Chapter 1
INTRODUCTION
1.1 GENERAL
In the ever-evolving landscape of urban infrastructure, the need for
efficient and safe traffic management systems has become increasingly
crucial. Among the various intersection designs, roundabouts have gained
popularity for their ability to enhance traffic flow, reduce congestion, and
improve overall safety. This introduction provides an overview of the
design considerations for a roundabout, specifically adhering to the
guidelines set forth by the Indian Roads Congress (IRC) in document IRC
65-2017.
1.2 LOCATION DETAILS
The proposed roundabout is situated in the Thoothukudi district,
specifically at the intersection of VOC Rd, Harbour Estate, and Tuticorin
Beach Road. Thoothukudi is a major port city on the southeast coast of
Tamil Nadu, India. The geographic context of the location includes its
proximity to the coast and the significance of the road network connecting
VOC Rd, Harbour Estate, and Tuticorin Beach Road.
Considering Thoothukudi's role as a major port and industrial hub,
the roundabout design should anticipate future growth in traffic volume and
ensure scalability.
This location overview provides a snapshot of the geographic, social, and
economic context surrounding the proposed roundabout. The detailed
design will incorporate these considerations to create a robust intersection
1
that aligns with the principles of IRC 65-2017 and addresses the unique
characteristics of Thoothukudi district.
1.3 IRC CODE 65-2017
Provides information about the At-grade intersection, Diverging,
Intersection angle, merging rotary intersection, rotary island, weaving,
weaving length which is useful during construction and designing of
roundabout.
1.4 NEED FOR THE STUDY
The roundabout at the intersection of VOC Rd, Harbour Estate, and
Tuticorin Beach Road, guided by IRC 65-2017, is driven by the imperative
to address current traffic challenges, enhance safety, ensure compliance
with national standards, and contribute to the sustainable and economic
development of Thoothukudi district.
1.5 OBJECTIVE OF THE STUDY
To design a traffic rotary as per IRC 65-2017
2
CHAPTER 2
DESIGN PROCEDURE
2.1 GENERAL
Design procedure aims to create a roundabout that is safe, efficient, and
compliant with IRC standards, addressing the specific traffic conditions and
requirements of the location. Regular reviews and updates may be necessary to
adapt the design to changing traffic patterns and evolving standards.
2.2 METHODOLOGY
The methodology ensuring that the design process is thorough, compliant,
and considers the diverse aspects of traffic flow, safety, and aesthetics. Regular
reviews and updates may be necessary to adapt the design to changing
circumstances and standards.
2.3 STUDY AREA
The selected study areas are:
The roundabout intersection of VOC Rd, Harbour Estate, and Tuticorin
Beach Road.
2.4 RECOMMENDED PRACTICE FOR TRAFFIC ROTARY
This recommended practice on Traffic Rotary updates the original paper on
Traffic Rotary prepared by the Specifications and Standards Committee and
published in 1955. The draft recommended practice was first examined by the
Traffic Engineering Committee by the Specifications and Standards Committee
in the meeting held on 1st February 1974. The meeting held on 5th march 1976
approved the modified draft with certain further improvements. The revised
draft was finally approved by the Executive Committee and the council.
3
2.4.1 AT-GRADE JUNCTION:
At-grade intersections have points of conflict which are potential hazards.
Their design should provide for the drivers to readily discern the danger and
make the necessary manoeuvres to negotiate the intersection with adequate
safety and minimum of interference between vehicles.
A Traffic Rotary is specialized form of “at-grade” intersection where
vehicle from the converging arms are forced to move round an island in one
direction in an orderly and regimented manner and “weave” out of the rotary
movement into their desired direction.
2.4.2 DEFINTION
At-Grade Intersection: An intersection where all road ways join or cross at the
same level.
Diverging: The dividing of a single stream of traffic into separate streams.
Intersection Angle: The angle between two intersection legs.
Merging: The converging of separate streams of traffic into a single stream.
Rotary Intersection: A road junction laid out for movement or traffic in one
direction round a central island.
