PERFORMANCE ANALYSIS OF URBAN

ARTERIAL ROADS:
A CASE STUDY OF RING ROAD OF
KATHMANDU VALLEY IN NEPAL

A Thesis Submitted in Partial Fulfillment of the Requirements for

the Degree of Master of Science (M.Sc.) in Construction
Engineering and Management Awarded by
Lumbini Buddhist University

Submitted to:
Lumbini International Academy of Science and Technology
Department of Construction Engineering and Management
Lalitpur, Nepal

Submitted by:
Ashok Kumar Shah
Exam Roll No.- 1209
Registration No: 8-C-0187-2018

AUGUST 2020
 DECLARATION

I hereby declare that this study entitled Performance Analysis of Urban Arterial
Roads: A Case Study of Ring Road of Kathmandu Valley in Nepal, is based on my
original research work. The related works on the topic, by other researchers, have been
duly acknowledged. I owe all the liabilities relating to accuracy and authenticity of the
data and other information included herein.

………………
Ashok Kumar Shah
Date: August 1, 2020

i
 PAN No.: 603651997 Reg. No.: 137108/072/073

LUMBINI INTERNATIONAL ACADEMY

OF SCIENCE AND TECHNOLOGY (LIAST)

Affiliated to Lumbini Buddhist University

Manbhawan, Jawalakhel, Lalitpur

Tel: +977-1- 5531883, 5551874, Email: liastlalitpur@gmail.com,

Web: www.liast.edu.np

RECOMMENDATION

This is to certify that the thesis entitled Performance Analysis of Urban Arterial
Roads: A Case Study of Ring Road of Kathmandu Valley in Nepal, prepared and
submitted by Ashok Kumar Shah in partial fulfillment of the requirements for the
degree of Master of Science (M.Sc.) in Construction Engineering and Management
awarded by Lumbini Buddhist University, has been completed under my supervision. I
would like to recommend the thesis for final acceptance.

…………………….
Dr. Khet Raj Dahal
Supervisor & Campus Chief
Date: August 3, 2020

ii
 PAN No.: 603651997 Reg. No.: 137108/072/073

LUMBINI INTERNATIONAL ACADEMY

OF SCIENCE AND TECHNOLOGY (LIAST)

Affiliated to Lumbini Buddhist University

Manbhawan, Jawalakhel, Lalitpur

Tel: +977-1- 5531883, 5551874, Email: liastlalitpur@gmail.com,

Web: www.liast.edu.np

Date: August 9, 2020

CERTIFICATE OF ACCEPTANCE

This thesis entitled Performance Analysis of Urban Arterial Roads: A Case Study
of Ring Road of Kathmandu Valley in Nepal, prepared and submitted by Ashok
Kumar Shah has been examined and accepted for the award of the degree of Master
of Science (M.Sc.) in Construction Engineering and Management by Lumbini
Buddhist University.

Evaluation Committee

……………………… ………………………
Dr. Khet Raj Dahal Prof. Dr. Padma Bahadur Shahi
Supervisor and Campus Chief External Examiner and Technical Adviser
Department of Transport Management
Government of Nepal

……………………………… ………………………..

Prof. Dr. Narbikram Thapa Er. Prakash Upadhyay

Academic Director, LIAST Chairperson, LIAST

iii
 ACKNOWLEDGEMENT

Firstly, I would like to express my sincere gratitude and appreciation to supervisor Dr.
Khet Raj Dahal, Campus Chief of LIAST for his continuous guidance, encouragement
and invaluable advice throughout the period of research without which this study
would not have been possible and successful.

I am extremely thankful to Er. Prakash Upadhyay, Chairperson of LIAST and Prof.

Dr. Nar Bikram Thapa, Academic Director of LIAST for their continuous support and
assistance during the preparation of this thesis.

I am also thankful to all the respondents for providing genuine data, information,
invaluable comment and suggestion during the period of study.

Finally, I would like to appreciate to my family as well as my friends for their

cooperation and support during my study period.

………………
Ashok Kumar Shah
Exam Roll No.- 1209
Registration No: 8-C-0187-2018

iv
 ABSTRACT
Urban roads in any country have a heterogeneous mix of traffic. The type and
character of each urban road needs to be carefully detailed to respond to the functions
it performs, i.e. providing mobility or access or both. Safety of road users is a major
concern now because the number of traffic accidents and fatalities on urban roads has
continued to increase in the past few years. The ring road of Kathmandu valley faces
the problems such as lack of proper traffic signs and signals, zebra crossing, improper
drainage system and lack of flyover and subways. Thus the general objective of this
study is to analyze the performance of urban arterial roads.
The study was conducted during the period from January to June 2020. Field
observation, in-depth interview, focus group discussion and questionnaire survey
were the major tools used in this study. The study found that performance of arterial
roads of Kathmandu ring road. Causes such as political pressure, Influence of local
people, disturbance created by businessman, lack of technical knowledge and
unavailability of suitable space. RII value of political pressure was found highest i.e.
0.78. RII value of both low quality material and lack of supervision was found highest
i.e. 0.88. Lack of co-ordination with donor agency, forecast of traffic not done
correctly and our technical personal seeks economical design. RII value of lack of
future perspective of urban planning was found highest i.e. 0.79.

RII value to minimize the accidental rate was found highest i.e. 0.80. It means proper
maintenance is necessary minimize the accidental rate. RII value of lack of people’s
awareness was found highest i.e. 0.77. RII value of both Parking policy and traffic
entry restraints and Install new traffic signals in central area resettlement of affected
persons was found highest i.e. 0.77. It means insufficient traffic management covers
both parking policy and traffic entry. RII value of Lack of safety for pedestrian was
found highest i.e. 0.77. It means there is improper construction of footpath due to lack
of safety for pedestrian. RII value of Law and order not maintained was found highest
i.e. 0.77. it means, there is weak duties and responsibility of concern authorities due to
law and order not maintained. The study would like to suggest that the duties and
responsibilities of concern authority is needed to improve for proper management of
Ring Road.
Keywords: Ring road, flyover, subway crossing, drainage system

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 TABLE OF CONTENTS
DECLARATION................................................................................................................i

RECOMMENDATION....................................................................................................ii

CERTIFICATE OF ACCEPTANCE.............................................................................iii

ACKNOWLEDGEMENT...............................................................................................iv

ABSTRACT........................................................................................................................v

ABBREVIATIONS........................................................................................................xiii

CHAPTER 1: INTRODUCTION................................................................................1

1.1 Background of the study..................................................................................1

1.2 Statement of the problem.................................................................................5

1.3 Objectives of the study....................................................................................5

1.4 Rationale of the study......................................................................................6

1.5 Research questions..........................................................................................6

1.6 Scope and limitation of the study....................................................................6

CHAPTER 2: LITERATURE REVIEW....................................................................7

2.1 Background......................................................................................................7

2.2 Pavement preservation and recycling summit (PPRS PARIS, 2015)..............9

2.3 Techniques in the construction site...............................................................10

2.4 Performance Indicators..................................................................................11

2.5 Benchmarking................................................................................................12

2.6 Performance measurement............................................................................12

2.7 Building Defects (Waje & Patil, 2013).........................................................13

2.8 Construction defect would result from (Waje & Patil, 2013)........................14

2.9 Cost of Quality (COQ) (Waje & Patil, 2013)................................................14

2.10 The Categories of Cost (Waje & Patil, 2013)................................................14

2.10.1 Failure cost.............................................................................................14

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 2.10.2 Quality Management..............................................................................15

2.10.3 Tangible costs and Intangible costs........................................................15

2.11 Study of Traffic congestion in Global context..............................................16

2.12 Road statistics of Nepal.................................................................................34

CHAPTER 3: RESEARCH METHODOLOGY......................................................43

3.1 Research design.............................................................................................43

3.2 Study area......................................................................................................44

3.3 Type and nature of data.................................................................................45

3.3.1 Types of Data.........................................................................................45

3.3.2 Nature of data.........................................................................................46

3.4 Data collection methods................................................................................46

3.4.1 Field observation (FO)...........................................................................46

3.4.2 In-depth interview (IDI).........................................................................46

3.4.3 Focus group discussion (FGD)...............................................................47

3.4.4 Questionnaire survey..............................................................................47

3.5 Data collection by secondary sources............................................................47

3.6 Study period...................................................................................................48

3.7 Sampling techniques and sample size...........................................................48

3.8 Data analysis and presentation......................................................................48

3.9 Data analysis and presentation......................................................................49

CHAPTER 4: RESULTS AND DISCUSSION.........................................................50

4.1 Respondents Profile.......................................................................................50

4.2 Demographic profile......................................................................................50

4.3 Respondents Gender:.....................................................................................51

4.4 Respondents Age:..........................................................................................51

4.5 Education of Respondents:............................................................................52

4.6 Profession of Respondents:...........................................................................52

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 4.7 Side walk (Foot path) plays vital role to solve congestion............................53

4.8 Bicycle track plays vital role to solve congestion.........................................53

4.9 Service road plays vital role to solve congestion..........................................54

4.10 Good to make green belt in between service road and 4 lanes road pavement
54

4.11 Fly over & sub-way reducing the congestion................................................55

4.12 Views for defective structure issue due to Proper location has not been
selected.....................................................................................................................55

4.13 Views for defective structure issue due to Low quality Structure.................56

4.14 No flyover & underpass construction at the junction of the road..................56

4.15 Views for defective structure issue due to delay in Construction.................57

4.16 Views for defective structure issue due to need of proper maintenance of
road 58

4.17 View related to management due to improper drainage system....................58

4.18 View related to management of dumping of solid waste on either sides of

road 59

4.19 Insufficient traffic management.....................................................................60

4.20 Improper construction of footpath.................................................................60

4.21 View related to management due to Weak duties and responsibility of

concerned authorities................................................................................................61

4.22 Overhead crossing bridge is not in adequate use...........................................62

4.23 Field observation:..........................................................................................62

4.24 Indepth Interview...........................................................................................63

4.25 Focus group discussion..................................................................................63

CHAPTER 5: CONCLUSIONS AND RECOMMENDATION.............................65

5.1 Conclusions...................................................................................................65

5.2 Recommendation...........................................................................................68

REFERENCES................................................................................................................70

viii
ANNEXES........................................................................................................................73

ANNEX 1: QUESTIONNAIRE SURVEY..............................................................73

ANNEX 2: LIST OF TABLES................................................................................81

ANNEX 3: PHOTOGRAPHS..................................................................................87

ix
 LIST OF TABLES

Table 2.1 The causes of traffic jams............................................................................16

Table 2.2 National Highways in Nepal........................................................................35
Table 2.3 Feeder Roads in Nepal.................................................................................36
Table 2.4 District Roads...............................................................................................40

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 LIST OF FIGURES

Figure 2.1 Urban roads report (Adopted and modified from Pacino,2005).................19
Figure 3.1 Methodological frame work........................................................................43
Figure 4.1 Demographic Profile of Respondents.........................................................50
Figure 4.2 Respondents Genders (Field Survey, 2020)...............................................51
Figure 4.3 Respondents Age (Field Survey, 2020)......................................................51
Figure 4.4 Education of Respondents (Field Survey, 2020)........................................52
Figure 4.5 Profession of Respondents (Field Survey, 2020).......................................52
Figure 4.6 Side walk (Foot path) plays vital role to solve congestion (Field Survey,
2020)............................................................................................................................53
Figure 4.7 Bicycle track plays vital role to solve congestion (Field Survey, 2020)....53
Figure 4.8 Service road plays vital role to solve congestion(Field Survey, 2020)......54
Figure 4.9 Good to make green belt in between service road and 4 lanes road
pavement (Field Survey, 2020)....................................................................................54
Figure 4.10 Fly over & sub-way reducing the congestion (Field Survey, 2020).........55
Figure 4.11 Defective structure issue due to Proper location has not been selected
(Field Survey, 2020).....................................................................................................55
Figure 4.12 Views for defective structure issue due to Low quality Structure (Field
Survey, 2020)...............................................................................................................56
Figure 4.13 No flyover & underpass construction at the junction of the road (Field
Survey, 2020)...............................................................................................................57
Figure 4.14 Views for defective structure issue due to delay in Construction (Field
Survey, 2020)...............................................................................................................57
Figure 4.15 Defective structure issue due to need of proper maintenance of road(Field
Survey, 2020)...............................................................................................................58
Figure 4.16 View related to management due to improper drainage system(Field
Survey, 2020)...............................................................................................................59
Figure 4.17 View related to management of dumping of solid waste on either sides of
road (Field Survey, 2020)............................................................................................59
Figure 4.18 insufficient traffic management (Field Survey, 2020)..............................60
Figure 4.19 improper construction of footpath (Field Survey, 2020).........................61

xi
Figure 4.20 View related to management due to Weak duties and responsibility of
concerned authorities (Field Survey, 2020).................................................................61
Figure 4.21 Overhead crossing bridge is not in adequate use(Field Survey, 2020).....62

xii
 ABBREVIATIONS

IUT Institute of Urban Transport

ISO International Organization for Standardization
GON Government of Nepal
DOR Department of Roads
TSM Transportation System Management
TDM Travel Demand Management
CBPP Construction Best Practice Programmer
KPI Key Performance Indicator
RCC Reinforced Cement Concrete
COQ Cost of Quality
TQM Total quality Management
PPM Persons per mile
HOT High Occupancy Toll
HOVs High Occupancy Vehicles
SOVs Single Occupancy Vehicles
PT Public Transport
ERP Electronic Road Pricing
EDSA Epifanio de los Santos Avenue
UN United Nations
OECD Organization for Economic Co-operation and Development
SSRN Statics of strategic Roads Networks
DOLIDAR Department of Local Infrastructure Development & Agricultural Road
SRN Strategic Roads Networks
SUR Strategic Urban Roads
FRN Feeder Roads National
FRO Feeder Roads Others
NH National Highway
RII Relative importance index
PPRS Pavement Preservation and Recycling Summit

xiii
 CHAPTER 1: INTRODUCTION

1.1 Background of the study

Roadway makes a vital contribution to overall economic and social development

thought the world. Decrease of vehicle operation cost, road accident rates and
constrain of mobility by well-maintained roads play great role for the development of
the country. Roads are primary mean of transportation. These provide human access
to different places. It helps to increase the living standards and economic condition of
country (Burningham Sally, 2005) .

An intersection is the area shared by the joining or crossing of two or more roads.
Since the main function of an intersection is to enable the road user to make a route
choice, it is a point of decision. Hence the problems that are encountered by the
motorist while passing through an intersection must be recognized and the design
should be in such a way that the driving task is as simple as possible (Tom and
Mathew, 2019).

After the Second World War, transport planning, management and maintenance was
based on modernization pattern, and afterward happen the agenda of industrialized
society, set the pace for accelerated investment in road infrastructure development.
Road network expanded after second World War, during the post war recovery many
areas have new roads. Continued growth in urbanization, population and per capita
income triggered phenomenal growth in the road services and the construction of new
roads (Davis, 2003).

Intersection is also a point of large number of major clashes, besides a point of

decision. These clashes may be due to the crossing exercises of vehicles moving in
different directions. Good intersection design results from a minimization of the
magnitude and characteristics of the clashes and a simplification of driver route
selection process (Tom and Mathew,2019).

1
An underpass is an underground pathway, completely enclosed except for openings
for way in and way out, commonly at each end. If an underpass is constructed for
pedestrians and/or cyclists beneath a road, allowing them to reach the other side in
safety, then such a construction is known as a Subway. These are constructed when it
is necessary for pedestrians to cross a road or a limited-access highway (Tom and
Mathew, 2019). Also an overpass known as a flyover is a bridge or similar structure
that crosses over another road. A pedestrian overpass allows pedestrians safe crossing
over busy roads without impacting traffic. Overpasses allows for traffic flow from
mixing with vehicular and pedestrian traffic. Stack interchanges are made up of many
overpasses.

