Roundabout Design Guide

4/27/2023
Revision 2.3
Atlanta, GA 30308
This document was developed as part of the continuing effort to provide guidance within the
Georgia Department of Transportation in fulfilling its mission to provide a safe, efficient, and
sustainable transportation system through dedicated teamwork and responsible leadership
supporting economic development, environmental sensitivity and improved quality of life.
This document is not intended to establish policy within the Department, but to provide
guidance in adhering to the policies of the Department.
Your comments, suggestions, and ideas for improvements are welcomed.

Please send comments to:

State Design Policy Engineer
Georgia Department of Transportation
One Georgia Center
600 W. Peachtree Street, 26th Floor
Atlanta, Georgia 30308

DISCLAIMER
The Georgia Department of Transportation maintains this printable document and is solely
responsible for ensuring that it is equivalent to the approved Department guidelines.
Roundabout Design Guide

Revision Summary
Revision Number Revision Date Revision Summary
1.0 December 2019 N/A
2.0 11/15/2021 The revision of this document dated November
2021 incorporates:
• The preference to include turbo roundabout
features on multilane applications
• Revision and restructuring of the entire
document
• Portions of the appendices moved into the
body of the document and the addition of
sections related to:
• Acronyms and Definitions
• Roundabout types (1.1)
• Expandable design (2.1.1)
• Design vehicles (3.5)
• Roundabout shapes (3.9)
• Metering (5.3.3)
• Roundabout railroad crossings (6)
• Spiral design (Appendix E)
2.1 9/30/22 Chapter 1 – Updated GDOT hyperlinks
Chapter 3 – Revised splitter island profiles info
Chapter 4 – Added info regarding installation of
conduits
Chapter 5 – Replaced figures 5-2 through 5-5
2.2 11/9/22 Chapter 8 – Replaced figure 8-6
2.3 4/27/23 Chapter 5 - Updated figures

Page i
Roundabout Design Guide

Intentionally Left Blank

Page ii
Roundabout Design Guide

List of Effective Chapters

Document Revision Number Revision Date
List of Effective Chapters 2.3 4/27/23
Table of Contents 2.0 11/15/21
Definitions 2.0 11/15/21
Chapter 1. Introduction 2.1 9/30/22
Chapter 2. Capacity and Operations 2.0 11/15/21
Chapter 3. Geometric Design 2.1 9/30/22
Chapter 4. Designing for Pedestrians and Bicyclists 2.1 9/30/22
Chapter 5. Traffic Control Devices 2.2 4/27/23
Chapter 6. Roundabout Railroad Crossing and Preemption 2.0 11/15/21
Chapter 7. Lighting 2.0 11/15/21
Chapter 8. Landscaping 2.1 11/9/22
Chapter 9. Pavement Design 2.0 11/15/21
Chapter 10. Alternative Concepts for Staging Roundabout
2.0 11/15/21
Construction
Appendix A. Practical Design 2.0 11/15/21
Appendix B. OSOW 2.0 11/15/21
Appendix C. High Speed Approach Design 2.0 11/15/21
Appendix D. Roundabout Performance Checks 2.0 11/15/21
Appendix E. Spiral Design 2.0 11/15/21
Appendix F. Vertical Design Best Practice 2.0 11/15/21

Rev. 2.3 List of Effective Chapters

4/27/23 Page iii
Roundabout Design Guide

Intentionally Left Blank

Rev. 2.3 List of Effective Chapters

4/27/23 Page iv
Roundabout Design Guide

Table of Contents
Revision Summary ............................................................................................................................... i
List of Effective Chapters ................................................................................................................... iii
Table of Contents ................................................................................................................................ v
Acronyms and Definitions .................................................................................................................. ix
Acronyms ........................................................................................................................................ ix
Definitions ........................................................................................................................................ x
Chapter 1. Introduction - Contents ................................................................................................... 1-i
1.1 Roundabout Types ............................................................................................................1-3
1.1.1 Single Lane Roundabouts ..........................................................................................1-3
1.1.2 Multilane Roundabouts ...............................................................................................1-5
Capacity and Operations - Contents ............................................................................... 2-i
2.1 Roundabout Operational Analysis Process .......................................................................2-1
2.1.1 Expandable Design ....................................................................................................2-3
2.1.2. Common Pitfalls .........................................................................................................2-4
2.2 Operational Analysis Software ..........................................................................................2-5
2.2.1. SIDRA Intersection .....................................................................................................2-5
2.2.2. GDOT’S Roundabout Analysis Tool ...........................................................................2-6
Geometric Design - Contents .......................................................................................... 3-i
3.1 Design Process and Workflow ...........................................................................................3-1
3.2 Practical Design Considerations ........................................................................................3-2
3.3 Design Criteria ...................................................................................................................3-3
3.4 Roundabout Functional Area .............................................................................................3-4
3.4.1 Driveway Access/Median Opening .............................................................................3-4
3.5 Design Vehicle ...................................................................................................................3-5
3.6 Check Vehicle ....................................................................................................................3-6
3.6.1 OSOW Permit Types ..................................................................................................3-6
3.6.2 OSOW Template Library ............................................................................................3-7
3.7 Circle Location and Alignment of Approaches ...................................................................3-8
3.8 Circle Size .......................................................................................................................3-11
3.9 Roundabout Shapes ........................................................................................................3-13
3.10 Design of Approaches .....................................................................................................3-14
3.10.1 High Speed ...............................................................................................................3-15
3.11 Entry Curves ....................................................................................................................3-19
3.12 Fastest Path ....................................................................................................................3-20
3.13 Stopping Sight Distance ..................................................................................................3-25

Rev. 2.0 Table of Contents

11/15/21 Page v
Roundabout Design Guide

3.14 Intersection Sight Distance ..............................................................................................3-28

3.15 Truck Considerations .......................................................................................................3-29
3.15.1 Truck Aprons ............................................................................................................3-29
3.15.2 Multilane Roundabout Cases ...................................................................................3-30
3.15.3 Check Vehicle Accommodation ................................................................................3-33
3.16 Path Alignment ................................................................................................................3-34
3.16.1 Entry Path Alignment ................................................................................................3-34
3.16.2 Circulatory Path Alignment .......................................................................................3-39
3.17 Horizontal Alignments & Vertical Design .........................................................................3-40
3.17.1 Horizontal Alignments ..............................................................................................3-40
3.17.2 Profiles .....................................................................................................................3-40
3.17.3 Grading and Drainage ..............................................................................................3-41
3.18 Typical Sections and Curb Types ....................................................................................3-42
3.18.1 Raised Multilane Features ........................................................................................3-47
3.18.2 Mini-Roundabouts ....................................................................................................3-49
Designing for Pedestrians and Bicyclist - Contents ........................................................ 4-i
4.1 Pedestrian Accommodations .............................................................................................4-1
4.2 Bicycle Accommodations ...................................................................................................4-4
Traffic Control Devices - Contents .................................................................................. 5-i
5.1 Signing ...............................................................................................................................5-1
5.2 Marking ..............................................................................................................................5-2
5.2.1 Rumble Strips ...........................................................................................................5-10
5.3 Active Devices .................................................................................................................5-10
5.3.1 Rectangular Rapid-Flashing Beacons (RRFB) .........................................................5-10
5.3.2 Pedestrian Hybrid Beacons (PHB) ...........................................................................5-10
5.3.3 Metering Signals .......................................................................................................5-11
Roundabout Railroad Crossing and Preemption - Contents ........................................... 6-i
6.1 Gating ................................................................................................................................6-3
6.1.1 Gating at the Railroad Crossing Only .........................................................................6-3
6.1.2 Gated Closures at Railroad Crossing and On Circulating Lanes ...............................6-4
6.1.3 Gated Closures at Railroad Crossing and Roundabout Entries .................................6-6
6.1.4 Railroad through the Roundabout ..............................................................................6-8
6.2 Signalizing Approaches .....................................................................................................6-9
6.3 Blank Out Sign .................................................................................................................6-10
Lighting - Contents .......................................................................................................... 7-i
7.1 Principles ...........................................................................................................................7-1
7.2 Pole Placement Recommendations ..................................................................................7-2

Rev. 2.0 Table of Contents

11/15/21 Page vi
Roundabout Design Guide

Landscaping - Contents .................................................................................................. 8-i

8.1 Central Island Grading .......................................................................................................8-1
8.2 Landscaping ......................................................................................................................8-2
8.3 Color and Texture Treatments for Truck Aprons ...............................................................8-5
Pavement Design - Contents .......................................................................................... 9-i
9.1 Pavement Type Selection ..................................................................................................9-1
9.2 Axle Loading Analysis .......................................................................................................9-2
Alternative Concepts for Staging Roundabout Construction - Contents ..................... 10-i
10.1 Short-Term Closure .........................................................................................................10-2
10.1.1 Night Closure(s) .......................................................................................................10-2
10.1.2 Weekend Closure(s) .................................................................................................10-2
10.1.3 Multiple Week Closure with Detour ..........................................................................10-3
10.2 Long-Term Closure with a Traffic Detour ........................................................................10-4
10.3 Partial Detour (Close the Cross Road) ............................................................................10-5
10.4 Construction of a Roundabout Off Alignment ..................................................................10-6
10.5 Construction of the Roundabout Under Traffic ................................................................10-7
10.5.1 Undivided 2-Lane Roadway .....................................................................................10-7
10.5.2 Divided 4-Lane Roadway .........................................................................................10-8
Appendix A. Practical Design ........................................................................................................A-1
A.1 Principles ...........................................................................................................................A-1
A.2 Left-Offset Approach Alignment ........................................................................................A-3
A.3 Practical Design Alternatives .............................................................................................A-5
Appendix B. OSOW ........................................................................................................................B-1
B.1 Review of OSOW Permits .................................................................................................B-1
B.2 OSOW Template Library ...................................................................................................B-5
Appendix C. High Speed Approach Design ...................................................................................C-1
Appendix D. Roundabout Performance Checks ............................................................................D-1
D.1 Entry Path Deflection – Permits ........................................................................................D-1
D.1.1 Drawing Fastest Paths ..............................................................................................D-1
D.1.2 Measuring the Critical RADII of the Spline and their Associated Speeds .................D-2
D.2 Sight Distance Envelopes .................................................................................................D-5
D.2.1 Stopping Sight Distance (SSD) .................................................................................D-5
D.2.2 Intersection Sight Distance .......................................................................................D-10
D.3 Vehicle Analysis ..............................................................................................................D-13
D.3.1 2D Analysis ..............................................................................................................D-13
D.3.2 3D Analysis ..............................................................................................................D-14
Appendix E. Spiral Design ...............................................................................................................E-1
Rev. 2.0 Table of Contents
11/15/21 Page vii
Roundabout Design Guide

Appendix F. Vertical Design Best Practice .......................................................................................F-1

F.1 Alignments and Profiles ..........................................................................................................F-1
F.2 Example Profile Creation ........................................................................................................F-3
F.3 Grading Design ......................................................................................................................F-5

Rev. 2.0 Table of Contents

11/15/21 Page viii
Roundabout Design Guide

Acronyms and Definitions

Acronyms
AASHTO – American Association of State Highway and Transportation Officials
ADA – Americans with Disabilities Act
DPM – Design Policy Manual (GDOT document)
FHWA – Federal Highway Administration
GDOT – Georgia Department of Transportation
HCM – Highway Capacity Manual
ICD – Inscribed Circle Diameter
ICE – Intersection Control Evaluation
ISD – Intersection Sight Distance
LOS – Level of Service
MUTCD – Manual on Uniform Traffic Control Devices (FHWA)
NCHRP – National Cooperative Highway Research Program
OMAT – Office of Materials and Testing
OSOW – Oversized/overweight vehicle
PDP - Plan Development Process
PHB – Pedestrian Hybrid Beacon
PHF – Peak Hour Factor
RRFB – Rectangular Rapid-Flashing Beacons
ROW – Right-of-Way
SSD – Stopping Sight Distance
TMC – Transportation Management Center

Rev. 2.0 Acronyms and Definitions

11/15/21 Page ix
Roundabout Design Guide

Definitions

Accessible Pedestrian Crossings – Pedestrian crossings provided at roundabouts must be

accessible to and usable by all pedestrians; including the visually impaired, wheelchairs, strollers and
pedestrians walking bicycles.

Bicycle Path Diversion – Bicycle treatments at roundabouts provide bicyclists the option of traveling
through the roundabout either by riding in the travel lane as a vehicle, or by exiting the roadway and,
if available, using a shared-use path, depending on the bicyclist’s level of comfort.

Capacity – The maximum hourly rate at which persons or vehicles reasonably can be expected to
traverse a point or uniform segment of a lane or roadway during a given period under prevailing
roadway, traffic, and control conditions.

Central Island – The raised area in the center of a roundabout, around which traffic circulates. The
central island is typically circular in shape but can be modified to accommodate truck turning
movements.

Circulatory Roadway –The travel way portion of the roundabout used by vehicles to travel in a
counterclockwise fashion around the central island.

Cross Slope – The rate of elevation change across a lane or a shoulder.

Design Exception – A design condition that does not meet AASHTO guidelines and requires specific
approval from the GDOT Chief Engineer and FHWA.

Design Speed – A selected speed used to determine the various geometric design features of a
roadway. The maximum safe speed that can be maintained over a specified section of the road when
conditions are so favorable that the design features of the road govern.

Design Variance – A design condition that does not meet GDOT policy. A design variance requires
specific approval from the GDOT Chief Engineer.

Design Vehicle – A selected motor vehicle, the weight, dimensions, and operating characteristics of
which are used as a control in road design. As defined by FHWA: the longest vehicle permitted by
statute of the road authority (state or other) on that roadway (MUTCD).

Design Year – The anticipated future traffic, typically 20 years from the base year/open year for all
GDOT projects.

Edge Line Extension (Entry Line) – A pavement marking line of demarcation separating traffic
approaching the roundabout from the traffic already in the circulating roadway. The point which a
vehicle typically yields to circulating traffic is usually defined by a wide dotted edge line extension. By
practitioners, it is commonly referred to as a yield line.

Rev. 2.0 Acronyms and Definitions

11/15/21 Page x
Roundabout Design Guide

Entry Radius – The minimum radius of curvature measured along the right curb at entry of a
roundabout. Smaller radii may decrease capacity, while larger radii may cause inadequate entry
deflection.

Entry Width – The perpendicular distance from the right curb line of the entry to the intersection of
the left edge line and the inscribed circle of a roundabout.

Exit Radius – The minimum radius of curvature measured along the right curb at the exit of a
roundabout. Exit radii should then be larger than entering radii.

Exit Width – The perpendicular distance from the right curb line of the exit to the intersection of the
left edge line and the inscribed circle.

ICE – Intersection Control Evaluation is a transparent and traceable engineering study process for
intersection alternative selection to address operational and safety problems at intersections and
major access points. Intersection control selection relies on quantitative and qualitative measures of
capacity, safety and cost. The process is codified, and guidance is provided in GDOT policy.

Landscape Buffer – Placed between the curb and sidewalk to separate vehicular and pedestrian
traffic and to help direct pedestrians to cross only at the designated crossing locations and to provide
space for sign placement. Landscaping can also significantly improve intersection aesthetics and
contribute to traffic calming provided it is placed outside the required sight limits. The buffer must be
detectable by people of all abilities.

Level of Service – A qualitative rating of a road’s effectiveness relative to the service it renders to its
users (from A-best to F-worst). LOS is measured in terms of a number of factors, such as operating
speed, travel time, traffic interruptions, freedom to maneuver and pass, driving safety, comfort, and
convenience.

Path Efficiency – The balancing of paths in and through the roundabout so that each movement has
approximately the same path length. It promotes balanced speed control from opposing approaches.
See Section 3.16.

Practical Design – Designers should optimize circle size, location, and alignment of legs that
promotes balanced speed control from opposing approaches and ensure efficient movements for a
practical design.

Practical Geometry – Utilizing existing features or geometry to reduce costs at an intersection; or

coming up with new geometry that will help save costs (minimal footprint).

Right turn Bypass Lane – A lane added, that bypasses the circulatory roadway, when there is a
high right turn traffic demand, or geometry requires the bypass to accommodate an acute right turn.

Sidewalk / Shared-Use Path – It is common to provide a shared-use path at the perimeter of the
roundabout to provide both pedestrians and bicyclists off-road accommodation. Standard sidewalks
are provided in lieu of a shared-use path when bicycle traffic is expected to use the roadway through
the roundabout.

Rev. 2.0 Acronyms and Definitions

11/15/21 Page xi
Roundabout Design Guide

Spiral (spiral lane transition) – A spiral is a geometric feature of the truck apron needed for some
multilane roundabout configurations with exclusive left-turn lanes. The spiral transitions left-turning
vehicles from the inside to the outside circulating lane to allow vehicles to exit without changing lanes
within the circulatory roadway (not to be confused with a highway curve spiral).

Splitter Island – Typically a raised median on an approach used to separate entering from exiting
traffic, deflect and slow entering traffic, and provide median refuge for pedestrians crossing the road
in two stages.

Truck Apron – The mountable portion of the central island adjacent to the circulatory roadway. It is
required to accommodate the wheel tracking of long or oversized vehicles Oversize/Overweight
vehicles (OSOW). It is usually concrete with a contrasting color to delineate the apron from the normal
vehicle path.

Truck Aprons (Outside) – A truck apron placed on the outside of the travel way, usually on corner
radii that are too tight for large trucks and OSOW trucks to track in the travel way. They can also be
incorporated into splitter islands for OSOW truck accommodation.

Rev. 2.0 Acronyms and Definitions

11/15/21 Page xii
Roundabout Design Guide

Introduction - Contents
Introduction - Contents .................................................................................................... 1-i
1.1 Roundabout Types ............................................................................................................1-3
1.1.1 Single Lane Roundabouts ..........................................................................................1-3
1.1.2 Multilane Roundabouts ...............................................................................................1-5

Rev 2.1 1. Introduction - Contents

9/30/22 Page 1-i
Roundabout Design Guide

Introduction
The modern roundabout is characterized by the following basic principles:
• Generally circular shape with counterclockwise traffic flow
• Yield-at-Entry – Vehicles approaching the roundabout must wait for a gap in the circulating
flow before entering the circle.
• Slow speed environment – Through geometric curvature and entry path deflection, the traffic
is directed or channeled to the right of the central island with a curved entry path into the
circulatory roadway.
Roundabout design is a principles-based, performance-driven design process where the critical
elements of circle size, circle location and alignment of approaches are guided by safety and
operational performance criteria. Operational analysis (2.1) determines the required lane
configuration which is then followed by geometric design. Safety performance can be achieved
through a geometric design (3) that provides speed control, minimizes potential for entry-circulating
crashes and establishes priority to circulating traffic. Approach geometry and a visibility package of
signs, markings and landscaping should build driver expectation of speed reduction and yield on
entry.
This design guide presents the principles and methods of achieving practical design and optimal
roundabout operations through performance-based design. Appendix A provides examples of
practical design implementation. Appendix B provides a step-by-step on reading
oversized/overweight (OSOW) records and determining a check vehicle. Appendix C shows an
example of how to do high speed approach design. Appendix D provides instructions to undertake
design performance checks and an example of a performance checks package. Appendix E shows
examples of how to develop spiral approach design. Appendix F explains best-practice vertical design
methods in more detail.
This document is intended to supplement the GDOT Design Policy Manual (DPM) Chapter 8 and is
underpinned by NCHRP 672, Roundabouts: An Informational Guide – 2nd Edition (2010). Where
stated values and figures differ from NCHRP 672, the GDOT Roundabout Design Guide should take
precedent for GDOT roundabout design practice. This document is a guide for designers; it is
intended to answer frequently asked questions about roundabout designs. This document is not
intended as policy or design standards.
Increasingly over the last decade, roundabouts are being implemented in Georgia, partially due to
the implementation of the Intersection Control Evaluation (ICE) process/policy. The ICE tool offers
single lane and multilane roundabout alternatives as configurations to be considered when evaluating
an intersection.
The revision of this document dated November 2021 incorporates:
• the preference to include turbo roundabout features on multilane applications
• revision and restructuring of the entire document
• portions of the appendices moved into the body of the document
and the addition of sections related to:
• Acronyms and Definitions
Rev 2.1 1. Introduction
9/30/22 Page 1-1
Roundabout Design Guide

• Roundabout types (1.1)

• Expandable design (2.1.1)
• Design vehicles (3.5)
• Roundabout shapes (3.9)
• Metering (5.3.3)
• Roundabout railroad crossings (6)
• Spiral design (Appendix E)

Rev 2.1 1. Introduction

9/30/22 Page 1-2
Roundabout Design Guide

1.1 Roundabout Types

Depending on the entering and circulating volumes, a roundabout can be designed as a single lane
or a multilane roundabout. Single lane roundabouts typically have a smaller Inscribed Circle Diameter
(ICD) than a multilane roundabout. To provide more capacity, bypasses can be added to a
roundabout. Right turn bypasses allow right turning traffic to pass the roundabout without using the
circulatory lane.
1.1.1 Single Lane Roundabouts
A single lane roundabout is composed of three or more legs. It contains a single lane circulatory
roadway with single lane exits and entries. Three different types of single lane roundabouts can be
distinguished:
• Conventional single lane roundabout: This is the most common roundabout layout, as
defined above. The central island is not fully traversable (mountable).
• Compact roundabout: A single lane roundabout with a smaller ICD (see Section 3.8) to
minimize property impacts. Compact roundabouts provide many similar features to
conventional single-lane roundabouts, including non-traversable (landscaped) portions to
their central islands. A compact roundabout may be used when there are construction cost
and right-of-way constraints. Compact design needs to be consistent with the site context and
lane configuration needs, while still meeting the design performance checks (space for trucks
and speed control).
• Mini-roundabout: A single lane roundabout with a fully traversable (mountable) central
island. As described in NCHRP 672, Section 6.6, it has limitations due to reduced ability to
control speeds and lower visibility to approaching vehicles due to the lack of central island
landscaping. Therefore, design considerations will need to be utilized to address these
limitations, see Section 3.18.2.
The key features of roundabouts are illustrated on Figure 1-1.

