WisDot - FD 11 26 PDF

Wisconsin Department of Transportation
Facilities Development Manual

Chapter 11 Design
Section 26 Roundabouts
FDM 11-26-1 General August 15, 2019

1.1 General
This section and its sub-sections are comprised of roundabout design and operations guidelines developed
through research and experience. Much of the prescribed guidance has been proven through application,
evaluation and refinement - a truly continuous improvement process.
The Department has updated previous versions of this guide to account for changes in national roundabout
guidelines made possible through research, namely NCHRP 572 - Roundabouts in the United States, 2006 and
NCHRP 672, Roundabouts: An Informational Guide, Second Edition. The NCHRP guidelines and research are
heavily relied upon in this chapter. Where appropriate and justified by local experience, exceptions for use by
the Wisconsin Department of Transportation are noted. Where both references are cited but differences exist,
the Facilities Development Manual guidance shall govern.
The modern roundabout is a subset of many types of circular intersections. The term modern roundabout and
roundabout are used interchangeably throughout this document. The roundabout is a one-way circular
intersection where circulating traffic is given priority over entering traffic and where entry speeds are low relative
to older unconventional circular intersections. The term “modern roundabout” is used in the United States to
differentiate roundabouts from the older and often large diameter nonconforming traffic circles, rotaries or very
small traffic calming circles used on residential streets.
Traffic circles fell out of favor in this country by the mid 1950’s because they encountered safety and operational
problems as traffic volumes increased beyond their operational thresholds. However, substantial progress has
been achieved in the subsequent design of circular intersections, and the modern roundabout should not be
confused with the traffic circles of the past.
Roundabouts may be considered for a wide range of intersection types including but not limited to freeway
interchange ramp terminals, state route intersections, and state route/local route intersections. Roundabouts
generally process high volume left turns more efficiently than all-way stop control or traffic signals and will
process a wide range of side road volumes. Roundabouts can improve safety by reducing vehicle speeds and
eliminating crossing conflicts that are present at conventional intersection. The required intersection sight
distance is greatly reduced from what is required for a signalized intersection due to the reduced intersection
speeds.
The modern roundabout is defined by three basic principles:
1. Yield-at-Entry - Vehicles approaching the roundabout must wait for a gap in the circulating flow, or
yield, before entering the circle.
2. Deflection - Traffic entering the roundabout is directed or channeled to the right with a curved entry
path into the circulating roadway.
3. Geometric Curvature - The radius of the circular road and the angles of entry are designed to slow the
speed of vehicles.
The following is a list of locations where a roundabout may be feasible:
1. Intersections with a high-crash rate or a higher severity of crashes
2. High-speed rural intersections
3. Freeway ramp terminals
4. Transitions in functional class or typical speed change (including rural to urban transitions)
5. Existing intersections that are failing
6. Aesthetics is an objective
7. Intersections of dissimilar functional class (arterial-arterial, arterial-collector, arterial-local, collector-
collector, collector-access)
8. Four-leg intersections with entering volumes less than 5,000 vph or approximately 50,000 ADT
9. Three-leg intersections
10. Intersection of two signalized progressive corridors where turn proportions are heavy (random arrival
is better than off-cycle arrival)
11. Closely spaced intersections where signal progression cannot be achieved
12. Locations where future access will be added to the intersection
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FDM 11-26 Roundabouts
13. Replacement of all-way stops

14. Intersections near schools
15. Intersections where safety is a major concern
FHWA and AASHTO have made intersection safety a high priority. The objective is to improve the safety and
operation of intersections. When compared to signalized intersections, studies by the Insurance Institute for
Highway Safety [1] show that roundabouts typically reduce overall delay and congestion, increase capacity, and
improve safety. For example, right-angle collisions are a prominent cause of death at signalized intersections.
Studies by the Insurance Institute for Highway Safety show that signalized intersections converted to
roundabouts experienced on average: 75% fewer injury crashes, 90% fewer fatality crashes, and fewer crashes
overall.
Wisconsin roundabout safety has been studied with encouraging results. In a study of roundabout collision
history, prepared by the University of Wisconsin Traffic Operations and Safety Laboratory [4], local researchers
analyzed 24 roundabouts that were built in Wisconsin in 2007 or before. Three years of before and after crash
data were gathered as well as geometric and volume data. An Empirical Bayes (E-B) analysis was used to
examine the safety benefits for total crashes and injury crashes. A simple before-and-after crash analysis was
also completed to analyze specific types of injury crashes for each roundabout. The E-B analysis was performed
using Safety Performance Functions (SPFs) from both the Highway Safety Manual (HSM) and Wisconsin
specific data. The results from both values were very similar adding strength to the numbers. Using the HSM
SPFs, researchers found mixed results for total crash frequency but a significant decrease in crash severity.
Nationally, a 35% reduction was observed for all crashes as noted in NCHRP Report 572 while Wisconsin
roundabouts showed a 9% decrease across the 24 roundabouts. Wisconsin roundabouts had a decrease of
52% for fatal and injury crashes. Roundabouts nationwide are also experiencing a significant decrease in severe
crashes.
When looking at predictor variables, the speed limit of the approaches did not show a significant impact on the
safety of the roundabout. While multilane roundabouts seem to be safer than single lane roundabouts when
looking at fatal and injury crashes, single lane roundabouts saw a larger decrease in total crashes. Two-way
stop-controlled conversions had the highest safety benefit as compared to All-way stop controlled and
signalized.
According to FHWA, some or all of the following safety benefits can be realized with proper roundabout design
and implementation:
- Provide more time for entering drivers to judge, adjust speed for, and enter a gap in circulating traffic,
allowing for safer merges
- Reduce the size of sight triangles needed for users to see one another
- Increase the likelihood of drivers yielding to pedestrians (compared to an uncontrolled crossing)
- Provide more time for all users to detect and correct for their mistakes or mistakes of others
- Make crashes less frequent and less severe, including crashes involving pedestrians and bicyclists
- Make the intersection safer for novice users
Critical to the acceptance of the roundabout intersection is overcoming the internal and external skepticism of its
advantages and value compared to stop controlled or signalized intersections. Meet with local officials and
adjoining property owners early in the process to address potential political or economic impacts. Designers and
traffic engineers should also coordinate presentation materials with region staff as well as the Bureau of Project
Development to present a consistent unified approach for roundabout implementation throughout the State.
1.2 Modern Roundabout vs. Other Circular Intersections
On the surface, modern roundabouts, old traffic circles and rotaries look similar; however, there are subtle
differences that distinguish the two intersection concepts. The fundamental difference is their differing design
philosophies. Modern roundabouts control and maintain low speeds for entering and circulating traffic. This is
achieved by small diameters and low-speed entry geometry. By contrast, traffic circle geometry encourages
high-speed merging and weaving, made possible by larger diameters and large high-speed entry radii. Modern
roundabouts control vehicle speed by geometric design elements that allow only slow speeds therefore creating
safer driving conditions. The common characteristics distinguishing a modern roundabout from a traffic circle or
a rotary type intersection are summarized in Table 1.1.
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Table 1.1 Distinguishing Characteristics of Modern Roundabouts
Feature Modern Roundabout Traffic Circle or Rotary
Control at Entry Yield at all entries. The circulatory roadway Stop, signal, or give priority to entering
has no control vehicle. Circulating vehicles yield to
entering traffic.
Operational Vehicles are sorted by destination at the Weaving is unavoidable and weaving
Characteristics approach. Weaving within the circulatory sections are provided to accommodate
roadway is minimized. Using proper lane conflicting movements
line markings, lane changes are strongly
discouraged in the circulatory roadway.
Deflection Large entry angle helps to create entry Entry angle likely to be reduced to allow
deflection to control speed through the higher speed at entry
roundabout
Speed Maintain relatively low circulating speeds Higher circulating speeds allowed (>25
(<25 mph) mph)
Circle Diameter Smaller diameters improve safety Larger diameters allowed. Small diameter
circle sometimes used for traffic calming
Pedestrian Crossing No pedestrian activity on central island Some large traffic circles allow pedestrian
crossing to and from the central island
Splitter Island Required Optional
Parking No parking on the circulatory roadway or in On large traffic circles, occasional parking
close proximity of the yield line permitted within circulating roadway
A roundabout can provide a possible solution for locations that experience high crash rates or crash trends by
reducing the number of conflict points where the paths of opposing vehicles intersect. For example, over half of
the crashes at conventional intersections occur when a driver either; misjudges the distance or speed of
approaching vehicles while making a left turn or violates a red light or stop sign resulting in a right-angle
collision. Such crashes would be eliminated with a roundabout, where left turns and crossing movements are
prohibited. Furthermore, collisions at roundabouts involve low speeds and low angles of impact, and therefore,
are less likely to result in serious injury for all road users. Crash evaluation is an important process to complete
for any intersection improvement alternative. Crash evaluation will consist of reviewing individual crash records
and will typically include factors such as location, date, type of crash, time of day, age of driver, weather
conditions, severity of crash, and other important information to assess the problem(s), patterns and potential
improvement need.
When considering methods to increase the capacity of an intersection, a roundabout can be an alternative to
stop or signal controlled intersections. With conventional signal controls, only alternating streams of vehicles are
permitted to proceed through an intersection at one time, which means a loss of capacity when the intersection
clears between phases. In contrast, the only restriction on entering a roundabout is the availability of a gap in
the circulating flow. The reduced speeds within the roundabout will typically allow the approaching driver to
safely select a gap that is relatively small. By allowing vehicles to enter simultaneously from multiple approaches
using short headways, a possible advantage in capacity can be achieved with a roundabout. This advantage
becomes more prominent when the volumes of left or right turning movements are relatively high.
By constructing a pair of roundabouts at ramp terminal intersections, capacity improvements to the interchange
can be accomplished without the cost of widening the structure to carry additional lanes over or under a
freeway, or expressway (see FDM 11-30-1 and NCHRP Report 672, Chapter 6.10 for more information on
interchanges).
Roundabouts can produce operational improvements in locations where the space available for queuing is
limited. Roadways are often widened to create storage for vehicles waiting at red lights, but the reduced delays
and continuous flows at roundabouts allow the use of fewer lanes between intersections. One possible
application can be found at diamond interchanges, where high left turn volumes can cause signals to fail.
Conventional forms of traffic control are often less efficient at intersections with a difficult skew angle, significant
offset, odd number of approaches, or close spacing to other intersections. Roundabouts may be a good fit for
such intersections, because they do not require signal phasing. The ability of a roundabout to accommodate
high turning volumes, make them especially effective at “Y” or “T” junctions. Roundabouts may also be useful in
eliminating a pair of closely spaced intersections by combining them to form a multi-legged roundabout.
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Intersection sight distance for roundabouts is about half what it is for other intersection treatments because of
reduced intersection speeds.
Another possible application is where access is controlled with raised medians. Roundabouts would facilitate left
turns and U-turns to access properties on the opposite side of the highway.
1.3 Advantages and Disadvantages
Table 1.2 lists advantages and disadvantages of roundabouts versus other intersection alternatives.
Table 1.2 Advantages and Disadvantages of Roundabouts vs. Other Alternatives.
Category Advantages Disadvantages

Safety Reduced number of conflict points compared Crashes may temporarily increase due to improper
to other non-circular intersections. Left-turn driver education.
conflicts are removed.
During emergencies, signalized intersections can
Elimination of high angles of conflict and high preempt control.
operational speeds; fewer and less severe
accidents. Multilane roundabouts present more difficulties for
pedestrians with blindness or low vision due to
Reduction in conflicting speeds passing challenges in detecting gaps and determining that
through the intersection. vehicles have yielded at crosswalks.
Reduced decision making at point of entry. May reduce the number of available gaps for midblock
unsignalized intersections and driveways
Long splitter islands and other geometric
features provide good advanced warning of
the intersection.
Raised level of consciousness for drivers.
Facilitate U-turns that can substitute for more
difficult midblock left turns.
Operations Traffic yields, nonstop, continuous traffic flow. Coordinated signal systems can increase capacity of
the network.
Generally higher capacities experienced.
As queues develop, drivers accept smaller gaps,
Can reduce the number of lanes required which may increase crashes.
between intersections, including bridges
between interchange ramp terminals. Equal priority for all approaches can reduce the
progression for high volume approaches.
During off-peak hours, signal timing can create
undue delay at signalized intersections. Cannot provide explicit priority to specific users (e.g.,
trains, emergency vehicles, transit, pedestrians)
unless supplemental traffic control devices are
provided.
Cost No maintenance of signals (heads, loop Central island landscaping maintenance.

detectors, controllers).
Illumination cost.
Lower accident rate and severity; reduced
accident costs. May have significant real estate impacts
Pedestrians & Splitter islands provide pedestrian refuge and Pedestrians, especially children, elderly, and
Bicyclists shorter one-directional traffic crossing. handicapped may experience increased delay and
Pedestrians only need to consider one reduced safety in securing acceptable gaps to cross.
direction of traffic at a time. Pedestrians with vision impairments may have the
most trouble establishing safe opportunities to cross.
Low speed conditions improve bicycle and
pedestrian safety. Longer travel path.
Depending on their skills and level of comfort, Bicycle ramps could be confused for pedestrian
bicyclists have the option to take a lane to ramps.
negotiate through a roundabout.
Environmental Reduced starts and stops; reduced air Possible impacts to natural and cultural resources due
pollution. to potentially greater spatial requirements at the
intersection.
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Category Advantages Disadvantages

OSOW Truck Reduction of potential obstacles at The geometric design may be challenging to allow the
Route (OSOW- intersections (traffic signals, signing, median navigation of OSOW vehicles.
TR) islands).
Additional right-of-way and paved areas may be
needed to accommodate OSOW vehicles.
Aesthetics Provide attractive entries or centerpieces to May create a safety hazard if hard objects are placed
communities. in the central island directly facing the entries.
Used in tourist or shopping areas to separate
commercial uses from residential areas.
Provide opportunity for landscaping or
gateway to enhance the community.
1.4 Defining Physical Features

The defining features of a roundabout are shown in Figure 1.1 and Figure 1.2, and described in Table 1.3.
Figure 1.1 Single-lane Roundabout Features
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Figure 1.2 Multilane Roundabout Features
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Table 1.3 Roundabout Features
Feature Description
The raised area in the center of a roundabout around which traffic circulates. The central island
Central island
does not necessarily need to be circular in shape.
A raised curb island (special situations may be painted) area on an approach used to separate
Splitter island entering from exiting traffic, deflect and slow entering traffic, and to provide refuge for
pedestrians crossing the road in two stages.
Circulatory roadway The curved path used by vehicles to travel in a counterclockwise fashion around the central
(counter clockwise island. The width of the circulatory roadway is typically 1.0 to 1.2 times the width of the widest
circulation) entry width.
The traversable portion of the central island adjacent to the circulatory roadway and widened
pavement area adjacent to outside curbs. It is required to accommodate snow plows and the
Truck Apron
wheel off-tracking of large trucks, and OSOW vehicles. It is usually paved with a contrasting
color (red) to delineate the apron from the normal vehicle path.
A point of demarcation separating traffic approaching the roundabout from the traffic already in
Yield Line the circulating roadway. The yield point is usually defined by a thick, (typically 18-inch wide),
dotted edge line pavement marking.
Provide accessible pedestrian crossings at all roundabouts. The crossing location is set back
Accessible pedestrian
from the yield line, typically one car length. The splitter island is cut to allow pedestrians,
crossings
wheelchairs, strollers, and bicycles to pass through.
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 using
the crosswalk as a pedestrian, or as a cyclist using the shared-use path, depending on the
bicyclist’s level of comfort. Bicycle exit ramps should generally leave the roadway within a 25 to
Bicycle treatments
35-degree angle range. Bicycle entrance ramps should generally enter the roadway within a 25
to 35-degree angle range. The entrance and exit ramps should be located approximately 50-150
feet from the circulating traffic to allow the bicyclist an opportunity to transition onto a path away
from the circulatory roadway.
Landscaping buffers are provided at most roundabouts to separate vehicular and pedestrian
traffic and to encourage pedestrians to cross only at the designated crossing locations.
Landscaping buffer
Landscaping buffers can also significantly improve the aesthetics of the intersection as long as
they are placed outside the required sight limits.
Pathway for pedestrians to walk. In the urban environment, it is common to provide a shared-use
Shared-use path
path at the perimeter of the roundabout to accommodate pedestrians and bicyclists.
1.5 Roundabout Categories

Roundabouts are categorized by size and environment. The following is a list of basic categories explained in
FHWA, Roundabouts: An Informational Guide [3]. (FHWA Roundabout Guide). There may be situations where
categories are not applicable. The planning process and final design methodologies for roundabouts are to be
based on “principles” versus strict rules or one-size fits all criteria. For example, there are no categories for
transitional areas and the final design will depend on various factors.
1.5.1 Single-Lane Roundabout
1.5.1.1 Urban Single-Lane Roundabouts
A single lane roundabout is the most efficient and typical roundabout category for urban applications. This type
of roundabout is characterized as having a single-lane entry at all legs and one circulatory lane. The roundabout
design is focused on achieving consistent entering and circulating vehicle speeds. The geometric design
includes raised splitter islands, a non-traversable central island, and may include an apron surrounding the non-
traversable part of the central island to accommodate long trucks. The minimum inscribed diameter to
accommodate a WB-65 is 120 feet. Where long trucks are anticipated, verify that the circulating roadway width
and the truck apron can accommodate off-tracking of a WB-65 design vehicle. A truck apron is included to allow
the semi-tractor to stay in the circulating roadway while the trailer off-tracks onto the apron. If the roundabout is
located on the OSOW Truck Route, verify that the roundabout geometry, splitter islands, truck apron, and off-
tracking can accommodate the appropriate OSOW check vehicle. Refer to FDM 11-25-2 for further discussion.
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1.5.1.2 Rural Single-Lane Roundabouts

Rural single-lane roundabouts generally have high speeds on the approach roadway in the range of 45 to 55
mph. They require supplementary geometric and traffic control device treatments on the approach roadway to
encourage drivers to slow to an appropriate speed before entering the roundabout. Such treatments include
raised and extended splitter islands, a non-traversable central island, and adequate horizontal deflection. Rural
roundabouts may have larger diameters than urban roundabouts which may allow slightly higher speeds at the
entries, on the circulatory roadway, and at the exits. This is permissible if few pedestrians are expected at these
intersections, currently and in the future.
Rural roundabouts which may one day become part of an urbanized area should be designed as urban
roundabouts, with slower speeds and pedestrian accommodations. In the interim, design them with
supplementary approach and entry features to achieve safe speed reduction. If the roundabout is located on the
OSOW Truck Route, verify that the roundabout geometry, splitter islands, truck apron, and off-tracking can
accommodate the appropriate OSOW check vehicle. Refer to FDM 11-25-2 for further discussion.
1.5.2 Multilane Roundabouts
1.5.2.1 Urban Multilane Roundabouts
Urban multilane roundabouts are roundabouts in urban areas that have at least one approach leg with two or
more entry lanes. These require wider circulatory roadways to accommodate more than one vehicle traveling
side by side. Again, it is important that the vehicular speeds be consistent throughout the roundabout. The
geometric design includes raised splitter islands, a non-traversable central island, and appropriate horizontal
deflection, and may include an apron surrounding the non-traversable part of the central island to accommodate
long trucks. A truck apron should be included to allow the semi-tractor to stay in the inner lane and the trailer to
off-track onto the apron. When long trucks are anticipated, or if the roundabout is located on the OSOW Truck
Route, verify that the roundabout geometry, splitter islands, truck apron, and off-tracking can accommodate the
appropriate OSOW check vehicle. Refer to FDM 11-25-2 for further discussion.
1.5.2.2 Rural Multilane Roundabouts
Rural multilane roundabouts have speed characteristics similar to rural single-lane roundabouts with approach
speeds in the range of 45 to 55 mph. They differ in having two or more entry lanes, or entries flared from one or
more lanes, on one or more approaches. Consequently, many of the characteristics and design features of rural
multilane roundabouts mirror those of their urban counterparts. The main design differences are designs with
higher entry speeds, larger diameters, and recommended supplementary approach treatments. Design rural
roundabouts that may one day become part of an urbanized area for slower speeds, with design details that fully
accommodate pedestrians and bicyclists. In the interim, design them with approach and entry features to
achieve safe speed reduction. A truck apron should be included to allow the semi-tractor to stay in the inner lane
and the trailer to off-track onto the apron. When long trucks are anticipated, or if the roundabout is located on
the OSOW Truck Route, verify that the roundabout geometry, splitter islands, truck apron, and off-tracking can
accommodate the appropriate OSOW check vehicle. Refer to FDM 11-25-2 for further discussion.
1.5.3 Combination Roundabouts
Combination roundabouts are roundabouts that combine single and multilane entries. This combination usually
occurs when roads of different approach volumes intersect roads of two different classifications; a State Trunk
Highway (STH) with a local road. These roundabouts are commonly found in suburbanized locations but can
also be found in rural locations.
1.99 References
[1] Insurance Institute for Highway Safety publications, May 13, 2000; July 28, 2001; November 19, 2005;
www.iihs.org
[2] Insurance Institute for Highway Safety publications, March 2001; July 17, 2011;
www.iihs.org/research/qanda/roundabouts.html
[3] NCHRP 672, Roundabouts: An Informational Guide, Second Edition, December 2010,
http://www.trb.org/Publications/Blurbs/164470.aspx
[4] Comprehensive Evaluation of Wisconsin Roundabouts, Volume 2: Traffic Safety, Wisconsin Traffic
Operations and Safety (TOPS) Laboratory, Department of Civil and Environmental Engineering, University of
Wisconsin-Madison, September 2011
FDM 11-26-5 Design Process and Qualifications August 15, 2019

5.1 Roundabout Design Process and Qualifications
Due to modern roundabouts’ status as a relatively new and unique design form as well as the inherent
complexity of their geometric and operational aspects, WisDOT has developed a roundabout design process
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which requires a qualified designer participate in each roundabout design.

This section describes the 3-stage design process and the critical design elements. A qualified designer must be
involved with each stage of the process. In addition, this procedure describes the various roles the qualified
designer may take in completing a roundabout design.
5.2 Roundabout Designer Requirements
A qualified designer must meet the skills, knowledge and experience level determined appropriate by the
Wisconsin Department of Transportation for roundabout design. A list of qualified designers for each of the
following 3 levels of roundabout complexity is available from the Division of Transportation Systems
Development, Bureau of Project Development.
1. Level 1 Roundabout - The design complexity at this level is limited to roundabouts where all legs (not
to exceed 4 legs) are single lane entries without bypass lanes. A Level 1 designer must have an
understanding of roundabout design with high confidence in designing truck aprons, developing a
design with appropriate values for the six geometric parameters, design for appropriate fastest speed
paths, design for truck turning paths, have the ability to properly assess the basic capacity
requirements of single lane roundabouts from traffic turning movements using the approved analysis
software per FDM 11-26-20. The Level 1 qualified designer shall inform the region when the
roundabout design exceeds the complexity stated above for a Level 1.
2. Level 2 Roundabout - The design complexity at this level is limited to roundabouts where legs are dual
lane entries or less and may have bypass lanes. A Level 2 designer must be proficient in roundabout
design with ability to design truck aprons, developing a design with appropriate values for the six
geometric parameters, design for appropriate fastest speed paths, design for truck turning paths, and
develop special signing and pavement marking needs. The designer will have the ability to properly
run the approved capacity analysis software (see FDM 11-26-20) evaluate alternative lane
configurations and output from the software program. The Level 2 qualified designer shall inform the
region when the roundabout design exceeds the complexity stated for a Level 2. See discussion below
about dual lane roundabouts in close proximity and the potential for Level 3 involvement.
3. Level 3 Roundabout - The design complexity at this level involves all roundabout designs to include 3
or 4-lane entries or has closely spaced roundabouts where the operations of one may have an impact
on the operations, signing or marking of another. See discussion below about dual lane roundabouts
in close proximity and the potential for Level 3 involvement. A Level 3 designer must have the skills
and knowledge for the most complex roundabout designs.
The region will use the best traffic data available to select the appropriate qualified designer (Level 1, 2, or 3).
This is typically determined prior to project solicitation by the Project Development Section.
The project team will select either a Level 2 or 3 qualified designer if the region anticipates that the project will
include a dual lane roundabout. There are certain situations when it is desirable for the region to involve a Level
3 qualified design on dual lane roundabout projects. Some examples include situations where:
- There are other multilane roundabouts in close proximity
- Lane assignment or lane continuity is difficult to achieve without adding another lane
- Reduction in weaving between roundabouts is desired
- Queue backup into an adjacent multilane roundabout is possible
- Other special needs that have been identified
The region will discuss the involvement of a Level 3 qualified designer for dual lane roundabout projects to
determine if expertise is needed beyond that provided by a Level 2 qualified designer.
WisDOT regions, consultants, local agencies such as a counties, townships, municipalities, and developers, etc.
shall have a qualified designer on staff, or contract with an approved designer, to provide the required sign-off
on the Critical Design Parameters document for roundabout designs, as described below, for both WisDOT and
WisDOT oversight projects.
Qualified designers may participate in different ways in order to provide the required sign-off on the Critical
Design Parameters document.
1. Independently complete the roundabout design. When a WisDOT region, consultant, local agency
such as a county, township, municipality etc. or a developer has a roundabout on a project they must
have a qualified designer to oversee or complete all aspects of the plans, specifications and estimate
(PS & E) package for the roundabout according to the 3-Stage Design Process described below.
2. Assist and mentor the project team in their completion of the roundabout design. A WisDOT region,
consultant or local agency such as a county, township, municipality etc. or developer has a
roundabout on the project may prefer to contract for assistance or mentoring from a qualified designer
in the plans preparation process. The qualified designer must directly assist the project team
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addressing the critical design elements in the 3-Stage Design Process described below.
3. Independently review the roundabout design prepared by a project team. A WisDOT region,
consultant, local agency such as a county, township, municipality etc. or developer has a roundabout
on the project and the design is prepared without any assistance from a qualified designer. The
roundabout designer is responsible to contract with one of the qualified designers to review the critical
elements of the design at each stage of the 3-Stage Design Process described below. The information
to be provided to the qualified designer at each stage of plans complete is provided below.
Coordinate the proposed roundabout design with a qualified designer early in the design process. It is better to
allow the qualified designer to be proactive and in a position to suggest modifications rather than to be reactive
and lose design options because the design or commitments on the project are too far along.
The qualified designer’s review comments shall be submitted to the project team and the WisDOT region at
each Stage. The critical design recommendations from the qualified designer should be identified clearly so the
roundabout design team knows what to modify on the plans. Less critical comments will likely improve the
design more toward optimal and should not be taken lightly. A discussion between the qualified designer, design
team, and region may be needed to properly address recommendations in the plans or document the dismissal
of the comment(s).
The qualified designer in consultation with WisDOT will determine which elements of the design are critical in
the situation where a dispute may take place. Department personnel are responsible to ensure that the qualified
designer recommendations and comments are properly addressed by the design team.
5.3 Intersection Control Evaluation, Program Level Scoping Phase
For an explanation of the required level of analysis see FDM 11-25-3. The Program Level Scoping phase
typically does not yield the final determination on the selected intersection control. However, there are early
screening criteria some of which are identified in FDM 11-25-3 and typically evaluated during the Program Level
Scoping phase that may eliminate the roundabout from further consideration.
A qualified designer is not required for the Program Level Scoping phase of an Intersection Control Evaluation.
5.4 The 3-Stage Roundabout Design Process
The following information, including Figure 5.1, describes each of the stages of development where it is critical
to have a qualified designer involved in the roundabout design. There may be a project schedule delay or
adverse cost ramifications associated with a roundabout design if each stage of the evaluation is not followed in
sequence.
Figure 5.1 WisDOT 3-Stage Design Process
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5.4.1 Stage 1, Roundabout Design Process

Prior to 30% plans complete. While the typical type of intersection control may still be undetermined; the
roundabout has been identified as one of the viable alternatives from the Program Level Scoping phase.
Complete Stage 1, requires qualified designer involvement, prior to the 30% plans complete level so the
comments and design adjustments are incorporated and ready with the typical 30% plan review
discussion/meeting conducted by the region. For designs prepared outside the region, submit Stage 1 plans to
the region in. dgn format. Generally, it is preferred to have the roundabout design developed far enough to have
an idea of right-of-way needs, raised median locations identified, access, major utilities and other potential
impacts prior to a Public Involvement Meeting (PIM) so relatively accurate information can be presented and
discussed with property owners to include Level of Service (LOS), or delay, comparisons with other intersection
control alternatives. It is advisable to include a roundabout expert or other highly experienced roundabout
designer at the initial PIM. At the very least, they should be consulted in the planning process for the initial PIM.
Initial project acceptance and understanding by the project stakeholders and users is key for a smooth project
development process. There may be situations where the design is accurate and detailed enough showing the
proper size and location of the roundabout, LOS, extent of the splitter island curb locations and type of access
along the roadway that a more detailed design could be completed after the PIM.
This is a list of critical elements of design that the qualified designer needs to address at this stage of plans
complete.
1. Determine optimum location of circle with inscribed diameter.
2. Use Traffic Flow Worksheet, FDM 11-26, Attachment 20.1. Completed with existing volumes, design
year volumes for AM and PM peak and midday if a tourist area that may have higher mid-day than AM
or PM peaks.
3. Establish lane configuration(s) and analyze the existing and forecasted traffic turning movements using
the approved analysis software per FDM 11-26-20
4. Complete lane markings and pavement arrows for multilane only.
5. Complete a highly developed design that shows face of curb locations, crosswalks, splitter islands,
shared-use path, bike ramps, truck apron etc. with appropriate widths.
6. Verify design vehicle movement and required check vehicles Refer to FDM 11-25-1.4 for discussion on
truck routes and routes for oversized-overweight (OSOW) vehicles. Refer to FDM 11-25-2 and FDM
11-25 Attachment 2.1 for OSOW vehicle inventories and FDM 11-25 Table 2.1 for required OSOW
design vehicle checks.
7. Show the fast path with speed calculations for R1 thru R5.
8. Fill out Attachment 5.1.
9. Prepare preliminary stopping sight distance for - approach, circulatory roadway, crosswalk and exit,
and the intersection sight distance.
10. Prepare preliminary centerline profile of circulatory and approach roadway.
11. Prepare preliminary typical sections on the mainline roadway.
Prior to 60% plans complete. Complete design revisions recommended by the qualified designer from the
previous 30% design. At this stage, a qualified designer is required to complete the design/review of the critical
design elements identified below. Prepare the plans such that the environmental documents may be completed,
DSR approved and plat work may begin. Complete Stage 2, including all qualified designer involvement prior to
the 60% plans complete level so the review comments and design adjustments are incorporated and ready for
the region in preparing for the typical 60% plan review discussion/meeting. For designs prepared outside the
region, submit Stage 2 plans to the region in .dgn format. At this stage, the qualified designer shall sign the
Critical Design Parameters document (Attachment 5.1) for attachment to the DSR. One of the primary critical
elements of design at this stage is the vertical control with each leg having vertical profiles, circulating roadway
profile, crown location, slope intercepts, central island grading, drainage consideration with inlet locations, and
spot elevations.
complete.
1. Finalize horizontal design changes implemented
2. Establish roadway profiles on each leg
3. Establish circulating roadway profile
4. Show crown location, cross slopes, spot elevations
6. Consider central island grading design
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7. Consider drainage design/inlet locations

8. Show preliminary light standard locations
9. Identify the need for large green and white guide signs, overhead guide signs, or other non-typical
installations
10. Finalize lane pavement marking and lane assignment pavement marking for multilane roundabouts
11. Identify major utility conflicts (i.e. utility conflicts that may result in relocating the circle)
12. Prepare preliminary typical sections
13. Consider preliminary construction staging layout and identify potential staging conflicts, such as
access control, large grade differences between stages, etc. that may impact the design
Prior to 90% plans complete. Finalize the vertical, drainage, pavement marking, signing, lighting, landscaping
plans, work zone traffic control, and utility coordination. In preparation for PS & E complete Stage 3, including all
qualified designer involvement, prior to the 90% plans complete level so the review comments and design
adjustments are incorporated and ready for the region in preparing for the typical 90% plan review
discussion/meeting. This is the final design with construction staging or detour plan.
complete.
1. Complete final plan and profile with any vertical and horizontal control details included for field layout
2. Prepare final signing and pavement marking plan
3. Prepare final landscaping and lighting plan (refer to TEOpS 11-1 for lighting policy)
4. Prepare final construction staging plan.
LIST OF ATTACHMENTS
Attachment 5.1 Roundabout Critical Design Parameters Document
FDM 11-26-10 User Considerations August 15, 2019

