Safety guide. for road race organisers

Transcription

1 Safety guide for road race organisers

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3 Table of content Introduction 13 1 Start 14 Operations prior to the race (signposting, parking, traffic) 14 Accreditation vinyl 15 Recommended parallel route 16 2 Course 17 Exclusive use/right of way 17 Before the race 17 Race 18 The race motorcade 18 Lead vehicle in the race 19 Race officials 19 Code of conduct for the race vehicles 10 The traffic supervisor 11 Press radio television photographers 13 Individual and team time trials 17 The motor-cycle escort 17 Medical service 18 Vehicle at the rear 20 Prevention and protection against obstacles 20 General 20 Special sports events (sprints, refreshment zone, mountain passes and hill-climbs) 23 Tunnels 23 Level crossing 23 3 Finish 24 Access to the finishing stretch 26 Cover photo ASO: Bruno Bade 1

4 2 Photo ASO: Bruno Bade

5 Introduction The aim of the UCI Professional Cycling Council is to ensure balanced management of professional cycling by its protagonists (teams, riders, organisers, national federations) under the auspices of the UCI. Within this framework, it is responsible for the technical and administrative organisation of this sector. In order to organise its tasks effectively, the PCC has created a number of working groups; they are made up of members of the PCC and external experts as needed. Their task is to study all matters within their sphere of competence and to submit recommendations to the PCC. The safety working group is one of the main PCC working groups. It makes an important contribution in an area that is of vital importance for our sport, which is practised in an open space, on the road, where dangers are not always easy to control. Since it was established in January 2000, the safety working group s aim has been to develop tools to assist the organisers of road cycling events at all levels, using the experience accumulated by the professional organisers of the major calendar races. This guide represents the concrete achievement of this plan; its aim is to provide information and advice for the organisers of road cycle races by setting out the minimum safety recommendations valid for all the races. This document should be seen as a guide, which has been compiled by bringing together all the knowledge acquired over the years. It does not, however, constitute a set of restrictive rules; it is based on the UCI regulations which it amplifies and supplements. If necessary, references to the UCI rules and regulations are followed by a sign in the text. Organisers will be able to adapt, where necessary, the measures and means they use to suit the size of their event, while always aiming for maximum safety, since they remain solely responsible for their organisation, and must take all the necessary safety precautions. This guide is above all intended for organisers and national federations, though it may also be useful to the administrative bodies that issue permits (police forces), and those providing services for the administration (civilian motor-cycle escorts, radio operators, neutral assistance vehicles) and the media covering the event. I would like to thank the Professional Cycling Council and all the people who have contributed to the production of this guide which proves, if that were necessary, that professional cycling and the PCC contribute to the development of road cycling as a whole. Vittorio Adorni President of the Professional Cycling Council 3

6 Operations prior to the race (signposting, parking, traffic) Photo ASO: Ingrid Hoffmann Source: ASO For the riders as much as the attendants, the proper conduct of the start of the race depends on the operations prior to the race. It is important to ensure good signposting at the access points to the starting area, from all directions. Each family will then be directed to their respective parking area (teams, officials, press, guests) by appropriate signs and/or by people. To prevent the site and the reserved zones from being invaded (signature podium, starting stretch, VIP village), the erection of barriers is desirable. It will be judicious to involve local marshals (police force or volunteers), to make sure that this is properly organised. They would be responsible for containing the public behind these barriers, which alone are not sufficient to keep back the spectators. Equally, to avoid drivers (cars, motorcycles) being caught unawares at the time of the start, it will be necessary for the members of the organisation to be ready ten minutes before the start. This problem can be avoided by repeat announcements on the race radio, at the loudspeaker-signature podium, and in the guests village or VIP area, to inform all the attendants. Finally, the smooth flow of traffic in the motorcade or towards a recommended parallel route will ensure that the start goes off successfully. Signposting should be put up on the course well before the event, and checked by the administration on the morning of the race. The motorcade will then be able to move quickly and in perfect conditions on the neutral route in the direction of the real flying start (Km 0), and greet the host town in a festive atmosphere. 4

