Read the untranslated law here: https://www.retsinformation.dk/Forms/R0710.aspx?id=120603
Overview (table of contents) Annex 1
Annex III The full text of the Ordinance on minimum safety requirements for tunnels in the trans-European road network 1)
Under section 109 of the Act on public roads, see. lovbekendtgørelse nr. 432 of 22. May 2008, section 66 (a) of the law on private common roads, see. lovbekendtgørelse nr. 433 of 22. May 2008 and section 95, paragraph 1 and 3 in the highway code, see. lovbekendtgørelse nr. 1276 of 24. October 2007, fixed in accordance with the authorisation:
§ 1. European Parliament and Council Directive 2004/54/EC of 29 April 2004. April 2004 on minimum safety requirements for tunnels in the trans-European road network shall be implemented by this order in Danish court
(2). The directive is annexed to this order.
§ 2. The Danish road Directorate's administrative authority for tunnels in the trans-European road network, see. Article 4, paragraph 1. However, a/s Øresundsforbindelsen administrative authority for Tårnby-tunnel and the Øresund bridge Consortium I/S administrative authority for the Drogden tunnel.
(2). The Danish road Directorate carries out in addition to the powers conferred on Member States by the directive.
§ 3. Marking in tunnels is according to the guidelines in annex III to the directive, except for the cases referred to in paragraphs 2 to 6.
(2). At the tunnel driveway set up Board (A) without prejudice to article 44. notice of road markings.
(3). Marking on the carriageway shall be carried out in accordance with the Ordinance on road markings.
(4). Bys is marked with Blackboard E 34 and can be supplemented with SubPanel UE 34, see. notice of road markings.
(5). Lane signals are carried out in accordance with the Ordinance on road markings.
(6). The use of variable message signs shall in each case be approved by the Danish road Directorate.
§ 4. The notice shall enter into force on 9 November. July 2008.
(2). At the same time repealed Executive Order No. 892 of 18. August 2006 on minimum safety requirements for tunnels, there are public roads, which forms part of the trans-European road network.
The Danish road Directorate, the 3. July 2008 Per Jacobsen/Niels Christian Skov Nielsen Annex 1
Corrigendum to European Parliament and Council Directive 2004/54/EC of 29 April 2004. April 2004 on minimum safety requirements for tunnels in the trans-European road network
(Official Journal L 167 of 30 april 2004)
Directive 2004/54/EC shall be read as follows:
European Parliament and Council Directive 2004/54/EC
of 29. April 2004
on minimum safety requirements for tunnels in the trans-European road network
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION —
having regard to the Treaty establishing the European Community, and in particular article 71, paragraph 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 Committee of the Regions 2),
in accordance with the procedure laid down in Article 251 of the Treaty 3), and
on the basis of the following considerations:
(1) the Commission announced in its white paper of 12. September 2001 ' European transport policy for 2010: time to decide ', that it intends to propose minimum safety requirements for tunnels in the trans-European road network.
(2) the Transport system, among other things. the trans-European road network as defined in European Parliament and Council decision No. 1692/96/EC of 23. July 1996 on Community guidelines for the development of the trans-European transport network 4), is of crucial importance when it comes to support European integration and to ensure a high level of well-being for the citizens of Europe. The European Community is responsible for ensuring a high, uniform and stable level of safety, service and convenience on the trans-European road network.
(3) long tunnels of over 500 m are important structures which facilitate communication between large areas in Europe, and which plays a crucial role for the functioning and development of the regional economies.
(4) the European Council has, on several occasions, inter alia. at its meeting on 14 December. and 15. December 2001 in Laeken, underlined the urgent need to take measures with a view to improve tunnel safety.
(5) the Transport Ministers from France, Italy, Switzerland, Germany and Austria met the 30. November 2001 in Zurich and adopted a common declaration recommending alignment of national legislation on the latest harmonised requirements for better safety in long tunnels.
(6) since the objective of this directive, namely the achievement of a uniform, stable and high level of protection for all European citizens in road tunnels cannot be sufficiently achieved by the Member States and can therefore, by reason of the harmonisation required, be better achieved at Community level; The community may therefore adopt measures, in accordance with the principle of proportionality, as Article 5 of the Treaty. In accordance with the principle of proportionality referred to in article 6. that article, this directive does not go beyond what is necessary in order to achieve this goal.
(7) recent accidents in tunnels emphasizes the fullest and importance on the human, economic and cultural level.
(8) Some tunnels in Europe, which was taken in use a long time ago, is constructed at a time when technical possibilities and transport conditions were very different from today. Therefore, there are large differences with regard to the safety level and these differences should be remedied.
(9) Safety in tunnels requires a number of measures which, among other things. relates to the tunnel geometry and construction, safety equipment, including road signs, traffic management, training of the emergency services, incident management, information for users on best behaviour in tunnels, and better communication between the responsible authorities and emergency services, URf.eks. Police, fire and rescue teams.
(10) as evidenced by the work of the United Nations Economic Commission for Europe (UNECE), behaviour is of crucial importance for tunnel safety.
(11) safety measures should put people who are implicated in accidents, able to save themselves, make it possible for users to make an immediate effort to prevent more extensive consequences, ensure effective action by the emergency services and to protect the environment as well as limit material damage.
(12) the improvements which this directive gives rise, will improve safety conditions for all users, including people with disabilities. Since people with disabilities, however, are more difficult to get away in emergency situations should be taken into particular account of their security.
(13) in order to follow a balanced approach and due to the high cost of minimum sikkerhedsudstyret measures should be determined taking into account the type and expected traffic volume of each tunnel.
