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    © All Rights Reserved
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    Download as pdf
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    Chapter15 - Roundabouts

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    Mina Michel
    Chapter15 - Roundabouts

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    © All Rights Reserved
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    Chapter 15 Roundabouts 15 154 152 Geometric Design Manual For Dubai Roads Chapter 15 Roundabouts Roundabouts Introduction This section deals with the main geometric design features of roundabouts. ‘A roundabout can be provided on any class of road where at-grade intersections are permissible, and so is an appropriate form of intersection on all roads, except for freeways and expressways where at-grade intersections are not to be used. ‘The designer's main concern must be to produce a layout which is inherently safe, and to check that it has adequate capacity, rather than to allow capacity considerations to override good layout practice. If capacity and safety cannot both be achieved, then an altemative form of intersection should be sought. Because of the interaction between traffic streams which occurs at a roundabout, the calculation of capacity is complex and requires the use of relevant computer software, Roundabouts are prone to “locking up’, particularly ifthe Give Way rule is not carefully observed or if there is @ blockage on one of the exit roads, and this, cannot be effectively modeled ‘There is therefore no generalized guidance available to assist the designer in ‘making a preliminary assessment of whether a roundabout is likely to operate within capacity. He is reliant on the input of the traffic engineer to advise on this ‘matter, and he may well need to design and redesign the layout on an iterative basis to achieve a layout which meets the traffic demand, Nevertheless, It is reasonable to assume that roundabouts on Local Roads will operate within capacity, and itis ikely that roundabouts on Collectors can be designed to do so too. On Arterials, adequate capacity may often be dificult to achieve while ‘maintaining a safe layout. ‘The roundabout portion of a grade-separated interchange (as described in Chapter 18 of this manual) should be designed as it it were an at-grade roundabout. General Principles ‘The principal objective of roundabout design is to secure the safe interaction of tratfic between crossing traffic streams with minimum delay. This is achieved by ‘a combination of geometric layout features that should be matched to the volumes of traffic in the various streams, to vehicle speeds, and to any locational constraints that apply. There is a balance to be struck in the design of a roundabout. In capacity terms, the provision of wide approaches and circulating pavement is beneficial, but can lead to high speeds through the roundabout under conditions of light trattic flow. 16-1 153 1531 DUBAI MUNICIPALITY From a safety viewpoint, the roundabout should be designed to limit through speeds by means of adequate deflection angles and entry path curvature, and this ‘may constrain paverient widths and thus limit the available capacity. ‘The guidance given in this Chapter sets out desirable geometric standards for the various elements within a roundabout, but itis recognized that it may not always be possible to achieve all the standards. The designer must then consider which of them, if any, may be exceeded without a significant adverse effect on the ‘accident risk, and should consider whether an alternative form of intersection ‘would be preferable, General Features of a Roundabout Layout ‘A roundabout has a one-way circulating pavement around a central island which is 4m or more in diameter. The entries are generally designed to permit more than fone vehicle to enter the roundabout side-by-side, and the approaches may be “flared to achiove adequate entry width, Figure 18.1 depicts a typical arrangement. Entries from undivided roads should be provided with curbed median islands of roughly triangular shape where they ‘meet the roundabout. The medians of divided roads should be widened in a similar manner. Figure 15.1 : Typical Roundabout Layout Geometric Design ManuaY For Dubai Roads ‘Chapter 15 Roundabouts 15.3.2 Number of Entries The number of entries recommended is either three or four, Roundabouts Perform particularly well with three legs, being moro efficient than signals, provided that the traffic demand is evenly balanced between the legs. Plate 18.1 shows a three-leg roundabout on a Secondary Arterial. Plate 15.1 : Three-Leg Roundabout on a Secondary Arterial If the number of entries is greater than four, driver comprehension can be adversely affected. The roundabout also becomes larger, and it is likely that higher circulating speeds will occur. Six legs should be considered as the absolute maximum, 15.3.3 Signalized Roundabouts Signals may be introduced on an existing roundabout, but a signalized roundabout should not be selected for a new design layout. 