managed motorways fact sheet purpose...• the highways agency manages the strategic road network in...
TRANSCRIPT
http://www.highways.gov.uk/managedmotorways
Safe roads, reliable journeys, informed travellers
An executive agency of the Department for Transport
FACT SHEET1
Our network • The Highways Agency manages the strategic road network in England, which is
made up of approximately 1,700 miles of motorways and approximately 2,700 miles of trunk roads.
• The network makes up 2.4% of all roads in England, but carries 33% of all road traffic and 67% of all freight traffic.
• Traffic forecasts suggest that traffic growth is returning to pre-recession levels, latest figures from Department for Transport forecast 44% growth between 2010 and 20351
• Congestion on the strategic road network is estimated to cost £2 billion per annum, so it is important we tackle the causes of congestion to support the economy and get the country moving.
Managed motorways • Managed motorways support the economy by providing much needed capacity on
the busiest motorways, while maintaining safety for road users and those who work on the roads.
• We are introducing managed motorways where it is the best solution to tackle congestion. We use the most appropriate methods and technology to ensure people can make their journeys reliably and safely.
Managed motorways all lanes running • Is a refinement of the managed motorways design already in operation in various
parts of the country – not a whole new concept. It involves making the hard shoulder available for use as a running lane at all times.
• Managed motorways work. They reduce congestion; they improve journey time reliability by smoothing traffic flow – all achieved through using variable speed limits and giving more capacity to road users by making the hard shoulder available as a traffic lane. We also know that using the hard shoulder can be done without worsening safety.
• On the M42 around Birmingham for example, where a managed motorway has been in operation for a number of years, using the hard shoulder as a running lane has not only reduced congestion and improved journey time reliability, but there is also evidence of improved safety, with frequency of accidents falling by more than half on that stretch.
Managed motorways
Purpose
Congestion on the strategic road network is estimated to cost £2 billion per annum
Managed motorways is a new technology driven approach tackling the most congested parts of our motorway network. It will increase capacity, make journeys more reliable by controlling the flow and speed of traffic and provide driver information displayed on overhead signs
Managed motorways are congestion management schemes
Compared to widening, managed motorways have lower environmental impacts and costs
All lanes running is the most efficient design of managed motorways
Safe roads, reliable journeys, informed travellers
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Dynamic hard shoulder • 38 miles in operation • 50 miles under construction
All lanes running • On over 100 miles of motorway in England - all
schemes to start work by spring 2015
FACT SHEET1
MM-Dynamic Hard Shoulder schemes in operation
MM-Dynamic Hard Shoulder schemes under construction
MM-All Lanes Running schemes
M42 J3a - 7 M6 J25 - 30 M1 J32 - 35a M6 J4 - 5 M6 J5 - 8 M1 J28 - 31 M6 J8 - 10a
M4 J19 - 20 / M5 J15 - 17M25 J5/6 - 7
M1 J10 - 13 M60 J8 – 12M62 J18 - 20M60 J12 - 15M1 J39 - 42M25 J23 - 27M3 J2 - 4aM6 J10a - 13
• We are confident that as each all lanes running scheme is developed, it will provide the additional capacity required, without worsening overall safety on our motorways which are among the safest roads in the world.
• The new design will be applied to all managed motorway schemes starting main construction from 2013 onwards.
Managed motorways provide: • Additional capacity by converting the hard shoulder into an additional running lane.
• Earlier realisation of the benefits than would be achieved through implementing a widening scheme.
• Lower environmental impacts and costs compared to a widening scheme, as managed motorways do not require us to use additional land or to construct an additional lane - by maximising the use of what we already have.
• Increased compliance by controlling and managing the motorway through the use of overhead mandatory speed limits, driver information, CCTV coverage and enforcement.
• The ability to inform drivers of unexpected conditions (such as incidents) through the latest generation of roadside variable message signs.
• Systems to detect the presence of slow moving vehicles and automatically warn approaching drivers of the potential for queues ahead.
• Automatic systems to detect slow-moving vehicles, automatically providing drivers with warnings of queues ahead.
• Providing the operators in the regional control centres with an ability to protect any broken down vehicles by using overhead signs to warn drivers and close lanes before emergency and recovery services arrive. Full CCTV coverage will help quickly verify the locations of incidents.
Managed motorways improve or maintain the excellent safety record of English motorways
Managed motorways
Purpose
1 Road Transport Forecasts 2011 – Results from the Department for Transport’s national Transport Model, Department for Transport, January 2012
http://www.highways.gov.uk/managedmotorways
Comparison of risk for different carriageway configurations
D3M withoutMIDAS
(inferred from data)Baseline
D3M withMIDAS
(predicted)
D4M no hard shoulder
(predicted)
D4M no hard shoulder with
MIDAS(predicted)
MM-ALR(predicted)
M42 ATM Pilot(actual)
APTR(actual)
Baseline
Less
Ris
kGr
eate
r Ris
k
100%
110%
101%
101%
106%
116%
85%90%
96%
68%
Sens
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Rang
e
Safe roads, reliable journeys, informed travellers
An executive agency of the Department for Transport
FACT SHEET2
Managed motorways
Approach to safety
Taking a risk based approachIn order to understand the likely safety performance of an all lanes running scheme, the Highways Agency used a risk based approach. As there is currently no all lanes running motorway scheme in operation, the Highways Agency cannot rely only on past accident statistics to estimate the expected risk of such a scheme. Instead the Highways Agency need to undertake a risk assessment to determine the expected safety performance. This uses a hazard analysis that takes account of road users and road workers and is a proven technique used in many industries such as nuclear, oil and gas, automotive, railways, aviation and defence.
The Hazard LogA hazard log is a database that contains a list of operational hazards, the associated risk from each hazard, and mitigations to reduce the risk to an acceptable level. The Highways Agency’s generic hazard log contains 135 hazards that specifically relate to managed motorways. Each hazard is assessed to understand how often it occurs, how likely it will be to lead to an accident, how severe a typical accident is likely to be and how the risk can be managed. A hazard log approach was first used for the M42 pilot scheme that introduced the successful use of the hard shoulder as a running lane in the UK. The hazard log developed for the M42 has been updated to reflect the different operation of an all lanes running scheme. In addition the Highways Agency have been able to examine the safety performance of all-purpose dual carriageways and motorways in order to predict the relative performance of the all lanes running generic design. The diagram below shows the comparative safety performance of different network types.
