FINAL REPORT

INCIDENT MANAGEMENT IN THE UNITED STATES: A STATE-OF-THE PRACTICE REVIEW

for Korea Road Traffic Safety Association from Texas Transportation Institute

November 1997

INCIDENT MANAGEMENT IN THE UNITED STATES: A STATE-OF-THE-PRACTICE REVIEW

Prepared for Korea Road Traffic Safety Association Seoul, Korea

by

Jim Cullison Assistant Research Scientist Texas Transportation Institute

Lewis Nowlin Assistant Research Scientist Texas Transportation Institute

Kay Fitzpatrick Associate Research Engineer Texas Transportation InsJitute

Mike Ogden Associate Research Engineer Texas Transportation Institute

NOVEMBER 1997

TABLE OF CONTENTS

Page CHAPTER 1. OVERVIEW ...... 1-1 1.1 INTRODUCTION ...... 1-1 1.2 NATIONAL ACCIDENT TRENDS ...... 1-2 1.3 INCIDENT CHARACTERISTICS ...... 1-4 1.4 INCIDENT MANAGEMENT PROCESS...... 1-9 1.5 PROGRAM INITIATION ...... 1-10 CHAPTER 2. DETECTION AND VERIFICATION ...... 2-1 2.1 INTRODUCTION ...... 2-1 2.2 NON-AUTOMATED TECHNIQUES ...... 2-2 2.3 ELECTRONIC SURVEILLANCE ...... 2-8 CHAPTER 3. EMERGENCY RESPONSE ...... 3-1 3.1 INTRODUCTION ...... 3-1 3.2 RESOURCE ALLOCATION ...... 3-2 3.3 TRANSPORTATION ...... 3-7 CHAPTER 4. SITE MANAGEMENT ...... 4-1 4.1 INTRODUCTION ...... 4-1 4.2 INTERAGENCY COORDINATION ...... 4-2 4.3 TRAFFIC CONTROL ...... 4-7 CHAPTER 5. INCIDENT CLEARANCE ...... 5-1 5.1 INTRODUCTION ...... " ...... 5-1 5.2 ACCIDENT INVESTIGATION ...... 5-2 5.3 INCIDENT REMOVAL ...... 5-8 CHAPTER 6. MOTORIST INFORMATION ...... 6-1 6.1 INTRODUCTION ...... 6-1 6.2 PRE-TRIP INFORMATION ...... 6-2 6.3 EN ROUTE INFORMATION ...... 6-7 CHAPTER 7. CASE STUDIES ...... 7-1 7.1 INTRODUCTION ...... 7-1

v TABLE OF CONTENTS (continued)

7.2 BALTIMORE, MARYLAND ...... 7-1 7.3 PHOENIX, ARIZONA ...... 7-4 7.4 ATLANTA, GEORGIA ...... 7-6 7.5 BOSTON, MASSACHUSETTS ...... 7-10 7.6 NORTHERN VIRGINIA ...... 7-12 7.7 DETROIT, MICHIGAN ...... 7-13 7.8 SEATTLE, WASHINGTON ...... 7-15 7.9 SAN FRANCISCO BAY AREA ...... 7-16 7.10 NEW JERSEY TOLL AUTHORITY ...... 7-17 7.11 SAN ANTONIO, TEXAS ...... 7-19 7.12 TRANSCOM ...... 7-20 7.13 1-95 CORRIDOR COALITION ...... 7-22 7.14 HOUSTON, TEXAS ...... 7-25 CHAPTER 8. SUGGESTED READINGS ...... 8-1 REFERENCES ...... R-l APPENDIX A. DATA REPORTING ELEMENTS FOR POLICE ACCIDENT REPORT

FORMS...... A-I

APPENDIX B. POLICE ACCIDENT REPORT FORMS ...... B-1

APPENDIX C. ACCIDENT INVESTIGATION REPORT FORMS ...... C-l

VI SUMMARY

The roadway system in the United States has allowed the emergence of the motor vehicle as the primary mode of transportation. Unfortunately, the high level of mobility provided by the U.S. roadway system is not without negative consequences. Each year, nearly 42,000 motorists are killed during travel on U.S. highways and an additional 3.5 million are injured. Traffic congestion is also a problem, annually costing society billions of dollars in lost productivity, delayed goods movement, wasted fuel, and increased pollution levels. Typically, traffic congestion occurs as a result of events that temporarily reduce roadway capacity below the level of demand or increase traffic demand above the level of capacity. Such events include traffic accidents, roadway construction, special events, disabled vehicles, and other non-recurrent problems.

The impact from a non-recurrent incident on the roadway system is a function of traffic demand and incident duration. When demand exceeds capacity, excessive traffic is stored on the roadway and a traffic queue forms. Each minute required to remove the incident can add several minutes to the duration of traffic congestion. Controlling the impact of incidents, therefore, involves application of techniques to limit traffic demand levels and reduce the time needed to detect, verify, respond to, and restore the roadway to normal operating conditions. For highway safety, limiting incident duration is also critically important. The time interval between incident occurrence and the delivery of medical care has a direct impact on the probability of fatality and long term injury. In addition, incident related congestion violates driver expectancy, increasing the probability of secondary traffic accidents.

Incident management is the term used to describe the coordination of personnel and equipment from one or more emergency management agencies to handle unexpected or non­ recurrent problems on the roadway. Tasks that comprise the incident management process include:

• Incident detection - the determination that an incident of some nature has occurred. • Incident verification - the determination of the precise location and nature of the incident, and the communication of this information to the appropriate emergency management agencies. • Emergency response - the activation and transport of the appropriate emergency management personnel and equipment to/from the incident scene. • Incident clearance - the removal of wreckage, debris, and spilled materials to restore the roadway to its pre-incident capacity. • Site management - the application of traffic control measures at the incident scene and the on-scene coordination and control of emergency resources. • Motorist information - the dissemination of accurate and timely information to the motoring public concerning traffic conditions at the incident scene and suggested diversion routes.

Vll This report provides a state-of-the-practice review of efforts aimed at controlling the impacts of incidents on U.S. roadways and improving the delivery of medical care to injured motorists. The review provides descriptions of numerous incident management strategies and lists techniques capable of enhancing operational procedures within each task of the incident management process. Throughout the report, reference is made to application of emerging technologies from the Intelligent Transportation System. This initiative provides advanced technologies capable of reducing incident detection/verification and response time and allowing the dissemination of real-time traveler information to the motoring public both en-route and prior to trip departure. Since mitigation efforts typically involve the resources of many agencies, the report emphasizes the importance of interagency coordination to overall incident management operations. A suggested procedure for formulating a comprehensive incident management program is also provided in the report.

Vlll Chapter 1. Overview

CHAPTER 1. OVERVIEW

Figure 1-1. An Accident Scene

1.1 INTRODUCTION productivity, and increased vehicle emissions and pollution levels. Studies by the Texas Roadway travel is the primary means of Transportation Institute have estimated the transportation in the United States. While average annual social cost of traffic u.s. roadways provide an unprecedented congestion among 50 major U.S. cities at degree of mobility, motor vehicle accidents $960 million. (2) Residents in the metropolitan are a leading nationwide cause of death and areas of Phoenix, Atlanta, Houston, San injury. In 1996 alone, 41,907 motorists were Francisco, and Washington, D.C. have killed in traffic accidents and 3,511,000 were identified traffic congestion as their most injured.(I) These statistics correspond to an serious regional problem.(3) average of 115 roadway related deaths per day or one fatality every 13 minutes. An Major efforts have been undertaken in the additional 4,548,000 accidents in 1996 U.S. to improve the delivery of medical care involved property damage only. to injured motorists and reduce the impact of incidents on traffic congestion. These efforts Along with safety, traffic congestion is also a have been primarily aimed at: major concern on U.S. highways. Congestion occurs when traffic demand levels exceed • Improving the timeliness of emergency available roadway capacity. This impedes response. mobility leading to motorist delay, lost • Reducing the overall duration of incidents.

1-1 Incident Management in the United States: A State-of-the-Practice Review

• Limiting the reduction in roadway about 40,000 per year. Of these, nearly 60 capacity caused by incidents. percent occurred in a rural, rather than an • Limiting traffic demand levels near the urban setting. incident scene. Table 1-2 provides summary data on fatal The remainder of this chapter introduces the accidents by roadway type for the time period incident management process, provides an between 1991 and 1995. According to the overview on U.S. accident trends, describes data, fatalities occur most often (in terms of incident characteristics, and recommends fatalities per 100 MVK) on roadways procedures to initiate a formal incident classified as local streets and least often on the management program. Subsequent chapters Interstate Highway System. While carrying identify and describe technologies high-speed traffic, the design of Interstate implemented in the U.S. to enhance incident Highways provides a safer environment as management operations. compared to roadways with lower or functional classifications by providing a less restrictive geometry and a more forgiving 1.2 NATIONAL ACCIDENT TRENDS roadside environment. However, incidents on Interstate Highways, particularly in urban In the United States, the National Highway areas, have the largest impact on traffic flow Traffic Safety Administration (NHTSA) has and regional mobility. responsibility for monitoring national trends in highway safety. According to agency records, highway fatalities have decreased substantially in frequency during recent years, 50,000 while the frequency of total accidents has ~ 45,000 t fluctuated. ~~___ T_o_t_al __ !I ~ 40,000 1

~ 35,000 ->­ Table 1-1 presents tabular data on total ~ 30,000 ,~ Rural l accidents and their occurrence rates for 1990 ~ 25,000 t-:,-~ i to 1995. Historical trends evident from the ~ 20,000 .,1;.& __-_ E ""-- u'OOn~ presented data include a relatively constant ::l 15,000 .;. fatality and non-fatal injury rate along with a z 10,000 _~. 5,000 fluctuating, but recently increasing, overall I ~'''-'-'-+----r'--+--~~ accident rate. In 1995, the fatal accident rate (!)I'--OOmO..-N(",)'

Figure 1-2 graphically illustrates changes in total annual fatalities between 1986 and 1996 in both urban and rural areas. During this 10 year time period, total fatalities decreased from an annual level of nearly 48,000 to only

1-2 Chapter 1. Overview

Table 1-1. National Accident Statistics(4) 1990 1991 1992 1993 1994 1995

.~'" Total 44,599 41,508 39,250 40,150 40,716 41,798 .t:: -;..- ~ Rate per 1.29 1.19 1.08 1.09 1.07 r.. 100MVK 1.07

Total 3,231,000 3,097,000 3,070,000 3,125,000 3,215,000 3,386,000 .i:

..-'" Total 6,471,000 6,117,000 6,000,000 6,105,000 6,492,000 6,613,000

-; Fatalities 17,049 24,413 16,486 22,749 16,915 123,200 16,983 23,693 17,811 23,987 -o -t- Eo-< Rate per 0.82 1.71 0.75 1.60 0.73 1.62 0.75 1.60 100 MVK 0.75 i 1.63

1-3 Incident Management in the United States: A State-of-the-Practice Review

1.3 INCIDENT CHARACTERISTICS Temporally, the distribution of incidents in the Toronto study closely followed the peaking Incidents are major contributors to urban characteristics of traffic demand levels, with roadway congestion, annually accounting for most incidents occurring in the morning and nearly 60 percent of vehicle hours of traffic evening peak periods. This temporal delay in major U.S. citiesY) In Texas cities distribution is shown in Figure 1-4. Incidents during 1992 alone, incidents were the source on U.S. roadways would exhibit comparable of more than 450,000 hours of delay, costing distribution characteristics, as the roadway the motoring public approximately $2.45 network and culture in Canada is very similar billion.(2) By 2005, the impacts of incidents in to that found in the U.S. hours of delay, wasted fuel consumption, and excess road user costs are expected to increase five fold over levels experienced just 10 years priorY)

Incident Types

An incident is any non-recurrent event than causes a temporary reduction in roadway capacity or an abnormal increase in traffic demand. These events include some that are predictable and others that are unpredictable in terms of occurrence time, extent, and location. Predictable incidents include roadway construction, scheduled maintenance activities, and special events (concerts, Figure 1-3. Incident Type Distribution(6) sporting events, festivals, etc.). Incident management activities at predicable events mostly involve on-site traffic control and the dissemination of motorist information. 12

Unpredictable incidents include disabled vehicles, traffic accidents, and inclement weather. In addition to on-site traffic control and dissemination of motorist information, incident management activities at unpredictable events also require detection, verification, and activation of emergency personnel to provide care to the injured and clear the roadway. 7:00 9:00 11 :00 13:00 15:00 17:00 19:00 Hour Ending Figure 1-3 illustrates the distribution of unpredictable roadway incidents based on a Figure 1-4. Temporal Distribution of study conducted in Toronto, Canada.(6) Incident Occurrence Time(6)

1-4 Chapter 1. Overview

Incident Impacts periods. The remaining 20 percent of disabled vehicles break down in the main lanes where A contributing factor to the severity of non­ they block traffic for an average of 15 to 30 recurrent congestion is the amount of roadway minutes and cause 500 to 1000 vehicle-hours capacity available around the incident scene. of delay during peak periods. As illustrated in Table 1-3, incidents reduce roadway capacity at levels far greater than the Approximately 10 percent of all reported physical reduction in lane space. (7) A traffic incidents involve vehicular accidents. Forty accident that blocks only the roadway percent of these accidents block travel lanes shoulder can reduce capacity on a 3-lane for 45 to 90 minutes resulting in 1200 to 5000 roadway by nearly 20 percent, while an vehicle-hours of delay during peak periods. accident that blocks just one lane reduces The remaining 60 percent of reported capacity by almost 50 percent. The accidents are moved to the shoulder where disproportionate reduction in roadway they cause between 500 and 1000 vehicle capacity is primarily caused by driver hours of peak period delay. tentativeness and inquisitive behavior (rubbernecking) when traveling past the Incidents can also pose serious roadway safety incident scene. problems. Since non-recurrent congestion is unpredictable in terms of location and extent, Along with the reduction in roadway capacity, its presence causes unexpected stops and the magnitude of incident-related congestion slowdowns. This violation of driver depends on the type and location of the expectancy can lead to secondary accidents. incident. Figure 1-5 presents the results of a In Minnesota, 13 percent of all peak period 1990 nationwide study of incidents with accidents on one Minneapolis freeway were respect to type, location, duration, and caused by a previous incident. Incidents also resulting vehicle-hours of delay.(8) Incident pose danger to the motorists, police officers, statistics show that nearly 80 percent of all and response personnel at the incident scene. recorded incidents are attributable to disabled Studies have shown that 20 to 30 percent of vehicles. Eighty percent of these disabled freeway pedestrian fatalities are the result of vehicles are on the shoulder for an average of motorists wandering away from disabled 15 to 30 minutes where they cause 100 to 200 vehicles to obtain mechanical assistance.(9) vehicle-hours of delay during the peak

Ta6Ie 1-3. Percentage of Freeway Capacity Available Under Incident Conditions(7) Number of Freeway Shoulder Shoulder Lanes Blocked Lanes in Each Direction Disablement Accident One Two Three 2 95% 81 % 35 % 0% nla 3 99% 83 % 49% 17% 0% 4 99% 85 % 58% 25% 13% 5 99% 87% 65 % 40 % 20% 6 99% 89% 71 % 50% 25% 7 99% 91 % 75 % 57% 36% 8 99% 93 % 78% 63 % 41 %

1-5 Incident Management in the United States: A State-of-the-Practice Review

DURATION(mins)1 VEHICLE-HOURS TYPE LOCATION OF DELAY (vhd)

On Shoulder 15-30 minutes r-- All 80% I" 100-200 vhd Incidents : """"",f;' .. \" ..' ...... >, ..... Disablements r- ~ 80% 1:,/

;" Blocking Lanes 15-30 minutes '-- I';.· 20% 1:< 500-1000 vhd I' ""f'" . "'\"J. f: ... ·.'·,f'.· ',f'

On Shoulder I; 45-60 minutes r-- 60% 500-1000 vhd

'., Recorded Accidents f--- 70% 10%

- Blocking Lanes 45-90 minutes 40% 1200-5000 vhd

'.'

On Shoulder 15-30 minutes - 70% 100-200 vhd

:'/ii. ·(':f'> , - Other r-- 10%

. Blocking Lanes 30-45 minutes '--- 30% 1000-1500 vhd .. Unrecorded 30%

Figure 1-5. Composite Profile of Reported Incidents by Type (8)

1-6 Chapter 1. Overview

Texas Study • Overall, a major freeway incident (i.e., blocking one or more lanes for longer than Characteristics of major freeway accidents in 30 minutes) is expected once every 147 Houston, Texas were documented in a report million vehicle-kilometer (MVK) of published in 1994.{IO) The study examined six travel. years (1986 to 1992) of data collected by the • In Houston, 71 percent of the major Houston Police Department (HPD) solo incidents involved only one vehicle, 17 motorcycle division on incidents blocking one percent involved two vehicles, and the or more lanes for intervals longer than 30 remaining 12 percent involved three or minutes. Table 1-4 compares the incident more vehicles. rates between major freeway interchanges and • Most (75 percent) freeway incidents non-interchange freeway segments. As the required response from multiple agencies table shows, incident rates at major freeway (i.e., the HPD and at least one other interchanges are approximately 3.5 times agency). Not considering the private greater than at non-interchange locations, towing companies, Texas Department of indicating that the presence of a major Transportation (TxDOT) most frequently freeway interchange may contribute to higher assisted HPD (48 percent of the time), accident rates. The researchers in the Houston followed by the Houston Fire Department study also compared the incident rates oflarge (36 percent ofthe time). trucks versus automobiles. As Table 1-5 • The median clearance time (HPD arrival shows, heavy trucks are much more likely to to departure) ofa major freeway incident be involved in a major freeway incident. was slightly less than 2.5 hours, with Other major findings from this study are as travel lanes blocked for about 1.75 hours follows: of that time.

Table 1-4. Interchange and Non-Interchange Incident Rates in Houston, TX(IO) Freeway Interchange Incidents Interchange Non-Interchange Non-Interchange (1986-1992) Incident Rate Per Incidents Incident Rate Per 100 MVKm (1986-1992) 100MVKm l-lOE 21 4.107 46 0.554 I-lOW 32 3.452 40 0.388 1-45N 15 0.844 55 0.662 1-45S 8 1.439 43 0.371 1-610 83 2.071 122 0.890 SH225 1 0.500 3 1.022 SH 288 4 0.777 11 0.585 US 290 9 4.721 8 0.487 US 59N 31 2.747 18 0.235 US 59S 2 0.271 59 0.645 Beltway 8 0 0.000 1 0.062 Total 206 1.952 406 0.546

1-7 Incident Management in the United States: A State-of-the-Practice Review

Table 1-5. Major Incident Rates by Vehicle Type in Houston, TX(lO) Freeway Truck Related Truck Incident Rate Auto Related Auto Incident Rate Incidents per 100 MVKm Accidents per 100 MVKm 1-1OE 53 4.20 14 0.16 I-lOW 55 3.55 17 0.15 1-45N 60 9.36 10 0.10 1-45S 46 8.26 5 0.04 1-610 172 11.92 33 0.19 SH225 4 17.76 0 0.00 SH 288 12 19.67 3 0.12 US 290 12 4.57 5 0.11 US 59N 35 6.77 14 0.16 US 59S 48 8.48 13 0.13 Beltway 8 1 1.65 0 0.00 Total 498 7.19 114 0.14

• Incident durations were about equal for were documented in a report published in automobile and truck incidents. However, 1990.(11) Major findings of the Seattle study incidents involving overturned trucks or included: spilled loads were significantly longer in duration. Whereas the median incident • Freeway incidents were most frequent in clearance time for major freeway incidents the evening peak period (4 p.m. to 7 p.m.). is slightly less than 2.5 hours, overturned • The average age of involved drivers was truck incidents required on average more 34.6 years when considering all accidents than 3 hours to clear. but only 30.6 years for one-vehicle • Incident clearance times did not appear to accidents. be necessarily related to the number of • 37 percent of reported accidents in the vehicles involved in the incident. study area involved intoxicated drivers. However, clearance times were slightly • 75 percent of all reported accidents dependent upon basic roadway geometry occurred within 25 km of the involved (slightly longer when they occurred within driver's home. interchange locations rather than between • Seasonal, day of week, special event, and them) and in the number of agencies environmental factors are important in involved in the response. Specifically, forecasting accidents per day. incidents that require response by four or • Time of day, number of involved vehicles, more agencies are likely to have longer number of injuries, and truck involvement durations. are important factors affecting incident duration. Seattle Study

The characteristics of incidents along a 32 km urban freeway corridor in Seattle, Washington

1-8 Chapter 1. Overview

1.4 INCIDENT MANAGEMENT Emergency response - the activation and PROCESS transport of the appropriate emergency management personnel and equipment to/from Incident management is the term used to the incident scene; describe the coordinated application of personnel and equipment resources from one Site management - the application of traffic or multiple emergency management agencies control measures at the incident scene and the to the task of mitigating unexpected or non­ on-scene coordination and control of recurrent problems on the roadway.(12) As emergency resources; illustrated by Figure 1-6, the process of effectively managing roadway incidents Incident clearance - the removal of wreckage, generally consists of the following six tasks: debris, and spilled materials to restore the roadway to its pre-incident capacity; Detection - the determination, at a location where response can be initiated, that an incident of some nature has occurred; Motorist information - the dissemination of accurate and timely information to the Verification - the determination of the precise motoring public concerning traffic conditions location and nature of the incident and the at the incident scene and suggested diversion communication of this information to the routes. appropriate emergency management agencies;

ou

Detection and Verification

Emergency Response

Motorist Information

Site Management

Incident Clearance•

Figure 1-6. The Incident Management Time Line

1-9 Incident Management in the United States: A State-of-the-Practice Review

Many U.S. cities have initiated programs to requirements and relationships, evaluate enhance operations and improve coordination alternative technologies, develop deployment during the incident management process. plans, and evaluate the performance of the Specifically, incident management programs implemented system. The following sections implemented in U.S. cities have proven briefly describe application of the systems effective in: engineering approach to the development of a formal incident management program. • Increasing public safety. • Reducing fatalities and injury severity. Problem Definition • Reducing traffic congestion levels. • Reducing fuel consumption, pollution The first step in developing a formal incident and vehicle emissions levels. management program is to understand the • Reducing secondary accidents. types of incidents occurring on the roadway • Improving roadway system performance. network. During this task, particular attention • Improving relations between responding should be given to determining the cause of agencies and the general public. problems rather than just the symptoms experienced by responding agencies and motorists in the region. This helps identify 1.5 PROGRAM INITIATION the technologies needed to eliminate the source of the problem that will therefore, The development of a regional incident . hopefully eliminate the resulting symptoms. management program is a complex process, involving numerous institutional and Data elements that can help form the basis for jurisdictional issues. Strategies for initiating the problem definition task include: formal incident management programs are documented in two recent publications; the • Frequency of occurrence by location, "Freeway Management Handbook" published time of day, day of week, month, season by the U.S. Department of Transportation(13) of year, weather condition, and presence and the "Framework for Developing Incident of special events. Management Systems" published by • Average duration of existing incidents by Washington State Transportation Center.(14) type including detection times, response The procedures suggested in both publications times, and clearance times. closely follow the system engineering • Characteristics of existing incidents approach to problem solving. In general, including average numbers of involved systems engineering is an analysis procedure vehicles, injuries/fatalities, number of that examines how various tasks, components, lanes blocked, and traffic conditions at and operational strategies can be combined to the time of the incident. form a working and coherent units that address specific goals, objectives, and user Identify Partners needsYS) The systems procedure consists of a series of iterative steps that identify the cause A key to effective incident management lies in of problems, define goals, objectives, and the ability of multiple agency partners to performance measures, build a coalition coordinate and cooperate before, during, and between involved agencies, define functional after an incident. Generally speaking, some or

1-10 Chapter 1. Overview

all of the following agencies will have a Traffic management teams (TMTs) have been vested interest in improving incident established in several U.S. cities to improve management capabilities and procedures interagency coordination and establish a within a region: cooperative environment that facilitates consensus building among incident • Elected officials. management partnersY) Basic guidelines for • State and city/county DOTs. successful TMTs are shown below: .. Traffic operations. .. Traffic Management. • Regular meetings (monthly or .. Maintenance. bimonthly). .. Public Relations. • Attendance by the same personnel at each • Transit operators. meeting with each agency having equal • State, city/county, and transit law representation on the team. enforcement agencies. • Attendance by personnel with authority • Fire and emergency medical services. to commit the partner's resources. • Hazardous materials (Hazmat) • Informal interaction among team contractors. members. • Other emergency agencies (office of • Preparation of an agenda for each emergency management, etc.). meeting. • Environmental protection agencies. • Focus on reaching verbal consensus on • Towing services. agenda issues. • Corporate service patrol providers. • Metropolitan planning organizations. Establish Goals and Objectives • Media representatives. • Special event promoters. Once coalitions have been formed, agencies must then work together to develop the goals Build Consensus Among Partners and objectives that define the framework for the incident management program. Without Perhaps the most critical activity when question, the primary goal of incident developing an incident management program management is to ensure the safety and well is building a consensus among multi-agency being of the public. Other possible incident partners. A consensus is needed on the management goals are summarized in Table 1- importance of optimizing the incident 6. The priority given to these goals should management process and on the importance of have a direct relationship with documented coordinating agency response at all incidents problems like the extent of non-recurrent in a region. This requires that each partner congestion, the cost of property damage, and have a true understanding of the goals, the frequency of secondary accidents. responsibilities, and capabilities that they and other partners bring to the incident The impact of agency priorities and management process. Formal agreements of philosophies on incident management understanding and cooperation can be operations should not be underestimated. In established to document agreements reached North Carolina, recognition of the relationship during the consensus building process. between incident priorities and the frequency of secondary accidents resulted in the signing

1-11 Incident Management in the United States: A State-of the-Practice Review

Table 1-6. Examples of Goals and Objectives ofIncident Management(13) Category Examples Incident • Reduce the impact of incidents upon peak-period traffic. Management • Reduce the potential for injury to motorists stranded by disabled vehicles. Goals • Reduce congestion levels near special events Incident • Detect all lane-blocking peak-period incidents within two minutes of Management occurrence. Objectives • Provide first response to an incident within 5 minutes of occurrence. • Reduce the time to clear an incident by 15 minutes. • Reduce traffic volume approaching a peak period lane-blocking incident by 10 percent. • Detect 75 percent of all disabled vehicles within 20 minutes after they have stopped on the shoulder. • Divert 25 percent of traffic that normally uses a given ramp to access a special event facility.

of a memorandum of understanding between Define Functional Requirements the DOT and the state highway patrol.(16) Prior to the signing of the memorandum, the Following definition of performance criteria, highway patrol would allow trucking the next step in developing a formal incident companies to unload the contents of their management program is to define the features, rolling stock before removing the wreckage functions, and activities necessary to achieve from the roadway. Under the revised policy, the identified goals and objectives. These the- highway patrol will immediately remove functions should be addressed independently vehicles that are blocking the roadway if of the technology or architecture to be restoration of traffic flow can reduce the employed by the program. In other words, probability of secondary accidents upstream this step focuses on describing what the of the incident. incident management program is designed to do, not how the program will be doing it. Establish Performance Criteria Figure 1-7 illustrates possible functional Performance criteria are used to measure the requirements for an incident management level that an incident management program program. Each element of the description meets stated objectives. The criteria can be defines an action or activity performed by the both quantitative or qualitative. Table 1-7 program and is independent of the shows examples of performance criteria for an implemented technology. incident management program.

1-12 Chapter 1. Overview

Table 1-7. Examples of Incident Management Performance Criteria(13) Objective Performance Criteria Detect all major incidents within two minutes • Average detection time. of occurrence. • Percent of incidents detected within two minutes of occurrence. Provide first response to an incident within 5 • Average response time. minutes of verification. • Percent of incidents responded to within 5 minutes of verification. Reduce the time to clear an incident by 15 • Change in average clearance time due to minutes. improvements in incident management procedures.

• Detect incidents • Identify incident location • Identify incident impacts • Identify incident characteristics • Formulate response actions • Identify necessary responding resources • Select information for dissemination to travelers • Identify traffic control strategies • Initiate and monitor response • Provide response procedures to agencies - Implement emergency vehicle response - Provide incident information to travelers - Implement traffic control strategies • Monitor response - Arrival of emergency vehicles - Implementation of traffic control - Clearance of incidents - Clearance of congestion Figure 1-7. Example Functional Requirement for an Incident Management System(13)

1-l3 Incident Management in the United States: A State-of-the-Practice Review

Define Functional Relationships, Data represent a starting framework and can be Requirements, and Information Flows modified to address local issues, concerns, and capabilities. After defining what the system is supposed to accomplish, the next step is to define the Identify and Screen Technology functional relationships, data requirements, and information flows within the system. Following resolution of institutional issues, This provides a framework to carry out the the program initiation process shifts to the desired objectives and describes the program identification and screening of available elements and their relationship to each other. technologies to achieve the functional Specific items addressed during this task requirements set forth for the incident include resolution of jurisdictional and management program. Major considerations institutional issues, such as definition of lines related to the evaluation of alternative of interagency communication and technologies are summarized in Table 1-8. designation of incident command authority. Subsequent chapters of this handbook provide "The National Intelligent Transportation a comprehensive review of incident System Architecture provides example management technologies implemented in the functional requirements for incident United States. management systems."(J7) These relationships

Table 1-8. Guidelines for Alternative Evaluation Evaluation Criteria Specific Concerns Personnel • Number of staff needed • Type of staff needed Gob specialities) • Training required • Agencies providing staff • Union rules • Availability for overtime • Short notice availability • Dispatching of personnel to the incident scene Equipment • Type and quantity of equipment needed • Who will operate/own the equipment Financial • Cost of alternative • Revenue sources Other • Time required to set-up alternative • Potential benefits • Distribution of benefits among agencies • Operational problems • Need for interagency agreements • General implementation difficulties

1-14 Chapter 1. Overview

Develop Plans elected officials and provide the impetus for implementation of more sophisticated Once technologies have been selected, the and capital intensive components. next step is to develop a plan that describes • Initially target the most common types of how the program will be implemented in the incidents in the most problematic areas - field. The purpose of such plans is to ensure Targeting of high profile locations will that the program is designed, built, operated, allow the system to produce the greatest and maintained so that it accomplishes its benefits possible and help provide the purpose in the most efficient manner possible impetus for future system expansion. while considering performance, cost, and • Establish close working relationships schedule. At a minimum the implementation among all involved agencies - Strong plan should document the following elements: relationships allow for smooth implementation and operation of the • A description of the problems addressed system. by the program. • Preplan system operational procedures • The institutional arrangements needed to under various incident scenarios - make the program work. Preplanning helps determine the role of all • The goals and objectives ofthe program. involved leading to improved system • The functional requirements and operations. architecture of the program. • Gain public support - Public support is • The technology options implemented by vital to future funding of the system. the program. • Visit existing programs - Site visits can • Phasing, procurement, and funding identify common pitfalls related to options necessary to implement the implementation and system operation. program. Evaluate Implement Evaluation is a critical component of initiating Upon completion of the plan development and maintaining an incident management task, the systems analysis procedure reaches program. It demonstrates the success level of the point where selected system elements are the program in terms of stated goals and implemented in the field to address identified objectives, identifies remaining shortcomings, problems. A 1993 report published by the and provides direction for future program Southwest Region University Transportation improvements. The evaluation also provides Center surveyed several existing incident the public and elected officials with an management programs to determine the best indication of program cost effectiveness. This techniques to follow when implementing an information is necessary to develop support incident management program.(18) for future improvements and to maintain or Recommendations from this report include: possibly improve future funding levels.

• Start small and let the system grow over Procedures used in U.S. cities to evaluate time - Initial implementation of low-cost incident management programs include the components will demonstrate the benefits following: of incident management to the public and

1-15 Incident Management in the United States: A State-of-the-Practice Review

• Quantifying the impact of the program in improving traffic operations (delays, fuel consumption, emISSIOns, secondary accidents, etc.). • Critiquing the program through periodic traffic management team reviews or special debriefings held after major incidents. • Staging mock drills or exercises as a training activity and process review. • Holding post-incident debriefings to review the effectiveness of incident management activities and identify areas of improvement.

1-16 Chapter 2. Detection and Verification

CHAPTER 2. DETECTION AND VERIFICATION

Figure 2-1. Example of a Roadway Incident

2.1 INTRODUCTION • A means for sensing that an incident has occurred. The primary goals of incident management are • A means for verifying the incident's to provide immediate care to the injured and existence, location, and nature. to quickly restore effected roadways to their • A focal point for the fusion of data from pre-incident condition. However, before multiple detection sources. delivery of emergency services can • Communications links between detectors commence, the existence of a non-recurrent and receivers of incident data. roadway incident must first be brought to the • A means of displaying and recording attention of medical response and/or incident information. transportation management personnel. Incident detection and verification are the The sections that follow detail a variety of elements of the incident management process different incident detection and verification concerned with the identification of roadway techniques that have been implemented in incidents and the relay of the collected metropolitan areas across the United States. information to the appropriate responding The identified technologies range in agencies. Components of an incident sophistication from those that simply use detection and verification system include: visual observations of the motoring public and law enforcement personnel to those that use

2-1 Incident Management in the United States: A State-of-the-Practice Review complex ITS vehicle sensing technologies and 1-1". Such telephone calls will connect the computer algorithms to automatically identify citizen with a local Public Service Answering incident conditions. Point (PSAP) where a call operator will query the caller for incident information and then Selection of the appropriate incident dispatch appropriate resources to the scene or detection/verification strategy or strategies transfer the call to another agency. involves matching the particular needs of the given region to the characteristics of available In most of the country, direct routing of alternatives while recognizing the limitation emergency 911 phone calls to the appropriate of available resources. Some key PSAP is facilitated by Automatic Number considerations that should be made during the Identification (ANI) and Automatic Location selection process include: Identification (ALI) technologies. While these systems work well for land-line based • Detection speed. emergency calls, reports of non-recurrent • Accuracy. roadway incidents normally come from • Costs. wireless cellular telephones which are • Maintainability. incompatible with most existing ANI!ALI • Personnel requirements. systems. This limitation creates difficulties in • Usefulness of data for other purposes. routing the emergency call to the appropriate • Speed of implementation. PSAP and in verifying the location of the incident as it is not uncommon for motorists to have difficulty with accurately specifying 2.2 NON-AUTOMATED TECHNIQUES incident location. Fortunately, recent legislation passed by the Federal Non-automated incident detection refers to Communication Commission (FCC) requires those techniques that utilize motorist call-in cellular networks to become ANI!ALI technology, roving patrols, and other manual compatible over the next 5 years.(19) surveillance techniques to monitor traffic flow conditions in the field and report observed Cellular Call-In Programs incidents. Table 2-1 summarizes the advantages and disadvantages of some of the As noted above, the widespread use of cellular various non-automated incident detection telephones to report incidents has created techniques that have been tested and unique challenges for emergency 911 implemented in the United States.(12) systems. Considering the vast number of vehicles now equipped with cellular Further detail on several of these strategies is telephones, transportation officials have begun provided in the subsections that follow. looking for convenient ways to allow motorists to phone-in reports of minor traffic 911 Public Safety Answering Points (PSAP) accidents and disabled vehicles without overburdening the existing 911 system. In Citizens who wish to report an emergency support of this initiative, incident "hot-lines" situation in the United States can generally do have recently been setup and promoted in so by dialing the nationwide three digit several metropolitan areas and regions across universal emergency telephone number or "9- the country.

2-2 Table 2-1. Comparison of Non-Automated Incident Detection Technologies(12)

Technology Definition Advantages Disadvantages

Cellular telephone calls to 911 Motorists use their cellular Often fastest detection method Dependent upon motorist input. or incident reporting hotline phones or call from a roadside available. Verification needed. May need telephone to report incidents. additional staff to handle calls.

Freeway service patrols Special vehicles circulate to Serves detection, verification, Congestion reduces circulation provide breakdown assistance. and response functions. frequency. Labor intensive.

Peak-period motorcycle patrols Motorcycle police officers Serves detection and Congestion reduces circulation patrol freeway segments. verification functions. Already frequency. Labor-intensive. in place as part of regular police functions. Can travel through stopped traffic to get to the IV I W incident. Citizen-band radio monitoring Can establish a special Inexpensive. Generally can be Detection dependent upon frequency for incident monitored by existing staff. number of trucks/CB owners on reporting. facility. CB owners may need to be trained to use.

Motorist call boxes Devices located on side of road Incident reporting can occur 24 Startup cost are high. Requires which motorists can use to hours/day. Citizen acceptance motorists to walk to activate. notify authorities. is high. Potential for vandalism. May require additional staff to handle calls.

