A

Course Project Report on

TRAFFIC SIMULATION AT CONTROLLED

ROTARY DESIGN
By

AKASH YADAV

Roll No. 22CEM3S01

Under Guidance of

Dr. K. B. RAGHURAM

Assistant Professor

TRANSPORTATION DIVISION

DEPARTMENT OF CIVIL ENGINEERING

NATIONAL INSTITUTE OF TECHNOLOGY, WARANGAL

MARCH 2023

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 TABLE OF CONTENT

CHAPTER 1 INTRODUCTION 1
1.1 General 1
1.2 Objectives of study 2
CHAPTER 2 LITERATURE REVIEW 3
CHAPTER 3 METHODOLOGY 5
3.1 General 5
3.2 Site Description 6
3.3 Data collection and Mining 7
CHAPTER 4 CALIBRATION AND SIMULATION
PROCESS 9
4.1 Calibration of field data 9
4.2 Car following model 9
4.3 Calibration parameter 9
4.4 VISSIM simulation process 11
CHAPTER 5 RESULTS ACCORDING TO THE
EVALUATION PARAMETERS AND CALIBRATION
RESULTS 14
CHAPTER 6 PRACTICAL IMPLICATION 19
CHAPTER 7 CONCLUSION 20
REFERENCES 21

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 CHAPTER 1

INTRODUCTION

1.1 General

Infrastructure associated with transportation is crucial to the nation's financial strength. Due to
the rapid expansion in income and automobile owning among urban residents, traffic on urban
highways is escalating. The issues brought on by this increased traffic have gotten more and
more complicated. Depending on the gradient and division of movement, intersections are
divided into three categories: at-grade, grade separated, and interchanges. Grade separated
crossings can be as straightforward as a series of bridges or tunnels separating through traffic
lanes or as complicated as interchanges with separate lanes for turning vehicles. At-grade
crossings are when two or more roads meet or cross at the same level, some of the examples
are: 3-way intersection (T, Y) ,4-way intersection (Rotary, Skewed, Regular) ,5-way
intersection (Roundabout, Uncommon) ,6-way intersection (where more than 5-6 streets join).

Roundabouts are junctions made up of one-way circling roadways that give oncoming traffic
superiority at the junction of two or more roads. Traffic signs govern the oncoming traffic,
which is only allowed to turn left onto the flowing headway. Upon approaching the yield line,
the driver must merely decide whether there is enough room for them to enter the gap in the
moving traffic. The vehicles then effortlessly turn left and proceed in the direction of their
destination to leave the circulating route. The need for the roundabout comes from the need for
vehicles to slow down in order to navigate the curve around the central island. Newer
roundabouts were found to be significantly safe than some other junctions in most situations.

The variety of automobiles and their variations are rapidly expanding on Indian roadways,
which presents a challenging issue for those in the transportation industry. As a result, this kind
of traffic flow involves a variety of intricate operations, including vehicle arriving, traverse
speed, gap acceptance, crossing logic, mixed traffic flow, overtaking, lane change behaviour,
acceleration as well as deceleration, etc. There are several types of microsimulation software
available today that are utilized as tools for assessing traffic management and control. VISSIM,
a microscopic, time-step, and behaviour-based simulation model created to simulate urban
traffic and public transportation operations, was launched in 1992. German for "Traffic in
Towns: Simulation" is VISSIM.

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VISSIM and Viswalk are the two pieces of software that make up VISSIM B. While Viswalk
focuses on traffic studies relating to pedestrians, VISSIM deals with the assessment of traffic
in general. Both pedestrians and traffic can be investigated simultaneously in this software's
single model. For the evaluation and design of urban transportation infrastructure, the VISSIM
is utilised.

In addition to performing 3D simulations, this simulation software can additionally produce

intricate 3D animations. Users can design geometries with any degree of complexity using
connections and connectors. It offers the ability to configure attributes for both the vehicle's
and the driver's behaviour. A programme for microscopic simulation that models multimodal
transport activities is called PTV VISSIM. VISSIM creates the ideal circumstances for
evaluating various traffic scenarios before they are actually realised. It is realistic and accurate
in every way.

