Final Report

Data Collection Survey on Traffic Improvement in Kathmandu Valley

CHAPTER 5 METHODOLOGY OF THE TRAFFIC SURVEY

5.1 Outline of the Traffic Survey

5.1.1 Basic Policy of the Traffic Survey

(1) Objectives of the Traffic Survey

The objectives of the traffic survey are as follows:

1) To analyze the characteristics and issues of transportation in Kathmandu Valley.

In order to cope with the existing problems and issues of transportation in Kathmandu Valley,
traffic conditions and its characteristics will be analyzed.
2) To grasp the variation of traffic movement from the previous M/P (1993).
Traffic survey had been conducted in 1991 for the M/P (1993). By comparing the traffic survey
result with the previous survey result from the M/P (1993), a variation of traffic movement will
be identified.
3) To formulate basic data for traffic demand in the future.
In this survey, the future traffic demand in 2022 will be forecasted. Traffic survey results
obtained will then form the fundamental data for the forecast.
(2) Basic Policy for the Traffic Survey
Traffic survey was conducted based on the following policies:

1) Consistency with the traffic survey in the M/P (1993).

Consistency of survey methods such as zoning, location of survey point, and survey duration is
required for comparison of survey result between 1991 and 2022.
2) Reflection of urbanization in recent years.
Urban expansion and transition of land use affects traffic movement. Decision of the survey
method should be made considering the urbanization of the survey area.
3) Traffic surveys which considers countermeasure for improvement of traffic condition.
To solve the current traffic issues, multiple measures including road development and public
transport improvement are required. The traffic survey method should be decided taking into
consideration of those measures.

5.1.2 Traffic Survey Items and Schedule

(1) Survey Items

In establishing the previous M/P (1993), the following traffic survey was carried out in December
1991.

1) Home Interview Survey (Person Trip Survey)

2) Traffic Survey
- Roadside OD Survey
- Roadside Traffic Counts
- Intersection Traffic Counts
- Vehicle Speed Survey
3) Public Transport Survey/Firm Interview Survey
In this survey, 11 types of traffic survey were conducted. These 11 types of traffic survey items are
categorized into household interview survey, traffic surveys, and bus transport surveys (Table 5.1.1).

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Table 5.1.1 Traffic Survey Item

1) Household Interview Survey (Person Trip Survey)
2) Traffic Survey
a) Roadside Interview (OD) Survey
b) Traffic Count Survey
c) Screen Line Survey
d) Traffic Count Survey of Major Intersection
e) Travel Speed Survey
f) Parking Survey
3) Bus Transport Survey
a) Bus Traffic Count Survey
b) Bus OD Survey
c) Bus Passenger Interview Survey
d) Public Transport Firm Interview Survey

Table 5.1.2 Comparison of Traffic Survey Items between the survey in the previous M/S and this time
Survey in the previous
Items Survey in this time
M/S (1993)
1) Household Interview Survey Target Area: Target Area:
(Person Trip Survey) - KMC - Kathmandu district except a
- LSMC part of southwestern area
- BMC - Lalitpur district except a
- Nearby area of Thimi and part of southern area
Kirtipur - Bhaktapur district

Sample households: Sample households:

- 5,521 samples (actual surveyed value) - 18,000 samples (target value)
2) Traffic Survey - -
a) Roadside Interview (OD) Survey 15 locations 18 locations
b) Traffic Count Survey 29 locations 44 locations
c) Screen Line Survey None 10 locations
d) Traffic Count Survey of Major 8 intersections 10 intersections
Intersection
e) Travel Speed Survey 10 routes 16 routes
f) Parking Survey None 1 route
3) Bus Transport Survey - -
a) Bus Traffic Count Survey None 2 bus parks
b) Bus OD Survey None 2 bus parks
c) Bus Passenger Interview Survey None 2 bus parks
d) Public Transport Firm Interview 31 firms (only land transportation firms) 80 firms
Survey

(2) Survey Schedule

The traffic survey was commenced on December 3, 2011. The overall implementation schedule of the
survey is shown in Table 5.1.3.

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Table 5.1.3 Survey Schedule

5.1.3 Zoning in Traffic Survey

The survey area was divided into separate traffic zones. Basically, the method of zoning was consistent
with the zoning of the M/P (1993) in which each traffic zone is constituted of wards and VDCs.
Considering the recent urban expansion, several zones in the peripheral area of the city center were divided
into smaller zones. The total number of zones within the survey area was 50. Compared with the M/P
(1993), the total number of zones was increased by 5 from the previous 45. Zoning map of the Kathmandu
Valley is shown in Figure 5.1.1.
Table 5.1.4 Number of Zones
District Area No. of Zones No. of Ward No. of VDC
Kathmandu Kathmandu N.P. 19 35
Kirtipur N.P. 2 15
Rural Area 10 56
Lalitpur Lalitpur 6 21
Rural Area 4 21
Bhaktapur Bhaktapur N.P. 4 17
Madhiapur Thimi N.P. 2 17
Rural Area 3 16
Total 50 105 91

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Figure 5.1.1
Zoning Map

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5.2 Household Interview Survey

5.2.1 Basic Concept and Outline of Household Survey

(1) Basic concept of household interview survey

1) Person Trip Survey:
Person trip survey is a method for analyzing transport by capturing persons’ movement based on
the idea that persons’ movement is the source of traffic.
2) Household Interview Survey:
In order to capture the movement of persons, surveyors visited different homes and made
interview about the movements (trips) of persons of a certain day. The survey was a sample
survey and targeted persons were selected randomly from the population of the survey area.
(2) Outline of the Survey
Outline of household interview survey is shown in Table 5.2.1 below.
Table 5.2.1 Summary of Household Interview Survey
Type of survey Purpose Method Contents of survey
Household To capture people’s Interview to Sample households: 18,000
interview movement such as household members within the survey area
survey origin, destination, trip at their home and
purpose, travel time make questions
etc.

5.2.2 Survey Area

The survey area of the household interview survey in 1991 was limited to the Kathmandu municipality,
Lalitpur Municipality, and Bhaktapur Municipality. Considering the expansion of urban area and the
distribution of population, the survey area of household interview survey in 2011 was expanded to the
Kathmandu Valley which excludes mountainous area of three districts. Figure 5.2.1 shows comparison of
the survey areas in 1991 and 2011 surveys.

Figure 5.2.1 Survey Area of Household Interview

Survey In 1991 and 2011

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5.2.3 Sampling Rate

The “Preliminary Result of National Population Census 2011” which contained the total population and
number of household by district was issued in September 2011. No other data was released until July 2012.
An accurate population and number of household in Kathmandu survey area in 2011 could not be captured
since there was no other population statistics available other than the Census 2001. In this study, a method
for sampling and population estimation was established using the following assumption:

1) Total population and number of household in Kathmandu, Lalitpur, and Bhaktapur districts in
2001 and 2011 are shown in the following table.
Table 5.2.2 Population and Number of Household in the Districts in 2001 and 2011
No. of Population Household Size
Household persons/household
2001 Three Districts* 345,562 1,645,091 4.76
2011 Three Districts* 656,672 2,501,788 3.82
*Three districts: Kathmandu, Lalitpur, and Bhaktapur
Source: Population Census – 2002, Central Bureau of Statistics
National Population Census 2011 (Major Highlights of the Preliminary Results), Central Bureau of
Statistics

2) The survey area excluded five VDCs in Kathmandu District and 20 VDCs in Lalitpur District.
Population and number of household in the survey area were estimated based on the proportion
of the survey area to the district. Estimated population and number of households are shown in
Table 5.2.3.
Table 5.2.3 Estimated Population and Number of Households in the Survey Area in 2011
No. of Population Household Size
Household persons/household
2011 Survey Area 643,100 2,444,151 3.80
Source: JICA Survey Team

3) Since the statistics of population by age group in 2011 was not issued, the population with age
five years and above, the target of the household survey, was estimated by using the ratio of
the 2001 population with age five years and above.

Table 5.2.4 Estimation of Population of Five Years and Above in 2011

Ratio of Population of Estimated Population
Five Years and Above of Five Years and
in 2001 in the Survey Above in 2011 in the
Area Survey Area
0.920 2,248,600
Source: JICA Survey Team

[Sampling rate and number of samples]

Statistically, the relation between population, sampling rate and relative error is expressed in the
following numerical formula:
RSD(A)= K√（ZK-1）/(1-r)/r/N
Where,
RSD(A)： Relative error 20%

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K： Confidence coefficient 1.96

N：Total number of trips in the study area
ZK：Number of categories
r：Sampling rate
Sampling rate to estimate the trip generation/attraction by zone by trip purpose by travel mode on the
condition of a 20% relative error and a 1.96 confidence coefficient was calculated as shown below:
N: Total number of trip
Population in Survey Area (2,248,600) × Basic unit of trip generation (1.72 trip/person –M/P
(1993)) = 3,868,000 trips/day
ZK：Number of categories
Number of zones (50) × Number of trip purposes (6) × Number of travel modes (4) = 1,200
categories
Sampling rate (r) was calculated at 2.8%. The presumed number of household in the survey area was
643,100 as shown in Table 5.2.3. As a result, the number of necessary samples was 18,000 households
considering validity of the survey sheet.

5.2.4 Questionnaires for Household Interview

Questionnaires for home interview consisted of 1) questions for household, 2) information of family
members, and 3) questions for trips made by family members. Modal split will be essential in future traffic
demand forecast. Therefore, questions, related to selection of modes, such as income and reason of
selection, are made.

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Table 5.2.5 Questionnaire of Household Interview

Category Question Item Detail
Household Information Address
Number of household members
Type and number of vehicles owned by
household
Monthly income
Household Member Age, Sex
Information Driver license
Occupation
Address of workplace/school
Monthly income
Reason of using private cars for commuting
Household Member Starting place
Trip Information Place category Home, School, Workplace
Address
Destination
Place category Home, School, Office,
Factory, Shop, Restaurant,
Hospital, etc.
Address
Trip information
Trip purpose See Table 5.2.6
Travel mode and access mode See Table 5.2.7
Departure time
Arrival time

5.2.5 Grouping of Trip Information

The answers in the questionnaire are classified to a few items to make it easy for the interviewee to
answer. The following tables show the categories of trip purpose and travel mode.
Table 5.2.6 Trip Purpose Category
Number Trip Purpose
1 To work
2 To school
3 To home
4 Business
5 Shopping
6 Dining
7 Leisure/Recreation
8 Medical/Treatment
9 Others

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Table 5.2.7 Travel Mode Category

Number Travel Mode
1 Walk
2 Bicycle
3 Motorcycle
4 Car
5 Truck
6 Taxi
7 Tempo
8 Minibus
9 Bus
10 Others

5.2.6 Survey Method

(1) Sampling
In the survey area, resident basic registration or registery of voters was not available and the materials
for random sampling of household were not prepared. Therefore, sampling of household was done
through the following procedure.

1) Traffic zone was divided to small areas and the target numbers of sample households were
decided.
2) Sampling of household was done so that the samples spread widely and evenly in the area.

(2) Interview
The Living Standard Survey 2010/2011 showed that the literacy rate in urban Kathmandu Valley is
84.2%. Since not all residents in the survey area are literate, the questionnaire forms were filled by the
surveyor in the presence of household members. Interviews were made in the evening during workdays
and in the daytime on holidays.

5.2.7 Number of Collected Data

A total number of 18,100 households were interviewed in December 2011 and January 2012 for the
survey. Total number of household members was 72,062 excluding invalid member data. Total population
of ages five years and above in 2011 in the survey area was assumed to be 2,248,000 by the Survey Team.
Sampling rate was 3.13%, which exceeded the sampling rate calculated in Section 5.2.2.
Table 5.2.8 Total Number of Collected Data for Household Interview Survey
Total number of collected
18,100
household data
Valid household data 17,592
Total number of valid household
70,524
member data
Sampling rate 3.13%
Source: JICA Survey Team

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5.2.8 Data Expansion

The household interview survey was a sample survey, so collected data required expansion. The
expansion was done by applying the following calculation to the data of each zone.
Expansion factor for each zone = Population with age five years and above by zone ÷ Number
of sampled household members by zone
Number of trips produced by the population in each zone = Number of trips captured by the
household interview survey × Expansion factor
As a result of the calculation, expanded total number of trips was obtained as shown in Table 5.2.9.
Table 5.2.9 Estimated Total Number of Trips by Data Expansion
Number of trips captured by the household 99,399
interview survey (trips)
Average expansion rate 35.04

Estimated number of trips by data expansion 3,483,393

(trips)
Remark: Number shown above is total number of calculation in each zone.
Source: JICA Survey Team

5.3 Traffic Survey

5.3.1 Outline and Summary of Traffic Survey

The traffic survey was carried out consistent with the previous M/P (1993). The survey took into account
the variation of urbanization and land use of the Kathmandu Valley in recent years. Survey points, zoning
and method of analysis were decided based on the present traffic conditions in the Kathmandu Valley.
Future traffic demand forecast will be conducted reflecting the population distribution and economic
growth. Table 5.3.1 shows the summary of traffic survey conducted under this survey:

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Table 5.3.1 Summary of Traffic Survey

Type of
No. Purpose Method Contents of Survey
Survey
Roadside To capture vehicle origin, Interview with drivers Survey point: 18 points,
interview destination, trip purpose, at survey points on 16 hrs , 1 day (workday)
survey etc. arterial roads
Survey points Sampling rate was
surrounding the Ring 20% of all the
1 Road and surrounding vehicles.
the Bhaktapur urban area
compose cordon lines
which control the result
of household interview
survey.
Traffic count To capture traffic Traffic counts by Total survey points: 44
survey movement during direction and by type Survey point: 15 points
workdays and weekends. of vehicle at survey 24 hrs, 1 day (workday)
points along arterial 16 hrs, 2 days (workday)
2 roads (Total 3 days on workdays)
and 16hrs, 1 day (weekend)
Survey point: 29 points
16 hrs 3 days (workday)
and 16 hrs 1 day (weekend)
Screen line To confirm the accuracy Traffic count at the Survey point: 10 points
survey of person trip survey by crossing point such as 24 hrs, 1 day (workday)
counting the number of Bagmati River,
3
vehicles crossing the Bishnumati River,
rivers. Manahara River and
Dhobi Khola
Traffic count To optimize signal Traffic count by Survey point: 10 points
survey of system at major vehicle type and by 3 hrs during morning peak
4 major intersections. direction (straight, left and 3 hrs during evening
intersections turn, right turn) at peak, 1 day (workday)
major intersections
Travel speed To analyze vehicle speed Investigation of travel Survey route: 16 routes
survey affected by traffic time by running each 3 rounds per day
5
congestion. route 1 day (workday)
1 day (weekend)
Parking To capture parking Counting number of Survey route: Ring Road
survey demand of trucks. parking vehicles along 1 day (workday)
Ring Road where and 1 day(weekend)
6
many parking vehicles 1 time( starting 11 pm)
are observed regularly
at night

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5.3.2 Roadside Interview Survey (Origin-Destination: OD)

(1) General
Roadside interview surveys were conducted to supplement the household interview by the movement
of vehicles, especially cargo related vehicles and vehicles that originated outside the survey area. The
methods of conducting OD survey were by stopping sample vehicles at roadsides and asking the driver
questions related to their trips.

(2) Survey Point

Roadside interview surveys were conducted at 15 points on major arterial roads in the previous M/P
(1993).

Source: JICA Study on the previous M/P (1993)

Figure 5.3.1 Location of Roadside Interview (OD) Survey in the previous M/P (1993)

In this survey, OD surveys were conducted at 18 points among which, 15 points corresponded to the
previous M/P (1993). The following three points were added:

1) One survey point was added to investigate the origin and destination of trips entering and exiting
Tribuvan International Airport, the gate to the Kathmandu Valley. The interview was made to
clarify the purpose of the visit, period of stay, and course of the tour, etc.
2) One survey point was added to identify future traffic demands of trips along the Arniko Highway,
a major road linking the Kathmandu Valley, the eastern and southern area of Nepal.
3) One survey point was added to investigate the origin and destination of trips between the
northern part of the Kathmandu Valley and city center of Kathmandu.

The location of survey points is shown in Figure 5.3.2.