Reference Marker System Milepost markers spaced at Can help the motorist accurately Additional sign clutter in the increased intervals along pinpoint incident location. roadside environment. selected roadways. Provides addition detail to accident reports. Incident Management in the United States: A State-of-the-Practice Review

In 1995, Christenson prepared a report always have immediate access to operable documenting a review of the following six cellular or land-line telephones, call box cellular call-in programs:(20) systems have continued to prove effective even though market penetration of portable • *999 in Chicago, Ill. cellular telephones has increased dramatically. • #77 in Maryland. This statement is supported by the data • #77 in Northern, Va. comparison shown in Figure 2-3. • *FHP in Florida. • Cellular 911 in Los Angeles, CA. In general, call box systems can be • Cellular 911 in San Francisco, CA. categorized as either data-based or voice­ based. With the data-based system, the As shown in Table 2-2, the cellular call-in motorist initiates communications by pressing programs reviewed by Christenson showed the call box button that corresponds to the consistent and substantial benefits in terms of type of service needed (i.e. mechanical the time interval between incident occurrence service, police, medical, etc.). The call box and the arrival of emergency resources. As then transmits an encoded electronic signal to compared to other incident detection a dispatch center that specifies the call box techniques, survey responses from Chicago, location, the nature of the problem, and the Virginia, and San Francisco revealed that calls type of assistance needed. A confirmation to cellular hot-line detected the most signal is sent back to the call box to notify the incidents. In Maryland, on the other hand, motorist that the request for assistance has reports from the police and highway patrols been received. still out perform the cellular call-in program as an incident detection mechanism. With the voice-based system, the motorist Regardless, results in all the study areas initiates communications by pressing the clearly demonstrate the effectiveness of button on the front panel of the unit. This cellular call-in programs as a mechanism to action opens a voice communications channel improve the incident management process. with an operator in the dispatch center who then queries the stranded motorist about the Roadside Call Boxes nature of the problem and/or the type of assistance needed. Like emergency 911 and incident hotlines, the function of motorist aid call boxes (see Figure Table 2-3 summarizes the status of call box 2-2) is to provide stranded motorists with implementation in the U.S.(21) Over 24,000 access to a convenient line of communication call box systems have been implemented to emergency management agencies. This along roadways in 21 states with more than 95 incident detection strategy is normally percent of the installations found in the states implemented in response to site specific of California, Florida, Pennsylvania, communications needs (i.e. at high-incident Massachusetts, and New York. Capital costs locations, in remote areas, or in mountainous for the call-box units range from between areas with frequent vehicle disablements) or $2100 and $3500 per installed box for voice placed at frequent intervals along selected based systems and approximately $6500 for roadways to provide consistent coverage for data-based systems. Call box maintenance an entire corridor. Because motorists do not costs also vary greatly, but range from a low

2-4 Chapter 2. Detection and Verification

Table 2-2. Evaluation of Cellular Call-in Program Effectiveness(20) Geographic Minor Incident Major Incident Area Before (min) After (min) Before (min) After (min) Chicago, IL 10.7 9.6 15.7 13.4 Maryland 9.9 9.7 17.6 16.8 Fairfax County, V A 12.9 10.0 17.1 12.9 Los Angeles, CA 10.3 8.8 13.4 11.2

of $24 to a high of $580 per year per box. Available data suggest that one call operator is needed for every 200 to 250 boxes in a system.

Satellite call box systems have recently been proposed for the outlying areas of Los Angeles, California. While expensive in terms of installation and usage costs, these units overcome problems with poor cellular communications coverage, a major issue in remote and mountainous communities.

Figure 2-2. Example of an Recent efforts have been undertaken in San Emergency Call Box Diego to provide ITS incident management functions through the call box - control center communications link.(22) Advanced 4000 capabilities successfully demonstrated in the San Diego Smart Call Box field operational 3000 ~ test included: III'" , ~ 2000 -1 • Traffic census data collection (volume ~ i 1000 -1 counts and vehicle classification). • Measurement and reporting of selected 0~1----'---~1----~--~--~ weather parameters. 1991 1992 1993 1994 1995 1996 Year • Control of remote video surveillance devices and transmission of selected video PA Cellular to the control center. PA Call Box • Real-time traffic flow monitoring and Figure 2-3. Annual Calls in Pennsylvania incident alerts. via Call Boxes and Cellular 911(21)

2-5 Incident Management in the United States: A State-of-the-Practice Review

Table 2-3. Summary ofeaII Box Implementation in the U.S.(21) State Number Average Year DataNoice Communications ofCaII Spacing (km) Initiated Technology Mode Boxes Alaska 4 16.0 1987 VOice radio (450 MHZ) Arizona 12 3.2 1991 VOIce cellular California 15,381 0.4 - 1.6 1986 VOice cellular 699 0.1 - 0.2 ----- data wireline 10 NIA 1997 voice satellite Colorado 52 0.8 1996 voice cellular 54 0.1 1992 VOice wireline Connecticut 16 ------VOice cellular 18 ------VOice wireline Delaware 150 0.4 1984 data radio (72 MHZ) Florida 2,764 1.6 1972 data radio (72 MHZ) Hawaii 72 ------1991 VOice cellular Illinois 310 0.8 1973 data radio (72 MHZ) Louisiana 420 0.8 19771198 data radio (72 MHZ) 9 Massachusetts 854 0.8 1989 data radio (72 MHZ) Michigan 4 ------1990 VOice cellular New Jersey 378 0.8 1994 VOice radio (800 MHZ) 94 1.6 1984 data radio (72 MHZ) New York 941 0.8 1991 VOice cellular 21 ------VOIce wireline 64 3.2 1989 VOIce radio (155 MHZ) North Carolina 50 1.6 - -- -- VOIce wireline Ohio 30 0.8 1994 VOIce cellular Pennsylvania 1,040 1.6 1989 data radio (72 MHZ) Rhode Island 312 0.8 1979 data radio (72 MHZ) Texas 118 0.8 - 1.6 1993 VOice cellular Washington 42 0.4 - 11.2 1993 VOice cellular 165 0.1 - 0.8 VOIce wireline Wash, D.C. 22 ------VOice cellular

2-6 Chapter 2. Detection and Verification

Reference Marker System Roadway Service Patrols

A typical problem with phoned-in incident Service patrols have been cited as one of the reports, whether it is to emergency 911 or an most effective methods for reducing incident exclusive roadway incident hotline, is the lack detection time and minimizing overall of a precise estimate of incident location. incident duration. The typical service patrol Roadside reference marker signs spaced at program consists of a fleet of light-duty trucks frequent intervals (0.1 to 2.0 km) along or vans (see Figure 2-4) that continuously selected high incident roadways provide a travel designated roadway corridors in search simple low-cost method for precisely of stranded motorists, traffic accidents, and identifying incident location.(23) With these other non-recurrent incidents. signs, motorists and emergency response personnel can easily pinpoint the location of The patrol vehicles are typically equipped to reported incidents by locating the nearest provide traffic control assistance at major reference marker and citing the displayed incidents and to remove minor incidents route number, direction of travel, and milepost (disabled vehicles, roadway debris, property value. Along with improved incident damage only collisions, etc) from the roadway detection, the reference marker system could without assistance from other agencies. also provide valuable detail for police accident Common types of equipment and supplies reports and engineering analyses. carried on service patrol vehicles by category include:

Figure 2-4. Example of a Motorist Assistance Patrol

2-7 Incident Management in the United States: A State-of-the-Practice Review

Communications systems - two-way radio, • Remote monitoring of traffic conditions. cellular phone. • Remote monitoring of incident clearance activities. • Mechanical equipment - push bumpers, air compressor, and car jacks. • Tools - wrench sets, socket sets, hammers, 2.3 ELECTRONIC SURVEILLANCE screwdrivers, pliers, wire cutters, pry bars, brooms, shovels, booster cables, tire Unlike the non-automated techniques gages, flashlights. discussed above, electronic surveillance uses • Supplies - gasoline, water, starter fluid, vehicle sensors and other ITS techniques to electrical tape, duct tape, wire, absorbent measure traffic flow parameters at selected material, hand cleaner, paper towels. locations. A comparison of various types of • First aid/safety - first aid kit, fire vehicle detectors is made in the Freeway extinguisher, gloves, safety goggles, Management Handbook.(13) Table 2-6, HazMat guidebook. reproduced from this handbook, identifies, as • Traffic control - vehicle mounted warning well as describes the advantages and lights, cones, flares. shortcomings of the many technologies • Miscellaneous - maps, telephone books. implemented in U.S. cities for vehicle detection. Table 2-7, also from the Freeway Information concerning the operational and Management Handbook, evaluates each funding characteristics of roadway service detection technology in terms of data patrol programs are summarized in Table 2- provided, reliability, design life, and cost. 4.(24) Table 2-5 summarizes the benefit-cost analyses results for 15 of the roadway service Automatic Vehicle Identification patrol programs currently in operation in the United States. The benefit-cost analysis The use of automatic vehicle identification results clearly demonstrate the effectiveness of (A VI) detectors for electronic freeway traffic roadway service patrols with benefits surveillance is also discussed in the 1996 exceeding program costs by as much as 36 to Traffic Control Systems Handbook.{7} This 1. type of detector can automatically identify specific vehicles at predetermined points on Closed-Circuit Television (CCTV) the highway, without requiring any action by the driver or an observer. Components of an Closed circuit television systems (CCTV) A VI system typically include three functional have been used for many years to provide elements: visual surveillance of the freeway system (see Figure 2-5). Control centers typically use • Vehicle-mounted electronic transponders CCTV systems to support the following or tags; functions: • Roadside reader units, with associated antennas; and • Remote detection and verification of • A computer system for data processing incidents. and storage.

2-8 Chapter 2. Detection and Verification

Table 2-4. Summary of Roadway Service Patrol Programs in the U.S.(24) Year Annual Centerline Number Number Hours of Annual Patrol Patrol Started Bud2et $ Km Routes Vehicles Operation Incidents Albany, NY Samaritan 1983 NA NA 2 2 6:30-9:30 and 3-6 8200 Atlanta, GA Highwav 1995 400000 105 5 12 5 a.m. - 9:30 p.m. 16900 Austin TX Courtesy 1996 350000 48 2 3 5:30 a.m. - 9:30 p.m. NA Boston MA Motorist 1994 NA NA 16 16 6:30-9:30 and 3-6 72 000' Charlotte NC Incident 1990 410 000 26 1 6 5:30 a.m. - 9:30 p.m. 12000 Chicago IL Emergency 1960 3500000 127 12 56 24 hours 100000 Cincinnati OH Samaritan 1992 NA NA 3 3 6:30-9:30 and 3 :30- 18200 Columbia, SC State Highway 1996 200000 32 2 3 7-9 and 4-6 4200 Dallas TX Courtesy 1987 750000 564 7 17 6 a.m. - 10 p.m. 20000 Denver CO Mile High 1992 700000 61 3 10 6:30-9 and 3:30-6:30 180000 Detroit MI Freewav 1994 NA 68 4 5 6:30-9 and 3-10:30 7080 E1 Paso TX Courtesy 1993 186000 31 2 6 7 a.m. - 10 p.m. 18000 Fresno CA Freewav 1993 241600 35 2 2 6:30-8:30 and 4-6 1650 Ft. Lauderdale, FL 1-95 Service 1995 1000,000 80 6 7 6 a.m. - 7 p.m. 24000 Ft. Worth TX Courtesy 1973 400000 338 3 7 24 hours 10200 Greeley, CO State Patrol 1996 30000 19 I 2 6:30-10 and 3:30-7 NA Greensboro NC Incident 1993 283000 39 3 4 5:30 a.m. - 9:30 p.m. 3800 Greenville SC State Highway 1996 165000 48 2 3 7-9 and 4-6 NA Havwood Co. NC Incident 1969 180000 32 1 2 24 hours 4500 Houston, TX Motorist 1986 1400000 270 9 16 6 a.m. - 10 p.m. 33500 Indianapolis IN Samaritan 1991 NA NA I 1 6:30-9:30 and 3-6 3800 Kansas City, MO Motorist 1992 20,000 97 2 4 5:30 a.m. - 6:30 p.m. 40,000 Los Angeles CA Metro 1991 20000000 650 41 150 6-10 and 3-7 250000 Miami, FL 1-95 Service 1997 400000 27 4 4 6:30 a.m. - 7:30 p.m. - NA Minneal1olis, MN Highway 1987 610 000 150 7 8 4:30 a.m. - 8: 15 p.m. 11000 New Jersey, NJ Courtesy 1989 115000 80 3 5 8 a.m. - 4 p.m. 3580 New York NY Highway 1990 2905000 217 7 21 6-10 and 3-7 23570 Norfolk, VA Safety_ Service 1992 700,000 31 2 6 24 hours 12000

Northwestern IN Hoosier 1991 NA 26 I _~3~ ~_ i---~ 24 hours I3 375 Oakland CA Freeway_ 1991 6000000 354 20 51 6-9:30 and 3-6:30 97000 Orange Co. CA Freeway 1992 2000000 145 10 30 5 :30-9 and 3-7 80000 Philadell1hia, PA Incident 1989 NA 815 20 15 24 hours NA Pittsburgh PA Penn Lincoln 1996 245000 42 3 4 6-9 and 3-6 6,000 Providence, RI Samaritan 1978 NA NA I I 6:30-9:30 and 3-6 4400 Raleigh, NC Incident 1993 237000 48 2 4 6 a.m. - 8 p.m. 8500 Richmond VA Motorist 1989 1075000 NA NA 7 5 a.m. - 8 p.m. 64500' Riverside Co., CA ~~ 1993 700000 40 4 8 6-9 and 3-6 16000 Sacramento, CA Freeway 1992 NA 82 4 8 6-9 and 3-6:30 11700 San Antonio TX Courtesy 1978 475000 229 6 -~ 24 hours 6250 San Diego CA Freewav 1993 2000000 250 7 7 6-9 and 3-6:30 18500 Southern CT Samaritan 1985 NA NA I I 6-9 and 3-6:30 4800 Springfield MA Motorist 1995 NA NA I I 6:30-9:30 and 3-6 72 000' St. Louis MO Motorist 1993 NA 161 10 14 4:30 a.m. - 8:30 p.m. NA Taml1a, FL 1-4 Service 1996 NA 32 4 7 6 a.m. - 8 p.m. NA Virginia Beach V A Motorist 1989 NA NA NA 12 5 a.m. - 8 p.m. 64500' Washington DC IMD CHART 1989 NA 604 8 22 24 hours 30000 Washington DC NA Motorist 1989 NA NA NA 18 5 a.m. - 8 p.m. 64500' Washington DC N A Safety Service 1978 3000000 140 10 60 24 hours 39100 Washington DC N A Samaritan 1990 NA NA 2 2 6:30-9:30 and 3-6 5200 Westchester, NY Samaritan 1988 NA NA 1 I 6:30-9:30 and 3-6 3400 Westchester Co. NY Highway 1994 700000 71 2 9 6-10 and 3-7 8600 Winston-Salem NC Motorist 1991 225000 143 4 6 6 a.m. - 8 p.m. 13200 Worcester MA Motorist 1978 NA NA 4 4 6:30-9:30 and 3-6 72 000' , Represents combined incidents for Boston, Springfield, and Worcester Samaritan patrols. 2 Represents combined incidents for Richmond, Virginia Beach, and Washington, DC Metro Safety Service Patrols.

2-9 Incident Management in the United States: A State-of-the-Practice Review

Table 2-5. Results of Service Patrol Benefit-Cost Studies(24) Patrol Location Patrol Name Year Performed Results Charlotte, NC Incident Management Assistance Patrol 1993 3:1 to 7:1 Chicago,IL Emergency Traffic Patrol 1990 17: 1 Dallas, TX Courtesy Patrol 1995 3.3:1 to 36.2:1 Denver, CO Mile High Courtesy Patrol 1996 20:1 to 23:1 Detroit, MI Freeway Courtesy Patrol 1995 14: 1 Fresno, CA Freeway Service Patrol 1995 12.5: 1 Houston, TX Motorist Assistance Program 1994 6.6:1 to 23.3:1 Los Angeles, CA Metro Freeway Service Patrol 1993 11: 1 Minneapolis, MN Highway Helper 1995 5: 1 New York, NY Highway Emergency Local Patrol 1995 23.5:1 Norfolk, VA Safety Service Patrol 1995 2:1t02.5:1 Oakland, CA Freeway Service Patrol 1991 3.5: 1 Orange Co., CA Freeway Service Patrol 1995 3: 1 Riverside Co, CA Freeway Service Patrol 1995 3: 1 Sacramento, CA Freeway Service Patrol 1995 5.5:1

Figure 2-5. Permanent CCTV Camera Installation

2-10 Table 2-6. Comparison of Electronic Vehicle Surveillance Devices(13) Detector Type Detector Description Advantages Disadvantages

Embedded Inductive Loop Coil of cable embedded in the Flexible design. • Installation requires pavement surface that creates a ·• Wide range of applications. pavement cuts. magnetic field. Vehicle is Provides basic traffic parameters Installation and maintenance detected when this magnetic field · (e.g., volume, speed, presence, · requires lane closure. is disturbed. occupancy). • Detectors subject to stresses of traffic.

Magnetometer Small cylinders containing sensor • Can be used in situations where • Installation requires coils that operate in a manner loops are not feasible (e.g., pavement cuts. similar to inductive loops. bridge decks). • Installation and maintenance Developed as alternative to loop • Less susceptible than loops to require lane closure. detectors for special situations. stresses of traffic. Small detection zone. ·• Typically used only to provide count and occupancy. N ,...... I ,...... N on-Intrusive Microwave Radar Transmits electromagnetic energy • Generally insensitive to weather • Requires FCC license for toward vehicles on roadway. conditions. operation and maintenance. Traffic parameters are calculated Provides day and night May lock on to the strongest by measuring the return signal · operation. · signal (e.g., large truck). frequency from vehicles.

Infrared Active infrared detectors transmit • Active detector emits narrow • Operation affected by electromagnetic energy. Passive beam allowing for accurate precipitation (e.g., rain, fog, infrared detectors do not transmit determination of vehicle etc.). energy but measure the amount of position. • Difficulty in maintaining energy that is emitted by objects in Provides day and night alignment on vibrating the field of view. · operation. structures. • Provides most basic traffic parameters. • Passive detectors can be used for strategic loop replacement. Table 2-6 (continued). Comparison of Electronic Vehicle Surveillance Devices(13)

Detector Type Detector Description Advantages Disadvantages

Non-Intrusive Ultrasound Transmits sound waves at Provides most basic traffic Environmental conditions (Continued) frequencies between 20 and 220 · parameters. · (e.g., temperature, humidity, kHz. Detects vehicle by air turbulence, etc.) can measuring return waves. affect performance. • Snow covered vehicles are difficult to detect. • High level of special maintenance capability is required.

Acoustic Uses microphones along with • Completely passive. • Relatively new technology signal processing technology to • Generally insensitive to weather for traffic surveillance. listen for sounds associated with conditions. vehicles. • Provides day and night tv, operation...... tv Video Image Video image processors receive • Location or addition of detector • Inclement weather, shadows, Processing information from video cameras zones can easily be done. and poor lighting can affect and use algorithms to analyze the • Provides basic traffic performance. video image input parameters. May require significant • Provides wide-area detection. · processing power and a wide communication bandwidth. Table 2-7. Characteristics of Vehicle Detectors(13)

Applications Lane Communi- Cost Coverage cation Count Presence Speed Occupancy Classifi- Detector Detector per Sensor Bandwidth Life Reliability Technology cation Install (each) Inductive X X X X X Size of loop Low Moderate Moderate Current Moderate Low Loop ($1,000) ($500- $800) Magnet- X X (1) X Single lane Low Long High Current Moderate Low- ometer ($1,000) Moderate ($500 - $1500) Microwave X (2) X (2) (2) Multiple Moderate Long High Current Low Low- tv Radar ($500) Moderate .....I W ($700 - $3,000) Infrared X X X X (2) Single Low- Long High Developing Low Moderate - (active); Moderate ($500) High Multiple ($1,000- (passive) $8,000) Ultrasonic X X X X (2) Single Low Moderate High Developing Low Low - ($500) Moderate ($600 - $1,500) Acoustic X X X X (2) Multiple Low - N/A N/A Developing Low Moderate Moderate ($500) ($1,500) Video X X X X X Multiple Moderate - Moderate Moderate Developing Low Very High Image High ($500) ($10,000 - Processing $25,000) (1) Speed can be calculated by spacmg sensors a known distance apart. (2) Depends on detector design. Incident Management in the United States: A State-of-the-Practice Review

Information that identifies the vehicle is system is also used to post approximate encoded onto the transponder. As a tagged segment travel times on many of the vehicle passes a reader site, the transponder is changeable message signs located throughout triggered by the reader to send coded data to a the city's freeway network.(25) receiving antennae. The reader then transmits the time-stamped vehicle identification data to Cellular Based Traffic Surveillance a centralized computer system for processing and storage. From there, the computer system An innovate ITS demonstration project has computes an average segment speed for the been initiated in the Washington DC probe vehicles based on the known distance metropolitan area to derive traffic flow between successive reader stations and the parameters from cellular phone activity as part time interval between successive reads of a of a wide area traffic surveillance and incident probe vehicle's transponder. The average detection effort.(26) The cellular monitoring speed can then be coded onto a computerized system requires specially designed arrays of depiction of the roadway network to develop antennas and electronics to provide the a real-time picture of traffic conditions. position of the phone location relative to the cellular tower but requires no additional Figure 2-6 provides an example of a real-time equipment inside of the probe vehicles other A VI based traffic map from Houston. than a cellular phone. Information collected by Houston's A VI

O· .. ·1.:J 20-23 ---

Figure 2-6. Illustration of Houston's A VI based Real-Time Traffic Map

2-14 Chapter 2.. Detection and Verification

When a call initiation is detected by the field in Table 2-8, other available incident detection equipment, a time-stamped message is sent to procedures use statistical, time-series, and the control center documenting the geographic modeling methods to identify conditions position of the call. Upon receipt of the time­ symptomatic of freeway incidents. With all stamped message at the control center, the incident detection algorithms, a tradeoff must position of the call is geographically be made between the algorithm sensitivity and referenced to a base map of the freeway false alarm frequency. This tradeoff is system. If the call is found to originate on a illustrated in Figure 2-7. traffic link of interest, a request is sent to the field equipment for additional data. When the A comprehensive review of the performance, control center receives a second geographic calibration requirements, and ease of location of the phone ID on a valid traffic link, implementation of incident detection the speed of the transmitting vehicle is algorithms was conducted by the Texas calculated based on the elapsed time between Transportation Institute for a report published the two time stamped messages and the in November, 1993.(27) This review found that computed distance between the two locations. it is unrealistic to expect any algorithm to Speed data profiles are then developed for detect an incident the moment it occurs and at individual map links and an incident alarm is the same time produce little or no false sounded at the control center when the alarms. The review also found that regardless average speed on these links falls below a of the type of algorithm selected, calibration is certain threshold. a time consuming process that must be performed on a station by station or zone by Incident Detection Algorithms zone basis to ensure adequate algorithm performance. Site visits by the authors to Computer algorithms have been developed to traffic operation centers throughout the monitor the volume, speed, and/or occupancy country found that most of the operation data collected by electronic surveillance centers have ceased operation of their incident devices and automatically detect when the detection algorithms due to unreliability and measured traffic parameters match conditions the frequency of false alarms. symptomatic of non-recurrent incidents. A common approach to automated incident Mayday Devices detection uses pattern recogmtIOn or comparative algorithms to compare traffic The mayday system is an ITS technology that parameters at individual or adjacent detector provides vehicles with the functionality to stations to thresholds which define when transmit a distress signal from the field to a incident conditions are most likely. For central dispatch center over a wireless example, many comparative algorithms communication network. The system offers examine the difference between loop two methods of activation including: 1) occupancy levels at adjacent detector stations manually through driver intervention and signal an alarm when the occupancy level following a mechanical breakdown; or 2) at the upstream station exceeds, by a certain automatically following a traffic accident threshold amount, the occupancy level at the through the status of continuously monitored next downstream detector station. As shown vehicular parameters.

2-15 Incident Management in the United States: A State-of-the-Practice Review

Table 2-8. List of Available Incident Detection Algorithms(27) Algorithm Type Algorithms Comparative California Modified California All Purpose Algorithm (10 different versions) Pattern Recognition (P ATREG) Statistical Standard Normal Deviate (SND) Bayesian Smoothing/Filtering Exponential Smoothing Low-Pass Filtering Traffic Model Dynamic Model McMaster

DETECTION TIME

DETECTION TIME Figure 2-7. Relationship Between Detection Time and Detection Rate and False Alarm Rate(27)

2-16 Chapter 2. Detection and Verification

Major components of the mayday system ability to determine the number of vehicle include: occupants, the type of incident (head-on, side impact, run-off-the-road, etc.), and the • An in-vehicle communications unit that severity of damage. Several automotive uses low-earth orbiting (LEO) satellites or manufacturers, including General Motors, cellular telephones to provide the link now offer may day systems as optional between the vehicle and the central equipment on new vehicles. processing/dispatch center (in remote areas the LEO is the preferred technology Road Weather Information Systems due to the service interruptions typically experienced with cellular communication Along with traffic accidents, emergency and systems). transportation management agencies must also • An in-vehicle global positioning system mitigate the impact of inclement weather on (GPS) receiver or other automatic vehicle traffic safety and regional mobility. In 1989, location (AVL) device to generate 29 percent of traffic accidents and 13 percent accurate vehicle position data. of all fatalities in the U.S. occurred on wet, • A central processing/dispatch center to ice, or slush covered pavements.(30) A group process incoming distress signals and of ITS technologies known as Road Weather relay information about the location and Information Systems (RWlS) can help nature of detected incidents to the identify the location and extent of non­ appropriate emergency response agency. recurrent meteorological incidents by (Note: institutional agreements between gathering and processing real-time data from may day service providers and local pavement sensors and roadside atmospheric PSAPs will be necessary to ensure the monitoring stations. As part of a roadway system's overall effectiveness). incident management program, the data provided by R WIS could support effective While only in the initial stages of scheduling of winter road maintenance development, the may day system could operations (i.e., snow and ice removal) and possibly become the ideal roadway incident facilitate early deployment of emergency detection tool in the future. Pilot tests in personnel to mitigate the impacts of high Colorado and New York(28,29) have water, high wind, fog, and ice. In terms of successfully demonstrated the systems ability snow and ice control, research efforts have to automatically initiate a distress signal estimated that RWlS can decrease anti-icing immediately following a collision through chemical usage by 30 to 75 percent and reduce continuous monitoring of vehicle speed, incident response errors (action required but acceleration, and the status of restraint not taken) by up to 90 percent.(30) systems. While not included in these initial pilot tests, other features could include the

2-17 Chapter 3. Emergency Response

CHAPTER 3. EMERGENCY RESPONSE

Figure 3-1. Emergency Response Vehicle

3.1 INTRODUCTION addition, the timeliness of emergency response is also a function of the efficiency of Emergency response is defined as the process travel between responding agency of activating and directing necessary resources headquarters and the incident scene. to the incident scene to provide care to the injured and restore the roadway to normal The emergency response task encompasses all operations.(12) Early and effective emergency activities between the time of incident response is critically important to the overall verification and the arrival of personnel and success of the incident management process. equipment resources at the incident scene. Timely response not only reduces incident Incident management tasks typically duration, but, most importantly, also saves completed during this time interval include: lives by expediting the delivery of medical services to the injured and reducing the • Assessment of available information about probability of secondary accidents. the nature of the incident (i.e. number of involved vehicles, number and type of The primary goal of the emergency response injuries, etc.) to determine response task should always be to ensure the timely requirements. delivery of the correct resources to the • Establishment of interagency incident scene. Achievement of this goal communication links between dispatch requires both an accurate assessment of the centers when the nature of the incident scope of the problem and knowledge of requires response from more than one resource status and availability at the time and agency. location of the non-recurrent event. In • Dispatch of necessary personnel and

3-1 Incident Management in the United States: A State-of the-Practice Review

equipment resources to the incident scene. roadway to normal conditions. The level and • Transport of emergency resources from type of agency involvement, at any given headquarters to the scene and transport of incident, is a determined by the expected the injured from the scene to the closest duration and the nature of the event. For hospital. minor problems, such as a disabled vehicle, emergency response may only involve the The following sections discuss a variety of dispatch of a roadway service patrol unit or a strategies to enhance the development of tow truck. At major incidents, on the other effective emergency response plans and hand, emergency response can be much more facilitate the transport of emergency resources complex and larger in scale with involvement to the scene. A brief description of emergency from many different agencies. For example, response options is also provided in Table 3-1. a multi-vehicle accident involving two automobiles and a gasoline tanker truck would most likely warrant response from: 3.2 RESOURCE ALLOCATION • Emergency Medical Services (EMS) to Deployment of the correct resources to the provide on-scene care to the injured and incident scene is primarily a process of transportation to the closest hospital or assessing the nature of the problem and trauma unit. identifying the steps necessary to return the

Table 3-1. Summary of Emergency Response Strategies Strategy Description Response Manual Documents standard response procedures, reducing confusion and duplication of work efforts during the emergency response task. Can save time in locating specially trained personnel and equipment. Freeway Service Patrols See Chapter 2 for more information. Patrolling units often offer the quickest response to roadway incidents. Computer-Aided Dispatch Provides dispatching assistance by tracking the status of resources and maintaining incident record databases. Expert Systems Provides a knowledge base and decision support for resource deployment and emergency response operations. Emergency Median Crossovers Allows temporary access to the incident scene from the opposing travel lanes on barrier separated facilities. Signal Preemption Facilitates the transport of resources to/from the scene by favoring the movement of emergency vehicles at signalized intersections. Air Ambulance Programs Enables rapid transport of critically injured motorists to regional trauma centers.

3-2 Chapter 3. Emergency Response

• Fire Department to control the potential of fire and/or explosion. • Tracking the status of all resources in an • Police to complete the accident agency's fleet. investigation and provide on-scene traffic • Maintaining records of all dispatching control. activities for each incident • Department of Transportation (DOT) to • Identifying the closest available units with implement alternative routes, disseminate the shortest travel distance to the incident motorist information, and assist with the scene. removal of wreckage, debris, and spilled materials from the roadway. Emergency management agenCIes III most • Environmental agencies to mitigate the U.S. cities have implemented CAD impact of hazardous chemical spills. technology into their dispatching operations. • Private towing companies to transport the Most existing CAD systems, however, have damaged vehicles off the roadway. the following two shortcomings:

Incident Classification Schemes • System incompatibility - the Police CAD system, for instance, typically cannot Preplanning of emergency response directly share information with the Fire requirements for various different types of Department's CAD system. roadway incidents can help ensure the • Lack of real-time information on resource accurate and timely dispatch of resources to location and network traffic conditions - the incident scene. In Houston, emergency the CAD system may incorrectly assume response preplanning has led to the that the resource stationed closest to the development of a uniform incident incident, in terms of distance, has the classification system.(IO) As illustrated in shortest response time. Table 3-2, the Houston classification system provides dispatchers with a tool to relate These shortcomings can hinder the verified incident characteristics to the effectiveness of dispatching operations, expected length of incident duration and the especially at major roadway incidents where required level of multi-agency emergency response is needed from many different response. For example, verification of a Level agenCIes. 3 incident (minor collision with no injuries) would initiate the deployment of a police unit InterCAD San Diego Project for the accident investigation and on-scene traffic control. As noted previously, system incompatibility is a shortcoming associated with most CAD Computer Aided Dispatch systems. For instance, if the Police wish to request assistance from the Fire Department, Following formulation of the initial the Police dispatcher would have to initiate emergency response plan, identified resources telephone contact with a Fire Department call must be activated and dispatched to the taker and verbally relay critical information incident scene. Computer-aided dispatch about the incident. Because of the inability to (CAD) systems support the deployment of share information across CAD systems, the emergency resources by: Fire Department official would be

3-3 Incident Management in the United States: A State-ofthe-Practice Review

Table 3-2. Houston Incident Classification System(lO) INCIDENT CLASSIFICATION Levell Level 2 Level 3 Level 4 LevelS Types of Incidents Vehicle stall on Vehicle stall in Minor accident Serious Serious (examples) shoulder travel lanes (no injuries) accident accident (with (potential major injuries) Minor load injures) spill HAZMAT Spilled load spill (possible HAZMAT) Several vehicles on Vehicle fire fire Anticipated Duration None 0-30 min 30-60 min 60-120 min > 120 min of Lane Blockage Types of Response Motorist Motorist Police Police Police Activities assistance assistance with assistance with assistance with assistance with minimal traffic on site traffic extensive on- extensive on- control control site traffic site traffic control control Possible implementation Fire Fire of traffic department department diversion response response strategies HAZMAT Coroner Debris removal response dispatch

Traffic HAZMAT diversion response

Debris removal Traffic diversion Medical strategies assistance Neighborhood evacuation

Debris removal

Medical assistance

3-4 Chapter 3. Emergency Response

required to create a new incident in the Fire will eliminate duplicate work, reduce CAD system, replicating much of the same interference between operational units, and infonnation already stored in the Police CAD reduce congestion while enhancing safety on system. This creates delays in the dispatching the roadway network. The planned system will process and increases the potential for also strengthen time and attendance reporting, interagency communication errors. inventory and use of resources as well as emergency personnel status and call out. The San Diego Regional Computer Aided Other planned features of the pilot system Dispatch Interconnect (InterCAD) project include automatic vehicle location for aims to facilitate the transfer of critical integrated fleet management and interfaces incident data between agencies using with external systems to allow communication dissimilar CAD systemsYI,32) To accomplish with the Virginia State Police and other local this feat, the InterCAD project borrows from law enforcement and rescue agencies. a computer messaging technology known as Message Oriented Middleware (MOM). The Automatic Vehicle Location MOM concept allows users of the InterCAD system to electronically share infonnation Traditionally, CAD systems have assumed with other agencies by transmitting data to that the emergency resource headquartered each other over a high speed wide area closest to the incident scene, in tenns of network. Translation of messages to the target distance, has the shortest emergency response agency's CAD fonnat is completed internally time. This, unfortunately, may not always be within the messaging system and does not the case. Patrolling units and emergency require any user intervention. The InterCAD vehicles returning from a previous system maintains real-time communications assignments may have shorter response times and infonnation sharing between the agency than the resource headquartered closest to the scene. An ITS concept known as Automatic CAD systems until one agency completes Vehicle Location (AVL) can resolve this their activities and closes out the incident dispatching issue by tracking emergency record. resource location in real-time through global positioning and wireless communications Virginia technologies. In Dallas, where the fire department has equipped their vehicle fleet Despite their value as a resource at major lane with A VL, average emergency response time blocking incidents, most state DOT has fallen from 5.24 to 5.11 minutes after maintenance divisions have yet to implement implementation of the system.(34) CAD technology into their dispatching operations. Recognizing this, the Virginia Incident Support Systems Department of Transportation (VDOT) has initiated a pilot effort to develop a computer In recent years considerable attention has been aided dispatch system capable of monitoring given to the development of expert systems field maintenance personnel and other VDOT that integrate all elements of incident operational units as well as to aid in incident detection and emergency response into a response at major freeway incidents,<33) The personal computer or workstation proposed system will act as a real time environment. The primary purpose of these infonnation and status reporting platform that systems IS to support transportation

3-5 Incident Management in the United States: A State-of the-Practice Review

management center (TMC) personnel with the independent software products such as acquisition of incident information and the PASSER-II to optimize traffic signals along management of emergency response incident diversion routes and CAMEO to resources. evaluate the potential ecological effects of chemical mishaps into the overall GIS Southern California platform. Resource management applications were also implemented into developed In 1991, a prototype software application software platform to dynamically track the known as the Freeway Real-Time Expert status of Motorist Assistance Patrol vehicles System Demonstration (FRED) was using automatic vehicle location (AVL) developed for managing non-recurrent technology. congestion in Southern California.(35) The FRED software monitors the data collected by Virginia inductive loop detectors in the field and through an algorithm alerts the operator when A January 1996 report discussed Virginia's the measured traffic conditions are efforts to develop a wide-area incident symptomatic of an incident. Upon initial management support system (WAIMSS) that detection, the system operator is shown the builds emergency response plans through relative location of the detected incident on a multi-agency consensus buildingY7) The graphical display and is then asked to verify design of the W AIMSS centralizes the the incident by either viewing the video feed processing of all incident management related from the nearest CCTV camera, by manually information at a central server, usually located adjusting the sensitivity parameters of the at the traffic management center, and detection algorithm, or by visually monitoring distributes agency specific information to loop occupancy levels from surrounding count workstations located in the offices of the stations. Upon operator verification of the individual agencies. Based on initial reports detected incident, the FRED system serves as from the incident scene the WAIMSS begins a knowledge base and provides decision the incident management process by advising support for many aspects of emergency the various agencies about the resources response process including: needed to clear the incident and by jUdging if diversion to alternative routes is necessary. • The dispatch of traffic management teams The system then develops an incident to the incident scene. response plan and prioritized action list based • The diversion of traffic to alternative on responses from the effected agencies. The routes. W AIMSS is the first software product of its • The implementation of ramp metering kind that recognizes that the entire process of control or freeway closure procedures. incident management is primarily one of coordination and support between several Houston, Texas agencIes. A July 1993 report documented the Incident Response Manual development of a personal computer based GIS application capable of supporting many Documentation of standard procedures can incident management functions.(36) The significantly reduce confusion and duplication proposed software platform can integrate

3-6 Chapter 3. Emergency Response

of work effort during the emergency response, management agencies in other U.S. cities. site management, and incident removal tasks. The field incident response manual provides a Hazardous Material Manual simple low-cost strategy for formally documenting standard emergency response Although the primary rule for responding to procedures, lines of interagency coordination, hazardous materials spills is "leave it to the and procurement procedures for specialized expert," it is necessary to provide those equipment. Other types of information agencies who are likely to respond first to an typically documented in the field response incident scene with some basic guidelines manual are shown in Table 3_3.(13) It should when they suspect that hazardous materials be stressed that the effectiveness of the may be involved. These guidelines should be incident response manual is dependent on provided in the form of a reference manual. frequent updates to maintain the accuracy and Two hazardous material manuals are generally effectiveness of the documented information. developed:' one for use by field personnel (e.g., police and DOT personnel) on scene, The Houston TranStar Incident Management and one for use by response dispatchers. The Advisory Committee has produced an field manual should include guidelines on emergency response handbook to document how to identify types of hazardous materials the city's freeway incident management and on how to stabilize the incident scene. In plan.(38) The Houston handbook defines addition to describing who should be standard operating procedures for the contacted in case of a hazardous material spill, management and clearance of incidents the dispatchers manual should also include ranging from disabled vehicles on a shoulder more detailed information that can be used to to major truck, fatal, and hazardous material consult and advise the field personnel about accidents. For each incident type, particular any situation that may occur before a attention is given to the individual roles and hazardous material response team arrives on responsibilities of all responding agencies as the scene. Table 3-4 shows potential subject well as the application of the incident matter to be included in a hazardous material command system. Techniques to minimize manual.(13) the traffic flow impacts of roadway incidents are also discussed in the handbook including the application of the rapid removal and 3.3 TRANSPORTATION flashing lights policies and establishment of alternative routes. Contact names and phone The timeliness of emergency response is also numbers for all the incident response agencies a function of mobility on the routes leading in Houston are listed at the end of the from responding agency headquarters to the handbook. Interagency approval of the incident scene and from the incident scene to contents of the Houston Incident Response the closest hospital. Traffic congestion and Manual was achieved through the signing of a lengthy delays at signalized intersections can memorandum of understanding by executives not only hinder the delivery of care to the of all involved agencies. Similar handbooks inj ured, but can also force emergency have been developed by emergency response personnel into dangerous situations,

