TOMA TOLLAZZI, Ph. D.

e-mail: [email protected]
MATJA RAML, Ph. D.
e-mail: [email protected]
University of Maribor,
Faculty of Civil Engineering
Smetanova 17, SI-2000 Maribor, Slovenia
TONE LERHER, Ph. D.
e-mail: [email protected]
University of Maribor,
Faculty of Mechanical Engineering
Smetanova 17, SI-2000 Maribor, Slovenia



ROUNDABOUT ARM CAPACITY DETERMINED BY
MICROSIMULATION AND DISCRETE
FUNCTIONS TECHNIQUE

ABSTRACT

The paper demonstrates the influence of the multi-channel pedestrian flow on the actual capacity
of the one-lane roundabout, using micro-simulation and discrete functions. The proposed model
is based on the theory of the expected time void between the units of pedestrian traffic flow,
which have the priority when crossing the arm of the roundabout. The proposed model
represents an upgrade of the previous research in the field of modelling traffic flows in the one-
lane roundabout. Beside multi-channel pedestrian flow the disturbances caused by the circular
traffic flow of motorised vehicles at the roundabout are also considered. In this way the model
can illustrate the real conditions in traffic better. A simulation analysis has been performed on
the roundabouts arm at Koroka Street in Maribor. The results of the analysis have indicated a
relatively high reserve of the actual throughput capacity for the main motorized traffic flow in
the analysed roundabouts arm. The presented model represents a practicable and adaptable
tool for planning the roundabout capacity in practice and for the sensitivity analysis of
individual variables on the throughput capacity of the roundabout.

KEY WORDS

roundabouts, traffic flow analysis, micro-simulation modelling, capacity analysis


1. INTRODUCTION

Use of roundabout instead of traffic signals or priority intersections is increasing and is
becoming the frequently used type of road junctions. According to the Centre for Transportation
Research & Training [1], roundabouts have been shown to reduce injury accidents as much as 76
% in the USA, 75 % in Australia and 86 % in Great Britain. The reduction in accidents is
attributed to slower speeds and reduced number of conflict points. There are additional benefits
of using roundabouts such as elimination of maintenance costs associated with traffic signals. In
addition, electricity costs are reduced. By yielding at the entry rather than stopping and waiting

2
for a green light, delay is significantly reduced. Intersections with a high volume of left turns are
better handled by a roundabout than a multi-phased traffic signal. A reduction in delay
corresponds to a decrease in fuel consumption and air pollution [1].
The performance of roundabouts is affected by traffic and geometrics features of roundabouts.
Design of roundabouts in a sense of determining the capacities and delays is achieved by using
empirical or analytical approaches. Empirical approaches rely on field data to develop
performance measures such as capacities and delays (mostly used in Europe and UK). Among
simple methods where only a diagram or one equation is used are the German method for
determining the pedestrian influence [2] and the Dutch method for determining the cyclist
influence [3] on the throughput capacity of the one-lane roundabout. On the contrary analytical
models are based on gap acceptance theories that attempt to predict capacity on the basis of
acceptable gaps and vehicle move up times at priority intersections. Two major groups of
methods for determining the capacity of a roundabout and the resulting influences of pedestrian
and cyclist flows on the roundabout capacity have been dominant lately. The first group consists
of deterministic and the second group of stochastic methods. It must be emphasised that the
significance of simulation methods is also increasing, with most credit going to more and more
capable computers and numerous possibilities of creating complex mathematical models that
enable a good comparability of results with authentic models. Several simulation programs like
Rodel, Paramics, Vissim, Synchro, Sidra [4], [5], [6], [7], etc. offer variants of the roundabout
analysis based on either the gap acceptance or empirical approaches.

