for bridge closure during high wind...

Concept of Operations and Standard Operating Procedures May 2010 North Florida TPO 1022 Prudential Drive Jacksonville, FL 32207

Concept of Operations For Bridge Closure During High Wind Events

http://upload.wikimedia.org/wikipedia/en/8/87/WindMaster.jpg


Prepared by HNTB Corporation

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Summary This concept of operations document serves as a regional framework of operation for the emergency responders and various transportation agencies within North Florida for the use of road weather information to close bridges during high wind events. This document is developed for the responding agencies within North Florida, and in most part, developed by them. The concept of operations was developed to improve safety of the responders, enhance coordination between different responding agencies, understand wind sensor operation and its impact on various agencies roles and responsibilities, and provide guidelines for actions taken during high wind condition. This concept of operations answers the what, who, where, how, and when types of questions pertaining to bridge closure during high speed winds or gusts days. Four different scenarios were identified in the stakeholder meeting based on the wind speed and are summarized in Table E-1 on the next page. During stakeholder meeting held in October 2009, it was agreed that full closures will be implemented when sustained winds achieve 39 MPH in North Florida. This approach is preferred due to its ease and simplicity to implement when compared to partial closure scenario. Other techniques, such as “traffic pacing” and vehicle segregation (allowing passenger cars but not semitrailers to cross the bridge) were also evaluated. Although these strategies have been effective in other jurisdictions, these alternate methods were not recommended due to the complexities of the operations and potential for driver confusion.

To support this concept of operations, Road Weather Information Sensors (RWIS) were recommended for installation on each of the major bridges within the North Florida TPO planning boundaries. These locations were prioritized with the stakeholders working group and are summarized in Table E-2.

A review of various technologies available for RWIS was performed and an assessment is provided within this Concept of Operations. The selection of the final technologies will be performed during the design and procurement phase of the project.

The estimated costs for installing RWIS sensors on all 18 bridges is $1,051,600 which assumes fiber optic connections to the FDOT backbone system. The annual operations and maintenance costs were for the system for communications and regularly scheduled maintenance of the devices were estimated to be $90,471. Alternative forms of communications such as wireless communications (microwave line of sight, cellular digit package data and satellite using the National Weather Services network) are available that may be able to significantly lower the costs of the installation and operations and maintenance costs. The final costs of implementation will be determined during the design and procurement phase of the project.



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Table E-1. Operational Scenarios

Threshold Approach Advantages Disadvantages

19 MPH to 38 MPH

Weather Advisory N/A N/A

39 MPH Complete Closure

Simple to operate and implementdue to no vehicle segregation

Lower deployment cost of law enforcement officers

Lower safety risk to the public by closing bridge to all traffic

Higher frequency of full closures

Higher vehicle diversions

Higher cost to the public due to more frequent diversions

Conservative approach by closing bridges to all traffic

Provides poor mobility

May complicate regional evacuation plans

Higher deployment cost of law enforcement personnel

39 MPH to 49 MPH

Tiered Closure

Lower frequency of full closures

Greater mobility by allowing passenger cars to pass

Fewer vehicle diversions

Less cost to the public due to fewer diversions

Complicated to operate andrequires greater coordination

Higher deployment cost of law enforcement officers

Higher exposure of law enforcement officer to the hazardous conditions to segregate vehicles

Higher safety risk to the public by allowing certain vehicles to pass during high speed wind conditions

39 MPH to 49 MPH

Tiered Closure

Using ITS





Simple to operate and requires greater coordination

Less deployment cost of law enforcement officers

Less exposure of law enforcement officer to the hazardous conditions for segregating vehicles

Higher cost of implementation




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Table E-2. Priority Road Weather Information Sensor Locations

County Crossing Bridge Existing Phase I Phase II

Duval

St. Johns and Trout River

I-95, Fuller Warren Bridge

I-295, Buckman Bridge

SR 9A, Dames Point Bridge

SR 115, Matthews Bridge

I-95, Trout River Bridge

SR 13, Acosta Bridge

SR 228/US 1, Hart Bridge

US-90/SR-10, Main Street Bridge

SR 105, Heckscher Dr. Bridge

Intracoastal Waterway

SR 10, Atlantic Blvd Bridge

SR 202, JT Butler Blvd Bridge

US 90/SR 212, Beach Blvd Bridge

Nassau Intracoastal Waterway

SR 200/SR A1A Intracostal Bridge

SR A1A, Nassau Sound Bridge

Clay St. Johns River SR 16, Shands Bridge

US 17, Doctor's Inlet Bridge

St. Johns Intracoastal Waterway

SR 312, SR 312 Bridge

CR-210, Palm Valley Bridge

CR-206, Crescent Beach Bridge

SR A1A, Matanzas Bridge

SR A1A, Bridges of Lions

SR A1A, Vilano Bridge



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Table of Contents

1. Introduction ............................................................................................................................ 1

1.1. Definition of Standard Terms ..................................................................................................................... 1

2. Purpose .................................................................................................................................. 3

2.1. Systems Engineering “V” ........................................................................................................................... 3

2.2. Concept of Operations Outline .................................................................................................................. 4

3. System Overview .................................................................................................................. 6

3.1. Project Definition and Scope ..................................................................................................................... 6

3.2. System Background ..................................................................................................................................... 7

4. State of Practice Review .................................................................................................... 9

4.1. Existing State of Practice .......................................................................................................................... 9 4.2. National Weather Service ........................................................................................................................... 9

4.3. California Oregon Advance Transportation Systems (COATS) ......................................................... 9 4.4. Montana Department of Transportation ............................................................................................... 10

4.5. Nevada Department of Transportation ................................................................................................. 10

4.6. Washington Department of Transportation ........................................................................................... 11 4.7. Virginia Department of Transportation................................................................................................... 11

4.8. Wyoming Department of Transportation ............................................................................................... 12 4.9. Western Transportation Institute ........................................................................................................... 14

4.10. Florida Department of Transportation ................................................................................................... 15 4.11. Florida Statewide Survey .......................................................................................................................... 16

4.11.1. Participating Agencies ...................................................................................................................... 16

4.11.2. County Participation .......................................................................................................................... 16 4.11.3. Existing Standard Process ............................................................................................................... 17

4.11.4. Critical Wind Speed Limit ................................................................................................................. 17 4.11.5. Critical Wind Gust Limit ................................................................................................................... 18

4.11.6. Wind Speed Information Source ...................................................................................................... 19

4.11.7. Planned Action .................................................................................................................................... 19 4.11.8. Existing Coordination ...................................................................................................................... 20

4.11.9. Possible Countermeasures ............................................................................................................... 21 4.11.10. Additional Comments ...................................................................................................................... 22

5. Bridge Closure Incident Management Process ............................................................ 24

5.1. Detection ..................................................................................................................................................... 24

5.2. Verification ................................................................................................................................................. 24 5.3. Notification ................................................................................................................................................. 25

5.4. Response ..................................................................................................................................................... 26

5.5. Recovery ..................................................................................................................................................... 26 5.6. Traffic Management ................................................................................................................................. 26

5.7. Traveler Information ................................................................................................................................ 26 5.8. After Action Review .................................................................................................................................. 27



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6. Stakeholders’ Roles and Responsibilities ..................................................................... 28

6.1. North Florida Law Enforcement and Public Safety Agencies ......................................................... 28

6.2. FDOT Traffic Engineering and Operations Office ............................................................................... 29 6.3. FDOT Maintenance Office and Local Public Works Departments ................................................... 29

6.4. FDOT and County Emergency Management Departments ................................................................ 31 6.5. National Weather Service .......................................................................................................................... 31

6.6. Local Media ................................................................................................................................................... 31

7. Operational and Support Environment ........................................................................... 32

7.1. Institutional Environment.........................................................................................................................32

7.2. Technical Environment ............................................................................................................................. 33 7.2.1. Traffic Management Center ............................................................................................................ 33

7.2.2. Road Ranger Program ...................................................................................................................... 33 7.2.3. Existing ITS Network ........................................................................................................................ 33

7.2.4. FDOT Service Facilities ................................................................................................................... 35 7.2.5. Evacuation Routes ........................................................................................................................... 36

7.2.6. National Oceanic and Atmospheric Administration Weather Radio ..................................... 36

8. System Deployment ........................................................................................................... 37

8.1. Environmental Considerations ................................................................................................................ 37

8.2. Device Considerations .............................................................................................................................. 37 8.3. Data Sharing Considerations .................................................................................................................. 39

8.4. Other Data Source Considerations ....................................................................................................... 39 8.5. Power Supply Considerations................................................................................................................. 39

8.6. Device Specifications Considerations .................................................................................................. 40

8.7. Data Compatibility Considerations ....................................................................................................... 40 8.8. Automation Considerations .................................................................................................................... 40

8.9. Device Communication Considerations ................................................................................................ 40 8.10. Siting Considerations ............................................................................................................................... 40

8.11. Maintenance Considerations ................................................................................................................... 41 8.12. Location Considerations .......................................................................................................................... 42

8.12.1. Radial Proximity ............................................................................................................................... 42

8.12.2. Diversion Route Availability ........................................................................................................... 42 8.12.3. Bridge Length .................................................................................................................................... 42

8.12.4. Bridge Clearance .............................................................................................................................. 42 8.12.5. Number of lanes ................................................................................................................................ 42

8.12.6. Average Daily Traffic ....................................................................................................................... 42

8.12.7. Bridge Mobility .................................................................................................................................. 43 8.12.8. Location Prioritization .................................................................................................................... 44

9. Communication Plan and Operational Scenarios ......................................................... 45

9.1. Information Flow ....................................................................................................................................... 45

9.2. Emergency and Non Emergency Operations ...................................................................................... 46 9.2.1. Emergency Operation Center Activated ..................................................................................... 46

9.2.2. Non Emergency Operation ............................................................................................................. 47



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9.2.3. Law Enforcement Activities ........................................................................................................... 47 9.3. Operational Scenarios .............................................................................................................................. 48

10. Standard Operating Procedures ..................................................................................... 50

10.1. Implementation Plan Overview .............................................................................................................. 50

10.2. Responder Orientation and Coordination ............................................................................................ 50 10.2.1. Regional Bridge Safety Team ........................................................................................................ 50

10.2.2. Regional Bridge Safety Team Contact List ................................................................................ 50

10.2.3. Safety Team Annual review ........................................................................................................... 50 10.2.4. Traffic Incident Management ......................................................................................................... 50

10.3. Decision Support Framework ................................................................................................................. 50 10.4. Scenario 1: Weather Advisory ................................................................................................................. 52

10.4.1. Traveler Information ........................................................................................................................ 52 10.5. Scenario 2: Tiered Closure ...................................................................................................................... 52

10.5.1. Traveler Information ........................................................................................................................ 52

10.6. Scenario 3: Tiered Closure with ITS ...................................................................................................... 53 10.6.1. Traveler Information ........................................................................................................................ 53

10.7. Scenario 4: Full Closure ........................................................................................................................... 55 10.7.1. Traveler Information ........................................................................................................................ 55

10.8. Escalation Procedure ............................................................................................................................... 55

10.9. De-escalation Procedure ......................................................................................................................... 56 10.10. After Action Review ............................................................................................................................. 56

11. References .......................................................................................................................... 57

Appendix A: Statewide Survey Copy

Appendix B: FDOT Diversion Route Maps

Appendix C: FDEM Evacuation Routes and Contacts

Appendix D: Location Priority Ranking


Prepared by HNTB Corporation i

Table of Contents

1. Introduction ............................................................................................................................ 1

1.1. Definition of Standard Terms ..................................................................................................................... 1

2. Purpose .................................................................................................................................. 3

2.1. Systems Engineering “V” ........................................................................................................................... 3 2.2. Concept of Operations Outline .................................................................................................................. 4

3. System Overview .................................................................................................................. 6

3.1. Project Definition and Scope ..................................................................................................................... 6 3.2. System Background ..................................................................................................................................... 7

4. State of Practice Review .................................................................................................... 9

4.1. Existing State of Practice .......................................................................................................................... 9 4.2. National Weather Service ........................................................................................................................... 9 4.3. California Oregon Advance Transportation Systems (COATS) ......................................................... 9 4.4. Montana Department of Transportation ............................................................................................... 10 4.5. Nevada Department of Transportation ................................................................................................. 10 4.6. Washington Department of Transportation ........................................................................................... 11 4.7. Virginia Department of Transportation................................................................................................... 11 4.8. Wyoming Department of Transportation ............................................................................................... 12 4.9. Western Transportation Institute ........................................................................................................... 14 4.10. Florida Department of Transportation ................................................................................................... 15 4.11. Florida Statewide Survey .......................................................................................................................... 16

4.11.1. Participating Agencies ...................................................................................................................... 16 4.11.2. County Participation .......................................................................................................................... 16 4.11.3. Existing Standard Process ............................................................................................................... 17 4.11.4. Critical Wind Speed Limit ................................................................................................................. 17 4.11.5. Critical Wind Gust Limit ................................................................................................................... 18 4.11.6. Wind Speed Information Source ...................................................................................................... 19 4.11.7. Planned Action .................................................................................................................................... 19 4.11.8. Existing Coordination ...................................................................................................................... 20 4.11.9. Possible Countermeasures ............................................................................................................... 21 4.11.10. Additional Comments ...................................................................................................................... 22

5. Bridge Closure Incident Management Process ............................................................ 24

5.1. Detection ..................................................................................................................................................... 24 5.2. Verification ................................................................................................................................................. 24 5.3. Notification ................................................................................................................................................. 24 5.4. Response ..................................................................................................................................................... 25 5.5. Recovery ..................................................................................................................................................... 25 5.6. Traffic Management ................................................................................................................................. 25 5.7. Traveler Information ................................................................................................................................ 25 5.8. After Action Review ................................................................................................................................. 26



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6. Stakeholders’ Roles and Responsibilities ...................................................................... 27

6.1. North Florida Law Enforcement and Public Safety Agencies .......................................................... 27 6.2. FDOT Traffic Engineering and Operations Office ............................................................................... 28 6.3. FDOT Maintenance Office and Local Public Works Departments ................................................... 28 6.4. FDOT and County Emergency Management Departments .............................................................. 30 6.5. National Weather Service ........................................................................................................................ 30 6.6. Local Media ................................................................................................................................................. 30

7. Operational and Support Environment ............................................................................ 31

7.1. Institutional Environment.......................................................................................................................... 31 7.2. Technical Environment .............................................................................................................................32

7.2.1. Traffic Management Center ............................................................................................................32 7.2.2. Road Ranger Program ......................................................................................................................32 7.2.3. Existing ITS Network ........................................................................................................................32 7.2.4. FDOT Service Facilities ................................................................................................................... 34 7.2.5. Evacuation Routes ........................................................................................................................... 35 7.2.6. National Oceanic and Atmospheric Administration Weather Radio ..................................... 35

8. System Deployment ........................................................................................................... 36

8.1. Environmental Considerations ............................................................................................................... 36 8.2. Device Considerations ............................................................................................................................. 36 8.3. Data Sharing Considerations .................................................................................................................. 38 8.4. Other Data Source Considerations ....................................................................................................... 38 8.5. Power Supply Considerations................................................................................................................. 38 8.6. Device Specifications Considerations .................................................................................................. 39 8.7. Data Compatibility Considerations ....................................................................................................... 39 8.8. Automation Considerations .................................................................................................................... 39 8.9. Device Communication Considerations ................................................................................................ 39 8.10. Siting Considerations ............................................................................................................................... 39 8.11. Maintenance Considerations .................................................................................................................. 40 8.12. Location Considerations ........................................................................................................................... 41

8.12.1. Radial Proximity ................................................................................................................................ 41 8.12.2. Diversion Route Availability ............................................................................................................ 41 8.12.3. Bridge Length ..................................................................................................................................... 41 8.12.4. Bridge Clearance ............................................................................................................................... 41 8.12.5. Number of lanes ................................................................................................................................. 41 8.12.6. Average Daily Traffic ........................................................................................................................ 41 8.12.7. Bridge Mobility .................................................................................................................................. 42 8.12.8. Location Prioritization .................................................................................................................... 43

9. Communication Plan and Operational Scenarios ......................................................... 44

9.1. Information Flow ....................................................................................................................................... 44 9.2. Emergency and Non Emergency Operations ...................................................................................... 45

9.2.1. Emergency Operation Center Activated ..................................................................................... 45 9.2.2. Non Emergency Operation ............................................................................................................. 46



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9.2.3. Law Enforcement Activities ........................................................................................................... 46 9.3. Operational Scenarios .............................................................................................................................. 47

10. Standard Operating Procedures ..................................................................................... 49

10.1. Implementation Plan Overview .............................................................................................................. 49 10.2. Responder Orientation and Coordination ............................................................................................ 49

10.2.1. Regional Bridge Safety Team ........................................................................................................ 49 10.2.2. Regional Bridge Safety Team Contact List ................................................................................ 49 10.2.3. Safety Team Annual review ........................................................................................................... 49 10.2.4. Traffic Incident Management ......................................................................................................... 49

10.3. Decision Support Framework ................................................................................................................. 49 10.4. Scenario 1: Weather Advisory ................................................................................................................... 51

10.4.1. Traveler Information .......................................................................................................................... 51 10.5. Scenario 2: Tiered Closure ........................................................................................................................ 51

10.5.1. Traveler Information .......................................................................................................................... 51 10.6. Scenario 3: Tiered Closure with ITS ...................................................................................................... 52

10.6.1. Traveler Information ........................................................................................................................ 52 10.7. Scenario 4: Full Closure ........................................................................................................................... 53

10.7.1. Traveler Information ........................................................................................................................ 53 10.8. Escalation Procedure ............................................................................................................................... 53 10.9. De-escalation Procedure ......................................................................................................................... 54 10.10. After Action Review ................................................................................................................................. 54

11. References .......................................................................................................................... 55

Appendix A: Statewide Survey Copy

Appendix B: FDOT Diversion Route Maps

Appendix C: FDEM Evacuation Routes and Contacts

Appendix D: Location Priority Ranking



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Table of Figures

Figure 1. Systems Engineering “V” ............................................................................................................................................... 3

Figure 2. North Florida TPO Service Area Map ......................................................................................................................... 6

Figure 3. Probability of Overturn Crashes in Wyoming under Dry Roadway Conditions ............................................... 12

Figure 4. Critical Wind Speeds for Sliding and Overturning Crashes by Vehicle Weight ............................................... 13

Figure 5. Critical Wind Speeds for Sliding and Overturning Crashes by Vehicle Height ................................................ 13

Figure 6. Agency Participation ................................................................................................................................................... 16

Figure 7. Existing Standard Process .......................................................................................................................................... 17

Figure 8. Critical Wind Speed Limit ............................................................................................................................................ 18

Figure 9. Wind Gust Speed Limit ................................................................................................................................................ 18

Figure 10. Source of Wind Speed Information .......................................................................................................................... 19

Figure 11. Preferred Source of Wind Speed Information ....................................................................................................... 20

Figure 12. Preferred Source of Wind Speed Information Dissemination to Public ........................................................... 21

Figure 13. Standard Operating Processes ................................................................................................................................ 24

Figure 14. Florida Department of Transportation Districts .................................................................................................. 31

Figure 15. Existing ITS Coverage ............................................................................................................................................... 33

Figure 16. FDOT Service Facility Map ....................................................................................................................................... 34

Figure 17. Wind Vane .................................................................................................................................................................... 36

Figure 18. Propeller Anemometer .............................................................................................................................................. 37

Figure 19. Cup Anemometer ........................................................................................................................................................ 37

Figure 20. Sonic Anemometer ................................................................................................................................................... 38

Figure 21. Typical Wind Sensor Installation Details ............................................................................................................... 40

Figure 21. Bridge Location Score ............................................................................................................................................... 42

Figure 22. Operational Flow Chart ............................................................................................................................................ 44

Figure 23. Emergency Operation Communication Chart ..................................................................................................... 45

Figure 24. Non-emergency Operation Communication Chart ............................................................................................. 46

Figure 25. Bridge Specific Decision Support Framework .................................................................................................... 50

Figure 26. Tiered Closure with ITS – Operational Flow ......................................................................................................... 52



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List of Tables

Table 1: Montana Department of Transportation Tiered Approach .................................................................................... 10

Table 2: Nevada Department of Transportation Tiered Approach ...................................................................................... 10

Table 3: Washington Department of Transportation Tiered Approach ............................................................................... 11

Table 4: Virginia Department of Transportation Multi-Tiered Approach ........................................................................... 11

Table 5: Critical Wind Speeds for Trucks and Trailers ........................................................................................................... 12

Table 6: Critical Wind Speeds for Recreational Vehicles with 2 ft. Wheel Diameter....................................................... 12

Table 7: Critical Wind Speeds for Recreational Vehicles with 3 ft. Wheel Diameter ....................................................... 13

Table 8: Average Rating and Ranking of Countermeasures ................................................................................................. 21

Table 9: Location Prioritization by County ............................................................................................................................. 43

Table 10: Oprational Scenarios ................................................................................................................................................... 47

Quality Control Tracking Information Item Name Date Originator Sharma 12/17/2009 Reviewed By Shaw 12/22/2009 Revisions Made By Sharma 12/29/2009 Reviewed By Carrick 02/01/2010 Revisions Made By Sharma 02/05/2010 Reviewed By McDowell 02/11/2010 Revisions Made By Sharma 02/12/2010 Reviewed By Shaw 3/22/2010 Revisions Made By Sharma 3/26/2010 Verified By: Shaw 3/26/2010 Reviewed By Carrick 4/13/2010 Revisions Made By Sharma 4/26/2010 Verified By Shaw 4/30/2010



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1. Introduction

This concept of operations document will serve as a regional framework of operation for the emergency responders and various transportation agencies within North Florida. This document is developed for the responding agencies within North Florida, and in most part, developed by them. The concept of operations is developed to improve safety of the responders, enhance coordination between different responding agencies, understand wind sensor operation and its impact on various agencies roles and responsibilities, and provide guidelines for actions taken during high wind condition. This concept of operations will answer the what, who, where, how, and when types of questions pertaining to bridge closure during high speed winds or gusts days.

