CONTENTS:

1. Introduction ................................................. ...................................... 2

2. History of roundabouts ................................................................... ... 3
3. Roundabout traffic ............................................................................. .4
3.1. Behavior of drivers in the roundabout .................................. ........ 5
4. Types of modern roundabouts ............................................................ 6
5. Basic features of roundabouts ............................................................. 8
5.1. Advantages of roundabouts ............................................................ 8
5.2. Disadvantages of modern roundabouts .......................................... 10
5.3. Problems when you switch on a roundabout traffic .. 10
6. Use of modern roundabouts ................................................................ 11
7. The geometry of modern roundabouts .............................................. .12
7.1. Elements of modern roundabouts .................................................. 12
7.2. Geometric size of modern roundabouts ..... 13
8. The process of planning modern roundabouts ................................ ... 13
8.1. The relationship roundabout and the existing network .................. 14
8.2. Number of lanes ............................................... ............................. 15
8.3. Evaluation of the design ............................................... ................. 15
9. Security roundabouts ........................................................................... 15
10.Conclusion ................................................. ...................................... . 18
11.Literature ................................................. ......................................... . 19
 SADRAJ:

1. Uvod ............................................................................................................. 2
2. Istorija raskrsnica sa krunim tokom ... 3
3. Raskrsnice sa krunim tokom saobraaja .4
3.1. Ponaanje vozaa u krunom toku..5
4. Tipovi savremenih raskrsnica sa krunim tokom ......................................... 6
5. Osnovne karakteristike raskrsnica sa krunim tokom.................................. 8
5.1. Prednosti raskrsnica sa krunim tokom...................................................... 8
5.2. Nedostaci savremenih raskrsnica sa krunim tokom................................ 10
5.3. Problemi pri ukljuivanju na raskrsnicu sa krunim tokom saobraaja....10
6. Primjena savremenih raskrsnica sa krunim tokom.....................................11
7. Geometrija savremenih raskrsnica sa krunim tokom.12
7.1. Elementi savremenih raskrsnica sa krunim tokom..........................12
7.2. Geometrijske veliine savremenih raskrsnica sa krunim tokom ....13
8. Proces planiranja savremenih raskrsnica sa krunim tokom ...13
8.1. Odnos raskrsnice sa krunim tokom i postojee mree ........................... 14
8.2. Broj saobraajnih traka............................................................................. 15
8.3. Vrednovanje projektnog rjeenja ..............................................................15
9. Bezbijednost raskrsnica sa krunim tokom ..................................................15
10. Zakljuak.................................................................................................... 18
11. Literatura.................................................................................................... 19
1. INTRODUCTION

Great interest in modern roundabout in many countries of Western Europe and

on the Australian continent, but in recent years and in the US, due to the results
of which are shown in the field of security and capacity, has reached such
proportions that it can be considered a strategic concept in the design of surface
intersections. The results of numerous studies that
show that the transition to this type of intersections drastically reducing the
number of road accidents, especially those with injuries and casualties, as well
as the undeniable impact in terms of environmental and aesthetic terms should
serve as an incentive for a greater role of these intersections in planning or
projektantskoj practice with us.
This work includes the historical development of roundabouts, introducing
dynamics in different countries, their characteristics and their applicability in
different situations. Special emphasis is placed on process
planning and decision-making on the feasibility of the construction of modern
roundabouts, due to the above advantages, as well as the fact that in our country
are not represented in significant numbers.
 1. UVOD

Velika zainteresovanost za savremene raskrsnice sa krunim tokom u mnogim

zemljama zapadne Evrope i na australijskom kontinentu, a poslednjih godine i u
SAD, zbog rezultata koje su pokazale na polju bezbijednosti i kapaciteta,
dostigla je takve razmjere da se moe smatrati stratekim konceptom u
projektovanju povrinskih raskrsnica. Rezultati mnogobrojnih istraivanja koji
pokazuju da se prelaskom na ovaj tip raskrsnica drastino smanjuje broj
saobraajnih nesrea, a naroito onih sa povreenima i nastradalima, kao i
nesporan uticaj u pogledu zatite ivotne sredine i u estetskom pogledu trebalo
bi da poslue kao podsticaj za znaajniju ulogu ovih raskrsnica u planerskoj,
odnosno projektantskoj praksi kod nas.
Ovaj rad obuhvata istorijski razvoj raskrsnica sa krunim tokom, dinamiku
uvoenja u razliitim zemljama, njihove karakteristike, kao i njihovu
primenljivost u razliitim situacijama. Poseban akcenat stavljen je na proces
planiranja i donoenja odluke o opravdanosti izgradnje savremenih raskrsnica sa
krunim tokom, obzirom na navedene prednosti, kao i injenice da kod nas nisu
zastupljene u znaajnijem broju.
 2. HISTORY roundabout

In his book ,, Designing roundabouts "Mike Brown (Mike Brown) gave an

overview of the history of roundabouts in Europe and the United States. The
first concept of circular saobrajnog tokadao Frenchman Enar (Eugene Henard)
1903 years. The first practical application of the circular system was Columbus
cirques made in New York 1905 and produced by V. Ino (William Phelps Eno).
The first roundabouts in Paris was made in 1907 on the site Placed L 'Etoile.
In the beginning, there were no specific rules for the behavior of the driver in
the roundabout traffic flow. Later he introduced ,, right priority "(rule of the
right hand). With the increasing intensity of traffic, this rule has led to a halt of
traffic in the roundabout. Increasing the number of accidents caused by this
situation, then the development of traffic signals, in particular light signals
coordinated reduction takes interest in roundabout, so that many of them have
replaced classical intersections.
The survival of roundabouts allow the introduction of the right of priority
vehicles in the roundabout in the UK in 1966. This increased capacity, and
security. Interest in the roundabout again increased.
In Sweden, the new rules have been introduced during the sixties year-twentieth
century. Modern roundabout again presented in France in 1972. In contrast to
Europe, in the United States because of the bad reputation of the old, large
roundabouts there was great interest for modern roundabout until the last decade
of the twentieth century. Some states such as Maryland and Florida were the
first to introduce modern roundabout in his practice.
Federal Ministry of Transport (U.S. Department of Transportation) has issued a
2000 instruction for modern roundabout (Roundbouts an Informational Guide).
The results are modern roundabout has shown in the field of safety and capacity
have led to huge interest in them in many countries.
In the Netherlands, starting from the late 1980s to only six made around 4400
roundabouts.
Norway is the application of modern roundabouts began in 1985. By 1992 their
number rose to about 500 of the 350 that were published in 1990. Throughout
Norway in 1980. there were only 15th
By 1987, more than 500 of roundabouts is made in the UK and western parts of
France.
In 1992 the increase in deployment (creating) modern roundabouts came to the
level of 1000 intersections per year.
 2. ISTORIJA RASKRSNICA SA KRUNIM TOKOM

