RFP #2520H023 - SOS APPENDIX A
ANTON ANDERSON MEMORIAL TUNNEL
Tunnel Segment OPERATIONS MANUAL
Revision 3 February 2014
______TSI authorization Date ADOT&PF approval Date Project Manager Facility Manager
Table of Contents 1 INTRODUCTION ...... 1-1 1.1 Scope of Operating Plan ...... 1-1 1.2 Related Documents ...... 1-1 1.3 Revision Procedures ...... 1-1 2 TUNNEL SEGMENT COMPONENTS ...... 2-1 2.1 Bear Valley Facilities ...... 2-1 2.2 Whittier Facilities ...... 2-1 2.3 Anton Anderson Memorial Tunnel ...... 2-1 2.4 Safe houses ...... 2-2 2.5 Emergency Response Equipment ...... 2-2 2.6 Tunnel Control System (TCS) ...... 2-2 2.7 Traffic Monitoring ...... 2-3 2.8 Traffic Control ...... 2-4 2.9 Communications ...... 2-5 2.10 Driver Training ...... 2-6 2.11 Portage Lake Tunnel ...... 2-6 3 NORMAL OPERATIONS ...... 3-1 3.1 Vehicle Movements ...... 3-1 3.1.1 Eastbound Traffic to Whittier ...... 3-1 3.1.2 Westbound Traffic to Portage ...... 3-2 3.1.3 Traffic Metering ...... 3-2 3.1.4 Tunnel Ventilation ...... 3-2 3.2 Train Movements ...... 3-3 3.3 Tunnel Daily Schedule ...... 3-4 4 VENTILATION SYSTEM OPERATION ...... 4-1 4.1 General Requirements ...... 4-1 4.2 Ventilation Operating Modes ...... 4-1 4.2.1 Normal Ventilation Sequences ...... 4-1 4.2.2 High Wind Operation Sequences ...... 4-2 4.2.3 Cold Weather Operation Sequences ...... 4-2 4.2.4 Fire Operation Sequences ...... 4-3 4.2.5 Purging Between Vehicle Movements ...... 4-4 4.2.6 Purging During/After Train Passage ...... 4-4 4.3 Preprogrammed Modes ...... 4-4 4.4 Ventilation Operation ...... 4-6 4.5 TCS Operator Prompts ...... 4-7 4.5.1 Eastbound Traffic ...... 4-8 4.5.2 Westbound Traffic ...... 4-9 4.5.3 High Wind Modes (HWE & HWW) ...... 4-9 4.5.4 Cold Weather Modes CWW and CWE ...... 4-10 5 DETAILED TCS PROCEDURES ...... 5-1 5.1 Summary of Operating Modes ...... 5-1 5.2 TCS Operation – Vehicle Movements ...... 5-2 5.2.1 Initial Morning Tunnel Opening from Closed Mode ...... 5-2
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5.2.2 Eastbound Traffic Sequence (Westbound similar) ...... 5-3 5.2.3 End of Normal Operation Cycle ...... 5-4 5.3 TCS Operation – Train Movements ...... 5-5 5.3.1 Train Movements - Tunnel Open ...... 5-5 5.3.2 Tunnel Reopening After Closure for Train ...... 5-7 5.4 TCS Operation - Non-Operating Hour Use ...... 5-8 5.4.1 Emergency Access by Road Sequence ...... 5-8 5.4.2 Maintenance Access by Road Sequence ...... 5-8 5.5 Operations with Equipment Out of Service ...... 5-9 5.5.1 Description of Possible Responses ...... 5-9 5.5.2 Minimum Equipment Required for Operations ...... 5-11 6 NON-NORMAL OPERATIONS ...... 6-1 6.1 Summary of Preprogrammed Sequences and Modes ...... 6-1 6.2 Incident Detection ...... 6-2 6.3 Stopped Vehicles ...... 6-2 6.4 Blocked Traffic ...... 6-3 6.5 Vehicle Fire ...... 6-4 6.6 Emergency Phone ...... 6-4 6.7 Fire Alarm ...... 6-5 6.8 Avalanche ...... 6-5 6.9 Earthquake ...... 6-6 6.10 Power Failure ...... 6-7 6.11 Clearing an Emergency Condition from Train Mode ...... 6-8
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1 INTRODUCTION
1.1 Scope of Operating Plan
This manual defines the operational procedures for the Anton Anderson Memorial Tunnel (AAMT). The AAMT is owned by the Alaska Railroad Co. (ARRC), but highway operations are permitted in accordance with an agreement between the ARRC and the Alaska Department of Transportation and Public Facilities (ADOT&PF), and by the Alaska State Legislature through 17 AAC 38, Anton Anderson Memorial Tunnel.
In June of 2002 VMS Inc. received a contract from ADOT&PF to manage the maintenance and operations of the AAMT facility. In October 2007, VMS Inc. was purchased by Australia’s Transfield Services Infrastructure herein after referred to as TSI or the “Operator”. As part of this contract, TSI shall be responsible for the operations and maintenance of the AAMT for the duration of this contract. While under contract, the Operator shall review and update the operations manual and related documents (see sect. 1.2) as necessary to maintain accurate and current manuals and procedures.
This manual was prepared for the tunnel operations staff to define both the normal and emergency operation procedures. The procedures herein were developed to provide a safe and efficient transportation facility and to comply with the legislative authority for the AAMT operations (17 AAC 38), the agreement between the ARRC and ADOT&PF, and the Operation and Maintenance (O&M) Agreement between the ADOT&PF and TSI.
1.2 Related Documents
Other documents related to the operation and maintenance of the AAMT include:
TSCS Operator Manual
Emergency Response Plan
Site Security Manual
Toll Collection & Money Handling Procedures
Maintenance Manuals
1.3 Revision Procedures
The TSI Project Manager shall issue any revisions to this manual, after approval of the revision by the ADOT&PF Tunnel Facility Manager.
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2 TUNNEL SEGMENT COMPONENTS
The Whittier Access Project includes a number of segments. From west to east, they are:
Portage Creek Bridge, Portage Lake Tunnel & Portage Glacier Highway Extension – Starting at the junction with the existing Portage Glacier Highway, the new Portage Glacier Highway Extension crosses Portage Creek on a bridge, passes through a short 500’ long, two lane tunnel, and winds along the north side of Portage Lake. A scenic turnout was constructed to provide the only highway accessible view of Portage Glacier.
Bear Valley Staging Area – Described below.
Anton Anderson Memorial Tunnel – Originally constructed by the US Army in 1941-42 and operated by the Alaska Railroad since completion, the tunnel was modified between 1998 and 2000 for the Whittier Access Project. Modifications are described below.
Whittier Staging Area– Described below.
Whittier Access Road - A complete reconstruction, including new bridges, was completed in 2000 as part of the Whittier Access Project.
This section details the facilities constructed in the tunnel and adjacent staging areas.
2.1 Bear Valley Facilities
The Bear Valley Staging Area contains six structures. The Tunnel Control Center (TCC) contains the Tunnel Control Room, a toll collection station, and the operations administration facilities. Adjacent to the TCC are two toll collection booths. The Bear Valley portal building contains ventilation equipment, an electrical substation, an emergency generator, storage for emergency response equipment, a fire truck, an All-Terrain Vehicle (ATV) and Utility Vehicle (UTV). Rest rooms and informational kiosks are provided for public use. Adjacent to the public restrooms is an integrated structure that contains the ADOT&PF Manager office in addition to a warm storage facility that houses the loader and supplemental equipment.
2.2 Whittier Facilities
The Whittier staging area contains two structures, the portal building and public restrooms. The portal building contains ventilation equipment, an electrical substation, an emergency generator, storage for emergency response equipment, a fire truck, ATV and UTV, and a loader. A Remote Control Center (RCC), with full tunnel control capabilities is also provided for emergency and/or maintenance use. Informational kiosks are provided for the public.
2.3 Anton Anderson Memorial Tunnel
The former rail tunnel has been enlarged to allow double stack containers to pass through the tunnel with a clearance of approximately 15’ wide, by 21’ high. An 11’-6” wide pavement was also constructed for vehicular traffic. The 3’ wide sidewalk is for emergency use only, since
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there is not safe clearance to vehicles. Eight safe houses were also constructed in the tunnel as described below.
2.4 Safe houses
The eight safe houses were built so that any location in the tunnel is within 800’ of a refuge area or exit. Each safe house has a nominal capacity for 55 adults and contains water, blankets, first aid, a chemical toilet, an emergency phone and a Public Address(PA) speaker. Doors are unlocked, but any opening of the door will alarm the Tunnel Operator. During an emergency fresh air heated to at least 500F is supplied to each safe house.
The tunnel at each safe house was also enlarged to allow disabled vehicles to pull over within the safe house apron so that other vehicles can pass. Any disabled vehicles must be removed from this area prior to reversing traffic unless authorized by the manager on duty. Only the ARRC is authorized to permit a train into the tunnel with a disabled vehicle inside. Pavement striping indicates the rail clearance limits at the safe houses if a disabled vehicle is to be left in the tunnel during a train passage.
2.5 Emergency Response Equipment
The tunnel is designed to the latest standards for public safety and to account for local conditions. See the Emergency Response Plan and Chapter 6 of this Operation Manual for emergency procedures. The most important feature is the requirement to have a trained operations staff on duty whenever the tunnel is open to vehicle traffic. The staff will provide the initial response to any incidents in or near the tunnel.
Equipment has been stored on the site for emergency use. Each portal has a fire truck, an ATV and UTV, and various extrication and first aid equipment for use by emergency response personnel. A loader with towing capability is kept both at the Whittier end and in Bear Valley.
Every 300’ inside the tunnel is an emergency station containing an emergency phone, a fire alarm pull station and a 10 lb ABC type portable fire extinguisher. Inside each portal building and at each of the eight safe houses is a fire equipment room for use by fire response personnel containing:
Wheeled extinguisher with 33 gallons of AFFF Wheeled extinguisher with 125 lbs. dry chemical extinguisher 2 Axes & 2 Crowbars 2 One hour SCBA air cylinders 1 Drum Spill Response – oil pads and booms
2.6 Tunnel Control System (TCS)
The Tunnel Control System is the computer-based system that monitors all tunnel activities and assists the Tunnel Operator in controlling traffic.
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Railroad operations are monitored and controlled by an independent system identified as the Train Signal System (TSS). The TCS and TSS are interlocked to avoid conflicting movements between trains and vehicles. When one system has control of the tunnel, the other system is locked out.
The TCS includes a number of subsystems that are detailed below.
2.7 Traffic Monitoring
The Tunnel Operator is responsible for controlling traffic in the tunnel for overall safety of the public. The Tunnel Control System (TCS) includes a number of systems that assist the Tunnel Operator to monitor system status and what is happening in the tunnel.
These include: Closed Circuit Television (CCTV) – The entire tunnel and both staging areas have full CCTV coverage with the seven monitors in control room. The RCC has a single monitor. The operator will use the CCTV to confirm that traffic is moving freely, confirm that the tunnel is clear before reversing traffic flow and visually determine the appropriate response to an incident detected by the TCS.
Vehicle Detectors – Throughout the tunnel there are nineteen Remote Traffic Microwave Sensors (RTMS), which determine vehicle position and speed. This information is used by the TCS to count vehicles in the tunnel to confirm that traffic in the tunnel is moving freely and could provide the first indication of an incident in the tunnel. The RTMS are supplemented by pavement inductance loops at the safe house areas and at the entry gates.
Carbon Monoxide (CO) Detectors – At four locations, the tunnel air quality is continuously monitored by the TCS, which will notify the Tunnel Operator when CO levels are above the minimum acceptable exposure levels.
Anemometers – At two locations, the direction and speed of the airflow in the tunnel is monitored by the TCS, which will notify the Tunnel Operator when additional ventilation is necessary.
Emergency Phones - Every 300’ throughout the tunnel is an emergency ring down phone, which will automatically ring at the control room when the receiver is lifted off hook. This phone is intended for disabled motorists, but can also be used by emergency response or maintenance personnel.
Fire Alarm Pull Stations - Every 300’ throughout the tunnel adjacent to the emergency phones, is a fire alarm pull station, which provides notification and will activate an alarm at the control room and at a central monitoring station concurrently.
Photo sensors –The Tunnel Operator is responsible to turn the lights on and off via the TCS, but photo sensors at each of the two tunnel portal transition zones will automatically adjust the tunnel lights to the appropriate intensity. Maintenance personnel may disconnect the lighting system from the TCS for local control, but must return control to the TCS when
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maintenance activities are completed. Photo sensors automatically control the lights at the Portage Lake Tunnel and the roadway and exterior building lights adjacent to the TCC.
Traffic Controller – During peak tourist periods when the tunnel users may not be familiar with the procedures to traverse the tunnel, a Traffic Controller may be used to assist with the discharge of vehicles from the staging areas. A Traffic Controller will also be used when poor visibility due to fog or blowing snow limits the usefulness of the CCTV system. Use of a Traffic Controller will also allow operations with a partial failure of specific systems and or components thereof. (See section 5.2.2).
Sweep Vehicles – Prior to reversing traffic flow, two independent determinations that the tunnel is empty are required. Normally, the TCS will count vehicles entering and leaving, and the operator will confirm with a scan of all CCTV cameras. Any time that the Tunnel Operator has any doubt to the integrity of the traffic monitoring or CCTV systems, a sweep vehicle can be used to follow the last vehicle and confirm that the tunnel is clear.
2.8 Traffic Control
The Tunnel Operator is responsible for controlling traffic in the tunnel for overall safety of the public. The project includes a number of components that assist the Tunnel Operator. These include:
Fixed Signs – Standard highway signs such as speed limits.
Pavement Markings – Standard highway lane markings.
Strobes with Fixed Signs – In the event that motorists must evacuate their vehicles inside the tunnel for safe house refuge, white strobe lights at the safe house pullouts will be activated. Signage will inform motorists at each safe house area of emergency evacuation procedures. (“Evacuate To Safe house Only When Strobe Is Flashing”)
Tunnel Traffic Signals – The tunnel traffic signals are used in conventional configurations, except there is no amber aspect between the green and red indications. Within the tunnel, a steady green signal is displayed to indicate that it is safe to proceed. A steady red directs motorists to stop and prevent bunching of vehicles behind an incident. A flashing white strobe at the safe house area accompanied by a red signal directs motorists to evacuate to the safe house. The contra-flow traffic signal indication will be a steady red.
Queuing Traffic Signals – Standard red/amber/green traffic signals are used in the staging area to indicate when a particular lane can enter the tunnel. Only one queue signal can be green at a time.
Metering Signal – Red and green signals that are timed to insure the proper spacing of vehicles entering the tunnel. An adjacent sign instructs motorists “stop here on red.”
Traffic Controller – A Traffic Controller can assist the Tunnel Operator with manual traffic control during adverse weather, equipment failure, or other situations the Tunnel Operator requires additional traffic control assistance.
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Driver Information Signs (DIS) – Variable message Signs (VMS) are located in the front of each staging area to assist the tunnel operator in broadcasting informational messages to drivers waiting to use the tunnel.
Portal Doors – The Tunnel Operator can operate the portal doors using the TCS. For train requests, the TSS will operate the doors through the TCS. The portal doors can also be controlled locally by using the manual controls adjacent to the doors. The portal doors shall not be manually operated or disconnected from the TCS control without authorization from the Tunnel Operator. When the traffic operations have ceased for the day, the portal doors will be closed and the TCS secured to prevent unauthorized entry into the tunnel.
Railroad Signals – Standard railroad signals will be used by the Alaska Railroad Corporation (ARRC) to control train movements through the tunnel. The railroad signals are controlled by the Train Signal System (TSS), which is interlocked with the TCS to prevent vehicle-train conflicts. The Tunnel Operator has no control over the train signals. In most cases, the Tunnel Operator can communicate with the ARRC dispatcher prior to TSS/TCS interlock.
Train Limiting Device (TLD) – When the tunnel is in a vehicle mode, a train limiting device shall be active and in place to prevent an unresponsive train from entering the tunnel against a restrictive signal. The train-limiting device is a safety interlock that will not physically allow a train to enter the tunnel by use of a rail switch outside of each portal entrance. The TSS controls the TLD and the Tunnel Operator has no control over the TLD. .
Any disabled vehicles in the tunnel must be removed prior to reversing traffic unless authorized by the manager on duty. The Tunnel Operator or manager is not authorized to confirm that the tunnel is clear for a train passage when a vehicle is in the tunnel. If a train request is made while a disabled vehicle is anywhere inside the tunnel, the Tunnel Operator shall immediately notify the ARRC dispatcher. If the vehicle is in a safe house area and clear of the track foul limits, the ARRC dispatcher can authorize train passage.
Under no circumstances are personnel or patrons allowed in the tunnel during train passage.
In the event a vehicle, person, or other obstacle blocks or enters the tunnel after the TCS has entered the train mode, the Tunnel Operator can activate the TSS Operator Override option (See section 5.3.1). Once the TSS Operator Override has been selected the ARRC Dispatcher must be notified via the phone immediately and a radio contact attempted to be made with the engineer of the locomotive. After activation, an ARRC representative must reset the system from the TSS signal bungalow in Bear Valley. After the override circumstance has been cleared, the ARRC may elect to operate through the tunnel in accordance with railroad rules. The Tunnel Operator shall assist the ARRC in clearing the override option.
2.9 Communications
The Tunnel Operator and the operations and maintenance staff have a number of communication systems at their disposal:
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Conventional telephones are available for routine administrative communications and are the primary means of communications with emergency response dispatchers off site.
Throughout the tunnel are emergency phones that automatically ring at the control center and indicate the caller’s physical location to the operator.
Each safe house has a public address (PA) speaker giving the operator the ability to broadcast instructions or status messages to safe house occupants. Emergency phones within the safe houses are also provided.
A VHF radio system is available in the tunnel for use by maintenance staff and emergency response personnel. The ARRC has an independent radio system throughout the area that shares some of the hardware including the antennas. The Tunnel Operator can monitor ARRC communications and broadcast on the ARRC frequencies for official ARRC communications only. The preferred method of communications with the ARRC will be through the ARRC Dispatcher via the dedicated ARRC telephone.
A digital communicator will automatically notify the central alarm monitoring station through dedicated fire panels when a fire alarm is generated, whether the alarm is automatic or from a pull station.
A toll-free tunnel information number (877-611-2586) is available for general public information.
A website is provided by the ADOT&PF that contains general information on the tunnel, regulations, history and current schedules. The website home page is at http://www.dot.state.ak.us/creg/whittiertunnel/
2.10 Driver Training
For the typical motorist intending to pass through the tunnel, following the instructions on the fixed signs and obeying the traffic signals should be a simple process, resulting in a safe passage. For added confidence, safety pamphlets explaining the tunnel and normal traffic and emergency procedures are distributed at the tollbooth.
2.11 Portage Lake Tunnel
The Portage Lake Tunnel is independent of the AAMT TCS. The lighting system is controlled by photocells and will remain on even when the AAMT is closed. The emergency telephones will automatically ring at the Emergency Services dispatch (911) via the public utility phone network.
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3 NORMAL OPERATIONS
This section describes the normal everyday operations of the tunnel. Detailed operating procedures follow in section 4 and 5.
3.1 Vehicle Movements
The tunnel is designed for a vehicle capacity of 800 cars per hour with a 25 mph speed limit. This can be achieved with 2 directional reversals per hour. A larger spacing is required between trucks and buses so the actual vehicle capacity will be somewhat less. In certain cases, train movements may impact the schedule for vehicle traffic further reducing actual capacity.
Tolls will be collected only from vehicles traveling eastbound toward Whittier. The toll is considered a round trip toll. There will not be any toll adjustment for one-way trips from vehicles entering or leaving the ferry in Whittier. No pedestrians or bicycles are permitted in the tunnel.
3.1.1 Eastbound Traffic to Whittier As vehicles enter the staging area in Bear Valley, they will pass through the tollbooth. One or more Toll Collectors will be in the tollbooths to collect tolls and instruct motorists on the tunnel safety requirements. As vehicles pay their tolls, they are given a safety pamphlet that describes the tunnel operation and emergency procedures. Drivers are instructed to read the brochure before entering the tunnel.
To prevent hazardous cargo from entering the tunnel, it is required that the Toll Collectors ask drivers if they are transporting any hazardous items. Permissible limits of hazardous items are as follows: 12 gallons of gasoline in UL approved portable containers, 100 pounds of propane, 400 cubic feet of acetylene in a single container or a combined oxy/act set if properly secured, and up to 55 gallons of diesel in a drum. Vehicles with flammable, explosive or other hazardous cargoes shall be referred to the ARRC who can arrange for transport through tunnel.
Once a toll is paid, vehicles are directed into the staging area where they wait for their turn to enter the tunnel. Lane assignments are designated by fixed signs to separate buses, trucks, and vehicles towing trailers from cars. Motorcycles shall be staged by the restrooms in Bear Valley. Handicapped vans should be directed into the start of a lane or into a separate lane to facilitate evacuation of wheelchair occupants within the safe house areas in the event an evacuation is required. The typical exit sequence will be buses followed by cars, vehicles towing trailers, and trucks. Motorcycles are released at the very end of the opening as the last vehicles. The ADOT&PF Tunnel Facility Manager may modify the release sequence at any time.
Full buses in the staging area at the start of traffic movement shall be released first with car traffic following. Once the first car lane has started to empty, any cars entering the staging area should be diverted to the next car lane. After the car lanes are emptied, vehicles towing trailers can be discharged while additional cars are directed to the first car lane. After the vehicles towing trailers, trucks should be discharged, followed by empty buses, and then any additional cars. The process shall continue until the staging area is empty or the current traffic schedule indicates that the traffic direction shall be reversed. Since the TCS links the default metering rates (See section 3.1.3) to the normal vehicle type in each lane, the Tunnel Operator must change the default metering rate when different vehicle types use a lane.
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The Toll Collectors and Tunnel Operator may exhibit some flexibility to minimize delay to tunnel patrons. For example, since buses will normally be emptied first, a bus overflow from the bus lane can use an empty car lane. Similarly, after the buses have vacated the bus lane, it can be used for car or truck overflow.
3.1.2 Westbound Traffic to Portage Traffic entering the staging area in Whittier will be directed into the appropriate lanes by the fixed signs and instructions on the safety pamphlet. A more rigid queuing and discharge procedure will be required because of the lack of the toll collectors to direct traffic. During peak tourist periods, when a high percentage of patrons will not be familiar with the tunnel operations, a Traffic Controller will be stationed in the Whittier staging area to facilitate the queuing and discharge of vehicles. When a Traffic Controller is present in Whittier staging, motorcycles shall be staged back near the Traffic controller. During periods when a Traffic Controller is not present, motorcycles shall be staged in lane 7. A Traffic Controller in radio contact with the Tunnel Operator may also be appropriate during periods of extremely poor visibility.
3.1.3 Traffic Metering Traffic entering the tunnel will be metered to match traffic flow to the ventilation system capacity and to avoid potential overcrowding in safe houses in the event of a tunnel emergency. The ventilation system is designed to dilute the emissions from 160 cars or light trucks. The safe houses have been sized for 55 adults, or the occupants of 22 cars (with 2.5 occupants per car) or one full size bus. The optimum spacing for ventilation dilution and safe house capacity control for each vehicle types are: cars 90 to 100 feet or 1.5 seconds @ 25 mph, buses 1600 feet or 44 seconds @ 25 mph, trucks 500 feet or 7.5 seconds @25 mph.
The entry signal at the traffic entrance gate controls the metering rate. For all vehicles, a detection loop at the entry signal will detect the passage of a vehicle, change the metering signal to red, and reset the timer for the next green indication. For each lane release the operator will select the appropriate metering rate. The TCS is also capable of manual metering control by the Tunnel Operator.
When the traffic density in the tunnel is higher than desired, the Tunnel Operator shall increase the metering signal for vehicles, or delay the next queue from entering the tunnel to achieve the desired average spacing.
The TCS is not intended, nor is it capable of maintaining a safe separation between vehicles once they pass the metering signal. Under no circumstances shall the tunnel traffic signals be used in an attempt to maintain vehicle separation or speed control. The risk of rear end collisions is too great.
3.1.4 Tunnel Ventilation The Tunnel Operator will control the ventilation system with the assistance of the TCS. For safety reasons the air in the tunnel must be moving in the direction of traffic, unless Winter Mode operations are in effect (See section 4.2.3). The TCS will monitor to insure that carbon monoxide (CO) concentrations are at safe levels and that the air is moving in the direction of traffic. The jet fans are the primary equipment for ventilating the tunnel. The number operating will vary with traffic volume, CO levels, and wind. Under some atmospheric and traffic
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conditions, the natural draft in the tunnel will be in the right direction and of sufficient volume that mechanical ventilation will not be required.
Under severe high wind conditions, the jet fans will not be capable of overcoming the natural draft in the tunnel. During high wind conditions the portal fans may be required to positively control the airflow in the tunnel.
In the event an incident in the tunnel stops the flow of traffic, vehicles ahead of the incident can proceed toward the exit. Vehicles behind the incident will have to stop and the ventilation system will continue to supply fresh air from behind. Should the incident involve smoke and/or fire, the heat and fumes will be exhausted ahead of the incident and fresh air will be supplied to those stopped behind.
In most instances, the TCS will notify the Tunnel Operator when a vehicle stoppage is detected. The operator must immediately locate the incident on the CCTV monitors, confirm there is a stoppage, and determine if smoke and/or fire are present. As soon as the incident is confirmed to have a fire and/or smoke condition, the Tunnel Operator can use the TCS to change all traffic signals behind the incident to red. When smoke and/or fire are present, the Tunnel Operator has the option to select the fire mode or manually activate the appropriate devices (See section 4.2.4).
Upon selection of the fire mode, the TCS will change the tunnel ventilation to the Tunnel Operator selected fire mode choice. Once the fire mode is initiated, the TCS will activate the evacuation strobe lights behind the incident, directing tunnel patrons to evacuate to the nearest safe house. It is imperative that the operator acknowledge and confirm an incident alarm immediately, to stop the entry of additional vehicles, prevent overcrowding of the safe houses closest to the incident, and initiate the appropriate emergency ventilation mode.
At the end of each vehicle movement, the air in the tunnel may have to be purged of CO to prevent undesired buildup of CO. To reduce electrical power consumption, the jet fans should be used to purge the tunnel, unless traffic volumes warrant the use of the portal fans to reduce the purge time. The TCS will assist the tunnel operator by suggesting the most appropriate ventilation mode and sounding an alarm if the fan settings are not maintaining air flow and quality to the pre-set levels.
3.2 Train Movements
The agreement between the ADOT&PF and ARRC dictates that trains and vehicles share the tunnel and are provided blocks of time available to each. Cooperation between the Tunnel Operator and the ARRC dispatcher and train crews is essential to maximize the tunnel utilization and minimize delays to both vehicles and trains. ARRC strives to schedule train movements for 20 and 50 minutes past the hour, but this is not guaranteed. Trains have until 29 after the hour and 59 after the hour to be onsite in Bear Valley or Whittier and ready to enter. Either way vehicles or trains will be occupying the tunnel at the top of the hour and the bottom of the hour. Any train that misses their window will be able to use the next available window.
All uncoordinated train mode requests will be treated as an unprompted TSS (Train Signal System) train mode request. The Tunnel Operator will immediately contact the ARRC Dispatcher and confirm the nature of the unprompted TSS train mode request, and will move
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the pending TSS train mode request prompt to the side to be dealt with at the end of the current traffic release.
The TCS & TSS are interlocked to avoid conflicting movements between trains and vehicles. The TCS will automatically close the tunnel to traffic when a TSS train mode request is sent. This closure is an automatic function that will be initiated through the TSS by the ARRC Dispatcher. Once the TSS receives the request for the tunnel, the TSS will command the TCS to initiate the tunnel closure.
Once a TSS request has been sent it can be ignored until the tunnel is clear of vehicle traffic, but not cancelled. It will remain pending until it has been accepted after the Tunnel Operator has verified that the tunnel is clear of vehicle traffic.
When the Tunnel Operator verifies that the tunnel is clear of vehicles, the Tunnel Operator can proceed through the TCS prompts to transfer control of the tunnel to the TSS. Once a train has received a permissive signal, the Tunnel Operator is locked out of the TCS and cannot regain control of the TCS until the train has cleared the tunnel area and the TSS has released control back to the TCS. Besides the use of ventilation fans, the Tunnel Operator has no TCS device control while train mode is in effect.
During vehicle operations, the train movements cannot be safely accommodated without operator intervention. Under average conditions, it will take between 6 and 8 minutes to clear the tunnel of vehicles. To expedite train passage, the ARRC dispatcher should schedule and the train crew should endeavor to arrive at 20 after and 50 after the hour for passage, during the hours the tunnel is open for vehicle traffic.
Once the tunnel is clear of all vehicles, the Tunnel Operator shall not prevent the TCS from allowing the TSS to permit a train passage, except in an emergency through the use of the Operator Override button labeled TUNNEL NOT CLEAR. In the event of an emergency, immediately attempt to contact the engineer on the engine approaching via ARRC radio and state the nature of the emergency, also notify the ARRC Dispatcher via ARRC dedicated telephone as to the nature of the emergency and ETA to clear the emergency condition.
3.3 Tunnel Daily Schedule
The Base Schedule was established by the ADOT&PF in negotiations with the ARRC to establish a timetable for motorists to anticipate tunnel openings and minimize delays. The ARRC has agreed to predict their train schedule three days in advance. The Tunnel Operator on duty is responsible to obtain the schedule updates daily from the ARRC Dispatch office.
The tunnel’s daily operating schedule is communicated to the public in a number of ways:
The Base Schedule notes the periods of the day when vehicles will use the tunnel. Changes to the base schedule will be infrequent because of the wide circulation of the schedule through a number of different media.
Changes to the daily schedule may be made available to the public through one or more of these methods: On the AKDOT website for the Whittier Tunnel, and/or AK511
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By calling the toll-free tunnel information number (877-611-2586) Or by posting notices at the toll booths and public restrooms in Bear Valley. Notices will also be posted at the BTI, and other facilities as deemed necessary, in Whittier.
Changes to the base schedule should be disseminated through the above media at the first opportunity.
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4 VENTILATION SYSTEM OPERATION
This section details the operation of the ventilation system for all expected operating conditions. Section 5 integrates the normal ventilation system operation with the tunnel traffic control. Section 6 integrates the ventilation system operation with the Emergency Response Plan.
The tunnel ventilation system has been designed for four groups of operating sequences:
1) Normal vehicle operations 2) High wind operations 3) Cold Weather operations 4) Tunnel fire conditions
There are a number of preprogrammed modes within each group and the Tunnel Operator has the ability to customize the system operation by manually operating individual fans through the TCS.
4.1 General Requirements
The Tunnel Operator will control the ventilation system with the assistance of the TCS. The TCS will continuously check that carbon monoxide (CO) concentrations are at safe levels and that the air is moving in the direction of traffic. For safety reasons the air in the tunnel must be moving in the direction of traffic, unless Cold Weather Mode operations are in effect.
CO concentrations of 120 ppm are permitted for exposure times of 15 minutes or less. Longer exposure times will require lower CO concentrations: 65 ppm for up to 30 minutes, 45 ppm for 45 minutes and 35 ppm for up to 1 hour. In the event of an incident with blocked traffic, ventilation rates must be increased to provide sufficient dilution of exhaust fumes.
At the start of a traffic release, CO concentrations should be less than 65 ppm or below CO action level 1. (See sec. 4.5.1)
4.2 Ventilation Operating Modes
4.2.1 Normal Ventilation Sequences The primary equipment for ventilating the tunnel in the normal ventilation sequences is jet fans. The number operating will be selected by the tunnel operator and will vary with traffic volume, CO levels, and wind. Modes 1E, 2E and 3E will result in eastward tunnel airflow using 1, 2, or 3 pairs of jet fans respectively (A pair is one jet fan operating at each end of the tunnel). Similarly, modes 1W, 2W and 3W will result in westward tunnel airflow using 1, 2, or 3 pairs of jet fans respectively. If you choose a selection and find that you need more fans, when you select another group, all fans power down before the higher setting engages.
Under some atmospheric and traffic conditions, the natural draft in the tunnel will be in the desired direction and of sufficient volume that mechanical ventilation will not be required. Mode “000-No Fans Needed” is selected in this case.
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4.2.2 High Wind Operation Sequences Under severe, high wind conditions, estimated to occur on less that 1% of the days in the summer, and about 3% of the days in the winter, the jet fans will not be capable of overcoming the natural draft in the tunnel. Using the High Wind Modes, the portal fans may be required to control the positive airflow in the tunnel. Under this scenario, the jet fans would be turned off and the portal doors opened and closed during the sequence to cancel the effect of the opposing wind. HWE (High Wind East) mode may be used for eastbound traffic during high wind conditions, and HWW (High Wind West) mode may be used for westbound traffic during high wind conditions. The traffic capacity in the High Wind Modes is about half of the capacity under normal conditions because of the restrictions in traffic flow due to the use of the portal doors.
Note that when a High Wind mode is required for moving traffic into the wind, the natural draft will usually be sufficient for ventilation when traffic is moving in the direction of the natural airflow.
Option: The Cold Weather Mode defined below may be used in lieu of the High Wind Operation Sequence. Also, when there is low traffic volume, it is possible to use Cold Weather mode to control airflow as well as described in section 4.2.3.
4.2.3 Cold Weather Operation Sequences During the winter months, the Tunnel Operator shall endeavor to retain heat in the tunnel and minimize icing problems. Heat loss reduction shall be conducted by keeping the portal doors closed as much as possible and by operating the ventilation system at the minimum levels consistent with public safety. When traffic volumes permit, the Cold Weather Mode shall outline the procedure to be utilized to minimize heat losses from the tunnel. The CWE (Cold Weather East) mode may be used for eastbound traffic and CWW (Cold Weather West) may be used for westbound traffic. The Tunnel Operator may also follow the CWE & CWW modes manually as outlined below.
The Cold Weather Mode operation is very similar to that under normal operations. The primary difference is that the purge cycle can usually be omitted, traffic will not be released until 10 or 40 after the hour and the traffic release closed to additional traffic as soon as the staging area has been emptied. This is done to keep the portal doors open for as little time as possible. As with the High Wind mode, because of the restrictions in traffic flow and the increased use of the portal doors, the traffic capacity in the Cold Weather Mode is less than the capacity under normal conditions.
During Cold Weather Mode operations the Tunnel Operator shall not be required to run fans when the following conditions are met:
CO levels are within safe limits
Sixteen (16) or fewer vehicles are in the staging queue
Vehicles are spaced at minimum of five hundred feet (500’) intervals (15 second metering)
No greater than sixteen (16) vehicles are in the tunnel at one time 4-2 Revision 3 February 2014
With those conditions met, traffic release is held until at least 10 after the hour for WB traffic and 40 after the hour for EB traffic. The tunnel door on the exit side is in the closed position, the tunnel door on the entrance side is in the open position. Traffic is then released following the requirements above. At 15 and 45 after the hour respectively, as soon as the staging is clear of traffic an ALL STOP is given, the next release time is posted on the DIS, the tunnel entrance door is closed and the tunnel exit door is opened to allow vehicles to exit the tunnel.
If there are more than 16 vehicles present at the start of the release or that show up after the start of the release, this sequence may be repeated as soon as the first 16 vehicles have cleared the tunnel. Other options available to deal with more than 16 vehicles are: both doors open with natural ventilation, both doors open with jet fans to overcome natural airflow, or the least desirable method (due to amount of cold air introduced into the tunnel) through the use of High Wind modes.
4.2.4 Fire Operation Sequences The air in the tunnel must be moving in the direction of traffic, unless Cold Weather Mode operations are in effect. In the event of an incident in the tunnel that stops the flow of traffic, vehicles ahead of the incident will be able to proceed toward the exit. Vehicles behind the incident will have to stop and the ventilation system must be activated immediately. In this manner, should the incident involve smoke and/or fire, the fumes will be exhausted ahead of the incident and fresh air will be provided to those trapped behind. The air velocity in the tunnel will drop when traffic comes to a standstill and the residual velocity will not be high enough to prevent back layering of smoke in a fire. Therefore, the Tunnel Operator must activate the ventilation system for fire control at the first indication of smoke or fire in the tunnel. The fire modes (5E for eastbound traffic sequences and 7W for westbound traffic sequences) will activate both portal fans at the entry end of the tunnel after the adjacent door is closed (See section 6.5 for further detail related to TCS fire operations).
In a static air environment, such as winter freezing operations, a single portal fan can provide sufficient velocity to prevent smoke back layering. To initiate a single portal fan during a fire, the Tunnel Operator must manually activate the portal fan without utilization of the fire mode scenario. For immediate activation of emergency ventilation under a static air condition, the following ventilation procedure must be utilized:
For Eastbound traffic flow, select fan scenario 4EA or 4EB with the RTD option enabled. This will result in closure of the Bear Valley portal door and startup of a single portal fan (see table in section 4.3).
For Westbound traffic flow, select fan scenario 6WA or 6WB with the RTD option enabled. This will result in closure of the Whittier portal door and startup of a single portal fan (see table in section 4.3).
Select the adjacent blocked mode at scenario box (on the TCS main screen) behind the fire incident. This will change all traffic signals to red behind the incident and lower the entry gate.
Activate the safe house ventilation fans.
Activate all emergency strobes behind the incident.
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Activate the PA message to repeat the safe house fire emergency messages.
This procedure must be followed whenever the Tunnel Operator initiates a fire response and does not select the fire mode box from the TCS screen. With the exception of the above ventilation procedure, all other emergency response procedures shall be implemented as defined in section 6.5, and the Emergency Response Plan.
During a fire, the jet fans should not be considered reliable since they may not achieve the critical velocity necessary to overcome the prevailing natural airflow. Additionally, the jet fans may cease to operate under the high temperatures possible in a tunnel fire situation.
4.2.5 Purging Between Vehicle Movements At the end of each vehicle movement, the air in the tunnel may need to be purged of CO to prevent excess buildup of CO. To reduce electrical power consumption, the jet fans should be used to purge the tunnel. During heavy traffic times, the use of portal fans may be necessary to reduce the purge time between traffic flows. The use of two portal fans should be avoided unless a significant disruption of the traffic schedule is projected during heavy traffic times or the tunnel has excess smoke due to train passage.
With average atmospheric conditions, the following purge times can be expected:
Six jet fans can purge the tunnel in approximately 23 minutes One portal fan can purge the tunnel in approximately 20 minutes Two adjacent portal fans can purge the tunnel in approximately 11 minutes. Operation of these fans in excess of 11 minutes should only occur in extreme circumstances.
There is no significant benefit to simultaneously operating portal fans at opposite ends of the tunnel or to operation of the jet fans in conjunction with the portal fans.
To assist the Tunnel Operator in determining when traffic can reenter the tunnel, the TCS CO detectors can be monitored during purge cycles. For excess smoke conditions due to train passage, the CCTV cameras may be used to determine the visibility conditions within the tunnel.
4.2.6 Purging During/After Train Passage For safety reasons the Safe house ventilation will be turned on prior to train passage. After train passage, the air in the tunnel may need to be purged of diesel fumes and CO. Once the locomotive has cleared the entrance portal, the jet fans may be used to start purging fumes while the train cars exit the tunnel. Monitoring of tunnel CO levels and visual observations through the CCTV cameras shall determine the purge time necessary after trains. After train passages and the completion of any purge necessary, the Safe house ventilation will be turned off.
4.3 Preprogrammed Modes
The TCS will assist the Tunnel Operator by suggesting preprogrammed default ventilation modes and sounding an alarm when the selected fan mode cannot maintain air-flow consistent with the direction of traffic flow. The following table summarizes the preprogrammed modes and the corresponding status of the primary ventilation components in each mode. 4-4 Revision 3 February 2014
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Preprogrammed Ventilation Modes and Corresponding Fan Status and Initial Door Status
Fan ID Door ID Mode JB1 JB2 JB3 PB1 PB2 JW1 JW2 JW3 PW1 PW2 DB DW 0 Off Off Off Off Off Off Off Off Off Off Open Open 1E E Off Off Off Off E Off Off Off Off Open Open 1W W Off Off Off Off W Off Off Off Off Open Open 2E E E Off Off Off E E Off Off Off Open Open 2W W W Off Off Off W W Off Off Off Open Open 3E E E E Off Off E E E Off Off Open Open 3W W W W Off Off W W W Off Off Open Open 4E A (HWE) Off Off Off E Off Off Off Off Off Off Closed Open 4E B Off Off Off Off E Off Off Off Off Off Closed Open 4W A(HWW) Off Off Off W Off Off Off Off Off Off Closed Open 4W B Off Off Off Off W Off Off Off Off Off Closed Open 5E (Fire) RTD Off Off Off E E Off Off Off Off Off Closed Open 6E A (HWE) Off Off Off Off Off Off Off Off E Off Open Closed 6E B Off Off Off Off Off Off Off Off Off E Open Closed 6W A (HWW) Off Off Off Off Off Off Off Off W Off Open Closed 6W B Off Off Off Off Off Off Off Off Off W Open Closed 7W (fire) RTD Off Off Off Off Off Off Off Off W W Open Closed
Fan Designation Key 1st Letter: J = Jet fan P = Portal fan D = Portal Door 2nd Letter: B = Bear Valley end W = Whittier end Last digit = Sequential fan ID for portal fans, total number of fans in group operating for jet fans
Ventilation Mode Key First digit, modes 0 to 3 = number of jet fans operating at each end First digit, modes 4 to 7 = portal fan modes Last letter E = fan moving air east toward Whittier W = fan moving air west toward Bear Valley
4.4 Ventilation Operation
During normal operations and incident responses, the TCS preprogrammed modes may be used to reduce the tunnel operator’s workload. Tunnel operations and emergency sequences can also be conducted outside of the preprogrammed modes, when the Tunnel Operator specifically selects device control icons. This allows the operator to individually activate or deactivate individual portal fans without using the preprogrammed modes. For jet fans, the Tunnel Operator requests the number of fans and direction of flow from each fan group, but the fan MCC selects the specific fans to operate. 4-6 Revision 3 February 2014
To prevent damage to tunnel facilities, the following combinations of fan settings are prohibited by TCS:
Any fan(s) running in opposing direction to any other fan in the tunnel
Both portal fans running at one end with any jet fans at the same end.
The electrical utility cannot sustain this power demand (load) condition which may result in a shutdown of all fans located in that location.
When the Tunnel Operator attempts to implement a prohibited combination, the TCS will inform the operator that that combination is not allowed and request another instruction.
The TCS will also detect operator commands for unusual combinations of fan settings that have been determined to have no practical use during operations. When the Tunnel Operator attempts to implement an unusual combination, the TCS will issue a warning and request confirmation from the operator before implementing the request. The event logger will record the request and confirmation. Unusual combinations include:
Any fan(s) running in opposing direction to traffic Portal fan(s) running in conjunction with any jet fan Portal fan(s) running when the adjacent door is open; however the portal fan can be activated while the door is closing.
Selecting a mode, either a preprogrammed sequence or manual activation, will cancel any previous selection of fans. The maintenance staff or designated emergency response personnel also have the ability to operate the fans from the RCC or locally from each fan’s MCC. However, when the TCS is in a normal operations mode, the fan state cannot be altered without authorization from the Tunnel Operator. While under local control, the TCS may indicate a “device error” since the status of the fan under local control may not match the last command from the TCS.
When the Tunnel Operator desires only 1 or 2 of the 3 pairs of jet fans, the selection of the specific fan that will operate is made automatically through runtime sequencing by each fan group’s MCC. If the requested fan does not start, the TCS will alarm the Tunnel Operator. If the request was for 1 or 2 of the 3 fans, the fan MCC will sometimes attempt to start another jet fan in that group. However, the Tunnel Operator will not have a confirmation that the desired numbers of fans are operating. Therefore anytime fans are under local control or a fan alarm is displayed, the anemometers will provide the only reliable indication that the desired air-flows were achieved.
4.5 TCS Operator Prompts
Whenever the Tunnel Operator requests the TCS to allow traffic into the tunnel, the TCS will prompt the Tunnel Operator to select the desired ventilation. The selection of the initial ventilation mode is critical to achieve airflow in the direction of traffic. The ventilation purge mode will be selected (or confirmed) by the Tunnel Operator immediately prior to the start of the purge cycle.
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4.5.1 Eastbound Traffic At the initiation of the first traffic movement of the day, The TCS will request a ventilation mode to start with, such as preprogrammed options that include modes 0, 2E, 3E, & HWE
Anytime the tunnel is open; the TCS will monitor air-flow and air quality. When air flow in tunnel is not at least .5 m/s (variable) in direction of traffic:
1) In modes 0, 1E or 2E: the TCS will notify the operator and prompt the operator to advance to next step (1E, 2E or 3E). 2) In mode 3E: the TCS will notify the operator and prompt the operator to advance to mode HWE (High Wind Eastbound) 3) In mode CWE: the TCS will notify the operator and prompt the operator to advance to mode 1E, 2E or 3E.
When CO in tunnel is above action level 1 [set at 65 PPM]
1) In modes 0, 1E, or 2E, the TCS will notify the Tunnel Operator and prompt the Tunnel Operator to either: Advance to next step (1E, 2E or 3E) or Increase the spacing of vehicles at the entry metering signal No action, but monitor situation
2) When in mode 3E, the TCS will notify the Tunnel Operator and prompt the operator to either: Advance to mode HWE (High Wind Eastbound), Increase the spacing of vehicles at the entry metering signal No action, but monitor situation
3) When in mode WE, the TCS will notify the Tunnel Operator and prompt the operator to: Advance to mode 1E, 2E or 3E or No action, but monitor situation
When CO in tunnel is above action level 2 [set at 90 PPM], the TCS will notify and prompt the tunnel operator in the same manner as the first action level. However, if the Tunnel Operator does not respond within 10 seconds, an alarm shall sound.
When CO in tunnel is above action level 3, [set at 110 PPM] an alarm shall sound and the TCS will notify and prompt the Tunnel Operator in the same manner as the first action level. If the Tunnel Operator does not respond within 10 seconds (variable), the TCS shall initiate an automatic closure of the tunnel to additional traffic by changing the active queue signal to red and then closing the entry gate. Reaching the action levels under the peak design conditions does not indicate a malfunction of the ventilation system. (Note: If the TCS automatically initiates a CO closure it must be manually removed before the tunnel can be opened again.)
