SOIL STABILIZATION BY USING LIME & RICE HUSK ASH

A SEMINAR REPORT
Submitted By

SAKSHAM GUPTA
Univ. Roll No: 1309/16

in partial fulfillment for the award of the degree

of

BACHELOR OF ENGINEERING

IN

CIVIL ENGINEERING

Submitted to:

Mr. Sugam Sehgal

HOD

BHARGAVA COLLEGE OF ENGINEERING & TECHNOLOGY, SAMBA (J&K)

 (i)

DECLARATION

I, PULKIT PARGAL, Reg. no. 13- BCT- 15, hereby declare that this report entitled
“ANALYSIS OF TRAFFIC AT A ROTARY INTERSECTION (DOGRA CHOWK)
JAMMU” submitted in the partial fulfillment of the requirements for the award of degree
of BACHELOR OF ENGINEERING IN CIVIL ENGINEERING at BHARGAVA
COLLEGE OF ENGINNERING AND TECHNOLOGY , SAMBA is an authentic work
carried out by me. This matter embodied in this report has not been submitted in part or
full to any other university or institute for the award of any degree.

PULKIT PARGAL

Reg. No.: 13-BCT-15

 (ii)

CERTIFICATE

This is to certify that above statement made by the student concerned is correct and true to
the best of my knowledge & belief.

Approved by :

MR. SUGAM SEGHAL MR. SAHIL MAHAJAN

HEAD OF DEPARTMENT ASSISTANT PROFESSOR
DEPARTMENT OF CIVIL ENGG. DEPARTMENT OF CIVIL
ENGG.
 (iii)

ACKNOWLEDGEMENT

I take this opportunity to present my votes of thanks to all those guideposts who really
acted as lightening pillars to enlighten our way throughout this project that has led to
successful and satisfactory completion of this study.

My sincere thanks to Asstt. Prof. Mr. Sahil Mahajan , whose motivation and guidance
has been my inspiration in the completion of this research work. This research work
would not have been possible without his help and the valuable time that he has given me
amidst his busy schedule.

My utmost gratitude to Mr. Sugam Seghal, Head Of Department Of Civil Engineering,

Bhargava College Of Engineering & Technology, Samba (J&K) for providing necessary
advice and co-operation throughout my study.

Pulkit Pargal

1313/15

B.E. 7th Sem

 (iv)
TABLE OF CONTENTS

Topic Page No.

CERTIFICATE i
DECLARATION ii
ACKNOWLEDGEMENT iii
TABLE OF CONTENTS iv
LIST OF FIGURES vi
LIST OF ABBREVATIONS vii

CHAPTER 1 - INTRODUCTION 1-4

1.1 GENERAL 1
1.2 PROBLEM STATEMENT 3
1.3 OBJECTIVES AND SCOPE 4
1.4 JUSTIFICATION AND RELEVANCE 4

CHAPTER 2 – LITERATURE VIEW 5-10

2.1 CAPACITY AND DELAY AT ROTARY 5
JUNCTIONS
2.2 ADVANTAGES/DISADVANTAGES OF 6
ROTARY JUNCTION
2.3 GUIDELINES FOR ROTARY SELECTION 7
2.4 TRAFFIC OPERATION IN ROTARY 7
 2.5 BASIC DESIGN CRITERIA 8

CHAPTER 3 – STUDY METHODOLOGY 11-13

3.1 GENERAL 11
3.2 TRAFFIC VOLUME STUDY 11
3.3 EFFECTS OF EXIT VEHICLES ON 12
CAPACITY
3.4 ROTARY ASSESSMENT METHODS 13

CHAPTER 4 – DATA COLLECTION 14-36

4.1 GENERAL 14
4.2 ROTARY MODELLING 14
4.3 TRAFFIC VOLUME STUDY 16

CHAPTER 5- RESULTS & CONCLUSIONS 37-38

5.1 GENERAL 37
5.2 RESULTS OF THE STUDY 37
5.3 CONCLUSIONS 38

CHAPTER 6 - RECOMMENDATIONS 39-40

6.1 RECOMMENDATIONS 39
6.2 REFERENCES 40
 (vi)

LIST OF TABLES

Table No. Table Name Page

No.
1 TRAFFIC COUNT TALLY SHEET 17
2 HCM 2010 METHOD FOR LEVEL OF SERVICE 18
DEFINITION BASED ON
DELAY AND V/C FOR VEHICLE WITH
ALTERNATIVE METHODS FOR

ROUNDABOUT
4.1 TRAFFIC SURVEY DATA OF ROUTE D – A 19
4.2 TRAFFIC SURVEY DATA OF ROUTE D – E 21
4.3 TRAFFIC SURVEY DATA OF ROUTE D – G 23
4.4 TRAFFIC SURVEY DATA OF ROUTE D – C 25
4.5 TRAFFIC SURVEY DATA OF ROUTE B – C 27
4.6 TRAFFIC SURVEY DATA OF ROUTE B – E 29
4.7 TRAFFIC SURVEY DATA OF ROUTE H – A 31
4.8 TRAFFIC SURVEY DATA OF ROUTE H – E 33
4.9 TRAFFIC SURVEY DATA OF ROUTE H – G 35
 (vii)

