FED_AID FUNC_CLS RURURB

I,W I,W M,U,MI,W I,M,U,MI,W M,U,W M,U,W U,MI,C,N,W

X X X X X X X

CURV_RAD DEF_ANGL DEG_CURV DIR_CURV DIR_GRAD PCT_GRAD TERRAIN

I,M,U,ME,MI,N,W I,M,U,MI,C,N,W I,U,MI I,M,ME,C,N,W M,MI,C I,M,ME,MI,C,N,W M,MI,C All I,M,U,MI,C,N,W All I,U U,MI,C U,MI,C I U,MI I,M,ME,C,N,W M,MI,C All M,MI,C I M,C,W All M,C,W I,M,MI,C,N,W

X X X X X X X X X X X X X X X X X X X X X X X X

CURB1 CURB2 LANEWID LSHLDWID LSHL_TY2 LSHL_TYP LSHL_WD2 MED_TYPE MEDWID NO_LANES PAVECOND PAV_WDL PAV_WIDR PRKLN_WD ROW RSHLDWID RSHL_TY2 RSHL_TYP RSHL_WD2 SHLD_CON SURF_TY2 SURF_TYP SURF_WD2 SURF_WID

X X X

INT_TYPE I_TYPE NBR_LEGS

MI,C ME,MI M,ME,MI,C

(D. Gabauer - 11/15/02)

X X X

X

HSIS-2

Data Category

Data Element

Description

Road Features

RAIL_NBR RD_YEAR RR_CRX TRF_CNTL TYPEDESC TYPEDESC

Railroad crossing number Year road constructed Railroad cross rideability Intersection signal control Interchange description Intersection description

HSIS States M I,M,N I I,M,MI,C,W M M,ME,C

Traffic/Control Operations

ONEWAY PASSING RDWY_LGH TOLL TOL_TYP TRK_RTE

One/two-way operations No passing zone code Roadway lighting Toll facility Toll type Truck route

I,M,U,ME,MI MI M,W I,M,U,C I I,ME,N

AADT AADTGRP DESG_SPD PCT_TRK PEAK_TRK SPD_LIMT

Average daily traffic volume ADT groups Design speed Percentage truck % comm vehs in peak period Speed limit

All U M,U,C,W I,N U,N,W I,U,ME,MI,N

Traffic Data

Rowan University

PC

Vehicle CR PTC

(D. Gabauer - 11/15/02)

TI

PC

Human CR PTC

TI

PC

X

Environment CR PTC

TI X X X X X X

Derived Variables

Data Element RAIL_NBR RD_YEAR RR_CRX TRF_CNTL TYPEDESC TYPEDESC

X X X X X X

ONEWAY PASSING RDWY_LGH TOLL TOL_TYP TRK_RTE

X X X X X X

AADT AADTGRP DESG_SPD PCT_TRK PEAK_TRK SPD_LIMT

HSIS-3

Longitudinal Barrier Special Studies Data Element Classification Attribute/Timing Human Vehicle Environment

Pre-Crash (PC)

LBSS File Key Crash (CR)

Post-Crash (PTC)

Time Invariant (TI)

A = Accident File BA = Barrier Accident File BC = Barrier Contact File D = Driver File

Data Element

Description

AAIS ACCSEVP AINJURED ALCINV ALIGNMNT ATREAT CLTWAY GEOMETRY HARMEVNT HITRUN LANDUSE LANES LGTCOND MANCOLL PROFIL RELJUNC RELROAD ROWADD SSCC TIME VEHFORMS WEATHER

Maximum known AIS in accident Police-reported accident severity Total number of injured persons Alcohol involvment in the accident Indication of roadway alignment Maximum treatment in accident Trafficway classification Interchange geometry First harmful event Involvement of a hit and run in the accident Land use at accident location Number of travel lanes Light conditions at the time of the accident Manner of collision based on first harmful event Indication of roadway profile Relation to junction Relation to roadway (first harmful event) Additional roadway restrictions at the accident location Crash cushion special study indicator Time of the accident Number of vehicle forms submitted Atmospheric conditions at the time of the accident

B12 B13 B14 B15 B16 B17 B18 B19 B20 B21 B22 B23 B24 B25 B26 B27 B28 B29 B30 B31

Vehicle number (First impact) 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) Object contacted (Fourth impact) Lateral offset (Fourth impact) Vehicle number (Fifth impact) Object contacted (Fifth impact) Lateral offset (Fifth impact) Vehicle number (Sixth impact) Object contacted (Sixth impact) Lateral offset (Sixth impact) Total number of impacts in accident Total number of longitudinal barrier impacts

BA BA BA BA BA BA BA BA BA BA BA BA BA BA BA BA BA BA BA BA

B31 B32 B33 B34 B35

Total number of longitudinal barrier impacts Sequence number of impact for the accident Longitudinal barrier type Barrier beam type Indication of the presence of block-outs

BC BC BC BC BC

Data Element

Description

Rowan University

File Type A A A A A A A A A A A A A A A A A A A A A A

File Type

PC

Vehicle CR PTC

TI

PC

O = Occupant File V = Vehicle File

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables X

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

PC

Vehicle CR PTC

(D. Gabauer - 12/15/02)

TI

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables

Data Element

AAIS ACCSEVP AINJURED ALCINV ALIGNMNT ATREAT CLTWAY GEOMETRY HARMEVNT HITRUN LANDUSE LANES LGTCOND MANCOLL PROFIL RELJUNC RELROAD ROWADD SSCC TIME VEHFORMS WEATHER B12 B13 B14 B15 B16 B17 B18 B19 B20 B21 B22 B23 B24 B25 B26 B27 B28 B29 B30 B31 B31 B32 B33 B34 B35 Data Element

LBSS-1

B36 B37 B38 B39 B40 B41 B42 B43 B44 B45 B46 B47 B48 B49 B50 B51 B52 B53 B54 B55 B56 B57 B58 B59 B60 B61 B62 B63 B64 B65 B66 B67 B68 B69 B71 B72 B73 B74 B83 B85 B70A B70B B84_C1 B84_C2 B84_C3 B84_C4 B84_C5 B84_C6 C_DIM1 C_DIM2 C_DIM3 C_DIM4 C_DIM5 C_DIM6 D_DIM L_DIM ACCESS ALIGNMENT

Type of post material Type of post - shape indication Spacing of posts (center to center) End treatment type Location of end treatment Distance from end of barrier to POI Length of flare Flare offset Length of longitudinal barrier section Longitudinal barrier height Location of barrier Curb type/presence Curb height Perpendicular distance from curb to barrier Roadside slope Horizontal distance - first slope Rate of slope - first slope Horizontal distance - second slope Rate of slope - second slope Horizontal distance - third slope Rate of slope - third slope Total horizontal distance Total change in elevation Effective height of barrier Length of contact/damage Maximum depth of barrier deformation Impact angle Vehicle yawing angle at impact Impact speed Separation angle Barrier performance Post-impact trajectory Subsequent impact Rollover Confidence of impact angle Confidence of yawing angle at impact Confidence of separation angle Confidence of final rest distance Crush profile - L Crush profile - D Concrete barrier "A" dimension Concrete barrier "B" dimension Crush profile - C1 Crush profile - C2 Crush profile - C3 Crush profile - C4 Crush profile - C5 Crush profile - C6 Depth of crush (inches) at C1 Depth of crush (inches) at C2 Depth of crush (inches) at C3 Depth of crush (inches) at C4 Depth of crush (inches) at C5 Depth of crush (inches) at C6 Damage offset (inches) Length of crush (inches) Access control Roadway alignment

Data Element

Description

Rowan University

BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC BC D D

File Type

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

X X

X X X X X X X

X X X X X X X X X X X X X X X X X X X X

PC

Vehicle CR PTC

(D. Gabauer - 12/15/02)

