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3.1 Transportation-Related Information Managed/Used by TMCsThe primary mission of a typical TMC is to monitor traffic and facilitate efficient movement on regional transportation infrastructure. To meet these goals, TMCs employ a variety of technologies to gather and use information related to the status and operations of the local or regional transportation infrastructure, including highways, bridges, arterials, and transit operations. TMCs can share information gathered about the infrastructure with other local agencies that need to gain insight as to the status of any or the entire infrastructure, including EOCs and FCs. TMCs are responsible for a variety of categories of information related to the management of their transportation infrastructures. Information CategoriesTMCs manage and use all three of the primary categories of information:
Table 3-1 summarizes operational information and its potential use to other center types. Details and considerations are summarized in the text following Table 3-1.
3.1.1.1 Transportation and ITS Infrastructure DisruptionsDescription: TMCs use a variety of resources, including ITS and personnel, to track the current condition of transportation and ITS infrastructure and potential disruptions, including disruptions due to power outages, flooding, and communications breakdowns. When operable, video feeds provide an excellent opportunity for TMCs to assess the situation on the transportation network. This information can be shared with EOCs and FCs via a Web portal. In many TMCs, cameras contain power and communications redundancies to allow continued use in case of a disruption. However, in a severe communications breakdown, even redundant systems can collapse. Potential Uses by EOCs: If such disruptions had a significant impact on an EOC’s jurisdiction (e.g., a collapse of a bridge carrying hundreds of vehicles during rush hour in a large metropolitan area) and the EOC was in the monitoring phase, this information may be used to determine whether to go into the activation phase. In most circumstances, however, where a disruption is less severe, an EOC may use this information only when it has already been activated and when the information would be useful as part of continuous situational awareness and to determine how such a disruption may affect response team activities. For example, disruption to a key arterial may require re-routing response teams or changing evacuation plans. Potential Uses by FCs: Information concerning transportation and ITS infrastructure disruptions could be used by an FC to determine how disruptions may produce cascading effects for critical infrastructure assets. 3.1.1.2 Incidents that Potentially Impact Transportation OperationsDescription: TMCs monitor non-transportation incidents that could indirectly impact transportation operations including industrial accidents and chemical spills, civil disruption, and hostage situations. While not directly related to transportation movements, TMCs must be aware of any incidents that could potentially affect transportation operations and respond accordingly, potentially coordinating operations with other agencies. For example, while a major chemical spill at a regional port would not directly affect highway or arterial infrastructure, it might require an evacuation of all people within a certain radius of the spill. The TMC would be required to work to ensure that necessary steps toward a full evacuation are taking place. Potential Uses by EOCs: As with disruptions to the transportation infrastructure itself, this type of incident may also endanger the public or impede emergency responders. Because both types of situations have the same impact on emergency response, EOCs would use information on these incidents both to determine whether to activate (if the incident profoundly affected the EOC’s jurisdiction) or to determine how a given incident may affect response team activities. Potential Uses by FCs: Information about incidents that could potentially impact overall transportation operations can aid an FC’s overall coordination effort during an emergency, depending on the incident. However, State police usually manage the day-to-day operations and are on alert for these activities (HOV violations, ramp metering issues). The FCs also often monitor radio communications concerning potential incidents. 3.1.1.3 Traffic IncidentsDescription: TMCs track traffic incidents that occur on highways and arterials, often taking proactive steps to remove the incident to prevent additional congestion and crashes, and maximize road capacity. Using ITS resources such as CCTV cameras, TMCs identify and verify traffic incidents. Safety/service patrols can also identify and verify incidents, relaying situational information to the TMC. Once a safety/service patrol operator, State police, or other responder verifies an incident, the TMC directs actions to remove the incident from the roadway through a coordinated traffic incident management (TIM) response. In many TMCs, traffic incidents are recorded and displayed on the Web in real time to inform TMC stakeholders and roadway users. Incidents may also be reported to drivers via 511 systems. Potential Uses by EOCs: During the monitoring phase, information on traffic incidents would not usually be of interest to the EOCs. During the activation phase, EOCs would find this information useful in determining how such disruptions will affect response team activities. Potential Uses by FCs: FCs may monitor traffic incidents to help identify patterns and analyze the potential for secondary incidents. For high-profile traffic incidents or major crashes, FCs are often notified by the State police dispatch so that the FC has an awareness of what is going on in case another incident occurs before the initial incident is resolved. 