SYMBOLS/NOTATIONS/ABBREVIATIONS

Symbol/Abbv. Description
PCU Passenger Car Unit
LOS Level of Service
HCM Highway Capacity Manual
OD Origin-Destination
FHWA Federal Highway Administration
TRB Transportation Research Board
IRC Indian Road Congress
TPR Transportation Planning Rule
V/C Volume to Capacity
PDF Probability Distribution Function
PCE Passenger Car Equivalents
UK United Kingdom
NMV Non-Motorized Vehicle
ITS Intelligent Transportation System
NTPC National Transport Planning Commission
PWD Public Works Department
MORTH Ministry of Road Transport and Highway
ESAL Equivalent Single Axel Load
KPH Kilometre per Hour
LCV Light Commercial Vehicle
HCV Heavy Commercial Vehicle

(1)

CHAPTER-1

INTRODUCTION
1.1. General

A roundabout is an alternative form of intersection for traffic control. Roundabouts are

circular in shape generally and they are characterized by yield on entry and circulation
around a central island. Roundabouts are appropriate for many intersections including
locations experiencing high number of crashes, long traffic delays, and approaches with
relatively balanced traffic flows. Roundabouts have the potential to resolve various traffic
flow problems. Traffic volume on one approach is significantly higher that it prevents
vehicles at any other approach from entering the roundabout especially at a downstream
approach or the next following approach. Evaluation of junction capacity of roundabout is
very important since it is directly related to delay, level of service, accident, operation
cost, and environmental issues. There are three legs, four legs, five legs and six legs
roundabouts in Jammu and most of them have served more than 13 years. Since, little
attention has been the design and capacity evaluation of the roundabouts, no one knows
their capacities or level of services.

Current research work on roundabout models mostly concentrates on determining the

capacity of an approach based on the entering and circulating flows. Approach capacity is
calculated as a mathematical function of critical headway and follow-up headway. This
method is not sensitive to roundabout geometric parameters such as inscribed circle
diameter, entry angle, etc. In addition, the level of traffic stream performance itself can
influence driver behavior and increasing the complexity of modeling roundabout
operations.

Critical headway and follow-up headway are two important parameters to perform
(2)
operational analyses of roundabout. Critical headway at roundabouts represents the
minimum time interval in circulating flow when an entering vehicle can safely enter the
roundabout. A driver would enter the roundabout when faced with any headway equal to
or greater than the critical headway.

Follow-up headway is the minimum headway between two entering 2 vehicles, which can
be calculated by the average difference between passage times of two entering vehicles
accepting the same mainstream headway under a queued condition. In other words the
follow-up headway is equal to the inter-vehicle headway on an approach at capacity.
Increasing the follow-up time and critical gap decreases capacity.

Several roundabout capacity models exist and can be classified into two broad categories -
theoretical and empirical. The Highway Capacity Manual (HCM 2010) roundabout tanner
capacity model is an analytical (exponential regression) model with clear basis in
acceptance theory. The NCHRP Report 572 model is based on empirical exponential
regression) capacity model with no explicitly.

Therefore, road authorities and other concerned bodies need to conduct a comprehensive
capacity and delay study of every roundabout. So, they can think with solutions for the
traffic congestions, traffic delays and queue length, degree of saturation and level of
services.

Vehicle Safety:

Roundabouts have fewer conflict points than traditional intersections and also require
lower operating speeds for both the driver entering the roundabout and the driver driving
in the roundabout.

A conflict point is defined as a location where the paths of two motor vehicles or a vehicle
and pedestrian queue, diverge, merge, or cross each other.

(3)

At four-way stop, roundabouts have about a 75% decrease in the vehicle conflict points
compared with a traditional intersection. Three types of conflicts are defined in the report
are as merge and 3 diverge conflicts, and crossing conflicts. Crossing conflicts are
frequently the most serious in terms of vehicular injuries and fatalities. At a traditional
intersection, generally accidents are frequently happening when a driver neglects to
stoplight or stop sign.

By eliminating crossing conflicts, roundabouts were designed dramatically lower the

incidents of injuries and fatalities associated with conflict points

1.2. Problem Statement

Now days it is common to see traffic congestion at intersections of roundabouts in Dogra

Chowk, Jammu at peak hours in the morning and evening. Hence the traffic police need to
intervene in the situation to regulate the traffic flow. Otherwise, it would be practically
difficult to have normal traffic flows, particularly at roundabout junctions, which is more
dependent on driver behavior and balanced traffic flow between the approaches. This
problem will continue and it may more difficult in the future due to the rapid growth of
population and vehicle numbers in Jammu. Poor road planning and sub-standard
geometric conditions of roundabouts have a significant effect on roundabout capacity and
traffic congestion.

Therefore, it is necessary to evaluate the capacity of roundabouts for proper traffic

operation.

Some of the problems related to capacity of roundabouts are:

1. Necessarily geometric features of roundabouts such as flare and apron do not exist.
2. In few roundabouts, there are visibility problem caused by plants or elevated masonry.
This causes the entering driver to delay on entering the circulating traffic and
affecting the capacities of the roundabouts.

