ncidentmanagement

Verkeerscentrum Nederland ncidentmanagement

for all roads with divided carriageways

Directive initial safety

measures for incidents

with a one-sided

collision risk

Directive initial safety measures for incidents

with a one-sided collision risk

for all roads with divided carriageways

January 2010

Initial Safety Measures for Incidents with a One-Sided Collision Risk was compiled in association with:

Verkeerscentrum Nederland (VCNL) (The Netherlands Traffic Management Centre) KLPD (National Police Services Agency) Landelijk Verkeersbijstandsteam (LVBT) (National Traffic Support Team) Nederlands Forensisch Instituut (The Netherlands Forensic Institute) Regiopolitie Utrecht (Utrecht Regional Police) Regiopolitie Amsterdam-Amstelland (Amsterdam-Amstelland Regional Police) Nibra/ NVBR (Netherlands Institute for Physical Safety) Regionale Brandweer Zaanstreek-Waterland (Zaanstreek-Waterland Fire Services) Beroeps Vereniging Ambulancezorg (Professional Association of Ambulance Personnel) CPA Haaglanden (Haaglanden Ambulance Dispatch Centre) Rjkswaterstaat, (Department of Public Works and Water Management)

Oost-Nederland Directorate Limburg Directorate Zuid-Holland Directorate Regionale Verkeerscentrale Utrecht (Regional Traffic Control Centre Utrecht)

Vereniging van Bergingsspecialisten (Association of Recovery Specialists) Bergings Centrale Bollenstreek (Central Recovery Services Bollenstreek) ANWB Wegenwacht (Royal Netherlands Touring Association/Breakdown Service) Vereniging VACO (Professional Association of Tyre and Wheel Manufacturers) Profile Tyrecenter BOVAG motor vehicle association

This English translation: ISBN 978-90-369-0040-9

translated from Dutch:ISBN 90-369-1733-6Revised edition January 2010: Richtlijn eerste veiligheidsmaatregelen bij incidenten met eenzijdig aanrijdgevaarFirst published in 2004 as: Richtlijn eerste veiligheidsmaatregelen bij incidenten op auto(snel)wegen

Extra copies are available at Verkeerscentrum Nederland via www.incidentmanagement.nl. An instructive DVD can be supplied on request.

This directive has been carefully compiled by Verkeerscentrum Nederland and its associates using the latest knowledge and techniques. No rights can be asserted from this directive. The Dutch Government accepts no liability for any damage arising from the use of this directive both on its own behalf and on behalf of those who have assisted in the creation thereof.

Concept and realization 2004 1st revision 2010Words at Work Bedrijfscommunicatie bv, Amstelveen

Contents

Preface 5

1 Introduction 7 1.1 Incident Management 7 1.2 The directive 7 1.3 Layout 8 1.4 Terms and abbreviations 8

2 Initial safety measures: the Safety Six 9 2.1 Safety zone of [max. speed > metres] 9 2.2 Buffer vehicle 9 2.2.1 Initial protection measures in moving traffic 11 2.2.2 Initial protection measures in tailbacks 11 2.3 Safety clothing 13 2.4 Traffic cones 13 2.5 Traffic signalling 15 2.5.1 Procedure for requesting traffic signals 15 2.5.2 Hectometre signs with carriageway indicator 15 2.5.3 Lane numbers 17 2.6 Keeping access and exit routes clear 17

3 Protecting incidents scenes on the carriageway 19 3.1 Safety Six checklist 19 3.2 Pay attention to the following 19 3.3 Protecting incident scenes on one side of the carriageway 20

Figure a - protecting the lane adjacent to the emergency lane Figure b - protecting the lane adjacent to the central reservation

3.4 Protecting incident scenes in the middle of the carriageway 21 Figure c - closing the right-hand side of the carriageway Figure d - closing the left-hand side of the carriageway

3.5 Protecting incident scenes at roundabouts 23

4 Protecting breakdowns in the emergency lane 25 4.1 Protecting breakdowns on a car in the right-hand emergency lane 25 4.2 Protecting broken-down lorries in the right-hand emergency lane 27 4.3 Breakdown assistance in the left-hand emergency lane 28

Appendix Background information 29

Frames Frame 1 Information on the revised edition 6 Frame 2 Estimating 100 metres 10 Frame 3 Warning the traffic manually 10 Frame 4 Hazardous substances 12 Frame 5 Procedure for requesting traffic measures 14 Frame 6 Information needed when requesting traffic measures 14 Frame 7 New regulations for visual and auditory signals / Use of lights 16 Frame 8 Halting the traffic 16 Frame 9 Use of rotating lights 16 Frame 10 Direct - and indirect - aid for victims! 18

Frame 11 The METHANE list 18 Frame 12 Additional measures 22 Frame 13 Calamity screens 22 Frame 14 Use of the emergency lane during incidents 24 Frame 15 Requirements for breakdown services 24 Frame 16 Protection protocol for broken-down lorries in the emergency lane 26 Frame 17 Breakdown service vehicles and lights 28

5

Preface

Unfortunately, emergency workers are regularly and more and more frequently involved in serious secondary accidents on the motorways. Indeed, it is especially tragic that at the precise moment they are carrying out their often life-saving work they suddenly become casualties themselves.

Therefore, it is not surprising that emergency workers increasingly demand better options for protect-ing the situation they encounter on the motorways. This directive of initial safety measures deals with this issue.

Since measures for better protection require time and thus delay actual assistance, emergency work-ers are actually involved in almost unnatural manoeuvres. ‘How can you allow protection to take up so much time initially when the victims are so urgently in need of help?’ This is a logical question that can really only be answered by a counter-question: ‘Who will provide assistance if the emergency workers themselves have become victims?’ For that is the other side of the coin. If secondary acci-dents take place, they not only result in more casualties, but in the worst case scenario also rule out assistance on the scene.

Therefore, it is absolutely necessary, both for the emergency workers themselves as well as for the casualties, that the emergency workers first take their own safety into consideration before providing assistance.

This directive has been drawn up by emergency workers for emergency workers. We have deliber-ated on the safety measures thoroughly and some have had their appropriateness tested by means of computer simulations. Safety was the priority, closely followed by practical applicability.

Clearly, one cannot start waving round some manual in the hectic situation of providing assistance, saying: ‘This is how it is done’. That is why it is necessary that the safety measures compiled in this directive should be internalized by emergency workers. Put simply, emergency workers have to know them like the back of their hand. Scrolling through this directive will thus never suffice if the aim is to achieve a safer work site on the motorways. It requires training and practice.

Even though the ultimate aim of this directive is to create a safer work site for the emergency workers, there are clearly intermediate aims along the way. The most important of these is that the informa-tion in this directive should become part of the training courses that the emergency workers follow within the framework of their duties. Equally important is that the directive be used in actual train-ing exercises. Exercises involving various emergency services are essential for dealing with accidents on motorways. Therefore, it is my most ardent wish that this directive should provide an additional impulse to multi-service training exercises.

We owe a great deal of gratitude to all emergency assistance agencies for their often intensive co-operation in creating this directive. The resolve demonstrated by the emergency workers themselves in helping to create this directive makes it obvious that they attribute considerable importance to it. I hope that your solidarity and effort sets an example for everyone providing emergency assistance, for although emergency assistance always involves risks, it is essential to rule out unnecessary risks. In this way, everyone’s effort helps make assistance on the motorways safer.

L.H. KeijtsDirector-General, Department of Public Works and Water Management

6

Frame 1 Information on the revised edition

This directive is a revised version of Initial Safety Measures for Incidents on Motorways, 2004. It was published in 2010 under the new title of Initial Safety Measures for Incidents with a One-Sided Collision Risk and applies to all roads with divided carriageways. The changesMost of the changes in the revised version are additions. The measures themselves have not been changed, but:1 as the directive now applies to roads with a maximum speed ranging from 50 to 120 kph, the dis-

tance between the buffer vehicle in the fend-off position and the incident can vary. This distance is now the maximum speed translated into metres.

