of cones, permanent barriers, temporary proprietary vehicle restraint barriers etc. should be considered as appropriate. Where appropriate, base stations may be protected by location behind bridge abutments/piers provided visibility for access and exit is not compromised.
D3.35.21 The likelihood of congestion and/or accidents will influence the level of response time required and this should be considered early in the pre-contract planning process.
D3.35.22 The designer and contractor should carry out a risk assessment of the proposals before implementation. The client should be satisfied that this risk assessment is adequate before giving agreement to any location.
D3.35.23 When choosing the location of the base, the designer and contractor should consider use of the following.
- Motorway service areas — if these are convenient for the works, they offer an ideal and safe location. Local permission from the operators must be obtained.
- Local garages located off network — these are not appropriate where congestion is likely to block slip roads or local roads preventing rapid access. Response times will be dependent on distance away from site.
- Hard shoulder and slip roads — sufficient width should be provided to ensure ease of access and exit. Temporary widening of the back of hard shoulder may be required if insufficient width exists. Adequate protection is essential. Consideration must be given to arrangements for recovery vehicles to turn around before returning to base.
- Access roads — where access roads are provided for emergency access or gritting purposes, these can offer a useful location for the recovery base provided there is sufficient width to allow their intended use to continue unhindered.
- Lay-bys — on or off the network.
- Verge hard standings — where there is sufficient highway land, a temporary hard standing behind the hard shoulder or verge may be constructed to accommodate the base station. After completion of the road works, temporary hard standings should be removed to prevent their use as general stopping points. In locations where the provision of a hard standing would involve substantial construction costs, consideration should be given to more cost effective alternatives.
- Abnormal load lay-bys — if conveniently located near to the works, these can offer a low cost option. Prior to use, the police must be consulted regarding likely abnormal load movements during the works period. Protection should be provided as appropriate and signing used to deter illegal parking, for example, with a sign to diagram 660 varied to "Large or slow vehicles only".
- Emergency refuges — these should be avoided if possible unless the works prevent their use by road users.
- Service provider's depots and compounds — local maintenance depots and winter maintenance compounds can be used subject to there being sufficient space and easy access to the network. The designer should seek the client’s permission for use at a very early stage of planning, as there will be issues of safety and security to overcome.
- Surplus land — land located within junctions or owned by the Highway Authority can be used subject to the use not interfering with sight lines, and safe access and exit being possible.
65
