Research, Development, and Technology

Turner-Fairbank Highway Research Center

6300 Georgetown Pike

McLean, VA 22101-2296

PUBLICATION NO. FHWA-HRT-22-071 JUNE 2022

PBCAT Pedestrian and Bicycle Crash 

Analysis Tool Version 3.0 User Guide
i 

FOREWORD

Pedestrian and bicycle safety continue to be a focus area under the Federal Highway 

Administration’s Focused Approach to Safety. Based upon the FARS and FHWA Roadway 

Departure Definition/Attributes, pedestrian and bicycle crashes consistently comprise around 20 

percent of U.S. traffic fatalities. The Pedestrian and Bicycle Crash Analysis Tool (PBCAT) is a 

long-standing resource developed by FHWA that allows users to take information from crash 

reports, categorize their non-motorist crashes, and create a data set for analysis. PBCAT version 

3 is now a web-based application with updated logic, crash typologies, and user interface. 

PBCAT is designed to help State and local transportation safety practitioners and researchers 

develop new variables to describe collisions between motorists and non-motorists on trafficway 

or non-trafficway locations. PBCAT users can apply PBCAT crash types and contextual factors 

to help identify preventable crash scenarios and make informed selections of a variety of 

strategies and solutions to improve non-motorist safety. The data can be used to help improve the 

infrastructure, vehicle and interactive technologies, behaviors, and policies to reduce nonmotorist crashes and injuries.

This document serves as a user guide to the assist state and local safety professionals applying 

PBCAT version 3 to their crash reports. This document also presents the modernized crashtyping framework, which is significantly different from former versions of PBCAT. 

Additionally, this document presents expanded typologies that enable typing crashes involving 

new and different types of non-motorists, such as persons on motorized personal conveyances or 

persons on non-motorized personal conveyances, as well as crashes involving cyclists and 

pedestrians.

Brian P. Cronin, P.E. 

Director, Office of Safety and 

Operations Research and

Development 

Notice

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

(USDOT) in the interest of information exchange. The U.S. Government assumes no liability for 

the 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 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. 
ii

Recommended citation: Federal Highway Administration, PBCAT Pedestrian and Bicycle Crash 

Analysis Tool Version 3.0 User Guide (Washington, DC: 2022) 

https://doi.org/10.21949/1521874 
iii

TECHNICAL REPORT DOCUMENTATION PAGE

1. Report No. 

FHWA-HRT-22-071

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

4. Title and Subtitle

PBCAT Pedestrian and Bicycle Crash Analysis Tool Version 3.0 

User Guide

5. Report Date

June 2022

6. Performing Organization Code:

 

7. Author(s)

Libby Thomas (0000-0002-7557-7272), Daniel Levitt, Mike 

Vann, Kristin Blank (0000-0001-5065-1600), Krista Nordback

(0000-0001-7967-1998), and Alyson West

8. Performing Organization Report No.

9. Performing Organization Name and Address 

University of North Carolina Highway Safety Research Center

730 Martin Luther King Jr Blvd

Chapel Hill, NC 27599-3430

10. Work Unit No.

11. Contract or Grant No.

DTFH61-11-C-00050

12. Sponsoring Agency Name and Address 

Office of Research, Development, and Technology 

Federal Highway Administration

6300 Georgetown Pike

McLean, VA 22101-2296

13. Type of Report and Period 

Manual 

14. Sponsoring Agency Code 

HRSO-20

15. Supplementary Notes

This user guide is a product of the Highway Safety Information System (HSIS) and was produced under the direction 

of HSIS Program Manager Dr. Ana Maria Eigen (0000-0003-4056-361X) and Safety Data and Analysis Team Leader, 

Dr. Carol Tan (0000-0002-0549-9782). 

16. Abstract

Pedestrians, bicyclists, and other non-motorist road users account for a disproportionate and growing share of U.S. 

traffic fatalities and injuries in recent decades. Crash types are a way to describe immediate precrash events or conflict 

types associated with crashes involving different road users. This information can help safety professionals determine 

the myriad ways crashes might be prevented through a system of effective road safety measures; improvements to 

policies, community, and roadway design guidance; and other strategies such as enhanced crash-prevention 

technologies. Yet, crash data are often not as complete or descriptive of precrash events and circumstances for crashes 

involving nonmotorists compared with crash data for motor vehicle-only crashes. 

The Pedestrian and Bicycle Crash Analysis Tool (PBCAT) version 3.0 (PBCAT 3) is a web-based application 

developed to help agencies generate unique crash types from a nonmotorized road user safety perspective. PBCAT 3 

helps agencies generate objective descriptors of nonmotorist crash types, location context, and other crash 

circumstances, which in turn can be used to inform crash and injury prevention strategies. The PBCAT 3 crash-typing 

framework is significantly different from former versions of PBCAT and is detailed in this User Guide. In addition, 

PBCAT 3 expanded to enable typing crashes involving new and different types of non-motorists in addition to crashes 

involving cyclists and pedestrians—all in one streamlined, accessible crash typing system. This User Guide is a 

companion resource to assist those using PBCAT 3. 

17. Key Words

Crash typing, bicyclist, pedestrian, nonmotorist, 

safety, crash data, crash typing application, user guide

18. Distribution Statement

No restrictions. This document is available to the public 

through the National Technical Information Service, 

Springfield, VA 22161.

http://www.ntis.gov

19. Security Classif. (of this report) 

Unclassified

20. Security Classif. (of this page) 

Unclassified

21. No. of Pages

133 

22. Price

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized
iv
v 
vi 

TABLE OF CONTENTS

INTRODUCTION TO PBCAT 3 ................................................................................................ 1

Need for Crash Typing ........................................................................................................... 1

Benefits of Crash Typing with PBCAT 3 .............................................................................. 1

Background and Development of PBCAT 3 ...................................................................... 2

Main Features of PBCAT 3 ................................................................................................ 4

Audience and Uses for PBCAT 3 Data............................................................................... 6

Considerations for Using PBCAT ...................................................................................... 7

Next Steps for Using PBCAT 3 .......................................................................................... 9

GETTING STARTED ................................................................................................................ 11

How to Use PBCAT 3 ........................................................................................................... 11

Illustrations as Crash Typing Aid ..................................................................................... 11

Entering Data .................................................................................................................... 12

Recoding Cases with Errors ............................................................................................ 17

PBCAT 3 Functionality .................................................................................................... 18

Good Protocols for PBCAT 3 Data Entry......................................................................... 18

Good Protocols for File Management ............................................................................... 19

PBCAT 3 CRASH TYPING SYSTEM AND VARIABLES ................................................... 21

Types of Information Generated ....................................................................................... 21

Crash Typing Logic .......................................................................................................... 24

Other Maneuvers and Crash-Related Indicators............................................................ 61

Coding Test ....................................................................................................................... 65

VARIABLE MAPPING ............................................................................................................. 67

Mode ....................................................................................................................................... 67

Relation to Trafficway .......................................................................................................... 68

Comparing PBCAT 3 to PBCAT 2 Crash Types.............................................................. 77

ANALYSIS NOTES .................................................................................................................... 79

Analysis Tips .................................................................................................................... 79

Diagnosis of Hotspot Crash Problems .............................................................................. 83

Systemic Analysis ............................................................................................................. 84

APPENDIX A. BASIC CRASH TYPES ................................................................................... 85

APPENDIX B. SPECIAL CIRCUMSTANCES VARIABLE OPTIONS IN PBCAT 3 ...... 89

APPENDIX C. PBCAT 3 COMPLETE CSV FILE VARIABLE LIST. ............................... 93

APPENDIX D PBCAT 2 TO PBCAT 3 VARIABLE MAPPING .......................................... 99

Crash Location Types – Mapping PBCAT 3 to PBCAT 2 Pedalcyclist or Pedestrian 

Crash Data ......................................................................................................................... 99

Pedestrian Crash Types – Mapping PBCAT 3 to PBCAT 2 Data .................................. 101

Pedalcyclist Crash Types—Mapping PBCAT 3 to PBCAT 2 Data ............................... 108

ACKNOWLEDGEMENTS ..................................................................................................... 117

REFERENCES .......................................................................................................................... 119
vii 
viii

LIST OF FIGURES

Figure 1. Graphic. PBCAT 3 file name screen. ............................................................................ 13

Figure 2. Graphic. PBCAT 3 report number screen. .................................................................... 14

Figure 3. Graphic. Example (through step 5) of how PBCAT tracks prior selections made 

during coding in the Selection Summary window at the top of each crash typing 

page. .................................................................................................................................... 14

Figure 4. Graphic. Selection Summary showing prior selections and crash type for user 

confirmation before proceeding. ......................................................................................... 15

Figure 5. Graphic. Last opportunity to revise selections in main crash typing sequence. ............ 16

Figure 6. Graphic. End of main crash typing sequence in application and options for next 

steps. .................................................................................................................................... 17

Figure 7. Flowchart. Variable presentation within the Crash Typing Flow in PBCAT 3. ........... 25

Figure 8. Graphic. Relation to trafficway. .................................................................................... 29

Figure 9. Graphic. Crash location type: Expressway. ................................................................... 30

Figure 10. Graphic. Crash location type: Intersection. ................................................................. 31

Figure 11. Graphic. Crash location type: Driveway access or related. ......................................... 31

Figure 12. Graphic. Crash location type: Path crossing/junction. ................................................ 31

Figure 13. Graphic. Crash location type: Non-junction (along trafficway). ................................. 32

Figure 14. Graphic. Crash location type: Entrance/exit ramp or related. ..................................... 32

Figure 15. Graphic. Crash location type: Railway grade crossing. .............................................. 32

Figure 16. Graphic. Crash location type: PVA. ............................................................................ 33

Figure 17. Graphic. Crash location type: Off-street trail/sidepath................................................ 33

Figure 18. Graphic. Leg of intersection: entry legs. ..................................................................... 34

Figure 19. Graphic. Non-motorist facility type at crash: Intersection - crosswalk. ...................... 36

Figure 20. Graphic. Non-motorist facility type at crash: Intersection – other. ............................. 36

Figure 21. Graphic. Non-motorist facility type at crash: Median/crossing island. ....................... 37

Figure 22. Graphic. Non-motorist facility type at crash: Midblock – marked crosswalk. ........... 37

Figure 23. Graphic. Non-motorist facility type at crash: Shoulder/roadside. ............................... 37

Figure 24. Graphic. Non-motorist facility type at crash: Travel lane – other direction. .............. 38

Figure 25. Graphic. Non-motorist facility type at crash: Driveway access. ................................. 38

Figure 26. Graphic. Non-motorist facility type at crash: Sidewalk. ............................................. 38

Figure 27. Graphic. Non-motorist facility type at crash: On-street striped bike lane. .................. 38

Figure 28. Graphic. Non-motorist facility type at crash: On-street buffered bike lane. ............... 39

Figure 29. Graphic. Non-motorist facility type at crash: Separated bike lane – one-way. ........... 39

Figure 30. Graphic. Non-motorist facility type at crash: Separated bike lane – two-way. ........... 39

Figure 31. Graphic. Non-motorist facility type at crash: Sidepath. .............................................. 40

Figure 32. Graphic. Non-motorist facility type at crash: Off street trail. ..................................... 40

Figure 33. Graphic. Crash type: S-CR. ......................................................................................... 47

Figure 34. Graphic. Crash type: S-CL. ......................................................................................... 47

Figure 35. Graphic. Crash type: S-CU. ......................................................................................... 47

Figure 36. Graphic. Crash type: S-PS. .......................................................................................... 47

Figure 37. Graphic. Crash type: S-PO. ......................................................................................... 48

Figure 38. Graphic. Crash type: S-PU. ......................................................................................... 48

Figure 39. Graphic. Crash type: S-MU. ........................................................................................ 48

Figure 40. Graphic. Crash type: S-ST. .......................................................................................... 48

Figure 41. Graphic. Crash type: R-CR.......................................................................................... 49
ix

Figure 42. Graphic. Crash type: R-CL. ......................................................................................... 49

Figure 43. Graphic. Crash type; R-CU. ........................................................................................ 49

Figure 44. Graphic. Crash type: R-PS. ......................................................................................... 50

Figure 45. Graphic. Crash type: R-PO. ......................................................................................... 50

Figure 46. Graphic. Crash type: R-PU. ......................................................................................... 50

Figure 47. Graphic. Crash type: R-MU. ....................................................................................... 50

Figure 48. Graphic. Crash type: R-ST. ......................................................................................... 51

Figure 49. Graphic. Crash type: L-CR. ......................................................................................... 51

Figure 50. Graphic. Crash type: L-CL. ......................................................................................... 51

Figure 51. Graphic. Crash type: L-CU.......................................................................................... 52

Figure 52. Graphic. Crash type: L-PS. .......................................................................................... 52

Figure 53. Graphic. Crash type: L-PO. ......................................................................................... 52

Figure 54. Graphic. Crash type: L-PU. ......................................................................................... 52

Figure 55. Graphic. Crash type: L-MU. ........................................................................................ 53

Figure 56. Graphic. Crash type: L-ST. ......................................................................................... 53

Figure 57. Graphic. Crash type: P-CR. ......................................................................................... 53

Figure 58. Graphic. Crash type: P-CL. ......................................................................................... 54

Figure 59. Graphic. Crash type: P-CU. ......................................................................................... 54

Figure 60. Graphic. Crash type: P-PS. .......................................................................................... 54

Figure 61. Graphic. Crash type: P-PO. ......................................................................................... 54

Figure 62. Graphic. Crash type: P-PU. ......................................................................................... 55

Figure 63. Graphic. Crash type: P-MU. ........................................................................................ 55

Figure 64. Graphic. Crash type: E-CR. ......................................................................................... 56

Figure 65. Graphic. Crash type: E-CL. ......................................................................................... 56

Figure 66. Graphic. Crash type: E-CU.......................................................................................... 56

Figure 67. Graphic. Crash type: E-PS. .......................................................................................... 56

Figure 68. Graphic. Crash type: E-PO. ......................................................................................... 57

Figure 69. Graphic. Crash type: E-PU. ......................................................................................... 57

Figure 70. Graphic. Crash type: E-MU. ........................................................................................ 57

Figure 71. Graphic. Crash type: E-ST. ......................................................................................... 57

Figure 72. Graphic. Crash type: B-CR.......................................................................................... 58

Figure 73. Graphic. Crash type: B-CL. ......................................................................................... 58

Figure 74. Graphic. Crash type: B-CU. ........................................................................................ 58

Figure 75. Graphic. Crash type: B-PS. ......................................................................................... 59

Figure 76. Graphic. Crash type: B-PO. ......................................................................................... 59

Figure 77. Graphic. Crash type: B-PU. ......................................................................................... 59

Figure 78. Graphic. Crash type: B-MU. ....................................................................................... 59

Figure 79. Graphic. Crash type: B-ST. ......................................................................................... 60

Figure 80. Graphic. Illustration of detailed crash type P-PS (Motor Vehicle Parked–Nonmotorist on Parallel Path Same Direction as Motor Vehicle) illustrating the 

‘Dooring’ scenario............................................................................................................... 82

Figure 81. Graphic. Alternate illustration of detailed crash type P-PS (Motor Vehicle 

Parked–Non-motorist on Parallel Path Same Direction as Motor Vehicle) with Nonmotorist Striking the Rear of Parked Motor Vehicle. ......................................................... 82

Figure 82. Graphic. S-C (Going Straight-Crossing Path) basic crash type. ................................. 83

Figure 83. L-PO (Turning Left-Parallel Path Opposite Direction) Crash Type. .......................... 84
x 

LIST OF TABLES

Table 1. Matrix of Crash Type Detailed from motorist and non-motorist maneuver 

selections. ............................................................................................................................ 45

Table 2. Matrix of Crash Type Basic grouped from Motorist and Non-motorist maneuver 

selections. ............................................................................................................................ 46

Table 3. PBCAT 3 Mode Basic Variable and Categories with Relevant MMUCC Guideline 

(2017) Elements. ................................................................................................................. 67

Table 4. PBCAT 3 Relation to Trafficway Crash Context Variable and Categories with 

Relevant MMUCC Guideline (2017) Elements. ................................................................. 68

Table 5. PBCAT 3 Crash Location Type Categories and Relevant MMUCC Guideline 

(2017) Elements. ................................................................................................................. 69

Table 6. PBCAT 3 Non-motorist Facility Type at Crash Categories and Relevant MMUCC 

Guideline (2017) Elements.................................................................................................. 71

Table 7. PBCAT 3 Motorist Maneuver Categories and Relevant MMUCC Guideline

(2017) Elements. ................................................................................................................. 74

Table 8. PBCAT 3 Non-motorist Maneuver and Potential Directionality Indicators in 

Crash Data. .......................................................................................................................... 75

Table 9. Output csv variable name, name label in application, and question for PBCAT 3 

variables. ............................................................................................................................. 93

Table 10. Crash location variable mapping for PBCAT v. 2 to PBCAT 3. ................................ 100

Table 11. Pedestrian crashes with special circumstance in PBCAT 2 and PBCAT 3 data. ....... 103

Table 12. Pedestrian and backing vehicle crash types in PBCAT 2 and PBCAT 3 data............ 104

Table 13. Other pedestrian off-roadway / ioff-trafficway crashes in PBCAT 2 and PBCAT 

3 data. ................................................................................................................................ 104

Table 14. Motorist Going Straight – Pedestrian Crossing Path crash types in PBCAT 2 and 

PBCAT 3 data. .................................................................................................................. 105

Table 15. Motorist turning in/out and pedestrian crossing driveway crash types in PBCAT 

2 and PBCAT 3 data. ......................................................................................................... 105

Table 16. Motorist Turns across different pedestrian paths crash types in PBCAT 2 and 

PBCAT 3 data. .................................................................................................................. 106

Table 17. Motorists going straight and parallel path pedestrian crash types in PBCAT 2 and 

PBCAT 3 data. .................................................................................................................. 106

Table 18. Other less defined pedestrian crash types in PBCAT 2 and PBCAT 3 data. .............. 107

Table 19. Bicyclist crashes involving off-Trafficway, unknown location, bike-only, and 

backing motorists in PBCAT 2 and PBCAT 3 data. ......................................................... 108

Table 20. Bicyclist crash types with Turning Errors, Loss of Control, and Pullovers in 

PBCAT 2 and PBCAT 3 data. ........................................................................................... 109

Table 21. Bicyclist-Motorist Crossing Path at Intersection crash types in PBCAT 2 and 

PBCAT 3 data. .................................................................................................................. 111

Table 22. Bicyclist-Motorist Crossing Path at Midblock crash types in PBCAT 2 and 

PBCAT 3 data. .................................................................................................................. 112

Table 23. Bicyclist-Motorist Parallel Path crash types with Turns (any location type) in 

PBCAT 2 and PBCAT 3 data. ........................................................................................... 113

Table 24. Bicyclist-Motorist Parallel Path with No Turns crash types in PBCAT 2 and 

PBCAT 3. .......................................................................................................................... 114

Table 25. Varied other less defined bicyclist crash types in PBCAT 2 and PBCAT 3. ............. 115
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LIST OF ABBREVIATIONS

B backing 

B bicyclist crash types

CO Colorado 

CR crossing path from motorist's right 

CSV comma separated values 

CL crossing path from motorist's left 

CU crossing path, unknown direction 

E entering traffic lane

EB Eastbound 

FC non-motorist fall or crash

FHWA Federal Highway Administration

HSIS Highway Safety Information System 

IIHS Insurance Institute for Highway Safety 

JPEGs Joint Photographic Experts Group 

KY Kentucky 

L turning left 

MMUCC Model Minimum Uniform Crash Criteria 

MU moving in unknown path/direction 

N non-collision 

NA and n/a not applicable 

N neither

NC North Carolina 

NCHRP National Cooperative Highway Research Program 

NHTSA National Highway Traffic Safety Administration
xii 

NB Northbound 

NW North West

O other maneuver 

OU other/unusual 

P pedestrian crash types 

P parked 

PB both pedestrian and bicyclist crash types 

PBCAT Pedestrian and Bicycle Crash Analysis Tool 

PO parallel path opposite direction 

PS parallel path same direction 

PU parallel path unknown direction 

PVA public vehicular area 

R turning right 

S going straight 

STEP Safe Transportation for Every Pedestrian 

SB Southbound 

ST stationary

U unknown maneuver 

UN unknown 

USDOT U.S. Department of Transportation 

VA Virginia

WB Westbound
1 

Introduction to PBCAT 3

Pedestrians, bicyclists, and other non-motorist road users account for a growing share of all U.S. 

traffic fatalities. The increase in fatalities for non-motorist road users is a trend that spans two

decades. Annually, an even larger number of non-motorists are seriously injured in collisions 

involving motor vehicles. Halting the growing number of non-motorists killed or injured by 

motor vehicles requires a national, collaborative, and comprehensive approach to road user 

safety for non-motorists. The first step toward that approach is gathering high-quality, objective 

data on non-motorized road user safety risks. Crash data serve as a primary data source for 

analyzing and understanding road user crash risks. However, the crash data involving nonmotorists are incomplete and less descriptive than the crash data involving only motorists. The 

Federal Highway Administration (FHWA) developed the Pedestrian and Bicycle Crash Analysis 

Tool (PBCAT) to help road safety professionals improve crash data about non-motorist crashes

(FHWA, n.d.). The enhanced data from PBCAT can be used to better characterize safety 

problems and help prevent these crashes.

NEED FOR CRASH TYPING

Crash types are a way to characterize immediate precrash events or conflict types for crashes 

involving different road users. This information can help safety professionals determine the 

myriad ways to prevent crashes. The methods at their disposal include: utilizing a system of 

effective road safety measures, making improvements to policies, offering community and 

roadway design guidance, or other strategies like investing in enhanced crash-prevention 

technologies. When bicyclists, pedestrians, and other nonmotorized road users are involved in 

collisions with motorists, crash types are frequently missing from the existing crash databases 

or not well-defined. In addition, the variables being captured for crashes involving nonmotorized 

road users are more reflective of conditions relevant to motor vehicle-only collisions. Crash 

typing serves as a tool to assist State and local practitioners, researchers, and other stakeholders 

in developing new data elements to improve the usefulness of crash data for crash and 

injury prevention. 

BENEFITS OF CRASH TYPING WITH PBCAT 3

The PBCAT version 3 (PBCAT 3) is a web-based application that agencies can use to help 

generate unique crash types through a nonmotorized road user safety perspective. PBCAT 3 

helps agencies generate objective descriptors of non-motorist crash types. In turn, the descriptors 

can be used for improving non-motorist safety and access by informing prevention strategies and 

solutions. PBCAT 3 turns crash report information into variables on the precrash maneuvers of 

the motorist and non-motorist involved in a crash. The PBCAT 3 application also helps users

generate other variables about crash events and the location context of the crash through a nonmotorist safety lens. The variables developed using PBCAT 3 can complement existing crash 

data to help inform varied and holistic approaches to non-motorist safety.
2 

With the expanding use of diverse types of personal conveyances for travel and recreation, there 

is also an expanding need to capture crash events for safety analysis for crashes involving more 

types of non-motor vehicle road users. PBCAT 3 expanded to enable typing crashes involving 

new and different types of non-motorists in addition to other crashes involving cyclists and 

pedestrians. PBCAT 3 can be used to type crashes involving persons using power-enhanced 

pedalcycles and varied types of personal conveyances—with and without supplemental power, 

along with those involving more traditional pedestrians and pedalcyclists. PBCAT 3 also offers 

the ability to capture a single crash type for non-motorist falls or crashes that do not involve a 

motor vehicle. 

PBCAT 3 can be used for typing crashes that occur on trafficways (roads plus associated 

facilities and rights-of-way) and crashes that occur off the trafficways network (e.g., in parking 

lots and driveways). While trafficways are usually under the purview of State and local 

transportation agencies, local and regional planning organizations may be able to influence site 

designs to help reduce off-trafficway crashes as well. Furthermore, as vehicle technologies are 

developed to keep crashes from occurring, they will need to operate in all kinds of environments. 

PBCAT 3 is a unique crash typing system developed with extensive stakeholder input on the 

needs and uses for the data. PBCAT 3 enables users to enhance and complement existing nonmotorist crash data with variables that will improve the utility of the data for use in analyzing 

non-motorist safety performance and safety needs. A diverse range of potential PBCAT 3 users, 

including planners, engineers, road designers, traffic operations experts, vehicle designers, safety 

researchers, and policymakers, may find that PBCAT 3-derived data improves their safety

efforts. Historically, a well-defined crash type variable has been missing in crash databases for 

crashes involving non-motorists. PBCAT 3 can help develop variables that will provide valuable 

information about crash events. That information can then be used for analysis and the 

development of safety prevention strategies of many types. 

Background and Development of PBCAT 3

PBCAT versions 1 and 2 (PBCAT 2, released in 2006) served for many years as a national 

resource for pedestrian and bicyclist crash typing and data enhancement (FHWA, n.d.). 

However, previous versions of the software were no longer compatible with a large proportion of 

current computer operating systems. The PBCAT software had been designed for desktop 

computers. An update was necessary. In addition to the issue of functionality, there were other 

reasons to consider an overhaul of the crash-typing logic. 

With prior versions of PBCAT, crash types were derived from the results of detailed analyses of 

samples of pedestrian and bicyclist crash data collected in the 1970s (Cross and Fisher 1977; 

Snyder and Knoblauch 1971). Data collection included detailed on-scene investigations. The 

crash types described intricate crash relationships identified in those samples. While the studies 

provided important and useful knowledge to help identify treatment targets of common crash 

scenarios, the multivariable categorization systems that emerged—with no single definition of a 

crash type—resulted in a complex and hierarchical coding system. The coding system could lead 

to overlap among crash types and require subjective judgment (Harkey and Blomberg 2001). 

Determining a crash type in PBCAT 2 could require coders to make up to 11 choices to get to the 

‘correct’ crash type; an error in any one step could lead to an incorrect type (Jodan 2019). 
3 

Different laws in different jurisdictions could also affect validity. These situations led to issues 

for achieving objective and consistent crash typing results. In addition, PBCAT 2 users were 

presented with a large number of distinct crash types—56 for pedestrian crashes and 79 for 

bicyclist crashes for a total of 135 types (Harkey et al. 2006). This situation could make it 

difficult to identify priority types for safety focus and countermeasures applications. 

PBCAT 3 was developed with assistance from stakeholder groups who provided input on 

potential improvements. The PBCAT 3 development team also reviewed prior crash typing 

studies to identify various ways pedestrian and bicyclist crash types have been previously 

defined. An advisory group of selected personnel from State DOTs and municipalities—with 

expertise in crash typing, data analysis, and safety treatment implementation—convened in 

December 2019. The advisory group helped prioritize the crash typing framework and most 

desirable improvements for PBCAT 3. A second group of stakeholders tested and reviewed a 

beta version of the application. 

Pedestrian and bicyclist crash typing studies—released since the late 1990s—and stakeholder 

input were helpful in defining new, more objective crash types. These studies included 

descriptions of intersection pedestrian crash scenarios. The scenarios were described as separate 

variables in PBCAT 2 (Harkey et al. 2006), the Location-Movement-Classification Method 

described by Schneider and Stefanich (Schneider and Stefanich 2016), and crash types described 

in studies by the Insurance Institute for Highway Safety (IIHS) for pedestrian-motor vehicle 

crashes (Jermakian and Zuby 2011) and bicyclist-motor vehicle crashes (MacAlister and

Zuby 2015). 

