U.S. Department of Transportation 

Federal Highway Administration 

TRAFFIC INCIDENT MANAGEMENT RESOURCE 

MANAGEMENT 

QUALITY ASSURANCE 

The U.S. Department of Transportation 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. USDOT periodically reviews quality 

issues and adjusts its programs and processes to ensure continuous quality 

improvement. This material is based upon work supported by the Federal Highway 

Administration under contract number DTFH61-06-D-0007. Any opinions, findings 

and conclusions or recommendations expressed in this publication are those of the 

author(s) and do not necessarily reflect the views of the Federal Highway 

Administration. 

i
ii

TECHNICAL REPORT DOCUMENTATION

 1. Report No. 

FHWA-HOP-08-060 

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

 4. Title and Subtitle 

Traffic Incident Management Resource Management 

 5. Report Date 

January 2009 

 6. Performing Organization Code 

 7. Author(s) 

Jodi L. Carson, Ph.D., P.E. 

 8. Performing Organization Report No. 

 9. Performing Organization Name and Address 

Texas Transportation Institute 

The Texas A&M University System 

College Station, Texas 77843-3135 

10. Work Unit No. (TRAIS) 

11. Contract or Grant No. 

DTFH61-06-D-0007 

12. Sponsoring Agency Name and Address 

Federal Highway Administration 

Office of Transportation Operations 

1200 New Jersey Avenue, SE 

Washington, DC 20590 

13. Type of Report and Period Covered 

Technical Report 

14. Sponsoring Agency Code 

HOTO-1, FHWA 

15. Supplementary Notes 

Project performed under contract to Battelle for the Federal Highway Administration Office of Operations. 

16. Abstract 

The necessity of a multi-disciplinary approach – involving law enforcement, fire and rescue, transportation, towing and 

recovery, and others – has been well-recognized and integrated into incident management operations. This same 

multi-disciplinary approach has not been as widely extended to the area of resource management. Under a 

multidisciplinary approach, efficient and effective TIM resource management relies upon the utilization of: (1) 

appropriate personnel who are best qualified (i.e., capable but not over-qualified) for the various tasks; (2) appropriate 

equipment by function (i.e., use of the least costly equipment capable of performing the function); and (3) appropriate 

technology capable of supporting various on-site resource tasks, as well as a reduction in overall resources required 

through reduced redundancy across disciplines. To demonstrate the potential for enhanced TIM resource 

management efficiency and effectiveness, this Primer considered various hypothetical examples for select TIM 

functions including motorist assistance, dispatch and response, scene protection, temporary traffic control, detour 

management, firefighting, minor spill mitigation and cleanup, crash investigation, victim relocation, and vehicle or 

debris removal. Results from an Incident Scenario Survey were used to confirm potential resource management 

improvements in practice and estimate order of magnitude cost savings. 

17. Key Words 

Traffic Incident Management, Resource Management 

18. Distribution Statement 

No restrictions. This document is available to the public. 

19. Security Classif.(of this report) 

Unclassified 

20. Security Classif.(of this page) 

Unclassified 

21. No. of Pages 

114 

22. Price 

N/A 

 Form DOT F 1700.7 Reproduction of completed page authorized 
iii

LETTER FROM ASSOCIATE ADMINISTRATOR OF OPERATIONS JEFFREY A. LINDLEY 

1200 New Jersey Avenue, SE. 

Washington, DC 20590

October 31, 2008 

Dear Transportation Professionals & Traffic Incident Management (TIM) Partners: 

As part of the mission of the Federal Highway Administration (FHWA) to “Keep America 

Moving,” we need to safeguard the motoring public and those responding to traffic incidents. 

Safe, quick clearance of highway incidents—a foundation of both mature and developing TIM 

programs—depends on strong, coordinated multi-agency operations that are supported by 

integrated communications. 

With more vehicles on the Nation’s highways, traffic incidents become increasingly life 

threatening for those involved, including responders dispatched to help. According to the 

National Traffic Incident Management Coalition (NTIMC), "struck-by" secondary incidents 

are on the rise. In conjunction with the NTIMC partner organizations in the public safety and 

transportation arenas, FHWA promotes policies that enhance responder safety (such as driver 

removal and move-over laws); encourages the use of new technologies and gear to protect 

responders during roadside operations; and promotes improved safety procedures and safety 

training of traffic incident responders. In the coming year, FHWA will be launching a new 

campaign, similar to the highly successful “Click It or Ticket” campaign, to increase driver 

awareness of their roles and duties in safely addressing traffic incidents or public safety 

responses on the roads. 

As a part of this campaign and in support of TIM practitioners, FHWA is pleased to introduce 

a new set of primers, collectively known as the “Safe, Quick Clearance Primer Series.” This 

series includes five primers that address various issues associated with roadside clearance 

operations and provide basic building blocks on: 

• Information Sharing for Traffic Incident Management 

• Traffic Incident Management in Construction and Maintenance Work Zones 

• Traffic Incident Management in Hazardous Materials Spills in Incident 

Clearance 

• Traffic Incident Management Resource Management, and

• Traffic Control Concepts for Incident Clearance 

We encourage comments and contributions to these primers and other FHWA Traffic Incident 

Management documents. Please feel free to contact our Emergency Transportation Operations 

Team at ETO@dot.gov with suggestions for future revisions. 

 Sincerely, 

 Jeffrey A. Lindley 

 Associate Administrator for Operations 
iv
TABLE OF CONTENTS 

QUALITY ASSURANCE ................................................................................. i

TECHNICAL REPORT DOCUMENTATION..................................................... ii

LETTER FROM ASSOCIATE ADMINISTRATOR OF OPERATIONS 

JEFFREY A. LINDLEY ................................................................................. iii

TABLE OF CONTENTS ................................................................................. v

LIST OF TABLES ........................................................................................ vi

LIST OF FIGURES ...................................................................................... vi

1.0 INTRODUCTION..............................................................................1

Purpose of This Document .............................................................................. 2

Target Audience ............................................................................................... 2

Structure of this Guidebook ............................................................................. 2

2.0 THE MULTIDISCIPLINARY APPROACH IN TIM OPERATIONS .........5

TIM Participants and Respective Roles ........................................................... 5

Multidisciplinary TIM Operations ...................................................................... 9

Multidisciplinary TIM Training ........................................................................ 10

Resulting Benefits .......................................................................................... 11

3.0

 ..............................................................................15

THE MULTIDISCIPLINARY APPROACH IN TIM RESOURCE 

MANAGEMENT

Implementation Framework ........................................................................... 15

Functional Examples ...................................................................................... 16

4.0 COMMON TIM RESOURCES, FUNCTIONS, AND COSTS ..................27

Personnel ....................................................................................................... 27

Equipment and Technology ........................................................................... 30

Supplies and Materials ................................................................................... 32

5.0

 .............................................................................35

POTENTIAL EFFICIENCY IMPROVEMENTS AND ASSOCIATED 

COST SAVINGS

Observed Variability in TIM Resource Utilization and Costs ......................... 37

Observed TIM Resource Management Efficiency Improvements and 

Associated Cost Savings ............................................................................... 52

6.0 COMPANION COST-SHARE STRATEGIES.......................................73

Cost-sharing Levels ....................................................................................... 74

Costs Shared and Borne by Each Agency .................................................... 74

REFERENCES............................................................................................77

APPENDIX A. INCIDENT SCENARIOS ....................................................79

APPENDIX B. RESOURCE UTILIZATION AND COST SURVEY ..................91

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LIST OF TABLES 

Table 1. Appropriate Personnel, Equipment, and Technology for Select Functions..................... 17 

Table 2. Common TIM Personnel Resources, Costs, and Functions ........................................... 28 

Table 3. Common TIM Equipment and Technology Resources, Costs, and Functions ............... 30 

Table 4. Common TIM Supplies and Materials Resources, Costs, and Functions ....................... 33 

Table 5. Invited and Participating Incident Scenario Survey TIM Jurisdictions and Agencies ...... 36 

Table 6. TIM Personnel Utilization and Costs – Highly Developed TIM Programs ....................... 38 

Table 7. TIM Personnel Utilization and Costs – Developing TIM Programs ................................. 40 

Table 8. TIM Equipment and Technology Utilization and Costs – Highly Developed 

TIM Programs ....................................................................................................................... 43 

Table 9. TIM Equipment and Technology Utilization and Costs – Developing TIM Programs ..... 44 

Table 10. TIM Supplies and Materials Utilization and Costs – Highly Developed 

TIM Programs ....................................................................................................................... 47 

Table 11. TIM Supplies and Materials Utilization and Costs – Developing TIM Programs ........... 47 

Table 12. Estimated Incident Duration – Highly Developed TIM Programs .................................. 49 

Table 13. Estimated Incident Duration – Developing TIM Programs ............................................ 49 

Table 14. Number of Reported Response Personnel – Highly Developed TIM Programs ........... 50 

Table 15. Number of Reported Response Personnel – Developing TIM Programs ..................... 50 

Table 16. Number of Reported Response Vehicles – Highly Developed TIM Programs.............. 51 

Table 17. Number of Reported Response Vehicles – Developing TIM Programs ........................ 51 

Table 18. Estimated TIM Resource Costs for Scene Protection – Highly Developed 

TIM Programs ....................................................................................................................... 53 

Table 19. Estimated TIM Resource Costs for Scene Protection – Developing TIM Programs ..... 54 

Table 20. Estimated TIM Resource Costs for Traffic Control – Highly Developed 

TIM Programs ....................................................................................................................... 58 

Table 21. Estimated TIM Resource Costs for Traffic Control – Developing TIM Programs.......... 59 

Table 22. Estimated TIM Resource Costs for Firefighting/Extrication – Highly Developed 

TIM Programs ....................................................................................................................... 62 

Table 23. Estimated TIM Resource Costs for Firefighting/Extrication – Developing 

TIM Programs ....................................................................................................................... 63 

Table 24. Estimated TIM Resource Costs for Minor Spill Mitigation – Highly Developed TIM 

Programs............................................................................................................................... 64 

Table 25. Estimated TIM Resource Costs for Minor Spill Mitigation – Developing 

TIM Programs ....................................................................................................................... 66 

Table 26. Estimated TIM Resource Costs for Crash Investigation – Highly Developed TIM 

Programs............................................................................................................................... 67 

Table 27. Estimated TIM Resource Costs for Crash Investigation – Developing TIM Programs . 68 

Table 28. Estimated TIM Resource Costs for Vehicle/Debris Removal – Highly Developed 

TIM Programs ....................................................................................................................... 70 

Table 29. Estimated TIM Resource Costs for Vehicle/Debris Removal – Developing TIM 

Programs............................................................................................................................... 71 

LIST OF FIGURES 

Figure 1. Incident Scenario Survey ............................................................................................... 35
1.0 INTRODUCTION 

Traffic incident management (TIM) requires a coordinated, multi-disciplinary approach to 

safely and quickly clear a highway incident. The necessity of a multi-disciplinary approach—

involving law enforcement, fire and rescue, transportation, towing and recovery, and others—

has been well-recognized and integrated into TIM operations. Established multi-disciplinary 

operational training efforts attempt to minimize any inefficiencies or ineffectiveness in 

response actions by any one agency that may extend the necessary duration of the incident 

and/or compromise the safety of field personnel or the motoring public. The economic effects 

of this multi-disciplinary operational approach are most often tied to a reduction in overall 

incident duration and reported in monetary terms as a reduction in motorist delay, fuel 

consumption, harmful emissions, and/or secondary incidents involving either other motorists 

or response personnel. 

This same multi-disciplinary approach has not been as widely extended to the area of 

resource management (i.e., the strategic use of personnel, equipment, technologies, and 

supplies or materials). To optimize incident management efficiency and effectiveness from a 

resource management point of view, personnel and equipment should be best matched to 

tasks based on their respective level of training and/or capabilities. For example, a higher 

level of efficiency and equal or higher effectiveness may be obtained by using a 

transportation vehicle equipped with an arrow board and additional traffic control devices to 

protect the scene rather than law enforcement or fire and rescue vehicles. As a second 

example, use of responsive traffic signal control plans and/or transportation personnel to 

manage traffic at and around an incident scene would relieve law enforcement personnel 

from this duty and allow them to perform other tasks for which they are trained (i.e., crash 

investigation). 

Through a multi-disciplinary, holistic approach that considers the most efficient and effective 

use of resources across all responding agencies in combination, economic savings are 

anticipated and attributable to the: 

1. Utilization of personnel who are best qualified (i.e., capable, but not overqualified) for the various tasks (this, in turn, allows alternately skilled 

personnel to focus on other incident management functions), 

2. Utilization of appropriate equipment by function (i.e., use of the least costly 

equipment capable of performing the function), 

3. Utilization of appropriate technology capable of supporting various on-site 

resource tasks, and 

4. Reduction in overall resources required through reduced redundancy across 

disciplines. 

1
Purpose of This Document 

The purpose of this guidebook is to: 

1. Identify and explore opportunities for improvement in resource management 

by considering the most efficient and effective use of resources across all 

responding agencies in combination and 

2. Describe potential cost-sharing strategies that would allow these efficiencies 

to be realized. 

This document focuses primarily on potential resource management improvements for public 

agencies (i.e., law enforcement, fire and rescue, emergency medical services, and 

transportation); private industry participants, such as towing and recovery or the media, were 

not considered. 

Target Audience 

The target audience for this guidebook includes state and local political officials, public 

agency management or administrative personnel, and public agency operations personnel: 

• State and Local Political Officials – In an abbreviated form, state and local 

political officials will benefit from this information by identifying, promoting, 

and demonstrating efficient and effective resource management among 

government agencies within their jurisdictions.

• Public Agency Management/Administrative Personnel – Public agency 

management and administrative personnel will benefit from this information 

by identifying, promoting, and demonstrating efficient and effective resource 

management within their respective agencies. 

• Public Agency Operations Personnel – Public agency operations personnel, 

responsible for affecting efficient and effective resource management on a 

per-incident basis, will benefit from this information through specific 

examples of resource management efficiencies and through a broader, 

multidisciplinary resource management perspective.

Structure of this Guidebook 

This guidebook is one in an Information Series on Traffic Incident Management Safe, Quick 

Clearance. This guidebook focuses on Traffic Incident Management Resource Management. 

Other guidebooks available in this information series deal with the following topics: 

• Traffic Control Concepts for Incident Clearance, 

• Hazardous Materials Spills in Incident Clearance, 

• Traffic Incident Management in Construction and Maintenance Work Zones, 

and 

• Information Sharing for Traffic Incident Management. 

2
Each is intended to provide sufficiently detailed and complementary information to support 

improvements in unique aspects of safe and quick incident clearance. This document focuses 

on Traffic Incident Management Resource Management and is intended to identify 

opportunities for improvement in resource management by considering the most efficient and 

effective use of resources across all responding agencies in combination and describe 

potential cost-sharing strategies that would allow these efficiencies to be realized. 

Following this introductory information, this document provides a: 

1. Review of the multidisciplinary approach as applied in TIM operations; 

2. Description of the multidisciplinary approach as applied and/or envisioned for 

TIM resource management; 

3. Description of common TIM resources, functions, and costs; 

4. Discussion of potential TIM resource management efficiency improvements 

and associated cost savings; and 

5. Description of companion cost-sharing strategies. 

3
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2.0 THE MULTIDISCIPLINARY APPROACH IN TIM 

OPERATIONS 

In an effort to distinguish the multidisciplinary approach traditionally applied to traffic incident 

management (TIM) operations from that which is applied and/or envisioned for TIM resource 

management, and to demonstrate the impetus for applying this approach to TIM resource 

management, based on observed benefits in TIM operations, this chapter briefly overviews 

the: 

• Respective roles of TIM participants, including potential points of conflict; 

• Broad-based, alternative operational procedures under a multidisciplinary 

approach; 

• Manifestation of this approach in practice through multidisciplinary training 

opportunities; and 

• Reported benefits resulting from a multidisciplinary approach in TIM 

operations. 

TIM Participants and Respective Roles 

Key participants in TIM typically include: 

• Law enforcement, 

• Fire and rescue, 

• Emergency medical services, 

• Transportation, and 

• Towing and recovery. 

The operational roles and responsibilities for each of these TIM participants are described as 

follows. 

Law Enforcement 

Law enforcement agencies exist at the state, county, and local levels with widely varying 

jurisdictions. Typically, state police have jurisdiction on state highways and county and 

municipal police have jurisdiction off the state highway system. On-scene at a traffic incident, 

the duties of law enforcement personnel include: 

• Securing the incident scene, 

• Providing emergency medical aid until help arrives, 

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• Safeguarding personal property, 

• Conducting accident investigations, 

• Serving as incident commander, 

• Supervising scene clearance, 

• Assisting disabled motorists, and 

• Directing traffic1

Law enforcement agencies are first responders at traffic incident scenes, providing 24-hour 

emergency response. Law enforcement officers typically act alone and are trained to make 

unilateral decisions.1

Lengthy law enforcement investigation duties sometimes conflict with the objective of quickly 

restoring traffic flow under a multidisciplinary TIM approach. In some areas, police officers 

are evaluated on the basis of the completeness and accuracy of their incident investigations; 

insurance companies and lawyers for both the defense and prosecution in criminal cases, 

and for plaintiffs and defendants in civil cases, scrutinize police reports extremely carefully. 

Technological advances in investigation, including total station surveying equipment and 

electronic documentation, help police complete their investigations more quickly.2

Fire and Rescue 

Fire and rescue services are provided by county and municipal fire departments, and by 

surrounding fire departments through mutual aid agreements. In most large urban areas, fulltime professional personnel staff fire and rescue departments. In many suburban, and in 

most rural areas, volunteers primarily provide fire and rescue services. Typical roles and 

responsibilities assumed by fire and rescue personnel at traffic incidents include: 

• Protecting the incident scene, 

• Suppressing fires, 

• Providing emergency medical care, 

• Serving as incident commander, 

• Providing initial hazardous materials (HAZMAT) response and containment, 

• Rescuing crash victims from contaminated environments, 

• Rescuing crash victims from wrecked vehicles, 

• Arranging transportation for the injured, 

• Assisting in incident clearance, and 

• Providing traffic control until law enforcement or transportation agency 

personnel arrival.1

6
Fire and rescue agencies also operate as first responders, providing 24-hour emergency 

response. Unlike law enforcement—who operate individually for most duties—fire personnel 

may not respond individually to requests from other response agencies unless their 

commanding officer directs them to do so (Federal Highway Administration [FHWA] 2006). In 

addition, fire personnel, with the intent of protecting the incident scene, may use fire 

equipment which can unnecessarily block traffic lanes. 

Emergency Medical Services 

Emergency medical service (EMS) agencies are responsible for the triage, treatment, and 

transport of crash victims. In many areas, fire and rescue agencies provide emergency 

medical services. In some areas, other agencies or private companies provide these services 

to local jurisdictions under contract. EMS personnel are limited in the functions that they can 

perform at an incident scene by the level of training that they have received. Emergency 

medical technicians (EMTs) and paramedics are both trained to provide basic life support; 

paramedics are trained at a higher level and can perform specialized procedures, such as 

starting Intravenous treatments (IVs) and administering emergency medications. Typical roles 

and responsibilities assumed by EMS personnel at traffic incidents include: 

• Providing advanced emergency medical care, 

• Determining the destination and transportation requirements for the injured, 

• Coordinating evacuation with fire, law, and ambulance or airlift personnel, 

• Serving as incident commander for medical emergencies, 

• Determining the approximate cause of injuries for the trauma center, and 

• Removing medical waste from the incident scene.1

In some instances, EMS personnel are qualified to pronounce death, allowing them to move 

the decedent to a safe place out of traffic to await the coroner’s arrival on the scene. 

Transportation 

Transportation agencies are typically responsible for restoring the flow of traffic as quickly 

and safely as possible following the occurrence of an incident. Typically, these agencies are 

involved in the development, implementation, and operation of traffic operations or 

management centers (TOC or TMC) as well as management of service patrols. Typical 

operational responsibilities assumed by transportation agencies include: 

• Assisting in incident detection and verification, 

• Initiating traffic management strategies on incident impacted facilities, 

• Protecting the incident scene, 

• Initiating emergency medical assistance until help arrives, 

• Providing traffic control, 

• Assisting motorist with disabled vehicles, 

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• Providing motorist information, 

• Providing sand to absorb small fuel and anti-freeze spills, 

• Providing special equipment clearing incident scenes, 

• Determining incident clearance and roadway repair needs, 

• Establishing and operating alternate routes, 

• Coordinating clearance and repair resources, 

• Serving as incident commander for clearance and repair functions, and 

• Repairing transportation infrastructure.1

Transportation agencies are secondary responders; typically called to the incident scene by 

first responders, usually law enforcement. Transportation agencies are rarely connected 

directly to public safety emergency communications and dispatch systems and not all operate 

24 hours-a-day resulting in sometimes lengthy after-hours response. 

Towing and Recovery 

Compared to other TIM participants, towing and recovery service providers are unique 

because they are not public agencies; they must remain profitable to retain a skilled work 

force and purchase and maintain expensive and complex equipment. Their typical 

responsibilities at the scene of an incident include: 

• Recovering and removing vehicles from incident scene, 

• Protecting victims' property and vehicles, 

• Removing debris from the roadway, and 

• Providing other services, such as traffic control, as directed or under 

contract.1

 

Towing and recovery companies are secondary responders; typically operating under a 

rotation or contract towing arrangement maintained by a law enforcement agency. In rotation 

towing, a list of pre-qualified companies, classified by capabilities and/or zones, is developed 

and used to dispatch towing and recovery services. If not adequately defined, rotation towing 

may result in lengthy response times and inappropriate equipment dispatched to the incident 

scene. In contract towing, companies are selected through a bidding process; qualification 

requirements to bid may be more rigid than requirements for placement on a rotation list. 

Contracts may also be awarded on a zone basis to help enable response by the closest 

qualified company.1

Commonalities 

Although the roles and priorities of the various agencies that respond to incidents are largely 

distinct, the National Traffic Incident Management Coalition’s (NTIMC) Training Task Force 

has identified essential TIM functions that can be commonly performed by various agency 

personnel in their Multidisciplinary Core Competencies document. For example, the NTIMC 

recommends that all responders, regardless of discipline, be trained to: 

8
• Position vehicles to support scene safety and expeditious exit of EMS 

vehicles, 

• Establish temporary traffic control, 

• Provide basic first aid to victims until EMS arrives, and 

• Assume Incident Command until replaced. 

The NTIMC recommends cooperative roles for law enforcement and transportation personnel 

when establishing advanced traffic control and detour routes, with fire and rescue personnel 

providing assistance as needed. Similarly, law enforcement personnel are primarily tasked 

with vehicle and debris removal, but transportation and fire and rescue personnel are urged 

to take an assistive role. Both fire and rescue and transportation personnel are presumed 

qualified to competently perform functions associated with the clean-up of minor spills. These 

commonalities in TIM functional competencies readily support opportunities for enhanced 

resource management efficiency and cost effectiveness. 

Multidisciplinary TIM Operations 

The respective roles and responsibilities of the TIM participants are carried out through 

various formal and informal operational strategies or procedures. Traditional operations have 

been, and continue to be, supplanted by managed operations carried out under a 

multidisciplinary approach. The two types of operations are compared and contrasted below. 

Traditional Operations 

Traditional incident operations are characterized by sequential steps, largely performed 

independently. Law enforcement personnel may do very little, if any, investigation while fire 

and emergency medical personnel are on the scene. If a fatality is involved, law enforcement 

personnel may allow the coroner to perform their medical investigation first, and subsequently 

perform their own criminal investigation. Tow trucks may not be requested until well into the 

incident (i.e., after law enforcement performs essential duties at the scene), resulting in lost 

time waiting for resources to arrive. Similarly, requests for sand or road or structure damage 

assessments by transportation agency personnel may not occur until well after the incident 

has occurred.2

Sequential approaches to incident operations typically result from a minimal understanding of 

others' roles. Historically, it has been quite common for personnel in one agency to have little 

knowledge of the abilities, resources, and procedures of another agency. Although law 

enforcement, fire and rescue, emergency medical, transportation, and towing personnel are 

usually well trained and professional; working together is complicated by the fact that actions 

are governed by individual agency priorities. Fire agency personnel often close lanes in 

excess of the blockage to protect incident responders. Law enforcement agencies may 

declare a fatal incident a "crime scene" and close the freeway to protect the integrity of the 

investigation. Although there is validity in both of these actions, both ignore the sense of 

urgency to keep traffic moving for safety reasons.2

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Multidisciplinary Operations 

Multidisciplinary operations are based on an understanding of each others' roles; the more 

closely agencies work together, the more they discover how they can mutually and 

concurrently accomplish their objectives as they respond to incidents. 

