managed motorways fact sheet purpose...• the highways agency manages the strategic road network in...

http://www.highways.gov.uk/managedmotorways

Safe roads, reliable journeys, informed travellers

An executive agency of the Department for Transport

FACT SHEET1

Our network • The Highways Agency manages the strategic road network in England, which is

made up of approximately 1,700 miles of motorways and approximately 2,700 miles of trunk roads.

• The network makes up 2.4% of all roads in England, but carries 33% of all road traffic and 67% of all freight traffic.

• Traffic forecasts suggest that traffic growth is returning to pre-recession levels, latest figures from Department for Transport forecast 44% growth between 2010 and 20351

• Congestion on the strategic road network is estimated to cost £2 billion per annum, so it is important we tackle the causes of congestion to support the economy and get the country moving.

Managed motorways • Managed motorways support the economy by providing much needed capacity on

the busiest motorways, while maintaining safety for road users and those who work on the roads.

• We are introducing managed motorways where it is the best solution to tackle congestion. We use the most appropriate methods and technology to ensure people can make their journeys reliably and safely.

Managed motorways all lanes running • Is a refinement of the managed motorways design already in operation in various

parts of the country – not a whole new concept. It involves making the hard shoulder available for use as a running lane at all times.

• Managed motorways work. They reduce congestion; they improve journey time reliability by smoothing traffic flow – all achieved through using variable speed limits and giving more capacity to road users by making the hard shoulder available as a traffic lane. We also know that using the hard shoulder can be done without worsening safety.

• On the M42 around Birmingham for example, where a managed motorway has been in operation for a number of years, using the hard shoulder as a running lane has not only reduced congestion and improved journey time reliability, but there is also evidence of improved safety, with frequency of accidents falling by more than half on that stretch.

Managed motorways

Purpose

Congestion on the strategic road network is estimated to cost £2 billion per annum

Managed motorways is a new technology driven approach tackling the most congested parts of our motorway network. It will increase capacity, make journeys more reliable by controlling the flow and speed of traffic and provide driver information displayed on overhead signs

Managed motorways are congestion management schemes

Compared to widening, managed motorways have lower environmental impacts and costs

All lanes running is the most efficient design of managed motorways


Dorking Media Services Design and Publications S130157 Fact sheet 1. © Crown copyright 2013. Printed on paper from well-managed forests and other controlled sources

Dynamic hard shoulder • 38 miles in operation • 50 miles under construction

All lanes running • On over 100 miles of motorway in England - all

schemes to start work by spring 2015

FACT SHEET1

MM-Dynamic Hard Shoulder schemes in operation

MM-Dynamic Hard Shoulder schemes under construction

MM-All Lanes Running schemes

M42 J3a - 7 M6 J25 - 30 M1 J32 - 35a M6 J4 - 5 M6 J5 - 8 M1 J28 - 31 M6 J8 - 10a

M4 J19 - 20 / M5 J15 - 17M25 J5/6 - 7

M1 J10 - 13 M60 J8 – 12M62 J18 - 20M60 J12 - 15M1 J39 - 42M25 J23 - 27M3 J2 - 4aM6 J10a - 13

• We are confident that as each all lanes running scheme is developed, it will provide the additional capacity required, without worsening overall safety on our motorways which are among the safest roads in the world.

• The new design will be applied to all managed motorway schemes starting main construction from 2013 onwards.

Managed motorways provide: • Additional capacity by converting the hard shoulder into an additional running lane.

• Earlier realisation of the benefits than would be achieved through implementing a widening scheme.

• Lower environmental impacts and costs compared to a widening scheme, as managed motorways do not require us to use additional land or to construct an additional lane - by maximising the use of what we already have.

• Increased compliance by controlling and managing the motorway through the use of overhead mandatory speed limits, driver information, CCTV coverage and enforcement.

• The ability to inform drivers of unexpected conditions (such as incidents) through the latest generation of roadside variable message signs.

• Systems to detect the presence of slow moving vehicles and automatically warn approaching drivers of the potential for queues ahead.

• Automatic systems to detect slow-moving vehicles, automatically providing drivers with warnings of queues ahead.

• Providing the operators in the regional control centres with an ability to protect any broken down vehicles by using overhead signs to warn drivers and close lanes before emergency and recovery services arrive. Full CCTV coverage will help quickly verify the locations of incidents.

Managed motorways improve or maintain the excellent safety record of English motorways

Managed motorways

Purpose

1 Road Transport Forecasts 2011 – Results from the Department for Transport’s national Transport Model, Department for Transport, January 2012


Comparison of risk for different carriageway configurations

D3M withoutMIDAS

(inferred from data)Baseline

D3M withMIDAS

(predicted)

D4M no hard shoulder

(predicted)

D4M no hard shoulder with

MIDAS(predicted)

MM-ALR(predicted)

M42 ATM Pilot(actual)

APTR(actual)

Baseline

Less

Ris

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100%

110%

101%

101%

106%

116%

85%90%

96%

68%

Sens

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FACT SHEET2

Managed motorways

Approach to safety

Taking a risk based approachIn order to understand the likely safety performance of an all lanes running scheme, the Highways Agency used a risk based approach. As there is currently no all lanes running motorway scheme in operation, the Highways Agency cannot rely only on past accident statistics to estimate the expected risk of such a scheme. Instead the Highways Agency need to undertake a risk assessment to determine the expected safety performance. This uses a hazard analysis that takes account of road users and road workers and is a proven technique used in many industries such as nuclear, oil and gas, automotive, railways, aviation and defence.

The Hazard LogA hazard log is a database that contains a list of operational hazards, the associated risk from each hazard, and mitigations to reduce the risk to an acceptable level. The Highways Agency’s generic hazard log contains 135 hazards that specifically relate to managed motorways. Each hazard is assessed to understand how often it occurs, how likely it will be to lead to an accident, how severe a typical accident is likely to be and how the risk can be managed. A hazard log approach was first used for the M42 pilot scheme that introduced the successful use of the hard shoulder as a running lane in the UK. The hazard log developed for the M42 has been updated to reflect the different operation of an all lanes running scheme. In addition the Highways Agency have been able to examine the safety performance of all-purpose dual carriageways and motorways in order to predict the relative performance of the all lanes running generic design. The diagram below shows the comparative safety performance of different network types.

