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21st Century Operations Using 21st Century Technologies
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Process for Establishing, Implementing, and Institutionalizing a Traffic Incident Management Performance Measurement Program

STEP 5: Engage Partners in Discussions about Traffic Incident Management Performance

A comprehensive traffic incident management (TIM) performance measurement program requires buy-in, support, and input from more than just the agency leading the charge. Therefore, it is important to look for and capitalize on opportunities to discuss the importance of TIM performance measurement with TIM partners.

Officer using survey camera at site of car crash.
(Photo Source: Virginia Department of Transportation.)

Engage Partners in the Traffic Incident Management Performance Measurement Discussion

Regular, local/regional TIM meetings are an opportune venue for discussions regarding TIM performance measurement. If performance measurement is a new topic, engaging partners in discussions about clearing incidents and the importance of safe, quick clearance can open the doors to more in-depth discussions about measuring and tracking the performance of TIM activities.

Share Traffic Incident Management Goals and Objectives

Do not assume that other agencies or TIM partners share the same goals and objectives with respect to TIM performance. While transportation might value roadway and incident clearance time (ICT) as a performance measure, law enforcement might place a higher priority on response time, which is a component of both roadway and ICT. Work to develop a shared understanding of everyone's performance measures and priorities. Then, develop common measures and goals that are equally important to all agencies involved so that everyone is driven by the same goals.

The Tennessee Department of Transportation (TDOT) and Tennessee Highway Patrol (THP) had different approaches with respect to secondary crashes. After TDOT shared its secondary crash definition, the THP modified its definition to match that of TDOT (which is consistent with the Federal Highway Administration's (FHWA) definition). Afterwards, everyone was brought in, and the definition was used in the TIM training. Tennessee's approach to secondary crashes is that, while there is not a total science to it, the importance is making people aware that they matter.

As a way to engage the sheriff and State patrol in discussions about incident clearance, the Wisconsin Department of Transportation (WisDOT) requires an After-Action Review (AAR) for all incidents that exceed an arbitrary clearance threshold (any incident that closes any interstate for two hours in one direction or 30 minutes in both directions).

The Virginia Department of Transportation (VDOT) is in the process of expanding and standardizing its TIM performance measurement program statewide, and this effort has involved networking and collaborating with a wide range of stakeholders, working at the executive level within VDOT, and reestablishing the statewide TIM Executive Leadership Team. This team includes a Virginia State Police (VSP) colonel and the Commissioner of VDOT and meets twice a year to discuss the needs of the various TIM stakeholders and partners.

SAFETY is a shared priority and a starting point for conversation!

Discuss Agency Roles and Coordination

Success comes through a coalition of partners—knowing who is responsible for what, but understanding that there is a shared responsibility. This approach is counter to that of agencies not wanting to take "responsibility" or worrying about being "penalized" for others' actions/performance. Determine roles and discuss how to work better behind the scene to get everyone working together at incident scenes.

WisDOT hosts regional traffic incident management enhancement (TIME) meetings with responders from local law enforcement, volunteer fire departments, highway departments, towing companies, and more to conduct incident debriefings, build relationships, and promote best practices statewide. In addition, since 2012, over 3,000 first responders have been trained and equipped to instruct their agency personnel in responder safety, safe and quick clearance, and improved communication—all to aid in quick restoration of traffic flow. Through a partnership with the Department of Justice, TIM training will be mandatory for all new police recruits in 2016, and WisDOT is working with technical colleges to incorporate formal TIM training into their fire service programs.9

Seek to Fill Data Gaps Through Data Sharing and Integration

Recognize that the various partners collect data and information that can supplement that of others. Sharing data and knowledge can improve awareness and an understanding of TIM performance outside of limited coverage areas/times. Additional data elements available through other agencies can increase the quantity and quality of information available for incidents, which can help to better uncover directions on how to improve. Build on existing frameworks (e.g., TIM Coalitions) and memorandum of understanding (MOU) to support data sharing and integration.

Traffic Incident Management Sharing in Virginia

To improve incident response and tracking, the VSP computer-aided dispatch (CAD) system shares traffic incident data with the advanced transportation management systems (ATMS) software at each of the VDOT regional traffic operations centers (TOC). Data sharing between the VSP CAD system and the VDOT TOCs is a coordinated effort and involves an MOU between VDOT and the VSP about the type of information/data shared. The information from the VSP is filtered to provide to VDOT only data on incidents occurring on roadways (no criminal information). When a VSP officer on the scene of an incident enters information about the incident into a mobile data terminal (e.g., electronic tablet, laptop) and/or calls the information into police dispatch, the information is automatically shared with VDOT's regional TOC, and the information appears on the TOC operator's control screen. The TOC operator then enters the information into the ATMS, thereby, combining TOC and VSP data. This data sharing began as a pilot project in one region to determine if it would improve incident response and coordination efforts between the agencies. After the success of the pilot project, data sharing was expanded to include all regional TOCs and VSP divisions. In addition, incident data from 10 local/county law enforcement CAD systems is shared with VDOT's TOCs via the local/regional Public-Safety Answering Points (PSAP), and 5 additional PSAP data exchanges are in progress. (Pecheux, K and R. Brydia. Guidance on the Implementation of Traffic Incident Management Performance Measurement, Transportation Research Board, National Research Council, pending publication.)


Building on Existing Frameworks/Agreements to Improve Data

In 2010, it was apparent to the Arizona Department of Public Safety (AZDPS) that it needed not only to improve TIM, but there was a need for measures to determine if what they were doing as an agency was working. Further, AZDPS recognized that it needed to be in charge of collecting the data, but in Arizona, the Arizona Department of Transportation (ADOT) is the agency that owns the crash data. While AZDPS and ADOT have a long-standing relationship through planning, AZDPS built a coalition with ADOT on the technical side to collect the data. ADOT promoted electronic crash data; and in 2007, the coalition assessed various platforms and decided on Traffic and Criminal Software (TraCS). Building on a 30-year old agreement and an existing statute to share the crash data, the crash data are now sent electronically from TraCS to ADOT, increasing the availability of the data from about eight months to about eight days.

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9MAPSS Performance Improvement Report, Wisconsin Department of Transportation, January 2015. [Return to Note 9]