Managed Motorway Compliance Support. Hard Shoulder Abuse Final Report. December 2012

Transcription

1 Managed Motorway Compliance Support Hard Shoulder Abuse Final Report December 12

2 Notice This document and its contents have been prepared and are intended solely for the Highways Agency s information and use in relation to Managed Motorways Compliance Support. Atkins assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents. This document has 71 pages including the cover. Document history Job number: Document ref: Revision Purpose description Originated Checked Reviewed Authorised Date Rev 1. Client J Castle JP Doherty P Whitfield P Whitfield 4/12/12 Client Details Client Highways Agency (Paul Marshall) Project Document title Managed Motorway Compliance Support: Hard Shoulder Abuse Framework Task 12 Job no Copy no. Document reference Issued electronically only Atkins Version 1. December 12 P a g e 2

3 Table of contents Chapter Pages Executive summary 6 1. Background and Objectives Change in scope 2. MIDAS Data Previous Analysis Method for Current Analysis Limitations M42 MM Results 14 M42 MM Northbound A Carriageway Observations 17 M42 MM Northbound B Carriageway Observations 2.5. M6 BBMM1 Results 21 M6 BBMM1 Northbound A Carriageway Observations 23 M6 BBMM1 Southbound B Carriageway Observations M6 BBMM2 Results 27 M6 BBMM2 Northbound A Carriageway Observations 29 M6 BBMM2 Southbound B Carriageway Observations MIDAS data conclusions Selective Time Profiles Conclusions from Time Profiles CCTV review Introduction Sample Size Platoons 3.4. MIDAS correlation Details of recorded HSA Graphical Representations of CCTV data Conclusions Recommendations 49 Appendices 51 Appendix A. Selection of standard motorway for comparison 52 A.1. Introduction 52 A.2. CCTV Camera Views 53 A.3. MTV Plots 56 A.4. Results & Conclusions 62 A.5. Further Refinement of Selected Site 62 Tables Table 1. Signal Aspects 8 Table 2. Dynamic Hard Shoulder Lengths 12 Table 3. M42 MM Loop Positions and Dates used for Analysis 13 Table 4. BBMM 1 Loop Positions and Dates used for Analysis 13 Table 5. BBMM 2 Loop Positions and Dates used for Analysis 14 Table 6. Broad Categorisation of potential HSA 34 Atkins Version 1. December 12 P a g e 3

4 Table 7. Links and Days Observed 38 Table 8. Data from Junctions 8-9 northbound on the 7th and 8th November 42 Table 9. Data from Junctions -9 southbound on the 7th and 8th November 43 Table. Data from Junctions 9- Northbound on the 28th September 44 Table A1. Suitability of potential locations 62 Table A2. Suitability of locations M6 J Figures M42 MM Northbound A Carriageway Graphs 15 Figure 1 Period 1 Weekday 15 Figure 2 Period 2 Weekday 15 Figure 3 Period 3 Weekday 16 Figure 4 Period 1 Weekend 16 Figure 5 Period 2 Weekend 17 Figure 6 Period 3 Weekend 17 M42 MM Southbound B Carriageway Graphs 18 Figure 7 Period 1 Weekday 18 Figure 8 Period 2 Weekday 18 Figure 9 Period 3 Weekday 19 Figure Period 1 Weekend 19 Figure 11 Period 2 Weekend Figure 12 Period 3 Weekend M6 BBMM1 Northbound A Carriageway Graphs 21 Figure 13 Period 1 Weekday 21 Figure 14 Period 2 Weekday 21 Figure 15 Period 3 Weekday 22 Figure 16 Period 1 Weekend 22 Figure 17 Period 2 Weekend 23 Figure 18 Period 3 Weekend 23 M6 BBMM1 Southbound B Carriageway Graphs 24 Figure 19 Period 1 Weekday 24 Figure Period 2 Weekday 24 Figure 21 Period 3 Weekday 25 Figure 22 Period 1 Weekend 25 Figure 23 Period 2 Weekend 26 Figure 24 Period 3 Weekend 26 M6 BBMM2 Northbound A Carriageway Graphs 27 Figure 25 Period 1 Weekday 27 Figure 26 Period 2 Weekday 27 Figure 27 Period 3 Weekday 28 Figure 28 Period 1 Weekend 28 Figure 29 Period 2 Weekend 29 Figure 3 Period 3 Weekend 29 Figure 31. M6 J8- J9 Northbound signing issue 3 M6 BBMM2 Southbound B Carriageway Graphs 31 Figure 32 Period 1 Weekday 31 Figure 33 Period 2 Weekday 31 Figure 34 Period 3 Weekday 32 Figure 35 Period 1 Weekend 32 Figure 36 Period 2 Weekend 33 Atkins Version 1. December 12 P a g e 4

5 Figure 37 Period 3 Weekend 33 Figure 38. A carriageway J6 to J7 End Location Period 1 Friday 26/3/ 35 Figure 39. B carriageway J7 to J6 Start Location Period 2 Friday 25/3/11 36 Figure. B carriageway Ja to J Mid Location Period 3 Friday 13/6/12 37 Figure 41. Cameras Locations on M6 39 Figure 42. HSA on CCTV review of Junctions 8-9 Northbound 7th November 45 Figure 43. HSA on CCTV review of Junctions 8-9 Northbound 8th November 45 Figure 44. HSA on CCTV review of Junctions -9 Southbound 7th November 46 Figure 45. HSA on CCTV review of Junctions -9 Southbound 8th November 46 Figure 46. HSA on CCTV review of Junctions 9- Northbound 28th September 47 Atkins Version 1. December 12 P a g e 5

6 Executive summary This report provides details of Hard Shoulder Abuse on Managed Motorways (dynamic hard shoulder running) in the West Midlands. Data was gathered using existing carriageway loops (MIDAS) and was supplemented by a sample of CCTV data. The amount of CCTV data whilst limited compared to the amount of MIDAS data does provide valuable information. M6 BBMM Phase 1 has lower amounts of HSA than M6 BBMM Phase 2 and M42 MM. The use of MIDAS data from hard shoulder loops gives a strong correlation with the amount of Hard Shoulder Abuse and is a valid method for any future monitoring work where loops exist in the hard shoulder. From limited CCTV analysis and an approximation measure of platooning, it is apparent that platooning is likely to be a significant proportion of all cases of HSA. Any HSA has the potential to be a causative factor in personal injury accidents, but the volume of HSA is not currently calibrated against HSA that may occur on traditional motorways. Until such time as a comparison is available to compare measured HSA at Managed Motorways to any HSA at non-managed Motorways (standard motorways and controlled motorways) it is not possible to conclude that HSA, as matter of course, is worse at Managed Motorway sites when compared to standard motorways. Nevertheless the levels of HSA observed at many of the Managed Motorway links indicate that the current regime of mitigation measures is justified and that work to consider the merit of additional mitigation measures should be programmed. The levels of HSA vary from link to link. Managed Motorways have similar design standards and appearance and so it is not apparent what key issues would influence the amount of HSA, although there is evidence that shorter links (less than 7m long) have higher levels of HSA. HSA occurs at the start, end and middle of links. Although not exclusively the case, HSA is normally higher at the end of links near the diverge junction. HSA at the start and middle of links is often of a similar order of magnitude. The highest levels of HSA were found during the periods of high demand, inter-peak, when HSR was not in operation. An important and somewhat unexpected finding is the level of HSA that can potentially occur in the small hours of the morning. At M6 J8-9 northbound the scheme layout schematic drawings show that the 2/3m Advance Direction Sign for J9 may encourage users (legally) into what is a permanently open LBS1 (acting as a merge auxiliary lane for J8). Therefore HSA may occur as users continue down LBS1 beyond the end of the merge auxiliary lane. It is however noted that J9- (also a short link) which does not have this anomaly has very similar levels of HSA. Short links would appear to encourage HSA. It is recommended that the Regional Control Centre and Maintenance Contractor for three planned schemes are furnished with a copy of this report and a summary of the existing mitigation measures in place in the West Midlands. Similarly the Regional Control Centre and Maintenance Contractor for the West Midlands region should be sent a copy of this report. The purposes of this would be to: Confirm that existing control measures in place to protect road workers are adequate, particularly for times of day outside the inter-peak period. Confirm if the extent of use of Variable Message Signs is appropriate Ensure that new schemes are aware of risks and also have information about how the West Midlands area is controlling risks Atkins Version 1. December 12 P a g e 6

