Pedestrian and Bicyclist Intersection 

Safety Indices

APRIL 2007

PUBLICATION NO. FHWA-HRT-06-130

User Guide

Research, Development, and Technology

Turner-Fairbank Highway Research Center

6300 Georgetown Pike

McLean, VA 22101-2296
Foreword

The primary objective of this study was to develop safety indices to allow engineers, 

planners, and other practitioners to proactively prioritize intersection crosswalks and 

intersection approaches with respect to pedestrian and bicycle safety. The models in this 

study use easily collected, observable characteristics of an intersection to produce safety 

index values. Practitioners will be able to use these models on a small or large scale to 

determine where best to focus efforts to improve pedestrian and bicyclist safety. 

Michael Trentacoste, Director 

Director, Office of Safety 

 Research and Development 

Notice 

This document is disseminated under the sponsorship of the U.S. Department of 

Transportation in the interest of information exchange. The U.S. Government assumes no 

liability for use of the information contained in this document. 

The U.S. Government does not endorse products or manufacturers. Trademarks or 

manufacturers’ names appear in this report only because they are considered essential to the 

objective of the document. 

Quality Assurance Statement 

The Federal Highway Administration (FHWA) provides high-quality information to serve 

Government, industry, and the public in a manner that promotes public understanding. 

Standards and policies are used to ensure and maximize the quality, objectivity, utility, and 

integrity of its information. FHWA periodically reviews quality issues and adjusts its 

programs and processes to ensure continuous quality improvement. 
1. Report No.

FHWA-HRT-06-130 

2. Government Accession No. 3. Recipient’s Catalog No.

5. Report Date

April 2007 

4. Title and Subtitle

Pedestrian and Bicyclist Intersection Safety Indices: User 

Guide 6. Performing Organization Code 

7. Author(s) Daniel L. Carter, William W. Hunter, Charles 

V. Zegeer, and J. Richard Stewart 

8. Performing Organization Report No.

9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)

Pedestrian and Bicycle Information Center 

Highway Safety Research Center 

University of North Carolina 

730 Martin Luther King Jr. Boulevard, CB #3430 

Chapel Hill, NC 27599 

11. Contract or Grant No.

DTFH61-00-C-00071 

13. Type of Report and Period Covered 

User Guide, 2001-2005 

12. Sponsoring Agency Name and Address

Turner-Fairbank Highway Research Center 

Federal Highway Administration 

6300 Georgetown Pike 

McLean, VA 22101 14. Sponsoring Agency Code

15. Supplementary Notes

Contracting Officer’s Technical Representative (COTR): Ann Do, HRDS-06. Sprinkle Consulting, Inc., 

Lutz, FL, was a subcontractor. 

16. Abstract

The primary objective of this study was to develop safety indices to allow engineers, planners, and other 

practitioners to proactively prioritize intersection crosswalks and intersection approaches with respect to 

pedestrian and bicycle safety. The study involved collecting data on pedestrian and bicycle crashes, 

conflicts, avoidance maneuvers, and subjective ratings of intersection video clips by pedestrian and bicycle 

experts. There were a total of 68 intersection crosswalks selected for the pedestrian analysis from the cities 

of Philadelphia, PA; San Jose, CA; and Miami-Dade County, FL. The bicycle analysis included 67 

intersection approaches from Gainesville, FL; Philadelphia, PA; and Portland and Eugene, OR. 

Prioritization models were developed based on expert safety ratings and behavioral data. Indicative variables 

included in the pedestrian safety index model included type of intersection control (signal or stop sign), 

number of through lanes, 85th percentile vehicle speed, main street traffic volume, and area type. Indicative 

variables in the bicycle safety models (for through, right-turn, and left-turn bike movements) included 

various combinations of: presence of bicycle lane, main and cross street traffic volumes, number of through 

lanes, presence of on-street parking, main street speed limit, presence of traffic signal, number of turn lanes, 

and others. Through this User Guide, practitioners will be able to use the safety indices to identify which 

crosswalks and intersection approaches have the highest priority for in-depth pedestrian and bicycle safety 

evaluations and subsequently use other tools to identify and address potential safety problems. 

17. Key Words

Pedestrian safety, bicyclist safety, safety index, 

safety rating, crosswalk safety, intersection 

prioritization. 

18. Distribution Statement

No restrictions. This document is available to the public 

through the National Technical Information Service, 

Springfield, VA 22161. 

19. Security Classif. (of this 

report)

Unclassified 

20. Security Classif. (of this 

page)

Unclassified 

21. No. of Pages

59 

22. Price

Form DOT F 17000.7 (8-72) Reproduction of completed page is authorized 
ii 

SI* (MODERN METRIC) CONVERSION FACTORS 

APPROXIMATE CONVERSIONS TO SI UNITS

Symbol When You Know Multiply By To Find Symbol 

LENGTH 

in inches 25.4 millimeters mm 

ft feet 0.305 meters m 

yd yards 0.914 meters m 

mi miles 1.61 kilometers km 

AREA 

in2 square inches 645.2 square millimeters mm2

ft2 square feet 0.093 square meters m2

yd2 square yard 0.836 square meters m2

ac acres 0.405 hectares ha

mi2 square miles 2.59 square kilometers km2

VOLUME 

fl oz fluid ounces 29.57 milliliters mL 

gal gallons 3.785 liters L 

ft3 cubic feet 0.028 cubic meters m3 

yd3 cubic yards 0.765 cubic meters m3 

NOTE: volumes greater than 1000 L shall be shown in m3

MASS 

oz ounces 28.35 grams g

lb pounds 0.454 kilograms kg

T short tons (2000 lb) 0.907 megagrams (or "metric ton") Mg (or "t") 

TEMPERATURE (exact degrees) o

F Fahrenheit 5 (F-32)/9 Celsius oC 

or (F-32)/1.8 

ILLUMINATION 

fc foot-candles 10.76 lux lx

fl foot-Lamberts 3.426 candela/m2 cd/m2

FORCE and PRESSURE or STRESS 

lbf poundforce 4.45 newtons N 

lbf/in2 poundforce per square inch 6.89 kilopascals kPa 

APPROXIMATE CONVERSIONS FROM SI UNITS 

Symbol When You Know Multiply By To Find Symbol 

LENGTH

mm millimeters 0.039 inches in 

m meters 3.28 feet ft 

m meters 1.09 yards yd 

km kilometers 0.621 miles mi 

AREA mm2

 square millimeters 0.0016 square inches in2 

m2 square meters 10.764 square feet ft2 

m2 square meters 1.195 square yards yd2 

ha hectares 2.47 acres ac

km2 square kilometers 0.386 square miles mi2 

VOLUME 

mL milliliters 0.034 fluid ounces fl oz 

L liters 0.264 gallons gal 

m3 cubic meters 35.314 cubic feet ft3 

m3 cubic meters 1.307 cubic yards yd3 

MASS 

g grams 0.035 ounces oz

kg kilograms 2.202 pounds lb

Mg (or "t") megagrams (or "metric ton") 1.103 short tons (2000 lb) T 

TEMPERATURE (exact degrees) o

C Celsius 1.8C+32 Fahrenheit oF 

ILLUMINATION 

lx lux 0.0929 foot-candles fc 

cd/m2 candela/m2 0.2919 foot-Lamberts fl

FORCE and PRESSURE or STRESS 

N newtons 0.225 poundforce lbf 

kPa kilopascals 0.145 poundforce per square inch lbf/in2

*SI is the symbol for th International System of Units. Approp e riate rounding should be made to comply with Section 4 of ASTM E380. 

(Revised March 2003)
iii 

Table of Contents

CHAPTER 1. OVERVIEW...................................................................................................... 1 

What are the Pedestrian and Bicycle Intersection Safety Indices?....................................... 1 

Why are Ped ISI and Bike ISI needed?................................................................................. 1 

What are the benefits of Ped ISI and Bike ISI? .................................................................... 1 

Where can Ped ISI and Bike ISI be used? ............................................................................ 1 

Steps for using the Ped ISI and Bike ISI .............................................................................. 2 

CHAPTER 2. DEVELOPMENT.............................................................................................. 5 

Safety Measure: Ratings ....................................................................................................... 5 

Safety Measure: Observed Behaviors at Interactions ........................................................... 6 

CHAPTER 3. PEDESTRIAN AND BICYCLE INTERSECTION SAFETY INDICES......... 7 

Data Required ....................................................................................................................... 7 

Ped ISI................................................................................................................................... 8 

Bike ISI............................................................................................................................... 10 

CHAPTER 4. EXAMPLES OF PED ISI AND BIKE ISI APPLICATION........................... 19 

Pedestrian Example............................................................................................................. 20 

Bicycle Example 1.............................................................................................................. 23 

Bicycle Example 2.............................................................................................................. 29 

Bicycle Example 3.............................................................................................................. 32 

CHAPTER 5. Q & A ON MODEL APPLICATION ............................................................. 35 

CHAPTER 6. COUNTERMEASURE SELECTION............................................................. 37 

PEDSAFE ........................................................................................................................... 37 

BIKESAFE ......................................................................................................................... 38 

APPENDIX A. DATA COLLECTION FORMS ................................................................... 39 

APPENDIX B. QUICK REFERENCE TABLES .................................................................. 43 

REFERENCES ....................................................................................................................... 53 

This User Guide is accompanied by two Microsoft® ExcelTM spreadsheets: 

• Ped ISI Calculator.xls 

• Bike ISI Calculator.xls 

These spreadsheets can be used to calculate safety index values quickly and precisely for the 

Ped ISI or Bike ISI. 
iv 

List of Figures 

Figure 1. Sample illustration for pedestrian survey. .............................................................. 5 

Figure 2. Sample video clip for pedestrian survey................................................................. 5 

Figure 3. Sample illustration for bicycle survey. ................................................................... 6 

Figure 4. Sample video clip for pedestrian survey................................................................. 6 

Figure 5. Illustration of pedestrian crossing........................................................................... 9 

Figure 6. Illustration of bicycle approach. ........................................................................... 12 

Figure 7. Bicycle facility types. ........................................................................................... 13 

Figure 8. Examples of LTCROSS values. ........................................................................... 14 

Figure 9. Examples of RTCROSS values. ........................................................................... 16 

Figure 10. Examples of TURNVEH values........................................................................... 18 

Figure 11. Crosswalk view of pedestrian example intersection............................................. 20 

Figure 12. Diagonal view of pedestrian example intersection............................................... 20 

Figure 13. Overhead view of pedestrian example intersection (image courtesy of the 

United States Geological Survey)......................................................................... 20 

Figure 14. Spreadsheet calculation of Ped ISI value.............................................................. 21 

Figure 15. Quick reference table—pedestrian (signalized and noncommercial area). ......... 22 

Figure 16. Street view of bicycle example 1.......................................................................... 23 

Figure 17. Street view of bicycle example 1.......................................................................... 23 

Figure 18. Overhead photo of bicycle example 1 (image courtesy of the United States 

Geological Survey). .............................................................................................. 23 

Figure 19. Spreadsheet calculation of safety index values for bicycle example 1................. 25 

Figure 20. Quick reference table—bicycle through (signalized with no bike lane). ............. 27 

Figure 21. Quick reference table—bicycle right turn. ........................................................... 28 

Figure 22. Quick reference table—bicycle left turn (signalized with no bike lane). ............. 28 

Figure 23. Street view of bicycle example 2.......................................................................... 29 

Figure 24. Street view of bicycle example 2.......................................................................... 29 

Figure 25. Overhead view of bicycle example 2 (image courtesy of the United States 

Geological Survey). .............................................................................................. 29 

Figure 26. Spreadsheet calculation of bike ISI values for bicycle example 2. ...................... 31 

Figure 27. Street view of bicycle example 3.......................................................................... 32 

Figure 28. Street view of bicycle example 3.......................................................................... 32 
v 

Figure 29. Overhead view of bicycle example 3 (image courtesy of the United States 

Geological Survey). .............................................................................................. 32 

Figure 30. Spreadsheet calculation of bike ISI values for bicycle example 3. ...................... 34 
vi 

List of Tables

Table 1. Ped ISI model and variable descriptions................................................................... 8 

Table 2. Bike ISI models and variable descriptions. ............................................................ 11 

Table 3. Bike ISI model equations........................................................................................ 26 

Table 5. Pedestrian safety index—example data collection sheet. ....................................... 40 

Table 6. Bicycle safety index—example data collection sheet............................................. 41 

Table 7. Ped ISI and Bike ISI values. ................................................................................... 43 

Table 8. Pedestrian safety index—signalized crossing in a commercial area. ..................... 44 

Table 9. Pedestrian safety index—signalized crossing in a noncommercial area. ............... 44 

Table 10. Pedestrian safety index—stop-controlled crossing in a commercial area. ............. 45 

Table 11. Pedestrian safety index—stop-controlled crossing in a noncommercial area. ....... 45 

Table 12. Pedestrian safety index—uncontrolled crossing in a commercial area. ................. 46 

Table 13. Pedestrian safety index—uncontrolled crossing in a noncommercial area. ........... 46 

Table 14. Bicycle safety index—through movement—signalized intersection with bike 

lane.......................................................................................................................... 47 

Table 15. Bicycle safety index—through movement—signalized intersection with no 

bike lane.................................................................................................................. 48 

Table 16. Bicycle safety index—through movement—unsignalized intersection with 

bike lane.................................................................................................................. 49 

Table 17. Bicycle safety index—through movement—unsignalized intersection with no 

bike lane.................................................................................................................. 50 

Table 18. Bicycle safety index—right-turn movement........................................................... 51 

Table 19. Bicycle safety index—left-turn movement—signalized intersection with bike 

lane.......................................................................................................................... 51 

Table 20. Bicycle safety index—left-turn movement—signalized intersection with no 

bike lane.................................................................................................................. 51 

Table 21. Bicycle safety index—left-turn movement—unsignalized intersection with 

bike lane.................................................................................................................. 52 

Table 22. Bicycle safety index—left-turn movement—unsignalized intersection with 

no bike lane............................................................................................................. 52 
1 

CHAPTER 1. OVERVIEW 

WHAT ARE THE PEDESTRIAN AND BICYCLE INTERSECTION SAFETY 

INDICES? 

