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Mini-roundabouts - Getting them
Right!
DESIGN
DETAILS
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The central island
A
fundamental point here so often forgotten is that
virtually all drivers (UK and western Europe) know
instinctively what to do once they identify the central
island of a roundabout. They will:
- slow down
- give way/yield
to vehicles from the right
- pass to
the left of the island once the way is
clear
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This applies to ALL roundabouts however
large or small!!
NB I
was sent details of a proposed traversable roundabout of about 7m for a
crossroads. Excellent, but UK designers should be
aware that a mini-roundabout is a form of overrun area
so the traffic calming regulations concerning
overrun areas may apply. The side-slope may not
exceed 15º and any vertical face must not exceed
6mm.
I recommend this for all countries.
For more details, check the UK Regulations.
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So
the central island:
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Must
NOT be sunk in a hollow
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Island
diameter - normally 2- 4m for 3-arm junctions, up
to 6m diameter for 4-arm junctions, but in
any event large enough to ensure adequate
deflection for crossing and right (UK) turning
traffic
(Do not experiment with a flush island when raised
island is needed)
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Normally
dome island about 20-25mm per 1m diameter; do not
exceed 100mm. For larger islands consider a shape
with 10-15º side slopes and a nearly flat
top
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Locate
by examining inside edge of deflected light
vehicle swept paths for the three right (UK)/left
(Europe & N America) turns (3-arms) or
for the four ahead movements (4-arms)
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Construct in
flexible material (UK HRA/DBM) - preferably no kerbs/curbs or setts
- they tend to break out
(I am looking at designs which use shallow kerbs
at about 15 degrees like the French use so extensively, with a
relatively flat topped island. This design might be appropriate for
those sites with larger central islands which I am recommending for
crossroads situations as above.)
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Must
be white reflectorised (UK); white, or bright
colour strongly recommended for rest of world
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In
the UK, must not have a vertical edge more than
6mm and must not have a side-slope greater than
15º
(recommended in all cases, even where not legally
required)
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Additional
(white) concentric ring(s) have been used in some
instances - these are now not recommended.
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Will
need regular maintenance
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In
the UK the three arrows are required. I do not
recommend these for the rest of the world. While
they show well in plan, they are hardly visible
to drivers.
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Small
roundabouts
- Keep simple
- Well raised
but not to obstruct entering drivers view
of right/left turn indicators on
circulating traffic
- Safe overrun
area on the edge up to 1m - do not use
high kerbs on the inside
The Americans have quite
large overrun areas (truck aprons) using
a relatively substantial kerb to prevent
their misuse. In effect they design TWO
roundabouts, one for trucks and one for
light vehicles. It is this thinking which
has led me to understand that the central
island of a mini-roundabout is a
stand-alone truck apron which must be as
large as necessary, i.e. a
significant roundabout, to deflect light
vehicles.
Our UK size criterion was based on the
wrong element - the solid centre
disappearing instead of the truck apron.
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American small roundabout
Baltimore near University
Note wide truck apron/overrun area.
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Large
roundabouts
Remember,
the dome or raised central island is a most important
clue to approaching drivers of the presence of the
roundabout.
The approaches
No-one should be
overshooting your mini-roundabouts; if they are,
something has gone badly wrong... Failure
to design the approaches correctly is responsible
for much over-shooting often resulting in
accidents.
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The approach layout must get drivers
out of "auto-pilot". This is probably
the single most important aspect of
mini-roundabout design that seems to have gone
wrong in the UK.
Safety
Auditors are urged to do a technical review of
all of their sites with the following comments
very much in mind.
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NEVER use bifurcation arrows (these are
used on priority junctions and give drivers
positively misleading information)
Avoid
any arrows, except to encourage double lane use
(where more than one entry lane may be used
towards the same exit)
Work
centre-line progressively offset to off-side on
approach to cause:
Visual
break with opposite C/line (T-junction - usually
former major road axis)
The
approach to be split into two lanes where
possible (start at 2m lane widths)
(The visual effect of this is very important;
such narrow lanes are safer for cyclists too; UK
designers should ignore DMRB minimum lane width
requirement of 3m at the yield line - it is
inappropriate for two lane entries.)
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Give-way
line just behind outer swept path not
usually on inscribed circle circumference (ICC)
In UK
the give-way triangle may be added to the
mini-roundabout give-way line (single pad). But
if you decide to use the give way sign you must
then use the triangle and double give way line. I
do not normally recommend this.
Avoid
just a single wide lane with central hatching .
Use buff surfacing (usually anti-skid) especially
on single lane approaches. Make sure that any
hatching or central marking does not resemble a
layout that could suggest priority e.g. a
(former) T-junction layout.
Avoid
kerbline bulges. Profiling the nearside kerbline
carefully will usually be satisfactory, but the
short abrupt kerb "blisters" often used
are ineffective and sometimes dangerous.
Evidence is mounting that they cause
accidents rather than prevent them. On its
own a kerb blister is not a speed reducing
feature. It can seriously reduce entry capacity too.
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How approach configuration
makes a huge difference to vehicle paths
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The
red paths are for right turning (2nd exit) and
the blue paths show where a separate lane is
provided on approach which is normally used to
turn left (1st exit). |
This
approach detail, important enough in itself for
warning drivers in advance of the presence of the
junction, has a good effect in the junction too.
Splitter islands may be used in either
arrangement but they have little effect where
there is just one wide lane marked. |
Wrong!
