HIGHWAY SAFETY INFORMATION SYSTEM
GUIDEBOOK FOR THE MICHIGANSTATE DATA FILES

Prepared by

Forrest M. Council
Carolyn D. Williams
University of North Carolina
Highway Safety Research Center
730 Martin Luther King Jr Blvd, Suite 300
Chapel Hill, NC 27599-3430

And

Yusuf Mohamedshah
LENDIS Corporation
Turner-Fairbank Highway Research Center
Federal Highway Administration
6300 Georgetown Pike
McLean, VA 22101

Prepared for

Federal Highway Administration
Office of Safety and Traffic Operations Research & Development
U.S. Department of Transportation
Washington, DC 20590

January, 2001

TABLE OF CONTENTS

• INTRODUCTION
• DETAILS OF MAJOR FILES
  • The Accident Subfiles
  • The VIN Subfile
  • The Roadlog File
  • Traffic Data
  • Horizontal Curve File
  • The Intersection File
  • The Electrical Traffic Control Device Inventory
  • The Interchange Element File
  • The Guardrail Inventory File
  • Issues Related to Merging Files
• MICHIGAN CONTACTS
• COMPOSITE LIST OF VARIABLES
• ACCIDENT SUBFILES
  • ACCIDENT SUBFILE
  • VEHICLE SUBFILE
  • OCCUPANT SUBFILE
• ROADLOG FILE
• HORIZONTAL CURVE FILE
• INTERSECTION FILE
• ELECTRICAL TRAFFIC CONTROL DEVICE INVENTORY
• INTERCHANGE ELEMENT FILE
• GUARDRAIL INVENTORY FILE

INTRODUCTION

(NOTE: Major changes from the previous edition of the Guidebook are shown in italics and bold.)

The data files received from the state of Michigan represent perhaps the largest number of data files received from any of the states participating in the HSIS development process. The entire Michigan transportation data and file merging system, referred to as the Michigan Traffic Records System, was upgraded and expanded in the late 1980's and early 1990's. A new accident report form and system was instituted in 1992. (All records data will be converted to an Oracle system in 1999, and a new crash report form will be in use starting in 2000.) Some of these Michigan files continue to be incomplete at this time. However, because they are already formatted and contain data, they are being included in the HSIS system with the view of looking to inclusion of additional data in the future. It is noted that Michigan is particularly unique in having a Guardrail Inventory File that provides information on roadside hardware for some of the earlier HSIS years.

The raw files requested for the HSIS include the following files:

• Transportation Accident Master (TAM) File
• State Police Accident Master File
• Roadlog File (Roadway Inventory -- no longer be prepared after 1997)
• Roadway Sufficiency File
• Guardrail Inventory File (1989 and 1992)
• Intersection File
• Interchange Element File
• Electrical Traffic Control Device Inventory

As shown above, there are two files related to accidents in Michigan -- the TAM file and the State Police Accident Master. However, since only the TAM file is linkable with the other roadway-related files, it is the basis for the Michigan HSIS accident data. To make the Michigan HSIS data consistent with that from the other States in the HSIS system, the TAM file, which contains variables on accident and vehicle information, was subdivided into Accident and Vehicle Subfiles. (As with other states, the Vehicle Subfile also contains variables related to drivers.) However, since the original TAM file only contained summary information related to occupants, and thus no information on specific occupants by seating position, a linkage was made between the TAM file and the State Police Accident Master in order to extract occupant variables by seating position. This occupant information was then formatted as a separate Injured Occupant Subfile, just as with the other states. It is noted that while this raw State Police data contained information on all occupants in the crash, a computer error in the State Police system has led to erroneous data for non-injured occupants. This error will be corrected at some point in the future. However, the 1985-97 Occupant Subfiles will only contain information on injured occupants. The Vehicle Subfiles do contain information on all drivers -- both injured and uninjured.

For ease of use, the three Accident Subfiles, the Roadlog File, the Intersection File, the Electrical Traffic Control Device Inventory, the Interchange Element File, and the Guardrail Inventory File have all been converted to SAS files. In addition, a Horizontal Curve File has been developed based on information in the Roadlog File for 1992 and later.

Raw file data are provided to the Highway Safety Research Center 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 is available at FHWA offices. The conversion programs developed by HSRC and LENDIS to convert the files into SQL and SAS formats are available at the HSIS offices at FHWA.

Beginning in 1994, the HSIS system was converted to a relational database for internal use. This database, using a SYBASE system, stores the data received from Michigan and other states, and the data files for a given state are linked and manipulated using SQL language. However, this conversion from the original SAS-based system to the newer relational system is somewhat transparent to the end-user of the data since the output files produced by SYBASE for modeling and analysis will be SAS-formatted. As in the past, we have continued to produce SAS format libraries for each of the variables in each of the files. Because it is envisioned that the majority of analyses will utilize these SAS files and formats, this Guidebook will concern these SAS files -- their formats, completeness, and quality. While single-variable tables for key variables from each file were published in the past as “Volume II”, this is no longer the case. Users may request specific single- or multiple-variable tables through the HSIS “Data Request” procedure found on this web site.

As noted above, the accident data is in three separate files. The Accident Subfile, containing basic information on accident type, location, environment, etc. can be linked with the Vehicle Subfile (which contains information on each vehicle in the crash and each driver) and the Injured Occupant Subfile (which contains information on each injured occupant in each vehicle) through use of the accident case number. The Accident and other major files can be linked through use of a control section/milepost system. In addition to these three major subfiles, a special subfile containing additional data on vehicles with decodable Vehicle Identification Numbers (VIN's) has been developed.

The Roadlog File contains characteristics of 9,000+ miles of Trunkline Roadway including shoulder and median information, pavement type and width, lane information, etc. Information in the Roadlog File is extracted from Michigan's Roadway Features File which contains the basic roadway inventory information for the trunkline system. Beginning with the 1989 data, additional variables are also extracted from a second inventory file, the Roadway Sufficiency File (e.g., AADT), and added to the HSIS Roadlog File. This Roadlog File is composed of homogeneous segments of trunkline mileage, with a new segment having been defined each time any of the recorded variables changes. Information on horizontal curves has been on the Roadlog File since 1990. However, to make it more consistent with Utah and Washington files, a separate Horizontal Curve File was developed beginning in 1992. This file contains information on location of the curve, degree of curve, and curve direction (i.e., left or right). (Note that the Roadway Features File will no longer be produced by Michigan after 1997. Beginning with 1998, the Sufficiency File will be the major source of roadway inventory information. This will change the coding of HSIS Roadlog variables substantially.)

The Intersection File contains geometric and operational information such as intersection type, control type, number of legs, etc. for all State trunkline intersections. The data in this file are extracted from the Intersection Features File. This file has recently been completed by the Michigan DOT and is now being edited.

The Electrical Traffic Control Device Inventory (i.e., "Signal File"), a final file currently under development, contains data on each electrically controlled traffic control device under the responsibility of the Michigan Department of Transportation. The data concerns both the type and functional specifications of the equipment along with maintenance and cost responsibilities.

The Interchange Element File contains information on all freeway interchanges and their ramps. Information included concerns the interchange elements, roadway geometry, operations, and a summary of accident history.

The Guardrail Inventory File contains information on various types and conditions of guardrail in place on the Michigan Trunkline System for years up to 1992. It is this file that is unique to the State of Michigan in that details of specific pieces of guardrail can be linked to the roadway information and to locations of crashes. These data are not available in any other State that we are aware of. It is important to note that this file does not contain information on concrete median barriers or other non-guardrails.

Details of all the files noted above are presented in the following sections.

DETAILS OF MAJOR FILES

The Accident Subfiles

The accident data in the State of Michigan is collected by various police departments across the State on a standard statewide accident report form and is coded by the Michigan State Police. The Michigan State Police code the crash reports into their internal crash file, and then generates a flat file that is sent to the Michigan Traffic and Safety Division for their use. This file is converted into an Oracle database, keeping almost all variables except personal information (names and addresses of the people involved), and a few additional codes are generated from the data in that file (e.g., added codes for crash type). This file contains information on just the first three vehicles in the crash and contains some summarized data. This is the file sent for use in HSIS.

Prior to 1992, the reporting threshold in the State of Michigan was either personal injury and/or total property damage of at least $200. (It is noted that Property-Damage-Only accidents in Detroit, and perhaps some other cities and rural locations, are not investigated at the scene by the officer, but are reported by the driver to the police at the police station. These records will appear on the file as police-reported accidents, but can be defined by a second variable related to "Investigated at Scene" (i.e., REPORT). Since this procedure could clearly affect the number and quality of reported PDO's, an examination of these cases was conducted. The results are at the end of this Accident Subfile discussion.) A new accident report form was implemented statewide in 1992. At that time, the total property damage reporting threshold increased to $400.

Currently there are twelve years of accident data in the Michigan HSIS files -- 1985 through 1991, and 1993-97. Accident, vehicle, and occupant data for 1992 are not included in the HSIS system due to massive changes in the police reporting form during that year which made the data unusable for HSIS analyses.

Note again that these are crashes that occur on the Michigan Trunkline System. This dataset includes approximately 142,500 accident per year, 260,000 vehicles per year, and nearly 60,000 injured occupants per year for 1985-91. After the initiation of the new form and higher property damage threshold, the numbers decreased slightly in 1993-97 to approximately 141,000 crashes, 260,000 vehicles, and 52,000 injured occupants. The accidents on the trunklines, and thus on the HSIS, represent approximately 40% of the total Statewide accident count.

As was discussed earlier, the Injured Occupant Subfile was developed by matching the TAM file with the State Police Accident Master through the use of accident control number. Certain occupant and vehicle specific variables not found on the TAM file were then extracted and merged into the TAM File. Again, for consistency, driver-related variables appear both in the Vehicle and Injured Occupant Subfiles. However, data related to uninjured drivers will only appear on the Vehicle Subfile.

Based on runs of the complete files, it appears that approximately 70 percent of the accidents are multivehicle in nature with the remaining 30 percent being various types of single vehicle crashes. Approximately 74 percent of the accidents are property damage only crashes, 0.4 percent are fatal accidents, and 25 percent are injury accidents. Based on the reporting agency, it appears that the file is slightly weighted to urban crashes, but it is very similar to Utah and Maine in that it is slightly more rural than other HSIS states.

The assessment of data completeness and accuracy is based on conversations with Michigan staff, on HSIS analyses conducted with these files, and on a variety of single-variable tabulations. These tabulations are run each year in order for HSIS staff to examine each key variable with respect to coding completeness and each code within the key variables with respect to changes across time. These runs involved 28 variables from the Accident Subfile, 21 variables from the Vehicle Subfile, and 7 variables from the Injured Occupant Subfile. These variables range from various accident descriptors including accident type, day of week, accident severity, number of vehicles involved; to vehicle variables involving vehicle type, make, point of impact, travel speed, driver age, sex, and residence; to occupant variables related to age, sex, position in vehicle, and injury severity.

The quality control runs indicated that there were virtually no uncoded data in any of the three subfiles. Indeed the overwhelming majority of Michigan variables appear to have the most complete coding of any of the HSIS states with the possible exception of Maine. Variables which have higher proportions of uncoded data are marked with a 'NOTE' in the later SAS format sections. In addition, the runs search for significant changes in coding of an individual variable across data years. Again, the data are found to be consistent in most cases, and a "NOTE" is added in the later format section when inconsistencies are found.

In the earlier years of the data, comparisons of similar pairs of variables were made. A high degree of consistency between variables was almost always noted. For example, the variable related to "Road Surface" contains values that are very consistent with values in the variable related to "Weather." In like fashion, the variables related to various counts of injury and occupant injuries within a crash are consistent with the overall "Accident Severity" rating. The number of crashes involving only one vehicle is similar to the number of single-vehicle crashes based on various categories within "Accident Type." In addition, the variable related to alcohol usage indicates approximately eight percent of the crashes involve alcohol, a percentage that is very consistent with alcohol-related data from other States. There are a few variables that appear to have possible inconsistencies. Again, these are marked with a 'NOTE' in the later SAS format sections. (These variable pair comparisons are no longer done on a regular basis, since the year-by-year consistency checks would identify possible major changes in variables.)

Because of the driver-reporting procedures in Detroit and other cities in early HSIS years, runs examining the nature of the "not investigated at scene" accidents were conducted. While it was thought that the proportion of driver reports would be higher in urban (city police) accidents, this is not the case (at least, for those accidents which appear on the file). Overall, accidents are not investigated at the scene 29% of the time with the State Police, 23% with County Sheriffs, 17% with township police, and 26% with city/village police. When the "at-scene" crashes were compared to the "not-at-scene" crashes for each investigating agency, as expected, the overwhelming majority of "not at scene" crashes were Property Damage Only, with PDO's accounting for 84% to 92% of the total "not-at-scene" reports depending on the agency. However, when the percent of reported PDO’s that are investigated at scene are compared by agency, the State Police have a lower "at-scene" percentage than either City/ Village Police, Sheriffs or township police (63%, 69%, 71%, 78%, respectively). While a number of different variables were examined for differences in "at-scene" versus "not-at-scene" for each agency, no major differences within or across agencies were noted. As expected based on crash severity, the "not-at-scene" crashes are more likely to be the less severe rear-end crashes. The drivers less likely to have their crashes investigated are the 20-40 year-old, but there were no differences between agencies. Reporting did not appear to depend on weather, with (surprisingly) a slightly higher proportion of bad-weather crashes being investigated by all agencies. Thus, in general, even though there are a significant number of crashes not investigated at scene in Michigan, the proportion does not vary much by agency, and examination of the data does not appear to show great bias in the "not-at-scene" cases.

Finally, because of the coding protocol, it should be noted that, prior to the 1992 change in report form, the "Vehicle Object Hit" variable in the Vehicle Subfile denotes the first object struck in a collision sequence. Thus, it is not possible to determine which collisions involved more than one object, or which of the objects caused the resulting occupant injury (i.e., there is no "most harmful event" variable.) A "Most Harmful Event" variable was added for 1993 and later files.

In summary, it appears that most of the variables within the Accident, Vehicle, and (Injured) Occupant Subfiles are both adequately coded and quite accurate based on comparison runs made.

The VIN Subfile

Supplemental data on a vehicle’s characteristics (e.g., engine information, air bag presence, wheelbase, etc.) can be developed by decoding the VIN (Vehicle Identification Number) collected on crash forms by police agencies in some states. For Accident/Vehicle Files from 1987-94, formats for the decoded VIN files were included in the original Guidebooks, and separate VIN files were developed for each year of data for the states of Utah, Illinois, Michigan, and North Carolina. Michigan police collected VIN data for 1985-91. The data were no longer collected after 1991.

When a vehicle in the Vehicle File had a legitimate VIN, this decoding was done using the VINDICATOR program distributed by the Highway Loss Data Institute of IIHS (the Insurance Institute of Highway Safety). This detailed information could then be linked back with the vehicle file using the Accident Case Number and the Vehicle Number.

Because of the very limited use of the VIN data by researchers and difficulties we encountered with the decoding process after 1994, the VIN variable listing found in the original Guidebooks for these states has been removed from this version. However, HSIS continues to capture the VIN, and has the capabilities of decoding the VIN for users. For Utah, decoded VIN information is available for 1987-96, and VINs for later years can be decoded upon request. For more information on this data, contact the HSIS staff.

The Roadlog File

Of the 118,000 miles of highway in Michigan, approximately 9,600 are included in the Roadlog File. Of approximately 400,000 accidents that occur yearly in this state, approximately 145,000 are mergable accidents that occur on these roadways. The HSIS system currently contains nine Roadlog Files -- one representing current characteristics in 1987, and updated yearly files for 1989-92 and 1994-97. In Michigan, the Roadlog File is extracted from the Roadway Features File. The Roadway Features File is built from the older MIDAS roadway files (which have been traditionally maintained by the Michigan DOT Technical Services Unit) and is based on photolog information (i.e., variable values are scaled off of photologs of the roadway). The file contains information on homogeneous sections of roadway, with a new section being defined by a change in any of the variables existing on the file. Through 1997, the information on the Features File was updated on a regular basis based on changes in photologs. This means that a change in the file could be as much as one year behind the actual change to the roadway, since the photologs must be updated before changes are captured. In addition, unlike other states, the file sent is not "frozen" at the end of the calendar year. Instead, it is "frozen" and submitted at the time when the Accident File is finalized for a preceding year. This is usually between March and July of the following year. (This would make the annual file more "up to date" since additions from the photologs would be entered during this period.) An extract of the Features File is made each year and sent to FHWA for use in HSIS.

Michigan also has a "Sufficiency File" which includes roadway inventory variables. Beginning with the 1989 data, additional variables have been extracted from this file and added to the Roadlog File. These additions include such variables as lane width, median width, commercial ADT, and other variables. It is important to note that the Sufficiency File differs from the Roadway Features File in the way the data are collected. While the Features File begins a new segment with any change, the Sufficiency File is set up with longer segments, and the data represent the "prevailing conditions" for a variable. For example, if "Surface Width" is 30 ft for 60% of a section, and 40 ft for the other 40%, the section surface width will be coded as 30 ft. This is a significant difference between the two data sources, and is the reason that we have tried to use Features File information whenever possible. However, as noted earlier, the Roadway Features File will not longer be maintained after 1997. The Sufficiency File will then become the only source of roadway inventory data.

The HSIS Roadlog File itself contains approximately 50,000 records. Thus, given that there are 50,000 segments and only 10,000 miles of roadway, it is very obvious that most of the segments covered here are quite short. The homogeneous sections on this file may differ slightly from (i.e., be longer than) the sections on the Features File in that minor changes in variables that are judged not to have an effect on accidents will not define a new section on this file (e.g., a change in shoulder width from 6 to 8 feet).

Approximately 76-80 percent of the mileage in the Roadlog File are categorized as rural with over 84 percent having speed limits of 55 or 65 miles per hour. Approximately 67 percent of the segments represent two-lane roadways. Approximately 23 percent of the roadways in the more recent files are freeways or other divided highways. The table below provides a categorization of all two-way paved mileage.

We have attempted to check the accuracy of the data in two ways in addition to inputs from MI staff. First, comparisons of pairs of similar variables in quality control checks indicate that, while it was not possible to compare a large number of pairs of similar variables, those that are similar indicate consistent data. For example, while there are 988 miles with a right shoulder width of zero, there are 1,155 miles where some type of curb exists. The percentage of mileage where there is some type of median indicated by the "Median Type" variable (20 percent) is quite consistent with the percentage of mileage defined as freeway or other divided highway by "Roadway Type" (19.3 percent). The roadway mileage classified as "rural" is very close to the proportion of segments in which the speed limit is 55 mph or greater.

As might be expected, there are some inconsistencies between what should be similar variables and some changes over time with some categories for certain variables. Again, these are marked with a 'NOTE' in the SAS formats.

It was also by Michigan staff that because there is not an exact milepoint match between the Sufficiency File and the Roadlog File, there may be a few cases when data transferred from the Sufficiency File may be placed on the wrong roadway segment -- usually the adjacent one. We have noted one such problem with the Sufficiency File variable related to 'Median Width' and the Roadway variable related to 'Median Type,' which are not always consistent. However, for analysis purposes, these are not felt to be major problems. For informational purposes, the variables extracted from the Sufficiency File are denoted by the prefix "SUF" under the "Description" column of the SAS formats. (Again note that the Sufficiency File variables represent "predominate" values for all variables.)

Second (and unlike other states), due to some questions on variable values in both the Roadlog and Sufficiency Files, an HSIS subcontractor collected actual field measurements of certain variables (i.e., number of lanes, lane width, total and paved shoulder width) for a limited sample of approximately 1,200 miles of roadway in southeastern Michigan. These values were then compared to values in the HSIS inventory files. As noted in notes in the SAS formats, we did observe some fairly significant differences between the computerized values and the actual field measurements. Some (but certainly not all) of this error could have resulted from the fact that we were comparing slightly earlier computer files with 1999 field data. As indicated in the "NOTEs," it appears that certain coding procedures (e.g., rounding odd shoulder widths to even categories) have resulted in some errors. Grouping data into categories in analyses may be beneficial, since it appears that some of the errors are within + 1-ft of the actual value.

Since Michigan is the only state in which we have conducted these field measurements, we have no way of comparing the Michigan accuracy to that of other HSIS state's files. We would expect some error in all states due to the very large sample of sites to be inventoried and the sources of the data (i.e., very seldom from actual field measurements). Even with these errors, we feel that, in general, it appears that the variables coded on the Roadlog File are adequately and accurately coded.

Traffic Data

As noted above, information on AADT and Commercial Vehicle AADT is found on the Roadlog File. These data are developed in Michigan's traffic counting program which, like other states, includes both full-time permanent counter locations which operate 365 days each year and short-term coverage counts at a much larger number of locations. Michigan DOT currently operates and maintains 121 permanent traffic-recording (PTRs) stations. These PTRs include 34 on Interstates, 31 on U.S. Routes, 23 on Michigan State Highways, and 12 on other routes.

In addition, there are a varying number of short-term 'coverage counts' conducted each year. Michigan DOT indicated that approximately 3,300 such 48-hour "short" counts were requested in 1995. These coverage counts included the following:

• 950 short counts (volume only).
• 1,300 classification counts (volume by vehicle class).
• 1,000 interchange ramp counts.

Michigan attempts to count every State‑maintained road section in a 3-year period. Unless required under the HPMS, Michigan also attempts to collect classification counts over a 6-year cycle. It should be noted that in addition to the State's traffic counting program, other agencies (notably those in urban areas) are also collecting traffic data for HPMS purposes. Furthermore, the Metropolitan Planning Organizations (MPO's) in Michigan have developed and support urban transportation planning models in accordance with ISTEA requirements. These MPO's subsequently have their own counting programs to support their model development and application.

To factor up the short‑count to reflect AADT, seasonal factors are developed. Unlike some states where these seasonal factors are based on PRT counts within the same functional class as the short-count location, Michigan has defined 6 to 7 'cluster‑analysis‑group.' Each of these groups contains a number of PTRs, and the adjustment factors are based on averaging the PRT counts within that group. Each roadway section (and thus each short-count) is assigned to one of these cluster‑analysis groups.

When a specific roadway section is not counted in a given year, it's counted from the previous year must be adjusted to represent traffic growth. Here, Michigan attempts to "look up and down the road" and identify the closest, comparable section for which an ADT was estimated (counted) for the given year. They determine the percentage change (e.g., increase or decrease) in the ADT associated with that "comparable" section, and apply that percentage change to the historical count for the specific section in question.

Horizontal Curve File

As noted earlier, information related to horizontal curvature has been contained in the Roadlog File since 1990. To make the Michigan data more consistent with curvature data in Utah and Washington, a separate Horizontal Curve File has been developed for 1992 and 1994-97. This file contains information on approximately 2,200 miles of curves. Data elements include degree of curve, curve direction (i.e., left or right in the direction of inventory), and length of curve. The same data elements related to degree of curve, direction of curve, and section length is also retained in the Roadlog File. However, in that file, the 'degree' shown is either a degree of curve, or a degree of bearing if the roadway is a tangent. A new roadlog section begins any time this variable or any other variable changes. Thus a curve may be split into more than one part in the Roadlog File if some other variable (e.g., shoulder width) changes. This also means that the section length for the curve section in the Roadlog File will not always be the full length of curve. These problems have been resolved in the Horizontal Curve File.

The curve data were originally extracted by Michigan staff from curve data in the MIDOT right‑of‑way books. No field measurements were taken. The milepoints for beginning and ending of the curves were calculated based on the distance to the nearest intersection. Curve data exists for almost all of the State trunkline roadways, but not for county roads. There are a limited number of trunklines that are not in the right-of-way books, and thus do not include data on curvature.

Preliminary indications are that most curves seem to be reasonably accurate (length within 100 or 200 ft of actual and milepoint within 0.02 mile of actual). There are a small number which have significant problems, usually caused by incorrect bearings, especially bearings that have been reversed (a road with a predominant northeast bearing suddenly switches to southwest).

The Intersection File

The Intersection File contains geometric and operational information data for all intersections that are on the trunkline system. The data is extracted from the Roadway Features File and is not maintained directly. Updated versions are obtained by inserting changes in the Features File on an annual basis and then extracting a new copy of this file. The file continued to be expanded and updated on a regular bases through 1997, and a revised version was inputted into the HSIS system for each year. HSIS currently contains annual files for 1987 and 1989-97. Unfortunately, the Roadway Features File that produces this Intersection File is no longer being maintained after 1997. Unlike the basic roadway inventory data that will continue to be available in a modified form from the Sufficiency File, there will not be a replacement file containing intersection inventory information.

The files contain initial information on approximately 28,000 intersections. While all intersections are on trunkline roadways, ninety-five percent of the crossing roadways are non-trunkline, and approach inventory information on these non-trunkline roadways is generally not available. It is noted, however, that accidents that occur on these crossing roads within 100 feet of the intersection will be coded to the trunkline intersection milepoint, and thus will appear on the HSIS Accident Subfile.

