Exh 8A..,
~/i
7-~ L ~ 99'
CITY OF ATLANTIC BE~".CH
CITY COMMQSSION
STAFF REPORT
AGENDA ITEM: Roundabout or Rotary at Seminole and Plaza
DATE: July 16, 1999
SUBll~IITTED BY: David E. Thompson, City Manager
BACKGROUND: Staff has been collecting information on the possibility of a
roundabout at the five way intersection of Seminole Road, Plaza
Dr. and Sherry Drive. The last guidance from the City
Commission was for staff to continue their research, and then to
have a traffic engineer review its feasibility. However, staff does
not believe that further research is necessary or advisable.
Since the last discussion with the City Commission:
1. The traffic counts of vehicles in the intersection have been
completed. They indicate a high level of traffic each day, with
disproportionate traffic flows Southbound in the mornings, and
Northbound in the afternoon/evenings;
2. The standards and concerns noted in the Florida Roundabout
Guide, Second Edition, from the FDOT, have been reviewed and
evaluated relative to the intersection (see attachments);
3. Staff received CAD diagrams of the intersection from England,
Thims, and Miller, with various conflicts noted which indicate that
there are going to be conflicts with design (s);
4. Several traffic engineers have been contacted, and their fees run
from $75 to $150 per hour to provide a feasibility study, and
several have expressed their "gut" reaction that a rotary or
roundabout will be detrimental to traffic;
S. The Police Department and the Fire Department (prior to the
Jacksonville contract) have opposed the idea;
6. Correspondence has been received from several citizens
expressing their opposition to the roundabout;
7. The traffic crash data from the intersection indicates that it is
currently a low incident location for crashes in Atlantic Beach.
RECOMMENDATION: We recommend that staff terminate its research on the roundabout
before committing funds to a traffic engineer for an evaluation.
ATTACHMENT: Memo to Deputy Chief Campbell with Accident Statistics dated
July 16, 1999
Letter to Mr. James Jones, Jr. P.E. dated July 11, 1999
Memorandum from Jim Jones to Mayor Shaughnessy including
attachments
Memorandum and CAD diagrams from Bob Kosoy dated July 6,
1999
Staff Report from Deputy Chief John Campbell dated OS/1 S/99
Letter from the Massachusetts Highway Department dated May 17,
1999
Section of City Manager Report from Apri120, 1999
Letter from Fred Kyle, P.E., Chief, Jacksonville Traffic
Engineering dated April 14, 1999
Note regarding City staff discussion with Massachusetts Streets
and Highways
Letter from James Jones, Jr. dated January 30, 1999
Memorandum to Fred Kyle, Jacksonville Traffic Engineering dated
January 27, 1999
Proposal for Traffic Circle from Steve Rosenbloom and David
Boyer from January 1999
FDOT Roundabout Guidelines
REVIEWED 16.1 CITY MANAGER:
AGENDA ITEM NUMBER:
7
~'o: Dep. Chief Campbel ~1 '
From: Merlyn A. Alvaro
Subject: Accident Stats at the 5 Way Stop, (Seminole, Sherry & Plaza Intersection)
Date: July 16, 1999
As a result of my research, there were eighteen (18) traffic accidents that occurred in the five
way stop (Seminole Rd, Plaza Dr, and Sherry St Intersection) from January 1990 through June
1999. They are the following:
Jan -June 1999 - 0
1998 - 0
1997 - 2
' 1996 - 2
1995 - 2
1994 - 3
1993 - 3
1992 - 2
1991 - 3
1990 - 1
f18
If you have any questions regarding this information, please see me. Thank you.
.,
LAh ~~
o``
~ 1
_ 7'.
Vti:; ~~
~[ 0 1 P
4k'kTCE OAF THE MA'f~OH
SUZEINNE SHAUGHNESSr
MAYOR
x.~ July x999
James C. Jones, Jr., P.E.
Integrated Science and Engineering
50 fixA North, Suite x x 0
Ponte Vedra Beach, Florida .32082
Dear Mr. Jones:
8Q0 9E?~IINOLE ROAD
ATLANTIC ~FACH, FLORIDA
32222
Thank you for taking the tune and the interest to request a
meeting with me about the proposed roundabout at our 5-
wayintersection at Plaza and Seminole, It is the care and
concern which citizens•such as yourselfshow for our city
which make it such `a unique and special place in which to
live. •
Thank you as well for giving me a copy of the DOT publi-
cation "Florida Roundabout Guide." As you may know, this
propose! has been under consideration since January of this
year, We seek to make an assessment based upon fact and
solid engineering practices. The manual you have provided
gives us a detailed blueprint for conducting such an assess-
ment on a rational and impartial basis. I know It will be an
invaluable tool for our Staff as they formulate their
recommendation for the City Commission.
I understand that you have alerted Mr, Kosoy to the
existence of the document, and I have given the copy which
you gave me to our City Manager, Chief Thompson, who will
order additional copies from the FDc7T for staff and any
interested Commissioners, I appreciate your willingness to
act as a resource to us after your many and distinguished
years in practice in the field of roadway design.
I have read that the suppression of the Central finery in
~~ pHnced on Bacycled paper
t
x
i
t
t
i.
i
07/22/1999 09:48 904-249-3044 SUZF~NNE SH~UGt-MESSY
~~
I,ettrs to Jsmes C. Janes, Page 2
t t Jute 1499
Boston Is the largest' and most ambitious roadway project
ever undertaken in the United Stales. It.must be a great
source of satisfaction bo you to have been so infricately
Involved with its design. ~ We are fiortunate 'to have the
benefit of ypur expertise now that you are working in Florida.
Again, you have my gratitude for you generous offer of your
t~irr~e and effort to help us make a good decision for our City
on a technical basis.
VYith lcindes~ regards,
F~AGE 02
.Z,t,~/^
Suzanne Shaughnessy
~~ Mayor
.~ ~ City of Atlantic eeac,'~
$S:
CC: Hol}orable Members of the CJty Commission
'City Manager
City Clerk
~,,
c; ~
MEMORANDUM
To: ~ Mayor Suzanne- Shaughnessy
From: Jim Jones ~~)
Subject: Roundabouts or Rotaries
Roundabout at Seminole /Plaza Intersection
Attached are copies of Boston Globe newspaper articles that highlight the problems with
roundabouts /rotaries in Massachusetts that I discussed with you. I have also written a
letter to Massachusetts Highway Department requesting any reports or documents that
they have available on rotaries. A copy of the letter is attached and as soon as I receive a
response from MHD, I will make the information available to you and the Commissioners.
I have not been able to find a large scale topographic map of the Seminole /Plaza
Intersection that can be used in making a preliminary layout of the roundabout. I will
continue my search along the lines of aerial photography.
Based on the information in the Florida Department of Transportation's Florida
Roundabout Guide, the center of the roundabout's central island and inscribed circle
diameter would have to be at the intersection of the centerline of the east-west alignment
of Plaza and the centerline of the northern alignment of Seminole. As we discussed and as
specified by the FDOT, the minimum diameter of the inscribed circle will have to be 100
feet to accommodate the turning movements of an 18-wheel semitrailer. As a result, there
is a good possibility that a portion of the inscribed circle, splitter islands and, possibly the
relocated utilities, will encroach on residential properties to the north and on both sides of
the intersection.
Last week, I furnished you and the Commissioners with a summary of FDOT's Florida
Roundabout Guide; which, in my opinion, shows that a roundabout is not a suitable
alternative to the All-Way Stop Control (5-way stop) that we presently have at the
Seminole /Plaza Intersection.
N~
Based on the information that I have furnished to you to date, it does not seem logical to
me to spend thousands of dollars to construct a roundabout with known flaws to replace
an accident-free five-way stop that is functioning beautifully.
cc: Members of the Commission
Interim City Manager David Thompson
Page 1 of 2
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OUR CIRCLES OF HELL
Author: Date: MONDAY, December 29, 1997
Page: Alb
Section: Editorial Page
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~. E-'~~~O~S
PAGE aHi=
NATtOH l WORLD
LtL•77ftD (REGION
austNESs
SP[1RTS
Score 12 points for the white-knuckle driver. T_he plan to eliminate a _ e~„~~~~~ on
dozen of Massachusetts's scariest rotaries in b the ear 2010 is a move o ,~o~,-ic $
toward sanity -- always in short supply on the state's roadways. i ~a ono vG~.