2 From now on, when the road inspector from Public Works arrives he takes over the buffer duties of all the other parties, including the police (see 2.2, page. 9).

3 A new protocol has been drawn up for broken-down lorries in the emergency lane. This is shown in frame 16 on page. 26 and explained in 4.2 on page. 27.

From one directive to twoIn 2010 another directive was published alongside this one. It was entitled Initial Safety Measures for Incidents with a Two-Sided Collision Risk. Together the two directives cover the entire road network in the Netherlands. The VCNL has also issued an instructive DVD. The main themes of the two directives are set out in the table below.

Initial Safety Measures for Incidents with a Two-Sided Collision Risk (2010)

all roads with undivided carriageways, including bridges, tunnels and viaducts in these road-systems

comes from two or more sides

buffer zone = the maximum speed in metrese.g. the minimum buffer zone is 60 metres for traffic travelling at a maxi-mum of 60 kph

straightThe traffic may not pass the buffer vehicle

Initial Safety Measures for Incidents with a One-Sided Collision Risk (2010)

all roads with divided carriageways,divided by e.g. rails, crash barriers or a broad central reservation, including slip roads and bridges, tunnels and viaducts in these road-systems

comes from one side

buffer zone = the maximum speed in metrese.g. the minimum buffer zone is 100 metres for traffic travelling at a maxi-mum of 100 kph

in fend-offthe direction in which the vehicle is di-agonally placed determines the side on which the traffic passes the vehicle

Applies to

Risk

Buffer zone

Placing the buffer vehicle

ncidentmanagement

Verkeerscentrum Nederland ncidentmanagement

Richtlijn

eerste veiligheidsmaatregelen

bij incidenten met

tweezijdig aanrijdgevaar

voor alle wegen met niet-gescheiden rijbanen

ncidentmanagement

Verkeerscentrum Nederland ncidentmanagement

voor alle wegen met gescheiden rijbanen

Richtlijn

eerste

veiligheidsmaatregelen

bij incidenten met

eenzijdig

aanrijdgevaar

76

1 Introduction1.1 Incident ManagementOfficially, the term Incident Management (IM) describes the entire package of measures to clear a mo-torway for traffic as soon as possible after an incident has taken place. In practice, safe and efficient management of an incident calls for teamwork between the police, fire and ambulance service, road operators, recovery firms, the Royal Netherlands Marechaussee and the ANWB motoring organiza-tion. The priorities are the personal safety of the emergency worker, traffic safety, adequate assistance for the victims, the flow of traffic, damage control and evidence-gathering to determine the circum-stances.

Clear agreements between the parties concerned and a more coordinated approach have helped to speed up incident management. In 2002 the Berenschot Consultancy studied the effects of IM on the main motorway network and reported that 15 minutes had been cut from the handling time for passenger-car incidents and 60-90 minutes from the handling time for lorry incidents. This kind of progress benefits not only the victims but also the emergency workers and the road users: the victims get faster help, the emergency workers are less exposed to risks and the road users can resume their journey more quickly. Faster incident management also reduces secondary accidents including ac-cidents at the end of traffic queues and rubbernecking accidents on the other carriageway.

The Netherlands Traffic Management Centre (VCNL) intends to further optimize IM, not least by in-vesting in the safety of emergency workers and road users. They will do this by, amongst other things, coordinating national agreements between the relevant parties and communicating the results to all concerned.

1.2 The directiveThe greatest risk factor affecting the safety of emergency workers is traffic. The IM emergency service that arrives first at the scene of an incident must take steps to make the situation as safe as possible. But no two situations are the same. Even so, it is possible to manage an incident in a structured and coordinated manner.

As part of the collaborative initiative to improve the quality and safety of incident management, the Netherlands Traffic Management Centre (VCNL) has set up a multidisciplinary work group to formu-late guidelines for initial safety measures on divided carriageways.

Effective collaboration begins with joint agreements on uniform measures. And uniform measures enhance the safety of both the IM emergency workers and the road users at the scene of the incident. Joint agreements will ensure that the IM emergency worker who arrives first on the scene knows which initial safety measures to put in place. The teams who arrive later then know which initial safety measures they can expect to find.

Effective collaboration also implies thorough knowledge of what has been agreed by the multidisci-plinary work group. This directive sets out the multidisciplinary agreements on initial safety measures. In all cases the IM emergency service that arrives first on the scene must implement the initial safety measures. This will improve safety, but the situation may not yet be optimally secured. Additional measures may be necessary, depending on the situation.

When compiling this directive the work group set the following priorities:1 The personal safety of the emergency worker;2 Traffic safety;3 Assistance to the victims;4 Evidence collection;5 Restored traffic flow;6 Salvage of the cargo/vehicle.

8

1.3 LayoutThe directive is laid out as follows: The main text contains information that is of immediate impor-tance when handling incidents on roads with a one-sided collision risk. The frames contain back-ground information. A distinction is made between incidents involving IM emergency services (Chapters 2 and 3) and incidents involving breakdowns (Chapter 4).Chapter 2 explains the safety measures to be taken by the IM emergency worker who arrives first at the scene of the incident. Chapter 3 describes actual motorway situations where these measures are implemented. Chapter 4 addresses breakdown assistance for passenger cars and lorries in the left-hand emergency lane.

1.4 Terms and abbreviationsAccelerated recovery Recovery is accelerated when the additional damage that recovery opera-

tions could inflict on the vehicle and/or cargo does not compare with the amount of public damage that traffic queues could cause.

Before, beyond This directive distinguishes between ‘before’ and ‘beyond’ an incident. If you stop ‘before’ an incident this means that you have not yet passed it.

CTPI/Copi Coordination Team at the Place of the Incident

Fend-off Safety vehicles parked in a ‘fend-off’ position: the vehicle is parked diago-nally and as widely as possible across the traffic lane to shield the incident scene. The direction in which the diagonally parked vehicle faces dictates the direction of the oncoming traffic. As this vehicle acts as a buffer it must be vacated at all times.

IM emergency services All services involved in IM: police, fire and ambulance services, road opera-tors, recovery firms, the Royal Netherlands Marechaussee and the ANWB motoring organization.

METHANE list The METHANE list has been specially compiled for the first IM emergency workers at the scene to enable them to pass on structured information to the control centre (see Frame 11, Page 18).

Postponed recovery Recovery is postponed when the flow of traffic is so heavy that it is better to wait until a quieter moment. The vehicle(s) must be placed or pushed into a position alongside the carriageway where they do not endanger traffic.

OVD-RWS Inspector from the Department of Public Works and Water Management (Dienst Rijkswaterstaat/RWS): a trained and experienced official from the De-partment of Public Works and Water Management who consults with inspec-tors from other emergency services in the event of larger traffic incidents.

Road operator The road operator is responsible for managing a road or a stretch of road. There are four road operators in the Netherlands:

- Department of Public Works and Water Management (Rijkswaterstaat), responsible for trunk roads;

- The provincial councils, responsible for provincial roads; - The municipal councils, responsible for municipal roads; - Water Boards, responsible for water board roads.

RVC Regional Traffic Centre (Department of Public Works and Water Management)

VCNL The Netherlands Traffic Management Centre (falls under the Department of Public Works and Water Manage-ment). Lane 1 Lane 2

CEN

TRA

L RE

SERV

ATI

ON

incident scene

Lane 3

DIR

ECTI

ON

OF

TRA

FFIC

beyondthe incident

before the incident

before the incident

beyondthe incident

incident scene

98

2 Initial safety measures: the Safety Six When IM emergency workers are called out to an incident, one will always arrive first. He must take certain measures - the Safety Six - to protect the situation. The Safety Six applies to every IM emergen-cy worker. On the way to the incident it is important to liaise with your own control centre to check out whether the police and/or the road operator are also on their way. The police or the Public Works road inspector takes over the buffer duties of the first IM emergency worker as soon as they arrive at the scene. If the Public Works road inspector is called out he even takes over the buffer duties of the police.