15.9.4 Min-roundabouts 18.4 Mini-roundabouts with flush-paved contral islands of 4m to 12m diameter are suitable for use on Local Roads and Collectors, but should not be used on roads, of Artarial standard, Their layout should be based on the general principles set out in this chapter, and the need for an over-runnable central island should be determined by use of the relevant design vehicle template. It should be noted that mini-roundabouts delineated by a small painted central istand,typially of 2m to 4m diameter, are considered Unsuitable for adoption in Dubai ‘The Design Process AAs tho procedure for the design of a roundabout is a complex one, Figure 15.2 ‘sets it out in the form of a flow chart. Firstly, it is necessary to sketch an intial layout in sufficient detail for the tratfic engineer to advise on capacity issues. His response will give a first indication of the entry widths which might be required in order that the layout can accommodate the design year flows. ‘The designer then takes these widths, and refines his layout, checking the following factors (references in brackets being to the Sections of this chapter of the Manual) Is the central island an appropriate size? (15.5) ¢ Is the Inscribed Circle Diameter adequate for the design vehicle? (15.6) Does the circulating roadway accommodate vehicles entering side-by- side? (15.7) Have the required entry widths been achieved? (15.8) Is the flare design adequate on each entry? (15.9) Is there adequate entry path deflection on each entry? (15.10) ‘Are all entry angles within the acceptable rango? (15.11) Is the radius on each entry above the acceptable minimum? (15.12) ‘Are desirable grades able to be achieved? (15.13) '® Does the geometry of the exits meet the guidelines? (18.14) ‘The result of this process is a preliminary design, which again is assessed for ‘capacity. Any improvements which are suggested by the tratfic engineer should be considered and adopted where appropriate. The designer then repeats the check process above, and makes further checks: © Is the visibility adequate? (15.15) = on the approach (15.18.3) + to the left (1.15.4) Geometric Dasign Manual For Dubai Roeds chapter 15 Roundabouts = forwards at entry (15.15.5) = when circulating (15.1.6) =_of any pedestrian crossing (18.187) © Can adequate crossfall be provided? (15.16) © Is drainage properly catered for? (15.16) © Ate the safety criteria respected? (15.19) ‘This set of checks will then yield a final design, and itis prudent to refer this finally to the traffic engineer for his confirmation that itis operationally satisfactory. papa aes as say ae : i a I oo vite ess ayn i Sy man nee 2 Graders LES r|__faempee et say a n fied Previa ee sap} —[romea po ms casa = = a Fao] —— ag Figure 15.2 : Roundabout Design Process 15-5 DUBAI MUNICIPALITY 155 156 Minimum Size of Island ‘The minimum diameter for a central island is 4m. Flush paving should be considered for roundabouts with istand diameters in the range 4m to 12m. Inscribed Circle Diameter ‘The Inscribed Circle Diameter (ICD) is the diameter of the largest circle which can be inserted within the outline of the intersection, medians and median islands being ignored for this purpose. Figure 15.3 shows how the ICD is measured. Figure 15.3 : Measurement of the Inscribed Circle Diameter ‘The size of the smallest acceptable ICD is determined by the selected design vehicle. It is good practice to allow a tolerance of 1m from both inner and outer curbs, and so typical minimum ICDs are as set out in Table 15.1. An ICD of 33m caters for all design vehicles with the exception of WB-20 and WB-35. It should be noted, however, that if roundabouts are below 40m ICD it can prove dificult to achieve adequate deflections. In such cases consideration could be given to the use of a larger, low-profile central island which would provide adequate deflection for standard vehicles but allow overrun of all or part of the island by the rear wheels of arliculated vehicles and trailers. These overrun areas. should have the same profile as the circulating pavement but be paved in a distinctly colored andor textured material, and edged with curbs laid flat with an Upstand of 50mm. 15-6 Geometric Design Manual For Dubai Roads Chapter 15 ‘Roundabouts There is no maximum prescribed ICD, as capacity, physical constraints and safety requirements normally determine the roundabout dimensions at large or heavily- tratficked intersections, Table 15.1 : Typical Minimum Inscribed Circle Diameters by Design Vehicle Design Vehicle | Typical minimum ICD (m) P 16 su 20 BUS 31 ABUS 29. WB-12 27, WB-15 31 We-18 30 We-19 30 WB-20 36 we-29 33 WB.35, 39 MH 28 Pr. Al PIB. 18 MHB. 33. ero Table 24 fr deals of Dasign Vanes 15.7 Circulating Pavement ‘The circulating pavement should, if possible, be circular in plan, and its width should generally not exceed 15m. However, flush block-paved ‘collars’ around the central island can be used to provide