The two IIHS studies used national data from the Fatality Analysis Reporting System and the 

National Automotive Sampling System-General Estimates System and available variables in 

these datasets. The data were used to characterize prevalent crash types (and other factors such as 

lighting conditions) for use in identifying potential crash and fatality reductions that could result 

if pedestrian and cyclist detection technologies were able to ‘recognize’ pedestrians and cyclists 

in enough time to avoid a crash. All three of the research studies and the pedestrian intersection 

crash scenarios described in PBCAT version 2 shared a common reliance on motorist maneuvers 

and relative paths and approach directions of the bicyclist or pedestrian. 

Motorist maneuvers (e.g., going straight, turning right, and turning left) are typically coded in 

crash reports or are at least diagramed and described in crash narratives. Another primary 

element of these crash types included whether the non-motorist was on a parallel or crossing path 

to the motorist before the collision. Schneider and Stefanich also included location/position 

characteristics and the approach direction (same or opposite for parallel paths, and from the right, 

or from the left for crossing paths) in their crash type definitions. In all of the research studies 

cited in the previous part of this section, other variables such as injury severity, traffic control, 

lighting conditions, speed, weather, view obstructions, etc., were derived from the crash 

databases or reports used in the studies, and therefore could be analyzed in association with, and 

independently as contributors to the different crash types (Harkey et al. 2006; Schneider and 

Stefanich 2016; Jermakin and Zuby 2011; McAllister and Zuby 2015). 

The determination of crash type definitions for PBCAT 3 built on these prior studies and 

stakeholder preferences for reduced subjectivity and confounding among crash types (compared 
4 

to earlier PBCAT versions); crash types consistent with current data collection practices to the 

extent feasible; and fewer different distinct crash types (to make it easier to identify prevalent 

crash types for treatment opportunities). However, stakeholders were also interested in the ability 

to use the data to help identify various types of safety issues for subsequent diverse safety 

treatment targeting. This desire ultimately led to retaining more distinct types that may relate to 

countermeasures development. Finally, stakeholders also preferred a streamlined coding process, 

but one that also incorporates the ability to type crashes involving more types of road users in 

addition to pedestrians and bicyclists. Fisher notes that since 2010, 207 million trips have been 

taken on shared bikes (pedal and electric-powered) and e-scooters in the United States (Fisher 

2020). There is a need to develop data to be able to track and measure the safety of these newer 

types of road users. According to this same report by the Governors Highway Safety 

Association, use of e-scooters, e-bikes, power-assisted cycles, and shared rides is expanding. 

Power-assisted bike sales to individuals are also soaring and use of these modes is expected to 

continue growing (Fisher 2020). 

Main Features of PBCAT 3

The information generated by PBCAT is intended to make a unique contribution in improving 

crash data for crashes involving non-motorists. PBCAT 3 is specific to its purpose and 

streamlined to generate new variables that may be otherwise unavailable or of limited accuracy 

in other sources. Because PBCAT 3 is intended for developing new objective descriptors of 

crashes to complement existing crash data, there are no places to enter variables. The variables 

include non-motorist or motorist age, weather, lighting conditions, injury severity, and other 

factors that are typically available from State crash databases. In addition, the user is not required 

to design a database or upload any data. 

PBCAT 3 is a browser-based, easy-to-use application for developing new variables useful for 

non-motorized safety analysis. Users of prior versions of PBCAT will notice major differences in 

platform, crash typing logic, and dataset in this version. PBCAT 3 has significant improvements 

in the functionality and features of the application that make it easier to use for generating data. 

Some of the features include: 

• Online Open-Access Format: PBCAT 3 operates as an online, browser-based tool. The 

tool is available to anyone coding crash reports or specific variables related to a crash.

• Improved Adaptability: PBCAT 3 can complement States’ crash data systems, and 

PBCAT 3 variable outputs can be linked with other datasets using the jurisdiction’s 

unique crash identifier. 

• Updated Road User Options: PBCAT 3 allows users to choose from a wide array of nonmotorist road users, including pedestrians, bicyclists, and non-motorists using varied 

types of personal conveyances, with or without supplemental power. 

• Simplified Crash Types: In PBCAT 3, crash type is solely derived from a combination of 

Motorist and Non-motorist Maneuvers. The crash type that results is distinct from other 

variables or location context of the crash, improving the objectivity of crash types. 

Additionally, the logic framework results in only one crash type possibility per crash. 
5 

• Streamlined Logic: Users have a set number of questions and category options, with the 

ability to skip certain questions. The same system is applied to all non-motorist modes, 

which enhances the ability of analysts to identify the common and distinct crash risk 

patterns across the nonmotorized modes. 

• New Illustrations: Graphic illustrations help users confirm location context variables and 

depict the resulting crash types based on selected motorist and non-motorist maneuvers. 

The illustrations are available for users to download on the Images page.

• User-friendly data output: Data are output in user-friendly comma-separated values 

(CSV) format, which enables convenient importing into various data analysis and 

management platforms, linking of multiple files, and compiling with data from 

other sources.

A major difference in PBCAT 3, compared to the earlier versions of PBCAT, is that the new 

crash types were defined using a similar, consistent framework. The framework is akin to those 

used in earlier studies, and it is built upon existing crash data practices. Crash types rely solely 

on the movements and relative paths of the motorist and non-motorist involved in a crash. Other 

characteristics of the crash (including location characteristics) or special circumstances are coded 

as separate variables (if necessary). FHWA also created these variables with non-motorist safety 

issues in mind. Crash types in the updated PBCAT are a starting point for analysis, using data 

for crash type and other variables that can be objectively and consistently determined from 

crash reports. 

One module allows crash typing for most non-motorist modes. A notable feature of the 

streamlined crash typing system is the ability to type crashes involving pedestrians, cyclists, and 

other non-motorist road users within one system.

Types of transport that are covered by PBCAT 3 include: 

• Bicyclists, other pedalcyclists, and power-assisted pedalcycles (typically assistance is 

capped at speeds of 30 mph (SAE International, 2019).

• Pedestrians, wheelchair/mobility chair users, and persons moving under their own power 

using devices that are not pedalcycles (skates, kick-scooters, etc.). 

• Persons using personal conveyance devices that are powered but are designed for lowspeed use (also typically capped at 28–30 mph) on trafficways and paved surfaces (SAE

2019). 

Types of road users involved in crashes with motorists that are not readily covered by PBCAT 3 

crash typing include: 

• Conveyances involving animals or riders of animals. 

• People in railway cars, trams, or trolleys. 

• Mopeds and motorized scooters or motorcycles. 
6 

Detailed definitions of the types (or Modes, as referred to in PBCAT 3) of non-motorist users

covered are provided in the chapter on the PBCAT 3 Crash Typing System and Variables. 

Because personal transportation is evolving rapidly, there is a need for better information about 

the characteristics, operations, and safety of these new types of transport. While categorizing 

these types of road users is challenging, the definitions and inclusion of these modes of travel in 

PBCAT 3 will hopefully contribute new data and insights to the crash data collection discussion 

about these road user types.

Users can easily merge data with other crash variables. Because PBCAT 3 is designed to 

provide new variables to link to existing data, once crash type and other data elements are coded, 

users can compile the downloaded PBCAT data with other related crash data. Some variables are 

commonly available in crash databases already, including injury severity, demographic 

characteristics of those involved, environment, contributing factors, and some roadway 

characteristics. If spatial coordinates are linked to the source crash data, then users also have the 

option of linking many other data types as well. The CSV data format provides flexibility for 

importing and linking the data to other data types. 

With the database compiled, analysts can identify prevalent crash types and associated factors 

that can be targeted with engineering countermeasures, changes in policies or design guidance, 

and other safety measures. More uses of PBCAT 3 data are discussed in the next section.

Readers can reference the Getting Started Chapter section on Linking PBCAT Data with Other 

Data for more information.

Audience and Uses for PBCAT 3 Data

Crash Type and the other PBCAT 3-coded variables can be used to enhance crash data to help 

detect emerging safety issues or changing trends with respect to new types of road users, identify 

crash conflict patterns to target with potential roadway improvements, define crash scenarios and 

circumstances that may be useful for crash avoidance technologies research, and for other safety 

purposes. Given the range of data elements generated through PBCAT 3, the application is 

intended for a diverse audience of State, local, and national transportation safety practitioners 

and researchers that work to support many types of safety stakeholders in advancing safety for 

nonmotorized road users. Some potential applications of PBCAT 3 data are described next.

Identify common and distinct crash types and related factors across nonmotorized modes.

PBCAT 3 applies the same system for typing crashes for all types of non-motorist road users. 

This single-system approach allows analysts to identify shared or dissimilar conflict patterns 

across different types of road users. PBCAT 3’s ability to identify conflict patterns among road 

users could help prioritize safety improvements. 

A study by Shah et al. used a pilot version of the PBCAT 3 crash typing logic to type and 

compare crashes involving powered scooter users and bicyclists (Shah et al., 2021). The 

researchers found both similarities and differences in the patterns observed in a relatively small 

crash sample. At the same time, the system provides flexibility to code additional factors that 

may be more prevalent among crashes involving some non-motorist types (e.g., bicyclists, 

joggers, or powered scooters) than others (e.g., people walking). 
7 

Hotspot, systemic, and policy approaches to improve road safety. State and local road and transit 

safety planners, engineers, and their partners in land use planning can use PBCAT 3 data to 

better understand crash patterns, including the risks and relationships of these patterns or crash 

types with other factors. The data can help users identify and diagnose safety problems in crash 

hotspots and risk-based, systemic treatment approaches and may help to influence policies and 

system-level changes that can influence common collision patterns (Thomas et al., 2018). 

Vehicle and other technologies research. Given the PBCAT 3 focus on road user maneuvers and 

paths (with secondary variables available for location types and facility types), data related to 

real crash scenarios also has the potential to inform vehicle detection and crash avoidance 

technologies research similar to earlier studies cited in the Background section. 

Comparing and validating conflict studies. Because of the relative infrequency of pedestrian, 

cyclist, and other non-motorist crashes overall (although fatality rates can be high), it can be 

difficult to perform pedestrian and bicycle safety studies or evaluate the safety effects of specific 

treatments based on crash data alone. For these reasons, studies are increasingly using videocollected data to analyze near-crash conflicts to better understand safety risks and the potential 

safety effects of treatments. The new PBCAT 3 crash types may better correspond with types of 

conflicts identified in such studies and may therefore improve the ability of researchers to 

compare the results of conflict studies to actual crash data.

Holistic and Safe Systems approaches. Non-motorist crashes are the result of diverse types of 

road users and vehicles interacting within a complex transportation and land use system. In a 

‘Safe Systems’ approach, efforts are applied at many leverage points in the transportation 

system. These leverage points include providing safer road networks for all types of road users 

(appropriate to location contexts) and working toward safer vehicles, safer speeds, safer road 

users, and better postcrash care to prevent crashes and minimize serious injuries (FHWA, n.d.). 

PBCAT 3 crash types capture only the most proximal events and conflict types that led to the 

crash. However, identification of these patterns may be useful for agencies to identify and alter 

upstream policies and design practices across these interacting systems to better prevent crashes 

(Bailey and Woolley, 2017). 

Data improvement. Besides directly enhancing the crash data available for analysis through 

generation of new objective data elements, the results of crash typing studies using PBCAT 3 can 

help to inform those involved in defining and developing procedures and forms for collecting 

crash data. This User Guide provides detailed descriptions of each variable and maps those that 

relate to current national practice-suggested crash data elements. One element in particular is the 

Model Minimum Uniform Crash Criteria (NHTSA, 2017). In the future, improvements to nonmotorist crash data collection may lessen the need for add-on non-motorist crash typing. 

CONSIDERATIONS FOR USING PBCAT

Although there are clear benefits to typing crashes with PBCAT 3, there are also considerations 

to be aware of when crash typing, using the application, and analyzing the resulting data.

PBCAT 3 developers considered the diverse roles (and constraints) of those involved in the 

process of generating and using crash data, from the complexity of accurately gathering data at a 
8 

crash scene to the varied needs of end-users of the data for accurate, objective, and timely data 

for different types of safety studies and crash prevention efforts: 

• Users are not required to re-enter data that is captured in other datasets. Instead, the intent 

is that PBCAT data should be linked to other crash variables (if these crash variables are 

needed for safety analysis purposes). Such procedures are discussed further in the Getting 

Started chapter.

• PBCAT 3 crash typing logic offers the ability to easily code specific elements related to 

non-motorist crashes and provides flexibility on many of the elements that may be coded. 

• Data elements are clearly named, and text descriptors are used for variable values in the 

CSV data output; these elements and values are therefore more easily interpreted by endusers of the data.

Data elements in PBCAT 3 are not exhaustive and are dependent on the quality of the crash 

reports. As mentioned in the previous description of Safe System applications, there are many 

upstream system factors that contribute to a crash event, and many of these factors are not 

typically well-represented by what is reported in crash data. For example, crash data are unlikely 

to document important nearby attractors, distance to the nearest controlled crossing, or traffic 

conditions at the time of the crash. In some instances, linking other datasets such as indepth crash 

reviews, roadway inventory, land use, and census data with PBCAT 3 data may help to provide 

more insight. Collecting information and experiences directly from non-motorists and motorists 

may also add important insights that cannot be gleaned from existing data. 

Users should therefore consider that PBCAT 3 data have the following characteristics: 

• Are intended to supplement existing crash and other data (not recreate variables that 

already exist). 

• Cannot compensate for insufficiently described crashes (including lack of detail in 

narratives and diagrams that otherwise often compensate for variable inadequacies), nor 

for types of data that crash reports overlook. These types of data include traffic 

conditions, distance to nearest controlled crossing, signal phasing, lighting adequacy, 

built environment and population characteristics, attractors, etc.

• Describe only the most proximal events leading up to a collision as reported in traffic 

crash reports. 

Although important as one piece of information, crash types must be complemented with other 

sources of knowledge—including from users of the system—to improve safety managers’ and 

other safety stakeholders’ holistic understanding of what may be needed to reduce non-motorist

crashes and injuries. The Analysis Notes chapter provides a few basic tips on analyzing 

PBCAT 3 data.
9 

Next Steps for Using PBCAT 3 

The first step in using PBCAT 3 is to finish reviewing this document. Although the crash typing 

application and website are intended to be user-friendly, reviewing this guide before using the 

crash typing tool is advised. The guide may provide a better understanding of how the 

application works, the data that will be generated (and what is not generated), and how best to 

use the system.

The remaining chapters of the User Guide will discuss: 

• Getting Started: This chapter covers the basic needs and steps to begin crash typing, 

including user responsibilities for data entry, tool functionality, recommended protocols 

for use, and data management. Users, including project managers and data specialists 

considering using PBCAT, may want to review this chapter to learn how the 

system works. 

• PBCAT 3 Crash Typing System and Variables: This chapter covers the crash typing 

system in detail, including the questions that require inputs to generate crash types and 

key variables. It will also be helpful for users who want to understand the information 

that can be developed from PBCAT coding. The information will help users determine

which optional PBCAT variables may be most useful to complement pre-existing 

crash data. 

• Variable Mapping: This chapter provides information on the relationships of PBCAT 3 

variables to data elements that States may already be collecting based on national 

guidance (NHTSA, 2017). This chapter also highlights information on mapping PBCAT 

2 to PBCAT 3 crash types for those that may want to analyze longitudinal crash type or 

location type trends using data developed with both systems. 

• Analysis Notes: This chapter provides basic tips for analysis using PBCAT 3 variables, as 

well as uses of PBCAT data for crash hot spot and systemic, risk-based safety analysis. 

• Four appendices (which are referenced in the remaining chapters): The appendices 

contain more details on available variables, data file contents, and detailed mapping for 

PBCAT version 2 and PBCAT 3 crash type.

11 

GETTING STARTED

This chapter identifies needed types of information for using PBCAT 3 and covers managing the 

data and accessing the typing system and code crash information. The chapter also provides 

important information on how PBCAT 3 functions. This information is followed by sections that 

outline good practice protocols. 

HOW TO USE PBCAT 3 

To crash type using PBCAT 3, the user needs access to crash information, especially information 

that is typically available on crash report forms, including crash diagrams and narrative 

summaries. Crash diagrams and narratives are the most important elements for typing crashes. 

Diagrams and narratives may be available in electronic crash databases but often have to be 

obtained from images of crash reports. Users might also find street-level online map views of the 

crash location that help answer some questions. Objective coding is important, however, and 

users should minimize inferring information that is not clear from a crash report.

The main purpose of PBCAT 3 is to generate new or redefined safety-related variables that are 

not already captured in crash databases. It is not possible to enter crash variables other than those 

described in the bulleted list below (type of non-motorists involved in the crash, crash location 

context variables, and motorist and non-motorists movements prior to the crash) and more fully 

in the next chapter in PBCAT. 

There are two ways for users to create new variables. First, users create new variables by 

responding to a series of questions in the crash typing application. Second, users create new 

variables by choosing among categorical options. 

The most important information users will need to extract from crash information and enter into 

PBCAT 3 are the following: 

• Type of non-motorist involved in the crash (which may be defined somewhat differently 

in PBCAT 3 than in existing crash report variables). 

• Crash location context variables. 

• Motorist and non-motorist movements and actions just prior to the crash. 

The crash typing application uses the motorist and non-motorist movements to generate the 

Crash Type variables. Users have the option to code additional information on the types of 

facilities being used by the non-motorist, and other events or circumstances that may have been 

involved in the crash. Users can review details of the variables that may be coded using 

PBCAT 3 in the next chapter. 

Illustrations as Crash Typing Aid

Within the PBCAT 3 application, many of the variable options and their descriptions are 

combined with illustrations to help users in the coding process. The illustrations are available for 
12 

select variables and for depicting the Crash Types based on motorist and non-motorist

maneuvers. The illustrations are intended to help users confirm variable selections. The 

illustrations are not intended to represent the spectrum of features or events for every crash.

The supporting images are: 

• High-contrast, 508-compliant images.

• Simple, diagrammatic illustrations (to avoid distracting details).

Users should primarily rely on the descriptions of each category option, secondarily using the 

images as an aid for finding and selecting the correct category for each crash. The images are not 

intended as a literal representation of the location and facility type. Nor do the images represent 

the only way that a type of crash can occur. 

In the Crash Type images, symbols are used to universally represent all nonmotorized modes. 

A generic motor vehicle image is used to represent all motorized road users. Generic symbols 

allow representation of a variety of road users and changing technologies among both nonmotorist modes and motor vehicles. Arrows are used to represent motorist and non-motorist

movements. A universal symbol is also used to represent the area of the crash. Crash Types are 

illustrated without location context because crash types are defined solely based on maneuvers. 

Separate crash location and facility type illustrations are provided to support those independent 

variable selections.

The images used within PBCAT 3 are available for the user to download as JPEGs via the image 

link on the website. The images may be useful in summary reports and presentations of analysis 

results. Multiple illustrations are provided in the download package for a few crash types. 

However, only one image is used to represent each type within the crash typing application. 

Design files of the supporting images are available upon request (Adobe 2022). While the 

images within PBCAT 3 do not individually provide a fully rendered visual—that represents a 

crash as it occurred at a specific location—the package of illustrations allows users and designers 

to overlay and adapt the images to fit their data and illustration needs for crash scenarios. 

The next sections describe the crash typing flow and each of the variables in more detail. 

Entering Data

This section describes the basic process of entering data through the application and how certain 

features work. Coding crashes in PBCAT 3 is intended to be intuitive, and much of the 

information in this section is provided within the application. However, some users may wish to 

have a preview or more details of how data entry is completed.

After clicking the “Begin Crash Typing” button on the home page of the website, and before 

entering information on crashes, users are required to share their contact information, including 

name, organization, and email. This contact information is collected for tracking use of 

PBCAT 3, and so developers of the application may share information regarding important 
13 

updates with users. User information will not be shared with other entities besides the funding 

agency for PBCAT 3 and the FHWA. All information is stored on a secure server. 

Contact information is the only information that is retained through PBCAT 3. All other data 

being coded through the tool is passed through the application to generate variables that are 

downloaded directly to the user’s computer as CSV files. 

The next sections describe the basic procedures for coding crashes using PBCAT 3. 

Enter File Name 

Figure 1 shows the first screen after signing in requires the user to enter a file name. This name 

will be the name of the CSV file that will be automatically generated at the end of a coding 

session when the user quits the application. This name will also form the root name for automatic 

backup files (figure 1). 

Source: FHWA. 

Figure 1. Screenshot. PBCAT 3 filename screen.

Enter Crash Report Number 

Once the user enters a filename, the next step is to enter a crash report identifier. The crash report 

identifier is often the State’s unique crash report number, which, as mentioned in Enter File 

Name, may enable the user to easily link the PBCAT 3 data to other variables collected in other 

crash data datasets (figure 2). 

PBCAT 3 allows the report number (or other unique crash identifier) to be a combination of 

letters, numbers, dashes, and underscores, up to 25 characters long. No spaces can be used. The 

example in figure 2 shows an underscore rather than a space.
14 

Source: FHWA. 

Figure 2. Screenshot. PBCAT 3 report number screen.

Code Crash Types and other Variables 

The user will then proceed through the crash typing screens and enter information for specific 

questions, as explained further in the next chapter. One question and categorical options for the 

answer are presented on each screen. The user can move “Back” (button at the bottom of each 

screen) through the logic to make changes until each specific crash record is “Saved.” Clicking 

any radio button next to the appropriate category moves the page forward again.

After the crash identifier is entered, the crash typing screens begin with item 2, selecting the type 

of non-motorist involved in the crash for the Mode Basic variable. The top of each screen 

includes a Selection Summary window (figure 3) which provides an ongoing list of the selections 

made for the previous questions. 

Source: FHWA. 

Figure 3. Screenshot. Example (through step 5) of how PBCAT tracks prior selections 

made during coding in the Selection Summary window at the top of each crash 

typing page. 

Confirm Crash Type 

After each crash is typed (which means that the Motorist and Non-motorist Maneuvers are 

coded), users are also offered the opportunity to view the resulting crash type and associated 

illustration to verify the Crash Type is correct before proceeding with other optional variables. 

An example of this opportunity to review and confirm is shown in figure 4. If the user notes any 
15 

errors in the crash type or other prior selections, they may go back and make changes. If the user 

selects “Next,” the user is presented with options to code more information about the crash. 

Source: FHWA. 

Figure 4. Screenshot. Selection Summary showing prior selections and Crash Type for user 

confirmation before proceeding.

After up to four additional, optional variables are coded—which do not change the Crash 

Type—users again have the opportunity to go back and make further changes to the variable 

selections or to accept and move forward (see figure 6). Accepting and moving forward ends the 

main crash coding sequence. Once “Accept and Continue” is selected on this screen, the user 

does not have a further opportunity to go back to edit the previous selections. (There is an 

option to recode the crash after it is saved, if needed; see the Recoding Cases with Errors 

section.) 
16 

Source: FHWA. 

Figure 5. Screenshot. Last opportunity to revise selections in main crash typing sequence.

After “Accept and Continue” is selected, users are presented with a “What would you like to do 

next?” screen (figure 6), which presents a choice to code optional Special Circumstance factors 

that may have been associated with the crash, “Enter Next Crash Report,” or “Save and Quit.” 

When either “Enter Next Crash Report” or “Save and Quit” are selected, that crash record 

is saved to the CSV file being built.

If the user opts to code Special Circumstance factors, they will proceed to a new set of four 

screens that contain 44 questions. See the next section for more information on the Special 

Circumstance coding process and information that may be coded. 

The user may also opt not to code any Special Circumstance factors (i.e., skip this entire section) 

by selecting “Enter Next Crash Report” or by selecting “Save and Quit” if the user is finished 

coding crashes for the active session. If the user opts to code the Special Circumstances, the prior 

selections have already been recorded, although the record is not yet saved to the active file. The 

“Enter Next Crash Report” and “Save and Quit” options are again presented after the Special 

Circumstance questions are reviewed and coded, and the crash record is saved to the CSV file 

along with any additional Special Circumstance indicators that were selected. (Note that every 

variable is either populated with a value or skipped). 

When “Save and Quit” is selected, the data download for all records coded in that session is 

initiated. Note that it is best to “Save and Quit” to download the current crash records if the user 
17 

is taking a break or will be leaving the computer idle for a length of time, during which the 

computer may enter sleep mode or other disruptions may occur. There are more tips for data 

entry in the Functionality and Protocols sections.

Source: FHWA. 

Figure 6. Screenshot. End of main crash typing sequence in application and options for 

next steps.

Special Circumstances

Because users have the option to skip this entire section, the typing process and functionality 

change at this point. As previously mentioned, users cannot go back to the earlier crash typing 

questions, and the Selection Summary window is no longer presented. This situation happened 

because the variable selections for the previous questions have been recorded (but not yet saved) 

to allow the functionality for users to skip the section entirely if they choose to. 

The coding screens also look different than previous screens since previous screens only 

included one question per screen. When the user chooses to enter optional Special Circumstance

factors, 44 different questions, categorized by topic, are presented on four screens. The user only 

selects ‘Yes’ if the situation applies to that crash; otherwise, the user is supposed to skip the 

question. (Users can go back and forth within the four Special Circumstance screens.) 

At the end of Special Circumstance questions, the user is again prompted with the option to 

“Enter the Next Crash Report” to begin coding the next crash or “Save and Quit.” As previously 

noted, “Save and Quit” initiates the data download. Users can review codable information in the 

Special Circumstance section in the next chapter and appendix B. 

Recoding Cases with Errors 

The ability to track selections as the user proceeds through coding the main variables (figure 3) 

and then go back if an error was made should reduce the need for recoding. However, once the 
18 

user makes a selection on the “What would you like to do next?” screen (figure 6), the user no 

longer can go back to change earlier selections, as the data entered previously has been recorded 

already for that crash.

If, however, the user thinks they made a mistake and wants to correct the coding for a specific 

crash, then the user can do so. The coding must already be completed for that crash, to do so, and 

the record must also be saved. To recode a crash, simply reenter the same crash Report Number. 

The user will then receive a prompt to confirm that they wish to recode that crash (or cancel). 

The recoded variable selections will replace the original selections. Users cannot view the 

original variable choices as the earlier data must be cleared to recode the crash.

The recoded variable selections will replace the original selections in the data file. If the error is 

only noticed after the user quits a coding session, and the data are downloaded, then the crash 

can simply be reentered during a new coding session. Reentering the crash information deletes 

the old record from the CSV file.

PBCAT 3 Functionality

PBCAT 3 is a browser-based application that operates without a database. The PBCAT 3 tool 

was designed to be streamlined and allow users to easily begin coding data to generate new 

variables. Users are not required to design a database that fits their data, and the application does 

not require users to upload any data, either from preexisting crash data or from earlier PBCAT 3 

crash typing. Users may simply start typing crashes upon accessing the needed crash reports and 

information. 