~ou/ar~ f~Ulir~/
While we wish the reconstruction could come in this century and include /
the rest of the state's 80 circles of highway hell, the limited plan will at
Least provide some immediate relief to people who figured that nobody
cares how much vacation time they lose sweating around the Sagamore
rotary.
A person can lose more than that in Revere's Mahoney Memorial Circle
(formerly Bell Circle), which tops the state's most-dangerous-rotary List
with 157 accidents and 55 injuries in the latest three-year tally. It is also
the second-most-dangerous intersection in the state -the first being the
corner of Route 1 and Walnut Street in Saugus.
The Revere rotary is a classic -the whirling convergence of Routes 16,
60, and 1A, where the timid dare not exit because incoming traffic won`t
yield. The law gives drivers already in the rotary the right of way, but
law has never held much sway with Massachusetts road warriors, who
have long viewed the rotary as a motor vehicle coliseum with~ust one
rule. Whoever gets there first vv~ns
of chicken is pla ed at all traffic circles, which
/5 7 ltccidC~~S
55 ~ruri~ S art
3 ye~rrS .Q~ orlc.
~a~ r~
>'o~riCS Win?
reoutlaing each one would be a smart, though expensive, idea -- the a Qm~
revamping of the Revere rotary alone is expected to cost $25 million. So c~ic~~,-i
for now we must be content with what the state can afford, leaving the
rest to law enforcement and the possible infusion of common sense in
more drivers.
I
tsr~sron t~tone unhme l Archives
,. _, ...
EIYIHC~ CARTS
Page 2 of 2
EatrgRtnt.$ The routing of traffic counterclockwise around a circle without
cotu>aNs stoplights may have been efficient engineering 60 years ago, when roads ,
trA~z:rtoae weren't crowded and the pace of life hadn`t yet ramped up enough to e~~ic~~
atscp.sstpr~s create road rage. But today the configuration is an accident trap, and e,?4~,~eC~i~ ~ 0
1- many a driver going round and round, dodging tailgaters and side- ~~/ rf !' a~ ~~t'
swipers, feels j ust that way -- trapped. p ~ p
TRAUSC;11/18 TIIGRO ;12/29,05:27 EROTARY29
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BAY STATE.WANTS TO END VICIOUS
CIRCLE
DANGEROUS ROTARIES EYED ~'OR
REPLACEMENT
Author: By Thomas C. Palmer Jr., Globe Staff
Date: FRIDAY, November 14, 1997
Page: B 1
Section: Metro
They have bewildered Massachusetts drivers and terrified visitors for
decades.
Now a Dangerous Dozen or so of those quirkiest of highway
intersections called rotaries are being targeted for extinction.
Officials have long lamented that replacing all 80 or so of the state's
circular intersections with badges, underpasses, traffic lights, or some
combination would cost a fortune. By current estimates, it would run
well above $1 billion.
$1.50 per article at all But with seven notorious rotaries in the top 200 of the state's 1,000 most
other times dangerous intersections, Transportation Secretary Patrick J. Moynihan
has put the unlucky seven and a few other problem locations on his
...c...._......._.._.._.._.._ ..................... priority list.
~-~~~~~~~~~ "We're focusing on the top 10 that are creating both traffic and safety
PAGE oHE problems," Moynihan said. "Some are 60 years old. When they were put
tiATtOH 1 WORLD in place traffic volumes were far less than they are today."
METEto ~ R>;GIOH
BUStHESS Unfortunately, in awaiting the new intersections drivers will have to
sPOars show the same patience that is required to negotiate the overcrowded
r•
' Lltc ~:~4 ,t011 L~1nU~ b~o~ corn
~ioston tilobe Unlme !Archives Page 2 of S ~-
~' LIYEMQ CARTS circular roadways. Considering the time required for traffic studies,
EDtTQR1ALS design and construction, even the first of the new traffic systems won`t
cQtu~N$ be in place until five years into the new century.
QALENDAR
taESCUSStQrrs The Big Dig will be done before that.
As it happens, the only rotary scheduled for demolition as part of the Big
Dig isn`t even a classic rotary. Leverett Circle, near the entrance to
Storrow Drive, is slated to be replaced in 2001. Afour-lane bridge will
be built next to a larger, new T 93 bridge over the Charles River, just to
carry traffic to and from StorrowDrive and vicinity.
No. 1 on the state's hit list, and a longtime offender among dangerous
traffic spots, is the former Bell Circle in Revere, now called Mahoney
Memorial Circle. It is the second most dangerous intersection in the
state, with a total of 157 accidents in a recent three year period, causing ~3 7 ¢cc~~c-~ ~S
55 injuries. ~ 55 ~~jy~i¢S
ir> 3 ~eGYs
Construction is scheduled to begin in four years, and a new set of over-
and underpasses will open in 2005, at an estimated cost of $25 million.
Among the other worst rotaries in the state, all high on the list for
replacement, are:
Route 128 at Route 20 in Waltham; Route 38 in Woburn; Route 2A in
Concord; Route 5 at Route 57 in Agawam; the Sagamore Rotary in
Bourne; Santilli Circle on Route 16 in Everett; Copeland Circle, under
Route 1 in Revere; Route 128 at East Street in Dedham; the Drum Hill
Rotary, Route 3 in Chelmsford; the Route 28 Bourne Rotary; and the
Route 44 rotary in Middleborough.
Sergeant Walter A. Callahan of the Woburn Police Department knows
how bad they are. "I made a stop the other day," he said yesterday. "I
was in an unmarked car."
The driver told Callahan that the officer's car was in the inside lane, so
he thought he could enter the rotary in the outside one.
"That was his theory and his interpretation," said Callahan, who didn`t 1
issue a ticket. "But I did tell him his theory was wrong." There is >-o tCc r~ . ~
officially only one circular lane in a rotary, even though there maybe ~on~~ f ~a h
room for two vehicles side by side.
Since 1978, any vehicles in the rotary have the right of way.
Before the law was changed, Callahan recalled, "It was like a dog eat
dog situation."
Theoretically the vehicle on the right had the right of way, as is still the
r"
.fSOSton Globe Unline /Archives
Page 3 of 5 " -~
case at most intersections. In fact, it was often a game of bluff, where
drivers averted their eyes and stepped on the gas.
Moynihan said the concept of rotaries worked when there was roughly
equal traffic coming from all directions. "But that's hardly the case,
especially in some of our most traveled rotaries" today, he said.
Santini Circle, on Route 16 in Everett; and one of the first scheduled to
be replaced, will have a new set of approach ramps on Route 16, or
Revere Beach Parkway, and an underpass in the center. A relatively
simple solution, it will cost about $8 million.
Kevin Sullivan, commissioner of tlae Massachusetts Highway
Department, said plans to get rid of the worst rotaries are part of a 15-
year effort to improve highways and to eliminate the remaining
structurally deficient bridges.
The state reports spending about $400 million annually on roads and
bridges, which doesn't include the hundreds of millions being spent on
the $10.8 billion Central Artery~I'ed Williams Tunnel project.
About another $150 million in state funds is spent under the Chapter 90
Iaw, on roads in cities and towns.
In the late 1980s more than 30 percent of the state's 4,400 bridges were
considered structurally deficient, Sullivan said. That is now down to 14
percent, he said, but, with the Big Dig requiring a lot of highway money
for the next few years, it will be another 15 years before all bridges are
in goad condition.
SIDEBAR
Rotaries are on timetable for replacement
These are considered the worst rotaries in the state and are on the
Highway Department's list for early replacement, meaning by about
2010:
-Bell Circle in Revere, now known as Mahoney~,Memorial Circle,
considered the worst rotary in Massachusetts. It is the second most
dangerous intersection in the state, with a total of 157 accidents in a
recent three-year period, causing 55 injuries. Construction will begin in
about four years; completion date is 2005.
- Santini Circle in Everett, the 32d worst, which will be replaced in
connection with a new shopping center in 2001.
- Leverett Circle, Boston. This will be one of the first to be replaced, as
part of the Big Dig. By 2002, a, four-lane bridge will be built, next to a
r~
_ ... __ ..
uvawti ~ivv~ vlttltlC / HrClllvCS rage ~ Or ~
1
larger, new I-93 bridge over the Charles River, just to carry traffic to and
from Storrow Drive and vicinity.
- Route 128 at Route 20 in Waltham, the 48th most dangerous
intersection, where 22 people have been injured in 80 accidents in a
three-year period. Partial reconstruction with the circular design
remaining would be complete in 2007.
- Route 38 and 128 in Woburn, ranking 58th among the worst
intersections. One death and 20 injuries have occurred there over three
years. A study set for next summer may lead to replacement by 2007.
