Mid-America Transportation Center Summer Institute 2012 Presenter: Jim McGee, MPA, Nebraska Department of Roads

1. Traffic Incident Management for MATC
Summer Institute
2012
Jim McGee MPA
NDOR
Jim.McGee@nebraska.gov
402-610-0074
6/11/2012 MATC Summer Institute 2012 1

2. NDOR and NSP
e …
• 8 NDOR Districts
• 4 NDOR Districts include
Interstate-80 Corridor
• 77,000 square miles
• 10,000-mile state highway
system
• 450-mile I-80 Corridor
• Iowa, Missouri0, South
Dakota, Wyoming, Colorado,
Kansas are neighboring states
• 6 NSP Troop Areas
6/11/2012 MATC Summer Institute 2012 2

3. Real Time System Management
 ….the capability to
monitor, in real-time,
the traffic and travel
conditions of the
major highways in the
US and to share data
with State and local
governments and with
the traveling public:
1. Lane blocking events
2. Road weather
3. Construction
4. Travel Time
6/11/2012 MATC Summer Institute 2012 3

4. NDOR (and Partners) are AMBER Alerts
NSP
NDOR
Media
NET
Nebraska
Broadcasters
SECC
Lottery
6/11/2012 MATC Summer Institute 2012 4

5. What is a is a traffic incident?
Definition contained in
MUTCD Part 6I:
A traffic incident is
an emergency road
user occurrence, a
natural disaster, or
other unplanned
event that affects
or impedes normal
flow of traffic.
6/11/2012 MATC Summer Institute 2012 5

6. Incident Stages
• Detection
• Verification • Response sequencing is
• Response dependent upon incident type
and severity
• Clearance • Response begins as a dispatch
function
• Recovery • Roles and responsibilities arise
• Site management • Response sub-phases require
continuing coordination,
• Traffic management logistics and staging
• Motorist information
• After Action Review
• Stages are not sequential!!
• Response, clearance and site management can begin
at once with proper agency coordination.
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7. What are Some Impacts of Traffic
Incidents?
• Congestion
• Air quality
• Secondary crashes
• Responder “struck
by” incidents
• Clearance time
• Commerce
More than 70 • Shipping and freight
towing and • Quality of Life
recovery operators
were killed in 2011!!
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8. Effects of an Incident
Secondary • For every minute a lane
is blocked on freeway,
Fatal Crash four minutes of
congestion are created
• Approximately 20% of
all roadway crashes are
Understand
“secondary” crashes
Traffic patterns
1 minute • 18% of all fatalities on
blockage adds freeways are in
four minutes of “secondary” crashes
risk
6/11/2012 MATC Summer Institute 2012 8

9. Why TIM Training?
• There are several public health and safety
benefits.
• For every minute that an Interstate lane is
blocked because of a traffic incident, a 4-
to5-minute travel delay can be expected
to result (3).
• Secondary crashes are often more severe
• A strong interdisciplinary traffic incident
management program can significantly
decrease incident duration and, when
combined with traveler information, can
increase peak-period freeway speeds,
reduce crash rates, and improve trip time
reliability.
• To realize this type of traffic incident
management program, it is imperative to
have a sound and effective training
program for incident responders and
managers.
6/11/2012 MATC Summer Institute 2012 9

10. Primary Function of TTC
• The primary functions of TTC at a traffic incident
management area are to inform road users of the
Inform road
incident and to provide guidance information on
the path toof
users follow through the incident area.
• Alerting road users and establishing a well
incident Provide
defined path to guide road users through the
incident area will serve to protect the incident
guidance on
responders and those involved in working at the
path to follow
incident scene and will aid in moving road users
expeditiously past or around the traffic incident,
will reduce the likelihood of secondary traffic
crashes, and will preclude unnecessary use of the
surrounding local road system.
6/11/2012 MATC Summer Institute 2012 10

