- Y Diweddaraf sydd Ar Gael (Diwygiedig)
- Gwreiddiol (Fel y’i mabwysiadwyd gan yr UE)
Directive 2004/54/EC of the European Parliament and of the Council of 29 April 2004 on minimum safety requirements for tunnels in the Trans-European Road Network
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Dyma’r fersiwn wreiddiol (fel y’i gwnaed yn wreiddiol).
tunnel length,
number of tubes,
number of lanes,
cross-sectional geometry,
vertical and horizontal alignment,
type of construction,
uni-directional or bi-directional traffic,
traffic volume per tube (including its time distribution),
risk of congestion (daily or seasonal),
access time for the emergency services,
presence and percentage of heavy goods vehicles,
presence, percentage and type of dangerous goods traffic,
characteristics of the access roads,
lane width,
speed considerations,
geographical and meteorological environment.
the limited derogation(s) envisaged,
the imperative reasons underlying the limited derogation envisaged,
the alternative risk reduction measures which are to be used or reinforced in order to ensure at least an equivalent level of safety, including proof therefor in the form of an analysis of relevant risks.
The Commission shall transmit any request for a limited derogation to the Member States as soon as possible, and in any case within one month of receipt.
If, within a period of three months after receipt of the request by the Commission, neither the Commission nor a Member State formulates objections, the limited derogation shall be deemed granted and the Commission shall inform all Member States accordingly. If objections are expressed, the Commission shall make a proposal in accordance with the procedure referred to in Article 17(2). Where the decision is negative, the limited derogation shall not be allowed.
direct exits from the tunnel to the outside,
cross-connections between tunnel tubes,
exits to an emergency gallery,
shelters with an escape route separate from the tunnel tube.
The main structure of all tunnels where a local collapse of the structure could have catastrophic consequences, e.g. immersed tunnels or tunnels which can cause the collapse of important neighbouring structures, shall ensure a sufficient level of fire resistance.
the control of pollutants emitted by road vehicles, under normal and peak traffic flow,
the control of pollutants emitted by road vehicles where traffic is stopped due to an incident or an accident,
the control of heat and smoke in the event of a fire.
air and smoke extraction dampers shall be installed which can be operated separately or in groups,
the longitudinal air velocity shall be monitored constantly and the steering process of the ventilation system (dampers, fans, etc.) adjusted accordingly.
A water supply shall be provided for all tunnels. Hydrants shall be provided near the portals and inside at intervals which shall not exceed 250 m. If a water supply is not available, it is mandatory to verify that sufficient water is provided otherwise.
Specific signs shall be used for all safety facilities provided for tunnel users. Signs and panels for use in tunnels are given in Annex III.
The level of fire resistance of all tunnel equipment shall take into account the technological possibilities and aim at maintaining the necessary safety functions in the event of a fire.
The table set out hereafter gives a summary of the minimum requirements laid down in the previous paragraphs. The minimum requirements are those set out in the operative text of this Annex.
Tunnel operation shall be organised and dispose of such means as will ensure the continuity and safety of the traffic through the tunnel. The personnel involved in the operation as well as the emergency services shall receive appropriate initial and continuing training.
Emergency response plans shall be available for all tunnels. In tunnels starting and finishing in different Member States, a single bi-national emergency response plan shall involve the two countries.
Complete or partial closure of lanes due to construction or maintenance works planned in advance shall always begin outside the tunnel. Variable message signs, traffic signals and mechanical barriers may be used for this purpose.
In the event of a serious accident or incident, all appropriate tunnel tubes shall be closed immediately to traffic.
This shall be done by simultaneous activation not only of the abovementioned equipment before the portals, but also of variable message signs, traffic signals and mechanical barriers inside the tunnel, if available, so that all the traffic can be stopped as soon as possible outside and inside the tunnel. Tunnels of less than 1 000 m may be closed by other means. Traffic shall be managed in such a way that unaffected vehicles can quickly leave the tunnel.
The access time for emergency services in the event of an incident in a tunnel shall be as short as possible and shall be measured during periodic exercises. In addition, it may be measured during incidents. In major bi-directional tunnels with high traffic volumes, a risk analysis in accordance with Article 13 shall establish whether emergency services shall be stationed at the two extremities of the tunnel.
For all tunnels requiring a control centre, including those starting and finishing in different Member States, a single control centre shall have full control at any given time.
In the event of tunnel closure (long or short-term), users shall be informed of the best alternative itineraries, by means of easily accessible information systems.
Such alternative itineraries shall form part of systematic contingency plans. They should aim to maintain traffic flow as much as possible and minimise secondary safety effects on the surrounding areas.
Member States should make all reasonable efforts to avoid a situation in which a tunnel located on the territory of two Member States can not be used due to the consequences of bad weather conditions.
The following measures shall be applied concerning access to tunnels for vehicles transporting dangerous goods, as defined in the relevant European legislation regarding the transport of dangerous goods by road:
perform a risk analysis in accordance with Article 13 before the regulations and requirements regarding the transportation of dangerous goods through a tunnel are defined or modified,
place appropriate signs to enforce the regulation before the last possible exit before the tunnel and at tunnel entrances, as well as in advance so as to allow drivers to choose alternative routes,
consider specific operating measures designed to reduce the risks related to some or all of the vehicles transporting dangerous goods in tunnels, such as declaration before entering or passage in convoys escorted by accompanying vehicles, on a case by case basis further to the aforementioned risk analysis.
