Casestudy of Roundabout at Kandivali

ISSN (Online) 2456-1290
International Journal of Engineering Research in Mechanical and Civil Engineering

(IJERMCE)
Special Issue
.inSIGHT’18, 4th National Level Construction Techies Conference
Advances in Infrastructure Development and Transportation Systems in Developing India..
Study and Design of Roundabout at Charkop

Market, Kandivali (West)
[1]
Sandeep B. Rajurkar, [2] Mithil S. Soni, [3] Mohan M. Dusane, [4] Kunal A. Mahale, [5] Amar S. Gorule.
[1][2[4][5]
Civil Engineering Student, Vidyavardhini’s college of Engineering and Technology, Vasai (W).
[3]
Assistant Professor at Department of Civil Engineering, Vidyavardhini’s college of Engineering and Technology,
Vasai (W).
Abstract— The developing cities are having a lot of traffic problems with increasing rate of vehicles. In present time
charkop market and Hindustan naka, kandivali (west) part of Mumbai city, Maharashtra. Traffic problem are due to
private vehicles running in this part of city these increased rate of vehicles require space for movement, with safety
having enough capacity of roundabout’s intersection. So capacity evaluation needs to be done on roundabout intersection
for easy operation of traffic. During the past decade major cities have under gone hazard growth of Industrialization,
urbanization of country, and kandivali is not exception for that. Traffic is increasing day by day, so it is almost impossible
for traffic police to control the traffic manually at the intersection. Although the signals have been provided on both
intersection but the traffic congestion has not been reduced effectively. In order to improve the traffic conditions as well
as the aesthetic view at the said intersections, we suggest to design the roundabout at these intersections to reduce traffic
congestion keeping in view high traffic and conditions favoring the roundabout. For this traffic volume surveys, study and
the design is done accordingly.
Keywords: - Traffic, Roundabout, Charkop Market, Intersection and Kandivali.
I. INTRODUCTION intersection. Roundabouts were developed in the

1960‟s and able to handle heavy traffic. Mini-
Table No. 1.1 : Fundamental elements of Roundabouts roundabouts are best suited to areas with low speeds
Roundabouts are a type of circular intersection or and there is no feasibility to use roundabout with a
junction in which road traffic flows continuously in one raised central island. Mini-roundabouts are common in
direction around a central island. With the rapid growth the United Kingdom (U.K.), France, United State and
of traffic it is experienced that widening of roads and Germany since their introduction in the early 1970‟s.
providing flyovers have become imperative to But from past few year’s uses of roundabouts and
overcome major conflicts at intersections such as rotaries with or without signal system is also increasing
collisions between through and right turn movements. in India.
In this way, major conflicts are converted into milder A. Types of Roundabouts
conflicts like merging and diverging. The vehicles Mini roundabouts
entering the roundabout are gently forced to move in a Urban compact roundabouts
clockwise direction. Roundabouts are the efficient Urban single lane Roundabouts
intersection design over the signalized intersections Urban double lane roundabouts
depending upon traffic and site data. Depending on the Fundamental elements of all above roundabouts are
size of circular traffic intersections it may be classified compare in table no 1.1 below. Components of
as Rotary, Roundabout, lanes urban compact, compact Roundabouts
and Mini-roundabout. Roundabout are suitable when
there are more approaches and no separate are available
for right turn traffic thus making the intersection
geometry complex. Under low traffic conditions, a
roundabout offers higher capacity as compared to a
two-way stopped control or an all-way stop-controlled
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MIT-ADT UNIVERSITY, Pune, India
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Advances in Infrastructure Development and Transportation Systems in Developing India.
friction. The entry to the rotary is not straight, but a

small curvature is introduced. This will force the driver
to reduce the speed. The speed range of about 20
KMPH and 25 KMPH is ideal for an urban and rural
design respectively. 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
Fig No. 1.1 Components of Roundabout
entry curve. The radius of the central island is about 1.3
B. Components of Roundabouts
times that of the entry curve for all practical purposes.
 Shape of Central Island:

The shape and disposition of central island (control
island) depend upon various factors such the number
and disposition of intersecting roads and traffic flow
pattern. Islands. The conditions under which a
particular shape is favored are discussed below in Table
no. 1.2:
• Design Speed
All the vehicles are required to reduce their speed at a
rotary. Therefore, the design speed of a rotary will be Table No. 1.2 : Shapes of central Island and
much lower than the roads leading to it. Although it is conditions
possible to design roundabout without much speed
reduction, the geometry may lead to very large size  Width of the Rotary
incurring huge cost of construction. The normal The entry width and exit width of the rotary is governed
practice is to keep the design speed as 30 and 40 by the traffic entering and leaving the intersection and
KMPH for urban and rural areas respectively. the width of the approaching road. The width of the
carriageway at entry and exit will be lower than the
width of the carriageway at the approaches to enable
 Entry, Exit and Island Radius
reduction of speed. IRC suggests that a two lane road of
The radius at the entry depends on various factors like
7 m width should be kept as 7 m for urban roads and
design speed, super-elevation, and coefficient of
6.5 m for rural roads. Further, a three lane road of 10.5

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m is to be reduced to 7 m and 7.5 m respectively for signalised intersection. As per the survey conducted by
urban and rural roads. Traffic rotaries reduce the Hindustan Times, Rs 6.5lakhs/month is consumed in
complexity of crossing traffic by forcing them into Delhi for signalised system.
weaving operations. The shape and size of the rotary • The conflict points in signal system, for vehicles is 32
are determined by the traffic volume and share of and that for pedestrians is 8 that is in all 40 conflict
turning movements. Capacity assessment of a rotary is points are provoked. But the same in roundabout is 8
done by analyzing the section having the greatest for vehicles and 4 for pedestrians in all 12 conflict
proportion of weaving traffic. The analysis is done by points. Shown in figure below
using the formula given by the width of the weaving
section and it should be higher than the width at entry
and exit. Normally this will be one lane more than the
average entry and exit width. Thus weaving width is
given as,
W = weaving = [(e1+e2) / 2] +3.5m
Where e1 is the width of the carriageway at the entry
and e2 is the carriageway width at exit. Weaving length
determines how smoothly the traffic can merge and
diverge. It is decided based on many factors such as
weaving width, proportion of weaving traffic to the
non-weaving traffic etc. This can be best achieved by
making the ratio of weaving length to the weaving
width very high. A ratio of 4 is the minimum value
suggested by IRC. Very large weaving length is also
Fig. No. 1.2: Conflict Points at signalized system
dangerous, as it may encourage over-speeding.
 Weaving Length:
The weaving length determines the ease with which the
vehicle can maneuver through the weaving section and
thus determines the capacity of the rotary. The weaving
length is decided on the basis of the factors, such as, the
width of weaving section, average width of entry, total
traffic and proportion of weaving traffic in it. It is
desirable to prevent direct traffic cuts and this can be
achieved by making the ratio of weaving length to
weaving width large enough. A ratio 4:1 is regarded as
minimum. The minimum values of weaving lengths as
recommended by IRC are given below Table No. 1.3:
Fig. No. 1.3: Conflicts point at Roundabout
II. LITERATURE REVIEW

Table No. 1.3 : Suggestions for weaving length
From study of previous work done in field of highway
C. Advantages over Signal System: design we have found that experts in this field have
• The main advantage of roundabout over signalized focused on link between traffic condition, traffic
system is that the vehicles don’t have to halt and can volume and geometric design to see whether designed
continuously move around roundabout. roundabout is able to perform the desired operational
• Also electricity can be saved in roundabout over a performance. IRC SP 41 and IRC 65-1976 recommends

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the guidelines, factors on the design of traffic rotaries. situated at Charkop Market, Kandivali (West), Mumbai,
S.K. Mahajan, Kruti Jethwa, et al (2013) in their paper Maharashtra is pretty much crowded area due to market
have discussed a new geometric concept to design situated in this region. At the intersection there are four
roundabout and a software package has been developed roads namely RPD Road No. 4, RPD Road No. 5, RPD
by them to be used in road works. Waheed Uddin Road No 6 and DR. Babasaheb Ambedkar Road, which
(2011) concluded in his paper that Roundabout has are major district roads with 8 meter carriage way. In
proved in increasing the capacity of intersection, fig. No. 4.1 exact location of the junction is given. Due
decreasing delay and reducing number of crashes and to rapid growth and development population of this area
number of injury and reducing vehicle emission. From has been increased in last decade which also leads to
this he marked roundabout proved beneficial junction increase in number of vehicles and traffic congestion.
increasing traffic flow and decreasing delay. Junaid All four roads have traffic signals of 30 sec allowance
Yaqoob, & Er. Amir Lone (2016) in their paper stated which is not efficiently handling the traffic so to
that rotary are a tool that increases safety along the overcome this problem we think that roundabout will be
street, enhances driver attentiveness, reduces more efficient option and hence we are designing the
automobile idling, and efficiently streams traffic roundabout for said intersection.
through an area.
III. METHODOLOGY
Traffic surveys at intersection were conducted by