10.1 Pedestrian and Bicyclist Accommodations
Accommodating non-motorized users is a Department priority. Therefore, give special consideration to locations
where:
- Pedestrian volumes are high
- There is a presence of young, elderly or blind or low vision impaired citizens wanting to cross the road
- Pedestrians are experiencing particular difficulty in crossing and being delayed excessively
Also, consider the adjacent land use near the roundabout location, such as schools, playgrounds, hospitals, and
residential neighborhoods. These sites may warrant additional treatments as presented below. Prior to
determining whether bicycle or pedestrian concerns will be a factor in the design of the roundabout, the designer
is strongly encouraged to contact the region or state bicycle and pedestrian coordinator for their guidance.
10.1.1 Pedestrians
Research conducted in the U.S. and Europe as presented in the NCHRP 672 [1] indicates fewer pedestrian
accidents with less severity occur at roundabout intersections when compared to signalized and unsignalized
intersections with comparable volumes. Design principles need to be applied that provide for slow entries and
exits for pedestrian safety.
Due to relatively low operating speeds of 15 to 20 mph, pedestrian safety is generally better with a roundabout
design than with other intersection types. Table 10.1 lists the advantages and disadvantages of roundabouts as
related to pedestrians.
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Table 10.1 Roundabout Advantages and Disadvantages for Pedestrians
Advantages Disadvantages
Vehicle speed is reduced as compared to other Vehicle traffic is yield controlled so traffic does not
intersections. necessarily come to a full stop. Therefore, pedestrians
may be hesitant to use the cross walk at first.
Pedestrians have fewer conflict points than at other May be unsettling to the pedestrian, depending on age,
intersections. mobility, visual impairments, and ability to judge gaps in
traffic.
Pedestrians are responsible for judging their crossing
opportunities. This requires more alertness and may be
considered an advantage.
The splitter island gore allows pedestrians to resolve Pedestrians at first glance may have to adjust to the
conflicts with entering and exiting vehicles separately operation of a roundabout. Part of this adjustment
and simplifies the task of crossing the roadway. includes the crosswalk location, which is behind the first
Crossing is often accomplished with less wait than at stopped vehicle or approximately 20 feet from the yield
signalized intersections. point.
Choosing the appropriate crossing location for pedestrians is a delicate balance between their safety and
convenience, and operation of the roundabout. Pedestrians want crossing locations as close to the intersection
as possible to minimize out-of-direction travel. The further the crossing is from the roundabout, the more likely
that pedestrians may choose a shorter route that may put them in greater danger. Both crossing location and
crossing distance are important. Minimize crossing distance to reduce exposure to pedestrian-vehicle conflicts.
The continual movement of traffic, and the inability of some pedestrians to judge gaps in an oncoming travel
stream, reduces the perception of safety for pedestrians at roundabouts. This is especially true of children, the
elderly or the disabled. These types of pedestrians generally prefer larger gaps in the traffic stream and walk at
slower speeds than other pedestrians. In recognition of pedestrians with disabilities, pedestrian crossings at
roundabouts should be designed to comply with Americans with Disabilities Act (ADA) mandated accessibility
standards. Refer to the following guides for further information:
- FDM 11-26-35.5.13, for non-motorized users
- NCHRP 672, Chapter 6, §8.1
- NCHRP 672, Chapter 7, §5.3
- MUTCD, §3B.18
- Wisconsin MUTCD (WMUTCD), 3B.18
The pedestrian hybrid beacon (also commonly referred to as High-Intensity Activated Crosswalk or HAWK) may
be considered for installation at roundabouts where there is an identified need to facilitate pedestrian crossings,
such as accommodating blind or low-vision pedestrians. Contact the regional traffic operations unit and the
Bureau of Traffic Operations if considering the pedestrian hybrid beacon to determine if appropriate and to
complete a permit. A factor for installation may be the distance the device is set back from the entrance and
installed upstream from the exit. At this time, the guidance for set back at the entrance may be up to165 feet in
advance of the yield line, and the distance upstream from the theoretical exit (end of the splitter island) may also
be up to165 feet.
10.1.2 Bicyclists
The experience in other countries with bicyclists at roundabouts has been mixed with regard to safety. The
Insurance Institute for Highway Safety reports that roundabouts provide a 10 percent reduction in bicycle
crashes at 24 signalized intersections that were converted to roundabouts in the U.S. Multilane entry
roundabouts may be more problematic than single lane entries.
The complexity of vehicle interactions within a roundabout could leave a cyclist vulnerable, and for this reason,
designated bike lane markings within the circulatory roadway shall not be used (WMUTCD, 9C.04). Effective
designs that constrain motorized vehicles to speeds more compatible with bicycle speeds, around 15 - 20 mph,
are much safer for bicyclists.
The operation of a bicycle through a roundabout presents challenges to the bicyclist similar to that of traditional
signalized intersections especially for turning movements. As with pedestrians, one of the difficulties in
accommodating bicyclists is their wide range of skills and comfort levels. While experienced bicyclists may have
no difficulty maneuvering through a roundabout, less experienced bicyclists may have difficulty and discomfort
mixing with vehicles and may feel safer on a roundabout sidepath.
Design features such as proper entry curvature and entry width help slow traffic entering the roundabout.
Providing a ramp from the roadway to a roundabout sidepath or shared-use path prior to the intersection allows
Page 13
a bicyclist to exit the roadway and proceed around the intersection safely through the use of crosswalks.
Bicyclists are often less visible and therefore more vulnerable when merging into and diverging from multilane
roundabouts. Therefore, it is recommended that a wider shared-use pedestrian-bicycle path, separate from the
circulatory roadway, be built where bicycle use is expected. While this will likely be more comfortable for the
casual bicyclist, the experienced commuter bicyclist will be slowed down by having to cross as a pedestrian at
the cross walk and may choose to continue to traverse a multilane roundabout as a vehicle. Refer to FDM 11-
26-30.5.13 for design guidance.
10.2 Transit, Large Vehicle, Oversize Vehicles and Emergency Vehicle Considerations
10.2.1 Transit
Transit considerations at roundabouts are similar to those for any other intersection configuration. A properly
designed roundabout will readily accommodate buses. For rider comfort, transit vehicles should not have to use
the truck apron.
Bus stops on the far side are preferred and should be constructed with pull-outs. They should be located beyond
the pedestrian crossing to improve visibility of pedestrians to other exiting vehicles. Far-side stops result in the
crosswalk being behind the bus, which provides for better sight lines for vehicles exiting the roundabout to
pedestrians and keeps bus patrons from blocking the progress of the bus when they cross the street.
The use of bus pull-outs has some trade-offs to consider. A positive feature of a bus pullout is that it reduces the
likelihood of queuing behind the bus into the roundabout. A possible negative feature is that a bus pullout may
create sight line challenges for the bus driver to see vehicles approaching from behind when attempting to
merge into traffic. It may also be possible at multilane roundabouts in slow-speed urban environments to include
a bus stop without a bus pullout immediately after the crosswalk, as exiting traffic has an opportunity to pass the
waiting bus. In a traffic-calmed environment, or close to a school, it may be appropriate to locate the bus stop at
a position that prevents other vehicles from passing the bus while it is stopped.
If a bus stop must be located upstream of the roundabout (near side), it should be placed far enough away from
the splitter island, such that a vehicle overtaking the stationary bus has adequate space. If the approach is a
single lane and capacity is not an issue, the bus stop could be placed at the pedestrian crossing. Nearside stops
provide the advantage of having a potentially slower speed environment where vehicles are slowing down,
compared to a far-side location where vehicles may be accelerating upon exiting the roundabout. Nearside
stops are not recommended for entries with more than one lane because vehicles in the lane next to the bus
may not see pedestrians.
The decisions in regard to transit stop location must be coordinated with the local transit authority.
10.2.2 Legal Large Vehicles
Design roundabouts for the largest vehicle that is anticipated to use the roundabout on a regular basis. All
roundabouts on the State Highway system must accommodate a WB-65 design vehicle, which is the largest
vehicle allowed on the State Highway system without a permit (legal large vehicle). Refer to FDM 11-25 and
FDM 11-25 Attachment 2.1 for description of OSOW-MT design vehicles and their inventories. Refer to FDM
11-25 Table 2.1 for required intersection design vehicle checks for various trucking route scenarios. Designing a
roundabout for a large legal semi to stay in-lane at entry and within the roundabout presents challenges such as
the possibility of:
- A larger diameter
- Wider entries
- Wider circulating lanes
- Increased right-of-way needs
- Increases in certain types of crashes
- Other unique design features
In rare cases, roundabouts have been designed with a gated bypass roadway to accommodate turns.
Load shifting may be problematic for the contents of any vehicle while navigating a turning maneuver. Load
shifting is a common concern for liquid or semi-liquid loads where the weight of the load may shift in a manner to
exacerbate overturning. It is not uncommon for a vehicle with a high center of gravity to overturn when
navigating a turn at speeds that exceed the laws of mechanics. A roundabout is designed to minimize load-
shifting problems with larger vehicles however speed is major factor related to overturning. Problems such as
minimal entry deflection may lead to high entry speeds, long tangents leading into tight curves, sharp turns at
exits, excessive cross slopes, and adverse cross slopes have been the principle causes of load shifting. See
FDM 11-26-30.5 for geometric design of roundabouts.
Page 14
10.2.3 Permitted Oversized Overweight (OSOW) Vehicles

During the preliminary design, check with local officials and the public to determine if there are any special
OSOW vehicles that regularly use the route and refer to the WisDOT OSOW vehicle inventory in FDM 11-25
Attachment 2.1. Coordinate OSOW Truck Route (OSOW-TR) and routing activities with the regional freight
operations engineer.
Review the truck guidance provided in FDM 11-25-1.4 and FDM 11-25-2, which includes additional information
related to truck routes, the OSOW-TR and intersection design guidance. The Department produced a map
showing designated state and federal truck routes, and the OSOW-TR in Wisconsin which is available on the
web, see the link in FDM 11-25-1. This map may experience updates and changes therefore use the most
current on-line version.
It is becoming somewhat common to widen the truck apron along the sides to accommodate OSOW vehicle
through movements. Additional pavement (behind a mountable curb) may also be provided along the right side
of the entries to accommodate wheel off-tracking. Sign posts may also have to be mounted in removable
sleeves to provide additional lateral space for OSOW vehicles (see FDM 11-26-35.1.12).
10.2.4 Emergency Vehicles
Emergency vehicles passing through a roundabout encounter the same problem as other large vehicles and
may require the use of the truck apron. On emergency response routes, compare the delay for the relevant
movements with alternative intersection types and controls.
Roundabouts provide the benefit of lower vehicle speeds, which may make them safer for emergency vehicles
to negotiate than conventional intersections.
The Wisconsin Motorist’s Handbook provides information on what to do when the driver encounters an
emergency vehicle. The driver must yield the right-of-way for emergency vehicles using a siren, air horn or a red
or blue flashing light. The driver in the circulatory roadway should exit the roundabout before pulling over.
Emergency vehicles will typically find the safest and clearest path to get through an intersection. This may
include driving the emergency vehicle, with caution and with lights and siren on, in the opposing lane(s) or
however the operator sees as the most desirable alternative path.
10.99 References
[1] NCHRP 672, Roundabouts: An Informational Guide, Second Edition
FDM 11-26-15 Agency & Public Coordination August 15, 2019

15.1 Public Meetings
Public meetings provide an excellent opportunity to bring the public into the design process. It is generally
desirable to take the 30% preliminary plans of all feasible alternatives on an equal basis to a public meeting and
explain that a roundabout appears to be a reasonable alternative. Inform the public that no preference to any
alternative is indicated at that stage, but that input to all alternatives is being gathered. Try to be as specific as
possible about the real estate impacts, access impacts and anticipated operations (LOS) between the various
alternatives. At this level of design, it may be important to let the public know that you do not have all the
answers about the various impacts. Roundabouts are a new form of intersection control that most people are
not familiar with. An effective education and communication method applicable to some projects with
roundabouts includes scheduling a specific time at each PIM of approximately 10-20 minutes to explain the
following:
- The project time-line
- Source(s) of funding
- Concept of roundabouts
- Why the Department has included the roundabout as an alternative
- Construction duration and possible detours or road closures
- Illustrations of how pedestrians, bicyclists, and vehicles should travel through the roundabout
- Holding an open house and public information “exchange” meetings, and attending village and town
board meetings or local service organizational meetings are good formats for education and
consensus building
After the initial public meeting, a screening evaluation accounting for public support can be completed. Refer to
FDM 11-25-3. At the next public meeting, the preferred alternative can then be presented.
15.2 Public Outreach Resources & Methods
The success or failure of a project can often be attributed to how well the Department included the public in its
development. This can be particularly true when introducing the modern roundabout due to its confusion with
Page 15
past circular intersections. There are excellent resources to assist the designer in explaining roundabouts to the
public and to help educate drivers:
https://wisconsindot.gov/Pages/doing-bus/eng-consultants/cnslt-rsrces/design.aspx
Typically, in the project planning process, alternatives are considered. The alternatives generally include traffic
signal, stop sign, or roundabout control; some of which are familiar to drivers and pedestrians. Presenting a
comparison of traffic operations and safety between alternatives is a good way to introduce roundabouts. It is
essential to inform the public of the planning process that led to the decision favoring a roundabout as the
preferred traffic control. A traceable transparent planning process engenders trust and validates the process of
wise investment in infrastructure. Designers are encouraged to generate project-specific roundabout outreach
materials on their region’s web site. Coordination of this effort must be through the Central Office (IT)
coordinator and the web site content coordinator.
The common dilemmas for most agencies that want to start using roundabouts are:
- Recognized public perception of roundabouts vs. their proven performance
- Driver education: way-finding and lane choice
- Pedestrian perception of safety vs. proven conditions
- Bicyclist education
- Permitted trucking (typical large trucks)
Pitfalls in the initial push for roundabouts can be avoided by developing detailed components of project outreach
resources for internal (local agency) and externally (public outreach) early and continuously. A public
acceptance and education campaign is critical to the successful implementation of roundabouts at the State
level and for local communities. A successful project oriented public outreach campaign involves assembling a
collection of educational and acceptance resources of a general nature. Many of these are readily available
through the department’s website:
https://wisconsindot.gov/Pages/doing-bus/eng-consultants/cnslt-rsrces/design.aspx
but some require adaptation to the project location and context. Examples of the kinds of resources that should
be collected and distributed through various media include:
- Case studies
- Testimonials
- National and Wisconsin-specific statistics
- How-to videos
- Web-cam
- Driver training
- Website
- Brochures
- Talking points/discussion bulletins for legislators and staff to respond to calls
- Vulnerable user training materials
A strategy to apply these components requires starting with internal staff (planning, design and maintenance
operations); State legislators; District Attorney, State Patrol; then moving to external stakeholders, e.g. interest
groups, trucking associations and mobility advocacy groups. Finally, once a consensus is reached with internal
and external stakeholders a general public meeting or outreach contact can be arranged.
Prior to any general public outreach, a local officials meeting should be held with local council members, police
and fire services, senior staff, and maintenance operations staff. The general education process is exercised
with this group and the project specific presentation of the engineering study that led to the choice of a
roundabout as an alternative control is made. A consensus must be the goal of the local officials meeting in
order that the subsequent public contact, e.g. open house goes smoothly with upper and lower tier agency
agreement on why the use of a roundabout and how the project will be implemented, including proposed
education for the locally affected.
Preparation for the local project public contact requires development of context specific education and outreach
components. An inventory of resources that have proven effective for local project outreach is as follows:
- Scale model (1:87, 1 inch = 7.25 feet) of the layout accompanied by scale model trucks and cars
- Animation/simulation of the expected operation of the roundabout and possibly a comparison to the
alternative
- Renderings or visualizations
- A project location brochure
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- How-to driver, pedestrian and bicycle user resources

- Talking points bulletins for local councilors that give a summary of the planning process, traces the
results of studies and documents funding sources, schedule and staging of construction
15.99 References
[1] National Safety Council. Estimating the Costs of Unintentional Injuries, 2008. National Safety Council
Website:
www.nsc.org/news_resources/injury_and_death_statistics/Pages/EstimatingtheCostsofUnintentionalInjuries.aspx
[2] Boardman, A., Greenberg, D., Vining, A., and Weimer, D. Cost Benefit Analysis: Concepts and Practice.
Prentice Hall; 3rd Edition, 2005.
[3] Gómez-Ibáñez, J. A., Tye, W. B., and Winston, C. Essays in Transportation Economics and Policy: A
Handbook in Honor of John R. Mayer. Brookings Institution Press, 1999
FDM 11-26-17 System Considerations August 15, 2019

17.1 System Considerations
Roundabouts may need to fit into a network of intersections with the traffic control functions of a roundabout
supporting the function of nearby intersections and vice versa. Because the design of each roundabout
generally follows the principles of isolated roundabout design, this guidance is at a conceptual and strategic
level and generally complements the planning of isolated roundabouts. In many cases, site-specific issues will
determine the appropriate roundabout design elements. Closely spaced roundabouts are characterized by the
operations of one roundabout having an impact on the operations of an adjacent roundabout and may have
overhead lane signs and spiral designs with additional lanes for lane balance and lane continuity issues that
arise with closely spaced roundabouts in a series.
17.2 Adjacent Intersections and Highway Segments and Coordinated Signal Systems
It is generally undesirable to have a roundabout located near a signalized intersection. A strategic level traffic
assessment of system conditions of a series of roundabouts analysis is needed to determine how appropriate it
is to locate a roundabout within a coordinated signal network. There may be situations where an intersection
within the coordinated signal system requires a very long cycle which is caused by high side road traffic or large
percentage of turning movements and is dictating operations and reducing the overall efficiency for the
coordinated system. On rare instances, replacing a signalized intersection with a roundabout may allow for the
system to be split into two systems thus improving the efficiency of both halves while also improving the
efficiency of the entire roadway segment. A traffic analysis is needed to evaluate each specific location.
17.3 Roundabouts in an Arterial Network
In order to understand how roundabouts operate within a roadway system, it is important to understand their
fundamental arrival and departure characteristics and how they may interact with other intersections and
highway features. Lane use and lane balance on an approach can vary from ideal conditions where
roundabouts are in a system and at times closely spaced. Sensitivity testing of alternative lane use patterns and
lane designation alternatives in geometric design is necessary. Simulation of traffic patterns using micro
simulation software is recommended for roundabouts being treated as a system.
17.3.1 Planned Network, Access Management
Rather than thinking of roundabouts as an isolated intersection or replacement for signalization, identify likely
network improvements early in the planning process. This is consistent with encouraging public and other
stakeholder interaction to prepare or update local comprehensive or corridor plans with circulation elements.
Project planning and design are likely to be more successful when they are part of a larger local planning
process. Then, land-use and transportation relationships can be identified, and future decisions related to both.
Roundabouts may be integral elements in village, town, and city circulation plans with multiple objectives of
improving circulation, safety, pedestrian and bicycle mobility, and access management. Roundabouts rely on
the slowing of vehicles to process traffic efficiently and safely which results in a secondary feature of “calming”
traffic. It can be expected that local studies and plans will be a source of requests for roundabout studies,
projects, and coordination on State arterials. A potential use of arterial roundabouts is to function as gateways or
entries to denser development, such as villages or towns, to indicate to drivers the need to reduce speed for
upcoming conflicts including turning movements and pedestrian crossings.
Retrofit of suburban commercial strip development to accomplish access management objectives of minimizing
conflicts can be a particularly good application for roundabouts. Raised medians are often designed for State
arterials to minimize left turn conflicts; and roundabouts accommodate U-turns. Left-turn exits from driveways
onto an arterial that may currently experience long delays and require two-stage left-turn movements could be
replaced with a simpler right turn, followed by a U-turn at the next roundabout. Again, a package of
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improvements with driveway consolidation, reverse frontage, and interconnected parking lots, should be
planned and designed with close local collaboration. Also, a roundabout can provide easy access to corner
properties from all directions.
17.3.2 Platooned Arrivals on Approaches
Vehicles exiting a signalized intersection tend to be grouped into platoons. Platoons, however, tend to disperse
as they move down-stream. Roundabout performance is affected by its proximity to signalized intersections and
the resulting distribution of entering traffic. If a signalized intersection is very close to the roundabout, it causes
vehicles to arrive at the roundabout in closely spaced platoons. The volume of the arriving platoon and the
capacity of the roundabout will dictate the ability of the roundabout to process the platoon. Analyze these
situations carefully to achieve a proper design for the situation. Discuss proposed roundabout locations with the
regional traffic section staff.
17.3.3 Roundabout Departure Pattern
Traffic leaving a roundabout tends to be more random than for other types of intersection control. Downstream
gaps are shorter but more frequent as compared to a signal. The slower approach and departing speeds along
with the gaps allow for ingress/egress from nearby driveways or side streets. The slowing effects are diminished
as vehicles proceed further downstream. However, the gaps created at the roundabout are carried downstream
and vehicles tend to disperse again providing opportunities for side street traffic to enter the main line roadway.
Sometimes traffic on a side street can find it difficult to enter a main street at an un-signalized intersection. This
happens when the side street is located between two signalized intersections and traffic platoons from the
signalized intersections arrive at the side street intersection at approximately the same time. If a roundabout
replaced one of these signalized intersections, then its traffic platoons would be dispersed, and it may be easier
for traffic on the side street to enter the main street. Alternatively, when signals are well coordinated they may
provide gaps at nearby intersections and mid-block for opportunities to access the main line.
If a roundabout is used in a network of coordinated signalized intersections, then it may be difficult to maintain
the closely packed platoons required. If a tightly packed platoon approached a roundabout, it could proceed
through the roundabout as long as there was no circulating traffic or traffic upstream from the left. Only one
circulating vehicle would result in the platoon breaking down. Hence, this hybrid use of roundabouts in a
coordinated signalized network needs to be evaluated carefully.
Another circumstance in which a roundabout may be advantageous is as an alternative to signal control at a
critical signalized intersection within a coordinated network. Such intersections are the bottlenecks and usually
determine the required cycle length or are placed at a signal system boundary to operate in isolated actuated
mode to minimize their effect on the rest of the surrounding system. If a roundabout can be designed to operate
within its capacity, it may allow a lowering of the system cycle length with resultant benefits to delays and
queues at other intersections.
17.4 Closely Spaced Roundabouts
It is sometimes desirable to consider the operation of two or more roundabouts near each other. Closely spaced
roundabouts can potentially reduce queues and balance traffic flows. The spacing between any two
roundabouts is considered closely spaced if they are less than 1,000 feet from center to center (see FDM 11-26-
30.5.13). They also can accommodate a wide range of access, both public and private. In any case, the
expected queue length at each roundabout becomes important. Compute the expected queues for each
approach to check that sufficient queuing space is provided for vehicles between the roundabouts. If there is
insufficient space, then drivers may occasionally queue into the upstream roundabout, potentially causing a
reduction from the typical operations. However, the roundabout pair can be designed to minimize queuing
between the roundabouts by limiting the capacity of the inbound approaches.
Closely spaced roundabouts may improve safety and accessibility to business or residential access or side
streets by slowing the traffic on the major road. Drivers may be reluctant to accelerate to the expected speed on
the arterial if they are also required to slow again for the next close roundabout. This may benefit nearby
residents.
For additional information, see NCHRP 672, §6.9.
17.5 Roundabout Interchange Ramp Terminals
Freeway ramp junctions with arterial roads are potential candidates for roundabout intersection treatment. This
is especially true if the subject interchange typically has a high proportion of left-turn flows from the off-ramps
and to the on-ramps during certain peak periods, combined with limited queue storage space on the bridge
crossing, off-ramps, or arterial approaches. In such circumstances, roundabouts operating within their capacity
are particularly amenable to solving these problems when compared with other forms of intersection control.
Refer to FDM 11-25 and FDM 11-25 Attachment 2.1 for OSOW vehicle inventories and FDM 11-25 Table 2.1 for
required intersection OSOW design vehicle checks, including at the junction of OSOW truck routes.
Page 18
Occasionally, an OSOW vehicle may have to bypass a bridge by taking the off-ramp and making a through
movement and entering the on-ramp (a.k.a. “ramp-on/ramp-off”). Design the median island to accommodate the
OSOW through movement. Refer to FDM 11-30-1 for additional guidance on interchange design.
The benefits and costs associated with this type of interchange also follow those for a single roundabout. Some
potential benefits of roundabout interchanges are:
- The queue length on the off-ramps may be less than at a signalized intersection. In almost all cases, if
the roundabout would operate below capacity, the performance of the on-ramp is likely to be better
than if the interchange is signalized.
- The intersection site distance is much less than what it is for other intersection treatments.
- The headway between vehicles leaving the roundabout along the on-ramp is more random than when
signalized intersections are used. This more random ramp traffic allows for smoother merging
behavior onto the freeway and a slightly higher performance at the freeway merge area similar to ramp
metering.
There are no unique design parameters for roundabout interchanges. They are only constrained by the physical
space available to the designer and the configuration selected. Several geometric configurations for ramp
terminals with roundabouts exist:
- The raindrop form, which does not allow for full circulation around the center island, can be useful if
grades are a design issue since they remove a potential cross-slope constraint on the missing
circulatory road segments. However, raindrop shapes lack the operational consistency, because one
entry will not be required to yield to any traffic. Because of this, an undesirable increase in speed may
occur. If an additional road connects to the ramp terminal, the raindrop form should not be used.
- A single-point diamond interchange incorporates a large-diameter roundabout centered either over or
under the freeway. While remaining somewhat compact, this solution may not be cost-effective,
especially for retro-fit locations, as existing overpass structures may not be adequately sized or
oriented.
- Dual roundabouts are the common choice for interchange locations. This design may delay or
eliminate the need for overpass reconstruction, while also allowing for easier future roundabout
expansion. It offers the greatest flexibility in location of the roundabouts while improving ramp
geometry and minimizing the need for retaining walls. It may require additional right of way to be
acquired, as this design typically requires the most space.
17.6 Traffic Signals at Roundabouts
Roundabouts typically are not planned to include metering or signalization. The “pedestrian hybrid beacon”
sometimes referred to as the HAWK crosswalk signal, is discussed in FDM 11-26-10.1.1.
17.7 At-Grade Rail Crossings
Locating any intersection near an at-grade railroad crossing is generally discouraged. However, due to
necessity, intersections are sometimes located near railroad grade crossings. When considering locating a
roundabout within 1000 feet of a railroad, contact the region railroad coordinator early in the process. It is
preferable to cross one of the legs of a roundabout and leaving a typical distance of at least 100 feet from the
center of the track to the yield line. Treatment should follow the recommendations of the Wisconsin MUTCD
whenever possible. Consider allowing the railroad track to pass directly through the circle center of the
roundabout rather than through another portion of the circular roadway if the at-grade crossing is not on one of
the legs. Also, consider the design year traffic on the roadway, the number of trains per day, speed of trains,
length of trains, type of crossing warning devices, and anticipated length of vehicular queues when evaluating
the intersection control needed in close proximity to the railroad.
Refer to FDM 17-1-1 for additional railway information. Expert assistance is required to address rail pre-emption
requirements of roundabouts in close proximity.
17.99 References
[1] NCHRP 672, Roundabouts: An Informational Guide, Second Edition, Chapter 7, Section 6.
FDM 11-26-20 Operations August 15, 2019

20.1 Operational Analysis References and Methods
The growing number of roundabouts in the United States (US) has led to an increase in national and local
research of roundabout operations and capacity. The National Cooperative Highway Research Program
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(NCHRP) published the first major study in the US on roundabout operations in the 2007 NCHRP Report 572[1].
The findings of the NCHRP Report 572 reflect 2003 data from approximately 300 roundabouts. A Federal
Highway Administration (FHWA) sponsored project [5], completed in 2015, built upon the methodologies of
NCHRP Report 572[1]. The 2015 FHWA report [5] incorporates 2012 data collection efforts and significantly
increases the number of useable data points as compared to the NCHRP Report 572 [1].
This research found that driver behavior and the number of entry lanes has the largest effect on the
performance of US roundabouts. The capacity and operations of US roundabouts is more sensitive to the
interaction between drivers entering and circulating the roundabout and the number of entry lanes than the
detailed geometric parameters (e.g. lane width, entry radius, phi angle, and inscribed circle diameter) used in
the Australian [2] and UK models [3]. Although important to ensure the safety and efficiency of travel through a
roundabout, the fine details of geometric design are secondary and less significant than variations in driver
behavior when analyzing capacity at roundabouts in the US.
The Highway Capacity Manual 6th Edition (HCM6), Chapter 22, provides analytical procedures for the analysis
of planned and existing roundabout. The 2015 FHWA report [5] provides the foundation for the HCM6, Chapter
22 roundabout methodology. The methods of the HCM allow traffic engineers and designers to assess the
operational performance of a roundabout, given information about the demand levels for motor vehicles,
pedestrians and bicycles. The following sections provide guidance on operational analysis for Wisconsin DOT
projects considering the installation of a new roundabout or evaluating the capacity of an existing roundabout.
20.2 Roundabout Operation
A roundabout brings together conflicting traffic streams at reduced speeds, allowing the streams to cross paths
safely, traverse the roundabout, and exit. Modern roundabouts do not have merging or weaving between
conflicting traffic streams. Compactness of circle size and geometric speed control make it possible to establish
priority to circulating traffic. The geometric elements, signage and pavement markings of the roundabout
reinforce the rule of circulating traffic priority and provide guidance to drivers approaching, entering, and
traveling through a roundabout.
Gap acceptance (i.e., headway) behavior determines the operation of vehicular traffic at a roundabout. Drivers
at each approach look for and accept gaps in circulating traffic. The low speeds of a properly designed
roundabout facilitate this gap acceptance process. The width of the approach roadway, the curvature of the
roadway, and the volume of traffic present on a given approach govern this speed. As drivers approach the yield
point, they must first yield to pedestrians and then to conflicting vehicles in the circulatory roadway. The size of
the inscribed circle affects the radius of the driver's path, which in turn determines the speed at which drivers
travel in the circulatory roadway.
20.2.1 Planning Level Analysis and Space Requirements
The inscribed circle diameter needed for a roundabout is one of the most critical space requirements when
considering impacts to right of way, costs, design vehicle and others. The following table gives general inscribed
circle diameters and daily service volumes for the different types of roundabouts. The typical daily service
volumes ranges described in Table 20.1 are derived from Exhibit 3-12 in the NCHRP 672 report and are
dependent on the left turn percentage of the daily service volume. For a planning level analysis, it may be
appropriate to assume that three-leg roundabouts will have a capacity that is 75% of the service volumes shown
in Exhibit 3-12 of the NCHRP 672 report for a planning level analysis. Use Table 20.1 for inscribed circle
diameter values to help in the initial steps of considering a roundabout as a feasible alternative. Diameters will
vary, and in some situations, may fall outside these typical ranges.
Table 20.1 Typical Inscribed Circle Diameters and Estimated Daily Service Volumes
Typical Inscribed Circle Typical Daily Service Volume2,3

Roundabout Type Diameter1 (vpd) 4-leg roundabouts
Single-Lane 120 -160 ft (35 – 50 m) less than 25,000
Multilane (2-lane entry) 160 - 215 ft (50 – 65 m) 25,000 to 45,000
Multilane (3 lane entry) 215 - 275 ft (65 – 85 m) 45,000 or more

1 For additional guidance based on design vehicle see Exhibit 6-9 Inscribed Circle Diameter Ranges in
NCHRP Report 672
2 Capacities vary substantially depending on entering traffic volumes and turning movements.
3 Consult with Exhibit 3-12, “NCHRP Report 672, Roundabouts: An Informational Guide, Second
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Edition” to estimate the ADT for a specific left-turn percentage.