Rotary Island: A traffic island located in the centre of an intersection to compel
movement in a clockwise direction and thus substitute weaving of traffic around
the island instead of direct crossing of vehicle pathway.
Weaving: The combined movement of merging and diverging of traffic streams
moving in the same general direction.
Weaving Length: The length of a section of a rotary in which weaving occurs.
4
2.4.3 Advantages
Roundabouts facilitate a continuous flow of traffic without the need for
traffic signals.
Roundabouts significantly reduce conflict points, minimizing the risk of
high-speed, severe accidents.
The design of roundabouts reduces congestion and minimizes traffic
backups.
Roundabouts promote a smoother traffic flow, reducing idling times and
vehicle emissions.
While the initial construction costs may be higher, roundabouts typically
have lower operational and maintenance costs over time.
2.4.4 Disadvantages
Initial Construction Costs: The construction of a roundabout, especially
in existing intersections, may involve higher initial costs compared to
traditional intersections with traffic signals.
Land Requirement: Roundabouts typically require more land than
signalized intersections, especially for larger or multi-lane roundabouts.
This might be a constraint in urban areas with limited available space.
Pedestrian and Cyclist Considerations: Despite improvements in recent
designs, some pedestrians and cyclists may find navigating roundabouts
challenging. Crossing multiple lanes of circulating traffic can be
intimidating for vulnerable road users.
5
Driver Education and Familiarity: Drivers who are not familiar with
roundabouts might find them confusing initially. This can lead to
hesitation, increased entry speeds, and potentially compromise safety.
Capacity Limitations under High Traffic Volumes: In situations of
extremely high traffic volumes, particularly during peak hours,
roundabouts might experience reduced capacity, leading to congestion.
Signalized intersections may handle exceptionally heavy traffic flows
more efficiently.
2.5 GUIDELINES FOR SELECTING A ROTARY TYPE OF
INTERSECTION
Circumstances where rotary are an appropriate method of intersection
control are largely dependent on the layout of the site, proportion of right
turning traffic and the traffic characteristics of the routes. Normally the lowest
traffic volume for which rotary treatment should be considered is about 500
vehicles per hour, of course, there could be exceptions from rule depending on
factors peculiar to the individual sites.
The maximum volume that the traffic rotary can handle efficiently can be
taken as about 300 vehicles per hour entering from all intersection legs. Rotary
are advantages in locations where the proportion of right turning traffic at a
junction is high. As a rough guide, it may be assumed that at a four-legged
junction, a rotary is more justified than traffic signal control if the right-turning
traffic exceeds about 30 percent of all approaching traffic.
6
2.6 PARAMETERS TO BE CONSIDERED
2.6.1 Radii of curves at entry:
Radius of curve at the entry is related basically to the design speed
amount of super elevations and the co-efficient of friction since major
intersections like rotary are provided with advance information signs and
drivers travel through them with anticipation of more critical conditions than on
open highway the values of coefficient of friction purpose of design are
regarded as higher than for other locations. Table2.1 below gives guidance for
the selection of radii of curves at entry. The lower value is meant to ensure easy
entrance of vehicle into the rotary and the higher value to guard against
tendency for over speed.
Table 2.1 RADIUS AT ENTRY
Rotary Design Speed V Suggested Values of radius at Entry
(K.P.H) (meters)
40 20-35
30 15-25
2.6.1 Radius of curve at exit
The radii of curves at exit should be larger than that of the central island and
at entry so as to encourage the drivers to pick up speed and clear away from
rotary expeditiously. For this reason, the radius of the entry curves may be kept
about 1.5 to 2 times the radius of the entry curves. If however, there is a large
pedestrian traffic cross the exit road, radii similar t those at entrance should be
provided to keep the exit speeds reasonably low.
2.6.2 RADIUS OF CENTRAL ISLAND
7
Theoretically the radius of the central island should be equal to the radius at
entry. In practice however the radius of central island is kept slightly larger than
that of the curve at entry this being an attempt to give a slight preference to the
traffic already on the rotary and to slow down the approaching traffic. A value
of 1.33 times the radius of entry curve is suggested as a general guideline for
adoption.
