Maintenance of Traffic (MOT) Concepts

Maintenance of Traffic (MOT) Concepts
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Maintenance of Traffic (MOT) Concepts MOT Training for Incident Responders in Florida Start of Module 4 This module is designed to provide a clear explanation of the meaning of “Maintenance of Traffic” as it relates to incident management. Module 4

Maintenance of Traffic (MOT) Training for Incident Responders in Florida
Highway Terminology First part of Module 4 Module 4

Highway Terminology Standardized names and terms to identify specific features of any street, road, or highway where an incident may occur. Reduce confusion Improve the safety of responders Make operations at the scene more efficient The objectives of this section: To create a standard guideline for the naming of the highway to be consistent and for better understanding between different agencies. The first incident responder to arrive at the scene can use these standardized terms to direct the placement of apparatus and personnel as they arrive at the scene. Module 4

Shoulders The pavement adjacent to travel lanes Referenced by:
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Shoulders The pavement adjacent to travel lanes Referenced by: Inside or Outside Module 4

Median The center of the roadway
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Median The center of the roadway Module 4

Lane Referencing Numbered from outside to inside
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Lane Referencing Numbered from outside to inside Should not be referenced as the “slow lane” or the “fast lane” Acceleration and deceleration lanes at interchanges will not be numbered except in the case of lane drops or adds This refers to the traffic lanes of the road. Module 4

2 1 3 Shoulder Median Inside 6-lane divided highway Outside
Maintenance of Traffic (MOT) Training for Incident Responders in Florida 2 1 3 Shoulder Median Inside 6-lane divided highway Outside How to identify the highway terminology. Example of a six-lane divided highway. Module 4

Lane Drop Deceleration Lane 2 3 4 1 Inside Outside Shoulder Shoulder 2
Maintenance of Traffic (MOT) Training for Incident Responders in Florida 2 3 4 1 Inside Outside Shoulder Shoulder 2 3 1 Inside Outside A picture showing the case of acceleration and deceleration lanes at interchanges where they may not be numbered. Also, we have an exception in case of lane drops or adds in where it is numbered. Lane Drop Deceleration Lane Module 4

Upstream and Downstream
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Upstream and Downstream Upstream Any area of a highway or any moving traffic that is approaching the actual incident or activity area Downstream Area that is past the incident scene Thinking of water as it flows down a stream will assist in remembering the upstream/downstream terms. Module 4

Incident Downstream Upstream
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Downstream Upstream Incident A picture showing the Upstream and Downstream section of a highway. Module 4

Incident Definition Second part of Module 4 Module 4

Differences in Definition
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Differences in Definition Transportation provider definition vs. Emergency responder definition Module 4 Source: FHWA, Incident Management Performance Measures

Transportation Providers
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Transportation Providers Traffic Incident Management Handbook defines an “incident” as “any non-recurring event that causes a reduction of roadway capacity or an abnormal increase in demand” The 2000 Highway Capacity Manual defines an “incident” as “any occurrence on a roadway that impedes normal traffic flow” Under the definition of the TIM Handbook, events such as traffic crashes, disabled vehicles, spilled cargo, highway maintenance and reconstruction projects, and special non-emergency events (e.g., ball games, concerts, or any other event that significantly affects roadway operations) are classified as incidents. Module 4

Emergency Responders Most law enforcement agencies and emergency responders seem to define an “incident” as any event to which they are dispatched or requires a “response” or action by them. Less critical events, such as stalled vehicles on the shoulder, debris in the roadway, etc., may not be considered an “incident” in many locations because an action or response would not be required from a law enforcement and emergency response perspective. For example, fire departments generally do not classify stalled vehicles or debris in the roadway as an “incident” because they do not generally respond to those types of events. Module 4

Types of Incidents Module 4

Predictable Maintenance Activities Construction Activities
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Predictable Maintenance Activities Construction Activities Special Events Maintenance and Construction Activities refers to work zone activities. Special Events refer to ball games, concerts, etc. Module 4

