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Home My WebLink AboutCOM 0496.000 2004-2006 1308 JACOBSON ~1~ o. M1 Phone No: (808) 961-8363 Council t4end>er ~,w I'aX No: (808) 961-8912 ~ E-Mail: jacobs(i~hgca.org _ijaco(a~co.hawaii.hi.us .+:~r ~i?•ui•M~iM HAWAII COUNTY COUNCIL County oJHuwui'i Huwai'i Coanly 6ttilcling 25 Aapuni Sn~eel. Suite 3pv Hilo, //airai'i 9h''0 1'O: Stacy K. Higa, Chair _ Hawaii County Council FROM: Bob Jacobson / Council Member N "~~n/ DATE: October 19, 2005 J SUBJECT: Resolution to Establish Roundabouts as the Preferred Road, Street, and Highway Intersection Design for Use in Hawaii County. The resolution establishes roundabouts as the preferred intersection design for new and improved road, street, and highway intersections in the County of Hawaii. The Director of the Department of Public Works has indicated that staff have been trained in roundabout design and thus the design capability exists within DPW to implement this resolution. With this communication is a summary of information on roundabouts, as well as copies of two newsletters from the Insurance Institute for Highway Safety. Should you have any questions, please call me. Att. ~ t?en. (93-05 Comm. No. Ref. To: W R, Raf. Uats District G ~ Upper Punn, Ka `u, mn/ Snut/r Kona llnwai 9 Counh' /s .4 n @'qun/ Opportuni(v Prvmider it nr/ F.nrp/aver ROUNDABOUTS: THE PREFERRED DESIGN FOR INTERSECTIONS What is a roundabout? Roundabouts are circular intersections with specific design and traffic control features. These features include yield control of all entering traffic, channelized approaches, and appropriate geometric curvature to ensure that travel speeds on the circulatory roadway are typically less than 30 mph. Yield-at-entry is the most important operational element of a modern roundabout, but it is not the only one. Deflection of the vehicle path and entry flare are also important characteristics that distinguish the modern roundabout from the nonconforming traffic circle, which does not have these characteristics. Other features include splitter islands at all approaches (to control entry speed and deter left turns), good sight distance, good lighting, good signing, no crosswalks across the circulatory roadway, yield lines downstream of the pedestrian crossings, and no parking in the roundabout. The primary characteristics of the modern roundabout reduce many of the safety hazards of traditional intersections and nonconforming traffic circles. The physical configuration of a modern roundabout, with a deflected entry and yield-at- entry, forces a driver to reduce speed during the approach, entry, and movement within the roundabout. This is contrary to an intersection where many drivers are encouraged by a green or yellow light to accelerate to get across the intersection quickly and to "beat the red light". Another important safety factor is that the only movement at an entry and an exit of a roundabout is a right turn, thus reducing the potential frequency and severity of accidents compared to accidents typically occurring during left turns and when traffic crosses an intersection in perpendicular directions. Why is a roundabout a preferred intersection design? Benefits from roundabouts include better safety, improved traffic flow, aesthetics, and cost savings. The Insurance Institute for Highway Safety conducted research at 24 urban and rural intersections in eight states where roundabouts replaced stop controls or traffic signals. The results of this study included: • 39 percent overall decrease in crashes at intersections with roundabouts instead of signals or stop signs • 76 percent decrease in injury-producing crashes • 90 percent reduction in collisions involving fatal or incapacitating injuries These findings are consistent with those from other countries where roundabouts have been used extensively for decades; and they are also consistent with preliminary studies of US roundabouts. 