“Performance of an existing traffic intersection and develop

measures for improving the performance”

A PROJECT REPORT

Submitted in partial fulfillment for the award of the degree of

Bachelor of Technology
in

CIVIL ENGINEERING

By

Deepak Dulal-18BCL0267
Hemant Kumar Yadav-18BCL0269
Aaditya Agrahari-18BCL0273

School of Civil Engineering

November – 2020
 DECLARATION BY THE CANDIDATE

We hereby declare that the project report entitled “Performance of an existing

traffic intersection and develop measures for improving the performance”
submitted by us to Vellore Institute of Technology University, Vellore in partial
fulfillment of the requirement for the award of the degree of Bachelor of
Technology in Civil Engineering is a record of bonafide project work carried out
by us under the guidance of Prof. Sasanka Bhusan Pulipati. We further declare that
the work reported in this project has not been submitted and will not be submitted,
either in part or in full, for the award of any other degree or diploma in this
institute or any other institute or university.

Signature of the Candidates Place: Vellore

Date: 03-11-2020
Deepak Dulal-18BCL0267
Hemant Kumar Yadav-18BCL0269
Aaditya Agrahari18BCL0273
 School of Civil and Chemical Engineering
CERTIFICATE

This is to certify that the project report entitled “Performance of an existing traffic
intersection and develop measures for improving the performance” submitted by
Deepak Dulal-18BCL0267, Hemant Kumar Yadav-18BCL0269, and Aaditya
Agrahari-18BCL0273, to Vellore Institute of Technology University, Vellore, in
partial fulfillment of the requirement for the award of the degree of Bachelor of
Technology in Civil Engineering is a record of bona fide work carried out by them
under my guidance. The project fulfills the requirements as per the regulations of
this Institute and in my opinion meets the necessary standards for submission. The
contents of this report have not been submitted and will not be submitted either in
part or in full, for the award of any other degree or diploma and the same is
certified.

Prof. Sasanka Bhusan Pulipati Dr. Uma Shankar M

Project Guide HOD-SCE

 ACKNOWLEDGEMENT

We find immense pleasure in expressing our profound gratitude and thanks to our
guide Prof. Sasanka Bhusan Pulipati for his invaluable guidance, constant
encouragement and keen interest in the progress and completion of this work. He has
always been most willing to spend his valuable time for discussion. The discussions
were always enjoyable as well as his comments have been extremely valuable. We
learned a lot from the discussion. He has associated with us as a friend, philosopher
and advisor. We would like to thank our HODs and Dean for providing all the
infrastructure facilities to carry out our project successfully.

Deepak Dulal-18BCL0267

Hemant Kumar Yadav-18BCL0269

Aaditya Agrahari-18BCL0273
List of Figures
Fig 1: Neat Sketch of the chosen intersection as per the standard scale value.
Fig.4.1: Average Hourly Volume in PCI at all approaches
Fig 6.1: Representation of Traffic volume distribution during morning 9:00 AM to 11:00
AM
Fig 6.2: Representation of Traffic volume distribution during evening 3:30 PM to 5:30 PM
Fig 8: 3-Way Intersection with 9 Conflict Points
Fig 9.1: Present Geometry of Roundabout

Fig 9.2: Proposed Geometry of Y-Junction

Fig 9.3: Roundabout Meeting

Fig 9.4: Hybrid Pedestrian Beacon
Fig 9.5: Hybrid Pedestrian Beacon Signals
Fig 9.6: Pedestrian Signalization

i
List of Tables
Table 1.1: Traffic Volume Count on Road A bound in the Morning
Table 1.2: Traffic Volume Count on Road B bound in the Morning
Table 1.3: Traffic Volume Count on Road C bound in the Morning
Table 1.4: Traffic Volume Count on Road A bound in the evening
Table 1.5: Traffic Volume Count on Road B bound in the evening
Table 1.6: Traffic Volume Count on Road C bound in the evening
Table 2.1: Intersection Turning Movement Volume Count for Road A Bound in the
Morning
Table 2.2: Intersection Turning Movement Volume Count for Road B Bound in the
Morning
Table 2.3: Intersection Turning Movement Volume Count for Road C Bound in the
Morning
Table 2.4: Intersection Turning Movement Volume Count for Road A Bound in the
Evening
Table 2.5: Intersection Turning Movement Volume Count for Road B Bound in the
Evening
Table 2.6: Intersection Turning Movement Volume Count for Road C Bound in the
Evening
Table 3.1: Data Sheet for Traffic Volume Count in the morning

Table 3.2: Data Sheet for Traffic Volume Count in the evening

Table 4.1: Data for Average Hourly Volume in the Morning

Table 4.2: Data for Average Hourly Volume in the Evening
Table 4.3: Data for Average Hourly Volume in PCU in the Morning
Table 4.4: Data for Average Hourly Volume in PCU in the Evening
Table 5.1: Data for Peak Hour Factor of the Intersection in the Morning
Table 5.2: Data for Peak Hour Factor of the Intersection in the Morning
Table 7.1: Data for Entry flow in the morning (in Veh/hrs)

ii
Table 7.2: Data for Circulating flow in the morning (in Veh/hrs)
Table 7.3: Data for Entry flow in the morning (in PCU/hr Conversion)
Table 7.4: Data for Circulating flow in the morning (in PCU/hr Conversion)
Table 7.5: Critical Gap and Follow-up time for different diameters of Roundabouts
Table 7.6: Entry Capacity Model for Varying Diameters of Roundabout
Table7.7: Level of Service based on Overall Vehicle Delay
Table 7.8: Data for Entry Capacity (in PCU/hr) in the morning
Table 7.9: Data for Roundabout Combination Capacity (in PCU/hr) in the morning
Table 7.10: Data for Entry flow in the Evening (in Veh/hrs)
Table 7.11: Data for Circulating flow in the Evening (in Veh/hrs)
Table 7.12: Data for Entry flow in the evening (in PCU/hr Conversion)
Table 7.13: Data for Circulating flow in the evening (in PCU/hr Conversion)
Table 7.14: Data for Entry Capacity (in PCU/hr) in the Evening
Table 7.15: Data for Roundabout Combination Capacity (in PCU/hr) in the evening

