Concept of Operations

Transcription

For Bridge Closure During High Wind Events
Concept of
Operations and
Standard Operating
Procedures
May 2010
North Florida TPO
1022 Prudential Drive
Jacksonville, FL 32207
Summary
This concept of operations document serves as a regional framework of operation for the emergency
responders and various transportation agencies within North Florida for the use of road weather
information to close bridges during high wind events. This document is developed for the responding
agencies within North Florida, and in most part, developed by them. The concept of operations was
developed to improve safety of the responders, enhance coordination between different responding
agencies, understand wind sensor operation and its impact on various agencies roles and
responsibilities, and provide guidelines for actions taken during high wind condition. This concept of
operations answers the what, who, where, how, and when types of questions pertaining to bridge
closure during high speed winds or gusts days.
Four different scenarios were identified in the stakeholder meeting based on the wind speed and are
summarized in Table E-1 on the next page. During stakeholder meeting held in October 2009, it was
agreed that full closures will be implemented when sustained winds achieve 39 MPH in North Florida.
This approach is preferred due to its ease and simplicity to implement when compared to partial
closure scenario. Other techniques, such as “traffic pacing” and vehicle segregation (allowing
passenger cars but not semitrailers to cross the bridge) were also evaluated. Although these
strategies have been effective in other jurisdictions, these alternate methods were not recommended
due to the complexities of the operations and potential for driver confusion.
To support this concept of operations, Road Weather Information Sensors (RWIS) were recommended
for installation on each of the major bridges within the North Florida TPO planning boundaries. These
locations were prioritized with the stakeholders working group and are summarized in Table E-2.
A review of various technologies available for RWIS was performed and an assessment is provided
within this Concept of Operations. The selection of the final technologies will be performed during the
design and procurement phase of the project.
The estimated costs for installing RWIS sensors on all 18 bridges is $1,051,600 which assumes fiber
optic connections to the FDOT backbone system. The annual operations and maintenance costs were
for the system for communications and regularly scheduled maintenance of the devices were
estimated to be $90,471. Alternative forms of communications such as wireless communications
(microwave line of sight, cellular digit package data and satellite using the National Weather Services
network) are available that may be able to significantly lower the costs of the installation and
operations and maintenance costs. The final costs of implementation will be determined during the
design and procurement phase of the project.
Prepared by HNTB Corporation
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Table E-1. Operational Scenarios
Threshold
Approach
19 MPH to
38 MPH
Weather
Advisory
39 MPH
39 MPH to
49 MPH
39 MPH to
49 MPH
Advantages
N/A

Simple to operate and implement
due to no vehicle segregation

Lower deployment cost of law
enforcement officers

Lower safety risk to the public by
closing bridge to all traffic
Complete
Closure
Tiered
Closure
Tiered
Closure
Using ITS
Disadvantages
N/A

Higher frequency of full closures

Higher vehicle diversions

Higher cost to the public due to
more frequent diversions

Conservative approach by closing
bridges to all traffic

Provides poor mobility

May complicate regional evacuation
plans

Higher deployment cost of law
enforcement personnel

Lower frequency of full closures


Greater mobility by allowing
passenger cars to pass
Complicated to operate and
requires greater coordination


Fewer vehicle diversions

Less cost to the public due to
fewer diversions

Higher exposure of law enforcement
officer to the hazardous conditions
to segregate vehicles

Higher safety risk to the public by
allowing certain vehicles to pass
during high speed wind conditions


Higher cost of implementation




fewer diversions

Simple to operate and requires
greater coordination

Less deployment cost of law

Less exposure of law
enforcement officer to the
hazardous conditions for
segregating vehicles
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Table E-2. Priority Road Weather Information Sensor Locations
County
Crossing
Bridge
Existing
Duval
Intracoastal
Waterway
Nassau
Intracoastal
Waterway
Clay
St. Johns River
I-295, Buckman Bridge

SR 9A, Dames Point Bridge


SR 115, Matthews Bridge
I-95, Trout River Bridge

SR 13, Acosta Bridge

SR 228/US 1, Hart Bridge

US-90/SR-10, Main Street Bridge

SR 105, Heckscher Dr. Bridge

SR 10, Atlantic Blvd Bridge

SR 202, JT Butler Blvd Bridge

US 90/SR 212, Beach Blvd Bridge

SR 200/SR A1A Intracostal Bridge


SR A1A, Nassau Sound Bridge
SR 16, Shands Bridge


US 17, Doctor's Inlet Bridge
SR 312, SR 312 Bridge

CR-210, Palm Valley Bridge
St. Johns
Intracoastal
Waterway


CR-206, Crescent Beach Bridge
SR A1A, Matanzas Bridge

SR A1A, Bridges of Lions

SR A1A, Vilano Bridge
Phase II

I-95, Fuller Warren Bridge
St. Johns and
Trout River
Phase I

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Table of Contents
1. Introduction ............................................................................................................................ 1 1.1. Definition of Standard Terms ..................................................................................................................... 1 2. Purpose .................................................................................................................................. 3 2.1. 2.2. 3. Systems Engineering “V” ........................................................................................................................... 3 Concept of Operations Outline .................................................................................................................. 4 System Overview.................................................................................................................. 6 3.1. 3.2. Project Definition and Scope ..................................................................................................................... 6 System Background..................................................................................................................................... 7 4. State of Practice Review .................................................................................................... 9 4.1. Existing State of Practice .......................................................................................................................... 9 4.2. National Weather Service........................................................................................................................... 9 4.3. California Oregon Advance Transportation Systems (COATS) ......................................................... 9 4.4. Montana Department of Transportation ............................................................................................... 10 4.5. Nevada Department of Transportation ................................................................................................. 10 4.6. Washington Department of Transportation ........................................................................................... 11 4.7. Virginia Department of Transportation................................................................................................... 11 4.8. Wyoming Department of Transportation ...............................................................................................12 4.9. Western Transportation Institute........................................................................................................... 14 4.10. Florida Department of Transportation ...................................................................................................15 4.11. Florida Statewide Survey ..........................................................................................................................16 4.11.1. Participating Agencies ......................................................................................................................16 4.11.2. County Participation ..........................................................................................................................16 4.11.3. Existing Standard Process ............................................................................................................... 17 4.11.4. Critical Wind Speed Limit ................................................................................................................. 17 4.11.5. Critical Wind Gust Limit ................................................................................................................... 18 4.11.6. Wind Speed Information Source......................................................................................................19 4.11.7. Planned Action ....................................................................................................................................19 4.11.8. Existing Coordination ...................................................................................................................... 20 4.11.9. Possible Countermeasures ...............................................................................................................21 4.11.10. Additional Comments ...................................................................................................................... 22 5. Bridge Closure Incident Management Process ............................................................ 24 5.1. 5.2. 5.3. 5.4. 5.5. 5.6. 5.7. 5.8. Detection ..................................................................................................................................................... 24 Verification ................................................................................................................................................. 24 Notification ................................................................................................................................................. 25 Response ..................................................................................................................................................... 26 Recovery ..................................................................................................................................................... 26 Traffic Management ................................................................................................................................. 26 Traveler Information ................................................................................................................................ 26 After Action Review ..................................................................................................................................27 Prepared by HNTB Corporation
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6. Stakeholders’ Roles and Responsibilities ..................................................................... 28 6.1. 6.2. 6.3. 6.4. 6.5. 6.6. 7. North Florida Law Enforcement and Public Safety Agencies ......................................................... 28 FDOT Traffic Engineering and Operations Office............................................................................... 29 FDOT Maintenance Office and Local Public Works Departments ................................................... 29 FDOT and County Emergency Management Departments ................................................................ 31 National Weather Service.......................................................................................................................... 31 Local Media ................................................................................................................................................... 31 Operational and Support Environment ........................................................................... 32 7.1. Institutional Environment.........................................................................................................................32 7.2. Technical Environment .............................................................................................................................33 7.2.1. Traffic Management Center ............................................................................................................33 7.2.2. Road Ranger Program ......................................................................................................................33 7.2.3. Existing ITS Network ........................................................................................................................33 7.2.4. FDOT Service Facilities ................................................................................................................... 35 7.2.5. Evacuation Routes ........................................................................................................................... 36 7.2.6. National Oceanic and Atmospheric Administration Weather Radio ..................................... 36 8. System Deployment ........................................................................................................... 37 8.1. Environmental Considerations ................................................................................................................ 37 8.2. Device Considerations .............................................................................................................................. 37 8.3. Data Sharing Considerations .................................................................................................................. 39 8.4. Other Data Source Considerations ....................................................................................................... 39 8.5. Power Supply Considerations................................................................................................................. 39 8.6. Device Specifications Considerations .................................................................................................. 40 8.7. Data Compatibility Considerations ....................................................................................................... 40 8.8. Automation Considerations .................................................................................................................... 40 8.9. Device Communication Considerations................................................................................................ 40 8.10. Siting Considerations ............................................................................................................................... 40 8.11. Maintenance Considerations ................................................................................................................... 41 8.12. Location Considerations .......................................................................................................................... 42 8.12.1. Radial Proximity ............................................................................................................................... 42 8.12.2. Diversion Route Availability........................................................................................................... 42 8.12.3. Bridge Length .................................................................................................................................... 42 8.12.4. Bridge Clearance .............................................................................................................................. 42 8.12.5. Number of lanes ................................................................................................................................ 42 8.12.6. Average Daily Traffic ....................................................................................................................... 42 8.12.7. Bridge Mobility .................................................................................................................................. 43 8.12.8. Location Prioritization .................................................................................................................... 44 9. Communication Plan and Operational Scenarios......................................................... 45 9.1. Information Flow ....................................................................................................................................... 45 9.2. Emergency and Non Emergency Operations ...................................................................................... 46 9.2.1. Emergency Operation Center Activated ..................................................................................... 46 9.2.2. Non Emergency Operation ............................................................................................................. 47 Prepared by HNTB Corporation
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9.2.3. Law Enforcement Activities ........................................................................................................... 47 9.3. Operational Scenarios .............................................................................................................................. 48 10. Standard Operating Procedures ..................................................................................... 50 10.1. Implementation Plan Overview .............................................................................................................. 50 10.2. Responder Orientation and Coordination ............................................................................................ 50 10.2.1. Regional Bridge Safety Team ........................................................................................................ 50 10.2.2. Regional Bridge Safety Team Contact List ................................................................................ 50 10.2.3. Safety Team Annual review ........................................................................................................... 50 10.2.4. Traffic Incident Management ......................................................................................................... 50 10.3. Decision Support Framework ................................................................................................................. 50 10.4. Scenario 1: Weather Advisory ................................................................................................................. 52 10.4.1. Traveler Information ........................................................................................................................ 52 10.5. Scenario 2: Tiered Closure ...................................................................................................................... 52 10.5.1. Traveler Information ........................................................................................................................ 52 10.6. Scenario 3: Tiered Closure with ITS ...................................................................................................... 53 10.6.1. Traveler Information ........................................................................................................................ 53 10.7. Scenario 4: Full Closure ........................................................................................................................... 55 10.7.1. Traveler Information ........................................................................................................................ 55 10.8. Escalation Procedure ............................................................................................................................... 55 10.9. De-escalation Procedure ......................................................................................................................... 56 10.10. After Action Review ............................................................................................................................. 56 11. References .......................................................................................................................... 57 Appendix A: Statewide Survey Copy
Appendix B: FDOT Diversion Route Maps
Appendix C: FDEM Evacuation Routes and Contacts
Appendix D: Location Priority Ranking
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Table of Contents
1.
Introduction ............................................................................................................................ 1
1.1.
2.
Definition of Standard Terms ..................................................................................................................... 1
Purpose .................................................................................................................................. 3
2.1.
2.2.
3.
System Overview.................................................................................................................. 6
3.1.
3.2.
4.
Systems Engineering “V” ........................................................................................................................... 3
Concept of Operations Outline .................................................................................................................. 4
Project Definition and Scope ..................................................................................................................... 6
System Background..................................................................................................................................... 7
State of Practice Review .................................................................................................... 9
4.1.
Existing State of Practice .......................................................................................................................... 9
4.2. National Weather Service........................................................................................................................... 9
4.3. California Oregon Advance Transportation Systems (COATS) ......................................................... 9
4.4. Montana Department of Transportation ............................................................................................... 10
4.5. Nevada Department of Transportation ................................................................................................. 10
4.6. Washington Department of Transportation ........................................................................................... 11
4.7. Virginia Department of Transportation................................................................................................... 11
4.8. Wyoming Department of Transportation ............................................................................................... 12
4.9. Western Transportation Institute........................................................................................................... 14
4.10. Florida Department of Transportation ................................................................................................... 15
4.11. Florida Statewide Survey .......................................................................................................................... 16
4.11.1.
Participating Agencies ...................................................................................................................... 16
4.11.2.
County Participation .......................................................................................................................... 16
4.11.3.
Existing Standard Process ............................................................................................................... 17
4.11.4.
Critical Wind Speed Limit ................................................................................................................. 17
4.11.5.
Critical Wind Gust Limit ................................................................................................................... 18
4.11.6.
Wind Speed Information Source...................................................................................................... 19
4.11.7.
Planned Action .................................................................................................................................... 19
4.11.8.
Existing Coordination ...................................................................................................................... 20
4.11.9.
Possible Countermeasures ............................................................................................................... 21
4.11.10. Additional Comments ...................................................................................................................... 22
5.
Bridge Closure Incident Management Process ............................................................ 24
5.1.
5.2.
5.3.
5.4.
5.5.
5.6.
5.7.
5.8.
Detection ..................................................................................................................................................... 24
Verification ................................................................................................................................................. 24
Notification ................................................................................................................................................. 24
Response ..................................................................................................................................................... 25
Recovery ..................................................................................................................................................... 25
Traffic Management ................................................................................................................................. 25
Traveler Information ................................................................................................................................ 25
After Action Review ................................................................................................................................. 26
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6.
Stakeholders’ Roles and Responsibilities ...................................................................... 27
6.1.
6.2.
6.3.
6.4.
6.5.
6.6.
7.
North Florida Law Enforcement and Public Safety Agencies .......................................................... 27
FDOT Traffic Engineering and Operations Office............................................................................... 28
FDOT Maintenance Office and Local Public Works Departments................................................... 28
FDOT and County Emergency Management Departments .............................................................. 30
National Weather Service........................................................................................................................ 30
Local Media ................................................................................................................................................. 30
Operational and Support Environment ............................................................................ 31
7.1.
Institutional Environment.......................................................................................................................... 31
7.2.
Technical Environment .............................................................................................................................32
7.2.1.
Traffic Management Center ............................................................................................................32
7.2.2.
Road Ranger Program ......................................................................................................................32
7.2.3.
Existing ITS Network ........................................................................................................................32
7.2.4.
FDOT Service Facilities ................................................................................................................... 34
7.2.5.
Evacuation Routes ........................................................................................................................... 35
7.2.6.
National Oceanic and Atmospheric Administration Weather Radio ..................................... 35
8.
System Deployment ........................................................................................................... 36
8.1.
Environmental Considerations ............................................................................................................... 36
8.2. Device Considerations ............................................................................................................................. 36
8.3. Data Sharing Considerations .................................................................................................................. 38
8.4. Other Data Source Considerations ....................................................................................................... 38
8.5. Power Supply Considerations................................................................................................................. 38
8.6. Device Specifications Considerations .................................................................................................. 39
8.7. Data Compatibility Considerations ....................................................................................................... 39
8.8. Automation Considerations .................................................................................................................... 39
8.9. Device Communication Considerations................................................................................................ 39
8.10. Siting Considerations ............................................................................................................................... 39
8.11. Maintenance Considerations .................................................................................................................. 40
8.12. Location Considerations ........................................................................................................................... 41
8.12.1.
Radial Proximity ................................................................................................................................ 41
8.12.2. Diversion Route Availability............................................................................................................ 41
8.12.3. Bridge Length ..................................................................................................................................... 41
8.12.4. Bridge Clearance ............................................................................................................................... 41
8.12.5. Number of lanes ................................................................................................................................. 41
8.12.6. Average Daily Traffic ........................................................................................................................ 41
8.12.7. Bridge Mobility .................................................................................................................................. 42
8.12.8. Location Prioritization .................................................................................................................... 43
9.
Communication Plan and Operational Scenarios......................................................... 44
9.1.
Information Flow ....................................................................................................................................... 44
9.2. Emergency and Non Emergency Operations ...................................................................................... 45
9.2.1.
Emergency Operation Center Activated ..................................................................................... 45
9.2.2.
Non Emergency Operation ............................................................................................................. 46
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9.2.3.
Law Enforcement Activities ........................................................................................................... 46
9.3.
Operational Scenarios .............................................................................................................................. 47
10. Standard Operating Procedures ..................................................................................... 49
10.1. Implementation Plan Overview .............................................................................................................. 49
10.2. Responder Orientation and Coordination ............................................................................................ 49
10.2.1.
Regional Bridge Safety Team ........................................................................................................ 49
10.2.2. Regional Bridge Safety Team Contact List ................................................................................ 49
10.2.3. Safety Team Annual review ........................................................................................................... 49
10.2.4. Traffic Incident Management ......................................................................................................... 49
10.3. Decision Support Framework ................................................................................................................. 49
10.4. Scenario 1: Weather Advisory ................................................................................................................... 51
10.4.1.
Traveler Information .......................................................................................................................... 51
10.5. Scenario 2: Tiered Closure ........................................................................................................................ 51
10.5.1.
Traveler Information .......................................................................................................................... 51
10.6. Scenario 3: Tiered Closure with ITS ...................................................................................................... 52
10.6.1.
Traveler Information ........................................................................................................................ 52
10.7. Scenario 4: Full Closure ........................................................................................................................... 53
10.7.1.
Traveler Information ........................................................................................................................ 53
10.8. Escalation Procedure ............................................................................................................................... 53
10.9. De-escalation Procedure ......................................................................................................................... 54
10.10. After Action Review ................................................................................................................................. 54
11.
References ..........................................................................................................................55
Appendix A: Statewide Survey Copy
Appendix B: FDOT Diversion Route Maps
Appendix C: FDEM Evacuation Routes and Contacts
Appendix D: Location Priority Ranking
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Table of Figures
Figure 1. Systems Engineering “V” ............................................................................................................................................... 3
Figure 2. North Florida TPO Service Area Map ......................................................................................................................... 6
Figure 3. Probability of Overturn Crashes in Wyoming under Dry Roadway Conditions ............................................... 12
Figure 4. Critical Wind Speeds for Sliding and Overturning Crashes by Vehicle Weight ............................................... 13
Figure 5. Critical Wind Speeds for Sliding and Overturning Crashes by Vehicle Height ................................................ 13
Figure 6. Agency Participation ................................................................................................................................................... 16
Figure 7. Existing Standard Process .......................................................................................................................................... 17
Figure 8. Critical Wind Speed Limit............................................................................................................................................ 18
Figure 9. Wind Gust Speed Limit ................................................................................................................................................ 18
Figure 10. Source of Wind Speed Information .......................................................................................................................... 19
Figure 11. Preferred Source of Wind Speed Information ....................................................................................................... 20
Figure 12. Preferred Source of Wind Speed Information Dissemination to Public........................................................... 21
Figure 13. Standard Operating Processes................................................................................................................................ 24
Figure 14. Florida Department of Transportation Districts .................................................................................................. 31
Figure 15. Existing ITS Coverage ............................................................................................................................................... 33
Figure 16. FDOT Service Facility Map ....................................................................................................................................... 34
Figure 17. Wind Vane .................................................................................................................................................................... 36
Figure 18. Propeller Anemometer.............................................................................................................................................. 37
Figure 19. Cup Anemometer........................................................................................................................................................ 37
Figure 20. Sonic Anemometer ................................................................................................................................................... 38
Figure 21. Typical Wind Sensor Installation Details ............................................................................................................... 40
Figure 21. Bridge Location Score ............................................................................................................................................... 42
Figure 22. Operational Flow Chart ............................................................................................................................................ 44
Figure 23. Emergency Operation Communication Chart ..................................................................................................... 45
Figure 24. Non-emergency Operation Communication Chart ............................................................................................. 46
Figure 25. Bridge Specific Decision Support Framework .................................................................................................... 50
Figure 26. Tiered Closure with ITS – Operational Flow......................................................................................................... 52
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List of Tables
Table 1: Montana Department of Transportation Tiered Approach .................................................................................... 10
Table 2: Nevada Department of Transportation Tiered Approach...................................................................................... 10
Table 3: Washington Department of Transportation Tiered Approach ............................................................................... 11
Table 4: Virginia Department of Transportation Multi-Tiered Approach ........................................................................... 11
Table 5: Critical Wind Speeds for Trucks and Trailers ........................................................................................................... 12
Table 6: Critical Wind Speeds for Recreational Vehicles with 2 ft. Wheel Diameter....................................................... 12
Table 7: Critical Wind Speeds for Recreational Vehicles with 3 ft. Wheel Diameter ....................................................... 13
Table 8: Average Rating and Ranking of Countermeasures ................................................................................................. 21
Table 9: Location Prioritization by County ............................................................................................................................. 43
Table 10: Oprational Scenarios ................................................................................................................................................... 47
Quality Control Tracking Information
Item
Name
Date
Originator
Sharma
12/17/2009
Reviewed By
Shaw
12/22/2009
Revisions Made By
Sharma
12/29/2009
Reviewed By
Carrick
02/01/2010
Revisions Made By
Sharma
02/05/2010
Reviewed By
McDowell
02/11/2010
Revisions Made By
Sharma
02/12/2010
Reviewed By
Shaw
3/22/2010
Revisions Made By
Sharma
3/26/2010
Verified By:
Shaw
3/26/2010
Reviewed By
Carrick
4/13/2010
Revisions Made By
Sharma
4/26/2010
Verified By
Shaw
4/30/2010
v
1. Introduction
This concept of operations document will serve as a regional framework of operation for the emergency
responders and various transportation agencies within North Florida. This document is developed for the
responding agencies within North Florida, and in most part, developed by them. The concept of operations is
developed to improve safety of the responders, enhance coordination between different responding agencies,
understand wind sensor operation and its impact on various agencies roles and responsibilities, and provide
guidelines for actions taken during high wind condition. This concept of operations will answer the what, who,
where, how, and when types of questions pertaining to bridge closure during high speed winds or gusts days.
This concept of operations document also provides various operational scenarios that will be developed based on
the stakeholder agreement on establishing the critical wind speeds for bridge closures.
1.1.
Definition of Standard Terms
This section provides definition of standard terms that are used in this document. The source of the
definitions is also listed along with them.
System: According to the Federal Highway Administration, a system is a combination of interacting elements
organized to achieve one or more stated purposes.
Systems Engineering: According to the Federal Highway Administration, systems engineering is an
interdisciplinary approach and means to enable the realization of successful systems. It focuses on defining
customer needs and required functionality early in the development cycle, documenting requirements, and
then proceeding with design synthesis and system validation while considering the complete problem.
Systems engineering integrates all the disciplines and specialty groups into a team effort forming a
structured development process that proceeds from concept to production to operation. Systems
engineering considers both the business and the technical needs of all customers with the goal of providing a
quality product that meets the user needs.
Intelligent Transportation System (ITS): According to the Federal Highway Administration, ITS encompass a
broad range of wireless and wire line communications-based information and electronics technologies. When
integrated into the transportation system's infrastructure, and in vehicles themselves, these technologies
relieve congestion, improve safety, and enhance individual productivity.
ITS Project: According to the Federal Highway Administration, an ITS project is any project that in whole, or
in part, funds the acquisition of technologies or systems of technologies that provide or significantly
contribute to the provision of one or more ITS user services as defined in the National ITS Architecture.
ITS Architecture: According to the Federal Highway Administration, the National ITS Architecture provides a
common framework for planning, defining, and integrating ITS. It is a mature product that reflects the
contributions of a broad cross-section of the ITS community (transportation practitioners, systems
engineers, system developers, technology specialists, consultants, etc.). The architecture defines:

The functions (e.g., gather traffic information or request a route) that are required for ITS.

