An Introduction to the

HIGHWAY
SAFETY
MANUAL
 An Introduction to the
HIGHWAY SAFETY MANUAL

Table of Contents
Section 1: HSM Overview.......................................................................... 1
What is the Highway Safety Manual?......................................................................... 1

How is the HSM Applied?............................................................................................... 2

What is the Value of Using the HSM? ........................................................................ 2

Section 2: HSM Contents .......................................................................... 3

PART A . Introduction, Human Factors, and Fundamentals .................................... 3

PART B .. Roadway Safety Management Process ....................................................... 3

PART C .. Predictive Method ............................................................................................ 4

PART D . Crash Modification Factors............................................................................. 5

Section 3: Integrating the HSM with the

Project Development Process................................................................. 6
Section 4: Data Needs .................................................................................. 6
Section 5: Example Applications ........................................................ 8
PART B .. Network Screening Example (Chapter 4).................................................... 8

PART C .. Predictive Method Example ........................................................................ 10

Section 6: Getting Started ..................................................................... 12

Section 7: Resources .................................................................................... 13

2
Section 1: HSM Overview
What is the Highway Safety Manual?
The Highway Safety Manual (HSM) introduces a science-based technical approach that takes the
guesswork out of safety analysis. The HSM provides tools to conduct quantitative safety analyses,
allowing for safety to be quantitatively evaluated alongside other transportation performance
measures such as traffic operations, environmental impacts, and construction costs.

For example, the HSM provides a method to quantify changes in crash frequency as a function of
cross-sectional features. With this method, the expected change in crash frequency of different
design alternatives can be compared with the operational benefits or environmental impacts
of these same alternatives. As another example, the costs of constructing a left-turn lane on a
two-lane rural road can be compared to the safety benefits in terms of reducing a certain number
of crashes.

The HSM provides the following tools:

• Methods for developing an effective roadway safety management program and evaluating its Regression to the mean is the
effects. A roadway safety management program is the overall process for identifying sites with
natural variation in crash data.
potential for safety improvement, diagnosing conditions at the site, evaluating conditions and
identifying potential treatments at the sites, prioritizing and programming treatments, and If regression to the mean is not
subsequently evaluating the effectiveness at reducing crashes of the programmed treatments. accounted for, a site might be
Many of the methods included in the HSM account for regression to the mean and can result selected for study when the crashes
in more effectively identifying improvements to achieve a quantifiable reduction in crash
are at a randomly high fluctuation,
frequency or severity. Safety funds can then be used as efficiently as possible based on the
identified locations. or overlooked from study when

• A predictive method to estimate crash frequency and severity. This method can be used to make the site is at a randomly low
informed decisions throughout the project development process, including: planning, design, fluctuation.
operations, maintenance, and the roadway safety management process. Specific examples in-
clude screening potential locations for improvement and choosing alternative roadway designs.
• A catalog of crash modification factors (CMFs) for a variety of geometric and operational
A Crash Modification Factor (CMF)
treatment types, backed by robust scientific evidence. The CMFs in the HSM have been
developed using high-quality before/after studies that account for regression to the mean. is a factor estimating the potential
The HSM emphasizes the use of analytical methods to quantify the safety effects of decisions changes in crash frequency or
in planning, design, operations, and maintenance. The first edition does not address issues crash severity due to installing a
such as driver education, law enforcement, and vehicle safety, although these are important particular treatment. The CMFs
considerations within the broad topic of improving highway safety.
in the HSM have been developed
The HSM is written for practitioners at the state, county, metropolitan planning organization based on a rigorous and reliable
(MPO), or local level.
scientific process.

As an example, a 0.70 CMF

corresponds to a 30 percent
reduction in crashes. A 1.2 CMF
corresponds to a 20 percent
increase in crashes.

1
 An Introduction to the
HIGHWAY SAFETY MANUAL

How is the HSM Applied?

The HSM provides an opportunity to consider safety quantitatively along with other
typical transportation performance measures. The HSM outlines and provides examples of the
following applications:

• Identifying sites with the most potential for crash frequency or severity reduction;
• Identifying factors contributing to crashes and associated potential countermeasures to address
these issues;
• Conducting economic appraisals of potential improvements and prioritizing projects;
• Evaluating the crash reduction benefits of implemented treatments; and
• Estimating potential effects on crash frequency and severity of planning, design,
operations, and policy decisions.

