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International Journal of Civil Engineering and Technology (IJCIET) Volume 7, Issue 6, November-December 2016, pp. 335–347, Article ID: IJCIET_07_06_036
Available online at http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=7&IType=6
ISSN Print: 0976-6308 and ISSN Online: 0976-6316
© IAEME Publication
COMPARATIVE EVALUATION OF ROUNDABOUT
CAPACITIES UNDER HETEROGENEOUS TRAFFIC
CONDITIONS AT PATEL CHOWK AND RACE
COURCE IN DELHI, INDIA (A CASE STUDY)
Yogesh Kumar, Bhanu Pratap Singh, Amit Ashish
Assistant Professor, Department of Civil Engineering, SRM University, NCR Campus,
Modinagar (Ghaziabad), India,
ABSTRACT
This paper addresses the MIXED TRAFFIC CAPACITY and the analysis of GEOMETRICAL
PARAMETERS of roundabouts at PATEL CHOWK (Raundabout-1 or R.D1) and RACE COURSE
(Raundabout-1or R.D2) present in the heart of DELHI. The entry of mixed traffic of vehicle in peak
hour was observed for one hour at both roundabouts termed as Circulating Flow Capacity or
Volume Capacity (Qc) noted down in terms of passenger car unit per hour (pcu/hr) or vehicle per
hour (veh/hr). The geometrical parameters of both the roundabouts are noted down, through which
the Entry Capacity or Practical Capacity (Qe or Qp) of the roundabouts is determined using U.K
CAPACITY MODEL and IRC CAPACITY MODEL. The ratio of Circulating Flow Capacity by
Entry capacity is called as DEGREE OF SATURATION (DOS) which should be less than 0.85, for
the smooth flow of traffic without any congestion to avoid queue of traffic and delay in time.
During the analysis it was found that most of the legs of both roundabouts are in good shape and
are in under control i.e. their Circulating Flow Capacity (Qc) is less than Entry Capacity (Qe) and
their degree of saturation is less than 0.85 except few legs, for north leg of R.D1 the Qc >Qe {
Qc=2452 veh/hr & Qe=1617 veh/hr } and DOS=1.51, also for east leg of R.D2 Qc is very close to
Qe { Qc= 1536 veh/hr & Qe=1550 veh/hr } and DOS=0.94. Rest all other legs, six out of eight legs
of the roundabouts are in control. Also at R.D2 for north leg, entry width (e1) & approach half
width (v) is coming out to be very less compared to entry width of other legs. {e1=6.1m v=5.8m}.
Also for R.D1 for leg north, east & south length of weaving section (L) > four times the width of
weaving section (4W). {Leg N, L=60.5m > 4W=57.36m .Leg E, L=59.54m > 4W=57.64m. Leg S,
L=60.19m > 4W=55.64m} will cause road accident because greater length of weaving section
causes over speed. Rest all other geometrical parameters of the roundabouts are in good shape and
are in permissible limits. Overall performance of both the roundabouts under mixed traffic is good
and geometrical parameters are within permissible limits. Further future study is required for
analysis of capacity by Gap Acceptance Model which is based on driver behavior and depend on
queue length & delay time of traffic.
Key words: Entry capacity, Circulating flow, Volume, Weaving length, Degree of saturation
Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish
http://www.iaeme.com/IJCIET/index.asp 336 editor@iaeme.com
Cite this Article: Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish, Comparative Evaluation
of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and Race
Cource in Delhi, India (A Case Study). International Journal of Civil Engineering and Technology,
7(6), 2016, pp.335–347.
http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=7&IType=6
1. INTRODUCTION
1.1. General
A roundabout is a type of circular intersection or junction in which road traffic flows almost continuously in
one direction around a central island. So-called "modern" roundabouts require entering traffic to give way
to traffic already in the circle and optimally observe various design rules to increase safety. Compared to
stop signs, traffic signals, and earlier forms of roundabouts, modern roundabouts reduce the likelihood and
severity of collisions by reducing traffic speeds and minimizing T-bone and head-on collisions. Variations
on the basic concept include integration with tram and/or train lines, two-way flow, higher speeds and
many others.
1.2. Types of Roundabout
There are generally five types of roundabouts and these are:
a) Conventional Roundabout- which is composed of a circular or asymmetrically large central island
usually more than 25 meter diameter around which there is a one-way carriageway with weaving sections.
