Traffic Safety Information System Strategic Plan. June 13, 2007 FINAL REPORT

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2 Traffic Safety Information System Strategic Plan June 13, 2007 FIAL REPORT

3 Traffic Safety Information System Strategic Plan June, 2007 Prepared by the Traffic Records Coordinating Committee: Carole Lewis, District Department of Transportation William McGuirk, District Department of Transportation Duane Kokesch, Office of the Attorney General Anne Grant, Metropolitan Police Department Ed Wells, Office of Chief Technology Officer Dan Cipullo, Superior Court of the District of Columbia LaVerne Jones, Department of Health Libby Clapp, Department of Motor Vehicles Rick Whitley, Department of Motor Vehicles Dr. Michael Williams, Fire and Emergency Management Services Sharon James, Office of Chief Medical Examiner In cooperation with: ational Highway Traffic Safety Administration Federal Highway Administration Federal Motor Carrier Safety Administration Metropolitan Washington Council of Governments Center for Injury Prevention, George Washington University And KLS Engineering Ridgetop Circle, Suite 140 Sterling, VA iii

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6 Table of Content Traffic Records Coordinating Committee Strategic Plan Approval... v Introduction... 1 Background... 1 Traffic Records Coordinating Committee (TRCC)... 1 Traffic Records Assessment... 2 Traffic Safety Information System Strategic Plan Development... 3 Vision... 3 Mission... 3 Goals... 4 Measures of Impact and Evaluation... 4 Component Areas Crash Data Information... 8 Information Quality Crash Data Benchmarking GIS/Roadway Information Information Quality Roadway Data Benchmarking Vehicle Information Information Quality Vehicle Information Benchmarking Driver Information Information Quality Driver Information Benchmarking Enforcement/Adjudication Information Information Quality Enforcement/Adjudication Information Benchmarking Injury Surveillance System Information Information Quality Injury Surveillance Information Benchmarking The Future of Safety Data - Proposed Projects and Prioritization References Acronyms Appendix A TRCC Charter/MOU... Appendix B Traffic Records Assessment... Appendix C Revised Crash Form (PD-10)... Appendix D MMUCC Data Audit... Appendix E Comparison between GA/SAFETET data elements and State PAR/Supplements... Appendix F The District of Columbia Traffic Records Systems Inventory (2007 update) Appendix G Certification of MMUCC Standard... Appendix H Certification of EMSIS Standard... vi

7 Introduction On August 10, 2005, the President signed the new surface transportation reauthorization bill, the Safe, Accountable, Flexible, and Efficient Transportation Equity Act: A Legacy for Users, or SAFETEA-LU. This legislation contains the most significant endorsement ever of the need for reliable, timely, accurate, and accessible traffic safety data at the local, State, and national levels. To ensure the required data is properly, efficiently, and effectively collected, well managed, and available to support traffic safety programs, the District must have in place a comprehensive plan for improvement of all these safety data systems. This traffic safety information systems strategic plan, developed with input from data collectors, managers, and users, provides a guide for the most cost-effective use of available resources. Background Each year in the United States nearly 43,000 people die on our nation highways and roads. Public safety officials are searching for more effective and innovative methods to reduce the rising fatalities and injuries. The District of Columbia has a fatality rate of 1.29 fatalities per 100 million vehicle miles traveled (HTSA, 2005 national average 1.45 fatalities per 100M VMT). While the District s roadway fatalities have dropped from 68 in 2001 to 49 in 2005, the average number of motor vehicle crashes is approximately 18,000 per year (2001 to 2005). Traffic Safety data is the primary source of our knowledge about the District s traffic safety environment, human behavior, and vehicle performance. Therefore, to address these safety problems, the District requires timely, accurate, consistent, uniform, integrated, and accessible traffic safety data. The intent of this document is to lay out a coordinated and strategic approach to improve data collection and analysis. Traffic Records Coordinating Committee (TRCC) In the District of Columbia, the traffic records and traffic safety data form the decisionmaking basis for setting policy and selecting projects and programs to improve the safety on the District s roads. Therefore, it is essential that the operation and management of these systems are coordinated to ensure that the crash data is accurate, reliable, timely, integrated, accessible, and consistent for all users within the District. The term traffic records is used in this document to describe all traffic-related data that falls into the following six categories: 1. Crash Data Information Crash-related data, typically recorded on the crash report. 2. Roadway Information Data on locations and structures and geometric information about specific locations on the roadway. 3. Vehicle Information Title registration data, as well as other relevant data, pertaining to a specific vehicle. 1