These application features also mean that crash records are only tracked and ‘retained’ by 

the system when the user is actively coding and the browser is open. When the user quits a 

session, all entered records from that active coding session are automatically downloaded for the 

user to save locally. Therefore, users are responsible for storing, merging multiple files or 

variables, and managing the data downloaded. 

User selections within PBCAT are output in a delimited (CSV) file when the user quits the 

application. The user can rename the file at this point (if desired) and choose where to save the 

data, if not saved in an automatic Download folder. To enhance data protection, since there is no 

stored database, backup data files are also automatically generated for the user. PCBAT adds 

a number to the root file name for each backup file. This automatic backup occurs after every 5 

records for the first 20 entries and then at a decreasing frequency of up to 200 records per 

session. This precaution is intended to help prevent accidental data loss. When the user quits a 

coding session, all records are outputted into the session CSV file, and the user may discard any 

unneeded backup data files. 

Good Protocols for PBCAT 3 Data Entry 

Since data are not stored by PBCAT 3, the user maintains control of all data and data security. 

However, this system simplicity requires users to practice good data entry, management, and 

control. 
19 

Guidance for Using the PBCAT 3 application: 

1. Use modern, up-to-date internet browsers. PBCAT 3 is not supported by Internet 

Explorer®. 

2. Do not use internet browsers in incognito or private mode. Check that cookies are 

enabled. 

3. Do not clear the internet browser cache during coding sessions without submitting a 

“save and quit.” The browser cache retains selections within the current session.

4. Use the directional “Back” button within the application to go back and change prior 

entries. Do not use the “Back” feature within the browser.

5. Do not abandon a coding session without saving and quitting. The computer should not 

be allowed to enter sleep mode while in a session. 

If a user inadvertently navigates away from the site, or closes the window, but has other browser 

windows open, there is potential for recovering any non-backed-up data from the current session; 

however, the current unsaved record that was in the process of being entered may be lost. Users 

in this situation should not close the browser and should instead try navigating back to the 

PBCAT 3 webpage with the browser’s navigation. The user should reach the “Enter Report 

Number” screen and enter the report that was being coded at the time of the disruption. The 

session data should still be available, excepting any unsaved record. 

Good Protocols for File Management

The data generated by using PBCAT 3 are automatically downloaded to the user’s computer 

(designated Download folder) when the user quits a session. If multiple sessions (or personnel) 

are needed to code the crashes that the user intends to code, then multiple CSV files will be 

created. These files will need to be stored, tracked, and, when data entry is complete, merged by 

the users.

Good data management protocols include developing a file naming and storage convention to 

guard against inadvertently over-writing any previous data files (for example, that may have 

been created by other users using the same file name). Users will also want to check for 

completion of records intended to be coded, as well as check for duplicate records. Again, the 

CSV format provides for the convenient merging of multiple files. 

Compiling PBCAT 3 Data with Other Data

As mentioned in the Main Features section of the first chapter, PBCAT 3 is intended to create 

supplemental variables and is not intended for entering data elements commonly available in 

crash databases, including the ages of those involved, injury outcomes, traffic control, lighting 

conditions, and other factors. If these types of variables (or others not included in PBCAT 3) are 

important for the analysis purpose, users will want to be able to merge PBCAT 3-derived data 

with crash data variables. Users will want to enter a unique crash Report Number that can be 

used to match each typed crash record from PBCAT 3 with existing crash data. Linking data is 

performed by the user outside of PBCAT 3. This step should be straightforward to perform by 

data management specialists since the data generated by PBCAT 3 are outputted into a userfriendly CSV format.

21 

PBCAT 3 CRASH TYPING SYSTEM AND VARIABLES

This chapter presents the PBCAT 3 crash typing framework, types of information generated by 

using the application, flow of the typing tool, and detailed information about each variable. 

There are seven key types of information that may be coded in PBCAT 3. Users are guided to 

code these information types through 15 questions, yielding data for 17 variables. These 

variables are intended to provide information on the type of non-motorist involved in the 

collision, characteristics of the crash location, the basic type of conflict or Crash Type, and other 

events and circumstances that are involved in some crashes. PBCAT 3 distinctly defines each 

data element coded within the system to enhance the objectivity and utility of the data for 

analyzing crashes.

Types of Information Generated

The seven key types of information for users to code, with the 17 variables that capture the 

relevant information, are as follows:

• Type of non-motorist involved in the collision—Mode Basic and Mode Detailed

variables.

• Crash location context—Relation to Trafficway, Crash Location Type, (Motorist) Road 

or Lane Departure indicator, Leg of Intersection (if relevant) variables.

• Type of facility the non-motorist was using at or just prior to the time of the crash—Nonmotorist Facility Type at Crash, (Non-motorist) Travel Lane Type (if relevant), and Nonmotorist Facility Type Prior to Crash variables.

• Controlled movement of the motorist prior to the crash—Motorist Maneuver variable.

• Precrash maneuver of the non-motorist, relative to the motorist movement—Non-motorist 

Maneuver variable.

• Crash type—Detailed Crash Type and Basic Crash Type variables. The crash type 

variables are both generated by the application when the user selects the Motorist and 

Non-motorist Maneuvers. 

• Other maneuvers or circumstances that add detail on precrash events for some crashes—

Non-motorist Turning, Overtaking Indicator, Dooring Indicator, Contraflow Indicator

variables. These variables do not alter the crash type; they may, however, be important 

for a fuller description of some crashes. 

Users also have the option to answer 44 Special Considerations questions to indicate the 

presence of other factors, behaviors, or conditions that may have been present in some crashes. 

Most users will likely code PBCAT 3 crashes by reviewing crash reports or crash diagrams and 

narratives available from the study State’s or local jurisdiction’s crash data system. Each State 

has its own crash report format and data collection system (whether entirely electronic or hard 
22 

copy) and makes these data available to safety stakeholders. When using PBCAT 3, a version of 

the report or data that includes the narrative and diagram is essential. PBCAT 3 users will need 

to familiarize themselves with the placement of variables, narratives, and diagrams on their 

State’s crash report form or within the database and understand the definitions of these elements 

and their categories for crash typing purposes. The most important features of the crash report for 

PBCAT 3 are the diagram and narrative, which are used to characterize the motorist and nonmotorist maneuvers used to generate the crash type variables.

In addition, jurisdictions may consider how their crash data system and collected data elements 

relate to the recommended PBCAT 3 variables. As mentioned in the section “Considerations for 

Crash Typing Using PBCAT 3,” the variables in PBCAT 3 are intended to complement or 

enhance data elements already available in most crash databases. For some jurisdictions, it may 

also be possible to algorithmically program a close approximation of PBCAT 3 variables using 

existing crash variables. Users may find more information on the PBCAT 3 variables in the 

Variable Mapping chapter. 

Key Variables

Users are asked to code five key variables to identify the type of non-motorist, crash location 

context, and the maneuvers used to generate the two crash type variables. These variables are:

• Mode Basic: This variable allows the user to indicate what type of person (non-motorist) 

was involved in the crash.

• Relation to Trafficway: This variable indicates whether the crash occurred on or off a 

trafficway. 

• Crash Location Type: This variable indicates where the crash occurred (allows both ontrafficway and non-trafficway locations).

• Motorist Maneuver: This variable indicates the motorist's controlled maneuver just before 

the crash.

• Non-motorist Maneuver: This variable indicates the non-motorist maneuver, in relation to 

the motorist heading, just before the crash (and before any turns). 

The precrash maneuvers of the motorist and non-motorist are the only two variables that 

influence the Crash Type. The application uses the selections for the Motorist and Non-motorist 

Maneuvers to generate the two crash type variables: 

• Crash Type: Detailed: This variable defines a detailed crash type based on the interaction 

of Motorist Maneuver and Non-motorist Maneuver selections.

• Crash Type: Basic: This variable defines a basic crash type based on the interaction of 

Motorist Maneuver and Non-motorist Maneuver selections but automatically combines 

some categories.
23 

Optional Variables 

Users have the option to code information for up to 10 additional variables. These variables 

provide more detail about circumstances and events leading up to the crash. The optional 

variables will give a fuller picture of the crash sequence for some crashes but will not apply to all 

crashes. Users may opt to skip coding any of these variables for several reasons: 

• If there is insufficient information in the crash report to make an accurate selection. 

• If the user does not need the additional details. 

• If the variable is not applicable to the crash circumstances.

To maintain objective data, users should avoid guessing when there is insufficient information to 

choose an option and instead select Unknown. If users decide to code these variables, they may 

want to code them each time and select Unknown or Not Applicable, when necessary, instead 

of skipping. This manner of coding can help to promote data completeness. The optional 

variables include:

• Mode Detailed: This variable captures more detail on the type of pedalcycle or other 

device used by the person in the crash, depending on the answer to Mode Basic. 

• Leg of Intersection: This variable captures where in the intersection the crash occurred.

The question is asked if the user indicated the crash occurred at an intersection, providing 

more information that may be useful for understanding the crash with respect to whether 

the motorist was entering the intersection, somewhere in the center, or exiting the 

intersection when the collision occurred. The answer could also be helpful for analyzing 

crashes at intersections that allow diagonal crossings as well as potential risks of more 

severe injuries. 

• Road or Lane Departure: This variable aims to ascertain whether or not the motorist 

unintentionally departed the roadway or the motorist’s travel lane prior to the crash (for 

on-trafficway crashes only). 

• Non-motorist Facility Type at Crash: This variable captures the type of facility the nonmotorist was on at the point of impact. 

• Travel Lane Type: If the non-motorist was struck in a travel lane without other facility 

designations, this variable allows the user to code the type of travel lane.

• Non-motorist Precrash Facility Type: This variable captures the type of facility the nonmotorist was using just before the crash. For faster modes, the variable may be different 

from that of the Facility Type at Crash. 

• Non-motorist Turning: This variable captures whether the non-motorist may have turned, 

merged, or changed trajectories before the crash (regardless of mode, initial paths, or 

location type, or whether the motorist also turned).
24 

• Overtaking Indicator: For parallel path, the same direction crashes involving motorists 

going straight, the Overtaking Indicator variable captures whether the motorist or nonmotorist was overtaking the other at the time of the crash.

• Non-motorist Contraflow Indicator: This variable provides an opportunity to 

independently establish whether the non-motorist was traveling in the same or opposite 

direction as adjacent motorized traffic (if relevant). This factor may be represented 

regularly in certain crash types, and regardless of mode or location type, may be of 

interest in investigating detection technologies and potential for reducing crashes. [Note 

that ‘contraflow’ walking is typically recommended for pedestrians traveling where there 

is no walkway; in contrast, contraflow cycling in traffic lanes or on-road bike lanes may 

adversely affect safety]. 

• Dooring Indicator: For crashes involving parked motor vehicles, this variable provides 

an opportunity to indicate whether the crash resulted from a dooring situation (nonmotorist striking an open or opening vehicle door). 

Special Circumstances

Another aspect of the crash typing system flow relates to the optional Special Circumstance 

questions. As mentioned in the Getting Started chapter, users have the option to code any Special 

Circumstance factors that may apply to some crashes. However, users may also skip this Special 

Circumstance section entirely. Users cannot review or go back to the prior variables entered once 

they opt to code Special Circumstances. 

Thirty-nine of the questions provide indicators that correspond to special situations used to 

identify specific pedestrian or bicyclist crash types in earlier versions of PBCAT. These variables

may therefore be of special interest to those who have data from crash typing using PBCAT 2

and wish to make longitudinal comparisons of detailed crash type trends. Comparing and 

analyzing data derived from PBCAT 3 with data derived from using the PBCAT 2 methodology 

is discussed in more detail in the Variable Mapping chapter. 

The next section provides an overview of the crash typing flow and detailed descriptions of the 

crash typing logic and variables that can be coded using PBCAT.

Crash Typing Logic 

Figure 7 illustrates the basic flow of crash typing within the application. Depending on 

selections, not all questions will be presented for each crash. For example, for crashes that did 

not occur on a trafficway, the Non-motorist Facility Type questions are not presented, as these 

questions are most relevant for On Trafficway crashes. In general, relatively few restrictions 

were imposed on questions presented based on prior variable selections to maintain flexible 

options for coders, recognizing that unexpected combinations of factors may occur. Any 

restrictions are described for each variable in the Detailed Variable Descriptions section 

following the next section on the use of illustrations in the crash typing application. 
25 

Each variable, except for the Detailed and Basic Crash Type variables, is coded by users by 

reviewing information from crash reports and making selections in the application. As mentioned 

previously, the crash type variables are derived by the application from Motorist and Nonmotorist Maneuvers selections. Users are presented with the Detailed Crash Type and an 

illustration of the crash type (if available) following those two selections. Users can then review 

and confirm the crash type before proceeding to the next questions, as described in the Data 

Entry and Management section of this guide. Other data related to the crash scenario (such as the 

location context) and other actions (e.g., Non-motorist Turning indicator) are captured in other 

variables. Choices for those variables do not alter the Crash Type but instead provide 

supplemental variables that can be analyzed with respect to all crash types. 

Source: FHWA. 

Figure 7. Flowchart. Variable presentation within the crash typing flow in PBCAT 3.
26 

Type of Non-motorist

There are two variables that assist the user in describing the nonmotorized road user type: Mode 

Basic, which users must code to differentiate among the basic types of non-motorists, and Mode 

Detailed, which is optional to code. There were several considerations for defining the basic and 

detailed modes for pedalcyclists, pedestrians, and users of varied personal conveyance devices. 

These considerations include current practices in crash reporting, the ability of law enforcement 

officers to recognize and distinguish different modes in reporting on crashes, rapidly evolving 

types of personal conveyances and power-assisted pedalcycles, and safety and operational 

characteristics. Mode Detailed offers an opportunity to distinguish more specific types of 

devices, if sufficient information is available in the crash report and existing variables to do so. 

Mode Basic (modeBasic in CSV file)

Users may first select from three basic categories of non-motorist. The question, category 

options, and descriptions for Mode Basic are as follows: 

Question: 

What type of person was involved in the crash? 

Category options (No illustrations): 

Pedalcyclist or Power-Assisted Pedalcyclist—Cyclist using a wheeled vehicle with operable 

pedals or hand cranks. Motor-power assistance may be present.

Powered Personal Conveyance—A person using a powered or power-assisted personal 

conveyance device that is NOT pedal-powered. Examples include electric-powered stand-up and 

sit-down scooters, electric skates, powered boards, and others. 

Pedestrian/Other Pedestrian—A person on foot, sitting, lying, using a self-propelled conveyance 

(e.g., stroller, skateboard, skates, kick-scooter, skis), or using a wheelchair that is motorized or 

non-motorized. 

In Mode Basic, all types of pedalcycles were grouped together. Power-assisted pedalcyclists 

were combined with traditional pedalcyclists because these bikes seem to operate similarly to 

other pedalcycles (except they may go faster up hills). With designs that may hide the power 

source and motor, it is also unknown whether those reporting on crashes are always able to 

distinguish power-assisted pedalcycles from other pedalcycles. Note that the MMUCC Guideline

includes motorized bikes with motor vehicles (combining with mopeds – refer to table 3 in the 

Variable Mapping chapter for more information) (NHTSA 2017). 

Mode Detailed (modeDetailed in CSV file) (Optional) 

PBCAT 3 provides the option for users to consider more specific types of personal conveyance 

devices and pedalcycles by coding Mode Detailed. 
27 

Question: 

What type of pedalcycle/device was used by the cyclist/person in the crash?

[If unable to determine from the crash report, Skip the question.] 

Category options for when Mode Basic = Pedalcyclist or Power-Assisted Pedalcyclist (no 

illustrations): 

Bicycle—Two-wheeled vehicle that is human propelled by pedaling or hand-driven cranks. 

Includes handlebars for steering and a seat for the operator.

Other (Non-motorized) Pedalcyclist—Non-motorized, pedal-powered vehicle other than a 

bicycle, such as a unicycle, adult tricycle, tandem bicycle, bicycle plus trailer, etc.

Powered or Power-Assisted Pedalcyclist—Bicycle or other pedalcycle with a motor that provides 

supplemental power to the human operator. 

A variety of powered personal conveyance devices, described as those “primarily designed to be 

used on paved roadways and paths” and designed for human transport, were defined in the SAE 

report on the taxonomy of powered personal micromobility vehicles (SAE 2019). The MMUCC

Guideline does not provide as much detail on personal conveyance types (NHTSA 2017). 

PBCAT 3 followed the SAE categories for powered and power-assisted personal conveyances 

other than pedalcycles (SAE 2019). For pedalcycles, the SAE report distinguished three classes 

(and various sub-classes) of cycles that provide supplemental power to operators. However, the 

level and type of assistance may not always be apparent to those responding to and reporting on 

crashes, and different combinations of these characteristics may occur (SAE 2019). These varied 

levels of powered or power-assisted pedalcycles were therefore not split out in Mode Detailed in 

PBCAT 3.

The more detailed information from this optional variable could be useful in safety studies to 

better understand how different operational characteristics and profiles (such as different types of 

powered versus non-powered devices) might affect safety. If, however, there is inadequate 

information available in the crash report to make a choice, users should avoid making a 

subjective judgment and skip coding this variable to maintain objective data. If the user decides 

not to code Mode Detailed for any specific crash or for all crashes, they may select the Skip 

button provided below the category options. The options offered for Mode Detailed are a subset 

of categories that relate to the selection made for Mode Basic. No illustrations are provided for 

the Mode variables as devices are varied and evolving. 

Category options for when Mode Basic = Powered Personal Conveyance (no illustrations):

Powered or Power-Assisted Stand-up Scooter—Small, longitudinally-wheeled stand-up scooter 

powered fully or partially by a motor, controlled by a throttle, with a handlebar for steering. 

Powered or Power-Assisted Seated Scooter—Small, longitudinal wheeled scooter with a seat for 

the operator, powered fully or partially by a motor, typically controlled by a throttle with a 

handlebar for steering [Includes powered scooters that may be used for mobility assistance]. 
28 

Powered Non-Self-Balancing, Standup Board—Board/skateboard powered fully or partially by a 

motor; has no column or handlebars. 

Power-Assisted Skates—Skates powered fully or partially by a motor. 

Powered Board with Self-Balancing Mechanism—Fully motorized vehicle with horizontallyarranged wheels, a foot platform, and center column with handlebar. These devices are 

controlled by the operators distributing their weight.

Other Powered/Assisted Personal Conveyance—Other type of active transport device or 

conveyance with power assistance not described in the other options. 

Category options for when Mode Basic = Pedestrian/Other Pedestrian (no illustrations):

Non-powered or Powered Wheelchair

Other Self-propelled, Personal Conveyance or Toy—Personal conveyance other than a 

pedalcycle or wheelchair but powered solely by human effort. [Includes devices such strollers, 

kick scooters, sleds, skis, stilts, child’s tricycle, or other non-motorized pedestrian conveyance.]

Pedestrian—No recreational or conveyance device was used.

Crash Location Context 

After completing selections for the Mode variables, PBCAT 3 users are presented with questions 

about crash location context: Relation to Trafficway and Crash Location Type. Optional 

variables relating to location of the crash include A Road or Lane Departure indicator, as well as

Leg of Intersection, when appropriate. Finally, users have the options to code specific facility 

types the non-motorist was using at the time of the crash: Facility Type at Crash and Travel Lane 

Type (if relevant), as well as the facility type the user may have been using just before moving 

into the conflict zone where the crash occurred—the Facility Type Precrash.

The prior choices regarding non-motorist mode do not affect the selections for these variables or 

any of the other variables in the typing system. The choices for these location context variables

also do not affect the Crash Type but provide supplemental information. Some of the optional 

variables are not relevant for Non-Trafficway crashes, however, and are not offered for crashes 

that were coded as occurring at these locations. 

Relation to Trafficway (relationToTrafficway in CSV file)

The Relation to Trafficway variable defines whether the crash was a trafficway-related crash or 

not. While most crashes involve one motorist and one non-motorist, if any harmful event in the 

crash (including a prior collision with a second motor vehicle) was initiated on the trafficway 

and resulted in a collision with a non-motorist, then that crash should be coded as On Trafficway. 

An illustration is provided to help users make this determination. The definitions are intended to 

be consistent with the MMUCC Guideline (NHTSA 2017). 
29 

Question: Did the crash occur on or off a trafficway?

[A trafficway includes the roadway, shoulder, roadside, and all facilities within the public rightof-way.]

Category options and illustrations: 

On Trafficway—Crash where the unstabilized situation originated within the boundaries of a 

trafficway or at least one harmful event occurred on the trafficway. The following four examples 

of On Trafficway crashes are not provided within the application. Example 1: A motorist driving 

on a roadway pulls or runs off the road and crashes into a pedestrian jogging on an unpaved 

shoulder. Example 2: A motorist driving on a roadway crosses the centerline and crashes into a 

bicyclist traveling on an adjacent sidepath on the opposite side of the roadway. Example 3: A 

motorist backs out of a private driveway, into the trafficway, and crashes into a scooter-rider 

traveling along a sidewalk. Example 4: A motorist backs into another vehicle, sending it over the 

curb and into a parking lot where it strikes a pedestrian. 

See the figure 8 illustration for both On-Trafficway and Non-Trafficway. 

Source: FHWA. 

Figure 8. Illustration for both On Trafficway and Non Trafficway. 

Non-Trafficway—Crash where the unstabilized situation originated outside the boundaries of a 

trafficway and no harmful event occurred on a trafficway. For example, a driver starts a vehicle 

in a private driveway and backs over a pedestrian sitting right behind that vehicle, or, a motorist 

driving through a parking lot collides with a non-motorist, or, a motorist and someone outside 

that vehicle, are working on the vehicle in a private yard when the vehicle moves and hits the 

pedestrian.

Unknown—It is unknown whether the crash was associated with a trafficway. 

No illustration is provided since Unknown location type is undefined. 

Selecting Unknown for the Relation to Trafficway variable skips the user to the Motorist 

Maneuver question and bypasses the Crash Location Type and Non-motorist Facility Type

questions since there is a lack of information about the crash location. Crash Location Type

options are presented for crashes initiated or occurring in On Trafficway or in Non-Trafficway

locations. 
30 

Crash Location Type (crashLocationType in CSV file)

Crash Location Type selections are influenced by the selections made in Relation to Trafficway.

This location variable relates to the approximate location of the crash along a trafficway, or, if a 

non-trafficway crash, a basic descriptor of the type of location. If the motorist entered or left the 

roadway (whether intentionally or unintentionally) as indicated in the Motorist Left the Roadway 

variable and struck a non-motorist on a non-trafficway facility that was outside the trafficway 

property lines, PBCAT 3 users should select the location type along the trafficway that is most 

pertinent to where the non-motorist was struck (which may include Other or Unknown 

Trafficway Location). The specific facility type (whether within the trafficway or not) can be 

indicated in a separate variable.

Question: 

Where did the crash occur?

Category options and illustrations for Crash Location Type when Relation to Trafficway = On 

Trafficway: 

Expressway—Crash occurred on a fully access-controlled trafficway. Note: The crash may occur 

at or along an interchange area as long as the crash is unrelated to the presence or maneuvers 

to/from or on an access ramp. Compare to Entrance / Exit Ramp. Additional note: that is not 

included in the application and users should rule out access-controlled expressway/freeway 

before selecting Non-junction (along Trafficway). If the crash occurred on an entrance/exit ramp 

or was related to movements to/from a ramp, select Entrance/Exit Ramp or Related (see figure 

9). 

Source: FHWA. 

Figure 9. Illustration. Expressway 

Intersection—Crash occurred at or related to an at-grade junction of two or more roadways of 

any design or locations within 50 ft of the prolongation of the edge line or curb of the crossing 

street (see figure 10). 
31 

Source: FHWA. 

Figure 10. Illustration. Intersection

Driveway Access or Related—Crash occurred on or near a driveway access point and was 

related to movements from the driveway to the trafficway or from the trafficway to the driveway 

by either party. Driveway-related crashes may occur on a roadway travel lane, midblock 

crossing, on a shoulder, or on an adjacent pedestrian/bicycle facility along the roadway near a

driveway but should be related to the driveway; code as Non-junction otherwise (see figure 11).

Source: FHWA. 

Figure 11. Illustration. Driveway access or related.

Path Crossing/Junction—Crash occurred at the junction of a shared-use path or trail with a 

trafficway (see figure 12). 

Source: FHWA. 

Figure 12. Illustration. Path crossing/junction. 

Non-junction (along Trafficway)—Crash occurred at a trafficway location that is not an 

intersection or a connection between a driveway access, path, or other trafficway, and the crash 

did not occur on a fully-access-controlled freeway or expressway. [This category includes 

crashes at midblock, marked crosswalks (see figure 13).] 
32 

Source: FHWA. 

Figure 13. Illustration. Nonjunction (along Trafficway). 

Entrance/Exit Ramp or Related—Crash occurred on a ramp that provides access to or from 

another roadway or results from an activity, behavior, or control related to the movement of 

traffic units entering or exiting a ramp (see figure 14). 

Source: FHWA. 

Figure 14. Illustration. Entrance/exit ramp or related.

Railway Grade Crossing—Crash occurred at a railway grade-crossing of a roadway 

(see figure 15). 

Source: FHWA. 

Figure 15. Illustration. Railway grade crossing. 

Other Trafficway Location—The crash occurred along a trafficway, but the location type is 

different from those described. 

No illustration. 

Unknown Trafficway Location—The crash occurred along a trafficway, but the location type 

cannot be further determined. 

No illustration. 

PBCAT 3 users can type crashes that occurred in Non-Trafficway locations if desired and if 

Relation to Trafficway = Non-Trafficway is selected.
33 

Category options and illustrations for Crash Location Type when Relation to Trafficway = NonTrafficway: 

Public Vehicular Area (PVA)—Crash occurred on a commercial or public driveway, parking lot, 

or other area open to the public and used for vehicular access or parking (see figure 16). 

Source: FHWA. 

Figure 16. Illustration. Public vehicular area (PVA).

Off-Street Trail/Sidepath—The crash occurred on a trail, shared-use path, or sidepath but was 

not at a junction with a roadway for motor vehicle traffic (see figure 17). 

Source: FHWA. 

Figure 17. Illustration. Off-Street Trail/Sidepath.

Other Non-Trafficway—The crash occurred on a private driveway, yard, open area, inside a 

building, or other area not typically designated for vehicular traffic. 

No illustration. 

Unknown Non-Trafficway—The crash occurred at a non-trafficway location, but the location 

type cannot be further determined. 

No illustration. 

Leg of Intersection (legOfIntersection in CSV file) (Optional) 

Whether the crash occurred on the entry leg or the exit leg for the motorist has been associated 

with injury severity for nonmotorized road users, with the exit legs associated with more severe 

injuries (Schneider and Stefanich, 2016). This variable also provides further support for whether 

the crash was a crossing path crash or a parallel path crash at an intersection.

If Intersection is selected for Crash Location Type, users are presented the option to code the Leg 

of Intersection where the crash occurred. If any value other than Intersection is selected for 
34 

Crash Location Type, this variable automatically populates with Not Applicable, and users will 

not see this question. 

Question: Where in the intersection did the crash occur? 

The two accompanying images shown are intended to illustrate the entry leg, versus the exit legs 

for the motorist, for varied at-grade intersection designs (see figure 18).

Category options and two Illustrations: 

Source: FHWA.