7 1>Start To have an overview of his race, the organiser will need to identify all the accredited persons and vehicles so they can access the reserved areas. During the formalities prior to the race at the race headquarters, these individuals will be given a badge bearing their name, function and the group to which they belong, as well as the areas they are authorised to access. This information will be listed on the accreditation forms. A vinyl board in a specific colour corresponding to the organiser s colour code will be attached to the front and back of the vehicles permitted to drive on the race itinerary. 5

8 Recommended parallel route To make the race itinerary, which is sometimes lined with very large numbers of spectators, safe and to reserve it only for essential vehicles, it may be useful to establish a recommended parallel route that allows accredited persons to get from the starting zone to the finish area. At the start of the race, specific parking spaces will be provided to get to the starting facilities (VIP village, riders quarters, starting zone). Before or after the riders have started, the vehicles will go to the finish via a recommended route which is, however, not protected by specific service of marshals. Special signposts put up from the start will make it possible to get to this route, which can be mentioned in the technical guide. However, depending on the number of accredited vehicles, the number of spectators, and the road infrastructure, the organiser can permit traffic on the race route while asking drivers to leave the starting area fifteen minutes before the scheduled start of the race. It is important to recall that all these out-of-race vehicles do not have a race radio, and therefore have no direct information about the progress of the race. A few kilometres from the start (details in the technical guide), signposts will direct the vehicles on the race course to enable them to drive the last kilometres and have easy access to their parking areas. It goes without saying that the rules of the national Highway Code in the different countries will fully apply on this route. Source: ASO 6

9 2>Course Exclusive use/right of way A distinction must be made here between races which enjoy exclusive use of the road and those, the majority, which only have a right of way. Exclusive use is an administrative term, in which the authorities provide the organisers with specific safeguards along the road (protection by a line of security personnel, a ban on traffic and parking), on certain regulatory terms such as paying the costs of marshals (police, forces). With this arrangement, which is onerous to implement, the progress of the race can be safeguarded and facilitated because, like a bubble, all the vehicles of the different groups (advertising, press, officials, team cars) which precede or follow the race are protected by the same measure. The evolution of the race (whether ahead of or behind the provisional timetable) does not impede the progress of this convoy by splitting it up, for example, although it causes inconvenience for those normally driving on the road, for a period of nearly three hours. While the laws vary in different countries, most organisers have a right of way, a brief interruption of the traffic (+/- 10 minutes), which is managed either by marshals or by voluntary staff. The convoy, made up of the riders and the follower vehicles, therefore gets a temporary dispensation from the Highway Code (traffic lights, road signs). However, this dispensation should be qualified, and organisers reminded that they must ensure that the vehicles abide by the normal driving rules driving on the left or right at all times (example: roundabouts). Moreover, for reasons of safety and prevention, it is worth asking all the accredited attendants on the race route to drive with dipped headlights. Before the race For the races that have, or want to set up, an advertising motorcade or special events along the route before the riders pass through, it is essential that this convoy is escorted by marshals or by civilian motorcyclists, in the same way as the race itself. A member of the race organisation will be responsible for these areas. Photo ASO: Ingrid Hoffmann 7

10 The vehicle belonging to the leader of the motorcade should therefore be equipped with a race radio, so that he is constantly aware of the race situation, is in contact with the general management and is able to anticipate, either by speeding up or, conversely, by approaching the race more slowly, so as to cause a minimum of disruption for normal road traffic. At this phase of the motorcade, where a more or less large number of vehicles is likely to be on the road, it is important to stress that this convoy should become part of the normal road traffic, and to explain to all the drivers that the vinyl board affixed to their vehicle does not confer any privilege with regard to the highway code applicable in the different countries. The organiser s responsibility, his image and his credibility with the permit-issuing authorities are thus on the line, and may be tarnished if no legitimate reason can be given by anyone (team assistants, the press, the organiser) to explain driving at high speed. Race The preceding remarks concerning the highway code no longer quite apply at this stage of the race, when it comes to the heart of the matter where the very nature of a cycle race requires certain rules and obligations that do not comply with the highway code. The race motorcade Each person and each vehicle in the race motorcade has a function and a well defined place, which is set out in detail below: All the vehicles driving in the motorcade are restricted to a maximum height of 1.60 m (art )