The capacity of each entry to a roundabout is the maximum rate at which vehicles can reasonably be expected
to enter the roundabout during a given time period under prevailing traffic and geometric conditions. An
operational analysis considers entering and circulating traffic flow rates defined for the morning and evening
peak periods for each lane at a roundabout. Analysis of the peak hour period is critical to assess the level of
performance at each approach and the roundabout as a whole.
For a properly designed roundabout, the entry area is the relevant point for capacity analysis. The approach
capacity is the capacity provided at the yield point. The interaction between entering and circulating streams of
traffic, the basic number of entry and circulating lanes and to a lesser degree by the geometric parameters,
signage and pavement markings that control entry and circulating speed determine approach capacity.
The maximum flow rate that a roundabout entry can accommodate depends on two factors: the circulating flow
in the roundabout that conflicts with the entry flow, and the number of entering lanes on the approach to the
circulatory roadway. When the circulating flow is low, drivers at the entry can enter the roundabout without
significant delay. The larger gaps associated with low circulating flows make it easier for drivers to enter the
roundabout and provide the opportunity for more than one vehicle to enter each gap. As the circulating flow
increases, the size of the gaps in the circulating flow decreases, thus the rate at which vehicles can enter also
decreases.
Evaluate each approach leg of the roundabout individually to determine the number of entering lanes that are
required based upon the conflicting flow rates. Base the number of lanes within the circulatory roadway on the
number of lanes needed to provide lane continuity. More detailed lane assignments and refinements to the lane
configurations must be determined through a more formal operational analysis as described later in this section.
On multilane roundabouts, it is important to balance the traffic use of each lane to avoid overloading some lanes
while underutilizing other lanes. In addition, poorly designed exits may influence driver behavior and cause lane
imbalance and congestion on the opposite leg.
20.2.2 Planning Estimates of Lane Requirements
If existing or projected turning-movement data is available at the planning level, the analyst should estimate the
potential lane configurations of the roundabout prior to performing detailed operational analysis. Figure 5.2
shows the capacity curves for one and two-lane roundabouts. WisDOT developed the capacity curves shown in
Figure 5.2 based on a 2011 research study, conducted by the University of Wisconsin - Madison Traffic
Operations and Safety (TOPS) Laboratory, on the operations of Wisconsin Roundabouts [6]. As shown in Figure
5.2, the capacity of each entry lane of the roundabout is based on the conflicting traffic flow in the circulatory
roadway, which comprises the various turning movements from other approaches that pass in front of (and thus
conflict with) the subject entry. For planning purposes, the analyst can use the capacity curves shown in Figure
5.2 to identify the potential lane configurations of the roundabout. As an example, for a given circulatory
(conflicting) flow rate of 600 passenger cars per hour (pc/h) a one-lane roundabout could accommodate an entry
capacity of approximately 810 pc/h/lane while a two-lane roundabout could accommodate an entry capacity of
approximately 830 pc/h/lane.
HCM6, Chapter 22 provides additional details on how to approximate capacity and lane requirements for a
roundabout, including sample calculations of roundabout volumes, conversion of vehicles per hour (vph) to
passenger cars per hour (pc/h), lane use, capacity, and performance measures. Use Figure 5.2 for preliminary
estimation of the number of entry and circulatory lanes per approach when considering a roundabout during the
scoping phase of the Intersection Control Evaluation (ICE) and during planning studies.
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Figure 5.2 WisDOT Roundabout Capacity Curves (for planning purposes) [6]
20.3 Pedestrian Effects on Entry and Exit Capacity

Pedestrians crossing at a marked crosswalk have priority over entering motor vehicles. As such, pedestrian
traffic can have a significant effect on the capacity of a roundabout entry, especially if there are high pedestrian
volumes. To approximate the effect of pedestrian traffic, multiply the vehicular capacity by the entry capacity
adjustment factor for pedestrians (fped) according to the relationship shown in Exhibit 22-18 and 22-20 of HCM6
Chapter 22 for single-lane and two-lane entry roundabouts, respectively.
Note that the effects of conflicting pedestrians on the approach capacity decrease as conflicting vehicular
volumes increase, as entering vehicles become more likely to have to stop regardless of whether pedestrians
are present. Consult the HCM for additional guidance on the capacity of pedestrian crossings if the capacity of
the crosswalk itself is an issue. A similar effect in capacity may occur at the pedestrian crossing on the
roundabout exit.
20.4 Operational Analysis Methodology
As is shown in Figure 20.1, the first steps to roundabout analysis and design are to gather traffic data for the
existing intersection and to complete an HCM analysis. The lane configuration selected for typical operations
with design year traffic conditions should be the basis of the roundabout design. Typically, a lane configuration
for typical operations means that all or most movements operate at LOS D or better with a volume to capacity
ratio less than one. See FDM 11-5-3.2 for further discussion on intersection LOS. For further discussion on the
typical level of service evaluation, see FDM 11-5-3.5.
If the capacity analysis results in the need for a multi-lane roundabout, in the design year, the analyst should
consider an interim layout with fewer circulatory lanes (i.e. 10 to 15 years traffic projection). The interim design
should accommodate the future conversion to the ultimate design (e.g., the interim design may provide a large
center island diameter which, when reduced, can accommodate additional circulating lane(s) in the future). This
approach offers safety and operational advantages during the early years, including reduction in fastest-path
maneuvers and a simpler layout that is easier for unfamiliar drivers to navigate. The determination of whether to
construct the interim layout should consider the extent to which drivers in the project area already have
roundabout driving experience. Additionally, the need to provide an interim layout should consider the level of
uncertainty in the traffic forecasts (design-year forecasts often assume full build-out of nearby real estate
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development projects, but in many cases those projects are unable to proceed as quickly as anticipated). In all
cases, utilities should be cleared, and real estate should be acquired to accommodate the ultimate design.
Supplemental software analysis tools include microsimulation traffic models (see FDM 11-5-3.7.1.4); and three
deterministic models SIDRA Standard, Rodel and ARCADY. Depending on the purpose and need of the project,
the use of microsimulation may be appropriate for operational analysis that does not fit within the
methodological limitations of the HCM (see FDM 11-5-3.7.3.5 and FDM 11-26-20.5 for additional details).
Designers may use SIDRA Standard, Rodel, ARCADY or other design-aid tools to refine the roundabout
geometric design. Prior to using supplemental design-aid tools, the analyst should first determine the basic lane
configuration using the HCM-based operational analysis and any other pertinent considerations. Use of
supplemental software tools may also be appropriate for evaluating operations for in-service roundabouts
whereby collection of data under capacity conditions are available to calibrate the capacity equations. FDM 11-
26-20.5 and FDM 11-26-20.6 discuss the application of supplemental tools in more detail.
Only after the analysis is completed, and the preferred lane configuration determined, should the detailed design
of the roundabout begin. Exhibit 22-10 from HCM6 provides an overview of the HCM roundabout analysis.
Chapter 22 of the HCM6, starting on page 22-15, provides detailed descriptions and equations for each step.
Chapter 33, Roundabouts Supplemental of the HCM6 (Section 3) goes through each of the computational steps
for two example problems: one for a single lane roundabout with bypass lanes and one for a multilane
roundabout. These steps describe how to calculate the capacity, LOS, and queue for a roundabout by hand.
The use of software makes analyzing the operations of a roundabout much quicker. Figure 20.1 provides a
diagram illustrating WisDOT’s approved method for analyzing roundabouts using HCM guidance with additional
detail provided in the following sections.
Figure 20.1 WisDOT Approved Method for Analyzing Roundabouts
20.4.1 Gather Traffic Volumes, Peak Hour Factors, and Truck Percentages
Obtain existing 12-hour traffic counts for the intersection and establish the peak traffic hours for analysis. Gather
counts for off peak, midday, or special event times as applicable. Traffic counts shall be no older than the most
recent three years. Note any special lane utilizations or imbalances, especially if the existing intersection is a
roundabout. Calculate the peak hour factor for each peak period. Determine percentages of trucks by approach,
if present, be sure to include the number and percentage of bicycles and pedestrians, if present.
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Submit the existing traffic turning counts to the traffic forecasting section in accordance with FDM 11-5-2 for
development of design year traffic volumes. Consider intermediate design year forecasts in preparation for
sensitivity analysis to determine staged improvement or capacity expansion (e.g. one to two lane entries or two
to three lane entries).
20.4.2 Enter Forecasted Traffic Volumes into Traffic Flow Worksheet
A volume diagram can be developed using Attachment 20.1 to provide existing peak hour turning volumes (AM,
PM, Weekend/Special Event) and design year peak hour turning volumes. Before starting the capacity analysis,
a person who is familiar with the site should check the traffic forecasts for reasonableness.
For example, growth rates throughout the intersection should be consistent, unless local factors such as new
development are expected to increase specific movements disproportionately. Similarly, the dominant
movements in the forecasted volume set should be similar to the existing pattern, unless changes in land use or
highway routing are expected. In areas with high commuter traffic, corresponding AM and PM movements
should be compared, for example a high westbound left turn movement in the morning is usually accompanied
by a high northbound right turn movement in the afternoon.
If the intersection is part of a corridor project, the consistency of forecasts along the corridor should also be
reviewed, since the outputs of one intersection are usually the inputs to the next, plus or minus the driveway
traffic in between. Attachment 20.1 provides a format for summarizing the traffic volumes at a 3-leg, 4-leg, or
interchange ramp roundabout.
20.4.3 Determine Number of Entry Lanes and Lane Configuration, Draw Lane Configuration Sketch
Based on planning level capacity requirements determine how many entry lanes a roundabout would require to
serve the traffic demands (see Table 20.1 and FDM 11-26-20.3.1). Determine the entry volumes for each lane of
the roundabout approach. Adjust lane volumes based on observed or estimated lane utilization patterns or
imbalances, if applicable. If no lane utilization patterns are observed, the HCM6 default values are 47% of entry
flow in the left lane and 53% of entry flow in the right lane for left/through and left/through/right and
left/through/right-right lane configurations, and 53% in the left lane and 47% in the right lane for left-
left/through/right lane configurations.
A lane configuration sketch of the roundabout should accompany the traffic volumes to facilitate the selection of
the number of lanes and the lane assignments. This step precedes the roundabout capacity analysis and the
layout process and is critical because it affects the geometry. In Figure 20.2, the assessment of lane
assignments for the example traffic flows could include three different options. Unless traffic demand for a given
approach is indicative of the potential need for an exclusive left turn lane, option 1 is preferred for its simplicity of
design and because the configuration should accommodate both peak and off-peak traffic demand. In the
example Options 2 and 3 would require spiral geometry and marking treatment for the upstream entry left turn.
Additionally, Options 2 and 3 imply a single lane exit for lane continuity of the through movement. These
alternatives complicate the design and may influence driver behavior by causing confusion when navigating the
circulatory roadway. Figure 20.3 is an example of the roundabout lane-configuration sketch employing Option 1.
Figure 20.2 Lane Configuration Options
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Figure 20.3 Lane Configuration Sketch
20.4.4 Analyze Roundabout Lane Configuration

Evaluate the preliminary lane configuration estimated in FDM 11-26-20.4.3 with HCM procedures using one of
two WisDOT supported analysis tools: Highway Capacity Software (HCS) or SIDRA Intersection (see FDM 11-
5-3.7.1 for the version of HCS and SIDRA Intersection that WisDOT currently supports). Consistent with the
limitations of the HCM6, HCS7 is limited to no more than four approaches and two entry lanes with one or more
bypass lanes. Partial right turn bypasses are restricted to single lanes. The software requires calibration with the
recommended Wisconsin headway values listed in Table 20.3.
SIDRA Intersection can analyze roundabouts with multiple models. When analyzing Wisconsin roundabouts, the
analyst shall use the HCM capacity and delay models. The limitations of the HCM methodology on lane
configuration has been expanded by SIDRA (U.S. mode) and the analysis can be used for all roundabouts but is
specifically required for evaluating roundabouts with three entry lanes, dual partial right turn bypass lanes, or
five or more approaches. SIDRA applies the basic HCM procedures and provides essentially the same results
HCS. Within SIDRA, there is the option to apply an HCM Roundabout Capacity Model extension to address
unbalanced flow conditions. Additionally, SIDRA has an Extra Bunching parameter, that when checked, adjusts
the proportion of platooned vehicles in the traffic stream according to the proximity of and level of queuing at an
upstream signalized intersection. Prior to utilizing either the unbalanced flow model extension or the extra
bunching parameter for operational analysis, the analyst should verify the appropriateness of their use with the
regional traffic engineer or BTO-TASU. SIDRA (U.S. HCM6 mode) also requires calibration with the headway
values listed in Table 20.3.
Use Table 20.2 as guidance in choosing the most appropriate approved analysis tool to use for the specific
roundabout lane configuration under consideration. Refer to FDM 11-26-20.4.5 for additional details on
completing the operational analysis.
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Table 20.2 Choosing Appropriate Analysis Tool
Analysis Tool Appropriate Situations
One or two-lane entries, single lane partial bypasses, no more than four
HCS
approach legs
One, two or three lane entries, one or two lane partial bypasses, up to 8
SIDRA Intersection
approach legs
See FDM 11-5-3.7.1 for the version of HCS and SIDRA Intersection that WisDOT currently supports.
20.4.5 HCS Analysis

Critical headway (also referred to as ‘critical gap’) and follow-up headway are the driver behavior parameters
that influence the capacity of a roundabout approach and the roundabout as a whole. Critical headway is the
smallest gap in circulating traffic that an entering driver would accept to enter the roundabout. Follow-up
headway is the time between two successive entering vehicles accepting the same gap in circulating traffic.
Figure 20.4 diagrams the concept of critical headway and Figure 20.5 diagrams the concept of follow-up
headway.
Figure 20.4 Critical Headway
Figure 20.5 Follow-up Headway
As part of the NCHRP Report 572 [1] and the 2015 FHWA-sponsored report FHWA-SA-15-070[5], researchers
collected and analyzed critical and follow-up headways at several roundabouts across the US. The NCHRP
Report 572[1] and FHWA-SA-15-070[5] report reflect 2003 and 2012 data collection efforts, respectively. Both of
these research efforts found that an exponential gap-acceptance theory combined with field determined
headway values could provide an acceptable empirical capacity equation for estimating the operations of a U.S.
roundabout (see HCM6 Chapter 22 and HCM6 Supplemental Chapter 33 for additional details). This method of
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analyzing roundabouts is the basis for Wisconsin’s driver behavior-based approach to analyzing roundabout
operations.
The general form of the capacity equation for a roundabout follows below provided in Equation 20.1 - Equation
20.3:
[Equation 20.1]
[Equation 20.2]
[Equation 20.3]
where
Adjusting the critical and follow-up headways allow the capacity equation in Equation 20.1 to be calibrated to
reflect local site conditions. The HCM6 provides default capacity equations based on observations of critical and
follow-up headways made at US roundabouts in 2012 [5].
In an effort to calibrate the HCM capacity equations to reflect conditions in Wisconsin, in 2011, WisDOT funded
a research project conducted by the TOPS Lab at the University of Wisconsin - Madison to observe headways
at Wisconsin roundabouts [6]. Table 20.3 lists the recommended headway values and the corresponding
parameters A and B that were developed based on the findings of the study. The analyst shall use the values
listed in Table 20.3 for roundabout capacity analyses statewide. The values shown in Table 20.3 represent the
headway numbers based on Wisconsin research conducted in 2011.
Table 20.3 Recommended Headway Values
Number of Circulating Critical Follow-up Parameter A Parameter B

(Conflicting) Lanes Headway, tc Headway, tf
One 4.2* sec 2.8 sec 1286 0.000778
Two or Three 4.0 sec 2.8 sec 1286 0.000722
* Based on NCHRP 572, not Wisconsin Research

The resulting capacity equations for Wisconsin roundabouts using the headways listed in Table 20.3 follow in
Equation 20.4 for roundabout entries with one lane circulating past the entry and Equation 20.5 for roundabout
entries with two lanes circulating past the entry. In theory, entries with two lanes circulating past the entry have
higher capacities than entries with one lane circulating.
[Equation 20.4]
[Equation 20.5]
where;
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The HCM6 includes separate capacity equations for the left lane and the right lane. The capacity equations
listed above are appropriate for the left and right lanes of a two-lane entry and for single partial right turn bypass
lanes.
In order to calibrate the model within HCS, the analyst will need to enter the headway values (both critical and
follow-up) for each travel lane under the Roundabout Traffic Tab. Critical and follow-up headway values shall
match the accepted Wisconsin headways listed in Table 20.3. The headway values entered depend on the
number of lanes circulating past a given entry. The left lane and right lane of a two-lane entry will have the same
headway values. See the HCS Users Guide for additional details on how to modify the critical and follow-up
headway values.
To calibrate the model within SIDRA Intersection, the analyst, after entering the intersection geometry, will need
to revise the default Parameter A and Parameter B values (located under the Roundabouts - Input - HCM6 Data
tab) to reflect the Wisconsin-specific values shown in Table 20.3. Note that both the dominant and subdominant
lane of the multi-lane roundabout will have the same Parameter A and B values. See the SIDRA User Guide for
additional details on how to modify the Parameter A and Parameter B values.
After obtaining traffic forecasts for the study intersection, the general approach to analyzing, building, and
adjusting existing roundabouts begins by establishing the general footprint of a new roundabout.
Following FDM guidance and HCM methodologies, a lane configuration for acceptable operations is determined
and the detailed design completed. Existing roundabouts may need to be field adjusted to improve capacity; use
of supplemental tools may be appropriate to help determine potential improvements for an existing roundabout.
Figure 20.6 provides an overview of the general procedures.
Figure 20.6 Operational Analysis Process, Inputs, and Outputs
Review the results of the analysis and adjust the lane configuration if needed. Remember to revise the headway
values or Parameter A and B values if the number of circulating lanes changes. Once an acceptable lane
configuration is achieved, print the formatted report. The format for results should follow the intersection control
evaluation (ICE) FDM policy (FDM 11-25-3) and the Traffic Impact Analysis (TIA) guidelines for reporting on
operational analysis. Include the analysis files as attachments and report all queues in feet.
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Contact the regional traffic engineer or BTO-TASU via the DOT Traffic Model Peer Review
([email protected]) mailbox for specific guidance on how to conduct the roundabout
operational analysis within any of the WisDOT supported analysis tools.
20.5 Supplemental Tools for Operational Analysis and Design
When performing roundabout operational evaluations, analysts should recognize and account for the
methodological limitations of the HCM6 Chapter 22 methods. Roundabouts that are not isolated, that are part of
a system or corridor of roundabouts or are located within the influence area of an adjacent signal should be
analyzed with a combination of the roundabout methods of HCM6 Chapter 22 and the urban street segment
procedures outlined in HCM6 Chapter 18. For closely spaced roundabouts, such as those found at freeway
ramp terminals, the analyst should follow the methodology presented in HCM6 Chapter 23 for interchange ramp
terminals. Depending on the scope and need of the project, the analyst may want to supplement the HCM
analysis with microsimulation. Microsimulation is capable of system level analysis and allows the analyst to
adjust roundabout designs indirectly. Additionally, analysis with microsimulation may help identify lane
imbalances or lane use problems within a series of intersections allowing for a more robust design of any single
roundabout. Since microsimulation requires significantly more time, resources and effort than HCM-based
analysis, it is not appropriate to use for all roundabout analysis or design.
There are cases that may not fit within the analytical framework of the HCM, including but not limited to: volume-
to-capacity ratio exceeding 0.80, high level of pedestrian or bicycle activity, priority reversal under extremely
high flows and flared entry lanes. The analyst should consider the limitations of the HCM methodology when
reporting results. In particular, when the volume-to-capacity ratio exceeds 0.80, the analyst should carefully
consider predicted queues and delays and perform additional sensitivity analysis. Further analysis with
microsimulation or design-aid tools such as SIDRA Standard, Rodel or ARCADY can supplement the study if
the effort is justifiable based on the site conditions. Refer to FDM 11-5-3.7 for additional guidance on
determining whether the use of a microsimulation tool would be appropriate.
SIDRA Standard, Rodel, ARCADY and any other tool that designers have available to assist them in the design
process can prove beneficial for the final geometric design of the roundabout. These programs provide for
geometric sensitivity testing, allowing the user to test the effects of size and key geometric parameters (i.e.,
inscribed circle diameter, entry radius, phi angle, lane width and flared entry) along with varied flows on an
existing or proposed roundabout design.
Rodel and ARCADY apply UK research producing a model that relates geometry to capacity, for roundabout
capacity calculations. The analyst may also use a calibrated microsimulation traffic model to refine the
roundabout design. Microsimulation that provides for animation and visualization of operating predictions is
useful for assessing lane utilization and capacity, especially when considering closely spaced roundabouts.
Microsimulation may also prove beneficial for public outreach. SIDRA Intersection, when used in Standard
mode, implements a capacity estimation method that assumes a dependence of gap acceptance parameters on
multiple factors. Roundabout geometry, circulating flows, entry lane flows, and model designation of dominant or
subdominant lanes all influence gap acceptance parameters to account for lane-by-lane capacity variation.
SIDRA Standard utilizes what they call the Environment Factor as one of the main parameters to calibrate the
capacity model. The recommended Environment Factor for U.S. roundabouts is 1.05 for one-lane roundabouts
(approach road or circulating road has one lane) and 1.2 for two-lane roundabouts (both approach road and
circulating road have two lanes). See the SIDRA Intersection User Guide for Version 7, Section 5.6.4 Calibration
Parameters for Roundabout Capacity Models for details on how to apply the Environment Factor in the SIDRA
capacity model.
20.5.1 Special Considerations
Lane designation or lane assignments are critical to the success of the roundabout lane configuration and
design. Conditions can be very complex with subtle problems that can reduce capacity and cause severe lane
imbalance. Great care and sensitivity are required to achieve lane utilization balance. Supplementary software is
especially suited to these situations.
Unbalanced Conflicting Flows:
At a roundabout with unbalanced conflicting flow patterns, a traffic stream with a low flow rate
enters the roundabout having to yield to a circulating stream with a high flow or visa-versa.
Unbalanced circulating flows highlight an operational condition that, in order to inform the
findings on the analysis, traffic engineers and designers should understand and interpret by
taking into consideration all aspects including but not limited to the results of the analysis, the
existing and future field conditions and traffic patterns in order to better inform the findings on
the analysis. The SIDRA Standard capacity model is sensitive to the ratio of entering to
circulating flow, and therefore may be able to reflect expectations of capacity when unbalanced
flow conditions are expected. A microsimulation model can also supplement the analysis, but
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the level of data and effort to calibrate this model can be significant and may not be appropriate
for an isolated roundabout analysis.
Capacity Considerations of Flared Entries:
In some situations, the use of appropriate lane arrows can encourage balanced lane use, thus
improving capacity. Traffic often has a bias towards the right-most lane. Lane arrows either can
encourage this bias or can encourage lane balance. Figure 20.7 shows the pavement marking
scheme preferred to encourage balanced lane demand. It is important for the analyst not to
assume that flared entries at roundabouts will always provide for balanced lane use and
therefore add capacity to that entry as HCS and SIDRA will predict. This scenario may occur on
the approach to a roundabout that has little to no conflicting circulating traffic (e.g. a roundabout
at an interchange ramp or any roundabout with a one-way street). The suitable marking for an
approach will depend on the turning volume proportions. A methodology similar to that
described in FDM 11-26-20.4.3 is used to assess lane designation alternatives.
Figure 20.7 Capacity Considerations of Flared Entries
In addition, assessment of the potential for one lane to fill and block back across the flared lane
is necessary to achieve the predicted levels of service, (i.e. the geometry must be effective to
match the capacity prediction). Lane starvation is a primary failure mechanism for flared entries.
Microsimulation models have various forms of lane-by-lane simulation features, which allow the
analyst to test alternative lane configurations with visualization of the simulated flows
accumulating and filling the flared lanes.
20.6 Capacity Analysis of an Existing Roundabout
The analyst shall use the HCM procedure to evaluate the capacity of existing roundabouts. For existing
roundabouts experiencing delays or significant queuing, the analyst should collect the headway data to calibrate
the HCM model. Consult with the BTO-TASU for the specifications on how to collect capacity data at existing
roundabouts. The results of the HCM procedure may indicate that the existing roundabout requires additional
lanes to achieve increased capacity; however, depending on the site-specific conditions, it may be possible to
add capacity through changes in pavement markings, signage, geometry, or a combination of the three.
Changes to pavement markings, signage and geometric parameters are often less expensive and easier to
implement than the construction of additional lanes. The analyst can conduct geometric sensitivity testing using
SIDRA Standard, Rodel, ARCADY or other geometric sensitive tools to determine if geometric changes will
increase the capacity of the existing roundabout without adding more lanes. Although geometry is secondary to
driver behavior in terms of its impact on the capacity of the roundabout, it may be beneficial to conduct
geometric sensitivity testing. The ability to measure the capacity of an existing roundabout in the field allows the
analyst to calibrate the models (HCM-based models, microsimulation models, and other design-aid tools) to
verify the true influence of geometric parameters such as radius at the entry, inscribed circle diameter, conflict
angle and flare length.
20.99 References
[1] NCHRP 572, Roundabouts in the United States, 2007
[2] Akcelik, R., E. Chung, and M. Besley. Roundabouts: Capacity and Performance Analysis. Research Report
ARR No. 321, 2nd ed. ARRB Transport Research Ltd, Australia, 1999
[3] The Traffic Capacity of Roundabouts TRRL Report LR 942, 1980. Kimber, R.M.
[4] From Highway Capacity Manual 2010, Copyright, National Academy of Sciences, Washington, D.C.,
Exhibit 21-7, p. 21-9, reproduced with permission of the National Research Board
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[5] Rodegerdts, L.A., A. Malinge, P.S. Marnell, S.G. Beaird, M.J. Kittelson, and Y.S. Mereszczak. Assessment
of Roundabout Capacity Models for the Highway Capacity Manual: Volume 2 of Accelerating Roundabout
Implementation in the United States. Report FHWA-SA-15-070. Federal Highway Administration, Washington,
D.C., Sept. 2015
[6] Wisconsin Traffic Operations & Safety Laboratory, Comprehensive Evaluation of Wisconsin Roundabouts
Volume 1: Traffic Operations, Sept. 2011
LIST OF ATTACHMENTS
Attachment 20.1 Roundabout Traffic Flow Worksheet
FDM 11-26-25 Access Control August 15, 2019

25.1 Access Management
Management of access to arterial roads is vital to creating a safe and efficient transportation system for
motorists, bicyclists, and pedestrians. Access guidance is provided through the region access coordinator,
Chapter 7 of the FDM, and the WisDOT Traffic Impact Analysis (TIA) Guidelines.
The operational characteristics of roundabouts may offer advantages when compared to existing conventional
approaches to access management. Some roundabout benefits include:
- Increased capacity along arterial roads
- Reduction of traffic congestion and delay
- Improved safety
- More efficient use of land
- Savings on infrastructure investments
For example, connecting two roundabout intersections with a raised median will preclude lefts in/out from the
side street or business access to protect main-line capacity and improve safety. U-Turns are not problematic at
roundabouts and can increase safety. This provides the typical capacity protection and safety along the mainline
with less impact to business accessibility.
The preliminary planning phase for any intersection including roundabouts should include a comprehensive
access management plan for the site. Consider the possible need to realign/relocate existing driveways and
include their associated costs in the project’s preliminary estimate. Account for pedestrian accessibility and
safety during all stages in the development of a comprehensive access management plan.
25.2 Functional Intersection Area
As addressed in FDM 11-25-2, the functional area of an intersection includes the physical area, but also extends
upstream and downstream, along all of the intersection roadways, from the physical area. The functional area
for a roundabout is generally less restrictive due to low speeds and less queuing, when compared to a
traditional signalized intersection. Roundabouts will reduce queuing and minimize the need for exclusive turning
lanes that may be required at a signalized intersection. Also, different sight requirements at a roundabout
require drivers to judge gaps at higher perception-reaction time (PRT) than stated in FDM 11-25 Table 2.4. A
roundabout’s functional intersection area should be determined by the length of the splitter island and the
estimated queue length back from the yield line. Use the approved analysis software to analyze the length of
queue as discussed in FDM 11-26-20. Also, consider the sight distance and high-speed approach requirements
discussed in FDM 11-26-30.5.15.
25.3 Corner Clearance and Driveway Location Considerations
Corner clearance represents the distance that is provided between an intersection and the nearest driveway.
FDM 11-25-2.5 discusses the four types of corner clearance and corner clearance distances for STHs. Corner
clearance for roundabouts is generally less restrictive than a signalized intersection because a roundabout
reduces speed and queuing. On a case by case basis it may be feasible to consider a full access driveway
closer to a roundabout than would be considered for other types of control, e.g. a traffic signal. There are three
main considerations for driveway location relative to a roundabout entry or exit:
1. Volume of the driveway: If it is only occasional traffic during the peak hour, entering the driveway from
the highway, i.e. a low volume case, there may be no storage required for left turns in advance of the
roundabout. The driveway may be located closer to the roundabout subject to criteria 2 and 3. If the
volume entering the driveway from the highway is moderate and the arterial flow impeding the
driveway results in a predicted queue spillback then the queue length must be accounted for in the
driveway location. In cases where a driveway location is downstream of a roundabout exit, there is a
potential for the left turning traffic to back up into the roundabout.
2. Operational impacts of the roundabout (queue spillback from the entry across the driveway opening):
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From the queue prediction results generated from the approved capacity analysis software, the
designer can assess how often the entry queue will spill back across the driveway.
3. Sight distance between users: The driveway exit must have proper sight distance of the roundabout
exit, the speed of exiting traffic from the roundabout and to the left of the approaching upstream traffic.
The approach sight to the driveway from the roundabout or approaches to the roundabout must also
meet intersection sight criteria for the approach speeds.
Major commercial driveways may be allowed as one leg of the roundabout. However, installation of a signal or
roundabout strictly for access to private development is discouraged. They may be designed at a public road
access point as an intersecting leg of a roundabout. Moreover, the roundabouts may reduce the need for
additional through-lanes thus narrowing the overall footprint of the roadway system.
Minor commercial and residential driveways are not recommended along the circulating roadway unless
designed as a leg of the roundabout. Some situations may dictate the need for a driveway and must be
analyzed on a case-by-case basis. For a driveway to be located with direct access into the circulatory roadway
of a roundabout, the following items should exist:
- No alternative access points are feasible.
- Traffic volumes are low enough that the likelihood of erratic vehicle behavior is minimal; driveways
with higher traffic volumes, or higher proportion of unfamiliar drivers should be designed as a regular
roundabout approach with a splitter island.
- Drivers must be able to exit facing forward; no backing into the roundabout.
- Driveways may be located along entrances and exits but need to be set back to not interfere with
pedestrian movements in the crosswalks, and to minimize the number of conflict points with vehicles
approaching or exiting the roundabout. Driveways located along entrances and exits may be blocked
by the splitter island and will have restricted access, (right-in/right-out). Generally, these should be
avoided unless minimal impacts are expected, or no other feasible alternatives exist.
25.4 Parking near Roundabouts
Prohibit on-street parking; within 75 feet of the roundabout entry/exit or further depending on site-specific
conditions. Factors that influence the decision to prohibit on-street parking near a roundabout may include:
adjacent access, location of pedestrian crossing, and approach or departing curvature. Generally, it is not typical
to allow parking on either side of the roadway within the splitter island area or in the transition to the splitter
island.
25.5 Interchange Ramps
According to FDM 11-5-5, a distance of 1320 feet between a ramp terminal and any adjacent intersection is
required. This distance (1320 feet) is typically needed to provide progression for a series of signalized
intersections. Roundabouts need less space between adjacent intersections to operate at a high level of
service. Operational concerns at an interchange resulting from reduced access spacing, such as traffic blocking
adjacent intersection, can be better understood through the analysis of forecasted queue lengths. Queue
lengths for a roundabout should be predicted with the use of traffic modeling and the impacts to the adjacent
intersections reviewed using other appropriate traffic modeling software. A traffic analysis is required to justify a
less typical distance (1320 feet) of access control.
25.99 References
[1] A Policy on Geometric Design of Highways and Streets, AASHTO, 2004.
FDM 11-26-30 Principle Based Design Guidance November 15, 2019