Our motorways are amongst the safest in the world and the introduction of all lanes running should not compromise this performance

A risk based approach is used to determine the expected safety performance of an all lanes running scheme

A hazard log is used to assess the risks of an all lanes running scheme and how the risks can be managed

The hazard log provides a strong prediction of the expected safety performance of an all lanes running scheme

The hazard log shows that the all lanes running design is likely to provide safety benefits over and above those on a basic three lanes motorway



FACT SHEET2Managed motorways

Approach to safety

What are the top hazards – how are they affected by MM-ALR?The 20 highest scoring hazards account for around 90% of the total risk and include: driver fatigue, driving too fast, rapid change of general vehicle speed, tailgating, vehicle stopping in a running lane, pedestrians in running lanes and vehicle recovered from refuge area. From analysis the top nine scoring hazards were (in descending order of magnitude): • Driver fatigued – unable to perceive hazards effectively • Individual vehicle is driven too fast • Vehicle stops in running lane – Off Peak • Pedestrian in running lane – live traffic • Tailgating • Vehicle stops in running lane – Peak • Rapid change of general vehicle speed • Maintenance workers setting up and taking down work site • Vehicle recovered from emergency refuge area

Some of the hazards can be mitigated, and the design and use of technology to create a controlled environment where drivers comply with signs and speeds, have allowed the Highways Agency to manage these risks to an acceptable level. So for instance, the hazards of a vehicle being driven too fast or the occurrence of tailgating are mitigated through the use of variable mandatory speed limits and enforcement.

How can we change risk – what can drivers do?The design and operation mitigates some of these hazards, through the use of technology and infrastructure including automatic queue protection, automatic setting of mandatory speed limits, depending on traffic flows and the provision of signs and refuge areas. Drivers also have a major role to play in helping to reduce the risk of incidents on all lanes running schemes by: • Leaving enough space between vehicles, and complying with all signs, especially

speed limits and lane closure signs, e.g. Red X. • Only stopping in an emergency if absolutely necessary and using motorway service

areas, on-slips, off-slips or refuge areas whenever possible. • Preparing the vehicle and themselves prior to undertaking a journey e.g having

enough fuel, regularly serviced vehicle, etc.Graph1: Source: STATS 19, M42 Active Traffic Management (ATM) Hazard Log; Notes: ATM specific accident categories, e.g. ‘Accident in or around Emergency Refuge Areas’ have been taken out of the ATM Hazard Log analysis to make the analysis more readily comparable to the STATS19 data

Comparing risk assessment results and accident dataA comparison between the risks predicted in the M42 hazard log and actual accident performance showed that the hazard log provided a good prediction of the safety performance of the scheme. The same can be expected for all lanes running schemes.

Vehicles collide on or around slip roads (10%)

Vehicles collide while changing or merging lanes (24%)

Vehicles collide in running lanes (55%)

Vehicles collide on or around slip roads (9%)

Vehicles collide while changing or merging lanes (20%)

Vehicles collide in running lanes (49%)

STATS 19 - Personal injury accidents M42 MM Scheme

The Highways Agency can design out some risks and mitigate against others

There are some risks for which only the driver can make a real difference:

Don’t drive tired;

Check your vehicle and avoid unnecessary breakdowns; and

Remember the two second rule – leave sufficient space between you and the vehicle in front;

In addition road users can help to reduce risks:

By complying with signs, especially speed limits and Red X;

By only stopping in emergencies; and

By following safety advice




FACT SHEET3

Vehicle breakdowns on the English motorway network: • The Highways Agency has recorded the following annual rates of causes of

breakdowns, some of which could be prevented by drivers being more prepared and properly servicing their vehicles:o 11,200 run out of fuel o 38,700 tyre failures of which approx. 4,700 require lane closureso 1,650 vehicle fires(Source: Highways Agency command and control incident log April 2010 – Sept 2011)

• Stopping unnecessarily on a hard shoulder is a dangerous activity. On a dual three lanes motorway, hard shoulder accidents account for approximately 8% of fatal accidents. As hard shoulder accidents only account for about 2% of all personal injury accidents, this demonstrates that they have a higher severity than the norm. This is likely to be attributable to the large speed differential between a live lane and the hard shoulder

Managed motorway all lanes running does not reduce breakdown rates – but it will: • Minimise illegal ‘comfort’ stops which outnumber legitimate breakdowns by 5 to 10

times • Provide safe refuge areas at a maximum spacing of 2.5km in which vehicles may

stop in the event of a breakdown. It is likely that the majority of all breakdowns will be able to reach these areas of refuge: o Estimates from an analysis of RAC breakdown call out information suggests that

71% of vehicles suffered faults that would have allowed them to drive to an area of refuge regardless of the distance between refuges (24 months of data to 30 September 2010). Of the remaining 29% there would be a percentage that were able to reach a refuge or exit the network if it were close enough. The Highways Agency’s analysis assumes that a conservative figure of 50% can reach a refuge.

o The high proportion of vehicles able to continue to a refuge area is also supported by the presence of significantly reduced breakdown rates observed on motorway sections where the layout discourages unnecessary stops i.e. where there is no hard shoulder.

• Minimise the length of barrier on the verge, used to restrain vehicles, wherever safe and practical, so that in the event of a breakdown motorists can access the verge and move their vehicle off the live lane. For example:o M1 J32-35A – 25% of the verge will not be behind barrierso M1 J28-31 – 32% of the verge will not be behind barriers

Managed motorways all lanes running will:

Minimise unnecessary and illegal ‘comfort’ stops previously happening on the hard shoulder; and

Provide safe refuge areas

Some breakdowns are avoidable:

73% of hard shoulder stops are for none emergencies

Over 30 motorway breakdowns per day are due to running out of fuel

Managed motorways

Breakdowns

Managed Motorways – All lanes running (MM-ALR)Live lane breakdowns �owchart

Total stops in existing situation(dual 3-lane motorway (D3M))

Removal of illegal stops withMM-ALR and removal of hardshoulder: leaves breakdowns

Removal of breakdowns that can continue to a refuge area under MM-ALR (50% reduction)