3-7 Incident Management in the United States: A State-of the-Practice Review

Table 3-3. Example of Resource Material For a Response Manual(l3) Police FirelRescue DPS City State City Park Tollway Airport County (volunteers also) County (including sheriffs) Military Industrial Military News Media Local and State Agencies Radio stations Newspapers Health Pollution control Television stations Agriculture Air Control

Highway Department Emergency Medical Services Engineering Coroner Red Cross Maintenance Funeral Homes Helicopters Cleanup Special medical vehicles Traffic Management Center Hospital emergency rooms Tollway or turnpike authority Rescue squads-extrication Traffic Management Team Ambulance-public, private, military, or volunteer Special Vehicle and Equipment Towing and Road Service Cranes Oversize wreckers Auto clubs Tanker trucks Trucking companies Franchised tow truck operators Local transit service Livestock trailers Private-gas stations, garages, junkyards Earth-moving equipment Public-police, hwy authority, service patrol Special Hazard Teams Utilities Chemical Electrical Telephone Electric Mechanical Biological Gas Water Radioactive Ordinance disposal Sewer Federal Agencies Other Nuclear Regulatory Commission National Guard and Reserve Energy Resources Development Administration Accident investigation teams Federal Aviation Administration Vehicle rental companies Department of Defense Institutions U.S. Public Health Service Humane society Defense Civil Preparedness Agency Game warden Office of Emergency Transportation Military personnel Environment Protection Agency Railroads Department of Agriculture Weather bureau Postal Service Pipeline companies Federal Emergency Management Association Water authorities Scuba divers Transportation services

3-8 Chapter 3. Emergency Response

Table 3-4. Example of Material to Be Included in a Hazardous Material Manual(13) • INTRODUCTION • RESPONSE AT CENTRAL • RESPONSE AT SITE COMMAND POST ~ Information to be Gathered ~ Query field personnel to obtain all ~ Specifics of spill relevant information on spill - Liquid/gaseous ~ Notify other agencies - Description of leak - Environmental Protection Agency • Rate of flow/quantity spilled - Local Boards of Health • Odor ~ Notify local contractors if • Color required for clean-up • Density ~ Notify personnel on scene as to - Type of container protection required • Box, box trailer ~ Notify media • Tanker type ~ Utilize available literature and - Precise labels from truck guides • UN numbers - US DOT Guidebook Chemtrec • Company name Center, Washington, D.C. ~ Drainage systems in areas ~ Notify shippers - Ditches - Bodies of water • APPENDICES ~ Weather conditions ~ Drills and Training ~ Traffic flow ~ State Regional Coordinators - Number of lanes open/blocked ~ County Offices - Boards of Health ~ Communications ~ Traffic Control Guidelines - Central command post ~ Blank Forms for Environmental • Fire Protection Agencies • Other police ~ Radiation Accidents • Ambulance ~ References to Laws and Regulations • Environmental protection ~ List of References • Other ~ Securing the scene - Establish field command post - Cordon off area • Green zone • YeHow zone • Hot zone - Types of vehicles to position in each zone - Implement traffic diversion plans

3-9 Incident Management in the United States: A State-ofthe-Practice Review

such as entering opposing traffic lanes and timely delivery of emergency resources to the running red lights, as they attempt to avoid incident scene. Emergency crossovers permit unnecessary travel delay. Fortunately, the the passage of authorized vehicles across the strategies discussed below can facilitate the median at designated points along the transport of emergency resources to and from roadway. Emergency crossovers typically the incident scene. should only be constructed on roadway segments with ample stopping sight distance Traffic Signal Preemption at locations where median width exceeds 7.5 meters. Automated barrier gates (see Figure Incident response time can be reduced if 3-2) have been constructed in Houston to priority is given to fire and emergency allow for implementation of emergency vehicles at signalized intersections along an crossovers on roadways with restricted width incident response route. Preemption systems medians. The crossover strategy is particularly have been implemented in many communities beneficial on remote facilities where vast throughout the U.S. to give priority to the distances separate roadway access points. movement of emergency vehicles at traffic signals. Components of traffic signal Air-Ambulance Programs preemption systems include: At some traffic accidents, serious motorist • In-vehicle signal emission sources, such injuries may require immediate specialized as a strobe lamp, siren or radio wave of medical care beyond the capabilities of nearby specific frequency. hospitals. Regional trauma centers can • Preemption signal detection hardware provide this specialized care, but can be within the traffic signal controller. located a great distance from the incident scene. Air-ambulance programs (see Figure 3- In most systems, the in-vehicle unit 3) have been initiated in the U.S. to provide automatically enters preemption mode when rapid helicopter transportation between the power is applied to the emergency vehicle incident scene and a local health care system. light bar and terminated when the air brake is While expensive, these programs have proven set or the driver's door opens. Upon detecting beneficial in saving lives and limiting the long an active preemption signal from an in-vehicle term impacts of motorist injuries. unit, the hardware installed in the traffic signal controller instructs the signal to immediately Several air-ambulance programs are in provide a green light. Radio based operation around the U.S. These programs preemption devices are advantageous because range in size and coverage. Many programs they do not require a direct line of site to the offer both air transportation (helicopter and detector. Some commercially marketed fixed-wing) and ground transportation. These preemption systems maintain logs to allow programs are typically located at regional subsequent analysis of emergency response trauma centers. times and provide backup in case of litigation. The FlightWeb home page (http:// Emergency Crossovers www.jlightweb.coml) provides links to many web sites associated with air-ambulance Accessibility can significantly impact the programs. One site (Air Medical Web Pages)

3-10 Chapter 3. Emergency Response

Figure 3-2. Automatic Barrier Gates

Figure 3-3. Air Ambulance Examples

3-11 Incident Management in the United States: A State-of the-Practice Review

provides access to information about many frequencies. CareFlite Communications air-ambulance programs in operation around employs Communications Specialists, each the world. The following is a summary of with prior Emergency Medical Technician information taken from this site about two air­ experience. Each new employee must ambulance programs in operation in the U.S. complete a specialized communications training program. Dallas/Fort Worth, Texas-CareFlite DanvilieIBeliefonte, Pennsylvania-Life CareFlite helicopters serve more than 100 Flight counties within a 240-nautical kilometer radius of the Dallas/Fort Worth metroplex. Life Flight at Penn State Geisinger Medical This program operates four helicopters. Center is a regional helicopter service CareFlite Dallas is sponsored by Helicopter designed to provide critically ill or injured Ambulance Service of North Texas, a patients within the region rapid access to non-profit consortium comprised of Baylor advanced life support care, and additionally, University Medical Center, Methodist rapid transportation to critical care facilities. Hospitals of Dallas, and Presbyterian Hospital The Life Flight program currently operates of Dallas. CareFlite Dallas also has a two helicopters, with one based at the Medical contractual agreement with Children's Medical Center in Danville, and one at the Bellefonte Center of Dallas for helicopter air medical airport. Life Flight 1 (Danville based) is in transport. CareFlite Fort Worth is sponsored operation 24 hours a day, and Life Flight 2 Harris Methodist Hospital. (Bellefonte based) is in operation 12 hours a day from lOam to 10pm. The CareFlite crew includes a pilot and a specially trained medical crew, consisting of Life Flight is one of the few programs in the a registered nurse and a paramedic. The country that can customize its crew to meet CareFlite pilots have thousands of flight hours patient needs. If a patient requires care from a to their credit prior to becoming EMS pilots at physician, a physician will accompany the CareFlite. Flight nurses have a minimum of flight nurse and flight paramedic team. The two years of critical care nursing experience flight nurses are licensed and have prior to their flight training. Flight paramedics pre-hospital registered nurse credentials. The have at least two years of field EMS flight paramedics are trained in many aspects experience. Medical crew instruction includes of neonatal, pediatric, and adult intensive care. training in trauma, cardiac, neonatal, The pilots are commercially licensed and obstetrics, and burn care as well as lab skills instrument qualified. Communication practice sessions. specialists are certified at the EMT or EMT-P level and experienced in communication and The CareFlite Communications Center aviation subjects. coordinates all patient transports for CareFlite-Dallas helicopters, fixed wing and Emergency Telemedicine System ground ambulances. Approximately 2,500 calls per month are handled in the At the incident scene, the primary functions of Communications Center via multiple phone EMS paramedics are to deliver triage, lines and several UHF and VHF radio stabilize injuries, and transport injured

3-12 Chapter 3. Emergency Response

motorists to local hospitals and trauma centers Figure 3-4 illustrates the setup and for medical care. The difference between a configuration of the San Antonio Lifelink saved live and a fatality can be dependent on system. Transmission of medical information how quickly necessary medical care is and video from the scene to the hospital is delivered to the injured. Telemedicine accomplished through the following links: technologies can expedite the delivery of medical care by providing a communications • Ambulance to CCTV Station - data is sent link for the transfer of medical data from the from the ambulance to the nearest incident scene to medical professionals at TransGuide CCTV station through a regional trauma centers and local hospitals. wireless low powered spread-spectrum The TransGuide transportation management ethemet radio. center in San Antonio, Texas is currently • CCTV Station to TransGuide TMC - data developing Lifelink, an application of is then sent over fiber-optic cable from the telemedicine technologies to roadway incident CCTV Station to the TransGuide TMC. management.(39) When completed, the San • TransGuide TMC to the Hospital - Antonio Lifelink system will allow hospital finally, the data is sent from TransGuide physicians to remotely monitor patient vital over a wireless communications link to signs and view full motion live video of the hospital. InJunes.

;-y r.~:M~f..~l!!P'}iE LifeUnk", .

EMS In Reule to Hoapltal wt\lht V1deo Teleconferenelng ~ Doctor anet Sending CritIcal Pailent Deta Figure 3-4. Configuration of the TransGuide Lifelink System(39)

3-13 Chapter 4. Site Management

CHAPTER 4. SITE MANAGEMENT

Figure 4-1. Traffic Control at the Incident Scene

4.1 INTRODUCTION • Establishment of interagency agreements and working relationships within and Once an incident has been detected and between responding agencies. responding agencies have arrived at the scene, • Establishment of dispatch center to field incident management becomes an exercise in unit, dispatch center to dispatch center, interagency coordination and traffic control. and field unit to field unit lines of Site management is the discipline that deals communication. with the coordination of responding agencies, • Designation of the incident command the supervision of personnel working at the structure and definition of the roles and scene, and the application of traffic responsibilities of individual agencies. management strategies to limit the impact of • Implementation of traffic control measures incidents on traffic flow. The importance of to ensure the safety of the motoring public site management to the overall incident and responding personnel as well management process cannot be minimization of the impact of the incident overemphasized. Actions taken during the on traffic flow. site management task can have a significant • Organization of post incident critiques to impact on the duration of an incident and the refine operations and improve working resulting levels of non-recurrent congestion relationships between agencies. and traffic delay. Site management is especially important at Specific tasks undertaken during the site incidents involving response from multiple management process include: agencies. At these incidents, each agency

4-1 Incident Management in the United States: A State-ofthe-Practice Review must not only understand its own that cross jurisdictional or institutional responsibilities, but also must coordinate their boundaries. activities with staff from other agencies. Ideally, site management at multi-agency Integrated Communications incidents should closely follow the criteria set forth by a classic military command and A common barrier to improved interagency control model known as the Incident coordination is field communications between Command System (ICS). (40) The ICS criteria personnel of different responding agencies. In include: U.S. cities, individual emergency management agencies often operate radio systems that • Integrated communications to ensure cannot communicate across institutional effective two-way communications boundaries, creating delays in the incident between the incident commander and the clearance process and possible duplication of responding personnel of all involved work efforts. For example, the fire agencies. department's communication system may • Unified incident command structure to operate on a frequency that is incompatible ensure agency coordination and reduce with the police department's system. In this duplication of work efforts. case, communications between the fire and • Common terminology to prevent police departments at the incident scene could confusion over incident communications. not be accomplished directly and would • Designated incident command post to require the intervention of dispatchers at the centralize incident communications and respective agency command centers. To facilitate consensus building between communicate with the fire department, a involved agencies. respondent from the police department would first relay the message to the police The follow sections discuss a variety of dispatcher. The police dispatcher would then different strategies for enhancing interagency relay the message via telephone to the fire coordination and traffic control at the incident department dispatcher. The fire department scene. A brief description of each of the dispatcher would then, finally, relay the discussed options is also provided in Table 4- message to the target field personnel, finally 1. completing this indirect communications process.

4.2 INTERAGENCY COORDINATION In an optimum setup, emergency management agencies throughout a given region would all Interagency coordination is perhaps the most operate compatible radio systems.(14) This important consideration during the site optimum solution usually is not feasible due management process. Effective coordination to the level of investment already made into can facilitate site management operations by existing communications systems. enhancing on-scene communications and Fortunately, methods have been developed to enabling unified incident command. Direct overcome incompatibility issues with some benefits of improved interagency coordination 800 MHz systems and, if necessary, cellular can include reduced incident duration, telephones can be passed out to field improved public safety, and cooperative respondents to allow direct communications atmosphere for finding solutions to problems between agencies at the incident scene.

4-2 Chapter 4. Site Management

Table 4-1. Summary of Site Management Strategies Strategy Description Integrated Communications Radio systems that allows direct communications between multiple agencies. May not be feasible due to large level of investment into existing systems. Cellular Telephones Handheld wireless communications devices. Provides a low cost alternative for direct communications between agencies at the incident scene. 800 MHz Radio Systems State-of-the-art public safety communication systems. Has not completely resolved multi-agency radio system compatibility issue. Incident Command Post Centralized point for communications as well as command and control of resources at the incident scene. Incident Response Teams Specialized interdisciplinary teams established for response to major roadway incidents. Identification Arm Bands Identification system for designation of agency affiliation. Traffic Control Guidelines Standardized plans for traffic control at the incident scene. Emergency Parking and Flashing Guidelines that reduce the impact of emergency Lights Policies operations on traffic flow by defining proper on-scene parking procedures and specifying the appropriate use of flashing lights. Elimination ofHOV Occupancy Policy that allows diversion of single occupant vehicles Restrictions to HOV facilities during major incidents. Alternative Routes Nearby roadway facilities that handle diverted incident traffic. Preplanned Traffic Control Technique used in San Antonio, Texas to facilitate Strategies implementation of traffic control plans. Changeable Lane Assignment ITS devices applied in Houston, Texas to allow Signs reconfiguration of intersection lane-use controls to match real-time traffic demand levels.

Cellular Telephones the need for the pilot program included routinely overloaded radio frequencies that In 1990, the California Highway Patrol often result in delays in obtaining the required initiated a pilot program to determine the services of allied agencies and the need for effectiveness of transportable cellular phones direct communication between the highway for on-scene incident communications.(41) patrol and the incident responders of other Reasons given by field commands regarding involved agencies. Access to a cellular

4-3 Incident Management in the United States: A State-ofthe-Practice Review

telephone at an emergency scene will also data units including pen-based computers, serve to decrease the number of incidents in digital cameras, and other devices are used to which a supervisor must leave the field or remotely collect field data. Data collected emergency scene in order to locate a through the remote units are digitally telephone. Guidelines documenting the transferred, within a range of 150 to 215 proper use of the cellular phones were meters, to the in-vehicle system over a 2.4 established prior to initiation of the pilot Ghz spread spectrum wireless local area program to limit their use to only emergency network. Cellular communications are also incident or congestion management activities. provided by the ALERT system to allow for the near real-time transfer of accident reports, 800 Megahertz Systems video images, and traffic information between the in-vehicle system and the agency base Some public safety agencies in the U.S. have station. recently upgraded to 800 MHz communications systems. The 800 MHz radio Along with in vehicle unit to base station and system offers increased system capacity remote unit to in-vehicle unit allowing implementation of options like communications, ALERT technology allows automatic vehicle location and mobile data for seamless communications between messaging terminals, but has unfortunately equipped vehicles at the scene over the not completely solved the interagency wireless local area network. Operational tests communication problems. Compatibility with have been proposed to equip a multi-agency these systems is not one of frequency but fleet of emergency vehicles with ALERT rather is one of propriety as manufacturers technology to facilitate interagency have yet to agree upon a common communications. The proposed setup of this communications protocol. Propriety issues, operational test is illustrated in Figure 4-2. fortunately, can be overcome. The October, 1996 edition of the APCO Bulletin describes Incident Command Post methods to allow integrated 800 MHz communications by patching messages across Along with integrated communications, the system protocols.(42) effectiveness of the incident command structure also contributes greatly to the degree ALERT Project of interagency coordination. The incident command post provides a centralized location The Advanced Law Enforcement and for incident command operations and Response Technology (ALERT) project is an communications between all involved ITS research and development effort aimed at agencies.(14) Staffing of the command post devising an open architecture communication should consist of a representative, with and information system for emergency command authority, from each responding response vehicles. Within the vehicle, the agency. This, in turn, will foster a ALERT system consists of a single control cooperative atmosphere where the responding unit that integrates the operation of the agencies can develop consensus on the tasks emergency lights, siren, global positioning necessary to ensure public safety, manage the receiver, speed radar, video cameras, VCR, scene, and quickly clear the incident from the and radio system through a user friendly touch roadway. screen display. Outside the vehicle, handheld

4-4 Chapter 4. Site Management

Base Station

,,,/'" ",/ ,/L-____-,- _____--'

Center Cellular Phone Link DOT Headquarters

First Responding Vehicle

Local Area Network EMSlFire Dispatch

---- Cellular Phone Police

~ Spread Spectrum Radio Dispatch ...... Trunk Radio Figure 4-2. Conceptual Layout of the ALERT Communications System

Incident Response Teams major lane blocking incidentsYS) The team is comprised of representatives from various law Incident response teams have been organized enforcement agencies, the city fire in several U.S. cities to provide additional on­ department, and the Texas DOT. At the scene expertise at large and severe roadway scene, the Houston incident management team incidents. Most major incident response is charged with: teams are composed of individuals from law enforcement, traffic engineering, maintenance, • Establishing an incident command post. fire and other emergency service agencies. • Arriving at decisions for the resolution of These individuals are normally of sufficient problems related to interagency rank to make decisions about committing the coordination and utilization of resources. resources of their agencies without further • Coordinating each agency's role with approval from their supervisors. Because of other agency representatives to ensure the interdisciplinary nature of such teams, the expedient resolution of the incident and incident response team typically assumes avoid duplication of work efforts. command of the incident scene. • Ensuring safety of agency participants and the general public through coordination on Houston incident related activities. • Coordinating media information releases The city of Houston, Texas has established an back to the traffic management center to interdisciplinary incident management team to ensure accuracy and timeliness. provide command and control at the scene of

4-5 Incident Management in the United States: A State-of the-Practice Review

Seattle • 35 mm camera for documenting incident scenes. The city of Seattle, Washington has established a major incident response team to Members of the Seattle incident response team assist with the site management and removal are also provided with a field manual detailing of major lane blocking incidents.(43) The standard incident response guidelines. (44) This Seattle team is led by one full-time incident comprehensive reference publication details response engineer and supported by several suggested lines of communication and on-call DOT maintenance workers. Members incident response procedures for both daytime report to all incidents expected to block one and nighttime applications, documents travel lane for a duration of at least one hour. standard traffic control procedures, lists the Each member of the team is provided with a procurement procedures for heavy-duty 4-wheel drive, extended cab, utility box incident removal equipment, and describes the pickup truck outfitted with the following items stocked in the incident response vehicles equipment: and at nearby equipment storage sites. A contact list of the names, addresses, and phone • Cellular phone. numbers of responding agencies and other • Radios capable of high-band, low-band, people who can assist during an incident is and 800 megahertz transmission for also provided in the incident response field communication with other DOT manual. maintenance personnel, the highway patrol, and various other outside agencies. The Seattle incident response team has proven • Short-range portable radios on the On effective in enhancing interagency Scene Communications and Response cooperation reducing lane closure time at (OSCAR) system for communication with major freeway incidents. The full-time other responding agencies. incident response engineer has initiated formal • Traffic Control Equipment including an post-incident critiques with participation from arrow board, push-bumper, signs, and all involved agencies and convinced the fire chanellization devices. department to revise their parking practices to • A flare dispenser to allow the operator to limit lane closures - thus giving increased set-up flare lines without leaving the priority to the maintenance of traffic flow truck. during incidents. • 4 million candle power light system for night-time illumination of the accident Identification Arm Bands scene. • Diesel fuel pump and 55 gallon storage Identification arm bands provide a method to tank for unloading fuel from leaking quickly identify on-scene personnel by agency containers. affiliation and differentiate respondents from • Brooms and pads to handle a 100 gallon er individuals including members of the spill. public and media personnel.(14) Designation of • 55 gallon drums of sand and floor drying agency affiliation is made possible by material. providing a specific arm band color or pattern • Backpack blower for quick debris for each agency at the scene. Benefits of the removal. arm bands include reduced confusion and improved access control of the incident scene.

4-6 Chapter 4. Site Management

queued in each blocked lane. The number of 4.3 TRAFFIC CONTROL police officers needed to implement such a technique should be equal to two more than Next to caring for the injured and ensuring the number of lanes closed. The standard public safety, maintenance of traffic flow configuration of the manually controlled around the incident scene should be of highest merging technique is illustrated in Figure 4- priority during the site management process. 2.(45) Traffic management is defined as the Ramp Diversion application of traffic control measures near the incident scene to increase capacity and Freeway ramps can be used to temporarily temporarily reduce traffic demand levels. divert traffic off the affected roadway onto a Results of effective traffic control procedures nearby parallel street and back onto the can include reduced non-recurrent congestion affected roadway downstream of the incident levels and reduced probability of secondary scene. Figure 4-3 illustrates the typical accidents. configuration of the ramp diversion technique. (45) Traffic Control Guidelines Use of Shoulders The effective management of traffic flow during a roadway incident requires the The roadway shoulder can be used to provide application of techniques to increase capacity additional capacity around the incident scene. and facilitate the orderly movement of traffic For the technique to be effective, the shoulder around the incident scene. To help ensure the should provide a minimum of3.1 m of paved successful implementation of proper traffic clearance between the incident scene, the control techniques, some U.S. cities have location of emergency vehicles, and traffic in developed standard traffic control plans for any adjacent travel lane. Uniformed police implementation at the incident scene. The officers may be necessary to direct motorists developed documentation usually covers to travel on the shoulder. Figure 4-4 traffic control procedures for various lane illustrates the typical configuration of the blockage configurations and provides shoulder usage traffic control plan.(45) implementation guidelines for common techniques, such as shoulder utilization , Contraflow Diversion contraflow diversion, manually controlled merging and ramp diversion. Some major incidents, such as those involving spilled cargo or hazardous chemical spills, Manually Controlled Merging may entirely close off affected roadways for several hours. If such an incident occurs on a Manually controlled merging is the traffic limited access facility, it may effectively trap management technique applied when upstream motorists on the roadway for the motorists in several lanes of traffic must entire incident duration. Contraflow diversion merge together to gain passage around the can solve this problem by allowing upstream incident scene. The technique is normally traffic to utilize a travel lane from the implemented by uniformed police officers opposing freeway direction. Due to safety who manually direct traffic past the incident issues, contraflow diversion is usually only scene according to the number of vehicles

4-7 Incident Management in the United States: A State-ofthe-Practice Review

lEGEND

l!i CONE/RARE ® OfFICER ® FlAOPERSON - _ VEHICLE ~- .

~: Traffic control plan depicted is for illustration purposes only under emergency conditions.

Figure 4-2. Manual Merging Traffic Control Plan(45)

==;::::::;;-::::::;7'7~ .----,-----..~ ~~,®)=:::::=::::;::_:;:;::::f!1® lEGEND -:=---~.®-~-n-x------t:.t:.T, ~-- --- t:. CONE/RARE - ~r---';:'''---- ® OfFICER ® FLAGPERSON _ VEHICLE

-~- - ..... SooIo

~: Traffic control plan depicted is for illustration purposes only under emergency conditions. Figure 4-3. Ramp Diversion Traffic Control Plan(45)

l!i CONEIRARE ® OfFICER ---. ® FlAOPERSON -- _ VEHICLE

..... &clio /?/ ~ ~: Traffic control plan depicted is for illustration purposes only under emergency conditions. Figure 4-4. Shoulder Usage Traffic Control Plan(45)

4-8 Chapter 4. Site Management

LEGEND

A CCf4E1R.ARE ® OFFICER ® R.A

~: Traffic control plan depicted is for illustration purposes only under emergency conditions. Figure 4-5. Contraflow Diversion Traffic Control Plan(45) warranted for the most severe and special Staging of Response Vehicles and the Use of cases. Flashing Lights

Figure 4-5 illustrates the typical setup for Actions taken by emergency response contraflow diversion at a freeway incident personnel can have a significant impact on scene. (44) As shown in the figure, contraflow traffic flow. Policies related to emergency diversion requires that motorists travel across vehicle parking and the use of flashing lights the median to gain access to the lanes in the can demonstrate an agency's commitment to opposing direction. Emergency crossovers the maintenance of traffic flow. and automated median barrier gates can Implementation of such policies can result in facilitate this crossover movement. These emergency vehicle parking procedures that devices are described in detail in Chapter 3. limit lane blockages and increase utilization of the shoulder area. Flashing lights policies Elimination of HOV Lane Restrictions stress that unnecessary usage can only attract motorist attention thereby reducing traffic In addition to encouraging carpools and other flow. The following list defines the alternative modes of transportation, high appropriate use of flashing lights at the occupancy vehicle (HOV) lanes can provide incident scene:(lO) additional capacity around major freeway incidents if vehicle occupancy restrictions are • Keep Flashing Lights On - Incident lifted. The Metropolitan Transit Authority of vehicles are on freeway lanes or incident Harris County, Texas allows single occupant vehicles are on the shoulder and adjacent vehicles on Houston's HOV lanes during traffic is passing at high speed. major freeway incidents that require extensive • Turn Flashing Lights Off - During rerouting of mainlane traffic or complete daylight hours, when the incident vehicles freeway closure. (38) The decision to lift the are sufficiently off the freeway lanes and occupancy restrictions is left at the discretion on the shoulder, and when traffic is of officials from the city's transportation already congested and is passing slowly management center (TMC). Local law by the scene. enforcement agencies are responsible for implementation of this traffic control strategy.

4-9 Incident Management in the United States: A State-of the-Practice Review

Alternate Routes remain on the established detour route. • Place confirmation signs along lengthy Along with increasing roadway capacity, detour segments. effective traffic management also requires • Place a sign to confirm the end of the implementation of strategies that temporarily detour at the point where the alternative limit traffic demand levels upstream of the route reenters the effected roadway. incident scene. Alternative routes provide a mechanism to divert traffic demand from The temporary detour signs should be erected affected roadways to other nearby facilities.{(2) in reverse order starting from the ending point The decision to implement alternative routes and proceeding to the point of diversion. All involves determination of not only where and signs should normally be erected on the right how much traffic should be diverted, but also side of the roadway and be placed a minimum of when diversion would produce positive of 0.6 m from the edge of the pavement. benefits. Advance planning of alternative Where left turns are required and at wide routes is advantageous as it can help reduce intersections, the signs should also be placed implementation time as well as eliminate the on the left side if sufficient width is available use of unacceptable facilities for diversion. in the median. When erecting the detour signs, no regulatory, warning, or other guide signs A typical alternative route map is shown in should be obstructed from the view of the Figure 4-6. Such maps can be included in a motorist. In heavily congested areas, flags field incident response manual to allow easy should be placed on the detour signs to attract distribution to field personnel. motorist attention.

Setup Guidelines Preplanned Traffic Control Scenarios

After establishing the need to detour traffic The TransGuide traffic management center in around a serious incident, potential alternate San Antonio, Texas has developed a decision routes should be driven along their entire support system to assist their operating staff length prior to implementation to ensure they with incident traffic control issues. Following are free of construction and other unexpected incident verification, the TransGuide system bottlenecks. During this task, particular suggests a response scenario tailored to the attention should be given to maneuvering specific characteristics of the incident. The problems or any load restrictions that may suggested responses are derived from a hinder the movement of large trucks. Once the database of 34,000 pre-planned incident route has been approved for diverted traffic by management solutions covering each roadway the incident commander, temporary detour segment along the current 20 km TransGuide signs should be erected in the following system. Items covered in the predefined manner: response plans include traffic control strategies, suggested signal timings for the • Place a sign at the point of departure from incident diversion routes, and recommended the freeway to establish motorist control schemes for TransGuide's variable confidence that the detour is signed. message signs and lane control signals. • Place signs at all points where a change of travel direction or tum is necessary to

4-10 STAGES OF IMPLEMENTATION PERSONS TO NOTIFY lEGeND LIMITS OF CLOSURE NO 0' lANU (LOSIO 'ow!E'" t.1.CO .... k.vt 011-11"'0'\1" "twO 20TI1 nIlM.UD , Sf OFt"~AA.I'IP DVItA1U)N • IX' IX' IX' . CAlr'OItN'" HIGHWA' ,.... ,.01 21] 620-]"'" , HOut: - I PI Dt"f. 01 ,.."., MMNI (O","M _!~.l._ .~~~}.1!.9_ ALTERNATE ROUTES , HOv" SANtA MONICA .OV<.I 00'1 _'1:), .l!L:.!!lL I II IY. "C... \llIO IN,.t~EC"O'" O!lQO , ., HOutI~ 111.1Il " no_ SIGN ,!«tUUC.OOH IU ...... 'IO I 1)y .... U()loj , r, IX IX' IX , ... "" II III 1'1' ~~IS ," III N '''.MOI.,III In III IV SA,Nl. M()Io4tC..4 .ou('t Otl"T

U'IMAUD , , 1")( ")( 1")( tlu ....'IOIoI • ' ...... II lit IV , ..",'" II III IV '·.tfOC.IlS II lit IV ALTERNATE ROUTES I rlH6 CHICII' .A"'.N.. " IOU I" SPECIAL NOTES: I, ''In.NAtl IOU" ,".un: "O'oII$OlltlUo SANTA MONICA FREEWAV III 01'101 ( ,-eN M,.tQ'IIIIINf (vo\~rAn PI\lII,.ON) TU, NO AOUTE 10 IV .,IoIJflLO' AUU_U lOUtr (_NrMofOU OI'llfUIOItt) o 0 ~UIIAN SKC)vIOU Of( fOI fllt"'HC 0 O\Jf~IO' EASTBOUND 'I c~on nl'WAY COf\IN.CTO_1 o (MAJOlI ~"'ON o.r (tOSUI, A.nA, "1\0 OAII IItIVIUD __ VI ..... IC ... Ot ON-IUo"'tI' C COHHICfQR ClQSuUS eMfC" A' INCllitHt ... ,,,) 1'/7> __ NOll' .~AN NU"'ftAt, .... $14011 OJ IM'~U,"tNl'''''IQN u' to AHa INClUD~NC 1M. nAct P4'OWN. LA-IO-E2A

Figure 4-6. Example of an Alternative Route Map(45) Incident Management in the United States: A State-ofthe-Practice Review

Changeable Lane Assignment Signs

A major concern when diverting traffic around major freeway incidents is roadway capacity and bottlenecks along alternative routes. During incidents, alternative routes not only experience increased traffic demand levels, but also may experience wide changes in typical operational patterns. An intersection configured to handle a typical heavy demand for left turns may temporarily experience a huge jump in through movement demand because of diverted traffic. Standard lane use control signs can not adjust to accommodate such temporary fluctuations in turning movement demand levels.

Research by the Texas Transportation Institute has developed a dynamic lane use control sign to address this problem. This Changeable Lane Assignment Sign (CLAS) is capable of adjusting the displayed lane use controls to the Figure 4-7. Changeable Lane fluctuating turning movement demand levels Assignment Sign that may occur at intersections along designated incident diversion routes.(46) In the Spring of 1996, the Texas Department of Transportation equipped 10 intersections along the US 290 Westbound frontage road in Houston with the CLAS system. Typical traffic patterns at many of the intersections along this primary incident diversion route necessitates left or right turns from two of the three approaching lanes but diverted incident traffic often warrants additional through movement capacity. The goal of this CLAS system is to improve operations during times of traffic diversion by allowing the through movement from all the approaching lanes. The system allows remote altering of displayed lane-use controls from the city's traffic control center through a fiber-optic communications link with each sign controller. A photograph of the Houston CLAS system is provided in Figure 4-7.

4-12 Chapter 5. Incident Clearance

CHAPTER 5. INCIDENT CLEARANCE

Figure 5-1. Incident Clearance Operations

5.1 INTRODUCTION • Incident Removal - the removal of wreckage, debris, and spilled materials Before traffic can return to normal operating from the roadway. conditions, emergency management agencies must remove vehicles and debris from the The timeliness and efficiency of the incident incident scene and restore full capacity to the removal task is directly related to the affected roadways. Incident clearance is the accessibility and availability of personnel and process by which the vehicles and debris equipment resources. Emergency response causing the disruption to normal traffic preplanning and historical analysis of incident conditions are safely and efficiently removed characteristics can help identify the types of from the roadway.(14) Efficient and timely resources necessary to quickly remove operations during the incident clearance task common types of roadway incidents. can significantly reduce incident duration, Standard procurement procedures can improve thereby limiting the resulting levels of non­ accessibility to specialized personnel and recurrent congestion and minimizing the equipment resources. The procurement probability of secondary accidents. procedures should be distributed to field personnel, perhaps through a field response Elements of the incident clearance process handbook. include: The following sections describe a variety of • Accident Investigation - the completion different equipment resources and policies of standard police reports and, if available to support the incident clearance necessary, the collection of field data to task. A brief description of the discussed document the incident scene. strategies is provided in Table 5-1.

5-1 Incident Management in the United States: A State-ofthe-Practice Review

Table 5-1. Summary of Site Management Strategies Strategy Description Accident Reports Necessary law enforcement function at most incidents. Used to document the causes of the traffic accident and assign liability for injuries and property damage. Coordinate Surveying Traditional method of collecting detailed geographic data at the Method scene for major incidents such as those involving fatalities. Total Station Surveying Advanced method of collecting detailed geographic data. Instruments Compared to the coordinate method, can reduce on-scene investigation and data reduction time. Accident Investigation Designated off roadway locations where involved motorists and Sites law enforcement officers can relocate damaged but driveable vehicles and complete accident reports and other paperwork. Public-Private Wrecker Formal or informal agreements between private wrecker Contracts companies and public emergency management agencies for towing and debris removal services at the incident scene. Roadway Service Discussed in detail in Chapter 2. Roving patrol units that can Patrols repair disabled vehicles or, if necessary, relocate them to the shoulder or an off-roadway location. Inflatable Air Bag Heavy inflatable cylinders capable of up righting overturned trucks. Systems Equipment Storage Designated storage areas near high-incident or remote roadway Sites segment for stockpiling incident removal equipment and supplies. Incident Removal Polices and legislation that promotes the fast removal of cargo Ordinances andlor disabled, abandoned, or damaged vehicles from the incident scene.

5.2 ACCIDENT INVESTIGATION of problem areas and the development of roadway safety improvement The accident investigation is a necessary countermeasures. element of the incident management process at most non-recurrent roadway incidents. Unfortunately, accident investigations often These investigations are required to document lengthen the duration of incident related lane the causes of traffic accidents, assign liability closures. To minimize traffic delays, the for any incurred damages, and satisfy the motorists and law enforcement officers requirements of automobile insurance involved in the accident investigation must be companies. Information collected during sensitive to the possible impacts of the accident investigations is also of value to accident investigation on traffic flow. traffic engineers. Such information provides Consideration should be given to conducting support for studies related to the identification the investigation at an off-roadway location,

5-2 Chapter 5. Incident Clearance such as an accident investigation site, or along Elements (CADRE) and have been the roadway shoulder. When necessary, summarized in Appendix A. Example consideration should also be given to the use accident report forms from selected states are of advanced technologies, such as total station included in Appendix B. surveying instruments, to expedite the collection of detailed field data. The Comprehensive Investigations!Accident remainder of this section documents the state­ Reconstruction of-the-practice of accident investigation techniques. Following serious traffic accidents, such as those involving fatalities, roadway defects, or Police Accident Reports suspected criminal activities, additional data are often collected to provide evidence for After an accident has occurred, the possible court litigation. The data may be investigating police officer arriving at the collected immediately after the incident or at scene is required to complete an accident a later date when the n~ed for the data is report. The purpose of this procedure is to identified. Comprehensive investigations and collect information regarding the nature and accident reconstruction are the terms used to cause of the accident. Each state within the describe these efforts. The following sections U. S. has their own unique accident report discuss procedures involved in conducting a form that they are required to use. Even detailed accident investigation. though accident report forms used by states are not identical, similar information is Data Collection collected. Typical information recorded on an accident report form includes the following:(47) In order to collect perishable data before it is lost or changed, it is important to visit an • General information on person(s) accident site soon after an accident has involved. occurred. Examples of data that are • Location of accident. perishable include tire marks and debris. • Manner of collision. Additional data to be collected include • Cause(s) of accident. roadway geometrics, surface condition, and • Site characteristics. location of regulatory or warning signs.(48) • Damage to vehicle(s). • Type of occupant restraint/protection The amount of time and equipment required to systems used. perform an accident investigation depends on • Condition of person(s) after accident. the complexity of the accident. Typically, a data collection effort will require two to three Every two to three years, the National person-hours for the site investigation and one Highway Traffic Safety Administration hour for each vehicle examined. It is (NHTSA) publishes a compilation of accident recommended that two people be used to report forms used by various states within the collect site data. The equipment required to U.S.(47) This document also includes a list of collect the basic data is listed below:(48) common elements that should be included in all accident report forms. The elements are called Critical Automated Data Reporting

5-3 Incident Management in the United States: A State-of-the-Practice Review

Minimum base line and positioning all measured points • Clipboard. relative to the base line. • Report forms. • Tape measures. Field data collection under the coordinate • Measuring wheel. method requires various measurement devices • Carpenter's level. and a minimum of two specially trained • Marking utensils and spray paint. technicians. One technician holds the base • High-quality 35 mm camera. line while the other takes measurements and • String line. documents the information in the field • Tire tread depth gauge. notebook. Support from traffic control • Flashlight. personnel is often required, especially when • Appropriate safety equipment (vests, measurements are made across traffic lanes. flags, signs, etc.). The data collection process is time consuming and often significantly lengthens incident Optional (in order of importance) duration and lane closure time. • Magnifying glass. • Close-up lens adapters. Total Station Surveying • Tire pressure gauge. • Tape recorder (preferably micro-cassette). The total station, an instrument most • Camera tripod and cable release. commonly used in land surveying applications has recently garnered attention as a method to Coordinate Method reduce the time needed for comprehensive on­ scene accident investigations. The total Traditionally, accident investigators have station (see Figure 5-2) is basically computer collected detailed geographic data at the enhanced combination of two common incident scene using a procedure known as the surveying instruments: 1) a distance meter; coordinate method.(49) In this procedure, the and 2) a theodolite. Distance is calculated by investigator first establishes a base line averaging the round trip travel time of in.-ITared through the incident scene. This base line light between the total station instrument and serves as the reference for all measurements a prism held over the measured object. The taken at the scene. In the field, the theodolite, in tum, measures both the investigator gathers posItIOn data by horizontal and vertical angle between the documenting the following information in a instrument and the measured object. field notebook: When using a total station, the investigator • A detailed description of each collected places the unit at a site from which he or she data point. can view all the objects to be measured. • The perpendicular distance between the Because the prism is tall, the total station can measured objects and the reference line. measure over the tops of objects, including moving traffic. Most of the time, one Back at the office, the investigator placement is all that is necessary. One painstakingly develops a scaled representation technician holds the rod with the prism on the of the incident scene by recreating the field point or object to be measured. Another technician sights the prism from the total

5-4 Chapter 5. Incident Clearance

percent of the time. Similarly, the Kentucky study found that the use of electronic total stations for accident investigations allowed for the collection of twice as many data points while reducing the on-scene data collection time by 33 percent and the staff-hours by one­ half. Both studies found that in terms of decreased fuel consumption and motorist delay, the initial investment into total station equipment (about $15,000 per unit) could be recovered in as little as one peak period incident on a high volume freeway or in about 10 investigations for the lowest volume conditions. A comparison of the Washington and Kentucky studies is shown in Table 5-2.

