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First Roundabout

Page history last edited by Frank Broen 10 years, 11 months ago

To: ROUNDABOUTS@LISTSERV.KSU.EDU

Subject: Having the right types of communicators educating/defending roundabouts

 

Referring to the attached link below....... This is what can occur when an agency has "excellent spokespersons" on roundabout operations, safety.  This is what we hope for in showcasing roundabouts in my opinion....a counterpoint to people who poke fun at roundabouts.

 

Dina is an Area Traffic Engineer in our Region and the push behind no fewer than 20 roundabouts in one three county Region on WSDOT roadways.   Big agencies need to identify their champions and have engineer's if possible be their communicators on this subject.  You will notice a skill set of being respectful but defending roundabouts in the video, a skill no doubt Dina honed during her various public input processes in getting actual roundabouts on the ground.

 

She, as well as others were also the beneficiaries of a dedicated "Communications" group at WSDOT that turn over these sorts of "on the ground" interviews to engineers who have the skill set to do this as well as early adopters on the consultant side (that did these interviews too) that were doing similar work on their specific projects within communities.....

 

http://www.king5.com/news/local/Navigating-the-notorious-NW-roundabouts-202620221.html

 

 

Brian Walsh

WSDOT


 

 

Date:    Fri, 12 Apr 2013 17:40:25 -0400

From:    "Kingsbury, Dwight" <Dwight.Kingsbury@DOT.STATE.FL.US>

Subject: Re: Having the right types of communicators educating/defending roundabouts

 

Knowledgeable and articulate champions prepared to speak on camera--and drive through a roundabout while doing so--are invaluable.

 

When roundabouts are discussed on news sites, the subject of public information on "how to navigate a roundabout" almost never comes up. A link or video may be posted somewhere on the page, but online commenters and members of the public interviewed in the news stories rarely give any indication they have viewed such information. No one ever mentions checking the state driver handbook.

 

Most unfamiliar drivers probably master the rules of roundabout navigation from observation and experience (importance of good design), with occasional feedback from other drivers or from occupants of their own vehicles. Champions such as the one in this news video reassure the public that the rules are actually quite simple, and not so different from the ones they are familiar with. In other words: you can do it.

 

Dwight Kingsbury

 


 

  1. Urbana (IL) now zero for four on roundabouts

 

----------------------------------------------------------------------

 

Date:    Sat, 26 Jan 2013 07:56:08 -0500

From:    TONY Redington <tonyrvt99@GMAIL.COM>

Subject: Re: Urbana (IL) now zero for four on roundabouts

 

Gary:

 

Am going through the same--but hopefully shorter fight--here in Burlington area.  My new local State Rep. is a roundabout supporter (and former bike/ped state transportation agency coordinator) and a bill will be introduced shortly in the new session to strengthen the State roundabout law and Incomplete Streets act by requiring, in effect, roundabouts and if a roundabout is not chosen by the state that the decision be reviewed by a multi-disciplinary project review committee in the agency with review of a document as to why the intersection investment was not feasible.  As the Rep. is former chair of the House Natural Resources Committee, he also inserted the reduction of gasoline use and lower greenhouse gases as part of the reason for the measure which will be heard by the Transportation Committees.

 

Meanwhile, our Burlington Walk Bike Council meeting on Thursday was presented my proposed resolution to be adopted as a general polcy position by this advisory panel (about 15 folks were there) and I hope to get it approved at the next meeting.  It calls for parameters of walk/bike crash reduction rates, reduced wait times, etc., which only a roundabout can achieve--and the only time "roundabout" shows up is the last sentence where it calls for any scoping or studies undertaken include as part of the process a designer/team with experience in evaluating or installing hundreds of "roundabouts."

 

Yes, there is a lot of education needed and getting political leadership in all places.  One step at a time!

 

                  Tony

 

On Fri, Jan 25, 2013 at 1:46 PM, Gary Cziko <gcziko@gmail.com> wrote:

> Tony,

> Thanks for your comments, words of encouragement and suggestions for

> promoting roundabouts in my community. While our local and regional

> planners and engineers are finally starting to see the value of

> roundabouts and we do now finally have roundabout guidelines for our

> MPO, the public is very ignorant and quite opposed to anything as

> radically different as a roundabout here at a major intersection.

