Hard shoulder opened on M42 to cut congestion

New initiatives between junctions 3A and 7

Motorists in the West Midlands are the first in Britain to be able to drive on the hard shoulder during busy periods to cut congestion.

This scheme, which was launched on Tuesday 12 September, is part of a £100m Highways Agency scheme called Active Traffic Management.

The scheme aims to help keep the traffic moving by making the best possible use of the space available on our existing motorways, rather than building more new roads.

The ATM stretch of the M42 between Junction 3A for the M40, and junction 7 for the M6, carries 140,000 vehicles each day made up of long distance traffic, local users and customers of Birmingham International Airport and the NEC.

Drivers using this stretch could now be directed to drive on the hard shoulder at times of peak congestion by hi-tech electronic signs above the carriageway. A 50mph speed limit will appear above the hard shoulder, and when it is in use, a maximum 50mph speed limit will also be applied to all lanes on the carriageway.

The hard shoulder would only be used as a running lane when motorists are directed to use it. This will usually be shown by a sign showing a speed limit above the hard shoulder, but there may also be an arrow showing motorists to use it.

Safety is very important to the project. If a motorist develops a problem with their vehicle, they should pull into the emergency refuge areas which have been provided beside the hard shoulder approximately every 500 metres to provide a safe place to stop away from the traffic.

These refuges contain the latest emergency roadside telephones to connect motorists directly to the Highways Agency Regional Control Centre at Quinton near Birmingham.

Individual lanes, including the hard shoulder can be opened and closed by Highways Agency Traffic Officers based at Quinton by displaying a red ‘X’ on the electronic lane signals above the carriageway. Comprehensive CCTV coverage means that Traffic Officers in the control room will be able to spot any incident or break down in a carriageway and close the affected lane by displaying a red X above it.

The Highways Agency has worked closely with the emergency services on the ATM scheme, and the flexible approach to opening and closing lanes means that in the event of a major incident, immediate lane closures will ensure emergency services access as quickly as possible.

The ATM project offers significant cost and environmental benefits over widening and to widen the ATM stretch would cost at least five times what has been spent on this scheme.

It is important that you are aware of this scheme because it involves changes to the way in which you will drive on this motorway. Please select the links to the right for further information. You can also let us know what you think.

Click to take a drive through Active Traffic Management

This animation describes how Active Traffic Management works in practice.

Hard shoulder opened on M42 to cut congestion

Background

In July 2001, John Spellar, the former Minister for Transport, announced that Active Traffic Management would be piloted on a section of the M42 corridor between junction 3A and 7, to the south-east of Birmingham. The Active Traffic Management pilot is expected to be fully operational by late 2006, following a phased implementation, which began in Winter 2004.

Active Traffic Management will contribute towards:

The Active Traffic Management pilot has been developed in close consultation with the Central Motorway Police Group (CMPG), and this partnership continues in the delivery of the pilot.

Overview

A New Active Traffic Management Gantry

The Active Traffic Management pilot brings together a number of motorway technologies to demonstrate how they can be used together to maximise their benefits.

Building on best practice and experience from the UK and around the world, Active Traffic Management combines existing, tried and tested technology, infrastructure and procedures with new and innovative ideas. Together, these make the best use of the existing road space, providing additional capacity for vehicles, with the aim of reducing congestion. This may reduce the need for motorway widening.

Active Traffic Management can be thought of as a 'tool-box' of technologies and procedures, which can be used on their own, or together, to provide solutions to specific problems.

Active Traffic Management is a pro-active approach to the management of traffic, and will allow us to better fulfil the Highways Agency's role as Network Operator by:

Timetable

Active Traffic Management on the M42 has been introduced in phases. Construction began in 2003.

The final stage to be introduced was hard shoulder running, which started on 12 September 2006.

ATM Time Table

View the ATM Time Table

Background

Why the M42?

A number of potential locations were assessed for the possible benefits that Active Traffic Management could bring to the area.

The M42 between junction 3A and 7 was chosen because of its strategic importance to the Midlands area in distributing local and national traffic, providing a link between the M40 and M6 motorways.

This route also serves the National Exhibition Centre (NEC) and Birmingham International Airport, as well as the business parks and busy residential areas also along this corridor.