iii
Contents
1. Introduction
2. Intersection Turning movement Volume count
3. Traffic Volume Count at the Intersection
4. Average Hourly Volume Estimation
5. Estimation of Peak Hour Factor of Overall Intersection
6. Representation of Traffic Volume Distribution
7. Calculation of Capacity and LOS at Intersection
8. Conflict pattern for the Tripureshwor Chowk Intersection8.
Summary
9. Improving the performance of the Roundabout Intersection
10. Conclusion
11. References

iv
 1

Introduction
This project report that we are submitting presents the overall work we have completed for
evaluating the performance of intersection having roundabout @ Tripureshwor Chowk,
Kathmandu. Starting from noting down the data of volume count to up to presentation of the
traffic conflict pattern we have included each of the data and the analysis in this report. Because
of this pandemic situation we were unable to collect data manually hence we have taken dummy
data from worked out examples of Indo HCM manual 2017 and altered the data accordingly do
get some deviation. We are going to present in report as those data were collected by our group
to make it more formal. We have also assumed certain values because of unavailability of certain
data such diameter of roundabout, equivalency of the heavy vehicles etc. We have compiled all
the work done by our group till now under this report.

Tripureshwor chowk intersection

Fig1:- Neat Sketch of the chosen intersection as per the standard scale value.
 2

➢ The rough sketch represents the intersection at Tripureshwor, Kathmandu Nepal.

➢ Three roads; one heading to Bagbazar (Kanti Path), other heading towards Thapathali
(Tripura Marga) and last one to Kalimati (Tripura Marga), intersect at Tripureshwor
Chowk.
➢ Each road has four lanes and hence as per the standard guidelines the width is 14 meters
excluding the foot paths and kerbs but it is 12m only.
➢ Two roads ; one connecting the Tripureshwor chowk to Blue Cross Hospital and Dashrath
Stadium is two lane road hence has 3.7 m width.
➢ The other road is connecting the Tripureshwor chowk to Nepal eye hospital which is one
lane road and has a width of 2m.

Land use near intersection

✓ The distribution of land around the chosen intersection is kind of unplanned.

✓ As can be seen in the fig 1 and fig 2 above, the following are the buildings and structures
which can be observed.
 3

BUILDINGS/LANDMARK LOCATION REMARKS

/IMPORTANCE
WTC BHAT-BHATENI At junction of road to One of the biggest
SHOPPING MARKET AND Kalimati and Bagbazar shopping malls in capital
DEPARTMENTAL STORE city.

DASHRATH STADIUM At junction of road to Only international

Thapathali and Bagbazar stadium in capital.

NEPAL EYE HOSPITAL At Junction of road to Largest government eye

Kalimati and Thapathali hospital in Nepal.

BLUE CROSS HOSPITAL Along the double lane road One of the best private
joining chowk hospital in Kathmandu
valley.

DEPARTMENT OF Along Kanti path i.e. road Government Office

CUSTOMS to Bagbazar near the
intersection

DEPARTMENT OF Along Tripura Marga near Government Office

INDUSTRY intersection

INSTITUTE OF FOREIGN Along Kanti path i.e. road

AFFAIRS to Bagbazar near the Government office
intersection

VISWA NIKETAN Connected to Tripura marg Government school

SECONDARY SCHOOL near the intersection

KATHMANDU WATER Along Kanti Path Government office

SUPPLY DEPARTMENT

➢ As mentioned above a bunch of government offices, couple of big hospitals, shopping

mall and international stadium at the same intersection junction makes the traffic worst
during the rush hours.
➢ The uncontrolled pedestrian movement also hampers the traffic flow and induce
accidents time and again.
 4

Traffic Movements
Tripureshowor Chowk is one of the busiest intersections of Kathmandu, capital city of Nepal.
Being one of the entry points to the heart of Kathmandu, No- matter whether it is weekend or
Festival, Tripureshower Chowk Traffic Jam is always a threat to the Traffic Department.

REGARDING TYPES OF VEHICLES

All types of vehicles excluding heavy vehicles like Truck, Lorries, e.t.c. are found in the day time.
Government has banned all heavy vehicles during the day time due to of numerous traffic
congestions in a day.
Simply, if we have to estimate types of vehicles as per our experience, We can find vehicles in
the ratio as:
Motor Bike : CAB : Public Bus : Tempo : Private Car : Delivery Van : Misc = 40:5:4:4:1:1:4
It is completely based on our assumption and it is also the objective of our project to find the
exact data of the traffic flow in this chowk (Intersection).

ORIGIN & DESTINATION:

As it lies in the center of the Kathmandu and is the entry point to the business areas of Kathmandu,
most of the vehicles are found to be going towards Ratna Park Area in the morning, while most
of the vehicles are found to be leaving to their Homes.
The main areas of rush are Kalimati, Bag Bazar, Ratnapark, Thapathali and Maitighar.
➢ Vehicles from Kalimati have destination to Ratna Park following the Tripura Marga
through Tripureshwor chowk and then following Kanti path.
➢ Similarly, vehicles from Thapathali, mostly micro vans head towards Ratna Park again
through Tripureshwor chowk.
➢ Also, traffic from Ratnapark Baghbazar area rush towards Thapathali and Kalimati as well.

