[ This piece appeared in the
Windsor Journal in February of 2025 ]

There are several persistent myths about roundabouts and road diets that often lead to misunderstanding. Here are a few of the most common ones:

“Roundabouts are dangerous.”

Decades of research show that roundabouts are safer for all users, especially pedestrians, who experience a 50-80% reduction in collisions, serious injuries, and fatalities.

“Roundabouts are a proven safety countermeasure because they can substantially reduce crashes that result in serious injury or death.” — Federal Highway Administration

“Roundabouts are safer intersections for all users.” — Connecticut Department of Transportation

“Roundabouts are designed to improve safety for all users, including pedestrians and bicycles.” — U.S. Department of Transportation

“Traffic-calming measures, such as roundabouts and speed bumps, are engineering approaches designed to reduce vehicular speed and, thus, decrease the number of pedestrian crashes and associated injuries.” — American Academy of Pediatrics

This is especially true for single-lane roundabouts like those proposed in the Broad Street Project, which consistently show reductions in all crash types, unlike some multi-lane designs.

“Drivers won’t know how to use them.”

Connecticut drivers adapt quickly to roundabouts. The two roundabouts installed in Glastonbury have resulted in 40% and 60% reductions in crashes at those intersections, as discussed in the Hartford Courant article “Glastonbury roundabouts significantly reducing collisions after 2 years in operation.”

First Selectman Ed Chmielewski of Salem said of the roundabout installed at the intersection of state roads 82 and 85, “I think it has saved lives.”

Granby development director Abby Kenyon, reflecting on the roundabout installed at Route 202 and Notch Road in 2020 remarked, “the complaints have really died down; the feedback now is largely positive.”

Roundabouts are increasingly common in Connecticut, and contrary to some claims, Connecticut residents have proven themselves perfectly capable of learning how to navigate them.

“Roundabouts slow down emergency response times.”

Roundabouts are far less likely to become backed up than lighted intersections, enabling traffic to clear for emergency vehicles more quickly. “Studies by the Federal Highway Administration have found that roundabouts can increase the traffic capacity by 30 percent to 50 percent compared to traditional intersections.” — The Open Transportation Journal.

Because they are better able to handle unexpected traffic surges and prevent backups, emergency vehicles can move through more efficiently. In free-flowing conditions, fire trucks, ambulances, and police vehicles can pass through without stopping, unlike at a red light.

“The project is too expensive.”

Roundabouts and road diets are more cost-effective than signalized intersections. They reduce the need for police enforcement, as speeding is controlled by design rather than active monitoring. This frees up Windsor’s police force for more pressing duties.

Roundabouts also save on infrastructure costs. The three traffic lights on Poquonock Avenue in Windsor Center are due for replacement, an expense that could exceed $1.5 million. Roundabouts eliminate the need for costly signal maintenance and use no electricity, leading to long-term savings. They also remain operational during power outages, ensuring safer roads in winter storms.

Residents will also save money. Roundabouts reduce fuel consumption by cutting idling time at red lights, lowering both fuel costs and travel time. They decrease property damage from crashes and reduce medical expenses, lost wages, and insurance costs due to fewer and less severe collisions.

As for the town budget, the total project cost is $6 million, with $3 million already secured from federal funds and $1 million from state transportation grants. Windsor is actively pursuing additional grants to cover the remaining balance.

Even in a worst-case scenario where no additional funding is secured, the estimated cost per household would be about $3 per month over five years. While any tax impact is a serious consideration, this project will enhance Windsor’s financial resilience and ultimately pay for itself through long-term savings at the state, town, and individual level.

“Nobody bikes or walks, so there’s no need for a road diet.”

This argument is circular: “We built an unsafe road, so people don’t walk or bike, therefore we don’t need to make it safer.” The reality is that Windsor’s roads see fatal crashes almost every year. Just because residents make the rational decision to avoid walking or biking on unsafe streets doesn’t mean the town has no obligation to make those street safer.

Road diets consistently lead to increased pedestrian and bicycle traffic by making streets feel safer. This, in turn, boosts local economic activity. A prime example is Hamburg, NY, “Completed in 2009, the project has resulted in a 60% decrease in crashes and 90% decrease in serious injuries. Unexpected by the State, the project has also catalyzed far-reaching social and economic benefits for the village, which has seen a steady increase in population and public programming. These include a farmer’s market, outdoor movie nights, garden walks, a street music festival and other events.” — Project for Public Spaces

Local business owners were also thrilled with the project’s results, “Our entire village is transformed. Not a day goes by in my store I don’t hear about how everyone loves our village. This project fulfilled every expectation and then some.” — Laura Hackathorn, Village Trustee.

Both roundabouts and road diets improve safety, reduce crashes, and create more livable, business-friendly streets. While myths persist, the data overwhelmingly supports their benefits—they work, and they work well.

This project is about making Windsor a safer, more connected, and more vibrant community—while saving lives and money in the process. Please join me in voting YES for the Broad Street Traffic Calming and Pedestrian Safety Project on March 11.