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Chapter B15-Roundabouts PDF

Chapter B15-Roundabouts PDF

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Published by: Cian Ginty on Dec 14, 2009
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 B15.1Chapter B15: Roundabouts (Draft National Cycle Manual – July 2009)
Chapter B15: Roundabouts
B15.1 General
This chapter examines current practice in Ireland and Denmark in relation tothe provision of urban roundabouts. It identifies three key design principlesfrom the perspective of sustainable cycling safety and quality of service, andproposes guidelines, based on those principles, for the design of roundaboutsin urban and suburban areas.This chapter should be read in conjunction with:
Chapter B1: Principles of Sustainably Safe RoadsChapter B3: Quality of ServiceB15.2 Traffic Management Guidelines
Chapter 11 of the Traffic Management Guidelines (DoT, 2003) covers thedesign of all roundabouts types, including those not suitable for cyclists or pedestrians. Four main roundabout types are listed, and these are shown inTable B15.1 below, together with a description of the chief characteristics ineach case.
Roundabout Type CharacteristicsMini-roundabouts
Painted central island, 1.0 - 4.0m diam., with arrows indicatinggyratory direction
Central island flush or domed to max. 75mm height (25mm onbus routes), can be overrun by long vehicles
In general, should not be used on roads with 85% speeds>50km/h, and in any case on roads with 85%ile speeds >60km/h
Continental Style
Single lane entries, exits and circulatory areas
Smaller overall size than Normal roundabout
More cycle and pedestrian friendly
Suitable for flows up to 20,000 vehicles/day
Central island can incorporate 1.5m wide overrun strip for longvehicles
(Referred to as“Normal” inTraffic Signs
Kerbed central island, diameter >4.0m (8.0 – 15.0m preferred)
Generally 3-4 arms, approaches have flared entry
May be appropriate for use on Primary Distributor roads in urbanand suburban locations
 B15.2Chapter B15: Roundabouts (Draft National Cycle Manual – July 2009)
 Double (orMultiple)
Combinations of either Normal or Mini-roundabouts locatedclose together 
Can be used in grade-separated context linked by bridgeacross main carriageway
Table B15.1:
Types of roundabout (Traffic Management Guidelines)
The needs of all road users should be taken into account in the design ofroundabouts, particularly in urban areas where the high mix of motorisedtraffic and vulnerable road users is such that motor vehicle capacityobjectives are not the primary consideration. In this regard, the TrafficManagement Guidelines note the problems traditionally caused to cyclistsand pedestrians in the semi-rural, or “normal”, design with its flaredapproaches and wide circulatory carriageway widths, and recommends thatContinental-style roundabouts should be used in urban areas where possible.Mini-roundabouts are also considered in Chapter 6 of the TrafficManagement Guidelines, which notes the difficulty of accommodatingspecific facilities for cyclists within them, and sees them primarily for use as aremedial measure for specific problems rather than as a general trafficmanagement solution, and limited where possible to low-speed roads.
B15.3 The Danish Approach
The design of roundabouts with cyclists specifically in mind is covered by theDanish Road Directorate Manual, “Collection of Cycle Concepts” in thesection dealing with Planning of Traffic Areas – junction design(www.vejdirektoratet.dk ). The Manual considers roundabouts under thefollowing headings:
Mini- roundabouts
Dynamic Roundabouts
Multi-lane Roundabouts
 The Danish view is that with fewer than 6,000-8,000 motor vehicles per day inroundabouts or mini-roundabouts it is unnecessary to separate cyclists andmotorists, and that in this situation separation does not lead to greater roadsafety but may, in fact, reduce it. Similarly, cyclists can get through theroundabout faster with mixed traffic.
 B15.3Chapter B15: Roundabouts (Draft National Cycle Manual – July 2009)
Photo B15.3.1 Mini-roundabout (Denmark)
In roundabouts with more motor traffic, which have one circulating lane andone lane for each entry, cyclists can be separated from the motor traffic.
Photo B15.3.2: Continental-style roundabout (Denmark)
In roundabouts designed for low speeds the cyclist can be led round on acycle track c.5 metres from the circulatory carriageway, possibly on a raisedsurface.
Dynamic Roundabouts
 In dynamic roundabouts the cyclist can be led round on a cycle path c.30metres from the circulatory carriageway with a duty to give way to entry andexit roads. This large distance is necessary if cyclists are to be able tomanoeuvre in respect of cars leaving the roundabout.
Multi-lane Roundabouts
 In roundabouts with more than one circulating lane and possibly also morethan one lane for each entry, cyclists should be led outside the roundaboutvia bridges, tunnels or as in dynamic roundabouts on a cycle path c.30metres from the circulatory carriageway.

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