In this paper the influence of the multi-channel pedestrian flow on the capacity of the one-lane
roundabout, using micro-simulation and discrete functions is analysed. For the presented
problem the computer tool AutoMod [8] has been used. Although the chosen code is not
specialised for traffic simulation, the discrete simulation algorithm is very efficient for analysing
different situation events. The simulation model is based on the theory of the expected time void
between the units of pedestrian traffic flow, which have the priority when crossing the arm of the
roundabout. The proposed model represents an upgrade of the previous research in the field of
modelling traffic flows in the one-lane roundabout [9], [10], [11], [12]. While the previous
model of the pedestrian crossing is handled as the single-channel system in which the pedestrians
arrive randomly from one side of the pedestrian crossing only, the proposed model deals with the
multi-channel system in which the pedestrians arrive randomly from both sides of the pedestrian
crossing. In this way the mathematical model can better illustrate the real conditions. The
previous model considers only the disturbances of entry traffic flow of motorised vehicles caused
by the pedestrian flow crossing the roundabout arm. The proposed model considers the
disturbances caused by the circular traffic flow of motorised vehicles as well. A simulation
analysis has been conducted on the roundabout at Koroka Street in Maribor, in which the
counting of the motorised traffic flow and the pedestrian flow has been performed due to model
calibration. The proposed procedure presented in our paper, along with scientific approach to
simulation modelling, represents the procedure for the calculation of the actual capacities in
roundabouts.

2. PROBLEM DESCRIPTION

When defining the reduction of the roundabout capacity because of the pedestrian flow crossing
the arm of the roundabout, two different samples can be distinguished. In the first case, the
traversing pedestrian flow influences the capacity of the roundabout, but it still works. In the
second case, the influence of the pedestrian flow is so large that bottlenecks on roundabout entry
and exit are possible, which could also be extended to the adjacent roundabout arms.

3
The abovementioned problems of entering and exiting a roundabout normally appear
simultaneously in a real situation. Under real circumstances it is also usual for the intensive
pedestrian flow to traverse only one arm of the roundabout, although in some cases the
pedestrian flow traverses all arms at once. In these cases the blockage of the roundabout is easier
to occur [10], [11], [12].

Figure 1. Queue formation in a roundabout [9]

In the continuation, an example of roundabout where the strong pedestrian flow traverses only
one arm is described in order to make it easier to explain. The priority pedestrian flow traverses
the (southern) arm of the roundabout (see Figure 1). Time interspaces between two consecutive
pedestrians are long enough; therefore the vehicles exiting the roundabout make use of them and
exit the roundabout without disruption. The vehicle flow on the exit is stable in this case.
With an increase in pedestrian flow, time interspaces between traffic flow units are reduced.
Occasionally situations occur where individual time interspaces between pedestrian flow units
are shorter than is acceptable. In these cases the vehicle waits in the waiting place between the
outside edge of the circulatory roadway and the inside edge of the pedestrian crossing. The flow
is still stable, but occasionally disrupted. The blockage is transferred from the exit towards the
preceding entry to the roundabout (inversely to the direction of driving) and from here towards
the preceding exit. The entire procedure can occur again and again in the inverse direction of
driving until the roundabout is completely blocked. In the one-lane roundabout with waiting
space for one vehicle only the following three situations can generally occur in the waiting place
between pedestrian crossing and the outer edge of the circulatory carriageway:
- time interspaces between individual units of the traversing pedestrian flow are sufficient for
the vehicle flow, therefore there are no waiting vehicles in the waiting place;
- time interspaces between individual units of the traversing pedestrian flow are still sufficient
for the vehicle flow, although vehicles do wait in the waiting place;
- time interspaces between individual units of the traversing pedestrian flow are not large
enough, the waiting place is occupied all the time and every next vehicle waits in the
circulatory roadway.

How many times these situations occur, what are the conditions for the occurrence of these
situations, what conditions have to be fulfilled for a blockage of one roundabout arm and at what
traffic load of pedestrians or motorised traffic flow the disturbance is transferred from one to
another arm are the questions, the answers to which determine the influence of the pedestrian
flow on the capacity of the one-lane roundabout. It is obvious that so complex influences and
mutual actions of different variables cannot be solved without appropriate mathematical models
or discrete simulations of motorised and non-motorised traffic flow. In the following sections the
roundabout as a queue system, the simulation model and the analysis of the actual capacity in the
selected roundabouts arm at Koroka Street in Maribor are presented.