Urban roads in any country have a heterogeneous mix of traffic. The type and
character of each urban road needs to be carefully detailed to respond to the functions
it performs, i.e. providing mobility or access or both. Safety of road users is a major
concern now because the number of traffic accidents and fatalities on urban roads has
continued to increase in the past few years. Therefore, application of appropriate
geometric design standards on urban roads is essential to ensure the safety to all road
users. A design of the entire road cross-section holds considerable importance, as it
governs the design speed of vehicles, reflects prioritization in space allocation and
introduces concepts of universal design and traffic calming (IUT 2019, India).

During the 1960s and the early 1970s, the construction industry enjoyed a boom; the
main reasons for this rapid expansion were the demand created by urbanization, a
widespread desire for improved housing standards, and the preferential treatment
given to housing construction on the capital market. In this era of construction history
many defects occurred because of the high tempo at construction sites. During the
latter half of the 1970s and the early 1980sthe construction industry decreased
successively in size. However, in the mid-80s the demand for dwelling units started to
grow and during the latter half of the 1980s, construction increased considerably,
reaching a peak in 1990.The construction process is complex processes in which
many different actors are involved. The demand for quality assurance comes primarily

2
from the central authorities via the client. These demands are then transmitted by the
customer supplier chain to all of the actors involved (Landin, 2000).

Health and safety is very important to all areas in the building and construction
industry. It has always been considered very important as it is considered to be a
greatly exposed sector when it comes to occupational accidents. Indeed,
improvements have been made in health and safety performance in some aspects of
the construction industry; very little attention has been given to how the process of
procurement impacts within the industry, with underlying themes of financial and
legal liabilities and accountability for accidents (Cooney,2016).Although, this has
been seen in most countries – the reality is that the construction industry continually
has injury and fatality statistics that make it one of the most dangerous industries in
which to work predominantly, and how these statistics bear up within the
organizational culture. Cutting corners, to deliver a project on time and to forego any
relevant health and safety legislation, indeed tow in a contract illegally, within the
jurisdiction, is becoming a concern. In view of this and as a result of the increasing
number of accidents, the development and publication of standards and good
engineering practices based on experience and codes started (Cooney, 2016).

Quality has become an increasingly important means of competition on the world

market and has become a strategic weapon in the fight for market shares and
improved profitability. During the past few years, work on quality management
within the building sector has developed considerably. Many companies have gone to
great effort to introduce the use of a quality system as an integral part of construction
management. Several companies in the construction sector have chosen to structure
their quality systems in accordance with the standards contained in the ISO 9000
series. Since 1995, authorities in Sweden have required that companies in the
construction sector that bear responsibility for a construction project have certain
knowledge of ISO 9001(Landin,2000).

The construction industry is vital for the development of any nation. In many ways,
the pace of the economic growth of any nation can be measured by the development
of physical infrastructures, such as buildings, roads and bridges. Construction project

3
development involves numerous parties, various processes, different phases and
stages of work and a great deal of input from both the public and private sectors, with
the major aim being to bring the project to a successful conclusion. The level of
success in carrying out construction project development activities will depend
heavily on the quality of the managerial, financial, technical and organizational
performance of the respective parties, while taking into consideration the associated
risk management, the business environment, and economic and political stability. The
construction is becoming more complex, a more sophisticated approach is necessary
to deal with initiating, planning, financing, designing, approving, implementing and
completing a project (Takim & Akintoye, 2002).

This has contributed to companies in that sector being concerned with the use of a
quality system generally. The law concerning public competition for contractors,
together with membership of the EU, has also contributed to companies preparing
themselves for competition within a larger market than heretofore, a market in which
customers may increasingly require suppliers to employ a quality system. Clients are
demanding quality, consultants are preaching it, and construction firms are still
struggling with it. Historically, construction is an industry reluctant to change, but is
now trying to catch up with the Total Quality Management revolution that has already
transformed many other businesses. The construction industry has made little progress
in reducing the cost of building houses or improving their quality, while the quality
and reliability of products produced by manufacturing industries have increased
steadily. The cost of building houses today is little different, in real terms, from what
it was two generations ago, and defects occur just as often as they ever did. This
struggle with the concept of quality in the construction process is the background of
this thesis (Landin, 2000).

With over 10 million people, Kathmandu has been fastest growing cities in south
Asia. With rapid urbanization the city has been facing high traffic congestion. so it is
an ideal situation that an individual face while travelling in a road. This situation may
cause delay to reach destinations. Traffic congestion can be occurred due to various
causes such as saturated volume of vehicle on a road, accident, haphazard parking of
vehicle, improper road conditions, over population, more private vehicles, violation of
traffic rules, fuel stations, movement of very important persons and construction and

4
management of appropriate structures not at proper places (Mahama and
Bajracharya, 2016).

A ring road (also known as circumferential highway, loop or orbital) is a road or a

series of connected roads encircling a town, city, or country. The most common
purpose of a ring road is to assist in reducing traffic volumes in the urban Centre, such
as by offering an alternate route around the city for drivers who do not need to stop in
the city core.

In Kathmandu ring road connects major places like Kalanki, Satdobato, Gwarko,
Balkumari, Koteshwar, Tinkune, Tribhuvan International Airport, Gaushala, Chabhil,
Sukedhara, Maharajganj, Basundhara, Samakhushi, Gongabu, Balaju and
Swayambhunath. A section of 27 kilometres was expanded eight lanes in cooperation
of the Chinese government (GON – 2003).

1.2 Statement of the problem

Widening of ring road is an enormous step of DOR in Nepal. It has reduced the traffic
congestion to great extent. On the other hand, the road of the core city which ends in
different junction of the ring road has led to congestion due to lack of grade
separation, lack of fly-over, sub-way and over cross bridge in those junctions.
Lack of proper traffic signs and signals, zebra crossing in such a high speed road leads
to the head on collision, also loss of life of pedestrians.
Drainage system of the extended road is not satisfactory. Rain water gets accumulated
in the ring road. The lack of proper drainage may cause the deterioration of the road.
Also constructed structure is not appropriate place.

1.3 Objectives of the study

General objective:
The main objective of this study is to analyse the performance of urban arterial roads.
Specific objectives:
The specific objectives are as follows.

 To identify the performance indicator of urban roads.

5
  To analyze the performance of traffic signs and signals for efficient operation
as per the traffic rule of Nepal.
 To determine the effect of drainage system along urban road.
 To recommend appropriate measures for improvement of performance
Kathmandu ring road.

1.4 Rationale of the study

This study provides guidelines for upgrading of the ring road which is very essential
for smooth transportation management. It also helps the concerned authority (DOR) to
make proper policy for improvement of traffic congestion along ring road of KTM
valley
Moreover, the country is planning for the outer ring road which should be properly
planned and constructed for efficient traffic management. This study also helps for the
further construction of other roads and highways.

1.5 Research questions

 What are the performance indicators of operation of urban roads?

 How can be improved the performance of urban roads?
 What are the effects of drainage system on urban road operation?
 What types of preventive measures can be adopted?

1.6 Scope and limitation of the study

Scope:
The scope of this study is to analyse operational performance of urban arterial roads.
Limitation:
This study was focused on Performance analysis of Urban Arterial Roads
(Kathmandu Ring Roads) only. It does not cover other roads of the valley. The
findings and conclusions of this study may or may not be generalized in the other
roads of Nepal. In spite of these limitations, the study tries to meet the objectives and
the topic of the study itself as far as possible.

6
 CHAPTER 2: LITERATURE REVIEW

2.1 Background
Kathmandu Valley is located in the foothills of Himalayas lies between latitudes
27°49’13’’ and 27°49’10” north and longitudes 85°11’31” and 85°31’38” east at
about 1300 m above sea level. Climate of Kathmandu Valley is sub-tropical cool
temperate with maximum of 35.6°C in April and minimum of –3°C in January and
75% annual average humidity. The temperature in general is 19°C to 27°C in summer
and 2°C to 20°C in winter. The average rainfall is 1400 millimeters, most of which
falls during June to August. (Pant, 2009).
Valley was a lake and was drained out by saint Manjushree. He cut through the ridge
of chobhar which lies on the south of Kathmandu valley and all water drain out then
made valley available for habitation. Culture date backs to more than 2000 years to
the pre-historic kirat period as mentioned in city profile. Four major rivers namely
Baghmati, Manchaca, Bishnumati and Dhobikhola, are flowing through the heart of
Katmandu City.

Ruled by different Kirat, Malla dynasty kings in the past and whole country was
divided into many sub-kingdoms, after the unification by the founder of modern
Nepal King Prithivi Narayan shah, made capital Kathmandu valley and has become
the capital of Nepal since then (Thapa and ale 2008).
With over 10 million people, Kathmandu has been fastest growing cities in south
Asia. With rapid urbanization the city has been facing high traffic congestion.
Presently 1.17 million vehicles are registered in Baghmati Zone among which 36.4%
ply in Kathmandu .97% vehicle are registered as a private vehicle which has add a
challenge in traffic management. So the rapid growing traffic can be managed by
appropriate construction and management of structures along the junction of the ring
roads.

Traffic congestion is an ideal situation that an individual face while travelling in a

road. This situation may cause struck towards destinations. Traffic congestion can be
occurred due to various causes such as saturated volume of vehicle on a road,

7
accident, haphazard parking of vehicle, improper road conditions, over population,
more private vehicles, violation of traffic rules, fuel stations and movement very
important persons (Mahama and Bajracharya, 2016).

Traffic congestion is a problem that every major and minor city of developed,
developing and underdeveloped country faces every day. It is an unsolved problem
but can be mitigated by using lots of measures. Mathematically congestion is usually
looked at as the number of vehicles that pass through a point in a window of time or
a flow (Mahama, Apr 2012, Dr. Hossain, 2016).

Traffic congestion is the result of too much traffic trying to use the available road
space in other words; traffic exceeds the supply of road space. Demand increases due
to rise in urban population increasing number of lower-capacity vehicle (i.e., car,
motorcycle), and insufficient public transport (buses, micro, tempo).
In major cities, everyday millions of people travel for their daily activities such as
going office, market, hospitals, entertainment, educations etc., Traffic congestion has
become a major problem where people have to spend hours. Traffic congestion is a
sad reality where people can do nothing but only wait for their green signals. People
have to prepare trip time to reach the destination on time (Hossain, 2016) .

Traffic congestion has huge impact on economic, social and environmental aspect.
while the economic costs include loss in travel trip time, loss of fuel which increases
vehicle operating cost, the social cost includes factors such as road casualties
psychological stress and discomfort, reduced social activities, re-location of residence
and business, effects on family lives and reduced efficiency of public transport.
Environmental impacts include noise pollution, green house, gases and general traffic
domination of everyday life. These social and environmental cost are not easily
expressed in monetary terms but are substantial nonetheless (Dr. Md. Hossain,2016).
According to Meyers (1997) congestion mitigation strategies can be broadly
classified into three categories; Transportation System Management (TSM), Travel
Demand Management (TDM) and Land Use Management.

As urban space continues to expand to accommodate a growing global population,

there remains a real need to quantify and qualify the impacts of urban space on natural

8
processes. The expansion of global urban areas has resulted in marked alterations to
natural processes, environmental quality and natural resource consumption. The urban
landscape influences infiltration and evapotranspiration, complicating our capacity to
quantify their dynamics across a heterogeneous landscape at different scales.
Impervious surfaces intensify runoff processes, whereas runoff from penetrable areas
remains uncertain. Thus proper drainage plays vital role to control the runoff water of
city areas (ScottJ.McGrane, 2016).

Traffic control at junctions aims to increase safety, improve traffic flow and simplify
drivers' decision-making. At uncontrolled junctions, road safety problems are
encountered in terms of increased accidents (material damage only and/or injury). The
rule of giving way to traffic from the right applies at junctions of roads; however,
different traffic and priority control schemes can be applied for the purpose of
improving road safety at junctions. Traffic control at junctions can be done by
implementation of proper traffic signs, traffic signals and the upgrade of traffic
signals (GeorgeYannisetal, 2011).

2.2 Pavement preservation and recycling summit (PPRS PARIS,

2015)
PPRS gave ideas about importance of road asset maintenance:
Road networks: A considerable asset

 Political authorities need to be more aware of the need maintaining road

asset
The Road World Association launched a Special Project entitled “The Importance of
Road Maintenance” to provide road owner, road operator with a clear and sharable
vision of the strategic position of road assets and their maintenance.
Roads are key national assets

 Tens millions of kilometers across the world (average: half millions km

per OECD countries)
 Roads are often the single largest publicly owned national asset
Road transport is a foundation for economic activity

9
  Value added by road commercial transports lies between 3% and 5% of
GDP -With induced or related activities, the contribution to GDP is 10 to
20%
 Road transport accounts for about 80 – 85 % of passenger travel

Ageing infrastructure requires road maintenance

 With age, road infrastructures become more breakable, less strong and
journeys are more vulnerable to disruption
Traffic volume continue to grow and drive an increased need for maintenance

 In developing countries, traffic is rapidly growing; in developed countries,

age of stock increases and asset become more and more complex
Impacts of road maintenance are different and must be understood

 Road maintenance provides safety, economic, environmental and social

well- being benefits
Investing in maintenance at the right time saves significant future costs

 Maintenance is a fraction of initial cost (2-3% on paved road, 5-6% on

unpaved roads)
Maintenance investment must be properly managed

 Adoption of sound asset management will improve road network

performance
 Establishing different classes of roads with different levels of service,
according to real needs
 Effective maintenance programming using strong decision making process
based on regular monitoring and use of prediction models
 Valuation of assets and their depreciation to demonstrate investment
needed
 Adequate and robust institutional arrangements in place (funding,
legislation…)

2.3 Techniques in the construction site

Over the years, techniques for the construction of buildings have become increasingly
mechanized, and cranes, hoists, pumps, air compressors, high-pressure steam

10
generators, hand-held power tools and other labor-saving devices have become
standard equipment at every building site. Prefabricated units are being used to a
greater extent although prefabrication could be used considerably more. Installation of
prefabricated units at the building site requires no more than simple assembly work.
Stairways refuse chutes, kitchen fittings, walls and floors can be taken from ready-
made stocks, and large, “tailor-made” framing members are often produced in
factories owned by the contractors. Virtually all conventional materials now come as
prefabs, in the form of reinforced brick slabs, reconstituted wood, prestressed
concrete, etc. Specially prepared steel is increasingly used in reinforcement.
Manpower is also used more efficiently. Since 1960, the working time per cubic meter
of building volume has been reduced by more than 30%. Developments on the
materials side have proceeded along several fronts: improved quality; a broader range
of products; growing emphasis on synthetics; greater consideration for the
environmental setting of materials; and more comprehensive, uniform specifications
with standardized testing methods to facilitate choice of the right material at the right
place. Technological advances have also coursed ahead in civil engineering.
Mechanization is proceeding quickly, and has developed especially pronounced in
earth excavation and road building (Landin, 2000).

2.4 Performance Indicators

Most of these indicators, such as construction cost, construction time, defects, client
satisfaction with the product and service, profitability and productivity, promote
result-orientated thinking, whereas predictability of design cost and time, and
predictability of construction cost and time, and safety can be regarded as process-
orientated thinking. There are no suggestions for performance indicators in
benchmarking projects at the project selection phase i.e., analysis stage, when the
client and end-user's requirements need statements and the delivery strategy are
determined. In addition, the perspective of the ‘project’ and ‘supplier’ is not clearly
indicated. None of the measures mentioned in this section could identify the
performance of suppliers in a project environment. The output of the requirements at
the analysis stage will most likely determine the output of the entire development
process. They indicate that the origination and initiation phase, in which major
decisions are made, such as decisions on the project’s objectives and planning the

11
project’s execution, has the most influence on the project’s success. The issue is much
more serious when the kind of activities that should be undertaken depends on the
outcome of earlier activities. It is therefore important to identify parameters
(performance indicators) for benchmarking projects at the project selection phase in
order to achieve good project performance (Takim & Akintoye, 2002).
(Posten, 1985) who found that 55% of all defects in R&D projects occur during
requirement analysis and specification, earlier documented this position, whereas 43%
of all defects are not found until after the testing stage. It is not surprising that the
same situation is applicable to construction projects.

