TMC Simulation Last Modified: 6/12/2007 I

TMC Simulation
I-95 Corridor Coalition
Last Modified: 6/12/2007
Welcome to the I-95 Corridor Coalition’s
Traffic Management Center (TMC) Simulation Program
Incident Management Training
Introduction
In the TMC Simulation Program, you will act as a TMC operator and respond to
incidents on the transportation network.
Figure 1 below is the first screen that greets the operator trainee. If this is the first time
the operator trainee is going through any of the scenarios in this training program, the
trainee is strongly recommended to open the tutorial, which brings up this document. For
subsequent training, this step may be skipped.
Figure 1. Opening screen of the Training Program
Figure 2 is the next screen that greets the operator trainee, when “Skip Tutorial” is
selected in the first screen.
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Figure 2 Second Screen in the Simulation Program
Here, the operator makes 3 selections to proceed ahead with the training:
1) The scenario: There are three different scenarios currently coded in the simulation
program. Brief descriptions of all the scenarios are presented later in this
document.
2) Equipment Setup: To accurately represent the diverse set of technologies used in
different Traffic Management Centers, we have developed the simulation around
two different TMC versions: A High-Tech (Fully equipped) TMC, and a Basic
(with Limited equipment) TMC. The High-Tech TMC comprises a Traffic
Monitoring System (TMS), comparable to the Maryland’s CHART System, to
manage resources like a computer automated dispatch (CAD) System, CCTV,
pager system, dynamic or variable message signs (DMS or VMS), traffic
detectors, etc. On the other hand, the Basic TMC comprises of simpler
technologies like telephones, computers, fax machines, and log books or log files
to manage resources for efficient transportation operations.
3) Mode of Training: Within each TMC version, there are two modes of guidance:
Guided and Not Guided. In guided mode, you will be provided with guidance on
events and your corresponding actions as you proceed through the exercise. If you
attempt a wrong action, the program will alert you that a different action needs to
be taken. In the unguided mode, an audio feedback (beep) is provided to confirm
your actions. No further guidance or restraint is provided. In both the modes, you
will receive a feedback summary of your actions at the end of the entire exercise,
or whenever the scenario is ended. It is recommended that you complete the
Guided mode for each scenario before moving on to the Not Guided mode.
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The simulation program will take the operator trainee through the selected scenario and
other options. The operator can end a scenario at any time, by selecting the “End
Scenario” button on the main simulation program screen. All the operator actions are
carried out through mouse clicks on buttons or relevant text. The information text and
images in the simulation program are standard, and based on what s/he encounters in the
TMC.
When a scenario is successfully completed, the program ends and presents all the actions
taken by the operator, in a log. The deviations from the “golden path” of actions, as
coded in the program, is presented in red color. This log can be saved as html, to preserve
all the formatting.
Program Learning Objectives
Upon completing the Guided and Not Guided modes, learners will be able to determine
and apply the best procedures necessary to successfully manage different types of
incidents with a multi-state impact.
In specific, learners will be able to:
• Analyze and respond appropriately and quickly to incident events
• Use the available technologies to better manage the resources at their disposal
• Collect information about an incident from on-scene personnel, other
transportation operations centers, state highway administration units, CCTV, etc.
• Disseminate information about an incident to appropriate agencies, media, and the
public
The Three Scenarios
There are currently three scenarios in the simulation training program:
1) Woodrow Wilson Bridge incident, and
2) I-95 Tanker Truck Fire incident,
3) Hurricane Isabel incident.
The detailed descriptions for each of these scenarios, from the full final documentation
are presented below. The actual scenario is based on this real incident, and modified to
fulfill the learning objectives for the operator trainee.
1. Woodrow Wilson Bridge Incident Scenario
Learning Objectives
•
Operators will gain experience in managing minor incidents at jurisdictional
borders.
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Operators will gain experience using the simulation program.
Basic Description of the Scenario
On Wednesday, May 18, 2005 a maintenance vehicle reported to the TMC covering the
College Park area of MD that there was debris in the far right lane of northbound I95/495 just north of the Woodrow Wilson Bridge, as shown in Figure 4. As a result of the
report, a maintenance unit was dispatched to clear the debris and a DMS message was
posted along I-95/495N warning motorists that debris was being cleared from the road.