This route is a particularly good place to trial Active Traffic Management because of local issues, such as:

map
Why the M42?

What is different?

If you have driven down the M42 recently, you may have noticed a number of changes between junction 3A-7. These include the addition of:

Lightweight gantries

supporting new technology, such as signs, signals and cameras - located approximately every 500 metres along the road to provide earlier warnings to drivers of congestion or incidents ahead

Signals

informing drivers of the mandatory speed limits, traffic conditions on the motorway ahead and the availability of lanes

Digital enforcement technology

used to enforce the mandatory signals

Driver information signs

informing drivers of traffic conditions ahead

Entry/exit signs

informing drivers that they are entering or leaving an Active Traffic Management area

Hard shoulder running

when necessary, the hard shoulder will be used as an extra lane for all vehicles between junctions, to reduce congestion

Emergency refuge areas

distanced away from the main carriageway, wider than the hard shoulder and for use in all cases of emergency or break down, instead of the hard shoulder

New emergency roadside telephones

located in emergency refuge areas, used to contact the control centre in an emergency or break down and to receive advice on how to exit an emergency refuge area safely

CCTV cameras

an important safety feature providing comprehensive coverage of the scheme and enabling the control centre to monitor this section of the M42 24 hours a day, 365 days a year.

Full motorway lighting

providing a safer driving environment at night and in bad weather and allowing the control centre to see the motorway using CCTV

Sensors

located every 100m, in the road surface, used to detect traffic and congestion, to alert the control centre to increases in traffic, allowing them to immediately manage the situation to reduce congestion. These are part of the Motorway Incident Detection and Automatic Signalling (MIDAS) system.

ATM set up
What is different?

How does it work?

The main purpose of Active Traffic Management is to manage congestion, but it can also be used to manage the traffic around an incident, should one occur.

When this stretch of the M42 is not congested and there are no incidents, all normal motorway rules apply.

Normal Motorway Conditions:

Normal Motorway Conditions

If there is congestion or an incident, Active Traffic Management will manage the traffic to ease congestion:

Active Traffic Management without hard shoulder running:

Active Traffic Management without hard shoulder running

Controlling the traffic across all lanes, with the right speed for the traffic conditions, enables the traffic to flow more smoothly. This reduces constant stopping and starting, which therefore helps to prevent the break down of traffic flow. This will help to reduce congestion.

The system sets the same speed across the carriageway, which reduces the need for drivers to change lanes.

When necessary, the system also sets messages on the driver information signs to inform road users of the road conditions ahead of them. This helps to protect queuing traffic because drivers are aware of slow moving or stationary traffic ahead.

In the case of severe congestion or an incident in one of the normal running lanes the hard shoulder may be opened to traffic under controlled conditions:

Active Traffic Management with hard shoulder running:

Active Traffic Management with hard shoulder running

The control centre can open the hard shoulder, as an extra running lane to reduce the impact of congestion by providing extra space for the traffic. The hard shoulder is opened under controlled conditions, once the Regional Control Centre operator has checked that the hard shoulder is clear of debris and vehicles.

The hard shoulder will only be open to vehicles between junctions and only between junctions that have a high volume of vehicles.

How does it work?

When should I use the hard shoulder?

Using the hard shoulder as a running lane

You should use the hard shoulder as a running lane, between junctions, under the following circumstances:

  1. When the signal above the hard shoulder is displaying a speed limit and NOT a red cross or a blank signal AND
  2. You are intending to leave the motorway at the next junction

OR

  1. When the signal above the hard shoulder is displaying a speed limit and NOT a red cross or a blank signal AND
  2. You are joining the main carriageway from the previous junction

Due to the hard shoulder only being open between junctions it is not possible to drive on the hard shoulder continuously along the length of the scheme. It is also unlikely that the hard shoulder would be opened along the length of the scheme, as it will only be used where there is congestion or an incident.

Stopping on the hard shoulder

You may only stop on the hard shoulder in case of emergency or break down and if you are unable to reach an emergency refuge area. Only in these emergency circumstances may you pass underneath a red cross without flashing beacons displayed over the hard shoulder. You must never pass underneath a red cross with flashing beacons.

