Final Report KRR 5 31

Government of Nepal
Ministry of Physical Infrastructure and Transport
Department of Road
Planning and Monitoring Division

Road Safety and Traffic Engineering Unit
Road Safety Inspection of Kathmandu valley Ring

Road (H16)
ID: DoR/rstu/3373314/075/076) rsi-06
Submitted by:
Rapid Engineering Services Pvt. Ltd.
March, 2019
ACKNOWLEDGEMENTS
This report has been prepared by Rapid Engineering Services Pvt. Ptd. for Department of Roads
(DoR), after the brief study of road safety aspect of Kathmandu Ring Road (KRR). This report
includes the major aspects of road safety of four-lane Urban Arterial Highway with service road on
both sides. The safety issues identified after the field observation and analysis have been combined
to the various types of road user perspective such as issues related to the pedestrian, two-wheelers,
public transport users as well as private car users. The road safety recommendations for the KRR
have been categorized in the three classes as immediate, mid-term and long term measures.
The team would like to express thanks to the Director General, Mr. Rabindra Nath Shrestha, DDGs
Mrs. Pramila Bajracharya, Mr. Sanjay Shrestha, Mr. Rajendra Sharma, Mr. Deepak Bhattarai, and mr.
Keshav Kumar Sharma for their technical input to the study. Similarly, Unit Chief Mr. Dip Barahi and
Engineer Mrs. Bandana Acharya are thankful for their continuous support during the study.
The team would like to express thanks to the DDG Mr. Saroj Pradhan, for his encouragement and
suggestion during the draft report presentation of this assignment. Similarly, we would like to
appreciate to the Chief of the Road Division Office, Lalitpur Mr. Amrit Mani Rimal for his
contributions during field observation and deciding the safety measures for critical road sections.
Rapid Engineering Services Pvt. Ltd

Kathmandu, 2019
Final Report/ Road Safety Inspection of Kathmandu Ring Road 2

ABBREVIATIONS
KRR Kathmandu Ring Road
KKR Kalanki - Koteshwor Road
BS Bus Stops
PDS Pick -up and Drop Stops
CH Chainage
DoR Department of Roads
TGSI Tactile Ground Surface Indicators

CONTENTS
ACKNOWLEDGEMENTS ..................................................................................................................................... 2
ABBREVIATIONS ................................................................................................................................................... 3
CONTENTS ............................................................................................................................................................... 4
LIST OF FIGURES ................................................................................................................................................... 7
LIST OF TABLES ................................................................................................................................................... 10
CHAPTER 1. INTRODUCTION ................................................................................................................. 11

1.1 Background ....................................................................................................................................................... 11
1.2 Objectives of the assignment ..................................................................................................................... 12
1.3 Scope of the assignment .............................................................................................................................. 12
1.4 Methodology adopted................................................................................................................................... 12
1.4.1 Road safety assessment ..................................................................................................................... 12
1.4.2 Road safety Inspection ....................................................................................................................... 14
1.5 Study Area ......................................................................................................................................................... 15

1.5.1 Kalanki - Koteshwor Road (South Section)................................................................................ 16
1.5.2 General Cross-section ......................................................................................................................... 17
1.5.3 Traffic flow and road alignment ..................................................................................................... 18
1.5.4 Kalanki - Koteshwor Road (Northern section)......................................................................... 20
CHAPTER 2. FOUR LANE URBAN ARTERIAL..................................................................................... 21

2.1 Urban road classification ............................................................................................................................ 21
2.2 Functions of an Arterial Street.................................................................................................................. 21
2.3 K-K Road section and Classification ....................................................................................................... 21
2.4 Urban road Access management ............................................................................................................. 22
2.5 Central median and road safety ............................................................................................................... 23
2.6 Spacing of median opening: ....................................................................................................................... 23
CHAPTER 3. FIELD OBSERVATION ...................................................................................................... 25
3.1 Highway Cross-section................................................................................................................................. 25
3.2 Carriageway separation marking ............................................................................................................ 25
3.3 Assessment of traffic exit and entry from Main traffic lane ......................................................... 26

3.4 Cross-sectional features along K-K Road Section ............................................................................. 29
3.5 Case of Kathmandu – Bhaktpur road project...................................................................................... 30
3.6 Access control .................................................................................................................................................. 31
CHAPTER 4. INTERSECTION TRAFFIC MOVEMENT ....................................................................... 32
4.1 Intersections along the KRR ...................................................................................................................... 32
4.2 Intersection traffic at Northern Section of KRR................................................................................. 32
4.3 Existing traffic flow at intersection......................................................................................................... 33
4.4 Traffic movement after the construction of central median ........................................................ 34
4.5 Traffic movement after the improvement of layout ........................................................................ 34
CHAPTER 5. TRAFFIC CONTROL DEVICES AND ACCESS MANAGEMENT ................................ 35
5.1 Traffic signs along the existing K-K road Section.............................................................................. 35
5.2 Pavement Marking ......................................................................................................................................... 36
5.3 Pedestrian Crossing....................................................................................................................................... 37
5.4 Access management along the K-K road............................................................................................... 39
5.4.1 Access from the adjacent land (local road) ................................................................................ 39
5.4.2 Access to the main highway (opening the outer separator)............................................... 41
5.4.3 Access to the main highway (median opening) ....................................................................... 42
CHAPTER 6. SPECIFIC ROAD SAFETY ISSUES ALONG KRR .......................................................... 44

6.1 RS issues along K-K section of KRR......................................................................................................... 44
6.1.1 Space utilization .................................................................................................................................... 44
6.1.2 Pedestrian crossing movement ...................................................................................................... 44
6.1.3 Pedestrian sidewalk ............................................................................................................................ 45
6.1.4 Access road geometry ......................................................................................................................... 46
6.1.5 Open drain along the road edge ..................................................................................................... 47
6.1.6 Roadside guardrail ............................................................................................................................... 47
6.1.7 Roadside kerb and object marking................................................................................................ 48
6.1.8 Marking of Outer separators ............................................................................................................ 48
CHAPTER 7. RECOMMENDED ROAD SAFETY MEASURES ............................................................ 49

7.1 Speed Reduction Measure .......................................................................................................................... 49
7.2 Construction of Central Median ............................................................................................................... 50

7.3 Installation of street lights along outer separator ............................................................................ 51
7.4 Improving the Intersection layout .......................................................................................................... 51
7.5 Provision of additional overhead pedestrian bridges ..................................................................... 54
7.6 Management of turning movements ...................................................................................................... 54
CHAPTER 8. SITE SPECIFIC RS RECOMMENDATIONS.................................................................... 55
8.1 Koteshwor Bhatbhateni: providing the pedestrian crossing ....................................................... 55
8.1.1 Type-I: pedestrian crossing .............................................................................................................. 56
8.1.2 Type-II Pedestrian Crossing ............................................................................................................. 57
8.2 Manahara Bridge ............................................................................................................................................ 58

Pedestrian crossing and U-Turning at Balkumari ........................................................................................... 59
8.3 Satdobato (in front of swimming complex) ........................................................................................ 59
8.4 Nakkhu Dobato................................................................................................................................................ 62
8.5 Dhobighat .......................................................................................................................................................... 64
8.6 Sanepa Chowk and Balkhu ......................................................................................................................... 64
8.7 Proposed traffic management scheme at Balkhu ............................................................................. 67
8.8 Four-leg Intersections improvements:.................................................................................................. 68
CHAPTER 9. CONCLUSIONS AND RECOMMENDATIONS ............................................................... 69
9.1 Short term recommendations ................................................................................................................... 69
9.2 Long term recommendations .................................................................................................................... 69
REFERENCES ........................................................................................................................................................ 71
ANNEX I: PHOTOGRAPHS ................................................................................................................................ 72
ANNEX II: TENTATIVE QUATITIES OF WORKS ...................................................................................... 73

LIST OF FIGURES
Figure 1: Stages of Road Safety .................................................................................................................................... 13
Figure 2: Various stages of Road Safety Actions ................................................................................................... 14
Figure 3 Kathmandu Ring Road alignment ............................................................................................................. 15
Figure 4 general Cross-section of K-K section of KRR ........................................................................................ 17
Figure 5: Kathmandu Valley Ring Road and Traffic Flow (source: JICA) ................................................... 19
Figure 6 K-K road section alignment and major traffic junctions ................................................................. 20
Figure 7: Chaotic traffic flow along the ring road (Northern Section) ........................................................ 20
Figure 8 Minimum spacing of access to the highway (Class-II) ..................................................................... 22
Figure 9 Minimum access from the service road to the Class II road (NRS, 2070) ................................ 23
Figure 10 Median opening location ........................................................................................................................... 24
Figure 11 General Cross-section for K-K road section of KRR ........................................................................ 25
Figure 12 Carriageway width and pavement marking ...................................................................................... 26
Figure 13 Entrance of the traffic from service road to the main lane.......................................................... 26
Figure 14: Traffic flow at the exit point from the main traffic lane .............................................................. 27
Figure 15 Construction of central median: reduction of crossing conflicts .............................................. 28
Figure 16 Traffic conflicts with the turning movement (prevailing practices in the field) ................ 28
Figure 17 Opening of the outer separator at the same section: higher crossing conflict .................... 29
Figure 18 A typical four lane highway with central median............................................................................ 31
Figure 20 Traffic movement (existing intersection layout)............................................................................. 33
Figure 21 Intersection with the proposed central median .............................................................................. 34
Figure 22: Improvement of intersection layout with right-turn lane .......................................................... 35
Figure 23: Chevron marking ......................................................................................................................................... 36
Figure 24: Pavement marking at the curved path................................................................................................ 37