Unpredictable Accidents (crashes) Stalled vehicles Spilled loads
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Unpredictable Accidents (crashes) Stalled vehicles Spilled loads Weather Roadway failures Debris falling from trucks For these type of incidents, you don’t have time to make arrangements or design a previous plan to alleviate the traffic flow movement. Module 4

Incidents Create non-recurring traffic congestion
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Incidents Create non-recurring traffic congestion 60% of all congestion Cause secondary crashes Incidents create congestion. It is estimated that 60 percent of congestion is due to incidents, which also create secondary crashes. Source: Basic Traffic Control for Short Duration Activities: A Modular Course 17 – Incident Management by ATSSA/Roadway Safety Training Institute Module 4

Highway Standards Federal Highway Administration (FHWA)
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Highway Standards Federal Highway Administration (FHWA) State Departments of Transportation Local Municipal Governments The Federal Highway Administration’s (FHWA) responsibility is national in scope. They provide guidance to the state departments of transportation for highway construction, geometric design, and traffic operations, including how signs, signals, and markings should be used throughout the United States. They publish the Manual On Uniform Traffic Control Devices (MUTCD). The department of transportation is responsible for the design construction, maintenance, and operation of highways in most states; however, they are only responsible for the highways under the state jurisdiction. They do not maintain the local roads for which local governments are responsible. Most local, county, and municipal governments follow guidelines and standards that are used by their states. Module 4

MUTCD Chapter 6I of the 2003 MUTCD
Maintenance of Traffic (MOT) Training for Incident Responders in Florida MUTCD Chapter 6I of the 2003 MUTCD “Control of Traffic Through Traffic Incident Management Areas” This picture shows the cover of the printed version of the MUTCD This document was published by the Federal Highway Administration; you can find it in U.S. code. MUTCD: It’s the Law (Federal) Federal code recognizes that the MUTCD will be used as the national standard for traffic control devices on all public roads open to public travel. Therefore, all state departments of transportation, local governments, and any other roads open to the traveling public are subject to the guidelines in the MUTCD. Part 6 deals with temporary traffic control. Part 6 provides the guidelines and standards for the signs, signals, and markings which are to be used in the work zones and other situations where temporary traffic control is needed. Traffic control at a crash site is to follow the guideline established in the MUTCD. In the following slides of this module, we will discuss the material found in Part 6 of the MUTCD. In an emergency situation (highway incident) you are expected to meet the standards of the law. In other words, you are expected to be a reasonable and prudent first responder. You are expected to try to establish traffic control in close conformance with state requirements. Module 4

Major Provisions Classify incidents by expected duration
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Major Provisions Classify incidents by expected duration Recommend interagency pre-planning and management (“unified incident management”) “Fluorescent coral” background/black letters permitted for signs in incident traffic control zones Recommendations on use of Emergency Vehicle Lighting Those are the major provisions of Chapter 6I of the 2003 MUTCD. Module 4

Incident Classification
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Incident Classification Level 1 – Minor under 30 minutes Level 2 – Intermediate from 30 minutes to 2 hours Level 3 – Major over 2 hours In general, the longer the duration, the more closely the temporary traffic control measures are expected to conform to the MUTCD. Specific guidance on the temporary traffic control needs of each is contained in Chapter 6I. In general, the longer the duration, the more closely your traffic control efforts should conform to the “letter” of the MUTCD. Incidents with expected durations of 24 hours or longer must have a traffic control plan and temporary traffic control that fully conforms in every respect to the MUTCD. In these situations, you would have the assistance of FDOT. Module 4 Source: TIM Handbook & MUTCD 2003 Chapter 6

Temporary Traffic Control Zones
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Temporary Traffic Control Zones Module 4

Temporary Traffic Control Zones
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Temporary Traffic Control Zones Divided into four areas: Advance Warning Area Transition Area Activity Area Termination Area Module 4

Component Parts of a Temporary Traffic Control Zone
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Component Parts of a Temporary Traffic Control Zone Uniformity Driver expectancy/no surprises With correct temporary traffic control zone (TTCZ), drivers will have time to recognize that something is going on and to react correctly following the instruction and guidance of the zone created by the incident responders. (Using the MUTCD and DOT standards or guidelines) Module 4 Source: MUTCD 2003 Chapter 6