7 A key issue would seem to be the prevalence of HSA at the start of a link. Reducing HSA at that point will potentially contribute to a significant overall reduction in HSA. The identification of potential measures was outside the scope of this project and would need to be examined in detail, but may include the following: Changes to road markings, signing and signal displays (including variable message signs) at the end of merge slip road connections to mainlines Targeted education, possibly making use of ANPR cameras to identify offenders Conversion of short DHSR links to permanent running lanes or use of DHSR for greater portions of the day for example where traffic volumes remain reasonably high inter-peak In the case of the latter, this course of action would dramatically reduce HSA levels, but would need consideration via a scheme safety report. Changes to road markings, signing and signalling would also need programme level consideration to ensure consistency. Changes to physical infrastructure are normally not achieved in the short-term, but some changes to message displays could possibly be achieved in the shorter term. It is important that any risks of HSA are weighed in the round together with the benefits of Managed Motorways. It would therefore be useful to investigate STATS19 collision data and provide evidence of the nature of personal injury accidents on one or more Managed Motorways that have been open for 12 months or more. If a post-opening (Stage 4) Road Safety Audit report has been produced in accordance with DMRB HD19 for one or more DHSR schemes, this documentation should be analysed to determine if any salient findings are included. Incidences of HSA within STATS19 accident reports would not be directly reported as such, and detailed work would be required to assess the causation factors including investigation of plain language accident descriptions, time of day and other data such as HALOGEN. Additionally national data on hard shoulder related accidents exist and are reported annually in Highways Agency safety data reports. This may allow a comparison between the safety performance of traditional hard shoulders per mile compared to DHSR schemes per mile. Such a comparison would need in-depth study of DHSR schemes accident histories so it can be ascertained if any entry on STATS19 for hard shoulder accidents related to peak or off-peak times. Further work to investigate HSA at standard motorways is desirable to allow an informed comparison. This would require CCTV analysis of either PTZ cameras or a separate dedicated CCTV system. It is noted that formal CCTV reviews are resource intensive and the necessary resources should be identified before the project commences. It is particularly noted that the levels of HSA reported at some DHSR links are at a level that are almost certainly higher than occur on a standard motorway. It could be beneficial to perform an informal check via the RCC PTZ cameras at sites set out in Appendix A before committing time and resources to a more lengthy formal review. Atkins Version 1. December 12 P a g e 7

8 1. Background and Objectives A hard shoulder is an area between the verge and the nearside lane of a motorway. Generally it is kept clear of all traffic but in the event of a breakdown or other emergency, a road user can pull into the hard shoulder to get out of the flow of traffic to stop at a place of relative safety. A hard shoulder also allows some extra flexibility should a motorist need to take evasive action, as it is a buffer area between the main carriageway and the edge of the road. Emergency vehicles, Traffic Officers and permitted maintenance vehicles can use the hard shoulder. Since the first introduction in 6 on the M42 between J3a and J7 a number of links on the West Midlands Motorway network have permitted use of the hard shoulder during periods of high traffic demand, where signalling shows the hard shoulder is open for legal use. The hard shoulder is opened and closed through the use of gantry mounted signals positioned above each lane. When traffic levels reduce, the hard shoulder (also known as Lane Beneath Signal One, LBS1) reverts to emergency use only. On standard motorways (including controlled motorways) there are no lane signals over the hard shoulder. There are three signals used on a Managed Motorway which instruct road users that the hard shoulder is not to be used as a running lane. These are shown in Table 1. Table 1. Signal Aspects Signal Meaning Red-X (Lane Control) This signal is displayed over the hard shoulder to notify road users that HSR is not operational when Variable Mandatory Speed Limits (VMSL) are in use and that the hard shoulder is for emergency use only text Red-X (STOP) This signal s meaning is defined in the highway code as Do not proceed further in this lane. This signal may be used on any lane (i.e. it is not a hard shoulder specific signal) and at any time. Signal Aspect BLANK The signal aspect is switched off when the hard shoulder is not active and VMSL are not being used. During this time the hard shoulder is available for emergency use only. The initial objective of this work was to assess whether unlawful use of hard shoulder, known as hard shoulder abuse (HSA), is a cause for concern. HSA has the potential to be a causative factor in accidents, such as: Road worker or emergency service vehicle legally stopped on hard shoulder impacted by public vehicle during HSA Road worker emergency service vehicle on foot carrying out work in verge or hard shoulder impacted by public vehicle during HSA Legally stopped (during emergency) public vehicle hit by public vehicle during HSA Unlawfully stopped public vehicle hit by public vehicle during HSA Atkins Version 1. December 12 P a g e 8

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10 Maintenance contractors have developed Risk Mitigation through working practices: Permit to Access to control access to working areas No working from hard shoulder without traffic management Working time restrictions e.g. during inter-peak periods only Emergency Refuge Areas are used for stopping/working Setting of signals to advise road users of maintainers on the road Where the RCC is aware of HSA they have the power to display a message set Hard shoulder for emergency use only on overhead signals as a reminder to public road users. The project objective was to be achieved by studying traffic behaviour on hard shoulders on dynamic hard shoulder running Managed Motorway schemes but by also looking at behaviour elsewhere on the motorway network. The findings of this report will be used to contribute towards the National Managed Motorway Compliance Guidance workstreams. Devising solutions to HSA was outside the scope of this project Change in scope This project was to be carried out as a hybrid project with a defined share of responsibility between consultants and the Highways Agency. It was established that CCTV reviews would be carried out by internal Highways Agency resources. An early estimate of resource needs was taken into account by the Highways Agency and a decision taken to focus the available resources on a review of CCTV data from a selection of DHSR links alone, making use of hard shoulder monitoring (HSM) fixed cameras. CCTV reviews of standard motorways and controlled motorways using Pan Tilt Zoom cameras were not feasible within the time and resource availability. However, Appendix A sets out suitable sites for standard motorways and the previous HCG/HRG reports set out candidate sites for controlled motorways. Atkins Version 1. December 12 P a g e

