M5 motorway

The first 26 miles (42 km) of the M5 motorway was constructed as a dual two-lane motorway with Worcestershire County Council acting as engineer.[2] This section – from junction 4 (Lydiate Ash) in the north to a trumpet junction with the M50 in the south – opened in July 1962.[2][3] This original section of the M5, from junctions 4 to 8, was widened to provide six lanes in the early 1990s. During this work, the northbound Strensham services were rebuilt further away from a new junction. [4] Worcestershire County Council, the Police and particularly the County Surveyor of Worcestershire made repeated representations that a dual 3-lane standard motorway was appropriate. The Ministry of Transport insisted that a dual 2-lane motorway would be built at a cost of around £8 million. The Motorways archive also records that the carriageways were also built to a lower overall width of 88 feet rather than 100 to reduce the loss of agricultural land. When the decision became necessary to widen the Worcestershire section of M5, it cost £123 million.[5]

The 2 miles (3.2 km) dual two-lane section between Junctions 16 and 17 built at Filton, near Bristol, was also opened in 1962, and was intended to replace the pre-war Filton bypass.[2][3][6] Gloucestershire County Council acted as engineer for this section, which was widened to a dual three-lane motorway in 1969.[3]

North of Junction 4 the M5 was constructed in sections, from 1967 to 1970, together with the Frankley services. Much of the northern section beyond Junction 3, from about Quinton to the junction with the M6 motorway, was constructed as an elevated dual 3-lane motorway using concrete pillars.[3]

The M5 was also extended southwards, in sections, from 1967 to 1977, through Gloucestershire & Somerset, to Exeter in Devon as a dual three-lane motorway,[3] together with the Strensham services.

The short section between Junctions 27 and 29 was built between 1967 and 1969, by Devon County Council, as the A38 Cullompton Bypass, with the intention that it should become part of the M5.[2] The termini for this section have since been removed, although part of the southern terminal roundabout is now used as an emergency access.[7] The section was developed to motorway standards, and incorporated into the M5 in 1975.[2]

Junction 1 surrounds a surviving gatehouse from the former Sandwell Hall. The section from Junctions 16 and 18 was illuminated in about 1973 as part or a wider policy announced by UK Minister for Transport Industries in 1972 to illuminate the 86 miles (138 km) of UK motorway particularly prone to fog.[8]

In the late 1980s Junction 4a was built as part of the M42 motorway construction project. The route of the M42 was decided as early as 1972 but, owing to planning delays, the short section of the M42 north of Bromsgrove did not open until December 1989.[9]

As the M5 traffic increased in the 1980s Junction 11, the main Gloucester & Cheltenham access (via the A40 Golden Valley by-pass) became increasingly congested. At the same time there were plans for large scale business & housing developments at Brockworth, near Gloucester. To relieve Junction 11 of some of the new traffic generated, & avoid more congestion around both Cheltenham & Gloucester, a new junction, Junction 11A, some 3.5 miles south of Junction 11, was constructed & opened in the mid-1990s.

The Avonmouth Bridge, Bristol

The Avonmouth Bridge was converted to eight lanes (four lanes in each direction) in the early 2000s. Later, in 2005–2006, parts of the M5 between Junctions 17 and 20 were widened to 7 lanes (four lanes climbing the hills and three lanes descending the hills); variable message signs were added and parts of the central reservation was converted to a concrete step barrier. During this stage of construction the M5 became Britain's longest contraflow system,[10][11] spanning 9 miles (14 km) between Junctions 19 and 20. The M5 contraflow was said to be the most complicated ever built in the UK as the motorway is on a split level around the steep hills of the Gordano Valley; meaning four lanes plus an additional emergency vehicle lane were squeezed into that section.[12]

M5 motorway south of the Avonmouth Bridge

In 2002, extended exits for Junction 12 were constructed. The Highways Agency did not anticipate the traffic flows through the junction and the resultant queues can now extend back onto the motorway.[13] This is because of an increase in traffic from Stroud intending to use the M5 northbound. The distance from Junctions 12 and 13 is similar and traffic congestion is heavy on the A419 towards Junction 13 whereas it is usually lighter on the B4008 towards Junction 12. As traffic leaving the M5 northbound towards Gloucester needs to give way to this traffic coming from the B4008, the queue on the motorway can extend beyond the first sign for the junction.

The Cullompton services are signed on the motorway in the northbound direction only. This was implemented to reduce congestion at the low capacity junction, although there is still access available to the services southbound through the junction. Also, the northbound exit slip to the junction was reduced to one lane instead of two to reduce traffic on the small roundabout at the west side of the junction.

M5 entrance sign at Exeter

In 2009, it was announced that the lighting between junctions 30 and 31 would be turned off between midnight and 5.00am to save energy.[14]

Proposals were announced in September 2009 for a new Gloucester Services between junctions 11a and 12.[15] A planning application was submitted in December 2009. Stroud District councillors approved the services in August 2010.[16] The Services opened in May 2014[17]

On the evening of Friday 4 November 2011, seven people were killed and a further 51 injured in a major crash involving over 50 vehicles which included cars, vans and large goods vehicles near Junction 25 in West Monkton, near Taunton.[21] Several vehicles were burnt out in the fire which developed at the scene as the result of a series of explosions, and the road surface was seriously damaged, not just by the fire and explosions, but also by fuel spillage.[22] The cause of the crash, which took place in wet foggy conditions close to a firework display, was investigated. One person was charged for breach under health and safety laws and found not guilty.[23]

In October 2009, workmen clearing vegetation from the bottom of the M5 at Junction 14 discovered human bones in a black bin bag dumped in the bushes at the side of the motorway. The police were called soon after, and it was soon established that the bones were those of a young female. A few days later, DNA found on the remains confirmed that the body was that of Melanie Hall, who disappeared in June 1996 after a night out in Bath, Somerset, and who had been declared dead in absentia in 2004. Dental records confirmed that the body was hers, and the police began a formal investigation into her murder.[24] As of 2016 no one has been prosecuted in connection with this case.

• Charlesworth, George (1984). A History of British Motorways. London: Thomas Telford Ltd. ISBN 0-7277-0159-2.

• Jackson, Mike (2003). The M5 Sights Guide. Severnpix. ISBN 978-0954540203.