The HSM can be used for projects that are focused specifically on responding to safety-related
questions. In addition, the HSM can be used to conduct quantitative safety analyses on
projects that have not traditionally included this type of analysis, such as corridor studies to
identify capacity improvements and intersection studies to identify alternative forms of traffic
control. The HSM can also be used to add quantitative safety analyses to multidisciplinary
transportation projects.

What is the Value of Using the HSM?

The HSM provides methods to integrate quantitative estimates of crash frequency and severity
into planning, project alternatives analysis, and program development and evaluation,
allowing safety to become a meaningful project performance measure. As the old adage
says, “what gets measured gets done.” By applying the HSM tools, improvements in safety will
“get done.”

Further, from a legislative perspective, the HSM will support states’ progress toward federal, state,
and local safety goals to reduce fatalities and serious injuries. As public agencies work toward
their safety goals, the quantitative methods in the HSM can be used to evaluate which programs
and project improvements are achieving desired results; as a result, agencies can reallocate funds
toward those that are having the greatest benefit.

The HSM methods can be applied to all

transportation projects—not just those
specifically focused on responding to
safety needs.

2
Section 2: HSM Contents
The HSM is organized into four parts:

PART A Introduction, Human Factors, and Fundamentals

Part A describes the purpose and scope of the HSM, explaining the relationship of the HSM to
planning, design, operations, and maintenance activities. Part A also includes fundamentals of
the processes and tools described in the HSM. Chapter 3 (Fundamentals) provides background
information needed to apply the predictive method, crash modification factors, and evaluation
methods provided in Parts B, C, and D of the HSM.
The chapters in Part A are:

• Chapter 1 – Introduction and Overview

• Chapter 2 – Human Factors
• Chapter 3 – Fundamentals

PART B Roadway Safety Management Process

Part B presents suggested steps to monitor and reduce crash frequency and severity on existing
roadway networks. It includes methods useful for identifying improvement sites, diagnosis,
countermeasure selection, economic appraisal, project prioritization, and effectiveness
evaluation. As shown in Figure 1, the chapters in Part B are:

• Chapter 4 – Network Screening

• Chapter 5 – Diagnosis
• Chapter 6 – Select Countermeasures
• Chapter 7 – Economic Appraisal
• Chapter 8 – Prioritize Projects
• Chapter 9 – Safety Effectiveness Evaluation

Network Screening
Chapter 4

Safety Effectiveness Evaluation Diagnosis

Chapter 9 Chapter 5

Prioritize Projects Select Countermeasures

Chapter 8 Chapter 6

Economic Appraisal
Chapter 7

Figure 1 Chapters in Part B

3
 An Introduction to the
HIGHWAY SAFETY MANUAL

Highlights of this part of the manual are advances in network screening methods and safety
evaluation methods. In Chapter 4 (Network Screening), several new network screening performance
measures are introduced to shift the safety analysis focus away from traditional crash rates. The
major limitation associated with crash rate analysis is the incorrect assumption that a linear relation-
ship exists between traffic volume and the frequency of crashes. As an alternative analysis tool,
a focus on expected crash frequency can account for regression to the mean when developing
performance measures for network screening. This analysis will provide a more stable list of locations
that might respond to safety improvements than lists prepared with traditional methods. This, in
turn, will result in a more effective spending of improvement funds.

Chapter 9 (Safety Effectiveness Evaluation) provides methods for evaluating the effectiveness of
an individual treatment, a series of treatments, or an overall program, and for calculating a crash
modification factor (CMF). Evaluating safety investments is often an overlooked element of the
roadway safety management process. The HSM brings a focus back to this step in the process.

PART C Predictive Method

Part C provides a predictive method for estimating expected average crash frequency of a network,
facility, or individual site, and it introduces the concept of safety performance functions (SPFs).
Safety Performance Functions
As shown in Table 1, the chapters in Part C provide the predictive method for segments and
(SPFs) are equations that estimate intersections for the following facility types:
expected average crash frequency
• Chapter 10 – Rural Two-Lane, Two-Way Roads
as a function of traffic volume
• Chapter 11 – Rural Multilane Highways
and roadway characteristics (e.g.,
• Chapter 12 – Urban and Suburban Arterials
number of lanes, median type,
intersection control, number of Predicting expected average crash frequency as a function of traffic volume and roadway
characteristics is a new approach that can be readily applied in a variety of ways, including design
approach legs). Their use enables
projects, corridor planning studies, and smaller intersections studies. The approach is applicable
the correction of short-term for both safety specific studies and as an element of a more traditional transportation study or
crash counts. environmental analysis.