-Route 2A in Concord. The 59th worst intersection in the state, the
Concord Rotary was the scene of 108 accidents in three years, resulting
in 34 injuries. A, new configuration is scheduled to be done in 2005.
-Route 5 at Route 57 in Agawam. The 101 st worst spot, Route 5 in
Agawam was the site of 42 accidents, 19 injuries, and one death. The
year 2008 is the earliest it will be rebuilt.
- The Sagamore Rotary in Bourne. This Route 3bound-for-Cape Cod
summertime traffic jam spot has received more attention than many
others, perhaps because drivers get more frustrated when they're being
held up on vacation. It is the 147th worst intersection, the site of 66
accidents in three years, 23 injuries, and one death. Drivers will have to
hang on until 2005.
- Copeland Circle, under Route 1 in Revere, the 415th worst
intersection, where there is no plan for improvement. There were 30
accidents over the three-year period, and 10 injuries.
- Route 128 at East Street in Dedham, the 728th worst, set for
replacement by 2007. It was the site of 22 accidents and seven injuries.
-The Drum Hi11 Rotary, Route 3 in Chelmsford, which is to be
eliminated as part of an add-a-lane project, but not until 2007. The 778th
most dangerous intersection, the rotary was the site of 34 accidents and
14 injuries.
- The Route 28 Bourne rotary, also to be replaced by 2007. The rotary
was the site of 22 accidents and four injuries and is the 925th most
dangerous intersection in the state.
- The Route 44 rotary in Middleborough, which will disappear as part of
a Route 44 widening project by 2004.
PALMER;11l12 CAWLEY;11l14,06:35 ROTARYI4
Boston GIobe Online /Archives
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~~~h~~~~
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V~REC]KAGE ON THE ROTARIES: I30PE
FOR THE MILJGENNIUM[
Author: By Alexander Reid, Globe Staff
Date: SUNDAY, December 7, 1997
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Section: South Weekly
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Operators cannot help Thousands of cars, trucks, and buses from Route 128 and four smaller
you find articles 3s~irhin streets converge on the Route 128 rota at East Street in Westwood
ry
the archive or rnis~ver eve da Rush hour is
~' Y• particularly perilous. Engines roar. Horns blare
guestio~zs abairt stories incessantly. Traffic starts and stops. Occasionally crashes occur.
rjurt rmi in the Byron
Globe. "It is by far the scene of more accidents than any other part of town
"
,,.,.~,,,,.,_,,,,,,,,,,,,,,_, ,,,, ,
said Westwood Police Officer Paul Sicard. "None of our other
intersections come close."
Archive fees•
Sicard's observations are not lost on state highway ofEcials
who plan
52.95 per article on
weekdays
6 a
m - 6 ,
over the next several years to eliminate this and other dangerous rotaries
,
.
p.m EST and replace them with more conventional less hazardous traffic
configurations of intersections and underpasses or overpasses.
51.50 per article at all ' ^~~
other times According to Highway .Department staff, the Westwood rotary, near the
._.........._._...._....
. Dedham town line, has been identified as one of the 10 most dangerous
.
_..._........_......_.. in the state.
~~'~~lOI~
~
. The other rotary on the state hit list in the South Weekly region is the
?AGE oNE Route 44 rotary in Middleborough
which is at the intersection of three
HATioN ~ WDRLD ,
major highways.
METROi REra1gN
BtisINE$S
SPpRTS "Traffic is coming in from all different directions," said Middleborough
Police Sergeant Charles D. Armanetti, describing the scenario when
' ~~tei!~Oia~llttt~:~lobc o~~~
l3oston Globe Online /Archives Page 2 of 4 ~~
LIY}NQ TARTS rotary traffic Is at its worst. He said there have been 59 accidents,
EDCCORIAi.S resulting in 17 injuries, at that rotary since 1995.
CQLUTANS
CALENDAR "Some people are slowing dawn or stopping," he added. "Other people
D1SQfiSS}QNS are hitting the accelerator and dashing ahead. Everybody's impatient, and
most of them don`t know what they're doing. It's lust like any other rotary
in the state."
Police in Westwood, meanwhile, recorded 218 accidents at the Route
128 rotary since January 1995. There were 71 injuries.
On Nov. 4, three separate collisions occurred there in a one-hour period.
and the hazards were vividly illustrated. One of the accidents, this one at
8:55 a.m. between a Ford and Toyota, was typical.
Both cars entered the rotary from the East Street entrance. The Toyota,
which was in front, stopped to wait for an opening in traffic, according
to Westwood police reports. The Ford, meanwhile, accelerated forward
to enter the rotary. The Toyota was struck from behind.
"That's the way most ofthem happen," Sicard said. "The second driver
gets impatient and shoots ahead without looking to see if the other car
has moved"
Rotaries came of age at a time when traffic volume was nowhere near
what it is today.
Highway engineers saw them as a cheap way to handle traffic
converging from several roads at the same time without usingtime-
consuming traffic signs and stop lights. They were common in Europe
and Australia.
In the United States, the first rotary was built in 1939 at the intersection
of River and Pleasant steers, in the residential Bass River section of
Yarmouth.
Yarmouth Town Administrator Robert Lawton said the rotary still exists
today. "It's so small that it doesn`t occur to you that it's actually a rotary,"
Lawton said. -
There are about 85 other rotaries in Massachusetts, according to
highway officials. Their practical origins have been overshadowed by
the headaches they cause many motorists. which is the main reason the
state stopped building them in the 1960s. And experts ctuestion how
many drivers are aware that state law gives theright-of--way to vehicles
Art Kinsman, spokesman for the Automobile Association of America, d ~{d SQr~
southern New England, said they are obsolete. ,-a~Yres ~'~ e
. 06 so,~e~c .
~•
Boston Globe Online /Archives
............ _.. -- • Page 3 of 4,... _ :,~
"With the volume of traffic we have on the roads today, rotaries are
problably not a good modern soltYtion to the traffic problems," said
Kinsman, adding, "If anythin~ I think they exacerbate the stress a lot of
drivers feel when they get behind the wheel."
Kinsman said AAA frequently gives driving advice in newsletters on
how to navigate rotaries.
"Rotaries could work if everybody used them properly," he said. "It's a Yp~Y~ e S
matter of patience. A lot of people see them as afree-for-all when the ~ re a
key is to use good judgment and patience," Kinsman said. ~i~e -~r - a~~
But in a state where drivers are renowned for aggressive habits on the
road, and where many drivers are more likely to flash profane hand
gestures than a turn signal, patience on roads is a rare.virtue.
John Carlisle, spokesman for the Massachusetts Highway Department,
said rotaries work best when there is a constant traffic flow from all
roads leading into them.
Problems arise over time when traffic patterns change and one road
becomes dominant, funneling a larger volume of traffic into the rotary.
Traffic from roads with lower volume is forced to wait and bolt for
openings.
g pe " _cYass yodr~ayers,
"People_jet into the traffic, cross their fin ers and ho for the best, Sa~ Q ~~~~/~,-
said Carlisle, adding, "It becomes easy for things to become gridlocked ~~~ J ~~~ ,~
and congested." ~~ie bes ~
Both the Route 128 and Route 44 rotaries resemble wheel hubs. The
streets linked to them are like spokes. They both accommodate high-
volume commuter traffic.
Route 128 sends thousands of vehicles through the Westwood rotary
every day. Downey, East, and Canton streets also are linked to this
rotary.
The Route 44 rotary in Middleborough, which is linked to five different
roads, is a heavily used corridor behveen routes 3 and 495.
At these and other rotaries, most accidents result from impatience.
"Ninety percent of the accidents happen when people are trying to
merge into the rotary traffic," Sicard said.
"They pull forward without seeing if the car in front or on the side of
them has moved. People don`t want to wait their turn. They get
frustrated, make a quick decision and pull right out," Sicard said.
r
Boston Globe Online /Archives Page 4 of 4
Frustrated dnvers will have to wait several years before the two rotanes
are dismantled. The replacement of the Westwood rotary is set for 2007;
the one in Middleborough is scheduled for 2004.
"It probably won`t happen fast enough for people who have to face them
every day," Carlisle said.
REID ;11 /24 CAWLEY;12/09,11:22 SOROTA07
Ali content herein is ®1997 Globe Newspaper Company and may not be
republished without permission. If you have questions ar comments about the
archives, please contact us at any rime.