Report Forms

Figure 5-2. Total Station Special accident investigation forms can be Surveying Instrument used to record data in detailed accident investigation. These forms provide a list of items that should be documented as well as a station. This simple procedure causes the place to record photographs that are taken. station to simultaneously measure distance, Although these forms provide space for the horizontal angle, and vertical angle. A small documentation of a wide range of data, they window shows the measurement information are not all inclusive. Additional data specific while it is being collected and calculated. An to a certain site may need to be documented. internal computer, a standard component on In addition, information documented should most total station instruments stores the data be limited to only the facts. Personal thoughts as it is electronically collected, eliminating the or ideas should not be recorded.(48) An need for the traditional field book and example of a typical data collection form is reducing the drafting time in the office. provided in Appendix C. Chapter 8 includes Because the equipment can measure over the information on two documents that discuss tops of cars, investigators rarely have to close accident investigationlreconstruction the roadway completely, if at all. techniques (Traffic Accident Investigation Manual and Traffic Accident Reconstruction). Research efforts in Washington(49) and Kentucky(50) have evaluated the effectiveness Photographs of the accident site should also of the total station in the on-scene accident be taken to supplement the written investigation environment. The Washington documentation. Following is a list of items study found that when accident investigators that should be photographed:(48) used total station equipment, they could make over 70 percent more measurements while completing the accident investigation in 46

5-5 Incident Management in the United States: A State-of the-Practice Review

Table 5-2. Comparison of Accident Investigation Techniques(5) Washington Kentucky Kentucky State Police Lexington-Fayette Police Measurements per Hour 1. Coordinate Method 28.8 10.0 15.5 2. Total Station Method 49.8 44.2 46.1 3. Percent Increase 73% 342% 197% Average Investigation Time 1. Coordinate Method 130 216 186 2. Total Station Method 60 114 126 3. Percent Decrease 54% 50% 32%

• Each driver's view as they approached the Photographs should also be taken of the point of impact. It may be appropriate to vehicles being inspected. As a minimum, the cover a distance of several meters with following photographs should be taken:(48) photographs taken at regular intervals, such as every 15 to 30 meters. • Overall views of the front, back, both

II All fixed objects and traffic control sides, and all four comers of the vehicle. devices relevant to the accident. In some cases it may be just as important Photographs of traffic control devices to show what was not damaged as it is to should be from a location close enough to show what was damaged. show details and condition. • Mid-range or close-up views of damaged • All tire marks, furrows, scratches and areas. gouges. Photographs should be taken • Mid-range or close-up views of tires, from a location close enough to show any particularly if the tires are badly worn or unusual characteristics. Each photograph damaged. should include an object to give the gouge or tire mark a sense of scale. A pencil, a Accident Investigation Sites coin, or a portion of a measuring tape or scale are all appropriate. Accident investigation sites are special designated and signed areas off the roadway If possible, all vehicles involved in the where drivers of damaged vehicles can accident should also be inspected and exchange insurance information, and where photographed. The Northwestern University police and motorists can complete necessary Traffic Institute has developed forms to be accident report forms.(51) As shown in Figure used during vehicle inspection (see Chapter 8 5-3, the accident investigation site normally for information on how to obtain these consists of a paved parking area with enough reports).(48) An example form developed by space to accommodate a minimum of five the Pennsylvania Department of vehicles. The investigation sites are typically Transportation is shown in Appendix C. constructed at locations that place the Again, this form is not intended to be all involved vehicles, the investigating police, inclusive.

5-6 Chapter 5. Incident Clearance

FRONTAGE ROAD ..

FRONTAGE ROAD

AIS under overpass

FRONTAGE ROAD _ ..---

OVERPASS SUPPORTS GULF _ ..--

o e· Vehicle Involved In accident FREEWAY - __- I nve.llgatlon

o

Not to leal. FRONTAGE ROAD •

AIS schematic

FRONTAGE ROAD

I­ W W GULF 0: tn FREEWAY ~ en en E o a:: AIS o

FRONTAGE ROAD ...

AIS combined with U-turn roadway

Figure 5-3. Examples of Accident Investigation Site Locations(51)

5-7 Incident Management in the United States: A State-of-the-Practice Review and tow truck operators out of view from TowingIWrecker Services other drivers on the roadway. This reduces "rubbernecking" which is a major cause of Most incidents require the deployment of tow congestion at the incident scene. Experiences trucks to remove disabled vehicles and debris with accident investigation sites in Houston, from the roadway. Many U.S. cities have Texas have found the benefits to outweigh entered into arrangements with private towing costs at a ratio of 28 to 1.(52) The types of companies to ensure the immediate benefits associated with accident investigation availability oftow trucks. The most common sites include reduced motorist delays, reduced types of these pUblic-private towing secondary accidents, and improved safety for agreements include:(12) involved motorists and responding personnel (i.e. the sites allow the accident investigation • Rotational lists: Pre-qualified service to take place away from moving traffic.). providers are selected based on their Maximum benefits were found at accident position on an ordered list. Once selected, investigation sites that possessed the the service provider is placed at the following characteristics: bottom of the list and must rotate back to the top before again receiving selection • Easy access to and from the roadway. consideration. • Concealment from other roadway • Zone based licensing - Individual service motorists. providers purchase a license to respond to • Well marked and delineated parking area. all roadway incidents within a specified • Location near a high accident roadway zone. segment. • Contract services - Individual service • Provision of at least 300 m of parking providers secure exclusive towing rights space. on specified roadway segments through • Sufficient overhead lighting and other competitively bid contracts. provisions to ensure personal safety. • Telephone accessibility. Table 5-3 summarizes the advantages and disadvantages of each type of public-private towing agreement. 5.3 INCIDENT REMOVAL Public-private wrecker service agreements Before traffic can return to normal, emergency should clearly specify qualification criteria, management personnel must remove ground rules for periodic evaluation, and wreckage, debris, and spilled materials to penalties for non-compliance. Qualification restore affected roadways to their pre-incident criteria for roadway incident removal jobs condition. This section describes strategies typically include: implemented in U.S. cities to expedite incident removal operations. • Minimums on equipment, storage space, insurance, and licensing. • Specifications calling for the availability of heavy duty towing and recovery equipment.

5-8 Table 5-3. Comparison of Public-Private Towing Agreements Agreement Type Advantages Disadvantages

No Agreement Allows the towing industry to operate in a free market Fierce competition may cause response from many more environment. Success in the industry is based on quality units than necessary. Tow operators may drive unsafely in and promptness of service as well as price. an attempt to quickly reach the scene.

Rotational List Limits response to only the amount of tow trucks Industry is no longer based on free market competition but necessary. Promotes safety as tow operators are not rather on equal sharing of jobs between tow operators. required to drive unsafely to be the first at the scene and Emergency response personnel are required to maintain the typically must meet minimum training and equipment fairness of the list and may have to contact several tow requirements to be placed on the rotational list. operators before finding available tow units. This can create delays in the incident clearance process.

Zone-Based Licensing Limits response to only those units licensed to operate on Because of high demand and limited availability, the cost the affected roadway segment. Promotes safety as tow of the license may prohibit individuals from entering the operators typically must meet minimum training and towing industry. Tow operators may be required to drive equipment requirements to be qualify for a license. unsafely to be the first at the scene.

Contracted Services Limits response to the operator with exclusive rights to May lengthen the incident removal process as the the affected roadway segment. Promotes safety as tow contracted operator will not respond until dispatched to the operators are not required to drive unsafely to be the first scene. at the scene and typically must meet the minimum training and equipment requirements specified in the contractual agreement. Incident Management in the United States: A State-of the-Practice Review

• Twenty-four hour availability of wrecker An available technology to upright an serVIce. overturned truck is the inflatable air bag • Specified mInImum response times system.(l3) This system consists of several (commonly 30 minutes). heavy rubber inflatable cylinders of various heights. The cylinders are placed under the Roadway Service Patrol overturned vehicle at strategic locations and then inflated. Wreckers are required to support Along with providing incident detection, the overturned vehicle while the air bags response, and site management functionality, inflate. Extreme care must be exercised to the roadway service patrol is also a valuable ensure that the overturned vehicle does not resource during the incident clearance puncture the air bags. Figure 5-4 illustrates processY4) Typically, service patrol units the use of the air bag system. clear incidents by repairing disabled vehicles or, if necessary, pushing disabled vehicles to The air bag system is ideal for righting the shoulder or to off-roadway locations. A vehicles with fragile loads or tankers where detailed description of roadway service patrols other means of righting the vehicle may is provided in Chapter 2. rupture or damage the cargo. The system is also ideal for operations in constrained areas, Inflatable Air Bag Systems such as tunnels, bridges, and overpasses, where large heavy-duty tow trucks may have Certain major incidents, especially those difficulty maneuvering. Most large-scale involving trucks, require the use of specialized towing and recovery specialists in U.S. cities incident removal equipment to clear the scene. offer air bag vehicle uprighting services.

Figure 5-4. Use of the Air Bag System to Upright a Truck(13)

5-10 Chapter 5. Incident Clearance

Public agencies normally enter into contract illustrates the equipment and supplies that with these towing specialists to ensure that air have been stocked at the Seattle equipment bag equipment is available for immediate use storage site. at non-recurrent roadway incidents. Incident Removal Ordinance Equipment Storage Sites Incident removal ordinances have been A key issue in the clearance and traffic implemented in several states to promote the management phases of incident management fast removal of disabled, abandoned, or is the ability to quickly secure the correct damaged vehicles from the roadway.(12) The equipment and supplies needed to control language of such laws typically state that traffic and return the roadway to its pre­ motorists shall immediately remove any incident condition. Substantial delays in the vehicle, at a property damage only accident, incident removal process will occur if incident that can be safely driven from the roadway to conditions require responding agencies to an adjacent area away from the corridor. This return to headquarters or contact DOT allows for the completion of accident report personnel to secure necessary incident forms and exchange of insurance information removal equipment. The equipment storage out of the way of traffic, thereby reducing site is an incident management tool that non-recurrent congestion levels and the provides emergency response personnel with probability of secondary accidents. The improved access to equipment and supplies.(II) incident removal ordinance can also define the Stockpiled materials could include brooms to maximum time limit for leaving unattended sweep up small amounts of glass and debris, vehicles in the right-of-way and can provide absorbent pads to clean up small quantities of law enforcement personnel with the authority spilled oil and gasoline, and barriers, cones, to immediately remove wreckage, debris, and and signs for simple traffic control. This spilled cargo from the incident scene. incident clearance strategy could prove particularly beneficial on high incident and/or Enforcement of incident removal laws is most remote roadway sections far removed from the beneficial on heavily traveled urban freeways headquarters of the local emergency where minor traffic accidents can cause major management agency. disruptions to traffic. Such ordinance recognize that vehicles left standing or parked Recognizing that the lack of supplies creates on the traveled portions of roadways additional and often unnecessary incident constitute a grave and undue hazard to the related delay for the motorist, the Washington traveling public and impede the flow of State DOT recently established equipment traffic. To ensure effectiveness, incident storage sites along high-incident roadway removal laws must be followed up with sections in the Seattle area. (II) An evaluation extensive publicity campaigns to inform of the Seattle equipment storage site program motorists of what to do in case of an incident. found that the success of this incident The State of Texas, for instance promotes its clearance strategy was related to visibility and incident removal ordinance through a accessibility. Maximum usage rates were publicity campaign known as "If You Can found at storage sites placed adjacent to on­ Steer It .... Clear It". ramps and near major interchanges. Table 5-4

5-11 Incident Management in the United States: A State-ofthe-Practice Review

Table 5-4. Equipment and Supplies Stocked at the WSDOT Storage Site (11) Quantity Equipment 2 Flat Tip Shovels 2 Brooms 10 Flares (36/case) 50 Sandbags 2 Accident Ahead Sign 2 Lane Close Sign 2 Merge Right Sign 2 Merge Left Sign 2 Plastic Bags (20-30 gals) 2 Plastic Bags (50-55 gals) 25 Maxicones 24 4' Maxirail 25 2' Maxirail 300 Absorption Pads 16 10' Absorption Booms

The following exhibit documents the incident freeway traffic. Any person failing to stop removal ordinance contained in the Texas or comply with said requirements under Motor Vehicle Laws: such circumstances shall be guilty of a misdemeanor. When an accident occurs on a mainlane, ramp, shoulder, median, or adjacent area The city of Houston, Texas expanded the of a freeway in a metropolitan area and above incident removal ordinance to authorize each vehicle involved can be normally and police officers to remove disabled vehicles by safely driven, each driver shall move his adding the following clause. vehicle as soon as possible offthe freeway main lanes, ramps, shoulders, medians, Any commissioned police officer of the and adjacent areas to designated accident City is hereby authorized to remove, or investigation sites, ifavailable, a location cause to be removed any vehicle .. .parked on the frontage road, the nearest suitable or standing in or on any portion of a cross street, or other suitable location to main-traveled lane or ramp of any complete the requirements of Section 40, freeway within the city limits. so as to minimize interference with

5-12 Chapter 6. Motorist lriformation

CHAPTER 6. MOTORIST INFORMATION

Figure 6-1. Motorist Information Systems for Incident Management(13)

6.1 INTRODUCTION shifts in normal commuting patterns if informed about the location and severity The impact of non-recurrent congestion on of non-recurrent traffic congestion. regional mobility is a function of incident • Reduced driver frustration - Motorists duration and traffic demand levels upstream of will have a greater tolerance for delay if the incident scene. Previous chapters have informed about location and nature of discussed many techniques to limit incident problem areas. duration, but have provided little information • Improved public safety - Motorists will on strategies to reduce traffic demand. This reduce their speed near the incident scene chapter discusses motorist information if informed about the location of non­ systems, a collection of technologies that recurrent incidents. allow emergency management agencies to provide motorists with advance information The keys to successful dissemination of on traffic conditions and recommended motorist information at non-recurrent events strategies to avoid unnecessary delay. Benefits include: of motorist information systems include:

• Control oftraffic demand - Motorists will contemplate temporal, model, or route

6-1 Incident Management in the United States: A State-of the-Practice Review

• Conveying information at a time and • Kiosks. location where motorists can initiate temporal, model, and route shifts in travel Computers (Internet) patterns. • Achieving wide area coverage to reach as Many U.S. cities have initiated programs to much of the driving population as deliver traveler information through home and possible. office personal computers equipped with • Ensuring usefulness, accuracy, and modems or other access to the Internet. Table credibility of the conveyed information. 6-2 identifies the U.S. cities that disseminate real-time traveler information through the Motorist information disseminated prior to Internet. The types of real-time information trip departure can assist motorists with pre-trip provided through these Internet traveler planning, while motorist information services include incident and construction disseminated en route can provide motorists reports, graphical snapshots of speed and with real-time guidance during their travels. volume conditions, textual reports of roadway The following sections discuss technologies conditions, and live images from closed that have been implemented in the U.S. to circuit television cameras. provide motorists with both pre-trip and en route traveler information. A brief description A recent report discussed the development and of the identified techniques is provided in functionality of Houston's real-time Internet Table 6-1. traffic reporting system. (25) This system provides motorists with access to a graphical congestion map that illustrates real-time 6.2 PRE-TRIP INFORMATION segment travel speeds collected through the city's automatic vehicle identification system. Motorist information systems are typically In February, 1996, Houston's real-time traffic categorized according to the type of traveler information system handled more than information they provide. Pre-trip 130,000 access from nearly 10,000 different technologies refer to those systems that users. An analysis of the temporal deliver traveler information at off-roadway distribution of user accesses during the month locations such as at private residences, revealed that the site is used most frequently offices, shopping malls, and recreational in the evening peak period. Feedback on the facilities. Popular methods used to deliver pre­ system, based on e-mail sent from the users to trip traveler information include: the web master, have been predominately favorable with many users reporting that the • Computers (Internet). system helps them determine when to delay • Television. their departure times and use alternative • Interactive Telephone Hotlines. routes. • Personal Data Assistants. • Pagers, E-mail, and Fax Machines

6-2 Chapter 6. Motorist Information

Table 6-1. Summary of Information Dissemination Options Strategy Description Computers Provides pre-trip traveler information to motorists in their homes and offices through computers with Internet access. Television Reports Delivers pre-trip traveler information to the viewing population of commercial or public access television stations. Interactive Telephone Hotlines Allows motorists to obtain route specific traveler information either pre-trip through land-line telephone calls or en-route through cellular telephone calls. Personal Data Assistants Subject of a pilot project in Houston. Delivers real- time traffic information to motorists in their homes, offices, or vehicles through small pocket-sized portable computers Kiosks Delivers pre-trip traveler information to motorists through video consoles located in shopping malls, stadiums, office buildings, and other high profile locations. Pager, E-mail, and Fax Machine Subject of a pilot project in New York City. Messaging Services Automatically notifies motorists to non-recurrent problems on specified routes through pager, e-mail, and fax machine methods. Changeable Message Signs Dynamic roadside signs that use words, numbers, and symbols to convey traffic reports to passing motorists. Highway Advisory Radio Roadside radio stations that deliver en-route traveler information to motorists through designated radio frequencies. Lane Control Signals A variation of the changeable message sign that uses standardized symbols to direct motorists away from blocked travel lanes Commercial Radio Method used in most large cities. Delivers traveler information to the listening population of commercial radio stations. Dynamic Route Guidance In-vehicle consoles that direct motorists in real-time around non-recurrent incidents.

6-3 Incident Management in the United States: A State-of the-Practice Review

Table 6-2. Internet Real-Time Traffic Information Sites Real-Time Motorist Information

t.I = ~ ~ .9...... = ....= ....'" f!J o ~ '"~ ~t.I '"0 ~ J,., E-< J,., .c = ellc...... "0 0 .... 0 _c. .- .... ~ 0 .- c. ~ ~- ~ t.I ~ c. City Internet Address = J,.,.c ~ ~ ~ 0 8~ E-<~ .s~ E-<~ E-<::C

Atlanta, GA ~ttp://www.georgia-traveler.com ./ ./ ./ Boston, MA I1ttp://www.smartraveler.comibos/ ./ ./ ./ Chicago,IL http://www.ai.eecs.uic.edu/GCM/ ./ ./ Cincinnati, OH http://www.smartraveler.com/cin/ ./ ./ ./ College Station, TX http://herman.tamu.edu ./ Detroit, MI !http://campus.merit.net/mdot/ ./ ./ Honolulu, HI http://www.eng.hawaii.edul-csp/Trafficam/ ./ Houston, TX http://traffic.tamu.edu ./ ./ ./ Kansas City, MO http://www.kctv.com/citycam/ ./ Long Island, NY !http://metrocommute.com ./ ./ Los Angeles, CA !http://www.scubed.com/caltrans/lal ./ ./ Marin County, CA http://sbt.sbt.com/sbtlobby.html ./ Montgomery County, MD http://webserv.dot.co.montgomery.md.us ./ ./ Minneapolis, MN http://www.traffic.connects.com/ ./ Minneapolis, MN http://trafficview.twincities.sidewalk3.com ./ ./ ./ Orange County, CA !http://www.maxwell.com/yahootraffic ./ Philadelphia, P A !http://www.smartraveler.com/phl/ ./ ./ ./ Philadelphia, PA http://www.trafficam.com ./ Phoenix, AZ http://www.azfms.com ./ ./ San Antonio, TX http://www. transgui de. dot. state. tx. us ./ San Diego, CA http://www.scubed.com/caltrans/sd/ ./ San Francisco, CA http://www.kpix.com/traffic/ ./ ./ ./ Seattle, WA http://l98.238.212.!O/regions/northwest/N ./ ./ ./ WFLOW/ Washington, DC Ihttp;//www.smartraveler.com/wdc/ ./ ./ ./

Television permits, causing considerable delays in the dissemination of information to motorists. As a service to their viewers, most commercial television stations in U.S. cities Public access television provides a means of actively monitor roadway conditions and overcoming many of the limitations associated provide reports on incident locations, traffic with commercial television traffic reports. signal malfunctions, and other types of Since local government agencies typically roadway problems information.(12,13) own and operate public access television Television stations can normally only transmit stations, transportation and emergency incident reports when scheduled programming management agencies can continuously

6-4 Chapter 6. Motorist Information

broadcast up to date traveler information system. (52) Data sources used to compile the during peak hours. Unfortunately, public recorded traffic reports include 44 access television also has a major strategically placed live and slow scan disadvantage in that it is only available to cameras, reports from the State Police *SP motorists that subscribe to cable television. problem hot-line, incident information from Travelers living outside the service area or 200 mobile phone and two-way radio without a subscription to cable television equipped vehicle probes, surveillance data cannot access the traveler information. from two aircraft, and traffic information provided by the Massachusetts Bay The University of Washington has developed Transportation Authority, the Massachusetts a prototype system for disseminating traveler Port Authority, and the Massachusetts information through public access television Highway Department. channels. As shown in Figure 6-2, the Washington system provides cable television The SmarTraveler program in Boston subscribers in the Seattle metropolitan area underwent a 15 month operational test in 1993 with real-time views of CCTV images and the and 1994.(52) Analysis of the system usage city's graphical roadway congestion map. logs during the operational test revealed The system continuously cycles through average daily demand levels of 3, 150 calls on images prepared for several surrounding good weather days, 3,326 calls on rainy days, communities with each particular image and 9,292 calls on snowy days. Temporally, shown for approximately 10 seconds. the greatest percentage of calls occurred on Fridays and during the PM peak hour. Most Interactive Telephone Hotlines calls to the hot-line were initiated by cellular phone users. Telephone hotlines allow motorists to obtain real-time traveler information both prior to A user survey was also conducted during the trip departure from their homes or offices or, Boston SmarTraveler operational test to if using a cellular telephone, en route from obtain insight into how motorists used the their automobiles. Such systems typically disseminated information. Table 6-3 illustrates require motorists to first specify their desired the typical reasons surveyed respondents gave commuting route through a touch-tone menu for calling the SmarTraveler hot-line. The system. The telephone hotline then provides vast majority of the survey respondents a synthesized voice message customized to the reported that they were pleased with the information previously entered by the caller. information they received during their call. SmarTraveler offers telephone hotlines that As such, the SmarTraveler system convinced motorists can contact for real-time route­ approximately 29 percent of the surveyed specific traffic information in several U.S. callers to shift departure times andlor use citles including Boston, Philadelphia, alternative routes to avoid non-recurrent Cincinnati, and Washington D.C. By dialing congestion. However, despite this promising (617)374-1234 or *1 on the NYNEX cellular statistic, the analysis found utilization of the phone service and entering the appropriate key service by the public below the level required code, motorists in Boston can hear voice to make a measurable impact on traffic synthesized reports on any of the 20 highway congestion. segments monitored by the SmarTraveler

6-5 Incident Management in the United States: A State-of-the-Practice Review

MOOT's Emergency Operation Center. To One of the recommendations of this study was facilitate the coordination and clearance of to implement a freeway management system. incidents, an MSP Liaison officer has been The study concluded that, along with freeway assigned to the SOc. Through access to 58 widening, improvements to the frontages and weather monitoring stations, operators in the interchanges, and the installation of control center can track approaching storms high-occupancy vehicles and transit lanes, a and coordinate preparation for these storms. freeway management system was needed to improve the level of performance of the The majority of the funding for the field freeway system. In May of 1988, functional infrastructure has been provided by federal design and the Plans, Specifications, and Congestion Mitigation and Air Quality Estimates (PS&Es) began for the freeway (CMAQ) funds, with 80% coming from the management system.(65) The system became Federal Highway Administration and 20% operational during the summer of 1995. coming from other matching funds. A portion of the recent CCTV and overload detector The primary goal of the system is to enable installation was funded through a special the Arizona Department of Transportation Congressional earmark. Current plans are to (AOOT), in cooperation with other agencies, provide a minimum of $4 million in capital to effectively manage I-IOIl-17 freeway improvements to the system annually. traffic. The objectives of the Phoenix FMS are as follows: Funding for the new SOC, including all internal hardware and software, totaled almost • To provide optimal use of the freeway $7.5 million. This includes the engineering systems through freeway management, services needed to manage the systems • To provide a safe and efficient integration. These funds were pre-ISTEA and environment for the freeway s users, and were 100% federal funds using the G-Fund • To provide efficient use of AOOT approach which allows States to use up to resources. 10% of their total Federal-aid system apportionments for safety and traffic The Phoenix FMS contains two major management improvements. Operational components: a monitoring component and a funding is currently all state-funded largely control component.(65) The monitoring through the maintenance budgets. The current component consists of the detectors and video MSP Liaison is funded through a federal grant surveillance systems used to provide with the term ending in 1995, at which time information about traffic conditions and MSP pledges their own funds. incidents. The control component consists of a ramp metering system, variable message signs, and lane control signals. Ancillary 7.3 PHOENIX, ARIZONA components of the system include tunnel management, and freeway drainage and The Phoenix Freeway Management System irrigation systems. (FMS) was designed to manage incidents in the 1-1711-10 corridor in downtown Phoenix The system uses inductive loops embedded in was completed. In 1987, a major study of the each lane of the freeway as the primary means corridor I-I 7II -lOin Phoenix was completed. of obtaining traffic information. Loop

7-4 Chapter 7. Case Studies

detectors are placed in each lane of the traffic signals at cross streets on selected freeway at intervals of 0.5 kilometers along freeway interchanges into the operations of the the most congested areas of the freeway. A FMS.(65) From the traffic operations center, dual (or trap) loop configuration is being used operators can monitor the status of the traffic to collect volume, speed, and occupancy data. signals, dispatch maintenance personnel to Each loop is 1.8 meters in length with a 3.7 correct signal malfunctions, and implement meter gap.(65) new timing plans in response to changing traffic conditions. The initial implementation ADOT has just let a contract to expand the of the FMS included connections to 25 traffic surveillance systems approximately 20 signals located at freeway interchanges. kilometers. ADOT has elected to use acoustic detectors instead of inductive loops in The communications system consists of a this section because they can be installed combination twisted wire pair and fiber optic without blocking a travel lane and cutting the cable to link the field equipment to the central pavement. Furthermore, ADOT determined computer.(65) The fiber optic cable is used for that hardware, installation, and maintenance trunk communications from the control center costs for acoustic detectors were comparable to nodes spaced along the freeway at 8.0 to the cost of inductive loops. Like the kilometers. The fiber has been installed in a inductive loops, the acoustic detectors will be dual ring configuration with complete spaced every 0.5 kilometer and will provide networks on both sides of the freeway. speed, volume, and occupancy. Twisted wire pair cable is used to provide communications from each node to the field ADOT has also installed 29 video surveillance devices. The signals are transmitted via the cameras as part of the initial implementation fiber optic cable to the traffic operations of the FMS. The cameras are placed center. Signals transmitted to the field approximately every 1.6 kilometers and are equipment from the traffic operations center located between interchanges, so that more use the same trunk communication system in than one interchange can be viewed from a the reverse direction over separate fibers. The single surveillance camera. All video fiber cable is owned by ADOT and was surveillance cameras are full color with an installed specifically for the FMS. automatic iris control and full pan/tilt/zoom capabilities. (65) In addition to providing the typical functions of a freeway management system, the ADOT As part of the initial implementations, the FMS is also integrated with other management FMS 32 variable message signs are used in the systems that are important to maintaining system to disseminate traffic and travel traffic flow on the freeway. Part of I-I0 in information to drivers on the freeway.(6S) The Phoenix is a depressed section that functions VMSs are used primarily to warn motorists of as a tunnel. A separate tunnel management incident conditions and to divert them to system has been developed to manage traffic alternative routes. They are generally located in the tunnel.(6S) It became operational in 1990 upstream of key diversion points in the and includes loop detectors, lane control system. signals, variable message signs, and television monitoring. It also includes fire detection, ADOT has incorporated the control of the ventilation fan control, and carbon monoxide

7-5 Incident Management in the United States: A State-of-the-Practice Review

detection.(65) The operators in the FMS are One operator is primarily responsible for currently responsible for monitoring the monitoring the tunnel management system and system and for coordinating tunnel control the statewide radio while the other operator is devices with those in the FMS. responsible for monitoring the FMS.

An existing freeway drainage monitoring The total cost of the initial implementation of system was also integrated into the Phoenix the FMS was approximately $70 million. The FMS.(65) The drainage monitoring system is majority of this funding was through the designed to monitor pumping stations that Federal Highway Administration. ADOT will have been installed in depressed areas of the provide the funding for operating and freeway. The system is used to pump water maintaining the system. from the depressed areas during periods of heavy rainfall. From the traffic operations center, the FMS operator can monitor the 7.4 ATLANTA, GEORGIA status of each pumping station (i.e., whether the pumps are functioning properly, intruders The Atlanta Regional Transportation in the pump station, etc.) as well as activate Management System (A TMS) consists of a the pumps· if necessary. network of seven traffic management centers located throughout the Atlanta metropolitan A radio console has been installed in the FMS area. The system is designed to provide for to enable the operators to monitor the the rapid detection and clearance of incidents ADOT's statewide radio system for its on the freeway and to provide for smooth maintenance forces. Maintenance personnel traffic flow in and around the Atlanta in the field can use the radio to report any metropolitan area. It is expected to be capacity reducing or potentially hazardous operational in time for the 1996 Olympic incidents observed during their normal Games in Atlanta. The functions to be activities. Upon receiving notification from provided by the system include the the field, operators in the traffic operations following:(66) center forward the incident report to the appropriate agency (i.e., fire, police, etc.). • A regional/statewide traveler information system In addition, the FMS in Phoenix also serves as • A regional freeway management system a command post for coordinating ADOT's • A multi-jurisdictional traffic signal control response to major incidents throughout the system state. From the FMS, operators can dispatch • An incident management program maintenance personnel to any major incident • Bus and rail information from the within the state of Arizona. Furthermore, the Metropolitan Area Rapid Transit FMS serves as ADOT's clearing house for Authority (MARTA) information to the news media during major incidents in the state. Planning of the center in Atlanta actually began in 1990, approximately a year and a half Currently, the FMS operates 24 hours a day, before Atlanta was named the site for the 1996 seven days a week. The traffic operations Olympic Games. The announcement of the center is staffed by two operators at all times. Olympic Games has radically accelerated the

7-6 Chapter 7. Case Studies

planning and implementation of the ATMS. the initial installation of the system. Most of Georgia Oepartment of Transportation these will be operated as part of the (GOOT) officials estimate that the Olympic management system. Games have accelerated their transportation management efforts by ten years. One of the unique features of the system is the use of video image detection (VI D) instead of The system organization for the Atlanta loop detectors as the primary means of Regional A TMS consists of a hierarchy where collecting traffic data from the freeway main the state of Georgia will manage the interstate lanes. In the system being installed in Atlanta, highway traffic from the Transportation video surveillance cameras are being installed Management Center (TMC) and the local every 0.5 kilometers; approximately 294 fixed jurisdictions will control the surface traffic video cameras are being installed specifically from their local Traffic Control Centers for video image detection. These cameras will (TCC). Initially, the Atlanta Regional ATMS be connected to a total of 53 Autoscope video will be made up of one TMC and at least six detection units. Autoscope will be used to TCC's spanning the Atlanta metropolitan area. obtain volume, occupancy, and speed The· agencies participating in the initial information from the detection station as well implementation of the A TMS include the as provide automatic incident detection.(67) following:(66) In addition to those being used by the VIO • Georgia Oepartment of Transportation systems, GDOT is installing video (GOOT). surveillance cameras at approximately 60 • City of Atlanta. locations throughout the system.(67) These • Clayton County. video cameras will have full pan, tilt, and • Cobb County. zoom functions and will be used by the • Dekalb County. operators in the TMC to primarily detect and • Fulton County. verify incidents. These cameras are not • Gwinnett County. evenly spaced along the freeway. A bucket • Metropolitan Area Rapid Transit truck was used to determine the optimum Authority (MARTA). location for each surveillance camera. By using this technique, GOOT was able to The core of the Atlanta Regional A TMS is obtain video surveillance of approximately 99 currently being installed. It consists of the percent of the freeways in the system.(67) State TMC, and the TCCs for the City of Atlanta, Clayton County, Cobb County, Dissemination of incident information will Dekalb County, Fulton County, and Gwinnett occur through traditional motorist information County.(66) When completed the system will devices. GOOT is installing a total of 41 provide surveillance and control on fiber-optic variable message signs throughout approximately 100 kilometers of interstates the Atlanta area.(67) Twenty- five of these and 200 kilometers of arterial roadways. Most signs are three lines, 21 characters per line of the field devices are being installed in the signs and are located on the freeway main 1-75 and 1-85 corridors inside 1-285. In lanes. The remaining 16 signs are the smaller, addition, upgrades to approximately 600 three line, 11 characters per line signs and are traffic signals are being performed as part of located on the express lanes of the freeway.

7-7 Incident Management in the United States: A State-of-the-Practice Review

These signs are located upstream of major control every function of the system from each diversion decision points (such as workstation. GDOT is currently planning to freeway-to-freeway interchanges). In have four operators active in the control center addition, ODOT is installing 12 highway during the peak periods. During off-peak advisory radios at key locations in the freeway periods, GDOT envisions using only one or system.(67) These devices will operate on two operators. All eight workstations are available AM frequencies and will be used to expected to be staffed during emergency provide traffic information to the Olympic situations. venues and incident advisories. The TMC will be staffed 24 hours a day, A state owned fiber optic cable system will seven days a week. Special provisions have serve as the backbone of the system. By the been made in the design of the control center time the 1996 Olympic games are held, to support typical emergency response GDOT will have installed the fiber cable on functions. Facilities include a "war room" more than 101 kilometers of freeway and whereby multiple emergency management more than 161 kilometers of arterial streets. agencies can direct their response, The fiber network will be used to provide incorporating sleeping and shower facilities communications among all the field devices as into design of the building, providing an well as to allow the transfer of information alternate supply of electrical power, and among the TCCs. providing ample room for the news media.