11. 6 TIM Discipline Areas: Which Hat are You?
1. Law enforcement
2. Fire and rescue
3. EMS
4. Towing and recovery
5. Transportation
6. Notification and dispatch
• PSAP
• TMC
• TOC
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12. What are primary core
competencies?
Primary core competencies were defined as those shared or
similar actions typically taken at each incident type by at least
three on-scene responder groups.
Every incident responder active in that incident management
phase—regardless of responder type—should know how to
implement these core competencies.
For example, using emergency responder vehicles
to create a safe work area at the incident scene and wearing
appropriate high-visibility protective apparel are primary
core competencies for all incident responders.
6/11/2012 MATC Summer Institute 2012 12

13. What are secondary core
competencies?
• Secondary core competencies for each incident type were
defined as those actions that a specific responder group performs
that all other responder groups should understand and
be aware of. Every incident responder active in that phase of
response should be aware of these competencies because they are
interdependent.
However, individual responders may not need to know how to actually
implement them.
In addition to primary and secondary competencies, certain core discipline-
specific competencies were included.
• Discipline-specific competencies are those that only one
responder group performs but are of such a critical nature
that it is necessary for all disciplines to be aware of their existence
and performance, such as hazardous materials (hazmat)
cleanup.
6/11/2012 MATC Summer Institute 2012 13

14. Adult Learning Principals
• Adult learning principles state that adults
learn more effectively when they can
understand the intrinsic value of the
materials being covered and are motivated to
learn to the extent that they perceive that
learning will help them perform tasks or is
relevant in dealing with real-life situations .
• Adult students gain new knowledge,
understanding, skills, values, and attitudes
most effectively when offered real-life or
experience-oriented learning.
6/11/2012 MATC Summer Institute 2012 14

15. Iowa Volunteer Fireman Killed
Iowan killed directing cars on I-80
A 41-year-old Minden, Iowa, man was hit by a
car and killed Sunday as he was directing
traffic around an Interstate 80 accident near
Shelby, Iowa, the Iowa State Patrol said.
Michael Collins was pronounced dead at scene,
the State Patrol said.
The fatality was reported at 6:50 p.m.
A 2001 Honda Accord driven by 43-year-old
David Lee Thies of Ames, Iowa, entered an
eastbound traffic lane that had been closed
where a previous crash occurred, the Patrol
said. The Iowa Department of
Transportation reported already restricted
lanes in the area because of bridge repair
work.
The accidents tied up eastbound I-80 traffic for
hours Sunday evening. Part of the road
reopened about 8:40 p.m., and full traffic
was restored about two hours later.
— Susan Szalewski
6/11/2012 MATC Summer Institute 2012 15

16. Rural Nebraska and Rural
America
• 23% of the USA
population live in rural
areas but rural crashes
account for 55% of all
traffic fatalities
• 2-lane county roads are
the most dangerous
• Off-road
• Young victims
• 1-car
• Delayed discovery
6/11/2012 MATC Summer Institute 2012 16

17. Reduced Mortality:
Golden Hour
By reducing both notification and
response times, TIM saves lives.•
Mock Crash
Response time has a
Exercise well-documented
April, 2012 relationship to
likelihood of crash
survival.
Crash victims are 5-7 times
more likely to die if arrival at • For seriously injured
hospital exceeds 30 minutes patients, arrival at the
hospital within the
“golden hour” after the
crash is considered a
strong predictor of
patient outcome.
6/11/2012 MATC Summer Institute 2012 17

18. NDOR Intelligent
Transportation Systems
Travelers
Centers
Vehicles
Roadside
Wireless and Wire-line
6/11/2012 MATC Summer Institute 2012 18

19. NDOR is Weather Responsive Traffic
Management
Weather messages: The last decade has seen
growth in the amount and methods of getting
weather information to travelers.
Dissemination strategies: Messages are posted on
the road and disseminated through traveler
Motorist Information
information systems such as kiosks, websites, in-
vehicle navigation systems, DMS, HAR, 511,
cellular, and other portals.
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20. NDOR Road Weather Information
Systems (RWIS)
• More than 70 RWIS
statewide
• Nearly 50% of
traffic delay is
weather-related!
• Nebraska’s 511
system was the first
nationwide to
deliver 30-mile
surface weather
reports
6/11/2012 MATC Summer Institute 2012 20

21. NDOR Rural and Urban District
Operations Centers
Troop A
Dispatch
1.402.331.3333
6/11/2012 MATC Summer Institute 2012 21