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Figure 5.3.2 Location of Roadside Interview (OD) Survey (2012)

Table 5.3.2 Roadside Interview (OD) Survey Point

No. Date Road Location Time
1 29 Dec. Budhanikantha Near Budhanikantha, at curved road 6:00-22:00
Road
2 28 Dec. Sankhu Road Near Bagmati Bridge, Jorpati, on Sankhu Road 6:00-22:00
3 23 Dec. Arniko Highway Koteswor, before Jadhibuti Junction 6:00-22:00
4 22 Dec. Lubhu Road After Ashowk Stupa 6:00-22:00
5 20 Dec. Godawari Road Near NAST office 6:00-22:00
6 21 Dec. Chapangaun Road Near open space, approx. 500 m south of Ring Road 6:00-22:00
7 18 Dec. Dakshinkali Road Before reaching TU Gate 6:00-22:00
8 3 Jan. Tribuvan Near Kalanki Petro Pump, Kalanki-Thankot Road 6:00-22:00
Highway
9 26 Dec. Sundarijal Road Sundarijal Road 6:00-22:00
10-1 1 Jan. Trisuli Road Near Trisuli Bus Park after bypass 6:00-22:00
10-2 2 Jan. Phutung Road Near Trisuli Road 6:00-22:00
11 5 Jan. Arniko Highway At Sallagali, Bhaktapur 6:00-22:00
12 6 Jan. Thimi Road Before reaching Bhaktapur 6:00-22:00
13 8 Jan. Nagarkot Road Near bus stop 6:00-22:00
14 9 Jan. Arniko Highway Negkhel, near Basbari 6:00-22:00
15 4 Jan. Tribuvan Thankot Check Post 6:00-22:00
Highway
16 27 Dec. Airport Entrance Near present security check point 6:00-22:00
17 10 Jan. Arniko Highway Near small bridge after crossing Banepa 6:00-22:00

(3) Questionnaire for Roadside Interview

Items in the questionnaire of roadside interview survey are shown in Table 5.3.3.

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Table 5.3.3 Questionnaire of Roadside Interview Survey

Category Question Item Detail
Vehicle information Type of vehicle 11 types shown in Table 5.3.4
Number of passengers
Trip information Purpose of the trip 9 categories same as household survey
Trip frequency
Place of origin
Expected travel time
Information of shipment Type of cargo Survey point 14, 15, and 17 only
Cargo volume
Parking Length of parking in Kathmandu
Parking place

Table 5.3.4 Vehicle Category

Number Vehicle Category
1 Bicycle
2 Motorcycle
3 Tempo
4 Taxi
5 Microbus (-16 persons)
6 Minibus (26-35 persons)
7 Large Bus (35-50 persons)
8 Passenger Car
9 Light Truck
10 Heavy Truck
11 Others

At the east and west survey points (Nos. 14, 15, and 17) interviews were made for capturing
movement of cargo traffic from outside of the Kathmandu Valley. Survey results were utilized together
with the parking survey results for analyzing the need for truck parking in the city area.

(4) Total Number of Roadside OD Interviews

The survey was conducted on workdays and holidays at 17 locations from December 2011 to January
2012, resulted to 17,139 completed interviews as listed in Table 5.3.5. The total number of each type of
vehicle is shown in Table 5.3.6.

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Table 5.3.5 Number of Roadside OD Interviews

No. 1 2 3 4 5 6 7 8 9
Tribuvan
Budhanilka Sankhu Arniko Lubhu Godawari Chapagaun Dakshinkali Sundarijal
Road Highway
ntha Road Road Highway Road Road Road Road Road
(Kalanki)

Total No. of
16,914 12,114 59,980 17,462 13,189 14,449 10,574 21,668 4,327
Vehicles
Total No. of
1,118 978 1,180 753 672 748 603 1,365 458
Interviews

Sample Rate 6.6% 8.1% 2.0% 4.3% 5.1% 5.2% 5.7% 6.3% 10.6%

No. 10-1 10-2 11 12 13 14 15 16 17 Total

Arniko Arniko Tribuvan Arniko
Trisuli Phutung Nagarkot Airport
Road Highway Thimi Road Highway Highway Highway
Road Road Road Entrance
(Bhakutapu (Bhakutapu (Thankot) (Banepa)
Total No. of
7,954 8,031 29,528 8,943 7,202 15,446 9,864 18,135 9,933 285,783
Traffic

Total No. of
606 683 1,278 799 581 1,091 1,847 1,345 1,034 17,139
Interviews

Sample Rate 7.6% 8.5% 4.3% 8.9% 8.1% 7.1% 18.7% 7.4% 10.4% 6.0%

Source: JICA Survey Team

Table 5.3.6 Vehicles Interviewed in OD Surveys

Total No. No. of Sample
Vehicle Type
of Traffic Interviews Rate
Motorcycle 181,600 2,955 1.6%
Tempo 2,789 454 16.3%
Car 46,914 4,281 9.1%
Taxi 16,207 3,130 19.3%
Light Truck 27,212 4,546 16.7%
Heavy Truck 11,061 1,773 16.0%
Total 285,783 17,139 6.0%
Source: JICA Survey Team

At each location, expansion factors which were the ratio of the number of interviewed vehicles and
the corresponding traffic counts were calculated. These factors were then used to expand
origin-destination pairs at survey locations.

5.3.3 Traffic Count Survey

(1) Survey Method

Traffic count survey was conducted for the clarification of general traffic movement in the survey area.
In addition to the 29 survey points selected in the previous M/P (1993), 15 survey points were added
based on the following viewpoints.

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1) Two points for additional OD survey points (Airport, Arniko Highway).

2) Four points at the gate of the Kathmandu Valley on national highway and feeder road for the
clarification of traffic movement outside the city center.
3) Three points at the outside Ring Road for the clarification of traffic movement caused by
expansion of the urban area.
4) Three points on the Ring Road for the clarification of traffic movement.
5) One point on the Arniko Highway for the clarification of traffic movement between the
Kathmandu Valley and the east area of Nepal.
The location of traffic count survey points are shown in Figure 5.3.4. Vehicle category for traffic
count survey is the same as the roadside interview survey shown in Table 5.3.4.

Source: JICA Study on the previous M/P (1993)

Figure 5.3.3 Location Map of Traffic Count Survey in the previous M/P (1993)

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Location Map of Traffic Volume Count Survey

LEGEND
24hrs+16hrs count (Traf f iVolume Count Survey)
Same Locations as Roadside Interview(OD) Survey
16hrs count (Traf f iVolume Count Survey)
Same Locations as Roadside Interview(OD) Survey

24hrs+16hrs count (Traf f iVolume Count Survey)

16hrs Count (Traf f iVolume Count Survey)

Figure 5.3.4 Location Map of Traffic Count Survey (2012)

Table 5.3.7 Location of Survey Points

No. Survey Point Survey No. Survey Point Survey

Hours Hours

1 Thankot 24 hr 16 hr 23 Satdobato to Godawari Road 24hr16hr

2 Kalankisthan (to towards Thankot Road) 24 hr 16 hr 24 Supreme Court Ram Shah Path 16 hr

3 Baphal 16 hr 25 Bhatbateni 16 hr

4 Madol (Road to Bhimdunga) 16 hr 26 Gorkwo to Lubhu Road, at the Bridge 16 hr

5 Balkhu (TU Road) 16 hr 27 Manahara Bridge, Balkumari 24hr16hr

6 Kuleshwar (between Kalimati & Balkhu) 16 hr 28 Bagmati River Bridge, New Baneshwar 16hr

7 Bisunumati River Bridge (Teku-Kalimati Road) 24 hr 16 hr 29 Near Public School, Mid Baneshwar 16 hr

8 Bisunumati River Bridge (Paropakar-Chauni Road) 24 hr16 hr 30 Koteshwor, to Bhaktapur Road 24 hr 16 hr

9 Bisunumati River Bridge (Dallu) 24 hr 16 hr 31 Ring Road, between Tinkune to Sinamangal Chowk 16 hr

10 Bisunumati River Bridge (Sobha Bagwati) 24 hr 16 hr 32 Airport Entrance 16 hr

11 Bisunumati River Bridge (near Balaju Juction) 24 hr 16 hr 33 Chabihil to Bauddha Road 16 hr

12 Near Balaju Bypass, (Balaju-Trisuli 13Road) 16 hr 34 Basbari 24 hr 16 hr

13 Nakkhu Bridge 16 hr 35 Bagmati River Bridge, Jorpati 16 hr

14 Ring Road between Balku & Ekantakuna in front of Apartment 16 hr 36 Arubari, Jorpati, to Sundarijal Road 16 hr
Building Chowk

15 Pulchowk (Sajha) 16 hr 37 Bhaktapur West, Bhaktapur-Kathmandu Road 16 hr

16 Bagmati River Bridge (Kupundole) 24 hr 16 hr 38 Thimieast, Bhaktapur Road 16 hr

17 Jamal Exam Controller/Nach Ghar 16 hr 39 Jagati, Bhaktapur East 24 hr 16 hr

18 Golphupakha 16 hr 40 Kharipati, Nagarkot 24 hr 16 hr

19 Bisunumati River Bridge (near Balaju Bypass) on Ring Road 16 hr 41 Banepa (Suman Parajuli Bikash & Tika Ram) 16 hr

20 To Chapagaun Road 16 hr 42 Dhulikhel 16 hr

21 Annapurna Hotel Durbar Marg 16 hr 43 Tokha Road 16 hr

22 Lazimpat 24 hr 16 hr 44 Phutung Road 16 hr

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(2) Data Adjustment

Traffic survey was carried out from December 10, 2011 to January 28, 2012. However, fuel shortage
was reported in the newspapers to have started from December 28, 2011. Therefore traffic surveys
conducted during this period were affected
Resurveys were conducted to capture the variation of traffic in the fuel shortage period and to
correct the survey results obtained in the fuel shortage period. Resurvey points were selected from the
survey points from December 10 to 27, 2011 in which traffic was considered normal, and the survey
points from December 28, 2011 to January 28, 2012 in which traffic was considered to be affected by
the fuel shortage. Resurveys were carried out on February and March.
As a result of the resurvey, the following phenomena were noted:

1) Traffic volume from the end of December 2011 to January 2011 of diesel vehicles such as light
trucks, micro buses, minibuses, and heavy trucks were decreased as compared with the traffic
volume in March 2012.
Large buses and heavy trucks were surmised to have purchased fuel outside the valley since
they are operating inter-regions. Large buses and heavy trucks also replaced the light trucks,
mini- and microbuses.
2) Traffic volume of passenger cars and motorcycles from the end of December 2011 to January
2012 decreased as compared with the traffic volume in March 2012.
3) Traffic volume of taxis from the end of December 2011 to January 2012 increased as compared
with the traffic volume in March 2012. This may be due to car drivers opted to commute and
use taxi instead.
4) Traffic volume of tempo was almost the same as the traffic on March 2012

The ratio of the traffic volume in the survey from December 28 to January 28 and re-survey in March
are shown as follows;
Table 5.3.8 Ratio of Traffic Volumes Between Normal Traffic and Unusual Traffic due to Fuel Shortage
Vehicle Passenger Taxi Light Tempo Micro Mini Large Heavy Motor-c
Type Car Truck Bus Bus Bus Truck ycle
Ratio 1.13 0.65 1.51 1.01 1.26 1.28 0.81 1.13 1.11
Source: JICA Survey Team

Traffic volumes surveyed from December 28, 2011 to January 2012 were adjusted by the
above-mentioned ratios as adjustment factors.

5.3.4 Screen Line Survey

The purpose of screen line surveys was to confirm the accuracy of person trip survey data by
comparing the total number of trips crossing certain traffic obstacles like rivers, with total number of
trips summed up from OD table. In this survey, sections of trunk rivers, such as the Bagmati River,
Bishnumati River, Manahara River and Dhobi Khola within the area surrounded by the Ring Road,
composed the screen line survey points where a 24-hr traffic count was conducted.

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No. Survey Point River

Teku pul (between Kuleshwor and Teku, Manohara
S1
new bridge) River
Kalo pul (between Sanepa and Teku) Manohara
S2
River
Sankhamul Pul Manohara
S3
River
Babarmahal Main Road (between Dobi Kola
S4
Babarmahal and New Baneshwor)
Anam nagar Pul , Bijulibazar-New Dobi Kola
S5
Beneshwor Road
Seto Pul ( Old Baneshwor-Maitidevi Dobi Kola
S6
road)
S7 Rato Pul, (Gyaneshwor-Gausala road) Dobi Kola
S8 Kalo Pul, Siphal Dobi Kola
Bhatkeko Pul (Between Chabahil and Dobi Kola
S9
Hadigaun)
S10 On Ring Road, between Dobi Kola
Chabahil-Dumbarahi (Near Gopi
Krishna Hall)
Figure 5.3.5 Survey Point for Screen Line Survey (2012)

5.3.5 Traffic Count Survey of Major Intersections

In the previous M/P (1993), traffic count surveys of major intersections were conducted at the city
center targeting the improvement of traffic condition. Presently, it is presumed that the traffic at the city
center is already saturated. Measures for alleviating the traffic situation are required in the peripheral
area of the city center. Applying this concept, traffic count survey of major intersection was conducted at
peripheral areas of the city center and at intersections of the Ring Road. Ten survey points were chosen.
Each survey was conducted for three hours during peak hours in the morning and three hours during
peak hours in the evening for one workday.
The method of the survey is to count the traffic volume according to the type of vehicle at every
direction of the intersection.

Source: JICA Study on the previous M/P (1993)

Figure 5.3.6 Survey Point for Traffic Count Survey of Measured Intersections (1993)

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Name of Intersection
A Kalankisthan Intersection
B Kalimati Intersection
C Sorhakhutte Intersection
D Balaju Intersection
E Thapathali Intersection
F Old Baneshwor Intersection
G New Baneshwor Intersection
H Koteshwor Intersection
I Chabahil Intersection
J Gausala Intersection

Figure 5.3.7 Survey Point for Traffic Count Survey of Major Intersections (2012)

5.3.6 Travel Speed Survey

Travel speed survey was conducted on 16 major routes, of which, seven routes corresponded to the
routes in the previous M/P (1993) (Route 1 to Route 7). Considering the expansion of the urban area, the
survey was conducted with an additional nine radial routes which connect the city area to the outskirt of
the city (Route 8 to Route 16). The method of the survey is to make a round trip on the selected routes in
the morning, daytime, and evening by car and observe the travel time between certain points.

Route Road
No.
1 Ring Road
2 Tribuvan H.W.
3 Arniko H.W.
4 Sankhu Road
5 Trisuli Road
6 Budhanikantha Road
7 Godawari Road
8 Lubhu Road
9 Kalimati-Balkhu-Kirti
pur-Puspalal Park
10 Bhimdunga Road
11 Tokha Road
12 Putung Road
13 Sundarijal Road
14 Dakshinli Road
15 Bungmati Road
16 Chapangun Road
Figure 5.3.8 Route for Travel Speed Survey

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5.3.7 Parking Survey

In order to examine the parking problem of the freight truck which is becoming one of the transport
issues in the Kathmandu Valley, the parking survey for vehicle parking in the Ring Road was carried out.
The survey method was to count the number of all types of vehicle parked on both sides within the ROW
of the Ring Road after 11 pm. The result will be utilized for the establishment of measure to control
parking of vehicles, especially freight trucks, on the Ring Road.

5.4 Bus Transport Survey

5.4.1 Outline System of Bus Transport Survey

Bus transport surveys were conducted in the following items:

1) Bus traffic count survey,

2) Bus OD survey,
3) Bus passenger interview survey, and
4) Public transport firm interview survey.
Before starting the above survey, the Survey Team made a discussion with the ADB Study Team on “The
Kathmandu Valley Sustainable Urban Transport Project” and reviewed the survey method and schedule
stated above for any necessary adjustments.
The Survey Team also understands that DOR is now examining the subway or LRT (Light Rail Transit)
development program in the long-term. The JICA Survey Team exchanged opinions with the DOR
regarding the program and reviewed the survey method before the commencement of the survey.
The following is the summary of the bus transport survey:
Table 5.4.1 Summary of Bus Transport Surveys
Type of
No. Purpose Method Contents of the Survey
Survey
Bus traffic To capture the total Count number of bus Survey point: 2 points
count survey number of bus transport transport at Old and 24 hrs, 1 day
1
operating from bus Gongabun Bus Park by (workday)
terminals. type (bus, minibus, tempo)
Bus OD To capture the operating Interview bus drivers at Survey point: 2 points
survey routes of bus transport bus terminals about the 24 hrs, 1 day
2 coming into bus terminal. departing point and (workday)
destination. Sampling rate
was 20%
Bus To capture the travel Interview bus transport Survey point: 2 points
passenger demand and needs of bus passengers about the 24 hrs, 1 day
interview transport passengers. origin, destination, and (workday)
3
survey needs at two bus terminals 2,500 passengers
(2,000 at Old, 500 at
Gongabun)
Public To obtain information Interview bus transport 100 firms
transport firm regarding the operation operating firms
4
interview and administration of bus
survey transports.

