Roundabout Design

Reference Guide

Roadway Design Division

Website: [Link]/tdot/roadway-design/[Link]

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Table Of Contents
Part 1 - Roundabout Design Process ......................................................................................... 3
Part 2 - General Roundabout Design Considerations ................................................................. 5
2.01 - Design and Control Vehicle Selection for Roundabouts ................................................ 5
2.02 - Horizontal Alignment Considerations for Roundabouts ................................................. 6
2.03 - Vertical (Profile) Grade Considerations for Roundabouts.............................................10
2.04 - Right-of-Way Requirements for Roundabouts .............................................................10
2.05 - Considerations for High-Speed Approaches and Rural Locations for Roundabouts ....10
2.06 - Grading and Drainage Considerations for Roundabouts ..............................................11
Part 3 - Geometric Design Elements for Roundabouts ..............................................................13
3.01 - Introduction .................................................................................................................13
3.02 - Inscribed Circle Diameter (ICD) ...................................................................................13
3.03 - Circulatory Roadway Width .........................................................................................13
3.04 - Spirals .........................................................................................................................13
3.05 - Entry Deflection ...........................................................................................................14
3.06 - Entry Width..................................................................................................................15
3.07- Entry Radius .................................................................................................................15
3.08 - Exit Width ....................................................................................................................16
3.09 - Exit Radius ..................................................................................................................16
3.10 - Right-Turn Bypass Lane (Slip Lane) ............................................................................16
3.11 - Truck Apron .................................................................................................................18
Part 4 - Roundabout Design Check process .............................................................................20
4.01 - Introduction .................................................................................................................20
4.02 - Fastest Path Design Check .........................................................................................20
Step 1: Construct Fastest Path Splines ..............................................................................23
Step 2: Identify Critical Radii ..............................................................................................23
Step 3: Calculate Base Speeds..........................................................................................24
Step 4: Determine Practical Speeds...................................................................................25
Step 5: Assess Speed Consistency and Compare to Recommended Speed Ranges ........26
4.03 - Phi Angle Design Check ..............................................................................................27
4.04 - Path Overlap Design Check ........................................................................................27
4.05 - Truck Turning Movements Design Check ....................................................................29
4.06 - Stopping and Intersection Sight Distance Design Check .............................................29
 Part 1 - Roundabout Design Process
The control type for a given intersection should be chosen based on an Intersection &
Interchange Evaluation (IIE) screening process as outlined in the Highway System Access
Manual (TDOT, 2021) or another form of feasibility study. Should a roundabout be selected, this
process should also identify whether a mini, single-lane, or multi-lane roundabout is most
appropriate for the site and the specific lane configuration for the intersection. Given the detailed
grading, paving, and curb work that is required for a roundabout, the Designer (planner) should
consider the future capacity needs of the roundabout and consider provisions for appropriate
expansion.
Once the roundabout capacity and number of lane need is finalized, the design process
can begin. The design process should be considered an iterative process, involving design checks
and review points which may trigger revisions to earlier steps in the process. There may be
several acceptable designs for a given location that will meet the desired performance however,
this is rarely achieved on the first design iteration. Because of this, it is advisable that the Designer
prepare the preliminary layout drawings to a “sketch” level of detail. Design components are
interrelated and changing one affects others, so it is important that the Designer evaluate the
performance of the entire intersection design as changes are made to ensure that the individual
components are compatible. If a change is made to one component of a roundabout design, such
as the Inscribed Circle Diameter (ICD) size, angle of approaches, or lane width, the Designer
must verify that other components of the roundabout will still meet the design criteria.
The flow chart in Figure 1-1 provides the general procedure and steps for designing a
typical roundabout:

• Prepare a preliminary layout to a “sketch” level of detail; validate that the initial
planimetric roundabout design satisfies all design checks (Part 4).
• After successfully passing the initial design review, the roundabout layout can then
be finalized, including detailed alignments, profiles, and drainage elements.
• This finalized roundabout layout should undergo another round of the same
design checks to confirm that they are still satisfied, after which point the non-
geometric design elements such as lighting, and landscaping can be added and
sight distance must be checked one final time.
• The roundabout design is then ready for a final design review.

Should the roundabout at any point fail to pass the design checks or either review, the
Designer must revise the design and repeat the review steps as appropriate.
 Roundabout requires design information for IIE Stage 2 Screening
OR has been selected for use at intersection based on feasibility study

Preliminary Layout of Geometric Design Elements:

Inscribed Circle Diameter, Circulatory Roadway Width, Entry and Exit Width,
Deflection and Radius, Central and Splitter Islands

Select
Check Design Checks
Design
Vehicle Fastest Check Check Path
Path Phi Angle Overlap
(Multi-Lane Check
Only) Turning Check Sight
Movements Distance

Does the Planimetric Roundabout Design satisfy all the Design Checks?
YES NO
Passes initial Design Review: Planimetric Roundabout Design
YES NO
Finalize
Horizontal Finalize
Alignment and Drainage
Vertical
Roundabout Check ADA
Alignment Design
Geometry Compliance

Does the Roundabout still satisfy all the Design Checks?

YES NO
Signing and
Pavement
Lighting Check
Marking Landscaping
Sight
Distance

Design Review: Final Roundabout Design

Figure 1-1
Typical Roundabout Design Procedure
 Part 2 - General Roundabout Design Considerations
2.01 - Design and Control Vehicle Selection for Roundabouts
The size of vehicle to accommodate at a roundabout should be based on the type of
roadway, volume and type of vehicles expected, and the intersection location. There are two types
of vehicles that are important to accommodate in the design of a roundabout:
The design vehicle is the largest vehicle that is expected to use the intersection regularly
and should be accommodated completely within the circulating lanes. With the
exception of mini-roundabouts, all roundabouts should be designed to accommodate
the design vehicle within the traveled way, without overtracking onto any truck apron
and while maintaining separation between the truck and the face of curb. Both
AASHTO WB-40 trucks and BUS-45 motorcoaches should typically be used as
the design vehicle. Roundabouts should also be able to accommodate smaller
vehicles within the traveled way such as single-unit trucks and all classes of school
buses, transit buses, and emergency vehicles serving the surrounding area, including
articulated buses where used by local transit authorities.

The control vehicle is the largest vehicle that the intersection must be able to
accommodate, albeit on an infrequent basis, and as such may be accommodated by
using both the circulating lanes and any provided truck aprons to traverse the
roundabout. For the purpose of most designs, the AASHTO WB-67 vehicle should
be used as the control vehicle for designing roundabouts, especially those located
on the state highway system, including movements between state routes and at
freeway or other controlled-access facility ramp terminals. A WB-67 control vehicle may
also be appropriate in areas where a high percentage of truck traffic is expected, such
as intersections on routes accessing industrial sites that are not the intersection of two
state routes. The Designer should consider if a larger control vehicle is appropriate due
to oversized trucks or other specialty vehicles serving nearby land uses. In situations
that do not meet the above criteria, such as for roundabouts on local streets or in areas
away from freeways or designated truck routes, a WB-50 or smaller control vehicle may
be appropriate based on local conditions, approval of design waiver request will be
needed.

