Responder and Motorist Safety
Emergency responders are at risk from traffic as they work an incident scene. Having formalized procedures for managing traffic flows through and around an incident area; ensuring responders have adequate training in emergency traffic flow management, proper use of emergency lighting, and emergency vehicle positioning; and, ensuring they have and use reflective clothing and traffic diversion devices such as flares and cones can all greatly reduce responder exposure.
Additionally, motorists moving through and upstream from a traffic incident site are vulnerable to secondary incidents caused by sudden slowing of traffic, lane changes, and the situation or movement of emergency vehicles. Proper traffic control procedures at the site and upstream can significantly reduce the chances of secondary incidents. Topics in this area include:
- Traffic Control at the Scene and at the End of the Queue
- The Manual on Uniform Traffic Control Devices
- Equipment Staging to Provide for Traffic Flow and Responder Safety
- Emergency Lighting Procedures
Traffic Control at the Scene and at the End of the Queue
There are two critical locations for traffic control with each incident. One is at the incident scene itself where clearly understood direction is needed to move traffic safely past the incident and protect responders working on the incident. The second is at the end of the queue of traffic that forms beginning at the incident and extends back sometimes for many miles. The length of the queue depends on the magnitude of traffic volume (which varies by time of the day), the number of lanes blocked, and the attraction of the incident scene to passers-by ("rubbernecking"). A minor shoulder incident during off-peak hours may not create a traffic queue at all. A major incident blocking several lanes during peak hours may create a very long queue. While drivers approaching the end of a short queue may see the incident, drivers approaching the end of a long queue may be several miles from the incident. As a result, they may be taken by surprise by a sudden slowing of traffic. Approximately 20 percent of all incidents are secondary in nature, with most of these being near the end of the traffic queue. Secondary incidents in high-speed traffic can be severe, even fatal. It is important to monitor the end of the traffic queue and move the first traffic control and warning to approaching motorists as the length of the queue grows.
The Manual on Uniform Traffic Control Devices
The Manual on Uniform Traffic Control Devices (MUTCD) has long been an established national standard for the use of traffic control devices such as signs, signals, and pavement markings and for traffic control procedures. The MUTCD is well known among traffic and transportation professionals, but much less so among public safety and private sector responding professionals.
On November 20, 2003, the Final Rule on the Changes in the MUTCD were published in the Federal Register. The new MUTCD 2003 contains a new Chapter 6I – Control of Traffic Trough Traffic Incident Management Areas. This chapter defines traffic control procedures for minor, intermediate, and major traffic incidents. In addition Chapter 2 establishes a new color (black legend on fluorescent pink background) for traffic incident management.
Traffic Control Technical Guidance and Training
FHWA in cooperation with the US Fire Administration is in the process of developing technical guidance and training programs for fire and emergency responders for enhanced compliances with the MUTCD. The result is intended to be a national-level guidance and training initiative that could be used and/or adapted by all states.
Equipment Staging to Provide for Traffic Flow and Responder Safety
Undue delays in traffic flow (increasing the likelihood of secondary incidents) are often caused by equipment or vehicles that are not being used for work at the incident scene, but are blocking lanes that could be used for traffic. It is important to have staging procedures, either on-site or off-site, for arriving vehicles and equipment so that the equipment can access the scene, be used at the scene, and be removed when no longer needed to open traffic lanes when safe to do so.
Emergency Lighting Procedures
Emergency vehicle lighting provides warning to approaching vehicles. However, excessive lighting from numerous response vehicles, especially at night, can be confusing to motorists and can even degrade scene safety. The use of emergency vehicle lighting is a contentious issue, given that the leading cause of on duty death among law enforcement officers (and a major cause among fire-rescue personnel) is traffic crashes, both on-scene and in response.
Non-Blinding Emergency Vehicle Warning Light Systems Study
The purpose of this study is to conduct research on the effect and effective mitigation of the disorientation of motorists caused by the day and nighttime use of emergency warning lights. The effects on normal, impaired, and drowsy drivers (also known as the "moth effect") will also be considered. All emergency lighting systems including incandescent, halogen, strobe and light-emitting diode (LED) systems will be examined as part of this effort.
This study is being conducted under an FHWA cooperative agreements with the US Fire Administration, an organization within the Federal Emergency Management Agency, Department of Homeland Security. It is scheduled to be completed by the end of 2004.
