Spanish roundabouts: Why 99% of drivers get it wrong

Spanish roundabouts: why 99% drive wrongly and no one fixes it

A driver enters a small two-lane roundabout from the right to take the third exit. When passing the second, an SUV entering from the left and intending to go straight cuts across. A brake, a scare, and a diagnosis: "99% of people do it wrong." The scene, repeated thousands of times a day, reflects what many Spanish drivers experience as an asphalt jungle where the traffic code is mere paper.

Legal but controversial: the right lane as dogma

A current of analysis argues that it is completely legal to drive in the right lane even when taking the third or fourth exit. The Guardia Civil has published videos that, according to their supporters, validate this practice: on small roundabouts, changing to the inner lane would require two lane changes in a small space, increasing the risk. "It is legal, but it is not correct," others reply. "Being legal does not miccionan it is efficient or civic." The controversy pits regulation purists against those who defend traffic flow.

The asphalt jungle: forgotten indicators and cunning

The use of indicators shines by its absence. Drivers exiting the inner lane without warning, SUVs entering at more than 40 km/h, and growing cunning: some deliberately drive on the outside to cause accidents and claim insurance. "The cemetery is full of people who were right," summarizes a recurring analysis. The practical conclusion is that, in the absence of civility, it is safest to always drive on the right, even if that hinders flow and causes congestion.

The Dutch solution: turbo roundabouts that work

While chaos reigns in Spain, the Netherlands has been applying a simple system for years: right lane for the first exit and going straight; inner lane for the rest, with clear signage and segregated exits. Cities like Vigo have already begun implementing these turbo roundabouts with good results. "When I come down to Spain and take the car, I feel like I am in India," summarizes a driver accustomed to the Dutch method. The question is: how many accidents and arguments will it take for the DGT to adopt a model that already works in other countries?

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