Under no circumstances shall a design or control vehicle need to track across sidewalk or
shared-use path facilities to traverse a roundabout.
The Designer should be aware that for multi-lane roundabouts, large trucks rarely track
within the circulatory lanes marked on the pavement and may utilize both lanes, or possibly both
lanes and the truck apron, while attempting to navigate through the intersection. The degree to
which control vehicles are accommodated at multi-lane roundabouts can be categorized in one
of the following cases:
Case 1: Trucks encroach into adjacent lane and/or truck apron as they both enter and
circulate the roundabout. This should be considered only when trucks will not frequently
use the intersection.
 Case 2: Approach lane widths are wide enough to accommodate trucks in-lane as they
enter the roundabout, but trucks may encroach into adjacent lanes while circulating.
This should be considered where moderate truck volumes are expected in order to
minimize the risk of side-swipe collisions along the approaches.

Case 2B: A more accommodating form of Case 2, where trucks may encroach into the
adjacent circulating lane but adequate width remains within the adjacent circulating
lane for a typical passenger vehicle to circulate next to the truck, totaling approximately
8-10 feet of residual space. This should be considered in situations where there is
expected to be a more balanced mix of truck and passenger vehicle traffic and higher
volumes, such as at a ramp terminal.
Case 3: Trucks accommodated in-lane as they traverse the entire roundabout. This should
be considered when heavy volumes of both trucks and passenger vehicles are
expected.
A roundabout should be designed according to the case best suited to the volume of truck
traffic and the balance between trucks and passenger vehicles expected at the intersection, as
each successive case provides greater separation between truck traffic and other vehicles but
requires a correspondingly larger intersection footprint. The level of truck accommodations should
be determined in conjunction with the Regional Traffic office prior to commencing preliminary
layout of geometric elements.
In general, Designers should consider using a Case 2 or Case 2B design rather than Case
1 when the roundabout is expected to service 120 trucks per hour per approach or more. Below
this threshold, the Designer should consider using a Case 1 design, particularly in urban areas
where the smaller circle and tighter radii of a Case 1 design are desirable for pedestrian safety.
A Case 3 design requires the largest roundabout footprint but should only be considered where
warranted by heavy truck and passenger vehicle volumes.

2.02 - Horizontal Alignment Considerations for Roundabouts

It is preferred that approaching roadway centerlines should be offset left of the center of
the roundabout. An offset left layout allows entry lanes to include more horizontal deflection and
speed control, as shown in Figure 2 and detailed further in Section 3.05. The Designer should
attempt to achieve this configuration on most projects. Where this is not possible at an approach,
the Designer may allow the approach centerline to pass near the center of the proposed circle, at
close to a 90-degree angle when projected across the intersection, although in this situation the
entry radius must be carefully chosen to provide adequate speed control within the roundabout.
It is not recommended that any approach leg to a roundabout be offset to the right of the
circle’s center. A right offset layout will result in the alignment entering at a greater tangential
angle and may lead to higher entry speeds, greater potential for vehicle rollover, and increased
pedestrian conflicts.
Designing roundabout approaches with an offset left layout may require an iterative
process. Figure 2 shows the conceptual steps in establishing proper entry offset:
1. Select desired Inscribed Circle Diameter (ICD, see Section 3.02) and place on
intersection to create an initial circle layout. Note that the ICD does not need to be
 centered on the intersection and can be shifted to account for right-of-way or other site
constraints, as noted in RDG Chapter 2, Section 1005.01.
2. Offset the ICD to create circulating lane(s) (see Section 3.03) and add large exiting
radii for all approaches (see Section 3.07).
3. Offset the exit lanes to create preliminary linework for the splitter island and entry
lanes. In this way, a large exiting radius creates space that allows the entering lanes
to be “pulled” to the left to create entry deflection.
4. Complete the entry lanes by constructing an entry radius that is tangent to the offset
lines from Step 3 and the circulating lanes.

Figure 1
Desired Entry Offset and Exit Alignment Roundabout Design Process
 Where feasible, the Designer should attempt to equally space entries into the circulatory
roadway. At multi-lane roundabouts with a large separation between adjacent legs, the lane
configuration must be carefully chosen to avoid conflicts between circulating traffic and exiting
traffic, as shown in Figure 2. For new facilities, adjustments to the approaches in advance of the
roundabout may be required. For urban roundabouts, the ability to provide equally spaced entries
may not always be possible, especially when existing intersecting roadways are skewed from the
mainline. When considering adjustment to approaches, the proposed right-of-way cost should be
factored into the final design decision.
 “Weaving” Condition: Exit-Circulating Path Conflict
Caused by Large Separation Between Legs

"Crossing” Condition:
Realigned Approach Resolves Exit-Circulating Conflict

Figure 2
Example of Vehicle Exit-Circulating Path Conflict and Desirable Path Alignment
Adapted from: Roundabouts: An Informational Guide, Second Edition (NCHRP, 2010)
2.03 - Vertical (Profile) Grade Considerations for Roundabouts
An important factor when determining the optimum location of a roundabout is the
longitudinal (profile) grade passing through the intersection. A relatively flat area with minor grade
changes needed for drainage is preferred. The longitudinal grade through a roundabout should
be limited to a maximum of 4 percent, though flatter longitudinal grades are preferred. Longitudinal
grades in excess of 4 percent are not desirable due to the increased potential for load shifting
within semi-trailers traversing the intersection, especially on the down-slope side of the central
island, which can result in overturning of the vehicle.
Where a longitudinal grade cannot be designed less than 4 percent, the Designer should
consider benching the roundabout into a localized flat area and steepening the roadway
approaches to the intersection. The design should accommodate for the steeper approach grades
by providing adequate braking distance.
Large differences in grades through and around a roundabout can create sight distance
problems; refer to the sight distance design criteria in Section 4.06.

2.04 - Right-of-Way Requirements for Roundabouts

Right-of-way may be a determining factor when locating a roundabout. As compared to a
traffic signal or a stop-controlled intersection, roundabouts usually require more right-of-way
closer to the intersection and less right-of-way further away. Roundabouts designed in tight urban
areas where building and/or right-of-way corners are close to the intersection may require
additional right-of-way so that required sight distances are achieved. Additional right-of-way may
also be required to alleviate skewed entries, accommodate multi-lane roundabouts, or provide for
right-turn bypass lanes.
Designers should take advantage of the fact that a roundabout’s center point does not
need to coincide with the point of intersection of the two roadways. As discussed in RDG Chapter
2-1005.01, shifting the center point can lessen the right-of-way impacts at one or more
intersection quadrants.
The Designer may consider designing the roundabout to the future condition with
provisions for expanding the initial roundabout included in the design. Expansion should normally
be inward, so the Designer should provide an adequately sized inscribed circle diameter and
splitter islands if future expansion is expected.