8 4. Driver information Person-based data that may be in the form of driver history, criminal history, or some other person-based data set. 5. Enforcement/Adjudication Information Data tracks a traffic citation from the time it is issued by a law enforcement agency to the time it becomes part of the driver history file. 6. Injury Surveillance System Information Data tracks the magnitude, severity, and types of injuries sustained by persons in motor-vehicle crashes. In the District, these data sets are currently housed in separate, isolated repositories by multiple agencies. The goal of the Traffic Records Coordinating Committee (TRCC) is to develop a plan that will provide the ability to bring these data sets together in a manner that allows for a much more complete picture of traffic safety in the District. The District s TRCC partnership was formed to accomplish this important objective. Its members represent various agencies from transportation, criminal justice, law enforcement and health professionals. In 2007, TRCC members received formal endorsements through a Memorandum of Understanding (MOU). Appendix A includes the TRCC MOU. TRCC work groups are established based on current projects, activities and/or imminent issues. The TRCC currently meets on a regular basis. TRCC Committee 1. Department of Health 2. Department of Motor Vehicles 3. Department of Transportation 4. Superior Court of the District of Columbia 5. Fire/Emergency Medical Services 6. Metropolitan Police Department 7. Office of the Attorney General 8. Office of the Chief Medical Examiner 9. Office of the Chief Technology Officer Within the TRCC is an Executive Committee that provides leadership to the larger, full TRCC. The TRCC Chair keeps the Executive Committee apprised of TRCC activity, projects and/or accomplishments through reports and meetings. Traffic Records Assessment In May 2005, the District Department of Transportation (DDOT) retained the services of a ational Highway Traffic Safety Administration (HTSA) assembled team of traffic records professionals to facilitate a traffic records assessment. The scope of the traffic records assessment covered the six information categories that comprise the traffic records system. The purpose was to determine whether the District of Columbia s traffic records system is capable of supporting management s needs to identify the District s safety problems, to manage the mitigating measures applied to reduce or eliminate those problems and to evaluate those programs for their effectiveness. In 2007, the TRCC updated the 2005 District Traffic Records Assessment. The updated Assessment is found in Appendix B. 2

9 Traffic Safety Information System Strategic Plan Development The Strategic Planning process as used in the plan development describes the District of Columbia s long-term direction and the steps needed to move in that direction. The Strategic Plan lays out the goals, objectives, and actions needed to improve the timeliness, quality, completeness, integration, and accessibility of data used in traffic safety analyses. This Plan, the District of Columbia Traffic Safety Information System Strategic Plan, provides the District s multi-agency TRCC with a process for managing the data and attributes of the road, the driver, the vehicle, and the roadway support system to achieve the highest safety analysis in the District. The Plan focuses on specific actions and projects that should be undertaken to accomplish this goal. The Plan is based on deficiencies identified in the Traffic Records Assessment, completed in The Plan is a multi-year plan from , which will be updated annually and/or as needed. The Plan was developed to address the deficiencies of the traffic safety data and the relevant systems and to ensure the expenditure of safety funds is with these elements in mind. Vision After several meetings, the TRCC developed the following vision for the District: The District of Columbia Traffic Records Committee enhances transportation safety to reduce crashes and crash-related injuries through a coordinated approach that will provide timely, accurate, complete, integrated, uniform, and accessible traffic records data. Mission The Mission of the TRCC is to develop the District-wide traffic records system and all of its independent real components. Crash Data System Roadway Data System Vehicle Data System Driver Data System Enforcement/Adjudication System Injury Surveillance System Central to this mission are the advancement of electronic data capture, appropriate integration of data, effective utilization of the data through the GIS and other means and education of data collectors and users. The Mission will be accomplished by 3

10 incorporating advanced technology, wise use of resources, open communications, a spirit of cooperation and teamwork, and future planning. Goals To achieve the Vision, the TRCC developed the following goals: 1. To provide an ongoing District-wide forum for traffic records and support the coordination of multi-agency initiatives and projects. 2. To leverage technology and appropriate government and industry standards to improve the timely collection, dissemination, and analysis of traffic records data. 3. To improve the interoperability and exchange of local and regional traffic records data among systems and stakeholders for increased efficiency and enhanced integration. 4. To create a user-friendly data system incorporating public and private data sources that better informs traffic-related policy and program decision makers. Measures of Impact and Evaluation In developing and implementing strategies to address each of the component areas, the TRCC will determine the level of impact and success of efforts and resources expended. The TRCC expects to: Secure baseline data from relevant sources to determine the current Crash Picture for the District. Develop and establish priorities and programming based on critical data analysis and potential emerging safety issues. Develop relevant measures of activity and impact, and gather and use such data as the basis for new program development and requests for continuing funding. An annual report will provide information on the status of all funds awarded under Section 408, including the list of projects implemented, brief descriptions of activities completed, and any problems encountered. 4

11 Component Areas To support the mission, vision, goals, and priorities of the strategic plan, the initial Traffic Records Assessment (2005) was updated in Both these documents focused on improving and updating the crash data processing system. Input on the projects designed to meet the needs of the District s Traffic Records system was based on information obtained through TRCC general meetings, executive-level meetings, and interaction with other State, local and Federal safety partners at various meetings, forums, and conferences. In addition, the generally accepted 5E s of traffic safety (Engineering, Enforcement, Education, Emergency Medical Systems, and Evaluation) were considered. This plan outlines the high-level activities and projects that provide a long-term (5 years) direction of traffic records data and systems in the District of Columbia in the following components areas: 1. Crash Data Information 2. GIS/Roadway information 3. Vehicle Information 4. Driver Information 5. Enforcement/Adjudication Information 6. Injury Surveillance Information Table 1 shows an example of the content for each component area. Each component of the District s traffic records system is maintained by one, or in some cases two, agencies. Likewise, the data derived from each component is provided by one or more agencies. Figure 1 displays the relationship among the agencies involved in the District s traffic records efforts and each component of the overall system. In addition to identifying data providers and system administrators, this table also illustrates the broad usership of the data produced by each traffic records system component. 5