3.1.1.4 Video Camera FeedsDescription: Most TMCs own and operate CCTV cameras focused on the roadway infrastructure. The TMCs use these cameras to obtain situational awareness of the transportation infrastructure, which can be shared with partner agencies through a direct Web portal as well as to both agencies and system users through the Web site, www.trafficland.com. TMCs connect to cameras via T1 lines, often with back-up dial-up connections. Additionally, some TMCs have the capability to record and retain traffic data for a period of hours or days. Others do not possess any recording capabilities generally due to privacy and litigation concerns. Potential Uses by EOCs: In most situations, EOCs would not find this information useful. However, in the activation phase, information from video camera feeds may be used to confirm situational information from other sources. Because initial reports may be inaccurate, or an initial report from one source may conflict with that from another, the video camera feeds can help the EOCs achieve a more accurate understanding of a situation. For example, live video could be very useful in monitoring traffic conditions during an evacuation. As part of the iFlorida project, Florida’s statewide EOC (SEOC) was connected to the Florida DOT’s (FDOT’s) 25 Statewide monitoring cameras. To provide improved access to the video feeds, the SEOC upgraded the bandwidth of its network connection with FDOT’s system. Prior to this connection, the SEOC could get access from FDOT’s traffic monitoring locations, but it was not real-time data and was provided as part of a public web site that the SEOC could monitor. The iFlorida project final report includes additional information about the use of ITS to support hurricane evacuations.[35] Potential Uses by FCs: Since some FCs are co-located with EOCs, they will have access to video feeds as long as an EOC is tied into a video network. For traffic-related issues, those FCs that do not, or cannot, utilize EOC or TMC video feeds will access traffic cameras via public or private sector Web sites that have access to traffic cameras in the area. However, access to Web-based video cameras does not offer the control, or access to the controllers, that an FC might need to pan and zoom. FCs can use the information provided by video cameras to maintain situational awareness and will factor information provided by the cameras to determine incident response measures. If the cameras also cover critical infrastructure, FCs could monitor such infrastructure as required. Such cameras may be in addition to those surveillance cameras sometimes deployed by law enforcement agencies that are generally not available to TMCs for monitoring traffic. In some locations, such as the City of Chicago, law enforcement personnel can monitor surveillance cameras installed in the “Loop” area (i.e., the historic city center) for law enforcement purposes. These cameras can also provide secondary traffic incident information. Shared use of images from both TMC and FC cameras may be a topic for further exploration by these organizations. 3.1.1.5 Planned Projects That Impact the Transportation InfrastructureDescription: TMCs maintain awareness of planned projects and construction that affect transportation operations, both directly and indirectly. This could include both surface and subsurface construction and maintenance for transportation infrastructure, utilities, and other construction projects such as new buildings. If a planned construction project will disrupt traffic flow, TMCs take active steps to create detours and other mitigation strategies. Potential Uses by EOCs: EOCs could use this information to build their emergency response plans. For example, if a portion of an interstate highway within the EOC’s jurisdiction was under construction, advance notice of this activity would allow an EOC to evaluate alternate routes and adapt its response plan accordingly until completion of the construction. This would be particularly important when reviewing evacuation plans in preparation for hurricane season, for example. Potential Uses by FCs: Normally, an FC will receive notifications about major road closures in advance for two reasons:
Information about planned projects that will impact the transportation infrastructure can be used in conjunction with other data to assess threats. 