Our motorways are amongst the safest in the world and the introduction of all lanes running should not compromise this performance
A risk based approach is used to determine the expected safety performance of an all lanes running scheme
A hazard log is used to assess the risks of an all lanes running scheme and how the risks can be managed
The hazard log provides a strong prediction of the expected safety performance of an all lanes running scheme
The hazard log shows that the all lanes running design is likely to provide safety benefits over and above those on a basic three lanes motorway
Safe roads, reliable journeys, informed travellers
Dorking Media Services Design and Publications S130157 Fact sheet 2. © Crown copyright 2013. Printed on paper from well-managed forests and other controlled sources
FACT SHEET2Managed motorways
Approach to safety
What are the top hazards – how are they affected by MM-ALR?The 20 highest scoring hazards account for around 90% of the total risk and include: driver fatigue, driving too fast, rapid change of general vehicle speed, tailgating, vehicle stopping in a running lane, pedestrians in running lanes and vehicle recovered from refuge area. From analysis the top nine scoring hazards were (in descending order of magnitude): • Driver fatigued – unable to perceive hazards effectively • Individual vehicle is driven too fast • Vehicle stops in running lane – Off Peak • Pedestrian in running lane – live traffic • Tailgating • Vehicle stops in running lane – Peak • Rapid change of general vehicle speed • Maintenance workers setting up and taking down work site • Vehicle recovered from emergency refuge area
Some of the hazards can be mitigated, and the design and use of technology to create a controlled environment where drivers comply with signs and speeds, have allowed the Highways Agency to manage these risks to an acceptable level. So for instance, the hazards of a vehicle being driven too fast or the occurrence of tailgating are mitigated through the use of variable mandatory speed limits and enforcement.
How can we change risk – what can drivers do?The design and operation mitigates some of these hazards, through the use of technology and infrastructure including automatic queue protection, automatic setting of mandatory speed limits, depending on traffic flows and the provision of signs and refuge areas. Drivers also have a major role to play in helping to reduce the risk of incidents on all lanes running schemes by: • Leaving enough space between vehicles, and complying with all signs, especially
speed limits and lane closure signs, e.g. Red X. • Only stopping in an emergency if absolutely necessary and using motorway service
areas, on-slips, off-slips or refuge areas whenever possible. • Preparing the vehicle and themselves prior to undertaking a journey e.g having
enough fuel, regularly serviced vehicle, etc.Graph1: Source: STATS 19, M42 Active Traffic Management (ATM) Hazard Log; Notes: ATM specific accident categories, e.g. ‘Accident in or around Emergency Refuge Areas’ have been taken out of the ATM Hazard Log analysis to make the analysis more readily comparable to the STATS19 data
Comparing risk assessment results and accident dataA comparison between the risks predicted in the M42 hazard log and actual accident performance showed that the hazard log provided a good prediction of the safety performance of the scheme. The same can be expected for all lanes running schemes.
Vehicles collide on or around slip roads (10%)
Vehicles collide while changing or merging lanes (24%)
Vehicles collide in running lanes (55%)
Vehicles collide on or around slip roads (9%)
Vehicles collide while changing or merging lanes (20%)
Vehicles collide in running lanes (49%)
STATS 19 - Personal injury accidents M42 MM Scheme
The Highways Agency can design out some risks and mitigate against others
There are some risks for which only the driver can make a real difference:
Don’t drive tired;
Check your vehicle and avoid unnecessary breakdowns; and
Remember the two second rule – leave sufficient space between you and the vehicle in front;
In addition road users can help to reduce risks:
By complying with signs, especially speed limits and Red X;
By only stopping in emergencies; and
By following safety advice
http://www.highways.gov.uk/managedmotorways
Safe roads, reliable journeys, informed travellers
An executive agency of the Department for Transport
FACT SHEET3
Vehicle breakdowns on the English motorway network: • The Highways Agency has recorded the following annual rates of causes of
breakdowns, some of which could be prevented by drivers being more prepared and properly servicing their vehicles:o 11,200 run out of fuel o 38,700 tyre failures of which approx. 4,700 require lane closureso 1,650 vehicle fires(Source: Highways Agency command and control incident log April 2010 – Sept 2011)
• Stopping unnecessarily on a hard shoulder is a dangerous activity. On a dual three lanes motorway, hard shoulder accidents account for approximately 8% of fatal accidents. As hard shoulder accidents only account for about 2% of all personal injury accidents, this demonstrates that they have a higher severity than the norm. This is likely to be attributable to the large speed differential between a live lane and the hard shoulder
Managed motorway all lanes running does not reduce breakdown rates – but it will: • Minimise illegal ‘comfort’ stops which outnumber legitimate breakdowns by 5 to 10
times • Provide safe refuge areas at a maximum spacing of 2.5km in which vehicles may
stop in the event of a breakdown. It is likely that the majority of all breakdowns will be able to reach these areas of refuge: o Estimates from an analysis of RAC breakdown call out information suggests that
71% of vehicles suffered faults that would have allowed them to drive to an area of refuge regardless of the distance between refuges (24 months of data to 30 September 2010). Of the remaining 29% there would be a percentage that were able to reach a refuge or exit the network if it were close enough. The Highways Agency’s analysis assumes that a conservative figure of 50% can reach a refuge.
o The high proportion of vehicles able to continue to a refuge area is also supported by the presence of significantly reduced breakdown rates observed on motorway sections where the layout discourages unnecessary stops i.e. where there is no hard shoulder.