Using the hard shoulder to build up speed when leaving an emergency refuge area

During normal motorway conditions and in Active Traffic Management without hard shoulder running you may use the hard shoulder when leaving an emergency refuge area, to build up speed with the main carriageway. Only in these emergency circumstances may you pass underneath a red cross without flashing beacons displayed over the hard shoulder. You must never pass underneath a red cross with flashing beacons.

During Active Traffic Management with hard shoulder running you should not use the hard shoulder to build up speed with the main carriageway. Instead, use the emergency roadside telephone to contact the control centre, who can advise you of how to leave the emergency refuge area safely.

Differences between the Active Traffic Management hard shoulder and a normal hard shoulder

  1. The hard shoulder on a normal motorway can only be used in case of an emergency or break down.

    During high levels of traffic or an incident the hard shoulder in Active Traffic Management can be used as an extra lane to reduce congestion and therefore there are overhead signals above the hard shoulder to indicate whether the lane is available for use.
  2. The line marking the edge of the hard shoulder, between the hard shoulder and the main carriageway lane, normally includes a raised rib, which vibrates the vehicle and makes a noise to the driver when crossed.

    In Active Traffic Management, the vibration and noise created by this line is reduced so as not to deter drivers from using the hard shoulder when it is available. Drivers will still be alerted by a humming sound when they cross this line.
  3. Red reflective studs normally accompany the line marking the edge of the hard shoulder between the hard shoulder and the main carriageway lane.

    In Active Traffic Management, red reflective studs are being retained on both sides of the hard shoulder. This ensures that during poor visibility, e.g. fog, drivers are given adequate warning of the edge of the carriageway, both when the hard shoulder is being used as a running lane and when it is not.
  4. On a normal motorway, you can stop on the hard shoulder in case of an emergency or break down.

    Whilst driving through Active Traffic Management on the M42 you should always aim to stop in the emergency refuge areas, instead of on the hard shoulder. The emergency refuge areas are located approximately every 500m, next to the hard shoulder.
  5. In order to allow the hard shoulder to be used as a running lane it will be maintained as a running lane, including the clearing of debris, and winter maintenance, such as gritting.

Benefits of using the hard shoulder as a running lane

Using the hard shoulder provides three key benefits, which contribute towards preventing the break down in the flow of vehicles:

  1. Hard shoulder running allows local traffic, which is coming on at one junction and off at the next junction, to join the hard shoulder from the on-slip road and travel along the hard shoulder and straight up the off-slip road. This means that they do not disrupt the traffic on the main carriageway.
  2. It also allows traffic that wish to leave the motorway at the next junction to use the hard shoulder, which gives them a greater distance to change lanes.
  3. Similarly, it provides traffic joining the motorway with a greater distance to merge with the traffic on the main carriageway.
When should I use the hard shoulder?

How does the system know what to do?

The sensors located in the road surface detect the amount and flow of traffic. The computerised system uses this information to calculate the best speed to keep traffic flowing smoothly. This speed is then displayed as a mandatory signal on the speed limit signals overhead.

The Active Traffic Management operator, based in the Regional Control Centre, is also able to control the speed limits and driver information signs. The system alerts the operator to increases in traffic and the operator is able to view the scheme using the CCTV cameras that cover the whole stretch of the M42 junction 3A to 7.

How does the system know what to do?

What do the signals mean?

The signs and signals inform drivers of the traffic conditions on the road ahead, the speed limits and the availability of lanes. They provide protection for queuing traffic and the area around incidents from vehicles approaching the incident from the rear.

In order to maximise this protection, the signals are mandatory and will be enforced using digital technology.

Complying with the signals is a very important part of Active Traffic Management on the M42 because they are designed to make:

  1. Your journeys safer - the signals control the traffic around queues and incidents, which protects the vehicles in the queue/incident and the vehicles travelling towards them and is designed to make your journey safer.
  2. Your journey times more reliable - the signals control the traffic to improve the flow of vehicles, which is designed to reduce the impact of congestion and make your journey time more reliable.

The position and sequence of the signals ensures that drivers have time to see and understand the signal and to make a manoeuvre.

