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A Guide to Traffic Control of Rural Roads in an Agricultural Emergency (2008)

Chapter: Chapter 4 - Traffic Control Issues

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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Suggested Citation:"Chapter 4 - Traffic Control Issues." National Academies of Sciences, Engineering, and Medicine. 2008. A Guide to Traffic Control of Rural Roads in an Agricultural Emergency. Washington, DC: The National Academies Press. doi: 10.17226/14184.
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Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

A confirmed foreign plant or animal disease will most likely require an immediate quarantine radius of several miles. In a rural county, a 3- to 6-mi (5- to 10-km) quarantine radius could involve 10 to 35 vehicle entry and exit points along the quarantine boundary that must be bar- ricaded or manned to control traffic. The following types of vehicles should be controlled, and each type will require different procedures at traffic control points: • All vehicles, both agricultural and nonagricultural, entering, exiting, or passing through quar- antined area; • Vehicles transporting (legally or illegally) live-stock, poultry or produce; and • Emergency response vehicles. While police officers and sheriff’s deputies have the most experience with law enforcement road blocks and traffic stops, they are often not aware of the proper quarantine procedures for an agricultural emergency. They may also not have adequate resources and personnel for effec- tive traffic control on the scale necessary for a quarantine that covers over 100 mi2 (259 km2) and that may last 2 months or longer. 4.1 Levels of Traffic Control This guide describes three levels of traffic control that can be used in an agricultural emer- gency. These three levels of traffic control are: Level 1: Traffic check points with cleaning and disinfection stations—Traffic checkpoints prevent the spread of disease by ensuring traffic is controlled and only authorized vehicles are allowed to move in or out of the quarantine area. Level 1 checkpoints are used with the added provision of a station to clean and disinfect vehicles and equipment and to disinfect individuals exiting a quarantine zone. In an agricultural emergency, the quarantine applies directly to plants or animals, but individuals and vehicles may spread the disease if disinfection efforts are not utilized. Level 2: Traffic checkpoints—Vehicles are screened and those related to agriculture are returned to their places of origin or holding sites, or they are allowed to proceed under permit. Level 3: Road closures—Roads are barricaded and all traffic movement is stopped. The Level 1 and 2 traffic checkpoints require substantially more equipment and personnel than the Level 3 road closures, which will generally be the most common type of traffic control used. Generally, at least one law enforcement officer will be needed at each traffic checkpoint. Locations for traffic checkpoints will be determined based on a priority scale that considers traffic 16 C H A P T E R 4 Traffic Control Issues

volumes, road surface (paved or unpaved), agricultural movement, and access to essential services. The phases of an agricultural emergency were discussed in Chapter 2. Phase 1 is the planning phase prior to any suspected, observed, or known disease. Phase 2 of an agricultural emergency begins as soon as symptoms of a disease are reported, and it ends when a positive diagnosis is received. During Phase 2, state and local emergency operations plans should be initiated, the boundaries of the quarantine area should be determined, and the location and level of traffic con- trol for each road crossed by the quarantine boundary should be identified. Table 4-1 shows a priority scale for determining the appropriate level of traffic control to be used at each location where a road crosses the quarantine boundary. Table 4-2 gives some examples of how to use priority scoring to determine appropriate traffic control. The number of Level-1 or Level-2 traffic control points should depend on the resources available to the responsible agency. In some cases, a road closure may be upgraded to a traffic checkpoint as more resources or personnel become available. Table 4-2 lists specific volumes for the ADT and agricultural movement ratings. The local pub- lic works director may not have traffic volume counts on every county road, but he or she may be able to assess the level of traffic and agricultural vehicle movements on each county road. (Over 80 percent of rural roads have ADTs < 400 veh/day.) For state roads, the district or regional state DOT maintenance manager will normally have current traffic volume counts. 4.2 Hypothetical Scenario To illustrate the use of the route priority rating scale, assume that a FAD is suspected on a small farm about 6 mi (10 km) southeast of Linn, a rural town with a population of 1,400. Traffic Control Issues 17 If road is paved If road is unpaved 1 priority point 0 priority points If ADT > 400 veh/day If ADT < 400 veh/day 1 priority point 0 priority points If Agricultural movement is > 50% of ADT If Agricultural movement is < 50% of ADT 1 priority point 0 priority points If road is primary or only route to essential services If there are alternate routes available 1 priority point 0 priority points NOTE: ADT = average daily traffic volume. Table 4-1. Traffic control point priority scoring. Table 4-2. Priority scoring examples. Paved or unpaved roads with low ADT, low agricultural movement, and alternate routes to essential services available, Scores 0 or 1 Road Closure (No Access) Paved road with ADT > 400 veh/day, low agricultural movement and primary or only road to essential services, Score 3 Traffic Check Point Unpaved road with low volumes, significant agricultural movement and only route to essential services, Score 2 Traffic Check Point Paved road with ADT >400 veh/day, significant agricultural movement, and only route to essential services, Score 4 Traffic Check Point with Cleaning and Disinfection Station

