Legislature(2019 - 2020)BUTROVICH 205
01/31/2019 01:30 PM Senate TRANSPORTATION
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| Audio | Topic |
|---|---|
| Start | |
| Glenn Highway Integrated Corridor Management Report | |
| Adjourn |
* first hearing in first committee of referral
+ teleconferenced
= bill was previously heard/scheduled
+ teleconferenced
= bill was previously heard/scheduled
ALASKA STATE LEGISLATURE
SENATE TRANSPORTATION STANDING COMMITTEE
January 31, 2019
1:34 p.m.
MEMBERS PRESENT
Senator Shelley Hughes, Chair
Senator Mike Shower, Vice Chair
Senator David Wilson
Senator Peter Micciche
Senator Jesse Kiehl
MEMBERS ABSENT
All members present
COMMITTEE CALENDAR
PRESENTATION(S): GLENN HIGHWAY INTEGRATED CORRIDOR MANAGEMENT
REPORT
- HEARD
PREVIOUS COMMITTEE ACTION
No previous action to record
WITNESS REGISTER
MARY SIROKY, Deputy Commissioner
Department of Transportation and Public Facilities
Juneau, Alaska
POSITION STATEMENT: Participated in the presentation on the
Glenn Highway Integrated Corridor Management Report.
EDITH MCKEE, Project Manager
Department of Transportation and Public Facilities
Anchorage, Alaska
POSITION STATEMENT: As project manager, delivered the
presentation on the Glenn Highway Integrated Corridor Management
Report.
ACTION NARRATIVE
1:34:29 PM
CHAIR SHELLEY HUGHES called the Senate Transportation Standing
Committee meeting to order at 1:34 p.m. Present at the call to
order were Senators Kiehl, Shower, Wilson, and Chair Hughes.
Senator Micciche arrived soon thereafter.
^Glenn Highway Integrated Corridor Management Report
Glenn Highway Integrated Corridor Management Report
1:35:07 PM
CHAIR HUGHES announced the committee would hear a presentation
on the Glenn Highway Integrated Corridor Management Report by
the Department of Transportation and Public Facilities (DOTPF).
She noted that intent language in the capital budget last year
directed DOTPF to develop a temporary traffic control plan as
well as emergency traffic control guidelines for the Glenn
Highway, specifically from Mile Post zero to Mile Post 35. She
welcomed the presenters.
1:35:49 PM
MARY SIROKY, Deputy Commissioner, Department of Transportation
and Public Facilities, introduced Edith McKee, the licensed
engineer who did the traffic design and was the project manager.
She highlighted that Ms. McKee interned with the department when
she was a student at the University of Alaska Anchorage (UAA)
and was offered a fulltime job after graduation.
1:36:54 PM
EDITH MCKEE, Project Manager, Department of Transportation and
Public Facilities, explained that the Integrated Corridor
Management (ICM) Study was broken into two phases. Phase I
identified infrastructure needs for the Glenn Highway within the
boundaries of the Municipality of Anchorage. Phase II, which was
requested by the legislature, developed the incident plan and
traffic control guidelines.
She explained that the study was funded by the Anchorage
Metropolitan Area Transportation Solutions (AMATS), so the
boundaries run from the intersection of the Glenn Highway and
Airport Heights to the Knik River Bridge.
SENATOR WILSON asked why the study didn't extend beyond the Knik
River Bridge.
MS. MCKEE replied the project was funded by AMATS, so the scope
was limited to the Municipality of Anchorage.
CHAIR HUGHES asked if there was any attempt to partner with the
Mat-Su to fund the study up to the juncture of the Parks and
Glenn highways.
MS. MCKEE replied the department got input from the Mat-Su about
their needs along the Glenn Highway, but could not address the
last six miles because of the funding source.
1:41:16 PM
SENATOR MICCICHE joined the committee.