Advance Warning Area First section that informs drivers about the incident area they are approaching Varies from a single sign or warning light on a vehicle to a series of warning signs Examples: cones, flares, or emergency vehicles far in advance of the actual incident (crash or fire scene) Section of highway where road users are first informed about the incident area they are approaching. May vary from a single sign or warning light on a vehicle to a series of warning signs, cones, flares, or emergency vehicles far in advance of the actual incident (crash or any event). Module 4

Transition Area Section of highway where road users are redirected out of their normal path Usually involve strategic use of tapers. Area that helps in the transition from normal traffic lane conditions to a restricted area allowed for vehicles to move around a incident. Module 4

Taper When emergency responders use signs, cones, flares, or blocking vehicles to direct approaching traffic from the normal traffic lanes into a fewer number of open lanes Executed within the Transition Area of an incident scene See next slide for an example. Module 4

Taper In this picture, the use of five cones to create the taper can be seen. Module 4 Picture: Safe Parking…While Operating In or Near Moving Traffic, Texas FD

Activity Area Section of the highway where the work activity takes place Comprises the Work Area, the Traffic Space and the Buffer Space The area where the incident responders are working. (Called Hot Zone by Fire Department) Module 4

Work Area Section of highway closed to road users and set aside for responders (workers), equipment, and material Usually delineated for road users by channelizing devices Exact location of the incident that is protected by the responders’ vehicles and other channelization devices. Module 4

Work Area Example of a work area. Module 4 Picture: Danger on I-95 – South Florida Sun-Sentinel.com

Traffic Space Section of highway in which road users are routed through the activity area Area that provides the vehicle moving around the incident area safely for both responders and drivers. Module 4

Buffer Space The area that separates road user flow from the work space or an unsafe area Provides some recovery space for an errant vehicle Neither work activity nor storage of equipment, vehicles, or material should occur within a buffer space. A longitudinal buffer space may be placed in advance of a work space. The longitudinal buffer space may also be used to separate opposing road user flows that use portions of the same traffic lane. Typically, the buffer space is formed as a traffic island and defined by channelizing devices. When a shadow vehicle, arrow panel, or changeable message sign is placed in a closed lane in advance of a work space, only the area upstream of the vehicle, arrow panel, or changeable message sign constitutes the buffer space. If used, an incident response and emergency-vehicle storage area should not extend into any portion of the buffer space. Module 4

Responders arriving at a traffic incident within 15 minutes of arrival on-scene should: Estimate the magnitude of the traffic incident Predict time duration of the traffic incident Estimate vehicle queue length Set up the appropriate Temporary Traffic Control for these estimates Incident responder responsibilities. When you arrive to the scene, use the resources that you have to start the TTCZ; when other responders arrive, use the resources that they have to improve and create a safe TTCZ. Module 4

Highway Safety Principles
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Highway Safety Principles Third part of Module 4 Module 4

Stopping Sight Distance
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Stopping Sight Distance The distance traveled from the time a driver first detects the need to stop until the vehicle actually stops An important aspect of highway safety is stopping sight distance. It is defined as the distance traveled by the vehicle from the time a driver first recognizes the need to stop until the vehicle actually stops. This concept is used to explain why the Advance Warning Signs are located far before the incident site is so important. There are two components to stopping sight distance perception / reaction distance and braking distance. In the following slides, we will explain how we determined stopping sight distance, and we will define perception / reaction distance and braking distance. Module 4

Perception/Reaction Distance
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Perception/Reaction Distance Distance traveled by a vehicle from the instant the driver sees an object to the instant the brakes are applied The first part of stopping sight distance is the perception/reaction distance. This is the distance traveled by a vehicle during the time the driver is thinking about the situation. This distance can be very long if the vehicle is traveling fast. Module 4