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SELECTED SPOTS GET NEW PATROL
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Author: Date: TUESDAY, May 19, 1998
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NEW ENGLAND NEWS BRIEFS
(800) 836-3293 Massachusetts State Police yesterday announced the creation of three
websales cr infi.net new patrol units on Cape Cod and the Islands and other areas designated
to help ease the flow of summer traffic and provide added public safety.
Operators cannot help ~ eight-unit motorcycle team be n Sunda atrollintr Ca Cod ~'a ~>'~ e S
yocr frnd articles tivrthrn ga y p o pe
the archive or m~s-ver bridges and rotaries, Brockton, Martha's Vineyard, and Nantasket Beach re~u~re
yr~estio~u about stories in Hull, said Major John Kelley , commander of Troop D in Middleboro. lc~~~~i0illi l
tlurt rmi in the Boston Six new mounted police units will start their patrols this weekend -- ~a/~Cir19
Globe. three at Myles Standish State Forest in Plymouth and three at Horseneck
.....~ ..........................~...................... Beach State Reservation in Westport.
Archive fees: COAKLE;OS/18 CAWLEY;OS/19,06:26 NENIBSI9
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s~esctih'ons BEHIND THE WHEEL OF A ]BEHEMOTH
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Set up an account Author. By Royal Ford, Globe Staff Y~C~ /~ ~~~~ 0 ~
Copyright information f~~(/C! rOL/
.._......-.-_ Date: SUNDAY, May l6, 1999 _Y.O~Ii'Y/2f .~ f E ~11~2 .3
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(800) 836-3293 ROYAL FORD
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Ah, spring. Warm breezes, quenching mists, a time of flowers, young
Operators cannot help buds, tender sprouts, tissue-soft leaves and fecund soil; a time of
yoir fr~rd articles wlthi~r renewal when the fancies of many people turn to ...big-honkin' pickup
the archive or mower
questions about stories trucks.
that rmr in the Boston
Globe. After all, we've got garages and cellars to clean; the detritus of winter to
,,,,. move from our yards; loam and manure and railroad ties and rocks to
haul; lumber to truck in for new decks and docks and sheds. What more
Archive fees: utilitarian vehicle for many of us to own at this time of year than a
pickup truck?
$2.95 per article on
weekdays, 6 a.m. - 6 It was just over SO years ago that Henry Ford himself spotted this
p.m EST looming need and one of the last projects he oversaw at Ford Motor Co.
$1.50 per article at all ~'~'~ the development ofthe F-Series pickup trucks, arguably the most .
other times enduring of its ilk in auto history.
~~'°~~~"'°' """""""""'-"°"""'~~'~""" Today, the pickup truck is in constant transition and, to the surprise of
~ folks at Ford, some of its biggest trucks, developed with contractors in
~~' C%~I0~1~ mind, are now selling to the general public. And why not? They'll seat
PAGE ONE six comfortably, have the 4WD panache of an SUV, and have that
NAT[t)N 1 WDRLD pickup truck bed. And in a day when size matters to many, they are
METRO I REGION huge.
gus}NESS
spoors We're rolling up and out of Boston's North End and onto Interstate 93 in
ry
~.,~.~.. ~ ..,.,., .....~.. ... ~.u ~ ~~ rage l ot~5~
LIYtAIG 1 ARTS the 1999 F250 Supercab. It felt big on entry, since that was astep-to-
eoEroRtAis running-board and then step-into-catrfrom-there affair. It feels even
coL.uwHS bigger looking out the driver's side window and down into the lap of
CALENDAR someone sitting in ... a Jeep Grand Cherokee.
DtSCElS51DN5
Ease out onto the highway and open up its V-10 Triton engine and this
beast charges down the lane. Gain speed and hold it and some
remarkable traits are noticeable.
Given how high it sits off the ground -- creating a potential wind tunnel
underneath -and the huge mirrors that radiate like wings from each
front doorpost, this is an aerodynamically quiet vehicle. Even fire noise
- and these are serious, gnarly truck tires - is minimal.
The engine, 6.81iters pushing out 275 horses, is noticeable but not
intrusive. It sounds more like a strong and distant wind blowing
somewhere out on the stretching mesa that is the hood than it does any
thumping engine of stressed steel.
Consider that this engine puts out 4101bs.-ft. of torque and you are into
the diesel league in that category, serious hauling and towing capacity
without the loud and incessant chatter, or the smell, of diesel.
And in any truck or SUV, with their specific design intent, torque talks
far louder than horsepower. The difference: Consider a track star and a
mountain climber. The track stay's horsepower can send her flying down
the track. But strap an 80-pound pack on that nimble track star and
another on the seasoned climber and ask each to put one leg up on a step
at waist level and hoist themselves up on the power of that leg, and the
woman who's climbed mountains will push up with far more ease. That's
torque.
It's what let this F250, its front tires set against an 18-inch ledge in the
woods, push itself up and over from a dead stop.
It's what let it be hooked to a trailer hauling a 22-foot waterski boat with
its own 350-cubic-inch V-8 engine, and pull it with ease. At speed - 60
m.p.h. and less than 2,000 rpms -- the presence of the trailer and boat
were not even noticeable.
While smooth and relatively quiet on the highway, its stiffness was
noticeable even on small bumps, cracks, or even pressure plates on the
ends of bridges and ramps. One jolt dropped the rearview mirror from
the center of the windshield.
Yet it is quite a comfortab]e truck for long trips. Its front bench seat
holds three adults easily. Three could ride in the back -- accessed with a
door on each side - but it would not be fun on a long trip. Three kids are
OK back there.
I
.Boston Globe Online !Archives
Page 3 of 5
If Aretha Franklin sang about this truck, the song would be "RESPECT"
-- as in that's what you get from drivers who might otherwise challenge
you on the road.
In Massachusetts rotaries, its sheer size imposed what neither the law, _ FZ~O~ ~~E
common sense, nor common courtesy has been able to do: per/ W~~
acknowledgement that a vehicle already in the. rotary has the right of ~ y~ o ,!~ ~
way. ~ ~ _ ~ ~ ro~~Y~ /
r0~/7d1~~0lJ~
But with mass comes responsibility. In traffic, you must drive this truck
far more carefully -and differently -than you would other vehicles. Its
rear end sits so high that smaller cars can virtually disappear behind it.
They shouldn't be that close, but folks do that and you have to be aware
of them.
Because of its massive wheelbase, turns must be anticipated - and thus
announced -earlier, and they must be made slightly wider.
Finding a place to park in the city is problematic and some tight turns
into alleys or parking lots are nearly impossible.
Off road, it has plenty of power, of course, and its bite in mud and muck
and water and gravel and sand is phenomenal. The problem is, the
deeper you get into the woods, the narrower the roads become. If you've
done any serious four-wheeling you know that you sometimes have to
squeeze between trees on narrow roads and -bane of 4WDers --
sometimes turn around and go back. There are places out there just too
tight for this truck to pass through and places where you might get stuck
and not have the space to turn around.
Expect between 10 and 13 miles per gallon from a 38-gallon tank and
expect crowds to gather around it when you park it. In my neck of New
Hampshire it drew them. My pal "Big Truck" Mike Delisle took one
look at it down at the local baseball field, forgot all about his cup of
coffee and crawled over, under, around and through it. He particularly
liked the tow package with its grill-mounted transmission cooler, the
separate fuse box for all trailer electrics, and the myriad tie-in options to
those electrics that come standard on the F250. ~ .
And women, who virtually ignored recent past appearances of a BMA
sports caz, a turbocharged Volkswagen Beetle, and a $'70,000 Mercedes
in my little town, were far more interested in this beast.
And at the heart of that maybe something that Ford Motor Co, says it
has noticed: families looking to get into trucks the manfacturer thought
would sell almost exclusively to industry and contractors.
This is not a truck for the city; it is not even a truck you'd want to use to
r'
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sear°h STATE CATALOGS ITS IYIOST
uestions
Help while searching ACCIDENT=PRONE INTERSECTIONS
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Set up an account Anchor: By Thomas C. Palmer Jr.. Globe Staff
Copyright information
Date: MONDAY, November 24, 1997
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(800) 836-3293 STARTS AND STOPS !THOMAS C. PALMER JR.
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You may have seen coverage on these pages recently of the worst
Operators cannot help rotaries in the Commonwealth -and the state's plan to reconfigure some .
you find articles within
the archive or answer of them over the next decade.
gr~estions about stories
that ran in the Bosron That list came from an interesting document produced by the
Globe. Massachusetts Highway Department: The Top 1,000 High Accident
,,,~.,~,~,»,.___„_„»,,. Intersections in the state.