Rev 2.1 1. Introduction

9/30/22 Page 1-3
Roundabout Design Guide

Figure 1-1. Key Roundabout Features

Rev 2.1 1. Introduction

9/30/22 Page 1-4
Roundabout Design Guide

1.1.2 Multilane Roundabouts

A multilane roundabout contains more than one lane on one or more sections of the circulatory
roadway.
Roundabout designs have evolved to include geometric features to improve safety performance. The
most predominant evolution is the practice of using left offset. A newer development has been Turbo
Roundabouts, following the Dutch-style Turbo design. There are several features of this type of
roundabout that add potential safety value. One of the most valuable features of this Turbo design
are the raised lane dividers.
Prior to the release of this version of the Roundabout Design Guide, multilane roundabouts have not
been largely implemented in Georgia and did not include any turbo features.
For design considerations, all multilane roundabouts will incorporate some turbo features, like
lane dividers, while not sacrificing our core principles, like left offset.
Physical elements, typically lane dividers, help to improve the channelization and guidance of traffic
through the roundabout, potentially increasing traffic safety and capacity. In some cases, other
physical elements such as rumble strips are used in lieu of raised lane dividers for the physical
separation, see Section 3.15.2 (Multilane Roundabout Cases). Figure 1-2 includes examples of lane
divider alternatives.
• Full multilane roundabout (typically 2x2): A roundabout with two lanes for the entire
circulatory roadway and two-lane entries and exits, to increase capacity for higher volumes.
• Hybrid roundabout (typically 2x1): A roundabout with a blend of one and two circulating
lanes dependent on capacity needs [e.g. a minor roadway intersecting a major roadway].

Figure 1-2. Multilane Roundabout Key Features

Rev 2.1 1. Introduction

9/30/22 Page 1-5
Roundabout Design Guide

Intentionally Left Blank

Rev 2.1 1. Introduction

9/30/22 Page 1-6
Roundabout Design Guide

Chapter 2. Capacity and Operations - Contents

Chapter 2. Capacity and Operations - Contents ............................................................................... 2-i
2.1 Roundabout Operational Analysis Process .......................................................................2-1
Expandable Design ....................................................................................................2-3
2.1.2. Common Pitfalls .........................................................................................................2-4
2.2 Operational Analysis Software ..........................................................................................2-5
2.2.1. SIDRA Intersection .....................................................................................................2-5
2.2.2. GDOT’S Roundabout Analysis Tool ...........................................................................2-6

Rev 2.0 2. Capacity and Operations - Contents

11/15/21 Page 2-i
Roundabout Design Guide

Capacity and Operations

The sizing of a roundabout depends on traffic, geometric and environmental factors, as well as
budgetary constraints. The designers process should be to perform operational analysis first and then
draw the roundabout layout. The preliminary stages of potential project development are shown
below.

2.1 Roundabout Operational Analysis Process

Choosing the number and configuration of entering and circulating lanes is an iterative process. Each
approach leg of the roundabout is evaluated individually to determine the number of entering lanes.
The capacity of a roundabout entry is driven by the amount of entering and conflicting traffic (vehicles
traveling in the circulatory roadway). High conflicting volumes reduce opportunities for vehicles to
enter the roundabout and therefore reduce the capacity of an approach leg; whereas low conflicting
traffic volumes allow the approach leg to have a higher capacity.
A basic workflow for performing roundabout operational analyses is shown below. Analyze both AM
and PM peak hours and perform the analysis for the Build Year and Design Year forecasted traffic.

Typically, four operational performance measures are used to estimate the operational performance
of a roundabout entry: volume-to-capacity ratio, control delay, LOS, and queue length. These
measures are checked to be within the desirable ranges for each lane configuration throughout the
iterative process.

Rev 2.0 2. Capacity and Operations

11/15/21 Page 2-1
Roundabout Design Guide

It can be beneficial to determine the approximate lane requirements before undertaking a more
detailed software analysis. NCHRP 672 Section 3.5.1 provides guidance on estimating lane
requirements. For instance, if the sum of the entering and circulating volumes for each approach is
less than 1,100 veh/h, then a single-lane roundabout is likely to operate acceptably.
Starting with the Design Year traffic turning movements, begin the analysis with a single-lane
roundabout (unless a multilane is needed to maintain lane continuity) and consider adding the
following before creating a multilane roundabout, see Figure 2-1:
• Right turn bypasses
o Right turn Partial (Yielding) Bypass Lane – A right turn yielding bypass lane with
either a curbed or a painted channelization requires approaching vehicles to yield to
traffic leaving circulatory roadway at the adjacent exit. This alternative should prevent
the right turner from making a through movement while preserving good sight lines to
the left for conflicting circulating/exiting traffic. Generally, an angle of 70 degrees or
higher is desirable.
o Right turn (Free-flow) Bypass Lane – Right turn free-flow bypass lanes allow
vehicles to bypass the roundabout and then continue in a dedicated lane or merge into
an adjacent lane. A high right turn demand when coupled with other approaching traffic
may indicate the need for a full bypass lane in order to avoid a wider, faster entry.
Right turn full bypass lanes create an additional conflict for pedestrians and bicyclists
and should only be used when needed for additional capacity.
• Hybrid layouts (including exclusive left turn lanes)
In certain situations, metering may be appropriate for a single or multilane roundabout to mitigate
delays, see Section 5.3.3.
To account for the functional area of the roundabout, the analyst should be aware of driveways near
the roundabout (see Section 3.4). Ideally, the approach roadway should have adequate storage
capacity so that the queue does not obstruct driveway access or another intersection.

Rev 2.0 2. Capacity and Operations

11/15/21 Page 2-2
Roundabout Design Guide

Figure 2-1. Lane Configuration Options for Two-lane Entry

Expandable Design
In some situations, the requirements for acceptable Design Year operations require a larger footprint
than the Build Year. If this is the case, the roundabout should be constructed and operated in the
Build Year lane configuration until traffic volumes dictate the need for conversion/expansion. A Design
Life analysis should be run to determine how long the reduced lane configuration is projected to
operate acceptably. We recommend 10 years for physical footprint changes, whereas 5 years might
be acceptable for a striping change. When considering an expandable design, the designer should
also evaluate the right‐of‐way and geometric needs for both the Build and Design Year lane
configurations.
If considering a single lane roundabout and if capacity analysis indicates that conversion to a
multilane roundabout is needed prior to the Design Year, then a conventional single lane ICD is likely
more desirable than a compact or mini-roundabout for expandability.

Rev 2.0 2. Capacity and Operations

11/15/21 Page 2-3
Roundabout Design Guide

2.1.2. Common Pitfalls

The following are four common pitfalls stemming from the initial roundabout analysis that can lead to
impractical and more expensive designs:
• Traffic forecasts that overestimate traffic growth and indicate more lanes will be needed too
soon.
• Capacity models that are very “conservative” and indicate failure of a single-lane design
sooner than actual Design Life.
• Design horizons that are inappropriately long for the project or site context.
• Operational analysis based solely on Peak Hour traffic.
Being overly “conservative” in some or all these areas can lead to a roundabout that is more complex
and expensive. To ensure a practical design, do a thorough operational analysis, as described in
Section 2.1, to streamline the design process, prior to beginning the geometric design.

Rev 2.0 2. Capacity and Operations

11/15/21 Page 2-4
Roundabout Design Guide

2.2 Operational Analysis Software

The SIDRA Intersection Software and the GDOT Roundabout Analysis Tool are both acceptable for
use as a design and evaluation aid for roundabouts. SIDRA, however, is the preferred tool for
operational analysis at roundabouts due to its superior layouts and ease of use. Within SIDRA, it is
recommended to run both the SIDRA formulas and HCM formulas (which can be done
simultaneously). If no SIDRA license is available, use the GDOT Roundabout Analysis Tool.
The analyst should run each capacity model with sensitivity testing (Design Life Analysis) and/or by
varying the geometry, e.g. number of lanes. By doing so, the analysis will account for weaknesses in
the traffic forecasts, models and/or geometry.
If there are concerns with the completed analysis in SIDRA, the analyst can use an additional
roundabout capacity model to conduct sensitivity analysis (e.g. Arcady or Rodel).
On GDOT projects, it is recommended to consult with the Office of Traffic Operations if conducting
sensitivity and/or Design Life Analysis for expandable design. Send an email to:
[email protected].

2.2.1. SIDRA Intersection

SIDRA Intersection is a software tool that can run multiple different roundabout capacity models
including the HCM models, as well as a proprietary SIDRA Standard model. The SIDRA Standard
roundabout capacity model is a gap-acceptance theory, lane-based, “micro-analytical” model
originating from Australian roundabout research. See Figure 2-2 for typical SIDRA software inputs.
Information in the Options tab should follow guidelines from the DPM. Information in the Roundabout
Data tab should be adjusted for site-specific conditions to refine your analysis after geometric design
is confirmed (if needed). Use Environmental Factor of 1.1 for Build Year and 1.05 for Design
Year analysis. In areas where roundabouts are more prevalent, more aggressive numbers can be
used.

Figure 2-2. Typical SIDRA Software Inputs

Rev 2.0 2. Capacity and Operations
11/15/21 Page 2-5
Roundabout Design Guide

2.2.2. GDOT’S Roundabout Analysis Tool

GDOT’s Roundabout Analysis Tool is an Excel workbook containing an analysis spreadsheet for mini,
single-lane, and multilane roundabout configurations.
The tool applies methodologies from the Highway Capacity Manual (HCM) 2010 Edition for mini-
roundabout analysis. HCM 6th Edition methodologies are applied for single-lane and multilane/turbo
roundabout analysis. Detailed instructions are located in the workbook.
Inputs include volumes (entered as origin-destination pairs), PHF, and truck percentages. There is
also an option to analyze right turn bypass lanes.
Results include entry capacity, approach V/C ratio, approach delay, approach level of service (LOS),
and 95th percentile queue.

Rev 2.0 2. Capacity and Operations

11/15/21 Page 2-6
Roundabout Design Guide

Chapter 3. Geometric Design - Contents

Chapter 3. Geometric Design - Contents .......................................................................................... 3-i
3.1 Design Process and Workflow ...........................................................................................3-1
3.2 Practical Design Considerations ........................................................................................3-2
3.3 Design Criteria ...................................................................................................................3-3
3.4 Roundabout Functional Area .............................................................................................3-4
3.4.1 Driveway Access/Median Opening .............................................................................3-4
3.5 Design Vehicle ...................................................................................................................3-5
3.6 Check Vehicle ....................................................................................................................3-6
3.6.1 OSOW Permit Types ..................................................................................................3-6
3.6.2 OSOW Template Library ............................................................................................3-7
3.7 Circle Location and Alignment of Approaches ...................................................................3-8
3.8 Circle Size .......................................................................................................................3-11
3.9 Roundabout Shapes ........................................................................................................3-13
3.10 Design of Approaches .....................................................................................................3-14
3.10.1 High Speed ...............................................................................................................3-15
3.11 Entry Curves ....................................................................................................................3-19
3.12 Fastest Path ....................................................................................................................3-20
3.13 Stopping Sight Distance ..................................................................................................3-25
3.14 Intersection Sight Distance ..............................................................................................3-28
3.15 Truck Considerations .......................................................................................................3-29
3.15.1 Truck Aprons ............................................................................................................3-29
3.15.2 Multilane Roundabout Cases ...................................................................................3-30
3.15.3 Check Vehicle Accommodation ................................................................................3-33
3.16 Path Alignment ................................................................................................................3-34
3.16.1 Entry Path Alignment ................................................................................................3-34
3.16.2 Circulatory Path Alignment .......................................................................................3-39
3.17 Horizontal Alignments & Vertical Design .........................................................................3-40
3.17.1 Horizontal Alignments ..............................................................................................3-40
3.17.2 Profiles .....................................................................................................................3-40
3.17.3 Grading and Drainage ..............................................................................................3-41
3.18 Typical Sections and Curb Types ....................................................................................3-42
3.18.1 Raised Multilane Features ........................................................................................3-47
3.18.2 Mini-Roundabouts ....................................................................................................3-49

Rev 2.1 3. Geometric Design - Contents

9/30/22 Page 3-i
Roundabout Design Guide

Geometric Design
3.1 Design Process and Workflow
Achieving an optimal roundabout geometry requires a thorough exploration of the ‘design space’:
location context, geometric requirements, and potential trade-offs of safety with capacity and/or cost.
Concept sketching allows initial exploration of feasibility and potential impacts before investing
significant effort in detail design elements. When sketching conceptual layouts, it is important to
produce the most cost-effective layout, with minimal tradeoffs, for a given set of constraints and
location context.
To limit the number of iterations of design, the operational analysis should be completed
before the general footprint of a roundabout is designed. Figure 3-1 summarizes this process to
align with the stages of project development for GDOT PDP Projects including roundabouts.
Roundabouts constructed using non-PDP delivery mechanisms such as: Quick Response projects,
special encroachment & driveway permits, a non-GDOT roadway, etc. may use an abbreviated
project development process.

Figure 3-1. Design Process and Workflow for GDOT PDP Roundabouts

Rev 2.1 3. Geometric Design

9/30/22 Page 3-1
Roundabout Design Guide

3.2 Practical Design Considerations

All roundabout designs should address the capacity and safety needs of an intersection, but
designers should take a practical approach to reduce project costs. Practical design does not
compromise safety nor eliminate standards and good practice. It does focus on context, need and
purpose, and emphasizes engineering judgement.
Designers should optimize circle size, location, and alignment of legs that promotes balanced speed
control from opposing approaches and ensure efficient movements for a practical design.
Practical design is essentially design optimization with a greater emphasis on balancing cost with
capacity and safety benefits. This requires careful consideration of design trade-offs. Designers
should consult with the Office of Design Policy and the Office of Traffic Operations when considering
possible design variances implied by the list of cost saving ideas below.
Eliminating lower priority project design elements can result in lower cost and improved value without
adverse effects on safety and capacity benefits. Depending on site context, designers should consider
the following examples for a practical design:
• Remove excess curb – use curb to only confine trucks and to reduce speeds near the entries
and exits rather than along the entire project length
• Reduce splitter island length – use shorter medians (splitter islands) with added visibility
elements on the approach
• Reduce excess lighting – use pavement marking reflectors and illuminated bollards instead,
see Section 7)
• Remove excess drainage structures – construct rural shoulders and ditches instead
• Avoid multiple construction stages and temporary pavement – employ road closures and off-
site detours
• Pavement preservation – reduce the amount of pavement reconstruction by using milling &
inlay or overlay instead of full depth construction
Practical design doesn’t change the requirements to meet basic design criteria and the
variances/exceptions needed for not meeting them. However, designers can achieve cost savings by
utilizing flexibility that exists in current design guidance and standards. Practical design
considerations include but are not limited to:
• Minimizing required Right-Of-Way (ROW) by:
o using a smaller circle size
o employing ellipses to mitigate intersection skew angle or avoiding adding right turn
bypass channelization
o shifting roundabouts to avoid parking, storage tanks or other property impacts that
might cause full displacements and increase ROW costs.
• Rightsizing for traffic demands – staged expandability from single lane to multilane.
• Utilize context sensitivity by encompassing existing features such as: important trees and
landscaping
• Setting the roadway and circle to blend with the existing roadway profiles
Appendix A provides a diagram of this list (Figure A-1) and an expanded discussion of practical design
and examples of how it can be applied.
Rev 2.1 3. Geometric Design
9/30/22 Page 3-2
Roundabout Design Guide

3.3 Design Criteria

The mindset of the designer should be that performance, not geometric conformance, guides the
geometric design. Designers must strategically keep the performance objectives of safety and
operations in mind and let them guide the selection of the applicable design details. The overall design
composition and the resulting performance matters more than the individual dimensional elements.
The initial selection of roundabout size (Section Chapter 3) as well as position and approach
alignments (Section 3.8) play a large role in achieving the following high-level core principles:
• Speed control
• Entry and exit path alignment
• Capacity (lane configuration)
• Space for trucks
• Stopping Sight Distance
• Entry and exit channelization
• Safety for vulnerable users (pedestrians and cyclists)
The following focus on fine-tuning the design while still supporting the principles above:
• Lane widths and transitions (including spirals, see Appendix E)
• Intersection Sight Distance (Section 3.14)
• Grading (Section 3.17.3)
• Traffic Control Devices (Chapter 5)
• Lighting (Chapter 7)
• Landscaping (Chapter 8)

Rev 2.1 3. Geometric Design

9/30/22 Page 3-3
Roundabout Design Guide

3.4 Roundabout Functional Area

The roundabout’s functional area begins where vehicles are expected to decelerate from the
roadway’s posted speed (transition/deceleration zone), see Figure 3-2. This is a reduced speed
environment where low speed design criteria are applied. Standard design criteria are applied in the
area preceding the roundabout’s functional area; if these criteria cannot be met, approval of a design
variance or design exception may be required.

Figure 3-2. Roundabout Functional Area

3.4.1 Driveway Access/Median Opening

Full access driveways and median openings are typically not desirable in the areas of splitter islands
and raised lane separations, except where it is feasible and practical to restrict access. Depending
on site context, these are treatment options for consideration for pre-existing access/driveways:
• Connect a driveway to the circulatory roadway:
o For low volume driveways (e.g. residential) a simple concrete dustpan drive (GDOT
Construction Detail A-1) is typically preferred
o For higher volume driveways (e.g. commercial) a driveway is typically treated as an
additional leg to the roundabout
• Make a driveway right-in/right-out (especially if the property has additional or alternative full
access point or U-Turn availability elsewhere)
• If a median opening is needed within the splitter island, provide sufficient median width for
left-turn refuge to clear left turning traffic on approach or entry
• Shift the access point/driveway further from the roundabout
When considering new driveways in close proximity to roundabouts, the above context considerations
should still be considered, especially dependent on driveway volume and sight distance.
See GDOT Regulations for Driveway & Encroachment Control for more information.

Rev 2.1 3. Geometric Design

9/30/22 Page 3-4
Roundabout Design Guide

3.5 Design Vehicle

Before beginning geometric design, it is important to determine the appropriate design vehicle for all
movements. All design vehicle selections should account for engineering judgement and take
into consideration: field observations, classification counts, local land use, site context,
known future developments, and roadway functional classification.
Table 3-1 should be used as a default/starting point for design vehicle considerations at roundabouts
to reduce impacts, based on intersection type.

Table 3-1. Design Vehicle Considerations

Major Minor Design Vehicle Considerations1,2,3

Interstate / Interchange WB-67 is a common truck configuration for freeways/expressways

State Route State Route WB-67 is a common truck configuration for state route movements

WB-67 for thru movements on the mainline

State Route Non-State
Route Minor road thru and turning movements typically use a smaller
design vehicle (see below).
Minimum Design Vehicle (excerpt from DPM Table 3-1)
Principal Arterial: WB-40
Non-State Non-State
Minor Arterial: SU (rural), WB-40 or BUS-40
Route Route
Collector: SU (rural) / BUS-40 or SU (urban)
Residential/Local Road: S BUS 36 (rural) / SU or P (urban)
1Practical design may allow for a smaller design vehicle, reach out to [email protected] with design vehicle
questions. Design vehicle will be checked during concept, turning movements will have to be collected and provided to
ensure the design vehicle is selected properly.
2 See Design Policy Manual Chapter 3.2 for further information.
3 A U-turning vehicle should be accommodated based on the determined design vehicle for that route.

If an intersection must accommodate a large design vehicle for all turning movements, a compact
roundabout may not be practical. For sites where WB-62/WB-67 size tractor trailers are only
accommodated for mainline through movements and smaller design vehicles are used for the side
streets (e.g. access to a residential subdivision), then a compact design may be more practical.
In addition, the following should be able to navigate the roundabout without mounting any curbs (truck
aprons or blisters): emergency vehicles, single unit trucks (SU), School Bus (S BUS-36) (rural), buses
(BUS-40) (urban); see Section 3.15 of this guide for accommodating design vehicles.

