Vol1 - Part 07 - Design For Roundabouts - Cs - V2a

Volume 1
Part 7
Design for
Roundabouts
DESIGN FOR ROUNDABOUTS PART
7
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QATAR HIGHWAY DESIGN MANNUAL | VOLUME 1

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Contents Page
Acronyms and Abbreviations................................................................................................... v
1 Introduction......................................................................................................................1
1.1. Definitions and Principles......................................................................................................................... 1
1.1.1.General..........................................................................................................................................1
1.1.2. Design Principles......................................................................................................................1
1.1.3. Roundabout Key Dimensions...............................................................................................2
1.2. Roundabout Categories............................................................................................................................. 4
1.2.1.General..........................................................................................................................................4
1.2.2.Mini-roundabouts.....................................................................................................................4
1.2.3. Single-lane Roundabouts......................................................................................................5
1.2.4. Two-lane Roundabouts..........................................................................................................6
1.2.5. Grade-separated Roundabouts...........................................................................................8
1.2.6. Signalized Roundabouts........................................................................................................8
1.3. Road Space Allocation and Lane Management................................................................................ 9
1.3.1. Public Transport........................................................................................................................9
1.3.2.Cyclists.......................................................................................................................................10
2 Operational Analysis.................................................................................................... 12
2.1. Traffic Operation........................................................................................................................................ 12
2.1.1. Effect of Geometric Elements..........................................................................................12
2.1.2. Definition of Roundabout Capacity................................................................................12
2.2. Traffic Data.................................................................................................................................................. 13
2.3. Capacity and Performance Analysis.................................................................................................. 13
2.3.1.Capacity.....................................................................................................................................13
2.3.2. Performance Analysis..........................................................................................................13
2.4. Safety Considerations............................................................................................................................. 14
2.4.1.General.......................................................................................................................................14
2.4.2.Curbs...........................................................................................................................................16
2.4.3. Two-wheeled Vehicles........................................................................................................16
2.4.4. Large Vehicles........................................................................................................................16
3 Geometric Design......................................................................................................... 19
3.1. General Considerations........................................................................................................................... 19
3.1.1. Design Objectives.................................................................................................................19
3.1.2. Location of Roundabouts...................................................................................................19
3.1.3. Design Vehicle........................................................................................................................20
3.1.4. Swept Path Analysis............................................................................................................20
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3.2. Key Design Elements............................................................................................................................... 20

3.2.1. Inscribed Circle Diameter....................................................................................................20
3.2.2. Circulatory Roadway............................................................................................................22
3.2.3. Central Island..........................................................................................................................23
3.2.4. Splitter Islands........................................................................................................................23
3.2.5. Alignment of Entry Lanes..................................................................................................23
3.2.6. Entry Curb Radius (r)............................................................................................................24
3.2.7. Approach Half Width (v)......................................................................................................25
3.2.8. Entry Width (e)........................................................................................................................25
3.2.9. Average Effective Flare Length (l’).................................................................................26
3.2.10. Entry Angle (ϕ).......................................................................................................................27
3.2.11. Entry Path Radius..................................................................................................................29
3.2.12. Exit Width.................................................................................................................................34
3.2.13. Exit Curb Radius.....................................................................................................................35
3.2.14. Two-lane to One-lane Exits...............................................................................................36
3.2.15. Free Right-turn Lanes.........................................................................................................36
3.2.16. Entry Layout at Free Right-turn Lanes.........................................................................41
3.2.17. Exit Layout on Free Right-turn Lanes...........................................................................44
3.2.18. Non-physically Separated Free Right-turn Lanes....................................................45
3.2.19. Buses and Free Right-turn Lanes...................................................................................45
3.3. Sight Distance............................................................................................................................................ 45
3.3.1. Approach Visibility................................................................................................................45
3.3.2. Visibility at Roundabouts...................................................................................................46
3.3.3. Forward Visibility at Entry.................................................................................................46
3.3.4. Visibility to the Left at Entry............................................................................................47
3.3.5. Circulatory Visibility.............................................................................................................49
3.3.6. Pedestrian Crossing Visibility...........................................................................................51
3.3.7. Visual Intrusions....................................................................................................................51
3.4. Other Aspects of Design........................................................................................................................ 52
3.4.1. Cross Slope and Longitudinal Gradient.........................................................................52
3.4.2.Curbs...........................................................................................................................................54
3.5. Signing and Marking................................................................................................................................. 55
3.5.1.Signing.......................................................................................................................................55
3.5.2. Road Markings........................................................................................................................55
3.6. Landscaping Recommendations.......................................................................................................... 56
3.7. Lighting Recommendations.................................................................................................................. 56
3.8. Pedestrians and Cyclists......................................................................................................................... 57
3.8.1. Principles for Pedestrian Crossings................................................................................57
References............................................................................................................................... 59
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Tables
Table ‎1.1. Roundabout Categories and Key Features..............................................................................................4

Table ‎3.1. Minimum Inscribed Circle Diameters for Roundabouts....................................................................20
Table ‎3.2. Turning Width Dimensions for WB-15 Tractor-Semitrailer at Smaller Roundabouts...........22
Table ‎3.3. Entry Curb Radius............................................................................................................................................24
Table ‎3.4. Exit Curb Radius...............................................................................................................................................35
Table ‎3.5. Minimum Sight Distance on Free Right-turn Lane (C)......................................................................40
Table ‎3.6. Minimum Curve Radii and Roadway Widths for WB-15 Design Vehicle....................................41
Table ‎3.7. Minimum Diverge and Merge Tapers and Auxiliary Lanes..............................................................42
Table ‎3.8. Minimum Entry and Exit Section Length Factor.................................................................................42
Table ‎3.9. Visibility Distance at Roundabouts..........................................................................................................46
Figures
Figure ‎1.1. Roundabout Key Dimensions........................................................................................................................2

Figure ‎1.2. Mini-roundabout.................................................................................................................................................5
Figure ‎1.3. Single-lane Roundabout..................................................................................................................................6
Figure ‎1.4. Two-lane Roundabout......................................................................................................................................7
Figure ‎1.5. Grade-separated Roundabout.......................................................................................................................8
Figure ‎1.6. Bus Lane Treatment at Roundabouts........................................................................................................9
Figure ‎2.1. Use of Additional Chevron Signing at Roundabouts.........................................................................16
Figure ‎3.1. Turning Width Layout for WB-15 Tractor-Semitrailer at Smaller
Roundabouts.....................................................................................................................................................21
Figure ‎3.2. Arc Projected from the Splitter Island to the Central Island at Entry.........................................24
Figure ‎3.3. Approach Half Width, Entry Width, and Entry Radius.......................................................................25
Figure ‎3.4. Average Effective Flare Length.................................................................................................................27
Figure ‎3.5. Entry Angle Measurement on Large Roundabouts............................................................................28
Figure ‎3.6. Entry Angle Measurement at Smaller Roundabouts.........................................................................28
Figure ‎3.7. Entry Path Radius Determination.............................................................................................................30
Figure ‎3.8. Entry Path Radius Determination for a Right-Curving Approach.................................................30
Figure ‎3.9. Entry Path Radius Determination for a Left-Curving Approach....................................................31
Figure ‎3.10. Entry Path Radius Determination for a Typical Three-leg Roundabout....................................31
Figure ‎3.11. Staggering of Roundabout Legs to Increase Entry Path Radius..................................................33
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Figure ‎3.12. Reverse Curves on Approach to Roundabouts....................................................................................34

Figure ‎3.13. Typical Two-lane Roundabout Exit Where Island Length is ≥ 20 m...........................................35
Figure ‎3.14. Differential Acceleration Lane...................................................................................................................36
Figure ‎3.15. Free Right-turn Lane with Direct Taper Diverge and Merge..........................................................38
Figure ‎3.16. Free Right-turn Lane with Auxiliary Lane Diverge and Merge.....................................................39
Figure ‎3.17. Free Right-turn Lane with Direct Taper Diverge and Yield Control on Exit.............................39
Figure ‎3.18. Example of Calculation Entry and Exit Section Lengths for a 1.5-m-wide
Island Less than 50 m..................................................................................................................................43
Figure ‎3.19. Termination of Hatched Road Markings at Channelizing Island...................................................44
Figure ‎3.20. Measurement of Stopping Sight Distance on Curved Approach...................................................46
Figure ‎3.21. Forward Visibility at Entry...........................................................................................................................47
Figure ‎3.22. Visibility to the Left at the Yield Line.....................................................................................................48
Figure ‎3.23. Visibility to the Left 15 m in Advance of the Yield Line.................................................................49
Figure ‎3.24. Circulatory Visibility.......................................................................................................................................50
Figure ‎3.25. Visibility at Entry to a Pedestrian Crossing at Next Exit.................................................................51
Figure ‎3.26. Cross Slope Design Using 2:1 Ratio Circular Crown Line.................................................................53
Figure ‎3.27. Method of Terminating Edge Strips on Undivided Highway Approach to a Roundabout...54
Figure ‎3.28. Method of Terminating Shoulders on a Divided Highway Approach to a Roundabout.......55
Figure ‎3.29. Shared At-grade Pedestrian and Cyclist Crossing Adjacent to Roundabout............................58
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Acronyms and Abbreviations
ϕ entry angle
a entry path radius
AADT Annual Average Daily Traffic
DMRB Design Manual for Roads and Bridges
e entry width
ICD inscribed circle diameter
IES Illuminating Engineering Society of North America
kph kilometers per hour
l’ average effective flare length
LOS level of service
m meter(s)
MME Ministry of Municipality and Environment
MMUP Ministry of Municipality and Urban Planning
QTCM Qatar Traffic Control Manual
r entry curb radius
TRL Transport Research Laboratory
UK United Kingdom
v approach half-width
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1 Introduction
1.1 Definitions and Principles

1.1.1 General
Roundabouts are intersections at which traffic circulates counterclockwise around a central
island and traffic entering the intersection is required to yield to vehicles on the circulatory
roadway. In Qatar, new roundabouts incorporate either one lane or two lanes on the
circulatory roadway. This Part describes the geometric design of new roundabouts and for
upgrading existing intersections.
The use of roundabouts on various road classifications is subject to the permitted intersection
types defined in Volume 1, Part 4, Intersections and Roundabouts, Table 2.2, of this Manual.
This Part relates to permitted roundabout types on the road network. Recommendations are
given on roundabout type selection, geometric layout, visibility, pavement cross slope, and
the provision of facilities for nonmotorized users.
1.1.2 Design Principles