U svojoj knjizi ,,Projektovanje raskrsnica sa krunim tokom Majk Braun (Mike

Brown) je dao pregled istorije raskrsnica sa krunim tokom u Evropi i
Sjedinjenim Dravama. Prvi koncept krunog saobrajnog tokadao je Francuz
Enar (Eugene Henard) 1903 godine. Prva praktina primjena krunog sistema
bio je Columbus cirkle izraen u Njujorku 1905 godine, a izradio ga je V. Ino
(Wiliam Phelps Eno). Prva raskrsnica sa krunim tokom u Parizu izraena je
1907. Godine na mjestu PlaceDe Letoil.
U poetku nisu postojala specifina pravila za ponaanje vozaa u krunom
saobraajnom toku. Kasnije je uvedeno ,,desno pravo prvenstva (pravilo desne
ruke). Sa poveanjem inteziteta saobraaja, ovo pravilo je dovodilo do zastoja
saobraaja u samom krunom toku. Poveanje broja nezgoda uslovljeno ovom
situacijom, zatim razvoj saobraajne signalizacije, a naroito koordinisane
svetlosne signalizacije dovelo je do smanjenja interesovanja za raskrsnice sa
krunim tokom, tako da su mnoge od njih zamijenjene klasinim raskrsnicama.
Opstanak raskrsnica sa krunim tokom omoguilo je uvoenja prava prvenstva
vozila u krunom toku u Velikoj Britaniji 1966. godine. Ovo je povealo
kapacitet, tako i bezbednost. Interesovanje za raskrsnice sa krunim tokom
ponovo se povealo.
U vedskoj nova pravila su predstavljena tokom esdesetih godina- dvadesetog
vijeka. Savremene raskrsnice sa krunim tokom ponovo su predstavljene u
Francuskoj 1972.godine. Nasuprot Evropi, u Sjedinjenim Dravama zbog loe
reputacije starih, velikih raskrsnica sa krunim tokom nije bilo velikog
interesovanja za savremene raskrsnice sa krunim tokom sve do poslednje
decenije dvadesetog vijeka. Pojedine drave kao to su Maryland i Florida prve
su uvele savremene raskrsnice sa krunim tokom u svoju praksu.
Savezno ministarstvo saobraaja (U.S. Department of Transportation) izdalo je
2000.godine upustvo za savremene raskrsnice sa krunim tokom (Roundbouts
an Informational Guide).
Rezultati koje su savremene raskrsnice sa krunim tokom pokazale na polju
bezbednosti i kapaciteta dovele su do ogromne zainteresovanosti za njih u
mnogim zemljama.
U Holandiji poevi od kasnih 1980-ih za samo est godina izraeno je
priblino 4400 raskrsnica sa krunim tokom.
Norveka je sa primjenom savremenih raskrsnica sa krunim tokom poela
1985. godine. Do 1992. godine njihov broj popeo se na priblino 500 od 350
koliko ih je bilo 1990. godine. U cijeloj Norvekoj 1980.god. bilo ih je samo 15.
Do 1987. godine preko 500 raskrsnica sa krunim tokom izraeno je u Britaniji
i zapadnim delovima Francuske.
U 1992. godini porast implementacije (izrade) savremenih raskrsnica sa
krunim tokom doao je do nivoa od 1000 raskrsnica godinje.
 3. Roundabout TRAFFIC

Roundabout is an intersection where the traffic takes place cyclically, in the

direction opposite the direction of clockwise. This type of junction may have
one or more traffic lanes, and the traffic sign is marked explicit command
indicates the obligation: roundabout (Fig.1.).

Fig.1. Traffic sign: roundabout

Roundabouts (fig. 2) is considered safer than the "classic" crossroads because of

the reduced number of conflict points (pedestrian-to-vehicle, vehicle-to-vehicle)
as well as the speed of the vehicle, both on the approach road and at the
crossroads.

Fig.2. Roundabout traffic

 3. RASKRSNICE SA KRUNIM TOKOM SAOBRAAJA

Kruni tok saobraaja je raskrsnica u kojoj se saobraaj odvija kruno, u smjeru

suprotnom od smera kretanja kazaljke na satu. Ovaj tip raskrsnice moe imati
jednu ili vie saobraajnih traka i obiljeava se saobraajnim znakom izriite
naredbe koji oznaava obavezu: kruni tok saobraaja (Sl.1.).

Sl.1. Saobraajni znak : kruni tok saobraaja

Raskrsnica sa krunim tokom (Sl.2.) se smatra bezbjednijom od klasine

raskrsnice, jer je smanjen broj konfliktnih taaka (peak-vozilo, vozilo-vozilo)
kao i brzina kretanja vozila, kako na prilazu raskrsnici tako i u samoj raskrsnici.

Sl.2. Raskrsnica sa krunim tokom saobraaja

 3.1. Behavior of drivers in the roundabout

Figure 3 shows the traffic lane you should take before operating the vehicle in
the traffic roundabout with more traffic lanes, in order to effect disconnection of
the roundabout on the particular output leg.

