purpose fact sheet 01 safe roads, reliable journeys...

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

An executive agency of the Department for Transport

Safe roads, reliable journeys, informed travellers

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 year, so it is important we tackle the causes of congestion to support the economy and get the country moving.

Smart motorways

• Smart motorways use variable speed limits to smooth traffic flow and reduce congestion, and also make use of the hard shoulder as a temporary or permanent traffic lane.

• They 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.

• Smart motorways work; they reduce congestion and improve journey time reliability - all achieved through variable speed limits and controlled use of the hard shoulder.

• Existing schemes have shown that the hard shoulder can safely be used in this way, and new smart motorways are being introduced where this is the best solution for tackling congestion.

• On the M42 around Birmingham for example, where a smart 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.

Smart motorwaysPurpose

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

Smart motorways is a new technology driven approach tackling the most congested parts of our motorway network. It increases capacity and makes journey times more reliable by controlling the flow and speed of traffic and providing driver information on overhead signs

Smart motorways are congestion management schemes

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

All lane running is the most efficient design of smart motorways

FACT SHEET 01


Dorking Media Services Design and Publications S140025 Fact Sheet 1. © Crown copyright 2014. Printed on paper from well-managed forests and other controlled sources

Smart motorways all lane running

• Is a refinement of the smart 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.

• Smart 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.

• We are confident that as each all lane 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 is being applied to all smart motorway schemes starting main construction from 2013 onwards.

Smart motorways provide:

• Additional capacity by converting the hard shoulder into an additional running lane.

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

• Lower environmental impacts and costs compared to a widening scheme, as smart motorways can be built without purchasing additional land or constructing an additional lane - making best use of the existing road space.

• 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.

• The 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 helps quickly verify the locations of incidents.

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

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

Smart motorwaysPurpose

FACT SHEET 01


Comparison of risk for different carriageway configurations

3-lane motorway without MIDAS

3-lane motorway

with MIDAS

4-lane motorway (no hard shoulder)

4-lane motorway(no hard

shoulder with MIDAS)

ALR / All lane running

M42 pilotA-road

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Smart motorwaysApproach to safety

Taking a risk based approachIn order to understand the likely safety performance of an all lane running scheme, the Highways Agency used a risk based approach. As there was no existing all lane running scheme in operation, it was not possible to rely on past accident statistics. Instead the Highways Agency needed 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 smart 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 lane 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 lane running generic design. The diagram below shows the comparative safety performance of different network types.

Comparing risk assessment results and accident data

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

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

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

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

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

FACT SHEET 02



What are the top hazards – how are they affected by 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 setting of 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 lane 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

A 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 lane 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 SM 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

Smart motorwaysApproach to safety

FACT SHEET 02




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.

Smart motorway all lane 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 break down 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

Smart motorways all lane 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 non-emergencies

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

Smart motorwaysBreakdowns

FACT SHEET 03

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 withALR and removal of hardshoulder: leaves breakdowns

Removal of breakdowns that can continue to a refuge area under 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%

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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



Likely number of breakdowns within all lane running schemes:

What to do if you break down:

What to do if you break down:

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 to the grass verge, or failing that to the central barrier.

If an emergency forces you to stop:

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

If safe to do so, get out of the vehicle on what you consider to be the safest side (typically the side of the vehicle that is furthest away from running traffic) 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;

Make sure that passengers keep away from the carriageway, 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.

Smart motorwaysBreakdowns

FACT SHEET 03

All lane 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 grass verge, or failing that to the central barrier.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. Using the emergency telephone provided will automatically give them your exact location.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 SHEET 04

Driver information will be provided at intervals not exceeding 1,500m

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

Enforcement cameras will be used to ensure compliance

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

Speed compliance contributes to reducing risk on all lane running schemes

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

Smart motorwaysThe Controlled Environment

Instructions and information for drivers will be shown on overhead signs. As part of the all lane running design, we will be using variable message signs 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 1,500m.

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.



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 all lane 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 smart 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 (which use variable speed limits but retain the traditional hard shoulder) and existing smart 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 smart motorway all lane running schemes.

• This is accounted for in the all lane 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.

• As part of this, fixed signs are used to make it clear that enforcement is in operation.