(14) International bodies, URf.eks. Verdensvejsammenslutningen (AIPCR) and UNECE, has long made very valuable recommendations in order to contribute to improve and harmonise safety equipment and traffic rules in road tunnels. Since these recommendations, however, are not binding, their full potential can only be fully exploited if the stated requirements can be made mandatory by legislation.
(15) the maintenance of a high safety level requires proper maintenance of safety facilities in tunnels. Exchange of information on modern safety techniques and accident/incident data between Member States should be systematized.
(16) in order to ensure that the requirements of this directive are properly applied by the tunnel management, the Member States should designate one or more authorities at national, regional or local level, which is responsible for all security aspects of a tunnel shall be observed.
(17) there is a need for a flexible and progressive timetable for the implementation of the directive. This will make it possible to complete the most urgent works without creating serious disturbances in the transport system or bottlenecks in public works in the Member States.
(18) the cost of refitting the existing tunnels varies considerably from one Member State to another, in particular for geographical reasons, and Member States should be allowed to spread the reconstruction work, which is required in order to meet the requirements of this directive, where the tunnel density on their territory are far above the European average.
(19) when it comes to tunnels already in operation or tunnels for which plans are approved, but which is not opened to the public within 24 months after the entry into force of this directive, Member States should be allowed to accept the introduction of risk reduction measures as an alternative to the requirements of this directive, provided that such tunnels cannot be implemented a structural solution without excessive costs.
(20) improving tunnel safety requires further technical advances. There should be a procedure, so that the Commission can adapt to the requirements of this directive to technical progress. This procedure should also be used to adopt a harmonised methodology for 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. June 1999 laying down the procedures for the exercise of implementing powers conferred on the Commission 5).
(22) 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 traffic disruption will be limited.
(23) if the requirements of this directive makes it necessary to build another tunnel tubes in the design or construction phase, should this second tube to be built, is considered a new tunnel. This also applies if the requirements of the directive makes it necessary to initiate new, statutory planning procedures, including hearings in connection with permit for installations with regard to any related measures.
(24) the work should continue in the relevant forums, with a view to achieving a high degree of harmonization of signs and pictograms used on variable message signs in tunnels. Member States should be encouraged to harmonize the user environment for all tunnels in their territory.
(25) Member States should be encouraged to implement comparable safety levels for road tunnels in their territory that do not form 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 develop national provisions for the raising of the level of safety in tunnels —
HAS ADOPTED THIS DIRECTIVE:
Subject matter and scope
1. This directive aims at ensuring a minimum level of safety road users in tunnels in the trans-European road network by the prevention of critical situations that may endanger human life, the environment and tunnel installations at risk, and by protection in case of an accident.
2. this Directive shall apply to all tunnels in the trans-European road network of more than 500 meters in length, regardless of whether they are in operation, under construction or under design.
For the purposes of this directive:
1)» the trans-European road network means the road network defined in section 2 of annex I to decision No. 1692/96/EC, which is illustrated with maps and/or described in annex II to that decision.
2) ' emergency services ' means all local services, whether public, private, or part of the tunnel staff, which will enter into in the event of an accident, including police, fire and rescue teams.
3)» tunnel length ': the length of the longest lane in the completely enclosed part of the tunnel.
1. Member States shall ensure that tunnels in their territory which are covered by this directive complies with the minimum safety requirements laid down in Annex i.
2. In cases where certain structural requirements laid down in Annex i, can only be achieved by means of technical solutions which either cannot be used or can be used only with disproportionate costs, can the administrative authority referred to in article 4 shall accept the adoption of risk reduction measures as an alternative to these requirements, provided that the measures in question leads to the same or better protection. 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 mitigation measures that are accepted as an alternative, and the justification therefor. This paragraph shall not apply to tunnels under design, see. Article 9.
3. Member States may impose more stringent requirements, provided that they are not in breach of the requirements of this directive.
The administrative authority
1. Member States shall designate one or more administrative authorities, hereinafter referred to as ' the administrative authority ', which is responsible for all security aspects of a tunnel shall be observed, and which shall take the necessary measures to ensure compliance with this directive.
2. The administrative authority may be set up at national, regional or local level.
3. Each tunnel in the trans-European networks, which is located on the territory of one Member State, fall under one administrative authority responsibility. Is a tunnel located on the territory of two Member States, either each Member State appoints an administrative authority or the two Member States shall designate a single administrative authority instead. If we are talking about two different administrative authorities, the decisions which each shall take in the exercise of its powers and its responsibilities related to tunnel safety shall be taken in accordance with the prior consent of the other authority.
4. The administrative authority in charge of the idriftsætningen of tunnels as described in annex II.
5. without prejudice to the arrangements in this area at national level, the administrative authority the power to suspend or restrict a tunnels operation, if the security requirements are not met. It clarifies the conditions under which normal traffic can resume.
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) preparation of programmes for training and) equipment of emergency services with regard to the organisational as well as the operational aspects (including contingency plans for emergencies)
c) determining the procedure for immediate closure of a tunnel in an emergency
d) implementing the necessary risk mitigation measures are applied.
7. where bodies designated as administrative authorities existed prior to the appointment, without prejudice. This article, those administrative authorities continue to exercise their previous company, provided that compliance with this directive.
1. The administrative authority shall designate for each tunnel located on the territory of a Member State, whether it is in the design, construction or operating stage, the public or private body responsible for the tunnel at the stage in question, to the tunnel manager. The administrative authority may even assume this function.
2. Is a tunnel located on the territory of two Member States, recognising the two administrative authorities or the joint administrative authority only one body which is responsible for the operation of the tunnel.
3. The tunnel manager shall prepare an event report for all major accidents and accidents in a tunnel. This report will be sent to the security officers referred to in article 6, to the administrative authority and to the emergency services at the latest within one month.
