A FORMULATION TO EVALUATE CAPACITY AND DELAY OF MULTILANE ROUNDABOUTS IN THE UNITED STATES FOR IMPLEMENTATION INTO A TRAVEL FORECASTING MODEL

A FORMULATION TO EVALUATE CAPACITY AND DELAY OF MULTILANE ROUNDABOUTS IN THE UNITED STATES FOR IMPLEMENTATION INTO A TRAVEL FORECASTING MODEL by Erik Lawrence Seiberlich A Thesis Submitted in Partial Fulfillment of the Requirements for the Degree of Master of Science In Engineering at The University of Wisconsin-Milwaukee December 2001

A FORMULATION TO EVALUATE CAPACITY AND DELAY OF MULTILANE ROUNDABOUTS IN THE UNITED STATES FOR IMPLEMENTATION INTO A TRAVEL FORECASTING MODEL by Erik Lawrence Seiberlich A Thesis Submitted in Partial Fulfillment of the Requirements for the Degree of Master of Science In Engineering at The University of Wisconsin-Milwaukee December 2001 Major Professor Date Graduate School Approval Date ii

ABSTRACT A FORMULATION TO EVALUATE CAPACITY AND DELAY OF MULTILANE ROUNDABOUTS IN THE UNITED STATES FOR IMPLEMENTATION INTO A TRAVEL FORECASTING MODEL by Erik Lawrence Seiberlich The University of Wisconsin-Milwaukee, 2001 Under the Supervision of Alan Horowitz Modern roundabouts, first installed in England in the early 1960s, are becoming popular substitutes for signalized and stop controlled intersections in the United States. These facilities were originally introduced in order to solve the problems of the existing rotaries and traffic circles. Using the principle that entering traffic yields to circulating traffic, or the give way rule, roundabouts proved to be a much more efficient intersection than the rotaries, and in many cases, signalized intersections. This thesis presents a formulation for evaluating the capacity and delay of multilane roundabouts. The formulation was designed to be implemented into a travel forecasting model for application in the United States. Based on the study of many literature sources, this formulation uses the gap acceptance theory and evaluates entry lanes on a lane-by-lane basis. The utilization of the entry lanes is dependent on the equilibrium of delay, representing a user-optimal paradigm. Included in this thesis is a review of relevant and related literature, a detailed explanation of the formulation, and a iii

step-by-step example using realistic traffic data. The document also contains testing of the formulation and comparisons to a popular roundabout modeling software package. Major Professor Date iv

I would like to thank my advisor, Dr. Alan Horowitz, for leading me through this thesis. His guidance was crucial for the production of this document. I would also like to thank Dr. Ed Beimborn and Dr. Zhong-Ren Peng for their valuable involvement and input. I would like to recognize the support and encouragement provided by my family, mom and dad, Sues, Tom and Kevin. Special thank you to my sister Kristine for the advice and first hand experience on how to handle the whole thesis process. Finally, I would like to acknowledge someone who made much of my schooling possible. Thank you Grandma Hope for your assistance, in all respects. v

1 Table of Contents 1 Introduction... 5 1.1 Basic Concepts of Roundabouts... 5 1.2 Basic Definitions... 9 1.3 Purpose/problem... 10 1.4 Goals and Objectives... 11 1.5 Hypotheses... 12 1.6 Approach... 15 2 Roundabout Capacity & Delay Models A Literature Review... 17 2.1.1 Roundabout History and Definition... 18 2.2 Analytical (Gap Acceptance) v. Empirical Regression (Geometric)... 19 2.3 Level of Analysis of Capacity and Delay... 24 2.3.1 Equilibrium Traffic Assignment... 27 2.4 Parameters and Other Considerations... 28 2.4.1 Driver Experience... 29 2.4.2 Circulating Roadway Lane Utilization... 30 2.4.3 Critical Gap and Follow Up Time... 31 2.5 Roundabouts as an Element of Travel Forecasting Models... 34 2.6 Summary... 36 3 Formulation Development... 37 3.1 Network Topology... 37 3.1.1 Slip Lanes... 40 3.2 Components of the Formulation... 41 3.3 The Capacity Equation... 43 3.3.1 Determination of Circulating and Entering Flows... 44 3.3.2 Determining Capacity of Each Entry Lane... 49 3.4 The Delay Equation... 52 3.4.1 The Yield-Line Delay Equation... 52 3.4.2 Equilibrating Entry Lane Delay for Each Approach... 55 3.5 Formulation Summary... 57 3.6 Formulation Example... 58 3.6.1 Values for Variables and Parameters... 58 3.6.2 Step-by-Step Example of the Formulation... 59 4 Data Collected/Results/Model Testing... 65 4.1 The Traversal Delay Equation... 66 4.2 Data Collection... 70 4.3 Sensitivity Testing... 70 4.4 Formulation Comparison... 78 4.5 Summary... 82 5 Findings and Future Work... 83