This concept of operations document also provides various operational scenarios that will be developed based on the stakeholder agreement on establishing the critical wind speeds for bridge closures.

1.1. Definition of Standard Terms

This section provides definition of standard terms that are used in this document. The source of the definitions is also listed along with them.

System: According to the Federal Highway Administration, a system is a combination of interacting elements organized to achieve one or more stated purposes.

Systems Engineering

Systems engineering integrates all the disciplines and specialty groups into a team effort forming a structured development process that proceeds from concept to production to operation. Systems engineering considers both the business and the technical needs of all customers with the goal of providing a quality product that meets the user needs.

: According to the Federal Highway Administration, systems engineering is an interdisciplinary approach and means to enable the realization of successful systems. It focuses on defining customer needs and required functionality early in the development cycle, documenting requirements, and then proceeding with design synthesis and system validation while considering the complete problem.

Intelligent Transportation System (ITS): According to the Federal Highway Administration, ITS encompass a broad range of wireless and wire line communications-based information and electronics technologies. When integrated into the transportation system's infrastructure, and in vehicles themselves, these technologies relieve congestion, improve safety, and enhance individual productivity.

ITS Project: According to the Federal Highway Administration, an ITS project is any project that in whole, or in part, funds the acquisition of technologies or systems of technologies that provide or significantly contribute to the provision of one or more ITS user services as defined in the National ITS Architecture.

ITS Architecture

The functions (e.g., gather traffic information or request a route) that are required for ITS.

: According to the Federal Highway Administration, the National ITS Architecture provides a common framework for planning, defining, and integrating ITS. It is a mature product that reflects the contributions of a broad cross-section of the ITS community (transportation practitioners, systems engineers, system developers, technology specialists, consultants, etc.). The architecture defines:

The physical entities or subsystems where these functions reside (e.g., the field or the vehicle).

The information and data flows that connect these functions and physical subsystems together into an integrated system.

Decision Support System: Decision support system is a knowledge-based system that is developed to support responders in making informed, timely, accurate, and approved decisions.

Sustained Wind: According to the National Weather Service, a sustained wind is the wind speed determined by averaging the observed wind speed values over a 2 minutes period.

Wind Gusts: According to the National Weather Service, a wind gust is a rapid fluctuation of wind speed with variations of 10 knots (11.5 miles per hour) or more between peaks and lulls.

Knot: According to the National Weather Service, a knot is the unit of speed used in navigation, equal to 1 nautical mile per hour or about 1.15 miles per hour.

Road Weather Information System or RWIS: The Road Weather Information System (RWIS) is a network of meteorological, hydrological, and pavement sensors located along the roadway system. RWIS stations are located in strategic locations to provide accurate real-time road weather information and critical observations for forecasts. Meteorological data include air temperature and humidity, visibility distance, wind



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speed and direction, precipitation type and rate, cloud cover, tornado or waterspout occurrence, lightning, storm cell location and track, as well as air quality. Pavement data include pavement temperature, pavement freezing point, pavement condition (e.g., wet, icy, flooded), pavement chemical concentration, and subsurface conditions (e.g., soil temperature). Hydrological data include stream, river, and lake levels near roads, as well as tide levels (e.g., hurricane storm surge).

Vehicle Profile: Vehicle profile applies to the length and height of the vehicle. A “high profile vehicle” is the vehicle with length and height larger than the average vehicles such as, passenger cars. According to Traffic Engineering Manual, published by the Institute of Transportation Engineers, the passenger cars have length range between 13 ft. and 18.5 ft. and height between 4.3 ft. and 5.5ft. The examples of high profile vehicles are tractor trailers, pickup trucks, recreational vehicles (RVs), etc.

Windsock: A windsock or wind cone is a conical textile tube designed to indicate wind direction and relative wind speed. Wind direction is the opposite of the direction in which the windsock is pointing. Wind speed is indicated by the windsock's angle relative to the mounting pole; in low winds, the windsock droops; in high winds it flies horizontally.

Corrosion: Corrosion is the process of disintegration of material due to chemical reactions with its surroundings. For example, iron corrodes when in contact with moist air.

Convection: Convection is generally referred to as the transportation of heat and moisture by the movement of a fluid. In meteorology, the term is used specifically to describe vertical transport of heat and moisture in the atmosphere, especially by updrafts and downdrafts in an unstable atmosphere.

Transducer: A transducer is a device, electrical, electronic, electro-mechanical, electromagnetic, photonic, or photovoltaic, that converts one type of energy or physical attribute to another for various purposes including measurement or information transfer.

Clarus: Clarus is an initiative to develop and demonstrate an integrated surface transportation weather observing, forecasting and data management system, and to establish a partnership to create a Nationwide Surface Transportation Weather Observing and Forecasting System (NSTWOFS). The objective of Clarus is to provide information to all transportation managers and users to alleviate the effects of adverse weather (e.g., fatalities, injuries, and delays).

Terms and Abbreviations

NWS: National Weather Service

: This document contains some familiar terms and abbreviations, and the descriptions of these terms and abbreviations are shown in the list below:

AWOS: Automated Weather Observing Systems

ASOS: Automated Surface Observing Systems

RWIS: Road Weather Information Systems

NWR: NOAA Weather Radio

TMC: Traffic Management Center

CCTV: Closed Circuit Television or traffic cameras

EOC: Emergency Operations Center

FHP: Florida Highway Patrol

DMS: Dynamic Message Signs

Dispatch: Law enforcement regional dispatch center

Flashers: Static signs with flashing lights



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2. Purpose

This concept of operations document is being developed by the North Florida Transportation Planning Organization (TPO), in association with the regional transportation management and operations agencies such as, Florida Department of Transportation (FDOT), county and local public works departments, emergency operation centers, regional law enforcement agencies, and emergency medical services and fire and rescue departments. The representatives from these agencies are identified as stakeholders in this project. The stakeholders proactively identify the need and purpose of the project and help develop the standard operating guidelines and operational scenarios for this project.

The concept of operations is a critical planning stage where the stakeholders play a key role in defining the needs of the project and its outcome. Stakeholders are involved through the various stages of the project, from defining and specifying the needs, to integration and verification of the system in the field.

The North Florida region has numerous bridges spanning across Intracoastal Waterways (ICWW), rivers, creeks, roadways etc. These include the eight St. Johns River bridge crossings within the project region. The proximity to the Atlantic Ocean creates a situation that many bridges may experience sustained high speed winds and frequent gusts. High winds potentially disrupt the traffic flow on bridges and create safety concerns for the responders as well as the traveling public. To manage the high wind situations near bridges, law enforcement agencies in Northeast Florida have implemented various approaches, which include closing bridges completely for all traffic. There remains a need to enhance the existing practices by standardizing and documenting procedures, based upon state and national best practices, and stakeholder input. The purpose of this project is to develop the standard operating guidelines for responding agencies, which may be implemented with a memorandum of understanding between these agencies.

2.1. Systems Engineering “V”

The concept of operations is developed to be consistent with the Federal Highway Administration’s system engineering “V” for the ITS system deployment. The “V” consists of two distinct sides as shown in Figure 1. The left side consists of updating regional ITS architecture, concept exploration, concept of operations, synthesize design for the overall system, and start implementation in the field. The right side consists of testing, implementation, operation, and maintenance of the overall system. The central core of the “V” connects the two sides of “V” by implementing the system validation plan, device testing plan, and system verification. The systems engineering “V” covers the entire project life cycle ranging from the need definition to the system operation and maintenance.

Figure 1. Systems Engineering “V”

*Source: Systems Engineering for Intelligent Transportation System, Federal Highway Administration



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The Federal Highway Administration defines system engineering as an interdisciplinary approach and means to enable the realization of successful systems. It focuses on defining customer needs and required functionality early in the development cycle, documenting requirements, and then proceeding with design synthesis and system validation while considering the complete problem.

Systems engineering integrates all disciplines and specialty groups into a team effort forming a structured development process that proceeds from concept to production to operation. Systems engineering considers both the business and the technical needs of all customers with the goal of providing a quality product that meets the user needs.

Systems engineering processes identifies the role of stakeholders as the key aspect in the project life cycle.

2.2. Concept of Operations Outline

The concept of operations will act as a reference document for the stakeholders to provide details on how the system will behave and interact with the users. The following is the section outline of this concept of operations document:

Section 3. System Overview

1. Project definition and scope

: The following information are discussed in the system overview section

2. System background

Section 4. State of Practice Review: The state of practice across US is discussed to provide insight on best practices by various agencies. Various reference documents are identified that provide support to this concept of operations document. This section also summarizes the statewide survey conducted with various agencies within the State of Florida to help develop the implementation strategies.

Section 5. Bridge Closure Incident Management: The incident management during bridge closure activities are classified into detection, verification, notification, response, traveler information, traffic management, recovery, and after action review. These processes are discussed briefly in this section.

Section 6. Stakeholders’ Roles and Responsibilities: The stakeholders’ roles and responsibilities are discussed in detail in this section.

Section 7. Operational and Support Environment: The institutional and technical environment in which the device operates are discussed in detail in this section including, traffic management center, road ranger program, existing ITS network, location of the FDOT facilities, evacuation routes, location of dynamic message signs, and NOAA weather radio.

Section 8. System Deployment

8.1. Environmental considerations

: The following areas will be discussed in detail in this section:

8.2. Device considerations

8.3. Data sharing considerations

8.4. Other data source considerations

8.5. Power supply considerations

8.6. Device specifications considerations

8.7. Data compatibility considerations

8.8. Automations considerations

8.9. Device communication considerations

8.10. Siting considerations

8.11. Maintenance considerations

8.12. Location considerations

Section 9. Communication Plan and Operational Scenarios

: This section outlines the communication plan of various agencies involved in the response activities and establishing command and control depending on the emergency and non-emergency scenarios. Various operational scenarios are presented to standardize bridge operation process by setting up the critical wind speed limits.



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Section 10. Standard Operating Procedures:

This section provides a detailed operating guidelines for the four different high wind scenarios, and provides the implementation plan overview, responder orientation and coordination, decision support framework, escalation and de-escalation procedures, and after action review.



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3. System Overview

3.1. Project Definition and Scope

Florida’s rivers, the Intracoastal Waterway, and proximity to the ocean create a unique vulnerability to high winds for the state’s roadway bridges. During hurricane evacuations, vehicular traffic on those bridges can be impacted by high winds, potentially creating an unsafe driving environment. The project area includes four counties Duval, Nassau, Clay and St. Johns County. Duval and parts of other three counties falls under the North Florida TPO service area. The North Florida TPO, in conjunction with the Florida Highway Patrol and Florida Department of Transportation (FDOT), is developing this concept of operations document. This document will aid in understanding the state of practice across the nation, and develop standard operating guidelines for the responders within North Florida. Figure 2 shows the North Florida TPO service area map.

Figure 2. North Florida TPO Service Area Map

The eight St. Johns River crossings, coupled with a dozen Intracoastal Waterway crossings, and several other bridges are important parts of the area’s roadway network. Most regional hurricane evacuation routes use one or more of these bridges, which mean that closure of any bridge, can impact regional evacuation and the safety of residents. The project scope included ten bridge locations within the North Florida TPO service area that are approved for initial wind sensor device deployment. These bridges are:

1. I-95, Fuller Warren Bridge

2. US 1 or SR 228, Hart Bridge

3. SR 115, Matthews Bridge

4. SR 9A, Dames Point Bridge

5. I-295, Buckman Bridge

6. SR 10, Atlantic Blvd ICWW Bridge

7. US 90 or SR 212, Beach Blvd ICWW Bridge

8. SR 202, JT Butler ICWW Bridge



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9. SR A1A, Vilano ICWW Bridge

10. SR 312, Mickler O’Connell ICWW Bridge

Other bridges that are under further evaluation are:

11. SR A1A, Bridges of Lions

12. SR A1A, Matanzas Bridge

13. CR-206, Crescent Beach ICWW Bridge

14. CR-210, Palm Valley ICWW Bridge

15. SR A1A, Nassau Sound Bridge

16. SR 200/SR A1A, ICWW Bridge

17. US-90/SR-10, Main Street Bridge

18. SR 13, Acosta Bridge

19. SR 105, Heckscher Drive Bridge

20. I-95, Trout River Bridge

21. US 17, Doctor’s Inlet Bridge

22. SR 16, Shands Bridge

3.2. System Background

In April 2006, the North Florida TPO, then called the First Coast Metropolitan Planning Organization, in partnership with the Jacksonville Transportation Authority, FDOT District 2, City of Jacksonville, and other members of the First Coast ITS Coalition developed a Regional Intelligent Transportation Systems Master Plan to:

Establish the region's vision and goals for intelligent transportation systems

Determine the steps needed to achieve those goals

Guide the Coalition in coordinating, integrating, and prioritizing projects

The study area encompassed four counties within the North Florida TPO boundary - Clay, Duval, Nassau, and St. Johns, as well as neighboring counties - Alachua, Baker, Bradford, Flagler, Putnam and Union. The project was completed in the fall of 2007. The Regional Intelligent Transportation Systems Master Plan was divided into the following four parts:

First Coast Regional Intelligent Transportation Systems Operational Concept, which presents the regional mission, vision, goals and objectives, identifies the stakeholders that play a part in regional intelligent transportation system activities, and defines their roles and responsibilities for providing key transportation services within the region.

First Coast Regional Intelligent Transportation Systems Architecture, which is a roadmap for transportation systems integration in the First Coast region over the next 10 years.

Approach to Intelligent Transportation Systems Project Planning and Implementation, which defines a process that will bring the proposed projects into the funding mainstream of either the North Florida TPO or other mechanism for areas outside the North Florida TPO.

Five- and Ten-year Implementation Plan, which establishes the planned deployments for the members of the Coalition in the near- and mid-term periods.

This project builds on the work completed as a part of the Regional ITS Master Plan to develop a concept of operations document for wind sensor deployment within the North Florida TPO service area.



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Identification of the existing ITS infrastructure within the North Florida region is vital to this concept of operations document. A more detailed discussion on the technical considerations is provided in the later sections of this document. ITS includes the Road Weather Information System, Dynamic Message Signs, Highway Advisory Radio, Closed Circuit Television camera, and others for the management and operation of the roadway facilities. During severe weather and major incidents, the ITS systems, where available, plays a major role in managing the traffic through the problem areas, such as information dissemination to traveling public, notifying responding agencies, automatically sensing the weather conditions, and notifying the traffic management center and emergency operations center.



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4. State of Practice Review

A state of the practice literature review was conducted to understand how other state handle severe weather conditions such as, high speed winds, thunder storms, snow storms, etc. Published papers, agency studies, and unpublished reports chronicle national approaches towards managing and operating traffic in the severe weather conditions. They are discussed briefly in this section, after a simple description of existing practices in the Northeast Florida area.

4.1. Existing State of Practice

North Florida law enforcement agencies have tried a number of approaches in recent years to deal with the high wind conditions on the local bridges. Such efforts have included attempts to segregate high profile and vulnerable vehicles from traffic and prevent their use of the bridges and complete closure of the roadway or bridges. The decision to close the bridge operation is made when the wind speed reaches the threshold of 40 MPH. The decision to close one or more bridges is somewhat subjective, and typically made by officers on scene, after consultation with supervision.

Law enforcement officers from the Florida Highway Patrol, Jacksonville Sheriff’s Office, the Beaches Police Departments, St. Johns County Sheriff’s Office, and Nassau County Sheriff’s Office are typically assigned to monitor bridges during severe weather. More recently, officers have been issued with handheld wind sensors or anemometers to measure wind speed at the problem location and then make safety decisions under supervision of agency senior officials. This approach although proven effective, is highly manual and requires constant presence of on-duty law enforcement officer.

4.2. National Weather Service

The local National Weather Service approach towards issuing wind speed advisories to the public or private agencies uses two-tiered wind advisories, based on wind speed thresholds, as follows:

1. Weather advisory is issued if the sustained high speed winds of 25-39 MPH or frequent wind gust(s) of 45-57 MPH are detected for 2 minutes.

2. Weather advisory is issued if frequent wind gust(s) of 40 MPH or greater occur over 1 hour, or 58 MPH or greater for any duration is detected.

The National Weather Service establishes different thresholds for the different parts of the country, depending on the location and topography. These thresholds are obtained from the National Oceanographic Atmospheric Administration (NOAA) website and appear consistent for the conditions within the State of Florida.

4.3. California Oregon Advance Transportation Systems (COATS)

A study conducted by Kumar et al., for the Research and Innovative Technology Administration of US Department of Transportation titled, “Comparative Evaluation of Automated Wind Warning System”, studied the effectiveness of the thresholds used by the States of California and Oregon. COATS deployed automatic wind sensor advisory system at three locations within the States of California and Oregon. These sensors are strategically located where the high profile vehicles may wait until the wind subsides or may choose to detour to avoid traveling in the high speed winds. The three bridge locations equipped with the wind speed advisory systems are:

1. US 101, South Coast System, 27 miles long, between Port Orford and Gold Beach, Oregon

2. US 101, Yaquina Bay Bridge System, 4300 ft. long, Oregon

3. Interstate 5 System, 32 miles long, between Weed and Yreka, California

The South Coast system includes a 27 mile long segment of US 101 that experiences wind speeds of up to 120 MPH. The system’s automatic sensors are strategically located to provide parking or detour for high profile vehicles, and automatic flashing warning signs located at either ends of the corridor. A warning advisory is issued using flashing beacons to warn motorists of the wind speed greater than 35 MPH. The signs are deactivated when the wind speed fall under 25 MPH.



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The Yaquina Bay Bridge is a 4,300 ft. long bridge that has automated systems in place with flashing beacons on static signs. When the wind speed detected is greater than 35 MPH, the wind sensor controller sends a signal to static sign controller to activate the flashers. The controller attached to the wind sensor also sends a signal to the traffic management center. The traffic management center continuously monitors the wind condition. When the wind speed reaches to 80 MPH or more, they dispatch maintenance personnel to close the bridge. The warning signs are placed at a distance to provide drivers sufficient time to detour or exit. The signs are deactivated when the wind speed falls under 25 MPH.

The Interstate 5 system is a 32 mile long segment between the States of California and Oregon. This corridor segment experiences unexpected gusty winds due to its proximity to Mount Shasta. Although the system is not fully automated, the wind speed sensors reading at a station, on a rest area, along the route are monitored by the traffic management center. Static high speed wind warning signs are located along the route within the State of Oregon, but without accompanying flashing beacons. In California, two changeable message signs are located at either end of the corridor. These changeable message signs are activated manually when the wind speed of 35 MPH or greater is recorded. The signs are deactivated when the wind speed falls under 25 MPH.

4.4. Montana Department of Transportation

The Best Practices for Road Weather Management System report, published by the Federal Highway Administration, lists Montana DOT among the states that have successfully installed a high speed wind warning system. A semi-automated system is implemented along a 27 mile long segment of Interstate 90. The system utilizes wind speed and direction data from Road Weather Information Systems (RWIS) stations to alert traffic management center operators, who then posts messages on all four interconnected dynamic message signs to warn motorists of the severe cross winds in the segment. The transportation managers employ two different strategies; advisory strategy to alert motorists; and control strategy to restrict high profile vehicles entering the roadway segment. The traffic management center operators are alerted when wind speed exceeds 20 MPH. Table 1 shows the tiered approach based on wind speed thresholds:

Table 1. Montana Department of Transportation Tiered Approach

Average Wind Speed Maximum Wind Gust Speed DMS Message

20 MPH to 39 MPH NA Caution: Watch For Severe Wind Speed

Greater than 39 MPH NA Severe Crosswind: High Profile Units Exit

4.5. Nevada Department of Transportation

The Nevada DOT’s high wind warning system was also listed among the states with best practices for Road Weather Management System by the Federal Highway Administration. The system is deployed on the 7 miles segment of US 395 located in Washoe County between Reno and Carson City. This roadway segment often experiences a crosswind with speeds of 70 MPH or greater that poses threat to high profile vehicles. The completely automated system provides drivers with warning of high wind conditions and prohibits travel of designated vehicles during severe crosswinds. These warnings are disseminated using the strategically located dynamic message signs along the corridor. Table 2 shows the tiered approach based on wind speed thresholds:

Table 2. Nevada Department of Transportation Tiered Approach


15 MPH to 30 MPH 20 MPH to 40 MPH High Profile Vehicles Not Advised

Greater than 30 MPH Greater than 40 MPH High Profile Vehicles Prohibited



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4.6. Washington Department of Transportation

The Washington DOT has deployed three semi-automatic high speed wind alert systems at locations that experience high speed winds. These locations are the segments within SR 520, I-90, and SR 104. The system utilizes data from anemometers which is processed using a remote processing unit controller. The controller alerts the traffic management center to activate or deactivate dynamic message signs that warn or prohibit motorists traveling these vulnerable roadway sections. Table 3 shows the tiered approach based on wind speed thresholds.