Multidisciplinary operations are, thus, characterized by concurrent steps. Through 

interagency understanding and close cooperation, incident investigation (even for fatalities) 

can proceed while the injured are being removed and while tow agencies are assessing how 

to remove a vehicle or even attaching rigging. The extent of concurrent operations must, of 

course, be governed by safety considerations.2

Unified Command (UC), a concept basic to the Incident Command System (ICS), facilitates 

decision making under multidisciplinary TIM operations. Under UC, a single point of contact is 

responsible for the overall handling of the incident; decisions regarding specific actions 

needed by responding agencies are made through consultation with supervisors from other 

responding agencies. Such "management by committee" can only be effective if there is a 

high degree of professional trust among the responding agencies.2

This professional trust also supports the sharing of equipment and personnel. For example, 

law enforcement and transportation agencies can share equipment and personnel when 

performing traffic control; law enforcement agencies may equip on-scene transportation 

agency personnel with hand-held radios to facilitate communications. Agencies can also 

share funding sources to purchase equipment to support traffic incident management; 

transportation agencies, for example, may purchase total station surveying equipment to 

speed law enforcement personnel’s investigation duties and reduce overall incident duration.2

Examples such as this directly support the premise of this investigation related to 

opportunities for enhanced resource management efficiency and cost effectiveness. 

Multidisciplinary TIM Training 

A number of awareness level and hands-on, operational level training opportunities have 

been developed in an effort to fully implement multidisciplinary TIM operations into practice. 

Examples include the following: 

• National Highway Institute’s (NHI) Incident Management Course Suite3

provides awareness level training for personnel from law enforcement, fire 

and rescue, emergency communications, transportation, towing and 

recovery, traffic reporting media, and other agencies or companies involved 

in responding to unplanned traffic incidents or planning special events and 

comprises the following three courses that may be taken in succession or 

individually: 

□ Managing Traffic Incident and Roadway Emergencies (FHWA-NHI-133048A 

addresses institutional and technical aspects of resolving traffic incidents and 

roadway emergencies safely and efficiently; 

□ Managing Travel for Planned Special Events (FHWA-NHI-133099) guides 

practitioners through all phases of managing travel for planned events using a 

local event scenario; and 

□ Using the Incident Command System (ICS) at Highway Incidents (FHWA-NHI133101) presents an overview of ICS, its structure, and how it expands and 

10
contracts to meet the demands of an incident while maintaining a manageable 

span of control for people managing resources on-scene. 

• I-95 Corridor Coalition's Quick Clearance Toolkit4 is designed for use by 

multiple disciplines, including law enforcement, fire and rescue, emergency 

communications, transportation, towing and recovery, traffic reporting media, 

and other agencies or companies and provides policy makers and TIM 

practitioners with handy and ready-to-use tools (i.e., presentations, videos, 

and incident management scenarios and supporting information such as 

sample policies, laws, memoranda of understanding [MOU], or incident 

management plans) to assist them in providing more effective TIM practices 

with a primary emphasis on quick clearance. 

• Incident Commander,

5

sponsored by the National Institute of Justice, is a PCbased software simulation that allows players to fill the role of Incident 

Commander and control various agencies (i.e., law enforcement, fire and 

rescue, EMS, and transportation) when responding to realistic incident 

scenarios that incorporate time delays and resource limitations. 

• Currently under development by the Center for Advanced Transportation 

Technology (CATT) Lab, in partnership with the I-95 Corridor Coalition and 

Forterra Systems Inc., the Virtual Incident Management Training6 program is 

designed to educate and validate incident management techniques and quick 

clearance practices and promote communications, coordination, and 

cooperation using practical, interactive incident scenarios for up to 500 

responders representing law enforcement, fire and rescue, emergency 

communications, transportation, towing and recovery, traffic reporting media, 

and other agencies or companies simultaneously at a variety of locations 

across the I-95 Corridor.

In addition to these more established multidisciplinary training examples, a number of 

jurisdictions facilitate training in multidisciplinary TIM operations through table-top incident 

scenario exercises or full-scale mock incidents. 

The commonality in each case is the focus on multidisciplinary participation in the training at 

both the awareness and hands-on, operational levels. The NTIMC’s Multidisciplinary Core 

Competencies document7

, mentioned previously, supports these and other multidisciplinary 

training efforts by providing a common framework and list of core competencies that all TIM 

responders need to work together efficiently and effectively at traffic incident scenes. 

Continued awareness and cooperation among TIM responders at the operational level will 

facilitate the transfer of the multidisciplinary approach to TIM resource management. As TIM 

responders become more aware of each other’s capabilities, resources, and priorities, 

opportunities for enhanced resource management efficiency and cost effectiveness can be 

more readily identified.

Resulting Benefits 

Demonstrating the impetus for applying a similar approach to TIM resource management, the 

multidisciplinary approach in TIM operations has resulted in substantial and wide-ranging 

benefits. 

11
The benefits of multidisciplinary TIM operations are most often tied to a reduction in overall 

incident duration and reported in monetary terms as a reduction in motorist delay, fuel 

consumption, harmful emissions, and/or secondary incidents involving either other motorists 

or response personnel. To demonstrate the magnitude of benefits realized, Atlanta, Georgia 

reported a reduction in: 

• Average incident durations from 67 to 21 minutes; 

• Vehicle-hours of delay of 7.25 million over one year with an annual cost 

savings of $152,053,180 (2003 dollars); 

• Gasoline and diesel consumption of 5.17 million gallons and 1.66 million 

gallons, respectively, with a related annual cost savings of $10,365,969 

(2003 dollars); 

• Harmful emissions of 2,457 tons, 186 tons, and 186 tons of CO, HC, and 

NOx, respectively, with related annual cost savings of $1,247,985, 

$15,626,587, and $3,368,436 (2003 dollars); and 

• Secondary crashes of 69 percent (from 676 to 210 in one year) and a related 

annual cost savings of $1,611,054 (2003 dollars).8

Similar benefits were reported previously in Maryland. In 2002, Maryland reported a reduction 

in: 

• Average incident duration of 28.6 percent; 

• vehicle-hours of delay of approximately 30 million; 

• Fuel consumption of approximately 5 million gallons of fuel; and 

• Secondary crashes by 377 incidents.9

The magnitude of these benefits, in economic terms, is high. Delay, fuel consumption, and 

harmful emission impacts are derived from per vehicle estimates of occupancy, wages, fuel 

efficiency, and emissions output applied to overall traffic volume estimates. In urban areas 

and along high-traffic routes, a sizeable volume of traffic may be impacted by a single 

incident. Extrapolated for the period of one year, the economic impacts of reducing incident 

duration by just a few minutes become significant. 

The application of the multidisciplinary approach to TIM resource management may also 

contribute to these same areas of benefit by enhancing the overall efficiency and 

effectiveness of TIM operations. Instead, however, this document focuses on the more 

tangible benefits attributable to the most efficient and effective use of resources across all 

responding agencies in combination and incurred directly by public agencies. Economic 

savings are anticipated attributable to: 

1. The utilization of personnel who are best qualified (i.e., capable but not overqualified) for the various tasks (this, in turn, allows alternately skilled 

personnel to focus on other incident management functions), 

12
2. The utilization of appropriate technology capable of supporting various onsite resource tasks, 

3. The utilization of appropriate equipment by function (i.e., use of the least 

costly equipment capable of performing the function), and 

4. A reduction in the overall resources required through reduced redundancy 

across disciplines. 

13
14
3.0 THE MULTIDISCIPLINARY APPROACH IN TIM 

RESOURCE MANAGEMENT 

Under a multidisciplinary approach, efficient and effective traffic incident management (TIM) 

resource management relies upon the utilization of appropriate: 

• Personnel who are best qualified (i.e., capable but not over-qualified) for the 

various tasks. This, in turn, allows alternately skilled personnel to focus on 

other incident management functions. For example, the use of transportation 

personnel to manage traffic at and around the incident scene would relieve 

law enforcement personnel from this duty and allow them to perform other 

tasks for which they are trained (i.e., crash investigation). 

• Equipment by function (i.e., use of the least costly equipment capable of 

performing the function). For example, a higher level of efficiency and equal 

or higher effectiveness may be obtained by using a transportation vehicle 

equipped with an arrow board and additional traffic control devices to protect 

the scene rather than law enforcement or fire and rescue vehicles. 

• Technology capable of supporting various on-site resource tasks. For 

example, use of responsive traffic signal control plans to manage traffic at 

and around the incident scene would relieve law enforcement personnel from 

this duty and allow them to perform other tasks for which they are trained 

(i.e., crash investigation). 

In addition, TIM resource management efficiency and effectiveness relies upon a reduction in 

overall resources required through reduced redundancy across disciplines. 

This chapter describes a general framework for implementing a multidisciplinary TIM 

resource management approach into practice and provides various functional examples of 

opportunities for enhancing TIM resource management efficiency and effectiveness 

throughout the TIM process. In each case, resulting cost savings and efficiencies are 

dependent upon the ability to mobilize alternative personnel, equipment, and technology 

resources in a timely fashion. 

Implementation Framework 

Multidisciplinary TIM resource management, as with multidisciplinary TIM operations, is 

based on an understanding among responders of each others' roles, responsibilities, and 

capabilities. The more closely agencies work together, the more they discover how they can 

mutually accomplish their objectives as they respond to incidents and concurrently enhance 

the efficient and effective use of resources utilized at the incident scene. 

At the most basic level, public agency operations personnel can begin to affect efficient and 

effective resource management on a per-incident basis. Where formal multidisciplinary TIM 

operation plans exist, existing policies and procedures can be reviewed with enhanced TIM 

15
resource management in mind. For example, multidisciplinary responders may consider 

whether: 

• Personnel who are best qualified (i.e., capable but not over-qualified) for the 

various tasks are currently utilized in those roles; 

• The least costly equipment capable of performing the function is currently 

utilized; 

• The use of technology is fully exploited to support various on-site tasks; and

• Any unnecessary duplication in resources is occurring.

If resource-related inefficiencies are identified in current TIM operations, appropriate revisions 

to formal multidisciplinary TIM operation plans, based on enhanced TIM resource 

management, will facilitate direct implementation into practice. 

If these revisions to operations entail extensive policy or procedural changes or involve the 

sharing or exchange of various equipment or technologies, formal multidisciplinary 

agreements (i.e., Memoranda of Understanding or Agreement) may be required to facilitate 

implementation. These actions may require higher-level management and administrative 

support from multiple public agencies, particularly if funding is requested for additional 

equipment or technologies. Public agency management and administrative personnel serve 

to benefit by identifying, promoting, and demonstrating efficient and effective resource 

management within their respective agencies and among government agencies within their 

jurisdictions. 

Similar to the Unified Command concept in TIM operations—where a single point of contact 

is responsible for the overall handling of the incident and decisions regarding specific actions 

by responding agencies are made through consultation with supervisors from other 

responding agencies—a similar structure may be required to facilitate decision making 

among public agencies under a multidisciplinary TIM resource management approach. 

Metropolitan planning organizations (MPOs) may provide a unique opportunity to support a 

broader multi-disciplinary approach to TIM beyond the current focus on operations through 

their distinctive role in facilitating regional planning and programming decisions, providing a 

forum for cooperative decision-making, working towards regional consensus, developing 

regional and institutional agreements, serving as a repository for comprehensive data, etc. 

Nearly 400 MPOs currently exist in the United States (U.S.); concentrated in urban areas with 

populations greater than 50,000. In recent years, MPOs have been encouraged to assume a 

greater and more consistent role in a broader range of activities, including resource 

management and TIM; and have noted that more effort needs to be made to support 

emergency response/management agencies in helping them achieve their goals. 

Functional Examples 

With little practical evidence of enhanced TIM resource management efficiency and 

effectiveness, various hypothetical examples are provided below to demonstrate the potential 

for improvements in TIM resource management through the use of appropriate personnel, 

equipment, and technology for select functions performed during the traffic incident 

16
management process. Functions or tasks that are believed to benefit most from enhanced 

TIM resource management include the following: 

• Motorist assistance, 

• Dispatch and response, 

• Scene protection, 

• Temporary traffic control, 

• Detour management, 

• Firefighting, 

• Minor spill mitigation and cleanup, 

• Crash investigation, 

• Victim relocation, and 

• Vehicle or debris removal. 

Three decision factors support the inclusion of these TIM functions: 

1. Commonalities in responder competencies, identified by the National Traffic 

Incident Management Coalition (NTIMC) and observed in practice, suggest 

that responders from multiple disciplines be trained, to some extent, to 

perform a particular function; 

2. Practice suggests that more than one type of equipment is interchangeably 

used for a particular function, and/or 

3. Technology has been developed specifically to perform a particular function 

currently supported by other resources. 

Specific opportunities to “exchange” higher cost personnel or equipment for lower cost, 

equally effective resources or technology are described for select functional areas below and 

summarized in Table 1. This list is not fully comprehensive; public agencies are encouraged 

to be creative when considering additional opportunities for enhancing TIM resource 

management. 

Table 1. Appropriate Personnel, Equipment, and Technology for Select Functions 

Functions Personnel Equipment Technology 

Motorist 

Assistance 

• Transportation 

(dedicated) 

• Transportation vehicle 

(dedicated) 

Dispatch and 

Response 

• Closed-circuit television 

• Automatic vehicle location/ 

geographic information 

systems 

• Traffic signal priority systems 

17
Functions Personnel Equipment Technology 

Scene Protection • Transportation 

vehicle/arrow board 

• Traffic control devices 

• Portable intrusion alarm 

systems 

Temporary Traffic 

Control 

• Transportation • Transportation 

vehicle/arrow board 

• Traffic control devices 

• Variable message signs 

Detour 

Management 

• Transportation • Transportation 

vehicle/arrow board 

• Traffic control devices 

• Variable message signs 

• Responsive traffic signal 

control systems 

Firefighting • Fire and Rescue 

(major) 

• Law Enforcement/ 

Transportation (minor) 

Minor Spill 

Mitigation and 

Cleanup 

• Transportation • Plugs/plug materials 

• Containment devices 

• Absorbent materials 

Crash 

Investigation 

• Law Enforcement • Total station surveying 

equipment 

• Photogrammetry 

Victim Relocation • Transportation (with 

Law 

Enforcement/Medical 

Examiner consent) 

Vehicle or Debris 

Removal 

• Transportation • Transportation vehicle/push 

bumper 

• Front end loader 

• Dump truck 

• Sweeper 

Motorist Assistance 

Motorist assistance (i.e., replacing a flat tire, performing minor mechanical repairs, providing 

water or gasoline) is most often provided by law enforcement or transportation agencies 

through routine or specially established roving patrols. 

Utilization of Appropriate Personnel

Motorist assistance tasks typically rank low in priority for law enforcement personnel given 

the breadth of their duties related to enforcing and investigating criminal activity. Similarly, 

these tasks may rank low in priority with transportation personnel who are not tasked 

exclusively with performing these functions (i.e., if they are also tasked with performing 

broader maintenance-related activities). Personnel who are dedicated to providing motorist 

assistance (i.e., as a service or courtesy patrol) may provide these services most effectively. 

Law enforcement personnel, who receive specialized training in criminal law, investigatory 

procedures, and the use of firearms, may be underutilized in this capacity. Transportation 

personnel, whose nature and extent of training most closely aligns with the required motorist 

assistance functions, may provide these services most efficiently. 

Utilization of Appropriate Equipment 

Use of standard law enforcement vehicles (i.e., police cruisers) to provide motorist assistance 

may underutilize specialized vehicle features designed to support criminal enforcement, 

18
pursuit, transport, documentation, etc. Conversely, storage capacity limitations may restrict 

the extent motorists assistance services are provided (i.e., provision of gas or water, 

mechanical repair, etc.). Transportation vehicles that are not exclusively dedicated to 

providing motorist assistance services are similarly challenged (i.e., over-equipped to 

respond to broader maintenance-related tasks, but under-equipped to respond to motorist 

assistance needs), but provide several advantages over the use of standard law enforcement 

vehicles. The cost of a fully-equipped transportation maintenance vehicle is typically less than 

that of a fully-equipped law enforcement cruiser. In addition, these vehicles typically provide 

additional storage capacity to allow for greater responsiveness to motorist assistance needs. 

Transportation or law enforcement agencies that provide dedicated motorist assistance (i.e., 

as a service or courtesy patrol) may opt to invest in and operate appropriately sized and 

equipped vehicles designed specifically to support motorist assistance. This strategy would 

enhance the effectiveness of motorist assistance and may reduce overall pubic agency 

equipment costs. 

Dispatch and Response 

The dispatch of appropriate resources to the scene and the expediency with which those 

resources reach the scene are dependent upon a number of factors including the amount and 

accuracy of information relayed to responders regarding the incident circumstances, the 

location and availability of response resources, and the level of traffic congestion and 

availability of alternative access routes. The dispatch of inappropriate resources to the scene 

or any delays encountered in getting those resources to the scene extends the overall 

duration of the incident and results in subsequent inefficiencies in the use of public agency 

resources. 

Utilization of Appropriate Technology 

A number of technologies have been developed and are currently utilized to ensure 

appropriate dispatch and expedient response of resources to the incident scene. Closedcircuit television systems, typically installed and maintained by transportation agencies, can 

support broader dispatch activities for multiple responders if the images are made available 

through common traffic management centers or through less formal image exchange 

arrangements. Access to images of the incident prior to arriving on-scene supports both the 

dispatch of appropriate equipment (i.e., heavy-duty wrecker) and quicker dispatch of 

resources (i.e., instant tow dispatch). Use of automatic vehicle location and geographic 

information system technologies can identify and mobilize resources that are closest in 

proximity to the incident scene, reducing overall travel times. Traffic signal priority systems 

can reduce delay for emergency vehicles along signalized arterials en route to the incident 

scene. 

Scene Protection 

Prior to establishing or as an ongoing supplement to on-scene traffic control, incident 

responders will commonly use their response vehicles upstream of the incident to protect the 

scene from approaching traffic. 

Utilization of Appropriate Equipment 

Fire and rescue vehicles are commonly used to protect the incident scene because of their 

large size and conspicuity. However, a significant cost may be incurred if these specially 

designed and equipped vehicles are struck by an approaching vehicle. 

19
Law enforcement vehicles, equipped with light bars, are also used to protect the scene. Use 

of law enforcement vehicles—if observed early—may illicit a greater cooperation from 

approaching motorists (i.e., reduction in speed, earlier lane change/merge activity, etc.) if 

they suspect the potential for a citation, but because of their smaller size, these vehicles incur 

a greater amount of damage if impacted by an approaching vehicle. 

A higher level of efficiency and equal or higher effectiveness may be achieved by using a 

transportation vehicle, equipped with an arrow board, to protect the scene. The use of an 

arrow board not only provides conspicuity but also actionable direction for approaching 

motorists (i.e., merge left). Transportation vehicles are also often equipped with additional 

traffic control devices (i.e., cones, portable signs) that can be used concurrently to warn and 

guide approaching motorists, reducing the likelihood of an unintended collision with the 

response vehicles. 

Utilization of Appropriate Technology 

Portable intrusion alarm systems provide a technology-based alternative to the use of 

response vehicles for scene protection. Consisting of a sensing mechanism (based on 

infrared, microwave, or pneumatic tube technology) that forms a partial perimeter around the 

incident scene and an audible alarm that warns incident responders if an approaching vehicle 

inappropriately enters the scene, intrusion alarm systems provide effective scene protection 

at a significantly reduced cost (i.e., less than $4,000 per unit) when compared to the cost of 

fire and rescue, law enforcement, or transportation response vehicles. 

Temporary Traffic Control 

The Manual on Uniform Traffic Control Devices (2003)10 defines appropriate standards and 

guidelines for the control (i.e., traffic diversions, tapered lane closures, and upstream warning 

devices to alert approaching traffic of the end of a queue) of traffic for major, intermediate, 

and minor incidents (Chapter 6I). Temporary traffic control serves to move motorists safely 

and expeditiously past or around the incident, to reduce the likelihood of secondary traffic 

crashes, and to preclude unnecessary use of the surrounding local road system. Within 15 

minutes of arrival, responders should establish appropriate temporary traffic controls based 

on estimates of the magnitude and expected time duration of the incident and the expected 

vehicle queue length. 

Utilization of Appropriate Personnel 

Although all responders, regardless of discipline, are trained to provide temporary traffic 

control, the extent of training received differs significantly. For example, law enforcement 

personnel may receive a minimum of 480 hours of academy training focused on offensive 

and defensive tactics, criminal investigation, use of firearms, etc. Traffic control and direction 

procedures typically account for only two hours in the overall curriculum. Fire and rescue 

personnel receive a similar level of traffic control training. By comparison, transportation 

personnel typically receive a minimum of 16 hours of traffic control training, allowing them to 

perform these functions most effectively and efficiently. 

Utilization of Appropriate Equipment 

Transportation agencies provide a second distinct advantage in the provision of temporary 

traffic control. Both law enforcement and fire and rescue vehicles suffer from storage capacity 

constraints. Law enforcement vehicles (i.e., cruisers) are relatively small in size and designed 

for passenger rather than equipment transport. Fire and rescue vehicles are larger, but 

20
provide little excess storage capacity once fully equipped with hoses, pumping systems, 

ladders, axes, ventilators, etc. to support their unique functions. 

Comparatively, transportation vehicles are designed and equipped to directly perform traffic 

control functions in support of routine maintenance activities, construction activities, or 

incidents. Transportation vehicles are typically equipped with an arrow board and traffic 

control devices (i.e., cones, portable signs, etc.). Transportation personnel also have direct 

access to additional traffic control devices not immediately carried on the vehicle. Separate 

trailers carrying additional cones, barrels, static signs, or portable variable or dynamic 

message signs can be requested and appropriately deployed at the incident scene. 

Improvement in the effectiveness and efficiency of temporary traffic control functions, as 

performed by transportation agencies, is highly dependent on the ability to mobilize 

transportation personnel and equipment quickly. 

Detour Management 

When an incident blocks one or more lanes of travel, motorists at or approaching the incident 

scene either voluntarily detour or are directed to alternate routes by incident responders. 

Alternate routes are commonly lower level, parallel roadways (i.e., signalized arterials, 

collectors, etc.) that are not designed to carry the same volume of traffic as the affected 

roadway. As such, traffic flow along the detour must be actively managed to prevent 

excessive delay and/or secondary incidents. 

Utilization of Appropriate Personnel 

Responsibility for establishing and maintaining detour routes typically rests cooperatively with 

law enforcement and transportation agencies. Transportation personnel typically receive a 

minimum of 16 hours of traffic control training, which includes proper procedures for 

establishing detour routes. Law enforcement personnel receive significantly less training in 

traffic control procedures. To maintain traffic flow along the alternate route, law enforcement 

or personnel may provide positive traffic control using officers staged at key locations (i.e., 

intersections) and/or may access fixed, alternate signal timing plans (i.e., to allow increased 

“green time” in the parallel direction) for isolated signalized intersections along the route. 

Utilization of Appropriate Equipment 

Transportation vehicles are typically equipped with an arrow board and traffic control devices 

(i.e., cones, portable signs, etc.). Transportation personnel also have direct access to 

additional traffic control devices not immediately carried on the vehicle. Separate trailers 

carrying additional cones, barrels, static signs, or portable variable or dynamic message 

signs can be requested and appropriately deployed at the incident scene. Use of properly 

deployed traffic control devices, including static and variable or dynamic message signing, 

can release law enforcement personnel tasked with providing advance warning and reducing 

approach speeds, closing critical access points or on-ramps, etc. 

Utilization of Appropriate Technology 

To maintain traffic flow along the alternate route, law enforcement or personnel may provide 

positive traffic control using officers staged at key locations (i.e., intersections) and/or may 

access fixed, alternate signal timing plans (i.e., to allow increased “green time” in the parallel 

direction) for isolated signalized intersections along the route. Depending on the level of 

instrumentation along alternate routes, transportation personnel may be able to access more 

sophisticated traffic signal control systems that are responsive to real-time traffic demand, 

improving overall traffic flow on the roadway network. Use of responsive traffic signal control 

21
systems can release law enforcement personnel tasked with performing positive traffic 

control or signal timing plan adjustments for isolated signalized intersections along the detour 

route. 