The carriageway may or may not have flared approaches.
b) Small Roundabout: With a one-way circulatory carriage-way round a small central island less than 25
meter diameter with flared approaches.
c) Mini Roundabout: This is a roundabout with one way carriage way around a flush or slightly raised
circular island less than four meters diameter with or without flared approaches.
d) Double Roundabout: An individual junction with two small or mini roundabouts either contiguous or
connected by a short link road.
e) Multi Roundabout: An individual junction with three or more small or mini roundabouts either
contiguous or inter connected by short link roads.
1.3. Elements of Roundabouts
Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
Race Cource in Delhi, India (A Case Study)
http://www.iaeme.com/IJCIET/index.asp 337 editor@iaeme.com
• Inscribed circle diameter
• Entry width
• Circulatory roadway width
• Central island
• Entry curves
• Exit curves
• Pedestrian crossing location and treatments
• Splitter islands
• Stopping sight distance
• Intersection sight distance
• Vertical considerations
1.4. Objectives
The specific objectives of this research are as follows:
• To find the capacity of a roundabout.
• To visualize the physical and geometric parameters.
• To check the Degree of Saturation.
2. STUDY AREA AND DATA COLLECTION
2.1. Study Area
New Delhi is a capital city. This city contains more population and more traffic problems so we can reduce
traffic flow with increase capacity of roundabouts. The essential geometric and peak hour traffic data are
collected at roundabouts. That roundabouts are chosen based on the principle of possible representative of
the target population of roundabouts regarding size and numbers. New Delhi has many roundabouts and
the chosen roundabouts have three four legs in order to fully represent the size of the roundabouts.
Actually, most of these roundabouts were built 20 years ago when rotary and traffic circles were popular
but now the drivers have to operate in accordance to modern roundabout traffic rules. The traffic system
and volume has substantially changed since then. Various construction works have been done in the
vicinity, some for commercial purposes and others for infrastructure purposes. Thus the efficiency of the
roundabouts has consequently changed. Two such major roundabouts were chosen in the city and the
traffic data during peak hours was collected. Then the geometric features of the roundabout were also
measured using various possible measuring methods.
2.2. Data Collection
Roundabouts Date of video taking Time of day
Race Course 08/04/2016 09:00am to 10:00am
Patel Chowk 09/04/2016 09:00am to 10:00am
Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish
http://www.iaeme.com/IJCIET/index.asp 338 editor@iaeme.com
2.3. Total Number of Vehicles
Roundabout
Heavy
Vehicles
Light Vehicles
Total number
of vehicles
Total
Traffic(PCU)
Percentage of
Heavy
Vehicles
Cars/
Autos
Bikes Total
Race Course 152 2886 1019 3905 4057 3851.5 4 %
Patel Chowk 212 3724 1580 5304 5516 4726 4 %
The table clearly shows the maximum number of vehicle entering the roundabouts during the peak
hour of 09:00am to 10:00am. The Patel Chowk roundabout was seen facing a greater number of vehicles
while the Race Course roundabout was handling comparatively fewer vehicles. This result is consistent
with the locality and the size of the roundabouts.
3. STUDY METHODOLOGY
Two different methods (models) for analysis of roundabouts in terms of their efficiencies have been used
as the study methodology for this study. This project involves analysis of roundabouts and comparing the
different empirical capacity values obtained from the UK Model and the Indian Congress of Roads Method
to the practical values obtained from the videography of the corresponding roundabout. The traffic at a
roundabout is characterized by various elements such as delay, lag, critical gap etc.
3.1. UK Capacity Model
The UK has used roundabouts as an effective means of traffic control in the modern high traffic density era
for some 25 years or more. The key decision was to change to giving circulating traffic priority. From this
moment, heavy traffic loads could no longer cause a roundabout to lock up, provided the exits could accept
all the traffic passed to them. Substantial research program undertaken by the UK Government over a
period of some 10-12 years which resulted in the establishment of robust, dependable relationships both for
the capacity and the likely accident record of roundabouts. The whole purpose of the research program was
to produce information that the traffic engineer could use to design roundabouts that would meet his
operational requirements; there was no intention to produce theoretically pleasing equations that explained
the processes involved, just to give practical links between geometry, capacity/delay and accidents.
Kimber developed a set of equations for urban single-lane and two-lane roundabouts for estimating
entry capacities (Qe). The set of equations is based on roundabout geometric parameters.
