Appendix 1

Annex I

Annex II

Annex III

Completion of minimum safety requirements for tunnels in the trans-European road network 1)

Under section 109 of the law on public roads, cf. Law Order no. 432 of 22. May 2008, section 66 a in the law of private joint paths, cf. Law Order no. 433 of 22. May 2008 and section 95 (5). 1 and 3 in the road traffic law, cf. Law Order no. 1276 of 24. October 2007, determined by authorisation :

§ 1. Directive 2004 /54/EC of the European Parliament and of the Council of 29. April 2004 on the minimum safety requirements for tunnels in the trans-European road network shall be implemented by this notice in Danish law ;

Paragraph 2. The Directive is included as an annex to this notice.

§ 2. The directorate-directorate is the administrative authority for tunnels in the trans-European road network, cf. Article 4 (4) of the Directive ; However, the A/S Øresund is an administrative authority for the Tårnby Tunnel and Øresund bridge Consortium I/S administrative authority for the Drogden Tunnel.

Paragraph 2. By the way, the directorates are exercising the powers that have been laid down in the directive by the Member States.

§ 3. Labelling in tunnels shall be done according to the guidelines laid down in Annex III to the Directive, with the exception of cases referred to in paragraph 1. 2-6.

Paragraph 2. For tunnel entry, board A 44 shall be set up, cf. notification of road marking.

Paragraph 3. Labelling on the driving track shall be carried out in accordance with the notice of the marking of road marking.

Paragraph 4. Track marks are marked with board E 34 and may be supplemented with a sub-board of UE 34, cf. notification of road marking.

Paragraph 5. Wagon-track signals shall be carried out in accordance with the notice on the marking of road marking.

Paragraph 6. The use of variable information boards shall, in each case, be approved by the directorates.

§ 4. The announcement will enter into force on the 9th. July 2008.

Paragraph 2. At the same time, notice No 892 by 18. August 2006 on minimum safety requirements for tunnels, which are public roads, and which are part of the trans-European road network.

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Appendix 1

Corrigendum to Directive 2004 /54/EC of the European Parliament and of the Council of 29. April 2004 on the minimum safety requirements for tunnels in the trans-European road network

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION HAVE-

Having regard to the Treaty establishing the European Community, and in particular Article 71 (1) thereof, 1,

Having regard to the proposal from the Commission,

Having regard to the opinion of the European Economic and Social Committee 1) ,

Having regard to the Opinion of the Regions 2) ,

After the procedure laid down in Article 251 of 3) , and

in the following considerations :

(1) The Commission announced in its White Paper of 12. September 2001, 'European transport policy up to 2010 : the hard choices' that it intends to propose minimum safety requirements for tunnels in the trans-European road network.

(2) The transport system, including the trans-European road network, is defined in the decision of the European Parliament and of the Council. 1692 /96/EC of 23. July 1996 on the Community guidelines for the development of the trans-European transport network 4) , when it comes to supporting European integration and ensuring a high level of well-being for the citizens of Europe, is of crucial importance. The European Community is responsible for ensuring a high, uniform and stable level of security, service and convenience on the trans-European road network.

(3) The Lange tunnels of over 500 metres are important structures that facilitate communication between large areas of Europe and which play a key role in the functioning and development of regional economies.

(4) The European Council has on several occasions, including at its meeting of 14. and 15. In December 2001, Laeken has stressed the urgent need to take measures to improve tunnel safety.

(5) Transport Ministers from France, Italy, Switzerland, Germany and Austria met on the 30. In November 2001 in Zurich and adopted a joint declaration recommending mutual alignment of national legislation on the most recent harmonised requirements for better security in long tunnels.

(6) The aim of this directive, namely the achievement of a uniform, stable and high level of protection for all European citizens in road-tunnel tunnels, cannot adequately be met by the Member States and, therefore, by means of the necessary harmonisation, better or more, carried out at Community level ; therefore, the Community may take measures in accordance with the principle of subsidiarity, cf. Article 5 of the Treaty. In accordance with the principle of proportionality, cf. in this Article, this Directive does not go beyond what is necessary in order to achieve this objective.

(7) Recent accidents in tunnels underscore the importance of the tunnels in the human, economic and cultural level.

(8) Some tunnels in Europe, which were taken in a long time ago, are constructed at a time when the technical possibilities and transport conditions were very different from today. That is why there are huge differences in terms of safety and these differences should be remedied.

(9) Security of tunnels requires a series of measures, including those relating to the geometry and construction of the tunnel, security equipment, including signs, traffic management, rescue services, rescue services, accident handling, information to users of best users ; conduct in tunnels and better communication between responsible authorities and rescue services, such as police, fire and rescue crusts.

(10) As has been stated in the work of the United Nations Economic Commission for Europe (UNECE), the behaviour of road users is crucial for tunnel safety.

(11) Safety measures should allow people implicated in accidents to be able to save themselves, make it possible for road users to take immediate action to prevent more extensive consequences, ensure effective action from : the emergency services and the protection of the environment, and to limit the material damage.

(12) The improvements that this directive brings will improve safety conditions for all users, including disabled people. However, as the disabled, however, are more difficult to escape in emergencies, particular attention should be paid to their safety.

(13) To follow a balanced approach and, because of the high cost of the measures, the minimum safety equipment must be determined taking into account the individual type and expected traffic volume.

(14) International agencies, such as the World Welfare Report (AIPCR) and UNECE, have for some time been very valuable recommendations to contribute to improving and harmonising safety equipment and road-tunnel traffic rules. However, as these recommendations are not binding, their full potential can only be fully utilized if the required requirements can be made mandatory by legislation.

(15) Maintaining a high level of security requires proper maintenance of security facilities in tunnels. The exchange of information on modern security techniques and misfortune data between Member States should be systematized.

(16) In order to ensure that the requirements of the directive are correctly applied to the service delivery of the tunnel, Member States should designate one or more authorities at national, regional or local level, which are responsible for ensuring that all safety aspects of a tunnel are observed.