Firefighting 

A motor vehicle contains flammable liquids (i.e., gasoline, oil), solid combustibles (i.e., 

upholstery), and multiple potential sources of ignition (i.e., electrical short circuits, fuel 

leakages onto hot exhaust systems). Roughly two-thirds of highway vehicle fires are caused 

by some form of mechanical or electrical failure; with electrical wire, cable insulation, 

flammable or combustible liquid or gas as the first item ignited.11

Utilization of Appropriate Personnel 

Fire and rescue personnel are most highly trained in firefighting capabilities. Through 

classroom instruction and practical training, the recruits study firefighting and suppression 

techniques for a variety of fire types, including flammable liquid and cargo tank fires, and are 

trained in vehicle extrication and rescue, hazardous materials control, and emergency 

medical procedures, including first aid and cardiopulmonary resuscitation (CPR). Both law 

enforcement and transportation personnel are commonly equipped with fire extinguishers to 

manage small-scale fires. If the fire can be fully mitigated through transportation or law 

enforcement personnel response—whoever is first to arrive on-scene—the cost of mobilizing 

fire and rescue personnel and equipment could be saved. 

Minor Spill Mitigation and Cleanup 

Minor spills from motor vehicles are generally petroleum products, and most commonly are 

crank-case engine oil, gasoline, or diesel fuel, but may also include coolants and 

transmission, brake, hydraulic, or other fluids. These may originate from the engine, drive 

train, fuel tanks, wheel assemblies, compressors, air handlers, or any component of the 

vehicle, including tractor and trailer as applicable. With respect to TIM operations, spilled 

motor vehicle fluids intrinsic to the operation of the vehicle are distinguished from hazardous 

cargo or hazardous substance spills. Typically, absorbed vehicle fluids rarely fail Toxicity 

Characteristic Leaching Procedures (TCLP) and thus are usually not hazardous wastes.12

Utilization of Appropriate Personnel 

Fire and rescue and transportation personnel—as well as private towing and recovery, 

contractor, and responsible party personnel—are trained for mitigation and cleanup of small 

spills (i.e., lubricants, fuels). Responders should have Right-to-Know information (Code of 

Federal Regulations, Title 29: Labor § 1910.1200 Hazard Communication)

13 for handling 

these motor vehicle fluids and have completed at least the Awareness level of hazardous 

material training. 

Considering public agency personnel only, transportation personnel may be mobilized more 

efficiently for such a cleanup if fire and rescue personnel are not otherwise required to be on 

the scene. If both are required to be on the scene, the performance of spill mitigation and 

cleanup tasks by transportation personnel would release fire and rescue personnel to focus 

on other tasks for which they are uniquely trained, such as vehicle extrication. 

Utilization of Appropriate Equipment 

Properly equipped responders, regardless of discipline, can take prompt action to stop the 

spill at its source; contain and limit the size of the spill; limit the damage to the pavement 

22
surface; and prevent any flammable material from catching fire, reducing the overall duration 

of the incident. 

Premixed high-absorption polymer/bentonite materials (e.g., Plug N’ DikeTM), that adhere to 

any wet, dry, or uneven surface, are most commonly used by fire and rescue and 

transportation agencies to plug a motor vehicle fluid leak at its source. Pre-cut wooden plugs 

can also be used to mitigate the impacts of a spill. Pails, buckets, kiddy pools, as well as 

hand transfer pumps, can be used to contain and limit the amount of motor vehicle fluids 

reaching the roadway. Booms, socks, topsoil, or other material can be used to contain any 

on-road spilled material through diking or berming. To clean-up motor vehicle fluids that 

reach the roadway, absorbent materials such as granular absorbents or vermiculite, floor 

sweep, peat moss, pads and booms, clay, or topsoil can be used. In limited situations, sand 

can also be used, but generally provides better adhesion (i.e., increased friction) than 

absorption. If immediately available, a light dusting of Portland Cement Concrete provides an 

alternate method for addressing the thin film that may remain after absorbents are used.12

If larger quantities of containment or cleanup materials (i.e., topsoil, peat moss, clay) are 

required, transportation agencies are better equipped to respond efficiently and effectively. 

Crash Investigation 

Law enforcement agencies are typically responsible for crash investigation, documenting all 

pertinent physical evidence and details at the incident scene. Traditional methods for 

capturing this information include the triangulation method and the coordinate or base tape 

method. The triangulation method relies on two stationary points. For each object to be 

documented, two measurements are required: the distance from the object to the first and 

second reference points, respectively. Either a measuring tape or wheel is used to collect the 

measurements. The coordinate or base tape method relies on a base or reference tape that 

is laid through or adjacent to the incident scene and a reference point along this tape. For 

each object to be documented, three measurements are noted: the distance along the base 

tape measured from the reference point, the distance perpendicular from the base tape 

(measures with a second measuring tape or wheel, and the direction of the object from the 

base tape. Traditional crash investigation methods require substantial time and manpower to 

properly investigate serious vehicular crashes and document on-scene data. 

Utilization of Appropriate Technology 

Various types of technology have been demonstrated to dramatically reduce incident duration 

while increasing the quality and quantity of measurements captured. 

Total Station Surveying Equipment (TSSE) uses an infrared electronic distance meter 

combined with a rod-mounted prism to automatically measure horizontal distance to an 

object; a theodolite to measure horizontal angle; and an internal level to measure vertical 

rise. These measurements can be obtained simultaneously and recorded automatically. Early 

demonstration studies of TSSE indicated: 

• a decrease in the crash investigation time of 33 percent, a twofold increase in 

the number of measurements obtained, and a decrease in law enforcement 

manpower required of 50 percent14 and 

23
• a decrease in the crash investigation time of 54 percent, a decrease in 

average incident clearance time of 51 minutes, and a 70 percent increase in 

the number of measurements obtained per hour.15

Photogrammetry, the technique of measuring objects from photographs or digital images, 

provides an alternative to TSSE for crash investigation and reconstruction by law 

enforcement agencies. Close range photogrammetry involves three steps: taking 

photographs, measuring the photographs, and processing the measurements to produce an 

accurate diagram. First, photographs are taken of the incident scene with key and relevant 

objects designated with evidence markers. In order to obtain a three-dimensional 

representation of the scene, these markers must be included in at least three different 

photographs taken at wide angles. One scale measurement must also be taken at the scene; 

normally, an object of known scale is simply placed in the scene. In the office, the pictures 

are imported into specialized software that develops measurements, scale diagrams, and 

computer-generated pictures.16 

Photogrammetry equipment has a lower capital cost than that of TSSE, resulting in either a 

reduction in agency cost or the ability to procure additional units for the same cost. A 

photogrammetry package, including a quality camera, evidence markers, analysis software, 

and a drawing program, can cost $3,000 to $4,000. TSSE, including the instrument and field 

equipment and drawing package, can easily cost upward of $8,600 to $10,000.16 Having 

more crash investigation units available would reduce the response time to the scene of an 

incident, further reducing the resulting delay. 

Victim Relocation 

Traffic incidents involving fatalities—requiring law enforcement investigation and additional 

response by the county medical examiner—often result in extended lane or roadway 

closures. When responding to fatality traffic incidents, it is important to balance the need for 

thorough investigations into the cause of death, with the need to minimize responder 

exposure to danger, minimize risk of secondary incidents involving the motoring public, 

respect the dignity and privacy of the decedent and the decedent’s family, and restore the 

flow of traffic. 

Legislation in several states allows and encourages relocation of the victim out of the 

roadway following the arrival of the medical examiner on-scene to prevent further harm to the 

victim or survivors of the incident, incident responders, and/or the motoring public. In some 

states, such as Tennessee and Texas, the victim is allowed to be relocated by law 

enforcement personnel prior to the arrival of the medical examiner on the scene with 

emergency medical services personnel able to provide certification of death on-site. 

The extent of victim relocation varies; some programs encourage relocation to the morgue or 

other off-site location while some encourage relocation just off the roadway. 

Utilization of Appropriate Personnel 

For victim relocation just off the roadway, transportation personnel—acting only under 

express mutual consent from law enforcement and medical examiner agencies—may provide 

the greatest efficiency. If the victim is still inside of the vehicle, transportation personnel can 

push or tow the vehicle and victim out of the travel lane or off of the shoulder to a nearby 

location that is safer and less visible to passing motorists. If the victim is no longer in the 

vehicle, transportation personnel can remove the deceased to a location well off of the 

24
shoulder. The use of transportation personnel for on-site victim relocation affords law 

enforcement personnel the opportunity to begin the crash investigation process, for which 

they are uniquely trained. For victim relocation to an off-site location some distance from the 

incident scene, the use of private transport and/or towing and recovery contractors may be 

required. Longer transport distances may require accompanying law enforcement personnel 

to preserve the chain of evidence. 

Vehicle and Debris Removal 

Incident-involved vehicles range in size from motorcycles to multi-trailer trucks. Although 

larger, heavier vehicles, and/or vehicles that have become entangled with the roadway 

infrastructure, require specialty response equipment to clear, most vehicles can be 

expeditiously moved from the travel lane or off of the shoulder using push bumper equipped 

response vehicles or standard tow vehicles. 

The resultant debris left in the roadway following an incident is similarly variable, ranging from 

minor involved vehicle appurtenances to entire truckloads of bulk materials (i.e., sand, gravel, 

etc.) or perishable and non-perishable cargo (i.e., livestock, produce, electronics, etc.). 

Utilization of Appropriate Personnel 

Vehicle and debris removal is most often the responsibility of law enforcement or 

transportation personnel, either directly using their own personnel and equipment or through 

the dispatch of private towing and recovery personnel. Personnel from both law enforcement 

and transportation agencies are trained and experienced in the safe use of push bumpers 

and/or towing packages to quickly clear vehicles from the roadway and are trained to be 

cautious when working in moving-traffic environments to provide debris cleanup. Use of 

transportation personnel for vehicle and debris removal would release law enforcement 

personnel to focus on other tasks for which they are uniquely trained, such as crash 

investigation for the current incident, or would allow them to return into service more quickly 

to perform duties elsewhere. 

Utilization of Appropriate Equipment 

Typically, law enforcement and transportation agencies utilize vehicles equipped with push 

bumpers or limited tow capabilities intended to support the quick clearance of vehicles from 

the roadway. Law enforcement vehicles (i.e., cruisers) equipped with push bumpers may be 

more likely to incur damage than transportation vehicles (i.e., medium or heavy duty pickup 

trucks) when removing involved vehicles from the roadway because of size and design 

differences. For debris removal, particularly following cargo spills, transportation agencies are 

uniquely equipped with front end loaders, dump trucks, sweepers, etc., to efficiently and 

effectively remove large quantities of debris from the roadway. 

25
26
4.0 COMMON TIM RESOURCES, FUNCTIONS, 

AND COSTS 

To transition from these hypothetical examples of potential traffic incident management (TIM) 

resource management improvements (achieved through the use of appropriate personnel, 

equipment, and technology) to practical, measurable evidence of cost savings, a clear 

understanding of the common TIM resources, and their respective functions and costs, is 

required. 

Information regarding common TIM resources, functions, and costs was gathered in two 

distinct stages. First, a comprehensive list (i.e., inventory) of common TIM personnel, 

equipment/technology, and supplies/materials resources and their functions was assimilated 

based on information: 

1. Contained in existing incident and emergency management databases, 

2. Published in formal TIM documents, and 

3. Provided by the National Incident Management System (NIMS), Federal 

Emergency Management Agency (FEMA), and others. 

Second, estimated costs for select TIM personnel, equipment/technology, and 

supplies/materials resources were gathered as part of a broader Incident Scenario Survey

(described in more detail in Chapter 5. Potential Efficiency Improvements and Associated 

Cost Savings). Cost information was limited to those TIM resources utilized in response to an 

intermediate level incident occurring on a limited-access, high-speed roadway; involving three 

vehicles blocking two lanes; with a minor gasoline leak and entrapped driver. Various law 

enforcement, fire and rescue, emergency medical services, and transportation personnel 

from eight different highly developed and developing TIM program jurisdictions provided the 

cost information. 

Personnel 

Personnel resources generally comprise operations and supervisory personnel, with various 

noted specializations. Table 2 summarizes common TIM personnel resources, their functions, 

and select costs. 

27
Table 2. Common TIM Personnel Resources, Costs, and Functions 

Personnel 

Estimated Cost 

Scene Protection 

Traffic Control 

Medical Care 

Firefighting/Extrication 

Response Mobilization 

Fuel Leak Mitigation 

Crash Investigation 

VMS/HAR Messages 

Traffic Signal Control 

Public/Media Information 

Vehicle Removal 

Cleanup

Documentation 

Range Mean 

Law Enforcement 

Trooper/Officer $20.00-35.00 $26.75 F F L L F F L L L F F F 

Sergeant $25.00-30.00 $27.50 

Lieutenant $27.00-32.50 $29.75 

Captain/Commander 

Chief/Major 

Fire and Rescue 

Driver/Engineer $27.50 $27.50 F L L F F L F 

Firefighter $26.00-36.81 $31.69 

Lieutenant $31.00-43.57 $37.14 

Captain $35.00-50.00 $42.87 

Battalion Chief $42.00 $42.00 

Deputy Chief 

Assistance Chief 

Chief 

Emergency Medical 

Certified First Responder L F F 

EMT-Basic $30.00 $30.00 

EMT-Intermediate 

EMT-Paramedic $35.00-45.00 $39.63 

Critical Care Paramedic 

Lieutenant $45.00 $45.00 

Captain $53.54 $53.54 

Transportation 

Equipment Operator F F L L L L F F F F F F 

Worker/Technician 

Lead Worker/Technician $18.00 $18.00 

Maintenance Supervisor $17.58-25.50 $21.54 

Service Patrol Operator $20.00-29.00 $24.50 

Traffic Management Center (TMC) 

Operator $30.00 $30.00 

Traffic Signal Operator 

Engineer 

L = Limited capacity, support role F = Full capacity, lead role

28
Resources by Agency 

Public safety agencies—including law enforcement, fire and rescue, and emergency medical 

services—provide a structured rank of personnel ranging from the operations to supervisory 

levels with generally increasing monetary compensation increments. This structured rank 

suggests a breadth in training and capabilities across all personnel levels (i.e., supervisory 

rank personnel are trained in and capable of performing operational level duties). 

Transportation personnel ranks are less evident; with several observed specialized positions 

(i.e., traffic signal operator, TMC operator) whose personnel may or may not be able to 

perform duties outside of their area of expertise. 

Monetary compensation is generally higher for law enforcement, fire and rescue, and 

emergency medical services personnel. Based on the information received from the Incident 

Scenario Survey, law enforcement operations personnel earn from $26.75 per hour at the 

trooper/officer level to $27.50 per hour at the sergeant level, on average. Fire and rescue 

operations personnel earn from $27.50 per hour at the driver/engineer level to $31.69 per 

hour at the firefighter level, on average. Emergency medical services (EMS) operations 

personnel earn from $30.00 per hour at the emergency medical technician (EMT)-basic level 

to $39.63 per hour at the EMT-paramedic level, on average. Supervisory positions in each of 

these agencies have higher monetary compensations; up to $29.75 per hour for a law 

enforcement lieutenant, up to $42.00 per hour for a fire and rescue battalion chief, and up to 

$53.54 per hour for an EMS captain, on average. Transportation operations personnel that 

respond on-scene typically earn from $18.00 per hour at the lead worker/technician level to 

$24.50 per hour at the service patrol operator level, on average. Specialized transportation 

operations personnel were reported to earn higher monetary compensations; up to $30.00 

per hour for a TMC operator. 

Law enforcement and transportation personnel have the greatest breadth of duties across 

common TIM functional areas. Law enforcement personnel often lead efforts to protect the 

scene, close lanes and provide temporary traffic control, mobilize additional response (i.e., 

towing and recovery), investigate the crash, remove the vehicle and clean up any remaining 

debris, and document the incident. Law enforcement personnel are also capable of providing 

initial medical care to injured persons, putting out small fires, modifying vicinity traffic signal 

timings to better accommodate rerouted traffic, and providing traveler information via 

messages posted on variable message signs (VMS) or through media contacts. 

Transportation personnel have a similar breadth in duties, acting in the same or different 

capacities as law enforcement (i.e., leading the effort or providing a support role). Fire and 

rescue and EMS personnel are more focused in the duties that they perform. Fire and rescue 

personnel often lead efforts to protect the scene, fight fires and extricate entrapped victims, 

and respond to hazardous and non-hazardous material spills while EMS personnel focus 

almost exclusively on providing medical care to injured persons. 

Resources by Function 

As noted previously, commonalities in responder competencies, identified by the National 

Traffic Incident Management Coalition and observed in practice, suggests that responders 

from multiple disciplines are trained, to some extent, to perform a particular function. Table 2 

summarizes this phenomenon. With the exception of crash investigation, each of the 

common TIM functional areas can be performed by personnel from multiple agencies, with 

varying degrees of efficiency and effectiveness. Personnel from each agency are capable of 

providing scene protection, initial medical care, and documentation. With the exception of 

EMS personnel, personnel from each agency are capable of providing temporary traffic 

29
control, limited firefighting, and cleanup. Transportation and law enforcement personnel are 

each capable of mobilizing extra response, providing traveler information via VMS or through 

media contacts, modifying traffic signal timings, and removing the vehicle from the roadway. 

Fire and rescue and transportation personnel are each capable of mitigating minor vehicle 

fluid leaks. 

Equipment and Technology 

Equipment and technology resources generally comprise vehicles, appurtenances, and 

stand-alone devices that support TIM functions. Table 3 summarizes common TIM equipment 

and technology resources, their functions, and select costs. 

Table 3. Common TIM Equipment and Technology Resources, Costs, and Functions 

Equipment/Technology 

Estimated Cost Service Life 

Scene Protection 

Traffic Control 

Medical Care 

Firefighting/Extrication 

Response Mobilization 

Fuel Leak Mitigation 

Crash Investigation 

VMS/HAR Messages 

Traffic Signal Control 

Public/Media Information 

Vehicle Removal 

Cleanup 

Documentation 

Range Mean Range Mean 

Law Enforcement 

Motorcycle $25,000 $25,000 4 4 X

Cruiser with Light Bar/Push Bumper $30-48,000 $41,400 3-7 4.2 X X X

Light-Duty Pickup/SUV X X X

Portable Laser Warning System X

Physical Incident Screen X

VMS/HAR X X X

Traffic Cones/Signs $100 $100 20 20 X X

Laptop Computer $1,500 $1,500 3 3 X X

Total Station Surveying Equipment X X

Perspective Grid Investigation System X X

Other Crash Investigation System $3,000 $3,000 5 5 X X

Tape Measure $80 $80 10 10 X X

Camera/Video $5,000 $5,000 10 10 X X

Broom/Blower X

Fire and Rescue 

Light-Duty Pickup/SUV $50,000 $50,000 5-8 6.5 X X

Truck $400-600,000 $500,000 7-10 8.5 X X X 

Engine $350-500,000 $450,000 7-20 14.5 X X X 

Tanker X X X 

Rescue Vehicle $350-800,000 $550,000 7-20 16.2 X X X X 

HAZMAT Vehicle $650,000 $650,000 15 15 X X X X X

Quintuple Pumper $650,000 $650,000 10 10 X X X 

EMS Kit $10,000 $10,000 NA NA X

Hydraulic Tools $18,000 $18,000 NA NA X 

Hand Tools $250 $250 NA NA X X

30
Public/Media Information 

Firefighting/Extrication 

Response Mobilization 

Fuel Leak Mitigation 

Crash Investigation 

VMS/HAR Messages 

Traffic Signal Control 

Scene Protection 

Vehicle Removal 

Equipment/Technology 

Estimated Cost Service Life 

Traffic Control 

Medical Care 

Cleanup 

Documentation 

Range Mean Range Mean 

Traffic Cones/Signs X X

Emergency Medical 

Non-transporting Vehicle $50-75,000 $56,250 5 5 X X

Type I Ambulance (Pickup Chassis) $200-300,000 $237,500 7-10 9 X

Type II Ambulance (Vanbulance) X

Type III Ambulance (Van Chassis) $140,000 $140,000 8 8 X

Medevac X

Transportation 

Pickup with Arrow Board/Push Bumper $20-50,000 $35,240 3-10 5.2 X X X

Fully-equipped Service Patrol Vehicle $75,000 $75,000 4 4 X X X

Tow Truck X

Backhoe/Front End Loader X

Dump Truck X

Empty Box/Livestock Trailer X

Empty Tanker Truck X

Sweeper/Blower X

Physical Incident Screen X

VMS/HAR X X X X

Traffic Cones/Signs X X

Broom/Blower X

Responsive Traffic Signal Systems X X

TMC X X X X X

Resources by Agency 

Law enforcement vehicles used for TIM most commonly include cruisers equipped with a light 

bar and push bumper, although motorcycles may also be used to enhance access to the 

scene when traffic is queued. These vehicles generally provide scene protection and support 

traffic control. Accompanying equipment, carried in the cruisers or an alternate vehicle, 

generally supports temporary traffic control (i.e., traffic cones/signs, VMS), crash investigation 

and documentation (i.e., crash investigation systems, tape measure, camera/video), and 

removal of debris (i.e., broom/blower). 

Fire and rescue agencies typically operate heavy-duty, specially designed vehicles (i.e., fire 

trucks, engines, tankers, rescue vehicles, hazardous material response vehicles, etc.) that 

support unique firefighting/extrication and hazardous material spill response duties. 

Depending on their particular function, these vehicles may be equipped with EMS kits to 

support advanced medical care to injured persons or hydraulic extrication tools. Most 

vehicles carry traffic cones/signs and hand tools (i.e., shovels, picks) to support initial traffic 

control and spill mitigation through diking/berming, respectively. EMS agencies also operate 

31
specially-designed and fully-equipped vehicles (i.e., ambulances) that support initial and 

advanced medical care and transport for injured persons. 

Transportation agencies most commonly operate commercially available medium or heavy 

duty pickup trucks that are retrofitted with additional features, including push bumpers and 

arrow boards, and equipped with traffic cones/signs and hand tools (i.e., broom, shovel) to 

support debris removal. If dedicated to provide motorist assistance, these vehicles may carry 

mechanics tools, gasoline, water, etc. Transportation agencies also have access to a variety 

of heavy-duty equipment used to support maintenance and construction activities, including 

backhoes and front end loaders, dump and tanker trucks, box trailers, sweepers, etc. This 

equipment can be used to support large-scale debris cleanup efforts. Off-site, responsive 

traffic signal systems or a TMC may support efforts to facilitate traffic flow around the incident 

scene. 

Resources by Function 

Fewer commonalities in equipment function are observed between the various TIM response 

agencies. Certain fire and rescue vehicles are equipped to provide advanced medical care, 

similar to EMS vehicles. Both law enforcement and transportation vehicles are often 

equipped with push bumpers for quickly removing vehicles from the travel lanes or shoulder. 

Additionally, law enforcement, fire and rescue, and transportation agencies commonly carry 

various hand tools in their vehicles to support debris removal and cleanup. The most 

pronounced commonality is the use of each agency’s vehicles for scene protection. Varying 

levels of cost may be incurred if these response vehicles (used for scene protection) are 

struck by an approaching vehicle. In generally decreasing order, average replacement costs 

for: fire and rescue vehicles range from $50,000 to $650,000 (average service life of 6.5 to 

16.2 years); EMS vehicles are $50,000 (average service life of 5 years); law enforcement 

vehicles are $41,400 (average service life of 4.2 years); and transportation vehicles range 

from $35,240 to $75,000 (average service life of 4 to 5.2 years). 

Supplies and Materials 

Expendable TIM supplies and materials resources, their functions, and select costs are 

summarized in Table 4. 

32
Table 4. Common TIM Supplies and Materials Resources, Costs, and Functions 

Supplies/Materials 

Estimated Cost 

Scene Protection 

Traffic Control 

Medical Care 

Firefighting/ Extrication 

Response Mobilization 

Fuel Leak Mitigation 

Crash Investigation 

VMS/HAR Messages 

Traffic Signal Control 

Public/Media Information 

Vehicle Removal 

Cleanup

Documentation 

Range Mean 

Law Enforcement 

First Aid Supplies $8 $8 X

Emergency Blanket X

Fire Extinguisher $50 $50 X

Flare/Fusee $20-40 $30 X X

Spray Paint $3-5 $4 X X

Film $6 $6 X X

Fire and Rescue 

First Aid Supplies $9-100 $54.50 X

Emergency Blanket X

Fire Extinguisher X

Flare/Fusee X X

Absorbent Material/Pad $40-50 $47.50 X X

Plugs/Plug Material $25-80 $52.50 X X

Containment Boom $66 $66 X X

Emergency Medical 

First Aid Supplies $40-250 $145 X

Emergency Blanket X

Transportation 

First Aid Supplies X

Emergency Blanket X

Fire Extinguisher X

Flare/Fusee X X

Absorbent Material/Pad $2-20 $11 X X

Plugs/Plug Material X X

Containment Boom X X

Spray Paint X

Resources by Agency 

The expendable supplies and materials utilized by each agency mimic their TIM functional 

duties. Law enforcement personnel commonly carry first aid supplies to support initial medical 

care, fire extinguishers to support minor fire control, and flares/fusees to support temporary 

traffic control. Additionally, law enforcement personnel carry spray paint and film to support 

crash investigation and documentation. Fire and rescue personnel also carry first aid 

supplies, fire extinguishers, and flares/fusees, but also carry absorbent material/pad, 

plugs/plug material, and containment booms to support efforts to mitigate small vehicle fluid 

spills. Based on their singular focus on providing medical care, emergency medical services 

33
carry a greater selection and quantity of first aid supplies. Similar to fire and rescue 

personnel, transportation personnel carry first aid supplies, fire extinguishers, and 

flares/fusees, but also carry absorbent material/pad, plugs/plug material, and containment 

booms to support mitigation of small vehicle fluid spills. 