The IM emergency worker that arrives first at the scene of an incident on a motorway or dual carriageway must implement the Safety Six:1 A safety zone of [max. speed > metres];2 A buffer vehicle;3 Safety clothing;4 Traffic cones;5 Traffic signalling;6 Keeping access and exit routes clear.

The road operator can order additional measures depending on the nature of the situation (see frame 12, page. 22).

2.1 A safety zone of [max. speed > metres]The first IM emergency worker on the scene creates a safety zone by placing the emergency vehicle at [max. speed > metres] before the incident. The Netherlands Forensic Institute ran a number of com-puterized simulations of collisions and found that a 100-metre safety zone on a dual carriageway with a speed limit of 100kph provides adequate protection for most incidents. The formula [max. speed > metres], e.g. 70 kph > 70 metres, is based on these findings.

The faster the speed of traffic the greater the risks to the emergency workers. But this does not mean that slow-moving traffic is not dangerous. The traffic situation can change at any moment and new traffic can again approach at speed. So the safety zone of [max. speed > metres] applies at all times to both fast-moving and slow-moving traffic.

N.B. If there is a possibility that hazardous substances are present a minimum safety zone should always be maintained of 100 metres in tailwinds and 500 metres in headwinds (see frame 4, page. 12).

2.2 Buffer vehicleThe only means of protection that the IM emergency worker has on hand is his vehicle. This vehicle must be as conspicuous as possible, as it will be used to shield the incident scene. IM emergency ser-vices all drive in conspicuous vehicles which either have retro-reflective markings or a striking colour.

To protect incident scenes on roads with divided carriage-ways, the buffer vehicle must be parked diagonally and as broadly as possible in the fend-off position across the traffic lane(s) affected by the incident. In this position the vehicle is optimally visible during the day and night. And, of course, the rotating light(s) must be left on. The measures described in 2.2.1 apply to moving traffic and the measures in 2.2.2. to tailbacks.

The vehicle of the Public Works road inspector is specially equipped to serve as a buffer.

10

Frame 2 Estimating 100-metres

There are two indicators on the motorway to help you estimate a distance of 100 metres. The first is the distance between two green hectometre signs (100 m). The second lies in the lines on the road. One line and one gap amounts to 12 metres. So nine lines and eight gaps work out at approximate-ly 100 metres.

100m

1

5

2

3

4

0

6

7

8

10.1

10.2

100m

Frame 3Warning the traffic manually

In certain situations - for example, a sharp bend or misty weather - it is best for one of the emergency workers to warn the traffic manually. Obviously, the emergen-cy worker must then stand at a substantial distance (100 metres) before the fend-off vehicle and behind the crash barrier. He can use a yellow light to guide the traffic in the desired direction.

1110

2.2.1 Initial protection measures in moving trafficThe following protection measures must be taken by the IM emergency worker that arrives first at an incident with a one-sided collision risk:• bealerttothepossiblepresenceofhazardoussubstances(seeframe4,page.12);• stopatadistanceof[max.speed>metres]beforetheincident;• parkthevehicleinthefend-offposition:thedirectionofthefend-offpositiondictatesthe

direction of the traffic flow;• applythehandbrake;• putthegearinneutral;• leavetherotatinglight(s)on(theengineisstillrunning);• turnthefrontwheelsawayfromthetraffic;• stepoutonthesideawayfromthetraffic;• putonasafetyvest(ifyouarenotalreadywearingsafetyclothing); Note that one member of the police, the fire service, the ambulance service and the Department of Public

Works puts on a green vest to indicate that he is in charge of his own team at the incident and is the con-tact person for the other teams.

• Placefivetrafficconesbetweenthebuffervehicleandtheincident(watchoutfortraffic).The buffer vehicle must be vacated.

2.2.2 Première protection en cas de bouchon In tailbacks the first IM-emergency worker at the scene places his vehicle at a distance of [max. speed > metres] in the fend-off position before the incident. The safety zone will either clear automatically or it will have to be cleared.

Example 1: The police team parks the vehicle at a distance of [max. speed > metres] before the inci-dent. One officer assists the victims and one clears the safety zone and sets up the traffic cones.

Example 2: In exceptional situations when the ambulance arrives first, the vehicle must be parked at a distance of [max. speed > metres] before the incident. Everyone vacates the vehicle and the driver stays in walkie-talkie contact with the ambulance dispatch centre while the paramedic performs tri-age. The next emergency team to arrive immediately takes over the buffer duties. The ambulance is then parked near the incident (see also 2.6).

Vehicle in the fend-off position with moving traffic

The first emergency service worker on the scene stops at a distance of [max. speed > metres] before the incident and parks their vehicle in the fend-off position. The fend-off position makes the vehicle more visible to oncoming traffic. And it guides the traffic in the desired direction. This applies to all IM emergency service vehicles.

When the road inspector from Public Works arrives, he takes over the buffer duties of all other IM emergency services.

12

Frame 4 Hazardous substances

If there is a risk of hazardous substances at the scene of an incident, the following four safety precau-tions must be applied:Keep your distance Keep a distance of at least 100 metres and stay alert to the direction of the

wind: keep the wind behind you; Cordon off the area Cordon off the area by a distance of at least 100 metres in a tailwind and 500

metres in a headwind;Wait Wait, with the wind behind you, until the experts arrive. The fire service has

the necessary personal safety equipment and measuring devices to assess the situation;

Do not touch For your own safety do not touch anything if you suspect the presence of hazardous substances.

Use binoculars to try to read labels or orange signs and pass on the information to your own control centre.

The orange sign, the hazard identification signThe number at the top is the Hazard Identification Number (HIN or GEVI number);The number at the bottom is the Substance Identification Number, (UN number).

The HIN number indicates the risk of the substance:• Thefirst figure indicates the immediate risk and the classification of the substance: 2 gas 3 flammable liquid 4 flammable solid 5 oxidizing substance 6 toxic or contagious substance 7 radioactive substance 8 corrosive substance 9 hazardous substance

• Thesecond and third figures indicate additional hazards: 2 risk of escaping gas through pressure or a chemical reaction 3 risk of combustion 5 risk of oxidization (promotes combustion) 6 risk of toxicity 8 risk of caustic or corrosive reaction 9 risk of spontaneous violent reaction 0 no additional risk

When the figure is doubled the risk is higher. For example, 556 indicates a toxic substance with an extra strong oxidization risk.

The UN number:Every hazardous substance has an international number called the Substance Identification or UN number. This number only provides information on the type of substance. Hazardous substances can be looked up on a substance table. A UN number can refer to one substance or a group of substances. For example, UN1017 is Chlorine and UN 1987 is Alcohol.

Request the leaflet Herkenning Gevaarlijke Stoffen (Identifying Hazardous Substances) (see Appendix, page. 29). The Traffic Inspectorate (Inspectie Verkeer en Waterstaat, IVW) must be informed of all traf-fic incidents involving hazardous substances.

331088

WARNING: REMEMBER IN EVERY TRAFFIC INCIDENT THAT THE VEHICLE MAY BE CARRYING HAZARDOUS SUBSTANCES

Lorries carrying bulk cargo such as paint thinner are not required to display hazard identification signs but they can still present a huge risk during traffic incidents. Passenger cars may also be carrying hazardous substances that are not safely packed.

1312

2.3 Safety clothingIt is crucial to the safety of IM emergency workers that they be clearly visible to other road users. Safety clothing with retro-reflective stripes must therefore always be worn at incident scenes. To guarantee maximum visibility the safety clothing must be clean and fastened. Green safety vests are worn by the members of the police, fire service, ambulance service and Public Works who form the Coordination Team at the Place of the Incident (CTPI/Copi). See the Appendix on page 29 for the safety clothing requirements.

2.4 Traffic conesFive cones must also be placed between the buffer vehicle and the incident to visibly separate the incident from the other road users. Though 75-cm cones are more noticeable and thus offer better protection, 50-cm cones have been chosen for practical reasons. If smaller cones have been placed by one IM emergency team as a temporary measure, they will be replaced by larger cones as soon as another IM emergency team arrives with some. The police, fire service, road operators, recovery firms, ANWB Breakdown Services and service firms all carry cones. (See the Appendix on page 29 for the traffic cone requirements.)