12 Table 1: Components of a Traffic Records System COMPOETS EXAMPLES Crash Weather condition and pavement Illumination Time of Day, Day of Week Avoidance maneuvers Violation of traffic law (speed, turns, failure to obey, reckless driving) umber of severity of injuries or level of property damage umber of vehicles involved Manner of collision and speed Object struck Person type (driver, occupant, pedestrians) Substance abuse Safety device use Roadway Location referencing system Roadway character (jurisdiction, classification, surface, geometrics) Structures (bridges, tunnels) Traffic control devices, signs, delineations, and markings Roadside features (hardware, conditions, bike lanes, sidewalks, land use) Rail grade crossings Traffic volume and characteristics Vehicle All Type and configuration VI Age/model year Weight Registration information/plates Defects Owner information Safety devices (type and condition) Commercial Carrier information Hazardous materials/placards Inspection/Out of Service Records Driver Age/DOB Gender and Ethnicity Experience, driver education License status Conviction history Enforcement/Adjudication Citation tracking Traffic case volume Conviction Sentencing Case tracking Injury Surveillance System EMS response time for driver/pedestrian/pedacyclist Hospital assessment of injury severity Hospital length of stay and cost Rehabilitation time and cost 6

13 Figure 1: Ideal Data Relationship among District Agencies System(s) Administrator Data User Data Provider Entity Metropolitan Police Department District Department of Transportation Administrative Office of the Courts District Department of Motor Vehicles District Department of Health FEMS U.S. Department of Transportation Agencies Hospitals Office of Chief Medical Examiner OAG/USAO Public (e.g. Insurance Industry, citizen) Traffic Records Component Crash Data Information Roadway Information Vehicle Information Driver information Enforcement/Adjudication Information Injury Surveillance System Information * * * onvalidated data 7

14 1.0 Crash Data Information The Crash component documents the time (time and day of the week), location (roadway type or specific intersection), environment (weather, lighting conditions, and roadway conditions), vehicles (type of vehicle) and people (driver, occupants, pedestrians) involved in a crash, and the consequences of the crash (fatalities, injuries, property damage). In the District of Columbia, the DC Metropolitan Police Department (MPD) and other law enforcement agencies such as the U.S. Capitol Police, U.S. Park Police, Secret Service, etc., obtain crash information. The MPD and some of the other agencies record the crash data onsite in a paper form using a Traffic Accident Report (PD-10, see Appendix C). Although some agencies apart from MPD use the PD-10, there is no uniform crash reporting form used by all local enforcement agencies throughout the District. Once the forms are completed, they are sent to the Uniform Crime Reporting Section at MPD where the paper form is reviewed for completeness and scanned as a PDF image by a private contracting firm. The scan image is then posted on the contractor s web application and the paper form is the stored in the DC Public Records. The DDOT downloads the images from the web application and stores it on a CD-ROM, where a DDOT contractor keys in a subset of the data on the form into the Traffic Accident Reporting and Analysis System (TARAS) database. The TARAS database is the only automated crash data repository in the District. The TARAS database is the only automated crash data repository in the District. TARAS is limited because it was designed for traffic engineering purposes and contains only information that identifies the roadways, vehicle types, the number of vehicle occupants, and the consequence of the crash. The current version of the PD-10 was designed in 1986 and lacks conformance to the Model Minimum Uniform Crash Criteria (MMUCC) and the Manual on Classification of Motor Vehicle Traffic Accidents (ASI D16-1), as well as SAFETET data element definitions. This makes it difficult, for example, to report motor carrier crash data to the Federal Motor Carrier Safety Administration (FMCSA). Further affecting the adequacy of reporting to FMCSA is the lack of reporting of nonfatal, nonserious commercial vehicle crashes by the MPD. The PD-10 is being revised to better conform to SAFETET and MMUCC. This is expected to be implemented in late (See Appendix C.). Automation of the crash form is expected to begin in The PD-10 will be further revised in 2007/8 based on the MMUCC audit. Appendix D contains the most recent MMUCC data compliance audit completed in early The PD-10 will be further revised in summer 2007 based on the MMUCC audit. 8

15 Figure 1.1 illustrates the current system for collecting, processing, and disseminating District-wide crash data. Figure 1.1: Current Crash Data Repository Registration & Insurance PD-10 Paper form Uniform Crime Reporting Section at MPD PDF image post on web Reviewed and scan by private firm Hard copy stored at DC Public Records District Department of Transportation Download from web and stored on secured network Key subset of data to TARAS Database TARAS DATABASE DDOT perform QA/QC checks Present Users USDOT MPD DDOT Others 9