1 Other observed outcomes regarding roundabouts: • Drivers don't feel compelled to "beat the red light" or be first to cross the line when the light turns green. • Less expensive than intersections controlled by traffic signals, saving in electricity and maintenance. • Less traffic congestion due to blocked intersections or backups. • Less vehicle emissions and fuel consumption by reducing the time drivers sit idling at intersections. • Less noise and congestion, minimizing the expressway look and feel of roads in urban and suburban areas, as traffic moves more slowly through intersections. • Visual appeal as landscaping on the islands replaces the asphalt of conventional intersections. • Visual gateways to communities or neighborhoods. • Improved access to adjacent properties and in commercial areas. Website links with information on roundabouts www.tfhrc.gov/pubrds/fall95/p95a41. htm www. tfh rc. g ov/safety/00068. htm www.abnaengineering.com/abna www.tfh rc. gov/safety/00068. htm www. roundaboutsusa.com www.roundabouts.net/roundabouts.html www. ite.org/traffic/documents/tcir0019. pdf www.citebc.ca/No95 Roundabout.html www.apwa.net/Publications/Reporter/ReporterOnline/index.asp?DISPLAY=ISSUE&ISS UE DATE=072000&ARTICLE NUMBER=130 www. insurancejou rnal. com/magazines/southcentral/2000/08/14/features/22640. htm www. charmeck. org/Departments/Transportation/About+Us/Roundabouts. htm 2 FOEZ I [IGH WAY SAFETY • , ~ 11 } i *-~.~.,.:.s~. -rrx, ~ ` ' , . "ham. s rj s ~ ~ r_ "-"~"L. r ~ ya ~e ~ .....•.r5~,tl4 "5. ~"per' ~ c i~ ~ t- ~ r, i -ht h .N~ : 4 ~ , They sharply reduce crashes, study finds Riiundabuuis nra~ be tin m~[amiViai tvpc of in±rrsectinn in ihr Gnitcrl tit;~tcs hnt U<<w'rr b~ cnnt'm~, inure tamiliar;i, erideuce of L~~.cir Iu~nefifs gro~rs. Inymwr~l iraific tl~~tc at~slhctics_ and cast savins make ruuud~ihrn is a yund idra. and ! he s;afci) ~fnsnrccongn~llin>; A; hi~liutcstudyshov,~sGirt~wrrcrash,soaur,i!inirrsec~innn~nilh n II'h GI h=UlS IYi;in dt LOCI tiCCl4 tllti 1ti 11 ~7 ti~lf;n8~ti ul' i1n~J SIQnS. ~~li~ Iti PS~tt'C~18~{~ 1rU19 UL C1"diik5 i ^>5 j a4 I 2 Stains Repoq dol. 35. ,No 5, May 13, 2000 ' •,ar„ r` 1 resulting in occupant injuries. Researchers The modern roundabout improves on p? at Ryerson Polytechnic University, the Insti- such designs. This is an important distinc- r"' lute, and the University of Maine studied lion, because the older traffic circles aren't crashes and injuries at 24 intersections be- always easy to navigate, so they haven't fore and alter construction of roundabouts, been very popular 1 ' The study found a 39 percent overall de- "At modern roundabouts, triangular is- ' *`t ' ti crease in crashes and a 7b percent decrease lands at each entrance slow approaching ve- ' " in injury-producing crashes. Collisions in- hicles," explains Richard Retting, Institute ` ' i 7 T~, volving total or incapacitating injuries fell as senior traffic engineer and an author of the { ~ much as90percent. study. "In older traffic circles, no physical T„. These findings are consistent with those structures prevent drivers from speeding from other countries where roundabouts right into the intersection. This lack of con- have been used extensively for decades. trot contributes to high-speed conflicts in- They also are consistent with preliminary side the circle" - a problem solved by the ' studies of U.S. roundabouts. islands at roundabouts. ~ s The safety benefits don't come at the ex- Another feature is that vehicles ap- F pence of traffic flow. In fact, where round- proaching roundabouts yield to circulating abouts replace intersections with stop signs traffic. No stopping is required. Some older d or traffic signals, delays in traffic can be re- tra[fic circles and many conventional inter- duced by as much as 75 percent. sections alternate traffic with stop signs or { "Given the magnitude of these crash re- signals. Roundabouts enable all cars to ~ ; r,.,' . ductions, there's no doubt that roundabouts move continuously through intersections at ' are an important countermeasure for many the same low speed. J' intersection safety problems," says Institute "People assume that because there are F t. president Brian O'Neill. "Replacing signals so many traffic signals out there, they must t; „ or stop signs with roundabouts will reduce be efficient. The fact is, they're not. When the number of crashes and save lives while half of the cars are stopped at an intersec- at the same time improving traffic flow." [lon at any given time, delays are inevitable. The recent study focuses on urban and It may seem counterintuitive that round- ' rural intersections in California, Colorado, abouts increase capacity while lowering Florida, Kansas, Maine, Maryland, South speeds, but that's exactly what happens," Carolina, and Vermont. The roundabouts re- Retting points out. placed stop controls or traffic signals. Other design elements set roundabouts Old idea improved: Rotary intersec- apart from traffic circles. Pedestrians cross lions aren't new. They predate the automo- only at the perimeter, vehicles can't turn left bile. In 1905, the first U.S. traffic circle, then ahead of the central island, and parking isn't known as a "gyratory," was constructed in allowed inside the circle. These require- New York City, and European countries built menu minimize distractions and opportuni- them in great numbers through the early ties for collisions. part of this century. More common in other countries: 'The In its basic form, a traffic circle consists traffic calming properties of roundabouts of a raised island at the center of an ordi- may explain why they've been widely used nary right-angle intersection. The island, in other countries but not in the United which directs cars counterclockwise, is in- States. The American penchant for fast driv- ^ tended to reduce speeds, although this goal ing has created a culture where "slowing isn't always achieved. Other configurations down" seems an encroachment nn conve- y~; can be more complex. They may involve nience. But the bias for speed isn't just '~F" split lanes and combinations of yield signs, among drivers. American universities and stop signs, and traffic lights -all of which institutions that influence road planning and can he confusing to drivers trying to negoti- engineering have reinforced the historical ate them. practice of building high-speed intersec- .y~ ~ ,~y ~ ~~n- . " Status Report, Vol 35, No. 5, May I$ 2000 3 v ~ s~. 's ~ Y,;;, lions. Teachings haven't emphasized traffic ~;~tF`'' calming as a preventive measure, at least not until recently. I ! ; ! "The priority for road planners and engi- 1,,~«,w~ 3,,~ ` veers in this country has been to process / ~ , ~ ~ as much traffic as possible. Traffic signals _ ~ ~ , w. x ~ have become the technology of choice. it's ~ ~ awf°';.~;~,~ hard to deviate from that approach," O'Neill a.. ii r" a , explains. "Cowrtries in Europe and else- ~ - , ~ where have been much more progressive in p , "`w t . ' q-~.' focusing on traffic calming and making in- M r r ~ t • ^ - tersections sate for pedestrians. They caught i L .'oaf ~ ~ I ;;psi f. on long ago to something we've ignored be- ! s ~ ~ ± cause of our fascination with technology. - Recent interest in roundabouts in the Unit- - R y,~ . l '1 K".m ,W ed States is one sign that priorities finally are shifting." ~ Geometry eliminates the worst crashes: p.r, I ~ " Roundabouts benefit from good geometry, exhibiting only a traction of the trouble- some crash patterns typical of rightangle ° ~~``ti-, intersections. Such intersections "place ve- hides on a high-speed collision course, " ~ ~ with crashes avoided only if drivers obey .r" ~ traffic laws and use good judgment Re- ax" ~ search shows many drivers don't, so the potential is high for right-angle, left-turn, "a. ~ ~-«+~~r,. and rear-end conflicts," Retting explains. Such conflicts make up about two-thirds of yt police-reported crashes on urban arterials. The geometry of roundabouts eliminates "p many of the angles and traffic flows that create opportunities for crashes, particular- . ly the right-angle and rear-end kind that r ^ " - tend to produce injuries. The lack of right angles, combined with reductions in speed, } t make the intersections safer for pedestrians " ^ ~ and bicyclists as well as people in cars. The e speed depends on the intersection but gen- erally remains at about 15 mph. At that speed, drivers and others on the road have w~ more time to react, so there's a smaller ti;~ ;,,ti.