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Crash Modification Factors in the Highway Safety Manual: A Review (2023)

Chapter: Chapter 6 - Identification of Adjustment Factors for SPFs Estimated in NCHRP Project 17-62

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Suggested Citation:"Chapter 6 - Identification of Adjustment Factors for SPFs Estimated in NCHRP Project 17-62." National Academies of Sciences, Engineering, and Medicine. 2023. Crash Modification Factors in the Highway Safety Manual: A Review. Washington, DC: The National Academies Press. doi: 10.17226/27015.
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Suggested Citation:"Chapter 6 - Identification of Adjustment Factors for SPFs Estimated in NCHRP Project 17-62." National Academies of Sciences, Engineering, and Medicine. 2023. Crash Modification Factors in the Highway Safety Manual: A Review. Washington, DC: The National Academies Press. doi: 10.17226/27015.
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27   Identification of Adjustment Factors for SPFs Estimated in NCHRP Project 17-62 6.1 Background NCHRP 17­62, “Improved Prediction Models for Crash Types and Crash Severities,” estimated base SPFs for segments and intersections on rural two­lane roads, rural multilane roads, and urban and suburban arterials (Ivan et al. 2021). NCHRP 17­62 did not estimate CMFs (also called SPF adjustment factors) for these base SPFs. NCHRP 17­72 was tasked with identifying CMFs from the CMF Clearinghouse that can be used as adjustment factors with the base SPFs esti­ mated in NCHRP 17­62. 6.2 Approach and Outcomes The process used to identify the CMFs was based on (1) the identification of segment and intersection SPFs developed in NCHRP 17­62 and (2) a review of the CMFs in the clearinghouse on an SPF­by­SPF basis to identify those CMFs that match the SPF base conditions. In the case of intersections, with a couple of exceptions, the base conditions included in the signal SPFs of the HSM were extended to the NCHRP 17­62 SPFs. The exceptions were (1) a change in the base condition for lighting presence at signalized intersections from “lighting not present” to “lighting is present” and (2) removal of the “left­turn phase not present” base condition for the Chapter 12 signal SPFs. In general, the CMFs were required to have a quality rating that met or exceeded one or both of the following threshold values: • Legacy star rating in the CMF Clearinghouse of 3, 4, or 5 stars and • NCHRP 17­72 CMF rating of ≥100. In most cases, the recommended CMFs were based on CMFs from one study. In a few cases, when two more CMFs were identified as applicable to a specific NCHRP 17­62 SPF and associ­ ated base condition, they were tested for suitability for combination and, if suitable, combined to produce an overall average CMF. This test and combination used the procedure described in Appendix A of the final report for NCHRP Project 17­63 (Carter et al. 2022). For segments, CMFs could be identified for the following roadway elements: • Modify shoulder width on rural two­lane undivided segments; • Modify right shoulder width of rural nonfreeway four­lane divided or undivided segments; • Install snowplowable, permanent raised pavement markers on rural two­lane undivided segments; • Change median width on rural and urban four­lane nonfreeway divided segments; • Change vertical grade of road on rural two­lane undivided segments; C H A P T E R 6

28 Crash Modification Factors in the Highway Safety Manual: A Review • Install passing or climbing lane on rural two­lane segments; • Install a short four­lane section on rural two­lane segments; • Modify lane width on rural two­lane undivided segments; • Modify horizontal curvature on rural two­lane undivided segments; • Modify driveway density on rural two­lane undivided segments; • Improve roadside on rural two­lane undivided segments; • Install TWLTLs on rural two­lane undivided segments; and • Install shoulder or centerline rumble strips on rural or urban two­lane undivided segments. For intersections, CMFs could be identified for the following intersection design elements or traffic control features: • Left­turn bay, • Right­turn bay, • Skew angle, • Enforcement of red­light­running cameras, • Prohibition of right turn on red, and • Intersection lighting. Appendix I provides the recommended CMFs for roadway segments, and Appendix J provides the recommended CMFs for intersections. For each treatment, the following information is provided: • Description of the treatment, • Description of the application circumstances to which the CMF applies (i.e., area type, number of lanes, median type, treatment location, intersection vs. nonintersection), • Details on the study that provides the CMF and the CMF values and formulas, • Recommended CMF for each crash/severity type in the NCHRP 17­62 SPFs to which the CMF may apply, • Comments and assumptions related to applying the CMF or a description of how the recom­ mended CMF was derived in order to apply to the NCHRP 17­62 SPFs, and • A reference to the original study.

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Highway safety practitioners were given a significant new tool in 2010 with the publication of the AASHTO Highway Safety Manual. In the HSM, crash modification factors (CMFs) were provided to estimate the safety effects for a variety of treatments or countermeasures.

The TRB National Cooperative Highway Research Program's NCHRP Research Report 1029: Crash Modification Factors in the Highway Safety Manual: A Review assesses the current criteria and existing process for evaluating and identifying the quality of CMFs for appropriate use with the HSM and presents proposed revisions to the criteria and process, including how existing and new CMFs may be incorporated in the HSM. The evaluation criteria are applied to identify and assess CMFs.

Supplemental to the report are NCHRP Web-Only Document 352: Crash Modification Factors in the Highway Safety Manual: Resources for Evaluation and a presentation on the work done to develop NCHRP Research Report 1029.

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