The key benefits of simulation are that it may evaluate a variety of alternative techniques and
improvement plans, and it is less expensive than many types of fields traffic experiments and
less time-consuming than analytical modelling. By adjusting a variety of complex factors to
examine their effects on the model, the civil engineer can simulate the system's operation and
develop a better understanding of performance parameters. This user-friendly tool allows
anyone to comprehend traffic via modelling process.

1.2 Objective of study

The objective of this study is to create a VISSIM calibration model based on field data for
signalised rotary intersection. The performance of the junction will be assessed using the
simulation model under various conditions and scenarios. To find areas for improvement and
make suggestions for potential changes to the intersection design, we will analyse the data
produced by the simulation model. For instance, if the simulation reveals that there are
significant delays at a specific entry or departure point of the circular design, steps might be
taken to enhance traffic flow, such as adding lanes or modifying traffic signals.

The primary objectives of the simulation at a signalised rotary design are to assess the
intersection's efficiency, safety, and efficacy in terms of flow of traffic. Engineers can spot
possible problems and implement the necessary modifications to enhance the performance of
the junction by evaluating the simulation data.

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 CHAPTER 2

LITERATURE RIVIEW

Robert Ziolkowski "Roundabouts as an effective technique of traffic management," Driving

speed is considered to be among the most important elements in road safety, and while it affects
how severe an accident is, it is also associated with the risk of getting involved in one. More
than 33% of all fatal accidents on streets are the result of unseemly speed. In Poland,
metropolitan areas are consistently where more car accidents occur, with intersections and their
surrounding areas recording the majority of these incidents. Therefore, it is essential to properly
regulate speed and approve speed limits on current roadway layouts. It is thought to be a
reasonable solution to replace existing 3-4 arm crossroads with roundabouts and construct new
ones. The kind, shape, and shape of the junction have an impact on whether or not security
improvements and traffic quieting features are viable. The purpose of this research is to analyse
the effectiveness of certain traffic calming strategies in comparison to the feasibility of
roundabouts. The study area was located in the Polish city of Bialystok and included a number
of commonly used physical measurements as well as small scale roundabouts. In order to
construct the analysis, estimates of rapid speed utilizing GPS data lumberjack and assessment
of the magnitude of impact of specific TCMs on motorists' movements were undertaken.

Stuwe (1991) created an equation to determine a roundabout's capacity. These equations were
created using regression methods and an empirical process. As a result, video technology was
used to track and capture the traffic movement at various roundabouts. The assumption was
made that traffic flow entering was saturated which led to the analysis and counting of the flow
of traffic entering and circulating in one minute interval. A provisional formula has been
created for the estimation of roundabout capacity based on these data samples.

Rosolino Vaiana and Vincenzo Gallelli (2008): This study presents the findings of a broad
survey on roundabouts with various scenarios that was conducted using the simulation
programme VISSIM. Since it's challenging to establish the physical and user behavioural
factors, the simulation for roundabout traffic scenario frequently results in many complexities.
VISSIM is a customizable framework that enables the user to create a more accurate
roundabout modelling. In order to analyse driving behaviour, VISSIM employs a car following
model and a rule-based methodology for the movements produced by Wiedemann 74. The
precise target speed of each and every kind of vehicle approaching the network should be
specified, according to VISSIM.

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Wenwen Liu, Yong Qin, Honghui Dong and Yanfang Yang (2014): The goal of this study
is to identify the sensitivity factors for particular roundabouts by using evaluation indices
such as trip time and queue length. Using the microscopic simulation programme VISSIM,
sensitivity analysis was performed for the calibrated variables. Other factor default values are
left unchanged whereas the model's variables are being analysed. Equidistant values are
applied to the values, adjusted, and then analysed. Three sensitivity analysis techniques are
used in this study, including the bad analysis line chart approach and the sensitivity factors
techniques. A line graph shows the relationship between the dependent and independent
variables. By examining the correlation between the evaluation and the variables, sensitive
parameters can be determined. Ranging analysis shows the distinction between the greatest
and lowest values at each level. After the assessment, simulated parameter found were
different. Also, it was discovered that the sensitivity parameters for roundabouts and
intersections were different, necessitating a second investigation. The additional safety
distances and minimum headway were discovered to be more dependent on queue length and
travel time, therefore those parameters were changed.