The physical entities or subsystems where these functions reside (e.g., the field or the vehicle).

The information and data flows that connect these functions and physical subsystems together into
an integrated system.
Decision Support System: Decision support system is a knowledge-based system that is developed to support
responders in making informed, timely, accurate, and approved decisions.
Sustained Wind: According to the National Weather Service, a sustained wind is the wind speed determined
by averaging the observed wind speed values over a 2 minutes period.
Wind Gusts: According to the National Weather Service, a wind gust is a rapid fluctuation of wind speed with
variations of 10 knots (11.5 miles per hour) or more between peaks and lulls.
Knot: According to the National Weather Service, a knot is the unit of speed used in navigation, equal to 1
nautical mile per hour or about 1.15 miles per hour.
Road Weather Information System or RWIS: The Road Weather Information System (RWIS) is a network of
meteorological, hydrological, and pavement sensors located along the roadway system. RWIS stations are
located in strategic locations to provide accurate real-time road weather information and critical
observations for forecasts. Meteorological data include air temperature and humidity, visibility distance, wind
1
speed and direction, precipitation type and rate, cloud cover, tornado or waterspout occurrence, lightning,
storm cell location and track, as well as air quality. Pavement data include pavement temperature, pavement
freezing point, pavement condition (e.g., wet, icy, flooded), pavement chemical concentration, and subsurface
conditions (e.g., soil temperature). Hydrological data include stream, river, and lake levels near roads, as well
as tide levels (e.g., hurricane storm surge).
Vehicle Profile: Vehicle profile applies to the length and height of the vehicle. A “high profile vehicle” is the
vehicle with length and height larger than the average vehicles such as, passenger cars. According to Traffic
Engineering Manual, published by the Institute of Transportation Engineers, the passenger cars have length
range between 13 ft. and 18.5 ft. and height between 4.3 ft. and 5.5ft. The examples of high profile vehicles
are tractor trailers, pickup trucks, recreational vehicles (RVs), etc.
Windsock: A windsock or wind cone is a conical textile tube designed to indicate wind direction and relative
wind speed. Wind direction is the opposite of the direction in which the windsock is pointing. Wind speed is
indicated by the windsock's angle relative to the mounting pole; in low winds, the windsock droops; in high
winds it flies horizontally.
Corrosion: Corrosion is the process of disintegration of material due to chemical reactions with its
surroundings. For example, iron corrodes when in contact with moist air.
Convection: Convection is generally referred to as the transportation of heat and moisture by the movement
of a fluid. In meteorology, the term is used specifically to describe vertical transport of heat and moisture in
the atmosphere, especially by updrafts and downdrafts in an unstable atmosphere.
Transducer: A transducer is a device, electrical, electronic, electro-mechanical, electromagnetic, photonic, or
photovoltaic, that converts one type of energy or physical attribute to another for various purposes including
measurement or information transfer.
Clarus: Clarus is an initiative to develop and demonstrate an integrated surface transportation weather
observing, forecasting and data management system, and to establish a partnership to create a Nationwide
Surface Transportation Weather Observing and Forecasting System (NSTWOFS). The objective of Clarus is to
provide information to all transportation managers and users to alleviate the effects of adverse weather
(e.g., fatalities, injuries, and delays).
Terms and Abbreviations: This document contains some familiar terms and abbreviations, and the
descriptions of these terms and abbreviations are shown in the list below:

NWS: National Weather Service

AWOS: Automated Weather Observing Systems

ASOS: Automated Surface Observing Systems

RWIS: Road Weather Information Systems

NWR: NOAA Weather Radio

TMC: Traffic Management Center

CCTV: Closed Circuit Television or traffic cameras

EOC: Emergency Operations Center

FHP: Florida Highway Patrol

DMS: Dynamic Message Signs

Dispatch: Law enforcement regional dispatch center

Flashers: Static signs with flashing lights
2
2. Purpose
This concept of operations document is being developed by the North Florida Transportation Planning
Organization (TPO), in association with the regional transportation management and operations agencies such
as, Florida Department of Transportation (FDOT), county and local public works departments, emergency
operation centers, regional law enforcement agencies, and emergency medical services and fire and rescue
departments. The representatives from these agencies are identified as stakeholders in this project. The
stakeholders proactively identify the need and purpose of the project and help develop the standard operating
guidelines and operational scenarios for this project.
The concept of operations is a critical planning stage where the stakeholders play a key role in defining the needs
of the project and its outcome. Stakeholders are involved through the various stages of the project, from
defining and specifying the needs, to integration and verification of the system in the field.
The North Florida region has numerous bridges spanning across Intracoastal Waterways (ICWW), rivers, creeks,
roadways etc. These include the eight St. Johns River bridge crossings within the project region. The proximity
to the Atlantic Ocean creates a situation that many bridges may experience sustained high speed winds and
frequent gusts. High winds potentially disrupt the traffic flow on bridges and create safety concerns for the
responders as well as the traveling public. To manage the high wind situations near bridges, law enforcement
agencies in Northeast Florida have implemented various approaches, which include closing bridges completely
for all traffic. There remains a need to enhance the existing practices by standardizing and documenting
procedures, based upon state and national best practices, and stakeholder input. The purpose of this project is to
develop the standard operating guidelines for responding agencies, which may be implemented with a
memorandum of understanding between these agencies.
2.1.
Systems Engineering “V”
The concept of operations is developed to be consistent with the Federal Highway Administration’s system
engineering “V” for the ITS system deployment. The “V” consists of two distinct sides as shown in Figure 1.
The left side consists of updating regional ITS architecture, concept exploration, concept of operations,
synthesize design for the overall system, and start implementation in the field. The right side consists of
testing, implementation, operation, and maintenance of the overall system. The central core of the “V”
connects the two sides of “V” by implementing the system validation plan, device testing plan, and system
verification. The systems engineering “V” covers the entire project life cycle ranging from the need definition
to the system operation and maintenance.
Figure 1. Systems Engineering “V”
*Source: Systems Engineering for Intelligent Transportation System, Federal Highway Administration
3
The Federal Highway Administration defines system engineering as an interdisciplinary approach and means
to enable the realization of successful systems. It focuses on defining customer needs and required
functionality early in the development cycle, documenting requirements, and then proceeding with design
synthesis and system validation while considering the complete problem.
Systems engineering integrates all disciplines and specialty groups into a team effort forming a structured
development process that proceeds from concept to production to operation. Systems engineering considers
both the business and the technical needs of all customers with the goal of providing a quality product that
meets the user needs.
Systems engineering processes identifies the role of stakeholders as the key aspect in the project life cycle.
2.2.
Concept of Operations Outline
The concept of operations will act as a reference document for the stakeholders to provide details on how
the system will behave and interact with the users. The following is the section outline of this concept of
operations document:
Section 3. System Overview: The following information are discussed in the system overview section
1.
Project definition and scope
2. System background
Section 4. State of Practice Review: The state of practice across US is discussed to provide insight on best
practices by various agencies. Various reference documents are identified that provide support to this
concept of operations document. This section also summarizes the statewide survey conducted with various
agencies within the State of Florida to help develop the implementation strategies.
Section 5. Bridge Closure Incident Management: The incident management during bridge closure activities
are classified into detection, verification, notification, response, traveler information, traffic management,
recovery, and after action review. These processes are discussed briefly in this section.
Section 6. Stakeholders’ Roles and Responsibilities: The stakeholders’ roles and responsibilities are
discussed in detail in this section.
Section 7. Operational and Support Environment: The institutional and technical environment in which the
device operates are discussed in detail in this section including, traffic management center, road ranger
program, existing ITS network, location of the FDOT facilities, evacuation routes, location of dynamic
message signs, and NOAA weather radio.
Section 8. System Deployment: The following areas will be discussed in detail in this section:
8.1.
Environmental considerations
8.2.
Device considerations
8.3.
Data sharing considerations
8.4.
Other data source considerations
8.5.
Power supply considerations
8.6.
Device specifications considerations
8.7.
Data compatibility considerations
8.8.
Automations considerations
8.9.
Device communication considerations
8.10.
Siting considerations
8.11.
Maintenance considerations
8.12.
Location considerations
Section 9. Communication Plan and Operational Scenarios: This section outlines the communication plan of
various agencies involved in the response activities and establishing command and control depending on the
emergency and non-emergency scenarios. Various operational scenarios are presented to standardize bridge
operation process by setting up the critical wind speed limits.
4
Section 10. Standard Operating Procedures: This section provides a detailed operating guidelines for the four
different high wind scenarios, and provides the implementation plan overview, responder orientation and
coordination, decision support framework, escalation and de-escalation procedures, and after action review.
5
3. System Overview
3.1.
Project Definition and Scope
Florida’s rivers, the Intracoastal Waterway, and proximity to the ocean create a unique vulnerability to high
winds for the state’s roadway bridges. During hurricane evacuations, vehicular traffic on those bridges can
be impacted by high winds, potentially creating an unsafe driving environment. The project area includes four
counties Duval, Nassau, Clay and St. Johns County. Duval and parts of other three counties falls under the
North Florida TPO service area. The North Florida TPO, in conjunction with the Florida Highway Patrol and
Florida Department of Transportation (FDOT), is developing this concept of operations document. This
document will aid in understanding the state of practice across the nation, and develop standard operating
guidelines for the responders within North Florida. Figure 2 shows the North Florida TPO service area map.
Figure 2. North Florida TPO Service Area Map
The eight St. Johns River crossings, coupled with a dozen Intracoastal Waterway crossings, and several other
bridges are important parts of the area’s roadway network. Most regional hurricane evacuation routes use
one or more of these bridges, which mean that closure of any bridge, can impact regional evacuation and the
safety of residents. The project scope included ten bridge locations within the North Florida TPO service area
that are approved for initial wind sensor device deployment. These bridges are:
1.
2. US 1 or SR 228, Hart Bridge
3. SR 115, Matthews Bridge
4. SR 9A, Dames Point Bridge
5. I-295, Buckman Bridge
6. SR 10, Atlantic Blvd ICWW Bridge
7. US 90 or SR 212, Beach Blvd ICWW Bridge
8. SR 202, JT Butler ICWW Bridge
6
9. SR A1A, Vilano ICWW Bridge
10. SR 312, Mickler O’Connell ICWW Bridge
Other bridges that are under further evaluation are:
11. SR A1A, Bridges of Lions
12. SR A1A, Matanzas Bridge
13. CR-206, Crescent Beach ICWW Bridge
14. CR-210, Palm Valley ICWW Bridge
15. SR A1A, Nassau Sound Bridge
16. SR 200/SR A1A, ICWW Bridge
17. US-90/SR-10, Main Street Bridge
18. SR 13, Acosta Bridge
19. SR 105, Heckscher Drive Bridge
20. I-95, Trout River Bridge
21. US 17, Doctor’s Inlet Bridge
22. SR 16, Shands Bridge
3.2.
System Background
In April 2006, the North Florida TPO, then called the First Coast Metropolitan Planning Organization, in
partnership with the Jacksonville Transportation Authority, FDOT District 2, City of Jacksonville, and other
members of the First Coast ITS Coalition developed a Regional Intelligent Transportation Systems Master
Plan to:

Establish the region's vision and goals for intelligent transportation systems

Determine the steps needed to achieve those goals

Guide the Coalition in coordinating, integrating, and prioritizing projects
The study area encompassed four counties within the North Florida TPO boundary - Clay, Duval, Nassau, and
St. Johns, as well as neighboring counties - Alachua, Baker, Bradford, Flagler, Putnam and Union. The project
was completed in the fall of 2007. The Regional Intelligent Transportation Systems Master Plan was divided
into the following four parts:

First Coast Regional Intelligent Transportation Systems Operational Concept, which presents the
regional mission, vision, goals and objectives, identifies the stakeholders that play a part in regional
intelligent transportation system activities, and defines their roles and responsibilities for providing
key transportation services within the region.

First Coast Regional Intelligent Transportation Systems Architecture, which is a roadmap for

Approach to Intelligent Transportation Systems Project Planning and Implementation, which defines
a process that will bring the proposed projects into the funding mainstream of either the North
Florida TPO or other mechanism for areas outside the North Florida TPO.