Along the Active Traffic Management section of the M42, the following signal meanings apply:

Blank Signal

Blank Signal

Applicable to all lanes (including hard shoulder)
Normal motorway rules apply to this lane

Hard shoulder only for use in emergency or break down

Mandatory Speed Limit

Mandatory Speed Limit

Applicable to all lanes (including hard shoulder)
This is the maximum permitted speed

White Arrow with Flashing Beacons

White Arrow with Flashing Beacons

Applicable to all lanes (including hard shoulder)
Move into lane directed

Red Cross with Flashing Beacons

Red Cross with Flashing Beacons

Applicable to all lanes (including hard shoulder)
Do not proceed further in this lane

Red Cross without Flashing Beacons

Red Cross without Flashing Beacons

Applicable only to hard shoulder
Do not use this lane except in emergency or break down

National Speed Limit

National Speed Limit

Applicable to all lanes (except hard shoulder)
National speed limits apply

**Please obey the signals and help keep the traffic moving on the M42**

The information or instruction given by the signals shown above can also be supported by information provided on the driver information panels. These are primarily used to inform road users of the traffic conditions ahead.

A driver information sign
What do the signals mean?

Controlled Motorway

On the 29 November 2005 a controlled motorway scenario was introduced as the second phase of ATM operation. This meant that automatic mandatory signals were implemented on the M42 section junctions 3A -7.

The Signal Controls

There are two reasons for automatic signal and message sign settings:

Signals set for Congestion

These are set in response to the number of vehicles per minute passing over the loop detectors - the traffic demand. As demand increases so does the risk of flow breakdown and accidents. At carefully calculated thresholds, the signals are set to reduce the speed of traffic, smooth the flow, reduce the potential for flow breakdown and create a safer environment for the current traffic conditions. Initially, 60mph signals are displayed on the gantries and then as the traffic demand increases further, 50mph signals are displayed.

Drivers may not realise why these signals are set, and this is understandable as there may be no apparent reason for the settings. However, the system is detecting high traffic demand and is using the signals to prevent the congestion from deteriorating into flow breakdown. This makes the journey smoother and safer for all.

Signals set for Incidents

These are set when the system detects very slow moving or stationary traffic over a loop detector. The signals provide warnings to protect queuing traffic and produce a safer driving environment. When a queue is detected, the system quickly sets signals to 40mph limits in the immediate area and 60mph limits leading into this, to give advance warning to drivers alerting them to reduce their speed. If the signal gantries are quite close together, the advance signals will be set to 50mph limits. Message signs are also set with appropriate text to support this situation.

Incident settings are designed to protect stationary/slow moving vehicles and the back of queues that can result from these. The incident detection system also works alongside the congestion system to control the speed of traffic in congested areas where flow breakdown has already happened.

Message Signs

At regular intervals on the motorway there are message signs giving text information to give more details to the driver about the situation ahead and these reflect the signal activity. Examples of the automatic messages are "CONGESTION STAY IN LANE", "QUEUE AHEAD", or "QUEUE AFTER NEXT JUNCTION". Other messages such as "Obstruction" can be set manually by the Police.

Timing - why are the signals on so long?

The signal system is intelligent and prevents the signals changing the limits displayed or switching the signals on and off too quickly. This gives drivers time to respond and ensures the signals are not confusing. Once the signals are on, timing delays are introduced to stop signals switching off prematurely. Studies have shown that after heavy congestion has occurred, it is vital to control the recovery of traffic speeds and let the traffic flow recover safely. This minimises the risk of further flow breakdown or traffic incidents re-occurring.

The occurrence of shockwaves in Controlled Motorway Scenarios

Studies have shown that a shockwave occurs when the density of the traffic reaches a critical level. Unstable traffic speeds combined with sudden braking creates a shockwave which travels back through the traffic at about 12mph.

Drivers experiencing a shockwave find that they suddenly have to slow down, then a few moments later they can speed up again. The causes of this stop-start driving are varied, some are due to incidents, some are due to the physical layout of the road, such as traffic merging at a junction, and others appear to have no cause.

Frequently Asked Questions

Q: Why do I see 60mph limits set when there are low flows of traffic and the traffic appears to be moving freely?