11 2>Course Lead vehicle in the race Photo ASO: Ingrid Hoffmann The first vehicle that precedes the race, the lead race vehicle of the marshals or the administration, serves as the reference point for the staff responsible for stationary security (marshals or volunteers) to proceed with the effective closure of the road to normal traffic. No non-accredited vehicles must then be able to enter the route, from the passage of this vehicle to that of the broom wagon behind the last rider. Race officials The different roles are: The event administration The officials in charge of ensuring the general material management of the race the event manager the assistant(s) to the event manager (possibly) the traffic supervisors (motorbikes) see specific chapter The race administration The officials responsible for ensuring the sports management and arbitration of the race the president of the commissaire s panel the international commissaires the other commissaires the finishing judge the time-keepers 9

12 Code of conduct for the race vehicles From the starting area, the vehicles will move off in the following order: 1. the administration s vehicles 2. the vehicles of the medical services 3. vehicles 1 and 2 of the team managers 4. the other administration vehicles (ambulances, information, Race Radio, breakdown assistance, etc ) 5. the press vehicles 6. the guests vehicles 7. the broom wagon Vehicles shall travel on the side of the road required by the domestic legislation of the host country. art The press and guests vehicles drive in the left line, without however overtaking the second line of team managers. The first line on the left is in fact reserved for them to carry out their work. If there is a fall, or intervention by the team managers (see paragraph on medical service below), the vehicles driving on the left side must without fail let these cars pass under the best possible conditions. They must neither slow down and create a holdup, nor stop. Any vehicle instructed by the event or race administration to move to a specific place in the race has absolute priority. The organiser shall provide a Race Radio information service. He shall require all vehicles to be equipped with a receiver so that they can permanently pick up the Race Radio. art The transmission frequency of the Race Radio changes according to country. When choosing drivers and motor-cyclists, priority must have been given to their experience of cycling. Recruiting former riders is a guarantee of safety when it comes to driving in the motorcade, and to anticipating the movements of the bunch. Drivers and motor-cyclists shall be responsible for their vehicles and must immediately comply with orders and instructions given by the race and event administration. art They must respect the instructions given by the traffic supervisors of the race and by the motorcycle escort. It is forbidden to overtake the bunch or the breakaway riders without authorisation from the event and/or race administration. Motor-cyclists shall be particularly careful not to slip in between, overtake or slow down the line of vehicles in: - the last kilometre in sprints, mountain passes and hill-climbs - the refreshment areas - danger areas announced by the Race Radio 10

13 2>Course At the head of the race, the press and organisation vehicles drive between the chief marshal s car and the event manager s car, in one line. If the progress of the race allows it, the vehicles may come very close to the head of the bunch, after first having asked the manager s event permission. To move close to the front, they must allow themselves to be overtaken by the administration vehicles, then, after a brief appearance in front of the bunch, return to their place in the line of the lead vehicles. If a vehicle wants to drop back behind the bunch, it must do so when it is completely safe, and having first taken the precaution of stopping on the flat side of the road. If a group of riders breaks away, the lead vehicles can only drop back behind the breakaway riders if the event and race managers decide that the gap is wide enough; they must move back to the head of the race as soon as they are ordered to do so. When approaching special events (sprint, refreshment, hill-climbs and mountain passes), or difficult passages mentioned in the technical guide (rapid descent, narrow crossing of a village etc.) and reiterated on the Race Radio, the vehicles must always anticipate these by moving sufficiently far ahead. Filming and photographing from a moving Press car shall be prohibited. art No Press vehicle whatsoever shall be permitted to accompany the riders during the last km up to the finishing line unless an exception was made at the start of the race. art The traffic supervisor The motor-cycle-mounted traffic supervisor is a representative of the general management, a member of the organisation with whose administrative machinery he is fully familiar, and has good experience of cycle races. He has become essential in the major professional events on the international calendar, and is charged with managing the growing number of vehicles involved in the progress of the race. One or two other traffic supervisors can assist him during the race. He is clearly identifiable (clothing), and his role is concerned with the safety of the riders and the attendants, and with observance of the rules of driving in the motorcade. Source: Unipublic 11

