2018 MATC Fall Webinar Series - Jason W. Cowin, PE
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U.S. Department of Defense (DOD) is one of the U.S.’s largest employers and landowners, with over 27 million acres spread across 4,700 sites. DOD facilities experience unique challenges related to specialized military equipment, large troop movements, and entry control facilities (ECF). DOD ECF serve the dual purpose of processing vehicles and protecting personnel and assets. This presentation will provide an overview of DOD and SDDCTEA, Jason’s responsibilities in the organization, and the installation and use of entry control facilities.
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2018 MATC Fall Webinar Series - Jason W. Cowin, PE
- 1. Transportation Engineering AgencyJason W. Cowin, PE Traffic Engineering Branch Chief DOD-SDDCTEA
- 2. Agenda • Overview and The Why • DOD Specific Issues • Organization: DOD to SDDCTEA • Traffic Engineering Branch • Entry Control Facilities 2
- 4. Regulatory and Consistency • Regulations: • No CIVILIAN Regulations • Military regulations state we shall follow • Civil Guidance such as the MUTCD • We shall enforce state traffic laws on our installations • We shall abide by same civil sector standards for design (i.e. AASHTO Greenbook) • To the greatest extent possible • Example: DoD Directive 4510.11, DoD Transportation Engineering • Incorporate safe, efficient, and effective transportation engineering features in the design, construction, modification, and maintenance of DoD transportation processes, equipment, and facilities.. 4
- 5. Regulatory and Consistency • Consistency: • Driver Expectations • Military Installation = Small City or Town • Installation Commander = Mayor • Security Forces = County Sheriff’s Department • Civil Engineering Squadron = Department of Public Works 5
- 6. DOD Specific Issues • Funding: • Traffic Control: • Design Vehicles 6
- 7. 7 Officeof the Special Assistant for TransportationEngineering Defense Access Road Program Highways for National Defense Program Traffic Engineering Program Railroads for National Defense Program Ports for National Defense Program Office of the Secretary of Defense United States Transportation Command Transportation EngineeringAgency Infrastructure Branch Military Surface Deployment and Distribution Command
- 8. Traffic Engineering Mission • Our mission is to improve safety and reduce traffic congestion on DoD installation roads and on routes providing access to installations. • Our objective is to save lives, decrease injuries, minimize lost time, and maintain readiness of the war fighter. • Three primary tasks: • Traffic Engineering Studies • Guidance/Reference Material/Education • General Traffic Engineering Assistance 8 Gate Concept as NAS Sigonella
- 9. Traffic Engineering Resources 9 • Pamphlets and Bulletins and Guidance • Traffic Engineering has produced a variety of pamphlets and bulletins on transportation and traffic engineering issues. These materials provided specific, detailed engineering guidance. • Workshops • Provide military installation personnel guidance in planning, design and safe operation to and within military installations using the most recent national standards for traffic engineering and operations. • Software • The SMART Decision Evaluator is a web based calculator for determining ECF lane requirements. • Better Military Traffic Engineering (BMTE) is a web-based tutorial and calculator for common installation traffic engineering issues.
- 10. Traffic Engineering Studies • Comprehensive transportation studies • Traffic impact studies (BRAC/Mission Growth) • Signal warrant operations evaluations • Roadway and intersection design • Gate (ECF/ACP) studies and assessments • Pedestrian studies • Crash analysis • Speed studies • Traffic calming evaluations • Sign Management studies 10 Roundabout Concept at Ft Campbell 5-person team, annually 24 contract studies (~$1.4M) & over 30 in-house studies,
- 11. • Entry Control Facility: • Unified Facilities Criteria 4-022-01 (July 2017)-Entry Control Facilities and Access Control Points: • The objective of ECFs/ACPs is to secure the installation from unauthorized access and intercept contraband (weapons, explosives, drugs, classified material, etc.) while maximizing vehicular traffic flow by ensuring the proper level of access control and safety for all DoD personnel, visitors, and commercial traffic to an installation. ECF/ACP priorities include: • Security • Safety • Capacity • Sustainability 11
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- 14. What Changed? • September 11, 2001: • Before: • Open Posts • Vehicle Decals • Minimal Vehicle Search • Very Few antiterrorism/force protection measures • After: • Random Access Measures/Force Protection Conditions • Minimum - Driver ID Card • DBIDS • AVB • Commercial Vehicle X-Ray Scans (VACIS) • Housing Changes: • Increased Off Post Housing mid-90 • Increase in Families/Marriages • Increase in Military Homeownership 14
- 15. What was the impact? 15
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- 17. 17 Approach/QueueVisitor’s Center POV Inspection Pull Off Alt Inspec Gatehouse/ID Che Rejection Lanes Overwatch Final Barrier
- 18. 18 ECF Zones
