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

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 Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish

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

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 Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
Race Cource in Delhi, India (A Case Study)

• 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

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 Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish

2.3. Total Number of Vehicles

Light Vehicles
Roundabout Heavy Total number Total Percentage of
Cars/ Bikes Total
Vehicles of vehicles Traffic(PCU) Heavy
Autos Vehicles
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).

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 Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
Race Cource in Delhi, India (A Case Study)

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 Percentage of Traffic share

Flow(PCU)
Race Course N 714.5 18%
W 1104 28%
E 1407 36%
S 626 16%

Patel Chowk N 2222 47%

W 1069.5 22%
E 831.5 17%
S 1025.5 21%

Traffic Volume at Race Traffic Volume at Patel

Course (%) Chowk (%)

16 18 North Leg North Leg

21
West Leg 47 West Leg
East Leg 17 East Leg
36 28
South Leg 22 South Leg

Traffic Volume at Race Course Traffic Volume at Patel Chowk

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 Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish

Categorial Traffic Volume

Leg Race Course Patel Chowk
Name
Cars Bikes Bus/Truck Auto Cars Bikes Bus/Truc Auto
k
N
W 411 185 36 103 1112 684 56 600
E 668 304 20 224 556 298 54 204
S 946 378 30 182 315 187 90 153
198 152 66 154 594 411 12 190

Total 2223 1019 152 663 2577 1580 212 1147

Categorial traffic volume at

Categorial traffic volume at
Race Course
Patel Chowk

4% 16% Cars Cars

21%
Bikes 4% 47% Bikes

25% 55% Bus/Truck Bus/Truck

28%
Auto Auto

Categorial Traffic Volume Categorial Traffic Volume

Leg Wise Traffic Volume

Vehicles
Roundabout Leg Light Vehicles Heavy Vehicles Total Total Total
Name LMV Vehicles Traffic
Cars & Bikes Buses / Trucks (CPU)
Autos
Race Course N 514 185 36 699 735 714.5
W 892 304 20 1196 1216 1104
E 1128 378 30 1506 1536 1407
S 352 152 66 504 570 626

Patel Chowk N 1712 684 56 2396 2452 2222

W 760 298 54 1058 1112 1069.5
E 468 187 90 655 745 831.5
S 784 411 12 1195 1207 1025.5

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 Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
Race Cource in Delhi, India (A Case Study)

BAR CHART

Legwise traffic volume at Legwise traffic volume at

Race Course Patel Chowk

570 735 North Leg North Leg

1207
West Leg 2452 West Leg
East Leg 745 East Leg
1536 1216
South Leg 1112 South Leg

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 5.1 13.48 9.29 12.79 28.13

West 8.5 10.40 9.45 12.95 35.64
East 8.2 9.26 8.73 12.23 39.66
South 8.1 9.30 8.7 12.2 23.26

Patel Chowk
Leg Name e1 e2 e=(e1+e2)/2 w=(e1+e2)/2 + 3.5 l (l ≤4w)

East 11.86 9.96 10.91 14.41 59.54

North 11.25 10.43 10.84 14.34 60.50
South 10.86 9.96 10.41 13.91 60.19
West 11.82 10.72 11.27 14.77 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.

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 Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish

Patel Chowk( RD1 ) Race Course( RD2 )

7. ANALYSIS BY U.K METHOD

PATEL CHOWK (RD1)

LEG INSCRIBED ENTRY APPROACH ENTRY EFFECTIVE SHARPNESS ENTRY

OF CIRCLE WIDTH HALF RADIUS FLARE OF ANGLE
ROUNDABOUT DIAMETER (e)m WIDTH (r)m LENGHTH FLARE (φ)
(D)m (v)m (L’)m (S)

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

LEG F X2 K td fc CIRCULATING ENTRY

OF FLOW CAPACITY
ROUNDABOUT (Qc) (Qe)
Veh/hr 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

*φ here is assumed to be 32 degrees

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 Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
Race Cource in Delhi, India (A Case Study)

RACE COURSE (RD2)

LEG INSCRIBED ENTRY APPROACH ENTRY EFFECTIVE SHARPNESS ENTRY

OF CIRCLE WIDTH HALF RADIUS FLARE OF ANGLE
ROUNDABOUT DIAMETER (e)m WIDTH (r)m LENGTH FLARE (φ)
(D)m (v)m (L’)m (S)

