Transcript Major Crash Investigation and Traffic Incident Management

Traffic Crash Investigation and
Traffic Incident Management
What is Traffic Incident
Management?
 Traffic Incident Management is the
process of coordinating the resources
of different partnering agencies and
private sector companies to identify,
respond to, and clear traffic incidents
as quickly as possible while protecting
the safety of on-scene responders
and the traveling public.
Why do we need it here?
 Metro area growth has resulted in
increased traffic volume and
congestion
 To accommodate traffic volume
shoulders have been reduced and / or
eliminated in lieu of additional travel
lanes
Related Problems
 Kansas City is second only to New
York City when it comes to incident
related traffic congestion
 Higher number of secondary collisions
and incidents
 For every minute traffic is shut down
on a busy highway the traffic jam
builds one mile.
Related Problems
 Economic Impact – FHWA has translated the
average 20-minute lane blockage into a
monetary figure to show how freeway
incidents directly affect the national
economy. If one lane of a three-lane freeway
is blocked for 20 minutes – assuming the
freeway is running at capacity – the delay
caused to motorists will exceed 1,200 vehicle
hours. At the FHWA-assigned value of $4.00
per hour for each vehicle hour of delay the
cost of the incident due to the delay alone is
approximately $5,000.00
 Increased Pollution
Missouri Traffic Incident
Management Summit Sept. 2007
 National Overview FHWA and NTIMC
 Nature of Problem from Safety and
Congestion Standpoint
 Law Enforcement TIM Practices and
Challenges
 MODOT’s Perspective
What is the Traffic Incident
Management National Unified Goal?
 Responder Safety;
 Safe, Quick Clearance; and
 Prompt, Reliable, Interoperable
Communications.
State & Regional
TIM Program Elements
 Strategic Program Plans
 Partnership Agreements & MOU’s
 Emergency Transportation & TIM
Operations & Response Plans
 Guidelines & Laws –Scene Management
Guidelines, Move Over, Steer It/Clear It,
etc.
 Services –Motorist Assist Patrols,
Reconstruction Teams, Traffic Management
Teams, etc.
TIM Summit Outcome
Goals and Objectives
 MUTCD Compliance, reflective
garments, signage
 Quick Clearance – 90 minute Target
 MODOT Promises Assistance and
Support – recovery and clean up,
traffic control,
 Treat Highway Crash Scenes as
temporary work zones
What if?
Sometimes You Have No Choice
The Road Must Be Closed, But
 Closed = Closed
 Closed Does Not = Safe
 Adequate Resources Needed For
Safety (District Officers, Traffic
Crews, Personnel from other zones,
MODOT, Signs, etc.)
Putting It Into Perspective
 The longer an incident is in place, the
greater the risk for secondary
collisions.
and
 The longer incident responders are
vulnerable, and exposed to chance of
injury.
Increased Risk to Responders
Increased Risk to Citizens
Improper Traffic Control
Proper Traffic Control
The KCPD Experience
KCPD Prior to 2007 TIM Summit
 Priority was on conducting the investigation
with no consideration given to implications
of a complete highway shut down, or
emphasis on clearing the roadway. 4 to 6
hours not uncommon.
 Relied on traffic enforcement crews with
many of them being on motorcycles or
district officers to handle traffic control
KCPD Prior to 2007 TIM Summit
 At the mercy of tow companies to
clean up scene. No control over the
time or method of recovery.
 Less than optimal working
relationship with KCFD.
 Poor Communications Internal and
External
 Did not use available resources to
advantage.
KCPD Prior to 2007 TIM Summit
 Lacked efficient scene management
(No Plan)
 Typically would not call Medical
Examiner until after everything was
done
 Typically would not call for tow trucks
until after everything was done
 Did not play well with others
KCPD Prior to 2007 TIM Summit
 Began using total stations in 2001 purchased
with MCSAP and Grant Funds
 Only 2 of the 4 Total Stations used by VCS
personnel had reflector-less measuring
capability. (Required officer with prism pole in
the roadway to take measurements.)
 As a unit did not use technology to advantage
 Different levels of competence with equipment.
 Responding personnel did not function as a
team.
Total Station (Survey Instrument) used to
Measure Scenes by VCS Personnel
KCPD Commitment
2007 TIM Summit
 Chief Corwin supports the Traffic
Incident Management program as
long it does not compromise the
integrity of an investigation by our
agency, or jeopardize the safety of
our personnel.
After the Summit
A New Beginning
720 Squad Test Case
The Crash Team Concept
 Many agencies have established
“Crash Teams” but what does this
really mean?
 Is it anything more than just a title?
To be Effective The Crash Team
 Must really function as a team
 Organized, coordinated “team”
approach to scene investigation
 Divide and share responsibilities
 Have a plan
 Set goals and objectives, targeted
results
MODOT Assistance
 Traffic Control, Manpower, Resources,
cones
 Incident Warning Signs
 Provided equipment (2 new reflectorless total stations, new digital
cameras and flashes)
VCS 720 Squad