The Pedestrian and Bicycle Intersection Safety Indices (Ped ISI and Bike ISI) are a set of 

models that enable users to identify intersection crossings and intersection approach legs that 

should be the greatest priority for undergoing pedestrian and bicycle safety improvements. 

Using observable characteristics of an intersection crossing or approach leg, the tool 

produces a safety index score, with higher scores indicating a greater priority for an indepth 

safety assessment. Each leg of an intersection may have different characteristics affecting 

pedestrian or bicyclist safety; therefore the tools are intended to provide an evaluation of the 

safety of an individual crossing (Ped ISI) or approach leg (Bike ISI) rather than evaluating 

the intersection as a whole. A practitioner can use the tool to develop a prioritization scheme 

for a group of pedestrian crossings or bicyclist approaches. This method enables the 

practitioner to prioritize and proactively address sites that are the most likely to be a safety 

concern for pedestrians or bicyclists. 

WHY ARE PED ISI AND BIKE ISI NEEDED? 

The need to address pedestrian and bicyclist safety is ever present. National crash statistics 

for 2004 show that 4,641 pedestrians and 725 pedalcyclists were killed in crashes, accounting 

for approximately 13 percent of all traffic fatalities in the United States.(1) Most of these 

crashes occur at intersections. Many States and municipalities have pedestrian and bicycle 

safety programs to identify and address high crash locations. Although these safety programs 

can treat pedestrian or bicyclist hazards as they are identified, it would be preferable to use a 

proactive method of prioritizing which intersections should be examined first to ensure that 

potentially risky locations are addressed before they become crash problems. 

WHAT ARE THE BENEFITS OF PED ISI AND BIKE ISI? 

Ped ISI and Bike ISI proactively prioritize pedestrian crossings and bicyclist approaches with 

respect to safety. They also provide forward-looking State and local planning agencies with a 

safety rating tool for proposed intersections. Each tool uses observable and easy-to-gather 

data. 

WHERE CAN PED ISI AND BIKE ISI BE USED? 

Ped ISI and Bike ISI were developed at urban and suburban intersections with the following 

characteristics: 

• Three-leg and four-leg intersections. 

• Signalized, two-way stop, and four-way stop. 

• Traffic volumes from 600 to 50,000 vehicles per day. 

• One-way and two-way roads. 
2 

• One to four through lanes. 

• Speed limits from 24.1 to 72.4 kilometers per hour (km/h) (15 to 45 miles per hour 

(mi/h)). 

Ped ISI and Bike ISI are used most appropriately at intersections that meet the above ranges. 

Safety index values produced for intersections with characteristics outside these ranges 

should be used only with the understanding that the models were not developed using 

intersections of that type. 

STEPS FOR USING THE PED ISI AND BIKE ISI 

1. Select Sites To Evaluate—Identify pedestrian crossings (Ped ISI) or intersection 

approaches (Bike ISI) to evaluate. It is not necessary to evaluate all intersections in a 

given locality at once, especially where there is a large number of sites. Here are 

some useful tips for considering how to begin selecting sites: 

– Are there sites in the planning stage that could be modified in the design phase to 

avoid potential problems? 

– Is there an area where there may be moderate to high pedestrian and/or bicyclist 

activity, such as in a central business district or near a popular pedestrian or 

bicyclist attractor? 

– Are there sites that have already been identified in the community (including 

residents or other users) as possible problems? 

– Are there sites where a crash has occurred? Typically these tend to naturally 

receive focused attention, but it may also prove useful to develop a safety index 

score to provide perspective, or to help identify what factor(s) may be affecting 

safety. 

2. Gather Data—Gather data on geometric and operational characteristics of the 

selected sites, either through electronic databases or brief field visits. If the sites are in 

the planning stages, determine what characteristics the sites are expected to have. See 

the list of data required for the safety indices on page 7. A sample data collection 

form is available in Appendix A. 

3. Calculate Index Values—Use Ped ISI and Bike ISI to produce index values for each 

site. Each site will receive a safety index value between 1 (safest) and 6 (least safe). 

The Ped ISI equation is shown on page 8; the Bike ISI equation is shown on page 11. 

Example calculations of index values are found starting on page 20. Users may also 

opt to use the Quick Reference Tables found in Appendix B to determine safety index 

values when a computer is not available. 

4. Prioritize Sites—Sort sites according to index values. Sites with the highest index 

values generally have the highest priority for further indepth evaluation of pedestrian 

and/or bicycle safety. However, the existence of a high Ped ISI or Bike ISI value does 

not mean that a crosswalk or intersection approach is necessarily “hazardous.” There 

are many characteristics and behaviors at an intersection that will result in a 
3 

pedestrian or bike crash, and no method can include all of these factors. Knowledge 

of the area should also be used in the prioritization of sites. The Ped ISI/Bike ISI 

method merely provides a way to prioritize locations to identify those which may 

warrant more indepth study. 

5 

CHAPTER 2. DEVELOPMENT 

The Federal Highway Administration (FHWA) developed Ped ISI and Bike ISI on the basis 

of two measures—safety ratings (expert opinion of the safety of sites) and observed 

behaviors (observed interactions between pedestrians and motorists or bicyclists and 

motorists). These different measures provided a multifaceted approach to determining the 

relative safety of a pedestrian crossing or bicycle approach leg. 

The research studied 68 pedestrian crossings at signalized and unsignalized intersections in 

Miami, FL, Philadelphia, PA, and San Jose, CA and 67 bicycle approaches at signalized and 

unsignalized intersections in Eugene, OR, Gainesville, FL, Philadelphia, PA, and Portland, 

OR. The results of the study were used to develop Ped ISI and Bike ISI. 

SAFETY MEASURE: RATINGS 

Experts in pedestrian and bicyclist issues viewed videos of the pedestrian crossings and 

bicycle approaches and rated the sites according to their perceived level of safety for a 

pedestrian or bicyclist. The researchers created a survey instrument designed to provide 

evaluators enough information about the sites to develop safety ratings. The survey presented 

an illustration and a video clip for each site. Evaluators were asked to view each illustration 

and video as if they were pedestrians crossing at the crosswalk (Figure 1 and Figure 2) or 

bicyclists approaching the intersection (Figure 3 and Figure 4). 

Figure 1. Sample illustration for 

pedestrian survey. 

Figure 2. Sample video clip for pedestrian 

survey. 
6 

Figure 3. Sample illustration for bicycle 

survey. 

Figure 4. Sample video clip for pedestrian 

survey. 

The evaluators rated the sites on a scale of 1 to 6, according to their sense of safety and 

comfort. If the conditions were such that they felt very comfortable as pedestrians or 

bicyclists and highly likely to walk or ride at the site, they were instructed to give a rating of 

“1.” If the conditions were such that they felt very uncomfortable as pedestrians or bicyclists 

and highly unlikely to walk or ride at the site, they were instructed to give a rating of “6.” 

They also had the option of “not enough information” if they believed that they had 

insufficient information from the illustration and/or video to make an informed rating. Each 

evaluator in the pedestrian safety survey gave one rating per crosswalk. Each evaluator in the 

bicyclist safety survey gave one rating for each movement that a bicyclist could make at the 

intersection (e.g., through, left, and/or right). 

SAFETY MEASURE: OBSERVED BEHAVIORS AT INTERACTIONS 

Researchers videotaped each site and watched later to record behaviors during interactions 

between pedestrians and motorists or bicyclists and motorists. Recorded behaviors included 

changes in speed or direction by a pedestrian, bicyclist, or motorist in response to the 

presence of another party. For example, researchers would record instances when a 

pedestrian stopped before or during a crossing because of an oncoming vehicle and when a 

right-turning motorist slowed or stopped to avoid a bicyclist. In total, researchers recorded 

1,898 bicyclist-motorist interactions and 1,095 pedestrian-motorist interactions. 

For more detail on the underlying research and model development, see the final research 

report entitled Pedestrian and Bicyclist Intersection Safety Indices: Final Report.(2)
7 

CHAPTER 3. PEDESTRIAN AND BICYCLE INTERSECTION SAFETY INDICES 

Below are the model equations for Ped ISI and Bike ISI. The user should keep in mind that 

these tools were developed to evaluate the safety of an individual crosswalk or approach leg, 

not the intersection as a whole. Thus, if a standard 4-leg intersection is to be evaluated, there 

will be 4 pedestrian safety scores, 1 for each crossing, and 12 bicycle safety scores, 3 for 

each leg. Higher index values indicate areas of greater safety concern. Those locations with 

higher index values should be prioritized for more indepth safety evaluation. 

NOTE: The user may choose to average the index values for each leg together to form an 

index value for an entire intersection. The decision of whether this method is appropriate will 

depend on the user’s knowledge of the area being evaluated and the understanding of how 

the information will be used. 

DATA REQUIRED 

The following is a list of data required for each safety index (main street defined as the street 

containing the crossing or approach of interest, not the street with the higher functional class 

or higher traffic volume): 

Ped ISI 

• Type of traffic control for leg of crossing (signal, stop sign, or neither). 

• Number of through vehicle lanes on main street (total through lanes in both directions). 

• Eighty-fifth percentile traffic speed on main street. 

• Average daily traffic (ADT) of main street. 

• Predominant development type surrounding the intersection (commercial or not 

commercial). 

Bike ISI 

• Presence of bicycle lane on main street. 

• ADT on main and cross streets. 

• Number of through vehicle lanes on cross street. 

• Number, type, and configuration of traffic lanes on main street approach. 

• Speed limit on main street. 

• Presence of onstreet parking on main street approach. 

• Type of traffic control on approach of interest (signal or no signal). 
8 

PED ISI 

The Ped ISI model consists of one equation that determines the safety index score for a single 

pedestrian crossing. The model is presented in Table 1 below. A detailed description of the 

variables follows the table. Figure 5 illustrates a pedestrian crossing. 

Table 1. Ped ISI model and variable descriptions. 

Ped ISI = 2.372—1.867SIGNAL—1.807STOP + 0.335THRULNS + 0.018SPEED

+ 0.006(MAINADT*SIGNAL) + 0.238COMM 

where: 

Ped ISI Safety index value (pedestrian) 

SIGNAL Signal-controlled crossing 0 = no 

1 = yes 

STOP Stop-sign controlled crossing 0 = no 

1 = yes 

THRULNS Number of through lanes on 

street being crossed (both 

directions) 

1, 2, 3, ... 

SPEED Eighty-fifth percentile speed of 

street being crossed 

Speed in miles per hour 

MAINADT Main street traffic volume ADT in thousands 

COMM Predominant land use on 

surrounding area is commercial 

development (i.e., retail, 

restaurants) 

0 = not predominantly commercial 

area 

1 = predominantly commercial 

area 
9 

Variable Descriptions 

SIGNAL (Signal Control) 

This variable is “1” if movements of vehicles 

and pedestrians at the crossing of interest are 

controlled by a traffic signal. 

STOP (Stop Control) 

This variable is “1” if vehicle traffic on the 

leg with the crossing of interest must stop for 

a stop sign. 

THRULNS (Through Lanes) 

This variable is the number of through lanes 

on the street with the crossing of interest, not 

including exclusive turn lanes. However, 

since crosswalks that cross the stem of Tintersection do not have through lanes to 

cross, turning lanes are included in the count for THRULNS for these crosswalks. 

SPEED (Vehicle Speed) 

This variable is the 85th percentile speed in mi/h of free-flowing vehicles on the street with 

the crossing of interest. If speed data are obtained for a street on both sides of the intersection 

(both approaches), the values should be averaged to provide the value for the Ped ISI model. 

If actual speed data are not available, the user may use the speed limit or an estimate of the 

85th percentile speed. 

MAINADT (Main Street ADT) 

This variable is the ADT volume (in thousands) of the street with the crossing of interest 

(main street). This is the total traffic in both directions. 

COMM (Commercial Development) 

This variable is “1” if the predominant land use of the surrounding area is commercially 

developed. Commercial development is defined as retail shops, banks, restaurants, gas 

stations, and other businesses that sell to the general public. 

Figure 5. Illustration of pedestrian crossing. 

Main Street Cross Street 

Crossing of 

Interest 
10 

BIKE ISI 

The Bike ISI consists of three equations. Each equation determines the safety index score for 

a single bicycle movement, either straight through, right turn, or left turn. The models are 

presented in Table 2 below. A detailed description of the variables follows the table. Figure 6 

illustrates a bicycle approach. 
11 

Table 2. Bike ISI models and variable descriptions. 