At actions levels 1 & 2, the “no action, but monitor situation” response is intended to be used near the end of a vehicle cycle when the operator is reasonably sure that the cycle can be completed without supplemental ventilation. At action level 3, that option can only be used when the last car of a cycle has entered the tunnel and the entry gate has closed.
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4.5.2 Westbound Traffic At the initiation of a normal westbound traffic movement (Whittier to Portage) or reversal, the TCS will operate in a similar manner as described above for eastbound traffic. For each mode, substitute “W” for “E” for proper airflow for the jet fans. When using the portal fans, substitute 6W and 7W, for 4E and 5E, respectively.
4.5.3 High Wind Modes (HWE & HWW) When the Tunnel Operator selects Mode HWW (High Wind West for Westbound traffic into an opposing wind), the TCS will implement the following preprogrammed sequence:
The TCS will open the Whittier portal door and close the Bear Valley portal door.
Fans will be placed into Mode 4WA or 4WB (1 portal fan in Bear Valley moving air westward).
The Tunnel Operator will be prompted to begin the discharge of vehicles from the staging area as for normal operations. The queue signals, entry gate, and entry signals will operate as per normal operations.
When the TCS determines that the first vehicle is 1 minute from the Bear Valley door (approximately 5 minutes), the TCS will:
1) Automatically change the active queue lane signal to red. [after an amber aspect]
2) Turn the Bear Valley portal fans off
3) Open the Bear Valley door so that the vehicles in the tunnel can exit
4) Change metering signal to steady red and close the Whittier gate after a 5-second delay
5) Inform the Tunnel Operator of the temporary stopping of traffic entering the tunnel.
After 30 seconds, the TCS closes the Whittier portal door and puts the fans into mode 6WA or 6WB (1 Whittier portal fan moving air westbound).
After the TCS determines that the last vehicle has left the tunnel, the TCS will prompt the Tunnel Operator to either: repeat the cycle to empty additional traffic from the Whittier staging area, to reverse traffic, or return to idle mode.
Note that when a High Wind mode is required for traffic in one direction, the natural draft will usually be sufficient for ventilation when traffic is moving in the opposite direction. Even if mechanical ventilation is required for the opposing traffic movement, the natural draft will significantly assist tunnel airflow. For this reason, to partially offset the lost traffic capacity during the High Wind Mode operation, the tunnel purge cycle can be skipped after a High Wind mode cycle, if the CO levels are below the 65 ppm [first action level]. When the purge is used, it will be quicker to purge in the direction of the natural draft.
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The sequence for mode HWE (High Wind East Mode for Eastbound traffic into opposing wind) is similar to the above sequence for HWW in reverse direction. The fans are initially put in mode 6EA or 6EB when the Whittier door is closed, then mode 4EA or 4EB after the Bear Valley door is closed.
4.5.4 Cold Weather Modes CWW and CWE During periods of extreme cold and low traffic volumes, Eastbound and Westbound traffic modes shall be referred to as Cold Weather Mode East (CWE) and Cold Weather Mode West (CWW). The winter mode differs from normal operations by implementing procedures to retain heat in the tunnel when temperatures fall below 320 F (0 C). The purpose of the Cold Weather Mode procedure is to:
Minimize the time that doors are open by limiting each traffic scenario to a single release. Openings should be on a modified winter freezing schedule when possible.
Skip the purging of tunnel when air quality permits
Limit the use of the jet fans during traffic movements.
Ensure the portal doors are closed during periods of light traffic within the tunnel and when the tunnel is empty.
When temperatures are below 320 F (0 C), the Tunnel Operator will initiate the Cold Weather Mode traffic release procedure. For Cold Weather Mode traffic release, the following procedure shall be used:
The Tunnel Operator will initiate the traffic release in accordance with the Winter Freezing Schedule.
During the traffic release scenario, the TCS will prompt the Tunnel Operator to select a ventilation mode. The Tunnel Operator will select “000-No Fans Needed” when 16 vehicles or less are present in the queue lanes and CO levels are within acceptable levels.
The TCS will open the Whittier portal door and the Bear Valley portal door automatically after selection of the ventilation mode. The Tunnel Operator will manually close the outbound portal door until traffic has traversed the tunnel.
The Tunnel Operator will be prompted to begin the discharge of vehicles from the staging area as per normal operations. The queue signals, entry gate and entry signals will operate as per normal operations.
At 15 and 45 after the hour respectively, after the last vehicle in the queue has cleared the metering light, an ALL STOP will be given which will turn the lane lights red, the metering lights red, and the entrance gate will close.
The Tunnel Operator will post the next winter mode release time on the DIS.
The Tunnel Operator will close the inbound portal door after the last vehicle in the queue enters the tunnel.
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The outbound portal door will be opened when the lead vehicle is one safe house from exiting the tunnel (safe house 8 eastbound or safe house 1 westbound).
If there are more than 16 vehicles present at the start of the release or that show up after the start of the release, this sequence may be repeated as soon as the first 16 vehicles have cleared the tunnel. Other options available to deal with more than 16 vehicles are: both doors open with natural ventilation, both doors open with jet fans to overcome natural airflow, or the least desirable method (due to amount of cold air introduced into the tunnel) through the use of High Wind modes.
The Tunnel Operator may elect to remove the active traffic scenario and return to the idle mode after traffic clears the tunnel. The Tunnel Operator will manually close the outbound portal door after the last vehicle exits the tunnel if return to idle mode is not initiated.
Repeat the Cold Weather Mode traffic release procedure in accordance with the Winter Freezing Schedule.
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5 DETAILED TCS PROCEDURES
5.1 Summary of Operating Modes
The TCS has been programmed for the following normal operating modes, sequences and scenarios:
I. Open Tunnel Modes (Control room occupied, tunnel open to vehicles, not available for trains)
A. Westbound Traffic (to Bear Valley) 1. Default 2. Winter (minimizes ventilation and door openings to control icing) 3. High Wind (Use portal fans and doors for positive air control) B. Eastbound Traffic (to Whittier) 1. Default 2. Winter (minimizes ventilation and door openings to control icing) 3. High Wind (Use portal fans and doors for positive air control) C. Idle : Tunnel open but temporarily closed to the public; available for maintenance. D. Maintenance: Similar to Idle, but no alarms will activate except in the case of a fire.
II Closed modes
A. Train (Closed to Vehicles; initiated automatically by TSS or manually by operator/ARRC dispatcher; control room remains occupied. Note- This mode only instructs the TCS to prevent vehicles from entering the tunnel, empty the tunnel of vehicles already in the tunnel and then give a “tunnel clear” indication to the TSS stating that the tunnel is clear of vehicles and closed to additional vehicles. The TSS will not allow a train to pass until the TCS indicates that the tunnel is closed to vehicles.)
B. Closed (Nightly shutdown; control room unoccupied; TSS would be given a “closed” indication)
C. Emergency Access (one way passage, control room unoccupied; access initiated by the ARRC Dispatcher via Foul Time; TSS would be given an “open” indication)
D. Highway Maintenance Vehicle Access (control room unoccupied; initiated by the ARRC Dispatcher via Foul Time; TSS would be given an “open” indication)
E. Rail Vehicle Maintenance Access by Road (control room unoccupied; access initiated by the ARRC Dispatcher via Foul Time; TSS would be given an “open” indication)
F. Rail Vehicle Maintenance Access by Rail (control room unoccupied; access initiated by the ARRC Dispatcher via Track and Time; TSS would be given an “open” indication)
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5.2 TCS Operation – Vehicle Movements
5.2.1 Initial Morning Tunnel Opening from Closed Mode The tunnel opening starts with the tunnel operating staff’s arrival at the Tunnel Control Center in Bear Valley. The Tunnel Operator can begin the tunnel opening procedure as prompted by the Tunnel Control System (TCS). The sequence detailed below assumes the TCS is in the “Closed” mode.
The operator energizes the CCTV monitors, TCS workstations, radios, then logs into the Pelco keyboard and logs into the TCS workstations. Each Tunnel Operator shall have a unique identification and password, which will be recorded by the TCS. It is important that anytime the Tunnel Operator is relieved, the operator substitution is entered into the TCS so that the responsible Tunnel Operator is recorded for subsequent events.
The Tunnel Operator contacts ARRC dispatch and requests authorization to open the tunnel, obtains the day’s train schedule, and confirms that there are no approaching trains.
The operator selects “Idle” mode. This command will cause the TCS to:
Energize the Traffic Control System so that all signals outside the tunnel are red. Signals within the tunnel are off in this mode to prevent undesired indications to train crews. All gates will remain closed. Activate the Traffic Detection System, which will perform a self-check at this time and report any abnormal indications. Check the CO detection system and anemometers. Turn all queue signals and entry signals red. Illuminate tunnel DIS boards to “Tunnel Closed.” Confirm that all gates are closed.
The TCS then prompts the Tunnel Operator to:
Choose either cold weather or summer mode, via tunnel doors closed or open. Turn lights on in staging areas. Turn lights on in tunnel (Photocells linked to the lighting controllers will select the appropriate intensity at each portal.) Scan the staging area and the tunnel on the CCTV monitors to confirm that they are ready for traffic. Arrange for snow removal as necessary prior to or concurrent with the start of traffic.
The Tunnel Operator will post next traffic release times on the DIS boards.
The Tunnel Operator will then initiate the System Check Drive-Thru, and coordinate with maintenance to perform the morning drive through inspection.
The Tunnel Operator requests the TCS to open the tunnel to traffic by selecting the desired traffic direction, eastbound or westbound. No selection by the Tunnel Operator will cause the TCS to remain in the idle mode.
The TCS then confirms with the Train Signal System (TSS) that no train is in the interlocking.
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The TSS then is prevented from allowing a train passage by continuing to engage the Train Limiting Device (TLD) and display restrictive rail signals until the TSS commands a tunnel closure and the TCS indicates a normal closure has been completed.
The TCS will verify that the Train Signal System (TSS) has not placed the TSS in the train mode before the TCS actually moves into the selected mode.
5.2.2 Eastbound Traffic Sequence (Westbound similar) Once the minimum staffing is on site, the tunnel operator can begin the traffic release procedure as prompted by the Tunnel Control System (TCS). The following assumes that the Tunnel Operator requested eastbound traffic. Similar procedures are used for westbound traffic:
The TCS confirms that:
The lights are on. CO levels are less than the preset operating maximum. Under no circumstances shall the public occupy the tunnel when the CO levels exceed 120 PPM. Vehicle Detection & Fire Detection systems are clear of alarms.
TCS Prompts the Tunnel Operator to implement the appropriate ventilation mode.
Refer to the ventilation section for more detail on the ventilation options
After the ventilation system is operating in the selected mode, the TCS will prompt through the Eastbound or Westbound traffic scenario as designated.
The Tunnel Operator will continue through the prompts to begin traffic. The Tunnel Operator acknowledgment will cause the TCS to:
Open portal doors (if closed) Set Traffic Signals to appropriate red or green indications Open Appropriate Gates Activate Traffic Metering The TCS will then prompt the Tunnel Operator to discharge traffic
When a bus lane is selected:
The operator command will cause the bus lane queue signal to turn green and the entry- metering signal to be set at 44 seconds. This spacing is required to prevent overcrowding of a safe house in the event of an evacuation.
The Tunnel Operator shall monitor the bus lane. After the last bus has passed the stop bar for the lane, the Tunnel Operator shall select meter only at 44 seconds. This will cause the queue signals at the bus lane to turn amber, then red. After the last bus has cleared the gate and metering light the Tunnel Operator will select All Stop with no gate command. When the last bus has travelled approximately 1600 feet, the Tunnel Operator will select the next lane to be emptied.
When a car lane is selected:
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The selected lane queue signal will change to green.
The entry meter timing (if activated) will change to 1.5 seconds.
The Tunnel Operator shall monitor the traffic exiting each lane. When each lane is empty, the operator shall indicate to the TCS which lane to open next [to prevent overcrowding in the tunnel, the Tunnel Operator may delay subsequent lane releases until traffic is adequately spaced.]
The TCS will change the cleared lane signal lane to amber, then red, and the signal in the following lane to green.
After all car lanes are emptied, the lane containing RV’s and cars with trailers shall be discharged.
When the RV and cars with trailers lane is selected:
The TCS will change the cleared lane signal lane to amber, then red, and the signal in the RV/car & trailer lane to green. The entry meter timing will change to 7.5 seconds for RV and cars with trailers After the truck lane is emptied oversize vehicles are released. Finally, at the end of the scheduled opening, motorcycles are released to ensure that they are the last vehicles in the tunnel. . 5.2.3 End of Normal Operation Cycle The vehicle operation schedule will be designated by ADOT&PF Tunnel Facility Manager. In the event of an unusually heavy traffic flow in one direction, the opposite traffic start time may be delayed or moved up, as previously authorized, by the ADOT&PF Tunnel Facility Manager to accommodate the traffic flow. The Tunnel Operator shall adjust the message on the DIS as necessary.
During a train movement, the tunnel may be closed to vehicles for approximately 20 minutes or more depending on the train type [passenger or freight.] Undesired backups of vehicles may form in the queues in the staging areas. To empty one staging area completely, before reversing traffic, longer cycle times may be permitted at the ADOT&PF Tunnel Facility Manager’s discretion. When delays occur, the Tunnel Operator shall strive to return to the normal schedule of operations, but priority shall be given to emptying the staging area completely.
The TCS will allow the Tunnel Operator to terminate a traffic sequence at any time by selecting the active traffic release sequence and proceeding through the “end eastbound [or westbound] traffic.”
When in the High Wind sequence, the release cycle will terminate automatically after approximately 4.5 minutes.
The TCS clock may prompt the Tunnel Operator to end the cycle at the predetermined time if the anticipated purge mode previously indicated was selected.
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The Tunnel Operator may either end the cycle once the current lane is emptied or request the TCS to reset the timer with a time extension. Inaction by the tunnel operator will not change the tunnel status and the current queue lane signals will remain green.
The TCS will adjust the posted DIS time at the opposite staging area with a time extension.
Once the Tunnel Operator indicates that the cycle shall end:
The queue signal shall change to amber, then red The tunnel status sign changes to “all lanes please standby” to indicate opposing traffic flow The traffic-metering signal changes to a steady red after a brief delay The entry gate closes
The TCS will prompt the Tunnel Operator to either confirm the ventilation purge mode previously selected, or select another mode. Refer to the ventilation section for more detail on the ventilation options. The tunnel ventilation status will not change without a response by the Tunnel Operator. If the Tunnel Operator initiated the tunnel closing for a scheduled train movement, the door should be left open and the ventilation purge can be skipped. A command (from the TSS) to close the tunnel (semi-automated) will bypass this sequence of prompts and the doors will be left open.
When the selected ventilation purge mode requires that the tunnel door be closed, the TCS shall prompt the Tunnel Operator to confirm that there are no vehicles between gate and door. The TCS will then:
Close the entry door if appropriate to the selected purging mode Change the tunnel ventilation state to initiate the purge The tunnel ventilation status or door status will not change without a response by the Tunnel Operator
After the Tunnel Operator confirms that the tunnel is empty; the TCS prompts the Tunnel Operator to:
Close the exit door if appropriate to the selected purging mode Change the tunnel ventilation state to complete the tunnel purge TCS informs the Tunnel Operator when CO is less than the pre-set level.
Once the tunnel is clear of CO, the Tunnel Operator can place the tunnel in idle mode. To assist the TSS for train passage, the TCS will allow the operator to end the purge before the preset CO level is achieved. No response will result in the TCS transferring to idle mode.
5.3 TCS Operation – Train Movements
5.3.1 Train Movements - Tunnel Open Prior to all train movements, the Tunnel Operator will turn on the Safe house ventilation, BV and WXT.
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The ARRC Dispatcher or a train crew communicating through the dispatcher’s office will request clearance using the TSS. This request from the TSS commands the TCS to initiate a traffic stop for the train to safely make passage. Upon receiving the command from the TSS, the TCS will automatically:
Change all queuing signals to red. After a 10 second delay, activate the lights on the entry gate After a 3 second delay, close the entry gate
The TCS will inform the Tunnel Operator that the TSS has initiated a traffic stop for train passage. The TCS will prompt the Tunnel Operator to confirm that the tunnel is empty. The TCS will display the progress of the train mode and remind the operator to monitor the traffic in the tunnel to verify that the tunnel is clear of vehicles prior to the train passage. When the Tunnel Operator acknowledges the tunnel is clear, the TCS signals the TSS that the tunnel is safe for a train passage.
During this process, the Tunnel Operator can delay acknowledgement of a clear tunnel if a situation occurs in the tunnel that prevents safe train passage, such as a disabled vehicle. Delay of acknowledgement will prevent the TCS from signaling the TSS that the tunnel is clear for a train passage. This feature shall be used in the event of a disabled vehicle in the tunnel and any similar situation that might prevent the safe passage of a train. This feature shall also be used in the case of an unprompted train request. As soon as the traffic release is completed, and any disabled vehicles or similar situations are cleared, the Tunnel Operator shall proceed through the TSS train mode request prompt.
. The Tunnel Operator also has the ability to declare an emergency in the tunnel after the TSS has been given a tunnel clear acknowledgement. For immediate activation of the emergency Operator Override option, the TCS has a TSS “TUNNEL NOT CLEAR” interface option, which will turn the permissive railroad signal tree from green over red to red over red indicating the train is to stop. This option is only utilized when the tunnel railway is compromised after the Tunnel Operator has verified and acknowledged clearance for the train mode and no direct contact is possible with the approaching train crew, and the train has not passed the signal tree prior to Doors 1 and 2 respectively. . Upon declaring an emergency, the operator shall immediately phone the ARRC dispatcher to explain the nature of the delay and estimated time to clear the emergency condition. An incident report will also be required. . Once the TCS is in the “Operator Override” mode, an ARRC representative must reset the system from the TSS signal bungalow in Bear Valley (See section 6.11). The ARRC may elect to operate through the tunnel in accordance with railroad rules and the tunnel operator shall assist the ARRC.
The operator shall monitor cars exiting the tunnel.
After the TCS determines that the tunnel is empty the TCS will:
Prompt the Tunnel Operator to confirm that all vehicles have left the tunnel.
After the Tunnel Operator confirms that the tunnel is empty, the TCS will:
Close the exit gate Put the TCS into the closed (to vehicles) mode 5-6 Revision 3 February 2014
Open both portal doors Signal the TSS that the tunnel is available for railroad use Change the BV and WXT DIS to display train approach message
At this time, the TSS locks the route to protect the train movement.
Once the route is locked, the Tunnel Operator is locked out of the TCS and cannot reverse the control transfer until the train has cleared the tunnel area, the TLD area, and the TSS has released control of the tunnel back to the TCS. The TCS shall indicate to the Tunnel Operator that the TSS has locked out the TCS, and prompt the Tunnel Operator to indicate when the locomotive has exited the tunnel.
The TSS then disengages the TLD.
TSS gives a permissive rail signal, with no change to the restrictive signal for opposing train movements.
To reduce the time that the tunnel is closed to vehicles, the jet fans may be used to start the purging of locomotive fumes. The default ventilation mode will be mode 3W for westbound trains and 3E for eastbound trains. This will activate all 6 jet fans in the direction of the train. Optional ventilation modes available to the Tunnel Operator will be 1W & 2W for westbound trains and 1E & 2E for eastbound trains. The Tunnel Operator shall monitor the train passage through the tunnel, using the CCTV cameras. Although fans may be started immediately after handing control over to the TSS, the Tunnel Operator should wait until the lead locomotive exits the tunnel.
After the entire train has cleared the exit portal TLD, the TSS will release control of the tunnel back to the TCS if no purge mode is selected. When the TSS releases control, the TCS will return to the state of the tunnel at the time of the initial train request.
5.3.2 Tunnel Reopening After Closure for Train Once the train has cleared the tunnel area, The TCS will prompt the operator to either:
Continue to purge the tunnel with the jet fans (if activated), or Purge the tunnel with the portal fans. The default will be mode 6WA or 6WB for westbound trains and 4EA or 4EB for eastbound trains. Any of the portal fan modes will be available as options. Purge the tunnel without the fans, using the natural draft.
No response by the Tunnel Operator will cause the TCS to remain in the train mode with no change to the ventilation mode. If jet fans were activated, they will remain on.
The Tunnel Operator shall monitor the progress of the purge and may terminate it when air quality is adequate.
The TCS will prompt the operator to indicate when the purge can be terminated.
The TCS will return to the state of the tunnel at the time of the initial train request.
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5.4 TCS Operation - Non-Operating Hour Use
Whenever the tunnel control room is not staffed, the TCS shall be placed in the closed mode and the operating system will remain active in a sentinel mode. The sentinel mode allows the system to interface with the TSS but will not allow unauthorized control of the devices. This mode will normally be used during the scheduled nightly tunnel closures. When the tunnel is in the closed mode, the ARRC has exclusive control of both rail and highway access. Any emergency or maintenance access requires permission from the ARRC Dispatcher. Emergency access refers to a medical or public safety emergency in the City of Whittier as declared by an authorized official. As per the ARRC agreement, previously trained personnel of authorized agencies must accompany any request requiring the use of the tunnel. This section addresses highway access only. Rail access will be in accordance with the ARRC operating rules.
5.4.1 Emergency Access by Road Sequence Emergency agencies and authorized personnel are issued access keys from the ARRC. The authorized agencies/personnel are trained in the procedures for traversing the tunnel during non-operating hours as follows:
A key is required to access the locked entry gate.
The personnel seeking access need to contact the ARRC Dispatcher via cell phone or by radio, for authorization to access the tunnel.
The ARRC Dispatcher will then authorize access on a Foul time basis as per the Federal Railroad Administration (FRA) guidelines.
The ARRC Dispatcher issues foul time and shall “Block” the requested rail section through the tunnel using the Train Signal System (TSS). The “Blocking Signal” request de-energizes the Tunnel Control System (TCS) “Tunnel Clear” mode and allows all further actions to be controlled by the TSS until released back to the TCS.
The driver remains in contact with, and outside the tunnel, until authorized to proceed by the ARRC Dispatcher. Once the driver is authorized, the ARRC Dispatcher initiates the TSS “Blocking Signal” and the portal doors open.
The vehicle then travels through the tunnel to the opposite side and contacts ARRC Dispatcher via cell phone, radio to notify them that they are clear of the tunnel.
The ARRC Dispatcher then terminates the Foul time and releases the “Blocking Signal” from the TSS, which closes the portal doors.
The TCS “Tunnel Clear” signal is re-energized and control is returned to the TCS.
5.4.2 Maintenance Access by Road Sequence Maintenance operations shall be scheduled in advance with the ARRC. When authorized, highway maintenance vehicles can access the tunnel using the same procedure as for emergency vehicles. The Tunnel Operator or Maintenance Supervisor is responsible for insuring that the tunnel is clear before informing the ARRC Dispatcher that the tunnel is clear.
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Alternatively, the maintenance operations could be conducted with the TCS in the Open-Idle mode. This procedure shall be used when maintenance is scheduled at the start or end of a normal tunnel operations day, and the TCC shall be manned by a trained Tunnel Operator. Maintenance activities on site and in the tunnel will be able to be performed without further contact with the ARRC Dispatcher, as the tunnel is in the control of the Tunnel Operator, through the TCS.
5.5 Operations with Equipment Out of Service
The proceeding procedures assume that all other tunnel equipment is operational. In the event that one or more systems are not operational, tunnel operations shall be modified as follows. Note that not every combination of multiple incidents can be predicted. Therefore, should a combination of incidents not covered herein occur, the tunnel shall be closed to vehicles and travel through the tunnel shall be restricted to emergency or essential traffic until directed to re- open by an authorized manager.
5.5.1 Description of Possible Responses Traffic Controller: Tunnel staff in radio communication with the operator capable of locally controlling equipment or facilities and/or monitoring traffic operations
Escorted Platoon with Maintenance vehicles: Requires a minimum of 4 traffic controllers; one in each staging area, one in a lead vehicle and one in a sweep vehicle. Up to 20 vehicles may traverse the tunnel in a platoon between the lead and sweep vehicle and multiple platoons are permitted by adding pairs of tunnel controllers with vehicles and radio communications. Rapid Attack Vehicles (RAV’s) may be utilized as the Lead and Sweep vehicles.
Escorted Platoon with Fire Engine, minimum staffing of 2 firefighters in turnouts is required per Fire Engine.
Escorted Platoon with Rapid Attack Vehicle (RAV) Polaris Ranger 6x6, minimum staffing of 2 firefighters in turnouts is required per RAV.
Notes:
The ADOT&PF Tunnel Facility Manager has the authority to reopen the tunnel with equipment out of service. However, the method of opening must be agreed upon by the appropriate personnel.
The responses noted under (section 5.5.2) are the initial response to be taken with Equipment Out of Service. The TSI Project Manager with the concurrence of the ADOT&PF Tunnel Facility Manager, or their designee, has the authority to modify the response to Equipment Out of Service.
Escorted platoon for fire protection shall be performed with firefighters already wearing turnouts in order to expedite an effective response.
Escorted platoon traffic metering at 15 second spacing, with full busses at 44 seconds.
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5-10 Revision 3 February 2014
5.5.2 Minimum Equipment Required for Operations System Equipment Out of Response Service Ventilation 1 or more jet fans Use remaining fans to achieve required airflow. Change to “High Wind” operation if required airflow cannot be maintained. 1 portal fan at either or No restrictions. both ends 2 portal fans at the Traffic platooned at no more than 15 vehicles same end per platoon and escorted by Fire Engine or RAV. Safe house Ventilation One fan No restrictions. Both fans at the same Traffic platooned at no more than 15 vehicles end per platoon and escorted by Fire Engine or RAV. Heaters No restrictions. Power Incoming power Traffic platooned at no more than 15 vehicles per platoon and escorted by Fire Engine. Use doors to control airflow. Emergency generator Increase traffic metering to 15 seconds. Radio Any radio zone No restrictions if emergency phone system is operational. Phones Any individual phone Label phone “out of service; pull fire alarm in an emergency”. Any individual safe Label phone “out of service, use radio”. house phone Provide radio for communications. All tunnel phones in a Label phone “out of service, use radio inside safe house area safe house”. Provide radio for communications. PA Any individual safe Place sign saying “PA speakers out of service, house PA system phone will ring and provide instructions”. Fire Alarm Any or all pull stations Label pull station “out of service; use phone in an emergency”. Tunnel Control System Remote Control Center No restrictions. (TCS) Workstation Single main No restrictions. workstation or single server Both workstations Bring workstation computer from RCC to TCC, or operate from RCC. Escorted platoon with Fire Engine or RAV if no operational work stations, at no more than 15 vehicles per platoon. Both servers Install backup server. If no servers functional, tunnel closed unless ARRC overrides TSS interlock and remains in TCC while interlock is overridden. Traffic platooned at no more than 15 vehicles per platoon and escorted by Fire Truck or RAV.
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System Equipment Out of Response Service Train Signal System Any failure or outage Tunnel closed unless authorized ARRC (TSS) overrides interlock. CCTV Any individual fixed No restriction. camera Any individual tunnel No restrictions if all fixed cameras within PTZ camera coverage area are operational. Fixed and PTZ Station traffic controller at safe house with cameras within the Maintenance vehicle or RAV. same zone. Staging area PTZ No restrictions in Bear Valley if cameras 53 camera and 54 are operational. In Whittier, station a traffic controller. Entire CCTV system Escorted platoon with Maintenance vehicles. DIS Any or both DIS No restrictions. FOCS Entire system Traffic platooned at no more than 10 vehicles per platoon and escorted by Fire Engine. Single PLC at safe Station traffic controller at safe house with house Maintenance vehicle or RAV. PLC at BV or Whittier Escorted platoon with Maintenance vehicles. portal PLC in the TCC ARRC overrides TSS interlock and remains in TCC while interlock is overridden. Traffic platooned at no more than 15 vehicles per platoon and escorted by Fire Engine or RAV. Tunnel Lighting 1, 2 or 3 consecutive No restrictions. lamps 4 or more consecutive Increase traffic metering to 15 seconds. lamps Transition Lighting Multiple lamps – night- No restrictions if at least one lamp within 48’ time or low ambient lit. light Multiple lamps – bright Increase traffic metering to 15 seconds. daylight Traffic Signals and One signal at a safe Cover signal head. Strobes house Both signals at a safe Station traffic controller at safe house with house Maintenance vehicle or RAV. Signals in staging area Close lane or use traffic controller. queue lanes Metering Signal Single metering signal Cover signal head. in staging area Both metering signals Use traffic controller. in staging area
Vehicle detectors Single RTMS detector No restrictions. 2 or more adjacent No restrictions if CCTV is fully functional. RTMS detectors
5-12 Revision 3 February 2014
System Equipment Out of Response Service Loop detectors Visually confirm (CCTV) that area empty before reversing traffic or releasing for train.
CO Detectors Any single detector Minimum purge duration shall be based on time for purge. Multiple detectors Minimum purge duration shall be based on time for purge, with maximum CO concentration of 45 ppm. Anemometers Any single No Restrictions. anemometer Both anemometer Visually observe airflow direction via telltales that will be installed by maintenance at time of need. Vehicle Gates Use traffic controllers. Tunnel Doors Whittier door Leave door in open position and station traffic controller at WXTP (to operate door manually when needed, especially in case of fire) When tunnel is closed, station a guard. If unable to move manually, tunnel closed to all vehicle traffic except for emergency or essential vehicles. Bear Valley door Leave door in open position and station traffic controller at BVP as needed (to operate door manually when needed, especially in case of fire). When tunnel is closed, station a guard. If unable to move manually, tunnel closed to all vehicle traffic except for emergency or essential vehicles. Toll Collection One or more lanes Close lane and divert traffic to working lanes or manual toll collection. Complete system Manual toll collection. outage
5-13 Revision 3 February 2014
6 NON-NORMAL OPERATIONS
6.1 Summary of Preprogrammed Sequences and Modes
The Emergency Response Plan (ERP) details the procedures during an emergency in the tunnel. Since the Tunnel Operator will usually be the first staff person to become aware of an incident, it will generally be the responsibility of the Tunnel Operator to notify emergency response personnel of an incident. The Tunnel Operator will assume the position of Incident Commander until command is transferred to another Tunnel Operator, a Supervisor, or an authorized Public Safety official acting under the authority of the Statewide Incident Command Structure. If there is a transfer of command, the Tunnel Operator shall remain at the TCS console and operate the TCS under the direction of the Incident Commander, until such time as they are relieved by another Tunnel Operator.
The TCS has been programmed to assist the Tunnel Operator during an incident for the following modes:
Incident Response Modes
A. Blocked - Westbound (TCS determines zone from traffic detectors; operator confirms) 1. Zone 1 2. Zone 2 etc. to Zone 9 B. Blocked – Eastbound (TCS determines zone from traffic detectors; operator confirms) 1. Zone 1 2. Zone 2 etc. to Zone 9 C. Fire – Westbound (TCS determines zone from traffic detectors; operator determines fire present) 1. Zone 1 2. Zone 2 etc. to Zone 9 D. Fire – Eastbound (TCS determines zone from traffic detectors; operator determines fire present) 1. Zone 1 2. Zone 2 etc. to Zone 9 E. Avalanche (Operator selects “Avalanche” & location; TCS determines traffic direction) 1. Avalanche at Bear Valley - Westbound Traffic 2. Avalanche at Bear Valley - Eastbound Traffic 3. Avalanche at Whittier - Westbound Traffic 4. Avalanche at Whittier - Eastbound Traffic F. Earthquake (Operator selects “Earthquake”; TCS determines traffic direction) 1. From Westbound 2. From Eastbound
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G. Power Failure (Operator selects “Power Failure”; TCS determines traffic direction) 1. From Westbound 2. From Eastbound
6.2 Incident Detection
The TCS has the ability to identify many incidents that require Tunnel Operator intervention. The TCS will assist the Tunnel Operator in addressing each incident. Since most incidents will be accompanied by a vehicle stoppage, the Vehicle Detectors will typically provide the initial indication of a problem. The TCS will not initiate a response without a confirmation from the Tunnel Operator. The TCS response is limited to notification of an incident and then prompting or suggesting an action for the Tunnel Operator to implement.
The CCTV will typically be the Tunnel Operator’s primary tool for the initial confirmation of an incident. Other tools include the tunnel emergency phones and the tunnel fire alarm pull stations.
6.3 Stopped Vehicles
If the vehicle detection system determines that a vehicle is overdue at the next detector, the TCS will issue an alarm to the Tunnel Operator. The TCS will prompt the Tunnel Operator to switch the CCTV monitors to the cameras that are closest to the alarm zone.
The TCS will prompt the operator to either:
Confirm that there is a stopped vehicle; but no evidence of smoke or fire, Confirm that there is a stopped vehicle with smoke or fire; or Ignore the alarm (false alarm)
The TCS will either enter the Blocked Mode, Fire Mode or return to the Normal Operating Mode previously in place depending on the Tunnel Operator’s response. The TCS will not change its mode without the Tunnel Operator’s response. It is important to remember that the TCS can only detect a stoppage in traffic and is not capable of detecting fire.
Any disabled vehicle must be removed prior to reversing traffic unless authorized by the Supervisor on duty. The Tunnel Operator or Supervisor is not authorized to confirm that the tunnel is empty for a train passage when a vehicle is in the tunnel. When a train request is made while a disabled vehicle is within the tunnel, the Tunnel Operator shall not acknowledge the tunnel is clear when prompted by the TSS. The operator must immediately contact the ARRC Dispatcher to explain the nature of the delay and estimated time to clear the disabled vehicle.
ARRC Dispatcher may authorize a stopped or disabled vehicle to be left in the tunnel at a Safe house pullout if it is clear of the track foul limits. (This is how we are allowed to keep the bucket truck at a Safe house pullout)
Under no circumstances may any personnel or patrons remain in the tunnel during train passage.
6-2 Revision 3 February 2014
The Tunnel Operator also has the ability to declare an emergency in the tunnel after the TSS has been given a tunnel clear acknowledgement. For immediate activation of the emergency override option, the TCS has a TSS “TUNNEL NOT CLEAR” interface option. This option is only utilized when the tunnel railway is compromised after the Tunnel Operator has verified and acknowledged clearance for the train mode and no direct contact is possible with the approaching train crew.
Once the TCS is in the Operator Override mode, an ARRC representative must reset the system from the TSS signal bungalow in Bear Valley (see section 6.11). The ARRC may elect to operate through the tunnel in accordance with railroad rules and the Tunnel Operator shall assist the ARRC.
6.4 Blocked Traffic
Upon transfer to the Blocked mode, the TCS will automatically:
Stop traffic behind the obstruction by changing the signals at each safe house behind the stoppage to red. Signals ahead of the stoppage will remain green, to allow those vehicles to leave the tunnel. Prevent additional traffic from entering tunnel by concurrently changing all queue signals to red and changing the entry metering signal to steady red. The entry gate will close after a brief delay. As vehicles behind the incident stop, the TCS will detect and notify the operator of the additional stopped vehicles. The Tunnel Operator shall confirm that a second incident has not occurred and clear the secondary alarms as workload permits.
The TCS will continue to monitor CO levels and issue an alarm to the operator if additional ventilation is required. Since the stopped traffic will result in longer exposures to CO, ventilation rates will generally have to be increased to reduce CO concentrations to 35 ppm, which is allowable for exposures up to 1 hour. Refer to the ventilation section for more detail on the ventilation options.
The Tunnel Operator shall arrange to tow the disabled vehicle out from the exit end.
The Tunnel Operator shall continuously scan the CCTV monitors for secondary incidents and to confirm that smoke or fire is not present.
After the disabled vehicle is in tow, the Tunnel Operator shall inform the TCS that the blockage has been cleared. The TCS will then change the traffic signals in the tunnel from red to green, starting at the location of the stoppage and progressing back toward the entry end with a 5 second delay between each successive signal change.
The TCS will then prompt the Tunnel Operator to reopen the entry gate and release the vehicles between the entry gate and queue signals. The entry metering signal will be set at the previous rate, which should be at the appropriate timing for the vehicles behind the gate. Station a traffic controller at the gate if you do not wish to release traffic from behind the gate.
6-3 Revision 3 February 2014
The TCS will then prompt the Tunnel Operator to indicate when the area between the entry gate and queue signals is empty and then select:
Resume previous traffic direction Close tunnel (normally) to reverse traffic flow Close tunnel (normally) and place in idle mode.
*Note: Blocked mode will not release until it has been cleared. If you exit out of the traffic release to Open-Idle before clearing the Blocked mode, you will not be able to release the Blocked mode until you are back in the same traffic direction.
6.5 Vehicle Fire
As described above, the TCS can only detect a stoppage in traffic and is not capable of detecting fire. Only the Tunnel Operator can determine that a smoke or fire situation exists.
Upon transfer to the Fire mode, the TCS will automatically:
Stop traffic behind the obstruction by changing the signals at each safe house behind the stoppage to red. Signals ahead of the stoppage will remain green, to allow those vehicles to leave the tunnel. Prevent additional traffic from entering tunnel by concurrently changing all queue signals to red and changing the entry metering signal to steady red. The entry gate will close after a brief delay. Activate the strobe lights at the safe houses behind the incident to notify drivers to evacuate to safe houses. Activate the safe house ventilation systems. The entry portal door will close 5 seconds after the entry gate closes. The doors will take about 30 seconds to close, providing ample warning to any cars between the entry gate and the closing door. The TCS will activate the portal fans in the fire mode appropriate for the traffic direction. Mode 5E will be used with eastbound traffic and 7W with westbound traffic. Refer to the ventilation section for more detail on the ventilation options. The TCS will then implement the ventilation mode selected. The Tunnel Operator will also have the ability to select another ventilation mode, but this should not be done without direction from fire response personnel. The Tunnel Operator shall activate the emergency response teams. Refer to the Emergency Response Plan for additional procedures.
6.6 Emergency Phone
Lifting of any of the tunnel emergency phones will automatically ring at the operator’s console and identify the location of the phone in use. If the stoppage was detected, the TCS should be in the Blocked mode. If not, the Tunnel Operator shall switch the CCTV monitor to the nearest camera to view the area.
The Tunnel Operator must immediately ascertain if the incident warrants a tunnel closure. Unless the vehicle has been pulled completely out of the travel lane in a safe house area, with no sign of fire, the Tunnel Operator must implement the Blocked mode.
6-4 Revision 3 February 2014
The Tunnel Operator may:
Enter the Blocked mode; if there is no smoke or fire; Enter the Fire mode; if there is smoke or fire
The Tunnel Operator should instruct the caller to stay where they are and dispatch maintenance personnel to assist the caller. If the vehicle is totally disabled, dispatch a tow truck to retrieve the vehicle once the tunnel is cleared.
When the problem involves a medical emergency, the Tunnel Operator should determine if the caller could transport the victim to the exit portal, and alert medical authorities to meet the victim. Otherwise, the medical response should be directed to the tunnel from the exit end.
6.7 Fire Alarm
Procedures following the activation of a fire alarm pull station are similar to that for the emergency phone, except that the Tunnel Operator must rely on the CCTV system to learn details of the incident and act accordingly. The Tunnel Operator shall not place the tunnel into the fire mode without a visual or voice confirmation that a fire exists.
If an automatic fire alarm is activated within a safe house room or portal building, the TCS shall prompt the Tunnel Operator to close the tunnel to additional vehicles, but will allow vehicles already in the tunnel to exit. The Tunnel Operator shall continuously monitor the vicinity of the alarm using the CCTV for any sign of smoke or fire to ascertain that it is safe for vehicles to pass through the area where the alarm initiated. When the Tunnel Operator observes smoke or fire, the Tunnel Operator shall implement the appropriate fire mode in the TCS as for a fire alarm pull station.
A digital communicator will automatically notify the central monitoring station whenever a fire alarm is generated, automatic or pull station. At the first opportunity following the activation of a fire alarm, the Tunnel Operator shall contact the proper emergency services and then the central alarm monitoring station to communicate the nature of the incident, if they have not called already.
6.8 Avalanche
The tunnel area does not have any automatic avalanche sensors. As soon as the Tunnel Operator senses (or suspects) an avalanche, the operator selects the “Avalanche” mode.
Operator Selects “Avalanche-Bear Valley” or “Avalanche-Whittier” Mode. The procedures differ slightly, depending on if traffic is moving toward or away from the avalanche. When traffic is moving away from the avalanche, the exit should be clear and the cars in the tunnel can exit normally. When traffic is moving toward the avalanche, the exit may be blocked and the vehicles should be stopped where they are to facilitate an evacuation from the entry end. The Tunnel Operator needs only to indicate the location, since the TCS will know the direction that traffic is moving.
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When the avalanche is at the entry end, the TCS will:
Set the metering to All Stop Post Emergency message to DIS boards Lower the entry gate
The TCS will the prompt the Tunnel Operator to:
Determine if Any Blockages exist between the Queue Lanes and the Tunnel Entrance If a blockage exists, return to Idle mode after the tunnel is empty (then attend to the blockage) If not blocked, remove the Avalanche condition and release traffic
When the avalanche is at the exit end, the TCS will:
Set the metering to All Stop Stop all traffic in tunnel Post Emergency message to DIS boards
If the roadbed is blocked, the Tunnel Operator will then need to:
Request assistance in evacuating the tunnel, if needed. Determine if any vehicles in the staging area may be buried, using the CCTV’s, and notify emergency personnel as appropriate. Notify the ADOT&PF Tunnel Facility Manager, ARRC Dispatcher, and the TSI Project Manager or their designee of tunnel’s closed status.
The Tunnel Operator shall notify ADOT Avalanche 1 of the avalanche, and keep personnel and patrons out of the slide zone. Once an inspection has been completed by ADOT Avalanche 1 or their designee; avalanche debris has been cleared, and authorized the resumption of normal operations, the Tunnel Operator may resume traffic operations.
The Tunnel Operator shall notify the ADOT&PF Tunnel Facility Manager, ARRC Dispatcher, and the TSI Project Manager or their designee of tunnel’s open status.
6.9 Earthquake
The tunnel does not have any automatic earthquake sensors. As soon as the Tunnel Operator senses (or suspects) an earthquake, the Tunnel Operator selects the “Earthquake” mode.
The TCS then will initiate a tunnel closure (see Idle mode), which will prevent additional traffic from entering tunnel.
The Tunnel Operator shall:
Scan the CCTV monitors for rock falls or other problems Monitor traffic exiting the tunnel Have maintenance standby to sweep the tunnel. When safe to do so, have them perform tunnel sweep to check for rock fall.
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When a rock fall is observed, the Tunnel Operator shall implement the appropriate blocked traffic mode to stop traffic behind the rock fall. Minor rock falls can be moved to the side of the pavement by the tunnel staff, assisted by a maintenance truck, loader and possibly vehicle occupants, to allow traffic to exit.
The Tunnel Operator shall not implement the Fire mode nor encourage evacuation to the safe houses, unless a fire situation exists. The safe houses do not offer any additional protection in an earthquake than the tunnel itself.
Once the tunnel is empty, the Tunnel Operator shall place the tunnel in idle mode and close it to normal traffic.
The Tunnel Operator shall limit traffic to emergency or essential traffic until an inspection determines that normal operations can resume. If inspection reveals an unsafe condition, then the tunnel shall remain closed and limited to emergency or essential traffic until the unsafe condition has been mitigated.
Notify the ADOT&PF Tunnel Facility Manager, ARRC Dispatcher, and the TSI Project Manager or their designee of the tunnel’s closed status.
When the unsafe condition has been mitigated and the tunnel re-opened, notify the ADOT&PF Tunnel Facility Manager, ARRC Dispatcher, and the TSI Project Manager or their designee of the tunnel’s open status. Resume traffic operations at that time.
6.10 Power Failure
In the case of a power failure standby generators at each portal will automatically start-up to provide power for the following systems:
All life safety systems, such as fire alarms, CCTV, phones Tunnel lighting Traffic control & driver information Door operators Safe house ventilation
Since the generators may take up to 10 seconds to transfer the power loads, momentary loss of power to these systems should be expected. Critical systems such as the TCS computer and communications systems have an UPS system to avoid any interruption in power. While the tunnel might appear to be functional during a power outage, the tunnel ventilation systems are not on the emergency power system. Attempting to use fans will look like normal with the exception of no air flow since they will not work, but the icon will still indicate whatever you select. Because of this, traffic should be platooned with the Bear Valley Fire Engine until normal power is restored.
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6.11 Clearing an Emergency Condition from Train Mode
As stated previously, after a gate has been closed upon command from the TSS, any attempt to open a gate will put the TCS and TSS into an emergency condition that can only be reset by the ARRC. This procedure applies to any activation of the TCS Operator Override mode with the TCS to TSS “TUNNEL NOT CLEAR” interface option, whether activated by the Tunnel Operator from the TCS console or by a gate opening (or partial opening).
Step By Tunnel Operator From TCS By TSS or ARRC
1 The operator must determine if the train has passed the home signal and started to enter the tunnel. If necessary, the Tunnel Operator shall contact the train crew via the ARRC radio to relay the emergency condition 2 Emergency mode activated (by the Tunnel Operator from the TCS console or by a gate lifting)
3 . The alarm automatically overrides the TSS. Signals change to restrictive indications and are locked until cleared by ARRC personnel.
4 The Tunnel Operator must contact the ARRC Dispatcher and inform them of the nature of the incident that initiated the activation, and an estimate of the time needed to clear the incident. 5 When emergency situation is cleared, the Tunnel Operator removes the emergency mode from the TCS by clicking on the highlighted “Tunnel Not Clear” button.
6 The Tunnel Operator confirms the removal from the emergency mode by clicking on the “Perform” button. 7 The ARRC shall flag the train through the tunnel under operating flagging rules. 8 When the “TSS normal” indication returns to the screen, complete the train mode as usual (ventilation prompts). 9 Following the completion of the ventilation prompts and resultant execution of the commands, the TSS will be restored to a normal condition.
