Sétra Experiment sheet April 2009

The road improvement presented here is an adaptation of the existing technical recommendations. It has
been undertaken in an experimental framework and has been submitted to evaluation.
RACA Roads otherwise to induce calm driving

Site before the roadworks Site after the roadworks

2+1 roads
Understanding the behaviour of drivers to design roads differently

An example in the Manche Department

Location and characteristics of the site
In November 2003, the CETE Normandie-
Centre (Technical Research Centre for
Normandy and the Centre region of
France, reporting to the French ministry of
Transport) undertook a safety assessment
of the Deparmental Road RD901, between
Querqueville and Beaumont-la-Hague, in
the Manche Department.

In the wake of this study, the Council of the

Manche Department decided to improve
two different 3-lane sections. The
geometry of these two segments, where
posted speed limit is 90 km/h, is
characterised by a sloping section of bends
(2 km) then a relatively flat straight section
(4 km).

Liberté Égalité Fraternité This road carries 10,000 vehicles per day,
including 3% trucks. This is mostly a Scan 25® - ©IGN Paris Reproduction interdite

commuter traffic linked to the nearby

Ministère
de l'Écologie,
nuclear power plant in La Hague. Scan Régional® - ©IGN Paris - Reproduction forbidden
de l’Énergie,
du Développement
durable Page 1
et de la Mer
 Accident rate before the redesign of the junction
18 injury accidents were reported between 1998 and 2006: 8 serious accidents (in which 5 were fatal)

In the bendy zone, 11 injury accidents were recorded:

3 serious accidents (in which 2 were fatal).

8 losses of control (3 serious accidents; 2

were fatal) on five different bends, often
on wet road surfaces:
35

- 5 vehicles out of 8 crossed the opposite 38

VC
lane: 3 were involved in head-on 36
le Bacchus
collisions with oncoming vehicles (2 37
serious accidents; 1 fatal),

RD
16
- 3 vehicles left the road on the right-hand
of the carriageway.

2 right-angle collisions at junctions.

D901 D901
1 rear-end collision at a private access. BEAUMONT QUERQUEVILLE

Wet Out of junction by day Out of junction by night At junction by day

At a private access Fatal accident Right-angle collision Loss of control

Rear-end collision Vehicle turning left Head-on collision Overtaking

Pedestrian Moped Bicycle Motorcycle Ligth motor vehicle

On the straight section 7 injury accidents were

reported: 5 serious accidents (in which 3 were
fatal).

2 head-on collisions caused by a driver

overtaking on a three-lane single
carriageway where overtaking is possible
in both directions (of these 1 was a fatal
accident).
43 42 41 40
RD402E

2 vehicles left the road on the right-hand RD

22

of the carriageway.
37

2 fatal collisions implying a pedal-cyclist

RD

or a pedestrian at night.

1 moped user fell on the roadway (1 D901 D901

serious accident).
BEAUMONT QUERQUEVILLE

Roads otherwise to induce calm driving - Experiment sheet Page 2

2+1 roads, an example in the Manche Department
 Problems posed by the site
Description of the RD901 before the works

Cross-section without kerbed central divider

15,50m

2,50m 3,50m 3,50m 3,50m 2,50m

0,50m
F

Section with bends: 3 lanes on which Straight section: 3 lanes where all users
overtaking is prohibited in one direction can overtake in both directions

This 6 km-long section is prone to accidents

An ambiguous and heterogeneous cross-section:

- alternation of 3 lane, 2 lane and 2x2 lane sections, all coupled with a posted 90 km/h speed limit,

- 3.5 m-wide lanes, whether overtaking is permitted or not.

A poor night time perception of the bends, with different radii of curvature.

A mix of at-grade and grade-separated intersections.

Worn and grassy road verges.

No particular facilities in favour of bikes.