~ ~ " chance of collision. When crashes do hap- ~ 1 ~ pen, most will be minor. Fewer pedestrian crashes: Concern has - been expressed that installing roundabouts ' ~ ~ might endanger pedestrians, but these fears ~ " ~r ~ ~ ~ ' a~` appear unfounded. Experience in Europe shows roundabouts reduce the risk of pe- destriancrashes. Such crashes also declined at the U.S. roundabouts (continues on p.6) ^ 4 Status Report, Uol. 35, Na. 5, May f3, 2000 In pedestrian crashes, The logical solution is to limit vehicle It's impossible to put a police officer on ~ ~ speeds in areas where pedestrians are pres- every street, so cameras are a practical It s vehicle speed ent, because speed determines impact means of increasing the perception of en- that matterSthe most severity. With every small increase in speed, forcement. Red-light cameras already have pedestrian deaths go up even faster. The au- won favor in jurisdictions around the coun- Elderty aedestrians are at [hors cite research concluding that about try. Speed cameras aren't as popular, but greater risk of dying than 5 percent of pedestrians hit by a vehicle they're equally eiiective deterrents see Sto- younger pedestrians traveling 20 mph will die. The fatality rate tus Report, March 11, 2000; on the web at jumps to 40 percent for cars traveling 30 mph, www.highwaysafetyorg). Regardless of age, pedestrians involved 80 percent For cars going40 mph, and lOD Per- in crashes are more likely to be killed as ve- cent for cars going 50 mph or faster. ' i,9 I :mom:: hicle speeds increase. In crashes at any Lowering speed limits alone can bring ^v,, •~`13y; speed, older pedestrians are more likely to small improvements. !n most studies, the au- die than younger ones. These are the two [hors report, actual travel speeds dropped , main findings of a report on pedestrian byaquarterorlessofthepostedspeedlimit i injuries recently prepared by the Preusser reductions. Effective enforcement is more Research Group for the National Highway critical. Institute senior vice president .411an Traffic Safety Administration. Williams explains that "for enforcement to Analyzing crashes across the country, re- ~ y searchers tound that fewer than 2 percent of II~~~I~ ~ struck pedestrians died in crashes that oc- LOWering Speed ~ ~ f curred where posted speed limits were slow- I er than 25 mph. Where speed limits were 50 limits can brin small mph or higher, more than 22 percent of g struck pedestrians died. The correlation was improvements, bnt much the same when researchers looked at vehicle travel speeds -crash data from effective enforcement ones and fatalities amon edestrians went r bpr'oGcehnveshi atinpPhecrashesrious in- IS more CCItICaI. The ~ - u alon with vehicle s eeds, as estimated yp g g consequences of getting ~ Percent of struck pedes "Pedestrians age 65 and older are more than 5 times as likely to die in crashes than stopped for speeding have by pedestrian agE pedestrians age 14 or less, and the likeli- hood of death increases steadily for ages in to be meaningful enough ~ ~ between," the authors observe. Younger ~ - 24Younger pedestrians generallyhaveagreaterchance to keep drivers from w.ffm 50 - 25-4a - of withstanding impacts unharmed, while el- - 45-64 derly pedestrians are more susceptible to knowingly taking ; ao - 65erelder ' serious injury or death. """"`s These findings aren't surprising given the risk. the physical disproportions between cars and pedestrians. Anyone who has walked f along a street and felt the rush of cars deter speeding, drivers must believe the en- ~ r x ~ t' , whizzing by has a visceral sense of the don- forcement efforts are being made in the spe- t ger. Car occupants have several tons of met- cific locations where they drive and at the ,P :.....r al surrounding them, and safety belts and times when they drive there. Even the pres- :ad airbags buffer them from crash forces. In ence of enforcement isn't enough. The con- y ~ ~ 2~3~ contrast, pedestrians are unprotected and sequences of getting stopped for speeding Fstlmlalat~rtshicla weigh a small traction of any car that strikes have to be meaningful enough to keep driv- p~~l, ; m them, so they're extremely vulnerable. ers from knowingly taking the risk." 