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5.4.2 Bus Traffic Count Survey

In order to capture the number of buses operating from the Old Bus Park and Gongabun Bus Park, the
number of buses by type was counted on the entrance road at the two bus parks. The survey was conducted
for 24 hours both on a workday and on a holiday.

Gongabun Bus Park

Old Bus Park

Figure 5.4.1 Locations of the Old Bus Park and Gongabun Bus Park

5.4.3 Bus OD Survey

To capture the operation route of buses at the two bus parks, the OD of operating buses were asked to the
sampled drivers at the entrance of the two bus parks. The number of passengers on each bus were also
counted. Target sample rate was 20%.
As a result, 1,157 buses were interviewed at the Old Bus Park and 693 buses were interviewed at the
Gongabun Bus Park. Sampling rate was shown in Table 5.4.2.

Table 5.4.2 Result of Bus OD Interview Survey

Micro Bus Minibus Large Bus Total
Number of Old Bus Park 548 560 49 1,157
Samples Gongabun Bus Park 188 394 111 693
Sampling Old Bus Park 0.247 0.266 0.228 0.255
Rate Gongabun Bus Park 0.407 0.325 0.288 0.336
Source: JICA Survey Team

5.4.4 Bus Passenger Interview Survey

Bus passenger interview survey was conducted to supplement the household interview survey by
capturing the characteristics of bus passengers. For this purpose, an interview was made to the
passengers departing from two bus terminals. Target number of samples were 2,000 at the Old Bus Park
and 500 at the Gongabun Bus Park.
Table 5.4.4 shows the total number of interviewee of the bus passenger interview survey.

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Table 5.4.3 Questionnaire of Bus Passenger Interview Survey

Category Question Item Remark
Personal information Sex, age
Occupation 8 categories same as household interview
Monthly income 21 categories same as household interview
Trip information Purpose of the trip
Origin of the trip
Trip destination
Access mode
Trip frequency
Bus fare
Travel time
Opinion on bus service Demand for bus service
Willingness to pay for better
service

Table 5.4.4 Result of Bus Passenger Interview Survey

Micro Bus Minibus Large Bus Total
Old Bus Park 774 607 629 2,010
Number of
Gongabun Bus 117 96 302 515
Interview
Park
Source: JICA Survey Team

5.4.5 Public Transport Firm Interview Survey

Public transport firm interview survey was carried out to analyze the operation of public transports from
the operator’s side. Interview items are shown in Table 5.4.5.
Table 5.4.5 Questionnaire of Public Transport Firm Interview Survey
Category Question Item Remark
Bus operation by firm Number of public service vehicles
Number of operation by route
Operation organization Number of drivers and conductors
Operation cost Operation cost per day
Average life of vehicles

After confirming with the operating firms of public transports by member list of the Federation of
Nepalese National Transport Entrepreneurs (FNNTE), 80 firms including the association of bus companies
were selected and interviewed. The type of public transport firm is shown in Table 5.4.6.
Table 5.4.6 Types of Firms Interviewed in the Survey
Type of Firm Number
Bus/tempo operating firm 72
Truck transport firm 2
Car/van transport firm 5
Taxi firm 1
Total 80
Source: JICA Survey Team

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CHAPTER 6 PRESENT TRAFFIC CONDITION

6.1 Movement of Persons (Results of Household Interview Survey)

A person trip survey was introduced to this survey based on the idea that movement of persons is the
source of traffic. Therefore in this section, the movement of persons is described as the source of traffic.

6.1.1 Characteristics of the Population

(1) Occupation
Table 6.1.1 shows the population composition by occupation obtained from the interview of
household members. Workers including employer and employee occupied 33% of the total population.
Table 6.1.1 Composition of Population by Occupation
Employer Employee Student Housekeeper Unemployed Total
Population by Occupation 275,540 532,670 763,390 376,670 495,880 2,444,150
Percentage (%) 11.3 21.8 31.2 15.4 20.3 100.0
Source: JICA Survey Team

(2) Residential and Working Place, School Place

Going to work and to school are activities which cause regular traffic movement. Table 6.1.2 shows
the numbers and percentages of working population and students of each large zone. The average
percentage of the working population and students were approximately 33% and 31%, respectively.
Generally, the percentage of the working population was high in urban areas and low in rural areas.
Table 6.1.2 Proportion of Working Population and Students at Residence by Large Zone
Total Working Population Students
Zone Name of Zone Population Population Percentage Population Percentage
of Population of Population
100 Kathmandu NP 1,006,640 376,910 37.4 306,340 30.4
200 Kirtipur NP 70,120 23,920 34.1 22,280 31.8
300 Lalitpur NP 223,290 80,990 36.3 66,460 29.8
400 Bhaktapur NP 83,890 30,300 36.1 27,070 32.3
500 Thimi N.P. 84,260 21,970 26.1 26,070 30.9
600 Kathmandu 642,860 185,750 28.9 212,350 33.0
Rural
700 Lalitpur Rural 198,210 56,940 28.7 58,900 29.7
800 Bhaktapur Rural 134,880 31,440 23.3 43,930 32.6
Survey Area Total 2,444,150 808,210 33.1 763,390 1.2
Source: JICA Survey Team

Figure 6.1.1 shows the number of the working population that was counted at residential and work
places. In Kathmandu N.P. and Lalitpur N.P., the number of people at workplaces exceeded the number
of people at residences, showing that the working population flows into these areas from outside.
Kathmandu N.P., which occupied 38% of the population of the survey area, covered 62% of the
working population at work places.
In terms of students as shown in Figure 6.1.2, Kathmandu N.P., Lalitpur N.P., and Bhaktapur N.P.
received students from peripheral areas.
Needless to say, three municipalities are the center of urban activities and attract influx of commuters.

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600,000

501,380
500,000

400,000 376,910

300,000
Working population
185,750 at residence
200,000
Working Population
94,910 102,510 at workplace
100,000 80,990
30,300 21,970 56,940
23,920 28,860 20,246 31,230 31,440
14,130 13,600
0

Lalitpur rural
Kathmandu N.P.

Kirtipur N.P.

Lalitpur N.P.

Kathmandu rural

Bhaktapur rural
Bhaktapur N.P.

Thimi N.P.
Source: JICA Survey Team
Figure 6.1.1 Working Population at Residences and Workplaces

450,000
395,860
400,000

350,000
306,340
300,000

250,000
212,350
200,000 Students
132,020 at residence
150,000
94,580 Students
100,000 66,460 at place of school
36,980 58,900
22,280 26,070 39,940 43,930
50,000 21,210 27,070 22,150 19,980

0
Kathmandu N.P.

Kirtipur N.P.

Lalitpur N.P.

Lalitpur rural

Bhaktapur rural
Kathmandu rural
Bhaktapur N.P.

Thimi N.P.

Source: JICA Survey Team

Figure 6.1.2 Number of Students at Residences and Place of School

(3) Vehicle Ownership

The total number of vehicles obtained in the household survey is shown in Table 6.1.3. The total
number of vehicles in the survey area was approximately 500,000, out of which 450,000 were
motorcycles. The average ownership level of vehicle was quantified as one vehicle per one thousand
persons.
Table 6.1.3 Number of Vehicles in the Survey Area
Motorcycle Passenger Truck Car Total Vehicle
Car Total
Number of Vehicles 448,600 52,200 4,800 57,000 505,600
Ownership Level
183.5 21.4 2.0 23.3 206.9
(vehicle/1,000 persons)
Source: JICA Survey Team

According to the ownership level in each zone as shown in Figure 6.1.3, no particular trend can be
identified.

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0.90
0.81
0.78
0.80

Ownweship Level (vehicle/household)
0.76
0.71 0.72
0.70 0.67 0.67 0.65

0.60 0.56

0.50

0.40
Motorcycle
0.30 Car
0.20
0.13
0.11 0.09
0.08 0.06 0.06 0.06
0.10 0.03
0.02
0.00

Lalitpur rural

Avarage
Kathmandu N.P.

Kirtipur N.P.

Kathmandu

Bhaktapur rural
Lalitpur N.P.

Bhaktapur N.P.

Thimi N.P.

rural
Source: JICA Survey Team
Figure 6.1.3 Ownership Level by Large Zone

The relationships between vehicle ownership and household income were observed in Figure 6.1.4
and Figure 6.1.5. Motorcycles are owned even by low income households, and even in households
which can afford cars, motorcycle ownership is still growing.

100.0 100.0
Percentage of Owner Household 

Percentage of Owner Household

90.0 90.0
80.0 80.0
70.0 70.0
60.0 60.0
50.0 50.0
40.0 40.0
30.0 30.0
20.0 20.0
10.0 10.0
0.0 0.0
10,000‐19,999

20,000‐29,999

30,000‐39,999

40,000‐49,999

50,000‐59,999

60,000‐6,9999

70,000‐79,999

80,000‐89,999

90,000‐99,999

200000‐
0‐5,999

6,000‐9,999

100,000‐199,999

0‐5,999

6,000‐9,999

10,000‐19,999

20,000‐29,999

30,000‐39,999

40,000‐49,999

50,000‐59,999

60,000‐6,9999

70,000‐79,999

80,000‐89,999

90,000‐99,999

100,000‐199,999

200000‐

Income Level Income level

Source: JICA Survey Team Source: JICA Survey Team

Figure 6.1.4 Household Income and Motorcycle Figure 6.1.5 Household Income and Car
Ownership Ownership

6.1.2 Trip Generation

(1) Trip Production Rate

The total number of trips made by residents in the survey area was 3,483,393 trips. The trip generation
rate is the average number of trips made by one person.*

* Trip production rate is expressed in two ways. One is gross production rate which is calculated by number of trips divided by total
number of population five years and above. The other is net trip production rate which is calculated by number of trips divided by
number of population five years and above that made trips on the survey day. In this report, trip production rate was expressed by gross
trip production rate.

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The average trip production rate in the survey area was 1.409. The trip production rate of males was
much higher than of females as shown in Figure 6.1.6.
The trip production rate varied by occupation as shown in Figure 6.1.7. The trip production rates by
employers, employees, and students were much higher than housekeepers and unemployed people.

2.000 1.788 1.812

1.736
1.800
2.000 1.600
1.730 1.400
1.800

Trip/person
1.600 1.200
1.409 0.935
1.000
1.400
Trip/person

1.078 0.800
1.200
0.600 0.475
1.000
0.400
0.800
0.200
0.600 0.000
0.400

Housekeeper
Student

Unemployed
Employer

Employee
0.200
0.000
Male Female Average

Source: JICA Survey Team Source: JICA Survey Team

Figure 6.1.6 Trip Production Rate by Sex Figure 6.1.7 Trip Production Rate by Occupation

The reason for the low trip production rate of females was attributed to ratio of trip generation of
persons (trip generated by persons/all person). As shown in Figure 6.1.8, the ratio of trip generation
of females 30 years old and above was extremely low. This leads to the low trip production rate of
female. The net trip production rate of females was close to that of males as shown in Figure 6.1.9.

100.0 2.500
2.132 2.209 2.214
85.4 86.3 88.9 1.997 2.030 2.153 2.097 2.131
90.0 83.3 85.1 2.046 2.101 2.000
80.3 84.4 81.1 1.995 2.008 2.056 2.057 2.024 2.016 2.009 1.979 2.030
1.906 2.000
80.0 72.4 2.000
70.0
59.6
60.0 53.1 1.500
49.2
50.0 45.7
37.7 Male Male
40.0 1.000
32.5 Female
29.1 Female
30.0
19.8
20.0 16.2 0.500
9.8 7.9 10.1
10.0 2.5
0.000
0.0
5～9

10～19

20～29

30～39

40～49

50～59

60～69

70～79

80～89

Average
90～
Average
5～9

10～19

20～29

30～39

40～49

50～59

60～69

70～79

80～89

90～

Figure 6.1.8 Ratio of Trip Generation by Sex Figure 6.1.9 Net Trip Production Rate by Sex and
and Age Age

Figure 6.1.10 shows the trip production rate by large zone. The trip production rates in urban areas
such as Kathmandu N.P., Lalitpur N.P., and Bhaktapur N.P. were generally high reflecting rapid urban
activities. Note that Kathmandu rural is similar to urban areas while Kirtipur is similar to rural areas.
The trip production rate of people having vehicles was higher than people without vehicles because
vehicles enable people to move actively.

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2.000 2.000
1.800 1.800
1.521 1.537 1.568
1.600 1.430 1.396 1.397 1.600 1.422
1.267 1.359
1.400 1.400
Trip/person

1.117 1.160 1.120

Trip/person
1.200 1.200
1.000 1.000
0.800 0.800
0.600 0.600
0.400 0.400
0.200 0.200
0.000 0.000
Kathmandu N.P.

Kirtipur N.P.

Bhaktapur N.P.

Thimi N.P.

Bhaktapur rural
Lalitpur N.P.

Kathmandu rural

Lalitpur N.P.

No Motorcycle
Motorcycle owner

Motorcycle owner
No Vehicle

Car owner
Car owner
No Car
Source: JICA Survey Team Source: JICA Survey Team
Figure 6.1.10 Trip Production Rate by Large Zone Figure 6.1.11 Trip Production Rate by
Ownership of Vehicles

(2) Trip Generation and Attraction

1) Trip Volume
Figure 6.1.12 shows the composition of trip generation by large zone. Kathmandu N.P. occupied
53% of trip generation although its population accounted for 41% of the survey area as shown in
Figure 6.1.13. This indicated that Kathmandu N.P. is still evolving as the center of various activities
in the survey area.

187,820,  105,106,  198,210, 

134,870, 
5% 3% 6%
Kathmandu N.P. 8% Kathmandu N.P.
Kirtipur N.P. Kirtipur N.P.
690,472,  1,006,650, 
20% Lalitpur N.P. Lalitpur N.P.
1,814,165,  642,860,  41%
53% Bhaktapur N.P. 26% Bhaktapur N.P.
364,575,  Thimi N.P. Timi N.P.
11%
87,133,  Kathmandu rural Kathmandu Rural
84,260, 
2% Lalitpur rural Lalitpur Rural
4%
Bhaktapur rural 83,890,  223,290,  70,120,  Bhaktapur Rural
123,498, 
61,988,  3% 9% 3%
4%
2%

Source: JICA Survey Team Source: JICA Survey Team

Figure 6.1.12 Composition of Trip Generation by Figure 6.1.13 Composition of Population by Large
Large Zone Zone
2) Trip Purpose
A trip is produced to achieve one’s objective. Therefore, trip purpose is a basic characteristic of the
trip to analyze how traffic movement is produced. Nine categories of trip purposes in the interview
survey were combined into five categories as shown in Table 6.1.4.

Table 6.1.4 Trip Purpose Categories in Chapter 6

Trip Purpose Categories in Trip Purpose Categories Used in the Survey Stage
Chapter 6
To Work 01. To Work
To School 02. To School
To Home 03. To Home
Business 04. Business
Others 05. Shopping, 06. Dining
07. Leisure/Recreation,
08. Medical, Treatment, 09. Others
The previous M/P (in 1993) implemented a household survey in 1991, of which the survey area
was limited to Kathmandu N.P., Lalitpur N.P., and Bhaktapur N.P. A comparison of the composition
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of trip purposes between 1991 and 2011 showed that the proportion of the purpose “Others”
decreased while “To Work” and "To School” increased a little. Work and school activities increased
more than the other activities.