Pedestrians also follow the same pattern. People living in the area near the chowk like people
from Teku, Thapathali and Tripureshwor use this chowk to go the business areas for their
Jobs/business in the morning and they returned in the evening.
 5

Also, we shouldn’t forget about the Colleges and tution center around the chowk. Some of the
famous tution center in the Nepal is located near the chowk so, the pedestrian as well as vehicles
movement is also impacted by the movement of student as after the class ends. Some of the
famous Origin and Destinations are enlisted below:

Origin Destination
Lalitpur District Ratna Park (Business Area)
People from Villages (As Entry New Road (Business Area)
point)
Koteshwor Thapthali
Through out valley Teku hospital
Through out valley Tution Institute (Similar to Kota)

General Observation
As we see, the main problem is caused due to the high flow of vehicles and uncontrolled
pedestrian movement. Although 4 lanes can be seen on each road. It is busiest intersections
because of the fact that it has high requirement but only fewer resources are available. The lanes
are not up to standard and doesn’t fit the requirement.

Data Collection
There are several data that need to be collected for the complete study of traffic flow, Lane
requirements and smooth flow of traffic. Specifically, for our project we are determined to collect
data enlisted below:
i. Possible movements at intersection (As we have 3 Roads intersection, 6 turning
movement is Possible)
ii. Number of Vehicles passing through a road in the interval of 15 minute
iii. Number & Types of Vehicles Passing in the same interval (2 Wheelers, Car, e.t.c.)
iv. Delay study
v. Spot speed study
 6

Some of these Traffic parameters need to be calculated are:

i. Volume
ii. Flow
iii. Passenger car unit (PCU)
iv. Peak hour Flow
v. Peak hour factor (PHF)
vi. Density
vii. Pedestrian volume count

Schedule of Data collection

➢ 15 minutes interval timing is considered and vehicles are counted at least for 2 hours
(Peak rush hours 9:00 -11:00 am in morning and 3:30 to 5:30 pm in evening).

➢ The working days start from Sunday so we will be taking data from Sunday up to Friday
for one specific working week (from online data if cannot be done manual)
Reasons why we have chosen this road for our project
➢ This road is Y-junction road.
➢ This is the one of the busiest roads among Kathmandu valley
➢ This road has connected with many government offices, so the flow of traffic is
more.
➢ This road is connected with 2 main hospitals, 2 shopping malls.
➢ The road at Y-junction is connected with Football Stadium main gate.
➢ The pedestrian walk way has very short length.

Objectives of our Project

✓ To identify the current level of service at Tripureshwor chowk Intersection
✓ To estimate the flow of traffic in that road.
✓ To establish probable alternatives to reduce the congestion problem.
✓ To design the sustainable traffic flow system
 7

Traffic Volume Count

For the total volume count, We 3 stand on 3 Approach of the Intersection. Each one of us had
counted number of Vehicles passing by respective units along with the turn they made and
Vehicles types. Also, We had counted number of vehicles, turn they made and Vehicles types for
2 Hours with 15 min interval on both morning and evening. Morning 2 hours here Refers to 9AM-
11AM while, Evening 2 Hours Means 3:30 PM to 5:30 PM. All the Data collected by us are
presented here in the form of table.

1.1 Data Sheet for Total Traffic Volume Count in the Morning (9 AM – 11 AM)

Table 1.1: Traffic Volume Count on Road A approach in the Morning

2W 3W Small Cars Big Cars Light comm. Veh Heavy Veh Light Vehicles
LT RA LT RA LT RA LT RA LT RA LT RA LT RA
846 396 266 156 1524 558 566 324 10 24 70 50 3212 1458

Table 1.2: Traffic Volume Count on Road B approach in the Morning

Light
2W 3W Small Cars Big Cars comm. Veh Heavy Veh Light Vehicles
LT RA LT RA LT RA LT RA LT RA LT RA LT RA
256 760 70 254 348 1956 112 470 20 20 30 74 806 3460

Table 1.3: Traffic Volume Count on Road C approach in the Morning

Light
2W 3W Small Cars Big Cars comm. Veh Heavy Veh Light Vehicles
LT RA LT RA LT RA LT RA LT RA LT RA LT RA
718 114 334 86 1674 274 290 174 30 16 94 34 3046 664
 8

1.2 Data Sheet for Total Traffic Volume Count in 2 hours in the Evening (5 PM – 7 PM)

Table 1.4: Traffic Volume Count on Road A approach in the evening

Light
2W 3W Small Cars Big Cars comm. Veh Heavy Veh Light Vehicles
LT RA LT RA LT RA LT RA LT RA LT RA LT RA
600 256 188 70 1080 460 372 158 30 24 50 22 2270 968

Table 1.5: Traffic Volume Count on Road B approach in the evening

Light
2W 3W Small Cars Big Cars comm. Veh Heavy Veh Light Vehicles
LT RA LT RA LT RA LT RA LT RA LT RA LT RA
352 540 96 252 460 1184 152 268 20 28 40 68 1080 2272

Table 1.6: Traffic Volume Count on Road C approach in the evening

Light comm.
2W 3W Small Cars Big Cars Veh Heavy Veh Light Vehicles
LT RA LT RA LT RA LT RA LT RA LT RA LT RA
438 120 204 32 960 212 218 72 24 14 56 10 1844 450
 9

2. Intersection Turning Movement Volume Count

This is the data that we have further divided on the basis of turning movement from each approach. Most important
data like Volume of Heavy vehicles approaching through each approach to other is counted for 2 hours maintain
15-min Interval.