2.5 Benchmarking
Construction Best Practice Programmer (CBPP) defines benchmarking as a
systematic process of comparing and measuring the performance of the companies
(business activities) against others, and using lessons learned from the best to make
targeted improvements. Companies that engage in benchmarking do so for two basic
reasons. They either are attempting to gauge where they stand against key
competitors, or they are looking to learn and incorporate successful ideas from best of
class companies (Acord, 2000).
On the other hand, a key performance indicator (KPI) is the measure of the
performance of the process that is critical to its success. The best performance
achieved in practice is the benchmark. The objective is to understand the existing
processes and activities and then to identify an external point of reference or standard
by which that activity can be measured or judged (Takim & Akintoye, 2002).
2.6 Performance measurement
(Mbunga, Harris, Holt, & Olomolaiye, 1999) and (Love & Holt, 2000) have
identified a distinction between performance indicators, performance measures and
performance measurement. According to them, performance indicators specify the
measurable evidence necessary to prove that a planned effort has achieved the desired
result. In other words, when indicators can be measured with some degree of
precision and without ambiguity they are called measures. However, when it is not
possible to obtain a precise measurement, it is usual to refer to performance
indicators. Performance measures are the numerical or quantitative indicators (Sindair
& Zairi, 1995).

12
On the other hand, performance measurement is a systematic way of evaluating the
inputs and outputs in manufacturing operations or construction activity and acts as a
tool for continuous improvements [ (Sindair & Zairi, 1995), (Mbunga, Harris, Holt, &
Olomolaiye, 1999)].

(Cordero, 1990) classifies performance measurement based on the method of

measurement and area of measurement. The methods of measurement of performance
can be in terms of the technical performance, the commercial performance and the
overall performance. The areas of measurement are at the planning & design level,the
marketing level and manufacturing level etc., and for the overall performance are at
the level of a firm or strategic business unit. Furthermore, he proposes a model of
performance measurements in terms of outputs and resources to be measured at
different levels. Outputs are measured to determine whether they help to accomplish
objectives (effectiveness) and resources are measured to determine whether a
Performance Indicators549minimum amount of resources is used in the production of
outputs (efficiency). However, in his model, (Cordero, 1990) failed to reflect the
interests of stakeholders, their needs and expectations. If construction organizations
are to remain competitive in the long run, they need to develop and better understand
their relations with their customers, suppliers, employees, lenders and the wider
community, as suggested by (Love & Holt, 2000). Hence, performance measurement
has to incorporate the interest of the stakeholders, both economically and morally.

2.7 Building Defects (Waje & Patil, 2013)

Building defect is one of the major components of building that needed attention.
When a building fails to perform as it should, we immediately look for answers. Is the
problem being the result of someone’s failure to assemble it properly? Is the problem
an act of nature? Was the proper maintenance of the building not performed as it
should have been? The answers often depend upon a number of factors: the age of the
affected building component, the exact nature of the problem, the presence or absence
of human error, or some combination of all three.

13
2.8 Construction defect would result from (Waje & Patil, 2013)

 Defective building material or components-materials: i.e., inferior material

such as building bricks, cement, roofing material, poorly manufactured
windows.
 A violation of Building Codes at the time of construction.
 Failure to meet professional standards for design at the time plans were
approved Design: i.e., faulty RCC roofing design contributes to water
intrusion
 Failure to build according to accepted trade standards for good and
workmanlike construction. Workmanship: i.e., substandard or shoddy work.
 Soil: i.e., structural failures and earth movements.

2.9 Cost of Quality (COQ) (Waje & Patil, 2013)

The concept of COQ was first mentioned by Juran (1951) as the „cost of poor
quality‟. According to Crosby (1979), COQ is the price of non-conformance. The
term 'Cost of poor Quality' refers to the costs associated with providing poor quality
product or service. COQ is the amount of money a business loses because its product
or service was not done right in the first place. It has been suggested that the cost of
poor quality can range from 15%-40% of business costs.

2.10 The Categories of Cost (Waje & Patil, 2013)

2.10.1 Failure cost

1. Internal Failure Costs: Internal failure cost is a cost that would disappear if no
defects existed prior to shipment to the customer. These costs include rework,
scrap, re-inspection, re-testing, corrective action, redesign, material review,
material downgrades, vendor defects, and other like defects.
2. External Failure Costs: External failure cost is a cost that would disappear if
no defects existed in the product after shipment to the customer. These costs
include processing customer complaints, customer returns, warranty claims
and repair costs, product liability and product recalls.
3. Appraisal Costs: The costs incurred while performing measuring, evaluating,
or auditing to assure the quality conformance. These costs include first time

14
 inspection, checking, testing, process or service audits, calibration of
measuring and test equipment, supplier surveillance, receipt inspection etc...
4. Prevention Costs: The costs related to all activities to prevent defects from
occurring and to keep appraisal and failure to a minimum. These costs include
new product review, quality planning, supplier surveys, process reviews,
quality improvement teams, education and training and other like costs.

2.10.2 Quality Management

Quality management includes both quality control and quality assurance, as well as
the additional concepts of quality policy, quality planning and quality improvement.
“Quality management” operates throughout the quality system (ISO 8402). Total
quality management (TQM) is a term often used by researchers and it will therefore
be discussed here as it is closely related to quality management. TQM has become
one of the buzzwords of the 1990s. It is a term that has been used so widely that it
means different things to different people. Focusing on customer expectations and
needs is a key element of TQM. The theory that "if the customer is happy, your
business will prosper", has been around for a long time. It has been applied with a
large measure of success to many, diverse organizations (McKim, 1995). Quality
management involves a continuous search for ways to prevent defects by “doing the
job right”. Quality management is concerned with preventing problems by creating
the attitudes and environment that make.

2.10.3 Tangible costs and Intangible costs

Tangible costs:
Road traffic congestion also impacts on the business sectors and in particular to those
involved in delivery services and road-based public transport operators.
Intangible costs:
 Long traffic queue in congestion worsens roadside air quality, which not only
exacerbates the threat to public health, but also affects the quality of life.
 congestion often interferes with the passage of emergency vehicles and
delays them in responding to incidents;

15
2.11 Study of Traffic congestion in Global context
(Amin_Azimian, 2011) Traffic congestion occurs when the demand is greater than the
available road capacity. There are many reasons that cause congestion; most of them
reduce the capacity of the road at a given point or over a certain length, for example
people parking on the roads or increase in the number of vehicles. As shown in Table
2 .1 The causes of traffic jams below the Federal Highway Administration,
(Margiotta et al, 2009).

Table 2.1 The causes of traffic jams

Bottlenecks 40% of total congestion

Traffic Incidents 25% of total congestion
Work zones 10% of total congestion
Bad weather 15% of total congestion
Poor signal timing 5% of total congestion
Special events /Other 5% of total congestion

Malaysia
On average, one person will at least spend around one to four hours trapped in traffic
jam everyday (Tong, 2014). According to a survey done by Frostand Sullivan, 41%
Malaysian described traffic jam as their top frustration (Frost & Sullivan: 41% of
KL's respondents rank traffic jam, congestion as top frustrations,2014)
(ChongVunVui, 2015).
However, the main transportation tools used by Malaysian are private cars. According
to the report, about 88% Malaysian are using private cars as their major Traffic
congestion is a common problem in Malaysia, especially in the capital city of
Malaysia, Kuala Lumpur. Especially during peak hours around 4pm to 6pm when all
workers go to work and return from work respectively, all major highways will be
very congested.

transporttoolswhiletheremaining12%uses public transport (Tong, 2014). Compared to

the global average figure, which recorded 53%privatetransportationusageand 26%
public transport usage.

16
Australia
Australia, total metropolitan vehicle kilometers (freight and passenger) travelled is
forecast to grow on average by 40% between 2002 and 2020. Cars are the dominant
transport mode for domestic passenger travel, accounting for approximately 80% of
total metropolitan vehicle kilometers travelled. Road is also the dominant mode for
urban freight. Urban road freight is expected to increase by over 70% between 2002
and 2020. Domestic non-bulk freight is expected to grow at a faster rate than overall
traffic, including cars. However, even with the rapid growth of light commercial
vehicle freight traffic, it is expected that car traffic will comprise 75% of total
metropolitan vehicle kilometers in 2020. Traditional traffic congestion performance
measures, such as average travel speeds and other speed-based congestion measures,
do not always give an accurate picture of how congestion is changing at the transport
corridor level and the extent to which network reliability has become an issue
(EuropeanConfereneofMinistersofTransport, 2007).

Canada
Road congestion continues to be stimulated in Canada by rapid growth in population,
urbanization, and related growth in car ownership and use. Motor vehicles in use have
also continued to increase faster than the total population, the fleet of cars and trucks
combined increasing by 13% during the decade to 2002. Certain sections of
motorways in Toronto and Montréal are regularly congested during the peak periods
such that there is little discernable difference between “rush hour” and the rest of the
day. This phenomenon of off-peak congestion reflects, in part, the fact that off-peak
travel has grown more rapidly than peak hour travel in recent years. March 22, 2006
by the Minister of Transport study reviewed data and situations where congestion
occurs daily because demand exceeds the cities’ capacity to move people. It also
served to examine costs due to travel delay, additional fuel consumed, and additional
greenhouse gases produced. The proportional difference in vehicle ownership has
been close to 40% for at least the last four decades, while growth has been substantial.

Czech Republic:
Over the past decade, the number of cars in the Czech Republic has increased
significantly. The rate of motor vehicle registration per capita has already reached the
level of more developed European countries and, in Prague, has even surpassed most

17
west European cities. Traffic has also been growing, rising more in the period from
1990 to present than in the previous 100 years combined. While this trend has
somewhat slowed recently, traffic is still growing. An increase in car use for
commuting is one of the main factors behind the rise of congestion in Czech cities.
The share of daily travel by public transport has decreased from 75% to 60% since
1990 in all the major Czech cities. Passenger cars now represent 80% of the vehicle
fleet and passenger car traffic accounts for 90% of daily traffic flows in all principal
Czech cities. Average vehicle occupancy is currently at 1.4 persons per car.

Europe Pristina
Rochester Institute of Technology carried out a survey at Pristina to find the cause of
traffic congestion. The objective of study was to find the cause of traffic congestion in
Pristina and suggest remedial measures. Factors causing traffic congestion was
divided into two groups, Traffic disturbance and Network overloaded. Traffic
disturbance are temporary occurrence and only imparts as they happen. It includes
accident, harsh weather condition and road construction.
In Network Overload fall all the cases where the road congestion is caused either by
decreased road capacity or increased demand for transportation. Other physical
factors for traffic congestion were road intersections, presence of heavy traffic
vehicles.
Remedial measures such as increase in public transportation, management of parking
space and development of outer ring road.

Ghana
Rodriqueet al, (2009) states that congestion can be perceived as unavoidable
consequences of scarce transport facilities such as road space, parking area, road
signals and effective traffic management (TakyiHarriet-Kofi, 2013).

Downie (2008) also opines that traffic congestion occurs when the volume of
vehicular traffic is greater than the available road capacity, a point commonly referred
to as saturation. According to Eddington (2006), an effective transportation system
is significantly important in sustaining economic growth in contemporary economies
since it provides linkages between different parts of the country and the global world.

18
A good-established transportation system is not only key to national growth but also
serves as catalyst for economic development of a country. Thus, there is a relationship
between transportation and productivity (Luetal.2009). Shapiro et al, (2002) assert
that mass transit is prerequisite for ensuring efficient and effective transportation
system in urban areas in terms of energy conservation reduced traffic congestion and
environmental preservation.

Cause of congestion was rise in population densities, road incidents and broken
vehicles on the roads which restrict capacity of roads and impair smooth traffic flows.
Another contributing factor to congestion as suggested by Herman (2001), cited
Downie (2008) is road parking, which consumes large amount of space has become a
land issue that greatly inflates the demand for urban land, causing congestion in cities.
He adds that high urban mobility rate also contributes to the congestion menace.
Massive use of cars does not only have an impact on traffic congestion but also leads
to decline in public transit efficiency, thereby creating commuting difficulties in cities.
Furthermore, Urban Roads (2004) Report that traffic congestion in Kumasi is
attributable to limited road capacity, parking space, dysfunctional road signals, drivers’
behavior, vehicle breakdown on roads and too many cars within the city.

Figure 2.1 Urban roads report (Adopted and modified from Pacino,2005)

America

 Downs’ (2004) assertion that traffic congestion mitigation strategies fall into these
two broad categories: supply strategies and demand strategies. Demand for road

19
 space, traffic volume, travel time and speed travel delay are measures to measure
traffic congestion. Researcher recognized that travel delay was the most accurate
measure for capturing system-wide effects, is highly comparable, and allows the
research to calculate traffic congestion related costs. Therefore, travel delay will
be measure choice for traffic congestion analysis.

Mitigating Measures

 Expanding Roadway Capacity: (Blacker & Staley, 2006; Hartgen& Fields,

2006) explains expanding roadway capacity is a simple response to the problem of
demand exceeding supply. There is some evidence to indicate that expanding
roadway capacity leads to a short-term reduction in the severity of traffic
congestion (Downs, 2004). Criticism aside, the major benefit of expanding
roadway capacity is that it can quickly relieve congested corridors or a region’s
larger congestion problems. For example, Bay Area commuters experienced an
average of 74 hours of delay in 2006 resulting from traffic congestion, but after
several freeway expansions and improvements the average annual delay for Bay
Area commuters fell to 50 hours by 2009 (Cabanatuan 2011). Balacker and
Staley (2006) pointed to Houston as another example of an area that significantly
reduced traffic congestion by dramatically increasing roadway capacity. While
these examples may point to the short-term effectiveness of expanding roadway
capacity, this strategy can be incredibly costly. Roadway expansions are not a cost
effective strategy for mitigating traffic congestion. The high cost of construction
and maintenance far outweigh the short-term reductions in travel delay, resulting
from new roadway capacity Metropolitan areas should only pursue roadway
expansions after they have exhausted more cost effective strategies.

 Expanding Transit Capacity: Like expanding roadway capacity, expanding

transit capacity seeks to increase supply, indirectly by providing an alternative to
vehicle travel, in theory shifting a portion of the commuters from the roadway to
transit systems. However, outside of a few select, highly dense cities, like New
York City and San Francisco, a very small percentage of commuters use rail and
transit services. Nationwide, the U.S. Census Bureau (2010) reported that 5% of
all commuters use public transportation. Downs (2004) explained that this

20
 phenomenon is due in part, because a majority of Americans now live in areas
where residential densities are too low to be efficiently served by transit systems.
Several of the representatives recognized that without sufficient residential
densities, transit, particularly fixed rail transit, is an ineffective tool in reducing
travel delay. Like expanding roadway capacity, expanding transit capacity,
particularly fixed rail, suffers from high direct costs therefore there should be
enough residential densities.

 Increasing Residential Densities: A long-term strategy to addressing traffic

congestion is to increase residential densities, which makes alternate modes of
transportation, such as public transit, more viable Downs (2004) argues that
increasing residential densities will allow transit to efficiently service a wider
swath of the population, thus removing demand for road space. Ewing and
Cervero (2010), in a meta-analysis, found that higher residential densities are
associated with fewer vehicle miles traveled. Therefore, the benefit of increasing
residential densities is a potential reduction in demand for road space. Levinson
and Kumar (1997) found that transit becomes most viable at densities exceeding
10,000 persons per mile (ppm)

 Use of Toll Ways: There are two types of toll ways, which are classified as
selective and non-selective. Non-selective toll ways are those in which to use the
roadway, all drivers must pay a toll. Non-selective toll ways are the most
prevalent type of toll way and there is numerous examples across America from
Denver’s E-470 toll way to the Massachusetts Turnpike in Boston. Selective toll
ways refer to High Occupancy Toll (HOT) lanes, such as Orange County’s State
Route 91. Hot lanes are toll ways that accompany existing freeways that allow
drivers the choice of using the toll way or the non-tolled freeway. They are
selective in the sense that High Occupancy Vehicles (HOVs) such as buses or
vehicles with two or more passengers don’t have to pay a toll or pay a reduced
toll, whereas Single Occupancy Vehicles (SOVs) must pay the full toll price in
order to use the toll way. In contrast, political costs will likely be high, as toll-
ways have faced strong political opposition in many parts of California and some
people regard tolls as an additional tax on driving. (DerrickHayden, SPRING
2013)

21
 Use of Ramp Metering: Ramp metering is one of the most cost effective
strategies for reducing traffic congestion. Normally vehicles enter a roadway
freely, without restrictions. When the demand to enter the roadway exceeds the
supply of the roadway, the roadway becomes congested. According to Downs
(2004), ramp metering helps to manage this demand by limiting the number of
vehicles that enter the roadway at a given time when the roadway becomes
congested. The benefit of ramp metering is that it can lessen the severity of traffic
congestion and improve travel speeds.

