Evaluation On The Operational Characteristics of Gerji Imperial Roundabout A Case Study in Addis Ababa
Evaluation On The Operational Characteristics of Gerji Imperial Roundabout A Case Study in Addis Ababa
Evaluation On The Operational Characteristics of Gerji Imperial Roundabout A Case Study in Addis Ababa
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Abstract: Highly congested roundabouts are usually considered as the critical points within the urban road
network and the evaluation of their performance provides valuable understanding and useful indication about the
performance of the city road network system. Roundabouts should be designed to operate at no more than 85 percent of
their estimated capacity. Beyond this threshold, delay and queues vary significantly from their mean values.
Roundabout approach is dependent on the conflicting circulating flow and the roundabout’s geometric elements. In
Addis Ababa, most of the intersections are congested and operate in poor LOS. During peak hours, it is common to
see congestion, long queues and delay at junctions. Accordingly, the objective of the study was to evaluate the
operational characteristics of the selected roundabout in Addis Ababa. This research focused on the capacity and
evaluation of the level of service at Gerji Imperial Roundabout and addressed the most important element of
operational characteristics. The methodology employed for this study was the quantitative descriptive research
design method. The necessary geometric data for the analysis (average entry width, circulatory road width, number of
entry and circulatory lanes, and island diameter), traffic movement data with vehicle characteristics and pedestrian
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volume were collected from the study area. The capacity analysis was done based on the gap – acceptance method
that is adopted by SIDRA software program. Based on the results, the degree of congestion of the roundabout found
out to have 1.749 which is far beyond the recommended values for a satisfactory level of service. Therefore, this
indicates that Gerji-Imperial roundabout is serving in a poor level of service. It is recommended to construct road
overpass or underpass at the most problematic approach to improve the operational capacity of the intersection.
1. INTRODUCTION
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commercial center of the country. The rapid increase of dependent variable and independent variables.
the Addis Ababa population is the main cause of the Dependent variable
increasing demand for transportation and mobility. This • Level of service (LOS)
may create major operational problems, especially Independent Variables
during the peak periods. • Vehicle type and volume
In order to evaluate the operational • Lane width
characteristics of roundabouts in Addis Ababa, the • Lane number
researcher selected as illustrated in Table 3.1 from the • Capacity
major road corridors which represents significant traffic • Traffic flow conflict
activates in Addis Ababa. • Road conditions
• Delay
Table 2.1: Selected Intersection of Study • Saturation flow rate
Intersection Intersection No. of
Type Name approaches Location
2.5 Data Collection Process
Roundabout Gerji-Imperial 4 On Eastern To achieve the aim of the the study and to answer the
Ring road
formulated research questions, different data are
required, and these data are categorized into two:
(1)Primary data, and (2) Secondary data.
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Gerji Buss and
Trailer 16 26 1.50 39
DT
Light Vehicle 819 Trailer 1 2.00 2
Gerji 854
Buss and DT 26 Sum 860
Trailer 1
Light
Light Vehicle 1200 1200 1.00 1200
Vehicle
Megenagna Buss and DT 22 1104 Buss and
Megenagna 22 1.50 33
Trailer 11 DT
Trailer 0 Light
887 1.00 887
Vehicle
Hayahulet Buss and
The different types of vehicles in a traffic stream have DT
43 1.50 65
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Diameter (m)
of
Design and Research Aid (SIDRA) software is preferred
Junction
Circulatory
Entry Lane
circulatory
name
width
road
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Bole 3 2 21 3.6 11
within a single product.
Gerji-Imperial
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maximum number of entry lane is 3 and the number of
circulating lanes is 2 which is less than the number of
Intersection
South
North
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high travel speed and Hayahulet to Gerji is just an Right 1280 1118 0.493
access road. -----------------------------------------
East: Gerji
Left 928 879 0.657
Thru 928 879 0.657
Right 928 879 0.657
-----------------------------------------
North: Megenagna
Left 1200 613 0.561
Thru 1200 613 0.561
Right 1200 613 0.561
-----------------------------------------
West: Hayahulet
Left 587 1361 0.842
Thru 587 1361 0.842
Right 587 1361 0.842
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Figure 3.3 Geometric layout According to the Highway Capacity Manual 2000,
trucks, buses, and recreational vehicles (RVs) are the
3.3.2.1. Inadequacy of inscribed circle diameter: three groups of heavy vehicles adversely affect traffic
According to FHWA, the recommended inscribed circle in two ways:
diameter range for urban double lane roundabout is ● They are larger than passenger cars and
45m – 55m and the existing inscribed circle diameter of occupy more roadway space; and
Gerji-Imperial roundabout is 43m which is less than the ● They have poorer operating capabilities than
minimum recommended value. This was one of the passenger cars, particularly with respect to
contributory factors which have great impact on the acceleration, deceleration, and the ability to
capacity of the roundabout. Inadequate inscribed circle maintain speed on upgrades.
diameter cannot accommodate a sufficient number of
vehicles in the circulatory lane. 3.4 Level of service (LOS)
Quality of service requires quantitative measures to
3.3.2.2. Pedestrian crossing volume characterize operational conditions. Level of service
Pedestrian crossing at a marked crossing that gives (LOS) is a quality measure describing operational
them priority over entering motor vehicles can have a conditions within a traffic stream, generally in terms of
significant effect on the entry capacity. Accordingly, such service measures as speed and travel time,
the following analysis output Table 4.2 shows that high freedom to maneuver, traffic interruptions, and
volume of pedestrian which has priority over entering comfort and convenience.
vehicles is one of the contributory factors which affect Six levels of service (LOS) are defined for each
the capacity of the roundabout. type of facility that has analysis procedures available.