manual method. For this method we had first studied
about the procedure and collected the required
information & forms, then we performed traffic survey
at the intersection. Traffic survey was conducted by
splitting three field observers at each leg. One observer
was appointed to count overall vehicle volume passing
through fixed point, while other two were appointed to
count left and right turning vehicle volume. Six surveys
were carried out at peak hours at study area, charkop
market. The traffic flow mainly includes cars, auto-
rickshaw, two wheelers, bus, trucks and other light
commercial vehicles such as tempos. From survey Fig. No. 4.1: Location plan Source: Google maps
performed, we preferred survey No. two (morning) for
design purpose as it had maximum traffic volume V. DATA COLLECTION AND EXTRACTION
amongst all surveys then calculations of traffic intensity
by multiplying with their respective Passenger Car Unit To design roundabout we have carried out surveys on
(PCU) had been done. After this we have carried out morning evening basis. On Tuesday, Friday & Sunday
calculation for weaving length, entry, exit radius etc. respectively, so that we can cover traffic on weekdays
and other factors such as radii of Central Island were as well as weekends. The survey reports are represented
referred from IRC 65. Obtained data were impart to in the bar graph as shown below.
AutoCAD Civil 3D to design roundabout for specified
condition.
IV. LOCATION: CHARKOP MARKET,

KANDIVALI (WEST) MUMBAI,
MAHARASHTRA
The location selected for designing the roundabout is

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the basis of this surveys we can firmly say that this

Traffic Survey Report intersection does not cross this permissible limit so by
considering this point, we can say that this intersection
3100
is suitable for roundabout.
3000 B. Also in IRC it is mentioned that if traffic volume
with more than 30% right turning then roundabout is
2900 suitable in such cases, so we thus calculate total volume
of right turning traffic, and it is more than 30% on each
2800 leg following calculation from survey 2 (morning),
2700 which makes our above statement valid
Leg A = (right turning volume)/(overall volume)
2600 =282/921 ×100 = 30.61%
Similarly,
2500
Leg B = = 38.69%
Survey 1 Survey 2 Survey 3
Morning Evening Leg C = = 35.34%

Fig. No.5.1: Representation of Traffic Survey
Leg D = = 35.32%
In Fig. No.5.1 we can see that survey 2 (Morning) had So also from this point of view the intersection is
maximum number of vehicles so it is more favorable to suitable for roundabout.
take this data for design purpose so that designed C. Apart from this pedestrian crossing is also
roundabout can handle traffic more effectively. Survey considerably low at this study area which is given
2 (morning) data in shown in the table 5.1 below: below
Leg A = 87 pedestrians/hour
Leg B = 62 pedestrians/hour
Leg C = 79 pedestrians/hour
Leg D = 92 pedestrians/hour
So we can also say that it’s suitable from pedestrian
point of view too.
D. Roundabout required large area for construction, the
concerned intersection have major district roads which
are wide enough to construct roundabout. Also all four
legs have equal volume of traffic, so this things are also
suitable for roundabout. So from above points we
strongly recommend roundabout at considered
intersection i.e. at charkop market.
VII. DESIGN OF ROUNDABOUT

Table 5.1: Survey 2 (Morning) data
VI. CONDITIONS AT INTERSECTION AND For designing roundabout different components of
THEIR SUTABILITY roundabout are need be design separately which are
entry, exit curve, waving width, radius of central island
A. As per IRC 65, a roundabout can handle 3000 etc. this components has been discussed already in this
vehicles per hour from all leg efficiently. At study area paper so now moves towards designing calculations and
i.e. charkop market we did 6 surveys, 3 in morning adoption for roundabout at charkop market.
peak hours and remaining 3 in evening peak hours, on

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a. Design speed carriageway of the concerned intersection is 16.76