A. Subfigure example of leg of intersection exit legs. 

Source: FHWA. 

B. Subfigure example of leg of intersection exit legs. 

Figure 18. Illustration. Category options and two illustrations. 

Entry Leg for Motorist (extending 50 ft from corner) 

Exit Leg for Motorist (extending 50 ft from corner) 

Center Area of Intersection (area bounded by inner curb or edge lines) 

Unknown 

Road or Lane Departure (roadLaneDeparture in CSV file) (Optional) 

Selecting On Trafficway for Relation to Trafficway, also provides users the option to code an 

indicator of whether the motorist unintentionally departed the roadway or travel lane in Road or 
35 

Lane Departure (this variable is presented after the Crash Location variable.) This determination 

should be applied to the motorist action that initiated the crash sequence. 

If Non-Trafficway or Unknown is selected for Relation to Trafficway, this Road or Lane 

Departure indicator automatically populates with Not Applicable, since the crash occurred 

wholly outside the trafficway or the Relation to Trafficway is unknown. 

Question: 

Did the motorist unintentionally leave the roadway or designated travel lane prior to the crash? 

Category options (no illustrations):

Yes

No

Unknown

Type of Facility the Non-motorist was Using

If there is sufficient available information, following the crash location choices, users may opt to 

code the specific type of facility used by the non-motorist at the time of the crash (Non-motorist 

Facility Type at Crash). Users may also opt to code the facility type used by the non-motorist

just before the crash (Non-motorist Facility Type Prior to Crash). The facility type used before 

the crash may be most relevant to cyclists and other faster modes. Cyclist and other faster modes 

may have been on a different facility type before entering the conflict area where the crash 

occurred. Both the facility type being used at and before the crash may be of safety interest and 

have potential implications for the selection of safety treatments. 

Regardless of the crash location characteristics selected earlier, all of the trafficway and nontrafficway-related facility types are offered for On-Trafficway crashes because there are many 

unpredictable scenarios that could involve a motorist departing the roadway and striking a nonmotorist on a bicycle or pedestrian facility, shoulder, or other off-roadway area. In addition, nonmotorist falls or crashes, which can be coded using PBCAT 3, may not involve a collision with a 

motor vehicle and may occur on these types of facilities. 

Users may choose not to code facility type if the information is already available in the crash 

database, not available on the crash report, or the facility descriptors are available from other 

sources, such as roadway inventories. However, the presence of facilities may not always 

coincide with the facility the non-motorist was on at the time of the crash or used just before the 

crash. Each jurisdiction may want to weigh the information available in other databases and the 

ability to code these variables consistently and accurately from crash report information. 

Non-motorist Facility Type at Crash (facilityTypeCrash in CSV file) (Optional) AND

Non-motorist Facility Type PRIOR to Crash (facilityTypePre in CSV file) (Optional) 
36 

These two variables use the same set of facility type options and are optional to code by selecting 

a Skip button. 

Question for Non-motorist Facility Type at Crash: 

What type of facility was the non-motorist using at the moment of the crash? 

Question for Non-motorist Facility Type Prior to Crash: 

What facility was the non-motorist using just prior to the crash, which may differ from the 

facility where the crash occurred? 

Note included in the application: [The precrash facility type may be most applicable to cyclists, 

joggers, and other faster modes; may also be challenging to determine from crash reports.]

Category options and illustrations: 

Intersection – Crosswalk—An area of the roadway designated for pedestrian crossing. The 

crosswalk may be marked on the roadway or may be an implied, legal, crosswalk that is not 

marked (see figure 19). 

Source: FHWA. 

Figure 19. Illustration. Intersection—crosswalk.

Intersection - Other—An area within the bounds of an intersection but not in a marked or 

unmarked crosswalk (see figure 20). 

Source: FHWA. 

Figure 20. Illustration. Intersection—other.

Median/Crossing Island—An area of a trafficway that separates traffic in opposite directions; 

a crossing island is a type of raised median that provides refuge for crossing non-motorists 

(see figure 21). 
37 

Source: FHWA.

Figure 21. Illustration. Median—crossing island. 

Midblock – Marked Crosswalk—A marked area of the roadway designated for non-motorist

crossing that is not located at an intersection (see figure 22). 

Source: FHWA.

Figure 22. Illustration. Midblock—marked crosswalk.

Shoulder/Roadside—A part of a trafficway from the edge of the vehicular travel lanes extending 

to the property line (including unpaved right-of-way) but excluding designated pedestrian and 

cyclist facilities (see figure 23). 

Source: FHWA. 

Figure 23. Illustration. Shoulder/roadside.

Travel Lane – Other Location—A lane designated for vehicular travel and lacking other facilitytype markings/designations (see figure 24). 
38 

Source: FHWA. 

Figure 24. Illustration. Travel lane—other direction.

Driveway Access—A sidewalk, bike lane, or shoulder area continued across a driveway access 

and at the junction with a trafficway (see figure 25). 

Source: FHWA

Figure 25. Illustration. Driveway access. 

Sidewalk—An area adjacent to travel lanes typically designated for pedestrian use. The area 

before includes curbs or curb ramps (see figure 26). 

Source: FHWA. 

Figure 26. Illustration. Sidewalk.

On-Street Striped Bike Lane—An on-road bicycle facility designated by striping, signing, and 

pavement markings (see figure 27). 

Source: FHWA. 

Figure 27. Illustration. On-street striped bike lane.
39 

On-Street Buffered Bike Lane—A bicycle lane with a painted buffer separating it from motor 

vehicle lanes (see figure 28). 

Source: FHWA. 

Figure 28. Illustration. On-street buffered bike lane.

Separated Bike Lane – One-way—A one-way facility designated for use by bicyclists that is 

adjacent to but physically separated from motor vehicle lanes by a vertical element but is within 

the trafficway (see figure 29). 

Source: FHWA. 

Figure 29. Illustration. Separated bike lane—one way. 

Separated Bike Lane – Two-way—A two-way facility designated for use by bicyclists that is 

adjacent to but physically separated from motor vehicle lanes by a vertical element and is within 

the trafficway (see figure 30). 

Source: FHWA. 

Figure 30. Illustration. Separated bike lane—two-way. 

Sidepath—A shared-use path physically separated from motor vehicle traffic by a curb, open 

space or barrier, but parallel to and within the trafficway used by pedestrians, cyclists, and other 

non-motorists (see figure 31). 
40 

Source: FHWA. 

Figure 31. Illustration. Sidepath.

Off-Street Trail—A shared-use pathway that is not adjacent to a roadway and is used by 

pedestrians, cyclists, and other non-motorists (see figure 32). 

Source: FHWA. 

Figure 32. Illustration. Off-street trail.

Other Facility—Any facility not described in other options, including parking lane, bus pullout, 

loading zone, or nontrafficway area (e.g., parking lot, open space). 

No illustration.

Unknown—The facility the non-motorist was on is not known. 

No illustration.

Travel Lane Type (travelLaneTypeCrash in CSV file) (Optional) 

If Travel lane – Other Location is selected for Non-motorist Facility Type at Crash, users are 

presented the option to code what type of motor vehicle travel lane the non-motorist was using at 

the time of the crash. If any other values are selected for Non-motorist Facility Type at Crash,

Travel Lane Type is automatically populated with Not Applicable. 

Question: 

What type of vehicular travel lane was the non-motorist using at the time of the crash?

Category options and illustrations (no Illustrations):

Through Lane 

Right Turn Lane 
41 

Left Turn Lane

Two-Way Left Turn Lane

Free-Flow Right Turn Lane 

Dedicated Bus Lane

Other Type Lane 

Unknown Lane Type 

Maneuvers of the Motorist and Non-motorist Prior to the Crash 

The next and most important step in crash typing is to select the motorist and non-motorist

maneuvers that preceded the crash. While the location and facility type variables provide 

important context for where the crash occurred, they do not affect the PBCAT 3 Crash Type. 

The crash type is derived from the interaction of the motorist and non-motorist maneuvers 

variables. The application uses the coding of these two variables to automatically create two 

crash type variables: Detailed Crash Type and a Basic Crash Type with fewer categories. 

PBCAT 3 presents the crash type for a given crash to the user following the motorist and nonmotorist maneuvers sections. 

First, users select the Motorist Maneuver that best describes the precrash movement of the 

motorist. Motorist Maneuvers were adapted from the MMUCC Guideline (2017) vehicle 

maneuver/action variable and categories. Next, users are asked to select the category that best

describes the Non-motorist Maneuver/Actions just before the crash. Non-motorist actions are 

characterized relative to the Motorist Maneuver and likely require consulting the crash diagram 

and narrative from a crash report to code accurately. PBCAT 3 users should become familiar 

with the detailed descriptions of these categories before coding and resolve any issues among 

coders for consistent coding. 

Motorist Maneuver (motoristManeuver in CSV file)

Motorist Maneuver is one of the two variables used to generate the two crash type variables. 

Users can select an Unknown option in case the crash report provides insufficient detail to 

determine the motorist maneuver type. For more information, the relationship of these categories 

to categories in the MMUCC Guideline (2017) for the “Vehicle Maneuver/Action” variable is

provided in the Variable Mapping chapter.

Question: 

What was the motorist maneuver just prior to the crash? 

[If more than one motorist was involved, select the maneuver of the motorist that most caused 

the crash sequence.]
42 

Category options (no illustrations). Illustrations are provided for most Crash Types after Nonmotorist Maneuver is also selected: 

S: Going Straight—The motorist movement was essentially straight ahead, including negotiating 

a curve, overtaking, or passing another road user, changing lanes, or slowing. 

R: Turning Right—The motorist was turning right or preparing to turn right. 

L: Turning Left—The motorist was turning left or preparing to turn left or making a U-turn. 

P: Parked—The motor vehicle was parked at the time of the collision. The vehicle may have 

been occupied or unoccupied but was not stopped in traffic. [Select Other Maneuver for stopped 

in traffic.] [Additional note not included in the crash typing application: The motor vehicle may 

have been parked in a traffic lane, designated parking lane, or in a non-trafficway location 

(parking lot, etc.) but was not simply stopped in traffic or stopped at other locations.] 

E: Entering Traffic Lane—The motorist was entering or merging into a travel lane from a 

parallel parking, bus, or delivery pull-out zone, ramp, shoulder, or other non-thru facility. [Select 

a turning option if the motorist was turning from a roadway or a driveway to another roadway.] 

B: Backing—The motorist was backing. 

O: Other Maneuver—The motorist maneuver was other than those described in previous options. 

[Select this option for motorists that were leaving a traffic lane or were stopped and remained 

stopped before the crash.] 

U: Unknown Maneuver—The motorist maneuver is unknown or cannot be determined. 

N: Non-Collision—One or more motorists may have been involved in events leading up to the 

crash, but there was no contact between any motor vehicle and the non-motorist. 

[Note that is not included in the application: This category should be selected for most nonmotorist falls or crashes that do not involve collisions with motor vehicles. If another Motorist 

Maneuver (who perhaps contributed to the non-motorist fall through some action) is selected in 

combination with FC: Non-motorist Fall or Crash for the Non-motorist Maneuver, no crash type 

(i.e., Not Applicable) will be returned. However, the Motorist Maneuver selection will be

recorded as the Motorist Maneuver category, and FC: Non-motorist Fall or Crash will be 

recorded for the Non-motorist Maneuver.] 

Non-motorist Maneuver/Action (non-motoristManeuver in CSV file)

Next, PBCAT 3 users are asked to select the category of Non-motorist Maneuver/Action that best 

characterizes the non-motorist movement relative to the motorist’s path prior to any turns. This 

variable also contributes to the Crash Type. 
43 

Question: 

What was the non-motorist’s direction of travel, relative to the motorist's direction, just prior to 

the crash? 

[Select the paths BEFORE any pending turns or other maneuvers were completed by either 

party.] 

Category (no illustrations). Illustrations are provided for most Crash Types after Non-motorist

Maneuver is selected: 

CR: Crossing Path from Motorist's Right—The non-motorist was traveling on a crossing path 

approaching from the motorist's right, BEFORE any turns. 

CL: Crossing Path from Motorist's Left—The non-motorist was traveling on a crossing path 

approaching from the motorist's left, BEFORE any turns. 

CU: Crossing Path, Unknown Direction—The non-motorist was crossing a trafficway or other 

facility at an angle to the motorist BEFORE any turns, but it could not be determined whether the 

non-motorist was approaching from the motorist’s right or from the left." 

PS: Parallel Path Same Direction—The non-motorist was traveling on a more or less parallel 

path in the same direction as the motorist BEFORE any turns.

PO: Parallel Path Opposite Direction—The non-motorist was traveling on a more or less parallel 

path in an opposing direction to the motorist BEFORE any turns. 

PU: Parallel Path Unknown Direction—The non-motorist was moving in a parallel path to the 

motorist BEFORE any turns, but it could not be determined whether the non-motorist was 

moving in the same or opposite direction. 

MU: Moving in Unknown Path/Direction—The non-motorist was moving in a direction that 

could not be determined. 

ST: Stationary—The non-motorist was not moving (e.g., was standing, sitting, lying). 

OU: Other/Unusual—The non-motorist maneuver does not fit any of the other described options. 

[Select this option for a person exiting a parked vehicle, holding on to a vehicle, or making other 

or unusual actions.] 

UN: Unknown—The non-motorist movement or actions are unknown or cannot be determined. 

FC: Non-motorist Fall or Crash—There was no direct collision with a motor vehicle. 

[Note that is not included in the application: This category should be selected for any crash in 

which the non-motorist crashed or fell but did not collide with a motor vehicle. If another 

maneuver is selected in combination with N: Non-Collision Motorist Maneuver, no crash type 

(or NA) will be returned as the crash type.] 
44 

Both the Motorist and Non-motorist Maneuver variables are output in the CSV data files, along 

with the results for Detailed and Basic Crash Type, which are presented next. 

Crash Types

The two crash type variables are both generated automatically by the application in response to 

user selections of Motorist Maneuver and Non-motorist Maneuver. 

Detailed Crash Type (crashTypeDetailed in CSV file)

Detailed Crash Type results are shown in matrix form in table 1 with longer descriptive names 

and illustrations following. ‘Shorthand’ codes are used as the crash type value in the table. For 

each crash type, the motorist maneuver is indicated first (before the dash), and this code comes 

from the key description of the motorist maneuver in the left-most column. The non-motorist

maneuver is indicated following the dash. The non-motorist portion of the crash type is shown 

across the top row of the table. For example, S-CR is the category code for (Motorist) Going 

Straight–(Non-motorist on) Crossing Path from Motorist's Right. The bold and underlined letters 

indicate those used to form the Crash Type code name used in the CSV data files, and these 

codes are intended to be intuitive once users become familiar with the system. A similar naming 

scheme, although with crash types defined to also encompass location types, was used by 

Schneider and Stefanich in their Location–Movement Classification Method (Schneider and 

Stefanich, 2016). 

Basic Crash Type (crashTypeBasic in CSV file)

Basic Crash Type is simply one set of consolidated crash types that may be preferable to use for 

some safety analysis purposes. In some cases, there may be too few detailed crash types for a 

systemwide analysis, such as a systemic safety analysis. In other cases, the additional detail may 

not be needed for the safety analysis purpose. Analysts may create their own recombined 

categories of crash types, depending on frequency results and analysis needs, as mentioned in the 

Analysis Notes chapter. 

The results for Crash Type Basic are shown in table 2. As in table 1, the likely more common 

groups are shown with a white background or lighter gray. The Crash Type Basic variable is also 

provided automatically in the CSV data file downloads. 

Crash types that result from selections of Motorist Maneuver and Non-motorist Maneuver are 

shown to the user in the crash typing application. The Crash Type Detailed and Crash Type 

Basic category codes shown in table 1 and table 2 and used in the CSV data file are presented in 

the Selection Summary window, along with a longer descriptive crash type label (based on the 

motorist and non-motorist maneuvers), and an illustration of the crash type (for most types). 

Users can view the resultant crash type and confirm that it correctly reflects the crash before 

proceeding. This information is also presented in the next section. First, the short-hand crash 

type codes shown in table 1 are presented, followed by the descriptive crash type name and the 

illustration. For reference, the combined Basic Crash Types are provided in detail in appendix A.
45 

Table 1. Matrix of Crash Type Detailed from motorist and non-motorist maneuver selections.

Motorist 

Maneuver

Non-motorist Maneuver

CR: 

Crossing 

Path from 

Motorist’s 

Right

CL: 

Crossing 

Path from 

Motorist’s 

Left 

CU: 

Crossing 

Path, 

Unknown 

Direction

PS: 

Parallel 

Path 

Same 

Direction

PO: 

Parallel 

Path 

Opposite 

Direction

PU: 

Parallel 

Path 

Unknown 

Direction

MU: 

Moving in 

Unknown 

Path/ 

Direction 

ST: 

Stationary

OU: 

Other/ 

Unusual

UN: 

Unknown

FC: 

Nonmotorist

Fall or 

Crash 

S: Going 

Straight S-CR S-CL S-CU S-PS S-PO S-PU S-MU S-ST S-OU S-UN 

n/a1

R: Turning 

Right R-CR R-CL R-CU R-PS R-PO R-PU R-MU R-ST R-OU R-UN

L: Turning 

Left L-CR L-CL L-CU L-PS L-PO L-PU L-MU L-ST L-OU L-UN

P: Parked P-CR P-CL P-CU P-PS P-PO P-PU P-MU n/a P-OU P-UN 

E: 

Entering 

Traffic 

Lane

E-CR E-CL E-CU E-PS E-PO E-PU E-MU E-ST E-OU E-UN 

B: Backing B-CR B-CL B-CU B-PS B-PO B-PU B-MU B-ST B-OU B-UN 

O: Other 

Maneuver O-CR O-CL O-CU O-PS O-PO O-PU O-MU O-ST O-OU O-UN 

U: 

Unknown 

Maneuver

U-CR U-CL U-CU U-PS U-PO U-PU U-MU U-ST U-OU U-UN 

N: NonCollision N/A – No Crash type returned N-FC

n/a = Not applicable – no crash type for these combinations; CR; CL; PS; PO; PU; MU; ST; OU; UN; FC.
46 

Table 2. Matrix of Crash Type Basic grouped from Motorist and Non-motorist maneuver selections.

Motorist Maneuver

Non-motorist Maneuver

C: Crossing Path 

[Includes CR, CL, and 

CU detailed 

maneuvers]

P: Parallel Path 

[Includes PS, PO, 

and PU detailed 

maneuvers]

O: Other, Unusual, 

or Stationary 

[Includes MU, ST, 

and OU detailed 

maneuvers] 

U: Unknown

[Includes only 

UN detailed 

maneuver]

F: Non-motorist Fall 

or Crash 

S: Going Straight S-C S-P S-O S-U 

n/a

R: Turning Right R-C R-P R-O R-U 

L: Turning Left L-C L-P L-O L-U 

P: Parked P-C P-P P-O P-U 

E: Entering Traffic 

Lane E-C E-P E-O E-U 

B: Backing B-C B-P B-O B-U 

O: Other Maneuver O-C O-P O-O O-U 

U: Unknown Maneuver U-C U-P U-O U-U 

N: Non-Collision Not Applicable – No Crash type returned N-F
47 

Motorist Going Straight crash types 

The definition of motorist going straight encompasses motorists who may have been negotiating 

a curve, overtaking or passing another road user (not necessarily the non-motorist), slowing, or 

changing lanes, as well as simply proceeding more or less straight ahead. The group of crash 

types involving motorists who were going straight just prior to when the crash with a nonmotorist occurred is presented as follows: 

S-CR – Going Straight - Crossing Path from Motorist's Right (see figure 33).

Source: FHWA. 

Figure 33. Illustration. S-CR—going straight—crossing path from motorist’s right.

S-CL – Going Straight - Crossing Path from Motorist’s Left (see figure 34).

Source: FHWA. 

Figure 34. Illustration. S-CL—going straight—crossing path from motorist’s left.

S-CU – Going Straight - Crossing Path Unknown Direction (see figure 35).

Source: FHWA. 

Figure 35. Illustration. S-CU—going straight—crossing path from an unknown direction.

S-PS – Going Straight - Parallel Path Same Direction (see figure 36). 

Source: FHWA. 

Figure 36. Illustration. S-PS—going straight—parallel path same direction.
48 

S-PO – Going Straight - Parallel Path Opposite Direction (see figure 37).

Source: FHWA. 

Figure 37. Illustration. S-PO—going straight parallel path opposite direction. 

S-PU – Going Straight - Parallel Path Unknown Direction (see figure 38).

Source: FHWA. 

Figure 38. Illustration. S-PU—going straight—parallel path unknown direction.

S-MU – Going Straight – Moving in Unknown Path/Direction (see figure 39).

Source: FHWA. 

Figure 39. Illustration. S-MU—going straight—moving in unknown path/direction.

S-ST – Going Straight - Stationary (see figure 40). 

Source: FHWA. 

Figure 40. Illustration. S-ST—going straight—stationary. 

S-OU – Going Straight - Other/Unusual 

No illustration
49 

S-U – Going Straight - Unknown 

No illustration

Motorist Turning Right crash types 

The group of crash types involving motorists who were turning right or about to turn right—

when the crash with a non-motorist occurred—are presented as follows: 

R-CR – Turning Right - Crossing Path from Motorist's Right (see figure 41).

Source: FHWA. 

Figure 41. Illustration. R-CR—turning right—crossing path from motorist’s right. 

R-CL – Turning Right - Crossing Path from Motorist's Left (see figure 42).

Source: FHWA. 

Figure 42. Illustration. R-CL—turning right—crossing path from motorist’s left.

R-CU – Turning Right - Crossing Path Unknown Direction (see figure 43).

Source: FHWA. 

Figure 43. Illustration. R-CU—turning right—crossing path unknown direction.

R-PS – Turning Right - Parallel Path Same Direction (see figure 44).
50 

Source: FHWA. 

Figure 44. Illustration. R-PS—turning right—parallel path same direction.

R-PO – Turning Right - Parallel Path Opposite Direction (see figure 45).

Source: FHWA. 

Figure 45. Illustration. R-PO—turning right—parallel path opposite direction.

R-PU – Turning Right - Parallel Path Unknown Direction (see figure 46).

Source: FHWA. 

Figure 46. Illustration. R-PU—turning right—parallel path unknown direction.

R-MU – Turning Right – Moving in Unknown Path/Direction (see figure 47).

Source: FHWA. 

Figure 47. Illustration. R-MU—turning right—moving in unknown path/direction.

R-ST – Turning Right – Stationary (see figure 48).
51 

Source: FHWA. 

Figure 48. Illustration. R-ST—turning right—stationary. 

R-OU – Turning Right - Other/Unusual 

No illustration 

R-UN – Turning Right – Unknown 

No illustration

Motorist Turning Left crash types 

Crash types involving motorists who were turning left or about to turn left, or the rarer 

circumstance of a motorist making a U-turn just before the collision, are shown next. U-turns 

have similar (although not identical) conflicts and treatments as left-turns and were deemed to be 

relatively rare, so they were combined with left-turns to reduce the number of distinct crash 

types. 

L-CR – Turning Left - Crossing Path from Motorist's Right (see figure 49).

Source: FHWA. 

Figure 49. Illustration. L-CR—turning left—crossing path from motorist’s right.

L-CL – Turning Left - Crossing Path from Motorist's Left (see figure 50).

Source: FHWA. 

Figure 50. Illustration. L-CL—turning left—crossing path from motorist’s left.
52 

L-CU – Turning Left - Crossing Path Unknown Direction (see figure 51).

Source: FHWA. 

Figure 51. Illustration. L-CU—turning left—crossing path from unknown direction.

L-PS – Turning Left - Parallel Path Same Direction (see figure 52).

Source: FHWA. 

Figure 52. Illustration. L-PS—turning left—parallel path same direction.

L-PO – Turning Left - Parallel Path Opposite Direction (see figure 53).

Source: FHWA. 

Figure 53. Illustration. L-PO—turning left—parallel path opposite direction.

L-PU – Turning Left - Parallel Path Unknown Direction (see figure 54).

Source: FHWA. 

Figure 54. Illustration. L-PU—turning left—parallel path from unknown direction.

L-MU – Turning Left - Moving in Unknown Path/Direction (see figure 55).
53 

Source: FHWA. 

Figure 55. Illustration. L-MU—turning left—moving in unknown path/direction.

L-ST – Turning Left – Stationary (see figure 56).

Source: FHWA. 

Figure 56. Illustration. L-ST—turning left—stationary. 

L-OU – Turning Left - Other/Unusual 

No illustration

L-UN – Turning Left – Unknown 

No illustration 

Parked Motor Vehicle crash types

Crashes involving non-motorists colliding with parked motor vehicles are presented next. Nonmotorists may collide with parked motor vehicles at On Trafficway locations as well as NonTrafficway locations such as parking lots and driveways. 

P-CR – Parked - Crossing Path from Motorist's Right (see figure 57).

Source: FHWA. 

Figure 57. Illustration. P-CR—parked—crossing path from motorist’s right. 

P-CL – Parked - Crossing Path from Motorist's Left (see figure 58).
54 

Source: FHWA. 

Figure 58. Illustration. P-CL—parked—crossing path from motorist’s left. 

P-CU – Parked - Crossing Path Unknown Direction (see figure 59).

Source: FHWA. 

Figure 59. Illustration. P-CU—parked—crossing path from unknown direction.

P-PS – Parked - Parallel Path Same Direction (see figure 60).

Source: FHWA. 

Figure 60. Illustration. P-PS—parked—parallel path same direction.

P-PO – Parked - Parallel Path Opposite Direction (see figure 61).

Source: FHWA. 

Figure 61. Illustration. P-PO—parked—parallel path opposite direction.

P-PU – Parked - Parallel Path Unknown Direction (see figure 62).
55 

Source: FHWA. 

Figure 62. Illustration. P-PU—parked—parallel path unknown direction.

P-MU – Parked - Moving in Unknown Path/Direction (see figure 63).

Source: FHWA. 

Figure 63. Illustration. P-MU—parked—moving in unknown path/direction.

No P-ST crash type 

P-OU – Parked - Other/Unusual

No illustration 

P-UN – Parked – Unknown

No illustration

Motorist Entering Traffic Lane crash types 

The next set of crash types includes motorists who were Entering a Traffic Lane at the time of 

the crash with a non-motorist. Examples include motorists who were merging into a traffic lane 

from a non-through type of trafficway facility such as a parking lane, a bus pull-out, 

stopping/loading zone, ramp, or shoulder. These situations are distinguished from motorists 

turning onto a trafficway (including from driveways, which are included in turning or other 

maneuver types) and from crashes that involved motorists who were backing at the time of the 

crash.

E-CR – Entering Traffic Lane - Crossing Path from Motorist's Right (see figure 64).
56 

Source: FHWA. 

Figure 64. Illustration. E-CR—entering traffic lane—crossing path from motorist’s right. 

E-CL – Entering Traffic Lane - Crossing Path from Motorist's Left (see figure 65).

 Source: FHWA. 

Figure 65. Illustration. E-CL—entering traffic lane—crossing path from motorist’s left.

E-CU – Entering Traffic Lane - Crossing Path Unknown Direction (see figure 66).

Source: FHWA. 