2.05 - Considerations for High-Speed Approaches and Rural

Locations for Roundabouts
High speed approaches and rural roundabout locations require additional attention
because of the need for speed reduction of the approaching vehicles. Any approach to a
roundabout with a posted speed of 45 mph or greater should be considered a high-speed
approach, even if the project site is located in an urbanizing area. At these locations, drivers may
not be anticipating an intersection or any other type of speed interruption. Drivers should be able
to discern the impending intersection configuration and react to changing operational needs.
Providing fundamental features such as an extended splitter island, entry deflection, signage, and
lighting are important design parameters for roundabouts with high-speed approaches.
At high-speed approaches or rural locations, the Designer should consider additional
speed reducing design elements such as the following:
Provide signage warning of the roundabout or ensure that the roundabout is visible from
a greater distance.
Increase the visual impact of the roundabout by raising the central island. Raising the
central island also limits visibility across the roundabout, thereby reducing the
possibility that drivers attempt to proceed directly through the intersection.
Recommended grading guidance for the central island is in Section 2.06.
Add reverse curvature at the high-speed approach leg, consistent with practices for offset
left entry approaches and entry deflection discussed in Sections 2.02 and 3.05. The
reverse curves should have a broad radius at the first curve, moderate at the second,
and a sharp radius at the last curve before the yield line.
Add alignment and cross-sectional cues to alert drivers of the pending change in
geometry, such as longer splitter islands for additional deceleration length (see A Policy
on Geometric Design of Highways and Streets, Seventh Edition [AASHTO, 2018],
Section 3.2.2 for required braking distance), adding curb or curb and gutter to both
sides of the approach beyond the curbed section at the roundabout, and/or a transition
section where the shoulders narrow for the curbed section.
Extend splitter islands in excess of minimum lengths to provide a visual “tunneling” effect
along the approach, potentially up to 150-200 feet in length. Landscaping elements
within the splitter island can enhance this “tunneling” effect if the splitter island is of
sufficient size to permit landscaping based on the guidance in RDG Chapter 2 Section
1009.00.
Incorporate larger nose radii at splitter island approaches to maximize island visibility.
Splitter island guidance is included in RDG Chapter 2, Section 1005.08.
Add additional signs and pavement markings to supplement geometric features,
landscaping features to produce a tunneling effect, and roadway lighting.
Bicycle routes and lanes that sometimes are found at rural intersections should be
accommodated by the roundabout. Detail on bicycle accommodations at roundabouts is included
in Section 3-409.00.

2.06 - Grading and Drainage Considerations for Roundabouts

The optimum grading scheme for a roundabout is to slope the circulatory roadway away
from the central island so that the center of the central island is the highest point in the
intersection. This will increase the visual impact of the central island to the approaching motorist
but will inherently create mildly adverse superelevation for left turning and through vehicles
traversing the circulatory roadway. The Designer should accept this adverse superelevation given
that the low travel speeds along these movements will mitigate the potential for rollovers or other
safety risks of adverse superelevation.
Typical sections through a single- and multi-lane roundabout are provided in Standard
Drawings RD18-RTS-1 AND RD18-RTS-2 respectively. While each location will be unique,
grading a roundabout to slope away from the central island should follow these general guidelines:
 The central island earthen area for single- and multi-lane roundabouts should always be
raised, not depressed. A raised central island increases the visual impact of the
roundabout to approaching drivers and is desired to limit sight lines across the
roundabout, as discussed in Section 4.06. As shown in Standard Drawings RD18-RTS-
1 AND RD18-RTS-2 the highest point of the central island should sit between 3.5 to
6.0 feet above the finished grade of the perimeter of the circulating lanes, and the
ground slope of the central island should not exceed 6H:1V per the Roadside Design
Guide (AASHTO, 2011). Note that mini-roundabouts typically have mountable central
islands rather than curbed, landscaped central islands and as such should be paved
and graded using the standards of a truck apron as noted below.
The slope of the truck apron should not exceed 4 percent and should normally be between
2 and 3 percent, sloping away from the central island. When the entire intersection is
placed on a constant longitudinal grade, special attention should be given to ensure
that the slope of the truck apron on the down-grade side of the center circle does not
exceed 4 percent. Apron cross-slopes greater than 4 percent may lead to rollovers or
load shifting within trucks.
Roadway cross slope of the circulatory roadway should be a maximum of 2 percent sloping
away from the central island. Superelevation sloping toward the central island will
normally result in increased vehicle speeds and the need to place stormwater inlets
along the truck apron, neither of which are desired.
The maximum grade in any direction of travel along the circulatory roadway should not
exceed 4 percent.
The Designer should note that by sloping the entire intersection away from the central
island, visibility of the roundabout is improved since the center of the circle becomes the highest
point in the intersection. Sloping the roadway inward is not recommended unless dictated by site
constraints.

Stormwater runoff should be controlled to minimize sheet flow across the roundabout. The
Designer should consider the vehicle wheel path traveling through the roundabout when
considering placement of catch basins and inlets. The most desirable location of stormwater inlets
is between adjacent legs of the roundabout. Additional inlets in the roundabout may be required
and installed above the splitter islands. Concentrated storm drainage that is directed towards a
roundabout should be intercepted (where practical) prior to entering the circulatory roadway. The
Designer should not place inlets or low points within crosswalks.
Drainage for the circulatory roadway should typically be toward the exterior of the
intersection, away from the central island. Inlets should be placed in the outer curb line of the
roundabout, away from and up-slope of crosswalks. When the roundabout is placed on a roadway
with a constant grade that passes completely through the intersection, the Designer may be
required to place an inlet adjacent to the central island. Drainage of the central island should be
considered in the overall drainage plan. In cases where the central island is large enough and/or
contains complex landscaping plans, the Designer should consider whether area drains, or
drainage inlets are appropriate within the central island to minimize runoff to the roadway or
stormwater infiltration into the subgrade.
 Part 3 - Geometric Design Elements for Roundabouts
3.01 - Introduction
A roundabout intersection incorporates a different group of geometric elements than a
controlled (signal or stop) intersection. Some locations may require the Designer to deviate from
the given design ranges on an as-needed basis while still adhering to the fundamental
performance principles of roundabouts.
The following sections provide guidance on geometric features that are generally
considered the most basic design elements for a roundabout intersection.

3.02 - Inscribed Circle Diameter (ICD)

Inscribed Circle Diameter (ICD) is the basic diameter of the roundabout circle. The ICD is
measured from striped edge line to edge line across the largest part of the circle. The ICD size
can vary at different parts of the circle due to spirals on the inside lanes (see Section 3.04).
Smaller ICDs are desired to reduce circulating speeds. Determining the optimal ICD size is
typically an iterative process using software applications such as Auto Trac. The Designer may
consider making minor changes in the size of the ICD but should also be cautioned from deviating
too much from the ICD assumptions used during Roundabout Design Procedure (RDG Figure 2-
35). Recommended ICD ranges are shown in Standard Drawings RD18-RTS-1 AND RD18-RTS-
2.
The use of a smaller ICD may not adequately allow for the control vehicle to make a left
or U-turn. Ultimately, the design and control vehicles selected will have a direct influence on the
ICD, especially for single-lane roundabouts, when the ICD is most influenced by the vehicle
selected. While a truck apron is required at all roundabouts, the width of the truck apron may be
larger for a smaller ICD.