The principal objective of roundabout design is to provide the safe passage of vehicles
between crossing traffic streams, with minimal delay. This is achieved by a combination of
geometric layout features that are ideally matched to traffic volumes and speeds, as well as
the location-specific constraints that apply. In urban situations, right-of-way constraints have
a significant influence on the design process for improvements to existing intersections.
Roundabouts should be designed to match the forecast traffic demand and are most
efficient when vehicular flows are reasonably well-balanced between legs (UK Department
for Transport, 2007). Consideration should be given to the geometric layout of the approach
legs to achieve a satisfactory design.
Entry width and effective flare length are the most important determinants of capacity,
whereas the entry path radius is the most important parameter for safety, since it governs
the speed of vehicles through the roundabout (Kimber, 1980). The entry path radius is
particularly important when approach speeds are high. Roundabouts may, in some situations,
be successful in calming traffic, by reducing vehicle speeds through the intersection.
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1.1.3 Roundabout Key Dimensions

Roundabouts are made up of a number of distinct but interrelated key elements. When
considering the design of roundabouts, it is essential that these elements are correctly
defined and measured. Key parameters are shown in Figure ‎1.1 and defined in the following
paragraphs.
Figure ‎1.1 Roundabout Key Dimensions
Approach half-width (v) is the width of the traffic lanes on the approach to the roundabout,
upstream of any entry flare. It is the shortest distance between the right edge of traveled
way and the centerline of a two-lane roadway, or in the case of a divided highway, the left
edge of traveled way. Where there are white edge line or hatched markings, the measurement
should be taken between the markings rather than curb to curb. Some capacity models use
approach half-width in order to estimate the capacity of the roadway in advance of the
roundabout.
Central island is the raised island at the center of the roundabout. On smaller roundabouts,
the central island can include a truck apron, allowing larger vehicles to negotiate the
roundabout while maintaining adequate entry path radius.
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Circulatory roadway is the one-way roadway surrounding the central island or truck apron.
Entry angle (ϕ) serves as a geometric proxy for the conflict angle between entering and
circulating traffic streams. At smaller roundabouts, where entries and exits are closely
spaced, the angle can be measured between the entry and the adjacent exit.
Entry flare is a localized widening at the point of entry. Two-lane roundabouts usually have
flared entries at the yield line in order to increase capacity. Single-lane roundabouts should
also be slightly flared to accommodate large vehicles.
Entry curb radius (r) is the minimum radius of the right curb line at the entry. It is the radius
of the best fit circular curve over a length of 25 meters (m) measured on the curb line from a
point 25 m ahead of the yield line to a point 10 m downstream of it.
Entry path radius (a), or its inverse, the entry path curvature, is a measure of the deflection
to the right imposed on vehicles entering a roundabout. Entry path radius is the most
important determinant of safety at roundabouts as it governs the speed of vehicles through
the intersection and whether drivers are likely to yield to circulating vehicles. To determine
the entry path radius, the fastest path allowed by the geometry is drawn. This is the
smoothest, flattest path that a vehicle can take through the roundabout in the absence of
other traffic. The entry path radius is a measure of the smallest, best-fit circular curve with a
length of 25 m, occurring along the vehicle path in the vicinity of the yield line, but no more
than 50 m in advance of it.
Entry width (e) is the width available on immediate entry to the roundabout, measured
perpendicular to the approaching lanes, between the right curb and the splitter island or
median in the case of a divided highway. For capacity assessment, the measurement should
be taken as the total width of the lanes that drivers are likely to use, which is normally
between any white edge lining or hatching.
Exit curb radius is the exit equivalent to the entry curb radius, and is the minimum radius of
the right curb line at the exit.
Exit width (X) is the width available on the immediate exit measured perpendicular to the
exit lanes, between the right curb and the splitter island, or the median in the case of a
divided highway.
Inscribed circle diameter (ICD) is the diameter of the outside edge of the circulatory
roadway. In cases where the roundabout is noncircular, the local value in the region of the
entry is taken.
Splitter islands are curbed, raised areas on the approaches to a roundabout, located and
shaped to direct and separate traffic movements into and out of a roundabout. They may be
enhanced by road markings to further guide vehicles into the roundabout. Splitter islands
can act as a pedestrian refuge island if they are large enough to give adequate safe standing
space for accompanied wheelchair users and pedestrians with pushchairs.

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1.2 Roundabout Categories

1.2.1 General
Table ‎1.1 summarizes roundabout categories and key features. Information on geometric
parameters is detailed in Chapter ‎3 in this Part.
Table ‎1.1 Roundabout Categories and Key Features
Roundabout Lanes at Urban Rural

Type Entry Classifications Classifications Key Features
Local road only

Fully mountable central
Mini- One lane where single-lane
Not applicable island featuring low-level
Roundabout on all legs roundabout cannot
mountable curb
be accommodated
Single-lane One lane Minor collector, Raised island with

Collector, local
Roundabout on all legs Service, local truck apron
Two lanes Boulevard, major

Two-lane Arterial, collector, Raised island with truck
on at least and minor collector,
Roundabout local apron on smaller layouts
one leg service, local
Grade- Two lanes Expressway, major

Incorporates at least two
separated on at least arterial, collector Freeway, arterial
bridges in layout
Roundabout one leg distributor
To be used only for retrofit on existing roundabouts.

Signalized
Refer to Volume 1, Part 8, Design for Signalized Intersections, Chapter 4, of this
Roundabout
Manual.
1.2.2 Mini-roundabouts
On local roads in residential or recreational areas where large vehicles are not prevalent,
the provision of mini-roundabouts can be appropriate. The designer shall always use single-
lane roundabouts in preference to mini-roundabouts within the public right of way. Mini-
roundabouts can only be considered with the agreement of the Overseeing Organization.
Mini-roundabouts have reduced inscribed circle diameter in range of 18 m to 22 m and

incorporate single-lane entries and exits on each leg, as shown in Figure ‎1.2.

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Figure ‎1.2 Mini-roundabout
The central island and splitter islands on a mini-roundabout should be distinguished from the
roadway by alternative paving of contrasting color. In addition, the central island and splitter
islands should incorporate low-level mountable curbs, allowing large vehicle to overrun while
discouraging overrun by passenger cars. Mini-roundabouts featuring a flush painted central
island are not permitted.
1.2.3 Single-lane Roundabouts

Single-lane roundabouts are appropriate on lower-classification, urban and rural routes,
providing an alternative to a crossroad intersection. The nonflared entries and exits give
the designer more flexibility in locating pedestrian crossings. A single-lane roundabout has
single-lane entries and exits on all legs (Figure ‎1.3). The width of the circulatory roadway is
such that it is not possible for two cars to pass one another.
Single-lane roundabouts may have low values of entry and exit radii in conjunction with high
values of entry deflection. This design has less capacity than two-lane roundabouts but is
particularly suitable where there is a need to accommodate the movement of pedestrians
and cyclists.
The maximum width of the circulatory roadway is 6 m. Single-lane roundabout have

a minimum central island diameter of 4 m and should only be selected for use where all
approaches are undivided highways with design speeds of 50 kph or less. A truck apron may
be necessary to provide sufficient entry deflection for vehicles while still accommodating
the turning movements of large vehicles. The apron shall be a maximum width of 2 m.

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Figure ‎1.3 Single-lane Roundabout
1.2.4 Two-lane Roundabouts

A two-lane roundabout has a curbed central island at least 4 m in diameter, as shown in
Figure ‎1.4. The approaches may be undivided or divided highways. A two-lane roundabout
normally has flared entries and exits, allowing two vehicles to enter or leave the roundabout
simultaneously. The circulatory roadway therefore needs to be wide enough for two vehicles
to travel alongside each other on the roundabout itself. Typically, the circulatory roadway
will be between 6.0 m and 10.0 m in width.
Two-lane roundabouts should be selected for use where at least one of the approaches is a
divided highway. New roundabouts with three or more lanes are not permitted.
Where a two-lane exit reduces to one-lane on an undivided highway beyond the splitter
island, a differential acceleration lane shall be provided on the exit to enable vehicles leaving
the roundabout to overtake slower vehicles as described in Clause 3.2.14 of this Part.
The circulatory roadway on large, two-lane roundabouts can be difficult for cyclists to
negotiate, especially at the roundabout entries and exits; therefore, it is recommended that
consideration be given to the provision of off-street cycle paths around the perimeter of
two-lane roundabouts.

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Figure ‎1.4 Two-lane Roundabout

Notes:
1. Road markings shown are indicative. Actual markings will depend on turning proportions. Refer to the
latest edition of the QTCM for further details.
2. On two-lane roundabouts, entries and exits are normally flared (tapered) to allow two vehicles to enter
and exit the roundabout simultaneously.

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1.2.5 Grade-separated Roundabouts

A grade-separated roundabout is one that has at least one approach coming from a roadway
at a different level. This type of roundabout can be used as part of an interchange.
A roundabout can be designed to be at a higher level than the major road, or it can be at
ground level with the major road passing above. It is also possible to provide a three-level
interchange with the roundabout designed to be at the mid-level of two mainlines. Figure ‎1.5
shows a typical grade-separated roundabout.
Figure ‎1.5 Grade-separated Roundabout
Grade-separated roundabouts should be designed as two-lane roundabouts. The circulatory

roadway needs to be wide enough for two vehicles to travel alongside one another on
the roundabout itself. New grade separated roundabouts with three or more lanes are not
permitted.
1.2.6 Signalized Roundabouts

A signalized roundabout has traffic signals on one or more of the approaches and at the
corresponding point on the circulatory roadway itself. Traffic signals may be installed with
either continuous or part-time operation.
It is not permitted to design a new intersection as a signalized roundabout; therefore, an

alternative type of intersection or interchange should be considered. However, signal control
may be installed at existing roundabouts in response to any of the following problems:
• Excessive queuing on one or more of the approaches

• Capacity problems, such as unbalanced traffic flows
• Safety, such as excessive circulatory speeds
In some cases, the desired result may be achieved without traffic signal installation by
making suitable changes to the layout. These changes should be checked using appropriate
modeling software prior to installing traffic signals.

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At busy traffic signalized roundabouts, there may be insufficient storage space on the
circulatory roadway for all traffic waiting. In such instances, appropriate controls should be
in place, through road markings and signal phasing, so that queuing traffic does not block the
circulatory roadway or entries to the roundabout.
Further details of signalized roundabouts are provided in Volume 1, Part 8, Design for
Signalized Intersections, of this Manual, and the Qatar Traffic Control Manual, Volume 1,
Part 5, Traffic Signals.
1.3 Road Space Allocation and Lane Management

1.3.1 Public Transport
Roundabouts generally should be available for use by all transportation modes, including
buses, taxis, and cars. Where roundabouts are to be located on transit routes, the designer
should liaise with the public transport operators. Options that can be considered include
elements such dedicated bus lanes in advance of and following the roundabout.
Bus lanes should terminate in advance of roundabouts and recommence following the
roundabout, as shown in Figure ‎1.6. Bus stops should be located sufficiently far away from
roundabout entries and exits and never within the circulatory roadway (National Cooperative
Highway Research Program [NCHRP], 2010).
Figure ‎1.6 Bus Lane Treatment at Roundabouts

Notes:
1. Where a two-lane exit reduces to one-lane on an undivided highway beyond the splitter island, a
differential acceleration lane shall be provided on the exit to enable vehicles leaving the roundabout to
overtake slower vehicles as described in Clause 3.2.14 of this Part.
2. Lane designation arrows and circulatory road markings not shown for clarity and will depend on turning
proportions. Refer to the latest edition of the QTCM for further details.