• Minimise the length of barrier on the verge, used to restrain vehicles, wherever safe and practical, so that in the event of a breakdown motorists can access the verge and move their vehicle off the live lane. For example:o M1 J32-35A – 25% of the verge will not be behind barrierso M1 J28-31 – 32% of the verge will not be behind barriers
Managed motorways all lanes running will:
Minimise unnecessary and illegal ‘comfort’ stops previously happening on the hard shoulder; and
Provide safe refuge areas
Some breakdowns are avoidable:
73% of hard shoulder stops are for none emergencies
Over 30 motorway breakdowns per day are due to running out of fuel
Managed motorways
Breakdowns
Managed Motorways – All lanes running (MM-ALR)Live lane breakdowns �owchart
Total stops in existing situation(dual 3-lane motorway (D3M))
Removal of illegal stops withMM-ALR and removal of hardshoulder: leaves breakdowns
Removal of breakdowns that can continue to a refuge area under MM-ALR (50% reduction)
Removal of breakdowns that can pull into the verge(10% reduction)
* Based on an average daily single direction flow of 65,000 vehicles
Number:Per day per
carriageway mile*Comment
% of stopsrelative to
D3M
4.68 stops on thehard shoulder and in
a live lane
0.78 breakdowns
100%
16.7%
8.3%
7.5%
0.39 breakdowns notreaching refuge
0.35 breakdowns in alive lane
Breakdowns retaining motive power(supported by RAC figures)
12 breakdowns per million vehicle milesIllegal stops at a rate of 5 x the
breakdown rate
Generic hazard log assumes 10% ofvehicles that cannot reach refuge area
pull into the verge: takes account ofsafety barrier in the verge
Safe roads, reliable journeys, informed travellers
FACT SHEET3
Dorking Media Services Design and Publications S130157 Fact sheet 3. © Crown copyright 2013. Printed on paper from well-managed forests and other controlled sources
Likely number of breakdowns within managed motorway all lanes running schemes:
Managed motorways
Breakdowns
What to do if you breakdown:
What to do if you breakdown:Leave the motorway if possible;
If you cannot leave the motorway, try to get to an emergency refuge area;
If you cannot get to an emergency refuge area, try to get your vehicle off the carriageway or onto the verge if it is safe to do so;
If you have no other choice but to stop in a live lane, if possible try to steer into the grass verge, failing that the central barrier.
If an emergency forces you to stop:
Leave your sidelights on and turn on the hazard warning lights;
Get out of the vehicle by the left-hand door and make sure that all your passengers do the same;
Leave animals in the vehicle or, in an emergency, keep them under proper control on the verge;
If you have reflective jackets in the vehicle wear them. Do not use a warning triangle on the hard shoulder;
Make sure that passengers keep away from the carriageway and hard shoulder, and that children are kept under control. It is best to retreat up the bank, or behind a barrier if this is possible.
Don’t attempt even simple repairs.
Managed motorway all lanes running
If you cannot leave the motorway, you should try to get to an emergency refuge area.From here, contact our staff via emergency roadside telephone for help and information.
If you cannot leave the motorway or reach an emergency refuge area, if possible, try to get your vehicle off the carriageway or onto the verge if it is safe to do so.
If you have no other choice, but to stop in a live lane, if possible try to steer to the central barrier or the grass verge.Put on your hazard warning lights to help other drivers and our staff to see you. If you are in the left hand lane, exit the vehicle via the left-hand door if it is safe to do so (and wait behind the barrier if possible).If for any reason you cannot, or believe that it would be unsafe to, exit the vehicle, or there is no other place of relative safety to wait, you should remain in the vehicle with your seat belt on.
If you stop in an emergency refuge area, you need to contact our control room to alert them to your broken down vehicle.If you stop in a live lane, as traffic builds we’ll be made aware of a problem and be able to verify your location via CCTV cameras.We will use the signs and signals to close lanes in order to protect your stranded vehicle until help arrives. We may also close lanes to allow access for emergency vehicles.
http://www.highways.gov.uk/managedmotorways
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
Safe roads, reliable journeys, informed travellers
An executive agency of the Department for Transport
FACT SHEET4
Driver information will be provided at intervals not exceeding 1500m
On all lanes running, driver information will be provided on overhead variable message signs
Enforcement cameras will be utilised to ensure compliance
Managed motorways will see improved speed compliance compared to a section of dual three lanes motorway
Speed compliance contributes to reducing risk on all lanes running schemes
The ability to dynamically set lower speed limits provides greater protection for road workers, our Traffic Officers and the emergency services
Managed motorwaysThe Controlled Environment
Instructions and information for drivers will be shown on overhead signs. As part of the all lanes running design, we will be using signs known as MS4s in a new way to display information more flexibly than the Highways Agency have done before. The signs will show combinations of speed limits, lane availability patterns, pictograms and text as shown below. Driver information will provided at intervals no greater than 1500m.
This combination enables the Highways Agency control room operators to use signs to:
• Manage incidents • Reduce congestion • Provide timely information to motorists • Improve the performance of the network and • Support the safety of road users, road workers and emergency responders.
When in operation, variable mandatory speed limits will be clearly displayed on overhead signs. The variable speed limits will also be displayed on signs mounted on posts on entry slip roads.
Safe roads, reliable journeys, informed travellers
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FACT SHEET4Managed motorwaysThe Controlled Environment
Variable mandatory speed limitsWhen a variable mandatory speed limit is displayed, it applies across all lanes of the motorway from that point on, until a de-restriction (national speed limit, or amended speed) is displayed.
When no speed limit is displayed, the national speed limit will apply.
Enforcement of speed complianceThrough the use of fixed message signs, drivers will be advised when they are entering a speed enforcement area. Mandatory speeds displayed on sections of managed motorway all lanes running will be enforced using digital enforcement cameras, enabling the detection and collection of evidence in
relation to speeding offences, and supporting the prosecution process.
Expected benefits/ Impact on driver behaviour • Existing managed motorway schemes have shown very good speed compliance at
50, 60 and 70mph [1], but lower compliance with 40mph speeds.
• Based on this and other motorway environments, such as controlled motorways and existing managed motorway schemes, the Highways Agency expect to see an improvement in speed compliance compared to a dual three lanes motorway.
• Speed compliance contributes to reducing risk on managed motorway all lanes running schemes.
• This is accounted for in the all lanes running hazard assessment.
• The aim is for drivers to comply with the signs and speed limits. Enforcement is one element to achieving this, along with educating, providing information so that drivers understand what is required of them and why.
• There will be speed enforcement signs as part of this.
Ongoing review of usage of reduced speed limitsWith lower compliance at 40mph on other managed motorway schemes, we have reviewed how they are used. As a result the 40mph limit will not be used so far in advance of a lane closure. The first signal that the driver will see will typically be for 60mph, the next signal(s) with divert arrows will have 50mph, with 40mph only used at the lane closure itself.
[1] – M42 MM Monitoring and Evaluation Report Three Year Safety Report
http://www.highways.gov.uk/managedmotorways
Safe roads, reliable journeys, informed travellers
An executive agency of the Department for Transport
FACT SHEET5
In order to provide us with increased assurance of the managed motorways all lanes running design concept and to test optimum design configurations, a series of simulator and computer based assessments were carried out at the Transport Research Laboratory (TRL). The trials, involving selected members of the public, tested driver behaviour and understanding of the new concept. Participants were representative of the UK driving population, and had no previous experience of driving on managed motorways.
