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ANNEX 1.

CHECKLIST FOR ROAD SAFETY AUDITORS, NORWEGIAN HANDBOOK FOR MOTORCYCLE SAFETY 2014

1. MOTORCYCLIST SAFETY CHECKLIST WHEN AUDITING ROAD PLANS AND COMPLETED ROAD CONSTRUCTION.

When auditing construction plans and auditing constructed road before being opened, there can be a particular need to assess motorcyclist safety. Auditor must ensure that details regarding location and design will not create significant problems to motorcyclists. With such work the following checklist can be used:

  • Is the geometry predictable?
  • Are T-intersections designing such that yielding vehicles can see approaching vehicle from the side and not the front?
  • Are roundabouts designed to provide adequate signals regarding correct speed adaptation?
  • Are sight zones free of sight reducing obstacles where motorcyclists need to be seen?
  • Are signs located such that they do not restrict motorcyclists from seeing or being seen?
  • Are safety zones prepared and made «forgiving» with motorcyclists in mind?
  • Have alternatives to guardrails been considered where there is a particular risk of motorcyclists riding off the road?
  • Where guardrail cannot be avoided, is it placed as far away as possible from the edge of the pavement?
  • Has the terrain behind the guardrail been assessed regarding motorcyclists being thrown over the guardrail?
  • Has the installation of guardrail and other road equipment been avoided where the risk of a crash is particularly great? This is especially in outer curves and on a stretch of 20 meters from the curve.
  • Are types of guardrails and road equipment selected that will not inflict unnecessary severe injuries to motorcyclists?
  • Are manhole covers, pedestrian crossings, directional arrows and other road markings placed in a manner that will not create poor friction for motorcyclists at critical locations?
  • Do bridges on sharp curves have asphalt pavement?
  • Is the road planned so that gravel, sand, and water from attaching roads will not pour out on the main road? A possible solution is to pave 5 meters on the side road.
  • Do bridges have curbs to stop motorcyclists from hitting guardrail posts or fall off the bridge?
  • Is termination of curbs and bridge railings designed not to represent an unnecessary risk to motorists?
  • Is the transition between new road and existing road free of unexpected and abrupt changes in standard such as jump in pavement standards?
  • Is the transition between open ditch and covered culvert at exits and road junctions designed with slope 1:6 in the ditch longitudinal direction?
  • Is motorcycle safety included in the project safety routines?

2. TRAFFIC SAFETY AUDIT OF EXISTING ROAD, NORWEGIAN HANDBOOK FOR MOTORCYCLE SAFETY 2014 – CONSIDERATION TO MOTORCYCLE SAFETY WHEN AUDITING EXISTING ROAD CAN CONTRIBUTE TO LESS CRASHES

Checklist

  • Is the pavement condition adequate and predictable so that motorcyclists will not encounter unexpected problems with changes in friction, cracks, rough spots, potholes, surface water, gravel, dirt, oil spills etc.?
  • Are the guardrails designed and installed so that they do not represent an unnecessarily increased accident risk to motorcyclists?
  • Can guardrail be replaced by alternative solutions which increases the safety for motorcyclists?
  • Are side slopes properly designed to prevent motorcyclists from suffering injuries when driving off the road at locations where the probability of such accidents is large? This is especially important in outer curves and transitions from curves to straight road.
  • Are signs and other road equipment installed so that they do not represent an additional hazard to motorcyclists? This is especially important in outer curves and transitions from curves to straight road.
  • Are signs important to motorcyclists visible enough?
  • Is there a need for supplementary signing, possibly including additional warning signs for motorcyclists?
  • Is the illumination adequate in tunnels and at locations where road conditions change, or should illumination be improved or supplemented with for example guide-lights or retro-reflective devices?
  • Is there a need for measures against crashes with wild animals, for example by clearing of forest, wild game fences or road lighting?
  • Is there a need for sight clearance on inner curves so that motorcyclists and other road users can obtain a better view of the road and the traffic in front?
  • Is the road planned so that gravel, sand, and water from attaching roads will not pour out on the main road? A possible solution is to pave 5 meters on the side road.
  • Are there curves where the risk of off-the-road motorcycle crashes is high and where there is a need for a motorcyclist protection system, MPS?
  • Is the transition between open ditch and covered culvert at exits and road junctions designed with slope 1:6 in the ditch longitudinal direction?

ANNEX 2.

CHECKLIST FROM VICROADS, MAKING ROADS MORE MOTORCYCLE FRIENDLY – A GUIDE FOR ROAD DESIGN, CONSTRUCTION AND MAINTENANCE.