Rev 2.1 3. Geometric Design

9/30/22 Page 3-5
Roundabout Design Guide

3.6 Check Vehicle

Unlike the design vehicle, a check vehicle is an infrequent vehicle that may utilize the intersection or
corridor on multiple occasions, but not necessarily on a regular basis, such as a WB-67 or oversized
/ overweight (OSOW).
A WB-67 is frequently used as a check vehicle for off system (non-state route) intersections or for
state route intersection movements with low truck volumes. The check vehicle is not bound by having
to drive with the cab being confined by the roadway; it can drive on the truck apron, outside truck
apron, etc. (see Section 3.15.3).
OSOWs are oversized trucks that travel on the highway network on a permit basis. These vehicles
typically transport oversized or overweight loads, which need special accommodations and/or
escorts. OSOW status is given to vehicles when they are over-length (100 ft), overweight (80,000 lb),
over-width (102 in), over-height (13.5 ft), or any combination of these. If OSOWs identified as over-
length/over-width are documented traveling through an intersection (either on or off system)
the OSOW would be used as the check vehicle.
Therefore, single-trip permit records and the annual permit route map should be checked for all
intersections. OSOW single-trip permit records should be requested from [email protected]. The
annual permit route map can be found here. See Appendix B for more OSOW information.

3.6.1 OSOW Permit Types

The following are definitions of permit types, more information can be found here on the GDOT
webpage.
Single trip permit: May only be used once for movement during the times specified on permit;
includes a description of the load; origin and destination, and routes of travel. The permit records are
tabulated to help evaluate the size and direction of oversize vehicles and how many times they have
traveled through the intersection. GDOT Office of Traffic Operations recommends accommodation of
a vehicle if it has more than 3 occurrences over a three-year period. See Appendix B for a step-by-
step on how to review single trip permit records and determine appropriate representative vehicles
from the OSOW template library.
Multi-trip permit: A multi-trip permit authorizes the permitted load to return to its original destination
on the same permit, if done so within ten days, with the same vehicle configuration, and following the
same route, unless otherwise specified by the Department. These permits are typically treated as
single trip permits with specific dimensions and routes, which are included in the single trip permit
record information when obtained.
Annual Permit: Standard Annual permits are for specific types of loads with a maximum width of 12',
height up to 14'6", length of 100 ft, and GVW of 100,000 pounds on a 5-axle tractor-trailer
combination. Permit allows for unlimited use of this vehicle on the routes designated on the OSOW
annual permit map. If the intersection lies on a designated route, an annual permit vehicle should also
be used as a check vehicle.

Rev 2.1 3. Geometric Design

9/30/22 Page 3-6
Roundabout Design Guide

3.6.2 OSOW Template Library

Since there are commonalities between various OSOW vehicles, the development of a truck library
with representative check vehicles was created for the purpose of design. The following templates
were developed with data from OSOW carriers’ equipment list, permit record information, and
AutoTURN’s base vehicle library (see illustrations in Appendix B.2):
• Simple Lowboy (85 ft, 100 ft and 125 ft OL)
• DST Lowboy (125 ft OL)
• Mobile Home (100 ft and 110 ft OL)
• Booster Trailer (125 ft, 140 ft, and 150 ft OL)
• 13-Axle Trailer (150 ft, 165 ft, and 195 ft OL)
• Steerable Trailerless Load (150 ft and 180 ft OL)
• 19-Axle Trailer 125 Ton (250 ft OL)
Custom OSOW vehicles may need to be created for a specific intersection for the following reasons:
• If it cannot be categorized into one of the vehicles in the standard library
• If review of the surrounding area shows need for a custom vehicle type, i.e. flatbed log truck
with an overhang.
o These vehicles should still receive special attention even though they may not show
up in the OSOW single-vehicle permits due to it being a multi-trip permit or the tractor-
trailer themselves don’t meet OSOW requirements (e.g. the overhang from a log or
pole truck may require special attention to where light poles and/or signs are placed).

Rev 2.1 3. Geometric Design

9/30/22 Page 3-7
Roundabout Design Guide

3.7 Circle Location and Alignment of Approaches

Once the design vehicle has been determined, the first step is to consider where the circle should be
and to determine alignments of the approaches.
Circles should be located to optimize intersection visibility and entry speed reduction balanced from
opposing directions. Where there are skewed intersections and space constraints, the circle location
and approach alignments may need to be shifted, and the circle shape may also need to be modified,
e.g. elliptical shape; see Section 3.9 for Roundabout Shape considerations.
It is desirable to arrange the legs of a roundabout to form equal angles between adjacent legs to
minimize overtracking for large trucks and balance the entry path speed reduction for both
approaches.
Practical Geometry – Utilizing existing features or geometry to reduce costs at an intersection; or
coming up with new geometry that will help save costs (minimal footprint). The following can be
considered:
• Existing features, such as: existing asphalt, utilities, existing grading, shoulders, curb line, etc.
• Effectively utilize existing asphalt to avoid overdesign of extra pavement/space
• Limit using new pavement (Will the new roundabout fit in the existing space?)
• Keep in mind special cases, e.g. elliptical roundabouts
Figure 3-3 to 3-6 illustrate common intersection approach alignment conditions designers may
encounter and the practical alternative circle shape and approach alignment solutions that should be
considered. Left offset of approach alignment should be achieved in each case.
These Figures depict centerlines not true alignments and are to be used as a reference.

Rev 2.1 3. Geometric Design

9/30/22 Page 3-8
Roundabout Design Guide

Figure 3-3. Skew Intersections

Figure 3-4. T Intersections

Rev 2.1 3. Geometric Design

9/30/22 Page 3-9
Roundabout Design Guide

Figure 3-5. Y Intersections

Figure 3-6. Offset Intersections

Rev 2.1 3. Geometric Design

9/30/22 Page 3-10
Roundabout Design Guide

3.8 Circle Size

Once the circle location and alignment of approaches has been determined, the next step is to
consider circle size.
Selection of a circle size, or Inscribed Circle Diameter (ICD), is dependent on traffic, space available
and a combination of other factors; some examples are: environmental impacts, utility conflicts,
existing roadway configuration, ROW limitations, roadway classification, design vehicle swept path,
and design speed. Table 3-2 provides a range of typical ICDs associated with single and multilane
roundabouts.
While the designer has flexibility in tailoring a layout to space constraints, the performance objective
of speed control, specifically geometric entry speed, equally governs circle size. In a high-speed
context, the combination of circle size and approach alignment, e.g. left offset, influences roundabout
safety performance. Attaining speed control with smaller ICD’s can be improved with left offset design
of approach alignment; see Section 3.10 for left offset information.
For truck tracking considerations, three cases are identified to accommodate trucks in the multilane
roundabout, these will affect circle size:
• Case 1 – Truck does not stay in-lane on entry or circulating
• Case 2 – Truck stays in-lane on entry, but uses both lanes for circulating
• Case 3 – Trucks in-lane on both entry and circulating
See Section 3.15.2 for more information on Multilane Roundabout Cases.
Circle size can vary slightly with the use of an elliptical shape, see Section 3.9, or the use of a spiral,
see Section 3.16.2 (with hybrid and multilane roundabouts).

Table 3-2. Roundabout Categories (90o intersections with 4 legs)

Single Lane Roundabout Multilane Roundabout
Design
Element
Mini Compact Conventional Case 1 Case 2 Case 3

150 to 170
Typical ICD *70 to 90 ft 85 to 120 ft 120 to 160 ft 160 to 190 ft 180 to 210 ft
ft
Desirable
range of
15 to 20 20 to 25 20 to 25 20 to 28 20 to 30
theoretical 20 to 25 mph
mph mph mph mph mph
fastest entry
speed
Typical Truck Traversable
Apron central 12 to 14 ft 8 to 12 ft 8 to 12 ft 12 to 14 ft 14 to 16 ft
Width** island
*ICD of less than 70 ft can be used on non-state routes (pay special attention to speed control).
**Truck apron should be determined based on design vehicles.
A reduced ICD may need to be considered to accommodate multiple features (pedestrian features
need to be added & limited ROW, etc.).
Rev 2.1 3. Geometric Design
9/30/22 Page 3-11
Roundabout Design Guide

Mini-Roundabout
Mini-roundabouts are single lane roundabouts defined by their smaller ICD with a diameter typically
less than 90 ft. They accommodate large vehicles by allowing them to drive over the fully mountable
central island, see Section 3.18.2 for typical sections on mini-roundabouts. The small footprint of a
mini-roundabout offers flexibility when working within constrained sites.
Compact Roundabout
The choice of a compact or conventional single-lane roundabout is dependent on factors such as
space available at an intersection, intersection angle (skew), class/speed of roadways and design
vehicle.
A smaller ICD has tradeoffs related to accommodation of larger design vehicles. Typically, a compact
roundabout will not accommodate a larger tractor trailer, e.g. a WB-62/WB-67, without overtracking
outside edges of pavement/curbs. But often in these cases overtrack raised truck blisters may be
used to compensate for the smaller ICD.
Single Lane Roundabout (Conventional)
A good starting point for a single-lane roundabout is an ICD of 130 feet. The ICD may be increased
or slightly decreased to accommodate right-of-way, the design vehicle and to control speeds to meet
fastest path requirements. At a 90-degree intersection that needs to accommodate a larger design
vehicle for all movements, e.g. WB-67, a good range for the ICD is 130 to 150 ft. In situations with
more than four legs or skewed intersection angles, larger ICDs or different circle shapes may be
necessary; see Section 3.9 for Roundabout Shapes.
Hybrid Roundabout
Since a hybrid roundabout is a blend of one and two circulating lanes; it has a variable circle size.
Multilane Roundabout (Case 1-3)
At multilane roundabouts, the ICD is usually determined by balancing the need to achieve entry path
deflection and provide smooth entry path alignment; see Section 3.12 and 3.16 for more information.
Typically, the addition of lanes and satisfying both design objectives requires a slightly larger diameter
than used for single-lane roundabouts. Lane configuration requirements and choice of case design
for tractor trailers (see Section 3.15.2) also influence ICD.

Rev 2.1 3. Geometric Design

9/30/22 Page 3-12
Roundabout Design Guide

3.9 Roundabout Shapes

The choice of roundabout shape is influenced by design performance requirements and context, e.g.
closely spaced circles or skewed intersections. Below are the most common roundabout shapes.
Circle - The most common roundabout shape is a circle, with a consistent radius.
Ellipse - An ellipse is typically beneficial where a major road intersects a minor road at a skew angle
where it is difficult to place a regular circular shape within the constraints of the project. An ellipse
design is practical for separating the approaches to facilitate truck turning and to control entry speeds.
The smaller radius of the ellipse should be placed into the quadrant of the acute angle of the two
approaches, as shown in Figure 3-7. The range of diameters for each axes of the ellipse would be
close to the range of the typical inscribed circle size. For single lane conventional roundabouts, the
smaller radius is typically in the range of 120 to 150 ft with the larger radius being approximately 20
to 40 ft larger.
Peanut - A peanut roundabout is essentially two closely spaced circles where each circle does not
permit a 360-degree movement. They are typically applicable at two closely spaced intersections that
cannot have regular circles without overlapping. They can also be used at an extremely skewed
intersection and/or when ROW is constrained (i.e. there is no miter).
Barbell/Dog Bone – A barbell or dog bone are other names for a peanut that is spaced further apart
than a peanut shaped roundabout. They are used when two intersections are in close proximity but
there is a benefit to having a tangent connecting the two individual circles.
Teardrop - A teardrop roundabout does not allow for continuous 360-degree travel within the
circulatory roadway. The tear-drop is used to eliminate a portion of circulatory roadway not used at
locations like ramp terminal intersections where there is no traffic volume due to the one-way ramp
configuration. GDOT’s preference is to use a teardrop only when needed for operational reasons.

Figure 3-7. Roundabout Shapes

Rev 2.1 3. Geometric Design

9/30/22 Page 3-13
Roundabout Design Guide

3.10 Design of Approaches

A primary goal of roundabout design is to make drivers aware of the roundabout with enough distance
to gradually decelerate to a slow entry speed. This is especially necessary in rural areas where driver
expectancy is free flow. Approach geometry should build driver expectation to reduce speed and yield
at entry, a fundamental operating condition to maintain priority to circulating traffic. Geometric design
of approaches that is safe and practical generally exhibits these principles:
• Approach Alignment
o Left Offset (preferred): An approach alignment offset left of the circle center (see Figure
3-8) is most beneficial (and therefore recommended) to promote gradual speed reduction
and yield at entry. This approach alignment typically generates the necessary entry path
deflection to achieve geometrically slow entry speeds. For additional information, see
NCHRP 672, Sections 6.2.1 & 6.7.1. Additional advantages to an offset left design are:
• Increased deflection – best for speed control with rural design
• Maintains clear sight of the central island
• Beneficial for accommodating large trucks (allows for larger entry radius while
maintaining deflection and speed control)
• Helps to minimize circle size
• May increase exit radius which reduces control of exit speeds/acceleration, but
improves SSD of exit crosswalk
o Radial Approach: Although not preferred, it can be used when there are ROW
constraints, alignment concerns, low speed environment, and/or low volume approaches.
• Forward Sight Distance/Stopping Sight Distance: Desirable forward visibility of the
roundabout entry, based on approach design speed.
• Central Island Visibility: Approaches should be aligned horizontally and vertically to make
the central island and yield point as conspicuous as possible.

Rev 2.1 3. Geometric Design

9/30/22 Page 3-14
Roundabout Design Guide

Figure 3-8. Left Offset Design for Entry Deflection

3.10.1 High Speed

In addition to principles stated above, the following should be explored for rural and higher-speed
suburban design (see Figure 3-9a and Appendix C):
• Approach curves (chicanes): Chicanes use successively smaller curve radii to gradually
reduce approach speeds. Within the transition/deceleration zone of a roundabout approach,
selection of a horizontal curve radius, and vertical curve K value should be based on the speed
contour closest to the center of the curve; see Figure 3-10. Speed contours assume
comfortable braking to a potential stop at the crosswalk (or yield point in the absence of a
crosswalk), as derived from Figure 2-34 in the AASHTO Green Book. Superelevation for
curves within the deceleration zone should be selected from the AASHTO Green Book Table
3-13 Minimum Radii and Super-elevation for Low-Speed Streets in Urban Areas and should
be based on the speed contour and curve radius per above.
For approaches with existing superelevation before the start of the deceleration zone, apply
GDOT DPM Section 4.5.4 (Table 4-10 and Table 4-11) to calculate the runoff length, L. See
Appendix C for examples.
o Tangents between successive reverse curves: Tangents, preferably the length of
the design vehicle, minimize swaying of large truck loads and loss of control roadway
departure crashes.
o Forward Sight Distance: Stopping sight distance should be preserved when adding
reverse curvature; this is necessary both horizontally and vertically. Avoid excessive
approach curves that cause drivers to lose sight of the intersection.

Rev 2.1 3. Geometric Design

9/30/22 Page 3-15
Roundabout Design Guide

• Splitter islands: Splitter islands extend upstream of the yield line to the point at which
entering drivers are already decelerating. Practical design may dictate otherwise, but as a
general guideline: 200 ft for speeds above 45 mph, 100 ft for speeds between 35 mph to 45
mph; and, 50 ft is acceptable for speeds below 35 mph.
o The nose of the approach splitter island should incorporate a 2 to 4 ft offset from the
face of curb to the paint line on high-speed approaches.
o Pedestrian access through the splitter island should have ADA ramps and should be
either ramped up or semi-depressed.
• “Visibility package”: Ensure sufficient use of items such as: signs, pavement marking, raised
pavement markers/delineators, landscaping and, in some cases, flashers and/or illumination
on the approach to the roundabout (see Chapter 5, 7 and 8 for more information). This can
compensate for shorter length splitter islands.
• Curb and gutter: Curb and gutter help vehicles to maintain lane and reduces speeds;
therefore, introduce it in the transitional and low speed segments of the approach. Graduation
from paved shoulder to mountable curb to vertical face curb provides an ideal transition from
rural to urban cross-section.
• Exit Taper: Exit tapers are used to consolidate a two-lane exit to one lane. Exit taper lengths
from roundabouts are based on the calculated in-lane exiting speed; therefore, the taper rate
can be significantly shorter than the design speed of the roadway. Merging taper rates should
be typically 20:1 to 30:1. The length of parallel full-width lanes beyond the circulating roadway
to beginning the merging taper varies depending on volume and other factors. See Figure 3-
9b.
Since in-lane exiting speeds are typically less than 40mph, the taper can be calculated using
MUTCD Table 6C-4’s equation:
40mph or less: 𝐿 = 𝑊𝑆 2 /60

Where:
• L = taper length in feet
• W = width of offset in feet
• S = posted speed limit, or off-peak 85th-percentile speed prior to work starting, or the
anticipated operating speed in mph

Rev 2.1 3. Geometric Design

9/30/22 Page 3-16
Roundabout Design Guide

Figure 3-9a. High-Speed Approach Design

Figure 3-9b. High-Speed Multilane Exit Design

Rev 2.1 3. Geometric Design

9/30/22 Page 3-17
Roundabout Design Guide

Figure 3-10. Superelevation on Approach

Rev 2.1 3. Geometric Design

9/30/22 Page 3-18
Roundabout Design Guide

3.11 Entry Curves

The right-side curve near the roundabout entry, also called the entry radius, helps to control entry
speeds and is typically in the range of 65 to 100-ft. A starting point for entry radius estimation is half
of the ICD. The left side radius can be larger since it has no effect on entry speed control but does
influence truck swept paths. Narrowing of the splitter island at the entry may be required to
accommodate large trucks while maintaining speed control (minimizing the entry radius and entry
width); see Figure 3-11 and Section 3.15 for truck considerations.

Figure 3-11. Example of Typical Entry to Exit Curves

Figure 3-11 illustrates a typical layout showing roadway width for approaches and exits. Along with
this guidance, the following should be considered:
• Design width for entries, exits and right turn bypass lanes is 16 ft desirable [20 ft face of curb
to face of curb] to 20 ft [24 ft face of curb to face of curb].
o Approach width of pavement that accommodate the design vehicle and allow for
passing a stalled vehicle at single-lane entries and exits are as follows per AASHTO
Green Book 2018 Table 3-27
Place curb and gutter to define the roundabout entry and exit. Curb and gutter can be placed on both
sides, if needed, for drainage reasons.

Rev 2.1 3. Geometric Design

9/30/22 Page 3-19
Roundabout Design Guide

3.12 Fastest Path

The geometric design speed through the roundabout, often referred to as the “fastest path”, is a
critical safety performance measure in the design. It correlates with the probability and severity of
crashes between entering and circulating vehicles. The geometric design speed of each movement
is determined by drawing the fastest path possible for a passenger car making movements through
a roundabout ignoring all lane lines. Figure 3-12 to Figure 3-17 illustrate the three major movements
through mini, single lane, ‘Y’ roundabouts, and multilane, respectively; the five corresponding critical
path radii should be checked for each approach. The radii are for each movement: through (R1, R2,
& R3), left-turn (R4), right turn (R5). See Appendix D.1 for the Fastest Path Detailed Process.
Geometric entry path deflection is best represented by a continuous spline (a curve with constantly
changing radii) because this most closely approximates how a vehicle traces its fastest path through
a roundabout. A spline also allows analysts to draw the smoothest, most natural vehicular path. It is
drawn from a starting point approximately 165 ft in advance of the entry line, with an offset of 5 ft from
curbs, 5 ft from a centerline and 3 ft from other pavement markings (such as a painted median or two-
way left-turn lane). The critical entry path radius, referred to as R1, occurs over the spline for 65 ft to
80 ft, near the yield point, where the tightest radius exists. However, R1 is not necessarily the speed
controlling radius (entry radius referred to in Section 3.11 and shown on Figure 3-11). The center of
the curve should be near the crosswalk and upstream of the entry. Vehicle speed estimation is in
accordance with NCHRP 672, Section 6.7.1.2 Equations 6-1 and 6-2. Equation 6-3 may be used to
estimate actual entry speed, but it does not govern the fastest path performance check.
In most cases, speed control on entry is the most important fastest path criteria for all roundabout
configurations. In addition, if a location has a significant pedestrian count, steps should be taken to
facilitate lower vehicle speeds at all pedestrian conflict areas (including exit speeds from the
roundabout). When checking exit speeds, both the predictive method (based on the R3 exit path
radius) and NCHRP 672 Equation 6-4 (which accounts for acceleration from R2 to R3) should be
checked.
Mini-Roundabouts - Due to the smaller circle size, geometric entry path deflection at mini-
roundabouts is more challenging; therefore, approach curvature typically governs entry speed. Along
with left offset, deflection can be achieved through approach curvature (chicanes) and/or longer
splitter islands (Figure 3-12). These features also contribute to recognition of the roundabout ahead
so that drivers may decelerate in advance of the entry point.
Single Lane and Compact Roundabouts – The design of a single lane roundabout should have
enough entry path deflection to create balanced speeds through the roundabout. The use of left offset
helps in reducing speeds in advance of the entry line; this is especially important for compact
roundabouts.
Multilane Roundabouts - At multilane roundabouts, the fastest path should use the full width of
pavement ignoring striping, such as lane lines, gore striping and rumble strips. The fastest path should
be controlled by physical constraints, such as vertical elements like curbing. Raised lane dividers
(with curbing) provide the physical constraints necessary to facilitate in-lane fastest paths on multilane
roundabouts. The raised lane dividers should extend far enough back on the approaches from
the yield point, and far enough from the exit, so that the fastest path speeds are controlled.
Figure 3-15 to 3-17 show the R1, R2 and R3 for a Case 1, 2 and 3 multilane roundabouts.
Rev 2.1 3. Geometric Design
9/30/22 Page 3-20
Roundabout Design Guide

See Section 3.15.2 for more information about the truck case designs shown in Figure 3-15 to 3-17.