14 The traffic supervisor will have vital knowledge of the race course, as well as being familiar with international regulations (code of conduct in the race for the attendants). The tasks of the traffic supervisor are performed at different times: Before the start, he participates in the traditional meeting of team managers, checks that all the photo/ TV/radio/press motor-cycles can receive the Race Radio, and that they drive with their front and rear accreditation plates, and receives the teams at the starting areas. At the start of the race, he makes sure that the vehicles in front (cars, motor-cycles) move sufficiently ahead so as not to interfere with the procession of the riders from the scheduled start to the real flying start and informs the event manager that everything is in order for the real start. Photo ASO: J. C. Moreau 12

15 2>Course During the race, the traffic supervisor is in charge of managing the vehicles driving in the motorcade, in co-operation with the event and race administration: he anticipates all the very dangerous spots which he will have recorded during his inspection of the course and, depending on what the race looks like (bunched or spread-out bunch), he asks all the drivers to move sufficiently far ahead he checks that all the motor-cyclists are wearing a cape in a specified place, a few kilometres before the finish, he signals to the photo/press/radio motorcycles to move to the finish he will be in radio contact, on a reserved channel, with the event manager to intervene rapidly on the latter s instructions. In case of a fall, he will ensure the smooth flow of vehicles and will facilitate the movement of priority vehicles. At the finish, the traffic supervisor will be at the detour, possibly with a member of the marshals service, and will ensure that this arrangement is adhered to. At the race headquarters, he will take part in the debriefing with the event and race managers and will produce a report about all the infringements noted. Press radio television photographers Each press organ is responsible for the driving skills of the driver or the motor-cyclist appointed by it. The latter must be experienced, familiar with cycle races and how to drive in them, know in particular the UCI regulations and the articles relating to the press specifications and to driving in the race. (articles to ) For safety reasons, the organiser can reduce the number of accredited vehicles and demand that the press vehicles transport at least two journalists who hold a professional press card. Motor-cycles In the same way as for cars, there is an order of priority for motor-cycles driving in the race, which is Before the live broadcast: 1) ENG motor-cycles 2) Photographers motor-cycles 3) Radio motor-cycles During the live broadcast: 1) Live broadcasting motor-cycles 2) Photographers motor-cycles 3) TV sound motor-cycles 4) Radio motor-cycles 5) ENG motor-cycles To ensure clear understanding, it is worth recalling the general rules and practices that apply to all the motorcycles in the motorcade. Reference will be made to articles in the UCI regulations and to practical situations encountered during races. 13

16 General rules No motor-cycle may drive without its passenger. All motor-cycles that are at the head or the rear of the race come under the authority of the traffic supervisor or the race administration, who have every power to intervene during the race. They must endeavour never to obstruct the progress of the race nor allow the riders to ride in their wake. At the head of the race The motor-cyclists must ride in the mobile screen formed by the cars of the event and race administration. (art ) In exceptional cases, where the motor-cycle may be caught unawares, too close to the riders, it shall let the riders overtake it. It shall not return to its position (in the screen) until authorised to do so by the Race Manager. art In case of falls, punctures or incidents, the motor-cycles must not hold up the traffic on the left-hand side of the road. At the rear of the race To the rear of the race, motor-cyclists shall drive in single-file behind the race manager s car, and shall make way for vehicles that have to attend the bunch or wish to overtake the riders. art To overtake the bunch, the motor-cycles ask the permission of the event or race administration to overtake or, if necessary, of the traffic supervisors. In the race final, motor-cycles must drive in single file behind the last team manager s car. No motor-cycle may overtake the bunch in the final of the mass start road races. At the finish, all the motor-cyclists must make a detour, unless the event or race manager gave exceptional permission. The motor-cycles will be parked in the parking areas reserved for that purpose. Source: Unipublic The motor-cyclist must remain close to his motorbike. 14