C.N. Gawali et al(2019): This study compared and analysed signalised intersections and
rotary intersections while taking into account a number of factors, including travel time,
delay time, and reduced distance travelled. On research they found locations in the city where
five roads converge and chose Shankar Nagar Square. By using a video graphic survey
method, they gathered traffic information during the busiest times of the day. Then
numbered, sorted, and divided the vehicles into various classes. While obliged to slow down
as they approach the Rotary, the vehicles do not halt as they would at a signalised
intersection. This might cut down on the excess time that cars spend at intersections. The
Rotary's only expense is its original construction since ongoing maintenance is hardly ever
necessary. Then they employed PTV VISSIM, a simulation programme, for designing. They
used this software to build the rotary and signalised intersection at the Shankar Nagar
intersection. Design the signalised junction and rotary by sketching the links, connectors,
indicating the reduced speed region, inserting the nodes, and setting the suitable cycle length
in this way by adhering to the correct design procedures. The signal is used to determine the
travel and delay times. The Rotary intersection's characteristics are derived using the same
vehicle data that was entered into the Rotary. After comparing, we can say that the Rotary is
significantly better than the signalised intersection.

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 CHAPTER III
METHODOLOGY
3.1 General
The methodology for traffic simulation at controlled rotary design using VISSIM
involves several key steps. First, the traffic flow patterns and characteristics of the
surrounding road network must be analysed and incorporated into the model. Next, the
rotary design and traffic control measures, such as traffic signals or roundabout rules,
are implemented in the simulation. The model is then calibrated and validated using
real-world traffic data, and sensitivity analyses are conducted to assess the impact of
different design and control options on traffic performance. Finally, the results of the
simulation are interpreted and used to inform decision-making around the design and
operation of the rotary. Throughout the process, it is important to maintain a high level
of attention to detail and ensure that the simulation accurately captures the complex
interactions between vehicles, pedestrians, and other elements of the transportation
system.

SELECTION OF LOCATION

Collection of field data and analysis with the help of

videographic survey

Analysis of field data

Design of signalized intersection by using software

“PTV VISSIM 2023”

Implementation of traffic data

Calculation of result

Design of rotary intersection by using software “PTV

VISSIM 2023”

Implementation of traffic data

Calculation of result

Comparison of signalized intersection result and rotary

intersection results

Fig 1: Flow chart of methodology

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 3.2 Site description
Leg 1: MG ROAD, LEG 2: DESAIPET ROAD, LEG 3: NARSAMPET ROAD and LEG 4
:JAYPRAKASH NAYARAN ROAD
Leg 1 and 3 contains majority of traffic volume each leg has two way two lanes. Diameter of
rotatory is 10 m.

PHASE 1 PHASE 2

PHASE 3 PHASE 4

Fig 2: Signal Phase diagram and moments of vehicle

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 3.3 Data collection and mining
For replicate the field condition in VISSIM data collection is necessary. Collection of data was
conducted at four signalized intersection at POCHAM MAIDAN CHOWRASTHA in Warangal city
that was approx. 10 km far away from NITW. Data collection is done in afternoon for the duration of
10 minutes.

Fig 3: Location of site

Data of study area is collected by video recording survey from high rise building near the rotatory from
2 angels. The videos are replayed and necessary data like total traffic volume, vehicle composition
(cycle,2W, 3W, car, LCV, BUS). Average speed of vehicles and moments of vehicles are extracted.
For making the input data for PTV VISSIM 2023 data is multiplied by 6 for making 1 hr volume.