ROAD DESIGN & ROAD SURFACE

  • Are pit lids located away from vehicle travel lanes? If this is not possible, do the pit lids have a skid-resistance surface?
  • Are shoulders sealed, especially in curves?
  • If kerbs have been specified, should they be of the mountable type?
  • Is there a change in road surface type (i.e., friction level)?
  • Is there a clear view for road users at roundabouts?
  • Is there a clear view for road users at intersections?
  • Is there a clear view for road users on curves?
  • Does the design avoid compound curves?
  • For passive intersections, are the sightlines clear of obstructions?
  • For passive intersections, is the speed of the priority road appropriate from a Safe System perspective?
  • Can intersections be controlled with traffic signals?
  • Can median breaks be closed?
  • Are bell mouths, side roads and shoulders sealed to minimize gravel carry over?

ROADSIDE DESIGN

  • If vegetation is specified, will it impair sightlines when matured?
  • If there are multiple signs present, can they be consolidated?
  • Has the use of plastic break-away, rubber self-righting or flexible posts been considered for signs?
  • Would special motorcycle high risk warning signs assist motorcyclists?
  • Are intersections well-lit it at night?
  • Are there roadside hazards that can be moved or removed? If not, should an appropriate guardrail and rub rail be installed?
  • Can MPS be installed where guardrails are present?

ROAD MAINTENANCE

  • Is the road surface along and around tracks unbroken?
  • Is the road surface along and around tracks level with the tracks?
  • Will a warning sign assist a motorcyclist in areas where tracks are present?
  • Are pit lids cracked?
  • Is there road surface cracking around pit lids?
  • Do pit lids have a skid resistance surface?
  • Has loose aggregate been removed from the road?
  • Has loose aggregate been moved away from the road, especially in curves where they may blend in with the road surface colour?
  • Can metal signposts be replaced with plastic break-away, rubber self-righting or flexible posts?
  • Are compound curves signposted?
  • Can motorcycle friendly underrun protection (e.g., subrail) be installed where guardrails are present?
  • Is rutting present? If so, can this be corrected?
  • Is cracking present? If so, can this be patched?
  • Is patching level with the road surface and of similar friction value?
  • Is the edge drop off sufficiently low so that a motorcyclist can safely steer an errant motorcycle back onto the road?
  • Are bell mouths, side roads and shoulders sealed to minimize gravel carry over?
  • Are regular inspections of the roads scheduled, especially during September to May?
  • Is vegetation regularly removed, especially during September to May?
  • Are the roads inspected after rain or storm events?
  • Does vegetation need trimming so that motorcyclists are not obscured?

WORK ZONES

  • Is loose material on road surfaces regularly removed during and after works?
  • Are warning signs needed to warn riders of poor road surface conditions?
  • Are wheel washes required when vehicles leave the construction zone?
  • Do metal covers have a skid resistance surface?
  • Can protruding bolts be eliminated?
  • Is temporary lighting required, especially in areas of significant risks?

ANNEX 3.

DECISION TREES BARRIERS

Decision trees is a model that is used in the Netherlands and Australia. The tree is used to choose the location for installation of MPS on barriers. This is defined in the decision tree) which includes provisions to identify a site for MPS in the short term, medium term and also a no action for now.

DUTCH DECISION TREE

AUSTRALIAN DECISION TREE

 

 

 

PROPOSAL FOR DECISION TREE WITH COMPUTER SIMULATIONS
Computer simulation can be a way forward in the development and evaluation of MPS and
barriers that are more motorcyclist friendly. With computer simulation barriers MPS and the
test dummies used in physical crash testing can all be modelled allowing so-called virtual tests to be performed. The use of virtual testing for the development of MPS, and to some extent for the validation of systems on a national basis, has been developing over recent years and its use as an additional evaluation tool should be considered in the future. This is a proposal for how computer simulations can be used.


EXECUTIVE SUMMARY
CHAPTER 1. INTRODUCTION
CHAPTER 2. MOTORCYCLE SAFETY IN FIGURES
CHAPTER 3. GLOBAL, REGIONAL AND NATIONAL GUIDELINES ON MOTORCYCLE SAFETY
CHAPTER 4. WHERE DO MOST INCIDENTS AND CRASHES OCCUR?
CHAPTER 5. ADDRESSING MOTORCYCLE SAFETY
CHAPTER 6. ROAD SURFACE FRICTION
CHAPTER 7. THE NEED FOR ROADSIDE SAFETY ZONES
CHAPTER 8. BARRIERS AND MOTORCYCLISTS
CHAPTER 9. GUIDANCE BEFORE CURVES
CHAPTER 10. RECOMMENDATIONS
APPENDIXES
REFERENCES
TERMINOLOGY AND ACRONYMS
WORKING GROUP INFORMATION

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