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1.3.2 Cyclists
Cyclists should be encouraged to use off-street facilities at roundabouts, particularly at large
roundabouts where significant operating speeds are experienced on the circulatory roadway.
For further guidance on providing for cyclists, refer to Section 3.8 in this Part and Volume 3,
Part 19, Pedestrian and Bicycle, of this Manual.

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2 Operational Analysis
2.1 Traffic Operation

2.1.1 Effect of Geometric Elements
The geometry of the roundabout should be designed to encourage vehicles approaching the
roundabout to decelerate to a speed that will allow them to safely negotiate the roundabout
avoiding conflicts with other road users. The approach speed is governed by the following
parameters:
• Approach half width (v)

• Entry path radius (a)
• Volume of traffic on the approach
Several geometric parameters influence the rate at which approaching vehicles can enter
the roundabout. The approach half width and the entry width directly influence the number
of vehicles that can queue side by side at the yield line. The width of the circulatory roadway
influences how many vehicles can travel side by side on the roundabout. Extensive research
has found that the following parameters have the most significant effect on entry capacity:
• Approach half width (v)

• Entry width (e)
• Entry angle (ϕ)
• Average effective flare length (l’)
Research has found that the size of the ICD has a relatively insignificant effect on the capacity
and that the entry curb radius has an insignificant effect on entry capacity, providing the
entry curb radius is at least 20 m.
Thus, the geometric design of a roundabout, together with the combined traffic volume, may
significantly influence the operational efficiency of the intersection.
2.1.2 Definition of Roundabout Capacity

The capacity at a roundabout is the maximum rate at which vehicles can enter the circulatory
roadway during a given period under prevailing traffic and geometric conditions. For
operational studies, an analysis period assessing a single “worst-case” 15-minute period is
used, assessing all approaches over the same period. More than one 15-minute period may
have to be assessed to establish the peak; for example, during the morning, midday, and
evening peak periods. Operational analyses are carried out to check the volume-to-capacity

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ratio of each approach, taking into account the geometric parameters and the traffic volumes
on other approaches and the circulatory roadway.
On a properly designed and well-functioning roundabout, capacity is measured at the yield

line of each leg. On two-lane roundabouts, it is important that the demands on the individual
approach lanes be balanced to avoid lane starvation at the yield line.
2.2 Traffic Data

Traffic data are needed for each approach to the roundabout, including the proportions of
each turning movement. Volumes comprising various vehicle types should be converted to
passenger car equivalents and defined for each 15-minute interval. Traffic volumes should
be collected for at least the morning, midday, and evening peak periods.
Manual data collection at roundabouts can be inherently difficult, and the use of closed-
circuit television cameras should be considered to cover each entry. Where queuing occurs,
the traffic survey should include traffic counts taken concurrently with entry counts and
upstream of the start of the queue, to collect data that are representative of the true demand.
2.3 Capacity and Performance Analysis

2.3.1 Capacity
The capacity of a roundabout and how it is influenced by geometric parameters is discussed
in Section 2.1 in this Part. Similar to other uncontrolled intersections, roundabouts do not
perform in a predictable manner once the ratio of volume-to-capacity exceeds 0.85. For
this reason, it is recommended that the volume-to-capacity ratio at all approaches does not
exceed 0.85.
2.3.2 Performance Analysis

Analysis of roundabouts should be carried out in accordance with the latest version of the
Guidelines and Procedures for Traffic Studies (Ministry of Municipality and Urban Planning
[MMUP], 2011). Key performance measures typically used to analyze the performance of
roundabouts include the following:
• Level of service (LOS)
• Volume-to-capacity ratio
• Average delay
• Average queue length
• 95th percentile queue length
• Approach delay and LOS on worst-case movement

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2.4 Safety Considerations

2.4.1 General
The Transport Research Laboratory (TRL) has studied the characteristics of crashes at
roundabouts in relation to geometric layout design and traffic flows. The studies provide
insight into how various aspects of design interact to influence crash type and frequency.
The relationships of crash characteristics constitute the fundamentals of design for safety.
As relationships between differing aspects of design are not always mutually compatible,
minimizing the likely incidence of a particular type of crash may increase the potential for
another. Therefore, design is often a balance between operational efficiency, minimizing
delays at the intersection, and various safety aspects within applicable location constraints.
Location constraints are often the dominating factor when designing improvements to an
intersection, particularly in urban areas.
Numerous studies have shown significant safety improvements when conventional

intersections are converted to roundabouts (Hall and Surl, 1981; Maycock and Hall, 1984;
and Kennedy et al., 1998). Many have shown that crash severity at roundabouts is much
lower than at unsignalized and signalized intersections. This is mainly due to the speed
reducing effects of roundabouts together with a low impact angle of vehicles at conflict
points, which together reduce the forces experienced by vehicle occupants significantly.
The most common factor affecting safety at roundabouts is excessive speed, both at entry
and within the roundabout. The most significant factors contributing to high entry and
circulating speeds are as follows:
• Inadequate entry deflection

• Small entry angles
• Inadequate visibility on approaches
• Inadequate advance warning signing
• Very large ICDs
Additional safety aspects to be considered in designing a roundabout include:
• Gradient: Approach gradients should provide appropriate conditions for vehicles

entering the roundabout. Steep uphill gradients can make roundabout entry difficult,
particularly for large vehicles, while steep downhill gradients may encourage excessive
speeds at entry, thus increasing crash potential.
• Visibility to the left at entry: This has comparatively little influence upon crash risk.
There is nothing to be gained by increasing visibility above the recommended level.
• Crest curves: Roundabouts should not be sited on crest curves where the visibility on
approach to the roundabout is impaired.
• Entry and exit speeds: Roundabouts should be designed to encourage slow entry to
the roundabout and quick exit to leave the roundabout clear for the next users.
• Pedestrian crossings: Location of controlled pedestrian crossings in the vicinity of

entries and exits. Further guidance is given in Section 3.8 in this Part.

7
Based on studies carried out in the United Kingdom, the following measures have been
found to help reduce the crash frequency at roundabouts; however, the designer should
bear in mind that the overprovision of signs can have a detrimental effect on the visual
environment and can dilute important messages to drivers if they result in information
overload (UK Department for Transport, 2013):
• Repositioning or reinforcing advance warning signs.
• Provision of map-type advance directional signs.
• Making the yield line more conspicuous (UK Department for Transport, 2007).
• Extending the central island chevron signing farther to the right, as shown in Figure 2.1,
may aid in emphasizing the amount of deflection at the roundabout (UK Department for
Transport, 2007). On divided highways, additional chevron signing located within the
median area in line with the left approach lane, as shown in Figure 2.1, may also prove
beneficial (UK Department for Transport, 2007).
• When approach speeds are low, such as in urban areas, a ring of contrasting paving can
be laid in a chevron pattern inside the central island perimeter at a gentle slope. Chevron
signs should also be installed at these locations. In rural areas, raised curbed chevrons
on roundabouts are not recommended. Experience has shown that physical obstructions
such as chevron curbing will be struck inadvertently at night by drivers who are unaware
of the intersection ahead. Only chevron signs should be placed in these locations.
• Landscaping in urban areas where approach speeds are high enhance the visibility of
the roundabout.
• Provision of transverse yellow bar markings on high-speed, divided highway approaches

has shown a 57 percent reduction in crashes based on studies in the United Kingdom by
the Transport Research Laboratory. Low and high vehicle speeds on roads are defined in
Clause 10.4 of Volume 1, Part 2, Planning, of this Manual.
• Provision of appropriate levels of skid resistance on the approaches to roundabouts and

on the circulatory roadways.
• Avoidance of abrupt and excessive superelevation in the entry region.
• Physical adjustment of central island or splitter islands, or both, to achieve compliant

roundabout geometry.
• Provision of “Reduce Speed Now” signs or countdown markers, or both.
High circulatory speeds often cause merging concerns at roundabout entries. Such concerns
normally occur at large roundabouts with excessively long circulatory roadways.
If entry issues are caused by inadequate visibility to the left, good results can be achieved by
moving the yield line forward in conjunction with curtailing the adjacent circulatory roadway
by hatched road markings or extension of the splitter island.

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Figure ‎2.1 Use of Additional Chevron Signing at Roundabouts
2.4.2 Curbs
Care should be taken with the choice of curb type for roundabout design. Safety concerns
can arise where certain specialized, high-profile curbs are used around the central island.
Observations have shown that striking the curbs can result in loss of vehicle control or
overturning of vehicles unless the approach angle is small and vehicle speeds are low. If
high-profile curbs are used on approaches, consideration should be given to the provision of
pedestrian guardrails. When installing pedestrian guardrails, care should be taken to maintain
visibility sightlines for drivers.
2.4.3 Two-wheeled Vehicles

Roundabouts have a good overall safety record for most users; however, cyclists and
motorcyclists are especially vulnerable in areas of conflict, particularly at large two-lane
roundabouts. Therefore, it is essential that these vehicle types be considered in the design
process. Particular guidance on designing for cyclists is detailed in Section 3.8 in this Part.
2.4.4 Large Vehicles

Crashes involving large vehicles often cause major congestion and delay and are expensive
to clear, especially at major intersections. Roundabouts where large vehicle issues persist
usually exhibit one or more of the following features:
• Long straight, high-speed approaches with inadequate entry deflection leading to

high entry speeds. Low and high vehicle speeds on roads are defined in Clause 10.4 of
Volume 1, Part 2, Planning, of this Manual.
• Low circulating flow combined with excessive visibility to the left.
• Long straight sections of circulatory roadway leading into deceptively tight curves.
• Sharp turns into exits.

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• Excessive cross slope changes on the circulatory roadway.
• Excessive adverse cross slope on the circulatory roadway.
Load shedding is an inherent problem for some vehicles at low speeds. Research has shown
that a large articulated vehicle with a center of gravity height of 2.5 m above the ground can
overturn on a 20-m radius curve at speeds as low as 24 kph. Particular attention should be
paid to comply with pavement surface tolerances and to avoid abrupt changes in cross slope.
It is good practice to make exit radii greater than entry radii.

