Azətbaycan Respublikası Təhsil Nazirliyi

Azərbaycan Texniki Universiteti

İxtisas:
Fənn: English language
Qrup: 101A3
Müəllim:
Tələbə: Əliyev Fərid

Bakı-2023
 Organization of roundabouts at intersection
A modern roundabout is a circular intersection where drivers travel counterclockwise around a center
island. There are not traffic signals or stop signs in a modern roundabout. Drivers entering the roundabout
yield to traffic already in the roundabout, then enter the circulating roadway and exit at their desired street,
so they function differently from older circular intersection types.
Studies by the Federal Highway Administration (FHWA) have found that roundabouts can increase traffic
capacity by 30 to 50 percent compared to traditional intersections.
There are more circular intersections than just roundabouts, and many differences between each type.

Traffic circles

Traffic circles, or rotaries, are much larger than modern roundabouts. In the graphic above, a traffic circle is
shown in green, with a modern roundabout overlay shown in grey. Traffic circles often have stop signs or
traffic signals where branches meet the circle. The Arc de Triomphe in Paris and Dupont Circle in
Washington, DC, are examples of traffic circles.
Drivers enter the circle at a right angle like a typical perpendicular intersection and may not have to yield to
traffic already in the circle. Traffic circles typically become congested if many vehicles enter at the same
time.
 Neighborhood traffic calming circles

Neighborhood traffic calming circles are much smaller than modern roundabouts and often replace stop
signs at four way intersections. They are typically used in residential neighborhoods to slow traffic speeds
and reduce accidents, but generally are not designed to accommodate larger vehicles. Many drivers often
turn left in front of the circles, rather than turning around them as would be correct.
 Modern roundabouts

Modern roundabouts are designed to accommodate vehicles of all sizes, including emergency vehicles,
buses, and truck and trailer combinations. In a modern roundabout, drivers enter the intersection by
navigating a gentle curve. Drivers yield at entry to traffic already in the roundabout, then proceed into the
intersection and exit at their desired street.
A main feature of the modern roundabout is a raised central island. The circular shape is designed to control
the direction of traffic and reduce speeds to 15 to 20 mph. It also reduces the likelihood of t-bone (right
angle) or head-on collisions.

The central island of many roundabouts includes a truck apron

(above), a raised section of concrete that acts as an extra lane for
large vehicles. The back wheels of the oversize vehicle can ride up
on the truck apron so the truck can easily complete the turn, while the
raised portion of concrete discourages use by smaller vehicles.
In addition to the central island, roundabouts also feature triangular
splitter islands designed to slow and direct traffic. The islands also
provide a refuge for pedestrians. This means pedestrians can choose
to cross one direction of traffic at a time and have a safe place to wait
before crossing another direction of traffic.
Modern roundabouts are designed to be safer than traditional intersections for people walking or using
mobility assistance devices. Vehicles are moving at a slower rate of speed in roundabouts - typically 15 to
20 miles per hour (MPH).

Crosswalks (shown above in brown and white) are set further back from
vehicle traffic, allowing more time for drivers to react to people in the
roadway before merging into or exiting the roundabout. Triangular islands
between lanes of vehicle traffic provide pedestrians moving through the
roundabout a safe place to wait if they choose to cross only one direction of
traffic at a time.

People using the crosswalk should look for approaching vehicle traffic,
then move through the crosswalk to the triangular island. Before
continuing, they should look for traffic entering or exiting the roundabout.
When it is safe, they can continue through the crosswalk.
 Bicyclists can choose to ride through the roundabout with traffic
or walk their bicycles through the pedestrian crosswalks similar
to a traditional intersection. Like people driving, bicyclists must
obey the rules of the roundabout as they proceed through the
intersection. Riders who choose to walk their bicycles may find
that some roundabout designs have a ramp onto the sidewalk,
making it easier for bicycles to transition from the roadway to
the sidewalk.

How to drive through a roundabout depends on whether the roundabout is a single lane or multi-lane
roundabout.
Driving single-lane roundabouts
When approaching a roundabout, there should be a yellow "roundabout ahead" warning sign with an
advisory speed limit for the roundabout.
Slow down as you approach the roundabout, and watch for pedestrians in the crosswalk. Continue towards
the roundabout and look to your left as you near the yield sign and dashed yield line at the entrance to the
circulating roadway. Yield to traffic already in the circulating roadway. If there is no traffic in the
roundabout, you may enter without yielding.