17 2>Course Live broadcast motorcycles Source: Unipublic Only one motor-cycle is permitted at the same point in the race. When the breakaway riders are caught up by those following or by the bunch, one of the two motor-cycles following one of the groups must disappear. When the circumstances of the race demand it, only the motor-cycles involved in live broadcasting or the ENG motorcycles, if there is no live broadcast, are permitted to work in a pool, on the request of the event or race administration, and specifically: - in the last km of the intermediate sprints, - in the last km of mountain passes and hill climbs, - in the refreshment zones. The motor-cycle driving level with the bunch must not permanently remain on the inside of the bunch. Motor-cycle-mounted photographers For safety reasons, the organiser may limit the number of motor-cycle-mounted photographers (for example: for the World Cup, the number is limited to 12). To take photos, they shall, in turn, move slowly up to the front of the race; the photographer takes his photo and the motorcyclist shall immediately move back into the screen. art A pool motor-cycle can be designated. It will be the only one authorised to move to the front of the race when required by the event and race administration, depending on how the race is going. 15

18 Only one motor-cycle photographer is permitted ahead of the race: - in the last km of intermediate sprints, - in the last km of mountain passes and hill climbs, - in the refreshment zones, - at the approach to the finish. Where necessary, only the pool motorbike at the rear will be authorised to remain level with the event or race manager s car up to the finish. The motor-cycle-mounted photographers may not take up position between the team managers cars and slow down the line of vehicles. At the finish, photographers wearing a distinguishing garment (a cape) shall line up on either side of the road. art Motor-cycle radio and TV reporters They may only keep level with the riders when they are broadcasting live. When on standby, they must take care not to hinder the work of the other motor-cycles. (art ) To the fore, they may only take up position between two groups of riders when authorised to do so by the event or race administration. In principle, they may not overtake the riders: - In the last km of intermediate sprints, - In the last km of mountain passes and hill climbs, - In the refreshment zones. It shall be forbidden to interview riders as they race. Team managers may be interviewed except during the last 20 kilometres and provided that the interview be conducted from a motor-cycle. art ENG motor-cycles There may only be one ENG motor-cycle in action at any one time. When race circumstances demand it, only the motor-cycles broadcasting live or ENG motor-cycles are authorised to work as a pool, when required by the event or race administration, and in particular: - in the last km of intermediate sprints, - in the last km of mountain passes and hill climbs - in the refreshment zones. Cameramen shall film in profile or 3 4 rear view. They may not film as they overtake the bunch unless the road is wide enough. In the mountains and hill climbs, filming shall be effected from behind. art

19 2>Course Motor-cycles shall never remain near riders unless filming. art Only the motor-cycles involved in live broadcasting shall be permitted to drive just behind the bunch, the other TV motorcycles must drive in single file, on a level with the last team manager s car. Individual and team time trials Before overtaking the riders, prior agreement from an official on a motorcycle or in a car, who follows each of the contestants, is essential. This must be done when the road is wide enough. In this case, no filming must be done while overtaking. During the race, filming is effected from behind. When several motor-cycles are behind the same rider, only one TV motorcycle and one photographer s motor-cycle are authorised to work. The other motor-cycles will drop behind the official car and the team manager s car. In the last three kilometres, overtaking is dangerous and should be avoided as much as possible. When a rider catches up another rider, the car following the latter must allow his pursuer to pass, and drop back behind the contestant whom it was originally following. The following vehicle of a rider who is about to be caught up shall, as soon as the distance between the two riders drops below 100 metres, drop behind the vehicle of the other rider. art The vehicle of a rider who catches up with another may not take up position between the riders until they are at least 50 metres apart. 50 metres. Should this gap subsequently be educed, the vehicle shall drop back behind the second rider. art The motor-cycle escort The motor-cycle escort, which is essential for the safety of cycling events (combination of civilian motor-cyclists, constabulary, police) is involved in protecting the whole bunch, and moves quickly inside it. At the head of the race, it stops all traffic and blocks crossroads until the broom wagon has passed. Its presence will also act as a visual sign for the stationary security along the route, and inform of the bunch s progress. Photo ASO: Bruno Bade 17