11 2. MIDAS Data 2.1. Previous Analysis A previous report has been produced by HCG/HRG Ltd for the Highways Agency, Hard Shoulder Abuse M42 MM and M6 BBMM 1 Schemes December. That report analysed data up to early for the M42 MM and M6 BBMM 1, which were the only motorways operating dynamic hard shoulders at the time. The previous work analysed large amounts of data covering the full period from 6 to. It was also used to compare the level of HSA abuse during the change from HSR 5mph and HSR 6mph. The precise methods of the previous data analysis are not documented, so a direct comparison across the period of the previous work and this work cannot be carried out Method for Current Analysis MIDAS data is collected and stored on a daily basis in a file which contains minutely averaged data for all loops in the Control Office (CO) area. The data collected is stored in a compressed format in binary files at In order to carry out custom analysis on this data it was downloaded, decompressed and converted into a plain text format (comma-separated values (CSV)) that was readable by MS Excel. Once converted into a useable format each row of data contained loop, date, time, speed, flow, occupancy and headway for each lane. The flow column for the lane which corresponds to the hard shoulder was then used. A tool was developed using Excel Visual Basic for Applications (VBA) that: 1 - Decompressed (from coddmmyy.tcd.bz2 to coddmmyy.tcd) selected daily Traffic Count Data (TCD) files that have been manually downloaded from the MIDAS website; 2 - Converted the binary files (coddmmyy.tcd) into CSV format (coddmmyy.tcd.csv) that can be read by Excel; 3 - Filtered the CSV format traffic data so that only loop data from specified loops is included and,, adding additional fields to aid subsequent analysis of the loop data, e.g. including the link name for each row of data. The selection of screening dates was based on: Periods when HALOGEN was working (some extensive periods existed where HALOGEN was offline meaning hard shoulder opening and closing times were not recorded) Obtaining three separate time periods to allow time trend assessment Obtaining 7 day data for each period Avoiding holiday periods where traffic volume and driver behaviour could be atypical The current analysis reports the level of potential HSA abuse as an average flow per hour on any given link; this allows an understanding of the likelihood that a legitimate user of the hard shoulder, such as a road maintenance worker or stranded motorist, would encounter a vehicle using the hard shoulder unlawfully. Three points in time since have been used in order to establish if the patterns of HSA observed previously still exist. The analysis also includes M6 BBMM 2 scheme which has been implemented since the previous work. Atkins Version 1. December 12 P a g e 11

12 The approximate lengths of hard shoulder which can be dynamically opened to traffic on each link of each scheme are shown in Table 2. Table 2. Dynamic Hard Shoulder Lengths Link Description Carriageway Direction Length (metres) ATM - M42 North J3A-4 A Northbound 2,2 ATM - M42 North J4-5 A Northbound 2,37 ATM - M42 North J5-6 A Northbound 3,7 ATM - M42 North J6-7 A Northbound 1,78 ATM - M42 South J4-3A B Southbound 1,79 ATM - M42 South J5-4 B Southbound 1,99 ATM - M42 South J6-5 B Southbound 3,86 ATM - M42 South J7-6 B Southbound 1,55 M6 BBMM1 - M6 North J4-4A A Northbound 3,26 M6 BBMM1 - M6 North J4A-5 A Northbound 1,58 M6 BBMM1 - M6 South J5-4A B Southbound 1,46 M6 BBMM2 - M6 North J8-9 A Northbound 67 M6 BBMM2 - M6 North J9- A Northbound 68 M6 BBMM2 - M6 North J-A A Northbound 3,65 M6 BBMM2 - M6 South J9-8 B Southbound 69 M6 BBMM2 - M6 South J-9 B Southbound 66 M6 BBMM2 - M6 South JA- B Southbound 4, MIDAS traffic count data (TCD) files were downloaded for the control office covering the three schemes in order to be able to identify instances of hard shoulder use. Three separate weeks of data have been scrutinised for each scheme, with neutral traffic weeks chosen as far as possible. It is noted that HALOGEN data has not been retained for period 6/9/11 to 14/5/12 which ruled out such periods from the analysis. Occasional periods of MIDAS data loss can occur and these have been avoided from the data selection. The above data availability issues mean that the choice of weeks available was been more limited than expected and the same weeks were not always available for sampling all of the schemes. The dates used for each scheme can be seen in Table 3 to Table 5 below. Three locations were chosen on each link in each scheme, these represent the start, middle and end of the marked hard shoulder on each link. On the M42 these have been chosen to match as closely as possible the previous analysis. On the BBMM sections, scheme schematic drawings were used to identify suitable carriageway loops in these locations. When choosing End and Start loops care was taken to avoid loop arrays that were very close to junction merge and diverge points. In this way the chances of collecting data for minor transgressions was minimised. Table 3 to Table 5 below identify the links in each MM scheme and the loops used for each position: start middle and end. It should be noted at in some instances there are not three loop arrays on a link and in this case only two positions have been used. Atkins Version 1. December 12 P a g e 12

13 Table 3. M42 MM Loop Positions and Dates used for Analysis Link M42 North J3A-4 M42 North J4-5 M42 North J5-6 M42 North J6-7 M42 South J4-3A M42 South J5-4 M42 South J6-5 M42 South J7-6 Position Start Mid End Start Mid End Start Mid End Start Mid End End Mid Start End Mid Start End Mid Start End Mid Start *xxxx No loop available for this position Geographic Address xxxx M42/6312A M42/6319A M42/6339A M42/6351A M42/6362A M42/6377A M42/62A M42/6414A1 M42/6434A M42/6441A M42/6451A xxxx M42/6312B M42/6319B M42/6339B M42/6351B xxxx M42/6377B M42/62B M42/6414B M42/6434B M42/6441B M42/6448B Period 1 (from to) Period 2 (from to) Period 3 (from to) Mon Sun Mon Sun Mon Sun 22/3/ 28/3/ 21/3/11 27/3/11 11/6/12 17/6/12 22/3/ 28/3/ 21/3/11 27/3/11 11/6/12 17/6/12 Table 4. BBMM 1 Loop Positions and Dates used for Analysis Period 1 (from to) Period 2 (from to) Period 3 (from to) Link M6 North J4-4A M6 North J4A-5 M6 South J5-4A Position Start Mid End Start Mid End End Mid Start Geographic Address M6/5722A M6/5737A M6/5749A M6/5763A M6/5769A M6/5775A M6/5764B M6/5769B M6/5774B Mon Sun Mon Sun Mon Sun 22/3/ 28/3/ 21/3/11 27/3/11 11/6/12 17/6/12 22/3/ 28/3/ 21/3/11 27/3/11 11/6/12 17/6/12 Atkins Version 1. December 12 P a g e 13

14 Table 5. BBMM 2 Loop Positions and Dates used for Analysis Link M6 North J8-9 M6 North J9- M6 North J-A M6 South J9-8 M6 South J-9 M6 South JA- Position Start Mid End Start Mid End Start Mid End End Mid Start End Mid Start End Mid Start *xxxx No loop available for this position Geographic Address M6/5945A M6/5947A M6/595A M6/5967A M6/5969A xxxx M6/5993A M6/69A M6/625A M6/5943B M6/5945B M6/5947B M6/5967B M6/5969B xxxx M6/5993B M6/613B M6/629B Period 1 (from to) Period 2 (from to) Period 3 (from to) Mon Sun Mon Sun Mon Sun 21/3/11 27/3/11 6/6/11 12/6/11 11/6/12 17/6/12 21/3/11 27/3/11 6/6/11 12/6/11 11/6/12 17/6/12 HALOGEN data has been downloaded and compared with the TCD data being processed. Detections in lane one of the loop positions shown above have been processed to remove any detections that occurred when HALOGEN has recorded the hard shoulder as open. Once the data for logged times when the hard shoulder is open to traffic have been removed, there were a small number of anomalies where the hard shoulder traffic count was much higher than expected. These anomalies are removed manually where it was clear that the hard shoulder was actually open Limitations MIDAS loops are not universally installed on normal hard shoulders, but loops are available on Managed Motorways with HSR. A limitation of using MIDAS data for the purposes of this work is that it is not possible to ascertain if a road user made use of the hard shoulder legally or not. The HSA levels obtained from MIDAS are therefore likely to include some vehicles that used the hard shoulder legally, e.g. in the event of an emergency. The data is also likely to include emergency vehicles using the hard shoulder in response to an accident or vehicles permitted to use the hard shoulder for maintenance purposes. For the data analysis work involving MIDAS, all vehicles recorded on the hard shoulder are assumed to be cases of HSA. This means that in some cases actual HSA levels may be marginally different than those stated in this section of the report. Limited CCTV analysis carried out by HCG/HRG for a previous study indicated that the correct application of HALOGEN opening/closing times combined with MIDAS data was a very good representation of HSA, with a negligible number of uses of the hard shoulder deemed to be lawful when viewed on CCTV M42 MM Results The results of the analysis carried out for the M42 Northbound on weekdays can be seen in Figure 1 to Figure 3. Weekends are shown in Figure 4 to Figure 6. Atkins Version 1. December 12 P a g e 14