A: This happens after a period of congestion on the motorway and the traffic conditions are recovering. A controlled recovery (60mph limits) is more likely to be sustained and improves safety. If this was not implemented, there would be a high chance of flow breakdown recurring.

Q: Why are 40mph limits often followed by sections of heavy congestion?

A: The incident controls are in operation and the system is protecting the backs of the queues as the vehicles move from shock wave to shock wave.

Q: Why do I see what appear to be inappropriate signals and messages on the gantries?

A: The system is responding to a real event that is happening at that moment, further ahead of the driver. It is possible that by the time the driver arrives at the location of the event, there is no apparent cause, and the traffic conditions have resolved themselves.

Controlled Motorway

What happens if I break down?

This sign marks the start of an emergency refuge area If you break down you should:

The roadside telephone automatically pin points your location for the control centre.

Depending on your situation the control centre operator can send a Highways Agency Traffic Officer or recovery vehicle, or advise your recovery service.

Emergency refuge areas are designed to be used in all cases of emergency or break down, not only when the hard shoulder is being used as a running lane. They are located adjacent to the hard shoulder and there is one approximately every 500 metres along the length of Active Traffic Management on the M42.

Features include:

By the time hard shoulder running is introduced, emergency refuge areas will also feature:

Will I be able to reach an emergency refuge area?

Emergency refuge areas Due to the close proximity of the emergency refuge areas it is highly likely that you would be able to reach an emergency refuge area. However, it is possible that in some cases of break down you may not be able to guide your vehicle into an emergency refuge area.

If this happens under normal motorway conditions or when Active Traffic Management without hard shoulder running is in operation, you should stop on the hard shoulder and follow the relevant advice given in The Highway Code.

If Active Traffic Management with hard shoulder running is in operation or you are unable to guide your vehicle to the hard shoulder you should follow the relevant advice given in The Highway Code. The control centre operator can control the signals to guide vehicles around you and provide access for your recovery service.

Emergency refuge areas should not be used for anything other than an emergency or break down. They are not to be used as lay-by and are monitored by CCTV linked directly to the control centre.

Emergency refuge area signEmergency roadside telephones

If you need help, you should always contact the control centre using an emergency roadside telephone located in each emergency refuge area. They pin point your location for the control centre operator and features include:

Leaving an emergency refuge area

For your safety, you should always contact the control centre using the emergency roadside telephone to gain advice on how to leave the emergency refuge area safely. This is because the way you leave an emergency refuge area depends on the mode that Active Traffic Management is running, and the category of vehicle you are driving.

In some cases, the control centre operator will be able to control traffic to enable you to leave in the safest way.

Normal motorway conditions:

Normal motorway conditions

Active Traffic Management without hard shoulder running:

Active Traffic Management without hard shoulder running

Active Traffic Management with hard shoulder running:

Active Traffic Management with hard shoulder running

Working in partnership with the recovery industry

In 2004 a demonstration of emergency refuge areas was held for operators from a number of recovery organisations. This enabled the recovery operators to view the safe roadside repair or recovery of a variety of different vehicles using emergency refuge areas. The day allowed recovery operators to understand how they may use the refuge areas and also to develop their own procedures, ensuring that they can provide the safest service when attending to their members.

What happens if I break down?

What happens in congestion?

When the early signs of congestion are detected on the M42 Active Traffic Management scheme, the control centre operator and automatic system will change the signs and signals to alert road users to the conditions ahead.

The system automatically calculates the best speed to keep the traffic flowing and then this is displayed on the speed limit signals overhead.

The control centre can also open the hard shoulder, under controlled conditions, as an extra running lane to reduce the impact of congestion by providing extra space for the traffic. This will help to keep the traffic flowing and minimise delays.

hard shoulder open
What happens in congestion?

What happens in an incident or accident?

If an incident occurs on the M42 Active Traffic Management scheme, the control centre operator and automatic system will change the signs and signals to alert road users to the conditions on the road ahead.

The signals can also be used to open and close lanes, where necessary. For example, the control room could direct vehicles out of a lane and open it up for emergency vehicles to access an incident. The gantries used on this scheme are much closer together than other motorways, which gives us greater control over the traffic and gives you, the driver, more information about what is happening on the motorway ahead.