3.1.1.6 Special Events in Progress That Potentially Impact Transportation OperationsDescription: In addition to planning for projects and construction that affect transportation infrastructure, TMCs track and monitor special events in progress that have the potential to impact transportation operations including sports events, concerts, and parades. Some special events will have a known effect on transportation operations, including regularly scheduled special events. However, other events that do not take place on a regular basis, like a victory parade for a sports team, may have far-reaching consequences that are unknown. Additionally, mismanagement or unforeseen circumstances of a planned special event can lead to an incident. Potential Uses by EOCs: EOCs could use such information while in the monitoring stage to contribute to situational awareness so they could consider the event should an incident occur that warrants advancing to the activation stage. Potential Uses by FCs: FCs will use information about special events in progress that potentially impact the transportation infrastructure operations as part of their role in the coordination effort during the event. Information about special events in progress will be reported to the FCs depending on the incident (e.g., natural disaster, shooting, hostage situation requiring road closures, operational support/tactical team deployment). FCs will then work to coordinate this information with their partner organizations and agencies. 3.1.1.7 Planned Special Events and Associated Road Closure/Traffic Pattern DataDescription: TMCs are part of the planning process for planned special events including developing congestion mitigation strategies for potential transportation bottlenecks. Potential Uses by EOCs: Depending on the duration and the extent of the impact on the transportation infrastructure, this information may be useful to EOCs in their planning activities. For example, a special event such as the Olympics would have significant impact on evacuation plans, and the EOCs would need to adapt such plans in case an incident occurred that warranted evacuation. Some special events may require pre-positioning of medical and law enforcement personnel and firefighters. This information is also useful because it supports continuous situational awareness. Potential Uses by FCs: Planned special events and the road closures/traffic pattern data associated with them are used to determine impact on other activities. This information is used when an FC is engaged in planning for special movements of people (e.g., visit of high-profile person, convoy operations of VIPs/high-profile prisoners) or materials. An FC could be on the lookout for demonstrations, explosions, shootings, etc. on major roads that, combined with planned special event data, could impact their operations. Data is exchanged in real time, and the FCs disseminate the information to give the agencies involved, usually law enforcement, a better level of situational awareness. Information about planned special events and associated road closure/traffic pattern data is used on an as-needed basis. 3.1.1.8 Activity/Inactivity and Operational Status of Critical InfrastructureDescription: TMCs track the operational status of critical transportation infrastructure. In addition to knowing whether a piece of infrastructure is active or inactive, TMCs can track aspects of the infrastructure including number of lanes in use and approximate average traffic volume and speed. Some of the types of critical infrastructure that TMCs typically track include:
Potential Uses by EOCs: During the monitoring stage, this information may not be useful for EOCs because such operational status is in continuous flux. However, during the activation stage, EOCs could monitor the status of conditions and inform affected stakeholders and the public if required. The nature and extent of the incident that resulted in activation will determine the level of coordination and participation required. Potential Uses by FCs: The operational status of transportation assets can be information that an FC uses to determine the impact on other activities (e.g., tunnel closure requiring HazMat rerouting). 3.1.1.9 Localized Surface and Atmospheric ConditionsDescription: Road Weather Information Systems (RWIS), a series of small sensors embedded in the transportation infrastructure, provide the TMC with information regarding localized surface and atmospheric conditions. TMCs have the ability to detect the temperature of both the local atmosphere as well as the pavement surface. Additionally, moisture sensors have the ability to detect the presence of moisture on the pavement. In combination with other ITS sensors such as CCTV, TMCs can detect such weather events as icing, fog, and water-level status. Potential Uses by EOCs: As with the operational status of transportation infrastructure components such as bridges, tunnels, HOV/HOT lanes, reverse lanes, and weigh stations, localized surface and atmospheric conditions are continually in flux and would not have great utility for an EOC during the monitoring stage. However, once an EOC is activated, this information becomes useful in anticipating how road surface conditions might affect response team activities and in supporting continuous situational awareness during emergency response. Potential Uses by FCs: While information on localized surface and atmospheric conditions will be available via multiple sources, FCs can pass along notifications to partner agencies and/or Regional Intelligence Centers (RICs) to help them safely plan for operational activities or to make adjustments to existing/ongoing operations. If an incident response is warranted due to a severe weather event, FCs will send out notifications to stand up coordination activities. FCs will coordinate their efforts with the EOCs to provide emergency response support to such incidents as road closures and traffic management issues caused by localized surface and atmospheric conditions. These resources could include State and local police assets depending on the FC. 3.1.1.10 Emergency Management Notification StatusDescription: TMCs flag incidents and emergencies on transportation infrastructure and can alert partner agencies and other stakeholders of such occurrences. Using ITS assets, TMCs have the ability to detect some emergencies before other responders. For example, a TMC might have knowledge of the location of a HazMat spill on a major interstate and may be able to provide early information about the hazardous material that was spilled so responders can arrive at the scene properly equipped. Potential Uses by EOCs: EOCs may use this information to determine whether EOC activation is warranted. Potential Uses by FCs: FCs use emergency management notification information to coordinate resources, as needed, during an incident, emergency, or natural disaster. FCs will monitor the situation and report updates to partner agencies, both internal and external, depending on the type of situation. 