ROUNDABOUTS

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PREVIEW
 First generation (Traffic Circles):
‐ priority to entering traffic flows;
‐ design considers weaving movements 
as basic goal;
‐ capacity is related to each track 
between successive legs.
between successive legs

 Second generation (Modern 
Roundabouts):
‐ priority‐to‐circle;
‐ design is conceived for lowering 
speeds;
‐ capacity is related to each entrance;
it i l t d t h t
‐ more safety for pedestrians and 
bicyclists.

Columbus Circle, New York, in a picture of 1915

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HISTORY (MILESTONES)
1903: (New York) Columbus Circle project

1907: (Paris) Place de l’Etoile layout (today Place Charles De Gualle)

1926: roundabouts became traffic management tools for intersections with

priority-to-branches rule (first generation).

1966: United Kingdom introduces the “priority-to-the-circle”

priority to the circle rule: is the
birthday of modern roundabouts (or II generation).

1984: p y
France introduces the “priority-to-the-circle” rule and p
publishes
technical guidelines (1988);
Other EU countries follow, as: Switzerland (1991); Netherland
((1992);
) Germany y ((1993);
) Italyy (1994)
( )

2000: about 15.000 modern roundabouts are operating in France.

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ROUNDABOUT ELEMENTS
2. the circulatory roadway width defines 6. The exit width defines the width of the exit where it meets the inscribed circle. It
the roadway width for vehicle circulation is measured perpendicularly from the right edge of the exit to the intersection point
around the central island. It is measured of the left edge line and the inscribed circle.
as the width between the outer edge of 8. The entry radius is
this roadway and the central island. the minimum radius of
curvature of the outside
2. curb at the entry

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8. 1. The inscribed circle
4. The departure width is the diameter is the basic
width of the roadway used by parameter used to
departing traffic downstream. 6. define the size of a
roundabout. It is
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4. measured between the
outer edges of the
circulatory roadway.

1.

7. The exit radius is the

minimum radius of
3. curvature of the outside
5. curb at the exit.
3. The approach width is the 7
7. 4
width of the roadway used
by approaching traffic 5. The entry width defines the width of the entry where it meets the inscribed
upstream. circle. It is measured perpendicularly from the right edge of the entry to the
intersection point of the left edge line and the inscribed circle.
ROUNDABOUT ELEMENTS
The central island is the raised area in
the center of a roundabout around
which traffic circulates.
Slow speed
entry
Slow speed exit
Splitter Circulatory roadway
island

Central Island
Truck apron
p Crosswalk -
one car length
Slow speed
back
entry
y
S
Separated
t d
sidewalk to direct
If required on smaller roundabouts to peds to
accommodated t the
th wheel
h l ttracking
ki off llarge 5
crosswalks
vehicles, an apron is the mountable portion of the
central island adjacent to the circulatory roadway.
TYPES OF ROUNDABOUTS
‐ MINIROUNDABOUTS
‐ NORMAL (SINGLE –
LANE)ROUNDABOUTS
DEPENDS ON LOCAL CONDITIONS
- Urban compact roundabouts
- Urban single-lane roundabouts

- R
Rural
l single-lane
i l l roundabouts
d b t

‐ DOUBLE (MULTI – LANE) 
ROUNDABOUTS - U b double-lane
Urban d bl l roundabouts
d b t

- Rural double-lane roundabouts

‐ DOUBLE ROUNDABOUTS
DOUBLE ROUNDABOUTS

‐ TEARDROP ROUNDABOUTS

‐ ROUNDABOUTS WITH TRAFFIC 
SIGNALS 6
TYPES OF ROUNDABOUTS
MINIROUNDABOUTS
Mini roundabouts are small
single-lane roundabouts
that are use in low speed
(30 km/h – 40 km/h or less)
urban environments.

Mini-roundabouts consist of
a one way circulatory
carriageway around a
visible, flush/slightly
g y raised
circular island, which can
be overrun with ease by the
wheels of heavy vehicles.

The central island and splitter island are traversable islands.

