A Report on

Intersection Improvement Measures

(A case study of New Baneshwor Intersection)

Suresh Baral
(TEAM-015-1229)

Nepal Engineering College-Center for postgraduate Studies

Pokhara University
Changunarayan, Bhaktapur, Nepal

July 2015
Table of Content

1. Introduction ............................................................................................................ 1
2. Background............................................................................................................. 1
3. Existing Problem .................................................................................................... 2
4. Purpose of Study Area............................................................................................ 2
5. Method of Data Collection ..................................................................................... 5
6. Data analysis ........................................................................................................... 9
7. Conclusion ............................................................................................................ 12
8. Recommendations................................................................................................. 13
Photographs ................................................................................................................. 14

List of Table

Table 1:- Geometry of intersection ............................................................................... 3

Table 2:-Traffic Data ..................................................................................................... 5
Table 3:-Summary of traffic data ................................................................................. 8
Table 4:- Vehicle Equivalency Factor ........................................................................... 9
Table 5:-Level of Service ............................................................................................. 12
 An Assignment on Intersection Design

1. Introduction
Intersection Improvement Measure
Traffic flow improvements represent those actions that can be implemented to
enhance the person-carrying capability of the roadway system, without adding
significantly to the width of the roadway. The range of roadway facility actions available
generally fall under two classifications. Actions primarily oriented to urban freeways or
expressways, and the second oriented to arterial and local streets. Most traffic flow
improvements are implemented with a focus on the peak period work trip. However, for
many of these actions such as the improvement of arterial signal systems, their
applicability could as easily be expanded to include traffic conditions throughout the day.
The primary objective for improving traffic flow is to enhance the efficiency of the
existing roadway system and therefore to alleviate traffic congestion and related
problems such as air pollution. Other factors motivating their implementation include
financial difficulties in supporting new major transportation projects, and the
environmental and physical constraints associated with new infrastructure construction.
Moreover, there has been a growing recognition that implementing programs consisting
of several interrelated traffic flow enhancement strategies can lead to substantial
reductions in travel time and delay.

2. Background
“It was the time when I was returning back to home from my college, the time
was already 6:50. Since I live in Minbhawan, I have to pass New Baneshwor chowk to
reach that point. I felt a sense of inconvenience by the unmanaged footpath business
which made me difficult to walk. When I reached new Baneshwor Chowk, the situation
was much more miserable. There was intense flow of traffic on the road with annoying
horns. Vehicles were seemed to be in hurry and were trying to overtake each other. On
the other hand, there were more than 200 peoples on each side of the road waiting for the
signal of police officer to cross the road. Since I was with my friends, we talked on the
same issue of traffic jams in this spot. And when the traffic police signaled to cross the
road, there was a flow of peoples on the road.”

This types of picture has been always imprisoning in the mind of several people
till night. Then our team thought of why not to make a small study revealing the
problems of New Baneshwor that induce traffic jam. Then we tried to collect the
problems and recommendations from three different angles of pedestrians, passengers or
vehicles owners and police officer. So this report is the blend of view of different angles
of traffic jam of New Baneshwor.

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 An Assignment on Intersection Design

Traffic Problems in New Baneshwor

New Baneshwor is one of the major junctions and also known as the heart of the
Kathmandu Valley. This place consists of all the major educational institution, hospitals,
a wide range of market, and most important, “constitutional assembly” of the country. So
it is one of the busiest places of Kathmandu valley. The vehicle in the road always seems
to be crowded and the volume is higher in the peak hour. As a result, there is a high
traffic jam and the vehicle needs a long period of time to cross this spot. Motor bikes are
always in a hurry to overtake and sometimes they even capture the footpath designed for
pedestrians. It is always hard to cross the road in this area and sometimes it takes more
than 5 minutes. Traffic police always seems busy in managing the flow of vehicles.
Although there are more number of traffic police deployed, road accidents are also
frequently occurring in this area.

Road is the common place of all the people. All the people can exercise equal right and
has equal responsibility upon it. It is a myth that there is a severe traffic problem in New
Baneshwor. It can be clearly seen by different consequences like a huge number of
peoples crossing the road and a long queue of vehicles waiting to pass the point. The
narrow road, unmanaged parking and footpath business, and the absence of Sky Bridge
are some of the reasons unmanaged traffic in New Baneshwor. This section of study tries
to find out the problem and respective solution of traffic problem from three different
perspectives. Different ideas of problems and solutions of traffic are collected from these
three different angles and a combined view is developed.