Figure 3-12. Determination of Entry Path Curvature – Mini-Roundabouts

Figure 3 13. Determination of Entry Path Curvature – Single Lane Roundabouts

Rev 2.1 3. Geometric Design

9/30/22 Page 3-21
Roundabout Design Guide

Figure 3-14. Determination of Entry Path Curvature – Y Roundabouts

Figure 3-15. Determination of Entry Path Curvature – Multilane Roundabouts Case 1

Rev 2.1 3. Geometric Design

9/30/22 Page 3-22
Roundabout Design Guide

Figure 3-16. Determination of Entry Path Curvature – Multilane Roundabouts Case 2

Figure 3-17. Determination of Entry Path Curvature – Multilane Roundabouts Case 3

Rev 2.1 3. Geometric Design

9/30/22 Page 3-23
Roundabout Design Guide

Table 3-3 describes the critical radii that make up the fastest path and provides ranges of desirable
speeds. The lower range of the table is preferred, especially where significant levels of pedestrians
are present.
See Appendix D.1 on how to draw and measure Fastest Paths using Bentley MicroStation CAD
software.

Table 3-3. Fastest Paths and Speed Tolerances

Desirable Range of Radii

Critical Radius Description
and Corresponding Speeds

Single Lane and Multilane

The minimum radius on the fastest (Case 2&3) R1 ≤ 170’; V1 =
Entry Path Radius,
through path prior to the yield line. 20 to 25 mph
R1
(This is not the same as Entry Radius.) Multilane (Case 1) R1 ≤ 275’;
V1 = 20 to 30 mph
Circulating Path The minimum radius on the fastest
R2 ≤ 170’; V2 = 15 to 25 mph
Radius, R2 through path around the central island.
**Pedestrians: R3 ≤ 25mph
The minimum radius on the fastest
Exit Path Radius, R3 No Pedestrians: R3 ≤ 30-
through path into the exit*
35mph
Left Turn Path The minimum radius on the path of the
R4 ≤ 95’; V4 = 10 to 20 mph
Radius, R4 left-turn movement.
The difference between entry and
R1 – R4 10 to 15 mph
circulating speed
Right Turn Path The minimum radius on the fastest
R5 ≤ 170’; V5 = 15 to 25 mph
Radius, R5 path of a right turning vehicle.
*The exit speed is the minimum of the predicted speed based on the R3 radius or acceleration from
the middle of R2 to the point of interest on the exit; see NCHRP 672 Section 6.7.1.2 Equation 6-4.
**If R>25mph, the SSD from the center of R2 to the crosswalk should ensure a car driving through
the roundabout will have time to see a pedestrian and stop. (Supplemental treatments could also be
considered such as RRFBs, PHBs, etc.)

Rev 2.1 3. Geometric Design

9/30/22 Page 3-24
Roundabout Design Guide

3.13 Stopping Sight Distance

Sight distance envelopes should be provided for Stopping Sight Distance (SSD) to determine clear
view zones using driver eye height of 3.5 ft and object height of 2 ft for the scenarios listed below,
see Appendix D.2 for formulas and more information.
1. Approach SSD and Approach SSD (with reverse curves) (Figure 3-18 and Figure 3-19)
2. Approach SSD (with bypass lane) (Figure 3-20)
3. SSD to the downstream crosswalk (Figure 3-21)
4. SSD around the circulatory roadway (Figure 3-22)

Figure 3-18. Approach Stopping Sight Distance (SSD)

Figure 3-19. Approach SSD (with Reverse Curves)

Rev 2.1 3. Geometric Design

9/30/22 Page 3-25
Roundabout Design Guide

Figure 3-20. Approach SSD (with Bypass Lane)

Figure 3-21. Stopping Sight Distance to the Downstream Crosswalk

Rev 2.1 3. Geometric Design

9/30/22 Page 3-26
Roundabout Design Guide

Figure 3-22. Stopping Sight Distance around the Circulatory Roadway

The approach stopping sight distance may be lost if a “table-top” profile is used at a roundabout entry,
(e.g. for crosswalk transverse grade of 2% per US Access Board accessibility design criteria). Figure
3 23 illustrates the vertical sight distance problem created by flattening the approach profile versus a
slightly steeper profile. Note, selection of K values based on the design speed approaching the
roundabout does not guarantee approach stopping sight distance.
Tipping the circle or raising the central island to improve central island visibility, are methods for
improving substandard approach stopping sight distance. If it is infeasible to achieve approach SSD,
it should be compensated for by adding additional approach visibility elements (e.g. signs).

Figure 3-23. Vertical Considerations of Approach Stopping Sight Distance

Rev 2.1 3. Geometric Design

9/30/22 Page 3-27
Roundabout Design Guide

3.14 Intersection Sight Distance

Intersection Sight Distance (ISD) is the distance required for a driver without the right-of-way to view
and react to the presence of conflicting vehicles. ISD should be checked at entries for entering and
circulating conditions; see Appendix D.2.2 for ISD envelope drawing tips.
ISD should be derived from the equations in the Appendix; however, at a minimum of 50 ft upstream
of both approaches should be used. The department’s preference is to be in between the minimum
and maximum ISD, calculated from the NCHRP equations (involving the fastest path).
Figure 3-24 illustrates the entering ISD envelopes. The minimum applies where there are site
constraints and the preferred is infeasible, e.g. guardrail or bridge walls near a roundabout approach.
More than standard sight distance (defined here as the maximum) is undesirable because it can lead
to drivers competing for gaps and failure to yield conflicts. For central island treatments to limit
excessive circulating ISD, see Chapter 8 on Landscaping.

Figure 3-24. Maximum and Minimum Intersection Sight Distance

Rev 2.1 3. Geometric Design

9/30/22 Page 3-28
Roundabout Design Guide

3.15 Truck Considerations

Roundabouts are designed with a raised and mountable truck apron where the design vehicle swept
path may overtrack beyond the circulatory roadway into the central island. The wheels of the design
vehicle should not overtrack onto sidewalks, or outside curbs (without the use of a truck blister).
Accommodation of the design vehicle is verified through horizontal swept path analysis (AutoTURN,
etc.) and, sometimes, vertical clearance analysis. When conducting a swept path analysis, typically
provide 1 ft clearance from the tire of the cab to the curb face. However, the cab wheels should
typically remain on the circulatory roadway and not need to track onto the truck apron to cross the
roundabout. Additionally, all roundabouts should be designed to accommodate buses and emergency
vehicles within the travel way without overtracking onto the truck apron. See Appendix D.3 on how to
perform AutoTURN analysis of truck swept paths.

3.15.1 Truck Aprons

Truck aprons - The truck apron width, around the central island, may vary based upon the circle size
and geometric composition of the roundabout. The truck apron should be wide enough to
accommodate the swept path of the overtracking trailer plus 2-ft to face of curb at the back of the
truck apron. To maximize the landscaped area, the truck apron should have a variable width
around the circle to accommodate design and check vehicles. In urban conditions and/or low
truck movements, the cab of right turning trucks can utilize the inside apron. This allows a smaller
footprint and improves feasibility for lower cost in some situations.
4-inch curb face (type 9) is typical, see Section 3.18 for curb types.
3-inch curb face (type 9) can be used in locations with:
• higher truck volumes
• where vertical clearance for low-boy trucks is needed
• where truck cabs are expected to mount the apron
Outside Truck Aprons (Truck Blisters) – These may be necessary at outside curb radii to
accommodate larger design vehicles, especially at skewed intersections or on compact roundabouts.
In these cases, outside truck aprons can assist in maintaining a smaller footprint. Pedestrian safety
can be impacted when trucks frequently overtrack a crosswalk landing within the outside truck apron;
therefore, avoid placing the outside truck aprons through crosswalks, especially in areas with
high pedestrian traffic. See Section 3.18 for an outside truck apron typical section.

Rev 2.1 3. Geometric Design

9/30/22 Page 3-29
Roundabout Design Guide

3.15.2 Multilane Roundabout Cases

After determining your design vehicle from Section 3.5, the three cases for truck (design vehicle)
tracking consideration are identified as follows:
• Case 1 – Truck does not stay in-lane on entry or circulating (see Figure 3-25)
o Trucks will straddle the lane line on the approach of the roundabout and use both lanes
for entry, circulating, and departure.
o For new designs, rumble strips should be used on lane separation striping (to assist
with passenger car lane discipline) for entry, circulating, and departure. Profiled
striping or striping with RPMs can be used in lieu of rumble strips, if necessary (when
concrete pavement is used, in some urban conditions, etc.)
o When an approach is less than 120 trucks/hour, particularly in an urban context where
smaller circles and lower entry speeds are desirable for pedestrian safety.
* For Case 1 design, truck apron widths should be sized assuming the truck uses both
lanes of the roadway.
• Case 2 – Truck stays in-lane on entry, but uses both lanes for circulating (see Figure
3-26)
o For new designs, raised lane dividers should be used within lane separation striping
for entry and departure.
o For new designs, rumble strips should be used within lane separation striping (with or
without gore striping and RPMS) for circulating.
o Recommended when an approach exceeds 120 trucks/hour and physical constraints
prohibit widening for case 3.
• Case 3 – Trucks in-lane on both entry and circulating (see Figure 3-27)
o For new designs, raised lane dividers should be used within lane separation striping
for entry, circulating, and departure.
o Recommended when an approach exceeds 120 trucks/hour and physical constraints
allow increased ICD.

Rev 2.1 3. Geometric Design

9/30/22 Page 3-30
Roundabout Design Guide

Figure 3-25. Truck Case 1

Figure 3-26. Truck Case 2

Rev 2.1 3. Geometric Design

9/30/22 Page 3-31
Roundabout Design Guide

Figure 3-27. Truck Case 3

Rev 2.1 3. Geometric Design

9/30/22 Page 3-32
Roundabout Design Guide

3.15.3 Check Vehicle Accommodation

It should be assumed that check vehicles can/will:
• overtrack all lanes and ignore lane lines
• cab will override mountable curbs (e.g. truck aprons, outside truck aprons, lane dividers, etc.)
when necessary
• avoid fixed objects (signs, poles, etc.)
• try to avoid pedestrian features (sidewalks, etc.) when sufficient ROW is available to setback
sidewalk
When conducting a swept path analysis for the check vehicle, provide 1-ft (desirable) clearance from
the tire to the curb face. The design principles of the roundabout should not be compromised to
accommodate the check vehicle; therefore, some of the special accommodations listed below can be
used to address vehicle overtracking.
• Adjust pavement grades and cross slopes to prevent “hanging up” or scraping
• 4-in mountable curbs on splitter islands (e.g. Type 1 or Type 9, see 9032b)
• Wider truck aprons
• Flatter truck aprons (3”) when necessary
• Add outside truck apron
• Wider paved shoulders
• Relocation of signals, poles, signs, etc.
• Removable signs
• Gated bypass lane, in the central island, for OSOW vehicles only
Counter flow travel can be considered where the turning movements would require extremely wide
truck aprons (i.e. the remaining central island would be significantly reduced). This does not
compromise the size of the central island, which is important for increasing the visibility of the
intersection, and for blocking sight across the intersection. If counter flow travel is used, flagging
operation and/or law enforcement presence is needed.
See Figure 3-28 for an example of the central island modifications and the added tracking areas to
accommodate an OSOW vehicle making through movements.

Figure 3-28. Overtracking Design Considerations for OSOW

Rev 2.1 3. Geometric Design

9/30/22 Page 3-33
Roundabout Design Guide

3.16 Path Alignment

Path alignment ensures the vehicle is aligned at entry and exit with the appropriate receiving lane. At
single-lane entries, reviewing path alignment considers where the driver is being aimed; additionally,
path alignment at the entry curve slows down vehicles. For multilane roundabouts, path alignment of
both entry and circulating path should be designed with additional care due to the characteristics of
side-by-side vehicles.
Path efficiency is the balancing of paths in and through the roundabout so that each movement has
approximately the same path length. The goal of path efficiency is to provide a balanced flow (speed
control and path) for all movements. In some cases, designs might be able to have balanced paths
and balanced speed control from opposing approaches. In non-uniform geometry, the attempt to form
path efficiency may have unintended consequences due to the lack of speed reduction and increased
costs. Fixating on path efficiency may result in a design that is not practical.
When determining circle size, shape, and alignment of legs, consider path alignment and path
efficiency so that movements from every direction are balanced.

3.16.1 Entry Path Alignment

For multilane roundabout entry design, it is necessary to align the entry paths of side-by-side
passenger cars to reduce the risk of sideswipe collisions and operational turbulence at entries and
exits. Path alignment problems occur when the natural paths of vehicles in adjacent lanes
overlap or cross one another; this is called path overlap. It occurs most commonly at entries
where the geometry of the right-hand entry lane leads vehicles into the left-hand circulatory lane.
However, vehicle path overlap can also occur at exits, where the exit geometry or striping of exit leads
vehicles from the left-hand lane into the right-hand exit lane. Figure 3-29 illustrates an example of
entry path overlap at a multilane roundabout. For additional information, see NCHRP 672, Sections
6.2.3 & 6.5.4.

Rev 2.1 3. Geometric Design

9/30/22 Page 3-34
Roundabout Design Guide

Figure 3-29. Entry Path Overlap (Avoid)

The combination of the approach alignment, entry radius, and location of the entry curve nearest to
the yield point directly affects vehicle path alignment. If the speed controlling entry radius is located
too close to the circulatory roadway, it can result in path overlap. However, if it is located too far away
from the circulatory roadway, it can result in higher fastest path speeds or drivers accelerating into
the entry. For additional information, see NCHRP 672, Section 6.4.3. Figure 3-30 illustrates geometric
characteristics that are both smooth and slow. This minimizes entry and exit turbulence so that
multilane design performs as expected.

Figure 3-30. Multilane Entry Design to Minimize Path Overlap

Rev 2.1 3. Geometric Design

9/30/22 Page 3-35
Roundabout Design Guide

Figure 3-31 provides a method for checking and avoiding path overlap (for Case 1). For the entry and
exit path tangents, the tangent should extend from the circulating curve to the entry or exit. Path
overlap can typically be avoided if there is approximately 5 ft between the central island curb and the
extension of the splitter island curb, with the radius of that curve extension in the range of 75 to 100
ft. Another way to avoid path overlap is to add raised lane dividers to physically separate vehicles,
such as shown for Case 2 and Case 3 multilane designs.

Figure 3-31. Method for Checking Path Overlap (Case 1)

Rev 2.1 3. Geometric Design

9/30/22 Page 3-36
Roundabout Design Guide

Figure 3-32 shows path overlap in a Case 3 multilane roundabout; the raised lane separation within
the circulatory roadway should start closer to the entry to avoid this path overlap. Figure 3-33 shows
raised lane dividers on the entry that will guide traffic into the correct circulatory lane and prevent path
overlap.

Figure 3-32. Case 3 Multilane Roundabout with Path Overlap (Avoid)

Figure 3-33. Case 3 Multilane Roundabout Entry Path Alignment

Rev 2.1 3. Geometric Design

9/30/22 Page 3-37
Roundabout Design Guide

Case 3 roundabouts should implement a tapered nose (aka. frog), a mountable raised divider that
will be used by large trucks, to transition the beginning of the raised lane divider and to assist in
avoiding path overlap. See Section 3.18 for tapered nose detail.
The opening width is measured where the left lane entering crosses a portion of the circulatory
roadway (see Figure 3-34). Keeping the opening width small helps to avoid path overlap; the striping
on either side of the opening is critical to guide drivers into the correct circulatory lane of a multilane
roundabout.

Figure 3-34. Case 3 Multilane Roundabout Opening Width and Path

Rev 2.1 3. Geometric Design

9/30/22 Page 3-38
Roundabout Design Guide

3.16.2 Circulatory Path Alignment

For multilane roundabouts, there is striping with rumble strips and/or raised lane dividers between the
two lanes in the circulatory roadway. This helps maintain lane discipline and helps avoid lane changes
in the circulatory roadway.
Case 1 & 2 – Rumble strips in the circulatory roadway assist in circulatory path alignment by providing
audible feedback to drivers when they are not maintaining their lane.
Case 3 – Raised lane dividers in the circulatory roadway assist in circulatory path alignment by
keeping vehicles in their lane. They also protect circulating drivers from conflicting traffic.
A spiral is a geometric feature of the truck apron needed for some multilane roundabout
configurations. They are used:
• Where one or more entries require exclusive left-turn lanes
• Where a combination of entering and exiting lanes requires a spiral to maintain lane continuity
• To push the circulating driver to the outside lane when transitioning from single to multilane
portions of the circulatory roadway
• At a 2 x 1 hybrid multilane design (Figure 3-35) to ensure that the adjacent outside lane yields
at entry
Spirals should not be used where U-turns are frequent because the spiraled driver ends up in the
outside lane, unable to make a U-turn without changing lanes.
For Figure 3-35, Radius 1 is the original circle radius; Radius 2 provides the spiral.

Figure 3-35. Example of Spiral

For more information on drawing spirals, see Appendix E.
Rev 2.1 3. Geometric Design
9/30/22 Page 3-39
Roundabout Design Guide

3.17 Horizontal Alignments & Vertical Design

Since roundabout design is performance based, it is helpful to complete horizontal design and
validate it through geometric performance checks before setting construction alignments. After
horizontal alignments have been set, vertical design can start.
Vertical design is an iterative process and includes profiles, superelevation, approach grades and
drainage. The fastest-path checks should be confirmed after vertical design is complete to determine
whether the cross-slopes influence geometric entry speed predictions. For a detailed walk-through,
see Appendix F.

3.17.1 Horizontal Alignments

When considering the location and number of horizontal alignments (stationed and profiled), the
designer should consider their usefulness in generating cross-sections, profiles, layout details, and
ease of use during construction layout.
At a minimum, there should be a mainline construction centerline per roundabout leg and a horizontal
alignment around the outside of the truck apron. Horizontal alignments should also be considered
along the outside gutter line edge of pavement and on splitter island curb lines/inside lane lines of
each approach, exit and bypass island. These alignments are often useful for the designer to ensure
a thorough and accurate grading design, particularly in the transition areas entering and exiting the
circle and to avoid holes in the 3D surface. Providing stationed and profiled horizontal alignments
along the outside gutter line provides a staking alignment of the contractor to set vital drainage profiles
for catch basins.
It may also be beneficial to create alignments along the outside edges of pavement (usually from bike
ramp to bike ramp) to help control grades around the circulatory roadway, see Appendix F.1 for
Figures.

3.17.2 Profiles
When developing profiles, it is best to start by considering the general topography of the intersection
before getting into detail design of individual profiles (e.g. would a tipped circle, or a circle with the
circulatory roadway sloping inwards on the high side, be more practical in the given context?).
It is important to understand the existing terrain, roadway profiles and cross-slopes; keep general
grading, drainage and sight distance considerations in mind when designing. Sometimes varying
profiles are needed to accommodate adjacent properties, avoid ESAs, etc. Existing constraints and
impacts should always be considered.
For the circulatory roadway profile, visualizing the roundabout as an upside-down dish tilting on a
plane (tipped circle) is ideal. It would have one high point (HP) and one low point (LP) and a
continuous profile that closes on itself. Figure 3-41A and 3-41B illustrate a cross-section of a tipped
circle. The circulatory roadway profile should be designed from short vertical curves and tangents.
To avoid potential sight line issues, consider limiting longitudinal grade to 4%. It is recommended to
have short curves (K values for 20 to 25 mph) without flat grades for drainage purposes, especially
near the sag. Begin the profile at a point approximately halfway between the LP and the HP so that
the vertical curves will not be bisected on the profile plan sheet.

Rev 2.1 3. Geometric Design

9/30/22 Page 3-40
Roundabout Design Guide

For the splitter island profiles, one option is to choose appropriate K values based on the deceleration
zone speed contours. Splitter islands can also be designed using offsets and grade callouts.
Construction cost can often be reduced by staying close to the existing surface and matching what
the existing roadway is doing at the tie-ins. Keep low points out of crosswalks to avoid grate inlets or
standing water within crossing areas. Additionally, check that the cross slope for the crosswalk is no
steeper than 5% per ADA requirements for an uncontrolled crossing (PROWAG R302.6.1). A profile
with a grade of 5% or less does not require a GDOT design variance. Break overs between splitter
island profiles and circulatory roadway cross slopes in those locations should be no more than 4%.
If using outside curb line alignments, ensure that there are smooth transitions and that proper
breakovers (< 4%) are maintained.

