While concentric two-lane roundabouts have a higher capacity than single-lane roundabouts, they have the disadvantage of a higher driving speed through the roundabout. They also reintroduce the possibility of lane changing on the roundabout, hence raising the risk of accidents. The author developed the turbo roundabout in 1996 in an attempt to deal with these drawbacks. This type of roundabout has the following features: no lane changingon the roundabout; no need to yield to traffic on more than two lanes; low driving speed through the roundabout by the presence of raised lane dividers. Studies have shown that the risk of accidents associated with injuryis greatly reduced on turbo roundabouts: an 80% reduction has been measured. In view of the known safety trends on single-lane roundabouts, it is recommended that a slightly lower reduction in the accident rate (70%) should be assumed in the long term. Another great advantage of the turbo roundabout is the fact that the traffic flow can be divided over the lanes of the roundabout in a much more balanced way. Since 2000, 70 turbo roundabouts have been built in the Netherlands. The Centrum voor Regelgeving en Onderzoek in de Grond-, Water- en Wegenbouw en de Verkeerstechniek (Dutch Information and Technology Platform for Transport, Infrastructure and Public Space; generally known by its Dutch acronym, CROW), one of the major research and policy-making bodies in this field in the Netherlands, published its guidelines on Turbo roundabouts in April 2008 (CROW, 2008).