Policy and Procedures for the use of
Variable Message Signs by the
Regional Control Centres
Issue 3
February 2007 Text goes here (see guidance)
February 2007
Variable Message Signs Family of Documents
• A Guide to Variable Message Signs (VMS) and their Use
• Policy and Procedures for the use of Variable Message Signs by the
Regional Control Centres
• Policy and Procedures for the use of Matrix Signals by the Regional Control
Centres
• Traffic Control Centre – Approval of VMS Messages (TCC-SYS-0027)
• Regional-based Approved Legends for Variable Message Signs
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CONTENTS
Page
1 INTRODUCTION .........................................................................1
2 BACKGROUND...........................................................................2
3
MESSAGE TYPE AND PURPOSE .............................................3
4 POLICY
ISSUES .........................................................................6
5 USE
OF
SIGNS ...........................................................................8
6 SUPPORTING
ISSUES .............................................................13
Annexes
Annex A:
Authorised messages
14
A1:
Incident Management Messages
Tactical
Messages
15
Tactical Weather Related Messages
19
Tactical Messages associated with bus lanes
22
Tactical Messages associated with MIDAS
23
Tactical
Diversion
Messages
26
Site Specific Authorised Messages
27
A2:
Driver Information Messages
Link
Messages 29
Network
Messages
32
A3: Other Messages
Campaign
Messages
33
Engineers’
Facility
Messages
34
Annex B:
Message Sign Sub-system Priorities Summary
35
Annex C:
Selective Authorised NTCC Strategic and Driver Information
Messages
37
Annex D:
References
38
Annex E:
Glossary of Terms
42
Annex
F:
Contact
Points
45
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1 INTRODUCTION
1.1
This document defines the policy and procedures relating to the Regional
Control Centre (RCC) operation of electronic light emitting text based variable
message signs. It has been jointly agreed between the Association of Chief
Police Officers Roads Policing Business Area, the Traffic Management
Division of the Department for Transport (DfT) and the Highways Agency (HA).
These signs and the supporting technology are supplied and maintained by
the HA, and currently operated by the HA.
1.2
These policies and procedures relate to motorways and all-purpose trunk
roads (APTR) in England and should be read in conjunction with the
NMCS2
Code of Practice (1), the
Policy and Procedures for the use of Matrix Signals by the Regional Control Centres (2)
, Section 3.1 of the
Police Standard
National Motorway Manual (3) and
Traffic Officer and RCC Manual with
Legislation (4)
.
1.3
Variable message signs, together with signals, provide the capability to
display a wide range of warnings, messages and other traffic information.
The purpose of these messages is to provide information and advice to
drivers regarding emergencies, incidents and network management, aimed at
improving safety, reducing delays and keeping drivers informed.
1.4
This document does not cover the use of variable message signs used to
support urban traffic management.
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2 BACKGROUND
2.1
For the purpose of this document the phrase Variable Message Sign (VMS)
will be used to encompass all light emitting variable message signs located on
motorways and APTR in England which are capable of displaying a variety of
messages.
2.2
The messages displayed are “traffic signs” within the terms of section 64 of
the
Road Traffic Regulation Act (RTRA) 1984 (5) and as such each one is
formally authorised either by way of prescription in the
Traffic Signs
Regulations and General Directions (TSRGD) (6) or by special authorisation
on a site–specific basis or for a specified duration only. This special
authorisation is ordinarily undertaken by the Highways Agency’s Designated
Officer under delegated powers from the DfT.
2.3
In order to achieve a national standard and consistency, the tactical, link and
network messages used in this document are based on the 2 x 12 format (2
lines of 12 characters), regardless of whether or not a greater number of
characters is available on the VMS.
2.4
Prior to 1999 various messages were introduced nationally or locally, many of
which had similar meaning and format but were not universally available to all
Police Control Offices (PCOs). This practice had the potential for confusing
drivers and reducing the possible impact of the messages. All the authorised
messages were therefore distilled and consolidated to form a base menu and
to accord where possible with a European-wide initiative by the Deputy
European Road Directors (DERDS) (7). This European initiative seeks to
harmonise the formatting of such messages to avoid confusion, particularly for
the international road user.
2.5
This document has now been updated in order to keep up with changes that
have occurred in operating procedures since the previous issue and to ensure
that the message set reflects the latest thinking in this area.
2.6
VMS have previously been set by police operators in PCOs. As the HA has
introduced RCCs across England, responsibility for setting tactical messages
has progressively been transferred to HA operators. The National Traffic
Control Centre (NTCC) will remain responsible for setting strategic messages.
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3
MESSAGE TYPE AND PURPOSE
3.1
Introduction There are two main categories of approved messages to be used for specific
functions. These are
INCIDENT MANAGEMENT and
DRIVER
INFORMATION. The authorised messages are shown in
Annex A and a
schematic representation of how the various categories should be used is
shown in
Figure 1, although local needs and conditions should be considered
when applying this policy.
3.2
Incident Management Messages
• Tactical
messages:
any messages set to assist with local incident/hazard management,
ordinarily in support of signals, and/or messages set by automated
systems for similar purposes.
•
Tactical diversion messages:
local area messages diverting all or certain classes of traffic from one
route to another in support of incident/hazard management.
• Site-specific
messages:
any message that does not form part of the generally used base menu
but supports locally agreed site or area specific contingency plans and
is authorised as such.
3.3
Driver Information Messages
• Link
messages:
any message set to inform the road user of events or conditions
affecting the motorway or trunk road upon which they are travelling and
which is not of a directive or instructional nature.
• Network
messages:
any message set to inform the road user of events or conditions
affecting a motorway or trunk road, other than the one on which they
are travelling, and which is not of a directive or instructional nature.
• Strategic
messages:
a wide area advisory diversion signing system which can provide
specific information to accord with agreed diversionary options – these
messages are set by the NTCC and some examples of these
messages can be found in
Annex C.
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Figure 1: Schematic Diagram Indicating Use of Messages
INCIDENT/HAZARD
DIVERSION
TACTICAL
ROUTE
MESSAGES
TACTICAL
DIVERSION
MESSAGES
LINK MESSAGES
MOTORWAY 'A'
STRATEGIC
AND/OR
NETWORK
MESSAGES *
LINK MESSAGES
MOTORWAY 'B'
MOTORWAY 'A'
NETWORK
MESSAGES
MOTORWAY 'C'
STRATEGIC AND/OR NETWORK MESSAGES *
* Strategic and/or network messages provide for wide area
diversions to avoid traffic entering the affected area
Note: Although motorways are shown as an example, the
principles apply equally to all-purpose trunk roads
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3.4
Other Facilities
•
Engineers’ test facility:
a display used to enable engineers to test the functionality of the
equipment.
• Special
messages:
any message authorised for special events, campaigns etc. which is
not covered by site specific messages.
