The calls turbo roundabouts They were developed in 1998 in the Netherlands by Mr. L.G.H. Fortuijn came to optimize the capacity of traditional roundabouts and avoid problems that arise in their utilization, something that limits its capacity and disturbs its operation. The roundabouts several rails were installed at intersections where traffic volume is so high that exceeds the capacity of an arbor of a rail. In these sometimes confused about which vehicle has priority when leaving causes collisions. The design of the turbo roundabouts solves this issue.
The turbo roundabouts They are presented as a central island of non-circular shape that channels all traffic from entrances and throughout the calzada, depending on the destination to go. Therefore, it is the driver who must select which output will be directed before entering the roundabout turbo.
Turbo roundabouts: its main features
He most important element of the turbo roundabouts is the spiral-shaped rail, marked to eliminate the need to invade adjacent. The result is a increased road safety and capacity of the roundabout itself. There are two lanes along the roundabout, although there are areas where required. Its size is generally comparable to that of a standard two-lane roundabout with a diameter of approximately 50 meters.
In the turbo roundabouts there's a single lane approximating and then divided into several of rotation. Drivers must choose yours (and, ultimately, their destination) before entering, because once inside there is no possibility of invading the adjacent lane; ie the driver, once chosen the lane, can not be changed. To all this, the vehicles leave the turbo roundabout without being involved in situations of fronto-lateral collision invade the adjacent lane. They also use circles instead of spirals to direct traffic from the inlet to the outlet.
It should be borne in mind that turbo roundabouts are not designed for pedestrians. This new approach places the gazebo pedestrian crossings outside the ring and, according to the road, a little apart to promote their visibility and safety, having reduced its speed vehicles passing through the intersection design itself. If you have observed in the existing turbo roundabouts that many pedestrians sometimes fail to comply with the rules, not respecting the places and crossing straight through the roundabout turbo. Circular for them is not difficult, but different from what we are used to, perhaps because of its novel design or the second lane that suddenly appears in the middle of the roundabout.
One of the peculiarities of the turbo roundabouts is lacking outside lane, causing conflicts that may end up colliding in classic roundabouts. That is, its design eliminates preference outside lane and they all happen to be useful, with the track itself which guides the driver from the entrance to its previously selected output, which neutralizes the risk of lateral blow. Incidentally, the radius of curvature forces to slow down.
Turbo roundabouts: Types
There are marked or not. The former have more capacity than a single-lane roundabout, but not so much as a sign posted. The turbo roundabouts Unmarked usually have 2 or 3 lanes input branch, while signalized have between 4 and 6 the input lanes. The output is never more than two lanes.
The turbo roundabouts Unmarked used in roundabouts where single lane It does not provide the necessary capacity for the intersection. In this type, the entry lane is divided into other multiple rotation when approaching the roundabout. Use 2 or 3 rails input branch and 1 or 2 exit lanes.
As a rule, when approaching the turbo roundabout drivers must choose the right lane to enter. Having no traffic lights, they must give way to vehicles already circulating within the roundabout.
Once inside, it no longer changes lane because they are separated by dividers. Thus, all vehicles traveling in the right lane are forced to leave; the next inner rail offers a double choice: leave or continue going through the roundabout.
Meanwhile, in the turbo roundabouts signalized capacity vehicle traffic It is higher because they can connect multiple lanes of heavy traffic. As you approach them, signaling the driver guide for its proper lane. The signs that catch rail are clear and drivers have time to read them and choose the right lane.
Once in the turbo roundabout, vehicles remain in their lanes until they leave. Those who are left start at the innermost part and circulate throughout most of the roundabout before leaving. Those who have to turn right begin to circulate in the outermost portion; They are the least time remaining in the intersection. Those who intend to go straight circulate between rotating clockwise and those who do left. As in turbo roundabouts unmarked, circulating coiled inlet to the outlet.
Moreover, as in the turbo roundabouts is not necessary to use several lanes, the lane delimiters They can be raised slightly. They induce these vehicles remain in your lane, reducing fronto-side when entering and exiting the roundabout collisions.
Turbo roundabouts: its advantages
A roundabout turbo reduces the number of conflict points from 16 to 10 to eliminate problems by invading the adjacent lane. An additional benefit is that traffic flowing in the main direction is to only consider one lane before entering, so they are safer.
There are comparative studies capacity turbo roundabout compared to conventional two-lane. They conclude that the first support between 25 percent and 35 percent more traffic by volume, design work and driver behavior.
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