(4)

3. Central islands of roundabouts are accessed by pedestrians.

4. Absence of road marking signs and lights.

1.3. Objectives and Scope

The specific objectives of this research are:

1. To compile available information regarding capacity analysis of roundabouts through

literature review.
2. To select the appropriate methodology to evaluating the capacity of roundabouts in
Indian context.
3. To define the capacity of roundabout junctions.
4. To decrease the traffic delays and accidents.
5. To analyze the necessary design improvements of rotary junction.
6. To propose the further development or extension if needed for the rotary present.

1.4. Justification and Relevance

Now a day, as vehicle numbers are increasing day by day, there is an increase in traffic
also. So, in big cities on highways, there is often, there is a construction of rotary or
roundabouts. The basic need of the construction of rotary junction is to divert the traffic to
its various destinations on different roots and the major objective is to reduce the traffic
congestion. But, as now in this present era, the number of vehicles are increasing more
than the estimated numbers. So, the congestion or traffic travel time delay occurs. So,
there is a need of the improvement of rotary junction. So, my research is relevance for the
improvement of rotary junction as concern with the present traffic situation of Dogra
Chowk, Jammu.

(5)

CHAPTER-2

LITERATURE VIEW
2.1 Capacity and Delay at Rotary Junctions

Roundabout capacity and delay analysis can be performed at several levels of detail.
Akcelik (1998) mentions three methods for measurement capacity. These include analysis
by total approach flow used in ARCADY, the British empirical regression based on
simulation .Akcelik uses the lane-by-lane method for the purpose of allowing improved
geometric modeling of the intersection. He points out that recognition of unequal lane
utilization is important because it affects the capacity and performance of the roundabout.
Fisk states the lane utilization for entering lanes should be determined using travel time
minimization or by equalizing queue lengths. It is also mentioned that the left lane will be
served at a faster rate than the right lane and because of this travel time minimization
would be a better predictor.

Akcelik’s use of dominant and subdominant lanes .so this is problem from a different
angle. Fisk and Akcelik both recommend using a different critical gap and follow uptime
for each lane.

In Akcelik’s model lane utilization ratio is determined by the degrees of saturation of the
lanes. Lane group capacity is then calculated and flow rate for each lane is determined.
Morlok (1978) states that behavioral studies of motorists indicate that motorists will
choose their route based on the minimum travel time.

(6)

This is compliments Fisk’s statement of minimizing travel time. Minimizing travel time
appears to be the most appropriate method to determine lane utilization for this
formulation. Fisk describes the problem to be a mini-traffic assignment problem.

2.2. Advantages and disadvantages of Rotary Junctions

The key advantages of a rotary intersection are listed below:

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 slower speed. Thus, none of the vehicles need to be stopped, unlike in a
signalized intersection.
3. Because of lower speed of negotiation and elimination of severe conflicts, accidents and
their severity are much less in rotaries.
4. Rotaries are self-governing and do not need practically any control by police or traffic
signals.
5. They are ideally suited for moderate traffic, especially with irregular geometry, or
intersections with more than three or four approaches.

Although rotaries over some distinct advantages, there are few specific limitations for
rotaries which are listed below:
Therefore, they are not suitable when there is high pedestrian movements.
 (7)

2.3. Guidelines for the selection of Rotaries

Because of the above limitation, rotaries are not suitable for every location. There are few
guidelines that help in deciding the suitability of a rotary. They 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 is no separate
lanes available for right-turn traffic. Rotaries are ideally suited if the intersection geometry
is complex.

2.4. Traffic operations in a rotary

As noted earlier, the traffic operations at a rotary are three; diverging, merging and
weaving. All the other conflicts are converted into these three less severe conflicts.

a. Diverging: It is a traffic operation when the vehicles moving in one direction

is separated into different streams according to their destinations.
b. Merging: Merging is the opposite of diverging. Merging is referred to as the
process of joining the traffic coming from different approaches and going to a
common destination into a single stream.

c. Weaving: Weaving is the combined movement of both merging and diverging

movements in the same direction.

(8)

Figure.2.2. Design of a rotary

2.5. Basics Design Criteria

2.5.1. Design elements

The design elements include design speed, radius at entry, exit and the central island,
weaving length and width, entry and exit widths. In addition the capacity of the rotary can
also be determined by using some empirical formula. A typical rotary and the important
design elements are shown in figure.

Design speed
All the vehicles are required to reduce their speed at a rotary. Therefore, the design speed
of a rotary will be much lower than the roads leading to it. Although it is possible to
design roundabout without much speed reduction, the geometry may lead to very large
size incurring huge cost of construction. The normal practice is to keep the design speed
as 30 and 40 kmph for urban and rural areas respectively.