22. Traffic Management Center Emergency Support Activities
How your TMC can assist:
• Detection
• (tornadoes,
•Planning for anticipated eventsVerification winter storms, etc.).
• Response
•Detection, verification and monitoring of roadway conditions.
• damage and capacity.
•Assessing transportation system Recovery
• Site Management
•Identification and management of public safety lifeline routes.
•Traffic control strategies •to Traffic Management
support emergency response and evacuation.
•Management of detours•and evacuation routes.
Motorist Information
• After Action Review
•Dispatch of maintenance and support vehicles.
•Coordination with local transportation agencies.
•Development of event-specific operational strategies to address response
phases.
•Warnings and public information/traveler alert requirements.
•Stabilization of traffic demand in the affected area.
•Post-event debriefings.
22
6/11/2012 MATC Summer Institute 2012

23. NDOR Road Closure Authority
• A road closure may result from any condition The Nebraska Department of Roads
on or along the state highway system that retains statutory discretion to
makes any given point along the road or route
unsuitable for travel. determine when closing a state
• The Nebraska Department of Roads retains highway is justified…
statutory discretion to determine when closing
a state highway is justified; and the Department
makes all reasonable efforts to keep traffic on
state maintained highways moving at all times.
• At times, the Nebraska State Patrol may initiate
road closures and will notify the NDOR Area
Maintenance Superintendent or designee of the
closure when that occurs. The NSP is then
responsible for traffic control until NDOR
personnel arrive. Jointly, NDOR and NSP
determine the need for a detour route. When a
closure occurs on the Interstate, the NSP may
utilize the Department’s road closure gates for
traffic control.
• Reference: Nebraska Revised Statute 39-145
6/11/2012 MATC Summer Institute 2012 23

24. Traveler Information
and Alternate Routing
Motorist Information
Guidance
6/11/2012 MATC Summer Institute 2012 24

25. NDOR Motorist Information
6/11/2012 MATC Summer Institute 2012 25

26. NDOR and Partners are
CVISN
6/11/2012 MATC Summer Institute 2012 26

27. What States Have the Most Freight?
Why Does it Matter?
6/11/2012 MATC Summer Institute 2012 27

28. NDOR is Multi State Operations
6/11/2012 MATC Summer Institute 2012 28

29. Fatal Incident Reconstruction Team
Reduces Investigation Time
6/11/2012 MATC Summer Institute 2012 29

30. Facts About Secondary Crashes
• The likelihood of a secondary crash increases by
2.8 percent for each minute the primary incident
continues to be a hazard.
Secondary crashes are
often more severe! • Causes include the dramatic change in traffic
conditions, including the rapid spreading of
queue length, and the substantial drop in traffic
speed, as well as rubbernecking.
• Secondary crashes due to congestion resulting
from a previous crash are estimated to represent
20 percent of all crashes.
• Incident management programs prevent
secondary incidents by reducing the duration of
traffic incidents, and by publicizing the incident
using changeable message signs and traveler
information systems.
• – 13-20% of rush hour crashes are because of
• congestion from previous incident
• – Each traffic crash on a freeway increases the risk
of secondary crash by 600%
6/11/2012 MATC Summer Institute 2012 30

31. What is Quick Clearance?
…the practice of
rapidly and safely
removing
temporary
obstructions from
the roadway.
Transportation Research Board
6/11/2012 MATC Summer Institute 2012 31

32. 3 Safe, Quick Clearance Methods
1. Driver Removal
Quick Clearance
2. Authority
Removal Quick
Clearance
3. Move Over/Slow
Down Laws
6/11/2012 MATC Summer Institute 2012 32

33. The National Traffic Incident Management
Coalition’s National Unified Goal
10. Multidisciplinary TIM
Procedures
1. TIM Partnerships and
11. Response and Clearance
Programs
Time Goals
2. Multidisciplinary NIMS
12. 24X7 Availability
and TIM Training
13. Multidisciplinary
3. Goals for Performance
Communications Practices
and Progress
and Procedures
4. TIM Technology
14. Prompt, reliable responder
5. Effective TIM Policies
notification
6. Awareness and
15. Interoperable voice and
Education Partnerships
data networks
7. Recommended Practices
16. Broadband emergency
for Responder Safety
communications systems
8. Move Over/Slow Down
17. Prompt, reliable traveler
Laws
information systems
9. Driver Training and
18. Partnerships with news
Awareness
media and information
providers
6/11/2012 MATC Summer Institute 2012 33

