1. Traffic Incident Management for MATC Summer Institute 2012 Jim McGee MPA NDOR Jim.McGee@nebraska.gov 402-610-00746/11/2012 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 Areas6/11/2012 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 events2. Road weather3. Construction4. Travel Time6/11/2012 MATC Summer Institute 2012 3

4. NDOR (and Partners) are AMBER Alerts NSP NDOR Media NET Nebraska Broadcasters SECC Lottery6/11/2012 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.6/11/2012 MATC Summer Institute 2012 6

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!!6/11/2012 MATC Summer Institute 2012 7

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 risk6/11/2012 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 enforcement2. Fire and rescue3. EMS4. Towing and recovery5. Transportation6. Notification and dispatch PSAP TMC TOC6/11/2012 MATC Summer Institute 2012 11

12. What are primary core competencies?Primary core competencies were defined as those shared orsimilar actions typically taken at each incident type by at leastthree on-scene responder groups.Every incident responder active in that incident managementphaseregardless of responder typeshould know how toimplement these core competencies.For example, using emergency responder vehiclesto create a safe work area at the incident scene and wearingappropriate high-visibility protective apparel are primarycore 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 weredefined as those actions that a specific responder group performsthat all other responder groups should understand andbe aware of. Every incident responder active in that phase ofresponse should be aware of these competencies because they areinterdependent.However, individual responders may not need to know how to actuallyimplement them. In addition to primary and secondary competencies, certain core discipline-specific competencies were included. Discipline-specific competencies are those that only oneresponder group performs but are of such a critical naturethat it is necessary for all disciplines to be aware of their existenceand 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 KilledIowan killed directing cars on I-80A 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 Szalewski6/11/2012 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-documentedApril, 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-line6/11/2012 MATC Summer Institute 2012 18

19. NDOR is Weather Responsive Traffic ManagementWeather messages: The last decade has seengrowth in the amount and methods of gettingweather information to travelers.Dissemination strategies: Messages are posted onthe road and disseminated through traveler Motorist Informationinformation systems such as kiosks, websites, in-vehicle navigation systems, DMS, HAR, 511,cellular, and other portals.6/11/2012 MATC Summer Institute 2012 19

20. NDOR Road Weather Information Systems (RWIS) More than 70 RWIS statewide Nearly 50% of traffic delay is weather-related! Nebraskas 511 system was the first nationwide to deliver 30-mile surface weather reports6/11/2012 MATC Summer Institute 2012 20

21. NDOR Rural and Urban District Operations Centers Troop A Dispatch 1.402.331.33336/11/2012 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 detoursand 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. 226/11/2012 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 Departments 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 Guidance6/11/2012 MATC Summer Institute 2012 24

25. NDOR Motorist Information6/11/2012 MATC Summer Institute 2012 25

26. NDOR and Partners are CVISN6/11/2012 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 Operations6/11/2012 MATC Summer Institute 2012 28

29. Fatal Incident Reconstruction Team Reduces Investigation Time6/11/2012 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 Board6/11/2012 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 Laws6/11/2012 MATC Summer Institute 2012 32

33. The National Traffic Incident Management Coalitions 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 providers6/11/2012 MATC Summer Institute 2012 33

34. Feasibility, Flexibility, Interoperability and CollaborationThe only existing frameworkthat encompasses bothtransportation and emergencymanagement communicationsis the National IntelligentTransportation Systems (ITS)Architecture.It provides three layersinstitutional,traffic/transportation, andcommunicationsin which tobuild any and all aspects ofTIM and is an establishedfoundation for TIMFramework.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.6/11/2012 MATC Summer Institute 2012 35

36. The Traffic/Services Layer of the FrameworkTraffic / 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 FrameworkThe communications layerprovides for the accurateand timely exchange ofinformation between TIMstakeholders and theirsystems to supporttraffic/service solutions.This layer is the heart ofcoordinatedmultidisciplinary incidentresponse.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 departments 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. 6/11/2012 MATC Summer Institute 2012 39

40. Recommendation #2:Fire departments should ensure thatstandard operating guidelines includeguidance on identifying and maintaining asafe location while working in or nearmoving 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 markingsare applied to all apparatus to enhanceconspicuity while parked at emergencyscenes and during emergency response. 6/11/2012 MATC Summer Institute 2012 42

43. Recommendation #5:Motorists should be attentive at all timeswhile operating a motor vehicle, especiallywhen approaching and driving through atraffic incident management area, so thatthey avoid striking emergency responders,other vehicles, and/or traffic controldevices. 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 DistanceThe distance traveled from the time a driverfirst detects the need to stop until the Understandvehicle actually stops Traffic patterns and Human Factors6/11/2012 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 in2Retro 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 beThe Vest shall have contiguous fluorescent orange-red, fluorescent areas of retro reflective or combined-performance yellow-green, or a combination of thematerial 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 scene6/11/2012 MATC Summer Institute 2012 49

50. Typical European crash scene EMS PD Fire/Rescue6/11/2012 MATC Summer Institute 2012 50

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. Dont Create a Split Scene6/11/2012 MATC Summer Institute 2012 52

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.6/11/2012 MATC Summer Institute 2012 53

54. TIM Technology Fatal Incident Reconstruction Team Partnership6/11/2012 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 factors6/11/2012 MATC Summer Institute 2012 55

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 20126/11/2012 56

57. NFPAOperate and position vehicle in correctmanner. 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 red6/11/2012 MATC Summer Institute 2012 57

58. Shadow Vehicles Shadow Vehicles NFPA Trucks or trailers thatOperate and position vehicle in correct are used to protectmanner. workers or work equipment from errant vehicles Heavy Vehicle 33,000 GVWR or greater, loaded at least 20,000 pounds (tanker truck) 6/11/2012 MATC Summer Institute 2012 58

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.6/11/2012 MATC Summer Institute 2012 59

60. Responder Terminal and Enabling Learning Objectives Enabling LearningTerminal 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 openings6/11/2012 MATC Summer Institute 2012 60

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 curves6/11/2012 MATC Summer Institute 2012 61

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 Placement6/11/2012 MATC Summer Institute 2012 62 Source: Emergency Traffic Accommodation A Guide for First Responders

63. We are sinking!! (2 minutes)6/11/2012 MATC Summer Institute 2012 63

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.6/11/2012 MATC Summer Institute 2012 64

65. Thank you, MATC Summer Institute! Jim McGee 402-610-0074 Jim.McGee@Nebraska.gov6/11/2012 MATC Summer Institute 2012 65