Retro-reflective clothing

In dark clothing you are less visible during the day and not visible at all at night.

Retro-reflective cones

The prescribed cone has a height of at least 50 cm and horizontal red and white retro-reflective stripes. This makes it clearly visible during the day and night and in bad weather.

Safety vest label

A vest with this label meets category 2 safety require-ments.

14

Frame 5 Procedure for requesting traffic measures

Police, fire and ambulance services, road operators, recovery firms, the Royal Netherlands Marechaus-see and the ANWB Breakdown Service may request traffic measures under the following conditions:1 The IM emergency team is on the scene or the Regional Traffic Centre (RVC) has camera surveil-

lance of the location.2 The traffic measure is requested via the control room or alarm centre of the IM emergency ser-

vices. Salvage & recovery firms request measures via their own base / dispatch centre.3 When salvage & recovery firms and the ANWB Breakdown Service request traffic measures, the

RVC must have a direct line of communication to the person at the scene of the incident.4 The person who cancels the measure at the RVC is also the person who requested it.5 If the person who requested the measure leaves the scene before the situation is resolved, he

transfers responsibility for cancelling the measure to the police or the road operator. He then passes on the name and telephone number of this person to the RVC.

This means that:• RoadoperatorscanrequesttrafficmeasuresdirectfromtheRVC.• Thepolice,fireandambulanceservicesrequesttrafficmeasuresfromtheRVCviatheirowncon-

trol room or alarm centre.• RecoveryfirmsandANWBBreakdownServicesrequesttrafficmeasuresfromtheRVCviatheir

own base/dispatch centre. In such situations the RVC has direct telephone contact with the per-son at the scene of the incident.

The existing procedure for service companies continues to apply: call 112 and the police control centre to request traffic measures from the RVC.

If the RVC does not have camera surveillance of the incident site, the Department of Public Works will send an inspector to the scene to check out the legitimacy of the request.

Important:1 Police and road operators may request traffic measures at any time. All other emergency workers

may do so only under the conditions stated in their authorization.2 If the RVC does not trust the request because of, say, conflicting information, it is entitled to refuse

the measure.3 In the event of repeated requests or cancellations for traffic measures, the VCNL is entitled to

withdraw the authorization upon the advice of the RVC.4 To be able to request a traffic measure, an IM emergency worker must have completed a training

course in traffic measures at traffic incidents. The emergency services are themselves responsible for anchoring the procedure in their organization.

More information is available from the VCNL.

Frame 6 Information needed when requesting traffic measures

The RVC needs the following information to implement a traffic measure: 1 the road number2 the hectometre indicator3 the carriageway indicator: • ofthemaincarriageway,Left(Li)orRight(Re),or • forsliproads,parallellanesandinterchanges,theblackletterontheyellowbackground4 the number of the lane where the incident occurred.

1514

2.5 Traffic signalling

2.5.1 Procedure for requesting traffic signalsTraffic signalling facilities - if available - will offer extra possibilities for protecting an incident scene. Traffic can be slowed down or guided to a different lane and lanes can be closed with overhead crosses. Since it is the task of the first IM emergency worker on the scene to implement protective measures, the ambulance and fire service, recovery firms, the Royal Netherlands Marechaussee and the ANWB Breakdown Service as well as the police and road operators are authorized by the RVC (Regional Traffic Centres) to request traffic signals. These requests are, however, subject to certain conditions:1 The RVC has right of refusal if it does not trust the request because of, say, conflicting information.2 The VCNL (Netherlands Traffic Management Centre) may withdraw the authorization at the rec-

ommendation of the RVC if repeated unwarranted requests for traffic signals have been received. (For more information see frame 5, page. 14.)

Anyone requesting a traffic signal must be familiar with: a the hectometre signs with the Li or Re (left or right) carriageway indicator, andb the lane numbering.

2.5.2 Hectometre signs with carriageway indicatorAll information on the hectometre sign needs to be passed on to enable the RVC to further inform the emergency services and close lanes:1 the road number e.g. A4 or N148, and2 the hectometre indicator e.g. 50,8 and3 the carriageway indicator: • Thecarriagewayindicatorforthemaincarriagewaydependsonthe

direction of the traffic i.e. Li (left) or Re (right): Re has an ascending hec-tometre indicator; Li has a descending hectometre indicator (see illustra-tion).

• Thecarriagewayindicatorforsliproads,parallellanesandinterchangesisa black letter on a yellow background, e.g. t (see illustration).

N.B. To avoid confusion between the left and right carriageway (Li or Re on the hectometre sign) and the right and left lane of the carriageway, lanes should be designated only with numbers (see 2.5.3).

50,8A4 Re

29,2 tA4

v

jw

kf

n

m

y

x

s

e r

approach roadfor x, r and v (n)

approach road for m, e and j (x)

approach road for n, f and k (y)

approach road for y, s and w (m)

Hoevelakeninterchange

Hoevelaken interchange

This diagram illustrates the importance of the black letter on the yellow background on the hectometre signs. If this letter is not clearly reported, chances are that the IM emergency team will end up in the wrong lane. It then costs unnecessary extra time to reach the scene of the incident.

16

Frame 9 Use of rotating lights

Rotating lights may be used in IM only in the following situations:• byIMemergencyworkersontheirwaytoanincident;• bythebuffervehicleparkedinthefend-offpositionbeforetheincident;• byIMemergencyworkersleavingtheincidenttoindicatethattheyarerejoiningthetraffic.

The police, fire and ambulance services and the Royal Netherlands Marechaussee drive with a blue rotating light. Road operators, recovery firms and the ANWB Breakdown Service drive with a yellow rotating light (see Appendix, page. 29).

At an incident scene, rotating lights (preferably yellow) are turned on only on the buffer vehicle. Front flashers are turned off. All other IM emergency service vehicles turn off their rotating lights and front flashers as soon as they park beyond and in line with the incident. Too many rotating and flashing lights upset the concentration of drivers on the other carriageway and can lead to rubbernecking and secondary accidents. In addition, too many rotating lights at night can hamper police photographers collating evidence.

Frame 7 New Regulations for Visual and Auditory Signals / Use of Lights

In 2009 new regulations were introduced for visual and auditory signals and blue lights.

Existing vehicles must meet the new regulations by 1 January 2014. The rule is now: blue lights for moving vehicles and amber lights for stationary vehicles. This means that the buffer vehicle at the scene of an incident must have an amber rotating light.

The first or only vehicle at the scene may use the blue rotating light if this is necessary to shield the incident from traffic. The front flashers must be turned off if the vehicle is used as a buffer.

If the emergency vehicle does not have alternating lights, the warning lights must be used.

Frame 8 Halting the traffic

Every IM emergency worker is empowered to halt traffic after an incident. At that moment he is not regulating the traffic, but safeguarding the scene to prevent secondary incidents.

1716

2.5.3 Lane numbers A carriageway consists of one or more lanes. These lanes are numbered from the central reservation to the verge. The lane that runs immediately alongside the central reservation is lane 1, the lane to the right of lane 1 is lane 2 and the lane to the right of lane 2 is lane 3, etc. The lane numbers may be on the panels of the overhead traffic signals.

2.6 Keeping access and exit routes clearThe space between the buffer vehicle in fend-off position and the incident is a safety zone which must be kept free of IM emergency service vehicles. Ambulances and fire service vehicles must be parked right outside the 10-metre operational circle; the fire service vehicles before the incident and the ambulances beyond the incident.The other IM emergency service vehicles must be parked beyond the incident and in line with the incident. The emergency lane must be kept clear to allow the IM emergency services free access and exit. If the emergency workers park beyond the incident and in line with the incident, they will not have to cross lanes to get to the incident. If the situation allows so, the route kept clear can be used for moving along the traffic.