CCTV was used to monitor the progress of the debris removal when the operator
witnessed a two-car accident where a Ford Taurus rear-ended a Honda Accord after the
Accord stopped suddenly to avoid the debris. Both cars stopped in the right, northbound
lane of I-95/495. Safety Service Patrol (SSP) and Maryland State Police (MSP) were
then called to manage the accident because the motorist needed assistance. The original
DMS message was changed to alert motorists of the accident and lane closure. The
Northern Virginia TMC (NOVA TMC) was phoned and asked to activate DMS on I95/495N prior to the Woodrow Wilson Bridge to help manage the incident. Both cars
blocked the right-most northbound lane until the SSP arrived on the scene to help direct
traffic and assist the motorists. The Maryland State Police (MSP) arrived shortly after
the accident and filled out an accident report. The SSP moved the cars to the shoulder of
the road and the original debris was cleared by the SSP. Once the accident report was
filed and cars drove away, the event was declared closed. MD DMS were deactivated,
and the NOVA TMC was called and informed their DMS were no longer needed and the
event was closed.
This scenario will help operators go through the basic steps to deal with minor incidents
on jurisdictional borders like debris and two-car fender benders. Because this scenario
takes place near a jurisdictional border extra steps have to be taken by the responding
TMC to inform other effected TMCs of the incident and their actions. Because of the
simplicity of the event operators will be able to focus on how the simulation program
works. This event simulation will give operators a chance to acquaint themselves with
the program in order to fully focus on managing more in-depth simulation scenarios.
The incident was located on northbound I-95/495 just north of exit 3 in Maryland. The
interstate has four lanes in each direction. In this incident only the farthest right
northbound lane was blocked.
Basic Description From The TMC Operator’s Point Of View
A maintenance vehicle reported via radio that there was debris in the road on northbound
I-95/495 (Fig. 3) at 13:19 on May 18, 2005. CCTV was checked to confirm that there
was actually debris in the road. After debris was confirmed Nextel was used to dispatch
SSP. When SSP was unable to respond the original maintenance unit was radioed and
asked to go back to the debris to clear it from the road. The maintenance unit said their
response time would be upwards of ten minutes. At this point a DMS message was
activated using TMS on I-95/495N north of exit 3 (Fig. 3). The DMS messages read,
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“DEBRIS REMOVAL AHEAD STAY ALERT”. CCTV showed cars slowing and
switching lanes to avoid debris. A Honda Accord suddenly slowed dramatically causing
a Ford Taurus to rear-end it. Both cars blocked the right-most northbound lane of the
road. The TMC operator contacted SSP again via Nextel to assist in on-scene traffic
management (note that SSP was needed rather than maintenance because traffic
management was needed as well as motorist assistance). SSP responded that they would
be on-site in 8 minutes. The MD state police was contacted by the operator via phone
about the accident. The original maintenance unit was radioed and informed they need
not respond, that there was now an accident and SSP was in route. TMS was used to
change original DMS message to, “ACCIDENT AHEAD RIGHT LANE CLOSED.”
Northern Virginia TMC (NOVA TMC) was notified via phone of the accident and asked
to activate DMS to inform northbound I-95/495 motorists of the accident and to stay alert
and to keep moving. NOVA TMC then activated requested DMS prior to the Woodrow
Wilson Bridge (Fig. 3) with the message, “ACCIDENT NORTH OF W.W. BRIDGE
RIGHT LANE CLOSED.” The SSP communicated via Nextel that they had reached the
scene. The operator monitored CCTV during the management of the incident to make
sure everything went smoothly. On CCTV the operator was able to see SSP arrive, state
police arrive, and the removal of the cars from the road to the shoulder. The operator
changed DMS to reflect the re-opening of the right lane, “ACCIDENT AHEAD RIGHT
SHOULDER CLOSED.” NOVA STC was called and updated on the re-opening of the
right lane and closure of the right shoulder and asked to alter their DMS message to
reflect the change. CCTV showed that all parties moved back into the flow of traffic,
clearing the shoulder. DMS were deactivated. The operator phoned NOVA TMC and
informed them of the closure of the event. The event was declared closed in TMS after
all parties were off the scene. The operator closed the event in TMS.