additional width if long vehicle tuming ‘movements need to be catered for on smaller roundabouts, ‘The width of the circulating pavement should be constant and should be between 1.0 and 1.2 times the width of the widest entry. It may be necessary to exceed 1.2.0n smaller ICD roundabouts, but care should be taken to ensure that the wider Pavement does not permit vehicle paths with less than adequate deflection. Tea? 16-8 ‘DUBAI MUNICIPALITY Itis normal practice to avoid short lengths of reverse curve between an entry and the subsequent exit by linking these curves or joining them with straights between the entry radius and the exit radius. One method is to increase the exit radius. However, where there is a considerable distance between the entry and the next exit, as with three-leg layouts, reverse curvature may be unavoidable. ‘The circulating pavement must be wide enough to allow those vehicles which have entered the roundabout side-by-side to continue side-by-side. Due allowance should be made for increased width because of the curve, as set out in Table 15.2. For island diameters less than 30m, the width requirements should always be checked using a relevant software package or swept path templates. ble 15.2 : Minimum Width of Circulating Pavement island Diane | Sane diameter (m) | citeuation | circulation 30 12.6 | Check 50 114 | tomplate 75 103 15 100 99 147 150 93 138 200 8 132 250 a7 126 ‘There may be situations where the turning proportions are such that one section of circulating pavement has a relatively low flow. In this case there may be an ‘over provision in width and an area of circulating pavement, usuall adjacent to an ‘entry deflection istand, becomes unused. It is possible to reduce the circulating pavement width by extending the deflection island and advancing the "Give Way" line. This method of reducing circulating pavement width may also be adopted as, an interim measure in the early years of a scheme. However, it is important 10 ensure that adequate swept path Is provided to cater for the chosen design vehicle, For smaller roundabouts it may be appropriate to consider interim circulating pavement reduction by increasing the size of the central island. If this is to be introduced from the outset, it can best be achieved by the use of contrasting hard surfacing, Geometric Design Manual For Dubai Roads Chapter 15: Roundabouts 15.8 Entry Width ‘The relationship between entry width and capacity is highly significant, The most effective way of increasing the capacity of an approach Is by providing greater entry width. ‘The entry wicth (e) is shown in Figure 15.4 and is measured from point A (where the median side of the entry pavement meets the outer side of the circulating pavement) perpendicular to the outer curb. Figure 15.4 : Entry Width Figure 15.4 also shows, for an undivided road, the Approach Hall-Width (v) which is measured between the points G and H, and which is used in capacity calculations. It is the width of the pavement available to approaching vehicles prior to any widening. For a divided road, v is taken to be the width of the traveled way on the pavement leading to the roundabout. It is good practice to add at least one extra lane to the number of lanes on the ‘approaching road, but as a general rule not more than two lanes should be added {and no entry should be more than four lanes wide. Each entry lane should lead into a corresponding allocation of roadspace on the circulating pavement. The practical range for entry width is 6.0m to 15.0m, but for undivided roads, the upper limit should be 10.5m, ‘There may be some cases, usually associated with low predicted flows, where increased entry wicth Is not operationally necessary. It is recommended nevertheless that a minimum of two entry lanes be provided, as this gives greater flexibility in dealing with abnormal flows, provides a passing facility in the event of vehicle breakdown, and assists the maneuvering of long vehicles. 15-9 159 15-10 Lanes measured across the entry width should be not less than 3.0m wide. They are tapered back in the entry flare, and should not be marked out as narrower than 2.5m, (Because lane widths are tapered, they do not conform to the guidance for other forms of at-grade intersection.) It is generally better to use wider lanes, particularly where trucks or buses are expected. For example, with a 12m entry ‘width, 3 x 4.0m lanes at the give way line are preferable to 4 x 3.0m lanes. The alinement of entry lanes is also critical. On rural roundabouts where design speeds are relatively high the curbline ofthe deflection island (or median in the cease ofa divided road) should be on an arc which, when projected forward, meets the central istand tangentially. In urban areas, where design speeds are lower, this is less important, but nevertheless should be aimed for. Care should be taken to ensure thatthe resultant entry angle isnot too low and that entry path curvature is not too great In cases where the roundabout is the ultimate solution, it is usual