5.1 Findings... 83 5.1.1 Basis of the formulation... 84 5.1.2 Level of Analysis of Approach Lanes... 85 5.1.3 Quality and Integrity of the Formulation... 86 5.2 Future Work... 87 5.2.1 Circulating Split... 87 5.2.2 Driver Familiarity Factor... 88 5.2.3 Calibration and Comparison... 89 6 Bibliography... 90 7 Appendix... 93 2

3 Table of Figures Figure 2-1: Circulating Traffic Tendency... 30 Figure 2-2: One-way Street Grid... 34 Figure 2-3: Series of T-intersections... 35 Figure 3-1: Possible Network Topologies... 38 Figure 3-2: Five-legged Roundabout... 39 Figure 3-3: Selected Network Topology... 40 Figure 3-4: Slip Lane Topology... 41 Figure 3-5: Circulating Volume at Entry... 47 Figure 3-6: Example Turning Movements... 58 Figure 3-7: Adjusted Example Turning Movements... 60 Figure 4-1: Circulating Volume Determination... 68 Figure 4-2: Yankee Doodle and Lexington Turning Movements... 71 Figure 4-3: Lexington and Yankee Doodle Results... 72 Figure 4-4: Lexington and Yankee Doodle Flows... 72 Figure 4-5: Lexington and Yankee Doodle Delays... 73 Figure 4-6: Delay as a Function of Entering Volume... 74 Figure 4-7: Delay as a Function of Circulating Volume... 75 Figure 4-8: Delay as a Function of All Volume... 76 Figure 4-9: Hypothetical Examples of Errors in the Formulation... 77 Figure 4-10: Traversal Delay as a function of Circulatory Speed and Distance... 78 Figure 4-11: Single Lane Roundabout Comparison... 80 Figure 4-12: Two-lane Roundabout Comparison... 81

4 Table of Equations Equation 3-1: Akcelik Base Capacity Model... 43 Equation 3-2: PCE Adjustment... 45 Equation 3-3: Arrival Flow Rate for Right Lane... 45 Equation 3-4: Arrival Flow Rate for Left Lane... 46 Equation 3-5: Outside Lane Circulating Flow at Entry... 47 Equation 3-6: Inside Lane Circulating Flow at Entry... 47 Equation 3-7: Adjusted Base Capacity Equation... 49 Equation 3-8: Proportion of Unbunched Vehicles in the Circulating Stream... 51 Equation 3-9: Base Delay Equation (Akcelik/Troutbeck)... 52 Equation 3-10: Minimum Yield-Line Delay... 53 Equation 3-11: Degree of Saturation... 53 Equation 3-12: Performance Parameter for Average Overflow Queue... 53 Equation 3-13: Adjusted Performance Parameter Equation... 54 Equation 3-14: Overflow Parameter... 54 Equation 3-15: Adjusted Yield-Line Delay... 55 Equation 3-16: Basic Equilibrium... 56 Equation 4-1: Base Traversal Delay... 66 Equation 4-2: Free Flow Travel Time for a Leg... 67 Equation 4-3: Total Traversal Delay... 68 Equation 4-4: Average Traversal Delay... 69 Equation 4-5: Average Facility and Queuing Delay... 69

5 1 Introduction Modern Roundabouts were first introduced in the early 1960s in England. These facilities were introduced in order to solve the problems of the existing rotaries and traffic circles. Using the principal that entering traffic yields to circulating traffic, or the give way rule, roundabouts proved to be a much more efficient intersection than the rotaries, and in many cases, signalized intersections. 1.1 Basic Concepts of Roundabouts Due to the technical nature of this thesis, it is necessary that basic concepts dealing with roundabouts be defined. Roundabouts are intersections of two or more roads that are made up of a oneway circulating roadway that has priority over approaching traffic. The approaching traffic is controlled by yield signs, and can only make a right turn onto the circulating roadway. The only decision the entering motorist needs to make once they reach the yield line is whether or not a gap in circulating traffic is large enough for them to enter. The vehicles then exit the circulating roadway by making a right turn toward their destination. Roundabouts are often confused with traffic circles or rotaries. These other facilities are often stop or signal controlled, and give priority to traffic entering

6 the intersection. Roundabouts have three main characteristics that identify them when compared to traffic circles: Offside priority or yield-at-entry Roundabouts give vehicles in the circulating roadway the right of way. This is different than other uncontrolled, yield controlled or multi-way-stop controlled intersections that give priority to vehicles approaching from the right (North America). In addition to giving priority to vehicles already in the facility, roundabouts control the entering vehicles with a yield sign, not stop signs or traffic signals. Approach flare Most roundabout approaches flare out at the entries and allow more vehicles to enter the circulating roadway at a more obtuse angle. This improves capacity, and allows entering vehicles to enter at similar speeds as the circulating vehicles unless a cue has developed at the entry. The size and angle of the flare is generally controlled by a raised splitter island that separates the entering and exiting traffic at an approach. This island also gives pedestrians a safe location to cross the approach in two stages. Deflection This characteristic is the geometry of the facility that requires vehicles to slow down as they maneuver through the roundabout. The size

