Daily, thousands of responders put their lives on the line managing crashes and other roadway incidents. Keeping responders and the traveling public safe begins with the collection of consistent, high-quality incident data. The Model Minimum Uniform Crash Criteria (MMUCC) is the voluntary guideline that identifies a minimum set of motor vehicle crash data elements that States should consider in their State crash data system. With the release of the MMUCC 5 th Edition in the Fall of 2017, many States are considering changes to their statewide crash report forms.

The Federal Highway Administration's Every Day Counts Round 4 Innovation, Using Data to Improve Traffic Incident Management (EDC4 TIM Data), is working with over 30 States to advance agency collection and use of incident data. The EDC4 TIM Data program has made significant strides working with States to advance their crash forms to become MMUCC-compliant in the collection of key data elements like roadway clearance time, incident clearance time, secondary crashes, and where a responder is struck. During this webinar, you will hear experts address questions such as:

Incident data and analysis can improve safety programming, operations management, and strategic planning to reduce the likelihood of crashes, and reduce secondary crashes that involve incident responders. During this webinar, you will hear firsthand from two agencies that actively collect and analyze data. Our speakers will share how they use this information, and the value they derived from it to improve TIM and responder safety. We also invite you to share your experiences and questions related to the use of data to improve TIM.

The Federal Highway Administration estimates that 75% of the nation's 260,000 traffic signal could be improved by updating signal equipment or signal timing plans. It also estimates that poor traffic signal timing accounts for 5 to 10% of all traffic delay in the United States. As a result, the National Transportation Operations Coalition gave the nation's municipalities a score of 69 (D+) for the management and operation of traffic signals in 2012, an improvement from a score of 65 (D) in 2007 and 62 (D-) in 2005.

Traffic signal timing and coordination improvements are a cost effective strategy to reduce average vehicle delay. In addition, these improvements can result in significant benefits to a community, including improved mobility and reduced travel times, reduced Greenhouse Gas (GHG) emissions and fuel consumption, and reduced collisions and vehicle stops.

While developing signal timing and coordination may be a fairly straightforward concept, there are numerous steps necessary to ensure that your planned improvements are successfully implemented. Failure to adequately navigate these potential pitfalls can affect a jurisdiction's ability to successfully implement needed signal timing and coordination improvements.

This webinar is designed to provide a 'holistic' approach to traffic signal timing improvements that bridges the gap between fundamental traffic signal timing principals and real world applications and will help walk you through the necessary steps to avoid many of the pitfalls that doom otherwise perfectly acceptable signal timing improvement plans.

The April webinar features emerging applications for count data and real-life case studies. You'll hear about North Carolina's cyclist data program and how to move from a sporadic count to a more intentional programmatic system. You'll also  learn about a project from the San Diego Association of Governments (SANDAG) and Fehr & Peers to place counters and develop approaches for utilizing the multi-modal count data for planning, funding, and evaluation. They'll discuss the approach for forecasting activity on specific facilities and how multi-modal counts can inform changes in mode share.

The Moving Ahead for Progress in the 21st Century Act (MAP-21) called for advancing the capabilities of States for safety data collection, integration, and analysis to support data-driven decision-making in program planning and performance management (including safety performance management). MAP-21 acknowledged the importance of using multiple data sources to understand highway safety performance and to make effective decisions regarding resource allocation for highway safety. To do this, State safety data systems should be sufficient to guide the Highway Safety Improvement Program (HSIP) and Strategic Highway Safety Plan (SHSP) processes, including analyses and evaluations identified in MAP-21 and continued in the Fixing America's Surface Transportation (FAST) Act. The FAST Act also extended the requirements to address data needed on unpaved roads.

FHWA provided guidance on the capabilities a State's safety data system should have in order to support analyses and evaluations in the Transportation reauthorization bills, including: (1) types of roadways, (2) types of data, (3) geolocating safety data to a common highway basemap, (4) analysis and evaluation capabilities, and (5) the Fundamental Data Elements (FDE) of the Model Inventory of Roadway Elements (MIRE).

States' safety data are a confederation of various data sources from across multiple business units in a DOT and across multiple agencies outside of the DOT. Crash, roadway, and traffic data (the three core safety data sources) should be linkable by geolocation (i.e., a unique location identifier on a highway base map). States should establish data standards so that the location of crashes, roadway elements, and traffic data are consistent with the most current basemap.

Wondering how you will meet these requirements? What tools are available? How you will coordinate the efforts of the State DOT, local agencies, law enforcement, health services, MPO's, and traffic record coordinating committees (TRCCs)?

Achieving zero deaths on our roadways will require collaboration among a number of professional disciplines across the public and private sector. General sessions will address how states can work with the public health community, the federal government, and industry partners to advance traffic safety. Attendees will also learn about advancements in autonomous vehicle technology and the impacts on safety.

The ASCE Convention is the Society flagship membership event. It is the single annual opportunity that the entire Society is represented together and therefore needs to reflect the diversity that ASCE encompasses. The program for the Convention will be of an integrated, cross-cultural, technical, and educational nature.