7

7
3 Geometric Design
3.1 General Considerations

3.1.1 Design Objectives
Designing a roundabout involves selecting the various geometric parameters that find a
balance between safety and capacity. Roundabouts operate most safely when their geometry
forces traffic to enter and circulate at slow speeds. Horizontal curvature and narrow roadway
widths are used to produce this reduced-speed environment. Conversely, the capacity of
roundabouts is negatively affected by low-speed design elements. As the widths and radii
of entries and circulatory roadways are reduced, so too is capacity. In addition, geometric
parameters at roundabouts are also controlled by the swept path width of large vehicles.
Thus, a roundabout is designed to achieve safety while balancing operational performance
and accommodating large vehicles.
3.1.2 Location of Roundabouts

Besides functioning as an intersection, a roundabout can also be helpful in accomplishing
the following:
• Facilitate a change in the roadway cross section; for example, from divided to undivided
highways.
• Emphasize the transition from a rural to an urban or suburban environment.
• Allow U-turns to be executed safely.
• Facilitate heavy left-turn flow.
Most crashes at priority intersections are associated with left turns. The inconvenience of
banned left turns can be mitigated by providing a roundabout nearby.
Roundabouts are preferably located on level ground or in sags rather than at or near crests,
because it is difficult for drivers to interpret the layout when approaching on an upward
grade. However, there is no evidence that roundabouts on crests are intrinsically unsafe if
they are correctly signed and adequate visibility has been provided on the approach to the
yield line. Roundabouts should not be sited at the bottom of or on long descents.
Roundabouts in urban areas often are incompatible with urban traffic control systems. These
systems move vehicles through controlled areas in platoons, or groups, by adjusting traffic
signal times to suit progress. Roundabouts can interfere with platoon movement to the
extent that subsequent inflows to downstream traffic signals cannot be reliably predicted
and, thus, the sequence breaks down. In cases where there is a heavy left-turn flow, the
roundabout may be a better option.

7
Where several roundabouts are to be installed on the same route, they should be of similar
design to the extent possible with the traffic volumes concerned, in order to provide route
consistency and, hence, safety for drivers. For closely spaced roundabouts, the designer
should check queue lengths and storage available on the roadway linking the roundabouts.
Where a proposed roundabout may affect the operation of an adjacent intersection, or vice
versa, the interactive effects should be examined.
3.1.3 Design Vehicle

The recommended design vehicle for roundabout design is the AASHTO WB-15 tractor-
semitrailer. Further information on design vehicles is given in Volume 1, Part 2, Planning, of
this Manual.
3.1.4 Swept Path Analysis

Turning paths of design vehicles form the basis of the turning widths required at roundabouts.
All roundabout layouts must be checked to ensure that they can accommodate the turning
path envelope (swept path) for the design vehicle plus necessary clearances. The swept path
is the dynamic envelope traversed by the outer extremities of the vehicle. Designers shall
use design software that replicates the swept-paths of the design vehicles.
General guidance on swept path analysis is provided in Volume 1, Part 3, Roadway Design
Elements, of this Manual. Specific guidance on swept paths at roundabouts is provided in
this Part.
3.2 Key Design Elements

3.2.1 Inscribed Circle Diameter
The ICD is the diameter of the largest circle that can be fitted into the roundabout outline.
Table ‎3.1 lists the minimum ICD values for each roundabout type that can accommodate the
WB-15 tractor-semitrailer design vehicle.
Table ‎3.1 Minimum Inscribed Circle Diameters for Roundabouts
Minimum
Roundabout ICD Recommended Design

Type (m) Vehicle Central Island Treatment
Mini-roundabout 18 WB-15 tractor-semitrailer Fully mountable central island

featuring low level mountable curb
Single-lane 28 WB-15 tractor-semitrailer Raised central island with truck

Roundabout apron
Two-lane 28 WB-15 tractor-semitrailer Raised central island, with truck

Roundabout apron on smaller layouts

7
The smallest ICD on a mini-roundabout is 18 m. Provision for large vehicles is provided by

incorporating a fully mountable central island together with a fully mountable splitter islands
on all approaches. The largest ICD value for mini-roundabouts is 22 m.
The smallest ICD for single-lane and two-lane roundabouts is 28 m. On smaller roundabouts,
it may be difficult to provide sufficient vehicle deflection on entry, therefore the provision
of a truck apron is often needed. A truck apron incorporates a low-level mountable curb that
provides adequate deflection for passenger cars while allowing overrun by large vehicles.
Truck aprons should have the same cross slope value and direction as that of the circulatory
roadway. For details of low-level mountable curb, refer to Volume 1, Part 3, Roadway Design
Elements, of this Manual.
Caution should be exercised in the use of roundabouts with large inscribed circle diameters,
as these can have the effect of encouraging high circulatory speeds.
Figure ‎3.1 shows the swept path width for a WB-15 tractor-semitrailer at smaller one-lane
and two-lane roundabouts with inscribed circle diameters in the range of 28 m to 36 m. In
these cases, splitter islands should not extend into the inscribed circle diameter. Table ‎3.2
shows turning width dimensions for WB-15 tractor-semitrailer at smaller roundabouts.
Figure ‎3.1 Turning Width Layout for WB-15 Tractor-Semitrailer at Smaller

Roundabouts

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Table ‎3.2 Turning Width Dimensions for WB-15 Tractor-Semitrailer at Smaller

Roundabouts
Central Island
Diameter Radius R1 Radius R2 Minimum ICD
(m) (m) (m) (m)
4.0 3.0 13.0 28.0

6.0 4.0 13.4 28.8
8.0 5.0 13.9 29.8
10.0 6.0 14.4 30.8
12.0 7.0 15.0 32.0
14.0 8.0 15.6 33.2
16.0 9.0 16.3 34.6
18.0 10.0 17.0 36.0
Source: Geometric Design of Roundabouts (UK Department for Transport, 2007)
3.2.2 Circulatory Roadway

Where possible, the circulatory roadway should be circular in plan, avoiding deceptively tight
horizontal curvature. In cases of complex roundabouts of noncircular geometry, tight curves
should be avoided because they can lead to loss of control crashes and increase the risk of
load shedding by large vehicles.
The width of the circulatory roadway on two-lane and grade-separated roundabouts should
not exceed 10 m. On single-lane roundabouts, the width of the circulatory roadway should
not exceed 6 m. A truck apron surrounding the central island can be used to provide additional
width for large vehicles; however, the additional width provided by a truck apron is not
included in the definition of the circulatory roadway width. If the circulatory roadway does
not correspond to these maximum widths, it is considered a Departure from Standard as
per Volume 3, Part 25, Departures from Standards Process, of this Manual.
The width of the circulatory roadway should be constant around the roundabout and be
between 1.0 and 1.2 times the maximum entry width. If turning proportions are such that
one section of circulatory roadway has a relatively low flow, it is not considered good practice
to reduce the circulatory roadway width by extending the splitter island into the circulatory
roadway. If the width of the circulatory roadway is not in accordance with this paragraph,
it is considered a Departure from Standard as per Volume 3, Part 25, Departures from
Standards Process, of this Manual.
It is generally considered good design practice to avoid short lengths of reverse curve
between entries and adjacent exits by linking the curves or joining them with straight
segments between the entry curb radius and the exit curb radius.

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3.2.3 Central Island

The central island should be circular and at least 4 m in diameter. The ICD, the width of the
circulatory roadway, and the central island diameter are interdependent: once any two of
these are established, the remaining measurement is determined automatically.
To provide sufficient entry deflection for light vehicles at single-lane or smaller two-lane
roundabouts, a truck apron can be incorporated. A truck apron incorporates a low-level
mountable curb that provides adequate deflection for passenger cars while allowing overrun
by large vehicles. Truck aprons should have the same cross slope value and direction as that
of the circulatory roadway. For details of low-level mountable curb, refer to Volume 1, Part 3,
Roadway Design Elements, of this Manual.
3.2.4 Splitter Islands

Splitter islands are used on each roundabout leg and are located and shaped to separate
and direct traffic entering and leaving the roundabout. The geometry of a splitter island
is defined by the alignment geometry of entrances and exits, and is generally unique to
each site. Splitter islands are located in the residual area at the approaches to roundabouts
between entrances and exits that is left after the optimum roundabout geometry has been
established.
Curbing is the recommended treatment for splitter islands. If there is insufficient space to
accommodate a full height curbs, as may be the case on a smaller roundabout, the splitter
island should incorporate low-level mountable curbs and alternative contrasting paving to
allow occasional vehicle overrun. Road markings can also be used to extend the splitter
island on the approach, the exit, or the circulatory roadway.
Curbed splitter islands can act as pedestrian refuges if they are large enough to give
adequate standing space for accompanied wheelchair users, pedestrians with pushchairs
and cyclists. A minimum pedestrian island width of 2.5 m should be provided but this should
be increased where nonmotorized user demand is high. Signs and other street furniture can
be located on splitter islands provided adequate clearance to the edge of traveled way is
maintained and visibility is not obscured.
3.2.5 Alignment of Entry Lanes

In order to reduce the likelihood of vehicle paths overlapping on the circulatory roadway, the
alignment of entry lanes is critical.
On rural roundabouts, where design speeds are relatively high, the curb line of the splitter
island, or median in the case of a divided highway, should lie on an arc which, when projected
forward, meets the central island tangentially to reduce the likelihood of vehicle paths
overlapping, as shown in Figure ‎3.2. In urban areas, where design speeds are lower, this is
less important, but should be achieved where possible. Care should be taken to confirm the
resultant entry angle is not too low.

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Figure ‎3.2 Arc Projected from the Splitter Island to the Central Island at Entry
3.2.6 Entry Curb Radius (r)

Entry curb radius, r, is the minimum radius of curvature of the right-hand side curb line
from a point 25 m in advance of the yield line to a point 10 m downstream of it as shown
in Figure ‎3.3. Minimum values for entry curb radius for the various roundabout types as
detailed in Table ‎3.3. The entry curb radius should not be less than 6 m at mini-roundabouts
and 10 m at single-lane roundabouts. At two-lane roundabout entries, the minimum entry
curb radius is 10 m; however, where regular use by large vehicles is expected, it should not
be less than 20 m.
Table ‎3.3 Entry Curb Radius
Minimum Entry Curb Radius,

Roundabout Type r (m)
Mini-Roundabout 6
Single-lane Roundabout 10
Two-lane Roundabout 10
Two-lane Roundabout (particularly for large vehicles) 20
Source: Based on guidance from Geometric Design of Roundabouts (UK Department for Transport, 2007)
Although entry capacity can be increased by increasing the entry curb radius, once its value
reaches 20 m, further increases only result in very small capacity improvements. Reducing
the entry radius below 15 m reduces capacity.

