Emergency Response & Procedures

or the safe operation of equipment. During emergency events, managers and supervisors should take measures to avoid extreme fatigue among employees. The WORKPLACE SAFETY MANUAL and the SAFETY POLICY AND PROCEDURE MANUAL are two of the resources available to assist managers and supervisors in preparing for these events. Included in this section is a list of some of the more common SOP's associated with the tasks to be performed in such disaster/emergency events. Safety I-2 Revised 2005 The SOP and SPP numbers listed in this document are subject to change as new information and numbering systems are introduced. Supervisors and managers should cross-reference the SOP name with the current SOP/SPP manual to insure the correct SOP/SPP is being provided to employees. The most recent versions can be found at: Employee info/Safety & Workers Comp Safety I-3 Revised 2005 The following Safe Operating Procedures (SOP's) are the basic ones to cover with employees and are task related only. Additional SOP's may need to be reviewed with employees as circumstances arise. Note that at the bottom of most SOP's in the Workplace Safety Manual there are Related SOP's listed. Supervisors should also review any Safety Policy and Procedures (SPP) related to the listed SOP's as noted. Supervisors shall ensure that SOP's related to the equipment being used are covered (Chapters 12A and 12 B). * 1 SOP LIST FOR EMERGENCY RESPONSE EVENT SOP Related SPP H,S,F Accident and Injury Response 10-1 Unsafe Conditions 1910.002 H,S,F Bloodborne Pathogens 10-6 Bloodborne Pathogens 1910.1030 S Cold Weather Safety 10-2 First Aid 1910.151 H,S,F Domestic and Wild Animals 10-4 F Dredging Operations 11B-21and 11B-22 H, F Drift Removal 11B-23 H,S,F Electrical Installation Repairs 11A-4 H,S,F Equipment Mounting and Dismounting 10-5 H,S,F Field Emergency Response 11D-1 H,S,F Fire Safety 10-7 Fire Protection 1910.157, Flammable and Combustible Liquids 1910.106 H,S,F First Aid 10-8 First Aid 1910.151 H,S,F Flagging Traffic 10-9 H Hand Removal of Vegetation 11B-42 Personal Protective Equipment-1910.132 H,S,F Hazardous Materials 10-10 Hazard Communication 1910.1200, Exposure to Hazardous Chemicals 1910.1450, Bloodborne Pathogens 1910.1030 H, F Hot Weather Safety 10-11 H,S,F Housekeeping and Sanitation 10-12 Sanitation 1910.141 H,S,F Inmate Labor 11B-44 H,S,F Lifting 10-13 Back Protection 1910.001 H,S,F Litter Pickup 11B-49 Personal Protective Equipment-1910.132 H, F Maintenance Stabilization of Unpaved Roads 11B-50 H, F Minor Shoulder Maintenance 11B-52 H,S,F Overhead and Cantilever Sign Maintenance 11B-55 H,S,F Personal Protective Equipment-DMV 10-15 Personal Protective Equipment 1910.132 H,S,F Personal Protective Equipment-DOH 10-16 Personal Protective Equipment-1910.132 H,S,F Pipe/Culvert Maintenance 11B-59 H, F Poisonous Snakes, Insects and Plants 10-17 H,S,F H,S,F Sign Installation/Maintenance 11B-73 H,S,F Sun Exposure 10-18 H,S,F Towing Disabled Equipment 11B-81 H,S,F Traffic Signal Installation/Maintenance 11B-82 Electrical Protective Devices 1910.137, Electrical Related Safety Practices 1910.301 H,S,F Tree Felling 11B-84 and Chain Saw 12B-4 H,S,F Vehicle Operation 10-19 H,S,F Work Zone Safety/Traffic Control 10-21 H,S,F Working Near Overhead High Voltage Lines 10-22 Event H = Hurricane/Tornado Response S = Snow and Ice Removal F = Floods Response 1 The SOP and SPP numbers listed in this document are subject to change as new information and numbering systems are introduced. Supervisors and managers should cross-reference the SOP name with the current SOP/SPP manual to ensure the correct SOP/SPP is being provided to employees. Safety I-4 Revised 2005 NC DOT Maintenance Emergency Response for Flood Conditions Required Items ™ Personal Flotation Devices (PFD), US Coast Guard approved ™ Life Rings with 90 feet of rope or Rescue throw bag ™ 3 gallon sprayer ™ Chlorine (bleach) ™ Waterless Antibacterial cleaner/soap ™ Antibacterial soap ™ Black rubber work gloves ™ Rubber boots ™ Appropriate eye protection (safety glasses or goggles) ™ Disposable respirator (3M-9913), DOT # 35-06320 ™ Coated protective coverall (yellow Tyvek) ™ Insect repellent ™ First Aid Kits ™ Sting Kill Swabs ™ Sun Screen ™ Poison Ivy Barrier Cream ™ Tecnu Poison Ivy Wash (after exposure) ™ Alcohol wipes ™ Triple antibiotic ointment (Neosporin, Mycitracin, Bacitracin) Safety I-5 Revised 2005 NC DOT Maintenance Emergency Response for Flood Conditions Best Personal Safety Practices 1. While working near water, always wear a protective flotation device (life jacket). 2. Be aware of natural and propane gas tanks. Consider all tanks full and dangerous. Do not attempt to move. Contact the local Hazardous Material Team. If an odor of gas can be detected, evacuate immediately. 3. Be aware of potential chemical spills. Follow NC DOT's Hazardous Material Spill Response Policy. 4. Do not attempt to drive, wade or walk through water. 5. Rescue should only be attempted with a life ring and rope. 6. Employees should wear the following personal protective equipment to minimize contamination of waterborne disease: ™ Coated protective Coverall ™ Safety Glasses or Goggles ™ Rubber gloves ™ Rubber boots ™ Disposable face mask (organic vapor) 7. While moving animal carcasses, avoid direct contact and wear the above mentioned personal protective equipment. 8. All tools, equipment and non-disposable clothing should be decontaminated with a solution of at least 10% chlorine bleach or other disinfectant as per the manufacturer’s instructions. 9. Be aware of snakes, bees and other insects. Animals and insects will be aggressive due to extreme conditions. 10. Employees should wash hands with Antibacterial soaps before eating, drinking, placing fingers in the mouth or smoking. Any item that may touch the skin or be placed in the mouth should be wiped with alcohol. 11. Shower with warm water using soap and shampoo immediately following your work assignment. It is recommended that a scrub brush be used on skin areas that have come into contact with contaminated water. 12. Employees should clean any fresh breaks of the skin (cuts) with soap, water and antiseptic solution (such as Betadine), use a triple antibiotic on the cut and then place a clean dry dressing on the wound. If you receive a cut and have not had a tetanus shot within the last 10 years, obtain a tetanus shot at one of the following locations: 13. The closest open Health Care Facility or; 14. The nearest Special Operations Response Team (SORT) Medical Station located at: - Lenoir County/Kinston LSA-Airport/National Guard Armory - Jones County/Jones Town Community Center, Hwy 58, 1 mile SW of Trenton - Tarboro High School/Western Blvd. and Howard Ave. Environmental II-1 Revised 2005 EMERGENCY RESPONSE & PROCEDURES ENVIRONMENTAL CONSIDERATIONS The primary mission of the North Carolina Department of Transportation (NCDOT) during emergency operations is the safe and timely restoration of transportation services which have been disrupted by an emergency event, such as hurricanes, snow storms, rock slides, etc. However, NCDOT must ensure that the repair, restoration, rehabilitation, or replacement activities following emergency events are conducted in ways that minimize impacts to the environment and comply with current regulations. The Federal Emergency Management Agency (FEMA), the Federal Highway Administration (FHWA), the U.S. Department of the Interior’s Fish and Wildlife Service (USFWS), the U.S. Army Corps of Engineers (USACE), the North Carolina Department of Environment and Natural Resources (NCDENR) (Division of Land Resources (DLR), Division of Water Quality (DWQ), Division of Coastal Management (DCM), the North Carolina Wildlife Resources Commission (NCWRC) and other agencies are required by law to regulate environmental impacts, particularly in streams, rivers and wetlands, but also with regards to historic structures and other protected areas. The NCDOT must provide adequate notification and coordination with the responsible agencies even during emergency response actions. A. Lessons Learned in the Past In recent years, reimbursements by FEMA AND FHWA have required that environmental field evaluations be conducted at each repair site damaged during an emergency event. When replacement of a structure is needed due to an emergency event, expansion of the pre-existing footprint (particularly an increase in length, diameter or location) or upgrading of the crossing structure may require notification and coordination with the appropriate agencies if wetland or streams will be impacted. If this coordination and approval by resource agencies does not occur, FEMA and FHWA will not make reimbursement for work performed on emergency repairs. In the past, NCDOT has inadvertently performed repair activities within environmentally sensitive areas without regulatory authorization. Two examples of such activities included the relocation or “cleaning out” of a heavily silted stream and/or channel or the placement of excessive amounts of riprap to armor stream banks and streambeds. Although this type of work is practical from an engineering viewpoint, the impact to the immediate environment may be significantly adverse. Relocations, re-channelizations, or clean-outs of streams can result in severe impacts to aquatic communities. Furthermore, the use of quarried riprap in streambeds can eliminate suitable spawning areas for certain fish and can severely effect freshwater mussel populations. In the case of rare species or federally protected mussels, the results could potentially be serious. The mobilization of work crews from different parts of the state where environmental concerns may be different could also inadvertently cause unnecessary environmental impacts. Coordination with the Division Environmental Officer (DEO) should be the first step in effecting emergency repairs. Environmental II-2 Revised 2005 Problems and/or concerns expressed by the environmental community in the aftermath of past emergency events that must be noted are: • The magnitude or footprint of some of the repairs exceeded FEMA’s “emergency” definition. • The resource agencies required assurances that their emergency authorizations fit the scope of work for repair efforts in regulated resources such as waters and wetlands (USACE, DWQ) and Areas of Environmental Concern (DCM). In summary, major storms can have devastating impacts on the environment. NCDOT employees and contractors must make emergency repairs without further degrading the environment. Everyone must understand that streams and wetlands are extremely important natural resources. When working in environmentally sensitive areas, NCDOT must perform emergency repair work in a manner that minimizes delay and environmental impacts. Also, following the required environmental rules and regulations will ensure FHWA and FEMA reimbursement for emergency repair work. B. Environmental Guidelines • Coordinate closely with your DEO prior to starting repair work in any stream channel or wetland. Do not assume you know whether a stream or wetland is regulated or not. • Environmental review prior to the starting work is the best way to avoid permit violations. Wetlands should be delineated prior to starting work. • All repairs should follow the latest version of the Best Management Practices for Construction and Maintenance Activities (BMPs) as published by NCDOT. The BMP Manual contains contact information and typical permit requirements for work in