Figure 25: Mid block pedestrian crossing with the signal ................................................................................ 38
Figure 26: Access to the service lane (one-way traffic movement) form local road ............................. 40
Figure 27: Access road and service–lane junction with two-way traffic movement ............................. 40
Figure 28: Opening of outer separator on front of local access road ........................................................... 41
Figure 29: Providing shift for Green belt opening from access road junction ......................................... 42
Figure 30: Providing opening to the central median for Right turning (U-turning) traffic ................ 43
Figure 31: The case of locating the openings in front of access road junction......................................... 43
Figure 32: Taxi parking along main road and pedestrian movement ......................................................... 44
Figure 33: Surface of the sidewalk ............................................................................................................................. 45
Figure 34 Sidewalk and overhead bridge approach ........................................................................................... 46
Figure 35: Access road at Koteshwor area.............................................................................................................. 46
Figure 36: uncovered side drain at Koteshwor area........................................................................................... 47
Figure 37: Open side drain along the Dhobighat section .................................................................................. 47
Figure 38: Transverse bar marking ........................................................................................................................... 49
Figure 39: New Jersey Concrete barrier as central median at Koteshwor- Tinkune Road ................. 50
Figure 40: restriction of U-turn and right turn traffic by the construction of central median .......... 51
Figure 41: typical layout of intersection with the provision of right turning lane ................................. 52
Figure 42: Ekantkuna - Nakkhu Dobato section ................................................................................................... 53
Figure 43: Balkhu intersection..................................................................................................................................... 53
Figure 44: location reference of Koteshwor Bhatbhateni (Pedestrian Crossing) ................................... 55
Figure 45: Manahara Bridge location indicating the criticalsites .................................................................. 58
Figure 46: Recommended traffic management scheme at Manohara Bridge approaches and at
Balkumari ............................................................................................................................................................................. 59
Figure 47: Satdobato Chowk (providing the U-Turn in front of Swimming complex) ......................... 60
Figure 48: Recommended Traffic management scheme at Satdobato and infront of Swimming
Complex ................................................................................................................................................................................. 61
Figure 49: Nakkhu dobato junction: to be reconstructed as four-leg junction ........................................ 62

Figure 50: Traffic flow at Nakkhu dobato (after reconstructing the four-leg junction) ..................... 63
Figure 51: Reconstruction of Dhobighat for making T-Junction .................................................................... 64
Figure 52: Balkhu and Sanepa at KRR....................................................................................................................... 65
Figure 53: Balkhu Intersection traffic flow scheme ............................................................................................ 67
Figure 54: Traffic flow scheme and provision of: right-turn lane and median central median ........ 68

LIST OF TABLES
Table 1: Technical parameters of the K-K road section ..................................................................................... 16
Table 2: Major parameters of Urban Arterial Roads........................................................................................... 22
Table 3: number of crossing conflict points for various cases ........................................................................ 27

CHAPTER 1. INTRODUCTION
1.1 Background
Kathmandu Valley is facing several traffic related problems from last decades. These have been
increased due to the traffic as well as population growth. One of the major issues can be
considered as traffic congestions at major intersections. It resulted in the reduction of average
travel time for people for daily trips within the Valley. Therefore, congestion reduction at the
intersection points is vital for the better mobility as well as increase the travel speed. Most of the
road links in Kathmandu are two-lane roads except the Kathmandu-Bhaktpur road.
The heavily congested part of the Kathmandu Ring Road Expansion Project the southern sector
was considered for the improvement of project. This project was intended to upgrade the
previous two-lane road into the four-lane urban arterial road with the two-lane service road on
both sides.
China undertook the improvement of the most congested section of KRR on the request of
Government of Nepal in 2011. Third Railway Survey and Design Institute Group Corporation
carried out the survey and design. The Henan Provincial Communications Planning Survey and
Design Institute Co. Ltd undertook the construction supervision of the KRR project. The Southern
part of KRR from Kalanki (CH 10+600) to Koteshwor (CH 20+994) is the section of KRR for
improvement with the length of 10.395 Km.
After the completion of the construction for upgrading the previous narrow (two-lane) road has
been handed over to the Government of Nepal on February, 2019. The wide urban arterial road
after the completion has faced serious allegations charges of being unsafe. Public issues regarding
the safety of pedestrian as well as other road users have been critically raised. Most important
theme on the four lane arterial road is the cross-section, which do not have proper separation of
the main traffic directional flow. Furthermore, wide carriageway without the provision of
streetlights creates very difficult for pedestrian as well as other vehicular movements.
Similarly, Kathmandu Ring Road other than the improved section (Kalanki - Koteshwor) has
facing serious problem regarding traffic congestion as well as safety. The intersections along the
alignment of KRR starting from Kalanki, Sitapaila Chwok, Balazu Chowk, Buspark Chowk,
Narayangopal Chowk, Chabahil Chowk, Gaushala Chowk, Airport Chowk and Tinkune are major
intersection point to be considered for improvement in future. Furthermore, existing traffic
control devices such as traffic signs and pavement markings do not meet the fundamental
requirement along this section of KRR. This section of the KRR which is to be improved is
described as Northern Section of Ring Road (NPRR) in this study.
In this context, Department of Rods (DoR) has taken initiation for assessing the safety aspects of
this newly built (upgraded) road section along with the other part of the Kathmandu Ring Road.
Major part of this assignment is to identifying the safety issues along the Ring Road and
recommendations for the preventive measures.

1.2 Objectives of the assignment
The main objective of the assignment is to identify safety issues along the Kathmandu Ring Road
(KRR) and recommend the appropriate safety measures. Specific objectives are as:
 Reviewing the existing road cross-sectional elements for the safe, comfortable and
convenient vehicular movement of all road users,
 Identifying the Road safety issues at each links of Kathmandu Ring Road,
 Recommending the appropriate road safety measures for KRR,
1.3 Scope of the assignment
The DoR has formulated the scope of this assignment on the basis of post-construction road
safety issues. Main activities performed during the assignment have been summarized as
below:
a) Conduct field level road safety inspection of entire length of Kathmandu Ring Road
(KRR),
b) Reviewing the design parameters of recently constructed Kalanki - Koteshwor Road
(KKR) section of KRR,
c) Conducting the field level observation of road elements for the safety point of view,
d) Conduct interaction with stakeholders on the issues of access management,
e) Field level traffic observation for the assessment of critical movements creating
potential conflicting situations,
f) Traffic control and traffic conflict analysis at major intersections of KRR,
g) Reviewing the impact of direct access to the Road safety,
h) Perform the additional road safety issues such as paring, bus pick-drop activities,
i) Perform safety and operational study for the existing and future traffic flow rates, and
suggest the appropriate road diets,
j) Recommend the suitable and cost effective road safety, measures for the
improvement of KRR,
1.4 Methodology adopted
Road Safety Inspection of KRR has been conducted for the identification of Road Safety (RS)
issues and recommendations of corrective measures. The initial office work for the collection
relevant data, field level safety observations, interactions with stakeholders and report
preparation are major stages of the Road Safety Inspection. The brief methodology adopted for
this assignment is described in the successive sub-topics.
1.4.1 Road safety assessment

Road Safety Audit is a formal examination of a future road or traffic project or an existing road, in
which an independent team reports on the projects crash potential and safety performance. It has
the great potential for improving safety and is most cost-effective when it is applied to a road or
traffic design before the project is built. It can be conducted on any design proposal that involves

changes to the ways road users will interact, either with each other or with their physical
environment. When the road safety audit is conducted, the designer of the new project remains
responsible for the design. As a matter of good practice and as part of quality management
approach, the designer should make regular, informal checks of the physical safety of a design as
it progresses.
The road safety audit provides, at regular intervals, for an independent assessment to be made by
a team specifically skilled in the areas of crash prevention and road safety engineering. Road
Safety Inspection (RSI) is a systematic, on-site review, conducted by road safety expert an existing
road or section of road to identify hazardous conditions, faults and deficiencies that may lead to
serious accidents. Road hazards and safety issues detected with this activity are described in a
written report, for which a formal response by the relevant road authority is required. RSI is
recognized as infrastructure safety management tool in several countries; however, procedures
for its practical implementation differ from country to country. Description of activities under the
RSI consists of a mixture of Road Safety Audit, ordinary road maintenance inspection and black-
spot intervention. The elements to be addressed in RSI should be known risk factors for accidents
or injuries. Inspections should be standardized and designed to ensure that all elements included
are assessed in an objective manner. The RSI report should be standardized; its contents should
include a description of detected safety issues and of proposed corrective measures.
Figure 1: Stages of Road Safety
Road authorities must guarantee adequate levels of safety on existing roads. To reach this goal,
advanced road safety management considers not only traditional corrective measures but also
the whole infrastructure life cycle itself. This includes interventions to reduce the influence of
hazards using general quantitative knowledge on factors affecting the safety of road facilities.

