Effective action at the scene of an accident depends upon a sound assessment of the situation, good communications and the efficient use of vehicles and equipment. To this end, the accident code 'ACE CARD' has been prepared and forms part of the basic training of all traffic officers.

A Approach from the rear.

C Caution signs. (Police emergency/matrix etc.)

E Examine scene.

C Casualties.

A Ambulance and other emergency services.

R Remove obstructions.

D Detailed investigation.

Whenever possible, all motorway accidents must be approached from the rear. There will be occasions in very serious accidents that qualify as major incidents, when very special circumstances apply and the approach to the scene will be directed by control.

Where an accident has occurred on the opposite carriageway to that on which the police vehicle attending the accident is travelling, it may be necessary to turn at the next intersection in order to approach from the rear. The crew of the patrol vehicle passing an incident on the opposite carriageway will inform control of the exact location, giving all relevant information so that signals, where appropriate, can be set. In exceptional circumstances or if the distance involved would cause undue delay, it may be necessary to cross the central reservation via an emergency crossing point, if available. [ Author's note - ECPs are now almost universally recognised as highly dangerous and are no longer used.]

The procedure is as follows:

The patrol driver should draw onto the hard shoulder and ensure that both carriageways are clear of traffic before crossing the central reservation. Due to the volume of traffic, this may at times prove to be impracticable and in these circumstances the patrol may choose to approach the crossover in the third lane with all roof mounted warning lights on the vehicle illuminated, slowing the traffic approaching the crossover. The police vehicle then pulls onto the central crossover point to await a safe gap in the oncoming traffic so as to cross safely to the hard shoulder.

It cannot be over-emphasised that if traffic is heavy and the driver considers that there is and danger whatsoever, the crossing point should not be used. The patrol vehicle should travel to the next junction.

Remember it is always safer and often quicker to travel to the next junction.

On motorways where 'MATRIX' signs are installed, a request should be made to control to display the speed limit and/or lane closure required giving advanced warning of the incident. On motorways not equipped with Matrix signs, 'MOTORWARN' signals should be activated prior to the scene.

Traffic conditions will determine whether police emergency signs should be placed on the motorway so that identical signs are seen by the approaching motorist. By placing signs on the hard shoulder and central reservation, the danger of masking of some signs by moving vehicles is minimised. When placing the advance signing in position, drive the police vehicle onto the hard shoulder and switch on all rear facing emergency warning lights. Then place advance signing so that the following sequence is achieved:

900 metres (approx.) prior to the accident 'Police Accident' signs.

600 metres (approx.) prior to the accident 'Police Accident' signs.

300 metres (approx.) prior to the accident 'Police Slow' signs.

Position the police vehicle on the carriageway and in the same lane or straddling the same lanes as the obstruction. The police vehicle should be 50 metres prior to the obstruction and in a position to obtain the best benefit from the emergency lights and the conspicuity markings on the vehicle to afford the maximum protection to all persons at the scene.

Ensure that the rear facing emergency lighting is still operating on the police vehicle and place out cones in a diagonal line staring at the marginal strip and working across the lanes and towards the incident.

DO NOT TURN YOUR BACK ON THE APPROACHING TRAFFIC.

The object is to cause traffic to change lanes gradually before reaching the obstruction. If the taper of the diagonal line is too severe, further accidents could occur through vehicles being forced into the path of traffic using the adjoining lane. The ideal taper of cones is 100 metres per closed lane, with one cone level with each cats eye, (cats eyes are 15 metres apart). Close off complete lanes only (see diagram).

During reduced visibility and lighting up time cone marker lamps should be used in conjunction with cones.

Under no circumstances will an island be formed in the centre of the carriageway with traffic passing on each side of the obstruction in the same direction.

In the case of a two lane carriageway, with an obstruction in the first lane, coning will commence from the hard shoulder and in the case of an obstruction in the second lane, coning will commence from the central reservation.

In the case of a three lane carriageway, where the obstruction is in the first lane, coning will commence from the hard shoulder and in the case of an obstruction in the third lane, coning will commence from the central reservation. Where an obstruction is in the second lane, coning will commence from the central reservation in order to close off the third and second lanes. In certain circumstances, this may be reversed, i.e. when there are stationary vehicles on the hard shoulder in close proximity to the incident.

In the case of a carriageway with four or more lanes, the same principles will apply and the closure of lanes will depend on the circumstances prevailing, the object being to retain the maximum number of open lanes for traffic to use.

Direction arrow signs may be used with the cones.

If there is a build-up of stationary traffic, the last vehicles to become stationary will be used as the reference point when estimating distances for matrix.

Protection of the scene is vital and all other action must be secondary at the initial stage.

The excessive use of emergency warning lights at the scene of an incident can have an adverse affect on the traffic on the unaffected carriageway.

It is suggested that only the rearmost vehicles, protecting the scene, display warning lights to the traffic on the affected carriageway only.

The basis of this assessment should provide information on the following:

• Likelihood of further accidents.
• Extent of obstruction of both carriageways.
• Need for carriageway closure(s).
• Requirement for further police personnel and equipment or special equipment
• Possibility of radioactive, corrosive or explosive substances being involved.
• Number of injured persons, the severity of injuries and the need for the attendance of a doctor or hospital emergency unit if persons are trapped.
• Number of ambulances required.
• The presence and likelihood of fire and the need for special equipment carried by the Fire Brigade, bearing in mind the Fire Brigade is trained in the release of trapped persons and in dealing with hazardous chemicals.
• Visibility and road surface conditions at the scene.

In addition, you should consider the following:

• It may be necessary at an early stage to move disabled vehicles from the carriageways to the hard shoulder. A request should be made for the appropriate breakdown equipment to attend.
• If it is not possible for good reasons to protect the scene on the approach, inform the motorway supervision so that it can be rectified without delay.
• Consider the need to inform radio stations.

When directing patrols to the scene of the accident, control staff will advise motorway personnel if an ambulance has been instructed to attend the scene. Frequently the police are the first emergency service to arrive at the scene, when first aid may be rendered to injured persons but not until the scene has been protected.

Where injured persons are removed from the scene the name of the hospital should, if possible, be obtained from the ambulance driver.

An early check should be made to establish that all casualties have been found. This is particularly essential at night when a person or vehicle might have been thrown down an embankment or persons trapped in wreckage.

Emergency services arriving at the scene will be directed to the best position in which to stop their vehicles taking into consideration the danger of passing traffic and the position, numbers and the extent of injuries to casualties. Emergency services will normally be directed within the cone barrier and protected at the rear by a police vehicle.

To avoid confusion to the motoring public, only those emergency vehicles that are protecting the scene should keep their emergency lights on. All ancillary vehicles should switch their emergency lights off.

In the event of a fire at which the Fire Service are in attendance, the responsibility for fire fighting, will be with the senior fire officer. The fire ground will be under his/her control and it will be the responsibility of the police to assist with any reasonable request.

The co-operation of all emergency services will be required to maintain a free passage to and from the scene and to keep traffic moving at a controlled speed. The overall control of the situation is a police responsibility.

Breakdown vehicles arriving at the scene will be controlled and directed by the police.

All efforts must be concentrated on clearance of the carriageway of damaged vehicles and to reopen the carriageway as soon as possible.

This will mean the normal system of accident investigation and reporting in the force concerned. Witnesses will be removed from the vicinity of the accident as soon as possible. All property found at the scene and in vehicles will be dealt with as per local force instructions. Where large commercial loads are involved, it will be a police responsibility to safeguard the load until the owner has been informed and arrangements have been made for its removal.