(9)
Entry, exit and island radius

The radius at the entry depends on various factors like design speed, super-elevation, and
coefficient of friction. The exit radius should be higher than the entry radius and the radius
of the rotary island so that the vehicles will discharge from the rotary at a higher rate. A
general practice is to keep the exit radius as 1.5 to 2 times the entry radius. However, if
pedestrian movement is higher at the exit approach, then the exit radius could be set as
same as that of the entry radius.
The radius of the central island is governed by the design speed, and the radius of the
entry curve. The radius of the central island, in practice, is given a slightly higher radius
so that the movement of the traffic already in the rotary will have priority. The radius of
the central island which is about 1.3 times that of the entry curve is adequate for all
practical purposes.
 Figure.2.3. Weaving operation in a rotary

(10)
Capacity

The capacity of rotary is determined by the capacity of each weaving section. This
capacity formula is valid only if the following conditions are satisfied.

1. Weaving width at the rotary is in between 6 and 18 meters.

2. The ratio of average width of the carriage way at entry and exit to the weaving width is
in the range of 0.4 to 1.
3. The ratio of weaving width to weaving length of the roundabout is in between 0.12 and
0.4.
4. The proportion of weaving traffic to non-weaving traffic in the rotary is in the range of
0.4 and 1.
5. The weaving length available at the intersection is in between 18 and 90 m.
 (11)

CHAPTER-3

STUDY METHODOLOGY

3.1.General

Capacity is the main determinant of the performance measures such as delay, queue
length, critical headway and follow up time. The relationship between a given
performance measure and capacity is often expressed in terms of degree of saturation
(demand volume- capacity ratio). There are lots of parameters consider for the study
methodology of the research. Traffic survey i.e. traffic volume study, accident study on
rotary, Level of service, etc. will be consider for the execution of this research.

3.2.Traffic Volume Study

Traffic volume studies are conducted to determine the number, movements, and
classifications of roadway vehicles at a given location. These data can help identify
critical flow time periods, determine the influence of large vehicles or pedestrians on
vehicular traffic flow, or document traffic volume trends. The length of the sampling
period depends on the type of count being taken and the intended use of the data recorded.
For example, an intersection count may be conducted during the peak flow period. If so,
manual count with 15-minute intervals could be used to obtain the traffic volume data.

(12)
3.2.1. USING COUNT PERIOD TO DETERMINE STUDY METHOD

Two methods are available for conducting traffic volume counts:

a. Manual
b. Automatic

3.3.Effects of Exit Vehicles on Capacity

For the estimation of the critical gap, gaps are measured by taking the difference in times
when two successive circulating vehicles arrive the conflict point with the entering
vehicle. However, if the following circulating vehicle exits before the conflict point, the
gap cannot be measured that gap could have been perceived by the driver of the entering
vehicle. Thus there may be discrepancy between the measured gap and the perceived gap.

However, these studies assumed a single value of the equivalent travel time for all vehicle
types. Since the term Δe is based on the free-flow speed of the circulating vehicles, it
depends on the exiting vehicle.
 Figure.3.1. Position of Circulating Vehicles at Various Time Instances

(13)

3.4. Rotary Traffic Capacity Assessment Methods

There are two different theories or methodologies to assess the capacity of the
roundabouts.

These theories are:

(i) Analytical methods

(ii) Empirical methods

 (14)

CHAPTER - 4

DATA COLLECTION
4.1. General
Data collection is the major effort for the execution of research. For the research of
improvement of rotary junction, there are lots of study to be carried out and can be
justified by data collection. As for example, to analyze the traffic volume, traffic survey
need to be carried out, to analyze the traffic safety parameters, traffic accident data need to
be obtained, etc. Data collection methods to be adopted as discussed in the previous
chapter Study Methodology. The over drafted data sheet will be used to fill the data.

4.2. Rotary Modeling

The Drawing of rotary junction at Dogra Chowk, Jammu have been drawn.
 (15)
In order to traffic survey, there should be proper route showing traffic movement
or diversion so that the movement of the vehicles can be analyzed.
On Dogra Chowk, Jammu, there is a very big Rotary Junction and over which there is a
flyover constructed. The rotary comprise of total four roads of two lanes each. For the
ease of route identification, there is an alphabetic notations of the different route.

Towards Jewal Chowk (Left) – A

Towards Jewal Chowk (Right) – B
Towards Bikram Chowk (Left) – C
Towards Bikram Chowk (Right) – D
Towards Raghunath Market (Left) – E
Towards Raghunath Market (Right) – F
Towards Gujjar Nagar (Left) – G
Towards Gujjar Nagar (Right) – H

So, from these different roads, following route networks have to be analyzed:

a. D – A
b. D – E
c. D – G
d. D – C
e. B – C
f. B – E
g. B – G
h. B – A
i. F – G
j. F – C
k. F – A
l. F – E

(16)
m. H – C
n. H – A
o. H – E
p. H – G

4.3. Traffic Volume Study

Traffic volume study is a major parameter for the study related to the traffic engineering.
For the construction of any transportation project, traffic volume study is an essential
component of that. Traffic volume study means the study of different class of vehicles
moving on the road in the sense of traffic load or volume or quantity.