Resources by Function 

Similar to the commonalities observed for agency personnel and equipment across various 

TIM functional areas, some duplication exists in the expendable supplies and materials 

utilized. Law enforcement, fire and rescue, and transportation personnel each carry first aid 

supplies to support initial medical care; fire extinguishers to support minor fire control; and 

flares/fusees to support temporary traffic control. Emergency medical agencies also carry first 

aid supplies. Fire and rescue and transportation personnel each carry absorbent 

material/pad, plugs/plug material, and containment booms to support efforts to mitigate small 

vehicle fluid spills. Law enforcement and transportation personnel each carry spray paint to 

support documentation efforts. 

34
5.0 POTENTIAL EFFICIENCY IMPROVEMENTS 

AND ASSOCIATED COST SAVINGS 

Building upon the hypothetical examples of traffic incident management (TIM) resource 

management efficiency improvements provided in Chapter 3 and the TIM resource function 

and cost information provided in Chapter 4, a general estimate of efficiency improvements 

and associated cost savings could be derived. Lacking from this estimate, however, would be 

a general indication of the quantity and duration of service/use for respective TIM resources. 

Hence, a comparative Incident Scenario Survey was conducted to identify disaggregate 

resource utilization and costs and refine the overall estimate of associated cost savings 

attributable to TIM resource management efficiency improvements. 

A survey instrument was developed that included a description of a common incident 

scenario set in each jurisdiction’s locale (see Appendix A): 

Figure 1. Incident Scenario Survey 

DATE/TIME: 11:15 AM on Monday 

CONDITIONS: Sunny with mild wind, 72 degrees (F)

LOCATION: <East/West/North/South> bound lanes of <Interstate 

designation>, approximately 100 yards east of the upstream <ramp designation> 

off-ramp 

CIRCUMSTANCES: Vehicle #1 (small sport utility vehicle), 

traveling <east/west/north/south> in the leftmost lane of <Interstate 

designation> abruptly merged right in an attempt to access the <ramp 

designation> off-ramp, sideswiping Vehicle #2 (passenger car) traveling 

<east/west/north/south> in the center lane. Upon impact, Vehicle #2 braked 

abruptly, spun and was hit at a high rate of speed by Vehicle #3 (small pickup 

truck). The three involved vehicles are blocking the two rightmost travel lanes of 

the highway approximately 100 yards east of the upstream off-ramp. Vehicle #2 

has a minor gasoline leak and the driver is trapped with minor injuries. Vehicle 

#1 and Vehicle #3 sustained minor damage but are drivable. The drivers of 

Vehicle #1 and Vehicle #3 are uninjured. Traffic is light and moving past the 

incident at approximately 10 MPH. A backup is slowly building behind the 

blockage. Traffic volumes are expected to increase between noon and 1:00 PM. 

Law enforcement is first to arrive at the scene, followed by fire and rescue and 

EMS and later, transportation. 

35
Survey respondents were provided a list of common resources by discipline (including 

personnel, equipment/technology and supplies/materials) used to manage a highway incident 

and were asked to explicitly list: 

1. Who or what resources would be utilized at the scene (including quantity), 

2. What role or function would be provided (to support later efforts to identify 

alternative resources that could effectively and more efficiently provide the 

same role and function), 

3. How long the resources would be in use, 

4. What was the typical monetary use rate (i.e., personnel salary, equipment 

rental), and 

5. What are the replacement or backfill costs associated with equipment 

damage, supply consumption, or personnel injury (see Appendix B). 

The survey was distributed to law enforcement, fire and rescue, emergency medical, and 

transportation personnel in 11 jurisdictions; 5 with highly developed TIM programs and 6 with 

developing TIM programs identified through the Federal Highway Administration’s (FHWA) 

TIM Self-assessment Program with a focus on past operational performance. Invited and 

participating jurisdictions and agencies are summarized in Table 5. In all, 20 completed 

surveys were received: –six from law enforcement personnel, –five from fire and rescue 

personnel, –three from EMS personnel, and six transportation personnel. Only two 

jurisdictions provided complete responses from each of the four agencies—Northern Virginia 

and Chattanooga, Tennessee. 

Table 5. Invited and Participating Incident Scenario Survey TIM Jurisdictions and Agencies 

LAW ENFORCEMENT FIRE AND 

RESCUE 

EMERGENCY 

MEDICAL TRANSPORTATION 

HIGHLY DEVELOPED 

Ft. Lauderdale, Florida x x 

Baltimore, Maryland 

Minneapolis, Minnesota x 

Northern Virginia x x x x 

Seattle, Washington 

DEVELOPING 

Little Rock, Arkansas x x 

Salem, New Hampshire x x x 

Albuquerque, New Mexico x 

Oklahoma City, Oklahoma x x x 

Scranton, Pennsylvania 

Chattanooga, Tennessee x x x x 

Results from the Incident Scenario Survey are detailed in Tables 6 and 7 (personnel 

utilization and costs), Tables 8 and 9 (equipment and technology utilization and costs), and 

Tables 10 and 11 (supplies and materials utilization and costs) for highly developed and 

developing TIM programs, respectively. The observed variability in responses within similar 

36
37

groups (i.e., highly developed and developing TIM programs) and between these same 

groups as well as observed opportunities for improvements to TIM resource management are 

described below. 

Perhaps one could conclude from the stakeholders that responded and the data provided that 

the requested information may not be readily available or tracked by all the agencies. Further 

investigation on availability of the necessary data as well as how to collect this information 

without creating an undue burden on the responding agencies may be in order since the 

results received support potential resource leveling. 

Observed Variability in TIM Resource Utilization and Costs 

At the onset of this investigation, it was assumed that the greatest efficiencies in TIM 

resource management would be observed in highly developed TIM programs as a result of 

well-established cooperative and collaborative working relationships among response 

agencies and well-honed incident response procedures. However, this distinction between 

highly developed and developing TIM programs was not observed. Instead, significant 

variability in the quantity and nature of TIM resources utilized in response to a common 

incident scenario was observed irrespective of the stage of TIM program development. 

Incident Duration 

As a rudimentary “control” measure, survey respondents were asked to estimate, based on 

their experience, how long it would take to clear this incident (i.e., from the time of occurrence 

to the time all lanes are reopened and normal traffic flow resumes). Similar estimates of 

incident duration, combined with varying levels or types of TIM resources, suggest 

opportunities for resource management efficiency improvements. 
Table 6. TIM Personnel Utilization and Costs – Highly Developed TIM Programs 

PERSONNEL 

FT. LAUDERDALE, FLORIDA MINNEAPOLIS, MINNESOTA NORTH

Cost 

($/hr) Tasks/ Function 

Time 

(min) 

Cost 

($/hr) Tasks/ Function 

Time 

(min) 

Cost 

($/hr) Tas

Law Enforcement Trooper/Officer (1) $35.00 Scene p

Medical ResponTraffic cCrash in

Trooper/Officer (2) $35.00 Traffic c

Crash inVehicle/

Fire and Rescue Driver/Engineer (1) Driver/Engineer (2) 

$27.50 Scene protection 20 

Firefighting/extrication 10 Fuel leak mitigation 10 Debris removal 10 

Firefighter (1) Firefighter (2) Firefighter (3) 

$30.00 Medical care 20 $36.81 Scene p

FirefightMedical 

Firefighting/extrication 10 Fuel lea

Firefighter (4) Firefighter (5) Firefighter (6) 

Fuel leak mitigation 10 $36.81 ExtricatiDebris removal 10 

Firefighter (7) Firefighter (8) Firefighter (9) 

$36.81 Extricati

Lieutenant (1) Lieutenant (2) 

$31.00 Medical care 20 $43.57 Extricati

Firefighting/extrication 10 Documentation 20 

38
FT. LAUDERDALE, FLORIDA MINNEAPOLIS, MINNESOTA NORTH

PERSONNEL Cost Time Cost Time Cost 

Tasks/ Function Tasks/ Function Tas

($/hr) (min) ($/hr) (min) ($/hr) 

Captain (1) $35.00 Scene protection 20 $48.47 Scene p

Firefighting/extrication 10 Docume

Captain (2) Fuel leak mitigation 10 $48.47 Extricati

Debris removal 10 Medical care 10 Documentation 5 

Captain (3) $48.47 ICS/NIMBattalion Chief NA ICS/NIMEmergency Medical EMT-Paramedic (1) EMT-Paramedic (2) 

$38.89 Scene p

Medical Docume

Captain $53.54 ICS/NIMTransportation Maintenance Supervisor $17.58 Documentation 30 Service Patrol Operator $20.00 Scene protection 45 $29.00 Scene p

Vehicle/debris removal 15 Traffic c

TMC Operator $30.00 VMS/HATraffic Signal Operator NA Traffic s

39
Table 7. TIM Personnel Utilization and Costs – Developing TIM Programs 

PERSONNEL 

LITTLE ROCK, ARKANSAS SALEM, NEW HAMPSHIRE ALBUQUERQ

Cost 

($/hr) Tasks/ Function 

Time 

(min) 

Cost 

($/hr) Tasks/ Function 

Time 

(min) 

Cost 

($/hr) Task

Law Enforcement Trooper/Officer (1) $25.00 Medical care 30 $27.00 Scene protection 60 $20.00 Scene p

Traffic control Medical 

Crash investigation Crash investigation Traffic cDocumentation Documentation Crash in

Public/media information 

Docume

Trooper/Officer (2) $25.00 Scene protection 30 $20.00 Scene p

Medical 

Traffic Control Traffic cDocumentation Crash in

Docume

Trooper/Officer (3) $20.00 Scene p

Medical Traffic cCrash inDocume

Sergeant $30.00 Scene protection NA $25.00 Supervis

Public/media information 

10 

Supervision 20 

Lieutenant $27.00 SupervisFire and Rescue Firefighter (1) Firefighter (2) 

$30.00 Scene protection 30 

Firefighting Fuel leak mitigation 

Firefighter (3) Firefighter (4) 

$30.00 Extrication 30 

Medical care 

Lieutenant $40.00 Scene protection 30 

Firefighting/extrication Fuel leak mitigation 

40
LITTLE ROCK, ARKANSAS SALEM, NEW HAMPSHIRE ALBUQUERQ

PERSONNEL Cost Time Cost Time Cost 

Tasks/ Function Tasks/ Function Task

($/hr) (min) ($/hr) (min) ($/hr) 

Captain $50.00 ICS/NIMS 30 Emergency Medical EMT-Basic (1) EMT-Basic (2) 

$30.00 Medical care 60 

EMT-Paramedic $35.00 Medical care 30 Lieutenant $45.00 Medical care 60 Transportation 

No on-scene transportation response 

PERSONNEL 

OKLAHOMA CITY, OKLAHOMA CHATTANOOGA, TENNESSEE 

Cost 

($/hr) Tasks/ Function 

Time 

(min) 

Cost 

($/hr) Tasks/ Function 

Time 

(min) 

Law Enforcement Trooper/Officer (1) $29.70 Scene protection 60 $32.00 Response mobilization 5 

Traffic control 10 Crash investigation 15 Crash investigation 45 Documentation 10 

Trooper/Officer (2) $29.70 Scene protection 60 

Traffic control 30 Vehicle/debris removal 10 

Lieutenant $32.50 Scene protection 60 

Traffic control 20 Documentation 20 

Fire and Rescue Firefighter (1) $26.00 Medical care 20 $30.00 Medical care 15 Firefighter (2) $34.00 Medical care 15 Firefighter (3) Extrication 15 $35.00 Scene protection 15 Firefighter (4) Fuel leak mitigation 10 Firefighter (5) Firefighter (6) Lieutenant (1) $34.00 Firefighting/extrication 45 Lieutenant (2) 

41
OKLAHOMA CITY, OKLAHOMA CHATTANOOGA, TENNESSEE 

PERSONNEL Cost Time Cost Time 

Tasks/ Function Tasks/ Function ($/hr) (min) ($/hr) (min) 

Lieutenant (3) Documentation 45 Lieutenant (4) Lieutenant (5) Captain (1) $38.00 Scene protection 45 $52.00 Medical care 15 

Documentation 10 

Captain (2) Supervision 45 Captain (3) Battalion Chief $42.00 ICS/NIMS 45 

Documentation 45 

Emergency Medical EMT-Paramedic (1) $45.00 Medical care 10 EMT-Paramedic (2) Transportation Lead Worker/Technician $18.00 Scene protection 60 Maintenance Supervisor $25.50 Supervision 60 Service Patrol Operator (1) NA Scene protection 30 

Traffic control VMS/HAR messages 

Service Patrol Operator (2) NA Traffic control 

Vehicle/debris removal 

30 

42
 Table 8. TIM Equipment and Technology Utilization and Costs – Highly Developed TIM Programs 

EQUIPMENT/ 

TECHNOLOGY 

FT. LAUDERDALE, FLORIDA MINNEAPOLIS, MINNESOTA 

Cost ($) Life (yrs) Tasks/ Function Time (min) Cost ($) Life (yrs) Tasks/ Function Time (min) Cost ($) 

Law Enforcement Cruiser with Light Bar/Push Bumper (1) 

$36,000 3 

Cruiser with Light Bar/Push Bumper (2) 

$36,000 3 

Tape Measure NA NFire and Rescue Truck $400,000-

$600,000 

7

Engine (1) NA NA Scene protection 40 $350,000 7

Firefighting/extrication 10 Fuel Leak Mitigation 10 Debris removal 10 

Engine (2) Documentation 5 Rescue Vehicle (1) NA NA Medical care 20 $400,000-

$600,000 

7

Extrication 10 

Rescue Vehicle (2) Documentation 20 Hydraulic Tools NA NA Extrication 10 Traffic Cones/Signs NA NA Scene protection 10 

Traffic control 

Emergency Medical Non-transporting Vehicle 

$50,000-

$75,000 

N

Type I Ambulance (Pickup Chassis) 

$250,000-$300,000 

7

43
FT. LAUDERDALE, FLORIDA MINNEAPOLIS, MINNESOTA 

EQUIPMENT/ 

Life Time Life Time 

TECHNOLOGY Cost ($) Tasks/ Function Cost ($) Tasks/ Function Cost ($) 

(yrs) (min) (yrs) 

(min) 

Transportation Pickup with Arrow Board/Push Bumper 

$21,200 10 Documentation 30 $50,000 3 Scene protection 45 $40,000 3 

VMS/HAR NA NA VMS/HAR messages NA Traffic Cones/Signs NA NBroom NA NA Debris removal NA TMC NA NA NA NA 

Table 9. TIM Equipment and Technology Utilization and Costs – Developing TIM Programs 

EQUIPMENT/ 

TECHNOLOGY 

LITTLE ROCK, ARKANSAS SALEM, NEW HAMPSHIRE ALB

Cost ($) Life (yrs) Tasks/ Function Time (min) Cost ($) Life (yrs) Tasks/ Function Time (min) Cost ($) 

Law Enforcement Motorcycle (1) Motorcycle (2) 

$25,000 4 

Cruiser with Light Bar/Push Bumper (1) 

$45,000 4 Scene protection 10 NA NA Scene protection 60 $30,000 7 

Traffic control Traffic control Vehicle/debris removal 

Cruiser with Light Bar/Push Bumper (2) Cruiser with Light Bar/Push Bumper (3) Laptop Computer $1,500 3 Crash investigation 30 Other Crash Investigation System 

$3,000 5 

Traffic Cones/Signs NA NFire and Rescue Light-Duty Pickup/SUV $50,000 5 ICS/NIMS 30 Engine $500,000 20 Scene protection 30 

Firefighting Fuel leak mitigation 

Rescue Vehicle $350,000 20 Extrication 30 

Medical care 

44
EQUIPMENT/ 

TECHNOLOGY 

LITTLE ROCK, ARKANSAS SALEM, NEW HAMPSHIRE ALB

Cost ($) Tasks/ Function Time (min) Cost ($) Life (yrs) Tasks/ Function Time (min) Cost ($) 

Life 

(yrs) 

Emergency Medical Non-transporting Vehicle 

$50,000 5 Medical care 30 

Type I Ambulance (Pickup Chassis) 

$200,000 10 Medical care 60 

Transport 

Transportation 

No on-scene transportation response 

EQUIPMENT/ 

TECHNOLOGY 

OKLAHOMA CITY, OKLAHOMA CHATTANOOGA, TENNESSEE 

Cost ($) Life (yrs) Tasks/ Function Time (min) Cost ($) Life (yrs) Tasks/ Function Time (min) 

Law Enforcement Cruiser with Light Bar/Push Bumper 

$48,000 3 Scene protection 60 $48,000 4 Scene protection 30 

Traffic control 60 

Traffic Cones/Signs $100 20 Scene protection 60 

Traffic control 60 

Tape Measure $80 10 Crash investigation 10 Camera/Video $5,000 10 Documentation 45 Fire and Rescue Light-Duty Pickup/SUV 

$50,000 8 ICS/NIMS 45 

Engine $500,000 15 Scene protection 40 

Medical care 25 

Rescue Vehicle $800,000 20 Scene protection 15 

Extrication 45 

HAZMAT Vehicle $650,000 15 Fuel leak mitigation 20 Quintuple Pumper $650,000 10 Scene protection 15 EMS Kit $10,000 NA Medical care NA Hydraulic Tools $18,000 NA Extrication 45 Hand Tools $250 NA Fuel leak mitigation NA 

45
OKLAHOMA CITY, OKLAHOMA CHATTANOOGA, TENNESSEE 

Cost ($) Life (yrs) Tasks/ Function Time (min) EQUIPMENT/ TECHNOLOGY Life (yrs) Tasks/ Function Time (min) Cost ($) 

Emergency Medical Type III Ambulance (Van Chassis) 

$140,000 8 Medical care 10 

Transportation Pickup with Arrow Board/Push Bumper (1) 

$20,000 6 Scene protection 60 $45,000 4 Traffic control 30 

Vehicle/debris removal 

Pickup with Arrow Board/Push Bumper (2) 

Traffic control 

Fully-equipped Service Patrol Vehicle 

$75,000 4 Scene protection 30 

Traffic control VMS/HAR messages 

TMC NA NA Public/media 

information 

45 

46
Table 10. TIM Supplies and Materials Utilization and Costs – Highly Developed TIM Programs 

SUPPLIES/MATERIALS 

FT. LAUDERDALE, FLORIDA MINNEAPOLIS, MINNESOTA NORTH

Quantity 

(units) 

Cost 

($/unit) Tasks/ Function Quantity (units) Cost ($/unit) Tasks/ Function Quantity (units) Cost ($/unit) 

Law Enforcement First Aid Supplies 4 $2.00 Spray Paint NA $3.00 Film NA $6.00 Fire and Rescue First Aid Supplies 1 NA Medical care NA NA Emergency Blanket 1 NA Medical care Flare/Fusee 5-7 NA Absorbent Material/Pad 2-4 NA Fuel leak mitigation 2 $20.00-

$25.00 

Plugs/Plug Material 1 NA Fuel leak mitigation Emergency Medical First Aid Supplies NA NA Transportation Absorbent Material/Pad 1 $2.00 Fuel leak mitigation 5 NA 

Table 11. TIM Supplies and Materials Utilization and Costs – Developing TIM Programs 

SUPPLIES/MATERIALS LITTLE ROCK, ARKANSAS SALEM, NEW HAMPSHIRE ALBUQUERQ

Quantity 

(units) 

Cost 

($/unit) 

Tasks/ Function Quantity 

(units) 

Cost 

($/unit) 

Tasks/ Function Quantity 

(units) 

Cost 

($/unit) 

Law Enforcement Fire Extinguisher NA NA Firefighting Flare/Fusee 1 $20.00 Traffic control Fire and Rescue First Aid Supplies NA $100.00 Medical care Absorbent Material/Pad NA $50.00 Fuel leak mitigation Plugs/Plug Material NA $25.00 Fuel leak mitigation Emergency Medical First Aid Supplies NA $250.00 Medical care 

47
48

SUPPLIES/MATERIALS LITTLE ROCK, ARKANSAS SALEM, NEW HAMPSHIRE ALBUQUERQ

Quantity 

(units) 

Cost 

($/unit) 

Tasks/ Function Quantity 

(units) 

Cost 

($/unit) 

Tasks/ Function Quantity 

(units) 

Cost 

($/unit) 

Transportation 

No on-scene transportation response 

SUPPLIES/MATERIALS OKLAHOMA CITY, OKLAHOMA CHATTANOOGA, TENNESSEE 

Quantity 

(units) 

Cost 

($/unit) 

Tasks/ Function Quantity 

(units) 

Cost 

($/unit) 

Tasks/ Function 

Law Enforcement Fire Extinguisher 2 $25.00 Firefighting Flare/Fusee 20 $2.00 Traffic control Spray Paint 1 $5.00 Crash investigation Fire and Rescue First Aid Supplies 2 $4.50 Medical care Plugs/Plug Material 1 $80.00 Fuel leak mitigation Containment Boom 1 $66.00 Fuel leak mitigation Emergency Medical First Aid Supplies 8 $5.00 Medical care Transportation Absorbent Material/Pad 2 $10.00 Fuel leak mitigation 1 $8.00 Fuel leak mitigation 
Incident duration estimates from highly developed TIM programs ranged from 45 to 90 

minutes, with an average reported duration of 64 minutes (see Table 12). Comparatively, 

incident duration estimates from developing TIM programs ranged from 40 to 180 minutes, 

with an average reported duration of 66 minutes (see Table 13). The excessive 180 minute 

incident duration was reportedly attributable to a gasoline leak; involved vehicles could be 

moved from the travel lane within 40 minutes. Transportation personnel from two jurisdictions 

estimated the incident duration to be between 90 and 120 minutes. With some consistency, 

however, 12 of the 15 (80 percent) jurisdictions (with highly developed and developing TIM 

programs) responding to this question estimated the incident duration to be between 40 and 

60 minutes. 

Table 12. Estimated Incident Duration – Highly Developed TIM Programs 

FT. LAUDERDALE, 

FLORIDA 

MINNEAPOLIS, 

MINNESOTA 

NORTHERN 

VIRGINIA 

Law Enforcement 60 minutes 

Fire and Rescue NA NA 

Emergency Medical NA 

Transportation 90 minutes 45 minutes 60 minutes 

Table 13. Estimated Incident Duration – Developing TIM Programs 

LITTLE ROCK, 

ARKANSAS 

SALEM, 

NEW 

ALBUQUERQU

E, 

OKLAHOMA 

CITY, 

CHATTANOOGA,

TENNESSEE 

Law Enforcement 60 minutes 60 minutes 40-180 minutes NA 40 minutes 

Fire and Rescue 45 minutes 45 minutes 40 minutes 

Emergency Medical NA 40-60 minutes 

Transportation 90-120 minutes 60 minutes 40 minutes 

Personnel 

Significant variability in the number of personnel responding from each public agency was 

observed (see Tables 14 and 15). The most significant variability was observed for fire and 

rescue personnel. Highly developed TIM programs reported sending between 12 and 14 fire 

personnel to the incident scene, commonly with three firefighters and one supervisory captain 

or lieutenant per vehicle. Developing programs reported sending as few as four fire and 

rescue personnel; three firefighters and a supervisory captain. Law enforcement agencies 

demonstrated similar variability. Developing TIM programs reported sending as few as a 

single trooper/officer to the scene and as many as three troopers/officers and a supervisory 

captain and lieutenant. Response by EMS and transportation agencies was more consistent, 

ranging from two to four EMS personnel and zero to three transportation personnel for both 

highly developed and developing TIM programs. 

Considering the two jurisdictions that provided survey responses from each agency (i.e., law 

enforcement, fire and rescue, emergency medical services, and transportation), Northern 

Virginia (highly developed TIM program) would involve a total of 22 personnel in the response 

to this incident while Chattanooga, Tennessee would involve a total of nine personnel. 

Despite the difference in reported response levels, Northern Virginia and Chattanooga, 

Tennessee estimated incident durations of 60 minutes and 40 to 60 minutes, respectively. 