2.1 Data Sheet for Intersection Turning Volume Count in the Morning (9 AM – 11 AM)
Table 2.1: Intersection Turning Movement Volume Count for Road A Approach in the Morning

Approach 1: Road A approach

Period Left Turn Roundabout turn Total
LV HV Total LV HV Total LV HV Total
9:00 9:15 432 9 441 184 6 190 616 15 631
9:15 9:30 356 10 366 196 9 205 552 19 571
9:30 9:45 398 7 405 177 5 182 575 12 587
9:45 10:00 456 10 466 158 7 165 614 17 631
10:00 10:15 417 11 428 188 5 193 605 16 621
10:15 10:30 378 8 386 183 7 190 561 15 576
10:30 10:45 424 9 433 200 4 204 624 13 637
10:45 11:00 351 6 357 172 7 179 523 13 536
Total 3212 70 3282 1458 50 1508 4670 120 4790

Table 2.2: Intersection Turning Movement Volume Count for Road B Approach in the Morning

Approach 2: Road B approach

Period Left Turn Roundabout turn Total
LV HV Total LV HV Total LV HV Total
9:00 9:15 102 3 105 432 9 441 534 12 546
9:15 9:30 115 2 117 458 12 470 573 14 587
9:30 9:45 98 6 104 424 7 431 522 13 535
9:45 10:00 87 5 92 502 8 510 589 13 602
10:00 10:15 105 3 108 410 10 420 515 13 528
10:15 10:30 96 3 99 398 13 411 494 16 510
10:30 10:45 109 5 114 407 7 414 516 12 528
10:45 11:00 94 3 97 429 8 437 523 11 534
Total 806 30 836 3460 74 3534 4266 104 4370
 10

Table 2.3: Intersection Turning Movement Volume Count for Road C Approach in the Morning

Approach 3: Road C approach

Period Left Turn Roundabout turn Total
LV HV Total LV HV Total LV HV Total
9:00 9:15 382 12 394 83 4 87 465 16 481
9:15 9:30 391 9 400 88 3 91 479 12 491
9:30 9:45 376 13 389 92 5 97 468 18 486
9:45 10:00 402 15 417 95 7 102 497 22 519
10:00 9:15 386 11 397 78 3 81 464 14 478
10:15 10:30 367 9 376 67 5 72 434 14 448
10:30 10:45 356 12 368 74 4 78 430 16 446
10:45 11:00 386 13 399 87 3 90 473 16 489
Total 3046 94 3140 664 34 698 3710 128 3838

2.2 Data Sheet for Intersection Turning Volume Count in the Evening (5 PM – 7 PM)

Table 2.4: Intersection Turning Movement Volume Count for Road A Approach in the Evening

Approach 1: Road A approach

Period Left Turn Roundabout turn Total
LV HV Total LV HV Total LV HV Total
15:30 15:45 283 6 289 121 1 122 404 7 411
15:45 16:00 275 9 284 126 4 130 401 13 414
16:00 16:15 296 5 301 113 2 115 409 7 416
16:15 16:30 284 6 290 109 3 112 393 9 402
16:30 16:45 267 8 275 132 5 137 399 13 412
16:45 17:00 309 4 313 130 4 134 439 8 447
17:00 17:15 287 7 294 114 2 116 401 9 410
17:15 17:30 269 5 274 123 1 124 392 6 398
Total 2270 50 2320 968 22 990 3238 72 3310
 11

Table 2.5: Intersection Turning Movement Volume Count for Road B Approach in the Evening

Approach 2: Road B approach

Period Left Turn Roundabout turn Total
LV HV Total LV HV Total LV HV Total
15:30 15:45 135 5 140 286 9 295 421 14 435
15:45 16:00 122 4 126 293 6 299 415 10 425
16:00 16:15 147 7 154 264 8 272 411 15 426
16:15 16:30 128 8 136 293 11 304 421 19 440
16:30 16:45 133 3 136 303 7 310 436 10 446
16:45 17:00 126 2 128 279 10 289 405 12 417
17:00 17:15 142 6 148 257 8 265 399 14 413
17:15 17:30 147 5 152 297 9 306 444 14 458
Total 1080 40 1120 2272 68 2340 3352 108 3460

Table 2.6: Intersection Turning Movement Volume Count for Road C Approach in the Evening

Approach 3: Road C approach

Period Left Turn Roundabout turn Total
LV HV Total LV HV Total LV HV Total
15:30 15:45 244 7 251 54 2 56 298 9 307
15:45 16:00 225 4 229 63 1 64 288 5 293
16:00 16:15 196 9 205 48 3 51 244 12 256
16:15 16:30 274 5 279 71 0 71 345 5 350
16:30 16:45 256 8 264 62 2 64 318 10 328
16:45 17:00 187 11 198 49 1 50 236 12 248
17:00 17:15 212 6 218 57 0 57 269 6 275
17:15 17:30 250 6 256 46 1 47 296 7 303
Total 1844 56 1900 450 10 460 2294 66 2360
 12

3. Traffic volume count at the Intersection

The data 1 is further divided so as to have exact number of vehicles passing through any of road
approach i.e. Intersection. Data like Number of Vehicles on the basis of their type that passed the
intersection in an interval of 15 minute is collected. Finally, Total number of Vehicles on the
basis of their types was calculated.

Table 3.1: Data Sheet for Traffic Volume Count in the morning

Small Big Light Comm. Heavy Light

Time Interval 3W Total
2W cars cars vehicles vehicles veh.
0 - 15 mins 374 124 864 242 11 43 1658 1615
15 - 30 mins 386 158 875 176 9 45 1649 1604
30 - 45 mins 411 170 771 195 18 43 1608 1565
45 - 60 mins 328 145 936 277 14 52 1752 1700
60 - 75 mins 341 111 881 234 17 43 1627 1584
75 - 90 mins 435 183 543 306 22 45 1534 1489
90 - 105 mins 373 135 791 255 16 41 1611 1570
105 - 120 min 442 140 673 251 13 40 1559 1519
116 1299
Total 3090 6334 1936 120 352 12646
6 8

Table 3.2: Data Sheet for Traffic Volume Count in the evening

Small Big Light Comm. Heavy Light

Time Interval 3W Total
2W cars cars vehicles vehicles veh.
0 - 15 mins 235 93 626 155 14 30 1153 1123
15 - 30 mins 277 112 519 177 19 28 1132 1104
30 - 45 mins 305 96 473 181 9 34 1098 1064
45 - 60 mins 264 121 620 138 16 33 1192 1159
60 - 75 mins 288 84 609 153 19 33 1186 1153
75 - 90 mins 314 119 458 167 22 32 1112 1080
90 - 105 mins 296 97 526 124 26 29 1098 1069
105 - 120 mins 327 120 525 145 15 27 1159 1132
Total 2306 842 4356 1240 140 246 9130 8884
 13

4. Average Hourly Volume Estimation @

Tripureshwor chowk Intersection
Average hourly volume is volume of traffic when traffic measurements are taken for few
hours and averaged by the number of hours in which measurement are taken. In our case since
we have calculated the traffic volume for two hours, the volumes are divided by factor 2 to get
the average hourly volume.