Five- and Ten-year Implementation Plan, which establishes the planned deployments for the members
of the Coalition in the near- and mid-term periods.
transportation systems integration in the First Coast region over the next 10 years.
This project builds on the work completed as a part of the Regional ITS Master Plan to develop a concept of
operations document for wind sensor deployment within the North Florida TPO service area.
7
Identification of the existing ITS infrastructure within the North Florida region is vital to this concept of
operations document. A more detailed discussion on the technical considerations is provided in the later
sections of this document. ITS includes the Road Weather Information System, Dynamic Message Signs,
Highway Advisory Radio, Closed Circuit Television camera, and others for the management and operation of
the roadway facilities. During severe weather and major incidents, the ITS systems, where available, plays a
major role in managing the traffic through the problem areas, such as information dissemination to traveling
public, notifying responding agencies, automatically sensing the weather conditions, and notifying the traffic
management center and emergency operations center.
8
4. State of Practice Review
A state of the practice literature review was conducted to understand how other state handle severe weather
conditions such as, high speed winds, thunder storms, snow storms, etc. Published papers, agency studies, and
unpublished reports chronicle national approaches towards managing and operating traffic in the severe weather
conditions. They are discussed briefly in this section, after a simple description of existing practices in the
Northeast Florida area.
4.1.
Existing State of Practice
North Florida law enforcement agencies have tried a number of approaches in recent years to deal with the
high wind conditions on the local bridges. Such efforts have included attempts to segregate high profile and
vulnerable vehicles from traffic and prevent their use of the bridges and complete closure of the roadway or
bridges. The decision to close the bridge operation is made when the wind speed reaches the threshold of 40
MPH. The decision to close one or more bridges is somewhat subjective, and typically made by officers on
scene, after consultation with supervision.
Law enforcement officers from the Florida Highway Patrol, Jacksonville Sheriff’s Office, the Beaches Police
Departments, St. Johns County Sheriff’s Office, and Nassau County Sheriff’s Office are typically assigned to
monitor bridges during severe weather. More recently, officers have been issued with handheld wind sensors
or anemometers to measure wind speed at the problem location and then make safety decisions under
supervision of agency senior officials. This approach although proven effective, is highly manual and requires
constant presence of on-duty law enforcement officer.
4.2.
National Weather Service
The local National Weather Service approach towards issuing wind speed advisories to the public or private
agencies uses two-tiered wind advisories, based on wind speed thresholds, as follows:
1.
Weather advisory is issued if the sustained high speed winds of 25-39 MPH or frequent wind gust(s)
of 45-57 MPH are detected for 2 minutes.
2. Weather advisory is issued if frequent wind gust(s) of 40 MPH or greater occur over 1 hour, or 58
MPH or greater for any duration is detected.
The National Weather Service establishes different thresholds for the different parts of the country,
depending on the location and topography. These thresholds are obtained from the National Oceanographic
Atmospheric Administration (NOAA) website and appear consistent for the conditions within the State of
Florida.
4.3.
California Oregon Advance Transportation Systems (COATS)
A study conducted by Kumar et al., for the Research and Innovative Technology Administration of US
Department of Transportation titled, “Comparative Evaluation of Automated Wind Warning System”, studied
the effectiveness of the thresholds used by the States of California and Oregon. COATS deployed automatic
wind sensor advisory system at three locations within the States of California and Oregon. These sensors are
strategically located where the high profile vehicles may wait until the wind subsides or may choose to
detour to avoid traveling in the high speed winds. The three bridge locations equipped with the wind speed
advisory systems are:
1.
US 101, South Coast System, 27 miles long, between Port Orford and Gold Beach, Oregon
2. US 101, Yaquina Bay Bridge System, 4300 ft. long, Oregon
3. Interstate 5 System, 32 miles long, between Weed and Yreka, California
The South Coast system includes a 27 mile long segment of US 101 that experiences wind speeds of up to 120
MPH. The system’s automatic sensors are strategically located to provide parking or detour for high profile
vehicles, and automatic flashing warning signs located at either ends of the corridor. A warning advisory is
issued using flashing beacons to warn motorists of the wind speed greater than 35 MPH. The signs are
deactivated when the wind speed fall under 25 MPH.
9
The Yaquina Bay Bridge is a 4,300 ft. long bridge that has automated systems in place with flashing beacons
on static signs. When the wind speed detected is greater than 35 MPH, the wind sensor controller sends a
signal to static sign controller to activate the flashers. The controller attached to the wind sensor also sends
a signal to the traffic management center. The traffic management center continuously monitors the wind
condition. When the wind speed reaches to 80 MPH or more, they dispatch maintenance personnel to close
the bridge. The warning signs are placed at a distance to provide drivers sufficient time to detour or exit. The
signs are deactivated when the wind speed falls under 25 MPH.
The Interstate 5 system is a 32 mile long segment between the States of California and Oregon. This corridor
segment experiences unexpected gusty winds due to its proximity to Mount Shasta. Although the system is
not fully automated, the wind speed sensors reading at a station, on a rest area, along the route are
monitored by the traffic management center. Static high speed wind warning signs are located along the
route within the State of Oregon, but without accompanying flashing beacons. In California, two changeable
message signs are located at either end of the corridor. These changeable message signs are activated
manually when the wind speed of 35 MPH or greater is recorded. The signs are deactivated when the wind
speed falls under 25 MPH.
4.4.
Montana Department of Transportation
The Best Practices for Road Weather Management System report, published by the Federal Highway
Administration, lists Montana DOT among the states that have successfully installed a high speed wind
warning system. A semi-automated system is implemented along a 27 mile long segment of Interstate 90.
The system utilizes wind speed and direction data from Road Weather Information Systems (RWIS) stations
to alert traffic management center operators, who then posts messages on all four interconnected dynamic
message signs to warn motorists of the severe cross winds in the segment. The transportation managers
employ two different strategies; advisory strategy to alert motorists; and control strategy to restrict high
profile vehicles entering the roadway segment. The traffic management center operators are alerted when
wind speed exceeds 20 MPH. Table 1 shows the tiered approach based on wind speed thresholds:
Table 1. Montana Department of Transportation Tiered Approach
Average Wind Speed
Maximum Wind Gust Speed
DMS Message
20 MPH to 39 MPH
NA
Caution: Watch For Severe Wind Speed
Greater than 39 MPH
NA
Severe Crosswind: High Profile Units Exit
4.5.
Nevada Department of Transportation
The Nevada DOT’s high wind warning system was also listed among the states with best practices for Road
Weather Management System by the Federal Highway Administration. The system is deployed on the 7 miles
segment of US 395 located in Washoe County between Reno and Carson City. This roadway segment often
experiences a crosswind with speeds of 70 MPH or greater that poses threat to high profile vehicles. The
completely automated system provides drivers with warning of high wind conditions and prohibits travel of
designated vehicles during severe crosswinds. These warnings are disseminated using the strategically
located dynamic message signs along the corridor. Table 2 shows the tiered approach based on wind speed
thresholds:
Table 2. Nevada Department of Transportation Tiered Approach
Average Wind Speed
DMS Message
15 MPH to 30 MPH
20 MPH to 40 MPH
High Profile Vehicles Not Advised
Greater than 30 MPH
Greater than 40 MPH
High Profile Vehicles Prohibited
10
4.6.
Washington Department of Transportation
The Washington DOT has deployed three semi-automatic high speed wind alert systems at locations that
experience high speed winds. These locations are the segments within SR 520, I-90, and SR 104. The system
utilizes data from anemometers which is processed using a remote processing unit controller. The controller
alerts the traffic management center to activate or deactivate dynamic message signs that warn or prohibit
motorists traveling these vulnerable roadway sections. Table 3 shows the tiered approach based on wind
speed thresholds.
Table 3. Washington Department of Transportation Tiered Approach
Average Wind Speed
DMS Message
40 MPH sustained for 1 minute
40 MPH sustained for 1 minute
Warning: High Wind Speed
50 MPH sustained for 15 minutes
50 MPH sustained for 15 minutes
Bridge Closed
At the fourth location, along SR 16, the Washington DOT uses a windsock method to estimate wind speed and
direction. The traffic management operator views the video images of position of the windsock and activates
or deactivates the dynamic message signs depending on the windsock reading.
4.7.
Virginia Department of Transportation
The Virginia DOT implemented a tiered approach to operate the Chesapeake Bay Bridge-Tunnel. The bridge
experiences strong winds that results in safety concerns to the vehicular traffic. Table 4 shows the tiered
approach, based on wind speed thresholds at the Chesapeake Bay Bridge:
Table 4. Virginia Department of Transportation Multi-Tiered Approach
Level
Wind Speed
Vehicle Restrictions
40 MPH
Large pick-up campers; camper trailers; house trailers; anything
being towed; vehicles with any exterior cargo
47 MPH
Motorcycles; large pick-up campers; camper trailers; house trailers;
anything being towed; vehicles with any exterior cargo; empty
tractor trailers not to include empty tanker trucks; small six-wheel
trucks such as moving vans, rental trucks, school buses, etc. Tractortrailers must gross 30,000 pounds payload in addition to the weight
of the rig and six-wheel trucks must gross 15,000 pounds payload in
addition to the weight of the rig in order to be allowed to cross the
facility during Level 2 wind restrictions. Tractors without trailers
are allowed to cross.
Level 3
55 MPH
The only types of vehicles allowed to cross are cars without exterior
cargo; pick-up trucks without cargo; mini-vans; vans not to include
high-profile/conversion vans; SUVs; tractors without trailers; empty
flatbed trailers, commercial buses and heavily-laden tractor-trailers
with a 40,000 payload in addition to the rig.
Level 4
60 MPH
The only types of vehicles allowed to cross are cars without exterior
cargo, pick-up trucks without cargo, mini-vans, and SUVs.
Level 5
Hurricane Force
Winds and Other
Weather Condition
The Chesapeake Bay Bridge-Tunnel is closed to all traffic due to
unforeseen weather conditions or safety concerns. We strive to
make this interruption to traffic as short as possible.
Level 1
Level 2
This approach segregates the traffic based on vehicle profiles and enforces restrictions using law
enforcement officers. The information about the closures is also posted on the Virginia DOT website.
11
4.8.
Wyoming Department of Transportation
The Transportation Research Board in association with the Wyoming DOT conducted a study titled,
“Intelligent Transportation Systems for Operation of Roadway Segments in High Wind Conditions”, by Young
and Liesman. This study examined the truck safety in high speed wind situations including how critical
weather conditions can be identified; what the various levels of operations can be; the means of identifying
at-risk vehicles; and the benefits of implementing an advanced system to operate these high hazard roadway
segments. The roadway segments studied are along Interstate 80 and Interstate 25. The study reviewed
various efforts made in past and concluded that the critical variables for monitoring roadway segments in
high wind conditions are, wind speed, the difference between wind speed and wind gust speed, road surface
condition, and the combination of a vehicle weight and profile characteristics. The study recommends various
operation levels representing a tiered system to manage and operate roadway segments that are susceptible
to high speed winds, they are:
1.
Level 1: Wind and surface variable thresholds for advisory message
2. Level 2: Wind and surface variable thresholds to determine road closures to all traffic
3. Level 3: Wind, surface, and vehicle profile variable thresholds to determine road closures for all high
profile vehicles
4. Level 4: Wind, surface, vehicle profile, and vehicle weight variable thresholds to determine road
closure for all high-profile, light weight vehicles
Wind speed thresholds were not established as part of the study. The study also suggested the use of various
technologies to segregate traffic, such as, use of weigh in motion techniques to segregate light weight
vehicles and use of a vertical video detection system to measure vehicle’s longitudinal profile (length and
height).
Study Analysis: The operational thresholds discussed in the study were classified into three categories: wind
speed, road surface condition, and vehicle types. This analysis is important in understanding the effects of
these parameters in the management and operations of the roadway systems. Figure 3 shows the probability
of overturning crashes under dry conditions.
Figure 3. Probability of Overturn Crashes in Wyoming under Dry Roadway Conditions
*Source: TRB Journal-2000, Young and Liesman
Slick roadway condition yielded significantly lower probabilities of overturning crashes during similar wind
speeds when compared to dry roadway condition. The authors provided the reasoning that the slick roadway
condition is a visible hazard to driver, which results in more cautious driving than in the dry roadway
condition.
12
In this study, work done by Saiidi and Maragalas for the Nevada DOT was included to understand the
relationship between vehicle weight and wind speed on sliding and overturning types of crashes. The study
found that the single-trailer truck is most vulnerable to overturning and sliding. The vehicle configuration
used was: weight, 15,000 lb; wheelbase, 3 ft.; length, 45 ft., vehicle height, 14 ft.; and wheel diameter, 4 ft.
Figure 4 below illustrates this relationship.
Figure 4. Critical Wind Speeds for Sliding and Overturning Crashes by Vehicle Weight
By varying the vehicle weight and keeping other values constant the graph shown in Figure 4 was obtained,
which shows that when the vehicle weight is less, wind speed required to slide or overturn the vehicle is less
and vice versa.
Similarly, another supporting analysis was conducted by varying the height of the vehicle to understand the
relationship between vehicle height and wind speed. Figure 5 below illustrates this relationship.
Figure 5. Critical Wind Speeds for Sliding and Overturning Crashes by Vehicle Height
13
Figure 5 shows that there is a relationship between vehicle height and wind speed on sliding and overturning.
High profile vehicles are susceptible to sliding at wind speed as low as 25 MPH and to overturn at wind
speeds of 50 MPH or more. According to the graph, passenger cars are least susceptible to overturn during
high speed winds, which would require wind speed of at least 100 MPH to overturn and 40 MPH to slide. The
single-trailer truck was determined by researchers to be most vulnerable to overturning and sliding during
high speed wind conditions.
4.9.
Western Transportation Institute
Kumar et al., produced a report for the U.S. Department of Transportation’s Research and Innovative
Technology Administration (RITA) in association with the Western Transportation Institute, Caltrans, that
studied the critical wind speed for trucks, trailers, and RVs. Following Tables 5, 6 and 7 shows the critical
wind speed for sliding and overturning during high speed wind events.
Table 5. Critical Wind Speed for Trucks and Trailers
Vehicle
Type
Weight
Wheel Base
Length
Vehicle
Height
Wheel
Diameter
Overturn
Wind Speed
Slide Wind
Speed
lbs
ft.
ft.
ft.
ft.
MPH
MPH
Single Truck
Twin Combination
Semi Trailer
Single Trailer
15,000
30,000
30,000
15,000
6
6
6
3
40
70
53
45
14
14
14
14
4
4
4
4
59
63
73
40
31
33
38
29
Table 5 shows that the sliding wind speed range between 29 MPH and 38 MPH and overturning wind speed
range between 40 MPH and 73 MPH, depending on the types of trucks and trailers.
Table 6. Critical Wind Speeds for Recreational Vehicles with 2 ft. Wheel Diameter
Vehicle
Motor Homes
Camping Vans
Travel Trailers
Fifth-Wheel
Trailers
Weight
Wheel Base
Length
lbs
9,000
10,000
12,000
14,000
15,600
22,000
27,000
4,500
7,000
1,800
2,200
3,300
4,000
4,500
5,000
6,000
8,000
ft.
6
6
6
6
6
6
6
6
6
6
6
6
6
3.5
3.5
3.5
3.5
ft.
26
30
34
36
43
40
45
17
20
27.5
18
27.5
28
34
36
31
36
Vehicle
Height
ft.
10
12
12
12
11
12
13
7
10
9
9
9
10
10.2
10.5
11
12
Wheel
Diameter
ft.
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
Overturn
Wind Speed
MPH
79
65
67
70
74
83
80
100
80
38
52
52
51
37
37
41
40
Slide Wind
Speed
MPH
34
30
31
33
33
39
39
36
34
16
21
21
22
21
21
24
25
Table 6 shows that the recreational vehicles with 2 ft. wheel diameter has the overturn wind speed range
between 37 MPH and 100 MPH and sliding wind speed range between 16 MPH and 39 MPH.
14
Table 7. Critical Wind Speeds for Recreational Vehicles with 3 ft. Wheel Diameter
Vehicle
Motor Homes
Camping Vans
Travel Trailers
Fifth-Wheel
Trailers
Weight
Wheel Base
Length
lbs
9,000
10,000
12,000
14,000
15,600
22,000
27,000
4,500
7,000
1,800
2,200
3,300
4,000
4,500
5,000
6,000
8,000
ft.
6
6
6
6
6
6
6
6
6
6
6
6
6
3.5
3.5
3.5
3.5
ft.
26
30
34
36
43
40
45
17
20
27.5
18
27.5
28
34
36
31
36
Vehicle
Height
ft.
10
12
12
12
11
12
13
7
10
9
9
9
10
10.2
10.5
11
12
Wheel
Diameter
ft.
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Overturn
Wind Speed
MPH
80
65
67
70
74
84
81
101
80
39
53
52
51
37
37
41
41
Slide Wind
Speed
MPH
35
31
32
33
34
40
40
38
35
16
22
22
22
21
22
25
25
Table 7 shows that the recreational vehicles with 3 ft. wheel diameter has the overturn wind speed range
between 37 MPH and 101 MPH and sliding wind speed range between 16 MPH and 40 MPH.
4.10.
Florida Department of Transportation
The FDOT has implemented a bridge closure protocol on the Sunshine Skyway Bridge (I-275) between
Manatee and Pinellas Counties. Wind speed sensors are installed on the bridge by the FDOT to provide wind
speed advisory and assist in bridge operation. The Florida Highway Patrol is responsible for providing wind
advisories and making decisions concerning closures.
According to officials at the Florida Highway Patrol Troop C Headquarters, responsible for the Sunshine
Skyway Bridge operation, it was found that there is no written operating procedure. According to the agency,
a routine bridge closure is performed during high speed winds according to the following guidelines.
1.
Weather advisory is issued when the wind speed reaches 25 MPH for at least 60 seconds or 20 MPH
for at least 5 minutes.
2. Bridge closure to all traffic is performed when the wind speed reaches 55 MPH or more sustained for
more than 5 minutes.
The wind speed and direction detection is performed by automatic wind sensors and the remote processing
unit or controller sends a signal to the computer inside the North Toll Plaza. The computer with the logical
programming controller processes the information and activates or deactivates the static sign flashers,
provided at both ends of the bridge. The following techniques are used to warn motorists:
1.
Solid green light for the normal condition
2. Solid yellow light for 35 MPH wind speed or more for at least 10 minutes
3. Flashing yellow light for 55 MPH wind speed or more for at least 5 minutes
4. Solid red light for the beak in continuity loop
The weather advisory signs are located prior to the toll plaza on each direction. In addition, there is a sign
located on I-75 northbound prior to the I-275 junction that has flashing lights, which activates when the
bridge is closed.
15
4.11.
Florida Statewide Survey
A statewide online survey was initiated on November 9, 2009 to poll Florida agencies that manage and
operate bridges within the State of Florida. These agencies include the FDOT districts, Florida Highway Patrol
troops, county department of emergency management offices, county sheriff’s offices, local law enforcement
agencies, and others that are routinely involved in the bridge closure activities. These agencies were asked
22 questions related to bridge management and operation during high speed winds and gusts. The online
survey was completed on November 30, 2009. There were 71 responses received, out of 215 visits. A copy of
survey questionnaire and detailed individual responses are attached in Appendix A. The results of the survey
are briefly discussed in this section.
4.11.1.
Participating Agencies
The agencies that participated in the statewide survey are shown in Figure 6. It was noted that the
County Public Works Department’s responses are included in the Emergency Operations Center
responses. The FDOT districts that participated in the survey were Districts 2, 4, 5, 6, and 7. The
majority of participation was from the law enforcement agencies (60%) and emergency operations
centers (29%) across the state.
Figure 6. Agency Participation
Others
FDOT Districts
City Public Works Department
County Public Works Department
Emergency Operations Center
Other Law Enforcement Agencies
Highway Patrol
Sheriff’s Office
Number of Responses
4.11.2.
County Participation
The State of Florida has 67 counties, and out of these, 41 county representatives responded to the
survey. This indicates 61% participation across the State of Florida. The counties that did not respond
to the survey either had no bridge closure activities or did not participate.
16
4.11.3.
Existing Standard Process
Sustained high speed winds can be unsafe for motorists traveling on bridges, particularly for the high
profile vehicles, tractor-trailers, and motorcycles. Some areas of the state utilize the support of law
enforcement officers to enforce closure of bridges when wind speeds are extreme. This existing
process was examined to determine how many agencies have such processes in place. The following
chart shows the results of this finding.
Figure 7. Existing Standard Process
My Jurisdiction Does Not Have Any Bridges That Are Impacted by High Winds
Not Aware of Any Procedures for Our Agency Closing Bridges Due To Winds
We Do Not Have a Standard Process in Place; However, We Have Performed Bridge
Closures During High Wind Speed or Gusts As Needed
We Have a Standard Process in Place but Not Documented
We Have a Documented Standard Process in Place
Number of Responses
Figure 7 shows that 38% of the agencies had no standard processes in place and neither is
documented in writing. Only 28% of the agencies had standard process in place and were documented
in writing. However, 20% of the respondents were not aware of any such procedures on bridge
closures.
When asked, if the agency closed the bridge during high speed winds, 63% responded in agreement.
The reason for closing the bridge varied from each agency, 55% of responses indicated that they
received direction from emergency operations center, department of transportation, highway patrol,
sheriff’s office, or other agencies. And 20% of responses indicated that they closed the bridge based
on information received from emergency operations center, department of transportation, highway
patrol, sheriff’s office, National Weather Service, and local media. On the other hand, 17% of the
agencies rely on the information received from the law enforcement officers at the bridge location to
implement bridge closures. It was noted that only one agency relies on the wind sensor readings
located on the bridge to implement bridge closure activities.
4.11.4.
Critical Wind Speed Limit
Approximately, 56% of responses indicated that their agency has a critical wind speed limit and 44%
of responses indicated that they do not. Figure 8 below shows the critical wind speed limit used by the
various agencies. The majority of agencies (74%) use 40-45 MPH as the critical wind speed for the
bridge closure. Approximately, 12% of responses indicated that they use 50 MPH and 5% of responses
indicated that they use 55 MPH to 35 MPH as the threshold for the bridge operation.
When asked about the wait time for wind speed sustainability, a majority responded (53%) that they do
not wait. The next majority of wait time was 60 seconds (22%) followed by 120 seconds (8%) for wind
speed sustainability.
17
Figure 8. Critical Wind Speed Limit
95 MPH
90 MPH
70 MPH
60 MPH
55 MPH
50 MPH
45 MPH
40 MPH
35 MPH
20 MPH
Number of Responses
4.11.5.
Critical Wind Gust Limit
When asked, if the agency used wind gust speed limits to determine bridge closures, 85% of the
responses indicated that they do not. The additional comments received on this question revealed that
the majority of agencies tend to follow the same wind speed limit for the gusty winds as for the
sustained wind speed. The agencies that follow the wind gust speed limits showed that majority falls
within the 40 MPH and 65 MPH range, which is approximately 80%. Figure 9 shows the results of the
wind gust speed limits. The majority of responses (78%) indicated that they do not wait for the wind
gust to become sustained.
Figure 9. Wind Gust Speed Limit
100 MPH
95 MPH
75 MPH
70 MPH
65 MPH
55 MPH
50 MPH
45MPH
40 MPH
30 MPH
20 MPH
Number of Responses
18
4.11.6.
Wind Speed Information Source
The source of wind speed information for various agencies was surveyed and it was found that the
majority of agencies rely on the National Weather Service information (33%) followed by responder at
scene (19%), and automatic wind sensor at problem location (13%). Among the other sources of wind
speed information includes, information received from the combination of various agencies shown in
Figure 10, and straight from the emergency operation centers.
Figure 10. Source of Wind Speed Information
Other
Local Media
Automatic Wind Speed Sensors at the Problem Location
Responder at the Scene with a Wind Sensing Device
Responder at the Scene
Number of Responses
4.11.7.
Planned Action
When asked about the bridge closure during high speed winds, approximately 62% of agencies
responded that they close the bridge to all traffic and do not segregate traffic, and 19% of agencies
have plan in place to close the bridge initially for only the high profile vehicles. Others disseminate
information to other agencies and to the public and do not close the bridge.
When asked if the agency is open to explore options of using tiered approach to do selective closures
for the vehicle types depending on prevailing wind speed? For example, wind speed between xx MPH
and xx MPH, closure to only vehicles with tow; wind speed between xx MPH to xx MPH, closure to
tractor trailers, in excess of xx MPH total closure. The majority (74%) supported the idea of selective
closures. However, those who did not support the tiered approach, had concerns with the
implementation and that it would be too labor intensive.
When asked if the responding agency would support the use of static signs with automatic flashers for
wind speed advisory as oppose to always sending response personnel to the problem location, 84% of
the response was in favor of installing the wind sensor devices. However, there were substantial
comments regarding law enforcement still taking control of the situations and making decisions on the
bridge operations. Some showed concern over the maintenance and operation of the system, while
others supported installation of wind sensors provided proper guidelines are established.
19
4.11.8.
Existing Coordination
When asked about the use of wind sensors to measure the wind speed, only 11% responded that they
use the readings straight from the wind sensors to make a decision on bridge closure. Others rely on
other sources such as, National Weather Service, field personnel, an emergency operation center, etc.
When asked, if the responding agency should coordinate with the emergency operation center and/or
traffic management center to aid in disseminating bridge closure information to the traveling public
and the local media, 93% responded in favor of using their assistance.
When asked about the preferred source of information and updates during high sustained wind speeds
or gusts, 65% responded that it is through the emergency operations center, followed by contacting
the field personnel (19%). Figure 11 shows the number of respondents supporting different sources of
wind speed information.
Figure 11. Preferred Source of Wind Speed Information
Other
Local Media
Field Personnel
Traffic Management Center
Number of Responses
When asked about the source of public updates during high sustained wind or gust for the local media
and general public, 71% responded that it should be emergency operation center, followed by 21% for
traffic management center. Figure 12 shows the number of respondents supporting the public
dissemination options.
20
Figure 12. Preferred Source of Wind Speed Information Dissemination to Public
Other
Sheriff’s Office
Highway Patrol
Traffic Management Center, Which Disseminates Information Via, 511,
Dynamic Message Signs, Personalized Message Alerts, Local Media, etc.
Number of Responses
4.11.9.
Possible Countermeasures
Respondents were provided with 13 potential countermeasures that have been proven effective by
various states in traffic management during high speed winds. Respondents were asked to rate their
potential effectiveness from 1 to 5 with 5 being highest. They were also asked to rank these
countermeasures to the best of their knowledge. Table 8 illustrates the results.
Table 8. Average Rating and Ranking of Countermeasures
Countermeasures
Dynamic message signs near problem area
Dynamic message signs at diversion points
Highway advisory radio
Vehicle length/height restriction
511 or other toll free number for road condition
Static signs with flashing beacons
Reduce truck speed limit
Webpage with road and weather information
Advisory speed limits for trucks
Closures to trucks only
Variable speed limit
Kiosks in weigh stations, rest areas, or truck stops
Lane restrictions for trucks
Average
Rating
Standard
Deviation
Average
Ranking
4.16
4.08
3.72
3.66
3.65
3.64
3.15
3.10
3.03
3.03
2.92
2.77
2.59
0.86
1.01
1.02
1.20
1.04
1.17
1.05
1.11
1.13
1.15
1.17
1.24
1.09
1
2
3
9
5
4
7
13
6
8
12
11
10
There were 60 responses received for rating the countermeasures and 19 for ranking the
countermeasures. Therefore, the list shown in Table 8 is sorted based on ratings given by the
respondents.
21
As shown in Table 8, the dynamic message signs at the problem area and at diversion points were the
most preferred countermeasures to help provide traffic management and traveler information during
severe weather conditions, with an average rating of 4.1 out of 5. They are followed by the use of
highway advisory radio, vehicle height or length restrictions, 511 or other toll free information services
and static signs or flashers. Out of 13 countermeasures, only six countermeasures received the average
rating of 3.5 or above. The countermeasures such as variable speed limit, kiosks at weigh stations, rest
areas, or truck stops, and lane restrictions for trucks received the lowest ratings, and appear to have
limited value among respondents.
4.11.10. Additional Comments
The survey also allowed respondents to provide additional comments. The summary of some of these
comments are listed below and more details can be found in Appendix A:
1.
Putnam County Emergency Management Office: The entire process must be coordinated
through the local emergency operation center for the county, to ensure clear and consistent
public information.
2. Volusia County Emergency Management Office: All the draw bridges are locked down at the
start of mandatory evacuations. All the bridges with vehicular traffic are closed with the
arrival of subtropical force winds of 39 MPH or more.
3. Florida Highway Patrol, Hillsborough County: It is important to understand that written
guideline(s) and wind speed alone is not the sole indicator(s) of actual or potential hazards
associated with vehicles traveling in windy or bad weather conditions. The direction of the
wind and the unique characteristics associated with a particular weather event should be
evaluated in determining the need to either restrict travel on or close a bridge. Supervisors
may determine that guidelines need modification based upon individual or unique
circumstances as reported by on-scene personnel. The Skyway Bridge has been closed to
high profile vehicles during inclement weather events.
4. Gulf Breeze Police, Santa Rosa County: Generally bridges are closed as winds reach tropical
storm strength. Wind direction and traffic volume impacts the decision. Officers are assigned
to directly monitor bridges during storms.
5. Holmes Beach Police Department, Manatee County: Bridge is locked down in closed position
when sustained winds reach 40 MPH, at the direction of the US Coast Guard.
6. Brevard County Emergency Management Office: Our bridges are low bridges and we have no
way of actually closing. During hurricanes, the county may close the entire causeway with the
bridges for security purpose but no physical method of closing and cannot leave law
enforcement on scene during hurricane.
7. Pasco County Sheriff’s Office: Pasco County does not have any large bridge or overpass
bridge expansions that have required wind speed closure decisions to date. However, the
Sheriff's Office does work closely with the EOC and State agencies during critical incidents to
ensure public and traffic safety.
8. Miami-Dade County Emergency Management Office: Some of the criteria are not used in
Miami-Dade County. Our priorities are safety of the structures, safety of the boating
community and safety of vehicular traffic.
9. Polk County Emergency Management Office: We use 45 MPH sustained winds as the guidance
to remove county high-profile vehicles (fire, EMS, school buses, county transit buses, etc.)
from the road and make recommendation that other high-profile vehicle follow suit through
our media sources. Although we have never closed a bridge, we do have the limits described
here for recommending limited road traffic.
10. Punta Gorda Police Department, Charlotte County: During Hurricane Charley (a direct hit) we
posted and closed the bridge. In every other situation, we have directed the public not to use
the bridge when winds hit 45 MPH but do not physically enforce it.
11. Bay Harbor Police Department, Dade County: Our drawbridge is on the Broad Causeway,
SR-922. It is a primary evacuation route for vehicular traffic during hurricanes. Our
drawbridge closures do not typically involve vehicles, but the bridge will be closed to boat
traffic when winds exceed 39 knots. The draw span could be damaged from higher winds.
22
12. Bay County Sheriff’s Office: Hathaway Bridge is closed when sustained winds are 55 MPH.
13. Brevard County Sheriff’s Office: Bridges are closed by emergency management. Road and
bridge maintenance department will erect signage as necessary. We typically do not station
deputies at the base of bridges during high winds to ensure their safety.
14. Florida Highway Patrol, Palm Beach County: During hurricanes we closed the entire roadway
to large profile vehicles - tractor trailers - due to high speed winds.
15. Florida Department of Transportation, District-4: We routinely close down Bascule Bridges
when the winds reach 39 MPH sustained. During these conditions, if leaves are in upright
position, they can act like sails and are difficult to bring down. We do not have a written plan
to close fixed bridges. We get instructions from the County EOC's. This insures coordination
with USCG flotillas’.
16. Florida Department of Transportation, District-5: Our agency does not close the bridge. We
work with the Florida Highway Patrol, local law enforcement, and US Coast Guard to
determine when a bridge will be closed. We will assist by providing information to motorists
via our intelligent transportation system (message boards, website messages, and 511).
17. Ormond Beach Police Department, Volusia County: Typically we use sustained winds of 45
MPH; however, we can close if gusts are creating problems.
18. Washington County EOC: Though not written or adopted as policy, we use 40 MPH as a
threshold to take all County vehicles off roads/bridges as much as possible.
19. Collier County Emergency Management Office: Although no written policy, we would institute
the discussion to close the bridges when we expect 40 MPH winds for hi-profile vehicles.
20. Volusia County Sheriff’s Office: All bridges will be locked down when wind speed reaches a
sustained 39 MPH or a land evacuation is ordered. Before a complete lockdown, drawbridges
will be raised on the hour for 15 minutes when boat traffic is present.
23
5. Bridge Closure Incident Management Process
The familiar traffic incident management process describes the user oriented process for bridge closure
activities. The process is described by elements: detection, verification, notification, response, traveler
information, traffic management, recovery, and after action review. Each of these elements is described in the
following sections, to clarify their application to the wind sensing and traffic management procedure. Figure 13
outlines these processes.
Figure 13. Standard Operating Processes
5.1.
Detection
Wind speed detection by automatic sensors at the problem location is most desirable. Remote processing
units, attached to the wind sensors, process information received from the sensor and sends a signal to
traffic management center (TMC) and county emergency operations centers (EOC). Depending on the ITS
infrastructure availability, which will be discussed later in this document, the wind speed detection devices
may trigger agencies at the traffic management center, emergency operation center, and/or law
enforcement dispatch center.
5.2.
Verification
The agencies that receive signals from the remote processing units, should have trained responders that can
interpret the signals and data received from the problem locations. In case of uncertainty, the operators
should immediately cross verify the information from other sources such as National Weather Service,
Weather Channel, etc. It is recommended to cross verify the sensor information consistently when a signal is
received from the sensors at problem locations. The extent of response is dependent on the accurate
verification of the prevailing wind speed at the problem location.
5.3.
Notification
The traffic management center (TMC) or emergency operation center (EOC), after verifying the wind speed
information, contacts the appropriate law enforcement agency to respond to the problem location.
Depending on the need of roadway closure activity, other agencies may be notified such as fire and rescue,
EMS, county or local public works department, FDOT maintenance office, FDOT Road Rangers, and so on. In
addition to response notification, any issues with the data quality or the wind sensor equipment in the field
should be directed to the FDOT ITS maintenance office.
24
5.4.
Response
The agencies that first respond to the problem location(s) are law enforcement agencies. Depending on the
nature of road closure, other agencies may respond to assist upon their request. The prescribed bridge
closure or restriction will be performed for the duration of the sustained high speed winds or gusts around
the area. A typical response plan should be developed beforehand by the law enforcement agency to
implement traffic management during the high speed wind conditions. Law enforcement personnel should
arrive at the problem location well equipped with necessary traffic control devices such as, traffic cones,
safety vest, hand held wind speed measurement device, communication devices, and so on.
The response process and responding agencies may vary depending on the problem area location. The other
two processes, that is, traffic management and traveler information are implemented simultaneously with
the response process. The details of these processes are discussed later in this section.
5.5.
Recovery
The recovery process begins immediately after wind speed subsides and when it is safe for the law
enforcement officers and other requested agency personnel to act. The recovery efforts include reopening
the travel lanes, damage repair by the roadway maintaining agencies, and removal of all debris from the
travel lanes as well as from the shoulders. This process is a combined effort of all responding agencies, hence
proper coordination and cooperation is the key to avoid any unforeseen delays in reopening the travel lanes
to the traffic. If the damage to the roadway is major and requires closure for a longer duration, then a fullgrown traffic management or maintenance of traffic (MOT) procedure should be implemented until the repair
is completed and it is safe for the drivers to travel through the bridge or roadway.
5.6.
Traffic Management
Traffic management while carrying out restrictive closures as well as full traffic closure is an important
aspect of the overall process. A pre-planned detour route, where available, should be implemented to reroute
traffic from the problem areas. Detour message should be provided well in advance of the diversion junctions
and simple action message should be conveyed through signs or gestures. In case of restrictive closures, it is
important to provide warning in advance of parking areas or rest areas. The FDOT may allow parking on
shoulders at the designated locations only. High profile vehicle drivers may choose to wait until wind
condition returns to normal or they may detour. Proper traffic control devices such as, traffic cones, warning
signs, portable changeable message signs, foldable signs, and so on, should be utilized to warn drivers.
In addition, detour maps should be made available at rest areas or through a website for general public
awareness. The FDOT District 2 office is currently generating diversion route maps for all major roadway and
bridges in their service region, and will be made available to all. At present, the FDOT has detour maps for
three bridge locations in the project area; they are attached in Appendix B. Where the detour plans are not
available, the agency implementing detour plan during emergency should study the detour route beforehand
to ensure that the facility is capable of handling large traffic volume and truck traffic, and coordinated with
the local traffic operations office.
5.7.
Traveler Information
Traveler information is the process of notifying the traveling public of the roadway conditions, in advance of
approaching problem areas. This is a passive process to reduce traffic for the roadway or bridge closing
activities. Using this information, the drivers can make informed decisions ahead of time to avoid, reroute, or
detour from the current path. Responders at the problem location(s) should engage the traffic management
center to assist them in disseminating traveler’s information to the public via dynamic message signs, 511,
and local media. Emergency operation centers perform this role through the traffic management center when
activated.
Traveler information should be most up-to-date and should display the sense of urgency. Communication
with the responder and/or traffic cameras (where available) at the problem location should be utilized to
generate updates for traveling public. Whenever there is a significant change in the traffic conditions, the
information should be disseminated through these outlets. The availability of dynamic message signs may be
limited to only certain locations. In those cases, use of static signs with flashers, 511, or local media are
advised.
25
5.8.
After Action Review
It is important for each agency to participate in the after action review process to provide feedback in
handling the bridge closure operation. This platform should be used for open discussion and sharing
responder’s point of view to improve coordination and cooperation for similar future incidents. North Florida
responding agencies in association with the FDOT conduct bi-monthly traffic incident management meetings
within the project region. This meeting can also be used to discuss high speed wind incident scenarios and to
review all the standard operating procedures. This process will also help responders to meet other agency’s
response personnel in-person in a relaxed environment that would strengthen the working relationship
between different agency responders.
26
6. Stakeholders’ Roles and Responsibilities
This section outlines the roles and responsibilities of the regional stakeholders during high speed winds that
impact roadway bridges. The regional stakeholder agencies roles and responsibilities discussed are:

North Florida Law Enforcement and Public Safety Agencies

FDOT Traffic Operations Office

Maintenance and Local Public Works Departments

Emergency Management Agencies


Local media
6.1.
North Florida Law Enforcement and Public Safety Agencies
There are various state, county, and local law enforcement and public safety agencies within North Florida
region that are actively involved in the bridge closing activities during high speed winds. These agencies are:
1.
Florida Highway Patrol
2. FDOT Motor Carrier Compliance Office
3. Florida Department of Highway Safety and Motor Vehicles
4. Duval County Emergency Management and Fire and Rescue Department
5. City of Jacksonville Sheriff’s Office
6. Clay County Public Safety Department
7. Clay County Sheriff’s Office
8. Nassau County Emergency Management
9. Nassau County Sheriff’s Office
10. Nassau County Fire and Rescue Administration
11. St. Johns County Department of Emergency Management
12. St. Johns County Sheriff’s Office
13. St. Johns County Fire and Rescue Department
14. City of Jacksonville Beach Police Department
15. City of Jacksonville Beach Fire Department
16. City of Atlantic Beach Police Department
17. City of Fernandina Beach Police Department
18. City of Fernandina Beach Fire and Rescue Department
19. City of Green Cove Springs Police Department
20. City of Neptune Beach Department of Public Safety
21. City of Neptune Beach Police Department
22. City of St. Augustine Department of Public Safety
23. City of St. Augustine Police Department
24. City of St. Augustine Beach Police Department
25. Town of Orange Park Department of Public Safety
26. Town of Orange Park Police Department
27
It is important to define the roles and responsibilities of these regional law enforcement and public safety
agencies as they play a vital role in bridge operations during an emergency. The roles and responsibilities of
these agencies include, but are not limited to:

Access and integrate wind sensor data into the decision support and personnel dispatch process.

Report issues with the quality of data received, as well as with the equipment in the field, to the
maintaining agencies such as the FDOT and local maintenance office.

Coordinate with other agencies during severe weather condition to share responsibility in notifying
public and local media as well as soliciting other agencies at the problem location.

Assure man power is available during severe weather events.

Share and/or exchange wind speed data, and to validate the data at hand in accordance with agency
standard operating procedures.

Train responders on handling and interpreting the wind sensor data, and developing additional data
management and interpretation skills.

Provide periodic updates to the agency that disseminates information to the public. This will increase
the public awareness and reduce traffic around the problem area. This in turn will lessen the burden
on the responding officer.

Implement detours or diversion routes, when needed, in coordination with the agencies that operates
the roadway such as, the FDOT and local public works departments. When available, use the standard
detour route map developed by the facility operating agency.
6.2.
FDOT Traffic Engineering and Operations Office
The FDOT traffic engineering and operations office consists of two traffic management centers operating 24
hours a day and seven days a week. These centers are operated by a group of trained and qualified staff,
which helps in managing traffic incidents as well as disseminating timely traveler information using ITS
devices such as, traffic cameras and dynamic message signs. However, not all roadways within the North
Florida TPO service area are equipped with these ITS devices.
The FDOT Traffic Engineering and Operations Office also include a Road Ranger program, which is a free
motorist assistance program on FDOT operated roadways. Road Rangers can assist law enforcement officers
in implementing detours and diversions using various traffic control devices such as, traffic cones, message
boards, etc. Based upon the requests, they may also respond to the roadways that are not covered in the
service area. The roles and responsibilities of FDOT Traffic Engineering and Operations Office include, but are
not limited to:


Manage quality of wind sensor data and integrate it into the traffic management center system.
Operators must notify ITS maintenance office in case of the data quality and equipment performance
issues.

Receive regular updates using traffic cameras or from the responders at the problem location.

Inform and update motorists, from the onset of bridge closure until the bridge is reopened to the
traffic, using dynamic message signs, 511, or by contacting local media.

Receive weather information from other sources such as the National Weather Service, Emergency
Operation Center, etc.


Train operators to manage and interpret weather information from different sources and develop
additional data management and interpretation skills.
6.3.
FDOT Maintenance Office and Local Public Works Departments
The FDOT Maintenance Office and county and local public works departments plays an important role in
property damage repairs as well as providing man power to the law enforcement officer in setting up lane
closures and managing detours. The FDOT Maintenance Office and public works department supplies
necessary traffic control devices such as traffic cones, message boards, and warning signs during traffic
28
detours and travelers information dissemination. The following list outlines the regional maintenance and
public works departments.
1.
FDOT Maintenance Office
2. City of Jacksonville Department of Public Works
3. City of Jacksonville Traffic Engineering Division
4. Clay County Public Works Department
5. Clay County Public Works Traffic Control Division
6. Nassau County Public Works Department
7. St. Johns County Public Works Department
8. St. Johns County Traffic and Transportation Department
9. City of Jacksonville Beach Public Works Department
10. City of Atlantic Beach Public Works Department
11. City of Fernandina Beach Public Works Department
12. City of Green Cove Springs Public Works Department
13. City of Neptune Beach Public Works Department
14. City of St. Augustine Public Works Department
15. Town of Baldwin Public Works Department
16. Town of Orange Park Public Works Department
The roles and responsibilities of FDOT Maintenance Office and county and local public works departments
include, but are not limited to:


Report issues with the quality of data received, as well as with the equipment in the field, to the ITS
maintenance department.

Receive regular updates from the traffic management center or from the responder at the problem
location.

Assure man power is available during severe weather events.

Assist law enforcement officers when requested for personnel as well as material resource support.

Receive weather information from other sources such as, National Weather Service, Emergency
Operation Center, etc.


Train personnel to manage and interpret collective weather information and wind sensor data, and
developing additional data management and interpretation skills.

Dedicate additional staff time to maintain physical equipments in the field. The cleaning of wind
sensor should be conducted at least twice a year and change of bearings once a year (where
applicable).

Maintain spare parts and equipments of the wind sensor device for maintenance purpose.

Provide additional training to the maintenance personnel to perform maintenance on the wind sensor
devices, typically conducted by ITS maintenance group.

Operate and maintain the system data server through the equipment vendors. The vendors should
provide system status monitoring, assess sensor data quality, and provide technical support to
system server.
29
6.4.
FDOT and County Emergency Management Departments
The FDOT and county emergency management departments play a vital role in management and operations
of bridge closures, when their activation is warranted. The emergency management department consists of
various local, state, and federal responding agencies, such as:
1.
Florida Department of Emergency Management
2. City of Jacksonville Emergency Management
3. Clay County Emergency Management
4. Nassau County Emergency Management
5. St. Johns County Emergency Management
The activation of county emergency management departments or emergency operations centers is carried
out during hurricanes and other major events such as tornadoes and major thunderstorms with hurricane like
wind force. The roles and responsibilities of FDOT and county emergency management departments include,
but are not limited to:

Access and integrate wind sensor data into their decision support system to notify federal, state and
local agencies.

Report issues with the quality of data received, as well as with the equipments in the field, to the
maintaining agencies such as the state and local maintenance departments.

Receive weather information from other sources such as Weather Channel, National Weather Service,
Traffic Management Center, etc.



Play an important role in disseminating the public information to the local media.
6.5.
The National Weather Service plays a vital role in the decision making process of various responding
agencies, and works closely with them during severe weather conditions. The National Weather Service
provides detailed weather condition reports in the form of maps and graphics when severe weather is
anticipated. The following list outlines the proposed changes and addition to the existing roles and
responsibilities of the National Weather Service during high speed wind or gust situations:

Utilize wind sensor data from the bridge locations to improve accuracy and detail of their forecast.

Report issues with the quality of data received, as well as with the equipment in the field, to the
maintaining agencies such as the state and local public works departments.

Improve forecasting by integrating additional data points due to additional wind sensors in the
network, because the coastal area wind condition changes significantly within few miles of distance.

Generate value added service enhanced by the wind sensor data integration.