'E Status Report, Uol 35, No. 5, May 1$ 2000 5 On the other hand, the designs of road- modern roundabouts and other road treat- sidewalks or better lighting can prevent un- ways often encourage drivers to go faster menu designed to reduce speeds can serve necessary collisions. than the posted speed limits. Travel speeds pedestrian safety as well as ease other traf- "Literature review on vehicle travel can be restricted by introducing road treat- fic problems. speeds and pedestrian injuries" by WA. Leaf menu such as humps, rumble strips, paving To make roads sater for pedestrians, en- and D.F. Preusser is available by writing to stones or other rough surfaces instead of as- gineers also should place crosswalks away the National Technical Information Service, 1...11 6.. .....d / h_s..- 6._ L (L•_ pum,, anu uy wau nai rU7ilnq tSec ~wiua lum Siup uuCD anu Merge areal. Trallll slq- Jpiingfleld, 'VH GL 161. Vf 111Id LIIC SWdy AI Report, May 2, 1998; on [he web at www. nal intervals should be set to allow pedestri- wwwnhtsa.gov/people/injury/research/pub/ highwaysafety.orq). With the right planning, ans enough time to cross. And installing H5809012.htm1. ~ ws-.i w~N I;j[~+MFek wM~ ~ 1' i11K ~ I ~7~ ~ ~ r ~i , :i' J e• iM' F ~~,n~ P,i~., ~ w ~ ~ ~ 4 (p~ ~ j trians with fatal injuries, °~~..rr ~ ° :and vehicle speed ~T 2 - - - ,fin*.~ r ~L.yr~ , t,~~, ~ ~3 ' k >r . , _ ~ = k +r S~ ~ T k,.K,•. a, --AM' ~ .w N 1 y n y.~~ tr8Y81 S~F ~ I ' ' ~ r „ ~i u^ ik ~ - . r i , d ,k,~ ~y., vt` or w ~ [.fP;'~'ilc .I-Iwr ~p~~~~r ~m;« m u^ ,,,F ~ ..~~l 6 StaNs Repar( Uol. 35, No, 5, May 13, 2000 (continued hom p3) in the new study, but and stop controls, lends other safety bene- V~Urst theft losses are the numbers were too small to be significant. fits. Because there are no traffic signals to The combination o[ a rotary design and obey, drivers don't fee{ compelled to "beat for Mercedes model] yield at entry, as opposed to right angles the red light" or be first to cross the line 2 of 3 worst are Aeuras when the light turns green. This not only re- duces collisions but also takes the edge oft The Mercedes S class, a very large luxu- atleast one manifestation of aggressive driv- ry car, heads the list of passenger vehicles Technical guide on the way ing. Plus the absence of a traffic signal and with the highest insurance losses for theft. the curved roadway associated with round- Overall losses for this car are 10 times high- The Federal Highway Administra- abouts force drivers to pay attention to er than the average for all passenger cars. tion (FHWA) has laid some ground- their surroundings, which further enhances work to support roundabouts. The road safety. agency's new guide aims to be "the Cheaper, cleaner, and a nicer view: definitive source of information relat- ed to the planning, operation, design, Roundabouts are becoming popular in the and configuration of modern round- United States for more than just safety rea- abouts in the United States." sons. They're less expensive than intersec- As FHWA points out, roundabouts tions controlled by traffic signals, saving up have limitations as well as strengths. to $5,000 per year per intersection in elec- The guide presents information on tricityandmaintenance. both positives and negatives to help Fewer traffic snarls due to blocked inter- engineers and planners make the best sections or backups can mean additional decisions about when and how to use savings. For example, a pair of roundabouts roundabouts. introduced