> What I finally realized at the city council meeting where the fourth

> roundabout possibility was "indefinitely tabled" is that there has to

> be government leadership for a roundabout to happen. A clear majority

> of citizens is going to oppose any roundabout here and unless the

> mayor and city council is willing to make a very unpopular decision

> (which would probably become popular a year later), there will be no

> roundabouts here. I don't believe we have this kind of leadership

> here, especially not with municipal elections coming up this spring.

> I also now have a better appreciation of the leadership of the local

> governments in communities that took that first unpopular step.

> -- Gary

> On Tue, Jan 15, 2013 at 9:21 AM, TONY Redington <tonyrvt99@gmail.com> wrote:

>> Hi Gary:

>> 

>> It probably is easy for us who have had luck to see roundabouts

>> through in one or more of the communities where we have tried to say you will "win"

>> one at some point.  But the change does not occur without effort at

>> the local level--most Vermont roundabouts occurred as the result of

>> being placed in local plans, as the only choice in order for

>> commercial development to occur, or from policies/law favoring

>> roundabouts--in Vermont's case this all occurred in great part from

>> workshops by some of the leading practitioners from here and the U.K.

>> : (1) the Manchester Center pedestrian plan, 1995, led to three

>> roundabouts so far and four more mean 0 signals, seven

>> roundabouts--even better than Carmel, IN with 100 roundabouts, 1

>> signal; (2)  the first roundabout in Montpelier arose from a set of

>> almost theater of the absurd occurrences--a local thoroughfare where

>> the citizens wanted a traffic calmed street, a chance addition of

>> "traffic calming" training as a result in a three day bike/ped

>> training, Wallwork as the instructor, a crazy from the Vermont Agency

>> of Transportation Office of the Secretary (me) who believed the

>> product that Wallwork was promoting, and a Public Works Director who

>> to this day holds in the reason he facilitated the planning and then

>> funding of the first northeastern roundabout; (3) the Brattleboro

>> 2-laner following the group of town officials attending the Wallwork

>> presentation, a roundabout solving a halt to all development on their

>> commercial strip because of traffic which no signal could

>> accommmodate (Wallwork also designed the first Manchester Center

>> roundabout built, again, to meet traffic requirements and in this

>> case entirely privately funded (Wallwork inspired the Manchester 1995

>> plan for "all roundabouts all the time; (4) the second Montpelier

>> roundabout and the two just built in Manchester Center go back to

>> previously built roundabouts in those communities and many of the

>> same actors--add mini expert Clive Sawers and his first "North

>> American tour" in 1999 with a Vermont training getting credit for

>> that first VT mini which opened in Manchester Center last November;

>> (5) the first state legislated roundabouts must be considered at

>> dangerous intersections (1992) gets a lot of credit for the Barre

>> Town (built), Hyde Park (built) and the Burlington (to be the City's

>> first at a busy intersection, recently delayed to add undergrounding

>> utilities)--all built on the principle in the law that roundabouts

>> must be considered at high accident intersection locations; and (5) the wonderful collapse of $140 million major highway developments adjacent to Burlington and in Keene, NH because of the emergence of roundabout technology as a cheaper, safer, and better service alternative.

>> 

>> My suggestions:

>> 1.  Keep up the with the process--a product, roundabouts, will come.

>> 2.  Look into bringing some one day workshops by recognized leaders

>> (Lenters, Baranowski, McCulloch, Johnson, Crown, etc.).  Workshops

>> can be designed to include community leaders (legislators, public

>> works officials, transportation planners, engineers, civil

>> engineering professors, land use planners, community development,

>> bike/walk folks, etc.) Education is a powerful product.  I found that

>> one can fin co-sponsors to foot the basic bill of about $1,500-$2,000

>> for the cost on a non-profit basis--and that you can get workshop

>> costs down to $60-$75 so even citizens can afford to attend.

>> 3.  Take cues from Elizabeth Weatherford whose willingness to push

>> forward even when all seemed impossible--is an example of getting a

>> roundabout against all odds.