Removal of breakdowns that can pull into the verge(10% reduction)

* Based on an average daily single direction flow of 65,000 vehicles

Number:Per day per

carriageway mile*Comment

% of stopsrelative to

D3M

4.68 stops on thehard shoulder and in

a live lane

0.78 breakdowns

100%

16.7%

8.3%

7.5%

0.39 breakdowns notreaching refuge

0.35 breakdowns in alive lane

Breakdowns retaining motive power(supported by RAC figures)

12 breakdowns per million vehicle milesIllegal stops at a rate of 5 x the

breakdown rate

Generic hazard log assumes 10% ofvehicles that cannot reach refuge area

pull into the verge: takes account ofsafety barrier in the verge


FACT SHEET3


Likely number of breakdowns within managed motorway all lanes running schemes:

Managed motorways

Breakdowns

What to do if you breakdown:

What to do if you breakdown:Leave the motorway if possible;

If you cannot leave the motorway, try to get to an emergency refuge area;

If you cannot get to an emergency refuge area, try to get your vehicle off the carriageway or onto the verge if it is safe to do so;

If you have no other choice but to stop in a live lane, if possible try to steer into the grass verge, failing that the central barrier.

If an emergency forces you to stop:

Leave your sidelights on and turn on the hazard warning lights;

Get out of the vehicle by the left-hand door and make sure that all your passengers do the same;

Leave animals in the vehicle or, in an emergency, keep them under proper control on the verge;

If you have reflective jackets in the vehicle wear them. Do not use a warning triangle on the hard shoulder;

Make sure that passengers keep away from the carriageway and hard shoulder, and that children are kept under control. It is best to retreat up the bank, or behind a barrier if this is possible.

Don’t attempt even simple repairs.

Managed motorway all lanes running

If you cannot leave the motorway, you should try to get to an emergency refuge area.From here, contact our staff via emergency roadside telephone for help and information.

If you cannot leave the motorway or reach an emergency refuge area, if possible, try to get your vehicle off the carriageway or onto the verge if it is safe to do so.

If you have no other choice, but to stop in a live lane, if possible try to steer to the central barrier or the grass verge.Put on your hazard warning lights to help other drivers and our staff to see you. If you are in the left hand lane, exit the vehicle via the left-hand door if it is safe to do so (and wait behind the barrier if possible).If for any reason you cannot, or believe that it would be unsafe to, exit the vehicle, or there is no other place of relative safety to wait, you should remain in the vehicle with your seat belt on.

If you stop in an emergency refuge area, you need to contact our control room to alert them to your broken down vehicle.If you stop in a live lane, as traffic builds we’ll be made aware of a problem and be able to verify your location via CCTV cameras.We will use the signs and signals to close lanes in order to protect your stranded vehicle until help arrives. We may also close lanes to allow access for emergency vehicles.


Area 1 Area 2

Area 3

C o n g e s t i o ns t a y i n l a n e

6 0

Area 1 display

Lane closures

Speed limit roundel

National speed limit

Lane divert

Pictogram Text – 2 lines

Area 2 display

Area 3 display

5 0



FACT SHEET4

Driver information will be provided at intervals not exceeding 1500m

On all lanes running, driver information will be provided on overhead variable message signs

Enforcement cameras will be utilised to ensure compliance

Managed motorways will see improved speed compliance compared to a section of dual three lanes motorway

Speed compliance contributes to reducing risk on all lanes running schemes

The ability to dynamically set lower speed limits provides greater protection for road workers, our Traffic Officers and the emergency services

Managed motorwaysThe Controlled Environment

Instructions and information for drivers will be shown on overhead signs. As part of the all lanes running design, we will be using signs known as MS4s in a new way to display information more flexibly than the Highways Agency have done before. The signs will show combinations of speed limits, lane availability patterns, pictograms and text as shown below. Driver information will provided at intervals no greater than 1500m.

This combination enables the Highways Agency control room operators to use signs to:

• Manage incidents • Reduce congestion • Provide timely information to motorists • Improve the performance of the network and • Support the safety of road users, road workers and emergency responders.

When in operation, variable mandatory speed limits will be clearly displayed on overhead signs. The variable speed limits will also be displayed on signs mounted on posts on entry slip roads.


Dorking Media Services Design and Publications S130157 Factsheet 4. © Crown copyright 2013. Printed on paper from well-managed forests and other controlled sources

FACT SHEET4Managed motorwaysThe Controlled Environment

Variable mandatory speed limitsWhen a variable mandatory speed limit is displayed, it applies across all lanes of the motorway from that point on, until a de-restriction (national speed limit, or amended speed) is displayed.

When no speed limit is displayed, the national speed limit will apply.

Enforcement of speed complianceThrough the use of fixed message signs, drivers will be advised when they are entering a speed enforcement area. Mandatory speeds displayed on sections of managed motorway all lanes running will be enforced using digital enforcement cameras, enabling the detection and collection of evidence in

relation to speeding offences, and supporting the prosecution process.

Expected benefits/ Impact on driver behaviour • Existing managed motorway schemes have shown very good speed compliance at

50, 60 and 70mph [1], but lower compliance with 40mph speeds.

• Based on this and other motorway environments, such as controlled motorways and existing managed motorway schemes, the Highways Agency expect to see an improvement in speed compliance compared to a dual three lanes motorway.

• Speed compliance contributes to reducing risk on managed motorway all lanes running schemes.

• This is accounted for in the all lanes running hazard assessment.

• The aim is for drivers to comply with the signs and speed limits. Enforcement is one element to achieving this, along with educating, providing information so that drivers understand what is required of them and why.

• There will be speed enforcement signs as part of this.

Ongoing review of usage of reduced speed limitsWith lower compliance at 40mph on other managed motorway schemes, we have reviewed how they are used. As a result the 40mph limit will not be used so far in advance of a lane closure. The first signal that the driver will see will typically be for 60mph, the next signal(s) with divert arrows will have 50mph, with 40mph only used at the lane closure itself.