16 Information Quality Table 1.1 below outlines the District of Columbia current status in relation to the six characteristics. Table 1.1: Current Status Characteristics Objectives Current Status Timeliness The information should be available within a timeframe to be currently meaningful for effective analysis of the State's crash experience, preferably within 90 days or less of a crash. Accuracy The District should employ quality control methods to ensure accurate and reliable information to describe individual crashes (e.g., feedback to agencies submitting inaccurate reports) and the crash experience in the aggregate (e.g., edit checks in the data entry process). Data entry operators have a 480 day time lag from the occurrence of crash to database entry. The practice of locating crashes based on the distance from the nearest intersection has been found to produce imprecise location data. Analysts who have reviewed crash locations reported on the PD-10s (the paper crash report form) found that many crashes reported as occurring at or near intersections actually occurred at the mid-block location on a street. TARAS database lacks validated injury severity information. Determination of an accurate economic loss and injury severity from the crash is difficult without this information. Consistency The information should be consistent with nationally accepted and published guidelines and standards, for example: Model Minimum Uniform Crash Criteria (MMUCC). Manual on Classification of Motor Vehicle Traffic Accidents, 6th Edition, ASI D Data Element Dictionary for Traffic Records Systems, ASI D20.1, EMS Data Dictionary (Uniform Pre-Hospital The data entry process currently in use by DDOT does not support automated edit checks that stop entry of clearly erroneous data into the crash database. Operators do apply eyeball editing to the PD-10 reports prior to data entry, but this catches only very obvious errors. There is no formal process of edit checks combined with a method of communicating problems back to the reporting officers. The only formal officer training for completing the crash 10

17 Completeness Accessibility Emergency Medical Services Data Conference). The information should be consistent among all reporting agencies; i.e., the same reporting threshold should be used by all agencies, and the same set of core data elements should be reported by all. The information should be complete in terms of All reportable crashes throughout the District are available for analysis. All variables on the individual crash records are completed as appropriate. The information should be readily and easily accessible to the principal users of these databases containing the crash information for both direct (automated) access and periodic outputs (standard reports) from the system. report is at the police academy. There is no ongoing training program in place. Lack of complete reporting of crashes involving property damage-only crashes (i.e., those not involving a fatality or serious injury). These crashes are not only critical to engineering safety studies in DDOT, but their absence produces an incomplete record of the District's overall crash experience. Lack of reporting by non-mpd law enforcement agencies. Some law enforcement agencies in the District use their own forms and are not reporting all crashes to MPD. The reporting of BAC data, especially in nonfatal crashes, is incomplete. There are no formal procedures in place to ensure that consistent and complete BAC are being included in the TARAS database. Although TARAS captures those variables of interest to the engineering activities of DDOT, data elements that may be useful in nonengineering applications are omitted during data entry into TARAS, most noticeably complete information about drivers, pedestrians and occupants in a crash and their injuries. Access to crash information within the District is limited. PDF images are posted to a web application by an MPD contracted service. Users within DDOT can request data from the TARAS 11

18 Data Integration Crash information should be capable of linkage with other information sources and use common identifiers where possible and permitted by law. database. Data are provided on CD-ROM or through hard copy reports. Those outside of DDOT have little or no access to crash information. DDOT will provide hard copy reports upon request to those who can justify their use of the data. There are currently little or no data integration opportunities using the TARAS database. Location information is compared to the Street Information Systems (SIS) when the crash is entered in TARAS. Data could be pulled from SIS through matching of location data from both databases. TARAS lacks key information to be able to match against driver and vehicle files housed at the DMV. This could be corrected if the PD-10 captured more information. This lack of information also prohibits the posting of crash information to the driver record. TARAS does not contain information about citations issued as a result of the crash. This also prohibits matching to a citation database. At present, there is also a lack of injury control data from EMS or trauma care providers. This lack of data prevents the District from receiving a CODES grant from HTSA. 12

19 Project Listings: This section is divided into two areas: A. Ongoing Projects B. Proposed Projects (Recommended by TRCC) (For ongoing projects, the term Impact is used to assess each project effect on the TRCC performance measures.) A. Ongoing Projects: 1. Project: Electronic Truck Inspection Data System 1 and Crash Data entry 2. Project Item Remarks Deficiency Identified Deficient in meeting FMCSA data reporting requirements. Project Description Develop electronic system with capability to download directly into ASPI. Purchase tough books, install software, test, train personnel. Update crash data entry for in SAFETET Project Purpose Improve the timeliness, accuracy, and completeness of truck inspection and crash reporting. Estimated Start Date 2006 Estimated Completion Date 2007/8 Project Benchmarks 2007 Pilot test electronic system 2008 Enter backlog of crash data Impact Improve SAFETET compliance from 30 days to 24 hours. Lead Agency MPD Primary Contact Sgt. Schaefer 1 (MPD), Anne Grant 2 (MPD) Partners FMCSA Estimated Budget $500,000 Funding Source FMCSA, DC 13

20 2. Project: Provide front-end business intelligence tool with web access for ad hoc and general reporting purposes for all DMV ticket, driver, and vehicle information. Access limited by security requirements to approved entities. Project Item Deficiency Identified Project Description Project Purpose Remarks Deficient in reporting requirements. Provide web access for ad hoc and general reporting purposes. Improve the timeliness for general reporting for all DMV ticket, driver, and vehicle information. Estimated Start Date 2006 Estimated Completion Date 2007 Project Benchmarks In use by summer 2007 Impact Lead Agency Primary Contact Partners Estimated Budget $250,000 Funding Source DC Reduce the time for reporting information to weekly or on demand DMV Libby Clapp, DMV one 14

