Traffic Officer Manual Version 3.2
Rearward Relief - Applicable to All Purpose Trunk Roads without hard shouldersKey Warnings:
Only use rearward relief if absolutely necessary, and traffic cannot be released by any other means eg. by opening a lane or creating hard shoulder running around an incident.
Officers will only carry out this procedure under the instructions and guidance of a TO Team Manager on-scene.
If assisting at a Police-Led incident, only use rearward relief with the full knowledge of the Police.
On trunk roads, cyclists and pedestrians should, if safe to do so, be escorted past the carriageway obstruction.
If using the procedure Releasing Traffic Crossing the Central Reservation in conjunction with this procedure, Traffic Officers directing traffic at a control point should be aware that as the amount of queing traffic decreases, drivers may attempt to use the exit point that they consider is clearing quickest. This could cause confusion and therefore conflict between drivers and officers directing traffic. Early communication between Traffic Officers, and a timely decision made to close the exit point across the centre reservation, or to cease rearward relief is essential when the amount of residue traffic is such, that the continued clearance can be achieved, using one method only.
Procedures:
1. When it is anticipated that a carriageway will be blocked for a lengthy period, consideration should be given for the removal of the stationary traffic located to the rear of the incident, back to the access on-slip prior to the incident or the point where the traffic is being diverted from the trunk road.
The system of rearward relief is to turn the vehicles at the rear of the queue around and escort or direct them back to the intended exit via a cleared carriageway.
Determine the intended junction that turned around traffic will leave the network. In determining the intended junction consider the suitability of the diversion routes and inform the appropriate authorities. Guidance Diversions - Applicable to Motorways and All Purpose Trunk Roads .
Note that where a junction is being used as the exit point for rearward relief, local circumstances will determine whether it is better to use the off-slip or on-slip to release the traffic.
(TO)
Tips & Warnings
Where there are a large number of vehicles stranded between the incident and the intended exit point from the trunk road it can take a considerable time, sometimes many hours, to turn traffic around and remove them.
Local junction layouts will determine whether the turned round traffic should be removed via the access slip-on or at the point where other traffic is being diverted off the carriageway.
If it is intended to use rearward relief back to an interchange, the turned round traffic must be taken to the point where other traffic is being diverted off the trunk road.
2. Ensure that the access on-slip road at the junction or interchange prior to the location of the intended rearward relief is (or remains) closed.
Ensure that the carriageway is (or remains) closed prior to this access on-slip road.
Request RCC to confirm with CCTV (if available).
Ensure there are adequate resources at the junction or interchange to manage and direct conflicting traffic queues.
(TO & RCC)
Tips & Warnings
If traffic is to be removed via the access slip-on, ensure that traffic already on the slip-on is removed by reversing back up to the slip-on entry point.
Ensure any HA Contractor resources assisting this procedure e.g. in closing junctions, slips etc. are briefed and understand their tasks.
This may not be possible if to delay the immediate implementation, danger or further danger, may be caused to persons involved.
If directing traffic at the exit point do not allow yourself to be drawn in to conversations at to diversion routes – this is distracting and dangerous.
3. Assess the junction layout where it is intended that turned around traffic will leave the trunk road. Take account of the problems likely to be encountered by vehicles negotiating the junction having been driven up the on-slip the 'wrong way'. For example, is there a jet-lane entry system that would prevent LGV's joining the normal traffic flow at the junction?
(TO).
Tips & Warnings
On a trunk road, consider if there is a crossing point on the central reservation that is nearer than the previous on-slip and that is more suitable for removing traffic from the blocked carriageway. If so, request additional resources to set up traffic management and an offside lane closure prior to the crossing point to allow safe entry by traffic from the reverse flow.
4. If LGVs (or any other class of vehicle) will not be able to negotiate the junction, consider:
a) Allocating lane space where these vehicles will remain until a carriageway lane is cleared and directing them to it;
b) Consulting with the HA Contractor as to the viability of establishing access to the opposing carriageway.
(TO)
Tips & Warnings
Consideration should be given to closing both carriageways of the trunk road and, following advice from the HA Contractor, it may be possible for a portion of the central reservation barrier to be removed to facilitate traffic to carry out a ‘U' turn and proceed along the (closed) opposite carriageway. This can be very effective, especially where there are a large number of LGV's stranded.
Allocation of lane space (until resolution of the incident) may also need to be considered if the road width prevents LGVs from being turned around.