[1] – M42 MM Monitoring and Evaluation Report Three Year Safety Report




FACT SHEET5

In order to provide us with increased assurance of the managed motorways all lanes running design concept and to test optimum design configurations, a series of simulator and computer based assessments were carried out at the Transport Research Laboratory (TRL). The trials, involving selected members of the public, tested driver behaviour and understanding of the new concept. Participants were representative of the UK driving population, and had no previous experience of driving on managed motorways.

A speed limit spacing simulator study A driving simulator trial was undertaken to investigate the effects on driver behaviour of information signs provided at varying intervals of between 500m and 3,000m. A combination of the simulator and questionnaires were used with 96 members of the public to assess their compliance with speed limits and the effect that the mandatory nature of speed limits had on their behaviour.This trial demonstrated that drivers time spent above the speed limit, plus 10%, was only significant for the longest spacing between information points of greater than 2000m. Based on these findings an optimum spacing of up to 1500m was deemed appropriate.

Understand the signsA computer-based trial was undertaken to investigate the speed and accuracy of drivers’ understanding of information presented on different technology. This study found that: • The comprehension of information presented on the verge mounted variable message

sign (known as MS4s) was found to be greater than or equal to the same information displayed on a gantry;

• For both options (MS4 & gantry), the accuracy levels of the participants’ responses to speed limit and lane closure information was very high (more than 95%);

• Response times to speed limit and lane closure information communicated via either MS4 or gantries did not differ considerably;

• The differences in response times for varying designs of lane closure depicted on a MS4 sign were negligible.

• The results of this study support the use of MS4 signs to provide driver information.

Design comparison simulator studyWe used a driver simulation to examine driver behaviour in three scenarios (MS4 only, portal gantry only, and a mix of both). This study showed that across the three different designs:- • Only a very small difference in mean speeds (1mph); • No statistically significant difference in “surfing” behaviour; • No statistically significant difference in the percentage of time spent more than 10%

above speed limit; • Participants reported a high degree of certainty of speed limit across all three scenarios.

Simulator used to compare driver behaviour when communicating information at different spacings along the motorway

Based on the findings, a maximum spacing of 1500m was selected

Simulations were also undertaken to compare driver behaviour when communicating information via different technology and infrastructure

Understanding of information presented on a single verge mounted MS4 sign was found to be greater than or equal to the same information displayed on a gantry

Managed motorways

TRL Driving Simulator



FACT SHEET5Within the MM-ALR environment:

91% of participants correctly identified the speed limit

94% of participants correctly identified which lanes were open to traffic

75% of participants found the all lanes running environment to be just as clear as the environment consisting of gantry-mounted signals only

Participants drove, on average, 1.2% slower in the all lanes running environment than in a three lanes motorway environment without variable speed limits and with comparable traffic conditions

Number of people involved in the trials ranged from 48 to 96 depending on size and nature of the trial. As a comparison, the M42 pilot simulator trials used 72 participants

Managed motorways

TRL Driving Simulator

Understanding guidance in a managed motorway all lanes running environmentParticipants were asked approximately 300m after passing an MS4 sign:

“What is the speed limit?”

Then

“How confident are you that your answer is correct?”

• After seeing a 60mph on a gantry then an MS4 sign: 91% of participants correctly identified the speed limit

• After seeing a 40mph for the first time on an MS4 sign: 75% of participants correctly identified the speed limit

Participants were asked either at the beginning of the all lanes running section or shortly before the diverge at the end of the section:

“In an emergency, if you needed to stop your vehicle, where would be a safe place to do so?”

Having just passed the “Refuge areas for emergency use only” sign:

Majority (50%) said emergency refuge area, with 15% saying the verge. Some also said Lane 1 (19%) or hard shoulder (15%).

Summary of resultsSimulator trials showed that a managed motorway all lanes running layout could maintain the controlled environment demonstrated by existing dynamic hard shoulder managed motorway schemes. Visibility trials showed that an MS4 sign provides all the necessary optical performance for providing driver information in a managed motorways environment.There is no compelling evidence from observed driver behaviour on existing schemes to suggest that managed motorways all lanes running will operate in a significantly different way to other managed motorways.The Highways Agency has commissioned studies that have demonstrated, to a high level of confidence, that the managed motorways all lanes running design will provide road users with “adequate guidance”.1

First Study - MM2 Concept Development Simulation Studieshttp://www.highways.gov.uk/knowledge/projects/managed-motorways-2-concept-development/

Second Study - Future Managed Motorways Concept Development Simulation Studieshttp://www.highways.gov.uk/knowledge/projects/future-managed-motorways-concept-development-simulation-studies/

Footnote 1 [Section 85 (1) of the Road Traffic Regulation Act 1984 (RTRA) states that:“For the purpose of securing that adequate guidance is given to drivers of motor vehicle as to whether any, and if so what, limit of speed is to be observed on any road, it shall be the duty of the Secretary of State, in the case of a road for which he is the traffic authority to erect and maintain traffic signs in such positions as may be requisite for that purpose.’’]


Managed motorways all lanes runningThe design of managed motorways all lanes running is not fundamentally different to those sections of the existing motorway network that do not have a hard shoulder. However, it has the added advantage of providing technology to detect and monitor incidents that are happening on the network, coupled with dedicated systems able to communicate appropriate advice or instructions to drivers, such as lane availability or mandatory speed limits. When these are used together, they help to create a controlled environment that leads to safe and more reliable journeys with smoother traffic flows.

The design features of a managed motorway all lanes running scheme include: • Permanently removing the hard shoulder, to eliminate the complex operational

processes required on existing dynamic managed motorways that inform drivers when the hard shoulder is available for use;

• A queue protection system to continuously monitor the flow of vehicles and alert drivers to slow moving or stationary vehicles ahead;

• A congestion management system to determine the speed limit(s) necessary to keep traffic flowing smoothly;

• Signs to display mandatory speed limits as appropriate when a speed restriction is generated, as well as lane closure details and other instructions and information.

• Signs to display messages about accidents and congestion that may have occurred several junctions ahead to allow drivers to slow down or to take an alternative route;

• Emergency refuge areas at a maximum of 2,500m. These can include purpose built refuge areas as well as hard shoulders on slip roads, motorway service areas, and exiting the network completely.

On an all lanes running section of motorway, drivers do not have to question whether the hard shoulder is open or not.