3. ROUNDABOUT AS A QUEUE SYSTEM

When planning a roundabout, its capacity in relation to the traffic flow (i) of Personal Car Units
(PCU) and (ii) pedestrians is predominantly the main point of interest. The general rule of all
roundabouts is that pedestrians are always given priority over the motorised traffic flow. When
determining the capacity of a roundabout, the rates of PCU
i
and pedestrian flows, crossing each
other on an individual arm of the roundabout, are used. The total capacity of PCU
i
and pedestrian
flows in an individual arm of the roundabout can be presented with the following simplified
relation dependence. The arrivals of PCU and pedestrian flows in the individual arm of the

4
roundabout can be treated as a queuing system with one serving place [13]. When determining
the appropriate system of the waiting line, the basic condition that the arrivals of PCU are
distributed according to Poissons statistical distribution is taken into account. The condition
that the time between two arrivals of pedestrians is distributed according to exponent statistical
distribution is also considered. Due to the connection between Poissons and exponential
statistical distribution, the following relation has to be defined. If the number of PCU and
pedestrian arrivals in a given time interval t is distributed according to Poissons statistical
distribution with an average degree of arrivals in a time unit and a medium value t, then the
time intervals between the arrivals of two consecutive PCU and pedestrians are distributed
according to the exponent statistical distribution with a medium value of 1/. The relations in the
roundabout can be represented with the following expressions:

M refers to Poissons distribution of PCU and pedestrian arrivals in a given time
unit
M refers to Poissons distribution of time, required for the driving of PCU over the
pedestrian crossing and the crossing of pedestrians to the other side of the
roadway
s only one serving station exists the system, which is connected to the pedestrian
crossing
arrival in the roundabout is determined by an infinite flow of PCU and
pedestrians
FIFO when coming into the system, PCU and pedestrians are first served according to
the first-in-first-out (FIFO) selection rule

The M/M/1//FIFO system for the traffic flow of PCU and the system for the pedestrian traffic
flow are schematically shown in the Figure 2 [10], [11], [12] for the example of the roundabout
arm in question.

Figure 2. The individual roundabout arm under the analysis

Because of three independent traffic flows PCU
i
(i = 1, 2, 3) and the two independent pedestrian
flows j (j = 1, 2), an individual arm in the roundabout presents a combination of two mutual
dependent systems, that is:
- The combination of M/M/1//FIFO for the PCU
4
main traffic flow and pedestrian j (j = 1, 2)
flow M/M/1//FIFO.
- The combination of M/M/1//FIFO for the PCU
3
circulating flow and the PCU
4
main flow
M/M/1//FIFO.

While the PCU traffic flow presents a typical M/M/1//FIFO system, the pedestrian traffic flow
system M/M/1//FIFO is modified, since the waiting time periods and the waiting line never
occur. This statement can be explained by the fact that pedestrians in the roundabout are always
given priority over the motorised flow. Because of the complexity and non-determination of the
system, the capacity of the traffic flow of an individual arm of the roundabout and the entire
roundabout is difficult to be analytically treated. A possible solution to the problem is the use of
discrete numeric simulations method, which is presented in the following section.

4. SIMULATION MODEL OF THE ROUNDABOUT

According to discrete models [5], [6], [7], [14], [15], [16], [17], [18], [19], [20] and the traffic
movement, simulation methods can be generally divided into two groups, (i) macroscopic and

5
(ii) microscopic models. Macroscopic models combine vehicles and travelling among groups, the
traffic flow is presented as a statistical model; the results are presented as the average value after
certain time. With macroscopic models the emphasis is laid on the links, intersections are
simplified in the model. Unlike microscopic models, macroscopic models focus on a long-term
planning period. With microscopic models every vehicle, pedestrian, cyclist, etc. can be
described with real characteristics (dimension, velocities, accelerations, decelerations, etc.).
Microscopic models are usually used for traffic flow analyses in a short-term planning period.
Considering the complexity of the analytical model of the roundabout and the application of the
discrete simulation technique, a discrete event simulation was used for the analysis of the
capacities of the observed area of the roundabout. In our paper, a special program tool AutoMod
[8] has been used for the capacity analysis of the roundabout. AutoMod [8] is mostly used to
implement discrete numeric simulations of internal logistic systems and all other logistic discrete
systems. To the user it offers a reliable tool for planning or reconstructing complex and inter-
dependent systems and it has already been put to use in works of our research team [10], [11],
[12], [20]. The programming tool consists of individual programming modules that construct the
AutoMod [8] as integrity. When modelling a general system, the already built-in elements
(connection transporters, automated transport vehicles, etc.) that present certain complexes in the
chosen process can be used. In the source file, the characteristics which suit the real situation are
determined. With the help of command lines in the source file the implementation of the
simulation is determined. On the basis of the acquired results of simulation analysis and its
statistical processing in AutoStat [8] , the efficiency of the system is analysed.

