Citation

Polus A, Shmueli S. Transp. Res. Rec. 1997; 1572: 99-104.

Copyright

(Copyright © 1997, Transportation Research Board, National Research Council, National Academy of Sciences USA, Publisher SAGE Publishing)

DOI

10.3141/1572-12

PMID

unavailable

Abstract

Roundabouts are replacing conventional unsignalized intersections in many parts of the world and could become more widespread in the United States, although there are some limitations as well as clear advantages. Models for entry capacity into the rotary were developed. Entry capacity depends on the geometric characteristics of the roundabout, particularly the diameter of the outside circle of the intersection. The geometric characteristics determine the speed of vehicles around the central island and, therefore, have an impact on the gap-acceptance process and consequently the capacity. Traffic conditions that impede entry capacity involve the flow around the roundabout. Flow and geometric data from six small to medium-sized roundabouts were analyzed. Individual and aggregated entry-capacity models were calibrated by using the diameter and circulating flows as explanatory variables. Very good fits to the data were obtained; the results also fit models developed in other countries. The Australian model resulted in slightly higher entry capacities for moderate to low circulating flows and lower entry capacities for high circulating flows. Very close proximity to the German model was obtained, although it does not depend on the geometric characteristics of the circle. The roundabout provides an advantage over a conventional unsignalized intersection. A faithful concurrence between the model developed and the latest Highway Capacity Manual model for right-turn capacity at an unsignalized intersection is obtained if the circulating flow is replaced by the conflicting flow. The advantage of entry capacities of the roundabout over the calculated capacities of the Highway Capacity Manual left-turn model is shown. Further research is proposed to study the effect on entry capacity of two circulating lanes rather than one and the effect of the increase in circulating flows on the gap-acceptance process, particularly the reduction in critical gap at high flows.

Language: en