In addition, Varaiya (2005) predicted that if California, which has an extensive

network of ramp meters, implemented ramp metering formulas that limited car entry
to the point that free flow speed are maintained during peak periods, travel delay
throughout California would be reduced by 25%. However, ramp meters can exert
additional costs if the queue of vehicles on ramps waiting to enter the freeway spill
over onto other roadways, shifting congestion to these roadways.

For instance, Cambridge Systematics, Inc. (2001b) calculated that St. Paul-
Minneapolis ramp meter study saved 5.5 million gallons of fuel during the month and
a half shut down of the ramp metering system. Despite widespread use of ramp
metering throughout the U.S., opinion polling shows that people have mixed feelings
about ramp metering, with some perceiving the benefits of reduced travel time, while
others view ramp queues as being too long (Cambridge Systematics Inc., 2001a).
Different aspects that are observed while implementing remedial measures

 Cost Considerations: Each traffic congestion mitigation strategy has costs

associated with its implementation and use.
 Direct Costs: Refers to the explicit dollar costs involved in implementation and
use, such as construction costs and maintenance/operation costs.
 Indirect Costs: Describes the secondary or external costs resulting from
implementation of the strategy, such as indirect time lost or inconvenience
created.
 Political Costs: Accounts for costs associated with political feasibility. While it is
clear that some mitigation strategies are more politically acceptable than others,

22
 they all face varying levels of political opposition from different constituencies.
The political capital needed to lobby for and/or legislate each strategy, while
difficult to monetize, is a major cost factor

Hong Kong

Hong Kong is a densely populated city among many urban cities around the world.
Road traffic congestion has become a common problem due to increasing economic
activities, moving of people and goods around has always been a great challenge. As
the community develops and economic activities increase, there are intensifying uses
of road space, coupled with a growth in vehicle fleet. At the same time, the scope for
further expansion of road network is increasingly limited, in particular in developed
urban areas. Various reasons have been pointed out for the cause of traffic congestion
in the city such as:
Limited scope for more road transport infrastructure: Growth rate of total length
of public roads in Hong Kong is expected to slow down to around 0.4% p.a. up to
2020. Such growth rate clearly cannot keep up with the current growth of vehicle fleet
(about 3.4% p.a.). Indeed, building more road transport infrastructure alone cannot
resolve traffic congestion  it may actually induce more demand for vehicle usage
and fuel vehicular growth.
Excessive number of vehicles: The number of total licensed vehicles grew by about
30% with an annual growth rate of 3.4% in recent years. The larger the vehicle fleet
size, the slower the car journey speed in the urban areas.
Competing use of road space: loading/ unloading activities of goods vehicles,
picking up/ setting down activities of buses, public light buses, coaches, taxis and
private cars and vehicles circulating on roads looking for on-street parking spaces.
Management and enforcement issues: Illegal acts, such as illegal parking, double
parking, loading/ unloading activities in restricted zones, prolonged loading/
unloading in non-restricted zones or vehicles staying inside the yellow-box at road
junctions would reduce road capacity or block other traffic. Limited manpower
resources and competing priorities, is difficult for the Hong Kong Police Force (“the
Police”) to accord relatively high priority on enforcement against congestion related
offences.

23
Roadworks: Road works are common in Hong Kong. They occupy the road space
and in some cases result in or add to road traffic congestion. Although scheduling
road works at night time when there is generally much less traffic on the road can help
reducing the disruption to traffic.

Consequences of traffic congestion:

 Increased travel time is the most direct consequence of road traffic congestion.
 Apart from the time wasted during congestion, many people also need to allow
extra time for the journey to cater for the uncertainty in trip time due to
congestion.
Essence of Traffic congestion
 Imbalance transportation of supply and demand.
 Rapid traffic growth generated by a growing number of private cars is one of the
most important causes for congestion.
 The mix of old and new transport technologies, highlighted by the shared use of
road space by fast moving motorized vehicles and slow-moving human-powered
and animal-drawn vehicles (such as rickshaws, hand drawn carts and animal
drawn vehicles), typifies many street scenes of the Third world (Rietveld, et al.,
1990).
 Certain basic human behavior patterns in modern societies cause many people to
travel during the same limited periods each day (Downs, 2003).
 People working in offices normally have similar working hours and students are
required to go to school at certain time.
Ongoing efforts for traffic congestion:
i. Improving transport infrastructure: Development of a comprehensive
railway system to serve as the backbone of public transport system is therefore
the key in improving the transport infrastructure. Emphasis on expanding and
improving pedestrian facilities such as the provision of hillside escalator links
and elevator systems to promote walking as a transport mode for short distance
trips. Developing new cycle track network, as well as improving existing cycle
tracks and bicycle parking facilities.
ii. Expanding and improving public transport (“PT”) system: Developments
of new public transport route will be introduced and /or existing routes

24
 enhanced to serve the needs of passengers. Adequate space will also be
reserved in the new developments for providing necessary facilities to
accommodate the proposed public transport services.
iii. Managing road use: congestion charging (or Electronic Road Pricing
(“ERP”)) scheme: It is a traffic management tool aiming at reducing
congestion at a designated area by adopting the “user pays principle”, i.e.
charging motorists for entering the designated area at peak hours of the day
and encouraging travelers to switch to public transport or change their route.
iv. Increase meter parking charges: In order to discourage from circulating/
double parking on roads waiting for metered parking spaces which will added
benefit of discouraging long-term parking.
v. Long term measures
 Review parking policy and disseminate real-time information on parking
vacancies.
 Encourage on-street loading and unloading outside peak hours.
Remedial Measures
1. Physical based instruments: Increase road traffic capacity, building more
transit facilities and increasing service and amenities, upgrading existing city
streets and clustering high-density housing around transit stops.
2. Improving public transport: world without a public transportation would be a
disaster (Bunting 2004). One important reason is that most people prefer
private cars to public transits, because of the flexibility and the accessibility of
private cars so, building more or improving existing public transits and
facilities could be a useful way to reduce traffic congestion.
3. Subway system: Subway system could be seen as the most efficient public
transit in metropolises, because of its huge capacity.
4. Bicycle system: On some congested roads using bicycle can save time in
comparison with public buses and private cars. It is widely accepted not only
by local people but also by travelers.
5. Congestion charging: Urban road traffic congestion charge refers that motor
vehicles which enter into some region or certain road section in certain time
interval will be charged special fare. Goal of urban road traffic congestion
charging is enhancing traveler’s journey cost, urging people to choose proper

25
 journey time and journey way, diverging traffic demand from time and space,
enhancing general speed of vehicles. Pricing should be done of basis vehicle
types, congestion degree, road network situation, travelers’ bearing ability.
 shifting private car journey to large capacity public transportation journey
(WangYali, 2014).

China
Traffic congestion is a major problem which bothers our urban traffic sustainable
development at present. Along with economy development in China, urbanization
process presents accelerated tendency and urban traffic flow increases obviously. In
recent years, with the rapid growth of privacy car, urban road transportation load
enlarges suddenly and many road sections approach to saturated limit in peak time
interval. Traffic congestion has been the universal problem for most bigcities. Traffic
congestion is one of the worldwide urban problems, which can lengthen journey time,
increase energy consumption, aggravate environmental pollution and result in traffic
accident (SunYe, 2012) International Conference on Applied Physics and Industrial
Engineering (Downs,2003) has the notion that the traffic on any given artery can be
considered congested when it is moving at speeds below the artery’s designed
capacity because drivers are unable to go faster.
Essence of Traffic congestion
 Imbalance transportation of supply and demand.
 Rapid traffic growth generated by a growing number of private cars is one of the
most important causes for congestion.
 The mix of old and new transport technologies, highlighted by the shared use of
road space by fast moving motorized vehicles and slow-moving human-powered
and animal-drawn vehicles (such as rickshaws, hand drawn carts and animal
drawn vehicles), typifies many street scenes of the Third world ( Rietveld, et al.,
1990).
 Certain basic human behavior patterns in modern societies causes many people to
travel during the same limited periods each day (Downs, 2003).
 People working in offices normally have similar working hours and students are
required to go to school at certain time.

Remedial Measures

26
1. Physical based instruments: Increase road traffic capacity, building more transit
facilities and increasing service and amenities, upgrading existing city streets and
clustering high-density housing around transit stops.
2. Improving public transport: world without a public transportation would be a
disaster (Bunting 2004). One important reason is that most people prefer private
cars to public transits, because of the flexibility and the accessibility of private
cars So, building more or improving existing public transits and facilities could be
a useful way to reduce traffic congestion.
3. Subway system: Subway system could be seen as the most efficient public transit
in metropolises, because of its huge capacity.
4. Bicycle system: On some congested roads using bicycle can save time in
comparison with public buses and private cars. It is widely accepted not only by
local people but also by travelers.
5. Congestion charging: Urban road traffic congestion charge refers that motor
vehicles which enter into some region or certain road section in certain time
interval will be charged special fare. Goal of urban road traffic congestion
charging is enhancing traveler’s journey cost, urging people to choose proper
journey time and journey way, diverging traffic demand from time and space,
enhancing general speed of vehicles. Pricing should be done of basis vehicle
types, congestion degree, road network situation, travelers bearing ability.
 shifting private car journey to large capacity public transportation journey

Philippines:
Manila is one of the Asian megacities suffering from the many ills of excessive street
traffic. Manila, the capital of the Philippines, is one the highest of the world and the
rate of motorization far exceeds the street capacity to handle traffic. Among the
causes of EDSA Highway perennial difficulties, one of the major factors is the
concentration of major shopping malls and business districts alongside its course. A
second major problem is the high number of bus terminals, particularly in the Cubao
area, which provide interregional service from the capital area but add to the volume
of traffic. Greater Manila is a classic case of excessive concentration of people and
economic activity on the small territory of a national capital city. It accounts for
35.7% of the Philippines’ economic output, 18% of its population and 28% of its
motor vehicles, on barely 0.2% of the country’s land area. The population density of

27
Manila is among the highest of the major metropolitan areas in the world with a
comparable land area. It is almost twice as dense as New York City, for example,
and only surpassed by Mumbai and Dhaka (YvesBoquet, 2013) .
 A major component of the quality of traffic is the availability of road space.
 Solutions for manila
 Rail transit: Over the last two or three decades, many cities in Asia have
developed impressive heavy rail transit systems designed to increase the share of
rail in the commuter transportation mix. Manila has done timid efforts in that
regard. An expansion of the rail transit system in Manila is needed.
 Addressing supply constraints and managing demand: One obvious
temptation is to allocate more space to vehicles and therefore reduce congestion.
Developing new road infrastructure means investing heavily in state-of-the-art
overpasses and urban elevated roads, in the Shanghai mode. The heavy building of
shopping malls and office towers alongside its route makes it difficult, considering
that EDSA (highway) for most of its length is already a very large roadway,
almost a freeway in some sections. Reducing the number of cars on the road has
been attempted with a vehicular license scheme which bans on certain days’
vehicles with certain license plate ending numbers.
 Bus policies
Introducing Bus Route terminals in EDSA highway it may be possible to run it
the same way as in Guangzhou, china where bus, both public and private,
enter and exit the BRT corridor. It could be done at a minimal cost by
reserving some sections of the existing road to buses. At the current time,
Philippine authorities have decided to attack directly the bus problem on
EDSA highway with two complementary measures, aimed at providing more
fluidity in bus transit. The first one is to try to put some order in the way
people embark and disembark from local buses. “Bus segregation scheme”,
divided buses in three groups, A (Edsa-Alabang), B (EdsaBaclaran) and C
(others). Alternate bus stops have been erected alongside EDSA: “A” buses
can only pick up/drop-off passengers in “A” designated stops (colored red),
while “B” buses stop B stops (blue color). “C” buses may use both “A” and
“B”. The hope is to limit the number of sudden stops of buses and the
jockeying into position of rival buses. The A, B or C sign is prominently
displayed in the front of the bus.

28
 The second measure, which will take effect on July 15th, 2013 and possibly
revolutionize the transportation system of Manila and the whole Philippines, is
to remove all provincial buses from EDSA by creating integrated terminals on
the outskirts of the metropolitan area, where provincial buses will stop and
transfer passengers to metropolitan transportation. The scheme is inspired by
what has been done in the Republic of Korea (Seoul’s Gangnam district), as
well as in Indonesia (Surabaya’s Purabaya/ Bungurasih integrated bus
terminal).
 CONCLUSION
More effective policies would be to improve the rail system, with more lines,
more frequent spacious trains, better connected stations.

Bangladesh
With the rapid growth and urbanization developing countries of Asia are facing
mutilated program among which traffic congestion is top most. For Dhaka having
over 18 million populations one of the largest and most densely populated, mostly
rapidly growing city in the world, traffic congestion is to be expected in the city (UN
2015). Traffic congestion is the result of too much of vehicle trying to use the
limited available road space in other words traffic demands exceeds the supply of
road space. Demand increase due to rising urban population, increasing number of
lower occupancy vehicles (e.g., car, rickshaw, motorcycles) and insufficient public
transport ( e.g., bus, rail )(OECD,2007) With rapid urbanization Dhaka is facing
traffic congestion due to institutional and management factors underlay the most of
traffic congestion problems including: (Ahmed_K.A., 1980).

 Demand fast outstripping the availability of transport structure.

 Poor planning of road network: Road network was developed in the past to
meet the short term needs but without proper planning or sufficient assessment
of road user’s need.
 Minimum restrain of private car use
 Poor organization of Dhaka bus system
 Poor coordination of government of agencies involved in transportation.
 Lack of coordination and poor implementation of traffic management system:
Six agencies are primarily involved in transport or the enforcement and

29
 regulation of transport in Dhaka and at least 25 other agencies under different
ministries also have significant responsibilities, leading to very complex
situation coordinating Dhaka’s transport.