21 B. Proposed Project/s (Recommended by the TRCC) 1 Automation of the crash-reporting process. Key activities include: a. Attain MMUCC compliance for District-appropriate fields PD-10. b. Investigate/implement a common crash number identifier among MPD, FEMS, Hospitals, DOH (e.g., Unified Command Center unique number). c. Implement the revised PD-10 (Provide training to MPD and all other law enforcement agencies who collect crash data on the new form). d. Automate the new PD-10 with GIS-enabled, bar code readers, 3-D measurement technology, wireless capability, crash diagramming, and other software capabilities. e. Replace or expand the existing database (TARAS) to include all PD-10 fields from the new form. f. Integrate analytical capabilities into TARAS database. g. Integrate SAFTET and FARS data requirements to meet FMCSA requirements. h. Implement new automated system. i. Link to DMV database to update driver history files as well as FEMS database (to cross reference injury data, etc.). j. Provide for future linkage to DOH discharge databases as they come online. k. Provide access to relevant agencies (OCME, etc.). l. Determine/implement regular reporting requirements on crash data to police and other agencies so they can evaluate the level and effectiveness of their safety efforts. 15

22 Project Item Deficiency Identified PD-10 is not MMUCC compliant. PD-10 is manual. Crash data is available for use only by traffic safety personnel after months. Errors and unknown responses are significant and estimated to be in excess of 15 percent of entries. TARAS database contains only limited information. o linkages to any database for validation of data. 2-3 years lag behind the FMCSA time line requirements for relevant data. Ad hoc reporting to related agencies cannot gauge their performance. Project Description Develop automated PD-10 with onsite software capability to extract as much data as possible and additional capability to download to MPD new data warehouse and with appropriate linkages to safety partners (DDOT) for data transfer, analysis, validation, and performance measurement. Project Purpose Improve timeliness, accuracy, completeness, consistency, integration and accessibility of crash data among District agencies. Develop remedial treatments to traffic safety problems within the District using good quality safety data Estimated Start date 2007 Estimated Completion Date 2011 Project Benchmarks Project Performance Measures Lead Agencies Primary Contact 2007 MMUCC and SAFETET compliant 2007 Update TR Assessment 2007 ew PD 10 implemented 2008 Investigate/implement common identifier (MPD, FEMS, Hospitals, DOH) 2008 Expanded TARAS database with analytical capabilities 2009 Automated/Pilot PD Link to DMV, FEMS, DOH databases 2009 Integrate FARS and SAFETET requirements 2010 Initiate roll-out of automated PD Provide access to safety partners Reduce the average days of crash event to database upload for analysis from 480 days to less than 3 days. MPD PD-10 automation/implementation DDOT TARAS Improvements Anne Grant, MPD William McGuirk, DDOT DMV, FEMS, DOH, OCME, OAG, OCTO, SCDC Partners Estimated Budget See figure 1.2 Funding source HTSA, FHWA, FMCSA, DC 16

23 Figure 1.2: Project Schedule ear Project Item Quarter MMUCC and SAFETET compliant 2. Update TR Assessment 3. Implement new PD 10 (manual version) (1) 4. Investigate/implement common identifier 5. Exp. TARAS D/B with analy./reporting capabilities 6. Automated/Pilot PD Link to DMV, FEMS, SCDC, DOH databases 8. Integrate FARS and SAFETET reqs. 9. Full Implementation of automated PD Provide access to safety partners 11. Evaluate Project 12. Update/Maintenance/Training Estimated Budget/ear ($ k.) (1) Including training for all enforcement agencies involved in crash-data collection OTE: As of writing this document a decision was taken by the District government to automate the PD-10 form. The extent of the automation process and inclusion of key crash reporting components are presently being developed. This decision is still in the planning stages and will most likely compress and/or change the schedule and funding requirements for the project. These items will be modified as the District plans are formalized in the summer of

24 2. Project: Develop and promote training programs to improve crash data. Project Item Deficiency Identified Project Description Project Purpose Remarks Inconsistency in completing the PD-10. Develop online training. Improve the quality of the information provided on the PD-10. Estimated Start Date 2008 Estimated Completion Date 2012 Project Benchmarks Training commence by spring Complete training for at least 100 officers/year. Project Performance Measures Lead Agency Primary Contact Partners Estimated Budget Funding Source Improve the accuracy and consistency in completing the PD-10. MPD Anne Grant DDOT $50,000/year HTSA, FHWA, FMCSA 18

25 Crash Data Benchmarking The performance measures shown, address each of the six performance areas described within the legislation and Federal Register. The intent of the performance measures is to describe the change in terms of a measurement from a predetermined baseline (2006) going forward to ote: The future measures are best estimates and subject to change. Table 1.2: Crash Data Performance Measures Goals Performance Measure Timeliness Average days from crash event to receipt for manual data entry and upload to crash database for 90% of data <30 <30 % crash reports entered into the system >30% >90% >90% within 30 days of crash Accuracy % of crashes locatable using roadway >95 >95 intersection ID % VIs that are valid (i.e., match to > vehicle records that are validated with VI checking software ) % of interstate motor carriers matched in MCMIS >95 % crash reports with 1 or more <15 <10 <10 <5 <5 <5 significant errors Completeness % unexplained drop in crash reporting >10 >10 >10 >10 >10 >10 one year to the next % FARS / MCMIS crash match TBD TBD TBD TBD TBD >98 Consistency % of time unknown code is used in <8 <8 <5 <5 crash fields with that possible value % logical error checks on crashes that /A TBD TBD TBD <5 <5 fail. umber of DC applicable elements in /A 57 TBD TBD TBD TBD compliance with MMUCC guidelines (2) Accessibility umber using crash data system for >10 >10 data retrieval and statistical reports Integration % of crashes posted to Driver history file >99 >99 for drivers who are DC residents % of injury traffic crashes with indicated EMS response linked to associated EMS run % of crashes linked to the statewide GIS master database by intersection or segment >95 >95 (1) Presently not available (2) 2007 MMUCC data audit 19

