Transcript Traffic Incident Management

Traffic Incident Management
A systematic, planned
and coordinated use
of resources to
reduce the impact of
incidents, and
improve the safety of
motorists, crash
victims and incident
responders
What is an Incident?
“A traffic incident is an
emergency road user
occurrence, a natural disaster,
or other unplanned event
that affects or impedes the
normal flow of traffic.”
(MUTCD Chapter 6I)
#1 Issue-Responder Safety
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15,000 Responder Vehicles Struck
Nationwide Every Year*
More Than 10,000
Responder Injuries
Annually*
*Source: No. Central TX Council of Govts
Incidents – the problem
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An event that causes a reduction of
roadway capacity.
Examples: Traffic crashes, vehicle fires,
disabled vehicles, construction zones, traffic
stops and special events (NASCAR races,
concerts, sporting events)
Do we become part of the problem or the
solution to the problem?
Limited Exposure is the key to
success.
Traffic Related Fatalities: Police
“Officers Down Memorial Page”
Year
Total
Auto
Fatalities Crashes
Motorcycle
Struck
by
Vehicle
Vehicle
Pursuit
Vehicle
Assault
2006
2005
142
156
35
33
7
4
11
11
3
5
16/7
15/3
2004
161
34
8/2
8
6
18/7
2003
146
40/2
8/1
7
13
9/1
2002
159
37/1
6
7
5
12/7
2001
240
34/2
7/1
12
5
17/6
2000
163
37/4
10
9
5
14/4
Traffic Related Fatalities: Fire
“NIOSH: Firefighter Fatality Case Studies”
Year
Total
Vehicle
Collisions
Struck by
Vehicles
Responding
and Returning
2005
115
25
4
23
2004
117
20
5
22
2003
111
34
5
36
2002
100
24
5
13
2001
443
21
3
23
2000
102
21
5
19
Effects of Congestion – Capacity
(US DOT study November 2000)
Number Shoulder
of
Blocked
Lanes
One
Lane
Two
Lanes
Three
Lanes
2
19%
65%
100%
N/A
3
17%
51%
83%
100%
4
15%
42%
75%
87%
“Secondary Incidents”
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~20% of all incidents
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Likelihood increases 2.8% each minute
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In Pennsylvania: TIM decreased secondary
incidents on highways 40% between 1993
and 1997
“Reduce Congestion Delay”
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1 minute of lane blockage equals 4
minutes of delay per driver – 10 minutes
of a road closure equals 40 minutes of
congestion
Reducing Congestion Mitigation is a US
DOT and FWHA Priority
Why are we concerned?
Freight Mobility
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Texas Transportation
Institute (TTI)
In 2004 Idled Trucks
(cost to industry)
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243 million hours
7.8 billion dollars (passed
on to consumers)
Economic Impact
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$1 Trillion per year cost
for delays
$200 Billion loss due to
accidents and fatalities
$8 Billion to Trucking
Industry
What is the solution?