>> 4.  While my view of any "bureaucracy" is not very positive, it is

>> the regional construction state folks and local public works agency

>> along with whoever prioritizes federal expenditures in your area

>> which hold considerable influence--my sense is that Elizabeth did

>> find some quiet support from some quarters, the FHWA Division (?)

>> perhaps.  FHWA can supply brochures (we asked for some and they sent

>> a box of a couple thousand when

>> 200 was all we needed (we took the surplus to the FHWA Division

>> office who returned so out Bicycle Pedestrian Coalition would not

>> have to bear the postage back to DC).

>> 

>> I realize each local area presents a different challenge and each

>> project presents its own special challenges.  Keep up the good fight!

>> 

>>      Regards,

>> 

>>                Tony

>> On Tue, Jan 15, 2013 at 8:38 AM, Gary Cziko <gcziko@gmail.com> wrote:

>> 

>> > People,

>> >

>> > I knew that getting a community's first modern roundabout at a

>> > major intersection would be difficult, but I never imagined it

>> > would be *this*difficult (see here<

>> >

>> http://www.news-gazette.com/news/politics-and-government/2013-01-14/u

>> rbana-drops-roundabout-issue-race-windsor-intersection.html

>> > >

>> > ).

>> >

>> > Urbana (IL) has now considered four intersections for roundabouts

>> > and

>> none

>> > is going forward. The City of Urbana did approve a roundabout at

>> > the northern edge of the city (Lincoln Avenue and Olympian Drive)

>> > but that

>> was

>> > later sabotaged by the Champaign County Board.

>> >

>> > I suppose there are just some communities where fear of the unknown

>> > (at least among some influential people) is such that a modern

>> > roundabout may never happen, at least not within my remaining

>> > lifetime (I am 60). It can be tough to live in such a community

>> > knowing the safety, operations, sustainability and aesthetic benefits that modern roundabouts offer.

>> >

>> > -- Gary

>> >

>> > P.S. It's interesting to consider that my efforts to promote modern

>> > roundabouts have at least been partially responsible for

>> > roundabouts

>> having

>> > been considered at these four locations in Urbana. So I can take

>> > some "credit" that Urbana is now 0 for 4 on roundabouts instead of

>> > 0 for 0 (although I'm not sure that's much to be proud of!).

>> >

>> > P.P.S. It is somewhat ironic is that the chairman of the board of

>> > the retirement village on the corner of the intersection under

>> > study opposed the roundabout, even though he is the head of a local

>> > engineering firm

>> that

>> > designed and built Urbana's first and only modern roundabout within

>> > a housing development!


 

Date:    Tue, 2 Dec 2008 21:52:39 -0600

From:    Gary Cziko <g-cziko@ILLINOIS.EDU>

Subject: First and multi-lane roundabouts

Greetings:

I am new to the list and I am hoping it may serve as a useful resource for

promoting roundabouts in Illinois in general and in the community of

Champaign-Urbana in particular.

I am familiar with the two main studies that have found roundabouts in the

U.S. to be much safer than signalized intersections. I am also familiar with

the recommendation in the 2000 FHWA roundabout manual that a community use a

single-lane roundabout as its first roundabout.

But is there any evidence that a first, multi-lane roundabout is less safe

than first, single-lane roundabouts? Or, which is actually more relevant,

any evidence that first, multi-lane roundabouts are less safe than the

signalized intersections they replace?

If the first, multi-lane roundabouts have proven safer than the signalized

intersection they replace, then I don't see why a community should be

reluctant to go with a multi-lane roundabout as its first if the opportunity

arises.

-- Gary Cziko

Gary Cziko

Professor Emeritus

University of Illinois at Urbana-Champaign

Initiating member,

Transition Ilinois <http://transitionillinois.ning.com/>

Transition Champaign County

<http://transitionillinois.ning.com/group/champaigncounty>

Secretary,

ChampaignCountyBikes.org

Member,

Urbana Bicycle & Pedestrian Advisory Commission

"Anyone who believes exponential growth can go on forever in a finite world

is either a madman or an economist" - Kenneth Boulding (economist)

------------------------------

Date:    Wed, 3 Dec 2008 16:40:15 +1100

From:    Andrew O'Brien <andrew@OBRIENTRAFFIC.COM>

Subject: Re: First and multi-lane roundabouts

 

Melbourne's first arterial rbt, if my memory is correct was Spencer St/Riverside Drive on the southern end of Spencer St bridge over the Yarra (100m from the site of the ITE 2005 AM).  This was a 3-lane rbt to replace an unsignailsed intersection that was under police control 14 hours per day with about 60,000 vpd entering.  It has since been removed, when Riverside Drive was closed and the southbank redeveloped.  Incidentally, it was on a major tram route, with the trams running straight thru the central island.  It's success was such that the skeptical police that turned up as usual on opening day left by half was through the AM peak never to return.