26 2.0 GIS/Roadway Information Roadway information includes data about the resources and issues related to the right-ofway, such as traffic volumes, traffic control devices, geometrics, and road conditions. Roadway information are usually the basis for statewide Geographic Information System (GIS) and provide inventory and history information to support construction and maintenance operations. The DDOT is responsible for operating and maintaining its streets and highways (1153 miles) in the District of Columbia. DDOT uses various road files, both electronic and paper to manage its system. Infrastructure Asset Inventory Database contains all asset types, exact geographic location, dimension, and in some cases the condition of the infrastructure asset within the rights-of-way. Street Spatial Database (SSD) The SSD maps and tabulates all street centerlines and road edges as well as numerous types of transportation assets in ArcSDE Enterprise GIS Software. The SSD includes the entire DC inventory of streets, alleys, and ramps, integrated in a single set of map layers and data records. Roads are segmented to the sub-block level. Over 100 attributes are tabulated for each segment, including the address ranges, pavement type, ward, functional class, etc. The SSD provides a framework for mapping a recording transportation events (such as crashes) and assets (such as bridges, tunnels, and signals) by coordinates, address or linear referencing (measuring along the road). As such SSD is the foundation for the infrastructure asset inventory, and it is also a key component of the DC s enterprise GIS. DC Geographic Information System (DC GIS) The DC GIS provides an enterprise-wide one stop shop for GIS data originating with multiple agencies. Currently over 200 layers are available for free download to the public. Transportation data in DC includes detail 1 to 100 mapping of roads. DDOT is the largest provider of transportation data to the DC GIS. The DDOT SSDB is replicated to DC GIS in real time. Street Inventory System (SIS) The SIS is a DOS-based legacy system used for federal reporting. Developed prior to the use of GIS technologies, the SIS is now outmoded and will be phased out this year, with ongoing functions transferred to the SSD or on Oracle database. SIS subsystems still used are the Roadway Inventory system, Pavement Management System and Highway Performance Monitoring System. SIS also provides input to the Traffic Accident Reporting and Analysis System (TARAS). Traffic Accident Reporting and Analysis System (TARAS) An automated crash data system created from police reports. Sidewalk Management System (SMS) Database contains assessment of the entire District sidewalk network. Material type, width, length, and condition information are part of the database. In addition, curb, gutter, catch basin, wheelchair ramp information is also collected. A condition assessment procedure was also developed to help clearly identify deficiencies, assign appropriate treatment, develop good cost 20

27 estimates, and ultimately produce a prioritized multi-year repair and rehabilitation program. Bridge Management System (BMS) The BMS is one of the oldest infrastructuremanagement systems of DDOT. Biennial condition assessment is performed on all bridges. Information collected is entered into the POTIS Bridge Management program. Data is recorded at element level and processed using the POTIS program. Culvert Management System (CMS) Database contains an assessment of all known culverts. Deteriorated culverts identified as a result of the assessment have been programmed and are currently being designed for rehabilitation. Tunnel Management System (TMS) This is the first TMS of its kind in the ation. It is a result of the joint effort between the DDOT s and the Federal Highway Administration s (FHWA s) Asset Management Divisions. DDOT has already expanded the system s capability to include a detailed inventory and inspection of the mechanical and electrical components of each tunnel. This will help the District monitor tunnel condition and develop a good maintenance and rehabilitation program. Retaining Wall Management System (RWMS) Any wall or other structure in the city with a height of 2 ft or greater has been inventoried and its condition assessed and included in the database. Overhead Sign Management System (SMS) A database for all the overhead signs within the District is currently available. The list has been provided to the Bridge inspection contractor to perform condition assessment and analysis of each of the signs as part of the bridge inspection program. The database will be updated accordingly and used to plan a maintenance, as well as major rehabilitation program. Pavement Management System (PMS) This is the oldest of all the management systems. Currently, DDOT is moving to PAVER, which allows DDOT to collect more detailed distress information about the pavement. This in turn enables DDOT to correctly analyze existing deficiencies and assign appropriate treatment. Highway Performance Monitoring System (HPMS) This system is used to compile and develop the annual report required by the FHWA. The report provides information on the condition and performance of the States highway system. Alley Management System Database base fields include dimension, paving material type, ownership, condition, etc. The alleys system is GIS-based and any information regarding an alley can be accessed by typing the surrounding streets or by zooming on the citywide GIS map. The database has been used to prioritize and develop a multi-year Capital Improvement Program. These files contain the information that can be used to make informed transportation resources allocation decisions for improving the operation and safety of District streets. They contain information on traffic crashes, pavement, bridges, traffic control devices, roadside hardware, geometry, traffic volumes, rail grade crossings, functional class and These files contain the information that may be used to make informed transportation resources allocation decisions for improving the operation and safety of the District streets. maintenance activity. The DDOT also maintains 32 permanent count stations and three weigh-in-motion stations. 21