CENTRAL RESERVATION

[max. speed > metres]

Lane 1 Lane 2 Lane 3

DIR

ECT

ION

OF

TR

AFF

IC

CEN

TR

AL

RES

ERV

AT

ION

EMER

GEN

CY

LA

NE

1 2 3

Carriageway

Picture of initial safety measures

Frequently the ANWB Breakdown Service is first at the scene of an accident. They implement the initial safety measures, provide assistance to the victims and get the IM process moving as quickly as possible.

18

Frame 11 The METHANE list

The METHANE list is a tool for the first emergency worker at the scene. It enables him to pass on brief factual information about the incident to the control centre. At the back a list is given of examples for identifying high-energy collisions. This information enables the control centre to mobilize the required back-up.

METHANE is an international, multidisciplinary system for reporting a wide variety of incidents. Here it is restricted to traffic incidents.

Frame 10 Direct - and indirect - aid for victims!

It is of course essential where casualties are involved to attend to the physical needs of the victims straightaway. But victims have other needs as well.

It is also important to the victims that the circumstances of the incident be established. So tyre tracks must be traced and vehicles need to undergo technical inspections. All emergency workers on the scene are therefore required to:• assistinandrefrainfromhamperinginvestigativeactivitiesthatcouldhelptodeterminethe

cause(s) of the accident;• passonanychangesintheaccidentsituationtotheheadoftheinvestigation.

For example:• Theheadoftheinvestigationmustbeinformedofanynecessarystepsthathavebeentakensuch

as moving vehicles, unbuckling/cutting safety belts, unscrewing battery cables (never cut them!) and deflating tyres;

• Glassshards,skidmarksoroiltracksandanystrewnpartsofvehiclesshouldbeleftuntouched.Ifthis proves impossible, the original position must be outlined in chalk on the road surface;

• Keepskidmarksintactbydrivingaslittleaspossibleoverthem.

Do not add unnecessary skid marks by braking at the last moment or tamper with evidence by punc-turing tyres to stabilize vehicles.

Obviously, the overriding priority is to save lives, but victims can also be helped by ensuring that the circumstances of the accident can be established.

Tr a f f i c i n c i d e n t M

• Material damage only?• Casualties

E x a c t l o c a t i o n E

Ty p e o f i n c i d e n t T

• What happened?• High energy collision?1

H a z a rd H

• Hazardous substances: licence number, substancenumber, hazard number

• Fire?• Explosion?• Drowning?• Exceptional weather conditions? (ice, mist, snow,

heat, ...)

A c c e s s ro u t e A

• Best access route: hazard zone, wind direction, accessibility?

N u m b e r, t y p e s o f c a s u a l t i e s N

Number of casualties, ABC compromised - life-threatening?A Airways free? Pale, blue skin?

(Tongue, teeth)B Breathing audible? (Snoring)C Circulation. External bleeding? Pallor,

perspiration?D Responsive?E Cold/heat injuries? (fire, freezing, ...)

• Casualties thrown from the vehicle?• Casualties in the vehicle?

Number of vehicles?• Passenger cars?• Lorries?• Rollable/unrollable?

E x t r a s e r v i c e s E

Above information leads to the deployment of IM emergency services.• Is extra back-up needed?

2

1918

3 Protecting incident scenes on the carriageway3.1 Safety Six checklistThe IM emergency team that arrives first at an incident scene implements the measures described in the previous chapter:

1 Safety zone of [max. speed > metres]: •stopat[max.speed>metres]beforetheincident.

2 Vehicle as a buffer: • rememberthathazardoussubstancesmaybepresent; If so, follow the instructions in frame 4, page 12! • parkthevehicleinthefend-offposition;thedirectioninwhichthefend-offvehiclefacesdic-

tates the direction of the traffic; • putthehandbrakeon; • putthegearinneutral; • leavetherotatinglight(s)switchedon(soleavetheenginerunning); • switchoffanyfrontflashers; • turnthefrontwheelsawayfromthetraffic; • stepoutonthesideawayfromthetraffic; • vacatethebuffervehicle(everybodyout).

3 Safety clothing: • wearsafetyclothing,atleastasafetyvest(seeAppendix,page.29).

4 Traffic cones: • placefiveconesbetweenthebuffervehicleandtheincident.Keepaneyeonthetraffic!

5 Traffic signalling: • ifautomaticsignallingisavailable,putinanimmediaterequesttohavethelaneclosed(see

frame 5, page. 14).

6 Keeping access and exit routes clear: • Withtheexceptionofthebuffervehicle,theemergencyservicevehiclesareparkedbeyond

the incident and in line with the incident. (Leave only the rotating light(s) of the buffer vehicle on; all other IM emergency vehicle rotating lights/flashers are turned off.)

3.2 Pay attention to the following• Leaveanyvictimsinthevehicle,unlesstheyareinimmediatedangerfrom,say,fireordrowning.

The paramedics will then be able to get an idea of possible injuries by surveying the scene.• Guideanyonewhohasalreadysteppedoutofthevehicletosafetyattheroadsideawayfromthe

traffic. Make them stand behind the crash barrier (emergency lane/central reservation), provided they do not have to cross any traffic lanes to do so. Otherwise, move them beyond the incident scene and keep them together.

• Bealerttothepossiblepresenceofhazardoussubstances.Maintainadistanceof100metreswiththe wind behind you. Try to decipher the numbers on the orange plates and report them to the control room/alarm centre. Wait for instructions from the fire service (see frame 4, page. 12).

• Ifthebuffervehicleisinvolvedinacollision,theeffectonthevehicleisdeterminedbytheplaceof impact. If the buffer vehicle has to block two lanes, be sure to park it in the fend-off position. Most drivers will still try to avoid it. The closer the impact to the front of the vehicle, the greater the chance that it will turn on its rear wheels and the smaller the displacement (see Figures c and d).

20

3.3 Protecting incident scenes on one side of the carriageway

Figure a protecting the lane adjacent to the emergency lane

In figure a the buffer vehicle in the fend-off position is guiding the traffic to lane 1. The emergency vehicles can then reach the incident scene via the emergency lane.

Figure bprotecting the lane adjacent to the central reservation

In figure b the buffer vehicle in the fend-off position is guid-ing traffic to lane 2.Traffic must be halted to allow the emergency vehicles to cross from the emergency lane to lane 1.

CEN

TRA

L R

ESER

VA

TIO

N

Lane 1 Lane 2Emergency LaneLane 1 Lane 2EmergencyLane

[max

. spe

ed >

met

res]

CEN

TRA

L R

ESER

VA

TIO

N

[max

. spe

ed >

met

res]

Lane 1 Lane 2Emergency LaneLane 1 Lane 2EmergencyLane

2120

3.4 Protecting incident scenes in the middle of the carriagewayIf an incident occurs on a carriageway with more than two lanes, steps must be taken to ensure that the traffic cannot pass the incident on two sides. The scene must not be turned into an island. There are two ways of protecting this kind of incident scene:1 EITHER close the carriageway from the lane in which the incident occurred up to the emergency

lane (see figure c);2 OR close the carriageway from the central reservation up to and including the lane in which the

incident occurred (see figure d).

Figure c closing the right-hand side of the carriageway

The closure in figure c is preferable for two reasons: 1 the buffer vehicle screens off lane 2 and 3 and in

this fend-off position guides the traffic to lane 1.This is in line with conventional traffic practices i.e. vehi-cles pass on the left.2 the emergency lane is kept open for the arrival and

departure of IM emergency vehicles. Emergency teams can get to the incident without crossing traf-fic.

In this scenario the greater part of the buffer vehicle must be in lane 3.

Figure d closing the left-hand side of the carriageway

This section of road needs to be closed when an inci-dent takes place next to slip roads or on/off-ramps. In these cases the buffer vehicle must be parked in the fend-off position across lanes 1 and 2.The remaining traffic can pass through lane 3 and use the slip roads and on/off-ramps.In this scenario the greater part of the buffer vehicle must be in lane 1.