Table 3. Washington Department of Transportation Tiered Approach


40 MPH sustained for 1 minute 40 MPH sustained for 1 minute Warning: High Wind Speed

50 MPH sustained for 15 minutes 50 MPH sustained for 15 minutes Bridge Closed

At the fourth location, along SR 16, the Washington DOT uses a windsock method to estimate wind speed and direction. The traffic management operator views the video images of position of the windsock and activates or deactivates the dynamic message signs depending on the windsock reading.

4.7. Virginia Department of Transportation

The Virginia DOT implemented a tiered approach to operate the Chesapeake Bay Bridge-Tunnel. The bridge experiences strong winds that results in safety concerns to the vehicular traffic. Table 4 shows the tiered approach, based on wind speed thresholds at the Chesapeake Bay Bridge:

Table 4. Virginia Department of Transportation Multi-Tiered Approach

Level Wind Speed Vehicle Restrictions

Level 1 40 MPH Large pick-up campers; camper trailers; house trailers; anything being towed; vehicles with any exterior cargo

Level 2 47 MPH

Motorcycles; large pick-up campers; camper trailers; house trailers; anything being towed; vehicles with any exterior cargo; empty tractor trailers not to include empty tanker trucks; small six-wheel trucks such as moving vans, rental trucks, school buses, etc. Tractor-trailers must gross 30,000 pounds payload in addition to the weight of the rig and six-wheel trucks must gross 15,000 pounds payload in addition to the weight of the rig in order to be allowed to cross the facility during Level 2 wind restrictions. Tractors without trailers are allowed to cross.

Level 3 55 MPH

The only types of vehicles allowed to cross are cars without exterior cargo; pick-up trucks without cargo; mini-vans; vans not to include high-profile/conversion vans; SUVs; tractors without trailers; empty flatbed trailers, commercial buses and heavily-laden tractor-trailers with a 40,000 payload in addition to the rig.

Level 4 60 MPH The only types of vehicles allowed to cross are cars without exterior cargo, pick-up trucks without cargo, mini-vans, and SUVs.

Level 5 Hurricane Force Winds and Other Weather Condition

The Chesapeake Bay Bridge-Tunnel is closed to all traffic due to unforeseen weather conditions or safety concerns. We strive to make this interruption to traffic as short as possible.

This approach segregates the traffic based on vehicle profiles and enforces restrictions using law enforcement officers. The information about the closures is also posted on the Virginia DOT website.



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4.8. Wyoming Department of Transportation

The Transportation Research Board in association with the Wyoming DOT conducted a study titled, “Intelligent Transportation Systems for Operation of Roadway Segments in High Wind Conditions”, by Young and Liesman. This study examined the truck safety in high speed wind situations including how critical weather conditions can be identified; what the various levels of operations can be; the means of identifying at-risk vehicles; and the benefits of implementing an advanced system to operate these high hazard roadway segments. The roadway segments studied are along Interstate 80 and Interstate 25. The study reviewed various efforts made in past and concluded that the critical variables for monitoring roadway segments in high wind conditions are, wind speed, the difference between wind speed and wind gust speed, road surface condition, and the combination of a vehicle weight and profile characteristics. The study recommends various operation levels representing a tiered system to manage and operate roadway segments that are susceptible to high speed winds, they are:

1. Level 1: Wind and surface variable thresholds for advisory message

2. Level 2: Wind and surface variable thresholds to determine road closures to all traffic

3. Level 3: Wind, surface, and vehicle profile variable thresholds to determine road closures for all high profile vehicles

4. Level 4: Wind, surface, vehicle profile, and vehicle weight variable thresholds to determine road closure for all high-profile, light weight vehicles

Wind speed thresholds were not established as part of the study. The study also suggested the use of various technologies to segregate traffic, such as, use of weigh in motion techniques to segregate light weight vehicles and use of a vertical video detection system to measure vehicle’s longitudinal profile (length and height).

Study Analysis

Figure 3. Probability of Overturn Crashes in Wyoming under Dry Roadway Conditions

: The operational thresholds discussed in the study were classified into three categories: wind speed, road surface condition, and vehicle types. This analysis is important in understanding the effects of these parameters in the management and operations of the roadway systems. Figure 3 shows the probability of overturning crashes under dry conditions.

*Source: TRB Journal-2000, Young and Liesman

Slick roadway condition yielded significantly lower probabilities of overturning crashes during similar wind speeds when compared to dry roadway condition. The authors provided the reasoning that the slick roadway condition is a visible hazard to driver, which results in more cautious driving than in the dry roadway condition.



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In this study, work done by Saiidi and Maragalas for the Nevada DOT was included to understand the relationship between vehicle weight and wind speed on sliding and overturning types of crashes. The study found that the single-trailer truck is most vulnerable to overturning and sliding. The vehicle configuration used was: weight, 15,000 lb; wheelbase, 3 ft.; length, 45 ft., vehicle height, 14 ft.; and wheel diameter, 4 ft. Figure 4 below illustrates this relationship.

Figure 4. Critical Wind Speeds for Sliding and Overturning Crashes by Vehicle Weight


By varying the vehicle weight and keeping other values constant the graph shown in Figure 4 was obtained, which shows that when the vehicle weight is less, wind speed required to slide or overturn the vehicle is less and vice versa.

Similarly, another supporting analysis was conducted by varying the height of the vehicle to understand the relationship between vehicle height and wind speed. Figure 5 below illustrates this relationship.

Figure 5. Critical Wind Speeds for Sliding and Overturning Crashes by Vehicle Height




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Figure 5 shows that there is a relationship between vehicle height and wind speed on sliding and overturning. High profile vehicles are susceptible to sliding at wind speed as low as 25 MPH and to overturn at wind speeds of 50 MPH or more. According to the graph, passenger cars are least susceptible to overturn during high speed winds, which would require wind speed of at least 100 MPH to overturn and 40 MPH to slide. The single-trailer truck was determined by researchers to be most vulnerable to overturning and sliding during high speed wind conditions.

4.9. Western Transportation Institute

Kumar et al., produced a report for the U.S. Department of Transportation’s Research and Innovative Technology Administration (RITA) in association with the Western Transportation Institute, Caltrans, that studied the critical wind speed for trucks, trailers, and RVs. Following Tables 5, 6 and 7 shows the critical wind speed for sliding and overturning during high speed wind events.

Table 5. Critical Wind Speed for Trucks and Trailers

Vehicle Type

Weight Wheel Base Length Vehicle Height

Wheel Diameter

Overturn Wind Speed

Slide Wind Speed

lbs ft. ft. ft. ft. MPH MPH

Single Truck 15,000 6 40 14 4 59 31

Twin Combination 30,000 6 70 14 4 63 33

Semi Trailer 30,000 6 53 14 4 73 38

Single Trailer 15,000 3 45 14 4 40 29

Table 5 shows that the sliding wind speed range between 29 MPH and 38 MPH and overturning wind speed range between 40 MPH and 73 MPH, depending on the types of trucks and trailers.

Table 6. Critical Wind Speeds for Recreational Vehicles with 2 ft. Wheel Diameter

Vehicle Weight Wheel Base Length Vehicle

Height Wheel

Diameter Overturn

Wind Speed Slide Wind

Speed lbs ft. ft. ft. ft. MPH MPH

Motor Homes

9,000 6 26 10 2 79 34 10,000 6 30 12 2 65 30 12,000 6 34 12 2 67 31 14,000 6 36 12 2 70 33 15,600 6 43 11 2 74 33 22,000 6 40 12 2 83 39 27,000 6 45 13 2 80 39

Camping Vans 4,500 6 17 7 2 100 36 7,000 6 20 10 2 80 34

Travel Trailers

1,800 6 27.5 9 2 38 16 2,200 6 18 9 2 52 21 3,300 6 27.5 9 2 52 21 4,000 6 28 10 2 51 22

Fifth-Wheel Trailers

4,500 3.5 34 10.2 2 37 21 5,000 3.5 36 10.5 2 37 21 6,000 3.5 31 11 2 41 24 8,000 3.5 36 12 2 40 25

Table 6 shows that the recreational vehicles with 2 ft. wheel diameter has the overturn wind speed range between 37 MPH and 100 MPH and sliding wind speed range between 16 MPH and 39 MPH.



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Table 7. Critical Wind Speeds for Recreational Vehicles with 3 ft. Wheel Diameter

Vehicle Weight Wheel Base Length Vehicle

Height Wheel

Diameter Overturn

Wind Speed Slide Wind

Speed

lbs ft. ft. ft. ft. MPH MPH Motor Homes 9,000 6 26 10 3 80 35

10,000 6 30 12 3 65 31 12,000 6 34 12 3 67 32 14,000 6 36 12 3 70 33 15,600 6 43 11 3 74 34 22,000 6 40 12 3 84 40 27,000 6 45 13 3 81 40

Camping Vans 4,500 6 17 7 3 101 38 7,000 6 20 10 3 80 35

Travel Trailers 1,800 6 27.5 9 3 39 16 2,200 6 18 9 3 53 22 3,300 6 27.5 9 3 52 22 4,000 6 28 10 3 51 22

Fifth-Wheel Trailers

4,500 3.5 34 10.2 3 37 21 5,000 3.5 36 10.5 3 37 22 6,000 3.5 31 11 3 41 25 8,000 3.5 36 12 3 41 25

Table 7 shows that the recreational vehicles with 3 ft. wheel diameter has the overturn wind speed range between 37 MPH and 101 MPH and sliding wind speed range between 16 MPH and 40 MPH.

4.10. Florida Department of Transportation

The FDOT has implemented a bridge closure protocol on the Sunshine Skyway Bridge (I-275) between Manatee and Pinellas Counties. Wind speed sensors are installed on the bridge by the FDOT to provide wind speed advisory and assist in bridge operation. The Florida Highway Patrol is responsible for providing wind advisories and making decisions concerning closures.

According to officials at the Florida Highway Patrol Troop C Headquarters, responsible for the Sunshine Skyway Bridge operation, it was found that there is no written operating procedure. According to the agency, a routine bridge closure is performed during high speed winds according to the following guidelines.

1. Weather advisory is issued when the wind speed reaches 25 MPH for at least 60 seconds or 20 MPH for at least 5 minutes.

2. Bridge closure to all traffic is performed when the wind speed reaches 55 MPH or more sustained for more than 5 minutes.

The wind speed and direction detection is performed by automatic wind sensors and the remote processing unit or controller sends a signal to the computer inside the North Toll Plaza. The computer with the logical programming controller processes the information and activates or deactivates the static sign flashers, provided at both ends of the bridge. The following techniques are used to warn motorists:

1. Solid green light for the normal condition

2. Solid yellow light for 35 MPH wind speed or more for at least 10 minutes

3. Flashing yellow light for 55 MPH wind speed or more for at least 5 minutes

4. Solid red light for the beak in continuity loop

The weather advisory signs are located prior to the toll plaza on each direction. In addition, there is a sign located on I-75 northbound prior to the I-275 junction that has flashing lights, which activates when the bridge is closed.



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4.11. Florida Statewide Survey

A statewide online survey was initiated on November 9, 2009 to poll Florida agencies that manage and operate bridges within the State of Florida. These agencies include the FDOT districts, Florida Highway Patrol troops, county department of emergency management offices, county sheriff’s offices, local law enforcement agencies, and others that are routinely involved in the bridge closure activities. These agencies were asked 22 questions related to bridge management and operation during high speed winds and gusts. The online survey was completed on November 30, 2009. There were 71 responses received, out of 215 visits. A copy of survey questionnaire and detailed individual responses are attached in Appendix A. The results of the survey are briefly discussed in this section.

4.11.1. Participating Agencies

The agencies that participated in the statewide survey are shown in Figure 6. It was noted that the County Public Works Department’s responses are included in the Emergency Operations Center responses. The FDOT districts that participated in the survey were Districts 2, 4, 5, 6, and 7. The majority of participation was from the law enforcement agencies (60%) and emergency operations centers (29%) across the state.

Figure 6. Agency Participation

Number of Responses

4.11.2. County Participation

The State of Florida has 67 counties, and out of these, 41 county representatives responded to the survey. This indicates 61% participation across the State of Florida. The counties that did not respond to the survey either had no bridge closure activities or did not participate.

City Public Works Department

Emergency Operations Center

County Public Works Department

FDOT Districts

Others

Other Law Enforcement Agencies

Highway Patrol

Sheriff’s Office



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4.11.3. Existing Standard Process

Sustained high speed winds can be unsafe for motorists traveling on bridges, particularly for the high profile vehicles, tractor-trailers, and motorcycles. Some areas of the state utilize the support of law enforcement officers to enforce closure of bridges when wind speeds are extreme. This existing process was examined to determine how many agencies have such processes in place. The following chart shows the results of this finding.

Figure 7. Existing Standard Process

Number of Responses

Figure 7 shows that 38% of the agencies had no standard processes in place and neither is documented in writing. Only 28% of the agencies had standard process in place and were documented in writing. However, 20% of the respondents were not aware of any such procedures on bridge closures.

When asked, if the agency closed the bridge during high speed winds, 63% responded in agreement. The reason for closing the bridge varied from each agency, 55% of responses indicated that they received direction from emergency operations center, department of transportation, highway patrol, sheriff’s office, or other agencies. And 20% of responses indicated that they closed the bridge based on information received from emergency operations center, department of transportation, highway patrol, sheriff’s office, National Weather Service, and local media. On the other hand, 17% of the agencies rely on the information received from the law enforcement officers at the bridge location to implement bridge closures. It was noted that only one agency relies on the wind sensor readings located on the bridge to implement bridge closure activities.

4.11.4. Critical Wind Speed Limit

Approximately, 56% of responses indicated that their agency has a critical wind speed limit and 44% of responses indicated that they do not. Figure 8 below shows the critical wind speed limit used by the various agencies. The majority of agencies (74%) use 40-45 MPH as the critical wind speed for the bridge closure. Approximately, 12% of responses indicated that they use 50 MPH and 5% of responses indicated that they use 55 MPH to 35 MPH as the threshold for the bridge operation.

When asked about the wait time for wind speed sustainability, a majority responded (53%) that they do not wait. The next majority of wait time was 60 seconds (22%) followed by 120 seconds (8%) for wind speed sustainability.

My Jurisdiction Does Not Have Any Bridges That Are Impacted by High Winds

Not Aware of Any Procedures for Our Agency Closing Bridges Due To Winds

We Do Not Have a Standard Process in Place; However, We Have Performed Bridge Closures During High Wind Speed or Gusts As Needed

We Have a Standard Process in Place but Not Documented

We Have a Documented Standard Process in Place



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Figure 8. Critical Wind Speed Limit

Number of Responses

4.11.5. Critical Wind Gust Limit

When asked, if the agency used wind gust speed limits to determine bridge closures, 85% of the responses indicated that they do not. The additional comments received on this question revealed that the majority of agencies tend to follow the same wind speed limit for the gusty winds as for the sustained wind speed. The agencies that follow the wind gust speed limits showed that majority falls within the 40 MPH and 65 MPH range, which is approximately 80%. Figure 9 shows the results of the wind gust speed limits. The majority of responses (78%) indicated that they do not wait for the wind gust to become sustained.

Figure 9. Wind Gust Speed Limit

40 MPH

50 MPH

50 MPH 55 MPH 60 MPH

40 MPH

35 MPH

55 MPH

75 MPH

30 MPH

65 MPH

100 MPH

90 MPH 95 MPH

70 MPH

45 MPH

20 MPH

95 MPH

70 MPH

45MPH

20 MPH

Number of Responses



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4.11.6. Wind Speed Information Source

The source of wind speed information for various agencies was surveyed and it was found that the majority of agencies rely on the National Weather Service information (33%) followed by responder at scene (19%), and automatic wind sensor at problem location (13%). Among the other sources of wind speed information includes, information received from the combination of various agencies shown in Figure 10, and straight from the emergency operation centers.

Figure 10. Source of Wind Speed Information

Number of Responses

4.11.7. Planned Action

When asked about the bridge closure during high speed winds, approximately 62% of agencies responded that they close the bridge to all traffic and do not segregate traffic, and 19% of agencies have plan in place to close the bridge initially for only the high profile vehicles. Others disseminate information to other agencies and to the public and do not close the bridge.

When asked if the agency is open to explore options of using tiered approach to do selective closures for the vehicle types depending on prevailing wind speed? For example, wind speed between xx MPH and xx MPH, closure to only vehicles with tow; wind speed between xx MPH to xx MPH, closure to tractor trailers, in excess of xx MPH total closure. The majority (74%) supported the idea of selective closures. However, those who did not support the tiered approach, had concerns with the implementation and that it would be too labor intensive.

When asked if the responding agency would support the use of static signs with automatic flashers for wind speed advisory as oppose to always sending response personnel to the problem location, 84% of the response was in favor of installing the wind sensor devices. However, there were substantial comments regarding law enforcement still taking control of the situations and making decisions on the bridge operations. Some showed concern over the maintenance and operation of the system, while others supported installation of wind sensors provided proper guidelines are established.

Other

Local Media

Automatic Wind Speed Sensors at the Problem Location

National Weather Service

Responder at the Scene with a Wind Sensing Device

Responder at the Scene



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4.11.8. Existing Coordination

When asked about the use of wind sensors to measure the wind speed, only 11% responded that they use the readings straight from the wind sensors to make a decision on bridge closure. Others rely on other sources such as, National Weather Service, field personnel, an emergency operation center, etc.

When asked, if the responding agency should coordinate with the emergency operation center and/or traffic management center to aid in disseminating bridge closure information to the traveling public and the local media, 93% responded in favor of using their assistance.

When asked about the preferred source of information and updates during high sustained wind speeds or gusts, 65% responded that it is through the emergency operations center, followed by contacting the field personnel (19%). Figure 11 shows the number of respondents supporting different sources of wind speed information.

Figure 11. Preferred Source of Wind Speed Information

Number of Responses

When asked about the source of public updates during high sustained wind or gust for the local media and general public, 71% responded that it should be emergency operation center, followed by 21% for traffic management center. Figure 12 shows the number of respondents supporting the public dissemination options.

Other

Local Media

Field Personnel


Traffic Management Center



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Figure 12. Preferred Source of Wind Speed Information Dissemination to Public

Number of Responses

4.11.9. Possible Countermeasures

Respondents were provided with 13 potential countermeasures that have been proven effective by various states in traffic management during high speed winds. Respondents were asked to rate their potential effectiveness from 1 to 5 with 5 being highest. They were also asked to rank these countermeasures to the best of their knowledge. Table 8 illustrates the results.

Table 8. Average Rating and Ranking of Countermeasures

Countermeasures Average Rating

Standard Deviation

Average Ranking

Dynamic message signs near problem area 4.16 0.86 1 Dynamic message signs at diversion points 4.08 1.01 2 Highway advisory radio 3.72 1.02 3 Vehicle length/height restriction 3.66 1.20 9 511 or other toll free number for road condition 3.65 1.04 5 Static signs with flashing beacons 3.64 1.17 4 Reduce truck speed limit 3.15 1.05 7 Webpage with road and weather information 3.10 1.11 13 Advisory speed limits for trucks 3.03 1.13 6 Closures to trucks only 3.03 1.15 8 Variable speed limit 2.92 1.17 12 Kiosks in weigh stations, rest areas, or truck stops 2.77 1.24 11 Lane restrictions for trucks 2.59 1.09 10

There were 60 responses received for rating the countermeasures and 19 for ranking the countermeasures. Therefore, the list shown in Table 8 is sorted based on ratings given by the respondents.

Other

Sheriff’s Office

Highway Patrol


Traffic Management Center, Which Disseminates Information Via, 511, Dynamic Message Signs, Personalized Message Alerts, Local Media, etc.



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As shown in Table 8, the dynamic message signs at the problem area and at diversion points were the most preferred countermeasures to help provide traffic management and traveler information during severe weather conditions, with an average rating of 4.1 out of 5. They are followed by the use of highway advisory radio, vehicle height or length restrictions, 511 or other toll free information services and static signs or flashers. Out of 13 countermeasures, only six countermeasures received the average rating of 3.5 or above. The countermeasures such as variable speed limit, kiosks at weigh stations, rest areas, or truck stops, and lane restrictions for trucks received the lowest ratings, and appear to have limited value among respondents.

