According to the US Department of Transportation, around 20 people die on a daily basis in a signalized intersection, with most of these resulting from angle or head-on collisions. The US-DoT’s Federal Highway Administration (FHWA) has identified modern roundabout intersections to be substantially safer than signalized intersections, due in part to the reduction in conflict points from 32 in a traditional signalized intersection to 8 in a modern roundabout. Despite the increased adoption of modern roundabouts across the US, there are a number of specific design elements for which the direct impact they have on operational and safety related performance of the roundabout remains unknown. To be specific, there is currently no conclusive research on the direct effects related to the introduction of a reverse curve (S-curve) on the approach to a roundabout. Moreover, what are the impacts of S-curves of varying geometries on the approach to a roundabout? This research employed a series of microsimulation-based analyses to investigate the speed related impacts related to the introduction to S-curves on the entry to a roundabout. An existing roundabout, in Amherst, MA, USA was used as a case study for this experiment. The data at each approach of the roundabout was collected by a static camera strategically placed to attain both the pedestrian and vehicle count during peak traffic hours. The data was manually reviewed to determine the upstream and downstream vehicle counts. The dimensions and angles of the existing roundabout were measured from Google earth and the image was extracted to AutoCaD Civil 3D. Since the objective is to check whether S-curves near an approach have a significant impact in speed, the deflection angle of the roundabout was not altered. The turning radius and angle at the approach was cross verified by measuring it on site. The existing roundabout was considered as the base model. The four approaches of the roundabout have different entry angles and radii. The revised models were drafted by strategically placing the S-curve at each approach and by steadily increasing their deflection angle and approach radius. The base and revised models cases were initially modelled, after which the conventional linear approach was modified to an S-curve and evaluated. Field data from the locations were to and calibrate microsimulation models on AIMSUN. The resulting trajectory data was analyzed for both the base case as well as three levels of experimental S-curves (ranging from 30 to 60 degrees) on each roundabout approach (16 total). The results provide evidence to suggest that a significant reduction in speed can be realized with a minimal amount of the reverse curvature on the roundabout approach. The trajectory output files were then imported into the Surrogate Safety Assessment Model (SSAM) to determine the number and type of conflicts experienced at each approach under each scenario evaluated in AIMSUN.

As the modern roundabout continues to grow in popularity within the United States, more states are considering or implementing statewide roundabout programs and policies. To assist states with the implementation of statewide roundabout programs and policies, an analytical review of statewide roundabout programs and policies was conducted through an examination of literature, interviews, and data pertaining to the construction of roundabouts. The roundabout policy type for each state and the District of Columbia was located, and assigned to a roundabout policy type based on the strength of the identified policy type. In addition, a series of per capita analyses of the statewide roundabout policies was performed, as was a qualitative SWOT (Strengths, Weaknesses, Opportunities and Threats) analysis. The results of the analysis show that the strength of a statewide roundabout policy is correlated to the number of roundabouts in a state, and states should consider implementing or strengthening their policies if they seek to expand the use of roundabouts in their jurisdiction. In addition, the perception of roundabouts, both by the general public and internal to the state DOTs, also continues to hinder the further implementation of roundabouts, and education should be utilized to minimize these obstacles. Furthermore, states should utilize identified successful implementation procedures, and should be cognizant of reasons for implementation failure, as they pursue the further use of roundabouts by their agency.