6-8 Revision 3 February 2014 RFP #2520H023 - SOS APPENDIX B ANTON ANDERSON MEMORIAL TUNNEL EMERGENCY RESPONSE PLAN
Revision 1 5/1/03
VMS Authorization Date AKDOT Approval Date Project Manager Facility Manager ANTON ANDERSON MEMORIAL TUNNEL EMERGENCY RESPONSE PLAN
INTRODUCTION
GENERAL
This plan serves as a guide for emergency response to incidents at the Whittier Access Project. The responsibility for the preparation and updating of the Emergency Response Plan is:
VMS Inc. PO Box 849 100 Bear Valley-Portage Lake Highway Girdwood, Alaska 99587 (907) 472-2640
PLAN ORGANIZATION
The Plan is organized as follows:
Section 1: Description of the Whittier Tunnel Facilities Section 2: Hours of Tunnel Operation Section 3: Staffing and Training Section 4: Incident Command System Section 5: Communications Section 6: Fire Emergency Section 7: Evacuation Emergency Section 8: Power Failure Section 9: Weather Closures Section 10: Medical Emergency Section 11: Law Enforcement Section 12: Incident Involving the Alaska Railroad Section 13: Traffic Management Section 14: Dispatch Procedures
Appendix A: Area Maps Appendix B: Emergency Phone Numbers Appendix C: Fire and Safety Equipment Summary Appendix D: Safehouse and Portal Buildings Floor Plans Appendix E: Emergency Response Flow Chart Appendix F: Traffic Control Plans Appendix G: Providence Lifeguard Helicopter Appendix H: Radio Frequencies Appendix I: Acronyms Appendix J: Glossary of Terms
2 ANTON ANDERSON MEMORIAL TUNNEL EMERGENCY RESPONSE PLAN
1 ANTON ANDERSON MEMORIAL TUNNEL FACILITY DESCRIPTION………….5 1.1 Description of the Site Facilities ...... 5 1.2 Anton Anderson Memorial Tunnel ...... 5 1.3 Bear Valley Facilities ...... 6 1.4 Whittier Facilities ...... 7 1.5 Petroleum Oil Lubricants (POL) Tunnel ...... 8 2 VEHICLE OPERATIONS……………………………………………………………….9 2.1 Hours of Operations ...... 9 2.2 Tunnel Access During Non-Operating Hours ...... 9 3 STAFFING AND TRAINING.…………………………………………………………11 3.1 Personnel ...... 11 3.2 Emergency Drills ...... 11 3.3 Driver Education and Training ...... 11 4 INCIDENT COMMAND SYSTEM……………………………………………………13 4.1 Command Structure ...... 13 5 COMMUNICATIONS………………………………………………………………….14 5.1 Fiber Optics Communication ...... 14 5.2 Emergency Telephones ...... 14 5.3 Multi-line Telephones ...... 14 5.4 Cellular Telephone Service ...... 14 5.5 Public Address System ...... 15 5.6 VHF “Leaky Coax” Radio System ...... 15 6 FIRE EMERGENCIES………………………………………………………………...16 6.1 Fire Prevention ...... 16 6.2 Fire Detection ...... 16 6.3 Primary Tunnel Fire Detection Method ...... 16 6.4 Secondary Tunnel Fire Detection System ...... 17 6.5 Fire Protection ...... 17 6.7 Fire Emergency Procedures ...... 18 6.8 Ventilation During A Tunnel Fire ...... 20 7 EVACUATION EMERGENCIES……………………………………………………..22 7.1 Tunnel Evacuation ...... 22 7.2 Hazardous Materials Incidents ...... 22 7.3 Rock Fall ...... 23 7.4 Avalanche ...... 24 7.5 Earthquake ...... 24 8 POWER FAILURE……………………………………………………………………..26 8.1 Auxiliary Power Supply ...... 26 9 WEATHER CLOSURES………………………………………………………………27 9.1 Weather Closure Authorization ...... 27 10 MEDICAL EMERGENCY……………………………………………………………..28 10.1Medical Emergency Notification ...... 28 10.2Medical Emergency Procedures ...... 28 10.3Multi-Casualty Medical Triage ...... 29 10.4Providence Lifeguard Helicopter ...... 29 11 LAW ENFORCEMENT………………………………………………………………..31
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11.1Local Enforcement ...... 31 12 INCIDENTS INVOLVING THE ALASKA RAILROAD……………………………...32 12.1Railroad Incidents ...... 32 13 TRAFFIC MANAGEMENT……………………………………………………………33 13.1Traffic Control ...... 33 13.2Disabled Vehicles ...... 33 13.3Motor Vehicle Accident Inside the Tunnel ...... 34 13.4Traffic Management on Connecting Roadways ...... 34 14 Dispatch Protocol………………………………………………………………………35 14.1Lines of Authority ...... 35 14.2Incident Recognition ...... 35 14.3Time of Incident ...... 35 14.4Notification of Personnel ...... 35 14.5Assisting Agency Communication ...... 36 14.6Request For Assistance ...... 36 14.7Closure of Tunnel ...... 36 14.8Code Red Medical Emergency ...... 36 14.9Code Yellow Medical Emergency ...... 36 14.10Multiple Casualty Emergency ...... 37 14.11Vehicle and Structure Fires ...... 37 14.12Hazardous Materials ...... 37 14.13Avalanche, Earthquake, Rockfall, and Other Natural Disasters ...... 38 14.14Law Enforcement ...... 38 14.15Alaska Railroad Derailment, Spills, and other Incidents ...... 38
Appendix A…….Area Maps ...... 40 Appendix B…….Emergency Phone Numbers ...... 42 Appendix C…….Fire and Safety Equipment Summary ...... 43 Appendix D…….Safehouse and Portal Buildings Floor Plans ...... 45 Appendix E…….Emergency Response Flow Chart ...... 49 Appendix F…….Traffic Control Plans ...... 51 Appendix G…….Providence Lifeguard Helicopter ...... 53 Appendix H…….Radio Frequencies ...... 57 Appendix I……...Acronyms ...... 58 Appendix J……..Glossary of Terms ...... 59
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1 ANTON ANDERSON MEMORIAL TUNNEL FACILITY DESCRIPTION
1.1 Description of the Site Facilities
1.1.1 The Anton Anderson Memorial Tunnel (AAMT) is located at mile 5.1 of the Portage Lake Highway. The Bear Valley Staging Area contains a parking area and six structures; Tunnel Control Center, Portal Building, 2 Tollbooths, an equipment garage, and a public restroom. Connecting the Bear Valley Staging Area and the Whittier Staging Area is the 2.5-mile long Anton Anderson Memorial Tunnel. The Whittier Staging Area contains a parking area and two structures, the portal building and a vaulted toilet.
See Appendix A for a map showing connecting roadways and features of the Whittier Access Project.
1.2 Anton Anderson Memorial Tunnel
1.2.1 The Anton Anderson Memorial Tunnel is a 2½-mile long, one-lane tunnel used for vehicular and rail traffic. The tunnel has a clearance envelope of 15-foot wide and 21-foot high. A 3-foot wide sidewalk is on the north side of the tunnel for emergency use.
1.2.2 The tunnel contains eight emergency safehouses, spaced at 1,600-foot (488m) intervals. In the event of a fire, the safehouses provide refuge until the fire department determines that the fire or other hazardous conditions are under control and it is safe to exit the tunnel. Each safehouse has a firewall rating of three hours and is supplied with fresh air during emergencies. Additionally, they have a nominal capacity for 55 adults and contain water, blankets, an industrial first aid kit, and a portable toilet. An emergency telephone and a public address system provide communication to each safehouse.
1.2.3 The fire equipment room in each safehouse contains the following:
1 ea. Wheel-mounted dry chemical fire extinguisher (40A, 240BC) 1 ea. Wheel-mounted 33 gal. AFFF extinguisher 2 ea. Crowbars 2 ea. Pick-head axes 2 ea. 60-minute SCBA cylinders 1 ea. Streamlight Litebox (large flashlight) 1 ea. Backboard w/straps 12 ea. Sand bags 1 ea. Mounted industrial First Aid kit
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1.2.4 The safehouse is separated from the tunnel by a fire-rated wall. Strobes are mounted outside each safehouse to signal evacuation of the tunnel and direct motorists to the safehouses. Pullouts at each safehouse allow disabled vehicles to pull over so that other vehicles may pass.
1.2.5 An emergency station is located every 300 feet on the north side of the tunnel. The emergency station includes an emergency telephone, a fire alarm pull station, and a portable fire extinguisher (4A, 80BC).
1.2.6 At each end of the tunnel are the portal buildings that house emergency generators, ventilation equipment and power distribution equipment. Each portal building houses a fire truck equipped with standard firefighting equipment (see appendix C). Two motorcycles are also stored at each portal for emergency use.
1.2.7 A total of 10 fans provide longitudinal ventilation. Six 75-horsepower jet fans inside the tunnel provide ventilation under normal operating conditions. Four 300-horsepower fans located in the portals are utilized in fire situations, blowing smoke and fumes away from vehicles stopped in the tunnel. Portal doors on each end of the tunnel assist in supplying positive ventilation to direct smoke away from the incident.
1.3 Bear Valley Facilities
1.3.1 The Tunnel Control Center (TCC) is located in the Bear Valley Staging Area. The TCC is the operations and emergency center. The Fire alarm, public address, closed-circuit television (CCTV), traffic signals, changeable message sign, and emergency strobes are monitored and controlled from the TCC. Seven video screens allow the tunnel operator to simultaneously view all areas of the tunnel. The Tunnel Control Center also houses electrical equipment for communications and the uninterrupted power supply (UPS). The UPS provides up to two hours of power and allows for the start-up of the standby generators.
1.3.2 The Bear Valley Portal Building contains the following:
Ventilation equipment Electrical substation Emergency generator (150kw) Fire engine Motorcycles
1.3.3 Firefighting equipment contained in the Bear Valley portal building includes:
Firefighting turnout gear
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4 ea. Wall-mounted 60-minute SCBA packs 2 ea. 60-minute SCBA cylinders 1 ea. 55 gal. Hydrocarbon spill kit 1 ea. Portable generator 2 ea. Emergency lighting towers 1 Hurst hydraulic extrication pump, hose set, combination cutters/spreaders, and ram equipment
1.3.4 Two tollbooths are located adjacent to the TCC and each tollbooth is equipped with a telephone. A restroom near the tollbooths is provided for public use. Motorists enter Bear Valley by crossing Portage Creek Bridge and passing through the Portage Lake Tunnel (PLT). The PLT is a 450- foot long two-lane tunnel and is equipped with two emergency phones.
1.4 Whittier Facilities
1.4.1 The Whittier Staging Area is manned during summer operations (daytime) and unmanned during the winter schedule. The Remote Control Center (RCC) is housed in the Whittier Portal Building. It provides similar functions, controls, and communications as the TCC. The RCC is limited by several factors:
1) There is only one workstation and monitor 2) The PA system broadcasts recorded messages only from this location 3) The RCC has only one monitor for viewing the CCTV cameras (a split screen selection can allow viewing through four cameras with this monitor) 4) There is no ARRC direct telephone line 5) There is no ARRC radio base 6) There is no local radio base unit
1.4.2 The Whittier Portal Building contains the following:
Ventilation equipment Electrical substation Emergency generator Fire engine 2 motorcycles Case 921E front end-loader 1000 gallon emergency water supply
1.4.3 Firefighting equipment contained in the Whittier Portal Building is as follows:
3 ea. Wall-mounted 60-minute SCBA packs 2 ea. 60-minute SCBA cylinders
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1 ea. 55-gal. hydrocarbon spill kit
See Appendix D for Safehouse and Portal Building Floor Plans/Locations of Emergency Equipment
1.5 Petroleum Oil Lubricants (POL) Tunnel
1.5.1 The POL Tunnel is a utility corridor that runs parallel to the AAM Tunnel. The POL Tunnel entrances are located approximately 200 feet north of the AAMT portals. The POL tunnel is approximately 8 feet wide. A narrow- gauge track, 6” natural gas pipeline, fiber optic and telephone cables run along the length of the gravel floor. The primary electrical feed for the city of Whittier runs overhead. The narrow gauge track is no longer functional and conditions are such that motorized traffic cannot traverse this tunnel. Access is restricted and requires an entry permit prior to use. It should not be considered as functional for traverse from one side to the other.
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2 VEHICLE OPERATIONS
2.1 Hours of Operations
2.1.1 The hours of operation for vehicle traffic through the Whittier Tunnel are as follows:
May 1 - September 30: 17 hours of operation (6:00 am to 11:00 pm daily) October 1 - April 30: 9.5 hours of operation (8:30-18:00 Sat.-Thurs.) 11 hours of operation (8:30-19:30 Friday only)
2.2 Tunnel Access During Non-Operating Hours
2.2.1 Emergency agencies and authorized personnel are issued access keys from the ARRC. The authorized agencies/personnel are trained in the procedures for traversing the tunnel during non-operating hours as follows:
2.2.1.1 There is a locked access cabinet at each railroad traffic gate island. Inside the cabinet is a phone and portal door activation buttons. When the phone receiver is lifted it automatically connects to the ARRC dispatcher.
2.2.1.2 The ARRC dispatcher will then authorize access on a track and time basis as per the Federal Railroad Administration (FRA) guidelines. The dispatcher issues a track warrant and shall “Block” the requested rail section through the tunnel using the Train Signal System (TSS). The “Blocking Signal” request de-energizes the Tunnel Control System (TCS) “Tunnel Clear” mode and allows all further actions to be controlled by the TSS until released back to the TCS.
2.2.1.3 The driver remains at the phone until authorized to proceed by dispatch. Once the driver is authorized, the dispatcher initiates the “Blocking Signal” and the portal doors open.
2.2.1.4 The vehicle then travels through the tunnel to the opposite gate cabinet and contacts ARRC dispatch to notify them that the tunnel is clear. The dispatcher then terminates the track warrant and releases the “Blocking Signal” from the TSS, which closes the portal doors. The TCS “Tunnel Clear” signal is re-energized and control is returned to the TCS.
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2.2.1.5 Road Access for Emergency Vehicles During Operating Hours
2.2.2 Traffic operations will not be interrupted for non-critical emergencies during normal operating hours. A request for tunnel access by authorized emergency personnel will include the nature of the emergency and the level of urgency.
2.2.3 Emergency personnel requiring immediate access will be permitted to travel through the tunnel as soon as conditions will safely allow. Traffic shall be restricted to emergency vehicle(s) only. Tunnel personnel will be alerted by radio that emergency access is being granted.
2.2.4 Traffic in the staging areas shall be prevented from entering the tunnel. Traffic gates shall be closed. Queuing traffic signals shall be switched to “red”. Changeable message signs shall broadcast information and instructions to motorists. Tunnel traffic signals shall remain “green” and traffic inside the tunnel shall be permitted to exit.
2.2.5 Emergency personnel will approach the tunnel by way of the exit lanes in the staging areas and shall receive clearance from the tunnel operator via the radio prior to entering the tunnel.
2.2.6 Normal operations will resume once emergency personnel have exited the tunnel and cleared the traffic gates.
2.2.7 An incident report shall be generated immediately following any emergency vehicle tunnel passage that disrupts the vehicle operations schedule, or, after any on site emergency response.
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3 STAFFING AND TRAINING
3.1 Personnel
3.1.1 During the hours of operation, the superintendent or employee-in-charge shall insure that a minimum of two employees are able to respond to the Bear Valley Portal Building within five minutes of any emergency. In the event of a fire emergency, additional employees or assisting fire agencies shall backup the initial response team with an equal or greater number of people. When tunnel personnel are prevented from reaching an incident from the Bear Valley Portal due to blockage of the tunnel or other obstacles, the Whittier Side Fire Brigade and Whittier EMS shall be requested to provide assistance for the incident.
3.1.2 To optimize the Emergency Response Plan, a comprehensive training program shall be conducted for all personnel and agencies anticipated to participate in emergencies. At a minimum, employees shall train as an Industrial Fire Brigade Firefighter, to meet the standards of NFPA 600, and receive supplemental training in firefighting, rescue, first aid, railroad track safety, emergency vehicle operations, and tunnel operations.
3.2 Emergency Drills
3.2.1 To insure that VMS Inc. and assisting emergency response organizations are familiar with all aspects of the Emergency Response Plan, emergency exercises and drills shall be conducted at least twice per year. Post incident reviews will be held after the exercises, drills, and actual emergencies. VMS Inc. shall be responsible for reviewing and revising the Emergency Response Plan to reflect changes necessitated by the actual and emergency drills. Outside agencies encouraged to participate in the drills are as follows:
Whittier Volunteer Fire Department Whittier Emergency Medical Services Whittier Public Safety Department Girdwood Volunteer Fire Department Anchorage Fire Department Alaska State Troopers
3.3 Driver Education and Training
3.3.1 A safety pamphlet describing tunnel emergency procedures will be distributed to all drivers in the Bear Valley toll area, and made available to motorists arriving via the Marine Highway in Whittier. Commercial bus drivers and multi-passenger shuttle services shall be responsible for
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informing their passengers of evacuation procedures. This information will be provided to the bus drivers at the toll collection booths.
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4 INCIDENT COMMAND SYSTEM
4.1 Command Structure
4.1.1 The Incident Command System (ICS) standards developed by the National Interagency Incident Management System will be used to manage an emergency incident or a non-emergency event. All incidents occurring within the Anton Anderson Memorial Tunnel Fire Department’s authorized area of jurisdiction shall operate under the AAMT ICS structure.
See Appendix E and the Fire Brigade Policy and Procedures 100-1.0 for specifics of the Incident Command System
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5 COMMUNICATIONS
5.1 Fiber Optics Communication
5.1.1 The Fiber Optic Communications System (FOCS) is the backbone for the audio, video, and data communications for the tunnel. The FOCS is embedded in concrete and designed so that the loss of individual subsystems will not affect the system as a whole. The integrity of FOCS telephone subsystem is preferred over radio communication in fire emergencies.
5.2 Emergency Telephones
5.2.1 Emergency phones are located at 300-foot intervals throughout the tunnel and in each safehouse. These phones automatically ring to the tunnel operator phone and display the caller’s location. The Tunnel Operator can access each phone and outside calls can be transferred in the event that a doctor or other authority needs to speak to personnel on scene.
5.2.2 Emergency telephones located in the Portage Lake Tunnel operate on a separate system and are not connected to the TCC. Instead, the PLT phones automatically ring a private alarm company. The alarm company then forwards the call appropriately based on the nature of the emergency.
5.2.3 The TCC phones and the public pay phone in Bear Valley ring to Whittier Public Safety when 911 are dialed. Whittier Public Safety shall notify Anchorage Fire Department dispatch when applicable. The Tunnel Operator shall contact Anchorage Fire Department Dispatch by dialing the dispatcher directly from outside of the 911 system. Additional resources can be contacted using the tunnel operator phone directory.
5.3 Multi-line Telephones
5.3.1 Multi-line telephones are the primary means of communications with 911 dispatchers. Yukon Telephone provides Bear Valley and Whittier telephone service. The Yukon Telephone system includes the telephones located at the Tunnel Control Center, Remote Control Center, Bear Valley and Whittier Staging Areas, and the Bear Valley Tollbooths. When placing a call outside the Yukon Telephone exchange it is necessary to dial the long distance and area code prefix (1-907). Whittier Public Safety is a local call and can be reached by dialing 911.
5.4 Cellular Telephone Service
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5.4.1 Cellular telephone service is available but cannot be relied upon because of poor signal strength in Bear Valley and areas of the Portage Valley. The Whittier side of the tunnel has nominally better signal strength near the Whittier tunnel entrance. Whittier cellular reception increases when midway or further away from the tunnel into the Whittier staging area.
5.5 Public Address System
5.5.1 A PA System is comprised of amplifiers and speaker arrays installed in each of the tunnel safehouses enabling the tunnel operator to broadcast emergency announcements to the occupants.
5.6 VHF “Leaky Coax” Radio System
5.6.1 The VHF radio system is an augmentation of the pre-existing ARRC tunnel radio system. A cable antenna (leaky coax) runs the length of the tunnel wall and provides radio coverage for the Anton Anderson and Portage Lake Tunnels, staging areas, and exterior buildings.
5.6.2 The current system operates in the VHF frequency range. Two frequencies are used for normal AAMT daily operations and emergencies. The AAMT frequencies are 153.755 for transmitting, and 151.115 for receiving. A code guard of 110.9 is also utilized.
5.6.3 The TCC contains a base radio for use by the Tunnel Operator. Handheld radios are located in the TCC and Whittier (RCC) portal buildings for use by emergency personnel from assisting agencies. The portal fire trucks are each equipped with mobile and handheld radios. All assisting agencies shall use the tunnel frequency during an emergency*.
5.6.4 In an emergency, the Alaska Railroad dispatcher can be contacted using 165.3375 to transmit and 164.625 to receive (164.625 is also used as the ARRC simplex channel). The tunnel operator monitors ARRC frequencies and can transmit on those frequencies for emergency communication. The primary method of communication with ARRC dispatch shall be the telephone.
* VHF radio communications should not be relied upon during fire emergencies because the coax antenna is susceptible to damage by fire. In the event of a loss of repeater communications, VHS frequency 151.115 is also programmed as the simplex channel. This allows for limited communications within line of site and limited ranges. A code guard of 110.9 is used for simplex.
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6 FIRE EMERGENCIES
6.1 Fire Prevention
6.1.1 Fire prevention is the most effective approach to fire emergencies. All tunnel personnel are responsible for immediately reporting any hazard or condition that might lead to the development of a fire. Personnel will also have responsibility to know the following:
1) Location of emergency phones and fire alarm pull station 2) Location of emergency equipment 3) Areas for evacuation
6.2 Fire Detection
6.2.1 The Fire Detection System is comprised of two separate detection systems operating independently of one another.
6.2.2 The primary means of fire detection is from the manual pull stations and heat or smoke detection devices. A secondary method of fire detection is the Remote Microwave Traffic Sensor (RTMS) and the Closed-Circuit Visual Surveillance System (CCTV) that operate in conjunction with one another. Each of these detection systems is integrated into the Tunnel Control System (TCS). Should a fire be detected, these systems will allow the tunnel operator to evaluate the situation and take the appropriate action.
6.3 Primary Tunnel Fire Detection Method
6.3.1 The primary fire detection method utilizes fire alarm pull stations located in the TCC, Bear Valley public restrooms, portal buildings, and at each emergency telephone location. Additionally, the TCC, Bear Valley public restrooms, portal buildings, and safehouses are equipped with smoke or heat detecting devices. All devices are connected to Fire Alarm Control Panels (FACP).
6.3.2 Upon initiation of a fire alarm, the FACP shall signal the TCS. The FACP shall activate the audible and visual alarms in the area to alert the public and employees of the emergency. The TCS shall display the zone and corresponding FACP location where the alarm signal originated. As a redundant safety measure the FACP shall also send a signal to American District Telegraph (ADT). For alarms occurring during operations, ADT shall contact the tunnel operator. After hours, ADT shall utilize their alarm notification call-out list to contact the site representative for directives.
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6.4 Secondary Tunnel Fire Detection System
6.4.1 The RTMS monitors the flow of traffic through the tunnel. An alarm shall signal the tunnel operator if the traffic flow becomes impaired. Simultaneously, a visual image from the CCTV cameras nearest the incident can be displayed to the operator on the surveillance monitors. The Tunnel Operator then takes the appropriate action for the situation.
6.5 Fire Protection
6.5.1 The transportation of hazardous materials by motorists is prohibited. Vehicular traffic shall be sorted by size and spaced at intervals to prevent fire from spreading from one vehicle to another. Fire detection systems, trained personnel, and readily available fire extinguishing equipment shall aid in the early recognition and quick extinguishment of a fire. It has been anticipated that fire involvement within the tunnel will be limited to a single truck or bus with a heat release rate of 20 megawatts.
6.5.2 Ten pound (10lb) dry chemical fire extinguishers (4A, 80BC) are located at the fire alarm pull stations every 300-foot along the tunnel and in each safehouse. Two large capacity wheel-mounted fire extinguishers are located in the fire equipment room of each safehouse. These consist of one (1) dry chemical 40A, 240BC extinguisher and one (1) 33-gallon AFFF extinguisher.
6.5.3 A fire engine is housed at the portal buildings. It carries 1000 gallons of water, 140 gallons of AFFF foam and 500 lbs. Purple K dry chemical. It is equipped with a 750-gpm pump, bumper turret, structural firefighting gear, and rescue equipment.
6.5.4 Employees shall be trained and certified to industrial fire brigade standards as defined by the National Fire Protection Association (NFPA) national standards. Commercial bus drivers shall receive special training in tunnel emergency procedures and shall be responsible for informing their passengers of evacuation procedures. Tollbooths shall provide motorists with instructional pamphlets on the use of portable extinguishers and emergency actions to be taken in the event of a fire.
6.6 Response Fees by Assisting Agencies
6.6.1 Anchorage Municipal Code 23.55.400, Cost of Services details the fees charged when Girdwood and Anchorage Fire Departments respond to fire emergencies outside their service areas. The costs for services are as follows and shall be applied towards all agencies requested to assist the AAMT Fire Department:
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Initial call-out fee $500.00
6.6.2 After the first hour, an additional hourly rate will apply for each fire apparatus:
Pumper $75.00/hr. Tanker $75.00/hr. Brush Truck $75.00/hr. Bulldozer $75.00/hr.
6.7 Fire Emergency Procedures
6.7.1 The Tunnel Control System can detect a stoppage in traffic or a driver can activate a tunnel alarm station. The Tunnel Operator then determines if a smoke or fire situation exists. If it is determined that a fire exists, the tunnel operator may activate “Fire Mode”, “Block Mode”, or select another appropriate emergency action.
6.7.2 The Tunnel Operator shall request assistance from the Girdwood and Whittier Fire Departments. In addition, Anchorage Fire Department may respond to any fires involving passenger buses, large vehicles (trucks, motor homes, boats, etc.), multiple vehicles, tunnel structures and/or hazardous materials. In cases of hazardous materials, suspicious circumstances, or suspected terrorism, a state or national Emergency Response Team (ERT) shall be requested.
6.7.3 When a “Fire” or “Blocked Mode” is selected, traffic signals downwind of the fire remain green to allow motorists to exit and signals at each safehouse upwind of the incident change to red. The entry gate shall close and additional traffic shall be prevented from entering the tunnel.
6.7.4 Motorists upwind of the fire can stop and evacuate to the nearest safehouse. The safehouse interiors shall be illuminated, safehouse ventilation started, and strobe lights shall flash to emphasize and identify the location of safehouses.
6.7.5 The Tunnel Operator shall act as the Incident Commander and shall maintain the site ICS. He or she shall determine the incident strategy and shall direct and approve entry into the tunnel for each responding unit.
6.7.6 Firefighting personnel will stage at the portal entrances. The Tunnel Operator shall instruct personnel as to the location, type of incident, and strategic considerations.
6.7.7 An on-scene command shall be established near the incident scene by the first arriving unit and designated as Operations Command. The
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Operations Command shall be responsible for tactical considerations and will coordinate with the Tunnel Operator (IC) throughout the response.
6.7.8 All responding units shall remain under the Tunnel Operator’s directives until arrival on-scene. Upon arrival, units shall fall under the Operations Command directives.
6.7.9 A minimum of two members of the fire brigade shall respond to incipient fire emergencies. An incipient fire is a fire in an early stage that can be easily controlled by a fire extinguisher or hand line.
6.7.10 When the Tunnel Operator determines that a fire has advanced beyond the incipient stage, the “two-in, two-out” rule will prevail as required by OSHA. The “two-in, two-out” rule will not apply in cases of victim rescue. However, a backup crew must be established as soon as personnel are available.
6.7.11 Additional brigade members or assisting fire departments are required to backup the initial response team with an equal or greater number of people. The Whittier side fire brigade shall provide the initial response when the on-site fire brigade is delayed or is blocked from reaching an incident.
6.7.12 The portal downstream of the incident provides the most direct and unobstructed route to an incident. However, the fire truck shall not be permitted to enter the tunnel if heat, smoke, and/or low oxygen levels are such that engine starvation or overheating could occur.
6.7.13 The Whittier Side Fire Brigade shall operate the Whittier portal fire truck. On duty fire brigade personnel shall operate the Bear Valley fire truck. A minimum of two people shall be required to operate each fire truck. When traffic and fire conditions allow, Bear Valley and Whittier Portal fire trucks shall respond to all fire emergencies.
6.7.14 When the fire cannot be controlled, tunnel evacuation shall be initiated. A rapid search shall be conducted near the incident to verify the area is clear of people. All firefighting personnel and equipment shall then exit the tunnel. Attempts to extinguish the fire shall not resume until the fire has burned all consumable fuels to the point of decay.
6.7.15 Tunnel Evacuation
6.7.16 The safety pamphlet provided to motorists at the tollbooth shall outline tunnel evacuation procedures.
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6.7.17 Activation of a white strobe light signals motorists to exit their vehicles and enter the nearest safehouse. Fire Brigade personnel shall assist individuals with disabilities.
6.7.18 Any vehicles carrying wheelchairs shall be placed at the beginning of a queue so that Fire Brigade personnel can easily access those vehicles in an emergency.
6.8 Ventilation During A Tunnel Fire
6.8.1 When necessary, the Tunnel Operator shall operate the ventilation system to ensure that the proper positive airflow is established. In the event that traffic stops, vehicles downstream and in front of the incident proceed toward the exit. Vehicles stopped upstream and behind an incident are supplied fresh from behind them. In this manner, should the incident involve smoke and/or fire, the fumes will be exhausted downstream of the incident and fresh air shall be provided to those stopped upstream.
6.8.2 When traffic comes to a standstill in the tunnel, the air velocity decreases. Once this occurs, the residual air velocity may not be sufficient in preventing back layering of hot gases and smoke from a fire. In this situation, the tunnel RTMS may prompt the operator to put the ventilation system in “Fire Mode” or “Blocked Mode”. The Tunnel Operator may witness the incident through the CCTV and manually select the “Fire Mode”. If selected, the fire mode will activate one or both portal fans at the entry end of the tunnel.
6.8.3 Activation of the portal fans prompts the adjacent portal doors to close so that the positive pressure generated by the fans can be maintained throughout the length of the tunnel. While the portal fans are in operation, access into the tunnel is available through man doors on both the north and south side of each portal. The Tunnel Operator has the ability to open the adjacent portal door for short durations to allow vehicle access. After the vehicle passes the threshold, the door must be quickly closed to prevent disruption of airflow.
6.8.4 While a single portal fan may provide sufficient velocity to prevent smoke back layering from a fire, two adjacent portal fans shall be considered initially on all fires. In most situations, the tunnel jet fans should not be utilized during a fire. In a fire, the jet fans may not provide adequate wind velocity and could fail to operate if exposed to high temperatures or products of combustion.
6.8.5 The TCS is capable of monitoring CO at four locations in the tunnel. However, during fire conditions the integrity of these detectors is unreliable. During fire emergencies, monitoring of oxygen and CO levels
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shall be conducted using handheld detectors whenever personnel are in the tunnel.
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7 EVACUATION EMERGENCIES
7.1 Tunnel Evacuation
7.1.1 Emergencies that require tunnel evacuation include but are not limited to:
1) Hazardous material incidents 2) Explosions or fires 3) Bomb threats 4) Significant rock falls 5) Avalanches 6) Earthquakes
7.1.2 When an emergency requires evacuation, the Tunnel Operator shall prevent additional traffic from entering the tunnel. Personnel shall clear the Bear Valley staging area exit lane to provide emergency access to the portal. Portage highway traffic shall be prevented from entering Bear Valley at the staging area access gates.
7.1.3 When evacuation of the Tunnel Control Center is necessary, the Tunnel Operator shall attempt to access the Remote Control Center (RCC). When access is not possible through the tunnel, an attempt to contact an authorized Tunnel Operator on the Whittier side of the tunnel shall be made.
7.1.4 In the event of total evacuation with no Tunnel Operator at the control panel, every attempt shall be made to prevent all personnel from re- entering the evacuation zone until a qualified agency or representative can determine that it is safe to return to the TCC or RCC area.
7.1.5 Under no circumstances shall traffic be permitted to enter the tunnel while the tunnel is in “Traffic Mode” unless a qualified Tunnel Operator is manning the workstation.
7.1.6 When evacuation of the staging area is required, such as for avalanches or hazardous materials incidents, traffic shall be directed out of the staging areas to safe zones beyond the staging area access gates.
7.1.7 The ADOT and ARRC will be notified in the event of any tunnel closures. Traffic will be restricted to emergency or essential traffic until inspection determines that normal operations can resume.
7.2 Hazardous Materials Incidents
7.2.1 The transportation of hazardous materials through the tunnel is prohibited. Information regarding restricted materials is outlined in the tunnel
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brochures, posted in the Whittier staging area, and posted on the Alaska Department of Transportation (AKDOT) website. Whittier traffic does not pass through tollbooths, and therefore, a cursory examination for compliance is not possible unless by CCTV.
7.2.2 It is anticipated that small quantities (above the legal limits) of propane, gasoline, and other hazardous materials may enter the tunnel undetected.
7.2.3 In the event of an emergency involving hazardous materials, the Tunnel Operator shall attempt to identify the hazard.
7.2.4 Anchorage Fire Department (AFD) dispatchers shall be notified and a request for the state Haz/Mat Response Team (HMRT), Girdwood, and Whittier Fire Departments shall be made. Whittier Public Safety shall be notified and appropriate considerations made for each portal area. Units responding downwind of the incident shall stage in a safe area clear of the portal.
7.2.5 The Tunnel Operator shall determine if efforts can be made to rescue victims and protect property without endangering responders. Motorists taking refuge in the safehouses shall be directed to remain inside until the danger has passed. All other personnel shall be evacuated from the area. Entry to the area shall be restricted to emergency response traffic only and shall be monitored at the staging area access gates.
7.2.6 Sandbags are stored in each safehouse fire equipment room for use in containing spills and preventing run-off from entering the tunnel drains if containment can be done without exposing responders.
See the Policy and Procedure Manual Section 300-3.0 Safety Operations: Hazardous Materials Incident Response.
7.3 Rock Fall
7.3.1 The Tunnel Operator shall use the CCTV monitors to scan for rock falls, traffic exiting the tunnel, and other problems.
7.3.2 When rock fall is observed while traffic is in the tunnel, the operator shall implement the appropriate “Blocked Traffic” mode to stop traffic behind the rock fall. Tunnel personnel shall move minor rockfall by hand or with the 921 E loader.
7.3.3 In the event of major rockfall, the tunnel shall be evacuated and the operator will limit traffic to emergency and essential personnel until an inspection determines that normal operations can resume.
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7.4 Avalanche
7.4.1 Upon confirmation of an avalanche, the Tunnel Operator shall select the “Avalanche Mode” on the TCS.
7.4.2 The Tunnel Operator shall then notify the on-site fire brigade, the Alaska State Trooper (AST) dispatcher, AFD dispatch, and Whittier Public Safety. The operator shall determine if all on-site personnel can be accounted for. When applicable, employees will be asked to hold witnesses that may have information of victim burial locations.
7.4.3 The fire brigade will report to the TCC for hasty search assignments for avalanches involving the Bear Valley Portal. Avalanche probes, shovels, and beacons shall be located in the TCC.
7.4.4 The Whittier Side Fire Brigade, Whittier Fire Department, and Whittier EMS shall respond to avalanches involving the Whittier Portal or Whittier Staging Area. Avalanche probes and shovels shall be located at the Whittier portal generator room.
7.4.5 When the avalanche is at the entry portal, all traffic shall be stopped from entering the tunnel portal area. Traffic in the tunnel shall be allowed to traverse to the other portal and exit. If the avalanche is at the exit portal, the operator shall initiate a “Blocked Mode” stopping all traffic in the tunnel. Motorists will be instructed to shut-off their engines and stand by for additional instructions.
7.5 Earthquake
7.5.1 When an earthquake occurs, the Tunnel Operator shall stop traffic from entering the tunnel.
7.5.2 The Tunnel Operator shall then scan the tunnel for rock falls or other problems using the CCTV. Traffic in the tunnel shall be monitored for safe egress. When rock fall is observed, the operator may implement the “Blocked Traffic” mode to stop any traffic behind the rock fall. Minor rock falls will be moved by tunnel staff to allow vehicles to exit.
7.5.3 The Tunnel Operator shall not implement or encourage evacuation to the safehouses, unless a fire emergency exists. However, the safehouses can offer limited protection in an earthquake under the area of the doorjambs and benches. The safehouses offer water and first aid materials in the event that evacuation is not immediately possible following an earthquake.
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7.5.4 When the tunnel is clear of vehicles, the operator shall place the tunnel in the “Idle Mode” and closed the tunnel to general traffic. The Tunnel Operator shall allow only emergency or essential personnel into the tunnel until an inspection determines that normal operations can resume.
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8 POWER FAILURE
8.1 Auxiliary Power Supply
8.1.1 In the event of a power failure, generators at each portal shall automatically start-up and provide power to critical operations and safehouse ventilation systems. Equipment supplied with auxiliary power is as follows:
1) TCS CPU, CCTV, and associated electronic systems 2) Traffic signal lights and traffic gates 3) Tunnel lighting 4) Portal doors 5) Safehouse ventilation
8.1.2 Although the auxiliary generators require several seconds to transfer the power loads, an uninterrupted power supply (UPS) system ensures that the TCS, CCTV, and Fire Alarm Control Panels (FACP) systems maintain adequate power during an outage. Critical systems continue to operate with no shutdown or erroneous alarms occurring. Without primary power, the tunnel lighting, traffic signal systems, and the portal doors remain functional to allow any traffic in the tunnel to exit.
8.1.3 The tunnel ventilation systems are not on the emergency power system. In the event of power failure with traffic in the tunnel, the tunnel shall be cleared of all vehicles. The tunnel shall then be closed to all but emergency or essential traffic while the primary power remains off line. During a power failure a maintenance vehicle may be required to sweep the tunnel for verification all vehicles have safely exited.
See Tunnel Segment Operations Manual, Section 6.6, for additional Power Failure information.
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9 WEATHER CLOSURES
9.1 Weather Closure Authorization
9.1.1 The Alaska Department of Transportation and Public Facilities (ADOT/PF) shall determine weather conditions warranting tunnel closure.
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10 MEDICAL EMERGENCY
10.1 Medical Emergency Notification
10.1.1 Fire brigade personnel shall be the first responders to medical emergencies occurring on-site.
10.1.2 The Tunnel Operator shall contact Whittier EMS for response to medical emergencies on the Whittier side of the tunnel.
10.1.3 Girdwood EMS shall be contacted for response to medical emergencies on the Bear valley side of the tunnel.
10.1.4 Fire brigade personnel shall receive bloodborne pathogens training and shall be certified in CPR/ First Aid in accordance with the American Red Cross curriculum or equivalent State of Alaska approved standard.
10.1.5 Basic first aid equipment shall be stored in the safehouses, portal buildings, and the TCC.
10.2 Medical Emergency Procedures
10.2.1 The Tunnel Operator is capable of receiving notification of a medical emergency by radio, emergency telephone, or direct notification.
10.2.2 Fire brigade personnel shall be notified via radio to respond and provide basic life support.
10.2.3 The Tunnel Operator shall notify Whittier Public Safety of an EMS response request within the Whittier segment of the tunnel.
10.2.4 Anchorage Fire Department (AFD) dispatch shall be notified for medical emergencies within the Bear Valley segment of the tunnel.
10.2.5 During medical emergencies, tunnel traffic shall be stopped and the tunnel cleared for emergency vehicle use. Additional traffic shall not be permitted until emergency vehicles have no further use of the tunnel.
10.2.6 The Tunnel Operator shall direct all responding personnel/agencies access to the scene.
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10.2.7 Whittier EMS shall be given priority status for passage to the patient location on the Whittier end of the tunnel. Upon arrival at the patient, Whittier EMS shall assume patient care. For critical patients, Whittier ambulance shall then continue to Bear Valley, or another designated location to meet with Girdwood EMS or Lifeguard if necessary.
10.2.8 Girdwood EMS shall be given priority status for passage to the patient location on the Bear Valley end of the tunnel. Upon arrival at the patient, Girdwood EMS shall assume patient care. In certain situations, Girdwood EMS may require passage beyond the Bear Valley segment of the tunnel. In these situations, tunnel priority shall be given to Girdwood EMS.
10.2.9 In cases of immediate threat to patient life or health, the first arriving agency shall be given priority access, regardless of the location within the facility. The Providence Lifeguard helicopter shall be considered for all life threatening emergencies.
See the Policy and Procedure Manual section 200 First Aid Operations.
10.3 Multi-Casualty Medical Triage
10.3.1 For multi-casualty incidents that exceed the resources of on-site emergency responders, patients will be triaged according to the immediate life threat of their injuries. Triage tags shall be carried aboard the fire apparatus and first aid kits. Fire brigade personnel shall be trained to perform a rapid patient assessment and determine the urgency for medical treatment and transport.
10.3.2 The Tunnel Operator shall notify AFD and Whittier Public Safety dispatchers. Based on the severity of the incident, the resources of Whittier, Girdwood, and Anchorage Fire Departments may be required. Helicopter transport by Lifeguard, Alaska State Troopers, and/or the Air National Guard 210th Rescue Squadron shall be considered for priority patients.
10.3.3 The TCC shall serve as the primary medical staging area. The Whittier Portal Building shall be used when circumstances prevent evacuation of patients to Bear Valley. Air transport will be utilized for patients requiring transport to Anchorage hospitals from the Whittier portal location if conditions prevent ground transport through the tunnel.
10.4 Providence Lifeguard Helicopter
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10.4.1 Lifeguard can save valuable time when transporting an acutely ill or injured patient to Providence hospital. Lifeguard is equipped with advanced life saving equipment and a team of two flight nurses.
10.4.2 Lifeguard should be used in accordance with guidelines established for emergency medical transport. Ground transport by ambulance should be utilized for stable, non-critical patients.
10.4.3 Lifeguard provides 24-hour emergency medical transport from April 1 through October 31. Lifeguard reduces the hours of operation from dawn to dusk during the winter months.
10.4.4 The response time to Bear Valley is approximately 25 minutes. Helicopter transport is dependent on weather conditions and should not be solely relied upon for patient transport. Whittier or Girdwood EMS will still be required to respond to all emergencies.
10.4.5 All emergency personnel will receive helicopter operations training.
See Appendix G for Providence Lifeguard helicopter information and designated landing zones
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11 LAW ENFORCEMENT
11.1 Local Enforcement
11.1.1 The City of Whittier Police Department is certified by the Alaska State Troopers to respond to incidents at the tunnel when law enforcement is required. When any of the following incidents occur, the Tunnel Operator shall notify AST dispatch and the Whittier Police Department. Request for assistance includes but is not limited to the following:
1) Collisions involving one or more vehicles 2) Unlawful acts or suspicious activities such as DUI, erratic/reckless driving, hazardous materials transportation violations, etc 3) Serious injury or loss of life
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12 INCIDENTS INVOLVING THE ALASKA RAILROAD
12.1 Railroad Incidents
12.1.1 Incidents involving the Alaska Railroad Corporation (ARRC) equipment, such as derailment or the release of hazardous material from ARRC cargo, shall be under the direction of the ARRC response protocols if the incident is limited to ARRC equipment and personnel.
12.1.2 For derailments and/or Hazmat incidents, tunnel personnel shall assist the ARRC as follows:
12.1.2.1 Notify the ARR Train Dispatcher (1-907-265-2504) or the ARRC Command Center (1-907-265-2581) of the location, suspected dangers, car contents, and condition of the cars. The Tunnel Operator or designee shall remain on the line with the dispatcher until it is indicated you may hang up. The Alaska Railroad dispatcher shall activate the ARRC Emergency Response Plan. The train dispatcher is likely to have radio communications with the train.
12.1.2.2 Evacuate all personnel from the immediate vicinity and clear the Bear Valley and Whittier staging areas. Entry to the area shall be restricted to emergency response traffic only and shall be monitored at the staging area access gates or nearest safe perimeter.
12.1.2.3 Direct arriving emergency responders to appropriate staging locations, explain the situation, and warn of potential hazards. Provide assistance to emergency responders as requested, within the limits of the facility incident command system and hazardous materials plan.
See the Policy and Procedure Manual Section 300 Safety Operations: Hazardous Materials Incident Response.
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13 TRAFFIC MANAGEMENT
13.1 Traffic Control
13.1.1 The AAMT provides a vital transportation link to the community of Whittier. Residents requiring emergency medical treatment must be transported through the tunnel to receive advanced medical care and hospitalization. The Alaska Railroad depends on use of the tunnel to transport freight that supplies the construction, fishing, and oil industry. Informational pamphlets and tunnel signage will notify vehicle operators about the importance of maintaining a free flow of traffic and that their vehicle shall be towed immediately if a breakdown or accident occurs.
13.2 Disabled Vehicles
13.2.1 The Remote Traffic Microwave Sensor (RTMS) system can detect that a vehicle has stopped in the tunnel and issue an alarm to the tunnel operator. Under the direction of the tunnel operator, the TCS can automatically change the CCTV system to the area closest to the incident. The Tunnel Operator may also detect an incident without an alarm by use of the CCTV monitor system. The Tunnel Operator shall respond equally to a stopped vehicle for any method of detection.
13.2.2 The Tunnel Operator will visually confirm that there is a stopped vehicle and check for evidence of smoke or fire. If no smoke or fire is detected, the Tunnel Operator may select a “Blocked Mode”. Traffic signals located at each safehouse behind the stopped shall change to red, prompting vehicles to stop. Signals ahead of the stoppage shall remain green to allow vehicles ahead of the stoppage to leave the tunnel.
13.2.3 The Tunnel Operator shall notify tunnel personnel of the stoppage and a maintenance vehicle shall respond to the stopped vehicle.
13.2.4 When it is determined the vehicle is disabled, the disabled vehicle shall be moved to a pullout and traffic will be cleared from the tunnel. When a vehicle cannot be moved to a pullout, a Case 921E loader equipped with a hitch may be used to move the vehicle out of the tunnel.
13.2.5 Any disabled vehicles must be removed prior to reversing traffic unless authorized by the supervisor on duty.
13.2.6 Only the ARRC has the authority to permit a train into the tunnel with a disabled vehicle inside. For train clearance, all disabled vehicles must be clear of the pavement striping track limit markings in each safehouse pullout loop. Under no circumstances shall any personnel remain in the
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tunnel while the train is in the tunnel. All personnel must be clear of the tunnel prior to the tunnel operator releasing the TCS to the TSS.
13.3 Motor Vehicle Accident Inside the Tunnel
13.3.1 When a minor accident occurs and the vehicle(s) are not disabled, the motorist(s) are expected to exit the tunnel and stop at the nearest staging area. When necessary, on duty personnel may be dispatched into the tunnel to assist with the incident.
See Policy and Procedure Manual Section 100 Fire Operations: Vehicle Accidents.