15 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support The results of the analysis carried out for the M42 Southbound on weekdays can be seen in Figure 7 to Figure 9. Weekends are shown in Figure to Figure 12. The data takes account of the hard shoulder open/close times listed in HALOGEN, such that each figure shows the average hourly hard shoulder flow in a day at the location listed where the hard shoulder was not open for general public use. M42 MM Northbound A Carriageway Graphs Figure 1 Period 1 Weekday Average Hourly Weekday Flow 22-26/3/ #N/A Start Mid End Start Mid End Start Mid End Start Mid End M42 North J3A-4 M42 North J4-5 M42 North J5-6 M42 North J6-7 *#N/A No loop available for this position Figure 2 Period 2 Weekday Average Hourly Weekday Flow 21-25/3/ #N/A Start Mid End Start Mid End Start Mid End Start Mid End M42 North J3A-4 M42 North J4-5 M42 North J5-6 M42 North J6-7 *#N/A No loop available for this position Atkins Version 1. December 12 P a g e 15

16 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support Figure 3 Period 3 Weekday Average Hourly Weekday Flow 11-15/6/ #N/A Start Mid End Start Mid End Start Mid End Start Mid End M42 North J3A-4 M42 North J4-5 M42 North J5-6 M42 North J6-7 *#N/A No loop available for this position Figure 4 Period 1 Weekend Average Hourly Weekend Flow 27-28/3/ #N/A Start Mid End Start Mid End Start Mid End Start Mid End M42 North J3A-4 M42 North J4-5 M42 North J5-6 M42 North J6-7 *#N/A No loop available for this position Atkins Version 1. December 12 P a g e 16

17 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support Figure 5 Period 2 Weekend Average Hourly Weekend Flow 26-27/3/11 32 #N/A Start Mid End Start Mid End Start Mid End Start Mid End M42 North J3A-4 M42 North J4-5 M42 North J5-6 M42 North J6-7 *#N/A No loop available for this position Figure 6 Period 3 Weekend Average Hourly Weekend Flow 16-17/6/12 22 #N/A Start Mid End Start Mid End Start Mid End Start Mid End M42 North J3A-4 M42 North J4-5 M42 North J5-6 M42 North J6-7 *#N/A No loop available for this position M42 MM Northbound A Carriageway Observations There is no start loop location for J3a to J4, which is consistent with the analysis in the previous work carried out for the HA. All flows are within the ranges identified in the previous analysis. Levels of potential HSA abuse are consistent across all periods analysed. Levels of abuse tend to occur more at the start and end of the hard shoulder, which is to be expected. The end of the hard shoulder on the approach to J7 has the highest level of abuse. The average is between 18 and 32 vehicles per hour. This is consistent from period to period. This higher level of Atkins Version 1. December 12 P a g e 17

18 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support abuse is consistent with previous observations in the report completed for the HA and this could be associated with the combination of signing, signalling and lining (as set out in previous HCG/HRG report). M42 MM Southbound B Carriageway Graphs Figure 7 Period 1 Weekday Average Hourly Weekday Flow 22-26/3/ #N/A #N/A 1 1 End Mid Start End Mid Start End Mid Start End Mid Start M42 South J4-3A M42 South J5-4 M42 South J6-5 M42 South J7-6 *#N/A No loop available for this position Figure 8 Period 2 Weekday Average Hourly Weekday Flow 21-25/3/ #N/A #N/A End Mid Start End Mid Start End Mid Start End Mid Start M42 South J4-3A M42 South J5-4 M42 South J6-5 M42 South J7-6 *#N/A No loop available for this position Atkins Version 1. December 12 P a g e 18

19 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support Figure 9 Period 3 Weekday Average Hourly Weekday Flow 11-15/6/ #N/A #N/A End Mid Start End Mid Start End Mid Start End Mid Start M42 South J4-3A M42 South J5-4 M42 South J6-5 M42 South J7-6 *#N/A No loop available for this position Figure Period 1 Weekend Average Hourly Weekend Flow 27-28/3/ #N/A #N/A 1 End Mid Start End Mid Start End Mid Start End Mid Start M42 South J4-3A M42 South J5-4 M42 South J6-5 M42 South J7-6 *#N/A No loop available for this position Atkins Version 1. December 12 P a g e 19

20 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support Figure 11 Period 2 Weekend Average Hourly Weekend Flow 26-27/3/ #N/A #N/A 2 1 End Mid Start End Mid Start End Mid Start End Mid Start M42 South J4-3A M42 South J5-4 M42 South J6-5 M42 South J7-6 *#N/A No loop available for this position Figure 12 Period 3 Weekend Average Hourly Weekend Flow 16-17/6/ #N/A #N/A 2 1 End Mid Start End Mid Start End Mid Start End Mid Start M42 South J4-3A M42 South J5-4 M42 South J6-5 M42 South J7-6 *#N/A No loop available for this position M42 MM Northbound B Carriageway Observations There is no end loop location for J4 to J3a, or for the start of J5 to J4, which is consistent with the analysis in the previous work carried out for the HA. All other flows are generally within the ranges identified in the previous analysis. Levels of potential HSA abuse are consistent across all periods analysed. Levels of abuse tend to occur more at the start and end of the hard shoulder, this is a factor noted in the previous HSA report. Atkins Version 1. December 12 P a g e

21 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support 2.5. M6 BBMM1 Results The results of the analysis carried out for the M6 BBMM1 Northbound on weekdays can be seen in Figure 13 to Figure 15. Weekends are shown in Figure 16 to Figure 18. The results of the analysis carried out for the M6 BBMM1 Southbound on weekdays can be seen in Figure 19 to Figure 21. Weekends are shown in Figure 22 to Figure 24. Each figure shows the average hourly hard shoulder (non-open) flow in a day at the location listed. The data takes account of the hard shoulder open times listed in HALOGEN. M6 BBMM1 Northbound A Carriageway Graphs Figure 13 Period 1 Weekday Average Hourly Weekday Flow 22-26/3/ Start Mid End Start Mid End M6 North J4-4A M6 North J4A-5 Figure 14 Period 2 Weekday Average Hourly Weekday Flow 21-25/3/ Start Mid End Start Mid End M6 North J4-4A M6 North J4A-5 Atkins Version 1. December 12 P a g e 21

22 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support Figure 15 Period 3 Weekday Average Hourly Weekday Flow 11-15/6/ Start Mid End Start Mid End M6 North J4-4A M6 North J4A-5 Figure 16 Period 1 Weekend Average Hourly Weekend Flow 27-28/3/ Start Mid End Start Mid End M6 North J4-4A M6 North J4A-5 Atkins Version 1. December 12 P a g e 22