As part of the implementation of the A TMS, Currently, GDOT's incident management approximately 800 traffic signals are being system consists of two programs that will be interconnected. Six hundred of these signals dispatched from the TMC: the Highway will also be upgraded to modernize the Emergency Response Operator (H.E.R.O.) eXlstmg equipment and to provide team, and the other is the Motor Vehicle communications to each of the local TCCs. Emergency Response (MOVER) team. The Once completed, the upgrades will allow the H.E.R.O. program is an incident management! traffic signals to be operated as part of the motorist assistance program that patrols management system. The inductive loops designated routes on the Interstate system being installed as part of the upgrade will (1-285 and the Interstates routes inside 1-285) supply volume and occupancy data to the in the Atlanta Metro area. The primary management system. responsibility of a H.E.R.O. patrol is to seek out and eliminate situations that cause or Unique to the Georgia ATMS is the might cause roadway congestion (such as compatibility of the TMC to the County/City accidents, stalls, etc. that block the freeway). operated TCCs. At any time, the TMC could As a secondary duty, H.E.R.O. patrols provide function as a County/City TCe. Similarly, assistance to stranded motorists by performing any of the County/City TCCs could operate as minor vehicle repairs and providing fuel, the TMC in the event of a failure. water, coolant, etc.; changing flat tires; calling for wrecker assistance; and allowing motorists The control room of the TMC is designed to to make courtesy calls on their cellular accommodate a total of eight operator telephones. They are also responsible for workstations. Each operator will be able to providing emergency traffic control measures

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and for administering first aid until other aid hardware and software for the system have arrives at the scene. The program became been designed to support this function in the operational in December 1994 and is currently future. As a statewide transportation functioning with 15 operators (including an management center, the A TMS would provide Incident Management Coordinator, an staffing for the local TCCs during off-peak assistant coordinator, and two staff and nighttime hours. In addition, the TMC supervisors). Currently, each H.E.R.O. patrol will serve as a dispatching center for statewide responds to an average of 15 incidents per incident and emergency management day. The annual operating budget for the functions. program is currently estimated to be $450,000 per year. Currently, the hours of operation The system is being constructed primarily range from 5:30 a.m. to 9:30 p.m. Monday using design and build contracts. GDOT has through Friday_ The same teams are also used been primarily responsible for specifying the to assist special event traffic statewide. design requirements for each of the system components, including the communication The .. Motor Vehicle Emergency Response system, the information dissemination (MOVER) team began in August 1995 as an systems, and the surveillance and control incident management tool. Georgia state law systems. GDOT will also provide each of the prohibits state employees taking an official local jurisdictions with a contract for vehicle home. GDOT has been successful in constructing their TCCs. Development of the obtaining an exemption to this law for certain software system for integrating the various personnel so that they can assist in clearing system components is being accomplished by major incidents from the freeway. Individuals contract. on the MOVER team are on call 24 hours a day, seven days a week. Their primary The total cost for implementing the Atlanta mission is to assist in clearing incidents from Regional A TMS is approximately $140 the freeway as quickly as possible. Because million.(67) The majority of these funds ($58 team members are part of the management million) are federal monies and were structure of GDOT, they have the ability to specifically earmarked in the 1991 Intermodal call any of the Department's resources to the Surface Transportation Efficiency Act. State scene of an incident to clear an incident from and local funding is being used to operate and the freeway. They are generally called to an maintain the system. Each local jurisdiction incident scene when local maintenance will be responsible for staffing, operating, and personnel cannot handle the situation, but can maintaining its TCCs. stop to provide assistance while in traffic. Each MOVER vehicle is equipped with an Eventually, the TMC/TCC network concept 800 Mz radio, a cellular telephone, flags, will be expanded throughout the state of cones, and oil dry to assist in the removal of Georgia. Currently, plans are to provide TCCs minor incidents. in Athens and Savannah by the 1996 Olympic Games. These control centers will include a The Atlanta ATMS is envisioned to be the fiber optic cable backbone; fiber optic or center of a statewide transportation twisted pair branch communications lines; and management system to be implemented in the a limited number of variable message signs, years following the Olympic Games. The highway advisory radio stations, and video

7-9 Incident Management in the United States: A State-of-the-Practice Review

surveillance cameras. In addition, the control cross-harbor tunnels will all be toll facilities , software will pennit city personnel to operate as well as the Tobin Bridge and the a limited number of traffic signals within their Massachusetts Turnpike. jurisdiction from the TCe. Both of these traffic control centers will be operated by city The goals of the MHO in implementing a personnel. The software in these TMCs is freeway management system on the CAIT identical to that used in Atlanta and can be project are as follows:(69) incorporated into the statewide system at the appropriate time. • To Enhance the mobility ofthe people and goods in the Boston region particularly in the highly-congested project area which 7.5 BOSTON, MASSACHUSETTS includes downtown Boston, Logan Airport, Charlestown and East Cambridge. In January 1994, the Massachusetts Highway • To Provide for the safety of the motoring Department (MHD) completed an ITS public in the new underground tunnel and strategic deployment plan for the metropolitan highway to be constructed as part of the Boston area.(68) The purpose of the plan, CAIT Project. which was funded by FHWA through ITS • To Use these extensive built-in ITS early deployment planning funds, was to capabilities as the first building block of a examine the existing conditions in the Boston regional, multi-modal ITS network in the area, identify key ITS services that could be Boston region. provided to relieve congestion, and develop a • To Provide an urban laboratory for testing phased plan for implementing an integrated ITS-related technologies and traffic transportation management system. The plan management concepts. recommended a two-phase approach to • To Develop a partnership in the Boston deploying technologies and systems to region between public agencies, the improve mobility in downtown Boston out to private sector and academic institutions. Route 128, a circumferential highway around The objectives of this partnership are to the city. The Phase I plans include the Central increase the pool of financial and technical Artery/Tunnel (CAlT) project. Phase II resources available to advance ITS-related expands the systems out to 1-495 and other technology and to maximize the economic metropolitan areas around the state, and benefits realized from ITS. includes the construction of a Traffic, • To Help provide for the safety and Infonnation, and Coordination Center (TrCC). mobility of the traveling public during construction of the project. The Central Artery/Tunnel project in downtown Boston represents one of the most As part of the construction of the CAIT, MHO challenging and ambitious projects undertaken is constructing and implementing a freeway by MHC. When the project is complete, the management center. The elements of the CAIT will include three cross harbor tunnels, system include the following:(69) 53 kilometers of underground expressway in the center of Boston, two major bridge • 1,400 loop detectors at 61 meter intervals crossings (1-93 and the Route 1 Tobin Bridge) that will be used to measure traffic density and a number of arterial bridges.(69) The three and predict traffic patterns. Slowdowns

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and other changes in traffic patterns will Three screens at the lower level will show indicate the general location of a problem route structure, traffic patterns, facility data, or incident, and trigger an alarm. MHD is and other requested data. On the top of the considering testing video image detection console will be eight or more screens that will (VID) technology as an alternate to loop allow the operator viewing capacity of detector technology. incidents or emergencies. The operator • 500 closed circuit video cameras that will interface includes commands, alarms, device pinpoint the site, type, and severity of an status, traffic status, and map displays which incident. They will have full pan-tilt-zoom are integrated and consistent throughout the capabilities and will be placed at 137 system. Status screens will be map based, meter intervals in tunnel sections and 366 color coded, and have zoom capability.(69) meters in open sections. The system has been designed with overlapping fields of A large-scale map, 3 by 12 meters, of the view so that the failure of anyone camera CA/T alignment will be displayed on a will not result in a blind spot. wall-sized back projection screen. It can be • 25 electronic height detectors that will used by the operators to quickly assess the detect trucks and other vehicles that overall status of the system and traffic flows. exceed the clearance limits inside the A color coding system will be used to display tunnels. incident locations, traffic conditions, and • 130 variable message signs to provide device status.(69) motorists with both advisory and regulatory messages. Communications to the field devices from the • 600 lane control signals. OCC will be through a redundant high-speed, • 100 variable speed limit signs. fiber optic cable. The fiber optic cable will • Lane and ramp metering at 15 locations, carry all voice, data, and video transmissions. including tunnel access priority for HOVs. A pUblic/private cost sharing arrangement is being used to install the fiber cable. Under A highway advisory radio (HAR) system will this agreement, private telecommunication also be installed as part of the CAiT freeway companies will be able to install the fiber management system. Because AM and FM cable in the state's right-of-way without a receivers are being installed in the radio charge if they agree to let MHO use some of equipment rooms of each of the ventilation the conduit and bandwidth for freeway buildings throughout the tunnel section so as management purposes.(69) to permit drivers in the tunnel to maintain reception to the commercial radio stations in In addition to the normal freeway management the Boston area, the HAR system can override activities, the Facilities Control System (FCS) all underground AM/FM frequencies in case will be operated out of the OCC. The of emergencies. elements of the FCS include the following:(69)

At the heart of the system is the Operations • Tunnel ventilation. Control Center (OCC). The OCC will be • Tunnel lighting. staffed by three operators 24 hours a day, • Drainage. seven days a week. Each OCC console will • Power distribution. consist of two banks of computer screens. • Fire detection.

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• Intrusion detection. bottlenecks and congestion by reducing the • Access control. amount of time to detect and clear accidents and disabled vehicles from the freeways, and The FCS will have operating algorithms to to provide motorists with real-time respond automatically to traffic conditions, information about traffic conditions in these carbon monoxide (CO) levels, incidents and corridors. This system was one of the first fires in the tunnel. In addition, fan bearing freeway surveillance and control systems to be and motor temperatures, lighting levels, built in the United States and, at the time of its drainage systems, and the power distribution construction, represented the state-of-the-art in subsystem will all be monitored remotely by freeway management concepts and strategies. the operators in the OCC. A separate set of computers in the OCC will control the The Northern Virginia Traffic Management Facilities Control subsystem. System (TMS) had its genesis in the construction ofl-66 from the Capital Beltway MHD is currently in the process of expanding to the Theodore Roosevelt Bridge leading into their freeway management capabilities beyond Washington, D.C. from Rosslyn, Virginia. In the CAiT project.(69) MHD is developing approving the project, the U.S. Department of plans to install microwave radar and inductive Transportation required VDOT to build a loop detectors, closed circuit television traffic management center to mItlgate cameras, and variable message signs as the neighborhood concerns about the intrusion of basic field equipment for a regional freeway traffic onto local roadways during incident management system. These field devices will conditions. Design and construction of the provide traffic and congestion information to system began in the mid-1970s and the system a network of Traffic Operations Centers became operational in 1985. (TOCs) surrounding the Boston area. As part of an initial installation of this system, plans To date, VDOT has approximately 177 are currently being prepared to install 28 kilometers of freeways in Northern Virginia pole-mounted CCTV cameras, 91 overhead with approximately 48 kilometers monitored radar detectors, 75 controllers and cabinets, by the system. Plans are also being prepared and nine truss-mounted VMSs on to expand the system another 64 kilometers. approximately 64 kilometers ofI-93, 1-95, and The system also monitors HOV lane Route 128. operations. The system was developed by VDOT to support traditional freeway surveillance and control functions, such as 7.6 NORTHERN VIRGINIA incident management, ramp metering, and information dissemination. The system has The Traffic Management System is a been funded with traditional highway funding computerized freeway surveillance and control sources. system that monitors and regulates traffic flow along 1-395, 1-66, and critical portions of 1-95 Surveillance is accomplished primarily by and 1-495 in Northern Virginia around the freeway loop detectors and CCTV. Washington, D.C. area. It was originally Approximately 550 inductive loop detectors designed to assist the Virginia Department of are installed at 0.8 kilometer intervals in each Transportation (VDOT) ill eliminating lane of the freeways and on the entrance

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ramps of 1-66 and 1-395. VDOThas surveillance and loop detector systems and for experimented with video imaging as an dispatching emergency response vehicles alternative to sawing loop detectors but is not when an incident is detected. Images from the pleased with the results. Forty-eight video surveillance system are displayed on a closed-circuit television cameras at 0.8 bank of 32 video monitors. Each monitor kilometer spacing provide visual surveillance displays the image from 48 CCTV cameras. of 1-66, 1-395 and 1-495. Surveillance is The video images from each CCTV location augmented by radio contact with VDOT are displayed to the operators for maintenance vehicles and communication approximately 60 seconds before cycling to with state and local law enforcement the next CCTV location. personnel. An algorithm (a modified version of the California algorithm) is used to VDOT has also developed an extensive automatically detect incidents on the freeways motorist assistance program. Twenty-four and will be improved in the upgraded system. hour, seven days a week coverage is provided over approximately 176 kilometers of Control is exercised with 26 ramp meters to freeway. Sixty-seven personnel and 65 regulate entering demand on 1-66 and 1-395. vehicles are devoted to incident response and More than 100 variable message signs are management. The program has a goal of deployed for disseminating incident and clearing all incidents before the onset of the congestion information to motorists. next peak period. Clearing of shoulders and Expansion of ramp metering is not planned in communication with the media has enhanced foreseeable future. the relationship so that media are generally supporti ve of the operation. In addition to these traditional functions, the TMS is responsible for monitoring and A key to the success of the freeway controlling the reversible lanes on 1-66 and management system is the excellent working 1-395. These lanes are designated for high relationships that have developed among occupancy vehicles (HOV) during the operating agencies (VDOT, City and County morning and evening peak periods. Entering of Arlington, and Virginia Highway Patrol). traffic demands to the reversible lanes are Mutually developed incident management controlled through the use of variable plans are documented in a multi-agency messages signs located at the entrances to the incident management manual. While VDOT HOV lanes. does not have direct control of non-state traffic signals, local agencies are amenable to There is currently a 16-kilometer backbone of making changes in response to incident fiber optic cable with another 32 kilometers of conditions. coaxial and mUlti-pair cable. Future expansion of the system will include extension of 64 kilometers of the fiber backbone. The 7.7 DETROIT, MICHIGAN control center for the TMS is currently staffed between the hours of 5:00 a.m. and 9:00 p.m. The Michigan Department of Transportation by three operators with one operator on duty at (MichDOT) operates a freeway management other hours. The operators are primarily and control system in the Detroit metropolitan responsible for monitoring the video area. The purpose of the system is to detect

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and remove incidents, to provide information locating in the center by 1997. to travelers, and to regulate entry to freeways with entrance ramp metering. The freeway Fourteen changeable message signs (CMS) are management system was installed in the 1960s operated in the present system with an and much of the original equipment remains additional 43 planned for installation in the in place. MichDOT is currently expanding and expanded system. Existing CMSs are flipped updating the system to incorporate current disk type and the new signs will be flipped proven technology in a Michigan Intelligent disk-fiber CMSs will be typically installed 0.8 Transportation System (MITS). There are to 1.6 kilometers prior to major decision currently 50 kilometers of freeway covered in points. Highway Advisory Radio (HAR) will the system, which will expand to 238 be deployed in the expanded system at eight kilometers over the next two years. kilometer spacings. It is not MichDOT policy to route traffic to specific local streets. Surveillance is accomplished primarily by loop detectors, CCTV cameras, and cellular The existing communications backbone 911 calls to police dispatchers. Freeway loops consists of a 1970s vintage coaxial and 25 pair are used to measure volume, speed, and voice grade line. The expanded system will occupancy. An incident detection algorithm incorporate packet radio into a fiber optic has been used but is not considered reliable cable SONET ring which will provide a due to inconsistent loop data. Improved loop redundant communications path in the event design and installation techniques are the cable is cut. The SONET network is being expected to mitigate these problems in the provided by MCI under a 20-year agreement expanded system. Cellular telephone calls to at no cost to the state. The new system design 911 are the primary means of incident will be a distributed-type system in lieu of a detection. In the expanded system, loops will large central processor. The old system polled be initially spaced at 3.2 kilometer intervals detectors every 10 milliseconds. The new but will go to 0.5 to 0.8 kilometer spacing in system will process data in the field requiring future "fill-ins" if machine vision techniques less load on the communication system prove to be inadequate. Ten machine vision imaging detectors are being installed in the The Michigan State Police (MSP) is new system for testing. responsible for incident management m Detroit; local police departments are Ten CCTV cameras provide surveillance responsible outside Detroit. There is no throughout the current 52 kilometer freeway designated incident manager for MichDOT. system in the current system. Approximately MSP and MichDOT maintain telephone 32 monitors are installed in the Metro contact channels. Transportation Center with selection of cameras and remote control capability at the The Detroit Metro Transportation Center is operators' console. The expanded system will staffed from 6:00 a.m. to 7:00 p.m. on include 145 cameras to be spaced at 1.6 weekdays. Two staff members are devoted to kilometers intervals and will include a 3x3 system operations. The new system will video wall in the center with eight other combine operation with MSP for 24 hour monitors to accommodate Michigan State coverage. Police will monitor CCTV and Police (MSP) Metro dispatch which will be display messages on CMS during off-peak

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hours in the event MichDOT staff cannot be Surveillance is accomplished by several expanded to cover those hours. methods. Approximately 2200 loop detectors are installed at approximately 0.8 kilometer System funding sources were traditional intervals on the freeway and at strategic highway funds. The new system is being locations on ramps (for metering). Freeway implemented under a designlbuild contract loops are used to measure volume and with a two-year warranty. The maintenance occupancy. At some locations, loop traps are contract could be extended up to five years. used to determine freeway speeds. An Privatization potential includes contract incident detection algorithm has been tried but system operation and commercial traffic it was felt to be unreliable. Field stations for information services from aerial traffic data collection and processing are equipped monitoring. A VII AVL is being considered for with Type 170 controllers. future implementation. Surveillance is also accomplished by monitoring the Washington State Patrol's 7.8 . SEATTLE, WASHINGTON (WSP) computer aided dispatch system and with a scanner monitoring police and news The Washington State Department of media transmissions (from aerial monitoring Transportation (WSDOT) operates a by radio and television stations). WSDOT surveillance, control, and driver information mobile units also provide information to the (SC&DI) system to reduce travel time, TSMC during their normal duties. congestion, and accidents on freeways in the Additionally, cellular phones provide vicinity of Seattle. The system includes more information to WSP, although not directly to than 241 kilometers of 1-5, SR520, 1-90, and the TSMC. 1-405. Early efforts included CCTV monitoring of reversible lane operations in the Approximately 120 CCTV cameras are 1960's. Preliminary planning for the SC&DI deployed on area freeways. (An additional 50 began in 1967 and operation began on 1-5 in are in a separate but related tunnel control 1981. Since then, the system has been system). Twelve monitors and a large screen expanded and software and hardware monitor are installed in the TSMC with improvements and upgrades have been selection of cameras and remote control implemented. As the system was expanded, capability at the operators' consoles. operation was moved to the Traffic Systems Management Center (TMC) in the WSDOT The communications backbone consists of a Northwest Region Office. fiber optic cable installed in conduit that was previously used for coaxial and multi pair The system is designed to provide cables before the system was upgraded. A surveillance, control, and traveler information redundant ring architecture provides for two through various techniques. Traditional paths to the TSMC should a cable be cut. approaches to freeway management continue Security of the cable is a high priority for to be the mainstays of the system but many WSDOT. Short haul communications are innovations in services and advanced accomplished by fiber optic cable, twisted pair technology have been incorporated. cables, or leased lines.

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WSDOT has 12 full-time employees on limitations. An informal shared knowledge Incident Response Teams (IRT) in the forum among system operators would be Northwest Region. The IRT provides traffic helpful. Travel funds are limited and it is control at incident scenes and assists WSP in difficult to visit other systems or attend quick cleanup and clearance of incidents. technical meetings. An Internet forum would Other WSDOT maintenance personnel are be a possibility (currently being explored by called in as needed. FHWA).

The TSMC is staffed 6:00 a.m. to 7:00 p.m. weekdays and 9:00 a.m. to 6:00 p.m. on 7.9 SAN FRANCISCO BAY AREA weekends. Twenty staff members are devoted to operations, software, and maintenance of The California Department of Transportation the system. (Radio/tunnel operations are (CALTRANS) operates a surveillance, staffed 24 hours per day). incident management, and driver information system in the Oakland and San Francisco Bay System funding sources were traditional Area. The purpose of the system is to reduce highway funds. TSM funding, separate from congestion and to detect and clear incidents. normal funding, has been set up to support System elements were among the first future operations and maintenance. Some installed in the nation and are planned for operational test funds have been used for upgrading next year. The initial special functions. implementation will cover 241 kilometers and ultimately be expanded to 241 kilometers. System managers believe their system's design can integrate to most advanced Surveillance is provided by approximately technologies as they are now understood. 8,000 inductive loops spaced at approximately They are considering A VI for travel time 0.8 kilometer intervals. The loops are used to measures in the future. They are currently provide volume, speed, and occupancy testing video imaging detectors including information from each lane. The primary Autoscope and Mobilizer. TrafficCam will be source of incident detecting is from the tested in the future. They are also moving to California Highway Patrol (CHP) computer­ implement automated traffic reports with aided dispatch system. The system also uses voice synthesization both on existing the California algorithm for detecting telephone lines and on HAR. incidents but it is not widely used due to gaps in detector coverage. The upgrade system will Privatization potential includes system use incident detection algorithms more maintenance and operation, cellular phone extensively. There are fifteen CCTV cameras access to commuter line, in-vehicle mapping at strategic locations and sixteen on the Bay and palm top data terminals, CATV carriers Bridge. Cameras will be spaced at 0.8 for information delivery, and selling/leasing kilometer (one mile) intervals in the upgraded of right of way to communications companies. system. Compressed video over leased ISDN lines will be the primary mode of video data As with most agencies, funds and personnel transmission. Traveler information will also are a problem. They are looking for ways to be provided to TravInfo, a privatized, automate operations due to continual staffing multi-modal traveler information service.

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Traveler information is currently provided by Advanced technologies will be considered as Travlnfo and forty bulb-matrix changeable they become proven and affordable. As noted message signs (CMS). The upgraded system above, an extensive system of A VIs is will include highway advisory radio (HAR) planned. Privatization opportunities are seen and expanded CMSs, probably LED type, but to be the Travlnfo, privatized toll roads, and operators are open to other technologies. possible selling/leasing highway right of way for private communications. CAL TRANS and the CHP maintain an extensive incident management system. The success of this system can be attributed in 7.10 NEW JERSEY TOLL AUTHORITY large part to the excellent working relationship developed between the two agencies and the The New Jersey Turnpike Authority operates fact that they are co-housed. CAL TRANS a surveillance, incident management, and traffic management facilities currently are driver information system. The purpose of the located In CHP facilities. Incident system is to balance traffic demands between mana,gement teams, with pickup trucks and the inner and outer lanes of the roadway, to CMS, are available geographically for rapid detect and clear incidents, and to manage deployment. Freeway service patrols (roving traffic during maintenance and construction. wreckers) remove vehicles to a safe drop area The system covers 197 kilometers north and and are equipped with A VL to provide vehicle south, including a six-mile extension into probe data. A VI tags will be eventually Pennsylvania and an eight-mile extension into placed on about 50,000 vehicles for electronic Manhattan. The Turnpike itself traverses 51 toll collection and will also provide vehicle communities and includes 1700 probe data. lane-kilometers.

Current freeway management personnel (ten Automatic surveillance is provided by at present) are co-housed at CHP facilities. approximately 960 detectors spaced at The Bay Area Transportation Management approximately 0.8 kilometer intervals. The Center (TMC) will be located in CAL TRANS loops are used to provide volume, speed, and District 4 Headquarters in Oakland and will occupancy information from each site on the initially be housed in 836 m2 with expansion Turnpike. The system uses a modified version 2 capability to 1394 m • The TMC will include of the California algorithm for detecting the Emergency Resource Center and facilities incidents. for CHP. The TMC will be staffed 24 hours a day. A total of 25 staff members including Until recently, the system did not employ CHP will be devoted to operation of the TMC. CCTV monitoring. CCTV capability has been installed at four high incident locations, with Funding for installation of the TMC and field more cameras planned in the future. Radio hardware has been from traditional highway contact with New Jersey State Troopers (230 construction funding and special funds set up troopers are assigned to the Turnpike) and as a ten-year TSM pool of $1 billion. other public agency vehicles provide another Operation and maintenance are funded from source for incident detection. In addition, the traditional highway funding sources. Turnpike Authority is experimenting with video Imagmg, mlcrowave and somc

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detectors. Incident alarms and traffic data due to construction activities. In addition, the from these locations are returned to the center Turnpike Authority is using radio, microwave, but not video images. and leased lines as required for new components as they are added to the system. Although the Turnpike Authority does not The communications backbone is planned to employ ramp metering at this time, ramps are be upgraded to fiber optic cable in cooperation physically closed during certain kinds of with New Jersey DOT and other agencies. incidents or maintenance activIties. Changeable message signs balance traffic flow The Turnpike has an extensive incident between the inner lanes and the outer lanes on management system which has demonstrated the Turnpike. Variable speed signs and speed its effectiveness in responding to incidents. warning signs are also used in response to To achieve this goal, the Turnpike Authority incidents to enhance motorist safety. has contracts with 32 towing companies. The Turnpike Authority can also call on 49 local Several different technologies are used to fire squads and 39 first aid squads (which are provide traveler information on the Turnpike. citizen groups organized to provided first Rotating drum signs are provided at key response care) to help with clearing major decision points; however this technology is incidents from the Turnpike. In addition, the considered limited in the amount of Turnpike Authority operates four courtesy information that can be provided to motorists. vans and 25 road service vans that can be The Turnpike Authority is considering dispatched to clear minor incidents and stalls replacing the drum signs with alphanumeric from the Turnpike. These vehicles were signs that can be controlled remotely by dispatched to more than 93,000 disabled microwave. In addition, the Turnpike vehicles in 1994. Authority has seventeen matrix signs on order. These signs will be controlled via T -I lines The Turnpike Authority operates a and microwave. Furthermore, the Turnpike management center that is staffed 24 hours a Authority has deployed ten fixed and two day. Nineteen staff members are devoted to portable Highway Advisory Radio (HAR) operation of the system. The management antennae that provide motorists with traffic center is approximately 56 m2 with another 28 and incident information. Other traveler m2 for computer and other related equipment. information elements include an 800# dial-in Information about the status of the Turnpike is traffic information service where motorists displayed to the operators via an advanced can obtain pre-trip traffic and congestion interactive graphics display III the information, and a #95 cellular information management center. service where motorists can report incidents directly to the Turnpike Authority. The #95 The Turnpike Authority is currently system receives approximately 1100 calls per considering several different types of month. advanced technology in future expansions of their system, including video imaging and The communications backbone for the alternative data transmission media. Weather surveillance and control system consists of a sensing devices are planned in future 100 pair twisted cable. Much of this expansions of the system. Electronic Toll communication system has suffered damage Tags will be implemented in 1996.

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7.11 SAN ANTONIO, TEXAS configuration. These detectors were placed in each lane of the entire system at a maximum The San Antonio District of the Texas of 0.8 kilometer spacing. The trap loops were Department of Transportation (TxDOT) has installed with spacings of 3.6 kilometers developed an Advanced Traffic Management between the loops. Adjacent loops were System (A TMS) project for the San Antonio installed with a different number of turns to region called Transportation Guidance System reduce the effect of crosstalk between the (TransGuide). The initial portion of the loops. project began in February 1993. This portion provided for the construction of the initial 42 A Local Control Unit (LCU) accumulates kilometers of the 307 kilometers of the ATMS speed, occupancy, and volume rates from the program, construction of the complete detector channels, keeps a moving average of Operations Control Center, mainframe these rates, and sends the data to the computer system, application software, TransGuide Mainframe every 20 seconds. communication switching equipment, and all TransGuide uses high resolution color video supporting hardware. The remainder of the cameras installed on cameras poles to view project entails the installation of additional freeway operations. Information is provided lane kilometers, which is anticipated to have to drivers with variable message signs (VMS) minor impact on the operations of the center. and lane control signals (LCS). Traffic The goals for the system are: signals on frontage roads within the project limits are also connected to the TransGuide • Incident detection within two minutes. computer, which takes control when traffic • Changes to all affected traffic control needs to be detoured onto access roads. devices in the system within 15 seconds from identification of an alarm. TransGuide's Mainframe software provides • Ability for police officers to dispatch the detection, routing, analysis, display, appropriate response from the Operations storage and archiving features of the system. Control Center. It is an integration of tailored • System reliability and expandability. commercial-off-the-shelfproducts and custom • Support future ATMS and ITS activities. code developed exclusively for the TransGuide System. The resulting system is The Operations Control Center houses the designed to minimize risk and maintenance work stations, the mainframe computer costs. The software analyzes incoming system, and several offices. Participating roadway data (speed, volume, and occupancy) agencies, such as the San Antonio Police and and, using a rolling average data smoothing the VIA Metropolitan Transit Authority, each technique, compares it to preset, day/time have a dedicated work station and an office adjusted thresholds. When a threshold is within the Control Center. Initially, the center exceeded in either direction, the system operated 16 hrs/day and is currently operating automatically generates an alarm. 20 hrs/day. An innovative aspect of the San Antonio The technology utilized to accumulate the freeway management system is the use of a vehicle data is a series of inductive loop totally digital mode of communications using detectors In a double or trap loop a fiber-optic cable medium. TxDOT has also

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specified that the communications equipment coordinated approach to regional traffic will be compatible with the Bell System; management. TRANSCOM is located in consequently, the equipment will come from Jersey City, New Jersey and is funded, staffed, the same vendor used by the Bell System. A and governed by its member agencies. It has specified communication standard will be an Operations Information Center (OIC), open used to provide a common communications 24 hours, seven days a week, that shares platform and improve system reliability incident information by alphanumeric pager, through redundancy. The innovative phone, and fax to more than 200 highway and communications aspects will enable the transit facilities, police agencies and 23 radio freeway management system to expand and traffic services. It also serves as a forum for utilize state-of-the-art technology in the incident and special event management future. planning, construction coordination, and the shared testing and implementation of regional Participants in the TransGuide program traffic and transportation management include TxDOT, the San Antonio Police technologies. Department, the VIA Metropolitan Transit Authority, Emergency Medical, Fire TRANSCOM officially began operations in Department, and the city of San Antonio 1986, although planning for TRANSCOM Traffic Department. Lines of communication was initiated at the end of 1984. Originally, between the different participants benefit from the Port Authority envisioned TRANSCOM the agencies having dedicated terminals and/or as a coordinating mechanism to facilitate offices within the control center. traffic flow and operations at the Hudson River crossings. However, TRANSCOM's The technologies used in the system were focus was quickly expanded to all traffic planned to support future Advanced Traffic facilities in the region. Management and Intelligent Transportation System programs. These include links to TRANSCOM is directed by its member in-vehicle computers, traffic monitors, map agencies. A steering committee comprising displays and other services expected to senior, mid-level managers from each agency develop in the next decade. An area that will direct the technical and operational focus of be examined is the potential of expanding the TRANSCOM. An executive committee, system to include the arterial street network. consisting of the Chief executive officers from Knowledge of the conditions on the arterial each agency, decides major policies pertaining streets will result in better utilization of all to TRANSCOM. Initially there was some available resources. concern how far the influence TRANSCOM would extend into the day-to-day operations at the various agencies. Agreements were put in 7.12 TRANS COM place to safeguard against anyone agency exerting undue influence upon the operations TRANSCOM (Transportation Operations of TRANSCOM. In fact, all major policy Coordinating Committee) is a consortium of decisions pertaining to TRANSCOM must 14 transportation and public safety agencies in have unanimous approval of the member the New York, New Jersey, and Connecticut agencies. area whose goal is to provide a cooperative,

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TRANSCOM has overseen the development member agencies, and generally have some of several projects to improve inter-agency background in dispatch operations, or media response to traffic incidents and to advance reporting. In 1994, TRANSCOM received the use of ITS-related technologies in the and processed more than 15,000 reports of metropolitan area. These projects include the new incidents or other transportation following: information. TRANSCOM is on pace to exceed 18,000 such reports in 1995. For each • Region wide initiatives for coordinated report, the operator decides on its relevance deployment and operation of variable and the audience that should receive the message signs, highway advisory radio, information. These decisions are checked, and enhanced traffic monitoring including post hoc, on a daily basis to verify that the closed-circuit television. operators are consistently transmitting • Development of an "ITS Regional information to the appropriate agencies. Implementation Strategy," a program for coordinated implementation of ITS The excellent cooperation and coordination of throughout the multi-jurisdictional transportation agency resources provided by metropolitan area. TRANSCOM have allowed the agencies in • An enhanced traffic advisory/diversion the region to pursue several federal projects to system at the intersection of the New evaluate new traffic management and control Jersey Turnpike and Garden State technologies. For example, the primary Parkway, which will focus on alternative objective of the new TRANSMIT system is to routing for New Jersey Transit buses. process available traffic flow data for early • Expansion of traffic monitoring along the detection of incidents and abnormal traffic 1-287 Tappan Zee Bridge corridor. congestion. The system collects real-time • The "TRANSMIT" (TRANSCOM's traffic data automatically from System for Monitoring Incidents and highway-installed readers. Based upon Traffic) Operational Test project which threshold values, incidents and unusually will use vehicles with transponders on a congested areas can be detected from the highway system equipped with vehicle arrival-time data and alert the OIC readers/antennas. The project collects operations of adverse conditions. travel times, speeds, and using dynamic software, detects incidents. The TRANSMIT project was divided into two phases. The first phase concentrated on a The TRANSCOM OIC currently receives feasibility study of using Electronic Toll and information regarding incidents and transit Traffic Management (ETTM) technology for facilities from all over the metropolitan area. traffic surveillance and on the development of The OIC is normally staffed with two a preliminary system design of a traffic operators who receive, collate, and surveillance system for the Greater New disseminate transportation-re lated YorklNew Jersey/Connecticut Metropolitan information. The information is relayed to the Area. ETTM technology offers the potential agencies affected by the particular incident by for using vehicles equipped with toll tags to means of pagers, facsimile machines, and serve as vehicle probes within the traffic voice communications. The operators stream of the area for which surveillance is themselves are employees of one of the being established. It requires the installation

7-21 Incident Management in the United States: A State-of-the-Practice Review

of readers with the capability of identifying the development process has not been an easy the "tagged" vehicles, at periodic intervals one. The relationship-building between along the roadway. The second phase of the agencies was one of the most time consuming project included the final design and activities to get TRANS COM up and running. construction of the initial stage of the system Officials initiated TRANSCOM on a limited as a 29 kilometer operational field test along basis at first. This was necessary to prove the sections of the New York State Thruway and worthiness of the TRANSCOM concept. the Garden State Parkway. Once established, officials then had the funding and administrative support required to The executive and steering committees are operate 24 hours per day. It appears that looking at a number of issues relating to future continuity of members of the steering TRANSCOM operations. TRANSCOM will committee is seen a key reason for the continue to pursue research and testing of ongoing success of TRANS COM. advanced technologies to help the region more effectively manage travel in the congested northeast corridor. The TRANSMIT system 7.13 1-95 CORRIDOR COALITION is an example of such a technology application. The development of a The 1-95 Corridor Coalition is a partnership of computerized Information Exchange Network the major public and private transportation (lEN) to automate the information retrieval agencies which serve the Northeast Corridor and dissemination process (an objective of the of the United States. The mission of the 1-95 Coalition) is another example. Coalition is to:

TRANSCOM operations are fully funded by Work cooperatively to improve its member agencies. This funding consists of mobility, safety, environmental quality both monetary contributions as well as in kind and efficiency of interregional travel services (such as providing operators to staff in the Northeast through real-time the OIC). Base operations for TRANSCOM communication and operational currently average about $2.1 million per year. management of the transportation Federal participation in TRANSCOM to date system. In doing so, the Coalition will has been for the purchase of technology seek to establish an economically hardware to implement in the corridor (i.e., beneficial, multi-modal framework for TRANSMIT, certain VMS and HAR systems, early implementation of appropriate etc.). Through fiscal year 1995, federal ITS technology. involvement in TRANSCOM projects totaled $17.1 million. To initiate the coordination of transportation service across jurisdictional lines, the major TRANSCOM has proved to be an extremely transportation agencies in the Northeast joined successful venture, winning numerous to form the 1-95 Corridor Coalition. Included achievement awards from various in the Coalition are each of 12 Departments of organizations and becoming a nationally Transportation in the Corridor stretching from recognized tested for ITS technologies in a Maine to Virginia, 12 toll authorities that multi-jurisdictional environment. Even so, operate major facilities within the corridor, the officials of TRANSCOM acknowledge that transportation departments of Washington,

7-22 Incident Management in the United States: A State-of the-Practice Review

Lane Control Signals Commercial Radio

The lane control signal (LCS) is a dynamic Commercial radio stations in most large U.S. traffic control device that conveys lane use cities broadcast traffic and incident reports and lane status information to drivers. At during the morning and evening peak periods incidents, transportation management as a service to their listeners. While agencies can activate these devices to direct commercial radio has the potential to reach a upstream drivers away from blocked lanes. great percentage of the driving population, Figure 6-5 shows a typical freeway lane information dissemination by this approach control signal. has several major disadvantages. Commercial radio stations can only broadcast traffic reports when programming schedules permit, causing considerable time delays between when the incident occurs and when it is reported by the media. Often, many incidents go unreported or are cleared by the time they are reported by commercial radio. Transportation and emergency management agencies can address many of the above limitations by improving coordination with the private traffic reporting services that contract with commercial radio stations to provide incident reports. For instance, the Figure 6-5. Example of Lane accuracy and timeliness of incident reports Control Signals (13) will improve if the private reporting services are permitted to place staff in the citywide Operation of LCS is based on the use of transportation management center. symbols that define the status of downstream traffic conditions. Standard LCS symbols Dynamic Route Guidance along with their meanings are as follows:(60) Recent ITS research and development efforts • Steady Downward Green Arrow - the have produced new technologies for motorist can continue to travel in the lane providing real-time route guidance to covered by the signal as it is free and clear. motorists. Such systems provide motorists • Steady Yellow X - the motorist should with continuous access to travel and prepare to vacate the lane covered by the navigational information based on the real­ signal as the lane will shortly be closed. time traffic conditions along the desired • Steady Red X - the motorist should vacate travel route. This information is conveyed to the lane covered by the signal as it is the motorist through auditory messages and blocked downstream. computer-generated maps displayed on in­ vehicle video terminals. In the event of non­ recurrent incidents, some prototype systems dynamically route motorists to the facilities with the shortest travel time around the

6-12 Chapter 6. Motorist Information

problem area. These prototype systems are provision of real-time traffic information, as the subject of the discussion below. compared to the provision of no traffic or navigational information 'at all, convinced 40 Pathfinder percent more drivers to divert from their planned route as a result of non-recurrent The Pathfinder project of Los Angeles, congestion. Also of importance was the California was the first research effort that finding that 64 percent of the subject drivers evaluated the design and effectiveness of real­ perceived that Pathfinder significantly time in-vehicle information system (IVIS) improved their travel times along their normal technology in the United States. Comprised commuting route. Another notable benefit of of off-the-shelf hardware, elements of this in­ the system was that 56 percent of the vehicle navigation system included computer Pathfinder drivers reported that their typical equipment and radio communications commute was less stressful as a result of the hardware located in the trunk of the vehicle, information provided by the system. Overall, a monochrome display screen mounted on the the Pathfinder evaluation demonstrated that vehicle's dashboard, and vehicle position real time in-vehicle information system sensors. Navigation and traffic information technology provides meaningful driver was disseminated to the Pathfinder drivers benefits that may also benefit the highway through a graphical map and both audio and network as a whole. text messages, each describing current traffic conditions within the corridor. These real­ Advance time estimates of roadway congestion levels were based on data fused from the following An in-vehicle navigation system was the focus five sources: of the Advanced Driver and Vehicle Advisory Navigation Concept CADV ANCE) operational • Manually entered incident information at test conducted in Chicago in the mid 1990s. the Caltrans Traffic Operations Center The primary objective of the ADVANCE test (TOC). was to demonstrate the feasibility of • Loop volume data collected within the transmitting real-time traffic information from limits of the Santa Monica Freeway a central location to vehicle mounted Corridor. navigational computers that would in tum • Probe vehicle travel time data collected by guide motorists from their origin to their the Pathfinder fleet. destination on the least congested path. This • Simulation data produced by the dynamic route guidance system was based on TRANSYT-7F traffic model. the following four integrated hardware components: The real-time congestion data was transmitted between the Pathfinder vehicles and the TOC • Mobile Navigation Assistant to provide in through a radio communications link at one­ vehicle route guidance information to the minute intervals. driver through auditory and visual cues based on current and projected segment A 1993 report documented the results of the travel-times. Pathfinder operational test. (61) A significant • Traffic Information Center to provide finding of this evaluation was that the centralized computing resources for the

6-13 Incident Management in the United States: A State-ofthe-Practice Review

system at the project office including the TravTek processing, distribution, and archiving of descriptive statistics from the field data The Travel Technology project (TravTek) collected by probe vehicles and fixed loop evaluated the impact and effectiveness of in­ detectors. vehicle navigation and trip planning assistance • Traffic Related Functions algorithms to in Orlando, Florida.(63) The wealth of process probe vehicle and fixed loop data, information and navigation features provided as well as emergency vehicle dispatch to motorist through the TravTek System reports to generate near-term estimates included: and predictions of travel time along specified links. • A data base of local information (e.g., • Radio Frequency Communications to hotels, restaurants, electronic teller provide the link that allowed the machines). dissemination of traffic projections and • Navigation assistance. differential GPS position corrections from • Route planning. the Traffic Information Center to up to • Route guidance. 5000 project vehicles in real-time. • Real-time traffic information. • Location assistance. In 1995, the Northwestern University Transportation Center evaluated the real-time Dissemination and exchange of traffic dynamic route guidance feature of the information in the TravTek system was ADV ANCE concept on five arterial street accomplished through the following three origin-destination pairs in northwest component system: Chicago.(62) The field study was based on data collected by the drivers of three yoked • 100 TravTek Vehicles driven by both vehicles, two of which followed the routes tourists and local users. suggested by the Mobile Navigation Assistant • The Orlando Traffic Management based on real-time traffic conditions and the Center (TMC) operated by the Florida third which followed the normal route Department of Transportation. between the origin and destination. Real-time • The TravTek Information and Services traffic information, during this study, was Center (TISC) operated by the American generated by a fleet of 18 probe vehicles Automobile Association and covering driven on routes designed to provide coverage 3100 km2 of metropolitan Orlando. for all arterial street segments linking the origin-destination (0-0) pairs. The results of Each of the TravTek vehicles were equipped this field study were somewhat conflicting as with a two-way communications link to the dynamic route guidance was found to produce TMC and hand-free cellular phone link to the statistically significant shorter mean travel TISC. The TravTek vehicles received times on only 2 of the 5 0-0 pairs. Pooled broadcasts of information from the TMC, at results across all the 0-0 pairs did, however, one-minute intervals at which time they would show that motorists assisted by dynamic route transmit their geographic position and travel guidance experienced a statistically significant time for any eligible traffic links that they may 4 percent time savings. have traversed since the last transmission. An inherent feature ofal! the TravTek subsystems

6-14 Chapter 6. Motorist Information was automated data collection for evaluation TravTek system for approximately 40 percent reporting. and 80 percent of their trips respectively. The yoked driver study divulged that in-vehicle A comprehensive evaluation of the TravTek access to real-time traffic information and system was conducted in a 3100 km2 area of dynamic route guidance allowed motorists to Orlando, Florida. As illustrated in Figure 6-6, successfully avoid non-recurrent congestion, computer simulation of driver behavior with but did not reduce their travel times because and without TravTek demonstrates that in­ drivers had to take longer routes on lower vehicle travel assistance can greatly improve class roadways to avoid congestion. traffic efficiency and reduce vehicle Marketing analysis disclosed that the emissions. Field observations revealed that motoring public would be willing to pay up to local and out of town participants used the $900 for an in-vehicle TravTek system.