3.03 - Circulatory Roadway Width

Circulatory Roadway Width is the travelled way width of the roadway for vehicles
circulating around the central island. This width is typically measured from the solid yellow line at
the central island to the solid white line at the right edge of the ICD, or the edge of pavement if a
solid white line is not provided. The width of the circulatory lanes should typically be 16’ wide.
This width strikes a balance between accommodating larger vehicles within the lane while not
giving the appearance of multiple lanes at a single-lane roundabout. The circulatory roadway
width does not include the mountable truck apron.

3.04 - Spirals
Spirals are used to lead vehicles into their proper lane within the circulating roadway and
are effective in keeping vehicles in the proper lane as they traverse the roundabout. A spiral is
either a hard raised surface, such as an extended curb, or painted line that develops at the central
island and continues “spiraling out” until it ties into a circulating lane. Spirals should generally be
an extended curb unless other design criteria prevail, such as turning movement sweeps of
vehicle classes frequently using the roundabout. Spirals especially should be considered for use
when multiple left-turning lanes are present so that turning movements and through movements
do not weave.
Figure 3 depicts a multi-lane roundabout with spiraling. The spiral creates a second
circulating lane for left-turning traffic by way of a dashed lane line which spirals outward. In this
example, the spiral directs eastbound left-turning vehicles into the outside lane, allowing them to
depart the roundabout to the right at the appropriate exit point.

Figure 3
Typical Spiral for Multi-Lane Roundabouts

3.05 - Entry Deflection

Entry Deflection is the curvature (deflection) of the roadway as the roadway enters the
roundabout. Deflection is used as a passive speed control measure for entering vehicles and
should be applied prior to the yield line. Entry deflection has a direct correlation with fastest path
speeds, phi angle, truck turning movements, and path overlap, and will ultimately affect all aspects
of a roundabout.
 Proper and adequate entry deflection causes vehicles approaching the roundabout to
slow, thereby reducing speeds throughout the roundabout by ensuring a low entry speed (see
Section 4.02, Fastest Path). Deflection also positions the entering vehicle so that the driver can
see the circulating vehicles already in the roundabout (see Section 4.03, Phi Angle). Properly
designed deflection at a multi-lane roundabout will also create good lane alignment between the
entry lanes and the circulating lanes, reducing the likelihood of path overlap and lane departure
collisions within the roundabout (see Section 4.04, Path Overlap). Deflection is also critical for
preventing wrong way movements at the entries.
If the computed speed at the entry is high (see Section 4.02, Fastest Path), the Designer
should consider increasing the entry deflection. Increased entry deflection is generally correlated
with smaller entry radii and larger exit radii, both of which are desirable. To gain additional area
for entry deflection, the Designer can offset the roadway alignment of the approach leg to the left
of the circle center as discussed in Section 2.02 and illustrated in Figure 1. When used, a left-of-
center offset is particularly beneficial to achieving desired deflection at roundabouts with small
ICD’s.

3.06 - Entry Width

Entry Width is the width of the entering travelled way as it approaches the roundabout
after the flare length has ended (flare length is the distance from approach width to entry width).
Entry width is the largest determinant of a roundabout’s capacity and has a direct correlation to
the fastest path measurement and truck turning movements. The most accurate location for
measuring entry width is typically at the end of the splitter island, beginning at the intersection of
the yield line (or wide dotted white line tangent to the ICD if a yield line is not provided at a single-
lane roundabout) and the left edge of the travel way and extending to the right edge of travel way.
This measurement should be taken perpendicular to the right edge of pavement and should be
measured between the solid yellow line at the left edge of the travel way and the solid white line
at the right edge, or the edge of pavement if a solid white line is not provided.
Design ranges for entry width are shown in Standard Drawings RD18-RTS-1 AND RD18-
RTS-2. A 15’ entry width per lane is a common starting point for design, but the total entry width
should not exceed the width of the circulatory roadway typically 16’ wide. At single-lane
approaches, the entry width should remain at 18’ or less to prevent drivers from treating the
approach as two lanes.

3.07- Entry Radius

Entry Radius is the radius of the curve that leads vehicles into the roundabout. The entry
radius is measured at the solid white line at the right edge of the traveled way. The Designer
should use a radius that is small enough to reduce vehicle speeds, but not so small that vehicle
turning movements are compromised. Designers should be aware of the relationship between
entry radius, entry deflection (see Section 3.05 and fastest paths (see Section 4.02). Acceptable
ranges for entry radius are shown in Standard Drawings RD18-RTS-1 AND RD18-RTS-2.
3.08 - Exit Width
Exit Width is the width at the exit roadway from a roundabout and is measured between
the solid yellow line at the left edge of the travel way and the solid white line at the right edge, or
the edge of pavement if a solid white line is not provided. The exit width should correlate with the
upstream entries and circulating roadway width to ensure that it is wide enough. The Designer
should ensure that the exit width provided is not too narrow for vehicles as they attempt to leave
the roundabout, resulting in possible delays. In general, the exit width will taper from the width of
the circulating lanes to the full width cross-section of the receiving roadway and should therefore
be slightly less than the lane width of the circulatory roadway.

3.09 - Exit Radius

Exit Radius is the radius of the curve that leads a vehicle out of the roundabout. Exit radii
are generally significantly larger than entry radii to allow for smoother exits and minimize the
potential for delays or stopped vehicles within the circulating lanes. Large exit radii provide
increased capacity at the exit compared to a roundabout’s entrances or circulatory roadway,
thereby assuring that assuring that vehicles can freely exit the circulating lanes when there is not
conflicting pedestrian traffic.
The larger the exiting radius can be, the more left offset is possible on the entry lanes.
This facilitates speed control at the entrance to a roundabout by providing room for greater entry
deflection and smaller entry radii, as discussed in Section 2.02, Horizontal Alignment
Considerations, and illustrated in Figure 1. For this reason, the exit and exit radius are typically
designed in conjunction with the entry radii.
The exit radius is measured along the solid white line at the right edge of the traveled way.
The exit curve should be tangential to the circulatory roadway. Design ranges for exit radius are
shown in Standard Drawings RD18-RTS-1 AND RD18-RTS-2.

