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Assessment of Traffic Characteristic at Major Urban Road Intersection of

Kathmandu Valley: A Case Study of Khanivivag, Kesarmahal, and Narayanhiti
Intersections

Article in Journal of Civil and Construction Engineering · February 2024

DOI: 10.46610/JOCCE.2024.v010i01.003

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Journal of Civil and Construction Engineering

DOI: https://doi.org/10.46610/JOCCE.2024.v010i01.003
e-ISSN: 2457-001X, Vol. 10, Issue 1 (January – April, 2024) pp: (22-31)

Assessment of Traffic Characteristics at Major Urban Road Intersection of

Kathmandu Valley: A Case Study of Khanivivag, Kesarmahal, and
Narayanhiti Intersections

Siddhartha Nepali1*, Shashwot Singh Bohara1, Nishan Lama1, Rabin Thapa2

1
Post Graduate Student, Department of Civil Engineering, Thapathali Campus, Institute of
Engineering, Tribhuvan University, Kathmandu, Nepal
2
Assistant Lecturer, Department of Civil Engineering, Himalaya College of Engineering, Tribhuvan
University, Lalitpur, Nepal
*
Corresponding Author: [email protected]

Received Date: February 06, 2024; Published Date: February 14, 2024

Abstract
This study addresses the prevalent issue of traffic congestion at critical intersections in urban
areas, leading to slowed traffic and increased queue lengths. The centralization of the
Kathmandu Valley has contributed to a gradual rise in population thus impacting the efficiency of
the traffic management system. This study focuses on three of the busiest intersections of the
valley i.e. Kesharmahal, Narayanhiti, and Khanibhivag intersections and aims to provide
insights into current traffic conditions and propose measures for enhancing traffic flow. Data
collected is analyzed to determine current traffic flow, saturation flow, existing capacity, Level of
Service (LOS), and intersection delay using the HCM Manual. The analysis involves assessing
present conditions and making comparisons with standardized data. Three days of traffic volume
data during peak hours and geometric features of the intersection were gathered. Results indicate
that the intersections are experiencing over-saturation, exceeding their capacity based on
existing geometry and signalization. Additionally, the vehicle replacement strategy showed
limited effectiveness in reducing saturation flow, with the flow persisting at an over-saturated
level. These findings highlight the need for targeted measures to address the challenges posed by
congestion and enhance the efficiency of traffic management at these intersections for smooth
traffic flow.

Keywords- Traffic Characteristics Intersection, Intersection Analysis, Level of Service

INTRODUCTION was 4.63%, while the vehicle growth rate

reached 12.99% in the fiscal year 2073/2074
The transportation sector holds and private vehicles, especially motorcycles
significance in the economy due to its extensive have shown a substantial increase, with a
use of infrastructure and its role as a staggering growth rate of 13.11% in the fiscal
fundamental tool for development. An efficient year 2073/2074 (Department of Transport
transportation system offers economic and Management). If this trend persists, the roads of
social opportunities, yielding positive effects Kathmandu Valley could be overwhelmed by
such as enhanced market accessibility, motorcycles within a few years, causing
employment, and additional investments. congestion and delays. It was found that road
However, the rapid population growth in the crashes are influenced to quite a reasonable
Kathmandu Valley has led to an unforeseen extent by speed, traffic volume and percentage
surge in vehicular numbers. As of 2011, the of two-wheelers in the locality. As per Tiwari
population growth rate in the Kathmandu Valley (2015), just 50% goodness of fit reveals that

22 © MAT Journals 2024. All Rights Reserved

Assessment of Traffic Characteristics at Major Urban Road Siddhartha Nepali et al.