to consider design flows 15 years after opening. This can result in roundabout entries which have greater entry width than is required to handle the trafic lows in the earlier years, and may lead to operational problems. The design year layout should therefore determine overall geometry and land requirements for the roundabout but it may be necessary for the designer to consider an interim layout with reduced entry and possibly circulating widths. Flare Design ‘Theoretical capacity is very sensitive to changes in the flare length, Flare, should be developed uniformly, without any sharp changes in angle, if itis to be used effectively in practice Figure 15.4 shows the average flare length (?). This is obtained by constructing line parallel to the curb, from point C, which is at a distance of [(e-v) /2] from point B. Point F” is where this line intersects with the line GD (which is parallel to the line HA). The average flare length fis measured along the curved line CF’ . The minimum value of ¢’ should be Sm in an urban area, and 15m in a rural area. The upper limit should be 40m. ‘The sharpness of flare (S) is a measure of the rate at which extra width is doveloped, and is calculated from the relationship $ = 1.6 (e-v) /¢: The sharpness of flare should not exceed 1.0 in urban areas or 0.3 in rural areas. Geometric Dasign Manual For Dubai Roads Chapter 15 Roundabouts 15.10 Entry Path Deflection One of the most important safety checks at a roundabout is that for vehicle path deflection on entry to a roundabout. It is necessary in order to ensure that ‘excessive speeds through the roundabout cannot occur. For design purposes, the vehicle entry path should be such that the radius of the tightest curve on the entry path does not exceed 100 metres. See Figure 155. Figure 15.5 : Entry Path Curvature ‘The method of construction and measuring the entry path curvature Is described in Section 15.10.1, and shown in Figures 15.6 to 15.8. Figure 15.6 shows an approach with negative curvature, Figure 15.7 shows an approach with positive approach curvature, and Figure 15.8 a roundabout at a T intersection. 18-9 Figure 15.6 : Entry Path Curvature (negative approach curvature) Figure 15.7 : Entry Path Curvature (positive approach curvature) 15-12 Geometric Design Manual For Dubei Roads raptor 15: Roundabouts Figure 15.8 : Entry Path Curvature (roundabout at a T intersection) 15.10.1 Constructing the Entry Path ‘To define the entry path, the following assumptions are made: ‘¢ The entering vehicle is 2m wide and takes the ‘straight ahead’ movement at @ fourlag roundabout and across the head of the T at a three-leg roundabout. ‘© There is no other trafic on the approach and on the circulating pavement. ‘¢ The driver negotiates the site constraints with minimum deflections, ignoring all lane markings. ‘® The initial approach position for centerline of the entry path curvature (which ‘must be at least 50m before the Give Way line) is no closer than 1m to the ‘outer curb and no nearer than 1m to the centerline of a divided road or the inner curb of a divided road. (This ensures that all approach alinements are ‘examined and that no vehicle path can exceed the recommended maximum radius of curvature.) '* The vohicle proceeds towards the “Give Way’ line, and continues towards the central island of the roundabout, with the centreline of its path never ‘coming closer than 1m to any curb. The centre line of the most realistic path that a vehicle would take in its complete passage through the intersection on a smooth alinement without sharp transitions, meeting these assumptions, is then drawn to a scale not less than 1:500 using a flexible curve (or equivalent computer dratting techniques). Any reverse of curvature in the vehicle path around the central island must be drawn 15-13 DUBAI MUNICIPALITY 0 that there is no sharp deviation between that curve and the entry curve, The exact path drawn will be a matter of personal judgement and the results should be examined for compliance and consistency with the appropriate clauses in this Section. Where path radii are close to the permitted maximum of 100m, more than one independent assessment of the vehicle paths should be carried out. 15.102 Measuring the Entry Path Curvature ‘The entry path curvature is measured over the length of 20m in which the tightest radius occurs, on the portion of the path in the vicinity of the “Give Way’ line (but not more than 50m in advance of i). This is between points X and Y on Figures 18.5 to 15.8 The tightest radius is measured by means of suitable curve templates or an appropriate computer technique. 