2.6.3 WEAVING LENGTH
The weaving length determines the case with which the vehicles can
manoeuvre through the weaving section and thus determines the capacity of
rotary. The weaving length is decided on the basis of factors such as the width
of entry, total traffic and the proportion of weaving traffic in it as a general rule
effort should be made to keep the weaving at lesson 4 times the width of the
weaving section. The weaving length values is given in table 2.2
TABLE 2.2 WEAVING LENGTH
Design Speed V (K.P.H) Minimum Weaving Length (meters)
40 45
30 30
2.6.4 WIDTH OF CARRIAGE WAY AT THE ENTRY AND EXIT
The carriage width at entrance and exit of a rotary is governed by the
amount of traffic entering and leaving the rotary. When deciding upon the width
the possible growth of traffic in the design period should be considered. It is
recommended that minimum width of carriageway be at least 5 metre with
necessary widening to account for the curvature of the road table 2.3 gives the
width of carriageway at entry inclusive of widening needed on account of
curvature.
8
TABLE 2.3 WIDTH OF CARRIAGE WAY
Carriage width of the Radius at entry (m) Width of carriageway at
approach road entry and exit (m)
7m (2lane) 25-35 6.5
7m (2lane) 15-25 7.0
2.7 WIDTH OF CARRIAGE WAY
2.7.1 Width of Non-Weaving Section
The weaving of non-section of rotary fig2.2 should be equal to the
widest single entry into rotary and should generally less than the weaving
section.
2.7.2 Width of Weaving Section
The width of the weaving section of the rotary should be one traffic lane
wider than the mean entry width thereto referring to fig 2.1
Fig 2.1 Width of the
Carriageway
2.7.3 ENTRY AND
EXIT ANGLES
9
Entry angles should be larger than exit angle, and it is desirable that the
entry angles should be small, even tangential. An idealized design showing
entry angles of 60 degree is shown in fig 2.3. this condition can only be
achieved by staggering he approaching roads.
2.7.4 CAPACITY OF THE ROTARY
It is important that the geometric design evolved for the rotary should be
able to deal with the traffic flow at the end of design period on the rotary. The
practical capacity of a rotary is synonymous with the capacity of the weaving
section which can accommodate the least traffic. Capacity of the individual
weaving section depends on factors such as width of weaving section.
Average width of entry into the rotary
Weaving length
Proportion of weaving traffic and could be calculated from the following
formula
Qp = 280 w(1+e/w)(1-p/3)(1+w/1)
Qp = Capacity of weaving section (pcu/hr)
w = Width of weaving section in m, range (6-18m)
e = Average entry width in m (i.e. average of e1 and e2 as in figure), e/w to b
within a range of 0.4-1
i = Length in m of weaving section between the ends of channelizing island
(w/1 within the range of 0.12 and 0.4)
p = Proportion of weaving traffic, i.e. ratio of sum of crossing streams to the
total traffic on the weaving section (p=b+c/a+b+c+d as in figure ) range p 0.4-1
PCU equivalents may be taken from IRC 65 is shown in table 2.4
10
Table 2.4 PCU Value in IRC
Cars and light commercial vehicles 1.0
Buses and medium and heavy 2.8
commercial vehicles
Motorcycle and scooters 0.75
Pedal cycles 0.5
Animal drawn vehicles 3 to 6
Fig
2.2 Elements of rotary
11
CHAPTER – 3
DESIGN A TRAFFIC ROTARY
3.1 DATA COLLECTION
3.1.1 VOLUME COUNT DATA
The volume count data was taken on Saturday morning 8:30 am to
evening 8:30 pm by 3 members
WEATHER : CLOUDY DAY
TABLE 3.1 SHOWS THE DATA COLLECTED IN HARBOUR ROAD
COMMERICA
MOTORIZED
MOTORIZED
SMALLCAR
L VEHICLE
WHEELER
WHEELER
VEHICLE
BIG CAR
THREE-
HEAVY
CYCLE
LIGHT
TWO-
TIME
8.30 A.M -9.30 24 150 9 50 40 16 25
A.M
9.30 A.M -10.30 7 125 2 30 25 14 39
A.M
10.30 A.M -11. 2 80 1 10 5 17 102
30A.M
11.30 A.M -12.30 0 30 0 12 9 12 87
P.M
12.30 P.M -1.30 0 100 1 35 25 16 75
P.M
1.30 P.M - 0 115 0 40 17 15 101
2.30P.M.
