Written evidence from Michael Rawson (ALR0008)
SMART MOTORWAYS are those sections of motorway where the Emergency Hard Shoulder has been retained (for emergency use) but can be designated a ‘Live running lane – NOT for emergency use.
MANAGED MOTORWAYS have had their Emergency Hard Shoulders (EHS) removed and the land converted to a traffic lane. A three lane motorway with an EHS is converted to a four lane motorway without an EHS.
The policy represents the biggest change since the inception of the motorway network and it is hoped to show the policy is a serious retrograde step, detrimental to drivers of all motor vehicles, to members of the emergency services and to those employed in the vehicle recovery industry.
Since 1959, when the first motorway was constructed between London and Birmingham (M1), motorway design and construction has included Emergency Hard Shoulders.
Emergency Hard Shoulders have three important uses –
(1) To provide a safe refuge for the drivers and occupants of broken down vehicles
(2) To permit unimpeded access for emergency service vehicles attending accidents and incidents on the motorway and
(3) A facility to relocate accident damaged vehicles prior to recovery to allow the motorway to be re-opened to traffic at the earliest opportunity.
A motor vehicle broken down on the Emergency Hard Shoulder rarely affects the speed of vehicles using the motorway and only in exceptional cases, such as a slipped load on a heavy goods vehicle, will the nearside lane need to be closed for safety reasons.
Emergency service personnel often render lifesaving treatment to those involved in accidents and paramedics administer saline to the very seriously injured, a procedure proven to be a major contribution towards survival.
The saline must be administered as soon as possible because the body needs fluids – delay can prove fatal.
When vehicles catch fire, prompt attendance by the Fire & Rescue service is essential. Those trapped in severely damaged vehicles are released by personnel with specialist cutting equipment, again time is of the essence when life is threatened.
THE ABSENCE OF AN EMERGENCY HARD SHOULDER DELAYS EMERGENCY SERVICE VEHICLES WHICH CAN ONLY MAKE VERY SLOW PROGRESS THROUGH SERVERELY CONGESTED TRAFFIC. THE LONGER THE TRAFFIC QUEUE THE LONGER IT TAKES FOR EMERGENCY SERVICE VEHICLES TO REACH THE SCENE
When casualties have been removed and accident investigation work is complete it is essential the damaged vehicles are relocated to the EHS and the motorway re-opened to traffic.
Accidents on Britain’s Motorways cost the economy hundreds of millions of pounds in missed business appointments, flights, hospital appointments, social events, delayed deliveries and wasted fuel as well as contributing to carbon emissions.
This is what happens when a vehicle breaks down on a MANAGED MOTORWAY which has no Emergency Hard Shoulder? The vehicle breaks down on a ‘Live running lane’. The Motorway Control personnel and sensors on the road surface detect the stationary vehicle and THE RED X LANE CLOSED - LANE DIVERT & SPEED REDUCTION SIGNS are displayed on the overhead gantries to warn motorists of the danger ahead. (NB The broken down vehicle is a DANGER to road users)
A 40 Ton heavy goods vehicle (HGV) travelling at its maximum permitted speed of 56 mph weighs almost 1000 tons!
The SMART & MANAGED MOTORWAY policies rely upon driver’s absolute compliance with the signals. The reality is many drivers, determined to gain every last advantage over their fellow road users, ignore LANE CLOSURE SIGNS increasing the danger of a collision.
For those drivers unaware of the broken down vehicle in their lane, failure to see it in time will result in heavy braking or a sudden change of lane to avoid a collision. The consequences of such actions require no explanation here.
Research has shown those who have driven long distances on motorways, with no traffic lights, no roundabouts, no pedestrians, no cyclists and no distractions have extended reaction times (the time between seeing the need to react and actually taking action such as applying the brakes) sometimes as much as two seconds. At 70 mph this means a vehicle will travel thirty metres, or 100 feet, BEFORE the driver applies the brakes or takes other evasive action. The average driver reaction time in a non – motorway driving environment is .7 of a second.
The situation on a section of SMART MOTORWAY, when the EHS is designated a ‘Live running lane’, is exactly the same as on a MANAGED MOTORWAY with the additional problem of possible confusion on the part of motorists.
When the EHS is designated an Emergency Hard Shoulder, signs at regular intervals display the message:- HARD SHOULDER FOR EMERGENCY USE ONLY. When designated a ‘Live running lane’ it is often subject to the same limit as the other lanes – 60 mph in many instances.
The changes in designation can lead to mistakes by motorists who may drive on the EHS when it is an offence to do so.
The absence of an Emergency Hard Shoulder is worrying for many motorists, especially lone females and those with children on board. For disabled drivers, especially those who must remove their wheelchair from the car before being able to quit their vehicle, it is a terrifying situation.
It is interesting to note the Highway Code’s advice to motorists who break down on motorways. They are advised to drive to the nearest refuge but the Code does not explain how a broken down vehicle can be driven.
Page 91, Rule 275, states, In the event of a breakdown pull onto the hard shoulder and stop as far to the left as possible with your wheels turned to the left. Yet again the Code does not explain how to pull onto a hard shoulder that does not exist. The Committee will no doubt be anxious to learn from Highways England the answer to these questions.
Highways England claims the policies speed up traffic allowing users to reach their destination a little sooner but they choose to ignore the negative aspects of All Lane Running.
When a vehicle breaks down on a Managed Motorway the lane MUST be closed to traffic and this results in delay and congestion. The longer the delay in recovery of the vehicle the more costly the delay to the economy. The time saving claims by Highways England must be seen in conjunction with the number of times lane closures, which result in delay and congestion, take place.
The following example is typical of events that occur on a regular basis on London’s Orbital Motorway and the facts are capable of proof by reference to the Motorway Control records.
Lane 1 was closed and at 7-45am the resulting queue stretched nine miles. At 9am the tanker remained in position awaiting the recovery truck which was no doubt stuck in the congestion caused by the absence of an Emergency Hard Shoulder.
Problems caused by the absence of motorway Emergency Hard Shoulders are not confined to the motorway. The huge growth in Satellite Navigation has given drivers, stuck in motorway traffic jams, the confidence to leave the motorway and use local roads which quickly become very congested. Towns close to the M25 become grid-locked on occasions.
There can be no doubt the SMART & MANAGED MOTORWAY policies, which allow for widening of the network at minimum cost, are favoured by the Treasury.
If, after examining all of the evidence, the Committee concludes Managed & Smart Motorways have resulted in a less safe environment for users, as well as a substantial increases in congestion and delays due to enforced lane closures, it is hoped it will recommend to government the policy be ended and all future motorway widening schemes include the provision of Emergency Hard Shoulders on Britain’s motorway network.
January 2016
The views and opinions expressed in this evidence are mine alone. I do not belong to any organisation except the National Association of Retired Police Officers.