A speed limit spacing simulator study A driving simulator trial was undertaken to investigate the effects on driver behaviour of information signs provided at varying intervals of between 500m and 3,000m. A combination of the simulator and questionnaires were used with 96 members of the public to assess their compliance with speed limits and the effect that the mandatory nature of speed limits had on their behaviour.This trial demonstrated that drivers time spent above the speed limit, plus 10%, was only significant for the longest spacing between information points of greater than 2000m. Based on these findings an optimum spacing of up to 1500m was deemed appropriate.
Understand the signsA computer-based trial was undertaken to investigate the speed and accuracy of drivers’ understanding of information presented on different technology. This study found that: • The comprehension of information presented on the verge mounted variable message
sign (known as MS4s) was found to be greater than or equal to the same information displayed on a gantry;
• For both options (MS4 & gantry), the accuracy levels of the participants’ responses to speed limit and lane closure information was very high (more than 95%);
• Response times to speed limit and lane closure information communicated via either MS4 or gantries did not differ considerably;
• The differences in response times for varying designs of lane closure depicted on a MS4 sign were negligible.
• The results of this study support the use of MS4 signs to provide driver information.
Design comparison simulator studyWe used a driver simulation to examine driver behaviour in three scenarios (MS4 only, portal gantry only, and a mix of both). This study showed that across the three different designs:- • Only a very small difference in mean speeds (1mph); • No statistically significant difference in “surfing” behaviour; • No statistically significant difference in the percentage of time spent more than 10%
above speed limit; • Participants reported a high degree of certainty of speed limit across all three scenarios.
Simulator used to compare driver behaviour when communicating information at different spacings along the motorway
Based on the findings, a maximum spacing of 1500m was selected
Simulations were also undertaken to compare driver behaviour when communicating information via different technology and infrastructure
Understanding of information presented on a single verge mounted MS4 sign was found to be greater than or equal to the same information displayed on a gantry
Managed motorways
TRL Driving Simulator
Safe roads, reliable journeys, informed travellers
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FACT SHEET5Within the MM-ALR environment:
91% of participants correctly identified the speed limit
94% of participants correctly identified which lanes were open to traffic
75% of participants found the all lanes running environment to be just as clear as the environment consisting of gantry-mounted signals only
Participants drove, on average, 1.2% slower in the all lanes running environment than in a three lanes motorway environment without variable speed limits and with comparable traffic conditions
Number of people involved in the trials ranged from 48 to 96 depending on size and nature of the trial. As a comparison, the M42 pilot simulator trials used 72 participants
Managed motorways
TRL Driving Simulator
Understanding guidance in a managed motorway all lanes running environmentParticipants were asked approximately 300m after passing an MS4 sign:
“What is the speed limit?”
Then
“How confident are you that your answer is correct?”
• After seeing a 60mph on a gantry then an MS4 sign: 91% of participants correctly identified the speed limit
• After seeing a 40mph for the first time on an MS4 sign: 75% of participants correctly identified the speed limit
Participants were asked either at the beginning of the all lanes running section or shortly before the diverge at the end of the section:
“In an emergency, if you needed to stop your vehicle, where would be a safe place to do so?”
Having just passed the “Refuge areas for emergency use only” sign:
Majority (50%) said emergency refuge area, with 15% saying the verge. Some also said Lane 1 (19%) or hard shoulder (15%).
Summary of resultsSimulator trials showed that a managed motorway all lanes running layout could maintain the controlled environment demonstrated by existing dynamic hard shoulder managed motorway schemes. Visibility trials showed that an MS4 sign provides all the necessary optical performance for providing driver information in a managed motorways environment.There is no compelling evidence from observed driver behaviour on existing schemes to suggest that managed motorways all lanes running will operate in a significantly different way to other managed motorways.The Highways Agency has commissioned studies that have demonstrated, to a high level of confidence, that the managed motorways all lanes running design will provide road users with “adequate guidance”.1
First Study - MM2 Concept Development Simulation Studieshttp://www.highways.gov.uk/knowledge/projects/managed-motorways-2-concept-development/
Second Study - Future Managed Motorways Concept Development Simulation Studieshttp://www.highways.gov.uk/knowledge/projects/future-managed-motorways-concept-development-simulation-studies/
Footnote 1 [Section 85 (1) of the Road Traffic Regulation Act 1984 (RTRA) states that:“For the purpose of securing that adequate guidance is given to drivers of motor vehicle as to whether any, and if so what, limit of speed is to be observed on any road, it shall be the duty of the Secretary of State, in the case of a road for which he is the traffic authority to erect and maintain traffic signs in such positions as may be requisite for that purpose.’’]
http://www.highways.gov.uk/managedmotorways
Managed motorways all lanes runningThe design of managed motorways all lanes running is not fundamentally different to those sections of the existing motorway network that do not have a hard shoulder. However, it has the added advantage of providing technology to detect and monitor incidents that are happening on the network, coupled with dedicated systems able to communicate appropriate advice or instructions to drivers, such as lane availability or mandatory speed limits. When these are used together, they help to create a controlled environment that leads to safe and more reliable journeys with smoother traffic flows.
The design features of a managed motorway all lanes running scheme include: • Permanently removing the hard shoulder, to eliminate the complex operational
processes required on existing dynamic managed motorways that inform drivers when the hard shoulder is available for use;
• A queue protection system to continuously monitor the flow of vehicles and alert drivers to slow moving or stationary vehicles ahead;
• A congestion management system to determine the speed limit(s) necessary to keep traffic flowing smoothly;
• Signs to display mandatory speed limits as appropriate when a speed restriction is generated, as well as lane closure details and other instructions and information.
• Signs to display messages about accidents and congestion that may have occurred several junctions ahead to allow drivers to slow down or to take an alternative route;
• Emergency refuge areas at a maximum of 2,500m. These can include purpose built refuge areas as well as hard shoulders on slip roads, motorway service areas, and exiting the network completely.
On an all lanes running section of motorway, drivers do not have to question whether the hard shoulder is open or not.