In this scenario, a FADD has examined animals at this farm, and determined with a high like- lihood that the animals are suffering from a FAD. Samples have been sent to a USDA author- ized laboratory, but test results are not yet available. The responding FADD has quarantined the suspected site, and state epidemiologists have determined that a 6-mi (10-km) quarantine area around this farm will be necessary if the test results are positive. The quarantine area, shown in Figures 4-1 and 4-2, encompasses the small towns of Linn, Judge, Potts, and Rich Fountain. Figures 4-1 and 4-2 show all 27 sites where a road crosses the potential quarantine boundary. At this point, a working group within the Operations Section should determine the level of traffic control needed at each site where a road intersects the quarantine boundary. Nor- mally, this working group would consist of the local sheriff, the county public works direc- tor, the area DOT engineer, a veterinarian, and the head of the State Highway Patrol’s area troop. Table 4-3 shows the priority rating of each of the 27 sites on the quarantine boundary. For example, the first site is “SR-DD.” The following priority factors were used by the working group in their determination: • Paved road, • ADT > 400 veh/day, • Nonagricultural route, and • Alternative routes are available. The priority rating for SR-DD was “2,” which was determined by assigning one point for a paved road and one point for ADT > 400 veh/day. All 27 sites were rated using a similar method of determination. Using local knowledge, the working group was able to reduce the number of sites at which traffic control was needed. For example, Route CR-310 crosses the boundary three times, creating Sites 7, 8, and 9. Because this route does not continue farther into the quarantine area, the working group was able to elimi- nate traffic control at these three sites. Site 10 is blocked south of the CR-310 junction to ensure that vehicles on CR-310 cannot travel into the quarantine area. In addition, some traffic control points were very close together, which made it possible to combine the traffic control points. For example, Sites 11 and 12 were combined, and the traffic control point on SR-89 was placed south of the SR-J intersection to control both routes. The traffic control established at specific sites depends on the available resources. In the scenario described above, two sites received a priority rating of “4.” Both of these sites were controlled by a traffic checkpoint with a cleaning and disinfection (C & D) station. The C & D stations were necessary because they were located on routes to essential services that also served heavy agricultural traffic. Five sites received a rating of “3.” Site 12 was combined with Site 11, reducing the number of sites, with a rating of “3” from five to four. Traffic checkpoints were specified for each of these four sites to allow nonagricultural traffic to go into or across the quarantine area. The number of sites allowing access depends upon the resources available to a local agency. The seven sites with ratings of “3” or “4” were identified as a priority for traffic control. Many counties would not have the resources to establish traffic checkpoints or cleaning and disinfec- tion stations at the additional four sites with ratings of “2.” However, Site 20 contains a route that is the only access point into an area. Thus, in order to connect farms on this road to neces- sary services, a traffic checkpoint was established at Site 20. The sites with “2,” “1,” or “0” rating all required road closures with no access. A total of 15 sites were closed. 18 A Guide to Traffic Control of Rural Roads in an Agricultural Emergency

Figure 4-1. North end of quarantine area (example only for illustrative purposes).

