D.Sc.

Tomaž TOLLAZZI, Full Professor

PLANNING AND DESIGNING OF THE

TURBO ROUNDABOUTS
INVITED LECTURES

Faculty of Civil Engineering

What is turbo roundabout?
is a canalized multilane oval intersection with a non
non-traversable
traversable or
partially traversable centre island and with a spiral circulatory
carriageway, where into three or more roads enter, with multiple centres
of outer and inner diameters and traffic lanes (spiral course of the
carriageway)
The turbo roundabout is an innovative arrangement
g of the two lane
roundabout that has revolutionised roundabout design in The Netherlands.
The turbo roundabout is a specific kind of spiralling roundabout that was
developed by Mr. L.G.H. Fortuijn.
Turbo roundabout is a special type of the two lane roundabout, where
some direction flows are separated or run on physically separated lanes.
In the turbo roundabout the traffic flows run separately even before the
entry into the roundabout, they occupy separate lanes all the way
throughout the roundabout, whereas traffic flows run separately also at
the exit from the roundabout.
Physical separation of traffic lanes is interrupted only in places of entry
into the inner roundabout traffic lane.
Physical separation is achieved by specially shaped elements, which
hinder (but not prevent) the change of traffic lanes in the roundabout.
The turbo roundabout has a bigger capacity, compared to the “normal”
two-lane
two lane roundabout. There are several reasons for that:
• at the roundabout entry of this type, there are usually two traffic lanes,
which directly continue into two circulatory traffic lanes,
• the use of the inner circulatory traffic lane becomes more attractive,
since there is no need for weaving,
• the entryy traffic flow is no longer
g hesitant,, when entering
g the circulatory
y
carriageway, which increases the capacity of entries.
The turbo roundabout has a higher level of traffic safety, compared to the
normal two
“normal” two-lane
lane roundabout.
There are several reasons for that. The most important is lower number
of conflict points!

Merging
Diverging
Crossing
DRIVING RULERS IN THE TURBO ROUNDABOUT

Phisical separation of traffic flows requires the driver to decide on the

direction of exit from the roundabout or to select an appropriate traffic
lane already at the entry into the roundabout or even a little before the
entry.
When the driver, before entering the turbo roundabout, decides on which
exit he shall leave the roundabout,, he can no longer
g change g his decision.
Namely, the driver must choose an appropriate traffic lane even before
the entry into the roundabout, because the turbo roundabout does not
permit changes
p g of traffic lanes in the circulatory
y carriageway!
g y
Possible directions of driving within the roundabout and possible exits
from the individual lane of the circulatory carriageway are indicated in
signs at the portals.
Drivers should be assisted by clear signposting and lane marking - a
special
i l fform off arrow marking
ki h has b
been d
developed
l d ffor tturbo
b
roundabouts, which makes for clearer lane selection!
CONDITIONS AND LOCATIONS OF APPROPRIATE USE
The turbo
Th t b roundabout
d b t isi an appropriate i t solution
l ti on llocations
ti outside
t id th
the
urban areas, when there is normally one main and one side traffic route,
regarding the intensity of the traffic flows.
The turbo roundabout in the urban area is just a conditionally appropriate
solution. If a roundabout with two entry and two exit lanes is considered,
which would be located in the urban area, we must first solve the
problem of traffic-safe leading of non-motorised traffic participants.

The turbo roundabout is a conditionally appropriate solution in the case

of:
- existing traffic-overloaded one-lane roundabouts, the size of which
( t radius)
(outer di ) enables
bl the
th implementation
i l t ti off an additional
dditi l circulatory
i l t
lane inwards (better solution) or there is space for the implementation of
another circulatory lane outwards (somewhat less appealing and more
expensive solution)
solution),
- existing traffic-overloaded two-lane roundabouts,
- existing traffic less safe two-lane roundabouts,
- reconstruction of the classic intersection with a predominant main traffic
direction, with a very strong traffic flow.
GEOMETRIC DESIGN ELEMENTS OF THE TURBO ROUNDABOUTS
The geometrical form of the turbo roundabout is formed by the so-called
so called
’’turbo block’’.
This is a block or a formation of all the necessary radii, which must be
rotated in a certain way, thereby obtaining traffic lanes or driving lines.
The size of radii of the standard roundabout with a spiral course of the
circulatory carriageway and the width of the circulatory traffic lane must
be selected in a way that the speed of driving through the roundabout
does not exceed or equals 40 km/h!
POSITION OF THE TRANSLATORY AXLE AND CONTROL OF THE
TURBO BLOCK POSITION
The turbo block contains (besides all radii) also the so-called translatory
axle. A translatory axle is an axle, whereon the movement of certain radii
is carried out.

The best position of the translatory

axle is as if the clock hands pointed
the time:
“five minutes to five o’clock” in the
case of four - arm
or
“ten minutes past eight o’clock” in
the case of three- arm
turbo roundabout!
From this step, the procedure is nearly the same like in ’’normal’’
roundabouts!
At the end – a short comparation of prices (expences):
- this comparation is stupid because every case is unique
- depends also of pipelines below
below, at grade
- depends also of the dimensions of the working areas
- ...

But, however:
2008‐2009  2010 ‐ 2012
''Standard''  the duration of 4‐5 months 4‐5 months
double  ‐ lane  construction
indicative price 800.000 ‐ 1.500.000,00 600.000 ‐ 1.100.000,00
Turbo  the duration of 5 months 5 – 6 months
roundabout  construction
indicative price 800.000 ‐ 1.650.000,00  500.000 ‐ 1.200.000,00 
 

So, we can conclude that, in global, turbo is a little bit more expensive
solution than ‘‘standard‘‘ double- lane roundabouts (10 – 15 %)!
On this moment
moment, as I know,
know there are just few countries with turbo
roundabouts:

- The Netherlands – about 80

- Slovenia – 11
- Germany – 1
- Hungary – 1
- Belgium – 1
- Indiana (USA) – 2
Germany: Baden Württemberg (without kerbs, just painted – bad experiences)
Hungary: city Szolnok; from 2009; too much divided kerbs – bad experiences!
Indiana (USA): city Carmel – very good experiences in both turbo
roundabouts!!!