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Limit our Exposure
Address the safety of
responders, victims
and other motorists
Alleviate congestion
Clear the roadway by
applying quick
clearance techniques
Traffic stops shall be
better planned
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Proper position of
vehicles
Discipline the use of
emergency lights
Use traffic control
devices
Follow the MUTCD
Utilize traffic
advisories
Utilize a observer
Players in the game
 Fire/EMS
 Police
 Tow
Departments
Departments
and Recovery agencies
 Department
 Media
of Transportation
Fire/EMS Departments
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Address fire and other
potential hazards
Render medical aid to
injured victims
Reduce exposure by
staging equipment
Keep lanes open if
safe
Communicate
expectations to other
responders
Set-up Initial Zones
Fire/EMS Departments cont…
Limiting our exposure:
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Know the weather conditions
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Initiate tow/recovery units at the scene
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Remove vehicles from roadway
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Take persons to a safe waiting location
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Communicate/Coordinate/Cooperate with other
emergency responders
Police Departments
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Traffic control: set up
initial traffic zones
Crash Investigation
Initiate tow/recovery
operations
Relocate vehicles off
the roadway
Implement quick
clearance practices
Use technology to
increase efficiency
Police Departments cont…
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Choose good locations for traffic stops
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Relocate traffic stops when secured
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Relocate property damage traffic crashes
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Communicate needs to dispatch and other
responding units
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Communicate/Coordinate/Cooperate with other
emergency responders
Towing/Recovery agencies
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Provide services for
removal of vehicles
and debris
Keep lanes of traffic
unobstructed
Participate as
responders at
incidents
Utilize resources to
impact duration of
incident
Towing/Recovery agencies cont…
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Provide training to other emergency responders
Provide equipment and capability list to other
agencies
Set-up traffic control measures at all incidents
Communicate/Coordinate/Cooperate with other
emergency responders
Transportation Departments
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Provide traffic control for major incidents
or events
Develop alternate routes for major
incidents or events
Maintain communication links with media
Provide for roadway repairs and
maintenance
Communicate/Coordinate/Cooperate with
other emergency responders
Media
• Provide information to other travelers
• Update information for motorists
approaching scene
• Broadcast alternate routes to minimize
impact in immediate area of incident
Pre-planning and coordinating
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Interdisciplinary cross training brings a
better understanding of how we work
together
Unified Command brings fire, police,
towing and DOT together to make
informed decisions
Debriefing sessions help to identify
strengths and weaknesses leading to the
creation of best practices
Best practices: Pre-incident
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Test detection devices and determine how
verification will be made
Anticipate significant events and meet with all
agencies to define roles
Rehearse response
Stage equipment
Pre-plan diversion route
Best practices – at the scene
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Linear response
leaves lanes open
Use traffic control
devices/Reflective
Vests
Share responsibilities
Communication is the
key
Provide the public
with information
Best practices…
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Discipline the use of
emergency lighting
Attend joint training
sessions
Recognize and
incorporate
technological
assistance
Keep the scene safe
for all involved
Review and improve
6I General Guidance: 4. Estimation
Responders should within 15 minutes of arrival:
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Estimate the magnitude of the incident,
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Estimate the expected time duration of the incident,
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Estimate the expected vehicle queue length,
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Establish “Unified Command” if applicable
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Set-up appropriate TTC for the estimates
Temporary Traffic Control Zones
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Minor Incident –
minutes:
fire
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expected duration under thirty
Stalled cars, traffic stops, medical emergency, minor crash, car
Intermediate Incident –
expected duration
30 minutes to two hours: Crash w/ Entrapment, minor hazardous
materials spill, criminal investigation
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Major Incident –
expected duration more than
two hours: Major hazardous materials spills, vehicle recovery operation,
fatals, criminal investigation (reckless homicides)
Minor Incidents:
(Less than 30 minutes)
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Safe Positioning
Establish initial block with
1st arriving emergency
vehicle
Establish a Temporary
Traffic Control Zone
Use additional resources
to redirect the flow of
moving traffic
Move incident to shoulder
as quickly as possible
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Advanced Warning
Establish advanced
warning utilizing arrow
sticks, vehicle lighting,
positioning and/or signs
Set up transition zones
utilizing channeling
devices
Responders should be
trained in Traffic Incident
Management (TIM)
Intermediate Incidents:
(30 minutes to 2 hours)
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Safe Positioning
Establish an initial block
with first arriving
emergency vehicle
Establish a Temporary
Traffic Control Zone
Use additional resources
to redirect the flow of
moving traffic
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Advanced Warning
Follow Minor Incident
requirements
Establish greater buffer
and transition zones
Position advanced
warning signs and/or
cones further upstream
Qualified flaggers or
uniformed police officers
for manual traffic control
Major Incidents:
(Greater than2 hours)
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Safe Positioning
Establish an initial block
with first arriving
emergency vehicle
Establish a Temporary
Traffic Control Zone
Use additional resources
to redirect the flow of
moving traffic
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Advanced Warning
Follow Other Incident
requirements
Establish more
permanent traffic control
devices
Position advanced
warning signs upstream
DOT should become
involved for signs and
channeling devices
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Activity Area
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Tapers
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Work/Buffer Zones
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Early Warning
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Termination Area
6C.06 Activity Area
The activity area is the section of the
highway where the work activity takes
place. It is comprised of the
 Work space.