3.10 - Right-Turn Bypass Lane (Slip Lane)

Right-Turn Bypass Lanes, or right-turn “slip lanes”, are exclusive, channelized lanes used
to accommodate a high-volume right-turn movement, allowing right-turning traffic to bypass the
roundabout’s circulating lanes. No more than one right-turn bypass lane is permitted per
approach.
There are two acceptable treatments possible at the exit from a right-turn bypass lane,
both of which are shown in Figure 4:
Yield-controlled right-turn bypass lanes have yield control at the exit from the bypass
lane onto the adjacent exit roadway. The yield point should be designed using similar
principles to a traditional roundabout approach lane, including phi angle, crosswalk
spacing, and striping.
Free-flow right-turn bypass lanes continue into an added lane on the departure leg,
generally using a higher radius curve to meet the adjacent exit roadway at a tangent
alignment. Free-flow configurations should only be used where the added lane
continues for an appropriate length of acceleration distance and taper ratio before
 merging into the adjacent lane, consistent with the “Lane Drop After Intersections”
guidance in the Highway System Access Manual Volume 3, “Design Criteria” (TDOT,
2021).
In areas that have a high volume of pedestrian traffic, additional attention should be given
to the design of the right-turn bypass lane to allow for pedestrians to have the right-of-way. The
Designer should consider other options for accommodating anticipated right-turn volumes prior to
using a bypass lane in an urban environment due to the potential for high pedestrian volumes.
However, in some cases, the need for a multi-lane roundabout may be eliminated by providing a
right-turn bypass lane on one or more critical approaches. When used at locations with a high
volume of pedestrian traffic, right-turn bypass lanes should be designed with yield control at the
exit rather than free flow to reduce vehicle speeds at the pedestrian crossing points.
For rural roundabouts, right-turn bypass lanes may be considered when their need is
warranted based on capacity or queuing considerations. When used, the Designer should expect
greater vehicle speeds in the bypass lane and an increased risk to pedestrians crossing the
quadrant of the intersection where the bypass lane is to be located. The Designer should examine
the present and projected pedestrian and bicycle demand at the rural location under consideration
and properly design pedestrian crossings, signalization, and signing at the bypass lane.

Yield-Controlled Free-Flow
(shown with striped island) (shown with curbed island)

Figure 4
Typical Right-Turn Bypass Lanes
Where a bypass lane is used, the following design criteria should be considered:
Run a fastest path check through the bypass lane, using the general methodology for R1
and R5 control radii (see Section 4.02, Fastest Path), to ensure that the bypass lane
does not produce excessive speeds. Vehicle speeds in the bypass lane should be
similar to those in the roundabout.
 A buffer island should be provided between the bypass lane and the general-purpose
lanes along a given approach to prevent access back into the circulatory roadway once
a vehicle is committed to using the bypass lane. A raised, curbed island is preferred to
establish this buffer.
Minimizing the radius of the bypass lane may provide greater safety for crossing
pedestrians; however, the design vehicle and control vehicle should be checked on all
aspects of the bypass lane geometry. Mountable aprons should be used as needed to
accommodate the control vehicle (see 3.11, Truck Apron); the design vehicle must be
accommodated within the travel lane.
Traffic exiting the roundabout should be given the right-of-way over traffic exiting any
bypass lanes for both yield-controlled and free flow bypass lane configurations.
For yield-controlled bypass lanes, the Phi angle at the yield point should be evaluated to
ensure appropriate visibility for yielding drivers looking over their left shoulder (see
4.03, Phi Angle).
In rural locations where right-of-way is available and pedestrian volumes are low, an
acceleration lane with appropriate taper rates based on AASHTO guidelines is the
preferred merging method at the end of the bypass lane.
Pedestrian crossing points should be designed based on the guidance regarding
Pedestrian, Bicycle, and Accessibility Considerations in Section 3-409.00.
Proper lighting should be provided where applicable.
Bypass lanes can potentially add a significant amount of required right-of-way area to the
intersection design. The final decision to use a bypass lane should consider pedestrian and right-
of-way constraints. Proper analysis should ensure all right-turn bypass lanes have been justified
prior to proceeding with a detailed design.

3.11 - Truck Apron

A Truck Apron is a mountable area used to accommodate turning movements of larger
vehicles. The truck apron is designed to allow the rear tires of large vehicles to traverse the apron
as they are making through and left turn movements due to their wider swept paths. At mini-
roundabouts, the entire central island likely needs to be mountable and therefore designed using
the standards of a truck apron.
The truck apron should be included at the central island of roundabouts, typically taking
the form of a circular region extending out from the central island. Final truck apron width should
be based on truck turning analysis for the control vehicle plus a recommended buffer of 2 feet in
width to account for driver imprecision. When used at central islands, a truck apron should be a
minimum of 6 feet wide.
Perimeter truck aprons may also be appropriate along the exterior of a roundabout, most
commonly in between closely spaced approaches to accommodate right-turning vehicles that
would otherwise need to make a 450-degree turn to avoid running up on the curb. For any
perimeter truck aprons, the width and extent of the apron should be based on truck turning
analysis for the control vehicle plus a recommended buffer of 2 feet in width.
The truck apron shall not be flush with the traffic lanes nor merely painted on the roadway
surface. Truck aprons are not intended for passenger vehicles or small trucks; therefore, a sloping
curb that provides enough vertical grade difference shall be used at the perimeter of a truck apron
so as to appear unappealing to the driver of a smaller vehicle and prevent them from cutting
across the apron. Sloping curbs are discussed in RDG Chapter 2-1005.09; a detail of the preferred
4” Sloping Detached Concrete Curb is included on Standard Drawing RP-SC-1.
The truck apron itself should provide positive drainage away from the central island, with
slopes as noted in Standard Drawings RD18-RTS-1 AND RD18-RTS-2.
It is preferable that the design of the truck apron provide a color and surface texture
contrast from the circulatory roadway and to that of any surrounding sidewalks so as to not be
confused with a pedestrian path. Approved pavements and surface treatments for truck aprons
and other mountable areas are discussed in RDG Chapter 2-1005.10.
 Part 4 - Roundabout Design Check process
4.01 - Introduction
Design checks are measurements that are taken on various geometric elements of a
roundabout to verify that the design will have sufficient entry angles, proper deflection and speed
reduction, adequate area for turning movements, and adequate sight distance. Design checks
are also necessary to show that the desired capacity and speed will be maintained for the types
of vehicles that are expected to use the intersection. The design check process is essential to a
roundabout design and is included at multiple points in the design process as discussed in RDG
Chapter 2-1001.00 and outlined in RDG Chapter 2, Figure 2-35. The design check process is also
iterative, and checks must be re-run to confirm acceptable results if any portion of the geometric
design is modified. Verifying the design through the use of design checks can be a tedious
process but is necessary for proper roundabout design.
The following design checks should be performed for proper roundabout design.