Accidents

Em issions

Fuel Consum pt ion

Wrong Turns

Vehicle Stops

T ra vel Distance

TravelTime

0% 5% 10% 15% 20% 25% 30% 35% 40% Percent Reduction

Figure 6-6. Projected Benefits of the TravTek System(63)

6-15 ( '1W/J(l'1" - ('asc ,'.'fllt/in

CHAPTER 7. CASE STUDIES

Figure 7-\. Traffic Control Center

7. I I" I1H) () l (T I 0'\ IL \\ntkll Rl'j,(lrt "ll llh.' "Uk-(ll­ tile-i>ractlL'l' Ik\L·I('I'.1 I r;,-"-'\\.l\ 1 hlllllg.1 I\,'(,-'Ill 1'1 1\\ '\-'!','il:',lr,-'d I'nllL'lt l(1 \L1I1Ll~L'IllClll II.II1~lh""k I L'"kr:11 dL'\L'I(lj' .1 1 r,-'L'\\~I\ \LIILlc",'llh.'llt 1 I.II1l1 [>\1(1 k , Iligh\\C\\\dlllllll ... l:,lli,lll ,111L' LI~k 111\"j\L'd L'(1lldll~'IIIc' L'.I'L· ~llllIIL'~ (11' COlltracl 1)1111(,1-\)"-( ,'1111:-';-; \ .lrlPlh I!kl,k-Ill 111~lIl.lc''-·!lL·lll l'r(lgl'~lIlh J:lllllCln I \)\)11 ~lr\lUlld tile I " I (11' till" !'I"IL·(!. lllL' I'L·"e,II'\.'1l [(':1111 lPlhILk'lL',1 ... 1[(' \ I,ll, ,1I1ll lL'kpll()IIL' 1I1kn IC\\" ["I IlllrkL'll L'\I'I:II~ ,'I l'r(lp(hL',1 ,'rCL'\\d\ Ill.1I1clgCI11CI1l '.'L·IlLT... 1 h(' PlIl'j'(l"e \)1 thL· ... L· "itt.,' \ l"'ll ... Jild llllL'P :,-'\\, \\.1 ... III rL'\ iL'\\ Ihc ('he';:lpL':lkc Illgl1\\.I\ \J\ 1,(11'\ 1\,'lllIIL.' lhe ClilTClll I'LI(li(L'" dlhl 1'1' lCL'dllrL'" lI~L'd h\ Iralfic ((,11-\1\ I) hC::-'.1I1 Il!'",r:lli(l11 III Ill<..' \ drl()lh tUlhl'(lrtati,lll :lgL·lkl<..· ... .llid \)l'erLltlll~ rnid-l L)~W'" d'; cll1 1I1l1,k11l Ill,lIldgLllll.'lll

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7-1 Incident Management in the United States: A State-of-the-Practice Review

standstill, and multi-hour backups were commonplace during the weekends. Much of this congestion was caused by breakdowns and accidents. To combat this problem, the "Reach the Beach" program as initiated as a means of clearing incidents quickly and encouraging motorists to travel during Intcgration Corc Group off-peak periods.

In 1989, the system was expanded to Figure 7-1. Administrative Structure of incorporate the Baltimore-Washington the CHART Program Corridor with the implementation of a rapid removal policy to clear incidents from the responsible for providing the overall policy travel lanes and the assignment of an MSP and direction for the CHART program. It liaison officer to the SHA Office of Traffic consists of senior technical and operational and Safety headquarters. As the program personnel from the SHA, MSP, the Maryland grew statewide and became known as Transportation Authority (MdTA), Federal CHART, the program's incident management Highway Administration, and local capabilities grew to include roving service governments. The committee meets on a patrols during peak-hours, fully-equipped monthly basis. emergency response vans, variable message The CHART Board was created to provide signs (VMSs) and traveler advisory radio team-based leadership that cuts across (TAR). The MSP and SHA created joint traditional organizational and functional lines. Traffic Operations Centers (TOCs) located The Board is chaired by the SHA' s Chief within MSP barracks, one near Washington, Engineer and is composed of senior managers D.C., and the other near Baltimore. from Traffic, Maintenance, and Districts from SHA, as well as the MSP and the MdT A. The Recently, SHA finished construction of their Board generally meets twice a month to Statewide Operations Center (SOC). The address the day-to-day problems of operating center was designed as a standalone facility the CHART system (e.g., budget, personnel, which is capable of monitoring and managing procurement, etc.). traffic situations and incidents throughout the state. It is staffed 24 hours a day, seven days Two groups have been formed to assist the a week, and serves as the central command CHART Board: the Integration Core Group center for operating the surveillance systems and the SOC Technical and Operations Team. located throughout the state and for The Integration Group consists of twelve dispatching emergency response units to the senior technical managers from SHA and scene of reported incidents. MdT A. The group was originally formed to ensure rigorous systems integration, but has One of the unique features about the CHART taken on program-wide technical and systems program is the amount of interagency integration support roles. The SOC Team is cooperation that has been generated.(64) The responsible for the day-to-day operation of the organization structure for CHART is shown in SOc. Although the SOC Team comprises Figure 7-1. The Steering Committee is SHA employees, they work closely with

7-2 Chapter 7. Case Studies

MdTA and MSP, in addition to other incident through a system of approximately 45 management related entities. permanent variable message signs (VMSs) and 25 traveler advisory radio (TAR) stations. Currently, the CHART system provides Most of the VMSs are hybrid surveillance, control, and incident flip-disc/light-emitting technologies. All of management on approximately 603 kilometers the TAR stations are monopole lOW systems, of freeway and 274 kilometers of arterials with several frequencies being used throughout the state of Maryland. (depending upon geographic location). Surveillance throughout most of the CHART system is achieved primarily by roving service To keep pace with a new and widely patrols, MSP patrols, cellular call-ins, and expanding system and to reduce the costs 911 calls; however, some automatic sensing is associated with operating a communications performed. Traffic data is collected from more system, the SHA and the Maryland than 1600 loop detectors throughout the state Department of General Services (DGS) have of Maryland. The spacing of these loops jointly developed the Communication varies from 0.8 to 2.4 kilometers, depending Resource Sharing Program (CRS). The CRS upon the geographic area and demand on each uses public/private ventures to expand the facility. In addition, SHA obtains travel communication infrastructure. Under this speed data from approximately 30 loop and program, private communication companies more than 100 radar speed monitoring can install communications mediums within locations. The radar detectors are mounted on the SHA right-of-way in exchange for sign and bridge supports and are spaced at communications capacity for SHA and DGS roughly 1.6 kilometer intervals (between use. As a result of the program, SHA interchanges). The decision to use widebeam currently owns 40 strands of fiber optic cable radar stemmed from the need to gain real-time that was provided by MCI traffic flow information (average speed) in a Telecommunication, Inc. to link field devices short time frame for a reasonable cost. Using with the SOc. Using these public/private radar detectors has allowed SHA to monitor ventures, SHA hopes to eventually eliminate the majority of congested areas for less than the need for leased telephone lines. $3 million. The SOC is staffed by a minimum of two In addition to these detection devices, SHA is operators plus an operations supervisor. An using CCTV cameras to provide surveillance MSP Trooper is also on-duty at the SOC at key locations throughout the state. In order during peak periods. The SOC also serves as to facilitate installation statewide and improve the communications hub for all the traffic the ability to share information among management activities in the state. Radio different locations statewide, SHA is using a links with local police, fire and rescue, and leased T -I telephone circuit to transmit video. media aircraft are available from the SOC. A At most sites, multiple cameras are linked to broadcast fax for local media and a a field hub, and multiplexed onto the T-l "media-only" database that can be accessed circuit for transmission to the SOc. via a modem provides local press with real-time information (both data and video) on Information about incidents and traffic conditions in the system. During crisis congestion is disseminated to motorists situations, the SOC also functions as the

7-3 Incident Management in the United States: A State-of the-Practice Review

Totom lako

Klrfdand

Bellevue

Current Traffic Factoria Trends ~.aener ~worse

Figure 6-2. Screen Shot from the Seattle Traffic Information Television Station

Table 6-3. Reasons Given for Calling the Boston SmarTraveler Hot-line(S2) Reasons for Calling Land-Line NYNEX Bad Weather 57% 56% When Anticipating Congestion 52% 71% When Time is Critical 25% 30% Particular Time of Day 22% 35% When Running Late 20% 25% When I Have Access to a Phone 15% 20% When I See Congestion 13% 46% When Using the MBTA (transit system) 5% 3% Other 13% 8%

6-6 Chapter 6. Motorist Information

Personal Data Assistants diversion strategies around reported non­ recurrent congestion problems. Other Currently, the most sophisticated technology incident management features offered by the for delivering pre-trip traveler information is Project NorthStar system include position the personal data assistant (PDA). The enhanced cellular 911 and roadside assistance objective of the on-going Houston Smart cellular hot-lines. Commuter project is to demonstrate the effectiveness of PDAs in delivering real-time Kiosks traffic information to motorists in their homes, offices, and vehicles .(53) The SmartCommuter Similar in appearance to automated teller project will provide participants with a Sony machines, kiosks are stand-alone computer MagicLink PDA capable of providing real­ systems placed at highly visible locations to time traffic information, HOV lane deliver pre-trip traveler information to information, and bus schedules. The system motorists. Comprised of a computer and will continuously update information stored communications equipment, video displays, on the PDA through an FM radio sub­ and input devices, the systems are typically frequency link to the Houston transportation mounted within stand-alone cabinets, in management center. Upon completion of the walls, or on counter tops and placed at a operational test, the system will be evaluated variety of public locations such as: based on its effectiveness in encouraging temporal, modal, and route shifts in travel • Hotels. patterns. Daily trip diaries completed by both • Restaurants. the subject and control groups will support • Airports. this evaluation. • Gas stations. • Retail establishments Pagers, E-mail, and Fax Machines Visibility is the key element of success for While effective, telephone hotlines, cable traveler information kiosks. Many kiosks television, personal data assistants, and implemented in the U.S. have not been well computers require activation from users utilized because their location prohibits them before dissemination of traveler information from drawing maximum motorist attention can commence. Project NorthStar, a and reaching their intended market.(55) demonstration project underway in New York City, aims to eliminate this limitation by providing motorists with personalized 6.3 EN ROUTE INFORMATION incident alerts.(54) Upon detection of incidents on routes pre-selected by Project While beneficial, pre-trip traveler information NorthStar subscribers, customer service systems can not provide alerts to incidents representatives at the system's control center that occur after trip departure. En route will send machine-generated incident alerts to traveler information systems address this customers over paging networks, fax shortcoming by providing motorists with real machines, e-mail, and cellular telephones. If time on-roadway and/or in-vehicle traffic desired, the customers can call service center reports. Typical functions provided by en representatives to get detailed information on route traveler information systems 'include:

6-7 Incident Management in the United States: A State-of the-Practice Review

• Informing motorists of varying traffic, Changeable Message Signs roadway, and environmental conditions. • Providing specific information relative to Changeable message signs (CMS) provide the the location and delays associated with most fundamental method for disseminating incidents. traffic-related information from the roadside. • Advising motorists on detour routes As illustrated in Figure 6-3, CMS use words, because of construction or roadway numbers, and symbols to convey traffic closure. reports to passing motorists in near real-time. • Suggesting alternate routes to avoid Deployment of the signs normally consists congestion. either of permanent installations at strategic • Reassuring drivers on unfamiliar alternate locations upstream of major interchanges or routes. portable units affixed to trailers or specialized • Redirecting diverted drivers back to the incident response vehicles. Control of CMS roadway. typically occurs either on scene through the sign controller or remotely through interconnections with traffic control centers. Table 6-4 identifies as well as summarizes the advantages and disadvantages of the different types of CMS technologies available.{J3)

Figure 6-3. Examples of Changeable Message Signs(13)

6-8 Chapter 6. Motorist Information

T a hI e 64- . Ad van t ages an d D"lsa d vantages 0 fCMST ec h no ogles" (13) Type Advantages I Disadvantages Light Reflecting Signs

• Fo[dout Simple operation. Limited capacity (l or 2 messages).

Can conform to MUTCD regulatory Higher potential for environmental and warning sign principles. and mechanical failures.

• Scroll Simple operation. Limited capacity (8 to [2 messages).

Can conform to MUTCD regulatory Time to change messages may be and warning signing principles. significant.

• Rotation Drum Simple operation. Limited character size.

Can conform to MUTCD regulatory Limited message capabilities (but and warning signing principles. more than fold-out or scroll).

• Disk Matrix Tota[ message display flexibility. Visibility typically [ower than similar size light-emitting matrix signs. Wider angle of legibility than fiberoptic or LED signs. Disks sometimes stick or fail prematurely due to excessive dirt or Low power consumption relative to moisture. light emitting signs. Illumination is required at night, sometimes causing glare or blurring problems.

Hybrid Signs

• Disk Matrix with Some energy conservation (Iight- Use of LED technology limited to date Fiberoptics or LEOs emitting technology is turned off in (long-term performance not known). daytime conditions) More complex operation (maintenance Eliminates need for nighttime may be more costly). illumination of the sign.

• Combined Static Portions of sign can conform to Static portions of sign limits message MUTCD regulatory and warning flexibility . signing principles. Light-emitting technology may wash Some cost savings is possible relative out static portions of sign if too bright. to full-matrix signs.

6-9 Incident Management in the United States: A State-of the-Practice Review

Table 6-4. (Continued) Advantages and Disadvantages of CMS Technologies(13) Type I Advantages I Disadvantages Light-Emitting Signs

• Neon Simple operation. Limited message capacity.

Requires a fairly large sign for even moderate sized messages.

Current designs do not allow for nighttime dimming.

• Lamp (Incandescent) Simple, proven operation. Continuous energy supply required to Matrix display message. High target value. High operation and maintenance costs Message flexibility. (energy, bulb replacement).

• fixed Grid Fiberoptic Low power usage. Narrow cone of vision.

Can display symbols and messages. Limited message capacity.

• Shuttered Matrix Simple operation. Narrow cone of vision. Fiberoptic Message flexibility. Mechanical component (shutters) increases potential maintenance costs. Low failure rates reported.

• Fixed Grid LED Low power usage. Narrow cone of vision.

Solid state devices (no bulbs). Limited message capability.

Reported reliability of LED lamps is Intensity adversely affected by high very high. tern peratures.

Long-term performance not known.

Super-bright LED lamps must be used for adequate daytime visibility.

• Matrix LED Low power usage. Narrow cone of vision.

Solid state devices (no bulbs). Intensity adversely affected by high temperatures. Reported reliability of LED lamps is very high. Long-term performance not known.

Super-bright LED lamps must be used for adequate daytime visibility.

6-10 Chapter 6 Motorist In/ormation

Portable Traffic Alallagemellt System

Application of ad\'anced traffic management technologies is often appropriate in construction zones and at periodic special events, The Minnesota Department of Transportation (MnDOT) has developed a fully portable traffic management system for such uses,I'()) The system consists of a solar powered CCTV camera, image processing system, traffic signal and changeable message sign all mounted on a moveable trailer to allow for quick setup and relocation of the equipment. Data is transmitted to/from these devices via a spread-spectrum radio link to a nearby field control center. Test applications of the portable system have prmen successful Figure 6-4. Truck-mounted at special e\'ents throughout the Minneapolis Highway Advisory Radio area, Unit (12)

Highway Advisory Radio A major advantage of liAR over CMS is that Ilighway Llch'isory radio is another means of cOI1\'eyed information is in audio rather than pru\'iding motorists \\ith ell route trartic visual form. This prevents visual information reports and incIdent in/(Jrmation, As overload and alloy"s the dissemination u!' illustrated in Figure 6--L I !:\R systems longer and more complex messages,I'7) i'vlajur consist of 10\\ po\\ercd portahle or fixed disadvantages of lIAR are the requirements radio stations that hroadcast incident of advance notification signing and user messages Oil designated A:-"1 or FM action to activate and tunc the radio tll the frequencies, The systems are supplemented appropriate frequency Automated high\\a:­ with roadside signs that instruct motorists to ad\'isory radio (AHAR) systems have been tUlle their radio to the specific frequency proposed to eliminate the above limitations. carrying the broadcast message, l fsually, the These advanced s\stems emit special hroadcast information is in the form ora pre­ electronic notification signals that recorded message. but voice synthesized and automaticallv activate and tune in-vehicle Ii ve messages may also he broadcast. radio systems to the appropriate frequency. Message transmissions can he controlled The Federal Highway Administration either on-site or from a remote location (H1W A) sponsored prototype development through telephone ur radio interconnects. A and pilot testing of ,\(-(AR systems in the license from the I'ederal Communications early 1980's, but wide scale implementation Commission is required tll operate lIAR has heen hindered by difficulties in producing systems at pov,er Ie\els greater than 10 watts, and marketing a recei vcr with a price range acceptable to motorists,I',~ '''I

6-11 Chapter 7. Case Studies

D.C. and New York City, and USDOT Coalition. representation (FHWA, FRA, FTA, USDOT Office of Intermodalism). In addition, the The coalition achieved the following Coalition also includes AMTRAK, milestones during the first two years of TRANSCOM, the ATA Foundation, the operation: National Private Truck Council, the American Bus Association, the AAA Foundation for • TRANSCOM is serving as the first phase Safety, and ITS America. communications center for the Corridor. receiving approximately $75K1year for The vision of the Coalition is for the providers this effort. The member agencies have of transportation services along the 1-95 already benefitted from the process by Corridor--from Richmond, Virginia to which operating agencies share Portland, Maine--to establish the necessary information on severe incidents and real-time communication links so that weather emergencies which have an collectively--as individual entities and as a interregional effect on transportation. coordinated team--they might operate their • Four working groups were established and part of the system on a real-time basis using have produced a corridor-wide incident ITS technology for the benefit of their travel management guide, arranged for the customer in the corridor. The vision of the exchange of construction and major event coalition is customer driven, focusing on information, developed an electronic-mail communication with customers and with each system for technology-transfer among other. This vision emphasizes the idea that members, determined the "user" needs of the Coalition members must intervene in a the Corridor, and held a highly-successful coordinated effort in the real-time operation of public/private partnerships workshop their part of the total system. including more than 100 private compames. The Coalition established an organization • A 5-year Business Plan was developed which is managed by an Executive Board and and is continually being updated, a Steering Committee, with specific tasks providing the framework from which the performed by working groups. The Executive Coalition will operate. There are 21 Board comprises the Chief Administrative projects defined in the plan. These Officers of the member agencies while the projects supplement, add value to, and tie Steering Committee is made up of senior together individual member programs. technical and policy staff persons from each While the 21 projects are defined in agency. Working groups are built around key general terms, 10 projects have been staff members having appropriate specifically defined, and were adopted as responsibility and experience in focus areas first-year projects: such as incident management, internal • The Information Exchange Network is a communications, functional needs, dedicated electronic information exchange privatization, liaison, and organizational system. The system includes work issues. In addition, a highly competent team stations for each agency with data and of consultants has been brought on board, to graphic displays, potential video insertion, provide further technical depth as well as and the capability of an automatic alerting assist with the everyday activities of the system.

7-23 Incident Management in the United States: A State-of-the-Practice Review

• The Incident Management project is aimed recommendations that will be developed at developing standard operating by several FHWA-SPONSORED CVO procedures for major incident notification studies. and fixed-action notification procedures • Small sample surveys of various users will such as construction, maintenance, and be conducted in the Traveler Information special events. The guidelines will Service Project to quantify their perceived identify those types of accidents or needs concerning information and other incidents that reqUire multi-agency traveler assistance. Users include long response and the procedures to be used in distance commuters, intercity business the field to coordinate on-site activities. travelers, and recreational travelers. • The Coordinated VMSIHAR System • The Intermodal Outreach and Information project coordinates the use of variable Exchange project defines where message SIgns (VMS) and highway coordination between the current Coalition advisory radio (HAR) which are tools agenCIes and other modes of common to a number of the operating transportation IS most important and agenCIes. This project would provide a establishes satisfactory mechanisms to deployment strategy for corridor-wide ensure appropriate and timely exchange of communications, 24 hours a day, seven information. The project would identify days per week, utilizing consistent intermodal exchange opportunities, define messages and guidelines. sources of this information, and evaluate • The Surveillance Requirements- the required intermodallinkages. Technology project IS focusing on • Two additional first year projects are User determining conditions on the Needs and Marketability and Consultant transportation network and getting this Support Services. information into the Coalition's Information Exchange System as quickly The Coalition is currently formulating its as possible. The initial part of the project future direction and structure. The lEN was includes a needs analysis of agency originally envisioned to be the only requirements concerning detection and coordinating mechanism required for surveillance, and the development of Coalition operations. However, it is possible several operational tests to be later that two or three regional centers may advertised. A compamon project, develop, housed in other programs (such as Public/Private Sector Outreach. IS the TRANSCOM organization III New focusing on providing information to the York/New Jersey/Connecticut), to further users/customers of the Coalition's coordinate the flow of travel information up transportation member agencies. This will and down the Northeast corridor. be a multi-year activity with the first phase related to determining the existing traveler FHWA provided initial staffing support and information services available and how federally funded "seed" money of more than effective they are in satisfying user needs. $500,000 in 1993. This funding was for the • The Commercial Vehicle Operations purpose of getting the Coalition on its feet by project will determine the information providing for staffing/consultant resources, needs for truckers along the Northeast and assisting in the definition of mission, Corridor, as well as coordinate the objectives and the business plan.

7-24 Chapter 7. Case Studies

Congress earmarked $10.5 million in the 1993 Transit Authority (METRO), the City of ITS Operational Test fund for first year Houston, and Harris County. The system will projects. Congress further earmarked $1 utilize inductive loop detectors, closed-circuit million in the 1991 Operational Test fund, television, video imaging, and automatic which along with additional FHWA vehicle identification (A VI) technologies to discretionary funds, provides the resources for monitor traffic conditions throughout the carrying-out the second-year program. A freeway network: variable message signs Funding Task Force was formed, with (VMS), lane control signals (LCS), highway membership from both the Executive Board advisory radio (HAR), cable access television, and Steering Committee. The task force and information kiosks to communicate with developed a proposal, which has been motorists; and ramp meters, traffic responsive approved by the FHWA, depicting how signal systems, and automatic concrete Federal funds would be spent for an' median barrier gates to control and manage organization consisting of 25 plus agencies, traffic operations during incident and recurrent including matching requirements and congestion. disadvantaged business enterprise goals. The development ofTRANSTAR has been a Because of the criticality and interdependence multi-year, multi-stage effort that began with of transportation facility operations in the the initiation of a freeway motorist assistance northeast corridor, various agencies in the patrol (MAP) in 1989. This patrol operated corridor were operating in an ad-hoc manner between 6:00 a.m. and 10:00 p.m. weekdays. for several years prior to the official formation Additional functions and capabilities have of the Coalition. The increased emphasis on steadily been added to the system since that mobility and the federal funding that has been time. Table 7-1 summarizes the growth of the provided has focused increased attention on transportation management capabilities in the the efforts of the Coalition. Even so, it is still regIOn. the relationship building and trust between agencies that ultimately decides the The initial center, that only housed the MAP effectiveness of the Coalition. operations, was a small office at the TxDOT District headquarters. In contrast, the traffic management center recently built to house 7.14 HOUSTON, TEXAS TRANSTAR (beginning in 1996) totals 4800 2 m • Table 7-2 summarizes the eventual The Houston transportation management expected functions and capabilities of system (recently named TRANSTAR) is a TRANSTAR. multijurisdictional effort designed to combat non-recurrent congestion, minimize the The development and operation of Houston impacts of recurrent congestion, and facilitate TRANSTAR have been a multi-jurisdictional the interagency cooperation required during activity involving TxDOT, METRO, the City major traffic emergencies and special events of Houston, and Harris County. In addition, in the Houston metropolitan area. The transportation officials in Houston have primary players involved in the system are the continually strived for private/public Texas Department of Transportation partnerships to help offset the costs of (TxDOT), the Harris County Metropolitan managing traffic in the region. For example,

7-25 Incident Management in the United States: A State-of-the-Practice Review

Table 7-1. Growth of Houston Traffic Management Capabilities Control Year Room System Functions, Capabilities Size, m2

1989 46 MAP dispatching

1991 167 MAP dispatching, cellular telephone probe travel time monitoring, VMS operations

1993 465 MAP dispatching, A VI travel time monitoring, expanded VMS operations, MAP automatic vehicle location (AVL) monitoring 1996 4800 MAP dispatching and A VL monitoring, A VI monitoring, expanded VMS operations, computerized freeway traffic management system operations

Table 7-2. Eventual Capabilities and Components of Houston TRANSTAR Equipment Installed for Collecting Traffic • Inductive Loop Detectors Information • Closed-Circuit Television • Video Surveillance Cameras • Probe Vehicles (A VI) • Cellular Telephone Access • Video Imaging Equipment Installed for Distributing Traffic • Variable Message Signs Information • Highway Advisory Radio • Media Radio Broadcasts • CB Radio Broadcasts • Cable Television Broadcasts • Personal Computer Modem • Information Kiosks • Telephone - Auto Dial Equipment Installed in Control Center to • Computer Screen Displays Communicate Information to Operators • MAP Graphic Display

7-26 Chapter 7. Case Studies

Table 7-2 (continued). Eventual Capabilities and Components of Houston TRANSTAR Activities and Functions of TRANS TAR • Incident Management Coordination • Special Event Coordination • Media Coordination and Cooperation • Traveler Information Services • Video Surveillance • Traffic Responsive Signal Control • Freeway Ramp Metering • Integrated Traffic and Transit Operations • Integrated Police/Fire Dispatching • HOV System Coordination and Cooperation • Emergency Response Vehicle Management

although the MAP program is funded technology) on most of the freeway facilities primarily by METRO and TxDOT, the in the region, and has closed-circuit television Houston Automobile Dealers Association cameras installed at 50 locations to monitor (HADA) provides the specially-equipped vans traffic conditions and to identify incidents. used to patrol the freeways. In addition, a TxDOT is operating about 50 VMS to inform local cellular telephone company provides motorists of travel delays and problem cellular telephones for the vans and a free locations. Two traffic reporting agencies have hotline number that motorists can call to personnel housed in the traffic management report the location of stalled vehicles to the center to receive traffic information and MAP dispatcher. facilitate its dissemination to motorists via commercial radio and television reports. The The ability to share costs among member MAP program continues to be particularly agencies and with the private sector in the successful, assisting more than 11,000 region has not been without its problems. The stranded motorists per year in the region. involvement of many agencies, each with different objectives and operating protocols, Communication between member agencies is has lengthened the design and implementation facilitated by the presence of each at the process for many of the TRANSTAR system control center. Operators and dispatchers from components significantly_ Also, TxDOT the various agencies can discuss strategies that reportedly will have to pursue operation and are mutually satisfactory. However, the maintenance funding for its portion of responsibility of control of each agency's TRANSTAR on a yearly basis, competing for equipment rests strictly with the operator from funds with the other projects and sections in that agency. Other agencies do not make the Department. decisions nor implement actions using other agency's equipment without their full At the present time, TRANSTAR is receiving cooperation. travel time information from an A VI system (using electronic toll and traffic management TRANST AR IS considering using video

7-27 Incident Management in the United States: A State-of-the-Practice Review imaging to monitor traffic conditions on the City of Houston, and Harris County. A certain elevated freeway sections around the cost sharing formula is being devised to downtown area instead of cutting loops into apportion the cost of operations ofthe control the pavement. Also, existing traffic center to the member agencies. Operations and management and control operations are maintenance costs currently average about scheduled for significant expansion. Plans are $1.4 million per year. As previously stated, to have extensive CCTV (more than 160 the TxDOT portion of the operational and cameras total) and VMS (more than 120 signs maintenance costs (estimated to be total) coverage within the next few years. An approximately $400,000 per year) will HAR system is currently in the compete for funds with other TxDOT projects planning/design phase, as are efforts to on a year to year basis. establish procedures to make the A VI travel time information available to local cable TV Officials mentioned several times that trying companies for dissemination on government to incorporate the many different views and access television. objectives of various agencies during transportation management center design and Efforts are also underway to make the A VI construction was much more time consuming travel time information directly accessible to than they had anticipated. In retrospect, it the private sector. One local trucking may have been more efficient to have one company in Houston has requested permission agency take on the full financial burden and to download the A VI data from TRANSTAR effort to construct the facility, and then work via a telephone modem. They hope to better to get the other agencies involved and manage their fleet operations with the coordinated. Also, the amount of time real-time travel time they obtain. actually spent in multi-jurisdiction relationship-building and coordination was TRANSTAR is funded by METRO, TxDOT, much greater than originally anticipated.

7-28 Chapter 8. Suggested Readings

CHAPTER 8. SUGGESTED READINGS

This chapter provides a list of valuable Carvell, J., K. Balke, J. Ullman, K. references that have information on freeway Fitzpatrick, L. Nowlin,and C. Brehmer. incident management in the U.S. These Freeway Management Handbook. FHWA­ references were the key documents used in SA-97-064. Federal Highway developing this report. Included are Administration. Washington, DC. August descriptions of each reference document along 1997. with information about how to obtain the document. Reference handbook published by FHWA in 1997 covering all aspects of freeway Reiss, R. and W. Dunn. Freeway Incident management systems including incident Management Handbook. FHWA-SA-056. management. Specific topics covered in the Federal Highway Administration. handbook include freeway management Washington, DC. July 1991. concepts, surveillance technologies, lane use control, ramp control, high occupancy vehicle Reference handbook published by FHWA in (HOV) concepts, information dissemination 1991. Aimed at transportation and emergency technologies, incident management, control management officials, the handbook describes centers, and communications technologies. the impact of incidents on traffic flow and defines the incident management process as a In addition to identifying state-of-the-art six step procedure consisting of detection, technologies, the handbook recommends a verification, response, removal, traffic process to assist with the initial management, and information to motorists. implementation and continuous update of a The handbook also identifies strategies that freeway management system. The have been implemented in North America to recommended process closely follow the enhance incident management operations and systems approach to decision making and recommends techniques for the financing, includes detailed support for problem evaluation, and promotion of a regional definition, establishing institutional incident management program. frameworks, building coalitions, establishing goals and objectives, establishing performance The FHW A has funded a project to criteria, defining functional requirements, completely revise this handbook, including defining system architecture, screening incorporation of recent advances in ITS technologies, developing deployment plans, technologies. The anticipated publication date implementing system components, and of the updated handbook is sometime in 1998. evaluating system performance.

The 1990 edition of the Freeway Incident The current edition of the Freeway Management Handbook is available through Management Handbook is available free of the National Technical Information Service charge over the Internet at the following for $70. To order, call (703) 487-4650 or fax address http://www.ota.fhwa.dot.gov/pubs/. a request to (703)321-8547. Contact the National Technical Information

8-1 Incident Management in the United States: A State-of-the-Practice Review

Service at (703) 487-4650 to request a printed Report published by the Texas Transportation version of the handbook. Institute in 1994 to recommend guidelines for major freeway incident response systems. Mannering, F., M. Hallenbeck, and J. The report identifies specific strategies and Koehne. Framework for Developing technologies to enhance interagency Incident Management Systems. W A-RD coordination and improve overall incident 224.1. Washington State Transportation management procedures. Implementation Center. Seattle, Washington. August 1991. guidelines recommended by the report include establishing multi-agency consensus, Document published by the University of identifying common incident classifications, Washington in 1991 to provide guidance to establishing interagency agreements, agencies wishing to initiate an incident developing interagency communications management program. The report describes protocols, and preplanning for incident numerous incident management technologies response. The report illustrates application of with emphasis on advantages, disadvantages, the guidelines through case studies conducted costs, interagency/jurisdictional issues, in Houston, Austin, and Beaumont, Texas. training requirements, and operational procedures.. Identified strategies are Traffic Management in Response to Major categorized according to a 5 task incident Freeway Incidents (Volumes 1 and 2) are management process consisting of detection, available through Publication Sales of the the response, site management, clearance, and Texas Transportation Institute (Volume 1 is motorist information. The report recommends $28 and Volume 2 is $28). To order, call specific procedures for the initial (409) 845-1734. implementation and continuous improvement of the incident management program. This Roper, D. Freeway Incident Management. guidance follows the system approach to National Cooperative Highway Research decision making and consist of problem Program Synthesis of Highway Practice No. definition, setting goals and objectives, 156. Transportation Research Board, developing alternatives, evaluating National Research Council, Washington, alternatives, implementing system DC, December 1990. components, system re-evaluation, and system refinement. Synthesis of practice report published by the Transportation Research Board in 1990. The To order the Framework for Developing report describes the severity of the incident Incident Management Systems contact the problem and identifies potential solutions in National Technical Information Service at the areas of roadway surveillance, emergency (703) 487-4650. response, interagency coordination, and motorist information. The report also Ogden, M., J. Mounce, D. Middleton, and provides an inventory of incident management G. Ullman. Traffic Management in technologies implemented in metropolitan Response to Major Freeway Incidents. areas across the United States. FHWA/TX-9411345-2F. Texas Transportation Institute. College Station, Freeway Incident Management is available Texas. August 1994. through the Transportation Research Board

8-2 Chapter 8. Suggested Readings

for $10.50. To order, call (202)334-3214 of • Motor Vehicle Lamp Examination fax a request to (202)334-2519. Record (SNl122): $5.00 • Tire Examination Record (N8010): State Accident Report Forms Catalog-1995 $7.50 Update. U.S. Department of • General Vehicle Examination Transportation, National Highway Traffic (SN8084): $7.50 Safety Administration. Report No. DOT • Vehicle Collision Damage Record HS 808 322, December 1995. (SN8085): $7.50

This publication contains a consolidation of Baker, J. Stannard and Lynn B. Fricke. accident report forms used by all states within Traffic Accident Investigation Manual. 9th the U. S. Its purpose is to provide a ed. Northwestern Univ. Traffic Inst., 1986. comparative accident data reference 420 pp. document. This report is updated every two to three years to maintain its timeliness and Definitive volume in the field of traffic relevance. This report may be obtained by accident investigation at the scene and in the contacting the National Highway Traffic technical follow-up stages. It includes Safety Administration at (202) 366-2751. step-by-step procedures for law enforcement officers, attorneys, trainers, and students. FlightWeb Home Page on the Internet Other sections discuss lamp and tire (http://www.flightweb.com/) examination, photogrammetry, and computer applications in vehicle damage analysis. This web page provides links to many other web sites associated with air ambulance The manual is available through the Institute programs. The Air Medical Web Pages link of Transportation Engineers by calling 202- provides access to information about many air 554-8050. Item LP-114. Price: $55.00. ambulance programs in operation around the world. Fricke, Lynn B., et al. Traffic Accident Reconstruction. Northwestern Univ. Traffic Traffic Report Forms Inst., 1990. 450 pp.