Fig.3. traffic lanes

At each input leg of the circuit sets the sign commitments roundabout and the
most common sign of hitting upon a priority road.
If the input arm of the roundabout set sign hitting upon a priority road, it is the
command of the driver, which includes vehicles in the roundabout to give
preference of passing vehicles already in the roundabout.
If the entrance arm of the roundabout there is a sign of hitting upon a priority
road apply the usual rules of traffic as well as on any other crossroads, which is
not regulated by traffic lights or signs of traffic cop (the rule is right).
The driver that his vehicle enters the roundabout must reduce speed, and if
necessary, to stop and to phase switching performed without causing danger or
disturbance to other drivers.
When turning vehicles in the roundabout driver has no obligation to include turn
signal - turn signal.
 3.1. Ponaanje vozaa u krunom toku

Slika 3. prikazuje koju saobraajnu traku treba zauzeti prije ukljuenja vozilom
u kruni tok saobraaja sa vie saobraajnih traka, da bi se izvrilo iskljuenje iz
krunog toka na odreenom izlaznom kraku.

Sl.3. Saobraajne trake

Na svakom ulaznom kraku u kruni tok postavlja se znak obaveze kruni tok
saobraaja i najee znak nailazak na put sa prvenstvom prolaza.
Ako je na ulaznom kraku u kruni tok postavljen znak nailazak na put sa
prvenstvom prolaza, to predstavlja naredbu vozau, koji se ukljuuje vozilom u
kruni tok, da ustupi prvenstvo prolaza vozilima koja se ve nalaze u krunom
toku.
Ako na ulaznom kraku u kruni tok ne postoji znak nailazak na put sa
prvenstvom prolaza vae uobiajena pravila saobraaja kao i na svakoj drugoj
raskrsnici, koja nije regulisana semaforom ili znacima saobraajca (vai pravilo
desne strane).
Voza koji svojim vozilom ulazi u kruni tok mora da smanji brzinu kretanja, a
po potrebi i da se zaustavi i da fazu ukljuivanja izvede bez izazivanja opasnosti
ili smetnji drugim vozaima.
Prilikom ukljuivanja vozila u kruni tok voza nema obavezu ukljuivanja
pokazivaa pravca - migavca.
4. TYPES OF MODERN roundabout

Mini roundabout usually be designed to allow speeds of 25 km / h. The central

island is slightly elevated with a minimum diameter of 4 m and projetovano so
that passenger vehicles passing through the intersection without his trampling.
Patency of larger vehicles (buses and trucks) is enabled by driving through the
central islands. Razdelna island in the access spokes are not physical, but only
marked in August.
Normal roundabout have elevated central island and partial island. The traffic in
the traffic circle may be arranged with one, two or more traffic lanes. Some
countries its regulations do not permit the application of the intersection with
more than two traffic lanes in the roundabout.

Fig. 4th Mini and normal roundabouts

 4. TIPOVI SAVREMENIH RASKRSNICA SA KRUNIM TOKOM

Mini raskrsnice sa krunim tokom obino se projektuju da omogue brzine od

25 km/h. Centralno ostrvo je blago izdignuto sa minimalnim prenikom od 4 m
i projetovano tako da putnika vozila prolaze kroz raskrsnicu bez njegovog
gaenja.
Prohodnost veih vozila (autobusi i kamioni) omoguena je vonjom preko
centralnog ostrva. Razdelna ostrva na prilaznim kracima nisu fizika, ve samo
obiljeena na kolovozu.
Normalne raskrsnice sa krunim tokom imaju izdignuto centralno ostrvo, kao i
razdelna ostrva. Saobraaj u krunom toku moe se organizovati sa jednom,
dvije ili vie saobraajnih traka. Pojedine zemlje svojim propisima ne
dozvoljavaju primjenu raskrsnica sa vie od dvije saobraajne trake u krunom
toku.

Sl. 4. Mini i normalna raskrsnica sa krunim tokom

Loops with roundabout can be divided into two types.
The first is from the roundabout large diameter centrally placed above or below
the highway. This type requires two bridges (in the trunk highway or across the
highway). Given the large diameter of the roundabout geometry that requires
this loop, it is necessary to evaluate whether the speed of which can provide
acceptable time. The second type of loop represents a single object above or
below the highway and with two circular flow on each side. This type of loop is
often recommended as a replacement for a loop type,, diamond "(,, rhombus").

Fig. Fifth loops the roundabout (with two and one bridge)
Petlje sa krunim tokom moemo podijeliti na dva tipa.
Prvi je sa krunim tokom velikog prenika centralno postavljen iznad ili ispod
autoputa. Ovaj tip zahtijeva dva mosta (u trupu autoputa ili preko autoputa).
Obzirom na veliki prenik krunog toka koji zahtijeva geometrija ovakve petlje,
potrebno je procijeniti da li su brzine koje se time omoguavaju prihvatljive.
Drugi tip predstavlja petlju sa jednim objektom iznad ili ispod autoputa i sa dva
kruna toka sa svake strane. Ovaj tip petlji se esto preporuuje kao zamjena za
petlje tipa ,,dijamant (,,romb).

Sl. 5. Petlje sa krunim tokom (sa dva i sa jednim mostom)

 5. MAIN CHARACTERISTICS roundabout

There are three main differences between modern roundabouts and classic
circular traffic flow:

Modern roundabout have a smaller diameter which reduces the speed in

the roundabout,
They have partially island that causes separation of input and output
flows,
Have,, Triangle "at the entrance to a roundabout instead of a sign,, stop".

5.1. The advantages of modern roundabouts

In terms of security:
They have a small number of conflict points compared to conventional
intersections.
Less velocity caused by the geometry of the intersection reduces the
number of incidents (accidents).
In terms of capacity:
,, Triangle "instead of a sign ,, Stop" causes less space between vehicles.
When looking at only one intersection, a modern roundabout give greater
capacity of signalized intersections.
In terms of waiting times:
In general, waiting at roundabouts is less than the equivalent
(corresponding) controlled intersections.
During the red and yellow lights at signalized intersections, there is an
unnecessary waiting time regardless of free space for passing through the
intersection.
In terms of cost:
In general, require less width of roads.
Maintenance costs signalized intersections are greater than the
roundabout.
costs due to traffic accidents are lower due to the lower number and
severity of accidents.
In regard to the movement of pedestrians and cyclists:
Dividing Ostrava increase the safety of pedestrians.
Less speed on modern roundabouts should increase safety of cyclists.
In terms of environmental protection:
roundabout reduce fuel consumption relative to the signalized
intersection, due to the reduction of sudden acceleration and braking time
and lower level of environmental pollution.
roundabout also reduces the noise level in relation to the signalized
intersection.
5. OSNOVNE KARAKTERISTIKE RASKRSNICA SA KRUNIM TOKOM

Postoje tri osnovne razlike izmeu savremenih raskrsnica sa krunim tokom i

klasinih krunih saobraajnih tokova :
Savremene raskrsnice sa krunim tokom imaju manji prenik to
smanjuje brzinu u krunom toku,
Imaju razdelno ostrvo koje uslovljava razdvajanje ulaznih i izlaznih
tokova,
Imaju ,,trougao na ulazu u kruni tok umesto znaka ,,stop.