TI

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables

B36 B37 B38 B39 B40 B41 B42 B43 B44 B45 B46 B47 B48 B49 B50 B51 B52 B53 B54 B55 B56 B57 B58 B59 B60 B61 B62 B63 B64 B65 B66 B67 B68 B69 B71 B72 B73 B74 B83 B85 B70A B70B B84_C1 B84_C2 B84_C3 B84_C4 B84 C5 B84_C6 C_DIM1 C_DIM2 C_DIM3 C_DIM4 C_DIM5 C_DIM6 D_DIM L_DIM ACCESS ALIGNMENT

Data Element

LBSS-2

AVOIDMAN CLTWAY DRCLASS DRINKING DRTRAIN ENVRF FREQDRIV GRADE HPMS LANDUSE LANES MEDIANT MEDIANW OCUPANTS PROFIL ROADFUNC SHOULDLT SHOULDRT SPLIMIT SURCOND SURTYPE

Attempted avoidance manuever Class trafficway Driver's classification Alcohol involvement Driver education First other environment-related factor Frequency driving road Grade measurement HPMS sample number Land use indication Number of travel lanes Median type indication Median width Number of occupants (this vehicle) Roadway profile Roadway function class Left shoulder type Right shoulder type Speed limit Roadway surface condition Roadway surface type

D D D D D D D D D D D D D D D D D D D D D

AGE AIS1 AIS2 AIS3 AIS4 AIS5 AIS6 ASPECT1 ASPECT2 ASPECT3 ASPECT4 ASPECT5 ASPECT6 AUTAVAIL AUTFNCT BODYREG1 BODYREG2 BODYREG3 BODYREG4 BODYREG5 BODYREG6 EJECTION HOSPSTAY INJSEV INJSOU1 INJSOU2 INJSOU3 INJSOU4 INJSOU5 INJSOU6 ISS LESION1 LESION2 LESION3 LESION4

Age of occupant AIS severity (first) AIS severity (second) AIS severity (third) AIS severity (fourth) AIS severity (fifth) AIS severity (sixth) Aspect (first) Aspect (second) Aspect (third) Aspect (fourth) Aspect (fifth) Aspect (sixth) Passive restraint system - availability Passive restraint system - function OIC body region (first) OIC body region (second) OIC body region (third) OIC body region (fourth) OIC body region (fifth) OIC body region (sixth) Ejection indication Hospital stay indication Injury severity (police rating) Injury source (first) Injury source (second) Injury source (third) Injury source (fourth) Injury source (fifth) Injury source (sixth) ISS Lesion (first) Lesion (second) Lesion (third) Lesion (fourth)

O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O

Data Element

Description

LESION5

Lesion (fifth)

Rowan University

File Type O

X X X X X X X X X X X X X X X X X X X X X

AGE AIS1 AIS2 AIS3 AIS4 AIS5 AIS6 ASPECT1 ASPECT2 ASPECT3 ASPECT4 ASPECT5 ASPECT6 AUTAVAIL AUTFNCT BODYREG1 BODYREG2 BODYREG3 BODYREG4 BODYREG5 BODYREG6 EJECTION HOSPSTAY INJSEV INJSOU1 INJSOU2 INJSOU3 INJSOU4 INJSOU5 INJSOU6 ISS LESION1 LESION2 LESION3 LESION4

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

X X X X X X

X X X X X X X X X X X

PC

Vehicle CR PTC

(D. Gabauer - 12/15/02)

TI

PC

Human CR PTC X

TI

PC

Environment CR PTC

AVOIDMAN CLTWAY DRCLASS DRINKING DRTRAIN ENVRF FREQDRIV GRADE HPMS LANDUSE LANES MEDIANT MEDIANW OCUPANTS PROFIL ROADFUNC SHOULDLT SHOULDRT SPLIMIT SURCOND SURTYPE

TI

Derived Variables

Data Element

LESION5

LBSS-3

LESION6 MAIS MANAVAIL MANUSE OCCNO ROLE SEATPOS SEX SOUDAT1 SOUDAT2 SOUDAT3 SOUDAT4 SOUDAT5 SOUDAT6 SYSORG1 SYSORG2 SYSORG3 SYSORG4 SYSORG5 SYSORG6 TREATMNT

Lesion (sixth) Maximum known occupant/pedestrian/non-motorist AIS Active restraint system - availability Active restraint system - use Occupant number Occupant's role Occupant's seat position Sex of person Source of data (first) Source of data (second) Source of data (third) Source of data (fourth) Source of data (fifth) Source of data (sixth) System/organ (first) System/organ (second) System/organ (third) System/organ (fourth) System/organ (fifth) System/organ (sixth) Treatment - mortality

O O O O O O O O O O O O O O O O O O O O O

ACCSEQ1 ACCSEQ2 BODYTYPE CARGOWGT CURBWGT DOCOMPNT DOF1 DOINTRSN DPCOMPNT DPINTRSN DRIVE DVBASIS DVC1 DVLAT DVLONG DVTOTAL EXTENT1 GAD1 GVWR IMPTYPE MAGINTRU MAKE MODEL MODELYR OBJCONT1 OBJCONT2 OBJCONT3 OBJCONT4 OCCFORMS OTHROLE OTVEHWGT PCINTEG PCINTRU

First sequence number of event Second sequence number of event Vehicle body type Vehicle cargo weight Vehicle curb weight Driver other (intruding component) Direction of force (highest) Driver other (magnitude of intrusion) Driver primary (intruding component) Driver primary (magnitude of intrusion) Front/rear wheel drive Basis for total delta V (highest) "Crash" damage data max delta V - C1 Lateral component of delta V Longitudinal component of delta V Total delta V Deformation extent guide (highest) Deformation location (highest) Gross vehicle weight rating Type of most severe impact (location) Magnitude of intrusion Vehicle make Vehicle model Vehicle model year Object contacted 1 Object contacted 2 Object contacted 3 Object contacted 4 Number of occupant forms submitted Role of other contacted vehicle/object/person Weight of the other vehicle Passenger compartment integrity Passenger compartment intrusion

V V V V V V V V V V V V V V V V V V V V V V V V V V V V V V V V V

Data Element

Description

POCOMPNT POINTRSN

Passenger other (intruding component) Passenger other (magnitude of intrusion)

Rowan University

File Type V V

X X X X

X X X

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

PC

Vehicle CR PTC X X

(D. Gabauer - 12/15/02)

TI

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables

LESION6 MAIS MANAVAIL MANUSE OCCNO ROLE SEATPOS SEX SOUDAT1 SOUDAT2 SOUDAT3 SOUDAT4 SOUDAT5 SOUDAT6 SYSORG1 SYSORG2 SYSORG3 SYSORG4 SYSORG5 SYSORG6 TREATMNT ACCSEQ1 ACCSEQ2 BODYTYPE CARGOWGT CURBWGT DOCOMPNT DOF1 DOINTRSN DPCOMPNT DPINTRSN DRIVE DVBASIS DVC1 DVLAT DVLONG DVTOTAL EXTENT1 GAD1 GVWR IMPTYPE MAGINTRU MAKE MODEL MODELYR OBJCONT1 OBJCONT2 OBJCONT3 OBJCONT4 OCCFORMS OTHROLE OTVEHWGT PCINTEG PCINTRU

Data Element

POCOMPNT POINTRSN

LBSS-4

PPCOMPNT PPINTRSN ROLLOVER SHL1 SPECUSE SVL1 TDD1 TDD2 TOWAWAY TRAVELSP VAIS VEHROLE VEHSEQ1 VEHSEQ2 VINJURED VTREAT WHEELLNG WHEELSHT