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VIRGINIA
MARYLAN
DMS 318
DMS 215
DMS 324
Scene of Incident
DMS 238
DMS 212 W. W. Bridge
Scene of Incident
Figure 4. Map of I-95/I-495 as it crosses the Woodrow Wilson Bridge. Yellow DMS locations are the
DMS messages activated during the event. Blue DMS locations were not activated. Source: Google Maps
2. I-95 Tanker Truck Fire incident Scenario
Learning Objective
- Provide training to traffic management operators for managing a severe incident
with a multi-state impact
Basic Description of Scenario
On January 13, 2004 at approximately 2:45 p.m. a gasoline tanker truck lost
control while traveling Southbound on Interstate 895 in Elkridge, Maryland, south
of Baltimore. The tanker truck held 8800 gallons of premium grade gasoline.
Upon loosing control the tanker truck veered off an overpass, falling 30 feet, and
landed in the median and northbound lanes of Interstate 95, as shown in Figure 4.
The truck caught fire and exploded. The weather was partly cloudy and the roads
were dry at the time of the incident. Four vehicles traveling northbound on
Interstate 95, which were later found to be a tractor-box trailer, a tractor-flatbed
trailer, a pick-up truck, and a passenger car, drove into the accident. Four
fatalities resulted from the crash, including the tanker truck driver and three of the
individuals that came upon the crash while traveling on I-95. I-895 and I-95 were
immediately closed. I-895 and I-95 remained closed till January 14 at 3:35 a.m.
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Figure 4. The Maryland Transportation Authority Police developed a series of video animations to
illustrate how the crash happened from a number of vantage points. This series shows the truck as it
travels along I-895 (top), veers toward the right while approaching the overpass (center), and topples
trailer-first off the overpass (bottom)
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BALTIMORE, MD
(Scene of Accident
Figure 5. Diagram of a few of the DMS signs North of Baltimore, MD
that the SHA activated during the accident. Map provided by the SHA.
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SCENE of
Figure 6. Diagram of a few DMS signs South of Baltimore, MD that
the SHA activated during the accident. Map provided by the SHA.
Basic Description from the TMC operator’s point of view
The traffic management center is in charge of detecting incidents, verifying the incident,
deciding on alternate routes, informing motorists, and informing other organizations of
the incident. TMC operators detect incidents by viewing police CAD entries, viewing
traffic flow information, viewing CCTV, listening to police scanners, and through contact
with the safety service patrol (SSP) or other field vehicles on the roadway. The TMC
operators then verify the incident through confirmation by police or the SSP, and/or
observing the incident using CCTV. Depending on the severity of the incident the TMC
operator decides who needs to be contacted. In a major event, like the tanker truck fire,
TMC operators’ main job was to inform the proper parties, to dispatch appropriate
agencies to assist in clearing the incident, activate a detour if necessary, and inform
motorists of any delays or closures through DMS and HAR. The proper parties to
contact included transportation and emergency agencies, and media that can assist with
the incident by sending equipment, sending personnel, providing management, informing
other agencies that will be affected by the incident, and informing the public.
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Operators inform motorists of traffic flow through the use of message signs, radio, the
TMS web page, and by informing the media. If traffic needs to be rerouted, an alternate
route is found by referencing procedural notebooks located at each operator’s work
station. The information is then disseminated to other organizations though phone calls,
allowing agencies to view their internal computer system, and paging them.
3. Hurricane Isabel incident Scenario
Learning Objectives
• Operators will gain experience in managing a multi-jurisdictional event in
which there is advanced warning and predefined strategies.
• Operators will gain experience with communication and coordination with
intra- and inter-TMC regional actors.
Basic Description of Scenario
The eye of Hurricane Isabel made landfall at 1:00 pm on September 18th at the southern
tip of the Outer Banks in North Carolina. The storm then traveled northwest, up the coast
of Virginia with the eye hitting just west of Hampton Roads, as shown in Figure 1. The
area covered by the TMC in this scenario is very flat and many areas lie just above sea
level. The area covered by the Hampton Roads TMC is shown in Figure 2. The TMC’s
main focus is on 104 miles of interstate including I-64, I-264, I-464, I-564, and I-664
including 60 miles of instrumentation, in addition to routes 301, 58, 35, 460, 13, 258, 17,
10, 66, 175, and many bridges and tunnels in the area. The storm caused massive, longterm, flooding and power outages in North Carolina and Virginia. The scenario will be a
condensed version of the storm, giving operators an idea of what needs to happen before,
during, and after a hurricane.
