Queensland Police Service

3.1 Introduction

The purpose of this chapter is to establish a safe method for officers of the Service performing interceptions of vehicular and pedestrian traffic.

This chapter will detail action to be taken by officers regarding the stopping or diverting of vehicles and pedestrians when such officers are engaged at a static interception site, roadblock site and a mobile interception site.

3.2 References to legislation

Police Powers and Responsibilities Act 2000

Public Safety Preservation Act 1986

Transport Operations (Road Use Management) Act 1995

Transport Operations (Road Use Management ­ Road Rules) Regulation 1999

Workplace Health and Safety Act 1995

3.3 Definitions

Definitions relevant to this chapter are also described in Chapter 2: 'Definitions' of this Manual.

3.3.1 'Static interception site'

For the purposes of this chapter, a static interception site exists where one or more officers are involved in the diversion and or stopping of vehicular and pedestrian traffic on a roadway for any purpose.

3.3.2 'Side street'

The term 'side street' means a low traffic volume, low speed limit road which is adjacent to a higher traffic volume road on which a static interception site is to be established.

3.4 Static interception site

POLICY

Reasons for establishing a static interception site may include situations where:

(i) officers exercise a statutory power e.g. s. 26 (establishing a roadblock) or s. 59 (regulating traffic) of the Police Powers and Responsibilities Act or s. 80(2) (random breath testing) of the Transport Operations (Road Use Management) Act,

(ii) the protection and safety of the public is required e.g. the prevention of access to areas due to an emergency situation being declared pursuant to the Public Safety Preservation Act;

(iii) it is necessary for the safety of the public e.g. at traffic crashes where a portion of roadway is unsafe for traffic use, or if a portion of a roadway is blocked;

(iv) in any other circumstance it is necessary for police to intercept vehicles in the course of their duties.

Officers at a static interception site are to comply with directions issued by the officer in command.

3.5 Establishing a static interception site

Proper management surrounding the establishment and operations at static interception sites should be designed to ensure that safe, effective and efficient policing is achieved.

3.5.1 Site selection

PROCEDURE

Prior to selecting a static interception site the officer in command should consider the following:

(i) traffic density on the particular road;

(ii) nature and class of the road at the location;

(iii) physical construction of the road, with particular reference to the road surface, number of traffic lanes, width of road shoulders, and whether any foreign substance (oil, etc.) is evident on the road;

(iv) existence of a dust hazard, in particular to road surface and soft edges and the types of vehicles using the road. (Note: Semi trailer vehicles can collect dust on wheels and may spread a dust cloud when stopping or starting);

(v) existence of fog, smoke or rain;

(vi) available distance for motorists to bring their vehicles to a stop;

(vii) parking of all vehicles, including intercepted vehicles, should:

(a) be in a way that does not unreasonably interfere with normal traffic flow;

(b) comply with the Transport Operations (Road Use Management) Act and Transport Operations (Road Use Management - Road Rules) Regulation unless special circumstances exist, in which case, the officer in command should be able to justify the reason for such selection; and

(c) wherever practicable, provide an area of safety for persons at the site;

(viii) applicable provisions of the Workplace Health and Safety Act;

(ix) need to ensure that a clear and uninterrupted view exists between the site and the oncoming traffic consistent with the usual speed of vehicles and the distance required to stop or slow down;

(x) need to turn off traffic control light signals at the site or switch them to flashing amber;

(xi) safety of officers and members of the public at or near the static interception site; and

(xii) rights of property owners/occupants in the locality and in particular that:

(a) interceptions should not be made on private property without the prior consent of the owner/occupier; and

(b) the level of noise likely to be created at the site.

Officers in command who identify a potentially suitable static interception site should prepare a Site Safety Plan prior to commencing operations at the site as required by s. 3.5.7: 'Site safety planning' of this chapter.

3.5.2 Warning signs

POLICY

Officers in command should ensure that where appropriate warning signs are available, such signs are used at static interception sites. Signs should be placed to warn motorists or pedestrians that they may be required to stop at a particular site.

3.5.3 Safety equipment

Safety equipment includes:

(i) reflectorised safety vests;

(ii) traffic wands;

(iii) traffic cones/bollards with reflectorised tape;

(iv) hand held reflectorised 'STOP POLICE' signs;

(v) reflectorised signs together with stands and hazard light systems with an independent power source;

(vi) strobe lights; and

(vii) warning signs.

POLICY

The supply and issue of safety equipment is a regional responsibility.