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4 POLICY
ISSUES
4.1
The base menu has been designed to cater for all foreseeable events based
on previous experience throughout England. Generally the tactical messages
focus on instructing drivers to take a particular course of action in response to
a hazard. All foreseeable events can be catered for with appropriate use of
the generic message set. The informatory messages are intended to advise
drivers of events as they occur and allow them to take an alternative route
should they so desire. Strategic messages give similar information over a
wider area and provide details of alternative routes where feasible.
4.2
The priority for each message over others is governed by the Message Sign
Sub-system (MSS) which was agreed between the HA and ACPO Roads
Policing Operations Forum (RPOF). A table summarising the priorities for the
display of messages can be found in
Annex B.
4.3
Flashing amber lanterns are an integral part of VMS. They are intended to
emphasise messages where compliance is more critical than for those of a
more general or informative nature (see
Annex A). The application of
flashing amber lanterns cannot be changed by operators. The signs
technology is programmed so that flashing lanterns are automatically
displayed to support incident management (tactical and tactical diversion) and
strategic diversionary messages.
4.4
Any application by individual police forces, RCC or any other party for
variations to the approved base menu should be referred, in the first instance,
to the VMS Policy Secretariat (see
Annex F). With the exception of issues of
an emergency or time constrained nature, the proposed changes will be
subject to national consultation with the Secretary of ACPO RPOF and other
interested stakeholders before referring the request to the Designated Officer
for authorisation.
4.5
At times messages which are site or area specific are requested to support
local incident or traffic management initiatives (eg bridge or tunnel closures)
(see
Annex A). Many of these requests relate to some form of major
commercial enterprise. Any such application for site specific messages must
contain an assurance that the message(s) applied for form part of an agreed
contingency plan involving the emergency services, local authorities and any
commercial enterprises or outside agency affected by the proposed message
(eg Dover Port and Channel Tunnel). The application should be routed via
the HA’s Area Manager to the Designated Officer for authorisation (see
Annex F).
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4.6
Tactical messages should be displayed on VMS to warn drivers of a mobile
lane closure. They can also be used for setting out, altering or removing
traffic management. They must not be used to replace any fixed signing
specified in Chapter 8 of the Traffic Signs Manual. They may be used to
inform or warn drivers of a temporary and unforeseen incident in or just after
the road works.
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5 USE
OF
SIGNS
5.1
Introduction
5.1.1 Information on incidents can be received from a variety of sources including
police and Traffic Officer (TO) patrols, CCTV, calls from the public and the
various monitoring systems installed by the HA. Control room operators
should be guided by motorway police patrols or Traffic Officers at the scene or
in their absence CCTV before altering any signs and signals already set. The
control room operator should also take into consideration any specific local
requirements that might apply.
5.1.2 The control room operator will balance recommendations and information
received from patrols against any situation that might have arisen elsewhere.
In some circumstances, it is necessary for the operator to request a
neighbouring RCC or other relevant control centres to assist with incident
management by setting an appropriate message.
5.1.3 It is essential that consistent messages and setting procedures are applied
nationally to encourage compliance with the message displayed. It is
important that signs are switched off immediately when they are no longer
relevant.
5.1.4 The signals and messages set will depend upon the credibility of the
information, its source and perceived accuracy. Operators need to keep
abreast of developments on the network, including traffic management
arrangements and other works, to prevent the setting of signals and
messages which could confuse drivers or, in the extreme, increase danger to
the public and/or work force.
5.1.5
Note – in the extreme an incorrect lane closure setting could prove fatal. 5.2
Tactical Messages
Unconfirmed Incidents
5.2.1 If any incident resulting in an obstruction or hazard is reported by anyone
other than a police officer or TO at the scene, or identified via CCTV, it is an
“unconfirmed” report. Upon receipt of such a call the operator will deploy a
police patrol or Traffic Officer and where available activate a 50mph maximum
speed advised signal together with the message “INCIDENT / SLOW DOWN”
where a VMS is available.
A notable exception to this is an oncoming
vehicle (see p17).
5.2.2 However, if an operator is reasonably satisfied with the accuracy of the
information supplied (e.g. information received from a motorway telephone or
several calls received from different sources giving the same incident location
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and description) then the appropriate non lane specific tactical message may
be set.
5.2.3 In the event that MIDAS is in operation in the area, slow moving or stationary
traffic will trigger an automatic sequence of signs and signals to warn of the
hazard, but these can be overwritten by operators with messages with a
higher priority, if appropriate (see
Annex B). However, it should be noted that
the automatic queue protection is lost until manual settings are removed.
5.2.4 Dependent upon the nature of the report, consideration should be given to
setting signals on both carriageways. These signs and signals will remain
illuminated until precise details are confirmed by the patrol and
removal/amendment is requested. However operators need to be aware that
further reports received could involve more than one incident and it is
sometimes advisable to use a wider area signal setting to cover this situation.
Location information from mobile phone users, particularly within a featureless
road environment, can in many cases be inaccurate and details provided
need to be treated with caution. Confirmation of location should be sought.
5.2.5 The use of signals at unconfirmed incidents is covered by Ref (2).
Confirmed Incidents
5.2.6 Once the exact location and details of the incident have been verified it may
well be necessary to set new messages and signals. The police or TO at the
scene, or control room staff viewing CCTV (where available), will select the
appropriate action, although where officers are deployed at the scene they
shall always be advised of any change in message planned by the control
room operator. The officer at the scene will advise the control room of any
change in the incident as it develops. If a lane is blocked consideration should
be given to closing an adjacent lane to provide a safety buffer between
responders on foot and passing traffic. Weather conditions, the speed and
the volume of traffic, including that on the opposing carriageway, should
always be considered.
5.2.7 It is very important that when any message is displayed the section of
carriageway affected must be monitored to ensure that the message is still
valid and also that it is removed as soon as the need for its display ceases.
Delay in clearing inappropriate messages will lead to a loss of public
confidence in the system. It should be noted that the automatic queue
protection is lost until manual settings are removed.
5.2.8 The use of signals at confirmed incidents is covered by Ref (2).
5.2.9 A process flow diagram is shown in
Figure 2.
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Figure 2: Flow Diagram of Action
once an Incident is Reported
INCIDENT
REPORTED
Oncoming
Confirmed
Unconfirmed
vehicle
incident
incident
Is MIDAS
Set blanket
Set
Operational?
ONCOMING
tactical
VEHICLE and
message
20 mph signals
Yes
No
Set INCIDENT
Monitor progress
Liaise with
Incident
SLOW DOWN or
of vehicle and
Officers at the
confirmed
non-lane specific
update Signs &
scene before
tactical message
Signals
any change
Is MIDAS
Incident
Set
setting
Incident
cleared
new message
No
adequate?
cleared
No
and signals
Yes
Yes
Monitor regularly
Officers at the
Switch off
until incident
Switch off
scene advise of
Sign & Signals
cleared
Signs & Signals
the end of
incident
Switch off
Sign & Signals
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5.3
Tactical Diversion Messages
5.3.1 Tactical diversion messages will be used in support of incident management
only after confirmation with the officer in charge at the scene and the control
room supervisor. If it is considered necessary to divert traffic the most
practical diversion point should be selected and due regard should be paid to
the capacity of the proposed diversionary route to cater for the intended
increase in traffic. If the obstruction or closure is of a short duration it is often
preferable not to divert motorists because of the adverse effect such high
volumes of traffic can inflict on the surrounding roads and communities.