Traffic volume study can be carried out by traffic survey method. Traffic survey method is
the best method for analyzing the traffic volume. There are different types of traffic
survey. Manual and mechanical methods are majorly used. Method adopted as per the
availability of resources. In traffic survey, there are two components:
a. Time of survey
b. Identification of vehicles

Vehicles are moving through rotary junction 24 hours but for the research purpose, only
peak hours have been considering. The two peak hour shift have been considering. 1st
shift is in morning from 9 am to 11 am and 2nd shift is from 4 pm to 6 pm.

Vehicles have been also identified with respect to its types, class. Because, there should be
counting of vehicles with respect to the time selected for survey. Passenger Car Unit have
been considering as a major factor for the analysis of traffic volume as it unites all the
types of vehicles into a single unit.
 (17)

Table.3.1. Traffic Count Tally Sheet

Time 2 3 Matador Car Jeep/Van Mini Bus LCV Truck Bicycle
Wheeler Wheeler Van Bus

09:00-
09:30
am

09:30-
10:00
am

10:00-
10:30
am

10:30-
11:00
am

11:00-
11:30
am

11:30-
12:00
pm

04:00-
04:30
pm

04:30-
05:00
pm

05:00-
05:30
pm

05:30-
06:00
pm

06:00-
06:30
pm
 (18)

Table.3.2. HCM 2010 method for Level of Service definition based on Delay
and V/C for vehicle with alternative methods for Roundabout

LOS Control Delay (s/veh) comments

A d ≤10 Usually no queue or
conflicting traffic
B 10< d ≤20 Occasionally more
than one
in the queue
C 20< d ≤35 Not uncommon to
have a
standing queue of at
least
one vehicle
D 35< d ≤50 Delay is long enough
to be
an irritation to most
drivers
E 50< d ≤70 Delay approaches
most
drivers tolerance level
F d >70 Approximate at
capacity
 (19)

Table.4.1. Traffic Survey data of Route D - A

Time 2 wheel 3Wheeler Metador Car Jeep Min Bus LC Truc Bi Total PCU
/van /van bus V k cycle

PCU 0.75 1 1 1 1 1.4 2.8 1.4 2.2 0.5

09:00
-
446 97 97 162 65 92 25 36 4 65 1024 1046
09:30
am

09:30
-
482 96 96 172 90 86 22 21 2 81 1147 1071.8
10:00
am

10:00
-
472 76 76 150 72 74 23 50 0 98 1091 1133
10:30
am

10:30
-
498 68 97 192 102 102 22 33 0 97 1211 1131.6
11:00
am

11:00
-
510 88 88 190 108 108 20 30 0 100 1242 1105.7
11:30
am

11:30
-
500 87 74 195 92 112 23 30 0 110 1223 1141.2
12:00
pm

04:00
-
04:30 537 77 75 175 90 115 24 28 0 121 1242 1282.9
pm

04:30
-
550 88 87 195 70 113 19 34 0 110 1266 1166.5
05:00
Pm

05:00
-
552 77 78 185 72 112 22 30 0 112 1240 1142.4
05:30
Pm

05:30
-
551 66 66 190 75 120 21 32 0 97 1218 1130.35
06:00
Pm

06:00
-
548 80 88 188 72 100 20 36 1 87 1220 1131.1
06:30
Pm

06:30
-
530 77 77 180 92 115 17 30 2 108 1228 1132.5
07:00
Pm
 (21)