6.6.
Local Media
The local media plays an important role in disseminating public information during severe weather conditions.
The local media is in constant contact with the public and private weather monitoring agencies to keep up-todate with the weather situation in the area. Local media can also establish contact with the traffic
management centers or emergency operations centers, as applicable, to keep informed of the happenings on
the bridge closure. Other than reaching out to the public through various means, the local media does not
have any change in roles and responsibilities due to wind sensor deployment, nor bridge closing decisions.
30
7. Operational and Support Environment
The operational and support environment is important to understand the capabilities of existing resources and
need to enhance or supplement the existing resource to accommodate new technologies as well as man power
resource allocations. The following subsections illustrate such environments.
7.1.
Institutional Environment
The North Florida TPO service area includes four counties, Duval, Nassau, Clay, and St. Johns Counties. Each
county has a corresponding public works department and/or an ITS department that can provide additional
human and material resources upon request. In addition to counties, municipal public works departments, are
available to responders upon request are the FDOT Office of Maintenance and Traffic Engineering and
Operations Office.
The FDOT District-2 maintenance department serves 18 counties and seven major cities in their jurisdiction,
Gainesville, Jacksonville, Lake City, Palatka, Perry, St. Augustine, and Starke. The maintenance office is
responsible for state roadways that are within their service area. There are two local FDOT maintenance
facilities within the North Florida TPO service area; one is located on Edison and the other in St. Augustine. In
addition to the maintenance operations, there is a local FDOT Jacksonville Bridge Office on Edison. Figure 14
shows the region covered by the FDOT District 2 office.
Figure 14. Florida Department of Transportation Districts
*Source: Florida Department of Transportation website
31
7.2.
Technical Environment
7.2.1.
The FDOT Traffic Operations Office have two traffic management centers within District 2. The primary
facility is at the Jacksonville Urban Office just west of downtown and other is located at the Florida
Highway Patrol Troop G Regional Communications Center (JRCC) which is referred to as the satellite
traffic management center. The later facility handles district two and three information dissemination
on dynamic message signs in Jacksonville and 511 throughout Northeast Florida. These FDOT traffic
management centers are connected with the regional stakeholders and share daily information with
them.
The traffic management centers perform regional surveillance on major roadways equipped with a fiber
optic network and scores of video cameras deployed for this purpose. They also disseminate traveler
information concerning impending closures via 511 technologies and dynamic message signs on the
roadway network. They also assist in dispatching Road Ranger help to problem locations.
7.2.2.
Road Ranger Program
The FDOT Road Ranger program service area is defined on five major roadways. The Road Ranger
service could be requested by the law enforcement agencies through traffic management center to
assist in setting up detours and warning signs along with other traffic control devices during severe
weather conditions. The regional coverage area Road Ranger program is along 127 one way centerline
miles, which extends to the five major roadways as shown below:
1.
I-95: from San Marco Boulevard to Pecan Park Road and from Old St. Augustine north to
College Street
2. I-295: from I-95 southbound to Pulaski Road
3. I-10: from San Marco Boulevard (Fuller Warren Bridge) to SR 200 (US 301)
4. J. T. Butler Boulevard or SR 202: from I-95 to SR A1A
5. SR 9A: from Pulaski Road to I-95 southbound
Currently, the hours of operation of the Road Ranger program are between 6:30 AM and 6:30 PM,
Monday through Friday. Additional hours and days are under consideration. Although, the routes
covered by the Road Ranger program are all freeway segments, they can service arterials upon
request. Motorists can access road ranger services through a toll-free cellular number, *FHP (*347).
7.2.3.
Existing ITS Network
The existing ITS network is comprised of traffic cameras and dynamic message signs along the major
routes in North Florida. The ITS coalition of Northeast Florida developed an ITS master plan to cover all
remaining major freeways and arterials within the North Florida TPO service area.
There are 77 traffic cameras installed to cover: I-95 between Pecan Park Road and I-295 south
interchange; I-295 southwest quadrant; and I-10 between I-95 and Chaffee Road. These cameras are
used for surveillance, detection, and verification of traffic incidents.
Dynamic message signs, where available, are an efficient source for disseminating traveler’s
information on the bridge or roadway closures. The dynamic message signs can substitute the need to
install warning signs or dedicating additional personnel at or near the scene for traveler information.
The locations where the dynamic message signs are currently present are within the proximity of:

Fuller Warren Bridge, on I-95, both north and southbound directions

Dames Point Bridge, on SR-9A, both north and southbound directions

Buckman Bridge, on I-295, both north and southbound directions
Where the dynamic message signs are not available, the portable changeable message signs or foldable
static signs are used when appropriate.
Figure 15 shows the locations of all existing traffic cameras and dynamic message signs within the
North Florida region.
32
Figure 15. Existing ITS Coverage
*Source: Florida 511 website
33
7.2.4.
FDOT Service Facilities
The FDOT has various service facilities along I-95 in the North Florida region such as, rest areas, weigh
in motion or truck comfort stations, welcome centers, and service plazas. These facilities could be used
for truck parking, emergency information dissemination, traffic segregations, and other similar purpose
during high speed wind and gust situations. Figure 16 shows the locations of these facilities within the
North Florida region.
Figure 16. FDOT Service Facility Map
Legend:
Rest Area
WIM or Truck Comfort Station
Welcome Center
*Source: Florida Department of Transportation website
The location descriptions of the FDOT service facilities within the North Florida region are:
1.
Rest Area in St. Johns County, 2 miles north of CR 210 (I-95 Exit 329), both north and
southbound directions.
2. Rest Area in St. Johns County, 5 miles north of US 1 (I-95 Exit 298), both north and southbound
directions.
3. Two Truck Comfort Stations (WIM) in Nassau County, 3 miles north of SR A1A/SR 200 (I-95 Exit
373) and 2.5 miles south of US 17 (I-95 Exit 380), both north and southbound directions.
4. Welcome Center, Nassau County in 3.5 miles south of FL/GA state line, southbound only.
5. Two Truck Comfort Stations (WIM) in Flagler County, 2.5 miles north of SR 100 (I-95 Exit 284),
3.3 miles south of Palm Coast Pkwy (Exit 289), both north and southbound directions.
34
7.2.5.
Evacuation Routes
The Florida Division of Emergency Management (FDEM) maintains a list of contacts for all County
Emergency Managers that could be reached during emergency situations. The emergency situations
are classified under following categories:
1.
Wildfire
2. Tornado
3. Lightning
4. Thunderstorm
5. Hurricane
6. Flood
7. Heat Wave
8. Draught
9. Terrorism
10. Earthquake
11. Cold
12. Space Weather
13. Nuclear
14. Hazmat
15. Animal
The high speed winds and gusts fall under tornado, thunderstorm, and hurricane hazard categories. In
addition to categorizing the hazards, the Florida Division of Emergency Management and FDOT
designate the hurricane evacuation routes for general public and responder awareness. All bridges
inside the project scope are used for the evacuation routes. A copy of the list of County Emergency
Managers and hurricane evacuation routes are available in Appendix C. For more information on the
Florida Division of Emergency Management initiatives and resources, visit www.floridadisaster.org.
7.2.6.
National Oceanic and Atmospheric Administration Weather Radio
The “NOAA Weather Radio (NWR) -All Hazards” is a nationwide network of radio stations broadcasting
continuous weather information directly from the nearest National Weather Service office. NWR
broadcasts official Weather Service warnings, watches, forecasts, and other hazard information 24
hours a day and seven days a week.
In conjunction with federal, state, and local emergency managers and other public officials, NWR also
broadcasts warning and post-event information for all types of hazards – including natural (such as
earthquakes or avalanches), environmental (such as chemical releases or oil spills), and public safety
such as, AMBER alerts or 911 telephone outages.
NWR is provided as a public service by the NOAA, part of the Department of Commerce. NWR includes
1,000 transmitters, covering all 50 states, adjacent coastal waters, Puerto Rico, the U.S. Virgin Islands,
and the U.S. Pacific Territories. NWR requires a special radio receiver or scanner capable of picking up
the signal. Broadcasts are found in the VHF public service band at these seven frequencies (in MHz):
162.400, 162.425, 162.450, 162.475, 162.500, 162.525, and 162.550.
35
8. System Deployment
Several considerations related to environmental, technical, and institutional aspects of the system deployments
are discussed in this section. This section is intended to provide suggestions to the agencies that deploy,
operate, and maintain the wind sensor devices.
8.1.
Environmental Considerations
The following list outlines important local weather precautions that should be exercised for a successful
system deployment.

The State of Florida has humid subtropical climate with high corrosive potential to several materials.
This limits the choice of materials to be used for the system deployment. It is important to select the
materials that can withstand the corrosion due to the marine atmosphere and that can withstand
severe wind load during hurricanes and high speed winds.

The Northeast Florida region experiences a large amount of lightning and thunderstorms, and
occasionally, it is referred to as the lightning capital of the continental United States. Therefore, it is
important to protect the structure from lightning using some lightning protection techniques. The
lightning effects become worse for the structures elevated over a large water body.

The Northeast Florida region experiences convective scale weather, which is dominant for more than
6 months of the year. This can create corrosion to the materials as well as generate thunderstorms
within the region. Therefore, caution should be exercised while deploying the system and selecting
the materials.
According to the FDOT’s standard design guidelines, Duval County and its neighboring counties require
structures to withstand a wind speed of 130 MPH. Therefore, all wind sensing device structures should be
designed to withstand a sustained wind speed of 130 MPH or more.
8.2.
Device Considerations
The following list outlines the choice of devices to measure wind speed and direction.
1.
Wind vane: Wind vane is used to determine the wind direction. They are not capable of measuring
wind speed, unless combined with propeller or other sophisticated devices. A conventional wind vane
consists of a tail fin that is mounted on a horizontal bar which is connected to the vertical axis. The
tail fin when in contact with wind causes the wind vane rotation about the horizontal axis. Due to the
limitation of the wind vane that it only measures the wind direction, it is not a recommended device
for the field deployment. Figure 17 below shows a typical wind vane.
Figure 17. Wind Vane
*Source: www.noaa.gov
36
2. Propeller anemometer: An anemometer is a device that measures the wind speed which is attached
with a propeller (a set of blades that are arranged in a fan like configuration) at the end of the
horizontal bar. The other end of horizontal bar has a fin similar to wind vane. The overall device looks
like a fan with a tail. As the blades rotate about axis parallel to the wind direction, the propeller
activates and measures the wind speed. The fin also rotates about the horizontal axis that
determines the wind direction. Due to the dual functionality of the propeller anemometer, it is a
recommended device for deployment. Figure 18 shows a typical propeller anemometer.
Figure 18. Propeller Anemometer
3. Cup Anemometer: Cup anemometer is the most common type of wind speed measurement device. If
combined with the wind vane, it can also determine the wind direction. The cup anemometer consists
of three to six hemispherical cups that extend from the vertical bar connected to one end of the
horizontal bar. The cup rotates about the axis perpendicular to the wind direction and measures the
wind speed. Due to the widespread use and dual functionality of measuring wind speed and direction,
this device is recommended for deployment. Figure 19 shows a typical cup anemometer. A variation in
cup installation may also be available with different vendors.
Figure 19. Cup Anemometer
4. Sonic Anemometer: Sonic anemometer uses ultrasonic sound waves to measure wind speed and
direction. They measure wind speed based on the time of flight of sonic pulses between the pairs of
transducers and based upon properties of sound waves originated due to the wind. Sonic
anemometers do not have any moveable parts, which makes them well suited for the long term use
and where the accuracy and reliability of traditional cup-and-vane anemometers is adversely affected
by the marine weather or salty air. Therefore, the sonic anemometer is a recommended wind speed
and direction measurement device for this project to suit local climate. Figure 20 shows a typical
sonic anemometer.
37
Figure 20. Sonic Anemometer
5. Other Devices: There are other devices that are available in the market and can be considered if the
above recommended devices are not available or have certain limitations. One of the devices is hotwire anemometer that uses a very fine electrically heated wire and measures wind speed based on
the wind’s cooling effect on the wire. Some other devices that are available are pulse width
modulation anemometer, laser doppler anemometer, and ping pong ball anemometer.
8.3.
Data Sharing Considerations
The agencies involved in bridge closure activities should share the wind sensor data with the city, county,
state, and federal agencies such as National Weather Service, Florida Highway Patrol, etc. using various
modes of center to center communication. This data may further be disseminated to the respective agency’s
field personnel to assist in the response activities.
These agencies should also share the wind sensor data with Clarus. Clarus is the Federal Highway
Administration’s initiative that provides a one stop road weather information web portal for the response
agencies (not available for public use). All existing sources of weather information are consolidated into a
single Clarus system. This data may also be used to forecast the road weather condition.
8.4.
Other Data Source Considerations
Additional sources of wind speed and direction data should be evaluated and incorporated within the
agency’s database to expand the network of the wind sensing devices. These additional sources could be the
National Weather Service and Federal Aviation Administration’s Automated Surface Observing Systems
(ASOS) and Automated Weather Observing Systems (AWOS), iFlorida Road Weather Information System, US
Forest Service’s Remote Automated Weather Stations, NOAA’s METAR/TAF data, US Coast Guard, and other
public/private entities. This provides an opportunity to partner and communicate with other agencies.
8.5.
Power Supply Considerations
The power supply system should be designed in such a way that there is no single point of failure during
system communication and operation. This can be obtained by seamlessly designing the entire system with a
power backup option.
Where an existing local power supply line is not available, the wind sensor devices can be powered locally
using solar power panels, wind power, or batteries. For example, the State of North Dakota has successfully
installed devices with wind power and batteries. Where ever possible, co-locate the power supply devices on
the wind sensor structures.
38
8.6.
Device Specifications Considerations
The city, county, or state agencies, before preparing the specifications for wind sensors, should ensure that
their specifications are consistent with other agency’s specifications, that may already have a similar system
in place such as, the Sunshine Skyway Bridge in Tampa, FL. These specifications are developed by the FDOT’s
standards and specifications office.
There are various types of anemometers available in the market. Therefore, before choosing a wind sensor
system, the department should ensure that the system is compatible with any future enhancements.
8.7.
Data Compatibility Considerations
The software that is used to process the information and generate wind speed warnings should be compatible
with the existing FDOT’s SunGuide® system and other advance traffic management system software used by
the city or county traffic management centers. The SunGuide® system is a set of ITS software that allows the
control of roadway devices as well as information exchange across a variety of transportation agencies.
In case of obtaining devices from multiple vendors, ensure that the data retrieved from the wind sensors are
in the standard format and can be used uniformly by the local ITS software system.
8.8.
Automation Considerations
The possibility of automatically generating the motorist alerts based on wind thresholds should be explored
wherever the dynamic message signs or static signs with flashing beacons are available. The automation can
be achieved by installing two remote processing units; one at the wind sensor location that processes the
wind sensor data and sends signal to the second processor at the sign location to activate the message for
traveler information.
8.9.
Device Communication Considerations
Communication between devices and responding agencies can be done through various methods that are
currently available:

Hard wired communication using fiber optics, copper wires, or telephone line network

Wireless communication

Radio frequency communication

Microwave communication

Satellite communication
Communications other than hard wired communication are successfully implemented by the following states:

New Jersey Turnpike and City of Aurora, Colorado uses cellular digital packet data technology to
communicate with the road weather information system.

Oklahoma environmental monitoring system utilizes Oklahoma Law Enforcement Telecommunication
System (OLETS) leased telecom lines for the system communication.

City of Palo Alto, California transmits the water level sensor data to the Supervisory control and Data
Acquisition (SCADA) system via the City’s telephone and radio communication networks.

California Oregon Advanced Transportation System utilizes radio communication between the wind
sensors and static and dynamic message signs to automatically activate the flashing signs and
dynamic message sign’s message.
8.10.
Siting Considerations
Proper siting of the wind sensing devices is critical for accurate wind speed and direction measurements. A
comprehensive guide to install Road Weather Information Systems sensors is developed by the Federal
Highway Administration named Environmental Sensors Siting Guidelines, which includes the wind speed and
direction sensor siting guidelines. It is recommended to refer to these guidelines to install wind sensors in the
field. A PDF version of the FHWA’s Environmental Sensors Siting guidelines can be obtained from the
website: http://ops.fhwa.dot.gov/publications/ess05/. A typical detail of wind sensor installation on the
bridge is shown in Figure 21 below.
39
Figure 21. Typical Wind Sensor Installation Details
8.11.
Maintenance Considerations
In addition to the considerations mentioned earlier in this section, it is important to consider the
maintenance needs when installing wind sensors at bridge locations, as shown below:

Perform annual bearing maintenance to ensure proper functioning of anemometer with bearings. This
includes, oiling and greasing of the bearings, ensuring there is no corrosion, preventing device from
rust, and replacing parts when needed.

Perform annual, preferably semi-annual, cleaning of the wind sensing devices, to maintain the
efficiency of the system. For example, in case of a sonic anemometer, it is important to check for the
spider webs or bird intrusions; in case of rotating drum anemometer, it is important to check for dust
collections, bird droppings, etc.

Perform regular cleaning of solar panels, if installed for power supply, to remove bird droppings, dust
collection, and such issues. An annual, preferably semi-annual, cleaning is necessary.

Perform regular checks on the device performance to ensure there is no failure in communication and
in the regular operation of the devices. In case of the automated sign activation, ensure that the
algorithm and the remote processing units are performing as expected. An annual, preferably semiannual, performance checks are necessary.

Recalibrate devices annually to ensure that the device is recalibrated to the manufacturer’s
standard.

Perform field checks annually, preferably semi-annual, to ensure that there are no obstructions close
to the wind sensors that could impact their readings.
40
8.12.
Location Considerations
There were 23 locations discussed in the stakeholder meeting held in October 2009 as candidate locations
for the wind sensor installation. This section presents a ranking methodology to select the priority bridge
locations using scoring methodology and prioritization analysis. The lowest score assigned is one and the
highest is five.
8.12.1.
Radial Proximity
The radial proximity is the shortest straight line distance measured between the two nearest bridge
locations considered for wind sensor installation. The shortest proximate distance was assigned a least
score. Based on this criterion, the following scores were assigned to the bridge locations:
1.
Less than 0.5 miles = 1
2. 0.5 to 1.5 miles = 2
3. 1.5 to 2.5 miles = 3
4. 2.5 to 5.0 miles = 4
5. Greater than 5.0 miles = 5
8.12.2.
Diversion Route Availability
As discussed earlier, the diversion route maps are currently being developed by the FDOT for all major
routes in North Florida region. A score of one is assigned if a diversion route map is not currently
available, and two if a diversion route map is currently available.
8.12.3.
Bridge Length
Longer bridge requires a higher degree of precaution as the exposure of traffic to hazardous conditions
is high, as discussed in previous studies presented in this document. Based on this criterion, the
following scores were assigned to individual bridge location:
1.
Less than 1,320 ft. = 1
2. 1,320 ft. to 2,640 ft. = 2
3. 2,640 ft. to 3960 ft. = 3
4. 3,960 ft. to 5,280 ft. =4
5. Greater than 5,280 ft. = 5
8.12.4.
Bridge Clearance
Higher bridge was considered more hazardous to the traffic, as discussed in previous studies presented
in this document. Depending on the type of bridge clearance such as, low, medium, or high, the scores
were assigned to each bridge location. The bridge with “low” clearance was assigned with a score of
one, “medium” clearance with two, and “high” clearance with three.
8.12.5.
Number of lanes
Depending on the bi-directional number of lanes on the bridge, the following scores were assigned to
each bridge location:
1.
2 or less lanes = 1
2. 3 to 4 lanes = 2
3. 5 or more lanes = 3
8.12.6.
Average Daily Traffic
Depending on the average daily traffic volume on the bridge, the following scores were assigned:
1.
Less than 10,000 vehicles per day = 1
41
2. Between 10,000 and 25,000 vehicles per day = 2
5. Greater than 100,000 vehicles per day = 5
8.12.7.
Bridge Mobility
Depending on the bridge mobility, the score assigned for the moveable bridge (or Draw Bridge) was one
and non moveable bridge was two.
All seven scores were assigned to each bridge location were added to get a cumulative score, which
was used to rank the 23 bridges as shown in Figure 21. The total score is shown at the end of each bar.
The highest score is 24 for the Fuller Warren Bridge and the lowest is 11 for the Heckscher Drive Bridge
or Broward River Bridge.
Figure 21. Bridge Location Score
23
22
19
18
18
17
17
17
17
US 17, Doctors Inlet Bridge
16
SR 116, Wonderwood Drive
16
16
SR 312 Intracoastal Bridge
16
15
CR 210, Palm Valley Bridge
15
SR A1A, Nassau Sounds Bridge
13
13
US 90/SR 10, Main Street Bridge
12
CR 206, Crescent Beach Bridge
12
12
12
SR 105, Hecksher Dr. Bridge
11
0
5
10
15
20
25
Score
42
8.12.8.
Location Prioritization
The second stakeholder meeting was held in February 2010 with the stakeholders from different
counties within North Florida TPO service area. In this meeting, a further prioritization of the location
was discussed based on the location vulnerability and the region it serves. The vulnerable location
selection was based on the stakeholders experience with the location during emergency operations. If
the bridge is one of the few easily accessible bridges for evacuation, then it was considered a high
priority irrespective of the score. Such locations were also analyzed for the radial proximity with other
bridges in the area and the population it serves during hurricane evacuations. Based on these criteria,
the bridges in four different counties were assigned priorities within the county they serve, as shown in
Table 9 below.
Table 9: Location Prioritization by County
County
Clay
Crossing
St. Johns
River
St. Johns and
Trout River
Duval
ICWW
Nassau
St. Johns
ICWW
ICWW
Bridge
US-90/SR-10, Main Street Bridge
SR 116/Wonderwood Dr Bridge
CR-206, Crescent Beach Bridge
Existing
Phase I

