Forrest M. Council
University of North Carolina
Highway Safety Research Center
730 Airport Road
Chapel Hill, NC 27599-3430
Anusha patel Nujjetty
Soumya Sharma
LENDIS Corporation
Turner Fairbank Highway Research Center
Federal Highway Administration
6300 Georgetown Pike
McLean, VA 22101-2296
Federal Highway Administration
Office of Safety and Traffic Operations Research &
Development
U.S. Department of Transportation
Washington, DC 20590
Revised, June 2015
The Minnesota data system includes the following basic files:
For ease of use, the three accident subfiles, the Roadlog File, and the Intersection File have been converted to SAS files. The Traffic file (volume data) and data from the Reference Post file (True Mileage) have been merged with the Roadlog file beginning with 1990 data, and no longer exist as separate files within HSIS. Raw file data are provided to the Highway Safety Research Center (HSRC) where they are retained as backup information. The documentation (variable listings, definitions, etc.) for these raw files and for the SAS files that are developed from them are available at Federal Highway Administration (FHWA) offices.
Beginning in 2004, the HSIS system was converted from a SYBASE relational database to an ORACLE relational database for internal use. Data files for a given State are linked and manipulated by HSIS staff using SAS code and, as in the past, we have continued to produce SAS format libraries for each of the variables in each of the files. This Guidebook will concern these SAS files - their formats, completeness, and quality. However, researchers requesting data from HSIS can request the output in various formats such as SAS, Microsoft Excel® and Access®, dBase, ASCII, etc.
The accident data are in three separate subfiles, the first containing the basic accident information on a case-by-case basis, and then separate files containing information on vehicles and occupants (injured occupants in 1985-90, injured plus some uninjured occupants in 1991, and all occupants beginning in 1992) in each accident case. The vehicle and occupant data (which includes pedestrians and bicyclists) can be linked to the basic accident data for a specific case using the accident report number and vehicle number. The accident subfile can be linked to the other major files (e.g., Roadlog, Intersection/Interchange) using three common variables -- route-system, route-number, and reference point. Beginning in 1991 the Minnesota Department of Transportation (MnDOT) made extensive changes in their accident reporting system. These will be described in more detail in the later text.
Unlike an Accident File record which is referenced to a point on the roadway, each record on the Roadlog File contains information on a homogeneous section of roadway (i.e., a stretch of road which is consistent in terms of characteristics), with each new section being defined by a new beginning reference point. Each record on this Roadlog File contains current characteristics of the road system including surface type and width, shoulder and median information, lane information, etc.
The Reference Post (“True Mileage”) File receives from MN contains "true mileage" information on some of the sections within the Roadlog File, primarily the Interstate and major arterials. Where available, this information is used in the calculation of the lengths of homogeneous sections in the Roadlog File. For sections where Reference Post File data do not exist, the section length is estimated by subtracting the beginning mile points for two consecutive sections of roadway. A 1990 HSIS staff analysis indicated that the use of these estimated section lengths based on mileposts (i.e., where “true mileage” is absent) appears sufficiently accurate for analyses conducted with HSIS data.
The Traffic File contains estimated count information (yearly AADT's) for a series of count stations located on all roadways described in the Roadlog File. It is maintained by the eight different MnDOT District Offices. This AADT information is linked to and included with the sections on the Roadlog File using the reference point. This file also contains AADT's for heavy commercial vehicles which are defined as vehicles with two axles and six tires or larger. The file is updated on a two-year cycle, and indications are that these traffic count data are excellent for the trunk line system and fairly good for the county state-aid systems. Again, please note that traffic data were merged with the Roadlog File beginning in 1987. The Traffic File also still remains a separate file on the HSIS system for years 1987 thru 1989, but is no longer available as a separate file on the HSIS system after 1989.
The Intersection/Interchange File contains information concerning intersections on major roadways that are maintained by the eight different MnDOT Districts across the state. It contains a number of different variables including approach lane information, entering AADT, intersection control type, and added details for signalized intersections. The file will contain intersections of US/US, US/state, and all interchanges.
Due to established priorities of effort, while HSIS staff receives the Bridge File, the raw data are not converted to an HSIS file. Contact HSIS staff for more information. As is the case with most States, the Bridge File data contain information on bridge structures across the State. The data are considered quite accurate since it is based on the federal bridge inventory. It is also noted that the MnDOT Bridge Division that updates this file has a file of pictures of each bridge that is greater than 10 feet in length.
Details of the Accident, Roadlog, Intersection/Interchange files and the traffic data are presented in the following section.
Minnesota law requires that an accident report be filed by the investigating police officer whenever there is injury in the crash or property damage of greater than $500 prior to 1994 and greater than $1,000 in August, 1994 and later. The accident data are controlled by the Department of Public Safety (DPS), where a group of coder/editors not only keys in the data, but also locates each of the accidents based on the inputs provided on the report by the investigating officer and a series of maps showing the route identification and locations of prominent features and intersections. While incorrectly coded locations are identified by MnDOT edit programs and are passed back to the coders for possible correction, DPS staff limitations have prevented correction of all such errors. Thus, from an engineering analysis standpoint, there remain some location errors in the system. However, given the relatively small percentage of location errors identified and the fact that the main result of these errors is to reduce the sample size of available accidents (a problem partially overcome by the large samples available for most HSIS-type analyses), the location information should be of higher quality than in most States. It is also noted that accidents that occur on interchange ramps are located to the center of the interchange. Thus, in bridge-related analyses, if the major route crosses over the minor route, the ramp accidents will be (erroneously?) located to the bridge.
MnDOT send an annual accident file to HSIS each year. Currently, there are 27 years of accident data in the linkable Minnesota files obtained for the HSIS -- 1985-2010. Prior to 1991, the original data set received from Minnesota included approximately 90,000 accidents per year and approximately 170,000 vehicles per year. However, for use in the HSIS system, the "citizen reports" (i.e., code "0" under "Officer Type’’) have been deleted due to both missing data and inherent biases in these reports. In addition, the very limited number of crashes which cannot be linked to the roadway file have also been deleted. This process has left approximately 71,000 - 73,000 crashes and 130,000 - 137,000 vehicles in the HSIS files for 1985-2010. Changes in the numbers of vehicles in the HSIS Vehicle subfiles track the changes in accidents very closely- there are no “abnormal” years.
The number of total crashes in 2003 is approximately 10,000 lower than for prior or subsequent years. Conversations with MN DOT staff indicated that this was during a transition to a new crash reporting system, and that almost all of the decrease would be in non-injury (PDO) crashes. HSIS quality control runs on critical variables indicated that the 2003 distributions are similar to other years. However, the user should be aware of this bias in the data.
Major changes which affect the consistency of the crash data across years include (1) changes to both the crash report form and computer systems used in crash coding and a statewide campaign to increase reporting in 1991, and (2) a change in the crash reporting threshold from $500 to $1000 in late 1994.
The Vehicle and Occupant subfiles are similar in format to those in other states. The Vehicle Subfile contains variables on both the vehicle (e.g., make, model, type, direction traveling, contributing factors), and on the driver (e.g., age, sex, physical condition). The Vehicle Subfile also contains information on a four-part sequence of events for each vehicle, which provides more detail on vehicle "paths" than do most state files. The Occupant subfile contains information on such descriptors as age, injury, position in vehicle, ejection, etc. for each occupant in the vehicle, including the driver. It is again noted that the occupant records are not total occupant records for years 1985-1989, but simply consist of those occupants who are injured in the crashes. For those earlier years, there are approximately 39,000 occupants in the file each year. While coding of uninjured occupants began in 1990, it appears that complete coding on all occupants is present in 1992 and later years. There is also an increase in the number of occupant records in 1996 and later due to an internal procedure which added “placeholder” occupant records if necessary to match the “number of occupants” for that vehicle as entered by the investigating officer. The assumption was that the officer would record the “count” variable correctly, but might not include data on each uninjured occupant.
Information related to data completeness and accuracy in these three subfiles is based on three sources -- conversations with Minnesota staff who use the data, information developed through past use of the data by HSIS staff and other researchers, and a series of computerized quality control checks conducted by HSIS staff each time a new annual set of files is received from Minnesota. These checks compare the new year data to that of the preceding year and screen for changes in file frequencies (e.g., total crashes, total vehicles), percent of “unknowns” or blanks and changes in coding distributions for each variable in each subfile (e.g., changes in driver gender or crash type distributions between years). When problems are found, HSIS staff works with the State staff to correct them, and where needed, additional information was added under the variable listing in the later format section of this Guidebook.
In addition, when the initial data were received from Minnesota, a series of comparisons were made of variables which should have been somewhat similar on the accident file according to their definitions – e.g., urban/rural with investigating officer, interchange related with interchange element codes, accident diagram (by coders) with accident type (by investigating officer). In general, the variables were found to be internally consistent. Where issues were found, additional information was added to the formats.
In summary, analysis of the Minnesota accident files indicated that the files are, in general, quite accurate and internally quite consistent with few exceptions. The 1991 changes did result in some new codes and some inconsistency with prior years’ data, particularly for the 1991 data. The 1992 and later data appear to again be consistent with fewer uncoded cases than in 1991. Where high percentages of uncoded data or possible inaccuracies/inconsistencies have been found, an "ADDITIONAL INFORMATION" has been included under the variable listing in the later format section of this Guidebook.
As noted above, the Roadlog file contains current characteristics of the road system. The 135,000-mile system contains approximately 12,000 miles of the primary “trunk” roadway, 33,000 miles of additional state-maintained county and municipal systems, and 90,000 miles of (non-state maintained) county and local roads. Table 1 provides a breakdown of the 58,000 (57,655) miles of paved, two- way roadway and 85,000 miles of “other” roadway in the state (i.e., either unpaved or county/local roads without complete inventory information).
The state maintained portion of the file is basically updated daily based on construction and maintenance plans and input from the local division engineers. Data changes are extracted from these plans and are activated in the system on the date that the project has been completed. An "effective date" is placed on the file at that time to indicate that one or more of the variables for that roadway section have been changed.
| Roadway Category | Mileage |
|---|---|
| Urban freeways >= 4 Lanes | 409.905 |
| Urban freeways < 4 Lanes | 2.28 |
| Urban multilane divided non-freeways | 1,012.572 |
| Urban multilane undivided non-freeways | 542.74 |
| Urban 2 In highways | 15,948.9 |
| Rural freeways >= 4 Lanes | 662.84 |
| Rural freeways < 4 Ins | 0.00 |
| Rural multilane divided non-freeways | 912.173 |
| Rural multilane undivided non-freeways | 85.447 |
| Rural 2 In highways | 39,053.78 |
| Other | 84,775.09 |
| Total | 142,977.1 |
Again, the DPS makes a frozen copy of the roadlog file annually for submission to HSIS. However, unlike other states, this is not done at the end of the calendar year, but at the time when the accident file is finalized for a preceding year. This is usually between March and July of the following year. The file received by HSIS from MnDOT contains approximately 303,000 records. Approximately 103,000 of these records are “false” records used to signify ends of routes, beginnings of coinciding routes, gaps in sections, and other records needed to allow analysis of the files. These "false" records are flagged by values in the "Remark" variable, and, thus, any record with blanks in this variable (approximately 220,000 "true" records) represents a section of "homogeneous" roadway where characteristics remain constant. For the 1994 and later HSIS files, all “false” records are deleted.
These 220,000 records cover approximately 135,000 miles of roadway. The HSIS system currently contains twenty-one Roadlog files, representing current characteristics in 1989-1992, 1994-1996 and 1998-2010. (The 1987 file, which was originally in the HSIS system, could not be reformatted for consistency in recent file modifications. Thus, it is no longer a part of the system. The 1993 file was omitted from the system due to missing mileage in the raw file. The 1997 file received could not be linked with crash data. The analyst can link the 1997 crash data with either the 1996 or 1998 files.)
Two new variables, RODWYCLS and MVMT, have been created by HSIS staff in the roadway segment file of each of the HSIS states. The RODWYCLS (Roadway Class) variable is based on the combination of rural/urban, access control, number of lanes and median type variables. This variable classifies each roadway segment into one of ten roadway types described in the later “Format” section. This variable is also included as an accident-file variable by matching each crash to its corresponding roadway segment. The MVMT variable (Million Vehicle Miles of Travel) is calculated for each segment in the roadway file by multiplying the segment length, AADT and 365 days in a year, and dividing by one million. Both these variables were created in response to inquiries from data users, whose most frequent questions have concerned either crash frequencies or rates (per MVMT) for one or more of these roadway classes.
As with the crash data, the accuracy and completeness of the file are again assessed through conversations with Minnesota staff who use the data, information developed through past use of the data by HSIS staff and other researchers, and a series of computerized quality control checks conducted by HSIS staff each time a new annual file is received from Minnesota. When problems are found, HSIS staff works with the State staff to correct them, and where needed, additional information was added below that variable in the later format sections of this Guidebook.
Minnesota staff feels that, in general, the updating system and the quality of the data are excellent on 13000 miles of the primary roadway, good on an additional 35000 miles of state-maintained systems, and adequate or "average" on an additional 94000 miles of county and local roads. The single-variable quality control checks indicate few variables with a significant percentage of missing or “unknown” codes. In addition, cross checks of the similar variables in the initial files such as shoulder width and type on different sides of the roadway, pavement type on the divided sections of highway, and others indicated quite consistent data across the variables once the uncoded values were removed. Thus, the file appears accurate, as would be expected from the continuous update procedures in place. (Note that there are some problems with the AADT variable in this file for some roadway systems. The details are presented below under "Traffic Data".)
Finally, there is the remaining issue of how to handle the linkage of accidents with divided roadways where the Roadlog information is divided into "roads 1 and 2". Unfortunately, because there is no information on the accident report related to "road 1 or 2", there is no simple way of linking a given crash with the proper piece of pavement. As part of their merging system, Minnesota has attempted to develop some logic for such an assignment based on the direction of travel from the crash form and the mile posting direction from the Roadlog file. However, they are not satisfied that even their best attempt at such logic is accurately assigning the accidents.
We further examined this issue by printing out 200 records related to divided highways in the 1987 file and compared the individual variables for road 1 with road 2 which are related to right shoulder width, right shoulder type, surface width, surface type, left shoulder width, left shoulder type, and the presence or absence of curbs on one or both sides of the roadway. The question being examined here was whether or not there were significant differences between, say, the right shoulder width or type on road 1 versus the same variable for road 2. If little difference is found, it would be possible to simply link any accident occurring on a divided highway section with the characteristics of road 1.
The analysis indicated very little difference between most of the variables on the two roads. Right and left shoulder type, shoulder width, and curb presence on the two roads "disagreed" in only 1 - 4 percent of the cases. The only major area of disagreement was in the variable related to "surface width" for the two roads, where differences were noted in 26 (13%) of the records. Of the 26 disagreements, three surface widths disagreed by two feet, five disagreed by 3-5 feet, 13 disagreed by 10-14 feet (an additional lane), and 5 disagreed by 15 to 20 feet.
Based on these findings, we suggest that two options exist for the analyst in future efforts. First, in all cases where the "divided and one-way code" indicates a "divided rd1 and rd2," programs could be developed to check for differences between road 1 and road 2 values for the variables in question, and records could be dropped from the analysis where differences exist. Or second, for all variables except surface width, the analyst could simply link accidents on divided roadways with "road 1" data. We feel that this second option is quite defensible given the low "disagreement rate" (which would most likely be lower than the error rate related to crash data). With respect to surface width, we suggest that the disagreeing records be dropped from the analysis since there is no good way to accurately link accidents with the appropriate surface width.
The Traffic File sent by MnDOT contains information related to AADT data for all roadway sections across the state. For ease of analysis, HSIS programs link these data with the Roadlog file, producing an estimated AADT for each homogeneous section in that file. Details of this linkage process are at the end of this section.
The traffic information is manually derived from sample and continuous counts taken at temporary and permanent count stations throughout the State. It contains total AADT’s and AADT's for heavy commercial vehicles which are defined as vehicles with two axles and six tires or larger.
Like other states, Minnesota develops traffic volume estimates based on automatic traffic recorder stations (ATR’s) and short-term (48-hour) “coverage” counts. There are approximately 70 ATR’s which count traffic 24 hours per day, 365 days per year across the various roadway types. These are located on all classes of both rural and urban highway, with approximately 55% of the locations being on urban roadways and 45% on rural roadways.
In addition, there are approximately 32,500 coverage (temporary) count locations across the State where 48-hour counts are made. Approximately 12,000 of these locations are covered each year. For the trunk highway system (including Interstate roads), these counts are made on a two-year cycle, as are counts on roads within the Twin Cities Metro Area. For the lower-order County State- Aid Highways and the Municipal State-Aid System outside the Twin Cities Metro Area, the counts are made on a four-year cycle.
The seasonal adjustment factor for a given coverage count is based on counts made at ATR’s which are similar to the coverage count location. Here, ATR’s are grouped into the following classifications:
Outside (i.e. Non-Metropolitan Area)
Metropolitan Area
Seasonal adjustment factors, based on the data for the previous three years, are developed for each classification and are applied to all coverage counts collected at locations within that classification.
For the "non-count" years, a growth factor is applied to the previous year's data based on changes in counts at the ATR stations located on the same functional class of roadway. When new data are available at the end of the next count cycle, these data for the interim, non-count years are readjusted to represent the average of prior and subsequent count years (e.g., a 1987 "non-count" year estimate based on the growth factor would be readjusted to represent the average of 1986 and 1988 counts at that location as soon as the 1988 count year is completed).
In developing AADT estimates for each section of roadway, there are sometimes road sections with no historical count data (e.g., lower order local facilities including township roadways and local streets). In these cases, an original “baseline” estimate is based on ATR counts on lowest order roadways with the lowest counted volumes. Growth factors for these uncounted sections are also based on this same ATR group.
MnDOT also collects vehicle classification counts at about 1200 sites per year. These are 48-hour tube counts and four hour (e.g., 9 AM to 1 PM) manual classification counts; both types are collected during weekdays and between the months of April and October. In addition, portable vehicle classifiers are deployed to collect 48-hour data. Currently, there is no program to seasonally adjust the classification counts. There are an additional 15 Weigh-in-Motion stations statewide that collect classification data. However, these data are used less than the manual classification counts.
The new count data are placed in the Traffic file within the first six months of the subsequent calendar year.