Figure 4-2. South end of quarantine area (example only for illustrative purposes).

srotcafytiroirPetuoR.onetiS Priority setoNlortnocciffarTgnitar 1 SR-DD Paved, ADT > 400, nonagricultural, alternates available 2 Road Closure 2 CR-602 Unpaved, ADT < 400, agricultural, alternates available 1 Road Closure 3 US-50(W) Paved, ADT > 400, nonagricultural, primary route to essential services 3 Traffic Check Point Detour traffic to alternate routes north and south of US- 50 4 CR-401 Unpaved, ADT < 400, agricultural, alternates available 1 Road Closure 5 SR-W Paved, ADT > 400, nonagricultural, alternates available 2 Road Closure 6 SR-100 Paved, ADT > 400, agricultural, alternates available 3 Traffic Check Point 7 CR-310 Unpaved, ADT < 400, agricultural, alternates available 1 None Required 8 CR-310 Unpaved, ADT < 400, agricultural, alternates available 1 None Required 9 CR-310 Unpaved, ADT < 400, agricultural, alternates available 1 None Required 10 CR-303 Unpaved, ADT < 400, agricultural, alternates available 1 Road Closure Block south of CR-310 11 SR-89 Paved, ADT > 400, agricultural, primary route to essential services 4 Traffic Check Point with Cleaning and Disinfection Station Locate checkpoint south of SR-J. 12 SR-J Paved, ADT > 400, agricultural, alternates available 3 (see notes) Combine w/ Checkpoint 11 13 CR-203 Unpaved, ADT < 400, agricultural, alternates available 1 Road Closure 14 CR-201 Unpaved, ADT < 400, agricultural, alternates available 1 Road Closure 15 US-50(E) Paved, ADT > 400, nonagricultural, primary route to essential services 3 Traffic Check Point Detour traffic to alternate routes north and south of US- 50 16 CR-701 Unpaved, ADT < 400, nonagricultural, alternates available 0 Road Closure 17 CR-703 Unpaved, ADT < 400, nonagricultural, alternates available 0 Road Closure 18 CR-704 Unpaved, ADT < 400, agricultural, alternates available 1 Road Closure 19 CR-705 Unpaved, ADT < 400, nonagricultural, alternates available 0 Road Closure 20 CR-707 Unpaved, ADT < 400, agricultural, primary route to essential services 2 Traffic Check Point 21 SR-89(S) Paved, ADT > 400, nonagricultural, primary route to essential services 3 Traffic Check Point 22 CR-634 Unpaved, ADT < 400, agricultural, alternates available 1 Road Closure 23 CR-631, CR-633 Unpaved, ADT > 400, agricultural, alternates available 2 Road Closure 24 SR-E Paved, ADT > 400, agricultural, primary route to essential services 4 Traffic Check Point with Cleaning and Disinfection Station 25 CR-612 Unpaved, ADT < 400, nonagricultural, alternates available 0 Road Closure 26 CR-612 Unpaved, ADT < 400, nonagricultural, alternates available 0 Road Closure 27 CR-612 Unpaved, ADT < 400, nonagricultural, alternates available 0 Road Closure Table 4-3. Hypothetical scenario, traffic control priority.