28 The major issues with these files are: Manual intervention is required to append traffic volume and cross section or geometric characteristics from other road feature files because of shortcomings and the dependence on paper files to obtain road-features data. Difficulty of updating and access limits the potential for reliable safety analysis in the main DDOT business units. Inadequacies within the location reference captured in the old SIS do not always accurately distinguish mid-block from intersection crashes. GIS data is readily accessible across departments, but other roadway data is not easily accessible be safety stakeholders outside DDOT. It is important to note that OCTO is leading the development of the Service Modernization Any SMP proposed under this Programs (SMP), which is the Service-Oriented Strategic Plan such as the Architecture (see figure 2.1) for many different automated crash data types of city services including the Transportation repository would be one of the Services Modernization Program (TSMP) for City Transportation Services Transportation Services. Any SMP proposed that would need to follow this under this Strategic Plan, such as the automated architecture. crash data repository, would be one of the City Transportation Services that would need to follow this architecture. Figure 2.1: Citywide Services-Oriented Architecture 22

29 Information Quality Table 2.1 below outlines the current District of Columbia status in relation to the six characteristics. Table 2.1: Current Status Characteristics Objectives Current Status Timeliness The information should be updated as required to produce valid analysis. This implies that changes on the roadway (e.g., construction, sign improvements) should be available for analysis as soon as the Timeliness of road characteristics data does not seem to be an issue with users of the data. However, the existence of paper files requires manual retrieval of data, which may discourage time-sensitive reporting. project is completed. Consistency The same data elements should be collected over time and for various classes of roadways. Consistency is maintained from year to year by updates to the file after completion of major reconstruction or construction projects. Completeness Accuracy Accessibility Data Integration The information should be complete in terms of the miles of roadway, the traffic way characteristics, the highway structures, traffic volumes, traffic control devices, speeds, signs, etc. The District should employ methods for collecting and maintaining roadway data that produce accurate data and should use current technologies designed for these purposes. The information should be readily and easily accessible to the principal users of these databases containing the roadway information for both direct (automated) access and periodic outputs (standard reports) from the files. To develop viable traffic safety policies and programs, roadway information must be linked to other information files through common identifiers such as location reference point. Integration should also be supported between State and local systems. Completeness is affected by the infrequent update of data from construction and reconstruction projects. Detailed, complete, current GIS data for entire roadway system is readily available to all stakeholders. Old SIS is outmoded and being phased out. It does not readily support mid-block location identification of crash data and it is updated frequently. GIS is complete, current, and accessible enterprise-wide. Road design and features data accessible for the business function responsible for particular road features files. The existing paper files are not readily accessible for analysis or summaries of the data. GIS and SSD integrate numerous files across Departments and support multiple location reference systems. 23

30 Project Listings: A. Ongoing/budgeted projects (no additional projects are proposed by the TRCC at this time) (For ongoing projects, the term Impact is used to assess each project effect on the TRCC performance measures.) 1. Develop a Transportation Enterprise Asset Management System (TEAMS) Phase 1. Project Item Remarks Deficiency Identified Lack of connectivity. o central data repository. o centrally maintained database of geographic information. Project Description To develop a suite of independent asset management applications, operated by individual business units (see figure 2.2). May include: 1. A centrally maintained database of geographic information. 2. An enterprise data repository linked to the geo-database. 3. A web portal for map- and report-based views of the enterprise data. 4. Connectivity across the Asset Management applications and between Asset Management Applications and the central data repository. Project Purpose To improve the collection, distribution, access, and analysis of DOT asset data. Estimated Start Date 2007 Estimated Completion Date 2009 Project Benchmarks Project completion Impact Improve the accessibility and integration of GIS/Roadway data. Lead Agency DDOT Primary Contact David Miller, DDOT Partners OCTO Estimated Budget $1,400,000 Funding Source DC 24

31 Figure 2.2: TEAMS System Architecture 25

32 2. Develop a Transportation Services Modernization Program (TSMP). Project Item Remarks Deficiency Identified Stovepipe operations and inadequate data sharing across District agencies. Project Description To develop a Service-Oriented Architecture for Transportation Services for all City Agencies (see figure 2.3). Project Purpose To improve business process efficiencies and the collection, distribution, access, integration, and analysis of data across agencies. Estimated Start Date 2007 Estimated Completion Date 2009 Project Benchmarks Project completion Impact Improve the accessibility and integration of all District data. Lead Agency OCTO Primary Contact Dervel Reid, OCTO Partners DDOT Estimated Budget $400,000 Funding Source DC Figure 2.3: TSMP Architecture 26