CHAIR HUGHES related that when she was a freshman legislator in
2013, an eight hour shooting incident along the Glenn Highway
caused her to call together DOTPF, the Anchorage Police
Department (APD), and the first responders from Chugiak,
Wasilla, and Palmer for a debriefing. That started the
discussion about developing a plan to quickly get traffic moving
again after any incident along that route. Unfortunately,
nothing was not put in writing to require a report and the
request for a plan was not put in the capital budget. In FY2015
she worked to get about $800 thousand into the budget for a one-
year pilot project but nothing happened. However, after a truck
hit the bridge in Eagle River in March 2018, it was very
apparent that DOTPF needed to develop a plan and present it to
the legislature. "That's what got us to this point," she said.
1:43:13 PM
MS. MCKEE explained that Phase I was to analyze existing
conditions and propose infrastructure, a communication plan, and
policy strategies. The purpose of the ICM Study was to:
• Identify methods to improve the movement of people and
goods along the Glenn Highway;
• Discuss how existing facilities and agency coordination can
be used during incident management; and
• Discuss future infrastructure, technology, and agency needs
She advised that the department created a MetroQuest online
survey for the general public that helped identify the following
existing conditions:
• The Glenn Highway has sections where there are no parallel
routes;
• There are segments with alternative routes, but they do not
have the capacity of the Glenn Highway;
• There are limited locations to turn traffic around;
• There are limited ways to inform the traveling public when
an incident has occurred;
• The high cost of crashes and delays
She noted that the chart on slide 6 shows that the majority of
people get information about an incident on the Glenn Highway
through Facebook and the radio.
MS. MCKEE continued to list the Phase I: Existing Conditions:
• More than 35,000 vehicles travel the Glenn Hwy between
Anchorage and the Knik River Bridges every day;
• Seventy-five percent of the travel is related to work. The
remaining is related to commercial transport, recreation,
and more; and
• The Glenn Highway is part of the Strategic Highway Network
and is considered critical to U.S. strategic operations.
1:45:19 PM
SENATOR WILSON asked if 35,000 vehicles per day reflects one-way
travel or round trips.
MS. MCKEE said she would follow up with the answer.
SENATOR MICCICHE asked if DOTPF was doing forward planning for
contingency routes that could accommodate levels of traffic in
the future.
MS. SIROKY replied the department is actively working on this
issue and has identified KGB Road as its number one project this
year. She added that once the Mat-Su becomes a metropolitan
transportation organization, it will have access to additional
money that doesn't come directly through DOTPF.
1:47:47 PM
MS. MCKEE turned to slide 8 that reflects the crash data that
DOTPF collected for the approximately 30-mile corridor of the
Glenn Highway. Between 2005 and 2014, there were 18 fatal
crashes spread throughout the study area. About 40 percent of
those were related to cars running off the road. Weather seems
to be a significant factor, with more crashes occurring in
months with more rain or snow.
She said part of Phase I identified the cost of the crashes and
the delays that occurred when movement on the highway was
impeded. Over the course of the study, the cost of crashes was
$421.5 million, and the cost of delay was $1.7 million per year.
The total cost of delays and crashes was $44 million per year.
1:49:08 PM
SENATOR SHOWER asked if the data was collected to show the
differences between winter and summer.
MS. MCKEE said she would need to review the data. Responding to
a question from the chair, she clarified that there were 18,000
fatalities from 2005 to 2014.
CHAIR HUGHES questioned the $1.7 million annual cost of delays.
She said it seems insufficient considering that people can be
sitting in their cars for up to 8 hours.
MS. SIROKY clarified that the number represents the average over
those nine years.
CHAIR HUGHES asked if she knows the dollar amount of a one hour
delay during commute time.
MS. MCKEE said she would follow up with the information.
SENATOR SHOWER asked her to also provide information on the
source of the data and how it was collected.
1:51:32 PM
MS. MCKEE continued the presentation. She explained that the
MetroQuest online survey was extended to April 2, 2018 after the
bridge strike on March 21, 2018. DOTPF received 1,500 responses
before the incident and an additional 3,000 responses were
received after the bridge strike. She noted that slide 9 shows
the number of responses from the different areas of Anchorage
and Mat-Su. Additional public outreach was done through open
houses, community council meetings, AMATS meetings,
Anchorage/Mat-Su transportation fairs, and a stakeholder
meeting.