In terms of coverage and accuracy, there are (expected) problems with the early versions of this file due to its state of development. For example, there are inconsistencies and changes across yearly files with variables related to "Signal Control Type," the "Number of Phases," and a number of variables contain little or no data in the early files. The coding and completeness of the file is continually improving, as Michigan staff correct errors and add data when they find problems through their internal use. Some of this missing data results from the fact that Intersection File information on traffic signals will be extracted from the Electrical Traffic Control Device Inventory, but the necessary computer link between these two files was not complete for early years. According to Michigan staff, linkage is possible for some, but not all, intersection in the early 1990's files, and more linkage is possible for the later files. Other "missing" data is simply data that are not relevant to certain intersections (e.g., signal phasing data for unsignalized intersections). Where coding or accuracy problems have been noted by Michigan or HSIS staff, or in the single-variable quality control runs, a 'NOTE' has been added under the variable in the SAS format section. In summary, this file continues to have some erroneous data, particularly with respect to signal-related information. However, Michigan staff feels that the 1994-97 files are in adequate shape for analysis purposes. Again, the most accurate file will be the latest one.

The Electrical Traffic Control Device Inventory

The final file in the Michigan system, the Electrical Traffic Control Device Inventory (i.e., the "Signal File"), contains data on traffic control devices under the responsibility of the Michigan DOT that are located on the trunkline system. The HSIS system currently contains files for 1987, 1989-91 and 1993-96. There was a major change in the file in 1996 due to a shift in Michigan to an Oracle database. Prior to 1996, the file contained approximately 130 variables. For the 1996 and later file, there are 39 variables in the file. Almost all of these 1996 variables are also in the 1995 and earlier files. In the "Format" section, we have noted where new variables began in 1996, and also which older variables are no longer coded after 1995. In general, variables that would be important in safety analyses are still present.

The data in both files concern the type and functional specifications of the equipment along with the maintenance and cost responsibilities. Each record on the file concerns a signalized intersection or other site with a control device present. There are a total of approximately 4,000 records on the file with approximately 72 percent of the records being traffic signals. Approximately 62 percent of the devices are fixed time traffic control signals. The remaining records concern electrical traffic signs, beacons, flashers, and other devices.

In terms of coverage, there are some gaps in the data, partly as a result of file expansion and partly due to the fact that some information had to be extracted from a separate Signal File in earlier years, and computer linkage of these two files was impossible or difficult. The result is some variables with significant numbers of uncoded cases, particularly in the earlier files. Again, these have been marked with a "NOTE" in the SAS formats. However, the data in the 1996 file appears to have few uncoded cases in variables that would be important in safety analyses (e.g., number of phases, turn prohibitions). While the Intersection File and Roadlog File will no longer be coded by Michigan staff after 1997, they anticipate that this "Signal" File will continue to be maintained.

It is noted that linkage of this file is rather unique. The "Signal" File must be linked to other Michigan HSIS files through linkage with the Intersection File. Thus, common linkage variables such as district, control section and milepost cannot be used in file linkage. Details of the linkage are provided in a later section.

The Interchange Element File

The Interchange Element File contains information on all freeway interchanges and their ramps for approximately 900 interchanges. Each record concerns an element within the interchange -- either a segment of the main line, cross road or service roads, or a ramp or collector distributor road within the interchange area. The location reference variables for each ramp are the control section and milepost of the freeway at the point of intersection between the ramp and the freeway. There are approximately 6,300 records in the file. The HSIS system currently contains Interchange Element Files for 1987, 1989-90, 1992-93, and 1996. Like the Intersection File, this information was extracted from the Roadway Features File up through 1997. The interchange data continued to be updated in 1998, but will not be maintained after 1998.

In terms of coverage, all the variables that are entered into the file appear to be coded a very high proportion of the time. There are very few uncoded variables within any of these records.

In addition to the geometric variables, there are a series of variables that summarize accidents that have occurred within the interchanges. The accident summaries are calculated and entered on a three-year basis. The file records will then be updated annually to contain revised accident summaries on the prior three-year period. These variables contain counts of such things as total accidents, injury accidents, wet road accidents, icy accidents, etc. However, because they are summary counts rather than individual accidents, they are of limited use in detailed analyses. (For example, it would not be possible to determine the proportion of wet road accidents that resulted in fatals on ramps from these data.)

In general, based on both quality control runs and inputs from Michigan staff, the file is felt to be adequate for analysis purposes.

The Guardrail Inventory File

The original Michigan Guardrail File contains information on all guardrails on trunkline roads in the state. Currently, HSIS includes Guardrail Files for 1987, 1989, and 1992. These files were maintained by the MI DOT District offices, and maintenance effort was stopped or greatly reduced after 1992.

It must be noted that this file concerns only 'guardrail,' and does not contain information on non-metal barriers such as concrete median barriers. Thus, when linked with the Roadlog or Accident Subfiles, there may appear to be discrepancies when this file indicates no guardrail, but the other files indicate a median barrier.

The original file received from Michigan each year contains one record per guardrail section. Thus, there can be records which 'overlap' each other since there are often more than one piece of guardrail on a given section of roadway -- e.g., one on each side of the roadway, or one on each side plus additional rail in the median. (Because much of the HSIS analysis involving this file requires linkage with the Accident Subfile and/or Roadlog File, it became obvious in early analysis attempts that the nature of the overlapping records makes use of the file and linkage with other files very difficult. For these reasons, beginning with the 1989 data, the guardrail data received from Michigan were modified by HSIS staff into what might be considered a 'homogeneous guardrail section' file. Unfortunately subsequent use of this modified files indicated some problems in the complex calculation of guardrail length and guardrail terminal milepoints. HSIS staff can supply these programs to a potential user, along with documentation of the development process and errors detected. Due to the age of the file, we have not been able to make corrections to the program or the file.)

The non-modified file contains information on approximately 20,400 individual guardrails on the Michigan Trunkline System. The individual records contain information on such variables as guardrail length to the nearest foot, guardrail type (e.g., w-beam, no blockout, cable barrier, etc.), rail height in inches, lateral offset from roadway edge, terminal type and flare, number of post, post type, etc.).

In terms of accuracy, because there are no variables related to guardrail on other files that can be compared to these, it is not possible to cross-verify the accuracy of the file. In addition, the file is not duplicated in any other HSIS State. Examination of the data does indicate that the variables related to "Roadway Type", "Approach End Flare", and "Trailing End Flare" is not coded in the original file for approximately half of the guardrails. In these cases it appears (and Michigan staff verified) that the "blank" codes might well simple denote the opposite of what is coded. For example, under "Roadway Type", while there are codes available for both "non-freeway" and for "freeway" roadways, only the "freeway" roadways are coded. Thus, uncoded cases appear to be non-freeway data. Similarly, for the variables related to the guardrail end flare, a blank appears to indicate "not flared" in both cases. Except for these variables, the file appears to be quite accurate in terms of the distributions indicated, to have a high proportion of variables coded, and to indeed be a valuable analysis file.

However, one (perhaps minor) problem must be noted here. While the referencing system on this file is the same as for the Trunkline Accident Master, and thus the HSIS Accident Subfile, the mileposts here have not been updated as recently as the TAM or Roadlog Files (say, when a roadway is lengthened or shortened). Thus, the same milepoint on these files may not represent the "exact" same location on the roadway. However, Michigan staff has indicated that even though these differences exist (and cannot be corrected for until the raw file is revised), the differences are relatively minor. In general, they feel that linkage of this file with the accident or roadway inventory information will provide suitable accuracy for analysis purposes.

Issues Related to Merging Files

As noted above, the accident data are subdivided into three subfiles -- accident, vehicle, and injured occupant. These subfiles can be linked together using the "case number" variable (i.e., CASENO) present in each of the three subfiles. When linking the Injured 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 Injured Occupant Subfile with the other two subfiles, first sort both the Vehicle Subfile and Injured Occupant Subfile by case number and vehicle number. Next sort the Accident subfile by case number. Alternatively, the separate subfiles can linked 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 and other inventory files using information related to district, control section, and milepost on the route. The actual linkage variables on the Accident Subfile that are used in the merging operation are DISCNTL (a combination of district and control section number) and MILEPOST. The linkage variables on the Roadlog File are BEGMP, ENDMP, and SEG_CNTL. Linkage of the Accident Subfile with the Guardrail or Intersection File (and thus indirectly to the Electrical Traffic Control Device Inventory) requires similar matching of district/control section/milepost variables. The variables in the Modified Guardrail File are AREA_1 and CNTLSEC1, BEG_MP_1, and END_MP_1. In the Intersection File, they are INT_CNTL and MILEPOST. (Note that programs to carry out these conversions and file linkages have been developed by HSIS staff and can be obtained from them.)

To prepare the Accident Subfile for linking with the Roadlog File using a SAS data step process, the analyst must sort both the Accident Subfile and the Roadway File into location order by DISCNTL and MILEPOST on the Accident Subfile and by SEG_CNTL 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 DISCNTL and SEG_CNTL from the Accident Subfile and Roadlog Files and a range match where MILEPOST occurs between BEGMP and ENDMP. (Programs to accomplish this merging and division are available at FHWA.)

As indicated earlier, the location linkage variables for the interchange element is keyed to its intersection with the mainline on the freeway. To link crashes from the Accident Subfile with the Interchange Element File, one would first screen the Accident Subfile for interchange crashes using HWY_TYPE ("Highway Area Type") equal to "1". (Note that more precise screening by specific elements within the interchange can be done using HWY_TYCD – a combination of "Highway Area Type" and "Highway Area Code.") These crashes can then be linked to the Interchange Element File using DISCNTL (a combination of district and control section number) and MILEPOST from the Accident Subfile, and INV_CNTL and MIlEPOST in the Interchange Element File.

Linking the inventory files with each other is often a section-to-section match, and will require somewhat more complex programming. Again, programs are available at FHWA.

As noted above, the Electrical Traffic Control Device Inventory (the "Signal File") can only be linked directly to the Intersection File. Thus, linkage with other files (e.g., the Accident Subfiles) must be done using information in the Intersection File. Linkage between the Signal File and the Intersection File is through "Control Section" number and "Spot Number" found on both files. In the Signal File, the two pertinent variables are CNTL_SEC and SPT_NBR. While there are two variables related to "Control Section" in the Intersection File, the appropriate variables for use in linkage are CNTL_SPT ("Control Section of Intersection Spot Number"), and INT_SPT ("Intersection Spot Number"). Both files must be sorted by the "Control Section" variable first, and then the "Spot Number."

Finally, where appropriate and possible, a format that 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 that 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.

MICHIGAN CONTACTS

State computer files contact -- Don Mercer (517-335-2629, mercerd@mdot.state.mi.us)

Mr. Mercer is our main contact within the State of Michigan when questions arise concerning any parts of the Michigan data files. He works within the Traffic and Safety Division of the Michigan DOT and has been responsible for the development of the Michigan data merging system and subsequent State-level analyses. He should be the primary contact for all questions, and will direct questions he can't answer to others. If he cannot be reached, other contacts include:

Jack Benac (517-335-2975)

Mr. Benac is very familiar with the Accident Files and was the developer of the Interchange Element File. He has also worked on the development of the Roadlog and Intersection Files.

Brad Hagerty (517-335-2631)

Mr. Hagerty helped develop the Roadlog and Intersection Files and provides user assistance on Signal Files.

Ken O'Berry (517-335-2981, oberryk@mdot.state.mi.us)

Mr. O'Berry has worked extensively in the development of the Guardrail File and supervises the building of the Features, Roadlog, and Intersection Files. He is also now in charge of the "Signal" File.

Joyce Newell (517-373-2237)

Ms. Newell is in charge of the Sufficiency File. Mr. Dick Turcotte (517-335-2916) also works with this file.

David Schade (517-335-2914)

Mr. Shade has provided HSIS with supplemental data files concerning speed surveys on Michigan highways, and is the primary contact for questions on this speed data. In his absence, Mr. Mike Walimaki (517-373-2272) can also provide information on the speed data.

COMPOSITE LIST OF VARIABLES FOR MICHIGAN HSIS FILES

(CON'T)

(CON'T)

(CON'T)

(CON'T)

(CON'T)

(CON'T)

(CON'T)

(CON'T)

(CON'T)

(CON'T)

(CON'T)

LIST OF VARIABLES FOR MICHIGAN ACCIDENT SUBFILE

SAS FORMAT DEFINITIONS FOR VARIABLES FROM THE MICHIGAN ACCIDENT SUBFILE

NOTE: SAS variable names and explanatory names are shown above each listing. (See Discussion for information on SAS formats.)

ACC_LOC

ACCIDENT LOCATION

• 1 = 'ON ROADWAY' On non-limited access roadway
• 2 = 'OFF ROADWAY' Off non-limited access roadway
• 3 = 'ON LIMITED RDWY' On limited access roadway
• 4 = 'OFF LIMITED RDWY' Off limited access roadway

NOTE: This variable was discontinued after 1991. See RD_LOC.

ACCTYPE

ACCIDENT TYPE

• 000 = 'MISC SINGL VEH' Miscellaneous single vehicle
• 010 = 'OVERTURN' Overturn
• 020 = 'HIT TRAIN' Hit train
• 030 = 'HIT PARKED VEH' Hit parked vehicle
• 048 = 'BACKING' Backing
• 049 = 'PARKING' Parking
• 050 = 'PEDESTRIAN' Pedestrian
• 060 = 'FIXED OBJECT' Fixed object
• 070 = 'OTHER OBJECT' Other object
• 080 = 'ANIMAL' Animal
• 090 = 'BICYCLE' Bicycle
• 141 = 'HEAD‑ON' Head-on
• 144 = 'ANGLE STRAIGHT' Angle straight
• 147 = 'REAR END' Rear-end
• 244 = 'ANGLE TURN' Angle turn
• 342 = 'SIDESWIPE SAME' Sideswipe, same direction
• 345 = 'REAR END L/TURN' Rear end left turn
• 346 = 'REAR END R/TURN' Rear end right turn
• 440 = 'OTHER DRIVEWAY' Other driveway
• 444 = 'ANGLE DRIVEWAY' Angle driveway
• 447 = 'REAR-END DRVWAY' Rear-end drive
• 543 = 'SIDESWIPE OPPOS' Sideswipe, opposite direction
• 545 = 'HEAD-ON LEFT-TRN' Head-on left-turn
• 645 = 'DUAL LEFT TURN' Dual left-turn
• 646 = 'DUAL RIGHT‑TURN' Dual right-turn
• OTHER = 'ERROR/OTHER CODE'

NOTE: Coding for this variable changed significantly in 1993. Prior to that year, this was coded in-house by accident coders based on the sketch, narrative, and a number of variables. After 1993, it is based on a combination of police officer-coded variables, and primarily reflects the initial direction of the vehicle(s), regardless of point of impact or damaged area.

ACCYR

ACCIDENT YEAR

NON-LABELED VARIABLE -- Year of accident (YYYY).

AGENCY

ACCIDENT INVESTIGATED BY

• 1 = 'STATE POLICE' State police
• 2 = 'COUNTY SHERIFF' County sheriff
• 3 = 'TOWNSHIP POLICE' Township police
• 4 = 'CITY VILLAGE POL' City village police

NOTE: This variable was discontinued after 1991.

ANALYS

ACCIDENT ANALYSIS - WHERE AND HOW

• 0101 = 'NOCOL INT FEL VH' Non-collision, intersectn, fell from veh
• 0102 = 'NOCOL INT INJ VH' Non-collision, intersectn, injurd in veh
• 0110 = 'NOCOL INT UNKNWN' Non-collision, intersectn, other/unknown
• 0201 = 'NCOL NINT FEL VH' Non-collision, non-inters, fell from veh
• 0202 = 'NCOL NINT INJ VH' Non-collision, non-inters, injurd in veh
• 0210 = 'NCOL NINT UNKNWN' Non-collision, non-inters, other/unknown
• 0801 = 'NOCOL UKN FEL VH' Non-collision, ?? location, fell frm veh
• 0802 = 'NOCOL UKN INJ VH' Non-collision, ?? location, injrd in veh
• 0810 = 'NOCOL UKN UNKWN' Non-collision, ?? location, other/unkwn
• 1101 = 'MV OVTN INT LSDE' MV overturn, intersection, left side of trafficway
• 1102 = 'MV OVTN INT RSDE' MV overturn, intersection, right side of trafficway
• 1110 = 'MV OVTN INT UNKN' MV overturn, intersection, side unknown
• 1201 = 'MV OVTN NINT LSD' MV overturn, non-inters, left side of trafficway
• 1202 = 'MV OVTN NINT RSD' MV overturn, non-inters, right side of trafficway
• 1210 = 'MV OVTN NINT UNK' MV overturn, non-inters, unknown
• 2110 = 'MV TRAIN-INTERS' MV-train, intersection
• 2210 = 'MV TRAIN-NINTER' MV-train, non-intersection
• 3110 = 'MV PRKMV INT' MV hit parked MV, intersection
• 3210 = 'MV PRKMV NINT' MV hit parked MV, non-intersection
• 3710 = 'MV PRKMV DRVWY' MV hit parked MV, driveway
• 4101 = 'MV SAME DIR INT' MV/MV, same direction,intersection, both straight - headon, rear-end, broadside
• 4102 = 'MV SD INT SIDSWP' MV/MV, same direction,intersection, both straight - sideswipe
• 4103 = 'MV SD INT STR/LF' MV/MV, same direction,intersection, one straight, one turn left
• 4104 = 'MV SD INT STR/RG' MV/MV, same direction,intersection, one straight, one turn right
• 4105 = 'MV SD INT STR/ST' MV/MV, same direction,intersection, one straight, one stopped or disabled
• 4106 = 'MV SD INT STR/BK' MV/MV, same direction,intersection, one straight, one backing
• 4107 = 'MV SD INT STR/EN' MV/MV, same direction,intersection, one straight, one entering parking or drvway
• 4108 = 'MV SD INT STR/LV' MV/MV, same direction,intersection, one straight, one leaving parking or drvway
• 4109 = 'MV SD INT STR/SR' MV/MV, same direction,intersection, one straight, one starting or stopping
• 4110 = 'MV SD INT OTHER' MV/MV, same direction,intersection, other or not known
• 4201 = 'MV SAME DIR NINT' MV/MV, same direction, non-inters, both straight - headon, rear-end, broadside
• 4202 = 'MV SD NINT SIDSW' MV/MV, same direction, non-inters, both straight - sideswipe
• 4203 = 'MV SD NINT ST/LF' MV/MV, same direction, non-inters, one straight, one turn left
• 4204 = 'MV SD NINT ST/RG' MV/MV, same direction, non-inters, one straight, one turn right
• 4205 = 'MV SD NINT ST/ST' MV/MV, same direction, non-inters, one straight, one stopped or disabled
• 4206 = 'MV SD NINT ST/BK' MV/MV, same direction, non-inters, one straight, one backing
• 4207 = 'MV SD NINT ST/EN' MV/MV, same direction, non-inters, one straight, one entering parking or drvway
• 4208 = 'MV SD NINT ST/LV' MV/MV, same direction, non-inters, one straight, one leaving parking or drvway
• 4209 = 'MV SD NINT ST/SR' MV/MV, same direction, non-inters, one straight, one starting or stopping
• 4210 = 'MV SD NINT OTHER' MV/MV, same direction, non-inters, other or not known
• 4301 = 'MV OPPOS DIR INT' MV/MV, opp direct., intersection, both straight - headon, rear-end, broadside
• 4302 = 'MV OD INT SIDSWP' MV/MV, opp direct., intersection, both straight – sideswipe
• 4303 = 'MV OD INT STR/LF' MV/MV, opp direct., intersection, one straight, one turn left
• 4304 = 'MV OD INT STR/RG' MV/MV, opp direct., intersection, one straight, one turn right
• 4305 = 'MV OD INT STR/ST' MV/MV, opp direct., intersection, one straight, one stopped or disabled
• 4306 = 'MV OD INT STR/BK' MV/MV, opp direct., intersection, one straight, one backing
• 4307 = 'MV OD INT STR/EN' MV/MV, opp direct., intersection, one straight, one entering parking or drvway
• 4308 = 'MV OD INT STR/LV' MV/MV, opp direct., intersection, one straight, one leaving parking or drvway
• 4309 = 'MV OD INT STR/SR' MV/MV, opp direct., intersection, one straight, one starting or stopping
• 4310 = 'MV OD INT OTHER' MV/MV, opp direct., intersection, other or not known
• 4401 = 'MV OPP DIR NINT' MV/MV, opp direct., non-inters, both straight - headon, rear-end, broadside
• 4402 = 'MV OD NINT SIDSW' MV/MV, opp direct., non-inters, both straight - sideswipe
• 4403 = 'MV OD NINT ST/LF' MV/MV, opp direct., non-inters, one straight, one turn left
• 4404 = 'MV OD NINT ST/RG' MV/MV, opp direct., non-inters, one straight, one turn right
• 4405 = 'MV OD NINT ST/ST' MV/MV, opp direct., non-inters, one straight, one stopped or disabled
• 4406 = 'MV OD NINT ST/BK' MV/MV, opp direct., non-inters, one straight, one backing
• 4407 = 'MV OD NINT ST/EN' MV/MV, opp direct., non-inters, one straight, one entering parkway or drvway
• 4408 = 'MV OD NINT ST/LV' MV/MV, opp direct., non-inters, one straight, one leaving parkway or drvway
• 4409 = 'MV OD NINT ST/SR' MV/MV, opp direct., non-inters, one straight, one starting or stopping
• 4410 = 'MV OD NINT OTHER' MV/MV, opp direct., non-inters, other or not known
• 4501 = 'MV ANGLE INT' MV/MV, at angle, at intersection, both straight - headon, rear-end, broadside
• 4502 = 'MV AN INT SIDSWP' MV/MV, opp direct., intersection, both straight - sideswipe
• 4503 = 'MV AN INT STR/LF' MV/MV, opp direct., intersection, one straight, one turn left
• 4504 = 'MV AN INT STR/RG' MV/MV, opp direct., intersection, one straight, one turn right
• 4505 = 'MV AN INT STR/ST' MV/MV, opp direct., intersection, one straight, one stopped or disabled
• 4506 = 'MV AN INT STR/BK' MV/MV, opp direct., intersection, one straight, one backing
• 4507 = 'MV AN INT STR/EN' MV/MV, opp direct., intersection, one straight, one entering parkway or drvway
• 4508 = 'MV AN INT STR/LV' MV/MV, opp direct., intersection, one straight, one leaving parkway or drvway
• 4509 = 'MV AN INT STR/SR' MV/MV, opp direct., intersection, one straight, one starting or stopping
• 4510 = 'MV AN INT OTHER ' MV/MV, opp direct., intersection, other or not known
• 4601 = 'MV ANGLE NINT' MV/MV, at angle, non-inters, both straight - headon, rear-end, broadside
• 4602 = 'MV AN NINT SIDSW' MV/MV, at angle, non-inters, both straight - sideswipe
• 4603 = 'MV AN NINT ST/LF' MV/MV, at angle, non-inters, one straight, one turn left
• 4604 = 'MV AN NINT ST/RG' MV/MV, at angle, non-inters, one straight, one turn right
• 4605 = 'MV AN NINT ST/ST' MV/MV, at angle, non-inters, one straight, one stopped or disabled
• 4606 = 'MV AN NINT ST/BK' MV/MV, at angle, non-inters, one straight, one backing
• 4607 = 'MV AN NINT ST/EN' MV/MV, at angle, non-inters, one straight, one entering parkway or drvway
• 4608 = 'MV AN NINT ST/LV' MV/MV, at angle, non-inters, one straight, one leaving parkway or drvway
• 4609 = 'MV AN NINT ST/SR' MV/MV, at angle, non-inters, one straight, one starting or stopping
• 4610 = 'MV AN NINT OTHER' MV/MV, at angle, non-inters, other or not known
• 4701 = 'MV DRIVEWAY STR' MV/MV, at driveway, both straight - headon, rear-end, broadside
• 4702 = 'MV DRVWY SIDSWP' MV/MV, at driveway, both straight - sideswipe
• 4703 = 'MV DRVWY STR/LF' MV/MV, at driveway, one straight, one turn left
• 4704 = 'MV DRVWY STR/RG' MV/MV, at driveway, one straight, one turn right
• 4705 = 'MV DRVWY STR/ST' MV/MV, at driveway, one straight, one stopped or disabled
• 4706 = 'MV DRVWY STR/BK' MV/MV, at driveway, one straight, one backing
• 4707 = 'MV DRVWY STR/EN' MV/MV, at driveway, one straight, one entering parkway or driveway
• 4708 = 'MV DRVWY STR/LV' MV/MV, at driveway, one straight, one leaving parkway or driveway
• 4709 = 'MV DRVWY STR/SR' MV/MV, at driveway, one straight, one starting or stopping in traffic
• 4710 = 'MV DRVWY OTHER' MV/MV, at driveway, other or not known
• 5101 = 'MV PED INT STR' MV/Pedestrian, at intersection, motor vehicle straight
• 5102 = 'MV PED INT LFT' MV/Pedestrian, at intersection, motor vehicle turn left
• 5103 = 'MV PED INT RGT' MV/Pedestrian, at intersection, motor vehicle turn right
• 5104 = 'MV PED INT BACK' MV/Pedestrian, at intersection, motor vehicle backing
• 5105 = 'MV PED INT STRT' MV/Pedestrian, at intersection, motor vehicle starting up
• 5106 = 'MV PED INT ENTR' MV/Pedestrian, at intersection, motor vehicle entering or emerging from parking
• 5107 = 'MV PED INT SKID' MV/Pedestrian, at intersection, motor vehicle skidding
• 5110 = 'MV PED INT UNKN' MV/Pedestrian, at intersection, other or not known
• 5201 = 'MV PED NINT STR' MV/Pedestrian, non-intersection, motor vehicle straight
• 5202 = 'MV PED NINT LFT' MV/Pedestrian, non-intersection, motor vehicle turn left
• 5203 = 'MV PED NINT RGT' MV/Pedestrian, non-intersection, motor vehicle turn right
• 5204 = 'MV PED NINT BACK' MV/Pedestrian, non-intersection, motor vehicle backing
• 5205 = 'MV PED NINT STRT' MV/Pedestrian, non-intersection, motor vehicle starting up
• 5206 = 'MV PED NINT ENTR' MV/Pedestrian, non-intersection, motor vehicle entering or emerging from parking
• 5207 = 'MV PED NINT SKID' MV/Pedestrian, non-intersection, motor vehicle skidding
• 5210 = 'MV PED NINT UNKN' MV/Pedestrian, non-intersection, other or not known
• 5701 = 'MV PED DRVWY STR' MV/Pedestrian, at driveway, motor vehicle straight
• 5702 = 'MV PED DRVWY LFT' MV/Pedestrian, at driveway, motor vehicle turn left
• 5703 = 'MV PED DRVWY RGT' MV/Pedestrian, at driveway, motor vehicle turn right
• 5704 = 'MV PED DRVWY BAK' MV/Pedestrian, at driveway, motor vehicle backing
• 5705 = 'MV PED DRVWY STT' MV/Pedestrian, at driveway, motor vehicle starting up
• 5706 = 'MV PED DRVWY ENT' MV/Pedestrian, at driveway, motor vehicle entering or emerging from parking
• 5707 = 'MV PED DRVWY SKD' MV/Pedestrian, at driveway, motor vehicle skidding
• 5710 = 'MV PED DRVWY UNK' MV/Pedestrian, at driveway, other or not known
• 6101 = 'MV FXOB INT LFSD' MV/fixed object, at intersection, left side of trafficway
• 6102 = 'MV FXOB INT RGSD' MV/fixed object, at intersection, right side of trafficway
• 6110 = 'MV FXOB INT UNKW' MV/fixed object, at intersection, not known
• 6201 = 'MV FXOB NINT LF' MV/fixed object, not at intersection, left side of trafficway
• 6202 = 'MV FXOB NINT RG' MV/fixed object, not at intersection, right side of trafficway
• 6210 = 'MV FXOB NINT UK' MV/fixed object, not at intersection, not known
• 7101 = 'MV OBJE INT LFSD' MV/other object, at intersection, left side of trafficway
• 7102 = 'MV OBJE INT RGSD' MV/other object, at intersection, right side of trafficway
• 7110 = 'MV OBJE INT UNKW' MV/other object, at intersection, not known
• 7201 = 'MV OBJE NINT LF' MV/other object, not at intersection, left side of trafficway
• 7202 = 'MV OBJE NINT RG' MV/other object, not at intersection, right side of trafficway
• 7210 = 'MV OBJE NINT UK' MV/other object, not at intersection, not known
• 8110 = 'MV ANIM INTERSEC' MV/animal, at intersection
• 8210 = 'MV ANIM NINTERSE' MV/animal, non-intersection
• 9101 = 'MV PDL INT STR' MV/Pedalcyclist, at intersection, motor vehicle straight
• 9102 = 'MV PDL INT LFT' MV/Pedalcyclist, at intersection, motor vehicle turn left
• 9103 = 'MV PDL INT RGT' MV/Pedalcyclist, at intersection, motor vehicle turn right
• 9104 = 'MV PDL INT BACK' MV/Pedalcyclist, at intersection, motor vehicle backing
• 9105 = 'MV PDL INT STRT' MV/Pedalcyclist, at intersection, motor vehicle starting up
• 9106 = 'MV PDL INT ENTR' MV/Pedalcyclist, at intersection, motor vehicle entering or emerging from parking
• 9107 = 'MV PDL INT SKID' MV/Pedalcyclist, at intersection, motor vehicle skidding
• 9110 = 'MV PDL INT UNKN' MV/Pedalcyclist, at intersection, other or not known
• 9201 = 'MV PDL NINT STR' MV/Pedalcyclist, not at intersection, motor vehicle straight
• 9202 = 'MV PDL NINT LFT' MV/Pedalcyclist, not at intersection, motor vehicle turn left
• 9203 = 'MV PDL NINT RGT' MV/Pedalcyclist, not at intersection, motor vehicle turn right
• 9204 = 'MV PDL NINT BACK' MV/Pedalcyclist, not at intersection, motor vehicle backing
• 9205 = 'MV PDL NINT STRT' MV/Pedalcyclist, not at intersection, motor vehicle starting up
• 9206 = 'MV PDL NINT ENTR' MV/Pedalcyclist, not at intersection, motor vehicle entering or emerging from parking
• 9207 = 'MV PDL NINT SKID' MV/Pedalcyclist, not at intersection, motor vehicle skidding
• 9210 = 'MV PDL NINT UNKN' MV/Pedalcyclist, not at intersection, other or not known
• 9701 = 'MV PDL DRVWY STR' MV/Pedalcyclist, at driveway, motor vehicle straight
• 9702 = 'MV PDL DRVWY LFT' MV/Pedalcyclist, at driveway, motor vehicle turn left
• 9703 = 'MV PDL DRVWY RGT' MV/Pedalcyclist, at driveway, motor vehicle turn right
• 9704 = 'MV PDL DRVWY BAK' MV/Pedalcyclist, at driveway, motor vehicle backing
• 9705 = 'MV PDL DRVWY STT' MV/Pedalcyclist, at driveway, motor vehicle starting up
• 9706 = 'MV PDL DRVWY ENT' MV/Pedalcyclist, at driveway, motor entering or emerging from parking
• 9707 = 'MV PDL DRVWY SKD' MV/Pedalcyclist, at driveway, motor vehicle skidding
• 9710 = 'MV PDL DRVWY UNK' MV/Pedalcyclist, at driveway, other or not known