3.17.3 Grading and Drainage

When designing roundabout grading and grading transitions, it is important to consider truck stability,
general sight distance needs, and drainage.
The circulatory roadway cross slope should be 1.0% to 2.0% whenever possible, preferably sloping
outward so that drainage structures may be placed on the outer curbs instead of at the truck apron
where trucks will be tracking over. However, the cross slope of the circulatory roadway may vary
according to the intersecting roadways profiles and can slope inwards up to 4% on the high side if
this would produce a more practical design (given existing topography and grades); see Figure 3-40A
and 3-40B. The varying cross-slope(s) of the circulatory roadway will determine the tie-in elevations
of the splitter island alignments to the outside edge of the circulatory roadway. It is recommended to
maintain at least 0.5% profile along outside gutters to maintain appropriate drainage.
To prevent tipping of trucks and to ensure smooth transitions in to, out of, and around the circle, rate
of change of cross slope should be between 0.02%/ft and 0.04%/ft to limit maximum relative
gradients. It is calculated according to GDOT DPM Section 4.5.4, generally using 25mph design
speed and circulating widths of 1 to 2 lanes. It is important to detail these transition areas, see
Appendix F.3 for more information. In general, the truck apron cross-slope should be kept at a
constant 1% to 2%. A crowned roadway could also be a workable approach, and even preferable in
some cases.
Once vertical design is complete, a ‘design surface’ can be created to perform vertical clearance
checks for OSOW low-boy trucks, if they were identified as a check vehicle. Appendix D.3.2 describes
how to run a vertical clearance check.
Drainage structures should normally be placed on the outer curb line of the roundabout and upstream
of crosswalks but should not be placed in the entry and exit radii of the approaches. Drainage
structures located on the outer curb line of the circulatory roadway should be designed to withstand
vehicle loading (e.g., Type E, Standard Drop Inlet with Hood shown on GDOT Standard Drawing
1019A). Maximum gutter spreads should match the requirements for the approach roadways, as
outlined in the GDOT manual Drainage Design for Highways.
See Section 6.8.7 of NCHRP 672 for a discussion of vertical alignment considerations, which includes
drainage.

Rev 2.1 3. Geometric Design

9/30/22 Page 3-41
Roundabout Design Guide

3.18 Typical Sections and Curb Types

Curb Types; see Figure 3-36 and GDOT Detail 9032b. Further information on the principles for using
curbs is provided in Sections 6.8.7.4 and 6.8.8.1 of NCHRP 672.
• Outside Edge of Pavement - Type 2 Curb & Gutter
• Front of truck apron – Type 9 Curb* (3-inch or 4-inch)
• Back of truck apron - Type 1 Curb* (optional when not being used for drainage purposes)
• Front of Outside Truck Apron - Type 9 Curb & Gutter (3-inch or 4-inch)
• Back of Outside Truck Apron – Type 1 Curb (where there is sidewalk behind the curb)
• Splitter islands – Type 7 Curb*; for OSOW accommodation, use Type 1 Curb*
• Raised Lane Dividers: Type 1 or 9 (3-inch) Curb
*Depending on application, Curb & Gutter may be needed for drainage purposes (e.g. tipped circle).
In many cases, monolithic pours (with integral curb) are preferred, for staging reasons and to reduce
costs. The above curb types should be shaped into the truck apron, outside truck aprons, and splitter
islands (See Figure 3-41A).
Type 1 Type 2 Type 7 Type 9

**Curbs for truck aprons are typically 4” with a type 9 face; however, 3” can be used in
locations with higher truck volumes.
***8” should be used for Front of Truck Apron

Figure 3-36. Curb Types Within the Roundabout

Rev 2.1 3. Geometric Design

9/30/22 Page 3-42
Roundabout Design Guide

At a minimum, typical sections should be prepared for:

• Approaches and Exits beyond splitter island areas
• Splitter Islands
• Central Island
• Outside truck aprons
Splitter Island
Figure 3-37A shows a typical section for a monolithic splitter island. Figure 3-37B shows a typical
section with curb and gutter which may be beneficial under some circumstances for drainage
purposes. Pedestrian access through the splitter island should have ADA ramps and should be either
ramped up or semi-depressed.
Central Island (including Truck Aprons)
Figure 3-38A shows the monolithic (with integral curb) slab type truck apron suitable for projects
where the truck apron can be placed over existing asphalt, as compared to full-depth construction.
This can be advantageous when construction staging prevents placement of curb and gutter. Figure
3-38B shows a curb and gutter truck apron which can be used in some circumstances. Header curb
on the front of the truck apron is not preferred due to constructability and durability reasons. GDOT
Detail RA-2 can be referenced for the sawing of construction joints in concrete truck aprons.
The circulatory roadway can be tipped in one direction so that water will drain to one quadrant (see
Figures 3-39A and 3-39B). The central island should be mounded to block through sight across the
circle and excessive sight distance around the circle. This can be done using cross slopes within the
range of 10:1 to 6:1 and a maximum mounding height of 6ft above back of curb; see 8.1 and NCHRP
672 Section 9.3 for more information.
Figure 3-40A and 3-40B also shows a typical section of an outside truck apron.

Figure 3-37A. Roundabout Approach Typical Section with Monolithic Splitter Island

Rev 2.1 3. Geometric Design

9/30/22 Page 3-43
Roundabout Design Guide

Figure 3-37B. Roundabout Approach Typical Section

Figure 3-38A. Roundabout Detailed Section with Monolithic Truck Apron

Figure 3-38B. Roundabout Detailed Section

Rev 2.1 3. Geometric Design

9/30/22 Page 3-44
Roundabout Design Guide

Figure 3-39A. Roundabout with Tipped Circle Section (Truck Apron Sloped Out)

Figure 3-39B. Roundabout with Tipped Circle Section (Truck Apron Sloped In)

Figure 3-40A. Outside Truck Apron (Monolithic) Typical Section

Rev 2.1 3. Geometric Design

9/30/22 Page 3-45
Roundabout Design Guide

Figure 3-40B. Outside Truck Apron Typical Section

Rev 2.1 3. Geometric Design

9/30/22 Page 3-46
Roundabout Design Guide

3.18.1 Raised Multilane Features

At multilane roundabouts, the approach, departure, and sometimes circulatory lanes are separated
by raised elements with a white stripe on both sides, as seen in Figure 3-42. A typical section for a
Case 3 Multilane Roundabout approach is shown in Figure 3-43 with 1 ft wide raised lane dividers.
Figure 3-44 shows a typical section for a Case 3 Multilane Roundabout’s circulatory roadway. Short
gaps can be provided in the raised lane dividers to allow for drainage.

Figure 3-41. Tapered Nose Detail (Frog)

Figure 3-42. Raised Lane Dividers

Rev 2.1 3. Geometric Design

9/30/22 Page 3-47
Roundabout Design Guide

Figure 3-43. Case 3 Multilane Roundabout Approach/Departure Typical Section

Figure 3-44. Case 3 Multilane Roundabout Circulatory Roadway Typical Section

Rev 2.1 3. Geometric Design

9/30/22 Page 3-48
Roundabout Design Guide

3.18.2 Mini-Roundabouts
Due to their smaller circle size, mini-roundabouts require a fully mountable (traversable) central
island to accommodate trucks. Special consideration should be applied to mini-roundabouts when:
• the posted speed limit is above 35mph (lack of deflection of the smaller circle)
• pedestrian generators are nearby (narrower splitter islands)
• there are more than four legs (lack of spacing between the approaches)
For a mini-roundabout to operate as intended, especially on a higher speed roadway, it is essential
that the intersection type can be recognized and that drivers have adequate forward visibility of the
intersection. For this reason, the central island at mini-roundabouts should be defined by not only
paint, but also by including a fully mountable raised concrete center island (no more than 5 inches
high). The island may have a 3” or 4” mountable curb face (monolithic or curb and gutter). See
Figure 3-45.
Internally illuminated bollards with keep-right chevrons are recommended for illumination and
visibility. These are designed to withstand vehicle overtracking and, therefore, may be installed on
the mountable central island. See Figure 3-46.

Figure 3-45. Mountable Apron at Mini-Roundabouts, shown with Bollards

Figure 3-46. Additional Detail of Bollard Configuration

Rev 2.1 3. Geometric Design
9/30/22 Page 3-49
Roundabout Design Guide

Intentionally Left Blank

Rev 2.1 3. Geometric Design

9/30/22 Page 3-50
Roundabout Design Guide

Designing for Pedestrians and Bicyclist - Contents

Designing for Pedestrians and Bicyclist - Contents ........................................................ 4-i
4.1 Pedestrian Accommodations .............................................................................................4-1
4.2 Bicycle Accommodations ...................................................................................................4-4

Rev 2.1 4. Designing for Pedestrians and Bicyclist - Contents

9/30/22 Page 4-i
Roundabout Design Guide

Designing for Pedestrians and Bicyclist

Roundabouts are generally considered a safer intersection choice than conventional intersections for
both pedestrians and cyclists due to their low speed environments. They also provide short crossing
distances with raised islands so pedestrians only cross one direction at a time.
Projects should be evaluated to comply with GDOT’s Complete Streets Policy, (DPM Chapter 9)
which establishes standard warrants and guidelines for the design of features to serve pedestrians,
bicyclists, and transit. Like any intersection, roundabouts should be designed to accommodate
pedestrians and cyclists.

4.1 Pedestrian Accommodations

Pedestrian crosswalks should be used at all roundabouts due to the non-traditional paths of
pedestrians through the intersection. Pedestrians should never be directed to the central island of a
roundabout. Ideally, non-motorized users will be provided the opportunity to cross the street in a two-
staged crossing with a refuge provided in the splitter island.
Pedestrian crossings at roundabouts must comply with the ADA accessibility standards. For
additional guidance, see the GDOT Pedestrian & Streetscape Guide; NCHRP 672 Section 5.3.3; and
NCHRP 834, Crossing Solutions at Roundabouts and Channelized Turn Lanes for Pedestrians with
Vision Disabilities: A Guidebook.
General design considerations for pedestrian crossings should include:
1. Pedestrian crossing distance and location
2. Crossing alignment
3. Splitter island and pedestrian refuge design
4. Providing for visually impaired pedestrians as well as other disabilities
5. Discouraging pedestrian from crossing to the central island
In general, pedestrian crossings are placed approximately one car length (20-25 ft) upstream from
the yield point (entry line), see Figure 4-1, For multilane entries, the pedestrian crossing can be placed
up to two car lengths from the yield point. For roundabout exits, crosswalks can be placed further
than the 20-25 ft to help with yielding rates and allow for more storage for exiting vehicles (see FHWA
TOPR34 and NCHRP 834). By having the crosswalks close to the roundabout, the crosswalks are
safer due to slower vehicular speeds. Detectable warnings must be applied at curb ramps and island
cut-throughs, which should be elevated as detailed in GDOT Details A-3 and A-4.
Splitter islands should be designed to provide sufficient refuge (6’ minimum) to separate the two-
directional crossings into two isolated decisions for pedestrians. Pedestrian access through the
splitter island should have ADA ramps and should be either ramped up or semi-depressed.
Supplemental treatments can be provided at the pedestrian crossings to support enhanced
pedestrian visibility, aid in driver yielding, and/or where more pedestrians may be present. Designers
should consider the use of activated pedestrian crossing devices (e.g. RRFB, PHB, etc.) for
pedestrian crossings across free-flow bypasses and at multilane roundabouts; see Section 5.3. It is
GDOT current practice to install necessary conduit across all roundabout multilane pedestrian
crossings, from shoulder to splitter island, in the location required for installation of a future pedestrian
signal.
Rev 2.1 4. Designing for Pedestrians and Bicyclist
9/30/22 Page 4-1
Roundabout Design Guide

There are three general principles to optimize wayfinding for visually impaired people who rely on
nonvisual information:
• Curb ramps should be oriented so that the running slope is in the same direction as the
crosswalk and/or the edges of landscaping or ramps should be aligned in the direction of travel
on the crosswalk.
• Alignment of pedestrian crossing should be perpendicular to the edge of the travel way and
with the direction change in the refuge island to create the shortest crossing path.
• Landscaping, fences, or other features should restrict the ability of pedestrians to cross at
locations other than crosswalks, or at least make it very clear where crossing is not intended
and provide guidance to the crosswalk location.

Figure 4-1. Pedestrian Crossing Treatment

Where outside truck aprons are required at a roundabout entry, designers should avoid the crosswalk
and pedestrian ramp if possible (including relocating the crosswalk, if practical). If this cannot be
avoided, the crosswalk striping should extend through the apron with a ramp. The ramp through
should allow smooth overtracking of larger vehicles (see Figure 4-2). The pedestrian ramp and
detectable warning strip should not be located within the outside truck apron, so there does not
appear to be refuge within the apron.

Rev 2.1 4. Designing for Pedestrians and Bicyclist

9/30/22 Page 4-2
Roundabout Design Guide

Figure 4-2. Crosswalk through Outside Truck Apron

Rev 2.1 4. Designing for Pedestrians and Bicyclist

9/30/22 Page 4-3
Roundabout Design Guide

4.2 Bicycle Accommodations

Due to low speed nature of roundabouts, most experienced cyclists simply share the road and ride
through the roundabout using the circulatory roadway. At roundabouts, motorized vehicle speeds are
typically lower, and the decisions are simpler.
To increase comfort for less experienced cyclists, designers should include bike ramps and shared-
use paths in the roundabout design. Shared-use paths (8 ft min., 10 ft typ.) and bike ramps should
be provided at multilane roundabouts and are optional at single-lane roundabouts.
Bike ramps should be 5 ft. wide and angled at 30 to 45 degrees (not perpendicular) so bicyclists do
not have to slow significantly to enter (or exit) the shared-use path. Place bicycle ramps a maximum
of 100 ft from the yield point (or 50 ft from the crosswalk). Refer to Figure 4-3 and Figure 4-4.
A shoulder or bike lane should not be provided within the circulatory roadway. Begin and end the
paved shoulder or bike lane upstream of the yield point to allow the bicyclist an opportunity to
transition either onto the travel lane (shared with motorized traffic), or where available, the shared-
use path. It is recommended to begin and end paved shoulders or bike lanes using an 8:1 taper rate.

Figure 4-3. Bicycle Path Exit and Entry without Extended Sidewalk

Rev 2.1 4. Designing for Pedestrians and Bicyclist

9/30/22 Page 4-4
Roundabout Design Guide

Figure 4-4. Bicycle Path Exit and Entry with Extended Sidewalk

Rev 2.1 4. Designing for Pedestrians and Bicyclist

9/30/22 Page 4-5
Roundabout Design Guide

Intentionally Left Blank

Rev 2.1 4. Designing for Pedestrians and Bicyclist

9/30/22 Page 4-6
Roundabout Design Guide

Traffic Control Devices - Contents

Traffic Control Devices - Contents .................................................................................. 5-i
5.1 Signing ...............................................................................................................................5-1
5.2 Marking ..............................................................................................................................5-2
5.2.1 Rumble Strips ...........................................................................................................5-10
5.3 Active Devices .................................................................................................................5-10
5.3.1 Rectangular Rapid-Flashing Beacons (RRFB) .........................................................5-10
5.3.2 Pedestrian Hybrid Beacons (PHB) ...........................................................................5-10
5.3.3 Metering Signals .......................................................................................................5-11

Rev 2.2 5. Traffic Control Devices - Contents

4/27/23 Page 5-i
Roundabout Design Guide

Traffic Control Devices

The traffic information system, consisting of regulatory, warning and navigation signing, and marking
is an essential contributor to safe and efficient operation of roundabouts. This chapter illustrates
application of the standards and guidelines presented in the GDOT Signing and Marking Design
Guidelines (Chapter 13). This guide must be used for the design of roundabouts for GDOT projects,
specifically signing and pavement markings. See Figure 5-1 through 5-5 for the sign sequence and
marking patterns typically associated with single lane and multilane roundabouts.

5.1 Signing
Similar to conventional intersections, signing at roundabouts includes regulatory signs, warning signs
and guide signs. Section 13.2 of the GDOT Signing and Marking Design Guidelines covers signing
at roundabouts. The required signs are covered in the following sections of the Signing and Marking
Guide:
• Advanced Warning Signs W2-6 and W13-1P 13.2.1
• Yield Signs R1-2 13.2.2
• Guide Signs D1-5 or D1-3d, M5 (State Route Shields) 13.2.3
• Lane Use Signs R3-8 series or R3-6 series 13.2.4
• Pedestrian Signs W11-2 and W16-7P 13.2.5
LED bordered yield signs can be considered to improve conspicuity (and are recommended at
mini-roundabouts). Internally Illuminated Bollards with a chevron symbol should be installed in the
central island at mini-roundabouts. They can also be used for nose point treatments on splitter islands
with the R4-7 sign to improve visibility. Both LED bordered yield signs and internally illuminated
bollards need to be permitted by the GDOT TMC Signal Permitting Section.

Rev 2.2 5. Traffic Control Devices

4/27/23 Page 5-1
Roundabout Design Guide

5.2 Marking
Section 13.3 of the GDOT Signing and Marking Design Guidelines covers pavement marking at
roundabouts. The required pavement marking items are covered in the following sections of the
Signing and Marking Guide:
• Edge Line Extension (Entry Line/’Yield Line’) 13.3.1
• Yield word marking 13.3.2
• Arrows on multilane approaches 13.3.3
• Pedestrian crossing 13.3.4

Rev 2.2 5. Traffic Control Devices

4/27/23 Page 5-2
Roundabout Design Guide

Figure 5-1. Mini-Roundabout Signing and Marking

Rev 2.2 5. Traffic Control Devices

4/27/23 Page 5-3
Roundabout Design Guide

Figure 5-2. Single Lane Roundabout Signing and Marking

Rev 2.2 5. Traffic Control Devices

4/27/23 Page 5-4
Roundabout Design Guide

Figure 5-3. Case 1 Multilane Roundabout Signing and Marking

Rev 2.2 5. Traffic Control Devices

4/27/23 Page 5-5
Roundabout Design Guide

Figure 5-4. Case 2 Multilane Roundabout Signing and Marking

Rev 2.2 5. Traffic Control Devices

4/27/23 Page 5-6
Roundabout Design Guide

Figure 5-5. Case 3 Multilane Roundabout (1x2) Signing and Marking

Rev 2.2 5. Traffic Control Devices

4/27/23 Page 5-7
Roundabout Design Guide

Figure 5-6. Lane Drop Multilane Roundabout Signing and Marking

D1-5 signs should be used on all State Route approaches. Context sensitivity should be used to
determine the need for installation on the local road approaches. Different text sizes should be utilized
based on approach speed for all roadways, with larger text sizes to be used on roads with posted
speeds greater than 45 MPH. Figure 5-7 shows typical dimensions and sizing for D1-5 signs as a
guide for designers.

Rev 2.2 5. Traffic Control Devices

4/27/23 Page 5-8
Roundabout Design Guide

Figure 5-7. D1-5 Marking Typical Dimensions

Rev 2.2 5. Traffic Control Devices
4/27/23 Page 5-9
Roundabout Design Guide

5.2.1 Rumble Strips

High build thermoplastic transverse rumble strips should be placed on rural roads, on short/steep
approaches, and on high-speed approaches (50 mph or greater). Rumble strips are typically not used
in residential areas, or across the shoulder or bike lanes where cyclists would be impacted. Refer to
construction detail T-19 for installation. If transverse rumble strips are used, the Environmental Survey
Boundary may have to be expanded.
Longitudinal rumble strips are used in conjunction with lane separation striping on Case 1 and
Case 2 multilane roundabouts, as specified in Section 3.15.2. Longitudinal rumble strips may be
present on roadway approaches to a roundabout. They are also sometimes used on a paved shoulder
in rural applications to encourage better in-lane behavior.

5.3 Active Devices

RRFBs and PHBs are commonly considered for pedestrian crossings across free-flow bypasses and
at multilane roundabouts, especially for intersections with high pedestrian volumes. Designers should
consult with the Office of Traffic Operations for guidance on the use of RRFBs or PHBs. For
roundabouts with significant traffic queuing, metering signals can be used as a mitigation. RRFBs,
PHBs, and metering signals are considered active devices and therefore must be permitted
by the TMC.

5.3.1 Rectangular Rapid-Flashing Beacons (RRFB)

RRFBs are typically located at the pedestrian crosswalks to help with identifying the presence of a
pedestrian for drivers. An RRFB provides a flashing yellow warning indication, activated by pedestrian
pushbuttons, to supplement the pedestrian crossing warning sign (W11-2).

5.3.2 Pedestrian Hybrid Beacons (PHB)

PHBs are also typically located at the pedestrian crosswalks to help with identifying the presence of
a pedestrian for drivers. A PHB is a signal device that provides a solid red indication that requires
drivers to stop for pedestrians. PHBs are installed overhead and are activated by pedestrian
pushbuttons. PHBs should meet the MUTCD volume warranting criteria.