At the planning stage, a Road Safety Impact Assessment (RIA) is performed to assess the impact of
plans on safety. This may be a new bridge that may or may not be intended to raise the safety
level; or the assessment of a wider scheme i.e. the plans for upgrading the safety level of a total
network or area.
At the design stage, a Road Safety Audit (RSA) is carried out to ensure that a new road schemes
operate as safely as possible for all road user groups. RSA consist of the examination of road
schemes at the different stages of project development (starting with the preliminary design),
before or shortly after a road is opened to traffic.
Once the road is operational, the safety level of an existing road may be improved through several
types of procedures: Black Spot Management, Network Safety Management and Road Safety
Inspections.
Black Spot Management (BSM) consists of identification, analysis and treatment of black spots.
Black spots are defined as any location that has a higher expected number of accidents than other
similar locations because of local risk factors. Network Safety Management (NSM) is the
identification, analysis and treatment of hazardous road sections. Hazardous road section is any
section that has a higher expected number and severity of accidents than other similar road
sections, as a result of local and section based accident and injury factors. Road Safety Inspection
(RSI) is carried out to identify traffic hazards related to the road environment characteristics and
propose interventions to mitigate the detected hazards.
Figure 2: Various stages of Road Safety Actions
1.4.2 Road safety Inspection

The core of the road safety inspection consists of the preparation of check-list, field level sites
visits for identifying issues, analysis of conflicting cases and preparation of alternatives safety
measures. The checklist for the inspection is generally consists of the following sub-headings:
• Functional analysis of the road

• Cross sections,
• Alignment,
• Intersections/Junctions,

• Traffic control devices,
• Service and rest areas (petrol stations, restaurants, shopping facilities, parking
places etc.) and other trip generation or attraction locations,
• Parking, Loading and Deliveries,
• Traffic signing, Markings,
• Street Lighting,
• Road side features (including slopes, plantings, civil engineering structures,
drainage ditches and other obstacles),
• Passive safety installations,
• Public Transport stops and related facilities,
• Needs of pedestrians and cyclists (extra sidewalks and crossings)
1.5 Study Area
Kathmandu Ring Road is Major road link in Kathmandu Valley connecting the three Districts. The
Kathmandu Ring Road (KRR) has been classified as National Highway category (Code H016). It
serves as the main arterial road in Kathmandu Valley. It has been constructed for the purpose of
reducing the traffic congestion along radial road from Central Business District (CBD). Therefore,
it serves as one of the major transport link in Kathmandu Valley. In the present scenario, this road
link is facing heavy traffic movement creating huge congestion at major intersections. The general
alignment of this road is shown in the figure below. The entire KRR is described into the two sub-
headings in this report as Kathmandu Ring Road (Southern Section) and Kathmandu Ring Road
(Northern Section). The southern section is taken as the newly constructed section from Kalanki
to Koteshwor of about 10 km length. The remaining part of the KRR which is planned to upgrade
is considered as northern section.
Northern Section of KRR
Southern Section of KRR
Figure 3 Kathmandu Ring Road alignment

1.5.1 Kalanki - Koteshwor Road (South Section)
After the tremendous increase in the population, Kathmandu valley is facing the difficulties in the
mobility and accessibilities. Population density caused the higher trip generation and demand in
the transport routes and modes. Kathmandu Ring Road was built for accommodating higher
traffic flow avoiding central city congestion issues. Therefore, it is intended to ease the traffic flow
with the relatively higher speed for higher volume. Kalanki - Koteshwor section is one of the
major sections higher traffic flow in Kathmandu. Therefore, it has been upgraded into the four
dedicated lanes with the service road on both sides.
Kalanki - Koteshwor road section has been built as the urban arterial road. Major technical
parameters fo the newly built section of KRR is as below.
Table 1: Technical parameters of the K-K road section
Parameters Main Road Service Road

Road Class Urban Arterial Road -
Design Speed 50 km/h 20 km/h
Number of lanes 4 lanes of dual 2 lanes of single
carriageway carriageway both
sides
Right of way 50 m
Setback 6 m both sides
Road Width 15.5 m 7.5 m
Road clearance (m) 5.0
Minimum circular curve radius for normal 400 70
crown section (m)
Recommended circular curve radius for actual 200 40
elevation (m)
Minimum circular curve radius for actual 100 20
elevation (m)
Minimum length of easement curve (m) 45 20
Maximum longitudinal grade recommended 5.5 8

(%)
Maximum longitudinal grade limitation (%) 7 9
Minimum length of longitudinal slope section 130 60

(m)
Convexity vertical curve limit minimum radius 900 100

(m)
Convexity vertical curve general minimum 1350 150
radius (m)

Parameters Main Road Service Road
Concave vertical curve limit minimum radius 700 100
(m)
Concave vertical curve general minimum 1050 150
radius (m)
Length of minimum vertical curve (m) 40 20
Pavement structure Asphalt Concrete Asphalt Concrete

pavement pavement
Design load of bridge and culvert Maintain the China Road Class - I
original bridge
standards
Seismic peak ground acceleration 0.3 g 0.3g
Chainage from to 10+600 (Kalanki) 20+994 (Koteshwor)
1.5.2 General Cross-section

The previous two lane KRR has been upgraded to the four lane with service road in both sides
from Kalanki to Koteshwor. Kalanki -Koteshwor road (KKR) section of the KRR is considered as
the heavily congested road in Kathmandu Valley. Technically, every road widening projects are
intended to enhancing the roadway capacity. Generally, the roadway capacity is related to the
number of lanes. However, in the context of network level capacity is different than the capacity
of individual road links. Therefore, KRR road upgrading is taken as the enhancement of road
capacity by the increase in the number of lanes. The change in the cross-sectional dimensions
(number of more lanes) and additional elements shall be introduced. General cross-section of
KRR is shown in the figure below.
Figure 4 general Cross-section of K-K section of KRR
The footpath has been combined with the covered type of road drains in many parts of the k-K
road section. The width of the footpath is built differently due to the site constrains and expected
pedestrian flow rate. In some places, footpath has been built with the Tactile Ground Surface
Indicators (TGSI). The pedestrian crossing facility in the form of overhead bridge and Crossing
marking at the junctions have been managed. However, pedestrian flow and related facility is
considered major issue in this road section. The pedestrian issues and recommended measures
are discussed in the next chapters of this report.

Service roads in both-sides are intended for the movement of relatively slow moving vehicles,
including the public buses. The width varies from the 6.0 m to 7.5 meter with the kerb footpath.
Bus stops and pick-up and drop stops (PDS) have been constructed in the interval of pedestrian
demand.
Service roads have been constructed to control access and minimize interference with operations
on the through-traffic along main carriageway. The service roads have been separated with the
main carriageway by the construction of a 1.5 m wide outer separation strip paved with the
concrete blocks.
The main carriageway with the 15.5 m width has been provided for the two-way traffic flow. The
central line marking has been provided for the directional flow separation. It has also raised
serious issue regarding the safety. It is very likely to get the head-on collision type of crash
between opposite directional traffic flow. Furthermore, the two-way traffic flow at night creates
glare to the drivers from opposite direction.
1.5.3 Traffic flow and road alignment

Kathmandu Valley is experiencing the rapid growth urbanization trend since two decades. It has
brought the higher traffic growth rate. The higher travel demand in such urban area forced to the
expansion of its road network. In fact, the planned way of urbanization requires more logically
developed road network. However, Kathmandy Valley road network is not well managed in terms
of intra urban trip generation and its distribution. Similarly, the interrelations between land-use
pattern and the transport infrastructure has not been taken into due considerations while
developing each of them. In such context, Department of Roads and Kathmandu Valley
Development Authority has taken an essential step toward the expansion of road geometry. In
line with these initiatives, many road links in Kathmandu valley has been widened.
The Kathmandu Ring Road, classified as the National Highway category (H16) is a very suitable
for catering the higher traffic demand. It could serve as the main arterial road link for Kathmandu
Valley. The principle and purpose of the construction of ring road mainly facilitates the diversion
of CBD traffic flow. It could serve for north-south as well as east-west bound through traffic to
avoid the city center congestion. In this regard JICA has conducted traffic study for the
preparation Kathmandu Valley Road Master Plan in 1993 and update data collection was carried
out in 2011. These studies have shown the major improvement in the construction of Ring Roads
in Kathmandu Valley.