This means that the control centre can easily provide access to the incident for on-road help, in the form of emergency services and Highways Agency Traffic Officers, who will help to manage the incident. The Traffic Officers will be able to provide on-the-spot backup to the emergency services, removing obstructions, assisting with traffic management and repairing roadside equipment, thus helping to quickly re-open the road and reduce delays to drivers.

More information on Highways Agency Traffic Officers.

The control centre can also open the hard shoulder, under controlled conditions, as an extra running lane to reduce the impact of incidents by providing extra space for the traffic. This will help to keep the traffic flowing and minimise delays.

Hard shoulder open

What happens in an incident or accident?

What are the safety features?

Safety is at the top of our priority list. Active Traffic Management will deliver a number of systems, processes and procedures, which are likely to provide enhanced safety benefits to those using the M42.

The pilot of Active Traffic Management includes a number of features designed to enhance the safety of this stretch of motorway.

These include:

Regional Conrol Centre

The Active Traffic Management pilot has been developed in close consultation with the Central Motorway Police Group (CMPG), and this partnership continues in the delivery of the pilot.

What are the safety features?

What are all the cameras?

We have installed 4 different types of camera along the Active Traffic Management scheme:

  1. Pan, Tilt & Zoom (PTZ) CCTV Cameras
    • Used By: Highways Agency Regional Control Centre
    • Features: Position and zoom can be controlled remotely to provide comprehensive coverage of the scheme
    • Purpose: To enable control centre operators to identify and monitor congestion/incidents
  2. Fixed CCTV Cameras
    • Used By: Highways Agency Regional Control Centre
    • Features: Positioned along the hard shoulder
    • Purpose: To enable control centre operators to ensure the hard shoulder is clear of debris and vehicles prior to opening and monitor it whilst it is being used as a running lane

The image below, taken during a night-time CCTV trial, shows the clarity of the new CCTV cameras.

CCTV image
  1. Automatic Number Plate Recognition (ANPR) Cameras
    • Used By: Highways Agency Monitoring Consultants
    • Features: Enables the tracking of where vehicles join and leave the motorway and their journey times
    • Purpose: Measures real traffic behaviour, allowing us to tailor traffic management tools and assess the impact of Active Traffic Management on journey times. This information can then be used to improve the system and the way in which it operates
  2. Digital Enforcement Cameras
    • Used By: West Midlands Police
    • Features: Once mandatory speed limits are introduced new digital cameras will be in use. You will notice ladder markings on the road surface and camera signs on the gantries
    • Purpose: To ensure compliance with the overhead signals for the safe and effective operation of the scheme in reducing congestion and the impact of incidents

**Please obey the signals and help keep the traffic moving on the M42**

What are all the cameras?

How was it constructed?

The construction work necessary for Active Traffic Management began in Spring 2003 and was fully completed from junctions 3A-7 by June 2005.

Civil engineering work included:

In December 2004 works between junction 3A and 5 were completed and the first elements of the project were switched on to provide benefits to road users. This enabled the lifting of the hard shoulder closure and 50mph speed limit along this section. New lighting, the Motorway Incident Detection and Automatic Signalling (MIDAS) system and new electronic signs displaying advisory speed limits over each of the running lanes, are now in use to provide a safer driving environment for the travelling public.

Following this, in June 2005 the works were substantially completed and the first full phase of operation began - Advisory signs and signals along the whole scheme length junctions 3A - 7.



How was it constructed?

How does it affect the environment?

Active Traffic Management and its effect on the environment has been carefully considered. In line with the latest European and Government Directives, we have undertaken assessments of the impact of the scheme on the local environment. This included surveys of existing trees and shrubs, landscape, water and ecology as well as noise and air quality assessments in order to anticipate the likely effect of the scheme and its construction.

We have consulted with a number of organisations such as the Environment Agency, English Nature and the Local Planning Authorities over the findings of these assessments, which have shown that the impact of Active Traffic Management on the M42 will be minimal, particularly in comparison to widening or new road building.

All of the construction works and the resulting infrastructure of Active Traffic Management will sit within the existing highway boundary. This means there will be no need for any additional widening into adjourning agricultural or residential land. This means we have been able to keep the impact of Active Traffic Management on the local environment to an absolute minimum.