(17) There is a need for a flexible and progressive timetable for the implementation of the directive. This will allow the most urgent work to be completed without causing serious disruption to the transport system or bottlenecks in the public works of the Member States.

(18) The cost of rebuilding the existing tunnels varies considerably from one Member State to the other, in particular for geographical reasons, and Member States should be allowed to spread the reconstruction work required to comply with the requirements of this Directive, if the tunnel density in their territory is well above the European average.

(19) When it comes to tunnels that are already in operation, or tunnels, for which the plans have been approved but which have not been opened to the public within 24 months of the entry into force of this Directive, Member States should be allowed to accept the introduction of risk-limiting measures as an alternative to the requirements of the directive, if there is no structural solution in such tunnels without unreasonable costs.

(20) Better tunnel safety requires further technical progress. A procedure should be introduced so that the Commission can adapt the requirements of this Directive to technical progress. This procedure should also be used to adopt a harmonised approach to risk analysis.

(21) The measures necessary for the implementation of this Directive should be adopted in accordance with Council Decision 1999 /468/EC of 28. June 1999 laying down the procedures for the exercise of implementing powers conferred on the Commission 5) .

(22) The Member States should submit to the Commission a report on the measures they intend to adopt in order to meet the requirements of this Directive so that the work can be coordinated at Community level, and the traffic disruptions are limited.

(23) If the requirements of this directive make it necessary to build another tunnel tube in the project or construction phase, this other line to be built should be considered a new tunnel. This also applies if the requirements of the directive make it necessary to initiate new, statutory planning procedures, including consultations with regard to the authorisation of installations for all related measures.

(24) The work should continue in the relevant forums to achieve a high degree of harmonisation of signs and pictograms used on variable information boards in tunnels. The Member States should be encouraged to harmonise the user environment for all the tunnels in their territory.

(25) The Member States should be invited to implement corresponding safety levels for road tunnels in their territory which are not part of the European road transport network and therefore do not fall within the scope of this Directive.

(26) Member States should be encouraged to draw up national provisions to increase safety levels in tunnels-

ISSUED THE FOLLOWING DIRECTIVE :

ARTICLE 1

Subject matter and scope

1. This Directive aims at ensuring the safety of road users at a minimum level of safety in tunnels in the trans-European road network in the prevention of critical situations that may endanger human life, the environment and tunnel installations, and in the protection of accident cases.

2. The directive applies to all tunnels in the trans-European road network of more than 500 metres, whether they are in operation, under construction or under projection.

ARTICLE 2

Definitions

For the purposes of this Directive :

1) ' the trans-European road network ` means the road network set out in section 2 of Annex I to Decision No 2 ; 1692 /96/EC and illustrated by a short and / or described in Annex II to that Decision.

2) ' rescue services ` shall mean all local services, whether public, private, or part of the tunnel personnel, which step in the event of an accident, including police, fire and rescue crusts.

3) ' tunnel length ` shall mean the length of the longest carriage traject; of the completely enclosed part of the tunnel.

ARTICLE 3

Security measures

Member States shall ensure that tunnels in their territory covered by this Directive meet the minimum safety requirements set out in Annex I.

2. In cases where certain structural requirements laid down in Annex I may be met only by means of technical solutions which are either not valid or can only be used with excessive costs, the provisions referred to in Article 4 may be used in Article 4 ; administrative authorities accept that risk-limiting measures are taken as an alternative to these requirements, provided that the measures in question are leading to the same or better protection. The effectiveness of these measures shall be demonstrated by a risk analysis in accordance with the provisions of Article 13. Member States shall inform the Commission of the risk-limiting measures accepted as an alternative, and the justification for it. This paragraph shall not apply to tunnels under projection, cf. Article 9.

Member States may lay down stricter requirements on condition that they are not in contradiction with the requirements of this Directive.

ARTICLE 4

Administrative authority

1. Member States shall designate one or more administrative authorities, hereinafter referred to as ' the administrative authority ', which shall be responsible for ensuring that all safety aspects of a tunnel are observed and which take the necessary steps to ensure that : ensure compliance with this Directive.

2. The administrative authority may be established at national, regional or local level.

3. Every tunnel in the trans-European network situated in the territory of one Member State shall be governed by the responsibility of one administrative authority. If a tunnel is situated in the territory of two Member States, each Member State shall designate an administrative authority or the two Member States shall appoint a joint administrative authority instead. In the case of two different administrative authorities, the decisions which each take in the exercise of its powers and responsibilities in the context of tunnel safety shall be taken after the prior consent of the other authority.

4. The administrative authority is responsible for the commissioning of the tunnels for the service of tunnels as described in Annex II.

Without prejudice to any further detailed rules at national level, the administrative authority shall have the power to suspend or limit the operation of an operation if the safety requirements are not met. It clarifies the conditions under which normal traffic may be resumed.

6. The administrative authority shall ensure that the following measures are taken :

a) regular checks and inspections of tunnels, and the preparation of the related safety requirements ;

b) the preparation of programmes for the training and equipment of the rescue services in respect of both the organizational and operational aspects (including emergency contingency plans) ;

c) the determination of the procedure for the immediate closure of a tunnel in an emergency ;

d) the implementation of the necessary risk-limiting measures.

7. When bodies appointed as administrative authorities existed prior to the designation, cf. this Article may continue to exercise their previous activities, provided that this Directive is complied with.

Article 5

Permission of the tunnel

1. The administrative authority shall designate each tunnel in the territory of a Member State whether in the project, construction or operating phase, the public or private body responsible for the tunnel in that phase ; the service delivery of the tunnel. The administrative authority itself can take on that role.

If a tunnel is situated in the territory of two Member States, the two administrative authorities or the joint administrative authority shall recognise only one body responsible for the operation of the tunnel.