23 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support Figure 17 Period 2 Weekend Average Hourly Weekend Flow 26-27/3/ Start Mid End Start Mid End M6 North J4-4A M6 North J4A-5 Figure 18 Period 3 Weekend Average Hourly Weekend Flow 16-17/6/ Start Mid End Start Mid End M6 North J4-4A M6 North J4A-5 M6 BBMM1 Northbound A Carriageway Observations There are only two dynamic hard shoulder links in this scheme in this direction. Hard shoulder flows are consistent in each location across each period. The end location on the J4a to J5 link has the highest hard shoulder flows. The average hourly flow across the day ranges from six to nine across the different periods. Atkins Version 1. December 12 P a g e 23

24 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support M6 BBMM1 Southbound B Carriageway Graphs Figure 19 Period 1 Weekday Average Hourly Weekday Flow 22-26/3/ End Mid Start M6 South J5-4A Figure Period 2 Weekday Average Hourly Weekday Flow 21-25/3/ End Mid Start M6 South J5-4A Atkins Version 1. December 12 P a g e 24

25 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support Figure 21 Period 3 Weekday Average Hourly Weekday Flow 11-15/6/ End Mid Start M6 South J5-4A Figure 22 Period 1 Weekend Average Hourly Weekend Flow 27-28/3/ End Mid Start M6 South J5-4A Atkins Version 1. December 12 P a g e 25

26 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support Figure 23 Period 2 Weekend Average Hourly Weekend Flow 26-27/3/ End Mid Start M6 South J5-4A Figure 24 Period 3 Weekend Average Hourly Weekend Flow 16-17/6/ End Mid Start M6 South J5-4A M6 BBMM1 Southbound B Carriageway Observations There is only one dynamic hard shoulder link in this scheme in this direction. Hard shoulder flows are consistent in each location across each period. The end location on the J5 to J4a link has the highest hard shoulder flows. The average hourly flow across the day ranges are similar and range from five to 12 across the different periods. Atkins Version 1. December 12 P a g e 26

27 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support 2.6. M6 BBMM2 Results The results of the analysis carried out for the M6 BBMM2 Northbound on weekdays can be seen in Figure 25 to Figure 27. Weekends are shown in Figure 28 to Figure 3. The results of the analysis carried out for the M6 BBMM2 Southbound on weekdays can be seen in Figure 32 to Figure 34. Weekends are shown in Figure 35 to Figure 37. The data takes account of the hard shoulder open/close times listed in HALOGEN, such that each figure shows the average hourly hard shoulder flow in a day at the location listed where the hard shoulder was not open for general public use. M6 BBMM2 Northbound A Carriageway Graphs Figure 25 Period 1 Weekday Average Hourly Weekday Flow 21-25/3/ #N/A 3 Start Mid End Start Mid End Start Mid End M6 North J8-9 M6 North J9- M6 North J-A *#N/A No loop available for this position Figure 26 Period 2 Weekday Average Hourly Weekday Flow 6-/6/ #N/A 4 Start Mid End Start Mid End Start Mid End M6 North J8-9 M6 North J9- M6 North J-A Atkins Version 1. December 12 P a g e 27

28 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support *#N/A No loop available for this position Figure 27 Period 3 Weekday Average Hourly Weekday Flow 11-15/6/ #N/A 4 Start Mid End Start Mid End Start Mid End M6 North J8-9 M6 North J9- M6 North J-A *#N/A No loop available for this position Figure 28 Period 1 Weekend Average Hourly Weekend Flow 26-27/3/ #N/A 2 Start Mid End Start Mid End Start Mid End M6 North J8-9 M6 North J9- M6 North J-A *#N/A No loop available for this position Atkins Version 1. December 12 P a g e 28

29 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support Figure 29 Period 2 Weekend Average Hourly Weekend Flow 11-12/6/ #N/A 3 Start Mid End Start Mid End Start Mid End M6 North J8-9 M6 North J9- M6 North J-A *#N/A No loop available for this position Figure 3 Period 3 Weekend Average Hourly Weekend Flow 16-17/6/ #N/A 5 Start Mid End Start Mid End Start Mid End M6 North J8-9 M6 North J9- M6 North J-A *#N/A No loop available for this position M6 BBMM2 Northbound A Carriageway Observations There is no end loop location for the J9 to J link. The periods analysed for this scheme are in March 11, June 11 and June 12. The pattern of flows is consistent comparatively between locations between each period. However it should be noted that there is a general trend for the flows to increase fairly uniformly between the earlier and later periods. Flows on the weekend are consistently slightly higher than during the week. On the whole levels of potential HSA are higher in BBMM2 than in the other schemes. Atkins Version 1. December 12 P a g e 29

30 At M6 J8-9 the schematics show that the 2/3m Advance Direction Sign for J9 may encourage users (legally) into what is a permanently open LBS1 (acting as a merge auxiliary lane for J8). Therefore HSA may occur as users continue down LBS1 beyond the end of the merge auxiliary lane. See Figure 31. That said the level of HSA is similar to that on J9- which does not have this signing anomaly. Figure 31. M6 J8- J9 Northbound signing issue Atkins Version 1. December 12 P a g e 3

31 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support M6 BBMM2 Southbound B Carriageway Graphs Figure 32 Period 1 Weekday Average Hourly Weekday Flow 21-25/3/ #N/A End Mid Start End Mid Start End Mid Start M6 South J9-8 M6 South J-9 M6 South JA- *#N/A No loop available for this position Figure 33 Period 2 Weekday Average Hourly Weekday Flow 6-/6/ #N/A End Mid Start End Mid Start End Mid Start M6 South J9-8 M6 South J-9 M6 South JA- *#N/A No loop available for this position Atkins Version 1. December 12 P a g e 31

32 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support Figure 34 Period 3 Weekday Average Hourly Weekday Flow 11-15/6/ #N/A End Mid Start End Mid Start End Mid Start M6 South J9-8 M6 South J-9 M6 South JA- *#N/A No loop available for this position Figure 35 Period 1 Weekend Average Hourly Weekend Flow 26-27/3/ #N/A End Mid Start End Mid Start End Mid Start M6 South J9-8 M6 South J-9 M6 South JA- *#N/A No loop available for this position Atkins Version 1. December 12 P a g e 32

33 Vehicles Per Hour (VPH) Vehicles Per Hour (VPH) Managed Motorways Compliance Support Figure 36 Period 2 Weekend Average Hourly Weekend Flow 11-12/6/ #N/A End Mid Start End Mid Start End Mid Start M6 South J9-8 M6 South J-9 M6 South JA- *#N/A No loop available for this position Figure 37 Period 3 Weekend Average Hourly Weekend Flow 16-17/6/ #N/A End Mid Start End Mid Start End Mid Start M6 South J9-8 M6 South J-9 M6 South JA- *#N/A No loop available for this position M6 BBMM2 Southbound B Carriageway Observations There is no start loop location for the J9 to J link. The periods analysed for this scheme are different to M42 and BBMM1 and are in March 11, June 11 and June 12. The pattern of flows is consistent comparatively between locations between each period. However it should be noted that there seems to be a general trend for the flows to increase fairly uniformly between the earlier and later periods. Hard shoulder flows on the weekend are consistently higher than during the week. On the whole, levels of potential HSA are higher in BBMM2 than in the other schemes. Atkins Version 1. December 12 P a g e 33