 The traffic space.
 The buffer space.
6C.06 Activity Area
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Work space: portion of highway closed to road
users and set aside for workers and equipment.
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Traffic space: portion of the highway in which
road users are routed through activity area
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Buffer space: lateral and/or longitudinal that
separates road users flow from the work space.
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A “Spotter” should be used in this area to be
the eyes and ears of the workers.
6C.08 Tapers
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Tapers may be used in both
the transition (upstream) and
termination (downstream)
areas.
Tapers are created by using
a series of channelizing
devices and/or pavement
markings to move traffic out
of or into the normal path.
6C.07 Termination Area
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The termination area shall be used to
return road users to their normal path.
The termination area shall extend from the
downstream end of the work area to the
last TTC device such as END ROAD
WORK signs, if posted.
Utilization of Traffic Control Devices
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Pre-warning sign
properly placed
Use of Traffic Cones
Apparatus used as a
“block”
MUTCD Suggested Advanced Warning
Sign Spacing
Road Type
A
B
C
Urban (low speed)
100 ft.
100 ft.
100 ft.
Urban (high speed)
350 ft.
350 ft.
350 ft.
Rural
500 ft.
500 ft.
500 ft.
Freeways and Expressways
1,000 ft.
1,500 ft.
2,640 ft.
Utilization of Traffic Control Devices
Using skip lines to determine distances
“10 – 30” Skip for lane dividing lines:
10 ft.
30 ft.
40 ft.
10 ft.
Utilization of Traffic Control Devices
Utilization of Traffic Control Devices
Utilization of Traffic Control Devices
Utilize the “Block and Shadow”
Utilizing the “Block and Shadow”
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A “block” is a piece of equipment that is used to
protect workers in the work area from flowing
traffic
A “shadow area” is the area immediately
downstream of the block where workers are
working that offers some protection for
emergency responders and victims from flowing
traffic
Utilizing the “Block and Shadow”
Utilizing the “Block and Shadow”
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We need to establish the block early into the
incident
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Once the block is established, responders should
operate in the shadow area
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Ensure the block is not too far from the work
area
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DO NOT give them a space to fit in your area!!
Do not let them get by you!!
Why we need to utilize
“Block and Shadow”
Why we need to utilize
“Block and Shadow”
N.C. Paramedic struck, loses legs at Crash Scene
If this is how you
position apparatus and
allow your personnel to
operate while working in
or near moving
traffic….. You could be
next on the LODD list!!!
Bunker Gear vs. Reflective Vests
Easily
Seen
Torn
and
Frayed
Anytown
FD
Burnt
Non-Reflective
Easily
Seen
Missing
Band
Use of Reflective Vests
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Utilized on all
roadway incidents
OSHA requires
visibility of 1000 feet
ANSI I, II, III Levels
NFPA 1500 8.4.25
requires vest be worn
ANSI Standards: Safety Vests
Highway
Garment
Classifications
Courtesy ofSafety
Mifflin Valley
Reflective
Apparel
Features of ANSI-compliant highway safety vests include the lime-green or orange main vest color with the contrasting color stripes and reflective trim.
Class I highway safety vests are appropriate when traffic speeds are less than 25 mph,
workers are separated from approaching traffic and workers can give their undivided
attention to oncoming traffic.
Class II vests are normally specified when traffic speeds exceed 25 mph, work takes
place in or near moving traffic, during inclement weather, and the workers’ tasks
occasionally divert their attention from traffic.
Class III garments offer the greatest visibility to workers in high-risk environments that
involve high task loads, a wide range of weather conditions and traffic exceeding 50
mph. The design of Class III garments allows workers to be conspicuous through a full
range of body motions at a minimum of 1,280 feet, and when the workers must focus all
their attention on their work and not traffic.
FHWA/DOT: 23 CFR Part 634
“Worker Visibility”
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All workers within the right-of-way of a Federalaid highway who are exposed either to traffic
(vehicles using the highway for purposes of
travel) or to construction equipment within the
work area shall wear high-visibility safety
apparel.