1991 14.5% 17.6% 47.4% 4.8% 15.7% To Work

To School
To Home
4.5% Business
2011 18.5% 19.1% 48.0% 10.0%
Others

0% 20% 40% 60% 80% 100%

Source: JICA Survey Team

Figure 6.1.14 Comparison of Trip Purposes between 1991 and 2011

Table 6.1.5 Trip Composition by Purpose

Trip Purpose Number of Percentage Small Purpose Number of Percentage
Trips (%) Category Trips (%)
To Work 634,461 18.5
To School 657,030 19.1
To Home 1,649,236 48.0
Business 153,469 4.5
Others 344,197 10.0 Shopping 136,533 4.0
Dining 14,068 0.4
Leisure/Recreation 62,419 1.8
Medical, Treatment 30,606 0.9
Others 100,761 2.0
Total 3,438,393 100.0 Others Total 344,197 10.0
Source: JICA Survey Team

Figure 6.1.15 shows the composition of trip purposes by large zone. The proportion of trips going
home was large in urban areas, while the proportion of trips going to work and to school was large
in rural areas. This shows that the urban areas are attracting the commuter trips.

0% 20% 40% 60% 80% 100%

Kathmandu N.P. 15.6% 15.9% 54.3% 5.4% 8.9%

Kirtipur N.P. 25.4% 14.6% 39.3% 3.2% 17.5%

Lalitpur N.P. 17.1% 14.6% 53.8% 4.3% 10.2% To Work

Bhaktapur N.P. 19.4% 15.0% 52.2% 3.2% 10.2% To School

Thimi N.P. 24.2% 18.7% 43.8% 2.9% 10.4%

To Home
Business
Kathmandu rural 22.1% 28.8% 35.3% 3.3% 10.6%
Others
Lalitpur rural 26.3% 22.8% 34.0% 3.3% 13.6%

Bhaktapur rural 25.4% 29.6% 28.3% 2.7% 14.0%

Total 18.5% 19.1% 48.0% 4.5% 10.0%

Source: JICA Survey Team

Figure 6.1.15 Proportion of Trip Purposes by Large Zone

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3) Hourly Trip Generation

Figure 6.1.16 shows the hourly variation of trip generation by purpose. The peak rate of trip
generation for all purposes was 20% which occurred from 9:00 to 10:00. The major trip purposes in
peak hour were going to work and to school at peak rates of 42% and 48%, respectively.
60.0

50.0
percentage of Hour (%)

40.0

To Work
30.0 To School
To Home
Business
20.0
Others
Total
10.0

0.0
0:00～1:00
1:00～2:00
2:00～3:00
3:00～4:00
4:00～5:00
5:00～6:00
6:00～7:00
7:00～8:00
8:00～9:00
9:00～10:00
10:00～11:00
11:00～12:00
12:00～13:00
13:00～14:00
14:00～15:00
15:00～16:00
16:00～17:00
17:00～18:00
18:00～19:00
19:00～20:00
20:00～21:00
21:00～22:00
22:00～23:00
23:00～24:00
Source: JICA Survey Team
Figure 6.1.16 Hourly Trip Generation by Purpose

6.1.3 Trip Distribution

1) Travel Distance by Purpose

The average trip length for all trip purposes was 5 km, as shown in Table 6.1.6. All trip purposes
showed similar trip length of around 5 km. The longest average trip length was for “Others”, while
the shortest was “To School”.
Table 6.1.6 Average Trip Length by Purpose
To Work To School To Home Business Others Average
Average Trip
5.4 4.5 5.0 4.9 5.6 5.0
Length (km)
Source: JICA Survey team

2) Trip Distribution
Figures 6.1.18 to 6.1.23 shows the persons’ movement volume between zones as represented by
the width of lines. Figure 6.1.17 Figure 6.1.17shows the trip distribution for all purposes.* The
concentration of trips to Kathmandu N.P. (100) and Lalitpur N.P. (300) was evident, and the
movement between both municipalities was largest.

Figure 6.1.17 General Person Trip Movement in the Survey Area

* In the figure of trip distribution, traffic zones were collected to express the movement more clearly.

6-7
Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

Source: JICA Survey Team

Figure 6.1.18 Person Trip Desire Line Map (All Purposes)

Source: JICA Survey Team

Figure 6.1.19 Person Trip Desire Line Map by Purpose (To Work)

6-8
Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

Source: JICA Survey Team

Figure 6.1.20 Person Trip Desire Line Map by Purpose (To School)

Source: JICA Survey Team

Figure 6.1.21 Person Trip Desire Line Map by Purpose (To Home)

6-9
Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

Source: JICA Survey Team

Figure 6.1.22 Person Trip Desire Line Map by Purpose (Business)

Source: JICA Survey Team

Figure 6.1.23 Person Trip Desire Line Map by Purpose (Others)

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Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

6.1.4 Travel Mode

(1) Selection of Travel Mode

The most adequate travel mode was selected to achieve one’s objective considering one’s conditions.
The major elements for selecting travel mode will be analyzed here. The nine categories of trip
purposes in the interview survey were reduced to five categories, as shown in Table 6.1.7.
Table 6.1.7 Trip Categories in Chapter 6
Travel Mode Categories Trip Purpose Categories Used in the
in Chapter 6 Survey Stage
Walk 01. Walk
Bicycle 02. Bicycle
Motorcycle 03. Motorcycle
Car 04. Car, 05. Truck, 06. Taxi
Bus 07. Tempo, 08. Minibus, 09. Bus

1) Composition of Travel Mode

The total number of trips by travel mode is shown in Table 6.1.8. Walking has the largest share
among travel modes. But if compared with the 1991 survey, the percentage of travel mode by
walking decreased largely, while the travel mode by motorcycle increased to fill that decrease.
Table 6.1.8 Trip Composition by Mode
Travel Mode Number of Trips Percentage
Walk 1,398,378 40.7
Bicycle 52,445 1.5
Motorcycle 893,126 26.0
Car 145,980 4.2
Bus 948,464 27.6
Total 3,438,393 100.0
Source: JICA Survey Team

1991 53.1 6.6 9.3 3.8 27.2 Walk

Bicycle
Motorcycle
Car
2011 40.7 1.5 26 4.2 27.6
Bus

0% 20% 40% 60% 80% 100%

Source: JICA Survey Team

Figure 6.1.24 Comparison of Travel Modes between 1991 and 2011

2) Trip Purpose and Travel Mode

Trip purpose was one of the elements for selecting travel mode. The features of the relation
between travel mode and trip purpose were observed in the trip purposes "To School" and for
"Business". Travel mode by walking showed a large percentage of trip purpose “To School”, while
by motorcycles and cars showed large percentage of trip purpose for “Business”.

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Data Collection Survey on Traffic Improvement in Kathmandu Valley

0% 20% 40% 60% 80% 100%

To Work 30.4 2.3 40.2 5.4 21.7

To School 55.5 10.6 32.5

Walk
0.6 0.8
Bicycle
To Home 41.6 1.5 24.9 3.9 28.2
Motorcycle

Business Car
22.0 2.2 47.8 13.3 14.7
Bus
Others 35.3 1.7 24.7 6.4 31.9

Total 40.7 1.5 26.0 4.2 27.6

Source: JICA Survey Team

Figure 6.1.25 Travel Mode by Trip Purpose

0% 20% 40% 60% 80% 100%

Walk 13.8 26.1 49.0 2.4 8.7

To Work
Bicycle 27.2 7.9 47.0 6.5 11.3
To School
To Home
Motorcycle 28.6 7.8 45.9 8.2 9.5
Business
Others
Car 23.5 3.5 44.0 14.0 15.0

Bus 14.5 22.5 49.0 2.4 11.6

Source: JICA Survey Team

Figure 6.1.26 Trip Purpose by Travel Mode

3) Travel Distance and Mode

Travel distance was another element for selecting travel mode. Table 6.1.9 shows the average trip
length by mode. Compared with the trip length by purpose shown in Table 6.1.6, the differences
were larger. The shortest average trip length was from walking, and the longest was from bus. The
percentages of bus, car and motorcycle increased as the trip lengths grow longer, as shown in
Figure 6.1.27.
Table 6.1.9 Average Trip Length by Mode
Walk Bicycle Motorcycle Car Bus Average
Average Trip
3.0 4.6 6.1 5.6 8.9 5.0
Length (km)
Source: JICA Survey Team

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Data Collection Survey on Traffic Improvement in Kathmandu Valley

35.0

30.0

25.0

Frequency (%)
20.0
Walk
15.0 Bicycle
Motorcycle
10.0
Car

5.0 Bus

0.0
～1.0

10.0～
1.0～2.0

2.0～3.0

3.0～4.0

4.0～5.0

5.0～6.0

6.0～7.0

7.0～8.0

8.0～9.0

9.0～10.0
Trip length (km)

Source: JICA Survey Team

Figure 6.1.27 Trip Length by Travel Mode

100%
9.3
15.1 16.8
90% 2.3 19.8
3.1 31.1
80% 14.9 4.6 36.1 38.9
3.4 44.2 46.8
48.2 48.0
1.7 18.4
70%
23.5 20.5 5.0
1.7
60% 7.5
6.3
1.8 1.3
6.6 Bus
50% 29.5 3.8 5.2 4.8
Car
40% 35.0 33.7
71.8 Motorcycle
1.5 31.4
30% 61.7 36.4 35.4 37.0
53.4 55.0 Bicycle
20% 1.7 2.1
32.9 1.4 Walk
10% 1.4 0.8 1.2
19.6 19.0
11.3 15.3
10.7 10.2
0%
1.0～2.0

2.0～3.0

3.0～4.0

4.0～5.0

5.0～6.0

6.0～7.0

7.0～8.0

8.0～9.0

9.0～10.0
～1.0

10.0～

Travel Distance (km)

Source: JICA Survey Team

Figure 6.1.28 Travel Mode by Distance

4) Vehicle Ownership and Mode

Definite differences in selection of mode existed between vehicle owners and non-owners. Figure
6.1.29 shows the modal share for four types of owner/non-owner.

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Data Collection Survey on Traffic Improvement in Kathmandu Valley

No Motorcycle, 2.4 1.4

58.1 2.2 36.0
No Car
Walk
No Motorcycle, 1.0
29.4 3.1 39.9 26.6
Car Owner Bicycle

Motorcycle owner, Motorcycle
32.7 1.1 42.0 1.0 23.2
No Car Car
Motorcycle owner, Bus
17.9 1.0 31.3 30.8 19.0
Car owner

0% 20% 40% 60% 80% 100%

Source: JICA Survey Team

Figure 6.1.29 Travel Mode by Vehicle Ownership

(2) Hourly Variation

Hourly variation of trip generation was similar between travel modes, because hourly trip generation
was originated in the trip purpose. Of the total trips, 15% to 24% were concentrated in the peak hours of
9:00 to 10:00. Note that the concentrations of trips became less than half before and after the peak hour.

30.0

25.0

20.0

Walk
15.0 Bicycle
Motorcycle
Car
10.0
Bus
Total
5.0

0.0
0:00～1:00
1:00～2:00
2:00～3:00
3:00～4:00
4:00～5:00
5:00～6:00
6:00～7:00
7:00～8:00
8:00～9:00
9:00～10:00
10:00～11:00
11:00～12:00
12:00～13:00
13:00～14:00
14:00～15:00
15:00～16:00
16:00～17:00
17:00～18:00
18:00～19:00
19:00～20:00
20:00～21:00
21:00～22:00
22:00～23:00
23:00～24:00

Source: JICA Survey Team

Figure 6.1.30 Hourly Trip Variation by Travel Mode

(3) Trip Generation/Attraction in Central Area

Figure 6.1.31 shows the trip generation and attraction density* in Kathmandu N.P., Lalitpur N.P., and
Bhaktapur N.P. Central area of Kathmandu N.P. (113, 114, and 115) and Lalitpur N.P. (305) showed
high trip density of trips by walk, motorcycle, and bus. All these areas comprised the historical and
commercial center of the Kathmandu Valley, wherein a secure environment for pedestrians is needed.
Therefore, measures to protect pedestrians from vehicle accidents are required in these areas.

*: Trip generation/attraction density: Number of generation and attraction trips divided by zone area.

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Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

Source: JICA Survey Team

Figure 6.1.31 Trip Generation/Attraction Density in Central Area

(4) Trip Distribution by Mode

Figure 6.1.32 to Figure 6.1.35 show the person trip distribution by each travel mode. Concentration at
Kathmandu and Lalitpur are common trend for all travel modes, and large movement between
Kathmandu and Lalitpur is notable.

6-15
Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

Source: JICA Survey Team

Figure 6.1.32 Person Trip Desire Line Map by Mode (Walk)

Source: JICA Survey Team

Figure 6.1.33 Person Trip Desire Line Map by Mode (Motorcycle)

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Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

Source: JICA Survey Team

Figure 6.1.34 Person Trip Desire Line Map by Mode (Bus)

Source: JICA Survey Team

Figure 6.1.35 Person Trip Desire Line Map by Mode (Car)

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Data Collection Survey on Traffic Improvement in Kathmandu Valley

6.2 Vehicle Movement

6.2.1 Vehicle Movement (Results of Roadside Interview Survey)

Vehicle movement is discussed in this section based on the results of the roadside interview survey. Note
that the major objective of the roadside interview survey was to capture vehicle movement at the Ring
Road boundary and the survey area boundary. Therefore the vehicles considered were limited to those
which crossed the survey points. Also, information obtained from the roadside interview survey came from
the vehicle drivers.

(1) Trip Purpose

The composition of trip purposes of drivers by vehicle type is shown in Figure 6.2.1.
The trip purpose compositions of motorcycle and car were similar; however the percentages for the
trip purposes “Business” and “Others” were larger in travel mode by car. Compared with those two
vehicle types, the trip purpose composition of truck was different, as it has a larger percentage for
“Business”.

0% 20% 40% 60% 80% 100%

Motorcycle 39.0% 4.2% 40.4% 5.0% 11.4%

To Work

Car 48.8% 2.4% 24.9% 8.7% 15.2% To School

To Home
Business
Truck 43.5% 4.1% 46.7% 5.2%
0.5% Others

Total 41.4% 3.3% 32.5% 11.6% 11.2%

Source: JICA Survey Team

Figure 6.2.1 Trip Purpose by Vehicle Type
(2) Trip Frequency
Figure 6.2.2 shows that more than 60% of car, taxi, and light truck drivers used their vehicles more
than once a day. Approximately 40% of heavy truck drivers had a trip frequency of more than once a
day.

Heavy Truck 0.24 0.14 0.31 0.10 0.18

Light Truck 0.40 0.21 0.24 0.05 0.07

Taxi 0.51 0.12 0.21 0.04 0.10

Car 0.37 0.29 0.17 0.04 0.10

Tempo 0.97 0.01

Motorcycle 0.48 0.28 0.11 0.03 0.08

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

1. Every day(Over 2 times) 2. Every day (1 time) 3. A few days per week 4. Once per week 5. A few days per month 6. Once per month

Source: JICA Survey Team

Figure 6.2.2 Trip Frequency of Each Vehicle Type

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Final Report
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(3) Trip Length

The average trip length shown in Table 6.2.1 indicates that the trip lengths of motorcycles and cars
were around 5 km, and the average trip length of trucks was a little longer at 6.8 km.
Since the survey was conducted mainly at the boundary of the Ring Road, which has a radius of 3.0
km to 5.0 km, the average trip length was considered appropriate.
Table 6.2.1 Average Trip Length by Vehicle Type
Motorcycle Car Truck Average
Average Trip Length
5.0 5.4 6.8 5.2
(km)
Source: JICA Survey Team

100.0
90.0
80.0
70.0
60.0
50.0 Motorcycle
40.0
Car
30.0
Truck
20.0
Total
10.0
0.0
1.0～2.0

2.0～3.0

3.0～4.0

4.0～5.0

5.0～6.0

6.0～7.0

7.0～8.0

8.0～9.0
～1.0

9.0～10.0

10.0～

Distance (km)

Source: JICA Survey Team

Figure 6.2.3 Accumulated Trip Length Frequency

(4) Vehicle Characteristics

The average number of passengers per vehicle type was surveyed in the roadside OD survey. The
results of which are shown in Table 6.2.2.
The average number of passengers of passenger cars, light trucks, heavy trucks, and taxies were
almost two passengers. The average number of passengers of buses is shown in Section 5.3.2 Bus OD
Survey.
Table 6.2.2 Average Number of Passengers
Average of
Motorcycle Tempo Car Taxi Light Truck Heavy Truck
Total
Average Passenger
1.1 7.8 1.9 2.0 1.8 1.9 1.4
(person/vehicle)
Unit: Persons/vehicle
Source: JICA Survey Team

(5) Movement within Survey Area

The desire lines of all vehicle types are shown in Figure 6.2.4. In general, almost all the desire lines of
car trips concentrated toward Kathmandu N.P. and Lalitpur N.P. In addition, Bhaktapur N.P. is
functioning as the center of the eastern rural area.
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Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

Source: JICA Survey Team

Figure 6.2.4 Vehicle Trip Desire Line Map (All Vehicle Types)

(6) Movement to/from Outside the Survey Area

1) Vehicle Movement
Around 24,000 vehicles go in and out of the survey area. The eastern area outside the survey area
has the largest connection with the survey area and occupied two thirds of the total vehicles.
Table 6.2.3 Vehicle Movement to/from Outside
Motorcycle Bus Car Truck Total
Lalitpur South 30 30 200 410 670
Eastern Area 8,400 1,270 1,590 4,160 15,420
Outside
Western Area 3,180 480 1,510 2,340 7,510
Outside
India 0 0 0 10 10
Total 11,610 1,780 3,300 6,920 23,610
Unit: Vehicles
Source: JICA Survey Team

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Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

Western 7,510
Survey 15,420
Eastern
Outside Area Outside

670
India

Lalitpur
South

Unit: Vehicles
Source: JICA Survey Team
Figure 6.2.5 Vehicle Movement to/from Outside the Survey Area

2) Movement of Commodity
Information on the type of commodities carried by vehicles were asked at the survey points of the
boundary of the survey area. The primary commodities carried included construction materials,
miscellaneous, and agriculture. A notable feature in Thankot was that 78% of outbound trucks had
no cargoes. It shows that incoming commodities exceeded outgoing commodities.