13.4 Traffic Management on Connecting Roadways
13.4.1 During an emergency, traffic shall be restricted to emergency or essential traffic only. The Tunnel Operator shall prevent additional traffic from entering the tunnel. Personnel shall clear the Staging Area exit lanes to provide access for emergency vehicles to the portal. Highway traffic shall be prevented from entering either staging area at each staging area access gate.
13.4.2 When evacuation of the staging area is required, such as for avalanches and hazardous materials incidents, traffic shall be directed out of the staging areas to safe zones. Under certain conditions, Whittier Public Safety may be requested to assist with securing the Whittier staging area.
13.4.3 The AKDOT and ARRC shall be notified in the event of any tunnel or road closures. Traffic shall be restricted to emergency or essential traffic until inspection determines that normal operations can resume. “Essential” traffic is defined as non-emergency traffic such as towing operators, Public Safety officials, or other traffic related to the resolution of an incident or tunnel closure.
See Appendix F for Traffic Control Plans
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14 Dispatch Protocol
14.1 Lines of Authority
14.1.1 The Tunnel Operator shall be the point of contact for witnessed or reported incidents at the facility. The Tunnel Operator’s responsibility shall be notification of on-site response personnel and notification to the appropriate assisting agencies. The Tunnel Operator shall also assume the position of Incident Commander unless relieved by a superior or an authorized public safety official acting under the authority of the statewide Incident Command System.
14.1.2 In most situations, the Tunnel Operator shall continue to direct strategic operations when a superior or mutual aid official is be on-site. The Operations Officer, acting as the point of contact for the tunnel operator, shall direct tactical operations. This will allow clear directives and continuity an incident scene.
See Policy and Procedure Manual 100 for detailed fire operations, Policy and Procedure Manual 200 for detailed medical operations, and Policy and Procedure Manual 300 for detailed safety operations.
14.2 Incident Recognition
14.2.1 The TCS can identify many incidents utilizing the RTMS, CO monitors, and fire detection devices. Upon alarm, the Tunnel Operator is capable of visually confirming the nature of the incident using the CCTV. Tunnel emergency phones and fire alarm pull stations may also be used to verify an incident.
14.3 Time of Incident
14.3.1 The Tunnel Operator shall document all relevant times regarding an incident. This documentation shall begin with the initial identification of an incident and shall continue until the incident is terminated.
14.3.2 All response times and significant data shall be recorded.
14.4 Notification of Personnel
14.4.1 The Tunnel Operator shall notify the tunnel emergency personnel of an incident by use of the tunnel radio system. All personnel shall carry portable radios while on duty. Responding personnel shall verbally acknowledge an emergency dispatch. Communication through the tunnel operator shall be mandatory throughout the entire incident.
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14.5 Assisting Agency Communication
14.5.1 A minimum of five handheld radios, programmed with the tunnel emergency and operations frequencies, shall be charged and available at the TCC and RCC for use by emergency responders and assisting agencies.
See Appendix H for AAMT radio frequency information
14.6 Request For Assistance
14.6.1 In most situations, the Tunnel Operator shall request assistance from the Whittier Fire Department, Whittier EMS, Girdwood Fire Department, Providence Lifeguard Helicopter, and other fire, medical, or rescue agency through the Anchorage Fire Department dispatcher. A request directly through Whittier Public Safety dispatch shall be made in situations requiring assistance on the Whittier side of the tunnel.
14.7 Closure of Tunnel
14.7.1 When and incident occurs that requires closure of the tunnel, ARRC and AKDOT shall be notified immediately.
14.8 Code Red Medical Emergency
14.8.1 If a request for advanced medical assistance is received from a tunnel emergency phone, the Tunnel Operator shall ask for the following information:
1) Location 2) Patient chief complaint 3) Patient’s age and sex 4) Pertinent medical history
14.8.2 The Tunnel Operator shall notify the tunnel emergency personnel of the incident. A request for Girdwood and Whittier EMS response shall then be made through Whittier Public Safety and AFD dispatch. Additional requests for Lifeguard or other agencies shall be made through the AFD dispatcher.
14.9 Code Yellow Medical Emergency
14.9.1 If a request for basic medical assistance is received from a tunnel emergency phone, the tunnel operator shall ask for the following information:
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1) Location 2) Patient chief complaint 3) Patient’s age and sex 4) Pertinent medical history
14.9.2 The Tunnel Operator shall notify the tunnel emergency personnel of the incident. A request for Girdwood and Whittier EMS response shall then be made through Whittier Public Safety and AFD dispatch.
14.10 Multiple Casualty Emergency
14.10.1 When a request for mass medical assistance is received from a tunnel emergency phone, the tunnel operator shall ask for the following information:
1) Location 2) Type of incident (i.e. vehicle accident, fire, hazardous fumes) 3) Number of possible patients 4) Severity of the injuries 5) Immediate hazards
14.10.2 The Tunnel Operator shall notify the tunnel emergency personnel of the incident. A request for Girdwood and Whittier EMS response shall then be made through Whittier Public Safety and AFD dispatch. Additional requests for Lifeguard or other agencies shall be made through AFD dispatch.
14.11 Vehicle and Structure Fires
14.11.1 The Tunnel Operator shall notify the tunnel emergency response personnel of the incident. A request for Girdwood and Whittier fire response shall then be made through Whittier Public Safety and AFD dispatch.
14.11.2 Provide the appropriate information to the AFD dispatcher for incidents involving buses or requiring technical rescue, such as hazardous material incidents.
See Policy and Procedure Manual Section 100 Fire Operations.
14.12 Hazardous Materials
14.12.1 The Tunnel Operator shall notify the tunnel emergency personnel of the incident.
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14.12.2 A request for Girdwood Fire Department and Whittier Fire Department response shall then be made through Whittier Public Safety and AFD dispatch. Provide the appropriate information to the AFD dispatcher for incidents requiring hazardous material response teams.
See Policy and Procedure Manual Section 300 Safety Operations: Hazardous Materials Incidents.
14.13 Avalanche, Earthquake, Rockfall, and Other Natural Disasters
14.13.1 The Tunnel Operator shall notify the tunnel emergency personnel of the incident.
14.13.2 Whittier Public Safety shall be contacted using the 911 system. A request for Girdwood Fire Department and additional mutual aid response shall then be made through AFD dispatch.
14.13.3 Provide the appropriate information to the AFD dispatcher for incidents requiring hazardous material response teams or other specialized rescue teams.
14.13.4 For incidents involving avalanches, AST shall be notified and requests for additional resources shall be made through the AST Search and Rescue (SAR) system.
See Policy and Procedure Manual Section 100 Fire Operations, Policy and Procedure Manual Section 200 First Aid Operations, and Policy and Procedure Manual Section 300 Safety Operations.
14.14 Law Enforcement
14.14.1 Illegal or dangerous incidents occurring within the tunnel shall be reported to Whittier Public Safety.
14.14.2 Illegal or dangerous incidents occurring in Bear Valley shall be reported to Alaska State Troopers.
14.14.3 In some situations Whittier police may be requested for assistance in Bear Valley.
14.15 Alaska Railroad Derailment, Spills, and other Incidents
14.15.1 For incidents involving potential hazardous material spills or leaks, derailment, injury or non-accidents, ARRC dispatch shall be notified immediately.
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14.15.2 The tunnel operator shall notify the tunnel emergency personnel of the incident.
14.15.3 A request for Girdwood Fire Department and Whittier Fire Department and/or EMS response shall be made through Whittier Public Safety and AFD dispatch.
14.15.4 Provide the appropriate information to the AFD dispatcher for incidents requiring hazardous material response teams or other specialized rescue teams.
See Policy and Procedure Manual Section 300 Safety Operations: Hazardous Materials Operations.
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APPENDIX A–Roadmap Anchorage to Seward
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APPENDIX A–Topographic Map Portage to Whittier
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APPENDIX B-TCC Emergency Phone Numbers Accessed from Whittier & Bear Valley
AFD Fire/EMS Dispatch Main Emergency Number 1-907-522-1122
Alaska Railroad 24 Hour Emergency 1-907-265-2504 press 1
Alaska State Troopers Dispatch (Anchorage) 1-907-428-7200
Chugach Electric 24 Hour Emergency 1-907-762-4660
Enstar Natural Gas Dispatch 1-907-277-5551
Girdwood Fire Station 1-907-783-2511 Department
Girdwood Medic 41 (Cell Phone) 1-907-529-9172
Girdwood Medic 42 (Cell Phone) 1-907-440-2891
Girdwood Rescue 15 (Cell Phone) 1-907-529-9170
Lifeguard Helicopter 24 hr. in the summer 1-907-261-3070 7am-7pm only in winter
USFS Glacier District Mary Vandiver AM 1-907-783-3242 Head Ranger PM 1-907-345-8840
Whittier Police/Fire/EMS Dispatch 911
Yukon Telephone Co. Mon-Fri 8:00am to 5:00 pm 1-907-472-2300
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APPENDIX C-Fire and Safety Equipment Summary
The fire equipment room in the Bear Valley Portal Building shall contain equipment and the maintenance personnel personal protective clothing. Fire equipment includes the following:
(4 ea) Wall-mounted 60-minute SCBA Firefighter Bunkers (2 ea) 60-minute SCBA cylinders (1 ea) 55 Gal. Hydrocarbon spill Hurst Extrication pump and tools kit (1 ea) Portable generator (4 ea) Halogen light towers
The fire equipment room in the Whittier Portal Building shall contain the following fire equipment:
(3ea) Wall-mounted Drager 60-minute SCBA packs (2 ea) 60-minute SCBA cylinders (5 ea) Motorola Radius portable radios (1 ea) 55 Gal. Hydrocarbon spill kit
The fire equipment room in each safehouse shall contain the following fire equipment:
(2 ea) Drager 60-minute SCBA cylinders (1 ea) Industrial first aid kit (1 ea) Backboard (2 ea) Crowbars (12 ea) Sandbags (1 ea) Wheel-mounted Dry Chem (1 ea) Wheel-mounted 33 gal. AFFF fire extinguishers (40A, 240BC) extinguisher (2 ea) Pick-head ax
Each Safehouse shall contain:
(1 ea) Industrial first aid kit 15 gallons of potable water (1 ea) Streamlight Litebox (5 ea) Wool blankets
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The Bear Valley and Whittier fire apparatus shall each contain:
(3 ea) Drager 60-minute SCBA 200’ 2-1/2” diameter hose (3 ea) Drager 60-minute SCBA cylinders 450’ 1-3/4” diameter hose (1 ea) Pick-head ax (2 ea) 5” suction hose (10’ (1 ea) Crowbar sections) (1 ea) Motorola Saber portable radios (3 ea) 1-1/2” 125 gpm nozzles (1 ea) 30 lb. Class D fire extinguishers (1 ea) 2 ½” gated wye (1 ea) 30 lb. Dry chemical (1 ea) 2 ½” to 1 ½” gated wye extinguishers (B:C) Hose fittings (misc.) (1 ea) 22’ Adjustable ladder (3 ea) Spanner and wrench set (1 ea) Bolt cutter (1 ea) Chop saw (1 ea) Halligan tool (1 ea) Powerhawk rescue tool (4 ea) Streamlight Litebox (1 ea) Pike pole
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APPENDIX D-Building Floorplans
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APPENDIX D-Building Floorplans (continued)
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APPENDIX D-Building Floorplans
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APPENDIX D-Building Floorplans
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APPENDIX E-Emergency Dispatch Flow Chart
Fire Emergency Flow Chart
Tunnel Control Emergency Radio PBX/ Direct System Phone System Notification
Tunnel Operator
Anchorage Fire AAMT Fire Brigade Department Dispatch
Fire/EMS Single MCI, Haz/Mat, Alarm Response Special Rescue, Multiple Alarm Response
Girdwood Fire Whittier Fire Department Department
Whittier Fire Anchorage Fire Girdwood Fire Department Department Department
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EMS Emergency Dispatch Flow Chart
Tunnel Control Emergency Radio PBX/ Direct System Phone System Notification
Tunnel Operator
Whittier Public Anchorage Fire AAMT Fire Brigade Safety Dispatch Department Dispatch
MCI, Haz/Mat, EMS Code Yellow EMS Code Red Special Rescue Response Response Multiple Alarm Response
Girdwood Whittier Lifeguard EMS EMS Helicopter
Whittier Fire Anchorage Fire Girdwood Fire Department & Department & Department & EMS EMS EMS
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APPENDIX F-Traffic Control Plan Bear Valley Staging
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APPENDIX F-Traffic Control Plan Whittier Staging
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APPENDIX G-Providence Lifeguard Helicopter Information
THE LIFEGUARD ALASKA TEAM
Two flight nurses are aboard each LifeGuard Alaska 1 flight. When necessary, a physician specialist will accompany the flight crew. All of these flight members have received advanced training in trauma, emergency airborne transportation and resuscitation techniques. LifeGuard Alaska 1 pilots hold Airline Transport Pilot (ATP) ratings. Also, a specially trained communications specialist operates the LifeGuard Alaska Communications Center.
At Providence Hospital, an emergency care team, an ICU team, a surgical team, and a full complement of specialized advisers receive all transfers and emergencies on a 24-hour basis. The LifeGuard Alaska aeromedical service depends on the support and contribution of everyone at Providence Hospital. In addition to the flight team, the pilots and the health care experts involved, there are countless dedicated individuals working to ensure the success of this program.
THE LIFEGUARD TEAM
LifeGuard Alaska's complete team actually extends beyond Providence Hospital to include the pre-hospital groups: emergency medical services personnel, fire service personnel, state troopers, local police and others. All are working towards a common goal to provide the best patient care available.
REQUESTING A FLIGHT
Whether arranging for an inter-hospital transfer or an on-scene evacuation, all requests for LifeGuard Alaska should be directed to Providence Hospital's LifeGuard Alaska Communication Center. The communication specialists can be contacted 24 hours a day, 365 days a year.
Hospitals, physicians, nurses or clinic staff, firefighters, law enforcement officers, ambulance, industrial safety, communication personnel and government officials can request LifeGuard Alaska. The request number is 1-800-478-5433; for business matters, please call 1-907-562-2211.
On-Scene: Any authorized emergency personnel can put LifeGuard Alaska 1 on stand- by; however, request for flight should be in accordance with guidelines established for emergency medical transport.
Stand-by: You are encouraged to take advantage of stand-by, which alerts the fight team to possible air evacuation. This all-important step saves precious minutes because it allows the communication specialist time to obtain navigational information that will enable the pilot to locate the scene, estimate response time, and make necessary medical arrangements. Do not hesitate to request stand-by, whether an actual flight results or not.
53 ANTON ANDERSON MEMORIAL TUNNEL EMERGENCY RESPONSE PLAN
Flight Request: To request a flight, supply the following information to the LifeGuard Alaska Communication Center. The specialist may have received some of this information if a stand-by was initiated:
Who is requesting the flight Your calling agency and call back number Exact location of the accident Nature of the accident Number of Patients Sex, Age, and vital signs of patient(s) Specific injuries and level of consciousness Any information which may be helpful to the flight team Designated medical radio frequency Frequency and call sign of the designated landing official
Upon LifeGuard Alaska 1 arrival in your area, a final medical update should be transmitted. When the helicopter is over the scene, the only radio communication should be between the designated landing official and the LifeGuard Alaska 1 pilot.
LANDING ZONE ON-SCENE PREPARATIONS
One of the responsibilities of the emergency personnel is to locate and provide a safe, accessible landing area for LifeGuard Alaska 1 and its flight team (refer to Figure A-1). If the area is some distance from scene, you must arrange transportation for the flight team from the landing zone to the scene.
Follow these guidelines in setting up an on-scene landing area:
Locate a 75 X 75' unobstructed, level landing area as close to the accident scene as possible. Place flares at each corner of the landing zone during day and night landings (see illustration) Place an additional flare along the side of the landing zone from which the wind is coming. Direct an auxiliary lighting at the ground in order in order not to temporarily blind the pilot. Never direct any lighting at the helicopter when it is in operation. Never mark the landing zone with loose objects, i.e., sheets. Remove all loose objects. Notify the pilot of any ground obstacles, i.e., overhead wires, poles, trees, lights, signs, antennas and water towers. Keep all unauthorized persons away from landing area. Never use press camera flashlights, strobes, or lights during landing or takeoff operation.
54 ANTON ANDERSON MEMORIAL TUNNEL EMERGENCY RESPONSE PLAN
APPENDIX G-Providence Lifeguard Helicopter Information
55 ANTON ANDERSON MEMORIAL TUNNEL EMERGENCY RESPONSE PLAN
APPENDIX G-Providence Lifeguard Helicopter Information
56 ANTON ANDERSON MEMORIAL TUNNEL EMERGENCY RESPONSE PLAN
APPENDIX H-Portable Radio Frequencies
The AAMT Fire Department uses the following portable radio unit for emergency communications. A limited number of radios are available for use by assisting agencies.
Make: Motorola Radius P1225 Model: P93ZRC90C2AA Type: ZPCHA Serial: Multiple units Features: Coded Squelch Rating: 5W/7.5V
During an emergency, assisting agencies can contact the Incident Command Center by use of the following frequencies. Local agency channel frequencies are listed for reference purposes.
AAMT Transmit Receive Channel Freq. TX (PL) Freq. RX (PL) Designator 1 153.755 110.9 151.115 110.9 ADOT/OPS 2 151.115 110.9 151.115 110.9 DIRECT 3 154.415 103.5 158.865 103.5 WHITTIER PD 4 154.770 103.5 154.415 103.5 WHITTIER FD 5 155.160 CSQ 155.160 CSQ STATE EMS 6 165.3375 123.0 164.625 CSQ ARRC (Ch 2) 7 161.010 127.3 155.415 CSQ AST RPTR 8 155.250 CSQ 155.250 CSQ AST
57 ANTON ANDERSON MEMORIAL TUNNEL EMERGENCY RESPONSE PLAN
APPENDIX I-Acronyms
AAMT- Anton Anderson Memorial Tunnel
ADOT/PF- Alaska Department of Transportation and Public Facilities
ARRC- Alaska Railroad Corporation
CCTV- Closed Circuit Television
EMS- Emergency Medical Services
FACP- Fire Alarm Control Panel
FOCS- Fiber Optics Communication System
ICS- Incident Command System
POL- Petroleum Oil Line
RTMS- Remote Microwave Traffic Sensor
TCC- Tunnel Control Center
TCS- Tunnel Control System
UPS- Uninterruptible Power Supply
VHF- Very High Frequency
58 ANTON ANDERSON MEMORIAL TUNNEL EMERGENCY RESPONSE PLAN
APPENDIX J-Glossary of Terms
Downstream - In the direction of traffic and air flow.
Upstream - Opposite the direction of traffic and air flow.
Vehicle Holding Area - Impound area for disabled vehicles.
Helispot - Designated helicopter-landing zone located in the Bear Valley and Whittier Staging Areas.
Portal - The tunnel entrance.
Jet Fans - 75 hp fans used for normal ventilation conditions that are suspended from the tunnel’s ceiling at safehouses 1 and 8.
Portal Fans - 300 hp fans located at the tunnel portals used for emergency ventilation.
Safehouse - An area of refuge located every 1600 feet throughout the tunnel. There are eight total within the tunnel.
59 RFP #2520H023 - SOS APPENDIX C Anton Anderson Memorial Tunnel Fire Brigade Policy and Procedure Manual Section 100 Fire Operations
Revision 1 5/1/03
VMS Authorization Date AKDOT Approval Date Project Manager Facility Manager
Section Page
PPI 100-1.0 INCIDENT COMMAND…………………………… 1
PPI 100-2.0 STRUCTURE FIRES……………………………… 4
PPI 100-3.0 TUNNEL VEHICLE FIRES……………………….. 9
PPI 100-4.0 RESCUE……………………………………………. 13
PPI 100-5.0 VEHICLE ACCIDENTS…………………………… 15
PPI 100-6.0 TRAIN ACCIDENTS………………………………. 17
PPI 100-7.0 TSUNAMI…………………………….…………….. 19
PPI 100-8.0 FIRE BRIGADE TRAINING………………………. 20
APPENDIX A ICS FLOW CHART………………………………… 22
APPENDIX B FIRE EMERGENCY FLOW CHART…………….. 23 Anton Anderson Memorial Tunnel
PPI 100-1.0 INCIDENT COMMAND POLICY
1 INCIDENT COMMAND
1.1 PURPOSE
1.1.1 Incident Command will be used at all incidents. The Incident Command System (ICS) is built around major management activities. For small incidents one person can manage incident activities. Large incidents require the Incident Commander to delegate responsibility to other individuals or sectors. The system shall be expanded or reduced to meet the differing needs of the emergency incident. Command has three basic fire ground responsibilities:
1) Life safety and welfare of all personnel 2) Stabilization and confinement of the incident 3) Property conservation
1.1.2 The purpose of the Incident Command System is to:
1) Fix the responsibility of command to one individual. 2) Provide strong visible and direct leadership as early as possible in the operation. 3) Provide a system for the orderly transfer of command to a subsequent authority.
1.2 COMMAND STRUCTURE
1.2.1 The objective of Command is to develop an organizational structure that keeps pace with the tactical deployment of resources. The basic configuration of a command structure includes three levels:
1.2.2 At the strategic level, the Incident Commander:
1) Establishes strategic goals 2) Sets priorities 3) Allocates resources 4) Determines mode of operation
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5) Oversees objectives to the tactical level
1.2.3 At the tactical level, the Operations Officer assigns tasks to accomplish specific objectives:
1) Identifies the tactical objectives. 2) Develops the action plan. 3) Assigns tasks to meet the tactical objectives. 4) Oversees task assignment
1.2.4 At the task level Firefighters perform task initiation and assignment duties. At the task level, units:
1) Initiate the action plans. 2) Complete specific task assignments
1.3 PROCEDURES
1.3.1 The tunnel operator shall serve as Incident Commander for all incidents occurring at the facility. The Incident Commander shall provide:
1) Initial size-up for dispatch and all responding units 2) Control of the communication process 3) Identification of the overall strategy 4) Implementation of the attack strategy and unit assignment 5) Requests for additional resources as needed 6) Conduct periodic Member Accountability Roll Call (MARC) 7) Coordination and transfer of command as required 8) Return of companies to service and terminate command 9) The first unit on location shall assume Operations Command for all incidents at the facility.
1.3.2 The Operations Officer shall provide:
1) On-scene command and control 2) Identification of tactical objectives and development of an action plan 3) On-scene communications to the Incident Commander 4) Transfer of on-scene command as required 5) Request additional resources as needed 6) Termination of on-scene operations
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1.4 EXPANDED COMMAND STRUCTURE
1.4.1 Safety Officer: The Incident Commander shall appoint a Safety Officer. If staffing limitations prevent the appointment of a Safety Officer, the Operations Officer shall act as the Safety Officer until a dedicated Safety Officer can be appointed. The Safety Officer shall monitor safety conditions and develop measures for assuring the safety of all assigned personnel. The Safety Officer reports directly to the Incident Commander and has the ultimate authority to order the withdrawal of personnel from any incident.
1.4.2 Operations Officer: The Operations sector helps develop the tactical objectives and direct the resources necessary to carry out the Emergency Response Plan.
1.4.3 Staging Officer: The Staging Officer coordinates the staging of support agencies and communicates with the Operations Officer to shuttle equipment and personnel from the staging area to the emergency scene. The Staging Officer provides a point of contact for arriving apparatus and interfaces communications from assisting agencies to the Incident Command center.
See Appendix A for the Incident Command System flow chart
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PPI 100-2.0 STRUCTURE FIRES
2 STRUCTURE FIRE OPERATIONS
2.1 POLICY
2.1.1 The AAMT Fire Brigade will quickly stabilize fire conditions by using a rapid attack to reduce fire extension to bring the fire under control. It is understood that guidelines cannot be made for every fire situation encountered. The Fire Brigade must remain dynamic and flexible to adapt to the changing conditions that occur during a fire. Life safety is the highest priority during all operations.
2.2 PROCEDURE
2.2.1 Bear Valley Portal and Staging Area
2.2.1.1 The AAMT Fire Brigade shall have responsibility for fires that involve the tunnel control building, Bear Valley portal building, tollbooths, public restrooms, and vehicles in the Bear Valley staging area. The Girdwood Fire Department will provide secondary support for all fires on the Bear Valley side of the tunnel. The Girdwood Fire Department will respond upon request from the AAMT Incident Commander. The Anchorage Fire Department will be requested to respond for hazardous materials incidents, bus fires, truck or other large vehicle fires, and mass casualty incidents (MCI). The following units shall respond to all reported fires unless instructed otherwise:
1) Engine 1 - Bear Valley Portal Fire Apparatus 2) Engine 2 - Whittier Portal Fire Apparatus 3) Girdwood Fire Department (upon request)
2.2.1.2 Engine 1 shall:
1) Establish Operations Command 2) Size-up and assess conditions 3) Perform search and rescue if needed 4) Locate, confine, and extinguish fire 5) Overhaul and salvage
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6) Terminate command
2.2.1.3 Engine 2 shall:
1) Provide secondary support as necessary 2) Provide additional water to Engine 1
2.2.1.4 Girdwood Fire Department shall:
1) Provide supplemental support personnel 2) Establish a water shuttle operation 3) Assist in defensive attack operations
2.2.1.5 In situations where the Bear Valley portal fire engine is inaccessible due to smoke or fire conditions, the Whittier portal fire engine shall assume the primary fire operation functions.
2.2.1.6 When the Whittier engine cannot exit the opposite tunnel portal due to fire conditions, the Incident Commander will coordinate with the assisting agency or agencies to provide instruction and personnel for initial attack. The AAMT Fire Brigade shall establish an Operations Officer to interface with the assisting agency officer. An assessment and action plan will be determined and implemented by both agency officers while under the direction of the AAMT Incident Commander.
2.2.2 WHITTIER PORTAL AND STAGING AREA
2.2.2.1 The AAMT Fire Brigade shall have responsibility for fires that involve the Whittier portal building, Whittier public restrooms, and vehicles in the Whittier staging area. The Whittier Fire Department will provide secondary support for all fires on the Whittier side of the tunnel. The Whittier Fire Department will respond upon request from the AAMT Incident Commander. The Anchorage Fire Department will be requested to respond for hazardous materials incidents, bus fires, truck or other large vehicle fires, and mass casualty incidents (MCI). The following units shall respond to reported structure fires in the Whittier Portal Building unless directed otherwise:
1) Engine 1- Bear Valley Portal Fire Apparatus 2) Engine 2- Whittier Portal Fire Apparatus 3) Whittier Fire Department (upon request)
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2.2.2.2 Engine 2 shall:
1) Establish Operations Command 2) Size-up and assess conditions 3) Perform search and rescue if needed 4) Locate, confine, and extinguish fire 5) Overhaul and salvage 6) Terminate command
2.2.2.3 Engine 1 shall:
1) Provide secondary support as necessary 2) Provide additional water to Engine 1
2.2.2.4 Whittier Fire Department shall:
1) Provide supplemental support personnel 2) Establish a water shuttle operation 3) Assist in defensive attack operations
2.2.3 In situations where the Whittier portal fire engine is inaccessible due to smoke or fire conditions, the Bear Valley portal fire engine shall assume the primary fire operations functions.
2.2.4 When the Bear Valley engine cannot exit the opposite tunnel portal due to fire conditions, the Incident Commander will coordinate with the assisting agency or agencies to provide instruction and personnel for initial attack. The AAMT Fire Brigade shall establish an Operations Officer to interface with the assisting agency officer. An assessment and action plan will be determined and implemented by both agency officers while under the direction of the AAMT Incident Commander.
2.3 OPERATIONS
2.3.1 Offensive fire attack guidelines shall consist of the following:
1) Two handlines 1½” or larger shall be stretched and charged prior to entering any building with smoke showing or if there is good reason to suspect that a fire is inside. One line shall be use for initial fire attack and
6 Anton Anderson Memorial Tunnel
the other shall provide backup. 2) Ventilation shall occur prior to entering any building with smoke showing or if a strong suspicion exists of a fire inside the building. Any deviation from this must be cleared with the Incident Commander prior to entry. In the case of rescue, the rescue team may enter the building prior to ventilation only after contacting the Operations Officer. 3) For interior attack, a two-person team shall perform the initial attack with a two-person back-up team prepared to assist. 4) Upon entry into a structure, one or more of the following transmissions shall be used to communicate existing conditions inside to Incident Command:
No Smoke Light Smoke- Smoke is in the building, but the firefighter is able to see objects, walls, etc. Heavy Smoke- Firefighter is down in a low crawl position and cannot make out walls. No Heat Moderate Heat- Firefighter can feel heat, but conditions are tolerable for being inside. Heavy Heat- Heat is extreme, even when in a crawl position. It is questionable whether or not the firefighter should be inside the structure. Retreat from building is strongly recommended unless search and rescue is in progress.
5) The Operations Officer shall report to the Incident Commander that the fire is under control when the fire is effectively contained and suppression can be achieved with the available equipment. 6) Overhaul shall be conducted to check for extension and hidden fire. 7) Salvage operations shall be conducted throughout the fire suppression activities. 8) A firefighter that is not actively involved in fire fighting or in rehab shall report to the Operations Commander for further instructions.
2.3.2 Evacuation determination:
1) When a decision to evacuate a structure is made by the Incident Commander or Operations Commander, a radio broadcast shall be made and the fire engine air horns be sounded with three distinct blasts. 2) All crews shall then evacuate the structure immediately and a Member Accountability Roll Call (MARC) shall be conducted.
2.3.3 Firefighter rehabilitation sector staffing:
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2.3.3.1 During a fire, a request for Girdwood or Whittier EMS shall be made. A senior member of the EMS staff shall be appointed as the Rehabilitation Officer and will be responsible for set-up and management of a rehabilitation sector. The Rehab Operations Officer shall report to the Operations Commander. Rehab Operations responsibilities include the following:
1) Changing air bottles 2) Re-hydrating the firefighters 3) Checking for heat exhaustion and any other injuries while the firefighter is in rehab 4) The firefighter's pulse shall be checked while in rehab. If a firefighters pulse is over 160 beats per minute, that firefighter must rest until the pulse rate is 120 bpm or less for two minutes. 5) Provide supplemental oxygen to responders 6) In larger or prolonged incidents, a medic may be assigned to the Operation Officer to take notes, liaison with the EMS division, and monitor how long firefighters have been inside the building 7) Have oxygen readily available
2.3.4 Fire scene clearance:
1) All personnel must report to the Operations Officer for clearance before entering any structure involved in a fire 2) A minimum of two firefighters is required for any interior fire attack operation 3) Under no circumstances shall any member enter an involved structure without at least one other member present 4) Emergency medical personnel shall not enter a structure during a fire unless clearance has been granted from the Operations Officer
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PPI 100-3.0 TUNNEL VEHICLE FIRES
3 VEHICLE FIRE OPERATIONS
3.1 POLICY
3.1.1 It is expected that the primary cause of fires within the Anton Anderson Memorial Tunnel will be from motor vehicles. The policy of AAMT Fire Brigade is to provide early recognition and quick extinguishment of motor vehicle or safehouse fires within the tunnel environment.
3.1.2 The Girdwood Fire Department, Whittier Fire Department, and Anchorage Fire Department shall provide secondary support for all fires within the tunnel. Secondary response agencies shall respond only upon request from the AAMT Incident Commander. The following units/agencies shall respond to all reported tunnel fires unless directed otherwise
1) Engine 1 - Bear Valley Portal Fire Apparatus 2) Engine 2 - Whittier Portal Fire Apparatus 3) Cycle 1 - Bear Valley Portal Rokon 4) Cycle 2 - Bear Valley Portal Yamaha 5) Cycle 3 - Whittier Valley Portal Rokon 6) Cycle 4 - Whittier Valley Portal Yamaha 7) Girdwood Fire Department (upon request) 8) Whittier Fire Department (upon request) 9) Anchorage Fire Department (upon request)
3.2 PROCEDURE
3.2.1 Engine 1 and Engine 2 shall respond to all reported tunnel fires. Access may be restricted due to vehicle traffic, smoke, or other conditions. Engine 1 and Engine 2 shall attempt to respond to all fires within the tunnel and the first arriving engine shall establish Operations Command. Upon arrival Engine 1 and/or Engine 2 shall.
1) Provide a size-up and assessment of conditions 2) Address immediate life safety concerns 3) Perform search and rescue and evacuate the area as necessary 4) Attempt to confine and extinguish the fire with on-board dry chemical and foam extinguishing systems 5) Perform overhaul and salvage
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6) Assist with towing disabled vehicles from the tunnel
3.2.2 Two motorcycles are staged at each portal to provide access to the tunnel safehouses. From the safehouse, a rapid attack using portable extinguishing equipment can assist in a knockdown of vehicle fires. In cases of a report of light smoke or incipient (small) fire, two firefighters on motorcycles can provide the initial attack:
1) Upon arrival on location provide a size-up and assessment of conditions 2) Address immediate life safety concerns 3) Perform search and rescue and evacuate the area as necessary 4) Attempt to confine and extinguish fire using portable extinguishing equipment 5) Perform overhaul and salvage 6) Assist with towing disabled vehicles from the tunnel
3.2.3 Whittier Fire Department shall:
1) Provide supplemental support personnel 2) Establish a water shuttle operation 3) Assist in defensive attack operations
3.2.4 Girdwood Fire Department shall:
1) Provide supplemental support personnel 2) Establish a water shuttle operation 3) Assist in defensive attack operations
3.2.5 Anchorage Fire Department shall:
1) Provide supplemental support personnel 2) Establish a water shuttle operation 3) Assist in defensive attack operations 4) Provide support teams for hazardous materials incidents, bus fires, truck fires, or other large vehicle fires, and mass casualty incidents
3.3 OPERATIONS
3.3.1 Upon detection or report of a vehicle fire, the Tunnel Operator shall initiate the following fire operations:
10 Anton Anderson Memorial Tunnel
1) Fire Brigade personnel shall be dispatched by radio. All available personnel will report to the Bear Valley portal and Whittier portal areas immediately. 2) For heavy smoke or confirmed fires, the tunnel operator shall contact AFD Dispatch and request Whittier and Girdwood Fire Departments to respond. In addition, the Anchorage Fire Department shall be requested to respond for hazardous materials incidents, bus fires, truck fires, or other large vehicle fires, and mass casualty incidents. 3) The first priority is for the safety of the response personnel. Personnel engaged in firefighting and rescue efforts shall wear full protective clothing and SCBA. Fire apparatus shall not be parked closer than 100 ft. from a burning vehicle. 4) The second priority at the scene of a vehicle fire is rescue. Firefighters shall conduct a primary search of the immediate area. Evacuation of motorists shall proceed as necessary to create a safe zone around the incident. Motorists shall be directed to a safehouse or tunnel portal. 5) A minimum of two firefighters shall respond and conduct the initial attack using portable fire extinguishers. 6) A minimum of two firefighters responding with Engine 1 or Engine 2 shall back-up initial attack personnel for assistance and rescue purposes. 7) The exit portal may provide the most direct, unobstructed route to an incident. However, heavy smoke and heat conditions can contribute to reduced visibility and engine starvation or overheating. Air monitoring is required under such conditions. 8) Response personnel shall report to the Incident Commander that the “fire is under control”, when the fire is effectively contained and extinguishment can be made with the available equipment. Overhaul shall commence to check for extension and hidden fire. Salvage operations will precede or coincide with overhaul. 9) Tow damaged vehicle to the vehicle holding area. 10) Clean up and hose down area.
3.3.2 Evacuation determination:
1) When a decision to evacuate the tunnel is made by the Incident Commander or Operations Commander, a radio broadcast shall be made and the fire engine air horns shall be sounded with three distinct blasts. 2) All fire crews shall then evacuate the tunnel immediately and a Member Accountability Roll Call (MARC) shall be conducted. 3) Motorist evacuees shall be instructed to remain inside the safehouse until a firefighter returns to assist them.
3.3.3 Firefighter rehabilitation sector staffing:
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3.3.3.1 See section 2.3.3.1 for rehab operations
3.3.4 Tunnel fire clearance:
1) While a tunnel fire response is in progress, all personnel must report to the Incident Commander for clearance prior to entering the tunnel portal. 2) A minimum of two responders is required for any tunnel fire attack team that is proceeding within one safehouse or less of the fire. 3) Firefighter support personnel may enter the tunnel portal individually only after receiving clearance from the incident commander. Support responders shall not approach any closer than one safehouse from a tunnel fire incident unless additional responders are on location. The individual responder shall then contact the Operations Commander or team leader for assignment on a team. 4) Under no circumstances shall an individual responder approach closer than one safehouse from a tunnel fire without at least one other member present. 5) Emergency medical personnel shall not enter the tunnel during a fire unless clearance has been granted from the Incident Commander.
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PPI 100-4.0 AVALANCHE RESCUE
4 AVALANCHE RESCUE OPERATIONS
4.1 POLICY
4.1.1 The Anton Anderson Memorial Tunnel Fire Brigade shall respond to rescue calls within the AAMT facility.
4.1.2 Ultimately, Search and Rescue (SAR) is under the authority of the Alaska State Troopers. The AST has the responsibility of SAR operations unless delegated to another agency. Other agencies may include Anchorage Fire Department, AMRG, Alyeska Ski Patrol or other specialized rescue organizations.
4.2 PROCEDURE
4.2.1 For avalanche incidents on the Bear Valley access road, in the Bear Valley Staging Area, or at the Bear Valley Portal:
1) The AAMT Fire Brigade shall provide initial response. 2) The Girdwood Fire Department, Whittier Fire Department, and Whittier EMS shall provide secondary response. 3) All witnesses to the incident shall be held and interviewed for assistance in locating trapped victims. Witnesses and related information must be forwarded to the AST coordinator or other rescue agency unit leader. 4) Rescue vehicles and personnel must stage away from the slide zone. Any rescue personnel in a potential slide area must have a spotter in place prior to initiation of a prolonged search effort. 5) Bystanders and non-essential vehicles and equipment shall be evacuated to a safe zone and additional non-essential traffic or personnel shall be prevented from entering the search area. 6) Tunnel traffic shall be evacuated at the earliest opportunity. In the event the exiting traffic is blocked due to an avalanche, tunnel traffic shall be stopped and contact made with the motorists. Evacuation to the entry side of the tunnel shall be carried out as soon as response personnel are available.
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4.2.2 For avalanche incidents at the Whittier Portal or in the Whittier Staging Area:
1) The AAMT Fire Brigade shall provide the initial response. 2) The Whittier Fire Department, Girdwood Fire Department, and Whittier EMS shall provide the secondary response. 3) All witnesses to the incident shall be held and interviewed for assistance in locating trapped victims. Witnesses and related information must be forwarded to the AST coordinator or other rescue agency unit leader. 4) Rescue vehicles and personnel must stage away from the slide zone. Any rescue personnel in a potential slide area must have a spotter in place prior to initiation of a prolonged search effort. 5) Bystanders and non-essential vehicles and equipment shall be evacuated to a safe zone and additional non-essential traffic or personnel shall be prevented from entering the search area. 6) Tunnel traffic shall be evacuated at the earliest opportunity. In the event the exiting traffic is blocked due to an avalanche, tunnel traffic shall be stopped and contact made with the motorists. Evacuation to the entry side of the tunnel shall be carried out as soon as response personnel are available.
4.2.3 Victim recovery and first aid:
1) Removal of victims shall be conducted immediately upon discovery whenever possible. Victims shall be moved away from the slide area into a safe zone or ambulance. 2) Due to the forces and dynamics of an avalanche debris pile, victim recovery can be significantly delayed. Patient care shall begin immediately upon discovery of a victim. Girdwood or Whittier EMS shall assist with patient stabilization and care as soon as the patient is accessible. 3) Because most injuries associated with avalanches are trauma-related, rapid transport to definitive care shall be a priority in all avalanche victim recovery incidents. Girdwood and Whittier EMS shall be requested and the Providence Lifeguard helicopter shall be contacted anytime there is the potential for victim burial.
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PPI 100-5.0 VEHICLE ACCIDENTS
5 VEHICLE ACCCIDENT OPERATIONS
5.1 POLICY
5.1.1 It is the policy of the Anton Anderson Memorial Tunnel Fire Brigade to respond to vehicle accidents occurring within the project limits.
5.2 PROCEDURE
1) The Tunnel Operator shall initiate emergency operations procedures upon detection of vehicle accident. 2) Fire Brigade personnel shall be dispatched by radio. All available personnel shall report to the Bear Valley portal and Whittier portal areas immediately. 3) For heavy damage or confirmed entrapment, the tunnel operator shall contact AST Dispatch, AFD Dispatch, and request Whittier and Girdwood Fire Departments to respond. The Anchorage Fire Department shall be specifically requested to respond for hazardous materials incidents, bus accidents, truck accidents, other large vehicle accidents, and mass casualty incidents. 4) The first priority is for the safety of the response personnel. The initial attack team shall provide the scene size-up. he following information shall be communicated to the Incident Commander:
a) Type and number of vehicles b) Type of collision (i.e. T-Bone, head on, rear end, rollover) c) Number of patients and types of injuries d) Access information or restrictions for additional response units e) Fire or other hazardous conditions that are present or have the potential to develop f) Entrapment, entanglement or patient access for removal g) Request additional resources as necessary (i.e. police, wreckers, heavy equipment, etc.)
5) Firefighters shall conduct a perimeter search of the immediate area for ejected victims, fuel spills, electrical hazards, ignition sources, and other hazards. 6) Evacuation of ambulatory motorists shall proceed as necessary to create a safe zone around the incident. Ambulatory motorists shall be directed to a safehouse or tunnel portal. 7) A minimum of two firefighters responding with Engine 1 and/or Engine 2 shall back-up initial attack personnel for assistance and extrication purposes.
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8) All involved vehicles shall be stabilized prior to the commencement of extrications activities. Patient removal shall begin with the most critical patients first. 9) Rapid transport to definitive care shall be a priority in all incidents involving critical patients. Girdwood and Whittier EMS shall be requested and Providence Lifeguard shall be contacted anytime there is the potential for traumatic injury. 10) Transfer of patient care shall be conducted as soon as qualified medical personnel arrive on location. Access from Bear Valley side of the tunnel will provide an unobstructed passage from the scene and out of the tunnel. Patient status must be factored into transport considerations. 11) Assist AST in accident investigation and documentation. AST is responsible for all motor vehicle accident investigation on state highways. For investigation purposes, it is imperative that scene clean up and vehicle removal be conducted after the conclusion of the AST (or investigating agency) investigation procedures. 12) Remove damaged vehicles from the tunnel and clean up the accident area.
5.3 FIRST AID
1) Stabilize patient(s) and give Incident Commander frequent medical size-ups 2) Consider transport of critical patients by Lifeguard helicopter 3) Provide access and assistance for the Girdwood EMS and Whittier EMS ambulances
See PPI section 200- First Aid Operations for additional medical care information
5.4 EXTRICATION
1) Request additional resources or equipment as necessary 2) Establish scene control, perimeter, inner and outer circles 3) Pull 1-1/2” handline and charge 4) Stabilize vehicle 5) Conduct a patient assessment, stabilize patient, extricate patient, and provide medical care
5.5 TERMINATION OF INCIDENT
1) Determine rescue is complete and area is safe 2) Remove damaged vehicles from the tunnel 3) Clean up and hose down area 4) Transfer or terminate command as necessary
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PPI 100-6.0 TRAIN ACCIDENTS
6 TRAIN ACCIDENT OPERATIONS
6.1 POLICY
6.1.1 It is the policy of the AAMT Fire Brigade to assist the Alaska Railroad in the event of a train accident.
6.1.2 The Alaska Railroad shall assume command of all rail transportation incidents. However, due to the remote location of the facility it is anticipated that the AAMT Fire Brigade will provide the first response and initial size up of the incident area.
6.1.3 AAMT Fire Brigade response shall be limited to that of life safety intervention (if conditions permit) and isolation and evacuation of the immediate area.
6.1.4 For railroad incidents, vehicle operations shall cease until the incident area is stable and the following conditions are confirmed:
1) The tunnel roadway is clear 2) The tunnel atmosphere is within permissible limits 3) Adequate responders and brigade equipment are in service and available for emergency response 4) ARRC dispatch clears the tunnel for vehicle operations
6.2 PROCEDURE
6.2.1 The Tunnel Operator or on-scene employee shall conduct size-up and assessment of conditions as follows:
1) Determine direction of travel 2) Determine best access point(s) 3) Freight train - possible hazardous materials incident 4) Passenger train - possible mass casualty incident 5) Dispatch Fire Brigade to isolate the area and contact on site railroad personnel
6.2.2 Contact Alaska Railroad Dispatcher to:
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1) Report nature of incident 2) Confirm track & trains are restricted in accordance with the ARRC Emergency Response Plan
6.2.3 All ARRC freight train incidents assume there is hazardous material involvement and operate as follows until determined:
1) Establish perimeter 2) Isolate and deny entry to area 3) Evacuate the immediate area and address potential release exposures 4) Consider topography for liquid runoff or vapor release and determine the weather conditions 5) Request waybill from conductor or engineer if accessible
6.2.4 All ARRC passenger train incidents assume there is multi casualty involvement until otherwise determined. The AAMT Fire brigade shall respond as follows:
1) Confirm accident and determine the number of railroad cars involved 2) Determine type of incident (i.e. derailment, collision, etc.) 3) Determine the number of patients and types of injuries 4) Access information or restrictions for additional response units 5) Fire or hazardous conditions that are present or have the potential to develop 6) Assess entrapment, entanglement, and patient access for removal 7) Request additional resources as necessary (i.e. police, wreckers, heavy equipment, etc.) 8) Conduct a perimeter search of the immediate area for ejected victims, fuel spills, electrical hazards, ignition sources, and other hazards
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PPI 100-7.0 TSUNAMI INCIDENTS
7 TSUNAMI OPERATIONS
7.1 POLICY
7.1.1 The Whittier Portal Building is located approximately 60 to 70 feet above sea level and one mile inland from the deepwater arm of Passage Canal. In the event of a potential tsunami, the tunnel shall be cleared of traffic and available for travel out of Whittier.
7.1.2 Every effort shall be made to provide a clear means of egress from the community of Whittier should the potential of a tsunami exist.