7
Figure ‎3.3 Approach Half Width, Entry Width, and Entry Radius

Notes:
3.2.7 Approach Half Width (v)

The approach half width, v, is the total combined width of all approaching traffic lanes on the
link upstream of any entry flare, as shown in Figure ‎3.3. Some capacity models use this to
estimate the capacity of the roadway in advance of the roundabout.
3.2.8 Entry Width (e)

Entry width, e, is the width available on immediate entry to the roundabout, measured
perpendicular to the approaching lanes, between the right curb and the splitter island or
median in the case of a divided highway. The entry width is measured from the point of
maximum deflection at point A, as shown in Figure ‎3.3.
It is good practice to have two lanes on all entries to a two-lane roundabout. Therefore,
where the approach road is limited to one lane upstream, an additional lane should be
provided in advance of the roundabout entry. The relationship between entry width and
capacity is significant. Entry width is the largest single factor affecting capacity, apart from
approach half width.
There may be some cases, usually associated with low predicted flows, where increased entry
width is not operationally necessary on a two-lane roundabout, but it is still recommended
that two entry lanes be provided. This will give added flexibility at abnormal flow periods

7
in the future and a passing facility in the event of breakdown, and will ease the problem of
space provision for long vehicles turning.
Lane widths at the yield line should not be less than 3.0 m and not more than 4.5 m. Entry
width at single-lane roundabouts should be 4.5 m. The width of any additional lane should
be tapered back in the entry flare to a minimum width of 2.5 m. Reduction in these widths
is considered to be a Departure from Standard as per Volume 3, Part 25, Departures
from Standards Process, of this Manual.
The development of entry lanes should take into account the anticipated turning proportions
and possible lane bias, as drivers often have a tendency to use the right lane. A lane that
widens into two should maximize use of the entry width. The use of short lanes on the left
is not recommended.
3.2.9 Average Effective Flare Length (l’)

Entry flaring is localized widening at the point of entry. Two-lane roundabouts usually have
flared entries with the addition of a lane at the yield line to increase capacity. The average
effective flare length, l’, is the average length over which the entry widens, as shown in
Figure ‎3.4.
The capacity of an entry can be improved by increasing the average effective flare length. A
minimum length of about 5 m is desirable in urban areas, whereas 25 m is adequate in rural
areas. Flare lengths greater than 25 m may improve the geometric layout but have little
effect in increasing capacity. Flare lengths should not be greater than 100 m, as beyond this
the design becomes one of link widening. Where the design speed is high, entry widening
should be developed gradually, avoiding any sharp angles.
The measurement of average effective flare length is shown in Figure ‎3.4 and is constructed
as follows:
• AB = entry width, e
• GH = approach half width, v
• GD is parallel to AH and distance v from AH (v is measured along a line perpendicular to

both AH and GD and, therefore, the length of AD is equal to v only if AB is perpendicular
to the median at A).
• CF’ is parallel to BG and distance one-half BD from the curb line BG.
• Average effective flare length, l’ = CF’

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Figure ‎3.4 Average Effective Flare Length
3.2.10 Entry Angle (ϕ)

The entry angle, ϕ, serves as a geometric proxy for the conflict angle between entering and
circulating traffic streams. Depending on the size of the roundabout, the following methods
should be used to determine the entry angle.
For large roundabouts where links are widely spaced the entry angle is measured as shown
in Figure ‎3.5.
Line BC is a tangent to line EF, which is midway between the right entry curb line and
the splitter or median island, where this intersects the circulatory roadway. Curve AD is
constructed as the locus of the midpoint of the used section of the circulatory roadway,
which is a proxy for the average direction of travel for traffic circulating past the entry.
The entry angle is measured as the acute angle between BC and the tangent to AD at the
point of intersection between BC and AD, as shown in Figure ‎3.5.

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Figure ‎3.5 Entry Angle Measurement on Large Roundabouts
Figure ‎3.6 shows the layout for smaller roundabouts. This construction is used when there is
insufficient separation between entry and adjacent exit to be able to define the path of the
circulating vehicle clearly. The angle between the projected entry and exit paths is measured
and then halved to find the entry angle, ϕ.
Figure ‎3.6 Entry Angle Measurement at Smaller Roundabouts
Line BC is the same as in Figure ‎3.5.
Line GH is the tangent to line JK, which is in the following exit, midway between the right
curb and the splitter or median island, where this intersects the outer edge of the circulatory
roadway.
BC and GH intersect at L. The entry angle, ϕ is then defined by:
ϕ = BLH/2
If the angle GLB exceeds 180 degrees, ϕ is taken to be zero.

7
The entry angle, ϕ, should lie between 20 and 60 degrees with the optimum angle being
between 30 and 45 degrees. High entry angles tend to lower capacity and produce excessive
entry deflection, which can lead to sharp braking at entries accompanied by rear end
crashes, especially on high-speed approaches. Low entry angles force drivers into merging
situations where they will be forced to look over their shoulder or use side mirrors to merge
with circulating traffic. Low and high vehicle speeds on roads are defined in Clause 10.4 of
Volume 1, Part 2, Planning, of this Manual.
3.2.11 Entry Path Radius

Entry path radius is one of the most important safety factors at roundabouts. It is a measure
of the amount of entry deflection to the right imposed on vehicles at entry to the roundabout.
This governs the speed of vehicles through the roundabout and whether or not drivers are
likely to yield to circulating vehicles.
The entry path radius should be checked for all turning movements. It should not exceed 70 m
at single-lane roundabouts. At other roundabouts, except mini-roundabouts, the entry path
radius should not exceed 100 m (UK Department for Transport, 2007). At mini-roundabouts,
there is no maximum value for entry path radius. Where the entry path radius is greater
than these values, it is considered a Departure from Standard as per Volume 3, Part 25,
Departures from Standards Process, of this Manual.
Determining the entry path radius is based on the following assumptions and shown in
Figure ‎3.7 through Figure ‎3.10.
• The entering vehicle is 2 m wide so that it maintains a distance of at least 1 m between

its centerline and any curb or edge marking, and that it is continuing straight ahead at a
four-leg roundabout and across the head of the tee at a three-leg roundabout.
• There is no other traffic on the approach and on the circulatory roadway.
• The driver negotiates the site constraints with minimum deflections and that lane
markings by the yield line are ignored.
• The commencement point of the vehicle path is located 50 m in advance of the yield line
and at least 1 m from the edge of traveled way or centerline.
• The vehicle proceeds as follows:
−− First, toward the yield line
−− Then, toward the central island of the roundabout, passing through a point not less
than 1 m from the right-hand curb, the position of which relative to the starting
point depends on the amount of approach flare to the right
−− Then continuing on a smooth path with its centerline, never passing closer than
1 m from the central island, more in some configurations

7
Figure ‎3.7 Entry Path Radius Determination
Figure ‎3.8 Entry Path Radius Determination for a Right-Curving Approach

7
Figure ‎3.9 Entry Path Radius Determination for a Left-Curving Approach
Figure ‎3.10 Entry Path Radius Determination for a Typical Three-leg Roundabout

7
On a layout of the roundabout, to a scale not less than 1:500, draw the centerline of the
most realistic path that a vehicle would take in its complete passage through the roundabout
on a smooth alignment without sharp transitions.
The exact path drawn is a matter of personal judgment. The results should be examined
for compliance and consistency with the appropriate clauses in this section. Any reverse of
curvature in the vehicle path around the central island should be drawn so that there is no
sharp deviation between that curve and the entry curve. Particular care in checking entry
path radius is needed when considering small central island designs.
This tightest radius can be measured by means of suitable templates. The entry path radius
is measured on the curved length of path near the yield line, but not more than 50 m in
advance of it as shown in Figure ‎3.7 through Figure ‎3.10. The entry path radius is the radius
of the best-fit circular curve over a length of 25 m.
At single-lane and smaller two-lane roundabouts incorporating a truck apron, the entry path
radius is measured relative to the outer perimeter of the truck apron rather than that of the
central island (UK Department for Transport, 2007).
One method for increasing entry deflection at roundabouts is to stagger the legs, such that
the centerline of each leg intersects with the roundabout slightly left of center, as shown
in Figure ‎3.11. This method also results in a reduction in the overall size of the roundabout,
minimizing land acquisition, and in addition, helps to provide a clear exit route of sufficient
width to avoid conflicts (UK Department for Transport, 2007).

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Figure ‎3.11 Staggering of Roundabout Legs to Increase Entry Path Radius
Another method for increasing entry deflection at roundabouts, especially on high-speed

divided highways, is to use a combination of reverse curves on the approach as shown in
Figure ‎3.12. This method also has the added benefit of helping to reduce vehicle speeds
on the immediate approach to the roundabout. Low and high vehicle speeds on roads are
defined in Clause 10.4 of Volume 1, Part 2, Planning, of this Manual.
Where reverse curves are utilized, the designer shall consider that vehicles are slowing on
the approach section of roadway towards the roundabout and provide a broad radius curve
followed moderate radius curve. These radii shall be selected based on the anticipated
approach speeds of a vehicle which reduce as the vehicle approaches the entry curve of the
roundabout. Refence needs to be made to Volume 1, Part 3, Roadway Design Elements, of this
Manual. The zones of influence of this Part and Volume 1, Part 3 are shown in Figure ‎3.12.

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Figure ‎3.12 Reverse Curves on Approach to Roundabouts
3.2.12 Exit Width

The exit width is measured similarly to entry width. It is the distance between the right
curb line and the splitter island or, in the case of a divided highway, the median where it
intersects with the outer edge of the circulatory roadway. As with the entry width, it is
measured perpendicular to the right-hand curb line. Values typically are similar to or slightly
less than entry widths; that is, exits have less flaring.
The number of lanes at an exit should be equal to the number of lanes at the corresponding
entry for the straight though-traffic movement. At single-lane roundabouts, only one lane
should be provided. There should be no more than two lanes on an exit.
On undivided highway exits where the length of the splitter island is 20 m or greater, a
minimum width of 6 m, measured perpendicular to the right curb, should be provided adjacent
to splitter island to allow traffic to pass a broken-down vehicle. Figure ‎3.13 shows a typical
two-lane roundabout exit using some of the principles described here.