Ongoing review of usage of reduced speed limitsWith lower compliance at 40mph on other smart 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 SHEET 04

Smart motorwaysThe Controlled Environment




In order to provide increased assurance of the all lane 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 smart 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.The trial found that drivers did not spend a significant amount of time travelling more than 10% above the speed limit, except with the widest spacing between signals of greater than 2,000m. Based on these findings an optimum spacing of up to 1,500m 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 and 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 across the three different designs: • Only a very small difference in mean speeds (1mph); • No statistically significant difference in “surfing” behaviour (speeding up and slowing

down between signals); • No statistically significant difference in the percentage of time spent more than

10% above speed limit; • Participants reported a high degree of certainty about the 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 1,500m 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

Smart motorwaysTRL Driving Simulator

FACT SHEET 05



Within the 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 lane 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 lane 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

Understanding guidance in a smart motorway all lane 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 lane 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 smart motorway all lane running layout could maintain the controlled environment demonstrated by existing dynamic hard shoulder smart motorway schemes.Visibility trials showed that an MS4 sign provides all the necessary optical performance for providing driver information in a smart motorways environment.There is no compelling evidence from observed driver behaviour on existing schemes to suggest that smart motorways all lane running will operate in a significantly different way to other smart motorways.The Highways Agency has commissioned studies that have demonstrated, to a high level of confidence, that the smart motorways all lane 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.’’]

Smart motorwaysTRL Driving Simulator

FACT SHEET 05


Smart motorways all lane runningThe design of smart motorways all lane 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 smart motorway all lane running scheme include: • Permanently removing the hard shoulder, to eliminate the complex operational

processes required on existing dynamic smart 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.

All lane running removes any possible confusion about whether the hard shoulder is open or not.

Signs mounted at the verge provide enhanced driver information, including 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

Verge-mounted radar units or loops hidden in the road monitor

traffic flows



Smart motorwaysDesign

All lane 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 and 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

FACT SHEET 06

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



Smart motorwaysDesign

FACT SHEET 06


Instruction and information for drivers will be shown on overhead message signs.Smart motorways all lane running uses overhead 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 small 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 smart motorway all lane running will have full CCTV coverage, allowing regional control room operators to confirm incidents quickly, set the most appropriate signs for that incident and set the most appropriate lane closures for emergency responders access if required.

The smart motorway all lane 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.



Smart motorwaysIncident management

The all lane 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 remove the majority of vehicles that break down in live lanes

Incidents will be detected in the same way as on current smart motorway sections

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

FACT SHEET 07

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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

oper

atin

g pr

oced

ure.

The

RCC

will

ens

ure

that

all

sign

s an

d si

gnal

s re

latin

g to

the

inci

dent

and

ass

ocia

ted

traffi

c m

anag

emen

t mea

sure

s ha

ve b

een

clea

red

at th

e ap

prop

riate

tim

e in

acc

orda

nce

with

ex

istin

g pr

oced

ures

.

Proc

edur

es fo

r all

lane

runn

ing

smar

t mot

orw

ays

Inci

dent

s w

ill b

e de

tect

ed in

exa

ctly

the

sam

e w

ay a

s on

cur

rent

sm

art m

otor

way

sch

emes

.Ac

cess

to th

e sc

ene

will

be

faci

litat

ed in

the

sam

e w

ay a

s on

cur

rent

sm

art m

otor

way

sc

hem

es. A

ppro

pria

te s

igns

and

sig

nals

will

be

set

on

varia

ble

mes

sage

sig

ns ra

ther

than

ov

erhe

ad g

antri

es a

nd th

e pr

efer

red

acce

ss

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 sm

art m

otor

way

sec

tions

.Th

e re

turn

of t

he n

etw

ork

to n

orm

al o

pera

ting

cond

ition

s w

ill b

e ca

rrie

d ou

t in

the

sam

e w

ay

as o

n cu

rren

t sm

art m

otor

way

sec

tions

.

Sm

art

mo

torw

ays

Inci

den

t man

agem

ent

FACT

SH

EET07




FACT SHEET 08

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 lane running schemes.

Reduced maintenance requirements compared to existing smart motorways • The design specification for all lane 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 signs;

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

• Most of the technology on all lane 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

lane running, which will facilitate safe working:

o Safe locations to start cone tapers are identified in advance. This will allow all lane 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 smart motorways technology such as MS4 variable message signs to be used to 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 smart motorways all lane running seeks to minimise the need for roadworks by reducing the amount of roadside infrastructure and equipment

The all lane 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 lane running can be maintained without requiring road workers to cross live carriageways

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

Smart motorwaysMaintenance


S

mar

t 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

traffi

c m

anag

emen

t can

not

be

reta

ined

. A s

trate

gy

for t

he p

laci

ng, m

aint

aini

ng a

nd re

mov

al o

f te

mpo

rary

traf

fic m

anag

emen

t inc

orpo

rate

s th

e

use

of p

erm

anen

tly lo

cate

d re

mot

e co

ntro

lled

adva

nce

war

ning

sig

ns o

pera

ted

by th

e

m

aint

enan

ce s

ervi

ce p

rovi

der a

nd in

con

junc

tion

with

fixe

d ta

per l

ocat

ions

.