5.3.2 Approved
diversion
routes using symbols are ordinarily signed by the highway
authorities and full details of agreed local diversions can normally be found in
Part B of the
Police Standard National Motorway Manual or in a separate
document held at the RCC.
5.4
Site specific authorised messages
5.4.1 In certain areas site specific messages are available to support locally agreed
contingency plans. It is essential that these signs are not activated in isolation
but are used in accordance with the contingency plan.
5.5
Link Messages
5.5.1 Link messages are normally used to support the management of tactical
incidents or congestion by the provision of longer distance advice/information
to motorists. They are not normally used in conjunction with signals.
5.5.2 Before operating link messages, control room operators should have due
regard to the likely duration of an incident, the capacity of other routes to
handle any displaced traffic and the likely impact on other areas. Operators
need to be aware that an increasing tailback of traffic could necessitate the
changing of link messages to those of a tactical nature to manage tail-back
and ongoing monitoring is necessary to cater for this possibility. The
operation of these signs could require close co-operation with surrounding
control rooms where these are responsible for their operation.
5.6
Network Messages
5.6.1 Network messages are used to support both tactical and link messages.
These are not used in conjunction with signals. Before operating network
messages, control room operators should have due regard to the likely
duration of an incident, the capacity of other routes to handle any displaced
traffic and the likely impact on other areas. It must be remembered that early
warning of incidents on other roads will give drivers the opportunity of
selecting an alternative route. This has the potential to reduce the pressure on
incident management and congestion. These signs will require close co-
operation with surrounding control rooms which may well be responsible for
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their activation. In view of the area-wide nature of this signing, the need and
effect must be closely monitored and the messages removed as soon as
practicable.
5.7
Strategic Diversion Messages
5.7.1 The NTCC is now responsible for setting strategic diversion messages. They
should not be implemented except in accordance with the agreed codes of
practice (e.g. Detailed Local Operating Agreements). RCCs should ensure
that the NTCC is advised of all events, variations and the likely duration as
provided for in the National Guidance Framework.
5.8
Approved National Campaign Messages
5.8.1 There is a facility to display various campaign messages to raise road safety
awareness. Various bodies are consulted on the campaign messages from
time to time. These messages are set from a remote site and the control
room operator
will not have access to these messages but will be able to
overwrite them with messages with a higher priority in the Message Sign Sub-
system (see
Annex B).
5.9
Engineers’ Facility Messages
5.9.1 There is a facility to display various test messages for engineering purposes.
At times RCCs may be requested to operate these messages to assist the
engineer.
5.10 Message
Components
5.10.1 All route numbers have been presented in this document as ”N****” unless
otherwise stated. The “N” is limited to “M”, “A” and “B”. The “*” is limited to
numerals and “M”. The brackets for A***(M) type motorways will not be
displayed on VMS.
5.10.2 All the junction numbers have been presented in this document as “J***”. The
“*” is limited to numerals, “A” and “B”.
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6 SUPPORTING
ISSUES
6.1
Training
6.6.1 To provide control room operators with a suitable understanding of policy and
practice and to develop the skills required to operate signs and signals, the
HA will normally provide training for the RCC operators when implementing
new or updating existing systems.
6.6.2 The HA will consider the provision of appropriate initial, additional or refresher
training to meet agreed local needs. Written applications from the officer in
charge of a control room for such training should be addressed to the contact
in
Annex F.
6.2
Reviews
6.2.1 In order to support ongoing developments regular reviews of the base menu
and the supporting policy and procedural documentation will be undertaken.
This process will involve widespread consultation but in the intervening
periods any suggestions to improve or amend this document should be
referred to the VMS Policy Secretariat (see
Annex F).
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ANNEX A: AUTHORISED MESSAGES
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A1 INCIDENT
MANAGEMENT
MESSAGES
A1.1 TACTICAL
MESSAGES
Definition: Any message set for local incident/hazard management ordinarily
in support of signals and/or messages set by automated systems for similar
purposes.
Note: Flashing ambers will automatically operate with these messages.
Flashing ambers will not be operated on the message component when the
matrix aspect is set within the sign.
The format for tactical messages should, wherever possible, be:
Line 1: Nature of the hazard
Line 2: Advice, location, action or instruction.
MESSAGE
COMMENTS
ACCIDENT
To warn drivers of accidents on the main carriageway.
SLOW DOWN
ACCIDENT
To warn drivers of accidents on the off-slip.
ON SLIP ROAD
ACCIDENT-USE
To support the emergency use of the hard shoulder as a
HARDSHOULDER
temporary running lane, only when determined by the officer in
charge of the scene. Only to be used immediately before or after
the commencement of the temporary use of the hard shoulder
and must be used in conjunction with hard signing (see Section 8
of
Police Standard National Motorway Manual.)
ANIMALS IN
Due to the unpredictability of stray animals, operators should set
ROAD – SLOW
these messages on both carriageways on the approach to the
location. Consideration should also be given to a low speed
setting on the matrix.
CONGESTION
This message may be used to protect the tailback of traffic but
SLOW DOWN
requires monitoring to ensure continued validity.
DEBRIS IN
This message is used when potentially hazardous objects are
ROAD – SLOW
located on the carriageway. It is suggested that for large objects
and stranded vehicles a more appropriate message would be
OBSTRUCTION SLOW DOWN or STRANDED VEHICLE-SLOW.
DEBRIS
This message is used when potentially hazardous objects are
ON SLIP ROAD
located on the slip road. It is suggested that for large objects and
stranded vehicles a more appropriate message would be
OBSTRUCTION ON SLIP ROAD.
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DO NOT USE
To be used when motorists are illegally using the hard shoulder
HARDSHOULDER
as a running lane or when there is an incident on the hard
shoulder during planned use as a running lane during road works
and after the hard shoulder has been used as a running lane to
further advise motorists that the temporary arrangement has been
withdrawn.
INCIDENT
Generally set for unconfirmed incidents. The duration of this
SLOW DOWN
setting should be as short as possible but the message will
remain displayed until precise details are confirmed by the police
or Traffic Officer and removal / amendment is requested. (See
paragraphs 5.2.1 and 5.2.2.)
LANE *
A temporary lane closure in support of incident management.
CLOSED-SLOW
This message must
not be used where a lane drop / gain is in
close proximity (to avoid potential confusion over lane
numbering). This message must
not be used where matrix
signals have already been set to provide lane closure information.
Distance from the actual closure should be considered so as not
to reduce road capacity over too long a distance.
LANES * * *
Temporary closure of up to three lanes in support of incident
CLOSED–SLOW
management. This message must
not be used where a lane drop
/ gain is in close proximity (to avoid potential confusion over lane
numbering). This message must
not be used where matrix
signals have already been set to provide lane closure information.