49
Table 14. Number of Reported Response Personnel – Highly Developed TIM Programs 

FT. LAUDERDALE, 

FLORIDA 

MINNEAPOLIS, 

MINNESOTA 

NORTHERN 

VIRGINIA 

Law Enforcement 2 

Fire and Rescue 12 14 

Emergency Medical 3 

Transportation 1 1 3 

Total 22 

Table 15. Number of Reported Response Personnel – Developing TIM Programs 

LITTLE ROCK, 

ARKANSAS 

SALEM, 

NEW HAMPSHIRE 

ALBUQUERQUE,

NEW MEXICO 

OKLAHOMA CITY, 

OKLAHOMA 

CHATTANOOGA, 

TENNESSEE 

Law Enforcement 3 1 5 3 1 

Fire and Rescue 6 15 4 

Emergency Medical 4 2 

Transportation 0 2 2 

Total 9 

The reported tasks and functions performed by each of these personnel are relatively 

consistent between TIM programs and are consistent with expectations, demonstrating 

commonalities and overlap in the duties performed by select agency personnel (i.e., law 

enforcement and transportation personnel both report performing traffic control). 

Equipment and Technology 

Considering equipment and technology utilized for incident response, the number of 

response vehicles is closely related to the number of personnel responding from each public 

agency (see Tables 15 and 16). The most significant variability was again observed for fire 

and rescue and law enforcement personnel. Developing TIM programs commonly reported 

sending a single police cruiser to the scene; however, one jurisdiction reported sending up to 

three police cruiser and two motorcycles to the scene. Fire and rescue agencies from both 

highly developed and developing TIM programs reported sending three or four total vehicles 

to the scene, although Chattanooga, Tennessee reported sending only a single, specialized 

quintuple combination pumper to the scene. Response by EMS and transportation agencies 

was more consistent, ranging from one to two EMS vehicles and zero to two transportation 

vehicles for both highly developed and developing TIM programs. 

Considering the two jurisdictions that provided survey responses from each agency, Northern 

Virginia reported dispatching a total of eight vehicles to this incident while Chattanooga, 

Tennessee reported dispatching a total of five vehicles. Again, both Northern Virginia and 

Chattanooga, Tennessee estimated comparable incident durations. 

Reported use of other equipment and technology was varied. Four of the six responding law 

enforcement agencies reported using conventional equipment (i.e., tape measure, 

camera/video) to support crash investigation; only Albuquerque, New Mexico reported using 

a technology- based crash investigation system (given the intermediate nature of this incident 

and the absence of fatalities or serious injuries, the limited reported use of technology-based 

50
crash investigation systems is not surprising). Only two law enforcement agencies reported 

using traffic cones/signs to support temporary traffic control efforts and no law enforcement 

agencies reported using brooms/blowers for debris removal. Similarly, two of five responding 

fire and rescue agencies reported using traffic cones/signs to support temporary traffic control 

efforts and a single fire and rescue agency reported using hand tools (i.e., shovel, pick) for 

spill containment. Surprisingly, only one (out of six) transportation agency reported using 

traffic cones/signs and variable message signs (VMS) for temporary traffic control, although it 

should be noted that Oklahoma City, Oklahoma reported using private contracted traffic 

control services that provide pickups with arrow boards, VMS, and traffic cones/signs when 

dispatched to an incident scene. Two of six responding transportation agencies reported 

utilizing a TMC as part of their incident response. 

Table 16. Number of Reported Response Vehicles – Highly Developed TIM Programs 

FT. LAUDERDALE, 

FLORIDA 

MINNEAPOLIS, 

MINNESOTA 

NORTHERN 

VIRGINIA 

Law Enforcement 2 

Fire and Rescue 4 3 

Emergency Medical 2 

Transportation 1 1 1 

Total 8 

Table 17. Number of Reported Response Vehicles – Developing TIM Programs 

LITTLE ROCK, 

ARKANSAS 

SALEM, 

NEW HAMPSHIRE 

ALBUQUERQUE,

NEW MEXICO 

OKLAHOMA CITY, 

OKLAHOMA 

CHATTANOOGA, 

TENNESSEE 

Law Enforcement 1 1 5 1 1 

Fire and Rescue 3 4 1 

Emergency Medical 2 1 

Transportation 0 2 2 

Total 5 

Again, the reported tasks and functions supported by the various equipment and technologies 

are relatively consistent between TIM programs and are consistent with expectations, 

demonstrating commonalities and overlap in the duties supported by select vehicles and/or 

equipment (i.e., law enforcement, fire and rescue, and transportation vehicles were each 

reported to support scene protection efforts). 

Supplies and Materials 

Similar to observations regarding personnel and equipment/ technology, the expendable 

supplies and materials reportedly utilized by each response agency demonstrate 

commonalities and overlap. Law enforcement (one of six), fire and rescue (four of five), and 

EMS (three of three) survey respondents reported carrying first aid supplies to support initial 

medical care. Law enforcement (two of six) and fire and rescue (one of five) survey 

respondents reported carrying flares/fusees to support temporary traffic control. Fire and 

rescue (three of five) and transportation (four of six) survey respondents reported carrying 

absorbent material/pads to support efforts to mitigate small vehicle fluid spills. 

51
Observed TIM Resource Management Efficiency Improvements and 

Associated Cost Savings 

The variability in reported TIM resource utilization, combined with generally similar estimates 

of incident duration, suggest opportunities for resource management efficiency 

improvements. Revisiting the various hypothetical examples of potential improvements in TIM 

resource management provided in Chapter 3, results from the Incident Scenario Survey are 

used here to confirm and quantify these resource management improvements as reported in 

practice. 

Functions or tasks that relate to the common incident scenario provided to survey 

respondents include the following: 

• Scene protection, 

• Temporary traffic control, 

• Firefighting/extrication, 

• Minor spill mitigation and cleanup, 

• Crash investigation, and 

• Vehicle or debris removal. 

For each of these functions or tasks, the traditional resource-cost method—which multiplies 

the number of resources by the unit cost (actual or estimated)—was used to estimate costs 

associated with personnel, equipment/technology, and supplies/materials where sufficient 

data supports this type of analysis. Unit costs were derived from the information provided by 

each of the individual responding jurisdictions and averaged to control for regional 

differences. Estimated personnel costs reflect the actual in-service time performing the 

various functions or tasks. In several instances, an aggregate service time was provided for 

the performance of multiple functions or tasks (i.e., 30 minutes to provide scene protection, 

traffic control, and vehicle/debris removal) challenging the utility of this data. Estimated 

equipment/technology costs reflect the total monetary exposure to damage (i.e., the quantity 

and value of equipment /technology on-scene), but does not attempt to incorporate the inservice time for the various individual resources. Estimated supplies/materials costs reflect 

the total cost of expendable resources utilized in support of the various functions or tasks. 

These costs were considered per agency or discipline and by jurisdiction, considering 

jurisdictions with highly developed and developing TIM programs separately. 

The limited completeness, consistency, and level of detail of the resource utilization and cost 

information received in the Incident Scenario Survey challenged the certainty with which 

personnel, equipment/technology, and supplies/materials costs could be estimated. Hence, 

the estimates presented here should be considered to be of a general order of magnitude of 

potential per incident costs savings; care should be taken in extrapolating these estimates 

beyond their respective levels of certainty. 

Scene Protection 

For highly developed and developing TIM programs, Tables 18 and 19 summarize the 

estimated TIM resource costs for scene protection, respectively. 

52
53

Table 18. Estimated TIM Resource Costs for Scene Protection – Highly Developed TIM 

Programs 

SCENE 

PROTECTION 

Estimated 

Mean Cost 

FT. LAUDERDALE, FLORIDA MINNEAPOLIS, MINNESOTA NORTHERN 

VIRGINIA 

Time Cost Time Cost Time Cost 

PERSONNEL ($/hr) (min) ($) (min) ($) (min) ($)

Law Enforcement 

Trooper/Officer (1) $26.75 10 $4.46 

Subtotal 10 $4.46 

Fire and Rescue 

Driver/Engineer (1) $27.50 20 $9.17 

Driver/Engineer (2) $27.50 20 $9.17 

Firefighter (1) $31.69 60-90 $31.69-47.54 

Firefighter (2) $31.69 60-90 $31.69-47.54 

Firefighter (3) $31.69 60-90 $31.69-47.54 

Captain (1) $42.87 20 $14.29 1-2 $0.71-1.43 

Captain (2) $42.87 20 $14.29 

Subtotal 80 $46.92 181-272 $95.78-144.05 

Emergency Medical 

EMT-Paramedic (1) $39.63 <60-90 <$39.63-59.45 

EMT-Paramedic (2) $39.63 <60-90 <$39.63-59.45 

Captain $53.54 <60-90 <$53.54-80.31 

Subtotal <180-270 <$132.80-199.21 

Transportation 

Service Patrol Operator (1) $24.50 45 $18.37 15 $6.12 

Subtotal - - 45 $18.37 15 $6.12 

PERSONNEL TOTAL <205-297 <$239.16-353.84 

EQUIPMENT/TECHNOLOGY ($) (min) ($) (min) ($) (min) ($)

Law Enforcement 

Cruiser/Light Bar/Push Bumper (1) $41,400 10 $41,400 

Subtotal 10 $41,400 

Fire and Rescue 

Engine (1) $450,000 40 $450,000 <60 $450,000 

Engine (2) $450,000 40 $450,000 

Subtotal 80 $900,000 <60 $450,000 

Emergency Medical 

Non-transporting Vehicle $56,250 <60-90 $56,250 

Subtotal 

Transportation 

Pickup/Arrow Board/Push Bumper (1) $35,240 45 $35,240 10 $35,240 

Subtotal - - 45 $35,240 10 $35,240 

EQUIPMENT/TECHNOLOGY TOTAL <140-170 $1,032,890 

< indicates that the service time was reported in aggregate for multiple functions 
Table 19. Estimated TIM Resource Costs for Scene Protection – Developing TIM Programs 

SCENE 

PROTECTION 

Estimated 

Mean Cost 

LITTLE ROCK, 

ARKANSAS 

SALEM, 

NEW HAMPSHIRE 

ALBUQUERQUE, 

NEW MEXICO 

OKLAHOMA CITY

OKLAHOMA 

Time Cost Time Cost Time Cost Time Co

PERSONNEL ($/hr) (min) ($) (min) ($) (min) ($) (min) ($) Law Enforcement Trooper/Officer (1) $26.75 <30 <$13.38 <60 <$26.75 180 $80.25 60 $26.75 Trooper/Officer (2) $26.75 180 $80.25 60 $26.75 Trooper/Officer (3) $26.75 180 $80.25 Lieutenant $29.75 60 $29.75 Subtotal <30 <$13.38 <60 <$26.75 540 $240.75 180 $83.25 Fire and Rescue Firefighter (1) $31.69 <30 <$15.85 Firefighter (2) $31.69 <30 <$15.85 Lieutenant (1) $37.14 <30 <$18.57 Captain (1) $42.87 45 $32.15 Subtotal <90 $50.27 45 $32.15 Transportation Lead Worker/Technician $18.00 60 $18.00 Service Patrol Operator (1) $24.50 Subtotal - - 60 $18.00 PERSONNEL TOTAL EQUIPMENT/TECHNOLOGY ($) (min) ($) (min) ($) (min) ($) (min) ($) Law Enforce mentMotorcycle (1) $25,000 <180 $25,000 Motorcycle (2) $25,000 <180 $25,000 Cruiser/Light Bar/Push Bumper (1) $41,400 <10 $41,400 <60 $41,400 <180 $41,400 60 $41,40Cruiser/Light Bar/Push Bumper (2) $41,400 <180 $41,400 Cruiser/Light Bar/Push Bumper (3) $41,400 <180 $41,400 Traffic Cones/Signs $100 <180 $100 60 $100 Subtotal <10 $41,400 <60 $41,400 1,080 $174,300 120 $41,50Fire and Re scueEngine (1) $450,000 <30 $450,000 40 $450,0Rescue Vehicle (1) $550,000 15 $550,0

54
55

SCENE 

PROTECTION 

Estimated 

Mean Cost 

LITTLE ROCK, 

ARKANSAS 

SALEM, 

NEW HAMPSHIRE 

ALBUQUERQUE, 

NEW MEXICO 

OKLAHOMA CITY

OKLAHOMA 

Time Cost Time Cost Time Cost Time Co

Quintuple Pumper $650,000 Subtotal <30 $450,000 55 $1,000Transportation Pickup/Arrow Board/Push Bumper (1) $35,240 <60 $35,24Pickup/Arrow Board/Push Bumper (2) $35,240 <60 $35,24Fully-equipped Service Patrol Vehicle $75,000 Subtotal - - <120 $70,48EQUIPMENT/TECHNOLOGY TOTAL < indicates that the service time was reported in aggregate for multiple functions 
Utilization of Appropriate Equipment 

As reported by survey respondents, one or two fire and rescue vehicles are commonly used 

to protect the incident scene, valued at from $450,000 to $650,000 for a single vehicle and 

from $900,000 to $1,000,000 for two vehicles. The duration of time that these vehicles were 

used in this capacity ranged from 15 to 80 minutes. Similarly, one to five law enforcement 

vehicles were reportedly used for scene protection, valued at $41,400 for a single cruiser to 

$174,200 for three cruisers and two motorcycles. 

Chattanooga, Tennessee provides an example of a more appropriate use of equipment for 

scene protection, relying upon a single law enforcement cruiser and a fully equipment 

transportation service patrol vehicle to provide scene protection each for a duration of 30 

minutes or less. A single fire and rescue vehicle was also reportedly used for scene 

protection, but for a limited duration of 15 minutes. The monetary value of this equipment 

totals $766,400. Comparatively, the monetary value of equipment exposed to potential 

damage in Northern Virginia totals $1,111,980 ($345,580 higher). 

Additional savings attributable to fewer and lower wage personnel assigned to scene 

protection duties can be realized. Personnel costs resulting from scene protection functions in 

Chattanooga, Tennessee totals $20.17. Comparatively, personnel costs for scene protection 

in Northern Virginia totals $133.40 ($113.23 higher). This cost difference may appear minor, 

but when multiplied by the total number of incidents occurring on an annual basis, personnel 

savings may become significant. 

Utilization of Appropriate Technology 

Portable intrusion alarm systems provide a technology-based alternative to the use of 

response vehicles for scene protection at a significantly reduced cost (i.e., less than $4,000 

per unit). None of the survey respondents indicated the use of such a system to provide 

effective scene protection. With the monetary value of equipment used for scene protection 

and exposed to potential damage approaching or exceeding $1,000,000, the costs savings 

through the use of this technology could be significant. 

Reduced Redundancy 

Each of the responding disciplines—law enforcement, fire and rescue, emergency medical, 

and transportation—reported a role in scene protection to varying degrees. One to three law 

enforcement personnel are reportedly tasked with scene protection at a cost ranging from 

$4.46 to $240.75 (a difference of $236.29), depending on the service duration. Similarly, one 

to four fire and rescue personnel are reportedly tasked with scene protection at a cost 

ranging from $7.92 to $144.05 (a difference of $136.13), again depending on the service 

duration. In a single reporting jurisdiction, up to three EMS personnel are also reportedly 

tasked with scene protection at a cost of up to $199.21. Assuming that the minimum staffing 

reported is sufficient (and all additional staffing is redundant), a personnel cost savings of 

$571.63 per incident could be realized. 

A similar reduction in redundancy can be realized when considering equipment and 

technology. One to five law enforcement vehicles are reportedly utilized for scene protection 

at a cost ranging from $41,400 to $174,200 (a difference of $132,800). Similarly, one to two 

fire and rescue vehicles are reportedly utilized for scene protection at a cost ranging from 

$450,000 to $1,000,000 (a difference of $550,000). In a single reporting jurisdiction, one EMS 

vehicle was also reportedly utilized for scene protection at a cost of $56,250. Assuming that 

56
the minimum reported equipment is sufficient (and all additional equipment is redundant), the 

monetary value of equipment exposed to potential damage could be reduced by $739,050 

per incident. 

Temporary Traffic Control 

For highly developed and developing TIM programs, Tables 20 and 21 summarize the 

estimated TIM resource costs for temporary traffic control, respectively. 

Utilization of Appropriate Personnel 

As reported by survey respondents, one to three law enforcement personnel are commonly 

tasked with temporary traffic control at the scene, most often ranging in cost from $13.38 for 

a single trooper/officer providing traffic control for less than 30 minutes to $27.76 for three 

troopers/officers providing traffic control for 10, 20, and 30 minutes respectively (one 

jurisdiction reported using three troopers/officers for a duration of 180 minutes). Reported 

with more consistency, up to two transportation personnel are commonly tasked with 

temporary traffic control at the scene, at a cost of up to $24.50 per incident. In four of the six 

reporting law enforcement agency jurisdictions, transportation agencies had no role in 

supporting traffic control. Conversely, in one of the six reporting transportation agency 

jurisdictions, the law enforcement agency had no role in supporting traffic control. Cost 

savings, resulting from the greater utilization of transportation personnel rather than law 

enforcement personnel to provide temporary traffic control, are difficult to estimate because 

of the varying quality and extent of traffic control services provided. Using monetary 

compensation as the basis, a 60 minute traffic control service duration for law enforcement 

and transportation personnel would average $26.75 and $24.50 ($2.25 lower) per person per 

incident, respectively. 

Utilization of Appropriate Equipment 

One to five law enforcement vehicles are reportedly used for traffic control, valued at $41,400 

for a single cruiser to $174,200 for three cruisers and two motorcycles. The duration of time 

that these vehicles are used in this capacity ranged from less than 10 to 60 minutes. One to 

two transportation vehicles are reportedly used for traffic control, valued at $35,240 for a 

pickup equipped with an arrow board to $110,240 for a pickup equipped with an arrow board 

and a fully-equipped service patrol vehicle. The duration of time that these vehicles are used 

in this capacity ranged from less than 30 to 60 minutes. Note that the value of transportation 

vehicles is generally lower than that of law enforcement vehicles. 

Chattanooga, Tennessee provides an example of appropriate use of equipment for temporary 

traffic control, relying upon a pickup equipped with an arrow board and a fully-equipped 

service patrol vehicle provided by the transportation agency (law enforcement in this 

jurisdiction reportedly had no or only a minor role in traffic control). The monetary value of this 

equipment totals $110,240. Comparatively, the monetary value of equipment exposed to 

potential damage in Northern Virginia totals $118,040 ($7,800 higher). Although this cost 

difference is minor, the distinct advantages that transportation vehicles offer in the provision 

of temporary traffic control should not be overlooked. Transportation vehicles are typically 

equipped with an arrow board and traffic control devices (i.e., cones, portable signs, etc.). 

Transportation personnel also have direct access to additional traffic control devices not 

immediately carried on the vehicle. 

57
58

Table 20. Estimated TIM Resource Costs for Traffic Control – Highly Developed TIM 

Programs 

TRAFFIC 

CONTROL 

Estimated 

Mean Cost 

FT. LAUDERDALE, 

FLORIDA 

MINNEAPOLIS, 

MINNESOTA 

NORTHERN 

VIRGINIA 

Time Cost Time Cost Time Cost 

PERSONNEL ($/hr) (min) ($) (min) ($) (min) ($)

Law Enforcement 

Trooper/Officer (1) $26.75 5 $2.23 

Trooper/Officer (2) $26.75 30 $13.38 

Subtotal 35 $15.61 

Transportation 

Service Patrol Operator (1) $24.50 <15 <$6.13 

Subtotal - - - - <15 <$6.13 

PERSONNEL TOTAL <50 $21.74 

EQUIPMENT/TECHNOLOGY ($) (min) ($) (min) ($) (min) ($)

Law Enforcement 

Cruiser/Light Bar/Push Bumper (1) $41,400 45 $41,400 

Cruiser/Light Bar/Push Bumper (2) $41,400 30 $41,400 

Subtotal 75 $82,800 

Transportation 

Pickup/Arrow Board/Push Bumper (1) $35,240 40 $35,240 

Subtotal - - - - 40 $35,240 

EQUIPMENT/TECHNOLOGY TOTAL 115 $118,040 

< indicates that the service time was reported in aggregate for multiple functions
Table 21. Estimated TIM Resource Costs for Traffic Control – Developing TIM Programs 

TRAFFIC 

CONTROL 

Estimated 

Mean Cost 

LITTLE ROCK, 

ARKANSAS 

SALEM, 

NEW HAMPSHIRE 

ALBUQUERQUE, 

NEW MEXICO 

OKLAHOMA CITY

OKLAHOMA 

Time Cost Time Cost Time Cost Time Co

PERSONNEL ($/hr) (min) ($) (min) ($) (min) ($) (min) ($) Law Enforcement Trooper/Officer (1) $26.75 <30 <$13.38 <60 <$26.75 180 $80.25 10 $4.46 Trooper/Officer (2) $26.75 180 $80.25 30 $13.38 Trooper/Officer (3) $26.75 180 $80.25 Lieutenant $29.75 20 $9.92 Subtotal <30 <$13.38 <60 <$26.75 540 $240.75 60 $27.76 Transportation Service Patrol Operator (1) $24.50 Service Patrol Operator (2) $24.50 Subtotal - - - - PERSONNEL TOTAL EQUIPMENT/TECHNOLOGY ($) (min) ($) (min) ($) (min) ($) (min) ($) Law Enforcement Motorcycle (1) $25,000 <180 $25,000 Motorcycle (2) $25,000 <180 $25,000 Cruiser/Light Bar/Push Bumper (1) $41,400 <10 $41,400 <60 $41,400 <180 $41,400 60 $41,40Cruiser/Light Bar/Push Bumper (2) $41,400 <180 $41,400 Cruiser/Light Bar/Push Bumper (3) $41,400 <180 $41,400 Traffic Cones/Signs $100 60 $100 Subtotal <10 $41,400 <60 $41,400 <900 $174,200 120 $41,50Transportation Pickup/Arrow Board/Push Bumper (1) $35,240 <60 $35,24Pickup/Arrow Board/Push Bumper (2) $35,240 <60 $35,24Fully-equipped Service Patrol Vehicle $75,000 Subtotal - - <120 $70,48

59
60

TRAFFIC 

CONTROL 

Estimated 

Mean Cost 

LITTLE ROCK, 

ARKANSAS 

SALEM, 

NEW HAMPSHIRE 

ALBUQUERQUE, 

NEW MEXICO 

OKLAHOMA CITY

OKLAHOMA 

Time Cost Time Cost Time Cost Time Co

EQUIPMENT/TECHNOLOGY TOTAL SUPPLIES/MATERIALS ($) (min) ($) (min) ($) (min) ($) (min) ($) Law Enforcement Flare/Fusee $30 NA $30 NA $30 Subtotal - - NA $30 - - NA $30 SUPPLIES/MATERIALS TOTAL < indicates that the service time was reported in aggregate for multiple functions 
Separate trailers carrying additional cones, barrels, static signs, or portable variable or 

dynamic message signs can be requested and appropriately deployed at the incident scene. 

Reduced Redundancy 

With respect to temporary traffic control, less redundancy in personnel or 

equipment/technology was generally observed. In some instances, the reported staffing and 

equipment/technology resources appeared, in fact, to be insufficient to ensure adequate 

traffic control. In at least one of the reporting jurisdictions, a single law enforcement 

trooper/officer with a cruiser comprised the traffic control resources. More commonly, a total 

of two to three law enforcement and/or transportation personnel in an equal or lesser number 

of vehicles were assigned to traffic control functions. 

One possible reduction in redundancy relates to the equipment/technology resources 

dedicated to traffic control in Albuquerque, New Mexico. Five law enforcement vehicles (two 

motorcycles and three cruisers) are reportedly utilized for temporary traffic control at a cost of 

$174,200. Assuming a more appropriate set of resources, that may include a single law 

enforcement cruiser and two transportation pickups equipped with arrow boards, the 

monetary value of equipment exposed to potential damage could be reduced to $111,880 (a 

difference of $62,320). 

Firefighting/Extrication 

For highly developed and developing TIM programs, Tables 22 and 23 summarize the 

estimated TIM resource costs for firefighting/extrication, respectively. 

Utilization of Appropriate Personnel 

As reported by survey respondents, fire and rescue personnel were exclusively responsible 

for firefighting and extrication functions in the common incident scenario. Both law 

enforcement and transportation personnel are commonly equipped with fire extinguishers to 

manage small-scale fires (although only two of the six responding law enforcement agencies 

and none of the responding transportation agencies indicated carrying a fire extinguisher), 

but none indicated a role in firefighting for this scenario. If the fire can be fully mitigated 

through transportation or law enforcement personnel response—whoever is first to arrive onscene—the cost of mobilizing fire and rescue personnel and equipment, ranging from $67.52 

to $192.84 in personnel costs per incident and $550,000 to $2,018,000 in the monetary value 

of equipment exposed to potential damage, could be saved. 