Signs mounted at the verge provide enhanced driver information including the informing drivers of the speed limit and
the availability of lanes
EmergencyRefuge Area
CCTV to monitor traffic conditions including
during incidents
Signed cameras monitor traffic speeds for
enforcement purposes
Loops hidden in the road allow monitoring
of traffic flows
Safe roads, reliable journeys, informed travellers
An executive agency of the Department for Transport
FACT SHEET
6
Managed motorways
Design
All lanes running includes permanent conversion of the hard shoulder to a controlled running lane
Emergency refuge areas provided at maximum intervals of 2,500m
Driver information through variable mandatory speed limits on overhead signs
Queue protection and congestion management system
Full low light CCTV coverage
Emergency roadside telephones provided in all dedicated emergency refuge areas
Additional capacity, helping to tackle congestion
Lower environmental impacts and costs compared to a widening scheme
Count-down signs for drivers advising them on the distance to the next emergency roadside telephone
For more details see: Interim Advice Note 161 Managed Motorways – All lanes running http://www.dft.gov.uk/ha/standards/ians/
Illustrative drawing of Managed Motorways – All Lanes Running (v8.0 – 22/03/2013)
PrimaryADS (1m)
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FinalDS
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Note: The mounting options for signs and signals are shown for illustrative purposes only
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MM-ALR Additional signing required:
As per existing standards: Count-down markers Marker posts•••
••
Driver location signs
As described in IAN 161:No HS for x signERT advance signing
The above signs have not been shown on this figure for clarity.
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FACT SHEET
6Managed motorways
Design
http://www.highways.gov.uk/managedmotorways
Instruction and information for drivers will be shown on overhead message signs (MS4).Managed motorways all lanes running utilises over head signs in a new way to display information more flexibly than has been done before, showing combinations of speed limits, lane closure patterns, pictograms and text. Traffic Officer patrols are likely to be able to clear the majority of vehicles that break down in live lanes to an emergency refuge area, which are provided at regular intervals.With the removal of the hard shoulder, the number of live lane obstructions is expected to increase. Since a proportion of the vehicles that would previously have stopped on the hard shoulder will now be unable to reach the next refuge area, exit slip or get onto the verge, they will therefore have no option but to stop in one of the live lanes. The Highways Agency has tried and tested procedures to deal with vehicles broken down in live lanes, and is able to move most vehicles to a refuge area.
Comprehensive CCTV coverage means that incident details can be verified quickly. All sections of managed motorway all lanes running will have full CCTV coverage, allowing regional control room operators to confirm incidents quickly, set the most appropriate signs for that incident and allow them to set the most appropriate lane closures for emergency responders access if required.
The managed motorway all lanes running design provides a controlled environment. The use of reduced speed limits in congested conditions will tend to reduce the number and severity of accidents, and will protect the back of a queue from the risk of secondary incidents.
Safe roads, reliable journeys, informed travellers
An executive agency of the Department for Transport
FACT SHEET7
Managed motorways
Incident management
The all lanes running design provides a controlled environment
Instruction and information for drivers will be shown on overhead signs
Full CCTV coverage means that incident details can be verified quickly
Emergency refuge areas are provided at regular intervals
Traffic Officer patrols are likely to be able to clear the majority of vehicles that break down in live lanes
Incidents will be detected in the same way as on current managed motorways sections
Access to the scene will be facilitated in the same way as on current managed motorways
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ill
follo
w th
e pr
inci
ples
out
lined
in
the
Emer
genc
y Re
spon
der N
atio
nal
Guid
ance
Fra
mew
ork
Proc
edur
es fo
r man
aged
mot
orw
ays
dyna
mic
har
d sh
ould
er
Inci
dent
s ca
n be
det
ecte
d by
equ
ipm
ent s
uch
as lo
ops
in th
e ro
ad, C
CTV;
or c
alls
from
the
publ
ic v
ia e
mer
genc
y ro
adsi
de te
leph
ones
and
m
obile
pho
nes.
Whe
n aw
are
of a
n in
cide
nt, t
he H
ighw
ays
Agen
cy R
egio
nal C
ontro
l Cen
tre (R
CC)
oper
ator
will
look
to c
onfir
m it
s lo
catio
n,
num
ber o
f lan
es b
lock
ed a
nd a
ny o
ther
ch
arac
teris
tics
via
CCTV
.
If an
em
erge
ncy
resp
onde
r dis
cove
rs a
n in
cide
nt, t
hey
shou
ld c
onfir
m it
to th
e re
gion
al
cont
rol c
entre
as
soon
as
poss
ible
, by
prov
idin
g th
e re
leva
nt d
etai
ls a
nd p
refe
rabl
y us
ing
the
reco
gnis
ed c
omm
unic
atio
ns
chan
nels
.
The
RCC
will
mak
e a
deci
sion
on
the
mos
t ap
prop
riate
acc
ess
rout
e fo
r em
erge
ncy
resp
onde
rs a
nd a
dvis
e th
em a
ccor
ding
ly. T
his
may
nee
d to
cha
nge
durin
g th
e co
urse
of t
he
inci
dent
.
Whe
re a
ppro
pria
te, s
igns
and
sig
nals
will
be
set t
o cl
ear a
nd p
rote
ct th
is ro
ute.
Typi
cally
a re
d X
sign
will
be
set a
bove
the
sele
cted
acc
ess
rout
e to
clo
se th
e la
ne(s
) to
traffi
c. S
uppo
rting
var
iabl
e m
essa
ge s
igns
will
be
set
to re
info
rce
the
clos
ure
inst
ruct
ion
and
war
n ap
proa
chin
g m
otor
ists
.
If th
e ha
rd s
houl
der i
s no
t ope
n it
will
gen
eral
ly
prov
ide
the
mos
t effe
ctiv
e ro
ute
for e
mer
genc
y re
spon
ders
to a
cces
s th
e in
cide
nt.
Once
at a
n in
cide
nt s
cene
the
lead
resp
onde
r sh
ould
inst
ruct
the
setti
ng o
f sig
ns a
nd
sign
als
in th
e vi
cini
ty o
f the
sce
ne. W
ider
are
a si
gnal
ling
is th
e re
spon
sibi
lity
of th
e RC
C.Te
mpo
rary
phy
sica
l clo
sure
s w
ill b
e im
plem
ente
d by
atte
ndin
g tra
ffic
offic
ers.