Prior to 2007, the traffic data received by HSIS were associated with “points” on the roadway – mile posted locations of the count stations. When linked to the Roadlog file, there would be Roadlog sections with one current count, sections with no current counts and sections with multiple counts. Thus, to determine the average AADT for a given year for a given Roadlog section, (1) the traffic section reference points was matched with the appropriate Roadlog sections by comparing the reference point with the beginning and ending milepoint on Roadlog sections (with the ending milepoint being "assigned" as being equal to the beginning milepoint on the succeeding section), (2) the appropriate yearly AADT for each contained Traffic file record was extracted, and (3) the counts were averaged for sections where multiple Traffic file records exist. If no Traffic file record existed for a given Roadlog section, then the section AADT is assumed to be equal to the AADT at the previous (upstream) traffic section on the same route. This “carry-forward” method is also used by Minnesota staff in their AADT estimates for non-count segments. Using this method a single “Average AADT” variable was developed for each Roadlog section on each Roadlog file. The end points of the homogeneous Roadlog sections were not changed.
For 2007 and later, the raw data are “AADT sections”, where MN has assigned an AADT to a full section with a begin and an end milepoint. For these data, the AADT sections are linked with the roadlog sections that include it. Since the AADT sections do not always match the begin and end milepoints of a Roadlog section, the homogeneous roadlog section is now split into two or more sections, making each new Roadlog section also homogeneous with respect AADT. For 2007 and later Roadlog sections that do not have a corresponding AADT section (i.e., there is a gap in the AADT sections for a given route), the same “carry-forward” method of assigning AADT is used as in the pre-2007 data. While this change in processing may result in some differences in AADT for the same section if comparing pre-2007 data to 2007 and later data, the possible errors are not felt to be significant, and the use of the newer “AADT sections” is felt to produce more accurate estimates in the 2007 and later data.
Since it is not possible to perform an independent "check" of the accuracy of the AADT information, it is assumed that the procedure in place in Minnesota to monitor count stations and update the file provides adequate information. As indicated above, these are felt to be excellent data for the trunk line system where they are updated on a two-year cycle. This would include roadway segments which have a Route System equal to 01 (Interstate Trunk Highway), 02 (US Trunk Highway) and 03 (Minnesota Trunk Highway). There is also felt to be good data (i.e., Route System 04) for the county state-aid systems which are generally updated on a four-year cycle and for Route System 05 (Municipal State-Aid Highway). AADT data for segments of County (Non-State-Aid) routes are felt to be less accurate than the above noted five route systems, but the AADT data are likely sufficient for use in analyses. Discussions with the MNDOT staff indicate that segments in the Roadlog File that have a Route System of 08 (Township Road) and 10 (Municipal Street) are likely to include AADT estimates that may be default values rather than counted values, and these default values are likely to not change over time. Subsequent analysis by HSIS staff comparing 2008 with 2012 AADTs for the same segments within these two system classes supported this assessment. The analyst may wish to consider this in the choice of segments to be analyzed.
As noted above, the Interchange/Intersection File is a file of intersections on major roadways that are maintained by the eight different MnDOT Districts across the state. The file will contain intersections in which the primary route is either a US or MN Trunk Highway and the crossing route can be almost any route system – US, State, County State-Aid, Municipal State Aid, County (Non-State Aid), Township, and Municipal City Streets. The files currently available include years 1987 and individual files for years 1990-2012. There are approximately 2,600 interchange records (describing parts of interchanges) and records for approximately 7,200 unique intersections.
Conversations with a limited sample of current district traffic engineers and a retired State Traffic Engineer who helped design the system indicate that while the criteria for choosing the "original" intersections may have differed slightly from district-to-district (since no criteria were actually defined), the overall purpose for building the file was to allow for subsequent identification of high-accident locations. Thus, originally, all intersections which were to be examined for accident problems were included, which appears to mean all "major" intersections, regardless of past accident problems. Once on the file, an intersection has remained so that its accident frequency and rate can be examined each subsequent year. (Thus, "low accident sites" for a given year are not dropped from the file.) In summary, while not a "random" sample of major intersections, the original (or subsequent) intersection choice does not seem to greatly bias the file for analysis purposes.
There is no regular system of update, but changes are noted when they are found. One district now seems to have well updated data while the other districts may or may not have data updated on a regular basis. Using this file, accident rates for the intersections can be developed. It is noted that the file is characterized by intersections of one roadway with all of the roads that cross it. Since location information is present for all crossing routes, it is possible to link all routes with the Roadlog file information.
There was a major change in the format of the intersection/interchange files in 2001. It was not possible to convert the pre-2001 files to the later format, so two formats are described below and shown in the later variable descriptions.
For the pre-2001 files, as noted above, there are approximately 2600 interchange records within the file. Each interchange will have a primary record, and for some interchange types (primarily diamond interchanges), there will be additional supplemental records on each “intersection within interchange.” There are approximately 4000 of these supplemental records in the file. These supplemental records will also contain additional information the type of interchange element (e.g., mainline between ramps, exit ramp, intersection at ramp terminal on crossing roadway, etc.). More detail on the coding is provided under ELEM_NBR in the later format section.
Each SAS intersection record in these early-year HSIS files contains three different types of "sub records": (1) a set of "general" variables describing the entire intersection (e.g., intersection type), (2) a set of "reference" variables for each of six possible incoming routes, referred to as "segment" variables, and (3) a set of variables for up to two "legs" (or approaches) per route (e.g. approach AADT, speed limit).
Because of the complexity of the file, there will be times when the analyst wishes to look at routes rather than on individual intersection “legs.” For this reason, HSIS staff has developed programs which will produce a modified file named the Intersection Route File. This file consists of a record for each route of the intersecting routes of an intersection. Many of the variables are still the same as in the basic Intersection File. The major difference in this file is that the variables represent descriptions for each route. The "In" and "Out" descriptors denote the incoming and outgoing routes of each leg. This file format can be produced for the user by HSIS staff on request.
Beginning in year 2001, the layout of intersection/interchange file changed. In these later-year files, each record is a component of an intersection or interchange. For example for a four-legged intersection, there are four records, one for each leg. Similarly for a diamond interchange there are 12 records, four mainline records and eight ramp records. The descriptions and coding for each of variables in these later-year files are included in a separate section later in this Guidebook. A unique id (RECORD_ID) has been created for each record which is a combination of RTSYSNBR, MPOFFSET, ELEM_NBR and LEGNBR.
The completeness and accuracy of the data in these files are again assessed through the above-noted conversations with Minnesota system designers and users, examination of single-variable tabulations for key variables, HSIS analyses, and, for the initial files received, limited cross-checking of data in the files versus video logs of intersections found in the Minnesota videodisk system.
Examination of the single-variable tables indicates that while there is a higher proportion of uncoded data than in other major files, adequate coding exists for most variables. It is noted that there is a significant amount of missing AADT data (10 to 30 percent) in the "segment 2, leg 2" records -- records usually related to the second (opposing) approach of the minor crossing roadway. AADT's are usually present for both legs of the major roadway and for the first leg of the minor roadway. One solution that has been used thus far is to assume that the missing leg 2 AADT is equal to the leg 1 AADT on the same route.
More importantly, we have determined from analyses and conversations with MnDOT staff that the there are two issues with the leg AADT data in the file. First, the majority of the AADT data in the Intersection/Interchange file are not current -- they do not match the year of the file. The user can determine which year the AADT was collected for each leg from the "AADT Year" variable attached to each leg. However, we have found that the "AADT Year" will very seldom be the current (file) year, and that the year of the AADT count can be different for different legs of the same intersection. For major routes, more recent AADT information can be extracted from the Roadlog File by linking the intersection leg with the appropriate roadway segment in that file. Unfortunately, we cannot suggest a method for "updating" the AADT data to later years for crossing roadways not found on the Roadlog file. Since multiple year data are often shown in the file, the user may be able to develop a "trend-related update", but we cannot assure that the estimates will be correct.
The second AADT issue is the one noted in the "Traffic Data" section above – AADT information for some non-trunkline crossing routes are not felt to be as accurate as for crossing routes which are more major in nature. More specifically, AADTs are felt to be accurate when the crossing route has a Route System of 02-05 (i.e., US, State, County State-Aid and Municipal State Aid). They are likely of acceptable accuracy for County (Non-State Aid) routes (i.e., Route System 07). The accuracy of AADT estimates for Township routes (Route System 08), and Municipal City Streets (Route System 10) is questionable. For better accuracy, the analyst may wish to restrict analysis to intersections where all legs have route systems 02-05 or 02-07. Of the 7,200 intersections in the file, approximately 3,000 have all legs with Route Systems of 02-05. Approximately 3,800 have all legs with Route Systems of 02-07.
With this AADT exception, the file is complete in that there are few true "missing" or miscoded values. Other variables seem to be updated in a more timely manner. There is a large number of "not applicable" codes within many of the variable, but this appears to result from the fact that some of the variables are specific to special types of intersections (e.g., intersections within interchanges, signalized intersections, and pedestrian crossings).The preliminary HSIS analyses have indicated some additional problems with a limited number of variables. As with all files, incomplete coding or apparent inaccuracies are detailed in an “ADDITIONAL INFORMATION” under the pertinent variable in the later SAS format section.
In a final check of accuracy of the initial files received, the descriptive variables for a significant sample of the intersections on the file were manually compared to a videotaped picture of the intersection. The picture was located in the Minnesota videodisk system which covers all major Minnesota routes, and which is available at FHWA for research efforts. In general, it was found that the data on the Intersection File are accurate and reliable for interchanges, signalized intersections, and major unsignalized intersections (e.g., unsignalized intersections with turn lanes on major routes). The comparison pointed out that there are cases in which more than one intersection is located on the File at the same milepoint. The videolog indicated that this usually happens when there are intersections within an interchange, as would be the case with diamond interchanges. This situation can be detected using the TYPE variable.
In general, while not perfect, the Intersection/Interchange File is clearly adequate for analysis purposes. The only major problem is with the timeliness of the AADT data. and the accuracy of the AADT data for intersections in which the crossing route is a Township route or a Municipal City Street.
As noted above, the accident data are subdivided into three subfiles -- accident, vehicle and occupant. These subfiles can be linked together using the "case number" variable (i.e., CASENO) present in each of the three files. When linking the occupant subfile, the additional linking variable "vehicle number" (i.e., VEHNO) must match so that the occupants are associated with the vehicle in which they were traveling. To link the Vehicle subfile with the Accident alone, first sort both subfiles by case number. To link the Occupant file with the other two subfiles, first sort both the Vehicle subfile and Occupant subfile by case number and vehicle number. Next sort the Accident subfile by case number. Alternatively, the separate subfiles can blinked by specifying an SQL JOIN operation with the constraining condition that case number and vehicle number from each table are equal. SQL processing does not require the data to be presorted and the output will not be in any particular sort order unless ORDER BY is specified.
The Accident subfile can then be linked with the Roadlog File using information related to route system, route number, and milepost on the route. The actual linkage variables on the Accident file which are used in the merging operation are RTSYSNBR (a combination of route system and route number) and MILEPOST. The linkage variables on the Roadlog File are BEGMP, ENDMP, and RTSYSNBR.
To prepare the Accident subfile for linking with the Roadlog File using a SAS data step process, the analyst must sort both the Accident and the Roadway File into location order by RTSYSNBR and MILEPOST on the Accident file and by RTSYSNBR and BEGMP on the Roadlog File. Similar sorts would be done with other files to be merged. For the alternative SQL join, the analyst must specify an exact match on RTSYSNBR from both files and a range match where MILEPOST occurs between BEGMP and ENDMP.
To link the Accident File with the Intersection/Interchange File requires similar logic, but somewhat more file manipulation. And the linkage is different for the two different sets of annual files.
For the 2000 and earlier files, again the basic linkage variables are route system, route number, and milepost. For the primary route within the Intersection/Interchange File (i.e., the initial reference route identified in the “general” variables), route system, and route number have already been combined into INT_SYNB and reference point information has been converted to MILEPOST. Thus, the linkage is similar to the Roadlog file linkage. However, matching crashes (or Roadlog information) to the individual segment variables which define all possible crossing routes is somewhat more complex. Here, the Intersection File does not contain the combined route/system variable (INT_SYNB), so the two individual variables (RTE_SYS, RTE_NBR) must be combined before matching. In addition, the milepost variables must be derived from the “Reference Point” variable (REF_PNT). The REF_PNT variable consists of 10 bytes (i.e., 050+00.900). The first three bytes is the "reference post" and the last three bytes is the offset from the reference post. To develop the milepost variable, bytes 5-6 will need to be removed (i.e., 50.900). Once these new variables are formed, the same linking logic described above can be used. Note that programs to carry out these conversions and file linkages have been developed by HSIS staff and can be obtained from the staff when needed.
For the post-2000 data, each leg of intersection or each component of an interchange is e identified by RTESYS2, RTENBR2 and MPOFSET2. However to exactly match the crashes to each component of either an intersection or interchange, MN DOT has provided a LET_TRUE_MP variable. If the user wishes to link crashes to each leg of an intersection or route element of an interchange then the records should be sorted by RTSYSNBR2 (a combination of RTESYS2 and RTENBR2) and LEG_TRUE_MP.
In order to match the crashes to the ramps of an interchange, first identify all ramp accidents by searching for those in which INTERCH is non-missing. Identify all ramps by searching for those records in the intersection/interchange file in which ELEM_NBR is non-missing. The crashes should then be sorted by RTSYSNBR, INTERCH, MILEPOST and ramps should be sorted by RTSYSNBR2, ELEM_NBR and LEG_TRUE_MP.
Finally, where appropriate and possible, a format which defines categories within a given variable has been developed for HSIS SAS variables. These categories are shown in the pages below. If you are a SAS user and wish to receive a formatting program which includes these SAS formats (with linkage to the pertinent variable name), please request these from the HSIS staff who provides the data file to you.