Distance from the actual closure should be considered so as not
to reduce road capacity over too long a distance.
LANE CLOSURE
To be used to support a temporary physical lane closure where a
SLOW DOWN
lane drop / gain is in close proximity and lane numbering is not
clear.
MOBILE WORKS
This message should only be used after consultation with the
SLOW DOWN
Highways Agency’s Managing Agent and agreed segments of
road in which the Mobile Lane Closure (MLC) will operate are
determined. The sign will only be displayed within the
predetermined segments. To be used in conjunction with signals
where available. Where CCTV is available more precise
monitoring of the MLC’s progress and use of the message can be
undertaken by control room operators when other demands
permit.
OBSTRUCTION
To be used where there is a large object obstructing the slip road
ON SLIP ROAD
and the resulting tail back is not then affecting the main
carriageway.
OBSTRUCTION
Message only to be used when no other specific message is
SLOW DOWN
suitable for the main carriageway.
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ONCOMING
A vehicle travelling against the flow of traffic creates extreme
VEHICLE
danger, its movement is unpredictable and signalling
systems must be used immediately to warn of its presence
irrespective of whether the report is confirmed or
unconfirmed. A blanket 20mph maximum speed advised should
be set in the vicinity of the reported location and the ‘oncoming
vehicle’ message displayed on both carriageways. Operators
MUST attempt to monitor the progress of the vehicle. It is
imperative that signals and any messages are regularly updated.
PEDESTRIANS
This message should be set where, by virtue of their actions,
IN ROAD – SLOW
pedestrians appear likely to act unpredictably. Operators should
consider setting these messages on the approach to the location
on both carriageways. Consideration should also be given to a
low speed setting on the signals.
QUEUE
This message may be used to protect the tailback of traffic on the
ON SLIP ROAD
off-slip, but then requires regular monitoring to ensure continued
validity.
QUEUE
This message may be used to protect the tailback of traffic but
SLOW DOWN
then requires regular monitoring to ensure continued validity.
REJOIN MAIN
This message caters for the temporary use of the hard shoulder
CARRIAGEWAY
but must be used in conjunction with hard signing and should only
be used in close proximity to the hard signing. It can also be used
where traffic has been diverted temporarily onto a dedicated
vehicle lane (e.g. bus lane).
SKID RISK
This message caters for incident-related temporary skid risk such
SLOW DOWN
as an oil spillage. Maximum speed advised may be set after
advice has been sought from the officers at the scene. The
incident will need to be continuously monitored. This message
must not be used for a skid risk generated from design or
structural defects. Hard signing should be used instead in such a
situation.
SLIP ROAD
This message is to be used to give advance warning of a slip road
CLOSED – SLOW
closure within a tactical environment.
SLOW MOVING
This message will only be used to support a police or TO escort of
LARGE LOAD
an abnormal load which is likely to have a serious adverse affect
on traffic flows. The control room operator should be regularly
updated with progress allowing a more precise use of the
message.
SMOKE
This message can be used for smoke originating either inside or
SLOW DOWN
outside the boundaries of the road. Consideration should be
given to the use of this message on both carriageways, but
should be monitored to ensure continued validity.
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STRANDED
To be used when there is a vehicle stranded either on the main
VEHICLE-SLOW
carriageway or other parts of the road where danger or adverse
driver reaction is likely. This excludes vehicles correctly
positioned on the hard shoulder.
VEHICLE FIRE
This message may be used when a vehicle fire has been
SLOW DOWN
confirmed by CCTV or an officer at the scene. This may be
before officer arrives on the scene. Signalling for lane closure(s)
may also be applied if available / applicable. Regular monitoring
is required.
WORKFORCE IN
Only to be used for the setting up, altering or removal of traffic
ROAD – SLOW
management measures on the main carriageway. At all other
times Chapter 8 ‘hard signing’ is to be used. It will only be
activated when the workforce is on the scene and they have
contacted the control room by emergency roadside telephones or
some other form of communication agreed locally. Similarly it
should only be removed when the workforce report completion of
their traffic management task. It should not be removed, even if
another incident occurs within the immediate vicinity, until the
safety of the workforce can be ensured.
WORKFORCE
Only to be used for the setting up, altering or removal of traffic
ON SLIP ROAD
management measures on the slip road. At all other times
Chapter 8 ‘hard signing’ is to be used. It will only be activated
when the workforce is on the scene and they have contacted the
control room by emergency roadside telephones or some other
form of communication agreed locally. Similarly it should only be
removed when the workforce report completion of their traffic
management task. It should not be removed, even if another
incident occurs in close proximity on the main carriageway or the
off-slip until the safety of the workforce can be ensured.
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A1.2 TACTICAL
WEATHER RELATED MESSAGES
Notes: In many cases it may be more appropriate for the NTCC to set the weather
message, especially if the weather is widespread, as it is likely that the weather
event will have a strategic impact. Therefore, close cooperation with the NTCC is
recommended when setting weather messages.
Consideration to the location of the messaging setting should be taken, so to allow
drivers to take appropriate action as required, in a safe manner.
Care should be taken if setting the following in conjunction with Matrix signs to
ensure no conflict and they should not be set in a blanket fashion.
FLOODS
A confirmed incident of standing water which presents a road
SLOW DOWN
safety hazard.
FOG
To be only used where blanket fog is confirmed to be present, or
SLOW DOWN
is set automatically by fog detection equipment. When set
manually the need for continued use must be carefully monitored.
N.B. care is needed when using CCTV to determine visibility as it
can distort or enhance perception of fog density.
FOG PATCHES
To be used where there is intermittent or moving fog, particularly
SLOW DOWN
where control room or operational staff are not in a position to
continuously monitor visibility. This message can also be set
automatically by fog detection equipment. N.B. care is needed
when using CCTV to determine visibility as it can distort or
enhance perception of fog density.
GRITTING
This message should only be used after consultation with the
IN PROGRESS
Highways Agency Managing Agent and agreed segments of road
in which the gritting lorry / lorries will operate are determined. It
is not ordinarily used with signals but is intended to provide
warning to road users. Where CCTV is available, more precise
monitoring of the gritting lorry’s progress and use of the message
can be undertaken by a control room operator when other
demands permit.
Nn CLOSED TO
This message is used to inform drivers that a section of road,
HIGH SIDED VEHS
either motorway or trunk road, is closed to high sided vehicles
due to strong crosswinds. To be used in conjunction with other
wind messages for use on 2x16 and 3x18 VMS only.
Nn J*-J*
This message must only be used when an incidence of deep
FLOODS
standing water, which presents a significant road safety hazard,
is confirmed between two junctions upon the named road.
Nn J*-J*
This message must only be used when an incidence of fog
FOG PATCHES
patches, which presents a significant road safety hazard due to
reduced visibility, is confirmed between two junctions upon the
named road. It should be noted that fog conditions can change
rapidly, therefore additional care needs to be taken to ensure
suitability of the message.