Passenger primary (intruding component) Passenger primary (magnitude of intrusion) Rollover involvement Specific horizontal location (highest) Vehicle special use (this trip) Specific vertical location (highest) Type of damage distribution (highest) Type of damage distribution (second highest) Police indicated manner of leaving scene Vehicle travel speed Maximum known AIS in this vehicle Vehicle role First sequence number of event (this veh) Second sequence number of event (this veh) Total number of injuries (this vehicle) Maximum treatment (this vehicle) Wheelbase long Wheelbase short

LINKVAR PSU YEAR CASEID CASENO SSLB STRATIF RATWGT VEHNO PSUWGT ZC

Computed file linking variable PSU number Year of accident Case number - stratification Sequence number Longitudinal special study indicator Initial stratification Ratio adjustment Vehicle number PSU inflation factor Zone center

Rowan University

V V V V V V V V V V V V V V V V V V

X X X X X X X X X X X X

A,BA,BC,D,O,V A,BA,BC,D,O,V A,BA,BC,D,O,V A,BA,BC,D,O,V A,BA,BC,D,O,V A,BA,BC,D,O,V A,BA,BC,D,O,V A,D,O D,O,V A,D BA,BC

(D. Gabauer - 12/15/02)

X X X X X X X X X X X X X X X X X

PPCOMPNT PPINTRSN ROLLOVER SHL1 SPECUSE SVL1 TDD1 TDD2 TOWAWAY TRAVELSP VAIS VEHROLE VEHSEQ1 VEHSEQ2 VINJURED VTREAT WHEELLNG WHEELSHT LINKVAR PSU YEAR CASEID CASENO SSLB STRATIF RATWGT VEHNO PSUWGT ZC

LBSS-5

NCHRP 22-15 Suggested Additional NASS/CDS Data Elements Data Element Classification Attribute/Timing Human Vehicle Environment

Element #

Pre-Crash (PC)

Crash (CR)

Post-Crash (PTC)

Time Invariant (TI)

Description

General Roadside Form 1 Primary Sampling Unit (PSU) number Case number (stratification) 2 Record number 3 Investigator identification 4 Accident year 5 State where the accident occurred 6 County where the accident occurred 7 Route number 8 Mile point indication 9 Transaction code 10 Object Impacted 11 Object impacted sequence number 12 Total number of longitudinal barrier impacts 13 Vehicle number 14 Non-collision accident type 15 Fixed object collision type 16 17 Impacted device (guardrail, concrete barrier, crash cushion, etc.) 18 Location of feature in direction of vehicle travel (left, right, other) 19 Impact angle (longitudinal axis of vehicle and primary axis of feature) 20 Separation angle (longitudinal axis of vehicle at last contact and primary axis of feature) 21 Vehicle yawing angle at impact (between longitudinal axis of vehicle and direction of travel) 22 Vehicle rotation at impact (about vertical axis) 23 Run length of impacted treatment section 24 End treatment type 25 Impact speed (based on vehicle/barrier deformation) 26 Treatment performance (redirected, vaulted, contained, snagged, etc.) 27 Post-impact vehicle trajectory (qualitative) 28 Curb type/presence 29 Curb height 30 Perpindicular distance from curb to struck feature 31 Height of treatment relative to roadway edge 32 Treatment height Normal treatment height (if different from height at impact point) 33 Treatment damage (length of contact and induced damage) 34 Maximum depth of treatment deformation 35 Longitudinal Barrier Form 36 Sequence number of impact with longitudinal barrier 37 Beam type (cable, W, box, thrie, etc.) 38 Beam material 39 Beam dimensions 40 Post shape 41 Post material (wood, steel, aluminum, concrete, etc.) 42 Blockout type 43 Blockout material (wood, steel, aluminum, concrete, etc.) 44 Center to center post spacing at impact point 45 Post dimensions 46 Center to center post spacing (if different from spacing at point of impact) Element #

Rowan University

Description

PC

Vehicle CR PTC

TI

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables X X X X

X X X X X X X X X X X X

X X X X X X X X X X

X X X X X X X X X X X X X X X X X X X X X X Vehicle

(D. Gabauer - 2/17/03)

Human

Environment

Derived

Element # 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 Element #

NCHRP 22-15-1

Element #

Description

PC

CR

PTC

47 Concrete barrier type (concrete safety shape, vertical wall, constant slope, other) Concrete barrier dimensions (vertical rise and lower slope) 48 Permanent/moveable barrier indication 49 Portable/moveable barrier connection type 50 End Treatment/Crash Cushion Form 51 Sequence number of impact with end treatment/crash cushion Upstream end treatment type 52 53 Crash cushion type Location of end treatment (in direction of vehicle travel) 54 Distance from end treatment to initial point of impact 55 Length of flare 56 Flare offset 57 Performance (qualitative) 58

Rowan University

TI

PC

CR

PTC

TI

PC

CR

PTC

TI X X X X

Variables

47 48 49 50 X

X X X X X X X

(D. Gabauer - 2/17/03)

Element #

51 52 53 54 55 56 57 58

NCHRP 22-15-2

NCHRP 350 Performance Evaluation of Highway Features Data Element Classification Attribute/Timing Human Vehicle Environment

Pre-Crash (PC)

Crash (CR)

Post-Crash (PTC)

Time Invariant (TI)

Data Element*

Description

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

Date of the test Test number assigned Vehicle Identification Number Vehicle make Vehicle model Vehicle model year Trailer VIN Trailer make Trailer model Trailer model year Mileage just prior to test Size of vehicle tires Tire inflation pressure Vehicle mass distribution - Left Front Vehicle mass distribution - Right Front Vehicle mass distribution - Left Rear Vehicle mass distribution - Right Rear Description of any damage prior to test Engine Type Engine Cylinder Inside Diameter Transmission Type Anthropomorphic Test Dummy (ATD) type ATD mass ATD seat position Measurement - vehicle front width (trailer width for 8000S and 36000)

26

Measurement - bumper to front wheel rotation axis distance (on tractor for 8000S and 36000)

27 28 29 30 31 32 33 34

PC

Vehicle CR PTC

TI

PC

Human CR PTC

TI

PC

Environment CR PTC X

TI

Derived Variables

X

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

X

26

X

27

X

28

X

29

X

30

X X X X X X X X X X X X X X X X X X X X X X X

Measurement - center to center wheelbase distance (distance between first two axles for 36000) Measurement - total vehicle height (distance between 2nd and 3rd axles for 36000) Measurement - rear wheel rotation axis to rear bumper distance (distance between 3rd and 4th axles for 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 ballast c.m. to 4th axle for 36000) Measurement - height to vehicle center of mass (ballast c.m. for 36000) Measurement - vehicle front hood height Measurement - top of front bumper height (back bumper height for 8000S and distance from center of 5th axle to bumper for 36000)

Data Element

X

31

X X

32 33

X

34

35

Measurement - front bumper longitudinal depth (bottom of trailer height for 8000S and 36000)

X

35

36

Measurement - bottom of front bumper height (top of front bumper height for 8000S and 36000)

X

36

X

37

39

Measurement - center to center wheel track width, front (longitudinal bumper depth for 8000S and 36000) Measurement - center to center wheel track width, rear (bottom of front bumper height for 8000S and 36000) Measurement - tire diameter (front axle center to center track width for 8000S and 36000)

Data Element*

Description

37 38

Rowan University

Vehicle

(D. Gabauer - 2/17/03)

X

38

X

39

Human

Environment

Derived

Data Element

NCHRP 350-1

Data Element 40 41

Description

PC

CR

PTC

Measurement -wheel diameter (2nd axle center to center wheel track width for 8000S and 36000) Measurement - tire diameter for 8000S and rear axle set center to center wheel track width for 36000

TI

PC

CR

PTC

TI

PC

CR

PTC

TI

Variables

Data Element

X

40

X

41

42

Measurement -wheel diameter for 8000S and distance from 2nd axle to fifth wheel for 36000

