Page:UK Traffic Signs Manual - Chapter 8 - Part 2- Traffic Safety Measures and Signs for Road Works and Temporary Situations) - Operations 2009.pdf/87

 The key to an effective recovery system on site is good communication between the relevant parties. The ISU should provide an effective two-way communication system, taking into account any local communication black spots or low signal areas. Secondary "back-up" communication systems should also be provided to ensure continued service.

A dedicated landline should be provided between the recovery base station/CCTV monitoring station, the appropriate regional control centre, and the police for use in emergencies.

The recovery operator shall have in place appropriate insurance covering damage to broken-down vehicles while being recovered to a place of safety as well as third party liability insurance.

Vehicle recovery operatives should hold appropriate certificates of competence for the tasks they are performing. In addition, vehicle recovery operatives shall hold a current driving licence free of endorsements other than for speeding.

All recovery operators working within Highways Agency construction sites are required to be accredited to the National Highway Sector Scheme for Vehicle Recovery at Highway Construction Sites. Details of the scheme can be found on the United Kingdom Accreditation Service (UKAS) web-site, www.ukas.com.

The company employing vehicle recovery operatives shall ensure that each individual is vetted in respect of a police record. This may be audited under the Sector Scheme.

The Specification for Highway Works (see Manual of Contract Documents for Highway Works (MCHW) Volume 1) provides a sample of the leaflet which should be handed out to drivers/riders of recovered vehicles. The leaflets should include telephone numbers from which motorists can obtain further assistance.

In the event of an accident blocking the running lanes, the police may require the site access lane to be used by general traffic. Site personnel shall take particular care during such periods. For a full contra-flow where the primary carriageway is closed and all traffic is transferred to the secondary carriageway, it is essential that a continuous, well-defined emergency route is available on the primary carriageway at all times. This does not have to be part of the normal site access route.

A tidal layout with its bounded single lane is particularly vulnerable in the event of an incident. However, in an emergency the tidal lane could be closed and cleared either to assist access by the services to the incident, or for operation in the reverse direction should an incident cause a blockage on an opposing lane; see Part 1: Design, Section D6.28.

Where continuous lengths of temporary vehicle restraint barrier are deployed in narrow lane running, the police may request openings at regular intervals to gain access to or egress from the open carriageway. Such openings require special consideration and enhancement at the downstream end of the opening to deter public traffic from impacting the next section of guarded section at the leading edge.

Where recovery vehicles are not permanently on site or available on immediate callout, consideration should be given to the possibility that vehicles may still break down at a works site and require attendance by a road recovery operator. Breakdowns can result in stationary traffic which may create a hazardous situation.

Motorists in difficulty may choose to access a coned-off area. However, signs advising drivers to use a coned-off area in the event of an emergency must not be used (see Part 1: Design, Section D6.10). 85