Reduced Redundancy 

Fire and rescue response, for the purpose of firefighting and extrication, ranged from five to 

12 personnel at a total cost of $67.52 to $192.84 (a difference of $125.32), depending on 

service duration; and one to four vehicles valued at $550,000 for a single vehicles to a total of 

$2,000,000 for four vehicles (a difference of $1,450,000). Assuming that the minimum staffing 

reported is sufficient (and all additional staffing is redundant) and that the minimum reported 

equipment is sufficient (and all additional equipment is redundant), a personnel cost savings 

of $125.32 per incident could be realized and the monetary value of equipment exposed to 

potential damage could be reduced by $1,450,000 per incident. 

61
62

Table 22. Estimated TIM Resource Costs for Firefighting/Extrication – Highly Developed TIM Programs 

FIREFIGHTING/ EXTRICATION Estimated 

Mean Cost 

FT. LAUDERDALE, 

FLORIDA 

MINNEAPOLIS, 

MINNESOTA 

NORTHERN 

VIRGINIA 

Time Cost Time Cost Time Cost 

PERSONNEL ($/hr) (min) ($) (min) ($) (min) ($)

Fire and Rescue 

Driver/Engineer (1) $27.50 10 $4.58 

Driver/Engineer (2) $27.50 10 $4.58 

Firefighter (1) $31.69 10 $5.28 30-60 $15.85-31.69 

Firefighter (2) $31.69 10 $5.28 30-60 $15.85-31.69 

Firefighter (3) $31.69 10 $5.28 30-60 $15.85-31.69 

Firefighter (4) $31.69 10 $5.28 15-30 $7.92-15.85 

Firefighter (5) $31.69 10 $5.28 15-30 $7.92-15.85 

Firefighter (6) $31.69 10 $5.28 15-30 $7.92-15.85 

Firefighter (7) $31.69 15-30 $7.92-15.85 

Firefighter (8) $31.69 15-30 $7.92-15.85 

Firefighter (9) $31.69 15-30 $7.92-15.85 

Lieutenant (1) $37.14 10 $6.19 1-2 $0.62-1.24 

Lieutenant (2) $37.14 10 $6.19 

Captain (1) $42.87 10 $7.15 1-2 $0.71-1.43 

Captain (2) $42.87 10 $7.15 

Subtotal 120 $67.52 182-364 $96.40-192.84 

PERSONNEL TOTAL 182-364 $96.40-192.84 

EQUIPMENT/TECHNOLOGY ($) (min) ($) (min) ($) (min) ($)

Fire and Rescue 

Truck $500,000 <60 $500,000 

Engine (1) $450,000 10 $450,000 <60 $450,000 

Engine (2) $450,000 10 $450,000 

Rescue Vehicle (1) $550,000 10 $550,000 <60 $550,000 

Rescue Vehicle (2) $550,000 10 $550,000 

Hydraulic Tools $18,000 10 $18,000 

Subtotal 50 $2,018,000 <180 $1,500,000 

EQUIPMENT/TECHNOLOGY TOTAL <180 $1,500,000 

< indicates that the service time was reported in aggregate for multiple functions 
Table 23. Estimated TIM Resource Costs for Firefighting/Extrication – Developing TIM Programs 

FIREFIGHTING/ EXTRICATION Estimated Mean Cost 

LITTLE ROCK, 

ARKANSAS 

SALEM, 

NEW HAMPSHIRE 

ALBUQUERQUE, 

NEW MEXICO 

OKLAHOMA CITY

OKLAHOMA 

Time Cost Time Cost Time Cost Time Co

PERSONNEL ($/hr) (min) ($) (min) ($) (min) ($) (min) ($) Fire and Rescue Driver/Engineer (1) $27.50 15 $6.88 Driver/Engineer (2) $27.50 15 $6.88 Firefighter (1) $31.69 <30 <$15.85 15 $7.92 Firefighter (2) $31.69 <30 <$15.85 15 $7.92 Firefighter (3) $31.69 <30 <$15.85 15 $7.92 Firefighter (4) $31.69 <30 <$15.85 15 $7.92 Lieutenant (1) $37.14 <30 <$18.57 45 $27.86 Lieutenant (2) $37.14 45 $27.86 Lieutenant (3) $37.14 45 $27.86 Lieutenant (4) $37.14 45 $27.86 Lieutenant (5) $37.14 45 $27.86 Subtotal <150 $81.57 315 $184.7PERSONNEL TOTAL EQUIPMENT/TECHNOLOGY ($) (min) ($) (min) ($) (min) ($) (min) ($) Fire and Rescue Engine (1) $450,000 <30 $450,000 Rescue Vehicle (1) $550,000 <30 $550,000 45 $550,0Hydraulic Tools $18,000 45 $18,00Subtotal <60 $1,000,000 90 $568,0EQUIPMENT/TECHNOLOGY TOTAL SUPPLIES/MATERIALS ($) (min) ($) (min) ($) (min) ($) (min) ($) Law Enforcement Fire Extinguisher $50 NA $50 NA $50 Subtotal NA $50 - - - - NA $50 SUPPLIES/MATERIALS TOTAL < indicates that the service time was reported in aggregate for multiple functions 

63
Minor Spill Mitigation and Cleanup 

For highly developed and developing TIM programs, Tables 24 and 25 summarize the 

estimated TIM resource costs for minor spill mitigation and cleanup, respectively. 

Utilization of Appropriate Personnel 

As reported by survey respondents, fire and rescue personnel are exclusively responsible for 

minor spill mitigation and cleanup functions in the common incident scenario. Transportation 

personnel are commonly equipped with plugs/plug materials, containment booms, and 

absorbent materials/pads to stop, contain, and clean up minor vehicle fluid spills (four of the 

six responding transportation agencies indicated carrying these supplies/materials), but none 

indicated a role in spill mitigation for this scenario. If the spill can be fully mitigated through 

transportation agency response, the cost of mobilizing fire and rescue personnel—ranging 

from $31.68 to $55.14 in personnel costs per incident—could be saved. 

Utilization of Appropriate Equipment 

Properly equipped responders, regardless of discipline, can take prompt action to stop the 

spill at its source, to contain and limit the size of the spill, to limit the damage to the pavement 

surface, and to prevent any flammable material from catching fire reducing the overall 

duration of the incident. Three of the five responding fire and rescue agencies reported 

carrying plugs/plug materials to stop the spill and absorbent materials/pads to clean-up motor 

vehicle fluids that reach the roadway. Four of the six responding transportation agencies also 

indicated carrying these supplies and materials. If the spill can be fully mitigated through 

transportation personnel response, the cost of mobilizing fire and rescue equipment—ranging 

from $450,000 to $900,000 in the monetary value of equipment exposed to potential 

damage—could be saved. Comparably, the monetary value of a transportation vehicle 

ranges from $35,240 to $75,000 (a difference of between $375,000 and $864,760). 

Reduced Redundancy 

Fire and rescue response, for the purpose of minor spill mitigation and cleanup, ranged from 

three to ten personnel at a total cost of $31.68 to $55.14 (a difference of $23.46), depending 

on service duration; and one to two vehicles valued at $450,000 for a single vehicle to a total 

of $900,000 for two vehicles (a difference of $450,000). Assuming that the minimum staffing 

reported is sufficient (and all additional staffing is redundant) and that the minimum reported 

equipment is sufficient (and all additional equipment is redundant), a personnel cost savings 

of $23.46 per incident could be realized and the monetary value of equipment exposed to 

potential damage could be reduced by $450,000 per incident. 

Table 24. Estimated TIM Resource Costs for Minor Spill Mitigation – Highly Developed TIM 

Programs 

MINOR SPILL 

MITIGATION 

Estimated 

Mean Cost 

FT. LAUDERDALE, 

FLORIDA 

MINNEAPOLIS, 

MINNESOTA 

NORTHERN 

VIRGINIA 

Time Cost Time Cost Time Cost 

PERSONNEL ($/hr) (min) ($) (min) ($) (min) ($)

Fire and Rescue 

Driver/Engineer (1) $27.50 10 $4.58 

Driver/Engineer (2) $27.50 10 $4.58 

Firefighter (1) $31.69 10 $5.28 

Firefighter (2) $31.69 10 $5.28 

Firefighter (3) $31.69 10 $5.28 

64
65

MINOR SPILL 

MITIGATION 

Estimated 

Mean Cost 

FT. LAUDERDALE, 

FLORIDA 

MINNEAPOLIS, 

MINNESOTA 

NORTHERN 

VIRGINIA 

Time Cost Time Cost Time Cost 

Firefighter (4) $31.69 10 $5.28 

Firefighter (5) $31.69 10 $5.28 

Firefighter (6) $31.69 10 $5.28 

Captain (1) $42.87 10 $7.15 

Captain (2) $42.87 10 $7.15 

Subtotal 1,000 $55.14 - - 

PERSONNEL TOTAL - - 

EQUIPMENT/TECHNOLOGY ($) (min) ($) (min) ($) (min) ($)

Fire and Rescue 

Engine (1) $450,000 10 $450,000 <60 $450,000 

Engine (2) $450,000 10 $450,000 

Subtotal 20 $900,000 <60 $450,000 

EQUIPMENT/TECHNOLOGY TOTAL <60 $450,000 

SUPPLIES/MATERIALS ($) (min) ($) (min) ($) (min) ($)

Fire and Rescue 

Absorbent Material/Pad $47.50 NA $47.50 NA $47.50 

Plugs/Plug Material $52.50 NA $52.50 

Subtotal NA $100 NA $47.50 

Transportation 

Absorbent Material/Pad $11 NA $11 NA $11 

Subtotal - - NA $11 NA $11 

SUPPLIES/MATERIALS TOTAL NA $58.50 

< indicates that the service time was reported in aggregate for multiple functions 
Table 25. Estimated TIM Resource Costs for Minor Spill Mitigation – Developing TIM Programs 

MINOR SPILL 

MITIGATION 

Estimated 

Mean Cost 

LITTLE ROCK, 

ARKANSAS 

SALEM, 

NEW HAMPSHIRE 

ALBUQUERQUE, 

NEW MEXICO 

OKLAHOMA CITY

OKLAHOMA 

Time Cost Time Cost Time Cost Time Co

PERSONNEL ($/hr) (min) ($) (min) ($) (min) ($) (min) ($) Fire and Rescue Firefighter (1) $31.69 <30 <$15.85 10 $5.28 Firefighter (2) $31.69 <30 <$15.85 10 $5.28 Firefighter (3) $31.69 10 $5.28 Firefighter (4) $31.69 10 $5.28 Firefighter (5) $31.69 10 $5.28 Firefighter (6) $31.69 10 $5.28 Lieutenant (1) $37.14 <30 <$18.57 Subtotal <90 $50.27 60 $31.68 PERSONNEL TOTAL EQUIPMENT/TECHNOLOGY ($) (min) ($) (min) ($) (min) ($) (min) ($) Fire and Rescue Engine (1) $450,000 <30 $450,000 HAZMAT Vehicle $650,000 20 $650,0Hand Tools $250 NA $250 Subtotal <30 $450,000 20 $650,2EQUIPMENT/TECHNOLOGY TOTAL SUPPLIES/MATERIALS ($) (min) ($) (min) ($) (min) ($) (min) ($) Fire and Rescue Absorbent Material/Pad $47.50 NA $47.50 Plugs/Plug Material $52.50 NA $52.50 Subtotal NA $100 - - Transport ationAbsorbent Material/Pad $11 NA $11 Subtotal - - NA $11 SUPPLIES/MATERIALS TOTAL 

< indicates that the service time was reported in aggregate for multiple functions 

66
Crash Investigation 

For highly developed and developing TIM programs, Tables 26 and 27 summarize the estimated 

TIM resource costs for crash investigation, respectively. 

Utilization of Appropriate Technology 

Various types of technology have been demonstrated to dramatically reduce incident duration 

while increasing the quality and quantity of measurements captured. Only a single jurisdiction 

reported using technology-based crash investigation systems to support crash investigation duties 

(given the intermediate nature of this incident and the absence of fatalities or serious injuries, the 

limited reported use of technology-base crash investigation systems is not surprising). 

Counterintuitive to the purported benefits of crash investigation systems, this same jurisdiction 

reported the highest utilization of law enforcement personnel (three troopers/officers) and the 

longest duration of investigation (60 minutes) at a cost of $80.25 per incident. The crash 

investigation system (respondents did not specify the type) was estimated to cost $3,000. 

Reduced Redundancy 

Law enforcement personnel were exclusively reported to perform crash investigation duties. As 

reported by survey respondents, one to three troopers/officers were tasked with performing crash 

investigation duties at a total cost of $6.69 to $80.25 (a difference of $73.56), depending on 

service duration, ranging from 15 to 60 minutes. Assuming that the minimum staffing reported is 

sufficient (and all additional staffing is redundant), a personnel cost savings of $73.56 per incident 

could be realized. Again, this cost difference may appear minor, but when multiplied by the total 

number of incidents occurring on an annual basis, personnel saving may become significant. 

Table 26. Estimated TIM Resource Costs for Crash Investigation – Highly Developed TIM 

Programs 

CRASH 

INVESTIGATION 

Estimated 

Mean Cost 

FT. LAUDERDALE, 

FLORIDA 

MINNEAPOLIS, 

MINNESOTA 

NORTHERN 

VIRGINIA 

Time Cost Time Cost Time Cost 

PERSONNEL ($/hr) (min) ($) (min) ($) (min) ($)

Law Enforcement 

Trooper/Officer (1) $26.75 35 $15.60 

Trooper/Officer (2) $26.75 20 $8.92 

Subtotal 55 $24.52 

PERSONNEL TOTAL 55 $24.52 

EQUIPMENT/TECHNOLOGY ($) (min) ($) (min) ($) (min) ($)

Law Enforcement 

Cruiser/Light Bar/Push Bumper (1) $41,400 20 $41,400 

Tape Measure $80 20 $80 

Subtotal 40 $41,480 

EQUIPMENT/TECHNOLOGY TOTAL 40 $41,480 

SUPPLIES/MATERIALS ($) (min) ($) (min) ($) (min) ($)

Law Enforcement 

Spray Paint $4 NA $4 

Film $6 NA $6 

Subtotal NA $10 

SUPPLIES/MATERIALS TOTAL NA $10 

< indicates that the service time was reported in aggregate for multiple functions 

67
Table 27. Estimated TIM Resource Costs for Crash Investigation – Developing TIM Programs 

CRASH 

INVESTIGATION 

Estimated 

Mean Cost 

LITTLE ROCK, 

 ARKANSAS 

SALEM, 

NEW HAMPSHIRE 

ALBUQUERQUE, 

NEW MEXICO 

OKLAHOMA CITY

OKLAHOMA 

Time Cost Time Cost Time Cost Time Co

PERSONNEL ($/hr) (min) ($) (min) ($) (min) ($) (min) ($) Law Enforcement Trooper/Officer (1) $26.75 <30 <$13.38 <60 <$26.75 60 $26.75 45 $20.06 Trooper/Officer (2) $26.75 60 $26.75 Trooper/Officer (3) $26.75 60 $26.75 Subtotal <30 <$13.38 <60 <$26.75 180 $80.25 45 $20.06 PERSONNEL TOTAL EQUIPMENT/TECHNOLOGY ($) (min) ($) (min) ($) (min) ($) (min) ($) Law Enforcement Laptop Computer $1,500 30 $1,500 Other Crash Investigation System $3,000 30 $3,000 Tape Measure $80 10 $80 Subtotal 30 $1,500 - - 30 $3,000 10 $80 EQUIPMENT/TECHNOLOGY TOTAL SUPPLIES/MATERIALS ($) (min) ($) (min) ($) (min) ($) (min) ($) Law Enforcement Spray Paint $4 NA $4 Subtotal - - - - - - NA $4 SUPPLIES/MATERIALS TOTAL < indicates that the service time was reported in aggregate for multiple functions 

68
Vehicle and Debris Removal 

For highly developed and developing TIM programs, Tables 28 and 29 summarize the 

estimated TIM resource costs for vehicle and debris removal, respectively. 

Utilization of Appropriate Personnel 

Consistent with expectations, survey respondents confirmed that vehicle and debris removal 

is most often the responsibility of law enforcement or transportation personnel, either directly 

using their own personnel and equipment or through the dispatch of private towing and 

recovery personnel (one jurisdiction reported utilizing fire and rescue personnel and 

equipment for vehicle/debris removal, but this likely relates to specialized cleanup tasks 

associated with the minor fuel leak and not the broader function of vehicle and debris 

removal). Vehicle/debris removal duties are reportedly performed by a single law 

enforcement trooper/officer for a duration of 10 minutes at a cost of $4.46 per incident or a 

single transportation service patrol operator for a duration of 30 minutes at a cost of $12.25 

per incident. With no intuitive explanation for the difference in in-service durations, cost 

estimates may better be compared using monetary compensation as the basis. A 30-minute 

vehicle/debris removal effort for law enforcement and transportation personnel would average 

$13.38 and $12.25 ($1.13 lower) per incident, respectively. While this cost difference is 

minor, use of transportation personnel for vehicle and debris removal would additionally 

release law enforcement personnel to focus on other tasks for which they are uniquely 

trained, such as crash investigation for the current incident, or would allow them to return into 

service more quickly to perform duties elsewhere. 

Utilization of Appropriate Equipment 

A single law enforcement or transportation vehicle was reportedly utilized to support 

vehicle/debris removal activities for the common incident scenario: a law enforcement cruiser 

with a push bumper valued at $41,400 and a transportation pickup with a push bumper 

valued at $35,240 (a difference of $6,160). In addition to the higher monetary value of 

equipment exposed to potential damage, law enforcement vehicles (i.e., cruisers) equipped 

with push bumpers may be more likely to incur damage than transportation vehicles (i.e., 

medium or heavy duty pickup trucks) when removing involved vehicles from the roadway 

because of size and design differences. 

Reduced Redundancy 

In the four jurisdictions that included survey responses from both law enforcement and 

transportation agencies, three of the jurisdictions reported using a single law enforcement 

trooper/officer for vehicle/debris removal; while the fourth jurisdiction reported using a single 

transportation service patrol officer to provide vehicle/debris removal. No redundancy in 

reported law enforcement/transportation personnel or equipment/technology was observed in 

the survey responses. 

69
70

Table 28. Estimated TIM Resource Costs for Vehicle/Debris Removal – Highly Developed 

TIM Programs 

VEHICLE/DEBRIS 

REMOVAL 

Estimated 

Mean Cost 

FT. LAUDERDALE, FLORIDA MINNEAPOLIS, MINNESOTA NORTHERN VIRGINA 

Time Cost Time Cost Time Cost 

PERSONNEL ($/hr) (min) ($) (min) ($) (min) ($)

Law Enforcement 

Trooper/Officer (1) $26.75 10 $4.46 

Subtotal 10 $4.46 

Fire and Rescue 

Driver/Engineer (1) $27.50 10 $4.58 

Driver/Engineer (2) $27.50 10 $4.58 

Firefighter (1) $31.69 10 $5.28 

Firefighter (2) $31.69 10 $5.28 

Firefighter (3) $31.69 10 $5.28 

Firefighter (4) $31.69 10 $5.28 

Firefighter (5) $31.69 10 $5.28 

Firefighter (6) $31.69 10 $5.28 

Captain (1) $42.87 10 $7.15 

Captain (2) $42.87 10 $7.15 

Subtotal 1,000 $55.14 - - 

Transportation 

Service Patrol Operator (1) $24.50 15 $6.13 

Subtotal - - 15 $6.13 - - 

PERSONNEL TOTAL 10 $4.46 

EQUIPMENT/TECHNOLOGY ($) (min) ($) (min) ($) (min) ($)

Law Enforcement 

Cruiser/Light Bar/Push Bumper (1) $41,400 10 $41,400 

Subtotal 10 $41,400 

Fire and Rescue 

Engine (1) $450,000 10 $450,000 

Engine (2) $450,000 10 $450,000 

Subtotal 20 $900,000 - - 

EQUIPMENT/TECHNOLOGY TOTAL 10 $41,400 

< indicates that the service time was reported in aggregate for multiple functions 
Table 29. Estimated TIM Resource Costs for Vehicle/Debris Removal – Developing TIM Programs 

VEHICLE/DEBRIS 

REMOVAL 

Estimated 

Mean Cost 

LITTLE ROCK, 

ARKANSAS 

SALEM, 

NEW HAMPSHIRE 

ALBUQUERQUE, 

NEW MEXICO 

OKLAHOMA CITY

OKLAHOMA 

Time Cost Time Cost Time Cost Time Co

PERSONNEL ($/hr) (min) ($) (min) ($) (min) ($) (min) ($) Law Enforcement Trooper/Officer (1) $26.75 10 $4.46 Subtotal - - - - - - 10 $4.46 Transportation Service Patrol Operator (1) $24.50 - - - - Subtotal - - - - PERSONNEL TOTAL EQUIPMENT/TECHNOLOGY ($) (min) ($) (min) ($) (min) ($) (min) ($) Law Enforcement Cruiser/Light Bar/Push Bumper (1) $41,400 <10 $41,400 Subtotal <10 $41,400 - - - - - - Transportation Pickup/Arrow Board/Push Bumper (1) $35,240 Subtotal - - - - EQUIPMENT/TECHNOLOGY TOTAL < indicates that the service time was reported in aggregate for multiple functions 

71
72
6.0 COMPANION COST-SHARE STRATEGIES 

With an anticipated overall cost savings per incident (attributable to the hypothetical and 

observed examples of potential improvements in traffic incident management [TIM] resource 

management), but potential cost increases and decreases for individual disciplines or 

agencies, a multi-disciplinary, holistic approach to resource management may require various 

companion cost-sharing strategies to support implementation and widespread acceptance. 

Historically, multi-disciplinary and multi-jurisdictional mutual aid agreements that support the 

sharing of personnel and equipment resources between agencies and/or jurisdictions at no 

cost to the recipient (i.e., each jurisdiction or agency is responsible for its own costs incurred 

in the performance of duties, and does not receive reimbursement from any other 

jurisdiction), at like-kind or negotiated costs to the recipient, or through third party 

reimbursement were first introduced in response to larger-scale emergencies, but have 

migrated into TIM practice to largely support expeditious operational response at jurisdictional 

boundaries. 

Likely following the same evolutionary implementation, multi-disciplinary cost-share 

agreements have proven effective in establishing the financial responsibility for resources 

used in response to larger-scale emergencies, but are, at present, less commonly used in 

TIM. Known examples of cost-share agreements in TIM include the operation, maintenance, 

management, and sometimes development of joint traffic management centers (TMC) and 

the performance of TIM services provided by one agency, but procured by a second distinct 

agency. 

Several joint TMCs exist in urban areas across the nation, most often occupied by law 

enforcement and transportation agencies. Some include a broader set of agencies 

representing fire and rescue, emergency medical, transit and others. Each of these agencies, 

co-located at the TMC, often enter into a cost-share agreement to support ongoing facility 

operation, maintenance, and management and, in some cases, may agree to share facility 

development costs. As an early example, the California Department of Transportation 

(Caltrans) and the California Highway Patrol (CHP) signed a Memorandum of Understanding 

(MOU) to support the development and operation of a joint TMC. Similarly, the Florida 

Department of Transportation (FDOT) and the Florida Highway Patrol (FHP) have a MOU 

that encourages TMC co-location with the intent of enhancing cost-effective statewide 

operations. Partnering agencies need to secure funding commitments to support their share 

of recurring operations and maintenance expenses as well as initial design and construction 

costs. 

A second example of a type of cost-share agreement in TIM relates to the performance of 

TIM services provided by one agency, but procured by a second distinct agency. As part of a 

pilot project, the FDOT procured the services of the FHP to quickly clear incidents along a 53-

mile stretch of urban interstate and improve the overall operation of the facility. Similar 

arrangements may result when a particular agency is constrained in providing these services 

in-house due to personnel caps (i.e., limits on the number of full-time employees), but has the 

fiscal means to procure these services from another public agency or private contractor. 

73
The remainder of this chapter considers the various levels and applicability of cost-sharing 

strategies as they relate to a multi-disciplinary, holistic approach to TIM resource 

management. 

Cost-sharing Levels 

In general, three levels of multi-disciplinary, multi-jurisdictional cost-sharing have been 

defined, ranging from less formal to more formal:17 

In-kind Individuals commit to periodic meetings to address issues of regional 

significance. 

Agencies assign staff members and other resources (i.e., equipment, 

facilities) to support collaboration efforts on an ongoing basis. 

Pooled Resources Jurisdictions and public and private organizations pool funds, personnel, 

equipment, and other resources to sustain collaboration. 