CHAIR HUGHES estimated that half to two-thirds of the 35,000
vehicles that travel that corridor are from Mat-Su and asked how
many meetings were held in Mat-Su.
MS. MCKEE replied she would follow up with the information. She
noted that it is in the Public Involvement Summary Report on the
website.
CHAIR HUGHES asked if she agrees that half to two-thirds of the
35,000 vehicles that travel that corridor come from Mat-Su.
MS. MCKEE confirmed that a significant portion comes from the
Mat-Su.
MS. MCKEE turned to slide 10 that lists the following primary
goals or objectives of Phase I:
Objective A was to improve safety by reducing the occurrence of
vehicle crashes, reducing the occurrence of secondary crashes,
and reducing vulnerability and increasing resiliency of the
transportation infrastructure from natural hazards and
disasters.
Objective B was to improve mobility by reducing travel times and
delays, improving travel time reliability, reducing delays due
to work-zones and planned special events, promoting transit use,
and promoting environmentally friendly, affordable
transportation solutions.
Objective C was to improve incident and emergency management by
reducing incident response and clearance times, improving
communication and coordination among agencies and stakeholders,
and enhancing coordination of regional emergency management.
Objective D was to improve information sharing by expanding
collection of real-time traffic and weather data, improving day-
to-day information exchange with regional operations partners,
providing proactive, timely, and accurate information to
travelers, and making traveler information widely available.
MS. MCKEE stated that the results of the Phase I report proposed
four new frontage roads, five interchange upgrades and adaptable
shoulder lanes as part of the roadway strategies. The
institutional strategies included the development of an incident
management plan, a service patrol program, and improvements to
the Virtual Traffic Management Center. There were also 11
technology based options to improve traffic flow, traveler
information, and communication between agencies.
CHAIR HUGHES asked when Phase I was completed.
MS. MCKEE replied Phase I will be completed by the end of
February. It was delayed to accommodate the Phase II deadline on
January 30, 2019.
CHAIR HUGHES asked if any of interchange upgrades were complete
or if they were all still in planning stages.
MS. MCKEE clarified that the interchange upgrades are proposed
projects and she didn't believe any had been nominated to move
to the planning stage.
1:55:54 PM
MS. MCKEE informed the committee that funding help from AMATS
made it possible to meet the Phase II deadline. The department
contracted with Kinney Engineering to develop traffic control
measures for the incident command management team to use as
needed on the Glenn Highway. The traffic control plans (TCPS)
were to include information needed to redirect traffic and
inform the public during non-recurring events.
MS. MCKEE highlighted the extensive stakeholder involvement in
the development of the TCPs that included: Anchorage Police
Department, Municipality of Anchorage, Emergency Responders,
Transit People Mover and Valley Transit, Joint Base
Elmendorf/Richardson, Alaska Railroad, Native Village of
Eklutna, Trucking/Freight, Anchorage School District
Transportation Department, Chugiak/Birchwood/Eagle River Rural
Road Service Area (CBERRRSA), Community Council, and Public
Outreach.
CHAIR HUGHES acknowledged that AMATS paid for the study. She
also stressed that the bulk of the vehicle traffic comes from
Mat-Su and requested that any future update include more
stakeholder involvement from Mat-Su residents.
MS. MCKEE continued the discussion about the stakeholder
involvement saying that 27 stakeholder surveys were sent out and
20 were returned. The public outreach included online
participation, open houses, transportation fairs, and a project
webpage. She noted that following the earthquake, the department
reinitiated contact with some of the stakeholders to incorporate
lessons learned.
MS. MCKEE described the three Phase II objectives. These
included:
• An Equipment Staging Plan so that all involved parties know
where the equipment is stored and how to get it to the
location of the closure.