2.30 P.M -3.30 0 50 0 38 15 21 89
P.M.
3.30 P.M -4.30 0 80 4 12 5 9 51
P.M
4.30 P.M -5.30 0 140 8 43 35 25 42
P.M
5.30 P.M -6.30 2 225 1 62 25 36 72
P.M
6.30 P.M -7.30 5 106 1 75 43 19 79
P.M
12
7.30 P.M -8.30 10 98 0 80 34 20 115
P.M
8.30 P.M -9.30 2 50 1 43 21 14 123
P.M
9.30 P.M -10.30 0 46 0 34 12 12 129
P.M
10.30 P.M -11.30 0 71 0 14 7 11 102
P.M
11.30 P.M -12.30 0 32 0 9 3 17 56
A.M
12.30 A.M -1.30 0 19 0 7 3 5 58
A.M
1.30 A.M - 0 7 0 4 2 3 53
2.30PAM.
2.30 A.M -3.30 0 5 0 9 4 1 61
A.M.
3.30 A.M -4.30 0 13 0 6 2 2 25
A.M
4.30 A.M -5.30 14 14 3 31 14 4 49
A.M
5.30 A.M -6.30 22 42 5 42 21 6 68
A.M
6.30 A.M -7.30 32 74 6 44 22 7 35
A.M
WEATHER: CLOUDY DAY
TABLE3.2 SHOWS THE DATA COLLECTED IN MADURAI BYPASS
ROAD
MOTORIZED
MOTORIZED
AL VEHICLE
COMMERIC
SMALLCAR
WHEELER
WHEELER
VEHICLE
BIG CAR
THREE-
HEAVY
CYCLE
LIGHT
TWO-
TIME
8.30 A.M -9.30 0 0 3 25 20 39 23
A.M
9.30 A.M -10.30 4 63 2 15 12 49 37
A.M
10.30 A.M -11. 2 40 1 5 1 56 97
30A.M
13
11.30 A.M -12.30 0 15 0 6 2 45 84
P.M
12.30 P.M -1.30 0 50 1 12 7 38 71
P.M
1.30 P.M - 0 56 0 20 8 15 95
2.30P.M.
2.30 P.M -3.30 0 25 0 14 7 21 84
P.M.
3.30 P.M -4.30 0 40 4 6 2 9 46
P.M
4.30 P.M -5.30 0 70 2 21 17 7 32
P.M
5.30 P.M -6.30 0 114 1 31 12 6 68
P.M
6.30 P.M -7.30 7 53 1 39 26 19 74
P.M
7.30 P.M -8.30 4 44 0 40 17 20 105
P.M
8.30 P.M -9.30 4 25 1 21 9 49 111
P.M
9.30 P.M -10.30 0 23 0 12 6 79 121
P.M
10.30 P.M -11.30 0 35 0 7 7 108 97
P.M
11.30 P.M -12.30 0 16 0 3 3 151 46
A.M
12.30 A.M -1.30 0 7 0 2 3 134 52
A.M
1.30 A.M - 0 4 0 1 2 94 47
2.30PAM.
2.30 A.M -3.30 0 5 0 3 4 87 59
A.M.