What is the typical driver’s perception/reaction time value?
Maintenance of Traffic (MOT) Training for Incident Responders in Florida What is the typical driver’s perception/reaction time value? 0.5 seconds 1.0 seconds 1.5 seconds 2.5 seconds 4.0 seconds Be prepared for drivers who do not react . . . This is a question slide. The instructor should ask the participants if they know what a typical driver’s perception/reaction time is. The instructor may wish to list some of the times on the blackboard so that they can be discussed with the participants. ANSWER: Research studies have shown that even an alert and attentive driver who is subjected to a complex driving situation may need as much as 2.5 seconds to perceive and react to a situation. Module 4

Source: AASHTO Green Book 2001
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Braking Distance Distance traveled by a vehicle from the instant the brakes lock up until the vehicle stops Speed (mph) Distance (ft) 60 346 65 405 70 470 75 540 The braking distance is the distance traveled by a vehicle after the brakes have been applied. This distance is a function of how fast the vehicle is traveling and the friction of the pavement. The friction can be affected if the pavement is wet; under this circumstance, the distance would be bigger. We assume the brakes are locked up. Module 4 Source: AASHTO Green Book 2001

Note: Commercial vehicles require much longer distances.
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Total Stopping Sight Distance (based on 2.5-sec Perception/Reaction Time) 60 Mph 65 Mph 70 Mph This figures shows the total stopping sight distance that is required for a driver that react to a event in 2.5 seconds. It can be seen that a vehicle traveling at a speed of 60 mph needs 1.6 football field to stop (570 ft) It can be seen that a vehicle traveling at a speed of 65 mph needs 1.8 football field to stop (650 ft) It can be seen that a vehicle traveling at a speed of 70 mph needs 2.0 football field to stop (730 ft) Commercial vehicles such as trucks may require much longer stopping distance. Note: Commercial vehicles require much longer distances. Module 4

Highway Safety Personal Protective Equipment (PPE) and Signaling Equipment Module 4

Personal Protective Equipment “PPE”
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Personal Protective Equipment “PPE” Section 6E.02 of the MUTCD Requires that workers shall wear bright, highly visible clothing when working in or near moving traffic Fire/rescue personnel, EMS crews, law enforcement officials, and even tow truck operators PPE – General requirements Standard 29 CFR (OSHA) Module 4

ANSI/ISEA Public Safety Vest Requirements
Maintenance of Traffic (MOT) Training for Incident Responders in Florida ANSI/ISEA Public Safety Vest Requirements Background Material Minimum 450 in2 Retroreflective/Combined-Performance Material Minimum Width 1.97 in Minimum Area 201 in2 The Vest shall have contiguous areas of retroreflective or combined-performance material encircling the torso – placed in a manner to provide visibility Vest Class II This means that you should use Class II or Class III Safety Vest, but you at least need to wear what your agency provides to you all the time that you stand or work near traffic movement. Module 4 ANSI Standard Source: Emergency Responder Safety Institute

Highway Safety Vests Vest Class III
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Highway Safety Vests Vest Class III All incident responders shall comply with this provision no later than November 24, 2008. As of November 24, 2008, all incident responders need to use ANSI Vest Class II as minimum requirement. Right now (August 2008), you should use what you have in your vehicle, but remember, as of November 24, 2008, you need to wear Class II as a minimum. Module 4 Source: Federal Register / Vol. 71, No. 226 / Rules and Regulations Part 634 – Worker Visibility Sec

Question? At night – how far away can a driver see you?
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Question? At night – how far away can a driver see you? Answer: The answer is that at night, a driver can detect the pedestrian in dark clothes at only about 100 feet with low-beam headlights. If the person wears white clothes, it can be seen at approximately 250 feet. It is very difficult for the human eye to see a dark object on a dark background. In other words, a pedestrian with a dark jacket and blue jeans at night is very hard for a driver to detect. We just discussed stopping sight distance. What do you think about the stopping sight distance with respect to pedestrians at night? Typically, drivers will “overdrive” their headlights. By the time the driver perceives/reacts to a pedestrian, the vehicle has traveled the available headlight sight distance. If the person wears an ANSI Vest II or III, then should be seen at least 1,000 ft ahead. This distance would provide the driver enough distance to react or maneuver properly. Module 4 Source: ANSI/ISEA MADE EASY. A Quick Reference to High-Visibility Safety Apparel

