1. Traffic Incident Management Program Overview
April 9, 2013
Nevada Transportation Conference
Good afternoon and thank you.
Our nation’s highway network is vulnerable to disruption from a number of events including traffic
incidents, planned special events, construction and weather events.
These events often cause a loss in mobility and can significantly affect both public and responder safety.
To mitigate the effects of these planned and unplanned events, and to ensure the safety of the
traveler and efficiency of the highway network, transportation and public safety professionals must
be prepared to deal with these situations whenever they occur. Departments of transportation
(DOTs), law enforcement, emergency management, fire and rescue, towing and recovery, and other
emergency responders, must recognize the importance of planning and
preparedness prior to an event as well as cooperation and communication during their response;
have the resources and training necessary to manage any situation effectively; and commit to
regular dialogue regarding their respective roles and best practices.

2. Presentation Topics National TIM Program Business Case for TIM
SHRP2 TIM Training
  I will briefly talk about FHWA’s vision of the National Traffic Incident Program;
Then provide the business case on why it’s extremely important to have a TIM program, followed
By the operational strategies presented by the NUG, an overview of the TIM process and end with some information on the Strategic Highway Research Program’s national TIM training.

3. Traffic Incident Management
TIM consists of a planned and coordinated multi-disciplinary process to detect, respond to, and clear traffic incidents so that traffic flow may be restored as safely and quickly as possible
Effective TIM reduces the duration and impacts of traffic incidents and improves the safety of motorists, crash victims and emergency responders
Let’s start with a common definition of TIM –
It’s a multi-discipline approach to detect, respond and clear traffic incidents in a safe and quick manner.
The over-arching theme for TIM improving the safety of motorists, crash victims and all responders.

4. National TIM Program Vision…
Reduce or eliminate responder & motorist injuries & fatalities
Promote rapid incident clearance
TIM Programs that benefit states, corridors & regions
Emphasize TIM as a system operations “core mission”
Measure performance and improved TIM responses and programs
Standardize Training
  Through continuous and enhanced planning and training our vision is to:
Help Reduce or eliminate injuries and fatalities
Promote efficient and quick incident clearance
Help Develop local TIM Programs that benefit states, corridors and regions and states
Raise local TIM programs as a core mission” for transportation and responder agencies
Measure performance that demonstrates improved TIM responses and programs
Standardize Training throughout the country

5. Quantifying the Problem - Motorist Safety
Business Case for TIM
Quantifying the Problem - Motorist Safety
Every hour, car crashes kill an average of four people on America's roads.
“Traffic crashes really need to be moved to the forefront of the American discussion as the public safety (and) health threat that they are," observes AAA.
As transportation agencies, we share a common mission – to provide a safe and reliable Surface Transportation System
Traffic crashes & incidents present a tremendous hazard for motorist – we lose an average of 4 people die every hour on our roads.
Evolving Business Case: Why TIM?

6. Quantifying the Problem - Responder Safety
Business Case for TIM
Quantifying the Problem - Responder Safety
Average annual number of responders struck and killed nationally while working in or near moving traffic:
Highway: 100 /year + 20,000 injured
Fire/Rescue & EMS: 6 to 8 /year
Law Enforcement: 10 to 12 /year
Tow/Recovery: 50 /year
Source: Emergency Responder Safety Institute
Responder Safety – a collaborative, multi-discipline TIM program will help lower the annual number of responders struck and killed nationally while working in or near moving traffic
We lose about 100 Transportation/Highway professionals every year and about 20,000 are injured
it’s our
Responder Safety
Annually, dozens of Fire/EMS, Law Enforcement, Towing and Highway responders are struck, injured or killed nationally while working in or near traffic.
business mission in Reducing incident clearance times and helping improve first responder safety.
Evolving Business Case: Why TIM?

7. ~$6 million per fatal accident
Evolving Business Case: Why TIM?
Societal Costs
The emotional toll for those who lose a friend or loved one in a crash has a steep financial impact –
~$6 million per fatal accident
Delay
Annual cost of congestion & traffic crashes: $300 B
Economy
Global Supply Chain
Response Services
The societal impact can be upwards of $6 million per fatality. And
Traffic crashes cost nearly 300 billion annually –
Evolving Business Case: Why TIM?