CEN

TRA

L R

ESER

VA

TIO

N

Incident scene

Lane 1 Lane 2Lane 1 Lane 2 Lane 3 to xLane 3 to x

CEN

TRA

L R

ESER

VA

TIO

N

Incident scene

Lane 1 Lane 2Emergency LaneLane 1 Lane 2 Lane 3Lane 3EmergencyLane

22

Frame 12 Additional measures

This frame describes initial measures that need to be taken to protect the scene of an incident. Initial measures will make the situation safer than it was but perhaps not yet safe enough. Additional measures may be needed. The Department of Public Works can provide the following back-up:• arrowtrailers(visualsafetydevices);• collisionimpactabsorbers(physicalprotection);• texttrailers(foradvancewarning);• calamityscreens(topreventsecondaryaccidents);• MobileLaneSignalling(ifthereisnooverheadsignalling);• MobileRouteInformation(diversions);• Flexiblesignposting(DynamicRouteInformationPanels(DRIPs),diversionsigns);• TrafficinformationviaVerkeerscentrumNederland(VCNL).

These measures can be arranged by the Public Works road inspector.

Frame 13 Calamity screens

To maintain safety and the flow of traffic it is important to use screens, particularly on the main road network. A screen obscures the incident from the traffic on the other carriageway and any adjacent lanes. The effects are as follows:• norubbernecking: rubbernecking impedes the traffic flow and raises the risk of secondary accidents;• reducesrisksbykeepingthetrafficflowing stationary traffic creates more risks than moving traffic because people get out of their cars. Screens are available at strategic points throughout the country and can be deployed quickly. Once a screen is in place, rubbernecking stops fairly soon.

When is a screen used?A screen can be used for every incident on the main road network which is expected to take at least two hours to clear. To get the best effect a decision should be taken in the earliest stages on whether or not to use a screen. In the interests of safety, calamity screens are not used during wind gusts or at gale force 5 and above.

Screens during postponed recoveryIf an accident happens during or just before a rush hour, safety and the flow of traffic are more easily maintained by postponing the recovery procedure – if the circumstances allow it. When recovery is postponed, calamity screens should be set up to prevent rubbernecking.

For more information see Appendix, page. 29, the pamphlet Het gebruik van calamiteitenschermen (Use of Calamity Screens).

2322

3.5 Protecting incident scenes at large roundaboutsThe Safety Six also apply to incidents at large roundabouts with 3 or more lanes. The first emergency worker to arrive, places the emergency vehicle in the fend-off position on the roundabout. The safety zone between the vehicle in fend-off position and the incident must be adapted to the circumstanc-es. In practice, this distance is usually determined by the first access lane to the roundabout before the incident.

RulesOn roundabouts with 3 or more lanes*: • Placethevehicleinthefend-offpositionontheroundabout.• Closeoffthelanewheretheincidenthasoccurred.• Makesurethatthetrafficcanpasstheincidentononlyoneside.• Ifnecessary,closeadjacentlanesaswell.Figure a shows how to protect an incident that has occurred in lane 3 and 4 on a roundabout.Figure b shows how to protect an incident that has occurred in lane 1 and 2 on a roundabout.

incid

entlocatie

incid

entlocatie

Figure a

The incident in lane 3 and 4 is shielded by parking the emergency vehicle in the fend-off position before the incident. The distance to the incident is determined by the access road.

Figure b

The incident in lane 1 and 2 is shielded by parking the emergency vehicle in the fend-off position before the incident. The distance to the incident is determined by the access road.

* Roundabouts with one or two lanes are discussed in the chapter on Roundabouts in ‘Initial Safety Measures for Incidents at Risk of Two-Sided Collision’.

24

Frame 14 Use of the emergency lane during incidents

In many cases, motorway accidents are dealt with in the emergency lane after the vehicles have been removed from the carriageway. Police officials may settle formalities in the emergency lane, including interviewing those involved and witnesses, checking licences and papers, filling in claim forms etc. Often the various parties leave and the damage vehicles are towed away after the formalities have been settled. Although these formalities can be settled outside the one-metre risk zone, this is highly undesirable.

The emergency lane should not be used any longer than is strictly necessary.

If there are light damages, the police must direct the affected vehicles to an exit road or a parking lot to settle the formalities.

If one or more vehicles are so badly damaged that they need to be towed away, a recovery firm must come into action as soon as possible. Administrative formalities must then be carried out on a parking lot, an exit road or on the site of the recovery company.

From the moment the vehicles have been placed in the emergency lane until the moment the recovery services have finished their work in the emergency lane and left, the workspace must be protected. If necessary, the adjacent lane must be closed off with an overhead signal.

Frame 15 Requirements for breakdown services

Breakdown vehicles are• conspicuous,preferablyyellowincolour,withatleast

retro-reflective marking and alternating lights; OR • equippedwithared-whiteframeandfourhorizontally

alternating lights (see Appendix, page. 29).

Other requirements:• safe,clearlyvisibleandcleanclothingthatmeetsthe

European norm (see Appendix, page. 29);• anextrasafetyvestforthedriverofthebroken-down

vehicle;• asetoffive-preferablylarge-trafficcones

(see Appendix, page. 29).

VACO and BOVAG can provide detailed information on the way in which breakdown vehicles can be adapted to fit the requirements.

2524

4 Protecting breakdowns in the emergency laneIt is crucially important to protect breakdown assistance in the emergency lane because of the size-able difference in the speed of traffic in the two adjacent lanes. Stationary vehicles in emergency lanes are passed by traffic driving at speeds of 80 - 120 kph. This speed difference and the intensity of the traffic make it doubly necessary to keep the time spent in the emergency lane to an absolute minimum.So, this is the first basic safety principle that the breakdown mechanic (and the people in the broken-down vehicle) must follow: Only work on a broken-down vehicle if the circumstances allow it.

4.1 Protecting breakdowns on a car in the right-hand emergency laneOn the way to the breakdown the mechanic has already contacted the driver of the vehicle to find out more about the problem. If the problem is not clear-cut, the mechanic parks his car at a distance of about 15 metres before the broken-down vehicle. The procedure is as follows:

The breakdown mechanic: • arrivesatthesceneviatheemergencylanewith

alternating lights flashing;• parkshisvehiclestraightintheemergencylane

at a distance of approximately 15 metres before the broken-down vehicle;

• turnsthefrontwheelsawayfromthetraffic;• stepsoutofthevehicleonthesideawayfrom

the traffic and speaks to the driver;• handsthedriverasafetyvestandaskshimto

stand behind the crash barrier;• placesfiveconesontheemergencylane-

while watching out for traffic - starting at the crash barrier at distance of 50 metres from the vehicle, then walking back towards the vehicle, at distances of 5 metres, 5 metres, 20 metres, and 20 metres. The last three cones must stand a distance of 0.5 metres from the edge line The cones are placed in the sequence of 1 to 5 (see illustration).

If the broken-down vehicle needs to be moved to a safe place, the breakdown mechanic will have to place his vehicle in the emergency lane beyond the broken-down vehicle:• thealarmlightsofthebroken-downvehiclearekepton;• thebreakdownmechanicjoinsthetrafficwithlightsflashingsothathecanplacehisvehicle

beyond the broken-down vehicle. If the traffic is very heavy and automatic signalling is available, a temporary traffic signal can be requested for the lane adjacent to the emergency lane (see frame 5, page. 14). The breakdown mechanic parks his vehicle beyond the broken-down vehicle and at-taches the tow cable.

• thebreakdownmechanicgathersupthecones-whilewatchingoutfortraffic-startingattheedge line and moving towards the crash barrier. He then walks back to the vehicle along the crash barrier. The cones are gathered up in the sequence of 5 to 1 (see illustration).

The following safety precautions must be applied if breakdown work is carried out at the scene:1 the vehicle must be parked at approximately 15 metres before the broken-down vehicle;2 five cones must be placed on the emergency lane (see illustration, from 1 to 5);3 the alternating lights must be switched on;4 no-one is allowed to enter the one-metre risk zone behind the edge line;5 if work needs to be carried out within one metre of the edge line a request for an overhead signal

must be submitted in order to close the adjacent lane (see frame 16, page 26).