Signs mounted at the verge provide enhanced driver information including the informing drivers of the speed limit and

the availability of lanes

EmergencyRefuge Area

CCTV to monitor traffic conditions including

during incidents

Signed cameras monitor traffic speeds for

enforcement purposes

Loops hidden in the road allow monitoring

of traffic flows



FACT SHEET

6

Managed motorways

Design

All lanes running includes permanent conversion of the hard shoulder to a controlled running lane

Emergency refuge areas provided at maximum intervals of 2,500m

Driver information through variable mandatory speed limits on overhead signs

Queue protection and congestion management system

Full low light CCTV coverage

Emergency roadside telephones provided in all dedicated emergency refuge areas

Additional capacity, helping to tackle congestion

Lower environmental impacts and costs compared to a widening scheme

Count-down signs for drivers advising them on the distance to the next emergency roadside telephone

For more details see: Interim Advice Note 161 Managed Motorways – All lanes running http://www.dft.gov.uk/ha/standards/ians/

Illustrative drawing of Managed Motorways – All Lanes Running (v8.0 – 22/03/2013)

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MM-ALR Additional signing required:

As per existing standards: Count-down markers Marker posts•••

••

Driver location signs

As described in IAN 161:No HS for x signERT advance signing

The above signs have not been shown on this figure for clarity.



FACT SHEET

6Managed motorways

Design


Instruction and information for drivers will be shown on overhead message signs (MS4).Managed motorways all lanes running utilises over head signs in a new way to display information more flexibly than has been done before, showing combinations of speed limits, lane closure patterns, pictograms and text. Traffic Officer patrols are likely to be able to clear the majority of vehicles that break down in live lanes to an emergency refuge area, which are provided at regular intervals.With the removal of the hard shoulder, the number of live lane obstructions is expected to increase. Since a proportion of the vehicles that would previously have stopped on the hard shoulder will now be unable to reach the next refuge area, exit slip or get onto the verge, they will therefore have no option but to stop in one of the live lanes. The Highways Agency has tried and tested procedures to deal with vehicles broken down in live lanes, and is able to move most vehicles to a refuge area.

Comprehensive CCTV coverage means that incident details can be verified quickly. All sections of managed motorway all lanes running will have full CCTV coverage, allowing regional control room operators to confirm incidents quickly, set the most appropriate signs for that incident and allow them to set the most appropriate lane closures for emergency responders access if required.

The managed motorway all lanes running design provides a controlled environment. The use of reduced speed limits in congested conditions will tend to reduce the number and severity of accidents, and will protect the back of a queue from the risk of secondary incidents.



FACT SHEET7

Managed motorways

Incident management

The all lanes running design provides a controlled environment

Instruction and information for drivers will be shown on overhead signs

Full CCTV coverage means that incident details can be verified quickly

Emergency refuge areas are provided at regular intervals

Traffic Officer patrols are likely to be able to clear the majority of vehicles that break down in live lanes

Incidents will be detected in the same way as on current managed motorways sections

Access to the scene will be facilitated in the same way as on current managed motorways

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If an

em

erge

ncy

resp

onde

r dis

cove

rs a

n in

cide

nt, t

hey

shou

ld c

onfir

m it

to th

e re

gion

al

cont

rol c

entre

as

soon

as

poss

ible

, by

prov

idin

g th

e re

leva

nt d

etai

ls a

nd p

refe

rabl

y us

ing

the

reco

gnis

ed c

omm

unic

atio

ns

chan

nels

.

The

RCC

will

mak

e a

deci

sion

on

the

mos

t ap

prop

riate

acc

ess

rout

e fo

r em

erge

ncy

resp

onde

rs a

nd a

dvis

e th

em a

ccor

ding

ly. T

his

may

nee

d to

cha

nge

durin

g th

e co

urse

of t

he

inci

dent

.

Whe

re a

ppro

pria

te, s

igns

and

sig

nals

will

be

set t

o cl

ear a

nd p

rote

ct th

is ro

ute.

Typi

cally

a re

d X

sign

will

be

set a

bove

the

sele

cted

acc

ess

rout

e to

clo

se th

e la

ne(s

) to

traffi

c. S

uppo

rting

var

iabl

e m

essa

ge s

igns

will

be

set

to re

info

rce

the

clos

ure

inst

ruct

ion

and

war

n ap

proa

chin

g m

otor

ists

.

If th

e ha

rd s

houl

der i

s no

t ope

n it

will

gen

eral

ly

prov

ide

the

mos

t effe

ctiv

e ro

ute

for e

mer

genc

y re

spon

ders

to a

cces

s th

e in

cide

nt.

Once

at a

n in

cide

nt s

cene

the

lead

resp

onde

r sh

ould

inst

ruct

the

setti

ng o

f sig

ns a

nd

sign

als

in th

e vi

cini

ty o

f the

sce

ne. W

ider

are

a si

gnal

ling

is th

e re

spon

sibi

lity

of th

e RC

C.Te

mpo

rary

phy

sica

l clo

sure

s w

ill b

e im

plem

ente

d by

atte

ndin

g tra

ffic

offic

ers.

The

RCC

will

not

var

y an

y of

the

sign

s an

d si

gnal

s in

the

vici

nity

of t

he in

cide

nt w

ithou

t fir

st in

form

ing

the

lead

resp

onde

r, un

less

an

imm

edia

te s

afet

y ne

ed b

ecom

es e

vide

nt

thro

ugh

CCTV

.Si

gns

and

sign

als

will

be

set t

o pr

otec

t the

in

cide

nt a

nd th

e ba

ck o

f the

que

ue. T

he R

CC

will

con

tinue

to m

onito

r tra

ffic

cond

ition

s th

roug

hout

the

dura

tion

of e

ach

inci

dent

to

ensu

re th

at th

e si

gns

and

sign

als

set r

emai

n ap

prop

riate

to th

e co

nditi

ons.