Sgt. Bill Mahoney 720
PO Bill Johnson 721
PO Paul Luster 722
PO Ron Reilly 723
PO Jamie Lamb 724
KCPD 720 Squad
 Functions as a team
 Supervisor is more of a coordinator
 Lead Officer handling crash usually
dictates roles of other team members
 All members work in concert to
accomplish goals
 Limiting the time a roadway is closed
is now factored into action plan. The
target is 90 minute clearance.
Shared Responsibilities
 Gather Information, vehicle,
witnesses, etc.,
 Photographs
 Scene Documentation and Evidence
Collection
 Interviews / Statements involved
parties, witnesses
 Clean Up, Vehicle Removal
Supervisor’s Role
Still In Charge But:
 Coordinates Response – enhanced team
investigation using other TIU elements.
 Resource Allocation
 Organizational Support
 Manages Media at the Scene
 Handles Notifications
 Runs Interference Allows us to do our
job
Supporting Patrol
 720 squad members are active during
rush hour, special events, bad
weather, and other high traffic
periods.
 Emphasis on highway incidents.
 Objective is to keep patrol division
resources available for non traffic
related calls.
During Test Period 720 Squad
Handled







1,945 calls for service
50 fatality Crashes
318 Injury Crashes
235 Non Injury Crashes
77 Complete Crash Reconstructions
83 Police Vehicular Crashes
80 Commercial Vehicle Crashes
Factors to Consider
Special Needs:
 Timely Notification of Medical
Examiner
 Map it now or come back later
 Traffic Control / Incident Signs for
highway scenes, update TOC
 Arrange tows or turn scene over to
MODOT for clean up
Highway Incidents
Mapping it now or Later?





Investigators Safety?
Time of Day and Traffic Volume?
Location, Special Events, etc.?
Sufficient Resources Available?
How much of the scene will require
mapping personnel to be in the
roadway?
Highway Incidents
Mapping it Now or Later?
 Can the scene be shot from another
vantage point using a reflector-less
instrument? (overpass, roadside,
ramp, etc.)
*Use available technology and resources
to your advantage.
The following 2 maps were shot using a
reflector-less total station without having
the road closed or officers in the
roadway.
I-670 and Locust
Cookingham and I-435 (West)
Mapping it Now
 Document evidence located in the
roadway first, and work across the
roadway so individual lanes that can
be reopened before you measure
things that can be done later such as
shoulders, pavement edges, roadside
signs and objects.
 Document vehicle locations and
positions and tow them away.
Turning Scene over to MODOT
 MODOT can provide equipment to
clear roadway.
 MODOT can arrange tows with proper
resources to expedite recovery.
 MODOT will assume responsibility for
scene.
 MODOT can set conditions for tow
companies to handle removal.
The Results
KC Scout / MODOT Data
Kansas City experience on KCMO instrumented routes.
Secondary Accidents reduced by 47%
Average Time to Clear Incidents went from 39.1
minutes to 22.3 minutes. Marking a 16.8 minute
reduction in how long cars are in the roadway. Of
course this has a direct reflection on the secondary
routes also.
The time to clear a back-up went from 11.1 minutes
to 5.6, a 5.5 minute reduction in the time it takes
to clear the back-up from incidents
122% increase (year to date) in traffic fatalities 2008
The Real Difference
 For level 3 incidents (90 minutes and
above) fatalities, huge wrecks,
hazardous materiel etc.....We have
shaved 111 minutes off of the
incident duration. Almost 2 hours has
been eliminated due to these incident
management efforts. This is a huge
economic, safety and secondary crash
benefit.
Our Findings
 90 minute clearance time is not
unrealistic.
 Investigations have not been
compromised
 Shared responsibilities have actually
improved the quality of our
investigations and enhanced
performance of our squad.
 Improved relationship with KCFD and
others