1. | What is TACT? |
| | The Ticketing Aggressive Cars and Trucks (TACT) program is a Selective Traffic Enforcement (STEP) Program. The goal of TACT is to deter unsafe driving behaviors by passenger vehicle (PV) and commercial motor vehicle (CMV) drivers when they interact to share the road. 
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2. | What is the basis for the TACT approach? |
| | The approach of using increased enforcement and intense publicity about the enforcement has been thoroughly researched in a TACT pilot project in Washington State as well as in numerous other highway safety programs focused on seat belts and drinking and driving.
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3. | What types of unsafe driving behaviors should a TACT program consider? |
| | A TACT program should focus on those unsafe behaviors that relate to CMVs and PVs sharing the road safely. These include: unsafe lane changes, tailgating, failing to signal lane changes, failing to yield the right of way, speeding, and aggressive driving (a combination of two or more of these behaviors). It is up to each TACT program to identify which unsafe driving behaviors contribute to crashes and fatalities between PVs and CMVs in its State by examining police crash data.
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4. | What are the essential components of a TACT program? |
| | Research has shown that every TACT program should include three key components: communication, enforcement, and evaluation. Enforcement stops drivers behaving improperly. Communication builds awareness, educates PV and CMV drivers and heightens the effect of the enforcement. Together, enforcement and communication increase general deterrence—the perceived risk of getting a ticket. Evaluation helps structure the program, provides feedback for program improvement and assesses the program’s processes and outcomes. A State must clearly address these three components to be considered for a TACT program grant. Additional information can be found on the TACT Action Planning page.
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5. | What is pre-planning for a TACT program, and what activities does it include? |
| | Pre-planning for TACT involves assembling the resources and information needed to prepare a grant application and to be ready to start the program if awarded a grant. Pre-planning activities include recruiting members of the project team, identifying the specifics of the problem to address, establishing the goals of the program and planning the program design.
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6. | What skills and backgrounds should be included in a TACT program team? |
| | A TACT team should have knowledge and experience in project management, enforcement, communications, evaluation and finance.
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7. | What are follow-up activities in a TACT program? |
| | One of the main purposes of TACT pilot programs is to gain and share information to improve the approach. Therefore, after a key milestone or when the TACT program is completed, States should present briefings that cover the process and outcome results to key stakeholders and interested parties. A project report including lessons learned and recommendations for future program activities should also be prepared.
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8. | How can States fund a TACT program? |
| | States are encouraged to utilize basic grant funding and apply for incentive and high-priority grants to support TACT program efforts. The Motor Carrier Safety Assistance Program (MCSAP) and Grants.gov are two resources for States seeking funding and grants opportunities. Additional information can be found on the TACT Funding page.
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9. | Is there a “universal” TACT timeline? |
| | Each TACT program will have its own timeline based on the activities it includes. A typical TACT timeline might include planned start and end times for enforcement waves, media campaigns and data collection efforts. The timeline should also cover grant application and reporting dates. TACT timelines can be presented at different levels of detail. For example, one timeline might be a program overview for administrators and press briefings while another more detailed timeline might be used by program managers.
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10. | How long does it take to get TACT funding approved? |
| | Given the January deadline to submit TACT grant proposals, the Federal Motor Carrier Safety Administration (FMCSA) anticipates communicating the final allocation of basic and incentive MCSAP funding for States by April. The notifications to individual States on MCSAP funding for their TACT proposals should be completed by May.
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11. | Will TACT grow to be a more ongoing program like Click it or Ticket? |
| | TACT is presently a demonstration program combining the National Highway Traffic Safety Administration’s (NHTSA) proven high visibility enforcement model used in Click It or Ticket for safety belts with FMCSA’s Share the Road Safely education campaign for safe driving around large trucks. Since STEPs have been used effectively for many years to change motorists’ traffic behaviors, there is every reason to believe TACT will be successful. FMCSA certainly wants to see TACT expand to be an ongoing program if the evaluation results from the demonstrations suggest it will be successful. This is why it is important to follow the basic TACT model and to conduct a thorough evaluation.
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12. | Operation: Safe Driver and TACT seem to be similar programs. How can States distinguish between the two? What is the overlap? |
| | Operation: Safe Driver is a much broader campaign. TACT is more focused on the specific issue of changing how PV and CMV drivers interact on the roadway.