Figure 5: Kathmandu Valley Ring Road and Traffic Flow (source: JICA)
Kathmandu Ring Road (KRR) alignment has been selected for the better management for
avoiding the heavily congested city center. Traffic count data at the several stations in Kathmandu
Valley by DoR shows that the highest traffic volume in Nepal is noted down as per the figure
below. This data on traffic volume shall be taken as the warrant for the signalized intersections in
many junctions in Kathmandu.
K-K road section has been taken as most important section of the ring road for widening into the
four-lane. This alignment is taken as the main link which connects Kalanki and Koteshwor. This
two nodes are very complicated traffic flow junctions in Kathmandu. In addition to these
junctions this K-K road section passes through other major traffic junctions as Balkhu, Satdobato
and Gwarko.

Stations AADT, PCU
58 20333
59 34380
60 59518
61 46869
63 54213
64 90582
65 65015
66 49075
68 71818
72 21585
74 26733
158 38289
160 56555
Figure 6 K-K road section alignment and major traffic junctions
1.5.4 Kalanki - Koteshwor Road (Northern section)

Northen sector of the Kalanki - Koteshwor Section is existing two lane road. Alignment of this
road section passes major traffic junctions as Balaju, Narayangopal Chowk, Chabahil, Chabahil,
Gaushala, Airport and Tinkune. This road has been planned for widening into the four-lane.
Traffic control devices such as pavement marking as well as traffic signs are lacking along this
road sector. The traffic flow along this road section during the peak hour becomes chaotic,
causing delay and uncomfortable for passenger traffic as well as pedestrian traffic. The general
view of the traffic flow can be observed in the figure below.
Figure 7: Chaotic traffic flow along the ring road (Northern Section)

CHAPTER 2. FOUR LANE URBAN ARTERIAL
As per the design document of the K-K Road section of KRR, it was classified as urban arterial
road. The functional as well as technical parameters for this class of the road have been
determined as per the urban arterial road. For the understanding of the functional
importance of an arterial road, overall classification of urban road needs to be defined.
2.1 Urban road classification
Urban roads are classified in consistent with the hierarchy of movement. As per the IRC
86:1983, urban roads are classified as below.
a. Arterial
This type of roads in an urban are intended for the through traffic, usually on a continuous
route.
b. Sub-arterial
It is the general term for a street primarily for through traffic usually on a continuous route
but offering somewhat lower level of traffic mobility than the arterial.
c. Collector street
A Collector Street is a street for collecting and distributing traffic from and to local streets and
also for providing access to arterial streets.
d. Local Street
A Local Street is a street primarily for access to residence, business or other abutting
property.
2.2 Functions of an Arterial Street
In an urban road network is it serves as principle link for through traffic flows. Significant
intra-urban travel such as between central business district and outlaying residential area or
between major sub-urban centers takes place on this system. It is essential for arterials to
ensure efficient movement of through traffic. The arterial are generally divided highways
with full or partial access. Parking, loading and unloading activities are usually restricted and
regulated. Pedestrians are allowed to cross only at intersections.
2.3 K-K Road section and Classification
As per the design document of the construction of KKR section of KRR is designated as Urban
Arterial road class. However, design speed of the same document shows as 50 kmph. As per
the IRC 86:1983, design speed for Arterial Street is given as 80 kmph. Similarly, AASHTO,
2001 (geometric design of highways and street) mentions the design speed of an urban
arterial street is 50-100 kmph. Traffic flow and pedestrian crossing facilities indicate this road

section is considered as urban arterial road. K-K Road section of KRR could be analyzed from
the various standards and aspects as below.
Table 2: Major parameters of Urban Arterial Roads
Standards Design speed, RoW, m Pedestrian crossing Intersection

Kmph
IRC 86:1983 80 50 - 60 At Regulated/at

intersection/overhead level
(divided bridge
carriageway)
2.4 Urban road Access management
Urban arterial roads shall be managed the access for the purpose of disturbances to the major
traffic flow. In the K-K Road section, the service road has been separated with the Outer
Separation. Generally, access roads do not have direct link to the main traffic lane. The
junction of access road and service road allow only left turning traffic flow. Therefore, It
ensures the safety and reduces the severity of the road crash.
The central carriageway of 15.5 m width and dedicated four-lane and service road on both
sides manage the access from the approach roads. Most of the places access road have been
restricted for direct mixing into the main traffic lanes.
As per the Nepal Road Standard, 2070 (NRS, 2070), access to the private property from Class
II should not be at less than 300 m interval. In the case of parallel service road the connection
from these roads to the highway should not be less than 750 m interval.
Figure 8 Minimum spacing of access to the highway (Class-II)

Figure 9 Minimum access from the service road to the Class II road (NRS, 2070)
2.5 Central median and road safety
K-K road section of KRR has not been provided with the central median which is one of the most
important tools to create a safe and efficient highway system. The design and placement of
median openings is an integral component of a corridor that manages access and minimizes
conflicts. Medians are provided for the following purpose:
 Vehicular Safety — medians reduce crashes caused by traffic turning right, head-on and
crossover traffic, and headlight glare, resulting in fewer and less severe crashes
 Pedestrian Safety — restrictive medians provide a refuge for pedestrians crossing the
highway. Fewer pedestrian injuries occur on roads with medians.
 Operational Efficiency — medians help traffic flow better by removing turning traffic from
through lanes. A roadway with properly designed medians can carry more traffic, which
can reduce the need for additional through lanes.
 Aesthetics – In addition to safety and operations, medians can improve the appearance of
a corridor. If landscaped, the median can lessen water runoff and enhance air quality.
2.6 Spacing of median opening:
The location of median openings has a direct relationship to operational efficiency and traffic
progression. To assure efficient traffic operations, full median openings should only be at
locations which are thoughtfully placed along the corridor. Full median openings should be
limited to the following situations:
• Signalized intersections or those expected to be signalized.
• Intersections that conform to the adopted median opening spacing interval, or are
separated from neighboring median openings so they will not interfere with the
deceleration, queuing or sight distance of the full opening.
• Divided carriageways where the traffic volume provides numerous opportunities for
right-turns and crossing maneuvers from the intersecting access connection to be made
with little or no delay.
• Stopping Sight distance to vehicles on the roadway is sufficient for:

o drivers to observe activity at the median opening and to proceed without
decelerating if the median opening is unoccupied, and
o for a driver making a right-turn into the roadway to do so without interference
with traffic on the roadway.
As per Indian practices for four lane divided highway, the median openings shall not be spaced
closer than 2 km and additional controlled openings could be provided for inspection, and
diversion of traffic during repair and rehabilitation period.
Similarly, median opening shall not be provided in front of the service road entry. The distance
between the service road entry and the median opening shall be at least equal to the sum of
length of acceleration lane, weaving length, and deceleration length. This distance shall however
be not less than 150 m.
Figure 10 Median opening location
All median openings shall be provided with additional shelter lane by the side of median in
both directions for waiting of vehicles to take U-turn for higher traffic volume. The length of
median opening shall not be less than 20 m.

CHAPTER 3. FIELD OBSERVATION
The team of the KRR safety assessment has conducted the field observation during the study
period. It has identified various safety issues related to the K-K Road section of KRR Road.
3.1 Highway Cross-section
KK- Road section of the KRR cross section is generally dedicated four-lane road with service road
on both sides. The service road has been separated by the construction of outer separation of 1.5
m wide concrete block construction. Only about 18 m width has been constructed out of total
Right of way (RoW) of fifty meter. The general cross-section is shown in the figure below.
Figure 11 General Cross-section for K-K road section of KRR
The road cross-section elements have been described as below:

 Main Traffic carriageway for two way traffic movement separated by the continuous line
of 15.5 m wide;
 Out Separator of 1.5 m;
 Service roads: two service road of 7.0 m width each;
 Footpaths: both sides footpaths of 2.5 m width
3.2 Carriageway separation marking
The road plan with the marking has been described as the total of eight traffic lane has been
managed by the pavement marking and construction of outer separator.