or around waters of the state or waters of the US and in wetlands or other sensitive areas (See http://www.doh.dot.state.nc.us/operations/BMP_manual/ Appendices C, D, E) • Delineate the limits of construction before starting the repair work. • Minimize impacts from staging areas, access roads or for equipment storage. • Identify spoil disposal areas prior to starting work. Do not stockpile excavated material or spoil in wetland areas. • Document the pre-existing footprint of the damaged structure and the proposed replacement footprint. Document hydraulic calculations and engineering design standards used to expand the replacement structure. • Avoid entering streams and/or wetlands with heavy equipment unless it is absolutely necessary. Stay within the replacement footprint or document the reasons why this could not be accomplished. Coordinate with the DEO prior to commencing work. Environmental II-3 Revised 2005 • Culvert inverts (54” or greater) should be set approximately 12” below streambed elevation. Culverts less than 54” in diameter should be buried 20% of their diameter. (For example, a 36” pipe invert would be placed 7.2” below streambed elevation.) • Do not attempt to recover sediment that has been deposited into adjacent wetlands unless authorized by the DEO. Do not stockpile excavated material or spoil in wetland areas • Removal of roadway debris from the pipe or road failure should be conducted in a way that minimizes impacts to wetlands or streams. Consult the DEO for guidance on authorized cleanup methods. Do not use roadway debris for stabilization in or around streams or wetlands. • Riprap placement along shorelines or stream banks should be minimized to the greatest extent practicable. Excessive use of riprap in or around streams is prohibited. • Riprap should never be placed in a streambed as a permanent measure without regulatory authorization. • Do not allow uncured concrete to come into contact with waters in streams, creeks, rivers or wetlands. The use of sand/cement bag headwalls is prohibited. • Minimize mechanical clearing within fifty feet of a stream subject to the Riparian Buffer Rules. C. Additional Information • NCDOT Best Management Practices for Construction and Maintenance Activities, August 2003. • Disaster Response and Procedures Manual, by DCM (updated April 2002); see Public Infrastructure concerning information on replacement of culverts and bridges. • The “Emergency Management Plan for the Protection of NC 12 from Whalebone Junction to Ocracoke” developed by the Outer Banks Task Force provides short-term or interim actions to handle emergencies at this location. Hurricanes III-1 Revised 2005 EMERGENCY RESPONSE & PROCEDURES HURRICANES Safety: As with all Department activities, safety must be at the forefront of our pre-event planning and preparation activities. Please refer to SOP’s pertaining to Hurricanes on page I-2 of this manual. A. PRE-EVENT PLANNING: 1. General Managers at all levels in hurricane prone areas should always make basic preparations before the beginning of hurricane season. Some of these preparations, such as training and equipment maintenance, should be a continuous year-round process. Early planning and preparation will go a long way toward avoiding confusion and helping to assure an effective response whenever a hurricane strikes. 2. Personnel A well trained, well-prepared workforce is the key to an effective hurricane response. The Division Engineer or his designee(s) should insure that job assignments and responsibilities have been clearly defined for all supervisors and employees within the Division at the beginning of each Hurricane season. Each Division should develop a plan and protocols for utilizing division-wide departments (Road Oil, Traffic Services, Bridge Maintenance, Roadside Environmental) and Construction employees during hurricane events. Training personnel is another key component of hurricane preparedness. Each unit should insure that adequate primary and relief personnel have been properly trained to operate equipment safely and effectively before hurricane season begins since there will be little time for training after a hurricane strike occurs. Each unit should also ensure that a minimum of two (2) personnel per shift in each office are trained to enter Traveler Information Management System (TIMS) weather events. Equipment that is frequently used during storm recovery efforts include generators, chippers, chainsaws, tandem & small dump trucks, track & rubber-tired excavators w/ thumbs, front end loaders, backhoes, boom truck cranes, motorgraders, and bulldozers. Proper training through the Department’s skill base pay program should assist managers and supervisors in keeping a sufficient number of employees trained in the use of equipment needed for debris removal and road repairs. Hurricanes III-2 Revised 2005 Some thought should be given to where personnel from other divisions may be housed if called upon for assistance. Often, hotel space is limited or non-existent after a storm due to Hurricanes III-3 Revised 2005 power outages and damages. Also, consideration should be given to the possibility of sending crews to other divisions needing help. These crews will need to be fully equipped to do the job with adequate supervision and expense advances so as not to place an added burden on receiving division. Equipment Equipment required for major storm events may be in short supply when needed. The Division Engineer or his designee(s) should develop protocols within the Division for sharing equipment between departments. The protocols should establish and assign the designated person(s) to contact to request equipment from another department within the Division. If the recovery efforts require equipment to be requested from other Divisions, the Division Engineer or his designee should coordinate their request through the Chief Engineer’s Office. In order to prevent unnecessary delays in hurricane recovery efforts, all DOT equipment should be maintained in good condition throughout the year so that it will perform properly when needed. When a hurricane is identified as a potential threat, the Division Equipment Superintendent and supervisors should check on the status of all equipment that may be utilized in a storm recovery. This equipment should be given repair priority at each equipment shop. 3. Communication It is also important to have an adequate number of radios and cellular telephones for emergency situations. This is especially important when there are power outages during and following hurricanes. The Division Engineer or his designee should develop plans to reassign cellular phones and mobile radios from other departments within the division during hurricane events. Additionally, cellular telephone companies will often agree to provide extra phones to the Department in emergency situations. These companies should be contacted by the Division Engineer or his designee to see if this service can be provided. Communication to the public is also crucial during a major weather event. Both the TIMS program and the 511 system are tools used to help deliver this information. Employees should be trained in how to enter events into the Traveler Information Management System (TIMS). Road conditions during an event should be updated as conditions change. At a minimum, information should be updated at 7:00 AM and 4:00 PM. If employees have problems entering information or accessing TIMS, they should call the State ITS Operations unit for assistance. Contact information can be obtained at 919-233-9331, extension 243. This number will provide you with the pager, cell, and home phone numbers for the ITS person on call. They are available 24x7 to assist the field offices. Facilities All facilities that are to be used for emergency operations should be readied for such use. These facilities should not be prone to flooding and the buildings should be able to withstand high winds and heavy rains with minimal damage. Also, a generator should be provided for emergency power and communications at each emergency operations facility. Hurricanes III-4 Revised 2005 The capacity of generator to be used should be adequate to run all electrical equipment that will be needed. At a minimum, the generator should operate the fuel station, the radio, the telephone, lights, etc. Although possible, it is not recommended that computers be operated from generators. Preferably all emergency operation facilities (county maintenance yard, bridge offices, equipment shops, district office, and division office) should be equipped with an adequate, well maintained, and permanently mounted generator. As a part of emergency preparedness, the Division Equipment Superintendent should have these generators checked on a monthly basis to insure that they will be operational when needed. Consideration should be given by local managers to identify alternate facility locations in case primary facilities are heavily damaged and unworkable following a hurricane event. Those facilities prone to flooding should have designated alternative facilities identified to maintain operations and to minimize employee hazards. 4. Materials and Supplies Although it may not be practical or desirable to maintain a constant stock of food and water for emergency use, some thought should be given to where food and water will be obtained for emergency workers. A major hurricane will almost always cause closures of grocery stores and restaurants due to damages and/or power outages. Water supplies can also be disrupted for the same reasons. Emergency workers coming from other divisions should expect shortages and bring initial supply of food and water in addition to cash. Additional supplies, which may not be readily available in the final hours before an expected hurricane landfall, should be kept in supply. These include but may not be limited to signs, signal equipment, sign posts and hardware, barricades, variable message signs, fuel, equipment service and repair parts, flashlights, batteries, first aid supplies, safety supplies, small hand tools, sanitation supplies, culvert pipe, and aggregates. 5. Plan for Recovery An up to date emergency contact list with home, mobile and office telephone numbers and radio call signs should be maintained for all employees at each facility and included in the local plan. These lists should be distributed to all those within DOT and other agencies who may need to contact them in an emergency. The County Maintenance Engineer should develop a procedure or “plan of attack” for opening and repairing roads for each county. The plan should detail supervisory responsibilities, damage assessment responsibilities, personnel assignments (by shift), clean-up areas, equipment assignments, reporting procedures, assessment procedures, etc. This should include marked maps showing route assignments for crews and personnel and equipment crew assignments keyed to the maps. This plan should indicate the priority order for opening roads with major routes being first in priority followed by minor thoroughfare, collectors, etc. It should also take into consideration how forces from other areas will be utilized should they be assigned to work in the county. The plan should be reviewed and updated each year prior to the hurricane season by the County Maintenance Engineer. A “test” run of the plan should also be done each year. This county plan should be inserted at the end of this section which has been reserved for this purpose. Hurricanes III-5 Revised 2005 A list of potential contractors, that can assist in debris removal and repairs should be developed and maintained by each District Engineer, Division Traffic Engineer, and Division Bridge Engineer and included in the local plan. Lists should show equipment and personnel contractors can provide, contact persons, addresses, phone numbers and counties where the contractor is willing to work. This list of contractors should be part of the local plan. See form ERPM-3. The County Maintenance Engineers should work with local officials to determine waste sites for debris disposal or stockpile before a hurricane strikes. Counties will often provide these or allow disposal at landfills. A good understanding of how this is to be handled up front will eliminate the need for last minute rushing to provide for disposal. 