Probably the defining moment in acceptance of rbts in Australia

Andy


 

From:    John Burnside <roundabouts@SUNSET.NET>

Subject: Re: First and multi-lane roundabouts

The first modern roundabouts (two) in the US were three-laners 

designed by Leif Ourston and constructed in Summerlin, NW of Las Vegas 

(1991?).  When the locals got used to them they drove them too fast, 

so more recently the local authorities installed "banana" islands to 

cause all #3 lanes to be right-turn-only, thus adding another 12 feet 

or so of lateral deflection to the remaining two lanes.  The locals 

also built two more so there are now four in a row on the major road.  

A heck of a start!

Gary, multi-lane roundabouts are less safe than single-lane 

roundabouts, and you can't get away from that because they are more 

complicated--but still a lot safer than signals.  If your first 

location demands a multilane roundabout, then build it!  But make sure 

it is well designed, with plenty of peer review.  Be willing to spend 

enough time and money on education and outreach, starting with 

increasing your personal knowledge and that of local officials.  Good 

luck!


 

From:    "Thieken, Steve" <sthieken@BURNIP.COM>

I agree that there is no reason not to pursue a multi-lane rbt first if the right opportunity presents itself. When the FHWA guide was written there were very few U.S. roundabouts in existence.  Now that there are so many successful examples in the U.S. and some U.S. research to back up the claims of safety, I think the situation has changed quite a bit. Taking local officials on a field trip to see some operating (well designed) multi-lane rbts in action can go a long way to calming fears about rbts.

The City of Dublin Ohio put in a multi-lane roundabout as its first true roundabout. It worked great, and now they have no problem getting City Council and the (most of) public to accept a roundabout solution at any intersection.

If a City starts with a single-lane roundabout, they may have two fights on their hands. The first to get the first single lane approved and then a second to get the first multi-lane approved.

Ultimately, the local situation and political climate will have to be considered.

Which ever way a community goes it is critical that the first one or two rbts (all roundabouts really) be carefully designed and heavily promoted using the media in a positive way if possible.

Good luck,

Steve

Steve Thieken, PE, PTOE


 

I would like to suggest that the rbt on Nepean Highway?Beach Road, in 

Mordialloc, a three lane rbt, was the first in Melbourne with the 

Spencer Street three lane rbt a close second.  The reason that rbt was 

installed was that a signalized intersection would not work and the 

police were getting sick controlling the traffic because of the fumes 

back in the early 70's. The reason I was given to try a rbt there was 

to save the police from the vehicle fumes.  It did have some crashes. 

There were lane change crashes, some rear end crashes but no crashes 

involving light rail that went though the middle every minute or so 

even though there were no signs or markings to provide protection to 

the light rail. The ADT on Spencer Street was about 42,000 and about 

35,000 on Riverside Avenue so we really had no choice.

I designed the Spencer St rbt as an el cheapo rbt to see if it would 

work so we only spent about $5,000 building it as a temporary rbt with 

spiked down curb and some pavement markings. It worked so well it 

stayed as a temporary rbt for more than 20 years until Riverside Ave 

was closed. The Nepean Highway rbt, which I also helped to design, was 

the first in Australia and is still there 32 years after it was built.

Michael Wallwork, P.E.

Alternate Street Design, P.A.

(904) 269-1851


 

From:    "Kurylko, Robert" <Robert.Kurylko@STANTEC.COM>

The first Roundabout in Waterloo Ontario was a two lane facility. They

have several more in place now, and a good website.