4.3 Detours After determining the quarantine area and the traffic control levels of specific sites, detour routes should be identified. The two primary purposes of specifying detour routes are: 1. To reduce the volume of traffic traveling through the quarantine area. 2. To guide motorists at road closures to alternate routes. The traffic control strategy should guide motorists to alternate routes that circumvent the quarantine area or to traffic checkpoints where motorists can enter the quarantine area after passing inspection. Detours for through traffic on major state routes crossing the quarantine area should be established to reduce through traffic in the quarantine area. For example, traffic on U.S. Route 50 should be detoured to major routes north and south of the quarantine area. 4.4 Public Information Once a quarantine order is issued, the PIO, who is a member of the Command Staff, will initiate the county’s public information and media plan to inform the local community of the existence and location of traffic control points and the associated alternate routes. The county public works staff and the state DOT personnel should be consulted when alternative routes are created. In addition, the public should be notified of the possibility of delays at traffic checkpoints, and of the procedures for exiting the quarantine area. Methods for informing the community include public announcements via radio, television, websites, newspapers, and signage announcing the traffic control points. Any public notification should be coordinated with state or federal PIOs attached to area commands. Local responders should identify and make use of information pre- pared in advance or press releases that could be used in responding to an FAD. Public notification will help citizens stay informed of and understand the effects of the quarantine on traffic. Response workers should be trained to refer any press or other project-specific inquiries to the PIO. In addition, workers at traffic checkpoints should be able to provide motorists with maps and necessary information about the incident. 4.5 Traffic Control Plans Figures 4-3 and 4-4 show the traffic controls recommended for Road Closures. The Manual On Uniform Traffic Control Devices (MUTCD) (4) states that for traffic incidents of an emergency nature, temporary traffic control (TTC) devices on hand may be used for the initial response as long as they themselves do not create unnecessary hazards. The MUTCD also states that, if temporary devices such as flares are used, they should be replaced by devices that are more permanent as soon as possible. During an agricultural emergency, available materials, such as hay bales, old tires, gates, or vehicles with flashing lights, could be used as barricades in the early part of a response. However, these minimal traffic control measures should be replaced with standard devices as soon as they become available. In addition, the traffic control devices should not create unnecessary hazards. For example, vehicles should not be placed across a road where a driver who does not stop has no recourse but to run into the side of the vehicle. Traffic control devices used at night should be lighted or retroreflective. Figure 4-3 shows the minimal signing recommended for a road closure. A Type III barricade blocks the road, but other materials (as specified above) may be used until a sufficient number 22 A Guide to Traffic Control of Rural Roads in an Agricultural Emergency

of standard barricades are available. Table 4-4 shows the traffic control notes for the road clo- sure. These notes discuss the location, personnel, and equipment required at the closure. These notes are patterned after the notes in Nebraska’s Traffic Control Monograph (5). Non-law-enforcement personnel should not attempt to forcibly stop vehicles from proceed- ing into or out of the quarantine area. Instead, they should document license plates and descrip- tions of vehicles traveling through the road closure, and report the violation to their branch chief so enforcement officials can respond. If frequent violations of the road closure occur, law- enforcement personnel should be stationed at the location. Many law enforcement organizations have pre-existing standard operating procedures or guidance for stopping and rerouting traffic, and these procedures should be applied. The goal of traffic control at road closures is to ensure that vehicles do not cross the traffic control either into or out of the quarantine area. Traffic control for traffic check points are shown in Figures 4-5 and 4-6. In the initial stage of the response, a traffic checkpoint may be established with a single law enforcement officer and police cruiser. The cruiser lights and signs can serve as advance warning, and the officer can stop vehicles with hand signals. Portable stop signs should be added as soon as possible. Biohazard signs should be used if available. Table 4-5 shows traffic control notes for traffic checkpoints. When additional personnel and equipment are available, the traffic controls should be aug- mented as shown in Figure 4-6. Advance signs should be placed 100 to 500 ft (30 to 150 m) before the traffic stop. Public works employees and their vehicles can be used to install traffic control devices and to supplement advance-warning signs if long queues develop. Traffic Control Issues 23 Figure 4-3. Road closure traffic control—initial stage.

The goal of traffic control at traffic checkpoints is to prevent the spread of the disease by ensur- ing vehicular, animal, and equipment traffic is controlled and disinfected if necessary and that no at-risk animals are allowed to move in or out of the quarantine area. Some states have permit procedures that are employed to direct transported animals to holding areas or back to their point of origin. Decisions about issuing permits are normally made by State Department of Agri- culture personnel. Quarantine entrance and exit control is a crucial part of disease containment and response management, and it provides security for residents living within the quarantine area. Only authorized persons should be allowed to enter the quarantine zone. Personnel staffing the traf- fic checkpoints and the access corridor should be provided lists of responders and residents cleared for access. These lists should be compiled in the Planning Section. A state or federally issued form of identification should be required to verify the identification of anyone desiring entry into the quarantine area. After the initial identity verification, a temporary access card, or other traceable indicator of approved access, could be issued to responders and res- idents traveling regularly through the access corridor. Depending on the security level required, such indicators can range from simple color-coded dashboard cards to computer scanned bar-coded access cards. As responders and residents exit or enter a quarantine zone, their identities must be verified, and their names and time of entry or exit should be documented. Any unusual circum- stances associated with an entry or access into the quarantine area should be documented, as well. Traffic control for traffic check points with cleaning and disinfection stations are shown in Figure 4-7. Since time will be needed to establish the cleaning and disinfection station, no 24 A Guide to Traffic Control of Rural Roads in an Agricultural Emergency Figure 4-4. Road closure traffic control—long term stage.