7 of the center island and angle of approach determine the deflection and potential speeds of entering and circulating vehicles. In addition to these three primary requirements, there are other attributes common to roundabouts. Unlike traffic circles, where there can be pedestrian access to the center island, crosswalks for roundabouts are located on the approach legs, behind the yield lines. Also, parking is not allowed within the circulating roadway or at the entries of the approach legs, and all entering traffic is required to proceed around the roundabout in a counter-clockwise direction. (In some neighborhood traffic circles, a left turning vehicle is allowed to shorten its trip in front and to the left of the center island.) The effect of the roundabout is that traffic is required to slow down to negotiate the curve around the center island, but unlike stop and signal controlled intersections, vehicles entering roundabout are not required to stop. This makes the facility more efficient under a broad range of traffic volumes, as motorists need only to find an acceptable gap for entrance. In most cases roundabouts have been found to be much safer than other intersections. There are several reasons for this. First, roundabout design requires that vehicles slow to speeds of 15-30 miles per hour in order to maneuver the facility. Second, since all entering vehicles turn right, there is a

8 great reduction in the number of points of conflict compared to a conventional intersection. The reduction from 32 to 8 points of conflict lessens the chance for crashes, and when combined with the reduced speed, crash severity is further reduced. One element that may decrease safety is driver unfamiliarity with roundabouts. This factor would be most apparent with new roundabouts and will obviously diminish with time and driver experience. The purpose of this thesis is to develop a capacity and delay formulation for roundabouts that can be used in a travel forecasting model. A travel forecasting model is a macroscopic program that uses origins and destinations and minimum disutility to determine vehicle paths. Macroscopic programs are more general and often deal with data at the traffic analysis zone level, where as microscopic models deal with individual vehicles. Microscopic models are very detailed and require that much more data and other information is provided for each facility, compared to macroscopic models. Microscopic models are used to analyze small areas, from one intersection to several corridors. The macroscopic models, for which this formulation is being developed, can deal with up to 20,000 nodes and 30,000 links. With applications of this magnitude, it is important to keep the required data entry and design for each facility to a minimum. Also, the delay and capacity calculations for an individual intersection must be able to be completed in much

9 less than a second, for if the multilane roundabout is part of a very large model, it can not seriously slow down the entire application. For these reasons, one task of this activity will be to utilize only the absolutely required data and parameters, and not deal with less important variables or factors. 1.2 Basic Definitions Several concepts and characteristics are unique to roundabouts. The following illustrates how certain characteristics of roundabouts will be referred to in this thesis. Roundabouts are made up of a circulatory roadway and three or more approaches with entry and/or exit lanes. When looking at one approach, the vehicles entering the facility are described as the entering flow at entry and are described by which lane they occupy, either the right or left lane. The vehicles on the circulatory roadway, passing in front of the approach are described as the circulating flow at entry and are described as occupying the inside or outside lane, the inside lane being the closest to the center island. Another term unique to roundabouts is the slip lane. A slip lane is a lane that allows right turning vehicles to do so without entering the circulatory roadway.

10 Several other terms must be established prior to getting any farther into the thesis. For the purpose of understanding, a hierarchy has been developed to explain the level at which an equation, or series of equations, relates to a model. A model will pertain to a simulation that evaluates many characteristics and performances of an intersection, corridor or network. Next is a formulation, which relates to a series of equations and variables that can evaluate certain performance characteristics. The smallest element is an equation. Several equations are required to make up a formulation. 1.3 Purpose/problem The purpose of this thesis is to develop a formulation that can be implemented into a travel demand forecasting model. This formulation will evaluate the capacity and delay of a multilane roundabout. The primary problem that has been presented is to determine which of the myriad of prior formulations is most appropriate. Different types of formulations have been developed. Some formulations evaluate the roundabout based on all the entry lanes of an approach, some treat each lane group as its own entity, and some use a lane-by-lane analysis based on other factors. Certain models are based on gap acceptance principals, while others are based on geometry and empirical regression formulas.

11 A gap acceptance formulation determines capacity of a roundabout using a minimum critical gap and follow up time that a driver would require when attempting to enter the circulating stream of traffic. A regression model determines capacity based on certain geometrical characteristics of the facility and the circulating flow. This type of model is calibrated using empirical data from roundabouts at capacity conditions. The task for this thesis will be to determine what type of formulation is most appropriate for evaluating roundabouts in the United States for the purpose of implementation into a travel forecasting model. Existing roundabout formulations were largely developed on other continents, and are based on the travel habits, vehicle characteristics and accepted driving practices in other countries, mainly in Western Europe and Australia. 1.4 Goals and Objectives In order to fulfill the purpose of this thesis, several goals and objectives have been developed as a guide. These goals and objectives include the following: Based upon the review of published articles, design guides, and existing roundabout simulations, determine the appropriate basis for the desired

12 formulation; whether it should be a gap acceptance-based formulation, an empirical regression-based geometrical formulation, or possibly a combination of the two. Determine the level of complexity at which the capacity and delay will be evaluated. Determine whether the formulation will look at the roundabout as a single node, each approach as an individual node, or in more detail looking at queue length, travel time optimization, or lane groups which might affect the approach lane distribution. Identify any parameters that affect roundabouts in the United States differently than those overseas. Set values for new parameters that are developed for my formulation. Determine the appropriate level of detail and simplicity so that my formulation can be easily entered into a large-scale, macroscopic travel demand forecasting model. 1.5 Hypotheses Many questions need to be answered before this model can be implemented into a travel forecasting model. These questions will act as hypotheses guiding the