Table 1: Data mining of leg 1

LEG 1
2W 3W Car LCV BUS CYCLE RATIO OF
MOVEMENTS

TROUGH TRAFFIC 100 24 14 3 4 1 59.35%

RIGHT TURN
TRAFFIC 20 20 5 1 0 0 18.70%
LEFT TURN
TRAFFIC 26 8 6 1 0 0 16.67%
U TURN TRAFIC 8 2 2 1 0 0 5.28%
PERCENTAGE OF 62.60% 21.95% 10.98% 2.44% 1.63% 0.41%
MODE SPLIT

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 Table 2: Data mining of leg 2

LEG 2
2W 3W Car LCV BUS CYCLE RATIO OF
MOVEMENTS

TROUGH TRAFFIC 44 8 4 2 0 1 36.42%

RIGHT TURN
TRAFFIC 29 11 2 1 0 0 26.54%
LEFT TURN
TRAFFIC 32 13 6 0 0 0 31.48%
U TURN TRAFIC 2 5 2 0 0 0 5.56%
PERCENTAGE OF 66.05% 22.84% 8.64% 1.85% 0.00% 0.62%
MODE SPLIT

Table 3: Data mining of leg 3

LEG 3
2W 3W Car LCV BUS CYCLE RATIO OF
MOVEMENTS

TROUGH TRAFFIC 110 43 23 8 9 3 82.01%

RIGHT TURN
TRAFFIC 12 4 5 0 0 0 8.79%
LEFT TURN
TRAFFIC 9 6 2 1 0 1 7.95%
U TURN TRAFIC 1 1 0 0 1 1.26%
PERCENTAGE OF 55.23% 22.18% 12.97% 3.77% 3.77% 2.09%
MODE SPLIT

Table 4: Data mining of leg 4

LEG 4
2W 3W Car LCV BUS CYCLE RATIO OF
MOVEMENTS

TROUGH TRAFFIC 32 9 2 1 0 1 28.48%

RIGHT TURN
TRAFFIC 9 6 6 1 0 0 13.92%
LEFT TURN
TRAFFIC 47 35 1 2 0 0 53.80%
U TURN TRAFIC 5 1 0 0 0 0 3.80%
PERCENTAGE OF 58.86% 32.28% 5.70% 2.53% 0.00% 0.63%
MODE SPLIT

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 CHAPTER IV
CALIBRATION AND SIMULATION PROCESS

4.1 Calibration of field data

The process of calibration involves adjusting the various parameters of a simulation model
until it accurately reflects real-world conditions. In the case of VISSIM, parameters that impact
the behaviour of the network being modelled are adjusted during the calibration process to
ensure that the simulation closely matches field conditions. These calibration parameters can
be classified based on their characteristics, with
➢ Driving behaviour parameters
➢ Desired speed distributions
➢ Acceleration/deceleration distributions
However, manually calibrating VISSIM by adjusting all the sensitive parameters and
simulating the model to obtain the errors between actual and simulated measurements.
4.2 Car following model
Wiedemann 74 and Wiedemann 99 are two popular methods used for car-following behaviour
modelling in traffic flow theory. Both methods aim to describe the behaviour of drivers when
following a lead vehicle in a controlled rotary design. Wiedemann 74 is an older method. It
assumes that drivers adjust their speed based on the distance to the lead vehicle and their
relative speed. Wiedemann 99 is a newer method. It improves upon the Wiedemann 74 method
by incorporating more detailed driver behaviour, including the driver's perception of the lead
vehicle's speed and the driver's willingness to take risks. This method uses two parameters, the
time headway and the sensitivity factor, to describe the driver's behaviour. The sensitivity
factor is a measure of how strongly the driver responds to changes in the distance to the lead
vehicle and its speed. In general, in this study we used the Wiedemann 99 method because it is
considered to be more accurate and realistic than the Wiedemann 74 method because it takes
into account additional factors that influence driver behaviour. As per VISSIM Calibration
Settings the Wiedemann 74 model is used for arterials road and Wiedemann 99 is used for
freeways or highways as our location is situated in urban area so we used Wiedemann 74 car
following model.
4.3 Calibration parameter
The calibrated parameters in VISSIM can have a significant impact on traffic behaviour and
can affect the performance of different types of vehicles on the road.
Table 5: calibration parameters and their range
Wiedemann 74 calibration Default Recommended
parameters Settings Parameter
Range
Average standstill distance (ft) 6.56 3.28 to 9.84

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 Additive part of safety
distance 2 1 to 3.75
Multiply. Part of safety
distance 3 2 to 4.75
The three calibrated parameters Wiedemann 74 car following are
• Average standstill distance: This parameter determines the distance between two
vehicles when they are stationary. more value indicates more standstill distance and
low capacity

• Additive part of safety distance: This parameter adds a fixed value to the safety distance
calculated by the model. It is measured in meters.