| SAS VARIABLE NAME | DESCRIPTION | SAS VARIABLE FILE | FORMAT TYPE | PAGE NO. |
|---|---|---|---|---|
| AADT | CALCULATED AVERAGE AADT | Roadlog | NUM | 91 |
| AADT1 | YEAR 1 AADT | Intersct-chg | NUM(8) | 143 |
| AADT111 | SEGMENT 1, LEG 1, YEAR 1 AADT | Intersct-chg | NUM | 136 |
| AADT112 | SEGMENT 1, LEG 1, YEAR 2 AADT | Intersct-chg | NUM | 136 |
| AADT113 | SEGMENT 1, LEG 1, YEAR 3 AADT | Intersct-chg | NUM | 136 |
| AADT114 | SEGMENT 1, LEG 1, YEAR 4 AADT | Intersct-chg | NUM | 137 |
| AADT115 | SEGMENT 1, LEG 1, YEAR 5 AADT | Intersct-chg | NUM | 137 |
| AADT2 | YEAR 2 AADT | Intersct-chg | NUM(8) | 143 |
| AADT3 | YEAR 3 AADT | Intersct-chg | NUM(8) | 143 |
| AADT4 | YEAR 4 AADT | Intersct-chg | NUM(8) | 143 |
| AADT5 | YEAR 5 AADT | Intersct-chg | NUM(8) | 143 |
| ACC_DATE | DATE ACCIDENT OCCURRED | Accident | CHA(8) | 31 |
| ACCDIGM | DIAGRAM OF ACCIDENT CODE | Accident | NUM | 31 |
| ACCESS | CONTROL OF ACCESS | Roadlog | NUM | 91 |
| ACCTYPE | TYPE OF ACCIDENT | Accident | NUM | 32 |
| ACCYR | YEAR ACCIDENT OCCURRED | Accident | CHA(4) | 33 |
| ADLN_RD1 | ADDITIONAL LANES - ROAD 1 | Roadlog | CHA(1) | 92 |
| ADLN_RD2 | ADDITIONAL LANES - ROAD 2 | Roadlog | CHA(1) | 92 |
| ADTYR1 | AADT YEAR 1 | Intersct-chg | NUM(8) | 143 |
| ADTYR111 | SEGMENT 1, LEG 1, YEAR 1 | Intersct-chg | CHA(2) | 136 |
| ADTYR112 | SEGMENT 1, LEG 1, YEAR 2 | Intersct-chg | CHA(2) | 136 |
| ADTYR113 | SEGMENT 1, LEG 1, YEAR 3 | Intersct-chg | CHA(2) | 136 |
| ADTYR114 | SEGMENT 1, LEG 1, YEAR 4 | Intersct-chg | NUM | 137 |
| ADTYR115 | SEGMENT 1, LEG 1, YEAR 5 | Intersct-chg | CHA(2) | 137 |
| ADTYR2 | AADT YEAR 2 | Intersct-chg | NUM(8) | 143 |
| ADTYR3 | AADT YEAR 3 | Intersct-chg | NUM(8) | 143 |
| ADTYR4 | AADT YEAR 4 | Intersct-chg | NUM(8) | 143 |
| ADTYR5 | AADT YEAR 5 | Intersct-chg | NUM(8) | 143 |
| AGE | AGE OF INJURED/KILLED | Occupant | NUM | 75 |
| AGENCY | REPORTING AGENCY | Accident | CHA(4) | 33 |
| AIRBAG | AIRBAG DEPLOYED | Occupant | CHA(2) | 75 |
| ALCOHOL_RESULT | BLOOD ALCOHOL TEST RESULT | Occupant | CHA(2) | 76 |
| ALCOHOL_TEST | BLOOD ALCOHOL TEST PERFORMANCE | Occupant | CHA(1) | 76 |
| AMBL_NBR | AMBULANCE NUMBER | Accident | CHA(6) | 33 |
| AP_BP_TL | APPROACH BYPASS/TURN LANES | Intersct-chg | NUM(8) | 144 |
| AP_CNTL | APPROACH TRAFFIC CONTROL | Intersct-chg | NUM(8) | 144 |
| AP_COMNT | APPROACH_COMMENTS | Intersct-chg | CHA(7) | 145 |
| AP_SPD | APPROACH SPEED LIMIT | Intersct-chg | NUM(8) | 146 |
| AP_SPD11 | SEGMENT 1, LEG 1, APPROACH, APPROACH, SPEED LIMIT | Intersct-chg | NUM | 137 |
| AP_TLOFF | NUMBER OF APPROACH THRU LANES DURING OFF-PEAK PERIOD | Intersct-chg | NUM(8) | 146 |
| AP_TLPEK | APPROACH BYPASS/TURN LANES DURING PEAK PERIOD | Intersct-chg | NUM(8) | 146 | APCNTL11 | SEGMENT 1, LEG 1, APPROACH, TRAFFIC CONTROL | Intersct-chg | NUM | 138 |
| BAS_TKR1 | BASE THICKNESS - ROAD 1 | Roadlog | CHA(3) | 92 |
| BEGMP | CALCULATED BEGIN MILEPOST | Roadlog | NUM | 93 |
| BEGMP | CALCULATED BEGINNING MILEPOST | Intersct-chg | NUM(8) | 146 |
| BIRTH_DT | BIRTHDAY | Occupant | CHA(8) | 76 |
| BRK_CD | BREAK CODE | Roadlog | NUM | 93 |
| CASENO | ACCIDENT NUMBER | Accident | CHA(11) | 33 |
| CASENO | ACCIDENT NUMBER | Occupant | CHA(11) | 77 |
| CASENO | ACCIDENT NUMBER CODE | Vehicle | CHA(11) | 55 |
| CITY | CITY NUMBER | Accident | CHA(4) | 34 |
| CITY_NBR | CITY NUMBER | Roadlog | CHA(4) | 93 |
| CNTL_CAT | CENTRAL OFFICE CATEGORY | Intersct-chg | CHA(2) | 120 |
| CNTL_CAT | CENTRAL OFFICE CATEGORY | Intersct-chg | CHA(2) | 146 |
| COLOR | COLOR OF THE VEHICLE | Vehicle | CHA(3) | 55 |
| COMM_ADT | CALCULATED AVERAGE COMMERCIAL AADT | Roadlog | NUM | 94 |
| CONTRIB1 | FIRST CONTRIBUTING FACTOR | Vehicle | NUM | 55 |
| CONTRIB2 | SECOND CONTRIBUTING FACTOR | Vehicle | NUM | 55 |
| CORN_RPT | CORONER REPORT RECORD | Occupant | CHA(1) | 77 |
| COUNTY | COUNTY | Accident | NUM | 34 |
| COUNTY | COUNTY | Roadlog | NUM | 94 |
| CURB1 | CURBS - ROAD 1 | Roadlog | CHA(1) | 94 |
| CURB2 | CURBS - ROAD 2 | Roadlog | CHA(1) | 94 |
| DAMSEV | VEHICLE DAMAGE SEVERITY | Vehicle | CHA(1) | 56 |
| DESC | ROADWAY DESCRIPTION | Roadway | CHA(51) | 94 |
| DESC_ | INTERSECTION DESCRIPTION | Intersct-chg | NUM | 120 |
| DESC_ | INTERSECTION DESCRIPTION | Intersct-chg | NUM(8) | 147 |
| DIR | APPROACH DIRECTION | Intersct-chg | NUM(8) | 147 |
| DIR_CDE | DIRECTION CODE | Roadlog | CHA(2) | 95 |
| DIRECT11 | SEGMENT 1, LEG 1 DIRECTION | Intersct-chg | NUM | 138 |
| DIST_CAT | CATEGORY ASSIGNED BY DISTRICT | Intersct-chg | CHA(2) | 120 |
| DIST_CAT | CATEGORY ASSIGNED BY DISTRICT | Intersct-chg | CHA(2) | 147 |
| DISTRICT | DISTRICT | Accident | CHA(1) | 34 |
| DISTRICT | DISTRICT | Roadlog | CHA(1) | 95 |
| DIV_CODE | ROAD DESIGN | Accident | NUM | 34 |
| DL_CLASS | DRIVER LICENSE CLASS | Occupant | CHA(1) | 77 |
| DL_STATE | DRIVER LICENSE STATE | Occupant | CHA(2) | 78 |
| DL_WITHD | DRIVER LICENSE WITHDRAWAL | Occupant | CHA(1) | 78 |
| DRIV_REC | DRIVER RECOMMENDATION | Occupant | CHA(2) | 78 |
| DRUG_TEST | DRUG TEST PERFORMED | Occupant | CHA(1) | 79 |
| DRV_AGE | AGE OF DRIVER | Vehicle | NUM | 57 |
| DRV_INJ | DRIVER INJURY | Vehicle | CHA(1) | 57 |
| DRV_SEX | SEX OF DRIVER | Vehicle | CHA(1) | 57 |
| EFEC_DTE | DATE OF ACCIDENT GEOCODING | Intersct-chg | NUM | 120 |
| EFEC_DTE | DATE OF ACCIDENT GEOCODING | Intersct-chg | NUM(8) | 147 |
| EJECT | EJECTION FROM VEHICLE | Occupant | NUM | 79 |
| ELEM_NBR | INTERCHANGE ELEMENT CODE | Intersct-chg | CHA(3) | 148 |
| ELEM_NBR | INTERCHANGE ELEMENT CODE | Intersct-chg | CHA(3) | 121 |
| ENDMP | CALCULATED ENDING MILEPOST | Intersct-chg | NUM | 121 |
| ENDMP | CALCULATED ENDING MILEPOST | Roadlog | NUM | 95 |
| ENDMP | CALCULATED ENDING MILEPOST | Intersct-chg | NUM(8) | 148 |
| EQUIP-TYPE | TYPE OF SAFETY EQUIPMENT | Occupant | CHA(2) | 80 |
| EVENT1 | SEQUENCE OF EVENT -1 | Vehicle | CHA(2) | 58 |
| EVENT2 | SEQUENCE OF EVENT -2 | Vehicle | CHA(2) | 58 |
| EVENT3 | SEQUENCE OF EVENT -3 | Vehicle | CHA(2) | 58 |
| EVENT4 | SEQUENCE OF EVENT -4 | Vehicle | CHA(2) | 58 |
| FAT_NUM | FATALITY NUMBER | Occupant | CHA(4) | 80 |
| FATLDATE | FATALITY DATE | Occupant | NUM | 80 |
| FED_AID | FEDERAL AID SYSTEM | Roadlog | CHA(1) | 95 |
| FED_SYSD | FEDERAL AID SYSTEM - DESIGNATED | Roadlog | CHA(1) | 96 |
| FED_SYSR | FEDERAL AID SYSTEM - REGULAR | Roadlog | CHA(1) | 96 |
| FEDADRTE | FEDERAL AID ROUTE | Roadlog | CHA(4) | 95 |
| FIRE | FIRE IN VEHICLE | Vehicle | CHA(1) | 60 |
| FUNC_CLS | FUNCTIONAL CLASS | Roadlog | NUM | 96 |
| GEN_ENIV | GENERAL ENVIRONMENT | Intersct-chg | NUM | 121 |
| GEN_ENIV | GENERAL ENVIRONMENT | Intersct-chg | NUM(8) | 148 |
| H_COUNT | NUMBER OF COUNT STATIONS PER SECTION | Roadlog | NUM | 97 |
| HAZMAT | HAZARDOUS MATERIAL CARRIED | Accident | CHA(1) | 35 |
| HAZMTL | VEHICLE CARRYING HAZARDOUS MATERIAL | Vehicle | CHA(1) | 60 |
| HIT_RUN | HIT AND RUN | Accident | CHA(1) | 35 |
| HOSP | INJURED TAKEN TO HOSPITAL | Occupant | CHA(1) | 80 |
| HOSPTRAN | TRANSPORTED TO HOSPITAL METHOD | Occupant | CHA(1) | 81 |
| HOUR | HOUR ACCIDENT OCCURED | Accident | NUM | 35 |
| INJ | INJURY SEVERITY | Occupant | CHA(1) | 81 |
| INT_DESC | VERBAL DESCRIPTION OF AN APPROACH OF AN INTERSECTION/INTERCHANGE | Intersct-chg | CHA(30) | 148 |
| INT_SYNB | COMBINED RTE_SYS/RTE_NBR | Intersct-chg | CHA(11) | 121 |
| INT_SYNB | COMBINED RTE_SYS/RTE_NBR | Intersct-chg | CHA(11) | 149 |
| INT_TYPE | INTERSECTION TYPE | Intersct-chg | NUM | 122 |
| INTE_CAT | INTERSECTION CATEGORY | Roadlog | NUM | 97 |
| INTERCH | INTERCHANGE ELEMENT CODE | Accident | CHA(3) | 35 |
| INTRANSPORT | WAS VEHICLE IN | Vehicle | CHA(1) | 60 |
| INV_DTE | INVENTORY DATE | Roadlog | CHA(8) | 98 |
| LANDWID | LANE WIDTH | Roadlog | NUM | 99 |
| LEG_NBR | LEG/APPROACH NUMBER | Intersct-chg | NUM(8) | 149 |
| LEG_TRUE_MP | TRUE LEG MILEPOST | Intersct-chg | NUM(8) | 149 |
| LEGNBR11 | SEGMENT 1, LEG | Intersct-chg | NUM | 139 |
| LEGRTNUM | LEGISLATIVE ROUTE NUMBER | Roadlog | CHA(3) | 99 |
| LICTYPE | VALID DRIVER LICENSE | Vehicle | CHA(1) | 61 |
| LIGHT | LIGHT CONDITIONS | Accident | NUM | 36 |
| LIS_RSTR | COMPLIANCE WITH LICENSE RESTRICTIONS | Occupant | CHA(1) | 82 |
| LOC_BIKE | LOCATION OF PEDESTRIAN/BIKE ACCIDENT | Accident | NUM | 36 |
| LOC_HARM | LOCATION OF FIRST HARMFUL EVENT | Accident | NUM | 37 |
| LOC_NARR | LOCATION DESCRIPTION | Accident | CHA(50) | 37 |
| LOC_TYPE | RELATION TO INTERSECTION | Accident | NUM | 38 |
| LOC_WRK_ZONE | LOCATION OF ACC IN WORKZONE | Accident | CHA(2) | 39 |
| LOCN_REL | LOCATION RELIABILITY | Accident | CHA(1) | 39 |
| LOLIMT | LOWER LIMIT | Intersct-chg | NUM(8) | 149 |
| LOLIMT1 | SEGMENT 1 LOWER LIMIT | Intersct-chg | NUM | 133 |
| LSHL_TY2 | LEFT SHOULDER TYPE - ROAD 2 | Roadlog | CHA(2) | 100 |
| LSHL_TYP | LEFT SHOULDER TYPE - ROAD 1 | Roadlog | CHA(2) | 100 |
| LSHL_WD2 | LEFT SHOULDER WIDTH - ROAD 2 | Roadlog | CHA(2) | 101 |
| LSHLDWID | LEFT SHOULDER WIDTH - ROAD 1 | Roadlog | CHA(2) | 101 |
| LV_TLOFF | NUMBER OF LEAVING APPROACH THRU LANES DURING OFF-PEAK PERIOD | Intersct-chg | NUM(8) | 149 |
| LV_TLPEK | NUMBER OR LEAVING APPROACH THRU LANES DURING PEAK PERIOD | Intersct-chg | NUM(8) | 150 |
| MAKE | MAKE OF VEHICLE MATERIAL | Vehicle | CHA(4) | 61 |
| MANTAREA | MAINTENANCE AREA OF THE ROADWAY | Roadlog | CHA(2) | 101 |
| MCAXLDN | MOTOR CARRIER AXLES DOWN | Vehicle | CHA(2) | 61 |
| MCAXLUUP | MOTOR CARRIER AXLES UP | Vehicle | CHA(2) | 61 |
| MCBDYTYP | MOTOR CARRIER BODY TYPE | Vehicle | CHA(2) | 62 |
| MCGVWRCD | MOTOR GROSS VEHICLE WEIGHT CODE | Vehicle | CHA(2) | 62 |
| MCHZPLAC | MOTOR HAZARDOUS MATERIAL PLACARD FLAG | Vehicle | CHA(1) | 63 |
| MCSOURCE | SOURCE OF IDENTIFICATION | Vehicle | CHA(2) | 63 |
| MCTRHTCH | MOTOR TRAILER HITCH CODE | Vehicle | CHA(2) | 63 |
| MED_TYPE | MEDIAN TYPE | Roadlog | CHA(1) | 102 |
| MEDWID | MEDIAN WIDTH (IN FEET) | Roadlog | CHA(2) | 102 |
| MILEPOST | MODIFIED REFERENCE POINT | Accident | NUM | 39 |
| MILEPOST | MODIFIED REFERENCE POINT LOCATION | Intersct-chg | NUM | 122 |
| MIN_DOLLAR | MINIMUM DOLLAR THRESHOLD | Accident | CHA(1) | 40 |
| MISCACT1 | ACTION PRIOR TO ACCIDENT | Vehicle | NUM | 64 |
| MODEL | MOTOR MODEL | Vehicle | CHA(2) | 65 |
| MOST_EVENT | MOST HARMFUL EVENT | Vehicle | CHA(2) | 65 |
| MPOFFSET | INTERSECTION MILEPOST | Intersct-chg | CHA(10) | 150 |
| MPOFFSET2 | LEG MILEPOST | Intersct-chg | CHA(10) | 150 |
| MVCLASS | MOTOR CLASS | Vehicle | CHA(2) | 67 |
| MVMT | MILLION VEHICLE MILES TRAVELED | Roadlog | NUM | 103 |
| MVTYPE | MOTOR TYPE | Vehicle | CHA(2) | 67 |
| NBR_LEG1 | NUMBER OF LEGS ON SEGMENT 1 | Intersct-chg | NUM | 133 |
| NBR_LEGS | NUMBER OF LEGS INTO INTERSECTION | Intersct-chg | NUM | 122 |
| NBR_LEGS | NUMBER OF LEGS INTO | Intersct-chg | NUM(8) | 150 |
| NBR_RTES | NUMBER OF ROUTES INTO INTERSECTION | Intersct-chg | NUM | 123 |
| NBR_RTES | NUMBER OF ROUTES INTO | Intersct-chg | NUM(8) | 150 |
| NBRVOL | TOTAL NUMBER OF TRAFFIC VOLUME COUNTS | Roadlog | NUM | 103 |
| NBRVOLB | NUMBER OF BLANK TRAFFIC VOLUME COUNTS | Roadlog | NUM | 103 |
| NBRVOLF | NUMBER OF FULL TRAFFIC VOLUME COUNTS | Roadlog | NUM | 103 |
| NO_LANE1 | NUMBER THROUGH LANES TOWARDS INCREASING MILEPOINTS | Roadlog | CHA(1) | 104 |
| NO_LANE2 | NUMBER THROUGH LANES TOWARDS DECREASING MILEPOINTS | Roadlog | CHA(1) | 104 |
| NO_LANES | TOTAL NUMBER OF LANES | Roadlog | NUM | 104 |
| NUMOCCS | NUMBER OF OCCUPANTS | Vehicle | NUM | 67 |
| NUMVEHS | NUMBER OF VEHICLES INVOLVED | Accident | NUM | 40 |
| OBJECT1 | FIXED OBJECT STRUCK | Accident | NUM | 41 |
| OFF_TYPE | TYPE OF INVESTIGATING OFFICER | Accident | NUM | 42 |
| ON_BRDG | ACCIDENT OCCURRED ON BRIDGE | Accident | CHA(1) | 42 |
| ONEWAY | DIVIDED AND ONE-WAY CODE | Roadlog | CHA(1) | 105 |
| PARKING1 | PARKING ON ROAD 1 | Roadlog | CHA(1) | 105 |
| PARKING2 | PARKING ON ROAD 2 | Roadlog | CHA(1) | 105 |
| PHOTOS | WERE PHOTOS TAKEN? | Accident | CHA(1) | 42 |
| PHYSCOND | PHYSICAL CONDITION OF DRIVER | Vehicle | NUM | 68 |
| PHYSCOND | PHYSICAL CONDITION | Occupant | NUM | 83 |
| POP_FROM_CITY | POPULATION OF CITY | Accident | NUM | 43 |
| POP_FROM_COUNTY | POPULATION OF COUNTY | Accident | NUM | 43 |
| POP_GRP | URBAN/RURAL POPULATION CODES | Accident | NUM | 43 |
| PUBDMG | PUBLIC PROPERTY DAMAGE | Accident | CHA(1) | 43 |
| RAIL_NBR | RAILROAD CROSSING NUMBER | Intersct-chg | CHA(8) | 123 |
| RAIL_NBR | RAILROAD CROSSING NUMBER | Intersct-chg | CHA(8) | 150 |
| RD_CHAR1 | ROAD CHARACTERISTICS | Accident | NUM | 44 |
| RDESC | APPROACH ROAD DESCRIPTION | Intersct-chg | NUM(8) | 151 |
| RDESC1 | ROAD DESCRIPTION | Intersct-chg | NUM | 133 |
| RDSURF | ROAD SURFACE CONDITIONS | Accident | NUM | 44 |