No luggage
3.4% Timber
Outbound 77.5% 6.4% 7.4%
Agriculture
Oil
Mineral
Machinary
Inbound 5.4% 26.5% 35.3% 23.2%
Chemicals
Construction Materials
Miscellaneous
0% 20% 40% 60% 80% 100%

Figure 6.2.6 Composition of Commodities Carried by Trucks in Thankot

No luggage
Timber
Outbound 38.7% 5.1% 28.1% 23.0%
Agriculture
Oil
Mineral
Machinary
Inbound 34.3% 6.0% 43.6% 6.0%
Chemicals
Construction Materials
Miscellaneous
0% 20% 40% 60% 80% 100%

Figure 6.2.7 Composition of Commodities Carried by Trucks in Nagkhel

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Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

No luggage

Outbound 29.9% 19.4% 1.5% 38.8% 6.0% Timber

Agriculture
Oil
Mineral
Machinary
Inbound 21.1% 2.3% 62.4% 10.6% Chemicals
Construction Materials
Miscellaneous

0% 20% 40% 60% 80% 100%

Figure 6.2.8 Composition of Commodities Carried by Trucks in Banepa

6.2.2 Traffic Condition on the Roads

(1) Traffic Volume

Figure 6.2.9 shows the traffic volume of all vehicle types in 24 hours. The largest volume was
observed at no. 16 (Thapathali). The second largest was observed at no. 24 (in front of the Supreme
Court) and third was at no. 30 (Koteshwor). Inside the Ring Road, the traffic volume exceeded 20,000
at most of the points. Detailed information on the traffic survey results are shown in Appendix. 1.1.

6-22
Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

Resource: JICA Survey Team

Figure 6.2.9 Daily Traffic Volume (24-Hour Traffic, All Vehicle Types)

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 Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

(2) Vehicle Increase (Comparison of Traffic Volumes with Survey in 1991)

Figure 6.2.10 shows the comparison of traffic volumes at 29 locations between the surveys in 2011
and in 1991.
Past traffic volumes in 1991 were obtained from “The Study on Kathmandu Valley Urban Road
Development”. The traffic volumes of all vehicle types excluding tempo had increased.
Especially, the traffic volume of motorcycles had dramatically increased from 1991.
The average growth rate of traffic volume of motorcycles was 19.8 from 1991 traffic (annual growth
rate was 16% per year).
The growth rate of traffic volumes at the points located within the Ring Road was from 1.0 up to 2.5.
However, traffic volumes at the points located outside of the Ring Road were more than 2.5.
The top five points with the highest growth rates are shown in Table 6.2.4.
Table 6.2.4 Highest Growth Rate Points
Highest Growth Rate Point Growth Ratio
No.12 (B10) 9.45
No.40 (B13) 8.97
No.39 (B14) 6.96
No.20 (B6) 6.48
No.38 (B12) 6.11

Table 6.2.5 Average Growth Ratio by Each Vehicle Type from 1991
Motorcycl Microbus, Passenger Light Heavy
Bicycle Tempo Taxi Large Bus
e Minibus Car Truck Truck
Total increase
(survey in 0.97 19.80 0.72 3.36 10.64 1.38 5.58 7.33 2.42
2011/survey in
1991)
Annual
growth rate -0.15 16.10 -1.63- 6.3 12.55 1.62 8.98 10.47 4.52
(1991-2011,
%)
Source: JICA Survey Team

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Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

oad

oad
Average Inside of
LEGEND Outside of

aR
ng R
F0 34 7,740 18,162 Increase Ratio Ring National
RoadHighway
Ring Road

okh
N 21

hutu
:T (B1) 1,588 2,938
ris

2: T
ul
iR
Traf f iVolume Feeder Road (Primary)

0: P
oa

F08
Bicycle, Motorcycle 2.2 5.0
Feeder Road (Secondary)

d
1
d

oa
F08

F08
9.45 15.79 excluded

R
43 Main Urban Road

a
F027:

th
44 ad
4.85 6.71 ijal Ro Traf f iVolume
Sundar

an
2,494 8,968 12
Secondary Urban Road

lk
3.4

ni
264 568 14,025 36,440 Bicycle, Motorcycle 6.1

ha

8
(B10)

F08
ud
19 2,893 5,431 included

: B
2.01 3.79

25
(B24)

F0

84
F026
85

F0
10,910 44,882
F0 2,050 6,273
F0
5,423 11,830
18
1.26
25 2.07 36
579 2,265

F081
78 11 22 15,998 47,715 (B9)
(B23) (B25) 12,653 23,078
F026: Sankhu
d
Roa35

F0
(B2)

21
F0 4 33 5,233 14,218
75
Ring Road

: 3,198
Bh
im
1.01 1.73 1,261
dh 10 22,376 65,307
H16:

un
ga (B22) 22,048 37,671
Ro 9 21
ad
3,970 15,241 17 (B27)
2.14 3.24
1,279 3,200 (B26)

F094
2,986 21,579 27,743 88,796 89
F0

7
8 24 12,994 27,381 32
2,013 10,274

F08
(B20) 1.21 1.62 (B28)
7
26,574 63,195 1.96 3.20

F092
3
6 (B19) 21,916 38,990 29 6,576 27,636
31
2
23,467 68,663 3,347 8,629
1
6,556 10,973 (B29)

F093
14,814 26,004
(B15) 1,990 2,219 (B8) 16
1

H03 28
F10

an Hig
hway (B17) 28,604 90,139 8.97
Tribuv F10 48,265
H02: 21,187 1 F086
: Thim
40 2,449 8,321
i Roa
04 5 d 6.11 8.58 d (B13) 273 1,552
F1 7.13 Roa
(B7) 7.03 3,088 9,898 rlot
aga
38
8: N
15
30 23,717 62,749 H03: Araniko Highw (B12) 505 1,154 F02
17,916 47,761 ay F0
14 5,076 8,799 97
5,649 12,438 3,903 6,790 27 (B3) 37
03

3,564 4,758 7.01

F1

5,649 12,438 (B16) (B11)

04 F0 12,335 32,139
F1 1,991 4,010 F090 91 6.96 9.55
13 26 2,872 4,586
39 6,862 15,411
(B4) 4,475 20,082 (B14) 986 1,614
841 3,530 00
LEGEND
ad F1
Ro F0

F099
li 6.48
23
72
: Lu
(B4) Survey Point in 1993 Increase Ratio of traffic volume
ka
20
in (B5) bh
sh
6,540 16,158
(B6)
uR
oad 7.13 Increase Ratio from 1991 to 2012
ak 1,010 3,249 Survey in 2012
2:D 4,327 14,962 23,717 62,749
< 1.5
2
F023:

F0 Survey in 1991
F103: Bungma

1,573 4,309 5,076 8,799

F1

1.5 < 2.5

Chapag

02

F0
24

Traffic Volume Traffic Volume

: G

41
motorcycle,bicycle motorcycle,bicycle 2.5 <
od

Scale
aun Ro

aw
ti Road

excluded
0 0.5 1.0 1.5 2.0 km
included
ar

42
i

2.5 < (highest top 5)

Ro

(vehicles/16h) (vehicles/16h)
ad

ad

Figure 6.2.10 Comparison of Traffic Volume between 2011 and 1991

(16-Hour Traffic, Excluding Bicycle and Motorcycle)

(3) Hourly Variation

1) Day-Night Ratio
Normally, day-night ratio is defined as 24-hour traffic versus 12-hour (7:00-19:00) traffic.
However, 16-hour (6:00-22:00) traffic was counted at all survey points for this survey. Two types of
day-night ratio were calculated based on 24-hour count at 15 points.
Day-night ratio Type B was used for the conversion from 16-hour traffic to 24-hour traffic.
Day-night traffic ratio by each road classification is shown in Table 6.2.6.
Table 6.2.6 Day-Night Ratio
Road Day-night Ratio Type A Type B
Classification 24-hour traffic/12-hour 24-hour traffic/16-hour
(7:00-19:00) traffic (6:00-22:00) traffic
National 1.23 1.07
Highway
Feeder 1.19 1.05
Road
Urban Road 1.18 1.04
Source: JICA Survey Team

2) Hourly Variation
Based on the results of the traffic count survey, hourly variation at the Ring Road, Arniko
Highway, Tribuvan Highway, and Kuponde are illustrated in Figure 6.2.11 and Figure 6.2.12. The
peak hour of traffic in Arniko Highway and Tribuvan Highway was from 9:30 to 10:30 in the
morning and from 18:00 to 18:30 in the evening.
On the other hand, the peak hour at Kuponde was from 9:30 to 10:30 in the evening and from
16:30 to 17:30 in the evening. The hourly traffic volume gradually decreased after 18:00.

6-25
 軸ラベル

0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
2,000
軸ラベル

0
50
100
150
200
250
300
6:00 ‐ 6:30

0
100
200
300
400
500
600
700
800
900
1,000
6:30 ‐ 7:00 6:00 ‐ 6:30
6:00 ‐ 6:30 6:30 ‐ 7:00
7:00 ‐ 7:30
6:30 ‐ 7:00 7:00 ‐ 7:30
7:30 ‐ 8:00
7:00 ‐ 7:30 7:30 ‐ 8:00
8:00 ‐ 8:30
7:30 ‐ 8:00
8:00 ‐ 8:30
8:30 ‐ 9:00
8:00 ‐ 8:30
8:30 ‐ 9:00
9:00 ‐ 9:30
8:30 ‐ 9:00
9:00 ‐ 9:30
9:30 ‐ 10:00
9:00 ‐ 9:30
9:30 ‐ 10:00

Passenger / 4‐Wheel Drive vehicle
Passenger / 4‐Wheel Drive vehicle

Passenger / 4‐Wheel Drive vehicle
10:00 ‐ 10:30
9:30 ‐ 10:00
10:00 ‐ 10:30
10:30 ‐ 11:00
Final Report

10:00 ‐ 10:30
10:30 ‐ 11:00

Taxi
Taxi
11:00 ‐ 11:30 10:30 ‐ 11:00

Taxi
11:00 ‐ 11:30
11:30 ‐ 12:00 11:00 ‐ 11:30
11:30 ‐ 12:00
12:00 ‐ 12:30 11:30 ‐ 12:00
12:00 ‐ 12:30
12:30 ‐ 13:00 12:00 ‐ 12:30

Light Truck
Light Truck
12:30 ‐ 13:00

Light Truck
13:00 ‐ 13:30 12:30 ‐ 13:00
13:00 ‐ 13:30
13:30 ‐ 14:00 13:00 ‐ 13:30
13:30 ‐ 14:00
14:00 ‐ 14:30 13:30 ‐ 14:00

Tempo
Tempo

Tempo
14:00 ‐ 14:30
14:30 ‐ 15:00 14:00 ‐ 14:30
14:30 ‐ 15:00
15:00 ‐ 15:30 14:30 ‐ 15:00
15:00 ‐ 15:30
15:00 ‐ 15:30
15:30 ‐ 16:00
15:30 ‐ 16:00

Micro Bus
Micro Bus
Micro Bus
15:30 ‐ 16:00
16:00 ‐ 16:30
16:00 ‐ 16:30 16:00 ‐ 16:30
16:30 ‐ 17:00
16:30 ‐ 17:00 16:30 ‐ 17:00
17:00 ‐ 17:30
17:00 ‐ 17:30 17:00 ‐ 17:30

Mini Bus

Mini Bus
Mini Bus
17:30 ‐ 18:00
17:30 ‐ 18:00 17:30 ‐ 18:00
18:00 ‐ 18:30
18:00 ‐ 18:30 18:00 ‐ 18:30
18:30 ‐ 19:00
18:30 ‐ 19:00 18:30 ‐ 19:00
19:00 ‐ 19:30
19:00 ‐ 19:30 19:00 ‐ 19:30

Large Size Bus

Large Size Bus
Large Size Bus
19:30 ‐ 20:00
19:30 ‐ 20:00 19:30 ‐ 20:00
20:00 ‐ 20:30
20:00 ‐ 20:30 20:00 ‐ 20:30
20:30 ‐ 21:00

(HGV)
20:30 ‐ 21:00 20:30 ‐ 21:00

(HGV)
(HGV)
No.1 Thankot To OUTBOUND 24 hours on Feb.12, 2012 (Sun)

21:00 ‐ 21:30 21:00 ‐ 21:30 21:00 ‐ 21:30

21:30 ‐ 22:00 21:30 ‐ 22:00 21:30 ‐ 22:00

Heavy Goods Vehicle
22:00 ‐ 22:30 22:00 ‐ 22:30

Heavy Goods Vehicle
22:00 ‐ 22:30

Heavy Goods Vehicle
22:30 ‐ 23:00 22:30 ‐ 23:00 22:30 ‐ 23:00

No.30 Koteshwore To  OUTBOUND 24 hours on Jan.8, 2012 (Sun)
23:00 ‐ 23:30 23:00 ‐ 23:30 23:00 ‐ 23:30

Bicycle
23:30 ‐ 24:00

Bicycle
23:30 ‐ 24:00

Bicycle
23:30 ‐ 24:00

No.19 Bishnumati River To OUTBOUND 24hours on Dec. 26, 2011 (Mon)
24:00 ‐ 0:30 24:00 ‐ 0:30
24:00 ‐ 0:30
0:30 ‐ 1:00 0:30 ‐ 1:00
0:30 ‐ 1:00
1:00 ‐ 1:30 1:00 ‐ 1:30

Motorcycle
1:00 ‐ 1:30

Motorcycle
Motorcycle
1:30 ‐ 2:00
1:30 ‐ 2:00 1:30 ‐ 2:00
2:00 ‐ 2:30
2:00 ‐ 2:30 2:00 ‐ 2:30
2:30 ‐ 3:00
2:30 ‐ 3:00 2:30 ‐ 3:00

Type (1‐8)
3:00 ‐ 3:30

Type (1‐8)
3:00 ‐ 3:30 Type (1‐8) 3:00 ‐ 3:30
3:30 ‐ 4:00
3:30 ‐ 4:00 3:30 ‐ 4:00
4:00 ‐ 4:30

Ring Road near Gongabun (from east to west)

4:00 ‐ 4:30 4:00 ‐ 4:30

All Total
Tribuvan Highway Thankot (from east to west)
4:30 ‐ 5:00

All Total
4:30 ‐ 5:00
All Total

4:30 ‐ 5:00
5:00 ‐ 5:30
5:00 ‐ 5:30 5:00 ‐ 5:30
5:30 ‐ 6:00

Arniko Highway near Koteshwor (from east to west)

5:30 ‐ 6:00 5:30 ‐ 6:00

6-26
軸ラベル

0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
2,000
軸ラベル
0
50
100
150
200
250
300