reduced or initial stage traffic control plan is shown. Normally, the traffic checkpoint would be established first, and then cleaning and disinfection stations for vehicles and individuals would be established. Diversion points are used for u-turns, as storage for vehicles awaiting disinfec- tion, and for vehicles used only in the quarantined area by responders. Responders may park contaminated vehicles and proceed through individual cleaning and disinfection stations out of the quarantined area. This procedure reduces the number of vehicles that must be disinfected. Traffic Control Issues 25 Location: Road closures should be located near intersections. There should be good sight distance to the road closures at least equal to the braking distance at the speed limit of the roadway. Personnel: Generally at least one person should be located near a road closure to hand out information sheets and to describe detour routes. A law enforcement officer should patrol road closures and respond quickly if needed at a specific site. Possible law enforcement personnel who could be utilized include: local sheriff’s staff, state patrol troopers, local police, game and parks officers, and military police from the national guard. Non-law enforcement personnel who can be utilized to staff road closures include county road department staff, state DOT personnel, National Guard, and State conservation staff. Counties can also utilize citizen corps or other volunteer organizations if approved by the county attorney. Non-law enforcement personnel should record any attempt to breech road closures and contact law enforcement. Equipment: The following equipment should be provided for each road closure: • Barricades—standard Type III barricades supplemented with plastic fence are preferred, but other available materials such as hay bales, gates, or regular fence can be substituted. The road should be barricaded from right-of-way line to right-of-way line. • Signage—at least one advance warning sign is required on each side of the road block. The advance sign should be 100 to 500 ft (30 to 150 m) in advance of the road closure as shown in Figures 4-3 and 4-4. Detour routing signs should be installed as soon as possible. Biohazard signs should be used when available. • Personal protective equipment (PPE)—All personnel working at road closures, including law enforcement personnel, should wear safety apparel meeting the requirements of ISEA “American National Standard for High- Visibility Apparel,” (6) and labeled as meeting the standard performance for Class 2 risk exposure. In some situations, especially at night, personnel may need apparel meeting the performance standard for Class 3 risk exposure. Other PPE may be required at road closures depending on the specific disease including respiratory protection, as well as eye, face, and head protection in accordance with OSHA regulations in Section 1910.32d. (7) • Shelter—Personnel at road closures may use work or personal vehicles for shelter. • Lighting—Warning lights may be mounted on barricades and warning signs used for road closures. Vehicles used in traffic control near road closures should display high-intensity rotating, flashing, oscillating, or strobe lights. Road barricades that are not retroreflective should be well-lit at night. • Communications—Each person stationed at road closures should be provided with a means of communication with the emergency operations center (EOC). This communication method may include the use of portable radios, pagers, cellar phones, or citizen-band radios. • Portable sanitary facilities—These should be provided for personnel stationed at road closures. • Maps—personnel stationed at road closures should have maps showing the quarantined area with detours highlighted. Table 4-4. Traffic control notes for Level 3—road closure (no access permitted).

26 A Guide to Traffic Control of Rural Roads in an Agricultural Emergency Figure 4-5. Traffic check point traffic control—initial stage. Figure 4-6. Traffic check point traffic control—long term stage.