| RDWORK | ROAD WORK BEING PERFORMED | Accident | NUM | 45 |
| RDWY_LGH | ROADWAY LIGHTING | Intersct-chg | NUM | 123 |
| RDWY_LGH | ROADWAY LIGHTING | Intersct-chg | NUM(8) | 152 |
| RECORD_ID | UNIQUE IDENTIFIER FOR EACH RECORD | Intersct-chg | CHA(27) | 151 |
| REF_PNT | REFERENCE POINT | Intersct-chg | CHA(10) | 123 |
| REF_PNT | REFERENCE POINT | Intersct-chg | CHA(10) | 151 |
| REF_PST | REFERENCE POST | Roadlog | CHA(3) | 105 |
| REFPNT1 | REFERENCE POINT - ROUTE 1 | Intersct-chg | CHA(10) | 134 |
| REMARK | REMARKS - TYPE OF RECORD | Roadlog | CHA(2) | 106 |
| RES_CNTY | RESIDENCE COUNTY | Occupant | NUM | 83 |
| REST1 | SAFETY EQUIPMENT USED | Occupant | CHA(1) | 84 |
| RODWYCLS | ROADWAY CLASSIFICATION | Accident | CHA(2) | 45 |
| RODWYCLS | ROADWAY CLASSIFICATION | Roadlog | CHA(2) | 106 |
| ROW | RIGHT OF WAY WIDTH | Roadlog | CHA(3) | 106 |
| RSHL_TY2 | RIGHT SHOULDER TYPE - ROAD 2 | Roadlog | CHA(2) | 107 |
| RSHL_TYP | RIGHT SHOULDER TYPE - ROAD 1 | Roadlog | CHA(2) | 107 |
| RSHL_WD2 | RIGHT SHOULDER WIDTH - ROAD 2 | Roadlog | CHA(2) | 109 |
| RSHLDWID | RIGHT SHOULDER WIDTH - ROAD 1 | Roadlog | CHA(2) | 109 |
| RTE_NBR | ROUTE NUMBER | Accident | CHA(9) | 46 |
| RTE_NBR | ROUTE NUMBER | Intersct-chg | CHA(9) | 123 |
| RTE_NBR | ROUTE NUMBER | Roadlog | CHA(9) | 109 |
| RTE_NBR | ROUTE NUMBER | Intersct-chg | CHA(9) | 152 |
| RTE_SYS | ROUTE SYSTEM | Intersct-chg | CHA(2) | 124 |
| RTE_SYS | ROUTE SYSTEM | Accident | CHA(2) | 146 |
| RTE_SYS | ROUTE SYSTEM | Roadlog | CHA(2) | 110 |
| RTE_SYS | ROUTE SYSTEM | Intersct-chg | CHA(2) | 153 |
| RTENBR1 | ROUTE NUMBER - ROUTE 1 | Intersct-chg | CHA(9) | 134 |
| RTENBR2 | LEG ROUTE NUMBER | Intersct-chg | CHA(9) | 152 |
| RTESYS1 | ROUTE SYSTEM - ROUTE 1 | Intersct-chg | CHA(2) | 135 |
| RTESYS2 | LEG ROUTE SYSTEM | Intersct-chg | CHA(2) | 152 |
| RTSYSNBR | COMBINED ROUTE SYSTEM/ROUTE NUMBER | Accident | CHA(11) | 47 |
| RTSYSNBR | COMBINED ROUTE SYSTEM/ROUTE NUMBER | Roadlog | CHA(11) | 110 |
| SCHLBUS | SCHOOL BUS INVOLVED ACCIDENT | Accident | CHA(1) | 47 |
| SEATPOS | POSITION IN VEHICLE | Occupant | NUM | 85 |
| SEG_LNG | CALCULATED SECTION LENGTH | Roadlog | NUM | 111 |
| SERIES | SERIES OF VEHICLE | Vehicle | CHA(3) | 68 |
| SEVERITY | ACCIDENT SEVERITY | Accident | CHA(1) | 47 |
| SEX | SEX OF INJURED/KILLED OCCUPANT | Occupant | CHA(1) | 86 |
| SFTY_CLS | SAFETY IMPROVEMENT CLASSIFICATION | Intersct-chg | CHA(2) | 124 |
| SFTY_CLS | SAFETY IMPROVEMENT CLASSIFICATION INTERSECTION | Intersct-chg | CHA(2) | 153 |
| SFTY_IMD | SAFETY IMPROVEMENT DISTRICT | Intersct-chg | CHA(1) | 125 |
| SFTY_IMD | SAFETY IMPROVEMENT DISTRICT | Intersct-chg | CHA(1) | 153 |
| SFTY_IMY | SAFETY IMPROVEMENT YEAR | Intersct-chg | CHA(2) | 125 |
| SFTY_IMY | SAFETY IMPROVEMENT YEAR | Intersct-chg | CHA(2) | 154 |
| SFTY_PRJ | SAFETY IMPROVEMENT PROJECT NUMBER | Intersct-chg | CHA(2) | 125 |
| SFTY_PRJ | SAFETY IMPROVEMENT PROJECT NUMBER | Intersct-chg | CHA(2) | 154 |
| SIDE_WLK | SIDEWALKS | Roadlog | CHA(1) | 111 |
| SIGN_CON | TRAFFIC SIGNALS CONSTRUCTION | Intersct-chg | NUM | 125 |
| SIGN_CON | TRAFFIC SIGNALS CONSTRUCTION | Intersct-chg | NUM(8) | 154 |
| SIGN_PED | TRAFFIC SIGNALS PEDESTRIAN SIGNALS | Intersct-chg | NUM | 125 |
| SIGN_PED | TRAFFIC SIGNALS PEDESTRIAN SIGNALS | Intersct-chg | NUM(8) | 154 |
| SIGN_PLA | SIGNAL HEAD PLACEMENT | Intersct-chg | NUM | 126 |
| SIGN_PLA | SIGNAL HEAD PLACEMENT | Intersct-chg | NUM(8) | 154 |
| SIGN_PRO | TRAFFIC SIGNALS PROGRESSION | Intersct-chg | NUM | 126 |
| SIGN_PRO | TRAFFIC SIGNALS PROGRESSION | Intersct-chg | NUM(8) | 155 |
| SIGN_TIM | TRAFFIC SIGNALS TIMING | Intersct-chg | NUM | 126 |
| SIGN_TIM | TRAFFIC SIGNALS TIMING | Intersct-chg | NUM(8) | 155 |
| SPEC_ENV | SPECIFIC ENVIRONMENT | Intersct-chg | NUM | 127 |
| SPEC_ENV | SPECIFIC ENVIRONMENT | Intersct-chg | NUM(8) | 155 |
| SPEED | POSTED SPEED LIMIT | Accident | CHA(2) | 47 |
| STM_SEW | STORM SEWERS | Roadlog | CHA(1) | 111 |
| SUF_TYP1 | SURFACE SPECIFICATION NUMBER - ROAD 1 | Roadlog | CHA(4) | 112 |
| SUF_TYP2 | SURFACE SPECIFICATION NUMBER - ROAD 2 | Roadlog | CHA(4) | 112 |
| SUR_TKR1 | SURFACE THICKNESS - ROAD 1 | Roadlog | CHA(3) | 112 |
| SUR_TKR2 | SURFACE THICKNESS - ROAD 2 | Roadlog | CHA(3) | 112 |
| SURF_TY2 | SURFACE TYPE - ROAD 2 | Roadlog | CHA(2) | 113 |
| SURF_TYP | SURFACE TYPE - ROAD 1 | Roadlog | CHA(2) | 113 |
| SURF_WD2 | SURFACE WIDTH - ROAD 2 (IN FEET) | Roadlog | CHA(2) | 114 |
| SURF_WID | SURFACE WIDTH - ROAD 1 (IN FEET) | Roadlog | CHA(2) | 114 |
| TOT_INJ | NUMBER OF PERSONS INJURED | Accident | NUM | 48 |
| TOT_KILL | NUMBER OF PERSONS KILLED | Accident | NUM | 48 |
| TOWAWAY | VEHICLE TOWED | Vehicle | CHA(1) | 68 |
| TOWING | TOWING FLAG | Vehicle | CHA(1) | 69 |
| TRAF_DEV | TRAFFIC CONTROL DEVICES | Intersct-chg | NUM | 127 |
| TRAF_DEV | TRAFFIC CONTROL DEVICES | Intersct-chg | NUM(8) | 156 |
| TRAF_PHS | TRAFFIC SIGNALS NUMBER OF PHASES | Intersct-chg | NUM | 127 |
| TRAF_PHS | TRAFFIC SIGNALS NUMBER OF PHASES | Intersct-chg | NUM(8) | 156 |
| TRAF_PRE | TRAFFIC SIGNALS PREEMPTION | Intersct-chg | NUM | 128 |
| TRAF_PRE | TRAFFIC SIGNALS PREEMPTION | Intersct-chg | NUM(8) | 156 |
| TRAF_TMF | FLASHING SIGNAL TIME OFF | Intersct-chg | CHA(2) | 128 |
| TRAF_TMF | FLASHING SIGNAL TIME OFF | Intersct-chg | CHA(2) | 157 |
| TRAF_TMO | FLASHING SIGNAL TIME ON | Intersct-chg | CHA(2) | 128 |
| TRAF_TMO | FLASHING SIGNAL TIME ON | Intersct-chg | CHA(2) | 157 |
| TRAFCNTL | TRAFFIC CONTROL DEVICES | Intersct-chg | NUM | 129 |
| TRAFCNTL | TRAFFIC CONTROL DEVICES | Intersct-chg | NUM(8) | 158 |
| TRF_CNTL | TRAFFIC CONTROL DEVICES | Accident | NUM | 48 |
| TRF_CNTL | TRAFFIC CONTROL DEVICES-REVISED | Intersct-chg | NUM | 130 |
| TRFCNTLW | TRAFFIC CONTROL WORKING | Accident | NUM | 49 |
| TRVL_DIR | TRAVEL DIRECTION | Accident | CHA(1) | 49 |
| TURN_LN | TURNING LANES TOWARD INCREASING MILEPOSTS | Roadlog | CHA(1) | 114 |
| TURN_LN2 | TURNING LANES TOWARD DECREASING MILEPOSTS | Roadlog | CHA(2) | 114 |
| TWNSHIP | TOWNSHIP NUMBER | Accident | NUM | 49 |
| TYPE | INTERSECTION TYPE | Intersct-chg | NUM(8) | 159 |
| TYPEDESC | INTERSECTION DESCRIPTION-REVISED | Intersct-chg | NUM | 131 |
| TYPEDESC | INTERSECTION DESCRIPTION-REVISED | Intersct-chg | NUM(8) | 159 |
| UPDATE_ | DATE OF UPDATE | Roadlog | NUM | 114 |
| UPLIMIT | UPPER LIMIT | Intersct-chg | NUM(8) | 160 |
| UPLIMIT1 | SEGMENT 1 UPPER LIMIT | Intersct-chg | NUM | 135 |
| UPT_DTE | UPDATE DATE | Intersct-chg | NUM(8) | 160 |
| URB_MNC | URBAN/MUNICIPAL CODE | Roadlog | NUM | 115 |
| V_DAMAGE | VEHICLE DAMAGE AREA | Vehicle | NUM | 69 |
| VALID_LICENSE | VALID DRIVER LICENSE | Occupant | CHA(2) | 86 |
| VEH_DIR | DIRECTION VEHICLE WAS TRAVELING | Vehicle | NUM | 70 |
| VEH_MOV1 | VEHICLE MOVEMENT | Accident | NUM | 50 |
| VEH_USE | SPECIAL VEHICLE USE | Vehicle | CHA(2) | 70 |
| VEHNO | RELATIVE VEHICLE NUMBER | Vehicle | NUM | 71 |
| VEHNO | VEHICLE OCCUPIED BY INJURED/KILLED | Occupant | NUM | 87 |
| VEHSTATE | STATE OF VEHICLE REGISTRATION | Vehicle | CHA(2) | 71 |
| VEHTYPE | TYPE OF VEHICLE | Vehicle | NUM | 71 |
| VEHYR | MODEL YEAR OF VEHICLE | Vehicle | CHA(4) | 72 |
| VIOLATIONS | DRIVER CITED FOR VIOLATIONS | Occupant | CHA(1) | 87 |
| VOLGRP | TRAFFIC VOLUME GROUP | Roadlog | CHA(2) | 115 |
| VOLTYP | TRAFFIC VOLUME TYPE | Roadlog | CHA(1) | 116 |
| WAIVED | COMMERCIAL VEHICLE INSPECTION WAIVED | Vehicle | CHA(1) | 73 |
| WAST_MAT | WASTE MATERIAL CARRIED | Accident | CHA(1) | 51 |
| WASTE_MT | VEHICLE CARRYING WASTE | Vehicle | CHA(1) | 73 |
| WEATHER | WEATHER CONDITIONS | Accident | NUM | 51 |
| WEATHER1 | WEATHER CONDITIONS | Accident | NUM | 51 |
| WEATHER2 | WEATHER CONDITIONS | Accident | NUM | 51 |
| WEEKDAY | DAY OF WEEK ACCIDENT OCCURRED | Accident | NUM | 52 |
| WORK_REL | WORK RELATED ACCIDENT | Occupant | CHA(1) | 87 |
| WORK_ZONE | WORKZONE MARKED | Accident | CHA(2) | 52 |
| WRKS_PRESNT | WORKER PRESENT | Accident | CHA(1) | 52 |
| YEAR | YEAR OF TRAFFIC | Roadlog | CHA(4) | 116 |
| SAS VARIABLE NAME | DESCRIPTION | SAS VARIABLE FILE | FORMAT TYPE | PAGE NO. |
|---|---|---|---|---|
| ACC_DATE | DATE ACCIDENT OCCURRED | Accident | CHA(8) | 31 |
| ACCDIGM | DIAGRAM OF ACCIDENT CODE | Accident | NUM | 31 |
| ACCTYPE | TYPE OF ACCIDENT | Accident | NUM | 32 |
| ACCYR | YEAR ACCIDENT OCCURRED | Accident | CHA(4) | 33 |
| AMBL_NBR | AMBULANCE NUMBER | Accident | CHA(6) | 33 |
| CASENO | ACCIDENT NUMBER | Accident | CHA(11) | 33 |
| CITY | CITY NUMBER | Accident | CHA(4) | 34 |
| COUNTY | COUNTY | Accident | NUM | 34 |
| DIV_CODE | ROAD DESIGN | Accident | NUM | 34 |
| HAZMAT | HAZARDOUS MATERIAL CARRIED | Accident | CHA(1) | 35 |
| HIT_RUN | HIT AND RUN | Accident | CHA(1) | 35 |
| HOUR | HOUR ACCIDENT OCCURRED | Accident | NUM | 35 |
| INTERCH | INTERCHANGE ELEMENT CODE | Accident | CHA(3) | 35 |
| LIGHT | LIGHT CONDITIONS | Accident | NUM | 36 |
| LOC_BIKE | LOCATION OF PEDESTRIAN/BIKE ACCIDENT | Accident | NUM | 36 |
| LOC_HARM | LOCATION OF FIRST HARMFUL EVENT | Accident | NUM | 37 |
| LOC_NARR | LOCATION DESCRIPTION | Accident | CHA(50) | 37 |
| LOC_TYPE | RELATION TO INTERSECTION | Accident | NUM | 38 |
| LOC_WRK_ZNE | LOCATION OF ACC IN WORKZONE | Accident | CHA(2) | 39 |
| LOCN_REL | LOCATION RELIABILITY | Accident | CHA(1) | 39 |
| MILEPOST | MODIFIED REFERENCE POINT | Accident | NUM | 39 |
| MIN_DOLLAR | MINIMUM DOLLAR THRESHOLD | Accident | CHA(1) | 40 |
| NUMVEHS | NUMBER OF VEHICLES INVOLVED | Accident | NUM | 40 |
| OBJECT1 | FIXED OBJECT STRUCK | Accident | NUM | 41 |
| OFF_TYPE | TYPE OF INVESTIGATING OFFICER | Accident | NUM | 42 |
| ON_BRDG | ACCIDENT OCCURRED ON BRIDGE | Accident | CHA(1) | 42 |
| POP_FROM_CITY | POPULATION OF CITY | Accident | NUM | 43 |
| POP_FROM_COUNTY | POPULATION OF COUNTY | Accident | NUM | 43 |
| POP_GRP | URBAN/RURAL POPULATION CODES | Accident | NUM | 43 |
| PUBDMG | PUBLIC PROPERTY DAMAGE | Accident | CHA(1) | 43 |
| RD_CHAR1 | ROAD CHARACTERISTICS | Accident | NUM | 44 |
| RDSURF | ROAD SURFACE CONDITIONS | Accident | NUM | 44 |
| RDWORK | ROAD WORK BEING PERFORMED | Accident | NUM | 45 |
| RODWYCLS | ROADWAY CLASSIFICATION | Accident | CHA(2) | 45 |
| RTE_NBR | ROUTE NUMBER | Accident | CHA(9) | 46 |
| RTE_SYS | ROUTE SYSTEM | Accident | CHA(2) | 46 |
| RTSYSNBR | COMBINED ROUTE SYSTEM/ROUTE NUMBER | Accident | CHA(11) | 47 |
| SCHLBUS | SCHOOL BUS INVOLVED ACCIDENT | Accident | CHA(1) | 47 |
| SEVERITY | ACCIDENT SEVERITY | Accident | CHA(1) | 47 |
| SPEED | POSTED SPEED LIMIT | Accident | CHA(2) | 47 |
| TOT_INJ | NUMBER OF PERSONS INJURED | Accident | NUM | 48 |
| TOT_KILL | NUMBER OF PERSONS KILLED | Accident | NUM | 48 |
| TRF_CNTL | TRAFFIC CONTROL DEVICES | Accident | NUM | 48 |
| TRFCNTLW | TRAFFIC CONTROL WORKING | Accident | NUM | 49 |
| TRVL_DIR | TRAVEL DIRECTION | Accident | CHA(1) | 49 |
| TWNSHIP | TOWNSHIP NUMBER | Accident | NUM | 49 |
| VEH_MOV1 | VEHICLE MOVEMENT | Accident | NUM | 50 |
| WAST_MAT | WASTE MATERIAL CARRIED | Accident | CHA(1) | 51 |
| WEATHER | WEATHER CONDITIONS | Accident | NUM | 51 |
| WEATHER1 | WEATHER CONDITIONS | Accident | NUM | 51 |
| WEATHER2 | WEATHER CONDITIONS | Accident | NUM | 51 |
| WEEKDAY | DAY OF WEEK ACCIDENT OCCURRED | Accident | NUM | 52 |
| WORK_ZONE | WORKZONE MARKED | Accident | CHA(2) | 52 |
| WRKS_PRESNT | WORKER PRESENT | Accident | CHA(1) | 52 |
NOTE: SAS variable names and longer explanatory names are shown above each listing. (See Discussion for in formation on SAS formats.)
Definition: Date when the accident occurred.
Additional Information: YYYYMMDD = Year-Month-Day accident occurred.
Definition: Accident configuration, describing the directions and maneuvers of the vehicles involved.
Additional Information: See discussion. This variable does not indicate "what" is struck, only "how" something is struck. In addition, the "head-on" and "sideswipe opposing" codes reflect the direction of the opposing vehicles immediately prior to impact rather than their initial direction.
Definition: Type of accident that occurred.
Definition: Year accident occurred.
Additional Information: ‘YYYY’ = Year of Accident. Element discontinued in 2000.
Definition: Reporting Agency
Additional Information: Contact HSIS staff for formats.
Definition: Number of ambulance that responded to the crash.
Additional Information: Element added in 1991.
Definition: Case number of accident.
Additional Information: ‘YYYYDDDNNNN’ where YYYY = Year, DDD = Julian Day of Year, and NNNN = Unique Case Number (0000-9999).
Definition: City where the crash occurred.
Additional Information: Contact HSIS staff for formats.
Definition: County where the crash occurred.