20 The motor-cycle escort places itself in front of obstacles, armed with a whistle, in order to warn the riders, and acts as a visual marker. In close contact with the organiser via the Race Radio, it is in constant communication to anticipate all the stages of the progress of the race. Medical service It is recommended that the medical service for road cycle races should be composed of, and function, as follows: Human resources one chief doctor, a sports doctor with experience of cycling, as a general co-ordinator, possibly a deputy doctor, who is a sports doctor or emergency specialist, a qualified nurse (two nurses or one nurse and one physiotherapist if 4 medical personnel), one driver of the doctor s car who is skilled in driving in a race, two qualified ambulance drivers. Vehicles one doctor s car, if possible a convertible, so that a rider can be treated by the side of the vehicle (allow no more than one guest in it for work reasons, and avoid journalists, so as to maintain confidentiality and medical secrecy), one or two ambulances, an ambulance with medical staff is strongly recommended motorbikes should be reserved for the Major Tours. Equipment and material carried by the medical staff The doctor will make sure that he has all the equipment required for his work. All the vehicles must be linked to each other via radio (dedicated channel) and the chief doctor must be linked directly to the event administration. All the staff must have a list of hospitals to which casualties can be evacuated if necessary. All the staff must be in possession of a list of telephone numbers of the emergency services that can be called in case of a serious problem (in France SAMU). The race doctors must have a mobile phone to contact the emergency services if necessary, and to be reached by the attendants if necessary. Photo ASO: Bruno Bade 18

21 2>Course Order of vehicles during the race the first vehicle with the chief doctor positions itself, and remains, behind the Race Manager, the first ambulance, with a nurse, remains behind the team managers with the main bunch, where applicable, the second ambulance with a doctor remains at the end of the race close to the broom car, if a motorbike is present, it follows the breakaway riders in races on the flat and remains available throughout the race in mountain races, this order must remain adaptable depending on the race, the gaps, evacuations,... Blueprint of intervention if there is a fall: Photo ASO: Bruno Bade the doctor s car, which is close to the event or race manager s vehicle, stops behind the place of the fall on the side of the road the doctor gets out of the vehicle as soon as possible the driver walks towards the place of the fall to help the doctor and take instructions: - radio call to an ambulance, - call to the event manager, - call to an emergency service (Samu, fire-fighters,...) or to assist race vehicles to pass 19

22 the ambulance will stop ahead of the fall, close to the rider to be evacuated, taking care not to block the traffic if the race is not stopped the team manager s vehicle will stop ahead of the ambulance whatever race personnel are there must assist, prevent the place of the fall from being invaded, and protect the work of the medical staff (ask the public and the press to keep at a distance, help to put up a blanket to make a screen,...). To intervene in a co-ordinated way, the information relayed on the Race Radio must be swift, clear and precise. To ensure this, the presence and role of the traffic supervisor is of great importance in this case. Vehicle at the rear Just as the organiser will position a vehicle leading the race, which will be either that of the marshal service or the administration, so he will also have a vehicle at the rear of the race This vehicle plays a very important role because it signals to the stationary marshals that the race is finished and that the road can be re-opened to normal traffic users. Protected by the marshals, it represents the last accredited vehicle with a temporary permit to drive in the motorcade. For traffic to be resumed, it is recommended that the drivers parked on the road verges during the riders passage be asked to return to the road at two very distinct times. First, vehicles who are going in the opposite direction of the race, are authorised to drive off, then, (10 to 15 minutes later), the other vehicles are authorised. This is to prevent a jam being created behind the final race vehicle. Prevention and protection against obstacles General Urban developments complicate the organisation of cycle races considerably and make it now essential to offer protection against these obstacles. 20