In the hours before the storm the operators are checking their center’s transportation
management system (TMS) to assure that all equipment is working properly and in place.
The operator will be receiving updates from Transcom with weather conditions in North
Carolina and forecasts of the projected path of the storm. Virginia will be asked to
activate dynamic message signs (DMS) messages along the North Carolina/Virginia
border to help manage evacuation traffic from the coast of North Carolina.
Once the storm hits operators will be handling an overwhelming volume of reports,
primarily notifications of downed trees and flooding. The reports will be handled in the
same way they would be on a normal day, the challenge during the storm is to prioritize
events and handle each event quickly. There will be problems with power and Nextel
service during which operators will need to use alternate forms of communication (state
radio system) to reach the safety service patrol (SSP) and other agencies. Traffic devices,
such as closed caption television (CCTV) cameras and traffic detectors will be lost due to
high winds and loss of power.
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The aftermath of the storm will focus on communication with maintenance crews and the
SSP to clear events. Once events have been cleared the operator will need to update the
TMS.
Hurricane Isabel involved multiple I-95 Coalition partners, and is of interest as it involves
a massive, broad scale predicted event with an excellent probability of a similar
occurrence in the future.
Role of the primary Transportation Management Center (TMC)
The primary role of the TMC during Isabel was to keep roads open, inform motorists of
closed roads, and setup detours. Operators in this center monitored traffic, roadways, and
weather throughout the duration of the storm. The center’s goal during the storm was
similar to their everyday commitment of keeping traffic moving smoothly and safely.
Operators’ duties remained much the same as a normal day, but with significantly more
incidents. Operators were to keep as many primary roads open as possible during the
storm and minimize the risk to motorists traveling on the roadways. In addition to these
everyday tasks the center was on alert for an evacuation notice from the governor. In the
case of an evacuation the TMC would be responsible for monitoring evacuation routes,
getting information to the media and public via DMS, HAR, and the media, and
managing any incidents that might occur during the evacuation. In the most drastic of
evacuation plans the TMC would be responsible for the reversal of the east bound lanes
of I-64 and then reopening of the lanes after the storm.
Basic Description From The TMC Operator’s Point Of View
In the TMC, operators are constantly monitoring roadway conditions using CCTV, traffic
detectors, police scanners, CAD, and information from SSP personnel. In addition to
these everyday operating tasks there are storm updates coming through Hurrivac every
three to six hours depending on the severity of the storm. There are also emails coming
from VDOT headquarters in Richmond about the status of the storm and the actions
being taken by VEOC and TEOC in order to manage the storm. The TEOC may call the
TMC with information, from Transcom, of events in other states that might impact the
TMC’s operations. The calls will be taken by the TMC supervisor who will then delegate
responsibilities to his or her operators. There area also email updates from Transcom
being sent to the TMC. These Transcom updates are kept by the operator for quick
reference. Updates from localities like Virginia Beach and Norfolk are also being
emailed to the TMC along with phone calls from localities if there is a major problem in
their jurisdiction. All update emails are collected by TMC operators and kept in mind as
they manage roadway situations.
In addition to intra-state communication there is communication with other states
affected by the storm. Evacuation efforts are coordinated in order to make sure extra
traffic from evacuations is taken into account. For example, if North Carolina evacuates
their coastal region the TMC in Virginia that will be affected by North Carolina’s
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evacuation traffic will be called by a North Carolina TMC. The Virginia TMC will then
activate DMS in order to aid evacuators in their travels.
VDOT’s TEOC meets with other emergency agencies at VEOC in order to coordinate
their actions and handle the storm in the most efficient way possible. The TEOC then
emails these updates to TMCs around the state. If additional, specific information needs
to be relayed from TEOC to a particular TMC they are contacted via phone. In the event
of power outages and loss of landline service, the phones that are used by the TEOC to
contact VDOT are backed with cell, satellite, voice over IP, and microwave phones.