This

will

pro

vide

adv

ance

tem

pora

ry tr

affic

m

anag

emen

t sig

ning

cov

erag

e fo

r all

lane

cl

osur

es.

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 te

mpo

rary

traf

fic m

anag

emen

t thr

ough

a

requ

est t

o th

e lo

cal H

ighw

ays

Agen

cy R

egio

nal

Cont

rol C

entre

.

Job

brie

f•

The

Sup

ervi

sor,

or o

ther

com

pete

nt p

erso

n sh

ould

ens

ure

that

a

pre-

wor

ks b

riefin

g is

und

erta

ken

for a

ll of

the

traffi

c m

anag

emen

t 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

• Pr

ior t

ole

avin

g th

e de

pot,

the

traffi

c m

anag

emen

t veh

icle

will

be c

heck

ed b

y th

e TM

ope

rativ

es to

ens

ure

all b

eaco

ns,

dire

ctio

nal a

rrow

and

war

ning

ligh

ts a

re in

goo

d w

orki

ng o

rder

an

d th

at o

nly

equi

pmen

t in

an a

ccep

tabl

e co

nditi

on is

dep

loye

d.

Inst

alla

tion

of th

e cl

osur

e•

Follo

win

g 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

• Th

e tra

ffic

man

agem

ent v

ehic

le w

ill p

rogr

ess

forw

ard

with

the

TM

ope

rativ

e pl

acin

g co

nes

and

lam

ps o

ut a

t spe

cifie

d sp

acin

gs

from

the

live

traffi

c si

de o

f the

veh

icle

wor

king

from

the

foot

wel

l

or w

orki

ng p

latfo

rm. T

his

oper

atio

n co

ntin

ues

to th

e de

sign

ated

en

d of

the

clos

ure

• On

ce th

e cl

osur

e ha

s be

en fu

lly in

stal

led,

the

RCC

shou

ld b

e 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

• Th

e Su

perv

isor

will

con

tact

the

rele

vant

mai

nten

ance

con

tract

or

to a

dvis

e th

em th

at th

e cl

osur

e ha

s be

en e

stab

lishe

d.

Rem

oval

of t

he c

losu

re•

Upon

rece

ivin

g no

tifica

tion

from

the

mai

nten

ance

con

tract

or th

at

all 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 to

ens

ure

they

are

suf

ficie

ntly

low

• At

the

sam

e sa

fe lo

catio

n, th

e Re

gion

al C

ontro

l Cen

tre s

houl

d be

co

ntac

ted

to re

ques

t tha

t the

var

iabl

e si

gns

and

sign

als

are

set t

o su

ppor

t the

rem

oval

of t

he c

losu

re

• Th

e TM

cre

w w

ill d

rive

tow

ards

the

loca

tion

of th

e cl

osur

e, v

iew

ing

the

adva

nce

sign

s to

ens

ure

they

are

acc

urat

ely

set

• Th

e tra

ffic

man

agem

ent v

ehic

le w

ill e

nter

the

clos

ure

via

the

wor

ks

acce

ss, s

witc

h on

the

vehi

cle'

s w

arni

ng b

eaco

ns/b

ar li

ghts

and

lo

wer

the

vehi

cle'

s cu

shio

n. T

hey

will

then

sw

itch

on th

e lig

ht a

rrow

so

that

it is

dire

ctin

g th

e flo

w o

f tra

ffic

away

from

the

clos

ed la

ne

and

trave

l for

war

d w

ithin

the

clos

ure

to th

e la

st c

one

• St

artin

g at

the

last

con

e th

e tra

ffic

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 tra

ffic

man

agem

ent v

ehic

le b

ack

to th

e ta

per.

Rem

oval

of t

he ta

per

• W

hen

the

clos

ure

cone

s ha

ve b

een

rem

oved

the

traffi

c m

anag

emen

t ve

hicl

e w

ill c

ontin

ue to

reve

rse

upst

ream

to th

e ta

per.