NOTE: This variable was discontinued after 1991 when the MI crash report form was modified.

CASENO

YEAR + CASE NUMBER

NON-LABELED VARIABLE -- Combination of ACCYR and case number -- Used in linkage of Accident, Vehicle, and Occupant Subfiles.

CITY

CITY OR TOWNSHIP

NON-LABELED VARIABLE -- City/township number assigned within county of crash occurrence.

CNST_LOC

CONSTRUCTION ACTIVITY LOCATION

• '0' = 'UNCODED & ERRORS' Uncoded & errors
• '1' = 'WORKING ON ROAD' Activity on road
• '2' = 'WORKING OFF ROAD' Activity off road
• '3' = 'NO CONSTRUCTION' None

NOTE: New variable added in 1993.

CNST_TYP

CONSTRUCTION TYPE

• '0' = 'UNCODED & ERRORS' Uncoded & errors
• '1' = 'CONSTRUCT/MAINT' Construction/maint.
• '2' = 'UTILITY WORK' Utility

NOTE: New variable added in 1993.

CNSTLNCL

CONSTRUCTION ZONE LANE CLOSURE

• '0' = 'UNCODED & ERRORS' Uncoded & errors
• '1' = 'LANE CLOSED' Lane closed
• '2' = 'NO LANE CLOSURE' No lane closure

NOTE: New variable added in 1993.

CNTL_SEC

CONTROL SECTION

NON-LABELED VARIABLE -- Linkage information (i.e., code for the portion of the trunkline system where crash occurred).

COUNTY

COUNTY NUMBER - MDOT SCHEME

• 01 = 'ALCONA'
• 02 = 'ALGER'
• 03 = 'ALLEGAN'
• 04 = 'ALPENA'
• 05 = 'ANTRIM'
• 06 = 'ARENAC'
• 07 = 'BARAGA'
• 08 = 'BARRY'
• 09 = 'BAY'
• 10 = 'BENZIE'
• 11 = 'BERRIEN'
• 12 = 'BRANCH'
• 13 = 'CALHOUN'
• 14 = 'CASS'
• 15 = 'CHARLEVOIX'
• 16 = 'CHEBOYGAN'
• 17 = 'CHIPPEWA'
• 18 = 'CLARE'
• 19 = 'CLINTON'
• 20 = 'CRAWFORD'
• 21 = 'DELTA'
• 22 = 'DICKINSON'
• 23 = 'EATON'
• 24 = 'EMMET'
• 25 = 'GENESEE'
• 26 = 'GLADWIN'
• 27 = 'GOGEBIC'
• 28 = 'GRAND TRAVERSE'
• 29 = 'GRATIOT'
• 30 = 'HILLSDALE'
• 31 = 'HOUGHTON'
• 32 = 'HURON'
• 33 = 'INGHAM'
• 34 = 'IONIA'
• 35 = 'IOSCO'
• 36 = 'IRON'
• 37 = 'ISABELLA'
• 38 = 'JACKSON'
• 39 = 'KALAMAZOO'
• 40 = 'KALKASKA'
• 41 = 'KENT'
• 42 = 'KEWEENAW'
• 43 = 'LAKE'
• 44 = 'LAPEER'
• 45 = 'LEELANAU'
• 46 = 'LENAWEE'
• 47 = 'LIVINGSTON'
• 48 = 'LUCE'
• 49 = 'MACKINAC'
• 50 = 'MACOMB'
• 51 = 'MANISTEE'
• 52 = 'MARQUETTE'
• 53 = 'MASON'
• 54 = 'MECOSTA'
• 55 = 'MENOMINEE'
• 56 = 'MIDLAND'
• 57 = 'MISSAUKEE'
• 58 = 'MONROE'
• 59 = 'MONTCALM'
• 60 = 'MONTMORENCY'
• 61 = 'MUSKEGON'
• 62 = 'NEWAYGO'
• 63 = 'OAKLAND'
• 64 = 'OCEANA'
• 65 = 'OGEMAW'
• 66 = 'ONTONAGON'
• 67 = 'OSCEOLA'
• 68 = 'OSCODA'
• 69 = 'OTSEGO'
• 70 = 'OTTAWA'
• 71 = 'PRESQUE ISLE'
• 72 = 'ROSCOMMON'
• 73 = 'SAGINAW'
• 74 = 'SANILAC'
• 75 = 'SCHOOLCRAFT'
• 76 = 'SHIAWASSEE'
• 77 = 'ST.CLAIR'
• 78 = 'ST.JOSEPH'
• 79 = 'TUSCOLA'
• 80 = 'VAN BUREN'
• 81 = 'WASHTENAW'
• 82 = 'WAYNE'
• 83 = 'WEXFORD'
• 84 = 'UNCODED & ERRORS'

DAYMTH

DAY OF MONTH

NON-LABELED VARIABLE -- Date of crash.

DISCNTL

DISTRICT + CONTROL SECTION NUMBER

NON-LABELED VARIABLE -- District plus control section number -- Used in linking with Roadlog and other inventory files.

DISTRICT

DISTRICT

• 1 = 'FIRST DISTRICT'
• 2 = 'SECOND DISTRICT'
• 3 = 'THIRD DISTRICT'
• 4 = 'FOURTH DISTRICT'
• 5 = 'FIFTH DISTRICT'
• 6 = 'SIXTH DISTRICT'
• 7 = 'SEVENTH DISTRICT'
• 8 = 'EIGHTH DISTRICT'
• 9 = 'NINTH DISTRICT'

DIV_CODE

ROAD TYPE

• 1 = 'UNDIV FREE ACC' Undivided - free access
• 3 = 'UNDIV C/LFT LAN' Undivided - center left turn lane free access
• 4 = 'DIV ‑FREE ACC' Divided - free access
• 6 = 'DIV LIMIT ACC' Divided - limit access
• 7 = 'ONE-WAY STR SYS' One-way street system

NOTE: This variable was discontinued after 1991

DWI

DRINKING IN ACCIDENT

• '1' = 'DRINKING IN ACC' Drinking in accident
• '2' = 'NO DRINK IN ACC' No drinking in accident
• '3' = 'NOT STATED' Not known if drinking in accident

FRAM_NBR

FILM FRAME NUMBER

NON-LABELED VARIABLE -- Frame number on the reel for microfilm.

HOUR

HOUR OF OCCURRENCE

• 26,01 = 'MIDNIGHT - 1 AM'
• 02 = '1 AM - 2 AM'
• 03 = '2 AM - 3 AM'
• 04 = '3 AM - 4 AM'
• 05 = '4 AM - 5 AM'
• 06 = '5 AM - 6 AM'
• 07 = '6 AM - 7 AM'
• 08 = '7 AM - 8 AM'
• 09 = '8 AM - 9 AM'
• 10 = '9 AM - 10 AM'
• 11 = '10 AM - 11 AM'
• 12 = '11 AM - NOON'
• 13 = 'NOON - 1 PM'
• 14 = '1 PM - 2 PM'
• 15 = '2 PM - 3 PM'
• 16 = '3 PM - 4 PM'
• 17 = '4 PM - 5 PM'
• 18 = '5 PM - 6 PM'
• 19 = '6 PM - 7 PM'
• 20 = '7 PM - 8 PM'
• 21 = '8 PM - 9 PM'
• 22 = '9 PM - 10 PM'
• 23 = '10 PM - 11 PM'
• 24 = '11 PM - MIDNIGHT'
• 25 = 'NOT KNOWN'
• OTHER = 'ERROR/OTHER CODE'

HWY_CDE

HIGHWAY AREA CODE

• *00 = 'INTERS PROPER' Within confines of intersection
• *01 = 'INTRS+-150FT N/E' Within 150 ft N or E of intersection
• *06 = 'ACC/DECEL LANE' On acceleration or deceleration lane
• *21 = 'RAMP/RAMP RELAT' On ramp or ramp related
• *51 = 'INTRS+-150FT S/W' Within 150 ft S or W of intersection
• *56 = 'DRIVEWAY RELATED' Driveway related
• *59 = 'RR CROSSING' At-grade railroad crossing
• *71 = 'MEDIAN CRS REL' Median crossing related
• *99 = 'OTHER/UNKNOWN' Other or not known

*New codes added in 1993.

NOTE: Non-labeled variable prior to 1993. Code labels shown above are only applicable to data from 1993 and later. This is combined with HWY_TYPE in HWY_TYCD.

HWY_TYCD

HIGHWAY AREA CODE AND TYPE - COMBINED VARIABLE

Interchange

• 100 = 'INTCH-NO-RAMP' No ramp or loop
• 101 = 'INTCH-INTERSECT' Within confines of intersection (in interchange)
• 102 = 'INTCH-N/E INTRS' Within 150 ft N or E of intersection (in interchange)
• 103 = 'INTCH-S/W INTRS' Within 150 ft S or W of intersection (in interchange)
• 105 = 'INTCH-AC/DEC LN' On acceleration or deceleration lane
• 106 = 'INTCH-DEL-LANE' On a deceleration lane
• 107 = 'INTCH-ACC-LANE' On an acceleration lane
• 110 = 'INTCH-EXIT-COLL' Exit to collector distributor
• 115 = 'INTCH-ENTR-COLL' Entrance from collector distributor
• 120 = 'INTCH-RMP/RMP RL' On ramp or ramp related
• 121 = 'INTCH-OFFRMP-MAI' Off ramps near main road
• 122 = 'INTCH-OFFRMP-MID' Off ramps between roads (on the ramp)
• 123 = 'INTCH-OFFRMP-END' Leave ramp or on crossroad - accident related to ramp
• 124 = 'INTCH-ONRMP-END' Enter ramp from crossroad
• 125 = 'INTCH-ONRMP-MID' On ramps between roads (on the ramp)
• 126 = 'INTCH-ONRMP-MAIN' On ramps near main road
• 131 = 'INTCH-OFFLP-MAIN' Off loop near main road
• 132 = 'INTCH-OFFLP-MID' Off loop between roads (on the loop)
• 133 = 'INTCH-OFFLP-END' Leave loop to crossroad
• 134 = 'INTCH-ONLP-END' Enter loop from crossroad
• 135 = 'INTCH-ONLP-MID' On loop between roads (on the loop)
• 136 = 'INTCH-ONLP-MAIN' On loop near main road
• 141 = 'INTCH-EXIT-MAIN' Exit - leave main roadway
• 142 = 'INTCH-EXIT-MID' Exit - on ramp between roadways
• 143 = 'INTCH-EXIT-END' Exit - leave ramp at crossroad
• 144 = 'INTCH-ENTR-END' Entrance - enter ramp from crossroad
• 145 = 'INTCH-ENTR-MID' Entrance - on ramp between roadways
• 146 = 'INTCH-ENTR-MAIN' Entrance - enter main road from ramp
• 155 = 'INTCH-DRIVEWY RL' Driveway related in interchange
• 156 = 'INTCH-COMM-DRVWY' Crossings commercial driveway
• 157 = 'INTCH-PRIV-DRVWY' Crossings private driveway
• 158 = 'INTCH-FACT-DRVWY' Crossings factory driveway
• 159 = 'INTCH-RR-CROSS' Crossings railroad crossing (at grade)
• 160 = 'INTCH-SCH-DRVWY' Crossings school or church driveway
• 161 = 'INTCH-PUB-DRVWY' Crossings public driveway (roadside park, etc.)
• 170 = 'INTCH-MED CRS RL' Median crossing related in interchange
• 171 = 'INTCH-CRSOV-ENT' Crossings enter crossover
• 172 = 'INTCH-CRSOV-MID' Crossings on the crossover
• 173 = 'INTCH-CRSOV-EXIT' Crossings leave crossover
• 198 = 'INTCH-RAMP-INTRS' Street or road intersection on a ramp
• 199 = 'INTCH-CROSS-UNKW' Crossings other or not known

Intersection

• 200 = 'INTRS-PROPER' Within confines of intersection (within crosswalk)
• 201 = 'INTRS+-100-FT-N' Within 100 feet north of intersection
• 202 = 'INTRS+-100-FT-NE' Within 100 feet NE of intersection
• 203 = 'INTRS+-100-FT-E' Within 100 feet east of intersection
• 204 = 'INTRS+-100-FT-SE' Within 100 feet SE of intersection
• 205 = 'INTRS+-100-FT-S' Within 100 feet south of intersection
• 206 = 'INTRS+-100-FT-SW' Within 100 feet SW of intersection
• 207 = 'INTRS+-100-FT-W' Within 100 feet west of intersection
• 208 = 'INTRS+-100-FT-NW' Within 100 feet NW of intersection
• 209 = 'INTRS+-150FT N/E' Within 150 feet N or E of intersection
• 210 = 'INTRS+-150FT S/W' Within 150 feet S or W of intersection
• 255 = 'INTRS-DRVWY RELT' Driveway related near intersection
• 256 = 'INTRS-COMM-DRVWY' Crossings commercial driveway
• 257 = 'INTRS-PRIV-DRVWY' Crossings private driveway
• 258 = 'INTRS-FACT-DRVWY' Crossings factory driveway
• 259 = 'INTRS-RR-CROSS' Crossings railroad crossing (at grade)
• 260 = 'INTRS-SCH-DRVWY' Crossings school or church driveway
• 261 = 'INTRS-PUB-DRVWY' Crossings public driveway (roadside park, etc.)
• 270 = 'INTRS-MED CRS RL' Median crossing related near intersection
• 271 = 'INTRS-CRSOV-ENT' Crossings enter crossover
• 272 = 'INTRS-CRSOV-MID' Crossings on the crossover
• 273 = 'INTRS-CRSOV-EXIT' Crossings leave crossover
• 277 = 'INTRS-ACC/DEC LN' On acceleration or deceleration lane
• 278 = 'INTRS-LT-FLARE' Left turn flare (slot)
• 279 = 'INTRS-RT-FLARE' Right turn flare (slot)
• 280 = 'INTRS-RT-DECL' On deceleration lane (right turn cut-off)
• 281 = 'INTRS-CUTOFF-CRV' On cut-off curve
• 282 = 'INTRS-LV-CUTOFF' Leaving cut-off lane
• 283 = 'INTRS-TRNCH-CRSS' Turn channel at crossroad
• 284 = 'INTRS-TRNCH-MID' Turn channel between roadways
• 285 = 'INTRS-TRNCH-MAIN' Turn channel at trunkline
• 286 = 'INTRS-RMP/RMP RL' On ramp or ramp-related in intersection
• 291 = 'INTRS-TRNLP-MAIN' Turn loop at trunkline
• 292 = 'INTRS-TRNLP-MID' Turn loop between roadways
• 293 = 'INTRS-TRNLP-CRSS' Turn loop at crossroad
• 299 = 'INTRS-OTHER/UNKN' Crossings other or not known

Non-Interchange or Non-Intersection (Midblock)

• 301 = 'MDBLK-N/E INTRS' Midblock, within 150 feet N or E of intersection
• 302 = 'MDBLK-S/W INTRS' Midblock, within 150 feet S or W of intersection
• 306 = 'MDBLK-ACCL/DECL' Midblock, acceleration or deceleration lane
• 321 = 'MDBLK-RMP/RMP RL' Midblock, on ramp or ramp related
• 347 = 'EXIT-REST-AREA' Exit to rest area
• 348 = 'REST-AREA' Within rest area
• 349 = 'ENTR-REST-AREA' Entrance from rest area
• 350 = 'EXIT-SCALES' Exit to scales
• 351 = 'SCALES-AREA' Within scales area
• 352 = 'ENTRN-SCALES' Entrance from scales
• 353 = 'EXIT-OTHER' Exit to other area
• 354 = 'ENTR-OTHER' Entrance from other area
• 355 = 'OTHER AREA' Within other area
• 356 = 'COMM-DRVWY' Crossings commercial driveway
• 357 = 'PRIV-DRVWY' Crossings private driveway
• 358 = 'FACT-DRVWY' Crossings factory driveway
• 359 = 'RR-CROSS' Crossings railroad crossing (at grade)
• 360 = 'SCHL-DRVWY' Crossings school or church driveway
• 361 = 'PUBL-DRVWY' Crossings public driveway (roadside park, etc.)
• 362 = 'DRIVEWAY REL' Driveway related
• 370 = 'MEDIAN CROSSNG' Median crossing related
• 371 = 'CRSSOV-ENTR' Crossings enter crossover
• 372 = 'CRSSOV-MID' Crossings on the crossover
• 373 = 'CRSSOV-EXIT' Crossings leave crossover
• 375 = 'ENT/EXIT-RT-SHLD' Entering or leaving shoulder right side
• 376 = 'ENT/EXIT-LF-SHLD' Entering or leaving shoulder left side
• 399 = 'CROSS OTH/UNKNW' Crossings other or not known

Non-Traffic Area

• 419 = 'SHOP-CNTR' Shopping center
• 429 = 'DRIVE-IN' "Drive-in"
• 439 = 'GOVERN-PRKNG' Government parking
• 449 = 'SCHOL-PRKNG' School parking
• 459 = 'OTHER-PRKNG' Other parking
• 489 = 'OTHER/PRIV-PROP' Other private property
• 499 = 'OTHER/UNKNOWN' Other or not known

NOTE: Coding for this variable changed in 1993. There will be discrepancies between pre and post-1993 data. Since HWY_TYPE is felt to be coded much more accurately in 1993 and later years, this variable will be more accurate in the 1993 and later data.

HWY_TYPE

HIGHWAY AREA TYPE

• 1 = 'INTRCH AREAW/RMP' Interchange area (within ramp limits in all directions)
• 2 = 'INTERSECT AREA' Intersection area (within 150 feet in any direction from the intersection, but farther if the accident is attributable to the intersection)
• 3 = 'MIDBLOCK' Non-intersection/interchange area
• *4 = 'N/TRAF VEH ACC' Non-traffic motor vehicle accident

*New codes added in 1993.

NOTE: Coding for this variable changed in 1993. Based on Michigan staff inputs, it appears more accurate than in earlier years.

HWYCLS

HIGHWAY CLASS SUBSCRIPT

• '1' = 'INTERSTATE RTE' Interstate route
• '2' = 'NOT INTERSTATE' Fully controlled access - non Inters.
• '3' = 'OTHER US RTE' Other US route (not full access control)
• '4' = 'OTHER MICH RTE' Other MI route (not full access control)
• '5' = 'OTHER STATE TRNK' Other State trunkline major arterial (business route)
• '9' = 'SRV DRV/LOC TRFW' Service drive/local trafficway/unknown

NOTE: This variable was discontinued after 1991. See RTE_CLS for similar information.