Phase II






















There are four pilot locations that have existing wind sensors installed by the FDOT and three of these
four locations were identified as Phase I priority, which includes Buckman Bridge, Dames Point Bridge,
and Vilano Bridge. Phase I locations are selected as the priority locations during second stakeholder
meeting and phase II locations are the remaining locations that are identified as lower priority.
A detailed matrix of the scores assigned to prioritize the locations is provided in Appendix D along with
a map showing the bridge locations within the North Florida TPO service area.
43
9. Communication Plan and Operational Scenarios
9.1.
Information Flow
The operational flow chart shown in Figure 22 illustrates the existing process of information flow when the
critical wind speed is detected by key stakeholders; National Weather Service and traffic management
center, and on some occasions, traveling public.
Figure 22. Operational Flow Chart
When the critical wind speed is detected by the National Weather Service, verification is done using field
observation devices such as Automated Surface Observing Systems (ASOS) and/or Automated Weather
Observing Systems (AWOS). Once the information is verified, the notification is issued to the traffic
management center, emergency operation center, and regional dispatch center. The National Weather
Service also disseminates information to local media and NOAA Weather Radio for public information.
When the critical wind speed is detected by the traffic management center, the verification is done using the
field devices such as, traffic cameras and wind sensors, and by cross verifying with the National Weather
Service. Once the information is verified, a notification is issued to the emergency operations center and
regional dispatch center. Traffic management center also disseminates information straight to the public via
511, dynamic message signs, static signs with flashing lights, and local media.
Occasionally, when the high speed winds are detected by the traveling public, they notify law enforcement by
calling 211, 911, or *FHP (*347). The law enforcement dispatch center disseminates information to the
travelling public through their media representatives and traffic management center systems (511 and
dynamic message signs or static signs with flashers).
Similarly, high wind conditions are most commonly experienced and reported by law enforcement field units,
who in turn notify their dispatch center. Law enforcement dispatch typically relays the information to the
traffic management center, and may also assist in disseminating the information to the public through
available means.
44
9.2.
Emergency and Non Emergency Operations
There are two general operational scenarios, one is an emergency operation, when the Emergency Operation
Center (EOC) is activated, and other is when the emergency operation center is not activated and situation is
controlled solely by the law enforcement officer/agency. County Emergency Management functions operate
at various levels and their operation is typical during approach of a tropical storm or hurricane. In these
conditions, the EOC partners and agencies collaborate to make operational decisions.
During other, more localized weather systems, the EOC may not be activated and local agencies are in
command and control of local resources. This condition is typical during summer convection storm systems
or winter Northeastern fronts when bridge closures may be needed.
9.2.1.
Emergency Operation Center Activated
Figure 23 shows the scenario where the emergency operations center is activated. In this scenario, the
emergency operation center receives weather information from the National Weather Service, officers
on the bridge, and/or wind sensors (RWIS), followed by coordination with the regional dispatch center,
FDOT, local maintenance department, and media.
Figure 23. Emergency Operation Communication Chart
45
9.2.2.
Non Emergency Operation
Figure 24 shows the non-emergency scenario where the law enforcement agency detects a windrelated safety issue and makes independent decisions concerning closure. In this scenario, the law
enforcement agency works closely with the traffic management center to solicit Road Rangers, traffic
control devices, and help in disseminating public information and local media. The law enforcement
agency dispatches the officers to the problem location and assumes control of the situation.
Figure 24. Non-emergency Operation Communication Chart
9.2.3.
Law Enforcement Activities
Concurrent jurisdictional boundaries typically exist for most state road bridges between the Florida
Highway Patrol and local agencies. Bridge closing decisions have traditionally been divided among
agencies by mutual agreement. For example, the Florida Highway Patrol is typically responsible for the
interstate bridges such as, Buckman Bridge, Fuller Warren Bridge, and Trout River Bridge. Local police
departments and county sheriff’s offices, such as Jacksonville Sheriff’s Office, St. Johns County
Sheriff’s Office, Jacksonville Beach Police Department, etc. are responsible for the bridges within their
jurisdiction. A list of local and state law enforcement and public safety agencies within the north
Florida region is provided in Section 6.1. These agencies work within their jurisdictional boundaries and
share responsibilities at the common borders. When appropriate these agencies may enter into
agreements that further clarify agency roles and responsibilities.
46
9.3.
Operational Scenarios
Four different scenarios were identified in the stakeholder meeting based on the wind speed and are
summarized in Table 10.
Table 10. Operational Scenarios
Threshold
Approach
19 MPH to
38 MPH
Weather
Advisory
39 MPH
39 MPH to
49 MPH
39 MPH to
49 MPH
Advantages
N/A

Simple to operate and implement
due to no vehicle segregation

Lower deployment cost of law

Lower safety risk to the public by
closing bridge to all traffic
Complete
Closure
Tiered
Closure
Tiered
Closure
Using ITS
Disadvantages
N/A

Higher frequency of full closures

Higher vehicle diversions

Higher cost to the public due to
more frequent diversions

Conservative approach by closing
bridges to all traffic

Provides poor mobility

May complicate regional evacuation
plans

enforcement personnel



Complicated to operate and
requires greater coordination



fewer diversions

Higher exposure of law enforcement
officer to the hazardous conditions
to segregate vehicles



Higher cost of implementation




fewer diversions

Simple to operate and requires
greater coordination

Less deployment cost of law

Less exposure of law
enforcement officer to the
hazardous conditions for
segregating vehicles
47
During stakeholder meeting held in October 2009, it was discussed that full closures at 39 MPH are used
exclusively in North Florida. Recently, this approach has been preferred due to its ease and simplicity to
implement when compared to partial closure scenario. Historically, other techniques have been used, such as
“traffic pacing” and some vehicle segregation. Agencies have worked well together to deal with wind
conditions on bridges, but a clearer methodology was sought, hence this concept of operations plan is
developed.
48
10. Standard Operating Procedures
The standard operating procedures for the operational scenarios mentioned in the previous section are provided
in detail in this section. These procedures are proposed as a resource for use in evaluating alternative
operational procedures.
Currently, a wide range of practices are used throughout the nation to address the need for bridge or roadway
closures during high wind events. The alternate scenarios provide options to be chosen based on the situation at
hand.
10.1.
Implementation Plan Overview
Using roadway weather information for decisions concerning bridge closings maximizes motorist safety and
mobility. The essential ingredients for this proposition involve coordination of responders, a logical decisions
framework, and a coordinated approach. This section describes these elements, with the objective of
assisting decision-makers.
10.2.
Responder Orientation and Coordination
A well-informed, properly trained, and coordinated workforce is essential to operational effectiveness of this
plan. Each agency is responsible for achieving these objectives. While all of the bridges that are potentially
included in this plan are part of the state highway system, operationally, several law enforcement agencies
share responsibilities for daily calls for service. The primary agency for calls for service on any bridge is the
agency responsible for decision making and implementation of closure. Where the bridge is a boundary
between jurisdictions, the decision should be made jointly.
10.2.1.
Regional Bridge Safety Team
A regional bridge safety team, consisting of responders, transportation agencies, EOC personnel, and
other stakeholders, should be formed to ensure a coordinated effort within the region. Typically, law
enforcement takes the lead in decisions concerning closing roadways and bridges during emergency
situations. The team should consist of managers within the participating agencies that have the
authority to make decisions concerning deployment of resources and operations.
10.2.2.
Regional Bridge Safety Team Contact List
A list of agency contacts will be maintained and distributed by each county EOC. Additionally, an
inventory of area bridges will be maintained that outlines the law enforcement and public works agency
that is primarily responsible for each bridge during a potential closing due to high winds.
10.2.3.
Safety Team Annual review
An annual bridge safety team briefing should be held prior to the onset of hurricane season each year,
June 1st. This meeting is designed to keep the team knowledgeable of the procedures for
roadway/bridge closures within the region. The meeting also provides an opportunity to review
procedures and update agency contact information.
10.2.4.
Traffic Incident Management
All responders should be trained in basic traffic incident management, and be familiar with the National
Traffic Incident Management Coalition’s (NTIMC) National Unified Goal (NUG) for incident response,
“Responder safety”, “Safe, quick clearance” and “Prompt, reliable, interoperable communications”.
10.3.
Decision Support Framework
The decision to implement a bridge closure is a collaborative process. While the ultimate decision falls upon
the law enforcement agency designated as responsible for a particular roadway/bridge, the input of
responder, transportation, and emergency management participants is paramount. The primary objective is
motorist safety, but mobility is also important, particularly during times of evacuation. The flowchart shown,
in figure 25, depicts a model that may be used by decision-makers to formulate sound decisions concerning
bridge closures.
49
Figure 25. Bridge Specific Decision Support Framework
50
10.4.
Scenario 1: Weather Advisory
When sustained (continuous measurement for 2 minutes) 1 wind speed reach between 19 MPH and 39 MPH,
the weather advisory should be issued to inform traveling public of the high wind speed in the corresponding
region by the traffic management center and/or law enforcement agencies.
10.4.1.
The sources of traveler information available within North Florida region are, Florida 511, dynamic
message signs or portable changeable message signs, static message signs with flashers, and local
media, depending on the availability. This effort should be closely coordinated between the agency that
operates and maintains the bridge and the local law enforcement agencies, to avoid any
miscommunication or duplication of effort(s). The operating and maintaining agency follows the
instructions from the local law enforcement agency. As the sustained wind speed subsides below 19
MPH threshold for over 2 minutes, the advisory should be removed and the normal operation of the
bridge should be resumed.
A few examples of traveler information messages for dynamic message signs display from different
parts of the country are provided below along with some suggestions. Please refer to the FDOT policy 2
“Displaying Messages on Dynamic Message Signs Permanently Mounted on the State Highway System”
and Traffic Engineering Manual (TEM) Section 2.40 3 for further guidance on standard messages.

CAUTION/HIGH WINDS

CAUTION/HIGH WINDS/FOR TRAVELER INFO/DIAL 511

WEATHER ADVISORY IN EFFECT/USE CAUTION

CAUTION/WATCH FOR SEVERE WIND SPEED

WARNING/HIGH WINDS

HIGH WINDS/HIGH PROFILE VEHICLES/USE CAUTION
The local media and 511 should play a standard message as approved by the governing agencies.
10.5.
Scenario 2: Tiered Closure
As the sustained wind speed (measured continuously for 2 minutes) reaches the range of 39 MPH to 49 MPH,
high profile vehicles should be restricted, while the passenger cars and SUVs may continue at their own risk
to travel over the bridge. A tiered closure is best used when the percentage of truck traffic is very low,
and/or the geometry of the facility lends itself to segregating vehicle traffic near bridge approaches. This
effort should be coordinated through the county emergency operation center EOC, TMC, FDOT, and FHP. The
EOC also coordinates with the traffic management center, Florida 511, and the local media to disseminate
timely public information and updates on the bridge operation. If conditions warrant, a “tiered closure” can
be changed to a “full closure” at any time.
If necessary, groups of non high-profile vehicle traffic can be “paced” across the bridge by law enforcement
to reduce travel speeds.
10.5.1.
parts of the country are provided below along with some suggestions. Please refer to the FDOT policy
and Traffic Engineering Manual Section 2.40 for further guidance on standard messages.

CAUTION/HIGH WINDS/TRUCKS DETOUR

CAUTION/HIGH WINDS/TRUCKS NOT ALLOWED

HIGH WINDS/TRUCKS PROHIBITED
1
This limit is used in California-Oregon Advance Transportation Systems project mentioned earlier in this document Section 4.3.
For FDOT policy visit: http://www2.dot.state.fl.us/proceduraldocuments/procedures/bin/000750015.pdf
3
For TEM visit: http://www.dot.state.fl.us/trafficoperations/Operations/PDFs/Traffic_Engineering_Manual_February_2010.pdf
2
51

SEVERE CROSS WINDS/HIGH PROFILE UNIT/EXIT NOW


WARNING/HIGH WINDS/TRUCKS PROHIBITED

HIGH WINDS/HIGH PROFILE VEHICLES EXIT
10.6.
Scenario 3: Tiered Closure with ITS
A “Tiered Closure with ITS” operates similar to a “Tiered Closure”, except that dynamic message signs,
flashing beacons, variable speed limit signs, or other electronic traffic control measures assist in informing
drivers approaching the bridges of potential wind conditions. When used in conjunction with law enforcement
presence on bridge approaches, high profile vehicles can be more easily segregated, thus allowing passenger
vehicle traffic to continue using the roadway.
A tiered closure with ITS is used as the sustained wind speed reaches the range of 39 MPH to 49 MPH, and
there is a desire to restrict high profile vehicles while passenger cars and SUVs may be allowed to continue
at their own risk to travel over the bridge. This effort should be coordinated through the county EOC, TMC,
FDOT, and FHP. The EOC also coordinates with the traffic management center, Florida 511, and the local
media to disseminate timely public information and updates on the bridge operation.
When the wind sensor reading reaches the threshold wind speed of 39 MPH, the sensor controller processes
the information to check for 2 minutes of continuous reading. When controller completes the processing, it
sends a signal to the secondary controller on both ends of the roadway to automatically activate the DMS
and/or flashing beacons. As the signs/flashing beacons are activated (with preset message in case of DMS),
the secondary controller alerts the TMC/EOC, which then controls the sign until a deactivation alarm is
generated. A “Tiered Closure with ITS” can be changed to a full closure at any time. Figure 26 illustrated
this operation.
If necessary, groups of non-high profile vehicle traffic can be “paced” across the bridge by law enforcement
to reduce travel speeds.
Figure 26. Tiered Closure with ITS – Operational Flow
Primary
Controller
10.6.1.
Secondary
Controller
In addition to the manual or automatic warning beacons at bridge approaches, variable speed limit
signs, or other traffic control signals, dynamic message signs can assist in segregating vehicles from
the traffic stream. A few examples of traveler information messages for dynamic message signs
display from different parts of the country are provided below along with some suggestions. Please
refer to the FDOT policy “Displaying Messages on Dynamic Message Signs Permanently Mounted on the
State Highway System” and Traffic Engineering Manual Section 2.40 for further guidance on standard
messages.

CAUTION/HIGH WINDS/TRUCKS DETOUR

CAUTION/HIGH WINDS/TRUCKS NOT ALLOWED

HIGH WINDS IN EFFECT/TRUCKS PROHIBITED

SEVERE CROSS WINDS/HIGH PROFILE UNIT/EXIT NOW


WARNING/HIGH WINDS/TRUCKS PROHIBITED

HIGH WINDS/HIGH PROFILE VEHICLES EXIT
52
10.7.
Scenario 4: Full Closure
In lieu of a “Tiered Closure” or a “Tiered Closure with ITS”, as the sustained (2 minutes of continuous
reading) wind speed reaches 39 MPH, a complete closure can be implemented for all vehicular traffic. This
effort should be coordinated through the county EOC regardless of level of activation. Coordination with the
FDOT, FHP, and TMC are essential for all roadways that comprise the state highway system.
In all cases where the sustained wind speed (2 minutes of continuous reading) reaches 49 MPH, a “Full
Closure” will be immediately implemented.
10.7.1.
parts of the county are provided below along with some suggestions Please refer to the FDOT policy
and Traffic Engineering Manual Section 2.40 for further guidance on standard messages.

CAUTION/HIGH WINDS IN EFFECT/BRIDGE CLOSED TO ALL TRAFFIC

EXIT NOW/BRIDGE CLOSED AHEAD

HIGH WINDS IN EFFECT/BRIDGE CLOSED

BRIDGE CLOSED AHEAD/USE DETOUR

BRIDGE CLOSED/DIAL 511 FOR DETOUR

WARNING/HIGH WINDS/BRIDGE CLOSED
10.8.
1.
Escalation Procedure
Preparation
Agency representatives should be at the county EOC during an emergency or have open lines of
communication with other stakeholders during a non emergency situation. This plan, agency directives,
county plans, and regional plans should be available to decision makers.
2. Information
Appropriate channels of communication must be opened ahead of potential wind-related decisions. All
stakeholder agencies should work together to promote sound decisions and accurate information for the
media and motorists.
3. Staging Law Enforcement Personnel
Law enforcement personnel should be assigned to monitor each bridge. In the absence of automated
road weather monitoring equipment, they should also be equipped to take the wind speed measurements.
When wind speeds reach critical speeds, the law enforcement personnel should be on scene to implement
the type of closure planned (tiered, tiered with ITS, or full closure).
4. Staging MOT
The Florida DOT, local public works, and their private contractors should be positioned near bridges with
temporary traffic control devices that will be necessary to implement all types of closure.
5. Preparing DMS
The TMC should initialize the process of displaying appropriate traveler information on the DMS around
the bridge approaches. The message should target the vehicles that should not use the bridge during
certain wind conditions. Portable DMS may also be used to guide motorists and should be prepared by
the DOT, public works, or their respective private contractors.
6. Closing Decision
The decision is made for type closure, based upon this plan, for available information and resources. The
law enforcement agency responsible for the particular bridge will initiate the directive received from
their respective command for emergency / non emergency respectively.
53
7. Implementation Directive
The responsible law enforcement agency will guide and direct all resources required and participating in
the closing of the particular bridge.
10.9.
1.
De-escalation Procedure
Opening Decisions
The decision to re-open a bridge to all vehicles is made based on wind speed information as outlined
previously. In all cases, a law enforcement agency representative at the bridge will confirm the safety of
the bridge as part of the decision-making process.
2. Opening Directive
The Law Enforcement Agency Command will direct field units from all participating entities to open the
roadway. They may be instructed to remain staged at the location for potential re-closure, or be allowed
to return to normal duties.
10.10. After Action Review
Anytime wind conditions prompt a law enforcement bridge closing decision, there should be an after-the-fact
review of the operation. The purpose of the review is to refine the process and ensure that intended
communication and coordination is present. For non-emergency settings, this review can be held in
conjunction with the FDOT traffic incident management (TIM) meetings, held bi-monthly at the FDOT offices
in Jacksonville. For closings that occur during Emergency Operations, the county EOC should host the
meeting.
54
11. References
1.
Road Weather Information System Environmental Sensor Station Siting Guidelines, Federal highway
Administration, Publication# FHWA-HOP-05-026, April 2005, pp. 1-52 (PDF 2.5 MB).
2. Goodwin, L. C. and Pisano, Paul. Best Practices for Road Weather Management Version 2.0, Federal
highway Administration, May 2003, pp. 1-68.
3. Clarus concept of Operation: A Nationwide Surface Transportation Weather Observing and Forecasting
System, Federal Highway Administration publication #FHWA-JPO-05-072, pp. 1-130 (PDF 1.1 MB).
4. Road Weather Management Performance Metrics, USDOT Research and Innovative Technology
Administration, April 2008, pp. 1-14 (PDF 209 KB).
5. Schmidlin, Thomas W., Hammer, Barbara O., King, Paul S. and Miller, Scott L. Wind Speeds Required to
Upset Vehicles, American Meteorological Society Publication, pp. 1-4 (PDF 28 KB).
6. Road Weather Information Systems Framework Concept of Operation for SW Michigan, Michigan
Department of Transportation, published July 2009, pp. 1-49 (PDF 1.67).
7. Young, R. K., Liesman, J. Intelligent Transportation Systems for Operation of Roadway segments in High
Wind Conditions, Transportation Research Board publication, HRIS, pp 1-7, November 2007.
8. Pisano, Paul A., Goodwyn, Lynette C., Rossetti, Michael A., U.S. Highway Crashes in Adverse Road
Weather Conditions, American Meteorological Society Publication, pp. 1-15 (PDF 277 KB).
9. Kumar, Manjunathan and Strong, Christopher K. Comparative Evaluation of Automated Wind Warning
Systems (Showcase Evaluation #15), Transportation Research Board publication, HRIS, pp. 1-119, June
2009 (PDF 2.5 MB).
10. Fundamentals of Road Weather Management, Institute of Transportation Engineers Publication, CD-033.
55
Concept of Operations - Appendix
Appendix A
Statewide Survey Copy
RWIS Survey
Created: October 28 2009, 6:00 AM
Last Modified: October 28 2009, 6:00 AM
Design Theme: Global Blue
Language: English
Button Options: Labels
Disable Browser “Back” Button: False
High Wind Condition
Bridge Closing Survey
Page 1 - Question 1 - Choice - One Answer (Drop Down)
[Mandatory]
Agency type



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



Sheriff's Office
Police Department
Other Law Enforcement Agency
County Emergency Management Office
County Public Works Department
Municipal Public Works Department
FDOT District
Others
County
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Alachua
Baker
Bay
Bradford
Brevard
Broward
Calhoun
Charlotte
Citrus
Clay
Collier
Columbia
Dade
De Soto
Dixie
Duval
Escambia
Flagler
Franklin
Gadsden
Gilchrist
[Mandatory]
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Glades
Gulf
Hamilton
Hardee
Hendry
Hernando
Highlands
Hillsborough
Holmes
Indian River
Jackson
Jefferson
Lafayette
Lake
Lee
Leon
Levy
Liberty
Madison
Manatee
Marion
Martin
Monroe
Nassau
Okaloosa
Okeechobee
Orange
Osceloa
Palm Beach
Pasco
Pinellas
Polk
Putnam
St. Johns
St. Lucie
Santa Rosa
Sarasota
Seminole
Sumter
Suwannee
Taylor
Union
Volusia
Wakulla
Walton
Washington
Page 1 - Question 3 - Open Ended - Comments Box
Please provide your name, agency name, and other contact details.
Page 1 - Question 4 - Choice - One Answer (Bullets)
[Mandatory]
Sustained high speed winds and wind gusts can be unsafe for motorists traveling on bridges, particularly high profile
vehicles, trailers, and motorcycles. Some areas of the state utilize the support of law enforcement personnel to enforce
closure of bridges when winds are extreme. Please indicate if your agency has such process in place:
 We have a standard process in place and is documented in writing
 We have a standard process in place but not documented in writing
 We do not have a standard process in place; however we have performed bridge closures during high wind speed


or gusts as needed
Not aware of any procedures for our agency closing bridges due to winds
My jurisdiction does not have any bridges that are impacted by high winds
Page 1 - Question 5 - Yes or No
Has your agency ever closed a bridge in your jurisdiction because of high winds?
 Yes
 No
 Additional Comment
Which of the following would most likely be used to prompt the closing of a bridge in your jurisdiction?
 Direction from Emergency Operation Center, Department of Transportation, Highway Patrol, Sheriff's Office, or
other agency
 Information from Emergency Operation Center, Department of Transportation, Highway Patrol, Sheriff's Office,
National Weather Service, Media
 Observation by an officer/employee at the bridge location
 Other
Is there a critical sustained wind speed limit that your agency uses as a threshold to make determination on bridge
closure?
 Yes
 No
Please indicate the sustained wind speed limit that matches closest to your answer.







20 MPH
25 MPH
30 MPH
35 MPH
40 MPH
45 MPH
50 MPH











55 MPH
60 MPH
65 MPH
70 MPH
75 MPH
80 MPH
85 MPH
90 MPH
95 MPH
100 MPH
> 100 MPH
What time duration of sustained wind speed, in excess of your wind speed limit, do you use to make your decision?
Please select the option that matches closest to your answer.