The

foot

wel

l op

erat

ive

will

pic

k up

the

tape

r con

es fr

om th

e tra

ffick

ed s

ide

of th

e 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 on

to th

e rib

line

• Up

on re

mov

ing

the

tape

r con

es, t

he o

pera

tives

will

ens

ure

that

the

traffi

c m

anag

emen

t veh

icle

has

bee

n lo

aded

saf

ely

and

secu

rely

be

fore

pul

ling

away

from

the

lane

. Whe

n th

e ve

hicl

e ha

s bu

ilt u

p en

ough

spe

ed, t

he li

ght a

rrow

mus

t be

switc

hed

off a

nd th

e cu

shio

n ra

ised

prio

r to

indi

catin

g an

d th

e pu

lling

into

the

near

side

lane

(if

appl

icab

le)

• Th

e tra

ffic

man

agem

ent v

ehic

le w

ill tr

avel

bac

k to

a p

lace

of s

afet

y an

d de

-act

ivat

e th

e re

mot

e co

ntro

lled

adva

nce

war

ning

sig

ns.

Follo

wed

by

cont

actin

g th

e RC

C an

d re

ques

ting

that

the

supp

ortin

g va

riabl

e si

gns

and

sign

als

are

also

sw

itche

d of

f.

Adva

nce

Sign

ing

• Pr

ior t

o pl

acin

g th

e ad

vanc

ed s

igni

ng, t

raffi

c co

unts

sho

uld

be

take

n fro

m a

pla

ce o

f saf

ety

(this

cou

ld b

e an

ups

tream

junc

tion,

m

otor

way

ser

vice

are

a, o

n-sl

ip)

• At

the

sam

e sa

fe lo

catio

n, th

e Re

gion

al C

ontro

l Cen

tre s

houl

d

be

con

tact

ed to

pro

vide

det

ails

of t

he c

losu

re a

nd re

ques

t tha

t th

e va

riabl

e si

gns

and

sign

als

are

set t

o su

ppor

t the

pla

cem

ent

of

the

clos

ure

• Th

e su

perv

isor

will

act

ivat

e th

e re

mot

e co

ntro

lled

grou

nd le

vel

sign

s as

soci

ated

to th

e fix

ed ta

per p

oint

to d

ispl

ay th

e la

ne c

losu

re

confi

gura

tion

• Th

e TM

cre

w w

ill d

rive

tow

ards

the

loca

tion

of th

e fix

ed ta

per

poin

t, vi

ewin

g th

e ad

vanc

e si

gns

to e

nsur

e th

ey a

re a

ccur

atel

y se

t.

Esta

blis

hing

the

tape

r•

800

yard

s to

the

clos

ure

the

traffi

c m

anag

emen

t veh

icle

is to

take

up

a p

ositi

on re

leva

nt to

the

lane

clo

sure

, sw

itch

on v

ehic

le w

arni

ng

beac

ons/

bar l

ight

s be

fore

sta

rting

to s

low

dow

n. T

he tr

affic

m

anag

emen

t veh

icle

is to

take

up

a po

sitio

n 80

0 ya

rds

prio

r to

the

lane

clo

sure

and

sw

itch

on s

o th

at it

is d

irect

ing

the

flow

of t

raffi

c aw

ay fr

om th

e cl

osed

lane

• Up

on a

rriv

al a

t the

fixe

d ta

per p

oint

, the

veh

icle

will

be

brou

ght t

o a

halt

and

two

TM o

pera

tives

will

exi

t the

veh

icle

from

the

non-

traffi

cked

sid

e on

e po

sitio

ning

them

selv

es o

n th

e ba

ck o

f the

ve

hicl

e to

dro

p of

f the

con

es a

nd th

e ot

her o

n th

e no

n tra

ffick

ed

side

of t

he c

arria

gew

ay

• W

ith th

e TM

veh

icle

now

in p

ositi

on a

t the

sta

rt of

the

tape

r, th

e 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

• A

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.

FACT

SH

EET08

Dork

ing

Med

ia S

ervi

ces

Desi

gn a

nd P

ublic

atio

ns

S140

025

Fact

She

et 8

. ©

Cro

wn

copy

right

201

4.

Prin

ted

on p

aper

from

wel

l-man

aged

fore

sts

and

othe

r con

trolle

d so

urce

s




The need for driver informationThere are various safety risks on the motorway. For all lane running, we have tackled some of these through design, and others can be reduced through driver behaviour. In fact, some of the top hazards which the Highways Agency has identified on sections of all lane 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 lane running schemes – safer.