34 2.7. MIDAS data conclusions It is emphasised that a small number of the detections of vehicles using the hard shoulder will be legitimate users. Table 6 shows lower and higher categorisations for each link. The boundary between higher and lower categorisations is based on the level of MIDAS-observed use across the range of periods studied, with a higher category being assumed to be associated with more than uses per hour during more than one study period. No inference should be made that links with lower HSA are not a concern for the Highways Agency or its maintenance contractors. Any HSA has the potential to be a causative factor in personal injury accidents, but the volume of HSA is not currently calibrated against HSA that may occur on traditional motorways. This analysis supports the levels and patterns of potential HSA observed in the previous work carried out for the HA. The current work has supplemented and supported the previous work with more periods of analysis covering the last three years and the addition of analysis from BBMM2. Table 6. Broad Categorisation of potential HSA Link Description Carriageway Length (metres) Level of MIDAS observed potential HSA ATM - M42 North J3A-4 A 2,2 Lower ATM - M42 North J4-5 A 2,37 Lower ATM - M42 North J5-6 A 3,7 Lower ATM - M42 North J6-7 A 1,78 Higher ATM - M42 South J4-3A B 1,79 Lower ATM - M42 South J5-4 B 1,99 Lower ATM - M42 South J6-5 B 3,86 Lower ATM - M42 South J7-6 B 1,55 Higher M6 BBMM1 - M6 North J4-4A A 3,26 Lower M6 BBMM1 - M6 North J4A-5 A 1,58 Lower M6 BBMM1 - M6 South J5-4A B 1,46 Higher M6 BBMM2 - M6 North J8-9 A 67 Higher M6 BBMM2 - M6 North J9- A 68 Higher M6 BBMM2 - M6 North J-A A 3,65 Higher M6 BBMM2 - M6 South J9-8 B 69 Higher M6 BBMM2 - M6 South J-9 B 66 Higher M6 BBMM2 - M6 South JA- B 4, Lower Of particular interest, in the BBMM2 scheme, HSA flows are consistent comparatively between locations across each period but it should be noted that there is a general trend for the flows to increase between the earlier and later periods, flows on the weekend are consistently slightly higher than during the week and the levels of potential HSA appear to be higher in BBMM2 than in other schemes. It is noted that length of link does not seem to directly affect the results as some longer links have low use and some have higher use. However the shortest links (69m long or less available hard shoulder) appear to have high levels of use. Atkins Version 1. December 12 P a g e 34

35 2.8. Selective Time Profiles A sample of higher priority links was further analysed to understand how time of day affected the profile of potential HSA. Graphs are shown at Figures 38 to. Each figure is in two parts with the upper half showing uses per hour and the lower half showing percentage values M42 J6-J7 Time Profile Figure 38. A carriageway J6 to J7 End Location Period 1 Friday 26/3/ Atkins Version 1. December 12 P a g e 35

36 Figure 39. B carriageway J7 to J6 Start Location Period 2 Friday 25/3/11 Atkins Version 1. December 12 P a g e 36

37 M6 BBMM 2 Time Profile Figure. B carriageway Ja to J Mid Location Period 3 Friday 13/6/ Conclusions from Time Profiles The potential HSA measured in the lunchtime periods inter-peak is not unexpected as this is where traffic volumes would remain reasonably high. Maintainers take specific precautions in these periods. An important and somewhat unexpected finding is the level of HSA that can potentially occur in the small hours of the morning and also in the hours after the early evening peak. Atkins Version 1. December 12 P a g e 37

38 3. CCTV review 3.1. Introduction An off-duty traffic officer was made available to carry out focussed reviews of recorded CCTV video images. Atkins supplied a proforma to allow consistent recording of observations. Atkins also supplied MIDAS data for a number of days to as ensure that the reviewer had flags to fast forward to relevant time periods. The Highways Agency project sponsor tagged the CCTV images so that the images would be preserved for 3 days rather than the default 7 days retention period Sample Size The sample size is all uses of the hard shoulder recorded between specified periods on selective links of M6 MMBB2 as shown in Table 7. A single hard shoulder monitoring camera on each link was used locations are shown at Figure 41. The periods in which HSR was in operation were obtained from the HALOGEN database (Table 7). In total 1138 uses of the hard shoulder were recorded across the survey period with only of these being classed as legitimate use. Table 7. Links and Days Observed Link Date Day AM PM HS Open HS Close HS Open HS Close M6 North J9-28/9/12 Friday (24 hours) M6 North J8-9 7/11/12 Wednesday (selective times) 8/11/12 Thursday (selective times) M6 South J-9 7/11/12 Wednesday (selective times) 8/11/12 Thursday (selective times) 7:16 9:39 11:58 19: :5 19:35 7:27 :34 11:18 19: :7 19:34 7:31 :32 11:33 17:47 Observations for the 28 th September were conducted over a 24 hour period, enabling this analysis to present whether HSA varied across a full day and night. The data for the 7 th and 8 th of November were collected in the hours before and after HSR was in operation, and did not cover the overnight period. Atkins Version 1. December 12 P a g e 38

39 Figure 41. Cameras Locations on M6 Atkins Version 1. December 12 P a g e 39

40 3.3. Platoons It was thought useful to estimate whether vehicles were likely to be travelling in a platoon so understand if behaviour of follow the leader is prevalent or not. The time that a vehicle was observed was generally rounded to the nearest minute. It is not possible to make robust conclusions from times recorded by rounding, but an estimate is possible by assessing vehicles that were observed within the same minute as being potentially part of a platoon. The use of a single camera does not allow tracking of a full vehicle path through a link and is another limitation. From the sample size of 1138 vehicles using the hard shoulder, when considering vehicles travelling in platoons, the actual number of individual cases of HSA is approximately 66. This can only be considered as Atkins Version 1. December 12 P a g e

41 a very broad estimation of platooning effects, but is sufficient to show that if driver behaviour can be modified for lead vehicles then HSA would likely reduce significantly MIDAS correlation For the 28 th September on junction 9- Northbound link, MIDAS recorded 367 uses of the hard shoulder during the 24 hour period. Manual CCTV observations recorded 385 uses across the same time period with 384 cases of HSA. This represents a high correlation between the two methods. CCTV would tend to pick up slightly more HSA than MIDAS, for example short lived drifting or travelling in LBS1 that missed a loop Details of recorded HSA Tables 8 to provide analysis of CCTV data. The extreme right columns display how the data links together. For example the total Hard Shoulder Abuse is made up of the totals of single vehicles, those following a platoon and those heading a platoon. Hard shoulder abuse is equal to total observed minus the legitimate use. Individual HSA cases are the sum of number of vehicles heading a platoon and single vehicles. Atkins Version 1. December 12 P a g e 41

42 Table 8. Data from Junctions 8-9 northbound on the 7th and 8th November Total Observed 342 Vehicle Class Cars HGVs LGVs Others Total 7th November th November Total Observed Legitimate Use Cars HGVs LGVs Others Total 7th November th November Total Observed Hard Shoulder Abuse Cars HGVs LGVs Others Total 7th November th November Total Observed Heading a Platoon Cars HGVs LGVs Others Total 7th November th November Total Observed Following a Platoon Cars HGVs LGVs Others Total 7th November th November Total Observed Single Vehicles Cars HGVs LGVs Others Total 7th November th November Total Observed Individual Cases of HSA Cars HGVs LGVs Others Total 7th November th November Total Observed Atkins Version 1. December 12 P a g e 42

43 Table 9. Data from Junctions -9 southbound on the 7th and 8th November Total Observed 413 Vehicle Class Cars HGVs LGVs Others Total 7th November th November Total Observed Legitimate Use Cars HGVs LGVs Others Total 7th November th November Total Observed Hard Shoulder Abuse 7th November th November Total Observed Heading a Platoon 7th November th November Total Observed Following a Platoon 7th November th November Total Observed Single Vehicles 7th November th November Total Observed Individual Cases of HSA 7th November th November Total Observed Atkins Version 1. December 12 P a g e 43