3. the management report shall draw up a incident report for all major accidents and accidents in a tunnel. This report shall be forwarded to the security officer referred to in Article 6 to the administrative authority and to the rescue services within one month.

4. when a fact-finding report is drawn up in which the circumstances of the accident or accident referred to in paragraph 1 shall be drawn up. 3 is analysed or containing the conclusions to be drawn from it, the operator shall send this report to the security officer, the Administrative Authority and the rescue services within one month after receipt of it by the operations manager.

ARTICLE 6

The security officer

1. The operator shall appoint a security officer responsible for each of the tunnel, which shall be subject to approval by the Administrative Authority, and which shall coordinate all prevention and protection measures in order to guarantee the transport of road users ; Security of the tunnel personnel. The security officer may be a member of the tunnel personnel or the rescue services, must be independent in all safety-related questions concerning road tunnels and must not be given instructions from an employer in relation to these issues. A security officer may be responsible for the security of several tunnels in a region.

2. Security officer :

a) ensure coordination with the rescue services and participate in the preparation of the action plans ;

b) participate in planning, implementation and evaluation of rescue efforts ;

c) participate in the preparation of safety plans and specifications for structure, equipment and operation of both new tunnels and changes to existing tunnels ;

d) verify that the operational staff and rescue services are trained and participate in the organisation of the exercises held on a regular basis ;

(e) adviser with regard to the operating conditions and equipment and operation of the tunnel ;

(f) verifies that tunnel structure and equipment are maintained and repaired ;

g) participate in the evaluation of all major accidents or accidents, cf. Article 5 (5), 3 and 4.

Article 7

Inspection Unit

Member States shall ensure that inspection, evaluation and inspections are carried out by inspection units. The administrative authority itself can take on that role. All entities performing inspection, evaluation and control must have a high level of qualification and a high quality level in its procedures and must be functionally independent of the service delivery of the tunnel.

ARTICLE 8

Communication of the administrative authority

Not later than 1. In May 2006, the Member States shall communicate the name and address of the administrative authority. If this information is changed, they shall notify them within three months.

Article 9

Tunneles for which the plans have not yet been approved

1. Tunnels, for which the plans have not been approved by the competent authority by 1. May 2006 is covered by the requirements of the directive.

2. The tunnel is put into operation in accordance with the procedure laid down in Annex II.

Article 10

Tunneles for which the plans have been approved but which have not yet been opened

1. is a tunnel for which the plans have been approved, not opened for public traffic at the latest by 1. In May 2006, the administrative authority shall assess whether or not they comply with the requirements of this Directive in particular with regard to the safety documentation referred to in Annex II.

2. If the administrative authority finds that a tunnel does not comply with the provisions of this Directive, it shall inform the operation of the tunnel that appropriate measures must be taken to improve safety, and shall inform it ; security officer.

3. The tunnel shall be so as to operate in accordance with the procedure laid down in Annex II.

Article 11

Tunneles that are in operation

1. is a tunnel by 30. April 2006 has already opened up to public transport, the administrative authority shall evaluate the administrative authority within 30. In October 2006, on the requirements of this Directive in particular with regard to the safety documentation referred to in Annex II and on the basis of an inspection.

The administration of the tunnel shall, if necessary, submit to the administrative authority a plan for adapting the tunnel to the requirements of this Directive and of the measures it intends to take to remedy the deficiencies.

3. The Administrative Authority shall approve the measures or require amendments thereto.

4. If remedial measures contain significant changes in the design or operation of the tunnel, the procedure referred to in Annex II shall apply where these measures have been taken.

Five, not later than 30. In April 2007 Member States shall submit to the Commission a report on the ways in which they intend to comply with the requirements of this Directive, on planned measures and, where appropriate, of the consequences of opening or closing the main access roads to The tunnels. The Commission may, in order to minimise road disturbances at a European level, on the timetable for the work to ensure that tunnels are brought into line with the requirements of this Directive.

6. The restructure of tunnels is carried out in accordance with a plan and must be completed by the 30. April 2014.

A Member State may extend the time referred to in paragraph 1. 6 fixed periods of five years if the total length of the existing tunnels has been divided by the total length of the part of the trans-European road network situated in its territory, is greater than the average in Europe.

Article 12

Periodic inspections

1. The administrative authority shall verify that the inspection unit carries out a regular inspection to ensure that all tunnels covered by this Directive comply with the provisions of this Directive.

2. The period between two successive inspections of a given tunnel shall not exceed six years.

3. If the administrative authority, on the basis of the inspection unit report, notes that a tunnel does not comply with the provisions of this Directive, it shall inform the operator and the security officer that measures are to be taken ; to improve the safety of the tunnel. The administrative authority shall lay down the conditions for the continued operation of the tunnel or the re-opening of the tunnel, which shall apply until relief operations have been carried out and any further relevant restrictions ; or conditions.

4. If remedial measures involve significant changes in the design or operation of the tunnel, the tunnel shall be re-approved in accordance with the procedure laid down in Annex II.

ARTICLE 13

Risk analysis

1. Any risk analysis is carried out by an independent body that is functionally independent of the service delivery of the tunnel. The content and results of the risk shall be included in the security documentation presented to the Administrative Authority. A risk analysis is an analysis of risks in a given tunnel, taking into account all design parameters and road conditions affecting safety, in particular road-traffic equipment, tunnel length, traffic type and tunnel geometry, as well as the expected number Cargo trucks a day.

2. Member States shall ensure that, at national level, a detailed and well-defined methodology is used which corresponds to best available practices and inform the Commission of the method used, after which this information will be available to them ; other Member States in electronic form.

Third, not later than 30. In April 2009, the Commission shall publish a report on the practices used in the Member States. It shall, if necessary, propose the adoption of a common harmonised risk analysis procedure in accordance with the procedure referred to in Article 17 (3). 2.

ARTICLE 14

Deviation in connection with innovative technology

1. In order to enable the installation and use of innovative safety equipment or to use innovative safety procedures which provide the same or a higher level of protection than existing technologies as provided for in this Directive, it may, the administrative authority on the basis of a duly substantiated request made by the operator to permit a derogation from the requirements of the Directive.