4.1 Input data for building-up the simulation model

When building-up the simulation model for a definite area of the one-lane three-armed
roundabout, the actual geometry of the roundabout and the velocity characteristics of motorised
vehicles and pedestrians (Table 1) were considered. The mean velocity of the PCU before
entering the roundabout equals 40 km/h, in the area of the roundabout it equals 20 km/h; the
mean velocity of pedestrians equals 5 km/h. The arrivals of pedestrians are based on the multi-
channel system in which the pedestrians arrive randomly from both sides with probability
density functions f
P1
(t) and f
P2
(t). In this way the mathematical model can better illustrate the real
conditions. The influence of cyclists is neglected. The influence of the roundabout circulation is
taken into account (PCU
3
), with the presumed mean velocity 20 km/h. For all motorised vehicles
(the main traffic flow PCU
4
, the circulating flow in the roundabout PCU
3
and the traffic flow
from the roundabout in the direction of Koroka Street East PCU
5
), the personal car unit model
(PCU) is applied.
Legend according to Figure 3 (MP measuring point):
MP1 Arrival of pedestrians 1 with probability density function f
p1
(t) in the direction to north N
MP2 Arrival of pedestrians 2 with probability density function f
p2
(t) in the direction to south S
MP3 Circulating PCU
3
flow in the roundabout (arrival of PCU
3
is based on probability density
function f
PCU3
(t))
MP4 Main PCU
4
flow in arm A (arrival of PCU
4
is based on probability density function
f
PCU4
(t))
MP5 PCU
5
flow from the roundabout in the direction to Koroka Street east E (arrival of PCU
5

is based on probability density function f
PCU5
(t))

Figure 3. Geometry of the roundabout




6


Table 1. Geometrical and kinematics input data
Geometrical input data
Outside diameter of the roundabout 31 m
Inside diameter of the roundabout 19 m
Width of the road 3.7 m
Width of the pedestrian crossing 4.5 m
Length of entrance road of observed area Arm A 115 m,
Length of pedestrian crossing 10 m
Kinematics input data
Velocity v
1,2
of a pedestrian 5 km/h
Velocity v
3
of a PCU in the roundabout 20 km/h
Velocity v
5
of a PCU near the pedestrian crossing 20 km/h
Velocity v
4
of a PCU on the arm 40 km/h

For the purpose of the simulation model calibration, a three hours counting (6.30 9.30) in the
morning peak hours of motorised vehicles and pedestrians have been conducted on the
roundabout at Koroka street in Maribor. The areas (see Figure 3) where counting was performed
are labelled with MPi (i = 1,,5). Based on the traffic count of motorised vehicles and
pedestrians of the roundabout on Koroka Street, the acquired data have been statistically
evaluated. The experimentally acquired input data present the input data for the traffic flow of
motorised vehicles and pedestrians in the simulation model. Since the measurements were taken
using counting on an individual roundabouts arm, the presumption has been made that the
traffic flow of PCU
i
(i = 1, 2, 3) and pedestrian flow j (j = 1, 2) match with Poissons statistical
distribution. In this case the time between the arrivals of two PCU and pedestrians is distributed
according to the exponent statistical distribution. The frequencies
i
[Q
i
/sec.] and mean time
between two arrivals t
i
[sec./Q
i
] of the traffic of motorised vehicles and pedestrian traffic that are
used in this work are presented in Table 2.

Table 2. Frequencies and mean time between two arrivals based on counting in the morning peak
Hours (6.30 9.30)
Pedestrians i / PCU
i
Capacity
Q
i

Frequency

i
[Q
i
/sec.]
Mean time between two arrivals
t
i
[sec./Q
i
]
Pedestrians 1 1120 0.1037 exp(9.65)
Pedestrians 2 254 0.02352 exp(42.58)
PCU
3
1073 0.09935 exp(10.06)
PCU
4
2053 0.19 exp(5.26)
PCU
5
1697 0.1571 exp(6.37)

4.2 Simulation model of the roundabout

On the basis of the real roundabout in Koroka Street in Maribor the simulation model has been
built (Figure 4 presents a draft of the simulation model). The simulation model in the AutoMod
[8] is illustrated with paths, on which the motorised vehicle (PCU) and pedestrian traffic flows
are entwined. The model derives from the theory of the expected time void in the pedestrian
traffic flow, used by vehicles for entering and exiting the roundabout, presuming that pedestrians
always have priority. The geometry of the roundabout was copied in the simulation model,
whereby all the necessary data are taken into account (see Table 1). For the model calibration
with real conditions in practice, the counting of the motorised traffic flow and the pedestrian
flow in the analysed arm of the roundabout has been performed in the morning peek hour (see

