A proposal to address what has long seemed like an intractable problem — the frequent and often serious car crashes along a commercial stretch of Route 82 in Norwich — raises many questions, but also holds out the best solution offered yet. Norwich city officials should work expeditiously with the state Department of Transportation to explore its proposed two-phase reconstruction project.

The stretch of four-lane road from Interstate 395 Exit 11 (formerly Exit 80) to the intersection of Asylum Street, where it then continues into the downtown/waterfront area, has earned the moniker “Crash Alley.” With its numerous traffic-lighted intersections, heavy volume and cars constantly crossing approaching traffic to enter the many stores and offices that line the road, one could almost conclude it was designed to maximize accidents. Only body shops could object to finding a better design.

DOT accident statistics from 2010 to 2012 show an average of three accidents per week, resulting in 169 individuals being injured over that period. Many of the accidents happen when cars collide as drivers attempt to cross the two lanes of oncoming traffic to enter a parking lot or side street. Rear-end collisions are also common as cars stop to make turns or traffic slows for the many traffic lights.

The proposed solution has two major elements. The first would be an island barrier to end the practice of turning across traffic. That, as they say, is a no-brainer. But with the median strip in place, how do drivers traveling in one direction get to their destination on the other side of the road?

That leads to the second, intriguing part of the plan. The DOT envisions a series of six roundabouts to replace the current traffic-light intersections. Drivers would have to slow down and merge as they enter the roundabouts. Rather than crossing traffic, a driver would continue to the next turning circle, take the spin and drive back on the other side of the barrier to his or her destination.

It makes logical sense. Eliminating the crossing of oncoming lanes will prevent the majority and often most serious of the accidents. The design should also slow, or as transportation engineers like to say, “calm” traffic, leading to fewer rear-end accidents and resulting in less serious crashes when they do occur.

However, six roundabouts over a relatively short commercial strip does appear to be a lot, raising the question whether such frequent slowing and merging would create its own set of accidents. Transportation engineers point to highway data that suggests it will not.

Since 2012 when a roundabout replaced the traditional intersection at Salem Four Corners (and yes, it still has that name despite the lack of corners) at the connection of Routes 85 and 82, accidents that were previously averaging 24 per year with seven injuries are averaging six per year with less than one injury annually, according to the DOT.

Will Britnell, principal engineer for the Highway Design Unit of the DOT, said the success at Salem Four Corners was a significant factor in his unit’s approach to tackle the traffic problems along “Crash Alley.” He said that success is backed by accident statistics involving roundabout designs nationally.

While it requires a learning curve for drivers to adapt to the use of roundabouts, Mr. Britnell said, statistics show that unfamiliarity with the design does not convert to accidents. It might be that the heightened awareness drivers display as they negotiate the traffic circles makes them more careful, he said.

Having a series of roundabouts in a row should expedite the learning curve for drivers who frequently travel along that stretch of Route 82, said Mr. Britnell.

The biggest challenge could be the reconstruction itself. Every effort must be made to minimize the adverse effects on businesses. But in the end, Norwich should end up with a much improved stretch of road, one that may in fact make drivers more willing to patronize the businesses that depend on it.