LOCAL STAKEHOLDERS

A roundabout is a circular intersection or junction of two or more streets or highways. By design, roundabouts are intended to move traffic more smoothly and consistently with fewer and less severe collisions. All roundabouts are characterized by special approaches, instructional signage, and a center circle island that often is landscaped. Many roundabouts have “splitter” islands at exits to separate exiting and entering vehicles, pedestrian crossings, sidewalks, and bicycle lanes.

Roundabout traffic moves in a counterclockwise fashion around a center island. Drivers exit at the adjoining street or highway of their choosing. Unlike traditional intersections that control traffic flow with lighted signals or stop signs, roundabouts are yield-only, meaning that unless there are vehicles in the roundabout, drivers approaching the roundabout do not have to stop. In a common four-leg roundabout, a driver making a right turn takes the first exit; the second exit to continue going straight; and the third exit to turn left.

Yes, in many ways, they are. Research shows roundabouts move 30-50 percent more traffic, have far fewer “accident points” (16 compared to 56 for traditional intersections), reduce fatal crashes by 90 percent, save $5,000 per year on average in electricity and maintenance costs, cut vehicle emissions and fuel use, and last 15 years longer than intersections with traffic signals.

According to traffic research studies, it won’t. The National Cooperative Highway Research Program reports that there are 76 percent fewer crashes with injuries on roundabouts compared to traditional intersections. The crashes that do take place on roundabouts usually are sideswipes, not the more severe right-angle “T-bone” crashes.

Occasionally, they do. But almost all collisions that occur in roundabouts are slower-speed sideswipes, not high-speed right-angle “T-bone” crashes more common with traditional intersections. As such, the rare collisions in roundabouts usually result in less severe injuries and property damage compared to traditional intersections.

With the way the roundabout at the Indiana 64/162 intersection is constructed, it won’t be. The single-lane roundabout is being designed to accommodate trucks with a 65-foot wheelbase (WB-65). WB-65 tractor-trailers are the size of semi-trucks that travel interstate highways. Most trucks that travel on 64/162 are WB-40 to WB-50.

Also, the roadway leading up to the roundabout will be 16 feet wide from the raised median to the curb. The final sections of road that connect with the roundabout – known as “approaches” – will be wider than 16 feet.

In addition, a truck apron will be added to the roundabout’s inner circle, allowing additional lane width, larger turning radiuses and better clearance for lowboy trailers.

During prime travel times, there may be a few vehicles lined up to enter the roundabout, but even then it isn’t likely to cause the types of backups seen with traffic lights and four-way stops. Studies by the federal National Cooperative Highway Research Program show that traffic moves smoother, and at 30-50 percent higher capacity, than at traditional intersections.

It is doubtful. The reason a roundabout is replacing the existing intersection is that previous two-way and four-way stops, while reducing vehicle crashes, led to traffic backups. When those methods were replaced by a traffic light, fewer backups took place, but crashes increased. Adding more police patrols at the intersection would only take officers away from other important law enforcement duties.

Roundabouts have been proven to improve traffic flow and reduce the number and severity of vehicle crashes.

Taxes will not go up to pay for the roundabout. The funding for this project comes from existing tax money that was brought in by sales and income tax.

The roundabout is expected to have a positive economic impact on Dubois County. Certainly, fewer and less serious traffic crashes would mean savings to the county in emergency services and police and, presumably, taxpayers. The impact the roundabout might have on the commercial economy is less clear, although the improved safety can only be a plus for local businesses and those who work for, and frequent, them.

Two reasons: the first, and most important, is improving the safety of an intersection that has seen hundreds of crashes over the years. Between 2016 and 2018, there were nine incapacitating crashes, two others with less serious injuries, and 25 with property damage only. Two highway safety rating indices place the intersection at a 2.74 for crash frequency and 2.85 for crash cost. Intersections rated “safe” come in at 1.0 or lower on both indices. Increased road safety measures especially benefit younger and inexperienced drivers – as well as motorists around them.

Second, traffic flow and volume will increase. Since there are no mandatory stops other than waiting to enter, roundabouts keep traffic moving. Studies also show that vehicle capacity in roundabouts is 30-50 percent higher than traditional intersections. Moreover, roundabouts are becoming a fact of everyday life in both urban and rural America, their number multiplying almost 600% from 2007 to 2023.

As explained in several other questions here, the reasons are safety and improved traffic flow. Federal traffic studies show that, compared to traditional intersections, there are 76 percent fewer crashes with injuries on roundabouts. When crashes do happen they usually are sideswipes and not the more serious right-angle “T-bone” crashes.

Other traffic studies indicate traffic capacity is 30-50 percent greater with roundabouts than traditional intersections. In addition, roundabouts continue to be constructed across the country and are becoming a daily fact of life in rural as well as urban areas.

The roundabout should make it easier for nearby businesses and schools to navigate on 64 and 162. With reduced traffic speeds and a more concise flow of traffic, there will be more opportunities for entering and exiting their properties safely.