Here's the City of Waterloo roundabout webpage:

http://www.region.waterloo.on.ca/roundabouts

And the Region of Waterloo roundabout webpage (under construction):

http://www.region.waterloo.on.ca/web/region.nsf/roundabouts_how_to_use2.html

Robert Kurylko, P.Eng

Senior Transportation Engineer

www.stantec.com


Subject: Re: First and multi-lane roundabouts

Our first two Modern Roundabouts in Loveland, Colorado were multi-lane roundabouts (2 laners) designed by Ourston and Doctors.  They were opened in August of 1998 and have had very good safety records from the beginning.  Mark Johnson and I presented a paper that included review of them at the TRB Roundabout Conference in Vail.

Respectfully submitted,

Bill Hange

City Traffic Engineer

City of Loveland


From:    "tonyrvt@aceweb.com" <tonyrvt@ACEWEB.COM>

Subject: Re: First and multi-lane roundabouts--Wrong Question

The roundabout fundamentally--regardless of number of lanes--results in major safety and other performance gains regardless of lanes,

pedestrian volumes, vehicle volumes or any other factor--period.    Discussion of whether the first community roundabout be a 1, 2, 3 or

more lane gets into whether Ben and Jerry's vanilla bests Hagan Daz.   Roundabouts get installed to solve a problem or a particular

investment priority (such as, benefit cost, priority, etc., when converting a corridor or area from signals to roundabouts). 

The Colorado "Valley of Roundabouts" (Vail and Avon) were  built in the mid to late nineties were all multi-laners in response to the aversion

of the communities from ever having a signal of any kind (how enlightened!) and the high volumes of winter ski traffic.  Brattleboro (VT) who

after studying all signal upgrades chose a two-lane roundabout as its first roundabout for reducing congestion--five year injury data before

and after showed a reduction of 98%, 54 folks carted off to the hospital before and one to the funeral home "before," and one "after" in

roundabout configuration.  Nearby Keene (NH) chose a two laner as the first Bypass signal conversion, an intersection with the highest traffic

volumes (about 58,000 entering vehicles daily), its second roundabout in the City and at the same time pliunked down $3 million-plus of

taxpayer money for a downtown two-laner adjacent to the state college and post office in great part to reduce delay which on one leg is

calculated to be a reduction of six minutes to six seconds at peak. 

It is true that once an area reaches a certain threshold (a research project) each roundabout added results in 0 increase in ped injuries as

there is an apparent safety benefit shared by other roundabouts when another roundabout is added to the mix,  The roundabout solves a

local intersection/corridor/area problem.  Single/multi chicken/egg?  Community choice!


The first roundabout in Utah, a 2-laner, opened in 1995 replacing a

stop controlled intersection at the main entry to the University in Orem

City next to a freeway interchange. The two cities near the roundabout

have since only allowed single lane roundabouts as their mayors doubt

2-lane roundabouts are safe. There are about 16 total in the two

cities.

When the two-lane roundabout was proposed it was very controversial and

we brought in Peter Doctors to review it and meet with the locals to

make some minor changes that were very helpful. I admit that I was

skeptical myself before it opened to traffic that it would work so close

to an existing traffic signal and interchange. The consultant team

created a simulation on Corsim that saved the day with the public

meetings.

 

Bill Baranowski, P.E.

RoundaboutsUSA

bbbara@msn.com


Gary and all: Ken Todd sent me a link to an article he wrote that

answers a lot of the questions gary brings up about safe roundabouts vs

signals, and other benefits of roundabouts, etc. It is very worthwhile

reading.  Gene

>From Ken Todd: I had an article published four years ago from which you

may perhaps get a few sentences to help lobby the president. [this is

in reference to the "advise the president"link I sent] Its message was

that it not the job of the highway profession to endanger the public

and create artificial traffic congestion.

 The editor made me cut down the article to half of its original length

and take out all references.

See www.cato.org/pubs/regulation/regv27n3/v27n3-brieflynoted.pdf

KT


All:

First I want to thank all those (too numerous to remember or mention) that provided such useful information about communities that have installed multilane roundabouts as their first roundabout. I have already used this information in my presentation to the Champaign-Urbana Urbanized Transportation Study (CUUATS) technical committee to make a case for roundabouts in the roundabout desert of Champaign-Urbana (see http://gcziko20081203.notlong.com). This mailing list is turning out to be a fantastic resource for me.