3.1.1.11 Localized Traffic Flow DataDescription: Using ITS resources including CCTV and loop detectors, TMCs have situational information related to the movement of traffic including current traffic speed and volume. This data can be disseminated to the public and other agencies via a Web portal with a real-time map indicating average traffic speed and reported through a 511 system. As well as being a key indicator for traffic incidents and other traffic bottlenecks, TMCs can utilize flow data for roadway capacity and congestion planning. Potential Uses by EOCs: This information is also in continuous flux, so it would only be useful to EOCs when they are activated and they may use it to determine the impact on emergency responders. Potential Uses by FCs: If FCs are monitoring a special event, such as a visit by a high-ranking official or a National Special Security Event (NSSE)[36], information about current traffic conditions could be helpful in monitoring and/or adjusting motorcade operations or other transportation needs surrounding an NSEE. 3.1.1.12 DMS StatusDescription: DMS are programmable electronic signs displayed along roadways as both permanent fixtures and movable displays. The signs can be programmed for the TMC to display traffic, weather, congestion, alternate route, or emergency information to system users. It is important for motorists to be able to comprehend the information posted on the DMS so FHWA has published the Changeable Message Sign Operation and Messaging Handbook to provide guidance on day-to-day messages as well as emergency messages.[37] TMCs generally communicate with signs via a T1 Internet connection. Often, a dial-up connection serves as a back-up system. If the connection between the TMC and the sign is severed, but power to the sign remains, the sign usually continues to display its most recent message. Using their connection with the sign and receiving verification via CCTV cameras, TMCs have information regarding the location (including which direction of traffic the sign faces) and the current message being displayed. Potential Uses by EOCs: During routine incidents (e.g., a car crash that may impede or block traffic until it has been cleared), EOCs would defer to the TMC and responders. However, during emergencies, EOCs may coordinate messages and incidents for posting on the DMS that require multi-agency collaboration. One example may be during an evacuation prior to a hurricane, in which the EOCs may collaborate with the TMCs regarding the messages displayed to direct citizens to the evacuation routes and shelters. Potential Uses by FCs: The primary use for DMS is to post traffic conditions and incident information for motorists. However, they have also been used for specialized law enforcement purposes such as the posting of Silver Alerts and AMBER Alerts. The AMBER Alert™ Program is a voluntary partnership among law enforcement agencies, broadcasters, transportation agencies, and the wireless industry, to activate an urgent bulletin in the most serious child-abduction cases. The program has specific criteria under which an AMBER Alert will be posted on a DMS. Understanding the status of the DMS will allow law enforcement agencies and TMCs to cooperate in more quickly posting any necessary information. See Amber Alert for additional information on the program. 3.1.1.13 Status of Transit Operations and Ridership, Public Parking Capacity, Bridge PostingDescription: TMCs located in areas with transit operations generally have some level of integration with local transit operations. Transit-focused TMCs monitor and control transit bus and rail fleets to maximize coordination and efficiency. Transit vehicles can also be guided and utilized in emergency situations such as evacuations. Some TMCs have the capability to monitor parking capacity. Parking areas can be utilized in emergency situations for a mobile operations center or to stage responder vehicles. TMCs track regional bridge postings. Bridge postings can include height/weight restrictions, HazMat restrictions, weather warnings, etc. These postings help the TMC determine the current proper use of bridges. Potential Uses by EOCs: This information is potentially relevant to incident deployment and evacuation management. Potential Uses by FCs: Information on the location of bus and rail vehicles relative to the locations of security-sensitive government buildings might be useful to FCs both in monitoring day-to-day operations and in incident response. Table 3-2 summarizes records and logged information and its potential use to other center types. Details and considerations are summarized in the text following Table 3-2.