30.1 Introduction
In a general sense, roadway engineering is often an iterative process of design exploration against a set of
project constraints. The geometric design of a roundabout requires the balancing of competing interests. Design
considerations of safety, capacity and cost. Roundabouts operate most safely when their geometry positively
guides traffic to enter and circulate at slow speeds. Poor roundabout geometry has been found to negatively
impact roundabout operations by affecting driver lane choice and behavior through the roundabout. Roundabout
layouts are also governed by the space and swept path requirements of the design vehicle.
Thus, designing a roundabout is a process of determining the optimal balance between safety provisions,
operational performance, and accommodation of the design vehicle.
Even though a step-by-step design process is presented in this section, the designer must understand that
adherence to design principles, awareness and understanding of the inherent design tradeoffs are the central
points of design regardless of whether any design procedure is followed.
The geometric design, signage and pavement markings of roundabout intersections can influence their capacity
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and operational performance. Therefore, it is essential that a roundabout be properly designed to ensure that its
expected capacity is not limited by the design.
30.2 Design Principles
This section describes the principles and objectives common to the design of all categories of roundabouts.
Note that some features of multilane roundabout design are significantly different from single-lane roundabout
design, and some techniques used in single-lane roundabout design may not apply to multilane design.
However, several overarching principles should guide the development of all roundabout designs. With the
primary goal of an operationally adequate facility that also provides good safety performance.
The principles that should be applied to achieve a safe and efficient roundabout design are:
- The roundabout should be clearly visible from the approach sight distance at the road operating speed
in advance of the roundabout approach (See FDM 11-26-30.5).
- The number of legs should typically be limited to four (although up to six may be used at an
appropriately designed roundabout).
- Legs should typically intersect at approximately 90-degrees, especially for multilane roundabouts (See
also NCHRP 672, §6.3).
- It is essential that appropriate entry curvature is used to limit the entry speed (See also NCHRP 672,
§6.2.1 and FDM 11-26-30.5.2).
- Exits should be designed to enable large vehicles to enter, circulate and depart efficiently either using a
large exit radius or more tangent exits (See also NCHRP 672, §6.2.4). The circulating roadway with
truck apron should be wide enough to accommodate the swept paths of the design vehicle (generally
1.0 to 1.2 times the widest entry).
- Entering drivers must be able to see from the left early enough to safely enter the roundabout.
However, excessive intersection sight distance can lead to higher vehicle speeds that reduce the safety
of the intersection for all road users (motorists, bicyclists, pedestrians). Landscaping within the central
island can be effective in restricting sight distance to the minimum requirements while creating a
terminal vista on the approach to improve visibility of the central island (See also NCHRP 672 and FDM
11-26-30.5).
- Provide the appropriate number of lanes and lane assignment to achieve adequate capacity, lane
volume balance, and lane continuity to ensure that the roundabout operates at an appropriate level of
service. (See also NCHRP 672, §6.2.2).
- Design such that the driving task is as simple as possible, avoiding the use of spiraled designs unless
it’s clearly warranted by traffic (i.e. high left turning traffic volume).
- Provide smooth channelization that is intuitive to drivers and results in vehicles naturally using the
intended lanes. (See also NCHRP 672, §6.2.3 and FDM 11-26-30.5).
- Design to meet the needs of pedestrians and cyclists. (See also NCHRP 672, §6.2.5)
The design criteria for potential non-motorized roundabout users (e.g., bicyclists, pedestrians, skaters,
wheelchair users, strollers) should be considered when developing many of the geometric components of a
roundabout design. These users span a wide range of ages and abilities and can have a significant effect on the
design of a facility. There are two general design principles that are most important for non-motorized users.
First, slow motor vehicle speeds make roundabouts both easier to use and safer for non-motorized users.
Second, one-lane roundabouts are generally easier and safer for non-motorized users than multilane
roundabouts; therefore, if a single lane roundabout is feasible for most of the design life of the intersection that
has pedestrian traffic then due consideration is given for the sake of pedestrian comfort and safety.
While the basic form and features of roundabouts are usually independent of their location, many of the design
outcomes depend on the surrounding speed environment, typical capacity, available space, required number
and arrangements of lanes, design vehicle, and other geometric attributes unique to each individual site. In rural
environments where approach speeds are high and bicycle and pedestrian use may be minimal, the design
objectives are significantly different from roundabouts in urban environments where bicycle and pedestrian
safety are a primary concern. Additionally, many of the design techniques are substantially different for single-
lane roundabouts than for roundabouts with two or more lanes. Maximizing the operational performance and
safety for a roundabout requires the engineer to think through the design rather than rely upon a design
template.
30.2.1 Designing with Trade-offs in Mind
The selection and arrangement of geometric design elements and their relationships to one another is referred
to as design composition. Minor adjustments in geometry can result in significant changes in safety or
operational performance. The relationship between safety and capacity, that exists for a roundabout is in most
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cases inverse that of a typical intersection. Table 30.1 below identifies the trade-offs of adding to one element at
the expense of another. When composing an initial layout, the tradeoffs of safety, capacity and cost must be
recognized and assessed throughout the design process. The effect of improving one aspect of design impacts
another.
Table 30.1 Effects of Design Elements on Safety and Operations
Element Safety Capacity Speed
Wider entry (gore area) Less safe Increase Increase
Wider Circulatory lanes Less safe Better Increase
Larger entry radius Less safe Better Increase
Larger inscriber circle diameter Less safe Better Increase
Larger angle between approach legs Safer Decrease Neutral
Smaller entry angle (phi) Poorer sight Better Increase
Longer flare length Neutral Better Neutral
30.2.2 Staging and Expandability

Providing excess capacity at typical intersections usually has very little (if any) negative effect on safety or crash
rate and usually improves safety. Inadequate capacity, at a typical intersection could result in reduced safety and
increased crash rates. These traits of typical intersections have encouraged traffic engineers to estimate future
traffic volumes conservatively high. The process of providing safe roundabouts, for the public, would benefit from
conservatively low traffic volume projections, design criteria which requires satisfactory levels of service for ten-
year or fifteen-year projected traffic volumes (with phased designs which allow cost effective expansion, if
needed).
The design and analysis process should consider the potential to stage improvements to reduce excessive
capacity in the early years and improve safety, and driver/public acceptance. The capacity analysis evaluates
the duration of time that for example a single-lane or dual-lane roundabout would operate acceptably before
requiring additional lanes. When sufficient capacity is provided for much of the design life of a roundabout,
designers should evaluate whether it is best to first construct a roundabout that is easy to convert when traffic
volumes dictate the need for expansion and additional capacity. Reducing the number of entry and exit lanes
reduces the number of potential conflicts and reduces navigation complexities associated with multilane
roundabouts. Minimizing the necessary entry, exit and circulating lanes improves safety for all modes.
Pedestrian safety is improved by minimizing the crossing distance and limiting their exposure time to vehicles
while crossing an approach.
When considering an interim roundabout that may be converted, the designer should evaluate the right-of-way
and geometric needs for both the interim and multilane configurations as part of the initial design exercise.
Consideration should also be given to the future construction staging for the additional lanes.
Specific expansion design is a function of many variables. Some situations will dictate that expanding from the
inside is more advantageous while other locations may benefit from widening to the outside.
30.2.3 Impact of Cost Reduction on Roundabouts
In many cases, the process of developing and designing a roundabout involves many design modifications,
which are intended to effect cost savings. While this is common to conventional design practices it can have a
hidden detrimental effect on design and operations of roundabouts.
Landscaping is often considered an aesthetic feature, which can be removed from the plan to reduce cost
savings. Reduction of right-of-way take is often seen as an obvious cost reduction measure, but the trade-offs of
safety and operations may not be apparent to the deciding authority. Other elements such as overhead signing
(on approaches) is similarly looked at as excessive and is often replaced with terrace signing, despite the
rationale that these features improve the function and safety of the intersection. Designers should be sensitive
to the need for cost savings and should strive to effectively document and communicate the impact that the
proposed design modifications will have on the function and safety of the roundabout. The designer should be
given the opportunity to recommend an alternate modification, which will provide required cost savings while
having the minimum amount of impact on function and safety.
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30.3 Roundabout Design Process

The process of designing roundabouts may require a considerable amount of iteration among geometric design,
operational analysis, and safety evaluation (refer to Figure 30.1). Minor adjustments in geometry can result in
significant changes in safety or operational performance. Thus, the designer often needs to revise and refine the
initial design to enhance the roundabouts capacity and safety. It is not typically possible to produce an optimal
geometric design on the first attempt.
It is advisable to prepare the initial concept drawings at a sketch level detail. It is important that the individual
components are compatible with each other so that the roundabout will meet its overall performance objectives.
Before the details of the geometry are finalized, three fundamental elements must be determined in the Scoping
and Feasibility stage.
1. The optimal size
2. The optimal position
3. The optimal alignment and arrangement of the approach legs
An initial estimate of the space (footprint) required for a roundabout is a common question at the planning stage
and may affect the feasibility of a roundabout at any given location. At this planning level, important questions
may begin to be explored including:
- Is sufficient space available to accommodate an appropriately sized roundabout?
- What property impacts might be expected?
- Is additional right-of-way likely to be required?
- Are there physical constraints that may affect the location and design of the roundabout?
Due to the need to accommodate large trucks through the intersection, roundabouts typically require more
space than conventional intersections. However, this may be offset by the space saved compared with turning
lane requirements at alternative intersection forms. The key indicator of the required space is the inscribed circle
diameter.
There are no easy ten-steps to roundabout design. Much of the knowledge in roundabout design is counter-
intuitive to the technically minded engineer. Designing roundabouts can range from easy to very complex.
Although it may appear inherently otherwise and extensively attempted, roundabouts are not homogeneous and
cannot be standardized. There are many different types of roundabouts, such as single lanes, two-lanes, three-
lanes, circles, ellipses, bypass lanes, “snagged” partial bypass lanes, double roundabouts, spirals, etc., in which
a number of combinations or multiple combinations of the above can be in one roundabout (See Figure 1.2).
Each roundabout is unique where each potential “type” of roundabout is applied in different situations in which
site-specific problems require special and distinctive solutions. The major differences in design techniques and
skill levels fall between single-lane roundabouts and multilane roundabouts where different principles apply.
Figure 30.1 depicts the steps and process that guide a designer through the entire Roundabout Design Process
(see also NCHRP 672, Exhibit 6-1).
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Figure 30.1 Roundabout Evaluation & Design Process

30.4 General Design Steps & Explanation
The following general design steps will typically apply to most roundabout design practices. However, each
roundabout requires a different design and thinking process depending on the unique design constraints, traffic
volumes, roadway speeds, existing topography, and geometric alignments of the roadways. Not all aspects of
design or the design process are included herein, however, the provided general design steps should be
sufficient to get most designers started in an initial conceptual roundabout design.
Step 1 - Document Existing Conditions
Review the most recent site plans and roadway alignment information in an electronic format
(e.g. CAD-based software). Review existing roadways with respect to surrounding topography,
centerlines, curb faces, edge of pavement, roadway lane markings, existing or proposed bike
lanes, nearby crosswalks, environmental constraints, buildings, drainage structures, adjacent
access points, shared-use paths, rail crossings, school zones, and right of way constraints. This
should include any special design constraints such as specific properties that cannot be
encroached or specific lane widths. Review any traffic study, which should include final future
design year traffic volumes and assumptions of the proposed intersection or corridor project.
These items should provide adequate background traffic conditions, existing traffic conditions
within and outside the project area, as well as the level of detail, design parameters, right-of-
way constraints, restricted historical or wetland areas, and location for the proposed
roundabout.
Step 2 - Document Future Conditions
The future traffic flows of the existing roadways should be reviewed and possibly discussed with
the lead jurisdiction for project understanding and existing operational issues. These operational
issues, including potential excessive delay, should be recognized in the design process and
geometric criteria. In addition, any potential changes to adjacent sites, access points, or
roadway cross-sections that may affect the roundabout design should be provided, reviewed,
and incorporated.
Review the future AM & PM peak-hour, and off-peak turning movement volumes (also include
mid-day in tourist areas) at the intersection developed from the design year projected traffic
volume data. Use the Traffic Flow Worksheet in FDM 11-26 Attachment 20.1 and a simple
schematic diagram consisting of the final future peak hour turning movement volumes at the
intersection(s). In order to accurately identify the roundabout geometric and capacity needs, the
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following are required:

- Traffic Conditions
- Future turning movement volumes: AM & PM peak, off-peak, and mid-day (in tourist
areas)
- Future percent heavy vehicles (by type and approach) for each peak hour
- OSOW truck route (OSOW-TR) considerations
- Design vehicle type by turning movement Refer to FDM 11-25-2 and FDM 11-25
Attachment 2.1 for description of OSOW-MT and OSOW-ST design vehicles and
their inventories. Refer to FDM 11-25 Table 2.1 for required intersection design
vehicle checks for various trucking route scenarios.
- Constraints
- Vertical constraints
- Right-of-way constraints
- Existing and proposed roadway alignment base map (with travel lanes, proposed
curb tie-in, pavement marking, bike lanes, right-of-way, etc.)
- Other Modes
- Pedestrian volumes (if significantly high)
- Identify if bike lanes and sidewalks will be needed
Step 3 - Understand the Specific Design Problem(s)
Prior to commencing a design, the designer must first understand the basic intersection
problem; is it safety, congestion, or a combination of both and what is the design problem(s) to
be solved (right-of-way issues, acute angles, grades, approach legs, roadway alignment, etc.)?
After evaluating the traffic volumes, the designer should understand how many lanes may be
initially required.
A general roundabout diameter can then be chosen based on the traffic needs, proximity to
constraints, design vehicle, and the relative speeds of the roadways (i.e. if high speed
approaches present). The designer must be conscious of the design vehicle when choosing a
diameter. Refer to FDM 11-25 Table 3.1 as a first step in the evaluation process if no other
values have been stated.
Step 4 - Perform Capacity Analysis for Lane Configuration Development (also refer to FDM 11-26-20)
After obtaining all of the pertinent information regarding the roadways, site, and traffic volumes,
and a general roundabout diameter has been initially identified, the designer should perform a
geometric analysis of the proposed roundabout using roundabout design software. Refer to
FDM 11-26 Attachment 20.1 Traffic Flow Worksheet to assist with traffic volume data entry. The
capacity analysis results will assist in developing the initial lane geometry and capacity
requirements for the roundabout based on the future design volumes.
This will set the design requirements for the conceptual roundabout design. The AM and PM,
and sometimes a weekend peak, traffic volumes will need to be analyzed at the intersection.
This analysis should ensure that the roundabout will operate appropriately under all peak hour
traffic conditions. The results of this analysis will produce key information to include in the
roundabout design, some of which are:
Geometry Operations
- Initial roundabout diameter (estimated - Future traffic volume capacity by approach
size) - Delay of each approach and the overall delay of
- Entry lane configurations at each the intersection
approach - Predicted 95th percentile queue lengths for each
- Minimum approach widths and entry approach
radii of the roundabout - Future level of service
The allowed movements assigned to each entering lane are key to the overall design. Basic
pavement marking layouts should be considered integral to the preliminary design process to
ensure that lane continuity is being provided. In some cases, the geometry within the
roundabout may be dictated by the number of lanes required or the need to provide spiral
transitions (see FDM 11-26-30.5.22 for more information). Lane assignments should be clearly
identified on all preliminary designs to retain the lane configuration information through the
various design iterations. In some cases, a roundabout designed to accommodate design year
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traffic volumes, typically projected 20 years from the construction year, can result in
substantially more entering, exiting, and circulating lanes than needed in the earlier years of
operation. To maximize the potential safety during those early years of operation, the engineer
may wish to consider a phased design solution that initially uses fewer entering and circulating
lanes. As an example, the interim design would provide a single-lane entry to serve the near-
term traffic volumes with the ability to cost-effectively expand the entries and circulatory
roadway to accommodate future traffic volumes. To allow for expansion at a later phase, the
ultimate configuration of the roundabout needs to be considered in the initial design. This
requires that the ultimate horizontal and vertical design be identified to establish the outer
envelope of the roundabout. This method helps to ensure that sufficient right-of-way is
preserved and to minimize the degree to which the original roundabout must be rebuilt.
Step 5 - Sketch
Once the minimum design requirements have been established, a modern roundabout design
can be sketched by initially identifying the flow of traffic, lane configuration, and approach lane
assignment requirements, the circulatory roadway width and the exits of the roundabout. This
task includes the placement of the roundabout’s circle to roughly determine its location. Special
consideration should be taken for any skewed intersection or right-of-way constraints. A general
roundabout diameter can then be chosen based on the traffic needs, proximity to constraints,
design vehicle, and the relative speeds of the roadways.
Step 6 – Refine the Initial Layout
The hand sketch or initial conceptual layout should be refined. The designer should refine the
concept iteratively to suit the site constraints while attending to the design performance criteria
of speeds, truck space and site distance. The purpose of this process is to achieve an optimal
layout that serves the design objectives without excessive CAD effort. Often designers are
wrongly focused on details and do not have the patience to produce multiple iterations of a CAD
design.
Step 7 - Formalize the Preliminary Design
Once the general location and roundabout configuration has been developed and all of the
design issues have been resolved, a full conceptual design can be initiated.
In multilane designs, the lane pavement marking is applied to establish natural entry and exit
paths, i.e. to minimize entry and exit path overlap. Applying the lane pavement marking ensures
proper lane widths and widening and confirms the lane designations and possible spiraled lane
movements.
Step 8 - Safety and Fastest Path Review
Fastest path design speeds as well as a number of other safety factors and design features,
such as the phi angle, must be checked. The fastest paths should be developed and reviewed
to see if they are adequate and reasonable. If deficiencies or deviations in any of the design
features or safety factors are found, the design must be modified, either with many small
changes or by shifting alignments, geometry, or placement of the circle. This is an iterative
process which may require an entire redesign.
Step 9 - Design Vehicle Check & Modifications
A CAD-based software program such as AutoTURN or AutoTrack should be used to verify
proper accommodations are provided through the roundabout for each approach and every
truck turning movement. In addition, the truck apron minimum width is 12-feet and may be wider
in some situations to better accommodate OSOW vehicles. All truck movements should have a
buffer space between the swept path of trucks and the face of curb equal to 2 feet. Contact the
regional Freight Operations Unit for the OSOW vehicle.
Step 10 - Accessorize the Design
When a preliminary design (and pavement marking for multilane roundabouts) has been
completed, additional amenities should such as crosswalks, detached sidewalks, bike paths and
ramps, truck aprons, disabled access (ADA) ramps, etc. should be added. All efforts should be
made to avoid any right-of-way issues.
At the 30% stage of the design process, some form of approval or review consultation should be
performed by a qualified designer. Once a roundabout design has been properly designed with
respect to horizontal geometry, there are many other geometric and non-geometric design
components that must now be completed for a roundabout to function as it was designed.
These design components are key to the public driving the roundabout as it was intended
without further safety or operational issues. These items are identified in the three stages of the
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design process (Figure 30.1).

The 60% and 90% design aspects of roundabout design including horizontal geometry, vertical
profiles, signing, pavement marking layout, landscaping, lighting, and construction materials
should either be designed by or reviewed by a qualified roundabout designer. Nothing can
replace real-world design and field experience.
Continual practice, mentoring from experts, training & education, and quality roundabout review greatly assists
the designer in understanding all aspects of the design of modern roundabouts. However, all designers must
spend time in the field reviewing roundabout construction and completed roundabouts in order to understand
roundabouts and their design completely. After years of daily practice, one can still learn. Small changes in
roundabout design elements can influence the operation and safety of a modern roundabout.
30.5 Design Considerations
This section provides guidelines for each geometric element. Further guidelines specific to two-lane entries are
provided in the latter part of Chapter 6 of NCHRP 672. Note that two-lane entry roundabout design is
significantly more challenging than one-lane entry design. Many of the techniques used in one-lane entry
roundabout design do not directly transfer to multilane design. This procedure provides recommended changes
to NCHRP 672, Chapter 6. Therefore, designers must become very familiar with Chapter 6 in the NCHRP 672.
30.5.1 Alignment of Approaches and Entries
Adherence to the principles of deflection is crucial to the operation and safety of roundabouts. WisDOT
considers this design element to be of the utmost importance. Figure 30.2 shows the typical composition of
approach alignment and curves to generate typical speed reduction at entries. It is not good practice to generate
entry deflection by sharply curving the approach road to the left close to the roundabout and then to the right at
entry.
It is recommended design practice (especially in multilane roundabouts) to provide an offset to the left of the
center of the central island. In some situations, it may be appropriate to provide an offset of approximately 20 to
30 feet (or more), left of the center of the roundabout to achieve proper deflection and appropriate entry speeds.
For additional information, see NCHRP 672, §6.2.1 & 6.7.1.
Figure 30.2 Entry Deflection
30.5.2 Assessing Vehicle Paths

Determine the smoothest, fastest path (using a spline curve) possible for a single vehicle, in the absence of
other traffic and ignoring all lane line markings, traversing through the entry, around the central island, and out
the exit. A step by step process for creating AutoCAD Civil 3D and MicroStation spline curve are provided in
FDM 11-26 Attachment 50.1 and 50.2. Usually the critical fastest path is the through movement; but, depending
on the angle between arms, in some situations it may be a right turn movement.
Fastest speed path is a critical performance measure in the design of roundabouts. Use NCHRP 672, Exhibit 6-
46 for the definition of vehicle path radii. NCHRP 672 Exhibit 6-48 and Exhibit 6-49 illustrate the definition of
fastest vehicle path for single-lane and multilane designs. Use Figure 30.3 to determine the radii values for R1
based on the arc and spline definitions. Vehicle speed estimation is in accordance with NCHRP 672, Section
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6.7.1.2 Equations 6-1 and 6-2. Equation 6-3 may be used to estimate actual entry speed, but it will not govern
the design.
R2 and R4 are determined using the same vehicle path offsets for R1. The R3 exit radius fastest speed path is
determined based on the R2 speed plus acceleration over the distance to the point where R3 is measured. Use
NCHRP Exhibit 6-50 to determine the radius value for R5 fastest speed path. The vehicle path offsets of 5 feet,
as shown in Figure 30.3, are measured from the curb face (not the flange line). In the situation where the
approach to the roundabout has centerline pavement marking on the left side with no curb face, then the offset
is 3 feet from the centerline pavement marking.
a. The radius should be measured over a distance of 65 to 80 feet. It is the minimum that occurs along
the approach entry path near the yield point but not more than 165 feet in advance of it.
b. The beginning point is 3 feet from a pavement marking (if no raised median), or 5 feet from the left
curb face (if raised curb median) at a point approximately 165 feet from the yield line. This point is a
continuation of a vehicle path spiraling from tangent to a curve, not a point with deflection.
c. Vehicle entry path curvature.
Figure 30.3 Determination of Entry Path Curvature

(See NCHRP 672 Exhibit 6-49 for multilane entries and Exhibit 6-50 for right turns)
The radii described in Table 30.2 are used to define the fastest path through a roundabout. They are illustrated
in Exhibit 6-12 of NCHRP 672.
Table 30.2 Roundabout Radii
Radius Description Range of Speeds
The minimum radius on the fastest Single Lane 20 to 25 mph*

Entry Path Radius, R1 through path prior to the yield line. This
is not the same as Entry Radius. Multilane 25 to 30 mph*
The minimum radius on the fastest

Circulating Path Radius, R2 15 to 25 mph
through path around the central island.
The minimum radius on the fastest R2 + Acceleration over the path to the
Exit Path Radius, R3
through path into the exit. exit crosswalk*
The minimum radius on the path of the

Left Turn Path Radius, R4 10 to 20 mph
conflicting left-turn movement.
The minimum radius on the fastest path

Right Turn Path Radius, R5 15 to 20 mph*
of a right-turning vehicle.
* Notes: Under conditions where sufficient numbers of pedestrians are present, values of fast path speeds should be
lower than maximum values shown in the table. Check the design speed control of sensitive designs that may have
high entering or circulating speeds or where the pedestrian activity is anticipated to be medium to high, check for a
conservative design by determining the fastest speed paths using a 3.28 ft. (1 m) offset to each of the critical
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controlling feature locations (i.e. raised curb face on the approach and exit median, curb face at the central island, or
centerline pavement marking between opposing traffic).
30.5.3 Speed Consistency
In addition to achieving the appropriate design speed for the fastest path movements, the relative speeds
between consecutive geometric elements should be minimized as well as between conflicting traffic streams.
Ideally, the relative differences between all speeds within the roundabout will be no more than 10 to 15 mph.
Typically, the R2 values are lower than the R1 values. With either single or multilane entries, R2 values should
be lower than the R3 values.
The typical maximum R1 radius is 250 ft. Generally, for urban roundabouts with pedestrian accommodations a
lower speed entry is desirable. A typical R1 may range between 150 and 230 feet. Rural roundabouts typically
allow slightly higher entry speed than urban roundabouts. The R1 and R2 should be used to control exit speed.
Typically, the speed relationships between R1, R2, and R3 as well as between R1 and R4 are of primary interest.
Along the through path, the typical relationship is R1> R2< R3, where R1 is also less than R3. Similarly, the
relationship along the left-turning path is R1> R4.
For most designs, the R1 - R4 relationship will be the most restrictive for speed differential at each entry.
However, the R1 - R2 - R3 relationship should also be reviewed, particularly to ensure the exit speed is not
overly restrictive. Design criteria in past years advocated relatively tight exit radii to minimize exit speed; recent
best practice suggests a more relaxed exit radius for improved drivability.
30.5.4 Design Guidance for all Trucks
WisDOT is a transport friendly state and accommodates not only for the typical large legal-size trucks, but also
the OSOW vehicles that use our highways. The typical design vehicle for the STH system in Wisconsin is the
WB-65.
Additionally, intersections of two state trunk highways and state highways that make an abrupt turn at an
intersection should accommodate these check vehicles, the WB-92 (formerly WB-67 Long), farm combine, and
80-foot mobile home transport vehicles. If the existing intersection geometrics did not accommodate a Multiple-
Trip (OSOW MT) permitted vehicle by staying within the curb face prior to the proposed improvement then it does
not have to accommodate that vehicle after the improvement is completed, except as stated below.
The WB-92 (formerly WB-67-Long) is a very challenging vehicle to accommodate at an intersection because of its
length and its lack of rear steering. Typically, the right turn movement is most problematic in trying to keep all
wheels within the curb lines, especially at single lane entrances to a roundabout but may impact typical
intersections as well depending on intersection skew. Check the existing intersection to see which movements
can be made with the OSOW-MT vehicles without encroaching beyond the curb/shoulder line of the existing
intersection. Once the various movements of the existing intersection have been evaluated and a determination
has been made on which future movements are needed a WisDOT decision is needed. Either perpetuate existing
turning movements or it may be typical to accommodate all movements, generally preferred, or maybe just certain
movements. If a right turn movement is needed the designer will have to balance the entry throat width,
circulating roadway width and the possible need for a small truck apron behind the outside curb for off-tracking. It
is generally a safer design to keep the roundabout entry lane throat width on the narrow side, usually less than 22
feet. Check movement of the WB-92 vehicle to fit through an intersection or make turns at an intersection without
having to remove signals, light poles or sign posts.
Refer to FDM 11-25-2 and FDM 11-25 Attachment 2.2 for additional information on OSOW MT permitted
vehicles and Single Trip (OSOW ST) permitted vehicles. See the OSOW maps for routes designated as OSOW-
TR available at:
https://wisconsindot.gov/Pages/doing-bus/eng-consultants/cnslt-rsrces/tools/planning-maps.aspx
1. Slope truck apron at 1% toward the roadway on all roundabouts. In order to ensure that light vehicles
encounter sufficient entry deflection at normal roundabouts, a truck apron (i.e. a raised low-profile area
around the central island) is necessary. It should be capable of being mounted by the trailers of large
goods vehicle, but unattractive to cars and SUVs.
2. The truck apron width is a minimum of 12 feet wide on single lane, as well as, multilane roundabouts.
Sometimes additional space is needed for trucks to off-track onto the truck apron that may exceed the
12-foot width. Additionally, provide a 12-inch thick truck apron, as this will provide ample structural
integrity while providing adequate tie bar clearances along back of curbs. Apply ties where required
per FDM 11-26-30.5.21.2. The 12-inch truck apron also minimizes constructability issues between
compaction levels and is expected to improve long-term performance.
3. Widen the truck apron as needed to accommodate the anticipated OSOW turning maneuver. Discuss
with the regional Truck Route coordinator.
4. Roundabouts must have the recommended circulatory roadway crown installed, 2/3 inward and 1/3
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outward on all roundabouts, not just those on the OSOW-TR. Refer to Figure 30.8 for cross-section
clarification.
5. Install a Type A or D 4-inch sloped curb and gutter modified with 8” minimum flange thickness along
the outside of the approach where large vehicles may off-track onto the curb, and when necessary
install an outside concrete pad.
6. Install a reddish-colored concrete truck apron behind the back of curb along the outside entrance area
where off-tracking is anticipated. The slope of the pad should be a maximum of 1%. Evaluate the
entrance for pedestrian crossings and placement of the concrete pad to prevent these areas from
overlapping. The width of this pad will depend on the amount of off-tracking anticipated. The same
reddish colored concrete pad, without stamping, should be installed in the splitter islands where
OSOW vehicles may drive to negotiate the roundabout. Consider projected vehicle loadings and
constructability issues (tie bar and base construction considerations) when determining concrete truck
apron thickness. Provide a 12-inch thick truck apron, as this will provide ample structural integrity while
providing adequate tie bar clearances along backs of curbs. The 12-inch truck apron also minimizes
constructability issues between compaction levels and is expected to improve long-term performance.
Provide tie bars when the adjacent truck apron width is less than 3 feet along its entire length. To limit
pavement stress and crack propagation, do not tie the outside truck apron to the back side of curb
when the variable-width truck apron is 3 feet wide or greater at any location.
The following items are a reminder for additional roundabout design guidance:
- Keep drainage structures away from the travel path of the possible OSOW vehicle wheel tracking.
- The compaction levels under the concrete pad along the back of curb near the entrance and in the
splitter island areas must be equal to the compaction levels under the roadway and truck apron.
- With the wider 12-foot minimum truck apron required by WisDOT for single-lane and multilane entries,
it is rare that additional intersection sight distance is needed directly in back of the curb on the inside of
the truck apron. If a central island landscape buffer area located adjacent to the back of the most inside
curb and gutter is typical, avoid the use of hard surfaces that look like concrete sidewalk.
- 2% cross-slope is the maximum in the roadway area.
- Avoid approach vertical break-over grades over 3% within 200 feet of the entry yield line location.
- Provide a note to the construction engineer that the plans, including the vertical and horizontal design,
shall not be adjusted in the field without the design engineer’s approval.
- Refer to FDM 11-26-35.1.12 for guidance on removable signs at roundabouts.
- For the roundabouts located on the OSOW Truck Route, their grading plans should be verified with 3D
design software for any conflict points. The tractor should be placed 100 feet back from the yield line.
- Produce a swept path diagram showing the vehicle movements and directions for the purpose of
supplying the permitting office with diagrams to aid route choice.
30.5.5 Geometric Design Guidance for Legal Trucks
The inscribed circle diameter, the width of the circulatory roadway and the central island diameter are
interdependent. Once any two of these are established, the remaining measurement can be determined.
However, the circulatory roadway width, entry and exit widths, entry and exit radii, and entry and exit angles also
play a significant role in accommodating the design vehicle and providing deflection.
In all cases, the designer will test swept paths and iterate through combinations of circle size and lane widths. A
recent roundabout design study identified three cases or categories for accommodating trucks. Case 1, Case 2,
and Case 3 categories are determined by a number of factors, primarily whether a truck can stay in lane or not,
as explained below.
Roundabouts are designed with a truck apron. Truck drivers that use the inside lane are expected to off-track
onto the truck apron. Regardless of the case category the outside lane of a dual lane roundabout is typically
wider than the inside lane to better accommodate trucks. Multilane roundabouts can be designed in three
different ways to accommodate legal size large trucks. Three categories of design for legal trucks have been
identified as Case 1, Case 2, and Case 3:
- Case 1:
Roundabouts which are designed to allow trucks to encroach into adjacent lanes as they approach,
enter, circulate, and exit the intersection. Refer to Figure 30.4 for an example of a Case 1 design.
- Case 2:
Roundabouts which are designed to accommodate trucks in-lane as they approach and enter the
roundabout but may require trucks to encroach into adjacent lanes as they circulate and exit the
intersection. Case 2 roundabouts have a painted “gore” area between lanes on the approaches. Refer
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to Figure 30.5 for an example of a Case 2 design.