Archive fees: Where are they?
$2.95 per article on Well, we don't have space for all of them, but following are the worst of
weekdays, 6 a.m. - 6 the worst: State highway spokesman Ton Carlisle cautions that the data
p.m EST are drawn from local police records and may not be perfect. A better list
$l.so per artiste at all is being compiled
other times ,~
Nevertheless, the Iist provides a useful picture of dangers for those
_.~.__.._.._.__._.~...___._._ behind the wheel.
x. e~ton~
~ The stats are from a database that rates intersections based on the
pa~F apt number of fatalities, injuries, and other accidents at the site. The higher
r~anoN i woR~o the assigned number, the worse the intersection. These figures are for
~ErRO I REGioa the four-year period 1990 through 1993:
BUSFNES$
SPpRTS - Of the Bad 1,000, 72 were the site of fatal accidents in which 92
.tjoston Globe Unline /Archives
Page 2 of 4~ ~~ ~~-~~-`
' t1YINGtART$ people died.
EDITURIAiS
coE+ve~rt$ Seven of those had two accidents each in which at least one person was
~ALEHQAR killed. Three intersections were the sites of three deaths each, and 10
DISCt1S$toHS had two fatalities each during the four years.
- Twenty-one intersections (rotaries were included) had scores greater
than 200.
The worst was Route 1 and Walnut Street in Saugus, with a whopping
score of 457 "danger points," the only score above 400. The other 20
locations, in descending order of dangerousness, and their scores:
BeII Circle, also knotivn as Mahoney Circle, in Revere, 377;
Massachusetts Avenue and I-93 in Boston, the intersection at Melnea
Cass Boulevard, 311; Route 128 and I-93 in Woburn, 286; Central Street
and Route 138 in Stoughton, 283; Broadway and Route 213 in Methuen,
274; Routes 9 and 30 in Framingham, 272.
Routes 9 and 27 in Natick, 263; Lowell and Newbury streets in Peabody,
256; I-495 and 193 in Andover, 254; Route 18 and Park Avenue in
Weymouth, 235; Ne~~vbury and Andover streets in Danvers, 234; Routes
128 and 24 in Randolph, 230; Broadway and Main Street in Saugus,
230; Routes 1 and 152 in Plainville, 226; Routes 146 and 20 in Millbury,
225.
Route 128 and I-95 in Canton, 225; Oak Street and Route 9 in Natick,
223; Belmont and West streets in Brockton, 213; Western Avenue and
Center Street in Lynn, 204; and I-93 and Route 1 in Boston, 200.
You asked .. .
A fellow got on a Lechmere train on the Green Line at Park Street to go
to North Station. "I assumed T could ride this train all the way to North
Station without having to change trains." But no. "At Haymarket, the
train driver said that this train was an express to Lechmere. I have never
heard of a Green Line Lechmere Express. Have you?"
Not really, but the MBTA's Brian Pedro has. ".They do that to adjust
headways on all the lines, but especially the Green and the Red lines," he
said "Sometimes the Orange." Headways are the separation between
trains. And an express will be designated on a Red Line train heading
north, for example, when the T needs a train at Harvard or Alewife right
away to start back in the other direction_
"We don't schedule expresses, but sometimes they happen," Pedro
concluded
-Marty has a complaint about Routes 128 and 16 in Wellesley and
ry
~`=~:.~:'. INTEGRATED
.r ~.~:A..ti~
~=~'~~ ~ -~~ ~ Science ~r
i ::',a-:tom"~•
r,xY~ Engineering
June 27, 1999
Commissioner Matthew J. Amorello
Massachusetts Highway Department
10 Park Plaza, Suite 3510
Boston, MA 02116
Dear Commissioner Amorello:
I would appreciate your help in obtaining information on MHD's experience in the use of
rotaries or roundabouts on the Commonwealth's Highway system. Atlantic Beach, Florida
is investigating the possibility of constructing arotary /roundabout at a five-way stop
intersection in the City; and they need all available information during their decision-
making process.
During a 3.5 year stint in Massachusetts in which I worked on the Central Artery /Tunnel
Project, I had the unpleasant experience of traveling through rotaries; and I read much
more about them in the Boston newspapers. As a result, it is my understanding that MHD
has a long range program to phase-out rotaries and replace them with a safer means of
handling traffic at intersections.
Any information or reports that you have and can make available to me with regard to
design of rotaries, accident rates, alternatives to rotaries, etc., would be greatly
appreciated. I will be more than happy to pay for the reports /documents, printing costs,
postage or associated costs.
Please send the information to my home address at 1861 Selva Marina Drive, Atlantic
Beach, Florida 32233-5619. My home telephone number is 904-247-0267.
Thank you for your help in this matter.
Sincerely,
C ~^ ~.
James C. Jones, Jr., P.E.
ATLANTA /JACKSONVILLE
50 A 1 A NORTH, SUITE 11 O, PONTE VEDRA BEACH, FLORIDA 32082 .
(P) 904.543.9303 (F) 904.543.9328
WWW. /NYSE. COM
CITY OF
r~'~~~c f~eacl - ~~vuda
L?00 SANDPIPER LANE
.. _ ATLA:rTIC BEACH, FLORIDA 32233-4381
TELEPHONE (904) 247-5334
~~ FAX (904) 247-5843 .
MEMORANDUM
July 6, 1999
TO: David Thompson, City Manager
FROM: Bob Kosoy, Director of Public Works ~~a~
SUBJECT: Proposed Roundabout at the Seminole Road/PlazalSherry Drive
5-way intersection
We have received a CAD drawing of the 5-way intersection based on survey data from
the England, Thims & Miller drainage project work and attached a copy for your review.
A 62' wheel base Walgreens-type truck is plotted for four difference configurations with
a 60' diameter roundabout. The conflicts are shown.
RS K/~
ENGLAND, TRIMS & MILLER, INC.
3131 St. Johns Bluff Rd. S.
JACKSONVILLE, FLORIDA 32216-3711
(904) 642-8990
FAX (904) 646-9485
TO ~{3J ~~~•~
~~~~~Q ~~ ~QQ~~~~~~Q~
DATE JOB NO.
ATTENTION
RE:
~~
~ WE ARE SENDING YOU ttached ^ Under separate cover via the following items:
^ Shop drawings ^ Prints ^ Plans ^ Samples ^ Specifications
^ Copy of letter ^ Change order ^
COPIES DATE NO. DESCRIPTION
l ~ ~ ~ e tJ oTE -roc ~.~ t ,~
Z~ v?~p.a ~ W ~t...v s
S w ~~C .
rK. v
THESE ARE TRANSMITTED as checked below:
^ For approval ^ Approved as submitted
or your use ^~ Approved as noted
~ ^ As requested ^ Returned for corrections
^ For review and comment ^
^ FOR BIDS DUE 19
^ Resubmit copies for approval
^ Submit copies for distribution
^ Return corrected prints
^ PRINTS RETURNED AFTER LOAN TO US
REMARKS
COPY TO
SIGNED:
•-,,,~,••.,, ~-~.. ,.... ,. .. ,.... If enclosures are not as noted, kindly nobly us at once.
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'~ ATTACHMENT A
. ~~ ~~ MAY 24, 1999 COMMISSION MEETING
-.
..
POLICE ~EPAIZ.'~11'ZE~IT'
Date: ~ OS-18-99
~y; ' J'. ~ Campbell / C. Mayo
Subject: Round About Five Way Intersection
$ack~round•
At the request of the City and citizens to research the feasibility of a round about at the
intersection of Seminole Road-Plaza Road-Sherry Drive, Chief Mayo and X meet with
Steve Rosenbloom, Commisioner Beaver and Mr. Boyer. With the use of traffic cones
we measured offthe proposed center and traffic lanes of the round about and found the
following:
1. With the proposed one-hundred foot diameter center section and atwenty-four
foot traffic lane the round about would encroach into the property of the residents
on both the southeast corner of Seminole and Plaza, and the property of the
residence on the Northeast Corner.
2. The area on the Northeast Corner would require the relocation of the electrical
power poles, and the probability of removing at least one tree.
3. The traffic lane section would extend into the grass area directly in front of the
fire station, and with the pavement and curbing it would be within a couple of feet
of the existing two large trees. This roadwork, grading and paving, would more
than likely kill both of these trees, therefore, requiring removal of same.