other independent variables that may include and geometry conditions in the designated study
road geometry (radius, grade, sight and setback area. It also aims to determine the capacity of
distance, presence of divider, etc.), road the intersection, exploring factors such as delay
pavement condition, vehicular condition and at different legs and lane groups. Through
road user characteristics need to be considered. simulation, the study seeks to recommend
According to Timalsena (2017), in suitable intersection types with the ultimate goal
Kathmandu, due to rapid population growth, of mitigating traffic congestion.
unexpected vehicular growth, especially private
vehicles can be seen, which is leading to various LITERATURE REVIEW
traffic problems such as undesirable levels of
congestion, pollution, safety problems and Common measures by which the
delays. Matighar- Tinkune road section is one of performance of an intersection may be evaluated
the major roads of the Kathmandu valley but include delay, stops, and queue length. Each of
due to a lack of suitable infrastructure, always these may be expressed as values, which
there is the formation of bottlenecks leading to represent totals or averages for the entire
traffic congestion and loss of human capital intersection or particular approaches or
hour. Timalsena (2017) found that a total of movements within the intersection. Averages are
6464.90 capital hours are being lost in the often expressed on a per-vehicle basis. Delay,
morning and evening peak hours of the working specifically the control delay is the measure used in
day due to the bottleneck in this road section. In the signalized intersection methodology of the 2000
this way total of 211.81 capital year is being lost HCM and the primary measure used in the number
due to bottleneck. of signalization optimization procedures.
Level of Service (LOS) serves as a Performance measures are a critical part of all
quality measure describing operational intersection design methodologies. To better
conditions within a traffic stream, encompassing investigate and understand delays involving right-
factors like speed, travel time, manoeuvrability, turning vehicles, some researchers took the
interruptions, comfort, and convenience. Six traditional approach of establishing right-turn
LOS categories labeled A to F, delineate a delay models. Zhang et al. (2015) suggested that
spectrum of operating conditions, with 'A' right-turn delay was caused mostly by pedestrian
representing optimal conditions and 'F' the least interference, but did not present situations in
favourable. Each level reflects a range of which pedestrians are compliant with traffic
operating conditions and the driver's perception controls. Guo et al. (2015) put forward a model
of those conditions, though safety is not for calculating delay caused by pedestrians
factored into the measures defining service passing through right-turning traffic and made
levels. an improvement to delay analysis by bringing
This research centres on the vehicle types into consideration.
examination of traffic studies, traffic flow Chandra et al. (1996) studied the
characteristics, and the control and regulation of parameter to define the level of service for
traffic operations. The complexities of mixed traffic at signalized intersections. Due to
managing road traffic are particularly seen at many problems associated with the measurement
intersections. Therefore, it is essential to ensure and interpretation of delay at signalized
that intersections are thoroughly designed to intersections LOS parameters were redefined.
provide the necessary level of service for The degree of saturation and percent of vehicle
different road users. stopping in the approach were considered the
appropriate parameters.
RESEARCH OBJECTIVE AND SCOPE Timalsena (2017) conducted research
about the impact of traffic bottlenecks on urban
The objectives of this study encompass roads and from the extracted data, delay in the
a comprehensive analysis of the current traffic peak hour for different traffic was calculated

23 © MAT Journals 2024. All Rights Reserved

J of Civ. and Cons. Eng. Vol. 10, Issue 1

and then, by using volume and occupancy data, a program funded by The World Bank.
the total human capital hour delay of different Similarly, the Japan International Cooperation
types of vehicles was calculated for both the Agency (JICA) has demonstrated good safety
direction. practices as well as data keeping and analysis of
Pokhrel et al. (2023) conducted the road crashes along Banepa – Bardibas road and
study on the Jay Nepal Intersection, near the recently they are prioritizing road safety on some
Narayanhiti intersection in Kathmandu Valley of the major intersections of Kathmandu Valley.
and the results exhibited that the intersection was
over-saturated (DOS>1) and had a poor level of Study Area
service (F) in both morning and evening peak
hour. By incorporating left turn manoeuvres into The study is focused on the
signal-controlled intersections rather than Kesharmahal, Narayanhiti, and Khanibhivag
allowing free turns, it was more effective in intersections in Kathmandu, which are crucial
significantly reducing the average delay, and the intersections connecting to the Royal Palace and
queue length and improving LOS. the bustling tourist destination, Thamel as
Dhakal et al. (2023) studied the shown in Fig. 1. Due to extensive commercial,
Satdobato intersection of Kathmandu Valley industrial, governmental, and private activities,
and concluded that the optimization of the Kathmandu has become one of the world's most
signal time cannot change the LOS of the densely populated cities. However, the road
intersection but can decrease the average delay traffic facilities have not kept pace with this
and back of the queue including left turn population growth, resulting in persistent
movements under signal control instead of congestion, particularly at intersections. This
leaving for a free turn can significantly decrease congestion adversely affects road users. Given
the average delay and back of the queue. resource constraints, the study suggests that
Tiwari et al. (2023) concluded that The implementing effective traffic management
Department of Roads has improved the bridge techniques, such as the installation and
approaches in perspective of safety along the optimization of traffic signals, is a viable option
major highways of Nepal through the Second to alleviate these issues.
Bridge Improvement and Maintenance Program,

Figure 1: Study area. (Source: Google Earth)

METHODOLOGY

The methods that have been adopted to accomplish this are shown in Fig. 2.

24 © MAT Journals 2024. All Rights Reserved

Assessment of Traffic Characteristics at Major Urban Road Siddhartha Nepali et al.

Figure 2: Flowchart showing methodological steps of the study.