Rev 2.2 5. Traffic Control Devices

4/27/23 Page 5-10
Roundabout Design Guide

5.3.3 Metering Signals

Roundabout lane configuration should regulate capacity according to demands; but in future years
metering may be necessary to improve operations. Metering a roundabout entry restricts vehicle flow
into the roundabout and is considered when a dominant traffic flow impedes a downstream entry to
the extent that an excessive queue spillback is generated, typically during peak periods or times of
highly unbalanced flow.
Metering can be applied to either single-lane or multilane roundabouts. The metering signal is
intended to function like a ramp meter, resting in dark when not in use. Design guidance for metering
traffic signals can be found in Chapter 9 of the GDOT ITS manual with some adaptation to use in
roundabouts.
Metering signals can be used to extend the life of a roundabout that may become congested before
its Design Life or for a location with peak event traffic. One application is to use metering as a
mitigation for excess congestion on a single approach in future years. For example, if a single lane
roundabout (model) works for 15 years and then starts to experience undesirable queues, metering
may be considered to mitigate delay rather than expanding to a multilane roundabout. However, use
of geometric alterations, e.g. adding a right turn bypass on the congested entry, should be evaluated
before metering is considered.
When a vehicle queue spills back to a detector on an approach, the metering signal is activated to
restrict upstream vehicle flow into the roundabout. This decrease in vehicles entering the roundabout
upstream causes a reduction in circulating flow and allows vehicles from the downstream leg to enter.
Additional detection can be used to reduce the metering effect when an extended queue is detected
on the metered approach. Vehicle detection location (distance from the yield line, etc.) is typically
determined by an engineering study.

Figure 5-8. Roundabout with Signalized-Meter Approach

Rev 2.2 5. Traffic Control Devices

4/27/23 Page 5-11
Roundabout Design Guide

Intentionally Left Blank

Rev 2.2 5. Traffic Control Devices

4/27/23 Page 5-12
Roundabout Design Guide

Roundabout Railroad Crossing and Preemption -

Contents
Roundabout Railroad Crossing and Preemption - Contents ........................................... 6-i
6.1 Gating ................................................................................................................................6-3
6.1.1 Gating at the Railroad Crossing Only .........................................................................6-3
6.1.2 Gated Closures at Railroad Crossing and On Circulating Lanes ...............................6-4
6.1.3 Gated Closures at Railroad Crossing and Roundabout Entries .................................6-6
6.1.4 Railroad through the Roundabout ..............................................................................6-8
6.2 Signalizing Approaches .....................................................................................................6-9
6.3 Blank Out Sign .................................................................................................................6-10

Rev 2.0 6. Roundabout Railroad Crossing and Preemption - Contents

11/15/21 Page 6-i
Roundabout Design Guide

Roundabout Railroad Crossing and Preemption

Design of roundabouts near railroad crossings require consideration of railroad crossing proximity,
speed & frequency of trains, as well as volume & class of roadways; and should be coordinated with
the GDOT Railroad Crossing Manager, Railroad Crossing Improvement Unit, in conjunction with
concept development.
The designer should also be familiar with most current versions of the following resources:
• GDOT DPM, Chapter 7.6
• AASHTO Green Book, Chapter 9
• FHWA MUTCD Chapter 8
The 2009 MUTCD Section 8C.12, requires an engineering study to be made for all proposed
roundabouts within 200 ft of railroad crossing to determine the interaction of potential roundabout
queues and the railroad crossing. When considering a railroad crossing near a roundabout, the
following factors influence the choice of railroad crossing treatment:
• Distance between the roundabout and the Railroad crossing
o Spacing and traffic characteristics of closely surrounding intersections and driveways
• Characteristics of railroad traffic, including
o Number of tracks
o Frequency and duration of trains at the crossing
o Speed of trains through the crossing
• Volume of vehicular traffic
o At the railroad crossing and number of travel lanes
o Spilling back from the roundabout towards the railroad crossing (length of vehicle
queue)
o On other roadways near the railroad and opportunities to serve movements not
crossing the railroad
• Roundabouts have significant advantages when compared to traffic signals near a
railroad crossing due to the recovery strengths of roundabouts after a crossing event.
The following sections present the most common treatments to mitigate potential conflicts near a
railroad crossing depending on the engineering study results. These treatments show the sequence
of gating events to restrict traffic from crossing the railroad and/or to allow traffic to flow at the
roundabout. The treatments are presented in order of general consideration; however, they do not
address every scenario of railroad crossing location or setback. Engineering judgement is required
to determine design details for basic gating treatment and timing for each specific location being
evaluated. This guidance does not address gate timing or duration, just potential sequences.
Note: If a gate is considered for installation on a roundabout project, a conceptual layout should be
developed and sent to the railroad group. They will forward it to the involved railroad company for
their review to determine the feasibility of installing a gate at the crossing prior to moving into the
preliminary design phase.

Rev 2.0 6. Roundabout Railroad Crossing and Preemption

11/15/21 Page 6-1
Roundabout Design Guide

Table 6-1 compares the different queue management devices and techniques based on the clear
storage distance (CSD) and minimum track clearance distance (MTCD). Per the MUTCD definition,
(Part 1A.13),
“CSD is the distance available for vehicle storage measured between 6 ft from the rail nearest
the intersection to the intersection stop line or the normal stopping point on the highway. The
MTCD is the length along a roadway at one or more railroad tracks and is measured from
either the gate arms or stop lines.”
Reference the FHWA-FRA Highway-Rail Crossing Handbook (3rd Ed.) “Figure 38 - Clear Storage
and Minimum Track Clearance Distance” for a diagram showing the CSD and MTCD at a railroad
crossing.

Table 6-1. Comparison of Queue Management Techniques

Clear Storage
Application Key Operational Characteristics
Distance

• Activation and timing plan designed to prevent vehicles from

75 ft to 200-250 fta 6.1.1
queuing in the MTCD, but vehicles may queue in CSD.

• Intersection gate timing should clear the Clear Storage

Less than 25-75 fta 6.1.2 Distance (CSD) as well as the Minimum Track Clearance
Distance (MTCD).
aBased upon length of vehicle used as the basis for design.
Additional Considerations: Dynamic Envelope Pavement Marking can be used to discourage
queuing on the tracks

Rev 2.0 6. Roundabout Railroad Crossing and Preemption

11/15/21 Page 6-2
Roundabout Design Guide

6.1 Gating
Gating is a physical barrier preventing traffic from moving forward while in use. When gates are
located outside the railroad right-of-way, the railway authority may not want to maintain the gate nor
interconnect them to preempt the crossing.
Gating may be useful when an engineering study has concluded the roundabout queue is likely to
spill back from the roundabout to the railroad crossing. Depending on the length/speed of the train
and the duration the gate is down, the traffic exiting the roundabout that is stopped at the gate may
spill back to the roundabout, effecting operations.

6.1.1 Gating at the Railroad Crossing Only

Gating exclusively at the railroad crossing, shown in Figure 6-1, is useful when an engineering study
has concluded that roundabout queues will not interact with the railroad crossing. By blocking
railroad crossing traffic with gated closures, roundabout movements (that do not interact with the
railroad crossing) are unrestricted, preserving most of the roundabout’s capacity.

Figure 6-1. Gated closures exclusively at railroad crossing

Rev 2.0 6. Roundabout Railroad Crossing and Preemption

11/15/21 Page 6-3
Roundabout Design Guide

6.1.2 Gated Closures at Railroad Crossing and On Circulating Lanes

When an engineering study concludes a queue of traffic entering the roundabout is likely to spill
back to the railroad crossing, as shown in Figure 6-2A, gating the circulating lanes is an option.
This sequence of gating and timing allows for a queue of vehicles to be “flushed” to ensure no vehicles
are caught inside the railroad crossing gates.
As shown in Figure 6-2A, in the first sequence, the circulating gate is lowered to allow the queue of
conflicting vehicles between the roundabout and the railroad to clear. During this sequence, the gates
at the tracks are still raised. Once the queue of conflicting vehicles is cleared, queueing back to the
railroad crossing is unlikely.
As shown in Figure 6-2B, the roadway gate remains down, and track gates are lowered to keep
vehicles from approaching the roundabout and, eventually, queuing onto the tracks.
At that point, a third sequence may be used, as shown in Figure 6-2C, where movements through the
roundabout not affected by the railroad crossing can be restored by raising the roadway gate.
The Design team should note that railroads may not want to install and maintain warning devices that
are not on their ROW. If the gates and relative equipment are out of railroad ROW, they would need
to be installed and maintained by the Department.
The use of a vehicle refuge area, accessible to vehicles in queued traffic at a railroad crossing, may
be effective crash risk mitigation irrespective of the type or cause of queue. More information on
refuge areas can be found in the AREMA standards and FRA regulations.

Figure 6-2A. Track clearance stage with gated closure for circulating flow

Rev 2.0 6. Roundabout Railroad Crossing and Preemption

11/15/21 Page 6-4
Roundabout Design Guide

Figure 6-2B. Track clearance stage with gated closure for circulating flow and at track
crossing

Figure 6-2C. Track hold stage with gated closure at railroad crossing only
Rev 2.0 6. Roundabout Railroad Crossing and Preemption
11/15/21 Page 6-5
Roundabout Design Guide

6.1.3 Gated Closures at Railroad Crossing and Roundabout Entries

Gated closures at railroad crossing and roundabout entries prevents vehicles from progressing
through the roundabout and into the railroad crossing by lowering the approach gates for all
roundabout entries prior to the railroad crossing gate. Similar to Treatment 6.1.2, it allows any queues
of vehicles blocking the railroad crossing to ‘flush’ through the roundabout exits as shown in Figure
6-3A to complete the track clearance stage. The railroad crossing gates are subsequently lowered,
as shown in Figure 6-3B, to prevent any traffic flow from entering the roundabout and from crossing
the railroad tracks, and to complete the pre-empt hold stage.
Note: The time required to effectively clear out the roundabout should be evaluated. The total railroad
flashing operation is typically 30 seconds, at a minimum. See AREMA standards and FRA regulations
for more information.
After the railroad tracks are cleared and gates are lowered, the roundabout approach gates can then
be lifted for traffic to enter the roundabout, as shown in Figure 6-3C. This relieves any queues that
may have formed during the pre-empt hold stage. Treatment 6.1.3 is not practical if the roundabout
carries a high volume of traffic and/or the rail traffic consists of long or slow trains (in this case, use
Treatment 6.1.2).
The design team should note that railroads may not want to install and maintain warning devices that
are not on their ROW. If the gates and relative equipment are out of railroad ROW, they would need
to be installed and maintained by the Department.

Figure 6-3A. Track clearance stage with gated closures at roundabout approach entries

Rev 2.0 6. Roundabout Railroad Crossing and Preemption

11/15/21 Page 6-6
Roundabout Design Guide

Figure 6-3B. Pre-empt hold stage with gated closures at approach entries and railroad
crossing

Figure 6-3C. Track hold stage with gated closures at railroad crossing only
Rev 2.0 6. Roundabout Railroad Crossing and Preemption
11/15/21 Page 6-7
Roundabout Design Guide

6.1.4 Railroad through the Roundabout

A railroad through the roundabout is for cases where the railroad track crosses through the
roundabout. For this scenario, gates are placed on splitter islands to prevent both entering and
circulating vehicles from crossing the railroad while a train is present, as shown in Figure 6-4. Once
the rail clearance is initiated, all gates are lowered preventing traffic from circulating, except the right
turns on two approaches. After the train has cleared the roundabout, all gates are lifted, and the
roundabout returns to normal operations.

Figure 6-4. Railroad through the roundabout

Rev 2.0 6. Roundabout Railroad Crossing and Preemption

11/15/21 Page 6-8
Roundabout Design Guide

6.2 Signalizing Approaches

Using signalization to control traffic in the roundabout is an alternative to roadway gates. Signalizing
a roundabout near a railroad involves placing traffic signals at locations that will control departing
traffic from the railroad tracks, as well as conflicting circulatory traffic. These signals are
interconnected with railroad gates and vehicle detection systems on the approach to the railroad
crossing, as shown in Figure 6-5.
This treatment is necessary if an engineering study has shown the potential for traffic from the
roundabout to queue back to the railroad crossing. This treatment is an alternative to gating the
circulatory roadway (as done in Treatments 6.1.2 and 6.1.3) to ‘flush’ the traffic off the crossing. If the
railroad owner is not willing to install a gate in the roundabout, a signal could be used to clear traffic
prior to gates down.
These signals will be dark when not operating and will operate like a ramp meter.

Figure 6-5. Signal at roundabout with gate at railroad crossing

Rev 2.0 6. Roundabout Railroad Crossing and Preemption

11/15/21 Page 6-9
Roundabout Design Guide

6.3 Blank Out Sign

The use of blank-out signs in lieu of gates or signals, to control traffic in the roundabout adjacent to
the railroad crossing, is shown in Figure 6-6.

Figure 6-6. Blank Out Sign at railroad crossing only

Rev 2.0 6. Roundabout Railroad Crossing and Preemption

11/15/21 Page 6-10
Roundabout Design Guide

Lighting - Contents
Lighting - Contents .......................................................................................................... 7-i
7.1 Principles ...........................................................................................................................7-1
7.2 Pole Placement Recommendations ..................................................................................7-2

Rev 2.0 7. Lighting - Contents

11/15/21 Page 7-i
Roundabout Design Guide

Lighting
7.1 Principles
The critical areas that require illumination are the entering/circulating conflict points, crosswalks, and
transition points from pavement to raised channelization. If the approaching roadways are not
continuously illuminated, transition lighting may be required. Refer to Section 14.3.3 of the GDOT
DPM. GDOT is exploring ways to reduce the number of light poles on roundabouts. In some rural
locations, lighting is reduced from approaches and is only used at the circulatory roadway. Using
other visibility elements, such as internally illuminated bollards and raised pavement markers, are
encouraged as a consideration for reduced lighting, subject to approval by the Office of Design Policy.
Lighting plans should be developed consistent with the guidelines presented in Chapter 14 of the
DPM and ANSI/IES RP-8 (American National Standard Practice for Design and Maintenance of
Roadway and Parking Facility Lighting).

Rev 2.0 7. Lighting

11/15/21 Page 7-1
Roundabout Design Guide

7.2 Pole Placement Recommendations

An important function of lighting at a roundabout is to ensure that any pedestrian in the crosswalk is
visible to vehicles approaching, entering, and exiting the roundabout. Roadway lighting also provides
increased safety to cyclists, at the approach and throughout the circulatory roadway, where they may
be integrated into the traffic stream. For these reasons, it is recommended that lighting be placed
around the perimeter of the roundabout at locations upstream of the crosswalks, so pedestrians are
in positive contrast (front-lit). Poles should be located to provide consistent lighting levels around the
circulatory roadway. See Figure 7-1 for a basic example of pole placement.

Figure 7-1. Perimeter Pole Placement

Rev 2.0 7. Lighting

11/15/21 Page 7-2
Roundabout Design Guide

Landscaping - Contents
Landscaping - Contents .................................................................................................. 8-i
8.1 Central Island Grading .......................................................................................................8-1
8.2 Landscaping ......................................................................................................................8-2
8.3 Color and Texture Treatments for Truck Aprons ...............................................................8-5

Rev 2.1 8. Landscaping - Contents

11/9/22 Page 8-i
Roundabout Design Guide

Landscaping
Central island grading and landscaping further improves safety performance and addresses
aesthetics of a roundabout by:
• Increasing the roundabout visibility from a distance – this is particularly important on rural or
high-speed approaches
• Blocking through sight across the circle – so drivers focus on the intersection and do not see
headlights approaching from the other side
• Blocking excessive sight distance around the circle to encourage slower speeds

8.1 Central Island Grading

Non-traversable central islands should be mounded to improve the safety performance. They
should have a maximum height of 6ft above the back of the truck apron curb, with slope grades
between 10:1 and 6:1, as needed, to block through sight, see Figure 8-1. For tipped circles, the
highest point may not be in the center, see Figure 8-2. The highest elevation and grades should be
specified on a construction plan set.

Figure 8-1. Blocked Through Sight

Figure 8-2. Tipped Circle Highest Point

Rev 2.1 8. Landscaping

11/9/22 Page 8-1
Roundabout Design Guide

8.2 Landscaping
Landscaping should be added in conjunction with grading to further improve safety performance and
address aesthetics.
Proper landscaping prevents sight distance issues by effectively blocking through sight. It naturally
slows down runoff to mitigate changing a natural area into a paved area. It also reduces the heat
island effect. Impervious material should be used as little as possible to avoid a drainage burden
on the circulatory roadway. Establishment of the landscaping, on GDOT maintained routes, is covered
by Specification Section 702 — Vine, Shrub, and Tree Planting.
Landscaping typically consists of low-lying perimeter landscaping (sod) and inner central island
landscaping (grasses, shrubs, or trees). See GDOT Construction Detail RA-1 for GDOT’s standard
low maintenance landscaping. Perimeter landscaping is needed when line of sight needs to be
retained across part of the landscaped central island. Its width should be labeled on construction plan
sets and is determined by intersection and stopping sight distance checks, as shown in Figures 8-3
and 8-4. Line of sight can be achieved within the truck apron without having to look through the central
island; in which case, the perimeter landscaping does not have to be low lying.
If maintenance resources for landscaping is limited, please contact the Office of Traffic Operations to
determine if an ultra-low maintenance option is available.

Figure 8-3. ISD Landscaping Check

Rev 2.1 8. Landscaping
11/9/22 Page 8-2
Roundabout Design Guide

Figure 8-4. SSD Landscaping Check

Aesthetic value can be increased even further with higher maintenance landscaping if desired, see
Figure 8-5 for an example. Landscaping can be considered for splitter islands and buffer strips
between back of outside curb and sidewalk, if plantings do not restrict needed sight distance.
Approval is required from GDOT Office of Maintenance if landscaping other than standard GDOT RA-
1 detail is desired. In this case, sight distance is still the primary criterion. Trees with mature caliper
size of greater than 3 inches should be avoided. Consult with the Office of Traffic Operations if fixed
objects are to be considered in central island landscaping.

Rev 2.1 8. Landscaping

11/9/22 Page 8-3
Roundabout Design Guide

Figure 8-5. Turner Lake @ Clark Street, Newton County

Guidance for trees and shrubs allowed on state routes is found in Policy 6755-9 Policy for
Landscaping and Enhancements on GDOT Right of Way. Additional guidance is provided in the
GDOT Pedestrian and Streetscape Guide.

Rev 2.1 8. Landscaping

11/9/22 Page 8-4
Roundabout Design Guide

8.3 Color and Texture Treatments for Truck Aprons

Mountable (traversable) areas should be colored and may be textured with a stamped brick pattern
or a simple broom finish, which adds skid resistance. If grass is not used, non-mountable areas, (such
as medians, and buffer strips), should use stamped concrete (for sight impaired pedestrians) and
colored differently so that drivers can distinguish mountable vs. non-mountable. Splitter islands can
be designated with non-mountable landscaping, non-mountable patterned concrete, or brushed-finish
concrete.
Table 8-1 shows GDOT approved color options for mountable vs. non-mountable areas. Figure 8-6
shows an alternative option for coloring and patterning of the truck apron.
For truck aprons, a contrasting chevron color pattern can be used to emphasize the one-way nature
of a roundabout, see Figure 8-7.

Table 8-1. Concrete Coloring Options

Used for mountable areas, i.e. truck aprons, etc. Use for non-mountable areas, i.e. splitter islands

Rev 2.1 8. Landscaping

11/9/22 Page 8-5
Roundabout Design Guide

Figure 8-6. Truck Apron Coloring & Patterning

Rev 2.1 8. Landscaping

11/9/22 Page 8-6
Roundabout Design Guide

Figure 8-7. Truck Apron Chevron Patterning

Rev 2.1 8. Landscaping

11/9/22 Page 8-7
Roundabout Design Guide

Intentionally Left Blank

Rev 2.1 8. Landscaping

11/9/22 Page 8-8
Roundabout Design Guide

Pavement Design - Contents

Pavement Design - Contents .......................................................................................... 9-i
9.1 Pavement Type Selection ..................................................................................................9-1
9.2 Axle Loading Analysis .......................................................................................................9-2

Rev 2.0 9. Pavement Design - Contents

11/15/21 Page 9-i
Roundabout Design Guide

Pavement Design
9.1 Pavement Type Selection
Pavement type selection at a roundabout is determined by the existing pavement type, proposed
pavement cost, projected traffic volumes, and constructability during staging. In most cases, asphalt
is the most economical and is easier to stage roundabout construction. Staging is typically
significantly simpler, and costs are typically lower, if the existing roadway can be asphalt overlaid
instead of having to construct full depth pavement. Additional preference is given to asphalt for
multilane roundabouts where the contrast of pavement marking for lane lines and directional arrows
is essential for safe operation.
Concrete pavement should be considered for roundabouts; however, the above items should be
factored into the decision and documented; see DPM Section 10.9 for more information. Consult with
OMAT and refer to the Pavement Design Manual and PDP Section 6.4.2 for additional guidelines on
pavement type selection.