8. Quantifying the Problem - Secondary Incidents
Estimated 20-25% of all incidents are secondary
They generate ~18 percent of accident fatalities
The likelihood of a secondary incident increases ~3% for every minute
An incident lasting 35 minutes or more has almost a 100% likelihood of a secondary incident occurring
Often more severe than the primary incident
Crashes due to previous traffic incidents — or secondary crashes—not only impact highway safety, they also have the potential to create an avalanche of further incidents and additional crashes.
It is Estimated that 20-25% of all Incidents are secondary
The odds of an incident lasting 35 minutes or more has almost a 100% likelihood of a secondary incident occurring
Often secondary incidents are more severe than the primary incident
a comprehensive TIM plan involving all stakeholders, including transportation, law enforcement, firefighters, emergency medical personnel, and towing first responders can limit the impact of secondary incidents
Evolving Business Case: Why TIM?

9. Quantifying the Problem - Responder Costs
Courtesy of the Washington DOT
So how much does an incident like this cost?
Towing – about $10 grand
Ambulance - $4-5 thousand
Clean-up bout 6-7 grand
State police – little bit over 4 grand
Transportation – approx 13 thousand
Vehicle damage – upwards of 30 grand
Loss by the trucking company – near 80 thousand
Local police – under a grand
Possibly an emergency airlift would run about 5 thousand
All-in-all you’re looking at a bit over $150 thousand

10. Quantifying the Problem - Freight Issues
Evolving Business Case: Why TIM?
Another aspect to consider is the impact on freight movement -
Research has demonstrated that traffic crashes are closely related to increased traffic volumes which can limit freight movement and significantly decrease highway safety.
The overall economic impact and public expense incurred responding to, processing, and investigating traffic crashes could significantly slow economic recovery and growth.
Parking and rest areas
High volume long haul trucking
Lack of alternate route options

11. Average Daily Long-Haul Freight Truck Traffic on the National Highway System: 2009
Evolving Business Case: Why TIM?
2009
~14,000 per day
~25,000 per day
This graphic shows daily truck volumes back in 2009.
The I-80 corridor in this area was running about 14,000 trucks back then.
According to FHWA’s Freight Analysis Framework, the U.S. transportation system handled the movement of 44 million tons of freight (on average), worth $40 billion, each day back in 2009.
Our highway system handled the movement of 44 million tons of freight (on average), worth $40 billion, each day in 2009.

12. 2040 Projected Average Daily Long-Haul Freight Truck Traffic - 2040
Evolving Business Case: Why TIM?
2040
~20,000 per day
projections indicate that these numbers will climb to approximately 74 million tons and $108 billion per day by the year 2040
Surface freight movement and volume undoubtedly will increase in the future; projections indicate that daily truck volumes in another 30 years will nearly double
~40,000 per day

13. Are we making a difference? Measuring Success
Nevada TIM Coalitions
Reno/Carson City/Tahoe area,
Las Vegas, and
Statewide
What Gets Measured Gets Performed...
Quantifying TIM benefits will advance program continuity:
Builds critical mass for program support from managers and elected officials:
Supporting what works
Ensures buy-in from diverse stakeholders:
Multiple agencies, coordinated response

14. The Freeway and Arterial System of Transportation
The Freeway and Arterial System of Transportation (FAST) is one of the first truly integrated Intelligent Transportation System (ITS) organizations in the country.
About FAST
The Freeway and Arterial System of Transportation (FAST) is one of the first truly integrated Intelligent Transportation System (ITS) organizations in the country. On July 3, 2004, the Regional Transportation Commission of Southern Nevada (RTC) became the official administrator of FAST. The Nevada Department of Transportation (NDOT) and the RTC became full-fledged funding partners, contributing to the operations and management of FAST.Purpose and Responsibilities
FAST is under the jurisdiction of the RTC elected board, which makes policies for FAST. Transportation strategies are set by the Operations Management Committee (OMC), comprised of the RTC, Clark County, NDOT and the cities of Henderson, Las Vegas and North Las Vegas. RTC staff is responsible for two major areas that make up the FAST system: the Arterial Management Section, which includes all arterial streets and roadways; and the Freeway Management Section, which includes the entire freeway network.
FAST is designed to both monitor and control traffic. The traffic control component of the system consists of freeway and arterial management. Traffic control requires detection of traffic conditions through the use of video image detection and inductive loop detection. Visual verification of conditions is possible through closed-circuit television cameras. Traffic control is achieved through the use of traffic signals, ramp meters, dynamic message signs, and lane use control signals.
FAST is one part of the bigger TIM picture – getting the lanes opened quicker to improve the public’s commute throughout Southern Nevada.

