Problem Identification and community assessment is the discovery of where, when, how, and why motor vehicle crashes occur. Also of major importance is the identification of the causes of crashes and collisions.

The purpose of problem identification and assessment is to:

Using the sources of information and the analytical processes described later in this section, TRF-BTS systematically analyzes data to determine whether a proposed project is the best alternative among the available options. Conclusions must:

TRF-BTS typically follows the procedures below in problem identification and analysis. Explanations of the requirements involved in these steps follow. Typically, TRF-BTS:

Once a perceived problem is identified, data must be collected and analyzed (Steps 2 and 3 of the previous procedure). This process involves the steps listed in the table below.

Data elements fall into three general categories: people, vehicles, and roadway. These categories may be broken down into subgroups and assigned relevant characteristics, as shown in the following table.

Crash specific data may include any of the following:

Data sources may include any of the following:

Analysis means to divide a whole into its parts in order to discover the nature, function, and relationship of those parts.

Data subgroups should be reviewed to determine over-representation. Such over-represented subgroups indicate highway safety problems. A good example of this would be the high percentage of teenage drivers involved in crashes versus the much lower percentage among all drivers.

Further analysis should focus on subgroup characteristics. For example, increased severity, or any other factors available from the data.

Over-represented factors can be determined by comparing the rate of crashes for a subgroup or characteristic within the jurisdiction to the same rate in a comparable or larger jurisdiction. The rate may be expressed either as a percentage or a ratio.

Percentage Example:

If the percentage of adult vehicle occupants that do

not

use safety belts within a jurisdiction is greater than the statewide percentage, then that characteristic is over-represented.

Ratio Example:

Dividing nighttime (10 P.M. to 6 A.M.) crashes by the total number of crashes for the jurisdiction within a given time frame produces a ratio, as follows:

Where:

Asking the following questions may help with data analysis, and ultimately, problem identification.

The following table shows an array of information that may be applied in the analysis of a crash problem.

The following factors may impede effective problem identification:

Planners should be alert to these possible impediments and make appropriate adjustments when they appear.

Applying the general procedure outlined earlier in this section, an actual problem might be identified and analyzed as follows.

A general traffic safety community needs assessment should be completed prior to the start of any new community-based project (such as driving while intoxicated [DWI], occupant protection [OP], STEP) or any proposed safe communities traffic safety project.

A comprehensive assessment enhances crash-related data and provides additional information regarding community resources (those a community already has and those a community is missing) and community attitudes toward a project. The assessment is also used to identify gaps, duplication, and potential solutions or countermeasures. Information gained in a thorough assessment makes it possible to develop an action plan that best meets the needs of the community. The assessment may also identify a shortage of certain resources or technical support that may be available through a traffic safety grant with federal or state funding. In this regard, information gathered during the needs assessment will be helpful when developing a project proposal.

A community needs assessment can provide opportunities beyond problem identification. A good assessment may also be used to gain commitment for a project with sources of potential funding, with the community itself, and with a sponsoring agency. Besides assessing current resources, the process may also provide building blocks for self-sufficiency and can be useful in addressing task forces, community officials, and traffic safety committees.

Establishing baseline data is a fundamental part of community needs assessment and goal setting. Baseline data is defined as the set of data representing the most current 12 months (or a comparable period) of complete data available prior to the start of the first year of the project. For example, if the most recent data available for a first-year project is through December 31, 2019, then the baseline year would be January 1, 2019 through December 31, 2019 for a grant starting in October of 2020. Potential subgrantees should use the most recent certified data available for establishing baseline data. Once the baseline is established, that figure will be used to compare subsequent years. Prior to the start of the grant, this data will be the baseline data for any subsequent year grants with the subgrantee.

If good information has been collected through recent grants, then that information can be used in the problem identification section of the proposal. However, the baseline data in the performance goals must be the data prior to the first year grant.

The baseline number is critical in establishing the causes and numbers of fatalities, injuries, and crashes and the amount of property damage in a community. The baseline number for each measure in a proposed STEP must be filled in and is provided in the RFP budget document. The baseline year and the baseline number for each measure to be covered by a STEP must be entered. The citation and crash data must be from the site location (city, county, roadway section, etc.) that the STEP will target.

Baseline information serves as a foundation for proposers to measure pre-grant traffic enforcement activity. Baseline information must be provided by the proposers to identify local traffic enforcement related activity and includes the total number of traffic and patrol hours by the subgrantee agency and the total number of vehicle stops in the past 12 months. The information must exclude any activity generated with STEP grant dollars. Once the baseline is established, these figures will be used to compare subsequent year's local and grant traffic enforcement activity.

Additionally, proposers must enter the three-year-average KA (injury crash) crash data for their jurisdiction as it appears on the RFP Budget Document. The baseline numbers are critical in establishing the causes and numbers of fatalities, injuries, crashes and property damage in a community and are used to measure the effectiveness of grant-related enforcement efforts in reducing crashes.

At the very least, a community needs assessment should be made in the areas of:

In each of these areas, the assessment should include:

The National Highway Traffic Safety Administration (NHTSA) website offers a wide variety of documents that contain information on organizations that have completed a Problem Identification and Community Needs Assessment. Visit the NHTSA website at , and then enter “community assessment” in the search box.