13 evolution of the formulation so that it properly evaluates capacity and delay for roundabouts using driver and vehicle characteristics in the United States. The questions are grouped into three categories. Each category further refines the development of the formulation. The first group helps define the basis for the formulation. Is a gap acceptance based formulation appropriate for use in a large-scale travel forecasting model? This type of formulation represents the behavior of drivers waiting for a gap large enough to enter into the circulating roadway. Is a regression formulation appropriate for use in a large-scale travel forecasting model? This type of formulation is primarily based on several geometric characteristics of the roundabout in addition to the circulating volume. The next group of questions deals with the level of aggregation or complexity of the formulation. Is it most appropriate to analyze the roundabout by all approach lanes together? This method would aggregate all the movements from each approach, and give an overall capacity and delay for the approach without regard to different lanes.

14 Is it most appropriate to analyze the roundabout by lane groups? This method would treat each lane group of the approach individually, and provide different capacities and delays based on the entry and circulating flows for each group. Is it most appropriate to analyze the roundabout on a lane-by-lane level? This type of analysis measures capacity and delay for each individual entering lane at each approach. Analyzing at this level would require specific information on the utilization of different lanes. The next group of questions investigates the quality and integrity of the formulation, regarding the desired application. Is there sufficient and relevant information for this formulation to be implemented into a U. S. based application? This question relates to whether or not the formulation appropriately relates to driver and vehicle characteristics found in the U.S. Is there sufficient information so that this formulation can be implemented within a macroscopic travel forecasting model? Will this formulation function appropriately so that it correctly represents the characteristics of a real roundabout facility over a broad range of traffic conditions? Are there any compromises that will defeat the validity of the delay estimates? Since the formulation is designed for a large network

15 macrosimulation, it must require much less data than those formulations in an intersection-specific simulation. Answers for these questions will provide the framework and quality control for the capacity and delay formulation. The conclusion portion of the thesis (chapter 5) will answer these questions, and provide areas for which further study is needed for this topic. 1.6 Approach This thesis consists of five chapters. The contents of chapters two through five are as follows. Chapter 2 is the literature review. Chapter 2 discusses the findings of other research, and at the same time evaluates the relevance and appropriateness of the material for the purpose of this thesis. Chapter 3 presents the development of the formulation. It proceeds through the steps, and details the different elements of this formulation. This chapter identifies the source of each element of the formulation and works through the capacity and delay evaluation process.

16 Chapter 4 discusses the gathering of data sets, and provides examples and results of the working formulation. In addition, this chapter provides the sensitivity testing of the formulation, and uses other tests to determine the fitness of this formulation for the purpose of implementation into a travel forecasting model. Finally, chapter 4 will compare results of this formulation with the formulation used in aasidra, a popular roundabout simulation tool. Chapter 5 presents conclusions of this research and provides suggestions for additional investigation on the topic.

17 2 Roundabout Capacity & Delay Models A Literature Review Since modern roundabouts were first introduced in the early 1960s, many different types of formulations have been developed in order to determine roundabout capacity and delay. This chapter addresses most of the different approaches taken to determine roundabout performance. The literature review will look at the different theories upon which these formulations are based, and the various equations that use a myriad of variables and parameters to estimate capacity and delay. These models come from many countries, but primarily from Australia and throughout Western Europe. Many of the formulations constitute elements of different software packages that evaluate roundabouts and traffic corridors or networks on macroscopic or microscopic levels. With the information discussed in this literature review, it will be possible to determine which characteristics of roundabout performance estimation should be used for developing a formulation for determining the capacity and delay of American roundabouts for implementation into traffic forecasting models. It has been determined that for the purpose of this thesis, a roundabout is a completely different entity than those facilities that people call traffic circles or rotaries. A roundabout has several characteristics unique from these other

18 circular intersections, and the formulations to be developed will only refer to roundabouts. 2.1.1 Roundabout History and Definition The first circular intersection in the U.S. was Columbus Circle in New York City, built in 1905. Rotaries were built in the U.S. from the 1920s to the 1950s. In 1966, the mandatory give-way rule was adopted in England, requiring entering vehicles to yield to vehicles in the circulating roadway. In the 1970s and 80s roundabouts were first used in other European nations and Australia, and in 1990, the first roundabout was installed in the United States. (Ray and Rodegerdts, 2001). There are several characteristics used to identify roundabouts distinctly from traffic circles and rotaries. Wallwork (1997) describes traffic circles as having square entries, and a stop control of the entry. Flannery, et al (1998), Myers (1994), and Oursten and Bared (1995) state the three main characteristics of roundabouts to be: yield on entry, deflection, and flared entries. In addition to these characteristics, defined previously in section 1, Ray and Rodegerdts (2001) also identify other elements that distinguish roundabouts from other circulatory roadway facilities. These elements include pedestrian access and crossing location, parking availability, and the direction of circulation on the roadway.