The following procedures for cleaning and disinfection stations are taken from Monograph No. 4 (8) from the Nebraska Department of Agriculture. Traffic control personnel may be responsible for routing vehicles to cleaning and disinfection stations but will not normally be involved in cleaning and disinfection activities. When a vehicle or heavy equipment approaches the access corridor from inside the quarantine zone, it will be inspected for external sources of contamination (e.g., manure, mud, soil, bedding, etc.). If the vehicle is grossly contaminated, it will be turned away and the occupants will be directed to return to the place where it became con- taminated for decontamination to remove the gross contamination. Disinfectants do not work on organic material. Traffic Control Issues 27 Location: Check points should be located on road sections that are relatively straight and flat and well removed from potential sight restrictions so that queues of stopped vehicles are visible from either approach to the traffic check point. Diversion points should be available so that diverted traffic can turn around or wait for further instructions. Personnel: At least one law-enforcement officer with a cruiser should be stationed at each traffic check point. On roads with ADTs of 1,000 veh/day or more, two or more officers may be needed to ensure that delays are not excessive. Possible law- enforcement personnel include: local sheriff’s staff, state patrol troopers, local police, game and parks officers, and military police from the National Guard. In the initial stage, a police cruiser with high-intensity rotating, flashing, oscillating, or strobe lights may be used for advance warning of a traffic check point. For long-term operations, if available, two or more non-law-enforcement personnel with vehicles should be stationed at traffic check points to assist officers and to upgrade traffic control devices. Non-law-enforcement personnel who can be utilized include county road department staff, state DOT personnel, National Guard, and state conservation staff. Counties can also utilize citizen corps or other volunteer organizations if approved by the county attorney. Equipment: The following equipment should be provided for each traffic check point: • Signage—After initial stages, at least one advance warning sign is required for each direction of travel. The advance sign should be 100 to 500 ft (30 to 150 m) in advance of the traffic stop as shown in Figure 4-6. Biohazard signs should be used when available. • Personal protective equipment (PPE)—All personnel working at road closures, including law enforcement personnel, should wear safety apparel meeting the requirements of ISEA “American National Standard for High- visibility Apparel,” (6) and labeled as meeting the standard performance for Class 2 risk exposure. In some situations, especially at night, personnel may need apparel meeting the performance standard for Class 3 risk exposure. Other PPE may be required at traffic check points depending on the specific disease including respiratory protection as well as eye, face, and head protection in accordance with OSHA regulations in Section 1910.32d. (7) • Shelter—Personnel at traffic check points should be provided with shelter from temperature extremes, winds, and precipitation. • Lighting—Street or portable lighting should be provided near traffic stops. Warning lights may be mounted on warning signs used in advance of traffic stops. Vehicles used in traffic control near traffic check points should display high-intensity rotating, flashing, oscillating, or strobe lights. Police cruisers should also display flashing lights. • Communications—Each law enforcement officer stationed at road closures should be provided with a means of communication with the Emergency Operations Center (EOC). This communications method may include the use of portable radios, pagers, cellular phones or citizen band radios. • Portable sanitary facilities—These should be provided for personnel stationed at traffic check points. • Maps—personnel stationed at traffic check points should have maps showing the quarantined area with detours highlighted. Table 4-5. Traffic control notes for Level 2—traffic check point.

If the decontamination and disinfection personnel deem that the vehicle is free enough of contamination to enter the decontamination and disinfection area, it will be driven into the area. At this time, the occupants will be asked to move to an adjacent staging area while the vehicle is decontaminated and disinfected. After the exterior of the vehicle or heavy equipment has been decontaminated and disinfected, its interior will be inspected for contamination. If necessary, the interior will be decontaminated and disinfected as practical. If the interior or exterior cannot be decontaminated or disin- fected to the level required, the vehicle will not be allowed to pass through the access corridor. After the interior and exterior have been decontaminated and disinfected, the vehicle will be moved to a holding area to allow sufficient contact time for the disin- fectant to be effective. During this time, the vehicle will be monitored to make sure it does not dry off. If areas are drying, they will be sprayed with disinfectant using hand- held sprayers. While the vehicle is being decontaminated and disinfected, the occupants will be inspected. The responding lead veterinarian will have developed an exit decontami- nation and disinfection procedure for residents leaving infected premises, and for any possessions or tools they plan to bring out of the quarantine zone. The occupants will be questioned about their implementation of the lead veterinarian’s plan. Boot washes will be available if supplemental disinfection is required. If the occupants 28 A Guide to Traffic Control of Rural Roads in an Agricultural Emergency Figure 4-7. Traffic control for traffic checkpoint with cleaning and disinfection station.