4. When preparing a research report in which the circumstances of the accident or incident referred to in paragraph 3 must be analysed, or containing the conclusions may be drawn therefrom, the tunnel manager shall forward this report to the safety officer, the administrative authority and to the emergency services within one month after receipt of the operational management.
The safety officer
1. The tunnel manager shall appoint a safety officer for each tunnel, which must first be approved by the administrative authority, and which shall coordinate all preventive and protective measures in order to guarantee drivers and tunnel staff safety. The safety officer may be a member of the staff or the emergency services, the tunnel shall be independent in all security-related issues concerning road tunnels and may not receive instructions from an employer as regards these issues. A safety officer may be responsible for the safety of several tunnels in a region.
2. The safety officer:
a) ensures coordination with the emergency services and shall participate in the drawing-up of action plans
(b)) shall participate in the planning, implementation and evaluation of rescue efforts
c) participating in the preparation of security plans and specifications for the structure, equipment and operation of both new tunnels and modifications to existing tunnels
d) verifies that operational staff and emergency services are trained, and participates in the organisation of exercises held at regular intervals
e) advises with regard to idriftsætningen and tunnel equipment and operation
f) verifies that the tunnel structure and equipment are maintained and repaired;
g) participates in the evaluation of any significant incident or accident, see. Article 5, paragraphs 3 and 4.
Member States shall ensure that inspections, evaluations and tests are carried out by inspection entities. The administrative authority may even assume this function. All devices that perform inspections, evaluations and tests must have a high level of skills and a high level of quality in its procedures and must be functionally independent from the tunnel manager.
Notification of the administrative authority
No later than the 1. May 2006 Member States shall communicate to the Commission the name and address of the administrative authority. If this information changes, they provide notice within three months.
Tunnels for which plans have not yet been approved
1. Tunnels for which plans are not approved by the competent authority by 1. in May 2006, is subject to the requirements of the directive.
2. The tunnel put into operation in accordance with the procedure laid down in annex II.
Tunnels for which plans have been approved, but not yet opened
1. Is a tunnel, for which plans are approved, not opened to public traffic by 1. May 2006, the administrative authority shall evaluate whether they comply with the requirements of this directive in particular as regards the security referred to in annex II documentation.
2. where the administrative authority finds that a tunnel does not comply with the provisions of this directive, it shall notify the tunnel manager that appropriate measures must be taken to improve safety, and shall inform the safety officer.
3. be so Tunnel in operation in accordance with the procedure laid down in annex II.
Tunnels that are in operation
1. Is a tunnel by 30. April 2006 already opened to public traffic, assesses the administrative authority before 30 June. October 2006 whether it complies with the requirements of this directive in particular as regards the security documentation referred to in annex II and on the basis of an inspection.
2. The tunnel manager shall submit, if necessary, the administrative authority a plan for how the tunnel can be adapted to the requirements of this directive, as well as the measures it intends to take to remedy the deficiencies.
3. The administrative authority shall approve measures or demand changes to it.
4. If the remedial measures include significant changes in tunnel construction or operation, the procedure referred to in annex II shall apply where these measures have been taken.
5. Not later than 30 June. April 2007 Member States shall submit to the Commission a report on how they intend to meet the requirements of this directive, on planned measures, and, where appropriate, about the consequences of opening or closing the main access roads to the tunnels. The Commission may, in order to minimize traffic disruptions on European level, commenting on the timing of the work to ensure that tunnels into line with the requirements of this directive.
6. Refurbishment of tunnels shall be carried out in accordance with a plan and must be completed by 30 June. April 2014.
7. A Member State may extend the period laid down in paragraph 6, by five years, if the total tube length of existing tunnels divided by the total length of the part of the trans-European road network, which is located on its territory, is greater than the average in Europe.
1. The administrative authority verifies that the inspection entity shall conduct regular inspection to ensure that all tunnels falling within the scope of this directive comply with the provisions.
2. The period between two consecutive inspections of a given tunnel shall not exceed six years.
3. If the administrative authority on the basis of the Inspection Unit's report notes that a tunnel does not comply with the provisions of this directive, it shall notify the tunnel manager and the safety officer that measures must be taken to improve tunnel safety. The administrative authority shall lay down the conditions for the tunnel continued operation or for the reopening of the tunnel, as applicable, until remedial measures are carried out, as well as any additional relevant restrictions or conditions.
4. If the remedial measures include significant changes in tunnel construction or operation, the tunnel, when these measures are taken, once again approved in accordance with the procedure laid down in annex II.
1. Any risk analyses carried out by a body which is functionally independent from the tunnel manager. Risk assessment contents and results will be included in the security documentation that is submitted to the administrative authority. A risk analysis is an analysis of the risks in a given tunnel, taking into account all design parameters and traffic conditions that affect safety, notably traffic character, tunnel length, type of traffic and tunnel geometry as well as the expected number of lorries per day.
2. Member States shall ensure that, at national level, a detailed and well-defined methodology is applied, which correspond to the best available practices, and inform the Commission of the method used, whereby this shall make this information available to the other Member States in electronic form.
3. No later than 30 June. April 2009, the Commission shall publish a report on the current practice in Member States. If necessary, put forward the proposal on the adoption of a common harmonised risk analysis method in accordance with the procedure laid down in article 17, paragraph 2.
Derogated in connection with innovative technique
1. in order to make it possible to install and use of innovative safety equipment or the use of innovative safety procedures, which provide the same or a higher level of protection than existing technologies as prescribed in this directive, the administrative authority on the basis of a duly documented request from the tunnel manager may allow a derogation from the requirements of this directive.