3.30 A.M -4.30 0 7 0 3 2 71 22
A.M
4.30 A.M -5.30 2 14 3 15 7 56 45
A.M
5.30 A.M -6.30 12 21 5 12 9 42 62
A.M
6.30 A.M -7.30 17 35 4 22 11 76 29
A.M
14
WEATHER : CLOUDY DAY
TABLE3.2 SHOWS THE DATA COLLECTED IN ROACH PARK ROAD
COMMERICA
MOTORIZED
MOTORIZED
SMALLCAR
L VEHICLE
WHEELER
WHEELER
VEHICLE
BIG CAR
THREE-
HEAVY
CYCLE
LIGHT
TWO-
TIME
8.30A.M-9.30 A.M 34 110 9 53 40 44 2
9.30A.M-10.30 7 95 2 30 25 54 3
A.M
10.30A.M-11. 2 71 1 10 5 60 0
30A.M
11.30A.M-12.30 0 21 0 12 9 51 15
P.M
12.30P.M-1.30 P.M 0 66 1 35 25 44 22
1.30 P.M -2.30P.M. 0 85 0 40 17 20 1
2.30P.M -3.30 P.M. 0 41 0 38 15 26 2
3.30 P.M -4.30 P.M 0 53 4 12 5 13 1
4.30 P.M -5.30 P.M 0 108 8 43 35 10 1
5.30 P.M -6.30 P.M 2 205 1 62 25 12 3
6.30 P.M -7.30 P.M 5 195 1 75 43 22 5
7.30 P.M -8.30 P.M 10 68 0 80 34 24 1
8.30 P.M -9.30 P.M 2 38 1 43 21 56 12
9.30P.M-10.30 P.M 0 25 0 34 12 83 15
10.30P.M- 0 30 0 14 7 128 13
11.30P.M
11.30P.M- 0 32 0 9 3 161 12
12.30A.M
12.30A.M- 0 19 0 7 3 124 11
1.30A.M
1.30A.M- 0 7 0 4 2 99 15
2.30PAM.
2.30A.M-3.30A.M. 0 5 0 9 4 89 17
3.30A.M-4.30 A.M 0 13 0 6 2 76 32
4.30A.M-5.30 A.M 0 14 3 31 14 61 41
15
5.30A.M-6.30 A.M 10 42 5 42 21 50 35
6.30A.M-7.30 A.M 26 74 6 44 22 82 12
3.1.2 Passenger Car Unit (PCU) for Roundabout
The PCU of any vehicle is a function of vehicular dimensions and speed of the
vehicle only, in
case of roundabouts, PCU is also dependent upon turning behaviour and
conflicts. The PCU
value of different modes is dynamic in nature and also depends upon size of
roundabout,
share of heavy vehicles and overall traffic flow at intersection.
Based on the static and dynamic characteristics, the vehicles in an urban
intersection can be
classified as two wheelers, three wheelers, big cars, small cars, Light
Commercial Vehicles
(LCVs), trucks, buses, bicycles etc. The Passenger Car Units for different types
of vehicles,
based on five important parameters namely traffic flow, headway, conflict angle
of vehicles
negotiating the roundabout, vehicular speed and composition of traffic have
been given in
This table refereed by IRC 65 2017 (Table 5.2)
16
3.2 MANUAL CALCULATION
Parameters taken from peak survey are used in the calculation of
capacity for passenger car unit.