Table.4.2.Traffic Survey data of Route D - E

Time 2 3 Matado Ca Jeep Min Bu LC Truc Bicycl Tota PCU

r r / i s V k e l
wheele wheele
r r Van Van Bus

PCU 0.75 1 1 1 1 1.4 2.8 1.4 2.2 0.5

09:00
-
300 43 50 150 27 25 10 12 3 20 640 591.4
09:30
Am

09:30
-
292 33 40 150 23 25 9 10 1 23 606 552.9
10:00
am

10:00
-
220 40 42 152 22 13 100 15 0 22 626 751.2
10:30
am

10:30
-
200 42 45 151 20 15 12 13 0 24 522 492.8
11:00
Am

11:00
-
205 41 35 145 18 11 11 12 0 20 508 465.7
11:30 5
am

11:30
- 140
210 42 35 15 15 10 10 0 15 492 460
12:00
pm

04:00
-
290 42 40 156 19 14 12 15 1 20 609 560.9
04:30
Pm

04:30
-
295 40 43 150 23 21 10 13 2 22 619 568.2
05:00 5
Pm

05:00
-
255 39 42 145 25 20 11 10 1 21 569 527.7
05:30 5
pm

05:30
-
265 44 42 140 20 18 10 10 1 24 574 526.1
06:00 5
pm

06:00
-
200 40 41 143 22 20 10 15 2 23 516 488.9
06:30
pm

06:30
-
210 39 40 144 20 17 11 13 2 22 518 488.7
07:00
pm
 23

Table.4.3.Traffic Survey data of Route D - G

Time 2 3 Matado Ca Jeep Min Bu LC Truc Bicycl Tota PCU

wheele r r / i s V k e l
wheele r
r Van Van Bus

PCU 0.75 1 1 1 1 1.4 2.8 1.4 2.2 0.5

09:00
-
310 44 35 130 36 22 10 16 0 50 653 583.7
09:30
am

09:30
-
300 50 35 128 35 21 8 17 0 42 636 569.6
10:00
am

10:00
-
280 48 38 130 34 20 6 16 0 50 622 552.2
10:30
am

10:30
-
250 46 36 130 36 19 10 17 0 48 592 537.9
11:00
am

11:00
-
245 48 30 135 37 20 8 17 0 46 586 530.9
11:30 5
am

11:30
-
242 45 28 130 37 20 10 16 0 43 571 521.4
12:00
pm

04:00
-
242 48 30 130 36 21 9 15 0 42 573 522.1
04:30
pm

04:00
-
230 46 25 135 36 21 8 14 0 43 558 513
05:00
pm

05:00
-
220 40 28 125 35 20 9 20 0 42 538 472.8
05:30
pm

05:30
-
216 41 25 140 35 22 8 17 0 43 547 501.5
06:00
pm

06:00
- 9
240 50 28 172 30 22 17 0 42 610 581.8
06:30
pm

06:30
-
230 48 25 170 30 19 8 17 0 43 590 539.8
07:00
pm
 25

Table.4.4.Traffi Survey data of Route D - C

Time 2 3 Matado Ca Jeep Min Bu LC Truc Bicycl Tota PCU

r r / i s V k e l
wheele wheele
r r Van Van Bus

PCU 0.75 1 1 1 1 1.4 2.8 1.4 2.2 0.5

09:00
-
180 35 26 50 25 13 5 15 0 25 374 336.7

09:30
am

09:30
-
170 34 28 40 22 17 4 15 0 30 351 330.4
10:00
am

10:00
-
158 32 28 30 21 16 6 14 0 18 323 297.3
10:30
am

10:30
-
156 34 26 30 22 16 4 11 0 20 319 293.4
11:00
am

11:00
-
168 31 29 33 22 17 7 9 0 19 335 306.5
11:30
am

11:30
-
145 33 30 34 24 15 5 10 0 25 321 286.6
12:00 5
 pm

04:00
-
144 31 38 35 25 15 5 13 0 22 316 283.4
04:30
pm

04:30
-
156 32 25 32 22 14 6 15 0 19 321 290.3
05:00
pm

05:00
-
145 28 22 34 26 17 4 11 0 22 309 280.1
05:30 5
pm

05:30
-
145 29 23 34 25 16 3 9 0 20 304 278.6
06:00
pm

06:00
-
136 31 23 40 24 15 7 11 0 18 305 279.9
06:30
pm

06:30
-
125 30 24 38 22 13 3 11 0 19 285 259.2
07:00
pm
 27

Table.4.5.Traffic Survey data of Route B - C

Time 2 3 Matado Ca Jeep Min Bu LC Truc Bicycl Tota PCU

r r / i s V k e l
wheele wheele
r r Van Van Bus

PCU 0.5 1 1 1 1 1.4 2.8 1.4 2.2 0.5

09:00
-
400 70 75 125 43 70 10 20 3 55 841 701.
09:30 1
am

09:30
-
330 69 70 150 40 70 15 22 1 65 832 671.
10:00 5
am

10:00
-
430 74 75 150 35 65 15 20 0 75 939 747.
10:30 5
am

10:30
-
450 70 60 155 45 70 12 20 0 75 952 745.
11:00 5
am

11:00
-
480 75 60 150 45 68 10 18 0 80 986 763.
11:30 9
am

11:30
-
450 75 55 128 45 70 12 22 0 75 932 787.
12:00 8
pm

04:00
-
480 75 60 144 48 75 10 22 0 77 991 754.
04:30 6
pm

04:30
-
475 90 60 138 42 87 8 24 0 85 989 787.
05:00 8
pm

05:00
-
500 72 65 157 40 91 10 23 0 88 1046 884.
05:30 6
pm

05:30
-
515 66 65 133 40 99 12 17 1 80 1028 875.
06:00 5
pm

06:00
-
510 60 68 120 52 95 10 19 0 78 1012 863.
06:30 4
pm

06:30
-
500 60 62 120 48 90 9 18 2 80 989 780.
07:00 8
pm
 29

Table.4.6.Traffic Survey data for Route B – E

Time 2 3 Matado Ca Jeep Min Bu LC Truc Bicycl Tota PCU