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- 23. Traffic Engineering Focus • Proper Size: • Number ID Check Lanes • Queue Storage • Truck Storage • Pedestrian/Bike Access Flow • Proper Signing • Proper Placement • Final Barrier Placed Properly • Geometric Design • Design Vehicle • Turning Movements (Truck Rejection Lanes) • Merge Length in Response Zone 23
- 24. Sizing • ID Check Lanes: • Data Collection: • Lane Processing • Queue Measurement • Calculate Lane Requirements • Type of Processing • Manual • Handheld • Automated Entry • How many Checkers • Force Protection Conditions 24
- 25. Lane Requirements – Sample Calculation 25
- 26. Placement (A little bit of Sizing) • Response Zone Length 26
- 27. Response Zone Length • Distance to the AVB-Final Denial • Threat Vehicle Speed • NTE 130mph • Accel Rate NLT 11.3 ft/sec^2 • Time to detect threat and deploy • 3s detect, 2s deploy, #s clearance/safety • Not injure innocent driver • Clearance time • Loop Detection 27
- 28. Safety Schemes • Conventional Signs and Signals 28
- 29. Safety Schemes • Stop Control 29
- 30. Safety Schemes • High Efficiency Presence Detection 30
- 31. Biggest Issues • Traffic Calming (aka Speed Reduction) • Improper Usage • Cost/Space Constraints • Footprint/ROW/Pavement/Passive Barrier • Proprietary Devices • Passive Barrier - >$250/lnft, UNL Research 50% reduction 31
- 32. Traffic Calming/Speed Reduction •Every Day Driver vs. Threat Vehicle • Vertical Deflections • Primarily Speed Humps • Horizontal Deflections • Permanent Curvature • Retrofit Chicanes Permanent and Temporary 32
- 33. Vertical Deflection • Speed Humps • Seminole or Watts Profile • 3”-4”, 6’ approach • Effective for every day driver • Threat Vehicle Only Early Alerting • UNL RDT&E Testing • Ineffective Against Threat Vehicle • Modeling: Humps & Curvature Effective 33
- 34. Horizontal Deflection • Roadway Curvature • Chicanes • Roundabouts 34
- 35. Temporary Chicanes or Moveable• Bollards • Jersey Barriers • UNL RDT&E • Too Liberal • Add Barrier • Tighten Up 35
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- 39. Conclusion • Traffic Engineering All the Same • Entry Control Facility Uniqueness • Selfish Plug • Jason W. Cowin QUESTIONS? 39
Notas do Editor
- Talk about who I work for Ground Rules: -Acronyms-I may throw some of these out and if I do, do not hesitate to call me on it, if you want to know what it is. -Questions-I encourage them but I do not by any means have all the answers especially about everything DOD but I will do my best to make an answer up for you.
- DOD owns or manages over 27 million acres of property over 4,700 sites. These range from small one building sites to large hundreds of thousands of acre ranges. We employ millions of personnel through active duty, civilians and contractors. Our bases see millions of daily visisitors through retirees, vendors deliveries, air shows, museums, etc. It is debatable whether our installations and our roadways are open to public travel but we handle a lot of the driving public. This is an overview of Scott AFB where I work. Sizewise it is relatively small at 3700 acres compared to White Sands Missile Range at over 1 million acres or Fort Bliss with 340K acres. A military base for the most part is like a self contained city. We have a Target or Base Exchange, a grocery store or Commissary, gas station, housing areas, hospitals, etc. The only thing you won’t find here on base, is a school. It is actually just off the base and generates a large amount of pedestrian traffic. Other larger bases actually have schools on base. What make us unique is we have limited points of access (Entry Control Facilities or Access Control Points) to our facilities and you have to have a valid reason and approval to enter the base. Scott AFB has a reported population of about 15k personnel which includes civilian and military but doesn’t include contractors or dependents or retirees or deliveries or construction workers or visitors. We also see retirees, deliveries, visitors, etc. This population and daily visitors can generate up to 15K trip into the base on a peak day. In our peak AM hour, Gates 1, 2, and 3 will process about 3300. I will talk more about ECF Within this base, you will find the same traffic features, you do outside a base, traffic signals, stop signs (to include improperly placed ones), traffic calming measures, school zones, crosswalks, etc. What are some differences? AT ECF we have antivehicle barriers. AT Army and USMC bases, you will find entire roadways closed for morning physical training. Some facilities you will have to contend with troops marching, tanks traveling down the roadway, and convoys of military vehicles. Now this was just an appetizer to show you that we most likely face many of the same issues on our base that occur outside the base. Sometimes it is worse. One of our biggest issues on the bases, we rarely hire traffic engineers, mpst times we hire contractors but base still has to have an idea of what they want and what they are seeing proposed. Our bases employ engineers, but they are usually civil engineers more focused on design and construction or project management. There are some exceptions as a few bases do have people with traffic backgrounds. Overall the engineers roadway experience will most likely be limited to pavement design and construction or bridge design and construction. So what do they do, they come to us or the hire a consulting firm.