All officers are to be supplied with such safety equipment as is necessary to enable them to perform their duties. The provisions of this Manual outline safety equipment requirements for particular types of duties. At an absolute minimum, safety equipment to be supplied to officers expected to perform any type of traffic related duties should include reflectorised safety vests and during the hours of darkness, traffic wands. Additional safety equipment should be supplied to ensure that officers can be provided with suitable safety equipment for the duties performed.

Officers in charge of stations and establishments are to ensure that safety equipment suitable for the duties performed by officers under their control is supplied and is available for use.

Officers in charge of stations and establishments are to develop standing orders to ensure that officers under their control are provided with appropriate safety equipment commensurate with the type of duty reasonably expected to be performed by them.

Sunscreen lotion or cream is to be made available to officers performing duty outdoors during daylight hours.

Reflectorised safety vests

POLICY

Officers are to wear reflectorised safety vests at all times while performing duties in or adjacent to traffic, including traffic at work sites, in quarries or on construction haul roads. Exemptions to this requirement are permitted under emergent situations or where officers reasonably consider that tactical safety would be compromised by wearing a reflectorised safety vest.

3.5.4 Additional safety equipment

POLICY

Officers may use safety equipment provided by other government departments or instrumentalities whilst performing duty at static interception site.

3.5.5 Shift supervisors and officers in charge of stations and establishments

POLICY

The officer in charge of a station or establishment issued with Service safety equipment is to ensure that it is regularly checked for completeness and is maintained in a good order and condition.

Shift supervisors are to ensure that officers under their control are provided with appropriate safety equipment to carry out their duties.

The officer in charge of a station or establishment should arrange for the provision of new or replacement safety equipment as required.

Officers in charge of stations and establishments are to ensure that all officers under their control receive adequate training in the use of safety equipment.

3.5.6 Officers in charge of regions and commands

POLICY

Officers in charge of regions and commands are responsible for the supply and replacement of safety equipment on a high priority basis for use within their region or command.

3.5.7 Site safety planning

POLICY

Site safety planning, as outlined in this chapter, is intended for use in traffic operations. It is not intended that this process be strictly applied to on-road activities which are tactically dangerous situations as outlined in s. 17.3.7: 'Tactically dangerous situations' of the Operational Procedures Manual, e.g. roadblocks to apprehend armed offenders. In such cases, officers in command should consider both the tactical aspects of the situation and the site safety principles outlined in this chapter to develop plans which provide maximum safety for officers and the community.

Site safety planning is a process designed to ensure that officers and other road users are protected to the greatest extent possible from hazards associated with police operations at static interception sites. Achieving this goal should be given priority over other considerations such as maximising the number of persons intercepted.

As a result of the site safety planning process a Site Safety Plan can be developed.

Site Safety Plans are to be prepared for all static interception sites which are established as part of a preplanned activity (planned static interception sites).

Static interception sites which are required to be established without an opportunity for planning, e.g. traffic diversion at the scene of a traffic crash, need not be the subject of a Site Safety Plan. However, the principles of site safety planning should be applied to such static interception sites as far as possible having regard to the location of the site and the equipment reasonably available to officers at the site.

The site safety planning process need not be applied to static interception sites which deal only with pedestrian traffic although officers establishing such sites should consider the safety aspects applicable to the operation at that site.

Site safety planning should be carried out as close a practicable to the time of commencing operations at a static interception site to ensure the currency and accuracy of the information used in the process. Preliminary inspections of proposed static interception sites or perusal of previously prepared Site Safety Plans for a particular site should be conducted prior to commencing site safety planning to ensure that suitable equipment and personnel are available to establish a static interception site at the proposed site.

PROCEDURE

Officers in command establishing static interception sites should:

(i) assess the proposed site for its suitability for the activity to be performed (see s. 3.5.1: 'Site selection' of this chapter);

(ii) assess the proposed site for the level of risk posed to officers and members of the public by the activity to be performed at the site by completing a Site Safety Matrix (see Appendix 3.1 of this chapter). When completing a Site Safety Matrix officers may take into consideration the presence of artificial light sources when considering the rating to be assigned to the 'Time of Day' factor, e.g. a proposed interception site under bright streetlighting or with bright artificial light provided by floodlighting may be considered as a 'Day' level of risk rather than night or dawn/dusk;

(iii) cross reference the suggested control strategy obtained from the Site Safety Matrix with the Control Strategy Implementation table (see Appendix 3.2 of this chapter). The suggested control strategies, listed in order of stringency, and associated control options are:

(a) Eliminate - cancel the activity if possible, or implement detours, stop all traffic or create a 'safety zone' in which to work if the activity cannot be avoided;

(b) Separate - create a 'safety zone' in which to work or use available environmental features such as side streets or enforcement bays to work in;