19 In roundabouts, pedestrians are only allowed to cross approaches. The crossing can be done across one direction of traffic at a time, with the splitter island providing a safe location for a pedestrian to wait in the middle of the street. Access is not allowed to the center island. Parking is not permitted in the circulatory roadway of roundabouts. Some other types of circulatory intersections allow parking. Traffic in the circulating roadway of American roundabouts always moves in the counter-clockwise direction. In some smaller traffic circles, traffic is allowed to pass in front and to the left of the center island instead of the 270-degree maneuver done in a roundabout. 2.2 Analytical (Gap Acceptance) v. Empirical Regression (Geometric) There exist two distinct theories upon which roundabout capacity/delay equations are based. These theories are the analytical or gap acceptance based method, and the empirical method, which is based on geometrics and regression. In Kimber s initial laboratory report (1980) he states that the dependence of entry capacity on circulating flow depends on the roundabout geometry. Kimber defines five geometric parameters which have an effect on the capacity. These are entry width and flare, the inscribed circle diameter (a line that bisects the

20 center island and the circulating lane twice), and the angle and radius of the entry. In Kimber s 1989 paper he states that gap acceptance is not a good estimator of capacity in the United Kingdom. He also continues that single-lane entries are the basis for the simplest case for gap acceptance models, while empirical models apply also to multilane entries. Kimber reasons that gap acceptance models do not increase capacity correctly when additional entry lanes are added. Perhaps Kimber s reasoning in this publication was due to its creation date. Many new ideas have been put forth for how additional lanes affect capacity in a gap acceptance model. Kimber makes two interesting comments in his paper, the first being that many circumstances exist where driver response to yield signs conforms to gap acceptance assumptions. However, he questions whether or not gap acceptance is a sufficient description of this interaction. The main flaw of the gap acceptance theory is that it poorly evaluates capacity for at-capacity roundabouts. Flannery et al (1998) comment that congested roundabouts are very scarce in the United States. Therefore, the empirical regression model might be difficult to use since it requires a saturated facility to be calibrated.

21 The second comment by Kimber is that because of driver behavior and geometric variation it is not safe to transfer theories from one country to another. Fisk, in a 1991 article, agreed that regression models should not be transferred from region to region, or between roundabouts of different geometrical configurations. Fisk writes that because a regression model requires a great deal of data for calibration, it may work well at a specific facility, but cannot be universal for many. Further, Fisk feels that gap acceptance models demonstrated reliable predictions for both capacity and delay of New Zealand roundabouts. Fisk believed that by changing vehicle class parameters or providing a range of critical gap values, gap acceptance modeling could be used in other locations. Akcelik (ARR 321, 1998) contends that while Kimber objects to the simple gap acceptance method, the model presented for use in the SIDRA software package goes beyond the simple approach. One main addition to Akcelik s gap acceptance approach is the modeling of the roundabout based on approach lane use. Furthermore, Akcelik writes that the method presented in his report improves capacity prediction during heavy flow conditions and especially for multilane roundabouts with uneven approach demands. Many of the additional elements used in SIDRA are parameters used to enhance its basic gap acceptance theory. The parameters that deal with the entering traffic stream include the inscribed diameter, average entry lane width, the

22 number of circulating and entry lanes, the entry capacity (based on the circulating flow rate), and the ratio of the entry flow to the circulating flow. These additional model elements demonstrate the detailed nature of the SIDRA model. Another important component of Akcelik s formulation is the identification of the dominant and subdominant entry lanes based on their flows. The dominant lane has the highest flow rate, and all others are subdominant. The purpose of this component is that dominant and subdominant entry lanes can have different critical gap and follow up times. The distinction between dominant and subdominant lanes appears to be quite important because vehicles using the leftmost entry lane must find a gap in both circulating lanes, as opposed to the right entry lane, which must only deal with traffic in the outer most circulating lane. SIDRA also includes a passenger car equivalent (pce) for heavy vehicles. Akcelik (1997) recommended that pce per hour be used in place of vehicles per hour when the proportion of heavy vehicles surpassed 5%. Many other authors concurred with Akcelik s recommendation. In their Roundabout Design Workshop (2001), Ray and Rodegertds explain that heavy vehicles primarily affect roundabout capacity with their size, not their slower acceleration and speed. The U.S. DOT s Roundabout Guide (2000) suggests typical pce conversion factors for adjusting entering and circulating volumes. These include a 1.5 factor for recreational vehicles and buses, and a 2.0 factor for tractor-trailers.