X

42

43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94

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) Curb mass - front wheels Curb mass - rear wheels Curb mass - rear wheels, trailer Curb mass - rear wheels, trailer Curb mass - rear wheels, trailer Curb mass - total Test inertial mass - front wheels Test inertial mass - rear wheels Test inertial mass - rear wheels, trailer Test inertial mass - rear wheels, trailer Test inertial mass - rear wheels, trailer Test inertial mass - total Gross static mass - front wheels Gross static mass - rear wheels Gross static mass - rear wheels, trailer Gross static mass - rear wheels, trailer Gross static mass - rear wheels, trailer Gross static mass - total Vehicle impact speed Vehicle exit speed Vehicle impact angle Vehicle exit angle Impact point - test article Impact point - vehicle Vehicle acceleration Vehicle trajectory Vehicle roll rate throughout event Vehicdle yaw rate throughout event Vehicle pitch rate throughout event Test article dynamic deformation ATD acceleration (optional - only if ATD present) ATD force (optional - only if ATD present) ATD displacement (optional - only if ATD present) Permanent deformation of test article (or displacement if applicable) Final rest position of test article (only if applicable) General damage description of test article Final rest position of test vehicle Exterior damage of test vehicle Interior damage of test vehicle Undercarriage damage of test vehicle Test article type Installation length of test article Materials of key test article elements Test article dimensions Soil type Soil condition Occupant Impact Velocity (X-direction) Occupant Impact Velocity (Y-direction)

X X X X X X X X X X X X X X X X X X X X X X

43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94

Rowan University

X X X X X

X

X X X X X X

X

X X X X X

X X X

X X X X X X X X X X X X

(D. Gabauer - 2/17/03)

NCHRP 350-2

Data Element*

Description

95 96 97 98 99 100 101 102

Theoretical Head Impact Velocity Ridedown acceleration (X-direction) Ridedown acceleration (Y-direction) Post-Impact Head Deceleration Acceleration Severity Index Post-impact max vehicle roll angle Post-impact max vehicle pitch angle Post-impact max vehicle yaw angle

Rowan University

PC

Vehicle CR PTC

(D. Gabauer - 2/17/03)

TI

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables X X X X X X X X

Data Element 95 96 97 98 99 100 101 102

NCHRP 350-3

NHTSA Vehicle Crash Test Database Elements (NCAP) Data Element Classification Attribute/Timing Human Vehicle Environment

Element

Pre-Crash (PC)

Crash (CR)

Post-Crash (PTC)

Time Invariant (TI)

Description

PC

Vehicle CR PTC

TI

PC

Human/Occupant CR PTC TI

PC

Environment CR PTC

TI

Derived Variables

Element

General Test Information

VERNO TITLE TSTOBJ TSTDAT TSTPRF CONNO TSTREF TSTTYP TSTCFN TKSURF TKCOND TEMP RECTYP LINK

Corresponding NHTSA Test Reference Guide Number Title of the contract or study Description of the purpose of the test Date the test was performed Code for the name of the organization performing the test Department of Transportation contract number assigned by the sponsoring organization Alphanumeric code number assigned to the test by the test performer Type of test conducted Test configuration (i.e. vehicle to vehicle, vehicle to barrier) Test track surface indication Description of the test track condition Temperature at the test location at the time of the test Type of data recorder being used in the test Type of connection from the transducer to the recorder

CLSSPD

Vehicle closing speed (velocity of approach for the two centers of gravity for 2-vehicle impacts)

IMPANG OFFSET IMPPNT TOTCRV TSTCOM

X X X X X X X X X

X X X X X X

Impact angle (magnitude of the angle between the longitudinal axis of vehicle 2 and the longitudinal axis of vehicle 1 or barrier in a clockwise direction) Distance between the centerlines of a vehicle and another vehicle, an impactor, or a narrow fixed object Side impact point (location on the side of vehicle 2 that is impacted by the longitudinal centerline of vehicle 1) Total number of recorded instrument channels (curves) in the test Test commentary

VERNO TITLE TSTOBJ TSTDAT TSTPRF CONNO TSTREF TSTTYP TSTCFN TKSURF TKCOND TEMP RECTYP LINK

X

CLSSPD

X

IMPANG

X

OFFSET IMPPNT

X X X

TOTCRV TSTCOM

Vehicle Information

VEHNO MAKE MODEL YEAR NHTSANO BODY VIN ENGINE ENGDSP TRANSM VEHTWT WHLBAS VEHLEN VEHWID VEHCG STRSEP

Rowan University

Test vehicle identification number (designates vehicle 1 or 2) Manufacturer of the vehicle Model of the test vehicle Model year of the test vehicle NHTSA number for vehicle tracking purposes Test vehicle body type Vehicle Identification Number as assigned by the manufacturer Engine type of the vehicle Test vehicle engine displacement (liters) Type of transmission in the test vehicle Test weight of the vehicle or the impactor including all payload Measured or published value for the vehicle or impactor's wheelbase Measured or published value for the length of the vehicle or impactor Maximum width of the vehicle or impactor Vehicle center of gravity distance behind the front axle (along longitudinal axis)

X X X X X X X X X X X X X X X X

(D. Gabauer - 3/9/03)

VEHNO MAKE MODEL YEAR NHTSANO BODY VIN ENGINE ENGDSP TRANSM VEHTWT WHLBAS VEHLEN VEHWID VEHCG STRSEP

NHTSA VEHDB-1

Vehicle CR PTC

Element

Description

COLMEC MODIND MODDSC BX1 BX2 BX3 BX4 BX5 BX6 BX7 BX8 BX9 BX10 BX11 BX12 BX13 BX14 BX15 BX16 BX17 BX18 BX19 BX20 BX21 VEHSPD

Steering column collapse mechanism of the vehicle Indicates whether the vehicle has been modified Description of any modifications made to the vehicle Pretest vehicle measurement - length at centerline Pretest vehicle measurement - rear surface of vehicle to front of engine Pretest vehicle measurement - rear surface of vehicle to firewall Pretest vehicle measurement - rear surface of vehicle to upper leading edge of right door Pretest vehicle measurement - rear surface of vehicle to upper leading edge of left door Pretest vehicle measurement - rear surface of vehicle to lower leading edge of right door Pretest vehicle measurement - rear surface of vehicle to lower leading edge of left door

X

Pretest vehicle measurement - rear surface of vehicle to upper trailing edge of right door

X

Pretest vehicle measurement - rear surface of vehicle to upper trailing edge of left door

X

Pretest vehicle measurement - rear surface of vehicle to lower trailing edge of right door

X X X X X X X X

CRBANG PDOF BMPENG SILLENG APLENG DPD1 DPD2 DPD3 DPD4 DPD5 DPD6 VDI LENCNT DAMDST CRHDST AX1 AX2 AX3 AX4 AX5

Rowan University

PC

TI

TI

PC

Environment CR PTC

TI

Derived Variables

Element

X X

CRBANG

X

Pretest vehicle measurement - rear surface of vehicle to lower trailing edge of left door Pretest vehicle measurement - rear surface of vehicle to bottom of A post, right side Pretest vehicle measurement - rear surface of vehicle to bottom of A post, left side Pretest vehicle measurement - rear surface of vehicle to firewall, right side Pretest vehicle measurement - rear surface of vehicle to firewall, left side Pretest vehicle measurement - rear surface of vehicle to steering column Pretest vehicle measurement - center of steering column to A post Pretest vehicle measurement - center of steering column to headliner