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TYPES OF ROUNDABOUTS
NORMAL SINGLE – LANE ROUNDABOUTS
A normal roundabout could be
defined as a roundabout having a
1-way circulatory carriageway
around a kerbed central island
inscribed circle diameter and with
flared approaches to allow for
multiple
u t p e vehicle
e cee entry.
ty

- Urban compact roundabouts

- Urban single-lane roundabouts

- Rural single-lane roundabouts

The central island and splitter island are non traversable islands, 8
for heavy vehicles there is a traversable truck apron
TYPES OF ROUNDABOUTS
URBAN COMPACT ROUNDABOUTS
The principal objective of this design is
t enable
to bl pedestrians
d ti t have
to h safe
f andd
effective use of the intersection.

All legs have single-lane entries

Perpendicular approach legs require

very low vehicle speeds.

Using in Germany and other northern

European countries
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TYPES OF ROUNDABOUTS
URBAN SINGLE – LANE  ROUNDABOUTS
This type of roundabout is characterized
as having a single lane entry at all legs
and one circulatory lane.

Larger inscribed circle

diameters than compact
roundabouts.

Their design allows slightly higher

speeds at the entry, on the
circulatory roadway, and at the exit.
The design of these roundabouts is 10
similar to those in Australia, France, and
the United Kingdom.
TYPES OF ROUNDABOUTS
RURAL SINGLE – LANE  ROUNDABOUTS
Rural single-lane roundabouts generally
h
have high
hi h average approach h speeds
d in
i
the range of 80 to 100 km/h

Rural roundabouts
may have larger
diameters than
urban roundabouts
to allow slightly
higher speeds at
the entries, on the
circulatory
roadway, and at
the exits.

Use there, where few pedestrians are

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expected. Currently and in future.
TYPES OF ROUNDABOUTS
DOUBLE – LANE (MULTI – LANE) ROUNDABOUTS
Multilane roundabouts have at
least one entry or exit with two or
more lanes and more than one
circulating lane.
lane

- Urban double-lane roundabouts

- Rural double-lane roundabouts

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TYPES OF ROUNDABOUTS
URBAN DOUBLE – LANE  ROUNDABOUTS
Urban double-lane roundabouts include
all roundabouts in urban areas that have
at least one entry with two lanes.

Wider circulatory
roadways
accommodate more
than one vehicle
traveling side by side.

The geometric design will include

raised splitter islands, no truck apron
and nonmountable central island.
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TYPES OF ROUNDABOUTS
RURAL DOUBLE – LANE  ROUNDABOUTS
Rural double-lane
roundabouts
d b have
h
speed characteristics
similar to rural single
- lane
l roundabouts
d b t
with average
approach speeds in
the range of 80 to
100 km/h.

The main design differences

are designs
g with higher
g entry
y
speeds and larger diameters

The design of these roundabouts is

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based on the methods used by the
United Kingdom, Australia, and France.
TYPES OF ROUNDABOUTS
PROBLEMS WITH DOUBLE – LANE  ROUNDABOUTS

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Improper lane-use conflicts in Improper turn conflicts in
double-lane roundabouts. double-lane roundabouts.
TYPES OF ROUNDABOUTS
PROBLEMS WITH DOUBLE – LANE  ROUNDABOUTS
SOLUTION – TURBO (SPIRAL) ROUNDABOUTS

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TYPES OF ROUNDABOUTS
PROBLEMS WITH DOUBLE – LANE  ROUNDABOUTS
SOLUTION – TURBO (SPIRAL) ROUNDABOUTS

THROUGH
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TURN LEFT
TYPES OF ROUNDABOUTS
DOUBLE  ROUNDABOUTS
A double roundabout has two or more
normal or mini – roundabouts that are
either contiguous or connected by a
central link road or kerbed island.

Usage:
- at scissors intersections where a normal roundabout would require
extensive
t i realignment
li t
- at an existing staggered intersections where their usage avoid the need to
realign one of the approach roads
- to jjoin two p
parallel routes separated
p by
ypphysical
y features ((river,, railway)
y) 18
- at overloaded single-lane roundabouts
- at intersections with more than four entries
TYPES OF ROUNDABOUTS
DOUBLE  ROUNDABOUTS

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TYPES OF ROUNDABOUTS
DOUBLE  ROUNDABOUTS

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TYPES OF ROUNDABOUTS
TEARDROP  ROUNDABOUTS
Teardrops
p are usually
y associated
with ramp terminals at
interchanges.