7
Table 2). The cyclists are not discussed in this model. The arrivals of motorised vehicles in the
roundabout are based on the Poisson statistical distribution, whereby the mean value (
3
) has
been obtained on the basis of the conducted counting in the morning peek hour. Additionally, the
circular flow of motorised vehicles in the roundabout was considered, which also presents an
additional disturbance for the main flow of motorised vehicles on the entry. The pedestrian flows
are defined as a multi-channel flow with the Poisson statistical distribution with mean values (
1
and
2
), which have been obtained on the basis of the conducted counting in the morning peak
hours. In the model restrictions such as: the constant mean velocity of pedestrians v
1,2
and the
constant mean velocity of motorised vehicles v
3,4,5
without any respect to the driver behaviour,
have been considered.

Figure 4. Micro-simulation model of the roundabout [8]

The operation of the simulation model is governed by a program code in the source file
according to the following algorithm.

Figure 5. Algorithm of the course of operating the simulation model of the roundabout

The simulation begins with a process based on user determined functions in the source file of the
program. The functions in the source file start the operation of the roundabout. When the
function Begin model initialization function equals true, the process P_roundabout_start
begins. The process consists of project variables, pedestrians and PCU attributes of type integer
and real, subroutines and individual program loops.

4.2.1 The gap acceptance model
The gap acceptance model of the roundabout has been modelled using the Block claim and
Block release functions and the Order list. The Block claim function for the arrival of
PCU
4
on the considered pedestrian crossing verifies whether there is already a pedestrian on the
pedestrian crossing or not. If there is a pedestrian on the pedestrian crossing (the function
B_block_1 current claims <> 0), the PCU
4
immediately stops and waits until the pedestrian
leaves the pedestrian crossing. During the waiting period, the PCU
4
is inscribed into the order
list wait for path (wait to be ordered on Ol_waitForPath_1). When the pedestrian flow is
extremely heavy, waiting lines of PCU
4
occur. The moment the pedestrian crossing is free the
B_block_1 current claims = 0, PCU
4
continues with driving in the first-in-first-out (FIFO)
consequence according to their waiting line. The driving of PCU
4
takes place until the next
pedestrian appears on the pedestrian crossing, which again stops the driving of PCU
4
. The
proposed model deals with the multi-channel system in which the pedestrians arrive randomly
from both sides (north and south) of the pedestrian crossing. There are 6 possible channels for
the pedestrians 1 who are travelling towards north and 6 possible channels for the pedestrians 2
who are travelling towards south. Because of each channel m (m = 1,,6) has the equal
probability to be selected for the pedestrian the uniform discrete distribution has been used.
The probability scheme equals:
1 2 3 4 5 6
:
1/6 1/6 1/6 1/6 1/6 1/6
X
| |
|
\ .
(1)
The probability function equals:

8
( ) ( )
1 2
1,...., 6
0 1
... 1
1/ 6 1/ 6 1/ 6 1/ 6 1/ 6 1/ 6 1
x i i
i
m
p x p i
p
p p p
= =
s s
+ + + =
+ + + + + =
(2)

In this way the mathematical model can illustrate the real conditions better. In the case of
roundabout circulating flow PCU
3
and the main traffic flow PCU
4
, the same approach with the
Block claim and Block release functions and the Order list has been used. For every passing
of PCU
4
and pedestrians the program registers the basic information variables V_waiting_time
for PCU
4
, V_no._of_ PCU
4
and V_no._of_pedestrians as follows: the number of passing
PCU
4
and the number of pedestrian crossings at the roundabout, the period an individual PCU
4

has been in the observed arm of the roundabout (the waiting time period) and the number of
successfully passed PCU
4
and pedestrians in the defined time. The main goal of the simulation
analysis is to establish the PCU
4
capacity on the observed arm when the waiting line in front of
the pedestrian crossing and consequently the waiting time for crossing the observed arm is still
acceptable.