X X X X

Crabbed angle - measured clockwise from the longitudinal axis to the velocity vector of the vehicle Principal direction of force - angle between the vehicle's longitudinal axis and the impulse vector (clockwise is positive) Bumper engagement (only for 2 vehicles moving along the same longitudinal axis) 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 distance Damage profile distance Damage profile distance Damage profile distance Damage profile distance Damage profile distance Vehicle damage index - based on SAE J224a Total length of indentation (total contact damage length) Distance between the center of the damaged area and the center of gravity axis Indicates the maximum static crush distance (regardless of location) Post-test vehicle measurement - total vehicle length at centerline Post-test vehicle measurement - rear surface of vehicle to front of engine Post-test vehicle measurement - rear surface of vehicle to firewall Post-test vehicle measurement - rear surface of vehicle to upper leading edge of right door Post-test vehicle measurement - rear surface of vehicle to upper leading edge of left door

Human CR PTC

COLMEC MODIND MODDSC BX1 BX2 BX3 BX4 BX5 BX6 BX7 BX8 BX9 BX10 BX11 BX12 BX13 BX14 BX15 BX16 BX17 BX18 BX19 BX20 BX21 VEHSPD

X X X X X X X X

Pretest vehicle measurement - rear surface of vehicle to right side of front bumper Pretest vehicle measurement - rear surface of vehicle to left side of front bumper Pretest vehicle measurement - length of engine block Resultant speed of the vehicle immediately before impact

PC

X

PDOF

X X X

BMPENG SILLENG APLENG DPD1 DPD2 DPD3 DPD4 DPD5 DPD6 VDI LENCNT DAMDST CRHDST AX1 AX2 AX3 AX4 AX5

(D. Gabauer - 3/9/03)

X X X X X X X X X X X X X X X

NHTSA VEHDB-2

Element

Description

AX6 AX7 AX8 AX9 AX10 AX11 AX12 AX13 AX14 AX15 AX16 AX17 AX18 AX19 AX20 AX21 CARANG

Post-test vehicle measurement - rear surface of vehicle to lower leading edge of right door Post-test vehicle measurement - rear surface of vehicle to lower leading edge of left door Post-test vehicle measurement - rear surface of vehicle to upper trailing edge of right door Post-test vehicle measurement - rear surface of vehicle to upper trailing edge of left door Post-test vehicle measurement - rear surface of vehicle to lower trailing edge of right door Post-test vehicle measurement - rear surface of vehicle to lower trailing edge of left door Post-test vehicle measurement - rear surface of vehicle to bottom of A post, right side Post-test vehicle measurement - rear surface of vehicle to bottom of A post, left side Post-test vehicle measurement - rear surface of vehicle to firewall, right side Post-test vehicle measurement - rear surface of vehicle to firewall, left side Post-test vehicle measurement - rear surface of vehicle to steering column Post-test vehicle measurement - center of steering column to A post Post-test vehicle measurement - center of steering column to headliner Post-test vehicle measurement - rear surface of vehicle to right side of front bumper Post-test vehicle measurement - rear surface of vehicle to left side of front bumper Post-test vehicle measurement - length of engine block Angle of moving test cart (rollover test) Vehicle orientation on moving cart (angle between longitudinal axis of vehicle and direction of cart motion) Vehicle commentary for any special vehicle features

VEHOR VEHCOM

PC

Vehicle CR PTC

TI

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables

Element

AX6 AX7 AX8 AX9 AX10 AX11 AX12 AX13 AX14 AX15 AX16 AX17 AX18 AX19 AX20 AX21 CARANG

X X X X X X X X X X X X X X X X X

VEHOR

X X

VEHCOM

Barrier Information BARRIG

Indicates a rigid or deformable barrier

X

BARRIG

BARSHP

Indicates the type of barrier

X

BARSHP

X

BARANG BARDIA BARCOM

Magnitude of the angle between the vehicle path and the perpindicular to a barrier BARANG Diameter of a pole barrier BARDIA Barrier commentary BARCOM Occupant Information Test vehicle identification number (designates vehicle 1 or 2) VEHNO Indication of the location of the test occupant in the vehicle OCCLOC Type of test occupant (dummy, cadaver, human volunteer) OCCTYP Age of the non-dummy test occupant (cadaver or human) OCCAGE Sex of the test occupant (applies to all except child dummies) OCCSEX Height of the non-dummy test occupant (mm) OCCHT Weight of the non-dummy test occupant OCCWT Method used to calibrate the dummy test occupant MTHCAL Indicates the size percentile of the dummy test occupant DUMSIZ Manufacturer and serial number of the dummy occupant DUMMAN Description of any modifications made to a prototype dummy test occupant DUMMOD Description of the calibrationand substitution of parts in a dummy test occupant DUMDSC Clearance distance - head to windshield header HH Clearance distance - head to windshield HW Clearance distance - head to side header HR Clearance distance - head to side window HS Clearance distance - chest to dash CD Clearance distance - chest to steering wheel CS Clearance distance - arm to door AD

Rowan University

X X X X X X X X X X X X X X X X X X X X X

(D. Gabauer - 3/9/03)

VEHNO OCCLOC OCCTYP OCCAGE OCCSEX OCCHT OCCWT MTHCAL DUMSIZ DUMMAN DUMMOD DUMDSC HH HW HR HS CD CS AD

NHTSA VEHDB-3

Vehicle CR PTC

Human/Occupant CR PTC TI

Environment CR PTC

Derived Variables

Element

Description

HD KD HB NB CB KB SEPOSN CNTRH1 CNTRH2 CNTRC1 CNTRC2 CNTRL1 CNTRL2 HIC T1 T2 CLIP3M LFEM RFEM CSI LBELT SBELT

Clearance distance - hip to door Clearance distance - knees to dash Clearance distance - head to seatback Clearance distance - neck to seatback Clearance distance - chest to seatback Clearance distance - knee to seatback Position of the seat at the initiation of the test First point of contact for the test occupant's head Second point of contact for the test occupant's head First point of contact for the test occupant's chest or abdomen Second point of contact for the test occupant's chest or abdomen First point of contact for the test occupant's legs Second point of contact for the test occupant's legs Computed Head Injury Criterion value Lower boundary of the time interval over which the HIC was computed Upper boundary of the time interval over which the HIC was computed Thorax region peak acceleration measurement Left femur peak load measurement Right femur peak load measurement Chest severity index computed value Maximum tension load on the lap belt Maximum tension load on the shoulder belt

TTI

Thoracic Trauma Index - computed from the maximum rib and lower spine peak accelerations

X

TTI

PELVG

Pelvis injury criterion - peak lateral acceleration on the pelvis

X

PELVG

OCCCOM

Occupant commentary

X

OCCCOM

PC

TI

PC

PC

TI

X X X X X X X X X X X X X X X X X X X X X X

Element

HD KD HB NB CB KB SEPOSN CNTRH1 CNTRH2 CNTRC1 CNTRC2 CNTRL1 CNTRL2 HIC T1 T2 CLIP3M LFEM RFEM CSI LBELT SBELT

Occupant Restraints Information VEHNO

Test vehicle identification number (designates vehicle 1 or 2)

OCCLOC

Indicates the location of the test occupant within the vehicle

X

X

VEHNO OCCLOC

RSTNO

Restraint number (sequentially assigned number for each restraint in use for a given occupant)

X

RSTNO

RSTTYP

Type of restraint system in use at a given occupant location

X

RSTTYP

RSTMNT

Indicates the interior components to which the restraint system is mounted

DEPLOY

Describes deployment performance of inflatable restraints (or firing of belt pretensioners)

RSTCOM

Restraint commentary

RSTMNT

X

DEPLOY

X

Instrumentation Information Test vehicle identification number (designates vehicle 1 or 2) VEHNO Curve number - sequential value assigned to specific sensor and data curve CURNO Indicates the type of sensor used for collecting measurements SENTYP

X

RSTCOM

X X

VEHNO CURNO SENTYP

X

SENLOC

X

SENATT

X

SENATT

Indicates the location of the test occupant or corresponding occupant restraint to which the sensor is attached Indication of where the sensor is attached (i.e. right A pillar, engine, etc.)