Qe= {K (F−fc⋅Qc)}, fc⋅Qc≤F
Qe = 0 fc.Qc>F
Where, K=1−0.00347 (φ−30) −0.978 (1/r – 0.05)
F = 303.x2
fc = 0.210td(1+0.2x2)
td = 1+ 0.5 / [1+exp{(D-60)/10}]
X2 = v + (e-v) / (1+2S)
S = 1.6(e-v) / l’
Where Qe, is the entry capacity, veh/h, Qc is the circulating flow, veh/h, e is the entry width (m), v is
the approach half width (m), l′ is the effective flare length (m), S is the sharpness of flare(m/m), D is the
inscribed circle diameter (m), φ is the entry angle(°), and r is the entry radius(m).
Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
Race Cource in Delhi, India (A Case Study)
http://www.iaeme.com/IJCIET/index.asp 339 editor@iaeme.com
47
22
17
21
Traffic Volume at Patel
Chowk (%)
North Leg
West Leg
East Leg
South Leg
3.2. The Indian Road Congress Method (IRC 65-1976)
In this method, the practical capacity of a roundabout is considered as similar to that of the capacity of the
weaving section of the roundabout which is as follows
Qp={280w(1+e/w)(1−p/3)}
(1+w/l)
Where Qp is the practical capacity of the weaving section in pcu/h, w is the width of weaving section
in meters (within the range of 6–18 m), w= (e1+e2 ) /2 + 3.5 , w=(e1+e2)/2+3.5, e is the average entry
width in meters (e=(e1+e2)/2), e/w to be within the range of 0.4–1, l is the length in meters of the weaving
section between the ends of the channelizing islands (w/l to be within the range of 0.12–0.4), p is the
proportion of weaving traffic, i.e., ratio of sum of crossing streams to the total traffic on the weaving
section, given by p = (b+c)/(a+b+c+d) , the range of p being 0.4–1. The parameters a, b, c, d for a weaving
section between two legs of a roundabout are given in the table , where W ij represents weaving section
between leg i and leg j and T ij represents vehicle turning movement counts from leg i to leg j. Legs are
numbered in clock wise direction as shown in the figure.
4. DATA ANALYSIS AND RESULTS
Leg Wise Traffic Share
Roundabout
Leg Name
Entry Traffic
Flow(PCU)
Percentage of Traffic share
Race Course N
W
E
S
714.5
1104
1407
626
18%
28%
36%
16%
Patel Chowk N
W
E
S
2222
1069.5
831.5
1025.5
47%
22%
17%
21%
Traffic Volume at Race Course Traffic Volume at Patel Chowk
18
2836
16
Traffic Volume at Race
Course (%)
North Leg
West Leg
East Leg
South Leg
Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish
http://www.iaeme.com/IJCIET/index.asp 340 editor@iaeme.com
55%25%
4% 16%
Categorial traffic volume at
Race Course
Cars
Bikes
Bus/Truck
Auto
47%
28%
4%
21%
Categorial traffic volume at
Patel Chowk
Cars
Bikes
Bus/Truck
Auto
Categorial Traffic Volume
Leg
Name
Race Course Patel Chowk
N
W
E
S
Cars Bikes Bus/Truck Auto Cars Bikes Bus/Truc
k
Auto
411
668
946
198
185
304
378
152
36
20
30
66
103
224
182
154
1112
556
315
594
684
298
187
411
56
54
90
12
600
204
153
190
Total 2223 1019 152 663 2577 1580 212 1147
Categorial Traffic Volume Categorial Traffic Volume
Leg Wise Traffic Volume
Roundabout
Leg
Name
Vehicles
Total
LMV
Total
Vehicles
Total
Traffic
(CPU)
Light Vehicles Heavy Vehicles
Cars &
Autos
Bikes Buses / Trucks
Race Course N
W
E
S
514
892
1128
352
185
304
378
152
36
20
30
66
699
1196
1506
504
735
1216
1536
570
714.5
1104
1407
626
Patel Chowk N
W
E
S
1712
760
468
784
684
298
187
411
56
54
90
12
2396
1058
655
1195
2452
1112
745
1207
2222
1069.5
831.5
1025.5
Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
Race Cource in Delhi, India (A Case Study)