3. Existing Problem
There is always a problem for the traffic police in managing the vehicles and pedestrians
at the same time. All the peoples are hurry in reaching their destination. As a result, they
also attempt to avoid the traffic rules too. The consequence is a long queue of line leading
to traffic jam and sometimes the road accident also. Passengers need to allocate more
time in reaching the destination and pedestrian have to wait at least 5 minutes just to
cross the road. So, the main problem is how to manage the free flow of vehicles and
pedestrian in this spot such that the situation becomes convenient.

4. Purpose of Study Area

This study contains the detailed study of traffic management of one of the major
spot of Kathmandu valley i.e. New Baneshwor. It tries to cover the views of all the
stakeholders of the road and traffic (i.e. traffic police, vehicles drivers, passengers and
pedestrians)

The major purposes of this study are as follows:

1. To reveal the traffic situation of New Baneshwor

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 An Assignment on Intersection Design

2. To identify the traffic problems appeared in this location.

3. To identify the current actions undertaken by the concerned authority in order to
manage the problems.
4. To screen the possible alternatives that help in managing the problem.

Table 1:- Geometry of intersection

Dimensions of Existing Junction and Road
Along Purano Baneshwor Along Purano Shankhamul
Total width of road = 14.38 m Total width of road = 15.91 m
Width of footpath Width of footpath
Right side footpath = 4.80 m Right side footpath = 9.0 m
Left side footpath = 17.38 m Left side footpath = 5.0 m

Along Purano Maitighar Along Purano Tinkune

Total width of road = 30.43 m Total width of road = 30.61 m
Width of footpath Width of footpath
Right side footpath = 5.0 m Right side footpath = 5.0 m
Left side footpath = 5.1 m Left side footpath = 4.8 m

Shape and Size of Island

One Island Along Purano Baneshwor
Average Length of Island = 1.93
Average Breadth of Island = 1.56

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 An Assignment on Intersection Design

N
BANESHWOR
WAY TO PURANO

W AY
TO M
AI T IG H
AR

WA
Y TO
T IN
KUN
E
L
AMU
A NK H
TO SH
W AY

E X I S T I N G C O N D IT I O N O F B A N E S H W O R I N T E R S E C T I O N

Fig;-1 Baneshwor Intersection

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 An Assignment on Intersection Design

5. Method of Data Collection

Table 2:-Traffic Data

Intersection :- Baneshwor Chowk Date :- 2072/03/08
Data Recorded By :- Dipendra Lamichhane Time :- 16:20
Intersecting Leg :- Maitighar to Purano Baneshwor
Time
Types of Vehicle and Number of Count
Interval
Light Mini Micro Car/Jeep/ Motorc Tempo Rema Total in
Truck Bus Bus Van ycle rks PCU
16:20 to X
16:35 2 5 8 19 65 93.5

Intersecting Leg :- Shankhamul to Purano Baneshwor

Time
Types of Vehicle and Number of Count
Interval
Light Mini Micro Car/Jeep Motorc Rem Total in
Tempo
Truck Bus Bus /Van ycle arks PCU
16:20 to
3 5 6 17 81 14 199
16:35
Intersecting Leg :- Tinkune to Purano Baneshwor
Time
Types of Vehicle and Number of Count
Interval
Light Mini Micro Car/Jeep Motorc Tempo Rem Total in
Truck Bus Bus /Van ycle arks PCU

16:20 to
4 18 14 57 91 X 204.5
16:35
Source:-Field Survey

Intersection :- Baneshwor Chowk Date :- 2072/03/08

Data Recorded By :- Nirmal Kumar Bishwas Chaudhary & Time :- 16:20
Ram Chandra Chaudhary
Intersecting Leg :- Purano Baneshwor to Maitighar
Time
Types of Vehicle and Number of Count
Interval
Light Mini Micro Car/Jeep/ Motorc Tempo Rema Total in
Truck Bus Bus Van ycle rks PCU
16:20 to
1 4 10 27 98 17 136.5
16:35

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 An Assignment on Intersection Design

Intersecting Leg :- Shankhamul to Maitighar

Time
Types of Vehicle and Number of Count
Interval
Light Mini Micro Car/Jeep Motorc Rem Total in
Tempo
Truck Bus Bus /Van ycle arks PCU
16:20 to
X 1 5 10 52 X 54
16:35
Intersecting Leg :- Tinkune to Maitighar
Time
Types of Vehicle and Number of Count
Interval
Light Mini Micro Car/Jeep Motorc Rem Total in
Tempo
Truck Bus Bus /Van ycle arks PCU
16:20 to
6 57 39 68 211 17 487.5
16:35
Source:-Field Survey