15.103 Achieving Entry Deflection ‘One method for creating entry deflection on new schemes where there are no other constraints is to stagger the legs, as shown in Figure 15.9. This helps with the overall design, reduce the size of roundabouts, minimize land acquisition and assist with the construction of “easy” exits. ** Centerline Offset 15-20m (Note ‘Easy’ Exits) Figure 15.9 : Entry Deflection by Staggering Approach Roads 16-4 Geometric Design Manual For Dubal Roads Chapier 15 Roundabouts It is not good practice to generate entry deflection by sharply deviating the ‘approach roads to the left close to the roundabout and then to the right at entry. In urban areas, the restrictions on space available coupled with the turning width requirements of large goods vehicles may necessitate small roundabouts which ‘cannot provide sutticient entry deflection to the right by means of the central island alone. In these cases deflection can be generated by means of enlarged traffic Islands (as shown in Figure 15.10), or by means of over-runnable “collars” as desoribed in Section 15.6, which should be distinctly paved and bounded by a curb laid flat with Somm upstand. Figure 15.10 : Enlarged Islands to Achieve Satisfactory Deflection 15.11 Entry Angle The Entry Anglo (Q) serves as a geometric proxy for the conflict angla between entering and circulating streams, The method of measuring the Entry Angle is set ‘out in Figure 15.14 The line EF is midway between the outer curb and the median line or the edge of any median island. Where this curved line intersects the "Give Way” line, the tangent BC is drawn. AD’ is the centerline of the circulating Pavement. The entry angle @ is measured as the acute angle between the line BC and the tangent to A'D’ at the point of intersection between BC and AD. 15-15 DUBAI MUNICIPALITY Figure 18.11 : Measurement of Entry Angle ‘The relationship between entry angle and entry capacity is a weak inverse one; 2s the angle increases, so capacity decreases slightly. However, care should be taken in the choice of entry angle, because angles which are too high and angles. which are too low may both result in increased accident potential. The Entry Angle should if possible lie between 20° and 60°, with a figure of around 30° being the optimum. A small entry angle such as that depicted in Figure 15.12 forces drivers into a position where they must either look aver their left shoulders or attempt a true ‘merge using their mirrors (with the attendant problems of disregarding the "Give Way’ line and the encouragement of high entry speeds). Figure 15.12 : Example of Too Small an Entry Angle (with substandard deflection) 15-16 Geometric Design Manual For Dubai Roads Chapter 15 Roundabouts 15.12 15.13 Large entry angles produce excessive entry deflection and can load to sharp braking at entries accompanied by “nose to tail” accidents, especially in rural areas. Figure 15.13 shows an extreme case. Figure 15.13 : Example of Too Large an Entry Angle (with excessive deflection) Entry Radius The Entry Radius (F) is measured as the minimum radius of curvature of the outer curbline at entry, as shown on Figure 15.3. For some designs the arc of minimum, radius may extend into the following exit, but this is not important provided that a half or more of the arc length is within the entry region. ‘©The optimum entry radius is 20m. The minimum entry radius should be 6m (10m if significant numbers of trucks are anticipated), '* Radi above 20m producing very litle consequent increase in capacity. © Very large entry radii almost certainly result in inadequate entry detlection. Grades Itis good practice to keep longitudinal grades within the range -2% to +2% al the roundabout entries, around the circulating pavement, and at the exits 15-17 15.15 15.15.41 15-18 Exits ‘The principle of “easy exits" should always be applied. A curb radius of about 40m at the mouth of the exit is desirable but for larger rural roundabouts this may be increased to suit the overall intersection geometry. In any case, the exit radius should not be less than 20m or greater than 200m. At the beginning of an exit, its width, measured at right angles to the exit radius, should allow for one trafic lane more than the number on the link downstream. For example, if the downstream link is an undivided road with one lane in each direction, the exit width should be the width of two lanes, and ifthe link is a four- lane divided road, three lanes width should be provided on the exit. On an Undivided road, this extra width should be reduced on the outer edge in such a way that exiting vehicles are not encouraged to encroach into the path of ‘oncoming vehicles at the end of the traffic deflection island. Narrowing should be achieved using a taper of between 1:15 and 1:20, but ifthe exit road is on a Fight hand curve it may be necessary to extend the taper length and the length of the traffic deflection island. In exits leading to undivided roads, a minimum width of 6m should be maintained adjacent to traffic deflection islands, to allow traffic to pass a disabled vehicle. ‘The provision of good vision at roundabouts is an important factor, and adequate Visibility should be provided: onthe approach to the left forward at the entry (on the circulating pavement to any pedestrian crossing Eye and Object Heights \isibilty to the left and across the central island of a roundabout should be ‘obtainable from a driver's