However, in order to ensure that impact is as low as possible, we have put in place a series of mitigation measures including ensuring that existing vegetation is retained as much as possible and we will be planting new vegetation to offset any impact. The lighting that has been installed along the project scheme length to supplement existing lighting has been designed to the latest rigorous standards to ensure that any light spill, in particular that effecting local residential areas, is kept to an absolute minimum.

In the longer term, Active Traffic Management may have a beneficial impact in certain areas such as local air quality, where more efficient traffic flow will result in a local reduction of harmful vehicle emissions.

Aerial view of the M42

How does it affect the environment?

How is the pilot being assessed?

Results from the first six months

The first six months of hard shoulder running on the M42 have shown that innovative thinking can help cut congestion.

Initial fears from safety campaigners have proved unfounded as the number of accidents on the stretch has actually decreased – the accident rate went down from 5.1 a month to 1.5 a month.

As well as the decrease in the accident rate, the first six months of the trial on the M42 have seen other significant benefits for motorists, the environment and the economy. Use of the hard shoulder in peak periods saw average journey times fall by more than a quarter on the northbound carriageway and drivers’ ability to predict their weekday journey times improved by 27%. Alongside this, overall fuel consumption reduced by 4% and vehicle emissions fell by up to 10%.

The scheme is also very popular with motorists, with 68% saying they felt more informed about traffic conditions and 60% saying that they would like to see it extended elsewhere on the motorway network.

The following two documents outline the results of the first six months of ATM operation. The first is an overview containing the main facts and figures and the second is the full evaluation report. (Please note that the full report is a large file which will take some time to download. If you are using Internet Explorer, you might find it easier to right click on the link and select Save Target As.)

What happens next?

On 25 October 2007, the Secretary of State for Transport announced a feasibility study into how ATM technologies and other advanced signalling and traffic management techniques might be applied more widely across the motorway network to cut congestion and benefit road users. Further details are available on the Department for Transport website

How is the pilot being assessed?

Was a consultation held?

Yes, a consultation was held to provide interested parties with the opportunity to comment on the legislative changes that are required to allow the implementation of the Active Traffic Management pilot on the M42 motorway from junction 3A to 7.

Two Statutory Instruments were drafted with the purpose of modifying existing regulations to allow this project to proceed. The first document for consultation was the draft Statutory Instrument, The M42 (junction 3A to 7) (Actively Managed Hard Shoulder and Variable Speed Limits) Regulations 2005. As drafted, this proposed Statutory Instrument modifies the Motorways Traffic (England and Wales) Regulations 1982, S.I. 1982/1163 for the M42 junction 3A to 7 only - it does not amend the Regulations on a national basis.

The second document for consultation was the draft Statutory Instrument, The Traffic Signs (Amendment) Regulations and General Directions 2005. As drafted, this proposed Statutory Instrument amends the Traffic Signs Regulations and General Directions 2002, S.I. 2002/3113 for those motorways with an Actively Managed Hard Shoulder.

These regulation changes became law on 27th July 2005.

More information on the M42 Active Traffic Management consultation.

Was a consultation held?

Where can I get more information?

operatorFor further information:

Where can I get more information?

The technical details

Key facts

Contractor Permit to Access System

If you require access to the M42 between junction 3A and 7, in order to carry out any planned maintenance or emergency works, you must be a recognised Highways Agency contractor and you must adhere to our Permit to Access System.

This system has been put in place to protect the travelling public and the workforce of recognised contractors.

The hard shoulder is being used as an extra lane available to traffic during busy periods or in the event of an incident. This may happen at any time of the day and therefore you must not stop on the hard shoulder AT ANY TIME, unless a valid permit is held and access has been authorised.