23 2>Course Notwithstanding any legal and administrative provisions that may apply and the duty of each individual to take due care, the organiser shall ensure that the course does not include any places or situation that could constitute a special danger to the security of riders, attendants, or the public. art The organiser shall, by way of signs, give sufficient prior notice of any obstacle that he can reasonably be expected to know or anticipate and that presents an abnormal security risk for riders and attendants. Hence, the organiser shall in particular take care to ensure the lighting of tunnels so that it is possible, at all points in the tunnel and at its entrance, to make out a car number plate at 10 metres and a dark-coloured car at 50 with the naked eye. (N) The obstacles referred to in the present article shall be indicated in the race programme or technical guide. They shall also be specifically mentioned during the meeting of team managers. art Visual or and/or sound signalling means riders are made aware of these dangers in good time, although the potential danger is always present. Putting up special boards that indicate a narrowing road or a roundabout, placed 200 m and 100 m respectively before the danger, at least creates awareness. Here is an example put in place at the Tour de France: In addition, if a person from the motor-cycle escort places himself in front of the obstacle, using a whistle and waving a flag (preferably yellow), this warns the motorcade of a danger (see page 17). Photo ASO Protecting traffic islands and central reservations by placing bales of wrapped-up hay helps to warn against these obstacles but creates significant costs which are directly borne by the organiser. It is recommended that the hay bales be wrapped up because without that protection, twigs can escape which get deposited on the road and risk causing riders to fall, particularly in bad weather. If such protection, which can be costly, is not put in place, the organisers must indicate in the technical guide and its appendices all the dangerous passages encountered on the itinerary (level crossings, central reservation, island, narrowing roads, sharp bends etc.) in the most effective way, so that there is no doubt about the locations, and so the riders are well informed. 21

24 Photo ASO: J. C. Moreau Warning signs in the form of hay bales may in many cases prove to be very useful, but it must absolutely not spill over onto the road. Special attention must be paid to certain expansion joints in civil engineering works (bridges) if they constitute a danger to the cyclists (large metal plates for example). They can be covered with a rubber tape which is firmly fixed so it remains immobile when the lead vehicles pass over it, or be temporarily filled with plaster. Railway lines which cross the road diagonally must be treated similarly. Even if the organisers clearly have to accept a compromise when it comes to road conditions, they can nevertheless point out in their report of the itinerary a type of obstacle which should be removed, that is markers (hard plastic posts, one metre high, screwed in the ground), which are at the level of the riders legs. Equally, one should avoid, in fact prohibit, putting up a banner, which presents a danger of being caught in the wind if it is torn. 22

25 2>Course Special sports events (sprints, refreshment zone, mountain passes and hill-climbs) The organiser sets up sports events on the course in strategic places. These are vulnerable areas in terms of safety, because the riders sprint or get their lunch bags in the presence of a larger number of people. Riders are very concentrated during sprints or, by contrast, relaxed while taking refreshments. These areas should therefore be protected by barriers, posts or ropes before and after the line. It is advisable that marshals or the organiser s staff (controllers, stewards) are present in these places. Source: RCS The organiser must give special attention to the choice of the refreshment area, and should preferably locate it outside a populated area. The event and race administration will ensure that traffic moves in single-file in this area, depending on the width of the road. The organiser is also advised, after having inspected his course, and based on his good knowledge of the locations, to put up, or have put up, the above-mentioned protections in the areas that are likely to see a large concentration of spectators: crossings of populated areas, the top of hills, unusual stretches Tunnels The organiser is responsible for proper lighting in the tunnels crossed in his race if there is a complete absence of lighting. Level crossing The organiser will make every effort, when planning his itinerary, to avoid crossing level crossings in the race final. However, he will provide information in the technical guide about all the level crossings to be crossed, and will get information from the relevant authorities about the possible coincidence of the race with a train passing, with a view of adapting his timetables. 23