23 Todd (1979) explained that U.S. roundabout capacity would be lower than that of other countries because of larger vehicle sizes. While this might be true, it would have little impact in a large travel forecasting model. Although a travel forecasting model allows different facilities to have different heavy vehicle adjustments, the larger size of American vehicles would create a minimal difference in delay over a large network. For the purpose of this thesis, the gap acceptance theory appears to be the most appropriate basis for the capacity and delay formulation. Since this formulation is designed to be implemented into a traffic forecasting model, it seems as though its capacity and delay equations should be similar to those used for other U.S. unsignalized intersections. The Highway Capacity Manual (HCM) (TRB 209, 1998) uses simple gap acceptance for two-way stop controlled intersections and roundabouts. Also, a single multilane roundabout is just one element in a traffic forecasting model. Since the user input should be kept to a minimum, an empirical regression based formulation would be too labor intensive. Further investigation into which theory is more appropriate shows that the gap acceptance model is felt to be more transferable from country to country and

24 location to location than is the empirical regression model. List et al (1994) investigated multilane roundabouts in New York State using gap acceptance based models. They commented that it is possible to transfer capacity equations from overseas, but that it is important to develop unique formulations for U.S. conditions by modifying those developed abroad. That is the exact idea for this thesis. 2.3 Level of Analysis of Capacity and Delay Roundabout capacity and delay analysis can be performed at several levels of detail. Akcelik (1998) mentions three methods by which capacity measurement can occur. These include analysis by total approach flow, as used in ARCADY, the British empirical regression based simulation. There is analysis by lane groups, as used for signalized intersections in the United States HCM, and there is lane-by-lane analysis, which is the method used in SIDRA. 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 facility. Akcelik feels the best way to account for unequal lane use is by using dominant and subdominant lanes.

25 It appears that modeling a multilane roundabout by combining the flows from all movements, and using the same parameters for both lanes would be inappropriate. Moreover, getting an average intersection delay across all legs would not serve the best purpose for the use of this formulation in any type of traffic modeling software. With consideration to the two statements above, the proper approach would be a distinct treatment of each lane of traffic. This prior remark also agrees with Fisk s (1991) statement that when an entering vehicle has the choice of lanes, there should be a method for determining the flow distribution by lane. Fisk states that lane utilization for entering lanes should be determined using travel time minimization or by equalizing queue lengths. It is also mentioned that the right lane will be served at a faster rate than the left lane, and because of this, travel time minimization would be a better predictor. Akcelik s use of dominant and subdominant lanes attacks this problem from a different angle, but would greatly increase the complexity to my formulation. Fisk and Akcelik both recommend using a different critical gap and follow up time for each lane.

26 This is appropriate for the formulation being presented, because the vehicles using the left lane must essentially find a gap in the outside circulating lane at the same time it attempts to enter the gap in the inside circulating lane. The question then surfaces as how to determine what vehicles use which lane. Akcelik s model, using the dominant and subdominant lanes, looks at the turning movement of each approach. Considering exclusive and shared lanes, a lane utilization ratio is determined by the degrees of saturation of the lanes. Lane group capacity is then calculated, and eventually flow rate for each lane is determined. While this process appears to fit the needs of the aasidra simulation, it is not so appropriate for my formulation. Requirements for my formulation include low user input, very quick calculating and processing, and a preservation of simplicity. Morlok (1978) states that behavioral studies of motorists indicate that motorists will choose their route based on the minimum travel time. This assertion 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. For this model to be implemented into a travel forecasting model, the minitraffic assignment would not necessarily work. Depending on the network

27 topology (discussed in section 3.1), the travel forecasting model will likely see all traffic entering the circulating stream as taking right turns. Because of this fact, it would be extremely difficult to determine lane use based on turning movement. The method that fits best for my formulation is to have equal delay in each lane of the approach. Equilibrating delay (see section 3.4.2) in each lane will minimize total travel time, as Fisk recommended, and it can be done with out determining dominant/ subdominant lanes, or by figuring proportions of each turning movement and lane group. This maintains the simplicity of the formulation, while still attending to the issue of different parameters for the entering lanes. 2.3.1 Equilibrium Traffic Assignment A brief discussion of the central ideas of equilibrium based traffic assignment is warranted since this is the method that is most promising for determining lane utilization. Morlok (1978) likens the traffic assignment equilibrium process to the equilibrium analysis of supply and demand in economic markets. However, for traffic assignment many elements (facility supply, traffic demand, travel time, mode choice) are considered to determine the disutility on a network. For most travel forecasting models there will be one element of disutility, and that will be travel time, which is dependent on delay.

28 As Morlik explains, the equilibrium theory is based on the desire of the motorist to travel the route with the lowest disutility (in this case travel time). If one route has a lower disutility than the other(s), motorists will use that route. If the volume of motorists on a particular route increases the disutility beyond that of an alternative route, motorists will switch to the new route, until another route has lower disutility. Traffic is assigned on the two (or more) routes so that the disutility or travel time is equal, and that there is no other unused route with a lower disutility than the routes being utilized. 2.4 Parameters and Other Considerations As Akcelik (2001) suggested, a satisfactory capacity and delay formulation should include modeling driver yield behavior and geometry. The driver yield behavior is accounted for in the gap acceptance-based capacity and delay equations. The geometry delay is accounted for by the design of the roundabout in the travel forecasting model. This section will discuss the additional parameters and postulations that will be included in the product of this thesis; the capacity and delay formulation.