INT_NAME

INTERSECTING STREET NAME

NON-LABELED VARIABLE -- Street name for crash site.

LIGHT

LIGHT CONDITION

• 1 = 'DAYLIGHT' Daylight
• 2 = 'DAWN OR DUSK' Dawn or dusk
• 3 = 'DARK/STRT LGHTS' Darkness - street lights
• 4 = 'DARK/NO STRT LGT' Darkness - no street lights
• 5 = 'UNKNOWN' Not known
• *6 = 'OTHER LIGHT' Other light
• *7 = 'DAWN' Dawn
• *8 = 'DUSK' Dusk

*New codes added in 1993.

NOTE: New variable added in 1991.

LOC_TYPE

AREA OF ROAD AT CRASH

• '00' = 'UNCODED & ERRORS' Uncoded and errors
• '01' = 'EXPWAY RAMP REL' Expressway ramp related
• '02' = 'EXPWAY MEDIAN' Expressway median
• '03' = 'EXPWAY TRANSITN' Expressway transition area
• '04' = 'EXP REST AREA' Expressway rest area
• '05' = 'EXP WEIGH STATN' Expressway weight station
• '06' = 'OTR FREEWAY AREA' Other freeway area
• '07' = 'WITHIN INTERSECT' Within intersection
• '08' = 'DRIVEWAY W/I 150' Driveway-related within 150' of intersection
• '09' = 'OTH INTERST REL' Other intersection related
• '10' = 'ON A TANGENT' On a tangent
• '11' = 'ON A CURVE' On a curve
• '12' = 'DRIVEWAY RELATED' Driveway related
• '13' = 'PARKING RELATED' Parking related
• '14' = 'TRANSITION AREA' Non-expressway transition area
• '15' = 'MEDIAN CROSSING' Non-expressway median crossing
• '16' = 'RAIL CROSSING' Railroad crossing
• '17' = 'REST AREA RELAT' Non-expressway rest area related
• '18' = 'WEIGH STATION' Non-expressway weight station
• '19' = 'NON-TRAFFIC AREA' Non-traffic area
• '20' = 'OTHER AREA' Other area
• '21' = 'UNKNOWN AREA' Unknown area

NOTE: New variable added in 1993.

MILEPOST

CONTROL SECTION MILEPOINT

NON-LABELED VARIABLE -- File linkage variables -- Mileage along the control section.

MONTH

MONTH OF ACCIDENT

• 01 = 'JANUARY'
• 02 = 'FEBRUARY'
• 03 = 'MARCH'
• 04 = 'APRIL'
• 05 = 'MAY'
• 06 = 'JUNE'
• 07 = 'JULY'
• 08 = 'AUGUST'
• 09 = 'SEPTEMBER'
• 10 = 'OCTOBER'
• 11 = 'NOVEMBER'
• 12 = 'DECEMBER'

NBR_LANE

NUMBER OF LANES

NON-LABELED VARIABLE -- Number of traffic lanes at crash site.

NOTE: New variable added in 1993.

NUM_OCCS

NUMBER OF OCCUPANTS

• 00 = '0'
• 01 = '1'
• 02 = '2'
• 03 = '3'
• 04 = '4'
• 5-10 = '5-10'
• 11-20 = '11-20'
• 21-50 = '21-50'
• 51-70 = '51-70'
• 71-98 = '71-98'
• 99 = 'UNCODED & ERRORS'

NUMVEHS

NUMBER OF MOVING VEHICLES INVOLVED

• 0 = '0'
• 1 = '1'
• 2 = '2'
• 3 = '3'
• 4 = '4'
• 5-10 = '5-10'
• 11-20 = '11-20'
• 21-98 = '21-98'
• 99 = 'UNCODED & ERRORS'

POP_GRP

POPULATION SUBSCRIPT

• 1 = 'TOWNSHIP'
• 2 = '1,000 OR LESS'
• 3 = '1,000 TO 2,500'
• 4 = '2,500 TO 5,000'
• 5 = '5,000 TO 10,000'
• 6 = '10,000 TO 25,000'
• 7 = '25,000 TO 50,000'
• 8 = '50,000 TO 100K'
• 9 = '100K TO 250K'
• 10 = '250K OR MORE'

NOTE: This variable was discontinued after 1991.

RD_CHAR1

ROAD ALIGNMENT

• 1 = 'STRAIGHT' Straight
• 2 = 'CURVE' Curve
• 3 = 'TRANSITION' Transition area (a change in the number of lanes or divided to non-divided)
• 4 = 'NOT KNOWN' Not known

NOTE: This variable was discontinued after 1991. See LOC_TYPE.

RD_DEF

ROAD DEFECT

• 1 = 'NONE' None
• 2 = 'OBSTRUCTION' Obstruction (tree, barricade, etc.)
• 3 = 'LOOSE MAT ON SUR' Loose material on surface (oil, sand, etc.)
• 4 = 'HOLES,RUTS,BUMPS' Holes, ruts, bumps
• 5 = 'LOW OR SOFT SHLD' Low or soft shoulder
• 6 = 'DRIFTING SNOW' Drifting snow
• 7 = 'FROSTY BRIDGE' Frosty bridge
• 8 = 'SLIPPRY WHEN WET' Slippery when wet
• 9 = 'OTHER/NOT KNOWN' Other or not known

NOTE: This variable was discontinued after 1991.

RD_LOC

RELATIONSHIP TO ROADWAY

• '0' = 'UNCODED & ERRORS' Uncoded & errors
• '1' = 'ON THE ROAD' On the road
• '2' = 'IN THE MEDIAN' In the median
• '3' = 'ON THE SHOULDER' On the shoulder
• '4' = 'OUTSIDE CURBLINE' Outside of the shoulder/curb-line
• '5' = 'IN THE GORE' In the gore (area between ramp and Xway convergence)
• '6' = 'UNKN RELATION' Unknown relationship

NOTE: New variable added in 1993.

RDSURF

ROAD SURFACE CONDITION

• 1 = 'DRY' Dry
• 2 = 'WET' Wet
• 3 = 'SNOWY OR ICY' Snowy or icy
• 4 = 'OTHER/NOT KNOWN' Other or not known
• *5 = 'ICY' Icy
• *6 = 'SNOWY' Snowy
• *7 = 'MUDDY' Muddy
• *8 = 'SLUSHY' Slushy
• *9 = 'DEBRIS' Debris

*New codes added in 1993.

REEL_NBR

FILM REEL NUMBER

NON-LABELED VARIABLE -- Internal use only.

REPORT

ACCIDENT INVESTIGATED AT SCENE

• 1 = 'ACCID INVEST SCN' Accident investigated at scene
• 2 = 'NO INVEST/SCENE' Accident not investigated at scene
• 3 = 'UNKNOWN'

RODWYCLS

ROADWAY CLASSIFICATION

• '01' = 'URB FRWY >= 4 LN' Urban freeways, four or more lanes
• '02' = 'URB FRWY < 4 LN' Urban freeways, less than 4 lanes
• '03' = 'URB 2-LANE ROADS' Urban two-lane roads
• '04' = 'URB ML DV N-FREE' Urban multi-lane divided, non-freeway
• '05' = 'URB ML UND N-FRE' Urban multilane undivided, non-freeway
• '06' = 'RUR FRWY >= 4 LN' Rural freeways, four or more lanes
• '07' = 'RUR FRWY < 4 LN' Rural freeways, less than 4 lanes
• '08' = 'RUR 2-LANE ROADS' Rural two-lane roads
• '09' = 'RUR ML DV N-FREE' Rural multilane divided, non-freeway
• '10' = 'RUR ML UND N-FRE' Rural Multilane undivided, non-freeway
• '99' = 'OTHERS' Others

NOTE: Created variable added to HSIS accident and roadway inventory files in all states in 1999. See Discussion.

RTE_CLS

ROUTE CLASS

• 1 = 'INTERSTATE ROUTE' Interstate route
• 2 = 'U.S. ROUTE' U.S. route
• 3 = 'M ROUTE' Michigan route
• 4 = 'INTER BUS LOOP ' Interstate business loop or spur
• 5 = 'U.S. BUS RTE' U.S. Business route
• 6 = 'M BUSINESS RTE' Michigan Business route
• 7 = 'CONNECTORS' Connectors
• 8 = 'SERVICE DRIVE' Service drive
• 9 = 'CNTY RD/CITY STR' County road or city street or not known

RTE_NBR

ROUTE NUMBER

NON-LABELED VARIABLE

SEVERITY

SEVERITY OF ACCIDENT

• '1' = 'FATAL' Fatal
• '2' = 'INCAPAC INJURY' Incapacitating injury
• '3' = 'NON-INCAPAC INJ' Non-incapacitating injury
• '4' = 'POSSIBLE INJ' Possible injury
• '5' = 'PROP. DAMAGE' Property damage

SPDLMT

SPEED LIMIT AT CRASH SITE

NON-LABELED VARIABLE -- Speed limit in miles/hour.

NOTE: New variable added in 1993.

SPDPOST

SPEED LIMIT POSTED?

• '0' = 'UNCODED & ERRORS' Uncoded & errors
• '1' = 'SPDLMT POSTED' Speed limit posted
• '2' = 'SPDLMT NOT POST' No posted limit

NOTE: New variable added in 1993.

SPEC_TAG

SPECIAL ACCIDENT TAGS

• 01 = 'SCHOOL BUS INVOL' School bus involved
• 02 = 'SCHOOL BUS ASSOC' School bus associated
• 03 = 'SCHOOL BUS OTHER' School bus other associated
• 04 = 'DEER INVOLVED' Deer involved
• 05 = 'DEER ASSOCIATED' Deer associated
• 06 = 'EMERG OR PURSUIT' Emergency or pursuit
• 07 = 'DANGEROUS CARGO' Dangerous cargo
• 08 = 'CONST ZON TAG' Construction zone tag
• 09 = 'TRAF ENGIN ATTEN' Traffic engineering attention
• 10 = 'NONE OF THE PREC' None of the preceding
• *11 = 'NO SPEC CIRCUM' No special circumstance
• *12 = 'MOTORCYCLE INVOL' Motorcycle involved
• *13 = 'TRAIN INVOLVED' Train involved
• *14 = 'HIT AND RUN' Hit and run
• *15 = 'MULTIPLE CIRCUM' Multiple circumstances

*New codes added in 1993.

STR_NAM

ORIGINAL PRIME STREET NAME

NON-LABELED VARIABLE

TOT_INJ

NUMBER OF PERSONS INJURED

TOT_KILL

NUMBER OF PERSONS KILLED

TOT_NON

NUMBER OF PERSONS UNINJURED

• 00 = '0'
• 01 = '1'
• 02 = '2'
• 03 = '3'
• 04 = '4'
• 5-10 = '5-10'
• 11-20 = '11-20'
• 21-50 = '21-50'
• 51-70 = '51-70'
• 71-99 = '71-99'

TOTAINJ

TOTAL NUMBER OF TYPE 'A' (INCAPACITATING) INJURED PERSONS

• 0 = '0'
• 1 = '1'
• 2 = '2'
• 3 = '3'
• 4 = '4'
• 5-10 = '5-10'
• 11-20 = '11-20'
• 21-50 = '21-50'

TOTBINJ

TOTAL NUMBER OF TYPE 'B' (INCAPACITATING) INJURED PERSONS

• 0 = '0'
• 1 = '1'
• 2 = '2'
• 3 = '3'
• 4 = '4'
• 5-10 = '5-10'
• 11-20 = '11-20'
• 21-50 = '21-50'

TOTCINJ

TOTAL NUMBER OF TYPE 'C' (POSSIBLE INJURED) PERSONS

• 0 = '0'
• 1 = '1'
• 2 = '2'
• 3 = '3'
• 4 = '4'
• 5-10 = '5-10'
• 11-20 = '11-20'
• 21-50 = '21-50'

TRF_CNTL

TRAFFIC CONTROL

• 0,01 = 'NONE' None
• 02 = 'STOP SIGN' Stop sign
• 03 = 'STOP/GO SIGNAL' Stop and go signal
• 04 = 'TRAFFIC REGUL' Traffic regulator (flagman, watchman, policeman)
• 05 = 'FLASHER' Flasher (includes railroad flasher)
• 06 = 'YIELD SIGN' Yield sign
• 07 = 'SCHOOL SPD ZONE' School speed zone with light or flasher
• 08 = 'NO PASSING ZONE' No passing zone
• 09 = 'OTH WARNING SIGN' Other warning sign (no turn, end freeway, sharp curve, etc.)
• 10 = 'OTH OR NOT KNOWN' Other of not known

NOTE: Beginning in 1993, 01 = 'NONE' is part of 10 = 'OTHER OR NOT KNOWN'.

WEATHER

WEATHER CONDITION

• 1 = 'CLEAR OR CLOUDY' Clear or cloudy
• 2 = 'FOG' Fog
• 3 = 'RAINING' Raining
• 4 = 'SNOWING' Snowing
• 5 = 'NOT KNOWN' Not known
• *6 = 'SEVERE WIND' Severe wind
• *7 = 'SLEET/HAIL' Sleet or hail
• *8 = 'OTHER WEATHER' Other weather related

*New codes added in 1993.

WEEKDAY

DAY OF WEEK

• 1 = 'SUNDAY'
• 2 = 'MONDAY'
• 3 = 'TUESDAY'
• 4 = 'WEDNESDAY'
• 5 = 'THURSDAY'
• 6 = 'FRIDAY'
• 7 = 'SATURDAY

LIST OF VARIABLES FOR MICHIGAN VEHICLE SUBFILE

SAS FORMAT DEFINITIONS FOR VARIABLES FROM THE MICHIGAN VEHICLE SUBFILE

NOTE: (1) SAS variable names and explanatory names are shown above each listing. (See Discussion for information on SAS formats.)

(2) For consistency with other State's files and ease of handling, driver-related variables have been included in this Vehicle Subfile as well as in the Occupant Subfile.

CASENO

YEAR + CASE NUMBER

NON-LABELED VARIABLE -- Combination of ACCYR and case number used in linkage of Accident, Vehicle, and Occupant Subfiles.

DAMSEV

VEHICLE DAMAGE SEVER CODE

• 1 = 'NO DAMAGE'
• 2-8 = INCREASING DAMAGE CODES
• 9 = 'UNKNOWN'

DEFECT

VEHICLE DEFECT

• 0 = 'UNCODED & ERRORS' Uncoded & errors
• 1 = 'DEFECT BRAKES' Brakes
• 2 = 'DEFECT LIGHTS' Lights/reflectors
• 3 = 'DEFECT STEERING' Steering
• 4 = 'DEFCT TIRE/WHEEL' Tires/wheels
• 5 = 'DEFECT WINDOWS' Windows
• 6 = 'OTHER DEFECT' Other

NOTE: New variable added in 1993.

DIR_TRVL

VEHICLE DIRECTION OF TRAVEL

• 1 = 'NORTH'
• 2 = 'NORTHEAST'
• 3 = 'EAST'
• 4 = 'SOUTHEAST'
• 5 = 'SOUTH'
• 6 = 'SOUTHWEST'
• 7 = 'WEST'
• 8 = 'NORTHWEST'
• 9 = 'NOT KNOWN'

DR_EJECT

DRIVER EJECTION

• 0 = 'UNCODED & ERRORS' Uncoded & errors
• 1 = 'DRIVER EJECTED' Yes

NOTE: New variable added in 1993.

DRAIRBAG

DRIVER AIRBAG

• 0 = 'UNCODED & ERRORS' Uncoded & errors
• 1 = 'AIRBAG DEPLOYED' Deployed
• 2 = 'NOT DEPLOYED' Not deployed
• 3 = 'NOT AVAILABLE' Not available

NOTE: New variable added in 1993.

DRIVABLE

VEHICLE DRIVABLE AFTER CRASH

• 1 = 'YES'
• 2 = 'NO'
• 3 = 'NOT KNOWN'

DRV_AGE

AGE OF DRIVER

• 00 - 01 = '0 - 01 YRS'
• 02 - 04 = '02 - 04 YRS'
• 05 - 10 = '05 - 10 YRS'
• 11 - 14 = '11 - 14 YRS'
• 15 = ' 15 YRS'
• 16 = ' 16 YRS'
• 17 = ' 17 YRS'
• 18 = ' 18 YRS'
• 19 = ' 19 YRS'
• 20 = ' 20 YRS'
• 21 - 25 = '21 - 25 YRS'
• 26 - 30 = '26 - 30 YRS'
• 31 - 35 = '31 - 35 YRS'
• 36 - 45 = '36 - 45 YRS'
• 46 - 55 = '46 - 55 YRS'
• 56 - 65 = '56 - 65 YRS'
• 66 - 98 = '66 + YRS'
• OTHER = 'UNKNOWN'

DRV_INJ

DEGREE OF INJURY TO DRIVER

• 1 = 'FATAL' Fatal injury
• 2 = 'INCAPAC INJURY' Incapacitating injury (Type 'A')
• 3 = 'NON‑INCAPAC INJ' Non-incapacitating injury (Type 'B')
• 4 = 'POSSIBLE INJURY' Possible injury (Type 'C')
• 5 = 'NO INJURY' No injury

DRV_POS

DRIVER SEATING POSITION

• ' ' = 'UNCODED & ERRORS'
• ' B' = 'BICYCLIST' Bicyclist
• ' E' = 'ENGINEER' Engineer
• ' P' = 'PEDESTRIAN' Pedestrian
• '01' = 'DRIVER + UNCODED' Left front, in-line vehicle driver and uncoded & errors post-1992
• '02' = 'CENTER FRONT' Center front
• '03' = 'RIGHT FRONT' Right front
• '04' = 'LEFT REAR' Left rear, in-line vehicle passenger #1
• '05' = 'CENTER REAR' Center rear
• '06' = 'RIGHT REAR' Right rear
• '07' = 'LEFT - 3RD SEAT' Left rear 3rd seat, in-line vehicle passenger #2
• '08' = 'CENTER-3RD SEAT' Center rear 3rd seat
• '09' = 'RIGHT -3RD SEAT' Right rear 3rd seat
• '10' = 'IN SLEEPER' In sleeper
• '11' = 'OTHER ENCLOSED' Other enclosed area
• '12' = 'OTR UNENCLOSED' Other unenclosed area
• '13' = 'IN/ON TRAILER' In/on trailing unit
• '14' = 'ON VEH EXTERIOR' On vehicle exterior
• '15' = 'UNKNOWN' Unknown

NOTE: New variable added in 1993.

DRV_REST

DRIVER RESTRAINT

• '00' = 'UNCODED & ERRORS' Uncoded & errors
• '01' = 'NO BELTS AVAIL' No belts available
• '02' = 'SHOULDER ONLY' Shoulder only used
• '03' = 'LAP BELT ONLY' Lap only used
• '04' = 'BOTH LAP+SHLD' Both lap & shoulder used
• '05' = 'NO BELTS USED' No belts used
• '06' = 'CHILD RESTRAINT' Child restraint used
• '07' = 'IMPROPER CHILD' Child restraint not used, unavailable or improper
• '08' = 'RESTRAINT FAILED' Restraint failed
• '09' = 'REST USE UNKNOWN' Restraint use unknown
• '10' = 'HELMET WORN' Helmet worn
• '11' = 'HELMET NOT WORN' Helmet not worn
• '12' = 'HELMET USE UNKN' Helmet use unknown

NOTE: New variable added in 1993.

DRV_SEX

SEX OF DRIVER

• ' ' = 'NOT STATED'
• 'M' = 'MALE'
• 'F' = 'FEMALE'

NOTE: This variable contains errors due to the fact that unknown or uncoded cases default to 'MALE'.

DRV_TRAP

DRIVER TRAPPED

• 0 = 'UNCODED & ERRORS' Uncoded & errors
• 1 = 'DRIVER TRAPPED' Yes

NOTE: New variable added in 1993.

EVENT1

VEHICLE HARMFUL EVENT #1

EVENT2

VEHICLE HARMFUL EVENT #2

EVENT3

VEHICLE HARMFUL EVENT #3

EVENT4

VEHICLE HARMFUL EVENT #4

• '00' = 'UNCODED & ERRORS' Uncoded & errors
• '01' = 'LOSS OF CONTROL' Loss of control
• '02' = 'CROSS CENTER/MED' Cross center/median
• '03' = 'RAN OFF RD-LEFT' Ran off road left
• '04' = 'RAN OFF RD-RIGHT' Ran off road right
• '05' = 'RE-ENTER ROAD' Re-enter road
• '06' = 'OVERTURN' Overturn
• '07' = 'UNITS SEPARATE' Separation of units
• '08' = 'FIRE/EXPLOSION' Fire/explosion
• '09' = 'IMMERSION' Immersion
• '10' = 'JACKKNIFE' Jackknife
• '11' = 'DOWHHILL RUNAWAY' Downhill runaway
• '12' = 'CARGO LOSS/SHIFT' Cargo loss/shift
• '13' = 'PERSON FELL OFF' Individual fell off
• '14' = 'OTR NON-COLLISN' Other non-collision
• '15' = 'HIT PEDESTRIAN' Pedestrian
• '16' = 'HIT PEDALCYCLE' Pedalcycle
• '17' = 'HIT MOTOR VEHICL' Motor veh. in transport
• '18' = 'HIT PARKED VEH' Parked vehicle
• '19' = 'HIT TRAIN' Train
• '20' = 'HIT ANIMAL' Animal
• '21' = 'HIT OTH NON-FIXD' Other non-fixed object
• '22' = 'HIT BRIDGE ABUT' Bridge/pier/abut.
• '23' = 'HIT BRIDGE END' Bridge parapet end
• '24' = 'HIT BRIDGE RAIL' Bridge rail
• '25' = 'HIT GRDRAIL FACE' Guardrail face
• '26' = 'HIT GRDRAIL END' Guardrail end
• '27' = 'HIT MEDIAN BARR' Median barrier
• '28' = 'HIT TRAFFIC SIGN' Traffic sign post
• '29' = 'HIT SIGNAL POST' Signal post
• '30' = 'HIT LUMINAIRE' Luminaire support
• '31' = 'HIT UTILITY POLE' Utility pole
• '32' = 'HIT OTHER POLE' Other pole
• '33' = 'HIT CULVERT' Culvert
• '34' = 'HIT CURB' Curb
• '35' = 'HIT DITCH' Ditch
• '36' = 'HIT EMBANKMENT' Embankment
• '37' = 'HIT FENCE' Fence
• '38' = 'HIT MAILBOX' Mailbox
• '39' = 'HIT TREE' Tree
• '40' = 'HIT RRX SIGNAL' Railroad crossing signal
• '41' = 'HIT BUILDING' Building
• '42' = 'HIT TRAF ISLAND' Traffic island
• '43' = 'HIT FIRE HYDRANT' Fire hydrant
• '44' = 'HIT IMPACT ATTEN' Impact attenuator
• '45' = 'HIT OTR FIX OBJ' Other fixed object

NOTE: New variable added in 1993.

FIRE

VEH FUEL LEAKS AND FIRES

• 1 = 'FUEL LEAKED' Fuel leaked from vehicle
• 2 = 'VEH/CARGO FIRE' Vehicle or cargo caught fire
• 3 = 'FUEL LEAK FIRE' Fuel leaked from vehicle and there was a fire
• 4 = 'NO FIRE' No vehicle fuel leak or fire occurred

NOTE: This variable was discontinued after 1991.

HELMET

HELMET USE

• '1' = 'HELMET USED'
• '2' = 'HELMET NOT USED'
• '3' = 'NOT KNOWN'

INTOX

DRIVER DRINKING/DRUG USE

• 1 = 'HAD'
• 2 = 'HAD NOT'
• 3 = 'NOT KNOWN'

MAKENAME

VEHICLE MAKE

Passenger Cars

• 01 = 'AMERICAN MOTORS'
• 02 = 'BUICK'
• 03 = 'CADILLAC'
• 04 = 'CHEVROLET'
• 05 = 'CHRYSLER'
• 06 = 'DODGE'
• 07 = 'FORD'
• 08 = 'IMPERIAL'
• 09 = 'JEEP'
• 10 = 'LINCOLN'
• 11 = 'MERCURY'
• 12 = 'OLDSMOBILE'
• 13 = 'PLYMOUTH'
• 14 = 'PONTIAC'
• 15 = 'VOLKSWAGEN'
• 16 = 'GMC (1976)'
• 17 = 'INTERNATIONAL'
• 18 = 'HONDA-86+'
• 19 = 'OTHER FOREIGN'
• 20 = 'OTHER DOMESTIC'
• 71 = 'MAZDA-86+'
• 72 = 'NISSAN-86+'
• 73 = 'TOYOTA-86+'

Trucks

• 21 = 'CHEVROLET'
• 22 = 'DIAMOND T.'
• 23 = 'DODGE'
• 24 = 'FEDERAL'
• 25 = 'FORD'
• 26 = 'GMC'
• 27 = 'INTERNATIONAL'
• 28 = 'MACK'
• 29 = 'PETERBILT'
• 30 = 'REO'
• 31 = 'WHITE'
• 32 = 'JEEP'
• 33 = 'FREIGHTLINER-86+'
• 34 = 'HINO-86+'
• 35 = 'IHC(NAVISTAR)86+'
• 36 = 'KENWORTH-86+'
• 37 = 'MERCEDES-BNZ-86+'
• 38 = 'NISSAN-86+'
• 39 = 'WESTERN STAR-86+'
• 40 = 'OTHER TRUCK'

Special Vehicles/Pedestrians

• 41 = 'M-CYCL/SCO/BIKE'
• 42 = 'SCHOOL BUS'
• 43 = 'COMMERCIAL BUS'
• 44 = 'FARM EQUIPMENT'
• 45 = 'RD CONSTR EQUIP'
• 46 = 'FIRE EQUIPMENT'
• 47 = 'AMBULANCE'
• 48 = 'POLICE EQUIPMENT'
• 49 = 'SNOW MOBILES'
• 50 = 'OTH MOTOR VEHICL'
• 51 = 'PED/PED CONVEYAN'
• 52 = 'PEDALCYCLE'
• 53 = 'OTH RD VEH N/PED'
• 54 = 'MOPED-78+'
• 61 = 'OFF-ROAD REC VEH'
• 62 = 'GO-CART'
• 64 = 'MOTOR HOME'

NOTE: (1) Note that the "Vehicle Make" code definitions differ somewhat after 1987. In 1988, new codes for "Mazda", "Toyota", and "Honda" were included in part of 1987 data and in all of the 1988-89 files.