2. If the administrative authority is intending to allow the derogation, the Member State shall submit an application for derogations from the Commission to the original application and the opinion of the inspection unit.

The Commission shall inform the Member States of the application no later than one month after receipt.

If neither the Commission nor any Member State has any objections within a period of three months, the derogation shall be considered to be accepted and the Commission shall inform all the Member States thereof.

If there are any objections, the Commission shall make a proposal in accordance with the procedure referred to in Article 17 (3). 2. If the decision is negative, the administrative authority shall not permit the derogation from the derogation.

After a review, in accordance with the procedure laid down in Article 17 (1). 2, may a decision to allow a derogation may result in the derogation from the derogation for other tunnels.

When submitting requests for derogations to this effect, the Commission shall publish a report on the practice applied in the Member States and shall, if necessary, submit proposals for amendments to this Directive.

Article 15

Reporting

Member States shall draw up every other year reports on tunnel fires and on accidents which clearly affect the safety of road users in tunnels, as well as the frequency of and the cause of such incidents, evaluates them and provides information on : the effective role and impact of security facilities and measures. Member States shall forward these reports to the Commission by the end of September of the year following the period covered by the report. The Commission shall make the reports available to all Member States.

2. Member States shall draw up a plan containing a timetable for the gradual application of the provisions of the Directive on tunnels that are already in operation, cf. Article 11, and shall notify the Commission of this by 30. October 2006. Member States shall inform the Commission every two years of the progress made in implementing the plan and on any adaptations to it until the period referred to in Article 11 (1). 6 and 7 are terminated.

Article 16

Adaptation to technical progress

The Commission shall adapt the Annexes to this Directive to technical progress in accordance with the procedure referred to in Article 17 (3). 2.

Article 17

Committee procedure

1. The Commission shall be assisted by a committee.

2. When reference is made to this paragraph, Articles 5 and 7 of Decision 1999 /468/EC shall apply, cf. its Article 8.

The period laid down in Article 5 (1). 6, in Decision 1999 /468/EC shall be set at three months.

The Committee shall adopt its rules of procedure.

Article 18

Implementation

1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by 30. April 2006. They shall forthwith transmit to the Commission the text of these provisions, together with a table above those provisions and this Directive.

The provisions of these measures shall contain a reference to this Directive or shall be accompanied by such reference on the occasion of their official publication. The methods of making such reference shall be laid down by the Member States.

Article 19

Entry into force

This Directive shall enter into force on the day of its publication in the Official Journal of the European Union.

Article 20

This Directive is addressed to the Member States.

Done at Strasbourg, 29. April 2004.

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Annex I

Safety measures as referred to in Article 3

1. Basic layer to take security measures

1.1. Security Parameters

1.1.1. The safety measures to be taken in a tunnel must be based on a systematic consideration of all aspects of the whole of the infrastructure, the operation, the road users and vehicles.

1.1.2. The following parameters must be taken into account :

-WHAT? Length of tunnel

-WHAT? the number of pipes

-WHAT? the number of vehicles,

-WHAT? cross-sectiongeometry

-WHAT? vertical and horizontal linefing

-WHAT? type of design,

-WHAT? one-way street or double-checked traffic

-WHAT? quantity of traffic per pipes (including the distribution of the hours),

-WHAT? the risk of congestion (daytime or seasonal) ;

-WHAT? the emergency response time of the emergency services ;

-WHAT? presence and percentage of heavy goods vehicles ;

-WHAT? occurrence, percentage share and type of transport of dangerous goods ;

-WHAT? the nature of the driving road,

-WHAT? the width of the vehicles ;

-WHAT? speed considerations ;

-WHAT? Geography and meteorological environment.

1.1.3. When a tunnel has special features as regards the abovementioned parameters, a risk analysis shall be determined in accordance with Article 13, where there is a need for additional security measures and / or additional equipment to achieve a high level of security for : tunnels. This risk analysis must take account of any accidents which clearly affect the safety of road users in tunnels, which are likely to be involved in the operational phase, as well as the nature and extent of their possible consequences.

1.2. Minimum requirements

1.2.1. The safety measures prescribed in the following points shall be taken in order to guarantee a minimum level of safety in all of the tunnels covered by the directive. Restricted deviations of these requirements may be permitted if the following procedure has been fully implemented.

The Member States or administrative authorities shall provide the Commission with information on :

-WHAT? the limited deviation of the proposed derogation ;

-WHAT? the compelling reasons for the proposed limited deviation ;

-WHAT? the alternative risk-limiting measures to be used or tightened to ensure that the level of safety is at least as high, with proof to this in the form of an analysis of the relevant risks.

The Commission shall forward this request for a limited derogation to the Member States as soon as possible, but not later than one month after receipt of the request.

If neither the Commission nor any Member State has objections within a period of three months after the receipt of the request by the Commission, the limited derogation is considered to be accepted and the Commission shall inform all the Member States ; on this. If there are any objections, the Commission shall make a proposal in accordance with the procedure referred to in Article 17 (3). 2. If the request is refused, the limited derogation shall not be permitted.

1.2.2. In order to create a uniform user environment in all of the tunnels for which this Directive applies, no deviations of the requirements set out in the following points shall be accepted as regards the design of the safety facilities available to road users in The tunnel (emergency stations, signage, vigees, emergency exits, radio transmission via relay when required).

1.3. Traffic quantity

1.3.1. The quantity of traffic shall mean the daily volume of traffic, calculated as an annual average, by means of a tunnel per one. lane lane. In this connection, each engine vehicle is counted as one unit.

1.3.2. Where the number of lorries exceeding 3,5 tonnes exceeds 15% of the daily volume of traffic calculated as an annual average, or if a seasonal daily traffic volume exceeds the average daily traffic volume calculated as annual average, an assessment of the increased risk that will be taken into consideration by setting the volume of traffic for the purposes of the following points shall be taken into account.

