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Department of Civil Engineering

M.TECH (TRANSPORTATION SYSTEM ENGINEERING)
BIRLA VISHVAKARMA MAHAVIDHYALAYA
Engineering College, Vallabh Vidyanagar
[An Autonomous Institution]

Traffic Flow, Geometric Parameters and Capacity Analysis of

“Janta Chowkdi” Rotary Intersection
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TABLE OF CONTENT
INTRODUCTION ..................................................................................................................... 3
OBJECTIVES ............................................................................................................................ 3
ADVANTAGES OF ROTARY INTERSECTION ................................................................... 4
DISADVANTAGES OF ROTARY INTERSECTION............................................................. 4
GUIDELINES FOR SELECTING A ROTARY TYPE OF INTERSECTION. ....................... 4
TRAFFIC SURVEY AND DATA COLLECTIONS ................................................................ 5
DATA ANALYSIS .................................................................................................................... 5
ROTARY TRAFFIC VOLUME ASSIGNMENT ..................................................................... 6
ROTARY TRAFFIC VOLUME CAPACITY........................................................................... 7
RESULTS .................................................................................................................................. 8
RECOMMENDATIONS: .......................................................................................................... 8
REFERENCES: ......................................................................................................................... 8
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INTRODUCTION

A traffic rotary is an intersection where vehicles from the converging arms are forced to move
around an island in one direction orderly and weave out of the rotary movement into their
desired direction.
Essentially all the major conflicts at an intersection namely the collision between through and
right-turn movements are converted into milder conflicts namely merging and diverging. The
vehicles entering the rotary are gently forced to move in a clockwise direction in an orderly
fashion. They then weave out of the rotary to the desired direction. The benefits, design
principles, capacity of rotary are given below.

OBJECTIVES

1. To select an appropriate methodology for evaluating the capacity of rotary in the Indian
context.
2. To define and generate the capacity of rotary junctions.
3. To decrease traffic delays and accidents.
4. To analyze the necessary design improvements of the rotary junction.
5. To propose the further development or extension if needed for the rotary present.
6. To compile available information regarding capacity analysis of rotary through literature
review.

GIDC ROAD

GIDC ROAD KARAMSAD

ROAD

GIDC ROAD
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ADVANTAGES OF ROTARY INTERSECTION

1. Traffic flow is regulated to only one direction of movement, thus eliminating severe conflicts
between crossing movements.
2. All the vehicles entering the rotary are gently forced to reduce the speed and continue to
move at a slower speed. Thus, none of the vehicles need to be stopped, unlike in a signalized
intersection.
3. Rotaries are self-governing and do not need practically any control by police or traffic signals.
4. They are ideally suited for moderate traffic, especially with irregular geometry, or
intersections with more than three or four approaches.

DISADVANTAGES OF ROTARY INTERSECTION

1. All the vehicles are forced to slow down and negotiate the intersection. Therefore, the
cumulative delay will be much higher than a channelized intersection.
2. Even when there is a relatively low traffic, the vehicles are forced to reduce their speed.
3. Rotaries require a large area of relatively flat land making them costly in urban areas.
4. The vehicles do not usually stop at a rotary. They accelerate and exit the rotary at relatively
high speed. Therefore, they are not suitable when there are high pedestrian movements.

GUIDELINES FOR SELECTING A ROTARY TYPE OF INTERSECTION.

Rotaries are not suitable for every location. There are few guidelines that help in deciding the
suitability of a rotary. Which are listed below:

1. Rotaries are suitable when the traffic entering from all the four approaches are relatively
equal.
2. A total volume of about 3000 vehicles per hour can be considered as the upper limiting case
and a volume of 500 vehicles per hour is the lower limit.
3. A rotary is very beneficial when the proportion of the right-turn traffic is very high; typically,
if it is more than 30 percent.
4. Rotaries are suitable when there are more than four approaches or if there are no separate
lanes available for right-turn traffic. Rotaries are ideally suited if the intersection geometry is
complex.
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TRAFFIC SURVEY AND DATA COLLECTIONS

Peak hour vehicle count/volume count was taken for entry and circulatory flow of all wings of the
intersection. Groups were formed of 4 students at each wing and vehicles were counted in the
following categories for straight, right and left-turning vehicles.
Thus, vehicles were then changed to PCU using PCU factors given for rotary intersections in the IS-
65 CODE. (Procedure is given ahead in the report at data analysis)

DATA ANALYSIS
Data analysis deals with the analysis of the data collected during a traffic survey with an aim to come
to a result. To study the improvement features and design of a rotary, it is necessary to analyze the
very first traffic volume. The mathematical calculations must be carried out to analyze the data and
the analysis must be presented on the graph to study it is a more good manner. The collected data is
analyzed for the following parameters as per IS:65
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- Collected Traffic count or traffic volume is changed to PCU using the following PCU factors
used for the rotary design:

PCU FACTORS FOR USE IN ROTARY

PCU
DESIGN
Cars, LCV & 3-Wheelers 1
Buses, MHCV 2.8
Motor Cycle & Scooters 0.75
Pedal Cycles 0.5
Animal Drawn Vehicles 5

- Hence, getting the following PCU after multiplying with PCU factors:

Left Turning Straight Right Turning

Cars, LCV Motor Buses, Motor Cars, LCV Buses, Motor
Approach Buses, Cars, LCV &
& 3- Cycle & MHC Cycle & & 3- MHC Cycle &
MHCV 3-Wheelers
Wheelers Scooters V Scooters Wheelers V Scooters
N 200 50 100 250 100 150 150 50 80
E 180 60 80 220 50 120 200 40 120
S 250 80 100 150 50 90 160 70 90
W 220 50 120 180 60 100 250 60 100

ROTARY TRAFFIC VOLUME ASSIGNMENT

The individual traffic volume in terms of PCU has been analyzed from all the individual legs
of the rotary as shown in Fig.

Now, the traffic assigned to the network, maximum 2-way flow, and one-way flow is
identified in the intersection legs and is compared to Highway Capacity Manual (1965),
Highway Research Special Report, 87, Washington 1965, “4-lane road with moderate
interference from cross-traffic has capacity of 1400- 1800 PCU/hr in one direction and of 2-
lane road with moderate interference from cross-traffic has a capacity of 700 – 900 PCU/hr in
one direction”.

We are getting the maximum 2-way flow in the intersection leg (South) i.e. 2875 PCUs/hour,
and the maximum in one direction is 1544 PCUs/hour (as this is the most of all other legs).
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ROTARY TRAFFIC VOLUME CAPACITY

The capacity of the rotary is directly determined by the capacity of each weaving section. The
capacity of the weaving section is determined by the geometric layout, including entrance and
exits, and the percentage of weaving traffic.

The transport and road research laboratory (U.K.) which has pioneered research on this
aspect, recommends the following formula which is a modification of well-known Wardrop
formula:

Where,

Qp = Practical capacity of the weaving section of the rotary in PCU/hr.

w = width of weaving section in meters.
e = average entry width of the rotary in meters.
l = Length of weaving section between the ends of the channelizing island in meters.
P = proportion of weaving traffic. i.e., the ratio of the sum of crossing streams to the total
traffic on the weaving section.

P = (1136+852)/ (350+1136+852+408) = 0.72

The width of the carriageway at entry and exit is 10.0 m, the width of the non-weaving
section is also 10.0 m.
So, width of weaving section, e = ((10+10)/2) + 3.5 = 13.5 m.
The minimum length of the weaving section should be 30m but, it fails the requirement that
the ratio l/w should be at least 4.
So, adopt 55 m, which gives an l/w ratio slightly greater than 4.
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RESULTS

While the study of rotary junction or roundabout present at Janta Chowkdi, Anand, lots of parameters
were monitored, evaluated and analyzed to understand the traffic improvement necessities to be
implemented or adopted. Traffic volume is the major element for the analysis of the traffic capacity.

In this study, traffic volumes were analyzed from each of the legs of the rotary junction. The volume
and capacity were considered in terms of the Passenger Car Unit (PCU) for the uniformity of the
analysis.

After the study of the traffic capacity and volume features of the rotary junction at Janta Chowkdi,
Anand, the following results were observed:

1. Rotary entrance legs were identified as NE, SE, EE & WE.

2. Rotary exit leg was identified as NET, SET, EET & WET.
3. The weaving sections were identified with the maximum weaving among all the weaving
routes as the South route.
4. To cope up with the improvement in rotary capacity, there should be an improvement in the
design features of the rotary junction.
5. Until the rotary design elements are not improved, the design speed should be regulated to
reduce congestions and accidents.
6. Hence, this rotary has a higher capacity than the actual existing traffic volume.

RECOMMENDATIONS:

On the basis of the result obtained for the study of the rotary junction and its improvement, the
following recommendations have been suggested:

1. There should be an improvement in radius at entry, the radius at the exit, the radius of the
central island, weaving lengths, width of the carriageway at entry and exit, the width of the
rotary carriageway, entry and exit angles, external curb lines etc.
2. The drainage system should be improved for the better movement of vehicles and pedestrians
in the rainy season.
3. Proper installation of street light should be preferred with a 24-hour power supply for proper
visibility.
4. The extra length provided around the rotary should be used for the extension of lanes if
possible.
5. Heavy Commercial Vehicles should have an entry limit. i.e. time limit for entry.
6. To reduce the traffic on the rotary junction, the small vehicles such as 2 wheelers, 3 wheelers
could be diverted through the shortest direct path without using rotary.

REFERENCES:

- IRC-65-1976 (RECOMMENDED PRACTICE FOR TRAFFIC ROTARY)

- Highway Capacity Manual-NCHRP Report 572 model
- L.R. Kadiyali Traffic Engineering and Transport Planning
- Statistical analysis of the traffic of the rotary intersection-International journal of
sciences and research technology (IJSRTE).