Figure 66. Illustration. E-CU—entering traffic lane—crossing path unknown direction.

E-PS – Entering Traffic Lane - Parallel Path Same Direction (see figure 67).

Source: FHWA. 

Figure 67. Illustration. E-PS—entering traffic lane—parallel path same direction.

E-PO – Entering Traffic Lane - Parallel Path Opposite Direction (see figure 68).
57 

Source: FHWA. 

Figure 68. Illustration. E-PO—entering traffic lane—parallel path opposite direction.

E-PU – Entering Traffic Lane - Parallel Path Unknown Direction (see figure 69).

 Source: FHWA. 

Figure 69. Illustration. E-PU—entering traffic lane—parallel path unknown direction.

E-MU – Entering Traffic Lane - Moving in Unknown Path/Direction (see figure 70).

 Source: FHWA. 

Figure 70. Illustration. E-MU—entering traffic lane—moving in unknown path/direction.

E-ST – Entering Traffic Lane – Stationary (see figure 71).

Source: FHWA. 

Figure 71. Illustration. E-ST—entering traffic lane—stationary. 

E-OU – Entering Traffic Lane - Other/Unusual 

No illustration
58 

E-UN – Entering Traffic Lane – Unknown 

No illustration

Motorist Backing crash types 

Crashes when the motorist was Backing up at the time of the collision are described next. Many 

backing-related crashes tend to occur in non-trafficway locations such as parking lots, private 

driveways, and others, but they can also occur on trafficways during parking-related maneuvers, 

as vehicles enter trafficways and cross driveway access points to roads, and others. 

B-CR – Backing–Crossing from Motorist’s Right (see figure 72).

Source: FHWA. 

Figure 72. Illustration. B-CR—backing—crossing from motorist’s right. 

B-CL – Backing–Crossing from Motorist’s Left (see figure 73).

Source: FHWA. 

Figure 73. Illustration. B-CL—backing—crossing from motorist’s left.

B-CU – Backing–Crossing Path Unknown Direction (see figure 74).

Source: FHWA. 

Figure 74. Illustration. B-CU—backing—crossing from unknown direction.

B-PS – Backing–Parallel Path Same Direction (see figure 75).
59 

Source: FHWA. 

Figure 75. Illustration. B-PS—backing—parallel path same direction.

B-PO – Backing–Parallel Path Opposite Direction (see figure 76).

 Source: FHWA. 

Figure 76. Illustration. B-PO—backing—parallel path opposite direction.

B-PU – Backing–Parallel Path Unknown Direction (see figure 77).

 Source: FHWA. 

Figure 77. Illustration. B-PU—backing—parallel path unknown direction.

B-MU – Backing–Moving in Unknown Path/Direction (see figure 78).

Source: FHWA. 

Figure 78. Illustration. B-MU—backing—moving in unknown path/direction.

B-ST – Backing–Stationary (see figure 79).
60 

Source: FHWA. 

Figure 79. Illustration. B-ST—backing—stationary. 

B-OU – Backing–Other/Unusual 

No illustration

B-UN – Backing–Unknown 

No illustration

Motorist Other Maneuver crash types

The final group of crashes is one in which there is information about the motorist maneuvers, but 

they were ones that do not fit any of the previously described categories. Crashes involving 

motorists who were leaving traffic lanes (e.g., exiting to a ramp, parking, but were not turning or 

backing) or who were stopped and remained stopped before the crash (both tend to be fairly 

uncommon crash situations) are included in this group. Crashes involving hit-and-run motorists 

and others may lack detail, particularly if the non-motorist was unable to report on the events and 

there were no witnesses. Other crashes may have scenarios that are known but do not fit any of 

the more typical and described maneuvers. Crashes involving Other/Unknown types of Motorist 

Maneuvers are shown next: 

O-CR – Other Maneuver–Crossing Path from Motorist's Right

O-CL – Other Maneuver–Crossing Path from Motorist’s Left

O-CU – Other Maneuver–Crossing Path Unknown Direction 

O-PS – Other Maneuver–Parallel Path Same Direction

O-PO – Other Maneuver–Parallel Path Opposite Direction

O-PU – Other Maneuver–Parallel Path Unknown Direction 

O-MU – Other Maneuver–Moving in Unknown Path/Direction 

O-ST – Other Maneuver–Stationary

O-OU – Other Maneuver–Other/Unusual 

O-UN – Other Maneuver–Unknown 
61 

Other crash types are varied and not well-defined, there are no illustrations in the crash typing 

application. 

Motorist Unknown Maneuver crash types 

Finally, there are crash types in which the Motorist Maneuver cannot be determined from the 

crash report. These types, which are essentially defined by only the Non-motorist Maneuver, are 

as follows: 

U-CR – Unknown Maneuver–Crossing Path from Motorist's Right 

U-CL – Unknown Maneuver–Crossing Path from Motorist's Left

U-CU – Unknown Maneuver–Crossing Path Unknown Direction

U-PS – Unknown Maneuver–Parallel Path Same Direction

U-PO – Unknown Maneuver–Parallel Path Opposite Direction

U-PU – Unknown Maneuver–Parallel Path Unknown Direction 

U-MU – Unknown Maneuver–Moving in Unknown Path/Direction 

U-ST – Unknown Maneuver–Stationary

U-OU – Unknown Maneuver–Other/Unusual 

U-UN – Unknown Maneuver–Unknown [both maneuvers are unknown] 

Unknown crash types do not have illustrations. 

Other Maneuvers and Crash-Related Indicators 

For crashes that occurred on trafficways, PBCAT 3 users have the option to code four additional 

factors that may further describe user movements for certain crashes. These variables do not alter 

the crash type but add additional information. These variables include: 

• Whether the non-motorist was turning or changed trajectory prior to the crash (and which 

direction); 

• Whether the motorist or non-motorist was overtaking (only applied to select parallel path 

crash types); 

• Whether the non-motorist was going in the opposite or same direction as adjacent 

motorized traffic; and

• An option to indicate a ‘dooring’ type event when a non-motorist struck a Parked vehicle.

These variables are described next.
62 

Non-motorist Turning (non-motoristTurning in CSV file)(Optional) 

Turning movements by the non-motorist, if any, are not captured in the Non-motorist Maneuver

or Crash Type variables but are provided as an additional variable option. This question is likely 

most relevant to capture when the non-motorist was initially on a parallel path with a motorist 

that was not turning. However, it may also apply to initial crossing path crashes and parallel path 

crashes when the motorist was also turning. This question may also apply to any type of nonmotorist, not only cyclists and other wheeled vehicle users. For example, a pedestrian could be 

walking or jogging along a sidewalk on an initial path parallel with a motorist who was going 

straight and suddenly cross into the street (go left or right) into the path of the motorist.
63 

Question: 

Did the non-motorist change direction, turn, or merge just prior to the crash? 

Category options (no Illustrations): 

Straight: The non-motorist continued on a straight path. 

Left: The non-motorist turned, merged, or moved left.

Right: The non-motorist turned, merged, or moved right. 

Unknown: Unknown whether the non-motorist turned, merged, or changed direction.

Not Applicable

Overtaking Indicator (overtakingIndicator in CSV file) (Optional) 

In crashes involving the motorist going straight ahead and the non-motorist on a parallel path in 

the same direction (S-PS crash type), users are offered the opportunity to also code which party 

was overtaking the other. This indicator can be used to help align PBCAT 3 data with the 

overtaking crash types in earlier versions of PBCAT.

Question: 

Was the motorist or the non-motorist overtaking the other at the time of the crash? 

Category options (no illustrations): 

Motorist was Overtaking the Non-motorist 

Non-motorist was Overtaking the Motorist 

Unknown

Not Applicable

The Overtaking Indicator is also automatically populated with Not Applicable, if the Detailed 

Crash Type is not S-PS. A skip button also allows the User to skip coding this variable.

(Non-motorist) Contraflow Indicator (contraflowIndicator in CSV file) (Optional) 

This variable can also apply to any type of non-motorist, and to most location types or crash 

circumstances, including intersections. This variable provides an additional indication of the 

relative travel path of the non-motorist compared to the most adjacent parallel vehicular traffic

(if any). This variable can be used to further determine if the non-motorist was traveling in an 

unexpected direction—say a bicyclist traveling opposite to adjacent vehicular traffic (which may 

not necessarily be the striking vehicle), or conversely, a pedestrian who was traveling in the 

same direction as adjacent traffic where there is no pedestrian facility. It may not apply if the 
64 

non-motorist is initially on an off-street path or entering a trafficway from a driveway. Not 

Applicable can be selected in these circumstances. The variable could potentially be useful for 

vehicle technologies research as well.

Question: 

Was the non-motorist traveling in the same or opposite direction as adjacent motor vehicle traffic 

just before the crash? 

[If there was no parallel motor vehicle traffic, select Not Applicable.]

Category options (no illustrations): 

Same direction

Opposite direction

Unknown

Not Applicable

Dooring Indicator (dooringIndicator in CSV file) (Optional) 

Crashes involving parked motor vehicles include non-motorists colliding with an open or 

opening door when a person is exiting or entering a parked motor vehicle. PBCAT 3 users may 

code the Dooring Indicator to distinguish this contributing circumstance. This question is asked 

if Crash Type Detailed is any of the following types involving parked motor vehicles: 

P-PS (Motor Vehicle Parked–Non-motorist on Parallel Path Same Direction as Motor Vehicle) 

P-PO (Motor Vehicle Parked–Non-motorist on Parallel Path Opposite Direction as Motor 

Vehicle)

P-PU (Motor Vehicle Parked–Non-motorist on Parallel Path, Unknown whether Same or 

Opposite to Motor Vehicle) 

The Dooring Indicator variable is automatically populated with Not Applicable if none of the 

above three crash types are involved. 

Question: 

Did the non-motorist strike the door of a motor vehicle that was open or opening? 

Category options (no illustrations): 

Yes

No
65 

Unknown

Not applicable 

Special Circumstances (All are Optional) 

The final options available in PBCAT 3 include 44 separate Special Circumstance variables. 

After coding the crash type and other maneuvers variables, users are offered the option to enter 

additional optional descriptors that may apply to some crashes. As mentioned in the Getting 

Started section, users can opt to skip this section, and code the next crash, or may code only 

relevant circumstance questions and skip other questions. 

The Special Circumstance questions are presented in appendix 2. No illustrations are provided 

for these questions. The Special Circumstance questions are organized by topic and are 

presented on four screens numbered 1 through 4 as a visual aid to users. To code these indicator 

variables, users select “Yes” if the circumstance applies to that crash, and otherwise, skip the 

variable. Because many of these circumstances may not be explicitly mentioned in crash reports 

unless they were noted by the reporting officer, the distinction between “No” (not present) and 

“Unknown” may be difficult to make, and so “No” and “Unknown” options were not provided. 

Therefore, users are guided to select “Yes” if the factor is clearly noted, and otherwise, to skip 

over the question. 

Skipped variables are automatically populated with Skipped as are other variables that are 

optional to code. The default Skipped feature allows the user to quickly code only those Special 

Circumstance indicators that are of most interest or relevant to the particular crash. As noted in 

the Other Variables section, however, the CSV value of “skipped” may reflect a combination of 

situations, including the circumstance did not apply to the crash, the circumstance cannot be 

determined from the crash report (is Unknown), or that the user simply skipped the question (or 

all of this section). 

Coding Test 

It is recommended that those beginning a project should conduct their own tests of inter-coder 

consistency of results using samples of crash reports from their jurisdiction. Users may find 

certain crash data elements in crash reports that coders may interpret differently. Users may also 

wish to become familiar with the relationships of PBCAT 3 variables to variables commonly 

collected in the State’s crash data. The Variable Mapping chapter provides more information on 

this topic, using the MMUCC Guideline (2017) to show the relationships to PBCAT 3 variables 

and category option.

67 

VARIABLE MAPPING

This chapter provides information on how PBCAT 3 variables relate to crash data variables using 

the MMUCC Guideline (2017). PBCAT users can familiarize themselves with these comparisons 

to better understand PBCAT variable definitions, as well as potential opportunities for 

integrating non-motorist crash typing within State data systems.

This chapter also provides information about determining and comparing sets of PBCAT 3 crash 

types and crash locations to variables generated from PBCAT 2 crash typed data. This 

information is most relevant to users who have data from PBCAT 2 and PBCAT 3 crash typing 

systems and wish to analyze data from both. 

PBCAT 3 Variables’ Relationships to Collected Crash (MMUCC Guideline-recommended)

Data Elements 

Variables that are most closely related to crash data variables (as defined by the MMUCC

Guideline (2017)) are described in the following sections:

• Relation to Trafficway. 

• Crash Location Type. 

• Facility Type at Crash. 

• Motorist Precrash Maneuver. 

Users may refer to earlier chapters for more detailed definitions of PBCAT 3 variables. 

MODE

Basic mode varies from the MMUCC Guideline (2017) to consider operational and safety 

concerns. The relationship between PBCAT 3 definitions of Mode Basic categories and 

MMUCC Guideline (2017) elements is provided in table 3. 

Table 3. PBCAT 3 Mode Basic Variable and Categories with Relevant MMUCC Guideline

(2017) Elements.

Element

PBCAT 3—Mode Basic

Question: What type of person was involved in the 

crash?

MMUCC Guideline—Person type

Definition: “Type of person involved in a 

crash.” 

1 

Pedalcyclist or Power-Assisted 

Pedalcyclist—Cyclist using a wheeled 

vehicle with operable pedals or hand cranks. 

Motor-power assistance may be present.

Bicyclist

Other Cyclist

Also may include: 

Motor Vehicle Body Type Category:

Moped or Motorized Bicycle 

2 

Powered Personal Conveyance—A person 

using a powered or power-assisted personal 

conveyance device that is not pedal-powered. 

Examples include electric-powered stand-up 

and sit-down scooters, electric skates, 

powered boards, and others. 

Other Pedestrian (wheelchair, person 

in a building, skater, personal 

conveyance, etc.)

[In part, includes only those using 

powered or power-assisted personal 

conveyances.] 
68 

Table 3. (continued) PBCAT 3 Mode Basic Variable and Categories with Relevant 

MMUCC Guideline (2017) Elements.

Element PBCAT 3—Mode Basic

Question: What type of person was involved in the crash?

MMUCC Guideline—Person type

Definition: “Type of person involved in a crash.” 

3

Pedestrian/Other Pedestrian—A person on 

foot, sitting, lying, using a self-propelled 

conveyance (e.g., stroller, skateboard, skates, 

kick-scooter, skis), or using a wheelchair that 

is motorized or nonmotorized. 

Pedestrian

Other Pedestrian (wheelchair, person 

in a building, skater, personal 

conveyance, etc.) – 

[In part—This category in the 

MMUCC Guideline also includes 

persons using a Powered Personal 

Conveyance, which is covered in a 

separate category in PBCAT 3.]

RELATION TO TRAFFICWAY

In PBCAT 3, the definition of Relation to Trafficway variable is intended to be consistent with 

MMUCC Guideline (2017) variable description: Crash Classification, Characteristics (Subfield 

2) determination of whether a crash was related to a trafficway (table 4). Relation to Trafficway

in PBCAT 3 is not concerned with Crash Classification, Ownership (Subfield 1) of the 

trafficway (public or private ownership). Subfield 3 (Secondary Crash) in the Crash 

Classification group of variables may be useful in coding a Special Circumstance crash factor 

(Vehicle Vehicle/Object) but is not required to determine crash types in PBCAT 3. 

Table 4. PBCAT 3 Relation to Trafficway Crash Context Variable and Categories with 

Relevant MMUCC Guideline (2017) Elements. 

Element

PBCAT 3—Relation to Trafficway 

Question: 

Did the crash occur on or off a trafficway?

[A trafficway includes the roadway, shoulder, 

roadside, and all facilities within the public rightof-way.]

MMUCC Guideline—Crash Classification 

Subfield 2 

Definition: 

“Subfield 2 (Characteristics) of this element is 

used to identify the characteristics of the crash 

with respect to its location on or off a trafficway.” 

Refer to “Figure 1: Diagram of the Trafficway” 

(p. 10) for examples. 

1 

On-Trafficway—Crash where the 

unstabilized situation originated within 

the boundaries of a trafficway or at 

least one harmful event occurred on 

the trafficway.

Trafficway, On-Road, or 

Trafficway, Not on Road 

2 

Non-Trafficway—Crash where the 

unstabilized situation originated outside 

the boundaries of a trafficway and no 

harmful event occurred on a trafficway.

Non-Trafficway

3 Unknown—It is unknown whether the 

crash was associated with a trafficway.

No option listed 
69 

Crash Location Type 

Crash Location Type (for On-Trafficway locations) in PBCAT 3 is most related to the Relation 

to Junction (C15) variables in MMUCC Guideline (2017) and requires examination of both 

subfields (Within Interchange Area and Specific Location). The category relationships, including 

a separate requirement for distinguishing Expressway-related crashes, are listed in table 5. 

Table 5. PBCAT 3 Crash Location Type Categories and Relevant MMUCC Guideline

(2017) Elements.

Element

PBCAT 3 

Crash Location Type

Question: Where did the crash occur?

MMUCC Guideline 

Relation to Junction 

“The coding of this data element is based on 

the location of the first harmful event of the 

crash. It identifies the crash’s location with 

respect to presence in a junction or 

proximity to components typically in 

junction or interchange areas. See figure 3.”

Diagram of an Interchange (p. 23) and figure 

4. Diagram of an Intersection (MMUCC 

Guideline, p. 24 (2017)). 

Subfield 1 Within Interchange Area and

Subfield 2 Specific Locations are used in the 

following cells. 

1 

Expressway–Crash occurred on a fully 

access-controlled trafficway. 

This MMUCC Guideline element is 

not used for distinguishing 

Expressway. 

2 

Intersection–Crash occurred at or related to an 

at-grade junction of two or more roadways of 

any design or within 50 ft of the prolongation 

of the edge line or curb of the crossing street. 

Relation to Junction [Definitions do 

not align completely] 

Within Interchange Area = No; and 

Specific Location = Intersection or 

Related

3 

Driveway Access or Related–Crash occurred 

on or near a driveway access point and was 

related to movements from the driveway to 

the trafficway or from the trafficway to the 

driveway by either party. 

Within Interchange Area = No or 

Yes; and

Specific Location = Driveway 

Access or Related

4 

Path Crossing/Junction–Crash occurred at 

the junction of a shared-use path or trail with 

a trafficway.

Within Interchange Area = No; and 

Specific Location = Shared-Use 

Path or Trail

5 

Nonjunction (along Trafficway)–Crash 

occurred at a trafficway location that is not an 

intersection or a connection between a 

driveway access, path, or roadway other than 

a driveway access, and the crash did not occur 

on a fully-access-controlled freeway or 

expressway. [This category includes crashes 

at midblock, marked crosswalks.] 

Within Interchange Area = No; and 

Specific Location = Non-Junction 
70 

Table 5. (continued) PBCAT 3 Crash Location Type Categories and Relevant MMUCC 

Guideline (2017) Elements. 

Element

PBCAT 3 

Crash Location Type

Question: Where did the crash occur?

MMUCC Guideline 

Relation to Junction 

“The coding of this data element is based on 

the location of the first harmful event of the 

crash. It identifies the crash’s location with 

respect to presence in a junction or 

proximity to components typically in 

junction or interchange areas. See figure 3.”

Diagram of an Interchange (p. 23) and figure 

4. Diagram of an Intersection (MMUCC 

Guideline, p. 24 (2017)).

Subfield 1 Within Interchange Area and

Subfield 2 Specific Locations are used in the 

following cells.

6 

Entrance/Exit Ramp or Related–Crash 

occurred on a ramp that provides access to or 

from another roadway or results from an 

activity, behavior, or control related to the 

movement of traffic units entering or exiting 

a ramp.

Within Interchange Area = No OR

= Yes; AND

Specific Location = Entrance/Exit 

Ramp or Related)

7 

Railway Grade Crossing–Crash occurred at a 

railway grade-crossing of a roadway. 

Within Interchange Area = No; 

AND

Specific Location = Railway Grade 

Crossing 

8 

Other Trafficway Location–The crash 

occurred along a trafficway, but the location 

type is different from those described. 

Within Interchange Area = No OR

= Yes; AND

Specific Location = Other Location 

Not Listed within an Interchange 

Area (median, shoulder and 

roadside) 

9 

Unknown Trafficway Location–The crash 

occurred along a trafficway, but the location 

type cannot be further determined.

Within Interchange Area = 

Unknown 

Specific Location = Unknown 

For identifying crashes that occurred on Expressways, MMUCC Guideline (2017) related

variables that might be used include: 

Road Functional Class = Rural Interstate, Rural Principal Arterial–Other Freeway or 

Expressway, Urban Interstate, OR Urban Principal Arterial–Other Freeway or 

Expressway.

OR

Access Control = Full Access Control.
71 

For crashes that occurred entirely outside a trafficway in PBCAT 3, Relation to Trafficway =

Non-Trafficway, MMUCC Guideline (2017) variable should be: 

Crash Classification, Subfield 1 - Ownership may be either Public Property or Private 

Property, 

Crash Classification, Subfield 2 - Characteristics should be Non-Trafficway, AND

Non-motorist Location at Time of Crash should be designated Non-Trafficway Area. 

Facility Type at Crash 

The facility type where the non-motorist was located at the time of the collision (Non-motorist 

Facility Type at Crash) provides a more distinct definition of the specific type of travel facility 

(compared with the general location type) the non-motorist was on at the time and point of the 

collision. This PBCAT 3 variable is most comparable to the MMUCC Guideline-recommended 

variable Non-motorist Location at Time of Crash (variable NM4 in the MMUCC Guideline

(2017)) (table 6). If a similar variable is accurately collected in the State’s crash data, there may 

be no need to code this optional variable within PBCAT 3. 

The MMUCC Guideline (2017) does not specify a variable for Non-motorist Precrash Facility 

Type to capture the facility the non-motorist was using just prior to any maneuvers/actions that 

may have led to the crash. 

Table 6. PBCAT 3 Non-motorist Facility Type at Crash Categories and Relevant MMUCC

Guideline (2017) Elements.

Element PBCAT 3 

Non-motorist Facility Type at Crash

Question: What facility type was the non-motorist

on at the time and point of the crash? 

MMUCC Guideline 

Non-motorist Location at Time of Crash

Definition: “The location of the non-motorist with 

respect to the roadway at the time of the crash.” See 

“figure 20: Separated Bike Lanes compared to 

other bicycle facility types” (p. 118).

1 

Intersection-Crosswalk–An area of the 

roadway designated for pedestrian 

crossing. The crosswalk may be marked 

on the roadway or may be an implied, 

legal crosswalk that is not marked.

Intersection-Marked Crosswalk

Intersection-Unmarked Crosswalk 

2 

Intersection-Other–Area within the 

bounds of an intersection but not in a 

marked or unmarked crosswalk. 

Intersection-Other

3 

Median/Crossing Island–Area of a 

trafficway that separates traffic in 

opposite directions; a crossing island is 

a type of raised median that provides 

refuge for crossing non-motorists.

Median/Crossing Island 
72 

Table 6. (continued) PBCAT 3 Non-motorist Facility Type at Crash Categories and 

Relevant MMUCC Guideline (2017) Elements.

Element PBCAT 3 

Non-motorist Facility Type at Crash

Question: What facility type was the non-motorist 

on at the time and point of the crash? 

MMUCC Guideline 

Non-motorist Location at Time of Crash

Definition: “The location of the non-motorist with 

respect to the roadway at the time of the crash.” See 

“figure 20: Separated Bike Lanes compared to 

other bicycle facility types” (p. 118).

4 

Midblock-Marked Crosswalk–Marked 

area of the roadway designated for 

pedestrian crossing that is not located at 

an intersection.

Midblock-Marked Crosswalk

5 

Shoulder/Roadside–Part of a trafficway 

from the edge of the vehicular travel 

lanes extending to the property line 

(including unpaved right-of-way), but 

excluding designated pedestrian and 

cyclist facilities.

Shoulder/Roadside 

6 

Travel Lane-Other Location–Lane 

designated for vehicular travel and 

lacking other facility type 

markings/designations. 

Travel Lane-Other Location

Sign Route (no pavement marking) 

Shared Lane Markings

7 

Driveway Access–Sidewalk, bike lane, 

or shoulder area continued across a 

driveway access at the junction with a 

trafficway.

Driveway Access

8 

Sidewalk–Area adjacent to travel lanes 

typically designated for pedestrian use. 

Includes curbs or curb ramps. 

Sidewalk

9 

On-Street Striped Bike Lane–On-road 

bicycle facility designated by striping, 

signing, and pavement markings. 

On-Street Bike Lanes

10 

On-Street Buffered Bike Lane–Bicycle 

lane with a painted buffer separating it 

from motor vehicle lanes. 

On-Street Buffered Bike Lanes

11 

Separated Bike Lane-One-way–Oneway facility designated for use by 

bicyclists that is adjacent to but 

physically separated from motor vehicle 

lanes by a vertical element and is within 

the trafficway.

Separated Bike Lanes

[no separate distinction for one-way or 

two-way]
73 

Table 6. (continued) PBCAT 3 Non-motorist Facility Type at Crash Categories and 

Relevant MMUCC Guideline (2017) Elements.

Element PBCAT 3 

Non-motorist Facility Type at Crash

Question: What facility type was the non-motorist 

on at the time and point of the crash? 

MMUCC Guideline 

Non-motorist Location at Time of Crash

Definition: “The location of the non-motorist with 

respect to the roadway at the time of the crash.” See 

“figure 20: Separated Bike Lanes compared to 

other bicycle facility types” (p. 118).

12 

Separated Bike Lane–Two-way–Twoway facility designated for use by 

bicyclists that is adjacent to but 

physically separated from motor vehicle 

lanes by a vertical element and is within 

the trafficway.

Separated Bike Lanes

[no separate distinction for one-way or 

two-way]

13 

Sidepath–Shared-use path physically 

separated from motor vehicle traffic by 

a curb, open space, or barrier, but 

parallel to and within the trafficway and 

used by pedestrians, cyclists, and other 

non-motorists.

Off-Street Trails/Sidepaths

14 

Off-Street Trail–Shared-use pathway 

that is not adjacent to a roadway and is 

used by pedestrians, cyclists, and other 

non-motorists.

Shared-Use Path or Trail

15 

Other Facility– 

Any facility not listed in other options, 

including parking lane, bus pullout, 

loading zone, or non-trafficway area 

(e.g., parking lot, open space). 

Other

16 Unknown–The facility the non-motorist

was on is not known. 

Unknown 

More specific coding of facility types for Non-Trafficway related non-motorist crashes is not 

provided in PBCAT 3. 

Motorist Precrash Maneuver

Motorist Precrash Maneuver is adapted from the MMUCC Guideline (NHTSA, 2017) variable 

type: Motor Vehicle Maneuver/Action. Some maneuvers were consolidated for PBCAT 3. These 

relationships are shown in table 7. 
74 

Table 7. PBCAT 3 Motorist Maneuver Categories and Relevant MMUCC Guideline (2017) 

Elements. 

Element

PBCAT 3

Question: What was the motorist maneuver just 

prior to the crash?