The

RCC

is re

spon

sibl

e fo

r set

ting

sign

s an

d si

gnal

s to

faci

litat

e th

e re

-ope

ning

of t

he

carr

iage

way

and

the

safe

dis

pers

al o

f tra

pped

or

con

gest

ed tr

affic

.Th

e RC

C w

ill s

et s

igns

and

sig

nals

to m

anag

e th

e tra

ffic

in th

e vi

cini

ty o

f the

inci

dent

and

up

stre

am o

f the

inci

dent

to a

ssis

t in

the

retu

rn

to n

orm

al o

pera

tions

.If

the

hard

sho

ulde

r is

to b

e op

ened

to tr

affic

af

ter t

he in

cide

nt h

as b

een

clea

red,

the

RCC

will

follo

w th

e no

rmal

har

d sh

ould

er o

pera

ting

proc

edur

e.Th

e RC

C w

ill e

nsur

e th

at a

ll si

gns

and

sign

als

rela

ting

to th

e in

cide

nt a

nd a

ssoc

iate

d tra

ffic

man

agem

ent m

easu

res

have

bee

n cl

eare

d at

the

appr

opria

te ti

me

in a

ccor

danc

e w

ith

exis

ting

proc

edur

es.

Proc

edur

es fo

r man

aged

mot

orw

ays

all l

anes

runn

ing

Inci

dent

s w

ill b

e de

tect

ed in

exa

ctly

the

sam

e w

ay a

s cu

rren

t man

aged

mot

orw

ay s

chem

es.

Acce

ss to

the

scen

e w

ill b

e fa

cilit

ated

in th

e sa

me

way

as

on c

urre

nt m

anag

ed m

otor

way

sc

hem

es. A

ppro

pria

te s

igns

and

sig

nals

will

be

set o

n M

S4s

rath

er th

an o

verh

ead

gant

ries

and

the

pref

erre

d ac

cess

rout

e w

ill b

e co

nsid

ered

.

The

scen

e w

ill b

e m

anag

ed in

the

sam

e w

ay a

s cu

rren

t man

aged

mot

orw

ay s

ectio

ns.

The

retu

rn o

f the

net

wor

k to

nor

mal

ope

ratin

g co

nditi

ons

will

be

carr

ied

out i

n th

e sa

me

way

as

on

curr

ent m

anag

ed m

otor

way

sec

tions

.

Man

aged

mo

torw

ays

Inci

den

t man

agem

ent




FACT SHEET

8

Road workers do a vital job, but theirs is one of the highest risk occupations in the UK. The Highways Agency places road worker safety as a priority and has worked alongside the industry to apply ‘design for maintenance’ principles to the development of all lanes running schemes.

Reduced maintenance requirements compared to existing managed motorways • The design specification for all lanes running reduces the overall amount of roadside

infrastructure requiring maintenance, for example:

o One verge-side variable message sign, known as an MS4, can do the job of a gantry that would have five separate matrix units;

o Requirements for CCTV coverage have been amended so that the overall number of units can be rationalised (while ensuring that coverage still gives a safely operable scheme).

• Most of the technology on all lanes running schemes will be able to be accessed remotely. This means that investigations of any faults and re-boots can be carried out from a control centre, reducing the need for engineers to work on the motorway network.

Reducing risk to maintenance providers • The Agency has developed an approach to setting out roadworks on sections of

all lanes running, which will facilitate safe working:

o Safe locations to start cone tapers are identified in advance. This will allow all lanes running sections to be broken into fixed lengths, so that maintenance lane closures will always start from a fixed point;

o Permanently placed variable message signs will provide road users with information as they approach the closure and eliminate the highest risk activity for road workers – that of placing out the advance information signs;

o Once advance signs are remotely activated, coning out of a works area can continue as on any other motorway from the nearside or the offside. Carriageway crossings are not required;

o The Agency is trialling solutions to allow the all lanes running technology such as MS4s to help inform the travelling public at road works.

• The Agency has worked closely with maintainers, designers and experts to develop new solutions; for example a well received industry day was hosted in March 2013 to share progress and ideas.

The design and operation of managed motorways all lanes running seeks to minimise the need for roadworks by reducing the amount of roadside infrastructure and equipment

All lanes running design shifts the majority of infrastructure and equipment to the nearside to reduce undesirable offside closures

Most technology will have the ability to be remotely accessed, further reducing the need for roadside visits

Fixed taper positions and permanent signs eliminate high risk tasks during works set out

All lanes running can be maintained without requiring road workers to cross live carriageways

Placing cones for the taper can proceed on all lanes running as it does on existing motorways

Managed motorways

Maintenance


Man

aged

mot

orw

ays

Traf

fic M

anag

emen

t St

rate

gyTh

e re

mov

al o

f the

har

d sh

ould

er m

eans

that

co

nven

tiona

l met

hods

of i

nsta

lling

tem

pora

ry tra

ffic

man

agem

ent c

an n

ot b

e re

tain

ed. A

stra

tegy

fo

r the

pla

cing

, mai

ntai

ning

and

rem

oval

of

tem

pora

ry tr

affic

man

agem

ent i

ncor

pora

tes

the

use

of p

erm

anen

tly lo

cate

d re

mot

e co

ntro

lled

adva

nce

war

ning

sig

ns in

the

verg

e an

d ce

ntra

l re

serv

e, o

pera

ted

by th

e m

aint

enan

ce s

ervi

ce

prov

ider

and

in c

onju

nctio

n w

ith fi

xed

tape

r lo

catio

ns.

Th

is w

ill p

rovi

de a

dvan

ce te

mpo

rary

traf

fic

man

agem

ent s

igni

ng c

over

age

for a

ll la

ne

clos

ures

.

To fu

rther

sup

port

thes

e si

gns,

rele

vant

lane

cl

osur

e in

form

atio

n w

ill b

e sh

own

by th

e ov

erhe

ad

sign

s fo

r the

pla

cing

, mai

ntai

ning

and

rem

oval

of

tem

pora

ry tr

affic

man

agem

ent t

hrou

gh a

re

ques

t to

the

loca

l Hig

hway

s Ag

ency

Reg

iona

l Co

ntro

l Cen

tre.