Roads otherwise to induce calm driving - Experiment sheet Page 3

2+1 roads, an example in the Manche Department
 The 2+1 roads concept
The objectives

To reduce the severity of accidents by avoiding head-on collisions.

To facilitate avoidance or recovery manoeuvres.

To enable vulnerable road users to travel off the carriageway.

To remain within the existing right-of-way.

The principles of the new design

Cross-section with central divider

15,50m

2,50m 3,00m 3,00m 1,50m 3,00m 2,50m

1,50m 1,50m
0,45 0,60 0,45

0,50m
F
DBA

1,20m 1,20m

Section with bends after the works Straight section after the works

Nature and cost of the works

Reduction of lane width from 3.5 to 3m.

Physical separation of the traffic lanes with concrete barriers central divider.

Provision of a 1.5m-wide multi-purpose hard shoulder on both sides.

Resurfacing of the road on the whole section and high-grip surfacing in bends.

Installation of audible road marking, visible at night and in rainy weather, in the middle of the road and
on roadsides.

Operation cost: 3.5 million euros.

Roads otherwise to induce calm driving - Experiment sheet Page 4

2+1 roads, an example in the Manche Department
 The after works situation
Section with bends
Traffic accident analysis

In the three years following the opening of this section to traffic (September 2005), 2 accidents with minor
injuries caused by loss of control of a single vehicle were reported. In one case the median divider blocked
the vehicle's trajectory, preventing it from leaving the road.

There were also 3 damage-only accidents caused by losses of control on a bend.

There is evidence of impacts on the central divider: the concrete barrier in the central reserve has
successfully stopped an errant vehicle.

Distribution of victims of injury accidents by year

- Killed (T): any victim who died either at the scene or within thirty days
following the accident.
- Severely injured (BH): victims admitted to hospital for more than 24 hours.
- Slightly injured (BL): victims who received medical treatment but were not
Nomber of accidents

5 admitted to hospital for more than 24 hours.

Improvement of
4 the section in
september 2005
3

0
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008
Years

Speed measurements

Uphill direction
AvS : 90 km/h
Slow lane
V85 : 98 km/h
AvS : 98 km/h
Fast lane
V85 : 104 km/h

D901 D901
D901
36 35
37
RD901

D901 D901

JOBOURG QUERQUEVILLE

Downhill direction
AvS : 83 km/h
AvS: average speed V85 : 90 km/h
V85: speed below which 85% of road users drive

Recorded speeds are higher (around 8 km/h) in the uphill direction (2 lanes) than in the downhill direction
(1 lane).

In the uphill direction speeds remain high with regards to the site (bends and slope).
Roads otherwise to induce calm driving - Experiment sheet Page 5
2+1 roads, an example in the Manche Department
 Straight section
Traffic accident analysis
In the two-and-a-half years following the opening of this section to traffic (February 2006) no injury accidents
were recorded.

A damage-only accident occurred, however, at the barrier termination of the central divider. The driver said he
was caught by surprise.

There is evidence of impacts on the median divider indicating that the installation is effectively performing its
role in the event of loss of control.

Distribution of victims of accidents leading to injury by year

- Killed (T): any victim who died either at the scene or within thirty days
following the accident.
- Severely injured (BH): victims admitted to hospital for more than 24 hours.
5 - Slightly injured (BL): victims who received medical treatment but were not
Nomber of accidents

admitted to hospital for more than 24 hours.

4 Improvement
of the section
between October
3 2004 and
February 2006
2

1
0 0
0
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008
Years

Speed measurements

D901

BE
D9
01 43
AU AvS : 79 km/h
MO
NT V85 : 93 km/h

D901 AvS : 83 km/h

42 V85 : 100 km/h

D901
40
41

AvS : 87 km/h
D901
V85 : 100 km/h
40

AvS : 84 km/h
V85 : 96 km/h
QU
ER D9
01
QU
EV
IL
Vmoy : vitesse moyenne LE
V85 : vitesse en dessous de laquelle roulent 85% des usagers

It is also noted that speeds on the 2-lane sections (V85 = 100 km/h) are higher than on the single lane
sections (V85 = 95 km/h).
Roads otherwise to induce calm driving - Experiment sheet Page 6
2+1 roads, an example in the Manche Department
 Observations
The 2+1 road is a new approach that is part of a transport policy called “Roads otherwise to
induce calm driving”

It represents an adaptation of existing technical recommendations.