• Multiplicative part of safety distance: This parameter multiplies the safety distance
calculated by the model by a fixed value.
Now let's look at the effect of changing these parameters on different types of vehicles
composition:
➢ Two-wheelers: Two-wheelers have a smaller size and are more agile than other types
of vehicles. Therefore, they require less distance to stop. Hence, the average standstill
distance for two-wheelers should be smaller compared to other vehicles. The additive
part of safety distance should also be smaller, as they have a smaller size and can
manoeuvre better in tight spaces. The multiplicative part of safety distance can be kept
the same as that of other vehicles.

➢ Three-wheelers: Three-wheelers are larger than two-wheelers but smaller than cars and
buses. They require a moderate distance to stop. Therefore, the average standstill
distance for three-wheelers should be between that of two-wheelers and cars/buses. The
additive part of safety distance should also be moderate. The multiplicative part of
safety distance can be kept the same as that of other vehicles.

➢ Cars: Cars are larger than two-wheelers and three-wheelers and require a larger distance
to stop. Therefore, the average standstill distance for cars should be larger than that of
two-wheelers and three-wheelers. The additive part of safety distance should also be
larger than that of two-wheelers and three-wheelers. The multiplicative part of safety
distance can be kept the same as that of other vehicles.

➢ Buses: Buses are larger than cars and require even more distance to stop. Therefore, the
average standstill distance for buses should be larger than that of cars. The additive part
of safety distance should also be larger than that of cars. The multiplicative part of
safety distance can be kept the same as that of other vehicles.

10
 ➢ LCVs: LCVs (Light Commercial Vehicles) are larger than cars but smaller than buses.
Therefore, the average standstill distance for LCVs should be between that of cars and
buses. The additive part of safety distance should also be moderate. The multiplicative
part of safety distance can be kept the same as that of other vehicles.

In summary, the selection of values for calibrated parameters in VISSIM depends on the size
and manoeuvrability of the vehicle. The average standstill distance, additive part of safety
distance, and multiplicative part of safety distance should be selected accordingly. However, it
is important to note that these values may need to be adjusted based on the traffic conditions
and the driving behaviour of the vehicles.

4.4 VISSIM simulation process

• After gathering video data, data analysis is done in order to simulate field data
on VISSIM. background image is uploaded of the site and scale is set, then links
& rotatory are drawn and connected with connectors as per field dimension

Fig 4: Illustration of link, connector and rotatory

• After that we added cycle, bike, truck, auto from 2D/3D models as per field observation
• After that in traffic vehicle composition is fitted and speed of different modes and their
relative flow
• In vehicle inputs volume of each leg is added for 1 hr duration

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 Fig 5: Illustration of vehicle inputs volume

• After that vehicle routing is done, routing is created for all four monuments (right turn,
left turn, though, u turn) and respective relative flow is given according to field data.
• In signal control we have given signal programme, after this signal heads are provided
to each legs and signal groups are assigns.

Fig 6: Phase diagram & cycle length

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• Run simulation.

Fig 7: Simulation

• Data collection points are provided on the stretch for calculation of vehicle volume
• Data collection results are obtained
• After getting the simulated result, compared with field data and check for errors
• Calibration is done to reduce the error so that simulated conditions is similar to field
conditions

13
 CHAPTER V
RESULTS ACCORDING TO THE EVALUATION PARAMETERS
AND CALIBRATION RESULTS

300
246 239
Traffic volume (veh/min.)

250 235 234

200
162 156 158
146
150

100

50

0
LEG 1 LEG 2 LEG 3 LEG 4

Simulated Field data

Fig 8: Bar chart of simulated and field data collection for all legs of signalised
rotatory intersection.