Intersection :- Baneshwor Chowk Date :- 2072/03/08

Data Recorded By :- Navin Sunam and Suresh Baral Time :- 16:20
Intersecting Leg :- Purano Baneshwor to Tinkune
Time
Types of Vehicle and Number of Count
Interval
Light Mini Micro Car/Jeep/ Motorc Tempo Rema Total in
Truck Bus Bus Van ycle rks PCU
16:20 to
X 14 16 50 204 X 242
16:35
Intersecting Leg :- Shankhamul to Tinkune
Time
Types of Vehicle and Number of Count
Interval
Light Mini Micro Car/Jeep Motorc Rem Total in
Tempo
Truck Bus Bus /Van ycle arks PCU
16:20 to
4 6 12 44 64 X 136
16:35
Intersecting Leg :- Maitighar to Tinkune
Time
Types of Vehicle and Number of Count
Interval
Light Mini Micro Car/Jeep Motorc Rem Total in
Tempo
Truck Bus Bus /Van ycle arks PCU
16:20 to
17 44 32 156 456 26 663.5
16:35
Source:-Field Survey

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Intersection :- Baneshwor Chowk Date :- 2072/03/08

Data Recorded By :- Bel Bahadur Nepali Time :- 16:20
Intersecting Leg :- Purano Baneshwor to Shankhamul
Time
Types of Vehicle and Number of Count
Interval
Light Mini Micro Car/Jeep/ Motorc Tempo Rema Total in
Truck Bus Bus Van ycle rks PCU
16:20 to
X 1 4 16 44 6 59
16:35
Intersecting Leg :- Tinkune to Shankhamul
Time
Types of Vehicle and Number of Count
Interval
Light Mini Micro Car/Jeep Motorc Rem Total in
Tempo
Truck Bus Bus /Van ycle arks PCU
16:20 to
X 3 X 26 133 X 101.5
16:35
Intersecting Leg :- Maitighar to Shankhamul
Time
Types of Vehicle and Number of Count
Interval
Light Mini Micro Car/Jeep Motorc Rem Total in
Tempo
Truck Bus Bus /Van ycle arks PCU
16:20 to
X 4 12 27 58 4 108
16:35
Source:-Field Survey

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Table 3:-Summary of traffic data

Date :- 2072/03/08
Intersection :- Baneshwor Chowk
Time :- 16:20-16:35
S. Intersection Leg Types of Vehicle and Number of Count
N. Light Mini Micro Car/Jeep Motor Tempo Rema Total in
Truck Bus Bus /Van cycle rks PCU
Maitighar to Purano
1 2 5 8 19 65 X 93.5
Baneshwor
Shankhamul to Purano
2 3 5 6 17 81 14 199
Baneshwor
3 Tinkune to Purano Baneshwor 4 18 14 57 91 X 204.5
Purano Baneshwor to
4 1 4 10 27 98 17 136.5
Maitighar
5 Shankhamul to Maitighar X 1 5 10 52 X 54
6 Tinkune to Maitighar 6 57 39 68 211 17 487.5
7 Purano Baneshwor to Tinkune X 14 16 50 204 X 242
8 Shankhamul to Tinkune 4 6 12 44 64 X 136
9 Maitighar to Tinkune 17 44 32 156 456 26 663.5
Purano Baneshwor to
10 X 1 4 16 44 6 59
Shankhamul
11 Tinkune to Shankhamul X 3 X 26 133 X 101.5
12 Maitighar to Shankhamul X 4 12 27 58 4 108
Total Leaving Vehicles from
37 162 158 517 1557 84 2485
Intersection
Hourly Volume 148 648 632 2068 6228 336 9940
Source:-Field Survey

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Table 4:- Vehicle Equivalency Factor

Vehicle Equivalency Factor as per NRS 2070
S.N. Vehicle Type Equivalency Factor
1 Bicycle, Motorcycle 0.5
2 Car, Auto Rickshaw, Light Van and Pick Up Van 1.0
3 Light Truck, Tractor 1.5
4 Truck, Bus, Minibus 3.0
5 Non-motorized carts 6.0
Source:-NRS 2070

6. Data analysis

Phase 1 Phase 2
199
664

488

59

Phase 3 Phase 4

137 205

136 108

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 An Assignment on Intersection Design

Uncontrolled Intersection.