The messages we need to get acrossA new driver awareness campaign has been developed for all lane 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 smart 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 smart motorways all lane running

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

Smart motorwaysDriver information

Red X Understanding and complying with signs such as Red X What You’ll See Features of smart 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 break down 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 smart motorways to audiences throughout 2014, and onwards.

FACT SHEET 09



The 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 smart motorways all lane running (ALR). The size of each hazard represents the size of the risk.

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D3M Baseline* 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 use emergency refuge areas rather than stopping in a live lane, and to avoid driving in a closed hard shoulder;

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’s 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.

*D3M = dual three lanes motorway, with hard shoulder

Smart motorwaysDriver information

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Hard shoulder running (HSR)Smart Motorways use the hard shoulder as an extra lane to provide more capacity and relieve con ges tion. On existing schemes (known as hard shoulder running or HSR), this is done by opening the hard shoul der to traf fic at busy periods.

On these sections there is a solid white line on the road, indicating the presence of a hard shoulder. Overhead signals show when the hard shoulder is available for use, by displaying a speed limit above it.

If the signals over the hard shoul der are blank or dis play a red X, the hard shoulder is not open for use as a traf fic lane and should not be used except to stop in an emergency.

All lane running (ALR)On ALR schemes there is no hard shoul der; a bro ken white line between each lane indicates that all lanes have the same status. On these sections, every lane is avail able for use unless the over head signals indicate otherwise.

Correct use of the hard shoulder Where there is a hard shoulder on the motorway, drivers should only use it in an emergency or when instructed to do so by signs and signals, for example when a speed limit is displayed above it on a smart motorway section, or when directed by the Police or a Highways Agency Traffic Officer.

When the overhead signals on a smart motorway are blank, normal motorway rules apply; this means that the national speed limit is in force and if there is a hard shoulder it can only be used to stop in an emergency.

• Improper use of the hard shoulder is illegal, and is dangerous for road users and people who need to work on the motorway; it puts lives at risk.

• When the hard shoulder is not in use as a running lane, there may be maintenance workers, recovery operators or members of the emergency services using it as their place of work, as well as motorists who have broken down there.

The red X signA red X closes a lane of the motorway, and is used when there is an obstruction ahead, such as a broken-down vehicle. When this signal is displayed above a motorway lane, drivers must not use that lane. Lanes are only closed when absolutely necessary.

Drivers who continue to drive on a closed motorway lane not only risk prosecution, but endanger themselves and others.

HSR schemes involve opening the hard shoulder as a traffic lane at busy times

A hard shoulder is separated from the other lanes by a solid white line

ALR schemes do not have a hard shoulder; this is shown by a broken white line between each lane

The hard shoulder can only be driven on when a speed limit is shown above it – otherwise it is for emergency use only

Driving on a hard shoulder without being told to do so is illegal and endangers both drivers and road workers

Smart motorwaysUsing the hard shoulder

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cannotuse

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There are two types of Red X that will be displayed above the hard shoulder. Both of these mean that the hard shoulder is closed to traffic and for emergency use only

Drivers who misuse the hard shoulder put themselves and others at risk, and could face a fine and points on their licence

Hard Shoulder Open to TrafficOpen – the hard shoulder should only be used as an extra lane when clearly signed as open. In the example below the overhead sign is displaying a 60 mph speed limit meaning the hard shoulder is open to traffic.

• The hard shoulder is only opened when it is clear of known obstructions, but drivers need to be alert for potential new obstructions or stopped vehicles ahead as on any road.

• Drivers should follow the signs and speed limits at all times.

• Overhead speed limits are mandatory and are enforced by the police.

• In the event of a breakdown, Emergency Refuge Areas (ERAs) are located at regular intervals. Drivers should attempt to leave the motorway or enter an ERA if at all possible.

Hard Shoulder Closed to TrafficClosed - If there is no speed limit shown over the hard shoulder, or a red X is displayed, then this means that the hard shoulder is closed to traffic. In the example below the overhead sign is displaying no speed limit, meaning that the hard shoulder is closed to traffic.

• Driving on the hard shoulder when it is closed to traffic is illegal and unsafe, and risks causing a collision.

• The Highways Agency will close the hard shoulder to protect broken down vehicles, the emergency services and road workers.

• When closed to traffic the hard shoulder should only be used to stop in an emergency when it is not possible to leave the motorway or reach an ERA.

Smart motorwaysUsing the hard shoulder

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purpose fact sheet 01 safe roads, reliable journeys...

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