eye height of 1.05m to an object height of 1.05m, and the envelope of visibility should extend to 2.4m above the road surface. It is therefore the same envelope as for Passing Sight Distance, as shown in Figure 4.2 of this Manual. Alother visibilios should be assessed in accordance with the envelope for Stopping Sight Distance set out in Figure 4.1. Where signs are to be erected on a median, verge or deflection island within the envelope of visibility, including to the loft, the mounting height should not be less than 2.4m above the pavement surface, and the envelope needs to be carefully checked on sites where there are significant changes of grade. Geometric Design Manual For Dubai Roads Chapter 15 Roundabouts 1.15.2 Obstructions within Visibility Envelopes Signs, street furniture and planting should not be placed within the visibility ‘envelopes in such a manner that they obstruct visility. The only exceptions to this are the positioning of bollards on deflection islands and staggered chevron boards on medians. Isolated slim projections such as lamp columns, sign supports or bridge columns ‘can be ignored provided they are less than halt-a-matre wide, ‘The prasence of pedestrians on sidewalks can impede visibility, and this should bbe borne in mind when locating sidewalks in areas with high pedestrian activity. 15.15.3 Visibility on the Approach (On the approach to a roundabout, normal Stopping Sight Distance (SSD) applies, in accordance with the appropriate design speed, as described in Chapter 4 of this manual, The SSD is measured to the "Give Way" line as shown in Figure 15.14. "= Vetie poston col oot ine Figure 15.14 : Stopping Sight Distance on Approach to Roundabout 15-19 15.15.4 Visibility to the Left Drivers of all vehicles at the "Give Way’ line should be able to see the full width of the circulating pavement to thei left, from the "Give Way” line for an adequate distance “a’ (measured along the centerline of the circulating pavement as indicated in Table 15.3, and shown in Figure 15.15. Table 15.3 : Visibility at Roundabouts Inscribed Circle | Visibility Distance “at Diameter (m) (m) Less than 40 Whole intersection 40 t0 60 40 ‘more than 60 to 100 50 ‘more than 100 70 The area which should be able to be seen from the centerline of the inner approach lane for a distance of 18m back from the “Give Way’ line, Is as shown in Figure 15.16. These requirements apply to all roundabouts, including those with parapets on either side of the circulating pavement. A check should also be made to ensure that the combination of crossfalls and longitudinal grades does not restrict visibility. Excessive vsibilly at entry, or intorvsibilty between adjacent entries, can result in approach and entry speeds greater than those which are desirable for the intersection geometry. The selective use of landscaping may be helpful in preventing drivers approaching a roundabout from seeing the previous entry ‘mouth unti they are 15m ftom the Give Way line. Restricting the forward visibility along the approach alinement so that it equals the stopping sight distance ‘appropriate for the design speed of the approach (which can be achieved using a combination of alinement and landscaping techniques) can bring safety benefits. 18-20 Geometric Design Manual For Dubai Roads Chapter 15, Roundabouts ote caraguy owt ses ity shalbe aba ‘envio ot Vat dtc Figure 16.15 : Visibility to the Left F+rom the Give Way Line i vabawy alte souned igure 15.16 : Visibility to the Left Over the 15m Before the Give Way Line 15-21 15.155 Forward Visibility at Entry Drivers of all vehicles approaching the “Give Way’ line should be able to see the {ull with of the circulating pavement ahead of them for a distance ‘a’ (measured along the centerline of the circulating pavement appropriate to the size of the roundabout, as indicated in Table 15.3. The visibility should be checked from the ‘center of the outer lane at a distance of 15m back from the “Give Way" line as shown in Figure 15.17. Figure 15.1 “orward Visibility for Approaching Traffic 15.156 Circulating Visibility 15-22 Drivers of all vehictos circulating on a roundabout should be able to see the full width of the circulating pavement ahead of them for a distance “a” anprooriate to the size of roundabout, as given in Table 15.3. This visibility should be ‘checked from a line 2m outside the central island, as shown in Figure 15.18. It is often useful to improve the visibility of central istands by the use of landscaping, but unless this is done with care the planting may obstruct circulating visibility, (Geometric Design Manual For Dubal Roads Ghapier 15 Roundabouts ‘Area of crclatory cariageway over 8. Visibty distance, Limit of vsity splay Figure 15.18 : Circulating Visibility 5.15.7 Pedestrian Crossing Visibility Roundabouts sometimes have pedestrian crossings across one or more leg. Drivers of all vehicles approaching such a pedestrian crossing across an entry should be able to see it from at least a distance equal to the Stopping Sight Distance (as set out in Table 4.1 of this Manual) appropriate for the design speed Of the approach link. Where a crossing is located on an exit (and is within 50m of the point at whieh vehicles leave the circulating pavement), drivers of all vehicies at the Give Way line of the previous entry should be able to see the full width of the crossing as shown in Figure 15.19. It is recognized, however, that In some urban areas, adjacent development may prevent such a visibility splay being achieved. 