4.11.10. Additional Comments

The survey also allowed respondents to provide additional comments. The summary of some of these comments are listed below and more details can be found in Appendix A:

1. Putnam County Emergency Management Office: The entire process must be coordinated through the local emergency operation center for the county, to ensure clear and consistent public information.

2. Volusia County Emergency Management Office: All the draw bridges are locked down at the start of mandatory evacuations. All the bridges with vehicular traffic are closed with the arrival of subtropical force winds of 39 MPH or more.

3. Florida Highway Patrol, Hillsborough County: It is important to understand that written guideline(s) and wind speed alone is not the sole indicator(s) of actual or potential hazards associated with vehicles traveling in windy or bad weather conditions. The direction of the wind and the unique characteristics associated with a particular weather event should be evaluated in determining the need to either restrict travel on or close a bridge. Supervisors may determine that guidelines need modification based upon individual or unique circumstances as reported by on-scene personnel. The Skyway Bridge has been closed to high profile vehicles during inclement weather events.

4. Gulf Breeze Police, Santa Rosa County: Generally bridges are closed as winds reach tropical storm strength. Wind direction and traffic volume impacts the decision. Officers are assigned to directly monitor bridges during storms.

5. Holmes Beach Police Department, Manatee County: Bridge is locked down in closed position when sustained winds reach 40 MPH, at the direction of the US Coast Guard.

6. Brevard County Emergency Management Office: Our bridges are low bridges and we have no way of actually closing. During hurricanes, the county may close the entire causeway with the bridges for security purpose but no physical method of closing and cannot leave law enforcement on scene during hurricane.

7. Pasco County Sheriff’s Office: Pasco County does not have any large bridge or overpass bridge expansions that have required wind speed closure decisions to date. However, the Sheriff's Office does work closely with the EOC and State agencies during critical incidents to ensure public and traffic safety.

8. Miami-Dade County Emergency Management Office: Some of the criteria are not used in Miami-Dade County. Our priorities are safety of the structures, safety of the boating community and safety of vehicular traffic.

9. Polk County Emergency Management Office: We use 45 MPH sustained winds as the guidance to remove county high-profile vehicles (fire, EMS, school buses, county transit buses, etc.) from the road and make recommendation that other high-profile vehicle follow suit through our media sources. Although we have never closed a bridge, we do have the limits described here for recommending limited road traffic.

10. Punta Gorda Police Department, Charlotte County: During Hurricane Charley (a direct hit) we posted and closed the bridge. In every other situation, we have directed the public not to use the bridge when winds hit 45 MPH but do not physically enforce it.

11. Bay Harbor Police Department, Dade County: Our drawbridge is on the Broad Causeway, SR-922. It is a primary evacuation route for vehicular traffic during hurricanes. Our drawbridge closures do not typically involve vehicles, but the bridge will be closed to boat traffic when winds exceed 39 knots. The draw span could be damaged from higher winds.



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12. Bay County Sheriff’s Office: Hathaway Bridge is closed when sustained winds are 55 MPH.

13. Brevard County Sheriff’s Office: Bridges are closed by emergency management. Road and bridge maintenance department will erect signage as necessary. We typically do not station deputies at the base of bridges during high winds to ensure their safety.

14. Florida Highway Patrol, Palm Beach County: During hurricanes we closed the entire roadway to large profile vehicles - tractor trailers - due to high speed winds.

15. Florida Department of Transportation, District-4: We routinely close down Bascule Bridges when the winds reach 39 MPH sustained. During these conditions, if leaves are in upright position, they can act like sails and are difficult to bring down. We do not have a written plan to close fixed bridges. We get instructions from the County EOC's. This insures coordination with USCG flotillas’.

16. Florida Department of Transportation, District-5: Our agency does not close the bridge. We work with the Florida Highway Patrol, local law enforcement, and US Coast Guard to determine when a bridge will be closed. We will assist by providing information to motorists via our intelligent transportation system (message boards, website messages, and 511).

17. Ormond Beach Police Department, Volusia County: Typically we use sustained winds of 45 MPH; however, we can close if gusts are creating problems.

18. Washington County EOC: Though not written or adopted as policy, we use 40 MPH as a threshold to take all County vehicles off roads/bridges as much as possible.

19. Collier County Emergency Management Office: Although no written policy, we would institute the discussion to close the bridges when we expect 40 MPH winds for hi-profile vehicles.

20. Volusia County Sheriff’s Office: All bridges will be locked down when wind speed reaches a sustained 39 MPH or a land evacuation is ordered. Before a complete lockdown, drawbridges will be raised on the hour for 15 minutes when boat traffic is present.



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5. Bridge Closure Incident Management Process

The familiar traffic incident management process describes the user oriented process for bridge closure activities. The process is described by elements: detection, verification, notification, response, traveler information, traffic management, recovery, and after action review. Each of these elements is described in the following sections, to clarify their application to the wind sensing and traffic management procedure. Figure 13 outlines these processes.

Figure 13. Standard Operating Processes

5.1. Detection

Wind speed detection by automatic sensors at the problem location is most desirable. Remote processing units, attached to the wind sensors, process information received from the sensor and sends a signal to traffic management center (TMC) and county emergency operations centers (EOC). Depending on the ITS infrastructure availability, which will be discussed later in this document, the wind speed detection devices may trigger agencies at the traffic management center, emergency operation center, and/or law enforcement dispatch center.

5.2. Verification

The agencies that receive signals from the remote processing units, should have trained responders that can interpret the signals and data received from the problem locations. In case of uncertainty, the operators should immediately cross verify the information from other sources such as National Weather Service, Weather Channel, etc. It is recommended to cross verify the sensor information consistently when a signal is received from the sensors at problem locations. The extent of response is dependent on the accurate verification of the prevailing wind speed at the problem location.

5.3. Notification

The traffic management center (TMC) or emergency operation center (EOC), after verifying the wind speed information, contacts the appropriate law enforcement agency to respond to the problem location. Depending on the need of roadway closure activity, other agencies may be notified such as fire and rescue, EMS, county or local public works department, FDOT maintenance office, FDOT Road Rangers, and so on. In addition to response notification, any issues with the data quality or the wind sensor equipment in the field should be directed to the FDOT ITS maintenance office.



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5.4. Response

The agencies that first respond to the problem location(s) are law enforcement agencies. Depending on the nature of road closure, other agencies may respond to assist upon their request. The prescribed bridge closure or restriction will be performed for the duration of the sustained high speed winds or gusts around the area. A typical response plan should be developed beforehand by the law enforcement agency to implement traffic management during the high speed wind conditions. Law enforcement personnel should arrive at the problem location well equipped with necessary traffic control devices such as, traffic cones, safety vest, hand held wind speed measurement device, communication devices, and so on.

The response process and responding agencies may vary depending on the problem area location. The other two processes, that is, traffic management and traveler information are implemented simultaneously with the response process. The details of these processes are discussed later in this section.

5.5. Recovery

The recovery process begins immediately after wind speed subsides and when it is safe for the law enforcement officers and other requested agency personnel to act. The recovery efforts include reopening the travel lanes, damage repair by the roadway maintaining agencies, and removal of all debris from the travel lanes as well as from the shoulders. This process is a combined effort of all responding agencies, hence proper coordination and cooperation is the key to avoid any unforeseen delays in reopening the travel lanes to the traffic. If the damage to the roadway is major and requires closure for a longer duration, then a full-grown traffic management or maintenance of traffic (MOT) procedure should be implemented until the repair is completed and it is safe for the drivers to travel through the bridge or roadway.

5.6. Traffic Management

Traffic management while carrying out restrictive closures as well as full traffic closure is an important aspect of the overall process. A pre-planned detour route, where available, should be implemented to reroute traffic from the problem areas. Detour message should be provided well in advance of the diversion junctions and simple action message should be conveyed through signs or gestures. In case of restrictive closures, it is important to provide warning in advance of parking areas or rest areas. The FDOT may allow parking on shoulders at the designated locations only. High profile vehicle drivers may choose to wait until wind condition returns to normal or they may detour. Proper traffic control devices such as, traffic cones, warning signs, portable changeable message signs, foldable signs, and so on, should be utilized to warn drivers.

In addition, detour maps should be made available at rest areas or through a website for general public awareness. The FDOT District 2 office is currently generating diversion route maps for all major roadway and bridges in their service region, and will be made available to all. At present, the FDOT has detour maps for three bridge locations in the project area; they are attached in Appendix B. Where the detour plans are not available, the agency implementing detour plan during emergency should study the detour route beforehand to ensure that the facility is capable of handling large traffic volume and truck traffic, and coordinated with the local traffic operations office.

5.7. Traveler Information

Traveler information is the process of notifying the traveling public of the roadway conditions, in advance of approaching problem areas. This is a passive process to reduce traffic for the roadway or bridge closing activities. Using this information, the drivers can make informed decisions ahead of time to avoid, reroute, or detour from the current path. Responders at the problem location(s) should engage the traffic management center to assist them in disseminating traveler’s information to the public via dynamic message signs, 511, and local media. Emergency operation centers perform this role through the traffic management center when activated.

Traveler information should be most up-to-date and should display the sense of urgency. Communication with the responder and/or traffic cameras (where available) at the problem location should be utilized to generate updates for traveling public. Whenever there is a significant change in the traffic conditions, the information should be disseminated through these outlets. The availability of dynamic message signs may be limited to only certain locations. In those cases, use of static signs with flashers, 511, or local media are advised.



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5.8. After Action Review

It is important for each agency to participate in the after action review process to provide feedback in handling the bridge closure operation. This platform should be used for open discussion and sharing responder’s point of view to improve coordination and cooperation for similar future incidents. North Florida responding agencies in association with the FDOT conduct bi-monthly traffic incident management meetings within the project region. This meeting can also be used to discuss high speed wind incident scenarios and to review all the standard operating procedures. This process will also help responders to meet other agency’s response personnel in-person in a relaxed environment that would strengthen the working relationship between different agency responders.



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6. Stakeholders’ Roles and Responsibilities

This section outlines the roles and responsibilities of the regional stakeholders during high speed winds that impact roadway bridges. The regional stakeholder agencies roles and responsibilities discussed are:

North Florida Law Enforcement and Public Safety Agencies

FDOT Traffic Operations Office

Maintenance and Local Public Works Departments

Emergency Management Agencies


Local media

6.1. North Florida Law Enforcement and Public Safety Agencies

There are various state, county, and local law enforcement and public safety agencies within North Florida region that are actively involved in the bridge closing activities during high speed winds. These agencies are:

1. Florida Highway Patrol

2. FDOT Motor Carrier Compliance Office

3. Florida Department of Highway Safety and Motor Vehicles

4. Duval County Emergency Management and Fire and Rescue Department

5. City of Jacksonville Sheriff’s Office

6. Clay County Public Safety Department

7. Clay County Sheriff’s Office

8. Nassau County Emergency Management

9. Nassau County Sheriff’s Office

10. Nassau County Fire and Rescue Administration

11. St. Johns County Department of Emergency Management

12. St. Johns County Sheriff’s Office

13. St. Johns County Fire and Rescue Department

14. City of Jacksonville Beach Police Department

15. City of Jacksonville Beach Fire Department

16. City of Atlantic Beach Police Department

17. City of Fernandina Beach Police Department

18. City of Fernandina Beach Fire and Rescue Department

19. City of Green Cove Springs Police Department

20. City of Neptune Beach Department of Public Safety

21. City of Neptune Beach Police Department

22. City of St. Augustine Department of Public Safety

23. City of St. Augustine Police Department

24. City of St. Augustine Beach Police Department

25. Town of Orange Park Department of Public Safety

26. Town of Orange Park Police Department



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It is important to define the roles and responsibilities of these regional law enforcement and public safety agencies as they play a vital role in bridge operations during an emergency. The roles and responsibilities of these agencies include, but are not limited to:

Access and integrate wind sensor data into the decision support and personnel dispatch process.

Report issues with the quality of data received, as well as with the equipment in the field, to the maintaining agencies such as the FDOT and local maintenance office.

Coordinate with other agencies during severe weather condition to share responsibility in notifying public and local media as well as soliciting other agencies at the problem location.

Assure man power is available during severe weather events.

Share and/or exchange wind speed data, and to validate the data at hand in accordance with agency standard operating procedures.

Train responders on handling and interpreting the wind sensor data, and developing additional data management and interpretation skills.

Provide periodic updates to the agency that disseminates information to the public. This will increase the public awareness and reduce traffic around the problem area. This in turn will lessen the burden on the responding officer.

Implement detours or diversion routes, when needed, in coordination with the agencies that operates the roadway such as, the FDOT and local public works departments. When available, use the standard detour route map developed by the facility operating agency.

6.2. FDOT Traffic Engineering and Operations Office

The FDOT traffic engineering and operations office consists of two traffic management centers operating 24 hours a day and seven days a week. These centers are operated by a group of trained and qualified staff, which helps in managing traffic incidents as well as disseminating timely traveler information using ITS devices such as, traffic cameras and dynamic message signs. However, not all roadways within the North Florida TPO service area are equipped with these ITS devices.

The FDOT Traffic Engineering and Operations Office also include a Road Ranger program, which is a free motorist assistance program on FDOT operated roadways. Road Rangers can assist law enforcement officers in implementing detours and diversions using various traffic control devices such as, traffic cones, message boards, etc. Based upon the requests, they may also respond to the roadways that are not covered in the service area. The roles and responsibilities of FDOT Traffic Engineering and Operations Office include, but are not limited to:


Manage quality of wind sensor data and integrate it into the traffic management center system. Operators must notify ITS maintenance office in case of the data quality and equipment performance issues.

Receive regular updates using traffic cameras or from the responders at the problem location.

Inform and update motorists, from the onset of bridge closure until the bridge is reopened to the traffic, using dynamic message signs, 511, or by contacting local media.

Receive weather information from other sources such as the National Weather Service, Emergency Operation Center, etc.


Train operators to manage and interpret weather information from different sources and develop additional data management and interpretation skills.

6.3. FDOT Maintenance Office and Local Public Works Departments

The FDOT Maintenance Office and county and local public works departments plays an important role in property damage repairs as well as providing man power to the law enforcement officer in setting up lane closures and managing detours. The FDOT Maintenance Office and public works department supplies necessary traffic control devices such as traffic cones, message boards, and warning signs during traffic



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detours and travelers information dissemination. The following list outlines the regional maintenance and public works departments.

1. FDOT Maintenance Office

2. City of Jacksonville Department of Public Works

3. City of Jacksonville Traffic Engineering Division

4. Clay County Public Works Department

5. Clay County Public Works Traffic Control Division

6. Nassau County Public Works Department

7. St. Johns County Public Works Department

8. St. Johns County Traffic and Transportation Department

9. City of Jacksonville Beach Public Works Department

10. City of Atlantic Beach Public Works Department

11. City of Fernandina Beach Public Works Department

12. City of Green Cove Springs Public Works Department

13. City of Neptune Beach Public Works Department

14. City of St. Augustine Public Works Department

15. Town of Baldwin Public Works Department

16. Town of Orange Park Public Works Department

The roles and responsibilities of FDOT Maintenance Office and county and local public works departments include, but are not limited to:


Report issues with the quality of data received, as well as with the equipment in the field, to the ITS maintenance department.

Receive regular updates from the traffic management center or from the responder at the problem location.

Assure man power is available during severe weather events.

Assist law enforcement officers when requested for personnel as well as material resource support.

Receive weather information from other sources such as, National Weather Service, Emergency Operation Center, etc.


Train personnel to manage and interpret collective weather information and wind sensor data, and developing additional data management and interpretation skills.

Dedicate additional staff time to maintain physical equipments in the field. The cleaning of wind sensor should be conducted at least twice a year and change of bearings once a year (where applicable).

Maintain spare parts and equipments of the wind sensor device for maintenance purpose.

Provide additional training to the maintenance personnel to perform maintenance on the wind sensor devices, typically conducted by ITS maintenance group.

Operate and maintain the system data server through the equipment vendors. The vendors should provide system status monitoring, assess sensor data quality, and provide technical support to system server.



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6.4. FDOT and County Emergency Management Departments

The FDOT and county emergency management departments play a vital role in management and operations of bridge closures, when their activation is warranted. The emergency management department consists of various local, state, and federal responding agencies, such as:

1. Florida Department of Emergency Management

2. City of Jacksonville Emergency Management

3. Clay County Emergency Management

4. Nassau County Emergency Management

5. St. Johns County Emergency Management

The activation of county emergency management departments or emergency operations centers is carried out during hurricanes and other major events such as tornadoes and major thunderstorms with hurricane like wind force. The roles and responsibilities of FDOT and county emergency management departments include, but are not limited to:

Access and integrate wind sensor data into their decision support system to notify federal, state and local agencies.

Report issues with the quality of data received, as well as with the equipments in the field, to the maintaining agencies such as the state and local maintenance departments.

Receive weather information from other sources such as Weather Channel, National Weather Service, Traffic Management Center, etc.



Play an important role in disseminating the public information to the local media.

6.5. National Weather Service

The National Weather Service plays a vital role in the decision making process of various responding agencies, and works closely with them during severe weather conditions. The National Weather Service provides detailed weather condition reports in the form of maps and graphics when severe weather is anticipated. The following list outlines the proposed changes and addition to the existing roles and responsibilities of the National Weather Service during high speed wind or gust situations:

Utilize wind sensor data from the bridge locations to improve accuracy and detail of their forecast.

Report issues with the quality of data received, as well as with the equipment in the field, to the maintaining agencies such as the state and local public works departments.

Improve forecasting by integrating additional data points due to additional wind sensors in the network, because the coastal area wind condition changes significantly within few miles of distance.

Generate value added service enhanced by the wind sensor data integration.


6.6. Local Media

The local media plays an important role in disseminating public information during severe weather conditions. The local media is in constant contact with the public and private weather monitoring agencies to keep up-to-date with the weather situation in the area. Local media can also establish contact with the traffic management centers or emergency operations centers, as applicable, to keep informed of the happenings on the bridge closure. Other than reaching out to the public through various means, the local media does not have any change in roles and responsibilities due to wind sensor deployment, nor bridge closing decisions.



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7. Operational and Support Environment

The operational and support environment is important to understand the capabilities of existing resources and need to enhance or supplement the existing resource to accommodate new technologies as well as man power resource allocations. The following subsections illustrate such environments.

7.1. Institutional Environment

The North Florida TPO service area includes four counties, Duval, Nassau, Clay, and St. Johns Counties. Each county has a corresponding public works department and/or an ITS department that can provide additional human and material resources upon request. In addition to counties, municipal public works departments, are available to responders upon request are the FDOT Office of Maintenance and Traffic Engineering and Operations Office.

The FDOT District-2 maintenance department serves 18 counties and seven major cities in their jurisdiction, Gainesville, Jacksonville, Lake City, Palatka, Perry, St. Augustine, and Starke. The maintenance office is responsible for state roadways that are within their service area. There are two local FDOT maintenance facilities within the North Florida TPO service area; one is located on Edison and the other in St. Augustine. In addition to the maintenance operations, there is a local FDOT Jacksonville Bridge Office on Edison. Figure 14 shows the region covered by the FDOT District 2 office.

Figure 14. Florida Department of Transportation Districts

*Source: Florida Department of Transportation website



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7.2. Technical Environment

7.2.1. Traffic Management Center

The FDOT Traffic Operations Office have two traffic management centers within District 2. The primary facility is at the Jacksonville Urban Office just west of downtown and other is located at the Florida Highway Patrol Troop G Regional Communications Center (JRCC) which is referred to as the satellite traffic management center. The later facility handles district two and three information dissemination on dynamic message signs in Jacksonville and 511 throughout Northeast Florida. These FDOT traffic management centers are connected with the regional stakeholders and share daily information with them.

The traffic management centers perform regional surveillance on major roadways equipped with a fiber optic network and scores of video cameras deployed for this purpose. They also disseminate traveler information concerning impending closures via 511 technologies and dynamic message signs on the roadway network. They also assist in dispatching Road Ranger help to problem locations.

7.2.2. Road Ranger Program

The FDOT Road Ranger program service area is defined on five major roadways. The Road Ranger service could be requested by the law enforcement agencies through traffic management center to assist in setting up detours and warning signs along with other traffic control devices during severe weather conditions. The regional coverage area Road Ranger program is along 127 one way centerline miles, which extends to the five major roadways as shown below:

1. I-95: from San Marco Boulevard to Pecan Park Road and from Old St. Augustine north to College Street

2. I-295: from I-95 southbound to Pulaski Road

3. I-10: from San Marco Boulevard (Fuller Warren Bridge) to SR 200 (US 301)

4. J. T. Butler Boulevard or SR 202: from I-95 to SR A1A

5. SR 9A: from Pulaski Road to I-95 southbound

Currently, the hours of operation of the Road Ranger program are between 6:30 AM and 6:30 PM, Monday through Friday. Additional hours and days are under consideration. Although, the routes covered by the Road Ranger program are all freeway segments, they can service arterials upon request. Motorists can access road ranger services through a toll-free cellular number, *FHP (*347).

7.2.3. Existing ITS Network

The existing ITS network is comprised of traffic cameras and dynamic message signs along the major routes in North Florida. The ITS coalition of Northeast Florida developed an ITS master plan to cover all remaining major freeways and arterials within the North Florida TPO service area.