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Figure ‎3.13 Typical Two-lane Roundabout Exit Where Island Length is ≥ 20 m
3.2.13 Exit Curb Radius

Table ‎3.4 lists acceptable ranges of exit curb radius. For a two-lane roundabout, a value of
40 m is desirable, but for larger roundabouts on high-speed roads, a higher value can better
fit the overall intersection geometry. Low and high vehicle speeds on roads are defined in
A compound curve starting with a radius of 40 m, developing to a larger radius, of up to 100 m,

usually offers the best solution. Larger values of exit radii can lead to high exit speeds,
which may not be appropriate where pedestrian crossing facilities are located immediately
downstream.
Table ‎3.4 Exit Curb Radius
Minimum Exit Curb Radius Maximum Exit Curb

Roundabout Type (m) Radius (m)
Mini-roundabout 6 20
Single-lane Roundabout 15 20
Two-lane Roundabout 20 100
Source: Based on guidance from Geometric Design of Roundabouts (UK Department for Transport, 2007)

7
The spacing of an exit and the preceding entry should not be less than the combination of
the minimum entry curb radius and the minimum exit curb radius. If a roundabout is to be
modified to include an additional entry, care should be taken so that this does not affect
safety at the preceding entry and the following exit. It may be necessary to redesign the
whole roundabout if adequate spacing between entries and exits cannot be achieved.
3.2.14 Two-lane to One-lane Exits

Where a two-lane exit from a roundabout reduces to one-lane on an undivided highway, a
differential acceleration lane and a hatched (or kerbed) median area shall be provided as
shown in Figure 3.14. Differential acceleration lanes shall be provided on the exit from two-
lane roundabouts.
Figure ‎3.14 Differential Acceleration Lane

Note:
Road markings shown are indicative. Actual markings will depend on turning proportions. Refer to the latest
edition of the QTCM for further details.
The right-hand lane drop shall be marked, with deflection arrow markings, for drivers to merge
with the left-hand lane towards the end of the acceleration lane as shown in Figure 3.14.
The median may either have hatched marking or a kerbed island, subject to sufficient ROW
width, and shall be agreed with the Overseeing Organization. The roundabout approach
lanes shall be extended as a two-lane carriageway as far as necessary, depending upon
roundabout geometry, traffic volumes and resultant queue lenths as determined by traffic
analyis, refer to Clause 2.1 for details. Figure 1.4 indicates these layouts.
3.2.15 Free Right-turn Lanes

Free right-turn lanes are a useful method for providing improved service to vehicles intending
to leave a roundabout at the first exit after entry. Through a free right-turn lane, vehicles
are able to proceed directly to the first exit without having to interact with vehicles on the
circulatory roadway. This is particularly appropriate at two-lane roundabouts.

7
There is a simple procedure to provide guidance to determine if a free right-turn lane would
be beneficial to a roundabout design and merit further investigation. It is based on total
traffic in-flows at entry, vehicle composition, right-turning traffic, and the number of entry
lanes. The inclusion of a free right-turn lane should be considered if the following is true for
the individual approach:
R ≥ F/E
where:
R = flow of right-turning vehicles per hour

F = total entry flow in vehicles per hour
E = total number of entry lanes including the free right-turn lane
Source: Segregated Left Turn Lanes and Subsidiary Deflection Islands at Roundabouts (UK Department for
Transport, 2003)
In cases where R and F/E are very close, consideration of other factors, such as safety, should
be included in the appraisal.
The removal of flow from the circulatory roadway can improve the overall performance of the
roundabout, but vehicle composition should be examined when considering the use of these
lanes. If the right-turning vehicles are predominantly light and there are high proportions of
large vehicles leaving the roundabout, there could be problems with different speeds at the
merge, particularly if this is on an uphill gradient. If dedicated lanes are to be used in such
situations, they should finish with a yield line at the exit from the lane.
The use of free right-turn lanes in urban areas where pedestrians are expected is not
recommended. Pedestrians should be channeled using a guardrail to a suitable crossing point.
If this is not possible, the channelizing island should be of sufficient width to accommodate
the anticipated peak number of pedestrians, and the location of pedestrian crossing points
should be carefully considered.
Free right-turn lanes should include a fully curbed channelizing island. Vehicles are channeled
into the right-hand lane by lane arrows and road markings supplemented by advance direction
signs. The operation of the free right-turn lane should not be impaired by traffic queuing to
use the roundabout itself.
Free right-turn bypass lanes should not be designed to encourage high speeds. The curve
radius used for the free right-turn lane will depend on both the design speed of the approach
road and site constraints. The driver’s perception of the approach and free right-turn lane radii
will be a determining factor in their approach speed. Therefore, the designer should consider
the need for speed reduction measures on the approach depending on the minimum curve
radii used. For divided highways, a minimum inside curve radius of 30 m is recommended,

7
and in all instances the inside curve radii should not be less than 10 m. The radius at exit
should not be less than the radius at entry.
Superelevation along the free right-turn lane should be designed in accordance with Volume 1,
Part 3, Roadway Design Elements, of this Manual, to a maximum value of 5 percent.
Examples of free right-turn lanes at roundabouts are shown in Figure ‎3.15 to Figure ‎3.18.
Figure ‎3.15 Free Right-turn Lane with Direct Taper Diverge and Merge

7
Figure ‎3.16 Free Right-turn Lane with Auxiliary Lane Diverge and Merge
Figure ‎3.17 Free Right-turn Lane with Direct Taper Diverge and Yield Control on Exit

7
Stopping sight distance for the design speed of the main approach road should be provided
to the start of the inside curve radius at the start of the free right-turn lane. Forward visibility
from the main approach road into the free right-turn lane to the start of the exit section,
should be in accordance with Table ‎3.5. The maximum curve radius defined in Table ‎3.5
refers to the maximum radius encountered on the inner edge through the length of the free
right-turn lane. Beyond the start of the exit section, the stopping sight distance should be in
accordance with the design speed of the road being entered. Reduction in stopping sight
distance is considered a Departure from Standard as per Volume 3, Part 25, Departures
from Standards Process, of this Manual.
Table ‎3.5 Minimum Sight Distance on Free Right-turn Lane (C)
Maximum Curve Radius on

Free Right-turn Lane, (C) Minimum Sight Distance
(m) (m)
≤20 35
21–40 70
41–80 90
81–100 120
101 ̶ 120 160
>120 215
Source: Segregated Left Turn Lanes and Subsidiary Deflection Islands at Roundabouts (UK, DMRB, TD
51/17)
The roadway width should be sufficient to accommodate the swept path of the design
vehicle. Table ‎3.6 provides guidance for minimum roadway widths through the free right-
turn lane for a WB-15 tractor-semitrailer. However, hatched road markings can be provided
on the inside of the curve to reduce the marked lane width to a minimum of 3.65 m.
Where the channelizing island is less than 50 m in length, it is not necessary to make
allowance for broken-down vehicles and, in such cases, the width of the free right-turn lane
should be as detailed in the second column of Table ‎3.6. However, when the island is longer
than 50 m, the lane width should be increased as detailed in the third column of Table ‎3.6,
and a swept-path analysis should be performed to allow passing of a broken-down vehicle.

7
Table ‎3.6 Minimum Curve Radii and Roadway Widths for WB-15 Design Vehicle
Free Right-turn Lane

Free Right-turn Lane Roadway
Minimum Curve Radius on Roadway Width for Island
Width for Island Length <50 m
Free Right-turn Lane, (C) Length ≥50 m
(m)
(m) (m)
10 8.4 10.9
15 7.1 9.6
20 6.2 8.7
25 5.7 8.2
30 5.3 7.8
40 4.7 7.2
50 4.4 6.9
75 4.0 6.5
100 3.8 6.3
>100 3.5 6.0
Source: Segregated Left Turn Lanes and Subsidiary Deflection Islands at Roundabouts (UK, DMRB, TD
51/17)
The channelizing island should not prevent a right turn at the roundabout in the usual
manner by way of the circulatory roadway.
The maximum longitudinal gradient on a free right-turn lane at a roundabout should be

limited to 5 percent.
The merging between vehicles from a free right-turn lane and other vehicles exiting the
roundabout should take place relatively close to the roundabout, where speeds are still
comparatively low.
Under no circumstances should two right-turn lanes be used together. If right-turning traffic
is very high and cannot be accommodated by a single free right-turn lane, then alternative
forms of intersection should be investigated.
3.2.16 Entry Layout at Free Right-turn Lanes

The two basic forms of entry layout for a free right-turn lane are as follows:
• Direct taper (A) followed by entry section (B), as shown in Figure ‎3.15.

• Auxiliary taper (F) and auxiliary lane (G) followed by entry section (B) as shown in
Figure ‎3.17.
The type of diverge will be dependent on traffic and site constraints. The use of the minimum
values provided in Table ‎3.7 is recommended. The design speeds defined in Table ‎3.7 and
Table ‎3.8 relate to the design speed of the road from which the free right-turn lane diverges,
or onto which it merges.

7
Table ‎3.7 Minimum Diverge and Merge Tapers and Auxiliary Lanes
Minimum Auxiliary Minimum Auxiliary

Minimum Direct Taper Length Lane Length
Design Speed Taper Rate (F) and (J) a (G) and (H) a
(kph) (A) and (E) (m) (m)
≤ 60 1:10 30 55
> 60 1:15 45 85
Source: Based on guidance from Segregated Left Turn Lanes and Subsidiary Deflection Islands at
Roundabouts (UK Department for Transport, 2003)
Notes:
a
Designers shall compare the minimum length values with the predicted queue length as per traffic
analysis and the greater values, shall be provided in design. Designers are encouraged to lengthen the
dimension in cases where design volumes are high or the costs of doing so are minimal.
The free right-turn lane width should be at least 3.65 m at the beginning of the diverge
nose as shown in Figure ‎3.15 to Figure ‎3.18. Any reduction from this value is considered a
Departure from Standard as per Volume 3, Part 25, Departures from Standards Process,
of this Manual.
The recommended length of the entry section should be the larger of the following values:
• The widening needed to accommodate the channelizing island, subject to a minimum

width of 2.1 m, consisting of a 1.5 m wide island plus a 0.3 m road marking offset on
each side, as shown in Figure ‎3.18, multiplied by the appropriate factor in Table ‎3.8.
• The widening needed to accommodate the swept path of a large vehicle as detailed in
Table ‎3.6, multiplied by the appropriate factor in Table ‎3.8.
Table ‎3.8 Minimum Entry and Exit Section Length Factor
Design Speed on Major Roadway Entry and Exit Section Factor

(kph) (B) and (D)
≤70 20
80 and 90 25
≥100 30
Source: Based on guidance from Segregated Left Turn Lanes and Subsidiary Deflection Islands at
Roundabouts (UK Department for Transport, 2003)
Figure ‎3.18 shows how to calculate the length of the entry and exit section and for a
1.5-m-wide channelizing island less than 50 m long on an undivided highway approach.

7
Figure ‎3.18 Example of Calculation Entry and Exit Section Lengths for a 1.5-m-wide
Island Less than 50 m
The taper for the chevron road markings on the nose should be developed asymmetrically
on the right-turn bypass lane side, as shown in Figure ‎3.18. The nose edge line marking
should terminate in a position offset 0.3 m from the edge of the physical island, as shown
in Figure ‎3.19.