7.2 PROCEDURE
7.2.1 In the event of a Tsunami event, the Tunnel Operator shall initiate the following:
1) Contact the Tsunami Forecast Center in the event of any significant earthquake event 2) Cease all eastbound traffic (into Whittier) and clear the tunnel of traffic 3) Establish westbound traffic and evacuate Whittier Staging Area, Whittier Portal Building, and tunnel 4) Leave the Whittier portal door, traffic gates, and staging area gates open for evacuees 5) Utilize the CCTV system to monitor the Whittier staging and portal areas 6) Oversee post Tsunami tunnel inspection before any vehicle operations continue
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PPI 100-8.0 FIRE BRIGADE TRAINING STANDARDS
8 FIRE TRAINING OPERATIONS
8.1 POLICY
8.1.1 All fire brigade members shall receive AAMT Industrial Fire Brigade certification.
8.1.2 Active fire brigade members shall receive ongoing fire brigade training as per the requirements established by the National Fire Protection Association Standard for Industrial Fire Brigades.
8.1.3 Each fire brigade member shall be required to maintain a current AAMT Fire Brigade or State of Alaska Firefighter I/EMT I certifications.
8.1.4 The AAMT Fire Department shall provide certification and training requisites.
8.2 PROCEDURE
8.2.1 Training shall be accomplished on a regularly scheduled basis to maintain Fire Brigade first responder knowledge and skills.
8.3 OPERATION
8.3.1 The following venues provide core fire brigade training:
1) Meetings and labs 2) Lectures and scenario based training 3) Self-study and testing of core curriculum material. This training may use textual, videotaped, or interactive media.
8.3.2 Learning objectives are as follows:
1. Identify how to respond to emergency situations 2. Usage of Drager self-contained breathing apparatus (SCBA). 3. Industrial Fire Brigade Training 4. Vehicle extrication for cars, trucks, and buses
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5. Haz-Mat Operations Level 6. Firefighting strategy and tactics for structures and vehicles 7. Emergency Vehicle Operator Training 8. Vehicle fire tactics 9. Confined Space Awareness 10. Basic First aid and CPR 11. Blood borne Pathogens
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APPENDIX A INCIDENT COMMAND SYSTEM – FLOW CHART
INCIDENT COMMAND
SAFETY OFFICER STAGING
OPERATIONS OFFICER
SUPPRESSION BRANCH RESCUE BRANCH
INITIAL ATTACK TEAM BACKUP TEAM EXTRICATION TEAM SEARCH TEAM
MEDICAL TEAM
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APPENDIX B FIRE EMERGENCY DISPATCH- FLOW CHART
Tunnel Control Emergency Radio PBX/ Direct System Phone System Notification
Tunnel Operator
Whittier Public Anchorage Fire AAMT Fire Brigade Safety Department Dispatch
Whittier Fire Fire/EMS Single MCI, Haz/Mat, Department Alarm Response Special Rescue, Multiple Alarm Response
Girdwood Fire Department
Anchorage Fire Girdwood Fire Department Department
23 RFP #2520H023 - SOS APPENDIX D Anton Anderson Memorial Tunnel Fire Brigade Policy and Procedure Manual Section 200 First Aid Operations
Revision 1 5/1/03
VMS Authorization Date AKDOT Approval Date Project Manager Facility Manager
Section Page
PPI 200-1.0 AUTHORITY AND RESPONSIBILITY…………… 1
PPI 200-2.0 FIRST AID OPERATIONS………………………… 2
PPI 200-3.0 MASS CASUALTY INCIDENTS………………….. 5
PPI 200-4.0 AUTOMATED EXTERNAL DEFIBRILLATOR….. 8
PPI 200-5.0 FIRST AID TRAINING……………………………… 10
APPENDIX A AED FLOW CHART…………………………………. 11
Anton Anderson Memorial Tunnel
PPI 200-1.0 AUTHORITY AND RESPONSIBILITY
1 GENERAL
1.1 POLICY
1.1.1 Anton Anderson Memorial Tunnel (AAMT) Fire Brigade personnel shall respond and provide basic first aid intervention for medical and trauma emergencies that occur within the response area. Patient care will be transferred to local EMS agencies when a medical support unit arrives at the patient.
1.2 PROCEDURE
1.2.1 The Tunnel Operator shall act as the Incident Commander (IC) and shall coordinate the strategies associated with medical incidents. The AAMT Tunnel Operator is responsible for incident management when issues of authority arise between the AAMT Fire Brigade and other agencies.
1.2.2 The AAMT Operations Officer or ranking medical care provider will have the tactical responsibility to direct activities in accordance with pertinent policy, procedure, law, and administrative direction.
1.2.3 The on-site first aid provider leading the patient assessment and treatment shall complete a first aid report and associated documents. When patient care is transferred to another medical provider or agency, the level of care must be equal to or greater than the on-site provider. During all patient transfers, the patient and additional documentation become the responsibility of the agency or persons assuming the patient care.
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PPI 200-2.0 FIRST AID OPERATIONS STANDARDS
2 STANDARD FIRST AID OPERATIONS
2.1 POLICY
2.1.1 American Red Cross (or equivalent) First Aid / CPR guidelines shall be used for all patient care. A physician request for authorization must be attempted before deviating from these guidelines and the level of care provided shall not exceed the level of certification of the responder providing patient care.
2.2 PROCEDURE
2.2.1 MEDICAL SIZE-UP
2.2.1.1 The first arriving unit will provide a size-up and establish on-scene command. The size-up shall include the number of patients, patient medical status, and pertinent rescue information.
2.2.2 PATIENT STATUS
2.2.2.1 The following guidelines will assist with determining the medical status of patients:
2.2.2.2 Status 1
1) Unstable and deteriorating patients with any life-threatening trauma or medical condition, unstable blood pressure or cardiac arrhythmia 2) Unconscious head injuries 3) Patient requiring the use of advanced airway devices 4) Patients resuscitated from cardiac arrest 5) Chest trauma with difficulty breathing
2.2.2.3 Status 2:
1) Stable trauma patients with altered mental status, shock or impending shock, controlled blood loss or controlled airway. Also extremity injuries with impaired circulation and chest injuries without difficulty breathing 2) Cardiac chest pain 3) Stable medical patients with difficulty breathing, altered blood sugar levels or suspected blood loss
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4) Trauma patients with a significant mechanism of injury (especially pediatric)
2.2.2.4 Status 3:
1) Alert and oriented medical patients with stable vital signs and non- life threatening or chronic medical conditions 2) Alert and oriented trauma patients with isolated extremity injuries or lacerations where the bleeding has been controlled 3) Patient transports where the patient has been pre-evaluated by a physician
2.2.2.5 Code 99
1) Cardiac arrest / CPR in progress
2.2.3 The first aid provider with the highest level of certification and experience shall direct patient care. First aid providers will attend to their assigned patients until relieved or care is formally transferred to an equal or greater medical authority. Patients with a significant mechanism of injury, back or neck pain, or other injuries where rapid extrication is not indicated, will be moved by or under the direction of Girdwood EMS or Whittier EMS.
2.2.3 RAPID EXTRICATION
2.2.3.1 Rapid extrication will be used in the following situations:
1) Status 1 and 2 patients 2) Weather conditions that create a significant risk for hypothermia 3) Physical danger to a patient (vehicle fire, hazardous spills, etc.) 4) To gain access to a critical or deteriorating patient
2.2.4 OXYGEN ADMINISTRATION
2.2.4.1 Only AAMT Fire Brigade responders certified as a State of Alaska EMT are permitted administer oxygen. Patients with a COPD (Chronic Obstructive Pulmonary Distress) history will be given oxygen at 2 LPM while clinical signs are evaluated. COPD patients presenting with chest pain, shock, severe trauma, CO poisoning, and other life- threatening acute conditions will receive high-flow oxygen appropriate for their acute condition.
2.2.5 Transport
2.2.5.1 Girdwood & Whittier EMS shall be dispatched for all medical emergencies. The first agency on scene shall act as the primary
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provider for patient care and transport decisions. When conditions permit, Lifeguard Helicopter shall be used to transport all life- threatening illnesses or injuries.
2.2.5.2 Weather, availability, and unforeseen circumstances can prevent Lifeguard Helicopter from responding. Whenever a request for Lifeguard is made, Girdwood & Whittier EMS must be dispatched to ensure patient care is available.
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PPI 200-3.0 MASS CASUALTY INCIDENT
3 MASS CASUALTY INCIDENT OPERATIONS
3.1 DEFINITIONS
3.1.1 A Mass Casualty Incident (MCI) is any situation that results in injury or illness to multiple persons and meets the following criteria:
1) It exceeds the resource capabilities of the initial response or the ability to transport patients to higher level care 2) It requires the movement or evacuation of large numbers of citizens 3) It accompanies a major area-wide disaster that causes delays in patient care and transportation for an extended period of time
3.2 RESOURCES
3.2.1 The declaration of a mass casualty incident will result in the dispatch of sufficient resources to support the initial response. Additional resources can include but are not limited to:
1) Girdwood Fire Department and EMS 2) Whittier EMS 3) Whittier Fire Department 4) Anchorage Fire Department and EMS 5) Providence Lifeguard 6) 210th Air National Guard
3.3 COMMUNICATIONS
3.3.1 Communications during a MCI will be conducted as follows:
1) The Tunnel Operator shall be responsible for notifying AFD Dispatch of the need for additional resources 2) AFD Dispatch will be responsible dispatching the requested aid and notifying area hospitals to be on alert status
3.3.2 Emergency personnel from assisting agencies can pick-up handheld radios from the Tunnel Control Center, the Remote Control Center, or program their radios to the tunnel frequency.
1) The AAMT frequencies are 153.755 for transmitting, and 151.115 for receiving. A code guard of 110.9 is utilized.
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3.3.3 Communication between the Tunnel Operator, emergency responders, and assisting agencies shall utilize the tunnel radio system and/or emergency phones
3.4 TRIAGE
3.4.1 The first aid provider with the highest level of certification and experience shall direct or perform triage and serve as triage officer. The triage officer shall:
1) Account for and tag all patients 2) Assign immediate treatment needs to available personnel not otherwise assigned 3) Report the number of patients and START categories to the incident commander
3.5 MEDICAL OFFICER
3.5.1 Upon arrival, the Girdwood or Whittier EMS Lead Medic will act as the Medical Officer. The Medical Officer duties include:
1) Obtain a briefing from the Incident Command or Operation Command, including the triage report 2) Obtain personnel resources from the IC to establish and direct treatment teams 3) Facilitate communications between the extrication group and treatment teams 4) Assign an EMT as ground ambulance coordinator and, if necessary, assign a Helispot Manager 5) Communicate with receiving facilities and determine patient disposition based on available hospital resources
3.6 TREATMENT TEAMS
3.6.1 The Medical Officer assigns treatment teams according to patient needs. The nature of an emergency may require multiple triage and treatment areas depending on the number and distribution of patients and availability of transportation. The treatment teams will:
1) Assess and treat patients 2) Direct and assist with removal of patients to assigned ambulances or temporary treatment area
3.7 GROUND AMBULANCE COORDINATOR
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3.7.1 The Medical Officer assigns the Ground Ambulance Coordinator. The Ground Ambulance Coordinator will:
1) Direct the transport of patients to the hospitals designated by the medical officer 2) Assure that patients are transported in an effective manner by assigning adequate treatment team personnel with the patient(s) during transport 3) Record the ambulance, hospital disposition, and accompanying medical personnel for each patient. This information will be forwarded to IC after all patients have been transported 4) Manage the temporary treatment area
3.8 HELISPOT MANAGER
3.8.1 The IC will assign a Helispot Manager when air transport is utilized. The Helispot Manager will:
1) Establish and control a landing zone 2) Direct the landing and take-off of the aircraft 3) Direct patient loading in conjunction with the flight crew
3.9 EXTRICATION GROUP
3.9.1 The extrication group will be under the direct control of the Operations Commander and consist of a rescue company and/or other resources. Patient extrication will be coordinated with the Medical Officer.
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PPI 200-4.0 AUTOMATED EXTERNAL DEFIBRILLATOR
4 SUVIVALINK 9200D AED
4.1 PROCEDURE
4.1.1 This procedure allows AAMT Firefighters to rapidly defibrillate adult and pediatric patients (at least 8 years old or over 90 lbs.) in ventricular fibrillation.
4.1.1.1 Upon arrival, verify circulatory arrest by absence of consciousness, arterial pulse, and respiration as per current CPR standards. Notify Tunnel Operator with size-up and call for EMS advanced life support backup as soon as possible.
4.1.1.2 Application of the Survivalink should be the highest priority in treating arrested patients. A firefighter will begin CPR while the Defibrillator Technician readies the defibrillator. CPR alone should be initiated if the AED is not immediately available or is malfunctioning.
4.1.1.3 Activate the Survivalink immediately upon reaching the patient. Upon activation, the Survivalink will track the sequence and event times including:
a) Application of electrodes b) Analyze data c) Shock/No shock advised d) Recommended CPR start and stop times e) Recommended patient pulse checks f) Heart rhythm during entire event
4.1.1.4 Analyze with the Survivalink until three shocks have been delivered or you receive the message "no shock advised". This should be accomplished as rapidly as possible after reaching the patient. Energy levels are pre-programmed into the Survivalink.
4.1.1.5 When a patient still has no pulse after 3 shocks continue CPR for 1 minute, then repeat step 4 until EMS support arrives.
4.1.1.6 When no EMS backup is available, continue CPR and repeat step 4 twice. The Survivalink will not analyze a patient in a vehicle when the vehicle is in motion.
4.1.1.7 When a shock is successful in restoring a pulse but the pulse is
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subsequently lost repeat steps 4 and 5.
4.1.1.8 If you receive the message "no shock advised": check pulse, if no pulse, continue CPR for one minute and then re-analyze. After 3 "no shock advised" messages are received, repeat analyze every 1 - 2 minutes until EMS arrives. When no EMS backup is available, continue CPR as per the American Red Cross guidelines.
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PPI 200-5.0 FIRST AID TRAINING STANDARDS
5 FIRST AID TRAINING OPERATIONS
5.1 POLICY
5.1.1 Fire Brigade members will be certified for Advanced First Aid, CPR, and AED level of care in accordance with the state of Alaska guidelines. The goal is for members to be trained to recognize and care for life-threatening illnesses and injuries as initial first responders.
5.2 INSTRUCTION
5.2.1 Members will receive on-going training sufficient to maintain their Advanced First Aid/CPR knowledge and skills. Training will be accomplished on a regular basis using the following venues to provide the core training:
1) Meetings and labs 2) Lectures and scenario-based training 3) Self-study and testing of core curriculum material using textual, videotaped or interactive media
5.3 OBJECTIVES
5.3.1 Learning objectives are as follows:
1) Learn to identify whether a scene is safe 2) Recognize the signals of a heart attack and provide care to reduce the chance of cardiac arrest 3) Learn how to use an Automated External Defibrillator (AED) 4) Learn how to provide adult, child, and infant CPR 5) Learn how to control bleeding 6) Learn how to care for non life-threatening emergencies such as sprain, strain, or fracture 7) Identify how to interface with the Emergency Medical Services 8) Learn to administer oxygen (Emergency Medical Technicians only)
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APPENDIX A SURVIVALINK 9200D AED FLOW CHART
Verify Cardiac Arrest, Start CPR Call for EMS
Check Pulse
Press Analyze
Msg: No shock Advised Msg: Shock Advised, Charging
Check Pulse Shock
No Pulse Pulse Press Analyze
CPR for 1 Routine Shock minute Medical Care
Press Analyze
Shock
Check Pulse
Pulse No Pulse
CPR for 1 minute 11 RFP #2520H023 - SOS APPENDIX E Anton Anderson Memorial Tunnel Fire Brigade Policy and Procedure Manual Section 300 Safety Operations
Revision 1 5/1/03
VMS Authorization Date AKDOT Approval Date Project Manager Facility Manager
Section Page
PPI 300-1.0 GENERAL SAFETY POLICY……….……………… 3
PPI 300-2.0 INFECTION CONTROL……….…………………….. 5
PPI 300-3.0 HAZARDOUS MATERIALS RESPONSE………… 17
PPI 300-4.0 PASSPORT SYSTEM……….……….……………… 32
PPI 300-5.0 CONFINED SPACE RESCUE……….…………….. 39
PPI 300-6.0 SUBSTANCE ABUSE……….……….……….…….. 44
PPI 300-7.0 AIR RESOURCES……….……….……….…………. 45
PPI 300-8.0 BLOOD BORNE PATHOGENS……………………. 47
APPENDIX A MEMBER ACCOUNTABILITY TIMELINE………… 49 Anton Anderson Memorial Tunnel Section 300 Safety Operations
PPI 300-1.0 GENERAL SAFETY POLICY
1 POLICY
1.1 HEALTH AND SAFETY STANDARD FOR HAIR AND BEARDS
1.1.1 Fire fighting takes place in a toxic, superheated, unsanitary environment. Hair of excessive length is readily ignited and it has been shown that it is impossible to obtain a satisfactory face-piece seal on a bearded individual. Therefore any structural firefighter will comply with the following guidelines.
1) Head hair shall be of a style and length that will not interfere with SCBA face seal and cannot be readily ignited. 2) Beards and goatees are not permitted. 3) Mustaches are permitted but they must be closely trimmed and cannot extend more than 1" below the corners of the mouth. 4) Demonstrate the ability to maintain a seal with a standard SCBA mask using a department approved testing device
1.2 PROTECTIVE CLOTHING
1.2.1 Firefighting Protective Clothing: Full turnout protection as listed below shall be worn at all fire incidents:
1) Turnout coat 2) Bunker pants 3) Nomex hood 4) Helmet 5) Boots and gloves
1.2.2 First Aid Protective Clothing: Full personal protection equipment as listed below shall be worn at all medical incidents:
1) Full turnout bunkers 2) Latex gloves 3) Non-permeable footwear
1.2.3 Splash Hazard: At any incident where excessive body fluids present a splash hazard the following equipment must be worn:
1) Eye protection 2) Mask 3) Face shield
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1.2.4 Respiratory Protection: Interior structural firefighters shall wear Self- Contained Breathing Apparatus (SCBA) at all times during fire operations, overhaul, and salvage operations; PASS devices must be activated. In certain situations, tunnel response may not require immediate donning of SCBA mask though all SCBA components must be with the responder. Exceptions to tunnel SCBA use are as follows:
1) Medical assists in a non-hazardous environment 2) Light response vehicle use in the tunnel when atmospheric conditions are confirmed to be non-hazardous (upwind and at least 100’ from incident)
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PPI 300-2.0 INFECTION CONTROL
2 INFECTION CONTROL OPERATIONS
2.1 POLICY
2.1.1 The AAMT Fire Department recognizes the inherent hazards of emergency work related to blood. The AAMT Fire Department’s goal is to minimize individual exposures to blood borne pathogens and other potentially infectious materials using an Infection Control Plan.
2.1.2 It shall be the policy of the AAMT Fire Department to implement and maintain the Infectious Control Plan for Bloodborne Pathogens using AKOSHA Safety and Health Standard 8 ACC 61 Subchapter 17 as a guideline.
2.1.3 The AAMT Fire Department shall be responsible for implementing and maintaining all aspects of this Policy, Procedure, and Instruction (PPI).
2.2 PROCEDURE
2.2.1 Engineering and Work Practice Controls
2.2.1.1 Universal precautions shall be observed to prevent contact with blood or other potentially infectious materials. Under circumstances in which differentiation between body fluid types is difficult or impossible, all body fluids shall be considered potentially infectious materials. Where the risk of exposure remains in spite of controls, personal protective equipment shall also be used.
2.2.1.2 Engineering controls shall be examined and maintained or replaced on a regular schedule to ensure their effectiveness.
2.2.1.3 All procedures involving blood or other potentially infectious materials shall be performed in such a manner as to minimize splashing, spraying, spattering, and generation of droplets of these substances.
2.2.1.4 The AAMT Fire Department will provide hand-washing facilities that are readily accessible to personnel. The AAMT Fire Department shall ensure that personnel wash hands and any other skin with soap and water or flush mucous membranes with water immediately or as soon as feasible following contact with blood or other potentially infectious materials and after removal of gloves or other personal protective
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equipment.
2.2.1.5 When provision of hand washing facilities is not feasible, an appropriate antiseptic hand cleanser in conjunction with clean cloth/paper towels or antiseptic towelettes shall be provided. When antiseptic hand cleansers or towelettes are used, hands shall be washed with soap and running water as soon as feasible.
2.2.1.6 Eating, drinking, smoking, applying cosmetics or lip balm, and handling contact lenses are prohibited in all work sites or work areas or where there is a reasonable likelihood of occupational exposure.
2.2.1.7 Food and drink shall not be kept in refrigerators, freezers, shelves, cabinets, or on countertops or bench tops where blood or other potentially infectious materials are present.
2.2.1.8 Potentially infectious materials shall be placed in a container that prevents leakage during collection, handling, processing, storage, transport, or shipping.
2.3 PERSONAL PROTECTIVE EQUIPMENT (PPE)
2.3.1 When there is risk of occupational exposure, the AAMT Fire Department shall provide appropriate personal protective equipment such as, but not limited to, bunker coat and pants, gloves of different sizes, face shields, masks, eye protection, resuscitation bags, pocket masks, or other ventilation devices.
2.3.2 Gloves shall be worn when it can be reasonably anticipated that the individual may have hand contact with blood or other potentially infectious materials, mucous membranes, and non-intact skin when handling or touching contaminated items or surfaces.
2.3.3 Disposable (single use) gloves such as surgical or examination gloves shall be replaced as soon as practical when contaminated or are torn, punctured, or when their ability to function as a barrier may be compromised.
2.3.4 Disposable (single use) gloves shall not be washed or decontaminated for re-use.
2.3.5 Utility gloves (reusable, heavy, plastic or rubber) may be decontaminated for re-use if the integrity of the glove is not compromised. However, they must be discarded if they are cracked, peeling, torn, punctured, or exhibit other signs of deterioration or when their ability to function as a barrier maybe compromised.
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2.3.6 The AAMT Fire Department will clean, launder, and/or dispose of personal protective equipment as appropriate, or provide facilities for the individual to do so.
2.3.7 The AAMT Fire Department shall repair or replace personal protective equipment as needed to maintain its effectiveness.
2.3.8 The AAMT Fire Department shall ensure that each individual uses appropriate personal protective equipment unless it can be shown that the individual temporarily and briefly declined to use personal protective equipment when, under rare and extraordinary circumstances, it was the individual's professional judgment that in the specific instance its use would have prevented the delivery of health care or public safety services or would have posed an increased hazard to the safety of the worker or co-worker. When the individual makes this judgment, the circumstances shall be investigated and documented in order to determine whether changes can be instituted to prevent such occurrences in the future.
2.3.9 Personal protective equipment will be considered "appropriate" only if it does not permit blood or other potentially infectious materials to pass through to or reach the individual's uniforms, coveralls, undergarments, skin, eyes, mouth, or nose under normal conditions of use and for the duration of time which the protective equipment will be used.
2.3.10 All contaminated personal protective equipment shall be removed prior to leaving the work area and placed in a designated area or container for storage, washing, decontamination or disposal. Note: Turnout coats and pants should remain in the work area based on NFPA 1581, Section 3-3.3, which states - “Protective clothing, and protective equipment shall not be stored in kitchen, living, sleeping, or personal hygiene areas, nor shall it be stored in personal clothing lockers.”
2.3.11 If blood or other potentially infectious materials penetrate personal protective clothing, the clothing shall be removed immediately or as soon as feasible.
2.3.12 If soak-through occurs to bunkers, uniforms, or undergarments, they shall be removed prior to leaving the work area.
2.3.13 Masks in combination with eye protection devices, such as goggles or glasses with solid side shields or chin-length face shields on helmets shall be worn whenever splashes, spray, spatter, or droplets of blood or other potentially infectious materials may be generated and eye, nose, or mouth contamination can be reasonably anticipated.
2.3.14 Additional protective clothing shall be worn in occupational exposure situations as required. The type and characteristics will depend upon the
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task and degree of exposure anticipated.
2.3.15 In addition to bunker PPE, splash resistant coveralls shall be worn in all occupational exposure situations when bunker clothing is not worn. Although this gear is not designated as personal protective equipment, it will give a limited measure of protection to other daily work uniforms, undergarments or skin during medical calls.
2.4 HOUSEKEEPING
2.4.1 Work areas shall be maintained in a clean and sanitary condition. The AAMT Fire Department shall implement an appropriate written schedule for cleaning and method of decontamination based upon the location within the facility, type of surface to be cleaned, type of soil present, and tasks or procedures being performed in the area.
2.4.2 Infectious waste shall be placed in containers which are:
1) Closable 2) Constructed to contain all contents and prevent leakage of fluids during handling, storage, transport, or shipping 3) Labeled or color-coded as provided herein 4) Closed prior to removal to prevent spillage or protrusion of contents during handling, storage, transport, or shipping.
2.4.3 When outside contamination of the infectious waste container occurs, it shall be placed in a second container. The second container shall meet all of the requirements of the original container.
2.4.4 Contaminated laundry shall be handled as little as possible with a minimum of agitation. Contaminated laundry, if not laundered immediately, shall be bagged or containerized and at the location where it was used and shall not be sorted or rinsed in the location of use.
2.4.5 Contaminated laundry shall be placed and transported in bags or containers labeled or color-coded as provided herein. When a facility utilizes universal precautions in the handling of all soiled laundry, alternative labeling or color- coding is sufficient if it permits all personnel to recognize the containers as requiring compliance with universal precautions.
2.4.6 Whenever contaminated laundry is wet and presents a reasonable likelihood of soak-through of or leakage from the bag or container, the laundry shall be placed in a second bag or container that prevents soak-through and/or leakage of fluids to the exterior before being transported.
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2.5 LABELS AND COLOR-CODING
2.5.1 Warning labels shall be affixed to storage and shipping containers of regulated waste, blood, or other potentially infectious material, except as provided below:
a) These labels shall be fluorescent orange or orange-red or predominantly so, with lettering or symbols in a contrasting color.
b) Labels are required to be affixed as close as feasible to the container by string, wire, adhesive, or other method that prevents their loss or unintentional removal.
c) Red bags or red containers may be substituted for labels.
d) Individual containers of blood or other potentially infectious materials that are placed in a labeled container during storage, transport, shipment or disposal are exempted from the labeling requirement.
e) Labels required for contaminated equipment shall also state which portions of the equipment remain contaminated, if any.
2.6 RECORDS
2.6.1 Individual Medical Records
2.6.1.1 Medical records shall be established and maintained by the AAMT Fire Department in accordance with 29 CFR 1910.20 and other applicable regulations. The medical record shall include:
1) The name and social security number of the individual 2) A copy of the individual's Hepatitis B vaccination status including the dates of all the Hepatitis B vaccinations and any medical records relative to the individual's ability to receive vaccinations 3) A copy of all results of examinations, medical testing, and follow-up procedures. 4) The AAMT Fire Department's copy of the health care professional's written opinion. 5) A copy of the information provided to the health care professional.
2.6.1.2 The AAMT Fire Department shall ensure that individual medical records are kept confidential and are not disclosed or reported without the individual's express written consent to any person within or outside the workplace except as may be required by law.
2.6.1.3 The AAMT Fire Department shall maintain medical records for at least
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the duration of employment plus 30 years in accordance with CFR 29 1910.20.
2.6.1.4 Individual medical records shall be provided upon request for examination and copying to the subject individual. Employee medial records are kept confidential and are not disclosed or reported without the employee’s express written consent except as may be required by law.
2.6.2 Training Records
2.6.2.1 Training records relative to infectious disease control will be kept and maintained by the AAMT Fire Department. Training records shall include:
1) The dates of the training sessions 2) Contents or a summary of the training sessions 3) Names and qualifications of persons conducting the training 4) The names and job titles of all persons attending the training sessions
2.6.2.2 Training records shall be maintained for at least three years from the date on which the training occurred.
2.6.2.3 Individual training records shall be provided upon request for examination and copying to employees, or employees’ representatives.
2.6.3 General
2.6.3.1 All records in this section are required to be maintained and shall be made available to the Assistant Secretary and the Director of OSHA for examination and copying when requested.
2.6.3.2 The AAMT Fire Department shall comply with the requirements involving transfer of records set forth in AKOSHA 8 ACC 61 Sub. Chapter 17-Safety and Health Standard.
2.6.3.3 If the AAMT Fire Department ceases to do business and there is no successor company to receive and retain the records for the prescribed period, the AAMT Fire Department shall notify AKOSHA at least three months prior to their disposal and transmit them to their Director, if required by the Director to do so, within that three-month period.
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2.7 HEPATITIS B VACCINATION
2.7.1 The AAMT Fire Department shall make available the Hepatitis B vaccination series to all personnel who are subject to occupational exposure, and post- exposure evaluation and follow-up to all personnel who have had an exposure incident.
2.7.2 Hepatitis B vaccination shall be made available after the individual has received the required training and within 10 working days of initial assignment unless the individual has previously received the complete Hepatitis B vaccination series and antibody testing has revealed that the individual is immune, or unless the vaccine is contraindicated for medical reasons.
2.7.3 The AAMT Fire Department shall ensure that personnel who decline to accept the vaccination offered by the AAMT Fire Department sign a declination statement.
2.7.4 Following a report of a confirmed exposure incident, the AAMT Fire Department shall make immediately available to the exposed individual a confidential medical evaluation and follow-up, including at least the following elements:
1) Documentation of the route(s) of exposure and the circumstances under which the exposure incident occurred using AAMT Fire Department exposure forms 2) Identification and documentation of the source individual, unless the AAMT Fire Department can establish that identification is not feasible or is prohibited by state or local law 3) Collection and testing of blood for HBV and HIV serological status 4) Post-exposure prophylaxis, when medically indicated, as recommended by the US Public Health Service 5) Counseling 6) Evaluation of reported illness
2.7.5 The AAMT Fire Department shall ensure that the health care professional responsible for the individual's Hepatitis B vaccination is provided a copy of this policy and the following information:
a) A copy of AKOSHA 8 ACC 61 Sub. Chapter 17. Safety and Health Standard b) A description of the exposed individual's duties as they relate to the exposure incident c) Documentation of the route(s) of exposure and circumstances under which exposure occurred using the AAMT Fire Department exposure forms
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d) Results of the source individual's blood testing, if available. e) All medical records relevant to the appropriate treatment of the individual including vaccination status
2.7.6 The AAMT Fire Department shall obtain and provide the individual with a copy of the evaluating health care professional's written opinion within 15 days of the completion of the evaluation.
2.7.7 The health care professional's written opinion for Hepatitis B vaccination shall be limited to whether Hepatitis B vaccination is indicated for an individual, and if the individual has received such vaccination.
2.7.8 The health care professional's written opinion for post-exposure evaluation and follow-up shall be limited to the following information:
1) That the individual has been informed of the results of the evaluation 2) That the individual has been told about any medical conditions resulting from exposure to blood or other potentially infectious materials which require further evaluation or treatment
2.7.9 All other findings or diagnoses shall remain confidential and shall not be included in the written report.
2.8 DEFINITIONS
A) Blood - human blood, human blood components, and products made from human blood.
B) Bloodborne pathogens - pathogenic micro-organisms that are present in human blood and can cause disease in humans. These pathogens include Hepatitis B virus (HBV) and Human Immunodeficiency Virus (HIV).
C) Cerebrospinal - pertaining to the brain and spinal cord.
D) Contaminated - the presence or the reasonably anticipated presence of blood or other potentially infectious material on an item or surface.
E) Contaminated laundry - laundry that has been soiled with blood or other potentially infectious materials or may contain sharps.
F) Contaminated sharps - any contaminated object that can penetrate the skin including needles, scalpels, disposable razors or broken glass.
G) Decontamination - the use of physical or chemical means to remove, inactivate, or destroy blood borne pathogens on a surface or item to the point where they are no longer capable of transmitting infectious particles and the
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surface or item is rendered safe for handling, use, or disposal.
H) Engineering controls - controls (e.g., sharps disposal containers, regulated waste containers) that isolate or remove the blood borne pathogens hazard from the workplace.
I) Exposure incident - a specific eye, nose, mouth, non-intact skin, or parenteral contact with blood or other potentially infectious materials that results from the performance of an individual's duties.
J) Gloves - disposable gloves are designed to provide limited protection for existing abrasions and cuts during emergency operations and station cleaning by providing a barrier against body fluids and disinfectants. Structural fire fighting gloves meet the requirements of NFPA 1973, Standard on Gloves for Structural Fire Fighting.
K) Hand-washing facility - a facility providing an adequate supply of running potable water, soap and single use towels or hot air drying machines.
L) Leak-proof bags - bags that are sufficiently sturdy to prevent tearing or breaking and can be sealed securely to prevent leakage. Such bags are red in color or display the universal biohazard symbol.
M) Licensed health care professional - a person whose legally permitted scope of practice allows him or her to independently administer Hepatitis B vaccination and post-exposure evaluation and follow-up.
N) Occupational exposure - reasonably anticipated skin, eye, mucous membrane, or parenteral contact with blood or other potentially infectious materials that may result from the performance of an individual's duties.
O) Other potentially infectious materials - semen; vaginal secretions; cerebrospinal, synovial, pleural, amniotic, or any other body fluid that is visibly contaminated with blood; any body fluid where it is difficult or impossible to differentiate between body fluids; any unfixed tissue or organ (other than intact skin) from a human (living or dead).
P) Parenteral - piercing mucous membranes or the skin barrier through such events as needle sticks, bites, cuts, and abrasions.
Q) Pathogen - any disease-producing microorganism or material.
R) Personal protective equipment (PPE) - specialized clothing or equipment (e.g., gowns, aprons, lab coats, sterile arm/sleeve protectors, gloves, hoods, eye and face protection, bunker coats and pants) worn by an individual for protection against blood borne pathogens. General work clothes (e.g.,
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jumpsuits, uniforms, pants, shirts, or blouses) not intended to function as protection against a hazard are not considered to be personnel protective equipment.
S) Regulated medical waste - liquid or semi-liquid blood or other potentially infectious materials, contaminated items that would release blood or other potentially infectious materials in a liquid or semi-liquid state if compressed, items that are caked with dried blood or other potentially infectious materials and are capable of releasing these materials during handling, contaminated sharps, and pathological and micro-biological waste containing blood or other potentially infectious materials.
T) Resuscitation equipment - respiratory assist devices such as bag-valve masks, oxygen valve resuscitators, pocket masks, and other ventilation devices that are designed to provide artificial respiration or assist with ventilation of a patient.
U) Splash-resistant eye wear - safety glasses, prescription eye wear (with side shields), goggles, or chin-length face shields that, when properly worn, provide limited protection against splashes, spray, spatter, droplets, or aerosols of body fluids or other potentially infectious material.
V) Source individual - any individual, living or dead, whose blood or other potentially infectious materials may be a source of occupational exposure to the individual.
W) Sterilization - the use of a physical or chemical procedure to destroy all microbial life including highly resistant bacterial endospores.
X) Universal precautions - an approach to infection control in which all human blood and certain human body fluids are treated as if known to be infectious for HIV, HBV, and other blood borne pathogens.
Y) Work practice controls - controls that reduce the likelihood of exposure by altering the manner in which a task is performed (e.g., prohibiting recapping of needles by a two-handed technique).
Z) Worksite or Work area - apparatus rooms, fire apparatus, patient compartments of MICUs, and hospital areas in which personnel deliver or pick up patients.
2.9 TRAINING
2.9.1 The AAMT Fire Department shall conduct information and training programs for all operations personnel and those at risk for occupational exposure. For
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new personnel the information and training shall occur prior to their initial assignment. Refresher training will be given at least once annually.
2.9.2 The AAMT Fire Department shall provide additional training when changes such as modification of tests or procedures or institution of new tasks or procedures affect the individual's risk of occupational exposure.
2.9.3 Material appropriate in content and vocabulary to educational level, literacy, and language of personnel will be used. The person conducting the training shall be knowledgeable in the subject matter covered by the elements contained in the training program as it relates to the Department.
2.9.4 Information and education will include but not be limited to:
1) A copy and explanation of this PPI and AKOSHA 8 ACC 61 Sub. Chapter 17. 2) Information and education on the epidemiology and symptoms of blood borne diseases, how blood borne diseases are transmitted, and prevention of diseases including, but not limited to, Hepatitis A, B, and Hepatitis non-A/non-B or Hepatitis C, and Human Immunodeficiency Virus. Information and education will also be given on airborne diseases such as Meningitis, Tuberculosis, and Tetanus 3) Information on the Hepatitis B vaccine, including information on its efficacy, safety, method of administration, the benefits of being vaccinated, and that the vaccine and vaccination will be offered free of charge to the individual 4) Information and explanation on record keeping requirements which will include medical and training records and transfer of those records. 5) An explanation of the appropriate methods for recognizing tasks and other activities that may involve exposure to blood and other potentially infectious materials 6) An explanation of the methods (and limitations of those methods) that will prevent exposure to blood borne pathogens, including appropriate engineering and work practice controls (universal precautions, hand washing, environmental surfaces, food and beverages, body substance isolation, contaminated equipment) 7) Information and explanation on PPE requirements, types, proper use, location, removal, handling, decontamination and disposal, and the selection of appropriate PPE 8) Information and explanation on housekeeping requirements that shall include work site decontamination, regulated waste containers, and laundry 9) Information on the appropriate actions to take and persons to contact in an emergency involving blood or other potentially infectious materials which shall include an explanation of the procedure to follow if an exposure incident occurs, including the method of reporting the incident
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and the medical follow-up that will be made available, information on the post-exposure evaluation and follow-up that the Company is required to provide for the individual following an exposure incident 10) An explanation of the signs and labels and/or color-coding requirements 11) An opportunity for interactive questions and answers with the person conducting the training.
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PPI 300-3.0 HAZARDOUS MATERIALS INCIDENTS
3 HAZARDOUS MATERIALS OPERATIONS
3.1 PURPOSE
3.1.1 Incidents involving the release of hazardous materials have increased considerably in recent years. These incidents differ from other emergency situations because of the wide diversity of causative factors and the associated risks.
3.1.2 When responding to hazardous material incidents, the priorities of the Anton Anderson Memorial Tunnel Fire Brigade are life, property, and the environment. Rapid recognition of a hazardous material release will allow for immediate isolation and evacuation of the facility and surrounding area.
3.1.3 Certain elements are necessary to achieve the objective of correcting the situation. Some of these critical aspects are:
1) Pre-emergency planning 2) Training 3) Equipment and supplies 4) Standard Operating Procedures (SOP)
3.1.4 The purpose of this guide is to establish an emergency response plan and standard operating procedures that define the responsibilities of the emergency response personnel when responding to hazardous materials incidents. Standard Operating Procedures are mandated by federal regulations, which are treated as law. The relevant regulations are:
a) Title 29 Code of Federal Regulations (CFR) §1910-120 Hazardous Waste Operations and Emergency Response: Final Rule b) Title 29 Code of Federal Regulations (CFR) §1910-134 Respiratory Protection c) Title 29 Code of Federal Regulations (CFR) §1910-156
3.1.5 The following National Fire Protection Association (NFPA) standards provide guidance for compliance to the codes of federal regulations. They also incorporate recommendations from the NFPA.
1) NFPA Standard 471-Recommended Practices for Responding to Hazardous Materials Incidents 2) NFPA Standard 472-Standard for Professional Competence of Responders to Hazardous Materials Incidents
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3) NFPA Standard 473- Standard for Professional Competence of Emergency Medical Personnel to Hazardous Materials Incidents
3.1.6 There are many advantages of developing Standard Operating Procedures. These advantages include:
a) Improves coordination b) Facilitates training c) Promotes adequate protection of personnel d) Provides consistency e) Serves as a reference guide f) Reduces time in problem-solving on the scene g) Complies with federal regulations
3.1.7 Proper utilization of Standard Operating Procedures can help prevent a hazardous material incident from becoming a hazardous materials emergency.
3.1.8 For the purpose of this guide, a hazardous material in broad terms means a substance or combination of substances that because of quantity, concentration, physical, chemical or infectious characteristics, may either cause or contribute to an increase in mortality, or an increase in serious irreversible or incapacitating illness, or pose a present or potential hazard to human life or the environment. The Code of Federal regulations (49 CFR 171.8) states that a hazardous materials is “a substance or material, including a hazardous substance, which has been determined by the Secretary of Transportation to be capable of posing an unreasonable risk to health, safety, and property when transported in commerce and which has been so designated.”
3.1.9 A hazardous material spill or incident is an occurrence where a hazardous material is dispersed into the environment, or its container is damaged to such an extent that the contents are expected to be released, with the potential to cause injury to people or harm to the environment.
3.2 DEFINITIONS
3.2.1 Area of Refuge: This is an area inside the hot zone or the control zone that provides an area for contaminated persons (including firefighters) that is safe, but will restrict their movement to other areas while awaiting decontamination procedures.
3.2.2 Bulk Packaging:
1) Liquid internal volume greater than 119 gallons 2) Solid capacity greater than 882 pounds & 119 gallons
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3) Compressed gas-container has a water capacity of greater than 1000 lbs
3.2.3 Basic Decontamination Procedure: Basic decontamination is the immediate removal of contaminate from an employee using a minimum 60- second flush with soap, if available, and water. Then take the affected people to the area of refuge.
3.2.4 Corridor: This is the access point of the incident and there is only one for normal use; there may be other corridors that would be marked for an emergency.
3.2.5 Confinement Procedures: Confinement is considered a defensive action. Examples are: building dikes or dams and placing booms in the path of product flow. All of these procedures can and should be performed without coming in contact with the product. This means that only personnel properly outfitted and equipped can perform this action.
3.2.6 Containment Procedures: Containment procedures are considered an offensive action. This is considered leak control and the personnel doing this action will almost certainly be in contact with the product. This means only personnel properly outfitted and equipped can perform this action.
3.2.7 Denying Access: Access is denied to anyone not properly protected or not having authority to enter the area. This not only applies to the public, but emergency responders as well.
3.2.8 Evacuation: Is considered a long-term action used to remove persons from a dangerous area or potentially dangerous area.
3.2.9 Hazard Classes: These classes were designated by DOT to assist first responders in the identification of hazardous materials. The nine hazard classes are:
1. Explosives 2. Gases (Flammable and Non-flammable) 3. Flammable liquids 4. Flammable solids 5. Oxidizers 6. Poisons 7. Radiation 8. Corrosives 9. Miscellaneous dangerous goods and wastes
3.2.10 Hazardous Materials: These products are regulated by the U.S. Department of Transportation and some of them may be a hazardous
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substance. In the case of a hazardous material that is also a hazardous substance, you would need to find the Reportable Quantity (RQ), which is listed in pounds in 40 CFR appendix to Table 101.
3.2.11 Hazardous Substance: The EPA regulates these substances and they all have the Reportable Quantity (RQ) listed in pounds.
3.2.12 Haz-Mat Team: Is an organized group of responders who are expected to perform work to handle and control actual or potential leaks or spills of hazardous substance requiring possible close approach to a substance. The team members perform responses to releases or potential release of hazardous substances for the purpose of control or stabilization of the incident. A Haz-Mat team is not a fire brigade nor is a typical fire brigade a Haz-Mat team; however, they may be a separate component of a fire brigade or fire department.
3.2.13 IDLH: Immediately Dangerous to Life or Health (ILDH) means an atmospheric concentration of any toxic, corrosive or asphyxiant substance that poses an immediate threat to life or would cause irreversible or delayed adverse health effects or would interfere with an individual’s ability to escape from a dangerous atmosphere.
3.2.14 Isolation: Is the fast, short-term or immediate removal of everyone inside of a hazardous area. This zone is made because of impending doom to the occupants and usually endangers the isolators.
3.2.15 Non-Bulk Packaging:
1) Liquid internal volume of 119 gallons or less 2) Solid capacity of 882 pounds or less 3) Compressed gas-container has a water capacity of 1000 lbs. or less
3.2.16 Proper Protective Equipment: Members of the Fire Brigade have been issued firefighter turnout gear. This gear is extremely limited in a hazardous material incident and should only be worn if it is classified as proper protective equipment.
3.2.17 Set-Up: The set-up or spotting of a rig at the site of a Haz-Mat incident should be of such that the rig is facing a route of egress.
3.2.18 Zones: Zones are protected areas of different degrees:
a) Exclusion: The area that poses an IDLH condition, a place of great contamination danger; after being in the exclusion zone, decontamination is absolutely necessary.
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b) Hot: The area that protects the exclusion zone, an area to protect.
c) Warm: This is the decontamination reduction zone. This is the zone that the decontamination team will be working in.
d) Cold Working: This is the zone where the tactical operations commence. This will be an uncontaminated area.
e) Cold Support: This zone is for the support of the tactical operations. The Incident Commander and support agencies will be located in this zone.
f) Control: This is the zone/line that is established by the first company on the scene. Beyond this line, all access is denied.
3.3 TRAINING REQUIREMENTS
3.3.1 Training shall be based on the duties and functions to be performed by each responder of Anton Anderson Memorial Tunnel Fire Brigade. The training will conform to 29 CFR §1910-120q., 3, 4, 6, i, and NFPA 422 will provide guidance for compliance.
3.3.2 Employees who participate or are expected to participate in an emergency response of a hazardous materials incident shall be given training in accordance with 29 CFR §1910-120 6, i, ii, iii, iv, v of Section q.
3.3.3 Trainers who teach the hazardous materials subject at the AAMT Fire Brigade shall have satisfactorily completed a training course for teaching the subjects they are expected to teach, such as the courses offered by the National Fire Academy, or they shall have the training and/or academic credentials and instructional experience necessary to demonstrate competent instructional skills and a good command of the subject matter for the course they are teaching.
3.4 SCOPE OF RESPONSIBILITY
3.4.1 The Anton Anderson Memorial Tunnel Fire Brigade is trained to a hazardous materials operations level and is responsible for hazardous materials incidents during the critical stage, as directed by the Incident Commander.
3.4.2 The shipper, spiller, and/or owner are responsible for the recovery and cleanup stage of the incident.
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3.5 CRITICAL STAGE
3.5.1 The first few minutes after arrival of first responders to an incident involving hazardous materials is deemed the “critical stage”.
3.5.2 This stage poses the most severe danger to first responders who are unprotected and approach the scene to identify the materials involved. Necessary steps to ensure adequate protection for personnel include:
1) Establishing of a “safe” perimeter 2) Following a protocol for entering the incident site 3) Using proper protective clothing
3.5.3 The Fire Brigade’s primary goals are the identification and stabilization of an incident. Their actions at the point of release will affect and/or predict the severity of the incident more than any other group. Containing or confining the material to as small an area as possible to protect nearby persons from the effects of the release can facilitate stabilization of the incident.