There are 77 traffic cameras installed to cover: I-95 between Pecan Park Road and I-295 south interchange; I-295 southwest quadrant; and I-10 between I-95 and Chaffee Road. These cameras are used for surveillance, detection, and verification of traffic incidents.

Dynamic message signs, where available, are an efficient source for disseminating traveler’s information on the bridge or roadway closures. The dynamic message signs can substitute the need to install warning signs or dedicating additional personnel at or near the scene for traveler information. The locations where the dynamic message signs are currently present are within the proximity of:

Fuller Warren Bridge, on I-95, both north and southbound directions

Dames Point Bridge, on SR-9A, both north and southbound directions

Buckman Bridge, on I-295, both north and southbound directions

Where the dynamic message signs are not available, the portable changeable message signs or foldable static signs are used when appropriate.

Figure 15 shows the locations of all existing traffic cameras and dynamic message signs within the North Florida region.



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Figure 15. Existing ITS Coverage

*Source: Florida 511 website



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7.2.4. FDOT Service Facilities

The FDOT has various service facilities along I-95 in the North Florida region such as, rest areas, weigh in motion or truck comfort stations, welcome centers, and service plazas. These facilities could be used for truck parking, emergency information dissemination, traffic segregations, and other similar purpose during high speed wind and gust situations. Figure 16 shows the locations of these facilities within the North Florida region.

Figure 16. FDOT Service Facility Map

*Source: Florida Department of Transportation website

The location descriptions of the FDOT service facilities within the North Florida region are:

1. Rest Area in St. Johns County, 2 miles north of CR 210 (I-95 Exit 329), both north and southbound directions.

2. Rest Area in St. Johns County, 5 miles north of US 1 (I-95 Exit 298), both north and southbound directions.

3. Two Truck Comfort Stations (WIM) in Nassau County, 3 miles north of SR A1A/SR 200 (I-95 Exit 373) and 2.5 miles south of US 17 (I-95 Exit 380), both north and southbound directions.

4. Welcome Center, Nassau County in 3.5 miles south of FL/GA state line, southbound only.

5. Two Truck Comfort Stations (WIM) in Flagler County, 2.5 miles north of SR 100 (I-95 Exit 284), 3.3 miles south of Palm Coast Pkwy (Exit 289), both north and southbound directions.

Legend:

Rest Area

WIM or Truck Comfort Station

Welcome Center



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7.2.5. Evacuation Routes

The Florida Division of Emergency Management (FDEM) maintains a list of contacts for all County Emergency Managers that could be reached during emergency situations. The emergency situations are classified under following categories:

1. Wildfire

2. Tornado

3. Lightning

4. Thunderstorm

5. Hurricane

6. Flood

7. Heat Wave

8. Draught

9. Terrorism

10. Earthquake

11. Cold

12. Space Weather

13. Nuclear

14. Hazmat

15. Animal

The high speed winds and gusts fall under tornado, thunderstorm, and hurricane hazard categories. In addition to categorizing the hazards, the Florida Division of Emergency Management and FDOT designate the hurricane evacuation routes for general public and responder awareness. All bridges inside the project scope are used for the evacuation routes. A copy of the list of County Emergency Managers and hurricane evacuation routes are available in Appendix C. For more information on the Florida Division of Emergency Management initiatives and resources, visit www.floridadisaster.org.

7.2.6. National Oceanic and Atmospheric Administration Weather Radio

The “NOAA Weather Radio (NWR) -All Hazards” is a nationwide network of radio stations broadcasting continuous weather information directly from the nearest National Weather Service office. NWR broadcasts official Weather Service warnings, watches, forecasts, and other hazard information 24 hours a day and seven days a week.

In conjunction with federal, state, and local emergency managers and other public officials, NWR also broadcasts warning and post-event information for all types of hazards – including natural (such as earthquakes or avalanches), environmental (such as chemical releases or oil spills), and public safety such as, AMBER alerts or 911 telephone outages.

NWR is provided as a public service by the NOAA, part of the Department of Commerce. NWR includes 1,000 transmitters, covering all 50 states, adjacent coastal waters, Puerto Rico, the U.S. Virgin Islands, and the U.S. Pacific Territories. NWR requires a special radio receiver or scanner capable of picking up the signal. Broadcasts are found in the VHF public service band at these seven frequencies (in MHz): 162.400, 162.425, 162.450, 162.475, 162.500, 162.525, and 162.550.

http://www.floridadisaster.org/�



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8. System Deployment

Several considerations related to environmental, technical, and institutional aspects of the system deployments are discussed in this section. This section is intended to provide suggestions to the agencies that deploy, operate, and maintain the wind sensor devices.

8.1. Environmental Considerations

The following list outlines important local weather precautions that should be exercised for a successful system deployment.

The State of Florida has humid subtropical climate with high corrosive potential to several materials. This limits the choice of materials to be used for the system deployment. It is important to select the materials that can withstand the corrosion due to the marine atmosphere and that can withstand severe wind load during hurricanes and high speed winds.

The Northeast Florida region experiences a large amount of lightning and thunderstorms, and occasionally, it is referred to as the lightning capital of the continental United States. Therefore, it is important to protect the structure from lightning using some lightning protection techniques. The lightning effects become worse for the structures elevated over a large water body.

The Northeast Florida region experiences convective scale weather, which is dominant for more than 6 months of the year. This can create corrosion to the materials as well as generate thunderstorms within the region. Therefore, caution should be exercised while deploying the system and selecting the materials.

According to the FDOT’s standard design guidelines, Duval County and its neighboring counties require structures to withstand a wind speed of 130 MPH. Therefore, all wind sensing device structures should be designed to withstand a sustained wind speed of 130 MPH or more.

8.2. Device Considerations

The following list outlines the choice of devices to measure wind speed and direction.

1. Wind vane

Figure 17. Wind Vane

: Wind vane is used to determine the wind direction. They are not capable of measuring wind speed, unless combined with propeller or other sophisticated devices. A conventional wind vane consists of a tail fin that is mounted on a horizontal bar which is connected to the vertical axis. The tail fin when in contact with wind causes the wind vane rotation about the horizontal axis. Due to the limitation of the wind vane that it only measures the wind direction, it is not a recommended device for the field deployment. Figure 17 below shows a typical wind vane.

*Source: www.noaa.gov

http://upload.wikimedia.org/wikipedia/commons/b/bf/Windrichtungsgeber.jpg�

http://www.noaa.gov/�



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2. Propeller anemometer

Figure 18. Propeller Anemometer

: An anemometer is a device that measures the wind speed which is attached with a propeller (a set of blades that are arranged in a fan like configuration) at the end of the horizontal bar. The other end of horizontal bar has a fin similar to wind vane. The overall device looks like a fan with a tail. As the blades rotate about axis parallel to the wind direction, the propeller activates and measures the wind speed. The fin also rotates about the horizontal axis that determines the wind direction. Due to the dual functionality of the propeller anemometer, it is a recommended device for deployment. Figure 18 shows a typical propeller anemometer.


3. Cup Anemometer

Figure 19. Cup Anemometer

: Cup anemometer is the most common type of wind speed measurement device. If combined with the wind vane, it can also determine the wind direction. The cup anemometer consists of three to six hemispherical cups that extend from the vertical bar connected to one end of the horizontal bar. The cup rotates about the axis perpendicular to the wind direction and measures the wind speed. Due to the widespread use and dual functionality of measuring wind speed and direction, this device is recommended for deployment. Figure 19 shows a typical cup anemometer. A variation in cup installation may also be available with different vendors.


4. Sonic Anemometer: Sonic anemometer uses ultrasonic sound waves to measure wind speed and direction. They measure wind speed based on the time of flight of sonic pulses between the pairs of transducers and based upon properties of sound waves originated due to the wind. Sonic anemometers do not have any moveable parts, which makes them well suited for the long term use and where the accuracy and reliability of traditional cup-and-vane anemometers is adversely affected by the marine weather or salty air. Therefore, the sonic anemometer is a recommended wind speed and direction measurement device for this project to suit local climate. Figure 20 shows a typical sonic anemometer.





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Figure 20. Sonic Anemometer


5. Other Devices

8.3. Data Sharing Considerations

: There are other devices that are available in the market and can be considered if the above recommended devices are not available or have certain limitations. One of the devices is hot-wire anemometer that uses a very fine electrically heated wire and measures wind speed based on the wind’s cooling effect on the wire. Some other devices that are available are pulse width modulation anemometer, laser doppler anemometer, and ping pong ball anemometer.

The agencies involved in bridge closure activities should share the wind sensor data with the city, county, state, and federal agencies such as National Weather Service, Florida Highway Patrol, etc. using various modes of center to center communication. This data may further be disseminated to the respective agency’s field personnel to assist in the response activities.

These agencies should also share the wind sensor data with Clarus. Clarus is the Federal Highway Administration’s initiative that provides a one stop road weather information web portal for the response agencies (not available for public use). All existing sources of weather information are consolidated into a single Clarus system. This data may also be used to forecast the road weather condition.

8.4. Other Data Source Considerations

Additional sources of wind speed and direction data should be evaluated and incorporated within the agency’s database to expand the network of the wind sensing devices. These additional sources could be the National Weather Service and Federal Aviation Administration’s Automated Surface Observing Systems (ASOS) and Automated Weather Observing Systems (AWOS), iFlorida Road Weather Information System, US Forest Service’s Remote Automated Weather Stations, NOAA’s METAR/TAF data, US Coast Guard, and other public/private entities. This provides an opportunity to partner and communicate with other agencies.

8.5. Power Supply Considerations

The power supply system should be designed in such a way that there is no single point of failure during system communication and operation. This can be obtained by seamlessly designing the entire system with a power backup option.

Where an existing local power supply line is not available, the wind sensor devices can be powered locally using solar power panels, wind power, or batteries. For example, the State of North Dakota has successfully installed devices with wind power and batteries. Where ever possible, co-locate the power supply devices on the wind sensor structures.

http://upload.wikimedia.org/wikipedia/en/8/87/WindMaster.jpg�




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8.6. Device Specifications Considerations

The city, county, or state agencies, before preparing the specifications for wind sensors, should ensure that their specifications are consistent with other agency’s specifications, that may already have a similar system in place such as, the Sunshine Skyway Bridge in Tampa, FL. These specifications are developed by the FDOT’s standards and specifications office.

There are various types of anemometers available in the market. Therefore, before choosing a wind sensor system, the department should ensure that the system is compatible with any future enhancements.

8.7. Data Compatibility Considerations

The software that is used to process the information and generate wind speed warnings should be compatible with the existing FDOT’s SunGuide® system and other advance traffic management system software used by the city or county traffic management centers. The SunGuide® system is a set of ITS software that allows the control of roadway devices as well as information exchange across a variety of transportation agencies.

In case of obtaining devices from multiple vendors, ensure that the data retrieved from the wind sensors are in the standard format and can be used uniformly by the local ITS software system.

8.8. Automation Considerations

The possibility of automatically generating the motorist alerts based on wind thresholds should be explored wherever the dynamic message signs or static signs with flashing beacons are available. The automation can be achieved by installing two remote processing units; one at the wind sensor location that processes the wind sensor data and sends signal to the second processor at the sign location to activate the message for traveler information.

8.9. Device Communication Considerations

Communication between devices and responding agencies can be done through various methods that are currently available:

Hard wired communication using fiber optics, copper wires, or telephone line network

Wireless communication

Radio frequency communication

Microwave communication

Satellite communication

Communications other than hard wired communication are successfully implemented by the following states:

New Jersey Turnpike and City of Aurora, Colorado uses cellular digital packet data technology to communicate with the road weather information system.

Oklahoma environmental monitoring system utilizes Oklahoma Law Enforcement Telecommunication System (OLETS) leased telecom lines for the system communication.

City of Palo Alto, California transmits the water level sensor data to the Supervisory control and Data Acquisition (SCADA) system via the City’s telephone and radio communication networks.

California Oregon Advanced Transportation System utilizes radio communication between the wind sensors and static and dynamic message signs to automatically activate the flashing signs and dynamic message sign’s message.

8.10. Siting Considerations

Proper siting of the wind sensing devices is critical for accurate wind speed and direction measurements. A comprehensive guide to install Road Weather Information Systems sensors is developed by the Federal Highway Administration named Environmental Sensors Siting Guidelines, which includes the wind speed and direction sensor siting guidelines. It is recommended to refer to these guidelines to install wind sensors in the field. A PDF version of the FHWA’s Environmental Sensors Siting guidelines can be obtained from the website: http://ops.fhwa.dot.gov/publications/ess05/. A typical detail of wind sensor installation on the bridge is shown in Figure 21 below.

http://ops.fhwa.dot.gov/publications/ess05/�



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Figure 21. Typical Wind Sensor Installation Details

8.11. Maintenance Considerations

In addition to the considerations mentioned earlier in this section, it is important to consider the maintenance needs when installing wind sensors at bridge locations, as shown below:

Perform annual bearing maintenance to ensure proper functioning of anemometer with bearings. This includes, oiling and greasing of the bearings, ensuring there is no corrosion, preventing device from rust, and replacing parts when needed.

Perform annual, preferably semi-annual, cleaning of the wind sensing devices, to maintain the efficiency of the system. For example, in case of a sonic anemometer, it is important to check for the spider webs or bird intrusions; in case of rotating drum anemometer, it is important to check for dust collections, bird droppings, etc.

Perform regular cleaning of solar panels, if installed for power supply, to remove bird droppings, dust collection, and such issues. An annual, preferably semi-annual, cleaning is necessary.

Perform regular checks on the device performance to ensure there is no failure in communication and in the regular operation of the devices. In case of the automated sign activation, ensure that the algorithm and the remote processing units are performing as expected. An annual, preferably semi-annual, performance checks are necessary.

Recalibrate devices annually to ensure that the device is recalibrated to the manufacturer’s standard.

Perform field checks annually, preferably semi-annual, to ensure that there are no obstructions close to the wind sensors that could impact their readings.



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8.12. Location Considerations

There were 23 locations discussed in the stakeholder meeting held in October 2009 as candidate locations for the wind sensor installation. This section presents a ranking methodology to select the priority bridge locations using scoring methodology and prioritization analysis. The lowest score assigned is one and the highest is five.

8.12.1. Radial Proximity

The radial proximity is the shortest straight line distance measured between the two nearest bridge locations considered for wind sensor installation. The shortest proximate distance was assigned a least score. Based on this criterion, the following scores were assigned to the bridge locations:

1. Less than 0.5 miles = 1

2. 0.5 to 1.5 miles = 2

3. 1.5 to 2.5 miles = 3

4. 2.5 to 5.0 miles = 4

5. Greater than 5.0 miles = 5

8.12.2. Diversion Route Availability

As discussed earlier, the diversion route maps are currently being developed by the FDOT for all major routes in North Florida region. A score of one is assigned if a diversion route map is not currently available, and two if a diversion route map is currently available.

8.12.3. Bridge Length

Longer bridge requires a higher degree of precaution as the exposure of traffic to hazardous conditions is high, as discussed in previous studies presented in this document. Based on this criterion, the following scores were assigned to individual bridge location:

1. Less than 1,320 ft. = 1

2. 1,320 ft. to 2,640 ft. = 2

3. 2,640 ft. to 3960 ft. = 3

4. 3,960 ft. to 5,280 ft. =4

5. Greater than 5,280 ft. = 5

8.12.4. Bridge Clearance

Higher bridge was considered more hazardous to the traffic, as discussed in previous studies presented in this document. Depending on the type of bridge clearance such as, low, medium, or high, the scores were assigned to each bridge location. The bridge with “low” clearance was assigned with a score of one, “medium” clearance with two, and “high” clearance with three.

8.12.5. Number of lanes

Depending on the bi-directional number of lanes on the bridge, the following scores were assigned to each bridge location:

1. 2 or less lanes = 1

2. 3 to 4 lanes = 2

3. 5 or more lanes = 3

8.12.6. Average Daily Traffic

Depending on the average daily traffic volume on the bridge, the following scores were assigned:

1. Less than 10,000 vehicles per day = 1



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2. Between 10,000 and 25,000 vehicles per day = 2



5. Greater than 100,000 vehicles per day = 5

8.12.7. Bridge Mobility

Depending on the bridge mobility, the score assigned for the moveable bridge (or Draw Bridge) was one and non moveable bridge was two.

All seven scores were assigned to each bridge location were added to get a cumulative score, which was used to rank the 23 bridges as shown in Figure 21. The total score is shown at the end of each bar. The highest score is 24 for the Fuller Warren Bridge and the lowest is 11 for the Heckscher Drive Bridge or Broward River Bridge.

Figure 21. Bridge Location Score

11

12

12

12

12

13

13

15

15

16

16

16

16

17

17

17

17

18

18

19

22

23

0 5 10 15 20 25

SR 105, Hecksher Dr. Bridge



CR 206, Crescent Beach Bridge

US 90/SR 10, Main Street Bridge


SR A1A, Nassau Sounds Bridge

CR 210, Palm Valley Bridge


SR 312 Intracoastal Bridge


SR 116, Wonderwood Drive

US 17, Doctors Inlet Bridge

SR 200/SR A1A Intracostal Bridge





SR 16, Shands Bridge




Score



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8.12.8. Location Prioritization

The second stakeholder meeting was held in February 2010 with the stakeholders from different counties within North Florida TPO service area. In this meeting, a further prioritization of the location was discussed based on the location vulnerability and the region it serves. The vulnerable location selection was based on the stakeholders experience with the location during emergency operations. If the bridge is one of the few easily accessible bridges for evacuation, then it was considered a high priority irrespective of the score. Such locations were also analyzed for the radial proximity with other bridges in the area and the population it serves during hurricane evacuations. Based on these criteria, the bridges in four different counties were assigned priorities within the county they serve, as shown in Table 9 below.

Table 9: Location Prioritization by County

County Crossing Bridge Existing Phase I Phase II

Clay St. Johns River

SR 16, Shands Bridge

US 17, Doctor's Inlet Bridge

Duval


I-95, Fuller Warren Bridge







US-90/SR-10, Main Street Bridge

SR 105, Heckscher Dr. Bridge

ICWW



SR 116/Wonderwood Dr Bridge


Nassau ICWW SR 200/SR A1A Intracostal Bridge

SR A1A, Nassau Sound Bridge

St. Johns ICWW

SR 312, SR 312 Bridge

CR-210, Palm Valley Bridge

CR-206, Crescent Beach Bridge




There are four pilot locations that have existing wind sensors installed by the FDOT and three of these four locations were identified as Phase I priority, which includes Buckman Bridge, Dames Point Bridge, and Vilano Bridge. Phase I locations are selected as the priority locations during second stakeholder meeting and phase II locations are the remaining locations that are identified as lower priority.

A detailed matrix of the scores assigned to prioritize the locations is provided in Appendix D along with a map showing the bridge locations within the North Florida TPO service area.



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9. Communication Plan and Operational Scenarios

9.1. Information Flow

The operational flow chart shown in Figure 22 illustrates the existing process of information flow when the critical wind speed is detected by key stakeholders; National Weather Service and traffic management center, and on some occasions, traveling public.

Figure 22. Operational Flow Chart

When the critical wind speed is detected by the National Weather Service, verification is done using field observation devices such as Automated Surface Observing Systems (ASOS) and/or Automated Weather Observing Systems (AWOS). Once the information is verified, the notification is issued to the traffic management center, emergency operation center, and regional dispatch center. The National Weather Service also disseminates information to local media and NOAA Weather Radio for public information.

When the critical wind speed is detected by the traffic management center, the verification is done using the field devices such as, traffic cameras and wind sensors, and by cross verifying with the National Weather Service. Once the information is verified, a notification is issued to the emergency operations center and regional dispatch center. Traffic management center also disseminates information straight to the public via 511, dynamic message signs, static signs with flashing lights, and local media.

Occasionally, when the high speed winds are detected by the traveling public, they notify law enforcement by calling 211, 911, or *FHP (*347). The law enforcement dispatch center disseminates information to the travelling public through their media representatives and traffic management center systems (511 and dynamic message signs or static signs with flashers).

Similarly, high wind conditions are most commonly experienced and reported by law enforcement field units, who in turn notify their dispatch center. Law enforcement dispatch typically relays the information to the traffic management center, and may also assist in disseminating the information to the public through available means.



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9.2. Emergency and Non Emergency Operations

There are two general operational scenarios, one is an emergency operation, when the Emergency Operation Center (EOC) is activated, and other is when the emergency operation center is not activated and situation is controlled solely by the law enforcement officer/agency. County Emergency Management functions operate at various levels and their operation is typical during approach of a tropical storm or hurricane. In these conditions, the EOC partners and agencies collaborate to make operational decisions.

During other, more localized weather systems, the EOC may not be activated and local agencies are in command and control of local resources. This condition is typical during summer convection storm systems or winter Northeastern fronts when bridge closures may be needed.

9.2.1. Emergency Operation Center Activated

Figure 23 shows the scenario where the emergency operations center is activated. In this scenario, the emergency operation center receives weather information from the National Weather Service, officers on the bridge, and/or wind sensors (RWIS), followed by coordination with the regional dispatch center, FDOT, local maintenance department, and media.