The
RCC
will
not
var
y an
y of
the
sign
s an
d si
gnal
s in
the
vici
nity
of t
he in
cide
nt w
ithou
t fir
st in
form
ing
the
lead
resp
onde
r, un
less
an
imm
edia
te s
afet
y ne
ed b
ecom
es e
vide
nt
thro
ugh
CCTV
.Si
gns
and
sign
als
will
be
set t
o pr
otec
t the
in
cide
nt a
nd th
e ba
ck o
f the
que
ue. T
he R
CC
will
con
tinue
to m
onito
r tra
ffic
cond
ition
s th
roug
hout
the
dura
tion
of e
ach
inci
dent
to
ensu
re th
at th
e si
gns
and
sign
als
set r
emai
n ap
prop
riate
to th
e co
nditi
ons.
The
RCC
is re
spon
sibl
e fo
r set
ting
sign
s an
d si
gnal
s to
faci
litat
e th
e re
-ope
ning
of t
he
carr
iage
way
and
the
safe
dis
pers
al o
f tra
pped
or
con
gest
ed tr
affic
.Th
e RC
C w
ill s
et s
igns
and
sig
nals
to m
anag
e th
e tra
ffic
in th
e vi
cini
ty o
f the
inci
dent
and
up
stre
am o
f the
inci
dent
to a
ssis
t in
the
retu
rn
to n
orm
al o
pera
tions
.If
the
hard
sho
ulde
r is
to b
e op
ened
to tr
affic
af
ter t
he in
cide
nt h
as b
een
clea
red,
the
RCC
will
follo
w th
e no
rmal
har
d sh
ould
er o
pera
ting
proc
edur
e.Th
e RC
C w
ill e
nsur
e th
at a
ll si
gns
and
sign
als
rela
ting
to th
e in
cide
nt a
nd a
ssoc
iate
d tra
ffic
man
agem
ent m
easu
res
have
bee
n cl
eare
d at
the
appr
opria
te ti
me
in a
ccor
danc
e w
ith
exis
ting
proc
edur
es.
Proc
edur
es fo
r man
aged
mot
orw
ays
all l
anes
runn
ing
Inci
dent
s w
ill b
e de
tect
ed in
exa
ctly
the
sam
e w
ay a
s cu
rren
t man
aged
mot
orw
ay s
chem
es.
Acce
ss to
the
scen
e w
ill b
e fa
cilit
ated
in th
e sa
me
way
as
on c
urre
nt m
anag
ed m
otor
way
sc
hem
es. A
ppro
pria
te s
igns
and
sig
nals
will
be
set o
n M
S4s
rath
er th
an o
verh
ead
gant
ries
and
the
pref
erre
d ac
cess
rout
e w
ill b
e co
nsid
ered
.
The
scen
e w
ill b
e m
anag
ed in
the
sam
e w
ay a
s cu
rren
t man
aged
mot
orw
ay s
ectio
ns.
The
retu
rn o
f the
net
wor
k to
nor
mal
ope
ratin
g co
nditi
ons
will
be
carr
ied
out i
n th
e sa
me
way
as
on
curr
ent m
anag
ed m
otor
way
sec
tions
.
Man
aged
mo
torw
ays
Inci
den
t man
agem
ent
http://www.highways.gov.uk/managedmotorways
Safe roads, reliable journeys, informed travellers
An executive agency of the Department for Transport
FACT SHEET
8
Road workers do a vital job, but theirs is one of the highest risk occupations in the UK. The Highways Agency places road worker safety as a priority and has worked alongside the industry to apply ‘design for maintenance’ principles to the development of all lanes running schemes.
Reduced maintenance requirements compared to existing managed motorways • The design specification for all lanes running reduces the overall amount of roadside
infrastructure requiring maintenance, for example:
o One verge-side variable message sign, known as an MS4, can do the job of a gantry that would have five separate matrix units;
o Requirements for CCTV coverage have been amended so that the overall number of units can be rationalised (while ensuring that coverage still gives a safely operable scheme).
• Most of the technology on all lanes running schemes will be able to be accessed remotely. This means that investigations of any faults and re-boots can be carried out from a control centre, reducing the need for engineers to work on the motorway network.
Reducing risk to maintenance providers • The Agency has developed an approach to setting out roadworks on sections of
all lanes running, which will facilitate safe working:
o Safe locations to start cone tapers are identified in advance. This will allow all lanes running sections to be broken into fixed lengths, so that maintenance lane closures will always start from a fixed point;
o Permanently placed variable message signs will provide road users with information as they approach the closure and eliminate the highest risk activity for road workers – that of placing out the advance information signs;
o Once advance signs are remotely activated, coning out of a works area can continue as on any other motorway from the nearside or the offside. Carriageway crossings are not required;
o The Agency is trialling solutions to allow the all lanes running technology such as MS4s to help inform the travelling public at road works.
• The Agency has worked closely with maintainers, designers and experts to develop new solutions; for example a well received industry day was hosted in March 2013 to share progress and ideas.
The design and operation of managed motorways all lanes running seeks to minimise the need for roadworks by reducing the amount of roadside infrastructure and equipment
All lanes running design shifts the majority of infrastructure and equipment to the nearside to reduce undesirable offside closures
Most technology will have the ability to be remotely accessed, further reducing the need for roadside visits
Fixed taper positions and permanent signs eliminate high risk tasks during works set out
All lanes running can be maintained without requiring road workers to cross live carriageways
Placing cones for the taper can proceed on all lanes running as it does on existing motorways
Managed motorways
Maintenance
Safe roads, reliable journeys, informed travellers
Man
aged
mot
orw
ays
Traf
fic M
anag
emen
t St
rate
gyTh
e re
mov
al o
f the
har
d sh
ould
er m
eans
that
co
nven
tiona
l met
hods
of i
nsta
lling
tem
pora
ry tra
ffic
man
agem
ent c
an n
ot b
e re
tain
ed. A
stra
tegy
fo
r the
pla
cing
, mai
ntai
ning
and
rem
oval
of
tem
pora
ry tr
affic
man
agem
ent i
ncor
pora
tes
the
use
of p
erm
anen
tly lo
cate
d re
mot
e co
ntro
lled
adva
nce
war
ning
sig
ns in
the
verg
e an
d ce
ntra
l re
serv
e, o
pera
ted
by th
e m
aint
enan
ce s
ervi
ce
prov
ider
and
in c
onju
nctio
n w
ith fi
xed
tape
r lo
catio
ns.
Th
is w
ill p
rovi
de a
dvan
ce te
mpo
rary
traf
fic
man
agem
ent s
igni
ng c
over
age
for a
ll la
ne
clos
ures
.