3.1.1.14 Incident LogsDescription: TMCs track reported traffic incidents on the roadway system for which they are responsible and may have the capability to monitor/record incidents on other roadway systems. Traffic incidents are sometimes reported by a responder, such as a safety/service patrol operator and State police, and recorded by the TMC and/or CAD system. Information includes date, time, location, responder(s), and a detailed description of the incident. Often, incident logs are available in real time via the Internet. The time of day when the incident is cleared is often recorded to assist in performance measurement. Potential Uses by EOCs: These logs may assist in after-action reporting and revisions to SOPs as well as workforce planning for incident response. Many agencies measure response times to evaluate the effectiveness of their TIM programs and how well they are coordinated with other emergency responders to reduce response times and clear roadway incidents as quickly as possible to avoid congestion and the possibility of secondary incidents. Potential Uses by FCs: An FC will monitor traffic incidents to identify whether there are patterns and potential for secondary incidents. Incident logs are not kept at FCs according to one source, but they will have access to this information on an as-needed basis via State Police Division Offices and/or the TMC operator. 3.1.1.15 Historical Network Statistical RecordsDescription: TMCs track statistical measures of local traffic conditions including:
Potential Uses by EOCs: EOCs have a role in evacuation planning, and information such as historical traffic data, congestion patterns, and speed data can be useful in planning evacuation operations. Likewise, EOCs are often responsible for developing training and exercises, and the historical data could be used to assist in scenario development for such exercises. Potential Uses by FCs: Historical network statistical records will support an FC as it develops its annual risk assessments. These records are not kept at the FCs, but FCs will have access to this information via State Police Division Offices and/or the TMC operator. Recorded video images from CCTV can sometimes be considered for use in law enforcement operations. If such a use is contemplated, strict controls on the images captured and stored must be defined and followed to ensure the information can be used in legal proceedings. Table 3-3 summarizes physical infrastructure information and its potential use to other center types. Details and considerations are summarized in the text following Table 3-3.
3.1.1.16 Maps/GISDescription: Many TMCs have the capability of GIS automatic mapping. Such programs can continuously update mapping features and locations of ITS devices for incident management. GIS applications are capable of locating a street, intersection, or other feature based on vector data. Programs can also display raster images (bitmaps), aerial photos, or street directory maps. Potential Uses by EOCs: It is very important to have reliable and readily available mapping and location information for display and assessment of the extent of an incident’s effects and for clear communication of tactics as resources are deployed. In a large-scale response when responders may be from outside the immediate area, readily available maps are essential for their use. Potential Uses by FCs: Most FCs use ArcGIS or similar software products. They use these mapping products to provide them with information on:
Mapping and GIS are also used for infrastructure information awareness, exercises, and planning purposes. 3.1.1.17 Critical Infrastructure LocationsDescription: TMCs are aware of the locations of identified critical infrastructure including critical buildings, major roadways, evacuation routes, bridges, and tunnels. Potential Uses by EOCs: This information assists in situational assessment and rapid judgment of risks to critical infrastructure for emergencies in which physical proximity is a critical risk. Potential Uses by FCs: FCs use critical infrastructure information to assess the impact of infrastructure failure or vulnerability to attacks. For example, an FC may use this information to determine the overall impact that damage to a particular bridge would have on a city. This information is normally held by an FC analyst/specialist for that particular infrastructure. An analyst tasked with rail infrastructure will have information on all the bridges the train transits, the volume and type of explosives needed to bring the bridge down, bridge placement, and weak-points, etc. The analyst/specialist will also analyze the debilitating effect of one piece of infrastructure being disabled versus another (e.g., in Washington, DC, what effect does the Key Bridge being out of service have versus the Memorial Bridge being out of service?). 