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MOTORWAY PROCEDURES

MOTORWAY PROCEDURES. A Presentation by Firefighter Green 30/11/2005. AIMS. CURRENT HISTORY/ BACKGROUND. GENERAL LOCATION/ OVERVIEW. OPERATIONAL CONSIDERATIONS . BACKGROUND.

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MOTORWAY PROCEDURES

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  1. MOTORWAY PROCEDURES A Presentation by Firefighter Green 30/11/2005

  2. AIMS • CURRENT HISTORY/ BACKGROUND. • GENERAL LOCATION/ OVERVIEW. • OPERATIONAL CONSIDERATIONS.

  3. BACKGROUND Motorway; n Brit, Austral, & NZ a dual carriageway for fast moving traffic, with no stopping permitted and no cross roads.

  4. BACKGROUND • Motorways generally consist of a multi-lane carriageway in each direction being separated by a central reservation. • On the nearside of each carriageway runs a hard shoulder, which is used for vehicles that require to stop for emergency/ breakdown reasons.

  5. BACKGROUND • Emergency crossings: ‘U’ turns are strictly prohibited on motorways. Emergency crossings will only be used at a major incident where the traffic is stopped in both directions and the Police are present to control the crossing.

  6. BACKGROUND • Communications; Emergency telephones @ 1.5 kilometre intervals. Sited in pairs, opposite each other on each side of carriage way. they should all have identity numbers, these can be used to report location of the incident.

  7. BACKGROUND • The Home Counties of Bedfordshire, Buckinghamshire, Essex and Hertfordshire could be described broadly as traditionally prosperous. They combine a wide range of industrial and commercial activity with their function as homes for commuting to the magnet of London. Nevertheless, they have a predominantly rural appearance, with 38 per cent of the area in Green Belt.

  8. ATTENDANCE OF APPLIANCE • Initial attendance to an incident on a motorway will be TWO pumping appliances. • ONE pump deployed to each carriage way. (one of which will be a rescue pump, when called to an R.T.A

  9. ATTENDANCE OF APPLIANCE R.T.A ( one pump must be a rescue pump) • ONE pump to the affected carriage way. • ONE pump to the cover lane. • ONE officer (STN O/ ADO). • Inform divisional officer.

  10. OPERATIONAL CONSIDERATIONS

  11. INCIDENTS ON MOTORWAYS The following information should be ascertained if possible to determine location of incident. • Carriageway or number of road involved. • Number of nearest marker post and/ or emergency telephone, on motorway. • Nearest access point.

  12. APPROACHING THE INCIDENT The approach by appliances arriving at the incident should be slow and controlled for the following reasons: • Weather conditions and visibility. • Road conditions. • Obstacles and debris. • Casualties wandering around in a dazed state. • Build up of traffic due to the accident. • If appropriate, to drop off a crew member to place signage.

  13. “SIGNAGE” The police are normally in attendance. They should have placed the accident signs and cones in the appropriate positions. However if the fire brigade arrives first, the continued safety of crews and protection of the incident is vital.

  14. “SIGNAGE” By arrangement with chief constables, many brigades carry “ POLICE ACCIDENT” signs. It should ideally be placed 900 METRES before the incident. Usually this is not feasible due to lack of manpower so the recommended minimum distance is 400 METRES.

  15. SAFETY CONSIDERATIONS • appropriate protective clothing is worn, e.g. Hi- viz clothing, surgical gloves, etc. • the crew to dismount on the safe side- away from traffic. • Crew members to adopt the correct coning procedure. • Everyone stays within the cones and avoids other lanes.

  16. POSITIONING OF APPLIANCES The normal position would be 25 METRES before the incident at a shallow angle to fend off approaching traffic. The appliance should remain within the confines of the lane affected. This position should give a certain degree of protection from other road users to personnel and casualties.

  17. POSITIONING OF APPLIANCES The exact location of the protecting appliances should be dictated by the location of the working crews to release casualties. The hard shoulder should be kept free of vehicles where possible both in front and adjacent to the accident scene, thus providing a running lane for all emergency vehicles. If emergency vehicles need to park on the hard shoulder they should park well forward of the incident.

  18. SCENE SAFETY AND CONING OFF PROCEDURES

  19. CONING OFF PROCEDURE Crew members must adopt the correct coning off procedure; • must face oncoming traffic • Walk back approximately 8 PACES then 1.5 PACES to the side to set down the cone.

  20. POSITIONING OF APPLIANCES

  21. LANE (1) INCIDENT 25 METRES 125 METRES CENTRAL RESERVATION HARD SHOULDER LANE (2) LANE (3) LANE (1)

  22. LANE(2) INCIDENT 50 METRES 225 METRES LANE (1) CENTRAL RESERVATION HARD SHOULDER LANE (2) LANE (3)

  23. LANE (2) INCIDENT AND 2- LANE INCIDENT 50 METRES 225 METRES CENTRAL RESERVATION HARD SHOULDER LANE (2) LANE (3) LANE (1)

  24. LANE(3) INCIDENT 25 METRES 125 METRES POLICE ACCIDENT LANE (1) CENTRAL RESERVATION HARD SHOULDER LANE (2) LANE (3)

  25. 3- LANE INCIDENT 50 METRES 325 METRES CENTRAL RESERVATION HARD SHOULDER LANE (2) LANE (3) LANE (1)

  26. 3- LANE INCIDENT 25 METRES 50 METRES 325 METRES CENTRAL RESERVATION HARD SHOULDER LANE (2) LANE (3) LANE (1)

  27. WATER SUPPLIES

  28. OPERATIONAL COMMAND FOLDER. (IN THE FRONT CAB.)

  29. H H H H H H

  30. INFORMATION • OC 31/1 MOTORWAY PROCEDURES • OPS COMMAND FILE • PHASE ONE FIREFIGHTER DEVELOPMENT (R.T.A HANDBOOK) • VARIOUS WEBSITES.

  31. THE END

  32. QUESTIONS

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