- Case 3:
Roundabouts which are designed to accommodate trucks in-lane as they approach and traverse the
entire intersection. Case 3 roundabouts have a painted “gore” area between lanes on the approaches.
Case 3 roundabouts typically are designed to allow trucks to stay in lane for through and left turning
movements, while right turning trucks may occupy multiple lanes as they exit. With few Case 3
roundabouts implemented to date, these designs typically require significantly more designer skill than
other case types to ensure proper operations, geometrics, speeds, and safety. Refer to Figure 30.6 for
an example of a Case 3 design.
Well-designed Case 2 and Case 3 roundabouts do not compromise accepted design principles, as outlined in
this chapter. Tables 30.3, Table 30.4, and Table 30.5 show the advantages and disadvantages of Case 1, Case
2, and Case 3 roundabout designs.
Table 30.3 Advantages and Disadvantages for Case 1 Roundabout Designs
Wide variety of approach alignment design methods May result in increased delays due to trucks occupying
can be used both lanes on entries and while circulating
More likely to fit in tight right-of-way locations, including Trucks may off-track over outside curbs, resulting in
built-up urban environments more damage and maintenance
Potentially lower costs in some situations May result in additional truck-car crashes
Less pavement marking maintenance
Surveys indicate this entry design is preferred over Fewer approach alignment design methods can be used
Case 1 by truck drivers
May require geometry with more right-of-way
Safety benefits at entries due to no truck encroachment
Potentially higher cost in some situations
Potentially less damage to curbs
May require more pavement marking maintenance
Trucks can maneuver more freely at entries
Slightly higher circulating speeds and worse lane
May have greater entry capacity/less delay discipline possible
Can be used in urban or rural environments Requires greater designer and contractor skill
May have greater public acceptance Poor design could result in more crashes
Possibly lower safety in circulatory roadway due to truck
encroachment
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Surveys indicate this design is preferred by truck drivers Fewer approach alignment design methods can be used
and the trucking industry
May require larger geometry with more right-of-way
Safety benefits at entries and in circulatory roadway
due to no truck encroachment Potentially higher cost in some situations
Less damage to curbs May require more pavement marking maintenance
Trucks can maneuver more freely at entries and in the Slightly higher circulating speeds and worse lane
circulatory roadway discipline possible
May have greater entry capacity/less delay Requires greater designer and contractor skill
Can be used in urban or rural environments Poor design could result in more crashes
Better operations in the circulatory roadway

No truck/trailer encroachment required for turning
movements - more lateral clearance
May have greater public acceptance
Case 3 design is a priority where practical and feasible and there are approximately 100 large trucks (vehicle
classification 3S2) per day using the intersection. In general, it is believed that a well-designed Case 3
roundabout which meets applicable geometric design requirements will provide safe and efficient operations
while providing optimal truck accommodations. Where costs or right-of-way impacts are prohibitively expensive
or at locations where design truck numbers are very low, other design case types may be more advantageous.
Certain specific locations should warrant additional consideration of a Case 3 design. These would include
locations where designated OSOW routes exist, multilane approaches on arterial routes, at interchange ramps,
near truck stops, and in industrial/warehouse districts. If a Case 3 is an alternative based on large truck
numbers but there are serious adverse impacts, such as environmental, historic, real estate or other impacts
then evaluate a Case 2. Consider a step-down approach to the evaluation process and perhaps a Case 1 is all
that will fit into the intersection without serious adverse impacts. In the end evaluate the selected roundabout
case number option appropriate for the intersection and compare it to the other intersection alternatives such as
a signal, or other type.
In the case of three lane entries, off-tracking is assumed to overlap lane lines. If high volumes of large trucks are
present and capacity is a concern, a painted gore width of 4 to 6 feet may be placed between the right two
lanes.
Table 30.6 depicts typical design parameters for each of the three design cases. Refer to FDM 11-25-1.4, FDM
11-25-2 and FDM 11-26-10.2 for additional information on OSOW routes and vehicles.
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Table 30.6 Typical Design Parameters for Two-Lane Roundabouts*
Case 1 - No lane discipline Case 2 – Lane discipline Case 3 – Lane discipline

entering or circulating entering only entering and circulating
ICDA 150-190 ft 160-210 ft 180-220 ft
Inner Circulatory Lane

11-13 ft 12-14 ft
WidthB
Outer Circulatory Lane

13-15 ft 15-18 ft
WidthB
Approach Gore Widths Not used 2-6 ft 4-8 ft
Entry WidthA 28-32 ft 32-34 ft 32-34 ft
Entry Radius 65 ft or greater
65 ft. or greater,
Controlling Radius 65 ft or greater
100-130 ft. typical
No MAX.—typically 70 ft or
Controlling Radius Length No MAX.—typically 80 ft or greater
less
Entry Angle (measured per

16-30 degrees
FDM 11-26-30.5.2)
Flared Entry Lane Addition > 100 ft

(based on 95%ile Queue) Generally, 100 ft to 300 ft
28-32 ft
Exit WidthsA 28-32 ft (where large radius or
tangential exit is used)
* Based on site conditions, right-of-way constraints, specific design vehicle, and other factors, designers
may choose to implement geometries outside these recommended ranges; however, the overall
design should comply with WisDOT general roundabout design practices
A Measurements are from the face of curb to face of curb, (includes 2-ft gutter pans on each side)
B Measurements are from flange line to lane line
30.5.5.1 Geometric Design Guidance for Case 1 Roundabouts

Case 1 roundabouts are designed with a single solid white paint line dividing the entry lanes. Trucks encroach
on adjacent lanes at the approaches and when circulating and exiting the roundabout. Designers should
consider implementing features that would result in a clear encroachment by trucks into adjacent lanes rather
than a subtle encroachment (such an approach would typically include avoiding wide lanes, long sweeping
curves, large ICDs, and large radii).
Additionally, Case 1 designs can allow for the approaching roadways to have more tangential alignments with
short, tighter entry radii. In some rare Case 1 design locations, implementing outside curb truck aprons (i.e., a
sloped/mountable curb with a concrete/pavement area behind the curb) may be beneficial to repair and prevent
rutting behind the entry radius curb, curb damage or damage to signs and landscaping from truck off-tracking.
The implementation of outside truck aprons in new designs is discouraged due to potential concerns about
pedestrian safety and optimal operations. As such, designers should not typically consider outside truck aprons
as a preferable option when sidewalks or shared-use paths are present. The width of this apron should be
determined through the use of software that generates swept paths for trucks. Figure 30.4 shows the basic
design features of a Case 1 roundabout.
A sub-option for Case 1 designs is to use a short flare from a single lane approach to a two-lane entry. With
approximately a 100-foot flare, the design may be acceptable without the gore pavement marking. If the flare is
long, e.g. approaching 250 feet to 300 feet, then a Case 2 design with the gore area between lanes would be
typical.
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Figure 30.4 Case 1 Roundabout Design (Single lane line dividing the entry lanes)
30.5.5.2 Geometric Design Guidance for Case 2 Roundabouts

Once the primary design principles from this guidance have been met (speed control, sight distance, adequate
space for a design vehicle), the designer will typically revise the design iteratively to allow trucks to stay in lane
at the entry while still maintaining the primary design. Although there are some specific design characteristics
which are unique to Case 2 roundabouts, the overall approach, methods, and iterative design process remain
the same as multilane roundabouts in general.
Case 2 roundabout ICDs are typically 10-20 feet smaller than for Case 3 roundabouts. Designers must maintain
appropriate fastest path entry speeds and speed differentials between entering and circulating traffic. Figure
30.5 shows the basic design features of a Case 2 roundabout.
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Figure 30.5 Case 2 Roundabout Design (6-ft gore pavement marking between lanes)
30.5.5.3 Geometric Design Guidance Common to Case 2 and Case 3 Roundabouts

1. Often have slightly wider entries (typically 2 to 6 feet wider) than a comparable Case 1 roundabout at
the same location. For example, a Case 1 roundabout may have an entry width of 28 to 32 feet
(including gutter pan width) wherein a typical Case 2 or 3 roundabout could increase the entry width to
about 32 to 34 feet (including gutter pan width and gore pavement marking area) to allow trucks to
stay in lane in entry.
2. Usually have longer curve lengths than Case 1 roundabouts on the approach geometry and within the
entries. Offset left alignments (i.e., alignment directed to the left of the center of the ICD) are generally
preferred where possible.
3. Should avoid tight entry radii curves and closely spaced curves in opposite directions. Instead, larger,
longer radii with straight tangent sections between curves are common at Case 2 and 3 roundabouts,
resulting in gradual sweeping curvature which makes it easier for trucks to stay in lane. Optimal entry
radii values will vary based on the ICD, approach alignment, and entry design method. Typically, an
Page 47
urban Case 2 or 3 design may have a controlling curb radius value of 100 feet or greater, while a
larger rural Case 3 design may range as high as 120 feet or more (note: per definition above,
controlling radius is not the same as the R1 radius). Regardless of the actual values (which are site
specific), the designer still must maintain other design requirements such as appropriate fast path
speeds, while still accommodating for trucks in-lane. Considerable designer skill is typically needed to
accomplish these competing objectives.
4. Use of width transitions. With Case 2 and 3 roundabouts relatively long width transitions may be
needed to allow trucks to use more roadway width to stay in lane. Designers should ensure that the
total length of the combination of the taper and the second full lane width utilized accommodates the
design truck as well as queuing and capacity needs. Not including the gore area between entry lanes,
the lanes should typically have continual tapers between the normal width upstream location and the
entry, (Figure 30.5 and FDM 11-26-35.2.1), and at no point should lane widths become narrower over
this distance. The design of the gore area may require variable widths, including narrowing toward the
entry as needed.
5. A slightly wider entry width than usually provided at Case 1 roundabouts. The designer should keep
the entry width as narrow as possible while still allowing trucks to stay in lane. Total two-lane entry
width should typically not exceed 34 feet (from curb face to curb face, including painted gore area)
unless special circumstances are present. Lane widths at the entry typically vary from 12 to 14 feet,
not including the two-foot gutter or gore area.
6. The relationship between width transitions, entry widths, lane widths, and gore widths should be
carefully considered by the designer when determining how to optimally serve trucks and passenger
vehicles. As a general principle, widths should be minimized while still accommodating the design
truck.
7. Typically, a Case 1 design would have a controlling radius value of 65 feet or greater, while a more
common range is 100 to 130 feet for Case 2 and 3 designs.
30.5.5.4 Additional Geometric Design Guidance for Case 3 Roundabouts
The Case 3 design is preferred as the initial consideration at intersections that experience 100 or more large
trucks (vehicle classification 3S2). When preparing a Case 3 design, once the primary design principles from
this guide have been met (speed control, sight distance, adequate space for a design vehicle), the designer will
typically revise the design iteratively to allow trucks to stay in lane at the entry and circulating road while still
maintaining the primary design principles. Although there are some specific design characteristics that are
unique to Case 3 roundabouts, the overall approach, methods, and iterative design process remain the same as
multilane roundabouts in general.
Overall, Case 3 roundabouts embody similar geometric characteristics as Case 1 and 2 roundabouts. However,
there are specific geometric elements where Case 3 roundabouts differ from Case 1 and 2 designs.
1. The outside circulating lane is often in the range of 15 to 18 feet (from edge of gutter flange line to
lane line). Inside lanes range from 13 to 15 feet (from edge of central island gutter flange line to
nearest lane line).
2. Usually include relatively large or flat exit radii which allow trucks to depart from the circulating road
with minimal curvature to the right, thus allowing them to stay in lane more easily. Case 3 roundabouts
may have larger ICDs in some situations where a double left turn is required. This type of design may
be quite complex. Figure 30.6 shows the basic design features of a Case 3 roundabout.
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Figure 30.6 Case 3 Roundabout Design (6-ft to 8-ft gore pavement marking between lanes)
30.5.6 Vertical Considerations for OSOW Vehicles

Prior to the preliminary design, check with local officials, the public and the State freight engineer in the Bureau
of Highway Maintenance to determine if there are any special OSOW vehicles that regularly use the intersection
and refer to the WisDOT OSOW vehicle inventory in FDM 11-25 Attachment 2.1.
See the OSOW maps for routes designated as OSOW-TR available at:
https://wisconsindot.gov/Pages/doing-bus/eng-consultants/cnslt-rsrces/tools/planning-maps.aspx
If a roundabout is located on the OSOW Truck Route or it is thought that OSOW vehicles may use the
intersection, conduct a vehicle horizontal turning and a low vertical clearance check with the OSOW vehicle
inventory. AutoTurn or AutoTrack software may be used for the horizontal checks. AutoTURN Pro may be used
for horizontal analysis and is required to determine if low vertical clearance conflict points are present. Use a low
clearance of 5 inches for the DST lowboy evaluation. If clearance issues are found, reconfigure the slopes within
the conflict areas and check the surrounding area (i.e. approaches) for additional conflict points. Refer to Figure
30.7 for typical ground clearance problem areas.
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Figure 30.7 Typical Ground Clearance Problem Areas
1. Off‐tracking at the entry curve/lowboy hitting the outside curb head

a. Consider a Type A or D 4-inch sloped curb and gutter modified with 8” minimum flange
thickness and concrete truck apron behind the back of curb along the outside entrance area.
The slope of the truck apron should be a maximum of 1%. Evaluate the entrance for
pedestrian crossings and placement of the concrete pad to prevent these areas from
overlapping.
2. Entry and exit rollover
a. Consider flattening the circulatory roadway crown in these areas if needed, while providing
approximately 2/3 sloped inward and 1/3 sloped outward.
b. Avoid break-over grades over 3% within 200 feet of the entry yield line location and exiting the
roundabout
3. Truck Apron
a. Slope truck apron 1% toward the roadway on all roundabouts (not 2% as in the past).
Consider a pill shaped central island or other shape where appropriate to accommodate the
anticipated OSOW turning maneuver.
i. See if the vehicle can track more on the circulatory roadway. In rare situations, the
designer may consider a 3-inch height R/T type curb and gutter. This will require
an evaluation of the inlet casting height/location (out of the vehicle path) and will
require a C & G special detail.
b. Look at the circulatory roadway profile
i. Keep it as flat/gentle as possible and still maintain drainage (0.75% - 1.0%)
ii. Locate the crest away from the area(s) of concern
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Figure 30.8 Cross-Section Example
In some cases, abnormally long vehicles may not be able to negotiate roundabout regardless of geometric
adjustments to the truck apron and approaches when making left turns. In some cases, special median
crossings may be required, which allow the vehicle to bypass the circle portion of the roundabout by traveling
the opposite direction down a right turn bypass. Such maneuvers should be avoided, if possible, due to the extra
planning required for escorting a vehicle in such a maneuver. Discuss such alternatives with the regional traffic
section and the OSOW-TR coordinator and document route testing produced by turn analysis software for future
use by the OSOW Permitting Unit.
30.5.7 Overturning Considerations for Large Vehicles
A further consideration associated with large trucks in roundabouts is the potential for overturning or shifting of
loads. There is no simple solution in relation to layout geometry to completely prevent load shifting and roll-
overs. Experience suggests that at roundabouts where these problems persist, there are frequently
combinations of the following geometric features:
- Long straight high-speed approaches
- Inadequate entry deflection or too much entry deflection
- Low circulating flow combined with excessive visibility to the left
- Significant tightening of the turn radius partway around the roundabout (spirals with arcs that are too
short).
- Cross-slope changes on the circulatory roadway or the exit
- Outward sloping cross-slope on the entire width of the circulatory roadway
A problem for some vehicles may be present even if speeds are low because of a combination of grade,
geometry, sight distance and driver responsiveness. Research has shown that an articulated large goods
vehicle with a center of gravity height of 8 feet above the ground can overturn on a 65-foot radius curve at
speeds as low as 15 mph. See Transport Research Laboratory Report LR788.
Layouts designed to mitigate the above noted characteristics will be less prone to load shifting or load shedding.
In addition, pay attention during design and construction to ensure that pavement surface tolerances are
complied with and that abrupt change in cross-slopes are avoided.
30.5.8 Roadway Width
The width of the roadway at locations with curb and gutter on both sides should accommodate the design
vehicle and allow for passing a stalled vehicle. The design width for entries, exits and bypass lanes is shown in
Exhibit 3-51, page 220, GDHS 2004 as a 19-foot face-face minimum and 20-foot face-face typical to allow a
stalled vehicle to pass.
30.5.8.1 Entry Width
Entry width is measured perpendicularly from the outside curb face to the inside curb face nose P.C. at the
splitter island point nearest to the inscribed circle.
Narrow entries tend to promote lower speeds and improved safety. However, a WB-65 may require a 19 to 22-
foot-wide entry path for single lane approaches to be able to make a right turn. Design single lane roundabouts
to accommodate a WB-65 without encroachment onto the truck apron or the curb and gutters. Wide entries may
cause concerns about whether to pavement mark the entry as a multilane or keep as a single lane. Increasing
the flare length without changing entry width will increase entry capacity and is crash-neutral (see NCHRP 672
Exhibit 6-25). Increasing both flare width and entry width may produce a substantial increase in capacity but will
degrade safety by promoting higher entry speeds. Effective flare length may be as short as 15 feet or as long as
Page 51
330 feet. Once the effective flare length exceeds 330 feet it will have a minimal benefit to capacity; therefore,
adding a full approach lane would be advised.
30.5.8.2 Entry Flare
Flaring an entry from one lane to two or from two to three creates additional entry capacity without extensive
mid-block widening. When lane choice options are even, or no preference is given to either lane, it is ideal to
split the approach width at a point where the lane width reaches 9.5 feet or 19 feet overall (flange of curb
dimensions).
The development of horizontal geometry and pavement marking of a flared entry is balanced and smooth
making lane choice options obvious and entry paths clear.
30.5.9 Exit Tapers
Tapering the number of lanes on an exit from two lanes to one lane or from three lanes to two lanes allows for
additional roundabout capacity without extensive mid-block widening. The continuous flow nature of
roundabouts typically results in less saturated traffic streams exiting the intersection. This is in sharp contrast to
a signalized intersection where platoons of traffic are much more concentrated, and consequently typically
require more downstream distance to merge. Speeds are also much slower for traffic exiting roundabouts which
eliminates the need for long parallel section downstream of the roundabout exit.
Design exit tapers from roundabouts based on the anticipated in lane exiting speed, not the fastest path,
typically in the range of 15 to 25 mph. Merging taper rates should be based on the lengths shown in FDM 11-25
Attachment 2.3, typically 20:1 to 30:1. The length of full width lanes beyond the circulating roadway to beginning
the merging taper may vary between 100 and 300 feet depending on volume, potential for upstream lane
choice, and other factors that may be unique to the site, Consider the farther the full lane widths are extended
upstream, the potential for increase in speed and the potential for a longer merge taper. See Figure 30.9.
Figure 30.9 Exit Lane Taper
30.5.10 Circulatory Roadway Width

Circulatory roadway width is the width between the outer edge of the inscribed diameter at the curb face and the
central island curb face. It is typically 1.0 to 1.2 times the width of the widest entry with potential exceptions for
Case 2 and Case 3 designs. It does not include the width of any traversable apron, which is defined to be part of
the central island. The circulatory roadway width defines the roadway width, curb face to curb face, for vehicle
circulation around the central island. The circulatory roadway width does not need to remain constant. A two-
lane entry may be appropriate for the major through highway, however, the minor side road may be single lane
approaches. The circulating roadway may often have a different width to accommodate the through traffic than
for the side road traffic. Alternative lane configurations also produce varying circulatory widths as shown on
NCHRP 672 Exhibit 6-27.
30.5.11 Central Island
The central island of a roundabout is always a raised, non-traversable area encircled by the roundabout
circulatory roadway. The central island is stepped up from the traversable truck apron to the non-traversable
island area. The central island is raised and landscaped to enhance driver recognition of the roundabout upon
approach and to limit the ability of the approaching driver to see through to the other side. The inability to see
through the roundabout reduces or eliminates headlight glare at night and driver distraction by other vehicles on
the circulating roadway.
The center or highest portion of the central island ground surface elevation should be raised a minimum of 3.5
feet and maximum of 6 feet from the circulatory roadway surface. The ground slope in the central island shall
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not exceed 6:1.

Concrete, stone, wood or other non-forgiving material used to make a wall within the central island is prohibited.
Landscaping the central island and the roundabout area is further addressed in FDM 11-26-40.
The outside 6 feet of the central island should be a low mowed grass surface or low maintenance surface to
maintain good visibility to the left upon entry as well as good forward and circulatory visibility on the circulatory
roadway.
30.5.12 Entry Curves
The minimum entry radii should be approximately 65 feet. Capacity will increase with increased entry radii, but
so may the entry speed. Entry radius is not R1.
NCHRP 672 Exhibit 6-14 illustrates the composition of entry curves to produce natural entry paths. This method
is useful but has limitations where large trucks making right turns will require even larger outside radii,
particularly on single lane roundabouts with narrow entry widths. In such cases, the larger outside radius may
increase entry speeds undesirably. A preferred design technique for single-lane roundabouts is not to make the
inside radius/arc tangential to the central island, but to create a flare in the entry such that the large truck path
can preserve the outside radius which controls entry speed. The effect gives the entry a flare, typically ranging
from 18ft to 24ft. To avoid misleading drivers to expect multilane operation at wider single-lane entries, the left-
hand side of the entry may be pavement marked as shown in Figure 30.10 to reinforce single lane operation.
Also refer to FDM 11-26-35.2.1, and Attachment 35.1 for further pavement marking procedures.
Figure 30.10 Example of alternative pavement marking design for single entrance lane
not in the NCHRP Report 672
30.5.13 Non-motorized Users

Roundabouts like other intersections need to accommodate bicyclists and pedestrians. The types of facilities
provided vary based on the existing urban, suburban and rural conditions as well as future land uses. Evaluate
regional and local land use plans including stand-alone bike and pedestrian plans for communities when
determining the appropriate bike and pedestrian facilities at a roundabout. See FDM 11-46-1 for guidance on
including bike and pedestrian facilities on projects.
Pedestrian accommodations include sidewalks, shared-use paths and roundabout sidepaths.
Bicycle accommodations include bike lanes, wide curb lanes, urban paved shoulders, rural paved shoulders,
shared-use paths and roundabout sidepaths. Although a shared roadway is not a bicycle accommodation,
shoulders or bike lanes taper down and end just prior to the entrance to a roundabout. Tapers are necessary to
help achieve proper speed control for vehicles at entry. Design requirements do not allow bike lanes or
shoulders at the yield line or within the circulatory roadway of a roundabout. Bicyclists in Wisconsin have the
right to use the roadway in the same manner as motor vehicles. Bicyclists may have concerns when traveling
into, through, or around roundabouts depending on traffic volume, vehicle type composition, experience of the
bicyclist, lighting or other factors. Therefore, a bicyclist approaching a roundabout may proceed in a travel lane
(“take the lane”) or exit the roadway by way of a ramp and ride on a roundabout sidepath (or a shared use path,
if applicable). See FDM 11-26-30.5.13.1 and Figure 30.11 for guidance on bike exit and entrance ramps). These
ramps are where the shoulder or bike lane tapers and a typical 5-foot sidewalk transitions to/from a roundabout
sidepath.
A sidewalk transitions to/from a roundabout sidepath as it approaches/departs an isolated roundabout. At
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locations with consecutive closely spaced roundabouts, a sidewalk transitions to a roundabout sidepath at the
first upstream roundabout, and transitions from a roundabout sidepath at the last downstream roundabout. See
FDM 11-20-1, FDM 11-46-5 and FDM 11-46-10 for design guidance on sidewalks.
Shared-use paths are typically community or regional facilities in their own corridors that may extend for miles.
Shared-use paths support a wide variety of non-motorized travelers like bicyclists, in-line skaters, roller skaters,
wheelchair users, walkers, runners, people with baby strollers or people walking dogs (typically not equestrian
users or motorized users - although some state trails in Wisconsin allow snowmobiles). Shared-use paths are
designed for bi-directional bicycle travel. Continue a shared-use path around roundabouts (and between
consecutive roundabouts if applicable) following shared-use path design criteria. See FDM 11-46-15.6 and the
Wisconsin Bicycle Facility Design Handbook for more guidance on shared-use paths. Also, see FDM 11-35-1.6
and FDM 11-35 Attachment 1.1.
Roundabout sidepaths are a variant of shared-use paths that apply specifically to roundabout intersections and
between consecutive closely spaced roundabouts. A roundabout sidepath is a sidepath around the perimeter of
an isolated roundabout, or a sidepath between two consecutive closely spaced roundabouts and around their
perimeters. Consecutive roundabouts are closely spaced if they are 1,000-feet or less from center to center.
Roundabout sidepaths are designed with the expectation that bicyclists will travel in a unidirectional manner
(i.e., one-way bicycle travel in the same direction as traffic flow on that side of the roadway) and do not connect
to shared-use paths. If bicyclists choose to leave the roadway and enter the path, they must yield the right-of-
way to pedestrians. If bicyclists stay on the roadway they are expected to position themselves near the middle of
the travel lane to circulate around the roundabout.
The roundabout splitter islands provide pedestrian refuge and pedestrian crossings. At roundabouts with high
traffic volumes, or where pedestrian or bicyclist volumes are high, consider accommodating both users by
enhancing the pedestrian crossings with features such as:
- 6-inch white crosswalk marking next to colored concrete (Wisconsin MUTCD (WMUTCD), 3B.18,
3G.01, 7C.02)
- Colored concrete with 6-inch wide patterned borders with white crosswalk markings, note main
walking surface is smooth
- Activated (push button or automatic detection) warning beacons (e.g. Rectangular Rapid Flashing
Beacon or pedestrian hybrid beacon)
30.5.13.1 Bike Ramp Entrance and Bike Ramp Exit Design Guidance
End the on-road bicycle accommodations approximately 75 to 150 feet upstream of the yield line and allow the
bicyclist an opportunity to leave the roadway by way of a bicycle exit ramp. More distance is needed when a
right turn bypass lane is provided. The bike ramp exit should have relatively flat angles as shown so that
bicyclists are not directed into the path of pedestrians. The bike ramp entrance should have relatively flat angles
as shown so that bicyclists are not directed into the travel lane of motorized vehicles. The bike entrance ramp
should not be directed parallel to the bike lane.
The location of bike ramps and driveway aprons need to be spaced as not to conflict with each other. It is not
typical for bicyclists and is a last resort to leave or re-enter the roadway by way of a driveway apron.
Design the bike ramps 4 feet wide between the roadway and the multi-use path such that they angle up (25 to
35 degrees) to the path where the bicycles exit the roadway, Figure 30.11. Angle down (25 to 35 degrees)
toward the roadway where the bicycles re-enter the roadway, Figure 30.11.
Figure 30.11 Bike Ramp Entrance and Exit
30.5.13.2 Pedestrian Facilities, Shared-Use Paths, and Roundabout Sidepaths

Isolated roundabouts and roundabouts in a series that are closely spaced, which is defined as a distance of
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1000’ or less between the centers of any two consecutive roundabouts, have design criteria that is different than
other at-grade intersections. The following procedures include design guidance for these facilities near and
between roundabouts. See FDM 11-46-5 for additional information on Pedestrian Facilities. See FDM 11-46-15
and Wisconsin Bicycle Facility Design Handbook for additional information on typical shared use paths. See
FDM 11-46-1 on providing bicycle and pedestrian accommodations on projects.
In most urban and suburban areas sidewalks on both sides of the roadway are common and expected. These
sidewalks lead up to and transition into roundabout side path as these facilities approach a roundabout. This
typically is a 5 ft sidewalk and a 5 ft terrace, or if there are trees planted in the terrace the minimum terrace
width is 6-foot wide minimum.
When an existing or proposed sidewalk approaches either end of a roundabout, provide at least an 8-foot-wide
roundabout side path with a terrace when sidepath use is anticipated to be low or medium around and between
the roundabout(s). The width of the sidepath (and terrace) remains consistent through the roundabout(s). When
the sidepath use is anticipated to be high (frequent passing of users), install a 10-foot-wide sidepath with a
terrace. There are many reasons to anticipate high use such as parks close by, elementary and high schools,
universities, gas/convenience stores, restaurants, etc.
In an outlying district or rural area, there may be locations with on-road bicycle accommodations but without
sidewalks (existing or proposed) (see FDM 11-46-1.3.1.4). In this case, 6-foot wide roundabout sidepaths are
appropriate. Work with the regional bike and pedestrian coordinator to determine the appropriate widths.
When a shared-use path approaches the roundabout carry the shared-use path around the roundabout. The
typical width is 10 feet with a 5 ft. terrace, or if there are trees planted in the terrace the minimum terrace width is
6-foot wide minimum.
For a series of closely spaced roundabouts, extend the roundabout side path or shared use path from the first
bicycle exit ramp to the last bicycle entrance ramp, for the bicyclist to leave the roadway and travel through all
roundabouts on the roundabout sidepath. Do not provide entrance ramps for bicyclists to re-enter the roadway
between closely spaced roundabouts (1,000 feet or less between roundabout centers). However, provide exit
ramps from the roadway to the sidepath prior to the approaching roundabout.
When the distance between any two roundabouts is greater than 1,000 feet, center to center, then the
roundabout side path may be discontinued beyond the last roundabout. Provide entrance ramps for bicyclists to
re-enter the roadway downstream from each roundabout as well as exit ramps from the roadway to the
sidepath. Provide sidewalk(s) between the roundabouts if there is sidewalk on the roundabout approaches (see
FDM 11-46).
A roundabout sidepath might not be built during the initial construction if the location meets the criteria under
FDM 11-46-1. If a roundabout sidepath around a roundabout is not installed with the initial roundabout
construction, it is important to construct the appropriate platform by grading for future facilities (e.g in rural or
outlaying area 5-foot terrace and a 6-foot width for the roundabout sidepath around the roundabout) and provide
pedestrian crossings in the splitter islands. Maintenance may not be required until the perimeter facilities are
installed.
30.5.13.3 Roadway Width, Clear Roadway Width of Bridges, and Underpasses between Closely Spaced
Roundabouts
At a minimum, multi-lane roadways with a raised curb median between opposing roadways and between closely
spaced roundabouts require a 2-foot median shoulder, two or more 12-foot lanes, and a 4-foot minimum outside
shoulder, a 5-foot terrace adjacent to a shared-use path or roundabout sidepath. If there are trees planted in the
terrace the minimum terrace width is 6-foot wide.
At a minimum, single lane roadways with a raised curb median between opposing roadways and between
closely spaced roundabouts require 19 feet minimum from curb face to curb face. This typically allows for a 2-
foot median shoulder, one 12-foot lane and a 5-foot minimum shoulder on the outside, followed by a 5-foot
terrace and either a roundabout sidepath or a shared-use path. If there are trees planted in the terrace the
minimum terrace width is 6-foot wide. A single lane roadway between opposing roadways and between closely
spaced roundabouts without a raised curb median requires a minimum 32 feet from curb face to curb face.
If there is an overpass structure between two closely spaced roundabouts (1,000 feet or less between
roundabout centers), and a roundabout sidepath is provided around the outside of the roundabouts, then the
roundabout sidepath is at least 2 ft wider on the structure (Figure 30.12). A roundabout sidepath will typically not
have a barrier wall separating the path from the roadway. Vehicle travel speeds between closely spaced
roundabouts is considered a low speed environment (40 mph or less) and bicycle travel is expected to be
unidirectional thus barrier walls between the roadway and path are not required. When there is a barrier
proposed between the roadway and a roundabout sidepath, the sidepath is level with the roadway (not a raised
sidewalk). See Figure 30.12 and FDM 11-35-1.6 and FDM 11-35 Attachment 1.1 pages 1 and 2. Section B-B
shows a section view of a raised curb roundabout sidepath. A barrier between the roadway and roundabout
sidepath is unique and maybe a provision requested that requires WisDOT approval, including the regional
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bicycle and pedestrian coordinator.