http://www.iaeme.com/IJCIET/index.asp 341 editor@iaeme.com
2452
1112
745
1207
Legwise traffic volume at
Patel Chowk
North Leg
West Leg
East Leg
South Leg
BAR CHART
Leg wise Traffic Volume Leg wise Traffic Volume
5. PARAMETERS FOR IRC METHOD
Race Course
Leg Name e1 e2 e=(e1+e2)/2 w=(e1+e2)/2 + 3.5 l (l ≤4w)
North
West
East
South
5.1
8.5
8.2
8.1
13.48
10.40
9.26
9.30
9.29
9.45
8.73
8.7
12.79
12.95
12.23
12.2
28.13
35.64
39.66
23.26
Patel Chowk
Leg Name e1 e2 e=(e1+e2)/2 w=(e1+e2)/2 + 3.5 l (l ≤4w)
East
North
South
West
11.86
11.25
10.86
11.82
9.96
10.43
9.96
10.72
10.91
10.84
10.41
11.27
14.41
14.34
13.91
14.77
59.54
60.50
60.19
58.7
Here e1 = width of the entry leg
e2 = width of the exit leg
e = average entry width
w = width of the weaving section
l = length of the weaving section
6. DATA ANALYSIS AND RESULTS
The analysis of data includes determination of mixed traffic entry capacity of vehicles, geometric
parameter and weaving section of two different roundabouts. All the summarized data is taken in
consideration. We can proceed to the analysis using the IRC (INDIAN ROAD CONGRESS) method and
U.K (UNITED KINGDOM) method.
735
12161536
570
Legwise traffic volume at
Race Course
North Leg
West Leg
East Leg
South Leg
Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish
http://www.iaeme.com/IJCIET/index.asp 342 editor@iaeme.com
Patel Chowk( RD1 ) Race Course( RD2 )
7. ANALYSIS BY U.K METHOD
PATEL CHOWK (RD1)
LEG
OF
ROUNDABOUT
INSCRIBED
CIRCLE
DIAMETER
(D)m
ENTRY
WIDTH
(e)m
APPROACH
HALF
WIDTH
(v)m
ENTRY
RADIUS
(r)m
EFFECTIVE
FLARE
LENGHTH
(L’)m
SHARPNESS
OF
FLARE
(S)
ENTRY
ANGLE
(φ)
N 82.36 11.25 7.2 39.6 37.1 0.10916 32
E 82.36 11.86 7.04 36.4 40.2 0.11990 32
W 82.36 11.82 7.1 38.42 36.1 0.13074 32
S 82.36 10.86 7.01 37.64 40.1 0.09600 32
*φ here is assumed to be 32 degrees
LEG
OF
ROUNDABOUT
F
X2
K
td
fc
CIRCULATING
FLOW
(Qc)
Veh/hr
ENTRY
CAPACITY
(Qe)
Veh/hr
N 3188.832 10.5242 1.017 1.000139 0.651892 2452 1617
E 3311.093 10.9277 1.015 1.000139 0.669056 745 2854.83
W 3285.004 10.8416 1.016 1.000139 0.665439 1112 2585.75
S 3102.659 10.2398 1.015 1.000139 0.640160 1207 2364.93
Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
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0
1000
2000
3000
N E W S
2452
7451112 1207
1617
28542585
2364
LEG
OF
ROUNDABOUT
F
N 1842.24
E 2396.73
W 2517.93
S 2648.22
BAR CHART
(RD1)
LEG
OF
ROUNDABOUT
INSCRIBED
CIRCLE
DIAMETER
(D)m
N 47.78
E 47.78
W 47.78
S 47.78
Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
Race Cource in Delhi, India (A Case Study)
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Qc
2364
Qc
Qe
RACE COURSE (RD2)
X2
K
td
fc CIRCULATING
FLOW
(Qc)
Veh/hr
6.08 0.991 1.00438 0.46739 735
7.91 0.944 1.00438 0.54459 1536
8.31 0.998 1.00438 0.35054 1216
8.74 0.986 1.00438 0.57960 570
ENTRY
WIDTH
(e)m
APPROACH
HALF
WIDTH
(v)m
ENTRY
RADIUS
(r)m
EFFECTIVE
FLARE
LENGTH
(L’)m
6.1 5.8 19.5 10.72
8.2 6.8 20.4 11.09
8.5 7.2 17.6 15.5
8.1 8.5 18.1 12.1
Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
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CIRCULATING
FLOW
(Qc)
Veh/hr
ENTRY
CAPACITY
(Qe)
Veh/hr
735 1485
1536 1550
1216 2085
570 2306
(RD2)
SHARPNESS
OF
FLARE
(S)
ENTRY
ANGLE
(φ)
0.02798 32
0.12623 32
0.08387 32
0.03305 32
Yoge
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8. ANALYSIS BY I.R.C ME
*P( proportioning ratio) is assumed to be 0.7.