(c) Standard - use personal protective equipment and comply with the safety provisions for officers outlined in this chapter particularly ss. 3.6.2: 'Intercepting officers' and 3.6.3: 'Interviewing officers' of this chapter;

(iv) select an appropriate control option from the Control Strategy Implementation table from the options listed under the strategy which corresponds to the control strategy obtained from the Site Safety Matrix. Officers in command should be able to justify their reasons for not adopting a higher ranked option in favour of the option actually selected, e.g. why option 3 was chosen in preference to options 1 or 2. Random Road Watch deployment scheduling and similar deployment instructions should not be considered as justifications for adopting lower ranked control options at sites which should, in accordance with the suggested control strategy, be subject to the 'Eliminate' strategy. However, officers in command may select any control option which is listed under a control strategy which is more stringent than the control strategy obtained from the Site Safety Matrix, e.g. any option from the 'Eliminate' strategy may be chosen if the appropriate strategy, according to the Site Safety Matrix is 'Separate';

(v) identify the specific hazards to officers and members of the public created by the proposed activity at the site;

(vi) having regard to the selected control option, determine measures to control the specific hazards presented by the site and the proposed activity. A Site Safety Plan should be prepared to describe or illustrate the specific measures to be used at the site. A Site Safety Plan should include:

(a) a diagram (not to scale) of the static interception site and the desired placement of personnel and traffic control measures. Where suitable the site diagrams contained in Appendix 3.4 may be adopted in place of developing a unique site diagram for the particular site; and

(b) a listing of personnel deployed at the site and their functions;

(vii) brief personnel working at the site on the Site Safety Plan and their particular roles;

(viii) deploy personnel and equipment in accordance with the Site Safety Plan;

(ix) at the conclusion of operations at a static interception site, debrief the personnel employed at the site and note on the Site Safety Plan a brief comment about the effectiveness of the control option adopted and the specific risk control measures taken at the site; and

(x) upon completion of the shift, file the Site Safety Plan at the officer's station or establishment unless local Standing Orders provide for other filing requirements. Site Safety Plans should be retained for a period of one year unless an incident involving injury to any person or damage to any property occurred as a result of operations at the site. In such cases the Site Safety Plan should be attached to the relevant file on the incident.

A suggested Site Safety Plan proforma, containing a summary of the relevant information from this chapter, is included as Appendix 3.5 of this chapter.

3.5.8 Safety planning distances

POLICY

Safety planning distances have been developed by the Forensic Crash Unit, Brisbane to ensure that officers intercepting vehicles are adequately informed of the distances which are required to bring vehicles travelling at various speeds to a stop safely.

The safety planning distances have been developed to account for vehicles travelling on good roads in dry conditions. Consequently extra stopping distances should be allowed where conditions are wet or the road surface is otherwise loose or slippery. It may be the case that stopping distances are increased so significantly by wet weather or slippery road conditions that attempting to stop vehicles may be too dangerous to allow a planned static interception site to be established. Officers in command are to consider the appropriateness of the safety planning distances to the particular situation which applies at a static interception site and increase the distances allowed at the site for stopping vehicles. Officers in command are not to reduce safety planning distances.

When developing Site Safety Plans, and while operating static interception sites, officers should use the safety planning distances shown in Appendix 3.3 of this chapter.

The appropriate safety planning distance to use at a site is to be determined by the officer in command. Generally, the safety planning distance to be adopted should correspond with the speed limit of the road on which the static interception site is situated. However, if the average speed of traffic approaching the site is generally higher or lower than the prescribed speed limit then the average speed of traffic should be used to determine the safety planning distance.

Officers in command of static interception sites may take into account environmental factors which cause vehicles to slow their speed when determining the appropriate safety planning distances to use at a static interception site. In such cases there is no restriction on the use of different safety planning distances for vehicles which have been subject to the slowing effect of the environmental feature and those which have not.

Example

A static interception site is to be established on Smith Street which is a 60 km/h speed zone. Vehicles travelling along the Smith Street are travelling at an average speed of 60 km/h. Generally the appropriate planning distance for vehicles travelling along Smith Street should be 135 metres.

Brown Street intersects with Smith Street at a T intersection. Brown Street is the terminating road. Vehicles turning into Smith Street from Brown Street are travelling at an average speed of less than 40 km/h. The appropriate safety panning distance with respect to these vehicles is 75 metres.

A static interception site could be established on Smith Street using 135 metres as the safety planning distance for vehicles travelling along Smith Street and 75 metres as the safety planning distance for vehicles turning into Smith Street from Brown Street.