AXIS

Axis direction for sensors measuring vector quantities

X

AXIS

XUNITS

Unit of the independent coordinate

X

XUNITS

SENLOC

Rowan University

(D. Gabauer - 3/9/03)

NHTSA VEHDB-4

Element

Description

Unit used to measure the signal of the sensor data YUNITS Cutoff frequency in Hz of a low pass filter applied to the signal PREFIL Manufacturer of the instrument INSMAN Most recent calibration date of the instrument CALDAT Indicates the maximum value that can be accurately measured by the recording system INSRAT Full scale maximum value of the data based on the actual test setup (% of INSRAT) CHLMAX Initial velocity of the sensor (linear accelerometers) INIVEL Index number of the first point in the data array NFP Index number of the last point in the data array NLP Time increment of the measurement (microseconds) DELT Indicates the status of the data as it appears in the submission (indicates signal validity) DASTAT Indicates whether the data channel is primary or redundant CHSTAT Intrumentation commentary INSCOM High Speed Digital Video Information Camera number CAMNO Test reference number TSTREF Video frame number scale factor (to convert to time value) VSCFACTOR Description of the view of this high speed camera DESC Camera commentary COMMENT

Rowan University

PC

Vehicle CR PTC

TI

PC

Human/Occupant CR PTC TI

PC

Environment CR PTC

TI

Derived Variables

X X X X X X X X X X X X X X X X X X

(D. Gabauer - 3/9/03)

Element

YUNITS PREFIL INSMAN CALDAT INSRAT CHLMAX INIVEL NFP NLP DELT DASTAT CHSTAT INSCOM CAMNO TSTREF VSCFACTOR DESC COMMENT

NHTSA VEHDB-5

Trucks Involved in Fatal Accidents (TIFA) Data Element Classification Attribute/Timing Human Vehicle Environment

Pre-Crash (PC)

Crash (CR)

Data Element

Description

AccidentFactor1 AccidentFactor2 AccidentFactor3 AccidentHour AccidentMinute AccidentType Age AirBag AlchoholResults AlchoholTest AlchoholTestType Alignment Authority* AvoidType Axles BodyType CabStyle CargoBodyType CargoSpill CarrierType CaseNumber CaseState City CombWeight CommLicense ConstrZone County DayofMonth DayofWeek DeathDay DeathHour DeathMinute DeathMonth DeathYear Deformed DriverDrinking DriverFactor1 DriverFactor2 DriverFactor3 DriverFactor4 DriverHeight DriverPresent DriverWeight DrugResults1 DrugResults2 DrugResults3 DrugTestType DrugTestType1 DrugTestType2 DrugTestType3 Drugs DrunkDrivers

First factor related to accident Second factor related to accident Third factor related to accident Hour in which accident occurred (hh) Minute in which accident occurred (mm) Type of accident Age of occupant Air bag availability/function Alcohol test results Alcohol test type Alcohol determination Roadway alignment Operating authority Crash avoidance manuever Number of axles Vehicle body type Cab style Cargo body type Cargo spillage Carrier type Case number Case state Gsa geographical city code Gross combination weight Commericial motor vehicle license status Construction/maintenance zone County in which accident occurred Day of month in which accident occurred Day of week in which accident occurred Day of month of death of accident victim Hour of death of accident victim (hh) Minute of death of accident victim (mm) Month of accident victim death Year of death of accident victim Vehicle deformation Alchohol involvement of driver First driver factor related to accident Second driver factor related to accident Third driver factor related to accident Fourth driver factor related to accident Driver height Driver presence Driver weight Drug test results-1 Drug test results-2 Drug test results-3 Drug determination Drug test type-1 Drug test type-2 Drug test type-3 Drug involvement Number of drinking drivers

Rowan University

Post-Crash (PTC)

Time Invariant (TI)

PC

Vehicle CR PTC

TI

PC

X

Human CR PTC

TI

PC X X X

Environment CR PTC

TI

Derived Variables

X X X

X X

X X X X X X X X X X X X

X X X X X X X X X X X X X X X X

X X X X X X X X

X

X X X X X

X X X X X X

(D. Gabauer - 3/26/03)

Data Element AccidentFactor1 AccidentFactor2 AccidentFactor3 AccidentHour AccidentMinute AccidentType Age AirBag AlchoholResults AlchoholTest AlchoholTestType Alignment Authority* AvoidType Axles BodyType CabStyle CargoBodyType CargoSpill CarrierType CaseNumber CaseState City CombWeight CommLicense ConstrZone County DayofMonth DayofWeek DeathDay DeathHour DeathMinute DeathMonth DeathYear Deformed DriverDrinking DriverFactor1 DriverFactor2 DriverFactor3 DriverFactor4 DriverHeight DriverPresent DriverWeight DrugResults1 DrugResults2 DrugResults3 DrugTestType DrugTestType1 DrugTestType2 DrugTestType3 Drugs DrunkDrivers

TIFA-1

Data Element

Description

EMSArrivalHour EMSArrivalMin EMSNotifiedHour EMSNotifiedMin Ejection EjectionPath EmergencyUse EmptyWeight Extrication Fatalities FaxMail* FederalAid Fire FuelType HarmEventVehicle HarmfulEvent HazardousCargo Hispanic HitRun Hospital HoursDriving InitialImpact Injuries InjuriesOther InjuriesPain InjuriesSevere InjuriesUnknown InjuryType Interview Jackknife JulianDate LagHours LandUse Lanes Latitude Length LicenseClass LicenseEndorse LicenseRestrict LicenseState LicenseStatus LightCondition Longitude MCS50T* Maneuver MannerCollision Milepoint ModelYear Month MonthFirstAccident MonthLastAccident MotorCarrierID NHS OccupantDrinking OccupantNumber OccupantType Occupants OperationArea* OwnerOperator Persons PoliceReport

Ems arrival time (hh) Ems arrival time (mm) Ems notification time (hh) Ems notification time (mm) Ejection type Ejection path Emergency vehicle used Empty combination weight Extrication type Number of fatalities Fax/mail Federal aid system Fire occurrence Fuel type Harmful event, vehicle Harmful event, accident Hazardous cargo Type of hispanic origin Hit and run Occupant taken to hospital Hours driving Initial impact (clock direction) Number of accident injuries, total Number of accident injuries, not incapacitating Number of accident injuries, complaint of pain Number of accident injuries, incapacitating Number of accident injuries, unknown Type of injury Interview conducted Jackknife Accident date - julian Number of hours between time of death and accident Land use Number of lanes Rail/grade crossing latitude Vehicle length License class compliance Compliance with license endorsements Compliance with license restrictions Driver license state Driver license status Light condition Rail/grade crossing longitude Mcs50t Vehicle maneuver Manner of collision Mile point Vehicle model year Month in which accident occurred Month of drivers first accident Month of drivers last accident Motor carrier id National highway system Alchohol involvement of accident victim Occupant number Type of occupant Number of occupants in accident Area of operation Owner/operator Number of occupant forms Police report

Rowan University

PC

Vehicle CR PTC

TI

PC

Human CR PTC X X X X X X

TI

PC

Environment CR PTC

TI

Derived Variables

X X X X X X X X X X X X X X X X X X X X X X X X

X X X X X X X X X X X X X X X

X X X X X X X X X X X X X X X

X X X

(D. Gabauer - 3/26/03)