44 Table. Data from Junctions 9- Northbound on the 28th September Total Observed 385 Vehicle Class Cars HGVs LGVs Others Total 28th September Legitimate Use 28th September 1 1 Hard Shoulder Abuse 28th September Heading a Platoon 28th September Following a Platoon 28th September Single Vehicles 28th September Individual Cases of HSA 28th September Graphical Representations of CCTV data The tabulated data (Tables 8-) shows total recorded incidences across the days in the analysis. These incidences were further broken down into incidences per hour and compared against the time periods in which HSR was in operation. Numbers of cars committing HSA are compared to individual cases that take out the effect of platoons for each day observed. These values omit the vehicles using the hard shoulder for legitimate reasons; the tabulated data shows this would only account for out of 1138 cases observed. HGVs have been included as a comparison, where their lower volume means that they are less likely to form platoons. Total individual cases involving Cars, LGVs and HGVs were found to follow a similar pattern to the numbers of cars committing HSA, and so the total has been omitted from the graphs, as a similar pattern of results is already apparent. Figures 42 to 46 use the following key: HSR Open Times Review times Cars Committing HSA HGVs Committing HSA Cars minus Platoons Atkins Version 1. December 12 P a g e 44

45 Number of Vehicles per Hour (Veh/hr) Number of Vehicles per Hour (Veh/hr) Managed Motorways Compliance Support Figure 42. HSA on CCTV review of Junctions 8-9 Northbound 7th November 6 5:3 22: Hour of Day Figure 43. HSA on CCTV review of Junctions 8-9 Northbound 8th November 6 5 5:33 19: Hour of Day Atkins Version 1. December 12 P a g e 45

46 Number of Vehicles per Hour (Veh/hr) Number of Vehicles per Hour (Veh/hr) Managed Motorways Compliance Support Figure HSA on CCTV review of Junctions -9 Southbound 7th November 5:52 21: Hour of Day Figure 45. HSA on CCTV review of Junctions -9 Southbound 8th November :41 21: Hour of Day Atkins Version 1. December 12 P a g e 46

47 Number of Vehicles per Hour (Veh/hr) Managed Motorways Compliance Support Figure 46. HSA on CCTV review of Junctions 9- Northbound 28th September Hour of Day Atkins Version 1. December 12 P a g e 47

48 4. Conclusions This project has reviewed HSA levels on the M42 MM and M6 BBMM Phase 1 and Phase 2 schemes during periods when the hard shoulder is for emergency use only. M6 BBMM Phase 1 has lower amounts of HSA than M6 BBMM Phase 2 and M42 MM. The use of MIDAS data from hard shoulder loops gives a strong correlation with the amount of Hard Shoulder Abuse and is a valid method for any future monitoring work where loops exist in the hard shoulder. From limited CCTV analysis and an approximation measure of platooning, it is apparent that platooning is likely to be a significant proportion of all cases of HSA. Any HSA has the potential to be a causative factor in personal injury accidents, but the volume of HSA is not currently calibrated against HSA that may occur on traditional motorways. Until such time as a comparison is available to compare measured HSA at Managed Motorways to any HSA at non-managed Motorways (standard motorways and controlled motorways) it is not possible to conclude that HSA, as matter of course, is worse at Managed Motorway sites when compared to standard motorways. Nevertheless the levels of HSA observed at many of the Managed Motorway links indicate that the current regime of mitigation measures is justified and that work to consider the merit of additional mitigation measures should be programmed. The levels of HSA vary from link to link. Managed Motorways have similar design standards and appearance and so it is not apparent what key issues would influence the amount of HSA, although there is evidence that shorter links (less than 7m long) have higher levels of HSA. HSA occurs at the start, end and middle of links. Although not exclusively the case, HSA is normally higher at the end of links near the diverge junction. HSA at the start and middle of links is often of a similar order of magnitude. The highest levels of HSA were found during the periods of high demand, inter-peak, when HSR was not in operation. An important and somewhat unexpected finding is the level of HSA that can potentially occur in the small hours of the morning. At M6 J8-9 northbound the scheme layout schematic drawings show that the 2/3m Advance Direction Sign for J9 may encourage users (legally) into what is a permanently open LBS1 (acting as a merge auxiliary lane for J8). Therefore HSA may occur as users continue down LBS1 beyond the end of the merge auxiliary lane. It is however noted that J9- (also a short link) which does not have this anomaly has very similar levels of HSA. Short links would appear to encourage HSA. Atkins Version 1. December 12 P a g e 48

49 5. Recommendations A dynamic hard shoulder running Managed Motorway scheme at M1 J-J13 opened earlier in 12. Further similar schemes at M62 J25-J3 and the M4/M5 interchange are due to open in 13. It is recommended that the Regional Control Centre and Maintenance Contractor for these three schemes are furnished with a copy of this report and a summary of the existing mitigation measures in place in the West Midlands. Similarly the Regional Control Centre and Maintenance Contractor for the West Midlands region should be sent a copy of this report. The purposes of this would be to: Confirm that existing control measures in place to protect road workers are adequate, particularly for times of day outside the inter-peak period. Confirm if the extent of use of Variable Message Signs is appropriate Ensure that new schemes are aware of risks and also have information about how the West Midlands area is controlling risks A key issue would seem to be the prevalence of HSA at the start of a link. Reducing HSA at that point will potentially contribute to a significant overall reduction in HSA. The identification of potential measures was outside the scope of this project and would need to be examined in detail, but may include the following: Changes to road markings, signing and signal displays (including variable message signs) at the end of merge slip road connections to mainlines Targeted education, possibly making use of ANPR cameras to identify offenders Conversion of short DHSR links to permanent running lanes or use of DHSR for greater portions of the day for example where traffic volumes remain reasonably high inter-peak In the case of the latter, this course of action would dramatically reduce HSA levels, but would need consideration via a scheme safety report. Changes to road markings, signing and signalling would also need programme level consideration to ensure consistency. Changes to physical infrastructure are normally not achieved in the short-term, but some changes to message displays could possibly be achieved in the shorter term. It is important that any risks of HSA are weighed in the round together with the benefits of Managed Motorways. It would therefore be useful to investigate STATS19 collision data and provide evidence of the nature of personal injury accidents on one or more Managed Motorways that have been open for 12 months or more. If a post-opening (Stage 4) Road Safety Audit report has been produced in accordance with DMRB HD19 for one or more DHSR schemes, this documentation should be analysed to determine if any salient findings are included. Incidences of HSA within STATS19 accident reports would not be directly reported as such, and detailed work would be required to assess the causation factors including investigation of plain language accident descriptions, time of day and other data such as HALOGEN. Additionally national data on hard shoulder related accidents exist and are reported annually in Highways Agency safety data reports. This may allow a comparison between the safety performance of traditional hard shoulders per mile compared to DHSR schemes per mile. Such a comparison would need in-depth study of DHSR schemes accident histories so it can be ascertained if any entry on STATS19 for hard shoulder accidents related to peak or off-peak times. Further work to investigate HSA at standard motorways is desirable to allow an informed comparison. This would require CCTV analysis of either PTZ cameras or a separate dedicated CCTV system. It is noted that formal CCTV reviews are resource intensive and the necessary resources should be identified before the project commences. It is particularly noted that the levels of HSA reported at higher priority DHSR links are at a level that are almost certainly higher than occur on a standard motorway. It could be beneficial to perform an informal check via the RCC PTZ cameras at sites set out in Appendix A before committing time and resources to a more lengthy formal review. Atkins Version 1. December 12 P a g e 49