• A Communication Plan that lists the agencies that need to
be contacted, how the contact will be made, and how to
reach the public with messages regarding the effects of the
closure on travel so the public can make informed travel
decisions. She noted that after the bridge strike, the
department incorporated the lessons learned that affected
how DOTPF notified the public after the earthquake.
• A Traffic Control Plan that describes proposed detour
routes and equipment needed to implement them. The plan
also considers short term and long term detour needs.
She explained that the Phase II traffic control plans identified
short term closures as less than 12 hours and long term closures
as more than 12 hours. It looked at a northbound (NB) closure, a
southbound (SB) closure, and a simultaneous NB and SB closure.
The roadway was broken into freeway segments and each
interchange and bridge was identified so that incidents at each
segment, interchange, or bridge can be considered.
1:59:56 PM
MS. MCKEE displayed slide 16 that depicts a proposed closure and
alternative routes, should a bridge strike occur on the Bragaw
Interchange. This example illustrates southbound traffic being
rerouted onto adjacent streets.
SENATOR SHOWER questioned why the plan didn't direct southbound
traffic to turn 180 degrees and immediately return to the
highway as opposed to using the side streets.
MS. MCKEE replied that scenario would require vehicles to
negotiate a very sharp U-turn to access the onramp and to travel
underneath the bridge.
SENATOR SHOWER observed that it would depend on which side of
the bridge the strike occurred. He cited the nightmare traffic
snarl that occurred in Eagle River last year.
MS. MCKEE explained that the plan initiates an instantaneous
rerouting that assumes that traffic cannot be routed under the
bridge structure.
CHAIR HUGHES asked if the plan includes estimates of the time it
would take to get all the detour signs up so drivers would have
an idea of how long they could expect to wait on the highway.
MS. MCKEE replied the report analyzed the ability of the detours
to meet capacity, but she would need to look through the plans
to see if it addressed the times to set up each traffic
rerouting.
CHAIR HUGHES requested that each of the plans include an
estimated timeline.
2:04:55 PM
MS. SIROKY added that part of the plan includes staging the
detour signs in locations where they can be easily accessible
for DOTPF to set them up quickly through the Anchorage Police
Department (APD).
CHAIR HUGHES noted that portable electric signs were a capital
budget item in 2015. The idea was that troopers could carry one
in their vehicles so the public could be warned quickly about
closures. She asked if that is part of these plans.
MS. MCKEE answered yes; the graphic shows temporary traffic
control signs A, B, C, and D that indicate locations of portable
message boards. The plans indicate what the message needs to say
to inform the traveling public.
CHAIR HUGHES observed that a simple notice could have avoided
some of the commute congestion following the 2013 incident.
SENATOR KIEHL asked if the implementation plans ensure that
everyone knows where the signs are stored and the cross training
that will occur for DOTPF and APD to set the signs up.
MS. MCKEE said yes; implementation plans are being developed and
are part of the report.
MS. MCKEE displayed slide 18 depicting the Eagle River artillery
interchange closure. She said this plan reroutes traffic onto an
existing off ramp and requires construction of a temporary
northbound ramp to bypass the interchange.
CHAIR HUGHES opined that knowing how long that would take is
important information for the public. She noted that the slide
indicates that DOTPF would try to stockpile heavy-duty materials
that could be used any time of year to construct temporary
roads. She asked if there might be a delay in getting material
or if the department has a certain volume of material that is
ready to use over a certain number of miles in that corridor.
MS. MCKEE replied the department is still coordinating that
need, which was identified in the earthquake response.
Fortunately, Eklutna (a Native village within the boundaries of
the MOA) was able to get materials to DOTPF for immediate road
repair. She noted that the earthquake response made it very
clear that DOTPF needed to be prepared to identify material
sources, especially if the ground is frozen.
2:09:21 PM
MS. MCKEE displayed slide 19 that depicts the Highland
interchange closure. It shows the use of existing infrastructure
to divert traffic onto the ramps.
