DOT Traffic Engineer, Brian Walsh
Washington State Department of Transportation officials heard comments and concerns from a largely skeptical audience at an informational meeting held Sept. 15 at Raymond City Hall on a roundabout proposed for the intersection of US 101 and State Route 6.
WSDOT officials maintain that the installation of the roundabout, which would replace an aging stoplight, would reduce costs and improve safety. Charlie Hazen, a maintenance superintendent with WSDOT, stated that a roundabout would save on maintenance costs, noting that electrical maintenance crews have to come all the way out from Vancouver to work on the aging stoplight.
Members of the public in attendance appeared difficult to convince, however. Among the concerns they expressed about the potential roundabout were those regarding pedestrian and bicyclist safety, signage, future growth and development in the area, the ability of the roundabout to accommodate logging trucks and other large vehicles, as well as whether the money might be better spent elsewhere. At least one member of the public in attendance maintained that the roundabout would be difficult for large trucks to navigate and that collisions would be inevitable.
Project Engineer Devin Reck explained that the proposed roundabout would fit within the existing footprint of the current stoplight, though the center of the intersection would have to be raised somewhat and a truck apron would be installed so as to accommodate the turning of large vehicles.
"By and large, we're just trying to use what we already have ... These things are self-sufficient and they work," Reck said of the roundabout, which would be of one lane rather than two.
Reck further noted that one lane roundabouts actually tend to operate more efficiently than those with two lanes.
WSDOT Traffic Engineer Brian Walsh told those in attendance that the decision to put in a roundabout, rather than simply update the traffic light, was one based on weighing the various pros and cons involved and included comprehensive study of traffic volume and type.
"It will still be efficient, but it will traffic-calm this area," he stated.
Walsh said the intersection in question sees approximately 15,000 to 17,000 cars come through on a peak day, but that vehicles shouldn't have a problem moving through the roundabout in a rapid-enough manner.
"We have a pretty good feel for the numbers. We're not worried about this thing getting plugged up," he said. "We see drivers adjust pretty quickly."
In terms of safety, Walsh indicated that right turns taken by vehicles at intersections are statistically among the most dangerous vehicle maneuvers for pedestrians, something the roundabout would eliminate. Walsh further maintained that studies show that single-lane roundabouts are safer for pedestrians due to factors such as shorter crossing distances.
Pedestrian aides beyond signage and painted crosswalks, namely electronic crossing signals, are possible if it's determined they will make a safety difference, Walsh added, though, like stoplights, they require a greater degree of maintenance.
"There's a much lower cost when we associate crashes with one of the roundabouts than with one of these signalized intersections," Assistant Project Engineer Chuck Meade later added. "It's because [vehicles] are going slower, and because you have traffic coming together rather than coming right at each other."
In response to questions from Jerry Bowman, curator of the Northwest Carriage Museum, Walsh said that though it seems counterintuitive, roundabouts may actually increase patronage of local businesses. To that effect, Walsh cited the South Golden Road Corridor Study out of Colorado, which is available online.
"It's a good one to look at if you're a business owner, because I think a lot of people see these roundabouts as maybe negative to business," Walsh stated.
In terms of costs, Project Engineer Reck put the price of a new traffic signal at between $400,000 and $500,000, while the roundabout would run between $800,000 and $900,000. The greater upfront cost would be made up for over time in terms of maintenance and accident-related savings, Reck said.
Stoplights at other nearby intersections won't be immediately replaced because they are newer, and studies have yet to be conducted to determine the best course of action in those cases, WSDOT officials indicated.
Maintenance Superintendent Hazen said that one of the benefits of the roundabout would be that it would make it easier to divert traffic during times of flooding. Asked by those in attendance whether the flooding issues on the roadway were being addressed directly, Reck said conversations on the matter were taking place but that he wasn't immediately aware of the specifics.
In answer to a question posed as to whether the roundabout is going in regardless of what the public actually has to say on the matter, Reck maintained WSDOT is keen on hearing from the public.
"It's an honest forum," Reck said. "We want your input. As engineers, as a citizen myself, we're trying to put forward the best product that we can. We're trying to put something out there that is efficient, that is mindful of the environment where it's at."
Michael Williams of the WSDOT Planning Department said the change to the roundabout is something officials wrestled with themselves.
"Why would we switch? We have that struggle ourselves ... We are presenting forward to you guys what we feel strongly is appropriate to this intersection ... I don't want to give anyone the impression we're trying to ram something down anyone's throats," Williams stated.
Williams further noted that WSDOT is also seeking public input in determining the future look of state routes within Pacific County in general.
Project Engineer Devin Reck can be contacted at ReckD@wsdot.wa.gov, while Assistant Project Engineer Chuck Meade can be reached at meadec@wsdot.wa.gov.