Beside these management issues of traffic congestion, the most significant cause
of traffic congestion includes haphazard parking, street occupied by private
transport, violation of traffic rules.
Traffic congestion has huge economic, economic and environment costs. While
economic costs include wasted travel time and increase the additional operational
cost. social costs include the factors such as road casualties, stress, discomfort,
reduced social activities, re-location of reticence, business effects of family life
and reduce efficiency of public transport. The environment impacts include the
air, noise pollution, greenhouse effect.
Facing with traffic congestion city has three options:
1) Adapt the city to the traffic: e.g. build more roads, flyovers, metros, multi-
story car parks etc. to meet the growing demand, and in long term, limit
building densities, decentralize growth to other areas.
2) Adapt the traffic to city: ration road space, promote higher capacity transport
through traffic management, travel demand management and invest in public
transport.
Traffic management measures such as Vehicle license control
Demand management measures (such as increasing import duties on cars and
motorcycles, increasing the fuel taxes, providing loans to purchase vehicles,
closing shops once a week)
Movement restricts to certain types of vehicle (e.g. low occupancy vehicles in
peak hours, heavy duty vehicles)
Vehicle traffic engineering measures such as road divider, oneway street,
closing off-side roads etc.
3) Do nothing: allow the traffic to be “self- regulating” so that people adapt
congestion in various ways (e.g. by using different modes, choosing different
routes, avoiding busy times)

To tackle the problem, the popular view is to construct more infrastructures

through the combination of flyover, elevated expressway, metro railways, and so

30
on. Development of road network in the past was to meet the short term needs but
without proper planning and sufficient assessment of road user’s need, however
policy makers have tended to more overlook the management perspective of
traffic congestion solutions in the form of enforcing law, increase the effective
utilization of road space, improve the public transport system, educate transport
users, drivers and so on
 Normal traffic management measures used in the world cities to reduce of
private vehicle in congested areas such as parking controls, parking
charges, area license, higher fuel taxes which are not adopted in Dhaka.
Encouraging the public transport vehicles by adding luxury, safety.
 Permitting odd and even number of vehicles in alternative days of week.
 Strengthening the government institution responsible for traffic
management and enforcement: It is necessary to strengthening
governmental institution as enforcing laws in the road, there is violation of
traffic rules are drivers which is closely linked with poor management.
Developing infrastructure, maintenance. Regulatory role.
 Improving governance will ensure making the institution responsible
for traffic management smaller, strongest, effective and efficient:
Regarding skill capacity, every organization lacks the right person in right
position where technical position is often filled by non-technical person,
which make the organization less effective and in other hand creates
internal tension.
 lack of vision/ realism: Most crucial issue in Dhaka is urban transport
system is the tendency to prefer major infrastructure development projects
(such as new roads, flyover, underpass, lane permit, bus acquisitions)
which have big financial implications while less costly infrastructures
measure as travel demand management and traffic management are largely
ignored
 Curbing traffic congestion is to create a separate lane for different types of
vehicles. However, experts argue that the urban dwellers will not obey
traffic light unless they accept it as a basic need of functioning the city
(Morshed, 2015).
 Promote vehicular and pedestrian management in a more professional
manner and arrange traffic awareness program quarterly to sensitize road

31
 user about road safety and also plan detail in dealing with large crowds at
special events.
 Take steps gradually to free roads from illegal occupations to ensure the
maximum road spaces can be utilized; gradual shift from manual to
accredited traffic signals in the city.
India
Traffic congestion is one of the intolerable problems of the urban cities emerging with
the increase in number of private vehicles. Road traffic congestion possesses a serious
challenge for the urban cities. (Sought Maji 2019) Most of the cities in country like
India are facing a multi –faceted because of rapid urbanization and sudden increment
in private transport. Occurrence of congestion in the city roads prevents the
movement of traffic and leading the intolerable increase in trip delay (AnkushKumar,
2017).
Causes of congestion were
 Rapid growing of the population: migration of population in the city area
due to facilities like education, job, business, health, security.
 Forced Occupier: -Retailer forcedly set up their business along the main city
road or bus road, pavements causing the narrowing the road.
 Illegal and random Parking: - Illegal and random parking on the city roads
has been creating congestion in the cities. Vehicles near the market and
business areas has caused serious traffic congestion.
 Improper planning of city development: Most of Indian cities are now well
pre-planned. Development plan has its long term role in development of the
city. But lack of planning appears in result of that cities road experiencing
congestion have not much space to widening its road and to introduce extra
roads.
 Lack of good and rapid public transport in the minor and some of the major
cities necessitates the use of personal cars and vehicles.
 Due to high purchasing power of the citizen the popularity of owing the
private transportation is increasing but existing roads are not supportive or
changing according to the increasing vehicle.
Impacts of congestion were
 Wastage of valuable time which could be utilized in other productive works

32
  Slow speed and stoppage and disturbance in driving flow pattern causes the
consumptions of gases and pollutants in the environment
 Irregularity on public transport courage the people to depend on the private
vehicles, increasing rate with the short distance travel also main cause to
prefer private vehicles.
 Congestion has a wide range of indirect impacts including the marginal
environmental and resource impact of congestion, impact of quality life,
stress, and safety as well as impacts on non-vehicular road user space user
such as the user of the sidewalks and road frontage properties.
 Promotion and integration of public transport

Mitigating measures are

 Constructing new road or widening of an existing road is a temporarily relief
to congestion, but in future perspective it simply encourages the growth of
new vehicle through increased level and it may also switch away the use of
public transport. Building new road does not always hold good variety of
financial, environmental and political reasons; in fact, by introducing greater
demand of vehicle to travel smoothly and save time it compounds the
congestions on that road also (Ankush Kumar, 2017).
 Intelligent signalization system: Instead of using conventional old
signalization, automated signalization of lights should be used. Intersection is
the major sources of congestion and this system would relief much amount of
congestion.
 Strict lane management: Different lanes for different types of vehicles
should be marked on the roads and law financial penalty should be imposed to
make the drivers to follow the lane
 Supply and Demand: Congestion can be reduced either by increasing the
road capacity (supply) by reducing traffic (demand) revealed that road
capacity can be increased in number of ways such as adding more capacity to
the whole route or at bottle necks,creating new routes and improvement of
traffic management. Reduction of demand can include parking restriction,
park and ride, congestion pricing, incentives to use public transport and
introduction of e-education, e-shopping and home based working options will

33
 reduce the number of people travelling. Enforce the concentration of small
shop in the foot path shorting the main road so clearing the footpath.

Effective Traffic Policies

Instead of constructing new roads which further create or generate more traffic
government should put intelligent traffic policies to tackle the increasing congestion
problems in the city
 Street usage capacity: Scheme may be improved the road network capacity
and reduce the road conflicts on selected routes on the street. Bus lanes can be
used successfully that will lead to improve the level of service and will reduce
the congestion.
 Area licensing system: Scheme was first introduced in Singapore in 1975, in
this scheme while entering to designated place fees is mandatory to user who
have four or few number of people in low occupancy vehicle during the peak
hours this scheme holds good in highly populated business areas.
 Electronic road pricing: Introduced in Singapore in 1995, In this scheme
used to charge the road with private vehicle during peak vehicles. Congestion
is reduced under this scheme by imposing the charges.
 Quota for new car registration: This scheme was introduced in shanghai in
1998.Under this congestion is brought down by setting monthly quota or new
car in the city. Registration is given to few vehicles monthly. (International
Journal of Advance Research in Science and Engineering)

2.12 Road statistics of Nepal

 Statics of strategic Roads Networks (SSRN), since 2004 (DOR)
The Listed roads in this SSRN document has been approved by cabinet level
on 2012-02-25 AD. According to this record the number of national Highways
and Feeder roads recorded are 21(twenty- one) and 209 (two hundred nine)
respectively.
 According to the Department of Local Infrastructure Development and
Agricultural Roads (Do LIDAR), Nepal has 6,683 rural roads, the combined
length of which is 50,943 km ... The country has a road density of about 34.41.

34
 The Economic Survey 2014-15 released by the Ministry of Finance (Nepal),
shows that the country has total road network of 80,078 km that includes 26,935
km roads constructed and being maintained by the Department of Roads (DoR)
and 53,143 km roads constructed by the government local bodies. That
includes National Highway system, Feeder Road system, District Road system
and Urban Road system. The list of roads in Nepal, categorized according to the
type of roads.

Table 2.2 National Highways in Nepal

S.N. Name Asian Length Starting Point Ending Point

Code
1 Mahendra AH2 1027.67 km Mechi Gaddachowki
Highway Bridge/Kakarbhitta Border,
Border, Jhapa Kanchanpur
2 Tribhuvan AH42 189.66 km Tribhuvan Statue, Sirsiya Bridge,
Highway Tripureshwor Birgunj Border
3 Araniko AH42 112.83 km Maitighar Junction, Friendship
Highway Kathmandu Bridge,
KodariBorder G3
18 Road
4 Prithvi 173.43 km Naubise, Dhading PrithviChowk,
Highway Pokhara
5 Madan Ashrit 36.16 km Narayanghat, Mugling,
Highway Chitwan Chitwan
6 B.P. Koirala 205.88 km Bhittamod Border, Dhulikhel
Highway Jaleshwor
7 Mechi 268 km Kechana Border, Taplejung
Highway Bhadrapur
8 Koshi 111.46 km Rani Border, Kimathanka,
Highway Biratnagar Sankhuwasabha
9 Sagarmatha 178.97 km Kadmaha, Saptari SolusalleriSolukh
Highway umbu

35
10 Siddhartha 146.94 km Sunauli Border PrithviChowk,
Highway Pokhara
11 Rapti Highway 168.68 km Ameliya, Dang Musikot, Rukum
12 Ratna 113.08 km Jamuniya Border, Bangesimal,
Highway Nepalgunj Surkhet
13 Karnali 233 km Surkhet, Jumla, Kalikot
Highway Bangesimal
14 Mahakali 415.15 km Mohana Bridge, Darchula
Highway Dhangadhi Border
15 Seti Highway 65.96 km Syaule, Dadeldhura Samuwagad
16 Kathmandu 27 km Koteshwor Koteshwor
Ringroad
17 Postal 1005 km Kechana Dodhara
Highway
18 Pushpa Lal 1776 km Chiyabhanjyang, Pa Jhulaghat, Baitadi
Highway nchthar
19 Shabha- 13.30 km Shabha, Bramhadev,
Bramhadev Kanchanpur Kanchanpur
20 Kathmandu- 81.80 km Khokana, Lalitpur Nijgadh, Bara
Terai
Expressway
21 Kathmandu 72.00 km - -
Outer
Ringroad

Table 2.3 Feeder Roads in Nepal

S.N. Name Length Starting Point Ending Point

1 Birtamod - 12.53 km Birtamod Chandragadhi,
Bhadrapur Road Bhadrapur
2 PadajungiDamak - 21.96 km Padajungi Gaurigunj
Gaurigunj Road
3 Bhardaha - 17.75 km Bhardaha Rajbiraj
Hanumannagar -

36
 Rajbiraj Road
4 Rupani - Rajbiraj - 23.1 km Rupani Kunauli Border
Kunauli Road
5 Chuharwa - Siraha - 26.66 km Chauharwa Madar Border
Madar Road
6 Nawalpur - 26.63 km Nawalpur Malangawa Border
Malangawa Road  NH 22
7 Chandranigahapur - 44.14 km Chandranigahp Gaur Border
Gaur Road ur
8 Bardaghat - 23.05 km Bardaghat Harpur (Surajpur)
Pratappur - Surajpur Border
Road
9 Sunawal - Parasi 8.95 km Sunawal Parasi
Road
10 Jitpur - Taulihawa - 33.39 km Jitpur Khunuwa, Taulihawa
Khunuwa Road Border
11 Gorusinge - 69.13 km Gorusinge Sandhikharka
Sandhikharka Road
12 Chanauta - 20.06 km Chanauta Krishnanagar
Krishnanagar Road
13 Bhaluwang - 68 km Bhaluwang khalanga,pyuthan
Pyuthan Road
14 Chakchake, 64.79 km Chakchake Rolpaliwang
(pyuthan) - rolpa
Road
15 Lamahi - Ghorahi - 46.62 km Lamahi Tulsipur
Tulsipur Road
16 Bhurigaun - 32.31 km Bhurigaun Gulariya
Gulariya Road
17 Junga - Rajapur 28.12 km Junga Rajapur
Road
18 Birgunj - Kalaiya 11.66 km Birgunj Kalaiya
Road

37
19 Bhainse - Bhimphedi 12.00 km Bhainse Bhimphedi
Road
20 Palung - Kulekhani - 20.57 km Palung Kulekhani
Balaju bypass Road
21 Kathmandu - Trisuli 118.26 k Tripureshwor Dhunche
- Dhunche Road m
22 Balkhu - 16.39 km Balkhu, Ring Dachhinkali
Dachhinkali Road Road
23 Satdobato - 11.57 km Satdobato, Ring Tikabhairab
Tikabhairab Road Road
24 Satdobato - 23.24 km Satdobato, Ring Phulchoki
Phulchoki Road Road
25 Maharajgunj - 4.89 km Maharajgunj, Budhanilkantha
Budhanilkantha Ring Road Station
Road
26 Chabahil - Sankhu 12.78 km Chabahil, Ring Sankhu
Road Road
27 Jorpati - Sundarijal 7.13 km Jorpati Sundarijal
Road
28 Bhaktapur - 23.00 km Tinkune, Nagarkot
Nagarkot Road Bhaktapur
29 Banepa - Panauti - 9.54 km Banepa Khopasi
Khopasi Road
30 Panchkhal - 63.00 km Lamidanda Helambu
Helambu Road
31 Dolalghat - Chautara 25.11 km Bandeu Chautara
Road
32 Lamosangu - 124.92 k Sunkoshi Ramechhap
Tamakoshi - m Bridge
Ramechhap Road
33 Tamakoshi (Busti) - 38.03 km TamakoshiBust Jiri
Jiri Road i
34 Malekhu - Dhading 17.50 km Trishuli Bridge, Dhading

38
 Road Malekhu
35 Anbukhaireni - 24.69 km Anbukhaireni Gorkha
Gorkha Road
36 Dumre - Besisahar 43.43 km Dumre Besisahar
Road
37 Bharatpur by - pass 4.49 km DiyaloBangalo Bharatpur MRM
Road w
38 Fikkal - 10.75 km Fikkal Pashupatinagar
Pashupatinagar Road  WB SH 12
(Ratna Kumar
Bantawa Highway)
39 Biratnagar - Rangeli 23.88 km MahendraChow Rangeli
Road k, Biratnagar
40 Hile - Basantapur - 48.00 km Hile Terhathum
Terhathum Road
41 Pokhara - Baglung - 4.80 km Pokhara Sarangkot
Sarangkot Road
42 Pokhara - Baglung - 90.00 km PrithviChowk, Beni, Myagdi
Beni Road Pokhara
43 Bartung - Tansen - 80.20 km Bartung Tamghas
Ridi - Tamghas
Road
44 Bhairahawa - 22.78 km Bhairahawa PadariaChouraha,
Lumbini Road Lumbini
45 Lumbini - Taulihawa 24.55 km Lumbini Taulihawa
Road
46 Nepalgunj - Gulariya 35.22 km Birendrachowk Gulariya
Road
47 Chhinchu - Jajarkot 107.00 k Chhinchu Jajarkot
Road m
48 Birendranagar 67.00 km Birendranagar Dailekh
(Surkhet) - Dailekh
Road

39
 49 Khodpe - Bajhang 108.26 k Khodpe Chainpur, Bajhang
Road m
50 Satbahjh - Baitadi - 37.18 km Satbanjh Jhulaghat, Baitadi
Jhulaghat Road
51 Silgadhi - 67.00 km Silgadhi Sanfebagar
Sanfebagar Road
52 SiddhicharanLokmar 170.00 k Mirchaiya Salleri
g m

Table 2.4 District Roads

S.N Administrator District Road Length Road Density (Km/100 Km2

(KM.) )
PROVINCE 1
1 Taplejung 68.50 2
2 Sankhuwasabha 235.00 7
3 Solukhumbu 37.20 1
4 Okhaldhunga 134.90 13
5 Khotang 200.46 13
6 Bhojpur 107.00 7
7 Dhankuta 134.68 15
8 Terhathum 125.07 18
9 Panchthar 220.86 18
10 Ilam 250.25 15
11 Jhapa 196.60 12
12 Morang 216.22 12
13 Sunsari 205.83 16
14 Udayapur 256.51 12
PROVINCE 2
15 Saptari 249.55 18
16 Siraha 144.93 12
17 Dhanusa 251.48 21
18 Mahottari 215.59 22

40
19 Sarlahi 188.42 15
20 Rautahat 137.83 12
21 Bara 189.58 16
22 Parsa 88.82 7
BAGMATI PROVINCE
23 Dolakha 229.75 10
24 Sindhupalchok 206.67 8
25 Rasuwa 70.20 5
26 Dhading 226.08 12
27 Nuwakot 203.61 18
28 Kathmandu 250.20 63
29 Bhaktapur 115.06 97
30 Lalitpur 135.30 35
31 Kavrepalancho 149.46 11
k
32 Ramechhap 114.60 7
33 Sindhuli 279.98 11
34 Makwanpur 329.34 14
35 Chitwan 233.75 11
GANDAKI PROVINCE
36 Gorkha 213.24 6
37 Manang 30.00 1
38 Mustang 194.00 5
39 Myagdi 44.00 2
40 Kaski 155.96 8
41 Lamjung 106.84 6
42 Tanahun 179.49 12
43 Nawalpur 218.35 15
44 Syangja 171.58 15
45 Parbat 92.11 19
46 Baglung 228.13 13
PROVINCE 5