0
100
200
300
400
500
600
700
800
900

6:00 ‐ 6:30

6:30 ‐ 7:00 6:00 ‐ 6:30
6:00 ‐ 6:30
7:00 ‐ 7:30 6:30 ‐ 7:00
6:30 ‐ 7:00
7:30 ‐ 8:00 7:00 ‐ 7:30
7:00 ‐ 7:30
Data Collection Survey on Traffic Improvement in Kathmandu Valley

8:00 ‐ 8:30 7:30 ‐ 8:00
7:30 ‐ 8:00
8:30 ‐ 9:00 8:00 ‐ 8:30
8:00 ‐ 8:30
8:30 ‐ 9:00
9:00 ‐ 9:30 8:30 ‐ 9:00
9:00 ‐ 9:30
9:30 ‐ 10:00 9:00 ‐ 9:30

Passenger / 4‐Wheel Drive vehicle
9:30 ‐ 10:00
Passenger / 4‐Wheel Drive vehicle

10:00 ‐ 10:30 9:30 ‐ 10:00

Passenger / 4‐Wheel Drive vehicle
10:00 ‐ 10:30 10:00 ‐ 10:30
10:30 ‐ 11:00
10:30 ‐ 11:00 10:30 ‐ 11:00

Taxi
11:00 ‐ 11:30
Taxi

Taxi
11:00 ‐ 11:30 11:00 ‐ 11:30
11:30 ‐ 12:00
11:30 ‐ 12:00 11:30 ‐ 12:00
12:00 ‐ 12:30
12:00 ‐ 12:30 12:00 ‐ 12:30
12:30 ‐ 13:00

Light Truck
Light Truck

12:30 ‐ 13:00

Light Truck
12:30 ‐ 13:00
13:00 ‐ 13:30
13:00 ‐ 13:30 13:00 ‐ 13:30
13:30 ‐ 14:00
13:30 ‐ 14:00 13:30 ‐ 14:00
14:00 ‐ 14:30

Tempo
Tempo

Tempo
14:00 ‐ 14:30 14:00 ‐ 14:30
14:30 ‐ 15:00
14:30 ‐ 15:00 14:30 ‐ 15:00
15:00 ‐ 15:30
15:00 ‐ 15:30 15:00 ‐ 15:30
15:30 ‐ 16:00
15:30 ‐ 16:00 15:30 ‐ 16:00

Micro Bus
Micro Bus

Micro Bus
16:00 ‐ 16:30
16:00 ‐ 16:30 16:00 ‐ 16:30
16:30 ‐ 17:00
16:30 ‐ 17:00 16:30 ‐ 17:00
17:00 ‐ 17:30
17:00 ‐ 17:30 17:00 ‐ 17:30

Mini Bus
Mini Bus
Mini Bus

17:30 ‐ 18:00
17:30 ‐ 18:00 17:30 ‐ 18:00
18:00 ‐ 18:30
18:00 ‐ 18:30 18:00 ‐ 18:30
18:30 ‐ 19:00
18:30 ‐ 19:00

Figure 6.2.11 Hourly Variation at the National Highway (1)

18:30 ‐ 19:00
19:00 ‐ 19:30
19:00 ‐ 19:30 19:00 ‐ 19:30
Large Size Bus

Large Size Bus
Large Size Bus

19:30 ‐ 20:00 19:30 ‐ 20:00 19:30 ‐ 20:00

20:00 ‐ 20:30 20:00 ‐ 20:30 20:00 ‐ 20:30
20:30 ‐ 21:00 20:30 ‐ 21:00
(HGV)

20:30 ‐ 21:00

(HGV)
(HGV)

21:00 ‐ 21:30 21:00 ‐ 21:30 21:00 ‐ 21:30

No.1 Thankot To INBOUND 24 hours on Feb.12, 2012 (Sun)

21:30 ‐ 22:00 21:30 ‐ 22:00 21:30 ‐ 22:00

22:00 ‐ 22:30
Heavy Goods Vehicle

22:00 ‐ 22:30

Heavy Goods Vehicle
22:00 ‐ 22:30
Heavy Goods Vehicle

22:30 ‐ 23:00 22:30 ‐ 23:00 22:30 ‐ 23:00

No.30 Koteshwore To  INBOUND 24 hours on Jan.8, 2012 (Sun)

23:00 ‐ 23:30 23:00 ‐ 23:30 23:00 ‐ 23:30

Bicycle

Bicycle
23:30 ‐ 24:00
Bicycle

23:30 ‐ 24:00 23:30 ‐ 24:00
No.19 Bishnumati River To INBOUND 24hours on Dec. 26, 2011 (Mon)

24:00 ‐ 0:30 24:00 ‐ 0:30 24:00 ‐ 0:30

0:30 ‐ 1:00 0:30 ‐ 1:00
0:30 ‐ 1:00
1:00 ‐ 1:30 1:00 ‐ 1:30
1:00 ‐ 1:30
Motorcycle

Motorcycle
Motorcycle

1:30 ‐ 2:00 1:30 ‐ 2:00
1:30 ‐ 2:00
2:00 ‐ 2:30
2:00 ‐ 2:30 2:00 ‐ 2:30
2:30 ‐ 3:00
2:30 ‐ 3:00 2:30 ‐ 3:00
Type (1‐8)

3:00 ‐ 3:30

Type (1‐8)
Type (1‐8)

3:00 ‐ 3:30 3:00 ‐ 3:30
3:30 ‐ 4:00
3:30 ‐ 4:00 3:30 ‐ 4:00
4:00 ‐ 4:30
Ring Road near Gongabun (from west to east)

4:00 ‐ 4:30 4:00 ‐ 4:30
Tribuvan Highway Thankot (from east to west)

All Total

4:30 ‐ 5:00

All Total
All Total

4:30 ‐ 5:00 4:30 ‐ 5:00
5:00 ‐ 5:30
5:00 ‐ 5:30 5:00 ‐ 5:30
5:30 ‐ 6:00
5:30 ‐ 6:00

Arniko Highway near Koteshwor (from west to east)

5:30 ‐ 6:00
 Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

N0.16 Bagmati Bridge To INBOUND 24 hours on Jan .1,2012 (Sun)
N0.16 Bagmati Bridge To OUTBOUND 24 hours on Jan .1,2012 (Sun)
2,500
3,000

2,500
2,000

2,000

1,500

1,500

1,000

1,000

500
500

0
0

6:00 ‐ 6:30

6:30 ‐ 7:00

7:00 ‐ 7:30

7:30 ‐ 8:00

8:00 ‐ 8:30

8:30 ‐ 9:00

9:00 ‐ 9:30

9:30 ‐ 10:00

10:00 ‐ 10:30

10:30 ‐ 11:00

11:00 ‐ 11:30

11:30 ‐ 12:00

12:00 ‐ 12:30

12:30 ‐ 13:00

13:00 ‐ 13:30

13:30 ‐ 14:00

14:00 ‐ 14:30

14:30 ‐ 15:00

15:00 ‐ 15:30

15:30 ‐ 16:00

16:00 ‐ 16:30

16:30 ‐ 17:00

17:00 ‐ 17:30

17:30 ‐ 18:00

18:00 ‐ 18:30

18:30 ‐ 19:00

19:00 ‐ 19:30

19:30 ‐ 20:00

20:00 ‐ 20:30

20:30 ‐ 21:00

21:00 ‐ 21:30

21:30 ‐ 22:00

22:00 ‐ 22:30

22:30 ‐ 23:00

23:00 ‐ 23:30

23:30 ‐ 24:00

24:00 ‐ 0:30

0:30 ‐ 1:00

1:00 ‐ 1:30

1:30 ‐ 2:00

2:00 ‐ 2:30

2:30 ‐ 3:00

3:00 ‐ 3:30

3:30 ‐ 4:00

4:00 ‐ 4:30

4:30 ‐ 5:00

5:00 ‐ 5:30

5:30 ‐ 6:00
6:00 ‐ 6:30

6:30 ‐ 7:00

7:00 ‐ 7:30

7:30 ‐ 8:00

8:00 ‐ 8:30

8:30 ‐ 9:00

9:00 ‐ 9:30

9:30 ‐ 10:00

10:00 ‐ 10:30

10:30 ‐ 11:00

11:00 ‐ 11:30

11:30 ‐ 12:00

12:00 ‐ 12:30

12:30 ‐ 13:00

13:00 ‐ 13:30

13:30 ‐ 14:00

14:00 ‐ 14:30

14:30 ‐ 15:00

15:00 ‐ 15:30

15:30 ‐ 16:00

16:00 ‐ 16:30

16:30 ‐ 17:00

17:00 ‐ 17:30

17:30 ‐ 18:00

18:00 ‐ 18:30

18:30 ‐ 19:00

19:00 ‐ 19:30

19:30 ‐ 20:00

20:00 ‐ 20:30

20:30 ‐ 21:00

21:00 ‐ 21:30

21:30 ‐ 22:00

22:00 ‐ 22:30

22:30 ‐ 23:00

23:00 ‐ 23:30

23:30 ‐ 24:00

24:00 ‐ 0:30

0:30 ‐ 1:00

1:00 ‐ 1:30

1:30 ‐ 2:00

2:00 ‐ 2:30

2:30 ‐ 3:00

3:00 ‐ 3:30

3:30 ‐ 4:00

4:00 ‐ 4:30

4:30 ‐ 5:00

5:00 ‐ 5:30

5:30 ‐ 6:00
Passenger / 4‐Wheel Drive vehicle Taxi Light Truck Tempo Micro Bus Mini Bus Large Size Bus Heavy Goods Vehicle Bicycle Motorcycle Type (1‐8) All Total
Passenger / 4‐Wheel Drive vehicle Taxi Light Truck Tempo Micro Bus Mini Bus Large Size Bus Heavy Goods Vehicle Bicycle Motorcycle Type (1‐8) All Total (HGV)
(HGV)

Kuponde near Thapathali (from north to south) Kuponde near Thapathali (from south to north)
No. 15 THAPAGAON to HANUMANTHAN 24hours Count on Jan 13, 2012 (Friday) No. 15 HANUMANTHAN to THAPAGAON 24hours Count on Jan 13, 2012 (Friday)
800 700

700
600

600
500

500

400

400

300
300

200
200

100
100

0 0
9:30 ‐ 10:00

10:00 ‐ 10:30

10:30 ‐ 11:00

11:00 ‐ 11:30

11:30 ‐ 12:00

12:00 ‐ 12:30

12:30 ‐ 13:00

13:00 ‐ 13:30

13:30 ‐ 14:00

14:00 ‐ 14:30

14:30 ‐ 15:00

15:00 ‐ 15:30

15:30 ‐ 16:00

16:00 ‐ 16:30

16:30 ‐ 17:00

17:00 ‐ 17:30

17:30 ‐ 18:00

18:00 ‐ 18:30

18:30 ‐ 19:00

19:00 ‐ 19:30

19:30 ‐ 20:00

20:00 ‐ 20:30

20:30 ‐ 21:00

21:00 ‐ 21:30

21:30 ‐ 22:00

22:00 ‐ 22:30

22:30 ‐ 23:00

4:30 ‐ 5:00

5:00 ‐ 5:30
13:00 ‐ 13:30

13:30 ‐ 14:00
14:00 ‐ 14:30
14:30 ‐ 15:00

15:00 ‐ 15:30
15:30 ‐ 16:00
16:00 ‐ 16:30

16:30 ‐ 17:00
17:00 ‐ 17:30
17:30 ‐ 18:00

18:00 ‐ 18:30
18:30 ‐ 19:00
19:00 ‐ 19:30

19:30 ‐ 20:00
20:00 ‐ 20:30
20:30 ‐ 21:00

21:00 ‐ 21:30
21:30 ‐ 22:00
22:00 ‐ 22:30

23:00 ‐ 23:30

23:30 ‐ 24:00

24:00 ‐ 0:30

0:30 ‐ 1:00

1:00 ‐ 1:30

1:30 ‐ 2:00

2:00 ‐ 2:30

2:30 ‐ 3:00

3:00 ‐ 3:30

3:30 ‐ 4:00

4:00 ‐ 4:30

5:30 ‐ 6:00
22:30 ‐ 23:00

4:30 ‐ 5:00

5:00 ‐ 5:30
5:30 ‐ 6:00

6:00 ‐ 6:30

6:30 ‐ 7:00

7:00 ‐ 7:30

7:30 ‐ 8:00

8:00 ‐ 8:30

8:30 ‐ 9:00

9:00 ‐ 9:30
6:00 ‐ 6:30
6:30 ‐ 7:00
7:00 ‐ 7:30

7:30 ‐ 8:00
8:00 ‐ 8:30
8:30 ‐ 9:00

9:00 ‐ 9:30
9:30 ‐ 10:00
10:00 ‐ 10:30

10:30 ‐ 11:00
11:00 ‐ 11:30
11:30 ‐ 12:00

12:00 ‐ 12:30
12:30 ‐ 13:00

23:00 ‐ 23:30
23:30 ‐ 24:00

2:00 ‐ 2:30
2:30 ‐ 3:00
3:00 ‐ 3:30

3:30 ‐ 4:00
4:00 ‐ 4:30
24:00 ‐ 0:30
0:30 ‐ 1:00
1:00 ‐ 1:30
1:30 ‐ 2:00

Passenger / 4‐Wheel Drive vehicle Taxi Light Truck Tempo Micro Bus Mini Bus Large Size Bus Heavy Goods Vehicle Bicycle Motorcycle Type (1‐8) Total Passenger / 4‐Wheel Drive vehicle Taxi Light Truck Tempo Micro Bus Mini Bus Large Size Bus Heavy Goods Vehicle Bicycle Motorcycle Type (1‐8) Total
(HGV) (HGV)

Thapagaon Pul(from east to west) Thapagaon Pul(from west to east)

Passenger / 4‐Wheel Drive vehicle Taxi Light Truck Tempo Micro Bus Mini Bus Large Size Bus Heavy Goods Vehicle Bicycle Motorcycle Type (1‐8) Total
(HGV)

Figure 6.2.12 Hourly Variation at the National Highway (2)

(4) Traffic Volume and Capacity

1)Passenger Car Unit (PCU)
PCU is a metric unit which represents various sized vehicles as one unit. The following PCU for each
vehicle type was adopted based on the Nepal Road Standards (2027). However, the PCU for
motorcycles and bicycles were 0.3 and 0.2, respectively, as based from Vietnamese standards
considering the same traffic situation.
There is no PCU for tempos and microbuses in the Nepal Road Standards (2027). The JICA Survey
Team adopted 1.0 as the PCU of tempos, and 1.5 as the PCU of microbuses based on the size of each
vehicle.
Table 6.2.7 shows the PCU values applied in the Survey.
Table 6.2.7 Passenger Car Unit
Vehicle Bicycle Motorcy Car Taxi Light Tempo Microbu Minibus Large Heavy
Type cle Truck s Bus Truck
Ratio 0.2 0.3 1.0 1.0 1.5 1.0 1.5 3.0 4.0 4.0
Source: JICA Survey Team, Nepal Road Standards (2027)

2)Road Capacity
The extent of traffic congestion is expressed by traffic volume capacity ratio. The traffic capacity
ratio of each traffic survey point was calculated as 24-hour traffic volume (V24) versus 24-hour traffic
capacity (C24). The capacity of the roads was calculated based on the following formulas with
referring the results of the road inventory survey:
6-27
Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

a) Calculation of Design Capacity

CL=CB×γL×γC×γN×γI
CL: Possible capacity (PCU/h/lane)
CB: Basic traffic capacity 2,200 (PCU/h/) Multi-lane road, one direction
2,500 (PCU/h/) Two-lane road, both direction
γL: Lane width adjustment factor
γC: Lateral clearance adjustment factor
γN: Bicycle and motorcycle adjustment factor
γI: Land use adjustment factor
CD=CL×γP×γj
CD: Design capacity (PCU/h)
CL: Basic traffic capacity
γP: Service level
γj: Intersection adjustment factor
b) Calculation of 24-hour Capacity
C24=CD×500/(K×D)×R24 Multi-lane road
C24=CD×100/K×R24 One-lane road and two-lane road
C24: 24-hour capacity (PCU/24 hr)
K: Ratio of ADT against the 30th hourly traffic volume
D: Directional distribution
R24: Day-night ratio (24-hour traffic/12-hour traffic)

Details of the calculation of road capacity are shown in Appendix 1.4.1. Table 6.2.8 shows the
road capacities as calculated by the above formulas.
Table 6.2.8 Road Capacity
Urban (Inside the Ring Road) Rural (Outside the Ring Road)
Narrow 2-lane 6,000 7,000
2-lane 17,000 20,000
4-lane 52,000 57,000
6-lane 75,000 83,000

3) Traffic Volume/Capacity Ratio

Figure 6.2.13 shows the traffic volume/capacity (V/C) ratio at each traffic survey point. The top
five survey points with the highest V/C ratio are shown in Table 6.2.9.
Table 6.2.9 Highest Traffic V/C Ratio
Survey Point V/C Ratio
S8 2.76
9 2.70
31 2.69
27 2.41
19 1.98

Figure 6.2.14 shows the traffic V/C balance at river sections. At all the river sections, traffic
volume exceeded the capacity. Figure 6.2.15 shows the V/C balance at the outer and inner cordon
sections. The outer cordon line is the circle outside the Ring Road, and inner cordon line is the
circle surrounding the city center composed of the Dhobi Khola, the Bagmati River, the
Bishnumati River, and the northern section of the city center. With regards to the inner cordon line,
all the sections showed deficiency in capacity. Especially, the northern section showed large
deficiency. As for the outer cordon line, the northeastern section showed deficiency of capacity.