2. Infrastructure measures

2.1. Number of pipes and carriage routes

2.1.1. The main criterion for building a single trout or a double-tunnel tunnel shall be the expected traffic volume and safety, taking into account aspects such as the percentage of lorries, the slop, length of the pits.

2.1.2. If, in the projection of a tunnel, a 15-year-old projection indicates that the volume of traffic is larger than 10000 vehicles per year. day and per. lane lane, at the time when this value is exceeded, a double-tron tunnel shall be built with one-way traffic.

2.1.3. There must, with the exception of the nut track, be the same number of lane lanes inside and outside the tunnel. Changes in the number of road lanes must occur in sufficient distance from the tunnel portal ; this distance must be at least equivalent to the distance that a vehicle performs in 10 seconds at the maximum speed allowed. In the case of geographical circumstances, this distance may not be observed, additional and / or more stringent measures must be taken to increase safety.

2.2. Tunnel geometry

2.2.1. In particular, account must be taken of the safety of the design of a cross-section geometry and horizontal and vertical linefing and its access routes, since these parameters are of great importance to the likelihood of the existence of such parameters ; accidents happen, and how serious they are.

2.2.2. No longitudinal slots are allowed in new tunnels unless there is a geographical possibility of another solution.

2.2.3. In the tunnels, with more than 3%, additional and / or more stringent measures must be taken to promote safety on the basis of a risk analysis.

2.2.4. If the width of the slow driving road is less than 3,5 m and lorries are allowed to run there, additional measures must be taken and / or more stringent measures to promote safety on the basis of a risk analysis.

2.3. Emergency routes and emergency exits

2.3.1. In new tunnels, without an emergency track, emergency aid must be provided with or above the road which the road users can use in the event of accident or accident. This provision shall not apply if the equipment specifications do not or only excessive costs make this possible, and if the tunnel is uniform and fitted with a permanent system for the monitoring and closure of the traillanes.

2.3.2. In the existing tunnels where there are no emergency or emergency ropes, additional measures must be taken and / or more stringent measures to ensure safety.

2.3.3. Emergency exits give road users the possibility of leaving the tunnel without their vehicles and safe in the event of an accident or fire, and will allow access to the rescue services on foot. Examples of such emergency exits are :

-WHAT? direct exit from the tunnel to the free

-WHAT? interconnection routes between tunnel pipes,

-WHAT? exits to an emergency corridor ;

-WHAT? Security niches with an escape route, separated from the tunnel.

2.3.4. Safety niches must not be set aside for escape routes leading out into the open.

2.3.5. There must be emergency exits if an analysis of the relevant risks, including the dissemination and dispersal rate of smoke under local conditions, show that the ventilation and other safety notices are not sufficient to guarantee the traffic of road users ; security.

2.3.6. In the new tunnels, there must in any case be emergency exits if the volume of traffic exceeds 2000 vehicles per year. lane lane.

2.3.7. In the existing tunnels of more than 1000 metres, the volume of traffic exceeds 2000 vehicles per year. carriage traject; shall make an assessment of the possibility of taking new emergency exits and its effectiveness.

2.3.8. Where emergency exits are available, the distance between two emergency exits shall not exceed 500 m.

2.3.9. Suied means, such as doors, must prevent smoke and heat from spreading to the escape routes behind the emergency exits, so that road users can get out safely and so that the access to the tunnel can be accessible to the rescue services.

2.4. Access to rescue services

2.4.1. In a conducive tunnel, where the pipes are on the same or almost equal to the same level, there must be at least every 1500 must be interconnections to which the rescue services can use.

2.4.2. When it is geographically possible, it must be made possible to cross the center discount outside of every portal to a double-tran or multi-tube tunnel. This measure will provide immediate access to the rescue services to both pipes.

2.5. Vioils

2.5.1. In new tunnels, more than 1,500 m, with a double traffic volume, where the volume of traffic exceeds 2000 vehicles per year. lane traject; there must be tracks at a distance of a maximum of 1000 m when emergency exits are not on the ground.

2.5.2. In the existing tunnels of over 1,500 m, the traffic flow volume exceeds 2000 vehicles per year. vehicle trajeces and where there is no escape track must be carried out in an assessment of the possibility of a new wave of knowledge and efficacy of such a vehicle.

2.5.3. If the equipment specifications do not or only with excessive costs make it possible, there should be no signs of failure if the total tunnel width is available for vehicles, with the exception of swolted parts and normal carriage tracks, at least ; corresponds to the width of a normal lane.

2.5.4. In the case of a clue, there must be an emergency station.

2.6. Expiration

2.6.1. Where the transport of dangerous goods is authorised, combustible and toxic liquids may be disposed of through appropriate exploratory drains with rist or any other measures across the tunnel. In addition, the drainage system must be constructed and maintained so as to prevent fire and flammable liquids from spreading inside a tunnel tube and between tunnel tube.

2.6.2. If such requirements not or only excessive costs may be met in the existing tunnels, this must be taken into account when, on the basis of an analysis of the relevant risks, the transport of dangerous goods can be determined, permitted.

2.7. the integrity of the structural integrity of the construction,

In all tunnels where a local collapse of the design can have catastrophic effects, for example in underwater tunnels and tunnels which may cause significant neighbours ' collapse, the main structure must be capable of ensuring adequate safety ; fire integrity.

2.8. Lighting

2.8.1. There must be a normal lighting in order to ensure the safety of road users, both at the time of the driveway, as well as the tunnel during the day and at night.

2.8.2. Safety lighting must be provided to ensure a minimum level of visibility, so that road users may leave the tunnel in their vehicles in the event of a power failure.

2.8.3. Evacuation lights must be provided, such as the evacuation marking light, not exceeding 1.5 metres above to lead the tunnel, so that they can leave the tunnel on foot in case of emergency.