Figure 12 Carriageway width and pavement marking
3.3 Assessment of traffic exit and entry from Main traffic lane
The traffic stream from the main lane can exit its lane to the service road and vice versa. These
sections are major conflict points along this road. These exit and entrance points are being used
for U-turn purpose as well. Therefore it has created very dangerous point from the conflicting
point of view.
Figure 13 Entrance of the traffic from service road to the main lane

Figure 14: Traffic flow at the exit point from the main traffic lane
The opening provided in the outer separator is creating major safety issues along the K-K section
of KRR. Traffic conflict points (especially crossing conflicts) at those openings are increased. The
number of crossing conflicts in the following cases has been shown in the figure below.
Table 3: number of crossing conflict points for various cases
Traffic maneuvers at the opening Number of crossing Cases

conflicts
Only exit at the Exit section or Only entry at the 0 Figure 13 and
Entrance section Figure 14
Only exit and entry movement at the Exit or 1 Figure 15

Entrance section
The exit or entrance (are used for) turning 13 Figure 16

movement opening at only one side of the outer
separator
Turning, Exit and Entry movement at the Exit or 16 Figure 17

entrance on both outer separator (across the
road)

Figure 15 Construction of central median: reduction of crossing conflicts
Figure 16 Traffic conflicts with the turning movement (prevailing practices in the field)

Figure 17 Opening of the outer separator at the same section: higher crossing conflict
3.4 Cross-sectional features along K-K Road Section
The objective of constructing outer separation of the K-K section of the KRR is to separate traffic
flow along the service road and main road. However, it is necessary to allow traffic to exit or enter
into the main road. Therefore, outer separators are provided with opening for this purpose.
Details of the openings along the existing outer separator are as below. Similarly other roadside
features have been recorded in the table below.
Footpath Tactile Pavement/

Location(with Signage
Coordinate Type/Obstruction/Feat Ramps/Railing/Str
direction) Inventory
ures/Kerb-stone eet Light/Extra
85.313 2.45m footpath,0.2m kerb
Mahlaxmisthan tactile
27.661 and no obs
85.321 Chapagaun 2.45m footpath,0.2m kerb Intersection
tactile
27.658 dobato and no obs sign
85.342
Footpath stops between (200m from balkumari bridge)
27.674
85.341 Balkumari 2.45m footpath,0.2m kerb
no tactile
27.672 bridge and no obs
85.349 6m footpath, obs by 3 big Solar light, Bus stop
Koteshwor pari pole(1.2m) and 5 small (95m) both side, 6
27.65 pole , parking and market shade of 4m each

Footpath Tactile Pavement/
Location(with Signage
Coordinate Type/Obstruction/Feat Ramps/Railing/Str
direction) Inventory
ures/Kerb-stone eet Light/Extra
2.45m Footpath with
85.316, Thasikhel
0.2m Kerb, 0.55m tactile Give way
27.662 Chowk
pavement
Intersection
No tactile (2m to 2.4m Ahead sign;
Kusunti -
Footpath), 0.8m drainage Give way sign
Ekantakuna
within the footpath width on Jawalakhel
side
No parking sign
83.3311, Footpath width upto 4m
Yatayat Office in divider
27.665 on right side
empty space
2.45m footpath, tactile
85.306,
Nakhu Chowk pavement, giveway sign Need Zebra cross
27.668
and 20kmph sign
2m footpath, 55T and 20T
Balkhu Brigde sign, direction sign at No Tactile pavement
bridge
Balkhu -
Under Construction phase
Kalanki
3.5 Case of Kathmandu – Bhaktpur road project
Bhaktapur-Kathmandu road extension project has been completed in 2011. It was the first
experience in building and using the divided highway with dedicated four lane traffic. Safety was
major issue raised just after the completion of the road project. Number of road accidents has
been abruptly increased along this road. The mobility objective was achieved; however, safety
was major concern for pedestrian and other road user. Major accident prone area was identified
at the intersection point. Construction of overhead pedestrian bridges were devised just after the
opening it for traffic operation.
Major parameters of this road project can be highlighted as below:
 Four lane dedicated highway was provided with the central median of three meter width.
 Service road has been provided between intersection points. Generally, median opening
has not been provided in between the intersections.
 Intersections were designed for the traffic signal system.
 Overhead pedestrian bridges have been constructed at major intersection points,
 Intersection interval (spacing of opening at central median) is about 500 m in average.
The lesson learnt from this project could be implemented in other such project-roads as below:

 Road accidents are major issues to be addressed during construction and operation of six
lane roads. Road safety measures shall be properly planned during the design stage as
well.
 Opening of the central median shall be minimized and limited to the intersection spacing.
The connections between service road and main road shall also be limited within the
intersection points up to the one km distance between intersections.
3.6 Access control
People for the adjacent land property and other activities always demand for access to the
highway movement. At the same time, through traffic always desire for the uninterrupted flow. As
the traffic flow becomes significant in volume it requires the road to be upgraded into the four
lane system. In general, four-lane highways are provided with the central median for the
directional separation of traffic flow which would be a good measure to eliminate head on
collision type of crash and reduce glare effect during night time movement. Therefore the first
stage (the construction of central median) restricts the right turn which avoids the crossing
conflicts to the main traffic stream. The construction of central median therefore, allows the
traffic from the access road to turn on the left only option. The right turning traffic are stream-
lined (merging maneuver) to the left turn direction initially, and this stream of traffic would get
the opportunity to turn to the right at the point of median opening. Therefore, central median are
provided with the opening at the specified interval as shown in Figure 10. The central medians
are provided with the opening by considering the safety, capacity and speed of the traffic flow and
the same time the ease in the traffic management.
Figure 18 A typical four lane highway with central median
A case study of the construction of central median has shown that restrictive medians have a
significant safety benefit. In 1993, an evaluation of urban multilane facilities in Florida revealed
that the crash rate for corridors with restrictive medians is 25% lower than those with center
turn lanes.
Similarly, in the context access management by the construction of median has been proven the
safety and efficient in traffic management perspective.

CHAPTER 4. INTERSECTION TRAFFIC MOVEMENT
4.1 Intersections along the KRR
Kathmandu Ring Road is facing the traffic congestion and severe issues of safety manly at the
major intersections. The Improved section of Ring Road from Kalanki to Koteshwor also have
exposing the severe congestions as well as safety cases. These are Gwarko, satdobato, Ekantkuna,
and Balkhu. These intersection improvement indication have been recommended by redesigning
the layout and reshaping the cross-sections in the next Chapter of the study.
The remaining part of the KRR from Kalanki to Koteshwor in the clockwise direction i.e. northern
section of ring road (NSRR) is existing two lane road. All the intersections along the northern
section shall be taken into considerations in the planned improvement project. Major
intersections along this part of the KRR are : Sitapaila Chowk, Swayambhu, Banasthali Chowk,
Balazu, Machhapokhari Chowk, Buspark, Gongabu, Samakhusi, Basundhara Chauki, Basundhara,
Narayangopal Chowk, Dhumbarahi, Sukedhara, Chabahil, Gaushala, Airport, Tinkune and
Koteshwor. These intersections shall immediately be improved by providing the traffic sign and
pavement marking. In the intermediate period major intersections can be improved by changing
the layouts.
4.2 Intersection traffic at Northern Section of KRR
The northern section of the KRR which is to be improved has facing critical traffic congestion
issues at major junctions. The three leg intersection at Ring Road (four-lane) and four leg
intersection can be improved by improving the layouts and restriction of right-turn traffic. The
four lag intersections can be devised with traffic signal as well as providing central median to the
approach roads.
Three leg intersections

4.3 Existing traffic flow at intersection
Existing traffic movement and conflicting situations are given in the figure below.
Figure 19 Traffic movement (existing intersection layout)

4.4 Traffic movement after the construction of central median
The central median shall play the role of streamlining the flow. It would restrict the overtaking
movement at the intersection and make an orderly flow. The advantages of this interventions is
evaluated in terms of reduction in head-on collision as well as traffic interfere due to the non-
observance of overtaking and U-turning rules.
Figure 20 Intersection with the proposed central median
4.5 Traffic movement after the improvement of layout
It is strongly recommended that the intersection shall be redesigned for new geometry with the
additional right turning lane. It would be more appropriate for the enhancing the traffic capacity
and safety of the vehicular as well as pedestrian movement.

Figure 21: Improvement of intersection layout with right-turn lane
CHAPTER 5. TRAFFIC CONTROL DEVICES AND ACCESS MANAGEMENT

Traffic control devices for the Kathmandu ring road are highly important for the proper traffic
management aimed at the road safety. In fact, traffic management along the ring road is
dependent only on the manual operation i. e traffic police. However, passive form of the traffic
control devices are also important such as pavement and object marking, traffic signs and traffic
signals at the intersection. Traffic signs, markings and signals are recommended as per the Traffic
Sign Manual, published by DoR. These are explained in detail in the following sub-topics.
5.1 Traffic signs along the existing K-K road Section
Traffic signs are most important road furniture in the terms of traffic management. These are
important for the aesthetic as well as functional elements for the objectives of road safety. These
are mainly, informative, warning and mandatory types. The existing ring road does not have
sufficient number of traffic signs. Even along the newly constructed K-K road section does not
possesses required number and types of signals. Furthermore, some of the traffic sign along this
ring road have been erected incorrectly. The warning sign of type A2 has been installed in the
incorrect way. It has been illustrated in the Annex I photographs. The case of traffic sign along the
K-K road section can be explained as below:
Traffic sign at Intersection: A driver along the approach to the intersection shall be firstly
warned and informed about the various traffic maneuvers at the coming intersection. Similarly,
he/she shall be enforced to follow the traffic rules by providing some regulatory types of traffic
signs. Traffic Sign Manual warning set of traffic signs are warning of speed, pedestrian crossing
and warning for turning traffic stream.
Traffic sign at access road junction: These types of junctions are points of meeting of service
lane and access road. These types of junctions are managed by the warning sign A2. The access
junction may be traffic light regulated or simply with the signs.