34. Feasibility, Flexibility, Interoperability and Collaboration
The only existing framework
that encompasses both
transportation and emergency
management communications
is the National Intelligent
Transportation Systems (ITS)
Architecture.
It provides three layers—
institutional,
traffic/transportation, and
communications—in which to
build any and all aspects of
TIM and is an established
foundation for TIM
Framework.
6/11/2012 MATC Summer Institute 2012 34

35. The Institutional Layer of TIM Framework
• The institutional layer considers the policies,
funding incentives, working arrangements, and
jurisdictional structure that support the technical
• The institutional layer
layers of the architecture. The Institutional Layer
provides the basis for understanding who the
considers the policies,
implementers of TIM will be and the roles these
implementers could take in setting up TIM
funding incentives,
•
programs.
The institutional layer includes the institutions,
working arrangements,
policies, funding mechanisms, and processes that
are required for effective implementation, and jurisdictional
operation, and maintenance of an effective TIM
Framework. structure that support
• The institutional layer is shown as the base because
solid institutional support and effective decisions the technical layers of
are prerequisite to an effective TIM program. This is
where the objectives and requirements for TIM are the architecture and is
established. A host of actors from the public sector
and the private sector make up the institutional the basis for
layer. Within the realm of public sector investment,
the relationships between the actors have become
rather established. This is in large part because ITS
understanding who the
deployment decisions can be considered part and
parcel of the larger transportation investment
implementers are.
decision-making process.
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36. The Traffic/Services Layer of the Framework
Traffic / Services
• The Traffic/services layer is where
the emergency response and traffic
solutions are defined in terms of the
communications functions, the underlying
functionality and data definitions that are
required for each TIM service.
• This layer, the heart of the National ITS
Architecture, is referred to as
“Transportation” in the National ITS
Architecture.
• As part of the TIM Framework, the layer is
more focused on the traffic and emergency
services portion of the National ITS
Architecture, and it provides a framework
for applying technology in a consistent,
progressive, and effective fashion to
improve the services in the traffic and
emergency management system for surface
highways.
• The majority of the TIM Framework has a
significant focus on this layer because TIM
is service and operations oriented.
6/11/2012 MATC Summer Institute 2012 36

37. The Communications Layer of TIM Framework
The communications layer
provides for the accurate
and timely exchange of
information between TIM
stakeholders and their
systems to support
traffic/service solutions.
This layer is the heart of
coordinated
multidisciplinary incident
response.
6/11/2012 MATC Summer Institute 2012 37

38. Rest in Peace
• On September 18, 2011, a 41-year-old male volunteer fire fighter (the
victim) lost his life while directing traffic at a motor vehicle collision
on an interstate highway.
• The victim responded to the scene in the department's rescue truck
to establish a traffic incident management area (TIMA) while an
ambulance crew from his department checked on vehicle occupants
involved in the collision.
• After establishing and repositioning the TIMA, the victim
positioned himself in the left lane ahead of the TIMA to direct
oncoming motorists to the right lane.
• The victim was struck while standing on the left shoulder/left lane
when a motorist swerved to the left from the right lane of travel to
avoid hitting a vehicle in the right lane.
• The victim was pronounced dead on the scene.
6/11/2012 MATC Summer Institute 2012 38

39. Recommendation #1:
• Fire departments should ensure that
emergency responders receive
proper training, and have adequate
staffing, sufficient equipment, and
appropriate procedures in place for
responding to and operating at a
roadway emergency incident.
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40. Recommendation #2:
Fire departments should ensure that
standard operating guidelines include
guidance on identifying and maintaining a
safe location while working in or near
moving traffic.
6/11/2012 MATC Summer Institute 2012 40