4.02 - Fastest Path Design Check

A roundabout operates most effectively when the final design results in low and consistent
speeds being maintained throughout the intersection. Controlling the maximum allowable speed
is fundamental to attaining desired operational and safety performance at roundabout
intersections.
The design speed of a roundabout is determined from the fastest vehicle path allowed by
the geometry and is a function of radius size along the fastest path in combination with vehicle
acceleration and deceleration characteristics. Roundabout geometry, lane alignment, and other
design elements should be properly selected and checked to ensure speeds are appropriately
reduced at the approach, entry, circulating lanes, and exit of the intersection, although it should
be noted that due to vehicle acceleration characteristics, a tight radius that controls speeds at one
point along a vehicle path can incur speed reduction benefits upstream and downstream. A
combination of all design elements working together is ultimately how the final design speed will
be dictated.
The process for conducting fastest path design checks is outlined in Figure 2-5 & 5A and
discussed in detail in the following subsections. Recommended design speed ranges for all
turning movements within a mini, single-lane, and multi-lane roundabout are included in Table 1.
 Design Checks for Single Lane Roundabout

Design Checks for Multi-Lane Roundabout

Figure 5
Design Checks for Single and Multi-Lane Roundabouts
Adapted from: Roundabouts: An Informational Guide, Second Edition (NCHRP, 2010)
 Fastest Path Design Check Methodology
(to be repeated for all intersection approaches)
Step 1: Construct Fastest Path Splines
for Left, Through, and Right Turn Movements

Step 2: Identify Critical Radii: Step 3: Calculate Base Speeds, V#base

R1: Entry Path Radius Speeds based on Path Radii, R#,
R2: Circulating Path Radius and Superelevation, e
R3: Exit Path Radius
R4: Left-Turn Path Radius 3.4415 × 𝑅𝑅#0.3861 , for 𝑒𝑒 = +0.02
𝑉𝑉#𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 = �
R5: Right-Turn Path Radius 3.4614 × 𝑅𝑅#0.3673 , for 𝑒𝑒 = −0.02
( (graphical speed curves in Figure 6)

𝑉𝑉1𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏
V1: Practical Entering Speed 𝑉𝑉1 = 𝑚𝑚𝑚𝑚𝑚𝑚 �1
�1.47 × �(1.47 × 𝑉𝑉2𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 )2 − 2𝑎𝑎′12 𝑑𝑑12
(Deceleration from R1 to R2, 𝑎𝑎′12 = -4.2 ft/s2;
𝑑𝑑12 = distance along vehicle path from R1 midpoint to R2 midpoint, in feet)
in sequence by incorporating vehicle acceleration and/or
deceleration from adjacent constraining radii

𝑉𝑉2𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏
Step 4: Determine Practical Speeds, V#,

V2: Practical Circulating Speed 𝑉𝑉2 = 𝑚𝑚𝑚𝑚𝑚𝑚 �1

�1.47 × �(1.47 × 𝑉𝑉1)2 + 2𝑎𝑎12 𝑑𝑑12
(Acceleration from R1 to R2, 𝑎𝑎12 = +6.9 ft/s2;
𝑑𝑑12 = distance along vehicle path from critical R1 point to midpoint of R2, in feet)

𝑉𝑉3𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏
V3: Practical Exiting Speed 𝑉𝑉3 = 𝑚𝑚𝑚𝑚𝑚𝑚 �1
�1.47 × �(1.47 × 𝑉𝑉2)2 + 2𝑎𝑎23 𝑑𝑑23
(Acceleration from R2 to R3, 𝑎𝑎23 = +6.9 ft/s2;
𝑑𝑑23 = distance along vehicle path from R2 midpoint to critical R3 point, in feet)

𝑉𝑉4𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏
V4: Practical Left Turn Speed 𝑉𝑉4 = 𝑚𝑚𝑚𝑚𝑚𝑚 �1
�1.47 × �(1.47 × 𝑉𝑉1)2 + 2𝑎𝑎14 𝑑𝑑14
(Acceleration from R1 to R4, 𝑎𝑎14 = +6.9 ft/s2;
𝑑𝑑14 = distance along vehicle path from critical R1 point to midpoint of R4, in feet)

V5: Practical Right Turn Speed 𝑉𝑉5 = 𝑉𝑉5𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏

Step 5: Assess Speed Consistency and Compare to Recommended Speed Ranges

If consecutive speeds are inconsistent or any Practical Speed > Recommended Speed,
consider redesigning R1 or other controlling radius (see Table 1 for recommended speeds)

Figure 5A
Fastest Path Design Check Methodology
Step 1: Construct Fastest Path Splines
The fastest possible paths for a vehicle to traverse a roundabout will follow the smoothest,
and generally shortest, path that traverses the entry, travels around the central island, and through
the exit. Fastest paths should be constructed given the absence of any other traffic within the
roundabout and assuming that the driver ignores all lane markings on the approach, circulating
lanes, and exit. Fastest paths should assume that the driver complies with all curbs, including
sloped curbs lining truck aprons or other designated mountable areas.
In order for the Designer to determine the maximum expected vehicle speeds at the
roundabout, splines representing all vehicle paths through the roundabout must first be
constructed. Separate paths should be drawn at all approaches to a roundabout and should
include path analysis for all left-turn, right-turn, and through movements at the intersection,
making a total of 12 measurements for a 4-leg intersection. In most cases the critical path for a
given approach will be the through movement; however, all paths must be analyzed because it is
possible under certain geometries for the critical speed to occur on a left- or right-turn movement.
Representative left, through, and right paths for a 4-leg roundabout are illustrated in Figure 5,
“Design Checks for Single & Multi-Lane Urban and Rural Roundabouts”; note that the remaining
nine paths at the intersection are omitted for clarity.
Fastest paths are typically created by constructing a b-spline (polyline) curve in a CADD
program. The b-spline curve should represent the centerline of a vehicle that is attempting to
traverse the roundabout at the highest rate of speed possible, ignoring other vehicles,
pedestrians, pavement markings, and signing but complying with curbs. The Designer should
begin the b-spline curve a minimum of 165 feet prior to the yield line (or wide dotted white line
tangent to the ICD if a yield line is not provided at a single-lane roundabout) and continue for a
minimum of 165 feet after exiting the circulating lanes, as noted in Figure 5.
When laying out a b-spline curve, the Designer should use an assumed vehicle width of 6
feet and maintain a minimum of 2 feet of clearance from the roadway centerline or any curb face.
These assumptions result in the following minimum offset distances between the fastest path
centerline and the roundabout’s geometric elements:
5 feet offset from the face of curb (2 feet clearance + 3 feet to center of vehicle)
3 feet offset from channelization striping, if no curb is present (half width of vehicle)
5 feet offset from roadway centerlines, if no splitter island or painted gore area is present
(2 feet clearance + 3 feet to center of vehicle)
The through movement b-spline curve will be constructed to represent a vehicle entering
a roundabout, passing to the right of the central island, and exiting the roundabout on the opposite
side of the circle. The left-turn movement b-spline curve will be constructed to represent a vehicle
entering a roundabout and making a left turn around the central island. The right-turn movement
b-spline curve will be constructed to represent a vehicle entering a roundabout and then making
an immediate right turn out of the roundabout. These movements are depicted in Figure 5 “Design
Checks for Single & Multi-Lane Urban and Rural Roundabouts”.

