What roundabout design provides the highest possible safety?

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2 Single-lane lane roundabout with centre island radius m reduces speed ries, during the period There were no fatalities in the accidents, but 10 persons had serious injuries and 48 slight injuries. At 52 of the roundabouts, there were no accidents involving cyclists. Eight roundabouts account for 48 accidents to cyclists, with 9 serious and 32 slight injuries. Four of the roundabouts with the most accidents have two lanes, and at three roundabouts cyclists use the road without separate bicycle crossings. Statistical processing entailed simple tabulations, correlation and regression analyses, etc. The factor which was initially found to have the greatest effect on the number of accidents involving cyclists, apart from the number of motor vehicles and cyclists, was the number of lanes. From then on, the accident material was therefore Observed number of Predicted number of No. of lanes No. of Veh. Cycles No of Acci- Injury Fatali- Serious Light Acci- Injury Fatali- Serious Light round- per day, per day, accident dents acci- ties injuries injuries dents acci- ties injuries injuries abouts average average years dents dents 1 lane ,7 30,2 0,1 9,6 19,5 2 lanes ,3 5 9,9 * At least one leg with a PC crossing has two lanes Table 1. Bicycle accidents at single-lane and two-lane* treated separately for two-lane and singlelane The observed numbers of accidents and injured are compared to predicted values according to previous VTI studies of conventional intersections, including those controlled by signals. As can be seen in Table 1, at the two-lane roundabouts the total observed numbers of accidents and injuries are more than twice those predicted. For the single-lane roundabouts, on the other hand, there is very good agreement between the observed numbers of accidents and injuries and the predicted numbers. The above prediction models for the number of bicycle (and pedestrian) accidents contain only the number of entering motor vehicles and the number of crossing cyclists (and pedestrians) as explanatory variables. According to previous studies (of conventional or signal controlled intersections), these factors were found to explain almost the entire variation in the number of accidents, apart from the purely random variation. According to the prediction models, for example, an intersection with 10,000 motor vehicles and 1000 crossing cyclists per day is expected to have approximately 0.2 bicycle accident annually, or in other words one bicycle accident every 5 years. For an intersection with an equal number of motor vehicles and 1000 pedestrians, the number of accidents involving pedestrians is expected to be half the above number. 18 NORDIC ROAD & TRANSPORT RESEARCH NO

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