at a freeway interchange in Vail, This information comes just in Colorado, saves 585,000 each year in traffic . time. "Interest in modern round- abouts has grown as a result of post- control costs. five international experience," says Environmental and aesthetic benefits ,'i FHWA's Joe Bared, who directed the add to the appeal. Roundabouts cut vehicle project. "Hundreds of research pa- emissions and fuel consumption by reduc- pers are now available, and designs ing the time drivers sit idling at intersec- are being copied from the Australians lions. Traffic that moves more slowly and Europeans" The publication in- through intersections creates less noise and terprets best practices from around congestion, minimizing the expressway look a. the world in light of accepted U.S. de- and feel of roads in urban and suburban ar- signstandards. eas. Landscaping on the islands replaces the "Designing roundabouts requires asphalt of conventional intersections, a lot of skill," Bared notes. "It's not which otters visual appeal and restores a bit high tech, bul it takes skill to get the speed right and leave enough room of nature. Roundabouts also create visual inside the circle for vehicles to ma- gateways to communities or neighbor- neuver." hoods, and in commercial areas they can This attention is important in improve access to adjacent properties. boosting roundabout construction - "Roundabout construction should be and helping towns and cities reap the strongly promoted as an effective safety benefits. "The more roundabouts, the treatment at intersections," Retting con- better," Bared says. eludes. "There's nothing to lose from con- "Roundabouts_ an informational structing them and everything to gain. The guide" (FHWA-RD-00-067) will be on proof is already there." the Internet at www.tfhrc.gov. It also will be available by faxing FHWA's For a copy of "Crash reductions (ollow- Report Center, 3011577-1421. ing installation of roundabouts in theUnited ~f States" by B. Persaud et aL, write: Publica- tions, Insurance Institute for Highway Sale- ty, l00 i N. Glebe Rd., Arlington, VA 22201. Yxf,k [ INSURANCE INSTITUTE u ~ _ - tl ~ r"' b° i I ~ ~ il' ~ Above: all drivers must stop Left: traffic flows through Probably why drivers come to Favor roundabouts ~ Modern roundabouts (shown left) reduce mo- tor vehicle crashes - a big safety plus. An- ~ other important plus, compared with the ~r stop signs that roundabouts often re- place, is a reduction in dreaded traffic delays by eliminating the require- ment for all motorists to stop. ~ These are the probable rea- La~ °r° sons that even motorists r who didn't like the idea 2 Stains Report Uol. 3G, No, 1, July 2R, 2001 of roundabouts to begin with end up liking them once they're in- s[alledand drivers navigate them a few times. ' a ~ The finding that roundabouts reduce crashes, including injury crashes, isn't new. An Institute study found a 75 percent reduction in injury crashes at roundabouts converted from stop signs or sig- nals (see Status Report, May 13, 2000; on the web at www.high- waysafety, orgy. What's new is that roundabouts also reduce delays at U.S. intersections. This is a main finding of a recent Institute study conducted by researchers at Kansas State University, who measured traffic flow at three intersections in Kansas, Maryland, and Nevada before and after conversion to roundabouts. [n each case, installing a roundabout reduced the amount of traffic having to stop at the intersection, leading to about a 20 per- cent reduction in delays," says Richard Retting, the Institute's se- nior transportation engineer The proportion of vehicles having to stop declined 14 to 37 percent across all three sites. In turn, back- ups on the approach streets declined at all three sites, and delays per vehicle dropped L3 to 23 percent. These improvements were found at intersections where round- abouts replaced stop signs -the main use of roundabouts so far in the United Stales. Other studies have found substantial traffic [low improvements at