Unlike circular roundabouts,

teardrops do not allow for
continuous
ti 360° travel.
t l
This design offers some
advantages at interchanges.

Traffic traveling on the crossroad

(link) between ramp terminal
intersections (nodes) does not
encounter a yield
as it enters the teardrop
intersections
intersections. 21
TYPES OF ROUNDABOUTS
ROUNDABOUTS WITH TRAFFIC SIGNALS

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BASIC PRINCIPLES FOR
ROUDNABOUT DESIGN
INSCRIBED CIRCLE DIAMETER
- depends on roundabout type and
local conditions

- usually
ll 23 – 40 m, llower values
l ffor
miniroundabouts

B f
Before: After:

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BASIC PRINCIPLES FOR
ROUDNABOUT DESIGN
EXIT AND ENTRY CURVE RADIUS (OUTER EDGE)
- depends on roundabout type
- larger for roundabout with diameter over 50 m

Exit curves: 15 – 30 m Entry curves: 8 – 15 m

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BASIC PRINCIPLES FOR
ROUDNABOUT DESIGN
EXIT AND ENTRY WIDTH
- depends
d d on roundabout
d b t ttype and
d usage off splitter
litt iislands
l d
Exit curves: 4 – 5 m Entry: at least 3 m, ordinarily 3,5 m

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BASIC PRINCIPLES FOR
ROUDNABOUT DESIGN
CIRCULATING ROADWAY AND TRUCK APRON WIDTH
circulating roadway width is the total width of the circulating lane(s) measured from inscribed circle to the
central island
Circulating roadway width: 4 – 7,5 m
truck apron
p is the optional
p mountable pportion of the central island of a roundabout between the raised
nontraversable area of the central island and the circulating roadway

Truck apron: at least 1 m

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BASIC PRINCIPLES FOR
ROUDNABOUT DESIGN
REFUGE ISLANDS
- for pedestrian safety and dividing traffic streams At least 5 m2
CROSSWALKS
- crossing distance should be minimized to reduce exposure of pedestrian-
vehicle conflicts. Crosswalks should be located to take advantage of the
splitter island. The distance between outer edge of circulatory roadway and the
edge of the crosswalk should be one car length (5 m)

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BASIC PRINCIPLES FOR possible cycle -
track
ROUDNABOUT DESIGN
BICYCLISTS
- bicycles may travel through a roundabout as
a vehicle or as a pedestrian

When traveling as a
vehicle at a single-lane
roundabout, an additional conflict
occurs at the point where the
bicyclist merges into the traffic
stream.

At double - lane and larger

roundabouts where bicycles are
typically traveling on the outside part
of the circulatory roadway, bicyclists
face a potential conflict with exiting
vehicles where the bicyclist is 28
continuing to circulate around the
roundabout.
BASIC PRINCIPLES FOR
ROUDNABOUT DESIGN
BICYCLISTS
- bicycles may travel through a roundabout as
a vehicle or as a pedestrian

When traveling as a
pedestrian, an additional
conflict for bicyclists occurs
at the point where the
bicyclist gets onto the
sidewalk, at which point the
bi
bicyclist
li t continues
ti around
d the
th
roundabout like a pedestrian.

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SPECIFICS OF ROUDNABOUTS
VEHICLE CONFLICTS
Conflict points occur where one vehicle path crosses, merges or diverges
with, or queues behind the path of another vehicle, pedestrian, or bicycle.
Conflicts can be divided into three basic categories:
Queuing conflicts – these conflicts are caused by a vehicle running into the back of a
vehicle queue on an approach. These types of conflicts can occur at the back of a
through-movement queue or where left-turning vehicles are queued waiting for gaps.
These conflicts are typically the least severe of all conflicts because the collisions involve
th mostt protected
the t t d parts
t off the
th vehicle
hi l andd the
th relative
l ti speed d difference
diff b t
between vehicles
hi l
is less than in other conflicts.
Merge and diverge conflicts – these conflicts are caused by the joining or
separating of two traffic streams.
streams The most common types of crashes due to merge
conflicts are sideswipes and rear-end crashes.
Merge conflicts can be more severe than diverge conflicts due to the more likely possibility
of collisions to the side of the vehicle, which is typically less protected than the front and
rear of the vehicle.
Crossing conflicts – these conflicts are caused by the intersection of two traffic
streams.
These are the most severe of all conflicts and the most likely to involve injuries or30
fatalities. Typical crash types are right-angle crashes and head-on crashes.
These conflicts don´t occur within roundabouts.
SPECIFICS OF ROUDNABOUTS
VEHICLE CONFLICTS