5. ANALYSIS OF THE RESULTS

The results of the performed analysis for determining the mean waiting time and the mean
capacity of the PCU
4
main traffic flow depending on the pedestrian flows give basic conclusions,
presented in Tables 3, 4 and 5.
With regard to the performed counting of the traffic flow of motorised vehicles and pedestrian
flow (see Table 2) it can be stated that the frequency of pedestrians 1 (
1
) presents the biggest
influence on the capacity of the PCU
4
main traffic flow. Assuming that the pedestrian frequency
will only get bigger in the future (closure of the old bridge, increase in the public transportation),
it is necessary to find out what level of increase in the number of pedestrians in both directions
with regard to the main traffic flow of PCU
4
would still be admissible. When analysing the
capacity of the treated arm of the roundabout, we deal with a number of independent variables,
i.e. different frequencies of the motorised vehicle traffic flow (
3
,
4
,
5
) and pedestrian flow (
1
,

2
). To determine the influence of a variable on the systems response (waiting time and
roundabout capacity) it is therefore necessary to fix individual variables and change the value of
only one variable or two variables at the same time. Since we are mainly interested in the
influence of pedestrians on the capacity of the selected roundabout arm, the frequency of
pedestrians 1 (
1
) and the frequency of pedestrians (
2
) in the roundabout arm present the main
variables. Due to a different frequency of pedestrians in both directions (
1
= 0.1037 ped/sec. and

2
= 0.02352 ped/sec.) the influences on the waiting time and capacity of the roundabout for
PCU
4
have been analysed in the following way:
a) beside the fixed variables (
3
= 0.09935,
4
= 0.19,
5
= 0.1571) the frequency of pedestrians
2 (
2
= 0.02352) has been fixed. In the analysis, values
1
have been increased to the level that
the mean waiting time and mean capacity of the main traffic flow of PCU
4
are still admissible
(see Table 3);
b) beside the fixed variables (
3
= 0.09935,
4
= 0.19,
5
= 0.1571) the frequency of pedestrians
1 (
1
= 0.1037) has been fixed. In the analysis, values
2
have been increased to the same level
as the frequency of pedestrians 1 (see Table 4);
c) the variables (
3
= 0.09935,
4
= 0.19,
5
= 0.1571) have been fixed. In the analysis, values of
frequency
1
and

2
have been increased to the level that the mean waiting time and mean
capacity of the main traffic flow of PCU
4
are still admissible (see Table 5).

9

Analysis results for every mean waiting time and the roundabout capacity shown in Tables 3, 4
and 5 have been carried out on the basis of 100 consecutively performed simulations in the
AutoStat programming tool [8]. Consequently, a good enough representative average is obtained,
which would not be in the case of probability functions with a small number of performed
simulations.

Table 3. The influence of increasing arrivals of pedestrians 1 on the mean waiting time and mean
capacity for the main traffic flow of PCU
4

2
,
3
,
4

5

are const.
Arrivals of pedestrians 1
Pedestrians 1
(1/
1
= 9,65)
Pedestrians 1
(1/
1
= 7,72)
Pedestrians 1
(1/
1
= 5,79)
Pedestrians 1
(1/
1
= 3,86)
Pedestrians 1
(1/
1
= 2,895)
Mean wait.
time T (sec.)
3.62 4.49 6.81 18.58 266.67
SD 0.25 0.34 0.74 3.06 117.92
Confidence
(95 %)
(3.58 3.67) (4.27 4.56) (6.67 6.96) (17.97 19.18) (243.27 290.06)
Mean cap.
Q
4
(PCUs
4
)
2048 2048 2048 2046 1956
SD 48 48 48 47 35
Confidence
(95 %)
(2039 2058) (2039 2058) (2039 2058) (2037 2056) (1949 1963)

Table 4. The influence of increasing arrivals of pedestrians 2 on the mean waiting time and mean
capacity for the main traffic flow of PCU
4

1
,
3
,
4

5

are const.
Arrivals of pedestrians 2
Pedestrians 2
(1/
2
= 42,58)
Pedestrians 2
(1/
2
= 34,064)
Pedestrians 2
(1/
2
= 25,548)
Pedestrians 2
(1/
2
= 17,032)
Pedestrians 2
(1/
2
= 12,774)
Mean wait.
time T (sec.)
3.62 3.8 4.15 4.94 5.87
SD 0.25 0.28 0.33 0.46 0.6
Confidence
(95 %)
(3.58 3.67) (3.75 3.86) (4.09 4.21) (4.85 5.03) (5.76 5.99)
Mean cap.
Q
4
(PCUs
4
)
2048 2048 2048 2048 2048
SD 48 48 48 48 48
Confidence
(95 %)
(2039 2058) (2039 2058) (2039 2058) (2039 2058) (2039 2058)