5.1. Prednosti savremenih raskrsnica sa krunim tokom

U pogledu sigurnosti:
Imaju manji broj konfliktnih taaka u poreenju sa klasinim
raskrsnicama.
Manje brzine uslovljene geometrijom raskrsnica smanjuje broj incidenata
(nezgoda).
U pogledu kapaciteta:
,,Trougao umesto znaka ,,Stop uzrokuje manje razmake izmeu vozila.
Kada se posmatra samo jedna raskrsnica, savremene raskrsnice sa
krunim tokom daju vei kapacitet od signalisanih raskrsnica.
U pogledu vremena ekanja:
Generalno, ekanje kod raskrsnica sa krunim tokom je manje nego kod
ekvivalentnih (odgovarajuih) signalisanih raskrsnica.
Za vrijeme crvenog i utog svetla kod signalisanih raskrsnica, javlja se
nepotrebno vrijeme ekanja bez obzira na slobodni prostor za prolazak
kroz raskrsnicu.
U pogledu kotanja:
Generalno, zahtevaju manje irine saobraajnica.
Trokovi odravanja signalisanih raskrsnica su vei nego raskrsnicama sa
krunim tokom.
Trokovi usled saobraajnih nezgoda su manji zbog manjeg broja i teine
nezgoda.
U pogledu kretanja peaka i biciklista:
Razdjelna ostrava poveavaju bezbijednost pjeaka.
Manje brzine na savremenim raskrsnicama sa krunim tokom trebalo bi
da poveaju bezbijednost biciklista.
U pogledu zatite ovekove sredine:
Raskrsnice sa krunim tokom smanjuju potronju goriva u odnosu na
signalisane raskrsnice, usled smanjenja naglog ubrzavanja i koenja time
i manji nivo zagaenja ivotne sredine.
Raskrsnice sa krunim tokom takoer smanjuju i nivo buke u odnosu na
signalisane raskrsnice.
5.2. Disadvantages of modern roundabouts

In terms of security:
staff's lack of drivers on the roundabout, can initially cause an increase in
Braille accidents.
In terms of capacity:
The use of coordinated light signals at a number of intersections can
generally increase network capacity.
signalized intersections can be a better solution when intersection
occasionally has a higher traffic than projected.
In terms of waiting times:
driver can disturb the lost time caused by yaw when passing through the
intersection.
In terms of cost:
The cost of construction can be higher in roundabouts.
In some locations roundabout may require increased lighting, which
increases the cost of the operation.
In regard to the movement of pedestrians and cyclists:
Small size of roundabouts can cause a sense of discomfort with cyclists.
roundabout require a longer path of movement of pedestrians and
cyclists.
roundabout can increase the waiting time for pedestrians looking for
suitable space to move.

5.3. Problems when you switch on a roundabout traffic

Difficult estimate speed (due to an obtuse angle driver involvement was

not able to spot available from a secondary road oncoming vehicles is
inadequate assessment rate) of the vehicle in the roundabout changes
Difficult estimate intention drivers in the roundabout
Neuobiajan mode tracking relationships vehicles in the roundabout in
relation to the second crossing
Following the decisions of popular involvement is necessary to quickly
move because the current interruption rare and the speed of vehicles in
the circulating stream too.
 5.2. Nedostaci savremenih raskrsnica sa krunim tokom

U pogledu sigurnosti:
Nenaviknutost vozaa na raskrsnice sa krunim tokom, moe u poetku
uzrokovati poveanje braja nezgoda.
U pogledu kapaciteta:
Primjena koordinisane svetlosne signalizacije na nizu raskrsnica moe
generalno poveati kapacitet mree.
Signalisana raskrsnica moe biti bolje rjeenje kada raskrsnica
povremeno ima vei saobraaj od projektovanog.
U pogledu vremena ekanja:
Vozaima moe smetati izgubljeno vrijeme uzrokovano skretanjem sa
pravca tokom prolaska kroz raskrsnicu.
U pogledu kotanja:
Trokovi graenja mogu biti vei kod raskrsnica sa krunim tokom.
Na nekim lokacijama raskrsnice sa krunim tokom mogu zahtijevati
poveano osvetljenje, to poveava cijenu kotanja i eksploatacije.
U pogledu kretanja peaka i biciklista:
Male dimenzije raskrsnica sa krunim tokom mogu uzrokovati osjeaj
neprijatnosti kod biciklista.
Raskrsnice sa krunim tokom zahtevaju due putanje kretanja peaka i
biciklista.
Raskrsnice sa krunim tokom mogu poveati vrijeme ekanja pjeaka
traei pogodan razmak za prelazak.

5.3. Problemi pri ukljuivanju na raskrsnicu sa krunim tokom

saobraaja

Oteana procjena brzine ( zbog tupog kuta voza u ukljuenju nije u

mogunosti uoiti oreeni put nadolazei vozila pa je procjena brzine
neadekvatna) kretanja vozila u krunom toku se mijenja
Oteana procjena namjera vozaa u krunom toku
Neuobiajan nain praenja meusobnih odnosa vozila u krunom toku u
odnosu na druga krianja
Nakon donesene odluke o ukljuenju potrebno je hitro kretanje jer je
prekid toka rijedak a brzina vozila u kruom toku prevelika.
6. USE OF MODERN roundabout

Desirable situation for the application of modern roundabouts are the following:

When applying the sign ,, Stop "causes unacceptable waiting times at

traffic crosspoints direction. Modern roundabout reduce waiting time at
the side direction, or increase the waiting time for the main direction. In
many cases the roundabout have the same capacity as the classic
signalized intersections, but their use reduces waiting times and increases
safety.
At intersections where a large percentage ,, left turn ".
At intersections with more than four branches.
At the crossroads where the disproportionately large number of incidents
involving with crossing traffic or maneuvering traffic.
At the crossroads where the main traffic flow turns.
The main and regional roads and the suburban area where high speed,
and the number of left turns.
At the crossroads where it is not advisable to give priority to any
direction.

