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Indiana’s Effort  Quick Clearance Working Group Formed January 2008 Addressing a prioritized list of Quick Clearance Topics Multidisciplinary approach ○ Agency Head buy-in 2

Indiana’s Effort  In-TIMEJanuary 2009 Multi-agency involvement Multi-lateral agreements ○ Policy best practices ○ Training- multi discipline ○ Legislative action- Hold Harmless Abandoned vehicle Move it law- 3

Purpose for IN-TIME  To have traffic incident responders, from all disciplines, follow agreed- upon multi-lateral policies and procedures while being focused on the “Open Roads Philosophy”! 4

What is the “Open Roads Philosophy?  is having all First Responders, after ensuring their own personal safety and the safety and security of any incident victims, will have as their top priority reducing congestion and the higher risks of secondary incidents for public/motorist safety. 5

Working Together 6 to make travel in Indiana safer and more efficient! Transportation Law Enforcement Fire/EMS Towing Recovery Cleanup Coroner Insurance

Incidents are classified by expected duration: Minor- less than 30 minutes Intermediate minutes Major- over 90 minutes 7

Immunity  Qualified immunity granted to government employees for acts requiring discretion. Decision to remove (or order removed) a vehicle is one such discretionary decision. May 2009

IC Sec. 32. The following are not liable for loss or damage to a vehicle or parts occurring during the removal or storage of a vehicle or parts under this chapter: (1) A person who owns, leases, or occupies property from which an abandoned vehicle or its contents or parts are removed. (2) A public agency. (3) A towing service. (4) An automobile scrap yard. (5) A storage yard. (6) An agent of a person or entity listed in subdivisions (1) through (5). As amended by HEA 1650, effective May 2009

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Traffic Management 11 This could happen in your area!

Traffic Management 12

Push Bumpers

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IN-TIME Guidelines  Safety Benchmarks  First Responder Vehicle Benchmarks  Incident Command Benchmarks  First Responder Lighting Benchmarks  Rush Hour / Inclement Weather Benchmark  Traffic Management Benchmark  Definitions 17

IN-TIME Meetings  Third Tuesday of each month  TMC/ Indianapolis District 52  hours  Each Agency or Assoc has one voting member  However, all are invited  Always a special presentation 18

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 1300 BARRICADED SUBJECT D51 Pendleton Post advised that Hamilton Co. is dealing with a barricaded subject on the 5mm, both north and southbound lanes are currently closed. M/Trp. Ed Davis, ISP negotiator, is enroute to offer assistance. Plw  1351 BARRICADED SUBJECT UPDATE D51 Subject is in custody and interstate has been reopened. plw 34

ISP Secondary Crash Reduction Policy  As soon as practical following assignment of a crash investigation by Indiana State Police personnel, on scene unit(s) will make an assessment of the potential for a significant traffic back-up and the projected duration of the back-up.  A patrol unit (preferably marked) will be assigned to maintain a position (out of the traveled portion of the roadway, if possible) near the rearmost portion of the back-up. 35

ISP Secondary Crash Reduction Policy  This unit shall activate all emergency lighting to serve as a warning to approaching motorists of stopped traffic on the roadway ahead.  This unit will move forwards and backwards, as the back-up dictates, to maintain approximately a 200 to 300 yard distance behind the rearmost vehicle. 36

ISP Secondary Crash Reduction Policy  The overall objective of this policy is to provide a rolling warning to motorists approaching a traffic back-up that less than normal driving conditions lay just ahead.  Nothing we do as Law Enforcement Officers is more important than the preservation of life for those living in and/or traveling through our state.. 37

What can WE do?  Move commercial vehicles or trailers out of travel lanes for recovery after peak traffic times Hold Harmless Law 38

39 Blok-Buster Activation WB 512 to SB I-5 Cargo: 38,000 lbs Empty Wine Bottles Bill’s and Gene’s Towing (Partnership) (Structural integrity of trailer compromised, load had to be unloaded manually) Start of incident to all lanes open = 2 hrs, 13 min Recovery time (all lanes open): 37 minutes Unload trailer: 4 ½ hours Total incident time: 7 hrs, 9 min Estimated Lane Blockage time saved: 4.5 to 5 hours