Rev 2.0 9. Pavement Design

11/15/21 Page 9-1
Roundabout Design Guide

9.2 Axle Loading Analysis

The heaviest circulating volume (per lane for multilane) is to be used for axle loading analysis.
Roundabout circulating volumes are defined as the traffic that circulates upstream from a leg’s
approach, i.e. opposite the splitter island face. It is the sum of an approach’s U-turns, left turns and
through volumes, and the upstream approach’s U-turns and left turns, and the further upstream
approach’s U-turns, see Figure 9-1. The highest circulating volume governs the axle loading
calculation, e.g. 590 on Figure 9-1.
The Roundabout Traffic Tool for Pavement Design may be used to calculate circulating volumes,
when the traffic diagrams do not contain circulatory flow traffic.

Figure 9-1. Circulating Volume Calculation

Rev 2.0 9. Pavement Design

11/15/21 Page 9-2
Roundabout Design Guide

Alternative Concepts for Staging Roundabout

Construction - Contents
Alternative Concepts for Staging Roundabout Construction - Contents ..................... 10-i
10.1 Short-Term Closure .........................................................................................................10-2
10.1.1 Night Closure(s) .......................................................................................................10-2
10.1.2 Weekend Closure(s) .................................................................................................10-2
10.1.3 Multiple Week Closure with Detour ..........................................................................10-3
10.2 Long-Term Closure with a Traffic Detour ........................................................................10-4
10.3 Partial Detour (Close the Cross Road) ............................................................................10-5
10.4 Construction of a Roundabout Off Alignment ..................................................................10-6
10.5 Construction of the Roundabout Under Traffic ................................................................10-7
10.5.1 Undivided 2-Lane Roadway .....................................................................................10-7
10.5.2 Divided 4-Lane Roadway .........................................................................................10-8

Rev 2.0 10. Alternative Concepts for Staging Roundabout Construction - Contents
11/15/21 Page 10-i
Roundabout Design Guide

Alternative Concepts for Staging Roundabout

Construction
A well-planned construction staging process is key to minimizing disruption and ‘construction fatigue’
– the tiresome experience of contending with the effects of construction on traffic and access.
Maintaining existing traffic movements during construction of a roundabout can be very complex and
may require multiple stages. Closure of the intersection and detouring traffic should be considered if
there is a feasible detour route available.
The best-practice principles that apply to all roundabout construction staging and traffic management
are as follows:
• Attempt to achieve circulating traffic, i.e. getting the intersection to operate as a roundabout
as soon as possible. It reduces speeds, improves capacity and improves safety for workers.
(This includes using cones/barrels during construction to create a temporary roundabout.)
• Minimize the number of stages to avoid ‘construction fatigue’, excessive duration and excess
cost.
• Minimize the changes to traffic control on the roundabout. Avoid changing from yield to stop
control and back again, to manage stages where traffic needs to use parts of the circle. Avoid
running traffic in the contra-flow direction on the roundabout.
• Days if not weeks before the roundabout opening, attempt to have the normal priority rules of
yielding at entry with traffic flowing counterclockwise.
• Signing, including way-finding (D and M series signs) and especially lane designation signs
for multilane roundabouts, should be installed before the roundabout opens
• Use changeable message boards on each approach at the time of opening and for reasonable
duration after opening. Advise using an alternating message of: “New Control” and “Yield
Ahead”.
The purpose of this guidance is to inform the designer of practical construction staging
alternatives. Construction duration adds costs to projects, but intersection closure is not feasible in
many cases. The alternatives presented herein represent a range of cases that are possible
depending on the intersection context and constraints. There may be sub-alternatives to these
general categories. These alternatives are presented in increasing order of traffic control costs and
space requirements. Therefore, it is recommended to consider the alternatives in the order presented.
10.1 Closure of the intersection with a traffic detour for part or most of construction duration
10.2 Short term closure
10.2.1 Night closure(s) of the intersection
10.2.2 Weekend closure(s) of the intersection
10.2.3 Multiple week closure with a traffic detour
10.3 Partial detour (close the crossroad or one leg)
10.4 Construction of a roundabout off alignment
10.5 Construction of the roundabout under traffic
10.5.1 Undivided 2-lane roadway
10.5.2 Divided 4-lane roadway

Rev 2.0 10. Alternative Concepts for Staging Roundabout Construction

11/15/21 Page 10-1
Roundabout Design Guide

10.1 Short-Term Closure

he duration of a short-term closure can be anywhere from a night, or a weekend, to multiple weeks.
A portion of the widening would typically be completed prior to the closure/detour of the intersection.

10.1.1 Night Closure(s)

Night closures (evening to morning OR before AM peak to after PM peak) are preferred to long-term
closures, as formalized detour plans are not needed. Night closures can be covered under GA
Specification Book Section 150 (Traffic Control).
Typical construction activity is leveling the intersection for future weekend closure(s).

10.1.2 Weekend Closure(s)

Weekend closures (Friday evening to Monday morning) are preferred to long-term closures, as
formalized detour plans are not needed. Weekend closures can be covered under GA Specification
Book Section 150 (Traffic Control).
Typical construction activity is the pouring of the truck apron. After the traffic is placed back on the
roadway system, splitter islands can be poured under traffic.

Rev 2.0 10. Alternative Concepts for Staging Roundabout Construction

11/15/21 Page 10-2
Roundabout Design Guide

10.1.3 Multiple Week Closure with Detour

Multiple week closures are not preferred, as they require a formalized detour plan. However, this is
an option when weekend closures are insufficient, and a long-term closure is not feasible.

Stage 1

• Construct widening, etc. along the existing

roadway
• Traffic remains on existing lanes.
• Construct the outside curb and gutter.
• Detour signing is put in place for the detour
in Stage 2.

Stage 2

• Close the intersection to traffic, rerouting

traffic on to a detour.
• Construct as much of the intersection as
possible while intersection is closed.
• Primary construction should include central
island and truck apron

Stage 3

• Construct the splitter islands.

• Remove any unnecessary pavement.
• Pave surface course of asphalt

Rev 2.0 10. Alternative Concepts for Staging Roundabout Construction

11/15/21 Page 10-3
Roundabout Design Guide

10.2 Long-Term Closure with a Traffic Detour

If there is an acceptable detour route, closing the roads to traffic and allowing the contractor the entire
area to construct the roundabout allows the most efficient and cost-effective construction process.
Provide a detour plan, subject to consultation with the District Traffic Engineer (who may discuss with
local officials). Properties with driveways within the construction limits will still need access during the
construction. A portion of the widening can be completed prior to the closure/detour of the
intersection.

Rev 2.0 10. Alternative Concepts for Staging Roundabout Construction

11/15/21 Page 10-4
Roundabout Design Guide

10.3 Partial Detour (Close the Cross Road)

This alternative is appropriate where the main road must remain open, but the minor route can be
detoured or shifted temporarily.

Stage 1
• Shift or close and detour traffic on south leg.
• Construct temporary widening along the
south side of the mainline for future traffic
switches.
• Complete full construction of the south leg.
• Construct as much as possible of the
roundabout quadrants and circulatory
roadway.

Stage 2
• Shift mainline traffic onto temporary
widening and open the south leg to traffic.
• Close and detour traffic from the north leg.
• Complete full construction of north leg.
• Construct as much as possible of the
roundabout quadrants and circulatory
roadway.
• Construct westbound mainline approaches.
• Construct temporary pavement for traffic
switches

Stage 3
• Shift mainline traffic on to new westbound
lanes using temporary pavement in the
islands.
• Open the north leg to traffic.
• Complete construction of eastbound
mainline approaches.

Stage 4
• Complete construction of central island and
splitter islands.
• Remove pavement under the landscaping
area and all temporary pavement and
construct outside curb and gutter after
central island is completed.
• Pave surface course of asphalt

Rev 2.0 10. Alternative Concepts for Staging Roundabout Construction

11/15/21 Page 10-5
Roundabout Design Guide

10.4 Construction of a Roundabout Off Alignment

This alternative is for construction of a roundabout with the circle shifted off the existing intersection.
It is an especially viable alternative for T-intersections. It can significantly save staging/construction
costs because less stages are necessary.

Stage 1
• Construct all truck apron and any
widening out of existing asphalt
• Traffic remains on existing lanes.

Stage 2
• Shift traffic to roundabout control
• Construct splitter islands, curb and
gutter, etc.
• Remove excess pavement

Rev 2.0 10. Alternative Concepts for Staging Roundabout Construction

11/15/21 Page 10-6
Roundabout Design Guide

10.5 Construction of the Roundabout Under Traffic

10.5.1 Undivided 2-Lane Roadway

This alternative is appropriate for an intersection of two-lane undivided roads that do not have a
feasible detour route available.

Stage 1
• Construct widening to one side of the roadway to
accommodate traffic during the construction of the
permanent pavement in stage 3.
• Traffic remains on existing lanes.

Stage 2
• Construct one quadrant of the roundabout and as much of
the circulatory roadway as possible.
• Temporary leveling will likely be needed on existing lanes
through the intersection to keep a smooth transition.

Stage 3 & 4
• Construct the remaining
quadrants and the
circulatory roadway.
• Consider adding leveling
to roadway as needed to
avoid drainage issues.
• Use the shoulder for a
traffic lane or temporary
pavement as needed to
complete the roundabout
construction.

Stage 5
• Construct the remaining central island and splitter islands,
quadrants and the circulatory roadway.
• Traffic is on the newly constructed pavement.
• Remove all temporary pavement and construct outside
curb and gutter after central island is completed.

Rev 2.0 10. Alternative Concepts for Staging Roundabout Construction

11/15/21 Page 10-7
Roundabout Design Guide

10.5.2 Divided 4-Lane Roadway

This alternative is appropriate for the intersection of a four-lane divided and a two-lane road that
does not have a feasible detour route available.

Stage 1
• Construct temporary pavement along one side of the
two-lane road and crossovers on the four-lane road.
• Traffic remains on existing lanes.

Stage 2
• Construct one quadrant of the roundabout and as much
of the circulatory roadway as possible.
• Construct any additional temporary pavement needed
for traffic switches.
• Restrict traffic to one lane in each direction through the
intersection.

Stage 3 & 4
• Construct the
remaining quadrants
and the circulatory
roadway.
• Use the temporary
pavement as needed
to complete the
roundabout
construction.

Stage 5
• Construct the remaining central island and splitter
islands, Quadrants and the circulatory roadway.
• Remove all temporary pavement and construct outside
curb and gutter after central island is completed.

Rev 2.0 10. Alternative Concepts for Staging Roundabout Construction

11/15/21 Page 10-8
Roundabout Design Guide

Appendix A. Practical Design

A.1 Principles
Practical design is an approach to investigate the lowest cost of construction that produces the
optimal functional, constructible, and serviceable installation. It can involve staged expansion of a
roundabout or reduction of physical elements to improve the benefit/cost ratio of a roundabout. This
principle should be accompanied with an assessment of the tradeoffs of the practical design: capacity,
safety and serviceability.

Figure A-1 shows an example of a real project, through the course of practical design considerations,
the red-line layout was reduced to the black-line layout. Cost savings on this roundabout are in the
range of about 20%.

Rev. 2.0 A. Practical Design

11/15/21 Page A-1
Roundabout Design Guide

Figure A-1. Cost Reduction Opportunities

Rev. 2.0 A. Practical Design

11/15/21 Page A-2
Roundabout Design Guide

A.2 Left-Offset Approach Alignment

A left offset design is aligned so that the centerline of the approach passes to the left of the roundabout
center. This creates more entry path deflection but results in less exit curvature. This allows for the
use of a smaller ICD to create the same amount of entry path deflection for speed control. An example
of a left offset design is demonstrated in Figure A-2 and Figure A-3.

Figure A-2. Offset Left Design Example

Rev. 2.0 A. Practical Design

11/15/21 Page A-3
Roundabout Design Guide

Figure A-3. Offset Left Design Example

Rev. 2.0 A. Practical Design

11/15/21 Page A-4
Roundabout Design Guide

A.3 Practical Design Alternatives

Figure A-4 and Figure A-5 demonstrate how an initial roundabout layout can be improved to a more
practical design. Both layouts achieve the required design performance checks, but the second one
uses practical geometry and costs less.
The original design, Figure A-4 was likely focused on achieving speed control with large chicanes on
the approaches. The design has left-offset, but it is off the existing alignment with excessive chicanes.
Besides costing much more, the forward sight of the roundabout is lost on the approach, which could
result in poor safety performance and decreased functionality. In the refined design (Figure A-5),
more of the existing pavement is used and the ICD was reduced, while still maintaining speed control.
This design is more practical, being cheaper to construct and more functional in its operations.

Figure A-4. Original Roundabout Design

Figure A-5. Refined Roundabout Design

Rev. 2.0 A. Practical Design

11/15/21 Page A-5
Roundabout Design Guide

Intentionally Left Blank

Rev. 2.0 A. Practical Design

11/15/21 Page A-6
Roundabout Design Guide

Appendix B. OSOW
B.1 Review of OSOW Permits
The following is a list of steps and guidance on how to source and account for the space requirements
of oversize vehicles (OSOW) in roundabouts.
Single Trip Permits
1. Request records from [email protected] at the subject intersection.
2. Tabulate truck movements by vehicle type and turning movement
a. Ignore all records relating to one-time events, such as concrete beams for construction
projects.
b. Examine all records with a length of 100-ft or more.
c. Truck type can be determined by examining the truck length, axle count, and load type.
Cross-reference records with the GDOT OSOW template library catalog; see Appendix
B.2.
i. Load type can be useful in determining vehicle type, as mobile homes or specified
loads with high centers of gravity that can indicate a lowboy trailer.
ii. In some cases, the trucking company website can give an indication as to what type
of vehicles they operate.
d. The turning movement can be determined by examining the route, given by a string of
sequential road names.
e. Vehicles over 150 ft are assumed to have rear-steer capabilities.
f. Remove redundant/repeated information (duplicated permit numbers)
3. Based on findings, design roundabout for appropriate vehicle on each movement.
Follow Table B-1 below during the review process.

Rev. 2.0 B. OSOW

11/15/21 Page B-1
Roundabout Design Guide

Table B-1: Typical Assumptions Table

ASSUMPTION REASONING

OSOW vehicle records with 3 or less trips

through the intersection may not be
The added cost for accommodations of these
accommodated by the roundabout per the
low frequency vehicles may not be cost
discretion of GDOT. (These vehicles would still
beneficial.
be run in the design file to understand their
potential accommodations.)

Review and development of the routing matrix

is mainly concerned with OSOW vehicles 100
ft and over in length.
The modeling of an 85 ft lowboy should ensure
If there are concerns from the trucking industry other large vehicles will be able to pass
and few or no records of vehicles greater than through the intersection.
100 ft, then an 85 ft lowboy vehicle can be
modeled (for state route to state route
movements).

Vehicles come in a wide range of lengths, axel

spacing, pivot points, etc. categorizing the
Vehicles over 100 ft will be categorized into the
vehicles into a standard OSOW template
standard OSOW template library developed by
library minimizes the need to develop vehicle
GDOT (See Appendix B.2)
profiles for every type of vehicle configuration
that shows up in the records.

If there is a return trip, then the permit would

show up in the records. Once OSOW vehicles
Vehicle movements are assumed to only be deliver their load they may not use the same
one-way trips unless a return trip is indicated in route back, or vehicle parts can be shortened
the records. or disconnected and loaded onto the trailer
resulting in it not being an OSOW vehicle
anymore.

Rev. 2.0 B. OSOW

11/15/21 Page B-2
Roundabout Design Guide

This is an example of a single trip permit record.

Rev. 2.0 B. OSOW

11/15/21 Page B-3
Roundabout Design Guide

Annual trip permits

If the route is an approved oversize route, the default vehicle is the annual permit vehicle size. Check
the annual permit route map here. Single trip permits still need to be reviewed to identify trucks larger
than the annual permit vehicle size.
Review permit records to obtain the truck type and direction on which vehicle to model.

Rev. 2.0 B. OSOW

11/15/21 Page B-4
Roundabout Design Guide

B.2 OSOW Template Library

Rev. 2.0 B. OSOW

11/15/21 Page B-5
Roundabout Design Guide

Intentionally Left Blank

Rev. 2.0 B. OSOW

11/15/21 Page B-6
Roundabout Design Guide

Appendix C. High Speed Approach Design

Rev. 2.0 C. High Speed Approach Design

11/15/21 Page C-1
Roundabout Design Guide

The image depicts an example of high-speed approach design with Emax as 6%, but approaches may have an Emax of 8% or 10% in some cases.

Rev. 2.0 C. High Speed Approach Design

11/15/21 Page C-2
Roundabout Design Guide

Appendix D. Roundabout Performance Checks

D.1 Entry Path Deflection – Permits

D.1.1 Drawing Fastest Paths

The centerline path of a standard passenger vehicle is best represented in Microstation by a spline –
a curve of constantly changing radius. The fastest path speeds of the roundabout are located within
approximately 165 ft of the circulatory roadway. Offset lines are drawn to help facilitate placement of
the spline and limit how close a passenger vehicle will drive to the curb face or roadway centerline.
They should be 5 ft from the face-of-curb, 5 ft from a centerline, and 3 ft from other pavement markings
(such as a painted median or two-way left-turn lane).
• Select the “B-spline by Points” tool in Microstation and place them using the ‘Control Points’
or ‘Through Points’ method.
• Draw a spline for each movement using the minimum number of control points necessary to
generate a smooth path.
o Splines should start and end more than 165 ft from the edge of the ICD. For all
movements, place three control points at the beginning and end of the spline beyond
the 165 ft offset, to develop the starting and ending trajectory of the path. See Figure
D-1.
Tip: If control points are placed too close together, they don’t depict the natural driving
path.
o Place 3 points within the 165’ offset area, at the entry, circulating, and exiting locations.
See Figure D-2.
Tip: Control points placed inside the 165 ft offset area should be aligned approximately
perpendicular to the location where the spline touches the offset line.
o After the initial placement, iteratively modify the location of the control points so that
the spline touches the offset guides but does not cross the lines.
Often, left-turn (R4) radii values can be determined based on the radius of the 5 ft offset from the
truck apron; however, the R4 radii can be difficult to determine on non-circular roundabouts. When in
doubt, draw the left-turn spline to determine the R4 value.
At T-intersections, draw the left-turn fast path spline to determine the R1 entry speed for the approach
that does not have a through movement.

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-1
Roundabout Design Guide

Beginning points not placed too close together.

Points in example are spaced ~50-ft apart.

Figure D-1. Control Points on Approach

Control Points aligned

approximately perpendicular to
location where spline touches
offset line

Figure D-2. Control Points Entry, Circulating, Exiting

D.1.2 Measuring the Critical RADII of the Spline and their Associated Speeds
Fastest path radii are calculated by measuring the smallest radius at critical locations (R1-R5) over a
distance of 65 ft – 80 ft.
In Figure D-3, the center of a (65 ft – 80 ft diameter) circle is placed where the spline touches the
offset line at the R1 through R5 locations.
• To measure the critical radius of the spline, draw a three-point arc snapped along
the fast path spline within the confines of the circle. This helps the designer to
quickly judge the length of the arc and to maintain consistent arc lengths for all
radius measurements.
• Continue drawing arcs on either side of the circle until the smallest radius is found.
This is the critical radius for speed control (R1 through R5).
Rev. 2.0 D. Roundabout Performance Checks
11/15/21 Page D-2
Roundabout Design Guide

Figure D-3. Measuring Critical Spline Radius

• Use Equations 6-1 and 6-2 provided in NCHRP 672 to convert the R1 through R5 radius
measurements to the actual critical speeds.
𝑉 = 3.4415𝑅0.3861 , 𝑓𝑜𝑟 𝑒 = +0.02
𝑉 = 3.4614𝑅0.3673 , 𝑓𝑜𝑟 𝑒 = −0.02
V = predicted speed, mph
R = radius of curve, ft
e = superelevation, ft/ft
Tip: Using a positive (favorable) 2% cross slope will provide the most conservative speed
values and is recommended for all radius-speed conversions during the horizontal design
stage. If the designer knows the entire circulatory roadway will be sloped toward the outside
of the circle, a negative 2% cross slope may be used for the R2 and R4 radius to speed
conversions.

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-3
Roundabout Design Guide

• Often the R3 radius is large or nearly tangential, and a meaningful exiting speed cannot be
determined with Equations 6-1 and 6-2 alone. The R3 critical exiting speed should therefore
also be calculated based on vehicle acceleration from the measured R2 critical speed location
to the point of interest on the exit (typically the crosswalk) using NCHRP 672 Equation 6-4
and as illustrated in Figure D-4.
𝑉3𝑝𝑏𝑎𝑠𝑒
𝑉3 = { 1 }
√(1.47𝑉2 )2 + 2𝑎23 𝑑23
1.47
𝑉3 = exit speed, mph
𝑉3𝑝𝑏𝑎𝑠𝑒 = 𝑉3 speed predicted based on path radius, mph

𝑉2 = circulatory speed for through vehicles predicted based on path radius, mph
𝑎23 = acceleration between the midpoint of V_2 path and the point of interest along
𝑉3 𝑝𝑎𝑡ℎ = 6.9𝑓𝑡/𝑠2
𝑑23 = distance along the vehicle path between midpoint of 𝑉2 path and point of interest along
𝑉3 path, ft

Calculate R3 based on acceleration

from midpoint of R2 to point of interest
on exit.