The example on slide 20 illustrates a northbound segment closure
that provides two alternatives, both of which show where message
boards would be placed. Traffic would either be rerouted to
parallel routes or crossovers would be used to turn the
southbound lane into a four-lane, two-direction roadway. The
example on slide 21 also shows parallel routes and the use of
crossovers for a southbound segment. Traffic would be diverted
onto the northbound lanes using either parallel roads or
crossovers. The next example shows a northbound and southbound
segment closure that utilizes parallel routes when traffic
cannot be diverted onto either the northbound or southbound
lanes.
Slides 23 and 24 illustrate a northbound and a southbound
segment closure without parallel routes. Crossovers are utilized
to convert the four lanes on the opposite side of the highway to
two lanes in each direction.
In the instance of a northbound and southbound segment closure
without parallel routes, the road would be closed. The graphic
on slide 26 illustrates a shutdown on the Glenn Highway for the
Muldoon Road to Arctic Valley Road segment. She said that Phase
I, strategy 2 identifies the need in this segment to connect
Muldoon, Boundary, Signal, and the Eagle River loop with a two-
lane, two-way gated frontage road This would add about 2.5 miles
to an existing road and require a Ship Creek bridge. The
estimated cost is $30-35 million. This is military ground so it
could be secured and only open when there is a need to either
bypass the Glenn Highway or for faster emergency vehicle access.
This addresses the B and C goals in Phase I which were to
improve both mobility and incident and emergency management.
MS. MCKEE concluded the presentation with a slide showing a
topographical view of the study area.
2:13:01 PM
CHAIR HUGHES asked if each of the strategies listed on slide 11
would need funding to develop.
MS. MCKEE explained that the Phase I Report identified the
proposed strategies and the estimated cost to develop them.
However, to her knowledge, none of the strategies have been
nominated as projects.
CHAIR HUGHES asked if she could talk about the estimated costs
for the new frontage roads, the five interchange upgrades, the
adaptable shoulder lanes, etcetera.
2:14:06 PM
MS. MCKEE referenced a chart on [page 171] of the report found
at http://dot.alaska.gov/creg/glennhighwayicmstudy/docs/012519-
Emergency-Traffic-Control-Guidelines.pdf. The cost details are
broken down and the strategies that were met are listed.
2:15:00 PM
At ease from 2:15 pm to 2:16 pm.
2:16:26 PM
MS. MCKEE reported that it would cost about $125 million to
construct the four frontage roads, about $225 million to do the
five interchange upgrades, and about $170 million to do the
adaptable shoulder lanes. Responding to an additional question
from the chair, she clarified that the summary sheet also
included the Institutional Strategies and 11 Technology based
options.
SENATOR KIEHL asked for the definition of an adaptable shoulder
lane and an explanation of the technology based strategies for
moving a vehicle.
MS. MCKEE explained that an adaptable shoulder lane is
essentially an additional lane in each direction along the
entire corridor on which traffic could be diverted if there is
an incident. This extensive infrastructure includes widening
bridges. The idea is to provide rapid access for emergency
vehicles to respond to an incident. The lanes would only be used
if a bypass was required.
CHAIR HUGHES described it as a super wide shoulder.
SENATOR KIEHL added it's a lane that is otherwise not used as a
lane. He restated the second question.
MS. MCKEE explained that the technology based options include:
incident management training, a Glenn Highway device expansion
cameras, speed sensors, Glenn Highway variable speed limit
signs, show removal equipment, tracking systems, Glenn Highway
environmental sensor expansion, 511 integration, a Glenn Highway
over height vehicle detection system, a Glenn Highway connected
vehicle pilot project, advanced traffic management system,
traffic incident detection logarithm for cameras, portable
changeable message boards for patrol cars and towable trailers,
Glenn Highway permanent changeable message sign (CMS) expansion
relocation, an incident management plan, a service patrol
program, a virtual traffic management center improvements, and
emergency parking regulations.