wheele r r / i s V k e l
wheele r
r Van Van Bus

PCU 0.75 1 1 1 1 1.4 2.8 1.4 2.2 0.5

09:00
-
230 40 40 100 20 22 10 10 1 35 508 480
09:30
am

09:30
-
250 35 33 98 18 18 12 7 1 34 506 471.5
10:00
am

10:00
-
200 32 34 99 22 16 14 8 0 37 462 428.3
10:30
am

10:30
-
199 33 32 100 25 17 11 6 0 36 459 420.2
11:00 5
am

11:00
-
205 29 34 99 20 18 10 7 0 35 457 416.2
11:30 5
am

11:30
-
190 28 35 98 20 17 19 3 0 35 445 422.2
12:00
pm

04:00
-
195 25 32 120 22 16 18 6 0 34 468 418.7
04:30
pm

04:30
-
199 20 27 125 19 19 10 4 0 27 450 413.9
05:00 5
pm

05:00
-
200 29 25 121 15 19 11 8 0 29 458 417.2
05:30
pm

05:30
- 26
205 30 26 130 15 17 14 6 0 469 423.6
06:00
pm

06:00
-
210 33 28 135 14 16 13 7 1 25 482 450.8
06:30
pm

06:30
-
209 28 30 100 11 17 10 5 0 22 427 411.7
07:00
pm
 31

Table 4.7 Traffic survey data of Route H-A

Time 2 3 Matad Ca Jeep/Va Min Bu LC Truc Bicycl Tota PCU

or r n i s V k e l
Wheele Wheele
r r Van Bus

PCU 0.75 1 1 1 1 1.4 2.8 1.4 2.2 0.5

09:00 201 30 46 60 45 32 12 5 0 12 443 423.1

- 5
09:30
am

09:30 219 32 48 71 42 28 23 7 0 23 493 490.0

- 5
10:00
am

10:00 250 31 44 64 48 32 12 8 0 13 502 470.6

-
10:30
am

10:30 203 39 49 65 49 22 11 11 0 17 466 439.7

- 5
11:00
am

11:00 206 47 51 67 51 37 22 6 0 18 505 501.3

-
11:30
am

11:30 254 34 56 75 53 32 13 7 0 19 542 509

-
12:00
pm

04:00 230 35 42 69 48 25 24 9 0 15 497 488.8

-
04:30
pm

04:30 219 40 53 73 41 32 24 4 0 17 503 488.9

- 5
05:00
pm

05:00 208 48 41 63 51 24 15 6 0 14 470 450

-
05:30
pm

05:30 234 44 54 45 47 24 15 7 0 18 485 459.9

-
06:00
pm

06:00 254 36 47 64 53 33 24 8 0 18 537 524.1

-
06:30
pm

06:30 207 32 39 59 44 19 24 9 0 16 449 443.6

- 5
07:00
pm
 33

Table 4.8 Traffic survey data of Route H-E

Time 2 3 Matad Ca Jeep/Va Min Bu LC Truc Bicycl Tota PCU

or r n i s V k e l
Wheele Wheele
r r Van Bus

PCU 0.75 1 1 1 1 1.4 2.8 1.4 2.2 0.5

09:00 160 35 42 63 36 7 12 39 0 8 402 367.7

- 6
09:30
am

09:30 161 36 45 56 45 12 11 38 0 11 415 409.0

- 5
10:00
am

10:00 151 48 39 55 33 8 9 36 0 10 389 380.0

- 5
10:30
am

10:30 160 49 33 45 43 8 11 37 0 9 395 381.6

-
11:00
am

11:00 172 39 46 53 43 7 8 31 0 10 401 390.6

-
11:30
am

11:30 181 37 39 65 37 4 10 35 0 7 415 399.8

- 5
12:00
pm

04:00 163 43 37 48 49 15 9 31 0 11 406 394.4

- 3
04:30
pm

04:30 151 36 33 45 34 7 7 29 0 10 352 336.2

- 5
05:00
pm

05:00 160 35 45 64 44 8 11 31 0 9 407 397.9

-
05:30
pm

05:30 144 35 47 65 44 7 7 40 0 8 397 388.4

-
06:00
pm

06:00 163 45 37 56 37 9 9 36 0 7 492 388.9

- 5
06:30
pm

06:30 157 35 36 67 34 14 10 33 0 9 395 346.0

- 5
07:00
pm
PCU 0.75 1 1 1 1 1.4 2.8 1.4 2.2 0.5

09:00- 242 33 43 56 43 12 16 0 10 455 423.1

09:30
am

09:30- 223 42 39 58 34 14 36 0 9 455 414.75

10:00
am

10:00- 190 33 38 68 35 16 17 32 0 8 437 435.5

10:30
am

10:30- 213 34 41 71 42 16 13 27 0 7 464 447.85

11:00
am

11:00- 242 45 37 61 32 18 14 35 0 8 492 473.9

11:30
am

11:30- 216 42 39 52 45 15 15 29 0 7 460 442.5

12:00
pm

04:00- 238 34 36 53 33 17 18 31 0 8 468 450.1

04:30
pm

04:30- 213 35 41 58 35 18 14 38 0 8 460 450.35

05:00
pm

05:00- 221 35 39 51 34 12 14 28 0 7 441 384.25

05:30
pm

05:30- 237 46 36 57 52 11 14 21 0 9 483 443.25

06:00
pm
06:00- 216 45 35 56 34 16 15 29 0 7 453 440.5
06:30
pm

06:30- 244 35 38 51 32 18 18 27 0 11 474 457.9

07:00
pm
 37

CHAPTER 5
RESULTS & CONCLUSIONS

5.1. General

While the study of rotary junction or roundabout present at Dogra Chowk, Jammu, 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 leg of the rotary junction. The volume and capacity were considered in terms of
Passenger Car Unit (PCU) for the uniformity of the analysis. After this study, the
improvement needed have been explained in results of this study.