Once you see a gap in traffic, enter the circle and proceed to your exit. Make sure to stay in your lane as
you navigate the roundabout, and look for pedestrians before you exit.
 In a multi-lane roundabout, you will see two signs as you
approach the intersection: the same yellow "roundabout
ahead" warning sign and speed signs used for single-lane
roundabouts, and a black and white "lane choice" sign.
This second sign is to help you choose the appropriate lane
for the direction you want to exit the roundabout.

You choose your lane in a multi-lane roundabout the same way you would in a
traditional multi-lane intersection. Generally, to go straight or turn right, you
would use the right lane. To go straight or turn left, you would use the left lane.
Usually you can also make a U-turn from the left lane as well.
The graphics below show which turns can be made from each lane in a typical
multi-lane roundabout. Arrows in yellow show movements that can be made
from the right lane, and arrows in green show movements that can be made from
the left lane.
After selecting the appropriate lane, watch for pedestrians in the crosswalk as
you approach the roundabout. At the dashed yield line, look to your left and
yield to drivers already in the roundabout. It is important to remember that in a
multi-lane roundabout, entering traffic must yield to both lanes of the
circulating roadway. If there is no traffic in the roundabout, you may enter
without yielding.
When there is a gap in traffic, merge into the roundabout in the correct lane
and proceed to your exit. Look for pedestrians before exiting the roundabout.
Trucks, oversize vehicles, and vehicles with trailers in roundabouts
Roundabouts are designed to accommodate vehicles of all sizes, including emergency vehicles, buses, farm
equipment, and semi-trucks with trailers.

Depending on the size and type of the roadway, the vehicle and/or
its trailer may use specially designed truck aprons - raised sections
of pavement around the central island that acts as a temporary lane
for large vehicles. The back wheels of the large vehicle can ride up
onto the apron due to its rolled curb, allowing the rear of the vehicle
or trailer to off-track and successfully complete the turn. The truck
apron is raised, and often a different color or material than the
roadway, to discourage use by smaller vehicles and emphasize that
it is not a normal travel lane.
In multi-lane roundabouts, large vehicles may straddle both lanes to
make their turn. Because the rear of the vehicle or trailer is likely to
off-track into the other lane while making a turn, other drivers
should never drive next to large vehicles in a roundabout.
Benefits of roundabouts
Roundabouts have many important benefits over other intersection
control types.

Improve safety
Studies have shown that roundabouts are safer than traditional stop
sign or traffic signal controlled intersections.
Roundabouts reduced injury crashes by 75 percent at intersections
where stop signs or traffic signals were previously used for traffic
control, according to a study by the Insurance Institute for
Highway Safety (IIHS). Studies by the IIHS and Federal Highway
Administration (FHWA) have shown that roundabouts typically
achieve:
• A 37 percent reduction in overall collisions
• A 75 percent reduction in injury collisions
• A 90 percent reduction in fatality collisions
• A 40 percent reduction in pedestrian collisions
There are several reasons why roundabouts help reduce the likelihood and severity of collisions:

• Low travel speeds. Drivers must slow down and yield to traffic before entering a roundabout. Speeds in
the roundabout are typically between 15 and 20 miles per hour. The few collisions that occur in
roundabouts are typically minor and cause few injuries since they are at such low speeds.

• No light to beat. Roundabouts are designed to promote a continuous, circular flow of traffic. Drivers need
only yield to traffic before entering a roundabout; if there is no traffic in the roundabout, drivers are not
required to stop. Because traffic is constantly flowing through the intersection, drivers do not have the
incentive to speed up to try and "beat the light" as they might at an intersection with a traffic signal.

• One-way travel. Roads entering a roundabout are gently curved to direct drivers into the intersection and
help them travel counterclockwise around the roundabout. The curved roads and one-way travel around
the roundabout eliminate the possibility for "T-bone" and head-on collisions.
Public opinion of roundabouts
Do you feel anxious at the thought of driving a roundabout? If so, you aren't alone. While many drivers get
that "deer in the headlights" look initially, studies show that drivers tend to like roundabouts after using them.
After driving roundabouts, the number of people who favor them more than doubles. A survey on drivers'
views of roundabouts before and after construction conducted by the Insurance Institute for Highway Safety
(IIHS) illustrates public opinion. Before construction, the number of drivers in favor of roundabouts was only
31 percent, and those strongly opposed was 41 percent. After driving them, this shifted to 63 percent in favor
and only 15 percent strongly opposed.

The reasons most cited for concern were fear of the unknown. People initially
prefer traffic signals and stop signs until they realize roundabouts allow them
through the intersection safely without having to stop. Other concerns about safety
and possibly being confused about where to go also dissipate with use.