Additional Information: 01-87 = County Number.
Definition: District where the crash occurred.
Additional Information: This variable is determined by county number.
Definition: Design of the roadway where the crash occurred.
Definition: Whether or not there was hazardous material carried in the vehicle when the crash occurred.
Additional Information: Element discontinued in 1990.
Definition: Whether or not the crash was a hit and run.
Additional Information: Element was added in 1990.
Definition: Hour at which the crash occurred.
Additional Information: Please note HHMM = Hour and minute that accident occurred (0000 - 0059 = 1200 AM – 1259 AM, … 9800 = Left Blank, 9900 = Unknown). Values before 2003 are rounded to the nearest hour.
Definition: Three element code for a certain intersection element where the crash occurred.
Additional Information: The coding is either ANN or NNN, where “A” is alphabet and “N” is numeric. Three blanks indicate “not in an interchange”. Unfortunately, no other detail on the element descriptors is available.
Definition: The type/level of light that existed at the time of the crash.
Definition: Type of location for the pedestrian/bike accident.
Additional Information: Element was discontinued in 1989.
Definition: Location where the harmful event first occurred.
Definition: Location where the crash occurred..
Additional Information: This element was added in 1990. It is a location narrative and contains 50 characters of verbal description of the location. Usually provides road or route names.
Definition: Location of the crash in relation to the intersection.
Definition: Location of the accident in a work-zone.
Additional Information: Element was added in 2003.
Definition: Whether or not there was an error in location where the crash occurred.
Additional Information: Element was added in 1990.
Definition: Reference point where the crash occurred.
Additional Information: This is a reformatted version of the original “Reference Point” element in the MN files. The reformatting was done to facilitate computer linkage with other files.
Definition: The minimum dollar threshold of the crash.
Definition: Number of vehicles involved in the crash.
Definition: Fixed object struck in crash.
Additional Information:
1. Code ‘00’ (No Object Struck) and code ‘21’ (Not Applicable) are equivalent.
2. In the 1991 data, the number and percent of “No Object Struck” was significantly lower and the number/percent of “Unknown” significantly higher than in other years. The percent of “Unknown” remains slightly higher (i.e., 4 percent) in later years.
3. See ACCTYPE (Accident Subfile) and EVENT (Vehicle Subfile).
4. Variable Discontinued in 2000.
Definition: Type of officer that investigated the crash.
Additional Information: Records coded as OFF_TYPE = “Unknown” have been removed in 1991 and later years to improve quality of data. See discussion.
Definition: Whether or not the accident occurred on bridge.
Additional Information: Preliminary analyses have shown this element to be inaccurate. It appears that uncoded cases default to “No”. In addition, not that in bridge analyses based on matching accident and bridge locations, interchange ramp accidents are located to the center of the interchange, which may be a bridge. This will erroneously increase the number of “bridge accidents” unless accounted for.
Definition: Whether or not photos of the accident were taken.
Definition: The population of the city where the crash occurred.
Additional Information: Element added in 2003.
Definition: The population of the county where the crash occurred.
Additional Information: Element added in 2003.
Definition: The code for the rural/urban population where the crash occurred.
Definition: Whether or not public property was damaged where the crash occurred.
Additional Information: Element added in 1991.
Definition: The characteristics of the road where the crash occurred.
Definition: The condition of the road surface where the crash occurred.
Definition: Whether or not roadwork was being performed where the crash occurred.
Additional Information: Element discontinued in 2003.
Definition: The classification of the roadway where the crash occurred.
Additional Information:
Definition: The number of the route where the crash occurred.
Additional Information: ‘NNNNNNNNX’ = Route Number (N = 0-9, and X is numeric, alpha, or blank. Note that in a few cases with county/townships roads, an alpha character will appear in other columns). This element is used for file linkage. See RTSYSNBR.
Definition: The route system where the crash occurred.
Additional Information: See RTSYSNBR.
Definition: The combined route system and route number where the crash occurred.
Additional Information: This is a combined version of the RTE_NBR and RTE_SYS elements above. This combining was done to facilitate computer linkage with other files.
Definition: Whether or not a school bus was involved in the accident.
Additional Information: Element added in 2000. Valid date is not available before 2003.
Definition: The most severe injury in the crash.
Definition: Posted speed limit where the crash occurred.
Additional Information: Posted speed limit in miles per hour. ‘00’, ‘99’ = Speed Limit Unknown.
Definition: Total number of persons injured in the crash.
Definition: Total number of persons killed in the crash.
Definition: Traffic control devices where the accident occurred.
Definition:Whether or not the traffic control device was working where the accident occurred.
Definition: Direction of the vehicle when the crash occurred.
Additional Information: Element added in 2003.
Definition: Number of the township where the crash occurred.
Additional Information: 000 = Unknown, 001-999 = Township Number.
Definition: Movement of the vehicle when the crash occurred.
Additional Information: Element discontinued in 1990.
Definition: Whether or not there was waste material carried in the vehicle when the crash occurred.
Additional Information: Element discontinued in 1990.
Definition: Weather conditions when the crash occurred.
Additional Information: Element WEATHER was replaced by WEATHER1 and WEATHER2 in 2003.
Definition: Day of week when the accident occurred.
Definition: Type of workzone where the crash occurred.
Additional Information: Element added in 2003.
Definition: Whether or not a worker was present where the crash occurred.
Additional Information: Element added in 2003.
| SAS VARIABLE NAME | DESCRIPTION | SAS VARIABLE FILE | FORMAT TYPE | PAGE NO. |
|---|---|---|---|---|
| CASENO | ACCIDENT NUMBER CODE | Vehicle | CHA(11) | 55 |
| COLOR | COLOR OF THE VEHICLE | Vehicle | CHA(3) | 55 |
| CONTRIB1 | FIRST CONTRIBUTING FACTOR | Vehicle | NUM | 55 |
| CONTRIB2 | SECOND CONTRIBUTING FACTOR | Vehicle | NUM | 55 |
| DAMSEV | VEHICLE DAMAGE SEVERITY | Vehicle | CHA(1) | 56 |
| DRV_AGE | AGE OF DRIVER | Vehicle | NUM | 57 |
| DRV_INJ | DRIVER INJURY | Vehicle | CHA(1) | 57 |
| DRV_SEX | SEX OF DRIVER | Vehicle | CHA(1) | 58 |
| EVENT1 | SEQUENCE OF EVENT -1 | Vehicle | CHA(2) | 58 |
| EVENT2 | SEQUENCE OF EVENT -2 | Vehicle | CHA(2) | 58 |
| EVENT3 | SEQUENCE OF EVENT -3 | Vehicle | CHA(2) | 58 |
| EVENT4 | SEQUENCE OF EVENT -4 | Vehicle | CHA(2) | 60 |
| FIRE | FIRE IN VEHICLE | Vehicle | CHA(1) | 60 |
| HAZMTL | VEHICLE CARRYING HAZARDOUS MATERIAL | Vehicle | CHA(1) | 60 |
| INTRANSPORT | WAS VEHICLE IN | Vehicle | CHA(1) | 60 |
| LICTYPE | VALID DRIVER LICENSE | Vehicle | CHA(1) | 61 |
| MAKE | MAKE OF VEHICLE MATERIAL | Vehicle | CHA(4) | 61 |
| MCAXLDN | MOTOR CARRIER AXLES DOWN | Vehicle | CHA(2) | 61 |
| MCAXLUUP | MOTOR CARRIER AXLES UP | Vehicle | CHA(2) | 61 |
| MCBDYTYP | MOTOR CARRIER BODY TYPE | Vehicle | CHA(2) | 62 |
| MCGVWRCD | MOTOR GROSS VEHICLE WEIGHT CODE | Vehicle | CHA(2) | 62 |
| MCHZPLAC | MOTOR HAZARDOUS MATERIAL PLACARD FLAG | Vehicle | CHA(1) | 63 |
| MCSOURCE | SOURCE OF IDENTIFICATION | Vehicle | CHA(2) | 63 |
| MCTRHTCH | MOTOR TRAILER HITCH CODE | Vehicle | CHA(2) | 63 |
| MISCACT1 | ACTION PRIOR TO ACCIDENT | Vehicle | NUM | 64 |
| MODEL | MOTOR MODEL | Vehicle | CHA(2) | 65 |
| MOST_EVENT | MOST HARMFUL EVENT | Vehicle | CHA(2) | 65 |
| MVCLASS | MOTOR CLASS | Vehicle | CHA(2) | 67 |
| MVTYPE | MOTOR TYPE | Vehicle | CHA(2) | 67 |
| NUMOCCS | NUMBER OF OCCUPANTS | Vehicle | NUM | 67 |
| PHYSCOND | PHYSICAL CONDITION OF DRIVER | Vehicle | NUM | 68 |
| SERIES | SERIES OF VEHICLE | Vehicle | CHA(3) | 68 |
| TOWAWAY | VEHICLE TOWED | Vehicle | CHA(1) | 68 |
| TOWING | TOWING FLAG | Vehicle | CHA(1) | 69 |
| V_DAMAGE | VEHICLE DAMAGE AREA | Vehicle | NUM | 69 |
| VEH_DIR | DIRECTION VEHICLE WAS TRAVELING | Vehicle | NUM | 70 |
| VEH_USE | SPECIAL VEHICLE USE | Vehicle | CHA(2) | 70 |
| VEHNO | RELATIVE VEHICLE NUMBER | Vehicle | NUM | 71 |
| VEHSTATE | STATE OF VEHICLE REGISTRATION | Vehicle | CHA(2) | 71 |
| VEHTYPE | TYPE OF VEHICLE | Vehicle | NUM | 71 |
| VEHYR | MODEL YEAR OF VEHICLE | Vehicle | CHA(4) | 72 |
| WAIVED | COMMERCIAL VEHICLE INSPECTION WAIVED | Vehicle | CHA(1) | 73 |
| WASTE_MT | VEHICLE CARRYING WASTE | Vehicle | CHA(1) | 73 |
Definition: Case number of accident.
Additional Information: ‘YYYYDDDNNNN’ where YYYY = Year, DDD = Julian Day of Year, and NNNN = Unique Case Number (0000-9999).
Definition: The color of the vehicle involved in the crash.
Definition: First and second contributing factor to the crash.
Definition: The severity of the damage to the vehicle from the crash.
Definition: The age of the driver of the vehicle involved in the crash.
Additional Information: 98 = ’98 Years or Older’ , 99 = ‘Unknown’. In the 1990 file, only injured driver information is available. Between 5-10 percent of the cases are uncoded after 1990.
Definition: Extent of injury to the driver of the vehicle involved in crash.
Additional Information:
1. This element was copied from Occupant Subfile to this Vehicle Subfile beginning in 1990. Prior driver-injury data can be extracted from the Occupant Subfile.
2. The “No Injury” code is new beginning in 1990. However, full data on all uninjured drivers is probably not available until 1991 or 1992. In addition, the “No Injury” code is not used after 1991. MN staffs indicate that a blank code also means “No Injury”, as captured in the format above.
Definition: Sex of the driver of the vehicle involved in crash.
Additional Information: In 1990, only injured driver information is available. “NS/Not Applic” plus other “Error/Other Code” represent approximately 10 percent of the cases for all years.
Definition: Sequence of events during the crash.
Additional Information: Valid data not available for 2003. No EVENT4 available for 2004.
Collision With:
Collision With Fixed Object:
Non-Collision
Residual Categories
Definition: Whether or not there was a fire in the vehicle that was involved in the crash.
Definition: Whether or not the vehicle was carrying hazardous material when the crash occurred.
Definition: Was the vehicle in transit when the crash occurred.
Additional Information: Element added in 2003.
Definition: Whether or not the driver of the vehicle involved in the crash had a valid driver license.
Additional Information: Element discontinued in 1990.
Definition: Whether or not there was a fire in the vehicle that was involved in the crash.
Additional Information: New element added in 1990. This is a four character code indicating the vehicle make. While some codes are obvious (e.g., FORD, BUIC, CHEV) others are not as obvious. Approximately 13% of the data are uncoded.
Definition: Total number of motor carrier Axels Down
Additional Information: Axles down – i.e., wheels making contact with pavement (00-99). Element discontinued in 2003.
Definition: Number of motor carrier Axels Up
Additional Information: Number of axles on motor carrier with wheels not making contact with pavement (00-99). Element discontinued in 2003.
Definition: Body type of the motor carrier involved in the crash.
Definition: The code for the motor carrier vehicle weight involved in the crash.
Additional Information: Element discontinued in 2003.
Definition: Presence of motor carrier hazardous material placard card.
Additional Information: Element discontinued in 2003.
Definition: Source of motor carrier identification.
Additional Information: Variable discontinued in 2003.
Definition: Type of motor carrier trailer hitch.
Additional Information: Element discontinued in 2003
Definition: Action prior to when the crash occurred.
Definition: Model of the motor of the vehicle involved in the crash.
Additional Information: Element discontinued in 2003.
Definition: Most harmful event when the crash occurred.
Additional Information: New element added in 2003.
Definition: Class of the vehicle that was involved in the crash.
Additional Information:Element discontinued in 2003.
Definition: Type of motor vehicle involved in the crash.
Additional Information: Element discontinued in 2003.
Definition: Number of occupants in the vehicle when the crash occurred.
Additional Information: Number of occupants in vehicle (0-99). Element added in 1991.
Definition: Physical condition of the driver when the crash occurred.
Definition: Series of Vehicle
Additional Information: This is a three-character code identifying the vehicle series (e.g., 626, 6LE, CIV) within a given vehicle make. While we do not have a listing of all possible formats, it appears that the data can be “decoded” when combined with MAKE. Approximately 20% of the data are uncoded.
Definition: Whether or not the vehicle involved in the crash was towed from the scene.
Definition: Whether a non-motor carrier was towing a trailer.
Additional Information: Element added in 1991.
Definition: Area where the vehicle was damaged when the crash occurred.
Definition: Direction the vehicle was traveling when the crash occurred.
Additional Information: Element added in 1990.
Definition: Special Vehicle Use
Additional Information: Element only available for 2003 and 2004.
Definition: Relative Vehicle Number
Additional Information: Number of vehicle on accident report or relative vehicle number (01-60). Used to link with occupant file.
Definition: State the vehicle involved in the crash is from.
Additional Information: Element added in 1997. However, all codes are currently blanks.
Definition: Type of vehicle involved in the crash.
Definition: Model year of the vehicle involved in the crash.
Additional Information: Model year of vehicles (NNNN). Element discontinued in 1991.
Definition: Commercial Vehicle Inspection Waived
Additional Information: Element only available for 2003 and 2004.
Definition: Whether or not the vehicle was carrying waste material when the crash occurred.
Additional Information: Element discontinued in 1990.
| SAS VARIABLE NAME | DESCRIPTION | SAS VARIABLE FILE | FORMAT TYPE | PAGE NO. |
|---|---|---|---|---|
| AGE | AGE OF INJURED/KILLED | Occupant | NUM | 75 |
| AIRBAG | AIRBAG DEPLOYED | Occupant | CHA(2) | 75 |
| ALCOHOL_RESULT | BLOOD ALCOHOL TEST RESULT | Occupant | CHA(2) | 76 |
| ALCOHOL_TEST | BLOOD ALCOHOL TEST PERFORMANCE | Occupant | CHA(1) | 76 |
| BIRTH_DT | BIRTHDAY | Occupant | CHA(8) | 76 |
| CASENO | ACCIDENT NUMBER | Occupant | CHA(11) | 77 |
| CORN_RPT | CORONER REPORT RECORD | Occupant | CHA(1) | 77 |
| DL_CLASS | DRIVER LICENSE CLASS | Occupant | CHA(1) | 77 |
| DL_STATE | DRIVER LICENSE STATE | Occupant | CHA(2) | 78 |
| DL_WITHD | DRIVER LICENSE WITHDRAWAL | Occupant | CHA(1) | 78 |
| DRIV_REC | DRIVER RECOMMENDATION | Occupant | CHA(2) | 78 |
| DRUG_TEST | DRUG TEST PERFORMED | Occupant | CHA(1) | 79 |
| EJECT | EJECTION FROM VEHICLE | Occupant | NUM | 79 |
| EQUIP_TYPE | TYPE OF SAFETY EQUIPMENT | Occupant | CHA(2) | 80 |
| FAT_NUM | FATALITY NUMBER | Occupant | CHA(4) | 80 |
| FATLDATE | FATALITY DATE | Occupant | NUM | 80 |
| HOSP | INJURED TAKEN TO HOSPITAL | Occupant | CHA(1) | 80 |
| HOSPTRAN | TRANSPORTED TO HOSPITAL METHOD | Occupant | CHA(1) | 81 |
| INJ | INJURY SEVERITY | Occupant | CHA(1) | 81 |
| LIS_RSTR | COMPLIANCE WITH LICENSE RESTRICTIONS | Occupant | CHA(1) | 82 |
| PHYSCOND | PHYSICAL CONDITION | Occupant | NUM | 83 |
| RES_CNTY | RESIDENCE COUNTY | Occupant | NUM | 83 |
| REST1 | SAFETY EQUIPMENT USED | Occupant | CHA(1) | 84 |
| SEATPOS | POSITION IN VEHICLE | Occupant | NUM | 85 |
| SEX | SEX OF INJURED/KILLED OCCUPANT | Occupant | CHA(1) | 86 |
| VALID_LICENSE | VALID DRIVER LICENSE | Occupant | CHA(2) | 86 |
| VEHNO | VEHICLE OCCUPIED BY INJURED/ KILLED | Occupant | NUM | 87 |
| VIOLATIONS | DRIVER CITED FOR VIOLATIONS | Occupant | CHA(1) | 87 |
| WORK_REL | WORK RELATED ACCIDENT | Occupant | CHA(1) | 87 |
ADDITIONAL INFORMATION: (1) SAS variable names and explanatory names are shown above each listing. (See Discussion for information on SAS formats.) This file only contains data on the injured occupants in the vehicle for 1985-1990 data. Thus, none of the "successes" (non-injured occupants) are included for these years. Beginning in 1991, this file contains data on all occupants. See discussion.
Definition: Age of the injured/killed occupant that was involved in the crash.
Additional Information: 98 = 98 years or older, 99 = Unknown.
Definition: Whether or not the airbag of the vehicle involved in the crash was deployed.
Additional Information: Element added in 2000.