6. Other Considerations In hurricane prone areas, the Division Engineer or his designee(s) should work to establish an on going relationship with local and state emergency management and emergency response personnel (highway patrol, sheriff’s department, fire and rescue personnel, etc.). The Division Engineer should schedule a meeting each year before the onset of hurricane season with these officials. At this meeting, plans should be developed as to each organization’s role in hurricane responses. These plans should include but are not limited to discussions on evacuation routes, a review of evacuation signs, use and deployment of changeable message signs for evacuations and re-entry after the storm, debris removal priorities, etc. A goal of the meeting should be to clearly articulate the extent of DOT responsibilities, capabilities and limitations. At the beginning of each hurricane season in divisions prone to experience hurricanes, contact should be made with local hotels and other lodging facilities that honor the state approved per diem for lodging. In anticipation of the possibility of having units from other divisions deployed to assist in the recovery efforts, prearranged agreements with these facilities to provide lodging would be beneficial. Efforts should be made with these facilities to submit a single bill for cost of the lodging to be charged to the appropriate WBS Element for the disaster. B. PREPARATION FOR IMMINENT STORMS Several things need to be done prior to an imminent hurricane strike. These include: • Each work unit should review their emergency response plans for hurricanes. These plans should clearly communicate protocols and responsibilities to be followed across the division in the aftermath of a hurricane strike. The Division Engineer or his designee(s) should insure that assignment of responsibilities at all levels of supervision and management has been made. • Make sure equipment and facilities are secured so as to receive minimal damage from winds, fallen trees, flying debris and flooding. Remove all loose debris and materials, which may become missiles in high winds from around facilities and equipment. Hurricanes III-6 Revised 2005 • Service and fuel equipment and “top off” fuel storage tanks. • Service, fuel and make an operational check of emergency generators. • Check inventory of materials and supplies for adequacy including flashlights, batteries, rainsuits, signs, barricades, etc. • Conduct safety meeting to discuss preparations, clean up, etc. Also, based on anticipated landfall and projected path of storm, make and schedule crew assignments (who to keep at facility during storm, who to send home, when to report, etc.). Keep in mind that telephones may not be working during and after the storm. Managers and supervisors need to take necessary steps to insure that employees will be able to return after the storm (i. e., provide transportation, chainsaws, etc.) • Give employees opportunity to make adequate provisions to protect personal property and provide for safety of family members. • Make preparation for evacuation of residents. Be sure evacuation route and other special signs are in place. Also, provide for placement of variable message signs. Make plans to have VMS removed to safe area when evacuation is complete. • A partial or complete evacuation of employees should be considered when local government officials make the decision to evacuate the area due to the anticipated magnitude of the storm. To the extent possible in this event, determine where the employees can be reached following the storm and provide them with instructions for returning to help with clean-up and repairs. • Ensure personnel are properly trained on entering events into TIMS for all shifts of operations during an event. C. RESPONSE DURING EVENT Responsible supervisors are to make sure employees are in a secure area when winds are strong enough to be a threat to safety. In most cases employees should remain in a safe, secure place for the duration of high winds. The decision of when to begin surveying damages and clearing roadways should be made with the safety of the employees in mind. Night work should be avoided as much as possible in areas where trees and power lines are down. Management and responsible supervisors should stay abreast of events, monitor weather conditions, and communicate to higher level management, to the extent possible, changing conditions in their area of responsibility. Hurricanes III-7 Revised 2005 D. POST-EVENT ACTIVITIES All recovery activities should be performed in a safe manner. All plans and resultant activities should consider the safety and well being of employees and members of the public in keeping with the Department’s top priority. All managers, supervisors, and employees should follow all established safety policies and procedures in clean-up and repair operations. In the aftermath of hurricanes, employees should take special note of downed trees, down powerlines, rising or receding flood waters, poisonous plants, snakes, road hazards (washouts of pavement, pipes, bridges), etc. Employees should be warned of the potential for a vehicle being washed downstream when attempting to drive through the flowing water. They should also be advised of the health hazards As soon as it is safe and practical following a storm event, each unit should implement and follow their “emergency response plans” for hurricanes. These plans should detail supervisory responsibilities, personnel assignments (by shift), clean-up areas, equipment assignments, reporting procedures, assessment procedures, etc. (See Local Plan) Assessment of damages should begin simultaneously with debris removal activities. Assessments should include but not be limited to: • A review of all state system roadways in each county. • The time needed to open all roads, by system, to vehicular traffic. • Enter road closing information into the Travel Information Management System (TIMS). TIMS is located on the web at www.ncsmartlink.org. (If web access is not available, call the ITS Operations Unit at 919-233-9331 for assistance.) • The amount of debris estimated to clear the right of way of primary roads, secondary roads, etc. • An inventory of the damage by system to roads, bridges, signs, traffic signals, etc. After analyzing assessment information, each unit can determine the appropriate amount of personnel and equipment that is needed to complete clean-up efforts. Also, cost estimates should be determined as early as possible to assist in obtaining emergency declarations. These estimates should be updated as better information is gathered. Request for additional personnel from within a division, but outside a particular district should be handled through pre-established division protocols. If a division needs resources from other divisions, these requests should be coordinated with the Chief Engineer’s Office. Divisions that are unaffected by the hurricane should make plans to provide equipment and personnel to affected divisions. Hurricanes III-8 Revised 2005 Before mobilizing employees to other areas, be sure to allow a sufficient amount of time to go home and prepare. Employees should have a destination map, telephone number of a contact person, and should travel during daylight hours if possible. The supervisor should have a list of all employees with social security numbers and home telephone numbers in case of an emergency (Form ERPM-1). Crews will need to be fully equipped to do the job with adequate supervision, paperwork and expense advances so an added burden is not placed on the receiving division. Each receiving division should also plan to receive personnel from other divisions. Some of the logistical considerations include: • Housing accommodations for employees • Parking for equipment • Food services • Fuel for equipment A local employee familiar with the area should be deployed with the crews to aid in locating job sites, hospitals, eating establishments, etc. All crews should have radio communication and/or cellular phones to use. Should the transfer of equipment from another division become necessary, the sending division will prepare a complete list (Form ERPM-2) of all equipment sent and forward to the receiving division. Requests from local emergency management officials and other agencies for any work outside the normal scope of DOT operations should be directed through the state emergency operations center. In the event that a state of disaster or imminent threat of a disaster is declared, the Department of Crime Control and Public Safety, Division of Emergency Management has the authority (Chapter 166A, NC Emergency Management Act of 1977) to task the North Carolina Department of Transportation (NCDOT) to perform emergency work on non- system roadways. The NCDOT should receive the request for any non-system roadway work from the Division of Emergency Management. The NCDOT has the authority to perform this type of work, with the coordination and approval through the Chief Engineer’s Office. Employees should be aware of and should follow proper requirements for documenting and recording work accomplished in the aftermath of storms. This normally includes site codes, job orders, estimates, time keeping, job reports, damage assessments, Emergency Response Daily Status Report (ERPM-4) etc. (Refer to Chapter VIII on Documentation & Record Keeping) Each unit should cooperate fully with FEMA and FHWA in efforts to assess damages and obtain required information for possible cost reimbursement. Hurricanes III-9 Revised 2005 Saffir-Simpson Hurricane Scale • Tropical Storm Winds 39-73 mph • Category 1 Hurricane — winds 74-95 mph (64-82 kt) No real damage to buildings. Damage to unanchored mobile homes. Some damage to poorly constructed signs. Also, some coastal flooding and minor pier damage. - Examples: Irene 1999 and Allison 1995 • Category 2 Hurricane — winds 96-110 mph (83-95 kt) Some damage to building roofs, doors and windows. Considerable damage to mobile homes. Flooding damages piers and small craft in unprotected moorings may break their moorings. Some trees blown down. - Examples: Bonnie 1998, Georges (FL & LA) 1998 and Gloria 1985 • Category 3 Hurricane — winds 111-130 mph (96-113 kt) Some structural damage to small residences and utility buildings. Large trees blown down. Mobile homes and poorly built signs destroyed. Flooding near the coast destroys smaller structures with larger structures damaged by floating debris. Terrain may be flooded well inland. - Examples: Keith 2000, Fran 1996, Opal 1995, Alicia 1983 and Betsy 1965 • Category 4 Hurricane — winds 131-155 mph (114-135 kt) More extensive curtainwall failures with some complete roof structure failure on small residences. Major erosion of beach areas. Terrain may be flooded well inland. - Examples: Hugo 1989 and Donna 1960 • Category 5 Hurricane — winds 156 mph and up (135+ kt) Complete roof failure on many residences and industrial buildings. Some complete building failures with small utility buildings blown over or away. Flooding causes major damage to lower floors of all structures near the shoreline. Massive evacuation of residential areas may be required. - Examples: Andrew (FL) 1992, Camille 1969 and Labor Day 1935 Hurricanes III-10 Revised 2005 Additional Information (Local Plan, Memos, etc.) Snow & Ice IV-1 Revised 2005 EMERGENCY RESPONSE & PROCEDURES SNOW & ICE Safety: As with all Department activities, safety must be at the forefront of our pre-event planning and preparation activities. Please refer to SOP’s pertaining to Snow & Ice on page I-2 of this manual. A. PRE-EVENT PLANNING: 1. General Managers and supervisors of all levels should make preparations on an annual basis during October or November for the snow and ice events that are likely to occur during the coming winter months. An early and continuous response throughout each storm is the most effective method of keeping our roadways as safe and passable as possible. Proper planning and scheduling in the fall gives each supervisor, responsible for snow and ice removal, a big advantage reacting to the first winter storm. 