Transcript Turnpike Road Rangers - FDOT District 1

SW Florida TIM
Teams
Reducing
Secondary
Crashes
Responders play a key role
By Arland (Ted) Smith
Nationwide 20% of interstate
crashes are secondary incidents
Consider
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That secondary incidents statistically are
more severe than the initial event
All to often secondary crashes involve
incident responders
There is a growing likelihood that
response agencies will be included in law
suits after a major secondary
That TIM best practices are effective
Recent examples
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Arbitration panel orders MoDOT to pay $1.3
million for failing to provide warning of a
previous crash
Fatal crash on I-75 during ‘rolling road block’
with no warning highlighted recently in NY
Times. Ten injured two dead
Seven die in FL Turnpike secondary crash
involving Fire Rescue and Sheriff’s vehicle
The original event was not even in the
roadway, however responders parked in the
right travel lane in a fog bank
Fortunately no responders injured or
killed
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At a traffic incident, who is responsible for
Temporary Traffic Control which includes
advanced warning to unsuspecting highway
users?
ANSWER
All responders to highway incidents
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Fire-Rescue
Law enforcement
Asset management contractors or State DOT
Traffic incident response patrols
Local Highway or street departments
Private contractors, Spill clean-up and
Towing and recovery operations
Many Traffic Incident Responders are unaware that they are
specifically charged with the responsibility of
“Protecting highway users by warning
them and guiding them past the
incident scene safely”
Per US DOT
Federal Highway Administration
Manual of Uniform Traffic Control Devices MUTCD
High Liability Potential for Responders
Failure to Warn
Failure to Act
Failure to Protect
Gross Negligence
Deliberate Indifference
Ask Yourself the Question:
“What would a reasonable person do to reduce the
hazard?”
Fundamentals of Tort Liability
The following four factors used to prove negligence:
A trial lawyer will methodically establish each…….
Was there?
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A duty or standard
A breach of that duty
An actual loss or harm
A connection between breach of duty and
resulting harm
What practices contribute to secondary
crashes ?
Anything here that could lead to a
secondary ?
Witnesses allege this crash was
preceded by a fire truck responding in the
opposite direction in poor visibility
Motorists can be confused or temporarily blinded
Secondary crashes can be avoided
OKAY
What works
‘15 Minute – Rule’
Responders…”should within 15 minutes of their arrival, estimate”:
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The magnitude of the incident including lane blockage
The expected duration (use levels)
The expected ‘queue’ length (where advanced warning needs to be)
They should provide, place or order the TTC for these estimates
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Use any devices readily on hand and order (request, procure) additional
upgrades
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Continue to monitor conditions at the scene (follow the 15 minute rule)
look for opportunities to upgrade scene safety and control of traffic
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Remember simply repositioning emergency vehicles is an upgrade
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Report changes in traffic flow (lane openings) to dispatch for
dissemination to RTMC and motorists.
Every 15 minutes
Manually warning traffic before the
queue, basic but very effective
Advanced warning
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Attention must be paid to the
end of the queue, the location
is dynamic, anticipate
expansion
Warning must be given to
motorists approaching the
stopping traffic
The ‘second in’ responder
could take this responsibility
Request the RTMC to display
crash alert messages upstream
on dynamic message signs
Suggestion, start with these two signs:
If possible post on both sides of roadway
“Emergency scene ahead” and
“Be prepared to stop”
Placing signing upstream consider visibility,
prevailing speed and sight distance
Is this the ideal location for this sign ?
Request TMC to post warnings on
Dynamic Message Signs (DMS)
During the initial response, using
apparatus to help protect the scene by
blocking one additional lane
is OKAY
Consider now the value of quickly adding traffic
controls
Even basic cone placement enhances scene
safety
Cones
and flares
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Suggest 36” or 28” Traffic Cones, 4 per squad car and 10
per fire truck or tow truck*
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Carry some cones in every vehicle that responds to
highway incidents, number depends on space available
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Flares can be used to set up initial lane closures and for
supplementing cones at night
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Remove flares completely from the roadway
*MUTCD allows use of whatever is on hand
Establish a well defined incident scene
Deploy cones and follow good vehicle
placement fundamental
Vehicle Positioning
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Many TIM Teams are developing SOG’s
(Standard Operating Guidelines)
Every incident is different, SOG is simply that, ie.
a guide. But it does provide basic or default
plan for emergency vehicle parking
Several examples to review, many TIM teams
putting these together
Vehicle Position
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Downstream
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Tow Vehicle
Ambulance
Upstream
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Road Ranger/FDOT
FHP
Fire Truck
Note: The upstream
configuration can vary with the
resources on hand, arrival
order and the geometrics
THINK! Before you park in the
roadway with no advance warning
Quick Clearance Best Practices can
limit exposure to secondary crashes
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Aggressive Relocation, of
Truck Wrecks
Multiple Agency QC
Training
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“Move-it” law mandate
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Investigations conducted
using Time Management
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DOT/ Asset Mgt /Patroller
Open Roads Training
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Unified Command
Procedures
Positive Traffic Control
expanded, critical role of a ‘flagger ’or traffic
manager
Always assign a person to this role upon arrival
Train where to stand to be the most effective
Establish eye contact with drivers
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Three proven, positive or manual traffic control
benefits:
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Provides a dedicated team member watching and facilitating
traffic while being responsive to needs of on-scene personnel
Can move significantly more traffic past the incident (limits
rubbernecking) could be as much as 40%
Sends the right message individually to motorists caught in
the queue, perception is now ‘they are doing the best they can
to get me on my way”
Emergency light use
Evaluate current practices
 Consider the confusion of approaching motorists
 The moth to the flame theory, reality?
 A flashing emergency light is not a traffic control
device
 The approaching traffic from the opposite
direction of travel, front facing flashers an
unwanted distraction
Arrow boards recommended, fire apparatus,
highway agencies and tow trucks even squad
cars. A great traffic control device!
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# 1 -- PICK
FOR RISK REDUCTION
Continue to look for opportunities to
upgrade scene traffic controls
following the MUTCD Standards
USE THE “15 MINUTE RULE”
In review
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Limit exposure time
Upgrade Traffic Controls
early
Reposition Vehicles ASAP
Know the SOG’s
Combine resources
Preventing Secondary
Crashes a high priority
for everyone !
Common Sense
Approach
Prior Warning
Is Prevention
Thank You
Discussion welcomed
Arland T. (Ted) Smith