National Single Lane Roundabouts R Geometric Design in ... · 33 Components (geometric elements)...

Single Lane RoundaboutsGeometric Design in Context

-Urban versus Rural

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GEOMETRIC PARAMETERSAffecting Capacity

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Effective Geometry

V = Approach Road half width

E = Entry Width

L’ = Effective Flare Length

D = Inscribed Circle Diameter

R = Entry Radius

Phi = Entry Angle

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Empirical EvidenceN

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Empirical EvidenceN

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Empirical Evidence

Entry angle (phi)Gap models do not include phi, blind to effect

If designs uses large phi• Like R, the large loss in capacity not

predicted

• Large phi increase crashes into central island

• Uncomfortable for drivers, additional capacity reduction

Phi best between 200 – 350 on MLRs

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Entry Angle & Entry Radius

Tangent approaches:• Small entry angle

• Large entry radius

• Not much deflection

This can result in:– High capacity– Poor observance of yield

and potential for high speeds and entry-circulating crashes

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Entry Angle & Entry Radius

Perpendicular approaches:• Large entry angle

• Small entry radius

• Lots of deflection

Combined Net Effect:– Low capacity– Abrupt braking at entries

and potential for rear-end crashes (especially in high-speed locations)

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Geometric Parameters Affecting Safety

Geometric Parameters in the Predictive Relationship:

•Entry Path Curvature(Ce)•Entry Width (E)•Approach lane(s) width (v)•Angle between arms (phi)•Inscribed Circle (IC)•Diameter/Central Island Diameter (CI)

•(19 Others less significant e.g. sight distance to the left

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Safety Explicit in Design:

UK Graph of crashes versus EPC for Entry Deflection

EPC is a surrogate for entry angle and other speed related parameters

Optimum100’< EPC < 300’

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Vehicle Entry Path

• Determines the design speed of a roundabout• Fastest path allowed based on geometry is

drawn• Fastest path possible for a single vehicle

Absence of other traffic,

Ignore all lane markings

Traverse thru entry, around central island, out the exit

Fastest path is the thru movementCheck Right turns for skewed intersections

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Fastest Path Through a Single Lane Rdbt

5 feet5 ft off curbs

Curb Splitter IslandsPage 134

5 ft off curbs

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Application of EPC requires assessment of traffic flows…

LARGEFLOW

SMALL CIRCULATING

Optimum entry safety depends on this combination

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A1bMatching the design to the context

Outside Truck Aprons?

•Same intersection•Different design•Very different operations

•Focus was peds./bikes •Required outside truck apron

Virtually no effect of tight radii

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Controlling entry speed•R1 should be used to control speed - Not entry angle

•PHI amongst other geometrics is simply a means to an end NOT the end itself – an outcome not a criteria.

•With a small PHI for improved capacity you can use other geometrics to compensate and get a small R1 so that speed is controlled.

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Entry Deflection Urban Case

40 km/h

20 km/h

Simple to draw – poor composition = POOR performance

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Entry Deflection with Roundabout

30 km/h

35 km/h

Complex to draw but expect optimal safety and efficiency

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DESIGN EXAMPLEOriginal – Re-design

More entry curvature

Flatter exit

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Rural Context Design Elements

•Provide a minimum SSD to the entry.

•Align approach roadways

•Set vertical profiles to make the central island conspicuous.

•Splitter islands should extend to initiate deceleration.

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Rural Context Design Elements

•Use landscaping on extended splitter islands and roadside to create a tunnel effect.

•Provide illumination in transition to the roundabout.

•Use signs and marking effectively to advise of the appropriate speed and path for drivers.

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Central Island Delineation

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Australian Researched Method of Achieving Speed Reduction National R

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Speed Differential Alternative – FHWA Guide

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Speed Differential Alternatives for Rural DesignLong medians N

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• Safety:

– Transition between high-speed rural and low-speed urban environments

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Proof: Predicted Vs. Measured Speeds - Data CollectionN

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Speed StudiesN

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Additional Treatment of High Speed Entry

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Original SLR N

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Empirically Based Re-DesignN

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Entry Path Curvature

Entry Curvature =Slow entry(R1 & R2)

Entry curvature = tangential entry

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Components (geometric elements) vs. Composition (functionality)

•The design isn’t functional unless it passes the test of the driver interface

•It’s not enough to have knowledge of the components

•Composition based on principles is what determines the functionality

•If you only focus on the components the final assembly may be totally overlooked

•Adhering to the manual using data, figures and tables does not guarantee a sound design.

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National Single Lane Roundabouts R Geometric Design in ... · 33 Components (geometric elements)...

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