Table 4.1: Data for Average Hourly Volume in the Morning.

Total Volume for two hours / 2

Average Hourly Volume Left Turn Roundabout Total
LV HV Total LV HV Total LV HV Total
Approach 1: Road A Approach 1606 35 1641 729 25 754 2335 60 2395
Approach 2: Road B approach 403 15 418 1730 37 1767 2133 52 2185
Approach 3: Road C approach 1523 47 1570 332 17 349 1855 64 1919

Table 4.2: Data for Average Hourly Volume in the Evening.

Total Volume for two hours / 2

Average Hourly Volume Left Turn Roundabout Total
LV HV Total LV HV Total LV HV Total
Approach 1: Road A approach 1135 25 1160 484 11 495 1619 36 1655
Approach 2: Road B approach 540 20 560 1136 34 1170 1676 54 1730
Approach 3: Road C approach 922 28 950 225 5 230 1147 33 1180
 14

Passenger Car Unit (PCU):

It is general practice when the traffic is compared of types of vehicles, then to convert them into a single
equivalent unit called PCU. The mixed traffic flow conditions are more complex when compared to homogeneous
traffic coming of passenger cars only. So, the individual traffic volume is converted to total traffic volume using
the PCU values for each class of vehicle.
Table 4.3: Data for Average Hourly Volume in PCU in the Morning

LV volume + 3*HV volume / 2 (assuming PCU equivalency for HV as 3)

Average Hourly Volume in
Left Turn Roundabout Total
PCU
LV HV Total LV HV Total LV HV Total
Approach 1: Road A approach 1606 105 1711 729 75 804 2335 180 2515
Approach 2: Road B approach 403 45 448 1730 111 1841 2133 156 2289
Approach 3: Road C approach 1523 141 1664 332 51 383 1855 192 2047

Table 4.4: Data for Average Hourly Volume in PCU in the Evening

LV volume + 3*HV volume / 2 (assuming PCU equivalency for HV as 3)

Average Hourly Volume in
Left Turn Roundabout Total
PCU
LV HV Total LV HV Total LV HV Total
Approach 1: Road A approach 1135 75 1210 484 33 517 1619 108 1727
Approach 2: Road B approach 540 60 600 1136 102 1238 1676 162 1838
Approach 3: Road C approach 922 84 1006 225 15 240 1147 99 1246
 15

5. Estimation of Peak Hour Factor of overall

Intersection
The Peak Hour Factor (PHF) is an hourly volume during the maximum-volume hour of the day divided by
the peak 15-minute flow rate within the peak hour; a measure of traffic demand fluctuations within the peak
hour. We calculated the peak hour factor for both morning and evening time duration. Here we have taken the
equivalency of heavy vehicle as 3 times to that of light vehicles.
Table 5.1: Data for Peak Hour Factor of the Intersection in the Morning

Running hourly
Period LV HV Total LV HV Total

Volume in PCU
9:00 9:15 1615 43 1658 1615 129 1744
9:15 9:30 1604 45 1649 1604 135 1739
9:30 9:45 1565 43 1608 1565 129 1694
9:45 10:00 1700 52 1752 1700 156 1856 7033
10:00 9:15 1584 43 1627 1584 129 1713 7002
10:15 10:30 1489 45 1534 1489 135 1624 6887
10:30 10:45 1570 41 1611 1570 123 1693 6886
10:45 11:00 1519 40 1559 1519 120 1639 6669
Calculation:
PHF = Max. Peak Hourly Volume/(4*peak 15 min volume)
= 0.95
Table 5.2: Data for Peak Hour Factor of the Intersection in the Morning

Running hourly
Period LV HV Total LV HV Total

Volume in PCU
15:30 15:45 1123 30 1153 1123 90 1213
15:45 16:00 1104 28 1132 1104 84 1188
16:00 16:15 1064 34 1098 1064 102 1166
16:15 16:30 1159 33 1192 1159 99 1258 4825
16:30 16:45 1153 33 1186 1153 99 1252 4864
16:45 17:00 1080 32 1112 1080 96 1176 4852
17:00 17:15 1069 29 1098 1069 87 1156 4842
17:15 17:30 1132 27 1159 1132 81 1213 4797
 16

Calculation:
PHF = Max. Peak Hourly Volume/(4*peak 15 min volume)
= 0.97

In both the cases, during morning rush hour and evening rush hour time the peak hour factor is coming close to
1 which represents that the traffic flow is consistent throughout the observation period.
 17

6. Representation of Traffic Volume Distribution

Fig 6.1: Representation of Traffic volume distribution during morning 9:00 AM to 11:00 AM

Fig 6.2: Representation of Traffic volume distribution during evening 3:30 PM to 5:30 PM
 18

7. Calculation of Capacity and LOS at Intersection

For Calculating the level of service there are certain Base conditions and Terminologies involved. The base
conditions can be pointed as:
➢ Roundabouts at Four-arm intersection having two-lane approaches only.

➢ Roundabouts have circular shape of Central Island.

➢ Roundabouts shall have three-lane weaving width.

➢ Intersection angle shall preferably be at 90 degree +/- 10 degree.

➢ Central Island diameter in the range of 20 m to 70 m.

➢ Roundabouts catering to low percentage of two wheelers and less than 5 per cent heavy vehicles
and Non-Motorized Traffic (NMT).

Technologies Involved:
✓ Central Island: It is the raised portion around which the vehicles move to negotiate to their respective
destination arm. The basic function of the central island is to convert the direct conflict points into angular
conflict points or reduce severity of conflict points .It is also meant for providing proper turning radius to
the vehicle.