33 3. Cross Check DDOT roadway addresses ranges against OCTO Master Address Repository. Project Item Remarks Deficiency Identified Some inconsistencies (<5%) between address points, actual address ranges, and theoretical address ranges. Project Description Check and correct street centerline ranges. Project Purpose DC GIS uses point-based addresses for most applications, but ranges must be improved for emergency management applications. Estimated Start Date 2007 Estimated Completion Date 2007 Project Benchmarks Project completion Impact GIS systems such as 911 dispatch will be more reliable. DDOT Roadway Inventory more usable for 911 as well as other traffic records functions. Improved accuracy in locating crashes. Lead Agency OCTO Primary Contact Barney Krucoff, OCTO Partners DDOT Estimated Budget $50,000 Funding Source DC 27

34 4. Maintain GIS imagery and central GIS repository for all agencies. Project Item Remarks Deficiency Identified Routine update of GIS base imagery. Project Description Obtain updated imagery in Project Purpose Improve currency of GIS information Estimated Start Date 2008 Estimated Completion Date 2009 Project Benchmarks 2008 Complete aerial photographs 2008 Produce orthoimages Impact Maintenance of GIS base imagery Lead Agency OCTO Primary Contact Barney Krucoff, OCTO Partners OCTO Estimated Budget $1,000,000 Funding Source DC 28

35 5. Migrate Street Inventory System (SIS) to new platform and incorporate into Enterprise GIS. Project Item Deficiency Identified Project Description Project Purpose Remarks Legacy database. Limited functionality. Migrate to new more robust platform. Improve functionality and user access/linkage. Estimated Start Date 2007 Estimated Completion Date 2007 Project Benchmarks Completion in 2008 Impact Improve ability to link with the future crash database enhancements for more accurate crash locating. DDOT Mesfin Lakew OCTO Lead Agency Primary Contact Partners Estimated Budget $270,000 Funding Source DC 29

36 6. Expand traffic data collection activity to 100 stations per years. Project Item Remarks Deficiency Identified Updated traffic data not available for traffic safety applications. Project Description Develop annual program to capture and store traffic data at up to 100 stations/year. Project Purpose Expand traffic counting program Provide more up-to-date traffic data for safety analysis. Estimated Start Date 2008 Estimated Completion Date A Project Benchmarks early target of 100 stations Impact Improve the ability to integrate up-to-date traffic data into safety analyses. Lead Agency DDOT Primary Contact William McGuirk Partners one Estimated Budget $100,000/year over 6 years Funding Source FHWA, DC 30

37 Roadway Data Benchmarking The performance measures shown address each of the six performance areas described within the legislation and Federal Register. The intent of the performance measures is to describe the change in terms of a measurement from a predetermined baseline (2006) going forward to ote: The future measures are best estimates and subject to change. Table 2.2: GIS/Roadway Data Information Goals Performance Measure Timeliness % of Federal-aid-eligible roadways with traffic counts conducted each year # days from crash event to entry <30 <30 into TARAS database for 95% of crashes Accuracy % of crashes locatable using SIS roadway intersection ID >95 >95 % errors found during data TBD TBD TDB <10 <10 <5 audits of critical roadway data elements Completeness % traffic data based on actual counts no more than 3 years old on the Federal-aid roadways >85 % public roadway mileage listed >99 >99 >99 >99 >99 >99 in SSDB inventory Consistency % matches between OCTO Master Address Repository points and DDOT SSDB address ranges >99% >99% >99.5% >99.5% >99.5% >99.5% Accessibility umber of District Agencies and MPOs that use online access to the DC GIS and roadway inventory portal to maintain master databases Integration umber of District Agencies and MPO GIS databases linked to a DC Master system using standard shape file formats

38 3.0 Vehicle Information Vehicle Information includes the identification and ownership of the vehicles registered in the District. This component includes information on the owner (ID, address, type), vehicle description (VI, make, model), plate history, insurance carrier, brands on title, vehicle history (safety inspection, etc), odometer information (particularly with inspection renewals), and vehicle/owner sanctions. The District of Columbia, by law, requires all vehicles housed and operated in the District be registered in the District, unless the owner displays a reciprocity sticker issued by the District of Columbia Department of Motor Vehicles (DMV). Vehicles must, however, pass inspection, in order to obtain registration and renewals. Currently, there are over 240,000 registered vehicles in the District of Columbia, and the DMV maintains those records. Commercial vehicles are recorded in the master file, a client-based system that also includes driver license records. Diplomatic vehicles are not registered by the DMV. Instead, these vehicles are registered by the U.S. Department of State Office of Foreign Missions (OFM). The scope of information on all vehicles, private and commercial, registered by the DMV meets the recommendations of the Advisory and is adequate for participation in the applications developed by the American Association of Motor Vehicles Administration (AAMVA). Key data content includes make, year, model, and body type, and classifications are based on use and weight. R.L. Polk s VIA software is used to validate VIs and ensure VI accuracy. DMV captures odometer readings when the vehicle is first titled and also at the time of each inspection; readings are kept in a separate inspection database. As of April 2005, DMV also receives salvage information from other state s DMVs and insurance companies. Records are also flagged when vehicles are reported as stolen to CIC. Odometer readings are captured by the DMV when the vehicle is first titled and also at the time of each inspection and kept in a separate inspection database. The file is primarily used for maintaining the information necessary for the vehicle registration and title functions. It is integrated with the driver file, but not linked with other files. 32