29 2.4.1 Driver Experience Adjusting the volume for heavy vehicles has previously been discussed in section 1.2. Another factor affecting capacity is driver experience. List et al (1994) contend that when British or Australian capacity models are used in the U.S, they tend to overestimate throughput. This is due, they claim, to driver inexperience. British and Australian motorists are much more used to driving in these facilities than are most American drivers. Myers (1994) asks in his publication, can American drivers adapt to roundabouts? He answers his question with yes. Fortuijn (1997) noted that capacity could be affected by whether the motorist is informed of the upcoming intersection prior to entering or while approaching the roundabout. This statement, as well as the statements by List and Myers identifies the need for a correction to the capacity relating to driver behavior. For this reason it seems appropriate to introduce a driver familiarity factor into the capacity and delay formulation. This driver familiarity parameter would assume that as driver experience and comfort with negotiating the roundabout increases, so will capacity. Since roundabouts are a relatively new type of intersection in the United States, motorists comfort level would seem to increase quickly since it is starting from near zero. Therefore, the driver familiarity factor should be used for new facilities and in locations that are always used by different drivers (airports, tourist attractions).

30 2.4.2 Circulating Roadway Lane Utilization The most valuable information on lane use in the circulatory roadway comes from List et al (1994). They state that no more than 5% of circulating vehicles occupy the inside lane alongside a vehicle in the outside lane. It goes on to affirm that that does not mean the inside lane is unused, just that most motorists use it as a passing lane. Ray and Rodegertds explained in their Roundabout Design Workshop (2001) that vehicles in the circulating roadway tend to line up back bumper to front bumper, from the outside lane, going to the center (Figure 2-1). Figure 2-1: Circulating Traffic Tendency Consideration of both these statements leads to the belief that lane utilization in the circulatory lane is varied based on traffic volume entering the roundabout. Additionally, taking into account the 5% in List s research, and the tendency explained by Ray and Rodegertds, the inside lane utilization would likely fall into the 15% - 25% range. This element of the capacity and delay formulation should be in the form of a parameter. There would be a default value of the parameter, but it may be changed based on observation of a particular roundabout, regional tendencies, or other considerations.

31 2.4.3 Critical Gap and Follow Up Time There are a variety of ideas of what is the most correct critical gap for vehicles entering a roundabout. Cassidy et al (1995) state that it is not possible to directly observe the mean critical gap. This report also states that there is no evidence that a single-valued gap acceptance function cannot be used to model driver behavior reliably at a stop sign. Considering that traffic at a stop sign can perform three maneuvers, right turn, left turn and through, different sized gaps would be far more likely than in a roundabout where all motorists are taking right turns into the circulating roadway. Therefore, by the idea that if a single critical gap can be used for three maneuvers, it would only be more accurate for one maneuver. Tian et al (2000) consider the many variables that can effect critical gap and follow up time. They state that geometry, turning movements, vehicle type and approach grade were found to affect these parameters. The delay a motorist has already incurred was also found to be a major factor affecting a motorist s gap acceptance tendencies. Several of these factors are not applicable to the needed formulation. As stated previously, since there is only one possible turning movement, a right

32 turn into traffic, there is no need to vary these parameters based on traffic maneuver. Vehicle type has been addressed in passenger car equivalents, and for use in a large travel forecasting model, the 0.1 second adjustment for heavy vehicles recommended by Tian et al would be insignificant. Grades are not a part of most travel forecasting models. In addition, it is generally not a common practice to install a roundabout at a location with considerable vertical variation. The Federal Highway Administration (FHWA) (2000) states that it is not desirable to locate roundabouts where grades are greater than four percent. Therefore, it is assumed that most roundabouts will not deal with grade as a factor. The assertion that the delay a vehicle has incurred affects critical gap and follow up time is noted, but for the sake of keeping the simplicity of the formulation, it should return to Cassidy s argument and use one value. Still in question are the appropriate critical gap and follow up time. Akcelik (1998) introduced flow based estimations that determine the critical gap and follow up times. Akcelik documented a critical gap range of 2.2 to 8.0 seconds and a follow up headway of 1.2 to 4.0 seconds. To determine the appropriate magnatude of these parameters the dominant and subdominant lanes approach was used (discussed in section 2.3).

33 The Transportation Research Board (HCM 1997) presents its critical gap range as 4.1 to 4.6 seconds, and the follow up time as 2.6 to 3.1 seconds. These values, however, are for only single lane roundabouts. List et al (1994) determined the average critical gap to be from 2.8 to 4.0 seconds and the follow up time to range from 1.8 to 3.7 seconds. These values were most representative of the right lane. As stated earlier, the right lane will have a smaller critical gap and follow up time than the left lane, as the vehicles in the left lane have to cross the outside circulating lane. All of these gaps are considerably smaller than the recommended critical gaps and follow up times for two-way stop controlled intersections. The Transportation Research Board lists these as 6.9 and 3.3 seconds for a right turn onto a four-lane road, which is analogous to the circulatory roadway of a multilane roundabout. Roundabout gaps and follow up times are smaller due to two reasons. The first is the ability for some vehicles to enter the circulating roadway without coming to a complete stop. If there are no queued vehicles in the entry lane, the yield control allows vehicles to only slow to the speed at which they can safely negotiate the roundabout. The second reason is the flare of the roundabout. Tian et al (2000) observed that as the turn angle gets smaller, or closer to a through movement, the maneuver is easier and the critical gap tends to decrease.