2. If the administrative authority intends to authorise the derogation, the Member State shall first submit an application for derogation to the Commission attached to the original application and the Inspection Unit's opinion.
3. the Commission shall inform the Member States of the application within one month of receipt.
4. If neither the Commission nor a Member State comes with objections within a period of three months shall be considered as accepted, and the derogation the Commission shall inform all Member States accordingly.
5. If objections, the Commission puts forward a proposal in accordance with the procedure laid down in article 17, paragraph 2. If the decision is negative, the administrative authority does not allow derogation.
6. After a review in accordance with the procedure laid down in article 17, paragraph 2, can a decision to authorise a derogation cause derogation may apply to other tunnels.
7. When the submitted requests for derogations to justify it, the Commission shall publish a report on the current practice in Member States and, if necessary, to put forward proposals for amendments to this directive.
1. Member States shall draw up every two years reports on fires in tunnels and on accidents which clearly affect the safety of road users in tunnels, and on the frequency and causes of such incidents, evaluate them and provide information on safety facilities and measures the actual role and effectiveness. Member States shall transmit these reports to the Commission, before the end of september in 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 that includes a timetable for the gradual application of the provisions of the directive on tunnels already in operation, see. Article 11, and shall notify the Commission of this within the 30. October 2006. Thereafter, Member States shall inform the Commission every two years on, how far we have come with the implementation of the plan, and whether any adjustments to it until the period as referred to in article 11 (6) and (7) has been completed.
Adaptation to technical progress
The Commission shall adapt the annexes to this directive to technical progress in accordance with the procedure laid down in article 17, paragraph 2.
1. the Commission shall be assisted by a Committee.
2. where reference is made to this paragraph, articles 5 and 7 of decision 1999/468/EC shall apply. its article 8.
Period referred to in article 5 (6) of decision 1999/468/EC shall be set at three months.
3. the Committee shall adopt its rules of procedure.
1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this directive not later than 30 June 2005. April 2006. They shall forthwith communicate to the Commission the text of those provisions together with a correlation table of those provisions and this directive.
2. These laws and regulations to be adopted shall contain a reference to this directive or shall be accompanied by such reference publication. The arrangements for this reference shall be determined by the Member States.
Date of entry into force of
This Directive shall enter into force on the day of its publication in the official journal of the European Union.
This directive is addressed to the Member States.
Done at Strasbourg, the 29. April 2004.
On behalf of the European Parliament
On behalf of the Council
Security measures as referred to in article 3
1. the basis for taking safety measures
1.1. Safety parameters
1.1.1. The security measures to be taken in a tunnel shall be based on a systematic consideration of all aspects of the whole of the infrastructure, operation, road users and vehicles.
1.1.2. To take account of the following parameters:
– the tunnel length
– the number of tubes
– the number of lanes
– the cross-sectional geometry
– vertical and horizontal alignment
– structural type
– one-way or two-way traffic
– traffic volume per tube (including distribution of diurnal hours)
– the risk of congestion (daily or seasonal)
– emergency services udrykningstid
-presence and percentage of heavy goods vehicles
– the presence, percentage and type of transport of dangerous goods
– the access road condition
– the car's width
– speed considerations
– geographical and meteorological environment.
1.1.3. where a tunnel has special features with regard to the above parameters, a risk analysis according to article 13 is established, whether there is a need for additional safety measures and/or supplementary equipment in order to achieve a high level of safety in tunnels. This risk analysis shall take account of any accidents which clearly affect the safety of road users in tunnels, and as likely to occur during the operational phase, and the nature and magnitude of their possible consequences.
1.2. Minimum requirements
1.2.1. There shall be taken a minimum of the security measures laid down in the following items, in order to guarantee a minimum level of safety in all the tunnels, which are covered by the directive. Limited deviations from these requirements may be permitted if the following procedure is fully implemented.
Member States or the administrative authority shall forward to the Commission details of:
– the or the proposed limited derogations
– the compelling reasons for the limited derogation envisaged,
– the alternative risk reduction measures to be applied, or should be reinforced in order to ensure that the security level is at least as high, with evidence in the form of an analysis of relevant risks.
The Commission shall forward this request for limited derogation to Member States as soon as possible, but no later than one month after receipt of the request.
If neither the Commission nor a Member State comes with objections within a period of three months after receipt of the request, the Commission regarded the limited derogation as accepted, and the Commission shall inform all Member States accordingly. If objections, the Commission puts forward a proposal in accordance with the procedure laid down in article 17, paragraph 2. If the request is refused, the limited derogation is not permitted.
1.2.2. in order to create a consistent user environment in all the tunnels to which this directive applies to, accepted that no derogations from the requirements of the following points with regard to the design of the safety features available for road users in the tunnel (emergency stations, signage, bys, emergency exits, radio re-broadcasting when required).
1.3. Traffic volume
1.3.1. for volume of traffic for the purposes of this annex the daily traffic volume, calculated as an annual average value, through a tunnel per lane. In this context, counted every motor vehicle as one unit.
1.3.2. If the number of heavy goods vehicles over 3.5 tonnes represent more than 15% of the daily traffic volume calculated as an annual average, or if a seasonal daily traffic significantly exceeds the average daily traffic volume calculated as an annual average, shall be carried out an assessment of the increased risk, which will be taken into account by setting the traffic volume of the tunnel higher for the purposes of the application of the following points.
2. Infrastructure measures
2.1. Number of tubes and lanes
2.1.1. The main criterion for, whether to build a single tube or a double tube tunnel, is the projected traffic volume and safety, taking into account aspects such as URf.eks. the percentage of heavy goods vehicles, inclination, length.