41
47 Rukum East 113.00 7
48 Rolpa 170.41 9
49 Pyuthan 169.43 13
50 Gulmi 205.14 18
51 Arghakhanchi 172.24 14
52 Palpa 252.96 18
53 Parasi 157.38 21
54 Rupandehi 165.77 12
55 Kapilvastu 232.84 13
56 Dang 365.02 12
57 Banke 226.41 10
58 Bardiya 219.42 11
Karnali
59 Dolpa 0.00 0
60 Mugu 28.00 1
61 Humla 90.00 2
62 Jumla 151.00 6
63 Kalikot 106.00 6
64 Dailekh 276.23 18
65 Jajarkot 158.00 7
66 Rukum West 94.40 8
67 Salyan 175.66 12
68 Surkhet 265.14 11
Sudurpashchim
69 Bajura 50.00 2
70 Bajhang 108.58 3
71 Darchula 134.42 6
72 Baitadi 247.62 16
73 Dadeldhura 161.08 10
74 Doti 252.46 12
75 Achham 149.00 9
76 Kailali 359.10 11
77 Kanchanpur 158.92 10

42
43
 CHAPTER 3: RESEARCH METHODOLOGY

3.1 Research design

To achieve the objective of the study, the work was carried out step by step, starting
from the beginning phase to the end. The chronology of this study was: proposal
preparation phase, preparation for field work, field study, data management and
analysis. The breakdown of the task is presented in

Problem Identification

Research Question design

Literature Review

Data Collection

Primary Data Primary Data

FO (Field Observation) FO (Field Observation)
IDI (In Depth Interview) IDI (In Depth Interview)
FGD (Focus Group Discussions) FGD (Focus Group Discussions)
QS (Questionnaire Survey) QS (Questionnaire Survey)

Data Analysis & Interpretation

Final Report

Figure 3.2 Methodological frame work

44
3.2 Study area
The study area was mainly focused on Kathmandu valley. The road network is
defined as skeleton of the city fabric along with different land-uses are arranged. In
this regard, the Ring Road is considered as an important part of the Strategic Road
Network (SRN) of the Kathmandu Valley. Total numbers of SRN roads in
Kathmandu valley is 196 nos, 119 out of 196 lie in Kathmandu district. Remaining
lies in Lalitpur district (53 nos) and Bhaktapur district (24nos). Strategic Urban Roads
(SUR), Feeder Roads National (FRN), Feeder Roads Others (FRO) and National
Highway (NH) roads are classified on the basis of DOR, 2013. Several internal roads
to the city and adjoining municipalities are connected to the Ring Road. The Ring
Road also feeds all the major highways connecting various parts of the country to the
capital city.

Figure 3.1: Map of Study Area

(Source: Google Map)
A ring-road also known beltline, beltway, circumferential (highway, loop or orbital) is
a road or a series of connected roads encircling a town, city, or country.
Purpose: To assist in reducing traffic volumes in the urban Centre, such as by offering
an alternate route around the city for drivers who do not need to stop in the city core.
Ring-road is an eight lane road circling around the cities of Kathmandu and lalitpur.
The total length of ring-road is 28km. It has a right of way of 62m (with 31m on
either side of the centerline). The road connects major places Kalanki , Satdobato ,
Gwarko ,Balkumari, Koteshwor ,Tinkune ,Tribhuwan International Airport ,Gaushala,
Chabil , Sukedhara , Maharajgunj , Basundhara , Samakhushi, Gongabu, Balaju and
Swayambhunath.

45
Construction of fully circumferential ring roads has generally occurred more recently,
beginning in the 1960s in many areas, when the U.S. Interstate Highway System and
similar-quality roads elsewhere were designed. Ring roads have now been built
around numerous cities and metropolitan areas, including cities with multiple ring
roads, irregularly shaped ring roads, and ring roads made up of various other long-
distance roads.

3.3 Type and nature of data

3.3.1 Types of Data

3.3.1.1 Primary data
The data which are collected through field observation, in depth interview, focus
group discussion and questionnaire survey are called primary data. For questionnaire
survey, a set of self-prepared questions based on the previous studies and researches
are used to get the views of the respondents. Primary data is considered to be more
authentic since it is fresh and contemporary. In Depth interview, field observation and
questionnaire is taken from persons (Road expert engineers, urban planner, structure
designer and stakeholders such as road neighbor, road users, engineer and personal
directly involved in the day to day works).

3.3.1.2 Secondary data

Secondary data is the data collected by someone else before the research starting. It is
interpretation of the primary data. Secondary data was collected by published
statistical data from the sources, research paper, media, internet, journal articles,
government reports, books, published and unpublished literature of department of
roads, traffic police and from different related concerned offices. It is always useful to
the user because it saves time and efficiency of the user. These all data could be used
to analyze the construction and management of appropriate structure along the ring
road.

46
3.3.2 Nature of data
3.3.2.1 Qualitative data
Qualitative data is non-numerical in nature. It is descriptive and conceptual. It is
collected primarily through the method of field observation, in depth interview, focus
group discussion and other similar methods.

3.3.2.2 Quantitative data

Quantitative data is structured in nature. It expresses a certain quantity, amount or
range. It can be counted, measured and expressed through numerical values.
Quantitative data is collected through questionnaires and can be used for statistical
analysis. It is considered to be more reliable.

3.4 Data collection methods

3.4.1 Field observation (FO)
Field observation is a method of collecting data from field through self-observation.
In this research, all the few intersection points are selected for the studies around the
ring road sites, selected for case study were observed in person and information were
collected. The photographs of the project were taken as a record. This method is
widely used in a public environment rather than the private environment due to ethical
issues.

Construction and management of appropriate structure at proper places is necessary to

avoid traffic congestion for smooth flow of traffic along the ring road of Kathmandu
valley. Traffic congestion in ring-road of Kathmandu is a leading too serious problem
where people have to spend hours in congestion. Various causes of traffic congestion
in ring-road during the field observed were found.

3.4.2 In-depth interview (IDI)

In-depth interview is an open-ended method of getting information relevant to the
research topic. This is a qualitative type of research. The purpose of this method is to
collect the point of view of the respondent in-depth. In this research, in depth
interview was carried out among the three experts:

47
 Dr. Bharat Mandal, HOD of civil department(IOE)
Er. Indibar Gurung, M.Sc. in Urban planning and
Er Sudeep thapa, M.Sc. in Transportion Engineering, Construction Technology
Engineering

Those are highly experienced and qualified on road construction and management of
roads. There were on different positions of their job and passes through versatile
works during their job tenure from where they are filled with a lot of experience even
failure as well as success also. Their knowledge is focused on queries based on
research question and their answers became very much fruitful to this study. The data
were recorded in writing and the photograph was also taken during the interview for
record.

3.4.3 Focus group discussion (FGD)

Focus group discussion is a method to gather respondents together and to discuss on a
specified topic in a friendly and natural environment. Normally the respondents are
selected from the similar background which was suitable for the research objective. In
this research, focus group discussion was conducted in several group of participants
which were conveniently available or having no objection for the discussion. Open
ended questionnaire was used for this purpose and the views of the respondents were
noted. The photograph during mass discussion was also taken as a record.
Name of the participant

3.4.4 Questionnaire survey

Questionnaire survey is a very efficient tool to collect necessary information from the
respondents through a set of closed ended questions. In this research, scaled questions
were used to get the responses from the professionals representing technical persons
(engineer, overseer) and other office going people in 5-point rating scale. In rating
scale is from 1 to 5 in which 1 denotes very less and 5 denotes too much.

3.5 Data collection by secondary sources

Secondary data was abstracted from published thesis, research articles, manuals,
unpublished data and the research papers.

48
3.6 Study period
The total study period for this thesis was about 9 months starting from June to
March 2019. During the period, research topic finalization, literature review,
questionnaire preparation, data collection, data analysis and report finalization were
performed.

3.7 Sampling techniques and sample size

From a target of 207 respondents for questionnaire survey, 109 valid responses were
collected. Hence, sample size was fixed at 109 for data analysis. Purposive sampling
method was adopted for this purpose with a view to gather the views of the
respondents, appropriate for the research objective

3.8 Data analysis and presentation

The RII is used to evaluate the ratings of the respondents. In this research, Liker 5-
point scale has been used to determine relative importance index (RII) for the
factors causing delay, effects of delays and strategy to minimize risk of delays. The
value of RII is given by the equation,
∑W 5 n 5+ 4 n 4 +3 n 3+2 n 2+ 1n 1
Relative Importance Index (RII) ¿ =
AN 5N
(Kalkani K. and Malek S., 2016).
Where, w= weightage to each factor by the respondent ranging from 1 to 5
n 1= number of respondents for little important
n 2= number of respondents for some important
n 3= number of respondents for quite important
n 4= number of respondents for important
n 5= number of respondents for very important
A= highest weight i.e. 5 in this study
N= total number of respondents
The relative importance index (RII) ranges from 0 to 1.
The appropriate computer application i.e. MS Excel was used for coding numbers to
the respondents’ answers for data analysis.

49
In this study, the results were presented in the forms of tabulation, bar charts and pie
charts.

3.9 Data analysis and presentation

Ethics specifies the norms of conduct that distinguishes between wrong and right. The
behavior presented by the researcher should be within values and norms of the
research. The researcher should be aware of all the ethical consideration that need to
be taken into account while undertaking research. There may be several ethical issues
such as putting pressure to participants for information; deception of participants,
fabricating the data, dishonesty, manipulation, illegal works, discrimination to any
person in any respects, respect for intellectual property, respect to social norms and
values and protection of participants rights.
In this research also, ethical principles were taken into account throughout the
research process irrespective of respondents’ thought, views, experience, and
qualification and so on. Confidentiality on the part of respondents’ views were taken
care as well as the autonomy and dignity of the respondents were fully respected.

50
 CHAPTER 4: RESULTS AND DISCUSSION

4.1 Respondents Profile

The respondents were of two different categories among them one category is
respondents from the household member/ user and other is professional personnel
who were involved in the production and construction work related to CSEB.
The sample size of 109 HHs were selected and interviewed in this process. The
following are the findings and discussions with respect to different categories.

4.2 Demographic profile

Figure 4.2 shows out of 109 respondents 29 were participated from Kathmandu
district, 20 from Lalitpur, 16 from Saptari and so on shown in figure below.
35

30 29

25
20
20
16
15

10
6 6
5 4
3 3
2 2 2 2 2
1 1 1 1 1 1 1 1 1 1 1 1
0
Si k
w ur
Go ha

w ri
m r
an g

M ah a g
Ka Ju a

na a
ak n g

rc n

n
Sy het
Sa an

Su ari
m la

La vre

Su ha
nd S tari
p a ah i
Sa sa
Ch pur

du
Dh ula

ot
La itpu

ho

Ta gj
h
Da twa

Dh d in

M j un

hu
ak t t o
th m

Nu np

r
us
rk

ra
ly
ak

ns
Bh glu

Pa
an

rk
an
Ka

hu rl
p

lc
h
ta

a
a

a
i

l
Ba

Si

Figure 4.2 Demographic Profile of Respondents

51
4.3 Respondents Gender:
Out of 109 responded, 11 were female whereas 98 were the male. The percentage of
responded sex has been shown in below figure 4.3

11; 10.09%

Female Male

98; 89.91%

Figure 4.3 Respondents Genders (Field Survey, 2020)

4.4 Respondents Age:

Figure 4.4 describes the percentage of responded age. Out of 109 responded, 5 were
age of range from 20-25, 31 from 26-30, 15 from 31-35, 10 from 36-40, 18 from 41-
45, 14 from 46-50 and 16 from over 50.

5; 5%
16; 15%

31; 28%
14; 13% 20-25
26-30
31-35
36-40
41-45
46-50
18; 17%
50 over

15; 14%
10; 9%

Figure 4.4 Respondents Age (Field Survey, 2020)

52
4.5 Education of Respondents:
Out of 109 responded, 2 responded were from Doctoral, 41 responded from Masters,
52 responded from Bachelors and 14 responded from Intermediate. The percentage of
responded education has been shown in figure 4.5 as below:

2; 1.83%
14; 12.84%

41; 37.61%
Intermediate
Bachelors
Masters
Doctoral

52; 47.71%

Figure 4.5 Education of Respondents (Field Survey, 2020)

4.6 Profession of Respondents:

Out of 109 responded, 9 responded were from Housewife, 8 responded from student,
69 responded from Government services,20 from Business and 3 responded from
other. The percentage of responded profession has been shown in figure 4.6 as below:

3; 2.75% 9; 8.26%

20; 18.35%
8; 7.34%

Housewife
Student
Government Services
Business
Other

69; 63.30%

Figure 4.6 Profession of Respondents (Field Survey, 2020)

53
4.7 Side walk (Foot path) plays vital role to solve congestion
Out of 109 respondents, 98 respondents accepted that footpath plays vital role to solve
congestion whereas 5 responded not accepted. But 6 respondents may or may not
footpath plays vital role to solve congestion. The percentage of responded participated
has been in shown in figure 4.7 as below:
6; 5.50%
5; 4.59%

Yes No

May be

98; 89.91%

Figure 4.7 Side walk (Foot path) plays vital role to solve congestion (Field Survey,
2020)

4.8 Bicycle track plays vital role to solve congestion

Out of 109 respondents, 87 responded accepted that Bicycle track plays vital role to
solve congestion whereas 4 respondents not accepted. But 18 respondents may or may
not Bicycle track plays vital role to solve congestion. The percentage of respondents
participated has been shown in fig 4.8 as below:

18; 16.51%

4; 3.67%

Yes
No
May be

87; 79.82%

Figure 4.8 Bicycle track plays vital role to solve congestion (Field Survey, 2020)

54
4.9 Service road plays vital role to solve congestion
Out of 109 responded, 87 responded accepted that Service road plays vital role to
solve congestion whereas 4 responded not accepted. But 18 responded may or may
not Service road plays vital role to solve congestion. The percentage of responded
participated has been shown in fig. 4.9 as below:
18; 16.51%

4; 3.67%
Yes
No
May be

87; 79.82%

Figure 4.9 Service road plays vital role to solve congestion (Field Survey, 2020)

4.10 Good to make green belt in between service road and 4 lanes
road pavement

Out of 109 responded, 96 responded should be needed to make lane separation by

using green belt along the ring road whereas 5 responded should not be needed. But it
may or may not needed by 8 responded. The percentage of responded participated has
been shown in fig 4.10 below:
8; 7.34%

5; 4.59%

Yes
No
May be

96; 88.07%

Figure 4.10 Good to make green belt in between service road and 4 lanes road
pavement (Field Survey, 2020)

55
4.11 Fly over & sub-way reducing the congestion
Fig. 4.11 shows that out of 109 respondents, 105 respondents accepted that the flyover
and subway reducing the congestion but only 4 respondents may or may not be
accepted. The percentage of responded participated has been shown in fig 4.10 below:
4; 3.67%

Yes
May be

105; 96.33%

Figure 4.11 Fly over & sub-way reducing the congestion (Field Survey, 2020)

4.12 Views for defective structure issue due to Proper location has
not been selected
Based on the respondent’s point of views, due to the influence of political pressure is
the first significant cause of defective structure constructed at improper location with
RII value of 0.78. With the RII value of .69 which is in the categories of influence of
local people and unavailability of suitable space are second significant cause. With
the RII value 0 .67 i.e lack of technical knowledge is third significant cause and RII
value of o.63 is least significant cause of selection of structure at improper location.
0.90
0.78
0.80
0.69 0.67 0.69
0.70 0.63
0.60
0.50
0.40
0.30
0.20
an

e
e
sm

ac

0.10
g
le

sp
es
p
re

le

0.00
eo

le
w
u

si
ss

ab
o
u
re

n
l

b
ca

it
k
P

su
y
lo

al
l

b
ca

ic

f
f

o
o
ti

n
te

y
ch
ce
li

ea

it
o

en

te

il
P

cr

b
f
u

la
ce

o
fl

ai
k
In

an

ac

av
rb

n
tu

U
is
D

Figure 4.12 Defective structure issue due to Proper location has not been selected
(Field Survey, 2020)

56
4.13 Views for defective structure issue due to Low quality
Structure
Based on the respondent’s point of views, due to the low quality material and lack of
supervision is the first significant cause of low quality structure with RII value of
0.88. With the RII value of 0.87 which is in the categories of influence of no quality
control properly is second significant cause. With the RII value 0.83 i.e no quality
assurance procedure is third significant cause and RII value of 0.80 is least significant
cause of code and specification not followed.
0.90 0.88 0.88
0.88 0.87
0.86
0.84 0.83
0.82
0.80
0.80
0.78
0.76
0.74

ed
e)
l

w
n

e
ria

ur
o

ur

lo
si

ed
e

ed

ol
vi
at

oc

tf
oc
m

er

Pr

no
pr
p
ity

su

g
A

n
al

tin
of

io
Q
qu

es

t
o
k

ca
N
c
w

(T
La

fi
Lo

ci
C

e
Q

sp
o
N

d
an
e
od
C

Figure 4.13 Views for defective structure issue due to Low quality Structure
(Field Survey, 2020)

4.14 No flyover & underpass construction at the junction of the

road
Based on the respondent’s point of views, due to the lack of future perspective of
urban planning is the first significant cause of no flyover & underpass construction at
the junction of the road with RII value of 0.79. With the RII value of 0.74 which is in
the categories of traffic forecast not done correctly is second significant cause. With
the RII value 0.70 i.e code and specification not followed is third significant cause,
RII value o.67i.e. financial crisis of GON and RII value 0.64 i.e lack of coordination
with donor agency is least significant cause of no flyover and underpass construction
at the junctions of ring road.