34 Because roundabouts are flared, a smaller turning radius is created than would occur when turning right at a ninety degree intersection. 2.5 Roundabouts as an Element of Travel Forecasting Models There has been little prior work done on how multilane roundabouts should be implemented into travel forecasting models. It is fairly easy to model single lane roundabouts in such a simulation. According Todd (1978) a roundabout is essentially a series of one-way streets that are yield controlled. He presents a grid of alternating one-way streets, in which a driver yields to traffic from the right at every second intersection (Figure 2-2). R R 1 R R 2 R R 0 R Figure 2-2: One-way Street Grid Wallwork (1997) and the City of Lincoln, Nebraska (2000) describe the roundabout as a series of T-intersections, where the top of the T represents the circulating roadway, and the legs of the T are the approach lanes, which yield to

35 the circulating flow (Figure 2-3). Each entry and exit is tangential to the circulatory roadway allowing the traffic to maneuver without stopping or slowing to a very low speed. CIRCULATORY ROADWAY Figure 2-3: Series of T-intersections YIELD The way roundabouts have been modeled was simply by using four t- intersections connected by a one-way road. These were designed the same way as network topology model 2, in section 3.1. The ease of evaluating single lane roundabouts is that there are few complex equations required. The necessary parameters are only critical gap and follow up time. There is no determination that has to be made regarding the use of different lanes, or the circulatory roadway. The driver familiarity factor presented in this thesis however, might be of value to existing single lane roundabouts. This factor can account for the potential decrease in capacity due to the inexperience of drivers in the United States.

36 2.6 Summary Based on this literature review, the foundation for the formulation to be illustrated in section 3 will work best following the equations used by Akcelik as presented in ARR 321. A gap acceptance based formulation will be more compatible with travel forecasting models, and there will be more consistency with what the user inputs for other types of intersections. Some type of modified lane-by-lane analysis appears to be the most appropriate way to model the lane utilization of entering traffic. Following Fisk s suggestions, the lane utilization should be based on equilibrium of the delay for both lanes, with the right entry lane serving more vehicles than the left. Several other parameters were identified and will be discussed further in the formulation development section. In addition, more detail will be given to the network topology that should accompany this formulation when implemented in a travel forecasting model.

37 3 Formulation Development The overwhelming majority of research articles begin their analysis using single lane roundabouts and modifying their equations for multilane roundabout application. This formulation begins with the more complex multilane roundabout analysis, which then can be simplified when necessary for single lane usage. The formulation presented in this chapter will address determining the entering and circulating flows, capacity, and delay for each lane of the entering approaches of a single-lane or two-lane roundabout. Prior to presenting the formulation, the network topology must be explained. Since this formulation has been developed to be used in a travel forecasting model, the proper network topology design is also required. 3.1 Network Topology The term network topology refers to the way the roundabout facility appears visually when building the network in a simulation. The chosen network topology can affect the design of the capacity and delay formulation. There are three designs that have been considered for use with this formulation. One design is to model the roundabout as a node bisecting two links (1). Another design is to have each entry as a node, with the circulatory roadway being a connection of those nodes (2). The third design is to use the previous node and

38 link method, but to have a series of one-way links, each representing an entry and circulating lane (3). Figure 3-1: Possible Network Topologies Each topology has its benefits and limitations. Topology 1, for instance, is the only topology that can differentiate between turning movements for each approach. In topologies 2 and 3, the only option for entering traffic is to turn right at the intersection, as the circulating roadway would be identified in the software as one-way. The benefits of topologies 2 and 3 include the ability to model geometry of the roundabouts. Instead of figuring geometrical features into the capacity or delay formulations, the links can be designed to mimic the circulatory roadway geometry of the roundabout. By adjusting the link speed limit to the intended or observed speeds of the circulating traffic, the model can deal with the time spent in the roundabout without any additional equations within the formulation. 1 2 3 Topology 3 is a complex arrangement that would remove complexity from the formulation. This design, however, could not accurately imitate the traffic

39 maneuvers that take place, as traffic could not freely change lanes in both the circulating and entry lanes. Topology 2 is the chosen network topology, as it fits best with the gap acceptance model that has been selected for this formulation. The need for the user to accurately model the link length is a shortcoming of this topology, but this topology is also the easiest for representing roundabouts with different numbers of approaches. (Figure 3-2) Figure 3-2: Five-legged Roundabout Figure 3-3 is a detailed illustration of what the network topology should resemble. The approach legs are two-way, two-lane streets, and the circulatory roadway is made up of one-way, two-lane links. The nodes are yield-controlled intersections, controlling the traffic on the entry approaches. For the network to correctly represent the actions of the facility, the speed limit on the circulatory links shall be set to 15-25 miles per hour; at whatever speed the roundabout was designed.