Traffic signs at the pedestrian crossing: there are mainly two types of traffic signs are erected
at the Zebra -Crossing. These are warning and informatory signs.
Traffic sign pedestrian overhead bridge: traffic sign for the information of the approaching
pedestrian overhead bridges shall be managed as per the Traffic Sign Manual. These
Speed limit signs: existing speed limit signs along newly built road section are of 50 kmph ans
20 kmph for main road and service road respectively. However, vehicles are over-speeding along
the most of the mid-block sections of the road. Speed reduction is most important factor for
minimizing the number of road accident and its severity. Therefore, speed reduction
recommendations are described separately in the next separate chapter.
Details of the traffic signs and proposed location are given in the annex of the report.
5.2 Pavement Marking
Pavement marking is one of the important traffic control devices. In the K-K road section, the
marking has been done in the limited types. The central line marking and lane lines are put in the
full length, however, the object marking; as well the edge marking, no-parking line marking and
traffic lane arrows are not painted in sufficient quantity. The Chevron marking in front of median
separator and other are not made in this road section. Traffic Sign Manual has several provisions
for the pavement marking which could be apply in this road section.
Figure 22: Chevron marking

Figure 23: Pavement marking at the curved path
5.3 Pedestrian Crossing
The general requirement of pedestrian crossing along the Arterial road is to allow only at the
intersection. However, some additional pedestrian crossings (Zebra Crossing) are recommended
along the K-K section due to the consideration of high pedestrian volume. These are constructed
as the signalized pedestrian crossing as per Traffic Sign Manual. The pedestrian crossing shall be
regulated by the pedestrian operated signal. It would make safer pedestrian movement.
Following places are recommended to make the pedestrian crossing pavement marking.
 Near to the Bhatbhateni at Koteshwor,

 At the approach of Balkumari Bridge
 At Chapagaun Dobato Chowk (not marked at the existing intersection)
 At Mahalaxmistan Chowk (not marked at the existing intersection)
 In front of Transport management Office (in long plan it is recommended to construct the
Pedestrian Overhead bridge)
 Nakkhu dobato (recommended to construct intersection)
 Dhobikhola access road (newly made crossing at Megha Hospital)

 Start Hospital (newly constructed)
 Near to the Sita Petrol Pump (Khasi bazaar)
Figure 24: Mid block pedestrian crossing with the signal

5.4 Access management along the K-K road
Access management for the K-K road section of KRR has been taken as the critical issues in terms
of traffic management, safety and traffic. The access control to the main highway has been
provisioned by the construction of service lane (frontage road) separated by the green belt. One-
way traffic movement along the service lane has eliminated the crossing maneuvers at the service
lane, which makes sure the relative safety of the traffic stream. Opening provided at the green belt
gives the opportunity to merge the traffic from service lane to the highway traffic. Similarly, the
opening at the central median provides the opportunity for U-turn of the highway traffic. These
scenarios of the access management are described below.
5.4.1 Access from the adjacent land (local road)

This road has provision of access from the most of the local road (collector) without any
restriction. However, the access from the adjacent land depends upon the requirement. Most of
the establishment has been provided the access to the service lane. Traffic maneuver and
conflicting scenario in this case is shown in Figure 25. The 5.5 m wide service lane road is
intended for providing and transition movement to the traffic stream from the access road to the
nearest opening at the green belt. The traffic flow from and to the service road has the chances of
merging and diverging conflicts respectively.
Traffic movement along the service lane (frontage road) with the 5.5 m width has been
considered for one-way traffic movement. If the traffic movement for both directions is allowed,
the number of conflicting cases will arise significantly. At the same time, U-turn from the green
belt opening will also be occurred. Traffic entering to the service lane from the main could be
performed at any intersections.

Figure 25: Access to the service lane (one-way traffic movement) form local road
Similar case of the access road and the service lane with two –way traffic movement creates more
conflicting cases. Illustration for this case is shown in
Figure 26: Access road and service–lane junction with two-way traffic movement

Figure 27: Opening of outer separator on front of local access road
5.4.2 Access to the main highway (opening the outer separator)

Traffic flow from the service lane (local traffic) is generally not desired for through traffic it
intends to get access as soon as possible to the main highway. The opening at the green belt
provides the opportunity to get into the main highway. General approach of the green belt
opening in front og the local access road conflict cases are raised significantly more than the
previous case.
The conflicting case can be improved if the green belt opening is shifted to the far from that
location. The shift of green belt opening from the access road junction shall be equal at least to
distance required for merging, diverging and waiting for opportunity to get access to the main
highway. The improvement of the traffic safety and minimum disturbance to the traffic flow can
be achieved by providing shift as shown in Figure 28.
This alternative of providing the shift between access road and green belt opening promotes
always the progressive type of traffic movement and reduces the crossing conflicts. However, the
traffic from the main highway does not get the direct access to the local road. Before getting
access to the local junction, traffic stream from the main highway needs to travel a certain
distance along the service road.

Figure 28: Providing shift for Green belt opening from access road junction
5.4.3 Access to the main highway (median opening)

The spacing of the central median opening shall be maintained as per the standard however,
location of the central median opening just in front of the access road or just in front of the green
belt opening shall be avoided so as to eliminate the crossing conflicts. The shape of the central
median could be changed depending upon the number of right-turning traffic. The full width of
the central median is generally reduced by tapering the width to the minimum and forming the
bay for waiting the right-turning traffic. However, the U-turn form the tapered width (minimum
width) is not comfortable and may disturb the opposite traffic along both lanes.
The case of the opening of central median and green belt are just in front of the access road
junction is generally avoided due to the increased number of conflicting cases. This case is
illustrated in

Figure 29: Providing opening to the central median for Right turning (U-turning) traffic
Figure 30: The case of locating the openings in front of access road junction

CHAPTER 6. SPECIFIC ROAD SAFETY ISSUES ALONG KRR
The correction of road safety issues which has been identified in the field observation is
important issue for the improvements in the traffic conflict which are potential for any types of
accident. The major issues have been illustrated in the Annex of this report. Some of the common
issues are explained below.
6.1 RS issues along K-K section of KRR
6.1.1 Space utilization

K-K road has been widened for the four lane traffic movement. It has been observed that most of
the places the carriageway space is being used for the unwanted vehicle parking and stopping.
This creates the traffic hazards and reduces roadway capacity. Specially, the carriageway parking
and vehicle stopping at Koteshwor and Balkhu area are noted for safety hazard.
Figure 31: Taxi parking along main road and pedestrian movement
6.1.2 Pedestrian crossing movement

The urban arterial roads have the requirement of grade separated pedestrian crossing or the
pedestrians are allowed only at the intersection. Due to the less number of pedestrian overhead
bridges and the non-provision of Zebra-crossing pedestrians are forced to cross the road
anywhere. This can be resolved by the stage-wise approach as below:
 Making pedestrian crossing (Zebra-crossing) with proper sign and marking. It is

recommended to make an signalized Zebra-crossing. These pedestrian crossing facilities
are combined with the speed reduction measures before approaching to the section.
 Construction of footpath railing as well as barrier on the top of the outer separators.
 Construction of additional pedestrian overhead bridges,

6.1.3 Pedestrian sidewalk
Pedestrian side walk shall be properly considered the walking surface, start/end ramp,
consistency in the width, ramp for crossing places, and proper TGSI. The pedestrian sidewalk
(footpath) shall be constructed in the network level. This issue has been very seriously raised by
the local people along the K-K road. The proper walking facility is one of the important
requirements of urban street design. However K-K road section does not meet these requirement
as below:
 Sidewalk and drainage cover have been built for dual purpose. The surface of the side
walk is not suitable for walking,
 Sidewalk approach at the pedestrian bridges as well as at other places shall be corrected
for safer pedestrian mobility.
 Absence of ramp is very common problem along this road. Many issues have been
illustrated in the annex of the report.
Figure 32: Surface of the sidewalk

Figure 33 Sidewalk and overhead bridge approach
6.1.4 Access road geometry

The most of the access road approaching to the service road do not meet the geometric
requirement. These shall be constructed with the proper signage as well as marking. I some
places it shall be designed as signalized one. Most important issues is the turning radius, meeting
gradient and access width. All the access road shall be re designed for proper geometri and traffic
control devices. Most critical issues are illustrated in the annex of the report. An example is
shown in the figure below.
Figure 34: Access road at Koteshwor area

6.1.5 Open drain along the road edge
Most of the places along the K-K road th side drains especially at the cut sections have not been
covered. It is potential safety hazard. These drains are recommended to cover by the construction
of concrete cover with consideration of safety of vehicular and pedestrian movement.
Figure 35: uncovered side drain at Koteshwor area
Figure 36: Open side drain along the Dhobighat section
6.1.6 Roadside guardrail

K-K road section possesses the crash guardrails in many places. However, the length shall be
extended to the full hazardous section. Further theses guardrails are not visible during the night.