Agencies and jurisdictions commit resources to be used in regional 

operating activities (i.e., mutual aid agreements) 

Funded Entity Jurisdictions and public and private organizations allocate funds to support a 

regional entity responsible for regional collaboration. 

Entities are formed and funded to own and operate resources (i.e., 

maintenance vehicles, emergency response equipment) on behalf of multiple 

jurisdictions. 

At the most basic level (i.e., in-kind cost-sharing), public agency operations personnel can 

begin to affect efficient and effective resource management by assigning existing personnel 

and resources to certain TIM functions and tasks for which they are appropriately trained and 

designed, respectively. An example includes the consistent use of existing transportation 

personnel to provide temporary traffic control at the scene of an incident, releasing law 

enforcement personnel to perform other duties for which they are uniquely trained. In-kind 

contributions can generally be administered by a single agency on behalf of all participants. 

As a next step in cost-sharing evolution, law enforcement, fire and rescue, and emergency 

medical agencies and/or private towing and recovery industries—who value the scene 

protection provided through adequate traffic control—may opt to pool funds to support and 

ensure rapid and consistent dispatch and response of transportation personnel and 

equipment to the scene. Ultimately, metropolitan planning organizations (MPO) may support 

a broader multi-disciplinary approach to TIM through their distinctive role in facilitating 

regional planning and programming decisions, providing a forum for cooperative decisionmaking, working towards regional consensus, developing regional and institutional 

agreements, serving as a repository for comprehensive data, etc. 

Costs Shared and Borne by Each Agency 

Based on cost-sharing guidance for large-scale emergencies,18 the types of TIM costs that 

can be shared include the following: 

• Personnel costs associated with assigned incident response personnel; 

• Equipment costs associated with response equipment used to support the 

incident; 

74
• Incident cache costs associated with refurbishing, replacing, or restocking 

supplies and materials; and 

• Transportation costs associated with movement of resources to and from an 

incident. 

Under a cost-share agreement, personnel generally receive wages, salaries, and any and all 

other compensation (i.e., contributions for insurance and retirement) for mobilization, hours 

worked, and demobilization and have all the duties, responsibilities, immunities, rights, 

interests, and privileges related to their usual employment regardless of the funding source. 

The costs of operating equipment under a cost-share agreement generally include fuels, 

other consumable supplies, and maintenance, service, and repairs necessary to keep the 

equipment in a state of operational readiness. 

The types of TIM costs that should be borne by each agency include the following:18

• Accountable and/or sensitive property, as defined by each agency, that is 

purchased by the agency and becomes property of that agency; 

• Administrative overhead costs that include normal operating expenses (i.e., 

basic utility costs, buildings and facilities rent, administrative support, and 

personnel); 

• Claims or extraordinary settlement costs; 

• Additional costs over and above base salary of “backfilling” agency personnel 

to meet agency-specific staffing requirements; and 

• Waste, fraud, and abuse costs. 

Eligible costs can be shared proportionately based on the level of resources or responsibility 

at the incident scene, or through a more direct means of measured incident response and 

reimbursement. 

This Primer directly supports the identification of candidate costs to be shared through the 

identification of potential TIM resource management improvements related to the: 

1. Utilization of personnel who are best qualified (i.e., capable but not overqualified) for the various tasks, 

2. Utilization of appropriate equipment by function (i.e., use of the least costly 

equipment capable of performing the function), 

3. Utilization of appropriate technology capable of supporting various on-site 

resource tasks, and 

4. Reduction in overall resources required through reduced redundancy across 

disciplines. 

75
A change in perspective regarding TIM resource management from the traditional, intraagency approach to a multi-disciplinary, holistic approach—combined with supporting 

implementation strategies (i.e., cost-share agreements)—will help to ensure that the tangible 

benefits attributable to the most efficient and effective use of TIM resources will be realized 

across all responding public agencies combined. 

76
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Working Together to Improve Transportation Safety, Reliability, and Security. U.S. Department of 

Transportation. 2003. 

18. National Wildfire Coordinating Group. Interagency Incident Business Management Handbook. 

February 2008.
APPENDIX A. INCIDENT SCENARIOS

79
80

Ft. Lauderdale, Florida 

TRAFFIC INCIDENT MANAGEMENT (TIM) 

RESOURCE UTILIZATION SURVEY 

The Federal Highway Administration (FHWA) is sponsoring an investigation to determine the nature and extent of public 

agency resources utilized when responding to a typical incident scenario (described below). Public agency response may 

include law enforcement, fire and rescue, emergency medical services, and transportation. 

For each type of public agency, a series of three worksheets are provided that request resource utilization information for: 

(1) personnel, (2) equipment and technology, and (3) supplies and materials utilized at the scene of the incident described 

below. Please complete the three attached worksheets for your respective public agency detailing the resources and 

associated costs for incident response. Assume that you have access to sufficient personnel, equipment, supplies, and 

materials and that these resources are not otherwise engaged. Technology resources should reflect existing capabilities 

(i.e., only list the use of variable message signs or total station surveying equipment if you have them presently available 

to you). 

Surveys can be returned via fax (512-467-8971), email (j-carson@tamu.edu) or mail (Texas Transportation Institute, 

Texas A&M University System, 1106 Clayton Lane, Suite 300E, Austin, TX 78723), attention Jodi L. Carson. If you 

have specific questions as you complete the worksheets, please contact Jodi L. Carson at j-carson@tamu.edu or (512) 

467-0946. We’d appreciate your response no later than Monday, June 2, 2008. Thank you in advance for your 

participation. 

INCIDENT SCENARIO: LANE-BLOCKING, INJURY CRASH 

DATE/TIME: 11:15 AM on Monday 

CONDITIONS: Sunny with mild wind, 72 degrees (F)

LOCATION: Eastbound lanes of Interstate 595, approximately 100 yards east of the upstream N. Federal Highway 

(1) off-ramp 

CIRCUMSTANCES: Vehicle #1 (small sport utility vehicle), traveling east in the leftmost lane of Interstate 595 

abruptly merged right in an attempt to access the N. Federal Highway (1) off-ramp, sideswiping Vehicle #2 (passenger 

car) traveling east in the center lane. Upon impact, Vehicle #2 braked abruptly, spun and was hit at a high rate of speed 

by Vehicle #3 (small pickup truck). The three involved vehicles are blocking the two rightmost travel lanes of the 

highway approximately 100 yards east of the upstream off-ramp. Vehicle #2 has a minor gasoline leak and the driver is 

trapped with minor injuries. Vehicle #1 and Vehicle #3 sustained minor damage but are drivable. The drivers of Vehicle 

#1 and Vehicle #3 are uninjured. Traffic is light and moving past the incident at approximately 10 MPH. A backup is 

slowly building behind the blockage. Traffic volumes are expected to increase between noon and 1:00 PM. Law 

enforcement is first to arrive at the scene, followed by fire and rescue and EMS and later, transportation. 

In your experience, how long would it take to clear this incident (i.e., from the time of occurrence to the time all lanes are 

reopened and normal traffic flow resumes)? __________________________________ 
81

Baltimore, Maryland 

TRAFFIC INCIDENT MANAGEMENT (TIM) 

RESOURCE UTILIZATION SURVEY 

The Federal Highway Administration (FHWA) is sponsoring an investigation to determine the nature and extent of public 

agency resources utilized when responding to a typical incident scenario (described below). Public agency response may 

include law enforcement, fire and rescue, emergency medical services, and transportation. 

For each type of public agency, a series of three worksheets are provided that request resource utilization information for: 

(1) personnel, (2) equipment and technology, and (3) supplies and materials utilized at the scene of the incident described 

below. Please complete the three attached worksheets for your respective public agency detailing the resources and 

associated costs for incident response. Assume that you have access to sufficient personnel, equipment, supplies, and 

materials and that these resources are not otherwise engaged. Technology resources should reflect existing capabilities 

(i.e., only list the use of variable message signs or total station surveying equipment if you have them presently available 

to you). 

Surveys can be returned via fax (512-467-8971), email (j-carson@tamu.edu) or mail (Texas Transportation Institute, 

Texas A&M University System, 1106 Clayton Lane, Suite 300E, Austin, TX 78723), attention Jodi L. Carson. If you 

have specific questions as you complete the worksheets, please contact Jodi L. Carson at j-carson@tamu.edu or (512) 

467-0946. We’d appreciate your response no later than Monday, June 2, 2008. Thank you in advance for your 

participation. 

INCIDENT SCENARIO: LANE-BLOCKING, INJURY CRASH 

DATE/TIME: 11:15 AM on Monday 

CONDITIONS: Sunny with mild wind, 72 degrees (F)

LOCATION: Northbound lanes of Interstate 695 north of the Baltimore Washington Parkway (295), approximately 

100 yards north of the upstream Fairview Avenue off-ramp 

CIRCUMSTANCES: Vehicle #1 (small sport utility vehicle), traveling north in the leftmost lane of Interstate 695 

abruptly merged right in an attempt to access the Fairview Avenue off-ramp, sideswiping Vehicle #2 (passenger car) 

traveling north in the center lane. Upon impact, Vehicle #2 braked abruptly, spun and was hit at a high rate of speed by 

Vehicle #3 (small pickup truck). The three involved vehicles are blocking the two rightmost travel lanes of the highway 

approximately 100 yards north of the upstream off-ramp. Vehicle #2 has a minor gasoline leak and the driver is trapped 

with minor injuries. Vehicle #1 and Vehicle #3 sustained minor damage but are drivable. The drivers of Vehicle #1 and 

Vehicle #3 are uninjured. Traffic is light and moving past the incident at approximately 10 MPH. A backup is slowly 

building behind the blockage. Traffic volumes are expected to increase between noon and 1:00 PM. Law enforcement is 

first to arrive at the scene, followed by fire and rescue and EMS and later, transportation. 

In your experience, how long would it take to clear this incident (i.e., from the time of occurrence to the time all lanes are 

reopened and normal traffic flow resumes)? __________________________________ 

Minneapolis, Minnesota 
82

TRAFFIC INCIDENT MANAGEMENT (TIM) 

RESOURCE UTILIZATION SURVEY 

The Federal Highway Administration (FHWA) is sponsoring an investigation to determine the nature and extent of public 

agency resources utilized when responding to a typical incident scenario (described below). Public agency response may 

include law enforcement, fire and rescue, emergency medical services, and transportation. 

For each type of public agency, a series of three worksheets are provided that request resource utilization information for: 

(1) personnel, (2) equipment and technology, and (3) supplies and materials utilized at the scene of the incident described 

below. Please complete the three attached worksheets for your respective public agency detailing the resources and 

associated costs for incident response. Assume that you have access to sufficient personnel, equipment, supplies, and 

materials and that these resources are not otherwise engaged. Technology resources should reflect existing capabilities 

(i.e., only list the use of variable message signs or total station surveying equipment if you have them presently available 

to you). 

Surveys can be returned via fax (512-467-8971), email (j-carson@tamu.edu) or mail (Texas Transportation Institute, 

Texas A&M University System, 1106 Clayton Lane, Suite 300E, Austin, TX 78723), attention Jodi L. Carson. If you 

have specific questions as you complete the worksheets, please contact Jodi L. Carson at j-carson@tamu.edu or (512) 

467-0946. We’d appreciate your response no later than Monday, June 2, 2008. Thank you in advance for your 

participation. 

INCIDENT SCENARIO: LANE-BLOCKING, INJURY CRASH 

DATE/TIME: 11:15 AM on Monday 

CONDITIONS: Sunny with mild wind, 72 degrees (F)

LOCATION: Westbound lanes of Interstate 94, approximately 100 yards west of the upstream Huron Boulevard SE 

off-ramp 

CIRCUMSTANCES: Vehicle #1 (small sport utility vehicle), traveling west in the leftmost lane of Interstate 94 

abruptly merged right in an attempt to access the Huron Boulevard SE off-ramp, sideswiping Vehicle #2 (passenger car) 

traveling west in the center lane. Upon impact, Vehicle #2 braked abruptly, spun and was hit at a high rate of speed by 

Vehicle #3 (small pickup truck). The three involved vehicles are blocking the two rightmost travel lanes of the highway 

approximately 100 yards west of the upstream off-ramp. Vehicle #2 has a minor gasoline leak and the driver is trapped 

with minor injuries. Vehicle #1 and Vehicle #3 sustained minor damage but are drivable. The drivers of Vehicle #1 and 

Vehicle #3 are uninjured. Traffic is light and moving past the incident at approximately 10 MPH. A backup is slowly 

building behind the blockage. Traffic volumes are expected to increase between noon and 1:00 PM. Law enforcement is 

first to arrive at the scene, followed by fire and rescue and EMS and later, transportation. 

In your experience, how long would it take to clear this incident (i.e., from the time of occurrence to the time all lanes are 

reopened and normal traffic flow resumes)? __________________________________ 

Northern Virginia 
83

TRAFFIC INCIDENT MANAGEMENT (TIM) 

RESOURCE UTILIZATION SURVEY 

The Federal Highway Administration (FHWA) is sponsoring an investigation to determine the nature and extent of public 

agency resources utilized when responding to a typical incident scenario (described below). Public agency response may 

include law enforcement, fire and rescue, emergency medical services, and transportation. 

For each type of public agency, a series of three worksheets are provided that request resource utilization information for: 

(1) personnel, (2) equipment and technology, and (3) supplies and materials utilized at the scene of the incident described 

below. Please complete the three attached worksheets for your respective public agency detailing the resources and 

associated costs for incident response. Assume that you have access to sufficient personnel, equipment, supplies, and 

materials and that these resources are not otherwise engaged. Technology resources should reflect existing capabilities 

(i.e., only list the use of variable message signs or total station surveying equipment if you have them presently available 

to you). 

Surveys can be returned via fax (512-467-8971), email (j-carson@tamu.edu) or mail (Texas Transportation Institute, 

Texas A&M University System, 1106 Clayton Lane, Suite 300E, Austin, TX 78723), attention Jodi L. Carson. If you 

have specific questions as you complete the worksheets, please contact Jodi L. Carson at j-carson@tamu.edu or (512) 

467-0946. We’d appreciate your response no later than Monday, May 19, 2008. Thank you in advance for your 

participation. 

INCIDENT SCENARIO: LANE-BLOCKING, INJURY CRASH 

DATE/TIME: 11:15 AM on Monday 

CONDITIONS: Sunny with mild wind, 72 degrees (F)

LOCATION: Eastbound lanes of Interstate 66, approximately 100 yards east of the upstream N. Westmoreland 

Street off-ramp in Falls Church 

CIRCUMSTANCES: Vehicle #1 (small sport utility vehicle), traveling east in the leftmost lane of Interstate 66 abruptly 

merged right in an attempt to access the N. Westmoreland Street off-ramp, sideswiping Vehicle #2 (passenger car) 

traveling east in the center lane. Upon impact, Vehicle #2 braked abruptly, spun and was hit at a high rate of speed by 

Vehicle #3 (small pickup truck). The three involved vehicles are blocking the two rightmost travel lanes of the highway 

approximately 100 yards east of the upstream off-ramp. Vehicle #2 has a minor gasoline leak and the driver is trapped 

with minor injuries. Vehicle #1 and Vehicle #3 sustained minor damage but are drivable. The drivers of Vehicle #1 and 

Vehicle #3 are uninjured. Traffic is light and moving past the incident at approximately 10 MPH. A backup is slowly 

building behind the blockage. Traffic volumes are expected to increase between noon and 1:00 PM. Law enforcement is 

first to arrive at the scene, followed by fire and rescue and EMS and later, transportation. 

In your experience, how long would it take to clear this incident (i.e., from the time of occurrence to the time all lanes are 

reopened and normal traffic flow resumes)? __________________________________ 

Seattle, Washington 
84

TRAFFIC INCIDENT MANAGEMENT (TIM) 

RESOURCE UTILIZATION SURVEY 

The Federal Highway Administration (FHWA) is sponsoring an investigation to determine the nature and extent of public 

agency resources utilized when responding to a typical incident scenario (described below). Public agency response may 

include law enforcement, fire and rescue, emergency medical services, and transportation. 

For each type of public agency, a series of three worksheets are provided that request resource utilization information for: 

(1) personnel, (2) equipment and technology, and (3) supplies and materials utilized at the scene of the incident described 

below. Please complete the three attached worksheets for your respective public agency detailing the resources and 

associated costs for incident response. Assume that you have access to sufficient personnel, equipment, supplies, and 

materials and that these resources are not otherwise engaged. Technology resources should reflect existing capabilities 

(i.e., only list the use of variable message signs or total station surveying equipment if you have them presently available 

to you). 

Surveys can be returned via fax (512-467-8971), email (j-carson@tamu.edu) or mail (Texas Transportation Institute, 

Texas A&M University System, 1106 Clayton Lane, Suite 300E, Austin, TX 78723), attention Jodi L. Carson. If you 

have specific questions as you complete the worksheets, please contact Jodi L. Carson at j-carson@tamu.edu or (512) 

467-0946. We’d appreciate your response no later than Monday, June 2, 2008. Thank you in advance for your 

participation. 

INCIDENT SCENARIO: LANE-BLOCKING, INJURY CRASH 

DATE/TIME: 11:15 AM on Monday 

CONDITIONS: Sunny with mild wind, 72 degrees (F)

LOCATION: Northbound lanes of Interstate 5, approximately 100 yards north of the upstream Interstate 90 West 

off-ramp 

CIRCUMSTANCES: Vehicle #1 (small sport utility vehicle), traveling north in the leftmost lane of Interstate 5 abruptly 

merged right in an attempt to access the Interstate 90 West off-ramp, sideswiping Vehicle #2 (passenger car) traveling 

north in the center lane. Upon impact, Vehicle #2 braked abruptly, spun and was hit at a high rate of speed by Vehicle #3 

(small pickup truck). The three involved vehicles are blocking the two rightmost travel lanes of the highway 

approximately 100 yards north of the upstream off-ramp. Vehicle #2 has a minor gasoline leak and the driver is trapped 

with minor injuries. Vehicle #1 and Vehicle #3 sustained minor damage but are drivable. The drivers of Vehicle #1 and 

Vehicle #3 are uninjured. Traffic is light and moving past the incident at approximately 10 MPH. A backup is slowly 

building behind the blockage. Traffic volumes are expected to increase between noon and 1:00 PM. Law enforcement is 

first to arrive at the scene, followed by fire and rescue and EMS and later, transportation. 

In your experience, how long would it take to clear this incident (i.e., from the time of occurrence to the time all lanes are 

reopened and normal traffic flow resumes)? __________________________________ 
85

Little Rock, Arkansas 

TRAFFIC INCIDENT MANAGEMENT (TIM) 

RESOURCE UTILIZATION SURVEY 

The Federal Highway Administration (FHWA) is sponsoring an investigation to determine the nature and extent of public 

agency resources utilized when responding to a typical incident scenario (described below). Public agency response may 

include law enforcement, fire and rescue, emergency medical services, and transportation. 

For each type of public agency, a series of three worksheets are provided that request resource utilization information for: 

(1) personnel, (2) equipment and technology, and (3) supplies and materials utilized at the scene of the incident described 

below. Please complete the three attached worksheets for your respective public agency detailing the resources and 

associated costs for incident response. Assume that you have access to sufficient personnel, equipment, supplies, and 

materials and that these resources are not otherwise engaged. Technology resources should reflect existing capabilities 

(i.e., only list the use of variable message signs or total station surveying equipment if you have them presently available 

to you). 

Surveys can be returned via fax (512-467-8971), email (j-carson@tamu.edu) or mail (Texas Transportation Institute, 

Texas A&M University System, 1106 Clayton Lane, Suite 300E, Austin, TX 78723), attention Jodi L. Carson. If you 

have specific questions as you complete the worksheets, please contact Jodi L. Carson at j-carson@tamu.edu or (512) 

467-0946. We’d appreciate your response no later than Monday, June 2, 2008. Thank you in advance for your 

participation. 

INCIDENT SCENARIO: LANE-BLOCKING, INJURY CRASH 

DATE/TIME: 11:15 AM on Monday 

CONDITIONS: Sunny with mild wind, 72 degrees (F)

LOCATION: Westbound lanes of Interstate 630, approximately 100 yards west of the upstream S. Chester Street 

off-ramp 

CIRCUMSTANCES: Vehicle #1 (small sport utility vehicle), traveling west in the leftmost lane of Interstate 630 

abruptly merged right in an attempt to access the S. Chester Street off-ramp, sideswiping Vehicle #2 (passenger car) 

traveling west in the center lane. Upon impact, Vehicle #2 braked abruptly, spun and was hit at a high rate of speed by 

Vehicle #3 (small pickup truck). The three involved vehicles are blocking the two rightmost travel lanes of the highway 

approximately 100 yards west of the upstream off-ramp. Vehicle #2 has a minor gasoline leak and the driver is trapped 

with minor injuries. Vehicle #1 and Vehicle #3 sustained minor damage but are drivable. The drivers of Vehicle #1 and 

Vehicle #3 are uninjured. Traffic is light and moving past the incident at approximately 10 MPH. A backup is slowly 

building behind the blockage. Traffic volumes are expected to increase between noon and 1:00 PM. Law enforcement is 

first to arrive at the scene, followed by fire and rescue and EMS and later, transportation. 

In your experience, how long would it take to clear this incident (i.e., from the time of occurrence to the time all lanes are 

reopened and normal traffic flow resumes)? __________________________________ 

Salem, New Hampshire 
86

TRAFFIC INCIDENT MANAGEMENT (TIM) 

RESOURCE UTILIZATION SURVEY 

The Federal Highway Administration (FHWA) is sponsoring an investigation to determine the nature and extent of public 

agency resources utilized when responding to a typical incident scenario (described below). Public agency response may 

include law enforcement, fire and rescue, emergency medical services, and transportation. 

For each type of public agency, a series of three worksheets are provided that request resource utilization information for: 

(1) personnel, (2) equipment and technology, and (3) supplies and materials utilized at the scene of the incident described 

below. Please complete the three attached worksheets for your respective public agency detailing the resources and 

associated costs for incident response. Assume that you have access to sufficient personnel, equipment, supplies, and 

materials and that these resources are not otherwise engaged. Technology resources should reflect existing capabilities 

(i.e., only list the use of variable message signs or total station surveying equipment if you have them presently available 

to you). 

Surveys can be returned via fax (512-467-8971), email (j-carson@tamu.edu) or mail (Texas Transportation Institute, 

Texas A&M University System, 1106 Clayton Lane, Suite 300E, Austin, TX 78723), attention Jodi L. Carson. If you 

have specific questions as you complete the worksheets, please contact Jodi L. Carson at j-carson@tamu.edu or (512) 

467-0946. We’d appreciate your response no later than Monday, June 2, 2008. Thank you in advance for your 

participation. 

INCIDENT SCENARIO: LANE-BLOCKING, INJURY CRASH 

DATE/TIME: 11:15 AM on Monday 

CONDITIONS: Sunny with mild wind, 72 degrees (F)

LOCATION: Northbound lanes of Interstate 93, approximately 100 yards north of the upstream Rockingham Park 

Boulevard off-ramp 

CIRCUMSTANCES: Vehicle #1 (small sport utility vehicle), traveling north in the leftmost lane of Interstate 93 

abruptly merged right in an attempt to access the Rockingham Park Boulevard off-ramp, sideswiping Vehicle #2 

(passenger car) traveling north in the center lane. Upon impact, Vehicle #2 braked abruptly, spun and was hit at a high 

rate of speed by Vehicle #3 (small pickup truck). The three involved vehicles are blocking the two rightmost travel lanes 

of the highway approximately 100 yards north of the upstream off-ramp. Vehicle #2 has a minor gasoline leak and the 

driver is trapped with minor injuries. Vehicle #1 and Vehicle #3 sustained minor damage but are drivable. The drivers of 

Vehicle #1 and Vehicle #3 are uninjured. Traffic is light and moving past the incident at approximately 10 MPH. A 

backup is slowly building behind the blockage. Traffic volumes are expected to increase between noon and 1:00 PM. 

Law enforcement is first to arrive at the scene, followed by fire and rescue and EMS and later, transportation. 

In your experience, how long would it take to clear this incident (i.e., from the time of occurrence to the time all lanes are 

reopened and normal traffic flow resumes)? __________________________________ 

Albuquerque, New Mexico 
87

TRAFFIC INCIDENT MANAGEMENT (TIM) 

RESOURCE UTILIZATION SURVEY 

The Federal Highway Administration (FHWA) is sponsoring an investigation to determine the nature and extent of public 

agency resources utilized when responding to a typical incident scenario (described below). Public agency response may 

include law enforcement, fire and rescue, emergency medical services, and transportation. 