The peak periods at the rotary are 9.30 am to 10.30 am the pcu /hr for the
respective vehicles are been calculated based upon the IRC PCU units, the
calculated values are in
TABLE 3.4 : EVALUATION WAY TO HARBOUR ROAD
VEHICLE NO.OF. VEHICLE PCU UNIT PCU/HOUR
CYCLE 60 0.21 12.6
MOTORIZED
TWO- 651 0.32 208.32
WHEELER
MOTORIZED
THREE- 21 0.83 17.43
WHEELER
SMALLCAR 225 1 225
BIG CAR 152 1.4 212.8
LIGHT
COMMERICAL 101 1.65 166.65
VEHICLE
HEAVY 736 3.45 2539.2
VEHICLE
PCU units = 3382
17
TABLE3.5: EVALUATION WAY TO MADURAI BYPASS ROAD
VEHICLE NO.OF. VEHICLE PCU UNIT PCU/HOUR
CYCLE 13 0.21 2.73
MOTORIZED
TWO- 201 64.32
0.32
WHEELER
MOTORIZED
THREE- 12 0.83 9.96
WHEELER
SMALLCAR 112 1.00 112
BIG CAR 154 1.40 215.6
LIGHT
COMMERICAL 532 1.65 877.8
VEHICLE
HEAVY 561 1935.45
3.45
VEHICLE
PCU UNITS = 3217.86
TABLE3.6: EVALUATION WAY TO ROACH PARK ROAD
VEHICLE NO.OF. VEHICLE PCU UNIT PCU/HOUR
CYCLE 3 0.21 0.63
MOTORIZED
TWO- 152 48.64
0.32
WHEELER
MOTORIZED
THREE- 21 0.83 17.43
WHEELER
18
SMALLCAR 215 1.00 215
BIG CAR 123 1.40 172.2
LIGHT
COMMERICAL 521 1.65 859.65
VEHICLE
HEAVY 96 331.2
3.45
VEHICLE
PCU UNITS = 1644.75
CALCULATION:
PRACTICAL CALCULATION:
Practical value Qp = sum of all directions PCU values
Qp = 3382+3217.86+1644.75
Qp = 2748.2PCU
THEORITICAL CALCULATION:
The capacity is calculated as per the formulae given below
WIDTH:
W = e1+e2/2+3.5
e1= width of entry
e2 = width of non – weaving section
CAPACITY:
Qp = 280 w(1+ e/w)(1-p/3)(1+w/1)
w = width of weaving section
e = average entry width
19
l= length of weaving section
p= proportion of weaving traffic
p=b+c/(a+b+c) ranges from 0.4 to 1.0
DESIGN:
Arm 1 Madurai Bypass Road
e1= 5.1m e2 = 6.5m
e = e1+e2/2
e = 8.35m
w = a+b/2+3.5
w = 5.1+6.5\2+3.5
w = 11.8m
e/w = 8.35/11.85
= 0.7046m (0.4<x<1)
Hence satisfied.
Capacity:
e1 = 5.1m e2 = 6.5m
w = 11.85m l = 7.142m
e = 8.35m
e/w = 0.7046m
w/l = 1.65m
p = b+c/a+b+c
= 7.142 + 5.1/5+7.142
= 0.71m
Qp = 280w (1+e/w) (1-p/3)
--------------------------
1+w/l
20
= 280*11.85 (1+8.35/11.85) (1-0.71/3)
---------------------------------------------
1+11.85 /7.142
= 1624.5 PCU
Arm 2 Harbour Road
e1= 7.16m e2 = 7m
e = e1+e2/2
e = 10.66m
w = a+b/2+3.5
w = 7.16+6.7\2+3.5
w = 14.16m
e/w = 10.66/14.16
= 0.752m (0.4<x<1)
Hence satisfied
Capacity:
e1 = 7.16m e2 = 7m
w = 14.16m l = 10.013m
e = 10.66m
e/w = 0.752m
w/l = 1.414m
p = b+c/a+b+c
= 10.013 + 5/5+10.013 + 7.16
= 0.67m
Qp = 280w (1+e/w) (1-p/3)
21
--------------------------
1+w/l
= 280*14.16 (1+0.752) (1-0.67/3)
---------------------------------------------
1+1.414
= 2215.68 PCU
Arm 3 Roache Park Road
e1= 8m e2 = 6.5m
e = e1+e2
e = 11.1m
w = a+b/2+3.5
w = 5.1+6.5\2+3.5
w = 14.6m
e/w = 11.1/14.6
= 0.7060m (0.4<x<1)
Hence satisfied
Capacity:
e1 = 8m e2 = 6.5m
w = 14.6m l = 10.30m
e = 11.1m
e/w = 0.7060m
w/l = 1.147m
p = b+c/a+b+c
= 10.30 + 6.5/6.5+10.30 + 8
22
= 0.68m
Qp = 280w (1+e/w) (1-p/3)