When a shared-use path is provided around the outside of roundabouts, the shared-use path design criteria on
structures are followed. See FDM 11-46-15, FDM 11-35 Attachment 1.1 pages 1 and 2. Section B-B shows a
section view of a raised curb shared-use path, and Section C-C shows a section view of the barrier wall
between the roadway and the path. See FDM 11-35-1.6.3 for required separation distance between outside
travel lane and front face of barrier wall to determine the minimum barrier wall height.
The roadway and structure width will depend on the median width, lane width, number of lanes, shoulder width,
and path width requirements.
For the STH system, the WisDOT minimum roadway width and clear roadway width of bridge from curb face to
curb face, between two closely spaced roundabouts that are less than 1,000 feet apart, is:
- 2 lane divided (each side) - 2’ median shoulder, 12’ lane, 5’ outside shoulder = 19’.
- 2 lane undivided - 4’ shoulder width, + 12’ lane +12’ lane + 4’ shoulder width = 32’, independent of
ADT.
- 4 lane divided (each side) - 2’ median shoulder, + 12’ inside lane, + 12’ outside lane, + 4’ shoulder =
30’.
- 4 lane undivided - 4’ shoulder, 12’ outside lane, + 12’ inside lane +12 inside lane, + 12’ outside lane, +
4’ shoulder = 56’.
- 6 lane divided (each side) - 2’ median shoulder, + 2 inside lanes at 12’, + 12’ outside lane, + 4’
shoulder = 42’
The above widths provide a minimum roadway width between closely spaced roundabouts.
To reduce structure width, the designer should consider a narrow-raised median between the splitter islands. A
4-foot raised curb median face to face will provide an 8-foot median measured from flange line to flange line with
2-foot gutters just off the end of the structure. The distance between roundabouts should be sufficient to allow
for any curved curb and gutter portion that is formed at the ends of the splitter islands to remain off the structure.
The tangent narrow section in the middle between splitter islands could be 4-foot-wide face to face providing
there are no signs or other road side elements in that area.
Under structures the roundabout sidepath and terrace widths are consistently provided through and between the
roundabouts. If there will be road signs, power poles, light poles or other fixtures installed along the roadside
then provide at least a 5-foot-wide terrace between the curb face at the outside of the shoulder and the front of
the path. The cross-section under the structure provides at least the median shoulder width, lane width(s),
outside shoulder width and path width plus 2 ft. if no obstructions are in the terrace. Follow shared-use path
design criteria for under structures.
The above minimum roadway widths between closely spaced roundabouts are not appropriate for rural highway
applications or where the distance between consecutive roundabouts is greater than 1000 feet. If existing or
proposed sidewalk approaches between consecutive roundabouts are not closely spaced (i.e. greater than 1,000-
feet between roundabout centers), provide roundabout sidepath(s) around the roundabout(s) but not between
them - provide bike and pedestrian accommodations see FDM 11-46-1.
The roadway between the roundabouts transitions to a cross-section roadway width and clear roadway width of
bridges based on the design class of the roadway (see FDM 11-15-1, FDM 11-20-1, FDM 11-35-1.2, and FDM
11-46-1).
If bike or pedestrian facilities are omitted around or between roundabouts, discuss with the regional bicycle and
pedestrian coordinator the need to provide an 8-foot roundabout sidepath on or under the structure. Structures
have a longer life-span and even if a roundabout sidepath is not immediately included on a structure it is
necessary to consider constructing a wider substructure to allow widening of the superstructure in the future to
accommodate a roundabout sidepath. In such cases, the pedestrian refuge in the splitter islands should still be
constructed.
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Figure 30.12 Roundabout Sidepath
30.5.14 Splitter Islands

For WisDOT roundabout projects crosswalk alignment is not optional as shown on NCHRP 672 Exhibit 6-66.
The angled crosswalk produces shorter perpendicular crossing paths and discourages bicyclists from crossing
without stopping in the refuge area.
The splitter island lower minimum width within the pedestrian refuge area is 6 feet, typically it is 8 feet, (face of
curb to face of curb). The lower minimum crosswalk width in the splitter island is 7 feet, typically it is 10 feet. See
NCHRP 672, Exhibit 6-12 except design the curbing to have a continuous gutter through the crosswalk as shown
on Figure 30.13.
In general, locate the pedestrian crossing one car length or approximately 20-25 feet upstream from the yield
line (WMUTCD, Figure 3C-1). FDM 11-26-30.5 provides additional guidance on pedestrian crossing placement
and design. This helps to reduce decision-making problems for drivers and avoids creating a queue of vehicles
waiting to enter the roundabout. However, for pedestrian safety the crossing should not be located too far back
from the yield line such that entering vehicle speeds are insufficiently reduced or exiting vehicles are
accelerating. It may be appropriate to design the pedestrian crossing at two or three car lengths from the yield
line on some multilane entries. Make the crossing perpendicular to the direction of traffic on multilane entrances
and exits to minimize pedestrian travel and exposure time as shown on Figure 30.13. On single-lane
roundabouts it may be appropriate to provide a crosswalk straight through the splitter island (See NCHRP 672,
Exhibit 6-66).
Splitter islands can be crowned upward with a slope toward the center of the island area using between a 4
percent slope to as much as a 6:1 slope. This improves visibility of the splitter island for rural conditions. The
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maximum overall height above the top of the curb within the splitter island area should be approximately 18
inches from top of curb to the top of any concrete/asphaltic surface. Some islands may become quite wide near
the circulating roadway however limit the height to 18 inches. The approach nose separating the entering traffic
and the exiting traffic shall be a Concrete Median Sloped Nose, Type 1. This splitter island nose should be 6-
foot face-to-face where the R4-7 (KEEP RIGHT) sign is located. The other noses at the edge of the circulatory
roadway and the splitter island shall be Concrete Median Sloped Nose, Type 2. Both nose types are shown in
SDD 11B2. Where there is a divided highway approaching the roundabout the approach nose is eliminated.
For additional information, see NCHRP 672, §6.4.1.
Figure 30.13 Typical Splitter Island
30.5.15 Intersection Sight Distance (ISD) and Length of Conflicting Leg of Sight Triangle
See NCHRP Report 672 starting on page 6-63 for guidance on Intersection Sight Distance (ISD) for roundabout
approaches. The basis for ISD in NCHRP Report 672 is providing the critical headway time gap (tc) for entering
the roundabout. The critical headway time gap (tc) for entering the roundabout is based on the amount of time
required for a vehicle to safely enter the conflicting stream. If the perceived available headway time gap is less
than tc then most drivers will slow down or stop and wait for an acceptable gap. The critical headway time gap
will possibly change over time. WisDOT has revised this time gap per FDM 11-26-20.4.5 however at this time
WisDOT will use the critical headway time gap (tc) equal to 5 seconds as stated in NCHRP Report 672 for
intersection sight distance. This is less than the 6.5 second required by the 2000 FHWA Roundabout Guide, but
greater than the previous FDM requirement of 4.5 seconds. Table 30.7 shows computed distance for various
speeds based on a critical headway time gap (tc) = 5.0.
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Table 30.7 Roundabout Intersection Sight Distance
Conflicting Approach Speed

* Computed Distance (ft) for tc = 5.0s
(mph)
10 74
15 110
20 147
25 184
30 221
*distance in feet = speed (mph) multiplied by time (seconds) multiplied by a factor of 1.468.
The “clear sight window” requirements for critical headway time gap (tc) are shown on Exhibit 6-58 of NCHRP
Report 672. Use an eye height above the roadway surface of 3.5 feet for passenger cars and 7.6 feet for trucks
in establishing sight lines through a clear sight window. Use an object height above the roadway surface of 3.5
feet.
Figure 30.14a shows “Normal ISD” for a roundabout approach; Figure 30.14b shows “Minimum ISD” for a
roundabout approach. Use the following guidance when designing the ISD “clear sight window” for a roundabout
approach:
- [Normal ISD & Minimum ISD - driver’s eye position on approach] Set the initial position of the
driver’s eye at 50 feet behind the yield line, as depicted on Exhibit 6-58 of NCHRP Report 672, and as
shown in Figure 30.14a and b or the vehicle approaching on Leg 2.
- [Normal ISD & Minimum ISD - to circulating roadway] Provide ISD based on [tc=5.0 seconds x
“circulating speed X factor”] for the circulating stream distance d2, as depicted on Exhibit 6-58 of
NCHRP Report 672, and shown on Figure 30.14a and b as the distance from point 2 to point 4. For
example, if the circulating speed is 20 mph, the distance between point 2 and point 4, per Table 30.7,
is 147 feet.
- [Normal ISD - to adjacent leg to the left] Provide ISD based on [tc=5.0 seconds x “fastest path
speed X factor”] for the entering stream distance d1, as depicted on Exhibit 6-58 of NCHRP Report
672, and shown on Figure 30.14a as the distance from point 1 to point 4. For example, if the “fastest
path speed” is 25 mph, the distance between point 1 and point 4, per Table 30.7, is 184 feet.
- [Minimum ISD - to adjacent leg to the left] It may not be possible to provide “Normal ISD” at some
approaches because of a sight obstruction whose removal would cause unacceptable impacts. For
these locations, provide ISD to at least 50-feet behind the yield line of the adjacent leg to the left - as
shown on Figure 30.14b. The resulting reduced entering stream distance d3 from point 3 to point 4 is
less than [tc=5.0 seconds x “fastest path speed X factor”]. However, it is unlikely that all vehicles will be
traveling at the “fastest path speed” between points 3 and 4 because some drivers will slow down or
stop behind the yield line if there is an unacceptable gap.
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Legend
d1 Entering Stream Distance
d2 Circulating Stream Distance
d3 Reduced Entering Stream Distance starting at least 50-feet behind the Leg 1 yield line
ISD Clear Sight Window for vehicle on Leg 2
Figure 30.14 Example of Roundabout ISD Clear Sight Window

(Leg 2 ISD shown - other legs are similar)
Designer experience and judgment is needed to balance the impacts where ISD is severely restricted or where
excess ISD is available. More is not better when it comes to Intersection Sight Distance for roundabouts.
Research on sight distance has determined that excessive intersection sight distance results in a higher
frequency of crashes because excessive forward visibility at entry or visibility between adjacent entries can
result in approach and greater typical entry speeds for intersection geometry.
Consider limiting visibility using selective landscaping. This refers to landscaping or a visual block down the side
road or median to restrict visibility between adjacent entries, as well as the forward visibility through the central
island. Limiting visibility in this way helps encourage drivers to slow down on the roundabout approach, which
provides a safer environment for both drivers and pedestrians.
Forward visibility for the driver entering to have sight of the circulatory roadway ahead of the driver’s entering
path can also be checked but is generally accounted for by ensuring sight to the left of circulating vehicle
upstream (see Figure 30.14b for vehicle along path d2).
30.5.16 Angles of Visibility
The intersection angle between consecutive entries must not be overly acute in order to allow drivers to
comfortably turn their heads to the left to view oncoming traffic from the immediate upstream entry. The
intersection angle between consecutive entries, and the angle of visibility to the left for all entries, should
conform to the same design guidelines as for conventional intersections. Based on guidance for designing for
older drivers and pedestrians, the recommended angle for visibility to the left at entry is 90° ±15°. NCHRP 672
Exhibit 6-62 illustrates an example of a visibility angle for a roundabout entry at a ramp terminal.
Designers should also be aware of the visibility angle for conditions when the entering traffic does not yield, i.e.
drivers looking left upstream of the yield line when not needing to yield or stop, a common condition for off-peak
traffic conditions. The view to the left is then executed when the driver is well upstream of the roundabout entry
unlike what NCHRP 672 Exhibit 6-62 shows. Thus, visibility angles must also be checked for non-yielding
driving conditions from a distance upstream of the point of entry. The designer is cautioned not to provide
generous sight to the left as this can contribute to failure to yield conflicts and collisions.
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30.5.17 Right Turn Lanes

Right turn lanes should only be used when capacity needs dictate or when other geometric layouts fail to
provide acceptable traffic operations or accommodations for the design vehicle. The decision to use right turn
lanes should consider pedestrian and right-of-way constraints. Choosing the proper alternative is dictated by the
volume of right turns and the available space. See NCHRP 672, §6.8.6 for additional information.
Three alternatives exist to provide for heavy right turn demand:
30.5.17.1 Free Flow Right Turn Lane (Figure 30.15 and NCHRP 672 Exhibit 6-72)
Free flow bypass lanes allow vehicles to bypass the roundabout and then merge into the exiting stream of
traffic. A high right-turn demand when coupled with other approaching traffic may indicate the need for a full
bypass lane to avoid a wider, faster entry. Roadway right-turn free-flow lanes are not recommended for
pedestrians and bicyclists and should be avoided, if possible, in high pedestrian/bike use areas. If free flow right
turn lanes are used keep vehicle speeds slow by using a small right turn radius.
30.5.17.2 Partial Bypass Right Turn Lane (Figure 30.15b or c and NCHRP 672 Exhibit 6-73)
A partial bypass lane with a curbed vane island requires approaching vehicles to yield to traffic leaving the
adjacent exit. This alternative ‘snags’ the right turner from making a through movement while preserving good
sight to the left for circulating/exiting traffic. Generally, an intersection angle of 70 degrees or higher is typical.
Dual partial right turn bypass lanes with a curbed vane island may also be an appropriate alternative to
accommodate heavy right turn demand, especially at interchange ramp terminals. Dual partial bypass lanes
maybe problematic for pedestrians and should only be used at locations where there is not a crosswalk near the
exit receiving the dual right turning vehicles. Pedestrians may have a hard time seeing a vehicle turning right
from the left lane of the dual right turn entry.
When designing dual partial right turns, special attention is required to ensure that vehicles in both right turning
lanes have adequate sight of vehicles in the circulatory roadway. Speed of vehicles in the right turn lanes also
need to be well controlled. Use a smaller entry radius to help reinforce that vehicles exiting the roundabout have
the right of way. This will also minimize the potential for rear end crashes associated with larger right turn radii.
Like the guidance provided for a Case 1 design, allow the design vehicle to encroach into adjacent lanes on the
entry and exit while making the right turn.
30.5.17.3 Exclusive Right Turn Lane (Figure 30.15a and NCHRP 672 Exhibit 6-74)
Exclusive right turn lanes with or without a painted gore help to keep the overall roundabout layout compact
while accommodating the heavy right turning movement. An exclusive right turn lane should be ‘snagged’ from
making a through movement while preserving good sight to the left for circulating/exiting traffic.
(a) No Bypass Lane - (b) Partial Bypass Lane - (c) Dual Partial Bypass Lane -
SB Movement SB Movement SB Movement
Figure 30.15 Right Turn Bypass Lanes
(See also NCHRP 672 Exhibit 6-74)
30.5.18 Vehicle Path Overlap and Methods to Avoid Path Overlap

Designing multilane roundabouts is significantly more complex than single-lane roundabouts due to the
additional conflicts present with multiple traffic streams entering, circulating and exiting the roundabout in
adjacent lanes. The natural path of a vehicle is the path it will take based on the speed and orientation imposed
by the roundabout geometry. While the fastest path assumes a vehicle will intentionally cut across the lane
markings to maximize speed, the natural path assumes there are other vehicles present and all vehicles will
attempt to stay within the proper lane.
Designers should determine the natural path by assuming the vehicles stay within their lane up to the yield
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point. At the yield point, the vehicle will maintain its natural trajectory into the circulatory roadway. The vehicle
will then continue into the circulatory roadway and exit with no sudden changes in curvature or speed. If the
roundabout geometry tends to lead vehicles into the wrong lane, this can result in operational or safety
deficiencies.
Path overlap occurs when the natural paths of vehicles in adjacent lanes overlap or cross one another. It occurs
most commonly at entries, where the geometry of the right-hand lane tends to lead vehicles into the left-hand
circulatory lane. However, vehicle path overlap can also occur at exits, where the exit geometry or pavement
marking of the exit tends to lead vehicles from the left-hand lane into the right-hand exit lane. Figure 30.16
illustrates an example of entry path overlap at a multilane roundabout where the left lane geometry directs the
approaching vehicle into the central island, while the right lane geometry directs the approaching vehicle toward
the inside circulatory lane, thus creating entry path overlap.
Figure 30.16 Entry Path Overlap
30.5.18.1 Method for Checking Path Overlap

Figure 30.17 provides a method for checking entry and exit path overlap. To avoid path, overlap the typical
tangent length is 40-ft to 50-ft or two car lengths for the entry path tangent and 40-ft and greater for exit path
tangent. The minimum tangent length to avoid entry and exit path overlap is 26-ft or one car length.
As a rule of thumb path overlap can be avoided if there is typically 5 feet between the face of the central island
curb and the extension of the face of curb on the splitter island, see Figure 30.17.
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Figure 30.17 Method for checking path overlap
30.5.18.2 Design Method to Avoid Path Overlap

Figure 30.18 shows the preferred method to avoid path overlap in multilane entries. Start with an inner entry
curve designed so when the edge of the splitter island curve is extended across the circulatory roadway the line
is tangent to the central island as shown. Once the lane geometry is determined to avoid path overlap then
design the adjacent lane(s). The small radius entry curve will vary depending on the approach geometry and the
fastest speed path but will typically range from 65-110 feet. A large-radius (greater than 150 feet) curve is then
fitted between the entry curve and the outside edge of the circulatory roadway.
The primary objective of this design technique is to locate the entry curve at the optimal placement so that the
projection of the inside entry lane at the yield point forms a line tangent to the central island. This inner curve
design concept is essential for multilane design and is recommended for single lane entries as well. Figure
30.18 illustrates the result of proper entry design.
The location of the entry curve directly affects path overlap. If it 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
drivers accelerating to the yield point.
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Figure 30.18 Multilane Entry Design
30.5.19 Approach Design

The primary safety concern in high-speed context is clarity of the driving situation, that is, to make drivers aware
of the roundabout with ample distance to comfortably decelerate to the appropriate speed. Therefore, designs
should follow these principles:
- Provide the typical stopping sight distance of the entry point based on approach operating speed.
- Align approach roadways and set vertical profiles to make the central island conspicuous.
- Splitter islands should extend upstream of the yield line to the point at which entering drivers are
expected to begin decelerating - a minimum length of 200 feet is recommended.
- Approach curves should be gentle, become successively smaller and should be sized based on the
design speed and expected speed change.
- Tangents should be used between reverse curves.
- Use landscaping on extended splitter islands and roadside to create a tunnel effect.
- Provide illumination in transition to the roundabout.
- Use signs and pavement marking effectively to advise of the appropriate speed and path for drivers.
The consequences of an inconspicuous central island or splitter island is mainly loss of control crashes as
motorists unfamiliar with the roundabout are not given sufficient visual information to elicit a change in speed
and path. See Figure 30.19.
30.5.19.1 Low Volume, Non-STH Side Road Approaches
For an intersection having non-STH side road approaches with low traffic volumes, a reduction in roundabout
approach construction length - including the splitter island length - may be appropriate if meeting all these side
road conditions:
- Design year AADT is less than 2,000
- Must be single-lane roundabout entry
- Existing side road intersection control is stop-controlled, as motorists are already conditioned to yield
to mainline traffic
- Typical stopping sight distance (SSD) is attained or exceeded at all approaches
- Pedestrians are not present at transitional and high-speed approaches (posted speed 45 mph and
greater)
If all the above conditions are met, continue evaluating the non-STH roundabout approaches based on post-
construction side road posted speeds and other considerations cited below.
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Where side road roundabout approaches have posted speeds 45 mph and higher, provide a combination of
alignment deflection or offset and non-superelevated curvature that spans the deceleration distance from the
entry. This will produce gradual deceleration to avoid forcing all the reduction in speed to be completed through
the curvature at the roundabout. The length of roundabout splitter island should be minimum 200 feet as
explained in the FHWA Roundabout Guide [4]. Always verify that the side road approach and entry condition,
including the roundabout splitter island, provide deflection per the design principles of FDM 11-26-30.5 to safely
and effectively slow traffic.
Where side road roundabout approaches have posted speeds 40 mph and lower, use a lower minimum 50-foot
raised splitter island (typical 100-foot) length to alert drivers of the upcoming roundabout as described in NCHRP
672 [2]. A splitter island also provides refuge for crossing pedestrians and needs to be long enough to contain
the pedestrians. Always verify that the side road approach and entry condition, including the roundabout splitter
island, provide deflection per the design principles of FDM 11-26-30.5 to safely and effectively slow traffic.
During preliminary design, consider whether any major development is planned along the side road. Any
significant development may result in additional trips and more unfamiliar drivers. Field running speed
assessments may be used to ascertain current side road speed conditions and determine prudent splitter length
selection. Additionally, assess current access locations along with the real estate, environmental and utility
impacts with the selected side road approach lengths. Document all findings in the DSR, including any known
future local land development plans and whether access control is planned along the side road.
For non-STH roundabout approaches with medium and high traffic volumes (greater than 2,000 AADT) or with
high-speed STH mainline roundabout approaches, apply the high-speed roundabout approach design principles
as prescribed under FDM 11-26-30.5.19, FDM 11-26-30.5.20 and Figure 30.19.
30.5.20 Vertical Design
Super elevation of curves on approaches to roundabouts is counterproductive to the objective of transitional
speed reduction. Design super elevation on approaches based on the low-speed urban street criteria outlined in
FDM 11-10-5.3.2. Speed for the curve being designed is based on its distance from the yield line and the
deceleration length determined from AASTHO Figure 2-25.
Example: For a posted speed of 55 mph with deceleration to 0 mph, the distance is approximately 410 feet.
Curves prior to 410 feet should be designed for 55 mph; curves within 410 feet should be based on a prorated
estimated speed based on distance from the yield line.
30.5.20.1 Approaches/Departures (Intersection Legs)
The most critical vertical design area of the roundabout is the portion of roadway from the approach end of the
splitter island to the circulatory roadway. This area requires special attention by the designer to ensure that the
user can safely enter the circulatory roadway, especially for OSOW vehicles. This area usually requires
pavement warping or cross-slope transitions to provide an appropriate cross-slope transition rate through the
entire transition area and within the circulatory roadway.
Entry grade profiles (approximately 2 car lengths from the ICD) are not to exceed 3%, with 2% being the typical
maximum. It is typical to match the exit grades and the entry grades. Adjustments to the circulatory roadway
cross-slope may be required to meet these criteria but should be balanced with the effects on the circulatory
roadway.
30.5.20.2 Circulatory Roadway
Roundabouts typically should be constructed on relatively flat or rolling terrain with an approach grade that is
typically less than 3%, but not greater than 5%. Grades approaching 4% and steeper terrain may require greater
transitions to provide an appropriate grade through the intersection. The profile grades along the central island
should generally not exceed 4%, (typically 3% or less).
- Single-lane Roundabout - crown the roundabout circulating roadway with a 2% cross-slope with
approximately 2/3 width sloping toward the central island and 1/3 width sloping outward.
- Multilane Roundabout - Same crown guidance applies where possible. However, when considering
factors such as paver screed width, contraction joint location for concrete pavement, pavement
marking location, and the total width of the circulatory roadway, it may be a challenge to comply with
the 2/3 sloping inward and 1/3 sloping outward. Therefore, another alternative (independent of
material type) on dual lane roundabouts is to slope the inside lane, or left lane, toward the central
island and slope the outside lane (typically wider lane) to the outside. This alternative will allow the
contraction join on concrete pavement to generally coincide with the lane line pavement marking and
allow asphalt pavement roundabouts to be similar in design. On triple lane roundabouts, it may be
possible to slope the two inside lanes toward the central island and slope the outside lane to the
outside.
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The crown vertical design feature provides good drivability, keeps water from draining across the circulating
roadway which is particularly important in a northern climate with freeze-thaw cycles, and provides a smooth
transition in/out of the approaches and departures. This ‘crown’ also reduces the probability of load shifting or
truck over turning.
The preferred truck apron slope is between one and two percent toward the circulatory roadway. Greater than
one percent slope should not be used on OSOW routes. However, it may vary between 1 and 2 percent when
justified on other routes.
30.5.21 Curbing
30.5.21.1 Approach Curbs
Low speed approaches should incorporate 6-inch vertical face curbs, on both sides of the roadway. The
purpose of the vertical face curbs is to control the fastest speed paths at the roundabout entrances and exits.
On the OSOW a 4-inch mountable curb and gutter may be used in limited situations to better accommodate
truck tires that may have to go over the curb or the splitter island. Refer to FDM 11-26-30.5.4 and FDM 11-26-
30.5.6 for suitable curb type along the outside and FDM 11-26-30.5.21.2 for curb type adjacent to the truck
apron.
High speed approaches to roundabouts usually occur where there is a rural cross-section. This rural cross-
section for undivided highways will have shoulders without curb on the outside. When the highway is divided
there will be shoulders on the inside, sometimes with sloped curbs, the outside will have shoulders typically
without curb leading up to the roundabout. High speed approach design will require a transition section to the
roundabout where the shoulders will narrow, and vertical curb will be introduced. See Figure 30.19 for an
example of the high-speed approach layout.
In rural areas, the pavement marked gore and the curbs serve to alert the driver approaching a roundabout of
the changing conditions and that a speed reduction is expected. Driver awareness that conditions are changing
is accomplished through a combination of roadway curvature, channelization, lighting, landscaping, and signing.
Figure 30.19 shows the layout of the gore area for the beginning of the splitter island and the curb and gutter
layout as the driver approaches the yield line. The pavement marked gore area transitions into a raised curb
median nose (Type 1) followed by a 4-inch sloping curb and gutter for a short distance. The curb transitions in
two ways as it approaches the roundabout. At the nose, the curb face is offset 4 to 6 feet from the driving lane or
has a 4 to 6-foot shoulder on the left side of the approach. The shoulder narrows (according to the minimum
shifting taper shown in FDM 11-25 Attachment 2.2 as the vehicle is anticipated to decelerate to 40 mph. When
the vehicle speed is anticipated to be 40 mph the 4-inch sloped curb and gutter transitions into a 6-inch vertical
curb and gutter. Both curb and gutter types should have a 24-inch gutter, therefore the flow line and gutter
flange are consistent. Total curb length starting from the yield line should be the deceleration distance required
to reduce from the approach speed to the fastest path design speed (R1).
Example: The posted speed is 55 mph and decelerating to approximately 20 mph produces a total raised curb
length distance of approximately 350 feet for the splitter island side of the roadway. Approximately 250 feet of
that 350 feet is 4-inch sloped face curb and gutter and approximately 100 feet is 6-inch vertical face curb and
gutter (may be 6-inch sloped face on OSOW network, or 4-inch sloped in limited situations). At a posted speed
of 40 mph and decelerating to 20 mph produces a total raised curb length of approximately 200 feet and all of
the length is 6-inch vertical face curb and gutter (may be 6-inch sloped face on OSOW network, or 4-inch sloped
in limited situations). Deceleration distance guidance can be found in the 2011 AASHTO GDHS, Exhibit 2-25,
page 2-35. Use the posted speed as the AASHTO design speed. Differing approach conditions may produce
different deceleration distances.
For the roundabout approach, the minimum length of vertical face curb on the right side of the travel way should
be the greater of; 25 feet prior to the bike ramp or 100 feet prior to the yield line (may be 6-inch sloped face on
OSOW-TR or 4-inch sloped). The vertical face curb installation will enforce the fastest speed path geometry.
The curb on the right side at the exit from the roundabout needs to be long enough to control exit speed and
generally should be the greater of: 25 feet past the bike ramp or 100 feet past the exit measured from the ICD.
Consider drainage in the area of the curb/gutter by providing a flume or inlet structure.
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Figure 30.19 High-Speed Roundabout Approach
30.5.21.2 Curb and Gutter Separating the Circulatory Roadway from the Truck Apron
Use Type R or T curb and gutter, 4-inch sloped, between the circulating roadway and the truck apron shown in
SDD 8D1. Use a Type T inlet casting on the drainage structure, as shown in SDD 8A5. This curb and gutter is
gentle to large truck tires but should be unfriendly for SUVs and autos to traverse. When the circulatory roadway
is concrete it shall be tied to the gutter flange with tie-bars, but not to the truck apron. When the circulatory
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roadway is asphalt, the apron shall be tied to the back of curb with tie-bars. See FDM 14-10-35 for pavement
related topics.
30.5.21.3 Curb at the Inside of the Truck Apron or Edge nearest the Central Island
This curb shall be a reverse-slope 18-inch curb and gutter. The adjacent pavement will be a concrete truck
apron. There may be situations when this inside curb could be deleted, but this is rare and should be addressed
in the DSR.
30.5.22 Spirals
A spiral system involves a series of lane gains and lane drops around the circulatory roadway to lead drivers
into the appropriate lane for their desired exit. Spirals guide drivers that enter the roundabout on the inside lane
to shift to the outside lane at the appropriate location within the circulatory roadway to exit from the outside lane,
unless there are dual lefts then the two inside lanes could be shifted. The spiral is designed to prevent vehicles
from becoming trapped on the inside lane and then drivers making a quick lane change to exit all while
maximizing the use of the circulating space and reducing potential conflicts between adjacent vehicles. Spirals
can also accommodate for heavily biased turning movements. Spirals should only be considered where the
circulatory roadway has sufficient width to provide two or more lanes of traffic and where the geometry and
traffic volumes are determined to warrant the use of spirals. Circulatory roadway spirals require considerable
engineering judgment to design and locate properly, although they are intended to guide drivers, they may be
confusing to properly understand and not always intuitive to the driver. Small compact two-lane circles do not
function as well with spiral designs because the lengths of arcs are too short to guide drivers to ‘spiral out’. In
such cases speed reduction occurs in the circulatory roadway where the spiral often begins. Drivers are more
likely to turn tight across the spiral rather than follow it to the next outside lane. Spirals can be very effective on
larger circles where the spiraling curves are longer, intuitive to drivers and more easily detectable.
A spiral should be developed from the central island by curb and gutter until a full lane width is available.
Observations of previously installed spiral crosshatch pavement markings without a ‘hard surface’ indicate that
some drivers ignore the pavement markings, which increases the potential for vehicle conflict in the circulatory
roadway.
An example of a curbed spiral is shown in Figure 30.20. This spiral is used to shift the westbound left turn to the
outside lane. The spiral is used because the southbound exit is only a single lane exit and the southbound
entrance allows dual left turns. To exit without conflict, the westbound left turn needs to be spiraled to the
outside lane. Without the spiral, the left turn would be trapped on the inside lane and would do a U-turn or have
to crossover lanes.
Figure 30.20 Spiral
30.5.23 Entry Angle, phi

Phi is not discussed in detail in NCHRP 672. This angle is not a controlling design parameter but instead a
gauge of sight to the left and ease of entry to the right. This affects both capacity and safety at the intersection.
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The typical range for the Phi angle is between 20 and 30-degrees with 25-degrees or greater being the optimal,
although there are designs that operate safely and efficiently with a Phi angle as low as 16 degrees. Designers
may find it difficult to attain Phi angle values in the typical range, but provided that the fast path speeds are
relatively low, the Phi angle is not a controlling criterion.
There are three situations or design conditions in which Phi can be measured. They are:
𝑃𝑃ℎ𝑖𝑖
1. Condition 1: Phi = 2 where the distance between the left sides of an entry and the next exit are
2
NOT more than approximately 100 feet. In Condition 1, the acute angle is denoted as 2 PHI in which
the actual value must be divided by two to obtain Phi (see Figure 30.21, Method 1).
2. Condition 2: Phi = Phi if the distance between the left sides of an entry and the next exit are more
than approximately 100 feet (see Figure 30.22, Method 2).
3. Condition 3: Applicable when an adjacent exit does not exist, or an exit located at such a distance
or obtuse angle to render the circulatory roadway a dominating factor of an entry (such as in a “3-leg”
intersection). Used at “T” intersections or where the adjacent entrance and exit lane(s) are far apart
(see Figure 30.22, Method 2).
The two methods of measuring Phi are described below in Figure 30.21 and Figure 30.22.
Method 1 phi is measured by dividing the entry and exit radii into three segments. The midpoint of the lane for
each segment is best fit with a curve that extends to the face of curb of the splitter island extended. Begin line
(a-b) and (c-d) at the intersection of the best fit arc and face of curb of the splitter island extended. Line (a-b)
and (c-d) are then projected tangent from the best fit arc towards the circulating roadway, the angle formed by
the intersection of the two lines is twice the value of Phi see Figure 30.21.
Figure 30.21 Method 1 Phi Measurement
Method 2 Phi is measured by dividing the entry radii into three segments. The midpoint of the lane for each
segment is best fit with a curve that extends to the face of curb of the splitter island extended. Begin line (a-b) at
the intersection of the best fit arc and face of curb of the splitter island extended. Line (a-b) is then projected
tangent from the best fit arc towards the circulating roadway. Begin line (c-d) at the intersection of line (a-b) and
the arc located at the center of the circulating roadway. Line (c-d) is then projected tangent from the arc located
in the center of the circulating roadway. The angle formed by the intersection of (a-b) and (c-d) is Phi.
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Figure 30.22 Method 2 Phi Measurement
30.5.24 Clear Zone

