a risk of relative personal injury collisions (among the top 21 hazards or 90% of total risk) of just around 81% of the previous total. While an increase in vehicle stopping in the running lane is measured, hazards which cause personal injury such as vehicles drifting off carriageway, driving too fast and tailgating are reduced considerably. However, a study shows that when a smart motorway was installed on the M6, it failed to reduce the impact of accidents, and in fact led to a rise by half over five years in accidents. The introduction of emergency stopping areas is aimed to replace hard shoulders. Emergency stopping areas, when used correctly, are safer than hard shoulders. On hard shoulders, there remains a risk from personal safety. There were 100 casualties on the hard shoulder in 2017 and 1 in 12 fatalities on motorways occur while the person is in the hard shoulder. 1 of every 14 fatal casualties on English motorways occur to vehicles on, leaving or entering the hard shoulder. Analysis from Highways England shows a reduction in personal injury collisions in 'places of relative safety' (i.e. not in an operational traffic lane) when all lane running is in use. However, the Government has subsequently reduced the specification of smart motorway design, increasing the minimum interval between refuge areas, possibly decreasing the likelihood of a driver being able to reach a place of relative safety. When all lane running is in use, the risk of breaking down in a live lane as a proportion of total breakdowns doubles, compared with motorways with a permanent hard shoulder, and increases, compared with motorways with a dynamic hard shoulder. Between 2016 and 2020, 243,701 live lane breakdowns occurred on the strategic road network. More than half of these took place on motorways with a hard shoulder, though live lane breakdowns are less likely to be recorded on non-smart than smart motorways. It is still lower proportional risk than breaking down on an A-road. The chance of a collision when broken down in a live lane is small. On all lane running schemes, an average of two live lane breakdown collisions occur on each section each year (making up 17% of all KSI collisions). Therefore, it can be said that while the risk of breaking down in a live lane increases, the risk of collision when broken down in a safer place decreases. Most