41. Recommendation #3:
• Fire departments should establish pre-
incident plans and agreements regarding
traffic control incident management at
roadway incidents with other public
safety agencies (e.g., fire departments,
EMS, and law enforcement), local/state
departments of highways, and private
sector responders.
6/11/2012 MATC Summer Institute 2012 41

42. Recommendation #4:
Fire departments should ensure that high-
visibility chevrons and reflective markings
are applied to all apparatus to enhance
conspicuity while parked at emergency
scenes and during emergency response.
6/11/2012 MATC Summer Institute 2012 42

43. Recommendation #5:
Motorists should be attentive at all times
while operating a motor vehicle, especially
when approaching and driving through a
traffic incident management area, so that
they avoid striking emergency responders,
other vehicles, and/or traffic control
devices.
6/11/2012 MATC Summer Institute 2012 43

44. Reduction of Capacity Under Incident
Conditions
• A 2 lane interstate highway
facility has a reduction of
5% on the capacity with a
simple vehicle stop on the
Understand shoulder.
• In a 2 lanes interstate
Traffic patterns highway facility a shoulder
accident causes a 20%
reduction on capacity.
• For a 3 lanes interstate
More than just the single lane highway facility a one (1)
that has been closed is impacted. lane blocked by an accident
The greater the loss of highway or any event causes a 50%
capacity, the greater the chances reduction on capacity.
of a secondary crash.
6/11/2012 MATC Summer Institute 2012 44

45. Human factors: Total Stopping Sight Distance
(based on 2.5-sec Perception/Reaction Time)
60 Mph
65 Mph
70 Mph
Understand
Traffic patterns
and Human
Factors
Note: Commercial vehicles require much longer distances.
6/11/2012 MATC Summer Institute 2012 45

46. Stopping Sight Distance
The distance traveled from the time a driver
first detects the need to stop until the
Understand
vehicle actually stops Traffic patterns
and Human
Factors
6/11/2012 MATC Summer Institute 2012 46

47. Human Factors Question
• At night – How far away can a driver see you?
6/11/2012 MATC Summer Institute 2012 47
Source: ANSI/ISEA 107-1999 MADE EASY. A Quick Reference to High-Visibility Safety Apparel

48. Section 6E.02 High-Visibility Safety
Flagger and High Visibility Apparel
Standard:
• 01 For daytime and nighttime activity,
flaggers shall wear high-visibility
safety apparel that meets the
Performance Class 2 or 3
requirements of the ANSI/ISEA 107–
High Visibility 2004 publication entitled "American
National Standard for High-
Background
Visibility Apparel and Headwear"
Material Minimum (see Section 1A.11) and labeled as
450 in2
Retro reflective/Combined-
meeting the ANSI 107-2004 standard
Performance Material performance for Class 2 or 3 risk
Minimum Width 1.97 in
Minimum Area 201 in2
exposure. The apparel background
(outer) material color shall be
The Vest shall have contiguous fluorescent orange-red, fluorescent
areas of retro reflective or
combined-performance
yellow-green, or a combination of the
material encircling the torso – two as defined in the ANSI standard.
placed in a manner to provide
3600 visibility
The retroreflective material shall be
orange, yellow, white, silver, yellow-
TIM for Responders/ Fire School McGee
2012 green, or a fluorescent version of
these colors, and shall be visible at a
minimum distance of 1,000 feet. The
retroreflective safety apparel shall be
designed to clearly identify the
wearer as a person.
6/11/2012 MATC Summer Institute 2012 48

49. Common U.S. crash scene
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50. Typical European crash scene
EMS
PD
Fire/Rescue
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51. NFPA
Conduct initial size-up
Establish command
Identify hazards
Identify needed resources
Communicate to responders and
dispatchers both orally and using
communication devices
Don protective equipment
Operate and position vehicle in
correct manner
… the shortcoming
of wearing NO Vest!
6/11/2012 MATC Summer Institute 2012 51