Letters designate each level, from A to F, with LOS A
Table 3.2 Roundabout Pedestrian effects representing the best operating conditions and LOS F
ROUNDABOUT ENTRY the worst.
----------------------------------------- Accordingly, the output of the analysis using
SIDRA intersection version 5. 1 Software indicates that
Turn Pedestrian Circulating Adjustment
the level of service of Gerji-Imperial Roundabout is F,
Flow Rate Flow Rate Factor
-----------------------------------------
this indicates that the quality of service is the worst, as
South: Bole shown in Figure 3.4.
Left 1280 1118 0.493
Thru 1280 1118 0.493
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Approach 926 1.7 1.228 125.8 LOS F 35.8 275.9 1.00 4.59 10.3
North: Megenagna
1 L 341 1.1 0.977 30.6 LOS E 10.6 81.3 0.80 2.00 20.8
2 T 750 2.4 0.977 26.6 LOS E 11.3 87.4 0.79 1.92 21.2
3 R 273 0.9 0.977 28.4 LOS E 10.6 81.3 0.80 1.94 20.8
Approach 1364 1.8 0.977 28.0 LOS E 11.3 87.4 0.80 1.95 21.0
West: Hayahulet
1 L 259 1.7 0.886 28.5 LOS 7.8 60.4 0.94 1.63 21.2
D
2 T 517 3.4 0.886 22.4 LOS 8.9 69.9 0.96 1.66 22.2
D
3 R 259 1.7 0.704 15.0 LOS 4.3 32.9 0.89 1.19 24.3
C
Approach 1035 2.6 0.886 22.1 LOS 8.9 69.9 0.94 1.54 22.4
D
South East North West Intersection All Vehicles 4834 3.7 1.877 166.8 LOS F 89.4 735.7 0.93 4.58 8.4
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service.
Mov ID Tur Dema HV Deg. Avera Level 95% Back of Prop. Effecti Avera
n nd Satn ge of Queue Queu ve ge
Flow Delay Servic Vehicl Dista ed Stop Speed
e es nce Rate
South East North West Intersection
veh/h % v/c sec veh m per km/h
veh
3 R 377 4.1 1.877 417.4 LOS F 77.9 618.7 1.00 8.77 4.0
Approach 1509 7.3 1.877 416.6 LOS F 89.4 735.7 1.00 9.05 4.0
4. CONCLUSION
East: Gerji
The following conclusions are drawn from the findings
1 L 327 1.7 1.228 127.5 LOS F 35.7 275.2 1.00 4.58 10.5
of the study:
2 T 272 1.6 1.228 124.7 LOS F 35.8 275.9 1.00 4.59 10.2
3 R 327 1.7 1.228 124.9 LOS F 35.8 275.9 1.00 4.59 10.1 Based from the results of the study, the volume-to-
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capacity ratio for Gerji-Imperial roundabout is 1.749. [4] Addis Ababa City Roads Authority (AACR) Geometric Design
This means that the roundabout was over-congested. Manual, 2004.
For satisfactory operation the degree of saturation [5] Akcelik, Rahmi: Evaluating Roundabout Capacity, Level of
should be less than 0.85. Therefore, the operational Service and performance.
characteristic of the roundabout is unsatisfactory.
[6] City of Bend: Roundabout Evaluation and Design guidelines.
Likewise, the average delay of vehicles incurred at the
[7] Ethiopia Road Authority, (ERA): Geometric Design Manual,
roundabout is about 508.4 seconds which are beyond
the range of tolerable values. It is therefore concluded 2013.
that the roundabout is serving beyond its capacity. In [8] NCHRP Report 772
addition, the contributory factors causing the delay of [9] The Michigan Department of Transportation, (MDOT):
vehicles, was the unbalanced approach number of lanes Evaluating the performance and safety Effectiveness of
and the number of circulating lanes, including high
Roundabouts.
traffic volume and pedestrians, inadequacy of inscribed
[10] Temesgen A, Capacity Evaluation of roundabout and
circle diameter, and the roundabout connection with
different road types. Moreover, the researcher signalized intersections in Addis Ababa: MSc Thesis, Addis
concluded that the overall level of service of the Ababa University, 2007.
roundabout based from the results, is rated F which [11] SIDRA Intersection User guideline, 2010
means the roundabout was serving at a poor level of [12] Akcelik_ITE 2009 Annual Meeting Paper, Evaluating
service.
Roundabout Capacity, Level of Service and Performance.
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ACKNOWLEDGEMENT
—————————— ——————————
□ Bekwet Aynetaw earned his master’s degree in
Highway Engineering at Jimma Institute of Technology,
Jimma University, Ethiopia. Email address:
baynetaw@yahoo.com
REFERENCES
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