Table 6: Result of data collection during calibration trials

TRAIL TIMEINT DATAC ACCELE DIST( LENGT VEHS PERS QUEUE SPEED SPEED OCCU
OLLECTI RATIO ALL) H(ALL) (ALL) (ALL) DELAY( AVGA AVGHA PRAT
ONMEA N(ALL) ALL) RITH(A RM(ALL E(ALL
0-600 SUREM
1: LEG1 -0.07 43.43 2.63 241 241 0.03 LL)27.35 ) 25.66 ) 0.15 2.03%
0-600 2: LEG2 -0.01 29.83 2.28 155 155 0.00 30.11 29.56 0.07 4.32%
1
0-600 3: LEG3 0.02 39.49 2.75 246 246 0.43 26.37 23.85 0.16 2.92%
0-600 4: LEG4 -0.02 66.41 2.34 156 156 0.00 29.48 29.04 0.07 1.26%
0-600 1: LEG1 -0.06 43.44 2.63 240 240 0.04 27.33 25.36 0.15 2.43%
0-600 2: LEG2 0.00 29.80 2.28 155 155 0.00 30.08 29.50 0.07 4.32%
2
0-600 3: LEG3 -0.01 39.52 2.75 246 246 0.44 26.43 23.62 0.16 2.92%
0-600 4: LEG4 -0.02 66.41 2.34 156 156 0.00 29.45 29.00 0.07 1.26%
0-600 1: LEG1 -0.07 43.43 2.63 241 241 0.01 27.28 25.42 0.15 2.03%
0-600 2: LEG2 0.00 29.82 2.28 155 155 0.01 30.01 29.45 0.07 4.32%
3
0-600 3: LEG3 -0.04 39.39 2.74 239 239 3.19 21.68 13.50 0.26 0.00%
0-600 4: LEG4 -0.01 66.41 2.34 156 156 0.00 29.47 29.02 0.07 1.26%
0-600 1: LEG1 -0.07 43.46 2.63 240 240 0.01 27.32 25.46 0.15 2.43%
0-600 2: LEG2 -0.01 29.82 2.28 155 155 0.01 30.03 29.46 0.07 4.32%
4
0-600 3: LEG3 0.02 39.41 2.76 239 239 3.17 22.05 14.55 0.26 0.00%
0-600 4: LEG4 -0.02 66.43 2.34 156 156 0.00 29.48 29.04 0.07 1.26%

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In order to compare the volume of different modes ply on road for the 10 minutes that
VISSIM is providing results, field data and simulated data were examined. Together
with queue delay, speed, and occupancy rate, the vehicle volume etc.

Fig 7: Calibration parameter corresponding to trial 1

Fig 8: Calibration parameter corresponding to trial 2

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 Fig 9: Calibration parameter corresponding to trial 3

TRAFFIC VOLUME OF FIELD,SIMULATED,CALIBRATED DATA

300
250
200
Traffic Volume

150
100
50
0
LEG 1 LEG 2 LEG 3 LEG 4
Simulated 235 146 234 156
Field data 246 162 239 158
Calibrated data 241 155 239 156

Simulated Field data Calibrated data

Fig 10: Comparison between all data

Table 7: Calibrated traffic volume

Simulated traffic Field traffic Calibrated traffic

volume(veh/min) volume(veh/min) volume(veh/min)

LEG 1 235 246 241

LEG 2 146 162 155
LEG 3 234 239 239
LEG 4 156 158 156

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 ERROR COMPARISION OF VOLUME
12.00%
9.87%
10.00%

8.00%
% ERROR

6.00%
4.47% 4.32%
4.00%
2.03% 2.09%
2.00% 1.26%1.26%
0.00%
0.00%
LEG1 LEG2 LEG3 LEG4

SIMULATED DATA CALIBRATED DATA

Fig 11: Comparison of error in Simulated and Calibrated data

Table 8: Delay measurement

Delay Measurement Vehicle Delay(veh/min)

LEG 1 54.11
LEG 2 88.58
LEG 3 35.69
LEG 4 80.24

Table 9: Que length Measurement

Que Counter Que Length(m)

LEG 1 27.06
LEG 2 54.88
LEG 3 56.41
LEG 4 54.05

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 Table 10: Node analysis
MOVEMENTEVALU TIMEI MOVEME QLE QLENM VEHS(A PERS(A LOS(A
ATION: FINAL NT NT N AX LL) LL) LL)
SIMRUN

