Urbanization is a process in which higher percentage of people shift to metropolitan cities for employment purposes. This results in more people using cars for mobility in cities, which has caused a continuous rise in the number of vehicles registered in India since 1951. Increased traffic in existing roads leads to traffic congestion which reflects in slower speeds and longer travel times. The interaction b/w vehicles will be more in high traffic conditions which reduces the speed of traffic flow causing congestion. Traffic congestion usually occurs in signalized intersections imparting delay to the vehicles in queue. A vehicle’s delay at a signalized junction is the difference between its departure and arrival timings. Quality of service can be evaluated by considering delay occurring at signalized intersections and it is affected by factors such as vehicle composition, intersection design, driver behavior, time of day, vehicle type, and available space. Most of the researchers used models such as Webster’s delay and HCM (Highway Capacity Manual) delay models for homogeneous traffic conditions. These models will not suit perfectly for Indian conditions due to the traffic that is heterogeneous where in different vehicle classes with differing static and dynamic characteristics share the same road width. In this study, both Webster’s and HCM delay models are analyzed and compared with the field delay. Three types of field delay models (deceleration delay, stopped delay, and acceleration delay) were built with varied parameters, and the number of cars in the overall delay was estimated. This is a traditional way of defining a signalized junction. The overall delay produced by a single vehicle was used to analyze the efficiency and quality of traffic at signal-controlled junctions. It is a measure of the intersection’s performance as well as measure of the level of discomfort to the vehicles. The data was collected from an area of Bangalore metropolitan city (i.e., Kodigehalli) by video graphic method. The morning and evening peak hour data for each location over a period of 3 days was collected. Field delay values for these two models are compared, and it is clear that Webster’s model has a greater control delay than HCM delay model. But the variation of field delay is similar to that of Webster’s delay model. Light commercial vehicles, heavy vehicles, and buses were experiencing more acceleration and deceleration delay which may be due to the vehicular characteristics.