BAR CHART
(RD1)
LEG
OF
ROUNDABOUT
ENTRY
WIDTH
(e1)m
NON
WEAVING
SECTION
WIDTH
(e2)m
N 11.25 10.43
E 11.86 9.96
W 11.82 10.72
S 10.86 9.96
LEG
OF
ROUNDABOUT
ENTRY
WIDTH
(e1)m
NON
WEAVING
SECTION
WIDTH
(e2)m
N 6.1 9.38
E 8.2 9.26
W 8.5 10.40
S 8.1 9.30
Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish
http://www.iaeme.com/IJCIET/index.asp 344
ANALYSIS BY I.R.C METHOD
PATEL CHOWK (RD1)
RACE COURSE (RD2)
*P( proportioning ratio) is assumed to be 0.7.
(RD2
WEAVING
SECTION
WIDTH
AVERAGE
ENTRY
WIDTH
(e)m
WIDTH
OF
WEAVING
SECTION
(w)m
LENGTH
OF
WEAVING
SECTION
(L)m
10.43 10.84 14.34 60.50
10.91 14.41 59.54
10.72 11.27 14.77 59.7
10.41 13.91 60.19
WEAVING
ECTION
WIDTH
AVERAGE
ENTRY
WIDTH
(e)
WIDTH
OF
WEAVING
SECTION
(w)m
LENGTH
OF
WEAVING
SECTION
(L)m
7.74 11.24 28.13
8.73 12.23 39.66
.40 9.45 12.95 35.64
8.7 12.2 23.26
sh Kumar, Bhanu Pratap Singh and Amit Ashish
editor@iaeme.com
(RD2)
CIRCULATING
FLOW
(Qc)
pcu/hr
PRACTICAL
CAPACITY
(Qp)
pcu/hr
2222 4369
831 4375
1069 4480
1025 4240
CIRCULATING
FLOW
(Qc)
pcu/hr
PRACTICAL
CAPACITY
(Qp)
pcu/hr
714 2911
1407 3439
1104 3526
626 2942
Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
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DEGREE OF SATURATION (DOS)
the leg of the roundabouts, which should be less than 0.85. If the v/c > 0.85 than the volume of traffic
become greater than capacity of roundabouts.
9. DEGREE OF SATURATION
DOS FOR PATEL CHOWK
RACE COURSE
(RD2)
N
E
W
S
DOS FOR RACE COURSE
BAR CHART
DEGREE OF SATURATION (RD1)
1.51
0.26
0.43
0.51
0.85
0.85
0.85
0.85
0 1 2
N
E
w
S
PATEL CHOWK
(RD1)
N
E
W
S
Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
Race Cource in Delhi, India (A Case Study)
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DEGREE OF SATURATION (DOS) Degree of saturation is directly proportional to
which should be less than 0.85. If the v/c > 0.85 than the volume of traffic
become greater than capacity of roundabouts.
DEGREE OF SATURATION DOS FOR U.K MODEL
DOS FOR PATEL CHOWK (U.K MODEL)
VOLUME
(V)
CAPACITY
(C)
DEGREE OF
SATURATION
735 1485
1536 1550
1216 2085
570 2306
DOS FOR RACE COURSE (U.K MODEL)
DEGREE OF SATURATION (RD1) DEGREE OF SATURATION (RD2)
v/c = 0.85
v/c
VOLUME
(V)
CAPACITY
(C)
DEGREE OF
SATURATION
2452 1617
745 2854
1112 2585
1207 2364
Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
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gree of saturation is directly proportional to the capacity at
which should be less than 0.85. If the v/c > 0.85 than the volume of traffic
DEGREE OF
SATURATION
(V/C)
0.49
0.94
0.58
0.24
DEGREE OF SATURATION (RD2)
DEGREE OF
SATURATION
(V/C)
1.51
0.26
0.43
0.51
Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish
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10. DEGREE OF SATURATION DOS FOR IRC MODEL
DOS FOR PATEL CHOWK (IRC MODEL)
DOS FOR RACE COURSE (IRC MODEL)
11. CONCLUSION
Based on the literature, different countries have their own methods for capacity analysis, which are made
by different researchers. But here we have used the method which depends on the geometrical parameters
i.e. U.K METHOD and IRC METHOD. The U.K method completely depends on the geometric parameters
such as entry width, approach width, flare length, entry radius, and entry angle. Whereas, the IRC method
is mainly depends on the weaving section of the roundabouts and other geometric parameters such as entry
width & exit width.