Clear zone guidance for roundabout installations requires consideration of the approach speeds, fastest path
speeds, adjacent side slopes leading into and through the roundabout, and average daily traffic on the facility.
The guidance for the determination of clear zone is provided in the current AASHTO Roadside Design Manual
and FDM 11-15, Attachments 9 and 10.
The vehicle speed approaching an intersection and the speed allowed through an intersection, along with the
ADT and side slopes, will determined the required clear zone. A traffic signal-controlled intersection allows
vehicles to go through the intersection at the posted speed, does not require the vehicle to reduce speed as it
approaches the intersection, and therefore the clear zone is maintained through the intersection. A stop sign
controlled intersection located in a high speed rural condition will require less clear zone as the vehicle slows
down to stop. As the approaching vehicle reduces speed it may be appropriate and typical to reduce the
corresponding clear zone. The designer has the responsibility to balance the need for clear zone and right-of-
way acquisition.
The yield condition for a roundabout and the fastest path design speed approaching and traveling through the
roundabout are similar to the stop sign controlled intersection. The horizontal geometrics leading to and through
the roundabout intersection requires the vehicle to slow down leading to the approach and through the
roundabout. The approaching speed transition distance for a roundabout is determined by the posted highway
speed and the deceleration needed to enter the roundabout in accordance with the fastest speed path
calculation, R1 value. FDM 11-26-30.5.21.1 and Figure 30.19 show how to determine the roundabout approach
layout for high-speed highways. The design speed to use for clear zone around the perimeter of the roundabout
is the average of the entry speed (R1) and the circulating path speed (R2) values. The maximum average entry
speed (R1) and circulating speed (R2) for any type of roundabout is approximately 25-30 mph. The average fast
path, of approximately 25-30mph will produce a clear zone between 7 and 18 feet depending on ADT.
The exit ramps from an interchange are also considered to be low speed in close proximity of the approach to
the roundabout. In an urban environment, lateral clearance is typically used rather than clear zone to determine
the minimum distance to fixed objects such as power poles, light poles, fire hydrants, trees etc. In a rural
environment, it is typical to use a clear zone based on the design speed, ADT and slopes. The side slopes
adjacent to a roundabout are generally quite flat to accommodate a small terrace and a shared-use path around
the perimeter. When the shared-use path is not installed at the time of the roundabout the area should be
graded such that at some time in the future the path could be installed. The side slopes in the approach area
having an approach speed of 40mph or less and the perimeter of the roundabout, outside of the shared-use
path, should be 4:1 (recoverable slope) but may be steeper depending on meeting the clear zone requirement
and local impacts.
Central island clear zone is considered to be within a low speed environment therefore needs to meet the lateral
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clearance for urban streets, typically 2 feet back from the face of curb. Having stated this WisDOT believes
there are precautions, which are dependent upon the approach speed that need to factor into the central island
landscaping design. See FDM 11-26-40, for additional guidance on central island landscaping.
30.5.25 Coloring and Stamping Concrete
The truck apron shall be reddish colored, concrete conforming to Standard Spec 405.
For shared-use paths that are colored use a reddish colored concrete pavement. Colored pavement materials
are a community and designer agreed upon preference. Do not stamp pedestrian areas that will result in an
uneven surface as this may aggravate back injuries or violate other ADA considerations. Refer to TEOpS 3-2-3,
and WMUTCD Section 3B.18, for additional information on marking crosswalks and use of reflective materials.
The colored concrete pavement could be used for terrace areas and may be stamped, if not a walking surface,
but stamping must be specified in the special provisions. Colored or uncolored concrete in the terrace adjacent
to the corner radii where there is the possibility of truck off-tracking shall be 8-inch thickness or thicker (12-inch
thick truck aprons per FDM 11-26-30.5.4) depending on anticipated loading.
See FDM 14-10-35 for additional information relating to colored concrete, pavement design, tie bar location,
dowel bar location, contraction joint layout, and other pavement guidance.
30.6 Plan Preparation
30.6.1 Plan Preparation Considerations
The overall concept of roundabout plan preparation is similar to other intersection types (see example plan
sheets in FDM 11-26-50). The designer should provide the following plan information when designing
roundabouts. At a minimum, roundabout plans should include the following plan details:
- Layout details for any alignments utilized for the roundabout
- Layout details for any crosswalks and bike ramps if utilized
- Elevation at low points, high points, island noses, and 25-foot intervals within circulatory roadway
- Provide one 1” = 40’ scale plan sheet for each concrete roundabout in the plans (1” = 20’ scale is
preferred if it will fit on one sheet). Plan sheet will be used by the contractor to prepare the concrete
transverse joint details. This plan sheet must show all curb and gutter lines, longitudinal joint lines,
proposed pavement marking lane lines, surface utilities such as manhole covers, valve box covers,
and inlet covers in the concrete circulatory roadway and concrete truck apron.
- Storm sewer plans
- Landscaping and erosion control plans
- Permanent signing plans
- Lighting plans
- Pavement marking, and pavement marking-layout plans
30.6.2 Alignment Plans
When considering the location of alignments, the designer should consider their usefulness in generating cross-
sections, profiles, layout details, and ease of use during construction layout. Alignments along both flange lines
of the splitter islands are required. The designer should also consider additional alignments for the following
locations:
- Along the curb and gutter flange line located between the truck apron and the circulatory roadway
- Along the curb and gutter flange lines at locations where the width is varying from the main alignments
(usual from bike ramp to bike ramp)
- Along the curb and gutter flange lines for both sides of right turn bypass lanes
- Along the back of sidewalks or shared use paths where the distance from the back of curb varies
- On OSOW routes: Along the inside of the central island and along the back of additional pavement
placed outside the entry/exit curbs
30.6.3 Profile Information
The designer should consider placing profiles on all of the alignments mentioned above. Some general
guidelines for creation of the profiles are:
- It is ideal from a drivability and safety perspective to design and construct the circular component of
the roundabout in one plane (planar) with one low point and one high point around the circle.
- Once the circulatory roadway profile is established, the approach and exit leg profiles can be adjusted
to match the outside edge of the circulatory roadway.
- Varying of cross-slopes may be done on the circulating lane(s), but the variance from 2% should
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generally be minimized where possible except where OSOW profile and grading design governs (see
FDM 11-26-30.6.1). Varying of cross-slopes may require the approach and exit profiles to be modified.
- The designer should also complete a profile on the outside edges to verify a smooth transition from the
approach roadway, roundabout and exit roadway. The designer may have to adjust profiles or cross-
slopes on the approach, in the roundabout or on the roundabout exit if there are major kinks in the
profile.
30.6.4 Typical Sections
At a minimum, roundabout plans should include typical sections at the following:
- Approaches and exits to the roundabout
- Within the splitter island
- Within the central island
The plans should include a sufficient number of cross-sections through the roundabout to allow for accurate
construction of the roundabout.
30.99 References
[1] Roundabout Design Guidelines, Ourston Roundabout Engineering, page 36 and 37
[2] NCHRP 672, Roundabouts: An Informational Guide, Second Edition, December 2010
[3] Joint Roundabout Truck Study, Minnesota DOT and Wisconsin DOT, June 2012
[4] FHWA-RD-00-067, Roundabouts: An Informational Guide. FHWA, June 2000, p. 177
FDM 11-26-35 Signing and Pavement Marking August 15, 2019

35.1 Signing
The overall concept for roundabout signing is similar to general intersection signing. Proper regulatory control,
advance warning, and directional guidance are required to provide positive guidance to roadway users. Locate
signs where roadway users can easily see them when they need the information in advance of the condition.
Sign location should be checked so they are not in conflict with vehicle turning movements, the swept path of
vehicles with a long overhang, or vehicle navigation on the OSOW Truck Route. Signs should never obscure
pedestrians, motorcyclists or bicyclists. Signing needs differ for urban and rural applications and for different
categories of roundabouts. On connecting highways coordinate sign selection with the Region Traffic Section
and local agency to maintain consistency on the facility.
The signing and pavement marking can get complex on roundabout projects. To assist project managers and
contractors, the designer should use a minimum of 40 scale drawings for signing and pavement marking plan
sheets.
The Manual on Uniform Traffic Control Devices for Streets and Highways (MUTCD), the Wisconsin Manual on
Uniform Traffic Control Devices (WMUTCD), Wisconsin DOT Traffic Engineering, Operations and Safety Manual
(TEOpS) and appropriate sign plate details govern the design and placement of signs. To the extent possible,
this text follows the principles outlined in the 2009 MUTCD and the WMUTCD.
35.1.1 Regulatory Signs
Several regulatory signs are appropriate for roundabouts and are described below and shown in Figure 35.1.
1. Install a YIELD sign (R1-2) on both the left (in splitter island) and the right side of all approaches,
single lane and multilane entrances, to the roundabout. Attention should be given to ensure that the
left side YIELD sign and right-side YIELD sign are mounted at the same height. Place a note on the
signing plans directing the contractor to make sure the YIELD signs are at the same mounting height
(7’ - 3” ± to bottom of YIELD signs. During the first six months of operation of the roundabout, install
18” x 18” orange flags on top of the YIELD signs to emphasize the yield movement. Install a ONE
WAY sign, R6-2R, under the left side yield sign on all approaches, single and multilane entrances, to
the roundabout to establish the direction of traffic flow within the roundabout. Install a TO TRAFFIC
FROM LEFT sign, R1-54, under the right-side yield sign on all approaches, single and multilane
entrances, to the roundabout to reinforce the yielding required at a roundabout.
2. A chevron sign (series of 4 chevrons, R6-4b) shall be used in the central island opposite the entrances
in combination with the ONE WAY sign (R6-1R). The mounting height to the bottom of the Chevron
sign is 48-inches, measured from the surface of the truck apron to the bottom of sign. Specify the four
(4) foot mounting height from the surface of the truck apron in the Miscellaneous Quantities.
3. Install a ONE WAY sign, R6-1R, in the central island opposite each entrance and mounted above the
chevron sign (R6-4b) to emphasize the direction of travel within the circulatory roadway.
4. Install a KEEP RIGHT sign (R4-7) at the nose of raised curb splitter islands. The mounting height of
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the R4-7 ranges from 5-feet to 7-feet to the bottom of the sign. In urban areas where pedestrians or
bicyclists are expected to use the crosswalk it is recommended to use the 7-foot mounting. The Down
Arrow, W12-1R, may be used but is less typical for consistency and driver expectancy but may be
mounted 2-feet to the bottom of the sign. Attention should be given to the location of the KEEP RIGHT
sign and light poles on the right side to ensure that conflicts do not occur with larger width vehicles.
This is especially critical with single lane entry roundabouts.
Lane use signs such as the R3-8 sign are not used for single-lane entries. For multilane entries consult the
Regional Traffic Engineer for sign placement. Roundabout operation will dictate which R3-8 sign is installed.
Figure 35.1 Regulatory Signs
* The R3-8 sign is modified to show the placement of a dot under the left arrow, which graphically helps depict
the presence of a roundabout. Use the dot under the left arrow, only for the left most lane.
35.1.2 Warning Signs
Several warning signs are appropriate for roundabouts and are described below and shown in Figure 35.2. The
amount of warning a motorist needs is related to site-specific intersection conditions and the vehicular speeds
on approach roadways. The applicable sections of the MUTCD and WMUTCD govern the specific placement of
warning signs.
1. Install a circular intersection sign (“chasing arrows”, W2-6) on each approach in advance of the
roundabout. Below the W2-6 sign, install an advisory speed plate (W13-1). Rural roundabouts have a
typical advisory speed of 20 mph, urban roundabouts have a typical advisory speed of 15 mph. Check
with the Regional Traffic Engineer before assigning an advisory speed. The speed given on the
advisory speed plate should be no greater than the design speed of the circulatory roadway. Advisory
speeds are posted in multiples of 5 mph. For conventional highways with posted approach speeds of 45
mph or greater or 3 or more approach lanes, use size 3 W2-6, and W13-1 signs and double up the
placement of the W2-6, and W13-1 signs. For expressways, use size 4 W2-6, and W13-1 signs and
double up the placement of the W2-6, and W13-1 signs. Coordinate with the Region Traffic Section on
the proper sign sizes and type of roadway (conventional highway or expressway). For closely spaced
roundabouts, these signs may be omitted, see FDM 11-26-35.1.6 below for guidance as to when these
signs may be omitted.
2. Use a YIELD AHEAD sign (W3-2) on each approach to a roundabout if the approach speed is 45 mph
or greater. If the approach speed is less than 45 mph, the YIELD AHEAD (W3-2) would only be needed
if the yield sign is not readily visible for a sufficient distance per Table 35.1 (Minimum Visibility
Distance). For closely spaced roundabouts, this sign may also be omitted, see FDM 11-26-35.1.6 for
guidance as to when these signs should be omitted.
3. The usage of the pedestrian crossing sign assembly is optional per the 2009 MUTCD and is generally
used if the visibility of the pedestrian crossing is poor. The designer needs to coordinate the usage of
pedestrian crossing signs with the Region Traffic Section. In general, rural roundabouts will not have
pedestrian accommodations and therefore would not require signing. For closely spaced roundabouts,
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the pedestrian crossing sign assemblies may be omitted, see FDM 11-26-35.1.6 below for guidance
as to when these signs may be omitted, when used. If used, the pedestrian crossing sign assembly
shall be placed at the actual pedestrian crossing as well as in advance for locations where the posted
speed is 45 mph or greater. If there is a school crossing at the roundabout, the school warning sign
assembly with arrow (S1-1 and WF16-7L) is required at the crosswalk location. In addition, install the
school warning sign, AHEAD plaque and FINES HIGHER plaque (S1-1, WF16-9P and R2-6P) in
advance of the school crosswalk assembly. Install the pedestrian crossing sign (W11-2 and W16-7L)
or school crossing sign assembly (S1-1 and WF16-7L) just in front of the crosswalk for approaching
traffic at entries and exits. School crossing signs are required if there are any school pedestrians. If the
crosswalk at a roundabout is not considered to be part of the intersection and is instead considered a
marked mid-block crossing, pedestrian crossing signs are required.
The Combination Bike/Pedestrian Crossing sign (W11-15 and W16-7L) may be used in lieu of the
pedestrian crossing sign assembly if there are recreational trails crossing the roundabout, where the
primary trail users are bicyclists and pedestrians. The TRAIL CROSSING word message sign (W11-
15A and W16-7L) may be used in lieu of the pedestrian crossing sign assembly if there are multi-use
recreational trails crossing the roundabout. The usage of these signs is optional per the 2009 MUTCD
and the designer is encouraged to coordinate the usage of these signs with the Region Traffic Section.
Placement criteria for these signs are the same as that of the pedestrian crossing signs mentioned
above.
4. A bicycle sign may be needed to designate the exit to the bike path (D11-1a and M7-2, federal sign
plate).
Locate pedestrian crossing signs in such a way to not obstruct the approaching driver’s view of the YIELD sign
or pedestrians standing at the crosswalk.
Flashing beacons may be used above some warning signs as a long-term awareness technique for areas with
approach speeds of 45 mph or higher.
Figure 35.2 Warning Signs
35.1.3 Guide Signs

Guide signs provide drivers with needed navigational information. They are particularly needed at roundabouts
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since circular travel may disorient unfamiliar drivers. Overhead guide signs should be considered at multilane
roundabout approaches to guide motorists into the proper travel lane in order to navigate the roundabout
properly and help avoid lane changing within the roundabout. A number of guide signs are appropriate for
roundabouts and are described below.
35.1.3.1 Intersection Destination/Direction Signs
Use intersection destination/direction style signs in all single lane approach roundabouts for rural locations and
in urban/suburban areas where space allows and is appropriate. The diagrammatic style guide sign is preferred
over the text style sign (D1 series sign); examples of both are shown in Figure 35.3. The circular shape in a
diagrammatic guide sign provides an important visual cue to all users of the roundabout. Diagrammatic guide
signs are preferred because they reinforce the form and shape of the approaching intersection and make it clear
to the driver how they are expected to navigate the intersection. If lack of terrace space or longitudinal location
spacing are issues, use a text style sign or overhead diagrammatic guide sign.
Use 4 1/2” lower case / 6” upper case letters with 18” Interstate, U.S. and State route shields and 15” County
route shields for ground mounted signs in urban and rural areas where posted speed is less than 45 mph, and 2
or less approach lanes. Use 6” lower case / 8” upper case letters with 24” Interstate, U.S. and State route
shields and 20” County route shields for signs in urban and rural areas if the signs are overhead, posted speeds
are 45 mph or greater or there are 3 or more approach lanes. In general, the lettering height rule of thumb is to
provide approximately 1-inch in letter height for each 40-foot of distance from the sign. All capital letters are
harder to read than the first letter capitalized with the following letters small case. Cardinal directions shall be all
capital letters with the first letter slightly larger.
The arrow direction conventions for the text signs follow the same convention as that for conventional
intersections as shown in the WMUTCD, 2D.37. The ahead destination is on top, the left destination in the
middle and the right destination on the bottom. The curved-stem arrow (D1-1d signs) shown in the WMUTCD,
2D.38 shall not be used.
Occasionally, Specific Information Signs (SIS - GAS, FOOD, LODGING, CAMPING or ATTRACTIONS) may
need to be included on roundabout approaches. The arrow direction convention and placement of SIS signs
follows the WMUTCD, 2J.09.
Sample dimensioned details on the designs of diagrammatic signs, including the arrow and shaft dimensions
are shown on the Bureau of Traffic Operations A11-12 sign plate.
Intersection destination signs may not be necessary at local street roundabouts or in urban settings where there
are no significant destinations and the majority of users are familiar with the site.
Figure 35.3 Destination Signs
35.1.3.2 Overhead Lane Guide Signs

In general, overhead lane guide signs are encouraged at roundabouts with multiple approach lanes. By giving
destination guidance to the motorist in advance, the motorist will be able to be in the correct lane at the
roundabout approach and be discouraged from making a lane change within the roundabout. Qualifying criteria
for overhead lane guide signs would include two or more approach lanes, higher vehicle ADT’s, lane splits
approaching roundabouts, dual turn lanes, if the major route is turning, closely spaced roundabouts, narrow
terrace widths, unfamiliarity of drivers, and lane drops within the roundabout. Since these are lane use guide
signs, they would have an up arrow. A sign is placed over each travel lane (see multilane layout example in
Attachment 35.3) and the arrow is typically placed over the center of the lane. Coordinate sign designs with the
Region Traffic Operations section and the Bureau of Traffic Operations Traffic Design unit. If overhead guide
signs are used on an approach, then the circular diagrammatic guide sign may not be needed. The circular
diagrammatic guide sign is good for showing destinations and directions, however it does not depict proper lane
assignments like the overhead lane guide signs do.
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There may be situations in urban, multilane roundabout approaches where the overhead lane guide signs (Type
I) may not be feasible, (space constraints). Options for the overhead guide signs are shown in Attachment 35.2
to 35.5. Region Traffic Section approval is required to use these options.
The 2009 MUTCD allows the usage of combination lane-use / destination overhead guide signs (D15-1 and
D15-2). The advantage of these types of overhead signs is that they show both the route/destination with the
regulatory lane-use arrows, thus eliminating the need for additional installations of the ground mounted
regulatory lane control signs. It should be noted that these signs shall not be used for lanes that have optional
movements. They shall be used only for lanes that have an exclusive ahead, left or right turn movement. If the
roundabout approach has a lane that has an optional movement, then all signs on the approach should be the
Overhead Lane guide signs with separately mounted regulatory lane control signs. If the roundabout is part of a
closely-spaced corridor of roundabouts, (i.e., ramp terminals), the design of all Overhead Lane guide signs in
each direction shall match. If designs are mixed along the same direction, motorists may become confused by
the change in location of lane control information. Refer to Attachment 35.3 for further design guidance in
addition to consulting the Regional Traffic Engineer.
Use 8” lower case / 10.67” upper case letters with 24” Interstate, U.S. and State route shields and 20” County
route shields for all overhead signs. For situations with overhead structure loading limitations or on approaches
with posted speeds of 35 mph or less, 6” lower case / 8” upper case letters with 18” Interstate, U.S. and State
route shields and 15” County route shields may be used. Use a dot with the left arrow to designate the
roundabout. The dot shall only be used to depict the left-most lane of the approach. Use an ONLY plaque over
thru lanes that become turn lanes. The ONLY plaque is optional elsewhere. Consult the Regional Traffic
Engineer for further design guidance.
Sample details of overhead lane guide signs are shown in Figure 35.4. Additional dimensioned details on the
designs of diagrammatic signs, including the arrow and shaft dimensions are shown on the Bureau of Traffic
Operations A11-13 sign plate.
Generally, use overhead sign supports, not sign bridge trusses. See FDM 11-55-20 for overhead sign support
design guidance.
Figure 35.4 Overhead Lane Guide Signs
35.1.3.3 Exit Guide Signs - In Splitter Island

Exit guide signs reduce the potential for disorientation. Use them to designate the destinations of each exit from
the roundabout. These signs are conventional intersection direction signs (D1 series signs). Exit guide signs
with route shields should have the shield incorporated into the sign with cardinal direction and arrow. If the same
route marker is used in more than one direction, the route shield should be accompanied with the cardinal
direction. The arrow is slanted up and to the right. At freeway ramp situations utilize the route continuation with
exit on the exit guide sign. Letter heights for signs are 4 1/2” lower case / 6” upper case with 12” route shields.
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Signs are placed in the splitter island facing the circulating traffic. The mounting height is to be a minimum of 60-
inches from the ground to the bottom of the sign. Specify the revised mounting height in the special provisions.
Sample details of exit guide signs are shown in Figure 35.5. Additional dimensioned details on the designs of
the exit guide signs are shown on the Bureau of Traffic Operations A11-14 sign plate.
Figure 35.5 Exit Signs
35.1.3.4 Junction Assemblies

As with traditional intersections, consider using junction assembly consisting of either a “JCT” (M2-1) auxiliary
sign with the appropriate route markers or a junction (J1-1) assembly in advance of the roundabout.
35.1.3.5 Route Confirmation Signs
For roundabouts involving the intersection of one or more numbered routes, install confirmation assemblies
(J4’s) directly after the roundabout exit to reassure drivers that they have selected the correct exit at the
roundabout. Locate confirmation assemblies no more than 500 feet beyond the intersection in urban or rural
areas. If possible, locate the assembly’s close enough to the intersection so drivers in the circulatory roadway
can see them.
35.1.4 Urban Signing Considerations
Urban intersections tend to exhibit lower speeds. Consequently, the designer can, on a case-specific basis,
consider using fewer and smaller signs in urban settings than in rural settings. However, include some indication
of street names in the form of exit guide signs or typical street name signs. Also review proposed signing to
ensure that sign clutter will not reduce its effectiveness. Avoid sign clutter by prioritizing signing and eliminating
or relocating lower priority signs.
There are sometimes situations with multilane approach urban roundabouts where the right-of-way is tight and
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there is no physical room for typical overhead sign structures. There may be aesthetic considerations for
multilane approach urban roundabouts where large overhead guide signs may not fit in. Scaled-down versions
of overhead guide signs or J-assemblies may be utilized for these situations that may show route assembly
panels instead of large guide signs as shown in Attachment 35.3.
35.1.5 Rural and Suburban Signing Considerations
Route guidance emphasizes destinations and numbered routes rather than street names. The exit guide sign
needs to be visible (but discrete) from within the roundabout and much smaller than the typical rural shields and
lettering size. Six-inch upper case and 4-1/2-inch lower case lettering height is the maximum needed.
35.1.6 Closely-spaced Multiple Roundabouts
Often multiple roundabouts may be installed in close proximity to each other (roundabouts 1,000 feet apart
center to center, or less). This can often happen at interchange ramp terminals and roundabouts beyond ramp
terminals at frontage roads. Multiple roundabouts in close proximity to each other can cause signing challenges
due to longitudinal space constraints between the roundabouts. As a result, some signing may be eliminated
between the roundabouts. Visibility distance is based on stopping sight distance of vehicles. The roundabout
warning assembly signs (W2-6, W2-6P and W13-1), pedestrian warning signs (W11-2, W11-15, W11-15A, W16-
9P and W16-7L/R) and YIELD AHEAD (W3-2) may be eliminated between roundabouts if the visibility distance
between the roundabouts exceed the minimum visibility distance shown in Table 35.1. Other signs may be
eliminated with consultation with the Region Traffic Section. The roundabout warning assembly signs and
YIELD AHEAD would continue to be placed at the approaches to the first roundabouts in the series.
Table 35.1 Minimum Visibility Distance*
Posted or 85th Minimum Visibility

Percentile Speed Distance
25 mph 280 ft
30 mph 335 ft
35 mph 390 ft
40 mph 445 ft
45 mph 500 ft
50 mph 555 ft
55 mph 610 ft
* Minimum Visibility Distances are from Section 2C.36 of the WMUTCD
35.1.7 Roundabouts in Close Proximity to Railroad Crossings
Railroad crossings in close proximity to roundabouts can present additional signing challenges due to safety
concerns involving railroad crossings and the installations of additional signs in spaces already containing
numerous signs. Because each railroad crossing is unique, roundabout designers need to contact the Bureau of
Traffic Operations Traffic Design unit and the appropriate Region Traffic Operations section for the proper
signing and marking layout if the railroad crossing is 1000 feet or less from the roundabout.
35.1.8 Wrong Way Movements in Roundabouts
There is a potential for wrong way movements at roundabouts, especially roundabouts that are new in an area.
The typical signing applications include the usage of a chevron sign (series of 4 chevrons, W1-8a) in the central
island with a One Way sign (R6-1R sign) mounted above it. In addition, a One Way sign is mounted below the
left side YIELD sign. If wrong way movement problems persist, there are some signing options that can be
employed:
- Oversize ONE WAY (R6-1R) sign in the central island, above the chevron sign
- DO NOT ENTER (R5-1) signs mounted in the circular island to face potential wrong way traffic
- DO NOT ENTER (R5-1) and NO RIGHT TURN (R3-1) signs is required for roundabouts at ramps per
TEOpS 2-15-12 mounted on the outside radius of roundabout as shown in the detail in 2-15-12
35.1.9 Wide Turning Trucks in Roundabouts
As large trucks maneuver a multilane roundabout, often times they need to encroach into the adjacent travel
lanes. In many multilane roundabouts, this happens by design. Occasionally there may be issues resulting from
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large trucks encroaching into the adjacent travel lanes as they make the turn. For these problem areas, it may
be necessary to warn the motorist that the large trucks will encroach into the adjacent travel lanes in the
roundabout circle. The WATCH FOR WIDE TURNING TRUCKS (W8-73) sign may be installed on the
roundabout approaches for multilane roundabouts exhibiting these problems
35.1.10 Short Term Awareness Techniques
Some of the following bullet items are listed as short-term awareness techniques and others are mitigation
considerations after field problems have been identified. In either situation contact the Region Traffic Engineer
for guidance. Do not expect traffic control devices to accomplish what the geometric design cannot.
- Provide portable changeable message signs.
- Install orange flags on top of the YIELD signs during the first six months of operation.
35.1.11 Maintenance of Signs
For roundabouts on the STH System with county highway approaches or local road approaches, it is
recommended that early in the design process, a Maintenance Agreement needs to be developed. By having
the Maintenance Agreement developed early in the design process, the county or local unit of government will
clearly have knowledge of what they are to maintain.
Some particular items that should be included in the Maintenance Agreement would include:
- Specific signs that WisDOT would maintain and what the locals/county would maintain. This would also
include signposts.
- Specific overhead sign supports (if any), that WisDOT would maintain, and what the locals would
maintain.
- Recommended inspection frequencies for overhead sign supports that the locals would maintain.
Further guidance on the maintenance of signs for roundabouts is included in the Traffic Engineering, Operations
and Safety Manual, policy TEOpS 2-15-52.
35.1.12 Sign Installation for OSOW Vehicle Routes
Give careful attention to signs that are installed for roundabouts on OSOW vehicle routes. Periodically signs and
posts may need be temporarily removed to accommodate the vehicles as they pass through the roundabout and
turns properly. The designer should review the OSOW truck route maps in FDM 11-25-1.4 and contact the
Region freight coordinator to confirm if the roundabout is located on an OSOW vehicle route. Confirm the
proposed post usage type on these routes with the Region Traffic Operations.
For roundabouts on OSOW routes, install tubular steel sign post assemblies or a comparable system (approved
by the Project Engineer) for the following signs:
1. Left side YIELD (R1-2) - ONE WAY (R6-2R) sign assembly
2. Right side YIELD (R1-2) - TO TRAFFIC FROM LEFT (R1-54) sign assembly
3. Exit Guide signs (D1 series) in the splitter islands
4. PEDESTRIAN CROSSING (W11-2m W16-7R or similar) sign assemblies at the intersection
crosswalks
5. Roundabout chevron bank (R6-4b) and ONE WAY (R6-1R) sign assembly in the circular island
6. Any signs located on the median island separating a right turn lane from the through lane(s)
7. Any additional signs on the outer portion of the roundabout circle, if directly impacted by OSOW
vehicles.
8. Additonal consideration should be given to sleeving, all signs on single lane roundabout approaches
with clear width less than 20’.
Install tubular steel sign post assemblies in accordance with Standard Spec 634.3.2 and standard sign plat A4-
9. Refer to the sign plate manual at:
https://wisconsindot.gov/Pages/doing-bus/local-gov/traffic-ops/manuals-and-standards/signplate/signplate.aspx
To help prevent bending of the anchor tube and potential puncturing of vehicle tires, place the top of the 2 1/4” x
2 1/4” anchor level with the top of the 18” diameter PVC box-out (which is at ground level). The box-out is
typically filled with gravel or dirt which will require about 2” of it to be removed in order to access the corner bolt
when removing/reinstalling the post. The designer will need to ensure that notes are placed on the permanent
signing plan to notify contractors of the required height of the top of the anchor system.
35.2 Pavement Marking
Pavement marking is needed on single and multilane roundabouts. The more complex the roundabout and the
higher the volume, the greater the need for proper pavement marking. Pavement marking must be closely
evaluated when designing a roundabout. Pavement marking is part of a “whole system” to consider, meaning
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that various design concepts from geometric design, to signing, and pavement marking should complement
each other.
Typical pavement marking for roundabouts consists of delineating the entries, exits, bike lane accommodations
(only on approaches and exits), and marking the circulatory roadway. Single lane roundabouts need no lane
arrows or circulatory roadway pavement marking, except for edge line marking. Attachment 35.1 shows various
combinations of common roundabout lane configurations, including full and partial right-turn bypass situations.
In order for roundabout markings to be effective and sustainable, they must:
- Be integrated with and preferably designed at the same time as the roundabout geometry
- Be configured to guide proper usage of the roundabout
- Help the motorist identify the correct lane as early as possible using lane arrows on multilane
approaches and circulatory roadways
- Be designed and implemented collaboratively between Regional Traffic Operations and project
development staff with expertise in roundabouts and knowledge of maintenance considerations
Based on findings from the Department's pavement making evaluation, mark all roundabouts and their
approaches with epoxy pavement marking. Epoxy pavement marking replaces preformed thermoplastic and
grooved tape applications.
Refer to TEOpS 3-10-1 of the Traffic Engineering, Operations and Safety Manual (TEOpS) for further guidance
with roundabout pavement marking applications, including pavement marking preparation and installation at
existing roundabouts.
Markings not covered in this policy shall follow practices established by standard detail drawings or require the
approval of the Regional Traffic Engineer in collaboration with others who have knowledge of the design of
roundabouts. On connecting highways, (local jurisdiction), coordinate pavement marking with the Regional
Traffic Engineer and the local agency to maintain consistency on the facility.
It is just as important to make sure field layout and pavement marking application on the circulatory pavement is
located and positioned correctly. A pavement marking layout detail showing the exact locations is required on all
multilane roundabouts. Consider wheel tracking when developing the pavement marking layout detail.
Proper pavement marking within the circulatory roadway will help prevent left turns from the outer lane and thus
reduce exit crashes. Complex lane configurations should be reviewed by an experienced roundabout designer
and the Regional Traffic Engineer.
35.2.1 Approach Markings
1. Centerline marking on the approach to the splitter island may require a minimum of 500-foot segment
no passing barrier line as shown in SDD 15C18 “Median Island Marking”. Refer to Attachment 35.1 item
O.
2. Lane lines on the approach shall be 4 inches wide. The markings are at the typical spacing of 12.5-ft
segment, 37.5-ft gap, unless an even segment of 12-ft segment, 12-ft gap is needed. Start when flare
widens to 9.5 feet for each lane. Match the width of line extended. Refer to items T and X in Attachment
35.1.
3. A lane line on the approach may be either 4 inches or 8 inches wide when it separates two through
lanes. The line shall be solid for a length of 50 feet in advance of the Point of Curve (P.C.) or as far as
possible in advance of the P.C. to allow minimum marked lane widths of 9.5 feet, whichever is shorter.
Refer to items B and I and its various marking width applications in Attachment 35.1.
4. When an approach lane is a turn only lane, the channelizing line may be either 4 inches or 8-inches
wide and solid. A R3-8 series Lane Control sign shall be placed for this type of approach. Refer to FDM
11-26-35.1.1. The line shall be solid for a length of 50 feet in advance of the P.C., or as far as possible
in advance of the P.C. to allow minimum marked lane widths of 9.5 feet, whichever is shorter. Refer to
item B and its various marking width applications in Attachment 35.1.
5. When the left approach lane is a dropped lane/exclusive turn lane, the approach dotted marking shall
be 4-inches wide with 3-ft segment, 9-ft gap. Consult with the Regional Traffic Engineer on the start of
this marking. Refer to item D in Attachment 35.1.
6. The painted median splitter island marking on the approach shall be double yellow with 12-inch yellow
diagonal marking. Do not place diagonal marking if the island is less than 6-ft wide. When the island
nose width is greater than 6 feet, the diagonals shall be spaced every 25-ft if the median gore is longer
than 50-ft; spaced every 10-ft if the median gore length is 50-ft or less. Refer to items J and K in
Attachment 35.1.
7. Lane separation markings (truck gores) shall be outlined by 8-inch white lines. Refer to item U in
Attachment 35.1. When the separation is greater than 6-ft, 12-inch white chevrons shall be placed and
spaced every 25-ft if the truck gore length is longer than 50-ft; spaced every 10-ft if the truck gore
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length is 50-ft or less. Do not install chevrons when the truck gore is 6 feet wide or less. The point of
the chevron shall ‘point’ upstream. Refer to item U for chevron application in Attachment 35.1.
8. The edge line marking on the circle end of the splitter island will be white. Refer to Attachment 35.1
which shows the breakpoint from 8-inch white to 4-Inch yellow markings 5 feet in advance of the
curb/splitter island P.C (items M and N of the Special Case in Attachment 35.1). Refer to TEOpS 3-10-
1 and consult the Regional Traffic Engineer for further placement guidance of the yellow edge line
upstream of the roundabout.
When the yellow edge line marking is used to narrow the width of an entry or exit, 12-inch yellow
diagonal markings should be placed. When used, the diagonals shall be spaced at 10-foot spacing.
Place diagonal markings only if distance between curb flange and edgeline is greater than 3 feet.
Refer to item W of the Special Case in Attachment 35.1. Also see FDM 11-26-30.5.12 for its
application with wide entry flares only.
9. When two or more lanes approach a roundabout, lane use arrows shall be marked in each lane to
denote proper lane usage. Full complement of signing shall be installed as shown in Figure 35.1,
Regulatory Signs. Refer to item V in Attachment 35.1. Lane use arrows should not be used on single-
lane approaches. Left turn arrows with the oval (Type 2R or Type 3R) shall only be placed in the left
most lane. Refer to SDD 15C7-d for typical detail of a dot with left pavement marking arrow. The fish-
hook arrow shall not be used.
In addition to approach lane lines, appropriate lane arrows encourage balanced lane use, which
improves capacity and safety. Left turn arrows are important on multilane approaches, since traffic
otherwise has a bias towards the right-most lane. Place arrows to show the movements for each lane,
and to indicate permitted dual right or left turns. Place the arrows at or just before the point where the
channelizing or lane line begins or when the road widens to allow minimum lane widths of 9.5 feet.
This is intended as a visual cue to the motorist to select an appropriate lane for entering the
roundabout. Refer to SDD 15C8-e and Regional Traffic Engineer for guidance for multiple sets of
arrows.
10. Crosswalk markings should be placed such that vehicles approaching the roundabout are not likely to
stop on the crosswalk. A distance of 20 to 25 feet per stored vehicle back from the yield point is
typically appropriate. Refer to Attachment 35.1 as well as crosswalk policy in TEOpS 3-2-3 or selection
guidance of appropriate crosswalk markings.
11. The word, “YIELD” placed prior to the dotted edge line extension is encouraged as an educational tool
initially as part of a project. It should typically be used on multilane approaches when necessary as a
tool for enforcement or where there are unusual geometrics, visibility problems, or crashes caused by
motorists failing to yield. An example is an approach with a high volume of through traffic that was not
required to stop or yield prior to the construction of the roundabout, especially where there is no side
road leg 90 degrees to the right. When used on a multilane approach, the “YIELD” word should be
placed in each approach lane. After initial placement, this marking should only be maintained as
necessary based upon crash data. Refer to item S in Attachment 35.1 and SDD 15C7-b, Yield
Markings.
12. Dotted Edge Line Extensions shall be 18-inch-wide dotted white at 2-ft segment, 2-ft gap. Place
markings to avoid conflict between the entering vehicle and internal roundabout traffic, this is the point
where entering traffic must yield. Refer to item A in Attachment 35.1.
Approach and entry pavement markings consist of lane line, channelization marking, dotted edge line extension
marking (yield line) and symbol markings. Consider high durability markings on the approaches. Refer to
TEOpS 3-10-1 for approved pavement marking materials and their locations at a roundabout. Consult with the
Regional Traffic Engineer before determining final pavement marking materials.
35.2.2 Circulatory Roadway Marking
13. Lane lines within the roundabout shall be 4-inch or 8-inch width, with a 6-ft segment, 3-ft gap marking
cycle. These lines shall be the same width as the lines they extend. Lane lines in the circle can have a
spiral effect and together with proper lane assignment guide motorists through the roundabout to the
appropriate exit eliminating the need to change lanes. Refer to item C in Attachment 35.1 along with
guidance in selecting either the 4-inch or 8-inch width. For longevity, place the markings to avoid wheel
paths of the intersecting traffic.
14. When used, dotted line markings shall be the same width as the lane lines and 1-ft segment, 3-ft gap
marking cycle. Refer to item E in Attachment 35.1.
15. When two lanes are allowed to proceed around the circle, Lane use arrows shall be marked in each
lane within the roundabout adjacent to each splitter island to denote proper lane usage. Arrows placed
within the circulatory roadway shall not include the oval. Refer to item Q in Attachment 35.1.
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35.2.3 Exit Marking