40 Blok-Buster Activation WB 512 to SB I-5 Two 50 ton S1 Rotators were able To relocate the wreckage off the roadway In 37 minutes

Appropriate responses  Avoid Under responding  Avoid Over responding 41

First Responder Lighting  The use of First Responder vehicle lighting is essential especially in the initial stages of an incident. However, drivers may become confused or distracted by excessive amounts of flashing lights. 42

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What can WE do?  Establish Unified Incident Command  Don’t remove vehicles or debris that is off the travel portion of the roadway until after peak traffic times and/or after inclement weather has subsided  Only call for a Crash Reconstructionist when needed  Speed up crash investigations with technology Photogrammetry 45

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Photogrammetry Statistics  64 uses of IN-TIME Crash Photogrammetry  7 Crime Scenes were measured using  42 Minutes - average time to measure using Photogrammetry for roadway scenes only (ROAD CLOSED SCENES) 52

 2 Hours 24 Minutes : Average Estimated Measurement Time NOT using Photogrammetry (ROAD CLOSED SCENES) Total Station  1 Hour 39 Minutes: Time SAVED PER ROAD CLOSING SCENE using Photogrammetry. 53

 4455 minutes times 4 (time needed to get traffic back to normal flow) = minutes (415.8 hours) time saved that the general public would have been sitting in our working their way through traffic before the traffic lanes were back to normal traffic flow 54

What can WE do? 55  Responders arriving at a traffic incident should, within minutes of arrival on-scene, estimate the magnitude of the traffic incident, the expected time duration of the traffic incident, and the expected queue length, and then set up the appropriate temporary traffic controls for these estimates.

What can WE do?  consider the potential of secondary impacts away from the incident scene 56

What can WE do?  Initiate Pre-Incident Planning Pre-plan diversion routes Meet with all agencies involved to review roles Train in proper placement of response vehicles Train in temporary traffic control around a scene 57

What can WE do?  Respect and understand the mission of other responder agencies Each agency has a specific role and responsibility at an incident and policies that guide them. All agencies should understand the importance of cooperation and coordination with all agencies involved in the incident resolution. 58

What can WE do?  deploy equipment, personnel, and emergency lighting in a manner that will result in the least restriction of traffic movement 59

Traffic Incidents  Increase Congestion  Increase the risk of secondary incidents  Increase the risk of responders  Why should we address the impacts of Traffic Incidents? 60

Safety of Responders  About 20 percent of all firefighter deaths are not related to firefighting, but occur due to vehicle- related incidents.  FBI statistics, between 1995 and 2006, an average of one U.S. law enforcement officer was struck and killed each month by a passing vehicle.  Data on deaths of towing service professionals in struck-by incidents is not well documented, but the Towing and Recovery Association of America says it is a growing concern. 61

Dangerous Environment Since 2003, 59 law enforcement, 12 fire/rescue, and 54 maintenance personnel have died after being struck by vehicles along the highway. (As of 8 Dec 2008, USDOT/FHWA TIM Quick Clearance review) INDOT had a worker killed on I-64 in

What is Traffic Incident Management (TIM)?  The organized cooperative effort of multiple agencies to detect & verify incidents respond to & manage the scene manage traffic provide traveler information clear the incident 63

Congestion Impact  For every minute that a freeway travel lane is blocked during a peak travel period, four minutes of travel delay results after the incident is cleared. 64

Secondary Incident is:  an incident that occurs as a direct or indirect result of a previous incident. An incident occurring in the queue expanding from an initial incident, of any kind. These sometimes lead to additional incidents, but all are referred to as “secondary.” 65

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Safety Impact  Crashes that result from other incidents (secondary) are estimated to be 20% of all crashes.  Chances of a Secondary Crash increase by 2.8% for each minute the primary incident is not cleared.  These Secondary Crashes are estimated to cause 18% of deaths on freeways.  In % of Indiana’s crashes showed vehicles “Slowed or stopped in traffic”, secondary crashes! 67