Through 

Bike ISI = 1.13 + 0.019MAINADT + 0.815MAINHISPD + 

0.650TURNVEH + 0.470(RTLANES*BL) + 

0.023(CROSSADT*NOBL) + 0.428(SIGNAL*NOBL) + 

0.200PARKING

Right Turn Bike ISI = 1.02 + 0.027MAINADT + 0.519RTCROSS + 

0.151CROSSLNS + 0.200PARKING

Left Turn 

Bike ISI = 1.100 + 0.025MAINADT + 0.836BL + 

0.485SIGNAL + 0.736(MAINHISPD*BL) + 

0.380(LTCROSS*NOBL) + 0.200PARKING

where: 

Bike ISI Safety index values (through, right, left) 

BL Bike lane presence 0 = NONE or wide 

curb lane (WCL) 

1 = bike lane (BL) or 

bike lane crossover 

(BLX) 

CROSSADT Cross street traffic volume ADT in thousands 

CROSSLNS Number of through lanes on cross 

street 

1, 2, ... 

LTCROSS Number of traffic lanes for cyclists to 

cross to make a left turn 

0, 1, 2, ... 

MAINADT Main street traffic volume ADT in thousands 

MAINHISPD Main street speed limit ≥ 56.3 km/h 

(35 mi/h) 

0 = no 

1 = yes 

NOBL No bike lane present 0 = BL or BLX 

1 = NONE or WCL 

PARKING Onstreet parking on main street 

approach 

0 = no 

1 = yes 

RTCROSS Number of traffic lanes for cyclists to 

cross to make a right turn 

0, 1, 2, ... 

RTLANES Number of right turn traffic lanes on 

main street approach 

0, 1 

SIGNAL Traffic signal at intersection 0 = no 

1 = yes 

TURNVEH Presence of turning vehicle traffic 

across the path of through cyclists 

0 = no 

1 = yes 
12 

Figure 6. Illustration of bicycle approach. 

Variable Descriptions 

BL (Bike Lane) 

This variable is “1” if there is a bike lane on the approach (defined as BL or BLX in Figure 

7). Variable is “0” if there is no bicycle lane (“None”) or simply a wide curb lane (“WCL”). 

In some cases, there may be a paved shoulder that, while not marked for bicycles, might 

serve as a de facto bike lane. If this paved shoulder is narrow (i.e., 0.3 to 0.9 meter (m) (1 to 

3 feet (ft)), define BL as “0.” If the paved shoulder is relatively wide (i.e., 1.2 m (4 ft) or 

greater), define BL as “1.” Cross Street 

Main Street 

Approach of Interest
13 

a. None—No specific bicycle facility b. WCL—wide curb lane 

c. BL—bike lane d. BLX—bike lane crossover 

Figure 7. Bicycle facility types. 

CROSSADT (Cross Street ADT) 

This variable is the average daily traffic volume (in thousands) of the street intersecting the 

approach leg of interest. This is the total traffic in both directions. 

CROSSLNS (Cross Street Through Lanes) 

This variable is the number of through lanes on the street intersecting the approach leg of 

interest. 

LTCROSS (Lanes to Cross for Left Turn) 

This variable is the number of traffic lanes that a bicyclist on the approach of interest must 

cross and/or enter to make a left turn at the intersection. This variable assumes that the 

bicyclist is riding in a bike lane (either right-side or left-side bike lane) or on the right-hand 

side of the road if no bike lane is present. If this variable is not applicable (e.g., no left turn 

possible or permitted), the value of RTCROSS would be zero. See Figure 8 for example 

illustrations. 

<4.3 m (14 ft)

≥4.3 m (14 ft)
14 

LTCROSS = 1 

a. A bicyclist* in the bike lane will need to 

enter only one lane to make a left turn. 

LTCROSS = 1 

b. A bicyclist* (assumed to be riding on the 

right hand side of the road) must enter 

only one lane to make a left turn. 

LTCROSS = 2 

c. A bicyclist* in the bike lane will need to 

cross one lane and enter one lane 

(total of two) to make a left turn. 

LTCROSS = 3 

d. A bicyclist* (assumed riding in the bike 

lane) will need to cross two lanes and enter 

one lane (total of three) to make a left turn. 

* Bicyclist approaches the intersection from the bottom leg in these examples. 

Figure 8. Examples of LTCROSS values. 
15 

MAINADT (Main Street ADT) 

This variable is the ADT volume (in thousands) of the approach leg of interest. This is the 

total traffic in both directions. 

MAINHISPD (Main Street Speed Limit Over 35) 

This variable is “1” if the speed limit of the leg of interest is 56.3 km/h (35 mi/h) or higher. 

NOBL (No Bike Lane) 

This variable is “1” if there is no bike lane on the approach (defined as “None” or “WCL” in 

Figure 7 above). Variable is “0” if there is a bicycle lane (“BL” or “BLX”). 

PARKING (Onstreet Parking) 

This variable is “1” if there is onstreet parking on the approach of interest. 

RTCROSS (Lanes to Cross for Right Turn) 

This variable is the number of traffic lanes that a bicyclist on the approach of interest must 

cross to make a right turn at the intersection. This variable assumes that the bicyclist is riding 

in a bike lane (either right-side or left-side bike lane) or on the right-hand side of the road if 

no bike lane is present. Under these assumptions, the value of RTCROSS will typically be 

zero. If the bike lane is a bike lane crossover (BLX in Figure 7 above), it is assumed that the 

bicyclist (knowing that the bicyclist was going to make a right turn), left the bike lane and 

held to the right shoulder of the road. In this case, the value of RTCROSS would be zero. If 

this variable is not applicable (e.g., no right turn possible or permitted), the value of 

RTCROSS would be zero. See Figure 9 for example illustrations. 
16 

RTCROSS = 0 

a. A bicyclist* (assumed to be riding on the right 

hand side of the road) will not need to cross or 

enter any lanes to make a right turn.

RTCROSS = 0 

b. A bicyclist* (assumed to have left the bike 

lane and held to the right shoulder) will not 

need to cross or enter any lanes to 

make a right turn.

RTCROSS = 3 

c. A bicyclist* (assumed to be riding in the left-side bike lane) will need to cross 

two lanes and enter one lane (total of three) to make a right turn. 

* Bicyclist approaches the intersection from the bottom leg in these examples.

Figure 9. Examples of RTCROSS values. 
17 

RTLANES (Right-Turn Lanes) 

This variable is the number of exclusive right-turn traffic lanes on the leg of interest. 

SIGNAL (Signalized Intersection) 

This variable is “1” if the intersection is controlled by a traffic signal. 

TURNVEH (Turning Vehicles) 

This variable is “1” if it would be reasonable to assume that the path taken by through 

cyclists at the intersection is regularly crossed by vehicles turning right from the main 

approach to the cross street. A lack of turning traffic would occur with a bike lane crossover, 

since turning motorists would have merged over already. It could also occur with one-way 

cross streets, if the one-way flow prevents motorists from turning in front of through 

bicyclists. See Figure 10 for example illustrations. 
18 

TURNVEH = 1 

a. The path of through bicyclists can be 

intersected by vehicles turning right from 

the main approach onto the cross street.

TURNVEH = 0 

b. The path of through bicyclists will not be 

intersected by vehicles turning right from the 

main approach onto the cross street 

(cross street is one-way to the left).

TURNVEH = 0 

c. The path of through bicyclists (assumed to be in the bike lane when they reach the intersection) 

will not be intersected by vehicles turning right from the main approach onto the cross street. 

* Bicyclists approach the intersection from the bottom leg in these examples. 

Figure 10. Examples of TURNVEH values. 
19 

CHAPTER 4. EXAMPLES OF PED ISI AND BIKE ISI APPLICATION 

The following section provides several examples which illustrate how to apply Ped ISI and 

Bike ISI at various sites. Each example has several site photos and a list of intersection 

characteristics. The example calculation of the safety index value is done with the 

spreadsheet calculators that accompany the User Guide. An example of using the quick 

reference tables is performed with the pedestrian example 1 and bicycle example 1. 
20 

PEDESTRIAN EXAMPLE 

The example for Ped ISI is a four-leg, signalized intersection in a mostly residential area. The 

crossing of interest is on the southwest leg. Figure 11, Figure 12, and Figure 13 show 

onstreet and overhead photos of the site, with the crossing of interest pointed out with a white 

arrow. 

Figure 11. Crosswalk view of pedestrian 

example intersection. 

Figure 12. Diagonal view of pedestrian 

example intersection. 

Figure 13. Overhead view of pedestrian example intersection 

(image courtesy of the United States Geological Survey). 
21 

This crossing location has the following characteristics: 

• Signalized intersection. 

• Four through lanes on the main road (two in each direction). 

• Eighty-fifth percentile speed on the main road is 67.6 km/h (42 mi/h). 

• Main road ADT is 22,000 vehicles per day. 

• Surrounding area is residential. 

Once these characteristics are entered into the spreadsheet calculator, the resulting Ped ISI 

value is 2.7 (Figure 14). 

Figure 14. Spreadsheet calculation of Ped ISI value. 

Using the Ped ISI model equation, the calculation is as follows: 

Ped ISI = 2.372−1.867SIGNAL−1.807STOP + 0.335THRULNS + 0.018SPEED + 

0.006(MAINADT*SIGNAL) = 0.238COMM 

Ped ISI = 2.372−1.867*1−1.807*0 + 0.335*4 + 0.018*42 + 0.006(22*1) = 0.238*0 

Ped ISI = 2.7 

Notice that the ADT value must be entered in thousands (i.e., 22 instead of 22,000) for 

the equation. The spreadsheet calculator allows the user to enter the ADT as a whole 

value.
22 

Another way to determine the Ped ISI value is to go directly to the quick reference tables of 

Ped ISI values in Appendix B. These tables are provided for various combinations of traffic 

control and area type. For the example above, Table 9 in Appendix B corresponds to a 

signalized crossing in a noncommercial area (Figure 15). Going into that table with 4 through 

lanes, 85th percentile speed of 67.6 km/h (42 mi/h) (use the column of the nearest value, i.e., 

64.4 km/h (40 mi/h)), and 22,000 ADT (use the row with 20,000 ADT), the Ped ISI value is 

2.7. 

25 30 35 40 45 25 30 35 40 45 25 30 35 40 45 25 30 35 40 45

1000 1.3 1.4 1.5 1.6 1.7 1.6 1.7 1.8 1.9 2.0 2.0 2.1 2.1 2.2 2.3 2.3 2.4 2.5 2.6 2.7

5000 1.3 1.4 1.5 1.6 1.7 1.7 1.7 1.8 1.9 2.0 2.0 2.1 2.2 2.3 2.4 2.3 2.4 2.5 2.6 2.7

10000 1.4 1.4 1.5 1.6 1.7 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.4 2.4 2.4 2.5 2.6 2.7

15000 1.4 1.5 1.6 1.7 1.7 1.7 1.8 1.9 2.0 2.1 2.1 2.1 2.2 2.3 2.4 2.4 2.5 2.6 2.7 2.7

20000 1.4 1.5 1.6 1.7 1.8 1.7 1.8 1.9 2.0 2.1 2.1 2.2 2.3 2.4 2.4 2.4 2.5 2.6 2.7 2.8

25000 1.4 1.5 1.6 1.7 1.8 1.8 1.9 2.0 2.0 2.1 2.1 2.2 2.3 2.4 2.5 2.4 2.5 2.6 2.7 2.8

30000 1.5 1.6 1.7 1.7 1.8 1.8 1.9 2.0 2.1 2.2 2.1 2.2 2.3 2.4 2.5 2.5 2.6 2.7 2.7 2.8

35000 1.5 1.6 1.7 1.8 1.9 1.8 1.9 2.0 2.1 2.2 2.2 2.3 2.4 2.4 2.5 2.5 2.6 2.7 2.8 2.9

40000 1.5 1.6 1.7 1.8 1.9 1.9 2.0 2.0 2.1 2.2 2.2 2.3 2.4 2.5 2.6 2.5 2.6 2.7 2.8 2.9

45000 1.6 1.7 1.7 1.8 1.9 1.9 2.0 2.1 2.2 2.3 2.2 2.3 2.4 2.5 2.6 2.6 2.7 2.7 2.8 2.9

50000 1.6 1.7 1.8 1.9 2.0 1.9 2.0 2.1 2.2 2.3 2.3 2.4 2.4 2.5 2.6 2.6 2.7 2.8 2.9 3.0

2 Through Lanes 3 Through Lanes 4 Through Lanes

Main Rd Speed

ADT

Main Rd Thru Lns 1 Through Lane

1 mi/h = 1.6 km/h 

Figure 15. Quick reference table—pedestrian 

(signalized and noncommercial area). 
23 

BICYCLE EXAMPLE 1 

Example 1 for Bike ISI is the westbound approach of a four-leg, signalized intersection. 

Figure 16, Figure 17, and Figure 18 show onstreet and overhead photos of the approach of 

interest (indicated by arrow). 

Figure 16. Street view of bicycle example 1. Figure 17. Street view of bicycle example 1. 

Figure 18. Overhead photo of bicycle example 1 (image courtesy of the 

United States Geological Survey). 
24 

This approach has the following characteristics: 

• Signalized intersection. 

• Speed limit of 56.3 km/h (35 mi/h) on the main road. 

• One exclusive right-turn lane and one exclusive left-turn lane on the approach. 

• No bicycle facility on the approach. 

• No onstreet parking on the approach. 

• Main road ADT is 17,000 vehicles per day. 

• Cross street ADT is 28,000 vehicles per day. 

• Four through lanes on the cross street. 