CEN

TRA

L R

ESER

VA

TIO

N

Approx. 15 metres

20 m

20 m

5 m

5 m

One

-met

re r

isk

zone

1

2

3

4

5

1

2

3

4

5

1 m

Lane 1 Lane 2Emergency LaneLane 1 Lane 2Emergency Lane

26

Frame 16 Protection protocol for broken-down lorries in the emergency lane

Because of its width, a broken-down lorry stranded in the emergency lane can seriously endanger traffic and the traffic flow. Moreover, the vehicle usually stands within one metre of the edge line and hence in the risk zone. In 2009, a new protocol was drawn up to ensure traffic safety and the safety of broken-down lorries in the emergency lane on roads with and without overhead signalling (para-graphs (1) and (2) respectively).

1 Roads with overhead signallingClosing an adjacent lane with an overhead signal causes queues and frustration. So the lane is kept open as long as no work is being carried out on the vehicle. The only intervention is a speed limit of 70 kph on the adjacent lane. Only when the lorry is actually being made rollable and only if the traffic situation permits it, is a red cross activated for the adjacent lane.

Situation 1: As long as the lorry is waiting for the breakdown service the only traffic measure is a speed limit.

Broken-down lorries in the emergency lane are shielded by an IM emergency vehicle of the police, Public Works or a breakdown mechanic. This vehicle is parked at approximately 15 metres before broken-down vehicle IN A STRAIGHT LINE IN THE EMERGENCY LANE, with the front wheels turned away from the traffic. The alternating lights are turned on and five cones are placed along 50 metres on the emergency lane before the IM emergency vehicle.

Situation 2: The adjacent lane is closed with an overhead signal when the lorry is being made rollable. This is permitted only outside the rush hour.

NB1 If the position of the lorry constitutes a serious risk (e.g. is placed

across the edge line or behind a sharp bend, or if visibility is im-paired by weather conditions), then an overhead signal should always be activated in the interests of safety. The road inspector at the scene decides whether this signal is necessary in consul-tation with the road traffic manager.

2 A buffer vehicle is never parked in the fend-off position on the main carriageway when a broken-down lorry is parked in the emergency lane. Always IN A STRAIGHT LINE IN THE EMERGENCY LANE.

In situation 2, however, a reinforced trailer with an arrow and a Truck Mounted Attenuator (TMA) may be deployed in the adjacent lane for additional safety.

3 No special traffic measures are taken for broken-down passenger cars, only the physical safety measures in the emergency lane described in 4.1.

2 Roads without overhead signallingThe road inspector protects the situation by parking his vehicle STRAIGHT in the emergency lane at a distance of least 15 metres before the breakdown. He places five cones on the emergency lane 50 metres before his own vehicle.

NBIf the position of the lorry constitutes a serious risk (e.g. is placed across the edge line or behind a sharp bend, or if visibility is im-paired by weather conditions) it must be protected and towed away at the earliest opportunity. The road inspector at the scene decides on the need for traffic measures such as a text trailer in the emer-gency lane or closure of the adjacent lane.

Eerste portaal

Tussenliggende portaal (portalen)

Laatste portaal

90 90 70

1 2 3 vl.

90 90 70

ca. 1

5 m

50

m

Eerste portaal

Tussenliggende portaal (portalen)

Laatste portaal

90 70

1 2 3 vl.

90 70

ca. 1

5 m

50

mca

. 15

m5

0 m

2726

4.2 Protecting broken-down lorries in the right-hand emergency laneThe first basic safety principle for breakdown assistance applies equally to lorries: Only work on a broken-down vehicle if the circumstances allow it.

If the broken-down lorry is parked within the one-metre risk zone from the edge line:1 repairs may be carried out only to make the vehicle moveable, and2 safety measures must be taken in the adjacent lane (see frame 16,

page. 26): - if overhead signalling is available: if no work is being carried out, a speed limit is set for

the adjacent lane; if work is being carried out, the adjacent lane must be closed with an overhead red cross;

- when overhead signalling is not available: the lane is cordoned off by the Department of Public Works.

The procedure is as follows:• thedriverofthebroken-downvehiclecallsthecontrol

centre to ask for breakdown assistance.• themechanicarrivesatthesceneandimplementsthe

initial safety measures: He arrives at the scene via the emergency lane with alter-

nating lights on and parks his vehicle: - at a distance of approximately 15 metres before the

breakdown; - in a straight line on the emergency lane; - with the front wheels turned away from the traffic;• themechanicreportsthesituationtothepolice(calls112);• ifoverheadsignallingisavailable,heaskstheRVCtoclose

the adjacent lane (overhead red cross);• heplacesfiveconesinthepositionshownintheillustra-

tion, while watching out for traffic (in the sequence 1 to 5);• hehandsasafetyvesttothedriverofthebroken-down

vehicle and asks him to stand behind the crash barrier.

If the broken-down vehicle needs to be moved to a safe place: • thevehicleofthemechanicmustbeplacedbeyondthe

broken-down vehicle in the emergency lane:• thewarninglightsofthebroken-downvehiclearekepton;• thebreakdownmechanicjoinsthetrafficwithlightsflashingsothathecanparkhisvehicle

beyond the broken-down vehicle. If the traffic is very heavy and overhead signalling is available, a temporary signal can be requested for the lane adjacent to the emergency lane (see frame 5, page. 14). The mechanic parks his vehicle beyond the broken-down vehicle.

• thebreakdownmechanicgathersupthecones-whilekeepinganeyeontraffic-startingattheedge line and moving towards the crash barrier. He then walks back to the vehicle along the crash barrier. The cones are gathered up in the sequence of 5 to 1 (see illustration).

• thebroken-downvehicleismovedtoasaferepairarea.• thepersonwhorequestedthetrafficsignalinformstheRVCthatitcannowbeswitchedoff.

Assistance is allowed at a breakdown scene only if the broken-down vehicle is not within one metre of the edge line and the following safety measures are in place:1 the buffer vehicle is parked at a distance of approximately 15 metres before the broken-down

vehicle;2 five cones have been placed in the emergency lane (see illustration, sequence 1 to 5);3 the alternating lights are switched on;4 no-one enters the one-metre risk zone from the edge line;5 if work needs to be carried out within one metre of the edge line, an overhead signal must be

requested to close the adjacent lane (see frame 16, page. 26).

20 m

20 m

5 m

5 m

1 m

1

2

3

4

5

Red-white frame

+ Alternating

lights at the rear

1

2

3

4

5

CEN

TRA

L R

ESER

VA

TIO

N

Approx. 15 metres

One

-met

re r

isk

zone

Lane 1 Lane 2Emergency LaneLane 1 Lane 2Emergency Lane

28

4.3 Breakdown assistance in the left-hand emergency laneAs the entire left-hand emergency lane is a risk zone, no work at all may be carried out there on a broken-down vehicle.

When a broken-down vehicle is situated in the left-hand emergency lane, the procedure is as follows:• ThefirstIMemergencyteamtoarriveonthesceneparkstheircar: - in a straight line in the emergency lane; - approximately 15 metres before the broken-down vehicle; - with the wheels turned away from the traffic.• signallingisusuallyavailableonroadswithaleft-handemergencylane.Whentheemergency

worker arrives at the scene, an overhead signal can be requested for lane 1 via the appropriate procedure (see frame 5, page. 14);

• arequestforabreakdownmechanicissenttotheLandelijkCentraalMeldpuntforpassengercarsor the Centraal Meldpunt Vrachtwagens for lorries via the emergency team’s own control room or the police control centre;

• thebreakdownmechanicparkshisvehiclebeyondthebroken-downvehicleintheleft-handemergency lane.

If the first lane has not yet been closed, he requests an overhead signal from the RVC via his own control room.

He must not reverse his car to hook up the broken-down vehicle until the overhead cross has been activated.

Only when this signal is in place can he reverse his vehicle and hook up the broken-down vehicle.After the breakdown mechanic has left with the broken-down vehicle, he contacts his own control room who informs the RVC that the overhead signal closing the first lane can be deactivated.