have not implemented the lead veterinarian’s plan, they will not be allowed to pass through the access corridor until they have followed the exit plan developed by the lead veterinarian. Traffic control notes for traffic check points with cleaning and disinfection stations are shown in Table 4-6. Traffic Control Issues 29 Location: Cleaning and disinfection stations should be located in areas away from moving traffic. Check points should be located on either side of the cleaning and disinfection station in the middle of road sections that are relatively straight and flat so that queues of stopped vehicles are visible from either approach to the traffic check point. Diversion points should be available so that diverted traffic can turn around or wait for further instructions. Personnel: At least two law-enforcement officers with cruisers should be stationed at each traffic check point with a cleaning and disinfection station. On roads with ADTs of 1,000 veh/day or more, three or more officers may be needed to ensure that delays are not excessive. Possible law-enforcement personnel include: local sheriff’s staff, State patrol troopers, local police, game and parks officers, and military police from the National Guard. If available, two or more non-law-enforcement personnel with vehicles should be stationed at traffic check points to assist officers and to upgrade traffic control devices. Additional personnel will be needed to operate the cleaning and disinfection station. Non-law-enforcement personnel who can be utilized include county road departments, state DOT personnel, National Guard, and state conservation staff. Counties can also utilize citizen corps or other volunteer organizations if approved by the county attorney. Equipment: The following equipment should be provided for each traffic check point with a cleaning and disinfection station: • Signage—At least one advance warning sign is required for each direction of travel. The advance sign should be 100 to 500 ft (30 to 150 m) in advance of the traffic stop as shown in Figure 4-7. Biohazard signs should be used when available. • Personal protective equipment (PPE)—All personnel working at traffic check points, including law enforcement personnel, should wear safety apparel meeting the requirements of ISEA “American National Standard for High- visibility Apparel,” (6) and labeled as meeting the standard performance for Class 2 risk exposure. In some situations, especially at night, personnel may need apparel meeting the performance standard for Class 3 risk exposure. Other PPE may be required at traffic check points depending on the specific disease including respiratory protection as well as eye, face, and head protection in accordance with OSHA regulations in Section 1910.32d. (7) • Shelter—Personnel at traffic check points should be provided with shelter from temperature extremes, wind, and precipitation. • Lighting—Street or portable lighting should be provided near traffic stops. Warning lights may be mounted on warning signs used in advance of traffic stops. Vehicles used in traffic control near traffic check points should display high-intensity rotating, flashing, oscillating, or strobe lights. Police cruisers should also display flashing lights. • Communications—Each law enforcement officer stationed at a traffic check point should be provided with a means of communication with the EOC. This communication method may include the use of portable radios, pagers, cellular phones, or citizen band radios. • Portable sanitary facilities—These should be provided for personnel stationed at traffic check points. • Maps—Personnel stationed at traffic check points should have maps showing the quarantined area and with the detours highlighted. Table 4-6. Traffic control notes for Level 1—traffic check point with cleaning and disinfection station.

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TRB’s National Cooperative Highway Research Program (NCHRP) Report 525: Surface Transportation Security, Volume 13: A Guide to Traffic Control of Rural Roads in an Agricultural Emergency explores recommended practices and procedures associated with traffic control on local and state roads during agricultural emergencies. The report examines three levels of traffic control based on the type of disease and location of the traffic control point.

In the development of the NCHRP Report 525, Vol. 13, an annotated bibliography was prepared that reviews several state emergency response plans. This bibliography was published as NCHRP Web-Only Document 130.

NCHRP Report 525: Surface Transportation Security is a series in which relevant information is assembled into single, concise volumes—each pertaining to a specific security problem and closely related issues. The volumes focus on the concerns that transportation agencies are addressing when developing programs in response to the terrorist attacks of September 11, 2001, and the anthrax attacks that followed. Future volumes of the report will be issued as they are completed.

A PowerPoint presentation describing the project is available online.

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