Data Element EMSArrivalHour EMSArrivalMin EMSNotifiedHour EMSNotifiedMin Ejection EjectionPath EmergencyUse EmptyWeight Extrication Fatalities FaxMail* FederalAid Fire FuelType HarmEventVehicle HarmfulEvent HazardousCargo Hispanic HitRun Hospital HoursDriving InitialImpact Injuries InjuriesOther InjuriesPain InjuriesSevere InjuriesUnknown InjuryType Interview Jackknife JulianDate LagHours LandUse Lanes Latitude Length LicenseClass LicenseEndorse LicenseRestrict LicenseState LicenseStatus LightCondition Longitude MCS50T* Maneuver MannerCollision Milepoint ModelYear Month MonthFirstAccident MonthLastAccident MotorCarrierID NHS OccupantDrinking OccupantNumber OccupantType Occupants OperationArea* OwnerOperator Persons PoliceReport

TIFA-2

Data Element

Description

PowerUnitType PrincipalImpact PriorAccidents PriorDWI PriorOther PriorSpeeding PriorSuspension PwrUnitAxles PwrUnitCargo PwrUnitCargoWgt PwrUnitEmptyWgt PwrUnitHazmat PwrUnitLength PwrUnitLiftAxles PwrUnitMake PwrUnitYear Question1 Question10 Question2 Question3 Question4 Question5 Question6 Question7 Question8 Question9 Race RailCrossingID RegistrationState RelJuntion RelRoad Restraint RoadwayClass RoadwayProfile Rollover RouteSigning SampleWeight* SchoolBus SeatingPos Sex Sleeper SpecialJur SpecialUse SpecificCargo Speed SpeedLimit State StateFIPS StateName StraightBodyOther StraightBodyStyle SurfaceCondition SurfaceType Towaway TowedVehicle TrafficDevice TrafficFlow TrafficFunct TrafficIdent* Trailer1Axles

Power unit type Principal impact Prior accidents Prior dwi convictions Prior convictions, other moving violations Prior speeding convictions Prior suspensions and revocations Power unit, number of axles Power unit, cargo Power unit, cargo weight Power unit, empty weight Power unit, hazardous cargo Power unit, length Power unit, lift axles Power unit, make Power unit, year 1st question derived 10th question derived 2nd question derived 3rd question derived 4th question derived 5th question derived 6th question derived 7th question derived 8th question derived 9th question derived Race of occupant Rail/grade crossing id State in which vehicle is registered Relation to junction Relation to road Restraint system use Roadway function class Roadway profile Rollover Route signing Sample weight School bus involved Seating position of occupant in accident Sex of the occupant Sleeper present Special jurisdiction Special use Specific cargo Estimated travel speed at time of accident Speed limit State in which accident occurred State fips in which accident occurred State name in which accident occurred Straight truck, other body style Straight truck, body style Roadwy surface condition Roadway surface type Manner leaving scene Towed trailing unit involved Traffic control device Traffic flow type Traffic control functioning Traffic identifier First trailer, number of axles

Data Element

Description

Rowan University

PC

Vehicle CR PTC

TI X

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X Vehicle

(D. Gabauer - 3/26/03)

Human

Environment

Derived

Data Element PowerUnitType PrincipalImpact PriorAccidents PriorDWI PriorOther PriorSpeeding PriorSuspension PwrUnitAxles PwrUnitCargo PwrUnitCargoWgt PwrUnitEmptyWgt PwrUnitHazmat PwrUnitLength PwrUnitLiftAxles PwrUnitMake PwrUnitYear Question1 Question10 Question2 Question3 Question4 Question5 Question6 Question7 Question8 Question9 Race RailCrossingID RegistrationState RelJuntion RelRoad Restraint RoadwayClass RoadwayProfile Rollover RouteSigning SampleWeight* SchoolBus SeatingPos Sex Sleeper SpecialJur SpecialUse SpecificCargo Speed SpeedLimit State StateFIPS StateName StraightBodyOther StraightBodyStyle SurfaceCondition SurfaceType Towaway TowedVehicle TrafficDevice TrafficFlow TrafficFunct TrafficIdent* Trailer1Axles Data Element

TIFA-3

Data Element

Description

Trailer1Body Trailer1Cargo Trailer1CargoWgt Trailer1EmptyWgt Trailer1Hazmat Trailer1Length Trailer1LiftAxles Trailer1Other Trailer1Type Trailer2Axles Trailer2Body Trailer2Cargo Trailer2CargoWgt Trailer2EmptyWgt Trailer2Hazmat Trailer2Length Trailer2LiftAxles Trailer2Other Trailer2Type Trailer3Axles Trailer3Body Trailer3Cargo Trailer3CargoWgt Trailer3EmptyWgt Trailer3Hazmat Trailer3Length Trailer3LiftAxles Trailer3Other Trailer3Type Trailers TripType TruckFuelCode TruckModel TruckType TruckWeight Underride Uninjured VIN VINLength VehConfig VehInjuriesFatal VehInjuriesOther VehInjuriesPain VehInjuriesSevere VehInjuriesUnknown VehicleCode VehicleConfig VehicleFactor1 VehicleFactor2 VehicleFatalities VehicleMake VehicleModel VehicleNumber VehicleOwner VehicleRole VehicleUninjured Vehicles Violation Violation1 Violation2 Violation3

First trailer, body First trailer, cargo First trailer, cargo weight First trailer, empty weight First trailer, hazardous cargo First trailer, length First trailer, lift axles First trailer, other body First trailer type Second trailer, number of axles Second trailer, body Second trailer, cargo Second trailer, cargo weight Second trailer, empty weight Second trailer, hazardous cargo Second trailer, length Second trailer, lift axles Second trailer, other body Second trailer, type Third trailer, number of axles Third trailer, body Third trailer, cargo Third trailer, cargo weight Third trailer, empty weight Third trailer, hazardous cargo Third trailer, length Third trailer, lift axles Third trailer, other body Third trailer type Number of trailers Trip type Truck fuel code Truck model Type of truck (using vin series) Truck weight code Underride/override Number non-injuries in accident Vehicle identification number Length of the vehicle identification number Vehicle configuration Number of vehicle injuries, fatal Number of vehicle injuries, not incapacitating Number of vehicle injuries, complaint of pain Number of vehicle injuries, incapacitating Number of vehicle injuries, unknown Vehicle combination code Vehicle configuration First vehicle factor related to accident Second vehicle factor related to accident Number of vehicle fatalities Vehicle make Vehicle model Vehicle number Registered vehicle owner type Vehicle role Number of vehicle non-injuries Number of vehicles in accident Violations charged Additional violations charged Additional violations charged Additional violations charged

Rowan University

PC

CR

PTC

TI X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

PC

CR

PTC

TI

PC

CR

PTC

TI

Variables

X

X X X X X X X X X X X X X X X X X X X X X X X X X X

(D. Gabauer - 3/26/03)

Data Element Trailer1Body Trailer1Cargo Trailer1CargoWgt Trailer1EmptyWgt Trailer1Hazmat Trailer1Length Trailer1LiftAxles Trailer1Other Trailer1Type Trailer2Axles Trailer2Body Trailer2Cargo Trailer2CargoWgt Trailer2EmptyWgt Trailer2Hazmat Trailer2Length Trailer2LiftAxles Trailer2Other Trailer2Type Trailer3Axles Trailer3Body Trailer3Cargo Trailer3CargoWgt Trailer3EmptyWgt Trailer3Hazmat Trailer3Length Trailer3LiftAxles Trailer3Other Trailer3Type Trailers TripType TruckFuelCode TruckModel TruckType TruckWeight Underride Uninjured VIN VINLength VehConfig VehInjuriesFatal VehInjuriesOther VehInjuriesPain VehInjuriesSevere VehInjuriesUnknown VehicleCode VehicleConfig VehicleFactor1 VehicleFactor2 VehicleFatalities VehicleMake VehicleModel VehicleNumber VehicleOwner VehicleRole VehicleUninjured Vehicles Violation Violation1 Violation2 Violation3

TIFA-4

Data Element

Description

Weather WeightClass Width WorkFatality Year YearFirstAccident YearLastAccident

Weather condition Vehicle weight (using vin series), by weight class Vehicle width Fatal injury at work Year in which accident occurred Year of drivers first accident Year of drivers last accident

PC

Vehicle CR PTC

TI

PC

Human CR PTC

TI

PC X

Environment CR PTC

X X

TI

Derived Variables X

X X X X

Data Element Weather WeightClass Width WorkFatality Year YearFirstAccident YearLastAccident

*Note: These variables have been classified without detailed information. The database provider has been contacted regarding the additional data required for accurate classification.