Table 5. The influence of increasing arrivals of pedestrians 1 and pedestrians 2 on the mean
waiting time and mean capacity for the main traffic flow of PCU
4

3
,
4

5

are const.
Arrivals of pedestrians 1 and pedestrians 2
Pedestrians 1
(1/
1
= 9,65)

Pedestrians 2
(1/
2
= 42,58)
Pedestrians 1
(1/
1
= 7,72)

Pedestrians 2
(1/
2
= 34,064)
Pedestrians 1
(1/
1
= 5,79)

Pedestrians 2
(1/
2
= 25,548)
Pedestrians 1
(1/
1
= 3,86)

Pedestrians 2
(1/
2
= 17,032)
Pedestrians 1
(1/
1
= 2,895)

Pedestrians 2
(1/
2
= 12,774)
Mean wait.
time
T (sec.)
3.62 4.76 7.83 36.92 929.52
SD 0.25 0.38 1.0 10.15 165.05
Confidence
(95 %)
(3.58 3.67) (4.68 4.83) (7.63 8.03) (34.91 38.94) (896.77 962.27)
Mean cap.
Q
4
(PCUs
4
)
2048 2048 2048 2043 1694
SD 48 48 48 47 37
Confidence
(95 %)
(2039 2058) (2039 2058) (2038 2057) (2033 2052) (1687 1701)

10

In the case of fixing the values of the variables for the traffic flow (
3
,
4
,
5
) and the pedestrian
flow 2 (
2
) it can be noticed that the pedestrian flow 1 in the direction of "Nord" towards "South"
(see Figure 3) has a major influence on the mean waiting time of the main traffic flow of PCU
4.

When increasing the frequency
1
from 20 % to 40 % one can notice a rather small increase in
the mean waiting time, whereby the PCU
4
capacity remains the same all the time. For this
purpose the frequency of pedestrians 1 was increased for 60 % and it has been found out that the
mean waiting time has enormously increased in comparison with the previous increases of
frequency, whereby the capacity of PCU
4
remains unchanged. It has been determined that with
constant linear increase of the frequency
1
the mean waiting time of PCU
4
does not increase
evenly. In the continuation of analysis, the frequency
1
was increased from 60 % to 70 %. We
have established that the mean waiting time of PCU
4
has increased to 266.67 seconds, which is
unacceptable for the traffic flow in the roundabout. On the basis of results in Table 3 it can be
concluded that theoretically there is a 60 % reserve of the capacity in the case of increase of
pedestrian 1 frequency. This statement is valid under the condition that the frequencies of traffic
flow (
3
,
4
,
5
) of PCU are fixed and unchangeable. The same holds true for the frequency (
2
)
of the pedestrian flow 2.
In the continuation of the analysis, when operating with the pedestrian flow 2, the influence of
increasing the frequency
2
on the mean waiting time of the main traffic flow of PCU
4
was
compared. Due to the simultaneous treatment with several variables the values of variables (
1
,

3
,
4
,
5
) were fixed. In Table 4 it can be observed that the increase of the pedestrian frequency
2 does not have a major influence on the mean waiting time and capacity of the main traffic flow
of PCU
4.
This finding is reasonable since the pedestrian frequency 2 (
2
= 0.02352 ped./sec) is
relatively small considering the pedestrian frequency 1 (
1
= 0.1037 ped./sec) and consequently
has a smaller influence on the mean waiting time of PCU
4.
This means that theoretically there is
a relatively great reserve of capacity in the case of the increase of pedestrian frequency 2.
The actual roundabout capacity is definitely dependent on the simultaneous consideration of
pedestrian frequencies 1 and 2 as well as on other fixed variables (
3
,
4
,
5
) of PCU. For this
reason Table 5 shows dependencies of the mean waiting time and PCU
4
capacity with a
simultaneous increase of pedestrian frequencies (
1
,
2
) for pedestrians 1 and pedestrians 2.
Because of the simultaneous influence of both pedestrian flows 1 and 2, the mean waiting time is
higher than in previous cases. The dependency of the mean waiting time and capacity of the
main traffic flow PCU
4
is similar to the dependency in the case of only increasing the pedestrian
frequency
1
and fixed values of other variables (
2
,
3
,
4
,
5
). Due to a relatively small
influence of pedestrians 2 and a great influence of pedestrians 1 there is a theoretical 60 %
reserve of capacity at a simultaneous increase of pedestrian frequencies
1
and
2
.