PROCEDURE

Officers in command of static interception sites should use the safety planning distances to determine the location of static interception sites and the placement of traffic control measures.

Example

A static interception site is to be established in a 60 km/h speed zone. The officer in command of the site should ensure that the site is visible to vehicles being intercepted for a minimum distance of 135 metres.

A static interception site is to be established at the scene of a traffic accident in a 100 km/h speed zone. The site is only visible to approaching vehicles within 50 metres because it is situated on a blind bend. The safety planning distance applicable to a 100 km/h speed zone is 300 metres. The officer in command of the site should ensure that traffic control measures such as traffic cones or police vehicles are placed between the approaching traffic and the actual traffic accident scene so as to be visible to approaching traffic at a distance of at least 300 metres.

ORDER

Where the safety planning distances cannot be implemented at a proposed planned static interception site the interception site is not to be established at that location.

Example

A planned static interception site to be established in a 60km/h speed zone is only visible to approaching traffic for a distance of 50 metres due to the presence of the crest of a hill. The safety planning distance applicable to a 60km/h speed zone is 135 metres. The static interception site is not to be established at this location.

3.5.9 Static interception site design principles

POLICY

Static interception sites should be designed to incorporate the relevant principles set out in:

(i) s. 3.5.10: 'Lighting at static interception sites';

(ii) s. 3.5.11: 'Creating safety zones';

(iii) s. 3.5.12: 'Using environmental features';

(iv) s. 3.5.13: 'Placement of personnel at static interception sites'; and

(v) s. 3.5.14: 'Traffic build up at static interception sites' of this chapter.

3.5.10 Lighting at static interception sites

POLICY

Officers establishing static interception sites during the hours of darkness should ensure that:

(i) where street lighting does not exist some other form of artificial light is used to illuminate the site;

(ii) police vehicles being used to create a 'safety zone' at the scene have appropriate emergency lights activated. At night, the most appropriate emergency lights are strobe lights although rotating lights may be used instead if strobe lights are not fitted or where 360 degree warning is required;

(iii) strobe lights are used, where available, to mark the commencement of traffic cone lines; and

(iv) traffic cones or bollards with reflective bands are used to mark 'safety zones'.

Officers establishing static interception sites during daylight hours should ensure that police vehicles being used to create a 'safety zone' at the scene have appropriate emergency lights activated. During daylight, the most appropriate emergency lights are rotating lights.

3.5.11 Creating safety zones

POLICY

Safety zones are a major part of the Service's control strategies to reduce the risk of injury or damage as a result of operations at static interception sites.

A safety zone may be created by blocking a portion of a road (and nearby area if necessary or desirable) with police vehicles, or other suitable emergency vehicles where appropriate, traffic cones and traffic signs. The portion of the road which is blocked should be of sufficient size to allow officers and intercepted motorists and their vehicles to remain in safety while still allowing traffic which is not being intercepted to continue safely.

Examples of 'safety zones' are illustrated in Appendix 3.4 of this chapter.

PROCEDURE

Officers in command who are creating a safety zone should:

(i) ensure that the safety zone is visible to approaching traffic for at least the relevant safety planning distance;

(ii) use a police vehicle, with activated emergency lights, to block the appropriate portion of the road before directing officers to enter upon a road to place traffic cones or signs;

(iii) ensure that any safety zone into which it is intended to direct vehicles is:

(a) of sufficient size to allow safe parking of the number of vehicles expected to be intercepted at any one time;

(b) located so that vehicles which are to be left at the site after the static interception site is dismantled (e.g. vehicles belonging to arrested motorists) are left in a legally parked position; and

(c) designed to allow vehicles to leave the safety zone safely.

(iv) ensure that the safety zone is of sufficient size, and sufficiently well delineated, to ensure that passing vehicles do not come into close proximity with officers, other persons or vehicles in the safety zone;

(v) ensure that the approaches to the safety zone are sufficiently well delineated and suitable traffic control measures, such as signs or manual direction, are in place to ensure that vehicles only enter the safety zone under police direction; and

(vi) if practicable, ensure that suitable signs are erected to face the drivers of vehicles approaching the static interception site to warn those persons of the presence of the site and the possibility that they may be required to stop.

3.5.12 Using environmental features

POLICY

The use of suitable environmental features present at an interception site is an acceptable practice to ensure the separation of personnel and stationary vehicles from moving traffic.

Suitable environmental features include purpose built enforcement bays, extended road shoulders and side streets.

Where suitable environmental features are present at an interception site the use of such features in preference to establishing a safety zone is permitted.