[If more than one motorist was involved, select the 

maneuver of the motorist that most caused the crash 

sequence.] 

MMUCC Guideline

Motor Vehicle Maneuver/Action categories

Definition for: Motor Vehicle 

Maneuver/Action: 

The controlled maneuver for this motor 

vehicle prior to the beginning of the 

sequence of events. 

1 

S: Going straight–The motorist movement 

was essentially straight ahead, including 

negotiating a curve, overtaking or passing 

another road user, changing lanes, or 

slowing. 

Changing Lanes 

Movements Essentially Straight 

Ahead)

Negotiating a Curve 

Overtaking/Passing 

Slowing 

2 R: Turning right–The motorist was 

turning right or preparing to turn right. 

Turning Right 

3 

L: Turning left–The motorist was turning 

left or preparing to turn left or making a 

U-turn. 

Making U-Turn

Turning Left 

4 

P: Parked–The motor vehicle was parked 

at the time of the collision. The vehicle 

may have been occupied or unoccupied 

but was stopped in traffic. [Select Other 

Maneuver for stopped in traffic.]

Parked

5 

E: Entering traffic lane–The motorist was 

entering or merging into a travel lane from 

a parallel parking, bus, or delivery pullout zone, ramp, shoulder, or other nonthru facility. [Select a turning option if the 

motorist was turning from a roadway or a 

driveway to another roadway.] 

Entering Traffic Lane

6 B: Backing–The motorist was backing. Backing

7 

O: Other maneuver–The motorist 

maneuver was other than those described 

in previous options. [Select this option for 

motorists that were leaving a traffic lane 

or were stopped and remained stopped 

prior to the crash.] 

Leaving Traffic Lane

Stopped in Traffic 

Other 

8 

U: Unknown maneuver–The motorist 

maneuver is unknown or cannot be 

determined.

Unknown 

9 

N: Non-collision–One or more motorists 

may have been involved in events leading 

up to the crash, but there was no contact 

between any motor vehicle and the nonmotorist. 

n/a 
75 

Non-motorist Maneuver/Action

PBCAT 3 captures the non-motorist actions relative to the motorist maneuvers, which is a way to 

measure non-motorist actions with relevance for various types of countermeasures, including 

vehicle detection technologies. The PBCAT 3 variable Non-motorist Motorist Maneuver does 

not correspond directly to a variable identified in the MMUCC Guideline (NHTSA, 2017). 

The MMUCC Guideline (NHTSA, 2017) does offer recommendations to States on collecting 

motorist travel direction just before the crash but does not provide a recommendation about nonmotorist travel paths or direction. However, some States indicate the travel direction of both 

motorists and non-motorists before the crash. These indications should be provided in crash 

diagrams (and narrative descriptions) that are a component of States crash reports, even if nonmotorist direction is not captured in a variable in the crash database.

The right column in table 8 displays the relationships for determining the relative direction of 

non-motorists to motorists that may help to determine non-motorist maneuvers in PBCAT 3. 

Definitions of motorist Direction of Travel Before Crash (V13 in the MMUCC Guideline 

(NHTSA, 2017)) may include: Not on Roadway, Northbound, Eastbound, Southbound, 

Westbound, and Unknown. The shorthand indications used in table 8, which may be based on 

assigned roadway direction or cardinal direction, are as follows: 

• NB = Northbound. 

• EB = Eastbound. 

• SB = Southbound. 

• WB = Westbound. 

Note that some States may allow up to two direction indicators (e.g., NW bound), and the 

corresponding directional relationships may be adapted according to practice.

Table 8. PBCAT 3 Non-motorist Maneuver and Potential Directionality Indicators in 

Crash Data. 

Element PBCAT 3 Non-motorist Maneuver/Action

Question: What was the non-motorist's direction of travel, relative 

to the motorist's direction, just prior to the crash? 

[Select the paths BEFORE any pending turns or other maneuvers 

were completed by either party.]

Directionality Combinations for the 

Non-motorist Maneuver

(Motorist : Non-motorist direction 

indications in the crash report)

1 

CR: From Motorist’s Right—The non-motorist was 

traveling on a crossing path approaching from the 

motorist's right BEFORE any turns. 

NB:WB

EB:NB

SB:EB

WB:SB

2 

CL: From Motorist's Left—The non-motorist was 

traveling on a crossing path approaching from the 

motorist's left BEFORE any turns. 

NB:EB

EB:SB

SB:WB

WB:NB
76 

Table 8. (continued) PBCAT 3 Non-motorist Maneuver and Potential Directionality 

Indicators in Crash Data. 

Element PBCAT 3 Non-motorist Maneuver/Action

Question: What was the non-motorist's direction of travel, relative to the 

motorist's direction, just prior to the crash? 

[Select the paths BEFORE any pending turns or other maneuvers were 

completed by either party.]

Directionality Combinations for 

the Non-motorist Maneuver

(Motorist : Non-motorist 

direction indications in the crash 

report)

3 

CU: Crossing Path to Motorist-Unknown Direction—The 

non-motorist was crossing a trafficway or other facility at 

an angle to the motorist BEFORE any turns, but it could 

not be determined whether the non-motorist was 

approaching from the motorist's right or from the left. 

Crossing path may be 

indicated in a separate 

variable or in the report 

narrative/diagram, but 

direction may be unclear.

4 

PS: Same Basic Direction as Motorist—The non-motorist

was traveling on a more or less parallel path in the same 

direction as the motorist BEFORE any turns. 

NB:NB

EB:EB

SB:SB

WB:WB

5 

PO: Opposite Direction as Motorist—The non-motorist

was traveling on a more or less parallel path in an 

opposing direction to the motorist BEFORE any turns. 

NB:SB

EB:WB

SB:NB

WB:EB

6 

PU: Parallel Path to Motorist, Unknown Direction—The 

non-motorist was traveling in a parallel path to the 

motorist BEFORE any turns, but it could not be further 

determined whether the non-motorist was moving in the 

same or opposite direction. 

Parallel path may be 

indicated in a separate 

variable or in the report 

narrative/diagram, but 

relative direction (same or 

opposite) may be unclear. 

7 

MU: Moving in Unknown Direction–The non-motorist 

was moving in a direction that could not be determined. 

Non-motorist movement 

may be indicated, with 

unclear directionality.

8 

ST: Stationary–The non-motorist was stationary or not 

detected moving prior to the collision (e.g., was standing, 

sitting, lying). 

Non-motorist may be 

indicated to be standing, 

sitting, lying, or otherwise 

not moving in the report. 

9 

OU: Other/unusual–The non-motorist’ movement does 

not fit any of the described circumstances. [Select this 

option for a person exiting a parked vehicle, holding on to 

a vehicle, or making other or unusual actions.] 

Non-motorist may be 

indicated to be 

entering/exiting a vehicle, 

pushing a vehicle, or on a 

vehicle before the crash.

10 

UN: Unknown–The non-motorist’s movement or actions 

are unknown or cannot be determined. 

No information about the 

non-motorist’s movement 

is provided. 

11 

FC: Non-motorist fall or crash–There was no direct 

collision with a motor vehicle, although a motor vehicle 

may have been involved in the lead-up to the nonmotorist crash into an object, person, or fall. 

Not applicable.

 

 

 

 

 

 

 

 
77 

Comparing PBCAT 3 to PBCAT 2 Crash Types 

Users of PBCAT 2 (Harkey et al., 2006) may have data from using that system that they wish to 

analyze with new data from PBCAT 3. Before undertaking this mapping with their own data, 

users should be aware that, in general, any time changes (major or minor) are made in reporting 

or coding of crash data, these changes can affect the frequencies of resulting variable categories

in the data. Thus, interpretation of results is confounded between what is due to the changes in 

definition and data processing and what may be due to actual changes in crash trends over time 

and other reasons (including randomness). This caveat is especially important to bear in mind 

when comparing PBCAT 3 to PBCAT 2 crash types, since the changes to the logic and variable 

definitions in PBCAT 3 are substantial. Even when definitions appear similar, the change in 

logic and order of coding can affect the outcome. Thus, while users can map crash data variables 

generated in the two systems to similar groups of crash types, users are advised to interpret 

differences cautiously, considering that some of the changes may be due to these definitions and 

other changes in the crash typing process. Users should consider the comparisons as trends for

generally similar types of crashes. These same cautions could be applied to interpreting PBCAT 

2-only trends across time or across jurisdictions. Due to the subjective nature of some of the 

crash types, differences in trends could be partially due to different coders, laws, and other 

subjective determinations. 

Note that in PBCAT 2, separate crash typing modules and definitions were provided for bicycleinvolved and pedestrian-involved collisions. Thus, a first step in mapping crash types between 

PBCAT 2 and PBCAT 3 will be to identify the mode or road user types involved in the collisions 

coded in PBCAT 3 that best fit with definitions used when developing the PBCAT 2 data. 

Appendix 4 presents steps and indepth information on the mapping of PBCAT 3 and PBCAT 2 

crash location types and pedestrian and bicyclist crash types. As previously mentioned, because 

of the extensive re-definition of crash types, the mapping is intended to provide general 

comparisons of groups of generally similar type.

79 

ANALYSIS NOTES

The chapter provides insights and tips for the analysis of PBCAT 3 data. By simplifying the 

definitions of crash types in PBCAT 3, these variables are more objective and flexible for varied 

safety analysis purposes. Location context and other crash-related variables are defined 

independently from crash types to improve the ability to identify safety relationships. Because 

crash types are independent of location type and other variables associated with each crash, 

PBCAT 3 data will enable analysis of the relationships that exist within each data set. By 

separating the information into distinct variables, agencies can better identify potential 

relationships to hone-in on opportunities for hotspot, corridor, and systemic level treatments. For 

example, cyclists riding against the flow of traffic could be associated primarily with certain 

crash types (e.g., R-CR type), but it could also relate to cyclists using certain types of facilities

associated with different corridors. It should be possible to determine these relationships since 

separate variables are available to determine crash types, location and facility types, contraflow 

riding as well as other crash-related variables). 

Analysis Tips 

Eighty Detailed Crash Types and 33 Basic Crash Types can be generated from the combinations 

of Motorist and Non-motorist Maneuvers. These numbers include 17 detailed types, for which 

information is missing for one or both parties, and the ‘non-collision’ type, leaving 62 welldefined crash types. Some types involving more unusual maneuvers or unclear actions will likely 

be relatively infrequent in many users’ data. If this scenario is the case, analysts may want to 

combine or regroup some crash types for further analysis.

The purpose of the analysis should inform the variables used and type of analysis. However, 

before diving into any analysis, it is a good idea to become familiar with the data and explore the 

frequencies of variables. There may be a need to combine some infrequent types for some

analyses. The naming convention of crash types allows PBCAT users and data analysts to recall 

the meaning, which should facilitate combining ‘similar’ types (e.g., all types involving motorist 

Backing (B-XX types) or all types involving non-motorist on a Parallel Path Same Direction (XPS types).

Tip 1: A first step might be to determine the frequencies of each of the crash types (both detailed 

and basic) by mode and decide if there is a need to combine some categories or focus further 

analyses on a few more prevalent crash types. 

Cross-tabulate Mode Basic with 

Crash Type (Detailed and Basic) 

Crash Location Type 

(the Relation to Trafficway variable can be used to subset crashes by On-Trafficway and NonTrafficway) 
80 

Tip 2: Depending on the results of step 1 and the purpose of the analysis (e.g., if pedestrian, 

cyclist, or personal conveyance-focused), analysts may want to subset crashes by ModeBasic or 

Mode Detailed. Analysts may want to determine whether Mode Detailed includes complete data 

and the relative frequencies of crash types by these different detailed modes.

Then consider examining the two-way (or really three-way) frequencies of:

Crash Type (Detailed) with

Crash Location Type 

Within each Mode being analyzed.

This step allows the analyst to determine which crash and location type combinations may be 

most important for each mode. This step alone may help to illustrate similarities and differences 

in collision patterns among different modes and some high-frequency relationships. This analysis 

may also suggest categories that might be relatively less prevalent among some modes, and

potentially consolidated for further analysis. 

Tip 3: Following the exploration of crash types by mode and location type, determine other 

prevalent crash patterns and relationships. These investigations may include exploring the 

relationships of crash types to facilities the non-motorist was using at the time of the crash (Nonmotorist Facility Type at Crash) and just before the crash (Non-motorist Precrash Facility Type) 

if this information was coded. Any of the remaining variables and additional non-PBCAT 

variables from the crash database can be explored by frequency and cross-tabulation frequencies.

Tip 4: Several optional indicators that can be coded in PBCAT 3 should also help to flesh out the 

events of some crashes, particularly those involving bicyclists or faster modes. These variables 

may be of interest in their own right and can be interacted with Crash Location Type and Crash 

Type, as mentioned within their respective sections, to identify prevalent patterns. Facility Types

may also have a relationship with these patterns and crash types. Variables that may be of 

interest for any of the Modes, regardless of crash or location type, include: 

• Contraflow Indicator—non-motorist road users such as cyclists or scooter-users may ride 

in the opposite direction of adjacent traffic, which may have safety effects both along the 

roadway and at intersections. This variable may also correlate with the facility type these

road users are using just before the crash (Non-motorist Facility Type Prior to Crash), 

with some data sets showing this action is more common when bicyclists, for example, 

are also using sidewalks. For crashes involving Pedalcyclists or for Powered-Personal 

Conveyance users, this indicator may suggest a need for facility improvements 

(including better crossing opportunities), or redesigns to help reduce riding against traffic 

or on sidewalk facilities.

• Contraflow Indicator—For Pedestrians, the same variable can be used to determine 

whether pedestrians were walking against traffic (category of Opposite direction in the 

data) or not. Walking facing traffic is thought to be protective for pedestrians walking 

where there is no sidewalk or sidepath facility. However, there could also potentially be 

differences in motorist (or vehicle) detection of pedestrians who are walking in the same 
81 

or opposite direction as adjacent traffic, whether along a road section or at intersection. 

This variable may be useful in multiple types of safety assessments for pedestrians as 

well as for cyclists and faster non-motorists.

• Non-motorist Turning Left or Right—Similarly, the influence of non-motorists trying to 

turn or turning at the time of the crash could indicate a need for improvements to 

facilitate non-motorists’ travel needs and patterns. 

The Crash Type and Crash Location Type and facilities variables can be used to help identify the 

circumstances and types of locations most associated with these crash events. 

Motorist overtaking bicyclist has been found to be associated with nearly one-third of bicyclist 

fatalities in the U.S. (Thomas et al. 2019). For crashes involving (Motorist) Going Straight–

(Non-motorist on) Parallel Path Same Direction (S-PS in Detailed Crash Type), analysts may 

want to know which party was overtaking the other for some types of countermeasures purposes 

(e.g., vehicle detection and response technologies2

). The Overtaking Indicator variable can be 

used to examine overtaking. The motorist was overtaking the non-motorist or the non-motorists 

was overtaking the motorist. 

For some types of countermeasures (e.g., provision of separate facilities) it may be less important 

to identify which party was overtaking the other to understand that there were challenges for 

non-motorists and motorists to safely share the trafficway space provided when traveling on 

parallel paths. All S-P crashes (Basic Crash Type, Going Straight–Parallel Path), and 

potentially other types, including Parking-related types, could be identified to consider 

improvements to the amount and type of separated space to provide for non-motorists.

In relation to on-street parking, users may want to break out another bicyclist crash type 

commonly referred to as a “dooring” crash in which a bicyclist approaching a parked car hits a 

car door that has just been opened. This crash type can be serious and may also lead to secondary 

crashes. The Dooring Indicator can assist with breaking out such crashes in which the nonmotorist on a parallel path struck a parked motor vehicle. The image of P-PS (Parked: Parallel

Path Same Direction) in the crash typing application represents the Dooring scenario (figure 

80), although this general crash type may also include non-motorists running into other areas of 

parked vehicles. Compare figure 80 to figure 81, which illustrates the non-motorist colliding 

with the rear of a parked motor vehicle. 

The motorist Roadway Departure indicator can help to verify if the motor vehicle left the 

roadway or proper travel lane before colliding with a non-motorist. Non-motorists may be struck 

on sidewalk or bike lane facilities, in medians, or other areas along roadsides. This indicator can 

be used in the case the facility types could not be coded and to determine issues that may relate 

to motorist loss of control, speeding, or distraction. 

2

For an example of a crash typing study that aimed to understand patterns that may be important with respect to 

assessing impacts of vehicle technologies for crash avoidance, see MacAlister and Zuby 2015.
82 

Source: FHWA. 

Figure 80. Illustration. Illustration of detailed Crash Type P-PS (motor vehicle parked–

non-motorist on parallel path same direction as motor vehicle) illustrating the “dooring” 

scenario.

Source: FHWA. 

Figure 81. Illustration. Alternate illustration of detailed Crash Type P-PS (motor vehicle 

parked–non-motorist on parallel path same direction as motor vehicle) with non-motorist 

striking the rear of parked motor vehicle.

Tip 5: For analyses of environmental (e.g., light conditions) and personal factors (e.g., age) and 

interactions with crash types and other variables from PBCAT 3, users will need to link data 

from the State’s crash records system. If spatial attributes are assigned to crashes, other data 

types (e.g., land use, roadway inventories, demographic data) may also be combined for analysis. 

Tip 6: As mentioned previously, depending on the study purpose, consider combining rare and 

unusual types for some analyses, and focus on more prevalent and injurious types, especially to 

identify potential systemic issues. Most crashes will be categorized by PBCAT to types 
83 

involving motorists going straight or making left or right turns and non-motorists moving at 

crossing angles or in parallel paths to the motorist. Many of the other situations are likely to 

occur at relatively low frequencies in most data sets. These situations include types in which the 

non-motorist was not moving, the non-motorist was moving but in an unknown direction, or the 

non-motorist movement was not known. In some cases, it may be appropriate to combine these 

types based on the motorist maneuvers. 

The relatively infrequent situations were kept as distinct types in PBCAT 3, as they may be 

important for some types of indepth studies analyzing complex or unusual factors that could be 

potential targets for different types of treatment or may be more common at a systemwide level. 

Once analysts conduct the initial analyses described in Tip 1, the most prevalent combinations of 

crash types and location type by mode should become apparent, and users can then make 

decisions about consolidating rarer crash types (or location types) for further analysis. Analysts 

may also make use of the Basic Crash Type variable, which has already combined some types of 

non-motorist actions into fewer crash type groupings. 

Diagnosis of Hotspot Crash Problems 

PBCAT 3 crash types should facilitate indepth safety studies for hotspots or corridors by 

allowing analysts (using data that are also spatially referenced) to quickly depict the ‘types’ of 

collision patterns occurring at locations of concern. For example, an entire corridor may 

experience a prevalence of S-C (Motorist Going Straight–Non-motorist on Crossing Path) 

types (figure 82) at uncontrolled and controlled intersections, path crossings, and non-junction 

locations along a trafficway. These crashes may warrant corridorwide treatments to help prevent 

these types of crashes (e.g., improved lighting, lower speeds), as well as crossing enhancements 

at specific crossing locations.

Source: FHWA. 

Figure 82. Illustration. S-C (going straight-crossing path) basic Crash Type. 

Conversely, a specific intersection with unrestricted turning movements may have a problem 

with crashes involving motorists turning left across the path of opposite direction non-motorists 

(L-PO type) as seen in figure 83. The intersection may benefit from various strategies to reduce 
84 

conflicts with left-turning motorists. (See the next section. These patterns might also be used to 

identify systemic issues and treatments.)

Source: FHWA. 

Figure 83. Illustration. L-PO (turning left-parallel path opposite direction) Crash Type.

Systemic Analysis

Systemic safety analysis is receiving increasing attention for nonmotorized road user safety. The 

relative infrequency of motorist to non-motorist crashes, and seemingly random elements, can 

make it difficult to identify and prevent the next crash hotspot (Thomas et al. 2018). In addition, 

low frequencies of crashes at any one location can make it challenging to prioritize individual 

locations for treatment. To address this situation, systemic analysis can be used to identify crash 

risk factors for prevalent crash-types for the entire road system (or network) (Kumfer et al. 

2019). The crash types included in PBCAT 3 should enable users to identify systemic crash type 

patterns and understand how these patterns are distributed across the network by location types 

and other contexts. Given the uncertainty in where crashes will occur next, knowing the common 

crash and location types may help jurisdictions identify potentially appropriate systemic 

treatments to apply more broadly to similar locations that may be at risk of crashes. Agencies can

develop systemic safety treatment plans that do not require waiting for crashes to happen at 

specific locations before taking action. See Thomas et al. (2018) and Kumfer et al. (2019) for 

more information. 

Countermeasures Resources

The crash type patterns should be linkable to countermeasures included in various Federal and 

State resources such as the online tools PEDSAFE (Zegeer et al. 2013) and BIKESAFE 

(Sundstrom et al. 2014), FHWA’s Safe Transportation for Every Pedestrian (STEP) (FHWA 

2021), and NCHRP reports such as Guidance to Improve Pedestrian and Bicyclist Safety at 

Intersections (Sanders et al. 2020).
85 

APPENDIX A. BASIC CRASH TYPES

The detailed crash types that are consolidated into Crash Type Basic are shown in this appendix. 

The detailed crash types are followed by the Crash Type Basic code used in the data file and a 

longer description. Associated illustrations are provided for the crash types if one is available. 

Going Straight basic crash types 

• S-CR, S-CL, and S-CU Detailed types are combined: S-C – Going Straight–Crossing 

Path (See illustration for S-CU). 

• S-PS, S-PO, and S-PU are combined in the Crash Type Basic: S-P - Going Straight–

Parallel Path (See illustration for S-PU). 

• S-MU, S-ST, and S-OU are combined:

o S-O – Going Straight–Other, Unusual, or Stationary (No illustration). 

o S-U – Going Straight–Unknown (No illustration). 

Turning Right basic crash types 

• R-CR, R-CL, and R-CU are combined as: R-C – Turning Right–Crossing Path (See 

illustration for R-CU). 

• R-PS, R-PO, and R-PU are combined: R-P – Turning Right–Parallel Path (See illustration 

for R-PU). 

• R-MU, R-ST, and R-OU are combined: 

o R-O – Turning Right–Other, Unusual, or Stationary (No illustration). 

o R-U – Turning Right–Unknown (No illustration). 

Turning Left basic crash types 

• L-CR, L-CL, and L-CU Detailed types are combined: L-C – Turning Left–Crossing Path 

(See illustration for L-CU). 

• L-PS, L-PO, and L-PU Detailed types are combined: L-P – Turning Left–Parallel Path

(See illustration for L-PU). 

• L-MU, L-ST, and L-OU Detailed types are combined: 

o L-O – Turning Left–Other, Unusual, or Stationary (No illustration) 

o L-U – Turning Left–Unknown (No illustration)
86 

Parked basic crash types

• P-CR, P-CL, and P-CU are combined: P-C – Parked–Crossing Path (See illustration for 

P-CU). 

• P-PS, P-PO, and P-PU are combined: P-P – Parked–Parallel Path (See illustration for PPU). 

• P-MU, and P-OU are combined:

o P-O – Parked–Other, Unusual, or Stationary (No illustration). 

o L-U - Parked–Unknown (No illustration). 

Entering Traffic basic crash types 

• E-CR, E-CL, and E-CU are combined: E-C – Entering Traffic Lane–Crossing Path (See 

illustration for C-CU). 

• E-PS, E-PO, and E-PU are combined: E-P – Entering Traffic Lane–Parallel Path (See 

illustration for E-PU). 

• E-MU, E-ST, and E-OU are combined: 

o E-O – Entering Traffic Lane–Other, Unusual, or Stationary (No illustration). 

o E-U – Entering Traffic Lane–Unknown (No illustration).

Backing crash types 

• B-CR, B-CL, and B-CU are combined: B-C – Backing–Crossing Path (See illustration for 

B-CU). 

• B-PS, B-PO, and B-PU are combined: B-P – Backing–Parallel Path (See 

illustration for B-PU). 

• B-MU, B-ST, and B-OU are combined:

o B-O – Backing–Other, Unusual, or Stationary (No illustration). 

o B-U – Backing–Unknown (No illustration). 

Other Maneuver basic crash types

• O-CR, O-CL, and O-CU Detailed types are combined: O-C – Other Maneuver–Crossing 

Path (No illustration). 
87 

• O-PS, O-PO, and O-PU are combined: O-P – Other Maneuver–Parallel Path (No 

illustration). 

• O-MU, O-ST, and O-OU are combined:

o O-O – Other Maneuver–Other, Unusual, or Stationary (No illustration). 

o O-U – Other Maneuver–Unknown (No illustration). 

Unknown Maneuver basic crash types 

• U-CR, U-CL, and U-CU are combined in Crash Type Basic: U-C – Unknown Maneuver–

Crossing Path (No illustration). 

• U-PS, U-PO, and U-PU are combined in Crash type Basic: U-P – Unknown Maneuver–

Parallel Path (No illustration). 

• U-MU, U-ST, and U-OU are combined in Crash type Basic: 

o U-O – Unknown Maneuver–Other, Unusual, or Stationary (No illustration). 

o U-U – Unknown Maneuver–Unknown (No illustration).

89 

APPENDIX B. SPECIAL CIRCUMSTANCES VARIABLE OPTIONS IN PBCAT 3

Special Circumstances that may be coded in PBCAT 3 are presented as organized in the crash 

typing application. These questions may help to identify special events or circumstances related 

to or that possibly contributed to some crashes. Many of these indicators may also be used to 

help identify distinct crash types identified in PBCAT 2. 

The questions are organized by topic and divided on four screens. The information presented 

shows the topics used to organize the questions in the application, the question, and the variable 

name used in the CSV data file (in parentheses). 

Many of the Special Circumstances are derived from PBCAT 2 crash types and may be useful 

for mapping PBCAT 3 crash types to PBCAT 2 crash types. The Circumstance indicators that 

can be helpful in mapping PBCAT 3 crash types to PBCAT 2 crash types are identified after the 

variable name as follows: 

• Pedestrian crash types = P. 

• Bicyclist crash types = B. 

• Both Pedestrian and Bicyclist crash types = PB. 

• Neither = N. 

[Note that the CSV variables names and the PBCAT 2-related indicators are not shown in the 

crash typing application. Appendix D provides more details on mapping specific crash types or 

crash groups between PBCAT 2 and PBCAT 3.] 

Special Circumstance 1 (Optional) [Screen 1 topics and questions] 

Loss of Control/Turning Errors—Motorist or Non-motorist 

1. Did the motorist lose control of the vehicle due to mechanical failure, surface conditions, 

driver error, impairment, or other reasons? (motoristLostControl)–PB. 

2. Did the non-motorist lose control (e.g., stumble, fall, or roll into the path of a motor 

vehicle) due to mechanical problems, surface conditions, impairment, or other reasons? 

(non-motoristLostControl)–PB. 

3. Did the motorist cross into an opposing traffic lane or other facility while making a left or 

right turn? (motoristTurningError)–B. 

4. Did the non-motorist cross into an opposing traffic lane while making a left or right turn? 

(non-motoristTurningError)–B. 

Signal Violation – Motorist or Non-motorist 

5. Did the motorist violate a traffic signal before colliding with the non-motorist? 

(signalViolMotorist)–B. 