6. CONCLUSION

In this paper the determination of the actual throughput capacity of the roundabouts arm by
using the micro-simulation and discrete functions is presented. The analysis presented in this
paper provides an approach with the simultaneous use of the main and the circulating flow and
the influence of the strong pedestrian flow by using the multi-channel system. Because of the
highly complex influence of motorized vehicles flow and multi-channel pedestrians flow the
mathematical modelling of traffic flows with the use of discrete simulations has been used for
the analysis.
The main part of our paper deals with the discrete numeric simulation of the roundabout. The
simulation model of the roundabout is general, therefore it can be extended for every individual
implementation according to the chosen geometrical and kinematics sizes. The mathematical
model derives from legalities of acceptable time voids in the pedestrian traffic flow, used by the

11
vehicles for entering/exiting a roundabout, using the exponent and Poisson statistical
distribution. For determination of the traffic flow of motorised vehicles and pedestrians the real
input data acquired by the traffic counting at Koroka Street Maribor in the morning peak hours
have been used. The results (the mean capacity of PCU
4
) acquired with measurements of the
traffic flow and simulation analyses match well, which means that simulation analysis results
give a good prediction for the evaluation of the mean waiting time and waiting lines of
motorized vehicles in the analysed arm of a roundabout. It has been determined that the current
situation of the traffic flow is acceptable for the roundabout capacity. With an increase of the
pedestrian flow (in both directions) a major influence on the roundabout capacity is not expected.
On the basis of analysis results it can be established that there is a relatively high reserve
available up till 60 % of current frequencies
1
in
2
. Since the traffic flow of PCU
i
is going to
increase in the future, we assume that the capacity reserve will get lower, but it will still be high
enough to allow an undisturbed traffic flow of PCU
i
.


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12
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VI/2, 1996.
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13
TOMA TOLLAZZI, Ph. D.
e-mail: [email protected]
MATJA RAML, Ph. D.
e-mail: [email protected]
University of Maribor,
Faculty of Civil Engineering
Smetanova 17, SI-2000 Maribor, Slovenia
TONE LERHER, Ph. D.
e-mail: [email protected]
University of Maribor,
Faculty of Mechanical Engineering
Smetanova 17, SI-2000 Maribor, Slovenia



POVZETEK

DOLOANJE DEJANSKE PROPUSTNE SPOSOBNOSTI KRAKA KRONEGA
KROIA Z UPORABO MIKROSIMULACIJE IN DISKRETNIH FUNKCIJ

Prispevek prikazuje vpliv vekanalnega toka pecev na dejansko propustno sposobnost eno-
pasovnega kronega kriia z uporabo mikro-simulacij in diskretnih funkcij. Predlagani model
temelji na teoriji priakovane asovne praznine med enotami prometnega toka pecev, ki imajo
pri prekanju kraka kronega kriia prednost pred motornimi vozili. Predlagani model
predstavlja nadgradnjo predhodnih raziskav na podroju modeliranja prometnih tokov v eno-
pasovem kronem kriiu. Poleg vekanalnega toka pecev so hkrati upotevane tudi motnje
zaradi kroeega toka motornih vozil v kroiu. S tem je doseeno, da model e bolje ponazarja
realno dogajanje v prometu. Simulacijska analiza je bila izvedena na kronem kriiu, ki se
nahaja na Koroki ulici v Mariboru. Rezultati analize so pokazali sorazmerno visoko propustno
sposobnost glavnega prometnega toka motornih vozil v analiziranem kraku kroia.
Predstavljeni model predstavlja uporabno in prilagodljivo orodje za nartovanje kapacitete
kroi v praksi in analizo vpliva posameznih spremenljivk na propustno sposobnost kroia.


KLJUNE BESEDE

kroia, analiza prometnega toka, mikro-simulacijsko modeliranje, analiza propustne
sposobnosti






14

FIGURES





Figure 1. Queue formation at a roundabout [9]


15


Figure 2. The individual roundabout arm under the analysis


16


Figure 3. Geometry of the roundabout




Figure 4. Micro-simulation model of the roundabout [8]

17

Figure 5. Algorithm of the course of operating the simulation model of the roundabout