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13. | What are the requirements or recommended changes for States who are implementing second-year TACT projects? |
| | FMCSA does not require or specifically recommend changes for a returning State’s TACT proposal, although innovation is encouraged. All States should continue to follow the Checklist of Requirements for a TACT Proposal.
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14. | Will TACT evolve into a statewide and/or year-round program? |
| | A fully implemented TACT demonstration project is currently positioned as an 18-month program to create and examine techniques for reducing crashes between CMVs and PVs. If the TACT approach continues to be successful, it is hoped that each State will use the lessons learned from its TACT demonstration program to structure an expanded ongoing safety program. FMCSA would like to see TACT programs increase their coverage if the approach proves cost effective. FMCSA will continue to fund TACT implementations if funding is available.
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15. | What are the funding plans and how many States will be funded in future years of the TACT program? |
| | FMCSA is planning to maintain the same multi-million dollar level of funding and to continue to expand the number of States participating in the program to ten by 2010.
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16. | Media costs vary considerably across the country and cannot be modeled on the Washington State TACT pilot program. Can States have additional time to explore local media costs? |
| | The grant application deadline is fixed. Determining local media and enforcement costs should be part of the pre-planning process. These costs will likely depend on the results of problem identification and corridor selection. The more lead time put into developing a proposed TACT plan and budgets, the better. The communications specialist on your team should be familiar with the local media markets. The Federal Motor Carrier Safety Administration (FMCSA) can also assist with this process.
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17. | How is “earned media” defined? |
| | Earned media consists of information the TACT program wants disseminated that is presented by media outlets without payment. One way media are “earned” is by doing something to gather media attention such as holding a press conference, issuing a press release or conducting a public event to catalyze the media to present the message. A second way to generate “earned media” is to request public service announcements (PSAs). Media outlets (e.g., TV, radio, newspapers) give free time or space for these messages
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18. | Is the “earned media” definition the same for every State? |
| | The definition of earned media is universal. Its nature and value may vary from State to State because of differing earned media opportunities. All TACT programs are encouraged to maximize earned media, to be innovative in pursuing options and to share their experiences with other States.
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19. | How is value assigned to earned media? |
| | The value of “earned media” will vary from State to State, depending on the relative costs associated with different media markets. Also, depending on a State’s specific TACT Communications and Outreach plan, there will be differing "earned media" opportunities. All TACT programs are encouraged to maximize "earned media" opportunities and be innovative in pursuing such options.
States may wish to develop an “Earned Media” checklist to inform and inspire other TACT States to pursue every relevant opportunity. The checklist might include itemizing such things as the value of lines of editorial coverage in print media and the valuation of a truck wrap. Comparisons between States may not be possible as the media market’s costs will vary so widely between States, but a general comparison of what earned activities were pursued by each Sate could encourage other State’s to actively pursue viable options. It is not possible to quantify the dollar value of all earned media. A rough dollar estimate can be generated by identifying the equivalent purchase price of broadcast time, print space or web space. The benefit of earned media to a TACT project is based on the extent to which it changes people’s awareness, knowledge and attitudes in the desired direction. This is best measured by awareness surveys.
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20. | What approvals do States need for communications materials? Does content need sign-off by FMCSA? |
| | States have access to the TACT e-Toolkit for content and image alternatives. These can be used without further approval. Road signs, however, may be subject to the limits in the Manual on Uniform Traffic Control Devices (MUTCD). States should work with their FMCSA Program Managers for guidance and approvals of new materials for the TACT program.
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21. | What considerations should be made when selecting media markets? |
| | The media markets for a TACT program should be selected to cover as many drivers as possible who use the intervention corridors. In order for the media to enhance the visibility of enforcement, its message must be received by the same drivers exposed to the police activity. As such, the choice of intervention corridors and the selection of media markets are highly interrelated.
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22. | Will the current MCSAP restriction be changed to enable the purchase of TV airtime? |
| | FMCSA does not currently have the authority to purchase TV airtime even though current legislation gives the National Highway Traffic Safety Administration (NHTSA) this authority. It is hoped that Congress will change this in the future. It is important to note that purchased TV air time might not be the most effective communication method for TACT programs as TV does not reach people when they are on the highway. Other media that can be purchased, such as radio, road signs and billboards, may be more appropriate since they can be seen or heard when driving. Also, much TV coverage can be earned through news stories and coverage of TACT events.