In the event of power outage and loss of phone service to TMCs there are diesel-fueled
back-up generators in each center that can be used to keep the center running. During a
storm CCTV monitors are threatened by high winds and flying debris. If one of these
cameras loses power or is unresponsive to the commands of the TMC operator the
camera is considered inoperable and is no longer used for traffic monitoring. Once
power is restored to the area in which the camera is located the operator will see through
TMS that the camera is again functional.
SSP are kept in motion and on the roads until winds reach speeds exceeding 45 mph. At
this point the roadways are declared too hazardous to travel and the TMC operator radios
SSP and tells them to station their vehicles in designated safe zones until the storm has
passed. If there is a vehicle on the road at this point that is in danger the TMC operator is
instructed to continue monitoring the situation but no longer has the resources to provide
aid to the vehicle.
In cases of road closure due to flooding or excessive debris the operator activates DMS
advising motorists to take alternate routes and to tune into Highway Advisory Radio
(HAR). General travel advice as well as announcements of closed roads and weather
conditions is provided on HAR. To activate HAR the TMC operator will record
specialized announcements that will be broadcast throughout the area of jurisdiction of
the TMC. These announcements are recorded and put into rotation in a soundproof booth
in the operating center. The operator also calls 911 dispatch to relate news of road
closures to fire and police departments.
Major flooding at any bridge or tunnel is identified by operators working on-site; in this
instance, the Midtown Tunnel. High water alarms sound before a storm surge breeches
the sea walls (or man-made banks) of any large body of water. Operators at the tunnel
then have roughly two hours to clear the tunnel and seal its entrance and exit. The
operators at the tunnels have radio and phone contact with the TMC operator who will
activate DMS and HAR to warn motorists of the tunnel closure. The TMC operator will
also monitor the tunnel for new developments and be on call for any assistance the tunnel
operators might need.
In addition to flooding the TMC operator monitors roadways for accidents. The Monitor
Merrimack Bridge Tunnel (MM Bridge Tunnel) is one that is monitored heavily because
of its location on I-664. During the storm the TMC operator will have to manage not
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only speed reductions on the MM Bridge Tunnel due to high winds but an overturned
tractor trailer that closes all of its northbound lanes. The TMC operator will activate
DMS and HAR as well as notify emergency dispatch. In addition to problems on the
MM Bridge Tunnel, the Hampton Roads Bridge Tunnel on I-64 reduced speeds to 35mph
and then closed all but one lane to traffic due to weather conditions. In both of these
cases the TMC operator has to activate DMS and HAR to alert motorists to the new
traffic patterns.
The TMC operator continues monitoring roadways and weather using aforementioned
devices. The operator makes note of any debris in the roadway and enters the
information into the TMS incident database, which can then be viewed by the TEOC and
maintenance personnel. The TEOC monitors entries put into the TMS incident database
for road closures due to debris and flooding. TEOC sends all road closure information to
Transcom in update emails. Transcom then determines which, if any, states need to be
notified of the closures. In addition to TEOC having access to the incident database,
maintenance crews use the database to locate and prioritize their cleanup efforts after the
storm.
After the storm has passed operators survey the damage done to roadways in their
jurisdiction. In instances of downed power lines operators are required to enter all
information into the TMS incident database. Operators then contact the appropriate
utility company (Dominion for power and, most often, Verizon for phone service) and
alert them to the downed lines and request clean up crews. Numbers to reach the correct
person at these utility companies are located in operator notebooks located at each
workstation.
The work of a TMC operator during a hurricane has been likened to that of “a busy day at
the office.” All procedures that operators follow are the same as those they follow on a
“normal” day. The only difference between every-day mode and hurricane mode is that
operators have to be ready to put in long hours and deal with many more incidents
(especially those involving debris removal) than they would normally encounter.
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Figure 1. Hurricane Isabel’s path, Sept. 17-21, 2003.
Source: National Weather Service
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I-64 to Richmond, Virginia
Area Detailed
Hampton Roads TMC
I-64 to North Carolina
Figure 2. Map of area controlled by the Hampton Roads TMC, with the
location of the Hampton Roads TMC highlighted. Source: Google Maps.
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