✓ Entry Radius: It is radius of curvature provided at entry arm so that vehicle entering from approach arm
decelerates and enters the roundabout at designated speed range.

✓ Entry Width: The entry width is defined as the width of the carriageway at the entry of the roundabout. It
is the distance from the edge of deflecting island to edge of inscribed circle diameter.

✓ Inscribed Circle Diameter: The inscribed circle diameter is the basic parameter used to define the size of
a roundabout. It is measured between the outer edges of the circulatory roadway.

✓ Exit Radius: It is the radius of curvature provided at exit side of the roundabout so that vehicle from
roundabout is accelerated to leave the roundabout.

✓ Exit Width: It is width of carriageway from edge of deflecting island to edge of inscribed circle diameter,
at the exit side of the roundabout.

✓ Critical Gap: Critical gap is defined as the minimum headway in the circulating flow when an entering
vehicle can safely enter a roundabout, assuming all entering drivers are consistent and homogeneous.

✓ Follow-up Time: Follow-up time is defined as the time span between two queued vehicles entering the
circulating stream in the same gap. The follow-up time is the headway between the vehicles entering. If
 19

more than one vehicle from minor stream uses a gap then the succeeding vehicles are referred to as follow-
ups. It can be measured only when there is a queue situation.

✓ Delay: Delay is a standard parameter used to measure the performance of a roundabout. There are two
components of the delay at roundabouts, namely queuing delay and geometric delay.

✓ Level of Service (LOS): Level of service offers the qualitative traffic flow condition of roundabout, i.e.
free flow, stable flow, unstable flow or forced flow. At roundabouts, LOS is expressed in terms of average
delay per vehicle.

Estimation of Capacity and LOS at Tripureshwor Chowk Intersection

having Roundabout

On an average the minimum width of roundabout ranges from 100ft to 200ft for most of the roads. Since the
roads at Tripureshwor are double lanes of width 12 m, we have assumed the diameter to be average of the ranges
i.e. 45m.
So, the diameter of Roundabout = 45m which lies in range 40 < D <= 50 m
Hence, the PCU value can be taken from Indo HCM 2017 as:

Based on the Diameter of the roundabout the follow up time and Critical gap can be also selected as per the Indo
HCM 2017.

Similarly, Capacity can be calculated based on the diameter of roundabout and substituting the
values of critical gap and follow up time as:
 20

Notation of traffic volume used for Entry flow and Circulating flow

For Entry flow:

Entry flow from Road A = QeA
Entry flow from Road B = QeB
Entry flow from Road C = QeC

For Circulating flow:

Circulating flow from Road A = QcA
Circulating flow from Road A = QcB
Circulating flow from Road A = QcC

Data collected for left turn can be written as Entry flow volume
Data collected for roundabout, can be written as Circulating flow volume
Now, since the very first data that we have collected is for two hours here we have divided each volume by factor
of 2 to get the volume in terms of veh/hr.
Table 7.1: Data for Entry flow in the morning (in Veh/hrs)
Small Big
2W 3W LCV HV
cars cars Total
Road A
423 133 762 283 5 35
(QeA) 1641
Road B
128 35 174 56 10 15
(QeB) 418
Road C
359 167 837 145 15 47
(QeC) 1570
Total 3629
 21

Table 7.2: Data for Circulating flow in the morning (in Veh/hrs)
Small Big
2W 3W LCV HV
cars cars Total
Road A
198 78 279 162 12 35
(QcA) 764
Road B
380 127 978 235 10 15
(QcB) 1745
Road C
57 43 137 87 8 47
(QcC) 379
Total 2888

Table 7.3: Data for Entry flow in the morning (in PCU/hr Conversion)
Small Big
2W 3W LCV HV
cars cars Total
Road A
136 111 762 397 8 112
(QeA) 1526
Road B
41 30 174 79 15 48
(QeB) 387
Road C
115 139 837 203 23 151
(QeC) 1468

Table 7.4: Data for Circulating flow in the morning (in PCU/hr Conversion)
Small Big
2W 3W LCV HV
cars cars Total
Road A
64 65 279 227 18 112
(QcA) 765
Road B
122 106 978 329 15 48
(QcB) 1598
Road C
19 36 137 122 12 151
(QcC) 477

Using the equation of Capacity from table 7.6 the entry capacity is calculated as mentioned below
Table 7.8: Data for Entry Capacity in PCU/hr
Road
Ca 2326
A
Road
Cb 1827
B
Road
Cc 2528
C
 22

Similarly, the capacity of roundabout can be find out by adding the entry capacity from open approach with the
remaining two circulating volumes which is shown below:
Table 7.9: Data for Roundabout Combination Capacity in PCU/hr

CrA = Ca+QcB+QcC 2326+1598+477 4401

CrB = QcA+Cb+QcC 765+1827+477 3069
CrC = QcA+QcB+Cc 765+1598+2528 4891

Based on calculation we get Roundabout capacity which is the maximum of all three combinations of capacities,
i.e. 4891 PCU/h.
Level of Service (LOS): Level of service offers the qualitative traffic flow condition of roundabout, i.e. free flow,
stable flow, unstable flow or forced flow. At roundabouts, LOS is expressed in terms of average delay per vehicle.

For calculating the LOS of the roundabout, we have an empirical formula from where we calculate the average
vehicular delay. After comparing the obtained value of average vehicular delay with standard value we get to
decide the Level of service.

Level of Service Estimation

LOS estimation is based on delay model derived from studies based on delay experienced by vehicles.