3.6 TERMINATION/POST EMERGENCY RESPONSE OPERATIONS
3.6.1 The final stage of the incident is recovery and cleanup. The shipper, spiller, and/or owner are legally responsible for recovery and clean up. The AAMT Fire Brigade will not actively participate in this stage.
3.6.2 The Incident Commander shall consider the use of private cleanup contractors as a means to terminate the AAMT Fire Brigade’s involvement at an incident.
3.7 ACTIVATION
3.7.1 Emergency response to a hazardous material incident is initiated by the tunnel operator upon notification or recognition of any oil, fuel, chemical or other hazardous material spill or release including any potential spill or release that occurs within the limits of the Anton Anderson Memorial Tunnel fire department authorized jurisdictional area.
3.8 SCENE MANAGEMENT/LINES OF AUTHORITY
3.8.1 Scene management includes coordinating a multi-agency response and implementing the proper actions, and ensuring that appropriate resources are brought to bear in a timely manner.
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3.8.2 The Incident Commander has responsibility for the incident. All agencies, without exception, when responding to hazardous materials incident shall report to the Incident Commander and check in.
3.8.3 The Incident Commander recognizes it is each agency’s responsibility to train their personnel to the proper level for their actions.
3.8.4 Whenever possible, assisting agencies shall report to the Incident Commander from an uphill, upwind position and must use the established access corridor.
3.8.5 Upon recognition of a hazardous materials incident, the Incident Commander shall appoint a Safety Officer. The Safety Officer cannot be overruled by anyone in decisions concerning personnel safety.
3.8.6 The Incident Commander is the site manager for all people, responders, and owners alike.
3.9 EMERGENCY MEDICAL SERVICES (EMS)
3.9.1 Emergency Medical Services are under the direction of the Incident Commander at a hazardous materials incident. It is the responsibility of the Incident Commander to ensure the safety of EMS personnel.
3.9.2 All EMS personnel used at a hazardous materials incident shall be trained according to 29 CFR §1910-120 (q) (6) (i) or (ii). The Incident Commander shall ensure through the EMS agency representative that their personnel have been properly trained as above stated.
3.9.3 In the case that training has not been performed to the necessary level for the actions at hand, the EMS personnel shall be limited by the Incident Commander to perform only actions within their abilities and knowledge.
3.10 RESPONSE LEVEL CLASSIFICATION
3.10.1 The dispatching of a hazardous materials response shall follow in accordance with the appropriate incident level. Hazardous material responses are divided into the following categories:
3.10.1.1 Level I
Response Level: Potential emergency conditions
Description: An incident or threat of a release, which can be controlled by the first responder. It does not require evacuation beyond the involved structure or immediate outside area. The
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incident is confined to a small area and poses no immediate threat to life and property.
Examples: 50-gallon fuel oil spill, inadvertent mixture of chemicals, and natural gas in a building.
3.10.1.2 Level II
Response level: Limited Emergency Conditions
Description: An incident involving a greater hazard or larger area than Level I that poses a potential threat to life and property. It may require a limited evacuation of the surrounding area.
Examples: A minor chemical release in an industrial facility, a gasoline tank truck rollover, a chlorine leak at a water treatment facility.
3.10.1.3 Level III
Response Level: Full Emergency Conditions
Description: An incident involving a severe hazard or a large area that poses an extreme threat to life and property, which may require a large-scale evacuation.
Examples: Major train derailment with fire, explosion or toxicity hazard, or a migrating vapor cloud release for a petrochemical processing facility.
3.11 FIRST RESPONDER’S INITIAL ACTIONS
3.11.1 Actions discussed here are the primary duties of the first responders on the scene as stated by Title 29 Code of Federal Regulations (CFR) §1910-120 on Hazardous Waste Operations and Emergency, specifically in (q), (6), (i), (ii).
3.11.2 In most hazardous materials incidents, there are two types of first responders that are usually involved.
1) First Responder Awareness Level:
First responders at the awareness level are “Individuals who are
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likely to witness or discover a hazardous substance release.” They are trained to initiate an emergency response sequence by notifying the tunnel operator of the release. They would take no further action beyond notifying the tunnel operator or proper authority of the spill or impending release of hazardous materials.
2) First Responder Operations Level:
First responders at the operations level are “Individuals who respond to releases or potential releases of hazardous substances as part of the initial response for the purpose of protecting nearby persons, property, or the environment from effects of the release.” They respond in a defensive fashion without actually trying to stop the release (which is considered an offensive action). Their function is to confine the release from a safe distance, keep it from spreading, and prevent the direct contact or exposures to themselves.
3.12 FIRST ON THE SCENE
3.12.1 The Fire Brigade first responders shall approach any incident that is suspected to be involved with hazardous materials in the following manner:
1) Approach the site from uphill. 2) Approach the site from upwind. 3) Control access (deny access to site). 4) Establish a means of egress in advance. 5) Once on site, all vehicles shall face away from the incident. 6) Once on site, inform personnel of the route of egress. 7) At night, a lighted egress route is needed. 8) Three long blasts on the air horn is the emergency evacuation signal. 9) Designate an area of refuge.
3.13 ESTABLISH COMMAND
3.13.1 A Haz-Mat incident requires a more cautious, methodical, and deliberate size-up than most emergency situations. The tunnel operator (IC) shall establish command of the incident and provide a size-up to all responding personnel.
3.13.2 The Tunnel Control Center shall serve as the Incident Command Post. In the event the TCC is compromised and tunnel operations is necessary for mitigation of the incident, the Remote Control Center (RCC) may be utilized as a command post. Access to the Command Post shall be limited to authorized personnel only.
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3.13.3 Premature commitment of companies and personnel to unknown, potentially hazardous situations or locations must be avoided. In situations involving potential exposures at the TCC, RCC, or throughout both staging areas, all personnel must evacuate the vicinity and a mobile command post established.
3.14 SECURING THE SCENE
3.14.1 The first arriving responders during a hazardous materials incident shall deny public access to the scene. This must be accomplished at the earliest possible moment.
3.14.2 The first arriving responders will establish a control zone (cold zone) from which to commence operations. This zone should be a minimum of 500 feet for bulk packaging and 200 feet for non-bulk packaging, unless otherwise stated.
3.15 ISOLATE THE HAZARD
3.15.1 This step is a way of controlling the product from a safe distance. This can be accomplished by:
1) Diking a storm drain (ahead of the spill). 2) Digging a holding pit for the product to run into. 3) Damming an area to keep the product out of any type of water system.
Only attempt the above if it is possible to stay upwind and out of the product or its vapors.
3.16 IDENTIFY THE HAZARD
AT NO TIME SHALL THE FIRST ARRIVING COMPANIES ATTEMPT TO ENTER THE PRODUCT OR ITS VAPORS TO IDENTIFY IT
3.16.1 Once the scene is initially secured, access controlled, and the hazard isolated, steps can be taken to more positively identify the materials involved and their hazards. Information of importance is:
1. Container Shapes
a) Pressure or non-pressure containers b) Portable tanks, cargo tanks, rail tank cars and cylinders c) Special containers may carry special products
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2. Occupancy and Location
a) Type of facility and what is manufactured there b) The location of incident in relation to exposures
3. Markings and Colors
a) Marking numbers that designate a UN/NA Haz-Mat of some kind b) The color of the container may give you some information, such as acid strip, top 2/3 white LPG, candy stripper hydrogen cyanide, etc.
4. Placards and Labels
a) DOT placards b) NFPA 704M c) United Nations Hazard Class Numbers
5. Shipping Papers
a) Only retrieve shipping papers if you are able to stay out of the product and its vapors b) Approach upwind
6. Senses
a) Visually size up the area. Assess for visible indicators such as smoke, vapors, or running liquids. b) Odors (not recommended though an indicator that the responder may be too close in certain situations).
3.17 EVALUATING THE RISK FOR RESCUE
3.17.1 Rescue of endangered individuals at hazardous materials incidents should not be performed unless the safety of the rescuers can be assured.
3.17.1.1 Initial Rescue: Should concentrate on removing able-bodied persons, the so-called “walking wounded”, from immediate danger.
3.17.1.2 Complicated Rescue: Difficult extrication situations should be evaluated before being attempted. When the probability is high that the victim can’t be saved or is already dead, rescue should not be attempted if it will place the rescuers at unnecessary risk.
3.17.1.3 Area of Refuge: A precise holding area should be established to send any contaminated persons to wait for help to arrive so the Haz-Mat unit can decontaminate them. This holding area should be located close to
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the access corridor and decontamination area entrance. This area should be considered part of the hot zone.
3.17.1.4 Rescue of Contaminated Personnel: Contaminated personnel should not be handled unless the product of contamination has been identified and its toxicity known. A basic decontamination station shall be established upwind and uphill from the site of contamination and near the Area of Refuge. Basic decontamination will consist of a minimum 60-second flush administered with a booster nozzle or sufficient water supply.
3.18 EVACUATION AREA
3.18.1 Evacuation is considered a long-term operation. Suggested distances for evacuation will follow guidelines set forth in the DOT Emergency Response Guidebook. The worst-case scenario should always be used, as it is better to evacuate too large an area rather than too small an area.
3.18.2 Isolation is the immediate removal of all persons from an area of danger. Isolation covers all public and response personnel (fire, EMS, inspectors). The Haz-Mat team is the only exception (technician level or higher). A 500- foot radius is recommended for any unknown material. The ERG 2000 initial minimum recommended distance is 150’ for all spills and leaks.
3.19 STANDARD OPERATING GUIDELINES FOR HAZARD CLASSES
3.19.1 The factor that most affects all areas of response will be the hazardous material itself. The unique and special properties of the substance, and the damage to the container will largely dictate what control techniques are necessary or even possible.
1. Explosives: Call for the Haz-Mat unit.
a) Do not fight explosive fires b) They may detonate with the application of water. c) They may become extremely unstable when exposed to fire. d) Use the Emergency Response Guidebook (ERG) to establish the isolation and evacuation zones. e) Deny access to the zones f) Do not use radios in the immediate area.
2. Gases-Flammable and Non-flammable: Call for the Haz-Mat unit. a) Determine if the container is being impinged on by fire above or below the liquid line. b) When impingement is suspected to be above the liquid line
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determine elapsed time since the fire has been burning. A BLEVE can be expected much sooner under such conditions. c) Only attempt to attack the fire if a 500 gpm water supply can be implemented and sustained within the first five minutes. d) Deny access to the zones.
3. Flammable Liquids: Call for the Haz-Mat unit.
a) A 500-foot zone should be established if a tank is leaking. b) Use confinement procedures to prevent product from leaving the site. This must be done from a safe distance, remembering to stay upwind and uphill from the product. c) Use the Emergency Response Guidebook to establish the isolation and evacuation zone. d) Deny access to the zones. e) The application of foam from a safe distance is acceptable. Caution should be taken not to exhaust your water or foam supply in case of an ignition.
4. Flammable Solids and Pyrophorics: Call for the Haz-Mat unit.
a) Do not fight flammable solids and pyrophoric fires. They may react with the application of water. b) Use the Emergency Response Guidebook to establish the isolation and evacuation zone. c) Deny access to the zones.
5. Oxidizers: Call for the Haz-Mat unit.
a) Small quantities (up to 10 lbs.) on fire can be extinguished by water. b) If large quantities are involved, call for the Haz-Mat unit and use the Emergency Response Guidebook to establish the isolation and evacuation zone. c) Deny access to the zones. d) Contain or confine the spill but avoid sweeping or removing the product until further analysis of the product is completed.
6. Poisons: Call for the Haz-Mat unit.
a) Observe the incident from an exaggerated safe distance. b) Do not fight fires above 55 gallons. c) May create runoff problems with the application of water. d) Use the Emergency Response Guidebook to establish the isolation and evacuation zone. e) Deny access to the area.
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7. Radiation: Call for the Haz-Mat unit.
a) Do not fight any radiation fires in bulk type packaging b) Radiation fires may create poisonous/toxic runoff problems with the application of water. c) Use the Emergency Response Guidebook to establish the isolation and evacuation zone. d) Deny access to the zones.
8. Corrosives: Call for the Haz-Mat unit.
a) Small quantities (up to 5 gallons) may be diluted with water in an attempt to control the corrosive effects. b) Do not attempt to dilute the product if over 5 gallons c) If corrosive is on fire, protect exposures and let it consume itself. d) If large quantities are involved, call for the Haz-Mat unit and use the Emergency Response Guidebook to establish the isolation and evacuation zone. e) Deny access to the zones. f) Contain and confine the spill but avoid letting the product come in contact with organic substances.
9. Miscellaneous Dangerous Products and Wastes: Call for the Haz- Mat unit.
a) Use the Emergency Response Guide to establish the isolation and evacuation zone. b) Deny access to the zones.
3.19.2 For products that information is limited, follow these basic guidelines:
1) If the product(s) or chemical(s) name ends in “IDE” or “IUM”, do not add water. 2) When the fire shows abnormal characteristics isolate or evacuate accordingly. 3) If the container has a refrigeration unit and is placarded call for the Haz- Mat unit and do not fight the fire. Isolate and evacuate the area accordingly.
Expect the unexpected. Stay uphill, upwind. Stay out of the smoke.
3.20 THE INCIDENT COMMANDER
3.20.1 The Incident Commander shall establish the Command Center at the Tunnel Control Center if it provides a safe position (uphill, upwind, cross wind, etc.)
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and can be approached by all necessary agencies in a safe manner.
3.20.2 The Incident Commander shall communicate information to all responders so that they are able to approach the scene in a safe manner.
3.20.3 The Incident Commander shall establish control zones/lines and ensure any previously established control zone/lines are respected.
3.20.4 The Incident Commander shall restrict access to the site.
3.20.5 In case that product information is not available, the Incident Commander shall instruct all arriving personnel to respond according to Guide 111 of the Emergency Response Guidebook.
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PPI 300-4.0 PASSPORT SYSTEM
4 PASSPORT SYSTEM
4.1 POLICY
4.1.1 It is the policy of the AAMT Fire Department to promote and encourage safe practices in the course of providing emergency services to the public. The ability to track and account for all personnel on an emergency scene is critical to insuring their safety and their ability to complete their mission. The means that the AAMT Fire Department will use to accomplish this goal shall be known as the PASSPORT System.
4.1.2 It is the policy of the AAMT Fire Department that the Incident Commander shall make the safety and welfare of on-scene personnel their primary concern.
4.1.3 The PASSPORT System shall be the standard system of accountability for emergency apparatus and personnel at an emergency incident.
4.2 RESPONSIBILITY
4.2.1 Operations Officers at an emergency incident shall use the PASSPORT System to account for those persons within their direct span of control as defined in this document.
4.2.2 The PASSPORT System shall be used to compliment the Incident Command System, and is expandable to include multiple alarm fires, mutual aid companies and multi-agency response.
4.2.3 The PASSPORT System shall be implemented for all fire emergencies. (Use of the PASSPORT System for responses that are strictly medical in nature shall be at the discretion of the Incident Commander.)
4.2.4 The Incident Commander shall be aware of the physical condition of assigned personnel. All personnel shall use the command structure to request the relief and reassignment in the event of fatigue or injury.
4.2.5 The Incident Commander is responsible and accountable for his/her own safety and the safety of the responding personnel. Team members shall maintain a constant awareness of the position and function of all personnel working with them.
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4.2.6 Team members must always be in contact with each other through one of the following:
1) Voice (not by radio) 2) Visual 3) Touch
4.2.7 Radio or phone contact is acceptable for apparatus operators and Operations Officers when the team members or other responders are constantly aware of the position or function.
4.2.8 Personnel shall stay together as teams when inside the Emergency Incident Perimeter until termination of the incident. When a member of a team is in trouble, the other personnel shall immediately provide direct help, call for help, or request help to assist the individual in trouble.
4.2.9 The Fire Brigade personnel are responsible for the maintenance of passports.
4.2.10 The AAMT Fire Department will procure nametags for new personnel or replace damaged ones.
4.2.11 The personnel shall maintain the entire PASSPORT system at a level that would be consistent with a large multi-agency response. The personnel shall maintain enough material in the Passport Make-Up Kit to support the PASSPORT System. This kit should be kept at the TCC at all times.
4.3 PROCEDURE
4.3.1 The PASSPORT System primarily uses name tags, primary and back-up passports and status boards. The status board shall identify:
a) Incident Designator b) Alarm Time c) Company or Apparatus Designator Example: E1 Bear Valley Fire Apparatus E2 Whittier Portal Fire Apparatus d) Response personnel nametags
4.3.2 Passports shall be carried on the inside of the passenger’s door for each apparatus or at a highly visible location in close proximity. For apparatus normally operated by one individual, the passports should be placed in a location easily accessible to the vehicle operator.
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4.3.3 There are three passports for each responding apparatus:
1) The Primary Passport is kept on the apparatus until it responds and then with the apparatus operator until it is used as a Passport for entrance into an Emergency Incident Perimeter.
2) The Back-up Passport is a duplicate of the Primary Passport and is kept on the responding apparatus until the Operations Officer collects them from on-scene apparatus. The Operations Officer uses these to track emergency response apparatus, teams and personnel when a face-to-face meeting with those officers has not been possible.
3) The Reserve Passports are kept at the TCC. These are to be used in the event of loss of either the Primary or Back-up Passports or for extended dispatch role during a large-scale multi-agency incident.
4.3.4 Blank White Passports are carried in the Passport Make-Up Kit in the TCC for temporary replacement of lost or damaged passports at an incident or to track additional companies, groups, or divisions during a multi-agency response.
4.3.5 Responding personnel will carry at least 5 nametags in their helmets.
4.3.6 Responding personnel are responsible for getting their Reserve Passport on the portal status board before boarding apparatus.
4.3.7 The operator aboard each responding apparatus is responsible for collecting two nametags from each individual to be placed on both the Primary and Back-Up Passports.
4.3.8 The Operations Officer is accountable for the accuracy of nametags on the Passports under their command.
4.3.9 The Operations Officer will pre-assign the personnel and duly mark them on their Passports before presenting them to the Incident Commander.
4.3.10 The Operations Officer is accountable for all personnel under their direct control. When a team is split away, the team leader is responsible for all members of that team.
4.4 EMERGENCY RESPONSE
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4.4.1 When an apparatus or personnel report to an incident, staging area, division Operations Officer, they transfer their Primary Passport to that Officer except as defined below:
4.4.1.1 Primary Passports shall remain with the individual when:
a) They are the committed first arriving unit at an incident and have “Passed Command”. b) They are on or directed to a remote side of an emergency incident before the establishment of a Remote Command Post.
4.4.1.2 Personnel who leave a hazardous area, but have not yet transferred their Passports to the Operations Officer, shall report their status to the Incident Commander by radio or personal contact.
4.4.1.3 The Incident Commander has directed the personnel to a command function or new assignment where they will transfer their Passport.
4.4.2 Incident Commanders shall require the transfer and use of Passports at all fires, Haz-Mat situations, large motor vehicle accidents, joint search and rescue incidents and multi-agency responses.
4.4.3 Incident Commanders should use the upper portion of the Passports to record time of entering hazardous areas when they require that data during SCBA use. (Exception: Operations Officers shall record the time that personnel report to Staging Areas.)
4.4.4 When a Command is relieved or transferred to another authority, the original commander shall:
1) Confirm with the Operations Officer that all personnel are accounted for 2) Transfer all Passports from teams or personnel under their command 3) Confirm with all Operations Officers under their direct command that a change in command has occurred
4.4.5 The Member Accountability Roll Call (MARC) is conducted every 20 minutes at all fires, Haz-Mat incidents and multi-agency responses or in the event of the following:
1) A report of a missing or injured responder 2) A sudden hazardous change, backdraft, collapse, or flashover. 3) A tactical change from offensive to defensive operations. 4) An emergency evacuation alarm has been sounded. 5) The incident has been declared “under control.”
4.4.5.1 The Tunnel Operator starts the MARC clock when the first arriving
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apparatus arrives on location.
4.4.5.2 The Tunnel Operator will use a specific radio tone to alert all personnel of a MARC.
4.4.5.3 Following the MARC tone, the Tunnel Operator will notify all personnel stating, “All personnel this is a MARC.”
4.4.5.4 The Tunnel Operator shall conduct a roll call immediately following the MARC tone.
4.4.5.5 The Incident Commander will conduct the roll call by whatever means are appropriate (i.e.: voice for units within range, vision for units he can see, or radio for units inside a structure not directly visible to him.)
4.4.5.6 Operations Officers shall report to the Incident Commander when requested during a roll call. They will account for the location and status of their personnel. Personnel NOT accounted for will be identified by name. (Example: “E-1 at the N.E. corner of the 2nd floor, all personnel accounted for”, or “E-1 at the N.E corner of the 2nd floor, all personnel accounted for except Maintenance Foreman Jones.”)
4.4.5.7 When all personnel are accounted for, the Incident Commander will report the results of the MARC. (“Command reporting, all personnel accounted for.”)
4.4.5.8 Incident Commander can request additional MARC’s at his or her discretion. MARC,s can only be terminated by the Incident Commander once individual accountability is no longer needed.
4.4.5.9 When a commander presumes a firefighter or team is missing or trapped, the Incident Commander shall start rescue operations ASAP at the last known location. The Incident Commander shall then conduct an MARC of the emergency incident to confirm the status of missing personnel.
Example: “Command to all personnel, an unidentified MAYDAY distress call has been transmitted, conduct a MARC of your personnel and report to Command”
See Appendix A for MARC example timeline
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4.5 INSTRUCTION
4.5.1 The AAMT Fire Department will maintain and order materials to support the PASSPORT System as necessary. The minimal requirements are as follows:
1) Three Passport tags for each apparatus. 2) Replacement name tags for lost or damaged ones. This will be in the form of rolls of velcro with ½ inch adhesive tape. 3) All personnel will maintain at least 5 name tags. 4) One status board per responding apparatus. 5) One complete Passport Make-Up Kit to be kept in the TCC. This kit should contain the following:
a) One extra status board b) Four extra White Passports c) Two feet of velcro, two rolls of ½ inch adhesive tape, one pair of scissors, two permanent marking pens, and four extra grease pencils.
4.5.2 Location of Materials
1) The Primary and Back-Up Passports will be located on the passenger side door of all responding apparatus. 2) Status boards will be kept in all cab center holder for use at an incident. There will be one grease pencil per apparatus stored with status board. 3) Reserve Passports for all available apparatus will be stored in the Portal Buildings. 4) The Passport Make-Up Kit will be stored in the TCC.
4.5.3 Definitions
4.5.3.1 Department Identifier - A letter identifier printed in the upper right hand corner of the Passport to signify which department a company belongs. Department identifiers shall be as follows:
B - Bear Valley Fire Brigade G - Girdwood Volunteer Fire Department W - Whittier Fire Department/EMS A - Anchorage Fire Department
4.5.3.2 Company or Apparatus Designator -
C - Crash Brush - Brush Engine E - Engine
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R - Rescue River - River Rescue S - Squad T - Truck Ta - Tanker M -Medic Unit (Ambulance) BC - Battalion Chief CO - Chief Officer SO - Safety Officer TO - Training Officer
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PPI 300-5.0 CONFINED SPACE RESCUE
5 CONFINED SPACE RESCUE OPERATIONS
5.1 POLICY
5.1.1 It is the policy of the company to promote and encourage safe practices in the course of providing emergency services to the public. Incidents that require personnel to enter confined spaces to fight fires or to rescue and remove persons in need of assistance present very serious potential dangers. In order to operate safely in these situations, special precautions must be taken and rigidly enforced.
5.1.2 Operations within confined spaces shall be approached with extreme caution. Direct supervision is required and all safety precautions and procedures shall be rigidly enforced. Operations shall be conducted in a manner that avoids premature commitment to unknown risks.
5.2 PROCEDURES
5.2.1 Before OSHA regulations for confined spaces were issued in 1993, approximately 300 deaths a year occurred in the U.S., most caused by poor atmospheric conditions within the confined space. Nearly 60% of the 300 annual fatalities involved the would-be rescuers. Therefore it is imperative for personnel to approach and deal with a confined space incident with caution, common sense, and the guidelines outlined here. A confined space is one which:
1) Is large enough so that an individual can bodily enter and perform work. 2) Has limited or restricted means for entry or exit. 3) Is not designed for continuous individual occupancy.
5.2.2 The tunnel operator shall assign the following units to any confined space rescue in the tunnel:
AAMT Fire Brigade Girdwood Fire Department Whittier Fire Department/EMS Anchorage Fire Department
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5.2.3 A Confined Space Rescue Permit is required if there is a possibility a confined space:
1) Contains or has a known potential to contain a hazardous atmosphere or; 2) Contains a material with the potential for engulfment of an entrant (i.e. sand, coal) or; 3) Has an internal configuration such that an entrant could be trapped or asphyxiated by inwardly converging walls, or a floor which slopes downward and tapers to a smaller cross-section; (i.e. hopper) or; 4) Contains any other recognized serious safety or health hazard.
5.2.4 Always conduct an assessment of conditions:
1) DO NOT enter the confined space in haste (breaking the plane in the opening considered entry). This is what gets most rescuers in trouble. 2) Think Ventilation. Remember, most confined space hazards are related to poor atmospheric conditions. 3) Determine how many victims there are. 4) Identify whether or not the space is a Permit Required or Non-Permit Space. Use the Confined Space Rescue Permit to aid in classifying the space. 5) When testing the atmospheric conditions of the space, test first for oxygen levels, then LEL's, then for other toxic gases. 6) Determine what additional resources are needed and call for them.
5.3 OPERATIONAL PROCEDURES
5.3.1 Non-Permit Spaces - If it is determined that the confined space is a non- permit space, proceed with caution in performing the rescue.
5.3.2 Permit Required Spaces – Fire Brigade personnel are not to enter permit required confined spaces. The following explanation of permit-required spaces is provided to ensure that personnel are aware of the needs of assisting agencies.
5.3.2.1 Use and completion of the Confined Space Rescue Permit is mandatory per OSHA regulations prior to entry. This permit was intentionally written to provide a basic Standard Operating Guideline for use in the field. Use the Permit as both a guide and checklist to walk you through the procedures necessary to safely and effectively handle a permit required confined space incident.
5.3.2.2 Before the Permit is completed, a supervisor must be selected. The supervisor signs the permit to authorize entry after the space is made
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safe for rescuers to enter and after the permit is completed.
5.4 CONFINED SPACE PERMIT PROCEDURES
5.4.1 Review Confined Space Pre-Incident Plan if available. The confined space permit form should be completed and located in the ICS clipboards of the AFD units that will be responding to an incident.
5.4.2 Obtain Victim Information - Determine how many, how long, their specific location inside the confined space, and if possible, whether the victims are viable. Also try to determine whether or not the victim(s) are wearing supplied air respirators.
5.4.3 Identify Confined Space Hazards:
a) Determine if atmospheric hazards exist. It is mandatory to test for oxygen levels, LEL's, and other toxins in that order. The most common hazards include low oxygen levels, high carbon monoxide levels, methane, or hydrogen sulfide. b) Testing for atmospheric hazards should ideally be performed at several locations and/or levels in the confined space. c) Identify other known or potential physical hazards.
5.4.4 Prepare for Entry:
a) Preparing for entry is comprised of two parts:
1. Making the confined space safe for entry (isolate from hazards). 2. Preparing personnel for entry.
5.4.5 Isolation Methods
a) Atmospheric Testing: To be performed before entry and by rescuers after entry is made. A record of atmospheric readings must be maintained on the log of the Confined Space Permit, before and during the rescue. The amount of time between recordings should be every 5 to 10 minutes. b) Ventilation c) Lockout/Tagout d) Blinding: Refers to placing a steel plate over the end of a pipe that could potentially allow product to enter the confined space. We would not place a steel plate over a pipe end, but this should be used as a reminder to make sure that valves are closed. e) Disconnect any potential machinery that might cause entanglement or injury. f) Barriers/Surrounding Area: Horizontal openings of confined spaces
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must be barricaded or taped off so that no one inadvertently falls through the opening.
5.4.6 Select Personnel
a) Rescue Team (Entrants): If size of confined space allows, select two entrants. Note that the Supervisor can be an entrant. b) Back-up Rescue Team: For each primary rescuer there needs to be a back-up rescuer. The back-up rescuers are equipped the same as the rescuers and remain on stand-by near the entry while the rescuers are inside. c) Attendant: The attendant monitors the entry to the confined space and keeps in contact with the rescuers.
5.4.7 Identify Equipment Needed
a) Respiratory Protection - Mandatory if potentially hazardous atmosphere exists. b) FaIl Protection - Mandatory if over 5 feet. Use tri-pods if needed. c) Lifelines - Use is mandatory. Use with full body harnesses. OSHA requires use of non-entry rescue techniques for our own rescuers, if feasible. d) Atmospheric Monitors - Use is mandatory if potential hazardous atmosphere exists. e) Communication Equipment - A means of communication between entrants and attendant is mandatory. In a non-explosive atmosphere, use of standard portables is acceptable. In a potentially explosive atmosphere, use the intrinsically safe radios. f) Lighting - Use intrinsically safe lights if atmosphere is potentially explosive. g) Helmet/gloves: Use lightweight hard hat type helmets from high angle gear. h) Spark proof tools: Located on AAMT Engine 1,2, and on state Haz-Mat Unit; use in a potentially explosive atmosphere. i) Victim removal devices: Anklets, wristlets, harnesses, and SKEDS. j) De-con equipment: When necessary. k) Encapsulating suits: When needed for a toxin that is present in the confined space. If this were the case, only members of the state Haz- Mat team would make entry.
5.4.8 Personnel Awareness
a) Pre-entry briefing - On location/condition of victims, hazards that exist in space. b) Time of Rescue Team Entry - To be recorded by attendant to monitor fatigue level of rescuers as well as air supply levels.
42 Anton Anderson Memorial Tunnel Section 300 Safety Operations c) Atmospheric Testing Entry - Maintain a log of atmospheric readings every 5 to 10 minutes. d) Authorization - Before entry is made, the supervisor must sign-of indicates that all the necessary steps have been taken to make for a safe entry. After the incident, the Permit needs to be filed and kept on record for one year.
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PPI 300-6.0 SUBSTANCE ABUSE
6 SUBSTANCE ABUSE PROGRAM
6.1 POLICY
6.1.1 It is the policy of the AAMT Fire Department to maintain a drug and alcohol free workplace.
6.2 PROCEDURE
6.2.1 Drug and Alcohol Testing
6.2.1.1 Personnel will be tested for alcohol and illegal drug use under the following circumstances:
1) At Hire 2) For cause 3) Post Accident
6.2.1.2 Random testing may be instituted at the discretion of supervisors.
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PPI 300-7.0 AIR RESOURCES
7 AIR RESOURCE OPERATIONS
7.1 POLICY
7.1.1 This Policy, Procedure, and Instruction (PPI) establishes the means for handling, maintenance, and use of airpacks, air masks, air bottles, personal alert devices, air purifying respirators, and breathing air compressor systems.
7.1.2 Recognizing that the use of self-contained breathing apparatus is vital to the safety of fire personnel in the performance of their duties. It is the policy of the AAMT Fire Department to provide for the professional, orderly, and consistent care of airpacks, air masks, air bottles, personal alert devices, air purifying respirators, and breathing air quality.
7.2 PROCEDURE
7.2.1 Three (3) airpacks and air masks will be assigned to each fire apparatus. In addition, four (4) airpacks and air masks will be located in the Bear Valley Portal Building’s apparatus bay. One (1)-hour airpacks and composite bottles shall be used and each air pack shall have an integrated personal alert device attached.
7.2.2 All airpacks shall have an annual test/maintenance check, with any required maintenance (i.e. rebuild or repair) accomplished according to the manufacturer's recommendations. Secorp Industries will initiate the exchange of airpacks with loaners on a rotating basis in order to perform annual maintenance.
1) Air masks will be fit-tested and inspected annually. 2) Personal alert devices will be checked for dB level during annual airpack maintenance and after any problem occurring with the device. 3) Air bottles shall be hydrostatically tested according to DOT regulations.
7.2.3 Airpacks and masks shall be maintained in a clean operational condition and shall be checked weekly and after each use according to the SCBA Cleaning, Inspecting, and Field Testing instructions, which shall be posted in a prominent place in the Portal apparatus bays.
7.2.4 Each personal alert device shall be checked weekly for proper operation according to the manufacturer's instructions.
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7.2.5 Monthly airpack and mask checks shall be performed according to the SCBA Cleaning, Inspecting, and Field Test instructions.
7.2.6 Air bottles shall be maintained in a clean and serviceable condition. Air pressure in bottles being carried on apparatus shall be checked daily. All bottles with less than 4050 psi shall be removed from service for refilling.
7.2.7 All air bottles shall have DOT numbers and the date of last hydrostatic test either stamped on the neck of the bottle or printed on a sticker below the bottle label.
7.2.8 Maintenance requests shall be made in writing to the shift supervisor.
7.2.9 When an airpack, mask, or personal alert device is to be sent in for repair, a loaner from Secorp Industries is exchanged for the duration of the service.
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APPENDIX A: EXPOSURE CONTROL PLAN FOR BLOOD BORNE PATHOGENS
8 BLOOD BORNE PATHOGENS EXPOSURE CONTROL PLAN
8.1 INTRODUCTION
8.1.1 The purpose of this policy is to establish safe handling procedures for infectious materials so as to prevent the spread of disease to personnel.
8.2 ROUTES OF INFECTION:
8.2.1 Several routes may spread infection. The actual occurrence of an infection depends on; the virulence of the infecting agent, the susceptibility of the host, and the dose received. Potential routes of infection are:
1) Airborne - Droplets and aerosols may be formed by sneezing.
2) Ingestion - May occur by failure to wash hands after handling specimens, or eating, drinking, or smoking.
3) Direct Inoculation - Scratches, needles and broken glass can result in direct inoculation.
4) Skin Contact - Some virulent organisms can enter through small cuts or scratches, or through the conjunctiva of the eye.
8.3 HANDLING SPECIMENS
1) Place infectious waste in “Biohazard” bag and seal tightly. Dispose of appropriately.
2) Wear gloves when handling potentially infectious materials afterwards.
3) Dispose of the absorbent and contaminated material in double plastic “Biohazard” bags.
4) The spill area should be thoroughly washed with a disinfectant soap or 10% bleach solution.
8.4 EXPOSURE INVESTIGATION / EVALUATION
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8.4.1 Accidents must be documented and reported in detail. The exposure determination should be made without regard to the use of personal protection. The report must include the following:
1) The source patient(s) (of the incident) will be notified to obtain consent to collect and test the source(s) blood for determination of the presence of HIV and/or HBV infection.
2) The exposed individual will be offered a blood test, after the exposure incident for determination of HIV and or HBV status.
3) Repeat HIV testing will be offered to exposed personnel six weeks post- exposure and periodically thereafter (12 weeks and six months after exposure).
4) Post-exposure follow-up will include:
a) Counseling b) Medical evaluation of any unreported illness that occurs within twelve weeks post-exposure. c) Use of safe and effective post-exposure measures.
8.5 DOCUMENTATION
8.5.1 Should an individual have contact with blood or other potentially infectious fluid due to non-compliance of the facilities standard operating procedures, documentation will be made pertaining to the circumstances of non- compliance and disciplinary action taken.
8.5.2 The health care professional will be provided a copy of the OSHA Standard, a description of the exposed individual’s duties as they relate to the exposure, documentation of the route of exposure, and circumstances under which the exposure occurred, results of the source individuals blood test if available, and all medical records relevant including vaccination status.
8.5.3 The AAMT Fire Department shall obtain and provide the individual with a copy of the evaluating health care professional’s written opinion within 15 days of the completion of the valuation.
8.5.4 The health care professional’s written opinion for Hepatitis B vaccination shall be limited to whether Hepatitis B vaccination is indicated for an individual and if the individual has received such vaccination.
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8.5.5 The health care professional’s written opinion for post-exposure, evaluation and follow-up shall be limited to the following:
1) The individual has been informed of the results of evaluation and the individual has been told about any medical conditions resulting from exposure to blood or other potentially infectious material, which require further evaluation or treatment.
2) All other findings of the health care professional shall remain confidential and not be provided to the AAMT Fire Department.
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APPENDIX A MEMBER ACCOUNTABILITY ROLL CALL (MARC)
00:00 INCIDENT COMMANDER STARTS CLOCK AT ARRIVAL/SIZE-UP 0
INCIDENT COMMANDER ALERTS ALL PERSONNEL OF A MARC 00:20 PERSONNEL REPORT THE MARC TO THE OPERATIONS OFFICER
00:22 OPERATIONS OFFICER REPORTS ROLL CALL STATUS TO INCIDENT COMMANDER
50 RFP # 2520H023 - SOS APPENDIX F ANTON ANDERSON MEMORIAL TUNNEL SITE SECURITY MANUAL
09-1-11
Approved by: Peter Malecha Prepared by: Jeff Nelson and Lauren Roberts SITE SECURITY MANUAL
INTRODUCTION ...... 2 1.0 BRIEF HISTORY ...... 2 2.0 BUILDINGS & GROUNDS ...... 3 2.1 Tunnel Control Center (TCC) ...... 3 2.2 Tollbooths ...... 3 2.3 Public Restrooms ...... 3 2.4 Alaska Department of Transportation (ADOT) Warm Storage ...... 3 2.5 Tunnel Portals ...... 4 2.6 Anton Anderson Memorial Tunnel (AAMT) ...... 4 2.8 Portage Lake Tunnel (PLT) ...... 4 2.9 Petroleum Oil Lubricants Tunnel (POL) ...... 5 2.10 Grounds ...... 5 3.0 TRAFFIC CONTROL DEVICES ...... 5 3.1 Entrance and Exit Lane Gates ...... 5 3.2 Staging Area Gates ...... 5 3.3 Portal Doors ...... 5 4.0 SURVIELANCE/DETECTION DEVICES ...... 5 4.1 Video Cameras ...... 6 4.2 Vehicle Loop Detectors ...... 6 4.3 Radar Traffic Monitoring System ...... 6 4.4 Fire Alarm System ...... 6 4.5 Law Enforcement ...... 6 5.0 COMMUNICATIONS ...... 6 5.1 Radios ...... 6 5.2 Telephones ...... 7 5.3 Internet ...... 7 5.4 Public Address System (PA) ...... 7 5.5 Driver Information Sign ...... 7 6.0 UTILITIES ...... 7 6.1 Electricity ...... 7 6.2 Natural Gas ...... 7 6.3 Diesel Fuel ...... 8 6.4 Water ...... 8 7.0 SAFETY/SECURITY PROCEDURES ...... 8 7.1 Tunnel Surveillance Control System (TSCS) ...... 8 7.2 Alaska Rail Road Corporation (ARRC) Dispatch ...... 8 7.3 Safety Briefings ...... 8 7.4 Incident Documentation ...... 9 7.5 Track Violations / Trespassers ...... 9
2011 TSNA-TI ANTON ANDERSON MEMORIAL TUNNEL Page 1
SITE SECURITY MANUAL
INTRODUCTION
This manual provides an overview of the site’s physical security, equipment, operations and security procedures.
1.0 BRIEF HISTORY
Tunnel History - The tunnel was completed in 1943 as a single bore railroad tunnel. The Chief Engineer on the project was Anton Anderson who worked for the Army Corp of Engineers. Interestingly enough, even with 1943 technology the tunnel was simultaneously bored from both sides. Mr. Anderson evidently was knowledgeable in his field since the tunnels met with less than a 6” error in the middle.
Whittier Access Project - In 1999-2000 the tunnel received some fresh interest and a substantial amount of funding and the 85 million dollar remodel began. The project was a number of engineering firsts and received numerous awards for design. Vehicle access was provided to Whittier for the first time since its founding.
Dual Use Tunnel – Transfield Services North America (TSNA) provides operations and maintenance services at AAMT which is North America’s longest highway tunnel at some 4185 meters. It is 1200 meters longer than the next longest tunnel, the LBJ tunnel in Texas. AAMT is also unique in that it is a dual use single bore tunnel with both vehicles and trains traversing the tunnel. About 75% of the heavy goods that come into Alaska arrive at Whittier (Including about 80% of the hazardous materials imports) and are transported through AAMT.
2011 TSNA-TI ANTON ANDERSON MEMORIAL TUNNEL Page 2
SITE SECURITY MANUAL
2.0 BUILDINGS & GROUNDS
2.1 Tunnel Control Center (TCC)
The TCC is a key access controlled building. Visitors are screened by the Tunnel Operator utilizing closed circuit television (CCTV) cameras prior to being permitted inside. If identification is in doubt, the visitor can be interviewed through the Lane 1 tollbooth window. Tollbooth 1 is located inside the TCC building. The building has two steel man doors with steel frames set in concrete. The building also has four steel sectional overhead rolling doors with electric powered openers. All doors are windowless except for a peephole in the main entrance door. An interior door between the garage and the office is of the same construction and can be locked to provide security when the overhead garage doors are open. The door locks are all double cylinder type. The building is security swept twice per day during opening and closing rounds. Fire detectors, fire alarm pull stations, fire extinguishers and telephones are present. The parking lot adjacent to the TCC and the building exterior are monitored by the Tunnel Operator using CCTV.
2.2 Tollbooths
Tollbooths 2 & 3 are free standing buildings protected by reinforced concrete barriers. They have steel doors with wire reinforced windows set in steel frames. The door locks are of the double cylinder type. The tollbooths are equipped with panic alarm buttons which trigger an audible alarm inside the TCC alerting the Tunnel Operator of a possible incident in progress. In addition to the exterior CCTV cameras, the tollbooths each have an interior camera looking out of the booth at the current customer. These cameras are monitored by the Tunnel Operator and recorded by the digital video recorder (DVR) system.
2.3 Public Restrooms
Public restrooms are located in a separate building. Fire detectors, fire alarm pull stations and fire extinguishers are present. The building is security swept twice per day during opening and closing rounds as well as random sweeps during the day. The restrooms have a 15 minute parking area for up to 10 vehicles. The exterior of the building and parking areas are monitored by the Tunnel Operator using CCTV.
2.4 Alaska Department of Transportation (ADOT) Warm Storage
The Alaska Department of Transportation (ADOT) warm storage building houses the ADOT Facility Manager’s office, ADOT front end loader, ADOT motor grader, along with various portable maintenance equipment and maintenance facilities. The building has three steel man doors, one of which has a wire mesh reinforced window, constructed with steel frames. The building also has two steel sectional overhead rolling doors with electric powered openers. The door locks are all double cylinder type. Several fire extinguishers
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2.5 Tunnel Portals
The tunnel portal buildings are located at the entrance of each end of the tunnel. Each of the portal buildings house heating and ventilation equipment, electrical distribution equipment plus an emergency generator, fire engine, and emergency response motorcycles. The Whittier portal also houses an ADOT front end loader. Fire detectors, fire alarm pull stations, fire extinguishers and telephones are present. The buildings have two steel man doors and a 2-leaf service door with steel frames set in concrete. The buildings also have steel sectional overhead rolling doors with electric powered openers. The building is security swept twice per day during opening and closing rounds as well as random sweeps during the day. The exterior of the buildings are monitored by the Tunnel Operator using CCTV.
2.6 Anton Anderson Memorial Tunnel (AAMT)
The AAMT has fire alarm pull stations, fire extinguishers, and emergency telephones every 300 feet. Eight emergency safe houses are also spaced throughout the tunnel 1600 feet apart. A three foot wide sidewalk is for emergency use only and runs the entire length of the tunnel. The tunnel is monitored by the Tunnel Operator using CCTV, carbon monoxide detectors, vehicle loop detectors and radar.
2.61 Safe Houses
Safe houses are set up to temporarily house up to 55 people for the duration of a fire emergency. They have two fire rated steel doors equipped with ingress panic bars with steel frames set in concrete block. Doors are not locked, but the tunnel operator receives notification of any opening of the doors. The safe houses are equipped with public address systems (PA), emergency telephones, fire alarm pull stations, portable and wheeled fire extinguishers, fire detectors, drinking water, first aid supplies, blankets and chemical toilets. Safe houses are constructed with a pullout lane to allow vehicles to stop at the safe house out of the normal flow of traffic. Safe house pullouts have vehicle loop detectors that notify the Tunnel Operator when a vehicle is present. During an emergency, fresh air heated to at least 50°F is supplied to each safe house. Safe house entrances and pullouts are monitored by the Tunnel Operator using CCTV.
2.8 Portage Lake Tunnel (PLT)
The Portage Lake Tunnel is a standard two lane vehicular highway tunnel located 1 kilometer west of the Tunnel Control Center along Portage Highway. It is independent of AAMT and is not monitored by the Tunnel Control System or CCTV systems. There are two emergency phones that will automatically ring to the remote alarm monitoring company via the public utility phone network.
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2.9 Petroleum Oil Lubricants Tunnel (POL)
The Petroleum Oil Lubricants tunnel is a privately owned utility tunnel containing natural gas, telecommunications, and electrical utility infrastructure. The entrances are located approximately 200 feet north of the AAMT portals and the tunnel runs adjacent to the AAMT. Due to heavy vegetation, only the vicinity of the POL entrances can be monitored by the Tunnel Operator using CCTV cameras, however, they are not actively monitored or security swept.
2.10 Grounds
ADOT and Alaska Railroad (ARRC) clear cut and mow areas along the facilities perimeter and railroad tracks. ARRC posts no trespassing signs along the railroad tracks. Secure areas of the site are posted with Authorized Personnel Only signs and are monitored by the Tunnel Operator using CCTV.
Staging areas, parking areas and buildings are illuminated by pole mounted street lights and are monitored by the Tunnel Operator using CCTV.
3.0 TRAFFIC CONTROL DEVICES
3.1 Entrance and Exit Lane Gates
Railroad style powered crossing gates control entrance and exit lanes to and from AAMT. The gates are controlled by the Tunnel Operator via the Tunnel Control System (TCS) and are monitored by the Tunnel Operator using CCTV.
3.2 Staging Area Gates
Steel gates block the access road to the Bear Valley Staging Area and the Whittier Staging Area and are secured via padlock.
3.3 Portal Doors
Vertically telescoping steel doors located at each portal control access to AAMT. The Tunnel Operator typically operates the portal doors using the TCS. During train operations, the ARRC dispatcher controls the doors via a Train Signaling System (TSS) interface to the TCS. Additionally, the portal doors can be controlled locally by using the manual control station adjacent to the doors. When traffic operations have ceased for the day, the portal doors are closed and the TCS secured to prevent unauthorized entry into the tunnel. The portal doors are monitored by the Tunnel Operator using CCTV.