7
Figure ‎3.19 Termination of Hatched Road Markings at Channelizing Island
3.2.17 Exit Layout on Free Right-turn Lanes

The three basic types of exit layout from a free right-turn lane are as follows:
• Merge consisting of exit section (D), and merge taper (E), as shown in Figure ‎3.15.
• Merge consisting of exit section (D), auxiliary lane (G), and auxiliary taper (J), as shown
in Figure ‎3.15.
• Yield control, as shown in Figure ‎3.17.
Exits with merge tapers or auxiliary lanes consist of a merge maneuver between the traffic
leaving the roundabout circulatory roadway and the free right-turn lane. These layouts
inherently include risks associated with vehicles exiting the roundabout being in the side-
mirror visually impaired spot for traffic using the free right-turn lane. This situation may
contribute to crashes between merging vehicles as well as nose-to-tail crashes, particularly
for motorists with limited ability to look over their shoulders and for some drivers of large
vehicles.
When a free right-turn lane exits onto a divided highway, merge tapers or auxiliary lanes
should be provided, as detailed in Figure ‎3.15 and Figure ‎3.16. In the situation where a free
right-turn lane exits onto an undivided highway, yield control can be provided, as shown in
Figure ‎3.17.
The exit section from the free right-turn lane and the associated merge nose should be
provided in accordance with Table 3.7 and Table ‎3.8. The width of the right-turn bypass
lane should be at least 3.65 m at the end of the exit section, as shown in Figure ‎3.15 and
Figure 3.16. Any reduction in this width is considered a Departure from Standard as per
Volume 3, Part 25, Departures from Standards Process, of this Manual.

7
Any widening needed to accommodate the swept paths of large vehicles through the free
right-turn lane should be removed along the length of the exit section. As with the entry
section, the length of the exit section and adjacent merge nose is calculated using the larger
value of the width of the channelizing island and the widening required to accommodate the
design vehicle, as shown in Figure ‎3.18. The angle of the chevron road markings at the nose
should be developed, as shown in Figure ‎3.18, and terminate in a position offset from the
edge of a physical island, as shown in Figure ‎3.19.
At the beginning of a roundabout exit, it is recommended that its width allows for an extra
traffic lane over and above that of the link downstream, provided that the maximum of
two lanes on exit is not exceeded. Where a free right-turn lane is present, the exit width
reduction should be completed upstream of the end of the free right-turn lane exit section.
A yield exit from a free right-turn lane should be located as close as practical to the
roundabout, at a minimum entry angle of 45 degrees between the yield line and the entering
vehicle as shown in Figure 3.17.
Signs and street furniture placed on the physical island near the exit should not obstruct
visibility between the free right-turn lane exit and the adjacent roundabout exit lane.
3.2.18 Non-physically Separated Free Right-turn Lanes

Right-turn bypass lanes separated from the circulatory roadway by no more than a flush,
painted island can be subject to abuse by drivers. Consequently, non-physically separated
free right-turn lanes are not permitted.
3.2.19 Buses and Free Right-turn Lanes

Free right-turn lanes can improve journey time reliability on bus routes, either in isolation
or as part of a larger traffic management proposal. However, the use of bus-only free right-
turn lanes at roundabouts needs careful consideration. Factors including the number of
buses using the dedicated lane and any detrimental impact on the overall capacity of the
roundabout should be taken into account. Bus stops and bus bays should not be located
within the free right-turn lane.
3.3 Sight Distance

3.3.1 Approach Visibility
The forward visibility at the approach to a roundabout should be as indicated in Volume 1,
Part 3, Roadway Design Elements, of this Manual, for the appropriate design speed of the
approach. This stopping sight distance is measured to the yield line, as shown in Figure ‎3.20.
Stopping sight distance should be obtainable from a driver’s eye height of 1.08 m to an
object height of 0.60 m.

7
Figure ‎3.20 Measurement of Stopping Sight Distance on Curved Approach
3.3.2 Visibility at Roundabouts

Table ‎3.9 details the visibility distances applicable at roundabouts of varying size. These
distances should be used when assessing the forward visibility at entry, visibility to the left
at entry, and circulatory visibility. Refer to Figure ‎3.21 through Figure ‎3.25.
Table ‎3.9 Visibility Distance at Roundabouts
Inscribed Circle Diameter Visibility Distance

(m) (m)
<40 Whole Intersection
40 to 60 40
60 to 100 50
>100 70
Source: Geometric Design of Roundabouts (UK Department for Transport, 2007)
3.3.3 Forward Visibility at Entry

Drivers of vehicles approaching the yield line should be able to see to an object height of
0.60 m on the full width of the circulatory roadway for the appropriate visibility distance
indicated in Table ‎3.9, measured along the centerline of the circulatory roadway. Visibility
should be checked from a driver’s eye height of 1.08 m at the center of the right lane and a
distance of 15 m back from the yield line, as shown in Figure ‎3.21.

7
Figure ‎3.21 Forward Visibility at Entry

Notes:
3.3.4 Visibility to the Left at Entry

Drivers of all vehicles approaching the yield line should be able to see the full width of the
circulatory roadway to their left from the center of the left lane at the yield line for a distance
appropriate to the visibility distance, listed in Table ‎3.9, measured along the centerline of
the circulatory roadway and shown in Figure ‎3.22.

7
Visibility should also be checked from the center of the left lane at a distance of 15 m back
from the yield line, as shown in Figure ‎3.23. The envelope of visibility should be obtainable
from a driver’s eye height of 1.08 m to an object height of 1.08 m.
Checks should be made that traffic sign location, street furniture, safety barriers, and other
potential obstructions do not restrict visibility.
Figure ‎3.22 Visibility to the Left at the Yield Line

Notes:
Excessive visibility to the left at entry could result in high entry speeds, potentially resulting
in crashes. This can be mitigated by design, such as through the careful use of landscaping
on the approach to the roundabout, enabling the designer to limit visibility to the left to that
necessary for the safe and efficient operation of the roundabout.

7
Figure ‎3.23 Visibility to the Left 15 m in Advance of the Yield Line

Notes:
3.3.5 Circulatory Visibility

Drivers of all vehicles circulating on a roundabout should be able to see the full width of
the circulatory roadway ahead of them for the visibility distance, as indicated in Table ‎3.9.
Circulatory visibility is checked from a point 2 m out from the central island, as shown in
Figure ‎3.24, using a driver’s eye of 1.08 m and an object height of 0.60 m.
It is often useful to improve the conspicuousness of central islands by the use of landscaping
however, any landscaping provided should not interfere with drivers’ sight lines.

7
Once a vehicle has crossed the inscribed circle at the exit from the roundabout, stopping
sight distance should be provided in accordance with Volume 1, Part 3, Roadway Design
Elements, of this Manual.
Figure ‎3.24 Circulatory Visibility

Notes:

7
3.3.6 Pedestrian Crossing Visibility

Where a pedestrian crossing is positioned in advance of a roundabout, approaching drivers
should be able to see the full width of the crossing, from a distance equal to the stopping
sight distance for the design speed of the approach, as detailed in Volume 1, Part 3, Roadway
Design Elements, of this Manual.
At the yield line, all drivers should be able to see the full width of a pedestrian crossing across
the next exit if the crossing is within 20 m of the roundabout at shown in Figure ‎3.25).
Pedestrian crossings should not be positioned between 20 m and 60 m from the yield line.
Refer to Section ‎3.8 in this Part, and Volume 3, Part 19, Pedestrian and Bicycle, of this
Manual, for further advice relating to pedestrians and other nonmotorized users.
Figure ‎3.25 Visibility at Entry to a Pedestrian Crossing at Next Exit
3.3.7 Visual Intrusions

Where traffic signs are to be erected at roundabouts within visibility envelopes, the mounting
height should not be less than 2 m above the roadway surface.
Traffic signs, street furniture, and landscaping should not obstruct driver’s sight lines,
however, isolated slim objects such as lighting columns, sign supports, and bridge columns
can be ignored provided they are less than 550 millimeters wide (UK Department for
Transport, 2007).

7
3.4 Other Aspects of Design

3.4.1 Cross Slope and Longitudinal Gradient
Immediately in advance of the roundabout yield line, steep gradients should be avoided or
flattened. This zone of limited gradient should be within 15 m of the yield or stop line but
may be reduced to 10 m in residential areas. Approach gradients within this zone should
be limited to a maximum of 3 percent. An approach gradient higher than 3 percent is
considered to be a Departure from Standard as per Volume 3, Part 25, Departures from
Standards Process, of this Manual.
On the approaches and exits, superelevation can assist drivers in negotiating the associated
curves. When used, the superelevation value should be appropriate to the speed of vehicles,
and equal to or greater than those necessary for surface drainage, but should not exceed
5 percent. Superelevation should be reduced to 2 percent from a point 20 m in advance of
the yield line, given that, with adequate advance signing and entry deflection, speeds on
approaches should be reducing.
Cross slope and longitudinal gradient combine to provide the necessary slope that will drain
surface water from the roadway. Thus, although the following clauses are for simplicity
written in terms of cross slope, the value and direction of the greatest slope should always
be taken into account when considering drainage flow paths.
Except on large grade-separated roundabouts, where the circulatory roadway should have
appropriate superelevation, adequate cross slope should be provided in order to drain surface
water on circulatory roadways. Cross slope on the circulatory roadway should be 2.0 percent.
In order to minimize surface water ponding, longitudinal edge profiles should be graded at
not less than 0.67 percent, with 0.5 percent considered the minimum. The design gradients
alone do not achieve satisfactory drainage; therefore, the correct positioning and spacing of
gullies is critical.
At two-lane roundabouts on high-speed roads, it is good practice to arrange for cross slope
to assist vehicles maneuvering around the circulatory roadway and to reduce drainage flow
paths. To do this, a crown line is formed. This line can divide the circulatory roadway in the
proportion 2:1 internal to external, as shown in Figure ‎3.26. Alternatively, the crown line
can join the ends of the splitter islands. Low and high vehicle speeds on roads are defined in
The conflicting cross slope at the crown lines have a direct effect on driver comfort and may
be a contributory factor in load shedding and large vehicle roll-over crashes. Over a given
section, the maximum recommended arithmetic difference in cross slope is 5 percent. Lower
values are desirable, particularly for roundabouts with a small ICD. There should be no sharp
changes in cross slope and a smooth crown is essential.
At mini-roundabouts and single-lane roundabouts, it is sometimes more appropriate to apply

a constant cross slope in one direction across the full width of the circulatory roadway. At

7
roundabouts where the design speed does not exceed 50 kph on any approach, the cross
slope can slope outwards to ease drainage and help keep speeds down. The cross slope also
makes the central island more conspicuous.
At exits, superelevation should be provided where necessary to allow vehicles to accelerate

safely away from the roundabout. However, as with entries, cross slope adjacent to
the roundabout should not exceed 2 percent. If the exit leads into a left-hand curve,
superelevation should be introduced gradually.
Drainage of the central island should be considered in roundabout design in order to obtain
adequate cross slope and provision for collection. Water from the central island should not be
designed to run on to the circulatory roadway.
Figure ‎3.26 Cross Slope Design Using 2:1 Ratio Circular Crown Line
Notes:

7
3.4.2 Curbs
Roundabout entries and exits should be curbed, and shoulders on each approach should
terminate where entry widening begins. Where connecting roads are not curbed, the
simplest procedure is to start the curbs on the approach at the back of the shoulder and then
terminate the edge of traveled way road marking in a short smooth curve or taper, as shown
in Figure ‎3.27 and Figure ‎3.28. On the exit, the curbing can terminate at the end of the exit
curb radius.
Figure ‎3.27 Method of Terminating Edge Strips on Undivided Highway Approach to a

Roundabout

7
Figure ‎3.28 Method of Terminating Shoulders on a Divided Highway Approach to a

Roundabout
3.5 Signing and Marking

3.5.1 Signing
Signing, including destination signs, regulatory signs, warning signs, and information signs
should be provided in accordance with the Qatar Traffic Control Manual.
Advance direction signs should be provided on the approach to the roundabout. Generally,
these signs should be a map style sign displaying a plan of the intersection and the
destination or street names of the adjoining roads. Direction signs should also be provided
at exits to provide confirmation of destination or street names to road users as they leave
the intersection.
3.5.2 Road Markings

Road markings are used to channel traffic and, when appropriate, to indicate a dedicated
lane. Lane indication arrows to reinforce the advance map-type direction signs at entries can
be beneficial where heavy traffic flows occur in a particular direction.
Lane dedication by arrows and markings on the circulatory roadway is not normally
recommended. However, where a roundabout is particularly extensive, partially signalized,
and it is tending to a circulatory system, then some degree of channelization by road markings
may prove beneficial in the operation of the roundabout.
Road markings are detailed in the Qatar Traffic Control Manual.