6-28
Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

Source: JICA Survey Team

Figure 6.2.13 Traffic Volume in PCU and V/C Ratio in 24 Hours

6-29
Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

Figure 6.2.14 V/C Balance at River Figure 6.2.15 V/C Balance at the Cordon Line
Crossing

(5) Travel Speed of Vehicle

Travel speed survey was carried out on 16 routes. Table 6.2.10 shows the average travel speed on each
survey route by direction in the morning, daytime, and evening.
The results of the travel speed survey were as follows:
- Average speed on Arniko Highway was more than 20 km/h.
- The travel speeds on other surveyed roads were less than 20 km/h.
- Travel speeds in the evening were less as compared with the travel speeds in the morning and
daytime.
- Travel speeds on weekdays were less as compared with travel speeds on holidays.
- Travel speeds within the Ring Road were less than 20 km/h.
- The five lowest average travel speeds occurred during the evening on Route No. 2 at 8.78
km/h, Route No. 12 at 10.0 km/h, Route No. 10 at 10.49 km/h, Route No. 5 at 10.94 km/h, and
Route No. 6 at 11.06 km/h.

6-30
Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

Table 6.2.10 Average Travel Speed by Route

Route Length Type of Average Speed(km/h)
Road Name Direction
No. (Km) day Morning Daytime Evening
Inner 22.40 23.52 17.02
Ring Road Weekday Outer 25.66 21.55 17.76
1 28.30 Inner 21.08 21.89 18.33
(clockwise from Tinkune) Holiday Outer 22.79 22.49 20.93
Inbound 12.82 13.57 12.76
Thapathali – Kalimati –Kalanki – Weekday Outbound 17.75 16.64 8.78
2 9.40 Inbound 20.75 21.33 20.75
Thankot Road Holiday Outbound 17.43 19.60 19.37
Inbound 29.36 34.18 29.58
Old Bus Park – Tinkune –Koteshwor – Weekday Outbound 29.44 32.76 23.34
3 30.60 Inbound 35.92 36.33 31.67
Banepa –Dhulikhel Road Holiday Outbound 37.46 36.33 34.88
Inbound 18.38 20.15 22.43
Weekday Outbound 15.82 18.44 16.47
4 Chabahil – Jorpati – Sankhu Road 13.20 Inbound 17.58 18.47 19.21
Holiday Outbound 20.88 17.90 16.88
Inbound 12.93 17.23 11.29
Keshar Mahal – Balaju –Modku (Trisuli Weekday Outbound 17.00 16.28 10.94
5 8.00 Inbound 14.18 15.90 14.14
Road) Holiday Outbound 15.22 15.90 30.80
Inbound 12.39 11.96 11.06
Jamal – Lazimpat –Maharajgunj Weekday Outbound 16.99 12.87 11.17
6 12.15 Inbound 21.77 20.39 19.32
–Budhanilkanta Road Holiday Outbound 21.05 20.01 17.01
Inbound 14.35 16.92 12.80
Thapathali – Lagankhel –Satdobato – Weekday Outbound 18.46 17.21 14.93
7 14.30 Inbound 18.45 21.55 14.32
Godavari Road Holiday Outbound 16.29 19.15 18.92
Inbound 14.75 15.90 14.69
Pulckowk – Patan Durbar –Gorwko – Weekday Outbound 14.02 15.03 12.62
8 10.70 Inbound 18.48 15.73 15.29
Siddhipur – Lubhu– Lamatar Holiday Outbound 17.80 16.94 18.27
Inbound 15.23 14.43 14.23
Kalimati – Balkhu – TU –Kirtipur – Weekday Outbound 15.58 14.28 13.80
9 8.80 Inbound 15.60 16.99 12.91
Batkepati –Puspalal Park Holiday Outbound 14.00 17.69 15.43
Inbound 13.52 12.87 10.49
New Road – Paropakar –Chauni – Weekday Outbound 12.48 12.60 12.48
10 10.40 Inbound 13.86 14.00 15.52
Sitapaila – Ramkot– Bhimdunga Road Holiday Outbound 15.01 13.79 15.13
Inbound 15.84 12.49 13.34
Lainchour – Samakhushi –Tokha – Jhor Weekday Outbound 12.45 15.97 13.67
11 10.90 Inbound 13.67 13.89 11.78
Road Holiday Outbound 14.32 13.36 12.76
Inbound 15.60 13.14 10.00
Weekday Outbound 11.26 10.65 11.78
12 Balaju bypass – Phutung Road 3.30 Inbound 12.50 13.14 12.00
Holiday Outbound 12.86 12.25 11.26
Inbound 13.07 14.73 14.42
Weekday Outbound 13.91 15.64 15.93
13 Jorpati – Nayapati –Sundarijal Road 7.10 Inbound 15.26 15.26 14.42
Holiday Outbound 16.31 15.26 14.58
Inbound 23.43 19.77 23.16
Weekday Outbound 22.77 21.27 22.93
14 Balkhu – Chovar –Dakshinkali Road 16.80 Inbound 20.01 20.33 19.16
Holiday Outbound 21.19 23.00 20.15
Inbound 17.12 16.20 15.01
Jawalakhel - Ekantakuna –Vaisepati – Weekday Outbound 15.66 16.09 15.26
15 14.00 Inbound 16.41 16.00 15.85
Bungamati –Tika Bhairav Road Holiday Outbound 14.86 14.71 15.05
Inbound 18.08 19.11 17.78
Lagankhel – Satdobato –Chapagaun – Weekday Outbound 16.53 15.87 15.98
16 15.30 Inbound 20.21 20.69 17.75
Tika Bhairab -Lele Road Holiday Outbound 17.04 17.05 15.61
Note: Red number --- lowest speed, Red with yellow marker----Lowest Travel Speed top 5
Source: JICA Survey Team

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Source: JICA Survey Team

Figure 6.2.16 Vehicle Speed on Major Roads (Morning)

Source: JICA Survey Team

Figure 6.2.17 Vehicle Speed on Major Roads (Daytime)

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Source: JICA Survey Team

Figure 6.2.18 Vehicle Speed on Major Roads (Evening)

(6) Average Passenger per Vehicle

The average number of passengers by vehicle type is shown in Table 6.2.11. The average number of
passengers of all vehicle types, excluding tempos and taxies, was less than 2.0.
Table 6.2.11 Average Number of Passengers by Vehicle Type
Vehicle Light Heavy
Motorcycle Tempo Car Taxi Average
Type Truck Truck
Passengers 1.1 7.8 1.9 2.0 1.8 1.9 1.4
Unit: Person/Vehicle
Source: JICA Survey Team

6.2.3 Traffic Condition at Intersection

Intersection traffic count survey was carried out to obtain traffic volume and vehicle type data of
directional traffic flow at ten selected at-grade intersections.

(1) General
Intersections are complex and severe individual locations because of many vehicular movements
(though, left-turn and right-turn from each approach road) and pedestrian crossings.

(2) Intersection Analysis

The degree of saturation at each intersection was calculated as shown in Table 6.2.12.
The degree of saturation at each intersection was calculated by the following formula:
X = Σ (x)

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x= v/s
X: Degree of saturation of intersection
x: Degree of saturation by signal phase
v: Traffic volume of lane group
s: Saturation flow rate of lane group
Where
s = s0NƒwƒHVƒgƒRTƒLT
s0: Ideal saturation flow rate per lane, 2,000 PCU
N: Number of lanes in the lane group
ƒw: Adjustment factor for lane width
ƒHV: Adjustment factor for heavy vehicles in the traffic flow
ƒg: Adjustment factor for approach grade
ƒRT: Adjustment factor for right turns in the lane group
ƒLT: Adjustment factor for left turns in the lane group

All of the degrees of saturation were more than 0.9, which is the desirable maximum requirement
factor of traffic control at intersection.
Especially, the degrees of saturation at Chabahil, New Baneshwor, Thapathali, Balaju, Kalanki, and
Sorakhutte intersections were more than 1.80. Urgent improvement of these intersections are required.

Figure 6.2.19 Degree of Saturation at Major Intersections

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Table 6.2.12 Degree of Saturation

No Morning Evening
Name of Intersection Type of Intersection
. 9:00-10:00 16:00-17:00
1 Gausala Intersection 4-legs Police Control 1.28 1.39
2 Chabahil Intersection 4-legs Police Control 1.30 1.86
3 Old Baneshwor Intersection 4-legs Police Control 1.19 1.33
4 New Baneshwor Intersection 4-legs Police Control 1.26 2.27
5 Thapathali Intersection 4-legs Police Control 1.42 1.89
6 Kalanki Inetrsection 4-legs Police Control 1.40 1.99
7 Balaju Inetrsection 4-legs Roundabout 1.85 1.64
8 Kalimati Intersection 3-legs Police Control 1.39 1.17
9 Sorakhutte Intersection 3-legs Police Control 1.29 1.82
10 Koteshwor Intersection 3-legs Signal Control 1.04 1.10
Note: Shaded: Up to fifth highest saturated intersection
Red: Highest degree of saturation
Source: JICA Survey Team

Table 6.2.13 Traffic Flow at Major Saturated Intersections

Traffic Flow at Morning Peak(9:00-10:00) Traffic Flow at Evening Peak(17:00-18:00)
New Baneshwor Intersection

Degree of Saturation: 1.26 > 0.9 Degree of Saturation: 2.27 > 0.9
Kalanki Intersection

Degree of Saturation: 1.40 > 0.9 Degree of Saturation: 1.99 > 0.9

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Thapathali Intersection

Degree of Saturation: 1.42 > 0.9 Degree of Saturation: 1.89 > 0.9
Chabahil Intersection

Degree of Saturation: 1.30 > 0.9 Degree of Saturation: 1.86 > 0.9
Balaju Intersection

Degree of Saturation: 1.85 > 0.9 Degree of Saturation: 1.64 > 0.9
Source: JICA Survey Team

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6.2.4 Parking Condition in the Ring Road

Parking survey along the Ring Road was carried out on January 20 and 23, 2012.
Around 35 to 40% of parked vehicles along the Ring Road at night were heavy trucks. Major parking
sections were near major junctions connecting with the radial national highway and feeder roads such as
Kalanki Intersection, Balaju Intersection, and Satdobato Intersection. Radial feeder roads do not have
enough space within the road reserve.

N
d
Roa

d
oa
tung

F0
ha

2
Roa ha

1:
t

Tr
an
d
hu

ok

is
lk

ul
0: P

iR
2: T

ni

oa
ha

d
F08

ud
F08

B
1
F08

:
25
F0

ad
20.0km
84

Ro
17.5km
F0

ng
: Ri
H 16

85
15.0km F0
F0
F081

78
F0

22.5km
21

F0 u
Road
75
:B F026: Sankhu
hi
m
dh
un
ga
Ro
a d
12.5km
7
F08

25.0km

ay
hw
Hig H03
uv
an 10.0km
01

rib F1
:T 01
27.4km
F1

H 02

0.0km
F1 7.5km
H03: Araniko Highw
ay
03
F1

F090
04
F1

2.5km

5.0km
F103: Bungma

ad F0
Ro
li
ka
F0

in
F023:

F0
24

sh 72
:L
ak
:

ub
G

:D hu
od

Ro
22
Chapag

a
aw

d
F0
ti Road

ar
iR
F1

oa
02
aun Ro

Scale
ad

0 0.5 1.0 1.5 2.0 km

Major Parking Area along Ring Road at Night

Highest Numbers of Heavy Vehicles parked along Ring Road at Night

Source: JICA Survey Team

Figure 6.2.20 Results of Parking Survey

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Table 6.2.14 Summary of Results of Parking Survey

Maharajgunj
Ekantakuna
Start Point :

Satdobato

Halchowk

Gaushala
Chabahil

Chabahil
Sitapaila
Tinkune

Tinkune
Bypass
Kalanki
Balkhu

Airport
Balaju
Vehicle 0.0-2.5 2.5-5.0 5.0-7.5 7.5-10.0 10.0-12.5 12.5-15.0 15.0-17.5 17.5-20.0 20.0-22.5 22.5-25.0 25.0-27.4
Direction Total
Type km km km km km km km km km km km
Heavy Truck 29 50 8 11 25 28 28 6 5 7 7 204
Light Truck 5 14 2 2 4 0 4 0 0 2 0 33
Tempo 1 0 0 0 0 0 0 0 0 0 0 1
Minibus 1 7 0 0 1 0 0 0 0 0 1 10
Left
Micro Bus 2 1 0 5 13 0 8 1 2 1 0 33
Side
Large Bus 11 7 4 5 29 8 13 6 2 5 2 92
Private Cars 2 9 1 14 6 0 2 6 0 0 0 40
Others 9 16 0 4 3 2 7 8 0 0 0 49
Total 60 104 15 41 81 38 62 27 9 15 10 462

Heavy Truck 28 69 16 19 32 30 51 17 9 17 0 288

Light Truck 6 20 8 11 6 0 1 7 9 7 7 82
Tempo 0 0 1 0 0 0 10 0 0 0 0 11
Minibus 3 7 3 22 5 2 28 4 2 11 5 92
Right
Micro Bus 4 6 1 12 2 0 12 13 4 1 0 55
Side
Large Bus 3 31 11 21 24 40 64 16 9 5 0 224
Private Cars 5 30 6 60 2 7 4 6 0 8 4 132
Others 7 19 6 14 11 4 7 12 3 0 0 83
Total 56 182 52 159 82 83 177 75 36 49 16 967
Note: Survey direction is when going clockwise. Right side is inner side and left side is outer side.
Shaded: Upto fifth highest numbers of parking vehicles
Red: Highest numbers of parking heavy vehicles
Blue: Second highest numbers of parking heavy vehicles

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6.3 Bus Operation and Movement

6.3.1 Bus Operation

(1) Bus Operation by Public Transport Firms

Regular route buses are operated by 69 firms. Among them, 51 are operating within the Kathmandu
Valley, 21 are operating outside, and three are operating in both areas. Six thousand public vehicles are
operated regularly for general passengers. The numbers of operating buses and their operation routes
are shown in Table 6.3.1. The total number of operations within the Kathmandu Valley is around
33,000.
As shown in Table 6.1.8, the total number of person trips using bus was approximately 948,000.
Therefore, if 15 is applied as the average number of passengers per bus, it would correspond with the
number of person trips.
Table 6.3.1 Number of Operating Buses by Public Transport Firms
Number of Number of Number of
Operation Route Operating Bus Operation
Tempo 21 913 7,749
Within Micro Bus 90 2,036 14,120
Kathmandu Minibus 107 2,036 9,822
Valley Large Bus 2 320 1,140
Total 220 5,295 32,835
Tempo 0 0 0
Out of Micro Bus 12 140 220
Kathmandu Minibus 10 160 260
Valley Large Bus 65 380 380
Total 87 680 1,160
Tempo 21 910 7,749
Micro Bus 102 2,120 14,340
Total Minibus 117 2,240 10,082
Large Bus 67 700 1,520
Total 307 5,970 34,000
Source: JICA Survey Team

(2) Bus Routes

The operation routes of each public vehicle type are shown Figure 6.3.1.
Since almost all the large buses connect the Kathmandu Valley and other regions, the operation routes
concentrate on highways, the Ring Road, or major feeder roads. Regarding minibuses and the
microbuses, their routes are almost overlapping, however, microbuses operate on minor feeder roads
inside the city center and in the suburbs. Tempos operate within the Kathmandu N.P. and Lalitpur N.P.
areas on rather short trips.