To fu
rther
sup
port
thes
e si
gns,
rele
vant
lane
cl
osur
e in
form
atio
n w
ill b
e sh
own
by th
e ov
erhe
ad
sign
s fo
r the
pla
cing
, mai
ntai
ning
and
rem
oval
of
tem
pora
ry tr
affic
man
agem
ent t
hrou
gh a
re
ques
t to
the
loca
l Hig
hway
s Ag
ency
Reg
iona
l Co
ntro
l Cen
tre.
Job
brie
f S
uper
viso
r, or
oth
er c
ompe
tent
per
son
shou
ld e
nsur
e th
at a
pr
e-w
orks
brie
fing
is u
nder
take
n fo
r all
of th
e tra
ffic
man
agem
ent
op
erat
ives
prio
r to
the
com
men
cem
ent o
f wor
ks, t
his
incl
udes
lo
catio
n of
clo
sure
(fixe
d ta
per p
oint
ID) t
ype
and
leng
th o
f clo
sure
tole
avin
g th
e de
pot,
the
man
agem
ent v
ehic
le w
ill
be
che
cked
by
the
TM o
pera
tives
to e
nsur
e al
l bea
cons
,
di
rect
iona
l arr
ow a
nd w
arni
ng li
ghts
are
in g
ood
wor
king
ord
er
and
that
onl
y eq
uipm
ent i
n an
acc
epta
ble
cond
ition
is d
eplo
yed.
Inst
alla
tion
of th
e cl
osur
e in
stal
latio
n of
the
tape
r and
wor
ks a
cces
s, th
e on
foot
op
erat
or w
ill p
ositi
on th
emse
lves
in th
e fo
otw
ell o
f the
TM
veh
icle
m
anag
emen
t veh
icle
will
pro
gres
s fo
rwar
d w
ith th
e
TM o
pera
tive
plac
ing
cone
s an
d la
mps
out
at s
peci
fied
spac
ings
fro
m th
e liv
e tra
ffic
side
of t
he v
ehic
le w
orki
ng fr
om th
e fo
otw
ell
or
wor
king
pla
tform
. Thi
s op
erat
ion
cont
inue
s to
the
desi
gnat
ed
en
d of
the
clos
ure
the
clos
ure
has
been
fully
inst
alle
d, th
e RC
C sh
ould
be
co
ntac
ted
to s
witc
h of
f the
var
iabl
e si
gns
and
sign
als
that
wer
e
set t
o su
ppor
t the
pla
cem
ent o
f the
clo
sure
Sup
ervi
sor w
ill c
onta
ct th
e re
leva
nt m
aint
enan
ce c
ontra
ctor
to
adv
ise
them
that
the
clos
ure
has
been
est
ablis
hed.
Adva
nce
Sign
ing
to p
laci
ng th
e ad
vanc
ed s
igni
ng,
cou
nts
shou
ld b
e
take
n fro
m a
pla
ce o
f saf
ety
(this
cou
ld b
e an
ups
tream
junc
tion,
mot
orw
ay s
ervi
ce a
rea,
on-
slip
)
the
sam
e sa
fe lo
catio
n, th
e Re
gion
al C
ontro
l Cen
tre s
houl
d
be c
onta
cted
to p
rovi
de d
etai
ls o
f the
clo
sure
and
requ
est t
hat
th
e va
riabl
e si
gns
and
sign
als
are
set t
o su
ppor
t the
pla
cem
ent
of th
e cl
osur
e
sup
ervi
sor w
ill a
ctiv
ate
the
rem
ote
cont
rolle
d gr
ound
leve
l
si
gns
asso
ciat
ed to
the
fixed
tape
r poi
nt to
dis
play
the
lane
clo
sure
confi
gura
tion
TM
cre
w w
ill d
rive
tow
ards
the
loca
tion
of th
e ta
per
poin
t, vi
ewin
g th
e ad
vanc
e si
gns
so to
ens
ure
they
are
acc
urat
ely
set.
Rem
oval
of t
he c
losu
re re
ceiv
ing
from
the
mai
nten
ance
con
tract
or th
at a
ll
w
orks
are
com
plet
e th
e TM
cre
w p
roce
ed to
a p
lace
of s
afet
y an
d
ob
serv
e tra
ffic
flow
s so
to e
nsur
e th
ey a
re s
uffic
ient
ly lo
w e
noug
h
the
sam
e sa
fe lo
catio
n, th
e Re
gion
al C
ontro
l Cen
tre s
houl
d be
cont
acte
d to
requ
est t
hat t
he v
aria
ble
sign
s an
d si
gnal
s ar
e se
t to
supp
ort t
he re
mov
al o
f the
clo
sure
TM
cre
w w
ill d
rive
tow
ards
the
loca
tion
of th
e cl
osur
e, v
iew
ing
th
e ad
vanc
e si
gns
so to
ens
ure
they
are
acc
urat
ely
set
m
anag
emen
t veh
icle
will
ent
er th
e cl
osur
e vi
a th
e w
ork
acce
ss, s
witc
h on
the
vehi
cles
war
ning
bea
cons
/bar
ligh
ts a
nd
low
erin
g th
e ve
hicl
es c
ushi
on b
efor
e sw
itchi
ng o
n th
e lig
ht a
rrow
so
th
at it
is d
irect
ing
the
flow
of t
raffi
c aw
ay fr
om th
e cl
osed
lane
and
trave
l for
war
d w
ithin
the
clos
ure
to th
e la
st c
one
at t
he la
st c
one
the
man
agem
ent v
ehic
le w
ill re
vers
e
ba
ck th
roug
h th
e cl
osur
e, w
hile
the
TM o
pera
tive
wor
king
from
the
foot
wel
l will
rem
ove
the
cone
s of
f the
car
riage
way
and
ont
o th
e
traffi
c m
anag
emen
t veh
icle
bac
k to
the
tape
r.
Esta
blis
hing
the
tape
r
be
acon
s/ba
r lig
hts
befo
re s
tarti
ng to
slo
w d
own.