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Nn J*-J*
This message must only be used when an incidence of ice on the
RISK OF ICE
carriageway, which presents a significant road safety hazard due
to slippery conditions combined with lack of road surface
treatment, is
confirmed between two junctions upon the named
road, e.g. freezing rain.
Nn J*-J*
This message must only be used when an incidence of snow,
SNOW
which presents a significant road safety hazard due to settling or
severity of fall, is confirmed between two junctions upon the
named road.
Nn J*-J*
This message must only be used when an incidence of strong
STRONG WINDS
winds, which presents a significant road safety hazard, is
confirmed between two junctions upon the named road. This
message should only be used when other wind messages are not
appropriate.
Nn J*-J*
This message must only be used when an incidence of surface
SURFACE WATER
water, which presents a significant road safety hazard due to the
risk of vehicles aquaplaning, is confirmed between two junctions
upon the named road.
RISK OF ICE
This message must only be used when a section of
SLOW DOWN
carriageway(s) is subject to weather conditions that are known to
form ice, e.g. a wet surface combined with freezing temperatures,
and it has not been possible to re-treat said carriageway (post
rain washing original treatment away) in time to prevent ice
forming.
SPRAY
To be only used in situations where a sudden or sporadic loss of
SLOW DOWN
visibility is likely due to surface water. In addition, this message
MUST NOT be used in a blanket fashion, overriding other
important messages. As a general guideline, the setting of one
VMS down stream of entry slips maybe considered suitable for
this message.
SNOW
This message can only be used when snow is confirmed to be
SLOW DOWN
falling
and affecting visibility, or has visibly settled on the
carriageway.
SNOW PLOUGH
This message should only be used after consultation with the
SLOW DOWN
Highways Agency Managing Agent and agreed segments of road
in which the snow plough will operate are determined. The sign
will only be displayed within the predetermined segments. It is
not ordinarily used with signals but is intended to provide prior
warning to road users. Where CCTV is available, more precise
monitoring of the snow plough’s progress and use of the
message can be undertaken by control room operators when
other demands permit.
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STRONG WINDS
This message is only to be used for indicating strong winds which
FOR ** MILES
are prevalent for a section of road, immediately following the
sign, and will generally be on sections that are known regularly to
suffer from strong winds, e.g. an unsheltered section of road
between more sheltered sections.
STRONG WINDS
To be used only to indicate that winds are strong on the following
ON BRIDGE
bridge. As for other wind message, the bridge in question should
be known to regularly suffer very strong winds.
STRONG WINDS
These messages may only be set by the NTCC on strategic
ON [name] BRIDGE
VMS. These messages are to indicate strong winds affecting
DELAYS POSSIBLE
traffic on an important (and well known by name) bridge and can
be set both tactically and strategically as necessary, e.g. when
STRONG WINDS
there is a likelihood of delay to traffic.
ON [NAME] BRIDGE
EXPECT DELAYS
STRONG WINDS
To be used where strong or gusting winds are likely to cause
SLOW DOWN
danger to any class of vehicle.
SURFACE WATER
This message can only be used when a significant amount of
SLOW DOWN
surface water is on the carriageway, such that vehicles may be at
risk of aquaplaning/ skidding.
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A1.3 TACTICAL MESSAGES ASSOCIATED WITH BUS LANES
BUS LANE
Indicates that all classes of traffic are precluded from
CLOSED
using the bus lane.
OBSTRUCTION
This message must only be set and removed by
USE BUS LANE
the RCC operator under the authority of a police
constable or TO. The authority shall be recorded
in the Command & Control log. This message can
be used where an obstruction restricts the use of one
or more running lanes and traffic volume is such that,
in exceptional cases, the use of the bus lane by all
classes of traffic is necessary.
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A1.4 MESSAGES ASSOCIATED WITH MIDAS SUB-SYSTEM AND
CONTROLLED MOTORWAYS ONLY
Note: Flashing ambers will automatically operate with these messages. Flashing
ambers will not be operated on the message component when the matrix aspect is
set within the sign.
The following are existing messages associated with the above. These messages
are set automatically by the MIDAS subsystem, but they can be overwritten with
messages of higher priority by control room operators (see
Annex B).
CONGESTION
This message is exclusively used on Controlled
STAY IN LANE
Motorways and is not to be used on the approach to
a junction.
CONGESTION
This message is exclusively used on Controlled
CAUTION
Motorways.
CONGESTION
This message is exclusively used on Controlled
AFTER JCT
Motorways.
QUEUE
This message is exclusively used within the MIDAS
CAUTION
system where traffic is either slow moving or
stationary (see
Figure 3).
QUEUE
This message is exclusively used within the MIDAS
AHEAD
system where traffic is either slow moving or
stationary (see
Figure 3).
QUEUE
This message is exclusively used within the MIDAS
AFTER JCT
system where traffic is either slow moving or
stationary (see
Figure 3).
QUEUE
This message is used within the MIDAS system
ON SLIP ROAD
where traffic is either slow moving or stationary on
the slip road (see
Figure 4). Note: this message is
the only one on this page which is also available for
manual setting by operators.
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Figure 3: Representation of the Use of Queue
Protection Messages by the MIDAS Sub-system
SIGN No.1
(OFF)
*
QUEUE
SIGN No.2
(OFF)
40
40
40
40
**
QUEUE
SIGN No.3
QUEUE
40
40
40
40
**
CAUTION
SIGN No.4
QUEUE
40
40
40
40
**
CAUTION
SIGN No.5
QUEUE
JCT
60
60
60
60
AHEAD
SIGN No.6
KEY
SIGN No.7
Permanent Signing
QUEUE
AFTER JCT
JCT
Motorway Junction
SIGN No.8
CMI
CMI
CMI
Signalling
EMS
QUEUE
/ MI
/ MI
/ MI
Gantry
AFTER JCT
on Controlled Motorways,
End on other trunk roads
H/S
LANE 1 LANE 2 LANE 3
*
LANE 4
** Mandatory speed limit only on Controlled Motorways
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Figure 4: Representation of the Use of Queue Protection Messages
by the MIDAS Sub-system for Queue on Slip Road
SIGN No.1
SIGN No.2
SIGN No.3
SIGN No.4
SIGN No.5
JCT
QUEUE
SIGN No.6
KEY
SIGN No.7
Permanent Signing
QUEUE
ON SLIP ROAD
JCT
Motorway Junction
SIGN No.8
CMI
CMI
CMI
Signalling
EMS
QUEUE
/ MI
/ MI
/ MI
Gantry
ON SLIP ROAD
H/S
LANE 1 LANE 2 LANE 3
LANE 4
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A1.5 TACTICAL DIVERSION MESSAGES
Definition: A message diverting all or certain classes of traffic in support of
incident/hazard management (see 5.3).
Note: Flashing ambers will automatically operate with these messages. Flashing
ambers will not be operated on the message component when the matrix aspect is
set within the sign.