3.1.1.18 Population/Building Density MapsDescription: Using GIS and other data resources, TMCs can map local populations including locations and densities. For example, the locations of specific populations that might require transportation assistance in an evacuation could be mapped along with their proximity to public transportation. Potential Uses by EOCs: This information assists in situational assessment and rapid judgment of risks to the public and commerce for emergencies in which physical proximity is a critical risk. Potential Uses by FCs: FCs use population and building density maps, much like mapping and GIS, for planning and modeling purposes. The centers use this information to aid first responders in their efforts as well as to conduct damage assessments following incidents. For risk assessment purposes, population and building density maps provide input for determining the value of a particular target. 3.1.1.19 Shelter LocationsDescription: In case of an evacuation, TMCs know the locations for designed shelters, shelter capacities and amenities, and potential highway routes leading to and away from shelters. They also have an inventory of traffic monitoring and control devices in the vicinity of shelters. One example is DMS that could provide shelter location information to motorists. Potential Uses by EOCs: When reliable, and when connected to current mapping data, information enables coordination and effective control of routes and dispatching of evacuation operations. Potential Uses by FCs: FCs may use this information for planning and modeling purposes. This information can be stored in mapping and GIS databases and referred to during incidents and emergencies to aid first responders and assess a possible threat. In addition, law enforcement agencies are often tasked with providing security at shelter locations, so readily available shelter location information could aid in deploying these law enforcement resources. 3.1.1.20 Transportation Infrastructure StatisticsDescription: TMCs have detailed statistics on the number and location of bridges and overpasses. Additionally, they are aware of relevant postings on infrastructure including the height/weight restrictions on bridges and HazMat restrictions in tunnels. Potential Uses by EOCs: These statistics support operational decisions involving the movement of heavy equipment and buses, as well as determination of physical risk to transportation infrastructure during emergencies. Potential Uses by FCs: Critical transportation infrastructure locations are monitored during an incident to identify a trend or an evolving terrorist incident. The FC analyst/specialist who is tasked with that particular infrastructure typically keeps this information. FCs can also use transportation infrastructure statistics information for annual infrastructure assessments. 3.1.1.21 HazMat Routing InformationDescription: In addition to recommended HazMat routes, TMCs also keep information regarding bridge and tunnel postings that might place restrictions on various types of hazardous materials moved via highway and/or rail facilities. Potential Uses by EOCs: This information may aid planning for potential HazMat-related emergencies, risk assessment during emergencies, and routing of the removal of dangerous materials. HazMat may also need to be re-routed in case an incident impacts its primary route. Potential Uses by FCs: FCs will monitor information on HazMat movements when information is made available to them. They will be involved in the planning process for a high-profile movement or during a HazMat incident. The FC will monitor the routes that HazMat will take and will evaluate them for vulnerabilities prior to the movement. An FC is an active participant during a high-profile incident by sharing and coordinating information to ensure safe passage of the material. 3.1.1.22 System ConfigurationDescription: TMCs have records on infrastructure configurations including the bridge and tunnel type, access limits, clearances, and weight restrictions. Potential Uses by EOCs: Information could be useful for assessment of risk to infrastructure and/or alternative response tactics involving use of the transportation network. For example, if specialized equipment that is overheight and/or overweight is required for a response, access to such system information will allow for quicker designation of safe highway access routes. Potential Uses by FCs: The FC can use system configuration information for statistical support of its annual risk assessments. Any information on thicknesses or connection points of pieces of critical infrastructure along major arterials is used as part of the vulnerability assessments. 