PATEL CHOWK and RACE COURSE roundabouts capacity analysis results indicate that, the few
legs of roundabouts are in serious problems. Also the traffic volume is within the limit of entry capacity at
most of the legs of the roundabouts.
These roundabouts were built 1950-1970, since that time traffic congestion has increased and many
construction activities has under gone, at RACE COURSE roundabout due to the METRO STATION
construction work has caused serious damage to the entry width & approach width of roundabout of the leg
N, entry width is reduced to only 6.1m & the approach half width 5.8m.
At PATEL CHOWK roundabout the weaving length which should be less than four times weaving
section is coming out to be more than the desired value in leg N, leg E & leg S as shown below. The
greater weaving length will cause over speeding of vehicle and can lead to accidents while merging and
diverging of traffic.
RACE COURSE
(RD2)
VOLUME
(V)
CAPACITY
(C)
DEGREE OF SATURATION
(V/C)
N 714 2911 0.24
E 1407 3439 0.40
W 1104 3526 0.31
S 626 2942 0.21
PATEL CHOWK
(RD1)
VOLUME
(V)
CAPACITY
(C)
DEGREE OF SATURATION
(V/C)
N 2222 4369 0.50
E 831 4375 0.18
W 1069 4465 0.23
S 1025 4240 0.24
Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
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At RACE COURSE roundabout for leg E vehicle capacity (Qc = 1536 veh/hr) is coming out to be very
close to entry capacity (Qe = 1550 veh/hr)
vehicle capacity (Qc = 2452 veh/hr) is coming out to be m
DOS=1.51. This will cause congestion of traffic during merging and diverging of traffic.
REFERENCE
[1] IRC 65-1976: Recommended Practice for Traffic Rotaries, 1976,
[2] J.MOD. TRANSPORT 2015, Comparative Evaluation of
Traffic Conditions.
[3] Wu.N.(1997); "An Universal Formula for Calculating Capacity at Roundabout', A
Institute for Traffic Engineering. No.13, Ruhr
[4] Polus, A and S Shmueli (2011), “Analysis and Evaluation of the Capacity of Roundabouts”,
[5] Transportation Research Board, No. 1572, pp.99
[6] NCHRP 672: Roundabouts: An informational Guide, Second Edition, Transpor
2010
[7] MdDiah, J, Mohd Y A. Rahman, M A. Adnan, and K. Hooi Ling(2011), “Modeling the Relationship
between Geometric Design and Weaving Section Flow Process of Conventional Roundabouts”, Journal
of Transportation Engineering, Vol. 137, No
[8] Kimber, R. (1980), “The Traffic Capacity of Roundabouts”, Laboratory Report 942, U.K. Transport and
Road Research Laboratory, Crow
[9] Ram Ranjan Sahu, Dr. Pramod Kumar Gupta b
Structures For Inward Inversion.
3(2), 2012, pp.251–264.
[10] Akcelik, R (2011), “Evaluating Roundabout Capacity, Level of Se
[11] Al-Masaeid, H.R., M.Z. Faddah (1997), “Capacity of Roundabouts in Jordan”, Transportation
[12] Research Record 1572, pp. 76
[13] Dr. L.R. Kadiyali (2012);” Traffic Engineering and Transportation Engineering”.
[14] Highway Enginnering (Khanna and Justo).