(2) This variable was discontinued after 1991.

MISCACT1

DRIVER/PED/OTH INTENT

• 01 = 'MV GO STR AHEAD' Going straight ahead
• 02 = 'OVTAK OR PASSING' Overtaking or passing
• 03 = 'CHANGE LANES' Change lanes
• 04 = 'MAKE RIGHT TURN' Make right turn
• 05 = 'MAKE LEFT TURN' Make left turn
• 06 = 'MAKE U TURN' Make "U" turn
• 07 = 'SLOW/STOP ON RD' Slowing or stopping on road
• 08 = 'STARTNG UP ON RD' Starting up on road
• 09 = 'ENTR PRK SIDE RD' Entering parking (side of road)
• 10 = 'LEAV PRK SIDE RD' Leaving parking (side of road)
• 11 = 'BACKING' Backing
• 12 = 'STOPPED ON ROAD' Stopped on road
• 13 = 'PURSUED BY POLIC' Pursuing or being pursued by police
• 14 = 'AVOID OBJECT' Avoid object
• 15 = 'AVOID ANIMAL' Avoid animal
• 16 = 'AVOID PEDESTRIAN' Avoid pedestrian
• 17 = 'LOST LOAD FR VEH' Lost load from vehicle
• 18 = 'AVD VH SM/OP DIR' Avoid vehicle from the same or opposite direction
• 19 = 'AVD VEH AT ANGLE' Avoid vehicle at an angle
• 20 = 'OTHER/NOT KNOWN' Other or not known
• *21 = 'IN PRIOR CRASH' In prior crash
• *22 = 'SLOW/STOP OTHER' Other slowing or stopping
• *23 = 'STARTING UP OTH' Other starting
• *24 = 'ENTER ROAD' Entering roadway
• *25 = 'LEAVE ROAD' Leaving roadway
• *26 = 'DRIVRLESS MOVING' Moving driverless vehicle
• *27 = 'PARKED' Parked

*New codes added in 1993.

NOTE: The above codes refer to drivers of motor vehicles, bicyclists, and other road users. If the "driver" is a pedestrian, different codes for pedestrian maneuvers are used for 1991 and earlier files than for the post-1991 files. In 1991 and earlier, Code 1 through 12 describes specific pedestrian action. These are codes are replaced with 28 through 40 in the post 1991 file. If the "driver" is a pedestrian (which can be determined using VEHTYPE = 09), this variable should be formatted as follows (see PEDINTF in the HSIS Format Library):

• 1,28 = 'CROSS AT INTERSE' Cross at intersection
• 2,29 = 'CROSS N/INTERSE' Cross not at intersection
• 3,30 = 'GET ON/OFF VEH' Getting on or off vehicle
• 4,31 = 'IN RDWY WTH TRAF' In roadway with traffic
• 5,32 = 'N RD AGAINST TRF' In roadway against traffic
• 6,33 = 'STAND/LYING RDWY' Standing or lying in roadway
• 7,34 = 'PUSH/WORK ON VEH' Pushing or working on vehicle
• 8,35 = 'OTR WORK IN ROAD' Other working in roadway
• 9,36 = 'PLAYING IN ROAD' Playing in roadway
• 10,37 = 'OTR REASON IN RD' In roadway, other reason
• 11,38 = 'PED NOT IN ROAD' Not in roadway
• 39 = 'OTR PED ACTION' Other pedestrian action (new in 1993)
• 12,40 = 'UNKN PED ACTION' Not known

MOSTHARM

VEHICLE MOST HARMFUL EVENT

See format under EVENT1.

NOTE: New variable added in 1993.

NUMOCC_V

TOTAL OCCUPANTS IN VEH

NON-LABELED VARIABLE -- Total number of occupants in vehicle ( Uncoded & Errors = 99).

NOTE: New variable added in 1993.

OBJECT1

OBJECT HIT

• 01 = 'NO OBJECT HIT' No object hit
• 02 = 'GRDRAIL,GRD POST' Guardrail, guard post
• 03 = 'HIGHWAY SIGN' Highway sign
• 04 = 'STR LGH, UTIL/PL' Street light, utility pole
• 05 = 'CULVERT' Culvert
• 06 = 'DITCH/EMBNK/STRM' Ditch, embankment, stream
• 07 = 'BRIDGE PIER' Bridge pier or abutment
• 08 = 'BRIDGE RAIL/DECK' Bridge rail or deck
• 09 = 'TREE' Tree
• 10 = 'HWY OR RRX SIGNL' Highway or railroad signal
• 11 = 'BUILDING' Building
• 12 = 'MAILBOX' Mailbox
• 13 = 'FENCE' Fence
• 14 = 'TRAF ISL OR CRB' Traffic island or curb
• 15 = 'CONC MEDIAN BAR' Concrete median barrier
• 16 = 'OTH ON-TRFWY OBJ' Other on-trafficway object
• 17 = 'OTH OF/TRAFWY OB' Other off-trafficway object
• 18 = 'OVERHEAD FIXOBJ' Overhead fixed object
• 19 = 'NOT KNOWN' Not known or non-motor-vehicle unit (pedestrian, bicyclist, etc.)

NOTE: Because of the coding protocol, this variable denotes the first object struck in a collision sequence (not necessarily the "most harmful" object). See Discussion.

OP_NBR

VEHICLE OPERATOR NUMBER

NON-LABELED VARIABLE -- Combination of first initial of last name and first 4 digits from operator’s license numbers.

REFUSAL

DRIVER REFUSED ALC/DRUG TST

• 0 = 'UNCODED & ERRORS' Uncoded & errors
• 1 = 'DRV REFUSED TEST' Driver refused test
• 2 = 'TEST NOT OFFERED' Test not offered

NOTE: New variable added in 1993.

RESIDLOC

RESIDENCE OF DRIVER

• 1 = 'IN COUNTY' In county
• 2 = 'IN STATE' In State
• 3 = 'BORDERING STATE' Bordering State (Canada, Illinois, Indiana, Ohio, Wisconsin)
• 4 = 'DRVLESS MOV VEH' Driverless moving vehicle
• 5 = 'OTHER OR UNKNOWN' Other or not known

NOTE: This variable was discontinued after 1991.

SPILL

VEHICLE TRUCK CARGO SPILL

• 1 = 'TRK CARGO SPIL' Truck cargo spilled
• 2 = 'TRK CARGO N/SPIL' Truck cargo did not spill
• 3 = 'SPILLAGE N/KNOWN' Spillage not known
• 4 = 'NOT A TRUCK' Not a truck

NOTE: This variable was discontinued after 1991.

TESTAIR

DRIVER BREATHALYZER TEST

• '0' = 'UNCODED & ERRORS'
• '1' = 'BREATHALYZER TST'

NOTE: New variable added in 1993.

TESTBLD

DRIVER BLOOD TEST

• '0' = 'UNCODED & ERRORS'
• '1' = 'BLOOD TESTED'

NOTE: New variable added in 1993.

TESTPBT

DRIVER PBT TEST

• '0' = 'UNCODED & ERRORS'
• '1' = 'PBT TEST GIVEN'

NOTE: New variable added in 1993.

TESTSOB

DRIVER FIELD SOBRIETY TEST

• '0' = 'UNCODED & ERRORS'
• '1' = 'FIELD SOBRIETY'

NOTE: New variable added in 1993.

TESTURI

DRIVER URINE TEST

• '0' = 'UNCODED & ERRORS'
• '1' = 'URINE TESTED'

NOTE: New variable added in 1993.

TRL_TYPE

VEHICLE TRAILER TYPE

• 1 = 'NONE' None
• 2 = 'UTILITY TRAILER' Utility trailer
• 3 = 'SINGLE B/TRK COM' Single bottom truck combination
• 4 = 'DOUBLE B/TRK COM' Double bottom truck combination
• 5 = 'HOUSE TRAILER' House trailer
• 6 = 'OTHER/NOT KNOWN' Other or not known or non-motor-vehicle unit (pedestrian, bicyclist, etc.)
• 7 = 'TOWED' Towed vehicle
• *8 = 'BOAT TRAILER' Boat trailer
• *9 = 'FARM TRAILER' Farm trailer
• *10 = 'TOWED AUTO' Towed automobile
• *11 = 'RECREATN DOUBLE' Recreational double
• *12 = 'OTHER TRAILER' Other trailer

*New codes added in 1993.

V_CARGO

VEHICLE TYPE OF TRUCK CARGO

• 1 = 'COMMER-NO CARGO' Commercial - no cargo
• 2 = 'COMM FLAMB NO/CG' Commercial - flammable or explosive - not cargo
• 3 = 'COMM FLAMB CARGO' Commercial - flammable or explosive - with cargo
• 4 = 'COMM FREIG N/BLK' Commercial - general freight - non-bulk
• 5 = 'COMM FREIGHT BLK' Commercial general freight - bulk
• 6 = 'NON-COMMERCIAL' Non-commercial (private use)
• 8 = 'UNKN/NOT STATED' Unknown or not stated
• 9 = 'NOT A TRUCK' Not a truck

NOTE: This variable was discontinued after 1991.

VEH_FAC

VEHICLE CONTRIB CIRCUM

• 01 = 'DUI' Driving under the influence of alcohol or drugs
• 02 = 'RECKLESS DRV' Reckless or careless driving
• 03 = 'ILL FATIGUED' Ill, fatigued, inattention
• 04 = 'N/COMPLY LIC RES' Failed to comply with license restrictions
• 05 = 'OBSCURED VISION' Obscured vision
• 06 = 'DEFECTIVE EQUIP' Defective equipment (if contributing)
• 07 = 'LOST CONTROL' Lost control due to shifting load, wind or vacuum
• 08 = 'NONE' None
• 09 = 'SKIDDING' Skidding
• 10 = 'OTHER/NOT KNOWN' Other or not known

NOTE: If "Vehicle" is a pedestrian, this variable should be formatted as follows:

PEDESTRIAN CONTRIB CIRCUM

• 01 = 'DUI' Under influence of alcohol or drugs
• 02 = 'JAYWALKING' Jaywalking or other improper crossing
• 03 = 'ILL FATIGUED' Ill, fatigued, inattention
• 05 = 'OBSCURED VISION' Obscured vision
• 06 = 'DEFECTIVE EQUIP' Defective equipment (if contributing)
• 07 = 'LOST CONTROL' Lost control due to shifting load, wind or vacuum
• 08 = 'NONE' None
• 09 = 'SKIDDING' Skidding
• 10 = 'OTHER/NOT KNOWN' Other or not known
• OTHER = 'ERROR/OTHER CODE'

VEH_IMP

VEHICLE IMPACT CODE

• 0 = 'ROLLOVER' Rollover
• 1 = 'CENTER FRONT' Center front
• 2 = 'RIGHT FRONT' Right front
• 3 = 'RIGHT SIDE' Right side
• 4 = 'RIGHT REAR' Right rear
• 5 = 'CENTER REAR' Center rear
• 6 = 'LEFT REAR' Left rear
• 7 = 'LEFT SIDE' Left side
• 8 = 'LEFT FRONT' Left front
• 9 = 'OTHER IMPACT' Other impact or miscellaneous
• *10 = 'UNDERCARRIAGE' Undercarriage
• *11 = 'MULTIPLE AREAS' Multiple areas of damage
• *12 = 'OTHER/UNKNOWN' Other or unknown damage
• *13 = 'NO IMPACT' No impact
• *99 = 'UNCODED & ERRORS' Uncoded and error codes

*New codes added in 1993.

VEH_SIT

VEHICLE SITUATION

• 1 = 'REBOUND FRM GRD' Rebound from guardrail
• 2 = 'WENT THRH GUARDR' Went through guardrail
• 3 = 'WENT INTO MEDIAN' Went into median
• 4 = 'WENT THRU MEDIAN' Went through median
• 5 = 'HIT OBJ AFT COLL' Hit object after initial collision
• 6 = 'RAN THRU INTER' Ran through 'T' intersection
• 7 = 'NONE OF ABOVE' None of the above or non-motor-vehicle unit (pedestrian, pedalcyclist, etc.)
• 8 = 'HIT AND RUN' Hit and run (for fatal and personal injury accidents only)

VEH_TYP2

VEHICLE TYPE – SPECIAL (SP)

• 01 = 'UNDER 1500 LB' Passenger car under 1500 lb
• 02 = '1500 TO 2499 LB' Passenger car 1500 to 2499 lb
• 03 = '2500 TO 3500 LB' Passenger car 2500 to 3500 lb
• 04 = ' > 3500 LB' Passenger car more than 3500 lb
• 05 = 'CARRYALL' Carryall, station wagon, etc.
• 06 = 'JEEP TYPE' Jeep type
• 07 = 'PICKUP' Pickup or panel truck
• 08 = 'STATE/DUMP/ETC' State or dump truck, step van, motor home, etc.
• 09 = 'TRK TRACTOR' Truck tractor (semi) or road tractor
• 10 = 'OTHER/NOT KNOWN' Other or not known or non-motor-vehicle (pedestrian, bicyclist, etc.)
• *11 = 'POLICE' Police
• *12 = 'FIRE' Fire
• *13 = 'BUS' Bus
• *14 = 'AMBULANCE' Ambulance
• *15 = 'FARM EQUIPMENT' Farm Equipment
• *16 = 'CONSTRUCTION' Construction equipment

* New replacement codes in 1993.

NOTE: (1) Categories 01-04 have changed significantly since 1985. The categorization by weight no longer exists by 1988, and the 1986 and 1987 weight data are questionable. For analysis purposes, all four groups should be collapsed into one group of "passenger cars."

(2) In 1993 and later, only code 11-16 are used.

VEH_USE

VEHICLE USE

• 00 = 'UNCODED & ERRORS' Uncoded & errors
• 01 = 'PRIVATE USE' Private
• 02 = 'COMMERCIAL USE' Commercial
• 03 = 'EMERG/PURSUIT' Pursuit/emerg. (in use)
• 04 = 'FARM USE' Farm
• 05 = 'SCHOOL/EDUC USE' School/education
• 06 = 'CLUB/CHURCH TAG' Club/church ('Y' tag)
• 07 = 'MILITARY VEHICLE' Military vehicle
• 08 = 'OT GOVT NON‑EMER' Other govnmt. non-emerg.
• 09 = 'UTILITY USE' Utility
• 10 = 'RD CONSTR/MAINTA' Road construction/maintenance
• 11 = 'OTHER USE' Other

NOTE: New variable added in 1993.

VEHCOND1

VEHICLE CONDITION

• 1 = 'DISABLED VEHICLE' Disabled vehicle
• 2 = 'BLOWOUT' Puncture or blowout
• 3 = 'OTHER DEFECT' Other defective equipment (brakes, lights, steering)
• 4 = 'NO DEFECT' No defect
• 5 = 'NOT KNOWN' Not known or non-motor-vehicle unit

VEHNO

VEHICLE NUMBER

NON-LABELED VARIABLE -- Vehicle number use in linkage to Occupant Subfile.

VEHTYPE

VEHICLE TYPE

• 01 = 'PASSENGER CAR' Passenger car and station wagon
• 02 = 'TRUCK' Truck
• 03 = 'MCYCLE, MOTR SCT' Motorcycle, motor scooter, moped, etc.
• 04 = 'SCHOOL BUS' School bus
• 05 = 'COMMERCIAL BUS' Commercial bus
• 06 = 'FARM EQUIPMENT' Farm equipment
• 07 = 'CONST EQUIPMENT' Construction equipment
• 08 = 'AMB,POLICE EQUIP' Ambulance, police equipment, snowmobile, dune buggy, go-kart, other motor vehicle or not known
• 09 = 'PED PED CONVEY' Pedestrian or pedestrian conveyance
• 10 = 'PEDALCTCKE' Pedalcycle
• 11 = 'OTHER RD VEH' Other road vehicle except pedalcycle
• *12 = 'VAN / MOTORHOME' Van, motorhome
• *13 = 'PICKUP TRUCK' Pickup truck
• *14 = 'TRUCK <10,000 LB' Truck weighing less than 10,000 lbs
• *15 = 'CYCLE' Motorcycle or motor scooter
• *16 = 'MOPED' Moped
• *17 = 'GO-CART' Go-cart
• *18 = 'SNOWMOBILE' Snowmobile
• *19 = 'ALL TERRAIN VEH' All terrain vehicle
• *20 = 'OTR NON-COMMER' Other non-commercial vehicle
• *21 = 'CDL TRUCK/SUPPL' Truck or bus subject to Commercial Driver Licensing restrictions

*New codes added in 1993.

NOTE: See VEH_TYP2. Changes in coding in 1993 resulted in "crossover" between these two variables.

VEHYR

YEAR MANUFACTURED

NON-LABELED VARIABLE -- year of manufacture (9999 = unknown year or non-motor vehicle).

NOTE: This variable was discontinued after 1991.

VIN

VEHICLE IDENTIFICATION NO

NON-LABELED VARIABLE -- Vehicle Identification Number. Collection was discontinued after 1991.

VIOL

DRIVER VIOLATIONS

• 01 = 'NONE' No hazardous action
• 02 = 'SPEED TOO FAST' Speed too fast (no skid or braking)
• 03 = 'SPEED TOO SLOW' Speed too slow
• 04 = 'FAILED TO YIELD' Failed to yield right-of-way, disregard traffic control (pre-1993)
• 05 = 'WRONG WAY' Wrong way
• 06 = 'LEFT OF CENTER' Drove left of center, improper over-taking or lane usage (pre-1993)
• 07 = 'IMPR TURN N/SGNL' Improper turn, improper or no signal
• 08 = 'IMPROPER BACKING' Improper backing, unsafe start
• 09 = 'FOLLOW TOO CLOSE' Followed too close, unable to stop in assured clear distance (skid marks)
• 10 = 'OTHER/NOT KNOWN' Other or not known (pre-1993)
• *11 = 'TRAFFIC CONTROL' Disregard traffic control
• *12 = 'IMPROP PASSING' Improper passing
• *13 = 'IMPROP LANE USE' Improper overtaking lane use
• *14 = 'IMPROPER TURN' Improper or illegal turn
• *15 = 'IMPROP SIGNAL' Improper or no signal
• *16 = 'OTHER ACTION' Other improper action
• *17 = 'UNKNOWN' Unknown (1993 and later)
• *99 = 'UNCODED & ERRORS' Uncoded and errors

*New codes added in 1993.

NOTE: Pedestrians, pedalcyclists, etc. codes are the same as above except 02 and 03 are not used.

VISION

VEHICLE VISUAL OBSTRUCTION

• 1 = 'NO OBSTRUCTION' No obstruction
• 2 = 'OBSTR IN VEH' Obstruction within or on the vehicle
• 3 = 'PHYSICAL OBSTR' Related physical obstruction at the scene
• 4 = 'WEATHER OBSTRU' Weather obstruction (heavy rain or snow, fog, smoke, etc.)
• 5 = 'GLARE OBSTRU' Glare obstruction (sun, headlights, other lights, etc.)
• 6 = 'OTHER OR NOT KNW' Other or not known

LIST OF VARIABLES FOR MICHIGAN OCCUPANT SUBFILE

NOTE: This file only contains data on the injured occupants in the vehicle. Thus, none of the "successes" (non-injured occupants) are included. See Discussion.

SAS FORMAT DEFINITIONS FOR VARIABLES FROM THE MICHIGAN OCCUPANT SUBFILE

NOTE: (1) This file only contains data on the injured occupants in the vehicle for all years. Thus, none of the "successes" (non-injured occupants) are included. See Discussion.

(2) SAS variable names and explanatory names are shown above each listing. (See Discussion for information on SAS formats.)

(3) For consistency with other State's files and ease of handling, driver-related variables have been included in this Occupant Subfile as well as in the Vehicle Subfile.

AGE

AGE OF INJURED OCCUPANT

• '00' - '01' = '0 - 01 YRS'
• '02' - '04' = '02 - 04 YRS'
• '05' - '10' = '05 - 10 YRS'
• '11' - '14' = '11 - 14 YRS'
• '15' = ' 15 YRS'
• '16' = ' 16 YRS'
• '17' = ' 17 YRS'
• '18' = ' 18 YRS'
• '19' = ' 19 YRS'
• '20' = ' 20 YRS'
• '21' - '25' = '21 - 25 YRS'
• '26' - '30' = '26 - 30 YRS'
• '31' - '35' = '31 - 35 YRS'
• '36' - '45' = '36 - 45 YRS'
• '46' - '55' = '46 - 55 YRS'
• '56' - '65' = '56 - 65 YRS'
• '66' - '98' = '66 + YRS'
• ' ','99' = 'UNKNOWN'

NOTE: See AGE_GRP for alternative age categories.

AGE_GRP

AGE CATEGORY

• '01' = '0-4'
• '02' = '5-9'
• '03' = '10-14'
• '04' = '15-19'
• '05' = '20-24'
• '06' = '25-34'
• '07' = '35-44'
• '08' = '45-54'
• '09' = '55-64'
• '10' = '65-74'
• '11' = '75 & OLDER'
• '12' = 'UNKNOWN'

NOTE: This variable is formatted by Michigan. The AGE variable defined above uses the same data, but more age categories.

AIRBAG

OCCUPANT AIRBAG

• 0 = 'UNCODED & ERRORS' Uncoded & errors
• 1 = 'AIRBAG DEPLOYED' Deployed
• 2 = 'NOT DEPLOYED' Not deployed
• 3 = 'NOT AVAILABLE' Not available

NOTE: New variable added in 1993.

CASENO

YEAR + CASE NUMBER

NON-LABELED VARIABLE -- Combination of ACCYR and case number used in linkage of Accident, Vehicle, and Occupant Subfiles.

EJECT

OCCUPANT EJECTION

• 0 = 'UNCODED & ERRORS' Uncoded & errors
• 1 = 'PASS EJECTED' Yes

NOTE: New variable added in 1993.

INJ

OCCUPANT DEGREE OF INJURY

• '1' = 'FATAL' Fatal injury
• '2' = 'INCAPAC INJURY' Incapacitating injury
• '3' = 'NON-INCAPAC INJ' Non-incapacitating injury
• '4' = 'POSSIBLE INJURY' Possible injury

NOTE: As described earlier, this file only contains injured occupants.

LOC_INJ

INJURED OCCUPANT LOCATION

• '1' = 'DRIVER' Driver of passenger car, truck, bus construction equipment
• '2' = 'PASSENGER' Passenger of passenger car, truck, bus, construction equipment
• '3' = 'PEDESTRIAN' Pedestrian
• '4' = 'ON A PEDALCYCL' On a pedalcycle
• '5' = 'ON A MOTORCYC' On a motorcycle or moped
• '6' = 'ON FARM EQUIP' On farm equipment
• '7' = 'OTHER/UNKNOWN' Other or not known

NOTE: This variable was discontinued after 1991. See SEATPOS.

REST1

OCCUPANT RESTRAINT

• '00' = 'UNCODED & ERRORS' Uncoded & errors
• '01' = 'NO BELTS AVAIL' No belts available
• '02' = 'SHOULDER ONLY' Shoulder belt only used
• '03' = 'LAP BELT ONLY' Lap belt only used
• '04' = 'BOTH LAP+SHLD' Both lap and shoulder belts used
• '05' = 'NO BELTS USED' No belts used
• '06' = 'CHILD RESTRAINT' Child restraint used
• '07' = 'IMPROPER CHILD' Improper child restraint use
• '08' = 'RESTRAINT FAILED' Restraint failed
• '09' = 'REST USE UNKNOWN' Restraint use unknown
• '10' = 'HELMET WORN' Helmet worn
• '11' = 'HELMET NOT WORN' Helmet not worn
• '12' = 'HELMET USE UNKN' Helmet use unknown

NOTE: New variable added in 1993.