4.0 SURVIELANCE/DETECTION DEVICES
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4.1 Video Cameras
There are 58 video cameras linked to and monitored from the TCC’s control panel, including 45 fixed focus and 13 pan, tilt and zoom cameras, 3 of which are dome style. All cameras are monitored by the Tunnel Operator while the facility is open and are recorded by a digital video recording (DVR) system 24 hours a day. Video is archived for approximately 30 days.
4.2 Vehicle Loop Detectors
Tollbooth lanes and safe house pullouts are equipped with Vehicle Loop Detectors.
4.3 Radar Traffic Monitoring System
Vehicle traffic within AAMT is monitored by the Radar Traffic Management System (RTMS). The RTMS counts and monitors location and speed of vehicles in the tunnel and alerts the Tunnel Operator if a vehicle slow down or stoppage is detected.
4.4 Fire Alarm System
An automatic fire detection and alarm system operates within the TCC, both portal buildings, and each safe house. Each location has an independent alarm panel which is continuously monitored via redundant phone lines by a remote alarm monitoring company. In the event of a fire or system trouble, the alarm panel automatically notifies the alarm company, who in turn notifies the Tunnel Operator during normal operating hours or key personnel when the facility is closed.
4.5 Law Enforcement
During the months of May – September, the Whittier Police Department is contracted to provide at least one officer at the facility for a minimum of 9 hours per day. During the remainder of the year, Whittier PD is randomly on site and available for assistance at all times via telephone or radio.
5.0 COMMUNICATIONS
5.1 Radios
The site has 2 base station mounted mobile radios at the Tunnel Operator’s workstation in the TCC including 1 ALMR equipped radio and 1 VHF radio. TSNA vehicles are equipped with mobile VHF radios and employees are assigned portable VHF radios. The AAMT Fire Department Chief is assigned an ALMR mobile radio. The Bear Valley Fire Engine is equipped with a portable ALMR radio.
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5.2 Telephones
A PBX phone system supplied by two dedicated phone lines is located in the TCC. The PBX controls all incoming and outgoing telephone traffic throughout the facility buildings, tunnel and safe houses. There is a direct dial dedicated phone line for communication with the Alaska Railroad located at the Tunnel Operator’s workstation which bypasses the PBX.
5.3 Internet
Internet access is available through a Digital Subscriber Line (DSL) provided by the telephone utility. Computers access the internet through a local area network utilizing a secure logon procedure.
5.4 Public Address System (PA)
Safe houses are equipped with PA systems controlled from the TCC to allow the Tunnel Operator to broadcast informational messages to safe house occupants.
5.5 Driver Information Sign
The Driver Information Signs located in the front of each staging area, are to assist the Tunnel Operator in broadcasting informational messages to drivers waiting to use the tunnel. These messages can post pre-defined or custom messages.
6.0 UTILITIES
6.1 Electricity
Chugach Electric Association provides electrical power through three main electrical service feeds at the facility: Portage Lake Tunnel, Bear Valley Portal & TCC, and Whittier Portal. ADOT Warm Storage is fed from the Bear Valley Portal. The Bear Valley Public Restrooms are fed from the TCC. The TCC, Whittier Portal and Bear Valley Portal each have main electrical breakers located within the electrical rooms at each location. In the event of a power failure, electricity is provided by standby generators at each portal. The tunnel can be operated minimally on generator power for approximately fifty-six hours before having to refuel the generators.
6.2 Natural Gas
Natural Gas is provided by Enstar and shut off valves can be monitored by the Tunnel Operator using CCTV. There are five natural gas shut off valves on the facility; Portage Lake Tunnel, Tunnel Control Center, Bear Valley Public Restrooms, Bear Valley Portal and Whittier Portal.
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6.3 Diesel Fuel
There are two 1000 gallon above ground diesel storage tanks on site. The first is located between the Bear Valley Public Restrooms and ADOT Warm Storage and the second is located just south of the Bear Valley Portal. Each Tank is padlocked and can be monitored by the Tunnel Operator using CCTV.
6.4 Water
Water to the site is provided by three wells. The first provides potable water to the TCC and to the Bear Valley Public Restrooms. The well head is located outside the TCC in the tollbooth #3 traffic lane. The other two wells are located at the Bear Valley Portal. One on the north side, which feeds the tunnel drainage system. The other located on the south side, which supplies the emergency fire water storage supply.
7.0 SAFETY/SECURITY PROCEDURES
7.1 Tunnel Surveillance Control System (TSCS)
The TSCS is a password protected interactive computer-based system that monitors all tunnel activities and assists the Tunnel Operator in controlling traffic. When traffic control and detection devices throughout the facility enter an alarmed state, the Tunnel Operator is alerted by audible and visible alarms. Alarms are monitored by the TSCS and will remain in active dialogue boxes until they are acknowledged. Each alarm is recorded by date, time and type of event and logged in the TSCS databases Event Log. All alarms are verified by the Tunnel Operator via the CCTV system.
7.2 Alaska Rail Road Corporation (ARRC) Dispatch
At the beginning of each work shift the tunnel operator contacts the ARRC Dispatcher to request use of the tunnel. With this request granted all authority and control of the tunnel is released to the tunnel operator. In order for ARRC to run passenger or freight trains the authority and control of the tunnel is released back to the ARRC Dispatcher. At this time while in “Train Mode” the Tunnel Operator only has control of cameras and jet fans. If at any time a traffic gate arm is moved, the TSCS sounds an alarm, an alarm dialog appears stating the error and the rail derail switch is activated.
7.3 Safety Briefings
All visitors and contractors are given a safety briefing before working on or visiting the site. This includes radio protocols, on-site travel, train activity and areas of responsibility. Safety equipment will be issued if necessary. All personnel on-site are required to follow Transfield Services Mandatory Safety Rules. All on-site movement is coordinated by the tunnel operator. Radio and key sign out logs are maintained in the TCC.
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7.4 Incident Documentation
All safety and security incidents are documented by the Tunnel Operator in a written incident report. An incident package will be created prior to the completion of the Tunnel Operator’s shift which includes the incident report along with any available video recordings and/or photographs. Upon completion of a final review & approval by the shift supervisor, the incident package is submitted to the ADOT Tunnel Manager.
7.5 Track Violations / Trespassers
All track violations and/or trespassers are accurately logged and if possible recorded on CCTV. ARRC Dispatch shall be notified as well as all relevant law enforcement agencies.
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RFP #2520H023 - S0S APPENDIX G TOLL COLLECTOR MANUAL
3-24-06
Approved by: Keller Laging Prepared by: Lauren Roberts Date 3-24-06
INTRODUCTION ...... 3 1.0 Brief History ...... 4 2.0 VEHICLE CLASSIFICATIONS ...... 5 2.1 Class A Vehicle...... 5 2.2 Class B1 Vehicle ...... 7 2.3 Class B2 Vehicle ...... 9 2.4 Class C Vehicle ...... 15 2.5 Class D Vehicle...... 16 2.6 Class E Vehicle (Oversize) ...... 16 2.7 Wide Load and Oversize Vehicles ...... 17 2.8 Class F Vehicle (Non- Revenue) ...... 18 2.9 Class G Vehicle...... 18 2.10 AKDOT Vehicle Class and Rates ...... 19 3.0 THE TOLL COLLECTION SYSTEM ...... 20 3.1 Toll Collection Equipment ...... 20 3.2 Main Classification Screen ...... 22 3.3 Opening and Closing a Lane ...... 24 4.0 VEHICLE SAFETY AND REQUIRED TOLL QUESTIONS ...... 28 4.1 Motorcycle Safety ...... 30 5.0 PROCESSING TRANSACTIONS ...... 31 5.1 Cash and Check Transactions ...... 31 5.2 Credit Card Transactions ...... 34 5.3 Coupon Book and Season Pass Sales...... 39 5.4 Processing a Coupon or Season Pass ...... 41 5.5 Prepaid Card Transactions ...... 42 5.6 Phone Order Transactions ...... 44 5.7 No Funds Transactions (Unusual Occurrences) ...... 45 5.8 Non-Revenue Card Transaction ...... 46 5.9 Voucher Transactions ...... 47 5.10 Voucher or Cash Refunds ...... 48 5.11 Violations ...... 48 6.0 OVERVIEW OF PAYMENT PROCESSING PROCEDURES ...... 50 6.1 Cash...... 50 6.2 Checks ...... 50 6.3 Direct Credit...... 50 6.4 Coupons with Bar Code ...... 50 6.5 Coupons with No Bar Code ...... 51 6.6 Season Passes ...... 51 6.7 Prepaid Card...... 51 6.8 Voucher ...... 51 6.9 Coupon Book Sale ...... 51 6.10 Receipts ...... 51 6.13 Refunds or Cash Vouchers...... 52 7.0 ROBBERY PROCEDURES ...... 53 8.0 TOLL COLLECTOR OPENING AND CLOSING PROCEDURES ...... 54 8.1 Summer Toll Collector Opening Procedures ...... 54 8.2 Summer A.M. Closing Procedures ...... 54 1 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL 8.3 P.M. Summer Closing Procedures ...... 54 8.4 Winter Toll Collector Opening Procedures ...... 55 8.5 Winter Closing Procedures ...... 56 8.6 Cash Out Procedure ...... 57 9.0 POLICIES ...... 59
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INTRODUCTION
The most important part of your job is to be a good Ambassador for the State of Alaska and the Anton Anderson Memorial Tunnel. The people using this tunnel are paying your salary and must be treated courteously and professionally. A friendly attitude goes a long way in making this a fun and rewarding job.
The collection of tolls and handling of cash requires a high standard of personal honesty and diligence. Most people quickly learn to trust their co-workers and often make the mistake of not following procedure when handling money. The worst mistake you can make is to lose track accounting for funds you, a co-worker, your supervisor, and the company is responsible for. Even a small discrepancy can cast doubt and suspicion.
These procedures are designed to assist you and your co-worker in recording vehicle transactions as well as cash management. These are a vital part of your responsibilities as a toll collector. By following these procedures, your cash, coupons, checks, credit card transactions, refunds, and vehicle count will balance.
This manual describes the toll collection procedures, equipment operations that you will use during your shift as a toll collector, the processing of transactions through the tollbooth lane, and balancing the cash drawer at the end of your shift.
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1.0 Brief History
Tunnel History - The tunnel was completed in 1943 as a single bore railroad tunnel. The Chief Engineer on the project was Anton Anderson who worked for the Army Corp of Engineers. Interestingly enough, even with 1943 technology the tunnel was simultaneously bored from both sides. Mr. Anderson evidently knew his stuff, since the tunnels met with less than a 6” error in the middle.
Dual use tunnel - VMS manages North America’s longest highway tunnel at some 4185 meters. It is 1200 meters longer than the next longest tunnel, which is the LBJ tunnel in Texas. We are also unique in the fact that this is a multi use single bore tunnel. Vehicles and trains traverse the tunnel. About 75% of the heavy goods that come into Alaska arrive at Whittier. The ARRC maintains a rail yard that provides a substantial number of jobs for the town. Since the 2000 remodel, there is a growing tourism influence as well.
Whittier Access Project - In 1999-2000 the tunnel received some fresh interest and a substantial amount of funding and the 85 million dollar remodel began. The project was a number of engineering firsts and received numerous awards for design. Vehicle access was provided to Whittier for the first time since it’s founding.
VMS involvement at the Project - Due to the remote nature of the project and its unique features, our client searched for an accomplished company to manage maintenance and operations at the tunnel. We provide to our client a multifaceted service of Operations, Maintenance, Emergency Response, and Security.
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2.0 VEHICLE CLASSIFICATIONS
The State of Alaska has established tolls for vehicle passage through the tunnel. The revenue received from these vehicle tolls help to offset the expenses of building and maintaining the tunnel. The State of Alaska has divided these vehicle tolls into eight different classifications; the following section describes these classifications.
2.1 Class A Vehicle
Passenger vehicles not pulling trailers
Trucks (pickup trucks) with a gross vehicle weight (GVWR) of less than 12,000 lbs, not pulling trailers. A placard in the crease of the inside drivers side door usually will show the vehicles Gross Vehicle Weight (GVWR). The GVWR is the combination of the vehicle’s weight and the weight of the cargo it can carry.
All stretch limousines, regardless of passenger count and weight.
Recreational vehicles less than 28 feet, not pulling trailers
Extended vans that can carry less than 9 people, including the driver (This is based on the total seating capacity of the vehicle).
Motorcycles and motorcycles pulling trailers
The following are examples of a Class A vehicles.
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This box van is a class A, after checking gross vehicle weight (GVWR) it is 6100lbs.
2.2 Class B1 Vehicle
Passenger vehicles pulling trailers, that are no more than 8.5 ft wide, or 14 ft high and the total combined length can not be more than 75 ft
Recreational vehicles less than 28 feet long pulling trailers.
A Truck that has a GVWR less than 12,000 lbs. pulling a trailer.
Recreational vehicles 28 feet or greater and not pulling trailers.
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Class B1 Vehicles
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This boat cannot be more than 8.5 ft wide or more than 14 feet high to be in the B1 class.
2.3 Class B2 Vehicle
Recreational vehicles 28 feet long and greater and pulling trailers
Vans and Buses designed to carry 9 or more, but less than 30 people, including the driver. (Whether the people are present or not)
Passenger vehicles pulling boat trailers more than 8.5 feet wide but not more than 10 feet wide and not more than 14 feet tall and total combined length of under 75 feet. This vehicle must possess a permit and must display the appropriate markers required by the permit. All permits must be copied and given to the tunnel operator before access through the tunnel is granted.
Trucks with no more than 2 axles pulling trailers, excluding truck-tractor combinations.
Trucks with a gross vehicle weight (GVWR) of 12,000 pounds or more, no more than three axles, not pulling trailers. (A placard in the crease of the inside drivers side door usually will show the vehicles Gross Vehicle Weight (GVWR).
9 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL A gross vehicle weight rating (GVWR) is the maximum allowable total weight of a road vehicle or trailer that is loaded, including the weight of the vehicle itself plus fuel, passengers, cargo, and trailer tongue weight
Most U.S. cars have a placard (sticker) with this information. It is located typically either in the driver's side door or doorframe, owners manual, or also may be present on another sticker immediately under the hood near the radiator, although that sticker more typically contains information about the size of the motor, various fluid capacities, etc.
Most U.S. commercial trucks (especially semi-trailer trucks and dump trucks) are required by licensing authorities to have this information printed on the outside of the vehicle and for it to be clearly visible from a specified distance. Many do so by painting these numbers in a large font on the driver's side of the truck near the door.
Gross weight is often confused with curb weight, which represents the weight of the vehicle with no passengers or cargo. The difference between gross weight and curb weight is the total passenger and cargo weight capacity of the vehicle. For example, a pickup truck with a curb weight of 2000 pounds might have a cargo capacity of 3000 pounds, meaning it can have a gross weight of 5000 pounds when fully loaded.
Other trailers cannot be more than 8.5 feet wide or 14 feet high or more than 75 feet in length in this class!
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These are examples of Class B2 vehicles
The AKS 004528 number is a good indication that this vehicle’s GVWR is over 12,000lbs.
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This dump truck’s GVWR is more than 12,000lbs,no more than 3 axles, and is not pulling a trailer.
12 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL Generally these pickups with modified beds will have a GVWR placard of 12,000 or more.
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Some vehicles will actually show the weight of the vehicle on the door panel
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2.4 Class C Vehicle
Buses or Motor Coaches designed to carry 30 or more people including the driver. The passenger limit in a vehicle is fifty-five people.
Example of a typical Class C vehicle
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2.5 Class D Vehicle
Trucks with a gross vehicle weight of 12, 000lbs or more, four or more axles, not pulling trailers Truck-tractor and trailer combinations.
Motor Vehicles, including any trailer and any load if they are more than 8.5 feet (excluding mirrors) but not more than 10 feet wide, not more than 14 feet high and the total combined length cannot exceed 75 feet in length (except as provided in B2 class). These vehicles must have an oversize permit and must display all permit required markings.
If the above trailers are more than 10ft wide and or more than 14ft high go to E CLASS
A typical Class D vehicle
2.6 Class E Vehicle (Oversize)
Motor Vehicles including any trailer and any load, if they are more than 10 feet wide, excluding mirrors, but not more than 11 feet wide or 14 feet high but not more than 15 feet high. Must have an oversize permit, required markings and a pilot car if required on the permit.
16 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL Any trailer more than 15 feet high or 11 feet wide or total combined length is more than 75 feet may not enter the tunnel!
2.7 Wide Load and Oversize Vehicles
Ensuring the safety of tunnel users is ADOT&PF’s top priority. The State of Alaska’s vehicle classification regulations and guide determines the size of vehicles that can safely pass through the tunnel. Some vehicles may be designated as “wide load” or “oversize”. These vehicles will be allowed to use the tunnel during special openings scheduled three to four times a week. Wide Load and Oversize vehicles must have a permit issued by the DOT permit office. To assist in determining the differences between Wide Load and Oversize vehicle classification, and the appropriate toll fee, the descriptions of each are provided as follows:
WIDE LOAD vehicles are those vehicles that dimensions are more than 8.5 feet wide, excluding mirrors, but not more than 10.0 feet wide and not more than 14.0 feet high. These vehicles should have a banner designating “wide load” and sometimes will even carry an “oversize” banner. These vehicles should be classified as a Class D vehicle and the toll fee is $125.
OVERSIZE vehicles are those vehicles whose dimensions are more than 10.0 feet wide, excluding mirrors, but not more than 11.0 feet wide; or 14.0 feet high, but not more than 15.0 feet high and not more than 75 feet long. These vehicles should have a banner designated “oversize” and they are always classified as a Class E vehicle and the toll fee is $300.
All large boats are to be measured for the height and width measurements.
As a large boat enters the lane, follow the procedures below:
1.) Verify the validity of the permit date, destination and 2.) Make 2 copies of the permit. One for the Tunnel operator and one to be filed with the Toll Collectors Daily paper work. 3.) Measure the actual height and width of the boat. 4.) Classify the vehicle and boat as follows:
Class E- Motor vehicles, including any trailer and any load, if they are more than 10.0 feet wide, excluding mirrors, but not more than 11.0 feet wide; and not more than 15.0 feet high and not more than 75 feet long.
5.) if the permit is in error, it is to be given immediately to the shift supervisor
6.) If there is an unacceptable permit, another copy must be given to the auditors.
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The following are examples of unacceptable permits: Permit Expired Destination not to Whittier Permit does not identify actual boat Width specified on permit is less than actual
If all permits and measurements are in alignment, the vehicle may travel through the tunnel only if all oversize requirements on the vehicle are met and clearly visible.
Vehicles exceeding the maximum vehicle size or weight identified for Class E vehicles will need to contact the Alaska Railroad at 265-2495 to make arrangements for transportation by train.
2.8 Class F Vehicle (Non- Revenue)
AKDOT has determined that certain vehicles are exempt from tolls. These vehicles fall under two catagories Class F and Non-Revenue. Vehicles that do not travel through the tunnel on a regular basis are classified under Class F, ie Law enforcement, Emergency vehicles and other vehicles as to be determined to be appropriate by the commissioner for the best interest of the state. Vehicles that have been determined by the commissioner in the best interest of the state, that travel thru the tunnel on a regular basis are classified as Non-Revenue and have specific numbers assigned to them. These vehicles are Alaska Rail Road Corporation (ARRC), United States Forestry Service (USFS), Alaska Department Of Transportation (AKDOT).
2.9 Class G Vehicle
All vehicles owned or operated by a government agency. This vehicle must have white government plates and be registered to the state of AK.
A vehicle owned or operated by a school district on official business.
A vehicle under contract with a school district and are on official business. This will require an official letter from the school district. It must be written on the school district’s letterhead, stating the official school business that they are on, and the type of vehicle, signed by the school principle.
Any personal vehicles on official school business, must have written approval by the commissioner of the state. This must be done prior to their travel through tunnel.
Do not be misled by license plates that say Exempt. This does not “exempt” them from tolls. They should be classified in their regular class.
18 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL *SEASONAL VEHICLE BOOK OF 10 BOOK OF 30 VEHICLE TYPE AND DESCRIPTION TOLL PASS CLASS TICKETS TICKETS
Passenger vehicles not pulling trailers
Motorcycles $100 $225 Class A Motorcycles pulling trailers $12 $550 ($10 per ticket) ($7.50 per ticket) Recreational vehicles less than 28 feet long not pulling trailers
Trucks with a gross weight less than 12,000 pounds not pulling trailers * Passenger vehicles pulling trailers, except as otherwise specified * Recreational vehicles less than 28 feet long pulling trailers, except as otherwise specified (Towed vehicles are considered as trailers) $175 $450 Class B1 Recreational vehicles 28 feet or greater not pulling trailers $20 $900 (17.50 per ticket) ($15.00 per ticket) * Trucks with a gross weight less than 12,000 pounds pulling trailers * Note: Trailers in this class cannot be more than 8.5 feet wide, or 14 feet high, the total combined length cannot be more than 75 feet * Passenger and recreational vehicles pulling trailers hauling boats more than 8.5 feet wide but not more than 10 feet wide, not more than 14 feet high, the total combined length cannot be more than 75 feet, possessing a permit and displaying all markers required by the permit Recreational vehicles 28 feet or greater pulling trailers
Vans and buses designed to carry more than nine but fewer 30 $300 $750 Class B2 $35 people including the driver ($30 per ticket) ($25 per ticket) Trucks with a gross weight 12,000 pounds or more, no more than three axles, not pulling trailers Trucks with a gross vehicle weight 12,000 pounds or more, no more than two axles, pulling trailers, excluding truck-tractors pulling trailers * Copies of permits must be provided to the tunnel operator before access will be granted $1,150 $2,700 - Class C Buses designed to carry 30 or more people including the driver $125 ($115 per ticket) ($90 per ticket) Trucks with a gross vehicle weight 12,000 pounds or more, four or more axles, not pulling trailers Trucks with a gross vehicle weight 12,000 pounds or more, three - or more axles, pulling trailers
Truck-tractor and trailer combinations * Motor vehicles, including any trailer with any load, more than 8.5 $1,150 $2,700 Class D feet wide, excluding mirrors, but not more than 10 feet wide, not $125 more than 14 feet high, the total combined length cannot be more ($115 per ticket) ($90 per ticket) than 75 feet, except as specified in Class B2. Vehicles must possess a permit and display all markers as required by the permit Motor vehicles not otherwise classified in this section and not prohibited by 17 AAC 38.035 * Copies of permits must be provided to the tunnel operator before access will be granted * Motor vehicles, including any trailer and any load, more than 10 feet wide, excluding mirrors, but not more than 11 feet wide, more - Class E than 14 feet high, but not more than 15 feet high $300 - - * Copies of permits must be provided to the tunnel operator before access will be granted
Alaska Railroad motor vehicles -
AKDOT&PF Motor vehicles Class F toll Emergency vehicles - - - exempt Law enforcement vehicles
Other motor vehicles as determined to be appropriate by the commissioner for the best interest of the state
Government agency owned or operated vehicles - Class G Govern- School district own or operated vehicles $100 $225 ment $10 $10 per ticket) ($7.50 per ticket) motor School buses under contract with a school district vehicles Other motor vehicles as determined to be appropriate by the commissioner for the best interest of the state
2.10 AKDOT Vehicle Class and Rates
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3.0 THE TOLL COLLECTION SYSTEM
3.1 Toll Collection Equipment
We will start the procedures by familiarizing you with the equipment used in toll collection. The use and operation of the equipment identified in the photographs below will be discussed in detail in the corresponding sections of this manual.
Touch Screen Terminal - Where all toll collection operations and transactions are performed.
The collector's interface to the system is based on using a rugged touch screen that will be located in the tollbooth on a swing arm assembly. Angle of viewing and screen brightness are adjustable. The touch screen supports color and allows messages related to toll operations to be displayed. "Touch Targets" appear on the screen as buttons. Touching these targets allow vehicles to be classified, receipts to be printed, and data to be entered.
Bar Code Reader – This is used to scan coupon books as they are sold, validating them into the system and to scan individual coupons that patrons use for travel through the tunnel.
Paymentec (Direct Credit) - This device is used to process credit card payments.
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Manual Card Slider (Batch Credit) – This is used as a back up credit card machine if the Paymentec machine is not functioning properly.
Receipt Printer - This device is used to provide customer receipts for all transactions EXCEPT for Direct Credit.
Manual Card Imprinter – This is used to manually imprint a credit card when other devices are not working properly.
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3.2 Main Classification Screen
The screen below is the main classification screen where all toll collection operations are performed.
Texts message are displayed in the black areas.
Message Display Area - This area identifies if the lane is open or closed and if a toll collector is logged in or not. The Message Display Area is an important area and should be observed closely as it displays the last three transactions that have taken place in the system.
Date, Time, and Toll Collector Display Area – This area displays the current time and date and the toll collector who is currently logged on in the lane.
Toll Amount Due Area – This area displays the toll amount due.
The gray boxes are touch-screen buttons. The layout of the screen is from left to right. On the leftmost side of the screen there are seven vehicle class buttons labeled Class A through Class F. A button labeled “Other Classes” displays another screen with classes G through J (shown below).
22 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL Other vehicle classes screen view
The center and a portion of the right side of the screen contains payment buttons for Cash, Check, Coupon, Season Pass, Batch Credit, Direct Credit, Prepaid Card, Non- Revenue and No-Funds.
23 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL The “Cancel” button allows a transaction to be cancelled either before or after a payment target has been pressed. However, once the vehicle has reached the exit loop, the transaction is final and cannot be changed.
The “Panic” button sends an audio alert to the plaza computer inside the TCC. This is ONLY to be used during an emergency.
3.3 Opening and Closing a Lane
3.3.1 Opening the Lane Screen view prior to opening lane.
The screen above shows what is displayed when a lane is closed. The border around the “Lane Closed” button is red. The message area display indicates that the lane is closed and by which toll collector.
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To open a lane, press the “Lane Closed” button and the screen below should appear. Then enter the toll collector number.
Once the toll collector number is entered, the screen below should appear.
Then enter the four-digit password, and press OK.
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Upon entering your password, a receipt should print out of the printer (see below). This receipt will state the toll collector number, time, date and lane. Make sure that the information is correct before your lane is open for traffic.
Toll Collector Log in receipt
26 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL Also the “Lane Closed” button will change to “Lane Open” and will have a green border around it. The “Message Display Area” will state “Lane Opened Collector #” (see below)
3.3.2 Closing the Lane
To close the lane, press the “Open Lane” touch button and the lane will close. A closing receipt will print out of the receipt printer (see below).
Closing lane receipt
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4.0 VEHICLE SAFETY AND REQUIRED TOLL QUESTIONS
There is pertinent information that needs to be passed on to all vehicles that travel thru the toll lane. This information is for their safety as well as others that travel on site. Again it is your job to be a good ambassador for the State of Alaska, Whittier and for the Anton Anderson Memorial Tunnel. All people should be treated in a friendly and courteous manner. The information that is passed on to the customer should not be rushed so that the information is clearly understood.
Below are required toll questions and safety information that vehicles need to be informed of.
As the vehicle enters the lane 1. “Are you going to Whittier?” 2. “Have you been through the tunnel before?”
After the vehicle has decided to go through to Whittier For Class A vehicles (Motorcycle’s receive an added safety brochure) 1. Each vehicle receives an AAMT Safety Brochure & Base schedule 2. Ask if they would like a Whittier brochure For Class B’s, D and E vehicles 1. Each vehicle receives an AAMT Safety Brochure & Base schedule 2. Ask if they would like a Whittier brochure 3. Ask if they are carrying any extra fuel containers or hazardous material. For Class E vehicles 1. May I see your permit? 2. Verify that the permit is current and size is that is allowed in the tunnel 3. Make 2 copies of the permit
All vehicles are to be informed of safety information for travel through the tunnel 1. The speed limit is 25mph 2. Keep your headlights on at all times 3. Observe all traffic signals 4. No stopping in the tunnel unless it is an emergency 5. All convertible’s must close their tops and secure them while traveling through the tunnel. Class A vehicles 1. Keep a distance of 100 feet from the vehicle in front of you as you travel through the tunnel. The metering light will show the you distance. Class B1, B2, D 1. Keep a distance of 500 feet from the vehicle in front of you as you travel through the tunnel. The metering light will show you the distance. Class C, E 1. Keep a distance of 1600 feet from the vehicle in front of you as you travel through the tunnel. The metering light will show you the distance.
All vehicles are to be given a safety brochure.
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All vehicles are put into designated lanes according to their classification. See below
Lane 1 Cars & Pickup Trucks Lane 1
Lane 2 Cars & Pickup Trucks Lane 2
Lane 3 Motor homes & Towed Trailers Lane 3
Lane 4 Fully Loaded Motor Coaches Lane 4
Lane 5 Tractor Trailers Lane 5
Lane 6 Handicap, Overflow,Empty Motorcoaches Lane 6
LCD screens are located in each toll booth and provide a view of the Bear Valley Staging area. These screens are to be used for vehicle placement, a visual on lane open and closed signals, and vehicle turn a rounds.
.
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4.1 Motorcycle Safety
In addition to the AAMT Safety Brochure, all Motorcycles shall be given a separate AAMT Motorcycle Safety Brochure. All Motorcycles traveling through the tunnel shall be provided the required Toll Questions (as stated on the previous page) and also given specific motorcycle safety information.
1. Helmets are required for travel through the tunnel per AKDOT. 2. Motorcycles will be released at the very end of the tunnel opening
3. Upon entry into the tunnel cross the rail at an angle and ride between the rails.
4. Do not ride on the rail.
5. No riding on the sidewalk
6. Maintain a distance of 100 ft from all other vehicles including other Motorcycles through out the tunnel.
7. Riding side by side is not allowed.
8. Maintain 25 mph throughout the tunnel.
9. Avoid unnecessary weaving between the rails.
10. The Collector should call the Tunnel Operator for Lane designation.
11. When your Lane is released obey all metering lights.
12. Be aware! At each end of the tunnel you may encounter wind turbulence, due to ventilation fans and weather, be ready for crosswinds.
13. Upon exiting Whittier line up in lane 8 in the Whittier Staging Area.
14. Emergency stopping only.
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5.0 PROCESSING TRANSACTIONS
5.1 Cash and Check Transactions
1. As the vehicle enters the lane, determine the classification of the vehicle, and then press the correct class button on the toll terminal. The button will illuminate to blue to provide visual feedback and the toll amount due will be displayed. 2. When a customer presents you with cash/check as the method of payment always keep the amount that they hand you on the counter or on top of your cash drawer until you have given the customer the change. When giving the change to the customer, verbally count it back to them. As the customers leave the lane, you can put the money in the drawer. This is to eliminate mistakes that customers or collectors can make. They would sometime believe that they have given you more or less than they actually did. Most of these mistakes can be easily handled is by keeping the amount given to you on the counter and verbally counting it back to the customer. If you are unsure, count the money to yourself as many times as needed. 3. Once you start a transaction always complete the transaction before you do anything else. If the customer asks you a question or another customer walks up to the booth, politely say just a moment, finish the transaction and then answer the question. 4. Press the “Cash” or “Check” button after completing the money transaction. 5. The island traffic signal will change from RED to GREEN and the vehicle will exit the lane. 6. As the vehicle exits the lane and “clears” the loop, the island traffic signal will change from GREEN back to RED. 7. The toll terminal will be ready to process the next vehicle.
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5.1.1 Counterfeit Policy
VMS policy is to NOT ACCEPT bills that you believe to be counterfeit.
A counterfeit pen is issued to each toll collector to check all $50, and $100 bills. The counterfeit pen will assist in the identification of counterfeit money. The paper is often the initial give away, as counterfeit note tends to be a lot floppier than the real thing. In the event that you suspect the money, perform the following:
Inform the customer that you are not able to accept the bill and either ask for another bill or another form of payment. Do not challenge the customer on the validity of the bill! If they do not have another form of payment, inform them that they will not be able to go through the tunnel and process them as a No-Fund transaction.
After the customer leaves, inform the Tunnel Operator so they can pull the videotape for evidence and notify your supervisor. Record the description of the person(s) and vehicle, and details of the transaction onto your Collector’s Daily Report.
VMS is not reimbursed for counterfeit bills. Awareness and familiarization of counterfeit characteristics can provide additional protection against accepting any suspicious bills.
The following pages contain information on counterfeit bill characteristics and feature checks that you will find useful in the determination of a counterfeit bill.
5.1.2 Counterfeit Bill Characteristics
In the printing process, the Bureau of Engraving and Printing uses complicated techniques to stifle counterfeiters. Beginning with the $100 bill in 1996, currency has been redesigned to include more security features.
Portrait - The portrait on each bill is a lifelike picture. Each portrait is only on one denomination. For example, George Washington appears only on the $1 bill, not on the $100 bill. Portraits on counterfeit bills appear unclear or unnaturally white.
Feel of Paper - Money is printed on high-quality paper made of cotton and linen. A new genuine bill has a very crisp paper with a distinctive feel; strong and different from regular paper. The paper is often the initial give away for a counterfeit note, it tends to be a lot floppier than the real thing. We are all used to handling cash on an everyday basis and know the feel of a real note even if we are not aware of it.
Print Quality - A genuine note has very crisp well defined print with plenty of tonal range in the intaglio areas. The artwork along the side of the bill has intricate, crisscrossing lines, which are clear and unbroken. Lines in counterfeit bills are often smudged or broken. The print quality of counterfeits is very inferior, fine details are lost and areas can sometimes appear blurred.
32 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL Threads - Beginning with series 1990, a polyester thread, which can't be reproduced by photocopiers, is woven inside $10, $20, $50 and $100 bills. USA TEN, USA TWENTY, etc. is printed on it to match the denomination. Hold the note up to the light. What you will be able to see depends upon the features present but generally most bank notes carry a watermark and thread. A thread will always appear, as a solid line when viewed in this way and good watermark detail should be seen. If a see through feature is present the front and back images should produce the composite image. Some counterfeiters will attempt to simulate a watermark but it will be lacking in the fine detail seen in an original and the image may be visible when not held up to the light. Some also attempt to reproduce the effect of the thread but again it is more likely to be visible when not looking at the note using transmitted light. The register of a see-through feature is likely to be imprecise so that a composite image is not produced.
Ink - The special "never-dry" ink that is used can be rubbed off, however, this isn't a foolproof test since ink on some counterfeit bills also rubs off. The print on a bank note also produces a very distinctive feel with the intaglio areas being raised compared to the rest. This effect is most pronounced on brand new notes. The raised effect of intaglio is not often reproduced and most counterfeits are flat all over.
Microprinting - "The United States of America" is printed in miniature letters around the border of the portrait. To the naked eye the words appear as a black line, which is also how photocopiers print them. Since the consequences for passing counterfeit currency include fines up to $5,000 or imprisonment up to 15 years, you need to be careful that you do not pass suspect bills back to a customer as change.
Color - The colors on a genuine note are clear and well defined and metallic ink areas have a sheen. The colors seen on a counterfeit note can sometime appear washed out. Color copies sometime copy both light greens and oranges as yellows. Metallic areas often do not have a sheen.
5.1.3 Feature Checks
The checks you can perform here depend entirely on what is present on the genuine currency and, of course knowing what to look for:
Latent Images - When viewed obliquely a hidden image should emerge. Because the mechanism, which produces a latent image is a result of the tactile nature of intaglio, this effect will not be seen on a counterfeit unless some simulation of intaglio has been attempted. This alone will not ensure that a latent image effect will be produced.
Optically Variable Ink - A color shift should be seen from this feature as the angle of viewing is changed. A very difficult effect to simulate, the color shift effect will generally not be seen on a counterfeit note.
Hologram - The feature produces multi colors and different images depending upon the angle of viewing. Extremely difficult to reproduce but the counterfeiter may simulate it by a plain shiny foil.
33 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL Foil - A particular design is hot blocked onto a note. Extra security is provided by overprinting it with intaglio design. The feature is seen in a variety of colors and has a very high sheen. The feature will appear as a black area on a color copier counterfeit. Some counterfeiters will attempt to simulate it but printing on top of it will be difficult.
Anti Copy Tints - These are very flat unassuming features revealing nothing. These features can be activated depending on the method used to counterfeit the note. A half tone separation method will produce a visual disturbance within the area either producing interference fringes, patterns that pop out, or words that emerge.
5.2 Credit Card Transactions
5.2.1Direct Credit Card Transactions
1. As the vehicle enters the lane, determine the classification of the vehicle and press the correct class button on the toll terminal. The button will illuminate to blue to provide a visual feedback. 2. When a customer presents you with a credit card as a method of payment, check to make sure the expiration date is valid, 3. Swipe the credit card through the credit card reader. The account number comes up and asks for a clerk ID#. 4. Enter clerk ID #, hit enter. It then prompts for the amount due. 5. Enter dollars including cents. Hit enter. 6. It will either approve or disapprove the credit card. A merchant copy will print if card is approved. 7. The owner of the card then signs the merchant copy. 8. You must verify the signature on the card with merchant copy. 9. Print a receipt for the customer and give the customer their credit card and receipt. 10. Press the “Direct Credit (1)” button on the toll system after completing the card transaction. 11. The Tolltex screen vehicle class and direct credit buttons will then illuminate from blue to green. That signifies the transaction is complete. 12. The island traffic signal will change from RED to GREEN and the vehicle will exit the lane. 13. As the vehicle exits the lane and “clears” the loop the island traffic signal will change from GREEN back to RED. 14. The toll terminal will be ready to process the next vehicle. 15. Tolltex “Direct Credit (2)” button will not print a receipt.
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Sample of Direct Credit (1) receipt.
5.2.2 Batch Credit Card (Credit 1) Transactions
1. Batch Credit Card transactions are only used as a back up to the Paymentec credit card machine or in certain situations instructed by the supervisor.
2. As the vehicle enters the lane, determine the classification of the vehicle and press the correct class button on the toll terminal. The button will illuminate to blue to provide a visual feedback.
3. Collector swipes the customer’s credit card through the Tolltex card slider. Check the expiration date to ensure that it is valid. Press the “Batch Credit” button.
4. The Tolltex screen vehicle class and batch credit buttons will then illuminate from blue to green. That signifies that the transaction is complete.
5. Remember to give the credit card back to customer.
6. Print a receipt by pressing the Receipt button. Only Batch credit will print the receipt. The receipt will be single copy showing the customer the toll ticket was purchased on a Credit Card. Batch credit does not provide a receipt for the customer to sign.
7. Any transaction $50 or over, a manual imprint of the card must be taken (see example below) and the customer has to sign the receipt.
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Manual imprint of a credit card
8. The island traffic signal will change from RED to GREEN and the vehicle will exit the lane.
9. As the vehicle exits the lane and “clears” the loop the island traffic signal will change from GREEN back to RED.
10. The toll terminal will be ready to process the next vehicle.
Sample for Batch Credit receipt
36 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL 5.2.3 Manual Batch Credit and Direct Credit Transactions
Manual Direct Credit
1. In the event the Batch Credit or the Direct Credit (Paymentec) card reader fails to read a credit card, you are able to manually process the transaction. You will manually input the credit card numbers into Paymentec system. Use the following procedures to complete these types of transactions. 2. Hit sale, when it says swipe card, manually input credit card numbers. 3. Hit enter. 4. Enter expiration in MMYY format. 5. Hit enter. 6. Comes up “card present?” 7. Hit yes. 8. It will say “Imprint card”, just hit enter. 9. Enter clerk ID#. 10. Enter amount due. 11. Wait for verification and credit card slip. 12. Have cardholder sign and if required ask for ID. 13. Press yes on Paymentec for customer receipt. 14. Proceed with normal Tolltex operations.
Manual Batch Credit
1. Classify vehicle. 2. Hit Batch credit and the above screen will come up. 3. Enter credit card and expiration date. 4. Hit Ok. 5. Write Batch Credit information in Daily Log.
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5.2.4 Credit Card Fraud
It is important to be aware that you may encounter counterfeit, stolen, or fraudulently used credit cards. Protect yourself by recording any suspicious activities or transactions on your Collector’s Daily Report.
One of the most wide spread credit card schemes involves magnetic-strip counterfeiting. In this instance, fraud perpetrators re-encode a valid account number onto an existing magnetic strip. Your electronic terminal is programmed with a fraud protection feature to assist in detecting these fraudulent cards.
You will receive a “CODE 10” message on the credit card reader if the swiped card has been classified as fraudulent.
If you get this code after a credit card has been swiped, ask for a driver’s license or other ID to determine if the customer is the authorized signer on the card.
If you suspect that fraud still exists, enter the name presented, vehicle description and license plate number on the Collector’s Daily Log, and immediately contact the Tunnel Operator and your supervisor.
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5.3 Coupon Book and Season Pass Sales
5.3.1 Coupon Book
Coupons books and passes will be sold in the lanes by using the touch terminal and a bar code reader. The reader will sit on the tollbooth counter next to the touch terminal. Its purpose is to scan coupon books during the selling of books and to scan individual coupons that patrons redeem as payment. Each book has a number and each coupon has a number. The numbers are in text and barcode. Each individual coupon number also identifies the book from which it was used.
Coupon sample
Below the bar code are series of numbers and letters that denote the coupon book type, A-00416-01-10-3 A = Vehicle class for which the book applies. 00416 = Coupon book number. 01 = Individual coupon number from the book. 10 = Number of coupon s in book (so coupon numbers will be 01 thru 10 or 01 thru 30). 3* = Check Digit (This number varies and is obsolete to the process).
5.3.2 Season Passes
Summer Season Passes are valid from May 1st through September 30th
Winter Season Passes are valid from October 1st through April 30th
Passes are sold to the driver or to the vehicle.
Passes are only valid with a Class A or B1 type vehicle, no exceptions or split payments.
Passes are not available for commercial use vehicles, personal use only.
Passes are not available to vehicles that can carry nine or more people including the driver.
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5.3.3 Selling a Coupon Book or Season Pass
1. When selling a coupon book/season pass, make sure you have the right class and amount before processing.
2. Touch the “Book Sale” target located in the right side area of the main screen.
3. Scan one of the coupons bar code, this will record the book number into the Tolltex system.
4. Touch the payment method; cash, check, or direct credit.
5. If its cash or check, touch the receipt button. The Paymentec will issue a receipt when using a credit card.
6. If patron is going through the Whittier Tunnel rip one coupon out of the purchased book and classify the vehicle and then scan coupon.
7. A season passes can either be sold to the person or a specific vehicle. If it is sold to the driver, the person’s name and drivers license must be written on the back of the card. If the Pass has been sold to a specific vehicle, write down the make, model and license plate number on the back of the card. Only class A vehicles are able to purchase a season pass.
8. Once a Season Pass or Coupon Book sale has been processed, it can not be cancelled through the toll system.
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5.4 Processing a Coupon or Season Pass
5.4.1 Coupons
1. As the vehicle enters the lane, determine the classification of the vehicle and press the correct class button on toll terminal. The button will illuminate to blue to provide a visual feedback.
2. When a customer presents a coupon to you, pick up the “bar code reader” and scan the bar code.
3. Check the message display area to make sure the coupon has been accepted. If the message “already redeemed” appears call the supervisor on duty.
4. If the coupon does not scan, enter all the numbers manually.
5. Put the date and time on the coupon and put a line through the bar code with a black magic marker.
5.4.2 Season Pass
1. As the vehicle enters the lane, determine the classification of the vehicle and press the correct class button on toll terminal. The button will illuminate to blue to provide a visual feedback.
2. Verify that the back of the card identifies with either the vehicle or the person.
3. When a customer presents a season pass to you, pick up the “bar code reader” and scan the bar code. Make sure the season pass has been accepted.
4. If the card does not scan either manually type in the season pass number or swipe the card in the card reader.
5.4.3 Other Coupon/Season Pass Messages
1. “Coupon book is lost/stolen”.
2. “Coupon is from book not sold yet”.
3. “Sale completed”.
4. “Coupon is already redeemed”.
41 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL 5.5 Prepaid Card Transactions
Prepaid card accounts have been designed for companies who have multiple vehicles who use the tunnel. Each company will have a master account in which there will be cards assigned to the companies account. Each time a vehicle uses a card that amount is deducted from the main account. Each card is assigned to one or more vehicle classes. If a vehicle has been assigned a single class the system will not accept any other class. The following page shows a flow chart that explains what happens when the toll system gives different errors.
These accounts only can be setup through the auditor or supervisor.
1. As the vehicle enters the lane, determine the classification of the vehicle and press the correct class button on toll terminal. The button will illuminate to blue to provide a visual feedback. 2. The vehicle will present a prepaid card (see example below).
3. Enter vehicle class, you may scan the bar code, enter the prepaid card manually or swipe the card through the card reader. 4. Hit the receipt button! This is of the highest importance, the receipt is the only way for companies to keep track of their passages. 5. The receipt (shown below) will show the account number, card number, date, time, vehicle class and trips remaining after this passage.
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5.5.1 Prepaid Account Flow Chart
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5.6 Phone Order Transactions
1. Only supervisors are authorized to take phone orders.
2. Process the phone order immediately. One reason for the phone order is to reduce the time a vehicle spends at the toll booth.
3. Use the “Phone Order Form” provided by a supervisor. This form provides all the information to process the credit card.
4. Hit sale, when it says swipe card, manually input credit card numbers.
5. Hit enter.
6. Enter expiration in MMYY format.
7. Hit enter.
8. Comes up “card present?”
9. Hit “No”.
10. It will say “Imprint card”, just hit enter.
11. Enter clerk ID#.
12. Enter amount due.
13. Wait for verification and credit card slip.
14. Have person picking up sign phone order form (Important)
15. Press “yes” on Paymentec for customer receipt.
16. Proceed with normal Tolltex operations.
Phone orders are only excepted for coupon book sales, single fares are not allowed.
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5.7 No Funds Transactions (Unusual Occurrences)
The No Funds touch target is used to process vehicles that are not traveling through the tunnel. The following touch targets have been made to make processing the vehicle easier. “Emergency Vehicle Passage” - Used to process an emergency vehicle that is responding to an emergency. “ Maintenance Vehicle Passage”- Used when maintenance vehicles are working on the Bear Valley side of the tunnel. “Snow Removal” – Used when AKDOT is on site providing snow removal. “Run Through” – Has been changed to “Employee” – This target is for employees arriving to work and need to pass through the lane, to the employee parking lot. “U-Turn” – Used for vehicles turning around
As the vehicle enters the lane the, determine the classification of the vehicle and press the correct class button on the toll terminal. The button will illuminate to blue to provide a visual feedback.