Step 2: Identify Critical Radii

Once the Designer has constructed fastest path curves for the through, left-turn, and right-
turn movements for each approach to the roundabout, the critical (minimum) radii can be
measured off of the b-spline curves. Each approach in a roundabout has five critical path radii,
described below and noted on Figure 5:
R1, Entry Path Radius: The minimum radius on the through movement b-spline curve
measured at the entry, typically prior to the yield line (or wide dotted white line tangent
to the ICD if a yield line is not provided at a single-lane roundabout) near the crosswalk
R2, Circulating Path Radius: The minimum radius on the through movement b-spline curve
measured in the circulatory lanes around the central island
R3, Exit Path Radius: The minimum radius on the through movement b-spline curve
measured at the exit to the roundabout
R4, Left-Turn Path Radius: The minimum radius on the left-turn b-spline curve measured
in the circulatory roadway around the central island
R5, Right-Turn Path Radius: The minimum radius on the right-turn b-spline curve
measured at the tightest point
It should be noted that the critical path radius does NOT equal curb radius. Each critical
path radius should be measured in a CADD program, most commonly by fitting an arc with a
length of 65 to 80 feet on top of the b-spline curve at each critical point and measuring the radius
of each arc.

Step 3: Calculate Base Speeds

Once all critical path radii are measured, the Designer can determine the corresponding
theoretical speed associated with each critical path radius using the methodology in NCHRP 672,
Roundabouts: An Informational Guide, Second Edition (NCHRP, 2010). The resulting theoretical
speeds, or “base speeds” (Vbase), are based solely on the critical path radii and superelevation
and must be adjusted in Step 4 to account for vehicle acceleration and deceleration
characteristics in order to reflect the practical speeds that are achievable by a vehicle traversing
the roundabout.
Figure 6 shows the correlation between the measured radius and the base speed using
the NCHRP methodology. The positive superelevation curve (e = +0.02) should be used for
measurements at the entry and exit (R1, R3, and R5); the negative superelevation curve
(e = -0.02) should be used for off-camber maneuvers around the central island (R2 and R4).
 3.4415 × 𝑅𝑅0.3861 , for 𝑒𝑒 = +0.02 (at 𝑅𝑅1, 𝑅𝑅3, 𝑅𝑅5)
Fitted Curves: 𝑉𝑉𝑏𝑏𝑏𝑏𝑏𝑏𝑏𝑏 = �
3.4614 × 𝑅𝑅0.3673 , for 𝑒𝑒 = −0.02 (at 𝑅𝑅2 and 𝑅𝑅4)
where Vbase = theoretical speed (mph), R = critical radius (ft), e = superelevation (ft/ft)

Figure 6
Speed-Radius Relationship
Adapted from: Roundabouts: An Informational Guide, Second Edition (NCHRP, 2010)

Step 4: Determine Practical Speeds

The base speeds computed in Step 3 are based solely on path radii and superelevation
and may not reflect speeds that are achievable by normal vehicles due to acceleration and
deceleration limitations. For instance, if a roundabout exit has R3 = 1,000 feet, the corresponding
V3base = 50 mph would be unacceptable for pedestrian safety and other reasons. However, if the
upstream radius and corresponding speed along the fastest path is lower, say with R2 = 125 feet
and V2base = 20.4 mph, acceleration over the distance between R2 and R3 will limit the Practical
Speed for R3.
In this way, a tight radius that controls speeds at one point along a vehicle path can incur
speed reduction benefits elsewhere along the vehicle path. Once speeds are low, speeds
generally stay low. Typical vehicles require substantial distances to accelerate to speed, even in
straight lines; therefore, it is critical to evaluate the relationship of fastest path geometrics in series
to each other as opposed to in isolation.
To account for this phenomenon, for all approaches the Designer must calculate the
practical speed (V) at each critical radius in sequence using the methodology outlined in Step 4
of Figure 5. For instance, V1, the practical entering speed, is determined by taking the minimum
value of A) V1base, the theoretical speed at R1, versus B) the calculated maximum speed at R1
which would allow the vehicle to safely decelerate to V2base, the theoretical radius-limited speed
at R2. V2, V3, and V4 are then built incrementally by comparing the theoretical speed at each
location to the potential speed a vehicle could accelerate to by that point and taking the minimum
achievable speed. V5 is not limited by any other critical radii and is set equal to V5base.

Step 5: Assess Speed Consistency and Compare to Recommended Speed Ranges

Once all practical speeds are determined, the practical speeds should be compared to the
recommended speed ranges for each critical point which are noted in Table 1. The practical
speeds also should be assessed for speed consistency.

Fastest Path Check Mini-Roundabout Single-Lane RAB Multi-Lane RAB

Speed at Entry (V1) 15-20 mph 15-25 mph 20-30 mph
Speed on Circulating Path (V2) 15-25 mph 15-25 mph 15-25 mph
Speed at Exiting Crosswalk (V3) 25 mph or less 25 mph or less 25 mph or less
Speed on Left Turn Path (V4) 10-20 mph 10-20 mph 10-20 mph
Speed on Right Turn Path (V5) 15-25 mph 15-25 mph 15-25 mph

Table 1
Recommended Speed Ranges for Fastest Path Critical Points
Note: Speed ranges are provided for each fastest path check. Lower speeds are generally desired; speeds
at the higher end of the range should only be considered at sites with negligible pedestrian/bicycle
demand. Speeds lower than the noted ranges are acceptable if speed consistency is achieved.

Speed consistency is critical and should be checked across all fastest path
measurements. The Designer should attempt to minimize variations in vehicular speeds within
the intersection, since a large speed differential between movements can lead to an increased
incidence of crashes. The speed differential between conflicting traffic streams and between
consecutive geometric elements should be no more than 10 to 15 mph, with a speed differential
of no more than 6 mph being preferred. These values are typically achieved by providing a low
absolute maximum speed for the fastest entering movements, which will in turn limit the maximum
achievable speed at any point in the roundabout due to acceleration limitations. It is generally
preferable for the entrance to have the lowest speed, with V1 smaller than V2 and V4, and V2
smaller than V3.
When the initial design will not produce adequate speed consistency, the Designer has
several options for consideration to remedy the situation. The following is a list of strategies that
the Designer may consider correcting a speed control problem:
Adjust the size of the inscribed circle diameter a few feet, either making it smaller or larger
as needed.
Adjust the entry radius by a few feet by either making it smaller or larger.
Re-design the entry or exit so that the entry angle changes, thus creating more or less
deflection as needed.
Move the entire circle in one direction to increase or decrease the entry deflection.
 Re-evaluate the modeling to determine if a different lane configuration will be acceptable.
Designers should be aware that any change to a geometric element will affect the
previously computed roundabout design checks and all checks will need to be re-evaluated after
geometric changes are made.