SEATPOS

OCCUPANT SEAT POSITION

• '0 ' = 'DRIVER' Driver (including motor vehicle, pedestrian, other road vehicle)
• '1 ' = 'FRONT CENTER' Front center
• '2 ' = 'FRONT RIGHT' Front right
• '3 ' = 'REAR LEFT' Front left (or motorcycle 1st passenger after 1992)
• '4 ' = 'REAR CENTER' Rear center
• '5 ' = 'REAR RIGHT' Rear right
• '6 ' = 'PEDALCYCLE PASS' Pedalcycle passenger
• '7 ' = 'MOTORCYC PASSEN' Motorcycle, motor scooter or moped passenger (pre-1992)
• '8 ' = 'FARM EQUIP PASS' Farm equipment passenger
• '9 ' = 'OTHER/NOT KNWN' Other or not known
• *'10' = 'LEFT - 3RD SEAT' Left passenger, 3rd seat (or motorcycle 2nd passenger)
• *'11' = 'CENTER-3RD SEAT' Center passenger, 3rd seat
• *'12' = 'RIGHT -3RD SEAT' Right passenger, 3rd seat
• *'13' = 'IN SLEEPER' Sleeper section
• *'14' = 'OTHER ENCLOSED' Other enclosed passenger area/cargo area
• *'15' = 'OTR UNENCLOSED' Other unenclosed passenger area/cargo area
• *'16' = 'IN/ON TRAILER' Riding in/on trailing unit
• *'17' = 'ON VEH EXTERIOR' Riding on vehicle exterior
• *'18' = 'UNKNOWN' Unknown
• *'B ' = 'BICYCLIST' Bicyclist
• *'P ' = 'PEDESTRIAN' Pedestrian
• *'E ' = 'ENGINEER' Engineer (railroad train)

*New codes added in 1993.

SEX

OCCUPANT SEX

• ' ' = 'NOT STATED'
• 'M' = 'MALE'
• 'F' = 'FEMALE'

NOTE: Although the distribution of this variable appears correct, there are some errors due to the fact that uncoded/unknown cases default to "MALE".

TRAPPED

OCCUPANT TRAPPED

• 0 = 'UNCODED & ERRORS'
• 1 = 'PASS TRAPPED'

NOTE: New variable added in 1993.

VEHNO

OCCUPANT TRAFFIC UNIT NUMBER

NON-LABELED VARIABLE

LIST OF VARIABLES FOR MICHIGAN ROADLOG FILE

(CON'T)

SAS FORMAT DEFINITIONS FOR VARIABLES FROM THE MICHIGAN ROADLOG FILE

NOTE: SAS variable names and explanatory names are shown above each listing. (See Discussion for information on SAS formats.)

AADT

ANNUAL AVERAGE DAILY TRAFFIC

• 00000 = 'N/OPEN TO TRAFF'
• 00001-00100 = ' 1 - 100'
• 00101-00500 = ' 101 - 500'
• 00501-01000 = ' 501 - 1,000'
• 01001-02000 = '1,001 - 2,000'
• 02001-05000 = '2,001 - 5,000'
• 05001-10000 = '5,001 -10,000'
• 10001-15000 = '10,001-15,000'
• 15001-20000 = '15,001-20,000'
• 20001-40000 = '20,001-40,000'
• 40001-999999 = ' 40,001 + '

NOTE: (1) New variable added in 1991 for 1989 and later files.

(2) Because Michigan did not provide a 1993 or 1994 volume file, the AADT data in the 1994 Roadlog File are taken from the Sufficiency File. Thus, there may be some errors in milepost matches.

BAS_LNS

NUMBER OF BASIC LANES

NON-LABELED VARIABLE -- Actual number of lanes excluding miscellaneous extra lanes included in EXT_LNL and EXT_LNR.

BEGMP

BEGINNING MLPNT OF SEGMENT

NON-LABELED VARIABLE -- Beginning milepoint of segment -- Used in linkage with other files.

CM_NTWRK

SUF-PRIORITY COMMERCIAL NETWORK

• 1 = 'ON THE NETWORK'
• 0 = 'OFF THE NETWORK'

NOTE: New variable added in 1997.

CNTL_SEC

CONTROL SECTION

NON-LABELED VARIABLE -- Variable used in linkage to other files –- A code for a portion of the trunkline system.

COMM_ADT

COMMERCIAL ADT

NON-LABELED VARIABLE -- Commercial vehicle ADT.

NOTE: New variable added in 1991 for 1989 and later files.

CURV_MIN

CURVE OR BEARING MINUTES

NON-LABELED VARIABLE -- Curve minutes or bearing minutes for tangent (see DEG_CURV).

NOTE: (1) This is new information beginning in 1990.

(2) Information on horizontal curves can be separated from bearings (i.e., tangent sections) using DIR_CURV. However, some problems will remain. Better information on curves is found in the Horizontal Curve File for 1993 and later. See Discussion.

DEG_CURV

CURVE OR BEARING DEGREES

NON-LABELED VARIABLE -- Curve degrees or bearing degrees for tangent (see CURV_MIN).

NOTE: (1) This is new information beginning in 1990.

(2) Information on horizontal curves can be separated from bearings (i.e., tangent sections) using DIR_CURV. However, some problems will remain. Better information on curves is found in the Horizontal Curve File for 1993 and later. See Discussion.

DIR

SUF-TRAVEL DIRECTION CODE

• 0 = 'DUALS W/OTH RT' Duals with another route
• 1 = 'NORTHBOUND' Northbound
• 2 = 'SOUTHBOUND' Southbound
• 3 = 'EASTBOUND' Eastbound
• 4 = 'WESTBOUND' Westbound
• 9 = 'TWO-WAY UNDIV' Two-way (undivided)

NOTE: New variable added in 1991 for 1989 and later files.

DIR_CURV

CURVE CODE OR BEARING DIRECTION

• 1 = 'RIGHT CURVE' Right curve
• 2 = 'LEFT CURVE' Left curve
• 3 = 'NORTH/EAST' North/east
• 4 = 'NORTH/WEST' North/west
• 5 = 'SOUTH/EAST' South/east
• 6 = 'SOUTH/WEST' South/west

NOTE: (1) This is new information beginning in 1990.

(2) Information on horizontal curves can be separated from bearings (i.e., tangent sections) using DIR_CURV. However, some problems will remain. Better information on curves is found in the Horizontal Curve File for 1993 and later. See Discussion.

DISTRICT

DISTRICT

• 1 = 'FIRST DISTRICT' Crystal Falls
• 2 = 'SECOND DISTRICT' Newberry
• 3 = 'THIRD DISTRICT' Cadillac
• 4 = 'FOURTH DISTRICT' Alpena
• 5 = 'FIFTH DISTRICT' Grand Rapids
• 6 = 'SIXTH DISTRICT' Saginaw
• 7 = 'SEVENTH DISTRICT' Kalamazoo
• 8 = 'EIGHTH DISTRICT' Jackson
• 9 = 'NINTH DISTRICT' Southfield (Metro)

ENDMP

ENDING MILEPOINT OF SEGMENT

NON-LABELED VARIABLE -- Ending milepoint of segment -- Used in linkage with other files.

EXT_LNL

MISCELLANEOUS EXTRA LANES(LEFT)

• 0 = 'NO AUXILIARY LNE' No auxiliary lane
• 1 = 'TRUCK CLIMB LANE' Truck climbing lane
• 2 = 'PASSING FLARE' Passing flare
• 3 = 'EXTD R-TRN LANE' Extended right-turn only lane
• 4 = 'EXTD L-TRN LANE' Extended left-turn only lane
• 5 = 'MISC FREEWAY LAN' Miscellaneous freeway lane
• 6 = 'OTHER' Other

NOTE: It appears that a "blank" means the same as a 0 ('NO AUXILIARY LANE') for this variable.

EXT_LNR

MISCELLANEOUS EXTRA LANES(RIGHT)

• 0 = 'NO AUXILIARY LNE' No auxiliary lane
• 1 = 'TRUCK CLIMB LANE' Truck climbing lane
• 2 = 'PASSING FLARE' Passing flare
• 3 = 'EXTD R-TRN LANE' Extended right-turn only lane
• 4 = 'EXTD L-TRN LANE' Extended left-turn only lane
• 5 = 'MISC FREEWAY LAN' Miscellaneous freeway lane
• 6 = 'OTHER' Other

NOTE: It appears that a "blank" means the same as a 0 ('NO AUXILIARY LANE') for this variable.

FED_AID

SUF-FEDERAL AID SYSTEM

• 01 = 'INTERSTATE'
• 02 = 'F/A PRIMARY'
• 03 = 'F/A SECONDARY'
• 04 = 'F/A URBAN'
• 05 = 'NON-FEDERAL AID'

NOTE: New variable added in 1991 for 1989–1994 files. It was no longer coded after 1994.

FUNC_CLS

SUF-FUNCTIONAL CLASS

• 01 = 'RUR-P/A -INTER'
• 02 = 'RUR-P/A -OTHER'
• 06 = 'RUR-MINOR ARTER'
• 07 = 'RUR-MAJOR COLLE'
• 08 = 'RUR-MINOR COLLE'
• 09 = 'RUR-LOCAL'
• 11 = 'URB-P/A -INTER'
• 12 = 'URB-P/A -OT/FWY'
• 14 = 'URB-P/A -OTHERS'
• 16 = 'URB-MINOR ARTER'
• 17 = 'URB-COLLECTOR'
• 19 = 'URB-LOCAL'

NOTE: (1) New variable added in 1991 for 1989 and later files.

(2) Between the 1989 and later files, urban interstate mileage decreased by approximately 100 miles due to redefining of 65 mph speed limit zones.

(3) There are inconsistencies between urban/rural designations between this variable and "Roadside Development." This is the better variable for use in determining urban/rural.

LANEWID

AVERAGE LANE WIDTH

LANEWID2

AVERAGE LANE WIDTH (MINUS DIRECTION)

• 8 = '8 FEET OR LESS'
• 9 = '9 FEET'
• 10 = '10 FEET'
• 11 = '11 FEET'
• 12 = '12 FEET'
• 13 = '13 FEET'
• 14 = '14 FEET'
• 15 = '15 FEET + '

NOTE: (1) LANEWID2 is only coded for divided roadways. Thus, it will have large numbers of uncoded cases.

(2) Some limited field verification (i.e., actual field measurements) indicates some errors in data related to 11 and 12-ft lanes. We would expect similar errors for other lane widths. It appears that almost all of the errors are + 1 ft from the actual values. However, it is acknowledged that 1 ft of lane width can have a significant affect on safety.

LSHL_TYP

SHOULDER/CURB TYPE (LEFT)

LSHL_TY2

SHOULDER/CURB TYPE (MINUS DIREC LEFT)

• 1 = 'NO CURB' No curb
• 2 = 'NO CURB W/CON' No curb with continuously paved shoulder
• 3 = 'MOUNTABLE CURB' Mountable curb
• 7 = 'BARRIER CURB' Barrier curb
• 8 = 'VALLEY GUTTER' Valley gutter
• 9 = 'CURB-POOR COND' Curb in poor condition (nonfunctional)

NOTE: LSHL_TY2 is only coded for divided roadways. Thus, it will have large numbers of uncoded cases.

LSHLDWID

TOTAL SHOULDER WIDTH (LEFT)

LSHL_WD2

TOTAL SHLDR WIDTH (MINUS DIREC LEFT)

NON-LABELED VARIABLE -- Actual width of shoulder in whole number of feet.

NOTE: LSHL_WD2 is only coded for divided roadways. Thus, it will have large numbers of uncoded cases.

MED_TYPE

MEDIAN TYPE

• 0 = 'NO MEDIAN' No median
• 1 = 'CONCRETE BARRIER' Concrete barrier
• 2 = 'GUARDRAIL' Guardrail
• 3 = 'GRADED-DITCH/SWL' Graded with ditch or swale
• 4 = 'RAISED ISL W/CRB' Raised island with curb
• 5 = 'FLAT PAVED/UNPAV' Flat (paved or unpaved)
• 6 = 'RUMBLE STRIP' Rumble strip
• 7 = 'MEDIAN FENCE' Median fence
• 9 = 'OTHER OR UNKNOWN' Other or unknown

NOTE: (1) This variable is only coded for divided roadways. Thus, it will have large numbers of uncoded cases. See 'NOTE' under MEDWID.

(2) Also note that this variable may not always logically agree with the median widths provided in MED_WID due to the fact that the two variables are from two different data collection methods (e.g., some "No Median" sections will have a median width). While MED_TYPE is coded for each homogeneous segment of pavement, MEDWID is the "predominant width" for longer segments of roadway.

MEDWID

SUF-MEDIAN WIDTH IN FEET

• 0 = '0'
• 1-10 = '1 - 10'
• 11-20 = '11 - 20'
• 21-30 = '21 - 30'
• 31-40 = '31 - 40'
• 41-60 = '41 - 60'
• 61-90 = '61 - 90'
• 91-999 ='91 - 999'

NOTE: (1) New variable added in 1991 for 1989 and later files.

(2) This variable, extracted from the Sufficiency File, will show (narrow) median widths for some roadway sections where MED_TYPE (taken from the Segment File) will show "NO MEDIAN." Michigan staff do not know why this disagreement exists, but it is probably the result of the fact that this variable measures the "predominant width". See Discussion.

MVMT

MILLION VEHICLE MILES TRAVELED

NON-LABELED VARIABLE -- Million Vehicle Miles Traveled on road segment.

NOTE: Created variable added in 1999 for all HSIS roadway-inventory files. See Discussion.

NHS_CODE

SUF–NATIONAL HIGHWAY SYSTEM

• '0' = 'NOT FED-AID ELIG' Not federal-aid eligible
• '1' = 'ON NAT HGHWY SYS' On national highway system
• '2' = 'FED-AID ELG/ STP' Federal-aid eligible roads in Surface Transportation Program

NOTE: New variable added in 1996.

NO_LANES

NUMBER OF LANES

NON-LABELED VARIABLE -- Number of basic travel lanes (excluding miscellaneous extra lanes listed under EXT_LNL and EXT_LNR).

ONEWAY

ROADWAY TYPE

• 1 = 'ONE-WAY RDWAY' One-way roadway
• 2 = 'TWO-WAY RDWAY' Two-way roadway
• 3 = 'DIVIDED HIGHWAY' Divided highway
• 4 = 'FREEWAY' Freeway
• 5 = '2-WAY W/1-WY TRN' Two-way roadway with one-way trunkline

PARKING1

ONSTREETPARK (LEFT)

PARKING2

ON STREET PARKING (RIGHT)

• 0 = 'NO ON-STREET PRK' No 'on-street' parking
• 1 = 'RESTRICTED PRKG' Restricted parking (included in basic laneage code)
• 2 = 'ANGLE PARKING' Angle parking
• 3 = 'EXCLUSIVE PARKG' Exclusive parking lane (not included in basic laneage)

NOTE: It appears that a "blank" means the same as a 0 ('NO ON-STREET PARK') for this variable.

PASSING

NO PASSING ZONE CODE

• 0 = 'N/PASS ALLOWED/B' Passing allowed (both directions)
• 1 = 'N/PASS ZNE ASCND' No passing zone (ascending direction)
• 2 = 'N/PASS ZNE DESCD' No passing zone (descending)
• 3 = 'N/PASS ZONE/BOTH' No passing zone (both directions)

NOTE: This variable is only coded for two-lane roadways. Thus, it will have significant numbers of uncoded cases.

PAV_WDL

PAVED SHOULDER WIDTH (LEFT)

PAV_WDML

PAVED SHLDR WIDTH (MINUS DIREC LEFT)

NON-LABELED VARIABLE -- Actual width of paved portion of shoulder in whole number of feet.

NOTE: PAV_WDML is only coded for divided roadways. Thus, it will have large numbers of uncoded cases.

PAV_WIDR

PAVED SHOULDER WIDTH (RIGHT)

PAV_WDMR

PAVED SHLDR WIDTH (MINUS DIREC RIGHT)

NON-LABELED VARIABLE -- Actual width of paved portion of shoulder in whole number of feet.

NOTE: (1) PAV_WDMR is only coded for divided roadways. Thus, it will have large numbers of uncoded cases.

(2) Some limited field verification (i.e., actual field measurements) indicates some fairly significant errors (e.g., up to 20% of the data do not match the field measurements) for all shoulder widths. It appears that the shoulder widths are rounded to an even value for widths greater than three feet (i.e., very few miles of 5, 7, or 9 ft widths). Most of the errors in the higher width categories (e.g., 8 or 10-ft shoulders) appear to be within + 1 ft of the actual width, so grouping the data will be beneficial in analyses.

POP_GRP

SUF-POPULATION GROUP

• 1 = '50,000 AND OVER'
• 2 = '40,000 TO 49,999'
• 3 = '25,000 TO 39,999'
• 4 = ' 5,000 TO 24,999'
• 5 = 'UNDER 5,OO0 INC'
• 9 = 'UNINCORPORATED'

NOTE: New variable added in 1991 for 1989 and later files.

RD_DEVCD

ROADSIDE DEVELOPMENT CODE

• 1 = 'RURAL' Rural
• 2 = 'STRIP-FRING' Strip-fringe
• 3 = 'URBAN' Urban

NOTE: There are inconsistencies in urban/rural designations between this variable and "Functional Class." Use "Functional Class" rather than this variable in determining urban/rural.

RODWYCLS

ROADWAY CLASSIFICATION

• '01' = 'URB FRWY >= 4 LN' Urban freeways, four or more lanes
• '02' = 'URB FRWY < 4 LN' Urban freeways, less than 4 lanes
• '03' = 'URB 2-LANE ROADS' Urban two-lane roads
• '04' = 'URB ML DV N-FREE' Urban multi-lane divided, non-freeway
• '05' = 'URB ML UND N-FRE' Urban multilane undivided, non-freeway
• '06' = 'RUR FRWY >= 4 LN' Rural freeways, four or more lanes
• '07' = 'RUR FRWY < 4 LN' Rural freeways, less than 4 lanes
• '08' = 'RUR 2-LANE ROADS' Rural two-lane roads
• '09' = 'RUR ML DV N-FREE' Rural multilane divided, non-freeway
• '10' = 'RUR ML UND N-FRE' Rural Multilane undivided, non-freeway
• '99' = 'OTHERS' Others

NOTE: Created variable added to HSIS accident and roadway inventory files in all states in 1999. See Discussion.

ROW

SUF-RIGHT OF WAY

NON-LABELED VARIABLE -- This item represents the predominant width of highway right of way occurring on the rating section.

NOTE: New variable added in 1991 for 1989 and later files.

RSHL_TYP

SHOULDER/CURB TYPE (RIGHT)

RSHL_TY2

SHLDR OR CURB TYPE (MINUS DIREC RIGHT)

• 1 = 'NO CURB' No curb
• 2 = 'NO CURB WITH CON' No curb with continuously paved shoulder
• 3 = 'MOUNTABLE CURB' Mountable curb
• 7 = 'BARRIER CURB' Barrier curb
• 8 = 'VALLEY GUTTER' Valley gutter
• 9 = 'CURB IN POR COND' Curb in poor condition (nonfunctional)

NOTE: RSHL_TY2 is only coded for divided roadways. Thus, it will have large numbers of uncoded cases.

RSHLDWID

TOTAL SHLDR WIDTH (RIGHT)

RSHL_WD2

TOTAL SHLDR WIDTH (MINUS DIREC RIGHT)

NON-LABELED VARIABLE -- Actual width of shoulder in feet.

NOTE: (1) RSHL_WD2 is only coded for divided roadways. Thus, it will have large numbers of uncoded cases.

(2) Some limited field verification (i.e., actual field measurements) indicates some fairly significant errors (e.g., up to 25% of the data do not match the field measurements) for zero shoulder width and 10 and 12-ft widths. We might expect the same errors for other widths. It appears that the 12-ft shoulders are almost always coded as 10-ft shoulders. It also appears that the shoulder widths are rounded to an even value for widths greater than three feet (i.e., very few miles of 5, 7, or 9 ft widths). Clearly, grouping the data will be beneficial in analyses.

RTE_NBR

SUF-ROUTE NUMBER

NON-LABELED VARIABLE –- Three-digit code indicating route number for the inventoried route.

NOTE: New variable added in 1996 and later files.

RTE_TYPE

SUF-ROUTE DESIGNAT & TYPE

• 0 = 'I=INTERSTATE' Interstate
• 1 = 'US=FEDERAL' Federal
• 2 = 'M=STATE' State
• 3 = 'I-BL=INST B-LOP' Interstate - Business loop
• 4 = 'I-BS=INST B-SPR' Interstate - Business spur
• 5 = 'US-BR=FED BUS' Federal Business
• 7 = 'M-BR= STATE BUS' State Business
• 8 = 'CONN.=CONNECTOR' Connector
• 9 = 'OLD=UNSGN TRKLNE' Unsigned Trunkline

NOTE: New variable added in 1991 for 1989 and later files.

RURURB

SUF-RUR/URB DEV CODE

• 1 = 'RURAL'
• 2 = 'RUR DENSE SM CTY'
• 3 = 'RUR SM CITY BNDY'
• 4 = 'URB-RUR CHARACT'
• 5 = 'URB RESIDENTIAL'
• 6 = 'URB BUS DISTRICT'
• 7 = 'URB FRINGE AREA'
• 8 = 'URB CBD'

NOTE: New variable added in 1991 for 1989 and later files.

SEG_CNTL

DISTRICT + CONTROL SECTION

NON-LABELED VARIABLE -- District plus control section number -- Used in linking with Accident and other inventory files.

NOTE: New variable added in 1991 for 1989 and later files.

SEG_LNG

CALCULATED SECTION LENGTH

NON-LABELED VARIABLE -- Calculated segment length based on beginning and ending mileposts.

NOTE: New variable added in 1991 for 1989 and later files.

SIG_INT

SUF-NUM SIGNALIZED INTERSECTIONS

• 0 = 'NO SIG INTERSECT'
• 1 = 'ONE OR MORE SIGN'

NOTE: New variable added in 1991 for 1989 and later files.

SPD_LIMT

POSTED SPEED LIMIT

SPD_LIM2

POSTED SPEED LIMIT (MINUS DIRECTION)

NON-LABELED VARIABLE -- Speed limit in miles per hour.

NOTE: (1) These variables contain more uncoded cases than other variables in the 1985-88 files. The percent uncoded decreased significantly in the 1989 and later files.

(2) SPD_LIM2 is only coded for divided roadways. Thus, it will have large numbers of uncoded cases.

SURF_TYP

SUF-PREDOMINANT SURF TYPE

• 1 = 'SRF TRT OV BIT-F' Surface treatment over bituminous pavement on flexible base
• 2 = 'SRF TRT OV BIT-R' Surface treatment over bituminous pavement on rigid base
• 3 = 'SRF TRT OVR FLEX' Surface treatment over flexible base
• 4 = 'BIT MAT OVR FLEX' Bituminous material over flexible base
• 5 = 'BIT MAT OVR CNCT' Bituminous mtrl over concrete or brick
• 6 = 'CONT REINF CNCRT' Continuous reinforced concrete
• 7 = 'CONCRETE(JOINTD)' Concrete (jointed)
• 8 = 'BRICK' Brick
• 9 = 'FRWY BITUM CNCRT' Freeway designed bituminous concrete on aggregate base

NOTE: New variable added in 1991 for 1989 and later files.

SURF_WID

SUF-PREDOMINANT SURF WIDTH

• 0 = '0'
• 1-15 = ' 1 - 15'
• 16-18 = '16 - 18'
• 19-22 = '19 - 22'
• 23-25 = '23 - 25'
• 26-30 = '26 - 30'
• 31-40 = '31 - 40'
• 41-50 = '41 - 50'
• 51-60 = '51 - 60'
• 61-80 = '61 - 80'
• 81-100 = '81 - 100'
• 101-120 = '101 - 120'
• 121-high = '121 + '

NOTE: New variable added in 1991 for 1989 and later files.

TERRAIN

SUF-PREDOMINANT TERRAIN TYPE

• 1 = 'LEVEL'
• 2 = 'ROLLING'

NOTE: New variable added in 1991 for 1989 and later files.

TRFGROW

SUF-FUTURE TRAFF EXPANSION FACTOR

NON-LABELED VARIABLE -- Predicted future annual traffic growth expansion factor ('071' = 7.1%).

NOTE: New variable added in 1991 for 1989 and later files. No data were collected in 1994, and the 1997 data appear to be erroneous.

TRK_RTE

SUF-NATIONAL TRUCK NETWORK

(This variable is related to both the National Truck Network (NTN) and spring load restrictions on route segments.)