50 Atkins Version 1. December 12 P a g e 5

51 Appendices

52 Appendix A. Selection of standard motorway for comparison A.1. Introduction This Appendix outlines the reasoning and the recommended locations where analysis of hard shoulder abuse (HSA) should be carried out on motorways which do not feature hard shoulder running (HSR). The analysis of HSA on a standard motorway (one without HSR) is required to compare the findings of the HSA study on managed motorways with HSR. The purpose of the previous analysis of motorways featuring HSR was to determine the number of vehicles using the hard shoulder on MM schemes where signals do not permit such use i.e. outside congested periods. In order to compare like with like, it is necessary to identify standard motorways which suffer similar levels of congestion to motorways which have had HSR schemes installed. The Department for Transport s document entitled Investment in Highways Transport Schemes, published in, outlines a number of proposed managed motorways featuring HSR. These are all major schemes and have been selected to address known regular and significant congestion. There are a number of schemes featuring HSR proposals which are not due to be constructed until after 13. These are the locations which will offer the opportunity to identify levels of HSA in traffic conditions which are comparable to existing managed motorways with HSR. They are as follows: M25 J5 to J6/J7 Managed Motorway with hard shoulder running M25 J23 to J27 Managed Motorway with hard shoulder running - (This scheme was identified for acceleration in the Chancellor's statement of November 11. Funding has been made available to bring forward the start of works.) M1 J28 to J31 Managed Motorway with hard shoulder running M6 J8 to J12 Managed Motorway with hard shoulder running M62 J18 to J Managed Motorway with hard shoulder running M1 J39 to J42 Managed Motorway with hard shoulder running The presence of CCTV cameras is required in order to observe any HSA that takes place, street lighting is also required to ensure that HSA events can be observed during darkness. Presence of CCTV cameras and street lighting has been reviewed and typical views from a camera in each scheme have been included in section A.2. In order to confirm the existence of congestion in these locations, MTV plots have been reviewed and can be seen in section A.3. Atkins Version 1. December 12 P a g e 52

53 A.2. CCTV Camera Views This section contains typical views from a CCTV camera in each proposed managed motorway with HSR scheme. These were downloaded during the hours of darkness to identify that sufficient street lighting is available for analysis of HSA. M25 Clockwise Junction 7 M25 Clockwise J23 Atkins Version 1. December 12 P a g e 53

54 M1 Northbound J28 M6 Clockwise J8 M62 Eastbound J19 Atkins Version 1. December 12 P a g e 54

55 M1 Northbound J Atkins Version 1. December 12 P a g e 55

56 A.3. MTV Plots Traffic data from the schemes has been reviewed to identify if the congestion occurs regularly in that location. The data comes from MIDAS and is presented graphically in the form of MTV plots. It is necessary to ensure that congestion occurs on a regular basis so that staff analysing the CCTV footage can be used most effectively; this is on the basis that the motivation for HSA is likely to be congestion. M25 Clockwise J6 to J14 Atkins Version 1. December 12 P a g e 56

57 M25 Clockwise J25 to J27 Atkins Version 1. December 12 P a g e 57

58 M1 Northbound J28 to J31 Atkins Version 1. December 12 P a g e 58

59 Atkins Version 1. December 12 P a g e 59

60 M62 Eastbound J15 to J22 Atkins Version 1. December 12 P a g e 6

61 M1 Northbound J3 to J47 Atkins Version 1. December 12 P a g e 61

62 A.4. Results & Conclusions The results of the analysis have been tabulated below, showing whether regular, significant congestion has been observed and the availability of CCTV coverage in the area. Table A1. Suitability of potential locations Location HA area Congestion confirmed CCTV coverage with street lighting M25 J5 to J6/J7 Area 5 Congestion not regular. Partial street lighting M25 J23 to J27 Area 5 Congestion not regular. Yes M1 J28 to J31 Area 12 Congestion not regular Partial street lighting M6 J8 to J12 Area Regular and significant congestion Yes M62 J18 to J Area Congestion not regular Yes M1 J39 to J42 Area 12 Regular and significant congestion No street lighting From the selected sample, there is only one location that has been identified that has good CCTV availability, street lighting and predictable congestion. It is therefore recommended that any CCTV analysis of HSA on standard motorways is conducted on a portion of the M6 Clockwise from J8 to J12. The extent of review is subject to resource availability and funding. Further in this location s favour, this section of road has the most CCTV cameras available from all of the areas reviewed which also have street lighting and the best MIDAS coverage. It is further noted that the full range of non-hsr CCTV surveys of HSA would ideally additionally cover a sample of: A.5. Controlled motorways (i.e. those with overhead red ring variable speed limit aspects) Links on approaches to operational HSR schemes Further Refinement of Selected Site A review of the cameras available on the M6 J8 to J12 has taken place. All of the links on the M6 clockwise between J8 and J12 are busy and suffer regular severe congestion. Anti clockwise is not so congested or predictable so as useful for research purposes. Atkins Version 1. December 12 P a g e 62

63 Table A2. Suitability of locations M6 J8-12 Link Approx Length Number of Cameras Coverage of Start of Link? Coverage of End of Link? Comments Suitable for Analysis? M6 J8 to J9 1.4 km 1 No Yes J8 Not Quite Visible M6 J9 to J.8 km 2 Yes Yes Not quite complete coverage because of street furniture. M6 J to J km 2 Yes No Very narrow hatched out HS over Barton Bridge. M6 J11 to J12.6 km 1 Yes No Short link with reasonable coverage, but street furniture obscures much of the view. Queuing traffic will obscure the view of the HS. Yes Yes Maybe Maybe Useful Cameras: M6 J11 facing anticlockwise at 18/4A: Preset: South M6 J11 facing clockwise at 18/4A: Preset: North M6 J facing clockwise at 17/2A: Preset: North M6 J facing anticlockwise at 17/2A: Preset: South M6 J facing anticlockwise at 16/5B: Preset: South M6 J facing clockwise at 16/5B: Preset: North M6 J9 facing clockwise at 15/3B: Preset: North M6 J9 facing anticlockwise at 15/3B: Preset: South M6 J9 facing anticlockwise at 15/B: Preset: South M6 J9 facing clockwise at 15/B: Preset: North M6 J8 to J9 facing anticlockwise at 14/2A: Preset: South M6 J8 to J9 facing clockwise: Preset at 14/2A: Preset Home (North) Atkins Version 1. December 12 P a g e 63

64 M6 J8 to J12 Location of CCTV Cameras. Atkins Version 1. December 12 P a g e 64

65 M6 J8 to J9 facing clockwise: Preset at 14/2A: Preset Home (North) M6 J8 to J9 facing anticlockwise at 14/2A: Preset: South Atkins Version 1. December 12 P a g e 65

66 M6 J9 facing clockwise at 15/B: Preset: North M6 J9 facing anticlockwise at 15/B: Preset: South Atkins Version 1. December 12 P a g e 66

67 M6 J9 facing anticlockwise at 15/3B: Preset: South M6 J9 facing clockwise at 15/3B: Preset: North Atkins Version 1. December 12 P a g e 67

68 M6 J facing clockwise at 16/5B: Preset: North M6 J facing anticlockwise at 16/5B: Preset: South Atkins Version 1. December 12 P a g e 68

69 M6 J facing anticlockwise at 17/2A: Preset: South M6 J facing clockwise at 17/2A: Preset: North Atkins Version 1. December 12 P a g e 69

70 M6 J11 facing clockwise at 18/4A: Preset: North M6 J11 facing anticlockwise at 18/4A: Preset: South Atkins Version 1. December 12 P a g e 7

71 Atkins Ltd except where stated otherwise. The Atkins logo, Carbon Critical Design and the strapline Plan Design Enable are trademarks of Atkins Ltd.