Definition: Results from blood alcohol test administered to driver of the vehicle involved in the crash.
Additional Information: Element added in 2003.
Definition: Whether a blood alcohol test was administered to driver of the vehicle involved in the crash.
Additional Information: Element added in 2003.
Definition: Birthday of vehicle occupant.
Additional Information: Date of Birth (YYYYMMDD). Element added in 1991.
Definition: Number of the accident.
Additional Information: ‘YYYYDDDNNNN’ where YYYY = Year, DDD = Julian Day of Year, NNNN = Unique Case Number (0000-9999).
Definition: Whether a coroner’s report was filed
Additional Information: Element added in 1991.
Definition: Class of driver license of the driver of the vehicle involved in the crash.
Additional Information: Element added in 1991.
Definition: State of the driver license of the driver of the vehicle involved in the crash.
Additional Information: Two character state name (i.e., MN). Element added in 1991.
Definition: Whether or not the driver’s licensed had been withdrawn at the time of the crash.
Additional Information: Element added in 1990 and discontinued in 1999.
Definition: Driver Recommendation
Additional Information: Element added in 1990.
Definition: Whether or not a drug test was performed on the driver.
Additional Information: Element added in 2003.
Definition: Whether or not the occupant was ejected when the crash occurred.
Definition: Safety equipment in the vehicle involved in the crash.
Additional Information: New element added in 2000.
Definition: Internal fatality number assigned by Minnesota.
Additional Information: Not of use for analysis efforts.
Definition: Date of occupant fatality.
Additional Information: Date of Fatality (YYYYMMDD). Element added in 1998.
Definition: Whether or not the injured occupant was taken to the hospital as a result of the crash.
Definition: How occupant was transported to the hospital.
Additional Information: New element added in 1991.
Definition: Severity of injuries sustained in the crash by occupant.
Additional Information: The “No Injury” code is new beginning in 1990, since MN did not begin coding uninjured occupants until that year. After 1991, MN staff indicate that a blank code also can mean “No Injury” as captured in the format above. However, since additional blank “place holder” occupant records are added to the Occupant File, while not likely the case, there may be some blank codes which represent other injury classes. See Discussion.
Definition: License restrictions on driver’s license
Additional Information: New element added in 1991.
Definition: Physical condition of occupant involved in the crash.
Additional Information: Codes are not mutually exclusive. If more than one condition exists, officer is most likely to use alcohol-related codes.
Definition: County of residence of occupant.
Additional Information: County of Residence (Same codes as COUNTY). Element added in 1991. Valid data not available for 1997.
Definition: Safety equipment used by occupant
Definition: Occupant position in vehicle when the crash occurred.
Definition: Sex of injured/killed occupant involved in the crash.
Definition: Whether driver had a valid driver license.
Additional Information: Element added in 2003.
Definition: Vehicle number for occupant’s vehicle.
Additional Information: Vehicle number on accident report. Used to link with Vehicle File. Preliminary analyses indicate that pedestrians and bicyclists are often given a VEHNO = 0.
Definition: Whether or not the driver of the vehicle involved in the crash was cited for violations.
Additional Information: Element added in 2003.
Definition: Whether or not the accident was related to work.
Additional Information: Element added in 1990. Data appear to be consistent in 1991 and later. Element discontinued in 2003.
| SAS VARIABLE NAME | DESCRIPTION | SAS VARIABLE FILE | FORMAT TYPE | PAGE NO. |
|---|---|---|---|---|
| AADT | CALCULATED AVERAGE AADT | Roadlog | NUM | 91 |
| ACCESS | CONTROL OF ACCESS | Roadlog | NUM | 91 |
| ADLN_RD1 | ADDITIONAL LANES - ROAD 1 | Roadlog | CHA(1) | 92 |
| ADLN_RD2 | ADDITIONAL LANES - ROAD 2 | Roadlog | CHA(1) | 92 |
| BAS_TKR1 | BASE THICKNESS - ROAD 1 | Roadlog | CHA(3) | 92 |
| BEGMP | CALCULATED BEGIN MILEPOST | Roadlog | NUM | 93 |
| BRK_CD | BREAK CODE | Roadlog | NUM | 93 |
| CITY_NBR | CITY NUMBER | Roadlog | CHA(4) | 93 |
| COMM_ADT | CALCULATED AVERAGE COMMERCIAL AADT | Roadlog | NUM | 94 |
| COUNTY | COUNTY | Roadlog | NUM | 94 |
| CURB1 | CURBS - ROAD 1 | Roadlog | CHA(1) | 94 |
| CURB2 | CURBS - ROAD 2 | Roadlog | CHA(1) | 94 |
| DESC | ROADWAY DESCRIPTION | Roadlog | CHA(51) | 94 |
| DIR_CDE | DIRECTION CODE | Roadlog | CHA(2) | 95 |
| DISTRICT | DISTRICT | Roadlog | CHA(1) | 95 |
| ENDMP | CALCULATED ENDING MILEPOST | Roadlog | NUM | 95 |
| FED_AID | FEDERAL AID SYSTEM | Roadlog | CHA(1) | 95 |
| FED_SYSD | FEDERAL AID SYSTEM - DESIGNATED | Roadlog | CHA(1) | 96 |
| FED_SYSR | FEDERAL AID SYSTEM - REGULAR | Roadlog | CHA(1) | 96 |
| FEDADRTE | FEDERAL AID ROUTE | Roadlog | CHA(4) | 95 |
| FUNC_CLS | FUNCTIONAL CLASS | Roadlog | NUM | 96 |
| H_COUNT | NUMBER OF COUNT STATIONS PER SECTION | Roadlog | NUM | 97 |
| INTE_CAT | INTERSECTION CATEGORY | Roadlog | NUM | 97 |
| INV_DTE | INVENTORY DATE | Roadlog | CHA(8) | 98 |
| LANEWID | LANE WIDTH | Roadlog | NUM | 99 |
| LEGRTNUM | LEGISLATIVE ROUTE NUMBER | Roadlog | CHA(3) | 99 |
| LSHL_TY2 | LEFT SHOULDER TYPE - ROAD 2 | Roadlog | CHA(2) | 100 |
| LSHL_TYP | LEFT SHOULDER TYPE - ROAD 1 | Roadlog | CHA(2) | 100 |
| LSHL_WD2 | LEFT SHOULDER WIDTH - ROAD 2 | Roadlog | CHA(2) | 101 |
| LSHLDWID | LEFT SHOULDER WIDTH - ROAD 1 | Roadlog | CHA(2) | 101 |
| MANTAREA | MAINTENANCE AREA OF THE ROADWAY | Roadlog | CHA(2) | 101 |
| MED_TYPE | MEDIAN TYPE | Roadlog | CHA(1) | 102 |
| MEDWID | MEDIAN WIDTH (IN FEET) | Roadlog | CHA(2) | 102 |
| MVMT | MILLION VEHICLE MILES TRAVELED | Roadlog | NUM | 103 |
| NBRVOL | TOTAL NUMBER OF TRAFFIC VOLUME COUNTS | Roadlog | NUM | 103 |
| NBRVOLB | NUMBER OF BLANK TRAFFIC VOLUME COUNTS | Roadlog | NUM | 103 |
| NBRVOLF | NUMBER OF FULL TRAFFIC VOLUME COUNTS | Roadlog | NUM | 103 |
| NO_LANE1 | NUMBER THROUGH LANES TOWARDS INCREASING MILEPOINTS | Roadlog | CHA(1) | 104 |
| NO_LANE2 | NUMBER THROUGH LANES TOWARDS DECREASING MILEPOINTS | Roadlog | CHA(1) | 104 |
| NO_LANES | TOTAL NUMBER OF LANES | Roadlog | NUM | 104 |
| ONEWAY | DIVIDED AND ONE-WAY CODE | Roadlog | CHA(1) | 105 |
| PARKING1 | PARKING ON ROAD 1 | Roadlog | CHA(1) | 105 |
| PARKING2 | PARKING ON ROAD 2 | Roadlog | CHA(1) | 105 |
| REF_PST | REFERENCE POST | Roadlog | CHA(3) | 105 |
| REMARK | REMARKS - TYPE OF RECORD | Roadlog | CHA(2) | 106 |
| RODWYCLS | ROADWAY CLASSIFICATION | Roadlog | CHA(2) | 106 |
| ROW | RIGHT OF WAY WIDTH | Roadlog | CHA(3) | 106 |
| RSHL_TY2 | RIGHT SHOULDER TYPE - ROAD 2 | Roadlog | CHA(2) | 107 |
| RSHL_TYP | RIGHT SHOULDER TYPE - ROAD 1 | Roadlog | CHA(2) | 107 |
| RSHL_WD2 | RIGHT SHOULDER WIDTH - ROAD 2 | Roadlog | CHA(2) | 109 |
| RSHLDWID | RIGHT SHOULDER WIDTH - ROAD 1 | Roadlog | CHA(2) | 109 |
| RTE_NBR | ROUTE NUMBER | Roadlog | CHA(9) | 109 |
| RTE_SYS | ROUTE SYSTEM | Roadlog | CHA(2) | 110 |
| RTSYSNBR | COMBINED ROUTE SYSTEM/ROUTE NUMBER | Roadlog | CHA(11) | 110 |
| SEG_LNG | CALCULATED SECTION LENGTH | Roadlog | NUM | 111 |
| SIDE_WLK | SIDEWALKS | Roadlog | CHA(1) | 111 |
| STM_SEW | STORM SEWERS | Roadlog | CHA(1) | 111 |
| SUF_TYP1 | SURFACE SPECIFICATION NUMBER - ROAD 1 | Roadlog | CHA(4) | 112 |
| SUF_TYP2 | SURFACE SPECIFICATION NUMBER - ROAD 2 | Roadlog | CHA(4) | 112 |
| SUR_TKR1 | SURFACE THICKNESS – ROAD 1 | Roadlog | CHA(3) | 112 |
| SUR_TKR2 | SURFACE THICKNESS – ROAD 2 | Roadlog | CHA(3) | 112 |
| SURF_TY2 | SURFACE TYPE - ROAD 2 | Roadlog | CHA(2) | 113 |
| SURF_TYP | SURFACE TYPE - ROAD 1 | Roadlog | CHA(2) | 113 |
| SURF_WD2 | SURFACE WIDTH - ROAD 2 (IN FEET) | Roadlog | CHA(2) | 114 |
| SURF_WID | SURFACE WIDTH - ROAD 1 (IN FEET) | Roadlog | CHA(2) | 114 |
| TURN_LN | TURNING LANES TOWARD INCREASING MILEPOSTS | Roadlog | CHA(1) | 114 |
| TURN_LN2 | TURNING LANES TOWARD DECREASING MILEPOSTS | Roadlog | CHA(1) | 114 |
| UPDATE_ | DATE OF UPDATE | Roadlog | NUM | 114 |
| URB_MNC | URBAN/MUNICIPAL CODE | Roadlog | NUM | 115 |
| VOLGRP | TRAFFIC VOLUME GROUP | Roadlog | CHA(2) | 115 |
| VOLTYP | TRAFFIC VOLUME TYPE | Roadlog | CHA(1) | 116 |
| YEAR | YEAR OF TRAFFIC | Roadlog | CHA(4) | 116 |
ADDITIONAL INFORMATION: SAS variable names and explanatory names are shown above each listing.(See Discussion for information on SAS formats.)
ADDITIONAL INFORMATION: Prior to 1994, approximately one-third of the records on this file are "false records" coded other than 'blank'. These must be taken into account when using this file -- see introductory discussion.
Definition: Calculated average AADT
Additional Information:
Definition: Control of access.
Definition: Additional lanes
Additional Information: Road 2 data only exist for divided roadways. In addition, since there is no accurate way of linking a given accident with the proper road, and the low number of “disagreements” between Road 1 and Road 2 data, it is suggested that accidents always be linked with Road 1 data for ease of handling (See earlier discussion).
Definition: Base thickness road 1.
Additional Information: This is the thickness of the pavement base to the nearest tenth of an inch (e.g., 094 = 9.4 inches). Over 99% of the data are coded as “Not Applicable”, which probably means that a blank code means “Not Coded”.
Definition: Calculated begin milepost
Additional Information: Calculated beginning milepost. See Discussion.
Definition: Break Code
Definition: City number
Additional Information: Contact HSIS staff for formats.
Definition: Calculated Average Commercial AADT
Definition: County number of the roadway segment.
Additional Information: 01-87 = County Number.
Definition: Curbs
Additional Information: Road 2 data only exist for divided roadways. In addition, since there is no accurate way of linking a given accident with the proper road, and because of the low number of “disagreements” between Road 1 and Road 2 data, it is suggested that accidents always be linked with Road 1 data for ease of handling (See discussion).
Definition: Description of the roadway segment location.
Additional Information: It is a location narrative and contains 50 characters of verbal description of the location. Usually provides road or route names.
Definition: Predominant direction of roadway for the segment.
Additional Information: Element added in 2001.
Definition: District of roadway segment.
Additional Information: This variable is determined by county number.
Definition: Calculated Ending Milepost
Additional Information: Calculated ending milepost. See Discussion.
Definition: Federal Aid Route
Additional Information: This indicates the route is federal aid or ‘blank’ if not.
Definition: Federal Aid System
Definition: Federal Aid System – Designated
Definition: Federal Aid System – Regular
Definition: Functional Class
Additional Information: Beginning with 1990 data, codes 13 and 15 are no longer valid. Code 13 was changed to 12 and 15 was changed to 14.
Applicable Rural
Urban
Definition: Number of Count Stations Per Section
Additional Information: Number of traffic count stations per section.
Definition: Intersection Category
Additional Information: This is a ‘point’ element describing the crossing route for the intersection at the beginning of the segment.
Definition: Inventory Date
Additional Information: YYYYMMDD = Date of Most Recent Inventory, 00000000 = Date of Inventory Unknown.
Definition: Legislative Route Number
Additional Information: Category of this variable is ‘blank’ if not applicable.
Definition: Calculated lane width.
Additional Information: Lane width (in feet) is not provided in the raw date file from Minnesota. Instead, this element is calculated using the following methods suggested by Minnesota staff:
1. If roadway is undivided (i.e., ONEWAY not equal to ‘D’), and if a curb is not present (CURB1 = ‘N’), then: LANEWID = SURF_WID/NO_LANES. If a curb is present (CURB1 = ‘L’, ‘R’, or ‘B’), then LANEWID = 12.
2. If roadway is divided (i.e., ONEWAY = ‘D’) and if a curb is not present (CURB1 = ‘N’), then LANEWID = (SUR_WID + SURFWD2/NO_LANES). If a curb is present (CURB1 = ‘L’, ‘R’, or ‘B’), then LANEWID = 12.
Definition: Left shoulder type
Additional Information:
1. Composite shoulders (i.e., part paved, part unpaved) are coded as “Mn” or “Nn” in the format below. The “n” or numeric part of these codes defines the width of the paved part of the shoulder. The shoulder width variables (e.g., LSHLDWID, RSHLWID) will provide the total shoulder width in these composite cases.
2. Road 2 data only exist for divided roadways. In addition, since there is no accurate way of linking a given accident with the proper road, and because of the low number of “disagreements” between Road 1 and Road 2 data, is suggested that accidents always be linked with Road 1 data for ease of handling. (See earlier discussion).
Definition: Maintenance Area of the Roadway
Definition: Left Shoulder Width
Additional Information: A blank means “not applicable”; a “UN’ means “unknown”; and a “00” means “no shoulder”.
1. Road 2 data only exist for divided roadways. In addition, since there is no accurate way of linking a given accident with the proper road, and because of the low number of “disagreements” between Road 1 and Road 2 data, it is suggested that accidents always be linked with Road 1 data for ease of handling. (See earlier discussion).
2. This is not always the treated left shoulder width in feet. When MN/DOT codes shoulder width, it is total shoulder width. For sod/gravel, it is from edge of land to ditch guardrail, or taper to ditch. When there is partial paved and partial sod/gravel, the shoulder type should be coded as “composite”. In the composite codes under shoulder type, the shoulder type codes gives the feet of paved shoulder within the measurement. The total measure for shoulder width presented here is the width of the total composite shoulder – from edge of lane to ditch. When the shoulder is “paved’, the width is total width of the paved shoulder. There may be some cases where the coding is slightly in error. For example, a paved width may have some added sod/gravel which is unmeasured. However, if there is a wide area of sod/gravel, the shoulder type will be composite and the total with will be measured. There are also some cases where the composite shoulders may be coded in error; however, it can be assumed that the total width is for all types of shoulders.
Definition: Type of median on the roadway segment.
Definition: Median width (In feet)
Definition: Million vehicle miles traveled on road segment.
Additional Information: Created element added in 1999 for all HSIS roadway-inventory files. See Discussion.
Definition: Total Number of Traffic Volume Counts
Additional Information: The number of total (full plus blank) volume fields in the record containing AADT values. Element discontinued in 1999.
Definition: Number of Blank Traffic Volume Counts
Additional Information: The number of blank (unused) volume fields in the record. Element discontinued in 1999.
Definition: Number of Full Traffic Volume Counts
Additional Information: The number of volume fields in the record containing AADT. Element discontinued in 1999.
Definition: Number through lanes toward increasing/ decreasing milepoints
Additional Information: This element and NO_LANE1 must be summed to obtain the total number of lanes on a section of roadway, even for 2-lane, 2-way roadways. This has been done under NO_LANES.
Definition: Total number of lanes of the roadway segment.
Additional Information: This is the sum of NO_LANE1 + NO_LANE2, and is the total number of lanes on a section of roadway.
Definition: Divided and one-way code
Definition: Presence and type of parking on road segment
Additional Information: Road 2 data only exist for divided roadways. In addition, since there is no accurate way of linking a given accident with the proper road, and because of the low number of “disagreements” between Road 1 and Road 2 data, it is suggested that accidents always be linked with Road 1 data for ease of handling. (See earlier discussion).
Definition: Reference Post
Additional Information: Reference post number (‘000’- ‘999’). New element added in 1996.
Definition: Remarks – Type of Record
Additional Information: Prior to 1994, approximately one-third of the records of this file are “false records” coded other than ‘blank’. These must be taken into account when using this file – see introductory discussion. These false records are deleted from the files for 1994 and later years.
Definition: Roadway classification
Additional Information: Created element added to HSIS accident and roadway inventory files in all states in 1999. See discussion.
Definition: Width of the right of way.