Undesirable situations for the use of modern roundabouts are the following:

In places where it can not be carried out satisfactory geometry.

The individual intersections in the network controlled intersections.
In places where the possibility of modifying the preferred traffic flows
using the light signals.
At the crossroads at which the expected significant pedestrian activity.
In places where traffic flows are not balanced, with big traffic in one or
more approaches and where therefore the waiting time of some vehicles
were unacceptably high.
At the crossroads main and sub traffic flow, in which the application
roundabout causing unacceptably much time waiting for the main
direction.
In places where the output current can be interrupted, which would cause
the creation of columns in the roundabout (eg. Proximity signalisanog
pedestrian crossing).
6. PRIMJENA SAVREMENIH RASKRSNICA SA KRUNIM TOKOM

Poeljne situacije za primjenu savremenih raskrsnica sa krunim tokom su

sledee:

Kada primena znaka ,,Stop uzrokuje neprihvatljivo vrijeme ekanja

saobraaja na ukrsnom pravcu. Savremene raskrsnice sa krunim tokom
redukuju vrijeme ekanja na sporednom pravcu, ali poveavaju vrijeme
ekanja na glavnom pravcu. U mnogim sluajevima raskrsnice sa
krunim tokom imaju isti kapacitet kao i klasine signalisane raskrsnice,
ali se njihovom primenom smanjuje vrijeme ekanja i poveava
bezbijednost.
Na raskrsnicama na kojima je veliki procenat ,,lijevih skretanja.
Na raskrsnicama sa vie od etiri kraka.
Na raskrsnicama na kojima je neproporcionalno veliki broj incidenata
koji ukljuuje ukrsni saobraaj, odnosno manevarski saobraaj.
Na raskrsnicama gdje glavni saobraajni tok skree.
Na magistralnim i regionalnim putevima i prigradskom podruju na
kojima su velike brzine, kao i broj lijevih skretanja.
Na raskrsnicama na kojima nije poeljno dati prioritet nijednom pravcu.

Nepoeljne situacije za primenu savremenih raskrsnica sa krunim tokom su

sledee:

Na mjestima gdje ne moe biti sprovedena zadovoljavajua geometrija.

Na pojedinanim raskrsnicama u mrei signalisanih raskrsnica.
Na mjestima gdje je poeljna mogunost modifikovanja saobraajnih
tokova upotrebom svetlosne signalizacije.
Na raskrsnicama na kojima se oekuje znaajna pjeaka aktivnost.
Na mjestima gdje saobraajni tokovi nisu izbalansirani, sa velikim
saobraajem na jednom ili vie prilaza i gdje bi zbog toga vrijeme ekanja
pojedinih vozila bilo neprihvatljivo veliko.
Na raskrsnicama glavnog i sporednog saobraajnog toka, na kojima bi
primjena raskrsnice sa krunim tokom uzrokovala neprihvatljivo veliko
vrijeme ekanja na glavnom pravcu.
Na mestima gdje izlazni tok, moe biti prekinut, to bi uzrokovalo
stvaranje kolone u samoj raskrsnici sa krunim tokom (npr. neposredna
blizina signalisanog peakog prelaza).
7. GEOMETRY MODERN roundabout

Design geometry of modern roundabouts are seeking a compromise between

capacity and security. Roundabout operate safely if the geometric elements
cause the reduction approach, ie, the speed in the roundabout. In contrast, such a
geometry induced reduction of capacity crossroads. Also many geometric
elements are determined by the maneuverability of the largest vehicle expected
to raskrsnici.Osnovni shape and characteristics depend on the position of the
intersection in the network, as well as the expected presence of pedestrians and
bicycle traffic. Also, a different approach to the design applied to the
intersections with one or more lanes of the roundabout.

7.1. Elements of modern roundabouts

central island is a raised area in the center of the intersection, around

which the transport takes place.
island is partially raised or painted surfaces, the minor trans junction
serving the separation of input and output are both tokova.Oblikuje slow
access traffic, and also serves as protection for pedestrians crossing
enabled in two stages
roundabout the transport surface on which the transport takes place by
reversed-clockwise.
Area that provides mobility vehicles exceeding the applicable shall be
applied at the crossroads of smaller dimensions.
On edge green belt is applied in many modern roundabouts to separate
preschool and pedestrian traffic.

Fig. Sixth geometrical sizes defining contemporary a roundabout

7. GEOMETRIJA SAVREMENIH RASKRSNICA SA KRUNIM TOKOM

Projektovanje geometrije savremenih raskrsnica sa krunim tokom predstavljaju

traenje kompromisa izmeu kapaciteta i sigurnosti. Raskrsnice sa krunim
tokom funkcioniu sigurnije ukoliko se geometrijski elementi uslovljavaju
smanjenje prilazne, odnosno, brzine u krunom toku. Nasuprot tome, ovakva
geometrija uslovljava smanjenje kapaciteta raskrsnice. Takoe mnogi
geometrijski elementi uslovljeni su manevarskim sposobnostima najveeg
vozila oekivanog na raskrsnici.Osnovni oblik i karakteristike zavise i od
poloaja raskrsnice u mrei, kao i od oekivanog prisustva pjeaka odnosno
biciklistikog saobraaja. Takoe, razliit pristup projektovanju se primenjuje
kod raskrsnica sa jednom ili vie traka u krunom toku.