The format for tactical diversionary messages should, wherever possible, be:
Line 1: Type of incident or hazard
Line 2: Information/advice
Line 1
Line 2 options
COMMENTS
DIVERSION
AT [M***] J***
The M*** element shall only be
FOLLOW
(CIRCLE)
displayed on VMS at motorway-
FOLLOW
(SQUARE)
motorway intersections and shall
FOLLOW
(TRIANGLE)
refer to the motorway number
FOLLOW (DIAMOND)
drivers are travelling on.
HGVS
FOLLOW (CIRCLE)
None
FOLLOW
(SQUARE)
FOLLOW (TRIANGLE)
FOLLOW (DIAMOND)
HGVS – LEAVE
AT [M***] J***
The M*** element shall only be
MOTORWAY
displayed on VMS at motorway-
motorway intersections and shall
refer to the number of the
motorway drivers are currently
travelling on.
WINDS – HGVS
FOLLOW (CIRCLE)
None
FOLLOW
(SQUARE)
FOLLOW (TRIANGLE)
FOLLOW (DIAMOND)
HIGH SIDED VEHS
FOLLOW (CIRCLE)
Only for use with 2 x 16 and 3 x
FOLLOW
(SQUARE)
18 VMS.
Note: For MS3s this
FOLLOW (TRIANGLE)
message will not be displayed on
the sign when the matrix signal
FOLLOW (DIAMOND)
is set.
N**** CLOSED
USE N****
Must use road numbers rather
than names.
If A627(M) type road number,
then it must be shown as
A627M.
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A1.6 SITE
SPECIFIC
AUTHORISED MESSAGES
Definition: Any message that does not form part of the base menu but supports
locally agreed site or area specific contingency plans.
Note: Flashing ambers will not automatically operate with these messages unless
specified in the contingency plans.
No format is specified.
The followings are examples only.
MESSAGE
COMMENTS
BRIDGE
Should only be used in the vicinity of the bridge to
CLOSED
avoid confusion with other bridges.
BRIDGE
To be used immediately following the re-opening of a
OPEN
bridge. Should only be used in the vicinity of the
bridge to avoid confusion with other bridges.
CHANNEL TNL
None
CLOSED
CHANNEL TNL
None
* HOUR DELAY
DARTFORD TNL
None
CLOSED
DOVER PORT
None
CLOSED
DOVER PORT
None
* HOUR DELAY
STRONG WINDS
Should only be used in the vicinity of the bridge to
ON BRIDGE
avoid confusion with other bridges.
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TRAVEL NEWS
The special authorisation criteria is that these
TUNE *** FM
messages should be part of an agreed contingency
plan, elements of which are:
TRAVEL NEWS
(i)
the radio station selected should be by mutual
agreement with the others in the area;
TUNE ***.*FM
(ii)
the radio station selected agrees to provide
regular and frequent updates from the RCC;
(iii)
the section of the road should be covered by
CCTV;
(iv)
the RCC agrees to use only when traffic is
stationary or slow moving;
(v)
the RCC agrees to continuous monitoring of
the CCTV to ensure compliance with the
special authorisation criteria.
TUNNEL
Should only be used in the vicinity of the tunnel to
CLOSED
avoid confusion with other tunnels.
TUNNEL
To be used immediately following the reopening of a
OPEN
tunnel. Should only be used in the vicinity of the
tunnel to avoid confusion with other tunnels.
WEIGHT CHECK
None
SLOW DOWN
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A2
DRIVER INFORMATION MESSAGES
A2.1 LINK
MESSAGES
Definition: Any message set to inform the road user of events or conditions
affecting the highway upon which they are travelling and which is not of a directive or
instructional nature (see 5.5).
Note: Flashing ambers will not be used with these messages.
The format for these messages should, wherever possible, be:
Line 1: nature of hazard/situation
Line 2: location/direction/advice
Line 1
Line 2 Options
COMMENTS
ACCIDENT
AFTER
J***
None
AT J*** EXIT
CONGESTION
AFTER
J***
The guideline for “congestion” is
AT J*** EXIT
heavy, slow moving traffic with
AT
TOLL
occasional stationary periods.
J***-J***
When this sign is used it should
be monitored to ensure its
continued validity.
EXIT CLOSED
TO N**** (E)
None
TO N**** (W)
TO N**** (N)
TO N**** (S)
AT J***
EXITS CLOSED
AT J*** &***
This is for the closure of two
consecutive junctions only.
LONG DELAYS
AFTER J***
The guideline for “long delays” is
AT J*** EXIT
long period of stationary traffic
AT
TOLL
with occasional periods of
J***-J***
stop/start movement. When this
sign is used it should be
monitored to ensure its
continued validity.
NO PHONES
AWAIT PATROL
The AWAIT PATROL message
J***-J***
can only be used when
FOR ** MILES
dedicated patrols have been
allocated to this task.
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NEXT SERVICE
AREA CLOSED
This message must, ordinarily,
be used only after consultation
with the service area duty
manager.
NO DIESEL AT
NEXT SERVICES
These messages must,
NO FUEL AT
ordinarily, be used only after a
NO LPG AT
request is received from the
NO LRP AT
police, TO or service area
NO PETROL AT
operator in exceptional
NO UNLEADED AT
circumstances which are related
to traffic problems and must
always be agreed with the
service area operator and be set
in a location that gives the driver
an option to take appropriate
action. The NTCC shall be
approached in an emergency or
when a message with the name
of the service area is required on
3x18 VMS at locations in the
vicinity or further a field. Due to
the length of one or more of the
lines, these messages can only
be set on 2x16 or larger VMS.
NO DIESEL
AT SERVICES
These messages must,
NO FUEL
ordinarily, be used only after a
NO LPG
request is received from the
NO LRP
police or TO in exceptional
NO PETROL
circumstances which are related
NO UNLEADED
to traffic problems and agreed
with the service area operator.
The NTCC shall be approached
in an emergency or when a
message with the name of the
service area is required on 3x18
VMS at locations in the vicinity
or further a field.
In addition to the above fuel-related messages, the NTCC has the facility to set these
fuel messages using the specific name of the MSA in question. Through the use of
approved abbreviations every MSA on the motorway network can be referred to by
name on three sizes of VMS
. Indeed, it is preferable for the NTCC to set the
message.
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The following two messages may be used by the operators to support major road
works only after agreements have been reached with the scheme sponsor from the
Highways Agency. These messages should only be displayed on one VMS 2 to 3
miles before the first of Chapter 8 signs. This message will also be useful when
there is a change in traffic management.
It should be noted that these messages
do not form part of Chapter 8 and shall not be used in conjunction with mobile
works or workforce in road / on slip road messages. These messages can be
overwritten by operators when other demands arise.
TAKE EXTRA CARE
For display on 2x16 only.
AT ROAD WORKS
TAKE EXTRA CARE
For display on 3x18 only.
THROUGH
ROAD WORKS
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A2.2 NETWORK MESSAGES
Definition: Any messages set to inform the road user of events or conditions
affecting a motorway or APTR other than the one on which they are travelling and
which is not of a directive or instructional nature.
Note: Flashing ambers will not be used with these messages.