I would like to now see if I can get some free professional advice about an intersection in Champaign that is due to be "upgraded." It is at First Street and Windsor Avenue and can be clearly seen using the "Bird's eye"

view of maps.live.com

here<http://maps.live.com/#JnE9eXAud2luZHNvcityb2FkK2FuZCtmaXJzdCthdmVudWUlM

mMrY2hhbXBhaWduK2lsJTdlc3N0LjAlN2VwZy4xJmJiPTQwLjA4Mzk1MTQ5NzM0NDUlN2UtODguM

jM3NTY3Mjc3NDA3MSU3ZTQwLjA4MjY4NTI5NTM3MjYlN2UtODguMjM5MzA0ODg2MzMwNg==>

from New York City) intersections in Champaign-Urbana with First Street going north as a major route for commuters driving into Champaign and the University of Illinois campus from west, south and east of the city. For example, during the morning "rush hour," it may take cars heading north on First St. three or four light cycles to get across Windsor Road.

The plan in the works consists of two parts. Part A consists of widening the north leg (First St.) from two to four lanes with right and left turn lanes (you will see that First St. is already four lanes further north). Part B (for which there is not yet funding) is to eventually "improve" the rest of the intersection to what is shown in the attached photo (sorry for the poor quality, but I think you can get the idea).  Double left-turn lanes mean a pedestrian has to cross seven lanes of traffic to get across the east leg!

I have my suspicions that converting this into a 2 x 4 roundabout (without widening First St. north of Windsor) might not be more (or much more) expensive than Part A (no road widening needed) and would totally eliminate the need for Part B. Not to mention all the operation, environmental, operation cost and safety benefits. I suppose it would look something like the attached MUTCD figure (rotated 90 degrees).

I would very much appreciate any comments and/or suggestions that any roundabout pros could provide. I am just an old, retired educational psychology professor trying to make my community's road system more environmentally friendly, less expensive to maintain, and, of course, safer for all users.

--

Gary Cziko


Yes, the Holiday Elf believes in consultants!  For a few thousand dollars (emphasis on FEW), a reputable (read just about any experienced outfit which utilizes this listserv--suggest you all contact this gentleman).  With traffic volumes mentioned and sensitive location there likely is a funding source(s) for the bulk of the study--sources might include a mix of local planing, regional planning, Sierra Club, air quality, etc. 

A pre-feasibility meeting with one or more consultants can include a walk around with key local folks.  This study can be done with or without an RFP depending on funding source and amount allocated.  Like any policy/planing process it should be open, transparent and citizen committee guided/driven.

As a practical mater no intersection investment should be undertaken without full and fair investigation of the roundabout option (note the stop light consideration for the time being is optional.)  Note the roundabouts only policy of NY State DOT, roundabout preference at Virginia DOT, roundabout/signal option analysis procedure of Maryland State Highway Administration, and recent Rhode Island DOT informal roundabout preference policy.

Good luck!  


This is most definitely a roundabout site. But  first you must do all the testing of the demand flows to see that you provide  sufficient capacity. My instinct is that you need a two lane roundabout with  two-lane entry all round.

Lower side-road demand does not mean you will get away  with one lane entries.

There is usually more traffic to which they must yield so  additional lanes are needed for that reason; only the testing will show you the  correct answer.

Otherwise your proposed layout is about right - find one  with two lanes all round.

Clive Sawers MA MICE CEng

Traffic  Engineering Consultant

www.mini-roundabout.com 


Subject: Keene, NH roundabout--The August View

PS  The letter below outlines the status as of late August and was written after talking to the NHDOT project engineer,

Note my sense that central island landscaping needs extension to the approaches, particularly the main trunk line NH 101, to constrain "race

to entry" behavior.  Again, we really do not know the nature of the early crashes that did occur, which can only be determined by careful

review of the individual crash reports. 

As a final note, the Keene situation reflects a typical refusal by state and local jurisdictions to retain competent designers who have no

connection to contractors/building agencies so that unbiased counsel can be added to the process.  Sort of like building a new skyscraper

and accepting the building without a final inspection.    