7.1. Elementi savremenih raskrsnica sa krunim tokom

Centralno ostrvo predstavlja izdignutu povrinu u centru raskrsnice oko

kojeg se odvija saobraaj.
Razdelno ostrvo predstavlja izdignutu ili farbanu povrinu na kracima
raskrsnice koja slui ra razdvajanje ulaznih i izlaznih tokova.Oblikuje se
tako da uspori prilazni saobraaj, a slui i kao zatita za peake kojima je
omoguen prelazak u dve faze
Kruni tok je saobraajna povrina po kojoj se odvija saobraaj obrnuto
od smera kazaljke na satu.
Povrina koja obezbeuje prohodnost vozila veeg od merodavnog
primenjuje se kod raskrsnica manjih dimenzija.
Ivini zeleni pojas se primenjuje kod mnogih savremenih raskrsnica sa
krunim tokom za razdvajanje kolskog i peakog saobraaja.

Sl. 6. Geometrijske veliine koje definiu savremenu raskrsnicu sa krunim

tokom
7.2. Geometric size of modern roundabouts

the exterior circle diameter is the main parameter that defines the size of
the modern roundabout.
Width roundabout defines the width of the carriageway, which takes
place in a traffic roundabout.
Approach width represents the width of the carriageway on the approach
road before any changes caused by the geometry of the intersection itself.
Departure width represents the width of the carriageway at the exit from
the intersection after the changes caused by the geometry of the
intersection itself.
Input width defines the width of the entrance to the point where it meets
with external circuit.
Output width defines the width of the output at the point where it meets
with external circuit.
input radius is the minimum radius is applied to the outer edge of the
input.
Output radius is the minimum radius to the outer edge of the exit.

8. PLANNING PROCESS OF CONTEMPORARY roundabout

The planning process of roundabouts should show justification decision that a

particular form of the junction is applied to a specific location.
Only after the planning phase can be accessed by a detailed analysis and design.
Activity planning process begins with the preliminary determination of shape
and functional characteristics of the intersection. Specifies the minimum
required number of lanes on the approaches and based on that category
crossroads that will largely satisfy the program requirements mini or normal,
with one or more traffic lanes in the roundabout, urban or rural, etc. With the
development of the design process some starting points can be changed.

The planning process should include the following steps:

Phase 1. Consideration of the circumstances in which the roundabouts should

be made. Finding reasons related to specific locations because of that, possibly,
roundabouts would not be a good choice.
Phase 2. Determination of the preliminary number of traffic lanes based on the
required capacity.
 7.2. Geometrijske veliine savremenih raskrsnica sa krunim tokom

Prenik spoljaneg kruga je osnovni parametar koji definie veliinu

savremene raskrsnice sa krunim tokom.
irina krunog toka definie irinu kolovoza kojim se odvija saobraaj u
krunom toku.
Prilazna irina predstavlja irinu kolovoza na prilazu raskrsnici prije bilo
kakve promjene uzrokovane geometrijom same raskrsnice.
Odlazna irina predstavlja irinu kolovoza na izlasku iz raskrsnice nakon
promjena uzrokovanih geometrijom same raskrsnice.
Ulazna irina definie irinu ulaza na mjestu gdje se susree sa spoljanim
krugom.
Izlazna irina definie irinu izlaza na mjestu gdje se susree sa
spoljanim krugom.
Ulazni radijus predstavlja minimalni radijus primenjen na spoljnoj ivici
ulaza.
Izlazni radijus predstavlja minimalni radiju na spoljnoj ivici izlaza.

8. PROCES PLANIRANJA SAVREMENIH RASKRSNICA SA KRUNIM

TOKOM

Proces planiranja raskrsnica sa krunim tokom treba da pokae opravdanost

odluke da se odreeni oblik raskrnice primijeni na specifinoj lokaciji.
Tek nakon faze planiranja moe se pristupiti detaljnoj analizi i projektovanju.
Proces laniranja poinje sa odreivanjem preliminarnog oblika i funkcionalnih
karakteristika raskrsnice. Odreuje se minimalni potrebni broj saobraajnih
traka na prilazima i na osnovu toga kategorija raskrsnice koja e u najveoj
mjeri zadovoljiti programske zahteve: mini ili normalna, sa jednom ili vie
saobraajnih traka u krunom toku, gradska ili vangradska itd. Sa razvojem
procesa projektovanja neke polazne osnove mogu biti promenjene.

Proces planiranja treba da sadri sledee faze:

Faza 1. Razmatranje okolnosti u kojima bi raskrsnica sa krunim tokom trebalo

biti izraena. Pronalaenje razloga vezanih za specifinost lokacije zbog koji,
eventualno, raskrsnica sa krunim tokom ne bi bila dobar izbor.
Faza 2. Odreivanje preliminarnog broja saobraajnih traka baziranih na
zahtijevanom kapacitetu.
Phase 3. Determination of the reasons for the design of roundabout. Some of
the reasons may be: sedation traffic, increase traffic safety, improve the
functional characteristics of the intersection (increase capacity, reduce waiting
times, reduce the length of queues, etc.), Geometric conditions for which is
another type of crossroads immutable. Each of these reasons requires different
information needed to make a decision on the justification of the construction of
roundabout.
Phase 4. Analysis adapted to the particular purpose of introducing and
comparison to the alternative type of intersection.
Phase 5. Determination of spatial demands and comparisons with spatial
capabilities.
Phase 6. Analysis of the economic feasibility of the solutions (comparison with
alternative solutions).

8.1. The relationship roundabout and the existing network

The relationship between the considered intersection and the existing road
network can be significant for a decision on the feasibility of the construction.
In this slmislu distinguish three cases:
The deliberations intersection will be part of the future newly-built
network. In this case, no particular location restrictions. Design
roundabout thing is the concept of the future network.
Discussed first is the intersections of the type of the area. In this case it is
necessary to consider the admissibility of roundabout, depending on its
operational capabilities, user needs, as well as the attitude of the public.
You must keep in mind that the successful introduction of the roundabout
(especially solving the problem that is introduced) to be an important
factor supporting future implementacijiovih objekata.Takoe be reckoned
with certain nenaviknutou driver. In this sense, the intersection with
one lane in the roundabout are far ,, understandable "for drivers than
those with more tape.
Reconstruction of the existing intersection and its restatement in a
roundabout in the area where there are already made crossroads of tipa.U
this case acceptability by the community is already provided, as well as
the familiarity of drivers, so that there are no major obstacles to the
introduction.
Faza 3. Odreivanje razloga za projektovanje raskrsnice sa krunim tokom.
Neki od razloga mogu biti: umirenje saobraaja, poveanje bezbijednosti
saobraaja, poboljanje funkcionalnih karakteristika raskrsnice (poveanje
kapaciteta, smanjenje vremena ekanja, smanjenje duine redova ekanja itd.),
geometrijski uslovi zbog kojih je neki drugi tip raskrsnice nepromenljiv. Svaki
od ovih razloga zahtijeva razliite informacije potrebne da bi se donela odluka o
opravdanosti izgradnje raskrsnice sa krunim tokom.
Faza 4. Analiza prilagoena odreenom razlogu uvoenja i uporeenja sa
alternativnim tipom raskrsnice.
Faza 5. Odreivanje prostornih zahtijeva i uporeenja sa prostornim
mogunostima.
Faza 6. Analiza ekonomske opravdanosti reenja (poreenje sa alternativnim
reenjima).