15.16 DUBAI MUNICIPALITY Figure 15.19 : Visibility to Pedestrian Crossings Crossfall and Drainage 15.16.1 General ‘Stoop grades should be avoided on roundabout approaches. Where this cannot be accomplished, they should be flattened to a maximum of 2% before entry. Crosstall and longitudinal grade combine to provide the slope necessary to drain surface water from the pavement. Thus, although the following clauses are for simplicity written in terms of crossfall, the value and direction of the greatest slope (resulting from the combination of crossfall and grado) should always be taken into account when considering drainage. Generally speaking, superelevation is provided in order to assist vehicles when traveling round a curve. Its values, when used, are equal to or greater than those necessary for surface water drainage. Superelevation is not required on the circulating pavement of roundabouts irrespective of their size, Whereas crossfall is required so that surface water can drain effectively. On the approaches and exits of roundabouts, however, superelevation can be introduced to assist drivers in negotiating the associated curves. 15.162 15.163 {Geometric Design Manual For Dubai Roads chapter 15 ‘Roundabouts Crossfall on the circulating pavement can be either inwards (towards the central island), or a normal crown profile, or outwards. Inward crossfall may be appropriate on very large roundabouts, where circulating speeds are high, but elsewhere the fall should normally be normal crown or outwards. ‘To provide comfort and to enable drivers to remain in control, the maximum algebraic sum of opposing crossfall grades ata crown line should not be greater than 5%, Normal crossfall for drainage on roundabouts should not exceed 2%. To avoid ponding, longitudinal edge profiles should be graded at not less than 0.5% Application of proper grades and crossfalls may not necessarily ensure salistactory drainage, and therefore the correct siting and spacing of gullies is. critical to efficiont drainage. Entries Curves may be tightened and the degree of superelevation should be appropriate to the speed of vehicles as they approach the roundabout. It should not, however, exceed 5%. In cases where superelevation is used, it should be reduced in the vicinity of the “Give Way’ line to the crossfall required merely for drainage, since with adequate advance signing and entry deflection, speeds on approaches should be reducing, Circulating Pavement Values of crossfall should be no greater than those required for drainage. At larger roundabouts may be beneficial for the crossfall to be inwards, to assist vehicles. ‘Anormal crown profile can be achieved in the following way. A crown line is formed where the entry and exit pavements meet a conflicting inward crossfall on the circulating pavement. This crown line can either join the end of the traffic deflection islands from entry to exit (as shown in Figure 15.20), or can be arranged to divide the circulating pavement in the proportion 2:1 intemal to external. The conflicting crossfalls at the crown lines have a direct effect on driver comfort and, if excessive, can be @ significant contributory factor in load shedding and truck roll-over accidents. The maximum permitted algebraic difference in crossfall is 5 percent, and lesser values are desirable, particularly for roundabouts with smaller ICD. Care needs to be taken during detailed design and at the construction stage to ensure a satisfactory pavement profile, without sharp changes in crossfall,s achieved. A rounded crown is essential |. Crown line. '. Smooth coun Section XX Figure 15.20 : Arrangement for Crossfall Using Crown Line Joining Islands With smaller ICDs it may be more appropriate to apply outward crossfall across the full width of the circulating pavement. 