The behavioural studies show that in the great majority of cases merging at the end of the overtaking sections take place without problems. Even though the chevron markings were crossed in individual cases, there have been no critical situations. But the observations emphasise the importance of the chevron markings being established over a suitably long section. Even though braking was observed in a small share of the merging performed on the last 100 m of the overtaking sections actual problems were ascertained only in a few cases on Route 16. This happens in the morning rush hours, when traffic is very dense. In individual cases observations have shown that the traffic in the overtaking lane has stopped and waited in order to be able to merge. In general, no clear conclusions can be drawn regarding safety on “2+1” roads, because of the limited accident material. However, there is much to indicate a fall in the seriousness of accidents on the roads studied as a result of the use of “2+1” marking. This is demonstrated by a significance level of 10% in the number of road deaths. The “2+1” roads studied have not occasioned a rise in the number of accidents due to crowding or rear-end collisions. “2+1” roads will therefore still be a useable alternative to broad two or three-lane roads outside urban areas. The effect, however, is not of such a size that it can be sufficient to recommend the establishment of “2+1” roads exclusively for safety reasons. (Author/publisher)
Samenvatting