2. Personnel A well trained, well-prepared workforce is the key to an effective snow and ice response. The Division Engineer or his designee(s) should insure that job assignments and responsibilities have been clearly defined for all supervisors and employees within the Division at the beginning of each winter season. Each Division should develop a plan and protocols for utilizing division-wide departments (Road Oil, Traffic Services, Bridge Maintenance, Roadside Environmental) and construction employees during snow and ice events. Training personnel is another key component of snow and ice removal preparedness. Each unit should insure that adequate primary and relief personnel have been properly trained to operate equipment safely and effectively before the winter season begins since there will be little time for training after a snow and ice event occurs. Each unit should also ensure a minimum of two (2) personnel per shift in each office are trained to enter Traveler Information Management System (TIMS) weather events. Equipment that is frequently used during storm recovery efforts include tandem & small dump trucks, snow plows, spreaders, snow blowers, motordgraders, front end loaders, backhoes, dozers, brush chippers, and chainsaws. Proper training through the Department’s skill base pay program should assist managers and supervisors in keeping a sufficient number of employees trained in the use of equipment needed for snow and ice removal. Snow & Ice IV-2 Revised 2005 Some thought should be given to where personnel from other divisions may be housed if called upon for assistance. Often hotel space is limited or non-existent after a storm due to power outages and damages. Also, consideration should be given to the possibility of sending crews to other divisions needing help. Should the transfer of personnel from another division become necessary, the sending division will prepare a complete list (Form ERPM-1) of all personnel sent and forward to the receiving division. These crews will need to be fully equipped to do the job with adequate supervision and expense advances so an added burden is not placed on the receiving division. 3. Equipment Equipment required for major storm events may be in short supply when needed. The Division Engineer or his designee(s) should develop protocols within the Division for sharing equipment between departments. The protocols should establish and assign the designated person(s) to contact to request equipment from another department within the Division. If the recovery efforts require equipment to be requested from other Divisions, the Division Engineers or his designee should coordinate their request through the Chief Engineer’s Office. Should the transfer of equipment from another division become necessary, the sending division will prepare a complete list (Form ERPM-2) of all equipment sent and forward to the receiving division. In order to prevent unnecessary delays in snow and ice removal recovery efforts, all DOT equipment should be maintained in good condition throughout the year so that it will perform properly when needed. When a snow and ice storm is predicted, the Division Equipment Superintendent and supervisors should check on the status of all equipment that may be utilized in a storm recovery. This equipment should be given repair priority at each equipment shop. 4. Communication It is vital for the supervisors to be in contact with the employees removing the snow and ice from the roadways. All radios, portable and permanent mount, should be checked and repairs made prior to the winter season. Existing Division cellular phones should be made available for use during snow and ice removal activities and a list of available phones should be complied for quick access during emergencies. Cellular telephone companies will often make additional cell phones available to the Department during extreme emergencies. These companies should be contacted by the Division Engineer or his designee to see if this service can be provided. Communication to the public is also crucial during a major weather event. Both the TIMS program and the 511 system are tools used to help deliver this information. Employees should be trained in how to enter events into the Traveler Information Management System (TIMS). Road conditions during an event should be updated as conditions change. At a minimum, information should be updated at 7:00 AM and 4:00 PM. If employees have problems entering information or accessing TIMS, they should call the State ITS Operations unit for assistance. Contact information can be obtained at 919-233-9331, extension 243. Snow & Ice IV-3 Revised 2005 This number will provide you with the pager, cell, and home phone numbers for the ITS person on call. They are available 24x7 to assist the field offices. 5. Facilities All facilities that are to be used for emergency operations should be readied for such use. These facilities should not be prone to flooding and the buildings should be able to withstand high winds and heavy rains with minimal damage. Also, a generator should be provided for emergency power and communications at each emergency operations facility. The capacity of generator to be used should be adequate to run all electrical equipment that will be needed. At a minimum, the generator should operate the fuel station, the radio, the telephone, lights, etc. Although possible, it is not recommended that computers be operated from generators. Preferably all emergency operation facilities (county maintenance yard, bridge offices, equipment shops, district office, and division office) should be equipped with an adequate, well maintained, and permanently mounted generator. As a part of emergency preparedness, the Division Equipment Superintendent should have these generators checked on a monthly basis to insure that they will be operational when needed. 6. Debris Removal and Disposal Often tree and vegetation removal becomes a large part of snow and ice removal. Never attempt to remove or cleanup fallen trees and vegetation while downed power lines are in the immediate area. Wait until the power company gives you clearance to proceed with the work. Keep all chain saws in running condition and inventory should be checked for spare chain bars, chains, chain oil, gasoline containers, and personal protective equipment required for chain saw use. The District Engineer should develop and maintain a list of potential contractors that can assist with vegetation and tree removal during extreme conditions. Once this list is compiled, it should be included in the local plan. (See ERPM-3) For more information see Chapter VI on Debris Removal and Disposal. 7. Materials and Supplies Prior to the beginning of the winter season, salt and sand storage facilities should be filled to capacity. Calcium chloride storage tanks should be filled and the material circulated to prevent the settlement of the solids in the tank. Calcium chloride pumps, valves, and hoses should be checked for deterioration due to the corrosive nature of this liquid. In the event that a state of disaster or imminent threat of a disaster is declared, the Department of Crime Control and Public Safety, Division of Emergency Management has the authority (Chapter 166A, NC Emergency Management Act of 1977) to task the North Carolina Department of Transportation (NCDOT) to perform emergency work on non- system roadways. The NCDOT should receive the request for any non-system roadway Snow & Ice IV-4 Revised 2005 work from the Division of Emergency Management. The NCDOT has the authority to perform this type of work, with the coordination and approval through the Chief Engineer’s Office. 8. Other Considerations Contacts with local law enforcement agencies, emergency management, and emergency response personnel should be established. The purpose of these contacts is to coordinate and explain NCDOT snow and ice removal policies, procedures, responsibilities, and limitations. Annually update the names and contact numbers of NCDOT personnel who are on call for after hours. Request from local emergency management officials and other agencies should be directed through the state emergency operations centers for any work outside the normal scope of DOT operation. B. PREPARATIONS FOR IMMINENT STORM Several things need to be done prior to a snow and ice storm. These include: • Each County Maintenance Engineer should conduct a meeting with employees to review snow and ice removal plans and safe operating procedures. • Mount all snow and ice removal equipment and test mechanically. • Fuel all equipment and fill lube trucks to capacity. • Install communication equipment in all appropriate vehicles. Check hand-held radios and cellular phones to ensure they are charged and operational. • Consideration should be given to splitting the work force into two or more shifts to avoid excessive fatigue. Send the off-duty-shift home to report back at the designated time. This will need to be coordinated with all the departments furnishing personnel. It is incumbent upon each supervisor to allow enough time off from work for each employee to rest between shifts. • Pre-mix additional sand and salt mixture and load the trucks with sand/salt and calcium chloride. • Preparation should be made for installation, repair and rebuilding of tire chains. • If the storm is forecast to arrive during off-hours, schedule the appropriate shift to report to work far enough in advance of the impending storm to make all preparations as noted above. • Frequent monitoring of weather conditions and forecast is a critical step toward being prepared in advance of a snowfall. • Ensure personnel are properly trained on entering events into TIMS for all shifts of operations during an event. C. RESPONSE DURING EVENT Starting the snow and ice removal activities at the beginning of the winter storm is the key to effective and timely snow and ice removal. Snow & Ice IV-5 Revised 2005 Each employee removing snow and ice will work their assigned