Once these characteristics are entered into the spreadsheet calculator, the resulting Bike ISI 

values are 4.0 for through movement, 2.1 for right turns, and 3.2 for left turns (Figure 19). 
25 

1 mi/h = 1.6 km/h 

Figure 19. Spreadsheet calculation of safety index values for bicycle example 1. 
26 

Using the Bike ISI model equations, the calculations are as shown in Table 3: 

Table 3. Bike ISI model equations. 

Through 

Bike ISI = 1.13 + 0.019MAINADT + 0.815MAINHISPD + 

0.650TURNVEH + 0.470(RTLANES*BL) + 

0.023(CROSSADT*NOBL) + 0.428(SIGNAL*NOBL) + 

0.200PARKING 

Bike ISI = 1.13 + 0.019*17 + 0.815*1 + 0.650*1 + 0.470(1*0) + 

0.023(28*1) + 0.428(1*1) + 0.200*0 

Bike ISI = 4.0 

Right Turn 

Bike ISI = 1.02 + 0.027MAINADT + 0.519RTCROSS + 

0.151CROSSLNS + 0.200PARKING 

Bike ISI = 1.02 + 0.027*17 + 0.519*0 + 0.151*4 + 0.200*0 

Bike ISI = 2.1

Left Turn 

Bike ISI = 1.100 + 0.025MAINADT + 0.836BL + 

0.485SIGNAL + 0.736(MAINHISPD*BL) + 

0.380(LTCROSS*NOBL) + 0.200PARKING 

Bike ISI = 1.100 + 0.025*17 + 0.836*0 + 0.485*1 + 0.736(1*0) 

+ 0.380(3*1) + 0.200*0 

Bike ISI = 3.2 
27 

Using the quick reference tables for bicycle example 1, the following results are found: 

“Through” safety index value

Since there are four “through” bicycle tables (Tables 14, 15, 16, and 17 in Appendix B), it is 

necessary to start with Table 15 for “Signalized Intersection” and “No Bike Lane” (shown 

here in Figure 20, full-size table available in Appendix B). Across the top of the table, the 

user would select the column for “35 mph or more,” “No parking,” “1 Right-Turn Lane,” and 

“Yes” for potential turning vehicles. Down the side of the table, it is necessary to interpolate 

the Main and Cross ADT values. The table shows that the through safety index value will lie 

between 3.7/3.9 and 3.9/4.1 (the exact calculation performed in Figure 19 above shows that 

the actual value is 4.0).

Yes No Yes No Yes No Yes No Yes No Yes No Yes No Yes No

Main

ADT

Cross

ADT

1000 3.3 2.6 3.3 2.6 3.1 2.4 3.1 2.4 2.5 1.8 2.5 1.8 2.3 1.6 2.3 1.6

5000 3.4 2.7 3.4 2.7 3.2 2.5 3.2 2.5 2.5 1.9 2.5 1.9 2.3 1.7 2.3 1.7

10000 3.5 2.8 3.5 2.8 3.3 2.6 3.3 2.6 2.7 2.0 2.7 2.0 2.5 1.8 2.5 1.8

20000 3.7 3.1 3.7 3.1 3.5 2.9 3.5 2.9 2.9 2.2 2.9 2.2 2.7 2.0 2.7 2.0

30000 3.9 3.3 3.9 3.3 3.7 3.1 3.7 3.1 3.1 2.5 3.1 2.5 2.9 2.3 2.9 2.3

40000 4.2 3.5 4.2 3.5 4.0 3.3 4.0 3.3 3.3 2.7 3.3 2.7 3.1 2.5 3.1 2.5

1000 3.3 2.7 3.3 2.7 3.1 2.5 3.1 2.5 2.5 1.9 2.5 1.9 2.3 1.7 2.3 1.7

5000 3.4 2.8 3.4 2.8 3.2 2.6 3.2 2.6 2.6 2.0 2.6 2.0 2.4 1.8 2.4 1.8

10000 3.5 2.9 3.5 2.9 3.3 2.7 3.3 2.7 2.7 2.1 2.7 2.1 2.5 1.9 2.5 1.9

20000 3.8 3.1 3.8 3.1 3.6 2.9 3.6 2.9 3.0 2.3 3.0 2.3 2.8 2.1 2.8 2.1

30000 4.0 3.4 4.0 3.4 3.8 3.2 3.8 3.2 3.2 2.5 3.2 2.5 3.0 2.3 3.0 2.3

40000 4.2 3.6 4.2 3.6 4.0 3.4 4.0 3.4 3.4 2.8 3.4 2.8 3.2 2.6 3.2 2.6

1000 3.4 2.8 3.4 2.8 3.2 2.6 3.2 2.6 2.6 2.0 2.6 2.0 2.4 1.8 2.4 1.8

5000 3.5 2.9 3.5 2.9 3.3 2.7 3.3 2.7 2.7 2.1 2.7 2.1 2.5 1.9 2.5 1.9

10000 3.6 3.0 3.6 3.0 3.4 2.8 3.4 2.8 2.8 2.2 2.8 2.2 2.6 2.0 2.6 2.0

20000 3.9 3.2 3.9 3.2 3.7 3.0 3.7 3.0 3.1 2.4 3.1 2.4 2.9 2.2 2.9 2.2

30000 4.1 3.5 4.1 3.5 3.9 3.3 3.9 3.3 3.3 2.6 3.3 2.6 3.1 2.4 3.1 2.4

40000 4.3 3.7 4.3 3.7 4.1 3.5 4.1 3.5 3.5 2.9 3.5 2.9 3.3 2.7 3.3 2.7

1000 3.6 3.0 3.6 3.0 3.4 2.8 3.4 2.8 2.8 2.2 2.8 2.2 2.6 2.0 2.6 2.0

5000 3.7 3.1 3.7 3.1 3.5 2.9 3.5 2.9 2.9 2.3 2.9 2.3 2.7 2.1 2.7 2.1

10000 3.8 3.2 3.8 3.2 3.6 3.0 3.6 3.0 3.0 2.4 3.0 2.4 2.8 2.2 2.8 2.2

20000 4.1 3.4 4.1 3.4 3.9 3.2 3.9 3.2 3.2 2.6 3.2 2.6 3.0 2.4 3.0 2.4

30000 4.3 3.6 4.3 3.6 4.1 3.4 4.1 3.4 3.5 2.8 3.5 2.8 3.3 2.6 3.3 2.6

40000 4.5 3.9 4.5 3.9 4.3 3.7 4.3 3.7 3.7 3.1 3.7 3.1 3.5 2.9 3.5 2.9

1000 3.8 3.2 3.8 3.2 3.6 3.0 3.6 3.0 3.0 2.4 3.0 2.4 2.8 2.2 2.8 2.2

5000 3.9 3.3 3.9 3.3 3.7 3.1 3.7 3.1 3.1 2.4 3.1 2.4 2.9 2.2 2.9 2.2

10000 4.0 3.4 4.0 3.4 3.8 3.2 3.8 3.2 3.2 2.6 3.2 2.6 3.0 2.4 3.0 2.4

20000 4.3 3.6 4.3 3.6 4.1 3.4 4.1 3.4 3.4 2.8 3.4 2.8 3.2 2.6 3.2 2.6

30000 4.5 3.8 4.5 3.8 4.3 3.6 4.3 3.6 3.7 3.0 3.7 3.0 3.5 2.8 3.5 2.8

40000 4.7 4.1 4.7 4.1 4.5 3.9 4.5 3.9 3.9 3.2 3.9 3.2 3.7 3.0 3.7 3.0

1000 4.0 3.4 4.0 3.4 3.8 3.2 3.8 3.2 3.2 2.5 3.2 2.5 3.0 2.3 3.0 2.3

5000 4.1 3.4 4.1 3.4 3.9 3.2 3.9 3.2 3.3 2.6 3.3 2.6 3.1 2.4 3.1 2.4

10000 4.2 3.6 4.2 3.6 4.0 3.4 4.0 3.4 3.4 2.7 3.4 2.7 3.2 2.5 3.2 2.5

20000 4.4 3.8 4.4 3.8 4.2 3.6 4.2 3.6 3.6 3.0 3.6 3.0 3.4 2.8 3.4 2.8

30000 4.7 4.0 4.7 4.0 4.5 3.8 4.5 3.8 3.9 3.2 3.9 3.2 3.7 3.0 3.7 3.0

40000 4.9 4.3 4.9 4.3 4.7 4.1 4.7 4.1 4.1 3.4 4.1 3.4 3.9 3.2 3.9 3.2

1000 4.2 3.5 4.2 3.5 4.0 3.3 4.0 3.3 3.4 2.7 3.4 2.7 3.2 2.5 3.2 2.5

5000 4.3 3.6 4.3 3.6 4.1 3.4 4.1 3.4 3.5 2.8 3.5 2.8 3.3 2.6 3.3 2.6

10000 4.4 3.8 4.4 3.8 4.2 3.6 4.2 3.6 3.6 2.9 3.6 2.9 3.4 2.7 3.4 2.7

20000 4.6 4.0 4.6 4.0 4.4 3.8 4.4 3.8 3.8 3.2 3.8 3.2 3.6 3.0 3.6 3.0

30000 4.9 4.2 4.9 4.2 4.7 4.0 4.7 4.0 4.0 3.4 4.0 3.4 3.8 3.2 3.8 3.2

40000 5.1 4.4 5.1 4.4 4.9 4.2 4.9 4.2 4.3 3.6 4.3 3.6 4.1 3.4 4.1 3.4

50000

1000

5000

10000

20000

30000

40000

No RT Lane 1 RT Lane No RT Lane 1 RT Lane

35 mph or more Less than 35 mph

Turning Vehicle

RT Lanes

Parking

Main Rd Spd Lmt

Yes No Yes No

No RT Lane 1 RT Lane No RT Lane 1 RT Lane

1 mi/h = 1.6 km/h 

Figure 20. Quick reference table—bicycle through 

(signalized with no bike lane). 
28 

“Right turn” safety index value

There is only one table for right turn safety index values, Table 18, (shown here in Figure 21, 

full-size table available in Appendix B). Across the top of the table, the user would select the 

column for “4 Cross Street Through Lanes,” “No” onstreet parking, and “0” RT Cross Lanes 

(lanes to cross to make a right turn). Down the side of the table, it is necessary to interpolate 

the Main ADT values. The table shows that the through safety index value will lie between 

1.9 and 2.2 (the exact calculation performed in Figure 19 above shows that the actual value is 

2.1).

0101010 1 0101

1000 1.4 1.9 1.2 1.7 1.5 2.1 1.3 1.9 1.9 2.4 1.7 2.2

5000 1.5 2.0 1.3 1.8 1.7 2.2 1.5 2.0 2.0 2.5 1.8 2.3

10000 1.6 2.2 1.4 2.0 1.8 2.3 1.6 2.1 2.1 2.6 1.9 2.4

20000 1.9 2.4 1.7 2.2 2.1 2.6 1.9 2.4 2.4 2.9 2.2 2.7

30000 2.2 2.7 2.0 2.5 2.3 2.9 2.1 2.7 2.6 3.2 2.4 3.0

40000 2.5 3.0 2.3 2.8 2.6 3.1 2.4 2.9 2.9 3.4 2.7 3.2

50000 2.7 3.2 2.5 3.0 2.9 3.4 2.7 3.2 3.2 3.7 3.0 3.5

Cross Lanes

Main ADT

Parking

RT Cross Lns

2 Cross Street Through Lanes 4 Cross Street Through Lanes

Yes No Yes No Yes No

1 Cross Street Through Lane

Figure 21. Quick reference table—bicycle right turn. 

“Left turn” safety index value

Since there are four “left turn” bicycle tables (Tables 19, 20, 21, and 22 in Appendix B), it is 

necessary to start with Table 20 for “Signalized Intersection” and “No Bike Lane” (shown 

here in Figure 22, full-size table available in Appendix B). Across the top of the table, the 

user would select the column for “35 mph or more,” “3” LT Cross lanes (lanes to cross to 

make a left turn), and “No” onstreet parking. Down the side of the table, it is necessary to 

interpolate the Main ADT values. The table shows that the through safety index value will lie 

between 3.0 and 3.2 (the exact calculation performed in Figure 19 above shows that the 

actual value is 3.2).

Yes No Yes No Yes No Yes No Yes No Yes No

1000 2.2 2.0 2.6 2.4 3.0 2.8 2.2 2.0 2.6 2.4 3.0 2.8

5000 2.3 2.1 2.7 2.5 3.1 2.9 2.3 2.1 2.7 2.5 3.1 2.9

10000 2.4 2.2 2.8 2.6 3.2 3.0 2.4 2.2 2.8 2.6 3.2 3.0

20000 2.7 2.5 3.0 2.8 3.4 3.2 2.7 2.5 3.0 2.8 3.4 3.2

30000 2.9 2.7 3.3 3.1 3.7 3.5 2.9 2.7 3.3 3.1 3.7 3.5

40000 3.2 3.0 3.5 3.3 3.9 3.7 3.2 3.0 3.5 3.3 3.9 3.7

50000 3.4 3.2 3.8 3.6 4.2 4.0 3.4 3.2 3.8 3.6 4.2 4.0

Parking

ADT

Main Street Spd Lmt

LT Cross Lns

35 mph or more Less than 35 mph

1231 2 3

1 mi/h = 1.6 km/h 

Figure 22. Quick reference table—bicycle left turn 

(signalized with no bike lane). 
29 

BICYCLE EXAMPLE 2 

Example 2 for Bike ISI is the westbound approach of a three-leg, signalized intersection. 