6. Did the non-motorist violate a traffic signal before colliding with a motor vehicle?

(signalViolNon-motorist)–B. 
90 

Other Motorist Actions

7. Was the motor vehicle stopped prior to the maneuver that began the sequence of crash 

events? (e.g., was the motor vehicle initially stopped at a red light, stop sign, in traffic, 

or waiting to enter or turn into traffic before moving and colliding with the nonmotorist?) (motorVhicleStationary)–B (possibly for crash types involving drive outs at 

stop signs). 

8. Did the motorist leave the scene without stopping to render aid or report the crash (Hit 

and Run)? (hitRun)–N. 

Non-motorist Crossing-Related

9. Was the non-motorist on or near the curb or roadway edge and waiting to cross the 

roadway? (waitingToCross)–P. 

10. Did the non-motorist enter the traffic lane in front of a stopped or slowing vehicle and 

was struck by a vehicle traveling in the same direction as the stopped or slowed vehicle 

(Multiple Threat)? (multipleThreat)–PB. 

11. Was the non-motorist struck while crossing at a signalized location when the light 

changed and traffic started moving (trapped)?–PB. 

12. Did the non-motorist run into the roadway and was struck by a vehicle whose view of 

the non-motorist was not obstructed (Dash)? (dash)–P. 

13. Did the non-motorist walk or run into the roadway and was struck by a motorist whose 

view of the non-motorist was blocked until an instant before impact (Dart-out)?

(dartOut)–P. 

Special Circumstance 2 (Optional) [Screen 2 topics and questions] 

Transit-Related

14. Was the non-motorist struck crossing in front of a transit bus stopped at a marked bus 

stop? (transitObstructedView)–P. 

15. Was the non-motorist struck while going to from, or waiting at a transit bus stop, 

regardless of the circumstances? (transitOther)–N 

16. Was the non-motorist struck by a transit bus pulling into or away from the curb or 

loading area? (transitBusPullover)–B. 

School-Related

17. Was the non-motorist struck while waiting at a school bus stop or going to or from a 

stop, with a bus present at the stop? (schoolBusStopBusPresent)–P. 

18. Was the non-motorist struck while waiting at a school bus stop, or going to or from a 

stop, without a bus present at the stop? (schoolBusStopBusNotPresent)–P. 

19. Was the non-motorist going to or from school (K-12)? (schoolRelatedTrip)–N. 

Delivery Vehicle-Related

20. Was the non-motorist struck by a delivery vehicle pulling into or out of traffic? 

(deliveryVehiclePullover) – B. 

21. Did a stopped or parked delivery vehicle block the view of another motorist that collided 

with the non-motorist? (deliveryVehicleBlockedView)–N. 
91 

Crossing – Other Destinations

22. Was the non-motorist going to or from or standing at a mailbox or newspaper box? 

(mailbox)–P. 

23. Was the non-motorist struck while going to or from an ice cream truck or other type of 

vendor vehicle parked at the curb or roadside? (vendorTruck)–P. 

Special Circumstance 3 (Optional) [Screen 3 topics and questions] 

Parking-Related 

24. Was the non-motorist in the process of getting into or out of a stopped or parked vehicle 

when another vehicle struck the person? (enteringExitingVehicle)–P. 

25. Did the collision involve a motor vehicle that was entering or leaving an on-street 

parking space to re-enter traffic on a roadway? (motoristEnteringExitingParking)–B. 

Other Non-motorist Actions

26. Was the non-motorist struck while riding a play vehicle that was not a bicycle or 

powered personal conveyance (e.g., child’s tricycle, sled, skates, scooter, wagon, toy 

car)? (playVehicle)–PB. 

27. Was the non-motorist working in the roadway prior to the crash? (workingInRoadway)–

P. 

28. Was the non-motorist playing in the roadway prior to the crash? (playingInRoadway)–P. 

29. Was the non-motorist standing in the roadway prior to the crash? (standingInRoadway)–

P. 

30. Was the non-motorist lying or sitting in the roadway when struck? 

(lyingSittingInRoadway)–P. 

Head-On

31. Was either the motorist or the non-motorist going the wrong way in a traffic lane, and 

the two parties collided head on? [This option should not be selected if the non-motorist

was using a two-way bicycle/shared use facility and was traveling in an intended 

direction.] (headOn)–B. 

Emergency/Disabled Vehicle-Related

32. Was the non-motorist struck by an active emergency vehicle?

(activeEmergencyVehicle)–P. 

33. Was the non-motorist struck by a vehicle being pursued by a law enforcement vehicle? 

(pursuedVehicle)–P. 

34. Was the non-motorist struck while near an emergency vehicle at the scene of an incident 

(including the scene of a prior crash or involving a disabled vehicle)? 

(nearActiveEmergencyVehicle)–P. 

35. Was the non-motorist struck while near or next to a disabled vehicle (including a vehicle 

that had been in a crash), while walking to or from a disabled vehicle, or while near a 

tow truck responding to a disabled vehicle? (disabledVehicle)–P. 
92 

Special Circumstance 4 (Optional)

Intentional or Dispute-Related

36. Did the motorist intentionally strike the non-motorist? (assaultWithVehicle)–PB. 

37. Did the non-motorist intentionally strike the motor vehicle or intentionally cause the 

crash? (non-motoristIntentionallyCaused)–B. 

38. Did the motorist strike the non-motorist during a domestic altercation or other dispute?

(disputeRelated)–P. 

Other Unusual Circumstances

39. Was the non-motorist sitting on, leaning against, or clinging to a vehicle that began to 

move, or was moving? (pedestrianOnVehicle)–P. 

40. Was the non-motorist struck as a result of a prior vehicle-to-vehicle or vehicle-to-object 

collision? (vehicleVehicleObject)–P. 

41. Was the non-motorist struck by a vehicle that was moving without a driver at the 

controls or that was set in motion by a child? (driverlessVehicle)–P. 

42. Did the crash involve other unusual circumstances, such as a non-motorist being struck 

by falling cargo or a loose wheel? (otherUnusualCircumstances)–PB. 

43. Did the crash occur during a special event (concert, festival, evacuation)?

(specialEventContributed)–N. 

Surface Conditions

44. Did surfaces such as uneven pavement, debris, drain grate, pavement markings, or 

manhole cover contribute to the crash? (surfaceConditions)–PB
93 

APPENDIX C. PBCAT 3 COMPLETE CSV FILE VARIABLE LIST.

This appendix displays the variable list for the PBCAT 3 CSV file as shown in table 9. 

Table 9. Output CSV variable name, name label in application, and question for PBCAT 3 

variables. 

CSV Variable Name Variable Label in 

Application

Question/Definition

reportNumber Report 

number

User-assigned crash identifier. 

modeBasic Mode: Basic What type of person was involved in the crash?

modeDetailed Mode: 

Detailed 

What type of pedalcycle/device was used by 

the person in the crash? 

relationToTrafficway Relation to 

Trafficway

Did the crash occur on or off a trafficway?

crashLocationType Crash 

Location 

Type

Where did the crash occur?

legOfIntersection Leg of 

Intersection

Where in the intersection did the crash occur?

facilityTypeCrash Non-motorist

Facility Type 

at Crash

What type of facility was the non-motorist

using at the moment of the crash? 

travelLaneTypeCrash Travel Lane 

Type at Crash

What type of vehicular travel lane was the nonmotorist using at the time of the crash?

roadLaneDeparture Road or Lane 

Departure

Did the motorist unintentionally leave the 

roadway or designated travel lane prior to 

the crash?

facilityTypePre Non-motorist

Facility Type 

prior to Crash

What facility was the non-motorist using just 

PRIOR to the crash, which may differ from the 

facility where the crash occurred?

motoristManeuver Motorist 

Maneuver 

What was the motorist maneuver just prior to 

the crash?
94 

Table 9. (continued) Output CSV variable name, name label in application, and question

for PBCAT 3 variables.

CSV Variable Name Variable Label in 

Application

Question/Definition

non-motoristManeuver Non-motorist

Maneuver/

Action

What was the non-motorist's direction of travel, 

relative to the motorist's direction, just prior to 

the crash?

crashTypeBasic Basic Crash 

Type 

The combination of Motorist Maneuver and 

Non-motorist Maneuver/Action selections is 

used to generate Basic Crash Type. Basic Crash 

Type consolidates some categories of Detailed 

Crash Type. 

crashTypeDetailed Detailed 

Crash Type 

The combination of Motorist Maneuver and 

Non-motorist Maneuver/Action selections is 

used to generate Detailed Crash Type. 

non-motoristTurning Non-motorist

Turning 

Did the non-motorist change direction, turn, or 

merge just prior to the crash? 

overtakingIndicator Overtaking 

Indicator 

Was the motorist or the non-motorist

overtaking the other at the time of the crash? 

contraflowIndicator Non-motorist

Contraflow 

Indicator 

Was the non-motorist traveling in the same or 

opposite direction as adjacent motor vehicle 

traffic just before the crash?

dooringIndicator Dooring 

Indicator 

Did the non-motorist strike the door of a motor 

vehicle that was open or opening? 

motoristLostControl n/a—Special 

Circumstance 

indicator 

1. Did the motorist lose control of the vehicle

due to mechanical failure, surface conditions,

driver error, impairment, or other reasons?

non-motoristLostControl n/a—Special 

Circumstance 

indicator 

2. Did the non-motorist lose control (e.g.,

stumble, fall, or roll into the path of a motor

vehicle) due to mechanical problems, surface

conditions, impairment, or other reasons?

motoristTurningError n/a—Special 

Circumstance 

indicator 

3. Did the motorist cross into an opposing

traffic lane or other facility while making a left

or right turn?

non-motoristTurningError n/a—Special 

Circumstance 

indicator 

4. Did the non-motorist cross into an opposing

traffic lane while making a left or right turn?
95 

Table 9. (continued) Output CSV variable name, name label in application, and question

for PBCAT 3 variables.

CSV Variable Name Variable Label in 

Application

Question/Definition

signalViolMotorist n/a—Special 

Circumstance 

indicator 

5. Did the motorist violate a traffic signal

before colliding with the non-motorist?

signalViolNon-motorist n/a—Special 

Circumstance 

indicator 

6. Did the non-motorist violate a traffic signal

before colliding with a motor vehicle?

motorVhicleStationary n/a—Special 

Circumstance 

indicator 

7. Was the motor vehicle stopped prior to the

maneuver that began the sequence of crash

events? (e.g., was the motor vehicle initially

stopped at a red light, stop sign, in traffic, or

waiting to enter or turn into traffic before

moving and colliding with the non-motorist?)

hitRun n/a—Special 

Circumstance 

indicator 

8. Did the motorist leave the scene without

stopping to render aid or report the crash (Hit

and Run)?

waitingToCross n/a—Special 

Circumstance 

indicator 

9. Was the non-motorist on or near the curb or

roadway edge and waiting to cross the

roadway?

multipleThreat n/a—Special 

Circumstance 

indicator 

10. Did the non-motorist enter the traffic lane

in front of a stopped or slowing vehicle and

was struck by a vehicle traveling in the same

direction as the stopped or slowed vehicle

(Multiple Threat)?

trapped n/a—Special 

Circumstance 

indicator 

11. Was the non-motorist struck while crossing

at a signalized location when the light changed

and traffic started moving (Trapped)?

dash n/a—Special 

Circumstance 

indicator 

12. Did the non-motorist run into the roadway

and was struck by a vehicle whose view of the

non-motorist was not obstructed (Dash)?

dartOut n/a—Special 

Circumstance 

indicator 

13. Did the non-motorist walk or run into the

roadway and was struck by a motorist whose

view of the non-motorist was blocked until an

instant before impact (Dart-out)?

transitObstructedView n/a—Special 

Circumstance 

indicator 

14. Was the non-motorist struck crossing in

front of a transit bus stopped at a marked

bus stop?
96 

Table 9. (continued) Output CSV variable name, name label in application, and question

for PBCAT 3 variables.

CSV Variable Name Variable Label in 

Application

Question/Definition

transitOther n/a—Special 

Circumstance 

indicator 

15. Was the non-motorist struck while going to,

from, or waiting at a transit bus stop, regardless

of the circumstances?

transitBusPullover n/a—Special 

Circumstance 

indicator 

16. Was the non-motorist struck by a transit

bus pulling into or away from the curb or

loading area?

schoolBusStopBusPresent n/a—Special 

Circumstance 

indicator 

17. Was the non-motorist struck while waiting

at a school bus stop or going to or from a stop,

with a bus present at the stop?

schoolBusStopBusNotPresent n/a—Special 

Circumstance 

indicator 

18. Was the non-motorist struck while waiting

at a school bus stop or going to or from a stop

without a bus present at the stop?

schoolRelatedTrip n/a—Special 

Circumstance 

indicator 

19. Was the non-motorist going to or from

school (K-12)?

deliveryVehiclePullover n/a—Special 

Circumstance 

indicator 

20. Was the non-motorist struck by a delivery

vehicle pulling into or out of traffic?

deliveryVehicleBlockedView n/a—Special 

Circumstance 

indicator 

21. Did a stopped or parked delivery vehicle

block the view of another motorist that collided

with the non-motorist?

mailbox n/a—Special 

Circumstance 

indicator 

21. Was the non-motorist going to or from or

standing at a mailbox or newspaper box?

vendorTruck n/a—Special 

Circumstance 

indicator 

22. Was the non-motorist struck while going to

or from an ice cream truck or other type of

vendor vehicle parked at the curb or roadside?

enteringExitingVehicle n/a—Special 

Circumstance 

indicator 

24. Was the non-motorist in the process of

getting into or out of a stopped or parked

vehicle when another vehicle struck the

person?

motoristEnteringExitingParking n/a—Special 

Circumstance 

indicator 

25. Did the collision involve a motor vehicle

that was entering or leaving an on-street

parking space to re-enter traffic on a roadway?
97 

Table 9. (continued) Output CSV variable name, name label in application, and question

for PBCAT 3 variables.

CSV Variable Name Variable Label in 

Application

Question/Definition

playVehicle n/a—Special 

Circumstance 

indicator 

26. Was the non-motorist struck while riding a

play vehicle that was not a bicycle or powered

personal conveyance (e.g., child’s tricycle,

sled, skates, scooter, wagon, toy car)?

workingInRoadway n/a—Special

Circumstance 

indicator 

27. Was the non-motorist working in the

roadway prior to the crash?

playingInRoadway n/a—Special 

Circumstance 

indicator 

28. Was the non-motorist playing in the

roadway prior to the crash?

standingInRoadway n/a—Special 

Circumstance 

indicator 

29. Was the non-motorist standing in the

roadway prior to the crash?

lyingSittingInRoadway n/a—Special 

Circumstance 

indicator 

30. Was the non-motorist lying or sitting in the

roadway when struck?

headOn n/a—Special 

Circumstance 

indicator

31. Was either the motorist or the non-motorist

going the wrong way in a traffic lane, and the

two parties collided head on?

actveEmergencyVehicle n/a—Special 

Circumstance 

indicator 

32. Was the non-motorist struck by an active

emergency vehicle?

pursuedVehicle n/a—Special 

Circumstance 

indicator 

33. Was the non-motorist struck by a vehicle

being pursued by a law enforcement vehicle?

nearActiveEmergencyVehicle n/a—Special 

Circumstance 

indicator 

34. Was the non-motorist struck while near an

emergency vehicle at the scene of an incident

(including the scene of a prior crash or

involving a disabled vehicle)?

disabledVehicle n/a—Special 

Circumstance 

indicator 

35. Was the non-motorist struck while near or

next to a disabled vehicle (including a vehicle

that had been in a crash), while walking to or

from a disabled vehicle, or while near a tow

truck responding to a disabled vehicle?
98 

Table 9. (continued) Output CSV variable name, name label in application, and question 

for PBCAT 3 variables. 

CSV Variable Name Variable Label in 

Application

Question/Definition

assaultWithVehicle n/a—Special 

Circumstance 

indicator 

36. Did the motorist intentionally strike the

non-motorist?

nonmotoristIntentionallyCaused n/a—Special 

Circumstance 

indicator 

37. Did the non-motorist intentionally strike the

motor vehicle or intentionally cause the crash?

disputeRelated n/a—Special 

Circumstance 

indicator 

38. Did the motorist strike the non-motorist

during a domestic altercation or other dispute?

pedestrianOnVehicle n/a—Special 

Circumstance 

indicator 

39. Was the non-motorist sitting on, leaning

against, or clinging to a vehicle that began to

move, or was moving?

vehicleVehicleObject n/a—Special 

Circumstance 

indicator 

40. Was the non-motorist struck as a result of a

prior vehicle-to-vehicle or vehicle-to-object

collision?

driverlessVehicle n/a—Special 

Circumstance 

indicator 

41. Was the non-motorist struck by a vehicle

that was moving without a driver at the controls

or that was set in motion by a child?

otherUnusualCircumstances n/a—Special 

Circumstance 

indicator 

42. Did the crash involve other unusual

circumstances, such as a non-motorist being

struck by falling cargo or a loose wheel?

specialEventContributed n/a—Special 

Circumstance 

indicator 

43. Did the crash occur during a special event

(concert, festival, evacuation)?

surfaceConditions n/a—Special 

Circumstance 

indicator 

44. Did surfaces such as uneven pavement,

debris, drain grate, pavement markings, or

manhole cover contribute to the crash?
99 

APPENDIX D. PBCAT 2 TO PBCAT 3 VARIABLE MAPPING

Users of PBCAT 2 may have data from that system that they want to analyze along with new 

data from PBCAT 3. This appendix provides information for identifying similar sets of crash 

types for these analyses.

Any time changes (major or minor) are made in reporting or coding of crash data, these changes

may affect the frequencies of resulting variable categories. This caveat is especially important 

since the crash typing framework of PBCAT 3 is fundamentally different from PBCAT 2. In 

PBCAT 2, crash types are defined by a mix of variables, with some types defined solely by 

maneuvers (similar to PBCAT 3), but other crash types are defined by a mix of factors, including 

location types, traffic control, facility used, violations by either the motorist or non-motorist, and 

others. Variables that help define some crash types also include road user errors, vehicle types 

involved, and other very specialized situations. 

In PBCAT 3, all crash types are defined solely by the motorist and non-motorist maneuvers. 

Locations and other special factors are identified in separate variables. Therefore, the comparison 

or approximate matching of crash types in PBCAT 3 to PBCAT 2 types often requires examining 

more than one PBCAT 3 variable. In addition, a hierarchical or step-wise approach to subsetting

different types should be followed, as presented in the sections below (Crash Location Types, 

Pedestrian Crash Types, and Pedalcyclist Crash Types), to generate the most accurate 

comparisons. This type of approach is needed because a hierarchical coding approach is required 

in PBCAT 2 (due to potential overlap among some types). 

Information is also given for comparing crashes from PBCAT 3 to PBCAT 2 data by crash 

location type (which is relatively straightforward to accomplish) as well as by crash types. 

Jurisdictions are advised to review these methods and data requirements before typing crashes in 

PBCAT 3 and to review results consistency before publishing trends based on these 

comparisons. Detailed crash type comparisons may require users to code Facility Types and 

other optional variables, as well as Special Circumstances factors for precise matching.

As mentioned in the preceding paragraphs, users should be cautious when comparing the crash 

types derived from PBCAT 3 with crash types from PBCAT 2 because of the very different 

frameworks and coding procedures. Users should not strictly interpret trends in crash type data 

developed using the two coding systems—PBCAT 2 and PBCAT 3 (which may also be affected 

by time-related trends)—but rather consider the comparisons as ‘general trends.’ 

Crash Location Types—Mapping PBCAT 3 to PBCAT 2 Pedalcyclist or Pedestrian Crash

Data

In PBCAT 2, crash typing was separate for bicyclist and pedestrian-involved crashes, and, 

although similar, the variables and categories of those variables were defined and named 

differently between the two modules. Crash location categories that can be considered 

approximate ‘equivalents’ in PBCAT 2 and PBCAT 3 are shown in matrix form in table 10. (The 

variable names and descriptive category values are shown for PBCAT 2. Only descriptive values 

are provided in PBCAT 3.) 
100 

Table 10. Crash location variable mapping for PBCAT v. 2 to PBCAT 3. 

PBCAT 3 Location Types 

in Rows 

(crashLocationType) 

PBCAT 2 Location (Crash_Location_Desc) in Columns

Intersection IntersectionRelatedNonintersection Nonroadway Unknown 

(Pedestrian 

data)

Unknown 

Location 

(Bicyclist 

data)

Intersection Yes Yes N/A N/A N/A N/A

Expressway N/A N/A Yes N/A N/A N/A

Driveway access or 

Related N/A N/A Yes N/A N/A N/A

Path 

Crossing/junction 

with trafficway

N/A N/A Yes N/A N/A N/A

Non-junction (along 

Trafficway) N/A N/A Yes N/A N/A N/A

Entrance/exit ramp or 

related N/A N/A Yes N/A N/A N/A

Railway grade 

crossing of trafficway N/A N/A Yes N/A N/A N/A

Unknown trafficway 

location N/A N/A N/A N/A Yes Yes

Public vehicular area 

(PVA) N/A N/A N/A Yes N/A N/A

Off-street 

trail/sidepath N/A N/A N/A Yes N/A N/A

Other non-trafficway N/A N/A N/A Yes N/A N/A

Unknown nontrafficway N/A N/A N/A Yes N/A N/A

May also include

relationToTrafficway 

= unknown

N/A N/A N/A N/A Yes Yes

N/A = not applicable; Yes = the value translates from PBCATv3 to the old data. 

Note that in comparing PBCAT 2 to PBCAT 3, Intersection and Intersection-Related should be 

combined to be approximately equivalent to Intersection in PBCAT 3. Conversely, Expressway, 

Driveway Access or Related, Path Crossing/Junction with Trafficway, Non-junction (along 

Trafficway, Entrance/Exit Ramp or Related, and Railway Grade Crossing of Trafficway in 

PBCAT 3 would be combined to be approximately equivalent to PBCAT 2 Nonintersection

category for either bicycle or pedestrian crash data.

Crash Location = Non-roadway in PBCAT 2 has approximately the same definition as NonTrafficway in the Relation to Trafficway variable in PBCAT 3. 
101 

PBCAT 3 Crash Location Type definitions are provided in the chapter entitled PBCAT 3 Crash 

Typing System and Variables. Definitions for PBCAT 2 location categories are as follows: 

Pedestrian

• Intersection–The crash occurred within the intersection proper or within the crosswalk 

area. Note: Driveways controlled by signals or signs should be coded as Intersections. 

Uncontrolled driveways should be coded as Non-Intersection Locations. 

• Intersection-Related–The crash occurred outside the intersection crosswalk area but 

within 15 m (50 ft) of the intersection. 

• Non-intersection–The crash occurred off the roadway, including parking lots, driveways, 

private roads, yards, alleys, and other open areas. 

• Non-roadway–The crash occurred off the roadway, including parking lots, driveways, 

private roads, yards, alleys, and other open areas. 

Note: Crashes occurring on paved shoulders, sidewalks, or driveway crossings are 

considered to be “roadway” crashes and should not be placed in the Non-Roadway 

classification.

• Unknown–There is insufficient information to determine where the crash occurred.

Bicyclist

• Intersection–The crash occurred within the intersection proper or within the crosswalk 

area. Note: Driveways controlled by signals or signs should be coded as Intersections. 

Uncontrolled driveways should be coded as Non-Intersection Locations. 

• Intersection-Related–The crash occurred outside the intersection proper or crosswalk area 

but was related to the presence of the intersection (e.g., the result of queueing traffic). 

• Non-intersection–The crash occurred outside the intersection proper or crosswalk area 

and was not related to the presence of any intersection. 

• Non-roadway–The crash occurred off the street network, which includes parking lots, 

driveways, alleys, and other open areas. Note: crashes occurring on paved shoulders, 

sidewalks, or driveway crossings are considered to be “roadway” crashes and should not 

be placed in the non-roadway classification.

• Unknown Location–There is insufficient information to determine where the crash 

occurred.

Pedestrian Crash Types—Mapping PBCAT 3 to PBCAT 2 Data

The steps outline a detailed process and the variables and variable values to use to identify 

similar sets of pedestrian crash types using data from PBCAT 3, compared to data from 
102 

PBCAT 2 crash typing. In the steps below, the variable name used in the CSV data file is used to 

refer to the variables in PBCAT 3. 

Step1: Select a comparable set of pedestrian crashes. From PBCAT 3 data, select modeBasic = 

Pedestrian, Other/Atypical Pedestrian, and/or Powered Personal Conveyance (if these crashes 

were coded/present in PBCAT 2 data). The detailed Mode variable (modeDetailed) may be used 

to refine the types of pedestrians that were coded in previous data using PBCAT 2. 

Non-collision events, if any, may be identified and excluded in PBCAT 3 using crashTypeBasic

= N-FC or any non-motorist maneuver = FC: Non-motorist Fall or Crash. Coding pedestrian falls 

or incidents that did not involve a motor vehicle collision was not an option in PBCAT 2. 

Step 2: Exclude any Crashes involving Unknown locations. 

TABLE 10 provides the definitions to identify subsets of crashes by location.

• PBCAT 3 data: In PBCAT 3, the variable relationToTrafficway may be used to identify 

the subset of crashes that occurred in Unknown locations.

• PBCAT 2 data: In PBCAT 2, select Crash Location Description = Unknown. 

Step 3: Select Unusual types from PBCAT 2. Match the Crash Type Number or Crash Type 

Description categories shown in the first two columns of table 11 with the Special Circumstance 

indicators for pedestrian crashes in the PBCAT 3 data, as shown in column 3. (This special 

circumstance is consistent with coding in PBCAT 2 that pre-emptively codes these types of 

crashes before other types. Subset and match the types in the order listed in table 11. If Special 

Circumstances are not coded in PBCAT 3, then these crashes will be dispersed across various 

other type categories. These crashes may occur on or off-trafficways. If there is a desire to 

exclude Off Trafficway crashes from the analysis, the action can be performed in Step 2, also 

using the values shown in table 10. 
103 

Table 11. Pedestrian crashes with special circumstance in PBCAT 2 and PBCAT 3 data. 

PBCAT 2 

Crash_Type_Basic 

(Crash Type 

Number)

PBCAT 2 Crash_Type_Desc

(Crash Type Description)

PBCAT 3 Special Circumstance variable name in CSV

data (value should = yes)

110 Assault with vehicle assaultWithVehicle = yes 

120 Dispute-related disputeRelated = yes

130 Pedestrian on vehicle pedestrianOnVehicle = yes

140 Vehicle-vehicle/object vehicleVehicleObject = yes

150 Motor vehicle loss of 

control motoristLostControl = yes 

160 Pedestrian loss of control non-motoristLostControl = yes 

190 Other unusual 

circumstances otherUnusualCircumstances = yes 

220 Driverless vehicle driverlessVehicle = yes 

230 Disabled vehicle-related disabledVehicle = yes

240 Emergency vehicle-related

Any of: activeEmergencyVehicle = yes; 

nearActiveEmergencyVehicle = yes; OR

pursuedVehicle = yes 

250 Play vehicle-related playVehicle = yes 

311 Working in roadway workingInRoadway = yes 

312 Playing in roadway playingInRoadway = yes 

341 Commercial bus-related transitObstructedView = yes 

342 School bus-related schoolBusStopBusPresent = yes; AND/OR

schoolBusStopBusNotPresent = yes

320 Entering/exiting parked 

vehicle enteringExitingVehicle = yes 

330 Mailbox-related mailbox = yes 

360 Ice cream/vendor truckrelated vendorTruck = yes 

610 Standing in roadway standingInRoadway = yes 

313 Lying in roadway lyingSittingInRoadway = yes 

510, 520, 590 Any of: waiting to cross—

vehicle turning; 

waiting to cross—vehicle 

not turning; 

waiting to cross—vehicle 

action unknown 

waitingToCross = yes 

Step 4: Select motorist Backing crashes. See table 12 for the variables to use to match backing 

crashes in PBCAT 3 data to correspond to PBCAT 2 backing-related crash types. Of the crashes 

remaining in both datasets after step 3, select the Backing and other relevant crash characteristics

shown in table 12. 
104 

Table 12. Pedestrian and backing vehicle crash types in PBCAT 2 and PBCAT 3 data. 