Table 1 Facility Types with Safety Performance Functions

Intersections
Undivided Divided
Stop Control on
HSM Chapter Roadway Roadway Signalized
Minor Leg(s)
Segments Segments
3-Leg 4-Leg 3-Leg 4-Leg
10 Rural Two-
Lane, Two-Way
Roads
11 Rural
Multilane
Highways
12 Urban
and Suburban
Arterials

4
PART D Crash Modification Factors
For each facility type, prediction models for set base conditions are found. CMFs quantify the
change in expected average crash frequency as a result of geometric or operational modifica-
tions to a site that differs from set base conditions. As shown in Table 2, Part D provides a
catalog of treatments organized by site type:

• Chapter 13 – Roadway Segments

• Chapter 14 – Intersections
• Chapter 15 – Interchanges
• Chapter 16 – Special Facilities
• Chapter 17 – Road Networks

The CMFs will be readily applicable to any design or evaluation process where optional treatments
are being considered. The CMFs will also be a valuable addition to the documentation of design
exceptions. Table 2 provides an example of a CMF.
The HSM
Table 2 Sample Crash Modification Factors
provides a
Potential Crash Effects of Providing a Median on Multilane Roads catalog of Crash
Treatment
Setting Traffic Accident Type
CMF
Std. Modification
(Road Type) Volume (Severity) Error

All types (Injury) 0.78 0.02

Factors for
Urban
(Arterial Multilane) All types
a variety of
1.09 0.02
(Non-injury)
Provide a
median
Unspecified facility types.
All types (Injury) 0.88 0.03
Rural
(Multilane) All types
0.82 0.03
(Non-injury)
Base Condition: Absence of raised median

5
 An Introduction to the
HIGHWAY SAFETY MANUAL

Section 3: Integrating the HSM with the

The HSM Project Development Process
methods can The project development process outlines the typical stages of a project from planning to post-
construction operations and maintenance activities. The HSM can be applied in each step of the
be applied in process. Figure 2 shows the relationship between a generalized project development process and
the HSM.
each step of
Figure 2 Applications of the HSM in the Project Development Process
the project
development System Planning
Identify needs and program projects.

process. HSM Application – Part B

Operations and Maintenance Project Planning & Preliminary Engineering

HSM Application – Part B and C HSM Application – Part B

and design.

Design and Construction

HSM Application – Part C

Section 4: Data Needs

In general, there are three categories of data needed to apply the HSM: crash data, traffic volume
data, and roadway characteristics data. The crash data needs are limited to crash data by date
(year), location, type, severity level, relationship to intersection (at-intersection, intersection
related, not intersection related), and distance from the intersection. The traffic volume data
requirement for roadway segments is the annual average daily traffic (AADT). For intersections,
the traffic volume requirement is the major and minor street entering AADT.

The roadway characteristics data requirements change as a function of the facility type (e.g.,
two-lane, two-way rural road, multilane rural highway, urban/suburban arterial) and whether an
intersection or segment is under consideration. Table 3 provides a summary of the roadway char-
acteristics data requirements.

