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
Safe roads, reliable journeys, informed travellers
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
http://www.highways.gov.uk/smartmotorways
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
Baseline
Less
Ris
kGr
eate
r Ris
k
100%
110%
101%
101%
106%
116%
85%90%
96%
68%
Sens
itivi
ty
Rang
e
Baseline
An executive agency of the Department for Transport
Safe roads, reliable journeys, informed travellers
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
Safe roads, reliable journeys, informed travellers
Dorking Media Services Design and Publications S140025 Fact Sheet 2. © Crown copyright 2014. Printed on paper from well-managed forests and other controlled sources
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
http://www.highways.gov.uk/smartmotorways
An executive agency of the Department for Transport
Safe roads, reliable journeys, informed travellers
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%
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
Safe roads, reliable journeys, informed travellers
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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.
http://www.highways.gov.uk/smartmotorways
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
An executive agency of the Department for Transport
Safe roads, reliable journeys, informed travellers
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.
Safe roads, reliable journeys, informed travellers
Dorking Media Services Design and Publications S140025 Fact Sheet 4. © Crown copyright 2014. Printed on paper from well-managed forests and other controlled sources
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
http://www.highways.gov.uk/smartmotorways
An executive agency of the Department for Transport
Safe roads, reliable journeys, informed travellers
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
Safe roads, reliable journeys, informed travellers
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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
http://www.highways.gov.uk/smartmotorways
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
An executive agency of the Department for Transport
Safe roads, reliable journeys, informed travellers
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/
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Smart motorwaysDesign
FACT SHEET 06
http://www.highways.gov.uk/smartmotorways
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.
An executive agency of the Department for Transport
Safe roads, reliable journeys, informed travellers
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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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.
This
may
nee
d to
cha
nge
durin
g th
e co
urse
of
the
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
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
http://www.highways.gov.uk/smartmotorways
An executive agency of the Department for Transport
Safe roads, reliable journeys, informed travellers
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
Safe roads, reliable journeys, informed travellers
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
http://www.highways.gov.uk/smartmotorways
An executive agency of the Department for Transport
Safe roads, reliable journeys, informed travellers
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
Safe roads, reliable journeys, informed travellers
Dorking Media Services Design and Publications S140025 Fact Sheet 9. © Crown copyright 2014. Printed on paper from well-managed forests and other controlled sources
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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20
40
60
80
100
120
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
FACT SHEET 09
http://www.highways.gov.uk/smartmotorways
An executive agency of the Department for Transport
Safe roads, reliable journeys, informed travellers
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
FACT SHEET 10
60 60 60 60
cannotuse
canuse
Safe roads, reliable journeys, informed travellers
Dorking Media Services Design and Publications S140025 Fact Sheet 10. © Crown copyright 2014. Printed on paper from well-managed forests and other controlled sources
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
FACT SHEET 10