- The other big one is an entry control facility. I will speak more on that later. -DOD Supplement to MUTCD -Signs for “10 mph when passing troops” or “No Tactical Vehicle” -Extremely vulnerable to Installation Commander discretion -Lumped with all other construction and maintenance projects. -Subject to annual budgeting process through Congress
- I really tried to figure out where to start my discussion on this chart. The bottom is the best place to start as it is cleaner for the first few steps. Who is Traffic Engineering? 1984-30 in-house personnel. Currently myself, three engineers and one engineering technician. Who is the Special Assistant for Transportation Engineering? The division I work for has the primary task of ensuring transportation systems, internal and external, can handle and accommodate military transportation needs. Can we deploy? Can we get our personnel on and off bases? Can commercial seaports handle our cargo demands both in peacetime and wartime? The SA Division works for TEA. TEA has essentially been around since the late 40s or early 50s. We are about 100 personnel with some contractor support. The bulk of our workforce is either engineers or ORSA-operations research/systems analysts. Over half of the engineers work in traditional civil engineering roles. That isn’t to say they are all CE but their work history in military assignments prepared them to work in these fields. The other half of our engineers are more ME centered as it involves testing or analyzing the ability of vehicles and equipment to eb transported by truck, rail, air or sea. TEA falls under SDDC. SDDC is the surface component under the army that complements the AMC and MSC. SDDC responsible for moving cargo and PAX and also moving HHG for PCS moves. Here is where it gets a little murkier on the org chart. This chart shows the three component commands flowing into US TRANSCOM. I work for and get paid by the US Army. My operational directions come from US TRANSCOM. US TRANSCOM
- BMTE-has six calculators (Signs and Markings; Traffic Signals; ECF, Parking, Roadside Safety, and Intersections)
- PAUSE FOR QUESTIONS
- Quote the words of Dr. Rillet: “Rilett said two goals govern the design of military entrance gates: safe and efficient entry, and security — goals he acknowledged can conflict with each other.” January 2017 Omaha World Herald
- September 11, 2001 Other events were the bombing of Kobar towers in the mid-90s and even the bombing of the OKC Federal Building. These incidents greatly raised the level of awareness about who was coming onto bases and how we were protecting the personnel and assets on the bases. Active Duty to Civilian/Contractor Personnel: Debatable This is debatable for a few reasons. If you go back 50 years ago this is probably true but with the past 15-20 years the data does not support.
- out who was coming onto bases and how we were protecting the personnel and assets on the bases.
- PAUSE FOR QUESTIONS
- Geometrics?
- Our Traffic Engineering and Safety Seminar spends about a day going over EFC/ACP. The USACE holds a clase on ECF design that is a week long. I am only going to be able to hit on a few areas in my time here. A few of the big tickets areas we spend a lot of time on during our studies is ….. Going to Focus on Two of Those
- This is debatable for a few reasons. If you go back 50 years ago this is probably true but with the past 15-20 years the data does not support. Data Collection also focuses on things not seen. For instance, how many people currently deployed from that base? Is the base expecting any significant growth, i.e. BRAC? If base changing locations of facilities?
- Online Tool: Security Manpower Automation Roads Traffic and Safety Design for FP Bravo or lower. And LOS D. LOS D is defined for us as a vehicle experiencing about 120 seconds of wait time. This is for the peak hour. FP Bravo usually means checking the driver’s ID, maybe all occupants, maybe a DBIDS check. If we have space constraints, we will run numbers on 2 and 3 ID checkers per lane but this is not the go-to option. Since you do not experience the same benefit of 1 ID checker per lane. Going from 1-2 checkers only gets you 100-150 more vehicles per hour. Upping to 3 is less than that. QUESTIONS
- Threat Speed is dependent u Theoretical Longest Zone: ~1600’
- This allows us to reduce our total response time to 7 second because we have added the longer detection loops so our clearance time was reduced to 2 seconds. We are looking at our Conventional Design to determine if it is possible to lengthen the loops in that set up and reduce our clearance time to 2 seconds as well which reduces the total response time to 7 seconds and thus reduces footprint. If that occurs the only theoretical difference between that design and this will be the traffic arm which just allows you to operate this system with the barrier up during periods of low volume. Other schemes involve location at an adjacent intersection.
- Realized the photo on the right, the outbound lanes were on the wrong side because it is in Italy.
- UNL RDTE 8” curb.
- This is debatable for a few reasons. If you go back 50 years ago this is probably true but with the past 15-20 years the data does not support.