2.1.2. If during the design of a tunnel by a 15-year forecast shows that the traffic volume will be greater than 10000 vehicles per day and per lane, which at the time when this value is exceeded, be built a double tube tunnel with unidirectional traffic.
2.1.3. There must, with the exception of emergency lanes, be the same number of lanes inside and outside the tunnel. Changes in the number of lanes shall occur at a sufficient distance from the tunnel portal; This distance shall be at least equivalent to the distance traveled by a vehicle traversing on 10 seconds at maximum speed. When geographic circumstances causes this distance cannot be complied with, must be taken additional and/or reinforced measures to increase safety.
2.2. Tunnel geometry
2.2.1. There must, in particular, be taken of security in connection with the design of a tunnel cross-sectional geometry and horizontal and vertical alignment and its access roads, as these parameters are very important for the likelihood that accidents happen, and how severe they will be.
2.2.2. longitudinal gradients is not allowed in excess of 5% in new tunnels, unless not geographically possible for another solution.
2.2.3. In tunnels with gradients of over 3%, additional and/or reinforced measures to promote safety on the basis of a risk analysis.
2.2.4. If the width of the lane for slow driving is less than 3.5 m and heavy goods vehicles are allowed to drive there, must be taken additional and/or reinforced measures to promote safety on the basis of a risk analysis.
2.3. Emergency routes and exits
2.3.1. In new tunnels without an emergency Lane, emergency walkways in height with or higher than the roadway, which users can use in the event of accident or accident. This provision shall not apply if the construction characteristics of the tunnel not or only with disproportionate costs makes this possible, and if the tunnel is unidirectional and equipped with a permanent system for monitoring and closure of lanes.
2.3.2. In existing tunnels where there is neither an emergency lane nor an emergency walkway, additional and/or must be taken more stringent measures to ensure safety.
2.3.3. Emergency exits gives users the opportunity to leave the tunnel without their vehicles and reach safety in the event of accident or fire and provides emergency services access on foot. Examples of such emergency exits are:
– direct exit from the tunnel to the outside
– cross-roads between the tunnel tubes
– exits to an emergency Gallery,
-shelters with an escape route separate from the tunnel tube.
2.3.4. shelters must not be brought without access to escape routes, flying out in the open.
2.3.5. There shall be emergency exits, if an analysis of relevant risks, including smoke propagation and the spreading velocity under local conditions, shows that the ventilation and other precautions are not sufficient to guarantee the safety of road users.
2.3.6. In new tunnels should in any case be emergency exits, if the traffic volume exceeds 2000 vehicles per lane.
2.3.7. In existing tunnels over 1000 m, where the traffic volume exceeds 2000 vehicles per lane, provides for an assessment of the possibility of new emergency exits and the effectiveness thereof.
2.3.8. where emergency exits are provided, distance between two emergency exits should not exceed 500 m.
2.3.9. Appropriate means, such as doors, to prevent smoke and heat from spreading to the escape routes behind the emergency exit, so that the drivers can get out safely, and so emergency services can gain access to the tunnel.
2.4. Access for rescue services
2.4.1. In twin tube tunnels where the pipes are on the same or almost the same level, there must at least every 1500 m be cross-connections that the emergency services can use.
2.4.2. wherever geographically possible, crossing of the central reserve shall be made possible outside each portal to a double tube-or multi tube tunnel. This measure will provide the emergency services with immediate access to either tube.
2.5.1. In new tunnels at over 1500 m with two-way traffic where traffic volume exceeds 2000 vehicles per lane, must there be bys with a distance of not more than 1000 m, when there are no projected emergency exits.
2.5.2. In existing tunnels at over 1500 m with two-way traffic where traffic volume exceeds 2000 vehicles per lane, and where there is no emergency Lane, provides for an assessment of the ability to bring new bys and efficacy.
2.5.3. If the construction characteristics of the tunnel not only with disproportionate costs or allowing it, must not be brought bys, if the total tunnel width available for vehicles, with the exception of swollen parts and normal traffic lanes, is at least equal to the width of a normal lane.
2.5.4. At bys, there must be a nødstation.
2.6.1. Where the transport of dangerous goods is permitted to be flammable and toxic liquids could be discharged through well-designed drainage ditches with grating or other measures across the tunnel. In addition, the drainage system shall be designed and maintained so that it prevents fire and flammable and toxic liquids from spreading inside a tunnel tubes and between the tunnel tubes.
2.6.2. If such requirements are not or only with disproportionate costs can be met in existing tunnels, this must be taken into account when, on the basis of an analysis of relevant risks shall be decided, on the transport of dangerous goods may be permitted.
2.7. Konstruktionernes fire resistance
In all tunnels where a local collapse of the structure can have disastrous consequences, URf.eks. in underwater tunnels and tunnels, which can cause significant neighboring structures collapse, the main construction was able to secure a sufficient level of fire resistance.
2.8.1. normal lighting must be to ensure an adequate visibility of road users as well at the entrance to that inside the tunnel on the day and at night.
2.8.2. There should be security lighting to ensure a minimum level of visibility, so that drivers can leave the tunnel in their vehicles in the event of a power failure.
2.8.3. There should be evacuation lighting, such as URf.eks. evacuation marker lights in not more than 1.5 metres above sea level to manage the users in the tunnel, so they can leave the tunnel on foot, in an emergency.
2.9.1. Ventilation system design, construction and operation, the operator must be able to:
– the control of pollutants emitted by road vehicles under normal traffic conditions and during peak
– the control of pollutants emitted by road vehicles, if the traffic is stopped due to an accident or an accident
– check the heat and smoke in case of fire.
2.9.2. a mechanical ventilation system shall be installed in all tunnels exceeding 1000 m with a traffic volume of more than 2000 vehicles per lane.