The
veh
icle
’s
cush
ion
will
be
low
ered
and
ligh
t arr
ow s
witc
hed
on s
o th
at it
is
di
rect
ing
the
flow
of t
raffi
c aw
ay fr
om th
e cl
osed
lane
arr
ival
at t
he
tape
r poi
nt, t
he v
ehic
le w
ill b
e br
ough
t
to
a h
alt a
nd tw
o TM
ope
rativ
es w
ill e
xit t
he v
ehic
le fr
om th
e no
n-
tra
ffick
ed s
ide
one
posi
tioni
ng th
emse
lves
on
the
back
of t
he
vehi
cle
to d
rop
off t
he c
ones
and
the
othe
r on
the
non
traffi
cked
side
of t
he c
arria
gew
ay
the
TM v
ehic
le n
ow in
pos
ition
at t
he s
tart
of th
e ta
per,
the
fir
st c
ones
will
be
drop
ped
off t
he T
M v
ehic
le a
nd p
ositi
oned
to
crea
te th
e ta
per w
hile
als
o pl
acin
g th
e se
quen
tial l
amps
wor
ks a
cces
s si
gn w
ill b
e in
stal
led
at th
e en
d of
the
tape
r
sh
owin
g ac
cess
into
the
clos
ure.
Rem
oval
of t
he ta
per
the
clos
ure
cone
s ha
ve b
een
rem
oved
the
man
agem
ent
ve
hicl
e w
ill c
ontin
ue to
reve
rse
upst
ream
to th
e ta
per.
The
foot
wel
l
oper
ativ
e w
ill p
ick
up th
e ta
per c
ones
from
the
traffi
cked
sid
e of
the
ve
hicl
e un
til s
uch
time
as th
e ta
per b
ecom
es to
o na
rrow
. The
re
mai
ning
con
es w
ill th
en b
e po
sitio
ned
by a
n op
erat
ive
wal
king
the
cone
s ei
ther
ont
o th
e rib
line
rem
ovin
g th
e ta
per c
ones
, the
ope
rativ
es w
ill e
nsur
e th
at th
e
tra
ffic
man
agem
ent v
ehic
le h
as b
een
load
ed s
afel
y an
d se
cure
ly pu tliub sah elcihev eht neh
W .enal eht morf ya
wa
erofeb
enou
gh s
peed
, the
ligh
t arr
ow m
ust b
e sw
itche
d of
f and
the
cush
ion
ra
ised
prio
r to
indi
catin
g an
d th
e pu
lling
into
the
near
side
lane
(if
ap
plic
able
)
m
anag
emen
t veh
icle
will
trav
el b
ack
to a
pla
ce o
f saf
ety
and
de-a
ctiv
ate
the
rem
ote
cont
rolle
d ad
vanc
e w
arni
ng s
igns
.
Follo
wed
the
RCC
and
requ
estin
g th
at th
e su
ppor
ting
varia
ble
sign
s an
d si
gnal
s ar
e al
so s
witc
hed
off.
• Th
e
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FACT
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ET 8
http://www.highways.gov.uk/managedmotorways
Red X
Incidents
If you breakdown
Facts Your vehicle
Hard shoulder
What you’ll see
Safe roads, reliable journeys, informed travellers
An executive agency of the Department for Transport
FACT SHEET9
The need for driver informationThere are various safety risks on the motorway. For all lanes running, we have tackled some of these through design, and others can be reduced through driver behaviour. In fact, some of the top hazards the Highways Agency have identified on sections of all lanes running are the same as those on other sections of motorway – those stemming from driver behaviour such as fatigue, speeding, tailgating, etc.
For example, over 11,200 people broke down on the motorway in 2012 because they ran out of fuel; 38,700 people broke down because their tyres failed. If these breakdowns were eliminated through good preparation and maintenance, it could make all roads – not just all lanes running schemes – safer.
The messages we need to get acrossA new driver awareness campaign has been developed for all lanes running, building on the concepts of the ‘make time for winter’ campaign. The campaign’s aim is to help drivers understand how to drive on different types of managed motorways, understand the environment and know what to do if they break down. Key areas of the campaign are:
A new driver information campaign is being developed for managed motorways all lanes running
The campaign will:Advise drivers how to drive on different types of managed motorways
Help drivers understand the environment
Help drivers know what to do if they break down
The campaign material will be distributed through a wide range of channels and through close working with partners
Managed motorways
Driver information
Red X Understanding and complying with signs such as Red X What You’ll See Features of managed motorways, with links to individual scheme pagesIncidents Management, traffic officers, emergency services, setting signsFacts Facts regarding safety, congestion Hard Shoulder Messages about hard shoulder abuse and safety If you breakdown Advice for drivers in the event of a breakdown . . . what do I do? Your vehicle Advice, how to avoid breakdowns, planning journeys
This last element is about drivers being prepared for their journey and ensuring that their vehicle is regularly serviced so that they are less likely to break down.
The Highways Agency is working closely with their partners to ensure consistency and make the most of opportunities to join-up activity. The Highways Agency will be making a toolkit of information and materials available to partners to use when talking about managed motorways to audiences throughout 2013-14, and onwards.
Safe roads, reliable journeys, informed travellers
Dorking Media Services Design and Publications S130157 Fact sheet 9. © Crown copyright 2013. Printed on paper from well-managed forests and other controlled sources
FACT SHEET9The messages we need to get acrossThe following diagram shows how the top hazards for our motorways build up the risk profile for the baseline of a dual three lanes motorway (D3M) and for managed motorways all lanes running (MM-ALR). The size of each hazard represents the size of the risk.
0
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D3M Baseline* MM-ALR
H10 Driver Fatigued - unable to perceivehazards effectivelyH37 Individual vehicle is driven too fast
H136 Vehicle Stops in Running Lane - Off Peak (Event)H67 Pedestrian in running lane - live traffic
H91 Tail gating
H129 Vehicle stops in running lane - Peak
H76 Rapid change of general vehicle speed
H52 Maintenance workers setting up andtaking down work site
H119 Vehicle recovered from ERA
Other
The hazards above could be influenced by a driver information campaign, for example through:
Advising drivers to take regular breaks on a long journey to prevent fatigue;
Reducing speed related risk by reminding drivers about compliance with mandatory speed limits;
Reminding drivers to avoid stopping their vehicle in live lanes and to use the emergency refuge areas;
Reminding drivers only to use a refuge area for emergency stops;
Explaining to drivers the risks faced by our maintenance workers and asking them to take care when workers are setting up and taking down works sites.
Through the information campaign, the Highways Agency aim is that drivers will understand and appreciate the safety benefits of the controlled environment. Correctly interpreting the information provided through a combination of regularly spaced mandatory speed signals, speed enforcement, and comprehensive CCTV coverage will reduce these risks significantly.
Managed motorways
Driver information
*D3M = dual three lanes motorway, with hard shoulder
Safe roads, reliable journeys, informed travellers
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