1.16.4 Exits ‘Superelevation, appropriate for the horizontal alinement, should be provided Where necessary to assist vehicles to accelerate safely away from the roundabout. However, as with entries, crossfalls adjacent to the roundabout should be those required for surface water drainage. If the exit leads into a left hand curve, superelevation should not be introduced too quickly and to such an extent that vehicles tend to encroach into an adjacent lane. 1517 Entry Curbing (On uneurbed approach roads with or without shoulders, care should be taken when introducing the curbs at the roundabout. Normally, the curb should be introduced at the back of the shoulder, and the shoulder then run out over a smooth curved length at an average rate not exceeding 1:10. Figures 18.21 and 15.22 show typical arrangements for undivided and divided roads respectively. Geometric Design Manual For Dubai Reads Chapter 15 ‘loundabouts Figure 15.21 : Shoulder Run-Out on an Undivided Road Figure 15.22 : Shoulder Run-Out on a Divided Road 15-27 15.18 DUBAI MUNICIPALITY Right-turning Roadways ‘Segregated right turn lanes can provide an improved service to vehicles inten to leave a roundabout at the first exit. Plate 15.2 shows @ roundabout which incorporates right-turning roadways. Plate 15.2 : Right-Turning Roadway at a Roundabout The operation of the right-turning roadway can be impaired by traffic queuing to Use the roundabout itself, and the designer should ensure that entry to the roadway is clear of likely queuing tratfic. ‘The use of right-tuming roadways in areas where pedestrians are expected to cross should be considered very carefully. Crossing should only be permitted if adequate sight lines are available (see Safe Crossing Sight Distance in Chaptor 17) and if the island is suficiently wide to accommodate the anticipated peak umber of pedestrians, If these criteria cannot be met, pedestrian fences should be introduced to prevent crossing, or the right turning roadway should be omitted altogether. Right tuning roadways should be designed so as not to induce high speeds, The design speed should not exceed that of either of the roads, and any desired speed reduction should be achieved at the entry to the roadway rather than within it. Forward visibility should be the appropriate stopping sight distance for that selected design speed Geometric Design Manual For Dubal Reade ‘Chapter 15 Roundebouts 15.19 ‘The width of the right tuning roadway should be in accordance with Section 14.10.4. Because right tums can still be made by way of the roundabout proper, the presence of a disabled vehicle on the right turning roadway should not cause significant problems, and the designer should choose whether or net to cater for this occurrence. ‘The merging between the vehicles from a right tuming roadway and the other Vehicles exiting the roundabout should take place within 50m of the roundabout, while speeds are still comparatively low. Ideally there should not be a forced merge, and Give Way operation may be necessary. Tapers should be designed Inthe same manner as at major / minor intersections (see Section 14.13). Safety at Roundabouts Roundabouts generally have a lower accidents rate than signalized intersections handling similar trafic flows. The severity of accidents at roundabouts is also Considerably lower than at other types of intersection. Dubai data suggests that (as a proportion of all injury accidents) fatal + serious + moderate accidents at signalized intersections are twice as great as at roundabouts." ‘The factor which has the greatest influence on safety at roundabouts is vehicle ‘speed, at the entry or within the roundabout. Geometric features which can have ‘@ major contributory effect in causing excessive entry and circulating speeds are:- ¢ Inadequate entry defection ‘© Avery small entry angle which encourages fast merging maneuvers with Circulating traffic ‘Poor visibility to the "Give Way” line ‘* More than four entries, necessitating a large roundabout configuration Additional safety aspects to be considered when designing a roundabout layout include: © Visibility to the left at entry: This has comparatively litte influence upon accident risk; there is nothing to be gained by increasing visbllty above the recommended level © Crest Curves: Roundabouts should not be sited on crest curves, as this impairs forward visibility and driver comprehension. © Speeds: A design which encourages entry to the roundabout at low speed and which enables drivers to accelerate steadily on exit contributes significantly to safety, allowing the intersection to be left clear for following road users. This can be achieved by adopting smaller curb radii on entry and larger curb radii on exit, 15-29 im DUBAI MUNICIPALITY In_urban areas, when approach speeds are low, a ring of contrasting paving can be laid in a chevron pattern inside the central island perimeter at a gentle slope, to aid roundabout visibility. The provision of yellow Rumble Strips (as prescribed in the Dubai Tratfic Control Devices Manual) in association with the advance signing for a roundabout may be beneficial on fast approaches. In other countries, accident reductions of more than 50% have been reported trom similar markings. Care should be taken with the choice of curb type for the central island of a roundabout. A safety problem can arise where certain specialist high profile curbs are used: they can be a danger to vehicles over-running the entry. High profile ‘curbs are designed for impact at a glancing angle, and more direct impacts can result in loss of control or overturning of vehicles unless the approach speed is ow. Where high profile curbs are to be used on approaches, they can cause

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