Data Collection factors such as the number of lanes, lane width,

grades, and occurrences of bus blockages.
Data collection for the study was In the study, a focused approach was adopted,
conducted during peak periods at the Keshar considering only motorized vehicles for
Mahal, Narayanhiti, and Khanibivag analysis. These vehicles were categorized into
intersection respectively by the use of CCTV four classes to streamline the analytical process:
camera footage obtained from the Metropolitan  Cycles, Motorcycles
Traffic Police in Rani Pokhari, Kathmandu.  Car, Taxi, Pickups, Tempos
Specifically, three days of data were extracted  Trippers (minibus), Microbus
during peak hours (9:30 am to 10:30 am and  Bus, Tankers
4:30 pm to 5:30 pm). Each one-hour clip was This classification allowed for a more structured
further segmented into 15-minute intervals, examination of traffic patterns and behaviours
allowing for a more detailed analysis. Manual within each vehicle category, offering insights
counting of various vehicles was carried out into the specific challenges and dynamics
during these intervals, taking into account associated with different types of motorized

25 © MAT Journals 2024. All Rights Reserved

J of Civ. and Cons. Eng. Vol. 10, Issue 1

transportation. The systematic breakdown of scenario at the studied intersection during peak
data and categorization provided a foundation hours.
for a comprehensive analysis of the traffic

Table 1: PCU conversion.

S.N. Vehicle Type Equivalency Factor
1. Bicycle, Motorcycle 0.5
2. Car, auto Rickshaw, SUV, Light Van & Pickup 1.0
3. Light (Mini) Truck, Tractor, Rickshaw 1.5
4. Truck, Mini Bus, Bus, Tractor with Trailers 3.0
5. Non- Motorized Carts 6
(Source: NRS 2070)

PCU= volume at 15-minute intervals time for peak

∑ hours was extracted PCU values were adopted
as per Table 1 and the average flow of vehicles
Existing Traffic Volume in each of the three intersections for morning
and evening flow was calculated and shown as
From all the approach legs, traffic per Fig. 3.

26 © MAT Journals 2024. All Rights Reserved

Assessment of Traffic Characteristics at Major Urban Road Siddhartha Nepali et al.

Figure 3: Existing traffic flow at intersections.

Data Analysis for the existing scenario were established based

on the traffic management efforts of the traffic
The intersection under consideration police. As per Table 2, sample data collection
lacks an operational traffic signal light. and conversion can be demonstrated.
Consequently, the phase sequence and timing

Table 2: Conversion of traffic volume into PCU.

Time Interval
Total(4:30-
Equival 4:30-4:45 4:45-5:00 5:00-5:15 5:15-5:30
S. Vehicle 5:30)
ent No. of No. of No. of No. of No. of
N. Type
Factor vehicles vehicles vehicles vehicles vehicles
In In In In In In In In In In
Nos PCU Nos PCU Nos PCU Nos PCU Nos PCU
Cycle,
1 Motorcy 0.5 29 14.5 32 16 39 19.5 27 13.5 127 63.5
cle
Car,
2 Taxi, 1 12 12 11 11 6 6 4 4 33 33
Pickup
Tipper(
Mini
3 Truck), 1.5 0 0 0 0 1 1.5 0 0 1 1.5
Microbu
s

27 © MAT Journals 2024. All Rights Reserved

J of Civ. and Cons. Eng. Vol. 10, Issue 1

Bus,
4 Truck, 3 0 0 0 0 1 3 1 3 2 6
Tanker
Total 41 26.5 43 27 47 30 32 20.5 163 104

Calculation % RT & %LT were calculated respectively and tabulated as in

Table 3.
For lane group G, the % RT and %LT

Table 3: Calculation of %RT & %LT at Kesharmal (Morning).

Lane No. of Total Proportion
Movement Leg Proportion(%LT)
Group Vehicle Vehicle (%RT)
Thamel-
TH 1.5
Narayanhiti
Thamel-
G(E) RT 230.5 274.333 84.022 15.431
Jamal

Thamel-
LT 42.333
Lianchaur

Calculation of Flow Volume at Lane Group of LT and RT/TH were calculated and the
values were obtained as in Table 4.
For lane group A, the average volume

Table 4: Flow volume at Lane Group A.