2.9.3. In tunnels with two-way traffic and/or large one-way traffic congestion is longitudinal ventilation is permitted only if a risk analysis according to article 13 is established, that it is acceptable and/or specific measures have been taken, such as URf.eks. appropriate traffic management, shorter distance between emergency exits and fume extraction plant with certain intervals.
2.9.4. Transverse or semi transversal ventilation systems used in tunnels where a mechanical ventilation system is necessary and longitudinal ventilation is not allowed under point 2.9.3. Such systems should be able to suck the smoke out in case of fire.
2.9.5. In reversible tunnels of more than 3000 meters with a traffic volume of more than 2000 vehicles per lane and with a control centre and transversal and/or semi transversal ventilation, there must be at least the following measures with a view to the ventilation:
– There must be installed air and smoke extraction dampers which can be operated separately or in groups.
– Air velocity in longitudinal direction must be kept under constant surveillance, and the automatic management of the ventilation system (dampers, fans, etc.) be adapted thereto.
2.10. Emergency stations
2.10.1. The purpose of the emergency stations is to provide different security equipment, in particular emergency telephones and fire extinguishers; on the other hand, it is not intended that they should be able to protect 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 at least be equipped with an emergency telephone and two fire extinguishers.
2.10.3. emergency stations must be near the portals and inside the tunnels with a distance of no more than 150 m for new tunnelers and a maximum of 250 m in existing tunnels.
2.11. Water supply
There must be water supply in all tunnels. There must be a fire hydrant near the portals and inside the tunnels with a distance of no more than 250 m. If there is no water supply, it is mandatory to verify that there is enough water otherwise available.
2.12. Road signs
The security features that are available for road users in the tunnel, to be displayed by special signage. In annex III are shown the signs and boards, which will be used in tunnels.
2.13. Control center
2.13.1. There shall be a control center in all tunnels longer than 3000 m with a traffic volume of more than 2000 vehicles per lane.
2.13.2. Surveillance of several tunnels may be centralised in a single control center.
2.14. Monitoring systems
2.14.1. To install video surveillance systems and a system to automatically detect traffic incidents (as URf.eks. that traffic stop) and/or by fires in all tunnels with a control centre.
2.14.2. In all tunnels without control center to install automatic detection system, when the mechanical ventilation to extraction of smoke works independently of the automatic ventilation to extraction of pollution.
2.15. Equipment for the closure of the tunnel
2.15.1. Before approaches to all tunnels of more than 1000 m traffic signals must be established, so that the tunnel can be closed in case of emergency. There may also be used other means, such as variable message signs and barriers in order to ensure that the ban is respected.
2.15.2. Inside all tunnels of more than 3000 metres with a control centre and a traffic volume of more than 2000 vehicles per lane, it is recommended to install devices with a distance not exceeding 1000 meters to the stopping of vehicles in the event of an emergency. These devices shall consist of traffic signals and possibly other products, such as loudspeakers, variable message signs and barriers.
2.16. Communication systems
2.16.1. the broadcasting equipment via relay must be installed for emergency use in all tunnels longer than 1000 m with a traffic volume of more than 2000 vehicles per lane.
2.16.2. In tunnels with a control centre, it shall be possible to interrupt a possible transmission of radio channels via relay for road users to broadcast emergency messages.
2.16.3. Shelters and other facilities, where road users, who must be evacuated, will have to wait before they can come out into the open air, shall be installed loudspeakers so that road users can be kept informed.
2.17. Power supply and electrical circuits
2.17.1. All tunnels shall be equipped with an uninterruptible power supply to ensure that the necessary safety devices for the evacuation works until all road users have exited the tunnel.
2.17.2. Electrical, measurement and control circuits shall be designed so that the undamaged circuits not affected by a local crash, URf.eks. as a result of the fire.
2.18. fire resistance of Equipment
All tunnel equipment fire resistance must take into account the technological possibilities and aim at maintaining the necessary safety functions in case of fire.
2.19. Summary table of minimum requirements
The table below provides a summary of the minimum requirements set out in the preceding paragraphs. These are the minimum requirements that are listed in the text of this Annex apply.
3. Measures relating to the operation
3.1. Operating funds
The operation must be organised in such a way and have sufficient funds available to ensure a continuous and safe traffic through the tunnel. Both the personnel involved in the operation, as the emergency services must have an appropriate initial and continuing training.
3.2. Emergency preparedness
To be drawn up contingency plans for all tunnels. In tunnels, connecting the two Member States shall be the subject of a joint bi-national emergency plan involving both countries.
3.3. the Tunnel works
Partial or complete blockage of lanes for the sake of planned construction or maintenance work must always begin and end outside the tunnel. For this purpose may be used variable message signs, traffic signals and mechanical booms.
3.4. Management in the event of incidents and accidents
In the event of a serious accident or incident, all the appropriate tunnel tubes immediately be closed to traffic.
This will be done by simultaneous activation not only of the above-mentioned equipment before the portals, but also of variable message signs, traffic signals and mechanical barriers inside the tunnel, where they exist, so that all traffic is stopped as soon as possible, both inside and outside the tunnel. In the tunnels of less than 1000 metres can the closure happen in other ways. Traffic is controlled so that vehicles are not affected by the accident, can quickly leave the tunnel.
Rescue services udrykningstid by accident in a tunnel shall be as short as possible and be measured by regular exercises. In addition, the measured during the accident. In larger reversible tunnels with high traffic volume, a risk analysis in accordance with article 13 show, on the establishment of emergency services at both the tunnel openings.
3.5. checking the activities of the Centre
For all tunnels, for which there is demand for a control center, including tunnels, connecting the two Member States shall at any time be one control center, which stands for management alone.