Generally, an environmental feature, other than a side street, may be considered as a suitable alternative to creating a safety zone if the feature:

(i) is not part of a road upon which vehicles normally travel e.g. an enforcement bay or extended road shoulder;

(ii) allows at least 1 metre separation between persons and vehicles within the feature and passing traffic;

(iii) is of sufficient size to allow safe parking of the number of vehicles expected to be intercepted at any one time;

(iv) located so that vehicles which are to be left at the site after the static interception site is dismantled (e.g. vehicles belonging to arrested motorists) are left in a legally parked position;

(v) of suitable construction to allow vehicles to safely enter and leave the feature, e.g. heavy vehicles should not be directed onto a soft road shoulder; and

(vi) is of sufficient size, and sufficiently well delineated, to ensure that passing vehicles do not come into close proximity with officers, other persons or vehicles in the environmental feature.

Side streets

A side street may be used to separate personnel and stationary vehicles at a static interception site from moving traffic. The side street may be incorporated into the static interception site by having the intercepting officer direct vehicles to be intercepted into the side street where interviewing officers can then deal with the driver of the vehicle.

A side street may be used if:

(i) the side street is immediately adjacent to the road upon which the static interception site is established;

(ii) sufficient parking spaces are available in the side street to accommodate the number of vehicles likely to be intercepted at any particular time during operations at the site;

(iii) the configuration of the side street permits intercepted motorists to return to the road from which they were directed; and

(iv) a site safety assessment is conducted on the side street and the appropriate strategy to control the risks on that 'side street' is determined to be 'Standard'.

Personnel working in a side street are to use personal protective equipment and comply with the safety provisions for officers outlined in this chapter particularly ss. 3.6.2: 'Intercepting officers' and 3.6.3: 'Interviewing officers'.

3.5.13 Placement of personnel at static interception sites

POLICY

Officers, other than intercepting officers, at a static interception site should be positioned off the road or within a safety zone.

The safety officer should be positioned so as to have a clear view of the site, officers at the site and persons or vehicles entering the site.

Intercepting officers should be positioned off the road or within a safety zone in a position which:

(i) allows the intercepting officer to enter onto the road as required to intercept vehicles;

(ii) allows a clear view of approaching traffic for at least the relevant safety planning distance;

(iii) provides maximum visibility of the intercepting officer to approaching traffic once the officer enters onto the road; and

(iv) provides a clear avenue of retreat from the road or position if necessary.

The relevant responsibilities of officers are outlined in s. 3.6: 'Responsibilities of officers at a static interception site' of this chapter. These responsibilities include instructions for the movement of officers in and around a static interception site.

3.5.14 Traffic build up at static interception sites

POLICY

Officers in command at static interception sites should be aware of the extent to which the design of the static interception site causes a traffic build up on the approaches to the site.

Where the design or operation of a static interception site causes a build up of stationary or slow moving traffic on a road (other than within a safety zone) officers in command are to ensure that:

(i) the last stationary or slow moving vehicle in a group of vehicles approaching the site is visible to following traffic for the safety planning distance relevant to the speed zone any following vehicles are in; and

(ii) where the location does not permit such a level of visibility to be maintained;

(a) a traffic build up is not permitted to occur; or

(b) measures are taken to control traffic joining the group of stationary or slow moving traffic.

Example

A static interception site is established on a two lane road in a 70 km/h speed zone.

The static interception site is initially established over the crest of a hill but so that approaching motorists are able to see the site from a distance of 200 metres (the safety planning distance is 170 metres).

The site safety plan calls for the two traffic lanes to be funnelled into one lane.

This operation causes a build up of stationary or slow moving traffic which extends back along the road for a distance of 100 metres.

The last vehicle in the group of stationary or slow moving vehicles only becomes visible to following motorists when the following motorist is about 100 metres from the vehicle. This is considerably less than the safety planning distance which should be allowed in a 70 km/h speed zone.

The officer in command of the site should either ensure that the build up is not allowed to occur by allowing more vehicles to pass through the site without being intercepted or, if this is not possible, by placing traffic control measures, e.g. a police vehicle and an intercepting officer or traffic cones and signs, so as to be visible for the appropriate safety planning distance to traffic following the build up and to be able to give adequate warning of the traffic conditions ahead.

In this case the officer in command places an officer and a police vehicle on the approach side of the crest so that traffic following the build up are able to see the police vehicle for the appropriate safety planning distance. The officer establishes a static interception point at this location diverting traffic onto another road until the traffic build up at the original static interception point clears. In cases where extensive traffic build ups occur at static interception sites it may be necessary to continually review the position of the last vehicle in a group of stationary or slow moving traffic.

Issue 15 - February 2009