A risk analysis shall be carried out in order to decide whether heavy goods vehicles should be allowed to overtake in tunnels with more than one lane in each direction.
The appropriate speed of vehicles and the safe distance between them are especially important in tunnels and shall be given close attention. This shall include advising tunnel users of appropriate speeds and distances. Enforcement measures shall be initiated as appropriate.
Road users driving passenger cars should under normal conditions maintain a minimum distance from the vehicle in front of them equivalent to the distance travelled by a vehicle in 2 seconds. For heavy goods vehicles this distance should be doubled.
When traffic stops in a tunnel, road users should maintain a minimum distance of 5 metres from the vehicle in front, except if this is not possible due to an emergency stop.
Information campaigns regarding safety in tunnels shall be regularly organised and implemented in conjunction with interested parties on the basis of the harmonised work of international organisations. These information campaigns shall cover the correct behaviour of road users when approaching and driving through tunnels, especially in connection with vehicle breakdown, congestion, accidents and fires.
Information on the safety equipment available and proper road user behaviour in tunnels shall be provided in convenient places for tunnel users (for example at rest areas before tunnels, at tunnel entrances when the traffic is stopped or on the internet).
a description of the planned structure and access to it, together with the plans necessary for understanding its design and anticipated operating arrangements,
a traffic forecast study specifying and justifying the conditions expected for the transport of dangerous goods, together with the risk analysis requested by point 3.7 of Annex I,
a specific hazard investigation describing possible accidents which clearly affect safety of road users in tunnels which might occur during the operating stage and the nature and magnitude of their possible consequences; this investigation must specify and substantiate measures for reducing the likelihood of accidents and their consequences,
an opinion on safety from an expert or organisation specialising in this field, which could be the Inspection Entity.
a description of the organisation, human and material resources and instructions specified by the Tunnel Manager to ensure operation and maintenance of the tunnel,
an emergency response plan drawn up jointly with the emergency services which also takes into account people with reduced mobility and disabled people,
a description of the system of permanent feedback of experience through which significant incidents and accidents can be recorded and analysed.
a report and analysis on significant incidents and accidents, which have taken place since the entry into force of this Directive,
a list of the safety exercises carried out and an analysis of the lessons learned from them.
The Tunnel Manager and the emergency services shall, in cooperation with the Safety Officer, organise joint periodic exercises for tunnel staff and the emergency services.
Exercises:
should be as realistic as possible and should correspond to the defined incident scenarios,
should yield clear evaluation results,
should prevent any damage to the tunnel,
may also, in part, be conducted as table top or computer simulation exercises for complementary results.
Full scale exercises under conditions that are as realistic as possible shall be conducted in each tunnel at least every four years. Tunnel closure will only be required if acceptable arrangements can be made for diverting traffic. Partial and/or simulation exercises shall be conducted every year in between. In areas where several tunnels are located in close proximity to each other, a full scale exercise must be conducted in at least one of those tunnels.
The Safety Officer and the emergency services shall evaluate jointly these exercises draw up a report and make appropriate proposals.
The following are road signs and symbols to be used for tunnels. Road signs mentioned in this section are described in the Vienna Convention on Road Signs and Signals of 1968, unless otherwise specified.
In order to facilitate international understanding of signs, the system of signs and signals prescribed in this Annex is based on the use of shapes and colours characteristic of each class of sign and, wherever possible, on the use of graphic symbols rather than words. Where Member States consider it necessary to modify the signs and symbols prescribed, the modifications made shall not alter their essential characteristics. Where Member States do not apply the Vienna Convention, the prescribed signs and symbols may be modified, provided that the modifications made shall not alter their essential intent.
Lay-bys;
Emergency exits: the same sign shall be used for all kinds of emergency exits;
Escape routes: the two nearest emergency exits shall be signed on the sidewalls at distances of no more than 25 m, at a height of 1,0 to 1,5 m above escape route level, with an indication of the distances to the exits;
Emergency stations: signs to indicate the presence of emergency phones and fire extinguishers.
In tunnels where users can receive information via their radio, appropriate signs placed before the entrance shall inform users on how to receive this information.
Member States shall use appropriate signs, if necessary, in the advance warning area of the tunnel, inside the runnel and after the end of the tunnel. When designing the signs for a tunnel, local traffic and construction conditions as well as other local conditions shall be considered. Signs according to the Vienna Convention on Road Signs and Signals shall be used, except in Member States which do not apply the Vienna Convention.
Horizontal delineation should be used at the roadside edge.
In the case of bi-directional runnels, clearly visible means should be used along the median line (single or twin) separating the two directions.
Emergency stations
Emergency stations shall bear informative signs, which shall be F signs according to the Vienna Convention and indicate the equipment available to road users, such as:
In emergency stations which are separated from the tunnel by a door, a clearly legible text, written in appropriate languages, shall indicate that the emergency station does not ensure protection in case of fire. An example is given below:
“THIS AREA DOES NOT PROVIDE PROTECTION FROM FIRE
Follow signs to emergency exits”
Lay-bys
The signs to indicate lay-bys should be E signs according to the Vienna Convention. Telephones and fire extinguishers shall be indicated by an additional panel or incorporated in the sign itself.
Emergency exits
The signs to indicate "Emergency exits" should be G signs according to the Vienna Convention. Examples are shown below:
It is also necessary to sign the two nearest exits on the sidewalls. Examples are shown below.
Lane signals
These signs can be circular or rectangular
Variable message signing
Any variable message signs shall have clear indications to inform tunnel users of congestion, breakdown, accident, fire or any other hazards.
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