3.6. Tunnel closure
At the closure of a tunnel (in shorter or longer) to road users shall be informed of the best alternative routes by means of easily accessible information systems.
Such alternative itineraries shall form part of systematic contingency plans. They should serve to maintain traffic flow as far as possible and minimise secondary safety effects in the surrounding area.
Member States should develop all reasonable efforts to avoid a situation where a tunnel located on the territory of two Member States cannot be applied due to the effects of adverse weather conditions.
3.7. Transport of dangerous goods
The following measures shall be applied concerning access to tunnels for vehicles carrying dangerous goods as defined in the relevant European legislation on the transport of dangerous goods by road:
– There must be a risk analysis in accordance with article 13 before the regulations and requirements concerning the transport of dangerous goods through a tunnel shall be established or amended
– There shall for the purposes of the enforcement of the requirements shall be established for the appropriate signage, on the other hand, before the last exit before the tunnel and at the tunnel entrance, on the other hand, in the past, so that road users are given the opportunity to choose alternative routes
– to take a look at how the risk posed by the individual transport can be reduced by specific operational measures relating to some or all vehicles carrying dangerous goods in tunnels, URf.eks. review prior to entering or passage in convoys escorted by accompanying vehicles, under on the basis of the above mentioned risk analysis.
3.8. Overtaking in tunnels
There must be a risk analysis to decide whether heavy goods vehicles must overtake in tunnels with more than one lane in each direction.
3.9. Distances between vehicles and speed
An appropriate speed for the vehicles and the safe distance between them is especially important in tunnels and needs to be carefully monitored. This includes orientation of tunnel road users on appropriate speeds and distances. Appropriate enforcement measures to be implemented.
Passenger vans should, under normal circumstances, keep a minimum distance to the front vehicle corresponding to the distance a vehicle traversing at two seconds. For lorries concerned should this distance be doubled.
When traffic gets stuck in a tunnel, road users should maintain a minimum distance of 5 meters to the foranholdende vehicle, except where this is not feasible due to an emergency stop.
4. Information campaigns
On the basis of the harmonised work of international organisations must be regularly organised information campaigns about tunnel safety, carried out in cooperation with interested parties. Such information campaigns should be about how road users must behave in the drive towards and through tunnels, especially in connection with the accident, traffic congestion, accidents and fires.
Information on the safety equipment available in the tunnel, and how road users must behave in tunnels, must be provided in places that are appropriate for the road user (URf.eks. at rest areas before tunnels by tunnel driveways where the traffic is stationary, or on the Internet).
Approval of the construction project, safety documentation, commissioning of a tunnel, modifications and periodic exercises
1. approval of the construction project
1.1. The provisions of the directive to be applied already from sketch design phase.
1.2. before construction commences, the tunnel manager shall compile safety documentation described under points 2.2 and 2.3 for a tunnel at the design stage and shall consult the safety officer. The tunnel manager shall submit to the safety documentation to the administrative authority and attaching the safety officer's opinion and/or inspection unit's opinion, when it is available.
1.3. Project be approved by the competent authority, which shall notify the tunnel manager and the administrative authority of its decision.
2. Safety documentation
2.1. The Tunnel Manager shall compile safety documentation for each tunnel and updating it constantly. Also handed out a copy of the safety documentation to the safety officer.
2.2. The safety documentation shall describe the preventive and protective measures, which are necessary to guarantee the safety of road users, taking into account people with reduced mobility and disabled, the route's art, the works configuration and environment, nature and emergency services traffic betting options, see. Article 2 of the directive.
2.3. In the design phase to the safety documentation for a tunnel, in particular, include the following:
– a description of the planned construction and accessibility to it, accompanied by the drawings, which are necessary for an understanding of the design, and the expected operational events
-a traffic forecast with clarification and justification for, under what conditions the transport of dangerous goods is expected to take place, and the risk analysis required by Annex I, section 3.7
– a specific study of dangers with a description of the possible accidents which clearly affect the safety of road users in tunnels, and as likely to occur during the operational phase, as well as the nature and scope of their possible consequences; the study should clarify and flesh out what measures can reduce the likelihood of accidents and reducing their consequences
– an opinion on safety from an expert or an organization that is a specialist in the field, URf.eks. inspection entity.
2.4. in the case of a tunnel in the commissioning phase consists of security documentation, as well as documentation from the design stage, of the following:
– a description of the Organization and the personnel and materiel resources, as the tunnel manager has allocated for operation and maintenance of the tunnel, as well as its instructions to that effect
– a contingency plan, drawn up in cooperation with the emergency services and which also takes into account people with reduced mobility and disabled
– a description of which system for still feedback about experience to be used to record and analyze significant incidents and accidents.
2.5. in the case of a tunnel in the operation, the safety documentation, in addition to the documentation from the commissioning phase, include the following:
– a report on and an analysis of significant accidents and accidents that have taken place since the entry into force of this directive
– a list of the safety exercises carried out and an analysis of the proceeds thereof.
3. Bringing into use
3.1. before a tunnel is opened to public traffic, there must be approval from the administrative authority in accordance with the following procedure.
3.2. This procedure shall also apply to the opening of a tunnel to public traffic after major changes in tunnel construction and operation or any substantial modification work in the tunnel, which may involve a substantial change of the elements of the safety documentation.
3.3. The Tunnel Manager shall transmit the safety documentation referred to in point 2.4 to the safety officer, which shall deliver an opinion on the opening of the tunnel to public traffic.