The emperical formula used for calculating vehicular delay Y is,

y = 0.8*exp ^ (0.001*x)

where, y is Vehicular delay in seconds and x is total approach traffic flow in veh/hr

So,

y = 0.8*exp ^ (0.001*3629)
 23

y = 30.14 seconds, which lies in range 21<=y<=35

Therefore, comparing the value of vehicular delay from table 7.7 of Indo HCM we get the LOS as D

DATA FOR EVENING

Table 7.10: Data for Entry flow in the Evening (in Veh/hrs)
Small Big
2W 3W LCV HV Total
cars cars
Road A
300 94 540 186 15 25 1135
(QeA)
Road B
176 48 230 76 10 20 540
(QeB)
Road C
219 102 480 109 12 28 922
(QeC)
Total 2597

Table 7.11: Data for Circulating flow in the Evening (in Veh/hrs)
Small Big
2W 3W LCV HV Total
cars cars
Road A
128 35 230 79 12 11 484
(QcA)
Road B
270 126 592 134 14 34 1136
(QcB)
Road C
60 16 106 36 7 5 225
(QcC)
Total 1845

Table 7.12: Data for Entry flow in the evening (in PCU/hr Conversion)
Small Big
2W 3W LCV HV
cars cars Total
Road A
96 78 540 261 23 80
(QeA) 1078
Road B
57 40 230 107 15 64
(QeB) 513
Road C
71 85 480 153 18 90
(QeC) 897
 24

Table 7.13: Data for Circulating flow in the e (in PCU/hr Conversion)
Small Big
2W 3W LCV HV
cars cars Total
Road A
41 30 230 111 18 36
(QcA) 466
Road B
87 105 592 188 21 109
(QcB) 1102
Road C
20 14 106 51 11 16
(QcC) 218

Again, using the equation of Capacity from table 7.6 the entry capacity is calculated as mentioned
below:
Table 7.14: Data for Entry Capacity in PCU/hr
Road
Ca 2537
A
Road
Cb 2109
B
Road
Cc 2726
C

Similarly, the capacity of roundabout can be find out by adding the entry capacity from open
approach with the remaining two circulating volumes which is shown below:
Table 7.15: Data for Roundabout Combination Capacity in PCU/hr
CrA = Ca+QcB+QcC 2537+1102+218 3857
CrB = QcA+Cb+QcC 466+2109+218 2793
CrC = QcA+QcB+Cc 466+1102+2726 4294

Based on calculation we get, Roundabout capacity which is the maximum of all three
combinations of capacities, i.e. 4294 PCU/h.
 25

Level of Service Estimation

LOS estimation is based on delay model derived from studies based on delay experienced by
vehicles.

The emperical formula used for calculating vehicular delay Y is,

y = 0.8*exp ^ (0.001*x)

where, y is Vehicular delay in seconds and x is total approach traffic flow in veh/hr

So,

y = 0.8*exp ^ (0.001*2597)
y = 10.73 seconds, which lies in range 6<=y<=15
Comparing the value of vehicular delay from table 7.7 of Indo HCM we get the LOS as B.

Although we are getting the LOS for the roundabout intersection as B during the evening time,
Since, we are getting the LOS for roundabout as D for morning rush hours we will consider LOS
as D for the intersection on overall considering the maximum volume congestion.
 26

8. Conflict pattern for the Tripureshwor

Chowk Intersection
Traffic conflict points are the areas formed by conflict movements in the traffic flow. The
numbers and distributions of different types of traffic conflict points are often used to evaluate
access management designs and the safety performance of intersections.

There are mainly two types of conflict i) Major Conflict and ii) Minor Conflict. In our case we
have drawn the traffic conflict pattern as follows:

Fig 8: 3-Way Intersection with 9 Conflict Points

In figure, we have shown the conflict pattern of Tripureshwor Chowk intersection. We have 3
major conflict and 6 minor conflict at overall intersection.
 27

Summary
Hence, we calculated a number of data during our project work and also demonstrated them as
well. The results we got can be listed as below:
➢ Total traffic volume count during 2 hours in the morning rush hour = 12998 vehicles

➢ Total traffic volume count during 2 hours in the evening rush hour = 9130 vehicles

➢ Average hourly volume during morning rush hours = 6499 vehicles

➢ Average hourly volume during evening rush hours = 4565 vehicles

➢ Average hourly volume during morning rush hours in PCUs= 6851 PCUs

➢ Average hourly volume during evening rush hours = 4811 PCUs

➢ Capacity of overall intersection in PCUs at morning rush hours = 4891 PCUs/hr

➢ Capacity of overall intersection in PCUs at evening rush hours = 4294 PCUs/hr

➢ Overall LOS of intersection = D

 28

9. Improving the performance of the

Roundabout Intersection
While calculating the LOS of the intersection we reached at the overall LOS of intersection
as D. The LOS D indicates high-density flow in which speed and freedom to maneuver are
severely restricted and comfort and convenience have declined even though flow remains stable.
Hence proper methodologies need to be considered to improve the performance of the
Intersection.
Roundabouts intersections have a number of advantages over intersections with traffic
lights, they reduce the severity of accidents, traffic speeds to provide an "calmer" road
environment. So, adding signals is not an option to even consider.
The main three measures that we would like to propose are:
1. Change to the geometry of the Intersection
2. Installing Roundabout Metering
3. Installing hybrid pedestrian beacon

1. Change in Geometry of Intersection

As a solution to increase traffic speed in the roundabout, we have purposed to make improvements
to the intersection geometry, namely:

Fig 9.1: Present Geometry of Roundabout

 29

Fig 9.2: Proposed Geometry of Y-Junction

 30

2. Installing Roundabout Metering:

Roundabout metering is introduced with an intention of reducing delay and queues on the
roundabout. The Roundabout metering meters the upstream approach when there is a queue
detected on the downstream approach.
It manages to give sufficient gaps to the traffic on the downstream approach so that the
vehicles have time to enter the intersection, thus reducing the delay time and the queue length in
that approach.
An adaptive metering method can be used. The adaptive metering method is applied to all
approaches and at all time of the day. It takes care of any unpredictable flow.
How it works:
o This method usually meters one or two approaches so as to manage an even flow of traffic
across the other approaches and to reduce the queue length and delay time on each
approach.
o This method avoids the need of full signalization and is cost effective during low capacity
conditions when unbalanced flow pattern occurs.
In roundabout metering, the approach which is experiencing queues and high delays is selected
as a controlling approach and the approach which is upstream of it and a signal is used on it to
regulate the traffic is called a metered approach.
• For metering signals on a roundabout, a detector which detects the queue is placed on the
controlling approach. When the detector gets activated as a result of the presence of a queue
on the controlling approach, the signal control on the metered approach gets activated i.e.
it turns red to stop the traffic flow, thus creating gaps in the circulatory roadway for the
entering vehicles in the controlling approach.
• In the metered approach metering signal is used along with the yield sign and is placed at
some distance from the entry point so that the vehicles don’t get confused and have enough
time to react before making a stop.
The adaptive metering technique uses the same concept of roundabout metering where an
upstream approach is metered when the downstream approach detects a queue on it. The
difference comes where all the approaches are metered in the adaptive metering unlike a single
approach in roundabout metering. Hence, we use the adaptive metering technique in this project.
 31

Fig 9.3: Roundabout Meeting

➢ Hence “signals can be used to initiate gaps in the traffic flow and hence balance the
capacity”.
➢ During peak traffic flow periods, it is possible for the flow from one of the upstream entries
to dominate downstream entries to the point where insufficient gaps are available, causing
excessive delays and queues at the downstream entry.
➢ In cases as these entrance metering or roundabout metering may be used to maximize the
capacity of the roundabout. The metering in some cases may be more economical than
geometric changes in the roundabout.
➢ A basic metering system consists of two components, a queue detector on the downstream
entry which experiences excessive delays and a metering signal on the upstream approach,
activated when a queue is detected on downstream approach, to stop the traffic till the
queue on the downstream approach disappears.
 32

3. Installing Hybrid Pedestrian Beacon

One of the factors causing the congestion and delay is the pedestrian crossings. The
uncontrolled crossings leads to blockage of traffic time and again and leads to conflicts as well.
A pedestrian hybrid beacon (PHB) is a traffic control device similar to a European
pedestrian signal (PELICAN) that was imported to the US and adapted by engineers in Arizona
to increase motorists' awareness of pedestrian crossings at uncontrolled marked crosswalk
locations.

Fig 9.4: Hybrid Pedestrian Beacon

In the given situation A Pedestrian Hybrid Beacon (PHB) allows pedestrians to safely cross a
roadway. A PHB only operates when activated by a pedestrian. When a pedestrian activates the
system by pressing a button, overhead flashing yellow lights alert drivers
that pedestrians have activated the signal.

How it Operates:
A push-button-activated pedestrian signal that stops vehicular traffic, allowing pedestrians to
cross. The PHB is comprised of a yellow beacon centered below two red beacons that remain
dark until activated, then flashes yellow for a few seconds, followed by a solid yellow, then a
solid red during the WALK phase.
At the end of the WALK interval, the vehicle signal will display an alternating flashing red
allowing motorists to proceed after stopping and yielding to pedestrians on or approaching their
half of the street.
 33

Once the pedestrian clearance interval is completed, the vehicle signal returns to a dark mode,
and the pedestrian signal rests in a steady DON’T WALK (raised hand symbol). The PHB is
originally referred to as the HAWK (High-intensity Activated CrossWalK)

Fig 9.5: Hybrid Pedestrian Beacon Signals

In addition to the signal head displays, stop lines and marked crosswalks are required at PHB
crossings.
General Solutions to improve traffic performance:
1. Distracted driving causes most of the traffic problems. Distraction due to texting while
driving or using mobiles leads to change in attention of drivers. Hence, awareness
regarding such problems need to be addressed.
2. To avoid the aggressive driving, proper recommendations for strengthening surveillance
could serve as an initial step to reduce traffic conflicts which could lead to traffic delay.
Proper road markings and traffic rules need to be implemented.

Access Management Technique:

It can be implemented to control the elements of roads such as spacing design, operation of
driveways, intersection as it decides where vehicles may enter and leave the road. In our case for
intersection, The use of access management techniques are designed to increase roadway capacity
and manage congestion such as:
✦ Consolidate and minimize left turn exits from driveways;
✦ Use a two-way center left-turn lane

✦ Encourage shared driveways for adjacent land parcel/developments;

 34

✦ Provision of adequately designed turn lanes.

Pedestrian Signalization:
It may seem contradictory to add pedestrian signalization at roundabouts since roundabouts are
preferred over signalized intersection. Also, the pedestrian signalization adds costs to the
roundabout.
However, the pedestrian signals are simple and cheaper. And moreover, the main reason to install
a pedestrian signal is to prevent accidents when there is high vehicular volume or high pedestrian
volume.

Fig 9.6: Pedestrian Signalization

 35

Conclusion
We can conclude that main problem (Traffic Congestion) is caused due to the high flow of
vehicles and uncontrolled pedestrian movement. It is busiest intersections because it has high
requirement, but only fewer resources are available. The lanes are not up to standard and doesn’t
fit the requirement.
During this Project, we have calculated Roundabout capacity of 4294 PCU/hr and LOS as B in
the evening and Roundabout capacity of 4891 PCU/hr and LOS as D in the Morning. In a
nutshell, We Considered LOS as D. We have 3 major conflict and 6 minor conflict at overall
intersection.
We have proposed 3 measures including hybrid pedestrian beacon (HPB) that can be beneficial
and effective for better traffic performance in overall intersection.

References
1. IMPROVING ROUNDABOUT PERFORMANCE USING ADAPTIVE METERING
TECHNIQUE by Kashif Mahmood
2. Improving performance of roundabout intersections by optimizing traffic-flow speed by
Marinela Inţa
3. Indo HCM manual 2017
4. https://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwasa14014/index.cfm#f3
5. https://www.ite.org/pub/?id=e26c5400%2D2354%2Dd714%2D51b2%2D432d8f3da94d