52. NFPA
Operate and position vehicle in correct
manner.
Don’t
Create a
‘Split
Scene’
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53. On Scene Responders
• On-scene responders should be trained
both in safe practices for accomplishing
their tasks in and near traffic and the
requirements for traffic incident
management contained in this Manual.
• Responders should always be aware of
their visibility to oncoming traffic and
take measures to move the traffic
incident as far off the traveled roadway
as possible or to provide for appropriate
warning.
• Emergency vehicles should be Safe-
Positioned in such a manner as to
optimize traffic flow through the incident
scene.
• All subsequent arriving emergency
vehicles should be positioned as to not
interfere with the established temporary
traffic flow.
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54. TIM Technology
Fatal Incident Reconstruction Team Partnership
6/11/2012 MATC Summer Institute 2012 54

55. NFPA
Operate and position vehicle in correct
Emergency-Vehicle Light
manner.
In multi-lane freeways
Correct
Recommended to ‘shed’ or
turn off all forward facing
emergency lighting that
affect traffic in the oncoming
lanes
To reduce rubbernecking
and prevents secondary
crashes
Light discipline
considers human
factors
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56. TTC Zones
NFPA
Assess effectiveness of TTC
• Advance Warning • First section that informs
Area report problems throughthe incident
and drivers about
command structurearea they are approaching
• Transition Area
• Vary from a single sign or
• Activity Area warning light on a vehicle
to a series of warning
• Termination Area signs
How far
upstream should – Examples: cones, flares, or
advance emergency vehicles far in
warning area
advance of the actual
be?
incident (crash or fire
scene)
MATC Summer Institute 2012
6/11/2012 56

57. NFPA
Operate and position vehicle in correct
manner.
Minimize Lights
Avoid glare to motorists
Incorrect
Turn off unnecessary
lights
Emergency vehicle
lighting:
Provides warning only and
provides no effective traffic
control
Can be confusing and
Understand Traffic drivers
distracting to
patterns and Human
Factors
Use amber instead of red
6/11/2012 MATC Summer Institute 2012 57

58. Shadow Vehicles
Shadow Vehicles –
NFPA Trucks or trailers that
Operate and position vehicle in correct are used to protect
manner. workers or work
equipment from
errant vehicles
Heavy Vehicle –
33,000 GVWR or
greater, loaded at least
20,000 pounds (tanker
truck)
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59. National Incident Management
System
• NIMS provides a
systematic, proactive
approach guiding
Reduce confusion
government agencies at all
Improve the safety of
levels, the private sector
responders
and NGOs to work
Make operations at the
seamlessly to prepare for,
prevent,more efficientrecover
scene respond to,
from and mitigate the
effects of incidents
regardless of cause, size,
location, or complexity in
order to reduce the loss of
life or property and harm to
the environment.
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60. Responder Terminal and Enabling Learning Objectives
Enabling Learning
Terminal Learning Objective Objective
•
• Summarize how to
Recall the importance of ICS
• Summarize the importance of prioritizing
incident objectives
use the ICS system • Discuss how to plan for physical
organization of the scene and describe the
to establish an need for diversion routes or diversion areas
• Describe how to develop a plan for SQC
organized incident • Describe how to designate the staging area
location for additional resources, responders
scene with •
or both
Discuss the communication that should
effective scene occur with command, public information,
and dispatch regarding staging area;
communications additional services; contact with trucking
companies; incident updates; revised
duration; TTC devices; and lane closings
and openings
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61. Warning Signs - Placement
• Right/Left-hand side of roadway
• As near to the edge of the road as possible,
but no closer than 2 feet
• Right angles, facing traffic
• No obstructions
• In advance of hills and curves
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62. NFPA
Assess effectiveness of TTC and report
problems through command structure
The test concerning adequate lengths of
tapers involves observation of driver
performance after TTC plans are put into
effect.
Incorrect Correct
Placement Placement
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Source: Emergency Traffic Accommodation – A Guide for First Responders

63. We are sinking!! (2 minutes)
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64. The New NDOR TIM Resource Link
www.tim.ne.gov
www.tim.nebraska.gov
www.roads.ne.gov/TIM/
Includes material
from FHWA,
NTIMC, TIM
Network, Traffic
Forum, State DOT
TIM programs and
more.
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65. Thank you, MATC Summer
Institute!
Jim McGee
402-610-0074
Jim.McGee@Nebraska.gov
6/11/2012 MATC Summer Institute 2012 65