Channelization of traffic through a four legged intersection.

Traffic signal lights are not in use and it controlled by traffic police manually.

Four legged intersection. Phase 1, 2, 3 & 4.

Change interval or yellow time interval have normally value of 3 to 6 sec.

Clearance interval is provided after yellow interval and is optional in a signal
design. It depends on the geometry of the intersection and Baneshwor Chowk has
not regular geometric intersection design.

HCM (Highway Capacity Manual) Equation

∗∗
Cycle length / Cycle time = C =
∑ 

N= no. of phase
L= lost time per phase

Xc = quality factor called critical ratio. Where v is the volume & c is capacity.


( )*i = ratio of volume to saturation flow for phase.

Assume,
Loss time per phase= Tl =3 sec
Saturation headway = h =2.5 sec
Yellow time or amber time = y = 3 sec per phase

Assuming critical  ratio = 0.9

∗∗
From HCM equation = C =
∑ 

s = is the saturation flow rate in vehicles per hour of green time per lane

s= = 1440
.
Total volume = sum of maximum volume of each phase
= V1+V2+V3+V4=664+199+137+205=1205
Now,
∗∗.
C=  =170.90 = 171 sec
.

Effective green time, Tg = c-n*Tl =171-4*3=159 sec


Green Splitting, gi=  ! ∗ "#
∑
  

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 An Assignment on Intersection Design

Vci = Critical lane volume

Tg = total effective green time available in a cycle

g 1= *159 = 87.61 sec
$
$
g 2= *159 = 26.25 sec
$
$%
g 3= *159 = 18.08 sec
$

g 4= *159 = 27.04 sec
$
Now, Actual green time can be found out as
Gi = gi - y + Tl
G i= is actual green time
g I = is the effective green time available
yi= is amber time
Li = is the loss time for phase i
Therefore,
G1 = 87.61-3+3 = 87.61secsec

G2 = 26.25-3+3 =26.25 sec

G3 = 18.08-3+3 = 18.08 Sec
G4 = 27.04-3+3 = 27.04 sec

Webster’s Delay Model

Webster derived an expression for the delay per cycle, which is as follows,
& '

$ & 
di = 
$

gi = effective green time.

C= cycle length.
Vi = critical flow for that phase
S= saturation flow
( )(.*
$ ( 

d1 = ** = 37.73 sec
$

( *.
$ ( 

d2 = ++ = 71.08 sec
$

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 An Assignment on Intersection Design

( ).)
$ 
 (
d3 = ,* = 75.50 sec
$

( (.
$ 
 (
d4 =  = 70.65 sec
$


Level of service for signalized intersections

Table 5:-Level of Service

Level Of Service Control Delay Per Vehicles
(LOS) (sec/veh)
A ≤10
B >10-20
C >20-35
D >35-55
E >55-80
F >80

From the above table we can find out the level of service of the Baneshwor Chowk, it
shows that Phase 1 belongs to level of service C and Phases 2, 3 & 4 belong to level of
service E.

Point to be noted is that the Phase 1 is satisfactory and Phases 2, 3 & 4 are very poor
services, which must be needed to upgrade.

7. Conclusion
From analysis it was found that Phase 1 belongs to level of service C and Phases 2, 3 & 4
belong to level of service E. which indicate Phase 1 is satisfactory and Phases 2, 3 & 4
are very poor services, which must be needed to upgrade. Also different problems
identified, that were seen during the study are as follows:
• Long queue of line leading to traffic jam of Uncontrolled Intersection.
• Channelization of traffic through a four legged intersection so Four legged
Intersection. Phase 1, 2, 3 & 4.
• Traffic signal lights are working properly needed to maintain..
• Passengers spent more time for travelling to reach destination and pedestrian have
to wait at for long period to cross the road

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 An Assignment on Intersection Design

8. Recommendations
After analysis to adjust different problems associate to Baneshwor Intersection.
Following improvement was recommended to minimize existing problems.

• Uncontrolled Intersection change to Controlled intersection with signal lights, sign

and markers. And current actions undertaken by the concerned authority in order to
manage the problems.
• Traffic rules and regulation should be strictly applied.
• The regular geometric intersection design of Baneshwor chowk of signal timing
interval for Clearance interval is provided pedestrian, vehicles etc
• Overhead bridge For Vehicle and underpass for pedestrian needed to construct.

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Photographs

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 An Assignment on Intersection Design

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