Figure 23, Figure 24, and Figure 25 show onstreet and overhead photos of the approach of 

interest (indicated by arrow). 

Figure 23. Street view of bicycle example 2. Figure 24. Street view of bicycle example 2. 

Figure 25. Overhead view of bicycle example 2 (image courtesy of the 

United States Geological Survey). 
30 

This approach has the following characteristics: 

• Signalized intersection. 

• T-intersection (no right turn possible on approach of interest). 

• Speed limit of 48.3 km/h (30 mi/h) on the main road. 

• One exclusive left-turn lane on the approach. 

• Bicycle lane on the approach. 

• No onstreet parking on the approach. 

• Main road ADT is 10,000 vehicles per day. 

• Cross street ADT is 6,000 vehicles per day. 

• Two through lanes on the cross street. 

Once these characteristics are entered into the spreadsheet calculator, the resulting Bike ISI 

values are 1.3 for through movements, 1.6 for right turns, and 2.7 for left turns (Figure 26). 

These values can also be obtained from Tables 14, 18, and 19 in Appendix B.
31 

1 mi/h = 1.6 km/h 

Figure 26. Spreadsheet calculation of bike ISI values for bicycle example 2. 
32 

BICYCLE EXAMPLE 3 

Example 3 for Bike ISI is the westbound approach of a four-leg, signalized intersection. 

Figure 27, Figure 28, and Figure 29 show onstreet and overhead photos of the approach of 

interest (indicated by arrow). 

Figure 27. Street view of bicycle example 3. Figure 28. Street view of bicycle example 3. 

Figure 29. Overhead view of bicycle example 3 (image courtesy of the 

United States Geological Survey). 
33 

This approach has the following characteristics: 

• Signalized intersection. 

• Speed limit of 56.3 km/h (35 mi/h) on the main road. 

• One exclusive left-turn lane on the approach. 

• No bicycle facility on the approach. 

• Onstreet parking on the approach. 

• Main road ADT is 17,000 vehicles per day. 

• Cross street ADT is 18,000 vehicles per day. 

• Four through lanes on the cross street. 

Once these characteristics are entered into the spreadsheet calculator, the resulting Bike ISI 

values are 4.0 for through movements, 2.3 for right turns, and 3.4 for left turns (Figure 30). 

These values can also be obtained from Tables 15,18, and 20 in Appendix B. 
34 

Figure 30. Spreadsheet calculation of bike ISI values for bicycle example 3. 
35 

CHAPTER 5. Q & A ON MODEL APPLICATION 

Q: Is there a specific safety index value at which safety improvements would be 

recommended at a site? 

A: No, the purpose of this tool is not to dictate specific safety index values to serve as 

“warrants” for safety treatments. Rather, the purpose is to assign safety index values to 

crossings and bicycle approaches with the goal of providing the practitioner with the means 

to prioritize these sites for the purpose of further safety evaluation. For example, a 

practitioner may have 30 crossings in his or her jurisdiction to evaluate with respect to 

pedestrian safety. The practitioner would use Ped ISI to assign safety index values to each of 

the 30 crossings. The crossings with the highest values would be the first crossings where the 

practitioner should conduct indepth evaluations to determine if pedestrian safety problems 

exist at those sites. Such an evaluation may include an investigation into the crash history of 

the site, which may lead to countermeasure recommendations from other resources such as 

PEDSAFE. Other evaluations may include pedestrian counts and behavior studies or 

pedestrian conflict analysis. 

Q: Can the Ped ISI or Bike ISI values from each leg be combined to produce a safety 

index value for the whole intersection? 

A: If the user wishes to produce a safety index value for an entire intersection, the suggested 

method is to average the index values from all legs. However, caution should be used in this 

approach. Some intersections may have one leg that is high priority for safety evaluation 

(high index value) and three legs that are low priority (low index values). If the leg safety 

index values are averaged at this intersection, the result will be a low intersection safety 

index, and the high priority of the one leg may go unnoticed. 

Q: Do all three Bike ISI values (through, right, and left) need to be calculated each 

time? 

A: If bicyclist traffic is expected to perform all three maneuvers at the intersection, it is 

advisable to evaluate the safety of all maneuvers—through, right, and left. 

Q: Are Ped ISI and Bike ISI to be used only at four-leg intersections or can they be 

used for intersections with three, five, and six legs? 

A: Ped ISI and Bike ISI were developed using three-leg and four-leg intersections. Since the 

models produce safety index values for individual legs instead of an entire intersection, it is 

possible to use Ped ISI and Bike ISI at intersections with five and six legs. Many of the 

factors that affect pedestrian or bicyclist safety at four-legged intersections would affect 

safety similarly at five-leg or six-leg intersections. However, safety index values produced 

for five-leg or six-leg intersections should be used only with the understanding that the 

models were not developed using intersections of that type. 
36 

Q: Can Ped ISI and Bike ISI be used to prioritize midblock crossings? 

A: No, Ped ISI and Bike ISI were developed for intersections only. 

Q: Can Ped ISI and Bike ISI be used to prioritize legs of a roundabout? 

A: No, Ped ISI and Bike ISI were developed for signalized or stop-controlled intersections 

only. 
37 

CHAPTER 6. COUNTERMEASURE SELECTION 

Once pedestrian crossings and bicycle approaches to intersections have been prioritized for 

indepth safety evaluation using Ped ISI and Bike ISI, the practitioner will have many options 

for evaluation, analysis, and treatment. The authors recommend PEDSAFE and BIKESAFE 

as excellent tools to assist in the selection of appropriate countermeasures. PEDSAFE is 

available from FHWA.(3) The online version can be accessed at 

www.walkinginfo.org/pedsafe. BIKESAFE is also available from FHWA.(4) The online 

version can be accessed at www.bicyclinginfo.org/bikesafe. 

PEDSAFE and BIKESAFE are designed to recommend treatments for specific safety 

problems. To make full use of the information provided in these tools, the practitioner will 

need to gather knowledge of the most common safety problems at each site to be addressed. 

Examining the types of crashes that occur at the site or analyzing behavior of pedestrians, 

bicyclists, and motorists at the site can provide knowledge of safety problems. 

PEDSAFE 

The PEDSAFE guide provides details on 49 different types of safety treatments which can be 

used to improve pedestrian safety and/or mobility. It also includes information on the specific 

types of countermeasures which may be appropriate for addressing such objectives as the 

following: 

• Reducing speed of motor vehicles. 

• Improving sight distance and visibility for motorists and pedestrians. 

• Reducing volume of motor vehicles. 

• Reducing pedestrian exposure to traffic (e.g., reducing crossing distance). 

• Improve compliance with traffic laws. 

• Eliminating behaviors that lead to crashes. 

A listing of pedestrian-related treatments for each of these eight performance objectives is 

given by “categories” of treatments; including pedestrian facility design, roadway design, 

intersection design, traffic calming, traffic management, and signals and signs. For example, 

to reduce the speed of motor vehicles, possible roadway design treatments include adding a 

bike lane or shoulder, road narrowing, reducing the number of lanes, driveway 

improvements, curb radius reduction, and adding a right-turn slip lane. 

The PEDSAFE guide also gives a description of 12 specific pedestrian crash types (e.g., 

dart/dash, walking along roadway, turning vehicle, multiple-threat), with corresponding 

countermeasure options for each crash type. PEDSAFE also contains writeups for 71 case 

studies of pedestrian improvements which have been implemented in the United States. Also, 

the expert system software is provided to allow a user to input the type of pedestrian safety 

problem, along with the location or roadway section characteristics, such as intersection or 

midblock, type of control devices (e.g., traffic signal, stop sign, no control), number of lanes, 
38 

and traffic volume. The software then will generate a “short list” of countermeasure options 

based on the type of pedestrian safety problem and site characteristics. 

BIKESAFE 

The BIKESAFE guide also gives similar types of information on countermeasures for bikerelated crashes. For example, countermeasure options are given for the following objectives: 

• Provide safe onstreet facilities/space for bicyclists. 

• Provide offroad paths or trails for bicyclists. 

• Provide and maintain quality surfaces for bicyclists. 

• Provide safe intersections for bicyclists. 

• Improve motorist behavior/compliance with traffic laws. 

• Improve bicyclist behavior/compliance with traffic laws. 

Potential measures to improve bike safety at intersections include curb-radii revisions, 

roundabouts, intersection markings, sight-distance improvements, turning restrictions, and 

the redesign of the bike/motor vehicle merge area. BIKESAFE also provides a matrix of 

potential bike safety treatments which correspond to 13 different types of bicycle crashes. 

The BIKESAFE guide also provides details of over 50 case studies from the United States 

and abroad related to past safety improvements. As with PEDSAFE, the BIKESAFE guide 

includes a countermeasure selection tool which allows an engineer, planner, or other safety 

professional to enter the basic crash information or performance objectives for a location or 

section along with site characteristics. The expert system software will then give a short list 

of candidate countermeasures which may be appropriate for those conditions. 
39 

APPENDIX A. DATA COLLECTION FORMS 
40 

Table 5. Pedestrian safety index—example data collection sheet. 

 Crosswalk 1 Crosswalk 2 Crosswalk 3 

Name of crosswalk

SIGNAL Signalized (1=yes, 0=no) STOP Stop Controlled (1=yes, 0=no) THRULNS Number of Through Lanes on Main St SPEED 85th Percentile Speed on Main St MAINADT Main Street ADT COMM Commercial Area (1=yes, 0=no) Sketch of intersection (show all lanes and pavement markings; use back of sheet if necessary): 
41 

Table 6. Bicycle safety index—example data collection sheet. 

 Approach 1 Approach 2 Approach 3 

 Name of approach leg MAINADT Main Street ADT MAINHISPD Main street speed limit = 35 mph (1=yes, 

0=no) 

TURNVEH Presence of turning vehicle traffic across the 

path of through cyclists (1=yes, 0=no) 

RTLANES Number of right turn traffic lanes on main 

street approach 

BL Bike lane present (1=yes, 0=no) CROSSADT Cross street traffic volume SIGNAL Traffic Signal at intersection (1=yes, 0=no) PARKING On street parking on main street approach 

(1=yes, 0=no) 

RTCROSS Number of traffic lanes for cyclists to cross 

to make a right turn 

CROSSLNS Number of through lanes on cross street LTCROSS Number of traffic lanes for cyclists to cross 

to make a left turn 

Sketch of intersection (show all lanes and pavement markings; use back of sheet if necessary): 

43 

APPENDIX B. QUICK REFERENCE TABLES 

The following quick reference tables provide safety index values for users of Ped ISI and 

Bike ISI. The scale for the index values is as follows: 

Table 7. Ped ISI and Bike ISI values. 

Values Defined 

1 

(safest, lowest priority for further evaluation)

2 

3 

4 

5 

6 

(least safe, highest priority for further evaluation)
44 

Table 8. Pedestrian safety index—signalized crossing in a commercial area. 

Table 9. Pedestrian safety index—signalized crossing in a noncommercial area. 

25 30 35 40 45 25 30 35 40 45 25 30 35 40 45 25 30 

1,000 1.5 1.6 1.7 1.8 1.9 1.9 2.0 2.0 2.1 2.2 2.2 2.3 2.4 2.5 2.6 2.5 2.6 5,000 1.6 1.6 1.7 1.8 1.9 1.9 2.0 2.1 2.2 2.3 2.2 2.3 2.4 2.5 2.6 2.6 2.7 

10,000 1.6 1.7 1.8 1.9 1.9 1.9 2.0 2.1 2.2 2.3 2.3 2.3 2.4 2.5 2.6 2.6 2.7 15,000 1.6 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.3 2.4 2.5 2.6 2.6 2.6 2.7 20,000 1.6 1.7 1.8 1.9 2.0 2.0 2.1 2.2 2.3 2.3 2.3 2.4 2.5 2.6 2.7 2.7 2.7 25,000 1.7 1.8 1.9 1.9 2.0 2.0 2.1 2.2 2.3 2.4 2.3 2.4 2.5 2.6 2.7 2.7 2.8 30,000 1.7 1.8 1.9 2.0 2.1 2.0 2.1 2.2 2.3 2.4 2.4 2.5 2.6 2.6 2.7 2.7 2.8 35,000 1.7 1.8 1.9 2.0 2.1 2.1 2.2 2.3 2.3 2.4 2.4 2.5 2.6 2.7 2.8 2.7 2.8 40,000 1.8 1.9 1.9 2.0 2.1 2.1 2.2 2.3 2.4 2.5 2.4 2.5 2.6 2.7 2.8 2.8 2.9 45,000 1.8 1.9 2.0 2.1 2.2 2.1 2.2 2.3 2.4 2.5 2.5 2.6 2.6 2.7 2.8 2.8 2.9 50,000 1.8 1.9 2.0 2.1 2.2 2.2 2.3 2.3 2.4 2.5 2.5 2.6 2.7 2.8 2.9 2.8 2.9 

Main Rd Thru Lns

Main Rd Speed

1 Through Lane

Main 

ADT

2 Through Lanes 3 Through Lanes 4 Thr

25 30 35 40 45 25 30 35 40 45 25 30 35 40 45 25 30 

1,000 1.3 1.4 1.5 1.6 1.7 1.6 1.7 1.8 1.9 2.0 2.0 2.1 2.1 2.2 2.3 2.3 2.4 5,000 1.3 1.4 1.5 1.6 1.7 1.7 1.7 1.8 1.9 2.0 2.0 2.1 2.2 2.3 2.4 2.3 2.4 

10,000 1.4 1.4 1.5 1.6 1.7 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.4 2.4 2.4 15,000 1.4 1.5 1.6 1.7 1.7 1.7 1.8 1.9 2.0 2.1 2.1 2.1 2.2 2.3 2.4 2.4 2.5 20,000 1.4 1.5 1.6 1.7 1.8 1.7 1.8 1.9 2.0 2.1 2.1 2.2 2.3 2.4 2.4 2.4 2.5 25,000 1.4 1.5 1.6 1.7 1.8 1.8 1.9 2.0 2.0 2.1 2.1 2.2 2.3 2.4 2.5 2.4 2.5 30,000 1.5 1.6 1.7 1.7 1.8 1.8 1.9 2.0 2.1 2.2 2.1 2.2 2.3 2.4 2.5 2.5 2.6 35,000 1.5 1.6 1.7 1.8 1.9 1.8 1.9 2.0 2.1 2.2 2.2 2.3 2.4 2.4 2.5 2.5 2.6 40,000 1.5 1.6 1.7 1.8 1.9 1.9 2.0 2.0 2.1 2.2 2.2 2.3 2.4 2.5 2.6 2.5 2.6 45,000 1.6 1.7 1.7 1.8 1.9 1.9 2.0 2.1 2.2 2.3 2.2 2.3 2.4 2.5 2.6 2.6 2.7 50,000 1.6 1.7 1.8 1.9 2.0 1.9 2.0 2.1 2.2 2.3 2.3 2.4 2.4 2.5 2.6 2.6 2.7 

Main Rd Thru Lns 1 Through Lane

Main Rd Speed

Main 

ADT

2 Through Lanes 3 Through Lanes 4 Thr
45 

Table 10. Pedestrian safety index—stop-controlled crossing in a commercial area. 