0-600 1-5@32.3- 85.5 260.4 100 100 LOS_E

5@342.1 3
0-600 1-5@32.3- 85.5 260.4 13 13 LOS_E
10007@0. 3
5
0-600 1-5@32.3- 85.5 260.4 14 14 LOS_E
10009@1. 3
4
0-600 1.00 85.5 260.4 127 127 LOS_E
3
0-600 2-7@34.9- 38.3 87.3 41 41 LOS_F
7@244.1 5
0-600 2-7@34.9- 0.00 0.0 63 63 LOS_D
10010@20
.0
0-600 2-7@34.9- 38.3 87.3 19 19 LOS_F
10012@1. 5
9
0-600 2.00 19.1 87.3 123 123 LOS_E
8
0-600 3-1@17.7- 72.6 204.3 164 164 LOS_E
1@282.3 3
0-600 3-1@17.7- 72.6 204.3 32 32 LOS_E
10003@0. 3
1
0-600 3.00 72.6 204.3 196 196 LOS_E
3
0-600 4-3@14.3- 66.1 167.4 22 22 LOS_F
10004@2. 0
9
0-600 4-3@14.3- 66.1 167.4 26 26 LOS_F
10005@2. 0
2
0-600 4-3@14.3- 66.1 167.4 20 20 LOS_F
10006@3. 0
1
0-600 4-3@14.3- 66.1 167.4 8 8 LOS_F
10013@3. 0
4
0-600 4.00 66.1 167.4 76 76 LOS_F
0

18
 CHAPTER 6
PRACTICAL IMPLICATION

1. Illegal u-turning movement.

2. Not following traffic signal, moving before green light shows up.
3. Less green signal timing of minor legs resulting que formation.
4. Due to restrictions in video reading brought on by large vehicles blocking the view,
100% precision in counting the vehicle could not be accomplished.
5. The VISSIM software has some limitations by which it ceases to represents the Indian
traffic environment fully.
6. Effect of pedestrian were neglected

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 CHAPTER 7
CONCLUSIONS
In this study, we have simulated the field data of Pochan maidan chowrasta in VISSIM 2023 it
is a signalised rotary. We have taken field data for 10minutes, which include traffic volume,
vehicle classification and signal timing. ON simulation we found that there was error in traffic
volume, it was not simulating the field data like leg 1: 4.47% error, leg 2: 9.87% error, leg 3:
2.09% error and leg 4: 1.26% error.
We used Wiedemann 74 car following model for calibration. After calibration error was
reduced significantly to leg 1: 2.03%, leg 2: 4.32%, leg 3: 0%, and leg 4 was same 1.26%.
Stand still distance was critical model parameter.
In node analysis we found that level of service of different legs, leg 1=LOS E, leg 2= LOS E,
leg 3= LOS E, leg 4= LOS F, this shows that leg 1,2,3 have capacity flow and leg 4 have
congested flow.
We also have analysed delay and que length, which have a highest delay of 88.58veh/min for
leg 2 and highest que length was of leg 3 56.41m.

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Stuwe, B.(1991), “Capacity and safety of roundabouts – German Results”, Journal of
the Transportation Research Board,1995, Vol 2(1),pp. 135-15.

Gallelli, V. & Vaiana, R., 2008. Roundabout Intersections: Evaluation Of Geometric

And Behavioural Features With Vissim, Kansas: Transportation research board.

Liu, W., Qin, Y., H. D. & Yang, Y., 2014-09-02. Driving behavior parameter sensitivity
analysis based on VISSIM. Trans Tech Publications, Volume 668-669, pp. 1453-1457.

Liu Leilei and Guo Ruijun(2018), “Study on Signal Control Mode of Roundabout
Based on VISSIM”, Journal of Traffic and Logistics Engineering Vol. 6, No. 2,
December 2018.

Prof. C.N.Gawali, Prof. D.R.Naxine and Prof. S.S.Kapgate(2019), “Comparative Study

of Signalized Intersection and Rotary for Effective Traffic Management”, International
Journal of Management, Technology And Engineering.

T M Mathew, P Radhakrishnan (2010), “Calibration of Micro-simulation Models for

Non lane-Based Heterogeneous Traffic at Signalized Intersections”, Journal Of Urban
Planning and Development © ASCE, pp: 59-66.

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