• 0 = 'NOT APPLICABLE' Not applicable
• 1 = 'NTN+NO SL RESTR' On National Truck Network and not spring load restricted
• 2 = 'TR - NO SL RESTR' Additional truck route (not NTN), not spring load restricted,
• 3 = 'NO TR - NO RESTR' Not a special designated truck route, not spring load restricted,
• 4 = 'SL RESTR/RGID PV' Spring load restricted, rigid pavement
• 5 = 'SL RESTR/FLEX PV' Spring load restricted, flexible pavement

NOTE: New variable added in 1997.

TURN_LN

SUF-TURNING LANE

• 0 = 'RUR/NO LNS' Rural or no special designated turn lanes
• 1 = 'LFT TURN LN' Left turn lane only (including continuous left turn lane)
• 2 = 'RGHT TURN LN' Right turn lane only
• 3 = 'RGHT+LFT LNS' Both right and left turn lanes on rating section

NOTE: New variable added in 1991 for 1989 and later files. No coded data in 1994.

URB_SYS

SUF-F.A. URB AREA SYS

NON-LABELED VARIABLE -- Four-digit code indicating urban or urbanized area for this roadway segment.

NOTE: New variable added in 1991 for 1989 and later files.

YR_IMPR1

DATE OF LATEST CHANGE

NON-LABELED VARIABLE -- Effective date of latest change in roadway geometry or operation (MMDDYY).

LIST OF VARIABLES FOR MICHIGAN HORIZONTAL CURVE FILE

SAS FORMAT DEFINITIONS FOR VARIABLES FROM THE MICHIGAN HORIZONTAL CURVE FILE

NOTE: (1) This is a new file beginning in 1992. Less reliable data on Curves is available in the Roadlog File for 1990-91. See Discussion.

(2) SAS variable names and explanatory names are shown above each listing. (See Discussion for information on SAS formats.)

BEGMP

HORIZONTAL CURVE BEGINNING MILEPOST

NON-LABELED VARIABLE -- Beginning milepost for curve.

DIS_CNTL

DISTRICT + CONTROL SECTION

NON-LABELED VARIABLE -- Used in linkage with other files.

DEG_CURV

HORIZONTAL CURVE DEGREE

NON-LABELED VARIABLE -- Degree of curve (xx.x).

DIR_CURV

HORIZONTAL CURVE DIRECTION

• 'L' = 'LEFT'
• 'R' = 'RIGHT'

ENDMP

HORIZONTAL CURVE ENDING MILEPOST

NON-LABELED VARIABLE -- Ending milepost of curve.

SEG_LNG

CALCULATED SECTION LENGTH

NON-LABELED VARIABLE -- Calculated curve length in miles.

LIST OF VARIABLES FOR MICHIGAN INTERSECTION FILE

(CON'T)

SAS FORMAT DEFINITIONS FOR VARIABLES FROM THE MICHIGAN INTERSECTION FILE

NOTE: SAS variable names and explanatory names are shown above each listing. (See Discussion for information on SAS formats.)

APP_LFTP

TRUNKLINE APPROACH LEG - LFT TURN PHASE

• 0, . = 'NO LEFT TURN PHS' No left turn phase
• 1 = 'EXCL LFT TRN LAG' Exclusive left turn lag
• 2 = 'EXCL LFT TRN LD' Exclusive left turn lead
• 3 = 'LFT TRN LAG/THRU' Exclusive left turn lag with thru movement
• 4 = 'LFT TRN LD/THRU' Exclusive left turn lead with thru movement
• 5 = 'LFT TRN PHS/THRU' Left turn phase with thru movement (3 phases)
• 6 = 'FULL ACT W/THRU' Fully actuated with thru movement (8 phases)
• 7 = 'NO LEFT TURN' No left turn
• 8 = 'LFT TRN W/THRU' Left turn with thru movement

NOTE: New variable added in 1997.

APP_NOLF

TRUNKLINE APPROACH LEG - LFT TRN PROHIB

• 0, . = 'LFT TRN OK' Left turn allowed from this approach
• 1 = 'NO LFT/SOUTH APP' Left turn prohibited - this is a south approach
• 2 = 'NO LFT/SW APPR' Left turn prohibited - this is a southwest appr
• 3 = 'NO LFT/WEST APP' Left turn prohibited - this is a west approach
• 4 = 'NO LFT/NW APPR' Left turn prohibited - this is a northwest appr
• 5 = 'NO LFT/NORTH APP' Left turn prohibited - this is a north approach
• 6 = 'NO LFT/NE APPR' Left turn prohibited - this is a northeast appr
• 7 = 'NO LFT/EAST APP' Left turn prohibited - this is an east appr
• 8 = 'NO LFT/SE APPR' Left turn prohibited - this is a southeast appr

NOTE: (1) This variable gives both the left-turn prohibition and the entering direction of the leg. Thus, "0" or blank implies no prohibition, and any code 1-7 indicates a prohibition for this approach.

(2) New variable added in 1997

APP_NTOR

TRUNKLINE APPROACH LEG - NO TRN ON RED

• 0, . = 'TRN ON RED OK' Right turn on red allowed
• 1 = 'NO TOR/SOUTH APP' No turn on red - this is a south approach
• 2 = 'NO TOR/SW APPR' No turn on red - this is a southwest appr
• 3 = 'NO TOR/WEST APP' No turn on red - this is a west approach
• 4 = 'NO TOR/NW APPR' No turn on red - this is a northwest appr
• 5 = 'NO TOR/NORTH APP' No turn on red - this is a north approach
• 6 = 'NO TOR/NE APPR' No turn on red - this is a northeast appr
• 7 = 'NO TOR/EAST APP' No turn on red - this is an east appr
• 8 = 'NO TOR/SE APPR' No turn on red - this is a southeast appr

NOTE: (1) This variable gives both the NTOR prohibition and the entering direction of the leg. Thus, "0" or blank implies no prohibition, and any code 1-7 indicates a prohibition for this approach.

(2) New variable added in 1997

AXLN_AL

NO. OF AUX LNS - TRNK APPROACH LEFT SIDE

NON-LABELED VARIABLE -- Number of auxiliary lanes -- Left side of trunkline approach.

AXLN_AR

NO. OF AUX LNS - TRNK APPROACH RIGHT SIDE

NON-LABELED VARIABLE -- Number of auxiliary lanes -- Right side of trunkline approach.

AXLN_DL

NO. OF AUX LNS - TRNK DEPARTURE LEFT SIDE

NON-LABELED VARIABLE -- Number of auxiliary lanes -- Left side of trunkline departure.

AXLN_DR

NO. OF AUX LNS - TRNK DEPARTURE RIGHT SIDE

NON-LABELED VARIABLE -- Number of auxiliary lanes -- Right side of trunkline departure.

CHNG_DT

DATE OF ACTUAL PHYSICAL CHANGE

NON-LABELED VARIABLE -- Effective date of the latest change in the intersection geometry or operation (MMDDYY).

CNTL_SEC

CONTROL SECTION

NON-LABELED VARIABLE -- Code that identifies the portion of the trunkline system where this intersection is located. This is used in linkage to other files. (See INT_CNTL.)

CNTL_SPT

CONTROL SECT OF INTERSEC - SPOT NBR

NON-LABELED VARIABLE -- This is the control section for the intersection "Spot Number." It is used with INT_SPT in linkage to the Electrical Traffic Control Device Inventory (see Discussion).

CRA_LFTP

CROSSRD APPROACH LEG - LFT TURN PHASE

See format under APP_LFTP.

NOTE: New variable added in 1997.

CRA_NOLF

CROSSRD APPROACH LEG - LFT TURN PROHIB

See format under APP_NOLF.

NOTE: New variable added in 1997.

CRA_NTOR

CROSSRD APPROACH LEG - NO TURN ON RED

See format under APP_NTOR.

NOTE: New variable added in 1997.

CRD_LFTP

CROSSRD DEPARTURE LEG - LFT TURN PHASE

See format under APP_LFTP.

NOTE: New variable added in 1997.

CRD_NOLF

CROSSRD DEPARTURE LEG - LFT TRN PROHIB

See format under APP_NOLF.

NOTE: New variable added in 1997.

CRD_NTOR

CROSSRD DEPARTURE LEG - NO TRN ON RED

See format under APP_NTOR.

NOTE: New variable added in 1997.

CRX_DESC

CROSSROAD ENGLISH DESCRIPTION

NON-LABELED VARIABLE -- Street name of the crossroad.

DISTRICT

DISTRICT

NON-LABELED VARIABLE -- Districts 1-9 -- See DISTRICT in Roadlog File.

DPR_LFTP

TRUNKLINE DEPARTURE LEG - LFT TURN PHASE

See format under APP_LFTP.

NOTE: New variable added in 1997.

DPR_NOLF

TRUNKLINE DEPARTURE LEG - LFT TRN PROHIB

See format under APP_NOLF.

NOTE: New variable added in 1997.

DPR_NTOR

TRUNKLINE DEPARTURE LEG - NO TRN ON RED

See format under APP_NTOR.

NOTE: New variable added in 1997.

INT_CNTL

DISTRICT + CONTROL SECTION

NON-LABELED VARIABLE -- Combination of DISTRICT and CNTL_SEC used in linking with other files. (See Discussion.)

INT_FLG

TRUNKLINE INTERSECTION FLAG

• 1 = 'NOT TRK/TRNK' Not a trunkline-trunkline intersection
• 2 = 'MJR LEG TRK/TRNK' Major leg -- trunkline-trunkline intersection
• 3 = 'MNR LEG TRK/TRNK' Minor leg -- trunkline-trunkline intersection
• 4 = 'NON-PUBLIC INTER' Intersection of non-public roads (e.g., private roads, commercial drives)

INT_SPT

INTERSECTION SPOT NUMBER

NON-LABELED VARIABLE -- A reference number used with CNTL_SPT in linkage to the Electrical Traffic Control Device Inventory. (See Discussion.)

INT_TYP

INTERSECTION TYPE CODE

Crossroads

• 01 = 'CRSRD CROSS' Cross
• 02 = 'CRSRD BRKN CRS' Broken cross
• 03 = 'CRSRD MULTI LEG' Multiple-leg
• 04 = 'CRSRD SKEW' Skew
• 05 = 'CRSRD BROKEN SKEW' Broken skew
• 06 = 'CRSRD OBTUSE SKW' Obtuse skew
• 07 = 'CRSRD BRKN OB SK' Broken obtuse skew
• 08 = 'CRSRD OFFSET L/R' Offset crossroads, first intersecting road on left in direction of inventory
• 09 = 'CRSRD OFFSET R/L' Offset crossroads, first intersecting road on right in direction of inventory

Tees

• 10 = 'TEE LEFT' Left
• 11 = 'TEE RIGHT' Right
• 12 = 'TEE TERMINAL' Terminal
• 13 = 'TEE BROKEN LEFT' Broken tee left
• 14 = 'TEE BROKEN RIGHT' Broken tee right
• 15 = 'TEE LEFT W/CRSOV' Left with crossover
• 16 = 'TEE RGTH W/CRSOV' Right with crossover

WYES

• 20 = 'WYE OBTUSE LEFT' Obtuse wye left
• 21 = 'WYE OBTUS BRK LF' Obtuse broken wye left
• 22 = 'WYE ACUTE LEFT' Acute wye left
• 23 = 'WYE ACUTE BRK LF' Acute broken wye left
• 24 = 'WYE OBTUSE RIGHT' Obtuse wye right
• 25 = 'WYE OBTUS BRK RT' Obtuse broken wye right
• 26 = 'WYE ACUTE RIGHT' Acute wye right
• 27 = 'WYE ACUTE BRK RT' Acute broken wye right

Merges and Diverges

• 30 = 'MRGE FRM LFT' Merge from left
• 31 = 'MRGE FRM RGT' Merge from right
• 32 = 'DIVERG TO LFT' Diverge to left
• 33 = 'DIVERT TO RGT' Diverge to right
• 34 = 'MRGE FRM LFT(-)' Merge from left - negative
• 35 = 'MRGE FRM RGT(-)' Merge from right – negative
• 36 = 'DIVERG TO LFT(-)' Diverge to left - negative
• 37 = 'DIVERG TO RGT(-)' Diverge to right - negative

Miscellaneous

• 40 = 'MISC D/R M/R (-)' Diverge right with merge right in negative direction
• 41 = 'MISC M/R D/R (-)' Merge right with diverge right in negative direction
• 45 = 'MISC DIR-CRS TO-' Directional crossover to negative direction
• 46 = 'MISC DIR-CRS FM-' Directional crossover from negative direction
• 48 = 'MISC 3-LG RMP TM' 3-leg ramp terminal
• 49 = 'MISC 4-LG RMP TM' 4-leg ramp terminal
• 59 = 'OTHER' Other

LEFT_TRN

LEFT TURN PROHIBITION

NON-LABELED VARIABLE -- This is a 5-character variable which identifies any/all approaches for which a left turn is prohibited. Each character may take on one (or none) of the following values. The data is "right justified." Thus a combination of "135" would indicate left-turn prohibition on the south, west, and north approaches.

• 1 = South approach (north bound)
• 2 = Southwest approach (northeast bound)
• 3 = West approach (east bound)
• 4 = Northwest approach (southeast bound)
• 5 = North approach (south bound)
• 6 = Northeast approach (southwest bound)
• 7 = East approach (west bound)
• 8 = Southeast approach (northwest bound)

NOTE: Although still in the file for later years, collection of these data appears to have essentially ended after 1993.

LOC_GOV

LOCAL GOVERNMENT

NON-LABELED VARIABLE -- The name of the local government.

MILEPOST

CONTROL SECTION MILEPOINT

NON-LABELED VARIABLE -- Mileage along control section.

NBR_LEGS

NUMBER OF INTERSECTION LEGS

NON-LABELED VARIABLE -- Number of intersection legs, up to 9.

NBR_PHS

NUMBER OF PHASES

NON-LABELED VARIABLE -- Number of signal phases.

NOTE: It appears that the data are more accurate for 1990–1996, but are not accurate for 1987, 1989, or 1997.

RED_CLR

ALL RED CLEARANCE PHASE

• 0, . = 'NO RED CLEAR PHS' No all-red clearance phase on this approach
• 1 = 'RED CL/SOUTH APP' All red clearance phase - this is a south approach
• 2 = 'RED CL/SW APPR' All red clearance phase - this is a southwest appr
• 3 = 'RED CL/WEST APP' All red clearance phase - this is a west approach
• 4 = 'RED CL/NW APPR' All red clearance phase - this is a northwest appr
• 5 = 'RED CL/NORTH APP' All red clearance phase - this is a north approach
• 6 = 'RED CL/NE APPR' All red clearance phase - this is a northeast appr
• 7 = 'RED CL/EAST APP' All red clearance phase - this is an east appr
• 8 = 'RED CL/SE APPR' All red clearance phase - this is a southeast appr

NOTE: (1) This variable gives both presence of an all-red clearance phase and the entering direction of the leg. Thus, "0" or blank implies no all-red phase, and any code 1-7 indicates an all-red clearance phase for this approach.

(2) New variable added in 1997

RGHT_TRN

RIGHT TURN PROHIBITION

NON-LABELED VARIABLE -- This is a 5-character variable which identifies any/all approaches for which a right turn on red is prohibited. Each character may take on one (or none) of the following values. The data is "right justified." Thus a combination of "135" would indicate right-turn prohibition on the south, west, and north approaches.

• 1 = South approach (north bound)
• 2 = Southwest approach (northeast bound)
• 3 = West approach (east bound)
• 4 = Northwest approach (southeast bound)
• 5 = North approach (south bound)
• 6 = Northeast approach (southwest bound)
• 7 = East approach (west bound)
• 8 = Southeast approach (northwest bound)

NOTE: Although still in the file for later years, collection of these data appears to have essentially ended after 1993.

SIG_TYP

SIGNAL CONTROL TYPE CODE

• 0 = 'NO SIGNAL' No signal
• 1 = 'FIXED TIME SIGNL' Fixed time signal
• 2 = 'SEMI ACTUL SIGNL' Semi-actuated signal
• 3 = 'FULLY ACTUL SIGN' Fully-actuated signal
• 4 = 'FLASHER ' Flasher

NOTE: The data in this variable does not match well with the data in the variable related to "Number of Signal Phases". See Discussion.

TRK_DESC

TRUNKLINE ENGLISH DESCRIPTION

NON-LABELED VARIABLE -- Local street name of the trunkline.

TRN_RED

NO TURN ON RED

NON-LABELED VARIABLE -- This is a 5-character variable which identifies any/all approaches for which a turn on red is prohibited. Each character may take on one (or none) of the following values. The data is "right justified." Thus a combination of "135" would indicate right-turn-on-red prohibition on the south, west, and north approaches.

• 1 = South approach (north bound)
• 2 = Southwest approach (northeast bound)
• 3 = West approach (east bound)
• 4 = Northwest approach (southeast bound)
• 5 = North approach (south bound)
• 6 = Northeast approach (southwest bound)
• 7 = East approach (west bound)
• 8 = Southeast approach (northwest bound)

NOTE: Although still in the file for later years, collection of these data appears to have essentially ended after 1993.

ZONE_BMP

BEGIN MILEPOINT OF INFLUENCE ZONE

NON-LABELED VARIABLE -- Midpoint to the previous intersection in control section.

ZONE_EMP

END MILEPOINT OF INFLUENCE ZONE

NON-LABELED VARIABLE -- Midpoint to next intersection in control section.

LIST OF VARIABLES FOR MICHIGAN ELECTRICAL TRAFFIC CONTROL DEVICE INVENTORY

(CON'T)

(CON'T)

(CON'T)

SAS FORMAT DEFINITIONS FOR VARIABLES FROM THE MICHIGAN ELECTRICAL TRAFFIC CONTROL DEVICE INVENTORY

NOTE: SAS variable names and explanatory names are shown above each listing. (See Discussion for information on SAS formats.)

ARR_TY1

TURNING ARROW TYPE - CONFIG 1

ARR_TY2

TURNING ARROW TYPE - CONFIG 2

ARR_TY3

TURNING ARROW TYPE - CONFIG 3

• 'LG' = 'LEFT TURN GREEN' Left turn green
• 'LY' = 'LEFT TURN YELLOW' Left turn yellow
• 'LR' = 'LEFT TURN RED' Left turn red
• 'RG' = 'RIGHT TURN GREEN' Right turn green
• 'RY' = 'RIGHT TURN YELLOW' Right turn yellow
• 'RR' = 'RIGHT TURN RED' Right turn red
• 'TG' = 'THROUGH GREEN' Through green
• 'TY' = 'THROUGH YELLOW' Through yellow
• 'TR' = 'THROUGH RED' Through red

NOTE: This variable was discontinued after 1995.

ARR_YR1

YEAR OF INSTALL - CONFIG 1

ARR_YR2

YEAR OF INSTALL - CONFIG 2

ARR_YR3

YEAR OF INSTALL - CONFIG 3

NON-LABELED VARIABLE -- Last two digits of year of installation of turn arrow (YY).

NOTE: This variable was discontinued after 1995.

BIL_CDE

BILLING CODE

• 'T' = 'TELEPHONE' Telephone
• 'E' = 'ENERGY' Energy
• 'B' = 'TELE & ENERGY' Telephone and energy
• 'N' = 'PRIVATE' Private

BIL_CDE1

BILLING CODE AGENCY NO. 1

BIL_CDE2

BILLING CODE AGENCY NO. 2

BIL_CDE3

BILLING CODE AGENCY NO. 3

BIL_CDE4

BILLING CODE AGENCY NO. 4

BIL_CDE5

BILLING CODE AGENCY NO. 5

NON-LABELED VARIABLE

NOTE: (1) Billing code for agency or agencies responsible for signal. See format under BIL_CDE.

(2) This variable was discontinued after 1995.

CAS_TYP1

CASE SIGNS TYPE - CONFIG 1

CAS_TYP2

CASE SIGNS TYPE - CONFIG 2

CAS_TYP3

CASE SIGNS TYPE - CONFIG 3

CAS_TYP4

CASE SIGNS TYPE - CONFIG 4

• '1F' = '1W CASE SIGN FLO' One way case sign – fluorescent
• '2F' = '2W CASE SIGN FLO' Two way case sign – fluorescent
• '3F' = '3W CASE SIGN FLO' Three way case sign – fluorescent
• '4F' = '4W CASE SIGN FLO' Four way case sign – fluorescent
• '1M' = '1W SIGN MERC' One way sign - mercury vapor
• '2M' = '2W C/SGN MERCU' Two way case sign - mercury vapor
• '3M' = '3W C/SGN MERCU' Three way case sign - mercury vapor
• '4M' = '4W C/SGN MERCU' Four way case sign - mercury vapor
• 'DL' = 'DISAP LEGN C/SGN' Disappearing legend case sign
• 'RF' = 'REFLECTORZED SGN' Reflectorized sign
• 'FO' = 'FIBER OPTIC SIGN' Fiber optic sign
• 'FP' = 'FOLDNG PANEL SGN' Folding panel sign
• 'VD' = 'VAR MESG DSK SGN' Variable message disk type sign
• 'VB' = 'VAR MESG BLK SGN' Variable message bulk sign
• 'RD' = 'REVOLVNG DRM SGN' Revolving drum sign
• 'NE' = 'NEON' Neon
• 'FI' = 'FLOR INTERN ILLM' Fluorescent internally illuminated
• 'EI' = 'EXTERN ILLUMNTED' Externally illuminated
• 'BM' = 'BULB MTX DIS LGN' Bulb matrix disappearing legend
• 'CS' = 'CHNG SPD LMT SGN' Changeable speed limit sign bar matrix

NOTE: This variable was discontinued after 1995.

CIRC_ONE

FIRST CIRCUIT NUMBER

CIRC_TWO

SECOND CIRCUIT NUMBER

CIRC_THR

THIRD CIRCUIT NUMBER

NON-LABELED VARIABLE

NOTE: This variable was discontinued after 1995.

CIRCUIT

CIRCUIT USAGE CODE

• 'R ' = 'REGULAR' Regular
• 'B ' = 'BACKUP FOR COMPU' Backup for computer
• 'C ' = 'COMPUTER' Computer
• 'P ' = 'PREEMPTION' Preemption

NOTE: This variable was discontinued after 1995.

CMP_DTE

LIST OF PEDESTRIAN SIGNALS COMPLETE

• 'Y' = 'YES'
• 'N' = 'NO'

CNTL_SEC

CONTROL SECTION

NON-LABELED VARIABLE -- Code that identifies the portion of the trunkline system. While control section is used with MILEPOST as linkage variables in other Michigan files, the linkage here can only be make with the Intersection File, and is through this variable and spot number (SPT_NBR). See Discussion.

CNTY_CD

COUNTYCODE

See format under COUNTY in Accident Subfile.

NOTE: New variable added in 1996.

COMP_DTE

WORK ORDER COMPLETION DATE

NON-LABELED VARIABLE -- Completion date of last work order -- Usually format (MMDDYY).

NOTE: This variable was discontinued after 1995.

COMPLT

LIST OF SIGNAL HEAD COMPLETE

NON-LABELED VARIABLE

NOTE: This variable denotes whether the listing of pedestrian signal heads is complete for this location.

CON_MDL

CONTROLLER MODEL

NON-LABELED VARIABLE -- Manufacture’s controller model number.

CON_TY1

MEANS OF INTERCONNECT, TYPE NO 1

CON_TY2

MEANS OF INTERCONNECT, TYPE NO 2

• 'NO' = 'NOT INTERCONNECT' Not interconnected
• 'OT' = 'M U/TEL LEAS LIN' Monitrol using telephone leased lines
• 'OW' = 'M U/HARDWIRE' Monitrol using hardwire
• 'OV' = 'M USING CABLE TV' Monitrol using cable TV
• 'IT' = 'IT MINITROL TELE' Minitrol using telephone leased lines
• 'IW' = 'IW MINITROL HARD' Minitrol using hardwire
• 'IV' = 'MINIT U/CABLE TV' Minitrol using cable TV
• 'W1' = 'CABLE W/1 CONDCT' Cable with 1 conductor
• 'W2' = 'CABLE W/2 CONDCT' Cable with 2 conductors
• 'W3' = 'CABLE W/3 CONDCT' Cable with 3 conductors
• 'W4' = 'CABLE W/4 CONDCT' Cable with 4 conductors
• 'W5' = 'CABLE W/5 CONDCT' Cable with 5 conductors
• 'W6' = 'CABLE W/6 CONDCT' Cable with 6 conductors
• 'W7' = 'CABLE W/7 CONDCT' Cable with 7 conductors
• 'W8' = 'CABLE W/8 CONDCT' Cable with 8 conductors
• 'RT' = 'RADIO TRNSMITTER' Radio transmitter
• 'RR' = 'RADIO RECEIVER' Radio receiver
• 'BA' = 'TBC W/ANNUAL PRG' Time base coordinator with an annual program
• 'BW' = 'TBC W/WEEKLY PRG' Time base coordinator with a weekly program
• 'CT' = 'CSBT U/TELE LEAS' Central system background timer using telephone leased line
• 'CW' = 'CSBT U/HARD WIRE' Central system background timer using hard wire
• 'CR' = 'CSBT USING RADIO' Central system background timer using radio
• 'CV' = 'CSBT U/CABLE TV' Central system background timer using cable TV
• 'UT' = 'CC U/TELE LEASED' Computer control using telephone leased lines
• 'UR' = 'CC USING RADIO' Computer control using radio
• 'UV' = 'CC USNG CABLE TV' Computer control using cable TV
• 'UW' = 'CC USNG HARDWIRE' Computer control using hardwire
• 'TT' = 'TONE U/TELE LEAS' Tone using telephone leased lines
• 'T2' = 'TONE CBLE N/TEL' Tone using cable other than telephone

NOTE: This variable was discontinued after 1995.