sections until all the pre- determined “bare” pavement routes are clear. It is the policy of the Department to perform snow and ice removal in the following order of priority: 1. Routes included in the Bare Pavement System 2. The remaining US and NC routes not included in the bare pavement system 3. Paved Secondary Routes not included in the bare pavement system 4. Unpaved Secondary Routes Functional Area 3100 Snow and Ice Control If the snowfall is significant, but not Division-wide, the District Engineer may request assistance from unaffected counties through the Division Engineer or his designee to supplement existing crews. Should the snowfall develop into blizzard conditions, assistance can be obtained from other Divisions; however, the request will be made through the Division Engineer who will make the request to the Chief Engineer of Operations. The District Engineer, or designee, will submit a road conditions report through the Travel Information System (TIMS) for the duration of the storm and cleanup efforts. TIMS Ice and Snow reporting should be updated whenever road conditions change (i.e. when a system of roads changes from “Barely Passable” to “Covered with Ice and Snow” or vice versa). Entries should be made as soon as possible once DOT begins responding to a snow and ice event. At a minimum, TIMS snow and ice updates must be made at 7:00 a.m. and 4:00 p.m. on days when ice and snow exist on the roadways (i.e. on any day where all of the fields are not listed as “Clear”). TIMS is located on the web at www.ncsmartlink.org. If web access is not available, call the ITS Operations Unit at 919-233-9331 ext. 243 for assistance. Equipment repairs should be coordinated to assure that snow removal equipment assigned to interstate, bare pavement, or other critical routes are given priority. Repair parts should be made available throughout the duration of the winter storm cleanup. The equipment personnel are normally divided into shifts corresponding with the maintenance forces. Regardless of implied or perceived urgency, pre-trip inspections of equipment shall be performed and the operators shall obey the traffic laws. Safe equipment operation during emergency events is just as important as during normal working conditions. Snow and ice removal shall continue until all the system roads are cleared and safe for motorists. See Functional Area 3745 for chemical application rates and plowing methods under Snow and Ice Control. Damage assessment should begin during the snow and ice removal activities. The District Engineer should be furnished estimates by system, of time needed to open roads. Snow & Ice IV-6 Revised 2005 Employees responsible for record keeping should follow established procedures for documenting and recording work accomplished including site codes, job orders, estimates of damages, time sheets, daily status reports (if required), and material issues. See Chapter VIII on Documentation and Record Keeping. D. POST-EVENT ACTIVITIES Once the system has been cleared and traffic restored to its normal patterns, the following items should be addressed: • Shoulders should be winged back to get the snow as far from the travelway as possible. • Shoulders in front of mailboxes should be plowed. • Drainage structures should be cleared of obstructions so that melting snow will not be trapped on or near the travelway. • Windrows of snow on bridges should be removed. • Traffic medians and barriers should be cleared of snow and ice as required to avoid melting and refreezing on the pavement. • Tree limbs and other debris should be removed from the right of way as soon as possible. All equipment should be checked for damages and repairs scheduled with the Equipment Department. Surfaces vulnerable to sodium and calcium chloride should be thoroughly cleaned and sprayed with an appropriate protective coating if necessary prior to storage. Check parts and material inventories and restore the quantities to pre-storm levels. The period of time required to remove and dispose of fallen trees, limbs, and debris will vary from a few days to several weeks depending upon the type and severity of the storm. The cleanup of snow and ice related debris is included in Functional Area 3745 and should be charged this way to insure accurate cost records. For additional guidance on debris removal, refer to the Chapter VI on Debris Removal and Disposal. FA 3746 ANTI-ICING Definition Application of a chemical freeze-point depressant onto the highway pavement at the start of a winter storm, or even prior to the beginning of precipitation, that inhibits the development of a bond between the snow or ice and the pavement surface. Explanatory Text Includes pre-winter preparations, production and transportation of anti-icing chemicals prior to a winter ice/snow storm, application of chemicals to the roadway surface either by truck distributor or a permanent, bridge-mounted system. Also includes the cost of equipment calibration, clean up of equipment after the winter storm and winter season. Unit of Measure Gallons Objectives Insofar as possible and practical, it is the objective of all anti-icing operations to: 1. prevent the bonding of snow or ice to the pavement surface 2. keep traffic moving; 3. reduce the possibility of accidents, injuries, and deaths; and 4. provide near normal movement of emergency vehicles such as ambulances, fire trucks, etc. 2007 Winter Weather Maintenance Reference Guide Page 1 of 20 FA 3100 FA 3745 SNOW & ICE CONTROL Definition Mobilization; removal of ice or snow from a roadway or bridge, drainage inlet or channel; placement and/or removal of anti-icing/de-icing chemicals or abrasives. Installation, maintenance or removal of snow fences. Includes all preseason and pre-event preparations and brine production. Also includes post event equipment clean up. Explanatory Text The removal of ice or snow from the highway. Includes pre-winter preparations, mobilization prior to a winter ice storm, work during and after the winter ice storm to eliminate the hazards and clean up of roadway and equipment after the winter storm or winter season. Unit of Measure Man hours Objectives Insofar as possible and practical, it is the objective of all snow and ice removal activities to: 1. keep traffic moving; 2. keep commerce and industry going at a near normal pace; 3. reduce the possibility of accidents, injuries, and deaths; and 4. provide near normal movement of emergency vehicles such as ambulances, fire trucks, etc. 2007 Winter Weather Maintenance Reference Guide Page 2 of 20 RELATED POLICIES AND/OR STATUES AFFECTING THE ACTIVITY (1) G.S. 20-116(g) - Loaded trucks shall be covered, or the load against the walls shall not extend above a horizontal line six inches below the sides, and the truck shall not exceed the legal weight limits. (2) Policy for Maintenance of System Streets with Municipalities, section 5B - It is the policy of the Division of Highways not to remove snow and ice from sidewalks, nor is it the policy to clear driveways and/or driveway entrances of snow and ice. (3) It is the policy of the Division of Highways to provide for the removal of snow and ice in the following order of priority: a. Those routes included in the Bare Pavement System (See page 430-6). b. Other US & NC Routes not included in the Bare Pavement System. c. Other paved Secondary Routes not included in the Bare Pavement System. d. Unpaved Secondary Routes (4) The Bare Pavement Policy provides for the direct application of deicing chemicals to those routes included in the Bare Pavement System. This policy also requires that these routes will be the first cleared of snow and ice following a storm. Insofar as is possible and practical, traffic will be kept moving on these routes during a storm; however, it is not the policy to maintain a “bare pavement” throughout the course of all storms. Those routes not on the Bare Pavement System will be cleared by plowing operations and without direct application of deicing chemicals except in cases of extreme emergency. These emergencies will normally be limited to specific locations (shaded areas on hills, superelevated curves, etc.) where extremely hazardous conditions exist. (5) It is the policy of the Division of Highways that all sites used for the storage of deicing chemicals will be located so as to avoid contamination of local wells and to minimize the possibility of damage to the environment. At all storage locations, precautions will be taken to see that they are properly covered and that drainage in and around these facilities prevents runoff into adjacent streams and properties. (See Appendix I.) (6) It is the policy of the Division of Highways that the application of chlorides to the travelways of the system shall be consistent with our objectives to protect the environment. The recommended application rates (see page 430-9) are considered to be correct and proper for the various weather and highway conditions indicated and heavier applications are discouraged. Highway Maintenance Engineer should identify environmentally sensitive areas within their individual areas of responsibility that may require alternative application rates and devise special instructions for snow and ice removal techniques for roads adjacent to these locations. 2007 Winter Weather Maintenance Reference Guide Page 3 of 20 CONDITIONS WHICH WARRANT SCHEDULING THE ACTIVITY Anytime the prevailing weather conditions or forecasts indicate highways and/or bridges may become slippery and/or obstructed by snow and ice, maintenance forces will be mobilized in accordance with prescribed plans and policies. SAFETY PROCEDURES The purpose of snow and ice removal is to provide for the safe travel of motorists. In doing this, maintenance forces should endeavor to protect themselves as well as the traveling public by following proper safety procedures. (1) The North Carolina Sign Supplement to the MUTCD should be periodically reviewed for proper implementation. (2) All equipment should be checked before and after each storm to insure the operational status of lights, brakes, windshield wipers, exhaust systems, tires, chains, steering, and other preventive maintenance items. (3) Operators should resist the urge to “get the job done in a hurry”. (4) Operators should obey all traffic laws while performing snow and ice removal duties. (5) Operators should provide assistance to stranded motorists when at all possible, especially in situations where stranded vehicles pose a traffic hazard to other moving vehicles. Operators should use their best judgment when aiding stranded motorists, always being careful to prevent damage to other vehicles. The maintenance vehicle should be kept clear of the travelway whenever possible. (6) During extended storm periods, Highway Maintenance Engineers should take measures to avoid extreme fatigue among operators. When it becomes obvious that storms will continue for long periods of time, steps should be taken to divide maintenance forces into shifts for 24-hour surveillance of the roadways. If necessary, all available personnel resources within the Division may be utilized by the Division Engineer in order to provide sufficient manpower for shifts. 