Job

brie

f S

uper

viso

r, or

oth

er c

ompe

tent

per

son

shou

ld e

nsur

e th

at a

pr

e-w

orks

brie

fing

is u

nder

take

n fo

r all

of th

e tra

ffic

man

agem

ent

op

erat

ives

prio

r to

the

com

men

cem

ent o

f wor

ks, t

his

incl

udes

lo

catio

n of

clo

sure

(fixe

d ta

per p

oint

ID) t

ype

and

leng

th o

f clo

sure

tole

avin

g th

e de

pot,

the

man

agem

ent v

ehic

le w

ill

be

che

cked

by

the

TM o

pera

tives

to e

nsur

e al

l bea

cons

,

di

rect

iona

l arr

ow a

nd w

arni

ng li

ghts

are

in g

ood

wor

king

ord

er

and

that

onl

y eq

uipm

ent i

n an

acc

epta

ble

cond

ition

is d

eplo

yed.

Inst

alla

tion

of th

e cl

osur

e in

stal

latio

n of

the

tape

r and

wor

ks a

cces

s, th

e on

foot

op

erat

or w

ill p

ositi

on th

emse

lves

in th

e fo

otw

ell o

f the

TM

veh

icle

m

anag

emen

t veh

icle

will

pro

gres

s fo

rwar

d w

ith th

e

TM o

pera

tive

plac

ing

cone

s an

d la

mps

out

at s

peci

fied

spac

ings

fro

m th

e liv

e tra

ffic

side

of t

he v

ehic

le w

orki

ng fr

om th

e fo

otw

ell

or

wor

king

pla

tform

. Thi

s op

erat

ion

cont

inue

s to

the

desi

gnat

ed

en

d of

the

clos

ure

the

clos

ure

has

been

fully

inst

alle

d, th

e RC

C sh

ould

be

co

ntac

ted

to s

witc

h of

f the

var

iabl

e si

gns

and

sign

als

that

wer

e

set t

o su

ppor

t the

pla

cem

ent o

f the

clo

sure

Sup

ervi

sor w

ill c

onta

ct th

e re

leva

nt m

aint

enan

ce c

ontra

ctor

to

adv

ise

them

that

the

clos

ure

has

been

est

ablis

hed.

Adva

nce

Sign

ing

to p

laci

ng th

e ad

vanc

ed s

igni

ng,

cou

nts

shou

ld b

e

take

n fro

m a

pla

ce o

f saf

ety

(this

cou

ld b

e an

ups

tream

junc

tion,

mot

orw

ay s

ervi

ce a

rea,

on-

slip

)

the

sam

e sa

fe lo

catio

n, th

e Re

gion

al C

ontro

l Cen

tre s

houl

d

be c

onta

cted

to p

rovi

de d

etai

ls o

f the

clo

sure

and

requ

est t

hat

th

e va

riabl

e si

gns

and

sign

als

are

set t

o su

ppor

t the

pla

cem

ent

of th

e cl

osur

e

sup

ervi

sor w

ill a

ctiv

ate

the

rem

ote

cont

rolle

d gr

ound

leve

l

si

gns

asso

ciat

ed to

the

fixed

tape

r poi

nt to

dis

play

the

lane

clo

sure

confi

gura

tion

TM

cre

w w

ill d

rive

tow

ards

the

loca

tion

of th

e ta

per

poin

t, vi

ewin

g th

e ad

vanc

e si

gns

so to

ens

ure

they

are

acc

urat

ely

set.

Rem

oval

of t

he c

losu

re re

ceiv

ing

from

the

mai

nten

ance

con

tract

or th

at a

ll

w

orks

are

com

plet

e th

e TM

cre

w p

roce

ed to

a p

lace

of s

afet

y an

d

ob

serv

e tra

ffic

flow

s so

to e

nsur

e th

ey a

re s

uffic

ient

ly lo

w e

noug

h

the

sam

e sa

fe lo

catio

n, th

e Re

gion

al C

ontro

l Cen

tre s

houl

d be

cont

acte

d to

requ

est t

hat t

he v

aria

ble

sign

s an

d si

gnal

s ar

e se

t to

supp

ort t

he re

mov

al o

f the

clo

sure

TM

cre

w w

ill d

rive

tow

ards

the

loca

tion

of th

e cl

osur

e, v

iew

ing

th

e ad

vanc

e si

gns

so to

ens

ure

they

are

acc

urat

ely

set

m

anag

emen

t veh

icle

will

ent

er th

e cl

osur

e vi

a th

e w

ork

acce

ss, s

witc

h on

the

vehi

cles

war

ning

bea

cons

/bar

ligh

ts a

nd

low

erin

g th

e ve

hicl

es c

ushi

on b

efor

e sw

itchi

ng o

n th

e lig

ht a

rrow

so

th

at it

is d

irect

ing

the

flow

of t

raffi

c aw

ay fr

om th

e cl

osed

lane

and

trave

l for

war

d w

ithin

the

clos

ure

to th

e la

st c

one

at t

he la

st c

one

the

man

agem

ent v

ehic

le w

ill re

vers

e

ba

ck th

roug

h th

e cl

osur

e, w

hile

the

TM o

pera

tive

wor

king

from

the

foot

wel

l will

rem

ove

the

cone

s of

f the

car

riage

way

and

ont

o th

e

traffi

c m

anag

emen

t veh

icle

bac

k to

the

tape

r.

Esta

blis

hing

the

tape

r

be

acon

s/ba

r lig

hts

befo

re s

tarti

ng to

slo

w d

own.

The

veh

icle

’s

cush

ion

will

be

low

ered

and

ligh

t arr

ow s

witc

hed

on s

o th

at it

is

di

rect

ing

the

flow

of t

raffi

c aw

ay fr

om th

e cl

osed

lane

arr

ival

at t

he

tape

r poi

nt, t

he v

ehic

le w

ill b

e br

ough

t

to

a h

alt a

nd tw

o TM

ope

rativ

es w

ill e

xit t

he v

ehic

le fr

om th

e no

n-

tra

ffick

ed s

ide

one

posi

tioni

ng th

emse

lves

on

the

back

of t

he

vehi

cle

to d

rop

off t

he c

ones

and

the

othe

r on

the

non

traffi

cked

side

of t

he c

arria

gew

ay

the

TM v

ehic

le n

ow in

pos

ition

at t

he s

tart

of th

e ta

per,

the

fir

st c

ones

will

be

drop

ped

off t

he T

M v

ehic

le a

nd p

ositi

oned

to

crea

te th

e ta

per w

hile

als

o pl

acin

g th

e se

quen

tial l

amps

wor

ks a

cces

s si

gn w

ill b

e in

stal

led

at th

e en

d of

the

tape

r

sh

owin

g ac

cess

into

the

clos

ure.