For measuring speed of vehicles at selected intersection meters (17 meters).
we did spot speed study by stopwatch method and the Minimum width of entry should be 8 meters so we
speed we took for design speed as 30 KMPH which is proposed width of entry 10 meters at RPD road No. 04
also recommended by IRC 65 for urban areas. & RPD road No. 06, and width of entry at RPD road
No. 05 and Dr. Babasaheb Ambedkar road is 8 meters.
b. Shape of central island i. Width of Non Weaving section (e2)
Shape of Central island mainly depends on number and IRC 65-1967, on page No. 10 recommends that the
type of roads at intersection. Concerned intersection width of non-weaving section should be equal to the
have four legs which almost 90 degrees angle to each widest single entry into the roundabout and should
other and also it has relatively equal traffic volume generally be less than width of weaving section.
from all four legs so we going to adopt Circular shaped Therefore,
central island. e2 = 10 meters (from above point H)
c. Entry radius (e1)
Entry radius depends upon design speed, and in this j. Width of weaving section (w)
case we had already adopt design speed as 30 KMPH. Width of waving section of roundabout should be one
Suggested value for e1 as per IRC 65-1976, page No. 9 traffic lane wider (3.5 meter) then the mean entry
table No. 1 is 15 meters to 25 meters so take e1 = 15 width. i.e.
meters Mathematically, w = = = 16
d. Exit radius
meters
In IRC it is mentioned that Exit radius should slightly
k. Capacity of Roundabout
more than entry radius so that driver can increase their
speed at exit the recommended value is 1.5 times of e1
Left Straight Right
So, exit radius = 1.5 15 = 22.5 meters. Approach
turning ahead turning
e. Radius of central island
Leg D
Radius of central island should be bigger than radius at 169.1 229 215.3
(North)
entry generally it is adopted as 1.33 times of entry
radius. Which is also mentioned in IRC 65-1967. Leg C
235.15 162.3 218.7
So, Radius of central island = 1.33 15 = 19.95 meters (South)
say 20 meters. Leg A
272 368.4 283.5
f. Weaving length (East)
The weaving length determines the ease with which the Leg B
256.85 277.5 338.8
traffic can merge and diverge. The weaving length (West)
decided on the basis of factors such as the width of Table No.7.1: Traffic volume in PCU/hr.
weaving section, the average width at entry, total traffic
and the proportion of weaving traffic in it. The traffic in terms of PCUs from each leg is illustrated
Weaving length from page No. 10 from IRC 65-1967 in fig No.7.1 below:
For design speed 30 KMPH minimum suggested value
for weaving length is 30 meters.
So, take weaving length = 30 meters
g. Weaving angle
Weaving angle should be as small as possible but
should not be less than 15 degrees.
So take weaving angle = 45 degree
h. Width of carriageway at entry and exit
The carriageway width of the intersection leg is
governed by the design year traffic entering and leaving Fig No.7.2: Traffic approaching from each leg to
the intersection. Since the maximum width of roundabout in PCU/hr.

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Fig No.7.2.1: Traffic approaching on each leg in

PCU/hr.
Fig No.7.4 : waving traffic

Weaving traffic from east to south i.e. from Leg A to
Leg C
a= 338.8 PCU/hr.
b= (162.3+218.7) = 381 PCU/hr.
c= (215.3+277.5) = 492.8 PCU/hr.
d= 235.15 PCU/hr.
P = (b+c) / (a+b+c+d) from IRC 65-1967 Page No.
Therefore, P = (381+492.8) /
(338.8+381+492.8+235.15) P = 0.56
Hence mathematical formula for capacity of

roundabout, from IRC 65-1967 Page No.
Qp = {280*w [1+ (e/w)]*[1-(P/3)]} / [1+ (w/l)]
Qp = {280*16 [1+(10/16)]*[1-(0.56/3)]} / [1+ (16/30)]
Qp = 3861.56 PCU/hr.
Similarly, weaving traffic from West to South i.e. Leg
B to Leg c
a= 215.3 PCU/hr.
b= (229+283.5) = 512.5 PCU/hr.
c= (338.8+277.5) = 616.3 PCU/hr.
d= 256.85 PCU/hr.
P = 0.705
Qp = 3632.08 PCU/hr.
Weaving traffic from West to North i.e. Leg B to Leg D

a= 283.5 PCU/hr.
b= (215.3+229) = 444.3 PCU/hr.
c= (368.4+218.7) = 587.1 PCU/hr.
Fig No.7.3: Traffic flow is allocated to the network d= 169.1 PCU/hr.
P = 0.695
Qp = 3647.91 PCU/hr.

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Weaving traffic from North to East i.e. Leg D to Leg A REFERENCES

a= 218.7 PCU/hr.
b= (162.3+338.8) = 501.1 PCU/hr. 1. G Veerababu, “Evaluation of main
c= (368.4+283.5) = 651.9 PCU/hr. roundabouts of Krukshetra”, International
d= 272 PCU/hr. Journal of Engineering Technology,
P = 0.701 Management And Applied Science (April
Qp = 3638.41 PCU/hr. 2017) Haryana, India.
Hence consider capacity of designed roundabout is 2. J K. Borkloe, EK Nyantakyi and G A.