N 47.78 6.1 5.8 19.5 10.72 0.02798 32

E 47.78 8.2 6.8 20.4 11.09 0.12623 32

W 47.78 8.5 7.2 17.6 15.5 0.08387 32

S 47.78 8.1 8.5 18.1 12.1 0.03305 32

LEG F X2 K td fc CIRCULATING ENTRY

OF FLOW CAPACITY
ROUNDABOUT (Qc) (Qe)
Veh/hr Veh/hr

N 1842.24 6.08 0.991 1.00438 0.46739 735 1485

E 2396.73 7.91 0.944 1.00438 0.54459 1536 1550

W 2517.93 8.31 0.998 1.00438 0.35054 1216 2085

S 2648.22 8.74 0.986 1.00438 0.57960 570 2306

BAR CHART

2854
3000 2452 2585
2364
1617
2000

1000 745 1112 1207 Qc

Qe
0
Qc
N E W S

(RD1) (RD2)

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 Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish
Yogesh

8. ANALYSIS BY I.R.C METHOD

ME

PATEL CHOWK (RD1)

LEG ENTRY NON AVERAGE WIDTH LENGTH CIRCULATING PRACTICAL

OF WIDTH WEAVING ENTRY OF OF FLOW CAPACITY
ROUNDABOUT (e1)m SECTION WIDTH WEAVING WEAVING (Qc) (Qp)
WIDTH (e)m SECTION SECTION pcu/hr pcu/hr
(e2)m (w)m (L)m

N 11.25 10.43 10.84 14.34 60.50 2222 4369

E 11.86 9.96 10.91 14.41 59.54 831 4375

W 11.82 10.72 11.27 14.77 59.7 1069 4480

S 10.86 9.96 10.41 13.91 60.19 1025 4240

RACE COURSE (RD2)

LEG ENTRY NON AVERAGE WIDTH LENGTH CIRCULATING PRACTICAL

OF WIDTH WEAVING ENTRY OF OF FLOW CAPACITY
ROUNDABOUT (e1)m SECTION
ECTION WIDTH WEAVING WEAVING (Qc) (Qp)
WIDTH (e) SECTION SECTION pcu/hr pcu/hr
(e2)m (w)m (L)m

N 6.1 9.38 7.74 11.24 28.13 714 2911

E 8.2 9.26 8.73 12.23 39.66 1407 3439

W 8.5 10.40
.40 9.45 12.95 35.64 1104 3526

S 8.1 9.30 8.7 12.2 23.26 626 2942

*P( proportioning ratio) is assumed to be 0.7.

BAR CHART

(RD1) (RD2
(RD2)

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 Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
Race Cource in Delhi, India (A Case Study)

DEGREE OF SATURATION (DOS) Degree gree of saturation is directly proportional to the capacity at
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 U.K MODEL

DOS FOR PATEL CHOWK (U.K MODEL)

RACE COURSE VOLUME CAPACITY DEGREE OF

(RD2) (V) (C) SATURATION
(V/C)

N 735 1485 0.49

E 1536 1550 0.94
W 1216 2085 0.58
S 570 2306 0.24

DOS FOR RACE COURSE (U.K MODEL)

PATEL CHOWK VOLUME CAPACITY DEGREE OF

(RD1) (V) (C) SATURATION
(V/C)

N 2452 1617 1.51

E 745 2854 0.26
W 1112 2585 0.43
S 1207 2364 0.51

BAR CHART

S 0.85
0.51

w 0.85
0.43
v/c = 0.85
E 0.85
0.26 v/c

N 0.85
1.51

0 1 2

DEGREE OF SATURATION (RD1) DEGREE OF SATURATION (RD2)

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 Yogesh Kumar, Bhanu Pratap Singh and Amit Ashish

10. DEGREE OF SATURATION DOS FOR IRC MODEL

DOS FOR PATEL CHOWK (IRC MODEL)

RACE COURSE VOLUME CAPACITY DEGREE OF SATURATION

(RD2) (V) (C) (V/C)
N 714 2911 0.24
E 1407 3439 0.40
W 1104 3526 0.31
S 626 2942 0.21

DOS FOR RACE COURSE (IRC MODEL)

PATEL CHOWK VOLUME CAPACITY DEGREE OF SATURATION

(RD1) (V) (C) (V/C)
N 2222 4369 0.50
E 831 4375 0.18
W 1069 4465 0.23
S 1025 4240 0.24

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.

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 Comparative Evaluation of Roundabout Capacities Under Heterogeneous Traffic Conditions at Patel Chowk and
Race Cource in Delhi, India (A Case Study)

80
57.3660.5 57.6459.54 55.6460.19
60
w
40 4w
14.34 14.41 13.91
20 L

0
N E S

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
more than entry capacity (Qe = 1617 veh/hr) &
DOS=1.51. This will cause congestion of traffic during merging and diverging of traffic.

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