4.03 - Phi Angle Design Check

The Phi (Φ) angle is measured between the entering and exiting roadways. Phi angle is
typically measured as a design check to verify that the angle of the entering roadway relative to
the circulating lanes allows a driver to see oncoming traffic within the circle without the driver
having to turn their head in an uncomfortable position. When a driver approaches the yield line,
the roundabout geometry should allow for the driver to see oncoming vehicles within the circle
without having to look over their left shoulder excessively.
Values for the Phi angle typically range from 16 to 40 degrees, with greater than 30
degrees considered optimal.
At most roundabouts, an approach and the subsequent exit are located close together
such that the entering and exiting traffic paths cross at a single point. In this case, the angle
measured between the tangent paths is equal to twice the Phi angle (2Φ). Specific procedures to
construct the tangent paths are shown in Figure 5, “Design Checks for Single & Multi-Lane Urban
and Rural Roundabouts”.
Note that directly measuring the Phi angle between adjacent tangents will not be possible
at roundabouts where the subsequent exit is sufficiently far from a given approach that entering
traffic must merge with the circulating lanes before the exiting traffic can diverge from the
roundabout, in contrast to the more traditional crossing conflict point described above and
illustrated in Figure 5. This merging configuration is most commonly found at three-legged
roundabouts but is also possible at four-legged locations with unevenly spaced legs, an example
of which was shown in Figure 2. In this situation, the Designer should construct a “dummy” exiting
tangent which can then be used to measure the Phi angle as described previously.
The Phi angle design check should also be applied to the design of yield-controlled right-
turn bypass lanes, measured relative to the exiting lane that traffic within the bypass lane must
yield to.

4.04 - Path Overlap Design Check

A critical design issue for multi-lane roundabouts occurs when the natural paths of entering
and exiting vehicles in adjacent lanes overlap or cross each other. This occurs when a vehicle
enters a roundabout and is directed into an adjacent lane once inside the circulatory roadway as
shown in Figure 7. The existence of path overlap should be checked at both the entrance and
exits.
 Entry Vehicle Path Overlap

Desirable Vehicle Path Alignment

Figure 7
Example of Vehicle Path Overlap and Correct Path Alignment
into a Multi-Lane Roundabout
Adapted from: Roundabouts: An Informational Guide, Second Edition (NCHRP, 2010)

Larger exit radii and/or tangential exits will aid in reducing the potential for exit path
overlap. The Designer can minimize the potential for entry path overlap by providing adequate
entry deflection and ensuring multi-lane vehicle entry paths are properly aligned with the
circulatory lanes ahead at the yield line. To accomplish this, the Designer should locate the entry
curve so that the projection of the inside entry lane at the yield line connects tangentially, or nearly
tangentially, to the curb line ahead at the central island.
 Multi-lane roundabouts shall be designed to minimize the potential for entry and exit path
overlap which can result in significant safety concerns, particularly a higher rate of side-swipe
collisions, as well as reduced operational performance and adverse capacity impacts due to
unbalanced lane utilization on the approach. NCHRP 672, Roundabouts: An Informational Guide,
Second Edition (NCHRP, 2010) provides additional suggestions for eliminating path overlap at a
multi-lane roundabout.

4.05 - Truck Turning Movements Design Check

Truck movements shall be reviewed for all roundabout designs to verify that the design
vehicle can properly navigate all required turns. Roundabouts shall be designed to accommodate
the design vehicle and control vehicles according to accommodation case, as discussed in
Section 2.01. Design vehicles should be accommodated within the travel lanes while larger
“control vehicles” may need to use the truck apron at the central island and any other mountable
areas to negotiate the roundabout. All roundabouts, with the exception of mini-roundabouts due
to their small size, should be designed to accommodate buses and emergency vehicles within
the traveled way without overtracking onto the truck apron.
The right-turn movement tends to be the most challenging movement for a truck. The
roundabout should be designed so that truck tires do not track over the exterior concrete curbing
or combined curb and gutter for the right-turn movement, nor over the splitter island curbing at
the entry and exits. Mountable right-side overtracking areas, also known as perimeter truck
aprons and constructed using similar techniques to the central island truck apron, can be used to
accommodate right-turn movements by larger “control vehicles”, discussed in Section 2.01, when
warranted by site conditions. Control vehicles that are continuing through the roundabout or
making a left turn can use the truck apron within the central island.

4.06 - Stopping and Intersection Sight Distance Design Check

There are four critical types of stopping sight distance that shall be measured at
roundabout intersections:
Approach Stopping Sight Distance, measured from the approaching vehicle to both the
yield line and crosswalk
Circulatory Roadway Stopping Sight Distance, measured along the circulating lanes as a
vehicle travels around the roundabout
Stopping Sight Distance to Crosswalk at Exit, measured from an entering or circulating
vehicle to the crosswalk on an exiting leg
Intersection Sight Distance, measured between an approaching vehicle and opposing
vehicles along the circulatory roadway and at other entrances
These sight distances are shown in Standard Drawing RD11-SD-8, “Sight Distance for
Urban and Rural Roundabouts”. These distances are normally measured to verify that there are
no obstructions within the sight lines, also referred to as sight triangles. Refer to NCHRP 672,
Roundabouts: An Informational Guide, Second Edition (NCHRP, 2010) for diagrams on the proper
method for measuring stopping sight distance.
When measuring intersection sight distance for a vehicle entering the roundabout, sight
distances must be checked along two approach paths, namely intersection sight distance with the
conflicting upstream entry and intersection sight distance within the circulatory roadway. Each
should be checked independently, and each should be measured along the expected vehicular
path on the roadway, not as a straight line.
Studies have shown that providing the minimum intersection sight distance as opposed to
unlimited sight distance aids in speed reduction by creating a confining visual effect that calms
traffic. Speed should be primarily controlled with geometric and other design elements; however,
providing minimum intersection sight distance can support geometric and other physical controls,
particularly on entry to roundabouts.
Stopping sight distance to crosswalks shall be verified for both the entry and exit of the
roundabout, especially at the exit crosswalk. Studies collected within NCHRP 572: Roundabouts
in the United States (NCHRP, 2007) show that a higher percentage of drivers do not yield to
pedestrians at the exit when compared to the entry. The proper design of the exit is essential to
ensure adequate sight lines are provided between the driver and the pedestrian and that speeds
are held to the desired amount. The Designer should consider additional design features that will
provide improved safety to pedestrians at crosswalks.
Any areas identified by the sight distance checks as being required to maintain proper
sight lines must be designed without significant visual obstructions. For design consistency, the
outer 6 feet of the central island greenspace is designated as the Perimeter Landscaped Zone
and should also be reserved for sight distance even if not required for sight lines. As discussed
in RDG Chapter 2-1009.00, any landscaping in this sight distance space should be under 2 feet
in height. Space within the central island not reserved for sight distance and not within the
outermost 6 feet is part of the Inner Landscaped Zone and can include taller plantings and
landscaping. This advantageously restricts sight across the center island, which can reduce
speeds of approaching vehicles and reduce headlight glare from oncoming traffic, while also
maximizing the visual impact of the roundabout. Unlimited intersection sight distance is not
desirable through a roundabout but adequate minimum stopping sight distance must be provided.