For each type of public agency, a series of three worksheets are provided that request resource utilization information for: 

(1) personnel, (2) equipment and technology, and (3) supplies and materials utilized at the scene of the incident described 

below. Please complete the three attached worksheets for your respective public agency detailing the resources and 

associated costs for incident response. Assume that you have access to sufficient personnel, equipment, supplies, and 

materials and that these resources are not otherwise engaged. Technology resources should reflect existing capabilities 

(i.e., only list the use of variable message signs or total station surveying equipment if you have them presently available 

to you). 

Surveys can be returned via fax (512-467-8971), email (j-carson@tamu.edu) or mail (Texas Transportation Institute, 

Texas A&M University System, 1106 Clayton Lane, Suite 300E, Austin, TX 78723), attention Jodi L. Carson. If you 

have specific questions as you complete the worksheets, please contact Jodi L. Carson at j-carson@tamu.edu or (512) 

467-0946. We’d appreciate your response no later than Monday, May 19, 2008. Thank you in advance for your 

participation. 

INCIDENT SCENARIO: LANE-BLOCKING, INJURY CRASH 

DATE/TIME: 11:15 AM on Monday 

CONDITIONS: Sunny with mild wind, 72 degrees (F)

LOCATION: Northbound lanes of Interstate 25, approximately 100 yards north of the upstream Pan American East 

Freeway NE/Frontage Road N. off-ramp 

CIRCUMSTANCES: Vehicle #1 (small sport utility vehicle), traveling north in the leftmost lane of Interstate 25 

abruptly merged right in an attempt to access the Pan American East Freeway NE/Frontage Road N. off-ramp, 

sideswiping Vehicle #2 (passenger car) traveling north in the center lane. Upon impact, Vehicle #2 braked abruptly, spun 

and was hit at a high rate of speed by Vehicle #3 (small pickup truck). The three involved vehicles are blocking the two 

rightmost travel lanes of the highway approximately 100 yards north of the upstream off-ramp. Vehicle #2 has a minor 

gasoline leak and the driver is trapped with minor injuries. Vehicle #1 and Vehicle #3 sustained minor damage but are 

drivable. The drivers of Vehicle #1 and Vehicle #3 are uninjured. Traffic is light and moving past the incident at 

approximately 10 MPH. A backup is slowly building behind the blockage. Traffic volumes are expected to increase 

between noon and 1:00 PM. Law enforcement is first to arrive at the scene, followed by fire and rescue and EMS and 

later, transportation. 

In your experience, how long would it take to clear this incident (i.e., from the time of occurrence to the time all lanes are 

reopened and normal traffic flow resumes)? __________________________________ 

Oklahoma City, Oklahoma 
88

TRAFFIC INCIDENT MANAGEMENT (TIM) 

RESOURCE UTILIZATION SURVEY 

The Federal Highway Administration (FHWA) is sponsoring an investigation to determine the nature and extent of public 

agency resources utilized when responding to a typical incident scenario (described below). Public agency response may 

include law enforcement, fire and rescue, emergency medical services, and transportation. 

For each type of public agency, a series of three worksheets are provided that request resource utilization information for: 

(1) personnel, (2) equipment and technology, and (3) supplies and materials utilized at the scene of the incident described 

below. Please complete the three attached worksheets for your respective public agency detailing the resources and 

associated costs for incident response. Assume that you have access to sufficient personnel, equipment, supplies, and 

materials and that these resources are not otherwise engaged. Technology resources should reflect existing capabilities 

(i.e., only list the use of variable message signs or total station surveying equipment if you have them presently available 

to you). 

Surveys can be returned via fax (512-467-8971), email (j-carson@tamu.edu) or mail (Texas Transportation Institute, 

Texas A&M University System, 1106 Clayton Lane, Suite 300E, Austin, TX 78723), attention Jodi L. Carson. If you 

have specific questions as you complete the worksheets, please contact Jodi L. Carson at j-carson@tamu.edu or (512) 

467-0946. We’d appreciate your response no later than Monday, May 19, 2008. Thank you in advance for your 

participation. 

INCIDENT SCENARIO: LANE-BLOCKING, INJURY CRASH 

DATE/TIME: 11:15 AM on Monday 

CONDITIONS: Sunny with mild wind, 72 degrees (F)

LOCATION: Southbound lanes of Interstate 235, approximately 100 yards south of the upstream Interstate 40 West 

off-ramp 

CIRCUMSTANCES: Vehicle #1 (small sport utility vehicle), traveling south in the leftmost lane of Interstate 235 

abruptly merged right in an attempt to access the Interstate 40 West off-ramp, sideswiping Vehicle #2 (passenger car) 

traveling south in the center lane. Upon impact, Vehicle #2 braked abruptly, spun and was hit at a high rate of speed by 

Vehicle #3 (small pickup truck). The three involved vehicles are blocking the two rightmost travel lanes of the highway 

approximately 100 yards south of the upstream off-ramp. Vehicle #2 has a minor gasoline leak and the driver is trapped 

with minor injuries. Vehicle #1 and Vehicle #3 sustained minor damage but are drivable. The drivers of Vehicle #1 and 

Vehicle #3 are uninjured. Traffic is light and moving past the incident at approximately 10 MPH. A backup is slowly 

building behind the blockage. Traffic volumes are expected to increase between noon and 1:00 PM. Law enforcement is 

first to arrive at the scene, followed by fire and rescue and EMS and later, transportation. 

In your experience, how long would it take to clear this incident (i.e., from the time of occurrence to the time all lanes are 

reopened and normal traffic flow resumes)? __________________________________ 

Scranton, Pennsylvania 
89

TRAFFIC INCIDENT MANAGEMENT (TIM) 

RESOURCE UTILIZATION SURVEY 

The Federal Highway Administration (FHWA) is sponsoring an investigation to determine the nature and extent of public 

agency resources utilized when responding to a typical incident scenario (described below). Public agency response may 

include law enforcement, fire and rescue, emergency medical services, and transportation. 

For each type of public agency, a series of three worksheets are provided that request resource utilization information for: 

(1) personnel, (2) equipment and technology, and (3) supplies and materials utilized at the scene of the incident described 

below. Please complete the three attached worksheets for your respective public agency detailing the resources and 

associated costs for incident response. Assume that you have access to sufficient personnel, equipment, supplies, and 

materials and that these resources are not otherwise engaged. Technology resources should reflect existing capabilities 

(i.e., only list the use of variable message signs or total station surveying equipment if you have them presently available 

to you). 

Surveys can be returned via fax (512-467-8971), email (j-carson@tamu.edu) or mail (Texas Transportation Institute, 

Texas A&M University System, 1106 Clayton Lane, Suite 300E, Austin, TX 78723), attention Jodi L. Carson. If you 

have specific questions as you complete the worksheets, please contact Jodi L. Carson at j-carson@tamu.edu or (512) 

467-0946. We’d appreciate your response no later than Monday, June 2, 2008. Thank you in advance for your 

participation. 

INCIDENT SCENARIO: LANE-BLOCKING, INJURY CRASH 

DATE/TIME: 11:15 AM on Monday 

CONDITIONS: Sunny with mild wind, 72 degrees (F)

LOCATION: Westbound/northbound lanes of Interstate 84/380, approximately 100 yards west/north of the 

upstream Tigue Street off-ramp 

CIRCUMSTANCES: Vehicle #1 (small sport utility vehicle), traveling west/north in the leftmost lane of Interstate 

84/380 abruptly merged right in an attempt to access the Tigue Street off-ramp, sideswiping Vehicle #2 (passenger car) 

traveling west/north in the center lane. Upon impact, Vehicle #2 braked abruptly, spun and was hit at a high rate of speed 

by Vehicle #3 (small pickup truck). The three involved vehicles are blocking the two rightmost travel lanes of the 

highway approximately 100 yards west/north of the upstream off-ramp. Vehicle #2 has a minor gasoline leak and the 

driver is trapped with minor injuries. Vehicle #1 and Vehicle #3 sustained minor damage but are drivable. The drivers of 

Vehicle #1 and Vehicle #3 are uninjured. Traffic is light and moving past the incident at approximately 10 MPH. A 

backup is slowly building behind the blockage. Traffic volumes are expected to increase between noon and 1:00 PM. 

Law enforcement is first to arrive at the scene, followed by fire and rescue and EMS and later, transportation. 

In your experience, how long would it take to clear this incident (i.e., from the time of occurrence to the time all lanes are 

reopened and normal traffic flow resumes)? __________________________________ 

Chattanooga, Tennessee 

TRAFFIC INCIDENT MANAGEMENT (TIM) 

RESOURCE UTILIZATION SURVEY 
90

The Federal Highway Administration (FHWA) is sponsoring an investigation to determine the nature and extent of public 

agency resources utilized when responding to a typical incident scenario (described below). Public agency response may 

include law enforcement, fire and rescue, emergency medical services, and transportation. 

For each type of public agency, a series of three worksheets are provided that request resource utilization information for: 

(1) personnel, (2) equipment and technology, and (3) supplies and materials utilized at the scene of the incident described 

below. Please complete the three attached worksheets for your respective public agency detailing the resources and 

associated costs for incident response. Assume that you have access to sufficient personnel, equipment, supplies, and 

materials and that these resources are not otherwise engaged. Technology resources should reflect existing capabilities 

(i.e., only list the use of variable message signs or total station surveying equipment if you have them presently available 

to you). 

Surveys can be returned via fax (512-467-8971), email (j-carson@tamu.edu) or mail (Texas Transportation Institute, 

Texas A&M University System, 1106 Clayton Lane, Suite 300E, Austin, TX 78723), attention Jodi L. Carson. If you 

have specific questions as you complete the worksheets, please contact Jodi L. Carson at j-carson@tamu.edu or (512) 

467-0946. We’d appreciate your response no later than Monday, May 19, 2008. Thank you in advance for your 

participation. 

INCIDENT SCENARIO: LANE-BLOCKING, INJURY CRASH 

DATE/TIME: 11:15 AM on Monday 

CONDITIONS: Sunny with mild wind, 72 degrees (F)

LOCATION: Eastbound lanes of Interstate 24, approximately 100 yards east of the upstream 4th Avenue off-ramp 

CIRCUMSTANCES: Vehicle #1 (small sport utility vehicle), traveling east in the leftmost lane of Interstate 24 abruptly 

merged right in an attempt to access the 4th Avenue off-ramp, sideswiping Vehicle #2 (passenger car) traveling east in the 

center lane. Upon impact, Vehicle #2 braked abruptly, spun and was hit at a high rate of speed by Vehicle #3 (small 

pickup truck). The three involved vehicles are blocking the two rightmost travel lanes of the highway approximately 100 

yards east of the upstream off-ramp. Vehicle #2 has a minor gasoline leak and the driver is trapped with minor injuries. 

Vehicle #1 and Vehicle #3 sustained minor damage but are drivable. The drivers of Vehicle #1 and Vehicle #3 are 

uninjured. Traffic is light and moving past the incident at approximately 10 MPH. A backup is slowly building behind 

the blockage. Traffic volumes are expected to increase between noon and 1:00 PM. Law enforcement is first to arrive at 

the scene, followed by fire and rescue and EMS and later, transportation. 

In your experience, how long would it take to clear this incident (i.e., from the time of occurrence to the time all lanes are 

reopened and normal traffic flow resumes)? __________________________________ 
APPENDIX B. RESOURCE UTILIZATION AND COST 

SURVEY 

91
LAW ENFORCEMENT 

PERSONNEL 

RANK/TITLE HOURLY RATE TASKS/FUNCTION SERVICE TIME 

List the rank or title of each individual from your agency who would respond to the incident scene. 

List the corresponding hourly rate of each individual. An average hourly rate by rank or title is acceptable. 

List the general tasks or functions that each individual will perform at the incident scene. Each individual may perform multiple and progressive tasks. Example tasks or functions are listed below; include additional tasks or functions as necessary. 

Estimate the amount of time each individual spends performing each task or function. 

Est“baperhavind

• Trooper/Officer • Sergeant • Lieutenant • Captain/Commander • Chief/Major 

($ per hour) 

• scene protection • lane closure/traffic control • medical care • firefighting/extrication • extra response mobilization • fuel leak mitigation • crash investigation 

• VMS/HAR messages • traffic signal control • public/media 

information 

• vehicle removal • cleanup • documentation 

(minutes) 

Example 

Sergeant $35 per hour 

scene protection medical care extra response mobilization (towing, transportation) traffic control crash investigation documentation 

10 minutes 10 minutes 

5 minutes 

30 minutes 30 minutes 10 minutes 

1 2 3 4 5 

92
LAW ENFORCEMENT 

EQUIPMENT/TECHNOLOGY 

EQUIPMENT/TECHNOLOGY TASKS/FUNCTION SERVICE TIME HOURLY/R

RAT

List the equipment or technology from your agency that would be used at the scene of this incident. Example items are listed below; include additional equipment or technology as necessary. 

List the general tasks or functions that each piece of equipment or technology would support at the incident scene. Each item may support multiple tasks. Example tasks or functions are listed below; include additional tasks or functions as necessary. 

Estimate the amount of time each item would be in use for each task or function. 

List the hourrental cost raassociated witem used. 

• motorcycle • cruiser with light bar/push bumper • light-duty pickup/sport utility vehicle • portable laser warning system • traffic cones, signs, barricades • physical incident screen • variable message sign/highway 

advisory radio (VMS/HAR) 

• tape measure • cameras/video equipment • total station surveying equipment • perspective grid investigation system • broom/blower 

• scene protection • lane closure/traffic control • medical care • firefighting/extrication • extra response mobilization • fuel leak mitigation • crash investigation 

• VMS/HAR messages • traffic signal control • public/media 

information 

• vehicle removal • cleanup • documentation (minutes) ($ per h

Example 

cruiser with light bar/push bumper 

scene protection lane closures/traffic control vehicle removal 

10 minutes 20 minutes 10 minutes 

$20 per 

1 2 3 4 5 

93
LAW ENFORCEMENT 

SUPPLIES AND MATERIALS 

SUPPLIES AND MATERIALS TASKS/FUNCTION 

QUANTITY USED 

List the supplies and materials from your agency that would be used at the scene of this incident. Example items are listed below; include additional supplies and materials as necessary. 

List the general tasks or functions that each of the supplies and materials would support at the incident scene. Each item may support multiple tasks. Example tasks or functions are listed below; include additional tasks or functions as necessary. 

Estimate the quantity of supplies and materials used for eactask or function. 

• first aid supplies • emergency blanket • fire extinguisher • flare/fusee 

• absorbent 

material/pad 

• plug and dike • containment boom • spray paint 

• scene protection • lane closure/traffic control • medical care • firefighting/extrication • extra response mobilization • fuel leak mitigation • crash investigation 

• VMS/HAR messages • traffic signal control • public/media information • vehicle removal • cleanup • documentation 

(units) 

Example 

flares/fusees lane closures/traffic control 5 units 

1 2 3 4 5 

94
FIRE AND RESCUE 

PERSONNEL 

RANK/TITLE HOURLY RATE TASKS/FUNCTION SERVICE TIME 

List the rank or title of each individual from your agency who would respond to the incident scene. 

List the corresponding hourly rate of each individual. An average hourly rate by rank or title is acceptable. 

List the general tasks or functions that each individual will perform at the incident scene. Each individual may perform multiple and progressive tasks. Example tasks or functions are listed below; include additional tasks or functions as necessary. 

Estimate the amount of time each individual spends performing each task or function. 

Estim“bacpersohave indiv

• Lieutenant • Captain • Battalion Chief • Deputy Chief • Assistance Chief • Chief 

($ per hour) 

• scene protection • lane closure/traffic control • medical care • firefighting/extrication • extra response mobilization • fuel leak mitigation • crash investigation 

• VMS/HAR messages • traffic signal control • public/media 

information 

• vehicle removal • cleanup • documentation 

(minutes) 

Example 

Lieutenant $35 per hour 

scene protection firefighting/extrication fuel leak mitigation documentation 

10 minutes 30 minutes 10 minutes 10 minutes 

1 2 3 4 5 

95
FIRE AND RESCUE 

EQUIPMENT/TECHNOLOGY 

EQUIPMENT/TECHNOLOGY TASKS/FUNCTION SERVICE TIME HOURLY/R

RAT

List the equipment or technology from your agency that would be used at the scene of this incident. Example items are listed below; include additional equipment or technology as necessary. 

List the general tasks or functions that each piece of equipment or technology would support at the incident scene. Each item may support multiple tasks. Example tasks or functions are listed below; include additional tasks or functions as necessary. 

Estimate the amount of time each item would be in use for each task or function. 

List the hourrental cost raassociated witem used. 

• light-duty pickup/sport utility vehicle • engine • tanker • heavy/technical rescue vehicle • hazardous materials vehicle • traffic cones, signs, barricades 

• scene protection • lane closure/traffic control • medical care • firefighting/extrication • extra response mobilization • fuel leak mitigation • crash investigation 

• VMS/HAR messages • traffic signal control • public/media 

information 

• vehicle removal • cleanup • documentation 

(minutes) ($ per h

Example 

engine 

scene protection extrication 

40 minutes 30 minutes $80 per 

1 2 3 4 5 

96
FIRE AND RESCUE 

SUPPLIES AND MATERIALS 

SUPPLIES AND MATERIALS TASKS/FUNCTION QUANTITY USED 

List the supplies and materials from your agency that would be used at the scene of this incident. Example items are listed below; include additional supplies and materials as necessary. 

List the general tasks or functions that each of the supplies and materials would support at the incident scene. Each item may support multiple tasks. Example tasks or functions are listed below; include additional tasks or functions as necessary. 

Estimate the quantity of supplies and materials used for eactask or function. 

• first aid supplies • emergency blanket • fire extinguisher • flare/fusee 

• absorbent 

material/pad 

• plug and dike • containment boom 

• scene protection • lane closure/traffic control • medical care • firefighting/extrication • extra response mobilization • fuel leak mitigation • crash investigation 

• VMS/HAR messages • traffic signal control • public/media information • vehicle removal • cleanup • documentation 

(units) 

Example 

absorbent material/pad fuel leak mitigation 1 unit 

1 2 3 4 5 

97
EMERGENCY MEDICAL SERVICES 

PERSONNEL 

RANK/TITLE HOURLY RATE TASKS/FUNCTION SERVICE TIME 

List the rank or title of each individual from your agency who would respond to the incident scene. 

List the corresponding hourly rate of each individual. An average hourly rate by rank or title is acceptable. 

List the general tasks or functions that each individual will perform at the incident scene. Each individual may perform multiple and progressive tasks. Example tasks or functions are listed below; include additional tasks or functions as necessary. 

Estimate the amount of time each individual spends performing each task or function. 

Estim“bacpersohave indiv

• Certified First 

Responder 

• EMT-Basic • EMT-Intermediate • EMT-Paramedic • Critical Care 

Paramedic 

($ per hour) 

• scene protection • lane closure/traffic control • medical care • firefighting/extrication • extra response mobilization • fuel leak mitigation • crash investigation 

• VMS/HAR messages • traffic signal control • public/media 

information 

• vehicle removal • cleanup • documentation 

(minutes) 

Example 

EMT-Basic $35 per hour medical care 10 minutes 

1 2 3 4 5 

98
EMERGENCY MEDICAL SERVICES 

EQUIPMENT/TECHNOLOGY 

EQUIPMENT/TECHNOLOGY TASKS/FUNCTION SERVICE TIME HOURLY/R

RAT

List the equipment or technology from your agency that would be used at the scene of this incident. Example items are listed below; include additional equipment or technology as necessary. 

List the general tasks or functions that each piece of equipment or technology would support at the incident scene. Each item may support multiple tasks. Example tasks or functions are listed below; include additional tasks or functions as necessary. 

Estimate the amount of time each item would be in use for each task or function. 

List the hourrental cost raassociated witem used. 

• Non-transporting vehicle • Type I ambulance (pickup chassis) • Type II ambulance (vanbulance) • Type III ambulance (van chassis) • MedEvac 

• scene protection • lane closure/traffic control • medical care • firefighting/extrication • extra response mobilization • fuel leak mitigation • crash investigation 

• VMS/HAR messages • traffic signal control • public/media 

information 

• vehicle removal • cleanup • documentation 

(minutes) ($ per h

Example 

Type III ambulance medical care 10 minutes $67 per 

1 2 3 4 5 

99
EMERGENCY MEDICAL SERVICES 

SUPPLIES AND MATERIALS 

SUPPLIES AND MATERIALS TASKS/FUNCTION QUANTITY USED 

List the supplies and materials from your agency that would be used at the scene of this incident. Example items are listed below; include additional supplies and materials as necessary. 

List the general tasks or functions that each of the supplies and materials would support at the incident scene. Each item may support multiple tasks. Example tasks or functions are listed below; include additional tasks or functions as necessary. 

Estimate the quantity of supplies and materials used for eactask or function. 

• first aid supplies • emergency blanket 

• scene protection • lane closure/traffic control • medical care • firefighting/extrication • extra response mobilization • fuel leak mitigation • crash investigation 

• VMS/HAR messages • traffic signal control • public/media information • vehicle removal • cleanup • documentation 

(units) 

Example 

emergency blanket medical care 1 unit 

1 2 3 4 5 

100
TRANSPORTATION 

PERSONNEL 

RANK/TITLE HOURLY RATE TASKS/FUNCTION SERVICE TIME 

List the rank or title of each individual from your agency who would respond to the incident scene. 

List the corresponding hourly rate of each individual. An average hourly rate by rank or title is acceptable. 

List the general tasks or functions that each individual will perform at the incident scene. Each individual may perform multiple and progressive tasks. Example tasks or functions are listed below; include additional tasks or functions as necessary. 

Estimate the amount of time each individual spends performing each task or function. 

E“phin

• equipment operator • worker/technician • lead worker/technician • supervisor • engineer 

($ per hour) 

• scene protection • lane closure/traffic control • medical care • firefighting/extrication • extra response mobilization • fuel leak mitigation • crash investigation 

• VMS/HAR messages • traffic signal control • public/media 

information 

• vehicle removal • cleanup • documentation 

(minutes) 

Example 

lead worker/technician $20 per hour 

scene protection lane closure/traffic control VMS/HAR messages 

30 minutes 30 minutes 10 minutes 

1 2 3 4 5 

101
TRANSPORTATION 

EQUIPMENT/TECHNOLOGY 

EQUIPMENT/TECHNOLOGY TASKS/FUNCTION SERVICE TIME HOURLY/R

RAT

List the equipment or technology from your agency that would be used at the scene of this incident. Example items are listed below; include additional equipment or technology as necessary. 

List the general tasks or functions that each piece of equipment or technology would support at the incident scene. Each item may support multiple tasks. Example tasks or functions are listed below; include additional tasks or functions as necessary. 

Estimate the amount of time each item would be in use for each task or function. 

List the hourrental cost raassociated witem used. 

• light-duty pickup with push bumper 

and arrow board 

• traffic cones, signs, barricades • physical incident screen • variable message sign/highway 

advisory radio (VMS/HAR) 

• responsive traffic signal systems • traffic management center • tow truck • backhoe/front end loader • dump truck • empty box/livestock trailer • empty tanker truck • sweeper/blower 

• scene protection • lane closure/traffic control • medical care • firefighting/extrication • extra response mobilization • fuel leak mitigation • crash investigation 

• VMS/HAR messages • traffic signal control • public/media 

information 

• vehicle removal • cleanup • documentation (minutes) ($ per h

Example 

light-duty pickup with push bumper and arrow board 

scene protection lane closures/traffic control 

30 minutes 30 minutes $20 per 

12345

102
103

TRANSPORTATION 

SUPPLIES AND MATERIALS 

SUPPLIES AND MATERIALS TASKS/FUNCTION QUANTITY USED 

List the supplies and materials from your agency that would be used at the scene of this incident. Example items are listed below; include additional supplies and materials as necessary. 

List the general tasks or functions that each of the supplies and materials would support at the incident scene. Each item may support multiple tasks. Example tasks or functions are listed below; include additional tasks or functions as necessary. 

Estimate the quantity of supplies and materials used for eactask or function. 

• first aid supplies • emergency blanket • fire extinguisher • flare/fusee 

• absorbent 

material/pad 

• plug and dike • containment boom • spray paint 

• scene protection • lane closure/traffic control • medical care • firefighting/extrication • extra response mobilization • fuel leak mitigation • crash investigation 

• VMS/HAR messages • traffic signal control • public/media information • vehicle removal • cleanup • documentation 

(units) 

Example 

flares/fusees lane closures/traffic control 5 units 

1 2 3 4 5 


FHWA Office of Operations, HOTO 

1200 New Jersey Avenue, SE 

Washington, DC 20590 

http://ops.fhwa.dot.gov 

FHWA-HOP-08-060 

Januar

y 2009

U.S. Department of Transportation 

Federal Highway Administration