In recent years, the trend of structural capacity shortages has continued and intensified in large parts of the Dutch network. In order to reduce the congested traffic and economic damages resulting from these shortages, not only have a number of activities been performed that can best collectively be referred to as demand management, but two paths have been embarked upon with reference to the infrastructure. In a structural sense, and thus with focus on a somewhat longer term, the problems are being increasingly addressed on the network level; architecture for traffic management and area-oriented utilization are activities that are characteristic of this path. It then becomes evident not only that highway design is a technical science, but also that factors such as communication and consensus between the various road managers are elements that are vital to optimum highway design. On a shorter term, improved utilization of the existing infrastructure is the motto. This pertains to reconsideration of the use of the cross section, one of the results of which is new guidelines for motorway design. The most striking measure in this respect is opening the emergency lane for moving traffic during peak hours. The non-motorway (highways other than freeways) road network in the Netherlands serves an important function on the regional and local levels. The mixture of functions ( e.g., avoidance traffic, regional traffic and local traffic) still continues to be an area of concern. Within the framework of the Duurzaam Veilig (Sustainable Safety) program, the essential characteristics of these roads have been compiled, on the basis of which categories have been defined that serve in turn as the basis for guidelines. In the area of layout and outfitting, continued development of dynamic markings is the most striking development. After a number of demonstration projects and short-term pilots, two situations with dynamic markings have now been created and are being evaluated.
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