15. quick incident clearance
Common Critical Needs
Graph 1 shows the minutes required to clear travel lanes and the weekly totals for each category from August 27, 2011 back to January 2, NDOT bundles this information into the following categories:  0 to 15 minutes, 15 to 30 minutes, 30 to 45 minutes, 45 to 60 minutes, and greater than 60 minutes. 
Gentlemen – an old message on how Las Vegas (FAST) is trying to use the ITS data – one part of the bigger TIM picture – getting the lanes opened quicker is what the TIM Coalition down there is all about (and a similar TIM version is underway in Reno – but we do not have a FAST-equivalent yet).
Lisa and Greg, below is a brief summary of our initial analysis.  I’ve also attached three graphs.  The dashboard is very rich with information, and my plan by Friday of this week is to send you additional information that focuses on two crash hotspots for Las Vegas:  I-15 NB at Sahara and Workzones.
Here’s a summary of our approach and findings:
Our data is derived from crashes that FAST manages using our dashboard and the FMS software.  This mainly consists of crashes that occur between 5 a.m. and midnight on weekdays and 8 a.m. to 7 p.m. on weekends and selected holidays.  Typically the crashes we manage involve at least one travel lane being blocked.  We record the time that the lane(s) become unblocked; we do not record the time that vehicles leave the shoulder.
Graph 1 shows the minutes required to clear travel lanes.  We bundle this information into the following categories:  0 to 15 minutes, 15 to 30 minutes, 30 to 45 minutes, 45 to 60 minutes, and greater than 60 minutes.  Graph 1 shows the weekly totals for each category from August 27, 2011 back to January 2, 2011. 
Graph 2 shows the amount of congestion caused by the crashes.  Congestion severity is assigned to the following categories which measure how much delay is added to the baseline travel time:  negligible (less than 3 minutes of additional travel time), noticeable (3 to 5 minutes of additional travel time), significant (5 to 10 minutes of additional travel time), or severe (greater than 10 minutes).  The baseline is either the freeflow travel time or the recurring congestion travel time for the corridor where the crash occurs.  Some of the crashes that we manage do not have the data necessary to make this calculation; however, we do have just under 1,000 records of congestion severity between January 30, 2011 and July 30, 2011 from which to derive these values. 
Graph 3 shows the average time to clear the lane(s) for crashes we manage.  The overall average from August 27, 2011 back to September 5, 2010 is just under 40 minutes.  However, it should be noted that half of the crashes we manage have the lane(s) cleared in 30 minutes or less.
quick incident clearance

16. quick incident clearance
Common Critical Needs
Graph 2 shows the amount of congestion caused by the crashes.  Congestion severity is assigned to the following categories which measure how much delay is added to the baseline travel time:  The baseline is either the free flow travel time or the recurring congestion travel time for the corridor where the crash occurs. 
(less than 3 minutes of additional travel time)
(5 to 10 minutes of additional travel time)
(3 to 5 minutes of additional travel time)
Lisa and Greg, below is a brief summary of our initial analysis.  I’ve also attached three graphs.  The dashboard is very rich with information, and my plan by Friday of this week is to send you additional information that focuses on two crash hotspots for Las Vegas:  I-15 NB at Sahara and Workzones.
Here’s a summary of our approach and findings:
Our data is derived from crashes that FAST manages using our dashboard and the FMS software.  This mainly consists of crashes that occur between 5 a.m. and midnight on weekdays and 8 a.m. to 7 p.m. on weekends and selected holidays.  Typically the crashes we manage involve at least one travel lane being blocked.  We record the time that the lane(s) become unblocked; we do not record the time that vehicles leave the shoulder.
Graph 1 shows the minutes required to clear travel lanes.  We bundle this information into the following categories:  0 to 15 minutes, 15 to 30 minutes, 30 to 45 minutes, 45 to 60 minutes, and greater than 60 minutes.  Graph 1 shows the weekly totals for each category from August 27, 2011 back to January 2, 2011. 
Graph 2 shows the amount of congestion caused by the crashes.  Congestion severity is assigned to the following categories which measure how much delay is added to the baseline travel time:  negligible (less than 3 minutes of additional travel time), noticeable (3 to 5 minutes of additional travel time), significant (5 to 10 minutes of additional travel time), or severe (greater than 10 minutes).  The baseline is either the freeflow travel time or the recurring congestion travel time for the corridor where the crash occurs.  Some of the crashes that we manage do not have the data necessary to make this calculation; however, we do have just under 1,000 records of congestion severity between January 30, 2011 and July 30, 2011 from which to derive these values. 
Graph 3 shows the average time to clear the lane(s) for crashes we manage.  The overall average from August 27, 2011 back to September 5, 2010 is just under 40 minutes.  However, it should be noted that half of the crashes we manage have the lane(s) cleared in 30 minutes or less.
quick incident clearance
(greater than 10 minutes)