Lane Group Total %HV %RT %LT RT LT RT/TH

A(S) 2996.898 3.542 6.186 37.642 185.384 1128.089 1886.81

Determination of Saturation Flow total signal time to serve all of the signal phases
including the green time plus any change
From the saturation flow table, for lane group A interval.
(L), the saturation flow was found to be
1581.447318 pc/hr/lane and the saturation ratio IMPROVEMENT ANALYSIS
was 0.883812558.
The computed cycle length under
Determination of Cycle Length, Green Time current conditions yielded a negative value,
and LOS indicating that the intersection is experiencing
oversaturation in terms of traffic flow.
From the saturation table, Consequently, in designing signals for the
Y = ∑ =∑ =3.481389693 >1 intersection, it becomes imperative to anticipate
a flow level that ensures an acceptable level of
Xc = .9(Assumed), All red time (AR) =
service (specifically, LOS D as per HCM 2000).
(6.9+3*4*3.5+2*1*3.5)/ (35*1000/3600) =5.7
For this, various analyses could be carried out
sec.
thus to improve traffic flow at the intersection
L=2*4+5.7=13.7 sec., C = = referred to as improvement analysis or
∑
alternative analysis. The improvement
= -4.7764 sec. considered for the analysis of traffic flow
includes replacing the vehicles with large public
As the value of Y is greater than 1, cycle length transportation. The sample replacement analysis
happens to be negative which is not possible for lane group A(s) is shown in Table 5.
analytically as cycle length is composed of the

28 © MAT Journals 2024. All Rights Reserved

Assessment of Traffic Characteristics at Major Urban Road Siddhartha Nepali et al.

Table 5: % Replacement of car, bike and all micros at Kesarmahal intersection (Evening).

Bus Replace Micro

New Total Vehicle

MICRO NO. New

Total Bus (New)

pcu Micro New
Bike No. (New)

New Total pcu

pcu Bike New

pcu Car New

Car No. New
Lane Group

Total Bus
Leg

Bus
TH 710 308 0 47 355 308 0 30.286 77.286 1095.286 894.857 77.286
A(s) RT 80 59 0 1 40 59 0 1.714 2.714 141.714 107.143 2.714
LT 570 328 0 36 285 328 0 4.286 40.286 938.286 733.857 40.286

Calculation of Cycle Length transportation, and the cycle length was found to
be negative. But for 83% replacement, it was
Cycle length is calculated the same as rounded up to the nearest 5th decimal, found to
the existing condition. For each lane group, at be 595 seconds and positive thereafter for further
Narayanhiti intersections up to 82% of car, bikes percentage replacement.
and micros were replaced with large public

APPROACH AND INTERSECTION DELAY

Table 6: Approach and Intersection Delay with % replacement of car, bike and all micros
(Narayanhiti).
Direction East West North Intersection
% Car, Bike and
Delay LOS Delay LOS Delay LOS Delay LOS
Micros Replaced
83 253.117899 F 141.733375 F 322.222591 F 219.229635 F
84 137.465657 F 76.8629483 E 181.946496 F 120.554528 F
85 100.564317 F 56.1755904 E 137.248691 F 89.0887563 F
86 83.9566272 F 46.7934293 D 117.172759 F 74.9046824 E
87 73.3852327 E 40.8767916 D 104.436932 F 65.9104617 E
88 67.4397896 E 37.3805035 D 97.2596882 F 60.7738357 E
89 62.5563703 E 34.6549063 C 91.4286094 F 56.6340833 E
90 59.1887027 E 32.7176479 C 87.4125385 F 53.7547652 D
91 56.3106525 E 30.8722711 C 83.8780893 F 51.1870084 D
92 55.0620048 E 30.3912748 C 82.5852662 F 50.2682723 D
93 53.6929157 D 29.5750791 C 80.9916836 F 49.0934462 D
94 50.3126733 D 27.2032505 C 76.6076608 E 45.9352512 D
95 49.7107042 D 26.8910865 C 76.016949 E 45.4635707 D
96 50.4796444 D 27.4821198 C 77.1908545 E 46.2430392 D
97 46.9423751 D 25.0757076 C 72.530449 E 42.9555929 D
98 49.5667284 D 26.8221093 C 76.1516774 E 45.4114329 D
99 45.8362134 D 24.3110393 C 71.2151727 E 41.9515483 D
100 52.0645268 D 28.4356688 C 79.4037261 E 47.6805968 D

After replacement analysis was done, replacement of cars only, bikes only and micros
changes can be seen in Delay and LOS for only leads to negative cycle length in the
different directions as per Table 6. calculation. Similarly, with the % replacement of
micros and cars, % replacement of bikes and
RESULTS micros, and, 100 % micros and %cars, the result
is unchanged. But, with the % replacement of
The replacement analysis (i.e. micros and cars, the cycle length is positive at a
replacement of bikes, micros &/or cars to buses) certain percentage. The LOS of each intersection
implies the intersection that Even 100 % is calculated individually. The minimum %

29 © MAT Journals 2024. All Rights Reserved

J of Civ. and Cons. Eng. Vol. 10, Issue 1

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Siddhartha Nepali, et al (2024). Assessment of Traffic Characteristics at Major Urban Road

Intersection of Kathmandu Valley: A Case Study of Khanivivag, Kesarmahal, and Narayanhiti
Intersections, Journal of Civil and Construction Engineering, 10(1), 22-31.

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