TONY REDINGTON

3015 Sherbrooke West

Montreal, QUE

Canada H3Z 1A1

514-932-4864 TonyRVT@aceweb.com

August 20, 2008

Editor

Keene Sentinel

60 West Street

Keene, NH 03431

Dear Editor:

As Keene's two new roundabouts reach first birthdays, the Main Street Roundabout seems to meet expectations while the Keene Bypass

Roundabout experiences too many accidents.

At both roundabouts user delay dropped to just seconds from previous peak delays mostly measured in minutes.

Regular users of one of the new roundies pocket $2-3 each year in gas savings. The two roundabouts easily cut gas consumption by over

100,000 gallons yearly along with associated pollutants including CO2 global warming gas.

Certainly fair to criticize the Bypass Roundabout crash record, even though the crashes in the first six months halved in the last six months,

a trend which may be continuing. Admitted lack of public information efforts initially, since remedied, does not alone explain the accidents.

The Brattleboro roundabout (half the Bypass Roundabout traffic) with a similar lack of initial public outreach experienced only one injury (not

serious) in its first five years of operation. The built roundabout design including landscaping and lighting probably accounts for the bulk of

the problem.

The City and State agree on one immediate step, landscaping the central island so approaching drivers recognize the barrier straight

ahead--my major concern observing the roundabout last August. Lack of central island visual definition may well contribute to the two

dominant accident causes identified by Keene police--failure-to-yield at entry, and "improper left turns" (left turns begun in the outside

lane).

The long sight lines along NH 101 approaches, also curable by landscaping, may also contribute as some drivers attempt to beat others to

enter the roundabout ("race to entry").

Less than a reportable accident a month occurs at the Brattleboro roundabout with an injury a rarity. This rate does appear realistic for the

Bypass roundabout.

Most important for the City, the lessons learned mean future safe and efficiently designed roundabouts from day one.

Yours truly,

Tony Redington


 

*Roundabout Intervention* *Officials aim to chart a safer course*  

*PHILLIP BANTZ* Sentinel Staff  

*Tuesday, February 12, 2008*  

*Westbound traffic enters the Route 101-Winchester Street roundabout on Monday evening. State and city officials are discussing ways to improve the roundabouts spotty safety record. The roundabout opened five months ago, but already 46 accidents have been reported there, nine resulting in injuries. MICHAEL MOORE / Sentinel Staff*  

Spurred by an alarming number of crashes, state transportation officials may lower the speed limit and alter traffic signs at a controversial Keene roundabout.  

The state-built Route 101-Winchester Street roundabout replaced a dangerous four-way intersection last year.  

But 46 crashes with nine injuries in five months have state and city officials scrambling to create a more driver-friendly intersection.  

On Monday afternoon, city police, fire and planning officials sat down with staffers from the N.H. Department of Transportation at Keene City Hall for a brainstorming session dedicated to improving the roundabout.  

  During the hour-long discussion, officials said traffic congestion is preventing first responders from reaching accident victims in a timely manner, and that crashes are being caused by speed, drivers failing to yield and turn arrows painted on the pavement.  

Painted on the east and westbound inside turn lanes approaching the roundabout, there are arrows that indicate drivers can either head straight across the intersection or make a left turn onto Winchester Street. These arrows are meant to direct drivers into the appropriate lanes before they enter the roundabout.  

If turning left, drivers should stay in the left lane. Drivers can go straight from either the left or right lane. If turning right, drivers should use the slip lane just before the roundabout.  

Head-on collisions have occurred after baffled drivers misinterpreted the arrows and made a premature left turn into oncoming traffic in the circle, Keene Police Chief Arthur Walker said.  

"These road markings seem to be not understood by the general public," he said. "It seems to be a problem."  

The arrows and other traffic markings on the pavement are giving drivers a "false sense of security" as they approach and enter the intersection, Walker said.  

He said most of the crashes in the roundabout actually involve locals, and are often sideswipes caused by a failure to yield to traffic already in the roundabout.  

Keene Public Works Director Kurt D. Blomquist said the painted arrows "somehow give a person the feeling that they have some type of right-of-way when they don't."  