6
Table 3 Site Characteristics and Traffic-Volume
Variables Used in HSM Safety Predictions

Chapter 10 Chapter 11 Chapter 12

Variables Rural Two-Lane, Rural Multilane Urban and Suburban
Two-Way Roads Highways Arterials
Roadway Segments
Area type (rural/suburban/urban)
Annual average daily traffic volume
Length of roadway segment
Number of through lanes
Lane width
Shoulder width
Shoulder type
Presence of median (divided/undivided)
Median width
Presence of concrete median barrier
Presence of passing lane
Presence of short four-lane section
Presence of two-way left-turn lane
Driveway density
Number of major commercial driveways
Number of minor commercial driveways
Number of major residential driveways
Number of minor residential driveways
Number of major industrial/institutional driveways
Number of minor industrial/institutional driveways
Number of other driveways
Horizontal curve length
Horizontal curve radius
Horizontal curve superelevation
Presence of spiral transition
Grade
Roadside hazard rating
Roadside slope
Roadside fixed-object density
Data needs for
Roadside fixed-object offset
Percent of length with on-street parking applying the
Type of on-street parking
Presence of lighting HSM methods
Intersections
Area type (rural/suburban/urban) change by the
Major-road average daily traffic volume
Minor-road average daily traffic volume
Number of intersection legs
type of facility.
Type of intersection traffic control
Left-turn signal phasing (if signalized)
Presence of right turn on red (if signalized)
Presence of red-light cameras
Presence of median on major road
Presence of major-road left-turn lane(s)
Presence of major-road right-turn lane(s)
Presence of minor-road left-turn lane(s)
Presence of minor-road right-turn lane(s)
Intersection skew angle
Intersection sight distance
Terrain (flat vs. level or rolling)
Presence of lighting
NCHRP Research Results Digest 329: HSM Data Needs Guide, 2008. Data requirements are for Part C only.
7
 An Introduction to the
HIGHWAY SAFETY MANUAL

Section 5: Example Applications

PART B Network Screening Example (Chapter 4)
Chapter 4 of the Highway Safety Manual presents 13 optional performance measures for network
screening. This sample application illustrates a network screening process for prioritizing spending
at six intersections within a community using the Excess Expected Average Crash Frequency with
Empirical Bayes (EB) Adjustment method. Network screening is the process of evaluating a network
of facilities for sites likely to respond to safety improvements. The Excess Expected Average Crash
Frequency with Empirical Bayes (EB) Adjustment performance measure combines predictive model
crash estimates with historical crash data to obtain a more reliable estimate of crash frequency. This
method also accounts for bias due to regression to the mean.

Data Requirements
The data required for the application of this method are:

• Historical crash data by severity and location

• Traffic volume (AADT for segments; AADT for major and minor roads for intersections)
• Basic site characteristics (e.g., roadway cross-section, intersection control)
• Calibrated Safety Performance Functions (SPFs) and over-dispersion parameters

Sample Application
The basis for the Excess Expected Average Crash Frequency with EB Adjustment performance
measure is that each site is evaluated as a function of how much the predicted average crash
frequency for the site differs from the long-term EB adjusted expected average crash frequency
for the same site. This difference is referred to as the “Excess” value (see Table 4). Sites with a
Network high “Excess” value are most likely to respond to safety improvements because they are theoretically
experiencing more crashes than other similar sites. An advantage of this method is that it may be
screening is used as a performance measure to evaluate a mix of facility types and traffic volumes in a single

the process ranking. The basic procedure is as follows:

1 For each site, calculate the Predicted Average Crash Frequency using the methods and
of evaluating predictive formulas presented in Part C of the HSM.

a network 2 For each site, calculate the Expected Average Crash Frequency using the EB method presented
in the Part C Appendix.
of facilities 3 Estimate an “Excess” value using the following formula:

for sites likely Excessy = (Nexpected,n(PDO) – Npredicted,n(PDO)) + (Nexpected,n(FI) – Npredicted,n(FI))

to respond Excessintersection 1 = (1.7 – 0.9) + (1.2 – 0.5) = 1.50

to safety Where:
Excessy = Excess expected crashes for year
improvements. Nexpected, n = EB-adjusted expected average crash frequency for year
Npredicted, n = SPF predicted average crash frequency for year