26 3 - Finish When outlining the design of a race, having set out the start which enables everyone to move off in good conditions and then the course with its various components, it is then worth examining the finish, which is a place of pressure and of a day s achievements. Blueprint of finish area Source: RCS 24

27 3>Finish To prevent spectators from spilling onto the road, and to ensure the good conduct and safety of the sprint, a zone of at least 300 metres before the finishing line must be protected by barriers, on each side of the road. These barriers must also be placed beyond the finishing line at a distance of 100 m, in a so-called deceleration zone, to allow the whole of the bunch to cross it in complete safety. Local marshals (police or volunteers) must be integrated very closely and in sufficient numbers into the organisation of the finish, and positioned in consultation with the organiser. The design of the course will show that a detour has been provided, at +/- 200 m from the finishing line, which is mandatory for all the vehicles other that those of the event and race administration. Photo: Unipublic 25

28 Access to the finishing stretch Access to the finishing line, which is the organiser s responsibility, could be managed in co-operation with the local marshals or the organiser s staff, who will ensure that only duly accredited persons are allowed on the final stretch of road. In order to respect the work of professionals such as photographers, cameramen and journalists at the time of the finish, and to ensure good general safety, the role of the vehicle of the event or race manager preceding the riders must be stressed. In fact, it is worth recalling that, for reasons of safety at the time of the finish, it is vital that the riders who will be giving their all are preceded by a vehicle. The motor-cycle-mounted photographers arrive, as a general rule, with the race, and place themselves on the finishing stretch according to the recommendations from a member of the organisation who reserves and equips an area. In order to manage this phase, which is short but very emotionally intense, in the best possible conditions, it is suggested that: the vehicle that precedes the race speeds up in the last 800 metres, in such a way as to cross the finishing line as well as the photographers area at least 10 seconds before the first rider. the photographers are positioned in a fan-shaped arrangement, on both sides of the road, at a reasonable distance from the finishing line (+/- 15 m). The nature of the race (small group or mass sprint), the weather (favourable or adverse wind), the topography of the land, will be aspects to take into account when deciding where to place them. The organiser arranges a reserved area for the photographers (markings on the ground) and delegates a representative who is responsible for making sure that orders are followed. The organiser defines priorities in the allocation of places and of the capes distributed and, if necessary, creates a second fan. Practical experience from races shows that the first screen of photographers should not be greater than 16 persons, 8 on each side of the road. The organiser sets up steps or a podium for the photographers who are not allowed on the finishing stretch. 26

29 3>Finish Une fois franchi cet espace photographes, l attention des organisateurs est attirée sur la zone dite de décélération où se situent généralement les assistants d équipes, les journalistes de presse écrite ou de radio, qui doit être suffisamment étendue dans sa matérialisation pour permettre à l ensemble des coureurs de franchir la ligne d arrivée. Photo ASO: J. C. Moreau Once this photographers area has been crossed, the organisers attention is focused on the deceleration area where the team attendants, journalist of the written press or radio, are normally placed, which must be sufficiently large to allow all the riders to cross the finishing line. 27

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31 This document has been produced with the cooperation of the following individuals and organisations: PCC safety working group: Messrs. Carmine Castellano (President), Miguel Indurain, Charly Mottet, Victor Cordero Mr. Olivier Queguiner, ASO Tour de France - Safety delegate ASO RCS Sport Unipublic Dr Gérard Porte For further information: International Cycling Union CH Aigle Tél Fax Professional Cycling Council: ccp@uci.ch Road Co-ordinator: road@uci.ch

32 CH-1860 Aigle (Switzerland) Tel Fax UCI, E