[15] https://en.wikipedia.org/wiki/Roundabout
[16] https://trid.trb.org/view.aspx?id=1141028
[17] Transportation Research Recor
119–126
[18] Robinson, B. W and L. A. Rodegerdts (2000), “Capacity and Performance of Roundabouts: A Summary
of Recommendations in the FHWA Roundabout Guide”,
0
20
40
60
80
N
14.34
57.36
Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
Race Cource in Delhi, India (A Case Study)
http://www.iaeme.com/IJCIET/index.asp 347
Weaving Length Values
At RACE COURSE roundabout for leg E vehicle capacity (Qc = 1536 veh/hr) is coming out to be very
close to entry capacity (Qe = 1550 veh/hr) & DOS=0.94 and at PATEL CHOWK roundabout for leg N
vehicle capacity (Qc = 2452 veh/hr) is coming out to be more than entry capacity (Qe = 1617 veh/hr)
DOS=1.51. This will cause congestion of traffic during merging and diverging of traffic.
1976: Recommended Practice for Traffic Rotaries, 1976, Indian Road Congress
J.MOD. TRANSPORT 2015, Comparative Evaluation of Roundabout Capacities
Wu.N.(1997); "An Universal Formula for Calculating Capacity at Roundabout', A
Traffic Engineering. No.13, Ruhr-University Bochum, March 1997
Polus, A and S Shmueli (2011), “Analysis and Evaluation of the Capacity of Roundabouts”,
Transportation Research Board, No. 1572, pp.99-105.
NCHRP 672: Roundabouts: An informational Guide, Second Edition, Transpor
MdDiah, J, Mohd Y A. Rahman, M A. Adnan, and K. Hooi Ling(2011), “Modeling the Relationship
between Geometric Design and Weaving Section Flow Process of Conventional Roundabouts”, Journal
of Transportation Engineering, Vol. 137, No. 12, December 1, 2011.
Kimber, R. (1980), “The Traffic Capacity of Roundabouts”, Laboratory Report 942, U.K. Transport and
Road Research Laboratory, Crow thorne, Berkshire, England, 1980
Ram Ranjan Sahu, Dr. Pramod Kumar Gupta b, Studies On Geometrical Featured Metallic Shell
Structures For Inward Inversion. International Journal of Civil Engineering and Tech
Akcelik, R (2011), “Evaluating Roundabout Capacity, Level of Service and Performance”
Masaeid, H.R., M.Z. Faddah (1997), “Capacity of Roundabouts in Jordan”, Transportation
Research Record 1572, pp. 76-85.
Dr. L.R. Kadiyali (2012);” Traffic Engineering and Transportation Engineering”.
(Khanna and Justo).
https://en.wikipedia.org/wiki/Roundabout
https://trid.trb.org/view.aspx?id=1141028
Transportation Research Record: Journal of the Transportation Research Board, No. 1988, 2006, pp.
Robinson, B. W and L. A. Rodegerdts (2000), “Capacity and Performance of Roundabouts: A Summary
of Recommendations in the FHWA Roundabout Guide”,
E S
14.41 13.91
57.36 57.64 55.6460.5 59.54 60.19
Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
editor@iaeme.com
At RACE COURSE roundabout for leg E vehicle capacity (Qc = 1536 veh/hr) is coming out to be very
& DOS=0.94 and at PATEL CHOWK roundabout for leg N
ore than entry capacity (Qe = 1617 veh/hr) &
DOS=1.51. This will cause congestion of traffic during merging and diverging of traffic.
Indian Road Congress
Roundabout Capacities under Heterogeneous
Wu.N.(1997); "An Universal Formula for Calculating Capacity at Roundabout', Arbeitsblaetter of
University Bochum, March 1997
Polus, A and S Shmueli (2011), “Analysis and Evaluation of the Capacity of Roundabouts”,
NCHRP 672: Roundabouts: An informational Guide, Second Edition, Transportation Research Board,
MdDiah, J, Mohd Y A. Rahman, M A. Adnan, and K. Hooi Ling(2011), “Modeling the Relationship
between Geometric Design and Weaving Section Flow Process of Conventional Roundabouts”, Journal
Kimber, R. (1980), “The Traffic Capacity of Roundabouts”, Laboratory Report 942, U.K. Transport and
, Studies On Geometrical Featured Metallic Shell
l of Civil Engineering and Technology (IJCIET),
rvice and Performance”
Masaeid, H.R., M.Z. Faddah (1997), “Capacity of Roundabouts in Jordan”, Transportation
Dr. L.R. Kadiyali (2012);” Traffic Engineering and Transportation Engineering”.
d: Journal of the Transportation Research Board, No. 1988, 2006, pp.
Robinson, B. W and L. A. Rodegerdts (2000), “Capacity and Performance of Roundabouts: A Summary
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