Traffic Control Devices
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Traffic Control Devices This sub-section will introduce the participant to the devices that are approved by the MUTCD for use in establishing temporary traffic control. Module 4

Maintenance of Traffic (MOT) Training for Incident Responders in Florida Traffic Control Devices To promote highway safety by providing for the orderly and predictable movement of all traffic and to provide guidance and warning as needed Examples: Signs Channelizing devices Lighting devices Shadow vehicles The key word in this sentence is obviously SAFETY, and as we go through the remaining section, keep this thought in mind: Traffic control devices (TCD’s) as they are used in a short-term traffic control zone are intended to protect both the emergency responders and the motoring public. TCDs are intended to provide guidance and warning as needed. Although, we will discuss various combinations of TCD setups, you will most certainly encounter situations in the field that we have not considered here. In these cases, you must determine what is actually needed to provide safety through the traffic control zone. If you apply the principles that we discuss in the following section to the problems you encounter and mix in a little common sense, you will end up with a traffic control zone that minimizes the potential for incident and injury. The four types of devices commonly used are the following: - Signs - Channelizing devices - Lighting devices - Shadow vehicles Module 4

Picture: KTC, Emergency Traffic Control for Responders-Training
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Warning Signs Warning signs are used to give notice of an unexpected condition or a condition that may be potentially hazardous to traffic. Warning Signs – signs that call attention to conditions that are potentially dangerous. Incident areas present special hazards that require the use of warning signs to alert drivers of specific hazards in sufficient time to adjust their speed or stop if necessary. However, there may also be some circumstances that call for the use of signs other than warning signs in an incident area. This slide shows a typical warning sign for an incident site. Note that they are two signs; one orange with black letters and the second coral with black letters. The size of the sign should be 48” x 48.” This is the standard size for interstate and four-lane facilities. A 36” x 36” sign can be used for local and arterial-type facilities. However, it is suggested that you only carry the 48” x 48” signs. Module 4 Picture: KTC, Emergency Traffic Control for Responders-Training

Examples of TIM Area Signs
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Examples of TIM Area Signs The MUTCD guidelines specify minimum 36” x 36” dimensions for the sign when used at incidents with “moderately low volumes and speeds”. The larger size (48” x 48”) is recommended for use at incidents on higher speed highways. The ability to quickly install proper temporary traffic controls might greatly reduce the effects of an incident, such as secondary crashes or excessive traffic delays. An essential part of fire, rescue, spill clean-up, highway agency, and enforcement activities is the proper control of road users through the traffic incident management area in order to protect responders, victims, and other personnel at the site while providing reasonably safe traffic flow. Module 4 Source: MUTCD 2003 Chapter 6 Figure 6I-1

Warning Signs - Placement
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Warning Signs - Placement Right- or left-hand side of roadway As near to the edge of the road as possible, but no closer than 2 feet Right angles, facing traffic No obstructions In advance of hills and curves The most important question to consider when placing a sign is, Can every approaching driver see it? To be sure that they can, place the signs: On the right-hand side of the roadway. (There are instances when the sign may need to be placed on the left-hand side of the roadway.) As near to the edge of the road as possible, but not closer than 2 feet (24 inches). Warning signs may be placed on the roadway in a closed lane. Directly facing traffic. In a position not blocked by other signs, vehicles, trees, walls, or anything else that may block a driver’s line of sight to the sign. In advance of sharp curves or hillcrests. After you have placed the sign, take the time to ensure that it is visible to approaching traffic. Module 4

Incorrect Placement Location: in most cases, the signs or any advance warning device need to be positioned within the cone of vision of approaching motorists and free of any obstructions that may block the motorist’s vision. This an example of an incorrect placement. The device is out of the cone of vision and, as result, is not providing enough warning distance to the motorist to react properly and safely. Module 4 Source: Emergency Traffic Accommodation – A Guide for First Responders