5.2. Results of the Study

After the study of the traffic capacity and volume features of the rotary junction at
Dogra Chowk, Jammu, following results were observed:

a). Rotary entrance leg was identified as B, F, H & D.

b). Rotary exit leg was identified as A, E, G & C.
c). In entrance leg, the leg route exceeding the traffic volume were identified as B,
F, H and D
d). In exit leg, the leg route exceeding the traffic volume were identified as A,
E and G
e). The exit leg, not exceeding the traffic volume was identified as C .
f). The weaving sections were identified with the maximum weaving among all the
weaving routes as F – A route.
g). The traffic volume study analysis gives the result need for the improvement in the
rotary capacity to approximately all the routes.
h). To cope with the improvement in rotary capacity, there should be improvement in the
design features of the rotary junction.
 38
5.3. Conclusion

In roundabout or rotary design, guidance based on principles is of greater value than a set
of rules. The engineer needs design methods based on fundamental relationships between
geometry, capacity and safety that will enable him/her to get directly from proposed
geometry to realistic estimates of operating conditions. The result of this study gives
practicing and studying empirically based roundabout design is that operating problems
stem from the following:

• A poor understanding of the way site context influences the design.

• Designers don’t always recognize the operating effects of their geometric design
choices.
• Overall composition is often overlooked in the pursuit of details.

Overall, it has been concluded that, rotary or roundabout evaluation is need periodically. It
analyse the need of the improvements for the better movement of vehicles and safety of
motorists and pedestrians.
 39

CHAPTER 6
6.1 RECOMMENDATIONS
On the basics of the result obtained for the study of rotary junction and its improvement,
following recommendations have been suggested:
a). There should be improvement in radius at entry, radius at exit, radius of central island,
weaving lengths, width of carriageway at entry and exit, width of rotary carriageway,
entry and exit angles, external curb lines, super-elevation and camber, etc.
b). Drainage system should be improved for the better movement of vehicles and
pedestrians in the rainy season.
c). Proper installation of street light should be preferred with 24-hour power supply for
proper visibility.
d). The extra length provided around the rotary should be used for the extension of lanes
if possible.
e). Heavy Commercial Vehicles should must have entry limit. i.e. time limit for entry.
f). Overpass made above the rotary junction should be used in case of heavy traffic at
rotary.
g). To reduce the traffic on the rotary junction, the small vehicles such as 2 wheelers, 3
wheelers going to route E and G should be diverted through a shortest direct path
without using rotary.
h). Leg A should be widened so that it can cater the more exit vehicles.
i). Leg C should be widened so that it can cater the more exit vehicles.
j). Heavy vehicles such as Trucks entry should be 9 PM to 8 AM.
k). Vehicles moving from D to A and B to C, small vehicles must use overpass.
 40

6.2 LIST OF REFERENCES

1. Akçelik & Associates Pty Ltd. (2011). SIDRA INTERSECTION 5.1. Greythorn,
Victoria, Australia.
2. Akçelik, R. (2011). An Assessment of the Highway Capacity Manual 2010
Roundabout Capacity Model. Proceeding of the 3rd International Conference on
Roundabouts, Carmel, IN, May 18-20, 2011
3. Akçelik, R. and E. Chung. (2003). Calibration of the Bunched Exponential
Distribution of Arrival Headways. Road Transport Research, 3 (1), pp. 42-59
4. Dahl, J. and Lee, C. (2011). Factors Affecting for Capacity Estimation for
Roundabouts with High Truck Volume. Proceeding of the 3rd International
Conference on Roundabouts, Carmel, IN, May 18-20, 2011.
5. Polus, A., S. S. Lazar, and M. Livneh. (2003). Critical Gap as a Function of Waiting
Time in Determining Roundabout Capacity. Journal of Transportation Engineering,
Vol. 129, No. 5, pp. 504-509.
6. Akçelik, R. (2003). Speed-Flow and Bunching Relationships for Uninterrupted Flows,
25th Conference of Australian Institute of Transport Research (CAITR 2003),
University of South Australia, Adelaide, Australia, 3-5 December 2003.
7. Kimber, R.M. (1980). The capacity of roundabouts. TRRL, LR 942. 1980.
8. Polus, A., Shmueli, S. (1997). Analysis and Evaluation of the Capacity of
Roundabouts. TRB Annual Meeting, Jan. 1997, Washington, Preprint 970115.
9. Tanner, J.C. (1962). A theoretical analysis of delays at an uncontrolled intersection.
Biometrica, 49:163-170.
10. TRB (2000). Highway Capacity Manual (HCM 2000). TRB, National Research
Council, Washington, D.C
11. Akcelik, Rahmi. Lane-by-Lane Modeling of Unequal lane Use and Flares at
Roundabouts and Signalized Intersections: the SIDRA Solution; Traffic Engineering
& Control, Vol. 38, No. 7/8.,Vermont south, Australia, (1997).
12. Akcelik, Rahmi. Roundabouts: Comments on aaSIDRA gap-acceptance Model and
the UK Linear Regression Model, Akcelik & Associates Pty Ltd., Vermont south,
Australia, 2001.