Rowan University

(D. Gabauer - 3/26/03)

TIFA-5

Motor Carrier Management Information System (MCMIS) Data Element Classification Attribute/Timing Human Vehicle Environment

Pre-Crash (PC)

Crash (CR)

Post-Crash (PTC)

Time Invariant (TI)

Data Element

Description

Acdtcnty Acdtdate Acdtmun

Currdate

The 3-digit worldwide geographical code for the county in which the crash occurred. The date on which the crash occurred. The name of the municipality (city or township) in which the crash occurred. The 5-digit code for the municipality (city or township) in which the crash occurred as implemented by fips pub 55-2. The street address or highway number where the crash occurred. The military time at which the crash occurred. The total number of vehicles or vehicle combinations involved in the crash. (includes all trucks, buses, and other vehicles, such as cars and pedalcycles) Indicates whether the census number is still active or inactive in MCMIS. The agency that was responsible for investigating and reporting the crash. Application or program which last updated the record on the database. 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. 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. Federally-assigned interstate commerce commission motor carrier identification number. Indication that no identification number was available. State number issued by the public utility commission, public service commission, or other state agency to the carrier reported under carrier name. State/district that issued the state census number 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. Name of the individual, partnership, or corporation responsible for the transportation of goods or persons. Source of the name reported under carrier name. State/district of the principal place of business of the carrier reported under carrier name. Street address for the principal place of business of the carrier reported under carrier name. Zip code of the principal place of business of the carrier reported under carrier name Indicates how census number was assigned. State in carrier's physical address from census database record. 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. Was citation issued 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. System-date when the last update was made to the database record.

Currtime

System-time, using 24-hour clock, at which the last change was made to the database record.

Drvcond Dvrlicclass Dvrlicvalid Errcd1 Errcd2 Errcd3

Apparent condition of the driver at the time of the crash. Driver license class Valid driver license Code assigned by edit checks in the upload process. Code assigned by edit checks in the upload process. Code assigned by edit checks in the upload process. This indicates that the record was received from the FARS database and not uploaded from the state. Number of persons killed in or outside a vehicle at the scene of the crash. Indication of whether the crash was federally recordable. Filler Date the status code is set to 'C', 'N', 'H' or 'I'.

Acdtmuncd Acdtstr Acdttime Acdtvehics Actvind Agency Appchngd Barrio Carrcity Carrcitycd Carridic Carridno Carridsn Carridst Carridus Carrname Carrsour Carrstat Carrstr Carrzip Censsrce Censst Censusind Chngdate Citationissued Cmlvehicax

Farsflag Fatality Fedrptcd Filler Finaldate

Rowan University

PC

Vehicle CR PTC

(D. Gabauer - 3/26/03)

TI

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables X

X X X

Data Element Acdtcnty Acdtdate Acdtmun Acdtmuncd Acdtstr Acdttime

X X X

Acdtvehics

X X X X

Actvind Agency Appchngd Barrio

X

Carrcity X

Carrcitycd Carridic Carridno

X X

Carridsn

X X

Carridst

X

Carridus Carrname

X X X X X X X X X

X X X

X

Carrsour Carrstat Carrstr Carrzip Censsrce Censst Censusind Chngdate Citationissued Cmlvehicax

X X

Currdate

X

Currtime

X X X

Drvcond Dvrlicclass Dvrlicvalid Errcd1 Errcd2 Errcd3

X

Farsflag

X X X X

Fatality Fedrptcd Filler Finaldate

X X X

MCMIS-1

Data Element

Description

Fiscyear

The fiscal year of the carrier reported under carrier name. 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. 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 name found on the middle of the placard, if applicable. 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. Indication as to whether the motor carrier is interstate (Y) or intrastate (N). Light condition at the time and place of the crash. System-date when the record was first added to the database. Month of crash Number of crashes Badge number of the officer completing the police crash report. 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 crash The degree that access to abutting land, light, air, or view in connection with a highway is fully controlled by public authority. The condition of the road surface at the time and location of the crash. The degree of trafficway division at the place of the crash. The state/district issuing the license plate of the motor vehicle. The numeric, alphanumeric, or alphabetic characters, exactly as displayed, on the motor vehicle plate. The state that reported the crash. 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. Numeric code for the fourth event in the crash for the motor carrier. SAFETYNET 2000 database primary key for the record. This field is used to identify the vehicles in a multiply vehicle crash. Numeric code for the first event in the crash for the motor carrier. Numeric code for the third event in the crash for the motor carrier. Numeric code for the second event in the crash for the motor carrier. Date of database used by SAFETYNET to assign census-number. Date record is extracted from database and sent through the census search process. State abbreviation in which crash occurred State name in which crash occurred State fips in which crash occurred Indication of whether the crash was state reportable. Processing status of record. Indication of whether one or more motor vehicles were disabled and transported away from the scene by a tow truck or another vehicle. Type of transaction of this record. (a=add, d=delete, or c=change) Date of last transaction. Indication of whether the vehicle involved in the crash was a truck (t) or bus (b). Remainder of uploaded DOT-number. The combined field is used in the carrier match process. Date the record was prepared to be uploaded to MCMIS (from SAFETYNET) This is the first character of the DOT-number. Indicates if SAFETYNET used matchware to determine the uploaded DOT-number. This is the ID of the user who made the last change to record on the mainframe. Gross weight of vehicle The cargo body type of the motor vehicle. The configuration of the motor vehicle. Weight rating of the power unit of the vehicle. Vehicle Identification Number (VIN) 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

Haz1dig Haz4dig Hazcargcd Hazname Hazplac Injury Interstate Light Mcmisadddate Month NumCrash OffidentNo Origrcdkey Quarter* Rdaccess Rdsurf Rdtway Regpljuris Regplno Reportstate Rptnum Seqfour Seqid Seqnum Seqone Seqthre Seqtwo Snsrchdate Srchdate State StateName Statefips Staterpt Statuscd Towaway Trancode Trandate Truckbus Uplcensno Upldate Uplfirstbyte Uplsrchind Userid Vehcgvw Vehiccargo Vehicconf Vehicgvwr Vehicidno Vernum Weather Year

PC

Vehicle CR PTC

TI

PC

Human CR PTC

TI

PC

Environment CR PTC

TI

Derived Variables X

Fiscyear Haz1dig

X

Haz4dig

X X

Data Element

Hazcargcd

X

X

Hazname Hazplac Injury Interstate Light Mcmisadddate Month NumCrash OffidentNo

X

Origrcdkey

X X X

X

X X X X X

X

X

Quarter*

X

Rdaccess

X

Rdsurf Rdtway Regpljuris

X X

Regplno

X

X

X

Reportstate

X

Rptnum

X X X

X X X

X X X X X X X X X X

Seqfour Seqid Seqnum Seqone Seqthre Seqtwo Snsrchdate Srchdate State StateName Statefips Staterpt Statuscd Towaway

X X X X X X X X X X X X X X X X X

Trancode Trandate Truckbus Uplcensno Upldate Uplfirstbyte Uplsrchind Userid Vehcgvw Vehiccargo Vehicconf Vehicgvwr Vehicidno Vernum Weather Year

*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