2007 Winter Weather Maintenance Reference Guide Page 4 of 20 PRE-WINTER PLANNING In preparation for each winter season, the Division Engineer, District Engineers, and the Highway Maintenance Engineers should review, develop, coordinate, and/or conduct the following activities and operations: (1) A complete inventory of deicing chemicals and abrasives should be completed in order to assure an adequate supply of materials will be available at the beginning of the season. (2) A thorough inspection should be made of all salt storage facilities to determine their adequacy for storage of materials and protection of the surrounding environment from runoff. Guidelines for the design and location of storage facilities are contained in Appendix I. (3) A review of those routes included in the Bare Pavement System should be conducted. Additions or deletions to the Bare Pavement System should be coordinated from county- to-county and district-to-district in order to insure the continuity of the bare pavement routes. These bare pavement routes constitute Phase I of the total snow and ice control plan. Those paved routes not included in the Bare Pavement System should constitute Phase II and the unpaved routes should constitute Phase III. All equipment that is not allotted to the Bare Pavement System will be assigned to operators and areas of responsibility for snow and ice control on Phase II and III routes. Once the Bare Pavement System is clear, personnel and equipment can be transferred to Phase II and III routes to assist in plowing operations. (4) Snow and ice removal shall be performed on State System roads only, with the exception of public school drives, drives to hospital emergency rooms, and public cemetery drives when necessary. Snow and ice removal within municipalities should be reviewed with municipal officials. (5) Appropriately sized segments of bare pavement routes should be assigned to specific individuals and pieces of equipment. Each segment should be sized to the capacity of its assigned truck based on a maximum chemical application rate plus contingency allowances (See FA 3745-3746). Assignments should be designed to allow the driver to be as near a stockpile as possible after completion of their route. All segments, with individual assignments and vehicle equipment numbers, should be marked on county maps, then posted at the maintenance yard and the District Office. Periodic reviews of assignments should be conducted to make needed corrections for personnel turnover and truck transfers. 2007 Winter Weather Maintenance Reference Guide Page 5 of 20 (6) Consistent with the overall personnel resources available, assignments should include someone riding “shotgun” in a single-vehicle operation, and one “shotgun” rider in a multi vehicle operation. (7) Plans for the erection and location of snow fences are an important part of the pre-winter planning operation. Proper placement of snow fences can eliminate or reduce drifting in problem areas, thereby saving time and effort when storms occur. When it is necessary to erect snow fences off the right of way, the permission of property owners must be obtained. (8) Plans should be developed to effect the efficient flow of information to and from maintenance forces during storm periods. These plans should include dissemination of weather report information as it is received from local radio stations, independent weather forecasters, the National Weather Service, and the Maintenance Unit - Central Administration. Steps should be taken to insure a smooth flow of information from the individual operator by assigning individuals with radio-equipped vehicles to pre- established sections of the Bare Pavement System. These persons will be responsible for making periodic contact with each operator in their assigned area to provide assistance, and to report road and traffic conditions. (9) Each District Engineer should develop a list of fully-operated privately-owned equipment that is available for rent during periods of extreme weather. (10) Accurate calibration of all chemical spreaders should be completed each fall in accordance with the guidelines and instructions shown in Appendix II. This effort will conserve materials, protect the environment, and provide the operator with the information required to comply with the application recommendations. Spreaders should be checked to be sure they are equipped with side shields or baffles in order to retain the spread within approximately 12 feet. (11) Training sessions for all employees should be conducted to insure that they understand: (a) the operation and maintenance of snow removal equipment. (b) each individual’s assigned area of responsibility with respect to Phase I, II, and III operations. (c) the use and application of deicing chemicals and abrasives. (d) when and under what conditions the roads should be plowed. (e) the safety procedures related to snow and ice removal. 2007 Winter Weather Maintenance Reference Guide Page 6 of 20 (12) All employees and the equipment should be mobilized and participate in a “dry run” to insure that plans are understood and complete. This should be done immediately after completion of training activities. BARE PAVEMENT SYSTEM The Bare Pavement System should consist of all Interstate and four-lane divided Primary routes and other primary and secondary routes considered to be essential to the fulfillment of the overall objectives of snow and ice removal - the movement of intrastate traffic. The routes included in the Bare Pavement System should be reviewed annually by the Division Engineer. He will include new routes and delete old routes as deemed necessary. He will assure continuity of the bare pavement routes from county to county and district to district within the division. Once the Bare Pavement System is finalized, it will be submitted to the State Road Maintenance Unit. The Maintenance Unit will assure the continuity of bare pavement routes from division to division. BARE PAVEMENT SYSTEM EQUIPMENT REQUIREMENTS Equipment support for the Bare Pavement System is extremely important. Effective chemical application must be done as soon as there is enough accumulation to hold the chemicals on the road, preferably before the accumulation of 1/8 inch, and always before the accumulation of 1/2 inch. To assist in planning equipment requirements, the following criteria is offered: 1. Maximum Salt Application Rate/Lane Mile. The maximum recommended application rate for salt is 250#/Lane Mile. If timely applications are made, it is estimated that two applications per storm will be required; therefore, 500# of salt per lane mile per storm represents an adequate planning base. 2. Estimated Chemical Capacity of Equipment. It is estimated that the average salt payload for the following combinations of equipment will be: a) 24,000 GVW Dump with Tailgate Spreader - 4.5 tons/load b) 24,000 GVW Dump with 5 cu. yd. Drop-in Spreader - 5 tons/load c) 50,000 GVW Dump with 8-10 cu. yd. Drop-in Spreader - 8 tons/load 3. Bare Pavement - Segment Lengths. Based on the preceding data, the assigned segment lengths for the various combinations of equipment used on the Bare Pavement System should be: a) 24.000 GVW Dump with Tailgate spreader 4.5 tons = 36 Lane Miles 250#/Lane Mile 2007 Winter Weather Maintenance Reference Guide Page 7 of 20 b) 24.000 GVW Dump with 5 cu. yd. Drop-in Spreader 5 tons = 40 Lane Miles 250#/Lane Mile c) 50,000 GVW Dump with 8-10 cu. yd. Drop-in Spreader 8 tons = 64 Lane Miles 250#/Lane Mile By using the preceding data to determine the required equipment for the Bare Pavement System, the District Engineers will be assured that sufficient spreader capacity is available to cover the entire Bare Pavement System at the maximum application rate without interruption for reloading. There is another major concern for the District Engineer and that relates to the available storage capacity for salt. It is recommended that each county have a minimum salt storage capacity equaling one-half its anticipated annual requirement. The illustration on page 430-8 depicts the average number of snow storms for each county in the state. This information, together with the previously discussed assumptions and recommendations, can be used to estimate the required storage requirements. It is also recommended that salt storage capacity planning include a 25% contingency to cover multiple applications that might be necessary on bridges, hills, intersections, etc. For example, a county with a Bare Pavement System of 265 lane miles with an annual storm frequency of 6 would require 248 tons of salt storage capacity. (265 lane miles of bare pavement x 250# salt/lane mile x 1.25 x 2 applications/storm x 3 storms = 248 tons of salt storage capacity.) APPLICATION OF DEICING CHEMICALS The chart on page 430-9 represents the recommended application rates for the various weather conditions that might be encountered. Applied as recommended, deicing chemicals will enhance the safe movement of traffic during adverse winter weather. In order that full advantage may be taken of chemical applications, the following actions should be taken: (1) Spreader trucks and operators should be mobilized prior to the commencement of frozen precipitation. Motor grader and plow operators may be mobilized after precipitation has begun. (2) Bridges should be treated early. Normally, bridges will freeze before the roadway and prompt treatment of bridge decks will avoid many accidents. 2007 Winter Weather Maintenance Reference Guide Page 8 of 20 Chemical Application and Plowing Methods Temp. Pavement Condition Type of Precipitation Per Two-Lane Mile of Bare Pavement System Instructions 30ºF. (-1ºC.) & Above Wet Snow 300 lbs. of Salt Do not plow as long as the salt is working. When the slush begins to stiffen, plow and re- apply at 200# salt as required. 30ºF. (-1ºC.) & Above Wet Sleet or Freezing Rain 200 lbs. of Salt Re-apply salt at 200# as required. 25º to 30º F. (-4º to -1ºC.) Wet Snow or Sleet 500 lbs. of Salt Do not plow until slush begins to stiffen. After plowing, re-apply salt at 200#/two-lane mile. 25º to 30º F. (-4º to -1ºC.) Wet Freezing Rain 300 lbs. of Salt If subsequent applications are required, re-apply at 200# per two-lane mile. 20º to 25º F. (-7º to -4ºC.) Wet Snow or Sleet 500 lbs. of Salt Plow only when the slush begins to stiffen. Re- apply salt as required at a rate of 250# per two- lane mile. 15º to 20º F. (-9º to -7ºC.) Dry Dry Snow PLOW ONLY!!! Do not apply chemicals. Treat hazardous areas with 1200 lbs. of 20:1 sand/salt or calcium chloride. 15º to 20º F. (-9º to -7ºC.) Wet Wet Snow or Sleet 500 lbs. of 3:1 salt/calcium chloride mixture or salt moistened with calcium chloride Do not plow until slush begins to stiffen. If roads become packed, treat hazardous areas with 1200# of 20:1 sand/salt or calcium chloride. Below 15ºF. (-9ºC.) Dry Dry Snow or Sleet PLOW ONLY!!! Do not apply chemicals. Treat hazardous areas with 1200# of 20:1 sand/salt or calcium chloride. CHEMICAL APPLICATION METHODS PLOWING METHODS Two-Lane Facility - Spread salt from the center of the road with offset tailgate spreader. 1. Two-Lane Facility - Plow all two-lane facilities with a right-hand plow. Superelevated Curves - Apply salt on the high side to allow brine solution to flow across the roadway. 