Similarly, these guardrails are not suitably treated at the end. Most of the issues have been
illustrated in the annex of the report.
6.1.7 Roadside kerb and object marking

The road side kerb and other object adjacent to the carriageway shall be painted with the
black/white strip. Especially at the bridges kerb and parapets shall be painted properly. These
shall be made as per the Traffic Sign Manual.
6.1.8 Marking of Outer separators

Outer separators are started and ended at the junctions except to the exit and entrance points.
These ends shall be properly visible from the suitable distance to guide the traffic movement
during the night driving. The ghost-island marking shall be made before the actual end of the
outer separator.

CHAPTER 7. RECOMMENDED ROAD SAFETY MEASURES
7.1 Speed Reduction Measure
Speed is one of the most important factors to consider during the application of any road safety
measures. In K-K road section especially along the long stretch of mid-block part have to reduce
the speed of the by posting traffic sign (A22) and construction of transverse bar marking as
shown in the figure below as per the IRC 99-218: Guidelines for Traffic Calming Measures for
Urban and Rural Areas. Speed reduction approach is generally done before the pedestrian
crossing or any other hazards.
Transverse bar marking made of thermoplastic markings applied to alert and to reduce the speed.
Number of sets of transverse bar marking on approach to hazardous location depending upon the
speed. Each set comprises of 6 bars, 200 to 300 mm wide 600 mm apart of 5 mm high. The typical
marking is shown as in the figure below. The thickness of 5 mm high is achieved through the two
applications of thermoplastic applied at an interval not less than 1 hour after the first layer gets
solidified.
Figure 37: Transverse bar marking
Speed reduction measures are recommended along the following sections of the K-K road section:
1. Along the cut sections of the down slope of the cut section before reaching to the
Balkumari bridge for the traffic from the Koteshwor along the main road and service road.

This transverse marking is applied from CH 20+500 to 20+200 of at least three sets at this
section.
2. Tentative from CH 18+200 to CH 18+425: This is applied the traffic coming from the
Satdobato Chowk. Minimum of five sets of Transverse bars will be made from the start of
the down slope along the main and service road before reaching to B & B Hospital.
3. Along the main as well as both service roads for safety of proposed pedestrian crossing in
front of the Transport Management Office at Ekantkuna.
4. In front of Megha Hospital (newly made pedestrian crossing) for traffic from both
directions.
5. In front of Star Hospital: before and after the newly built pedestrian crossing.
6. In front of Sita Petrol Pump at Khasi Bazar before and after the proposed pedestrian
crossing.
7.2 Construction of Central Median
Critical traffic movement along the K-K road sections can be mentioned as below:
 U-Turn from the central marking along the mid-block sections,
 Right turn and crossing conflicts by using the exit and entrance location provided by the
openings along the outer separator by the traffic from main as well as service lanes.
 Use of lane space by the traffic from opposite directions,
The central median of New Jersey types are recommended along the K-K road for separation of
traffic from opposite direction and prohibit the U-turn as well as right turn traffic except the
designated sections. The general 500 mm base width of 800 mm high typical section of New
Jersey concrete barrier is recommended.
Figure 38: New Jersey Concrete barrier as central median at Koteshwor- Tinkune Road

The major issue for using this type of concrete barrier is the vehicle hit at the start of such
barriers. Therefore, the end of such barriers shall be well marked by the reflectors and the fixing
of unbreakable rubber cones before or end of such barriers. Installation of such barriers shall be
made for full length from one intersection to another so that these shall not be start or end at the
mid-block road section.
The first priority for the construction of central median shall be at the exit and entrance provided
along the outer separator. The openings shall be well managed for U-turning traffic at the regional
interval by minimizing the conflicts with opposite traffic flow.
Figure 39: restriction of U-turn and right turn traffic by the construction of central median
7.3 Installation of street lights along outer separator
As the general practice, major urban roads shall have street lighting system by considering the
perfect visibility, comfort and safe driving. Both side outer separators could be used for the
erection of street light poles along K-K road section in the staggered pattern. It will facilitate the
good visibility for service as well as main road at the same time.
7.4 Improving the Intersection layout
Intersections are critical location for urban road network. They serve as the main indicator for
urban road network capacity. These locations are always trouble for traffic management and
safety. Most of the road accidents are occurred at the intersection points. Similarly, long queue of
traffic stream causing delay in travel time occurs at those locations. Improvement of cross section
geometry by the rational distribution of traffic stream along the specified lane is one of the
intersection improvement strategies. Along K-K road following intersection actions of
improvement are recommended:
 Layout improvement: existing intersections are not designed for the separate right turn
traffic flow. Layout improvement of the Gwarko, Satdobato, Chapagaun dobato,

Mahalaxmi Sthan, Nakkhu dobato are recommended to redesign. The additional right turn
lane shall be provided.
Figure 40: typical layout of intersection with the provision of right turning lane
 Installation of Traffic signal: traffic signals are most important for the urban road
network for the phase-wise traffic movement. It is intended to avoid conflict of the traffic
stream. The major the green signals are allocated as per the intensity of traffic. It is
recommended to have a coordinated system of traffic signals along the K-K road. Existing
manual system of traffic control at the intersection is problematic during peak hours
requiring more number of traffic police personnel. Gwarko, Satdobato, Chapagaun dobato,
Mahalaxmi sthan, Ekantkuna, Nakkhu, Balkhu intersections are recommended for the
installation of coordinated traffic signals.
 Ekantkuna and Nakkhu dobato Intersections: these junctions shall be treated in the
combined way. Existing K-K road had eliminated the previous Nakkhu dobato as the
junction. However, traffic flow from the south (Nakkhu) and north (Jawalakhel) of the K-K
road concentrated only at the Ekantkuna causing the traffic congestion. Therefore, the
Nakkhu dobato is recommended for relaying its previous junction. It could have rational
traffic distribution to both junctions.
 Balkhu Intersection: this is one of the heavily congested junctions along the K-K road. It
should be properly designed as a staggered type of junction with the adequate capacity
analysis.

Figure 41: Ekantkuna - Nakkhu Dobato section
Figure 42: Balkhu intersection

7.5 Provision of additional overhead pedestrian bridges
Exiting overhead bridges are at Koteshwor, B & B Hospital and Bhobighat. The Under
construction pedestrian overhead bridges are at Balkumari, Satdobato, Ekantkuna and Blkhu. It
recommended for constructing the additional pedestrian overhead bridge at the Ekantkuna in
front of the Transport Management Office.
7.6 Management of turning movements
The overall access management and turning movement regulation are done for whole section of
road in one approach. It should be analyzed from one intersection to another. The issues related
to the turning as well as U-turn shall be resolved by considering the following factors:
 Construction of central median with the proper opening for U-turn and right tuning
movement.
 Exit and entrance of the traffic from main road,
 Access road approaching to the service roads on both sides.
 Intersection traffic management
 Pedestrian crossing facility (Zebra-crossing)

CHAPTER 8. SITE SPECIFIC RS RECOMMENDATIONS
Site specific road safety recommendation are mainly consists of intersection layout improvement, provision of pedestrian crossing,
opening/closing the outer separators and providing full intersections. These are illustrated in the figures below. The basis descriptions
have been mentions in the above chapters.
8.1 Koteshwor Bhatbhateni: providing the pedestrian crossing
Figure 43: location reference of Koteshwor Bhatbhateni (Pedestrian Crossing)
Annex /Road Safety Inspection/KRR/ Site Specific Road Safety measures 55

8.1.1 Type-I: pedestrian crossing
This consists of pavement markings (F10, F2, F3 and F7) and traffic signs (B23 and C2)

8.1.2 Type-II Pedestrian Crossing
This is recommended along the relatively high speed section of the road

8.2 Manahara Bridge
Presently, Manahara bridge is one of the most chaotic traffic flow section of KRR. Traffic turning, lacking of pedestrian crossing, Reference
site location: Manahara bridge and Balkumari
Figure 44: Manahara Bridge location indicating the criticalsites

Pedestrian crossing and U-Turning at Balkumari
Figure 45: Recommended traffic management scheme at Manohara Bridge approaches and at Balkumari
8.3 Satdobato (in front of swimming complex)
Heavy traffic flow at Satdobato junction creates huge congestion during peak hour. Traffic condition improvement at Satdobato can be
done by providing U-turn provision in front of Swimming Complex. The right turning traffic (small vehicle and two wheelers) coming from
the Kumaltar could take right direction before the Satdobato and could get to Ring Road. The location reference and schematic diagram of
the traffic management scheme is shown in the figure below.