Table 11. Pedestrian safety index—stop-controlled crossing in a noncommercial area. 

25 30 35 40 45 25 30 35 40 45 25 30 35 40 45 25 30 

1,000 1.6 1.7 1.8 1.9 1.9 1.9 2.0 2.1 2.2 2.3 2.3 2.3 2.4 2.5 2.6 2.6 2.7 5,000 1.6 1.7 1.8 1.9 1.9 1.9 2.0 2.1 2.2 2.3 2.3 2.3 2.4 2.5 2.6 2.6 2.7 

10,000 1.6 1.7 1.8 1.9 1.9 1.9 2.0 2.1 2.2 2.3 2.3 2.3 2.4 2.5 2.6 2.6 2.7 15,000 1.6 1.7 1.8 1.9 1.9 1.9 2.0 2.1 2.2 2.3 2.3 2.3 2.4 2.5 2.6 2.6 2.7 20,000 1.6 1.7 1.8 1.9 1.9 1.9 2.0 2.1 2.2 2.3 2.3 2.3 2.4 2.5 2.6 2.6 2.7 25,000 1.6 1.7 1.8 1.9 1.9 1.9 2.0 2.1 2.2 2.3 2.3 2.3 2.4 2.5 2.6 2.6 2.7 30,000 1.6 1.7 1.8 1.9 1.9 1.9 2.0 2.1 2.2 2.3 2.3 2.3 2.4 2.5 2.6 2.6 2.7 35,000 1.6 1.7 1.8 1.9 1.9 1.9 2.0 2.1 2.2 2.3 2.3 2.3 2.4 2.5 2.6 2.6 2.7 40,000 1.6 1.7 1.8 1.9 1.9 1.9 2.0 2.1 2.2 2.3 2.3 2.3 2.4 2.5 2.6 2.6 2.7 45,000 1.6 1.7 1.8 1.9 1.9 1.9 2.0 2.1 2.2 2.3 2.3 2.3 2.4 2.5 2.6 2.6 2.7 50,000 1.6 1.7 1.8 1.9 1.9 1.9 2.0 2.1 2.2 2.3 2.3 2.3 2.4 2.5 2.6 2.6 2.7 

1 Through Lane 2 Through Lanes 3 Through Lanes 4 Thr

Main 

ADT

Main Rd Thru Lns

Main Rd Speed

25 30 35 40 45 25 30 35 40 45 25 30 35 40 45 25 30 

1,000 1.4 1.4 1.5 1.6 1.7 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.4 2.4 2.4 5,000 1.4 1.4 1.5 1.6 1.7 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.4 2.4 2.4 

10,000 1.4 1.4 1.5 1.6 1.7 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.4 2.4 2.4 15,000 1.4 1.4 1.5 1.6 1.7 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.4 2.4 2.4 20,000 1.4 1.4 1.5 1.6 1.7 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.4 2.4 2.4 25,000 1.4 1.4 1.5 1.6 1.7 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.4 2.4 2.4 30,000 1.4 1.4 1.5 1.6 1.7 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.4 2.4 2.4 35,000 1.4 1.4 1.5 1.6 1.7 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.4 2.4 2.4 40,000 1.4 1.4 1.5 1.6 1.7 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.4 2.4 2.4 45,000 1.4 1.4 1.5 1.6 1.7 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.4 2.4 2.4 50,000 1.4 1.4 1.5 1.6 1.7 1.7 1.8 1.9 2.0 2.0 2.0 2.1 2.2 2.3 2.4 2.4 2.4 

Main Rd Thru Lns

Main Rd Speed

Main 

ADT

1 Through Lane 2 Through Lanes 3 Through Lanes 4 Thr
46 

Table 12. Pedestrian safety index—uncontrolled crossing in a commercial area. 

Table 13. Pedestrian safety index—uncontrolled crossing in a noncommercial area. 

25 30 35 40 45 25 30 35 40 45 25 30 35 40 45 25 30 

1,000 3.4 3.5 3.6 3.7 3.8 3.7 3.8 3.9 4.0 4.1 4.1 4.2 4.2 4.3 4.4 4.4 4.5 5,000 3.4 3.5 3.6 3.7 3.8 3.7 3.8 3.9 4.0 4.1 4.1 4.2 4.2 4.3 4.4 4.4 4.5 

10,000 3.4 3.5 3.6 3.7 3.8 3.7 3.8 3.9 4.0 4.1 4.1 4.2 4.2 4.3 4.4 4.4 4.5 15,000 3.4 3.5 3.6 3.7 3.8 3.7 3.8 3.9 4.0 4.1 4.1 4.2 4.2 4.3 4.4 4.4 4.5 20,000 3.4 3.5 3.6 3.7 3.8 3.7 3.8 3.9 4.0 4.1 4.1 4.2 4.2 4.3 4.4 4.4 4.5 25,000 3.4 3.5 3.6 3.7 3.8 3.7 3.8 3.9 4.0 4.1 4.1 4.2 4.2 4.3 4.4 4.4 4.5 30,000 3.4 3.5 3.6 3.7 3.8 3.7 3.8 3.9 4.0 4.1 4.1 4.2 4.2 4.3 4.4 4.4 4.5 35,000 3.4 3.5 3.6 3.7 3.8 3.7 3.8 3.9 4.0 4.1 4.1 4.2 4.2 4.3 4.4 4.4 4.5 40,000 3.4 3.5 3.6 3.7 3.8 3.7 3.8 3.9 4.0 4.1 4.1 4.2 4.2 4.3 4.4 4.4 4.5 45,000 3.4 3.5 3.6 3.7 3.8 3.7 3.8 3.9 4.0 4.1 4.1 4.2 4.2 4.3 4.4 4.4 4.5 50,000 3.4 3.5 3.6 3.7 3.8 3.7 3.8 3.9 4.0 4.1 4.1 4.2 4.2 4.3 4.4 4.4 4.5 

Main 

ADT

Main Rd Thru Lns

Main Rd Speed

1 Through Lane 2 Through Lanes 3 Through Lanes 4 Thr

25 30 35 40 45 25 30 35 40 45 25 30 35 40 45 25 30 

1,000 3.2 3.2 3.3 3.4 3.5 3.5 3.6 3.7 3.8 3.9 3.8 3.9 4.0 4.1 4.2 4.2 4.3 5,000 3.2 3.2 3.3 3.4 3.5 3.5 3.6 3.7 3.8 3.9 3.8 3.9 4.0 4.1 4.2 4.2 4.3 

10,000 3.2 3.2 3.3 3.4 3.5 3.5 3.6 3.7 3.8 3.9 3.8 3.9 4.0 4.1 4.2 4.2 4.3 15,000 3.2 3.2 3.3 3.4 3.5 3.5 3.6 3.7 3.8 3.9 3.8 3.9 4.0 4.1 4.2 4.2 4.3 20,000 3.2 3.2 3.3 3.4 3.5 3.5 3.6 3.7 3.8 3.9 3.8 3.9 4.0 4.1 4.2 4.2 4.3 25,000 3.2 3.2 3.3 3.4 3.5 3.5 3.6 3.7 3.8 3.9 3.8 3.9 4.0 4.1 4.2 4.2 4.3 30,000 3.2 3.2 3.3 3.4 3.5 3.5 3.6 3.7 3.8 3.9 3.8 3.9 4.0 4.1 4.2 4.2 4.3 35,000 3.2 3.2 3.3 3.4 3.5 3.5 3.6 3.7 3.8 3.9 3.8 3.9 4.0 4.1 4.2 4.2 4.3 40,000 3.2 3.2 3.3 3.4 3.5 3.5 3.6 3.7 3.8 3.9 3.8 3.9 4.0 4.1 4.2 4.2 4.3 45,000 3.2 3.2 3.3 3.4 3.5 3.5 3.6 3.7 3.8 3.9 3.8 3.9 4.0 4.1 4.2 4.2 4.3 50,000 3.2 3.2 3.3 3.4 3.5 3.5 3.6 3.7 3.8 3.9 3.8 3.9 4.0 4.1 4.2 4.2 4.3 

Main 

ADT

Main Rd Thru Lns

Main Rd Speed

1 Through Lane 2 Through Lanes 3 Through Lanes 4 Thr
47 

Table 14. Bicycle safety index—through movement—signalized intersection with bike la

Yes No Yes No Yes No Yes No Yes No Yes No Yes 

Main

ADT

Cross

ADT

1,000 2.0 1.3 2.5 1.8 1.8 1.1 2.3 1.6 2.8 2.2 3.3 2.6 2.6 

5,000 2.0 1.3 2.5 1.8 1.8 1.1 2.3 1.6 2.8 2.2 3.3 2.6 2.6 

10,000 2.0 1.3 2.5 1.8 1.8 1.1 2.3 1.6 2.8 2.2 3.3 2.6 2.6 20,000 2.0 1.3 2.5 1.8 1.8 1.1 2.3 1.6 2.8 2.2 3.3 2.6 2.6 30,000 2.0 1.3 2.5 1.8 1.8 1.1 2.3 1.6 2.8 2.2 3.3 2.6 2.6 40,000 2.0 1.3 2.5 1.8 1.8 1.1 2.3 1.6 2.8 2.2 3.3 2.6 2.6 

1,000 2.1 1.4 2.5 1.9 1.9 1.2 2.3 1.7 2.9 2.2 3.4 2.7 2.7 5,000 2.1 1.4 2.5 1.9 1.9 1.2 2.3 1.7 2.9 2.2 3.4 2.7 2.7 

10,000 2.1 1.4 2.5 1.9 1.9 1.2 2.3 1.7 2.9 2.2 3.4 2.7 2.7 20,000 2.1 1.4 2.5 1.9 1.9 1.2 2.3 1.7 2.9 2.2 3.4 2.7 2.7 30,000 2.1 1.4 2.5 1.9 1.9 1.2 2.3 1.7 2.9 2.2 3.4 2.7 2.7 40,000 2.1 1.4 2.5 1.9 1.9 1.2 2.3 1.7 2.9 2.2 3.4 2.7 2.7 

1,000 2.2 1.5 2.6 2.0 2.0 1.3 2.4 1.8 3.0 2.3 3.5 2.8 2.8 5,000 2.2 1.5 2.6 2.0 2.0 1.3 2.4 1.8 3.0 2.3 3.5 2.8 2.8 

10,000 2.2 1.5 2.6 2.0 2.0 1.3 2.4 1.8 3.0 2.3 3.5 2.8 2.8 20,000 2.2 1.5 2.6 2.0 2.0 1.3 2.4 1.8 3.0 2.3 3.5 2.8 2.8 30,000 2.2 1.5 2.6 2.0 2.0 1.3 2.4 1.8 3.0 2.3 3.5 2.8 2.8 40,000 2.2 1.5 2.6 2.0 2.0 1.3 2.4 1.8 3.0 2.3 3.5 2.8 2.8 

1,000 2.4 1.7 2.8 2.2 2.2 1.5 2.6 2.0 3.2 2.5 3.6 3.0 3.0 5,000 2.4 1.7 2.8 2.2 2.2 1.5 2.6 2.0 3.2 2.5 3.6 3.0 3.0 

10,000 2.4 1.7 2.8 2.2 2.2 1.5 2.6 2.0 3.2 2.5 3.6 3.0 3.0 20,000 2.4 1.7 2.8 2.2 2.2 1.5 2.6 2.0 3.2 2.5 3.6 3.0 3.0 30,000 2.4 1.7 2.8 2.2 2.2 1.5 2.6 2.0 3.2 2.5 3.6 3.0 3.0 40,000 2.4 1.7 2.8 2.2 2.2 1.5 2.6 2.0 3.2 2.5 3.6 3.0 3.0 