Also consider improving the exit flow of the reversed traffic by closing the motorway or trunk road that the incident is on at the junction prior to the junction being used as the exit point. Take account of the availability of resources, the time it will take for the traffic between the two junctions to clear, and whether suitable diversion routing exists at the prior junction.
5. Arrange for another TO to physically check for broken down vehicles and other obstructions between the point where turned round traffic is to exit and the point where rearward relief is to commence.
The TO is to inform the drivers of any broken down vehicles of the procedure, and instruct them not to move without authority of a TO or after having spoken to the RCC and obtained permission.
(TO)
Tips & Warnings
Remember that a broken down vehicle in a closed section could restart and drive away with its driver unaware that the procedure was in operation.
6. Inform all other agencies involved in the incident that rearward relief is about to commence and record their acknowledgement.
If at a police-led incident, always make a final check with the scene commander that he / she is content for rearward relief to commence.
(RCC)
Tips & Warnings
Incident command is a fluid process and decisions are subject to change. The scene commander may for example have decided to bring more resources to the scene.
7. If there is a negligible gap between the rear of the queue and the intended exit point, turn around vehicles that are to exit the trunk road, indicate the intended exit point and direct them to drive to it. Direct vehicles to turn around, commencing from whichever lane is most practical in the circumstances’.
(TO)
Tips & Warnings
Give the leading drivers in each lane clear instructions on what to do – drivers in following lanes should follow their lead.
Ensure that the drivers of LGVs that are not to be turned around are instructed where to position their vehicles.
8.If there is a significant gap between the rear of the queue and the intended exit point, consider the options below for moving the traffic to the exit point, taking account of:
- Availability of TO and HA Service Provider resources;
- The number and type of vehicles to be moved;
- The time it will take to implement the option;
- Local circumstances and weather conditions e.g. poor visibility and high winds;
- Whether there are any legal restrictions on unescorted vehicles using the exit point;
- The physical nature of the exit point e.g. a gap in the central reserve.
Direct vehicles to turn around, commencing from whichever lane is most practical in the circumstances. Direct them to follow the TO vehicle. Request the TO vehicle crew to lead the turned around vehicles back to the intended exit point and in doing so indicate the exit route for following drivers. There should be no need to lead individual groups of turned round vehicles.
Option 2: Instructing drivers to make their own way back to the exit point using a specified lane.
Direct vehicles to turn around, commencing from whichever lane is most practical in the circumstances. Stop each vehicle and instruct the driver to keep to a specified lane and to observe a 40 mph speed limit.
Option 3: Directing the traffic to make its own way back to the exit point using a coned off lane.
Arrange for the HA Service Provider to cone off the lane adjacent to the central reserve from the exit point to the point where traffic is being turned round, keeping pace with the end of the reducing queue.
Direct vehicles to turn around, commencing from whichever lane is most practical in the circumstances. Direct each vehicle to a lane coned off by the HA Service Provider.
(TO)
Tips & Warnings
With all options, considerarranging for cones and signs to be placed at the point where the turned around traffic reaches the exit point to make a ‘one line' approach – this will provide a degree of direction for drivers and help prevent confrontation.
Option 1has the advantage of controlling the speed of the moved traffic and is particularly suitable when a ‘convoy’ approach is needed e.g. in foggy conditions. It also enhances control by having a TO vehicle in contact with the RCC in front – the queue can be stopped if problems arise ahead. Disadvantages with this option are tying up a TO resource and reliance on drivers following in an orderly queue without instruction.
Option 2 has the advantage of saving a TO resource and should result in an orderly queue back to the exit point. Disadvantages are reliance on all drivers complying with the instructions given and understanding the lane specification. Additionally, instructing each driver is time consuming and it may be difficult to instruct foreign drivers and drivers in high level LGV cabs.
Option 3 has the advantage of providing a well-defined route back to the exit point and effectively forcing drivers to remain in an orderly queue. The disadvantages is that the time taken to marshal and deploy the necessary HA Service Provider resources (several kilometres of carriageway may need to be coned) may defeat the object of the rearward relief. Also, high winds may disrupt the coning.
9. Actively monitor the procedure in action by CCTV (if available) and immediately inform the TOs of any developments that could cause problems e.g. motorists have left their vehicles and are congregating on the hard shoulder in the path of the turned around traffic.
(RCC)
Rearward Relief – without Hard ShouldersPage 1 of 4