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











Do not wait
30 Sec
35 Sec
40 Sec
45 Sec
50 Sec
55 Sec
60 Sec
65 Sec
70 Sec
75 Sec
80 Sec
85 Sec
90 Sec
95 sec
100 Sec
105 Sec
110 Sec
115 Sec
120 sec
125 Sec
130 Sec
135 Sec
140 sec
145 Sec
150 Sec
155 Sec
160 Sec
165 Sec
170 Sec
175 Sec
180 Sec
185 Sec
190 Sec
195 Sec
200 Sec
205 Sec








210 Sec
215 Sec
220 Sec
225 Sec
230 Sec
235 Sec
240 Sec
> 240 Sec
Is there a critical wind gust speed limit that that your agency uses as a threshold to make a determination on bridge
closure?
 Yes
 No
Please indicate the wind gust speed limit that matches closest to your answer.


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
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







20 MPH
25 MPH
30 MPH
35 MPH
40 MPH
45 MPH
50 MPH
55 MPH
60 MPH
65 MPH
70 MPH
75 MPH
80 MPH
85 MPH
90 MPH
95 MPH
100 MPH
>100 MPH
What time duration of gust wind speed, in excess of your critical wind gust limit, do you use to make your decision?
Please select the option that matches closest to your answer.








Do Not Wait
30 Sec
35 Sec
40 Sec
45 Sec
50 Sec
55 Sec
60 Sec

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65 Sec
70 Sec
75 Sec
80 Sec
85 Sec
90 Sec
95 Sec
100 Sec
105 Sec
110 Sec
115 sec
120 Sec
125 Sec
130 Sec
135 Sec
140 Sec
145 Sec
150 Sec
155 Sec
160 Sec
165 Sec
170 Sec
175 Sec
180 Sec
185 Sec
190 Sec
195 Sec
200 Sec
205 Sec
210 Sec
215 Sec
220 Sec
225 Sec
230 Sec
235 Sec
240 Sec
>240 Sec
What is the source of wind speed information for your agency?






Responder at the scene
Responder at the scene with a wind sensing device
Automatic wind speed sensors at the problem location
Local media
Other
Page 1 - Question 14 - Choice - Multiple Answers (Bullets)
Please indicate the agencies that you coordinate with during the incident. You may choose multiple agencies:
 Traffic Management Center





Emergency Operation Center
Public Works Department or Florida Department of Transportation
Local Media
Law Enforcement Agencies (local, county, state)
Other
Please indicate the action taken by your agency at the problem location with regard to the closure:
 Close bridge entirely to all traffic
 Initially close the bridge for high profile vehicles only, such as tractor trailer, RVs, etc.
 Other
Is your agency open to explore option of using tiered approach to do selective closure for the type of vehicles depending
on prevailing wind speed? For example, wind speed between xx MPH and xx MPH closure to only vehicles with tow, wind
speed of xx MPH to xx MPH closure to tractor trailers, in excess of xx MPH total closure.
 Yes
 No
Would your agency support the use of static signs with automatic flashers for wind speed advisory as oppose to always
sending response personnel to the problem location?
 Yes
 No
Does your jurisdiction have any automatic sensors on bridges for the wind speed measurement?
 Yes
 No
Does your agency coordinate with the Emergency Management Center and/or Traffic Management Center to aid in
disseminating bridge closure information to the traveling public and the local media?
 Yes
 No
For your agency, what is the preferred source of information on the incident updates during high sustained wind or gust?





Field personnel
Local media
Other, please specify
Who should be the source of public updates during high sustained wind or gust for the local media and general public?
 Traffic Management Center, which disseminates information via 511, Dynamic Message Signs, personalized




message alerts, local media, etc.
Highway Patrol
Sheriff’s Office
Other, please specify
Page 1 - Question 22 - Rating Scale - Matrix
Please rate the effectiveness of each approach from 1 to 5, with 5 being highest, that you consider would be most
effective during high sustained wind or gust situation.
Also please enter your ranking in the "your ranking" box for the approaches from 1-13, with 1 being highest.
Variable speed limit
 Your Ranking
Length restriction
 Your Ranking
Dynamic message signs at diversion points
 Your Ranking
Dynamic message signs near problem area
 Your Ranking
Static signs with flashing beacons
 Your Ranking
Webpage with road and weather information
 Your Ranking
Reduce truck speed limit
 Your Ranking
Advisory speed limits for trucks
 Your Ranking
Highway advisory radio
 Your Ranking
Closures to trucks only
 Your Ranking
511 or other toll free number for road condition
 Your Ranking
Kiosks in weigh stations, rest areas, or truck stops
 Your Ranking
Lane restrictions for trucks
Most Effective
4
Average
2
Least Effective
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
m
 Your Ranking
Page 1 - Question 23 - Open Ended - Comments Box
Please share any other information that you would like us to know.
Thank You Page
Thank you for participating in our survey.
Your feedback is important.
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Zoomerang | RWIS Survey: Results Overview
Page 1 of 12
RWIS Survey
Results Overview
Date: 12/4/2009 2:23 PM PST
Responses: Completes
Filter: No filter applied
1.
Agency type
Sheriff's Office
18
25%
Highway Patrol
12
17%
Other Law
Enforcement
Agency
13
18%
County Emergency
Management Office
21
30%
County Public
Works Department
0
0%
Municipal Public
Works Department
1
1%
FDOT District
6
8%
Other
0
0%
71
100%
Alachua
1
1%
Baker
0
0%
Bay
5
7%
Bradford
0
0%
Brevard
2
3%
Broward
1
1%
Calhoun
0
0%
Charlotte
1
1%
Citrus
1
1%
Clay
1
1%
Collier
1
1%
Columbia
0
0%
Dade
4
6%
De Soto
1
1%
Dixie
0
0%
Duval
5
7%
Total
2.
County
http://app.zoomerang.com/Report/PrintResultsPage.aspx
12/4/2009
Page 2 of 12
Escambia
0
0%
Flagler
1
1%
Franklin
0
0%
Gadsden
0
0%
Gilchrist
0
0%
Glades
0
0%
Gulf
1
1%
Hamilton
0
0%
Hardee
1
1%
Hendry
1
1%
Hernando
0
0%
Highlands
1
1%
Hillsborough
1
1%
Holmes
0
0%
Indian River
1
1%
Jackson
0
0%
Jefferson
1
1%
Lafayette
0
0%
Lake
0
0%
Lee
0
0%
Leon
1
1%
Levy
0
0%
Liberty
1
1%
Madison
1
1%
Manatee
4
6%
Marion
2
3%
Martin
0
0%
Monroe
1
1%
Nassau
1
1%
Okaloosa
1
1%
Okeechobee
0
0%
Orange
3
4%
Osceloa
0
0%
Palm Beach
2
3%
Pasco
2
3%
Pinellas
2
3%
12/4/2009
Page 3 of 12
Polk
1
1%
Putnam
1
1%
St. Johns
3
4%
St. Lucie
2
3%
Santa Rosa
2
3%
Sarasota
2
3%
Seminole
0
0%
Sumter
0
0%
Suwannee
0
0%
Taylor
1
1%
Union
0
0%
Volusia
5
7%
Wakulla
1
1%
Walton
0
0%
Washington
1
1%
71
100%
Total
4.
Sustained high speed winds and wind gusts can be unsafe for motorists traveling on bridges, particularly
high profile vehicles, trailers, and motorcycles. Some areas of the state utilize the support of law
enforcement personnel to enforce closure of bridges when winds are extreme. Please indicate if your
agency has such process in place:
We have a
standard process in
place and is
documented in
writing
20
28%
We have a
standard process in
place but not
documented in
writing
16
23%
We do not have a
standard process in
place; however we
have performed
bridge closures
during high wind
speed or gusts as
needed
11
15%
Not aware of any
procedures for our
agency closing
bridges due to
winds
14
20%
My jurisdiction
does not have any
bridges that are
10
14%
12/4/2009
Page 4 of 12
impacted by high
winds
Total
71
100%
Yes
43
63%
No
25
37%
68
100%
5.
Has your agency ever closed a bridge in your jurisdiction because of high winds?
Total
25 Responses
6.
Which of the following would most likely be used to prompt the closing of a bridge in your jurisdiction?
Direction from
Emergency
Operation Center,
Department of
Transportation,
Highway Patrol,
Sheriff's Office, or
other agency
38
55%
Information from
Emergency
Operation Center,
Department of
Transportation,
Highway Patrol,
Sheriff's Office,
National Weather
Service, Media
14
20%
Observation by an
officer/employee at
the bridge location
12
17%
5
7%
69
100%
Other
Total
7.
Is there a critical sustained wind speed limit that your agency uses as a threshold to make determination
on bridge closure?
Yes
37
56%
No
29
44%
66
100%
Total
29 Responses
8.
Please indicate the sustained wind speed limit that matches closest to your answer.
20 MPH
0
0%
12/4/2009
Page 5 of 12
25 MPH
0
0%
30 MPH
0
0%
35 MPH
2
5%
40 MPH
16
38%
45 MPH
15
36%
50 MPH
5
12%
55 MPH
2
5%
60 MPH
1
2%
65 MPH
0
0%
70 MPH
0
0%
75 MPH
0
0%
80 MPH
0
0%
85 MPH
0
0%
90 MPH
1
2%
95 MPH
0
0%
100 MPH
0
0%
> 100 MPH
0
0%
42
100%
Total
9.
What time duration of sustained wind speed, in excess of your wind speed limit, do you use to make your
decision? Please select the option that matches closest to your answer.
Do not wait
19
53%
30 Sec
1
3%
35 Sec
0
0%
40 Sec
0
0%
45 Sec
1
3%
50 Sec
0
0%
55 Sec
1
3%
60 Sec
8
22%
65 Sec
0
0%
70 Sec
0
0%
75 Sec
0
0%
80 Sec
0
0%
85 Sec
0
0%
90 Sec
1
3%
95 sec
0
0%
100 Sec
0
0%
12/4/2009
Page 6 of 12
105 Sec
0
0%
110 Sec
1
3%
115 Sec
0
0%
120 sec
3
8%
125 Sec
0
0%
130 Sec
0
0%
135 Sec
0
0%
140 sec
0
0%
145 Sec
0
0%
150 Sec
0
0%
155 Sec
0
0%
160 Sec
0
0%
165 Sec
0
0%
170 Sec
0
0%
175 Sec
0
0%
180 Sec
0
0%
185 Sec
0
0%
190 Sec
0
0%
195 Sec
0
0%
200 Sec
0
0%
205 Sec
0
0%
210 Sec
0
0%
215 Sec
0
0%
220 Sec
0
0%
225 Sec
0
0%
230 Sec
0
0%
235 Sec
0
0%
240 Sec
1
3%
> 240 Sec
0
0%
36
100%
Total
10.
Is there a critical wind gust speed limit that that your agency uses as a threshold to make a
determination on bridge closure?
Yes
9
15%
No
50
85%
59
100%
Total
11 Responses
12/4/2009
11.
Page 7 of 12
Please indicate the wind gust speed limit that matches closest to your answer.
20 MPH
0
0%
25 MPH
0
0%
30 MPH
1
7%
35 MPH
0
0%
40 MPH
4
27%
45 MPH
2
13%
50 MPH
3
20%
55 MPH
1
7%
60 MPH
0
0%
65 MPH
2
13%
70 MPH
0
0%
75 MPH
1
7%
80 MPH
0
0%
85 MPH
0
0%
90 MPH
0
0%
95 MPH
0
0%
100 MPH
1
7%
>100 MPH
0
0%
15
100%
Total
12.
What time duration of gust wind speed, in excess of your critical wind gust limit, do you use to make
your decision? Please select the option that matches closest to your answer.
Do Not Wait
14
78%
30 Sec
1
6%
35 Sec
0
0%
40 Sec
0
0%
45 Sec
0
0%
50 Sec
1
6%
55 Sec
0
0%
60 Sec
0
0%
65 Sec
1
6%
70 Sec
0
0%
75 Sec
0
0%
80 Sec
0
0%
12/4/2009
Page 8 of 12
85 Sec
0
0%
90 Sec
0
0%
95 Sec
0
0%
100 Sec
1
6%
105 Sec
0
0%
110 Sec
0
0%
115 sec
0
0%
120 Sec
0
0%
125 Sec
0
0%
130 Sec
0
0%
135 Sec
0
0%
140 Sec
0
0%
145 Sec
0
0%
150 Sec
0
0%
155 Sec
0
0%
160 Sec
0
0%
165 Sec
0
0%
170 Sec
0
0%
175 Sec
0
0%
180 Sec
0
0%
185 Sec
0
0%
190 Sec
0
0%
195 Sec
0
0%
200 Sec
0
0%
205 Sec
0
0%
210 Sec
0
0%
215 Sec
0
0%
220 Sec
0
0%
225 Sec
0
0%
230 Sec
0
0%
235 Sec
0
0%
240 Sec
0
0%
>240 Sec
0
0%
18
100%
Total
13.
What is the source of wind speed information for your agency?
12/4/2009
Page 9 of 12
Responder at the
scene
10
16%
Responder at the
scene with a wind
sensing device
12
19%
National Weather
Service
21
33%
Automatic wind
speed sensors at
the problem
location
8
13%
Local media
1
2%
11
17%
63
100%
Other
Total
14.
Please indicate the agencies that you coordinate with during the incident. You may choose multiple
agencies:
Traffic
Management
Center
24
34%
Emergency
Operation Center
63
90%
Public Works
Department or
Florida Department
of Transportation
54
77%
Local Media
36
51%
Law Enforcement
Agencies (local,
county, state)
65
93%
Other
17
24%
15.
Please indicate the action taken by your agency at the problem location with regard to the closure:
Close bridge
entirely to all traffic
33
62%
Initially close the
bridge for high
profile vehicles
only, such as
tractor trailer, RVs,
etc.
10
19%
Other
10
19%
53
100%
Total
16.
Is your agency open to explore option of using tiered approach to do selective closure for the type of
vehicles depending on prevailing wind speed? For example, wind speed between xx MPH and xx MPH
12/4/2009
Page 10 of 12
closure to only vehicles with tow, wind speed of xx MPH to xx MPH closure to tractor trailers, in excess of
xx MPH total closure.
Yes
45
74%
No
16
26%
61
100%
Total
16 Responses
17.
Would your agency support the use of static signs with automatic flashers for wind speed advisory as
oppose to always sending response personnel to the problem location?
Yes
54
84%
No
10
16%
64
100%
Total
13 Responses
18.
Does your jurisdiction have any automatic sensors on bridges for the wind speed measurement?
Yes
11
17%
No
54
83%
65
100%
Total
6 Responses
19.
Does your agency coordinate with the Emergency Management Center and/or Traffic Management
Center to aid in disseminating bridge closure information to the traveling public and the local media?
Yes
64
93%
No
5
7%
69
100%
Total
6 Responses
20.
For your agency, what is the preferred source of information on the incident updates during high
sustained wind or gust?
Traffic
Management
Center
4
6%
Emergency
Operation Center
44
65%
Field personnel
12
18%
Local media
3
4%
Other, please
specify
5
7%
12/4/2009
Page 11 of 12
Total
21.
68
100%
Who should be the source of public updates during high sustained wind or gust for the local media and
general public?
Traffic
Management
Center, which
disseminates
information via
511, Dynamic
Message Signs,
personalized
message alerts,
local media, etc.
14
21%
Emergency
Operation Center
48
71%
Highway Patrol
2
3%
Sheriff’s Office
0
0%
Other, please
specify
4
6%
68
100%
Total
22.
Please rate the effectiveness of each approach from 1 to 5, with 5 being highest, that you consider would
be most effective during high sustained wind or gust situation. Also please enter your ranking in the
"your ranking" box for the approaches from 1-13, with 1 being highest.
Top number is the
count of respondents
selecting the option.
Bottom % is percent of
the total respondents
selecting the option.
Variable speed
limit
Most Effective
4
Average
2
Least Effective
7
12%
9
15%
24
40%
12
20%
8
13%
19
31%
15
25%
18
30%
5
8%
4
7%
27
45%
16
27%
13
22%
3
5%
1
2%
27
44%
18
30%
15
25%
1
2%
0
0%
Static signs with
flashing beacons
19
31%
14
23%
17
28%
9
15%
2
3%
Webpage with
road and weather
information
8
13%
12
20%
23
38%
14
23%
4
7%
5
8%
19
31%
21
34%
12
20%
4
7%
Advisory speed
limits for trucks
6
10%
14
24%
21
36%
12
20%
6
10%
Highway advisory
radio
19
31%
12
20%
24
39%
6
10%
0
0%
Vehicle
length/height
restriction
Dynamic message
signs at diversion
points
Dynamic message
signs near
problem area
Reduce truck
speed limit
12/4/2009
Closures to trucks
only
511 or other toll
free number for
road condition
Kiosks in weigh
stations, rest
areas, or truck
stops
Lane restrictions
for trucks
Page 12 of 12
6
10%
14
23%
26
43%
6
10%
9
15%
14
23%
22
35%
18
29%
6
10%
2
3%
5
8%
13
21%
19
31%
11
18%
13
21%
3
5%
8
13%
22
36%
17
28%
11
18%
19 Responses
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12/4/2009
Appendix B
FDOT Diversion Route Maps
LEGEND
AREA OF CLOSURE
EXIT 10
US 17
(ROOSEVELT BLVD)
FLORIDA DEPARTMENT OF TRANSPORTATION
DISTRICT 2
PRIMARY I-95 NB ROUTE
PRIMARY I-295 SB ROUTE
SECONDARY ROUTE NB
I-295
H
F
SECONDARY ROUTE SB
F
SIGNAL
F
SOUTHBOUND CLOSURE
H
N
H H
H
1
SB ON-RAMP AT US 17 (ROOSEVELT BLVD)
SB MAINLINE AT US 17 (ROOSEVELT BLVD)
OFF-RAMP
F
POLICE CONTROLLED SIGNAL
POLICE LOCATION
RAMP/ROAD CLOSURE
F
F
F
EXIT 5
SR 13
(SAN JOSE BLVD)
H
F
F
F
SCHOOL
S
POLICE STATION
P
HOSPITAL
H
FIRE RESCUE
F
NOTES
I-295
H
DIVERSION OF THROUGH VEHICLES:
I-295 ROUTE VEHICLES DIVERTED NORTH ON I-295
F
TO I-10 EAST TO I-95 SOUTH TO I-295
NORTHBOUND CLOSURE
NB ON-RAMP AT SR 13 (SAN JOSE BLVD)
NB MAINLINE AT SR 13 (SAN JOSE BLVD)
OFF-RAMP
H
DETOUR 30.2 MILES
I-95 ROUTE VEHICLES DIVERTED NORTH ON I-95
TO I-10 WEST TO I-295 NORTH TO I-95
DETOUR 19.2 MILES
1
INFORM FULLER WARREN BRIDGE TENDER OF
BUCKMAN BRIDGE CLOSURE
F
EXIT NO. 10
F
EXIT NO. 35
EXIT NO. 5
DIVERSION ROUTES
EXIT 35
I-95
I-95
ROUTE
H
I-95 (NB)
I-10 (WB)
I-295 (NB)
F
I-295
NORTHBOUND CLOSURE
I-295
ROUTE
I-295 (NB)
I-10 (EB)
I-95 (SB)
NB ON-RAMPS AT I-95
LIMITS OF CLOSURE I-295
SR 13 (SAN JOSE BLVD) - EXIT 5
TO
US 17 (ROOSEVELT BLVD) - EXIT 10
LEGEND
AREA OF CLOSURE
SR 9A
DISTRICT 2
PRIMARY ROUTE NB
EXIT 13
SR 10
(ATLANTIC
BLVD)
PRIMARY ROUTE SB
SECONDARY ROUTE NB
SECONDARY ROUTE SB
NORTHBOUND CLOSURE
EXIT NO. 6
NB ON-RAMP AT SR 10 (ATLANTIC BLVD)
NB MAINLINE AT SR 10 (ATLANTIC BLVD)
OFF-RAMP
N
SIGNAL
POLICE LOCATION
SR 9A
RAMP/ROAD CLOSURE
EXIT 6
SR 105
(HECKSCHER
DR)
SCHOOL
S
POLICE STATION
P
HOSPITAL
H
FIRE RESCUE
F
SOUTHBOUND CLOSURE
SB ON-RAMP AT SR 105 (HECKSCHER DR)
SB MAINLINE AT SR 105 (HECKSCHER DR)
OFF-RAMP
NOTES
SOUTHBOUND VEHICLES DIVERTED WEST ON SR 10 (HECKSCHER DR)
SR 9A
EXIT NO. 10
TO I-95 SOUTH TO 20TH ST EXPWAY EAST TO HAINES ST EXPWAY SOUTH
TO ARLINGTON EXPWAY EAST TO SR 10 (ATLANTIC BLVD) EAST TO
I-295
DETOUR 20.5 MILES
EXIT 10
MERRILL RD
NORTHBOUND VEHICLES DIVERTED WEST ON SR 10 (ATLANTIC BLVD) TO
ARLINGTON EXPWAY WEST TO HAINES ST EXPWAY NORTH TO 20TH ST
EXIT NO. 11
EXPWAY WEST TO I-95 NORTH TO SR 105 (HECKSCHER DR)
EAST TO I-295
NORTHBOUND CLOSURE
NB ON-RAMP AT MERRILL RD
NB MAINLINE AT MERRILL RD OFF-RAMP
DETOUR 20.5 MILES
DIVERSION ROUTES
SR 10 (ATLANTIC BLVD) (WB)
EXIT NO. 13
EXIT 11
MONUMENT RD
SR 9A
ARLINGTON EXPWAY (WB)
HAINES ST EXPWAY (NB)
NORTHBOUND
20TH ST EXPWAY (WB)
I-95 (NB)
SR 105 (HECKSCHER DR) (EB)
SR 105 (HECKSCHER DR) (WB)
I-95 (SB)
20TH ST EXPWAY (EB)
SOUTHBOUND
HAINES ST EXPWAY (SB)
ARLINGTON EXPWAY (EB)
SR 10 (ATLANTIC BLVD) (EB)
NORTHBOUND CLOSURE
NB ON-RAMP AT MONUMENT RD
SR 105 (HECKSCHER DR) - EXIT 6
TO
MERRILL RD - EXIT 10
LEGEND
AREA OF CLOSURE
DISTRICT 2
PRIMARY ROUTE NB
I-95
PRIMARY I-10 EB ROUTE
PRIMARY I-95 SB ROUTE
EXIT 351B
H
I-10
SIGNAL
H
I-95
F
SOUTHBOUND CLOSURE
N
SB ON-RAMP AT I-10
SB MAINLINE AT I-10
OFF-RAMP
EXIT 350
US 90
(MAIN ST)
F
ACOSTA
BRIDGE
POLICE LOCATION
RAMP/ROAD CLOSURE
SCHOOL
S
POLICE STATION
P
HOSPITAL
H
FIRE RESCUE
F
NOTES
I-95
FROM I-10 EB:
SOUTHBOUND VEHICLES DIVERTED NORTH ON I-95 TO UNION ST EAST TO
F
EXIT NO. 351B
US 90 (MAIN ST) SOUTH TO I-95
NORTHBOUND CLOSURE
EXIT NO. 350
NB ON-RAMP AT US 90 (MAIN ST)
NB MAINLINE AT US 90 (MAIN ST)
OFF-RAMP
S
DETOUR 3.8 MILES
FROM I-95 SB:
SOUTHBOUND VEHICLES DIVERTED EAST ON UNION ST TO US 90 (MAIN ST)
SOUTH TO I-95
DETOUR 2.3 MILES
NORTHBOUND VEHICLES DIVERTED NORTH ON MAIN ST BRIDGE/ OCEAN AVE
TO STATE ST WEST TO I-95
DETOUR 3.8 MILES
1. SET SIGNALS ON STATE ST AND UNION ST TO FLASH
H
EXIT NO. 348
H
2. ADVISE SB 1-95 TRAFFIC TO EXIT AT UNION ST
DIVERSION ROUTES
I-95
S
H
F
MAIN ST BRIDGE/ OCEAN AVE (NB)
EXIT 348
NORTHBOUND
STATE ST (WB)
SR 10
(ATLANTIC BLVD)
FROM I-10 EB:
I-95 (NB)
NORTHBOUND CLOSURE
NB ON-RAMP AT SR 10 (ATLANTIC BLVD)
SOUTHBOUND
FROM I-95 SB:
UNION ST (EB)
UNION ST (EB)
US 90 (MAIN ST) (SB)
US 90 (MAIN ST) (SB)
SR 13 (HENDRICKS AVE) - EXIT 350
TO
I-10 - EXIT 351B
Appendix C
FDEM Evacuation Routes and Contacts
1
Bay
Calhoun
Escambia
Gulf
Holmes
Jackson
Okaloosa
Santa Rosa
Walton
Washington
Mark
Bowen
Don A. "Sonny" O'Bryan
John
Dosh
Marshall
Nelson
Wanda
Stafford
Rodney
Andreasen
Randy
McDaniel
Sheryl
Bracewell
Michael D.
Barker
Roger
Hagan
850-784-4017
850-674-8075
850-471-6409
850-229-9110
850-547-1112
850-482-9678
850-651-7560
850-983-5360
850-892-8065
850-638-6203
644 Mulberry Ave.
20859 Central Avenue East, Room G-40
6575 North W Street
1000 Cecil G Costin, Sr. Boulevard Bldg 500
1001 East Highway 90
2819 Panhandle Road
1250 North Eglin Parkway
4499 Pine Forest Road
75 South Davis Lane
1331 South Boulevard, Suite 600
Panama City
Blountstown
Pensacola
Port St. Joe
Bonifay
Marianna
Shalimar
Milton
DeFuniak Springs
Chipley
32401
32424
32505
32456
32425
32446
32579
32583
32435
32428
ESCAMBIA
1
SANTA ROSA
HOLMES
JACKSON
OKALOOSA
WALTON
NASSAU
WASHINGTON
GADSDEN
LEON
2
Columbia
Dixie
Franklin
Gadsden
Hamilton
Jefferson
Lafayette
Leon
Liberty
Madison
Suwannee
Taylor
Wakulla
Ronnie
Tim
Pamela
Shawn
Henry
Carol
Donnie E.
Richard R.
Rhonda
Victoria
Kimberly
Jeff
Scott
McCardle
Alexander
Brownell
Wood
Land
Ellerbe
Land
Smith
Lewis
Brown
Thomas
Manning
Nelson
386-758-1125
352-498-1240 ext224
850-653-8977
850-875-8642
386-792-6647
850-342-0211
386-294-1950
850-488-5921
850-643-2339
850-973-3698
386-364-3405
850-838-3575
850-926-0861
263 NW Lake City Ave
17600 SE Hwy 19
28 Airport Road
339 East Jefferson Street
1133 US Hwy 41 NW
169 Industrial Park Blvd
164 NW Crawford Street
535 Appleyard Drive
11109 NW SR 20
1083 SW Harvey Greene Drive
617 Ontario Avenue SW Suite 200
591 E US 27
15 Oak Street
Lake City
Cross City
Apalachicola
Quincy
Jasper
Monticello
Mayo
Tallahassee
Bristol
Madison
Live Oak
Perry
Crawfordville
32056
32628
32320
32351
32052
32344
32066
32304
32321-0877
32340
32064
32348
32327
Alachua
Baker
Bradford
Clay
Duval
Flagler
Gilchrist
Levy
Marion
Nassau
Putnam
St. Johns
Union
David
Adam
Brian
James
Martin
Troy
Ron
Mark
Chip
Tom
Quin
E.
James
Donnelly
Faircloth
Johns
Corbin, Jr
Senterfitt
Harper
McQueen
Johnson
Wildy
Kochheiser
Romay
Ashton
York
352-264-6510
904-259-6111
904-966-6336
877-252-9362
904-630-2472
386-313-4240
352-463-3198
352-486-5212
352-369-8185
904-548-4980
386-329-0379
904-824-5550
386-496-4300
1100 SE 27th St.
1 Sheriff's Office Drive
945-B N. Temple Ave.
1 Doctors Drive
515 North Julia St.
1769 East Moody Blvd
3250 North U.S. Highway 129
9010 N. E. 79th Ave
692 NW 30th Ave
96135 Nassau Place, Suite 2
410 S. State Road 19
100 EOC Drive
58 Northwest 1st Street
Gainesville
32641
Macclenny
32063
Starke
32091
Green Cove Springs 32043-3128
Jacksonville
32202
Bunnell
32110
Bell
32619
Bronson
32621
Ocala
34478-1987
Yulee
32097
Palatka
32177
St. Augustine
32092
Lake Butler
32054
Citrus
Hardee
Hernando
Hillsborough
Pasco
Pinellas
Polk
Sumter
Joseph
Richard
Cecilia
Larry
James
Sally
Pete
Judd
Eckstein
Shepard
Patella
Gispert
Martin
Bishop
McNally
Wright
352-746-6555
863-773-6373
352-754-4083
813-236-3800
727-847-8137
727-464-5550
863-534-5605
352-569-6000
3549 Saunders Way
404 W. Orange St.
18900 Cortez Boulevard
2711 East Hanna Ave.
7530 Little Road
400 South Fort Harrison Avenue
1295 Brice Blvd.
1010 North Main Street
Lecanto
Wauchula
Brooksville
Tampa
New Port Richey
Clearwater
Bartow
Bushnell
CALHOUN
JEFFERSON
HAMILTON
MADISON
BAY
BAKER
LIBERTY
WAKULLA
TAYLOR
2
SUWANNEE
DUVAL
COLUMBIA
UNION
CLAY
LAFAYETTE
GULF
BRADFORD
FRANKLIN
GILCHRIST
ALACHUA
DIXIE
ST. JOHNS
3
PUTNAM
FLAGLER
LEVY
MARION
VOLUSIA
3
4
Brevard
Indian River
Lake
Martin
Orange
Osceola
Seminole
St. Lucie
Volusia
Robert
John
Jerry
Keith
Preston
David
Alan
Tom
Charlie
6
Charlotte
Collier
DeSoto
Glades
Hendry
Highlands
Lee
Manatee
Okeechobee
Sarasota
Seminole Tribe
7
Broward
Miami-Dade
Monroe
Palm Beach
5
K.
H.
Ray
"Doug"
S.
O.
D.
S.
Lay
King
Smith
Holman
Cook
Casto
Harris
Daly
Craig
321-637-6670
772-226-3859
352-343-9420
772-288-5694
407-836-9140
407-742-9000
407-665-5017
772-462-8100
386-254-1500ext1505
Wayne
Dan
E.
Catherine
Angela R.
M.
Lupe
Bill
John
D.
Laurie
Michael
Edward J.
Robert
Sallade
Summers
Furr
Snow
Taylor
Nichols
Wilson
Feagans
Faulkner
McCrane
Tarrant
Charles
Curt
Irene
Charles
Lanza
Sommerhoff
Toner
Tear
Florida Division of
Emergency
Management
Rockledge
Vero Beach
Tavares
Stuart
Winter Park
Kissimmee
Sanford
Ft. Pierce
Daytona Beach
32955
32967-1671
34778-7800
34994
32792
34744
32773
34945
32124
941-505-4621
26571 Airport Road
239-252-8000
8075 Lely Cultural Parkway, Suite 445
863-993-4831
2200 NE Roan Street
863-946-6020
500 Avenue J
863-612-4700
25 E. Hickpochee Avenue
863-385-1112
6850 W George Blvd.
239-533-3622
2665 Ortiz Ave.
941-749-3500
2101 47th Terrace East
863-763-3212
499 NW Fifth Avenue
941-861-5495
1660 Ringling Boulevard, 6th Floor
954-966-6300X11346 35154 Firehouse Place
Punta Gorda
Naples
Arcadia
Moore Haven
LaBelle
Sebring
Fort Myers
Bradenton
Okeechobee
Sarasota
Clewiston
33982
34113
34266
33471
33935
33875
33905
34206
34972
34236
33440
954-831-3910
305-468-5403
305-289-6065
561-712-6330
Plantation
Miami
Marathon
West Palm Beach
33324
33178-2414
33050
33415
.
0
20
1746 Cedar Street
4225 43rd Avenue
315 West Main Street, PO Box 7800
800 Monterey Road
6590 Armory Court
2586 Partin Settlement Road
150 Bush Boulevard
15305 W Midway Road
49 Keyton Drive
34461
33873-2831
34601
33610
34654
33756
33830
33513
201 Northwest 84th Avenue
9300 NW 41st Street
2798 Overseas Highway
20 South Military Trail
40
80 Miles
GIS Section
DISCLAIMER: Map is intended to be used as reference only. No warranty for accuracy provided.
CITRUS
LAKE
SEMINOLE
SUMTER
HERNANDO
ORANGE
PASCO
DEM Region Coordinators Supervisor
Roy Dunn (850) 519-6749
5
4
BREVARD
OSCEOLA
HILLSBOROUGH
POLK
PINELLAS
INDIAN RIVER
MANATEE
HARDEE
OKEECHOBEE
ST. LUCIE
HIGHLANDS
DEM Region Coordinators
SARASOTA
DESOTO
MARTIN
1 - Tom Smith 850-519-6734
GLADES
CHARLOTTE
2 - Bryan Lowe 850-528-7522
LEE
6
PALM BEACH
HENDRY
3 - Jim Britts 850-519-8480
4 - Paul Siddall 850-519-8633
7
BROWARD
COLLIER
5 - Jim Roberts 850-519-8636
6 - Lee Mayfield 850-519-8635
MONROE
7 - John Scott 850-519-8639
County EM Managers
State of Florida
Created by: GIS Section
Updated: 11/17/2009
Requested by: Standard Product
File name: County_EM_managers.pdf
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¤
D
100
V
U
E
AT
S AN M
RO A
2
!
430000m E
21
L AKE
D
Q
R
220
V
U
315
IN
3330
3320
16
315
V Q
U
R
Q
R
Q
R
U U
V
V
ER
214
V
U
216
KE
V
U
DECOY
RD
20
Q
R
LA
ER
SI LV DR
15
Q
R
0
MA
T
!
3310
3300
3290
100
V
U
R
19
9
EA S
480
!
Q
R
BO YS
H RD
NC
SISCO
DIRT
470
!
TING
L EVARD
!
460
!
3280
E
NT
HU R D
RA
309
V
U
D
LE
RO O M
A CGU
D
IR
450
!
3270000m N
!
LM
P K WY
!
AKE
09
TURNE R
RD
O
PO
E
440
T
W
R O A RN
AD
430000m E
!
C- 30
C
AR -3 1
RO 5
N
RD
SH
3340000m N
3270000m N
IN E S
.
Appendix D
Location Priority Ranking
SR 200/SR A1A
0
1
±
2
4 Miles
SR A1A/NASSAU SOUND BRIDGE
HECKSCHER DR. BRIDGE
TROUT RIVER BRIDGE
DAMES POINT BRIDGE
WONDERWOOD DR BRIDGE
ACOSTA
BRIDGE
MATTHEWS BRIDGE
FULLER
MAIN ST. HART BRIDGE
WARREN
BRIDGE
BRIDGE
ATLANTIC BLVD BRIDGE
BEACH BLVD BRIDGE
JTB BRIDGE
BUCKMAN BRIDGE
US 17/DR.'S INLET
CR 210 BRIDGE
SHANDS BRIDGE
VILLANO BRIDGE
BRIDGES OF LIONS
SR 312 BRIDGE
Legend
Major Roads
Cities
Water Bodies
TPO Boundary
County Boundaries
CR 206/CRESCENT BEACH BRIDGE
Existing RWIS Locations
Phase I RWIS Locations
Phase II RWIS Locations
SR A1A MATANZAS BRIDGE
RWIS BRIDGE SENSOR LOCATIONS
County
Clay
Duval
Nassau
St Johns
St.
Crossing
Bridge
St. Johns River
SR 9A,
9A Dames
D
P i t Bridge
Point
B id
St. Johns and
Trout River
US-90/SR-10 Main Street Bridge
US-90/SR-10,
ICWW
SR 116/Wonderwood Dr Bridge
ICWW
CR-206,, Crescent Beach Bridge
g
ICWW
Existing
Phase I