Frame 17 Breakdown service vehicles and lights

Using the front flashers Front flashers may be turned on only when the rotating lights are also turned on. As soon as the breakdown vehicle is stationary the front flashers must be switched off.• Rotatinglightsandfrontflashersaremandatorywhendrivingintheemergencylanealonga

tailback. (If there is no tailback, rotating lights are still mandatory when driving in the emergency lane.)

Use the lights when moving broken-down vehicles • Thesalvageorrecoveryvehiclemayuserotating

lights until it reaches the first safe location. Only the normal lights of the broken-down vehicle must be on, the warning lights are switched off.

• Rotatinglightsmaynotbeusedfortransportingthevehicle from the scene. Attach individual lights with a magnet or with suction to the rear of the broken-down vehicle and turn off the warning lights.

2928

Richtlijn eerste veiligheidsmaatregelen bij incidenten met tweezijdig aanrijdgevaar Verkeerscentrum Nederland, January 2010, ISBN 978-90-369-1764-3 (Dutch)

Initial Safety Measures for Incidents with a Two-Sided Collision Risk – for all roads with undivided carriagewaysVerkeerscentrum Nederland, January 2010, ISBN 978-90-369-0044-7 (English)

Instructive DVD for two directives:Initial Safety Measures for Incidents with a One-Sided Collision Risk - for all roads with divided carriagewaysInitial Safety Measures for Incidents with a Two-Sided Collision Risk - for all roads with undivided carriagewaysVerkeerscentrum Nederland, January 2010

Tips voor weggebruikers (Tips for Road Users)Verkeerscentrum Nederland

The METHANE list Verkeerscentrum Nederland

Het Rood-Blauwe Boekje (Red-Blue Brochure)All tasks of the IM emergency service for control rooms, alarm centres and the IM emergency team at the scene of the incident.Verkeerscentrum Nederland, March 2008ISBN 90-369-1912-6

Richtlijn gebruik gele attentieverlichting (Guidelines for the Yellow Warning Lights)Verkeerscentrum Nederland, October 2007ISBN 90-6628-296-7

Het gebruik van calamiteitenschermen (How to Use Calamity Screens)Verkeerscentrum Nederland, September 2006ISBN 90-369-1983-5

Appendix: Background information

ncidentmanagement

Verkeerscentrum Nederland ncidentmanagement

Richtlijn

eerste veiligheidsmaatregelen

bij incidenten met

tweezijdig aanrijdgevaar

voor alle wegen met niet-gescheiden rijbanen

ncidentmanagement

Richtli jngebruik gele

attentieverlichting

WER

K I

N U

ITV

OER

ING

O

NG

EVA

LLEN

EN

PEC

HG

EVA

LLEN

Incident Management is de

samenwerking tussen politie,

brandweer, ambulance, Rijks-

waterstaat en bergers bij de

veilige en effi ciënte afhande-

ling van een incident.

Prioriteiten hierbij zijn de eigen

veiligheid van de hulpverlener,

de verkeersveiligheid, adequate

hulp aan de slachtoffers,

de beheersing van de schade en

de mogelijkheid de

schuldvraag vast te stellen door

sporenonderzoek.

Het Verkeerscentrum Nederland

(VCNL) streeft naar

verdere optimalisatie van het

IM-proces, uiteraard met

veel aandacht voor de veilig-

heid van de

hulpverlener en de weggebrui-

ker.

——————————

ncidentmanagement

Eerste Veilig

heid

smaatre

gele

n b

ij Verkeersin

ciden

tenVerkeerscentrum

Nederlandn

ciden

tm

anag

emen

t

www.incidentmanagement.nl

Instructie-DVDInstructie-DVDIncident Management is de

samenwerking tussen politie,

brandweer, ambulance, Rijks-

waterstaat en bergers bij de

veilige en effi ciënte afhande-

ling van een incident.

Prioriteiten hierbij zijn de eigen

veiligheid van de hulpverlener,

de verkeersveiligheid, adequate

hulp aan de slachtoffers,

de beheersing van de schade en

de mogelijkheid de

schuldvraag vast te stellen door

sporenonderzoek.

Het Verkeerscentrum Nederland

(VCNL) streeft naar

verdere optimalisatie van het

IM-proces, uiteraard met

veel aandacht voor de veilig-

heid van de

hulpverlener en de weggebrui-

ker.

——————————

Nederlands

Gesproken

with English

subtitles

soutitrer en

français

mit deutschen Untertiteln

Script, direction and production: Words at W

ork bv, Am

stelveen, ww

w.w

ordsatwork.nl

ncidentmanagement

Verkeerscentrum Nederland ncidentmanagement

voor alle wegen met gescheiden rijbanen

Richtlijn

eerste

veiligheidsmaatregelen

bij incidenten met

eenzijdig

aanrijdgevaar

ncidentmanagement

Verkeerscentrum Nederland ncidentmanagement

Richtlijn

eerste veiligheidsmaatregelen

bij incidenten met

tweezijdig aanrijdgevaar

voor alle wegen met niet-gescheiden rijbanen

1) Hoog energetisch ongeval = een ongeval waarbij veel energie op een lichaam vrijkomt

- Een incident met een snelheid groter dan 45 km/uur;

- Geopende airbags;- Voertuig is over de kop geslagen / op andere

rijbaan terechtgekomen;- Voertuig aan de zijkant aangereden met een

snelheid groter dan 50 km/uur;- Voertuig is een stuk korter;- Flinke indeuking voertuig bestuurderszijde;- Flinke indeuking voertuig passagierszijde;- Uit het voertuig geslingerd slachtoffer;- Aantreffen van een ernstig gewond / overleden

slachtoffer;- Ster in de voorruit veroorzaakt door het hoofd van

een inzittende;- Vervorming van het stuurwiel;- Bijzondere vervorming van het voertuig (opbollen

van het dak, opkrullen van de dakstijl/bodemplaat).

2) METHANE is een internationale, multidisciplinaire,gestructureerde manier van melden.

Schouwkaart voor de eerste IM-hulpverlener op de plaats incident

Korte, feitelijke informatie aan de meldkamer voor het bepalen van de inzet van de IM-hulpdiensten

HET ROOD – BLAUWE BOEKJE

POLiTiE

BRAnDWEER

AmBULAncE

RiJKsWATERsTAAT

BERging

im vAn A TO

T Z

ncidentmanagement

Het gebruik van calamiteitenschermen

30

De weginspecteur van Rijkswaterstaat (The Road Inspector of the Department of Public Works)Verkeerscentrum Nederland, September 2006ISBN 90-369-1973-8

Herkenning Gevaarlijke Stoffen (Identifying Hazardous Substances)This brochure is also important because it contains the new tunnel categorization.Published by Wyt GevaarsetikettenObtainable via www.gevaarsetiket.nl

Regeling Optische en Geluidssignalen (Regulations for Visual and Auditory Signals)Ministry of the Interior and Kingdom Relations, March/September 2009www.minbzk.nl

Safety Clothing RequirementsFor further information see Nederlandse praktijkrichtlijn NPR 3471:Choice, use, care and maintenances of high-visibility clothing.Nederlands Normalisatie-instituut, May 2003. For risk categories see NEN-EN 471.

Traffic ConesFor the traffic cone requirements see:Specificaties voor materiaal en materieel, Werk in uitvoering 96a/96b, CROW, May 2005, page. 46.

All material published by Verkeerscentrum Nederland can be downloaded free via www.incidentmanagement.nl or ordered from www.incidentmanagement.nl -> contact -> dut-incidentmanagement@rws.nl

De Weginspecteurvan Rijkswaterstaat

ncidentmanagement

Een folder voor hulpverleners

ncidentmanagement

Verkeerscentrum Nederland ncidentmanagement

Verkeerscentrum NederlandPostbus 32683502 GG UTRECHTThe NetherlandsTél. + 31 (0)30-280 74 50www.incidentmanagement.nl