CON_YR

CONTROLLER INSTALLATION YEAR

NON-LABELED VARIABLE -- Year of controller installation (YY).

CST_EST

FINAL TOTAL WORK ORDER COST ESTIMATE

NON-LABELED VARIABLE

DEV_TYP

DEVICE TYPE

• 00 = 'EMERGY TRAF SGNL' Emergency traffic signal (E1)
• 01 = 'TRAFFIC SIGNAL' Traffic signal
• 02 = 'FLASHING BEACON' Flashing beacon
• 03 = 'KEEP RIGHT SIGN' Keep right sign
• 04 = 'SCH SPED LMT SGN' School speed limit sign
• 05 = 'SCHOOL FLASHER' School flasher
• 06 = 'STREET LIGHTING' Street lighting
• 07 = 'ILLUMINATED SIGN' Illuminated sign
• 08 = 'FIRE DEVICE' Fire device
• 09 = 'MISCELLANEOUS' Miscellaneous

DISTRICT

DISTRICT

See format under DISTRICT in Roadlog File.

DRW_MAT

DRAWING ON MATES

• 'Y', 'X' = 'YES' Graphics system drawing is completed
• 'N', ' ' = 'NO' Not completed

INIT_RQS

INITIAL REQUEST DATE

NON-LABELED VARIABLE –- MMDDYY.

NOTE: New variable added in 1996.

INTCON

INTERCONNECT TYPE

• 'L' = 'LOCAL' Local
• 'M' = 'MASTER' Master
• 'N' = 'NO INTERCONNECT' No interconnect
• 'O' = 'OTHER' Other (not a stop and go signal)
• 'T' = 'TB CNTL TRNK SUB' Time base controls a trunkline subsystem
• 'S' = 'TB CNL NTRNK SUB' Time base controls a non-trunkline subsystem
• 'B' = 'TB CNL TRN/NTRNK' Time base controls both a trunkline and a non-trunkline subsystem

INV_WO_C

WORK ORDER COMPLETION DATE

NON-LABELED VARIABLE

NOTE: New variable added in 1996.

LFT_TRN

LEFT TURN PROHIBITION

NON-LABELED VARIABLE -- This is a 5-character variable which identifies any/all approaches for which a left turn is prohibited. Each character may take on one (or none) of the following values. The data is "right justified." Thus a combination of "135" would indicate left-turn prohibition on the south, west, and north approaches.

• 1 = South approach (north bound)
• 2 = Southwest approach (northeast bound)
• 3 = West approach (east bound)
• 4 = Northwest approach (southeast bound)
• 5 = North approach (south bound)
• 6 = Northeast approach (southwest bound)
• 7 = East approach (west bound)
• 8 = Southeast approach (northwest bound)

LNS_SIZ1

PED SIG HEAD TYPE - LENS SIZE CONFIG 1

LNS_SIZ2

PED SIG HEAD TYPE - LENS SIZE CONFIG 2

LNS_SIZ3

PED SIG HEAD TYPE - LENS SIZE CONFIG 2

• '01' - '02' = '1 TO 2 INCHES'
• '03' - '04' = '3 TO 4 INCHES'
• '05' - '06' = '5 TO 6 INCHES'
• '07' - '08' = '7 TO 8 INCHES'
• '09' - '10' = '9 TO 10 INCHES'
• '11' - '12' = '11 TO 12 INCHES'
• '13' - '99' = 'OVER 12 INCHES'

NOTE: (1) This variable is the 3rd and 4th characters of "Pedestrian Signal Head Type" (see TYPE_HD1, TYPE_HD2, and TYPE_HD3). Note that in the development of this variable, some error codes were produced due to formatting that could not be decoded. The user may wish to manually decode TYPE_HD in combination with NBR_FAC and LNS_SIZ for more accurate information.

(2) This variable was discontinued after 1995.

LOC_AGN1

LOCAL AGENCY NO. 1 CODE

LOC_AGN2

LOCAL AGENCY NO. 2 CODE

LOC_AGN3

LOCAL AGENCY NO. 3 CODE

LOC_AGN4

LOCAL AGENCY NO. 4 CODE

LOC_AGN5

LOCAL AGENCY NO. 5 CODE

NON-LABELED VARIABLE –- Michigan documentation indicates that codes 00000-00086 are county codes (see COUNTY in Accident Subfile); codes 00090-00159 indicate extra codes for private control of the signal; and codes 00160-89360 are local government FIPS codes.

LOC_DES

LOCATION DESCRIPTION

NON-LABELED VARIABLE -- Written description of location.

MANUF1

MANUF OF PED SIGNAL HEAD - CONFIG 1

MANUF2

MANUF OF PED SIGNAL HEAD - CONFIG 2

MANUF3

MANUF OF PED SIGNAL HEAD - CONFIG 3

NON-LABELED VARIABLE -- Manufacturer of signal head. Contact HSIS for detailed information.

NOTE: This variable was discontinued after 1995.

MANUFAC1

MANUF OF SIGNAL HEAD - CONFIG 1

MANUFAC2

MANUF OF SIGNAL HEAD - CONFIG 2

MANUFAC3

MANUF OF SIGNAL HEAD - CONFIG 3

NON-LABELED VARIABLE -- Manufacturer of signal head. Contact HSIS for detailed information.

NOTE: This variable was discontinued after 1995.

MAT_CDE1

MATERIAL CODE - CONFIG 1

MAT_CDE2

MATERIAL CODE - CONFIG 2

MAT_CDE3

MATERIAL CODE - CONFIG 3

• 'A' = 'ALUMINUM' Aluminum
• 'P' = 'PLASTIC' Plastic

NOTE: This variable was discontinued after 1995.

MATE_CD1

PED SIGNAL MATERIAL CODE - CONFIG 1

MATE_CD2

PED SIGNAL MATERIAL CODE - CONFIG 2

MATE_CD3

PED SIGNAL MATERIAL CODE - CONFIG 3

• 'A' = 'ALUMINUM' Aluminum
• 'P' = 'PLASTIC' Plastic

NOTE: This variable was discontinued after 1995.

MET_SEV

METERED SERVICE

• 'M', 'Y' = 'METER SERVICE'
• 'N', ' ' = 'NO'

MILEPOST

MILEPOST

NON-LABELED VARIABLE -- Approximate mileage along the control section to the device.

MKE_CON

MAKE OF CONTROLLER

• 'A' = 'AUTOMATIC SIGNAL' Automatic signal
• 'C' = 'CROUSE HINDS' Crouse Hinds
• 'E' = 'EAGLE' Eagle
• 'F' = 'ECONOLITE' Econolite
• 'G' = 'GENERAL ELECTRIC' General Electric
• 'H' = 'HONEYWELL' Honeywell
• 'K' = 'KENTRON' Kentron
• 'L' = 'MARBELITE' Marbelite
• 'M' = 'MULTISONICS' Multisonics
• 'N' = '3M' Minnesota Mining & Manufacturing (3M)
• 'R' = 'SINGER' Singer
• 'S' = 'SAFETRAN' Safetran
• 'T' = 'TRANSIT/SPECIAL' Transit/special

MN_CDE1

MAINTENANCE CODE - AGENCY NO. 1

MN_CDE2

MAINTENANCE CODE - AGENCY NO. 2

MN_CDE3

MAINTENANCE CODE - AGENCY NO. 3

MN_CDE4

MAINTENANCE CODE - AGENCY NO. 4

MN_CDE5

MAINTENANCE CODE - AGENCY NO. 5

• 'A' = 'BULB CHNG/CLEAN' Bulb change and clean
• 'B' = 'ROUTINE MAINTEN' Routine maintenance
• 'C' = 'EVRYTHG BUT INST' Everything but installation
• 'D' = 'ALL RESPONSBILTY' All responsibility
• 'U' = 'UNKNOWN' Unknown

NOTE: This variable was discontinued after 1995.

MNT_CDE

MAINTENANCE CODE

• 'A' = 'BULB CHNG/CLEAN' Bulb change and clean
• 'B' = 'ROUTINE MAINTEN' Routine maintenance
• 'C' = 'EVRYTHG BUT INST' Everything but installation
• 'D' = 'ALL RESPONSBILTY' All responsibility
• 'U' = 'UNKNOWN' Unknown

NOTE: This variable was discontinued after 1995.

NBR_CAS1

NUMBER OF CASE SIGNS - CONFIG 1

NBR_CAS2

NUMBER OF CASE SIGNS - CONFIG 2

NBR_CAS3

NUMBER OF CASE SIGNS - CONFIG 3

NBR_CAS4

NUMBER OF CASE SIGNS - CONFIG 4

NON-LABELED VARIABLE -- Number of case signs.

NOTE: This variable was discontinued after 1995.

NBR_FAC1

PED SIG HEAD TYPE - NBR FACING CONFIG 1

NBR_FAC2

PED SIG HEAD TYPE - NBR FACING CONFIG 2

NBR_FAC3

PED SIG HEAD TYPE - NBR FACING CONFIG 3

• '4W' = 'FOUR-WAY' Four way
• '3W' = 'THREE-WAY' Three way
• '2W' = 'TWO-WAY' Two way
• '1W' = 'ONE-WAY' One way

NOTE: (1) This variable is the 1st and 2nd characters of "Pedestrian Signal Head Type" (see TYPE_HD1, TYPE_HD2, and TYPE_HD3). Note that in the development of this variable, some error codes were produced due to formatting that could not be decoded. The user may wish to manually decode TYPE_HD in combination with NBR_FAC and LNS_SIZ for more accurate information.

(2) This variable was discontinued after 1995.

NBR_LGHT

NUMBER OF STREET LIGHTS

NON-LABELED VARIABLE -- Number of street lights.

NBR_PHS

NUMBER OF PHASES

NON-LABELED VARIABLE -- Number of phases.

NOTE: Michigan staff continue to note problems with this variable.

NO_TRN

NO TURN ON RED

NON-LABELED VARIABLE -- This is a 5-character variable which identifies any/all approaches for which a turn on red is prohibited. Each character may take on one (or none) of the following values. The data is "right justified." Thus a combination of "135" would indicate right-turn-on-red prohibition on the south, west, and north approaches.

• 1 = South approach (north bound)
• 2 = Southwest approach (northeast bound)
• 3 = West approach (east bound)
• 4 = Northwest approach (southeast bound)
• 5 = North approach (south bound)
• 6 = Northeast approach (southwest bound)
• 7 = East approach (west bound)
• 8 = Southeast approach (northwest bound)

PED_SIG1

NUMBER OF PED SIGNAL HEAD - CONFIG 1

PED_SIG2

NUMBER OF PED SIGNAL HEAD - CONFIG 2

PED_SIG3

NUMBER OF PED SIGNAL HEAD - CONFIG 3

NON-LABELED VARIABLE -- Number of pedestrian signal heads.

NOTE: This variable was discontinued after 1995.

POWER_CO

POWER COMPANY

NON-LABELED VARIABLE -- Power company code.

PRT_PCN1

PARTICIPATION PERCENT - AGENCY NO. 1

PRT_PCN2

PARTICIPATION PERCENT - AGENCY NO. 2

PRT_PCN3

PARTICIPATION PERCENT - AGENCY NO. 3

PRT_PCN4

PARTICIPATION PERCENT - AGENCY NO. 4

PRT_PCN5

PARTICIPATION PERCENT - AGENCY NO. 5

NON-LABELED VARIABLE

NOTE: This variable was discontinued after 1995.

PRT_PCNT

PARTICIPATION PERCENT

NON-LABELED VARIABLE

NOTE: This variable was discontinued after 1995.

REMOTE

REMOTE FEATURES

• 'C' = 'COMPUTER CONTROL' Computer controlled
• 'O' = 'OPTICOM PREEMPT' Opticom preempt
• 'F' = 'FIRE PREEMPT' Fire preempt
• 'R' = 'RAILROAD PREEMPT' Railroad preempt
• 'B' = 'BRIDGE SIGNALS' Bridge signals
• 'M' = 'MANUAL OVERRIDE' Manual override

NOTE: This variable provides data on different types of "remote features" through 1995. Thus, combinations of these codes can be present. After 1995, the presence of each type of remote feature was noted in a separate variable. See RF_COMP_, RF_OPT_P, RF_FIRE_, RF_RR_PR, RF_BRDG, and RF_MNUL_.

RF_BRDG_

REMOTE FEATURES-BRIDGE SIGNALS

• 'Y' = 'YES'
• 'N' = 'NO'

NOTE: (1) Beginning in 1996, this variable defines the presence of a "remote feature." See REMOTE for similar data for earlier years.

(2) New variable added in 1996.

RF_COMP_

REMOTE FEATURES-COMPUTER CONTROLLED

• 'Y' = 'YES'
• 'N' = 'NO'

NOTE: (1) Beginning in 1996, this variable defines the presence of a "remote feature." See REMOTE for similar data for earlier years.

(2) New variable added in 1996.

RF_FIRE_

REMOTE FEATURES-FIRE PREEMPT

• 'Y' = 'YES'
• 'N' = 'NO'

NOTE: (1) Beginning in 1996, this variable defines the presence of a "remote feature." See REMOTE for similar data for earlier years.

(2) New variable added in 1996.

RF_MNUL_

REMOTE FEATURES-MANUAL OVERRIDE

• 'Y' = 'YES'
• 'N' = 'NO'

NOTE: (1) Beginning in 1996, this variable defines the presence of a "remote feature." See REMOTE for similar data for earlier years.

(2) New variable added in 1996.

RF_OPT_P

REMOTE FEATURES-OPTICOM PREEMPT

• 'Y' = 'YES'
• 'N' = 'NO'

NOTE: (1) Beginning in 1996, this variable defines the presence of a "remote feature." See REMOTE for similar data for earlier years.

(2) New variable added in 1996.

RF_RR_PR

REMOTE FEATURES-RAILROAD PREEMPT

• 'Y' = 'YES'
• 'N' = 'NO'

NOTE: (1) Beginning in 1996, this variable defines the presence of a "remote feature." See REMOTE for similar data for earlier years.

(2) New variable added in 1996.

RGHT_TRN

RIGHT TURN PROHIBITION

NON-LABELED VARIABLE -- This is a 5-character variable which identifies any/all approaches for which a right turn on red is prohibited. Each character may take on one (or none) of the following values. The data is "right justified." Thus a combination of "135" would indicate right-turn prohibition on the south, west, and north approaches.

• 1 = South approach (north bound)
• 2 = Southwest approach (northeast bound)
• 3 = West approach (east bound)
• 4 = Northwest approach (southeast bound)
• 5 = North approach (south bound)
• 6 = Northeast approach (southwest bound)
• 7 = East approach (west bound)
• 8 = Southeast approach (northwest bound)

SIG_COL1

SIGNAL HEAD NBR OF COLORS - CONFIG 1

SIG_COL2

SIGNAL HEAD NBR OF COLORS - CONFIG 2

SIG_COL3

SIGNAL HEAD NBR OF COLORS - CONFIG 3

• '1C' = 'ONE-COLOR' One color
• '2C' = 'TWO-COLOR' Two color
• '3C' = 'THREE-COLOR' Three color

NOTE: (1) This variable is the 3rd and 4th characters of "Signal Head Type" (see SIG_TYP1, SIG_TYP2, and SIG_TYP3). Note that in the development of this variable, some error codes were produced due to formatting that could not be decoded. The user may wish to manually decode SIG_TYP in combination with SIG_FAC, SIG_COL, SIG_SUP, and SIG_LEN variables for more accurate information.

(2) This variable was discontinued after 1995.

SIG_FAC1

SIGNAL HEAD NBR OF FACING - CONFIG 1

SIG_FAC2

SIGNAL HEAD NBR OF FACING - CONFIG 2

SIG_FAC3

SIGNAL HEAD NBR OF FACING - CONFIG 3

• '4W' = 'FOUR-WAY' Four way
• '3W' = 'THREE-WAY' Three way
• '2W' = 'TWO-WAY' Two way
• '1W' = 'ONE-WAY' One way

NOTE: (1) This variable is the 1st and 2nd characters of "Signal Head Type" (see SIG_TYP1, SIG_TYP2, and SIG_TYP3). Note that in the development of this variable, some error codes were produced due to formatting that could not be decoded. The user may wish to manually decode SIG_TYP in combination with SIG_FAC, SIG_COL, SIG_SUP, and SIG_LEN variables for more accurate information.

(2) This variable was discontinued after 1995.

SIG_LEN1

SIGNAL HEAD LENS SIZE - CONFIG 1

SIG_LEN2

SIGNAL HEAD LENS SIZE - CONFIG 2

SIG_LEN3

SIGNAL HEAD LENS SIZE - CONFIG 3

• 1 - 2 = '1 TO 2 INCHES'
• 3 - 4 = '3 TO 4 INCHES'
• 5 - 6 = '5 TO 6 INCHES'
• 7 - 8 = '7 TO 8 INCHES'
• 9 - 10 = '9 TO 10 INCHES'
• 11 - 12 = '11 TO 12 INCHES'
• 13 - 99 = 'OVER 12 INCHES'

NOTE: (1) This variable is the 7th and 8th characters of "Signal Head Type" (see SIG_TYP1, SIG_TYP2, and SIG_TYP3). Note that in the development of this variable, some error codes were produced due to formatting that could not be decoded. The user may wish to manually decode SIG_TYP in combination with SIG_FAC, SIG_COL, SIG_SUP, and SIG_LEN variables for more accurate information.

(2) This variable was discontinued after 1995.

SIG_SUP1

SIGNAL HEAD SUPP TYPE - CONFIG 1

SIG_SUP2

SIGNAL HEAD SUPP TYPE - CONFIG 2

SIG_SUP3

SIGNAL HEAD SUPP TYPE - CONFIG 3

• 'SA' = 'SPAN ADJUSTABLE' Span adjustable
• 'MA' = 'MAST ARM' Mast arm
• 'BA' = 'BRACKET ADJUSTBL' Bracket adjustable
• 'PA' = 'POST/PEDSTAL ADJ' Post or pedestal adjustable
• 'SS' = 'SPAN SOLID ' Span solid (square section)
• 'SO' = 'SIGN OPTICAL' Sign optical

NOTE: (1) This variable is the 5th and 6th characters of "Signal Head Type" (see SIG_TYP1, SIG_TYP2, and SIG_TYP3). Note that in the development of this variable, some error codes were produced due to formatting that could not be decoded. The user may wish to manually decode SIG_TYP in combination with SIG_FAC, SIG_COL, SIG_SUP, and SIG_LEN variables for more accurate information.

(2) This variable was discontinued after 1995.

SIG_TYP1

SIGNAL HEAD TYPE - CONFIG 1

SIG_TYP2

SIGNAL HEAD TYPE - CONFIG 2

SIG_TYP3

SIGNAL HEAD TYPE - CONFIG 3

NON-LABELED VARIABLE

NOTE: (1) This is the basic 8-character raw file variable related to signal head types. It describes the number of facings, the number of colors, the signal head support type, and the lens size. For ease of use, it has also been divided into four separate variables describing each of these four attributes - see SIG_FAC1, SIG_FAC2, SIG_FAC3, SIG_COL1, SIG_COL2, SIG_COL3, SIG_SUP1, SIG_SUP2, SIG_SUP3, SIG_LEN1, SIG_LEN2, and SIG_LEN3. Note that in the development of these variables, some error codes were produced due to formatting that could not be decoded. The user may wish to manually decode SIG_TYP in combination with SIG_FAC, SIG_COL, SIG_SUP, and SIG_LEN variables for more accurate information.

(2) This variable was discontinued after 1995.

SIGN_ONE

NUMBER OF SIGNAL HEADS - CONFIG 1

SIGN_THR

NUMBER OF SIGNAL HEADS - CONFIG 3

SIGN_TWO

NUMBER OF SIGNAL HEADS - CONFIG 2

NON-LABELED VARIABLE

NOTE: This variable was discontinued after 1995.

SPT_NBR

SPOT NUMBER

NON-LABELED VARIABLE -- This is the "Spot Number" within the control section. It is used with CNTL_SEC in linkage to the Intersection File (see Discussion).

STATUS

STATUS

• 'T' = 'TEMPORARY' Temporary
• 'TB' = 'TURNBACK' Turnback

STDY_WAT

STEADY WATTAGE

NON-LABELED VARIABLE -- In watts.

TELE_COM

TELEPHONE COMPANY

NON-LABELED VARIABLE -- Telephone company code.

TRN_AR1

NUMBER OF TURNING ARROWS - CONFIG 1

TRN_AR2

NUMBER OF TURNING ARROWS - CONFIG 2

TRN_AR3

NUMBER OF TURNING ARROWS - CONFIG 3

NON-LABELED VARIABLE

NOTE: This variable was discontinued after 1995.

TYP_CON

TYPE OF CONTROLLER

• 'FT' = 'FIXED TIME SIGNA' Fixed time signal
• 'SA' = 'SEMI-ACUTU SIGNA' Semi-actuated signal
• 'FA' = 'FULLY-ACUTU SIGN' Fully-actuated signal
• 'FL' = 'FLASHER' Flasher
• 'SP' = 'SPECIAL/OTHER' Special or other
• ' ','00' = 'NOT STATED'

TYPE_HD1

PED SIGNAL HEAD TYPE - CONFIG 1

TYPE_HD2

PED SIGNAL HEAD TYPE - CONFIG 2

TYPE_HD3

PED SIGNAL HEAD TYPE - CONFIG 3

NON-LABELED VARIABLE

NOTE: (1) This is the basic 4-character raw file variable related to pedestrian signal head types. It describes both the number of facings and the lens size. For ease of use, it has also been divided into two separate variables describing each of these two attributes - see NBR_FAC1, NBR_FAC2, NBR_FAC3, LNS_SIZ1, LNS_SIZ2, and LNS_SIZ3. Note that in the development of these two variables, some error codes were produced due to formatting that could not be decoded. The user may wish to manually decode TYPE_HD in combination with NBR_FAC and LNS_SIZ for more accurate information.

(2) This variable was discontinued after 1995.

WATTAGE

CYCLIC WATTAGE

NON-LABELED VARIABLE -- In watts.

WK_CODE

WORK CODE

• '1 ' = 'GRENGS' Grengs
• '2 ' = 'NULF' Nulf
• '3 ' = 'COLLINES' Collins
• '4 ' = 'MCELHENNEY' McElhenney
• '5A' = 'WITTE' Witte
• '5B' = 'BENNETT' Bennett
• '6 ' = 'HOLZHEI' Holzhei
• '7A' = 'LINDSAY' Lindsay
• '7B' = 'EMENHISER' Emenhiser
• '8A' = 'ERICKSON' Erickson
• '8B' = 'EINGLE' Eingle
• '9 ' = 'AUSTIN' Austin

NOTE: This variable was discontinued after 1995.

WK_DTE

LAST WORK ORDER DATE

NON-LABELED VARIABLE -- MMDDYY.

WK_NBR

LAST WORK ORDER NUMBER

NON-LABELED VARIABLE -- Last work order number.

WK2_CDE1

WORK CODE AGENCY NO. 1

WK2_CDE2

WORK CODE AGENCY NO. 2

WK2_CDE3

WORK CODE AGENCY NO. 3

WK2_CDE4

WORK CODE AGENCY NO. 4

WK2_CDE5

WORK CODE AGENCY NO. 5

NON-LABELED VARIABLE

NOTE: This variable was discontinued after 1995.

WO_CMPT_

WORK ORDER COMPLETION STATUS INDICATOR

• 'C' = 'CONTRACTOR' Non-completion work order has been sent to contractor.
• 'E' = 'PEND' Non-completion work order has been sent to state forces.
• 'P' = 'EXIST' Signal was installed; the date of installation is unknown.

NOTE: New variable added in 1996.

YEAR1

YEAR OF INSTALLATION - CONFIG 1

YEAR2

YEAR OF INSTALLATION - CONFIG 2

YEAR3

YEAR OF INSTALLATION - CONFIG 3

NON-LABELED VARIABLE -- Last two digits of year of installation of signal head (YY).

NOTE: This variable was discontinued after 1995.

YR_INS1

PED SIGNAL YEAR OF INSTALL - CONFIG 1

YR_INS2

PED SIGNAL YEAR OF INSTALL - CONFIG 2

YR_INS3

PED SIGNAL YEAR OF INSTALL - CONFIG 3

NON-LABELED VARIABLE -- last two-digit (YY).

NOTE: This variable was discontinued after 1995.