Figure 23. Emergency Operation Communication Chart



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9.2.2. Non Emergency Operation

Figure 24 shows the non-emergency scenario where the law enforcement agency detects a wind-related safety issue and makes independent decisions concerning closure. In this scenario, the law enforcement agency works closely with the traffic management center to solicit Road Rangers, traffic control devices, and help in disseminating public information and local media. The law enforcement agency dispatches the officers to the problem location and assumes control of the situation.

Figure 24. Non-emergency Operation Communication Chart

9.2.3. Law Enforcement Activities

Concurrent jurisdictional boundaries typically exist for most state road bridges between the Florida Highway Patrol and local agencies. Bridge closing decisions have traditionally been divided among agencies by mutual agreement. For example, the Florida Highway Patrol is typically responsible for the interstate bridges such as, Buckman Bridge, Fuller Warren Bridge, and Trout River Bridge. Local police departments and county sheriff’s offices, such as Jacksonville Sheriff’s Office, St. Johns County Sheriff’s Office, Jacksonville Beach Police Department, etc. are responsible for the bridges within their jurisdiction. A list of local and state law enforcement and public safety agencies within the north Florida region is provided in Section 6.1. These agencies work within their jurisdictional boundaries and share responsibilities at the common borders. When appropriate these agencies may enter into agreements that further clarify agency roles and responsibilities.



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9.3. Operational Scenarios

Four different scenarios were identified in the stakeholder meeting based on the wind speed and are summarized in Table 10.

Table 10. Operational Scenarios

Threshold Approach Advantages Disadvantages

19 MPH to 38 MPH

Weather Advisory N/A N/A

39 MPH Complete Closure

Simple to operate and implement due to no vehicle segregation

Lower deployment cost of law enforcement officers

Lower safety risk to the public by closing bridge to all traffic

Higher frequency of full closures

Higher vehicle diversions

Higher cost to the public due to more frequent diversions

Conservative approach by closing bridges to all traffic

Provides poor mobility

May complicate regional evacuation plans

Higher deployment cost of law enforcement personnel

39 MPH to 49 MPH

Tiered Closure





Complicated to operate and requires greater coordination

Higher deployment cost of law enforcement officers

Higher exposure of law enforcement officer to the hazardous conditions to segregate vehicles


39 MPH to 49 MPH

Tiered Closure

Using ITS





Simple to operate and requires greater coordination

Less deployment cost of law enforcement officers

Less exposure of law enforcement officer to the hazardous conditions for segregating vehicles

Higher cost of implementation




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During stakeholder meeting held in October 2009, it was discussed that full closures at 39 MPH are used exclusively in North Florida. Recently, this approach has been preferred due to its ease and simplicity to implement when compared to partial closure scenario. Historically, other techniques have been used, such as “traffic pacing” and some vehicle segregation. Agencies have worked well together to deal with wind conditions on bridges, but a clearer methodology was sought, hence this concept of operations plan is developed.



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10. Standard Operating Procedures

The standard operating procedures for the operational scenarios mentioned in the previous section are provided in detail in this section. These procedures are proposed as a resource for use in evaluating alternative operational procedures.

Currently, a wide range of practices are used throughout the nation to address the need for bridge or roadway closures during high wind events. The alternate scenarios provide options to be chosen based on the situation at hand.

10.1. Implementation Plan Overview

Using roadway weather information for decisions concerning bridge closings maximizes motorist safety and mobility. The essential ingredients for this proposition involve coordination of responders, a logical decisions framework, and a coordinated approach. This section describes these elements, with the objective of assisting decision-makers.

10.2. Responder Orientation and Coordination

A well-informed, properly trained, and coordinated workforce is essential to operational effectiveness of this plan. Each agency is responsible for achieving these objectives. While all of the bridges that are potentially included in this plan are part of the state highway system, operationally, several law enforcement agencies share responsibilities for daily calls for service. The primary agency for calls for service on any bridge is the agency responsible for decision making and implementation of closure. Where the bridge is a boundary between jurisdictions, the decision should be made jointly.

10.2.1. Regional Bridge Safety Team

A regional bridge safety team, consisting of responders, transportation agencies, EOC personnel, and other stakeholders, should be formed to ensure a coordinated effort within the region. Typically, law enforcement takes the lead in decisions concerning closing roadways and bridges during emergency situations. The team should consist of managers within the participating agencies that have the authority to make decisions concerning deployment of resources and operations.

10.2.2. Regional Bridge Safety Team Contact List

A list of agency contacts will be maintained and distributed by each county EOC. Additionally, an inventory of area bridges will be maintained that outlines the law enforcement and public works agency that is primarily responsible for each bridge during a potential closing due to high winds.

10.2.3. Safety Team Annual review

An annual bridge safety team briefing should be held prior to the onset of hurricane season each year, June 1st. This meeting is designed to keep the team knowledgeable of the procedures for roadway/bridge closures within the region. The meeting also provides an opportunity to review procedures and update agency contact information.

10.2.4. Traffic Incident Management

All responders should be trained in basic traffic incident management, and be familiar with the National Traffic Incident Management Coalition’s (NTIMC) National Unified Goal (NUG) for incident response, “Responder safety”, “Safe, quick clearance” and “Prompt, reliable, interoperable communications”.

10.3. Decision Support Framework

The decision to implement a bridge closure is a collaborative process. While the ultimate decision falls upon the law enforcement agency designated as responsible for a particular roadway/bridge, the input of responder, transportation, and emergency management participants is paramount. The primary objective is motorist safety, but mobility is also important, particularly during times of evacuation. The flowchart shown, in figure 25, depicts a model that may be used by decision-makers to formulate sound decisions concerning bridge closures.



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Figure 25. Bridge Specific Decision Support Framework



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10.4. Scenario 1: Weather Advisory

When sustained (continuous measurement for 2 minutes)1

10.4.1. Traveler Information

wind speed reach between 19 MPH and 39 MPH, the weather advisory should be issued to inform traveling public of the high wind speed in the corresponding region by the traffic management center and/or law enforcement agencies.

The sources of traveler information available within North Florida region are, Florida 511, dynamic message signs or portable changeable message signs, static message signs with flashers, and local media, depending on the availability. This effort should be closely coordinated between the agency that operates and maintains the bridge and the local law enforcement agencies, to avoid any miscommunication or duplication of effort(s). The operating and maintaining agency follows the instructions from the local law enforcement agency. As the sustained wind speed subsides below 19 MPH threshold for over 2 minutes, the advisory should be removed and the normal operation of the bridge should be resumed.

A few examples of traveler information messages for dynamic message signs display from different parts of the country are provided below along with some suggestions. Please refer to the FDOT policy2 “Displaying Messages on Dynamic Message Signs Permanently Mounted on the State Highway System” and Traffic Engineering Manual (TEM) Section 2.403

CAUTION/HIGH WINDS

for further guidance on standard messages.

CAUTION/HIGH WINDS/FOR TRAVELER INFO/DIAL 511

WEATHER ADVISORY IN EFFECT/USE CAUTION

CAUTION/WATCH FOR SEVERE WIND SPEED

WARNING/HIGH WINDS

HIGH WINDS/HIGH PROFILE VEHICLES/USE CAUTION

The local media and 511 should play a standard message as approved by the governing agencies.

10.5. Scenario 2: Tiered Closure

As the sustained wind speed (measured continuously for 2 minutes) reaches the range of 39 MPH to 49 MPH, high profile vehicles should be restricted, while the passenger cars and SUVs may continue at their own risk to travel over the bridge. A tiered closure is best used when the percentage of truck traffic is very low, and/or the geometry of the facility lends itself to segregating vehicle traffic near bridge approaches. This effort should be coordinated through the county emergency operation center EOC, TMC, FDOT, and FHP. The EOC also coordinates with the traffic management center, Florida 511, and the local media to disseminate timely public information and updates on the bridge operation. If conditions warrant, a “tiered closure” can be changed to a “full closure” at any time.

If necessary, groups of non high-profile vehicle traffic can be “paced” across the bridge by law enforcement to reduce travel speeds.


A few examples of traveler information messages for dynamic message signs display from different parts of the country are provided below along with some suggestions. Please refer to the FDOT policy “Displaying Messages on Dynamic Message Signs Permanently Mounted on the State Highway System” and Traffic Engineering Manual Section 2.40 for further guidance on standard messages.

CAUTION/HIGH WINDS/TRUCKS DETOUR

CAUTION/HIGH WINDS/TRUCKS NOT ALLOWED

HIGH WINDS/TRUCKS PROHIBITED

1 This limit is used in California-Oregon Advance Transportation Systems project mentioned earlier in this document Section 4.3. 2 For FDOT policy visit: http://www2.dot.state.fl.us/proceduraldocuments/procedures/bin/000750015.pdf 3 For TEM visit: http://www.dot.state.fl.us/trafficoperations/Operations/PDFs/Traffic_Engineering_Manual_February_2010.pdf

http://www2.dot.state.fl.us/proceduraldocuments/procedures/bin/000750015.pdf�

http://www.dot.state.fl.us/trafficoperations/Operations/PDFs/Traffic_Engineering_Manual_February_2010.pdf�



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SEVERE CROSS WINDS/HIGH PROFILE UNIT/EXIT NOW


WARNING/HIGH WINDS/TRUCKS PROHIBITED

HIGH WINDS/HIGH PROFILE VEHICLES EXIT


10.6. Scenario 3: Tiered Closure with ITS

A “Tiered Closure with ITS” operates similar to a “Tiered Closure”, except that dynamic message signs, flashing beacons, variable speed limit signs, or other electronic traffic control measures assist in informing drivers approaching the bridges of potential wind conditions. When used in conjunction with law enforcement presence on bridge approaches, high profile vehicles can be more easily segregated, thus allowing passenger vehicle traffic to continue using the roadway.

A tiered closure with ITS is used as the sustained wind speed reaches the range of 39 MPH to 49 MPH, and there is a desire to restrict high profile vehicles while passenger cars and SUVs may be allowed to continue at their own risk to travel over the bridge. This effort should be coordinated through the county EOC, TMC, FDOT, and FHP. The EOC also coordinates with the traffic management center, Florida 511, and the local media to disseminate timely public information and updates on the bridge operation.

When the wind sensor reading reaches the threshold wind speed of 39 MPH, the sensor controller processes the information to check for 2 minutes of continuous reading. When controller completes the processing, it sends a signal to the secondary controller on both ends of the roadway to automatically activate the DMS and/or flashing beacons. As the signs/flashing beacons are activated (with preset message in case of DMS), the secondary controller alerts the TMC/EOC, which then controls the sign until a deactivation alarm is generated. A “Tiered Closure with ITS” can be changed to a full closure at any time. Figure 26 illustrated this operation.

If necessary, groups of non-high profile vehicle traffic can be “paced” across the bridge by law enforcement to reduce travel speeds.

Figure 26. Tiered Closure with ITS – Operational Flow


In addition to the manual or automatic warning beacons at bridge approaches, variable speed limit signs, or other traffic control signals, dynamic message signs can assist in segregating vehicles from the traffic stream. A few examples of traveler information messages for dynamic message signs display from different parts of the country are provided below along with some suggestions. Please refer to the FDOT policy “Displaying Messages on Dynamic Message Signs Permanently Mounted on the State Highway System” and Traffic Engineering Manual Section 2.40 for further guidance on standard messages.

CAUTION/HIGH WINDS/TRUCKS DETOUR

CAUTION/HIGH WINDS/TRUCKS NOT ALLOWED

HIGH WINDS IN EFFECT/TRUCKS PROHIBITED

SEVERE CROSS WINDS/HIGH PROFILE UNIT/EXIT NOW


WARNING/HIGH WINDS/TRUCKS PROHIBITED

HIGH WINDS/HIGH PROFILE VEHICLES EXIT


Primary Controller

Secondary Controller



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10.7. Scenario 4: Full Closure

In lieu of a “Tiered Closure” or a “Tiered Closure with ITS”, as the sustained (2 minutes of continuous reading) wind speed reaches 39 MPH, a complete closure can be implemented for all vehicular traffic. This effort should be coordinated through the county EOC regardless of level of activation. Coordination with the FDOT, FHP, and TMC are essential for all roadways that comprise the state highway system.


In all cases where the sustained wind speed (2 minutes of continuous reading) reaches 49 MPH, a “Full Closure” will be immediately implemented.

A few examples of traveler information messages for dynamic message signs display from different parts of the county are provided below along with some suggestions Please refer to the FDOT policy “Displaying Messages on Dynamic Message Signs Permanently Mounted on the State Highway System” and Traffic Engineering Manual Section 2.40 for further guidance on standard messages.

CAUTION/HIGH WINDS IN EFFECT/BRIDGE CLOSED TO ALL TRAFFIC

EXIT NOW/BRIDGE CLOSED AHEAD

HIGH WINDS IN EFFECT/BRIDGE CLOSED

BRIDGE CLOSED AHEAD/USE DETOUR

BRIDGE CLOSED/DIAL 511 FOR DETOUR

WARNING/HIGH WINDS/BRIDGE CLOSED


10.8. Escalation Procedure

1. Preparation

Agency representatives should be at the county EOC during an emergency or have open lines of communication with other stakeholders during a non emergency situation. This plan, agency directives, county plans, and regional plans should be available to decision makers.

2. Information

Appropriate channels of communication must be opened ahead of potential wind-related decisions. All stakeholder agencies should work together to promote sound decisions and accurate information for the media and motorists.

3. Staging Law Enforcement Personnel

Law enforcement personnel should be assigned to monitor each bridge. In the absence of automated road weather monitoring equipment, they should also be equipped to take the wind speed measurements. When wind speeds reach critical speeds, the law enforcement personnel should be on scene to implement the type of closure planned (tiered, tiered with ITS, or full closure).

4. Staging MOT

The Florida DOT, local public works, and their private contractors should be positioned near bridges with temporary traffic control devices that will be necessary to implement all types of closure.

5. Preparing DMS

The TMC should initialize the process of displaying appropriate traveler information on the DMS around the bridge approaches. The message should target the vehicles that should not use the bridge during certain wind conditions. Portable DMS may also be used to guide motorists and should be prepared by the DOT, public works, or their respective private contractors.

6. Closing Decision

The decision is made for type closure, based upon this plan, for available information and resources. The law enforcement agency responsible for the particular bridge will initiate the directive received from their respective command for emergency / non emergency respectively.



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7. Implementation Directive

The responsible law enforcement agency will guide and direct all resources required and participating in the closing of the particular bridge.

10.9. De-escalation Procedure

1. Opening Decisions

The decision to re-open a bridge to all vehicles is made based on wind speed information as outlined previously. In all cases, a law enforcement agency representative at the bridge will confirm the safety of the bridge as part of the decision-making process.

2. Opening Directive

The Law Enforcement Agency Command will direct field units from all participating entities to open the roadway. They may be instructed to remain staged at the location for potential re-closure, or be allowed to return to normal duties.

10.10. After Action Review

Anytime wind conditions prompt a law enforcement bridge closing decision, there should be an after-the-fact review of the operation. The purpose of the review is to refine the process and ensure that intended communication and coordination is present. For non-emergency settings, this review can be held in conjunction with the FDOT traffic incident management (TIM) meetings, held bi-monthly at the FDOT offices in Jacksonville. For closings that occur during Emergency Operations, the county EOC should host the meeting.



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11. References

1. Road Weather Information System Environmental Sensor Station Siting Guidelines, Federal highway Administration, Publication# FHWA-HOP-05-026, April 2005, pp. 1-52 (PDF 2.5 MB).

2. Goodwin, L. C. and Pisano, Paul. Best Practices for Road Weather Management Version 2.0, Federal highway Administration, May 2003, pp. 1-68.

3. Clarus concept of Operation: A Nationwide Surface Transportation Weather Observing and Forecasting System, Federal Highway Administration publication #FHWA-JPO-05-072, pp. 1-130 (PDF 1.1 MB).

4. Road Weather Management Performance Metrics, USDOT Research and Innovative Technology Administration, April 2008, pp. 1-14 (PDF 209 KB).

5. Schmidlin, Thomas W., Hammer, Barbara O., King, Paul S. and Miller, Scott L. Wind Speeds Required to Upset Vehicles, American Meteorological Society Publication, pp. 1-4 (PDF 28 KB).

6. Road Weather Information Systems Framework Concept of Operation for SW Michigan, Michigan Department of Transportation, published July 2009, pp. 1-49 (PDF 1.67).

7. Young, R. K., Liesman, J. Intelligent Transportation Systems for Operation of Roadway segments in High Wind Conditions, Transportation Research Board publication, HRIS, pp 1-7, November 2007.

8. Pisano, Paul A., Goodwyn, Lynette C., Rossetti, Michael A., U.S. Highway Crashes in Adverse Road Weather Conditions, American Meteorological Society Publication, pp. 1-15 (PDF 277 KB).

9. Kumar, Manjunathan and Strong, Christopher K. Comparative Evaluation of Automated Wind Warning Systems (Showcase Evaluation #15), Transportation Research Board publication, HRIS, pp. 1-119, June 2009 (PDF 2.5 MB).

10. Fundamentals of Road Weather Management, Institute of Transportation Engineers Publication, CD-033.

Concept of Operations - Appendix


Appendix A

Statewide Survey Copy

RWIS SurveyCreated: October 28 2009, 6:00 AMLast Modified: October 28 2009, 6:00 AMDesign Theme: Global BlueLanguage: EnglishButton Options: LabelsDisable Browser “Back” Button: False

High Wind Condition Bridge Closing Survey

Page 1 - Question 1 - Choice - One Answer (Drop Down) [Mandatory]

Agency type

Sheriff's Office Police Department Other Law Enforcement Agency County Emergency Management Office County Public Works Department Municipal Public Works Department FDOT District Others

Page 1 - Question 2 - Choice - One Answer (Drop Down) [Mandatory]

County

Alachua Baker Bay Bradford Brevard Broward Calhoun Charlotte Citrus Clay Collier Columbia Dade De Soto Dixie Duval Escambia Flagler Franklin Gadsden Gilchrist

Glades Gulf Hamilton Hardee Hendry Hernando Highlands Hillsborough Holmes Indian River Jackson Jefferson Lafayette Lake Lee Leon Levy Liberty Madison Manatee Marion Martin Monroe Nassau Okaloosa Okeechobee Orange Osceloa Palm Beach Pasco Pinellas Polk Putnam St. Johns St. Lucie Santa Rosa Sarasota Seminole Sumter Suwannee Taylor Union Volusia Wakulla Walton Washington

Page 1 - Question 3 - Open Ended - Comments Box

Please provide your name, agency name, and other contact details.

Question 4 - Choice - One Answer (Bullets) [Mandatory]

Sustained high speed winds and wind gusts can be unsafe for motorists traveling on bridges, particularly high profile vehicles, trailers, and motorcycles. Some areas of the state utilize the support of law enforcement personnel to enforce closure of bridges when winds are extreme. Please indicate if your agency has such process in place:

We have a standard process in place and is documented in writing We have a standard process in place but not documented in writing We do not have a standard process in place; however we have performed bridge closures during high wind speed

or gusts as needed Not aware of any procedures for our agency closing bridges due to winds My jurisdiction does not have any bridges that are impacted by high winds

Page 1 - Question 5 - Yes or No

Has your agency ever closed a bridge in your jurisdiction because of high winds?

Yes No Additional Comment

Page 1 - Question 6 - Choice - One Answer (Bullets)

Which of the following would most likely be used to prompt the closing of a bridge in your jurisdiction?

Direction from Emergency Operation Center, Department of Transportation, Highway Patrol, Sheriff's Office, or other agency

Information from Emergency Operation Center, Department of Transportation, Highway Patrol, Sheriff's Office, National Weather Service, Media

Observation by an officer/employee at the bridge location Other


Is there a critical sustained wind speed limit that your agency uses as a threshold to make determination on bridge closure?


Page 1 - Question 8 - Choice - One Answer (Drop Down)

Please indicate the sustained wind speed limit that matches closest to your answer.

20 MPH 25 MPH 30 MPH 35 MPH 40 MPH 45 MPH 50 MPH

55 MPH 60 MPH 65 MPH 70 MPH 75 MPH 80 MPH 85 MPH 90 MPH 95 MPH 100 MPH > 100 MPH


What time duration of sustained wind speed, in excess of your wind speed limit, do you use to make your decision? Please select the option that matches closest to your answer.

Do not wait 30 Sec 35 Sec 40 Sec 45 Sec 50 Sec 55 Sec 60 Sec 65 Sec 70 Sec 75 Sec 80 Sec 85 Sec 90 Sec 95 sec 100 Sec 105 Sec 110 Sec 115 Sec 120 sec 125 Sec 130 Sec 135 Sec 140 sec 145 Sec 150 Sec 155 Sec 160 Sec 165 Sec 170 Sec 175 Sec 180 Sec 185 Sec 190 Sec 195 Sec 200 Sec 205 Sec

210 Sec 215 Sec 220 Sec 225 Sec 230 Sec 235 Sec 240 Sec > 240 Sec


Is there a critical wind gust speed limit that that your agency uses as a threshold to make a determination on bridge closure?