Correct Placement Location: in most cases, the signs or any advance warning device need to be positioned within the cone of vision of approaching motorists and free of any obstructions that may block the motorist’s vision. This is an example of a correct placement. The device is in the cone of vision that would providing enough warning distance to the motorist to react properly and safely. Module 4 Source: Emergency Traffic Accommodation – A Guide for First Responders

Source: Emergency Traffic Accommodation – A Guide for First Responders
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Location: in most cases, the signs or any advance warning device need to be positioned within the cone of vision of approaching motorists and free of any obstructions that may block the motorist’s vision. This are two examples (incorrect and correct) when you are working near a curve. Module 4 Source: Emergency Traffic Accommodation – A Guide for First Responders

Channelizing Devices Their function is to warn road users of conditions created by work activities in or near the roadway and to guide road users Channelizing devices include: cones tubular markers vertical panels drums barricades temporary raised islands The function of channelizing devices is to warn road users of conditions created by work activities in or near the roadway and to guide road users. Channelizing devices include cones, tubular markers, vertical panels, drums, barricades, and temporary raised islands. Channelizing devices provide for smooth and gradual vehicular traffic flow from one lane to another, onto a bypass or detour, or into a narrower traveled way. They are also used to separate vehicular traffic from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions of vehicular traffic. The two most common devices that you will use in an incident zone are: Traffic cones Flares Module 4

Maintenance of Traffic (MOT) Training for Incident Responders in Florida Traffic Control Devices Florida Design Standard, Series 600 requirements: FDOT approved number shall be engraved on the device Traffic control devices must be on the Qualified Product List Any control device used should be in the approved list of FDOT requirements. Module 4

Cones Cones shall be predominantly orange
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Cones Cones shall be predominantly orange Shall be made of a material that can be struck without causing damage to the impacting vehicle When cones are used on freeways and other high-speed highways or at night on all highways, or when more conspicuous guidance is needed, cones shall be a minimum of 28 inches height. For nighttime use, cones shall be retroreflectorized or equipped with lighting devices for maximum visibility. Retroreflectorization of cones that are 28 to 36 inches height shall be provided by a 6 inches wide white band located 3 to 4 inches from the top of the cone and an additional 4 inches wide white band located approximately 2 inches below the 6 inches band. For any Work Zones, FDOT require cones of 36 inches high. Traffic cones shall be deployed from the rear of the blocking apparatus toward approaching traffic to increase the advance warning provided for approaching motorists. Cones identify and only suggest the transition and tapering actions that are required of the approaching motorist. Personnel shall place cones and flares and retrieve cones while facing oncoming traffic. Module 4

Cones One solution to carrying 28-inch traffic cones within the limited storage space on most responders vehicles is the “collapsible” cones. Four 28-inch tall Pop-UpR cones only occupy a 12- inch-high stack when stored. The things that you need to know about traffic cones are: They are between 18 and 36 inches high. If they are used during dark hours, they must be retroreflectorized. (only carry retroreflectorized cones) They must be made of a lightweight material that will not damage a vehicle if they are inadvertently struck. Module 4 Picture: Safe Parking…While Operating In or Near Moving Traffic, Texas FD

Flares Work well at night to warn motorists of lane changes and merges due to the bright red light they emit as they burn The visibility of traffic cones can be increased under night conditions by deploying flares and cones together Flares are commonly carried by all incident responders. The thing you want to remember about flares is that although they are an effective attention-getting device, they are not as effective as cones in channelizing traffic. Flares have some definite advantages including: they are inexpensive; they do not take up much space in a vehicle; and they are easy to transport. In addition, they are very effective at night as an attention-getting device. On the other hand, they burn out rather quickly and therefore they may have to be replaced during the course of the incident. Flares may be used to supplement warning signs and to provide short-term channelization until cones or another channelizing device can be put into place. Chapter 6 I of the MUTCD states that after they are no longer needed, flares and their supporting devices shall be removed from the roadway. Also, the MUTCD recommends that when flares are used to initiate temporary traffic control at incidents, they should be replaced by more permanent devices such as cones or other devices available. Module 4

Flares When flares are placed near a traffic cone, the light given off by the flare not only warns upstream traffic but illuminates the cone as well When flares are placed near a traffic cone, the light given off by the flare not only warns upstream traffic but illuminates the cone as well. Module 4