*Desperate measures; response plan needed*  

When accidents occur at the roundabout, firefighters, police officers and paramedics have a tough time fighting through traffic to reach the injured, Keene Fire Chief Gary P. Lamoureux said.  

A tractor-trailer truck recently crashed into a van and car at the roundabout, injuring two people. Firefighters rushing to the scene were forced to drive on the sidewalks because the southbound lanes of Winchester Street were blocked with traffic.  

And a fire engine actually had to head north up the wrong, but less congested lane of Winchester Street to reach the accident, Lamoureux said.  

Keene Mayor Philip Dale Pregent said alleviating the impenetrable congestion after a crash at the roundabout "has got to be very high on the priority list."  

The fire department is working to develop a plan to deal with traffic accidents at the circle, Lamoureux said, and will be conferring with state transportation officials to improve response times.  

*Dropping the speed, pavement markings*  

Speeding is another big problem at the roundabout, officials said repeatedly during the discussion.  

The speed limit drops from 40 mph to 20 mph as vehicles in two lanes approach the roundabout from the east or west, but drivers are sometimes hitting the intersection at more than 50 mph.  

"The main thing I hear almost everyday (about the intersection) is the speed," Pregent said. "People are driving too fast."  

State transportation staffers said they will consider conducting a speed study along the east and west approaches to the roundabout, and, depending on the results, may lower the speed limit.  

Drivers tend to approach the roundabout from Winchester Street at a slower speed because the lanes are narrower and the traffic is often heavier, so a speed study will not be necessary for that road, said Robert Landry Jr., state transportation project manager.  

In addition to the east-to-west speed study, Landry requested reports on every traffic crash at the roundabout from the Keene Police Department.  

The crash data will be analyzed along with the speed study results before the state decides to alter the roundabout or leave it alone.  

Landry indicated at the meeting that traffic markings on the pavement will likely be eliminated in the spring for at least a trial period.  

"Based on the comments we're hearing today, I think it (removing the painted arrows) is the right thing to do," Landry said.  

You won't find painted traffic markings on the city-built roundabouts and traffic circles on Court Street, Main and Marlboro and Winchester Streets, and Central Square, according to Blomquist.  

With fewer distractions, he said, drivers can focus on posted traffic signs and are less likely to crash.  

"There are no markings on Central Square and it's the safest intersection in the city," Blomquist said. "It forces people to look at the signs, not the pavement, and it puts responsibility on the driver."  

*Eyes on the road isfirst rule of roundabouts*  

There's no easy solution for dealing with distracted drivers.  

People talking on their cell phones, text messaging or fiddling with their stereos while driving are contributing to the high accident rate at the roundabout, Blomquist said.  

Keene police officers have tried increasing their presence at the intersection, but the effort put a strain on manpower and was not particularly effective, according to Walker, the police chief.  

The operations required multiple officers, one to spot violators and others to be staged at the four roundabout exits waiting to pull drivers over.  

"You can't pull people over in the roundabout," Walker said. "The whole thing just doesn't work very well."  

Older drivers can also be counted among the many factors tied to the crash rate, according to Mayor Pregent.  

These "conservative" drivers become confused when confronted with unfamiliar or aggressive traffic scenarios, such as the two-lane roundabout, he said.  

According to state transportation statistics, nearly 60,000 vehicles cross through the Route 101 roundabout every day.  

"The older people are afraid," said Pregent, 70. "They don't know what to do."  

*Learning to drive, again; video, fliers considered*  

>From instructional fliers to simulated driving videos, state and local officials are looking to teach people how to drive one of the widest roundabouts in New Hampshire.  

During the meeting, Keene police Lt. Richard R. Richards proposed that residents be required to watch a video on two-lane roundabouts when they renew or apply for a driver's license.  

The suggestion met with a favorable response, as did a proposal to air a similar video on Cheshire TV.  

The state transportation department is also working on brochures or fliers with diagrams that explain proper roundabout driving techniques.  

And explanatory traffic signs that were removed from the roundabout a few weeks after it opened may be reinstalled.  

"We need to address this problem," said Landry, the state project manager. "We need to figure something out."  

Phillip Bantz can be reached at 352-1234, extension 1409, or pbantz@keenesentinel.com. <pbantz@keenesentinel.com.

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