8
Table 4 Predicted Average Crash Frequency

SPF SPF
Observed Observed EB-Adjusted
Major Minor Predicted Predicted EB-Adjusted
Average Average Expected
Street Street Average Average Expected Average Excess
Int. Int. Type Crash Crash Average Crash
Volume Volume Crash Crash Crash Frequency (NEB – NSPF) PDO + (NEB – NSPF) FI
Frequency Frequency Frequency
(AADT) (AADT) Frequency Frequency (PDO)
(FI) (PDO) (FI)
(FI)1 (PDO) 1
3-Leg
Signal
1 8,885 6,313 2.8 3.4 0.5 0.9 1.2 1.7 1.50
(Urban
Arterial)
4-Leg
Signal
2 18,447 2,569 2.8 5.0 1.3 2.6 1.7 3.6 1.49
(Urban
Arterial)
4-Leg
Signal
3 16,484 2,041 1.4 2.0 1.1 2.2 1.2 2.1 0.03
(Urban
Arterial)
4-Leg
Signal
4 23,793 7,700 4.4 4.0 2.2 4.4 2.9 4.2 0.61
(Urban
Arterial)
4-Leg
Signal
5 19,726 10,084 1.4 8.8 1.8 3.9 1.7 6.1 2.05
(Urban
Arterial)
3-Leg
Signal
6 25,559 1,440 2.6 6.6 1.0 1.8 1.5 3.5 2.22
(Urban
Arterial)
1
In this example, the local geometric conditions are the same as the geometric conditions for the SPF; therefore, all CMFs = 1.0.
AADT = Average Annual Daily Traffic
FI = Fatal-and-Injury Crashes
PDO = Property-Damage-Only Crashes

Results:
In this sample application, the final ranking of the intersections is determined based on the
resulting “Excess” value (see Table 5). The intersection most likely to benefit from safety
improvements in this example is Intersection 6, which has an “Excess” value of 2.22. Diagnosis
and selection of treatment will be required to establish the potential for such improvement.

Table 5 Ranking of "Excess" Value

Intersection Excess

6 2.22
5 2.05
1 1.50
2 1.49
4 0.61
3 0.03

9
 An Introduction to the
HIGHWAY SAFETY MANUAL

PART C Predictive Method Example

This predictive Background, Issues, and Objectives
The Main Street corridor is 1.5 miles long, connecting residential and industrial uses across a river
method example to the downtown business district. It is an important vehicle and bicycle commuter route. The
demonstrates average daily traffic volume along this route ranges from 20,000 to 25,000 vehicles per day. The
corridor has received funding for major geometric improvements. This study was conducted to
the quantitative evaluate the traffic operations and safety impacts of various design alternatives for the entire
corridor. Several options were considered as part of the project, including converting the 2- or
safety analysis 3-lane roadway to a 5-lane road, or converting the roadway to a 3-lane road. Each case would
include a mix of traffic signals and roundabouts at the intersections. This project example demon-
of design strates the quantitative safety analysis of two alternatives on a small portion of the corridor.

alternatives. Data Requirements

Segments Intersections
• Segment Length (miles) • Number of Intersection Legs
• Through Lanes (number) • Traffic Control (signal, stop, roundabout)
• Median Type (divided/undivided) • Left-Turn Lanes and Phasing (protected,
• Median Width (feet) permitted, protected/permitted)
• On-Street Parking (yes/no) • Right-Turn Lanes and Control of Right Turn
• Fixed Object Density (obj/mile) (permitted on red, prohibited on red)

• Average Offset of Fixed Objects (feet) • Lighting (yes/no)

• Roadway Lighting (yes/no) • Maximum Number of Traffic Lanes Crossed by

Pedestrians (number)
• Speed Limit (mph)
• Nearby Bus Stops, Schools, and Alcohol Sales
• Traffic Volume (veh/day)
Establishments (number)
• Number/Types of Driveways
Oak Street • Entering Traffic Volumes (veh/day)
• Pedestrian Activity (yes/no)
Main Street

Analysis Methodology Overview

The crash frequency for each segment and intersection is predicted using an iterative 18-step
method in Chapter 12, ”Urban and Suburban Arterials.“ In summary, this method consists of
initially calculating multiple- and single-vehicle fatal-and-injury and property-damage-only crashes;
these values are added to obtain base predicted vehicle crashes. The next step is to adjust the base
3rd Street predicted vehicle crashes with crash modification factors (CMFs) based on the roadway charac-
teristics. Finally, this value is added to predicted bicycle and pedestrian crashes. If a calibration
factor was available, or historical data was available to apply the Empirical Bayes method, these
two steps would be included. A sample calculation using the base equation for predicted average
crash frequency is shown below, Equation 1 illustrates the base equation. Sample calculations are
5th Street shown for the Main Street/3rd Street intersection no-build conditions.