2.9. Ventilation

2.9.1. The design, construction and operation of the ventilation system shall be capable of :

-WHAT? control the pollution caused by road vehicles during normal conditions of traffic and during peak load ;

-WHAT? control the pollution caused by road vehicles, if the traffic has stopped due to an accident or an accident ;

-WHAT? control heat and smoke in the event of a fire.

2.9.2. A mechanical ventilation system must be installed in all tunnels of more than 1000 m on a traffic volume exceeding 2000 vehicles per unit ; lane lane.

2.9.3. In tunnels with double traffic and / or big one-way traffic congestion, the long-distance ventilation shall be permitted only if it is proven by a risk analysis that it is acceptable, and / or that special measures have been taken, as appropriate ; For example, appropriate traffic management, shorter distance between emergency exits and smoke-icing installations at certain intervals.

2.9.4. Transversal or semi-transversal ventilation systems shall be used in tunnels where a mechanical ventilation system is required and longitudinated ventilation is not allowed in accordance with section 2.9.3. Such systems must be capable of sucking smoke out in the event of a fire.

2.9.5. In the double-tripped tunnels of more than 3000 metres, a traffic volume of more than 2000 vehicles per year. the carriage field and with a control centre and transversal and / or semi-transversal ventilation shall be at least taken in order to be taken in the case of ventilation :

-WHAT? There must be air and smoke-blasting bumpers that can be used individually or in groups.

-WHAT? The air length of the air length must be kept under constant surveillance, and the automatic control of the ventilation system (dill, blowers, etc.) must be adapted accordingly.

2.10. Emergency stations

2.10.1. The purpose of emergency stations is to provide different safety equipment, in particular to emergency phones and fire extinguishers ; instead, it is not intended that they should be able to protect the road users in the event of fire.

2.10.2. Emergency stations can consist of a box on the wall, or rather a niche in the wall. They must be at least equipped with an emergency telephone and two fire extinguishers.

2.10.3. There must be emergency stations near the portals and within the tunnels with a distance of the maximum distance of 150 m for new tunnels and not more than 250 metres in existing tunnels.

2.11. Water supply

There has to be water supplies in every tunnel. There shall be fire hydrants near the portals and within the tunnels with a distance of 250 m maximum. If there is no water supply, it is mandatory to verify that sufficient water is available in another way.

2.12. Road signs

The safety facilities available to road users in the tunnel must be shown in particular signage. In Annex III, the signs and tablets must be shown to be used in tunnels.

2.13. Control Center

2.13.1. There must be a control centre in every tunnel of more than 3000 metres per volume of more than 2000 vehicles per year. lane lane.

2.13.2. The monitoring of several tunnels can be centralised in a single control centre.

2.14. Monitoring systems

2.14.1. Video surveillance systems must be installed and a system for the automatic registration of traffic events (such as traffic stops) and / or fires in all tunnels with control centre.

2.14.2. In all tunnels without a control centre, automatic fire detection systems must be installed when the mechanical ventilation for exhaust smoke works independently of the automatic ventilation to exhaust emissions.

2.15. Tuning out of the tunnel

2.15.1. Before access to all the tunnels in excess of 1000 metres, traffic signals must be set up so that the tunnel can be closed in emergency situations. In addition, other funds, such as variable information boards and barriers, can be used to ensure that the ban is respected.

2.15.2. Inde in all tunnels of more than 3000 metres with a control centre and a traffic volume of more than 2000 vehicles per year. the vehicle lane is recommended to install devices with a distance of a maximum of 1000 metres for the stopping of vehicles in an emergency. These devices must consist of traffic signals and, where appropriate, other means, such as speakers, variable information boards and barriers.

2.16. Communications systems

2.16.1. Radio dispersion equipment must be installed via relay to emergency services in all tunnels of more than 1000 m with a traffic volume exceeding 2000 vehicles per year. lane lane.

2.16.2. In tunnels with a control centre, it must be possible to terminate a possible transmission of radiocanal via relay to the road users to send out emergency reports.

2.16.3. In the security niches and other facilities where road users are to be evacuated, they must wait before they can enter the free movement, so that the road users can be kept informed.

2.17. Power supply and electrical circuits

2.17.1. All tunnels must be equipped with an emergency power supply to ensure that the necessary safety devices are operating until all road users have left the tunnel.

2.17.2. Electicity, measuring and steering circuits shall be so designed that undamaged circuits are not affected by a local outage, for example as a result of fire.

2.18. Equipment ' s fire integrity

The fire integrity of all tunnel equipment must take account of technological capabilities and aim to maintain the necessary safety functions in the event of fire.

2.19. Minimum requirements for the summary

The following table gives a summary of the minimum requirements laid down in the preceding paragraphs. These are the minimum requirements set out in the text of this Annex which apply.

3. Measures relating to operations

3.1. Operating Fund

The operation must be organised in such a way as to provide sufficient means for ensuring continuous and safe transport through the tunnel. The staff involved in the operation, which the rescue services must have a suitable basis and further training.

3.2. Contingacy

Contingency plans must be prepared for all tunnels. In tunnels connecting two Member States, a common binational emergency contingency plan must be drawn up involving both countries.

3.3. Tunnel worker

The wheel or part of the carriage of vehicles for the purposes of scheduled off-site or maintenance works must always be started and exiting outside the tunnel. For this purpose, variable information boards may be used, traffic signals and mechanical beam-beam.

3.4. Governance in the event of accidents and accidents

In the event of a serious accident or accident all the relevant tunnel pipes shall be immediately closed for traffic.

This shall be done by simultaneously activating not only of the above equipment prior to the portals, but also of variable information boards, traffic signals and mechanical bombs inside the tunnel, if available, so that all traffic is stopped as quickly as possible, both in the case of : And out of the tunnel. In the tunnels of less than 1000 meters, the closing of the closing can occur in other ways. Traffic must be managed in such a way that vehicles which are not affected by the accident may be able to leave the tunnel quickly.