7
3.6 Landscaping Recommendations

Roundabouts can form significant features on a road, both within the wider landscape and
in an urban context, and can represent an opportunity to contribute to a sense of place. The
landscape design can be considered as a specific project to develop an overall and coordinated
landscape approach. Roundabouts can act as landmarks and wayfinding features through
distinctive design however, special care is needed in the central island so that this area
does not become used for recreational purposes. Features such as benches, picnic areas, and
fountains should therefore be avoided.
The landscaping design within the roundabout and adjoining approaches should be carried
out by specialists in landscaping design and maintenance. Landscaping design should be
carried out in coordination with the highway designer to avoid obstructing visibility sight
lines.
Other than amenity benefits, the landscaping treatment of roundabouts and its approaches
can have several advantages. Generally, the landscaping on the approaches should accomplish
the following:
• Make the median and roundabout more obvious to approaching traffic.

• Minimize introducing hazards to the intersection, such as trees, poles, walls, guardrail,
monuments, or large rocks.
• Avoid obscuring the form of the roundabout or the signing to the driver.
• Maintain adequate visibility.
• Indicate to the driver that they cannot pass straight through the intersection.
• Discourage pedestrian traffic through the central island.
• Help visually impaired pedestrians locate sidewalks and pedestrian crossings.
Planting on the median or splitter island on the immediate approach to the roundabout, up
to 15 m from the yield line, should be avoided to achieve unobstructed visibility to the left.
On large roundabouts, landscaping and planting should be designed and located to prevent
excess visibility to the right.
Maintenance of landscaping and the safety of maintenance personnel should be carefully

considered. Plants, grass, and trees should be selected with consideration given to the likely
maintenance regime.
In rural areas, where sources of irrigation water may not be available, alternative methods of
landscaping should be considered, but without introducing hazards that would compromise
safety of road users. Further guidance on Landscaping is provided in Volume 3, Part 22,
Landscape and Planting Design, of this Manual.
3.7 Lighting Recommendations

Due to the constrained curvature of roundabouts, the effectiveness of vehicle headlights is
limited. Illumination of roundabouts is therefore an important feature for nighttime visibility

7
of hazards and obstructions (Illuminating Engineering Society of North America [IES], 2008).
Street lighting provides visibility from a distance for users approaching the roundabout
as well as visibility of the key conflict areas improving users’ perception of the layout and
visibility of other users within the roundabout (IES, 2008).
An approaching driver must be able to see the general layout and operation of a roundabout
in time to make the appropriate maneuvers. Adequate lighting should therefore be provided
at all roundabouts (American Association of State Highway and Transportation Officials
[AASHTO], 2011).
It is also important that approaching drivers are not misled by the projection of the lighting
layout beyond the roundabout, particularly when visibility is restricted. The layout of the
luminaires at roundabouts should therefore contrast with that provided on the approaches.
This can be achieved by locating the luminaires around the outer perimeter of the roundabout.
When a roundabout is being modified, the lighting layout should be checked for suitability
with the new road arrangement. Further guidance on the provision of Street Lighting at
roundabouts is given in Volume 3, Part 18, Street Lighting, of this Manual.
3.8 Pedestrians and Cyclists

3.8.1 Principles for Pedestrian Crossings
Pedestrian crossing locations at roundabouts are a balance between pedestrian convenience,
pedestrian safety, and roundabout operations.
• Pedestrian desire lines: Pedestrians want crossing locations as close to the intersection
as possible to minimize out-of-direction travel. The farther the crossing from the
roundabout, the more likely pedestrians are to choose a shorter route that may put
them in danger.
• Pedestrian safety: Both crossing location and crossing distance are important. Crossing
distance should be minimized to reduce exposure of pedestrian-vehicle conflicts.
Pedestrian safety may also be compromised at a crossing very close to the yield line,
because driver attention is directed to the left to look for gaps in the circulating traffic
stream. Where possible, crossings should be located to take advantage of the splitter
island; crossings should be located at distance from the yield line, as measured in
increments of approximate vehicle lengths to reduce the chance that vehicles will be
queued across the crossing.
• Roundabout operations: Roundabout operations, primarily vehicular, can be affected

by controlled crossing locations, particularly on the exit. A queuing analysis at the exit
crossing should therefore be carried out.
Off-street cycle paths should generally be provided at roundabouts, except on single-lane

roundabouts on low-speed local roads. Low and high vehicle speeds on roads are defined in

7
Where off-street cycle paths are provided, at-grade crossings should be configured to be
shared between pedestrians and cyclists. Figure 3.29 shows a typical arrangement.
Figure ‎3.29 Shared At-grade Pedestrian and Cyclist Crossing Adjacent to Roundabout
In rural areas, uncontrolled pedestrian crossings may be appropriate where nonmotorized user
demand is low. At large roundabouts on high-speed roads, grade-separation for nonmotorized
users is the preferred solution. Low and high vehicle speeds on roads are defined in Clause
10.4 of Volume 1, Part 2, Planning, of this Manual.
For more detailed and further guidance on the providing for pedestrians, cyclists and other
nonmotorized users, refer to Volume 3, Part 19, Pedestrian and Bicycle, of this Manual.

7
References
AASHTO. A Policy on Geometric Design of Highways and Streets. 6th edition (the Green Book). American
Association of State Highway and Transportation Officials. Washington, DC, United States. 2011.
Department for Transport. “Segregated Left Turn Lanes and Subsidiary Deflection Islands at Roundabouts.”
Design Manual for Roads and Bridges. Volume 6, Section 3, Part 5. TD51/03. UK Highways Agency:
London, England. http://www.dft.gov.uk/ha/standards/dmrb/vol6/section3/td5103.pdf. November 2003.
Department for Transport. “Geometric Design of Roundabouts.” Design Manual for Roads and Bridges.
Volume 6, Section 2, Part 3. TD 16/07. UK Highways Agency: London, England. http://www.dft.gov.uk/ha/
standards/dmrb/vol6/section2/td1607.pdf. August 2007.
Department for Transport. Reducing Sign Clutter. Traffic Advisory Leaflet (TAL) 01/13. UK Highways
Agency: London, England. http://www.britishparking.co.uk/write/Documents/Library/info%20notes/DfT_
advice_leaflet_-_Reducing_sign_clutter_-_Jan_2013.pdf. January 2013.
Hall, R. D., and R. A. J. Surl. “Accidents at Four Arm Roundabouts and Dual Carriageway Intersections –
Some Preliminary Findings.” Traffic Engineering and Control. Vol. 22, Issue 6: pp. 339-344. 1981.
Illuminating Engineering Society of North America (IES). Design Guide for Roundabout Lighting. IES DG-
19-08. New York, New York, United States. 2008.
Kennedy, Janet V., R. D. Hall, and S. R. Barnard. Accidents at Urban Mini-Roundabouts. TRL Report 281.
Transportation Research Laboratory (TRL): Wokingham, Berkshire, England. 1998.
Kimber, R. M. The Traffic Capacity of Roundabouts. TRRL Laboratory Report No. LR942. Transport and
Road Research Laboratory: Berkshire, England. 1980.
Maycock, G., and R. D. Hall. Accidents at 4-Arm Roundabouts. TRL Report LR1120. Transportation Research
Laboratory (TRL): Wokingham, Berkshire, England. 1984.
Ministry of Municipality and Urban Planning (MMUP). Guidelines and Procedures for Transport Studies.
State of Qatar: Doha, Qatar. May 2011.
National Cooperative Highway Research Program (NCHRP). Roundabouts: An Informational Guide.

2nd Edition. Report 672. Transportation Research Board: Washington, DC, United States. 2010.

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QATAR HIGHWAY DESIGN MANNUAL | VOLUME 1

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VOLUME 1 | QATAR HIGHWAY DESIGN MANNUAL

Acronyms and Abbreviations................................................................................................... v

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3.2. Key Design Elements............................................................................................................................... 20

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Table ‎1.1. Roundabout Categories and Key Features..............................................................................................4

Figure ‎1.1. Roundabout Key Dimensions........................................................................................................................2

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Figure ‎3.12. Reverse Curves on Approach to Roundabouts....................................................................................34

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Acronyms and Abbreviations

a entry path radius

AADT Annual Average Daily Traffic

DMRB Design Manual for Roads and Bridges

ICD inscribed circle diameter

IES Illuminating Engineering Society of North America

kph kilometers per hour

l’ average effective flare length

LOS level of service

MME Ministry of Municipality and Environment

MMUP Ministry of Municipality and Urban Planning

QTCM Qatar Traffic Control Manual

r entry curb radius

TRL Transport Research Laboratory

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1.1 Definitions and Principles

1.1.2 Design Principles

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1.1.3 Roundabout Key Dimensions

Figure ‎1.1 Roundabout Key Dimensions

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1.2 Roundabout Categories

Table ‎1.1 Roundabout Categories and Key Features

Roundabout Lanes at Urban Rural

Local road only

Single-lane One lane Minor collector, Raised island with

Two lanes Boulevard, major

Grade- Two lanes Expressway, major

To be used only for retrofit on existing roundabouts.

Mini-roundabouts have reduced inscribed circle diameter in range of 18 m to 22 m and

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1.2.3 Single-lane Roundabouts

The maximum width of the circulatory roadway is 6 m. Single-lane roundabout have

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Figure ‎1.3 Single-lane Roundabout

1.2.4 Two-lane Roundabouts

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Figure ‎1.4 Two-lane Roundabout

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1.2.5 Grade-separated Roundabouts

Figure ‎1.5 Grade-separated Roundabout

Grade-separated roundabouts should be designed as two-lane roundabouts. The circulatory