Equation 1

Nbi = Nspf int x (CMF1i x CMF2i x...x CMF6i ) x C

Nbi = 12.97 x (.066 x 0.96 x 0.88 x 1.00 x 0.91 x 1.00) x 1.00 = 6.63 crashes/year

10
Where:
Nbi = Predicted average crash frequency for an intersection
Nspf int = Predicted average crash frequency for base conditions (Nspf int = 12.97, see below)
CMF1i … CMF6i = Crash modification factors for left-turn lanes (CMF1i = 0.66), left-turn phasing
(CMF2i = 0.96), right-turn lanes (CMF3i = 0.88), right turn on red
(CMF4i = 1.00), lighting (CMF5i = 0.91), and red-light camera (CMF6i = 1.00).
C = Calibration factor (C = 1.00)

Note, as this is a multi-step process there are multiple equations that are used to calculate Nspf int,
(e.g., by crash severity, by mode), these steps are not detailed in this example. An interim
equation used in that process for the Main Street/3rd Street intersection no-build condition
is illustrated as Equation 2.
Equation 2

N’bimv(FI) = exp(a + b x ln(AADTmaj ) + c x ln(AADTmin ))

N’bimv(FI) = exp(–13.14 + 1.18 x ln(33,910) + 0.22 x ln(25,790)) = 4.07 crashes/year

Where:
N’bimv(FI) = Multiple vehicle intersection fatal/injury crashes
a, b, and c = Regression coefficients (–13.14, 1.18, and 0.22 for 4-leg signalized intersections)
AADTmaj = Annual average daily traffic on major road (33,910)
AADTmin = Annual average daily traffic on minor road (25,790)

Table 6 Forecast Crash Frequency

2035 Forecast Crash Frequency (Crashes/Year)

No-Build Alternative 1 (Mix 3- and 5-Lane) Alternative 2 (5-Lane)
Crashes/ Crashes/ Crashes/
Intersection/ Segment1 Facility AADT2 Year Facility AADT2 Year Facility AADT2 Year
35,730/ 35,730/ 39,080/
Int: Main & Oak Stop 3.26 Roundabout 1.67 Signal 6.93
3,650 3,650 5,280
Seg: Oak to 3rd St. 3-Lane 34,580 8.30 3-Lane 34,580 5.74 5-Lane 38,150 9.32
33,910/ 33,910/ 36,900/
Int: Main & 3rd Signal 6.63 Roundabout 3.43 Roundabout 3.86
25,790 25,790 29,400
Seg: 3rd to 5th 5-Lane 33,270 5.05 5-Lane 33,270 1.51 5-Lane 37,310 1.74
33,200/ 33,200/ 37,860/
Int: Main & 5th Signal 6.40 Roundabout 3.32 Roundabout 3.99
5,940 5,940 7,230
Total Prediction 29.6 crashes/year 15.7 crashes/year 25.8 crashes/year
Change Relative to No-Build 47% Decrease 13% Decrease3
1
For the purposes of presenting the results, crashes estimated for minor street intersections along the two segments (Oak St. to 3rd St. and 3rd St. to 5th St.) were added into the segment crash totals.
2
Major Street AADT/Minor Street AADT for intersections.
3
Under the 5-lane scenario, the corridor has more capacity; therefore more regional traffic is drawn to this corridor. The decrease shown is for overall crashes, so a normalized analysis would show a slightly greater decrease.

Results (see Table 6):

• Changes in crash frequencies are quantified and compared to the no-build scenario. The
resulting forecast crash frequencies for Alternatives 1 and 2, 15.7 and 25.8 crashes respectively,
are compared to the no-build crash frequency, 29.6. The difference is quantified as a percentage.
• The change in crash frequency can now be considered as one of the trade-offs similar to traffic
operations, environmental impacts, and pedestrian and bicycle mobility.

11
 An Introduction to the
HIGHWAY SAFETY MANUAL

Section 6: Getting Started

Agencies can Highway agencies interested in using the HSM methodologies in their safety management
and project development processes should consider taking the following next steps toward
take these steps implementation.

to begin using Purchase the HSM

the HSM. The HSM is currently available for purchase from AASHTO for $325 for AASHTO members and
$390 for non-members. Discounts are available for those states taking HSM training. Both hard
copy and electronic versions are available. To purchase, visit http://bookstore.transportation.org
and search under code HSM-1.