3.4. The Tunnel Manager shall transmit the safety documentation to the administrative authority and shall attach to the security officer's opinion. The administrative authority shall take a decision as to whether the opening of the tunnel to public traffic shall be approved or not, or whether this should be done with certain limitations, and shall notify the tunnel manager thereof. Sent a copy of the decision to the emergency services.
4.1. For any significant changes in the tunnel structure, equipment or operation, which significantly modifies the elements in the safety documentation, the tunnel manager must request a new operating permit in accordance with the procedure described in point 3.
4.2. The Tunnel Manager shall inform the safety officer of any other changes in tunnel construction and operation. In addition, the tunnel manager shall provide the safety officer with detailed information about the proposals, before any modification work will commence.
4.3. The safety officer shall evaluate the impact of your changes and submit its conclusions in all cases for the tunnel manager, which sends a copy to the administrative authority and to the emergency services.
5. Regular exercises
The tunnel manager and the emergency services shall, in cooperation with the safety officer to organise joint periodic exercises for tunnel staff and the emergency services.
– should be as realistic as possible and respond to the crash scenarios
– should give clear evaluation results
– should be implemented in such a way as to damage to the tunnel avoided
– can also partially be implemented as desktop or computer simulations for the purpose of complementary results.
(a) at least every four years) is held in each tunnel exercises in natural size under conditions that are as realistic as possible. There is only required closure of the tunnel, if there can be made acceptable means of redirection of traffic. That simulation exercises be held or parts of the simulation exercises in each of the intervening years. In areas where several tunnels located close to each other, must exercise in life-size implemented in at least one of these tunnels.
(b)) the safety officer and the emergency services shall evaluate jointly these exercises, draw up a report and make appropriate proposals.
Signage in tunnels
1. General requirements
The following are road signs and symbols for use in tunnels. Road signs in this part are described in the Vienna Convention on road signs and signals of 1968, unless otherwise mentioned.
In order to facilitate international understanding of signs is based the system of signs and signals prescribed in this annex, on the use of shapes and colors, which are characteristic of each class of signs and wherever possible, on the use of graphic symbols rather than text. If the Member States consider it necessary to amend the prescribed signs and symbols, the changes will not affect their main characteristics must. If Member States do not apply the Vienna Convention, the prescribed signs and symbols can be changed, provided that this does not change the main purpose with them.
1.1. road signs are used to show the following safety facilities in tunnels:
– Emergency exits: the same sign is used for all kinds of emergency exits.
– Escape routes: the two nearest emergency exits shall be marked on the walls next to the exits with a distance of no more than 25 metres between the signs and at a height of 1.0-1.5 m above the flight path indicating the distance to the exits.
The Ordinance contains provisions transposing a European Parliament and Council Directive 2004/54/EC of 29 April 2004. April 2004 on minimum safety requirements for tunnels in the trans-European road network (Official Journal of the European Union 2004 nr. L 201, page 56)-emergency stations: signs indicating emergency phones and fire extinguishers.
In tunnels where users can receive information via their radio, is placed before the entrance appropriate signs that tell drivers how they can obtain such information.
1.3. Signs and markings shall be designed and positioned in such a way that they are clearly visible.
2. Description of signs and boards
Member States shall apply appropriate signage in the defence field, if necessary, before the tunnel, inside the tunnel and after the tracks leading from the tunnel. When designing the signs, consideration should be given to local traffic and construction conditions as well as other local conditions. Signs shall be used in accordance with the Vienna Convention on road signs and signals, except in Member States which do not apply the Vienna Convention.
2.1. Tunnel signs
The following sign shall be set up at each tunnel driveway:
Sign E11A for road tunnels the Vienna Convention
Length must be stated either at the lower part of play or on a SubPanel H2.
For bi-directional tunnels longer than 3000 m, the remaining length of the tunnel should be entered for each 1000 m.
Tunnel name can also be provided.
2.2. Marking on the tank car
At lane must be placed edge lines.
In reversible tunnels should be placed clear markings on both sides of the restricted line (single or double) between the opposing directions of traffic.
2.3. Signs and panels for use in signage by facilities
Emergency stations shall be provided with signage, for F-signs in accordance with the Vienna Convention, and identifies the equipment available to road users, URf.eks.:
In emergency stations, which is separated from the tunnel by a door, with legible text on appropriate language should be noted that nødstationen does not provide protection in the event of a fire. Below is an example:
' THIS AREA DOES NOT PROVIDE PROTECTION IN CASE OF FIRE
Follow the signs for emergency exits '
Signs for setting turnouts must be E-signs in accordance with the Vienna Convention. Phones and fire extinguishers displayed on a SubPanel, or they can be shown on the plate.
Emergency exit signs shall be G signs in accordance with the Vienna Convention. Below are listed some examples:
On the wall is also putting up signs, showing to the two nearest exits. Below are listed some examples:
These signs can be round or rectangular
Variable message signs
Variable message signs should be clearly crafted so that they inform drivers about traffic congestion, accident, accident, fire or other events which have occurred.
Official notes 1) Ordinance contains provisions transposing a European Parliament and Council Directive 2004/54/EC of 29 April 2004. April 2004 on minimum safety requirements for tunnels in the trans-European road network (Official Journal of the European Union 2004 nr. L 201, p. 56).
1) Official Journal C 220 of 16.9.2003, p. 26.
2 OJ C 256 of 24.10.2003), p. 64.
3) opinion of the European Parliament of 9 October (not yet published in the official journal), Council common position of 26.2.2004 (OJ C 95 E, 20.4.2004, p. 31) and position of the European Parliament of 20.4.2004 (not yet published in the official journal).
OJ L 228 of 9.9.1996) 4, p. 1. Amended by the 2003 Act of accession.
OJ L 184 of 17.7.1999) 5, p. 23.
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