Flashlights Specially-designed orange cones that fit over the end of a flashlight to improve their usefulness for traffic control. Module 4

Emergency-Vehicle Light
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Emergency-Vehicle Light Essential in the initial stages of a traffic incident Provide safety to emergency responders and persons involved in the traffic incident, as well as road users approaching the traffic incident Example: high-intensity rotating, flashing, oscillating or strobe lights Lighting devices may be used in incident areas to supplement signs and channelizing devices. When highway incidents occur at night or at other times when drivers’ visibility is reduced, lighting devices provide additional warning and guidance. These devices supplement other devices and are not intended to be used alone. At night, good overall scene lighting also improves safety. Vehicle-mounted and portable scene lighting must, however, be placed so that it does not blind or confuse oncoming motorists. Emergency-vehicle lighting, however, provides warning only and provides no effective traffic control. It is often confusing to road users, especially at night. Road users approaching the traffic incident from the opposite direction on a divided facility are often distracted by emergency-vehicle lighting and slow their vehicles to look at the traffic incident posing a hazard to themselves and others traveling in their direction. Module 4

Emergency-Vehicle Light
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Emergency-Vehicle Light In multi-lane freeways Recommended to “shed” or turn off all forward-facing emergency lighting that affect traffic in the oncoming lanes To reduce rubbernecking and prevents secondary crashes In multi-lane freeways, it is recommended to ‘shed’ or turn off all forward facing emergency lighting that affect traffic in the oncoming lanes. Light shedding reduces rubbernecking and prevents secondary crashes, especially in the opposing lanes of traffic on the other side of a divided highway. Highway safety specialists agree that the rear lights on emergency vehicles parked at a highway scene should be amber. Flashing warning beacons are an effective means of bringing driver’s attention to the changing conditions they may encounter in an incident area. Flashing warning beacons should be operated during both daylight and nighttime. Module 4

Minimize Lights Avoid glare to motorists Turn off unnecessary lights
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Minimize Lights Avoid glare to motorists Turn off unnecessary lights Emergency vehicle lighting: Provides warning only and provides no effective traffic control Can be confusing and distracting to drivers Use amber instead of red Too many lights can be distracting to the passing motorists. Strobe and flashing lights can provide too much glare and blind the passing motorist. Turn off all unnecessary lights such as headlights and strobes. Section 6I.05 Use of Emergency-Vehicle Lighting Support: The use of emergency-vehicle lighting (such as high-intensity rotating, flashing, oscillating, or strobe lights) is essential, especially in the initial stages of a traffic incident, for the safety of emergency responders and persons involved in the traffic incident, as well as road users approaching the traffic incident. Emergency-vehicle lighting, however, provides warning only and provides no effective traffic control. It is often confusing to road users, especially at night. Road users approaching the traffic incident from the opposite direction on a divided facility are often distracted by emergency-vehicle lighting and slow their vehicles to look at the traffic incident posing a hazard to themselves and others traveling in their direction. The use of emergency-vehicle lighting can be reduced if good traffic control has been established at a traffic incident scene. This is especially true for major traffic incidents that might involve a number of emergency vehicles. If good traffic control is established through placement of advanced warning signs and traffic control devices to divert or detour traffic, then public safety agencies can perform their tasks on scene with minimal emergency-vehicle lighting. Guidance: Public safety agencies should examine their policies on the use of emergency-vehicle lighting, especially after a traffic incident scene is secured, with the intent of reducing the use of this lighting as much as possible while not endangering those at the scene. Special consideration should be given to reducing or extinguishing forward facing emergency-vehicle lighting, especially on divided roadways, to reduce distractions to on-coming road users. Vehicle headlights not needed for illumination, or to provide notice to other road users of the incident response vehicle being in an unexpected location, should be turned off at night. Module 4

Picture: USFA, Traffic Incident Management System
Maintenance of Traffic (MOT) Training for Incident Responders in Florida INCORRECT Pictures to demonstrate the intensity of emergency lights at night. CORRECT Module 4 Picture: USFA, Traffic Incident Management System