minimum from above four Qp i.e. 3632.08 PCU/hr. Mohammed “Capacity analysis of selected
intersection on Mampong Road, Kumasighana
VIII. RESULT using micro simulation model”, (August 2013)
International Journal of Structural and Civil
From above calculations, capacity for RPD road No. 06 Engineering Research Volume. 2.
(Leg A) to Dr. babasaheb Ambedkar road (Leg C) is
3861.56 PCU/hr. which is maximum from all weaving 3. Junaid Yaqoob, Er. Amir Lone “Design of
sections, capacity for RPD road No. 04 (Leg B) to Dr. rotary at Jangalatmandi Anatnag to reduce
babasaheb Ambedkar road (Leg C) is 3632.08 PCU/hr. traffic congestion at the Intersection”(April
which is minimum of all waving section, capacity for 2016), International Journal of Advanced
RPD road No. 04 (Leg B) to RPD road No. 05 (Leg D) Research in Education and
is 3647.91 PCU/hr. and capacity for RPD road No. 05 Technology(IJARET) Vol.3.
(Leg D) to RPD road No.06 (Leg A) is 3638.41
PCU/hr. 4. Surender Kadyan, V K. Ahuja “A study of
rotary intersection at Panipat, (2016)”
IX. CONCLUSION International Jouranal of Enhanced Research
in Science, technology and Engineering.
In our study we performed surveys and accumulate
traffic data which was required for designing 5. Shaikh Vasim Abdul Salim, Prof. Khushbu
roundabout, and after studying all necessary Bhatt, Prof. Siddharth Gupte “Analysis of
requirements and calculation we found that minimum rotary intersection at Vadodra, (Feb 2017)”
capacity of designed roundabout is 3632.08 PCU/hr. International Journal of Science, Technology
whereas maximum required capacity for concerned and Engineering Vol. 3.
intersection is 3026.6 PCU/hr. hence we can conclude
that designed roundabout can efficiently handle present 6. S K. Mahajan, Anshul Umadekar, Kruti
traffic flow as well as if in near future if there is slightly Jethwa “New concept of traffic rotary deign at
increase in rate of traffic flow, designed roundabout is road intersection, 2013” International
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congestion will be reduced to some extent as well as the 7. Rahul Sahu, Dr. Y P. Joshi “ An evaluation of
halt time of vehicles at intersection will be minimized. rotary intersection: A case study of Habibganj
As discussed above roundabout has far less conflict Naka, Bhopal (June 2015)”, International
points than signalized intersection so by providing Journal for Scientific Research And
designed roundabout pedestrian safety can also be Development Vol.3.
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8. Tom V. Mathews and KV Krishna Rao
“Introduction to Transportation Engineering”
9. Kadiyali L.R. (2013) “Traffic Engineering

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Special Issue
Transportation Planning” Khanna Publisher,

Delhi. pp 163 - 184.
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Indian Road Congress – 65,1967 “Code of
practise for road signs”
11. Indian Road Congress- IRC SP 41 (Special

Publication).
12. Web links.
13. http://en.m.wikipedia.org/wiki/Roundabout
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BasicFacts.htm
15. www.rms.nsw.gov.au/roads/safety-
rules/roundabouts.html
16. Learningindia.in/the-unwrriten-rules-of-
driving-in-india/

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ISSN (Online) 2456-1290

International Journal of Engineering Research in Mechanical and Civil Engineering

Study and Design of Roundabout at Charkop

I. INTRODUCTION intersection. Roundabouts were developed in the

All Rights Reserved © 2018 IJERMCE

friction. The entry to the rotary is not straight, but a

 Shape of Central Island:

All Rights Reserved © 2018 IJERMCE

II. LITERATURE REVIEW

All Rights Reserved © 2018 IJERMCE

Traffic surveys at intersection were conducted by

IV. LOCATION: CHARKOP MARKET,

The location selected for designing the roundabout is

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the basis of this surveys we can firmly say that this

Morning Evening Leg C = = 35.34%

VII. DESIGN OF ROUNDABOUT

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a. Design speed carriageway of the concerned intersection is 16.76

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Fig No.7.2.1: Traffic approaching on each leg in

Fig No.7.4 : waving traffic

Hence mathematical formula for capacity of

Weaving traffic from West to North i.e. Leg B to Leg D

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Weaving traffic from North to East i.e. Leg D to Leg A REFERENCES

Hence consider capacity of designed roundabout is 2. J K. Borkloe, EK Nyantakyi and G A.

9. Kadiyali L.R. (2013) “Traffic Engineering

All Rights Reserved © 2018 IJERMCE

Transportation Planning” Khanna Publisher,

11. Indian Road Congress- IRC SP 41 (Special

12. Web links.

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