2. Multi-Lane Divided Facility with Roof-Type Crown - Plow left lane with a left- hand plow or a motor grader followed by a truck with a right-hand plow and a spreader. Four-Lane Divided Facility with Roof-Type Crown - Spread salt from the center of the road. 3. Multi-Lane Divided Facility with Slope from Median - Same as roof-type crown, with an additional pass with the left-hand plow on the median shoulder. Four-Lane Divided Facility with Slope from Median - Spread salt from a point slightly left of center-line except where superelvated curves dictate otherwise. Multi-Lane Facilities - Spread salt on the high side and work down the slope by making sufficient passes to cover all travel lanes. Operators should “play the wind” when applying chemicals during strong winds in order to put salt where it will do the most good. 2007 Winter Weather Maintenance Reference Guide Page 9 of 20 Early treatment of busy intersections and interchanges will help to keep traffic moving and avoid accidents. (3) Once chemicals have been applied, always allow sufficient time before plowing (See following section “Plowing Snow and Ice”). (4) Stay aware of anticipated changes in weather conditions. Operators should be informed as soon as information on “new” weather is received. Often times, materials can be saved if weather conditions are improving or a needed “jump” on additional snow can be gained if the weather is worsening. Chemical Application Methods are: (1) Two-Lane Facility - Spread salt from the center of the road with an offset tailgate spreader. (2) Superelevated Curves - Spread salt on the high side to allow brine to flow across the roadway. (3) Four-Lane Divided Facility (Roof-type Crown) - Spread salt from the center of the road. (4) Four-Lane Divided Facility (Slope from Median) - Spread salt from the left-hand lane except where superelevated curves dictate otherwise. (5) Multi-Lane Facilities - Spread salt on the high side and work down the slope by making sufficient passes to cover all travel lanes. (6) Operators should “play the wind” when applying chemicals during strong winds in order to put salt where it will do the most good. Each Highway Maintenance Engineer should report road conditions and chloride usage to their respective District Engineer each morning after a storm. It is imperative that these reports be made promptly so that chemical replacement orders can be issued for the proper amounts. PLOWING SNOW AND ICE Snow occurs when water vapor in an air mass is cooled below freezing. The density of snow varies. Some storms produce “wet” snow, others “dry” snow. Wet or heavy snow seals to the pavement quickly under traffic and, normally, requires chemical treatment before plowing. Dry or powdery snow can usually be plowed away if the plowing operations begin soon enough. Dry snow occurs during very cold weather conditions 2007 Winter Weather Maintenance Reference Guide Page 10 of 20 (below 25ºF. or -4ºC.) and as long as the pavement remains dry, plowing operations can keep the surface of the road clear. The secret is knowing when to plow and once chemicals have been applied, the operator can tell when to plow by watching the passing traffic. As long as the slush is soft and fans out behind the tires of passing vehicles, the salt is working, but when the slush begins to stiffen and is thrown directly to the rear of the tires, it is time to plow and spread more chemicals. Never apply chemicals followed immediately by a plowing operation. Salt is of no benefit on the shoulder of the road. Recommended methods for the various types of roadways are: (1) Two-Lane Facility - Plow all two-lane facilities with a right-hand plow. (2) Multi-Lane Divided Facility (Roof-type Crown) - Plow left lane with a left-hand plow or motor grader followed by truck with a right-hand plow. The following truck (R.H. plow) is the vehicle equipped with the spreader. (3) Multi-Lane Divided Facility (Slope from Median) - Same as roof-type crown, with an additional pass with the left-hand plow on the median shoulder in order to move the windrow over far enough so that it does not drain back across the roadway. It is important that plowing patterns in and around interchanges conform to the needs and physical characteristics of the individual location. Pavement obstructions such as curbs, raised button delineators, rumble strips, and the like must be considered when establishing the plowing patterns on interchanges. The most prevalent problem on interchanges is the lack of adequate area for storing snow. For this reason, specific plowing patterns for each interchange should be developed and the assigned operators thoroughly indoctrinated in the plowing sequence. Other considerations and special attention should be given: (1) Drainage of melting snow. (2) Removal of windrows from ramps, entrances and exits. (3) Loss of plow path width on sharp curves. (4) Sight distance when using gore areas for snow storage. USE OF ABRASIVES The most prevalent and effective use of abrasives takes place when the temperature is 20ºF. (- 7ºC.) or below and falling. This is due to the fact that direct chemical applications lose most of their effectiveness under these conditions and can sometimes 2007 Winter Weather Maintenance Reference Guide Page 11 of 20 create a hazard by virtue of the fact that the weak brine solution created by the limited melting action will refreeze. The purpose of abrasive application is to provide traction, and is not intended primarily to remove snow and ice. Abrasives are to be applied only to ice and/or packed snow and are not to be applied routinely during the course of a storm. In order to provide for adhesion of the abrasives to the hazardous areas, they shall always be mixed with either calcium or sodium chloride. Preferably they should be premixed in order that the abrasives will have developed a moist coating prior to being applied. The recommended mix ratio is 20 parts abrasives to 1 part chloride. An application of 1200 pounds per two-lane mile is generally sufficient. Once the abrasives have been applied, the treated areas should not be plowed until they become slushy. Sufficient mixing can take place by constructing the stockpile of alternate layers of abrasives and chemicals in the appropriate quantities, with the first layer always consisting of abrasives. The subsequent loading, hauling, and spreading of the components will provide a reasonably uniform mixture. Chemically-treated abrasive stockpiles should always be kept covered, and the same precautions taken as with chemical stockpiles. CLEAN-UP AFTER A STORM Immediately after a snow or ice storm and the pavement is bare, there still remains very much for maintenance forces to do: (1) Shoulders should be winged back to get the snow as far from the travelway as possible. (2) Shoulders in front of mailboxes should be plowed. (3) Drainage structures should be cleared of obstructions so that melting snow will not be trapped on or near the travelway. (4) Windrows of snow on bridges should be removed. (5) Traffic medians and barriers should be cleared of snow and ice as required to avoid melting and refreezing on the pavement. 2007 Winter Weather Maintenance Reference Guide Page 12 of 20 (6) Tree limbs and other debris should be removed from the right of way as soon as possible. Immediately after each storm, all equipment should be inspected and scheduled for repairs as required. These preventive measures should include: (1) Inspection of all spreader pumps, hosing, fittings, spinners, augers, engines, controls, and attachments. (2) Inspection of plows for blade wear. (3) Inspection of all flashers, lights, lenses, lamps, wiper blades, and other safety equipment. (4) Replacement of needed flashlight batteries, flags, flares, and other consumable safety equipment. (5) Removal of salt from all vulnerable surfaces of equipment and the application of appropriate lubricants to these surfaces for protective coating. SUPERVISOR’S CHECKLIST Prior to the beginning of each winter season, the Highway Maintenance Engineer should be able to answer each of the following questions in the affirmative: (1) Have all employees received training in snow and ice removal procedures? (2) Has all snow removal equipment been inspected and spreaders calibrated? (3) Has a “dry run” been conducted? (4) Has a schedule of assignments been developed? (5) Are all highway segments sized to the equipment assigned? After a storm and all routes are open, the Highway Maintenance Engineer should be able to answer all of the following questions in the affirmative: (1) Has the chloride usage been reported to the District office? (2) Have shoulders been winged back? (3) Have shoulders in front of mailboxes been cleared? (4) Are all drainage structures clear? (5) Have windrows on bridges been removed? (6) Has all snow removal equipment been inspected and needed repairs scheduled? (7) Have all vulnerable surfaces on equipment been washed and treated with a protective coating? 2007 Winter Weather Maintenance Reference Guide Page 13 of 20 APPENDIX I SALT STORAGE Storages should protect chemicals from direct precipitation at all times, and keep the material within prescribed bounds. Storages should be large enough to hold 50-100% of seasonal requirements without overflowing, not require special handling procedures for rapid loading, allow enough vertical clearance for delivery trucks and raised loader buckets, allow maneuvering room for loaders, and be reinforced or protected at key points. Caution should be exercised in locating storage sites. They should not be built near wells or water sources since chlorides will seep into the ground and contaminate water supplies. Storage sites should be located higher than the surrounding area to prevent water run-in. In areas with particularly vulnerable water supplies, all brine runoff must be contained in a lined collection basin from which brine is pumped out for removal to a nonsensitive area. Storage facilities should meet all requirements in the most economic manner, and be kept in satisfactory condition. The facilities can be one of several types: domes, cribs with covers, sliding-roof cribs, buildings, sheds, or a covered stockpile on a pad. Crib floors should be paved with bituminous materials with at least 8 inches of slope from the center to each end. There should be a full apron extending ten feet beyond the end of the walls. The pavement should be a minimum of 2 1/2 inches of bituminous concrete over 6 inches of compacted ABC material. Covers should be of vinyl-coated nylon or reinforced polyethylene with grommets or eyelets for lash-down, or should be of a sliding-roof type construction. Storage areas should be adequately lighted for night operation. They should also be adequately ventilated, particularly for indoor loading and unloading operations. Arrangements should be made for chlorides to be delivered for storage by early October. A premixed supply of calcium chloride/salt and abrasives should be kept in stock under shelters or protected from moisture, and ready at all times for immediate use during the winter season. Mixing should be done well in advance of the winter season. When the temperature is 20ºF. (-7ºC.) or below, a mixture of calcium chloride and salt may be necessary. Adequate mixing of calcium chloride with the sodium chloride can be obtained by using a force-feed loader fitted with a hopper positioned over the belt in 2007 Winter Weather Maintenance Reference Guide Page 14 of 20 APPENDIX I SALT STORAGE the loading operation. Another method is to apply calcium chloride in solution to the top of the load of salt in each truck. Sodium chloride shall meet AASHTO M-134 specifications with the following exceptions: 1. Moisture content - 3% maximum. A 1% penalty will be charged for each percent of moisture above 3%. 2. Sodium chloride content - 97% minimum based on dry weight. 3. Supplier must furnish three (3) copies of a certification with the delivery ticket on each load, which will reflect (A) gradation, (B) purity and (C) moisture content. 