Arrow Panels Provide additional warning and directional information to assist in merging and controlling road users through or around a Temporary Traffic Control zone An arrow panel in the arrow or chevron mode should be used to advise approaching traffic of a lane closure along major multi-lane roadways in situations involving heavy traffic volumes, high speeds, and/or limited sight distances, or at other locations and under other conditions where road users are less likely to expect such lane closures. If used, an arrow panel should be used in combination with appropriate signs, channelizing devices, or other TTC devices. An arrow panel should be placed on the shoulder of the roadway or, if practical, further from the traveled lane. It should be delineated with retroreflective TTC devices. Module 4

Arrow Panels Nighttime use Location
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Arrow Panels Nighttime use When advance warning arrow panels are used, the intensity of the flasher shall be reduced Location For lane closures on multi-lane roadways, an arrow panel should be located on the shoulder at the beginning of the taper The DOT requires that they be able to be dimmed to half-power when used at night to prevent blinding of approaching traffic. An alternate location is centered in the closed lane behind the taper channelizing devices near the beginning of the taper – if shoulder space is not available. Module 4

Pictures: FDOT Road Rangers Basic Training
Maintenance of Traffic (MOT) Training for Incident Responders in Florida Arrow panels are specialized lighting devices that are normally mounted on the back of a truck or on a trailer that can be towed to the incident area. Arrow panels are intended to supplement other traffic control devices – not take their place. They are very effective in reinforcing warning signs, cones, and other traffic control devices. Their primary use is in incident areas that require drivers to change lanes or merge with other traffic because of lane closures. Because they are large and flashing, they are extremely effective in getting the attention of drivers. Module 4 Pictures: FDOT Road Rangers Basic Training

Source: MUTCD 2003 Chapter 6 Figure 6I-1
Maintenance of Traffic (MOT) Training for Incident Responders in Florida A vehicle displaying an arrow panel shall be equipped with high-intensity rotating, flashing, oscillating, or strobe lights. Arrow panel (s) shall not be used to laterally shift traffic. Module 4 Source: MUTCD 2003 Chapter 6 Figure 6I-1

Shadow Vehicles Shadow Vehicles – Trucks or trailers that are used to protect workers or work equipment from errant vehicles Heavy Vehicle – 33,000 GVWR or greater, loaded at least 20,000 pounds (tanker truck) Shadow vehicles are any vehicles that are placed in the incident area in a position that allows them to act as a buffer between vehicle traffic and emergency responders. The shadow vehicle should be a heavy vehicle of a minimum 33,000 Gross Vehicle Weight Rating (GVWR), with a weight on axles of no less than 20,000 pounds. A tanker truck is a good example of a vehicle that can be used. Module 4

Shadow Vehicle Once parked, it becomes a traffic control device (TCD) placed as an element of the TCZ using the MUTCD as a guide. It is: spotted parallel with traffic 100 to 250 ft upstream from the work area depending upon the speed limit, with wheels cut toward the shoulder not involved in incident mitigation efforts and not occupied by people!!! When a vehicle is used as a shadow vehicle, it should be placed far enough from emergency responders to ensure that if the vehicle is struck, it will not be driven into the people it is protecting. On the other hand, it should not be so far in advance of the emergency responders that an errant vehicle can get around it and penetrate the incident area. Shadow vehicles, because of their position in the incident area, may also be used to display traffic control devices such as arrow panels, rotating strobe lights or warning signs. Once a shadow vehicle is put in place, it must be kept free of all occupants – there are no exceptions to this rule. Summarize Shadow Vehicles: - Located in advance of incident area. - Limit distance to prevent errant vehicle run-around. - Arrow panels, warning signs, and/or rotating/strobe lights. - Activate amber lights instead of red lights. - No occupants. - Turn wheels away from traffic. Module 4

Example of a fire truck used as a shadow vehicle. Module 4

END Question or Comments
Maintenance of Traffic (MOT) Training for Incident Responders in Florida END Question or Comments End of Module 4 Module 4

Maintenance of Traffic (MOT) Concepts

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