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Large Bus Routes Minibus Routes

Microbus Routes Tempo Routes

Figure 6.3.1 Existing Bus Routes

6.3.2 Bus Operation at Stations

(1) Bus Stations

As shown in the figure above, most of the existing bus routes have their bus stations in the Kathmandu
City center area. Among the bus stops located in the city center, the major bus stations are Old Bus Park,
Ratna Park, N.A.C., and Sahid Gate. Bus stations other than the Old Bus Park are located along the
roadside of major streets in the city center, occupying road space.
Outside Kathmandu City center, there are two bus stations functioning as bus parks. One is Lagankhel,
at the center of Lalitpur Municipality, and the other is Gongabun Bus Park (New Bus Park), located at
the northern part of the Ring Road.

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Figure 6.3.2 Major Bus Stations in Kathmandu City Center

Information on the number of operations at each bus station were obtained from the public transport
firm interview survey and the bus count survey carried out by the Survey Team. The number of
operations originating from those stations is shown in Table 6.3.2. The total number of operations
starting from Kathmandu City center was around 12,900. Operations from Ratna Park and N.A.C.
outnumbered the operations from Old Bus Park. The area of Old Bus Park is not adequate for managing
all the buses coming into the city center area. Since bus stations other than Old Bus Park are located
along the roadside of the trunk roads in the city center, buses are hampering the traffic.

Table 6.3.2 Bus Operations from Bus Stations

Large Bus Minibus Micro Bus Tempo Total
Old Bus Park 110 1,115 1,086 0 2,311
Ratnapark 45 288 3,438 1,025 4,796
NAC 0 367 2,042 2,444 4,853
Sahidget 0 69 833 0 902
Kathmandu Center (total) 155 1,839 7,399 3,469 12,862
Lagankhel 80 1,324 2,584 1,200 5,144
Gongabun Bus Park 169 605 230 0 1,004
Remark: Data of Old Bus Park and Gongabun Bus Park are from the bus count survey. Other stations
are from the public transport firm interview survey.
Source: JICA Survey Team

(2) Bus Operations at the Old Bus Park and Gongabun Bus Park
1) Number of Operations
Bus traffic survey was conducted at the Old Bus Park and Gongabun Bus Park for 24 hours on one
workday and one holiday. The total numbers of departing buses at the Old Bus Park and Gongabun
Bus Park on the workday were 2,311 and 1,004, respectively. According to the function of the bus
parks, the number of large buses at Gongabun Bus Park exceeded the Old Bus Park. As compared
with the survey on the holiday, the number of buses was almost the same at the Old Bus Park, while
the number was less at the Gongabun Bus Park. The ratio of daily traffic to daytime traffic of large
buses was 1.3 to 1.6 which was higher than microbuses and minibuses.

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 20
40
60
80

0
100
120
0
50
100
150
200
250
6:00‐7:00
6:00‐7:00
7:00‐8:00
7:00‐8:00
8:00‐9:00

0
500
1,000
1,500
2,000
2,500
8:00‐9:00
9:00‐10:00

2)
9:00‐10:00
10:00‐11:00
10:00‐11:00
11:00‐12:00
Final Report

Micro Bus

89
11:00‐12:00
12:00‐13:00
12:00‐13:00
13:00‐14:00 13:00‐14:00
14:00‐15:00 14:00‐15:00 Minibus

115
15:00‐16:00

997 1,000
15:00‐16:00
16:00‐17:00 16:00‐17:00
17:00‐18:00 17:00‐18:00 Large Bus

73
37

Old Bus Park
18:00‐19:00 18:00‐19:00
19:00‐20:00 19:00‐20:00
20:00‐21:00 20:00‐21:00 Total
241

21:00‐22:00 21:00‐22:00
2,070

Hourly Variation
22:00‐23:00 22:00‐23:00
23:00‐0:00

Workday
23:00‐0:00 Micro Bus
33
197
0:00‐1:00 0:00‐1:00

1:00‐2:00 1:00‐2:00
2:00‐3:00
2:00‐3:00 Minibus
63
542

3:00‐4:00
3:00‐4:00
4:00‐5:00
4:00‐5:00

Old Bus Park Arrival (Workday)

5:00‐6:00
5:00‐6:00 Large Bus
39
130

Gongabun Bus Park Arrival (Workday)

Gongabun Bus Park

Total
Tempo

Total
Minibus
Total

Tempo
Large Bus
869
135

Micro Bus

Minibus
trend is consistent in every type of bus.

Large Bus
Micro Bus
Micro Bus
76

6-42
0
20
40
60
80
100
120
0
50
100
150
200
250
6:00‐7:00 Minibus
116

6:00‐7:00
968 1,000

7:00‐8:00
7:00‐8:00
8:00‐9:00
8:00‐9:00
Data Collection Survey on Traffic Improvement in Kathmandu Valley

9:00‐10:00 Large Bus
62
38

9:00‐10:00
Old Bus Park

10:00‐11:00 10:00‐11:00
11:00‐12:00 11:00‐12:00
12:00‐13:00 12:00‐13:00 Total
230

13:00‐14:00 13:00‐14:00
2,030

14:00‐15:00 14:00‐15:00
Holiday

15:00‐16:00 15:00‐16:00
Micro Bus
56
120

16:00‐17:00 16:00‐17:00
17:00‐18:00 17:00‐18:00
18:00‐19:00 18:00‐19:00
Minibus
88

19:00‐20:00 19:00‐20:00
406

20:00‐21:00 20:00‐21:00

21:00‐22:00 21:00‐22:00
22:00‐23:00 Large Bus
89
44

22:00‐23:00
23:00‐0:00
23:00‐0:00
0:00‐1:00
Gongabun Bus Park

0:00‐1:00
1:00‐2:00
1:00‐2:00 Total
615
188

2:00‐3:00
2:00‐3:00
3:00‐4:00
3:00‐4:00
4:00‐5:00
4:00‐5:00
5:00‐6:00
5:00‐6:00

Old Bus Park Departure (Workday)

Figure 6.3.4 Hourly Bus Traffic Variation at Old Bus Park and Gongabun Bus Park (1)
Total

Gongabun Bus Park Departure (Workday)

Tempo

Total
Minibus

Tempo
Large Bus
Micro Bus

Minibus
Daytime

Large Bus
Micro Bus
Nighttime

Figure 6.3.3 Total Number of Buses by Type at the Old Bus Park and Gongabun Bus Park (Departure)

Figure 6.3.4 and Figure 6.3.5 show hourly variation of bus arrivals and departures at both bus
parks. Most of bus arrivals and departures began at 4:00 and continued in 16 hours until 21:00. This
 Final Report
Data Collection Survey on Traffic Improvement in Kathmandu Valley

250 250

200 200

150 150

Tempo Tempo
Micro Bus Micro Bus
100 Minibus 100 Minibus
Large Bus Large Bus
Total Total
50 50

0 0
6:00‐7:00
7:00‐8:00
8:00‐9:00
9:00‐10:00
10:00‐11:00
11:00‐12:00
12:00‐13:00
13:00‐14:00
14:00‐15:00
15:00‐16:00
16:00‐17:00
17:00‐18:00
18:00‐19:00
19:00‐20:00
20:00‐21:00
21:00‐22:00
22:00‐23:00
23:00‐0:00
0:00‐1:00
1:00‐2:00
2:00‐3:00
3:00‐4:00
4:00‐5:00
5:00‐6:00

6:00‐7:00
7:00‐8:00
8:00‐9:00
9:00‐10:00
10:00‐11:00
11:00‐12:00
12:00‐13:00
13:00‐14:00
14:00‐15:00
15:00‐16:00
16:00‐17:00
17:00‐18:00
18:00‐19:00
19:00‐20:00
20:00‐21:00
21:00‐22:00
22:00‐23:00
23:00‐0:00
0:00‐1:00
1:00‐2:00
2:00‐3:00
3:00‐4:00
4:00‐5:00
5:00‐6:00
Old Bus Park Arrival (Holiday) Old Bus Park Departure (holiday)
80 100

90
70
80
60
70

50 60
Tempo Tempo
50
40 Micro Bus Micro Bus
Minibus 40 Minibus
30 Large Bus Large Bus
30
Total Total
20 20

10 10

0
6:00‐7:00
7:00‐8:00
8:00‐9:00
9:00‐10:00
10:00‐11:00
11:00‐12:00
12:00‐13:00
13:00‐14:00
14:00‐15:00
15:00‐16:00
16:00‐17:00
17:00‐18:00
18:00‐19:00
19:00‐20:00
20:00‐21:00
21:00‐22:00
22:00‐23:00
23:00‐0:00
0:00‐1:00
1:00‐2:00
2:00‐3:00
3:00‐4:00
4:00‐5:00
5:00‐6:00
0
9:00‐…
10:00‐…
11:00‐…
12:00‐…
13:00‐…
14:00‐…
15:00‐…
16:00‐…
17:00‐…
18:00‐…
19:00‐…
20:00‐…
21:00‐…
22:00‐…
23:00‐…
6:00‐7:00
7:00‐8:00
8:00‐9:00

0:00‐1:00
1:00‐2:00
2:00‐3:00
3:00‐4:00
4:00‐5:00
5:00‐6:00

Gongabun Bus Park (Holiday) Gongabun Bus Park Departure (Holiday)

Figure 6.3.5 Hourly Bus Traffic Variation at the Old Bus Park and Gongabun Bus Park (2)

3) Average Number of Passengers

Bus OD interview survey included counting passengers in the bus. The results are shown in Table
6.3.3. It showed that the number of passengers in arriving buses was less than in departing buses.
Table 6.3.3 Average Number of Passenger of Bus
Microbus Minibus Large Bus
Arrival 7.3 12.3 18.4
Old Bus Park
Departure 16.0 22.4 32.7
Gongabun Bus Arrival 4.2 6.1 15.2
Park Departure 6.2 8.9 30.5
Source: JICA Survey Team

4) Operation Frequency of Buses

Interviews with bus drivers were conducted to get information on operation frequency of buses.
The maximum operation frequency was ten times a day, and the minimum was one to three times a
month. Disposition of bus types is common in both bus parks, that is microbuses were the most
frequent, followed by minibuses, and large buses were the least.

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50.0% 60.0%
45.0%
50.0%
40.0%
35.0% 40.0%
30.0%
30.0% Micro Bus
25.0% Micro Bus
20.0% Mini Bus 20.0% Mini Bus
15.0% Large Bus Large Bus
10.0% 10.0%

5.0%
0.0%

8‐/month
1/day
2/day
3/day
4/day
5/day
6/day
7/day
8/day
9/day
10/day
10‐/day
1‐3/month
4‐7/month
0.0%
1day

2/day

3/day

4/day

5/day

6/day

7/day

8/day

9/day

10‐/day
10/day

Old Bus Park Gongabun Bus Park

Figure 6.3.6 Operation Frequency of Buses from the Old Bus Park and Gongabun Bus Park

6.3.3 Bus Passengers at the Old Bus Park and Gongabun Bus Park

(1) Number of Passengers

According to the average number of passengers, the total number of passengers from/to bus parks can
be estimated. Around 88,000 passengers, which were 3.6% of the total population of the Kathmandu
Valley, were assumed to pass the Old Bus Park as the bus park used on every workday.
Table 6.3.4 Number of Passengers to/from Bus Parks
Microbus Minibus Large Bus Total
Arrival 8,300 12,100 1,900 22,400
Old Bus Park
Departure 17,400 25,000 3,600 46,000
Gongabun Bus Arrival 1,000 3,700 3,300 8,000
Park Departure 1,400 5,400 5,200 12,000
Source: JICA Survey Team

(2) Trip Purpose

Passenger interview survey was conducted to passengers departing from the Old Bus Park and
Gongabun Bus Park. Interview items include personal information such as age, occupation, trip
purpose, origin and destination, access mode, bus fare, etc.
The trip purpose of bus passengers is shown in Figure 6.3.7. At the Gongabun Bus Park, the
percentage of “To Home” was larger because it included daily returns to home as well as returns to the
countryside.

Old Bus Park 20.1% 8.5% 37.9% 3.9%

3.4% To Work
To School
To Home
Business
Gongabun Bus Park 11.7% 3.1% 56.7% 5.8%
0.6%
Others

0% 20% 40% 60% 80% 100%

Figure 6.3.7 Trip Purpose of Passengers Departing from the Old Bus Park and Gongabun Bus Park

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(3) Travel Time Frequency

Figure 6.3.8 shows the accumulated travel time frequency of passengers departing from the two bus
parks. Fifty percent of passengers departing from the Old Bus Park completed their travel within 45
minutes. In contrast to Old Bus Park, 50% of passengers from the Gongabun Bus Park traveled for
more than two hours.

25.0% 100.0%
90.0%
20.0% 80.0%
70.0%
15.0% 60.0%
50.0%
10.0%
Old Bus Park 40.0% Old Bus Park
Gongabun Bus Park 30.0% Gongabun Bus Park
5.0% 20.0%
10.0%

0.0% 0.0%

0‐15min

15‐30min

30‐45min

45‐60min

60‐90min

2‐3hr

3‐4hr

4‐5hr

5hr‐
90‐120min
3‐4hr

4‐5hr
0‐15min

2‐3hr

5hr‐
15‐30min

30‐45min

45‐60min

60‐90min

90‐120min

Percentage Accumulated Percentage

Figure 6.3.8 Travel Time Frequency of Passengers Departing from Old Bus Park and Gongabun Bus
Park

(4) Access Mode to Bus Parks

The primary access mode to the Old Bus Park was by tempo, and 75% of passengers arrived by modes
other than walking. Since the Old Bus Park served as the central terminal within the survey area,
passengers accessing the Old Bus Park by walking were limited. According to the function of transfer
station to all over the Nepal, the primary access modes to the Gongabun Bus Park were by tempo and
minibus, and only 6% of access mode was by walking.

Walk 0.0% 6.2% 4.2% 0.4%

0.0% Walk
Bicycle 4.0%
Bicycle
13.0% Motorcycle 0.2%
15.8% Motorcycle
24.1% Car Car
0.7%
Truck Truck
21.1% 2.5%
Taxi Taxi
0.2% 32.6% Tempo
Tempo 36.6%
1.9% Minibus Minibus
30.3% Bus
Bus
Others
6.1% Others

Old Bus Park Access Mode to Gongabun Bus Park

Figure 6.3.9 Access Mode to the Old Bus Park and Gongabun Bus Park

(5) Trip Frequency

Figure 6.3.10 shows that 86% of the passengers used bus more than once a day at the Old Bus Park. In
contrast, 49% of passengers used bus a few times per year at the Gongabun Bus Park for travel to
remote areas.

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Old 2.0% 2.8%

8.6% 77.3% 2.2% 3.3%
 Bus Park 3.8%

Gongabun 2.8%
6.3% 7.7% 6.3% 8.0% 19.7% 49.2%
Bus Park

Over 2 times per day Every day ( 1 time) A few days per week

Once per week A few days per month Once per month
A few days per year

Figure 6.3.10 Trip Frequency of Passengers Departing from the Old Bus Park and Gongabun Bus
Park

(6) Request on Bus Operations

The requirement for bus service improvement was questioned in the bus passenger interview survey.
More than 50% of passengers at the Old Bus Park requested improvements on travel time and fare.
Naturally, passengers at the Gongabun Bus Park requested improvements on safety and comfort for
long trips.

Time (less time for travel)

Fare (cheaper fare)
1.2%
Old Bus
26.6% 26.2% 18.1% 2.8% 15.4% 7.9% Safety(more safety drive)
Park
1.8%
Station (more stations/bus stops)

Frequency (more frequency)
1.2%
Gongabun Information( more information)
20.5% 16.5% 25.9% 2.4% 27.9% 2.2%
Bus Park 3.4%
Comfortability (more
comfortable vehicle)
Other

Figure 6.3.11 Requests on Bus Operations by Bus Passengers

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