Develop an Agency Training Plan

The HSM methodologies may necessitate some changes in the way highway agencies analyze data,
screen their network, and review alternatives for projects. In order to fully understand the methods of
the HSM, it will be important for agency personnel to pursue training. NCHRP Project 17-38 is currently
underway to develop an HSM overview training course (NHI 380106). In addition, a number of
training opportunities available through the National Highway Institute (NHI) are identified in Section 7.
The NHI courses can assist agencies in understanding how to apply the HSM methods to the agency’s
program and in using the safety analysis tools that execute HSM methodology.

Review Software Tools

A number of software programs have been developed to support practitioners’ use of the HSM
methodologies.

• SafetyAnalyst provides a set of software tools used by state and local highway agencies for
highway safety management. It incorporates state-of-the-art safety management approaches
into computerized analytical tools for guiding the decision-making process to identify safety
improvement needs and develop a systemwide program of site-specific improvement projects.
SafetyAnalyst is applicable to Part B of the HSM. The SafetyAnalyst software is available through
AASHTO, and additional information can be found at www.safetyanalyst.org.
• The Interactive Highway Safety Design Model (IHSDM) is a suite of software analysis tools
for evaluating safety and operational effects of geometric design decisions on highways. It
checks existing or proposed highway designs against relevant design policy values and provides
estimates of a design’s expected safety and operational performance. The IHSDM performs
the predictive method for the facilities in Part C of the first edition of the HSM (i.e., two-lane,
two-way rural roads, rural multilane highways, and urban and suburban arterials). The IHSDM
website summarizes the capabilities and applications of the evaluation modules and provides a
library of the research reports documenting their development. Information is available at the
public software website, www.ihsdm.org, where users can register and download the latest
release of IHSDM.
• The Crash Modification Factors Clearinghouse houses a web-based database of CMFs along
with supporting documentation to help transportation engineers identify the most appropriate
countermeasure for their safety needs. Using this site at www.cmfclearinghouse.org, users are
able to search for existing CMFs or submit their own CMFs to be included in the clearinghouse.

12
Develop an Agency HSM Implementation Plan
Incorporating the HSM into an agency’s processes will take a concerted effort that should begin
with a plan of action. A number of state DOTs have begun planning for the HSM by developing
agency-specific training programs, and incorporation of the software tools previously discussed.
The Federal Highway Administration (FHWA) is developing an HSM Implementation Plan Guide for
State Highway Agencies to be released in late 2010. It will provide strategies to assist with HSM
deployment activities at the state level.

Assess Crash Data

An agency should assess its crash data to see if assistance is needed to prepare it for the rigors of
HSM analysis. FHWA will provide technical assistance and support to states in evaluating their data
systems against data requirements in Part B of the Manual. A technical support staff with intimate
knowledge of Part C is also available to answer questions through the FHWA Geometric Design
Lab.

Stay Updated
The most up-to-date information on training, technical support, and marketing materials is
available at AASHTO’s Highway Safety Manual website, www.highwaysafetymanual.org.

Section 7: Resources
• Highway Safety Manual website: www.highwaysafetymanual.org
• Purchase the HSM: http://bookstore.transportation.org. Search under code HSM-1.
- Cost: $325 (Members), $390 (Non-members)
- Discounts are available for those states taking HSM training
• IHSDM website: http://www.ihsdm.org
• SafetyAnalyst website: http://www.safetyanalyst.org
• Crash Modification Factors Clearinghouse: http://www.cmfclearinghouse.org
• NCHRP Research Results Digest 329:
www.trb.org/Publications/Blurbs/Highway_Safety_Manual_ Data_Needs_Guide_159984.aspx
• Training courses available at http://nhi.fhwa.dot.gov
- New Approaches to Highway Safety Analysis (NHI-380075)
- HSM Practitioners Guide to Two-Lane Rural Roads (NHI-380070A)
- HSM Practitioners Guide to Multilane Urban/Suburban Highways (NHI-380070B)
- HSM Application to Intersections (NHI-380105*)
- HSM Workshop (NHI-380106*)
- Application of Crash Reduction Factors (NHI-380093)
- Science of Crash Reduction Factors (NHI-380094)
- Interactive Highway Safety Design Model (IHSDM) (NHI-380071, NHI-380100* web-based)
*Course under development

13
American Association of State
Highway and Transportation Officials
444 North Capitol Street, NW, Suite 249
Washington, DC 20001

For more information, visit the Highway Safety Manual website:

www.highwaysafetymanual.org