The Northwestern University Traffic Institute Provides in-depth coverage of traffic accident has developed forms to be used for vehicle reconstruction, the aim of which is to describe inspection after an accident. These reports the events of the accident. It is the companion may be ordered by calling Judy Moylan, volume to the Traffic Accident Investigation Manager of Product Sales and Independent Manual. Study Programs, at (847) 491-5052. The manual is available through the Institute Forms for a variety of traffic reports are in of Transportation Engineers by calling 202- pads of 100 8 1I2xll sheets. Prices (for 554-8050. Item LP-167. Price: $75.00. quantities of 100) are as follows:

8-3 References

REFERENCES

10 National Highway Traffic Safety 8. Cambridge Systematics, Incident Administration, Overview: Traffic Safety Management. Trucking Research Institute Facts 19960 UoSo Department of ATA Foundation, October 1990. Transportation, Washington DoC., 19970 9. Ulmer, R. et al. Analysis of the 20 Schrank, Do, S. Turner, and To Lomaxo Dismounted Motorist and Road Worker Urban Roadway Congestion - 1982 to Model Pedestrian Regulations, Report No. 1992 Volume 1: Annual Report, Report DOT-HS-806-445. NHTSA. U.S. Noo FHWAlTX-95/1131-7. Texas Department of Transportation, August Transportation Institute, 1995. 1982.

30 Lindley, Jo The Scope of the Incident 100 Ogden, M.A., 1M. Mounce, D.R. Management Problem and the Need for Middleton, and G.L. Ullman. Traffic Incident Managemento FHWAo UoSo Management in Response to Major Department of Transportation, 19930 Freeway Incidents, Volume 1. Report No. FHWAlTX-94/1345-2F. Texas 4. U.S. Department of Transportation, Transportation Institute, August 1994. National Transportation Statistics 1997, Bureau of Transportation Statistics, U.S. 11. Mannering, F., B. Jones, D.H. Garrison, Department of Transportation, 1997. B. Sebranke, L. Janssen, Generation and Assessment of Incident Management 5. Robinson, 1 What's New in Freeway Strategies, Vol. II, Washington State Incident Detection and Response. Transportation Center, January, 1990. Technical Papers from the 1TE Specialty Conferences 1990, 1989, and 1988. 12. Reiss, R.A., and W.M. Dunn. Freeway Institute of Transportation Engineers, pp Incident Management Handbook. Report 244-257. No. FHW A-SA-88-056. FHWA. U.S. Department of Transportation, July 1991. 6. Ontario Ministry of Transportation, Incident Management Project, January 13. Carvell, J. K. Balke, 1 Ullman, K. 1988. Fitzpatrick, L. Nowlin, and C. Brehmer. Freeway Management Handbook Report 7. Gordon R.L., H. Reiss, E. Haenel, C. No. FHWA-SA-97-064. FHWA, U.S. Rynerson, R.L. French, A. Mohaddes, R. Department of Transportation, 1997. Wolcott. Traffic Control Systems Handbook, Report No. FHWA-SA-95- 140 Mannering, F. Mo Hallenbeck, and 1 032. FHWA. U.S. Department of Koehne 0 Framework for Developing Transportation, 1996. Incident Management Systems 0 Report No. WA-RD 22401. Washington State Transportation Center, 1991 0

R-l Incident Management in the United States: A State-of-the-Practice Review

15. Athey, T.H. Systematic Systems Prepared for the 1998 Annual Meeting of Approach, Prentice Hill, Englewood the Transportation Research Board, 1997. Cliffs, NJ, 1992. 25. Hickman, D. Houston's Real-Time 16. Highway Incident Management Briefing Internet Traffic Reporting System. Book. North Carolina Department of Proceedings of the National Data Transportation, June 1996. Acquisition Conference, Volume 1, May 1996. 17. National Architecture for ITS. U.S. Department of Transportation. 26. Sumner, R., R. Smith, J. Kennedy, and J. Washington D.C., 1997. Robinson. Cellular Based Traffic Surveillance - The Washington DC Area 18. Fink, K. and D. Roper. An Analysis of Operational Test. The Proceedings ofthe Incident Management Programs in North 1994 Annual Meeting of IVHS America, America. Graduate Student Papers on Atlanta GA, 1994. Advanced Surface Transportation Systems, Southwest Region University 27. Balke, K.N. An Evaluation of Existing Transportation Center, August, 1993. Incident Detection Algorithms. Report No. FHWAlTX-93/1232-20. Texas 19. Federal Communications Commission. Transportation Institute, College Station, Docket 94-102, 1994. TX, November 1993.

20. Christenson, R. Evaluation of Cellular 28. Deeter, D., N. Lacey, and L. Smith. Call-In Programs for Incident Detection Exploring the Potential Benefits of a and Verification. Southwest University Mayday System: Phase One Results. Transportation Center, 1995. Proceedings ofthe 1996 Annual Meeting ofITS America, 1996. 21. Ullman, G. Status of Motorist Aid Call Box Systems in the U.S. Texas 29. Blatt, A., B. Donnelly, J. Giegel, and A. Transportation Institute, Unpublished Carter,. Implementation of the Draft, April 1997. NHTSAICalspan Automated Collision Notification Field Operational Test Initial 22. Churchill, B. San Diego's Smart Call Box Results and Identification of Critical Field Operational Test Final Report. Deployment Issues. Proceedings of the Proceedings ofthe 1997 Annual Meeting Rural Advanced Technology and ofIVHS America, 1997. Transportation Systems 1997 International Conference, Big Sky 23. Pigman, J.G. Preliminary Evaluation: Montana, August 1997. ARTIMIS Reference Signs. Report No. KTC-95-11, Kentucky Transportation 30. Kelly, lR. Road Weather Information Center, 1995. Systems (RWIS) for IVHS Applications and Improved Maintenance Procedures. 24. Fenno, D. and M. Ogden: Freeway Proceedings ofthe 1997 Annual Meeting Service Patrols: A State of the Practice. ofIVHS America, 1994.

R-2 References

31. Churchill, B. InterCAD: A Regional 39. King, J. In Case of Emergency. ITS Incident Management System. Prepared International, Issue 11, July 1997. for the 1997 Annual Meeting of ITS America, 1997. 40. Incident Command System, Massachusetts State Police, 1990. 32. Churchill, B. and L. Ahacic. Message Oriented Middleware and Its Use in Rural 41. Cellular Telephones For Emergency Mayday Systems. Proceedings of the Incident And Congestion Management: An 1997 Rural Advanced Technology and Evaluation Design, California Highway Transportation Systems International Patrol - Operational Planning Section, Conference, 1997. 1990

33. Virginia Department of Transportation. 42. Linsley, E. Radio Compatibility: A Computer Aided Dispatch System - Technician's View. APCD Bulletin, Project Specific Requirements, 1996. Association of Public-Safety Communication Officials, October 1996. 34. ITS to the Rescue, ITS World, July 1997. 43. Berg, D., B. Legg, and L. Showalter. 35. Ritchie, S.G., and N.A. Prosser. A Real­ Seattle Area Incident Management Time Expert system Approach to Freeway Program, ITE Journal, Institute of Incident Management. 1991 Annual Transportation Engineers, March 1992. Meeting of the Transportation Research Board, Paper No. 910410, Washington, 44. Tanemura, L. Incident Response Guide - DC, January 1991. Field Reference, Washington State Department of Transportation, September 36. Siegfried, R.H. and N. Vaidya. 1991. Automated Incident Management Plan U sing Geographic Information Systems 45. Mounce, J. E. Stokes, R. Brackett, and W. Technology for Traffic Management McCasland. Summary of Traffic Control Centers, Research Report 1928-1F. Texas Guidelines for Major Incident Response, Transportation Institute, College Station, Report No. 410-7F, Texas Transportation TX, July 1993. Institute, 1986.

37.0zbay, K., A. Narayanan, and S. 46. Messer, c.J., D. Prabhakar, and V. Morris. Jonnalagadda. Wide-Area Incident Cost Effectiveness and Energy Benefits of Management Support System (WAIMSS). Dynamic Lane Assignment Signs, 1996 Annual Meeting of the Southwest Region University Transportation Research Board, Transportation Center, May 1994. Washington, DC, January 1996. 47. State Accident Report Forms 38. Freeway Incident Management Plan and Catalog-1995 Update. U.S. Department Procedures, Houston TranStar, 1997. of Transportation, National Highway Traffic Safety Administration. Report No. DOT HS 808 322, December 1995.

R-3 Incident Management in the United States: A State-of-the-Practice Review

48. Sullivan, T. Darcy. "Technical Data Congress on Applications of Transport Collection Following a Highway Traffic Telematics and Intelligent Vehicle­ Accident: Why, When and How". 1992 Highway Systems, 1994. Compendium of Technical Papers. Institute of Transportation Engineers 55. Pohlman, J.M. and Long, T.r. Advanced Annual Meeting. Washington, D.C. 1992. Traveler Information Project Travelink. Proceedings, Third ITS World 49. Jacobson, L.N., B. Legg, and A O'Brien. Conference, Orlando, FL, October 1996. Incident Management Using Total Stations For Collision Investigation. 56. Nookala, M. A Pint, W. Dillingham. Presented at the 7]-'t Annual Meeting of Advance Portable Traffic Management the Transportation Research Board, System Work Zone Operational Test, Washington, DC, 1991. Compendium o/Technical Papers for the 66th ITE Annual Meeting, September 50. Agent, K.R., IA Deacon, J.G. Pigman, 1996. and N. Stamatiadis. Evaluation of Advanced Surveying Technology for 57. Walker, J., E. Alicandri, C. Sedney, and Accident Investigations. Transportation K. Roberts. In-vehicle Navigation Research Record 1485, National Research Devices: Effects on the Safety of Driver Council, 1996. Performance. Report No. FHWA-RD-90- 053. FHWA, U.S. Department of 51. Dudek, C. W.R. McCasland, and E. Transportation, Washington, DC, May Burns. Location, Design, and Operation 1990. of Accident Investigation Sites in Urban Freeway Corridors. Transportation 58. Automatic Audio Signing, Volume I: Research Record 1173, National Research Executive Summary. Report No. Council, Washington D.C. FHWAlRD-82/012. FHWA, U.S. Department of Transportation, Washington, DC, May 1990. 52. Juster, R.D., AP. Wilson, and J.A Wensley. An Evaluation of the 59. Turnage, H.c., R. Hawthrone, and M. SmarTraveler A TIS Operational Test, Birdseye. Automatic Audio Signing Proceedings of the 1994 Annual Meeting Volume II: Prototype Development and ofIVHS America - Volume 1. April, 1994. Prototype Pilot Testing Demonstration Program. Report No. FHWA/RD- 53. Houston Smart Commuter ITS 84/039. FHWA, U.S. Department of Operational Test - FY 1995 Status Report, Transportation, Washington DC, June Texas Transportation Institute, Report 1984. 1985-1,1995. 60. Manual on Uniform Traffic Control 54. Collura, J., H. Goldstein, D. Fisher, A Devices. FHWA, U.S. Department of Szymkowiak. Experience with an Transportation, Washington, DC, 1988. Advanced Traveler Information System 61. Clelland, A., M. Wendtl and , S. Tedesco, Trial Test in the Metropolitan New York F. Mammano, and G. Endo. Evaluation City Area, Proceedings ofthe First World

R-4 References

Results and Lessons Learned from the 68. The Massachusetts ITS Program. Handout Pathfinder Operational Test, Proceeding prepared by the Massachusetts Highway of the 1993 Annual Meeting of IVHS Department. December, 1994. America, April, 1993. 69. P.G. Michalopoulos. Incident Detection 62. Schofer, J., F.S. Koppelman, R.G. Through Video Image Processing. Webster, S. Berka, and T. Pengo Field Applications ofAdvanced Technologies in Test of the Effectiveness of ADVANCE Transportation Engineering. Proceedings Dynamic Route Guidance on a Suburban of the Second International Conference. Arterial Street Network, Northwestern American Society of Civil Engineers, New University Transportation Center, 1996. York, New York, 1991.

63. Inman, V.W. and Peters, J.I. Travtek Global Evaluation and Executive Summary, Report No. FHWA-RD-96-031, United States Department of Transportation, March 1996.

64. S.R. Kuciemba. CHART: Cheasapeake Highway Advisories Routing Traffic. Moving Toward Depolyment. Volume 2. Proceedings of the IVHS American 1994 Annual Meeting. Atlanta, GA, 1994. pp 1020-26.

65. D.G. MacDonald and H.B. Wall, III. The Phoenix Freeway Management System: Setting the Pace in Freeway Traffic Monitoring and Control. First International Conference on Applications of Advanced Technologies in Transportation Engineering, San Diego, California. February 5-8, 1989. pp 390-5.

66. Atlanta ATMS Home Page on the Internet (http://www.dot.state.ga.us/homeoffs/ t_ops. www/).

67. Atlanta To Install First Smart Highway System. Engineering News Review, April 26, 1993.

R-5 Appendix A. Data Reporting Elements for Police Accident Report Forms

APPENDIX A

DATA REPORTING ELEMENTS FOR POLICE ACCIDENT REPORT FORMS

A-I

Appendix A. Data Reporting Elements for Police Accident Report Forms

CRITICAL AUTOMATED DATA 30 - Utility Pole REPORTING ELEMENTS (CADRE) 31 - Other Post 32 - Culvert 1. MANNER OF COLLISION 33 - Curb 34 - Ditch 0- Not Collision with Motor Vehicle 35 - Embankment in Transport 38 - Fence 1 - Rear-End 40 - Mail Box 2 - Head-On 42 - Tree 3 - Rear-to-Rear 43 - Other Fixed Object 4 - Angle 99 - Unknown 5 - Sideswipe, Same Direction 6 - Sideswipe, Opposite Direction 3. RELATION TO ROADWAY 9 - Unknown 1 - On Roadway 2. FIRST HARMFUL EVENT 2 - Shoulder (other than Shoulder within Median or Gore) Noncollision 3 - Median (other than Median within 01 - Overturn Gore) 02 - Fire/Explosion 4 - Outside Shoulder - Left 03 - Immersion 5 - Outside Shoulder - Right 04 - Jackknife 6 - Off Roadway -Location Unknown 07 - Other Noncollision 7 - Gore 8 - Unknown Collision with object not fixed 08 - Pedestrian 4. MAXIMUM SPEED LIMIT 09 - Pedacycle 10 - Railway Train Actual Post Speed Limit 11 - Animal Unknown 12 - Motor Vehicle in Transport 13 - Motor Vehicle in Transport in 5. ROADWAY LINKAGE Other Roadway City 14 - Parked Motor Vehicle County 15 - Other Object (not fixed) State Milepoint Collision with fixed object Trafficway Identifier 20 - Impact Attenuator Route Signing 21 - Bridge/Pier/Abutment Other 22 - Bridge Parapet End 23 - Bridge Rail 6. MOST HARMFUL EVENT 24 - Guardrail Face 25 - Guardrail End Noncollision 26 - Median Barrier 01 - Overturn 27 - Highway Traffic sign Post 02 - FirelExplosion 28 - Overhead Sign Support 03 - Immersion 29 - LuminairelLight Support 04 - Jackknife

A-3 Incident Management in the United States: A State-of-the-Practice Review

07 - Other Noncollision 3 - Unknown

Collision with object not fixed 9. DAMAGED AREAS 08 - Pedestrian 09 - Pedacycle 00 - None 10 - Railway Train 01 - Center Front 11 - Animal 02 - Right Front 12 - Motor Vehicle in Transport 03 - Right Side 13 - Motor Vehicle in Transport in 04 - Right Rear Other Roadway 05 - Center Rear 14 - Parked Motor Vehicle 06 - Left Rear 15 - Other object (not fixed) 07 - Left Side 08 - Left Front Collision with fixed object 09 - Top and Windows 20 - Impact Attenuator 10 - Undercarriage 21 - BridgelPier/Abutment 11 - Total (all areas) 22 - Bridge Parapet End 12 - Other 23 - Bridge Rail 99 - Unknown 24 - Guardrail Face 25 - Guardrail end 10. EXTENT OF DEFORMITY 26 - Median Barrier 0- None 27 - Highway Traffic Sign Post 1 - Very Minor 28 - Overhead Sign Support 2 - Minor 29 - Luminaire/Light Support 3 - Minor/Moderate 30 - Utility Pole 4 - Moderate 31 - Other Post 5 - Moderate/Severe 32 - Culvert 6 - Severe 33 - Curb 7 - Very Severe 34 - Ditch 9 - Unknown 35 - Embankment 38 - Fence 11. SEATING POSITION 40 - Mail Box 42 - Tree 11 - Front Seat-Left Side (motorcycle 43 - Other Fixed Object driver) 99 - Unknown 12 - Front Seat-Middle 13 - Front Seat-Right Side 7. VEHICLE IDENTIFICATION 21 - Second Seat-Left Side NUMBER (VIN) (motorcycle passenger) 22 - Second Seat-Middle VIN (17 positions) 23 - Second Seat-Right Side 31 - Second Seat-Left Side (motorcycle passenger) 8. TOWED DUE TO DAMAGE 32 - Second Seat-Middle 1 - Yes 33 - Second Seat-Right Side 2 - No 50 - Sleeper Section of Cab (truck)

A-4 Appendix A. Data Reporting Elements for Police Accident Report Forms

51 - Passenger in other enclosed 3 - Partially Ejected passenger or cargo area (non-trailing 9 - Unknown unit) 52 - Passenger in other unenclosed 16. TRAPPEDIEXTRICA TED passenger or cargo area (non-trailing o -Not Applicable unit) 1 - Not Trapped 54 - Trailing Unit 2 - TrappedlExtricated 55 - Riding On Vehicle Exterior (non­ 3 - TrappedlNot Extricated trailing unit) 4 - Unknown 88 - Pedestrian (nonoccupant) 99 - Unknown 17. TRANSPORTED TO MEDICAL FACILITY 12. OCCUPANT PROTECTION SYSTEM USED o -No 1 - Yes 0- None Used-Vehicle Occupant 9 - Unknown ·1 - Shoulder Belt Only Used 2 - Lap Belt Only Used 18. ALCOHOL/DRUG INVOLVEMENT 3 - Shoulder and Lap Belt Used 4 - Child Safety Seat Used Alcohol/Drugs Present 5 - Helmets Used o -Neither Alcohol or Drugs Present 6 - Not Applicable-Nonmotorist 1 - Yes (alcohol present) 9 - Restraint Use Unknown 2 - Yes (drugs present) 3 - Yes (alcohol and drugs present) 13. AIR BAG DEPLOYED 7 - Not Reported 9 - Unknown 3 - Deployed 4 - Nondeployed Alcohol 8 - Not Applicable 00-94 - Actual BAC Value 9 - Unknown 95 - Test Refused 96 - None Given 14. DATE OF BIRTH 97 - Test Given, Results Unknown 0000-9999 - Year of Birth 99 - Unknown 01-12 - Month of Birth 01-31 - Day of Birth Drugs 99999999 - Unknown 0- Not Given 1 - No Drugs Reported 15. EJECTION 2 - Drugs Reported (specify) 7 - Not Reported Not Applicable o - 9 - Unknown 1 - Not Ejected 2 - Totally Ejected

A-5 Incident Management in the United States: A State-of-the-Practice Review

Key NGA - Recommended Accident Data 2. VanlEnclosed Box Elements (Elements applicable only to 3. Cargo Tank truck and bus accidents) 4. Flatbed 5. Dump 1. CARRIER IDENTIFICATION 6. Concrete Mixer 7. Auto Transporter lao Name 8. GarbagelRefuse lb. Mailing Address: 9. Other Street or P.O. Box City 5. HAZARDOUS MATERIALS State (two-letter code) INVOLVEMENT Zip Code Ico Source of name (please check) 5a. Did this vehicle have a hazardous 1. Shipping Papers (truck) or Trip materials placard? (yes, no) Manifest (bus) Answer the following questions ONLY 2. Side of Vehicle if response to 5a. is yes. 3. Driver 5b. Indicate from the hazardous 1d. Carrier's Identification Numbers materials placard: US DOT (6 digits) (1) 4-digit placard number or name ICC MC (6 digits) taken from the middle of the If none of the above diamond or from the rectangular State (indicate state and box (yes, no) number) (2) I-digit placard number from No number bottom of diamond (yes, no) 5c. Was hazardous cargo from the 2. VEHICLE CONFIGURATION placarded truck released? (yes, no) 1. Bus (seats for more than 15 people, (Do not count fuel from the vehicle incl uding driver) fuel tank.) 2. Single-unit truck (2-axle, 6-tire) 3. Single-unit truck (3-or-more axles) 6. GROSS VEHICLE WEIGHT RATING 4. Truck/Trailer 5. Truck Tractor (bobtail) 7. SEQUENCE OF ACCIDENT EVENTS 6. Tractor/Semi-trailer (for this vehicle) 7. Tractor/Doubles 8. Tractor/Triples Sequence Event 9. Unknown Heavy Truck, cannot 1 234 Ran Off Road classifY 1 2 3 4 Jackknife 1 2 3 4 Overturn Rollover 3. TOTAL NUMBER OF AXLES ON 1 2 3 4 Downhill Runaway VEHICLE, INCLUDING TRAILERS 1 2 3 4 Cargo Loss or Shift 1 2 3 4 Explosion or Fire 40 CARGO BODY TYPE 1 23 4 Separation of Units 1 2 3 4 Collision Involving Pedestrian 1. Bus (seats for more than 15 people, 1 2 3 4 Collision Involving Motor including driver) Vehicle in Transport

A-6 Appendix A. Data Reporting Elements for Police Accident Report Forms

1234 Collision Involving Parked 1234 Collision Involving Fixed Motor Vehicle Object 1234 Collision Involving Train 1234 Collision Involving Other 1234 Collision Involving Pedacycle Object 1234 Collision Involving Animal 1234 Other

A-7 Incident Management in the United States: A State-of-the-Practice Review

Other NGA-Recommended Data 9. TRUC~TRUCKTRACTOR Elements (Those that would be applicable IDENTIFICATION to any motor vehicle accident) 9a. Vehicle Identification Number (VIN) 1. REPORTING AGENCY 9b. Truck/Truck Tractor Vehicle License Number (state and 2. AGENCY ACCIDENT NUMBER number)

3. OFFICER BADGE NUMBER 10. TRAFFICWAY 1. Not Physically Divided (2-way 4. DATE OF THE ACCIDENT trafficway) (month/day/year) 2. Divided Highway, Median Strip, Without Traffic Barrier 5. TIME OF THE ACCIDENT 3. Divided Highway, Median (hours: minutes; a.m.lp.m.) Strip, With Traffic Barrier 4. One-Way Trafficway 6. ACCIDENT LOCATION: State (two-letter code) 11. ACCESS CONTROL County 1. No Control (unlimited access) City or Township 2. Full Control (only ramp entry and exit) 7. TOTAL NUMBER OF 3. Other VEHICLES INVOLVED IN THE ACCIDENT 12. WEATHER CONDITION 1. No Adverse Condition 8. DRIVER IDENTIFICATION 2. Rain 8a. Truck or Bus Driver's Name 3. Sleet, Hail (last/first/middle) 4. Snow 8b. Driver's License Number 5. Fog 8c. Driver's License: State (two- 6. Blowing Sand, Soil, Dirt, or letter code) Snow 8d. Driver's Date of Birth 7. Severe Crosswinds (month/day/year) 8. Other 9. Unknown

A-8 Appendix B. Police Accident Report Forms

APPENDIXB

POLICE ACCIDENT REPORT FORMS

B-1

Appendix B. Police Accident Report Forms

a_AooIdM STATE OF KANSAS o .. MOTOR VEHICLE ACCIDENT REPORT o !COOT,,-\, __ DOT FORM NO. 150 _.1'" O!COOT~Z-

e .... t-:::-====------f~Bhm...... "...r-.::------~

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B-3 Incident Management in the United States: A State-of-the-Practice Review

LIGHT TRAFFIC CONTROLS o/A (OnIAI ROld) 01 Day1lght Type Pr....,1 02 Dawn I 00 other non-eollillon 01 Head on 03 Cull< + ~ OMF(~.fU_~, 01 OVerturned 02 Roar end 04 Dal1c _, light. on COLUSION VIIITH: 03 Angle 00 Non. 05 DaI1c no lint! Ighll 02 PedHllltn ~ S~1Ing 01 Oltloer, "";ger 03 other motor YOhido' 05 S~ertltmg 02 Trame IIgnal Vlll:ATHER ~ Perked motor .ehlclt 06 BKlox 01 Concro" 03 Strolghl al hiller ..t ,-." 011 Guardrai 17 DItch 15 1,.1 10 Slgnpoat Embankmenl 02 BIoocklOp 04 Curved and level Inlerdlllnge '8 03 Gravel 05 Curved on grade O~~ ~:,o::~r 11 CUYert '9 Wall 04 Dirt 06 Curved.1 hileres! 12 CLIb 20 T_ 05 Brick ea Dlhtr___ _ 21 ROld_ (inckJding Ihouklor) 13 Ftnce 2' RR aORng ea Other 22 M.dlan 14 Hydranl ttxtur.. 23 Partdng 101, r.. llrallralllcway 15 Bamc.de ea OIher__ _ SURFACE CONDITiON CONST.IMAINT. ZONE 66 Other 0' Dry ROAD SPECIAL FEATURES Enler Iny vlllble Idenll1ler, 02 IJIIeI 00 None apply Idenllfy up 10 Ihree rerer by code 03 Snow or slush 01 Construction zone 00 None 04 Railrold crolSing Co

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8-4 Appendix B. Police Accident Report Forms

INVESTIGATIVE - f"ATAUlY REPORT

VEHICLE 2 '""'" OAW.GE '""'" Nell SpocIoI 1------401 _Pw1ls.v1oo ....ry I ---__ ... ---t------i: ~onIyc-..,...~_n 1------1: ="---- 1------1-~

OrIlillnalalD document - 8-112 X 11

8-5 Incident Management in the United States: A State-of-the-Practice Review

COlIJ$ION CIAGAAM Crow _" _od. _ ...... _. _ ..... podooItIo .. by""""" oaIgnod 11 .. -'-

SHOW (1) ~oI_""_poWaoodlolorMtyopoclllcollyby_. ('2) _oI.... pIIar ...nd_ ~ -'.. dpolnlol~(POI). (,\) I.oc*Ion 01 oIgno, __ -.ond _ poInIo. (4) I.oc*Ion 01_ pr-'Y hi. oIornIIgod en-. oIgno. ....). (!S) SpocIIo_oI_(IIrtdgo, __._. _CIOOIing. tic.). tel LocoIIonoll_~_ (7) M...-ID-. ... _ ...IIto .. apodftc.llxod ..... __ ,......

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B-6 Appendix B. Police Accident Report Forms

TRUCK - BUS SUPPLEMENT

IW1llc1Jnlt COUNTY ON Ro.d CITY IDATEOfAocIdenl I TIME Qccgrtd ID.Y r No., Page 0' I /Localc __r $!~r&(J$t;'prflY ··;·'k, Invllilgating Dept . Invelligaling OlllcerlBldge No. .,:. :.:";..::~:.:: .., ...... ;}[.:I CARRIER NAME (CORPORATE BUSINESS NAME) KANSAS PERMITS 0-ond ParmIt Nurnbtf)

CARRIER ADDRESS CITY STATE ZIP CODE 1.

2. U.S. GOVERNMENT PERMITS (Isauer and Nlmber) ~; SOURCE OF NAME (_... only) Ot Side 0I.1Nc/e 03 OIWor 3. I, 02 S~ po,,"," DC lDIIboaI< USOOT I I I I I I I ICCMC I I I I I I or_ .: Z_.11lM .: . ~ w:g"",,!t!~. Q .i~ ~ ~lW~...... ~ ...... T - ...... j ...... ~ ...... -_.. 1...... -1' --...... -~ .... ---_. - ...... --.___ J...... -..... gj.... -- __ ... , : · ~ ...... ~~~ ~ ~ ·, 1S'" ,,- rci-:. ...··jil tAt- · ·, · ~ · ~ · ~ W VEHICLE CONFIGURATION ON ROAD LANE TYPE W ACCESS CONTROL ___ (capadty) W 01 Bus 00 Undivided 00 No control (IMlImlted"""' ..,..ea) 02 Single-untt lruck (2-0.". 6-lir.s) 01 One.way roadway 03 Slngle-untt lruck (3 or more oxle.) 01 Full control (entry"d only by ..mp) 02 Divided roadway. median slrip without barrier 88 Other 04 Truck and trailer 03 Divided roadway, median strip with barrier 05 Truck tractor (boblad) 06 Truck tractor and semi·trailer CARGO TYPE . SEQUENCE OF EVENTS (list up 10 4) 07 Truck tractor and double trailer ~ 08 Truck lraclor and triple trailer 00 Empty ~ 00 Ran off rold 09 Heavy truck. cannot classify 01 DrivelWilY or low.way 11 Joel",nI" 02 Exploaiv .. 12 OV.rII6n 03 Farm and other animals f,-1- 13 DownNi nnawoy CAB TYPE 04 Farm products 14 Cargo loss or ohIft ~ (for single truck or tractor) 05 Gases ~ 15 E.pIOsion 05 General 'Ieight (packages) 16 Fire 01 Cab behind engtne 07 He.vy machinery. objects 17 S.p... tfon unit. 02 Cab over engine 0' 06 Household goods --'- 18 Trailer swing 09 liquid. (bulk) COLLISION WITH: 10 Logs. poles. lumber 21 Pedeatriln ~ CARGO BODY TYPE 11 Metal (col•. sheels. elc.) 22 Molor .ehlclo In ITlnsport 12 Mobie home 23 P.,l

TRAILERS TOTALS HAZARDOUS MATERIALS DATA WIDTH (inches) LENGTH (feot) Gross Trailer 1 Total Length No. of No. Vehicle Malerlal I'VIIgIrt Spit or 0' 10 Troi1er2 ('e.t) Axles Triliers Weighl No. CJ>ound-) ret.... ,

T.. lIor3

use CODe "99" FOR UNKNOWN

Rov. 1 95 O.D.T fOAM NO. 152

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B-7 Incident Management in the United States: A State-of-the-Practice Review

APPARENT CONTRIBUTING CIRCUMSTANCES CODES (LIST IN ORDER OF SIGNIFICANCE)

o (n) DRIVER (1,2, etc.) V (n) VEHICLE (1,2, etc.)

01 Under influence of drugs 01 Brakes 02 Under influence of alcohol 02 TIres 03 Failed to yield right of way 03 Exhaust 04 Disregarded traffic Signs, signals or road markings 04 Headights 05 Exceeded posted speed limit 05 IMndow or 'Mndshield (includes ice on 'Mndshield & designer tinting) 06 Too fasl for conditions 06 Wheel(s) 07 Made improper turn 07 Trailer coupling 08 Wrong side or wrong way 08 Cargo 09 Followed too closely 09 Unattended (in motion) 10 Improper lane change 10 Unattended (not in motion) 11 Improper backing 11 Other lights 12 Improper passing O/A (On/At) R (Road) 13 Improper or no signal 14 Improper parking 01 Wet 15 Fell asleep 02 Icy or slushy 16 Failed to give full time and attention 03 Debris or obstruction 17 Did not comply 'Mth license restrictions 04 Ruts, holes, bumps 18 Distraction in or on vehicle 05 Road under construction or maintenance 19 Avoidance or evasive action 06 Traffic control device inoperative 20 Impeding traffic or too slow for Iraffic 07 Shoulders: low, soft, high 21 III or medical condition E • ENVIRONMENT P (n). PEDESTRIAN/CYCLIST (1,2. elc) 01 Fog, smoke, or smog 01 Under influence of drugs 02 Sleel, hail, or freezing rain 02 Under innuence of alcohol 03 Blo'Mng sand, soil, or dirt 03 Failed 10 yield right of way 04 Strong'Mnds 04 Disregarded traffic control 05 Rain or snow 05 Illegally in roadway 06 Animal 06 Pedalcycle violation 07 Vision obstruction - building, vehicles, or olher objects 07 Clothing nol visible made by humans 08 Inattention 08 Vision obstruction - vegelation 09 Vision obstruction·· glare from sun or headlights

OFFICER'S OPINIONS Interpretation: Contributing nrl Made impropar turn (07) Circumstances nn Rd: Icy or alUlhy (02) Example 01 07 02 I I lOR I I SEAT CODES FOR VEHICLE OCCUPANTS CODES FOR TRAIN OCCUPANTS SAFETY EQUIPMENT USE

SEAT (Location) 31 Train crew (list all ~ N None used 01 DRIVER (or motorevcle 8 whether injured or not) S Shoulder and Lap 2I2tIIl2tl <-----> 32 Train passenger (List only If X Shoulder only 02 Center fronl 1 2 3 Injured) L Lapbelt only 03 Right front P Passive IYltem (ailbag) 04 Left rear (QL~ ""4""56 C ChlldiYouth restraint, used property 12i1IU~DiB![) PEDESTRIAN TYPE CODES Y ChildiYouth restraint, not used propa~y 05 Cenler rear 8 777 H Motorcycle or padalcycle helmet L-- 06 Right rear 21 Pedestrian E Motorcycle eye protection 07 Other seal position IN vehicle 22 Pedalcyclist B Both Me helmet and eye protection usad (O[ 2nd mQts;H~s;la RlIIIDga[) 23 Rider of animal U Unknown 08 Any position ON or OUTSIDE of 24 In animal-drawn vehicle vehicle including In truck bed 25 In vehicle NOT IN TRANSPORT 09 Unknown location IN or ON vehicle 26 Machine operator or passenger INJURY SEVERITY 11 Extra person in driver's seat or on 88 Other drive~slap N Nol Injured or nol known 12 • 17 Extra person in seat or on P Possibfe injury seated passenger I Injury, not Incapacitating EJECTED/TRAPPED N-No E-Ejected T·Trapped SEX M·Male F-Female 0 Disabfed, incapadtaUng F Fatal injury U-Unknown I U·Unknown

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B-8 Appendix B. Police Accident Report Forms

Hew VexI< Slate Oopottrnont of _ v_ rP-~=i!'cI_..::J"":x::...._-, POLICE ACCIDENT REPORT (NYC) I.-r...,-,.....,..,--.-:"..----~I MV-l04AN (3193) r A

Homo ouetly .. ~ on _ ~ Homo IUCIty .. pttnIod on _ :::-

C- ond - --one! 81_ r-, City - ZIp CadI City - ZIp CadI U I_Glue. DoIool_ ISoTUn--'~."'- I_Glue. lJ dd Mo./Doy/v.... 1 0 I ="0/ = II IDoIo 01 _ N_ oXlClly printed on rogIotra1Ion I Dolo 01 _ Numbofond_ __CadI/Mo./ Dey Iv_ _one!_ __COdOIMo./Doy/ VII il

~ /J..:1 \\ ~ h ~ I~J~ ~W ONo Do~ OU_rriogo 0110 ~ - VoIllclo By VoIlleII By Towod To 8. Towod To :J

LocotIon CadI County I I I I 0 Bn>ru< 0 IOngI 0 Now VexI< 0 a.- 0 RlcllI"ond I I I I I I I Route No. and Street: Name OIoUIM ON De I I I ___ OF'" Os Owof ~-~--~-~-~:--~onI I I 0 .... InlorMClion _ I I I I TIcket/AtTest OOlllet ICompIoInt No. BOo< 1 Bpldestrtlin ~~~-7~~~7.~I'Vo_~00< 2 lIicydiol ___ ~__ ~__'_) ______~3Ol _t DoocttpttonlOfficor'l Nof.. I r------1~ r------1~" ~------~~

~------~JN __ ·H 9 to t1 12 13 14 15 15 17 18 . ,Dolt 01 Dealh

L e ~!~c~--+_---t_------_r--~--t_~~_+--~--+_----~----_r------_4 V 0

Original size document - 8-112 X 11

B-9 Incident Management in the United States: A State-of-the-Practice Review

r

PERSONS KILLED OR INJURED IN ACCIDENT" (LeUer desiptioa of pel10lll killed or injured must correspond with loller designation on front). A LMI Name IoU. ! LMI Name FInIt 11.1.

•-- LMI Name 11.1. --F LMI Name 11.1. ~... 0 >- --C lui Name 11.1. --o lui Name 11.1. ~ Q) --D lui N...... 11.1. --HIg/1My DIoI. III S00n07 v.. ONo Z o Name: -- /Shield No. "ENTER INSURANCE POLICY NUMBER FROM INSURANCE IDENTIFICATION CARD (Injured cases ONLy) Vehicle No. 1 Vehicle No. 2 WITNESSES (Attach separate sheet, If necessary) Name

DUPLICATE COpy REQUIRED FOR: o Dept. of Motor Vehicles o Motor Transpor1 DivIsion o NYC Tax] & UmousIne Cornm. 0 Other Cily Agency (Person K1lled11njured) (p.O. Vehicle Involved) (licensed Taxi or LImousine (Specify) Involved) o Offlce of Comptroller 0 Personnel Safely Unit (Cily Involved) (P.O. Vehicle Involved) 0 NYS Thruway Authority NOTIFICATIONS: (Enter name, address, and relationship of friend or relative notified. If aided person Is unidentified, list who at Mlsalng Person Squad was notified. In althar case, give date and lima of notification.)