'4. We made several test runs with the existing fire truck that is stationed here and
were able to negotiate a smaller than one hundred foot diameter round about,
concluding that the one hundred foot circle could be negotiated. However, in .
order for the fire equipment to respond on Seminole road, it would require that the
truck traverse the entire circle before proceeding either north or south on
Seminole. The same would be true for the equipment to go west on Plaza. To
turn south on Sherry Drive from the Fire Station would more than likely require
the widening of the pavement area on the Southwest corner of Sherry and
Seminole Road to allow for the fire equipment to make the right turn onto Sherry
Drive. The fire equipment would also have difficulty in backing into the fire
driveway upon return to headquarters, without driving onto part of the center
section of the round about. .
5. The only other possible problem that can be seen is the converging trafficNorth
on Seminole Road merging with the North bound traffic on Sherry Drive. These
two roadways converge at a sharp angle, and with the round about both directions
would have non-stop access and may have visibility problems seeing the other
competing traffic.
Conclusion:
We do not believe that a one hundred foot diameter center section and twenty four foot'
traf~'ic lane round about is feasible in this intersection without land acquisition from at
least two private citizens, removal of perhaps three trees, and the relocation of existing
electrical power poles. This would also require the brushing, enlarging and additional
paving ofthe Southwest Corner ofthe Seminole/Sherry portion of the intersection to
allow for the safe converging of traffic from these two roadways. The Fire Department
believes that if this is built, it will have to be constructed so that fire equipment can drive
over it, at least the outer portion of the center section. The testing completed this date
was conducted with the existing fire truck, and it is unknown if this same truck will be
used here. Tf 7acksonville stations a larger or other type of equipment here, this could
cause additional maneuvering problems.
mass,
-NJ~~wAY Argeo Paul Cellucci Jane Swift Kevin J. Sullivan Matthew J. Amorello
Governor Lieutenant Governor Secretary Commissioner
May 17, 1999
Mr. David Thompson, City Manager
City of Atlantic Beach
800 Seminole Road
Atlantic Beach, FL 33233
RE: Roundabouts
Dear Mr. Thompson:
In response to your reouest, I am relaying some thoughts regarding roundabouts in
the Commonwealth of Massachusetts.
Presently, the Commonwealth does not have any modern roundabouts, although
one is in the pre construction phase and another is in the design phase. All of the other
traffic circles in Massachusetts are more typical of "rotaries," with large center island
diameters. The majority of the rotaries were designed in the 1950's and 1960s. Changes
in traffic patterns over the years have necessitated elimination of a number of these
rotaries and many have been reconstructed.
MassHighway uses some general guidelines for installation of a new modern
roundabout. Some of the more common elements of the guidelines include:
• traffic volumes from all approaches approximately equal in magnitude
• no predominant traffic flow (i.e. inbound in the morning and outbound in the evening)
• heavy left turning traffic on some approaches
• sufficient right of way to construct a roundabout with the proper deflection angles on all approaches
I hope this information is helpful. Please contact William Bent at (617) 973-8390
if you have any further questions. Best of luck with your intersection.
Sincerely,
~~~~
Charles F. Sterlin P~
g~
State Traffic Engineer
wRB:File:M}~ Documents/Misc ~Vord/1999/Thompson599
Massachusetts Highway Department • Ten Park Plaza, Boston, MA 02~ ~6-3973 • (6l7) 973-7800
~~
c, ~ ~ ~a~~o ~~
~~a~ T
7. The Mayor and comrrussio er~hould hh - received a letter dated from April 12, 1999
from Mr. Ed Revel concerrung~~o€on of sidewalk on Seminole Road. Since that letter
was written, the concrete has~een replace~y~the property owner.
8. The city manager has received a letter from Fred Kyle, P.E. regarding the proposed ,
roundabout at the five (5) way stop. The letter indicates that a properly designed
roundabout could handle the traffic efficiently and safely (see attachment). However, the
- next sentence suggests that a capacity analysis would have to be conducted to determine
whether or not the proposed facilities could handle the traffic volumes. -
Additionally, the Fire Department has some legitimate concerns over a roundabout
relative to fire trucks being able to navigate a roundabout. After examining the turns
required to respond from the fire station, there are serious concerns that a roundabout
would disrupt fire operations. To allow the fire vehicles to operate, the roundabout would
have to be very small, or it would have to be designed in such a manner as to allow a fire
truck to run over it.
Plans are in the works to set up cones in the intersection to observe the practical aspects
of the turns required by fire trucks, and traffic counts will be conducted to determine the
traffic volume in the intersection.
9.
10.
You should have a copy of the attachment from Mr. Michael Ho~finan of I76 Camellia
'de regarding the connection of
City is not in compliance with
At locations where the City sewer "is..available but~iroperty owners are on septic tanks
(OSDS), the property owners are required to tie into the public sewer system within a
specific time period. The City code direc s tl~e; City to initiate the billing for sewer .
within 90 days of notification whether or not the :connection has been made. .
Stree~.~This is for your information; only.
~.
~.
The city manager•has reviewed the state law and the city
private property to the•public sewer system. Presently, t)
either state law or city code..`
It is the intent of the city manager to make the necessary otifications to property owners
regarding their obligation to tie into 'e sewer system, -an~o ollow-up with appropriate
billing as per the city code. ~ ~~
Additionally, the city manag~r`will be referring Section 22-90 (a) oi• the`city code to the
City Attorney for review.~~appears that there are conflicts in the city code'and the state
laws that need to be res Ived. See Attachments.
\~~.
11. There are problems with staff trying to provide "draft" minutes to the City Commission in
72 hours. We anticipate that the rush to get minutes out in draft form within 72 hours
without proper review may be a continuing problem. To have the minutes reviewed,
. typed, reviewed by the board or committee chair/membership, corrected, and provided to
r~
Egrral Opporlrrnily Employer
DEPAR'I'MEl~I'I' OF PUBLIC W ORKS
Traffic Engineering Division
Apri114, 1999
David E. Thompson, City Manager
City of Atlantic Beach
800 Seminole Road .
Atlantic Beach, FL 32233
Re: Pi•eIiminaty Slcetclies of the Intersection of Seminole Road, Plaz~i Drive
Znd Sherry Drive
Dea.Y 114r. Thompson:
Tn reply to your memo of 7anuary 27„ 1999, referenced subject, we have the following comments:
1. Tt appears that a properly designed roundabout could handle the traffic and pedestrian demand
efficiently and safely. This design process should include a capacity analysis to test the ability of the
proposed facility to handle present and projected future traffic volumes.
2. A properly designed roundabout should have at least the following features:
a. Splitter islands on each approach.
b. A mountable apron on the traffic circle to accommodate large emergency vehicles.
c. Adherence to the design requirements of FDOT Roundabout Guide.
3. If properly designed, a roundabout may be safer than a signalized intersection for vehicles and
especially for pedestrians.
4. Tf properly landscaped, a roundabout could become a town landmark.
Finally, we see no reason-why a properly designed roundabout could not function as a positive and
attractive asset to your town.
If you should have fiirtl~er comments or questions, please call me.
Sincere y,
Fred Kyle, P.E.
Chief, Traffic Engineering Division
FK:WM:nk
arm
~~
I ~ ~ ~, I AREA CODE 904 / 387-8861 / 1007 SUPERIOR STREET /JACKSONVILLE, FLORIDA 32254
Talked to Bill Bent -State of Massachusetts Public Works 617 973 7500
He promised to write us a letter within the next few days. The letter will give 'us the
experience Massachusetts has had with rotaries. Right now they are in the process of
designing a rotary where they have not had a rotary in the past.
When I explained that we had heard Massachusetts was taking out some rotaries, he
explained some of the rotaries were built in the 1930's, 1940's, 1950's, and they were not
built in the modern way -they are not like modern rotaries. They have outlived their
useful life. They have a bad deflection angle. And, through the years the traffic has
changed. It is important that all the roads leading to the rotary have the same incoming
traffic, he said. If you have one heavy traffic roadway coming into the rotary, it makes a
problem. This is what happened to one of their rotaries and they had to put a red light in
the middle of it.
He said low volume traffic, and a small center diameter seems to work well.
Before I found Bill Bent, I called Streets and Highways, City of Boston
They have about 12 rotaries in Boston. Not in the very high traffic areas, but in the
surrounding areas of Boston.
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January 30, 1999
1861 Selva Marina Drive
Atlantic Beach, FL 32233-5619
Mayor Suzanne Shaughnessy
City of Atlantic Beach
800 Seminole Road
Atlantic Beach, FL 32233
Dear Mayor Shaughnessy:
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There was an article in the January 27 edition of The Beaches Leader about the
proposed roundabout or rotary at the Seminole Road and Plaza intersection. When I
was in the Army in England, I was stationed at a base in Norfolk County about 90
miles north of London and I drove into London and around southern England
frequently. In England, there are rotaries at many of the intersections and I learned to
navigate through them fairly well at low speeds in my very small Ford .Anglia.