Figure D-4. Calculating R3

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-4
Roundabout Design Guide

D.2 Sight Distance Envelopes

In accordance with the AASHTO Green Book, object heights should be restricted to 2 ft tall within
SSD envelopes (which include Approach SSD, SSD for Bypass Lanes, Crosswalk SSD, and
Circulatory SSD), and 3.5 ft tall within ISD envelopes (which include Entering and Circulating ISD).
These envelopes should be hatched using the ‘Crosshatch Area’ tool and the ‘Pattern Area’ tool
and clearly defined using a legend.
D.2.1 Stopping Sight Distance (SSD)
See NCHRP 672, Equation 6-5 when calculating stopping sight distances.
𝑉2
𝑑 = (1.468)(t)(V) + 1.087( )
𝑎
d = stopping sight distance, ft
t = perception-brake reaction time, assumed to be 2.5s
V = initial speed, mph
A = driver deceleration, assumed to be 11.2 ft/s2
Checks should be provided for:
1. Approach SSD to the yield line and crosswalk on entry
2. Approach SSD to crosswalk on bypass lane
3. SSD to the crosswalk on exit
4. SSD around the circulatory roadway

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-5
Roundabout Design Guide

D.2.1.1 Approach SSD to the Yield Line and Crosswalk on Entry

The approach SSD consists of sight lines to the yield line and crosswalk to provide drivers with clear
visibility of objects in the roadway at the yield line, or pedestrians in the crosswalk. These sight lines
are based on the design speed of the approach leg and should be constructed as shown in Figure D-
5. These approach SSD checks also apply to yielding (partial) bypasses.

Figure D-5. Approach SSD

Drawing Tips
Approach SSD to Yield Line
1. Obtain the rounded Approach SSD (d).
2. Split the entry in half and use the ‘construct line at active angle’ tool (with an angle of 0.0°) to
extend the offset arc to the yield line. This locates the center of the entry at the yield line. If
the entry is two lanes, use the pavement markings to locate the center of the entry at the yield
line.
3. Center a circle with radius (d) on the center of the entry at the yield line.
4. Offset a maximum of 6 ft from the right edge of the lane; or, for a multilane approach, split the
far-right lane in half (if smaller than 12 ft wide).
5. Draw a line from the center of the circle to the point where the circle intersects the offset lane
lines.
Note: these steps also apply to right turn partial bypass lanes with yield lines.
Approach SSD to Crosswalk
1. Obtain the rounded Approach SSD (d).
2. Center a circle with radius (d) on the intersection of the crosswalk paint line (farthest from the
yield line) and the face of curb.
3. Draw a line from the center of the circle to the point where the circle intersects with the offset
lane lines from Step 4 above.

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-6
Roundabout Design Guide

D.2.1.2 Approach SSD for Free-Flow Right Turn Bypasses

At free-flow right turn bypasses, SSD should also be provided for drivers traveling around the corner
to observe and react to an object in the roadway. The sight distance required is dependent on the
right turn fast path R5 value and should be considered at all points along the bypass lane (Figure D-
6).

Figure D-6. Approach SSD for Free-Flow Right Turn Bypasses

Drawing Tips
1. Obtain the rounded Approach SSD (db) for the bypass lane (based on the bypass R5).
2. Measure db along the fast path in a few key places.
a. Draw a line crossing the path where you would like to begin measuring db.
b. Use the ‘trim elements’ tool to trim the fast path to this line.
c. From the ‘points’ toolbox (accessed by going to Tools > Toolboxes) choose the ‘Point at
a Distance Along’ tool.
i. Choose a character or cell for the point and type the distance along the line to measure
db .
ii. Click the beginning of the line where you want to start measuring db and then click the
line in the direction you want to measure. A point will be placed on the line at the
distance specified. Trim the fast path line to this point to achieve db.

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-7
Roundabout Design Guide

D.2.1.3 SSD to Crosswalk on Exit

Crosswalk SSD provides visibility for drivers to see pedestrians waiting to cross or in the act of
crossing the downstream leg as shown in Figure D-7. The sight distance for crosswalk visibility is
dependent on the right turn fast path R5 value. If a right turn bypass lane exists, the crosswalk
stopping sight distance should be based on the fast path through the bypass lane. For roundabout
exits, crosswalks can be placed further than the 20-25 ft to help with yielding rates and allow for more
storage for exiting vehicles (see FHWA TOPR34 and NCHRP 834).

Figure D-7. SSD to Crosswalk on Exit

Drawing Tips
1. Obtain the Crosswalk SSD (da), based on R5.
2. Trim the fast path to the near side of the crosswalk.
3. Measure da along the fast path using the same techniques described in Step 2 of the ‘Drawing
Tips’ for ‘Approach Stopping Sight Distance for Right Turn Bypass Lanes’ in the previous
section.
4. Connect the end of the fast path to the near side of the crosswalk at the face of curb to create
the sight line.

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-8
Roundabout Design Guide

D.2.1.4 SSD Around the Circulatory Roadway

Circulatory roadway SSD provides drivers traveling around the central island with visibility of objects
in the circulatory roadway ahead. The sight distance is based on the left-turn fast path R4 value.

Figure D-8. Consistent R4 Values

Drawing Tips
For Consistent R4 Values
1. Obtain the Circulatory SSD (d), based on R4.
2. Offset the central island face of curb 3 ft and measure d along the offset line. (Use ‘Point at
Distance Along’ tool)
3. Connect both ends of the offset line to form the sight line.
4. Repeat Steps 2 and 3 for a minimum of four intervals around the central island.
Tip: For quick placement of the sight lines, rotate the first offset arc and sight line from steps 2
and 3 around the center point of the central island to get at least four intervals around the central
island.

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-9
Roundabout Design Guide

D.2.2 Intersection Sight Distance

Intersection sight distance (ISD) should be checked at entries for two conditions: (1) entering – sight
to vehicles on the upstream approach, and (2) circulating – sight to vehicles within the circulatory
roadway. The ISD maximum should be derived from these equations; however, at a minimum of 50
ft upstream of both approaches should be used.
See NCHRP 672, Equation 6-6 and 6-7 when calculating intersection sight distances.
𝑑1 = (1.468)(𝑉𝑚𝑎𝑗𝑜𝑟,𝑒𝑛𝑡𝑒𝑟𝑖𝑛𝑔 )(𝑡𝑐 )

𝑑2 = (1.468)(𝑉𝑚𝑎𝑗𝑜𝑟,𝑐𝑖𝑟𝑐𝑢𝑙𝑎𝑡𝑖𝑛𝑔 )(𝑡𝑐 )

𝑑1 = length of entering leg of sight triangle, ft

𝑑2 = length of circulating leg of sight triangle, ft
𝑉𝑚𝑎𝑗𝑜𝑟,𝑒𝑛𝑡𝑒𝑟𝑖𝑛𝑔 = design speed of conflicting entry movement, mph – an average of the
entering and circulating speeds (calculated from fastest path R1 and R2 values) for the
upstream approach
𝑉𝑚𝑎𝑗𝑜𝑟,𝑐𝑖𝑟𝑐𝑢𝑙𝑎𝑡𝑖𝑛𝑔 = design speed of conflicting circulating movement, mph - the circulating
speed for left turn movement (calculated from fastest path R4 value) from opposite entry
𝑡𝑐 = critical headway for entering the major road, s, equal to 5.0 s

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-10
Roundabout Design Guide

D.2.2.1 Entering Intersection Sight Distance

Figure D-9. Entering and Circulating ISD

Drawing Tips
1. Offset the far-left lane 3 ft from the left edge of curb/paint line or 5 ft from the face of curb. Use
the ‘construct line at active angle’ tool (with an angle of 0.0°) to extend the offset arc to the
yield line.
2. Center a circle with radius 50 ft at the intersection of the yield line and active angle line. Draw
two lines from the center of the circle, one that intersects the offset arcs with the edge of the
circle and one that is perpendicular to the central island face of curb.
3. Trim the fast path of the immediate upstream entry to the line perpendicular to the central
island using the ‘trim elements’ tool.
4. Obtain the Entering ISD (d1), based on the average R1 and R2 speeds. Measure this distance
along the fast path using techniques described in Step 2 of the ‘Drawing Tips’ for ‘Approach
Stopping Sight Distance for Right Turn Bypass Lanes’.
5. Draw the Entering ISD sight line from the end of the 50 ft line to the end of the fast path.

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-11
Roundabout Design Guide

D.2.2.2 Circulating Intersection Sight Distance

Circulating ISD provides the driver nearing the roundabout with sight to vehicles already circulating
in the roundabout. The sight line is based on the R4 fast path speed upstream of the entry. Reference
NCHRP 672 Equation 6-7.
Drawing Tips
1. Offset the central island face of curb 5 ft If a spiral exists, follow the lane lines (offset the lane
lines 3 ft until the spiral disappears, then offset the face of curb 5 ft).
2. Trim the arcs to the line perpendicular to the central island constructed above in Step 2.
3. Obtain the Circulating ISD (d2), based on R4. Measure this distance along the offset arcs
following the same hints described in Step 2 of the ‘Drawing Tips for Consistent R4 Values’
for ‘Circulatory Stopping Sight Distance’.
4. Draw the Circulating ISD sight line from the end of d2 to 8 ft behind the yield line representing
a driver at the yield line scanning the circulatory roadway for oncoming circulating traffic.

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-12
Roundabout Design Guide

D.3 Vehicle Analysis

Vehicle accommodation is checked using a vehicle analysis software such as AutoTURN. Horizontal
accommodations (2D analysis) should be checked throughout the horizontal design process for both
design vehicles and check vehicles. Vertical accommodations (3D analysis) should typically be
checked for low-clearance vehicles (often OSOW trucks referred to as a “lowboys” or “gooseneck”-
style trailers) as the roundabout moves into preliminary plan development and vertical geometrics are
developed.
D.3.1 2D Analysis
Two methods exist for analyzing horizontal truck accommodations in 2D: Freehand (referred to as
“Arc Path” in AutoTURN) and Offset Path (referred to as “Adaptive Simulation” in AutoTURN). A
typical guideline for design and check vehicles is to provide 1 ft clearance from the tire of the cab to
the curb face.
When conducting a 2D analysis, the designer should consider displaying, at a minimum, the following
envelopes: front tires, rear tires, vehicle body, and load. Displaying the body envelope is often
beneficial when analyzing vehicles with large front overhangs (common with city buses, fire trucks,
and farm equipment). Displaying the load envelope is often beneficial when analyzing vehicles with
large or long loads (common with OSOW trucks).
The Freehand Method
The Freehand method works well for determining approximate roadway width requirements and is
the only method for analyzing trucks with independent rear-steering capabilities (such as tiller-
aerial fire trucks and some OSOW trucks).
The Freehand method involves manually driving the truck through the desired turning movement.
This method considers lock-to-lock steering time, steering angle locks, and trailer angle locks, but
also accounts for a non-varying speed along the path set by the user. 9 MPH or less is desirable, 6
MPH is preferred for very large vehicles (for example, rear-steering vehicles). (Note that as the speed
increases, maneuverability and net off-tracking decreases.) With practice, paths generated with this
method can be as smooth as paths generated with the Offset Path method.
It should be noted that with the freehand method is related to the "turn wheels from stop" which, when
applied for typical design vehicles, creates a path with many kinks in it that does not reflect the path
a vehicle may actual take. For vehicles that need to use the "turn wheels from stop" feature, extra
care is needed to obtain a smooth path.
If a vehicle has independent rear-steer capabilities, care should be taken to not overstate the
maneuverability of the actual vehicle. A good rule-of-thumb is to turn the rear wheels 4-degrees for
every 17 ft of travel path. The designer should minimize rear steering.

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-13
Roundabout Design Guide

The Offset Path Method

This method works well for paths that need to be repeatable in order to check multiple vehicle types
for each movement; however, the path may not be suitable for all vehicle types. This method also
typically provides a smoother path than the Freehand method, which may be desirable for exhibits.
The Offset Path method involves drawing a centerline path for the truck to follow. This method
considers the same factors as the Freehand Method. Speed is indirectly accounted for but is not a
direct input. The speed varies as the vehicle navigates the path; the smaller the arc, the slower the
vehicle will negotiate the curve turn.
The path is created by offsetting known elements of the design (such as edge of pavement, curb face,
and/or pavement markings) and turning the elements into a complex chain. A typical offset from the
face of curb is 6 ft; however, offsets may vary depending on the size of the truck and the width of the
gutter pan.
D.3.2 3D Analysis
A 3D analysis considers the ground clearance component of the 2D swept path. Usually, ground
clearance is only a concern for lowboy (“gooseneck”-style trailer) vehicles. A typical lowboy-style
vehicle will have a ground clearance of 6-inches. We recommend analyzing the vehicle with 5-inches
of clearance to be conservative. Currently, there are no federal specifications as to how much ground
clearance a vehicle must provide. Typical areas where ground clearance can be an issue are shown
in Figure D-10. The longer the depressed section of the trailer, the greater the clearance concern will
be.

1a = Overtracking on the entry

2a = Entry/Exit rollover
3a = Truck apron clearance

Figure D-10. Typical Ground Clearance Concern Areas

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-14
Roundabout Design Guide

To conduct a 3D analysis, a 2D vehicle path and a combined 3D surface are needed. The surface
should cover the entire area of the 2D path and needs to include the following areas: circulatory
roadway, truck apron, outside curb and gutter, entries, and exits. The surface should be free of
extraneous triangles and large gaps, which may affect the accuracy of the 3D analysis. It should be
noted that changes to the surface to correct one problem might result in issues in other areas.
Therefore, if changes are made to a surface, the vertical checks need to be re-analyzed.
1. Use a 3D DGN file for this analysis.
2. Select the proposed DTM surface (mesh) and the 2D AutoTURN swept path (that has already
been run).
3. Click on “Convert 2D to 3D” button to convert the 2D AutoTURN swept path to a 3D path
(make sure to keep the original 2D path when asked by AutoTURN).

This step will analyze the vehicle’s vertical profile on the proposed DTM surface and check
for areas of scrapping.
A completed 3D analysis can be seen in Figure D-11. The green hatching indicates there is
adequate vertical clearance. The red hatching indicates areas where there are potential conflicts.

Figure D-11. Vertical Check Example

Areas of concern should be reviewed in the 3D cross-section analysis, also known as “Punch
Through”. These cross-sections identify the extent of the scrapping and will help to determine where
adjustments to the grading design are needed.

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-15
Roundabout Design Guide

1. Start by placing perpendicular lines across the red hatching areas where cross-sections will
be cut (shown as lines 101 to 108 in Figure D-11, for example).
2. Click on the “Analyze Punch Through” button.

3. Select the AutoTURN swept path and a perpendicular line from step 1.
Figure D-12 shows an example of a “Punch Through” cross-section with the vehicle’s vertical
clearances displayed (1” tolerance built-in).

Figure D-12. Vertical Check Punch Through Example

Rev. 2.0 D. Roundabout Performance Checks

11/15/21 Page D-16
Roundabout Design Guide

Appendix E. Spiral Design

1. In cases where 2 lane
entries have an exclusive
left turn lane, a spiral is
necessary.
• Start with original central
island, identify potential
conflict points [due to
incorrect lane change]:
o Multilane with
left turn to
single lane exit
[SBL conflicts
NBT]
o Exclusive turn
lanes

2. Spiraling the driver from

the inside lane to the
outside lane requires
placement of an arc.
• Place the arc at
approximately 180 degrees
from where the spiral
begins on the existing
truck apron
• Extend the arc from the
truck apron to the outer
lane line.
3. Modify the geometry to
account for the use of a
spiral.
• Offset impacted circulating
movements (SBT and
SBL) from tangential curve
by circulating lane width.
• By introducing the spiral, it
requires trimming of the
impacted splitter island
face and shifting the outer
geometry to maintain the
multilane portion of the
roundabout.

Rev. 2.0 E. Spiral Design

11/15/21 Page E-1
Roundabout Design Guide

4. Cut the spiral slightly to the

left of the exclusive lane
alignment trajectory into the
circle.
• Apply short skip markings to
join the spiral to the lane line
• Extend inside radius of left
lane and draw tangent to the
curve 1-2’ offset inside the
circulatory roadway
• Modify truck apron to
compensate for lane shifts

5. Check truck movements for

reshaped apron and central
island

Rev. 2.0 E. Spiral Design

11/15/21 Page E-2
Roundabout Design Guide

Appendix F. Vertical Design Best Practice

F.1 Alignments and Profiles

Figure F-1. Splitter Island Alignments

Rev. 2.0 E. Spiral Design

11/15/21 Page F-1
Roundabout Design Guide

Figure F-2. Outside Curb Alignments

Rev. 2.0 E. Spiral Design

11/15/21 Page F-2
Roundabout Design Guide

F.2 Example Profile Creation

1. Create a circulatory roadway alignment
In the example shown on F-3 and F-4 below, the circulatory alignment begins at 90+00 and ends at
93+01.59 (which is essentially 90+00). Note that 90+00 is set to be in between the LP near 90+75
and the HP near 92+26. In the following profile, we can see that the elevation at 90+00 and 93+01.59
is identical at 648-ft, and that the crest curve shows where the HP is, and the sag curve goes where
the LP is to be.

Figure F-3. Station of Circulatory Alignment

Figure F-4. Circulatory Roadway Profile

Rev. 2.0 E. Spiral Design
11/15/21 Page F-3
Roundabout Design Guide

2. Develop a profile for each of the splitter island alignments

Tie in to the outside edge of pavement of the circulatory roadway. The elevations of these tie-in points
can be determined from the circulatory roadway’s profile and its cross-slope(s). The circulatory
roadway profile can be adjusted as necessary during this process to ensure optimal tie-in to maintain
comfortable break-overs between the entry/exit lane and the circulatory roadway (see Figure F-5).

Figure F-5. Splitter Island Profiles

3. Develop a profile for outside edges of pavement

Along the outside edges of pavement, along the C&G lines at locations with varying widths (usually
from bike ramp to bike ramp), and along the C&G lines for both sides of right turn bypass lanes.

Rev. 2.0 E. Spiral Design

11/15/21 Page F-4
Roundabout Design Guide

F.3 Grading Design

If the circle is tilted and the circulatory lane slopes into the apron on the high side while sloping away
on the low side (i.e. the circulatory lane has variable cross-slopes), the designer can calculate a
uniform rate of cross-slope transition by dividing the change from the high side to the low side over
half of the apron circumference (or the high side to the low side back to the high side over the full
circumference). For example, if the cross-slope is 2% into the apron on the high side and -2% away
from the apron on the low side, the total change would be 4% over half of the circumference, or 8%
over the full circumference.
With a uniform rate of transition (calculated from GDOT DPM Section 4.5.4), it is simple to calculate
the cross-slope at any given point along the apron’s alignment. For example, the cross-slope from
point A to B or from point C to D in Figure F-6 has elevations at points B and D that can be calculated
to determine the cross-slope from point B to D, which is the necessary cross-slope to tie the entry
into the circle.

Figure F-6. Points of Station Equivalents

This tie-in cross-slope is then transitioned back to Normal Crown at a rate that will range from 0.02%/ft
up to 0.04%/ft (Figure F-7) to limit maximum relative gradients.
This exercise is repeated for each entry and exit at the roundabout. A spreadsheet is highly
recommended for refinement of adjustments.

Rev. 2.0 E. Spiral Design

11/15/21 Page F-5
Roundabout Design Guide

Figure F-7. Cross Slope Transition at Entry or Exit Tie-in

Check the outside EOP (produced from the proposed DTM surface) and make adjustments if there
are local low points along the gutter that shouldn’t be there. Adjustments can be made through
manipulation of the cross-slopes (or the outside EOP profile). In either case, cross-slopes (calculated
from GDOT DPM Section 4.5.4) should be maintained under 4% on the high side and 2% on the low
side of the circle. A cross-slope transition rate between 0.02%/ft and 0.04%/ft will result from this
calculation.
Cross-section corridors utilizing proper tie-ins and transitions will result in a smooth and seamless
surface with minimal gaps or overlaps, as shown in Figure F-8.
Figure F-9 shows SE changes around the circle, cross slopes, and elevation points making it easy to
check the vertical design.

Rev. 2.0 E. Spiral Design

11/15/21 Page F-6
Roundabout Design Guide

Figure F-8. Seamless Surface

Rev. 2.0 E. Spiral Design

11/15/21 Page F-7
Roundabout Design Guide

Figure F-9. Special Grading Annotations

Rev. 2.0 E. Spiral Design

11/15/21 Page F-8