The divider in the central reserve separates the lanes.

The driving lane width is reduced with further provision of hard shoulders.

Thanks to this road improvement, the Manche Department has met its targets

To remain in the existing right-of-way.

To reduce the severity of impacts by preventing head-on collisions.

To facilitate recovery manœuvres in the event of vehicles slighty leaving the roadway.

To facilitate the circulation of vulnerable road users off the carriageway.

Two-and-a-half years after the opening to trafic, the results are satisfactory
Reduction in the number and the severity of accidents.

Satisfaction of road users, road managers, the police and the elected representatives.

Feeling of inconvenience caused by the central barrier but also feeling of improved safety.

Speeds remain high on the two-lane sections (but no possible comparison with the previous measures).

Specific issues to keep in mind in the future

Regular clearance of the water gullies in the double concrete barrier central divider.

Proper treatment to the terminations of the central divider and installation of appropriate signage.

Establishment of a diversion route (for maintenance operations and emergency interventions).

Reflexion on the potential presence of wild animals on the carriageway.

Roads otherwise to induce calm driving - Experiment sheet Page 7

2+1 roads, an example in the Manche Department
 Service d’études
sur les transports,
les routes et
Sétra
leurs aménagements

46 avenue
Aristride Briand
This report is part of a collection entitled “Roads otherwise” available on Sétra websites: intranet: BP 100
http://intra.setra.i2 et internet: http://www.setra.developpement-durable.gouv.fr 92225 Bagneux Cedex
France
The aim of this series is to gather on-site experiences.
téléphone :
The author and the Administration’s liability does not apply on this document.
33 (0)1 46 11 31 31
télécopie :
33 (0)1 46 11 31 69
internet : www.setra.
Project group “Roads otherwise to induce calm driving” developpement-durable.gouv.fr

Sétra/CSTR/DSC
Antoine OSER - Tél: +33 (0) 1 46 11 33 30
Courriel : antoine.oser@developpement-durable.gouv.fr

CETE Normandie Centre - Département Infrastructures de Transport Multimodales (DITM)

Pôle de Compétence et d'Innovation (PCI) Accidentologie, Évaluation d’aménagements ou d’Équipements innovants
et Mesure des Comportements (A2EMC)
Olivier MOISAN - Tél: +33 (0) 2 35 68 88 56
Courriel : olivier.moisan@developpement-durable.gouv.fr

Authors and technical information

Olivier MOISAN - olivier.moisan@developpement-durable.gouv.fr
Olivier BISSON - olivier.bisson@developpement-durable.gouv.fr

The following people contributed to the studies: CETE

Normandie
Centre
Guy DUPRE - guy.dupre@developpement-durable.gouv.fr
Olivier FLORIS - olivier.floris@developpement-durable.gouv.fr

People in charge of the roadworks

Conseil Général de la Manche (Council of the Manche Department)
Infrastructures and Transport Service
Hervé POULAIN - Tel: +33 (0) 2 33 05 97 15
Email: herve.poulain@cg50.fr

Réseau
Scientifique
et Technique du
MEEDDM

Pictures courtesy: CETE Normandie Centre - DITM

Director of the publication: Philippe REDOULEZ

Published with the kind permission of the Council of the Manche Department
Artwork: Jean-Yves LEBOURG - CETE Normandie Centre
This document may not be sold. Total reproduction is copyright free.
Prior permission must be sought from Sétra for partial reproduction.
C 2009 Sétra