Additional Information: Average right of way width in feet. New element added in 1994.
Definition: Right Shoulder Type
Additional Information:
1. Composite shoulders (i.e., part paved, part unpaved) are coded as “Mn” or “Nn” in the above format. The “n” or numeric part of these codes defines the width of the paved part of the shoulder. The shoulder width variables (e.g., LSHLDWID, RSHLWID) will provide the total shoulder width in these composite cases.
2. Road 2 data only exist for divided roadways. In addition, since there is no accurate way of linking a given accident with the proper road, and because of the low number of “disagreements” between Road 1 and Road 2 data, is suggested that accidents always be linked with Road 1 data for ease of handling. (See earlier discussion).
Definition: Right Shoulder Width
Additional Information: A blank means “not applicable”; a “UN’ means “unknown”; and a “00” means “no shoulder”.
1. Road 2 data only exist for divided roadways. In addition, since there is no accurate way of linking a given accident with the proper road, and because of the low number of “disagreements” between Road 1 and Road 2 data, it is suggested that accidents always be linked with Road 1 data for ease of handling. (See earlier discussion).
2. This is not always the treated right shoulder width in feet. When MN/DOT codes shoulder width, it is total shoulder width. For sod/gravel, it is from edge of land to ditch guardrail, or taper to ditch. When there is partial paved and partial sod/gravel, the shoulder type should be coded as “composite”. In the composite codes under shoulder type, the shoulder type codes gives the feet of paved shoulder within the measurement. The total measure for shoulder width presented here is the width of the total composite shoulder – from edge of lane to ditch. When the shoulder is “paved’, the width is total width of the paved shoulder. There may be some cases where the coding is slightly in error. For example, a paved width may have some added sod/gravel which is unmeasured. However, if there is a wide area of sod/gravel, the shoulder type will be composite and the total width will be measured. There are also some cases where the composite shoulders may be coded in error; however, it can be assumed that the total width is for all types of shoulders.
Definition: Route number of the roadway segment.
Additional Information: ‘NNNNNNNNX’ = Route Number (N = 0-9, and X is numeric, alpha, or blank. Note that in a few cases with county/township roads, an alpha character will appear in other columns). This element is used for file linkage. See RTSYSNBR.
Definition: Route system for the segment.
Additional Information: See RTESYSNBR.
Definition: Combined Route System/Route Number
Additional Information: This is a combined version of the RTE_NBR and RTE_SYS elements above. This combining was done to facilitate computer linkage with other files.
Definition: Calculated section length
Additional Information: For 1990 and later files, the calculated section length is based on true beginning and ending mileposts where available from the Reference Post File. Prior to 1990, it was based on the difference between the standard beginning and ending mileposts. See discussion.
Definition: Presence and locations of sidewalks on the segment.
Definition: Presence of storm sewers on the segment.
Additional Information: High Percentage of “UNKNOWN” codes.
Definition: Surface type specification number.
Additional Information: Road 2 data only exist for divided roadways. In addition, since there is no accurate way of linking a given accident with the proper road, and because of low number of “disagreements” between Road 1 and Road 2 data, it is suggested that accidents always be linked with Road 1 data for ease of handling. (See earlier discussion).
Definition: Surface thickness.
Additional Information: The element SUR_TKR1 was discontinued in 1996. The element SUR_TKR2 was only recorded for the year 1997.
Definition: Surface type.
Additional Information: Road 2 data only exist for divided roadways. In addition, since there is no accurate way of linking a given accident with the proper road, and because of low number of “disagreements” between Road 1 and Road 2 data, it is suggested that accidents always be linked with Road 1 data for ease of handling. (See earlier discussion).
Definition: Surface width (in feet).
Additional Information: Road 2 data only exist for divided roadways. In addition, since there is no accurate way of linking a given accident with the proper road, and because of low number of “disagreements” between Road 1 and Road 2 data, it is suggested that accidents always be linked with Road 1 data for ease of handling. (See earlier discussion).
Definition: Presence and location of turning lanes toward increasing/decreasing mileposts.
Definition: Date of most recent update.
Additional Information: Most recent date on which record was modified (YYYYMMDD). Element added in 1994.
Definition: Urban/municipal code
Definition: Traffic volume group.
Additional Information: Element added in 1989.
Definition: Traffic volume type
Definition: Year of traffic volume count.
| SAS VARIABLE NAME | DESCRIPTION | SAS VARIABLE FILE | FORMAT TYPE | PAGE NO. |
|---|---|---|---|---|
| CNTL_CAT | CENTRAL OFFICE CATEGORY | Intersct-chg | CHA(2) | 120 |
| DESC_ | INTERSECTION DESCRIPTION | Intersct-chg | NUM | 120 |
| DIST_CAT | CATEGORY ASSIGNED BY DISTRICT | Intersct-chg | CHA(2) | 120 |
| EFEC_DTE | DATE OF ACCIDENT GEOCODING | Intersct-chg | NUM | 120 |
| ELEM_NBR | INTERCHANGE ELEMENT CODE | Intersct-chg | CHA(3) | 121 |
| ENDMP | CALCULATED ENDING MILEPOST | Intersct-chg | NUM | 121 |
| GEN_ENIV | GENERAL ENVIRONMENT | Intersct-chg | NUM | 121 |
| INT_SYNB | COMBINED RTE_SYS/RTE_NBR | Intersct-chg | CHA(11) | 121 |
| INT_TYPE | INTERSECTION TYPE | Intersct-chg | NUM | 122 |
| MILEPOST | MODIFIED REFERENCE POINT LOCATION | Intersct-chg | NUM | 122 |
| NBR_LEGS | NUMBER OF LEGS INTO INTERSECTION | Intersct-chg | NUM | 122 |
| NBR_RTES | NUMBER OF ROUTES INTO INTERSECTION | Intersct-chg | NUM | 123 |
| RAIL_NBR | RAILROAD CROSSING NUMBER | Intersct-chg | CHA(8) | 123 |
| RDWY_LGH | ROADWAY LIGHTING | Intersct-chg | NUM | 123 |
| REF_PNT | REFERENCE POINT | Intersct-chg | CHA(10) | 123 |
| RTE_NBR | ROUTE NUMBER | Intersct-chg | CHA(9) | 123 |
| RTE_SYS | ROUTE SYSTEM | Intersct-chg | CHA(2) | 124 |
| SFTY_CLS | SAFETY IMPROVEMENT CLASSIFICATION | Intersct-chg | CHA(2) | 124 |
| SFTY_IMD | SAFETY IMPROVEMENT DISTRICT | Intersct-chg | CHA(1) | 125 |
| SFTY_IMY | SAFETY IMPROVEMENT YEAR | Intersct-chg | CHA(2) | 125 |
| SFTY_PRJ | SAFETY IMPROVEMENT PROJECT NUMBER | Intersct-chg | CHA(2) | 125 |
| SIGN_CON | TRAFFIC SIGNALS CONSTRUCTION | Intersct-chg | NUM | 125 |
| SIGN_PED | TRAFFIC SIGNALS PEDESTRIAN SIGNALS | Intersct-chg | NUM | 125 |
| SIGN_PLA | SIGNAL HEAD PLACEMENT | Intersct-chg | NUM | 126 |
| SIGN_PRO | TRAFFIC SIGNALS PROGRESSION | Intersct-chg | NUM | 126 |
| SIGN_TIM | TRAFFIC SIGNALS TIMING | Intersct-chg | NUM | 126 |
| SPEC_ENV | SPECIFIC ENVIRONMENT | Intersct-chg | NUM | 127 |
| TRAF_DEV | TRAFFIC CONTROL DEVICES | Intersct-chg | NUM | 127 |
| TRAF_PHS | TRAFFIC SIGNALS NUMBER OF PHASES | Intersct-chg | NUM | 127 |
| TRAF_PRE | TRAFFIC SIGNALS PREEMPTION | Intersct-chg | NUM | 128 |
| TRAF_TMF | FLASHING SIGNAL TIME OFF | Intersct-chg | CHA(2) | 128 |
| TRAF_TMO | FLASHING SIGNAL TIME ON | Intersct-chg | CHA(2) | 128 |
| TRAFCNTL | TRAFFIC CONTROL DEVICES | Intersct-chg | NUM | 129 |
| TRF_CNTL | TRAFFIC CONTROL DEVICES-REVISED | Intersct-chg | NUM | 130 |
| TYPEDESC | INTERSECTION DESCRIPTION-REVISED | Intersct-chg | NUM | 131 |
| SAS VARIABLE NAME | DESCRIPTION | SAS VARIABLE FILE | FORMAT TYPE | PAGE NO. |
|---|---|---|---|---|
| LOLIMT1 | SEGMENT 1 LOWER LIMIT | Intersct-chg | NUM | 133 |
| NBR_LEG1 | NUMBER OF LEGS ON SEGMENT 1 | Intersct-chg | NUM | 133 |
| RDESC1 | ROAD DESCRIPTION | Intersct-chg | NUM | 133 |
| REFPNT1 | REFERENCE POINT-ROUTE 1 | Intersct-chg | CHA(10) | 134 |
| RTENBR1 | ROUTE NUMBER - ROUTE 1 | Intersct-chg | CHA(9) | 134 |
| RTESYS1 | ROUTE SYSTEM - ROUTE 1 | Intersct-chg | CHA(2) | 135 |
| UPLIMT1 | SEGMENT 1 UPPER LIMIT | Intersct-chg | NUM | 135 |
| SAS VARIABLE NAME | DESCRIPTION | SAS VARIABLE FILE | FORMAT TYPE | PAGE NO. |
|---|---|---|---|---|
| AADT111 | SEGMENT 1, LEG 1, YEAR 1 AADT | Intersct-chg | NUM | 136 |
| AADT112 | SEGMENT 1, LEG 1, YEAR 2 AADT | Intersct-chg | NUM | 136 |
| AADT113 | SEGMENT 1, LEG 1, YEAR 3 AADT | Intersct-chg | NUM | 136 |
| AADT114 | SEGMENT 1, LEG 1, YEAR 4 AADT | Intersct-chg | NUM | 137 |
| AADT115 | SEGMENT 1, LEG 1, YEAR 5 AADT | Intersct-chg | NUM | 137 |
| ADTYR111 | SEGMENT 1, LEG 1, YEAR 1 | Intersct-chg | CHA(2) | 136 |
| ADTYR112 | SEGMENT 1, LEG 1, YEAR 2 | Intersct-chg | CHA(2) | 136 |
| ADTYR113 | SEGMENT 1, LEG 1, YEAR 3 | Intersct-chg | CHA(2) | 137 |
| ADTYR114 | SEGMENT 1, LEG 1, YEAR 4 | Intersct-chg | NUM | 137 |
| ADTYR115 | SEGMENT 1, LEG 1, YEAR 5 | Intersct-chg | CHA(2) | 137 |
| AP_SPD11 | SEGMENT 1, LEG 1, APPROACH SPEED LIMIT | Intersct-chg | NUM | 137 |
| APCNTL11 | SEGMENT 1, LEG 1, APPROACH TRAFFIC CONTROL | Intersct-chg | NUM | 138 |
| DIRECT11 | SEGMENT 1, LEG 1 DIRECTION | Intersct-chg | NUM | 138 |
| LEGNBR11 | SEGMENT 1, LEG NUMBER 1 | Intersct-chg | NUM | 139 |
ADDITIONAL INFORMATION: The pre-2001 Intersection File consists of variable length records ranging from 228-1204 bytes each, depending on the number of intersecting routes and legs. Each record consists of a fixed-length "general" portion with variables describing the entire intersection (e.g., "General Environment", "Traffic Control Device"), and a variable length portion which describes up to six segments (routes), and up to two legs (approaches) for each segment. Variables for segments include such variables as "Route Number" and "Number of Legs", and variables for each leg include multiple years of AADT information and "Number of Approach Thru Lanes." This variable-length record has been converted into a SAS-formatted, fixed length record for ease of use. In this conversion, each variable for every possible leg on each route had to be given a separate SAS variable name. The listing below includes the SAS names for all "general" variables and example names for the route-specific and leg-specific variables. Unlike the other file descriptions, for clarity, the variables are primarily listed in raw-file order rather than alphabetical order. Variables for Segments 2-6 would be identical, with last character denoting the Segment number (e.g., RTESYS2, RTESYS3, etc.).
ADDITIONAL INFORMATION regarding LEG (APPROACH) SPECIFIC VARIABLES: Variables for all other Legs would be identical. The first numerical character at the end of each variable denotes the segment number, the second numerical character denotes the leg number, and the third numerical character (if present) denotes the year of the data. For example, DIRECT21 would denote the direction variable for segment 2, leg 1. In like fashion, AADT223 would denote the AADT for segment 2, leg 2, year 3.
Definition: Central Office category
Additional Information: ‘ ‘ = No category assigned by central office. ’01-99’ = Category assigned by central office.
Definition: Intersection description
Additional Information:
1. Due to its complexity in the Minnesota raw files, this element was reformatted into TYPEDESC (see below).
2. Element discontinued in 2001.
Definition: Category assigned by district
Additional Information: Intersection/interchange category assigned by individual districts, only limited use, and no format available.
Definition: Date of accident geocoding
Additional Information: 0 = Accident data coded since system startup, YYYYMMDD = Date from which accident data are geocoded to intersection.
Definition: Interchange element code
Additional Information: The reader should first see the Additional Information under INT_TYPE below. ELEM_NBR is a three-character variable giving the code for interchange elements (e.g., mainline between ramps, exit ramp, intersection at ramp terminal on crossing roadway, etc.) These codes are only present for a subset of interchanges in the file – primarily diamond interchanges – and denote that this record is a supplemental record this interchange. They are retained in the file to assist linking accidents to specific interchange elements within these diamond interchanges – the same code is found in the Accident File. The coding is either “ANN” or “NNN’, where “A” is alpha and “N” is numeric. The formats for the possible codes (i.e., possible interchange element types) is very complex. It is not presented here, but can be obtained from HSIS staff.
Definition: Calculated ending milepost
Additional Information: The calculated ending milepost. See discussion. Element discontinued in 2001.
Definition: General environment
Definition: Combined RTE_SYS/RTE_NBR
Additional Information: This is a combined version of the RTE_NBR and RTE_SYS elements above. This combining was done to facilitate computer linkage with other files.
Definition: Intersection Type.
Additional Information:
1. As detailed in the earlier Discussion, basic intersections (i.e., those not part of an interchange) are coded as “3’”. Each interchange will have a record in the file coded as INT_TYPE = “1”. In addition, some interchanges (primarily diamond interchanges) will have supplemental records in the file which will have the same milepost as the type “1” record (and the same general descriptors), but which will be coded as type “2” - intersections within an interchange. These type “2” supplemental records will also have an Interchange Element Code as a further identifier. See ELEM_NBR above.
2. AADT date for “Type 2 = Intersection within interchange” are not updated on a regular basis. Contact HSIS staff for more information.
Definition: Modified Reference Point location
Additional Information:
1. This is a reformatted version of the original “Reference Point” element in the MN files. The reformatting was done to facilitate computer linkage with other files.
2. Element discontinued in 2001.
Definition: Number of legs into intersection
Additional Information: 1-9 = Number of legs involved.
Definition: Number of routes into intersection
Additional Information: 1-9 = Number of routes involved.
Definition: Railroad crossing number
Additional Information:
1. ‘ ‘ = Not Stated, ‘NNNNNNNA’ = Railroad Crossing Number.
2. No data available since 1997.
Definition: Lighting on the primary route segment where intersection/interchange is located.
Definition: Reference Point
Additional Information: Reference Point Location – reformatted to MILEPOST for linkage.
Definition: Route number for the major route.
Additional Information: ‘NNNNNNNNX’ = Route Number (N = 0-9, and X is numeric, alpha, or blank. Note that in a few cases with county/township roads, an alpha character will appear in other columns). This element is used for file linkage. See INT_SYNB.
Definition: Route system for the primary route
Definition: Safety Improvement classification
Additional Information: ‘ ‘ = No safety improvement, ’01-99’ = Safety improvement code.
Definition: Safety Improvement District
Additional Information: ‘ ‘ = No safety improvement, ‘1-9’ = District responsible for improvement.
Definition: Safety improvement year
Additional Information: Safety improvement year where ‘ ‘ = No safety improvement. ’70-XX’ = Year of Improvement.
Definition: Safety improvement project number
Additional Information: ‘ ‘ = No safety improvement, ’01-99’ = Project number assigned.
Definition: Traffic signals construction
Definition: Traffic signals pedestrian signals
Definition: Signal head placement
Definition: Traffic signal progression
Definition: Traffic signals timing
Definition: Specific environment
Definition: Traffic control devices
Additional Information: Due to its complexity in the Minnesota raw files, this element was reformatted into TRF_CNTL (see below).
Definition: Traffic signals number of phases
Definition: Traffic signals preemption
Definition: Flashing signal time off
Definition: Flashing signal time on
Definition: General type of traffic control for the intersection/interchange.
Additional Information: Element added in 2001.
Definition: Traffic control devices - revised
Additional Information: Element discontinued in 2001.
Definition: Intersection Description Revised
Additional Information: In some cases, intersection types denoted by codes 20-34 will not match exactly with information on number of legs in the NBR_LEGS variable.
Definition: Segment 1 lower limit
Additional Information: Lower reference point limit: 0000-9999 = Distance in feet from intersection towards beginning of route used as lower search limit for accident occurrences.
Definition: Number of legs on segment 1
Additional Information: Number of legs described in this record: 1-2 = Number of legs.
Definition: Road description
Additional Information: Coding for this variable is somewhat questionable since two identical intersections may be coded into different categories. Specifically, it appears that the number of lanes shown at the first of each category (e.g., “3/5” or “4/6”) could be interpreted by the district coders as either the total number of lanes. The main problem appears to be in categories “2” and “4”. Here, for example, an undivided four-lane roadway with opposing left-turn lanes at the intersection might be coded as a category “2” or a category “4”. It also appears that category “6” is a rather broad category. Here, all divided roadway with a median continuing through the intersection proper which have four or more through lanes and either single or double left-turn lanes would be coded as a “6”.