57
 0.79
0.80 0.74 0.70
0.67 0.64
0.60

0.40

0.20

0.00

ng

ed
ly
nc
N
ni

w
ct
O

ge
an

lo
rre
G

ra

ol
pl

of

co

tf
no
n

is

ne
ba

no
do
is

do
ur

cr

n
i th

t io
of

al

t
w

no

ca
ci
e
iv

n
an

fi
c
ti o
ct

ffi

ci
n
pe

na

e
Fi

ra

sp
rs

ft
i
rd
pe

d
o
-o

an
st
e

co

ca
ur

e
od
re
of
t
fu

Fo

C
k
of

c
La
kc
La

Figure 4.14 No flyover & underpass construction at the junction of the road
(Field Survey, 2020)

4.15 Views for defective structure issue due to delay in Construction

Based on the respondent’s point of views, due to the inefficient management is the
first significant cause of delay in construction of the ring road with RII value of 0.84.
With the RII value of 0.81 which is in the categories of implementation failure during
construction is second significant cause. With the RII value of 0.71, economical
change of country is third significant cause and RII value 0.70 i.e. unavoidable
environmental impact and design issues are least significant cause of delay in
construction of ring road.

0.90 0.84
0.81
0.80 0.70 0.71
0.70
0.70
0.60
0.50
0.40
0.30
0.20
0.10
ts
en
t

re

0.00
es
en

ev
lu

g
s
em

e
i

an
al
fa

su
ag

ch
t

Is
on

en
an

al
m
ti

ig
tm

ta

ic
on

es

m
en

ir
en

o
em

n
ci

en

co
fi

pl
ef

le

E
Im
In

ab
d
oi
av
n
U

Figure 4.15 Views for defective structure issue due to delay in Construction
(Field Survey, 2020)

58
4.16 Views for defective structure issue due to need of proper
maintenance of road
Based on the respondent’s point of views, due to minimize the accidental rate are the
first significant cause to need of proper maintenance of road with RII value of 0.80.
With the RII value of .78 which is in the categories of timely maintenance reduces the
cost, reduces time to reach destination and travelling to be comfortable are second
significant cause and RII value 0.76 i.e. reduces the wear and tear cost of traffic are
least significant cause to need of proper maintenance of ring road.
0.81

0.80 0.80

0.79

0.78
0.78 0.78
0.78

0.77

0.76
0.76

0.75

0.74
Timely mainte- Reduces the wear Reduces time to Travelling to be To minimize the
nance reduces the and tear cost of reach destination comfortable accidental rate
cost traffic

Figure 4.16 Defective structure issue due to need of proper maintenance of road
(Field Survey, 2020)

4.17 View related to management due to improper drainage system

Based on the respondent’s point of views, due to the poorly maintained drainage is the
first significant cause of improper drainage system of ring road with RII value of 0.84.
With the RII value of 0.81 which is in the categories of poor waste management of
city is second significant cause. With the RII value of 0.78, proper slope not
maintained is third significant cause, RII value 0.77 i.e. pipe connection has not been
properly installed are fourth significant cause and RII value of 0.75, code and
specification not followed properly are least significant cause of improper drainage
system of ring road.

59
 0.86
0.84
0.84
0.82 0.81
0.80
0.78
0.78 0.77
0.76 0.75
0.74
0.72
0.70
0.68

...

..
..

..

n.
d.

e.

be
ne

io
ag
d

ai

ot
ne

at
an

nt

sn

fic
ai

ai

ha
nt

ci
tm
te

e
ai

as

sp
no
m

ti o
rw

d
rly

pe

ec

an
o
o

o
Po

nn

e
Po

Sl

od
co

C
e
Figure 4.17 View related to management due to improper drainage system(Field

p
Pi
Survey, 2020)

4.18 View related to management of dumping of solid waste on

either sides of road
Based on the respondent’s point of views, due to lack of people’s awareness are the
first significant cause of dumping of solid waste on either sides of road with RII value
of 0.77. With the RII value of 0.76 which is in the categories of dumping pit not
installed and not collected waste in regular basis are second significant cause. With
the RII value 0.75 do not apply reward and punishment system is third significant
cause and RII value of o.69, no economic return from solid waste for house owner is
least significant cause of dumping of solid waste on either sides of road.
0.78 0.76 0.77
0.76 0.75
0.76
0.74
0.72
0.70 0.69
0.68
ity

0.66
ne
m

al
te

ow

0.64
ip

s
d

ys

es
ic
le

e
ts

un

en
al

us
st

en

ar

ho
in

aw
e

r
t

th
sh

fo
no

s
ni

by

e’

te
t

pu

pl
po

as
s

eo
si

w
d
ng

ba
an

lid
pi

of
r
d

la

so
um

ar

ck
gu

om
w
D

La
re
re

fr
in
ly

n
te

r
pp

tu
as
ta

re
w
no

ic
ed

m
ct
o

o
D

lle

on
co

ec
ot

No
N

Figure 4.18 View related to management of dumping of solid waste on either

sides of road (Field Survey, 2020)

60
4.19 Insufficient traffic management
Based on the respondent’s point of views, due to parking policy and traffic entry
restraints and install new traffic signals in central area resettlement of affected persons
are the first significant cause of Insufficient traffic management with RII value of
0.77. With the RII value of 0.74, these three i.e. awareness campaigns for better
driving, installation of CCTV camera and monitors and traffic management trainer are
in the second and least significant cause of Insufficient traffic management at the
junction of road.
0.78 0.77 0.77
0.77
0.76
0.75 0.74
0.74 0.74
0.74

s
on
0.73

rs
rs

pe
g

0.72

nt
i to
in

i
ne

ed
iv

ra
on

t
dr

st
ra

ec
m

re
tt
er

ff
d

ry

fa
en
tt

an
be

to
m

en
as

ge
r

en
er
fo

c
ffi
a
m

em
ns

an

tra
ca

m
ig

tl
V

et
d
pa

an
T

es
fi
am

af

R
cy
C

Tr
sc

a
li
of

re
es

po

la
on
en

ra
ng
ti
ar

nt
l la

i
w

rk

ce
A

Pa
st

in
In

ls
gna
si
fic
af
tr

Figure 4.19 insufficient traffic management (Field Survey, 2020)

w
ne
lla
st
In

4.20 Improper construction of footpath

Based on the respondent’s point of views, due to lack of safety for pedestrians are the
first significant cause of Improper construction of footpath with RII value of 0.77.
With the RII value of 0.74 which is in the categories of public disturbance of nearby
are second significant cause. With the RII value 0.72, these three i.e. design criteria
not followed, not following international code and practice and not proper support by
the local administration are the least significant cause of Improper construction of
footpath along the ring road.

61
 0.77
0.77

0.75 0.74

0.73 0.72
0.72 0.72
0.71

n
ce

io
ti

at
by

n
0.69

ed

ac
a

tr
ar

ri

pr

is
st
lo
ne

in
&
de
ol

dm
of

de
pe
tf
e

la
no

co
r
nc

fo

ca
al
a

ia

y
rb

lo
on
er

t
fe
u

e
it

ti
st

sa

th
cr

a
di

rn
of

y
n

b
te
ig
c

k
li

rt
in
es

ac
b

po
D
Pu

g
L

in

p
su
w
lo

er
l

op
fo

pr
ot
N

ot
N
Figure 4.20 improper construction of footpath (Field Survey, 2020)

4.21 View related to management due to Weak duties and

responsibility of concerned authorities
Based on the respondent’s point of views, due to the law and order not maintained is
the first significant cause of weak duties and responsibility of concern authorities with
RII value of 0.77. With the RII value of 0.74 which is in the categories of low public
awareness and attitude is second significant cause. With the RII value of 0.73, debris
next to road has not to managed is third significant cause, RII value 0.71 i.e not
proper communication are fourth significant cause and RII value of 0.70, lack of
service information are least significant cause of weak duties and responsibility of
concern authorities.
0.78 0.77
0.76
0.74 0.74
0.73
0.72 0.70 0.71
0.70
0.68
0.66
d
e

ed
ge

n
ud

n
io

io
n
a
ti t

at
an

ai

at
at

rm

nt
m

ic
ai
nd

un
fo
n

m
ee

in
a

m
ss

ot
tb

m
ce
e

rn

co
no
en

i
rv

de

er
ar

se
ha

or
aw

op
of

pr
ad
ic

an
k
ro

ot
bl

La

N
pu

to

La
xt
w

ne
Lo

ris
eb
D

Figure 4.21 View related to management due to Weak duties and responsibility
of concerned authorities (Field Survey, 2020)

62
4.22 Overhead crossing bridge is not in adequate use
Based on the respondent’s point of views, due to pedestrians not habituated are the
first significant cause of Overhead crossing bridge is not in adequate use with RII
value of 0.77. With the RII value of 0.75 which is in the categories of no punishment
system are second significant cause. With the RII value 0.74, carelessness of road
users regarding safety is the third significant cause and with value of 0.71, both not
located at proper place and lack awareness among pedestrians are the least significant
cause of Overhead crossing bridge of ring road is not in adequate use.
0.78 0.77
0.76 0.75
0.74
0.74
0.72 0.71
0.71
0.70
0.68
0.66

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at

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Figure 4.22 Overhead crossing bridge is not in adequate use (Field Survey, 2020)

4.23 Field observation:

During field observation, I received following information which is summarized
below.
1. Traffic congestion is major problem at the intersection point due to no flyover,
underpass.
2. Constructed over crossing bridge is not proper use due to improper location.
E.g. near balkumari, B&B hospital, Bagdole etc.
3. Need of proper monitor and maintenance on regularly by concerned authority.
4. Improper drainage system e.g. Some parts open drainage, manhole not cover,
somewhere blockage of drainage etc.
5. Dumping solid waste and construction materials on either side of roads.
6. Construction of footpath is not available everywhere of equal width.
7. Weak duties and responsibility of personal.

63
 8. Lack of traffic signs, traffic signals and the upgrade of traffic signals at every
junctions of ring roads.
9. Lane separation is not done by using green belt.
10. Delay in construction.

4.24 In-depth Interview

In Depth Interviews were organized to analyse performance of urban arterial roads of
Kathmandu ring road from 3experts:
Dr. Bharat Mandal, HOD of civil department(IOE)
Er. Indibar Gurung, M.Sc. in Urban planning and
Er Sudeep thapa, M.Sc. in Transportion Engineering, Construction Technology
Engineering
Following highlights were received from in-depth interview,
1. Traffic congestion is major problem at the intersection point due to no flyover,
underpass and same timing.
2. No proper planning.
3. Lack of co-ordination between DOR and donor agency.
4. Space management is not done properly.
5. Constructed over crossing bridge is not proper use due to improper location.
E.g. near Balkumari, B&B hospital, Bagdole etc.
6. Construction of footpath is not available everywhere of equal width.
7. Lane separation should be done by using green belt instead of dry belt along
the ring road.
8. Need of proper monitor and maintenance on regularly by concerned authority.
9. Improper drainage system.
10. Not use preventive measures at the junction of roads like no traffic signs and
signals, no upgrading electronic installation.
11. Inefficient traffic management.
12. Weak duties and responsibility of concerned authority.
13. No any management of Reward and Punishment.

4.25 Focus group discussion

During focus group discussion, 14 persons participated (Er. Bishow KC, Er Suprim
bajra Bajracharya, Er. Lila Mani Paudel, Er. Raju Bohora, Overseer Muktesh Mahato,

64
Overseer Nabin Yadav, Overseer Ramanad Shah, Anand Kumar Mahat, Kuber
Lamichhane, Subhas Basnet, Keshabraj Subedi, Kabiraj Kandel, Dan Bahadur,
Overseer Satya Narayan Chaudhary) to discuss about Performance of urban arterial
roads of Kathmandu ring road. Following highlights were received from Focus group
discussion:
1. Traffic congestion is major problem at the intersection point due to no
flyover, underpass.
2. Constructed over crossing bridge is not proper use due to improper
location. E.g. near Balkumari, B&B hospital, Bagdole etc.
3. Need of proper monitor and maintenance on regularly by concerned
authority.
4. Improper drainage system
5. Dumping solid waste and construction materials on either side of roads.
6. Construction of footpath is not available everywhere of equal width.
7. Weak duties and responsibility of personal.
8. Lack of traffic signs, traffic signals and the upgrade of traffic signals at
every junctions of ring roads.
9. Lane separation is not done by using green belt.
10. Delay in construction.
11. Footpath is not everywhere.

65
 CHAPTER 5: CONCLUSIONS AND
RECOMMENDATION

5.1 Conclusions
The study investigated that the major causes of performance of urban arterial roads of
Kathmandu ring roads. Feedback received from different expertise like engineer,
overseer and other persons during the survey who are facing these problems day to
day was analyzed by using relative importance index (RII) method. The result reveals
top most significant factors causing performance analysis of Urban arterial roads of
Kathmandu ring road based on the data’s collected with combined views of the
respondents as summarized below according to objectives:
Objective No. 1: To identify the performance indicator of urban roads: these
performance indicators i.e. Field observation, in-depth interview, focus group
discussion and questionnaire survey were used to achieve objective of the thesis. And
also collected data were analyzed by using relative importance index (RII).

Objective No. 2: To analyze the performance of traffic signs and signals for efficient
operation as per the traffic rule of Nepal:

 Insufficient traffic management due to:

Among 5 different parameters: Awareness campaigns for better driving, Installation
of CCTV cameras and monitors, Traffic management trainer, Parking policy and
traffic entry restraints and Install new traffic signals in central area Resettlement of
affected persons. RII value of both Parking policy and traffic entry restraints and
Install new traffic signals in central area resettlement of affected persons was found
highest i.e. 0.77 and conclusion is extracted that Insufficient traffic management due
to both Parking policy and traffic entry restraints and Install new traffic signals in
central area resettlement of affected persons.
Objective No. 3: To determine the effect of drainage system along urban road:

 Improper drainage system due to:

Among 5 different parameters: poorly maintained drainage, Poor waste management,
Slope not maintained, Pipe connection has not been properly installed and Code and
specification not followed. RII value of poorly maintained drainage was found highest

66
i.e. 0.84. and conclusion is extracted that Improper drainage system due to poorly
maintained drainage.

 Dumping of solid waste on either sides of road due to:

Among 5 different parameters: dumping pot not installed, do not apply reward and
punishment system, not collected waste in regular basis by the municipality, lack of
people’s awareness and no economic return from solid waste for house owner. RII
value of lack of people’s awareness was found highest i.e. 0.77 and conclusion is
extracted that Dumping of solid waste on either sides of road is due to lack of
people’s awareness.