3.1.1.23 Parking, Station, and Terminal LocationsDescription: TMCs have records on parking facilities, capacity limits, and potentially even current capacity. Additionally, TMCs that focus on transit operations have plans of transit, vehicles, stations and terminals, and system ridership and capacity. Potential Uses by EOCs: This information is useful to EOCs for managing clearance of vehicles and people from incident locations, or for managing staging tactics for response teams. Potential Uses by FCs: In conducting vulnerability assessments, FCs should consider parking areas serving large numbers of people such as transit stations and terminals. Information about the number of parking spaces, layout of the parking area, whether the parking is an at-grade or multi-level facility, and other such information can be useful in assessing the vulnerability of such locations. 3.1.1.24 Sensor and Camera LocationsDescription: TMCs have records of locations of all traffic sensors and CCTV cameras including the direction in which the asset is focused and the approximate camera angle. Potential Uses by EOCs: This information may aid in determining whether visual or sensor information is available for specific incident sites to direct camera resources quickly and accurately. Potential Uses by FCs: FCs can use the locations of sensors and cameras to develop a plan for monitoring critical infrastructure and/or routine traffic conditions. As an example, some bridges in central Florida are equipped with a sensor that will sound an alarm at the TMC if a truck or other large vehicle is parked underneath the bridge for a certain time period. The cameras could then be used to evaluate that vehicle to determine whether law enforcement action is necessary. 3.1.1.25 Locations and Types of Traffic Control DevicesDescription: TMCs have records on locations of traffic control devices including emergency vehicle preemption signal control, variable speed limit devices, HOV facilities, reversible flow lanes, and ramp metering and closures. Potential Uses by EOCs: This information could be useful to EOCs for coordinated traffic control/diversion tactics in the vicinity of incidents. It may also be useful for routing emergency responders particularly through traffic signals with emergency vehicle signal preemption. Potential Uses by FCs: This information could be useful to FCs for route planning for dignitaries requiring a secured roadway route and/or planning and management of special events. 3.1.2 Summary of Transportation-Related Information Managed/Used by TMCsTMCs own and manage a variety of information related to the management of transportation infrastructure, including both current and historical data. As part of their mission focus, EOCs and FCs are also responsible for the safety of transportation operations, although not necessarily on a daily basis.
[31] Some FCs are co-located with EOCs or have access to video feeds. Those FCs that do not have such access can use the TMC Web site or other open source Web sites to monitor traffic cameras in the area. [32] Information is used when planning for special movements of people or materials. Information can be exchanged as movements are taking place for situational awareness of law enforcement personnel. [33] Accessed via police, TMC, or mobile video systems (forward command systems). Open sources can be accessed as well but do not provide the control of the camera that may be needed in certain incidents. [34] Most of this information is monitored by State police (HOV violations, ramp metering). [35] U.S. Department of Transportation, Federal Highway Administration, iFlorida Model Deployment Final Evaluation Report, accessed 2010. [36] According to DHS, a number of factors are considered when designating an event as an NSSE including: 1) anticipated attendance by dignitaries, 2) size of the event, and 3) significance of the event. [37] U.S. Department of Transportation, Federal Highway Administration, Changeable Message Sign Operation and Messaging Handbook, 2004, accessed 2010. [38] State police divisions will provide to FCs if requested. [39] Critical information is stored in databases to be accessed depending on the nature of the incident and provides readily available data for rapid response to incidents (e.g., shelters, schools, pharmacies). Information may include graphic information on metro station incidents and closures; evacuation routes; medical evacuation activities; decontamination sites; and proximity to schools, hospitals, and HazMat or industrial sites. [40] May be included in GIS information. [41] May be included in GIS information. [42] Information typically kept by the FC analyst/specialist for a particular infrastructure. [43] Information pertaining to weight, wind resistance, load, etc., will require professional individual reference and will not always be stored in data files by the EOC. To view PDF files, you need the Adobe Acrobat Reader. June 2010 |
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