The service of the rescue services by accident in a tunnel must be as short as possible and measured at regular drills. Besides, it can be measured by accident. In large quantities of heavy traffic, a risk analysis may, in accordance with Article 13, show whether to establish emergency services at both of the tunnel's openings.

3.5. Company control centre

For all tunnels for which a control centre is required, including tunnels connecting two Member States, one control centre for the steering wheel must be at any time.

3.6. Tunnel close

When closing a tunnel (in shorter or extended period), the road users shall be informed of the best alternative routes by means of readily available information systems.

Such alternative routes must be included in systemic emergency plans. They must serve to maintain traffic flow to the greatest possible extent and to minimise secondary safety impacts in the surrounding area.

Member States should make all reasonable efforts to avoid a situation in which a tunnel situated in the territory of two Member States cannot be used in the light of the consequences of poor weather conditions.

3.7. Transport of dangerous goods

The following measures shall be applicable to access to tunnels for vehicles with dangerous goods as defined by the relevant European legislation on the transport of dangerous goods by road :

-WHAT? a risk analysis shall be carried out in accordance with Article 13 before the requirements and requirements concerning the transport of dangerous goods by means of a tunnel are laid down or modified ;

-WHAT? Whereas it is necessary for the enforcement of the requirements to be properly defined, on the one hand before the last driving before the tunnel and at the tunnel, in part the past, so that road users are given the opportunity to select alternative routes.

-WHAT? closer to how the risk of individual journeys may be reduced by specific operational measures relating to certain or all vehicles transporting dangerous goods in tunnels, e.g. notification prior to driveway ; or permeating convoy to escorts of accompanying vehicles, on the basis of the above risk analysis.

3.8. Tunnels in tunnels

A risk analysis must be carried out in order to determine whether lorries must overtake in tunnels with more than one lane lane in each direction.

3.9. Vehicles and speed distance

Appropriable speed for vehicles and the safety distance between them is particularly important in tunnels and must be closely monitored. This includes the orientation of the appropriate speeds and distances for tunnel users. Appropriate enforcement measures must be implemented.

In normal circumstances, persons should keep a minimum distance to the anchoing vehicle corresponding to the distance that a vehicle is running in two seconds. In the case of lorries, this distance should be doubled.

When traffic stops in a tunnel, road users should maintain a minimum distance of 5 metres to the ancharable vehicle, except if this is not possible due to an emergency stop.

4. Information Promotions

On the basis of the harmonised work of international organisations, information campaigns on tunnel safety, which are carried out in cooperation with interested parties, shall be organised on a regular basis. Such information campaigns must focus on road traffic congestion and through tunnels, particularly in the case of accidents, traffic congestion, accidents and fire.

Information on the safety equipment that exists in the tunnel and how to deal with road users in tunnels must be given in places appropriate to the road users (e.g., rest spaces before tunnels, through tunnels, where traffic is traffic) keep quiet or on the Internet).

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Annex II

Approval of the building project, security documentation, commissioning, alterations and periodic drills

1. Approval of the building project

1.1. The provisions of the directive are already to be applied from the ski-design phase.

1.2. Before the construction begins, the tunnel management shall prepare the security documentation as described in 2.2 and 2.3 for a tunnel in the design phase, and consults the security officer. The Tunnel Management shall submit the security documentation to the Administrative Authority and attach the opinion of the security officer and / or the opinion of the security officer when it is available.

1.3. The project shall be approved by the competent authority, which shall inform the tunnel management and the administrative authority of its decision.

2. Security documentation

2.1. The Tunnel management shall draw up safety records for each tunnel and keep it up to date. A copy of the security documentation must also be provided to the security officer.

2.2. The safety documentation must describe the preventive and protective measures necessary to guarantee the safety of road users, taking into account movements of persons and persons with disabilities, the nature of the route, the structure of the building, the configuration and surroundings, the nature of the congestion and the intervention services of the emergency services, cf. Article 2 of the Directive.

2.3. During the design phase, the safety documentation for a tunnel shall include in particular the following :

-WHAT? a description of the construction and access conditions of the building, attached to the drawings necessary to understand the design and the expected operational arrangements ;

-WHAT? a forecast and justification for the conditions under which the transport of dangerous goods is expected to take place, and the risk analysis required in Annex I, point 3.7 ;

-WHAT? a specific study of the dangers of a description of possible accidents, which clearly affect the safety of road users in tunnels and is likely to be involved in the operational phase, and the nature and extent of their possible consequences ; the study must specify : and define the measures likely to reduce the likelihood of accidents and reduce their impact ;

-WHAT? an opinion on the safety of an expert or an organisation specialist in the area, such as the inspection unit.

2.4. For a tunnel in the deployment phase, the security documentation, as well as the documentation of the design phase, is comprised of the following :

-WHAT? a description of the organisation and personnel and material resources set aside for the operation and maintenance of the tunnel, as well as its instructions ;

-WHAT? a contingency plan drawn up in cooperation with the rescue services and which also takes account of persons with reduced mobility and persons with disabilities ;

-WHAT? a description of the system for the continuing experience of the experience to be used to detect and analyse significant accidents and accidents.

2.5. For a tunnel in operation, the safety documentation must include, in addition to the documentation of the on-going stage, the following :

-WHAT? a report and an analysis of significant accidents and accidents which have taken place since the entry into force of this Directive,

-WHAT? a list of the safety drills carried out and an analysis of the yield of such products.

3. in-operating statement

3.1. Before a tunnel is opened for public transport, the administrative authority must be approved in accordance with the procedure below.

3.2. This procedure also applies to the opening of a public traffic tunnel after major changes in the design and operation of the tunnel or significant construction work in the tunnel, which may result in a substantial change in the elements of the elements ; the safety documentation.

3.3. The Tunnel Management shall forward the safety documentation referred to in paragraph 2.4 to the security officer who shall deliver its opinion on opening up the tunnel to public transport.