When a customer decides not to enter the tunnel or does not have sufficient funds to pay the toll, you would:
Press the “NO-FUNDS” button on the toll terminal screen. A no funds screen will pop up (see picture above).
Instruct the vehicle to make a left around the building to exit. Ensure that you see them exit around the building and not into the lanes to the tunnel.
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As the vehicle exits the lane and “clears” the loop the island traffic signal will change from GREEN back to RED. (Watch and make sure the vehicle has exited around the building before you process the next vehicle in line.)
In the event the customer proceeds to a lane to enter the tunnel, notify the Tunnel Operator with a description and complete the information of the vehicle on your Violations Log.
The toll terminal will be ready to process the next vehicle.
5.8 Non-Revenue Card Transaction
1. As the vehicle enters the lane, determine the classification of the vehicle and press the correct class button on the toll terminal. The button will illuminate to blue to provide visual a feedback.
2. When a customer presents you with a non-revenue card as a method of payment, swipe the credit card through the card reader or manually enter the VC# of the card.
3. Alaska Department of Transportation (AKDOT) do not have cards, but have their own vehicle number, which we look up on a list provided by AKDOT.
4. If an AKDOT vehicle is not on the list but on the vehicle it is clearly marked that it is AKDOT vehicle and registered to the state, then they become a class G $10.00 fare. This will be regardless of the vehicle’s size.
5. United States Forestry Service (USFS) and Alaska Rail Road Corp. (ARRC) are non–revenue, but they have one number assigned to them. USFS is 999 non- revenue and ARRC is 555 non revenue.
6. All USFS vehicles must have a white government plate and an USFS emblem on the door, otherwise they pay $10.00 Class G rate.
7. All ARRC must have a state plate, an ARRC emblem on the door and or highrail equipment, otherwise they pay $10.00 Class G rate.
8. All VMS Tunnel employees must present their Non-Revenue cards each time they travel through the tunnel. If their card is not physically present they are to pay the appropriate toll.
9. As the vehicle exits the lane and “clears” the loop the island traffic signal will change from GREEN back to RED.
10. The toll terminal will be ready to process the next vehicle.
See example. 46 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL
5.9 Voucher Transactions
The procedures for processing voucher transactions are as follows:
As the vehicle enters the lane, determine the classification of the vehicle and press the correct class button on the toll terminal. The button will illuminate to blue to provide a visual feedback.
When a customer presents you with a voucher as a method of payment, make sure that the voucher is for the correct class for their vehicle.
If the customer does not have the correct voucher for their class of vehicle, ask for another form of payment. Vouchers from one class CANNOT be used as partial payment in another class.
Do not accept any vouchers from customers with holes punched in them (VOIDED vouchers).
Void voucher with your signature stamp next to Toll Collector ID under the Official Use Only section.
Scan the coupon card that is posted on the tollbooth wall.
The island traffic signal will change from RED to GREEN and the vehicle will exit the lane.
47 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL The toll terminal will be ready to process the next vehicle.
STATE OF ALASKA CENTRAL REGION – MAINTENANCE AND OPERATIONS ANTON ANDERSON MEMORIAL TUNNEL FACILITY MANAGEMENT P.O. Box 196900 Anchorage, Alaska 99519-6900 (907) 472-2584 FAX (907) 472-2533
1) THIS VOUCHER HAS NO CASH VALUE. 2) IT CAN ONLY BE USED FOR THE SPECIFIED CLASS.
Date: Name: Address:
OFFICIAL USE ONLY Class: Toll Coupon Number: Toll Collector ID: Supervisor Approval: TRIP VOUCHER 0230
5.10 Voucher or Cash Refunds
The current policy is that there are no Cash refunds. “Cash Vouchers” will take the place of refunds for cash including checks (personal, business, travelers), and money orders. Any refund will take place only under extreme circumstances, such as three to four hour delays. Cash Vouchers will be used in place of cash. All refunds will be determined on a case-by-case basis.
In order to qualify for a voucher the customer must have a toll receipt and the time must be prior to the tunnel opening.
The supervisor must approve and process the issuance of a voucher refund.
Contact and advise the supervisor of the customer’s disposition and inform the customer to report to the supervisor for the Voucher.
Only in rare cases is cash is refunded. This is at the supervisor’s discretion and not toll collectors.
5.11 Violations
Violations occur when the following examples happen:
1. When the vehicle goes through the booth without stopping.
48 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL 2. When a toll collector has not logged into the system.
3. When vehicles are processed too closely together. Wait until first vehicle has completely gone over the loop detector.
4. When a toll collector does not classify or press payment method.
All violations must be recorded in the collector’s violation log.
If a violator proceeds up into the lanes, notify the Tunnel Operator immediately and provide a description of the vehicle.
49 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL
6.0 OVERVIEW OF PAYMENT PROCESSING PROCEDURES
6.1 Cash Count amount of cash given verbally out loud to customer. Check for counterfeit bills. Use Counterfeit Pen and check $50 & $100 bills. Classify vehicle. Push cash and receipt on Tolltex. Make change and count it back to yourself. Count change (again) back to customer. If cash is used for a book sale record in coupon book sold log. Put the amount of cash given, back in till.
6.2 Checks Instate checks only. Make sure all information on check is current and correct. Verify that the check is not on the Insufficient check log. Classify vehicle. Push check and receipt on Tolltex. Write toll collector number on upper left hand corner. If used for a coupon book sale, write book number on check. If check is used for a book sale record in coupon book sold log.
6.3 Direct Credit Only MasterCard or Visa accepted. Press sale on Paymentec. What will come up will EBT or Credit, press credit. Slide card thru Paymentec. When prompted enter collector ID. When prompted enter dollar amount, including cents. Give receipt to cardholder, to sign, if required ask for ID. Press yes on Paymentec for customer receipt. After receiving signed receipt, give back customer receipt and credit card. Classify vehicle. Hit direct credit button on Tolltex. If used for a coupon book sale, write coupon book number on it. If direct Credit is used for a book sale record in coupon book sold log. If you receive a different message when using the Paymentec, call the supervisor on duty or see the Paymentec quick reference guide.
6.4 Coupons with Bar Code Classify vehicle. Scan coupon bar code that is on coupon given to you. Write the current time in the bar code with a sharpie.
IF AT ANYTIME YOU ARE UNSURE ABOUT A TRANSACTION, POLICY OR PROCEDURE CONTACT A SUPERVISOR!!!!!!
50 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL
6.5 Coupons with No Bar Code Classify vehicle Scan coupon credit card that is posted on tollbooth wall. Check massage display screen to make sure coupon is valid. Write void and time on coupon
6.6 Season Passes Season passes are issued to the driver or the vehicle, but not both. Season passes are available for Class A and Class B1. Classify the vehicle Verify the pass matches the vehicle or the person. Scan, swipe or manually enter the pass number. Give the pass back to the person.
6.7 Prepaid Card Classify the vehicle Only the class assigned to the card will work. Scan, swipe or manually enter the card into the toll system. Hit receipt button, give receipt to the driver.
6.8 Voucher Classify vehicle. Scan coupon credit card that is posted on tollbooth wall. Stamp with correct date. Write void on voucher.
6.9 Coupon Book Sale Pull appropriate class coupon book from coupon bag, verify it’s the correct class & book amount. (Coupons cannot be used in conjunction with any other vehicle class. For example class A coupon + cash for a Class A vehicle pulling a trailer). Press Book Sale. Scan coupon book bar code, any coupon is fine. Press payment method. Press receipt if cash or check is used and give receipt to customer. Record sale in coupon book sold log along with payment method. If customer would like to use newly purchased coupon for fare, tear out the actual coupon used and scan it.
6.10 Receipts Customers may ask for receipts. Cash, check, direct credit and coupon transactions will produce a receipt from the toll system. The Paymentec will also produce a receipt.
51 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL IF AT ANYTIME YOU ARE UNSURE ABOUT A TRANSACTION, POLICY OR PROCEDURE CONTACT A SUPERVISOR!!!!!!
6.11 Non-Revenue (Vehicles that are traveling through the tunnel). Classify the vehicle. United States Forestry Service (USFS) are # 999 Non Revenue. Alaska Rail Road Corp. (ARRC) are # 555 non revenue. If they are not on the list, then they are $10 and are classified as Class G rate No exceptions.
6.12 No Funds (Vehicles not traveling through the tunnel). Classify vehicle. Choose the appropriate touch target. For contractors, choose the touch target “Other” and enter the name of the company.
6.13 Refunds or Cash Vouchers Refunds/Vouchers are given by and upon the approval of the supervisor.
IF AT ANYTIME YOU ARE UNSURE ABOUT A TRANSACTION, POLICY OR PROCEDURE CONTACT A SUPERVISOR!!!!!!
52 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL
7.0 ROBBERY PROCEDURES
NEVER jeopardize your safety or the safety of others by trying to protect money or other assets. Always cooperate with the robber. If you are robbed please try to remember the following procedures:
During the robbery:
Remain Calm – You will be able to get a better description of the robber. Most robbers do not harm the victim if the victim does as told by the robbers. Do not resist – Cooperate with the robber to minimize possible harm, be sure to include/pass the bait money along with the other cash when you are being robbed. Do not – make fast or sudden moves. Do not – attempt to block the robber’s escape route. Do not – attempt to contact the police or security until the robber has left the site. IF you have a chance without the robber knowing, safely touch the panic button on the Tolltex screen. This will notify the Tunnel Operator that you are being robbed.
After the robbery:
Note the direction of travel - when he/she leaves (without taking risks). Notify Tunnel Operator and Supervisor – request videotaping and Maintenance to block off area (yellow tape). Call the police immediately – and stay on the line. Complete the robbery packet in your tollbooth with as much detail as you can remember.
Preserve the scene – for evidence.
Lock the doors, and do not let anyone in. Do not touch anything the robber may have touched. Contact emergency number if anyone has been injured. Ask witnesses to remain at the scene and write statements. Do not compare notes with others. Just write what has been observed.
Preventive measures:
Be alert to suspicious people observing you. Keep amounts of cash in drawer low. Cash out excess funds in your cash drawer at each break and lunch. Do not count cash in the open. Keep Tollbooth door locked at all times. Do not step outside to talk to customers, converse through the window. Do not leave Tollbooth Door open when closing or opening your lane.
To avoid any confusion if a robbery occurs, start preparing by assigning duties now as to who will call the police, who will lock the doors, who will speak to the witnesses etc.
53 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL
8.0 TOLL COLLECTOR OPENING AND CLOSING PROCEDURES
Summer Toll Collector Opening Procedures
Don a reflective vest before exiting the TCC.
1) Toll collectors need to count their till and verify it with the Cash Drawer Assignment Report. 2) Toll collectors need to get tollbooth key. 3) Sign out a radio with the Tunnel Operator. 4) Toll collector needs to get their paperwork packet. 5) Inform Tunnel Operator they’re going out to the booth. 6) Before you open your lane, lock the till in the cash drawer. 7) Clock into Tolltex system with your ID# and password. 8) The toll system will print an opening receipt, verify that all information is correct. 9) Lock the tollbooth door, when you go out to remove the traffic cones. 10) Change the open/close sign to open. 11) Check with Tunnel Operator to see if you can begin traffic flow into the staging area.
Break times will be at the discretion of the supervisor on duty.
8.1.1 Side Work for all Toll Collectors
1) Clean windows and counters. 2) Sweep and mop. 3) Keep tollbooths neat and clean.
8.2 Summer A.M. Closing Procedures
Don a reflective vest when exiting the Tollbooth.
1) Toll collector will wait to clock out, until evening toll collector relieves them. 2) Toll collector will clean booth before leaving. 3) Toll collector will empty wastebasket. 4) Toll collector will wipe down counters and touch screen. 5) Restock Whittier Brochures, Safety pamplets, Credit card paper, toll receipt paper. 6) Toll collector notifies the Tunnel Operator that he or she is leaving the booth. 7) Toll collectors make sure all paperwork is complete. 8) Follow cash-out procedures.
8.3 P.M. Summer Closing Procedures
1) Before closing the Toll collector will wait for the gate to be closed, before clocking out.
54 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL 2) Toll collector will clean booth before exiting, empty wastebasket, wipe down counters and Tolltex screen. 3) Restock Whittier Brochures, Safety pamplets, Credit card paper, toll receipt paper. 4) Toll collector will close down lanes with traffic cones. 5) Make sure all paperwork is complete. 6) Follow cash-out procedures.
8.4 Winter Toll Collector Opening Procedures
Don a reflective vest before exciting TCC.
1) Make sure that traffic cones are put in their appropriate positions (see diagram attached).
Cones arrangement for lane 1
Cones arrangement for lane 3
If DOT is plowing around booths remove them as needed, put cones back as soon as they are finished. 2) Shovel snow around tollbooths. When shoveling toll 3 & toll 2 put snow into lane 2 for easier removal by VMS plow truck. 55 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL 3) First traffic will be run through lane 3. 4) Check cash drawer and coupons, get proper paperwork, and toll booth keys. 5) Notify the TO before you are going out to the tollbooth. 6) Log into Tolltex, secure cash drawer. 7) Make sure schedules and brochures are fully stocked. 8) Remove cones from lane 3, leave lane 1 & 2 coned off. 9) If maintenance vehicles are parked in Lane 1 or 2 make sure cones have been placed behind them. 10) Check with TO before releasing traffic into the staging area. 11) Turn your sign from “CLOSED” to “OPEN”. 12) Keep up with snow removal throughout the day. 13) Notify TO of any hazardous road conditions in the toll area during the course of the day.
8.4.1 Side Work for all Toll Collectors During Winter
1) Clean windows and counters. 2) Sweep and mop. 3) Keep toll Booths Neat and Clean.
8.5 Winter Closing Procedures
1) After TO confirms the gate closure, lock all latches on window. 2) Turn the heat to a nine o’clock setting. Do not turn it off. 3) Sweep and empty trash, keep booth NEAT and CLEAN. 4) Make sure traffic cones are put in their appropriate positions for closing (see diagram)
Closing cones position
56 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL
* If a storm cycle is anticipated for the evening, remove all cones and place by TCC garage doors. 5) Turn your sign from “OPEN” to “CLOSED”. 6) Log out of toll system. 7) Notify TO that you are leaving booth and coming into the TCC. 8) Complete your cash out and sign. Give drawer, keys and radio to supervisor for checkout. 9) Assist in the cleaning of the TCC.
8.6 Cash Out Procedure
1. The toll collectors “Daily Revenue Receipt” will be used in entering all sales information from the toll collectors daily work shift (see next page).
2. The cash drawer will be set back to what it started with. Example: If cash drawer had $250, then it ends at $250.
3. Each bill is counted and entered into the “Daily Revenue Receipt” under the drawer category.
4. The remaining money is counted and entered under the revenue category.
5. The totals from each bill in both the drawer and revenue category are added together and entered into the “Total Drawer and Revenue “ category.
6. Enter total amount of checks received in check category.
7. Enter total amount of batch credits received in the batch credit category.
8. Enter total amount of direct credits received in the direct credit category.
9. Enter total amount of refunds given for the day in the refund category.
10. Count all coupons per class and enter into their provided space.
11. Make sure toll collector verifies signs and supervisor verifies and signs.
12. During the cash out process, the cash drawer is never to be left unattended.
57 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL DAILY Tour Revenue Receipt
Date: ____/____/____ Shift: AM PM Collector Name/ID# Lane: 3 2 1 Supervisor Name/ID# ______
Drawer #
DRAWER REVENUE Bills Qty Value Bills Qty Value $1 $1 $2 $2 $5 $5 $10 $10 $20 $20 $50 $50 $100 $100
Drawer Total COIN
Revenue Total Verified by
TOTAL DRAWER AND REVENUE COUPONS RECEIVED Bills Qty Value New Old coupon s $1 A $2 B1 $5 B2 $10 C $20 D $50 Vouchers $100 Total COIN
Total
Checks Qty Value
Total
Batch Qty Value Total
Dir.Credit Qty Value Total
Refunds Qty Value Cash
Collector Signature Supervisor Signature
58 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL
9.0 POLICIES
The Toll system cannot perform split payments for a single transaction, therefore we do not accept them.
We do not at anytime, hold in the tollbooth cash, checks, coupons, prepaid cards etc for anyone.
Never exchange money or coupon booklets between other tour funds. Call the supervisor to bring you the correct change or additional coupon booklets, or carry out the exchange during breaks or lunch.
Never work out of someone else’s cash drawer and never let anyone work out of your cash drawer.
Do not co-mingle personal funds and state funds. Your tour fund is state funds.
Do not store purses or other personal items near state funds. If possible such items should be stored in your locked vehicle.
Your cash drawer should only be opened when you are entering cash, coupon, or credit card slips for a transaction.
Once you start a cash transaction complete the transaction before you do anything else. If the customer asks you a question, politely say just a moment, finish the cash transaction and then answer the question.
Sometimes customers will make mistakes and believe that they have given you more or less than they actually did. Most mistakes can be easily handled by keeping the amount of cash given to you on the counter of your cash drawer and leave it until your transaction is complete.
Your cash drawer will be locked and returned to the vault during breaks and lunch, upon returning from breaks/lunch you will receive your tour fund to finish your shift. This is the only time your tour fund should be moved.
Before you open your lane lock the funds in your cash drawer and lock tollbooth doors.
Before you close your lane lock the funds in your cash drawer and then perform closing duties.
Lock the drawer anytime you leave the booth as well as the door, even if it’s only for a second. It only takes a second to be caught off guard.
Always count in the presence of another employee/supervisor.
59 ANTON ANDERSON MEMORIAL TUNNEL TOLL COLLECTOR MANUAL RFP #2520H023 - SOS APPENDIX H
Appendix H Supervisors Cash Handling Procedures Manual (Auditor Manual)
03-26-08 36 Pages ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
Supervisors Cash Handling Procedures Manual
03-26-08
2 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
1.0 Introduction...... 4 2.0 Toll Operation Procedures ...... 6 2.1 Cash Drawer Preparation ...... 6 2.2 Cash Drawer Assignment (AL111) ...... 8 3.3 Cash Drawer Adjustment (AL113)...... 9 2.4 Cash Drawer Reconciliation (AL114) ...... 11 2.5 Toll Collector System Reports...... 13 3.0 Audit ...... 20 3.1...... 20 3.1 Overages ...... 20 3.2 Shortages...... 20 3.3 Daily Audit File ...... 21 3.3.1 Daily Collections File Organization ...... 21 4.0 Deposit ...... 22 5.0 AKDOT Reports ...... 24 5.1 Daily Reports ...... 24 5.2 Monthly Reports ...... 24 6.0 Supporting Operation Procedures...... 25 6.1 Vault Procedures...... 25 6.2 Change Orders ...... 27 6.2.1 Placing a Change Order ...... 27 6.2.2 Placing a Deposit for a Change Order ...... 27 6.3 Loomis Armored Car Pick up...... 28 6.4 Voucher Procedures...... 30 6.5 Phone Order Procedures ...... 32 6.6 Prepaid Card Account Procedure...... 34 6.6.1 Tolltex System Prepaid Account Setup ...... 34 6.6.2 Making of a Prepaid Card...... 35 6.6.3 Magnetic Strip Encoding ...... 35 6.6.4 Adding trips to an existing PrePaid Account...... 36 6.7 Coupon Books...... 37 6.7.1 Coupon Book Printing ...... 37 6.7.2 Checking in Coupons...... 37
3 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
1.0 Introduction
The collecting of tolls and the handling of cash requires a high level of personal honesty and diligence. Most people quickly learn to trust their co-workers and often make the mistake of dropping their guard when handling money on a daily basis. The worst mistake you can make is to drop your guard and make it unclear what happened to the cash you or your co-worker is responsible for. Even a small amount of money misplaced can cast doubt and suspicion on you and your co-workers. The following procedures are designed to assist you and your co-workers in handling cash.
Never let anyone work out of the vault while you are responsible for it.
Always log all activities performed in the vault.
Always count cash several times to be sure that the correct amount is being exchanged for change. Recount the money taken in for the change several times. This should help in any doubt.
Do not co-mingle personal funds with state funds.
Lock the vault whenever you leave the room.
Always complete one transaction or job before starting another.
Whenever there is a discrepancy call a supervisor immediately and have them verify.
Never leave any money unattended.
4 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
5 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
2.0 Toll Operation Procedures
2.1 Cash Drawer Preparation As an operational procedure, the toll supervisor prepares all the cash drawers needed for the day in advance of opening the lanes. As toll collectors begin a tour of duty, they are assigned one of the prepared drawers. The preparation of a drawer is instrumental in tracking cash drawer funds and ticket book sales. Without preparing the drawers prior to assigning them, the reconciliation at a collector’s tour of duty close would be in error. The preparation of the cash drawer also requires the supervisor to log in. This allows the system to determine who is responsible for the cash, coins, and coupon books in the drawer. Cash Drawer Preparation screen (AL110) The concepts described above are implemented by using the screen shown below
6 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
Input Selection Fields: Drawer Number – Number of the Drawer to be prepared. 100s – Number of 100 dollar bills the drawer contains. 50s – Number of 50 dollar bills the drawer contains. 20s – Number of 20 dollar bills the drawer contains. 10s – Number of 10 dollar bills the drawer contains. 5s – Number of 5 dollar bills the drawer contains. 2s – Number of 2 dollar bills the drawer contains. 1s – Number of 1 dollar bills the drawer contains. Coins Value – Dollar value of the amount of coins in the drawer. Buttons:
Add a book – Prompts the user to scan a book/pass to add to the drawer
Remove a book – Removes the highlighted book/pass in the list from the drawer Save – Saves the information to the database. Print: Sends the report to the printer Exit: Returns to calling program
7 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
2.2 Cash Drawer Assignment (AL111) Once a drawer has been prepared, it is then assigned to a collector. The fields that are gray are input disabled because this information was already entered during preparation. The only fields that are enabled are the cash drawer number and collector that will be assigned to the drawer.
The logical progression after preparing a drawer is assigning it to a collector for use in the toll lanes.
8 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
3.3 Cash Drawer Adjustment (AL113) Adjustments to a cash drawer in the “Prepared” or “Assigned” states are also tracked to insure an accurate reconciliation during a collector close out. Adjustments are simply additions to the drawer (i.e., Additional coupon books or cash), or subtractions (i.e., Removing large bills for security reasons). The adjustment of the cash drawer also requires the supervisor to log in. This allows the system to determine who is responsible for the adding or removing cash, coins, and coupon books from the drawer.
Any prepared or assigned cash drawer may be adjusted by adding or removing coupon books, passes or cash.
. .
9 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
How to run and print the Cash Drawer Adjustment Screen:
1. Select Cash Drawer Adjustment from the main menu to open the Cash Drawer Adjustment Screen.
2. Select drawer number to be adjusted from the pull down list.
3. Click on either the add or the remove radio button to record whether the adjustments are an addition or removal.
4. Enter any adjustments.
5. Click on Save to save the information to the database.
6. Click on Print to print the adjustments.
7. Click on Exit to leave the screen.
Messages: If one of the required fields in not entered, the message “Required field missing.” Will be displayed.
10 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
2.4 Cash Drawer Reconciliation (AL114)
On the completion of a tour of duty, a collector turns in their cash drawer. The contents of the drawer are compared to those calculated by the system. Since the cash and coupon book funds given to the collector have been tracked for the entire TOD, the system calculates cash, check and coupon book variances, Direct Credits are calculated in this reconciliation.
Input Fields:
Drawer Number – Number of the drawer the collector used during tour. 100s – Number of 100 dollar bills the drawer contains. 50s – Number of 50 dollar bills the drawer contains. 20s – Number of 20 dollar bills the drawer contains. 10s – Number of 10 dollar bills the drawer contains.
11 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL 5s – Number of 5 dollar bills the drawer contains. 2s – Number of 2 dollar bills the drawer contains. 1s – Number of 1 dollar bills the drawer contains. Coins Value – Dollar value of the amount of coins in the drawer. Discount Coupon Books. Selection list of coupon books/passes assigned to the drawer during the tour, but not sold. Buttons: 1. Select new SOD range – Allows user to change the sod date range that has been generated automatically. This is only needed in cases where more than one cash drawer has been used by a single collector without reconciling. 2. Book Returned – Books/passes that have been returned by the collector (not sold). 3. Book Lost/Stolen – Records assigned books/passes that have been Lost or Stolen. 4. Book Invalid – Records assigned books/passes that have been Invalid. Once a book has been invalidated it can never be sold. 5. Save – Saves the information to the database. 6. Print – Send the report to the printer. 7. Exit: Returns to calling program. Values: Drawer Cash - Change fund from Cash Drawer Preparation screen (AL110). Expected Revenue - Amount of cash and checks that should have been collected as determined by the system. Direct Credits are not included in the expected revenue. Reported Revenue - Amount of cash and checks entered on this screen. Variance - Difference between Expected and Reported revenue fields. How to run and print the Cash Drawer Reconciliation Screen: 1. Select Cash Drawer Reconciliation from the main menu to open the Cash Drawer Reconciliation Screen. 2. Select drawer number to be reconciled from the pull-down list. 3. Enter number of bills, coinage and coupon information. 4. If any books/passes were not sold, select them from the list and select the “book returned” button. 5. Click on save to save the information to the database. 6. Click on print to print the information. 7. Click on exit to leave the screen. Note that supervisors can reconcile drawers turned in by others. This feature accommodates cases in which the collectors work right up to closing time. When this occurs, the supervisor can reconcile the drawer the next morning. Messages: If one of the required fields in not entered, the message “Required field missing” will be displayed.
12 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
2.5 Toll Collector System Reports The following reports are pulled per toll collector, from the toll system and are filed in the Daily Audit File.
13 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
This report tracks all vehicles that have gone through a toll collector lane and their classifications and payment methods.
14 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
This report tracks all revenue collected, coupons received, non-revenue vehicles, and no- funded transactions.
15 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL This screen displays the value of the checks collected during a time period for a specific collector. Each transaction is listed individually.
16 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
17 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL The following report tracks all non-revenue vehicles by their corresponding numbers and the time of travel. Lane violations are tracked and defined as to why a vehicle violated.
TOLL COLLECTION VEHICLE NON-REVENUE / VIOLATION LOG
Date:______Collector ID #______Shift: AM PM Toll Booth 1 2 3
VEHICLE CLASS A B1 B2 C D E G TIME NON-REV VIOLATION REMARKS
18 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
At the end of a tour of duty the collector reports all revenue on this report
DAILY Tour Revenue Receipt Date: ____/____/____ Shift: AM PM Collector Name/ID# Supervisor Name/ID# ______
Drawer #
DRAWER REVENUE Bills Qty Value Bills Qty Value $1 $1 $2 $2 $5 $5 $10 $10 $20 $20 $50 $50 $100 $100 Drawer Total COIN V Revenue Total
TOTAL DRAWER AND REVENUE COUPONS RECEIVED Bills Qty Value New Old coupon s $1 A $2 B1 $5 B2 $10 C $20 D $50 Vouchers $100 Total COIN Total
Checks Qty Value Total Batch Qty Value Total Dir.Credit Qty Value Total Refunds Qty Value Cash Collector Signature Supervisor Signature
19 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
3.0 Audit
3.1
• If the Tolltex system and the collector do not balance an audit is performed. Match all direct credit slips against Daily Detail Transaction Report Match all collector no funds, non-revenues against Daily Detail Transaction Report
3.1 Overages 1. If toll collector is over check toll collectors daily report for any known mistakes Examples: toll collector classified an A fare as a B fare thus making him $25.00 over, or no funds was hit instead of a cash fare thus making an overage of $15.00. 2. Check all direct credits and coupons to see if they were classified correctly not as cash, a no fund or non-revenue. 3. Review toll video tape for TOD for toll collector to verify any overages
3.2 Shortages 1. If the toll collector is short, check toll collectors daily report for any known mistakes 2. Example: Toll collector hit a class A instead of a no funds, non-revenue etc. 3. After all discrepancies are resolved and verified to the best of the auditor’s knowledge, the data is entered into the Daily Audit Report. 4. Review toll video tape for TOD for toll collector to verify any overages.
20 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
3.3 Daily Audit File After the toll collector has been reconciled, a Daily Audit File is made combining the toll system reports and the toll collectors supporting reports. 3.3.1 Daily Collections File Organization
Left Side Daily Totals Reports 1. Violation Report 025 2. Traffic Volume by Payment type 029 3. Traffic Volume by Vehicle Class 039 4. Traffic Audit by Class 045a 5. Traffic Audit by Payment Type 045b 6. Transaction Audit by Class 046a 7. Transaction audit by Payment type 046b 8. Coupon Book Sales Report 104 Toll Collector System Reports (per Toll Collector) 1. Tolltex Cash Drawer Reconciliation Report 114 2. Tolltex Collector Daily Revenue Report 043 3. Tolltex Collector Cash Audit Revenue Report 021
Right Side (per toll collector) 1. Tolltex Cash Drawer Reconciliation Report 114 2. Collectors Daily Tour revenue Receipt 3. Tolltex Transaction Adjustment Detail Report 040 4. Tolltex drawer Assignment Receipt 111 5. Tolltex Check summary Report 102 6. Copies of all checks and direct credits 7. Tolltex Coupon Book/Pass Summary Report 101 8. Tolltex Coupon Book Sold Report 104 9. Collectors Coupon Book Sold Log 10. Collectors packet of voided coupons 11. Oversize permits & Misc. permits 12. Tolltex Collectors Detail report 022 13. Tolltex Collectors Segment of Duty report 024 14. Tolltex Collectors Detail Transaction Report 023 15. Collectors Violation, Non-revenue Log 16. Tolltex Collectors No-Fund Report 116 17. Collectors Daily Log
21 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL 4.0 Deposit All cash and checks received for the day are deposited daily into AKDOT’s account.
1. AKDOT requests that in the summer deposits are made daily. In the winter deposits are made on a weekly basis 2. Two copies of all checks are made, one copy is placed in with the toll collector’s paperwork and the other copy is placed with the AKDOT reports. 3. One copy of the direct credit receipts are made and placed with the toll collector’s paperwork. 4. All the toll collector’s reported cash, coin and checks are counted and verified and entered on the VMS Bank Deposit Receipt on the right-hand side. 5. All cash and coin is counted and entered on the left. 6. The VMS Bank Deposit Receipt is a dual entry form, therefore they left side and right side of the form must match. 7. Fill out the AKDOT bank deposit slip for the First National Bank (FNB), Flip the deposit slip and write the revenue date (s) above the account number. 8. Fill out the Loomis receipt, make no mistakes Loomis will not except the receipt. 9. Type in the Loomis receipt number on the VMS Bank Deposit Receipt 10. Put the cash and check into a Loomis bag, seal the Loomis bag 11. Fill out front of Loomis bag to where it is going (FNB c/v), from; VMS, Inc., date of pick up and amount of deposit. 12. Tear off Loomis bag receipt tab and tape it to the VMS Bank Deposit Receipt.
13. When Loomis arrives the TCC should be clear of all unnecessary employees. 14. The Loomis officer must have two identification badges on his person, if not do not give the deposit to him. Call the Project Manager at once. 15. The Loomis officer will verify the deposit information and will make sure the deposit bag has not been tampered with. The officer will then sign and then have a VMS supervisor/auditor to sign the release. 16. Loomis will then take all copies but the blue copy, this is to be taped to the VMS Bank Deposit Slip. 17. The VMS Bank Deposit Receipt will be used as part of the AKDOT reports.
22 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
Tape carbons of Revenue Date: Deposit Date: Deposit slip and Loomis Receipt VMS Bank Deposit Receipt At or below this line
SHIFT 1 SHIFT 2 DAILY Coins Loose Rolls Total Loose Rolls Total TOTAL Date Toll collector & ID Cash Checks $0.01 $ - $ - 0.00 . $0.05 $ - $ - 0.00 . $0.10 $ - $ - 0.00 . $0.25 $ - $ - 0.00 . $0.50 $ - $ - 0.00 . $1.00 $ - $ - 0.00 . $1 $ - $ - 0.00 . $2 $ - $ - 0.00 . $5 $ - $ - 0.00 . $10 $ - $ - 0.00 . $20 $ - $ - 0.00 . $50 $ - $ - 0.00 . $100 $ - $ - 0.00 . . TL Cash $ - $ - 0.00 . TL Coin $ - $ - 0.00 . Tl Cks $ - $ - 0.00 . SHIFT 1 $ - SHIFT 2 $ - . . TOTAL DEPOSIT $ - . Shift 1 Supervisor . Shift 2 Supervisor . . Polybag # (tape bag # here) . . Loomis Receipt # . Total $ - $ - TOTAL DEPOSIT $ -
23 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
5.0 AKDOT Reports AKDOT requires in the summer that VMS reports all cash, check and direct Credit revenue on a daily basis. During the winter months VMS is required to report the cash, check and direct credits on a weekly basis.
5.1 Daily Reports The following reports are reported to AKDOT
1. VMS Bank Deposit Receipt report, complete with all receipts attached.
2. Tolltex Daily Plaza Report 017 (Summer months) Tolltex Date Selectable Plaza Summary Report 018 (winter months)
3. All reports are submitted to AKDOT by a VMS cover letter
5.2 Monthly Reports The AKDOT Facility Manager requires Monthly Tolltex System Reports, the following reports are pulled from the Tolltex System
1. Monthly Plaza Summary Report 018 2. Traffic Audit by Vehicle Class Report 045a 3. Traffic Audit by Payment type Report 045b 4. Transaction Audit by Vehicle Class Report 046a 5. Transaction Audit by Payment Type Report 046b 6. Coupon Book Sales Report 104
24 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL 6.0 Supporting Operation Procedures
6.1 Vault Procedures
Only supervisors and auditors are allowed in the vault. Only one person should in charge of the vault at a time.
1. The Vault contains eight toll collector tills, a change till, voucher log and phone order log, deposit slips, and Loomis receipts.
2. The vault is to be counted at the opening of the day and at the closing of the day.
3. An “Opening/Closing Receipt” is filled out, noting how many 1’s, 5’s, 10’s, 20’s, 50’s, 100’s are in the change till.
4. Any discrepancies in the vault the Supervisor/Project Manager should be notified immediately.
5. Any time that an auditor/supervisor enters the vault, the activity is logged by date, time, ID# and reason for entry in the “Vault Activity Log”.
25 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
VAULT OPENING Receipt VAULT CLOSING Receipt
Date Date
Shift Shift
Supervisor Supervisor
ID # ID #
Bills Count Value Bills Count Value
Bait Bait
$1 $1
$2 $2
$5 $5
$10 $10
$20 $20
$50 $50
$100 $100
TOTAL OPENING FUNDS TOTAL OPENING FUNDS
Supervisor Signature Supervisor Signature
NOTES;
26 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
6.2 Change Orders
The vault is supplied with change for the toll collectors’ tills in the case that they should run low. The vault needs to be kept well stocked with change at all times. The following are the procedures requesting a change order from Wells Fargo Bank (VMS Acct).
6.2.1 Placing a Change Order
1. Complete the Change Order Worksheet prior to placing the order. 2. Call the Automated Change Order service 3. Enter the location ID 4. Enter the passcode 5. Follow the automated voice instructions for placing a cash order. 6. After confirming the order write down the confirmation number and the arrival date.
6.2.2 Placing a Deposit for a Change Order
When a change order has been ordered a deposit from the vault must be deposited the same day in the bank.
1. Pull the amount of the change order out of the vault, verify it is the correct amount 2. Fill out an electronic VMS Change Order Receipt found in Company/Toll Auditor/Prog 3039/WFB Change Order Receipts. 3. Fill out a Loomis receipt 4. Fill out a bank deposit slip 5. Put the money in a Loomis poly deposit bag and seal. 6. Record the number of the Loomis Receipt and the Poly bag number on the electronic VMS Change Order Receipt 7. Print out the electronic VMS Change Order Receipt, tape the number of the Loomis poly bag to the receipt. Check that all information is correct. 8. Place the deposit in the vault. 9. Attach the Change Order Worksheet and the 10. Again make sure everything is correct and there are no mistakes. The Loomis will not take the deposit even if there is a slightest mistake on the receipt or poly bag.
27 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
6.3 Loomis Armored Car Pick up
1. When the Loomis truck arrives, the foyer and the TCC should be clear of all personnel. 2. The Loomis Officer will have two badges of identification; if two badges are not present do not release the bag to him. 3. Only a supervisor or an auditor can release the deposit, this is by signing the release line of the Loomis receipt. 4. After the Loomis officer has verified that all the information is correct, he will tear out all the receipts and leave the blue copy. This copy is to be taped to the Change Order worksheet.
28 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
Change Order Worksheet
Wells Fargo Bank
Denomination Order Increments Enter of (Bundles) Denomination Dollar Amount Ones $100 1 Twos $200 2 Fives $100 or $500 5 Tens $100 or $500 10 Twenties $200 or $2000 20 Fifties any quantity 50 Hundreds any quantity 100
TOTAL ARRIVAL DATE CONFIRMATION # ORDER PLACED BY DATE
Vault Cash In
Denomination Order Increments Enter
of (Bundles) Denomination Dollar Amount Ones $100 1 Twos $200 2 Fives $100 or $500 5 Tens $100 or $500 10 Twenties $200 or $2000 20 Fifties any quantity 50 Hundreds any quantity 100
Received By TOTAL Date
29 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL 6.4 Voucher Procedures
1. Only supervisors/auditors can issue Vouchers.
2. Customers must present the original un-voided receipt to the supervisor to obtain a voucher.
3. Immediately write or stamp void on the original receipt.
4. Pull the next sequential voucher from the voucher book in the vault.
5. Log all information in the Voucher book, Toll Collector number, Voucher number, date, customer’s name and supervisor/auditors number.
6. Make a copy of the voucher and the voided receipt, place a copy in the Voucher Log book.
7. A customer may present a credit card receipt and not toll system receipt. Do not void this out, just make a copy of the receipt along with the voucher and give the receipt back to the customer.
30 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
TOLL DATE COLLECTOR CLASS VOUCHER # CUSTOMER NAME SUPERVISOR #0218
#0219
#0220
#0221
#0222
#0223
#0224
#0225
#0226
#0227
#0228
#0229
#0230
#0231
#0232
#0233
#0234
#0235
#0236
#0237
#0238
#0239
#0240
#0241
#0242
31 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
6.5 Phone Order Procedures
1. Customers can buy coupon booklets over the phone buying coupon booklets. All phone orders must be paid by using a credit card. Customers must make arrangements to have the coupon booklets picked up here at the TCC.
2. Only the Office manager, Supervisor or Auditor receives a call for a request for a phone order for coupon booklets.
3. The customers are informed immediately that they must make arrangements to have the coupon booklets picked up here at the site. The State of Alaska/DOT does not sell coupon books at any location other than the tunnel, nor are there delivery or mailing facilities to send the coupon books to the customer.
4. Complete the Coupon Book Order Form.
5. The phone order should be processed as soon as possible by the toll collector.
6. The phone order, coupons and receipts are all placed in a sealed envelope with the pick up persons name on the outside.
7. The person picking up the coupons must sign the Coupon Book Order form, which is then put in with the toll collector’s daily paperwork. Do not staple any of the paper work together.
8. The Coupon Book Order Form is then filed in the Phone Order Log Book, which is in the vault.
9. We do not accept phone orders for single fares.
32 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
COUPON BOOK PHONE ORDER FORM Date :
Order Received By:
Company Name :
Contact Person :
Phone Number
Address
City State: Zip :
COUPON BOOKS REQUESTED
Class Qty Fee Total Book of Book of Ten Tickets Thirty Tickets
A $100 $225
B 1 $175 $450
B 2 $300 $750
C $1,150
D $1,150
TOTAL Payment Type
VISA MC
Card Number: Exp :
Cardholder Name:
Cardholder Address:
City: State: Zip:
CHECK #:
Processed by (Toll Collector/ ID#): Date:
COUPON BOOK PHONE ORDER RECEIPT
PICK UP DATE
TO PICKED UP BY (Print Name)
SIGNATURE OF RECEIPT
DATE RECEIVED
33 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL .
6.6 Prepaid Card Account Procedure
6.6.1 Tolltex System Prepaid Account Setup
1. Select manage accounts 2. Select “Add” 3. The database will automatically select the next available account # 4. Type in all pertinent information 5. Hit “Save” and “Print”. 6. Select “Manage Prepaid Cards” 7. Select “Add” 8. The database will automatically assign #0001 to the first card 9. The database will then turn “Add Prepaid Card” this is where the card and vehicle class information is entered. 10.Hit “Save” & “Print” when finished entering that card. 11.Continue this process for each card for the account. 12.When finished entering the card information select “Purchase Trips” 13.Select the account. 14.14. The next option is how the company wants to set up the account, either for all cards in the account or trips for each card within the account. Once the option is chosen, this is how the account is to be used from then on. At no time can an account be setup for trips per individual cards and at a later date, revenue added for all cards in the account.
15.Select the option which applies 16.Purchased Trips will be applied to all cards in the account 17.Purchased Trips will be applied to card 18.Select vehicle class, this must match what class was previously selected under 19.“Add Prepaid Card”. 20.Enter number of trips that have been purchased 21.Enter amount per trip 22.This should equal the amount of payment received. 23.Click “Save” 24.A screen will come up to confirm amount of trips that have been purchased. 25.Review carefully, when ready click “Save” the system will automatically print one copy, select print again. One copy is a receipt for the customer and the other copy is to be filed in the customer file. 26.Repeat this as needed. 27.Make a copy of the payment method used (check or credit card slip). 28.File all reports associated with the account in customer file.
34 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
6.6.2 Making of a Prepaid Card
ID card printing can only be done on the computer at the Auditors desk. It requires the Zebra P420i Printer and Card Reader, which are attached to the Auditors PC. For maintenance of the printer and changing of the printer ribbon, please refer to the manual behind the printer. The software program is kept by our Human interface out IT consultant for safety.
New ribbons and cards can be purchased via Transtech. Please refer to the old invoices (vendor file) or purchase order for more details.
Currently, the auditors have control of the files; season pass, prepaid card and non- revenue Id card. These files can be temporarily found in Company/Toll Auditors/Project 3039/Non-Revenue Card Log.
1. Go into the Tolltex system/Prepaid card/prepaid management, find next account number the system will be assigning. 2. Select Company/Toll Collector-Auditors/Prepaid Cards/Prepaid Card Master 3. Double click the area on the card that needs to be changed 4. Save new card in appropriate file 5. Turn Zebra printer on. On/off switch is located on the back of the machine. 6. Put blank card in right hand card slot, face up and with the magnetic strip away from you 7. Click on “Card Print”, the card will need a little help, give it a gentle push. 8. The Zebra printer will kick the card out when it is finished. 9. Printing the backside of the card 10. Flip card face down and place magnetic strip towards you.
6.6.3 Magnetic Strip Encoding
1. With card file still on the computer screen, click “file” and “Card Print”. Under the print screen, click “Properties”. 2. Under the Properties screen click the “Encoding” target. 3. This section defines the card as a Prepaid card, the business acct # and the card number that is associated to this account 4. Select Track 1, hit tab 5. Track 1 is entered as follows; PP business acct #(4 digits only)card #(4 digits only) 6. Track 2 is entered as follows; acct#card # 7. Track 3 is entered the same as Track 2 8. It should look like this; Track 1 PP00010001 Track 2 00010001 Track 3 00010001 9. Place the card in Zebra Printer card slot, with face up and magnetic code away from you. 10. Click on the “Encode” target, again the card may need a gentle push.
35 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
11. The printer will take the card, it will NOT eject it when it is done this is OK. 12. When the printer has stopped and the card is still inside the printer, click the “Read” target. 13. On the computer screen the track numbers that have been entered will disappear, when the printer stops the track numbers should reappear, check to see if these numbers are correct. 14. If not start the process over again and enter the correct numbers.
15. If the track numbers are correct, click the “Eject” target, the printer will now eject the card and the card is ready. 16. Make a Xerox copy of all cards!
6.6.4 Adding trips to an existing PrePaid Account
1. On the Tolltex system select PrePaid account 2. Select “Purchase Trips” 3. Select the account you want to add trips to. 4. Select the option which applies 5. Purchased Trips will be applied to all cards in the account 6. Purchased Trips will be applied to card 7. Select vehicle class, this must match what class was previously selected under 1. “Add Prepaid Card”. 8. Enter number of trips that have been purchased 9. Enter amount per trip 2. 10.This should equal the amount of payment received. 10. Click “Save” 11. A screen will come up to confirm amount of trips that have been purchased. 12. Review carefully, when ready click “Save” the system will automatically print a. one copy, select print again. 13. One copy is a receipt for the customer and the other copy is to be filed in the b. customer file. 14. Make a copy of the payment method used (check or credit card slip). 15. File all reports associated with the account in customer file
36 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
6.7 Coupon Books
6.7.1 Coupon Book Printing
1. Place a coupon order from the Tolltex System. Select type of coupon book needed. 2. Insert a 31/2 floppy disk into Tolltex System CPU and export the data. 3. Once the export is successful, print out report. 4. Manually update the coupon log located in the Coupon Book Log notebook. 5. In the Auditors PC save the coupon book order. 6. Insert 31/2 floppy into PC, right click START, select Explore, double click 31/2 floppy, right click on file and rename to “Tickets”, minimize 7. Next pull up coupon file log located in Company/Toll Collector-Auditor/Proj 3039/ Coupons/Coupon text files 8. Open coupon book file type 9. Maximize the 31/2 floppy file “Tickets”, drag the file over to the coupon book file 10. Right click on the “Ticket” file you just moved, rename to the sequence of coupon books just ordered, i.e.: A30-250-300. 11. Select correct coupon color paper and put in Xerox and print.
6.7.2 Checking in Coupons 1. In order to allow the coupons to be sold they need to be checked in and inspected by the toll system. 2. Select coupons from the main screen on the toll system plaza. 3. Select “Check in New Coupon Books”. 4. Verify the coupon order number is correct. 5. Scan the first coupon of the book 6. Next scan the last coupon of the first book. 7. Select the next three inspection tabs. 8. Save and print.
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38 ANTON ANDERSON MEMORIAL TUNNEL SUPERVISORS CASH HANDLING PROCEDURES MANUAL
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