4. Gradation requirements: Sieve % Passing 1/2” 100 #30 not more than 10% 5. Non-caking additive - when shipped in bulk, sodium chloride shall contain an anti-caking additive. NOTE: A minimum of 25 PPM of non-caking additive is required to assure proper handling conditions for the salt. Trucks and spreaders should be loaded, if possible, inside the storage shed in order to reduce spillage and clean-up problems. Before the spreader truck leaves the shed or loading area, all parts of the truck body should be cleaned off, including catwalks, top edges, tanks, roof, and fenders. The loading area should be kept clean by immediately cleaning up any salt lying on the loading pad, and then getting it back under cover. The salt should be kept dry by keeping it under cover as long as possible before loading it onto trucks. The area surrounding a stockpile should always remain clean, with no foreign materials allowed to be disposed of in the area. Salt should be handled as little as possible. Excessive handling causes segregation of the different particle sizes, as well as causing the large particles to break down into finer particles which reduces their effectiveness for clearing snow. 2007 Winter Weather Maintenance Reference Guide Page 15 of 20 APPENDIX II CALIBRATION OF SALT SPREADERS Calibration of all chemical spreaders is the most important action the Division of Highways can take to control and reduce the amount of deicing chemicals that enter the environment. Calibration of spreaders not only controls and reduces the amount of material used by it also saves money by providing the desired level of service with less deicing chemicals. The objectives of a thorough calibration program are very accurate knowledge of the amount of chemicals delivered by all units at each spreader setting, and identification and repair of all spreader units that cannot be controlled within the range of prescribed spreading. Spreaders should be calibrated annually before the winter season begins, and no later than October 15. The calibration should be rechecked during the winter if any of the major parts of the hydraulic system are replaced, if the moving mechanical parts of the spreader are damaged or replaced, or if for any reason the spreading rate becomes questionable. The calibration technique described in this section is applicable to both drop-in body spreaders and tailgate spreaders, both of which rely upon the rotation of a mechanical element (an auger shaft or flite-chain sprocket shaft) for feeding chemicals to the spreader mechanism. EQUIPMENT REQUIRED (a) A scale for weighing the amount of salt up to 100 lbs. (b) A means for collecting the salt to be weighed, either by using a canvas, sack, or a large bucket. (c) A stopwatch or watch with a second hand for timing shaft revolutions. (d) A shaft tachometer (if unable to count the shaft revolutions). (e) A marking pen, paint brush, or other means for marking the end of the auger or shaft. (f) Calibration worksheets and a clipboard. (See page 20 for the worksheet.) 2007 Winter Weather Maintenance Reference Guide Page 16 of 20 APPENDIX II CALIBRATION PROCEDURE The following procedure is recommended for the calibration of spreaders that do not have ground-speed controllers: • Clean the shaft end of the auger or flite-chain sprocket shaft. Place an index mark on the end of the shaft so that the number of revolutions per minute can be counted at each dial setting. If the shaft end is not exposed, mark the auger flite sprocket. • Remove the spinner disc, or by pass the spinner motor with a hydraulic line. If the spinner cannot be removed, and a bypass is not feasible, use extreme caution with the rotating spinners. • With the spreader system running and empty, let the truck idle long enough to warm the hydraulic oil to normal working temperature. • Place a half load of salt in the truck body to put a load on the spreader. The partial load will simulate actual working conditions. • Open the throttle so the engine is running constantly at approximately the working speed. If the truck is equipped with a tachometer, set the throttle at the engine speed normally used during salting. • For hopper-type spreaders, open the gate to approximately 1 1/4 inches. (Note: Trial and error adjustments may have to be made in the gate opening in order to get the desired spread rate. Once this rate is achieved, the procedures may continue.) • Fill the spreader auger or conveyor with salt by rotating it a few turns. • Set the spinner motor control to its usual level. • When the auger is full, place the canvas, the bucket or the bag under the discharge opening so that all of the salt discharged is caught. Allow the auger or the sprocket to make five full turns at a low setting and collect the salt that is discharged. • Weight the salt, deducting the weight of the canvas square, bag, or other collector. Accuracy is important because this factor is used repeatedly in the calculations. Then determine the average weight per revolution by dividing the net weight by five, and enter in Column 3 of the worksheet. Once the weight per revolution has been established, that weight will remain constant throughout the calculating procedure. 2007 Winter Weather Maintenance Reference Guide Page 17 of 20 APPENDIX II • To determine the number of revolutions per minute (RPM), use a stopwatch or a watch with a second hand; count the number of RPM’s of the auger or flite-chain sprocket shaft at each control setting. If necessary, use a hand tachometer. Record these in Column 2 of the worksheet. CALCULATIONS The worksheet now contains two pieces of data needed for calculation of the amount of salt that will be discharged in one minute. Multiply Column 2 by Column 3 and enter the results (discharge rate in lb/min) in Column 4. To complete the calculation, you need to know the number of minutes required for the truck to travel one mile at various road speeds. These are tabulated in Table 1 and shown in Columns 6-9 of the worksheet. To calculate the amount spread per mile when the truck is traveling at 15 mph, multiply Column 4 by the constant shown at the head of Column 5 and enter the result in the proper place. Likewise, to determine the amount spread at 20, 25, 30, and 35 mph multiply Column 4 by the constants at the top of Columns 6-9, respectively, and enter the results in the proper spaces. Perform these calculations for every control setting. As an illustration of how the table is used, assume, for example, that the auger or flite-chain sprocket discharges 8 lb. of salt (Column 3) each time it makes one full revolution at control setting number 3 and that the auger turned 10 times per minute (Column 2). Obviously, the spreader will put out 80 lb. per minute at that setting (Column 2 times Column 3 and the result entered in Column 4). At a speed of 15 mph as shown in Table 1 the truck moves one mile every 4 minutes. Therefore, 80 lb./min. multiplied by 4 minutes equals 320 lb./mi. This value is entered in Column 5 for control setting number 3. This procedure should be repeated for each control setting and at the various speeds at which the material is spread. Record all data on the worksheet. The next set of calculations determines the distance that the spreader truck will travel for various control settings and vehicle speeds before the complete load is exhausted. These values are useful for checking the calibration and overall performance of the 2007 Winter Weather Maintenance Reference Guide Page 18 of 20 APPENDIX II spreader. In Column 11 of the calibration worksheet, enter the size of the load in pounds for the material (salt and sand or mixtures thereof). This should be the weight of the material when it is loaded level with the top of the screens or the top of the spreader hopper (provided this does not exceed the vehicle’s legal gross weight). This value can be obtained either from the spreader manufacturer or by weighing a truck full of material and entering the amount in the line provided in Column 11. To calculate the time required to empty the spreader for various control settings divide Column 11 by Column 4, and enter the results in Column 12. The miles that a truck will travel at 15 mph before the load is exhausted is determined by the division of Column 12 by the constant given at the top of Column 13. Likewise the miles a truck will travel before its loads are exhausted at 20-35 mph are calculated in Column 14 through 17, respectively, on the calibration worksheet. Results should be entered in these columns to the nearest 0.1 mile. Table 1 VEHICLE SPEED CONVERSION FOR SPREADER CALIBRATION Vehicle Speed (mph) Time to Travel One Mile (min) 10 6.00 15 4.00 20 3.00 25 2.40 30 2.00 35 1.71 40 1.50 45 1.33 50 1.20 55 1.09 60 1.00 2007 Winter Weather Maintenance Reference Guide Page 19 of 20 APPENDIX II TRUCK CALIBRATION CARD The last step in the calibration of spreaders is to transfer the results of the calculation onto a calibration card, which will be carried in the cab of the truck. The calibration worksheet should be placed on file either in the maintenance record for the truck or in the district office. The truck calibration card should be placed in a convenient location in the truck so that it is available for quick reference during a storm. 2007 Winter Weather Maintenance Reference Guide Page 20 of 20 NC DEPARTMENT OF TRANSPORTATION DIVISION OF HIGHWAYS SALT SPREADER - CALIBRATION WORKSHEET DIVISION COUNTY DATE BY: TRUCK EQUIPMENT # SPREADER EQUIPMENT # (1) (2) (3) (4) (5) (6) (7) (8) (9) Control Loaded Dischg. Dischg. -------AMOUNT SPREAD PER MILE TRAVELED ----------- Setting RPM Rate (Lb/Rev) Rate (Lb/Min) 15MPH X 4.00 20 MPH X 3.00 25 MPH X 2.40 30 MPH X 2.00 35 MPH X 1.71 1 2 3 4 5 6 7 8 9 10 11 (10) (11) (12) (13) (14) (15) (16) (17) Control Size of Min. --------------------MILES TRAVELED PER LOAD ---------------------- Setting Load (Lb) Required to Empty 15MPH ÷ 4.00 20 MPH ÷ 3.00 25 MPH ÷ 2.40 30 MPH ÷ 2.00 35 MPH ÷ 1.71 1 2 3 4 5 6 7 8 9 10 11 Flood V-1 Revised 2005 EMERGENCY RESPONSE & PROCEDURES FLOODS & OTHER EMERGENCIES Safety: As with all Department activities, safety must be at the forefront of our pre-event planning and preparation activities. Please refer to SOP’s pertaining to floods on page I-2 of this manual. A. PRE-EVENT PLANNING 1. General The Department of Transportation responds to a variety of emergencies and disasters. These could range from the wide spread disaster of a Category 5 hurricane, to a small chemical spill on a rural secondary road. The impact of these situations to the traveling public could traverse the spectrum from rerouting the traffic from an Interstate or Primary route that carries in excess of 40,000 ADT through a major municipality, to that of closing one lane of traffic of a rural road that carries less than 60 ADT. Even though the response, personnel and action required from these two disasters would be completely different, there are some things that can be performed beforehand that would make our involvement not only timely and efficient, but also provide an immediate response to protect life and property. Pre-planning is essential not only for effective traffic management during any emergency or disaster, but also to insure the timely completion of all debris removal and repairs of State System roads. 2. Personnel Every department is required to respond to any disaster when requested. Typically, however, most incidences requir