Phase II






















Sorted based on total score:
Bridge Name
I‐95, Fuller Warren Bridge
I‐295, Buckman Bridge
I‐95, Trout River Bridge
SR 16, Shands Bridge SR 200/SR A1A Intracostal Bridge
SR 312 Intracoastal Bridge
SR A1A, Bridges of Lions CR 206, Crescent Beach Bridge
County
Duval
Duval
Duval
Duval
Duval
Clay
Nassau
Duval
Duval
Duval
St. Johns
Duval
Duval
Clay
St. Johns
Duval
St. Johns
Nassau
St. Johns
St. Johns
St. Johns
Duval
Duval
Score Parameters:
Proximity Diversion
4
2
4
2
5
2
2
1
5
1
5
1
5
1
2
1
3
1
4
1
3
1
2
1
4
1
4
1
5
1
3
1
4
1
4
1
3
1
3
1
4
1
1
1
4
1
Length
5
5
5
5
2
5
3
4
4
3
3
4
3
2
2
2
2
2
3
2
3
2
1
Clearance
3
3
3
3
2
2
2
2
2
2
2
2
2
2
2
2
1
2
1
2
1
2
1
Proximity (miles)
<0.5
0.5 to 1.5
Score
1
2
Diversion
No
Yes
Score
1
2
1.5 to 2.5
2.5 to 5.0
>5.0
3
4
5
Moveable
Yes
No
Score
1
2
ADT (vpd)
<10,000
10,000 to 25,000
25,000 to 60,000
Score
1
2
3
Clearance
Low
Mid
High
Score
1
2
3
60,000 to 100,000
>100,000
4
5
Length (ft.)
<1,320
Score
1
Lanes
2 or less
3 to 4
5 or more
1
2
3
1,320 to 2,640
2,640 to 3,960
3,960 to 5,280
>5,280
2
3
4
5
Lanes
3
2
2
2
2
1
1
3
2
3
2
2
2
2
2
2
1
1
1
1
1
2
1
ADT
5
5
4
4
4
2
3
3
3
2
3
3
2
3
1
3
2
1
2
2
1
3
2
Moveable
2
2
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
1
1
1
1
1
Total Score
24
23
22
19
18
18
17
17
17
17
16
16
16
16
15
15
13
13
12
12
12
12
11
Avg.
3.4
3.3
3.1
2.7
2.6
2.6
2.4
2.4
2.4
2.4
2.3
2.3
2.3
2.3
2.1
2.1
1.9
1.9
1.7
1.7
1.7
1.7
1.6
Bridge Name
SR A1A, Bridges of Lions SR 312 Intracoastal Bridge
CR 206, Crescent Beach Bridge
I‐95, Fuller Warren Bridge
I‐95, Trout River Bridge
I‐295, Buckman Bridge
SR 16, Shands Bridge County
Proximate To
St. Johns
St. Johns
St. Johns
St. Johns
St. Johns
St. Johns
Nassau
Nassau
Duval
Duval
Duval
Duval
Duval
Duval
Duval
Duval
Duval
Duval
Duval
Duval
Duval
Clay
Clay
Bridges of Lions
Villano Bridge
Bridges of Lions
CR 206
Matanzas Bridge
SR 202
Hecksher Dr Bridge
Ft. George Inlet
Acosta Bridge
Fuller Warren
Matthews Bridge
Hart Bridge
SR 202
Beach Blvd
Beach Blvd
Hart Bridge
Dames Point Bridge
Matthews Bridge
Matthews Bridge
Fuller Warren
Atlantic Blvd ICWW Bridge Buckman Bridge
Doctors Inlet
Radial Proximity Miles
1.75
1.75
1.78
4.67
4.65
8.98
3.10
7.91
0.32
0.64
0.98
0.98
2.16
2.16
2.65
2.68
3.13
5.30
5.75
3.50
2.62
3.50
12.60
FDOT Diversion Route
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
No
Yes
No
Yes
No
No
No
ID
780099
780074
780089 EB/7800100 WB
780076 NB/780077 SB
780090
784055
720692
740088 EB/740087 WB
720022
720570 SB/720571 NB
720107
720076
720729
720442
720044
720629
720056
720518
720684
720249 SB/720343 NB
72193000
710049 NB/ 710011 SB
780056
Bridge Clearance Length Span
(ft.)
3,945
Low
1,775
Mid
3,650
Mid
2,150
Low
3,035
Low
2,180
Mid
2,055
Mid
3,129
Mid
1,690
Mid
4,238
Mid
4,145
Mid
7,498
High
2,345
Mid
4,610
Mid
2,985
Mid
5,755
High
750
Low
8,712
High
2,450
Mid
15,840
High
3,644
Mid
2,100
Mid
6,600
Mid
No of Lanes
ADT (7/1/09)
Moveable
DMS
2
2
4
2
2
4
2
2
4
6
4
4
4
4
6
8
2
4
4
4
4
4
2
13,500
17,000
32,500
10,600
9,000
8,000
3,800
40,000
33,500
29,000
43,300
67,500
34,000
29,250
23,500
172,000
12,300
66,445
77,500
125,000
22,000
53,000
12,500
Yes
Yes
No
No
Yes
No
No
No
Yes
No
No
No
No
No
No
No
Yes
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
No
Yes
Yes
Yes
No
No
No
Alias
Francis & Mary Usina Bridge
Bridges Of Lions
Mickler O'Connel Bridge
Matanzas River Bridge
Verle Allyn Pope Bridge
Palm Valley Bridge
Nassau Sound Bridge
Thomas B. Shave Jr. Bridge
John T. Alsop Jr. Bridge
Saint Elmo W. Acosta Bridge
Isaiah D Hart (Commodore)
John E. Mathews Bridge
BB McCormick Bridge
Arthur N. Solle Bridge
San Pablo River Bridge ICWW
Fuller Warren Bridge
Broward River Bridge
Napoleon B. Broward Bridge
Trout River Bridge
Henry H. Buckman Sr. Bridge
Wonderwood Dr ICWW Bridge
Doctors Inlet
Alvin G. Shands Bridge

Concept of Operations

Transcription

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