17. quick incident clearance
Common Critical Needs
Graph 3 shows the average time to clear the lane(s) for crashes managed by the FAST system. 
quick incident clearance
Lisa and Greg, below is a brief summary of our initial analysis.  I’ve also attached three graphs.  The dashboard is very rich with information, and my plan by Friday of this week is to send you additional information that focuses on two crash hotspots for Las Vegas:  I-15 NB at Sahara and Workzones.
Here’s a summary of our approach and findings:
Our data is derived from crashes that FAST manages using our dashboard and the FMS software.  This mainly consists of crashes that occur between 5 a.m. and midnight on weekdays and 8 a.m. to 7 p.m. on weekends and selected holidays.  Typically the crashes we manage involve at least one travel lane being blocked.  We record the time that the lane(s) become unblocked; we do not record the time that vehicles leave the shoulder.
Graph 1 shows the minutes required to clear travel lanes.  We bundle this information into the following categories:  0 to 15 minutes, 15 to 30 minutes, 30 to 45 minutes, 45 to 60 minutes, and greater than 60 minutes.  Graph 1 shows the weekly totals for each category from August 27, 2011 back to January 2, 2011. 
Graph 2 shows the amount of congestion caused by the crashes.  Congestion severity is assigned to the following categories which measure how much delay is added to the baseline travel time:  negligible (less than 3 minutes of additional travel time), noticeable (3 to 5 minutes of additional travel time), significant (5 to 10 minutes of additional travel time), or severe (greater than 10 minutes).  The baseline is either the freeflow travel time or the recurring congestion travel time for the corridor where the crash occurs.  Some of the crashes that we manage do not have the data necessary to make this calculation; however, we do have just under 1,000 records of congestion severity between January 30, 2011 and July 30, 2011 from which to derive these values. 
Graph 3 shows the average time to clear the lane(s) for crashes we manage.  The overall average from August 27, 2011 back to September 5, 2010 is just under 40 minutes.  However, it should be noted that half of the crashes we manage have the lane(s) cleared in 30 minutes or less.
The overall average in this time period is just under 40 minutes. 

18. National Traffic Incident Management
Responder Training
The emphasis of Tier 1 training is response activities and thus targets incident responders.
the second Strategic Highway Research Program (SHRP 2) Authorized by Congress to address some of the most pressing needs related to the nation’s highway system
Administered by the Transportation Research Board (TRB) :
Federal Highway Administration (FHWA)
American Association of State Highway and Transportation Officials (AASHTO)
The emphasis of Tier 1 training is response activities and thus targets incident responders. Tier 1 reviews on-scene activities such as detection/verification, response, site management, clearance/removal, and traffic management with a focus on responder safety.
Only a team effort through a comprehensive TIM program will allow major freeway systems to remain safe and effective.

19. National Traffic Incident Management Responder Course
Audience:
Objectives of Program:
Quick Clearance
Improved responder safety
Improved reliability
Improved motorist safety
Approach:
Core competencies
All disciplines participated every step
Development of multi-disciplinary training program for all responder stakeholders
Cross-training in TIM core competencies
Law Enforcement officers
Fire and Rescue personnel
Transportation Professionals
Public works
Emergency medical services
Towing and recovery
Hazmat responders
Coroners/medical examiner
Quick clearance techniques are designed to improve safety for drivers and responders alike; get traffic moving more rapidly; and reduce secondary accidents, which generate 18 percent of fatalities.
The Training brings all TIM players to the table to provide a tool to all stakeholders….everyone has a role and can benefit by working together

20. In-Person Delivery Train the Trainer: Classroom Training:
Multi-discipline full curriculum
developed in SHRP2 L12 project.
Classroom Training:
Multi-discipline trainers trained
through the TtT courses will conduct
classroom-based training.
Train the Trainer: After completing the TtT course participants will be equipped to provide the training to a larger audience of incident responders in their discipline.
Classroom Training: Allows trainers to reach a broader audience of incident responders locally across a region or state
Bringing the Training to Nevada please contact:
Paul Jodoin, TIM Program Manager
FHWA Office of Operations
(202)

21. Questions/Comments Ray Murphy, FHWA
Office of Technical Services
@dot
FHWA Technical Assistance Program that provides public sector transportation stakeholders to tap into the growing TIM knowledge base.