1,000 2.6 1.9 3.0 2.4 2.4 1.7 2.8 2.2 3.4 2.7 3.8 3.2 3.2 5,000 2.6 1.9 3.0 2.4 2.4 1.7 2.8 2.2 3.4 2.7 3.8 3.2 3.2 

10,000 2.6 1.9 3.0 2.4 2.4 1.7 2.8 2.2 3.4 2.7 3.8 3.2 3.2 20,000 2.6 1.9 3.0 2.4 2.4 1.7 2.8 2.2 3.4 2.7 3.8 3.2 3.2 30,000 2.6 1.9 3.0 2.4 2.4 1.7 2.8 2.2 3.4 2.7 3.8 3.2 3.2 40,000 2.6 1.9 3.0 2.4 2.4 1.7 2.8 2.2 3.4 2.7 3.8 3.2 3.2 

1,000 2.7 2.1 3.2 2.6 2.5 1.9 3.0 2.4 3.6 2.9 4.0 3.4 3.4 5,000 2.7 2.1 3.2 2.6 2.5 1.9 3.0 2.4 3.6 2.9 4.0 3.4 3.4 

10,000 2.7 2.1 3.2 2.6 2.5 1.9 3.0 2.4 3.6 2.9 4.0 3.4 3.4 20,000 2.7 2.1 3.2 2.6 2.5 1.9 3.0 2.4 3.6 2.9 4.0 3.4 3.4 30,000 2.7 2.1 3.2 2.6 2.5 1.9 3.0 2.4 3.6 2.9 4.0 3.4 3.4 40,000 2.7 2.1 3.2 2.6 2.5 1.9 3.0 2.4 3.6 2.9 4.0 3.4 3.4 

1,000 2.9 2.3 3.4 2.8 2.7 2.1 3.2 2.6 3.7 3.1 4.2 3.6 3.5 5,000 2.9 2.3 3.4 2.8 2.7 2.1 3.2 2.6 3.7 3.1 4.2 3.6 3.5 

10,000 2.9 2.3 3.4 2.8 2.7 2.1 3.2 2.6 3.7 3.1 4.2 3.6 3.5 20,000 2.9 2.3 3.4 2.8 2.7 2.1 3.2 2.6 3.7 3.1 4.2 3.6 3.5 30,000 2.9 2.3 3.4 2.8 2.7 2.1 3.2 2.6 3.7 3.1 4.2 3.6 3.5 40,000 2.9 2.3 3.4 2.8 2.7 2.1 3.2 2.6 3.7 3.1 4.2 3.6 3.5 

50,000

1,0005,000

10,00020,00030,00040,000

No RT Lane 1 RT Lane No 

Less than 35 mph 35 mph or mo

Turning Vehicle

RT Lanes

Parking

Main Rd Spd Lmt

Yes No Yes 

No RT Lane 1 RT Lane No RT Lane 1 RT Lane
48 

Table 15. Bicycle safety index—through movement—signalized intersection with no bike l

Yes No Yes No Yes No Yes No Yes No Yes No 

Main

ADT

Cross

ADT

1,000 2.5 1.8 2.5 1.8 2.3 1.6 2.3 1.6 3.3 2.6 3.3 2.6 

5,000 2.5 1.9 2.5 1.9 2.3 1.7 2.3 1.7 3.4 2.7 3.4 2.7 

10,000 2.7 2.0 2.7 2.0 2.5 1.8 2.5 1.8 3.5 2.8 3.5 2.8 20,000 2.9 2.2 2.9 2.2 2.7 2.0 2.7 2.0 3.7 3.1 3.7 3.1 30,000 3.1 2.5 3.1 2.5 2.9 2.3 2.9 2.3 3.9 3.3 3.9 3.3 40,000 3.3 2.7 3.3 2.7 3.1 2.5 3.1 2.5 4.2 3.5 4.2 3.5 

1,000 2.5 1.9 2.5 1.9 2.3 1.7 2.3 1.7 3.3 2.7 3.3 2.7 5,000 2.6 2.0 2.6 2.0 2.4 1.8 2.4 1.8 3.4 2.8 3.4 2.8 

10,000 2.7 2.1 2.7 2.1 2.5 1.9 2.5 1.9 3.5 2.9 3.5 2.9 20,000 3.0 2.3 3.0 2.3 2.8 2.1 2.8 2.1 3.8 3.1 3.8 3.1 30,000 3.2 2.5 3.2 2.5 3.0 2.3 3.0 2.3 4.0 3.4 4.0 3.4 40,000 3.4 2.8 3.4 2.8 3.2 2.6 3.2 2.6 4.2 3.6 4.2 3.6 

1,000 2.6 2.0 2.6 2.0 2.4 1.8 2.4 1.8 3.4 2.8 3.4 2.8 5,000 2.7 2.1 2.7 2.1 2.5 1.9 2.5 1.9 3.5 2.9 3.5 2.9 

10,000 2.8 2.2 2.8 2.2 2.6 2.0 2.6 2.0 3.6 3.0 3.6 3.0 20,000 3.1 2.4 3.1 2.4 2.9 2.2 2.9 2.2 3.9 3.2 3.9 3.2 30,000 3.3 2.6 3.3 2.6 3.1 2.4 3.1 2.4 4.1 3.5 4.1 3.5 40,000 3.5 2.9 3.5 2.9 3.3 2.7 3.3 2.7 4.3 3.7 4.3 3.7 

1,000 2.8 2.2 2.8 2.2 2.6 2.0 2.6 2.0 3.6 3.0 3.6 3.0 5,000 2.9 2.3 2.9 2.3 2.7 2.1 2.7 2.1 3.7 3.1 3.7 3.1 

10,000 3.0 2.4 3.0 2.4 2.8 2.2 2.8 2.2 3.8 3.2 3.8 3.2 20,000 3.2 2.6 3.2 2.6 3.0 2.4 3.0 2.4 4.1 3.4 4.1 3.4 30,000 3.5 2.8 3.5 2.8 3.3 2.6 3.3 2.6 4.3 3.6 4.3 3.6 40,000 3.7 3.1 3.7 3.1 3.5 2.9 3.5 2.9 4.5 3.9 4.5 3.9 

1,000 3.0 2.4 3.0 2.4 2.8 2.2 2.8 2.2 3.8 3.2 3.8 3.2 5,000 3.1 2.4 3.1 2.4 2.9 2.2 2.9 2.2 3.9 3.3 3.9 3.3 

10,000 3.2 2.6 3.2 2.6 3.0 2.4 3.0 2.4 4.0 3.4 4.0 3.4 20,000 3.4 2.8 3.4 2.8 3.2 2.6 3.2 2.6 4.3 3.6 4.3 3.6 30,000 3.7 3.0 3.7 3.0 3.5 2.8 3.5 2.8 4.5 3.8 4.5 3.8 40,000 3.9 3.2 3.9 3.2 3.7 3.0 3.7 3.0 4.7 4.1 4.7 4.1 

1,000 3.2 2.5 3.2 2.5 3.0 2.3 3.0 2.3 4.0 3.4 4.0 3.4 5,000 3.3 2.6 3.3 2.6 3.1 2.4 3.1 2.4 4.1 3.4 4.1 3.4 

10,000 3.4 2.7 3.4 2.7 3.2 2.5 3.2 2.5 4.2 3.6 4.2 3.6 20,000 3.6 3.0 3.6 3.0 3.4 2.8 3.4 2.8 4.4 3.8 4.4 3.8 30,000 3.9 3.2 3.9 3.2 3.7 3.0 3.7 3.0 4.7 4.0 4.7 4.0 40,000 4.1 3.4 4.1 3.4 3.9 3.2 3.9 3.2 4.9 4.3 4.9 4.3 

1,000 3.4 2.7 3.4 2.7 3.2 2.5 3.2 2.5 4.2 3.5 4.2 3.5 5,000 3.5 2.8 3.5 2.8 3.3 2.6 3.3 2.6 4.3 3.6 4.3 3.6 

10,000 3.6 2.9 3.6 2.9 3.4 2.7 3.4 2.7 4.4 3.8 4.4 3.8 20,000 3.8 3.2 3.8 3.2 3.6 3.0 3.6 3.0 4.6 4.0 4.6 4.0 30,000 4.0 3.4 4.0 3.4 3.8 3.2 3.8 3.2 4.9 4.2 4.9 4.2 40,000 4.3 3.6 4.3 3.6 4.1 3.4 4.1 3.4 5.1 4.4 5.1 4.4 

No RT Lane 1 RT Lane No RT Lane 1 RT Lane

Less than 35 mph 35 mph o

Turning Vehicle

RT Lanes

Parking

Main Rd Spd Lmt

Yes No Yes 

No RT Lane 1 RT Lane 

50,000

1,0005,000

10,00020,00030,00040,000
49 

Yes No Yes No Yes No Yes No Yes No Yes No 

Main

ADT

Cross

ADT

1,000 2.0 1.3 2.5 1.8 1.8 1.1 2.3 1.6 2.8 2.2 3.3 2.6 5,000 2.0 1.3 2.5 1.8 1.8 1.1 2.3 1.6 2.8 2.2 3.3 2.6 

10,000 2.0 1.3 2.5 1.8 1.8 1.1 2.3 1.6 2.8 2.2 3.3 2.6 20,000 2.0 1.3 2.5 1.8 1.8 1.1 2.3 1.6 2.8 2.2 3.3 2.6 30,000 2.0 1.3 2.5 1.8 1.8 1.1 2.3 1.6 2.8 2.2 3.3 2.6 40,000 2.0 1.3 2.5 1.8 1.8 1.1 2.3 1.6 2.8 2.2 3.3 2.6 

1,000 2.1 1.4 2.5 1.9 1.9 1.2 2.3 1.7 2.9 2.2 3.4 2.7 5,000 2.1 1.4 2.5 1.9 1.9 1.2 2.3 1.7 2.9 2.2 3.4 2.7 

10,000 2.1 1.4 2.5 1.9 1.9 1.2 2.3 1.7 2.9 2.2 3.4 2.7 20,000 2.1 1.4 2.5 1.9 1.9 1.2 2.3 1.7 2.9 2.2 3.4 2.7 30,000 2.1 1.4 2.5 1.9 1.9 1.2 2.3 1.7 2.9 2.2 3.4 2.7 40,000 2.1 1.4 2.5 1.9 1.9 1.2 2.3 1.7 2.9 2.2 3.4 2.7 

1,000 2.2 1.5 2.6 2.0 2.0 1.3 2.4 1.8 3.0 2.3 3.5 2.8 5,000 2.2 1.5 2.6 2.0 2.0 1.3 2.4 1.8 3.0 2.3 3.5 2.8 

10,000 2.2 1.5 2.6 2.0 2.0 1.3 2.4 1.8 3.0 2.3 3.5 2.8 20,000 2.2 1.5 2.6 2.0 2.0 1.3 2.4 1.8 3.0 2.3 3.5 2.8 30,000 2.2 1.5 2.6 2.0 2.0 1.3 2.4 1.8 3.0 2.3 3.5 2.8 40,000 2.2 1.5 2.6 2.0 2.0 1.3 2.4 1.8 3.0 2.3 3.5 2.8 

1,000 2.4 1.7 2.8 2.2 2.2 1.5 2.6 2.0 3.2 2.5 3.6 3.0 5,000 2.4 1.7 2.8 2.2 2.2 1.5 2.6 2.0 3.2 2.5 3.6 3.0 

10,000 2.4 1.7 2.8 2.2 2.2 1.5 2.6 2.0 3.2 2.5 3.6 3.0 20,000 2.4 1.7 2.8 2.2 2.2 1.5 2.6 2.0 3.2 2.5 3.6 3.0 30,000 2.4 1.7 2.8 2.2 2.2 1.5 2.6 2.0 3.2 2.5 3.6 3.0 40,000 2.4 1.7 2.8 2.2 2.2 1.5 2.6 2.0 3.2 2.5 3.6 3.0 

1,000 2.6 1.9 3.0 2.4 2.4 1.7 2.8 2.2 3.4 2.7 3.8 3.2 5,000 2.6 1.9 3.0 2.4 2.4 1.7 2.8 2.2 3.4 2.7 3.8 3.2 

10,000 2.6 1.9 3.0 2.4 2.4 1.7 2.8 2.2 3.4 2.7 3.8 3.2 20,000 2.6 1.9 3.0 2.4 2.4 1.7 2.8 2.2 3.4 2.7 3.8 3.2 30,000 2.6 1.9 3.0 2.4 2.4 1.7 2.8 2.2 3.4 2.7 3.8 3.2 40,000 2.6 1.9 3.0 2.4 2.4 1.7 2.8 2.2 3.4 2.7 3.8 3.2 

1,000 2.7 2.1 3.2 2.6 2.5 1.9 3.0 2.4 3.6 2.9 4.0 3.4 5,000 2.7 2.1 3.2 2.6 2.5 1.9 3.0 2.4 3.6 2.9 4.0 3.4 

10,000 2.7 2.1 3.2 2.6 2.5 1.9 3.0 2.4 3.6 2.9 4.0 3.4 20,000 2.7 2.1 3.2 2.6 2.5 1.9 3.0 2.4 3.6 2.9 4.0 3.4 30,000 2.7 2.1 3.2 2.6 2.5 1.9 3.0 2.4 3.6 2.9 4.0 3.4 40,000 2.7 2.1 3.2 2.6 2.5 1.9 3.0 2.4 3.6 2.9 4.0 3.4 