A three-leg single-lane roundabout

has 30% fewer vehicle conflict points
– compared to a T – intersection.
intersection

A four-leg
four leg single-lane
single lane roundabout
has 75% fewer vehicle conflict points
– compared to a conventional cross
intersection.

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SPECIFICS OF ROUDNABOUTS
TYPICAL TYPES OF CRASHES WITHIN A ROUNDABOUT
LOSS OF VEHICLE
ENTERING EXITING CONTROL

Approximately 55 % of Approximately 33 % of The remaining 12 % of the

the crashes occur at the the crashes are involved crashes were the result of a
approach to the with motorists exiting the motorist losing control
roundabout. roundabout and include within the general area of
side-swipe and rear end the roundabout
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crashes (in diverging
and merging conflict
points).
APPROPRIATE SITE FOR ROUNDABOUTS
- intersections with heavy delay on minor road

- intersections with heavy left turning traffic which makes signals

l
less efficient
ffi i

- intersections with more than four legs

- intersections with unusual geometry (scissors, skewed

intersections)

- where major roads intersect at Y or T junctions

- at intersections where U – turns are desirable

- at freeway interchange ramps

- high accident intersection

- roundabouts are suitable when the traffic entering from 33all

approaches are relatively equal
INAPPROPRIATE SITE FOR ROUNDABOUTS

- where a satisfactory geometric design cannot be provided

- where a signal interconnect system would provide a better level of

service

- where the roundabout is close to existing signals and queueing

from the signal could be problem

- roundabouts are not suitable when the traffic entering

g from all
approaches are not relatively equal

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ADVANTAGES OF ROUNDABOUTS
- ttraffic
ffi flow
fl i regulated
is l t d to
t only
l one direction
di ti off movement,
t thus
th eliminating
li i ti severe conflicts
fli t
between crossing movements

- all the vehicles entering the roundabout are gently forced to reduce the speed and continue
to move at slower speed. Thus, none of the vehicles need to be stopped, unlike in a
signalized intersection

- Low
o abso
absolute
u e speeds assoc
associated
a ed with roundabouts
ou dabou s a allow
o ddrivers
e s more
o e timee to
o react
eac to
o
potential conflicts, also helping to improve the safety performance of roundabouts.

- Roundabouts have fewer conflict points in comparison to conventional intersections. The

potential for hazardous conflicts,
conflicts such as right angle and left turn head-on crashes is
eliminated with roundabout use.

- roundabouts are self regulating and do not need practically any control by traffic signs or traffic
signals
i l

- they are ideally suited for moderate traffic, especially with unsuitable geometry, or
intersections with more than three or four approaches

- single-lane approach roundabouts produce greater safety benefits than multilane

approaches because of fewer potential conflicts between road users, and because
pedestrian
pedes a ccrossing
oss g ddistances
s a ces a
are
e sshort.
o 35
DISADVANTAGES OF ROUNDABOUTS

- All the vehicles are forced to slow down and negotiate the intersection.
intersection Therefore,
Therefore the
cumulative delay will be much higher than channelized intersection

- Even when there is relatively low traffic, the vehicles are forced to reduce their speed

- roundabouts require large area of relatively flat land

- vehicles do not usuallyy stop

p at a rotary.
y Theyy accelerate and exit the rotaryy at relativelyy higher
g
speed. Therefore, they are not suitable when there is high pedestrian movements.

- Roundabouts are unsuitable for preferred traffic (urban mass transportation)

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