--------------------------
1+w/l
= 280*14.6 (1+0.76) (1-0.68/3)
---------------------------------------------
1+1.417
= 2223.04 PCU
Average of Qp = 2021.07 PCU
HENCE NOT SATISFIED
---------------------------------------------------------------------------------------
CAPACITY OF NEWLY DESIGNED ROUNDADOUT NEAR SEPC
DESIGN:
Arm 1 Madurai Bypass Road
e1= 5.1m e2 = 6.5m
e = e1+e2/2
e = 8.35m
w = a+b/2+3.5
w = 5.1+6.5\2+3.5
w = 11.8m
e/w = 8.35/11.85
= 0.7046m (0.4<x<1)
Hence satisfied
23
Capacity:
e1 = 5.1m e2 = 6.5m
w = 11.85m l = 14.284m
e = 8.35m
e/w = 0.7046m
w/l = 0.829m
p = b+c/a+b+c
= 7.142 + 5.1/5+7.142
= 0.71m
Qp = 280w (1+e/w) (1-p/3)
--------------------------
1+w/l
= 280*11.85 (1+8.35/11.85) (1-0.71/3)
---------------------------------------------
1+0.829
= 2358.6 PCU
Arm 2 Harbour Road
e1= 7.16m e2 = 7m
e = e1+e2/2
e = 10.66m
w = a+b/2+3.5
w = 7.16+6.7\2+3.5
w = 14.16m
e/w = 10.66/14.16
= 0.752m (0.4<x<1)
24
Hence satisfied
Capacity:
e1 = 7.16m e2 = 7m
w = 14.16m l = 20.026m
e = 10.66m
e/w = 0.752m
w/l = 0.7m
p = b+c/a+b+c
= 10.013 + 5/5+10.013 + 7.16
= 0.67m
Qp = 280w (1+e/w) (1-p/3)
--------------------------
1+w/l
= 280*14.16 (1+0.752) (1-0.67/3)
--------------------------------------------
1+0.7
= 3146.27 PCU
Arm 3 Roache Park Road
e1= 8m e2 = 6.5m
e = e1+e2
e = 11.1m
w = a+b/2+3.5
w = 5.1+6.5\2+3.5
25
w = 14.6m
e/w = 11.1/14.6
= 0.7060m (0.4<x<1)
Hence satisfied
Capacity:
e1 = 8m e2 = 6.5m
w = 14.6m l = 20.6m
e = 11.1m
e/w = 0.7060m
w/l = 0.71m
p = b+c/a+b+c
= 10.30 + 6.5/6.5+10.30 + 8
= 0.68m
Qp = 280w (1+e/w) (1-p/3)
--------------------------
1+w/l
= 280*14.6 (1+0.76) (1-0.68/3)
---------------------------------------------
1+ 0.71
= 3142.16 PCU
Average of Qp = 2882.34 PCU
HENCE SATISFIED
---------------------------------------------------------------------------------------
CAPACITY OF NEWLY DESIGNED ROUNDADOUT NEAR SEPC
26
Qp = 2882.34 PCU
From volume count PCU/hr = 2748.2
THEORETICAL Qp > PRACTIAL Qp
GEOMETRIC PARAMETERS
Fig 2.3 Geometric parameters
CHAPTER – 4
SUMMARY& CONCLUSION
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4.1 GENERAL
The summary and conclusion of the entire project is discussed in this
chapter.
4.2 SUMMARY
In this project, proper lightings is to be prevent accidents during night time.
Inscribed circle is to be provided at a required height. Proper weaving length is
to be provided as per IRC Code 65-2017. Crossings to be provided for the
safety of pedestrians. Signals and proper indicators is to be provided.
4.3 CONCLUSION
The methodology adopted in this study involves selection of study area,
collection of accident data, geometric design of rotary, speed of vehicles. It also
involves the task of performing volume count. If such suggestions are followed
forthcoming accidents can be reduced.
References
1. Anna Grana
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