8.1. Odnos raskrsnice sa krunim tokom i postojee mree

Odnos izmeu razmatrane raskrsnice i postojee putne mree moe biti

znaajan za donoenje odluke o opravdanosti izgradnje. U tom slmislu
razlikujemo tri sluaja:
Razmatrana raskrsnica e biti dio budue novoizgraene mree. U ovom
sluaju nema nekih posebnih lokacijskih ogranienja. Projektovanje
raskrsnice sa krunim tokom je stvar koncepcije budue mree.
Razmatrana raskrsnica je prva takvog tipa u odreenom podruju. U
ovom sluaju neophodno je razmotriti prihvatljivost raskrsnice sa
krunim tokom u zavisnosti od njenih operativnih mogunosti, potreba
korisnika, kao i stava javnosti. Takoe se mora voditi rauna o tome da e
uspeno uvoenje raskrsnice sa krunim tokom (naroito reavanje
problema zbog kojeg se uvodi) biti vaan faktor podrke buduoj
implementacijiovih objekata.Takoe se mora raunati sa odreenom
nenaviknutou vozaa. U tom smislu raskrsnice sa jednom saobraajnom
trakom u krunom toku daleko su ,,razumljivijeza vozae od onih sa vie
traka.
Rekonstrukcija postojee raskrsnice i njena prepravka u raskrsnicu sa
krunim tokom na podruju na kome ve postoje izraene raskrsnice
ovog tipa.U ovom sluaju prihvatljivost od strane zajednice je ve
obezbijeena, kao i naviknutost vozaa, tako da nema veih prepreka za
uvoenje.
8.2. Number of lanes

The capacity of roundabouts is a critical parameter that must be analyzed in the

feasibility study. Parameters to be taken into account in the preliminary
determination of the capacity of the average annual daily traffic (AADT), factor
peak time factor neravnomijernosti direction, uniformity factor the primary and
secondary lines, the percentage of left turns, as well as the percentage of right
turns. Indicative capacity (maximum AADT) to the intersection with one lane,
depending on the percentage of left obliques (0% -40%) and factors
irregularities main and sub directions varies between 20,000 and 26,000
vehicles. For intersections with two traffic lanes, this value is between 40,000
and 52,000 vehicles. For the mini roundabout maximum AADT ranges between
12,000 and 16,000 vehicles.

8.3. Evaluation of design solution

Evaluation of the design is usually carried out method income-expense (benefit-

cost method). Profit is reviewed for security (reducing the number of accidents:
fatal, injury, property damage only), functionality (expressed through the
waiting time of the vehicle-hours) and environmental (expenditure within the
fuel, emissions, noise emissions). Costs are expressed through the costs of
construction, operation and maintenance (lighting, horizontal and vertical
signalization, landscaping ...). Comparing this way design solution roundabout
with an alternative type of intersection, and the existing intersection to be
reconstructed, we get the basis for assessing the justification of its construction.

9. Security roundabout

Increased security of modern roundabouts occurs as a result of reducing the

number of conflict points compared to conventional intersections, as well as
reducing the speed as when entering, and while driving through the intersection,
which is conditioned by the geometrical shape of an intersection.
Reducing the number of conflict points refers both to the conflict points
between vehicles, as well as the conflict points between vehicles and
pedestrians. For roundabouts with one lane avoided the conflict point of
intersection flows, which cause the highest number of accidents with injured or
dead. For roundabouts with two traffic lanes occur conflicts in the midst of
improper use of traffic lanes, as well as due to incorrect maneuvers.
 8.2. Broj saobraajnih traka

Kapacitet raskrsnica sa krunim tokom je kritian parametar koji mora biti

analiziran u studiji opravdanosti izgradnje. Parametri koji se uzimaju u obzir
prilikom preliminarnog odreivanja kapaciteta su proseni godinji, dnevni
saobraaj (PGDS), faktor vrnog asa, faktor neravnomijernosti smijerova,
faktor neravnomernosti glavnog i sporednog pravca, procenat lijevih skretanja,
kao i procenat desnih skretanja. Okvirni kapaciteti (maksimalni PGDS) za
raskrsnice sa jednom saobraajnom trakom u zavisnosti od procenata lijevih
skretanja (0% -40%) i faktora neravnomernosti glavnog i sporednog pravca
kree se izmeu 20.000 i 26.000 vozila. Za raskrsnice sa dvije saobraajne trake
ova vrijednost se kree izmeu 40.000 i 52.000 vozila. Za mini raskrsnice sa
krunim tokom maksimalni PGDS se kree u granicama izmeu 12.000 i
16.000 vozila.

8.3. Vrednovanje projektnog reenja

Vrednovanje projektnog rjeenja obino se vri metodom dobit-trokovi

(benefit-cost method). Dobit se razmatra u pogledu bezbijednosti (smanjenja
broja nezgoda: fatalnih, sa povredama, samo materijalna teta), funkcionalnosti
(izraeno kroz vrijeme ekanja vozila-sati) i zatite ivotne sredine (potrnja
goriva, emisija tetnih gasova, emisija buke). Trokovi se izraavaju kroz
trokove graenja, eksploatacije i odravanja (osvetljenje, horizontalna i
vertikalna signalizacija, ureenje prostora...). Uporeujui na ovaj nain
projektno reenje raskrsnice sa krunim tokom sa alternativnim tipom
raskrsnice, odnosno postojeom raskrsnicom koju treba rekonstruisati, dobijamo
osnovu za ocjenu opravdanosti njene izgradnje.