PBCAT 2 

Crash_Type_Basic 

(Crash Type 

Number)

PBCAT 2 

Crash_Type_Desc

(Crash Type Description)

PBCAT 3 variable names and category values to select in 

CSV data 

211, 

214 

Backing vehicle—

driveway; 

Backing vehicle—

parking lot 

Both: motoristManeuver = B: Backing 

crashes; AND relationToTrafficway = NonTrafficway

212, 213 Include; backing vehicle—

driveway/ sidewalk 

intersection; 

backing vehicle—roadway

Both: motoristManeuver = B: Backing

crashes; AND relationToTrafficway = On 

Trafficway

219 Backing vehicle—

other/unknown 

relationToTrafficway = Unknown

Step 5: Select remaining Off Roadway crashes (if included). Select remaining Off-roadway or 

Non-trafficway crashes exclusive of those identified through Step 4 (those involving Backing 

vehicles, and the Special Circumstance types identified in Step 3). In PBCAT 3 data, Relation to 

Trafficway = Non-Trafficway corresponds to Crash Location = Off Roadway crashes in PBCAT 

2. Table 13 shows the correspondence to two remaining PBCAT 2 types. 

Table 13. Other pedestrian off-roadway/off-trafficway crashes in PBCAT 2 and PBCAT 3

data. 

PBCAT 3 

Crash_Type_Basic 

(Crash Type 

Number)

PBCAT 2 Crash_Type_Desc

(Crash Type Description) 

PBCAT 3 variable name and category value in CSV data

830, 890 Both: off-roadway—

parking lot; 

off-roadway—other/

unknown 

relationToTrafficway = Non-Trafficway [any 

Non-Trafficway crashes remaining after Step 

3]

Step 6: Select On Trafficway crashes involving Motorist Going Straight and Pedestrian on 

Crossing Path. As previously mentioned, these steps are hierarchical. After step 5, identify or 

map the remaining crashes in both datasets as shown in table 14. Some of these ‘types’ involve 

particular circumstances that were split into different types in PBCAT 2. Special Circumstance 

indicators if coded in PBCAT 3 should enable identification of similar crash types. However, 

these types could also be combined into one group of Motorist Going Straight and Pedestrian 

Crossing types by combining all the categories shown for PBCAT 2 and ignoring the PBCAT 3 

Expressway and special circumstance indicators (e.g., multipleThreat, trapped) in the 2nd to 5th

rows. See the variables and categories in table 14. 
105 

Table 14. Motorist Going Straight—Pedestrian Crossing Path crash types in PBCAT 2 and 

PBCAT 3 data. 

PBCAT 3 

Crash_Type_Basic

(Crash Type 

Number)

PBCAT 2 

Crash_Type_Desc

(Crash Type Description) 

Select 

in this

order

PBCAT 3 variable name and category value in CSV data

910 Crossing 

expressway

a relationToTrafficway = On Trafficway; AND 

crashTypeBasic = S-C; AND

crashLocationType = Expressway 

710 Multiple threat b relationToTrafficway = On Trafficway; 

crashTypeBasic = S-C; AND

AND multipleThreat = yes 

730 Trapped c relationToTrafficway = On Trafficway; AND 

crashTypeBasic = S-C; AND

trapped = yes 

742 Dart-out d relationToTrafficway = On Trafficway; AND

crashTypeBasic = S-C; AND

dartOut = yes 

741 Dash e relationToTrafficway = On Trafficway; AND 

crashTypeBasic = S-C; AND

dash = yes

760, 

770 

Pedestrian failed to 

yield; and motorist 

failed to yield

f relationToTrafficway = On Trafficway; AND 

any remaining (not subset in previous steps) 

crashTypeBasic = S-C 

Step 7: Identify crashes involving motorists turning in or out of Driveways (Driveway-Access 

crashes). After step 6, the Facility Type at Crash variable is the best option for identifying 

crashes involving motorists turning in or out of driveways in PBCAT 3. PBCAT 2 focused on 

pedestrians who were specifically struck while crossing the driveway access area. See table 15

for the variables and category values to use to identify a comparable group. Note that, for this 

group, three PBCAT 2 crash types are combined.

Table 15. Motorist turning in/out and pedestrian crossing driveway crash types in PBCAT 

2 and PBCAT 3 data. 

PBCAT 3 

Crash_Type_Basic 

(Crash Type 

Number)

PBCAT 3 Crash_Type_Desc

(Crash Type Description) 

PBCAT 3 variable name and category value in CSV data

460, 465, 469 Motorist entering driveway 

or alley; 

motorist exiting driveway 

or alley

driveway crossing—

other/unknown 

Both: relationToTrafficway = On Trafficway; 

AND facilityTypeCrash = Driveway Access
106 

Step 8: Identify remaining On Trafficway crashes involving Motorist Turns. Following step 7, 

table 16 provides the variables and category values to use in developing corresponding turningrelated crashes that did not involve the pedestrian crossing a driveway access area. Some crash 

types in both sets may have occurred at driveways, but the pedestrian would have been struck 

while crossing the street (in a travel lane, crosswalk, etc.).

Table 16. Motorist Turns across different pedestrian paths crash types in PBCAT 2 and 

PBCAT 3 data. 

PBCAT 3 

Crash_Type_Basic 

(Crash Type 

Number)

PBCAT 3 Crash_Type_Desc

(Crash Type Description) 

PBCAT 3 variable name and category value in CSV data

781 Motorist left turn—parallel 

paths

relationToTrafficway = On Trafficway; AND 

crashTypeBasic = L-P

782 Motorist left turn—

perpendicular paths

relationToTrafficway = On Trafficway; 

crashTypeBasic = L-C 

791, 

792 

Motorist right turn—

parallel paths; 

motorist right turn on red—

parallel paths

relationToTrafficway = On Trafficway; 

crashTypeBasic = R-P 

795, 

794

Motorist right turn—

perpendicular paths; 

motorist right turn on red—

perpendicular paths

relationToTrafficway = On Trafficway; 

crashTypeBasic = R-C 

799 Motorist turn/merge—

other/unknown 

relationToTrafficway = On Trafficway; 

crashTypeBasic = L-O, L-U, R-O, R-U 

Step 9: Select remaining Parallel Path crashes involving no Motorist Turns. Select parallel path 

types of crashes involving motorists being struck while on a parallel path with the motorist 

(walking along a road/trafficway). The most appropriate variables and categories to use are 

shown in table 17. As previously mentioned, all of these types may be combined from each data 

set if desired. The group trends may be more accurate than splitting the types. 

Table 17. Motorists going straight and parallel path pedestrian crash types in PBCAT 2 

and PBCAT 3 data. 

PBCAT 3 

Crash_Type_Basic 

(Crash Type 

Number)

PBCAT 3 Crash_Type_Desc

(Crash Type Description) 

PBCAT 3 variable name and category value in CSV data

410 Walking along roadway 

with traffic—from behind

crashTypeBasic = SP; AND

contraflowIndicator = Same direction; AND

overtakingIndicator = Motorist was 

Overtaking the Non-motorist 

420 Walking along roadway 

with traffic—from front 

crashTypeBasic = SP; AND

contraflowIndicator = Same direction; AND 

headOn = yes
107 

Table 17. (continued) Motorists going straight and parallel path pedestrian crash types in 

PBCAT 2 and PBCAT 3 data. 

PBCAT 3 

Crash_Type_Basic 

(Crash Type 

Number)

PBCAT 3 Crash_Type_Desc

(Crash Type Description) 

PBCAT 3 variable name and category value in CSV data

430 Walking along roadway 

against traffic—from 

behind 

crashTypeBasic = SP; AND

contraflowIndicator = Opposite Direction; 

AND

overtakingIndicator = Motorist was 

Overtaking the Non-motorist 

440 Walking along roadway 

against traffic—from front

crashTypeBasic = SP; AND

contraflowIndicator = Opposite Direction; 

AND

headOn = yes

459 Walking along roadway—

direction/position 

unknown 

crashTypeBasic = SP – any remaining 

Step 10: Select all remaining crashes with less distinctive or unknown characteristics. Users may 

want to group all remaining crashes with less distinctive or unknown characteristics into one 

“Other/Unknown” grouping. Any remaining types with motorist (particularly) and some nonmotorist Other or Unknown maneuvers in PBCAT 3 should go into this group. See table 18 for 

more information on the less-defined pedestrian crash types.

Table 18. Other less defined pedestrian crash types in PBCAT 2 and PBCAT 3 data. 

PBCAT 3 

Crash_Type_Basic 

(Crash Type 

Number)

PBCAT 3 Crash_Type_Desc

(Crash Type Description) 

PBCAT 3 variable name and category value in CSV data

620 Walking in roadway Should be predominantly cases in which nonmotoristManuver = MU: Moving in Unknown 

Direction, predominantly crashTypeBasic = SMU, possibly E-MU, and O-MU (if any in the 

data)

680 Nonintersection—

other/unknown 

Any remaining types at crashLocationType = 

Nonintersection 

690 Intersection—

other/unknown 

Any remaining types at crashLocationType = 

Intersections 

900 Other—unknown location Any remaining with Unknown locations: 

relationToTrafficway = Unknown 
108 

Pedalcyclist Crash Types—Mapping PBCAT 3 to PBCAT 2 Data

The following steps outline a detailed process and the variables and variable values to use to 

identify similar sets of bicyclist crashes using data from PBCAT 3, compared to data from 

PBCAT 2 crash types. The variable name used in the CSV data file is used to refer to the 

variables in PBCAT 3. Pedalcyclist crash types in PBCAT 2 were more complex than pedestrian 

crash types. For example, some bicyclist crash types were a combination of the initial relative 

paths of the motorist and non-motorist, the crash location type, traffic control, and indicators of 

multiple ‘types’ of violations. For these reasons, bicyclist types are grouped more broadly in the 

mapping. Also, note that, within some steps, there may be a need to process sub-steps in order. 

These sub-steps are denoted by a, b, c in the third column (if relevant) of the tables. If two rows 

have the same letter, this double-lettering means these two categories may be determined in the 

same sub-step.

Step1: Select a comparable set of pedalcyclist crashes. From PBCAT 3 data, select modeBasic = 

Pedalcyclist or Power-Assisted Pedalcyclist. The detailed Mode variable (modeDetailed) may be 

used to refine the types of pedalcyclists that were coded in previous data using PBCAT 2. For 

example, if no power-assisted pedalcyclists were included in earlier data, modeDetailed can be 

used to select only crashes involving Bicycles, and Other (Nonmotorized) Pedalcycles (if 

included). PBCAT 2 data are generated using separate modules for pedestrians and for bicyclists. 

Bicyclist-involved crashes should already be in a distinct dataset. 

Step 2: Identify and subset types involving non-road/non-trafficway locations, and a few other 

situations. Table 19 provides a method for identifying and matching unusual and less-common 

circumstances in PBCAT 3 crash types to those in PBCAT 2 data. These crash types were

identified first in PBCAT 2 before crashes were typed more fully and, though relatively 

uncommon, could be removed from both datasets before subsetting on other characteristics. This 

step depends on coding Special Circumstance variables shown in the table. If these variables are 

not coded, it is still possible to identify the types involving Unknown Location and NonTrafficway crashes as well as Backing vehicle types in PBCAT 3 data. These crash types should 

be paired first.

Table 19. Bicyclist crashes involving off-Trafficway, unknown location, bike-only, and 

backing motorists in PBCAT 2 and PBCAT 3 data. 

PBCAT 2 Bicyclist 

Crash_Type_Basic 

(Number)

PBCAT 2 Bicyclist 

Crash_Type_Desc

(Description)

Step PBCAT 3 Variables and Categories to Match 

PBCAT 2 Types Listed in First Two Columns

910 Non-roadway a relationToTrafficway = Non-Trafficway

980 Unknown location b relationToTrafficway = Unknown

400 Bicycle only c crashTypeDetailed = N-FC or

crashTypeBasic = N-F

510 Motorist intentionally caused e assaultWithVehicle = yes

520 Bicyclist intentionally caused f non-motoristIntentionallyCaused = yes

600 Backing Vehicle g motoristManeuver = B: Backing 

700 Play vehicle-related h playVehicle = yes

800 Unusual circumstances i otherUnusualCircumstances = yes
109 

Step 3: Select Turning Errors, Loss of Control, and Pullovers (Into or Out of Traffic) types.

Table 20 describes the variables and categories to use for crash types with turning errors, loss of 

control, and pullovers. For best results, these variables and categories should be selected in order, 

since more than one special factor may have been selected in PBCAT 3 data.

Table 20. Bicyclist crash types with Turning Errors, Loss of Control, and Pullovers in 

PBCAT 2 and PBCAT 3 data. 

PBCAT 2 Bicyclist 

Crash_Type_Basic 

(Number)

PBCAT 2 Bicyclist 

Crash_Type_Desc

(Description)

Step PBCAT 3 CSV variables and categories to 

match PBCAT 2 types in listed in first column

111, 112, 113 Motorist turning error—

left turn; 

motorist turning error—

right turn; 

motorist turning error—

other

a motoristTurningError = yes 

114,

115,

116 

Bicyclist turning error—

left turn; 

bicyclist turning error—

right turn; 

bicyclist turning error—

other

a non-motoristTurningError = yes 

121, 122, 123, 

124, 129

Bicyclist lost control—

mechanical problems; 

bicyclist lost control—

oversteering, improper 

braking, speed;

bicyclist lost control—

alcohol/drug impairment; 

bicyclist lost control—

surface conditions; 

bicyclist lost control—

other/unknown 

b non-motoristLostControl = yes 

131, 132, 133, 

134, 139

Motorist lost control—

Mechanical problems; 

motorist lost control—

oversteering, improper 

braking, speed;

motorist lost control—

alcohol/drug impairment;

motorist lost control—

surface conditions; 

motorist lost control—

other/unknown 

b motoristLostControl = yes 
110 

Table 20. (continued) Bicyclist crash types with Turning Errors, Loss of Control, and 

Pullovers in PBCAT 2 and PBCAT 3 data. 

PBCAT 2 Bicyclist 

Crash_Type_Basic 

(Number)

PBCAT 2 Bicyclist 

Crash_Type_Desc

(Description)

Step PBCAT 3 CSV variables and categories to 

match PBCAT 2 types in listed in first column

216 Bus/delivery vehicle 

pullover 

c transitBusPullover = yes; OR 

deliveryVehiclePullover = yes

[May include a mix of crash types 

involving crashTypeBasic = E-P and 

O-P, but the special circumstance 

variables may be more precise.] 

215 Motorist drive-in/out 

parking 

d motoristEnteringExitingParking = yes 

[Should include a mix of crash types 

involving crashTypeBasic = E-P and 

O-P, which covers motorists Entering 

Traffic Lane-Parallel Path, and O: 

Other Maneuver-Parallel Path. This 

category includes motorist leaving a 

traffic lane but also includes Stopped 

motorists. Thus, the Special 

Circumstance 

motoristEnteringExitingParking 

should primarily be used to match 

PBCAT 2 type] 

Step 4: Select Crossing Path at Intersection crash types. As mentioned at the beginning of this 

section, PBCAT 2 includes a variety of types of traffic control, maneuvers, and 

behaviors/violations within the mix of intersection crash types. These crash types involve 

crossing paths before any turns that may have been initiated or intended by the motorist or the 

cyclist. PBCAT 3 does not embed these varied characteristics in the crash types, so this set of 

crashes is challenging to match to specific types. Identifying comparable groups still requires the 

use of several variables and the help of Special Considerations indicator variables included in 

PBCAT 3. To be more specific for some categories, users may also need to use variables on 

traffic control and violations from the jurisdictions database from outside of PBCAT 3. 

Approximate pairings are shown in table 21. Perform this step on crashes that are not matched 

after step 3.

If desired, these groups can be consolidated in both datasets for Crossing Paths at Intersections 

groups. 
111 

Table 21. Bicyclist-Motorist Crossing Path at Intersection crash types in PBCAT 2 and 

PBCAT 3 data. 

PBCAT 2 Bicyclist 

Crash_Type_Basic 

(Number)

PBCAT 2 Bicyclist Crash_Type_Desc

(Description)

SubstepPBCAT 3 CSV variables and categories to match 

PBCAT 2 types listed in first column

151, 152, 154 Motorist drive-out—right turn on 

red; 

motorist drive out—signalized 

intersection; motorist drivethrough—signalized intersection

a crashLocationType = Intersection; AND

crashTypeBasic = S-C, RC, or L-C; AND 

signalViolMotorist = yes

156, 157 Bicyclist failed to clear—trapped; 

bicyclist failed to clear—multiple 

threat

[These descriptions may be 

combined with the next group 

below involving bicyclist signal 

violations.] 

a [crashLocationType = Intersection; AND

crashTypeBasic = S-C, R-C, or L-C; AND

signalViolNon-motorist = yes;] AND

multipleThreat = yes; OR

trapped = yes

[These violations may be combined with 

other bicyclist signal violations in the next 

row by ignoring the trapped and multiple 

threat indicators.] 

153, 155, 159 Bicyclist ride-out—signalized 

intersection;

bicyclist ride through—signalized 

intersection; bicyclist failed to 

clear—unknown 

b [crashLocationType = Intersection; AND

crashTypeBasic = S-C, R-C, or L-C; AND

signalViolNon-motorist = yes [any 

remaining in this subset after known 

trapped and multiple threats are removed]

158, 141, 143, 

142, 144, 147, 

148, 160, 180

All other intersection crossing 

crash types: 

Signalized intersection—

other/unknown; 

motorist drive-out—signcontrolled intersection;

motorist drive-through—signcontrolled intersection; 

bicyclist ride-out—signcontrolled intersection;

bicyclist ride-through—signcontrolled intersection;

multiple threat—sign-controlled 

intersection;

sign-controlled intersection—

other/unknown; 

crossing paths—uncontrolled 

intersection;

crossing paths—intersection—

other/unknown control 

c [crashLocationType = Intersection; AND

crashTypeBasic = S-C, RC, or L-C] [any 

remaining after signal violation types 

have been removed] 

[If further splitting is desired, after 

identification of the signal violation types 

in previous steps, the type of traffic 

control, and violation information for the 

motorist and bicyclist may be derived 

from jurisdictional database.]
112 

Step 5: Select Crossing Path at Midblock Crash Types. Crash types involving a crossing path at 

midblock are also necessary to consolidate somewhat in both datasets, relying primarily on crash 

location type in PBCAT 3 for comparable groups. These crash types could also be consolidated 

further into Crossing Path at Midblock type, as shown in table 22. 

Table 22. Bicyclist-Motorist Crossing Path at Midblock crash types in PBCAT 2 and 

PBCAT 3 data. 

PBCAT 2 Bicyclist 

Crash_Type_Basic 

(Number)

PBCAT 2 Bicyclist 

Crash_Type_Desc

(Description)

SubstepPBCAT 3 CSV variables and categories to 

match PBCAT 2 types listed in first column

357 Multiple threat—midblock a [(crashLocationType = Driveway 

Access or Related, OR Path 

Crossing / Junction with 

Trafficway, OR Non-junction 

(along Trafficway)); AND 

crashTypeBasic = S-C; AND

multipleThreat = yes] 

321, 322 Motorist drive-out—

residential driveway; 

motorist drive-out—

commercial driveway/alley; 

b crashLocationType = Driveway 

Access or Related; AND

crashtypeBasic = R-C OR L-C 

[may include some ‘drive-in’ to 

driveway types] 

311, 312 Bicyclist ride-out —

residential driveway;

bicyclist ride-out —

commercial driveway/alley;

b crashTypeBasic = S-C; AND

crashLocationType = Driveway 

Access or Related 

318, 319, 328, 

329, 380 

Bicyclist ride-out—other 

midblock; 

bicyclist ride-out —

midblock—unknown; 

motorist drive-out—other 

midblock; 

motorist drive-out—

midblock–unknown; AND 

crossing paths-midblock—

other/unknown 

c Any crashes remaining involving: 

crashTypeBasic = S-C, R-C, L-C,

or O-C, AND 

crashLocationType = Driveway 

Access or Related, Path 

Crossing/Junction, OR

Non-junction (Along Trafficway) 

Step 6: Select Parallel Path crashes involving Motorist Turns. Initial parallel paths involving 

motorist turns in PBCAT 2 should align reasonably well with these types in PBCAT 3. For 

parallel path types that included a turn or attempted turn by the cyclist, an additional nonmotorist turning indicator variable can be used to identify and match these types, if desired. The 

variables and values are shown in table 23. It is also possible to consolidate all categories 

involving initial parallel paths and Motorist Turns. 
113 

Table 23. Bicyclist-Motorist Parallel Path crash types with Turns (any location type) in 

PBCAT 2 and PBCAT 3 data. 

PBCAT 2 Bicyclist 

Crash_Type_Basic 

(Number)

PBCAT 2 Bicyclist Crash_Type_Desc

(Description)

PBCAT 3 CSV variables and categories to 

match PBCAT 2 types listed in first 

column

211 Motorist left turn—same direction crashTypeDetailed = L-PS

212 Motorist left turn—opposite direction crashTypeDetailed = L-PO

213 Motorist right turn—same direction crashTypeDetailed = R-PS

217 Motorist right turn on red—same 

direction crashTypeDetailed = R-PS

214 Motorist right turn—opposite direction crashTypeDetailed = R-PO

218 Motorist right turn on red—opposite 

direction crashTypeDetailed = R-PO

221, 225 

Bicyclist left turn—same direction; 

AND

bicyclist ride-out—parallel path

crashTypeDetailed = S-PS; 

AND 

non-motoristTurning = Left 

222 Bicyclist left turn—opposite direction

crashTypeDetailed = S-PO; 

AND 

non-motoristTurning = Left 

223 Bicyclist right turn—same direction

crashTypeDetailed = S-PS; 

AND 

non-motoristTurning = Right 

224 Bicyclist right turn—opposite direction

crashTypeDetailed = S-PO; 

AND

non-motoristTurning = Right 

Step 7: Select Other Parallel Path crashes involving No Turns. After step 6 types are identified, 

step 7 includes selecting other parallel path crashes involving no turns. These crash types include 

overtaking crashes (either the motorist or bicyclist) and head-on types. The variables for 

comparing these types are shown in table 24. 
114 

Table 24. Bicyclist-Motorist Parallel Path with No Turns crash types in PBCAT 2 and 

PBCAT 3. 

PBCAT 2 Bicyclist 

Crash_Type_Basic 

(Number)

PBCAT 2 Bicyclist 

Crash_Type_Desc

(Description)

SubstepPBCAT 3 CSV variables and categories to match 

PBCAT 2 types in listed in first column

231, 232, 235, 

239 

Motorist overtaking—

undetected bicyclist;

motorist overtaking—

misjudged space;

motorist overtaking—

bicyclist swerved;

motorist overtaking—

other/unknown 

N/A crashTypeDetailed = S-PS; 

AND

overtakingIndicator = Motorist was 

overtaking the non-motorist

241, 242, 249 Bicyclist overtaking—

passing on right; 

bicyclist overtaking—

passing on left;

bicyclist overtaking— 

other/unknown 

N/A crashTypeDetailed = S-PS; 

AND

overtakingIndicator = Non-motorist was 

overtaking the motorist 

244 Bicyclist overtaking— 

extended door 

a crashTypeDetailed = P-PS, P-PO, or PPU; AND

dooringIndicator = yes 

243 Bicyclist overtaking— 

parked vehicle

b crashTypeDetailed = P-PS, P-O, or P-PU 

[any remaining, after dooring subset is 

removed] 

250, 255, 259 Head-on— 

bicyclist;

head-on— 

motorist;

head-on—unknown 

N/A crashTypeDetailed = S-PO, AND

headOn = yes; 

[Also, non-motoristTurning should = 

Straight]

N/A = not applicable.

Step 8. Identify or combine all remaining types. The final types of cyclist-involved crashes may 

best be combined into one group once other crossing paths and parallel path types have been 

determined (through Step 7). However, potential groupings are shown in table 25. Because the 

coding process and definitions of crash types are different in PBCAT 3 compared to PBCAT 2, it 

is not certain how well these remaining types will align.
115 

Table 25. Varied other less defined bicyclist crash types in PBCAT 2 and PBCAT 3. 

PBCAT 2 Bicyclist 

Crash_Type_Basic 

(Number)

PBCAT 2 Bicyclist 

Crash_Type_Desc

(Description)

PBCAT 3 CSV variables and categories to match PBCAT 2 types 

in listed in first column

190 Crossing paths–

other 

circumstances

Any remaining crossing path crashes involving: 

non-motoristManeuver = CR: Crossing Path from 

Motorist’s Right; CL: Crossing Path from Motorist’s 

Right; or CU: Crossing Path Unknown Direction 

280 Parallel pathsother/unknown Any remaining parallel path crashes involving: nonmotoristManeuver = PS: Parallel Path Same 

Direction, PO: Parallel Path Opposite Direction, or 

PU: Parallel Path Unknown Direction. These 

crashes may also sometimes involve 

crashTypeBasic = E-P, and O-P.

219 Motorist 

turn/mergeother/unknown 

Any remaining crashes involving motorist turns or 

merges may be included here.

motoristManeuver = R: Turning Right, L: Turning 

Left

Note that most of these crashes may involve the 

bicyclist on an initial crossing path, so 

crashTypeBasic might be used to identify most of 

this group: 

R-C, L-C would be used. 

Also, some motoristManeuver = S: Going Straight 

crashes may also involve motorists changing lanes; 

E: Entering Traffic Lane, and some O: Other 

Maneuver types may involve motorists merging or 

changing lanes. However, matching of these types is 

more problematic.] 

970 Unknown 

approach paths

Any remaining types, especially including types for 

which the motorist maneuvers are O: Other 

Maneuver or U: Unknown Maneuver and nonmotorist maneuvers were MU: Moving in Unknown 

Path/Direction, ST: Stationary, OU: Other/Unusual 

or UN: Unknown 

117 

ACKNOWLEDGEMENTS

The PBCAT development team appreciates the assistance of many individuals and their agencies 

who reviewed PBCAT 2, participated in a day-long stakeholder workshop, and advised on 

preferences for PBCAT 3 or tested the beta version of the application. 

119 

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