Please indicate the wind gust speed limit that matches closest to your answer.

20 MPH 25 MPH 30 MPH 35 MPH 40 MPH 45 MPH 50 MPH 55 MPH 60 MPH 65 MPH 70 MPH 75 MPH 80 MPH 85 MPH 90 MPH 95 MPH 100 MPH >100 MPH


What time duration of gust wind speed, in excess of your critical wind gust limit, do you use to make your decision? Please select the option that matches closest to your answer.

Do Not Wait 30 Sec 35 Sec 40 Sec 45 Sec 50 Sec 55 Sec 60 Sec

65 Sec 70 Sec 75 Sec 80 Sec 85 Sec 90 Sec 95 Sec 100 Sec 105 Sec 110 Sec 115 sec 120 Sec 125 Sec 130 Sec 135 Sec 140 Sec 145 Sec 150 Sec 155 Sec 160 Sec 165 Sec 170 Sec 175 Sec 180 Sec 185 Sec 190 Sec 195 Sec 200 Sec 205 Sec 210 Sec 215 Sec 220 Sec 225 Sec 230 Sec 235 Sec 240 Sec >240 Sec


What is the source of wind speed information for your agency?

Responder at the scene Responder at the scene with a wind sensing device National Weather Service Automatic wind speed sensors at the problem location Local media Other

Page 1 - Question 14 - Choice - Multiple Answers (Bullets)

Please indicate the agencies that you coordinate with during the incident. You may choose multiple agencies:


Emergency Operation Center Public Works Department or Florida Department of Transportation Local Media Law Enforcement Agencies (local, county, state) Other


Please indicate the action taken by your agency at the problem location with regard to the closure:

Close bridge entirely to all traffic Initially close the bridge for high profile vehicles only, such as tractor trailer, RVs, etc. Other


Is your agency open to explore option of using tiered approach to do selective closure for the type of vehicles depending on prevailing wind speed? For example, wind speed between xx MPH and xx MPH closure to only vehicles with tow, wind speed of xx MPH to xx MPH closure to tractor trailers, in excess of xx MPH total closure.



Would your agency support the use of static signs with automatic flashers for wind speed advisory as oppose to always sending response personnel to the problem location?



Does your jurisdiction have any automatic sensors on bridges for the wind speed measurement?



Does your agency coordinate with the Emergency Management Center and/or Traffic Management Center to aid in disseminating bridge closure information to the traveling public and the local media?


Question 20 - Choice - One Answer (Bullets)

For your agency, what is the preferred source of information on the incident updates during high sustained wind or gust?

Traffic Management Center Emergency Operation Center Field personnel Local media Other, please specify


Who should be the source of public updates during high sustained wind or gust for the local media and general public?

Traffic Management Center, which disseminates information via 511, Dynamic Message Signs, personalized message alerts, local media, etc.

Emergency Operation Center Highway Patrol Sheriff’s Office Other, please specify

Page 1 - Question 22 - Rating Scale - Matrix

Please rate the effectiveness of each approach from 1 to 5, with 5 being highest, that you consider would be most effective during high sustained wind or gust situation. Also please enter your ranking in the "your ranking" box for the approaches from 1-13, with 1 being highest.

Most Effective 4 Average 2 Least Effective

Variable speed limit m m m m m Your Ranking

Length restriction m m m m m Your Ranking

Dynamic message signs at diversion points m m m m m Your Ranking

Dynamic message signs near problem area m m m m m Your Ranking

Static signs with flashing beacons m m m m m Your Ranking

Webpage with road and weather information m m m m m Your Ranking

Reduce truck speed limit m m m m m Your Ranking

Advisory speed limits for trucks m m m m m Your Ranking

Highway advisory radio m m m m m Your Ranking

Closures to trucks only m m m m m Your Ranking

511 or other toll free number for road condition m m m m m Your Ranking

Kiosks in weigh stations, rest areas, or truck stops m m m m m Your Ranking

Lane restrictions for trucks m m m m m

Your Ranking

Page 1 - Question 23 - Open Ended - Comments Box

Please share any other information that you would like us to know.

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Survey Closed.

Thanks and have a great day!

RWIS SurveyResults Overview

Date: 12/4/2009 2:23 PM PST Responses: Completes Filter: No filter applied

1. Agency type

Sheriff's Office 18 25%

Highway Patrol 12 17%

Other Law Enforcement Agency

13 18%

County Emergency Management Office

21 30%

County Public Works Department

0 0%

Municipal Public Works Department

1 1%

FDOT District 6 8%

Other 0 0%

Total 71 100%

2. County

Alachua 1 1%

Baker 0 0%

Bay 5 7%

Bradford 0 0%

Brevard 2 3%

Broward 1 1%

Calhoun 0 0%

Charlotte 1 1%

Citrus 1 1%

Clay 1 1%

Collier 1 1%

Columbia 0 0%

Dade 4 6%

De Soto 1 1%

Dixie 0 0%

Duval 5 7%

Page 1 of 12Zoomerang | RWIS Survey: Results Overview

12/4/2009http://app.zoomerang.com/Report/PrintResultsPage.aspx

Escambia 0 0%

Flagler 1 1%

Franklin 0 0%

Gadsden 0 0%

Gilchrist 0 0%

Glades 0 0%

Gulf 1 1%

Hamilton 0 0%

Hardee 1 1%

Hendry 1 1%

Hernando 0 0%

Highlands 1 1%

Hillsborough 1 1%

Holmes 0 0%

Indian River 1 1%

Jackson 0 0%

Jefferson 1 1%

Lafayette 0 0%

Lake 0 0%

Lee 0 0%

Leon 1 1%

Levy 0 0%

Liberty 1 1%

Madison 1 1%

Manatee 4 6%

Marion 2 3%

Martin 0 0%

Monroe 1 1%

Nassau 1 1%

Okaloosa 1 1%

Okeechobee 0 0%

Orange 3 4%

Osceloa 0 0%

Palm Beach 2 3%

Pasco 2 3%

Pinellas 2 3%



Polk 1 1%

Putnam 1 1%

St. Johns 3 4%

St. Lucie 2 3%

Santa Rosa 2 3%

Sarasota 2 3%

Seminole 0 0%

Sumter 0 0%

Suwannee 0 0%

Taylor 1 1%

Union 0 0%

Volusia 5 7%

Wakulla 1 1%

Walton 0 0%

Washington 1 1%

Total 71 100%

4.Sustained high speed winds and wind gusts can be unsafe for motorists traveling on bridges, particularly high profile vehicles, trailers, and motorcycles. Some areas of the state utilize the support of law enforcement personnel to enforce closure of bridges when winds are extreme. Please indicate if your agency has such process in place:

We have a standard process in place and is documented in writing

20 28%

We have a standard process in place but not documented in writing

16 23%

We do not have a standard process in place; however we have performed bridge closures during high wind speed or gusts as needed

11 15%

Not aware of any procedures for our agency closing bridges due to winds

14 20%

My jurisdiction does not have any bridges that are

10 14%



impacted by high winds

Total 71 100%

5. Has your agency ever closed a bridge in your jurisdiction because of high winds?

Yes 43 63%

No 25 37%

Total 68 100%

25 Responses

6. Which of the following would most likely be used to prompt the closing of a bridge in your jurisdiction?

Direction from Emergency Operation Center, Department of Transportation, Highway Patrol, Sheriff's Office, or other agency

38 55%

Information from Emergency Operation Center, Department of Transportation, Highway Patrol, Sheriff's Office, National Weather Service, Media

14 20%

Observation by an officer/employee at the bridge location

12 17%

Other 5 7%

Total 69 100%

7. Is there a critical sustained wind speed limit that your agency uses as a threshold to make determination on bridge closure?

Yes 37 56%

No 29 44%

Total 66 100%

29 Responses

8. Please indicate the sustained wind speed limit that matches closest to your answer.

20 MPH 0 0%



25 MPH 0 0%

30 MPH 0 0%

35 MPH 2 5%

40 MPH 16 38%

45 MPH 15 36%

50 MPH 5 12%

55 MPH 2 5%

60 MPH 1 2%

65 MPH 0 0%

70 MPH 0 0%

75 MPH 0 0%

80 MPH 0 0%

85 MPH 0 0%

90 MPH 1 2%

95 MPH 0 0%

100 MPH 0 0%

> 100 MPH 0 0%

Total 42 100%

9. What time duration of sustained wind speed, in excess of your wind speed limit, do you use to make your decision? Please select the option that matches closest to your answer.

Do not wait 19 53%

30 Sec 1 3%

35 Sec 0 0%

40 Sec 0 0%

45 Sec 1 3%

50 Sec 0 0%

55 Sec 1 3%

60 Sec 8 22%

65 Sec 0 0%

70 Sec 0 0%

75 Sec 0 0%

80 Sec 0 0%

85 Sec 0 0%

90 Sec 1 3%

95 sec 0 0%

100 Sec 0 0%



105 Sec 0 0%

110 Sec 1 3%

115 Sec 0 0%

120 sec 3 8%

125 Sec 0 0%

130 Sec 0 0%

135 Sec 0 0%

140 sec 0 0%

145 Sec 0 0%

150 Sec 0 0%

155 Sec 0 0%

160 Sec 0 0%

165 Sec 0 0%

170 Sec 0 0%

175 Sec 0 0%

180 Sec 0 0%

185 Sec 0 0%

190 Sec 0 0%

195 Sec 0 0%

200 Sec 0 0%

205 Sec 0 0%

210 Sec 0 0%

215 Sec 0 0%

220 Sec 0 0%

225 Sec 0 0%

230 Sec 0 0%

235 Sec 0 0%

240 Sec 1 3%

> 240 Sec 0 0%

Total 36 100%

10. Is there a critical wind gust speed limit that that your agency uses as a threshold to make a determination on bridge closure?

Yes 9 15%

No 50 85%

Total 59 100%

11 Responses



11. Please indicate the wind gust speed limit that matches closest to your answer.

20 MPH 0 0%

25 MPH 0 0%

30 MPH 1 7%

35 MPH 0 0%

40 MPH 4 27%

45 MPH 2 13%

50 MPH 3 20%

55 MPH 1 7%

60 MPH 0 0%

65 MPH 2 13%

70 MPH 0 0%

75 MPH 1 7%

80 MPH 0 0%

85 MPH 0 0%

90 MPH 0 0%

95 MPH 0 0%

100 MPH 1 7%

>100 MPH 0 0%

Total 15 100%

12. What time duration of gust wind speed, in excess of your critical wind gust limit, do you use to make your decision? Please select the option that matches closest to your answer.

Do Not Wait 14 78%

30 Sec 1 6%

35 Sec 0 0%

40 Sec 0 0%

45 Sec 0 0%

50 Sec 1 6%

55 Sec 0 0%

60 Sec 0 0%

65 Sec 1 6%

70 Sec 0 0%

75 Sec 0 0%

80 Sec 0 0%



85 Sec 0 0%

90 Sec 0 0%

95 Sec 0 0%

100 Sec 1 6%

105 Sec 0 0%

110 Sec 0 0%

115 sec 0 0%

120 Sec 0 0%

125 Sec 0 0%

130 Sec 0 0%

135 Sec 0 0%

140 Sec 0 0%

145 Sec 0 0%

150 Sec 0 0%

155 Sec 0 0%

160 Sec 0 0%

165 Sec 0 0%

170 Sec 0 0%

175 Sec 0 0%

180 Sec 0 0%

185 Sec 0 0%

190 Sec 0 0%

195 Sec 0 0%

200 Sec 0 0%

205 Sec 0 0%

210 Sec 0 0%

215 Sec 0 0%

220 Sec 0 0%

225 Sec 0 0%

230 Sec 0 0%

235 Sec 0 0%

240 Sec 0 0%

>240 Sec 0 0%

Total 18 100%

13. What is the source of wind speed information for your agency?



Responder at the scene

10 16%

Responder at the scene with a wind sensing device

12 19%


21 33%

Automatic wind speed sensors at the problem location

8 13%

Local media 1 2%

Other 11 17%

Total 63 100%

14. Please indicate the agencies that you coordinate with during the incident. You may choose multiple agencies:


24 34%

Emergency Operation Center

63 90%

Public Works Department or Florida Department of Transportation

54 77%

Local Media 36 51%

Law Enforcement Agencies (local, county, state)

65 93%

Other 17 24%

15. Please indicate the action taken by your agency at the problem location with regard to the closure:

Close bridge entirely to all traffic

33 62%

Initially close the bridge for high profile vehicles only, such as tractor trailer, RVs, etc.

10 19%

Other 10 19%

Total 53 100%

16. Is your agency open to explore option of using tiered approach to do selective closure for the type of vehicles depending on prevailing wind speed? For example, wind speed between xx MPH and xx MPH



closure to only vehicles with tow, wind speed of xx MPH to xx MPH closure to tractor trailers, in excess of xx MPH total closure.

Yes 45 74%

No 16 26%

Total 61 100%

16 Responses

17. Would your agency support the use of static signs with automatic flashers for wind speed advisory as oppose to always sending response personnel to the problem location?

Yes 54 84%

No 10 16%

Total 64 100%

13 Responses

18. Does your jurisdiction have any automatic sensors on bridges for the wind speed measurement?

Yes 11 17%

No 54 83%

Total 65 100%

6 Responses

19. Does your agency coordinate with the Emergency Management Center and/or Traffic Management Center to aid in disseminating bridge closure information to the traveling public and the local media?

Yes 64 93%

No 5 7%

Total 69 100%

6 Responses

20. For your agency, what is the preferred source of information on the incident updates during high sustained wind or gust?


4 6%


44 65%

Field personnel 12 18%

Local media 3 4%

Other, please specify

5 7%



Total 68 100%

21. Who should be the source of public updates during high sustained wind or gust for the local media and general public?

Traffic Management Center, which disseminates information via 511, Dynamic Message Signs, personalized message alerts, local media, etc.

14 21%


48 71%

Highway Patrol 2 3%

Sheriff’s Office 0 0%

Other, please specify

4 6%

Total 68 100%

22.Please rate the effectiveness of each approach from 1 to 5, with 5 being highest, that you consider would be most effective during high sustained wind or gust situation. Also please enter your ranking in the "your ranking" box for the approaches from 1-13, with 1 being highest.

Top number is the count of respondents selecting the option. Bottom % is percent of the total respondents selecting the option.

Most Effective 4 Average 2 Least Effective

Variable speed limit

7 12%

9 15%

24 40%

12 20%

8 13%

Vehicle length/height restriction

19 31%

15 25%

18 30%

5 8%

4 7%

Dynamic message signs at diversion points

27 45%

16 27%

13 22%

3 5%

1 2%

Dynamic message signs near problem area

27 44%

18 30%

15 25%

1 2%

0 0%

Static signs with flashing beacons

19 31%

14 23%

17 28%

9 15%

2 3%

Webpage with road and weather information

8 13%

12 20%

23 38%

14 23%

4 7%

Reduce truck speed limit

5 8%

19 31%

21 34%

12 20%

4 7%

Advisory speed limits for trucks

6 10%

14 24%

21 36%

12 20%

6 10%

Highway advisory radio

19 31%

12 20%

24 39%

6 10%

0 0%



Closures to trucks only

6 10%

14 23%

26 43%

6 10%

9 15%

511 or other toll free number for road condition

14 23%

22 35%

18 29%

6 10%

2 3%

Kiosks in weigh stations, rest areas, or truck stops

5 8%

13 21%

19 31%

11 18%

13 21%

Lane restrictions for trucks

3 5%

8 13%

22 36%

17 28%

11 18%

19 Responses

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Appendix B

FDOT Diversion Route Maps

FLORIDA DEPARTMENT OF TRANSPORTATION

DISTRICT 2

LEGEND

H

F

P

S

NOTESDIVERSION OF THROUGH VEHICLES:

DIVERSION ROUTES

SOUTHBOUND CLOSURE

NORTHBOUND CLOSURE

NORTHBOUND CLOSURE

N

H

LIMITS OF CLOSURE I-295

SR 13 (SAN JOSE BLVD) - EXIT 5

TO

US 17 (ROOSEVELT BLVD) - EXIT 10

I-95 (NB)

I-10 (WB)

I-295 (NB)

I-295 (NB)

I-10 (EB)

I-95 (SB)

1

SB ON-RAMP AT US 17 (ROOSEVELT BLVD)

SB MAINLINE AT US 17 (ROOSEVELT BLVD)

OFF-RAMP

NB ON-RAMP AT SR 13 (SAN JOSE BLVD)

NB MAINLINE AT SR 13 (SAN JOSE BLVD)

OFF-RAMP

NB ON-RAMPS AT I-95

I-95

ROUTE

I-295

ROUTE

1

F

F

F

F

F

F

F

FF

F

F

H

H

H H

H

F

H

H

F

FH

EXIT NO. 5

EXIT NO. 10

AREA OF CLOSURE

PRIMARY I-95 NB ROUTE

PRIMARY I-295 SB ROUTE

SECONDARY ROUTE NB

SECONDARY ROUTE SB

SIGNAL

POLICE CONTROLLED SIGNAL

POLICE LOCATION

RAMP/ROAD CLOSURE

SCHOOL

POLICE STATION

HOSPITAL

FIRE RESCUE

EXIT 35

I-95

I-295

I-295

EXIT 10

US 17

(ROOSEVELT BLVD)

I-295

EXIT NO. 35

EXIT 5

SR 13

(SAN JOSE BLVD)

I-295 ROUTE VEHICLES DIVERTED NORTH ON I-295

TO I-10 EAST TO I-95 SOUTH TO I-295

DETOUR 30.2 MILES

I-95 ROUTE VEHICLES DIVERTED NORTH ON I-95

TO I-10 WEST TO I-295 NORTH TO I-95

DETOUR 19.2 MILES

INFORM FULLER WARREN BRIDGE TENDER OF

BUCKMAN BRIDGE CLOSURE


DISTRICT 2

LEGEND

H

F

P

S

NOTES

AREA OF CLOSURE

PRIMARY ROUTE NB

PRIMARY ROUTE SB

SECONDARY ROUTE NB

SECONDARY ROUTE SB

SIGNAL


POLICE LOCATION

RAMP/ROAD CLOSURE

SCHOOL

POLICE STATION

HOSPITAL

FIRE RESCUE

DIVERSION OF THROUGH VEHICLES:

DIVERSION ROUTES

NORTHBOUND

SOUTHBOUND

NORTHBOUND CLOSURE

SOUTHBOUND CLOSURE

NORTHBOUND CLOSURE

NORTHBOUND CLOSURE

N


SR 105 (HECKSCHER DR) - EXIT 6

TO

MERRILL RD - EXIT 10

SR 10 (ATLANTIC BLVD) (WB)

ARLINGTON EXPWAY (WB)

HAINES ST EXPWAY (NB)

20TH ST EXPWAY (WB)

I-95 (NB)

SR 105 (HECKSCHER DR) (EB)

SR 105 (HECKSCHER DR) (WB)

I-95 (SB)

20TH ST EXPWAY (EB)

HAINES ST EXPWAY (SB)

ARLINGTON EXPWAY (EB)

SR 10 (ATLANTIC BLVD) (EB)

SR 9A

SR 9A

SB ON-RAMP AT SR 105 (HECKSCHER DR)

SB MAINLINE AT SR 105 (HECKSCHER DR)

OFF-RAMP

SR 9A

NB ON-RAMP AT MERRILL RD

NB MAINLINE AT MERRILL RD OFF-RAMP

NB ON-RAMP AT SR 10 (ATLANTIC BLVD)

NB MAINLINE AT SR 10 (ATLANTIC BLVD)

OFF-RAMP

SR 9A

NB ON-RAMP AT MONUMENT RD

EXIT NO. 13

EXIT NO. 6

SOUTHBOUND VEHICLES DIVERTED WEST ON SR 10 (HECKSCHER DR)

TO I-95 SOUTH TO 20TH ST EXPWAY EAST TO HAINES ST EXPWAY SOUTH

TO ARLINGTON EXPWAY EAST TO SR 10 (ATLANTIC BLVD) EAST TO

I-295

DETOUR 20.5 MILES

NORTHBOUND VEHICLES DIVERTED WEST ON SR 10 (ATLANTIC BLVD) TO

ARLINGTON EXPWAY WEST TO HAINES ST EXPWAY NORTH TO 20TH ST

EXPWAY WEST TO I-95 NORTH TO SR 105 (HECKSCHER DR)

EAST TO I-295

DETOUR 20.5 MILES

EXIT 13

SR 10

(ATLANTIC

BLVD)

EXIT 6

SR 105

(HECKSCHER

DR)

EXIT 10

MERRILL RD

EXIT 11

MONUMENT RD

EXIT NO. 10

EXIT NO. 11


DISTRICT 2

LEGEND

H

F

P

S

NOTESDIVERSION OF THROUGH VEHICLES:

DIVERSION ROUTES

NORTHBOUND

SOUTHBOUND

I-95

SOUTHBOUND CLOSURE

I-95

I-10

EXIT 351B

SB ON-RAMP AT I-10

SB MAINLINE AT I-10

OFF-RAMP

NORTHBOUND CLOSURE

EXIT 350

EXIT 348

NORTHBOUND CLOSURE


F

S

H

H

H SF

F

F

H

H

N

EXIT NO. 350

2. ADVISE SB 1-95 TRAFFIC TO EXIT AT UNION ST

SR 10

(ATLANTIC BLVD)

NB ON-RAMP AT SR 10 (ATLANTIC BLVD)

1. SET SIGNALS ON STATE ST AND UNION ST TO FLASH

AREA OF CLOSURE

PRIMARY ROUTE NB

PRIMARY I-10 EB ROUTE

PRIMARY I-95 SB ROUTE

SIGNAL


POLICE LOCATION

RAMP/ROAD CLOSURE

SCHOOL

POLICE STATION

HOSPITAL

FIRE RESCUE

I-95

I-95

ACOSTA

BRIDGE

US 90(MAIN ST)

NB ON-RAMP AT US 90 (MAIN ST)

NB MAINLINE AT US 90 (MAIN ST)

OFF-RAMP

EXIT NO. 348

SR 13 (HENDRICKS AVE) - EXIT 350

TO

I-10 - EXIT 351B

EXIT NO. 351B

FROM I-10 EB:

SOUTHBOUND VEHICLES DIVERTED NORTH ON I-95 TO UNION ST EAST TO

US 90 (MAIN ST) SOUTH TO I-95

DETOUR 3.8 MILES

FROM I-10 EB:

I-95 (NB)

UNION ST (EB)

US 90 (MAIN ST) (SB)

FROM I-95 SB:

UNION ST (EB)

US 90 (MAIN ST) (SB)

NORTHBOUND VEHICLES DIVERTED NORTH ON MAIN ST BRIDGE/ OCEAN AVE

TO STATE ST WEST TO I-95

DETOUR 3.8 MILES

MAIN ST BRIDGE/ OCEAN AVE (NB)

STATE ST (WB)

FROM I-95 SB:

SOUTHBOUND VEHICLES DIVERTED EAST ON UNION ST TO US 90 (MAIN ST)

SOUTH TO I-95

DETOUR 2.3 MILES



Appendix C

FDEM Evacuation Routes and Contacts

POLK

COLLIER

LAKE

LEVY

MARION

LEE

BAY

MIAMI-DADE

OSCEOLA

PALM BEACH

VOLUSIA

TAYLOR

DIXIE

HENDRY

LEON

WALTON

CLAY

DUVAL

ORANGE

BROWARD

PASCO

GULF

ALACHUA

LIBERTY

JACKSON

PUTNAM

GLADES

HIGHLANDS

BAKER

MONROE

BREVARD

OKALOOSA

SANTA ROSA

CITRUS

MADISON

COLUMBIA

MANATEE HARDEE

NASSAU

DESOTO

SUMTER

MARTIN

HILLSBOROUGH

ESCAMBIA

WAKULLA SUWANNEE

CALHOUN

ST. LUCIE

ST. JOHNS

HOLMES

OKEECHOBEE

FLAGLER

GADSDEN

SARASOTA

FRANKLIN

JEFFERSONHAMILTON

LAFAYETTE

WASHINGTON

CHARLOTTE

HERNANDO

UNION

INDIAN RIVER

GILCHRIST

SEMINOLE

BRADFORD

PINELLAS

. County EM Managers0 40 8020 Miles

DISCLAIMER: Map is intended to be used as reference only. No warranty for accuracy provided.

State of FloridaGIS Section

1

2

3

4 5

6

7

Florida Division ofEmergency Management

DEM Region Coordinators

1 - Tom Smith 850-519-6734

2 - Bryan Lowe 850-528-7522

3 - Jim Britts 850-519-8480

4 - Paul Siddall 850-519-8633

5 - Jim Roberts 850-519-8636

6 - Lee Mayfield 850-519-8635

7 - John Scott 850-519-8639

Alachua David Donnelly 352-264-6510 1100 SE 27th St. Gainesville 32641Baker Adam Faircloth 904-259-6111 1 Sheriff's Office Drive Macclenny 32063Bradford Brian K. Johns 904-966-6336 945-B N. Temple Ave. Starke 32091Clay James H. Corbin, Jr 877-252-9362 1 Doctors Drive Green Cove Springs 32043-3128Duval Martin Senterfitt 904-630-2472 515 North Julia St. Jacksonville 32202Flagler Troy Harper 386-313-4240 1769 East Moody Blvd Bunnell 32110Gilchrist Ron McQueen 352-463-3198 3250 North U.S. Highway 129 Bell 32619Levy Mark Johnson 352-486-5212 9010 N. E. 79th Ave Bronson 32621Marion Chip Wildy 352-369-8185 692 NW 30th Ave Ocala 34478-1987Nassau Tom Kochheiser 904-548-4980 96135 Nassau Place, Suite 2 Yulee 32097Putnam Quin Romay 386-329-0379 410 S. State Road 19 Palatka 32177St. Johns E. Ray Ashton 904-824-5550 100 EOC Drive St. Augustine 32092Union James "Doug" York 386-496-4300 58 Northwest 1st Street Lake Butler 32054

3

Citrus Joseph Eckstein 352-746-6555 3549 Saunders Way Lecanto 34461Hardee Richard S. Shepard 863-773-6373 404 W. Orange St. Wauchula 33873-2831Hernando Cecilia O. Patella 352-754-4083 18900 Cortez Boulevard Brooksville 34601Hillsborough Larry Gispert 813-236-3800 2711 East Hanna Ave. Tampa 33610Pasco James D. Martin 727-847-8137 7530 Little Road New Port Richey 34654Pinellas Sally Bishop 727-464-5550 400 South Fort Harrison Avenue Clearwater 33756Polk Pete McNally 863-534-5605 1295 Brice Blvd. Bartow 33830Sumter Judd Wright 352-569-6000 1010 North Main Street Bushnell 33513

4

Brevard Robert S. Lay 321-637-6670 1746 Cedar Street Rockledge 32955Indian River John King 772-226-3859 4225 43rd Avenue Vero Beach 32967-1671Lake Jerry Smith 352-343-9420 315 West Main Street, PO Box 7800 Tavares 34778-7800Martin Keith Holman 772-288-5694 800 Monterey Road Stuart 34994Orange Preston Cook 407-836-9140 6590 Armory Court Winter Park 32792Osceola David Casto 407-742-9000 2586 Partin Settlement Road Kissimmee 34744Seminole Alan Harris 407-665-5017 150 Bush Boulevard Sanford 32773St. Lucie Tom Daly 772-462-8100 15305 W Midway Road Ft. Pierce 34945Volusia Charlie Craig 386-254-1500ext1505 49 Keyton Drive Daytona Beach 32124

5

Charlotte Wayne Sallade 941-505-4621 26571 Airport Road Punta Gorda 33982Collier Dan E. Summers 239-252-8000 8075 Lely Cultural Parkway, Suite 445 Naples 34113DeSoto Catherine Furr 863-993-4831 2200 NE Roan Street Arcadia 34266Glades Angela R. Snow 863-946-6020 500 Avenue J Moore Haven 33471Hendry M. Lupe Taylor 863-612-4700 25 E. Hickpochee Avenue LaBelle 33935Highlands Bill Nichols 863-385-1112 6850 W George Blvd. Sebring 33875Lee John D. Wilson 239-533-3622 2665 Ortiz Ave. Fort Myers 33905Manatee Laurie Feagans 941-749-3500 2101 47th Terrace East Bradenton 34206Okeechobee Michael Faulkner 863-763-3212 499 NW Fifth Avenue Okeechobee 34972Sarasota Edward J. McCrane 941-861-5495 1660 Ringling Boulevard, 6th Floor Sarasota 34236Seminole Tribe Robert Tarrant 954-966-6300X11346 35154 Firehouse Place Clewiston 33440

6

Broward Charles Lanza 954-831-3910 201 Northwest 84th Avenue Plantation 33324Miami-Dade Curt Sommerhoff 305-468-5403 9300 NW 41st Street Miami 33178-2414Monroe Irene Toner 305-289-6065 2798 Overseas Highway Marathon 33050Palm Beach Charles Tear 561-712-6330 20 South Military Trail West Palm Beach 33415

7

Bay Mark Bowen 850-784-4017 644 Mulberry Ave. Panama City 32401Calhoun Don A. "Sonny" O'Bryan 850-674-8075 20859 Central Avenue East, Room G-40 Blountstown 32424Escambia John Dosh 850-471-6409 6575 North W Street Pensacola 32505Gulf Marshall Nelson 850-229-9110 1000 Cecil G Costin, Sr. Boulevard Bldg 500 Port St. Joe 32456Holmes Wanda Stafford 850-547-1112 1001 East Highway 90 Bonifay 32425Jackson Rodney Andreasen 850-482-9678 2819 Panhandle Road Marianna 32446Okaloosa Randy McDaniel 850-651-7560 1250 North Eglin Parkway Shalimar 32579Santa Rosa Sheryl Bracewell 850-983-5360 4499 Pine Forest Road Milton 32583Walton Michael D. Barker 850-892-8065 75 South Davis Lane DeFuniak Springs 32435Washington Roger Hagan 850-638-6203 1331 South Boulevard, Suite 600 Chipley 32428

1

Columbia Ronnie McCardle 386-758-1125 263 NW Lake City Ave Lake City 32056Dixie Tim Alexander 352-498-1240 ext224 17600 SE Hwy 19 Cross City 32628Franklin Pamela Brownell 850-653-8977 28 Airport Road Apalachicola 32320Gadsden Shawn Wood 850-875-8642 339 East Jefferson Street Quincy 32351Hamilton Henry Land 386-792-6647 1133 US Hwy 41 NW Jasper 32052Jefferson Carol Ellerbe 850-342-0211 169 Industrial Park Blvd Monticello 32344Lafayette Donnie E. Land 386-294-1950 164 NW Crawford Street Mayo 32066Leon Richard R. Smith 850-488-5921 535 Appleyard Drive Tallahassee 32304Liberty Rhonda Lewis 850-643-2339 11109 NW SR 20 Bristol 32321-0877Madison Victoria Brown 850-973-3698 1083 SW Harvey Greene Drive Madison 32340Suwannee Kimberly Thomas 386-364-3405 617 Ontario Avenue SW Suite 200 Live Oak 32064Taylor Jeff Manning 850-838-3575 591 E US 27 Perry 32348Wakulla Scott Nelson 850-926-0861 15 Oak Street Crawfordville 32327

2

DEM Region Coordinators Supervisor

Roy Dunn (850) 519-6749

Created by: GIS Section

Updated: 11/17/2009

Requested by: Standard Product

File name: County_EM_managers.pdf

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LegendE

vacuation Routes

.C

lay

Co

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04

82

Miles

Date created: S

eptember 2008

File name: C

lay_County_E

vacRoutes_U

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LegendEvacuation Routes

. Duval County

0 4 82 Miles

Date created: September 2008

File name: Duval_County_EvacRoutes_USNG_Landscape.pdfDISCLAIMER: Map is intended to be used as reference only.

No warranty for accuracy provided.

Evacuation Routes

!

!!

!

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LegendEvacuation Routes

. Nassau County0 3 61.5 Miles

Date created: September 2008

File name: Nassau_County_EvacRoutes_USNG_Landscape.pdfDISCLAIMER: Map is intended to be used as reference only.

No warranty for accuracy provided.Evacuation Routes

!

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Legend

Evacuation Routes

.S

t. Jo

hn

s C

ou

nty

04

82

Miles

Date created: S

eptember 2008

File name: S

t_Johns_County_E

vacRoutes_U

SN

G_Portrait.pdf

DISC

LAIM

ER

: Map is intended to be used as reference only.

No w

arranty for accuracy provided.

Ev

ac

uatio

n R

ou

tes



Appendix D

Location Priority Ranking

0 2 41 Miles

±

VILLANO BRIDGE

BEACH BLVD BRIDGE

HART BRIDGE

DAMES POINT BRIDGE

BUCKMAN BRIDGE

MATTHEWS BRIDGEFULLER WARRENBRIDGE

ATLANTIC BLVD BRIDGE

JTB BRIDGE

SR 312 BRIDGE

SHANDS BRIDGE

TROUT RIVER BRIDGE

ACOSTABRIDGE

SR 200/SR A1A

US 17/DR.'S INLET

CR 210 BRIDGE

BRIDGES OF LIONS

CR 206/CRESCENT BEACH BRIDGE

SR A1A MATANZAS BRIDGE

MAIN ST.BRIDGE

HECKSCHER DR. BRIDGE

SR A1A/NASSAU SOUND BRIDGE

RWIS BRIDGE SENSOR LOCATIONS

WONDERWOOD DR BRIDGE

Phase II RWIS Locations

LegendMajor Roads

Cities

Water Bodies

TPO Boundary

County Boundaries

Existing RWIS Locations

Phase I RWIS Locations

County Crossing Bridge Existing Phase I Phase IISR 16, Shands Bridge US 17, Doctor's Inlet Bridge I-95, Fuller Warren Bridge I-295, Buckman Bridge SR 9A D P i t B id

Clay St. Johns River

SR 9A, Dames Point Bridge SR 115, Matthews Bridge I-95, Trout River Bridge SR 13, Acosta Bridge SR 228/US 1, Hart Bridge US-90/SR-10 Main Street Bridge


Duval

US-90/SR-10, Main Street Bridge SR 105, Heckscher Dr. Bridge SR 10, Atlantic Blvd Bridge SR 202, JT Butler Blvd Bridge SR 116/Wonderwood Dr Bridge US 90/SR 212, Beach Blvd Bridge

ICWW

US 90/SR 212, Beach Blvd Bridge SR 200/SR A1A Intracostal Bridge SR A1A, Nassau Sound Bridge SR 312, SR 312 Bridge CR-210, Palm Valley Bridge CR-206, Crescent Beach Bridge

Nassau

St Johns

ICWW

ICWW, g

SR A1A, Matanzas Bridge SR A1A, Bridges of Lions SR A1A, Vilano Bridge

St. Johns ICWW

Sorted based on total score:Bridge Name County Proximity Diversion Length Clearance Lanes ADT Moveable Total Score Avg.

I‐95, Fuller Warren Bridge Duval 4 2 5 3 3 5 2 24 3.4I‐295, Buckman Bridge Duval 4 2 5 3 2 5 2 23 3.3SR 9A, Dames Point Bridge Duval 5 2 5 3 2 4 1 22 3.1SR 115, Matthews Bridge Duval 2 1 5 3 2 4 2 19 2.7I‐95, Trout River Bridge Duval 5 1 2 2 2 4 2 18 2.6SR 16, Shands Bridge Clay 5 1 5 2 1 2 2 18 2.6SR 200/SR A1A Intracostal Bridge Nassau 5 1 3 2 1 3 2 17 2.4SR 13, Acosta Bridge Duval 2 1 4 2 3 3 2 17 2.4SR 202, JT Butler Blvd Bridge Duval 3 1 4 2 2 3 2 17 2.4SR 10, Atlantic Blvd Bridge Duval 4 1 3 2 3 2 2 17 2.4SR 312 Intracoastal Bridge St. Johns 3 1 3 2 2 3 2 16 2.3SR 228/US 1, Hart Bridge Duval 2 1 4 2 2 3 2 16 2.3SR 116, Wonderwood Drive Duval 4 1 3 2 2 2 2 16 2.3US 17, Doctors Inlet Bridge Clay 4 1 2 2 2 3 2 16 2.3CR 210, Palm Valley Bridge St. Johns 5 1 2 2 2 1 2 15 2.1US 90/SR 212, Beach Blvd Bridge Duval 3 1 2 2 2 3 2 15 2.1SR A1A, Matanzas Bridge St. Johns 4 1 2 1 1 2 2 13 1.9SR A1A, Nassau Sounds Bridge Nassau 4 1 2 2 1 1 2 13 1.9SR A1A, Vilano Bridge St. Johns 3 1 3 1 1 2 1 12 1.7SR A1A, Bridges of Lions St. Johns 3 1 2 2 1 2 1 12 1.7CR 206, Crescent Beach Bridge St. Johns 4 1 3 1 1 1 1 12 1.7US 90/SR 10, Main Street Bridge Duval 1 1 2 2 2 3 1 12 1.7SR 105, Hecksher Dr. Bridge Duval 4 1 1 1 1 2 1 11 1.6SR 105, Hecksher Dr. Bridge Duval 4 1 1 1 1 2 1 11 1.6

Score Parameters:

Proximity (miles) Score Diversion Score

<0.5 1 No 1

0.5 to 1.5 2 Yes 2

1.5 to 2.5 3 Moveable Score

2.5 to 5.0 4 Yes 1

>5.0 5 No 2

ADT (vpd) Score Clearance Score

<10,000 1 Low 1

10,000 to 25,000 2 Mid 2

25,000 to 60,000 3 High 3

60,000 to 100,000 4 Length (ft.) Score

>100,000 5 <1,320 1

Lanes 1,320 to 2,640 2

2 or less 1 2,640 to 3,960 3

3 to 4 2 3,960 to 5,280 4

5 or more 3 >5,280 5

Bridge Name County Proximate ToRadial

Proximity Miles

FDOT Diversion Route

IDBridge Length (ft.)

Clearance Span

No of Lanes

ADT (7/1/09)

Moveable DMS Alias

SR A1A, Vilano Bridge St. Johns Bridges of Lions 1.75 No 780099 3,945 Low 2 13,500 Yes No Francis & Mary Usina BridgeSR A1A, Bridges of Lions St. Johns Villano Bridge 1.75 No 780074 1,775 Mid 2 17,000 Yes No Bridges Of LionsSR 312 Intracoastal Bridge St. Johns Bridges of Lions 1.78 No 780089 EB/7800100 WB 3,650 Mid 4 32,500 No No Mickler O'Connel BridgeSR A1A, Matanzas Bridge St. Johns CR 206 4.67 No 780076 NB/780077 SB 2,150 Low 2 10,600 No No Matanzas River BridgeCR 206, Crescent Beach Bridge St. Johns Matanzas Bridge 4.65 No 780090 3,035 Low 2 9,000 Yes No Verle Allyn Pope BridgeCR 210, Palm Valley Bridge St. Johns SR 202 8.98 No 784055 2,180 Mid 4 8,000 No No Palm Valley BridgeSR A1A, Nassau Sounds Bridge Nassau Hecksher Dr Bridge 3.10 No 720692 2,055 Mid 2 3,800 No No Nassau Sound BridgeSR 200/SR A1A Intracostal Bridge Nassau Ft. George Inlet 7.91 No 740088 EB/740087 WB 3,129 Mid 2 40,000 No No Thomas B. Shave Jr. BridgeUS 90/SR 10, Main Street Bridge Duval Acosta Bridge 0.32 No 720022 1,690 Mid 4 33,500 Yes No John T. Alsop Jr. BridgeSR 13, Acosta Bridge Duval Fuller Warren 0.64 No 720570 SB/720571 NB 4,238 Mid 6 29,000 No No Saint Elmo W. Acosta BridgeSR 228/US 1, Hart Bridge Duval Matthews Bridge 0.98 No 720107 4,145 Mid 4 43,300 No No Isaiah D Hart (Commodore)SR 115, Matthews Bridge Duval Hart Bridge 0.98 No 720076 7,498 High 4 67,500 No No John E. Mathews BridgeUS 90/SR 212, Beach Blvd Bridge Duval SR 202 2.16 No 720729 2,345 Mid 4 34,000 No No BB McCormick BridgeSR 202, JT Butler Blvd Bridge Duval Beach Blvd 2.16 No 720442 4,610 Mid 4 29,250 No No Arthur N. Solle BridgeSR 10, Atlantic Blvd Bridge Duval Beach Blvd 2.65 No 720044 2,985 Mid 6 23,500 No No San Pablo River Bridge ICWWI‐95, Fuller Warren Bridge Duval Hart Bridge 2.68 Yes 720629 5,755 High 8 172,000 No Yes Fuller Warren BridgeSR 105, Hecksher Dr. Bridge Duval Dames Point Bridge 3.13 No 720056 750 Low 2 12,300 Yes No Broward River BridgeSR 9A, Dames Point Bridge Duval Matthews Bridge 5.30 Yes 720518 8,712 High 4 66,445 Yes Yes Napoleon B. Broward BridgeI‐95, Trout River Bridge Duval Matthews Bridge 5.75 No 720684 2,450 Mid 4 77,500 No Yes Trout River BridgeI‐295, Buckman Bridge Duval Fuller Warren 3.50 Yes 720249 SB/720343 NB 15,840 High 4 125,000 No Yes Henry H. Buckman Sr. BridgeSR 116, Wonderwood Drive Duval Atlantic Blvd ICWW Bridge 2.62 No 72193000 3,644 Mid 4 22,000 No No Wonderwood Dr ICWW BridgeUS 17, Doctors Inlet Bridge Clay Buckman Bridge 3.50 No 710049 NB/ 710011 SB 2,100 Mid 4 53,000 No No Doctors InletSR 16, Shands Bridge Clay Doctors Inlet 12.60 No 780056 6,600 Mid 2 12,500 No No Alvin G. Shands Bridge

for bridge closure during high wind...

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