The technical details

Press area

Search for a news story on Active Traffic Management

Notes to Editors

  1. The Active Traffic Management pilot on the M42 between junction 3A and 7, to the south-east of Birmingham, will make best use of the existing road space to help reduce congestion. It aims to provide more reliable journey times, improved safety and better information for motorists.
  2. The Active Traffic Management pilot is being rolled-out in phases, from Winter 2004 to Winter 2006.
  3. Active Traffic Management includes traffic monitoring equipment, new gantries to display variable speed limits and real-time information to drivers, emergency refuge areas and improved lighting and drainage. In a later phase, controlled use of the hard shoulder during congestion or incidents will manage traffic better.
  4. The M42 was chosen due to its strategic importance to the Midlands area in distributing local and national traffic, providing a link between the M40 and M6 motorways. This route also serves the National Exhibition Centre (NEC) and Birmingham International airport, as well as the business parks and busy residential areas also along this corridor. Active Traffic Management also provides targeted solutions to specific problems along this busy West Midlands corridor.
  5. Further information on the Active Traffic Management pilot is available from the Highways Agency Information Line (HAIL) 08457 50 40 30 or by e-mailing m42atmproject@highways.gsi.gov.uk
  6. The Highways Agency is an executive agency of the Department for Transport, which manages, maintains and improves the network of trunk roads and motorways in England on behalf of the Secretary of State. It works closely with other transport operators and local authorities to integrate the trunk road network with the rest of England's roads and other forms of transport.

Press Contacts

Anthony Aston

M42 Active Traffic Management Pilot
Communications Officer

Telephone: 0121 6874078
Mobile: 07879 086026

Email: Anthony.Aston@highways.gsi.gov.uk

Highways Agency,
5 Broadway,
Broad Street,
Birmingham B15 1BL

Press area

Publicity campaign

Active Traffic Management provides drivers with a different driving environment. For this reason, we have a comprehensive publicity programme, largely focusing on the West Midlands region, to inform drivers of the changes associated with the introduction of Active Traffic Management.

Public exhibitions are planned for this scheme. Please check back for future dates and locations.

Download a printable version of our Public Information leaflet (903KB PDF)
Download a PDF version of our newspaper advertisement (545 KB)

Media Coverage

Active Traffic Management has been featured in a number of publications. For example:

The Guardian, 26th October 2005 - "Smooth-flowing traffic is on the way. As roads become more crowded, managing traffic becomes a greater priority - which is why the Highways Agency has built IT into its newest motorway"

For full article please visit The Guardian Online

Transportation Professional, September 2005 - "News: M42 safety bays unveiled. Stranded motorists who break down on the M42 near Birmingham are now afforded added protection from passing traffic following the opening of 39 emergency refuge areas beside the hard shoulder."

For full article please visit The Institute of Highways & Transportation (please note that a subscription is required)

Traffic Engineering and Control, July 2005 - "Congestion is a growing problem in all the major conurbations across the UK, and the Confederation of British Industry has estimated that the cost of congestion to the UK economy is in the region of £20 billion a year. It is a growing problem, and although the HA are increasing capacity on some strategic roads, such as the M1 and M25, this is not a viable long term solution. There is not enough space to do it in urban areas and even if there were, it would not be environmentally acceptable. It is therefore imperative that we make the best possible use of all road space available. Active Traffic Management is a pilot scheme on the M42 motorway in the West Midlands which aims to do just that. So the big question we have to answer is, is it the next step in Inter-Urban Intelligent Transport Systems?"

For full article please visit Traffic Engineering & Control Magazine (please note that a subscription is required)

The Engineer, 16-29 May 2005 - "Fortunately, amid the clamour for more roads, an increasingly vocal group of planners, engineers and academics is proposing a range of more thoughtful solutions. They claim that technology can make a real contribution to reducing congestion at a fraction of the cost of road-building programmes. This is not just idle techno-banter either. It is happening, now, quietly and without fanfare turning the UK into a global centre of excellence for road technology."

For full article please visit The Engineer Online (please note that a subscription is required)

Traffic Technology International, April-May 2005 - "Offering a variety of cutting-edge traffic management tools and technologies to its customers makes this section of the M42 the most advanced and responsive roadspace the UK has ever seen."

The full article is not available online. For free subscription to paper version please visit Traffic Technology International

Disabled Motorist Magazine, 2004 - "…the pilot section of the M42 looks like being, in reality, a far safer place for disabled motorists than any other trunk route in Britain. Constant monitoring, computer linked signage, immediate lane closures and refuges every 500 metres add up to an impressive array of ststems to try and ease congestion - and should mean, if you are in difficulty, that the response is rapid."

For full article please visit The Disabled Motorist.

Publicity campaign