Definition: Reference Point – Route 1
Additional Information:
1. Reference point location on Route Number 1. In over 97% of the cases, Route 1 is usually the “primary” route used for general intersection location. Thus, RTESYS1 and RTENBR1 is usually the same as RTE_SYS and RTE_NBR, and REFPNT1 is the same as REF_PNT. For the crossing roads, RTESYS2, RTENBR2 and REFPNT2 will be used for the first crossing route, RTESYS3, etc. for the second crossing route, etc. While the original REF PNT was converted to MILEPOST for ease of computer linkage, REFPNT1-X has not been converted. However, HSIS staff has developed a computer program to allow linkage of these crossing routes with other files. The user can request the program or elements from the linked file from our staff.
Definition: Route Number – Route 1
Additional Information: ‘NNNNNNNNX’ = Route Number (N = 0-9, and X is numeric, alpha, or blank. Note that in a few cases with county/township roads, an alpha character will appear in other columns). This element is used for file linkage. See REFPNT1.
Definition: Route System – Route 1
Additional Information: This element is used in linkage to other files. See additional information under REFPNT1 below.
Definition: Segment 1 upper limit
Additional Information: Upper reference point limit: 0000-9999 = Distance in feet from intersection towards end of route used as upper search limit for accident occurrences.
Definition: Segment 1, Leg 1, Year 1 AADT
Additional Information: 000000 = Not applicable or no traffic, 000001 – 999999 = 2-way volume on leg, most recent available year. Most AADT’s are probably not current. The user can determine which year the AADT was collected for each leg from the “AADT Year” element attached to each leg. However, we have found that “AADT Year” will seldom be the current (file) year, and that the year of the AADT count can be different for different legs of the same intersection. While AADT’s can be extracted from the Roadlog file for “mainline” legs, we cannot suggest a method for “updating” the AADT data for the “crossroad” legs. Since multiple years’ data are often shown in the file, the user may be able to develop a “trend-related update”, but we cannot assure that the estimates will be correct.
Definition: Segment 1, Leg 1, Year 1
Additional Information: Year AADT111 was collected: ‘YY’ or YY = Last two digits of the year, ‘ ‘, ‘0’, ‘00’, 0, or blank = No AADT available. This element can either be a numeric or a character element.
Definition: Segment 1, Leg 1, Year 2 AADT
Additional Information: See AADT111 above.
Definition: Segment 1, Leg 1, Year 2
Additional Information: See AADT111 above.
Definition: Segment 1, Leg 1, Year 3 AADT
Additional Information: See AADT111 above.
Definition: Segment 1, Leg 1, Year 3
Additional Information: See AADT111 above.
Definition: Segment 1, Leg 1, Year 4 AADT
Additional Information: See AADT111 above.
Definition: Segment 1, Leg 1, Year 4
Additional Information: See AADT111 above.
Definition: Segment 1, Leg 1, Year 5 AADT
Additional Information: See AADT111 above.
Definition: Segment 1, Leg 1, Year 5
Additional Information: See AADT111 above.
Definition: Segment 1, Leg 1, approach speed limit
Additional Information: 00 = Unknown, 0-70 = Approach speed in MPH
Definition: Segment 1, Leg 1, approach traffic control
If INT_TYPE (intersection type) is anything except a Railroad grade crossing (i.e., INT TYPE ne 5):
If INT_TYPE is railroad grade crossing (i.e., INT_TYPE = 5):
Definition: Direction of Segment 1, Leg Number 1.
Definition: Segment 1, Leg Number 1 – leg number of first leg.
Additional Information: 0 = Not Applicable, 1-12 = Number assigned.
| SAS VARIABLE NAME | DESCRIPTION | SAS VARIABLE FILE | FORMAT TYPE | PAGE NO. |
|---|---|---|---|---|
| AADT1 | YEAR 1 AADT | Intersct-chg | NUM(8) | 143 |
| AADT2 | YEAR 2 AADT | Intersct-chg | NUM(8) | 143 |
| AADT3 | YEAR 3 AADT | Intersct-chg | NUM(8) | 143 |
| AADT4 | YEAR 4 AADT | Intersct-chg | NUM(8) | 143 |
| AADT5 | YEAR 5 AADT | Intersct-chg | NUM(8) | 143 |
| ADTYR1 | AADT YEAR 1 | Intersct-chg | NUM(8) | 143 |
| ADTYR2 | AADT YEAR 2 | Intersct-chg | NUM(8) | 143 |
| ADTYR3 | AADT YEAR 3 | Intersct-chg | NUM(8) | 143 |
| ADTYR4 | AADT YEAR 4 | Intersct-chg | NUM(8) | 143 |
| ADTYR5 | AADT YEAR 5 | Intersct-chg | NUM(8) | 143 |
| AP_BP_TL | APPROACH BYPASS/TURN LANES | Intersct-chg | NUM(8) | 144 |
| AP_CNTL | APPROACH TRAFFIC CONTROL | Intersct-chg | NUM(8) | 144 |
| AP_COMNT | APPROACH_COMMENTS | Intersct-chg | CHA(7) | 145 |
| AP_SPD | APPROACH SPEED LIMIT | Intersct-chg | NUM(8) | 146 |
| AP_TLOFF | NUMBER OF APPROACH THRU LANES DURING OFF-PEAK PERIOD | Intersct-chg | NUM(8) | 146 |
| AP_TLPEK | APPROACH BYPASS/TURN LANES DURING PEAK PERIOD | Intersct-chg | NUM(8) | 146 |
| BEGMP | CALCULATED BEGINNING MILEPOST | Intersct-chg | NUM(8) | 146 |
| CNTL_CAT | CENTRAL OFFICE CATEGORY | Intersct-chg | CHA(2) | 146 |
| DESC_ | INTERSECTION DESCRIPTION | Intersct-chg | NUM(8) | 147 |
| DIR | APPROACH DIRECTION | Intersct-chg | NUM(8) | 147 |
| DIST_CAT | CATEGORY ASSIGNED BY DISTRICT | Intersct-chg | CHA(2) | 147 |
| EFEC_DTE | DATE OF ACCIDENT GEOCODING | Intersct-chg | NUM(8) | 147 |
| ELEM_NBR | INTERCHANGE ELEMENT CODE | Intersct-chg | CHA(3) | 148 |
| ENDMP | CALCULATED ENDING MILEPOST | Intersct-chg | NUM(8) | 148 |
| GEN_ENIV | GENERAL ENVIRONMENT | Intersct-chg | NUM(8) | 148 |
| INT_DESC | VERBAL DESCRIPTION OF AN APPROACH OF AN INTERSECTION/INTERCHANGE | Intersct-chg | CHA(30) | 148 |
| INT_ID | Intersection ID | Intersct-chg | CHA(21) | 148 |
| INT_SYNB | COMBINED RTE_SYS/RTE_NBR | Intersct-chg | CHA(11) | 149 |
| LEG_NBR | LEG/APPROACH NUMBER | Intersct-chg | NUM(8) | 149 |
| LEG_TRUE_MP | TRUE LEG MILEPOST | Intersct-chg | NUM(8) | 149 |
| LOLIMT | LOWER LIMIT | Intersct-chg | NUM(8) | 148 |
| LV_TLOFF | NUMBER OF LEAVING APPROACH THRU LANES DURING OFF-PEAK PERIOD | Intersct-chg | NUM(8) | 149 |
| LV_TLPEK | NUMBER OF LEAVING APPROACH THRU LANES DURING PEAK PERIOD | Intersct-chg | NUM(8) | 150 |
| MPOFFSET | INTERSECTION MILEPOST | Intersct-chg | CHA(10) | 150 |
| MPOFSET2 | LEG MILEPOST | Intersct-chg | CHA(10) | 150 |
| NBR_LEGS | NUMBER OF LEGS INTO | Intersct-chg | NUM(8) | 150 |
| NBR_RTES | NUMBER OF ROUTES INTO | Intersct-chg | NUM(8) | 150 |
| RAIL_NBR | RAILROAD CROSSING NUMBER | Intersct-chg | CHA(8) | 150 |
| RDESC | APPROACH ROAD DESCRIPTION | Intersct-chg | NUM(8) | 151 |
| RDWY_LGH | ROADWAY LIGHTING | Intersct-chg | NUM(8) | 152 |
| RECORD_ID | UNIQUE IDENTIFIER FOR EACH RECORD | Intersct-chg | CHA(27) | 150 |
| REF_PNT | REFERENCE POINT | Intersct-chg | CHA(10) | 151 |
| RTE_NBR | ROUTE NUMBER | Intersct-chg | CHA(9) | 152 |
| RTE_SYS | ROUTE SYSTEM | Intersct-chg | CHA(2) | 153 |
| RTENBR2 | LEG ROUTE NUMBER | Intersct-chg | CHA(9) | 152 |
| RTESYS2 | LEG ROUTE SYSTEM | Intersct-chg | CHA(2) | 152 |
| SFTY_CLS | SAFETY IMPROVEMENT CLASSIFICATION INTERSECTION | Intersct-chg | CHA(2) | 153 |
| SFTY_IMD | SAFETY IMPROVEMENT DISTRICT | Intersct-chg | CHA(1) | 153 |
| SFTY_IMY | SAFETY IMPROVEMENT YEAR | Intersct-chg | CHA(2) | 154 |
| SFTY_PRJ | SAFETY IMPROVEMENT PROJECT NUMBER | Intersct-chg | CHA(2) | 154 |
| SIGN_CON | TRAFFIC SIGNALS CONSTRUCTION | Intersct-chg | NUM(8) | 154 |
| SIGN_PED | TRAFFIC SIGNALS PEDESTRIAN SIGNALS | Intersct-chg | NUM(8) | 154 |
| SIGN_PLA | SIGNAL HEAD PLACEMENT | Intersct-chg | NUM(8) | 154 |
| SIGN_PRO | TRAFFIC SIGNALS PROGRESSION | Intersct-chg | NUM(8) | 155 |
| SIGN_TIM | TRAFFIC SIGNALS TIMING | Intersct-chg | NUM(8) | 155 |
| SPEC_ENV | SPECIFIC ENVIRONMENT | Intersct-chg | NUM(8) | 155 |
| TRAF_DEV | TRAFFIC CONTROL DEVICES | Intersct-chg | NUM(8) | 156 |
| TRAF_PHS | TRAFFIC SIGNALS NUMBER OF PHASES | Intersct-chg | NUM(8) | 156 |
| TRAF_PRE | TRAFFIC SIGNALS PREEMPTION | Intersct-chg | NUM(8) | 156 |
| TRAF_TMF | FLASHING SIGNAL TIME OFF | Intersct-chg | CHA(2) | 157 |
| TRAF_TMO | FLASHING SIGNAL TIME ON | Intersct-chg | CHA(2) | 157 |
| TRAFCNTL | TRAFFIC CONTROL DEVICES | Intersct-chg | NUM(8) | 158 |
| TYPE | INTERSECTION TYPE | Intersct-chg | NUM(8) | 159 |
| TYPEDESC | INTERSECTION DESCRIPTION-REVISED | Intersct-chg | NUM(8) | 159 |
| UPLIMIT | UPPER LIMIT | Intersct-chg | NUM(8) | 160 |
| UPT_DTE | UPDATE DATE | Intersct-chg | NUM(8) | 160 |
ADDITIONAL INFORMATION: From year 2001 onwards the format of this file changed. Instead of separate linkable records related to General variables, Segment variables and Leg variables for up to six routes coming into an intersection/interchange, each record now provides all of these types of variables for each approach of an intersection/interchange. Thus, there are multiple records (approaches) for each intersection. In addition, if there are coinciding routes on a given approach, there will be multiple records for that approach. The listing below includes the SAS names for all the variables on each record.
Definition: Approach AADT
Additional Information: AADT from multiple years, with YEAR 1 AADT being the latest AADT collected. Most AADT’s are probably not current. The user can determine which year the AADT was collected for each component from the “AADT Year” element. We have found that the “AADT Year” will seldom be the current (file) year, and that the year of the AADT count can be different for different components of the same intersection/interchange. While current AADT’s can be extracted from the Roadlog file for “mainline” legs, we cannot suggest a method for “updating” the AADT date for crossing legs which are not on State routes. Since multiple-year data are often shown in the file, the user may be able to develop a “trend-related update”, but we cannot assure that the estimates will be correct.
Definition: AADT Year
Additional Information: ADTYR1 indicates when the latest year AADT was collected.
Definition: Approach bypass/turn lanes
Definition: Approach traffic control
Definition: Approach comments
Additional Information: Up to 7 of the following codes can be assigned.
Definition: Approach speed limit
Definition: Number of thru lanes entering the intersection on this approach during the off-peak period (also see LV_TLOFF).
0-8 - Number of Lanes
Definition: Number of thru lanes entering the intersection on this approach during the peak period (see also LV_TLPEK).
0-8 - Number of Lanes
Definition: Calculated beginning milepost
Definition: Central Office category
Definition: Intersection description
Additional Information:
1. Due to its complexity in the Minnesota raw files., this variable was reformatted into TYPEDESC (see below).
2. Variable discontinued in 2001.
Definition: Direction of approach.
Definition: Category assigned by district
Additional Information: Intersection/interchange category assigned by individual districts, only limited use, and no format available.
Definition: Date of approach geocoding
Additional Information: 0 = Approach information coded since system startup, YYMMDD = Date approach data are geocoded to intersection.
Definition: Interchange element code
Additional Information: The reader should first see the Additional Information under INT_TYPE. ELEM_NBR is a three-character variable giving the code for interchange elements (e.g., mainline between ramps, exit ramp, interse4ction at ramp terminal on crossing roadway, etc.). These codes are only present for a subset of interchanges in the file – primarily diamond interchanges – and denote that this record is a supplemental record for this interchange. They are retained in the file to assist in linking accidents to specific interchange elements within these diamond interchanges – the same code is found in the Accident File. The coding is either “ANN” or “NNN”, where “A” is alpha and “N” is numeric. The formats for the possible codes (i.e., possible interchange element types) is very complex. It is not presented here, but can be obtained from HSIS staff.
Definition: Calculated ending milepost for the approach.
Definition: General environment of the approach roadway segment.
Definition: Verbal description of the approach.
Additional Information: This is a 30 character element describing the approach.
Definition: Unique intersection ID.
Additional Information: Created element added to HSIS intersection files for 2001 and later.
Definition: Combined version of the RTE_SYS and RTE_NBR elements.
Additional Information: This combining was done to facilitate computer linkage with other files.
Definition: Leg/approach number
Definition: True leg milepost
Additional Information: Use this element to match intersections with crashes and roadway segments.
Definition: Lower limit
Additional Information: MDOT use only. Lower reference point limit: 0000-9999 = Distance in feet from intersection towards beginning of route used as lower search limit for accident occurrences.
Definition: Number of thru lanes leaving the intersection on this approach during the off-peak period.
Definition: Number of thru lanes leaving the intersection on this approach during the peak period.
Additional Information: Use this element to match intersections with crashes and roadway segments.
Definition: Intersection milepost on the primary route.
Definition: Leg Milepost
Additional Information: To match crashes and roadway segments with each intersection/interchange component use LEG_TRUE_MP element.
Definition: Total number legs into the intersection
1-9 - Number of Legs
Definition: Number of routes into intersection. (See earlier discussion on coinciding routes.)
Definition: Railroad Crossing Number
Additional Information:
1. ‘ ‘ = Not stated, ‘NNNNNNNA’ = Railroad crossing number
2. No data available since 1997.
Definition: Unique identifier for each approach record
Additional Information: It is a combination of RTE_SYS + RTE_NBR + MPOFFSET + ELEM_NBR + LEG_NBR
Definition: Reference Point
Definition: Approach road description
Additional Information: Coding for this variable is somewhat questionable since two identical intersections may be coded into different categories. Specifically, it appears that the number of lanes shown at the first of each category (e.g., “3/5”, or “4/6”) could be interpreted by the district coders as either that total number of lanes (counting left-turn lanes) or the total number of through lanes. The main problem appears to be in categories “2” and “4”. Here, for example, an undivided four-lane roadway with opposing left-turn lanes at the intersection might be coded as a category “2” or a category “4”. It also appears that category “^” is a rather broad category. Here, all divided roadway with a median continuing up to the intersection proper which have four or more through lanes and either single or double left-turn lanes would be coded as a “6”.
Definition: Lighting on the intersection/interchange.
Definition: Route number
Additional Information: ‘NNNNNNNNX’ = Route Number (N = 0-9, and X is numeric, alpha, or blank. Note that in a few cases with county/township roads, an alpha character will appear in other columns). This element is used for file linkage. See INT_SYNB.
Definition: Leg route number
Definition: Leg route system
Definition: Route System
Definition: Safety improvement classification
Definition: Safety improvement district
Definition: Safety improvement year
Additional Information: Safety improvement year where ‘ ‘ = No safety improvement, ’70-XX’ = Year of improvement.
Definition: Safety improvement project number
Additional Information: ‘ ‘ = No safety improvement, ’09-99’ = Project number assigned.
Definition: Traffic signals construction
Definition: Intersection pedestrian signals
Definition: Intersection signal head placement
Definition: Traffic signals progression (ASK)
Definition: Traffic signals timing
Additional Information: To match crashes and roadway segments with each intersection/interchange component use LEG_TRUE_MP element.
Definition: Specific environment
Definition: Traffic control devices
Additional Information: Due to its complexity in the Minnesota raw files, this element was reformatted into TRF_CNTL (see below).
Definition: Traffic signals number of phases
Definition: Traffic signals preemption
Definition: Time (24-hour clock) that flashing signal is converted to regular mode.
Definition: Time (24-hour clock) that signal is converted to flashing mode.
Definition: General type of traffic control for the intersection/interchange.
Definition: Intersection type
Additional Information: As detailed in the earlier Discussion, basic intersections (i.e., those not part of an interchange) are coded as "3". Each interchange will have a record in the file coded as INT_TYPE = "1". In addition, some interchanges (primarily diamond interchanges) will have supplemental records in the file which will have the same milepost as the type "1" record (and the same general descriptors), but which will be coded as type "2" -- intersections within an interchange. These type "2" supplemental records will also have an Interchange Element Code as a further identifier. See ELEM_NBR above.
Definition: Intersection description revised
Additional Information: In some cases, intersection types denoted by codes 20-34 will not match exactly with information on number of legs in the NBR_LEGS variable.
Definition: Segment upper limit
Additional Information: MNDOT use only. Upper reference point limit: 0000-9999 = Distance in feet from intersection towards end of route used as upper search limit for accident occurrences.
Definition: Date of latest update to intersection/interchange data.