Most recently, my family and I lived in Massachusetts where I worked on the Central
Artery/Tunnel project in downtown Boston. I commuted to downtown Boston each
day on the commuter rail/subway system, but on weekends we traveled by
automobile around the Boston area. Many of the towns around Boston have rotaries
and they are a bad experience. Massachusetts Highway Department (IvIEID) has
ranked rotaries for elimination based on the highest ranking for those with the most
accidents and most people killed. Those rotaries with the highest ranking have been
targeted by MHD for elimination and replacement with a safer, more efficient means
of handling traffic.
Our travels through rotaries on the weekends were during off-peak traffic hours and I
believe that most accidents occur in rotaries during the weekday peak hours. Traffic
flow in a rotary is dependent upon the weaving movements of the vehicles, and
supposedly the traffic entering a rotary yields to the traffic already in the rotary. But
even during off-peak hours it is normally a game of chicken and the person with the
most guts and the biggest SLTV wins.
At Seminole Road and Plaza, I have seen 18-wheel semitrailers travel through the
intersection. They require a minimum turning radius of 45 feet and I am not sure how
they will handle the turning radii that will have to be used in that relatively small
intersection. I sure wouldn't want to get into a weaving movement with one of them.
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~ The City probably already has traffic counts along Seminole Road and I would
imagine that the peak traffic volumes through the intersection are relatively low; and
the speed limit would be maintained at 25 miles per hour or less. ~ But even at that, I
do not believe that a rotary will be an improvement over the existing 5-way stop. My
wife has already said, that if a rotary is constructed at that location, she will find
another way to get from Selva Marina Drive to Atlantic Boulevard.
Before you make a final decision about changes at the intersection, please seek the
advice of knowledgeable traffic engineers who have had experience in the design and
construction of rotaries. And contact MHD, FDOT and other State Highway
Departments and ask about their experiences with rotaries and the best alternative
solutions to 5-way stops and rotaries.
Sincerely,
C.. ,~,, .
James C. Jones, Jr.
cc: Members of the Commission
The Beaches Leader
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I N T E R
MEMO
O F F I C E
To: Mr. Fred Kyle ~
From: David E. Thomp o ~; City Manager
Subject: Review of Proposed Atlantic Beach Proposal
Date: January 27, 1999
Asper our discussion today, I am forwarding the plans that were presented to our elected
officials on January 25, 1999. These are very preliminary plans, and we would appreciate it if
you would review them for further discussion. This intersection is probably the most critical
intersection in our city due to the large volume of traffic and the critical nature of the FirelRescue
facility located there. We would like to proceed cautiously relative to making any significant
changes that may have a negative impact on the intersection.
The proposal to beautify the intersection and perhaps improve its effectiveness is appealing, and
we would like to obtain your professional opinions as we explore this idea. We do not expect
you to actually perform any engineering for this project. If eve decide to move forward with it,
then we will go through the usual processes to hire appropriate engineering expertise to do the
design work. However, we know that we will benefit from your preliminary review of the
existing proposal as we determine the projects feasibility and desirability.
Thank you for your assistance in this matter. When you are available to discuss it further, please
do not hesitate to call.
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Proposal To The Atlantic Beach City Commission
To Construct AFive--Way Traffic Circle and
Convert The Plaza Street IVledian Into
An ArtlSculpture Park
Proposed by: Steve Rosenbloom & David Boyer
Two months ago the commission heard a presentation from Steve
Rosenbloom regarding converting the Plaza Street median into an
ArtlSculpture park. The same presentation has been made to the Parks &
Recreation Board, the Tree Board and the Cultural Arts Board. All have
written initial letters of support for the project.
David foyer's assistance and input was solicited on this concept. Mr. Boyer
is a well known architect and resident of Atlantic Beach and felt strongly that
there was a clear benefit in connecting the Plaza Median with the municipal
buildings vis-a-vis the construction of a five-way traffic circle. In doing so,
Mr. Boyer felt this concept would better identify and transition the Plaza
Median area with the municipal buildings, and more firmly anchor this entire
area as the core city center. In addition, the traffic circle might alleviate a
growing traffic problem at this intersection.
Our proposal and recommendation tonight has two purposes: 1) To~encourage
the commission to move towards adopting a resolution of support for this
project so that a feasibility study, design work and cost estimates can be
obtained and; 2) Immediately advise the storm water engineers that this
project is being considered so that they will be aware of it during the design
phase of the storm water project, and to possibly soliciting their support, and
input.
We will be glad to answer any questions concerning this project.
.. ~ ~ ~ ~.
Plaza Street Median
Outdoor ArtlSculpture Project
Overview
Over years of casually viewing art, architecture, parks, cities, etc., 1 have
observed that many places andlor spaces are defined by either their unique
outdoor visual presence or by a readily identifiable physical structure (or
structures) that somehow either define or provide a mental image associated
with the area. Examples of this can range from a single statute or turn-of-the-
century courthouse located in or on the town square of a rural Georgia town to
the sweeping arch in St. Louis or the space needle which remains from the
Seattle World's Fair. On a broader scale cities like Washington DC with the
memorials, New York City with its numerous outdoor landmarks like the Statute
of Liberty and Central Park and Paris with the Eiffel Tower and the Arc de
Triomphe on the Avenue de Champs Elysees, ,also provide vivid, memorable
examples of how outdoor architecture can be an integral part of ones visual
perception of a city.
In some regard a small, residential community -like Atlantic Beach -having no
singularly defined town center, but instead several random municipallcommercial
areas (i.e. city hall, Adele Grage Community Center and Towne Center),
predominately surrounded by a large residential area, could initially be viewed
as an unlikely candidate for implementation of such a concept. However, from
living in Atlantic Beach and having a fairly clear understanding as to the parks
projects that are developing in our city, my recommendation is for the Atlantic
Beach City Commission to endorse and identify funding for an outdoor
art/sculpture park for our city. It is also my view that the ideal location for such
an undertaking would be the median strip on Plaza Street.
Whv an outdoor art project?
There are several reasons why this project would benefiit Atlantic Beach. Our
core city is made up of an eclectic blend of 1920's to 1940's southern coastal
architecture. Over the last twenty years, a variety of~different architecture has
been added making the overall architectural theme even more varied.
In my view a project, such as this, irregardless of which vernacular (traditional or
modern or a combination of both) it gravitated toward, would greatly enhance the
ambiance of our community and provide another passive recreational space for
citizens to enjoy. In addition, the Plaza Street median strip is a valuable green
space in the community that is currently not been well maintained and is very
underutilized by the public.
Why Plaza?
The five-way stop is a focal point in our community and most likely has the
highest traffic count of any intersection within the core city. The Plaza Street
median offers a relatively long, symmetrical city block which, due to the houses,
offers a defined frame vista from either the five-way stop Looking east or East
Coast Drive looking west. It also contains a large number of mature, possibly
historical palm trees which could be incorporated as part of the overall design.
While the on-street parking, in my view, visually detracts from the beauty of the
space, I believe with an innovative architectural design, this distraction can be
minimized.
Conversely, it is also my contention that the current five-way stop is somewhat of
a "visual wasteland." Therefore this project could also dramatically soften and
improve the visual negative impact of this high-traffic pedestrian
crossing/automobile intersection.
Timeline
The most economical timeline for this, if it gains support, could be to do this
project in conjunction with the upcoming storm water drainage project. Both the
east and west ends of Plaza Street wip be dug up for storm water lines and it is
conceivable that many of the project's construction costs could be minimized or
subsidized through the storm water construction contract which, for this area, will
likely not begin for another 12 to 18 months.
Summary
In closing, I would ask each member to objectively and constructively think about
where our city is going from a parks development perspective and the role the
City Commission could play in our city's future by endorsing and helping bring to
fruition a unique project like this. If done properly, it could be a wonderful visual
amenity the city would enjoy for generations to come. In addition -similar to the
current momentum of landscaping beach accesses - a project like this could
bring added attention to and consideration for ,improving other public
greenspaces in much the same way.
Very sincerely,
Steven M. Rosenbloom
Home: 246-1901 Office: 350-'1024
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FLORIDA ROUNDABOUT GUIDE
1.3 USE OF ROUNDABOUTS
Roundabouts perform better at intersections with roughly similar traffic flows and high
proportion ofleft-turning movements.