intersections where roundabouts replaced traffic signal lights. Reduced stopping means fewer traffic delays: "Stopping is the number one cause of delay at intersections, so when you elim- inate the requirement to stop, you reduce delays," Retting ex- plains. "Because roundabouts keep most traffic moving, they can handle more traffic in the same amount of time compared with stop controlled intersections. Traffic might only be moving at IS mph, but even with the reduced speeds it's more efficient because you're not requiring every vehicle to come to a complete stop." A roundabout also improves access to intersections for mo- r±` torists approaching from minor roads. This helps to reduce delays that can occur when volume is a lot heavier on some approaches than others. Stop signs and signals are less efficient because they s " require at least some traffic to stop. They're also less safe. ~ ~ ~ "The most serious kinds of crashes at conventional intersections are virtually eliminated by roundabouts," Retting points out. "Crash- es Chat do occur tend to be minor because traffic speeds are slower." Experience changes opinions: Roundabouts still haven't been as fully accepted in the United States as elsewhere. For example, they're widespread in the United Kingdom and engineers in France are building upwards of 1,500 new roundabouts per year. Public re- sistance in the United States is part of the problem, but the resin- [ante is expected to fade as more communities build roundabouts. "r"r Public opinion surveys conducted in the three communities show more than a doubling of support for roundabouts after they're built. For a copy of "Public opinion and traffic flow impacts of newly , ' ' installed modern roundabouts in the United States" by R.A. Ret- ling et al. write: Publications, Insurance Institute for Highway Safe- ty, 1005 N. Glebe Rd., Arlington, VA 22201. y won't like roundabouts, but they end up being fans yuF~~i iinu~d h ~~rr ;~ni~um iluii tli ni,hr ih~-m o.~ul~', b~~.i safcl~ ~ nl~ uii~~~iui Slo,~~ l~,r~: ,,,.~,i ~irn~ i,ii~nii a r, i~ mipm. cni: I~. iu~prm~mrn~. ,nul w~~ inu,.nniiur. i crr~r,r~l t.~ ,u ~,.rr~ ~~nt ahoi ~ u~r aulc ,ul~l~~ni. d~!ii I li.r.' ~r~~:.u ,i one- I~uhli~ inun~lahunis v.rir m~lall~al ~ pnmiGnu h~~ti~i~~ In u~ vnn~~ilii~~i ~lii, m^~ ~~n I in~~n,rnc n~ \lam ~hF.~~r~ ,I. qih ~irr~~.~i ilir u~dli~ :unhoh Ju , i~ mw~~ la iliuirFl ,i hrvJ~ i~': d lui nl puln,r nn;:.lu~ui~~ni i inn. h~m I h~~ul ru~i r~ilhu o~~li Iluii~, a ciun,il ir,~,,i~uii•- n~ tht uu6nn~,i~ ,,i~~ I ~n ~~spu~irl w in uir caic~,~i Ilui io Ali nFl ~~r,~ulc ~,r~w~ ~uaund kichai~l Kr Ilr., 'lu I»iilmr ,.lrnirn n:unlnirl~nn~i ~ i,u~~.~,. dill. Dui i ,dl a( ILat rbFnl '~rai~l a ,~~~,t ~n~ .ni lu~ i nind.ihuu~.. anil ~~mu• al ih~ ~ n. rc~., ~ lip ~ni~ zii~ h:n~~~l nn u~,d ~nnun~:~itl,nu Ilia i~,u fualh a.nun ~~nl lniJ~ ~u~ I,, ~~~inar ii. ilu num,imin. ~;i;;ti~ I~n ~~c~inl~~ '.iliumr~iu; umal~~nnunlahouh,i,~o~hiawl~ r~~du~r ~ ~~ic, ,ri tii u,. i;~jioi'! \la~ V~,t 26110 ui; ~In ~,rh of _v,n hln!m.iF~.J.-.~ „i,n lninun.uw~iu,a~~ iin', u:,ii r, i~~ ~~t ri~~~m~~ bi,i~r.. ;u~d I~iiiid ,m,. pnu lui ~,~muu,~l~~mr, L~~ i t~n~ i~~,,lu~ratiunal, linini~~a'~•.~~ u~~n,_ I;ut ihl> ,nIF gnr~ tir ar br;, uu Ian w,un pruple. srrii~, i. L~~ lirciu},. IFq;rnr It:n,rl. pn~l~..r~~ ,.I Ramati li,il~~ Iimri li f~i Ih~h~nun~~ni id (,.II Lu~i%~~~iiug .~i~,rl n ~ uauili~~t ul uu~ ,ui~P. ~.,a~~, ~ n !o,~ ~~inm~nilil~~~ ,,n 'u`' PerCerlt reduCtlOnS In trafflC deia~fS l "'''°""''.a""", l d""' °°`''l'l"''° and stopped vehicles after roundabouts i,~ b~i.nni I i Jin~l ~n i,in~~- u:n ~hF~m. L'ul du•~ ~li~ ~ nul ~~,u~r, an i~~ anumunitir,ti ¦ stoppedvehicles delays liter Ihr~e6~~a.m.,~ th-'~ ~~url;." Iliiti ~ nli i~ h,~ly~~~m~d in Cniverslry KANSAS MARYLAND NEVADA Place. tlic In,i aiv m IVashington SriCe ~ ~ a o build o modem roundabout Public ' 3°~a -23% -34% -3T% '.i`+ E' <P, Percent of drivers who favor and oppose roundabouts before and after construction ¦ before after 63% ~F~y"A°; ~~i 41% 1 ~ z. :t ~S%a FAVOR STRONGLY OF4~OSE