1,000 2.9 2.3 3.4 2.8 2.7 2.1 3.2 2.6 3.7 3.1 4.2 3.6 5,000 2.9 2.3 3.4 2.8 2.7 2.1 3.2 2.6 3.7 3.1 4.2 3.6 

10,000 2.9 2.3 3.4 2.8 2.7 2.1 3.2 2.6 3.7 3.1 4.2 3.6 20,000 2.9 2.3 3.4 2.8 2.7 2.1 3.2 2.6 3.7 3.1 4.2 3.6 30,000 2.9 2.3 3.4 2.8 2.7 2.1 3.2 2.6 3.7 3.1 4.2 3.6 40,000 2.9 2.3 3.4 2.8 2.7 2.1 3.2 2.6 3.7 3.1 4.2 3.6 

No RT Lane 1 RT Lane No RT Lane 1 RT Lane

Less than 35 mph 35 mph o

Turning Vehicle

RT Lanes

Parking

Main Rd Spd Lmt

Yes No Yes 

No RT Lane 1 RT Lane 

50,000

1,0005,000

10,00020,00030,00040,000

Table 16. Bicycle safety index—through movement—unsignalized intersection with bike l
50 

Yes No Yes No Yes No Yes No Yes No Yes No 

Main

ADT

Cross

ADT

1,000 2.0 1.4 2.0 1.4 1.8 1.2 1.8 1.2 2.8 2.2 2.8 2.2 

5,000 2.1 1.5 2.1 1.5 1.9 1.3 1.9 1.3 2.9 2.3 2.9 2.3 

10,000 2.2 1.6 2.2 1.6 2.0 1.4 2.0 1.4 3.0 2.4 3.0 2.4 20,000 2.5 1.8 2.5 1.8 2.3 1.6 2.3 1.6 3.3 2.6 3.3 2.6 30,000 2.7 2.0 2.7 2.0 2.5 1.8 2.5 1.8 3.5 2.9 3.5 2.9 40,000 2.9 2.3 2.9 2.3 2.7 2.1 2.7 2.1 3.7 3.1 3.7 3.1 

1,000 2.1 1.4 2.1 1.4 1.9 1.2 1.9 1.2 2.9 2.3 2.9 2.3 5,000 2.2 1.5 2.2 1.5 2.0 1.3 2.0 1.3 3.0 2.4 3.0 2.4 

10,000 2.3 1.7 2.3 1.7 2.1 1.5 2.1 1.5 3.1 2.5 3.1 2.5 20,000 2.5 1.9 2.5 1.9 2.3 1.7 2.3 1.7 3.4 2.7 3.4 2.7 30,000 2.8 2.1 2.8 2.1 2.6 1.9 2.6 1.9 3.6 2.9 3.6 2.9 40,000 3.0 2.3 3.0 2.3 2.8 2.1 2.8 2.1 3.8 3.2 3.8 3.2 

1,000 2.2 1.5 2.2 1.5 2.0 1.3 2.0 1.3 3.0 2.4 3.0 2.4 5,000 2.3 1.6 2.3 1.6 2.1 1.4 2.1 1.4 3.1 2.5 3.1 2.5 

10,000 2.4 1.8 2.4 1.8 2.2 1.6 2.2 1.6 3.2 2.6 3.2 2.6 20,000 2.6 2.0 2.6 2.0 2.4 1.8 2.4 1.8 3.4 2.8 3.4 2.8 30,000 2.9 2.2 2.9 2.2 2.7 2.0 2.7 2.0 3.7 3.0 3.7 3.0 40,000 3.1 2.4 3.1 2.4 2.9 2.2 2.9 2.2 3.9 3.3 3.9 3.3 

1,000 2.4 1.7 2.4 1.7 2.2 1.5 2.2 1.5 3.2 2.5 3.2 2.5 5,000 2.5 1.8 2.5 1.8 2.3 1.6 2.3 1.6 3.3 2.6 3.3 2.6 

10,000 2.6 1.9 2.6 1.9 2.4 1.7 2.4 1.7 3.4 2.8 3.4 2.8 20,000 2.8 2.2 2.8 2.2 2.6 2.0 2.6 2.0 3.6 3.0 3.6 3.0 30,000 3.1 2.4 3.1 2.4 2.9 2.2 2.9 2.2 3.9 3.2 3.9 3.2 40,000 3.3 2.6 3.3 2.6 3.1 2.4 3.1 2.4 4.1 3.4 4.1 3.4 

1,000 2.6 1.9 2.6 1.9 2.4 1.7 2.4 1.7 3.4 2.7 3.4 2.7 5,000 2.7 2.0 2.7 2.0 2.5 1.8 2.5 1.8 3.5 2.8 3.5 2.8 

10,000 2.8 2.1 2.8 2.1 2.6 1.9 2.6 1.9 3.6 2.9 3.6 2.9 20,000 3.0 2.4 3.0 2.4 2.8 2.2 2.8 2.2 3.8 3.2 3.8 3.2 30,000 3.2 2.6 3.2 2.6 3.0 2.4 3.0 2.4 4.1 3.4 4.1 3.4 40,000 3.5 2.8 3.5 2.8 3.3 2.6 3.3 2.6 4.3 3.6 4.3 3.6 

1,000 2.8 2.1 2.8 2.1 2.6 1.9 2.6 1.9 3.6 2.9 3.6 2.9 5,000 2.9 2.2 2.9 2.2 2.7 2.0 2.7 2.0 3.7 3.0 3.7 3.0 

10,000 3.0 2.3 3.0 2.3 2.8 2.1 2.8 2.1 3.8 3.1 3.8 3.1 20,000 3.2 2.6 3.2 2.6 3.0 2.4 3.0 2.4 4.0 3.4 4.0 3.4 30,000 3.4 2.8 3.4 2.8 3.2 2.6 3.2 2.6 4.2 3.6 4.2 3.6 40,000 3.7 3.0 3.7 3.0 3.5 2.8 3.5 2.8 4.5 3.8 4.5 3.8 

1,000 3.0 2.3 3.0 2.3 2.8 2.1 2.8 2.1 3.8 3.1 3.8 3.1 5,000 3.0 2.4 3.0 2.4 2.8 2.2 2.8 2.2 3.9 3.2 3.9 3.2 

10,000 3.2 2.5 3.2 2.5 3.0 2.3 3.0 2.3 4.0 3.3 4.0 3.3 20,000 3.4 2.7 3.4 2.7 3.2 2.5 3.2 2.5 4.2 3.6 4.2 3.6 30,000 3.6 3.0 3.6 3.0 3.4 2.8 3.4 2.8 4.4 3.8 4.4 3.8 40,000 3.9 3.2 3.9 3.2 3.7 3.0 3.7 3.0 4.7 4.0 4.7 4.0 

No RT Lane 1 RT Lane No RT Lane 1 RT Lane

Less than 35 mph 35 mph o

Turning Vehicle

RT Lanes

Parking

Main Rd Spd Lmt

Yes No Yes 

No RT Lane 1 RT Lane 

50,000

1,0005,000

10,00020,00030,00040,000

Table 17. Bicycle safety index—through movement—unsignalized intersection with no bike 
51 

0101010 1 01

1,000 1.4 1.9 1.2 1.7 1.5 2.1 1.3 1.9 1.9 2.4 5,000 1.5 2.0 1.3 1.8 1.7 2.2 1.5 2.0 2.0 2.5 

10,000 1.6 2.2 1.4 2.0 1.8 2.3 1.6 2.1 2.1 2.6 20,000 1.9 2.4 1.7 2.2 2.1 2.6 1.9 2.4 2.4 2.9 30,000 2.2 2.7 2.0 2.5 2.3 2.9 2.1 2.7 2.6 3.2 40,000 2.5 3.0 2.3 2.8 2.6 3.1 2.4 2.9 2.9 3.4 50,000 2.7 3.2 2.5 3.0 2.9 3.4 2.7 3.2 3.2 3.7 

2 Cross Street Through Lanes 4 Cross Str

Yes No Yes No Yes 

Cross Lanes 1 Cross Street Through Lane

Main ADT

Parking

RT Cross Lns

Table 18. Bicycle safety index—right-turn movement. 

Table 19. Bicycle safety index—left-turn movement—signalized intersection with bike la

Table 20. Bicycle safety index—left-turn movement—signalized intersection with no bike 

Yes No Yes No Yes No Yes No Yes N

1,000 2.6 2.4 2.6 2.4 2.6 2.4 3.4 3.2 3.4 35,000 2.7 2.5 2.7 2.5 2.7 2.5 3.5 3.3 3.5 3

10,000 2.9 2.7 2.9 2.7 2.9 2.7 3.6 3.4 3.6 320,000 3.1 2.9 3.1 2.9 3.1 2.9 3.9 3.7 3.9 330,000 3.4 3.2 3.4 3.2 3.4 3.2 4.1 3.9 4.1 340,000 3.6 3.4 3.6 3.4 3.6 3.4 4.4 4.2 4.4 450,000 3.9 3.7 3.9 3.7 3.9 3.7 4.6 4.4 4.6 4

Less than 35 mph 35 mph or m

123 12

Parking

Main ADTMain Street Spd Lmt

LT Cross Lns

Yes No Yes No Yes No Yes No Yes N

1,000 2.2 2.0 2.6 2.4 3.0 2.8 2.2 2.0 2.6 25,000 2.3 2.1 2.7 2.5 3.1 2.9 2.3 2.1 2.7 2

10,000 2.4 2.2 2.8 2.6 3.2 3.0 2.4 2.2 2.8 220,000 2.7 2.5 3.0 2.8 3.4 3.2 2.7 2.5 3.0 230,000 2.9 2.7 3.3 3.1 3.7 3.5 2.9 2.7 3.3 340,000 3.2 3.0 3.5 3.3 3.9 3.7 3.2 3.0 3.5 350,000 3.4 3.2 3.8 3.6 4.2 4.0 3.4 3.2 3.8 3

Less than 35 mph 35 mph or m

123 12

Parking

Main ADTMain Street Spd Lmt

LT Cross Lns
52 

Table 21. Bicycle safety index—left-turn movement—unsignalized intersection with bike l

Table 22. Bicycle safety index—left-turn movement—unsignalized intersection with no bike 

Yes No Yes No Yes No Yes No Yes N

1,000 2.2 2.0 2.2 2.0 2.2 2.0 2.9 2.7 2.9 25,000 2.3 2.1 2.3 2.1 2.3 2.1 3.0 2.8 3.0 2

10,000 2.4 2.2 2.4 2.2 2.4 2.2 3.1 2.9 3.1 220,000 2.6 2.4 2.6 2.4 2.6 2.4 3.4 3.2 3.4 330,000 2.9 2.7 2.9 2.7 2.9 2.7 3.6 3.4 3.6 340,000 3.1 2.9 3.1 2.9 3.1 2.9 3.9 3.7 3.9 350,000 3.4 3.2 3.4 3.2 3.4 3.2 4.1 3.9 4.1 3

Less than 35 mph 35 mph or mo

123 12

Parking

Main ADTMain Street Spd Lmt

LT Cross Lns

Yes No Yes No Yes No Yes No Yes N

1,000 1.7 1.5 2.1 1.9 2.5 2.3 1.7 1.5 2.1 15,000 1.8 1.6 2.2 2.0 2.6 2.4 1.8 1.6 2.2 2

10,000 1.9 1.7 2.3 2.1 2.7 2.5 1.9 1.7 2.3 220,000 2.2 2.0 2.6 2.4 2.9 2.7 2.2 2.0 2.6 230,000 2.4 2.2 2.8 2.6 3.2 3.0 2.4 2.2 2.8 240,000 2.7 2.5 3.1 2.9 3.4 3.2 2.7 2.5 3.1 250,000 2.9 2.7 3.3 3.1 3.7 3.5 2.9 2.7 3.3 3

Less than 35 mph 35 mph or mo

123 12

Parking

Main ADTMain Street Spd Lmt

LT Cross Lns
53 

REFERENCES 

1. National Highway Traffic Safety Administration. Traffic Safety Facts: 2004 Data. DOT 

HS 809 897. Available at www-nrd.nhtsa.dot.gov/pdf/nrd30/NCSA/RNotes/2005/809897.pdf. 

2. Carter, Daniel L., William W. Hunter, Charles V. Zegeer, J. Richard Stewart, and 

Herman F. Huang, Pedestrian and Bicyclist Intersection Safety Indices: Final Report, 

Federal Highway Administration, Washington, DC, Report FHWA-HRT-06-125, 2006. 

3. Harkey, David L. and Charles V. Zegeer. PEDSAFE: Pedestrian Safety Guide and 

Countermeasure Selection System. Report No. FHWA-SA-04-003. Federal Highway 

Administration, Washington, DC, September 2004. Available online at 

www.walkinginfo.org/pedsafe. Accessed January 2006. 

4. Hunter, William W., Libby Thomas, and Jane C. Stutts. BIKESAFE: Bicycle 

Countermeasure Selection System. Report No. FHWA-SA-05-006, Federal Highway 

Administration, Washington, DC, currently under review. Available online at 

www.bicyclinginfo.org/bikesafe. Accessed January 2006. 
Recycled

Recyclable HRDS-06/04-07(1M)E