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23. | Should road signs be permanent or temporary? |
| | The strategy for sign deployment will depend on resource availability and evaluation findings. That is why it is advisable for a representative from the State’s highway department with knowledge and authority in sign approvals to be included on the TACT Steering Committee. Signs can be scheduled to remain up in the intervention corridors only for the duration of the campaign or a State may choose to make them permanent. It is important to make sure that a sign’s construction is consistent with its intended life so that it remains effective and presentable. After the TACT project is over, the State has the option of leaving the signs in place, removing them or transferring them to another location. States may wish to “institutionalize” the signs as part of ongoing safety activities.
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24. | Will FMCSA direct some national media attention to the TACT program to generate earned media for States? |
| | This could be possible. FMCSA and the TACT States could work together through the TACT State Peer Exchange Network (T-SPEN) to generate a sufficiently powerful “hook” to interest the media. Also through T-SPEN, FMCSA and TACT States should be prepared with an appropriate media strategy and responses to queries to use in the event of a highly visible commercial motor vehicle (CMV) and passenger vehicle (PV) crash that receives national attention.
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25. | Will FMCSA direct some national media attention to the TACT program to generate earned media for States? |
| | This could be possible. As a proactive measure, FMCSA and the TACT States could work together to have a “hook” to get the media interested as it takes a lot to get media involved. Also, to respond to a highly visible crash that brings national attention, FMCSA and TACT States could be ready with an appropriate TACT message. This could be a project that the TACT State Peer Exchange Network (T-SPEN) could spearhead.
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26. | How can States do more sustained outreach? |
| | Sustained outreach should not be confused with event-based campaigns, which involve relatively brief interventions. Annual campaigns of short duration can be highly effective in reaching target audiences at an affordable local cost. Both the frequency of these limited interventions and the communication activities included should be chosen locally but with full consideration of supporting or competing national campaigns. If a State wants more sustained outreach, it should consider:
- Mobilizing resources through industry partnerships
- Obtaining a high level of political support
- Working with community-based organizations that influence target audiences
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27. | What are important considerations in developing an enforcement plan? |
| | States should identify the high-risk areas where the TACT program might have maximum impact and select one or more intervention areas where enforcement and communications will be applied. Then the State should develop its enforcement strategy based on the selected areas and resources available. Consideration should be given to the timing, frequency and visibility of the enforcement efforts. It is also important for a State to develop viable enforcement tactics that cover which departments will be involved and the methods used to identify and stop dangerous drivers.The objective of TACT enforcement is to increase the general deterrence of unsafe behaviors when commercial motor vehicle (CMV) and passenger vehicle (PV) share the road. To accomplish this, the TACT enforcement must be as vigorous and as visible as possible. The impact of TACT enforcement will be affected by the choice of enforcement area, the enforcement strategy and tactics employed and the resources available to increase law enforcement presence on the road.
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28. | What are examples of enforcement activities? |
| | Examples of enforcement tactics include ticketing in selected corridors by law enforcement officers in marked or unmarked patrol vehicles, officers riding in CMVs using mobile radios to alert “chase” vehicles and officers in aviation units contacting patrol vehicles.
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29. | Is there a TACT standard for enforcement officers to use in measuring following and passing distances between commercial motor vehicles and passenger vehicles? |
| | Safe following distance is a function of a variety of factors including vehicle speed, vehicle size and road and weather conditions. Because of the variability in these factors, it is best handled as a subjective judgment by a trained law enforcement officer. Experience suggests that a trained officer’s subjective judgment will be a reasonable indicator of what is “safe,” and there is ample indication that the courts generally accept this judgment. If the officer also is able to present video evidence to support his/her assertion of unsafe behavior, the case against a violator is often strengthened.
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30. | Are some TACT enforcement processes working better than others? |
| | TACT programs have reported successes with ride-alongs, unmarked cars and aerial surveillances. These processes are currently being documented by each program’s evaluation component. Because of program differences, they cannot be directly compared, but their relative merits and best practices are worthy of discussion in T-SPEN forums.
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31. | How can States continue to motivate officers in the TACT program if the high visibility enforcement campaign is effective and violations drop? |
| | Citations for TACT-related violations will most certainly be up during the enforcement blitz periods because the officers taking part in overtime patrols are focusing almost exclusively on violations around CMVs. Even with a maximally effective TACT effort and a significant drop in offenders, however, there will still be plenty of violators left to catch. Moreover, as long as citation rate is not viewed as a measure of program effectiveness, officers should not be disappointed if a drop in citation rate occurs.