Rem

oval

of t

he ta

per

the

clos

ure

cone

s ha

ve b

een

rem

oved

the

man

agem

ent

ve

hicl

e w

ill c

ontin

ue to

reve

rse

upst

ream

to th

e ta

per.

The

foot

wel

l

oper

ativ

e w

ill p

ick

up th

e ta

per c

ones

from

the

traffi

cked

sid

e of

the

ve

hicl

e un

til s

uch

time

as th

e ta

per b

ecom

es to

o na

rrow

. The

re

mai

ning

con

es w

ill th

en b

e po

sitio

ned

by a

n op

erat

ive

wal

king

the

cone

s ei

ther

ont

o th

e rib

line

rem

ovin

g th

e ta

per c

ones

, the

ope

rativ

es w

ill e

nsur

e th

at th

e

tra

ffic

man

agem

ent v

ehic

le h

as b

een

load

ed s

afel

y an

d se

cure

ly pu tliub sah elcihev eht neh

W .enal eht morf ya

wa

erofeb

enou

gh s

peed

, the

ligh

t arr

ow m

ust b

e sw

itche

d of

f and

the

cush

ion

ra

ised

prio

r to

indi

catin

g an

d th

e pu

lling

into

the

near

side

lane

(if

ap

plic

able

)

m

anag

emen

t veh

icle

will

trav

el b

ack

to a

pla

ce o

f saf

ety

and

de-a

ctiv

ate

the

rem

ote

cont

rolle

d ad

vanc

e w

arni

ng s

igns

.

Follo

wed

the

RCC

and

requ

estin

g th

at th

e su

ppor

ting

varia

ble

sign

s an

d si

gnal

s ar

e al

so s

witc

hed

off.

• Th

e

• Pr

ior

• Pr

ior

• At

• Th

e

• Th

e

• Up

on

• W

ith

• A

• Fo

llow

ing

• Th

e

• On

ce

• Th

e

• Up

on

• At

• Th

e

• St

artin

g

• Th

e

• W

hen

• Up

on

• Th

e

by

pulli

ng

cont

actin

g

• 80

0 ya

rds

yard

s to

the

clos

ure

the

traffi

c m

anag

emen

t veh

icle

is to

ta

ke u

p a

posit

ion

relev

ant t

o th

e lan

e clo

sure

, sw

itch

on v

ehicl

e w

arni

ng

FACT

SHE

ET 8


Red X

Incidents

If you breakdown

Facts Your vehicle

Hard shoulder

What you’ll see



FACT SHEET9

The need for driver informationThere are various safety risks on the motorway. For all lanes running, we have tackled some of these through design, and others can be reduced through driver behaviour. In fact, some of the top hazards the Highways Agency have identified on sections of all lanes running are the same as those on other sections of motorway – those stemming from driver behaviour such as fatigue, speeding, tailgating, etc.

For example, over 11,200 people broke down on the motorway in 2012 because they ran out of fuel; 38,700 people broke down because their tyres failed. If these breakdowns were eliminated through good preparation and maintenance, it could make all roads – not just all lanes running schemes – safer.

The messages we need to get acrossA new driver awareness campaign has been developed for all lanes running, building on the concepts of the ‘make time for winter’ campaign. The campaign’s aim is to help drivers understand how to drive on different types of managed motorways, understand the environment and know what to do if they break down. Key areas of the campaign are:

A new driver information campaign is being developed for managed motorways all lanes running

The campaign will:Advise drivers how to drive on different types of managed motorways

Help drivers understand the environment

Help drivers know what to do if they break down

The campaign material will be distributed through a wide range of channels and through close working with partners

Managed motorways

Driver information

Red X Understanding and complying with signs such as Red X What You’ll See Features of managed motorways, with links to individual scheme pagesIncidents Management, traffic officers, emergency services, setting signsFacts Facts regarding safety, congestion Hard Shoulder Messages about hard shoulder abuse and safety If you breakdown Advice for drivers in the event of a breakdown . . . what do I do? Your vehicle Advice, how to avoid breakdowns, planning journeys

This last element is about drivers being prepared for their journey and ensuring that their vehicle is regularly serviced so that they are less likely to break down.

The Highways Agency is working closely with their partners to ensure consistency and make the most of opportunities to join-up activity. The Highways Agency will be making a toolkit of information and materials available to partners to use when talking about managed motorways to audiences throughout 2013-14, and onwards.



FACT SHEET9The messages we need to get acrossThe following diagram shows how the top hazards for our motorways build up the risk profile for the baseline of a dual three lanes motorway (D3M) and for managed motorways all lanes running (MM-ALR). The size of each hazard represents the size of the risk.

0

20

40

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D3M Baseline* MM-ALR

H10 Driver Fatigued - unable to perceivehazards effectivelyH37 Individual vehicle is driven too fast

H136 Vehicle Stops in Running Lane - Off Peak (Event)H67 Pedestrian in running lane - live traffic

H91 Tail gating

H129 Vehicle stops in running lane - Peak

H76 Rapid change of general vehicle speed

H52 Maintenance workers setting up andtaking down work site

H119 Vehicle recovered from ERA

Other

The hazards above could be influenced by a driver information campaign, for example through:

Advising drivers to take regular breaks on a long journey to prevent fatigue;

Reducing speed related risk by reminding drivers about compliance with mandatory speed limits;

Reminding drivers to avoid stopping their vehicle in live lanes and to use the emergency refuge areas;

Reminding drivers only to use a refuge area for emergency stops;

Explaining to drivers the risks faced by our maintenance workers and asking them to take care when workers are setting up and taking down works sites.

Through the information campaign, the Highways Agency aim is that drivers will understand and appreciate the safety benefits of the controlled environment. Correctly interpreting the information provided through a combination of regularly spaced mandatory speed signals, speed enforcement, and comprehensive CCTV coverage will reduce these risks significantly.

Managed motorways

Driver information

*D3M = dual three lanes motorway, with hard shoulder


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