PROPERTY DAMAGED (other than vehicles)

IF HYPO VEHICLE IS INVOLYEo: I_No. ITax flog. No. IConwMnd

1Dept. No. IAooIgnecI To Who! CommInd

~ In \JM A11lmo ol_ D _ 0 Hom OTumt light o HMdIghIo ACTIONS OF POUCE VEHIClE o Responding to Code Signal _____ o Complying with Station House Directive o Pureulng VIolator o RoutIne Patrol o Other (Oeecrlbe) 1/N.104AH~

\.. Original size document - 8·112 X 11

B-IO Appendix B. Police Accident Report Forms

41. 42. _ DeIectIve 43· HNd1 Der.c:t1w 44. Othor E De,..". 45. OYerIlzodV 411. StoerinCl FaIkK. 47. Tl .. FllureI1nadequal. 411. Tow HMcIl DeIectIve 48. W1ndohlekl Ina"",uat. eo. Other Vehicular * ENVIRONMENTAL et. AnItMl·. ActIon e2. 0r- e:!. ~~ng Improperf 84. ClbIIructIonIDe 85. P.-t DeItcCIw ~:=~ 10. RR CIIIIIIng

w New York State Department of Motor VIII1IcIM POLICE ACCIDENT REPORT (NYC) MV·104AN EXPlAIN IN ACCIDENT DESCRIPTION PIIE-ACCIDEHT VEHIClE ACTION 1. 00Ing StrWgIrt NlMd H I q-. DOES NOT APPLY...... • 2. MoIdng RIghI Tum _ (_I. 11. MUIng RIght Tum an Red 3. MIIIdng Left Tuin ~~~~~~E---1L!H=III:':"~IIW="'~"'~UN~KNOWN~=~.: -=:'III~·~·lr:· ___J'7. 4. MakIngMakInO UfAIl Tum Tum an Red 6. StIt1Ing from PaI1cJng r ------I 7.I. SlowIngStIt1Injj ...In T..mcSlappIng LOCATION OF MOST SEVERE I. SIoI'Ped In Tralftc - PHYSICAL COMPLAINT 8. EnI8r1ng Pat1<1d PooIIIon ,. HMd 10.P_ 2. F..,. 3. E~ g: '=In Romfty 4. NecIt 13. Ovw1akIng 14. = 5. a- MergIng 8. 8ecIc 15. IIeddng 7. ShouIder.upperAtm 2O.0Iher* 8._·P_I. ~ Afm.tW1d EVENT l~:~LIQ 12. EnIfnI Body lAQ-FooI TYPE OF AOCIOENT COU/SION WITH 1. Motor Vehicle TYPE OF PHYSICAl COM~ Other 1. Amputallon 2. ..-l1lI 2. ConcuMIon 3. BqdiIt SAFETY1. _ EQUIPMENT 3.1_ 4. AnIfMI 5._T""n 2.1.J1p Bell 4.Mlnor-.g 3. HIInMI 5.s.w..-.g 10·~...xm=~CT e. Minor Bum 5.4.1.JIp~ a.1d _, Only 7._' Bum lf~~"" 1._ e. s.w..Bum 7. FI1ICIIn ·1lIeIocdon 13. Crull CuehIan ~ AIr e.g Only . CanIUllan • BrufM 14. SIgn Poll '.Alr~BeII AIl

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B-ll Incident Management in the United States: A State-of-the-Practice Review

MV·l04AN 13193) NEW YORK CITY HOSPITAL CODes

Bronx County Holplt.11 New York Counly HOlpltlls Bronx Municipal Hospital Center . 7003 Beekman-Downtown Hospital· 7201 Bronx State Hospital • 7004 Bellevue HospHal Center· 7202 Bronx V.A. Hospital· 7005 Beth larael Medical Center· 7203 Calvary HospHal Inc .. 7006 Coler Memorial Hospital • 7204 Uncaln Hospital· 7010 Cabrlnl Medical Cent" • 7258 Misericordia HospHal • 70 II CoIumbla·Presbyterian Medical Center • 7205 Monlellore Hospital and Medical Center· 7012 Doctors HospHal • 7208 North Central Bronx Hospital • 7026 FlOwer and Fifth Avenue Hospital· 7209 Pelham Bay General HospHal • 7016 Goldwater Memorial Hospital • 7212 Prospec1 Hospital· 7017 Harlem Hospital Center· 7215 St. Barnabas Hospital· 7019 Hospital lor Joint Diseases • 7216 The Bronx·Lebanon Hospital Center Concourse Division· 7020 Hospital lor Special Surgery· 7218 The Bronx·Lebanon HospHal Center Fulton Division· 7021 Joint Diseases North Generat HospHal . 7259 The Hospital 01 the Albert Einstein Col. 01 Med .• 7022 Lenox Hili Hospital • 7223 Union Hospital • 7023 Manhattan Eye, Ear and Throat Hospital· 7226 Westchester Square Hospital· 7025 Manhattan State Hospital • 7227 Manhattan VA Hospitat • 7228 Kings County Ho.pllall Medical Arts Center Hospital. 7229 Baptisl Medical Center • 7141 Mamorill Hospital lor Cancer & Allied Diseases • 7230 BrOOkdale HOSpital Center· 7103 Metropolitan HospHal • 7231 Brooklyn Hospital· 7105 Mount Sinai Hospllal • 7233 Brooklyn V.A. HospHat • 7107 New York Hospital • 7234 Caledonian Hospital . 710e New York Eye and Ear Inlirmary • 7237 Carson C. Peck Memorial Hospital· 7109 New York Infrmary • 7239 Community Hospital 01 Brooklyn • 7 t 10 New York University Medical Center· 7241 Coney Island Hospital . 711 t Rockeleller University Hospital· 7246 Flatbush General Hospital· 7113 Roosevelt HospHal • 7247 Hospital of tha Holy Family· 7115 Saint Clare's Hospital· 7249 Jewish Hospital and Medical Center • 71 t 8 Saint Luke's Hospital. 7251 KIngs County Hospilal Center· 7119 Saint Vincent's Hospital· 7252 KIngs Highway Hospital· 7120 Klngsbrook JewiSh Medical Center· 7121 W•• le".,I.r County HOlpllal, Long Island College Hospital· 7124 Blythedale Childrens Hospital. 5901 Lutheran MediCal Center· 7126 Burke Rehabilitation Cenler • 5902 Malmonides Medical Center· 7127 Cornell Medical Center· 5916 Methodist Hospital of Brooklyn· 7128 Dobbs Ferry Hospital. 5903 St. John's Episcopal Hospital· 7132 FOR Hospitat (Veterans Hospital) • 5911 St. Mary's Hospital· 7133 Westchester County Medical Center. 5905 State University Hospital Downstate Medical Center· 7134 Lawrence Hospital· 5906 Victory Memorial Hospital. 7137 Mount Vernon Hospital· 5920 Wyckoff Heights Hospital· 7139 New Rochelle Hospitat . 5923 Woodhull Medical Center· 7142 Northern Westchester Hospital· 5907 Peekskill Hospital • 5908 Ou ••nl County Hosplt.ls Phelps Memoriat Hospital· 5909 Astoria General Hospital· 7301 SI. Agnes Hospital· 5919 Booth Memorial Hospital. 7302 51. John's Riverside Hospital· 5910 Boulevard Hospital . 7303 51. Joseph's Hospital. 5925 CatholiC Medical Center· Brooklyn.Queens. Inc .• 7304 51. Vlncent's Hospital. 5917 City Hospital Center at Elmhursl (Satellite) . 7305 United Hospital· 5912 Creedmore State Hospital • 7306 White Plains Hospital. 5913 Oeepdale General Hospital. 7307 Yonkers General Hospital· 5914 Rushing Hoepital and Medical Center· 7308 Hillcrest General HospHai • 7309 N•••• u County Hospital. H.I.P. Hospital, Inc .• 7310 Central General Hospital • 2908 Jamaica Hospital • 7311 Community Hospital at Glen Cove· 2902 Long Island JewiSh·Hillside Medical Center • 7314 Franklin General Hospital· 2913 Mary Immaculate Hospital· 7315 H.I.P. HospHal of Syossel • 2903 Parkway Hospital. 7316 Hempstead General Hospital· 2907 Parsons Hospital· 7317 Long Island Jewish Hillside Medical Center· 2918 Peninsula Hospital Center • 7318 Long Beach Hospitat • 2900 Physician's Hospital· 7319 Lydia E. Hall Hospital. 2912 Queens Hospital Center· 7321 Massapequa General Hospital· 2917 St. John's Episcopal HospHal South Shore Diy .. 7322 Mercy Hospital· 2915 St. Albans Naval Hospital • 7323 Mid Island Hospital • 2910 SI. John's Ouaens HospHal • 7324 Nassau Hospital • 2905 SI. Mary's Hospital· 7325 Nassau County Medical Center· 2909 North Shore HospHal . 2901 Richmond County Hoapltal. Soulh Nassau Community Hospital· 2911 Bayley Salon Hospital • 7408 St. Francis Hospilal • 2916 Doctors HospHaI of Slalen island· 7401 New York State Willowbrook State Schoot • 7407 Richmond Memorial HospHal • 7402 Saa View HospHaI and Home • 7403 Any Naw Jar.. " Ho.pltal • 9670 51. Vlncenl', Medical Center of Richmond· 7404 Stalen 1,land HospHoI • 7405 U.S. Public Health Service Hospital (Marine Hospital) • 7406

-... Original slza document- 8·1/2 XII

B-12 Appendix B. Police Accident Report Forms

New York ~ o.p.rtmInt 01 Mob' Vehiclel OMV USE ONLY TRUCK and BUS SUPPLEMENTAL Pogo til "- POUCE ACCIDENT REPORT II.Dc* Codoo IIV-1CMS (11193) II ~n.port NUMBER OF CUAUFYlNG VEHClES INVOLVED: NUMBER OF YBiIClE8: UM"U~ --- Towwd from ~ due to damage ProvIded Intervening uslstance Truclcs with 6 or more 11I'I1II or ------• Haz Mat Placard. NUM8ER OF PERSOHS: SuatalnIng latallnjuriea BUies designed to carry 16 ------or more persons --- Transported for IMMEDIATE medical trestment

COUNTY DATE,TI0I0. DAY YEAR ITNEOFAOODENT(M1IaIy) -,ClTYITOWIWlJ.AGE DRIVER ,. , I ~-IIII I I , , , , I , , , , f I T !N·104NANVEH /I0I0. DAY / m. 1SEX: o.tt 01 Bk1h: MJMIIER LJ CAARlEfI'S NAME: - 1 Vehicle Iide IIOURCE4 OIlIer I~ ~lIJpepeII 5~ L1 STlIEETOR P.O. BOX CITY ZlPCOOE ISTATE IlOTAi._1oOIMI AXLES CAAAlEfI'SIDENT1FICA11OII NUMBERS JPLATE NUMBER: ISTATE OF REG. us DOT I I I I I I I I ICCMC I I I I I I GROSS VEHICI.E WE1GHT RATING VEHICLE 10ENT1F1CA11OII NUMBER Trud

CARdO BOGY TYPE ACCESS COIlTROI. 1 Sua 4 F1a1bed 7 AuIo Tr8r1I\lOrt« 1 No control (1.riImHed access) l 2 VIIIf-.d box 5 DI.mp 8 Garbega'ReIuse 2 FUI control (only ramp entry and t>dt) 0 3 c.rgo_ 8 ConcnIII mixer 9 Other 3 Other HAZAIIOOUIIlATERIALIINVOI.VBIIEHT SEQUENCE OF EVEIlTII (fOA l1tII VEHIClE) DoeI VOIhIcIt have Haz Mat placard? 1 Yes 2 No NOII-COLUSIOH: COLI.JSION WITH: '11 [ 01 Ran off road 08 Pedestrian f-jj ...... --_ ...... -_ ...... --_ ...... -_ ...... 02 Jackknife 09 Moto< vehicle in Iransport 2nd COf"( FAOIoI PlACARI): 03 Ov.r1iJrn/RoIoVar 10 Ptll1

EXPlANA 11011:

OfF1CER'S RANK AND NAME IIAOOE NUMBER OAre OF REPORT

Original size documenl - 8·112 X 11

B-13 Incident Management in the United States: A State-of-the-Practice Review

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BLANK

\.. Original slza document - 8-112 X 11

B-14 Appendix B. Police Accident Report Forms

TOAI I'EIoCE omen'l AI:CIDEIIT _ IH CEll 1111131 IINL 111· ImlSTICAL IftMCES TOAI D£NITIIOO Df PUlUC W£n "' lOX «111 MlSTIIf TX _ ruuWH£llE ACCIOEI(T DCCUIUIED CIQlIT1 tmOlTaWII ._an .... I~· I If ACCIOEI(T WAS GUlIlIE Cill UIIITI, 0 000 - DO lICIT IllUTE _ TlIII INI:E INDICAT£ IIIITAIICt FMII MEAlIEST TaWIl lllLEI MOITH I E • OF ... _- ..... _111_" CGIIm._ om0110 UMITSPED IJC. M:CIOBIT ICCUIUIED ___
M


T_ ilitiWWii ifWt .... iiii Wif( ..... fiii_ IIImIJfCTIIII ITJEET CGIIm.om ~- 11111 X'" NUIIIEII 0110 UMIT_ liiCiiiiiii ifWiaiiii_ Wilt iiWii. fi .. Wi mf lICIT AT IICT£IISfCTIOII OFT. 0000 OF I 0111. II IE. mm--=~- 0I.1IlC._ ::"-.::'IUIUT...,...... I ....1& __ DAY OF OA.II.IfIUCTlJ_0"11. __ MItIIt. I 1= It WEB! UNIT ..IIIIIICRE _mu __ & CMACI1l11M 01 lUI, MD. 1 • 11_ macLE V911DB1T 110 - lUll____ COUll'IIAIE IGtIY MIUI( mu PUll .- .... DIMI'I -- IlAME MUllIS- Ill! II1II ..U - an DIMI'I -. lACE ___ 1O ____... UC_ DOl - ... dDilfiH W .... maMSl _ lAU:OMOL/OIUI AllAlJIIII • I'EIoCEIlfflCEII.EIIIIRMII, WlUTH r.. UIOO HTllEil .--wmllSI 0 AU:OIIOL/IIUI AIWl'III IIUIII1 filE fIIImII 011 £IIBIEIICY? om 0110 WREo _0 .-.... .-. _A an .... __UAIIU1Y EoNO Onl- YEItICLf DAllME UTlIll .11UMCl SiAiif iiJI MiBiiiiiiI

UllfT 1I0T0A macLE 0 TUUC 0 P£DALC1tUST 0 IF IODY mLE • YAN 01 lUI. NO.1 llIWEII 0 P£DElTlIAN 0 OTHER 0 YfH IO£JIT IHI _CATE IEATIIII CAI'IICITY

lUll COlDll ll00EL I0O'I' lICENSE IIOOEL ___ '11m IWIE ITYLE lUTE IIftlVEII'I P1IOIIE ...... IWIE MUtlI8 - ili1 ~ iiOiiD an iiiii OIIYER'I .... lICENSE 001 RACE ___ $£X __ DCCU_ Ifiit tUD/fiR .. '" ..... It£CIIIEN _ (ALCOHOL/Olua ANALUISI PUCE IIFFICEII, EIII 0IMl. l"AEATM I .. LOOO HTIIEI HONE-- l-IEfUIED 0 ALCOHOL/DRUG ANALYSIS RnUIl FIlE AlHTfIIll EllEIIIEIICYI ons 0110 WREo _0 ...... -..... ,'..-.----, gn .... LWKJTY OYEI - _SU_OIlO mtlCLf DAllME unNl ItIVMICt ~ iiil Mi& iiiiiI IDAllME TO /'ll0I'£1ITY OTHER THAN YEHICLU Jift __ I ""'" iiiilDiiiiilililiiiiii iiiiillffiiAfi UGHT WEATHER SUlfACE TYPIi_ OEICllllE RGAI COIIQITIOIIIC*YEITliATOR'1 MlNIONI ~ [I] COIIDlTION SUlfACE 0 0 I ..LM:XTOI' 0 l-OAYuattT !-cLEM/CLOUDY I-IIIOU ,.IMI\' r-tIIICUTE 2_ Z-«AIIIINI l-1LfET1II8 Z-wET J-IlAYfL I-ONI~ UCltTED c_"INOWlNG l-MIIH _01 "IIUDDY "IHELL l-OMl·UIII\TED I-OTIIER C·S_tlC! l-DMT 5-OU1f( S-IUIWIIII OUST l-OTHER l-OTHEII

IN YOUR OI'INION, DID THIS ACCIDENT RESUlT IN AT LEAST $500.00 DAMAGE TO ANY ONE PERSON'S PROPERTY? 0 YES 0 NO CHMIEl ALfO CITATIOII ..liE CHAISE MU ••EII ClTATIOII MAilE CIIANE NU ••ElI nilE IIOTIFIED nll£UIIMO Ar IF_T II HOW SCENE IIF ACClllENT II lift ... l1li .... TYPliD till /'llIIITEGIlAME OF *~ DATt REPORT lADE " _ COIIPLETf OYEI 0110

_ME Df _ITIIATOII 11110. IfPMTIIENT IIIT.lUEA

Original size document - 8,112 X 11

B-15 Incident Management in the United States: A State-of-the-Practice Review

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OrIgInal sIze documanl- 8.112 X 11

B-16 Appendix B. Police Accident Report Forms

SJ.JC (1114) call1lBlCW. 1lO11III mtICI.E SUI'PlEIIEIIT TO l'lt£ TOAS PEACE II'RCBI'S ACCIDENT REPOIIT ~ IJC .... @an .. _ (!)cqn DOIOrw.n. TIU INI:l (!)-.. -~- """' ... PET ...... ,fAIl IICI 110. II 0_ -- 0.1AtE._ @"".- 'ft Ii"=.'sa":: _lIIfl1ftlWl.. 0_ @_'tlJCBllE WT NIT ~ I1IIf o _'I UCSIIl CUII/TYft S IEmICI10IIS _ EJ fllDO~afllTl - @_'IIOI COl Om D. ...11 ..., 'rIM CARRIER IKFOUWIOII 9mucu_ o MITBm1£ call_ o IITMmTf aMllIDlCE /8 lIAIIe - __ 0 _ 0 8-'1 __ _ DF waclCiL 0 IIIIIEI 0 8_'1 ..___ Il1I&T art I1IIf .. @ca.alllm£: DICe o- lOT o lie o InI£II O.e S_ ..... IIUT1III mtlCLE IIRItIIIA1'IOII 1l!!J UCIIIIl PWf 1l!JIITAI. l!JmAl. ~,.,.- 'lW ITAT£ IUlllE1 1U1l1B. _tBDF DYes D S..-r __ .m AXllI fIIU lID 8 MOil mtlCU _r_ o _STOaIMOII mncLE_T 8 8 __ mLE 8 WSIICLEm£ e_IlAT£IIIALI TINIIrOItTlIII ~I IIIT£111W B:- I~ 1-VM/BlCLGIf1IIOI 5-UECIAUlfD I. CWI 10 II. HWUCI TIACTVI Z_ HEIIEIIT II'IEI Z. CWI ID II. "'M a.waGTMK 7.fUTlB I. CWI ID ... ..n I1IUCl{ TUClOII. HIlS 4-lAll1IoCl/UfUSf 110. HAZAIIDGUI IIATB1IALS IIfllAlED D AUlU 01 IUSI h\IITO~ D I-OTltEII ~ DYES 0 ...

9 mtlCLE UIE 9 CNIGO TYPf •.CfllEIAI. FlElGHT HOCIC.__ IIACHINEII' DIRT, U/ID. u.wu. fTC. l.mll HLVIII'OIT PfllIOIAi. PllIPfIln 2.-IIIIUIJ( Z·lIfUTMY 7.flW111'01T SICK" IlUUlEO ).UQllIOI 111 IUIJ( 1I-CG1ImUCTlDN IIATDI.AI. ,.~\.IDt NlIUIJ( 11.11A1Kf _CTS ua:1UT1OIIAl UlIIVAltGIl NUIIM __ eotnESAhOtI Of C-fIIERIHTEII S-PIODIICE IZ-GTHElISPfCJfY' _____ 5-lCIIOGl lUI ",SElleElI D ~l1UlAI. I'IODUCTI U.£IIPIY D HIVUTOCl ....,. Arf'lICAIU IUNIT lOr I-OTltEII EOUIPftlI FOIl CAMaI (3 r==J If filii VEHICLE m£ II A lUI, _ THE IUIIIEII Of pgS£ICEII THE lUI II EOII_D 11 CAM\' INlC~ THE DIM., €I r==J 1_ THe NUIIIEII. f1Wl.!RIl) IleIlHIAllEllI, TIllS _ VEHICU IS lUWIIIQ. CllllrLfIt JMIlBI _IIAJIIIH IEUIW AS ArPUCAlLE TRAIlB! KUIIIER 1 lllfOIliATION I~ TUIU. rYPf It!!J~~::,,!; -:.=S IIATERIALS DYES @ UCUSf /'Urt 0110 YEAR STArt NUllO HUll TIWUft '.CWI IDIIO. HEIIHUlLfR Z.CWI 10110. I!j _ mtlCLE __ HOlE TUlUi I.CWI ____LE_ 0 D 111l1li. O HAlAIDGUI IIATE11AlS IIEI.EASEJ Om 0110 {3 TlMSI_lCICIYmll 1-VMIfIICI.OIlIIOI WPfC1AUZG e wee ~_EIW. fRa5KT ~1JVIAl_CTI 11-UMY ...-en I.,,, I-fWIED Z.-III.Ull l-tJVUrocl '2-GTH~ __ l-AUmuII_ D I-UQIIIG IIIIUIJ( 1-IIOCI[,_,UlfD.-n.£Tt. IHIIPIl ...--Hl'/UllICII '·SOUIIS 111 IUUC ..lAC_ElY 14-1401" AI'P1.JC,UII (UIIIT MOT D 1- H'tIOOUCE IO-CGIISTIIUCJI IIATERIAI. _flaCMlOI TMIlBI KUIIIER Z IllFOfIllAnOll ~ TIAIUl rYPf onl Il!.!I~ ~S IIATBIW.S {3 UC8ISf /'Urt D. 'lW STArt WIlIER HUU TlAlUi I.CWI 10l1li. Z·$EIII·TUlUI Z.CWI IGIIO. 1(; _ VEItICLE WE""T HATM 0 I-IOU TUllIA I. CUll ID •. _1TtIIfI IfIGI$ wtHICII _, D 0 M~IIIMEMAlIIEUASED Om 0110 .~ TMlUI ~ lOGY mil 1(9 CMIO ~___ , l-VM/£l4CIIIf1IMI 5-II'ECIAUZED .-u1JUlAlPloourn "_...-en D Z.,II' I-fUJIBI J.lMIlICI lZ-4T14EI( ___ ._ DI-tAlIIIIUIJ( l...ull-JlAlllNllT I-UICIIO 111 IUIJ( ____HOCIC,11IIIT,_.-n.ETC.l iUlIPIY ...--HIVI!STDCI: I-8TIIEI- :=J"IUIJ( I4-1401"AI'P1.JC,U=r"1Or 8_ ---IAtETH" ---

Original .'ze document - 8-112 X 11

B-17 Incident Management in the United States: A State-of-the-Practice Review

GENERAL A _ralt tommerciol supplomenf Is 10 De cornpIoted on _~ commerclollllOlor __ in a moIor _ accident. ThIs SU-""",(s) musI bo._ID·IIIo basic peau oIIIcer's acchlonl report. A common:laI rnoIor vehk1ilOr suWIt_1a1 reporting Is doH'*' as: 1. Arry lIIOIor _ or _ ..,,1tIe ..m. a Grass _ Y/ejghl Rating (GVWR) or a RegisIcrId Gloss _ Wolghl (RGVW). Wh~ Is plor. 01 10.001 Ibs. or moll. or any tombinalion 01 vohlcles whete IIIe Gross Combined Weighl Rallng (GCWR) or IIIe Iolil AGVW 0I1IIe combination is 10.001 Ibs. or ...... 1.1. GVWR and RGVW are boIh doIlneCi as IIIe welgIII 011110 lully equipped wlNele plus Hs neI carryfng tajJlCiIy. TIIo GCWR Is 1110 tomIJInod woIghI rating .. a IIIOIor vehicle and a 1_ unH(s). On ocusion. IIIe GVWR and IIIe RGVW will dit1ef. In lhose silualions. lhe grealor weighl ...... be used 10 ileltrmlno " Ihls Iorrn musl be compltled. u The GVWR oIa rnoIor Whitle normally an be Iound on an inlormalion pial. on the "'i.. ·s door or doc>< posl. The GVWR 01. tralltr normally can be Iound on an UJ Inlormalion pial. near 1110 fronllen porlion 011110 lraller, II lilt .."itle does noillavt an inlorrnalion plate or ft is ~legible. use R6VW. for "",,_ion or token trailers. ca s.. 1.6_. >< 1.3 On .."icIes rogosl...., in l!w. lilt RGVW is shown on lile regisfl3lion receipt undef "grass weight'·. ComrnerciaJ moIor .._ ... 11IQUi"" 10 tafry IIIe rogIsIraIion roceIp!. 1.4 In IIIe .....,nllhe regislralion receipt Is not availoble. RGVW can normally be _ by a ....plott regislralion check. Exceplion: llihe vehicle has _llic."se ~ plales (i.e. owned by a governmenl enlily) no RGVW will be shown. In those instances.1WIVRmusl be used 1.5 If GVWR is used 10 delermlne"", need 10 compIe1e lhis supplemenl. GVWR lor lhe moIor whicle and each IraIler(s) must be obtained and shown In lhe appropriale blank(S). 1.6 II RGVW is used 10 delermine Ihe need 10 complele Ihis suwlemenl. lilt RGVW should be obtained lor each moIor ..hicle and lralltr In lhe combinalion unless lilt! combinalion is registered as a _100111•• vehicle or as an ~ vehicle. In lhose silualionS lhe license plales will indicale combinali... I1"".n Of apporlioned. llihe vehicle is registered as a comblnalion/Ioken or apportioned vehicle. lhe enlift flgiSl"'" gross weighl wil be.shown on Ih. power un~ and Ihe lrailer will not carry a RGVW. In lhose inslances. show Ihe RGVW of Ihe combinalion In Ih_ power unil and show lero (0) on lhe IroiIor(s). 1. 7 RGVW lor oul'of-staie vehiclesand lrail.r{s) may be oblained from flgislralion receipts issued by In_licensing state. lemporary permHs. cab cards or 01,,", documents or as in 1.4 above. 2. Arry bus. whiCh shall Include every motor vehicle wHh a sealing capacHy of ..... iNn fineen (I~) passengers (~1M "'-) and used lor lilt! lransportalion of person •. The seating capacity 01 a bus (excluding school buses} shaN be cletorrnined by _ng one (I) passenger for sixteen (16) inches 01 seal space. The seating capacHy of a scI!ooI bus shall be delermined by allowing one (I) passenger lor each thlrteon (13} Inches 01 seat space. 3. Arry moIor vehiclo hauling haWdOUS malerials which is required to be pIac.1rded under Ihe Hazardous Matorlols liansportation Act. INSTRUCTIONS FOR COMPLETION OF FORM ST·3C OOtallod Instructions lor _,..llon tllhls s."",... 111 ... ioclu,," 10 Ihl l.slnoc1ltos .. ,.... lor Ro~g kc-.. ACCIDfHT IMFORMATION ("""I 1-6) Complete lhe Informalion in Ihis seclion exaclly as shown on Ihe basic report (ST·3}. DAfYElIIIFUMATION (H.... 7.12} Complete Horns 7. 8. 9 and 12IQCHy as shown on lhe basic report (ST-3). If lhe license is restricted Ol carries an endorsemenl{s). show IIIe restriction(s) and endor>emenl(s) In Rem 10 and Hem 11. IS awlicable. WAfER INFORMATION (HtIft. 13-11) Indicate whether the operaUon 01 the COOImerciil molor Ydlide allhe time 01 this accident is defined as an inlers~le or inlrntale operation. An interstate operation is one where lhe t~nsportation of the propeny originated in one stale Of country and passed through orlerminated in another slale DT country. An inlrastate operatton is one where the transporta­ tion 01 the property did not cross .1 Slate Of international boundary. The bill of lading origin and destination information may be one source ~ail.1b1e to make this determination. Check the appropriate bOX in item 13. Canier 10 Name Source. Check appropriale box in Hem 14. Indicale lhe carrler'S corporal. name and p"mary business .ddress in ftorns 15 .nd 16. The carrier is defined as lhe _nlHy responsible lor lilt operalion of lhe vehicle allhe limo of lhe accident. This may be lilt! aclual owner ollhe vehiCle or lilt! lessee. This informalion should malch lilt! Owner/lessee shown on lilt! ST-3. Show lhe type 01 carrior idenliflcalion by checking lilt! appropriale box in ilem 17. Show lhe 10 number in Hem 18. il applicable. MOTOR YEHICLE INFORMATION (netM 11-31) Enler lhe un~ number from lhe ST·3 lor this molor ..hide in Hem 19. Show lhe registralion year. slale .nd number in Hem 20. Enlor lilt GVWR Of RGVW as applicable In ilem 21. Indicalt Which. GVWR or RGVW. by checking lhe approprlole box. Indicate Iolal number of Axles (YOhIde and lrallers) in ~em 22 Indicale 101.1 number 01 Tifts (vehicle and lrallers) In aclual contacl rih lhe road surface in nem 23. Indicale II _Ie was equiP90d wilh Air Brakes .. Hem 24. Indlcale lhe Ippropriate numbof in lhe box lor \Iohiclt lfIle In 110m 25. Indlcale tile IPpropIiIle number In lhe box lor cargo Body Slyfo In Hom 26. Indlcale by checking tilt 'P9/0Prlale box in Hom 27 _her Ihis ..hiclo Is hauling hazardous material(s). If yes. enlor lhe class and 10 nos. of lile hazardous malerta~s) beIn9 lranSporled. Indicale by checking the a_late box _her hazardOUS malerials wore rtleased (spilled. discharged. etc.) Tilt class alld 10 110$ ••hould be obIal,*, from lile bill 01 lading Ol Shipping papers. 11 u.... ilable. lhe class and 10 nos. may be laken from lhe pIac.1rd. The class may be located in lilt! _r corner of Ihl tflamond Shaped placard. The 10 nos. may be Iocaled on IIIe pIac.1rd or ... an orange labef near lhe pIac.1rd. (REFEII TO DETAIlED INSTRIICTIONS}. Indlcallille awroprtale numbef In Ihl box lor \Iohlde Use In nom 28. Indicat. lhe awrnprlalo numbef in lhe box lor Cargo lfIle In 110m 29. If Ihls moIor ythlcle is a bus. show In box (~em 3O)lhe numbo< 01 passengers (1oc!H!!a 1M *'""<} lhe bus Is equipped 10 carry. If nof a bus. I...... blank. Indicale lhe number of 1_{s)/sernH_r(s) befng 1_ by this moIOl .._ In box (Hom 31}. If none. show llro. TIWLER NUMIEI 1 • 2 IllF01tMATION (n_ U..Q) II IIIe comrnorciaI moIOl_ i!por1ed on this suppiorNn1ls lowing one Ir>iIor. cmrpIete traitor number t section only. II towing 2 trailers. compIeII t>oth trailer number 1 and 2 sectionS. Indicatllhe flgistralion year. state and number in item 32. and il awicable nem 38. Show lhe GVWR or RGVW In nem 33 and. 11 appIfcabIo. Hem 39. Indicale which. GYwR or RGVW by checking lhe appropriate box. Indlcal. lhe aJlPl1)prfate number In lhe box lor l'ailor ltpe (Hem 34. and if applicable. Hem 40). Indicate by checking the appropriale line in ~om 35. and H appIlcabie. ~om 41. ~ lhe lraller(s)I. hauling hazardous matertals. If yes ...... , 1110 doss and ID nos. (up 10 Ihree) of lhe hazardous mal"lo~s) being lransported. The doss and 10 nos. can be Ioca1Id on lhe bin of lading. If 110 bill 01 lading. lhe class can be Ioca1Id on 1110 _ corner of IIIe Hal¥dOUs "'Ierlol PIacatlI and lhe 10 nos. can be Iocaled on lhe placatd Ol on an orange label located _ lhe placard. Indicate 1110 approprloll ....ber in tile box lor .... IIer cargo Body Style. nom 36. and H applicable. 110m 42. Indicalelhe -"Ie number In Ihe box lor cargo lfIle. Hem 37. and II aWlicabie. Hem 43. The person ccrnpIeling this supplemenl slio

Original slza document - 8·112 X 11

B-18 Appendix B. Police Accident Report Forms

B-19 Appendix C. Accident Investigation Report Forms

APPENDIXC

ACCIDENT INVESTIGATION REPORT FORMS

C-l

Appendix C. Accident Investigation Report Forms

FORM: SG-7 PERISHABLE ACCIDENT DATA SHEET OF_ 1. Investigators 2. Accident Date 3. Investigation Date Time Day of Week Time Day of Week 4. County 5. SR Segment Offset --- 6. Municipality LR Station 7. Local Road Name 8. Intersection: DYes DNo 9. Intersecting Road Name 10. SR LR

PHYSICAL DESCRIPTION OF ROADWA YeS) AND APPURTENANCES Principal Roadway Intersecting Roadway 11. Type of Highway: 12. Width: 13. Number of Lanes: 14. Surface Type: 15. Surface Condition: Photo Photo 16. Shoulder Type: LT RT LT RT 17. Shoulder Width: LT RT LT RT 18. Shoulder Condition: Photo Photo 19. Median Type: 20. Median Width: 21. Guiderail Type: 22. Guiderail Condition: Photo Photo 23. Street Lighting: DYes DNo DYes DNo 24. Commercial Lighting: DYes DNo DYes DNo 25. Curb Type: Photo Photo 26. Curb Height: LT RT LT RT 27. Painted Centerline: DYes DNo DYes DNo 28. Painted Edgelines: DYes DNo DYes DNo 29. Crosswalks: DYes DNo DYes DNo 30. Special Markings: 3 1. Fixed Objects Struck: Photo Photo

Description Location Measurement Photo 32. Tire Marks: DYes DNo DYes DNo DYes DNo

33. Debris: DYes DNo DYes DNo DYes DNo

34. Road Scars: DYes DNo DYes DNo DYes DNo

35. Possible Sight Distance Obstructions: Obstruction Location Looking From Looking To Photo DYes DNo DYes DNo DYes DNo

Source: Pennsylvania Department of Transportation

C-3 Incident Management in the United States: A State-of-the-Practice Review

36. Regulatory and Warning Signs:

Installation Photo Sign Message Location Date YIN

37. Traffic Signals:

38. Pedestrian (Walk! Don't Walk) Signals:

39. In this space include any pertinent infonnation not included otherwise on this fonn:

Source: Pennsylvania Department of Transportation

C-4 Appendix C. Accident Investigation Report Forms

FORM: SO-8 VEHICLE EXAMINA nON RECORD

I. ExaminedBy 2.Date ______3. Place 4. No. Days After Accident ______5. Vehicle Make Year Model ______Color ____ 6. VIN (photo) 7. Tag No.1 State ______---'(~p~ho~t=o) 8. Odometer Reading 9. Speedometer Reading ______10. Windshield Damage Location: ""D,...r""iv-"'e.... r ___----"'C""e .... nt."e .... r---,._----'-P...,a""'ss.."e""n'Cog""'er!....- __ II. Windshield Damage Resulting From: Vehicle Deformation Occupant Unknown 12. Restraint Systems: Front: Lap Shoulder None Rear: Lap Shoulder None 13. Trunk Cargo Area: Full Partially Full Empty N/A 14. Other Cargo Area: Roof Rack Rear Rack Portable Cargo Bine Other IS. Steering Column Position: Left Center Right Up Down 16. Brake Pedal: Free to Floor Stuck Tight 17. Light Switches in On Position: ---"H~e""a""dc:.>la..,m"'lpi<-----'"P-"a""'rk""'in... g_-- ....R"""T ...... T-"'u .... m~---"'L"-'T'-T..".u~m""- ___(u.P""h"""ot""'-'o) 18. Alcohol Beverage Containers: None Some Full Some Opened Location: (photo) 19. Vehicle Damaged by Fire: Yes No Location: 20. Tires and Wheels: Location IManufacturer ITire Missing IName ISize Load Rating IRated Pressure ISerial No. I0 Recap 0 Tube o Studded o Snow Tread Depth (1/32's): Inside Edge Center Outer Edge o Off Rim OOn Rim Flat Partially Inflated Fully Inflated Location IManufacturer ITire Missing IName ISize Load Rating IRated Pressure ISerial No. 10 Recap o Tube o Studded o Snow Tread Depth (1/32's): Inside Edge Center Outer Edge o Off Rim OOn Rim Flat Partially Inflated Fully Inflated Location IManufacturer ITire Missing IName ISize Load Rating IRated Pressure ISerial No. 10 Recap o Tube o Studded o Snow Tread Depth (1/32's): Inside Edge Center Outer Edge o Off Rim OOn Rim Flat Partially Inflated Fully Inflated Location IManufacturer ITire Missing IName ISize Load Rating IRated Pressure ISerial No. I0 Recap 0 Tube o Studded o Snow Tread Depth (1/32's): Inside Edge Center Outer Edge o Off Rim OOnRim Flat Partially Inflated Fully Inflated

Source: Pennsylvania Department of Transportation

C-5 Incident Management in the United States: A State-of-the-Practice Review

21. Vehicle Dimensions:

Driver's Passenger's Item Side Side Wheel G Base Overhang E Front Overhang F Rear Length M Overall 1 Track C> A Front Track 1 B Rear Width W Middle

22. Vehicle Damage: OAMA~ED ViMlCLE AAEjI.

to-SLIGHT B-MOaEAATE Areas with Severe Damage CoIEYERE s 7 Area Description Depth of Max. Penetration (in.) 4 \15 8 - 3 g t4 Z FRONT- 10 1 tJ 11 Did vehicle roll over: 0 Yes 0 No 0 Unknown L t2~ t5 UftDER5IDE

23. Comments ______

Source: Pennsylvania Department of Transportation

C-6 Appendix C. Accident Investigation Report Forms

C-7