3.4. The Tunnel Management shall send the safety documentation to the administrative authority and shall provide the security officer ' s opinion. The administrative authority shall decide whether the opening of the public transport tunnel shall be approved or not, or whether this should be done with certain limitations and shall inform the tunnel management thereof. A copy of the decision shall be sent to the rescue services.

4. Changes

4.1. For all significant changes in the structure of the tunnel, equipment or operation, which substantially modify elements of the security documentation, the tunnel management shall request a new operating permit after the procedure described in section 3.

4.2. The tunnel management must notify the security officer of any other changes in the structure and operation of the tunnel. In addition, the tunnel management must provide the security officer with detailed information about the proposals before any rebuilding work is started.

4.3. The security officer assesses the consequences of the changes and, in any case, will present its conclusions to the tunnel management, which shall send a copy of this to the Administrative Authority and the rescue services.

5. Regular drills

The tunnel management and the rescue services must cooperate with the security officer in joint regular training for tunnel personnel and rescue services.

Such exercises :

-WHAT? should be as realistic as possible and respond to the unworst-case scenarios ;

-WHAT? should provide clear evaluation results ;

-WHAT? should be carried out in such a way as to avoid damage to

-WHAT? can also be partially carried out as a desktop or computer simulations for complementary results.

a) At least every four years, each tunnel is used in the natural size of a natural size in conditions as realistic as possible. The tunnel may only be closed if acceptable measures can be taken to re-route traffic. Simulation exercises or parts of simulation exercises in each of the intermediate years shall be held. In areas where several tunnels are located close to one another, the exercise of natural size shall be implemented in at least one of these tunnels.

b) The security officer and the rescue services shall evaluate these exercises jointly, prepare a report and submit appropriate proposals.

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Annex III

Tuning in tunnels

1. General Requirements

The following are road signs and symbols for use in tunnels. The road signs in this part are described in the Vienna Convention on Traffic and Vibes of 1968, unless other things have been mentioned.

In order to facilitate international understanding of signs, the system of signs and signals shall be based on the use of forms and colours, which are characteristic of each class of signs and everywhere, where possible, the use of graphical symbols rather than text. If Member States consider it necessary to change the prescribed signs and symbols, the changes must not affect their main characteristics. If the Member States do not apply the Vienna Convention, the signs and symbols may be changed, provided that this does not change the main purpose of them.

1.1. Road signs are used to display the following safety facilities in tunnels :

-WHAT? Vioge tracks.

-WHAT? Distress exits : the same notice is used for all kinds of emergency exits.

-WHAT? Emergency escape routes : the two nearest emergency exits shall be marked on the walls of the entrances with a distance of the maximum range of 25 m between the signs and at a height of 1,0-1,5 m above the exit path, with the distance of the exits.

The commotion contains provisions implementing the Directive 2004 /54/EC of the European Parliament and of the Council of 29. April 2004 on the minimum safety requirements for tunnels in the trans-European road network (EU Official Journal 2004) In 201, page 56)-Emergency stations : Signage and fire extinguishers.

1.2. Radio.

In tunnels where traffic users can receive information via their radio, they are placed before the entry appropriate signs that tell the traffic borders how they can receive this information.

1.3. The signs and markings must be designed and arranged in such a way as to be clearly visible.

2. Description of signs and whiteboards

The Member States shall use appropriate signs if necessary in the defence field before the tunnel, inside the tunnel and after the exit tunnel exit. When designing the signs, local transport and construction conditions must be taken into account and other local conditions. Separate signs will be used according to the Vienna Convention on Road Conduct and signalling, except in Member States that do not apply the Vienna Convention.

2.1. Tunnel signs

The following sign must be set up at every tunnel drive :

The E11A sign for road-tunnel tunnels

The length of the length shall be entered either on the lower part of the board or on a sub-board H2.

In the case of tunnels of more than 3000 metres, the length of the tunnel to be left for each 1000 m shall be given.

The name of the tunnel may also be indicated.

2.2. Rating on the lane

In the lane, cintlines must be affixed.

In the double-sided tunnels, there must be clear markings on both sides of the barrier line (simple or double) between the opposite road road traffic.

2.3. Separation and Tables for the source of facilities

Emergency stations :

Distress stations shall bear the signs : F-signs under the Vienna Convention and indicate the equipment that is available to the road users, such as :

In the case of emergency stations which are separated from the tunnel by a door, the legible text of relevant languages shall be made aware that the emergency station does not provide protection in the event of fire. Below is an example :

" THIS AREA DOES NOT PROVIDE PROTECTION IN THE EVENT OF FIRE

Follow the signs to the emergency exits. "

Vioils

Signs for indication of vigees must be E-signs in accordance with the Vienna Convention. Phones and fire extinguishers appear on an underboard, or may appear on the sign.

Emergency exits

Emergency exit signs shall be G-signon in accordance with the Vienna Convention. Below are some examples :

The wall must also show signs that show up to the two nearest exits. Below are some examples :

Carriage Source

These signs can be round or rectangular

Variable Information Board

Variable information boards must be clearly exploring to inform road traffic congestion, accident, accident, fire or other incident events.

1) The commotion contains provisions implementing the Directive 2004 /54/EC of the European Parliament and of the Council of 29. April 2004 on the minimum safety requirements for tunnels in the trans-European road network (EU Official Journal 2004) L 201, page 56).

1) EUT C 220, 16.9.2003, p. 26.

2) EUT C 256, 24.10.2003, p. 64.

3) Opinion of the European Parliament of 9.10.2003 (not yet published in the Official Journal), the Council common position of 26.2.2004 (OJ C 95 E, 20.4.2004, p. The position taken by the European Parliament of 20 April 2004 (not yet published in the Official Journal) is 20 April 2004.

4) OJ L 228, 9.9.1996, p. 1. Changed by the 2003 Act of Accession.

5) OJ L 184, 17.7.1999, p. 23.