The format for these messages should, wherever possible, be:
Line 1: location/direction/advice
Line 2: nature of hazard/situation
.
Line 1 options
Line 2 options
COMMENTS
N**** EAST
ACCIDENT
The guideline for “congestion”
N**** WEST
CLOSED
is heavy, slow moving traffic
N**** NORTH
CONGESTION
with occasional stationary
N**** SOUTH
LONG DELAYS
periods. When this sign is
A**** J***
used it should be monitored
A** J***-***
to ensure its continued
A*** J**-***
validity.
A*** J***-**
A**** J**-**
The guideline for “long
A** J** & **
delays” is long period of
A** J** &***
stationary traffic with
A** J*** &**
occasional periods of
A*** J** &**
movement. When this sign is
M*** J***
used it should be monitored
M** J***-***
to ensure its continued
M*** J**-***
validity.
M*** J***-**
M** J** & **
M** J** &***
M** J*** &**
M*** J** &**
M*** J***
EXIT CLOSED
None
A**** CLOSED
AFTER J***
None
J***-J***
AFTER
N****
AT
N****
M*** CLOSED
AFTER J***
None
J***-J***
AFTER
N****
AT
J***
AT
J***
&***
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A3 OTHER
MESSAGES
A3.1 CAMPAIGN
MESSAGES
Note: The following messages are displayed from time to time to raise drivers’
awareness of road safety in support of Highways Agency and DfT road safety
campaigns. Only a selection of messages has been included in this document and
the RCC operators
will not have access to these messages. These messages will
be set from a remote site but the operators will be informed of any campaigns by the
Highways Agency in advance. Control room operators and automated systems are
able to override these campaign messages with messages with higher priorities (see
Annex B).
Line 1
Line 2
Line 3
Size of VMS
THINK
DON’T DRIVE TIRED
3 x 18
DON’T
DRIVE TIRED
2 x 12 / 2 x 16
THINK
DON’T DRINK
AND DRIVE
3 x 18
DON’T DRINK
AND DRIVE
2 x 12 / 2 x 16
KEEP
YOUR
DISTANCE
2 x 12 / 2 x 16 /
3 x 18
WATCH YOUR
SPEED
2 x12 / 2 x 16 /
3 x 18
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A3.2 ENGINEERS’ FACILITY MESSAGES
Note 1: Messages used in RCCs within a controlled motorway area should not use
the message “SIGNAL UNDER TEST” in the vicinity of signals displaying mandatory
speed limits.
Note 2: Where extensive area tests of VMS are being conducted consideration
should be given to using messages containing test patterns only. Alternatively a
suitable campaign message may be agreed and authorised in advance. In the latter
case it is important to ensure that sufficient time is available to implement the
message in the RCC.
MESSAGE
SIZE
COMMENTS
SIGNAL
2 x 12 / 2 x 16
See Note 1 above.
UNDER TEST
SIGNAL TESTS
2 x 12 / 2 x 16
See Note 1 above.
(TEST PATTERN)
(TEST PATTERN)
2 x 12 / 2 x 16
See Note 1 above.
SIGNAL TESTS
SIGNAL UNDER TEST
3 x 18
See Note 1 above.
(TEST PATTERN)
(TEST PATTERN)
(TEST PATTERN)
3 x 18
See Note 1 above.
SIGNAL UNDER TEST
(TEST PATTERN)
(TEST PATTERN)
3 x 18
See Note 1 above.
(TEST PATTERN)
SIGNAL UNDER TEST
(TEST PATTERN)
2 x 12 / 2 x 16
For use in Controlled Motorway
(TEST PATTERN)
areas and where displaying a test
message could cause confusion to
(TEST PATTERN)
3 x 18
drivers (i.e. where signals are being
(TEST PATTERN)
used to display speed or lane control
(TEST PATTERN)
instructions nearby) (see
Note 2
above).
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ANNEX B: MESSAGE SIGN
SUB-SYSTEM PRIORITY SUMMARY
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ANNEX B
MESSAGE SIGN SUB-SYSTEM PRIORITY SUMMARY
VMS Priorities and Layering
Similar to the Signals Subsystem each message has a priority value assigned to it. These
priorities range from 48 (highest) to 1 (lowest). This helps to determine which message is to
be displayed on the road when two or more parties/systems try to set the same message
sign. The message with the highest priority value is the message that will be displayed to
motorists, and the other message(s) will be held in a ‘queue’. If the message being
displayed is cleared by its layer, the message with the next highest priority requested by the
other layer(s) and held in the queue will then be displayed.
However, the priority value is applicable only when two or more different layers request a
message sign to display their message. If a message sign is displaying a message
belonging to a layer, and the same layer sets another message, it is the last message to be
set that will be displayed, irrespective of the assigned priority values of the two messages.
The first message will be cleared and not put in a queue.
In the current systems there are several parties/systems that can request the setting of
message signs through the Message Sign Subsystem. The most common of these include;
•
MI
Manual Incident – manually set by operators within the RCC.
•
SP
Strategic Plans – Manually set pre-programmed diversions
•
SIG
Automatic set from Signals using the reason code selected by and operator
•
MID
Automatically set by the MIDAS Subsystem
•
MET Automatically set Meteorological Subsystem
•
TCC
Set remotely by the National Traffic Control Centre
•
CPN Set remotely by for Campaign Messages.
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ANNEX C: SELECTIVE AUTHORISED
NTCC STRATEGIC AND DRIVER
INFORMATION MESSAGES
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Annex C – For Information Only
The NTCC also has the ability to set any messages in this document on behalf of the
Police or the RCC. The RCC operators should ask the NTCC to remove any
messages which were set on their behalf promptly when the messages are not
required.
Operators should be aware that there may be a conflict between messages set by
the RCC and NTCC. The NTCC will contact the RCC in the event of conflicting
messages being displayed on VMS.
C1 STRATEGIC
MESSAGES
Definition: A wide area advisory diversion signing system. These messages are
applicable to 3 x 16 and 3 x 18 signs only.
The setting and removal of these messages is the responsibility of the National
Traffic Control Centre (NTCC). The setting and removal of these messages is not
required by the operators at the RCCs.
However the Strategic Diversion Messages displayed on 1-mile VMS can be
overwritten by the operators with messages with a higher priority under the Message
Sign Sub-system (see
Annex B).
The format for strategic diversion messages is:
Line 1: affected route, condition and any location identifier.
Line 2: intended destination which may be a main town, region or route number,
together with or without compass direction.
Line 3: suggested alternative route.
Examples:
M40 CLOSED J10
M5 ACCIDENT J2
FOR LONDON
FOR SOUTH WEST
USE M6(S), M1(S)
USE M6, M42(S)
DIVERTED TRAFFIC
DIVERTED TRAFFIC
Line 1 changes on the
FOR LONDON
FOR SOUTH WEST
diversion route.