16. Avoid chevron makings at the exit point adjacent to the splitter island and at the exit or on the
approach. This former special case application has been discovered to provide limited benefits in
speed control and directional guidance versus curb and gutter.
17. Do not paint the noses of the splitter island yellow (where the splitter island meets the circulatory
roadway, unless there is a documented crash problem). Yellow nose paint is intended to separate
opposing directions of traffic such as the approach nose.
35.2.4 Bicycle Marking
18. When required, bike lane markings should be placed as per Figure 35.6.
Bike lane marking within the circulatory roadway is not permitted on any roundabouts. Refer to Figure 35.6 for
Bike Lane markings on roundabout approaches.
Figure 35.6 Bike Lane Roundabout Marking
35.2.5 Maintenance of Pavement Marking

For roundabouts on the STH System with county highway approaches or local road approaches, it is
recommended that early in the design process no later than the time of the design study report, a Maintenance
Agreement be developed. By having the Maintenance Agreement developed early in the design process, the
county or local unit of government will clearly have knowledge of what they are to maintain.
LIST OF ATTACHMENTS
Attachment 35.1 Example Pavement Markings for Typical Designs
Attachment 35.2 Sample Signing Layout for Single-Lane Roundabout
Attachment 35.3 Sample Signing Layout for a Multilane Roundabout
Attachment 35.4 Sample Signing Plan for Roundabout Ramp Terminals
Attachment 35.5 Sample Signing Plan for Roundabout Ramp Terminals
FDM 11-26-40 Landscaping and Maintenance August 15, 2019

Illumination can be found in chapter 11 of the Traffic Engineering, Operations and Safety Manual (TEOpS 11-1).
40.1 Central Island Landscaping
Landscape elements are vital to the proper operation of a roundabout and needs to be in place when the
roundabout is opened to traffic. The purposes of landscape elements in the roundabout are to:
- Make the central island conspicuous to drivers as they approach the roundabout
- Clearly indicate to drivers that they cannot pass straight through the intersection. Restrict the ability to
view traffic from across the roundabout through mounding of the earth and plantings. This will lead to
slower entering speeds, which increases safety.
- Require motorists to focus toward on-coming traffic from the left
- Help break headlight glare
- Discourage pedestrian traffic through the central island
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- Help blind or low vision pedestrians locate sidewalks and crosswalks

- Improve and complement the aesthetics of the area
When designing landscaping for a roundabout it is important to:
- Minimize driver distraction and provide central island crashworthiness
- Consider maintenance requirements early in the program stages of development
- Develop a formal municipal agreement describing the landscaping and maintenance requirements for
roundabouts elements early in the scoping process and prior to design of the facility.
- Maintain adequate sight distances
- Avoid obscuring the view to signs
- Minimize fixed objects such as trees, poles, or guard rail
- Apply the guidance below relative to approach speeds and the permissible use of fixed objects such
as trees, poles, non-hazard walls, non-hazard rocks/boulders, or guard rail
The Department takes a proactive approach toward minimizing driver distraction. Avoid items in the central
island that may be considered an attractive nuisance and may encourage passersby to go to the central island
for pictures, or other objects that might distract drivers from the driving task. Decorative features that may attract
pedestrians within the central island or lead to distracted driving include (not all inclusive):
- Decorative statutes
- Water fountains/features
- Artwork
- Decorative walls
- City logos or community welcome signs
- Commemorative plaques or monuments
- Banners and flags
- Roundabout sponsorship signing
- Street furniture (decorative and non-decorative)
- Combination of these above features
Any decorative features planned to be added to the central island should be of vegetative nature or natural-
looking and close to ground level. Refer to FDM 11-26-40.2.1 for reference to Department-approved plant
materials.
Crashworthiness is a key element of roundabout central island landscaping design. While central island crashes
are rare, they are often the most severe crashes. Optimize the crashworthiness of the central island design
while balancing a community’s desire to implement aesthetic treatments. Further discussion regarding allowable
central island aesthetic treatments for low speed environments is cited below. Designers need to be mindful
when considering non-hazardous aesthetic treatments. Consider an object’s potential adverse influence to an
errant vehicle, including vehicle abrupt deceleration, underside fuel tank or oil pan tears, launching and rollovers
and their effects to occupants and pedestrians.
The Department’s typical approach to central island landscaping is mounding the earth and providing plantings.
Refer to Figure 40.1 for the general layout of the central island. Design the slope of the central island with a
minimum grade of 4% and a maximum of 6:1 sloping upward toward the center of the circle. The earth surface
in the central island area forms an earth mound that is a minimum of 3.5-feet to a maximum of 6-feet in height,
measured from the circulating roadway surface at the curb flange. As an absolute minimum, keep the outside 6
feet of the central island free from landscape features to provide a minimum level of roadside safety, snow
storage, and unobstructed sight distance. In some situations, this central island area may need to maintain a low
profile beyond 6-feet to allow OSOW vehicle loads to pass over the central island without the axles passing over
the central island, (i.e. 165-foot girder, wind turbine parts).
The combination of the earth mound and plantings in the central island shall provide a visual blocking such that
drivers will not be able to see through the roundabout central island. The central island area is considered a low
speed environment, however errant vehicles occasionally end up in the central island or crossing the central
island. The inner portion of the central island is typically most vulnerable to drivers/vehicles that for some reason
leave the roadway and drive headlong into the central island. If a driver is driving too fast to negotiate a curved
approach to a roundabout, or otherwise distracted and is not aware of the upcoming roundabout, the impact
angle entering the central island typically will be much greater than 25 degrees and outside the realm of
roadside design. The consequence of hitting a fixed object at an angle greater than 25 degrees is severe.
The approach highway speed is an indicator of the probability of an errant vehicle entering the central island.
The following items are prohibited within the central island regardless of approach speed:
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- Hazardous material - such as concrete, stone, boulders or wood walls

- Fixed objects - including trees having a mature diameter greater than 4-inches
Where all approach legs to a roundabout have a posted speed of 35 mph or less there may be objects that
appear to be hazardous such as walls or rocks, but they are to be constructed with materials and in a manner
that is not hazardous to errant vehicles. It is important to minimize the consequences of an errant vehicle that
may impact these features.
Minimize the consequence of hitting a wall by following these guidelines:
1. Do not allow any walls in the central island with cast in-place or reinforced concrete or natural
boulders.
2. When all roundabout approach legs have posted speeds of 35 mph or less, walls may be constructed
with light-weight, Styrofoam type, artificial bricks/blocks typically used in landscaping and boulders
with chicken wire and stucco. No mortar or reinforcing between the bricks/blocks. Minimize the wall
thickness while maintaining stability.
3. If light-weight walls are desired for aesthetic reasons then construct at a height 20-inch or lower. This
will tend to keep flying debris at a lower level as not to penetrate a windshield, or impact other
vehicles.
4. Do not allow fill material in back of the light-weight brick/block wall for approximately 2 feet. Then at
ground level begin to slope the earth up and away from the non-hazardous wall at a 6:1 slope or
flatter.
Communities desiring to include decorative, lightweight fiberglass boulders with the central island landscaping
design may use these boulders for low-speed urban environments up to 35 mph posted roundabout approach
speeds by following these additional guidelines:
1. Decorative boulder wall thickness is 1/8” or less
2. Decorative boulders are not anchored to concrete base or pad
3. Use decorative boulders sparingly and strategically locate them as to minimize potential striking by
errant vehicle
4. Keep larger diameter decorative boulders (max 24”) toward the top of the central island berm
Diamond interchange exit ramps departing from high speed freeways and expressways will be considered as
having a posted ramp termini approach speed exceeding 35 mph. On a case-by-case basis, designers may
consider slower ramp termini approach speeds of 35 mph or less for exit ramps with sharper ramp curvature
(e.g. loop ramp) that reduce operational speeds prior to the ramp termini.
Early in the design process, consult within the region and with Bureau of Project Development for input on local
community’s landscaping plans and possible decorative solutions. Options may be realized with various material
treatments and applications on a case-by-case basis.
Landscape design elements requested by municipalities/communities that exceed costs of typical Department
guidelines will need to be funded by the municipality. Refer to Program Management Manual for specific cost
share policies. A maintenance agreement with the municipality will be required. Address any roundabout utility
needs requested by the municipality, such as water and electrical costs and maintenance, in the agreement.
40.2 Landscape Design
Landscape design is an important aspect of roundabout operation. Before starting the landscape design first
determine the maintaining authority and comply with the intersection sight distance as described in FDM 11-26-
30.5.15. More flexibility is allowed on projects that are not maintained by WisDOT.
Low-to-the-ground landscape plantings in the splitter islands and approaches can both benefit public safety and
enhance the visual quality of the intersection and the community. In general, unless the splitter islands are very
long or wide they should not contain trees, planters, or light poles.
Landscape plantings on the approaches to the roundabout can enhance safety by making the intersection more
conspicuous and by countering the perception of a high-speed through traffic movement. Avoid landscaping
within 50 feet in advance of the yield point. Plantings in the splitter islands (where appropriate) and on the right
and left side of the approaches (except within 50 feet of the yield point) can help to create a funneling effect and
induce a decrease in speeds approaching the roundabout. Low profile landscaping in the corner radii can help
to channelize pedestrians to the crosswalk areas and discourage pedestrian crossings to the central island.
40.2.1 Owned, Operated, and Maintained by WisDOT
The goal for State-owned and maintained roundabouts is to achieve a landscape design that enhances the
safety around the central island and splitter islands with little or no landscape maintenance required over time.
Landscape design elements should minimize areas of mulch and the planted vegetation that requires
maintenance.
Page 84
Low maintenance planting plans for roundabout landscapes are required. Vegetation approved for use by the
department requires minimum maintenance and has been demonstrated to tolerate highway site conditions.
The central island earth berm may be planted with trees and shrubs, a prairie grass mixture that doesn’t require
mowing, or both. Plant materials approved for use by the Department, including trees and shrubs listed in FDM
27-25 Attachment 1.3 are approved for use on roundabouts owned, operated and maintained by the
Department. Certain native grasses are also approved at roundabouts and are included in the grasses portion of
the “Table of Native Seed Mixtures” in Standard Spec 630.
Locations of plant materials shall be selected for salt tolerance and be located to allow for sufficient snow
storage in the winter. Snow removal operations typically radiate out from the central island. Plant materials shall
not be placed to impede snow removal practices.
The uses of pre-emergent herbicides are recommended for use in plant bed and “hardscape” areas. Follow
label instructions provided on the product container for use and application procedures.
Contact the Highway Maintenance and Roadside Management Section in the Bureau of Highway Operations for
additional landscape design guidance.
Figure 40.1 Low-Maintenance Central Island Landscaping
Page 85
40.2.2 Owned by WisDOT but Maintained by Others

Landscape design requests in excess of FDM 11-26-40.2.1.1 will be considered only upon receipt of a formal,
signed project agreement prior to design of the facility and are the sole responsibility of the requesting
municipality. These agreements are to be obtained in the planning stages of the project.
40.2.3 Local Roads and Connecting Streets
Landscape design costs in excess of department’s design criteria described in FDM 11-26-40.2.1.1 on local
roads and connecting streets are the sole responsibility of the municipality.
40.3 Landscape Maintenance
Maintenance responsibilities for roundabouts will vary by ownership. Roundabouts are located on the local road
system, on connecting state highways, and state highways.
40.3.1 Owned, Operated, and Maintained by WisDOT
All maintenance costs and operations of roundabout landscaping owned, operated and maintained by the
department are the responsibility of the department, except as provided below. Landscape design elements and
guidance have been outlined to minimize maintenance and operational costs to the department. Plants shown
on the approved list have been selected to best meet these needs, FDM 27-25 Attachment 1.3. FDM 11-26-30
and Figure 40.1 provide detailed layout dimensions of the area to be planted within the central island area.
Only those landscape maintenance operations necessary to maintain the safe operation of the department
roundabout will be undertaken.
40.3.2 Owned by WisDOT but Maintained by Others
Municipalities often request special landscaping. Landscape requests in excess of requirements contained in
FDM 11-26-40.2.1.1 are the responsibility of the requesting municipality. Such requests will be considered only
upon receipt of a formal, signed municipal agreement approved by the department prior to the design of those
roundabouts. This procedure shall be completed early in the planning stages of project development.
40.3.3 Local Roads and Connecting Streets
Maintenance and operating costs of roundabouts located on local roads and connecting streets are the
responsibility of the local government.
40.4 Shared-Use Path Maintenance
For urban, suburban, outlaying and rural locations for roundabouts, a roundabout sidepath or shared-use path is
provided accordingly; see FDM 11-26-30.5.13. Facilities may be omitted if conditions are met as described in
FDM 11-46-1. Appropriate cost share policies apply and maintenance agreements with the local unit of
government are required, unless refusal to maintain omission conditions are met see FDM 11-46-1. If conditions
are met to omit facilities, grading for future facilities apply as detailed in FDM 11-26-30.5.13 and cut-through
crossing are to be provided in splitter islands. The cost of the path installation and maintenance after the original
roadway improvement is the responsibility of the local unit of government. There have been situations where
land uses change, the local government leaders change, attitudes about such improvements change, or that
pedestrian or bicycle volumes increase over time, and later there is a strong desire to install the path.
FDM 11-26-45 Work Zone Traffic Control March 28, 2014

45.1 Work Zone Traffic Control
Roundabouts pose unique challenges when maintenance work is performed in or around these facilities. Each
roundabout is unique so develop the traffic control plan to meet the specific conditions of the location, traffic
volumes, duration, and work operation. Consider detour and staging as alternatives since they may provide
better service for traffic movement.
During the design of temporary traffic control in roundabout work zone it is essential that the intended travel path
for motorists, bicyclists, and pedestrians is clearly identifiable. Ensure turning radii can accommodate tractor-
trailer vehicles. SDD 15D21 and SDD 15D31 show example device spacing at turning radii and curve
transitions. Accomplish this through the temporary traffic control part 6 of WMUTCD
https://wisconsindot.gov/dtsdManuals/traffic-ops/manuals-and-standards/wmutcd/mutcd-ch06.pdf
compliant traffic control channelizing devices, signing, delineation, and temporary pavement markings. There
are occasions when guidance may be provided by law enforcement personnel or using flagging operation
depending on the complexity of the work in the roundabout. Schedule work during off-peak hours to minimize
traffic within the roundabout if feasible. A roundabout is not designed to hold stopped or waiting traffic during
roadwork. Flagging or a detour may be required if it is likely that work may block traffic from using the circular
roadway of a roundabout. Notify emergency services and law enforcement if work is anticipated to cause
delays.
Page 86
SDD 15D37 provides general guidance on the signing and device requirements for maintenance work in and
around a roundabout location.
Work in a roundabout may involve any of the situations listed below.
- If work is within the roundabout, initial advance warning (ROAD WORK AHEAD) signs are required for
each approach leg.
- If work occurs within the roundabout island and all work vehicles are out of the travel lanes and center
island apron, a single “ROAD WORK AHEAD” sign is required per approach.
- If any of the roadway approaches cannot access the intersection due to workspace, a detour may be
required. For short closures of less than 15 minutes or less, traffic may be held in place.
- If the center island apron will be impacted by the work or equipment, treat it as a shoulder closure for
the duration of the work but consider diverting semi-trailer truck traffic due to large vehicle wheel
tracking.
- If work occurs in an approach leg, a minimum of two flaggers should be used to control traffic. High
approach volumes may require additional flaggers in the remaining legs. Use the “ROAD WORK
AHEAD, BE PREPARED TO STOP” and the Flagger symbol signs in advance of each leg.
- If travel width of at least 10’ can be maintained for shoulder work on an approach lane, the lane can
remain open to traffic. Close the workspace with shoulder taper and tangent cones/drums. An initial
advance sign and a “SHOULDER (SIDEWALK) CLOSED” sign are required unless the work lasts less
than 15 minutes.
- If work is in a multi-lane roundabout, and work can be done without closing both travel lanes, flaggers
may not be needed. Appropriate signs for the lane closure at each entry are required. Merge traffic
into one lane prior to entry into the roundabout. See the details in SDD 15D12 and part 6 of the
WMUTCD
https://wisconsindot.gov/dtsdManuals/traffic-ops/manuals-and-standards/wmutcd/mutcd-ch06.pdf
for merging details.
- If the splitter islands are raised, cones may not be needed along the approaches. In these situations,
the flagger may have to move ahead on the splitter island so that traffic can maneuver into the
roundabout.
When establishing the limits of the work zone ensure maximum possible sight distance to the flagger station,
based on the posted speed limit. Motorists should have a clear line of sight from the flagger symbol sign to the
flagger.
If sidewalks are impacted, provide a detour or temporary walkway that is a smooth, continuous hard surface
(firm, stable and slip resistant) throughout the entire length of the temporary walkway. The following examples
are typical work activities expected to occur in/around a roundabout.
Figure 45.1 Work Zone at Entrance to Roundabout
Case A - Work Zone at the Entrance to a Roundabout

Two-way traffic should be maintained if possible. If not, entering traffic should be stopped using a
flagger or a detour route provided.
Page 87
In the case of a work zone illustrated in Figure 45.1, use channelizing devices to direct traffic to the
proper travel path and restrict traffic to one lane going towards the roundabout. Advance warning
signs “ROAD WORK AHEAD, NARROW LANES (if lanes are less than 10’), barricade with Lane
Closed signs should be used. If no suitable detours are available, it may be necessary to adopt an
alternating one-way layout.
Figure 45.2 Work Zone in the Circulatory Area of a Roundabout
Case B - Work Zone in the Circulatory Area of a Roundabout

If possible maintain all movements. Separate the work area from traffic using channelizing devices and
advance warning sign such as “ROAD WORK AHEAD.”
Figure 45.3 Work Zone Completely Obstructing the Circulatory Area of a Roundabout
Case C - Work Zone Completely Obstructing the Circulatory Area of a Roundabout

Refer to Figure 45.3 and the traffic control, 2-lane roundabout information in SDD 15D37.
At night, flagger stations should be illuminated except in emergencies. Portable changeable Message
Signs should be considered as part of the traffic control plan to provide clear guidance to motorists on
all approaches of the roundabout.
Page 88
Figure 45.4 Work Zone at the Exit from a Roundabout
Case D - Work Zone at the Exit from a Roundabout

Channelize traffic around the work area using appropriate channelizing devices. Provide buffers space
if roadway width allows. Two-way traffic past the work area should be maintained if possible, otherwise
the road should be operated as an exit only from the roundabout, and a signed detour route provided.
45.1.1 Pavement Markings
Because of the confusion of a work area and the change in traffic patterns, pavement markings must clearly
show the intended travel path. Misleading pavement markings shall be removed or covered in accordance with
the Wisconsin Standard Specifications. As new pavement courses are placed consider specifying in the plans
that splitter island delineation and broken white lines on the outside edge of the circulatory roadway be marked
the same day the pavement course is placed according to Wisconsin Standard Specifications. When pavement
markings are not practical, or misleading markings cannot be adequately deactivated, use closely spaced
channelizing devices to define both edges of the travel path. When possible, pavement markings used within the
work zones should be the same layout type and dimension as those to be used in the final layout. Additional
pavement markings may be necessary to avoid confusion from changing traffic patterns used in staging.
45.1.2 Signing
Construction signing for a roundabout should conform to the WMUTCD and the Standard Detail Drawings.
Provide all necessary signing for the efficient movement of traffic through the work area, including pre-
construction signing advising the public of the planned construction, and any regulatory and warning signs
necessary for the movement of traffic outside of the immediate work area. The permanent roundabout signing
may be installed, where practicable, during the first construction stage so that it is available when the
roundabout is operable, but these signs must be covered until they are needed. Consider using portable
changeable message signs when traffic patterns change.
45.1.3 Lighting
Illuminate the temporary construction area through the intersection where possible. Consider adjacent lighting
conditions, traffic volumes during the evening when the roundabout is illuminated, and mixture of use such as
pedestrians and trucks.
45.1.4 Construction Staging
The Transportation Management Plan, FDM 11-50-5, will consider detouring traffic away from the intersection
during construction of the project. A detour will significantly reduce the construction time and cost, increase the
safety of the construction personnel and will provide for an overall better finished product
It is typical to complete construction as soon as possible to minimize the time the public is faced with an
unfinished layout or where the traffic priority may not be obvious. If possible, all work, including the installation of
splitter islands and pavement marking, should be done before the roundabout is open to traffic.
If it is not possible to detour all approaches, detour as many approaches as possible. Carefully consider
construction staging during the design of the roundabout if it must be built under traffic. Minimize the number of
stages if at all possible. Staging should accommodate the design vehicle and maintain sightlines.
Prior to the work that would change the traffic patterns to that of a roundabout, certain peripheral items may be
Page 89
completed including permanent signing (covered), lighting, and some pavement markings that reflect actual
conditions. These items, if installed prior to the construction of the central island and splitter islands, would
expedite the opening of the roundabout and provide additional safety during construction.
As is the case with any construction project, install appropriate traffic control devices as detailed in the project
plans and the Standard Specifications. This traffic control shall remain in place as long as it applies and be
removed when it no longer applies to the condition. Maintain consistent traffic control; do not change between
stop and yield control multiple times during construction.
Stage the construction as follows unless a different staging plan is approved during design:
- Install and cover proposed signing
- Remove or mask pavement markings that do not conform to the intended travel path
- Construct outside widening if applicable
- Reconstruct approaches if applicable
- Construct splitter islands and delineate the central island. Uncover the signs at this point and operate
the intersection as a roundabout
- Finish construction of the central island
If it is necessary to leave a roundabout in an uncompleted state overnight, construct the splitter islands before
the central island. Any portion of the roundabout that is not completed must be marked, delineated, and signed
in such a way as to clearly outline the intended travel path. Remove or mask pavement markings that do not
conform to the intended travel path. Consider adding temporary lighting if the roundabout will be used by traffic
in an unfinished state overnight or install the permanent lighting that is in operational condition.
45.1.5 Public Education
The Transportation Management Plan, FDM 11-50-5, will advise the public whenever there is a change in traffic
patterns. Education and driver awareness campaigns are especially important for a roundabout because a
roundabout will be new to most motorists. The Regional Communication Manager coordination through both
design and construction is typically vital to the success of a project. Provide brochures on how to drive, walk and
bicycle through a roundabout. The following are some specific suggestions to help alleviate initial driver
confusion:
- Hold public information meetings prior to construction
- Prepare news releases/handouts detailing what the motorist can expect before, during, and after
construction
- Consider the creation of a project website, flash animation graphics, traffic simulation recording (such
as Paramics, etc.) or the use of social media before and during construction
- Install portable changeable message signs or fixed message during construction and before
construction begins. Advise drivers of anticipated changes in traffic patterns for about one week prior
to the implementation of the new pattern.
- Use Wisconsin 511, news media (and Highway Advisory Radio, if available) to broadcast current
status of traffic patterns and changes during construction. Also, if appropriate, establish a web site, to
post up-to-date traffic and construction information.
45.99 References
1. Federal Highway Administration (2009), Manual on Uniform Traffic Control Devices, (MUTCD), U.S.
Department of Transportation, Washington, D.C.
2. Washington State Department of Transportation, Work Zone Traffic Control Guidelines, M54-44.04,
February 2012, http://www.wsdot.wa.gov/publications/manuals/fulltext/M54-44/Workzone.pdf.
3. American Traffic Safety Services Association (ATSSA), Temporary Traffic Control for Building and
Maintaining Single and Multi-Lane Roundabouts, November 2012
4. Oregon Department of Transportation, “Temporary Traffic Control Handbook for Operations of Three
Days or Less,” December 2011.
5. Maryland Department of Transportation, State Highway Administration; “Work Zone Traffic Control,
Roundabout Flagging Operation Greater than 40 MHP/Over24 hrs.”
FDM 11-26-50 Design Aides June 24, 2016

50.1 Example Plan Sheets
Several example plan sheets of the above information have been provided as an aide to the designer when
completing roundabout plans. The plan sheets provided are examples and should only be used as guidance.
FDM 11-26 File 1 is a .pdf of the various plan sheets. The PDF attached has bookmarks for the various plan
Page 90
sheets as noted above to assist you in viewing the sheets.

- Project Overview
- Typical Section
- Construction Details
- Pavement Elevation (Concrete)
- Pavement Elevation (Asphalt)
- Erosion Control
- Storm Sewer
- Landscaping
- Permanent Signing
- Lighting
- Pavement Marking
- Construction Staging
- Plan and Profile
- Cross-Sections
50.2 Creating Roundabout Fastest Paths (B-spline Curves) and Using AutoTurn software
Spline curves can be created in both AutoCAD and MicroStation. In AutoCAD, they are called polylines and in
MicroStation they are called B-spline curves.
Instructions for creating roundabout fasted paths B-spline in AutoCAD 3D is in Attachment 50.1, and for creating
roundabout fasted paths B-spline in Microstation Version 8 is in Attachment 50.2.
Instructions for using AutoTurn software in AutoCAD Civil 3D and MicroStation is in Attachment 50.3.
50.3 OSOW Vehicle Inventory Evaluation Overview
Use AutoTurn, AutoTurn Pro 3D or Autodesk Vehicle Tracking (AVT) software for OSOW horizontal evaluation
with the exception of the Wind Tower 80M MID and Wind Tower 205’. For these vehicles, only use AutoTurn or
AutoTurn Pro 3D. Use AutoTurn Pro 3D or Autodesk Vehicle Tracking for low clearance evaluation (DST
lowboy). Refer to these links for videos and assistance in using these tools.
This is the link to the AutoTurn Pro 3D tutorial videos:
http://www.c3dkb.dot.wi.gov/Content/c3d/dsn-chk/swept-pth/swept-pth-grnd-clrnc.htm
Refer to FDM 11-25 Attachment 2.1 for OSOW vehicle inventories. Additionally, refer to FDM 11-25-2.1.1.3 for
OSOW vehicle inventory evaluations overview for further guidance in evaluating the OSOW vehicle tracking.
LIST OF ATTACHMENTS
Attachment 50.1 Creating Roundabout Fastest Paths (Spline Curves) in AutoCAD Civil 3D
Attachment 50.2 Creating Roundabout Fastest Paths (Spline Curves) in Microstation Version 8i
Attachment 50.3 Guide for Using AutoTURN in AutoCAD Civil 3D and MicroStation Version 8i
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Wisconsin Department of Transportation

Facilities Development Manual

FDM 11-26-1 General August 15, 2019

13. Replacement of all-way stops

Table 1.1 Distinguishing Characteristics of Modern Roundabouts

Feature Modern Roundabout Traffic Circle or Rotary

Splitter Island Required Optional

Table 1.2 Advantages and Disadvantages of Roundabouts vs. Other Alternatives.

Category Advantages Disadvantages

Cost No maintenance of signals (heads, loop Central island landscaping maintenance.

Category Advantages Disadvantages

1.4 Defining Physical Features

Figure 1.1 Single-lane Roundabout Features

Figure 1.2 Multilane Roundabout Features

Table 1.3 Roundabout Features

1.5 Roundabout Categories

1.5.1.2 Rural Single-Lane Roundabouts

FDM 11-26-5 Design Process and Qualifications August 15, 2019

which requires a qualified designer participate in each roundabout design.

Figure 5.1 WisDOT 3-Stage Design Process

5.4.1 Stage 1, Roundabout Design Process

7. Consider drainage design/inlet locations

FDM 11-26-10 User Considerations August 15, 2019

Table 10.1 Roundabout Advantages and Disadvantages for Pedestrians

10.2.3 Permitted Oversized Overweight (OSOW) Vehicles

FDM 11-26-15 Agency & Public Coordination August 15, 2019

- How-to driver, pedestrian and bicycle user resources

FDM 11-26-17 System Considerations August 15, 2019

FDM 11-26-20 Operations August 15, 2019

Typical Inscribed Circle Typical Daily Service Volume2,3

Single-Lane 120 -160 ft (35 – 50 m) less than 25,000

Multilane (2-lane entry) 160 - 215 ft (50 – 65 m) 25,000 to 45,000

Multilane (3 lane entry) 215 - 275 ft (65 – 85 m) 45,000 or more

Edition” to estimate the ADT for a specific left-turn percentage.

20.3 Pedestrian Effects on Entry and Exit Capacity

Figure 20.1 WisDOT Approved Method for Analyzing Roundabouts

Figure 20.2 Lane Configuration Options

Figure 20.3 Lane Configuration Sketch

20.4.4 Analyze Roundabout Lane Configuration

Table 20.2 Choosing Appropriate Analysis Tool

Analysis Tool Appropriate Situations

20.4.5 HCS Analysis

Figure 20.4 Critical Headway

Figure 20.5 Follow-up Headway

Table 20.3 Recommended Headway Values

Number of Circulating Critical Follow-up Parameter A Parameter B

One 4.2* sec 2.8 sec 1286 0.000778

Two or Three 4.0 sec 2.8 sec 1286 0.000722

* Based on NCHRP 572, not Wisconsin Research

Figure 20.6 Operational Analysis Process, Inputs, and Outputs

Figure 20.7 Capacity Considerations of Flared Entries

FDM 11-26-25 Access Control August 15, 2019

FDM 11-26-30 Principle Based Design Guidance November 15, 2019

Table 30.1 Effects of Design Elements on Safety and Operations

Element Safety Capacity Speed

Wider entry (gore area) Less safe Increase Increase

Wider Circulatory lanes Less safe Better Increase

Larger entry radius Less safe Better Increase

Larger inscriber circle diameter Less safe Better Increase