23 CFR Part 634.3
Requires ANSI Class II (minimum)
November 24, 2008 all agencies must comply
FHWA/DOT: 23 CFR Part 634
“Worker Visibility”
Worker means people on foot whose duties
place them within the right-of-way of a Federal
aid highway:
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highway construction maintenance forces,
survey crews,
utility crews,
responders to incidents (fire/EMS/EMA), and
law enforcement
“23 CFR Part 634.2”
Use of Reflective Vests and signs
The next several slides will show the
visibility of reflective vests during the day
time and night time.
The slides compare early warning signs,
reflective vests, station uniform and
bunker gear.
Use of Reflective Vests - Day 1000
Use of Reflective Vests - Day 500
Use of Reflective Vests – Day 250
Use of Reflective Vests– Night 1000
Use of Reflective Vest - Night 500
Use of Reflective Vests – Night 250
Vests and signs
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Taken at distances of 1000, 500 and 250
feet
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Which would you prefer to utilize?
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Do we need to change our “thinking”?
What problems are present?
Use of Emergency Lighting
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Is primarily to get us to the scene safe.
Gives the motoring public warning an
incident is ahead.
Does not provide effective traffic control
just warning.
Use of Emergency Lighting
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Excessive emergency lighting confuses motorist
especially at night
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Reduce lighting once proper and effective traffic
control measures are established
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MUTCD supports reduced lighting when proper
TTC is established
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NFPA requires all white lighting be reduced once
vehicle is placed in park
Use of Emergency Lighting
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The number one priority is our safety at an incident
while protecting other persons
Our lighting is causing “blinding” conditions for
oncoming and approaching motorist
Multiple units on the scene creates more confusion.
Rear most vehicle with emergency lighting other vehicles
should reduce lighting.
Use of Emergency Lighting
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What would other
motorist see?
Can you even see the
apparatus clearly?
What happens to you
when you look into
headlights?
Use of Emergency Lighting
Objective Distances and Colors
Subjective Comments About Color
Color
positive
negative ambiguous
White
5069 feet
White
11
64
9
Amber
4153 feet
Amber
67
0
3
Red
3710 feet
Red
6
0
0
Blue
3136 feet
Blue
5
1
2
Incorporate arrow sticks…
Plano, Texas Fire Department
Apparatus Markings
Chevrons, Amber Lighting and Vehicle Striping
Roadway Speeds
Stopping Distances
Mph = fps x P/R +
40
58
87
45
65
98
55
80
120
65
95
142
Brake = Total
66
153
84
182
126
246
176
318
How to set up a Zone:
1st Apparatus:
Stop 50 to 100 ft. short
Set out six cones 25-30 ft. apart upstream
Transition: 200 to 280 ft. back
2nd Apparatus:
Stop within the zone
Set out six cones 25-30 ft. apart upstream
Transition: 350 to 460 ft. back
*Might have to set up downstream taper
NIOSH Firefighter Case Studies
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F2002-38 Firefighter fatality – highway
incident in Minnesota
F2002-13 Firefighter fatality – interstate
incident in Mississippi
F2001-07 Firefighter fatality – rural
intersection incident in New York
F1999-27 Firefighter fatality – interstate
incident in Oklahoma
NIOSH Recommendations
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Establish and implement SOP’s regarding
emergency operations during highway incidents
Ensure that firefighters are properly trained in
dealing with potential traffic hazards
Wear proper protective clothing to include highly
visible reflective vests
Ensure that fire apparatus is properly positioned
to afford the greatest protection without
creating additional hazards
Limit the number of POV’s to highway responses
Conclusions
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Incidents will occur and increase with the
growth of the area’s population and with
industrial development
Managing the scene of an incident
reduces exposure time for all
responders, clears the roadway and
reduces congestion
All responding agencies and personnel
must be committed to this type of incident
response
References
Thank You for your time
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Brad Sprague
Trooper Illinois State
Police – District 5 Joliet
Captain Minooka Fire
Protection District
(815)726-6377 x206 –
ISP
(815)467-5637 - MFPD
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Mark Karczewski
M/Sgt. Illinois State Police
– District 15
(630)241-6800 X 5035