2:19:48 PM
SENATOR KIEHL observed that most of the options relate to
preventing congestion. He asked if the scope of the study
involved any work on the cost benefit of preventative measures
versus the cost of extra lanes and frontage roads that would be
needed when an incident occurs.
MS. MCKEE replied the report indicates that an average cost of
crashes and delays per year is about $44 million. Phase I was
intended to capture the cost in incidents on the Glenn Highway
and propose potential strategies to mitigate those or prevent
them or how to respond after they occur.
CHAIR HUGHES noted that the list of technology based options did
not include an app for drivers to check on what they could
expect on that corridor. She asked if there was any discussion
about integrating with an app.
MS. MCKEE said not to her knowledge.
CHAIR HUGHES asked for an explanation of a service patrol
program.
MS. MCKEE replied it refers to trained personnel to use
specifically equipped vehicles to aid motorists, remove debris,
and assist emergency services. The intention is to help
eliminate secondary crashes and delays that occur when people
are distracted by something they see on the side of the road.
2:22:36 PM
SENATOR SHOWER mentioned the Nixle app that is run by APD.
CHAIR HUGHES directed attention to table 5, the Communication
Action Plan, on page 15 of the report. It says that the plan is
to use just Nixle if the closure is expected to last less than 4
hours. This is despite the survey results that show than just 19
percent of people get their information from Nixle. She asked
why DOTPF wouldn't use every communication avenue, even when the
closure is under 4 hours.
MS. SIROKY replied Nixle would receive priority because APD uses
that app, but the department will use whatever it can whenever
it can with the capabilities it has.
CHAIR HUGHES encouraged her to integrate all the apps and social
media and use them for each event.
SENATOR SHOWER suggested pursuing outreach to the local radio
stations because commuters are listening at those times of day.
MS. SIROKY agreed.
2:25:55 PM
SENATOR MICCICHE said he appreciates the Glenn Highway corridor
presentation and wonders if DOTPF has similar plans for other
densely populated corridors in Southcentral.
MS. SIROKY said not to this detail, but the truck strike on the
Glenn Highway increased the department's incident management and
training which was put to good use during the earthquake. She
anticipated looking at other choke points over time.
SENATOR MICCICHE pointed out that most communities have
emergency committees that could help with basic planning to
inform the community.
MS. SIROKY said she suspects that DOTPF maintenance personnel is
tied into local planning committees and thus more knowledgeable
about local capacity in their area of responsibility.
2:28:24 PM
CHAIR HUGHES cited the language on page 10 of the report that
says that a unified command is established if the department
lacks adequate resources to respond to an incident. She asked
what that entails.
MS. SIROKY said she assumes DOTPF would request help from the
Department of Military & Veterans Affairs (DMVA). She added that
the department stood up its own unified command for the
earthquake. Working closely with contractors, it was manned 24/7
for 4-5 days. She said she assumes that someone at the DMVA
incident command at JBER was notified as well.
CHAIR HUGHES wondered if DOTPF was working alone or part of a
larger coordination with the military.
MS. SIROKY advised that DOTPF public information staff are
extensively tied in and have trained with JBER.
2:30:22 PM
CHAIR HUGHES said the committee would like to be kept in the
loop on updates as the plan moves toward.
SENATOR MICCICHE encouraged DOTPF to be preemptive in reaching
out to local communities for help in planning, notification, and
response. He opined that, as the budget tightens, the state can
no longer do everything.
CHAIR HUGHES thanked the presenters and reviewed the upcoming
agenda.
2:32:23 PM
There being no further business to come before the committee,
Chair Hughes adjourned the Senate Transportation Standing
Committee meeting at 2:32 pm.
| Document Name | Date/Time | Subjects |
|---|---|---|
| STRA Agenda 1.31.19.pdf |
STRA 1/31/2019 1:30:00 PM |
|
| 2019 Glenn ICM Presentation.pptx |
STRA 1/31/2019 1:30:00 PM |
|
| DOT&PF 1.31.19 Follow up.pdf |
STRA 1/31/2019 1:30:00 PM |