Roundabouts are particularly suited in the following situations: (which are situations that do
not apply at the Seminole/Plaza intersection)
• At intersections with high left-turning volumes, especially those with single lane approaches.
• At local road intersections that have a high number of accidents involving through
movements orleft-turning movements.
2.1 INTERSECTION CONTROL ALTERNATIVES
Roundabouts have their limitations:
• For very low-volume applications, Two-Way Stop Control and All-Way Stop Control are
easier and less expensive to implement.
• Roundabouts offer the least positive form of control. Each vehicle entering the intersection
must yield to all traffic that has already entered.
• Roundabouts impose a new form of traffic control that is not familiar to motorist in Florida.
Therefore, roundabouts are not the solution to all traffic problems at all locations. Careful study
is required to ident j~ the most appropriate control mode at any given location.
2.2 CONTRAINDICATING FACTORS
• Physical or geometric complications that make it impossible or uneconomical to construct
roundabout. These could include right-of-way limitations, utility conflicts, drainage
problems, etc.
• Proximity of generators of significant traffic that might have difficulty negotiating the
roundabout. For example, a fire station right at the intersection, or an institution that serves
blind people might be considered a contraindication.
• Heavy pedestrian traffic movements that would have trouble crossing the road because of
high traffic volumes. This indication would also include special need pedestrian areas (areas
with a large number of children, elderly people, etc.).
• Areas with a large number of cyclists. Although roundabouts readily accommodate the
bicyclist, areas with a large number of bicyclists and insufficient crossing opportunities
would require additional review and evaluation.
2.5 ROUNDABOUT JUSTIFICATION PROCEDURES
2.5.1 Step 1-Obtain Common Data
The common data includes all of the information that is independent of the justification
category. All data required for a signal warrant study are normally required for the justification
of a roundabout. These data should be summarized on the standard MUTS forms, where
applicable. The following items are normally required:
• Peak how twning movement volumes should be summarized by 15 minute intervals;
• Twenty-fow hour approach volumes for each leg of the intersection are normally obtained to
identify the heaviest eight hows for signal warrant analysis;
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• Bicycle and pedestrian counts for the intersection should be gathered where their numbers
are significant. Special consideration should be paid to future pedestrian and bicycle traffic
generators, such as plans to build a school near the intersection;
• Detailed crash records should be compiled to analyze the frequency and types of collisions
occurring at the existing intersection;
• Community considerations should be addressed, including the need for parking, the
landscaping character of the area and existence of other traffic management strategies;
• Percentage of large trucks that would be using the intersection is important because of the
geometric constraints imposed by a roundabout;
• Transit routes (and frequencies) through the intersection along with any stops which are
located within 0.5 km should be documented;
• Posted and design speeds for all approaches should be obtained; and
• Miscellaneous data, such as existing geometries, area population, land uses and distances to
other intersections and adjacent intersection control treatments, will also be useful in most
cases.
In most cases, traffic volume should be projected to some point in the future. The basis for
these projections should be identified.
2.5.2 Step 2 -Identify Justifications Category
The justification category indicates the primary reason for which the roundabout should be
installed. There are seven justification categories described in Table 2-1. The choice of the
justification category will determine what, if any, additional data are required and what analyses
should be carried out.
2.5.3 Step 3 -Obtain Data Requirements Specific to a Particular Category
Any category-specific data not required for Step 1 or 2 should be obtained now. For example,
documentation of area complaints about speeding vehicles may be required as justification for
traffic calming.
2.5.4 Step 4 -Perform Preliminary Geometric Design to Establish Feasibility
Using guidelines as provided in Chapter 4, prepare a preliminary geometric design of a
roundabout for the location to establish the physical feasibility. Based on the preliminary
design, assess the feasibility of a roundabout at the location. Note any special features or design
criteria required to prepare the preliminary design.
2.5.5 Step 5 -Analyze the Performance of a Roundabout
Using procedures established in Chapter 3, an analysis of the performance of a roundabout at
that location is prepared. The SIDRA (Australian softwaze: Signalised and Unsignalised
Intersection Design and Research Aid} will normally be used for this purpose (British software
also available: ARCADY and RODEL). To assign a level of service to the roundabout or any of
its approaches, the unit delays (seconds per vehicle) should be estimated using SIDRA, and the
HCM (Highway Capacity Manual) level of service thresholds for unsignalized intersections
should be applied. All assumptions regarding operating parameters should be clearly identified.
2.5.6 Step 6 -Analyze the Performance of Alternative Control Modes
If the roundabout is being justified as an alternative to other control modes, a complete analysis
of the performance of these modes should be carried out. Comparisons with traffic signal
• . l 1 ~
performance should describe the signal operation plan (lane use, left-lane protection, phasing
plan, timing plan, etc.)
2.5.7 Step 7 -Assess Contraindications and Propose Mitigation Treatments
Any contraindications identified in Steps 1 through 6 should be documented. A description of
the mitigation efforts or measures to alleviate or reduce the effects of the contraindications
should be provided for each contraindication.
2.5.8 Step 8 -Final Recommendations
Prepare final recommendations summarizing the study and indicating the basis for justification
of a roundabout as the most appropriate control mode for the intersection. In some cases, a cost
/benefit analysis may strengthen the recommendation.
2.5.9 Roundabout Justification Study Summary and Report
Prepare a report summarizing the results of the roundabout justification study.
4.2 APPROACH AND ENTRY CHARACTERISTICS
As a minimum, the width for asingle-lane entrance on a state facility shall be 4.2 m (13.78').
4.3 CENTRAL ISLAND
There are two areas of a central island, the truck apron and the raised, often landscaped, non-
traversable area. Central islands should be circular. For roundabouts on the state highway
system, the central island should have a minimum radius of 7.5 m (24.61'). to the inside of the
circulating roadway. For local roads, the use of a smaller design vehicle will reduce the
minimum radius somewhat.
4.4 CIRCULATING WIDTH
The minimum circulating width should be at least as wide as the maximum entry width and will
normally exceed 1.2 times the maximum entry width.
4.5 INSCRIBED CIRCLE DIAMETER
The minimum inscribed circle diameter for asingle-lane roundabout on the state highway
system should be 30 m (98.43'), based on a WB-15 design vehicle. Roundabouts on local roads
maybe smaller, depending on the design vehicle.
4.6 EXIT CURVES
Ideally, a straight path tangential to the central island is preferable for departing vehicles.
4.7 SPLITTER ISLANDS
Splitter islands should be provided on all roundabouts, in both rural and urban areas. The
islands are important because they:
• Provide shelter for pedestrians.
• Help in lowering the entry speed.
• Guide vehicles into the roundabout.
• Deter left-turners from taking wrong-way short cuts through the roundabout.
,, i ,
4.8 DEFLECTION
The most important factor influencing the safe operation of a roundabout is adequate deflection
of the vehicle as it enters and progresses through the roundabout. Roundabouts should be
designed so that the speed of all vehicles is restricted to 40 km/h (24.85 mph) within the
roundabout. Adjusting the geometry of the entry lane to ensure that through vehicles are
significantly deflected will achieve the necessary reduction in speed.
4.9 SIGHT DISTANCE REQUIItEMENTS
Sight distance as applicable to both vertical and horizontal geometrics greatly influences both
the safety performance of a roundabout and the positioning of signs and landscaping.
4.10 SUPERELEVATION AND DRAINAGE
Because speeds are constrained, normal curve superelevation through the roundabout is
generally not necessary. As a general design practice, a cross slope of 0.02 should be used for
the circulating roadway.
4.11 STREETS OF UNEQUAL WIDTH ANDIOR WIDE MEDIANS
Designing roundabouts on streets of unequal width and/or with wide medians poses particular
problems. In many of these cases, roundabouts may not be an appropriate treatment. (This
would be applicable to the east extension of Plaza).
4.16 ROUNDABOUTS ON LOCAL ROADS
Geometric design principles for local street roundabouts differ slightly from those used for roads
on the state highway system. Controlling the speed of the vehicle remains an important
objective.
4.17 A TYPICAL ROUNDABOUT EXAiVIPLE
The inscribed circle diameter is 30 m (98.43'). Layout accommodates a WB-15 design vehicle
for left and right turns and incorporates a deflection path with a radius of curvature of 60 m
(196.85'), providing fora 40 km/h (24.85 mph) speed.
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Figure 48. Minimam configuration for a simple ronndaboa#.
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