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Right!
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By
having only single lane approaches it is
virtually impossible to stop drivers from cutting across the
junction and creating dangerous conflict
angles. |
By
off-setting the centre-lines
early, splitting the approaches into
two lanes and deflecting vehicle
paths parallel to the nearside kerb, drivers
tend more to take the paths shown. Crossing
angles are much less severe. |
A superb
example of a misleading approach to a mini-roundabout is
illustrated below at Shrewsbury.
Featherbed Lane, Shrewsbury
This site was discussed at my seminar for
Shropshire in July 1999 and illustrates well
typical problems converting T-junctions. The
issues are so important that I have moved these
images here from the "problems" page.
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Note
these two views approaching the mini-roundabout
at Featherbed Lane, Shrewsbury from the Ring
Road. The bifurcation arrow and the general
layout all give the impression of an approach to
a T-junction, Lane 1 being the through lane and
Lane 2 being the right turn stack lane. |
Even
the warning sign suggests this. But what about
the ADS? and would most drivers notice the detail
anyway? And where is the mini-roundabout central
island? It seems too small and inconspicuous. |
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Look
at the second picture which tells the truth about
the junction and then look at the third which
shows the skid marks. I wonder how many unwary
drivers are deceived here every day. From the
opposite direction note the lack of clarity on
approach. |
Drivers
are approaching something, but what? - it could
easily be just a pedestrian refuge! And note too
that the street lighting seems to indicate a
through route - this needs to highlight the
junction, one light on each corner and preferably
a change in colour e.g. SON. |
Lessons
to be learnt
Make sure, from the road
layout, that drivers PERCEIVE the presence of the
mini-roundabout in good time
NEVER use bifurcation arrows
on the approach to any roundabout unless the
bifurcated direction is obviously dissociated
from the roundabout; and even then use with great
care.
Yield/Give-way lines
The
location of these is dependent upon the outer swept paths
of the largest circulating vehicles. These lines act as
the guidance for circulating drivers as well as
instructing entering drivers where to give
way/yield. It follows that these lines will usually
take the form of a spiral towards the kerb ending nearly
parallel to it. |
At mini-roundabouts it is usually a
mistake to place these on the circumference of the
inscribed circle. This encourages drivers to cut
across the central island. Rather drivers should be
directed to enter the roundabout (nearly) parallel with
the nearside kerb so that they are directed to the
nearside of the central island. |
Crossfalls & drainage
(most
normal roundabouts and all mini-roundabouts)
We have created a serious problem of
excessive speed on UK roundabouts due mainly to our
convention for draining the circulating carriageway
inwards (TD16/93 & still in TD16/07) so favouring drivers on the roundabout.
This is creating both safety and capacity problems. And
it is inhibiting for entering drivers facing a continual
stream at high speed. After all, the give-way rule is
meant to be advisory and drivers on the roundabout can be
expected to slow down, or at least that was the original
intention. |
So let's get re-designing our
roundabouts in accordance with TAL 9/97 (although that
leaflet did not mention outward falling drainage; it
seems UK DfT were not aware of continental crossfall
practice). DfT/HA are now taking this issue seriously.
A crucial factor in design is to
ensure adequate slowing on entry. A truck entering a
roundabout too fast will be more likely to overturn
somewhere around the circulation area; but once slowed
sufficiently on entry a truck will not accelerate to
roll-over speed on a circular roundabout whatever the
crossfall provided it is consistent.
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Drain
outwards
Raises central island (up
to 400mm)
Eliminates crowns - main
cause of HGV overturning
Keeps circulating speeds
low
Brings circulating
carriageway into better view on approach
Reduces need to adjust or
relocate underground equipment
Avoids drain gullies next
to central island
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Sloping
sites
Keep central island high
Avoid too much re-shaping
Gullies sometimes needed
by roundabout island
or
French practice appears
to be to maintain a consistent outward radial
fall of up to 2.5%.
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Signs
In
the UK we mostly get this WRONG!
Use Roundabout warning
sign (UK dia 510) before junctions or
Use Advance
direction sign (ADS)
Do not incorporate
mini-roundabout symbol on ADS
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On small roundabouts in urban
areas:
Use turn left/right not
pass left/right (UK use 606 not 610) (Horizontal
white arrow on blue circle is the internationally
recognised sign)
Avoid chevrons unless
carefully integrated into the vista
Side slopes and planting
must not mask view of right/left turning
indicators of circulating vehicles
Avoid too many bollards
(pass left/right) on splitter islands, often just
one will be sufficient
Maintain route continuity
through all roundabouts - direction signs must
show which way numbered routes go
Locate
direction/destination signs at the junction
carefully and ensure they are visible for the
drivers to whom the sign relates
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Lighting
On mini- roundabouts
Try to create a continuity
change in the colour or style of lighting - this
will help drivers to identify the change point
(link into node)
Light the whole junction
brightly, white or high pressure sodium (SON)
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On
small roundabouts
Light the island
with post top unit (Mercury, SON or white)
Introduce environmental art,
landscaping etc. (local laws may not allow this
in some countries)
Minimise sign lighting units
on central island
Keep light columns away from
the edge of the central island. (I still see
this!)
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If not lighting your roundabout
(which will be the exception) ensure high
retro-reflectivity of signs and a very clear layout in
light coloured materials.
Design features are examined in
detail at the seminars.
Book your seminar NOW...
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© Penntraff - August 2018
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