Objective No. 4: To recommend appropriate measures for improvement of

performance Kathmandu ring road:

 No flyover and underpass construction at the junctions of the ring road:

Among 5 different parameters: Financial crisis of GON, Lack of co-ordination with
donor agency, forecast of traffic not done correctly and our technical personal seeks
economical design. RII value of lack of future perspective of urban planning was
found highest i.e. 0.79 and conclusion is extracted that No flyover and underpass
construction at the junctions of the ring road due to Lack of future perspective of
urban planning.

 Need of proper maintenance of road due to:

Among 5 different parameters: timely maintenance reduces the cost, reduces the wear
and tear cost of traffic, reduces time to reach destination, travelling to be comfortable
and to minimize the accidental rate. RII value to minimize the accidental rate was
found highest i.e. 0.80 and conclusion is extracted that need of proper maintenance is
due to minimize the accidental rate.

 Proper location has not been selected due to:

Among 5 different causes like: political pressure, Influence of local people,
disturbance created by businessman, lack of technical knowledge and unavailability
of suitable space. RII value of political pressure was found highest i.e. 0.78 and

67
conclusion is extracted that proper location has not been selected due to poltical
pressure.

 Low quality structure due to:

Among 5 different causes: low quality material, lack of supervision, no quality
assurance procedure, no quality control and code and specification not properly
followed. RII value of both low quality material and lack of supervision was found
highest i.e. 0.88 and conclusion is extracted that construction of low quality structure
is due to both low quality material and lack of supervision.

 Delay in construction due to:

Among 5 different parameters: Inefficient management, Implementation failure,
Environmental unavoidable events, Design Issues and Economical Changes. RII value
of Inefficient management was found highest i.e 0.84 and conclusion is extracted that
delay in construction is due to inefficient management of concerned authority.

 Improper construction of footpath due to:

Among 5 different parameters: Public disturbance of nearby, Design criteria not
followed, Lack of safety for pedestrian, not following international code & practice
and Not proper support by the local administration. RII value of Lack of safety for
pedestrian was found highest i.e. 0.77 and conclusion is drawn that Improper
construction of footpath due to lack of safety for pedestrian.

 Weak duties and responsibility of concern authorities due to:

Among 5 different parameters: Low public awareness and attitude, Debris next to
road has not been managed, Lack of service information, law and order not
maintained and not proper communication. RII value of law and order not maintained
was found highest i.e. 0.77 and conclusion is drawn that weak duties and
responsibility of concern authorities due to law and order not maintained.

 Overhead crossing bridge is not in adequate use due to:

68
Among 5 different parameters: it is not located at proper place, Pedestrian are not
habituated, no punishment system, Lack of awareness among pedestrians and
Carelessness of road users regarding safety. RII value of pedestrians are not
habituated was found highest i.e. 0.77 and conclusion is extracted that Overhead
crossing bridge is not in adequate use due to Pedestrian are not habituated.

 Good to make green belt in between service road and 4 lanes road pavement

Out of 109 responded, 96 responded should be needed to make lane separation by

using green belt along the ring road whereas 5 responded should not be needed. But it
may or may not needed by 8 responded. Thus conclusion is extracted that green belt
should be needed instead of dry belt along the Kathmandu ring road.

5.2 Recommendation
Based on this study the following recommendations are suggested for defective
construction and management of the ring road of Kathmandu valley.
 Fly-over and subway are necessary to construct at the junctions of roads for
reducing the congestion of traffic.
 Constructed over-crossing bridges of different location (near Balkumari, B&B
hospital, Bagdole etc.) is not at proper location due to which those bridges are
not used by most of the pedestrians. Thus it is needed to be constructed at proper
location, not too far from junctions.
 According to Nepal Road Standards, proper drainage system should be
constructed at such standard and drainage system at remaining parts of ring road
are not yet constructed which is required at utmost level.
 Traffic control at junctions aims to increase safety, improve traffic flow, reduce
accident and simplify drivers' decision-making. Thus traffic signs, traffic signals
and the upgrade of traffic signals are needed to install at every junctions of ring
roads.
 Proper attention is needed to construct the standard width of footpath as per
code and specification.
 Road maintenance provides safety, economic, environmental and social well-
being benefits. Thus Effective maintenance programming using robust decision

69
 making process based on regular monitoring and use of prediction models are
needed to maintain the ring roads.
 Lane separation should be done by using green belt instead of dry belt along the
ring road.
 Duties and responsibilities of concerned authority is needed to improve for
proper management of ring road.

70
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73
 ANNEXES
ANNEX 1: QUESTIONNAIRE SURVEY

Sample No:

Field Researcher Code:

Rapid assessment Process for Construction and management of

structure along the road of Kathmandu valley in Nepal (A Case
Study of Ring Road within Kathmandu Valley of Nepal)

Questionnaire for household survey

Directions: Please mark  in the relevant box.

Part I - Demographic Information

1.1 District: 1.2 Location: 1.3 Phone No.: 1.4 Date:

2. Gender
Male ( )
Female ( )

3. Age
20-25 26-30 31-35 36-40 41-50 50 over
( ) ( ) ( ) ( ) ( ) ( )

4. Education
Intermediate Bachelor’s Master’s Doctoral
( ) ( ) ( ) ( )

74
5. Profession
Housewife Student Government Business Others
services
( ) ( ) ( ) ( ) ( )

6. Do you think side walk (Foot path) plays vital role to solve congestion?
Yes No
( ) ( )

7. Do you think Bicycle track plays vital role to solve congestion?

Yes No
( ) ( )

8. Do you think service road plays vital role to solve congestion?

Yes No
( ) ( )

9. Is it good to make green belt in between service road and 4 lanes road
pavement?

Yes No
( ) ( )

10. Is fly over & sub-way reducing the congestion?

Yes No
( ) ( )

75
11. Please put your views for defective structure issue due to
Please rate the level of satisfaction by putting number into the boxes, based on the
importance of service quality by real experience if possible.
1 = Not satisfy
2 = Less satisfy
3 = Neither
4 = Satisfy
5 = Most Satisfy

11.1 Proper location has not been selected due to

Reason Not Less Neither Satisfy Most satisfy
satisfy satisfy

Political Pressure.

Influence of local people.

Disturbance created by
businessman.

Lack of technical knowledge.

Unavailability of suitable space.

11.2 Low quality Structure due to

Reason Not Less Neither Satisfy Most satisfy
satisfy satisfy

Low quality material

Lack of supervision

No QA procedure

No QC (Testing Procedure)

Code and specification not

followed

76
11.3 No flyover & underpass construction at the junction of the road
Reason Not Less Neither Satisfy Most satisfy
satisfy satisfy

Lack of future perspective

of urban planning

Financial crisis of GON

Lack of co-ordination with

donor agency

Forecast of traffic not done

correctly

Our technical personal

seeks economical design

11.4 Delay in Construction

Reason Not Less Neither Satisfy Most satisfy
satisfy satisfy

Inefficient management

Implementation failure

Environmental unavoidable
events

Design Issues

Economical Changes

11.5 Need of proper maintenance of road

77
 Reason Not Less Neither Satisfy Most satisfy
satisfy satisfy

Timely maintenance reduces the cost

Reduces the wear and tear cost of

traffic

Reduces time to reach destination

Travelling to be comfortable

To minimize the accidental rate

12. Please put your view related to management.

12.1 Improper drainage system
Reason Not Less Neither Satisfy Most satisfy
satisfy satisfy

Poorly maintained drainage

Poor waste management

Slope not maintained

Pipe connection has not been properly

installed.

Code and specification not followed

12.2 Dumping of solid waste on either sides of road.

78
 Reason Not Less Neither Satisfy Most satisfy
satisfy satisfy

Dumping pot not installed

Do not apply reward and

punishment system

Not collected waste in regular basis

by the municipality

Lack of people’s awareness

No economic return from solid

waste for house owner

12.3 Insufficient traffic management

Reason Not Less Neither Satisfy Most satisfy
satisfy satisfy

Awareness campaigns for

better driving.

Installation of CCTV
cameras and monitors.

Traffic management trainer.

Parking policy and traffic

entry restraints.

Install new traffic signals in

central area Resettlement of
affected persons.

12.4 Improper construction of footpath

Reason Not satisfy Less Neither Satisfy Most satisfy
satisfy
Public disturbance of nearby

79
 Design criteria not followed

Lack of safety for pedestrian

Not following international code

& practice
Not proper support by the local
administration

12.5 Weak duties and responsibility of concern authorities.

Reason Not satisfy Less satisfy Neither Satisfy Most satisfy

Low public awareness and

attitude

Debris next to road has not

been managed

Lack of service information

Law and order not

maintained

Not proper communication

12.6 Overhead crossing bridge is not in adequate use

Reason Not Less Neither Satisfy Most

Satisfy satisfy Satisfy

It is not located at proper place

Pedestrian are not habituated

No punishment system

Lack of awareness among

pedestrians

80
Carelessness of road users
regarding safety

Thank you for taking the time to complete this questionnaire.

81
ANNEX 2: LIST OF TABLES

Table 4.1 Native district of the respondent

District Frequency
Baglung 1
Bhaktapur 6
Chitwan 3
Darchula 1
Dhading 3
Dhanusha 2
Gorkha 6
Jumla 1
Kathmandu 29
Kavre 1
Lalitpur 20
Lamjung 2
Mahattori 4
Makwanpur 1
Nuwakot 1
Parsa 1
Salyan 1
Saptari 16
Sarlahi 2
Sindhupalchok 2
Siraha 1
Sunsari 2
Surkhet 1
Syangja 1
Tanahun 1
Total 109

Table 4.2 Gender of the Respondents

Gender Frequency Percentage %
Female 11 10.09
Male 98 89.91
Total 109 100.00

82
Table 4.3 Age of the Respondents
Age Frequency Percentage %
20-25 5 4.59
26-30 31 28.44
31-35 15 13.76
36-40 10 9.17
41-45 18 16.51
46-50 14 12.84
50 over 16 14.68
Total 109 100.00

Table 4.4 Academic Qualification of the respondents

Academic Qualification Frequency Percentage %
Intermediate 14 12.84
Bachelors 52 47.71
Masters 41 37.61
Doctoral 2 1.83
Total 109 100.00

Table 4.5 Profession of Respondents

Profession of Respondents Frequency Percentage %
Housewife 9 8.26
Student 8 7.34
Government Services 69 63.30
Business 20 18.35
Other 3 2.75
Total 109 100.00

Table 4.6 Side walk (Foot path) plays vital role to solve congestion
Side walk plays vital role Frequency Percentage %
Yes 98 89.91
No 5 4.59
May be 6 5.50
Total 109 100.00

83
Table 4.7 Bicycle track plays vital role to solve congestion
Bicycle track plays vital role Frequency Percentage %
Yes 87 79.82
No 4 3.67
May be 18 16.51
Total 109 100.00

Table 4.8 Service road plays vital role to solve congestion

Service road plays vital role Frequency Percentage %
Yes 87 79.82
No 4 3.67
May be 18 16.51
Total 109 100.00

Table 4.9 Good to make green belt in between service road and 4 lanes road
pavement
Response Frequency Percentage %
Yes 96 88.07
No 5 4.59
May be 8 7.34
Total 109 100.00

Table 4.10 Fly over & sub-way reducing the congestion?

Response Frequency Percentage %
Yes 105 96.33
May be 4 3.67
Total 109 100.00

Table 4.11 Views for defective structure issue due to Proper location has not
been selected
Reason Total RII Rank
Political Pressure 425 0.78 1
Influence of local people 378 0.69 2
Disturbance created by businessman 345 0.63 5
Lack of technical knowledge 365 0.67 4
Unavailability of suitable space 375 0.69 3
Table 4.12 Views for defective structure issue due to low quality Structure

84
 Reason Total RII Rank
Low quality material 481 0.88 1
Lack of supervision 480 0.88 2
No QA procedure 455 0.83 4
No QC (Testing Procedure) 473 0.87 3
Code and specification not followed 435 0.80 5

Table 4.13 Views for defective structure issue due to no flyover & underpass
construction at the junction of the road
Reason Total RII Rank
Lack of future perspective of urban planning 432 0.79 1
Financial crisis of GON 367 0.67 4
Lack of co-ordination with donor agency 348 0.64 5
Forecast of traffic not done correctly 405 0.74 2
Code and specification not followed 382 0.70 3

Table 4.14 Views for defective structure issue due to delay in Construction
Reason Total RII Rank
Inefficient management 460 0.84 1
Implementation failure 439 0.81 2
Unavoidable environmental events 381 0.70 5
Design Issues 382 0.70 4
Economical changes 386 0.71 3

Table 4.15 Views for defective structure issue due to need of proper
maintenance of road
Reason Total RII Rank
Timely maintenance reduces the cost 424 0.78 3
Reduces the wear and tear cost of traffic 414 0.76 5
Reduces time to reach destination 425 0.78 2
Travelling to be comfortable 423 0.78 4
To minimize the accidental rate 435 0.80 1

Table 4.16 Views related to improper drainage system

85
 Reason Total RII Rank
Poorly maintained drainage 460 0.84 1
Poor waste management 442 0.81 2
Slope not maintained 426 0.78 3
Pipe connection has not been properly installed 418 0.77 4
Code and specification not followed 407 0.75 5

Table 4.17 Views related to dumping of solid waste on either sides of road
Reason Total RII Rank
Dumping pot not installed 412 0.76 3
Do not apply reward and punishment system 409 0.75 4
Not collected waste in regular basis by the
416 0.76 2
municipality
Lack of people’s awareness 417 0.77 1
No economic return from solid waste for house owner 378 0.69 5

Table 4.18 Views related to insufficient traffic management

Ran
Reason Total RII
k
Awareness campaigns for better driving 406 0.74 3
Installation of CCTV cameras and monitors 404 0.74 4
Traffic management trainer 403 0.74 5
Parking policy and traffic entry restraints 420 0.77 1
Install new traffic signals in central area Resettlement
420 0.77 1
of affected persons

Table 4.19 Views related to improper construction of footpath

Reason Total RII Rank
Public disturbance of nearby 405 0.74 2
Design criteria not followed 391 0.72 4
Lack of safety for pedestrian 420 0.77 1
Not following international code & practice 395 0.72 3
Not proper support by the local
391 0.72 4
administration

Table 4.20 Views related to weak duties and responsibility of concern

86
authorities
Reason Total RII Rank
Low public awareness and attitude 401 0.74 2
Debris next to road has not been
396 0.73 3
managed
Lack of service information 384 0.70 5
Law and order not maintained 419 0.77 1
Not proper communication 387 0.71 4

Table 4.21 Views related to overhead crossing bridge is not in adequate use
Reason Total RII Rank
It is not located at proper place 385 0.71 5
Pedestrian are not habituated 419 0.77 1
No punishment system 410 0.75 2
Lack of awareness among pedestrians 389 0.71 4
Carelessness of road users regarding safety 405 0.74 3

87
ANNEX 3: PHOTOGRAPHS

In-depth Interview: Dr Bharat Mandal, HOD Civil Department, IOE, Pulchwok

In-depth Interview: Er. Indibar Gurung, M.Sc. in Urban Planning, Bhadrakali

88
 Focus Group Discussion, Tripureshwor

Improper Drainage System and Road with no cover for Manhole of drain,
Gwarko

89
 Road without Shoulder and Footpath, Balkumari

Improper Location for over crossing bridge and Lane separation without
greenbelt, Balkumari

90
 Road without Footpath and Improper Drainage, Koteshwor

No Flyover, Not upgraded electronic traffic signal, Gauwshala

91
Improper drainage system, Chabhil

Drainage problem, Gangabu

92
 No proper maintenance of overhead bridge and Road, Gangabu

Road junction without Traffice sign & signal, flyover and under pass, Balkhu

93
 Improper drainage system (No drain cover), Bagdol

No traffic signal, flyover and underpass at junction of road, Ekantakuna

94
 Improper maintenance of drainage, Bagdol

No traffice sign & Signal, Flyover and Overpass at the junction of Balaju Chowk

95
No traffic sign & Signal, Flyover and Overpass at the junction of Narayan Gopal
Chowk, Maharajgunj

No Flyover and Overpass at the junction of Koteshwor

96