USE M6(S), M1(S)
USE M6, M42(S)
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C2
DRIVER INFORMATION MESSAGES
Note: These messages are not available to the RCC operators but may be set on 2
x12, 2 x 16, 3 x 16 or 3 x 18 VMS by the NTCC. The “n” in this section may refer to
more than one character / numeral.
Line 1 Options
Line 2 Options
COMMENTS
An
CLOSED
This is a
Network Message.
An CLOSED
AT Mn
These
are
Network Messages.
An ACCIDENT
AT An
An DELAYS
AFTER Mn
AFTER
An
Mn CLOSED
Jn TO An
These
are
Network Messages.
An CLOSED
Jn TO Mn
An TO Jn
Mn TO Jn
Mn Jn-An
ACCIDENT
These
are
Network Messages.
Mn Jn-Mn
LARGE LOAD
An Jn-An
CONGESTION
An Jn-Mn
DELAYS
Mn Jn-Jn
LONG DELAYS
An Jn-Jn
An Jn
Mn Jn
ACCIDENT AFTER
Mn These
are
Link Messages.
LARGE LOAD
AFTER An
CONGESTION
DELAYS
LONG DELAYS
Mn
ENTRY
CLOSED
These
are
Link Messages.
An
ENTRY
DELAYS
An / Mn
EXIT CLOSED
These are
Link Messages for use on
An / An
EXIT DELAYS
the approach to a roundabout.
The NTCC is also capable of displaying 3 x 18 driver information messages.
Examples:
A453 LARGE LOAD
M20 J1-A20
A34/M4 EXIT
DELAYS
ACCIDENT
ACCIDENT
AT M1
LONG DELAYS
LONG DELAYS
M25 J14 EXIT
A34 ACCIDENT
A1 CLOSED AT M62
CONGESTION
DELAYS
[blank]
AFTER A303
M1 DELAYS AT J36
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ANNEX D: REFERENCES
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ANNEX D
References
1
National Motorway Communications System Two (NMSC2) Code of Practice
for the use of signalling systems. Published by the Department of Transport
in 1993
2
Policy and Procedures for the use of Matrix Signals by Regional Control
Centres, February 2007
3
Police Standard National Motorway Manual published by the Roads Policing
Operations Forum on behalf of the Association of Chief Police Officers, 2002
4
Highways Agency Traffic Officer and RCC Manual with Legislation.
5
Road Traffic Regulation Act (RTRA) 1984
6
The Traffic Signs Regulations and General Directions 2002. Statutory
Instruments 2002 No. 3113 published by The Stationery Office Limited.
7
The Vienna Convention on Road Signs and Signals, November 1968 and the
FIVE initiative for harmonised implementation of Variable Message Signs in
Europe, 1997, by the Deputy European Roads Directors (DERDs) published
in 1998. DERDS is superseded by Conférence Européenne des Directeurs
des Routes (CEDR).
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ANNEX E: GLOSSARY
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ANNEX E
Glossary
Acronym Term
Meaning
APTR All-Purpose
Trunk
A non-motorway highway which constitutes part of the
Road
Highways Agency system of routes for through traffic.
ACPO Association
of
Chief
Overall organisation which develops policing policies
Police Officers
on behalf of the Police Service as a whole.
Chapter 8
A part of the
Traffic Signs Manual which specifies how,
when and where signs and cones should be placed to
ensure the safe passage of traffic through or alongside
road works.
CEDR Conférence
A group which provides support to the activities of the
Européenne des
Road Directors and their national road administrators
Directeurs des
in the European Union.
Routes
Controlled Traffic flow activated system automatically setting
Motorways
mandatory speed limits and variable message signs
according to traffic density.
DfT Department
for The Department for Transport was set up to provide a
Transport
stronger focus on delivering the Government's
transport strategy. The DfT is the parent Government
Department of which the HA is an agency.
Designated Officer
A member of HA staff authorised to approve messages
for display on VMS under the terms of the Road Traffic
Regulation Act.
EMI Enhanced
Matrix
A matrix signal for use on Cantilever VMS.
Indicator
Hard Signing
Physical, fixed signs and cones placed on or alongside
the highway to convey various messages to motorists.
HA Highways
Agency
The Highways Agency is an Executive Agency of the
Department for Transport (DfT), and is responsible for
operating, maintaining and improving the strategic road
network in England on behalf of the Secretary of State
for Transport.
TO Traffic
Officer Traffic Officer operating under Part 1 of Traffic
Management Act 2004.
Lane Specific
Messages that identify the lane that the message
Message
refers to.
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Message
The purport of one or more words used to convey to
the motorist a particular meaning on the information
provided.
MSS
Message Sign Sub-
A system controlling the display of messages on VMS
system
based on an agreed priority list.
Motorway A special section of road subject to motorway
regulations.
MIDAS Motorway
Incident Detects incidents, slow and stationary traffic and the
Detection and
end of queues and automatically sets appropriate
Automatic Signalling
signals and messages.
NTCC National
Traffic Control office that gathers national network information
Control Centre
for the whole HA network and undertakes strategic
traffic management on it.
PCO
Police Control Office
The police control room that managed police
responses and/or sets signals and messages.
RCC Regional
Control RCCs, in each region of England, managed by the HA
Centre
are responsible for network management including
incident management, planning for road works,
monitoring road conditions then allocating resources,
establishing diversion alternatives and setting VMS
and signals within a region for real-time traffic
management.
RTRA Road
Traffic
The Road Traffic Regulation Act is the main legislation
Regulation Act
that specifies procedures for regulating traffic and
placing traffic signs.
Signal / Signalling
Signals are set to support a lane control system; to
display maximum speed advised or variable speed
limits; and to warn drivers of fog.
TSRGD Traffic
Signs
This is a Statutory Instrument made under the RTRA
Regulations and
that specifies the size, colour and type of traffic signs,
General Directions
including VMS, and conditions for their use.
VMS Variable
Message
Within this document, VMS refers to all light emitting
Signs
signs that display a message for motorists to read.
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ANNEX F: CONTACT POINTS
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ANNEX F
Contact Points A
Highways Agency VMS, Driver and Web Services Team
Highways Agency
Broadway
Broad Street
Tel: 0121 678 8409
Birmingham B15 1BL
Email: [email address]
B ACPO/HA
Partnership
Officer
Rodney Brown
ACPO Representative
c/o Policy & Development Division
Room C6
Broadway
Broad
Street
Tel:
07884
113166
Birmingham B15 1BL
Email: [email address]
C
Secretary of the ACPO Roads Policing Operations Forum (RPOF)
Central Motorway Police Group
Thornbridge Avenue
Perry Barr
Tel: 0121 626 5849
Birmingham B42 2AG
Email: [email address]
(on behalf of the Secretary of ACPO RPOF)
D
Highways Agency’s training provision officer
Trixy Alberga
Traffic Technology Group (TTG)
Highways Agency
Temple Quay House
2 The Square
Tel: 0117 372 8805
Bristol BS1 6HA
Email: [email address]
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Further copies of tis documents can be obtained via the HA website at www.highways.gov.uk.
Please quote the publication number PR55/07
© Highways Agency B060371