9. BEZBIJEDNOST RASKRSNICA SA KRUNIM TOKOM

Poveana bezbijednost savremenih raskrsnica sa krunim tokom javlja se kao

posljedica smanjenja broja konfliktnih taaka u odnosu na klasine raskrsnice,
kao i smanjenja brzine kako pri ulasku, tako i tokom vonje kroz raskrsnicu,
koje je uslovljeno geometrijskim oblikom raskrsnice.
Smanjenje broja konfliktnih taaka odnosi se kako na konfliktne take izmeu
vozila, tako i na konfliktne take izmeu vozila i peaka. Kod raskrsnica sa
krunim tokom sa jednom saobraajnom trakom izbjegnute su konfliktne take
presijecanja tokova, koje uzrokuju najvei broj nesrea sa povrijeenima ili
poginulima. Kod raskrsnica sa krunim tokom sa dvije saobraajne trake
javljaju se konflikti usred nepravilnog korienja saobraajne trake, kao i usled
nepravilnih manevara.
Fig.7. Conflict seventh point with ,, classical "and roundabout

Multiple studies were performed to confirm the effect of the application of

roundabouts Borja reduction in traffic accidents. Research conducted in the
United States included 24 intersections that are reconstructed in the roundabout.
The researchers took into account the way of controlling the crossroads in the
previous form (stop sign, traffic lights), position in the network (urban, rural)
and the number of lanes in the roundabout reconstructed intersections. The
results were divided into four groups:

Results of this study are consistent with studies conducted in other countries
 Sl. 7. Konfliktne take kod ,,klasine i raskrsnice sa krunim tokom

Mnogobrojna istraivanja vrena su kako bi se pokazao uticaj primjene

raskrsnica sa krunim tokom na smanjenje borja saobraajnih nezgoda.
Istraivanje obavljeno u SAD obuhvatilo je 24 raskrsnice koje su rekonstruisane
u raskrsnice sa krunim tokom. Istraivai su uzeli u obzir nain kontrole
raskrsnice u prethodnom obliku (znak stop, semaforizovane), poloaj u mrei
(gradske, vangradske) kao i broj saobraajnih traka u krunom toku
rekonstruisane raskrsnice. Rezultati su svrstani u etiri grupe i to:

Rezultati ovog istraivanja su u skladu sa istraivanjima sprovedenim u drugim

zemljama
In addition to these studies, are also very interesting and those concerned with
dependence geometry of the roundabout and the potential number of traffic
accidents.
This research shows that the highest number of accidents occurring between
vehicles in the roundabout and vehicles entering the roundabout.
In order to minimize the number of the necessary geometrical shaping influence
the reduction of the relative difference of the vehicle speed in the roundabout,
and vehicles entering the roundabout.
The maximum difference should not exceed 35 km / h.
When intersection with two traffic lanes in the roundabout, special attention
should be paid to the design of the entrance radius in order to avoid erroneous
use of traffic lanes in the roundabout or incorrect maneuvers.
Pored ovih istraivanja, takoe su veoma interesantna i ona koja se bave
zavisnou geometrijskog oblikovanja raskrsnice sa krunim tokom i mogueg
broja saobraajnih nezgoda.
Ova istraivanja pokazuju da se najvei broj nezgoda javlja izmeu vozila u
krunom toku i vozila koje ulazi u kruni tok.
Da bi se ovaj broj minimizirao potrebno je geometrijskim oblikovanjem uticati
na smanjenje relativne razlike brzina vozila u krunom toku i vozila na ulasku u
kruni tok.
Maksimalna razlika ne bi trebalo da prelazi 35 km/h.
Kod raskrsnica sa dvije saobraajne trake u krunom toku posebnu panju treba
obratiti na oblikovanje ulaznih radijusa kako ne bi dolazilo do nepravilnog
korienja saobraajne trake u krunom toku odnosno nepravilnih manevara.
10. CONCLUSION

From the foregoing, it can be concluded that modern roundabout have traits that
make them undoubtedly attractive for applications that are in our unjustly
neglected. Also taking into account their strengths and weaknesses, as well as
desirable and undesirable situations for their application, it is necessary before a
decision on the construction of carefully planned their introduction.
First of all it is necessary to consider the effects in terms of security, capacity,
occupancy, environmental impact and aesthetic impact to consider alternative
types of intersections (especially semaforizovanih), phones these effects it is
necessary to quantify and determine the application of some of the economic
metoda.Samo in this way we will be sure that the advantages of modern
roundabouts manifest in practice.
10. ZAKLJUAK

Iz svega navedenog, moe se zakljuiti, da savremene raskrsnice sa krunim

tokom imaju osobine koje ih nesumljivo ine atraktivnim za primjenu i da su na
naim prostorima nepravedno zapostavljene. Takoe uzimajui u obzir njihove
prednosti i nedostatke, kao i poeljne i nepoeljne situacije za njihovu primenu,
neophodno je prije odluke o izgradnji paljivo isplanirati njihovo uvoenje.
Prije svega je potrebno razmotriti uticaje u pogledu bezbijednosti, kapaciteta,
zauzea prostora, ekoloki uticaj i estetski uticaj razmotriti alternativne tipove
raskrsnica (naroito semaforizovanih).Sve ove uticaje potrebno je kvantifikovati
i donijeti odluku primjenom neke od ekonomskih metoda.Samo na ovaj nain
biemo sigurni da e se prednosti savremenih raskrsnica sa krunim tokom
ispoljiti i u praksi.
11. REFERENCES

[1] Ini, M., road traffic safety, Novi Sad, 1997.

[2] Lipovac K., Traffic Safety, Belgrade, in 2008
[3] http://bihamk.ba/
[4] http://ltablice.com/
11. LITERATURA

[1] Ini, M., Bezbednost drumskog saobraaja, Novi Sad, 1997.god.

[2] Lipovac, K., Bezbednost saobraaja, Beograd, 2008.god
[3] http://bihamk.ba/
[4] http://ltablice.com/