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32. | Can overtime for TACT enforcement be used with local jurisdiction partnerships that provide funding for officers on additional duty? |
| | Stepped up patrols through paid overtime is the cornerstone of high visibility enforcement campaigns. Proposed TACT budgets should include sufficient funding for both State and local police overtime. If local law enforcement overtime cannot be purchased directly, it is often possible to “barter” equipment to local departments in exchange for overtime TACT enforcement.
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33. | What can States do to make sure their evaluation plan is appropriate? |
| | The best way to ensure an appropriate evaluation is to include a professional evaluator as part of the TACT team. In addition, a State can submit its preliminary evaluation plan to the Federal Motor Carrier Safety Administration (FMCSA) during the pre-grant review process. FMCSA’s evaluation specialists will review the proposed plan and provide feedback and improvement suggestions as needed.
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34. | What resources are available to help a TACT program manager define an appropriate evaluation? |
| | FMCSA has prepared A Guide for Planning and Managing the Evaluation of a TACT Project to assist program managers with the TACT evaluation component. In addition, FMCSA can provide direct consulting with States to help them get up to speed in this area.
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35. | How is problem identification accomplished? |
| | Data should be used to guide a TACT program. Therefore, problem identification begins with a review of commercial motor vehicle (CMV) crash and causation data from police crash reports. This review should attempt to identify particular types of crashes, roadways, driver groups, vehicle types and times of day that might be overrepresented in crash statistics and any other factors that might help focus enforcement activities.
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36. | What evaluation measures should a TACT program include? |
| | Evaluation measures must reflect the specific objectives of each TACT program. Typical measures that most TACT programs will need include public awareness (generally collected by surveys), driver behaviors (usually from observations of drivers on the road), process (the tally of activities) and crashes (from police crash reports if a reasonable sample size can be expected in the test areas). There are several ways to collect data for each of these measures. An experienced evaluator will be able to select the most appropriate techniques for local conditions.
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37. | Do all States need to conduct road sign evaluations? |
| | Road sign evaluations are a specific activity required when a non-standard road sign is to be used. If a TACT road sign design is not consistent with the requirements in the Manual on Uniform Traffic Control Devices (MUTCD), an experimental exception to the MUTCD must be obtained from the Federal Highway Administration (FHWA) before the sign is used. Depending on the design of the sign, obtaining the exception may require conducting a human factors evaluation of the sign (typically only done at a few universities around the country) and conducting an experimental evaluation of the sign itself for at least a year in the field. FMCSA is currently working with FHWA to streamline the process of approvals. If a road sign is used as part of the TACT media, it should definitely be assessed as part of any awareness data collection.
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38. | How can States sustain a TACT effect in existing intervention corridors when a new year of TACT activities includes moving interventions to new corridors? |
| | The high level of enforcement and media applied to a TACT intervention corridor cannot usually be sustained once the TACT funding ceases. Nevertheless, a focus on TACT-related behaviors can be continued to maintain some or all of any behavioral gains achieved. Once an enforcement agency has participated in a TACT project, the importance it places on enforcing illegal driving activities around CMVs during regular patrols should be elevated. Communication efforts can be continued by leaving road signs in place and through the use of earned media.
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39. | What is the best approach for a State to use in selecting a new control corridor if the State chooses to implement a new wave of TACT activity in a corridor that was previously used as a control? |
| | An appropriate control or comparison corridor is as similar as possible to the intervention corridor with respect to roadway design, crash experience, and traffic flow but is isolated from any TACT enforcement and media activity. It is best to identify more than one potential comparison corridor at the outset of the TACT Program (e.g., select six matching corridors even though only two intervention and two comparison corridors will be used). Thereafter, if an intervention is mounted in one of the previously defined comparison corridors, the unused corridors become possible comparisons if they are sufficiently isolated from the new TACT efforts.
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40. | What are the long-term plans for TACT evaluation? Will detailed evaluations always be required? |
| | Evaluation is an inherent part of any action program. An effective program design will always include evaluation to provide feedback for program improvement. The only issue is how extensive the evaluation should be. TACT is currently in a demonstration phase in which it is desirable to derive lessons learned from each TACT grant. If the TACT concept is validated by these demonstration grants and Congress removes the requirement for a rigorous evaluation, the extent of evaluation activities may decrease. For example, detailed behavioral measures might no longer be necessary. It is still certain, however, that an appropriate level of evaluation will be specified as part of any future TACT activities both to enhance the project and to provide FMCSA, as the sponsor, with documentation of program accomplishments.
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