VMS SIGNING
O7.2.32 The use of variable message signs, either permanent or temporary, should be considered as a means of warning motorists of transitory conditions ahead. Any messages displayed on these signs must comply with regulations 53(1) and 58, and Schedule 15 to the Regulations. On trunk roads in England, fixed VMS signing is controlled by either the police or the Highways Agency via their National Traffic Control Centre or Regional Control Centres and requests for any necessary warning messages should be addressed to them.
O7.2.33 Where enhanced or variable message signs (EMS/VMS), including central reservation matrix signals, are available on approach to an incident, these should be used to provide advance warning to motorists (especially where lanes are closed) and reduce the speed of approaching traffic. However, it should be noted that the use of signals to close lanes or reduce speeds does not guarantee the compliance of motorists.
O7.2.34 Signs displaying hard shoulder closures should not be used, however consideration should still be given to displaying a lower advisory maximum speed, or where appropriate a reduced temporary speed limit on approach to and past the incident, to minimise the risk and potential severity of secondary incidents.
O7.2.35 If there are no EMS/VMS in the immediate vicinity of the incident, consideration should be given to using the nearest available signs to give advance warning.
O7.2.36 Signs should be activated for the entire duration of the incident to provide advance warning.
DEPLOYMENT
O7.2.37 A dynamic risk assessment shall be undertaken to determine the appropriate course of action at the incident scene taking into account; traffic speeds, traffic volumes, lighting levels, weather, road geometry etc., as each will affect the requirement for ETM and the extent of any ETM to be deployed.
O7.2.38 The first vehicle to arrive at the scene of an incident shall normally stop approximately 50 m in advance (upstream) of the incident. On single carriageway roads if the distance of 50 m is impracticable it should stop at a safe distance based on either an initial site assessment that gives adequate protection to the site of the incident, or, if the emergency services are involved, as directed by the officer in charge. By parking upstream of the incident, the vehicle and lighting provides additional warning to approaching drivers of an incident and encourages them to pass the incident at an appropriate speed.
O7.2.39 If the vehicle is suitably equipped (refer to paragraph O7.2.40 below) then consideration may be given to using the vehicle to provide physical protection to those at the scene by creating a longitudinal safety zone. If an ISU discovers an incident where the police or traffic officers are not already in attendance, they should follow their own procedures for dealing with that incident.
O7.2.40 Where vehicles are required to stop in a live carriageway to protect the scene whilst they make an initial assessment of an incident, the vehicle shall be fitted with appropriate high-conspicuity livery and enhanced warning lighting, complying with the Road Vehicle Lighting Regulations, appropriate to the type of vehicle dealing with the incident. Note that alternate flashing rear facing red lights are not currently authorised for use on vehicles other than emergency service and traffic officers’ vehicles. Refer also to paragraph O7.2.74.
O7.2.41 Unless the vehicle is already fitted with a suitable electronic light arrow, a "keep left/right" sign to diagram 610 shall be deployed immediately to the rear of the vehicle to give a clear indication to motorists that the vehicle is stationary. Once the incident is dealt with, the sign can be quickly removed and the vehicle move off. Alternatively, it may be that deployment of ETM is required, and this should be done in accordance with the following guidance.
O7.2.42 Under no circumstances should a vehicle be reversed in a live carriageway without the protection of the police, traffic officer or traffic management.
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