Figure 46: Satdobato Chowk (providing the U-Turn in front of Swimming complex)

Figure 47: Recommended Traffic management scheme at Satdobato and infront of Swimming Complex

8.4 Nakkhu Dobato
The Nakkhu dobato is not a junction at present. Therefore, traffic management at Ekantkuna junction is facing severe traffic congestion.
These two junctions shall be treated as one scheme for improvement. The Nakkhu dobato shall be reconstructed as for leg junction to
manage the traffic flow crossing the ring road either Ekantkuna or at Nakkhu dobato. The reference location and traffic flow scheme is
shown in the figure below.
Figure 48: Nakkhu dobato junction: to be reconstructed as four-leg junction

Figure 49: Traffic flow at Nakkhu dobato (after reconstructing the four-leg junction)

8.5 Dhobighat
KRR at Dhobighat is recently connected with the Balkhu - Dakshinkali Road by the construction of new bridge over Bagmati Road.
Therefore, traffic right turning at Balkhu intersection (light vehicles and two-wheelers) could come to the Dhobighat. It would ease the
traffic flow at Balkhu. Therefore, Dhobighat should be reconstructed as the three-leg junction (T-Junction). The schematic layout is given
in the figure below.
Figure 50: Reconstruction of Dhobighat for making T-Junction
8.6 Sanepa Chowk and Balkhu
Sanepa is one of the major curved portion of the KRR. In the present condition, traffic coming from the Sanepa (inside the ring road) are
not allowed to turn right. Therefore this traffic is misguided to take right turn in front of the Start Hospital (at the outer separator
opening). Furthermore, both of the outer separators are open in front of the Star Hospital, which creates the severe safety issues. A huge
number of crossing conflicts are met at that road section. Therefore, the entire length or ring road from Balkhu brisge to the Star Hospital

shall be considered as one solution for traffic management and safety improvement. The reference location of Sanepa and the traffic
management scheme is shown in the figure below.
Figure 51: Balkhu and Sanepa at KRR
All the crossing traffic movement (right turning as well as U-turning) at Start hospital shall be restricted by providing central median.
Similarly, traffic stream from the inside of ring road at Sanepa and along the Bagmati corridor road shall be allowed to right turn by
providing the opening the outer separator at the junction point as shown in the figure below.

8.7 Proposed traffic management scheme at Balkhu
Heavy traffic flow from the Kirtipur area and traffic along the KRR are creating the huge traffic congestion at Balkhu. This junction shall be
treated as a single junction (staggered type four-leg). Minor traffic improvement such as: reducing the traffic conflicting area and
restriction of right turning traffic shall be managed by the Channelizing the entire junction area. Furthermore, traffic along the Bagmati
corridor shall be managed by facilitating the under-bridge interchanges for light vehicles.
Figure 52: Balkhu Intersection traffic flow scheme

8.8 Four-leg Intersections improvements:
Four-leg intersections are major locations of creating traffic congestions along the KRR. The improved section of KK-section of Ring Road
has not the provision of right turning lane at those intersections. Therefore, reconstruction of right-turning lane before the junction point
is fundamental principal to ease the traffic flow at any junction. Further, traffic flow condition (traffic volume) warrantee for providing
signalized (intersection type) is satisfied the intersections along the ring road. General layout of the right-turning lane at the four-leg
intersection with the construction of central median is shown in the figure below.
Figure 53: Traffic flow scheme and provision of: right-turn lane and median central median

CHAPTER 9. CONCLUSIONS AND RECOMMENDATIONS
The major task for the improving the safety of KRR is to carryout road safety measures in the
integrated approach. The team of the expert has concluded as below:
a. The access management for the multi-lane road is critical issues thus shall be addressed in
advance instead of while implementing the project.
b. Priority for mobility or accessibility and their impact shall be well communicated with
stakeholders. So that issues for demanding the full access to the main traffic stream could be
minimized.
c. Recommendations for standards guidelines (four-laning)
d. Intersection detail design shall be conducted for its capacity and improvement
e. The northern Section of the KRR shall be designed with the consideration of safety aspects
mentioned in this study.
f. Traffic management scheme for urban arterial road shall be considered during the design of
the urban roads.
9.1 Short term recommendations
Overall recommendations for the short term implementation can be listed as below:
 Traffic signs and marking: these are prioritized for the pedestrian crossing and regulating
the traffic flow,
 Restriction of U-turn and right turning traffic by the construction of central median at the
exit and entrance points,
 Traffic management for U-turn and right turn traffic flow management for entire length,
 Installation of street lighting along the entire length of the road,
 Access improvement at the access road junctions,
 Removal or replacement of the carriageway of safety hazards such as poorly erected

barriers,
 Installation of delineators and crash guardrails at the suitable places,
 Improvement of pedestrian waking and crossing the access road by providing the ramp,
9.2 Long term recommendations
Long term safety related issues shall be considered for the non occurrence for the similar projects
as well as improving the safety of this road. The construction of infrastructure related items can be
Annex /Road Safety Inspection/KRR/ Site Specific Road Safety measures
69
taken for the long term item of safety improvement. These long terms are intended to be fulfilled
within the five year or more duration. However, taken into the availability of the resources these
could be done prior to that period. These recommendations are as:
 Construction of footpath railings and iron barrier (fence type grilled) on the top of the outer
separator,
 Construction of side drains cover along the existing open drains in the first stage. At the
second stage of the long term, the existing drain covers with the holes on the surface shall
be replaced,
 Improvement of road intersections by designing the layout and installation of traffic
coordinated signals at all the junctions.
 Four-lane urban arterial design standard shall be drafted for the uniformity in design,
construction and operation. It is recommended that the remaining section of KRR shall be
designed without the issues raised in this project.

70
REFERENCES
1. IRC: SP: 84: 2009; Manual of Specifications & Standards for four laning of Highways through
Public Private Partnership.
2. A policy on geometric Design of Highways and Streets , 2001; Fourth Editions, American
Association for State Highway and Transport Officials (AASHTO), USA
3. 2014 Median Hand Book, State of Florida Department of Transport, USA
4. IRC: 73: 1980, Geometric Design Standards of Design of Highways, The Indian road
Congress
5. IRC: 86: 1983, Geometric Design Standards of Urban Road in Plains, The Indian road
Congress
6. Nepal Road Standards, 2070 (first Revision), Department of Roads.
7. IRC 99:99-2018 Guidelines for the Traffic Calming measures for urban and rural areas
8. Detail Project Report, Belhiya – Butwal Road Project, Department of Roads (ACQMP)
consultants MEH Pvt. (ltd)- CEMAT Pvt. Ltd. JV.

71
ANNEX I: PHOTOGRAPHS

72
ANNEX II: TENTATIVE QUATITIES OF WORKS
Road safety Inspection Kathmandu Valley Ring Road

S.N Items Quantity Unit Remarks
1 Signalized Pedestrian Crossing, 345 Sq.m. Each 500mm mark and
Marking 500mm gap
2 Marking for central and lane line, whole length
Edge line, (repir of existing)
3 Drain Cover 4200 Running Calculated considering both
meter side
4 Stop Line marking 252 Sq.m. Before signalized cross,
pedestrian cross etc
5 Steel Barrier 600 m Running
Meter
6 Central Median (New Jersey 9500 m Running Each piece of the NJ barrier
Type): foe entire length of the K- meter shall be 5 m long, the ned
K road section except the piece of the barrier shall be
intersections appropriate for reflection
fitting
7 Street lighting (erected along the 400 nos
outer separator of 50 m spacing
on bith sides.
8 Footpath railing (Running meter) 18000 m
9 Signal at intersections (four leg) 8 set Balkumeri, Gwarko,
(with pedestrian phase signal Satdobato, Chapagaun
separate) dobato, mahalaxmisthan,
Ekantkuna, Nakkhu dobato,
Kalanki
10 Signal at intersections (Three leg) 7 set Manahari bridge East (L),
(with pedestrian phase signal Satdobato (swimmingpool)
separate) (L), Dhibighat Chowk (l),
Sanepa chwok(.R), Balkhu-1
(.R), Balkhu-2(L) , Khashi
bazar (L),
11 Signals for Signalized Pedestrian 4 Set Koteshwor Bhatbhateni,
Crossing (other than Ekantkuna ( infront of
intersections) Transport management
Office) Megha Hoapital, Start
Hospital,
12 Intersection improvement 5 nos. Balkumari, Nakkhu dobato,
(earthwork, pavement works, Dhibighat, Sanepa,
footpath all complete) and Khasibazar
demolishing the existing outer
separator and footpath

73
Recommendations for the Traffic Signs
S.N Items Nos. Remarks

1 A2 Sign 15 At minor legs
2 A10 sign 6 At present prepared bridge
3 A 18 Sign 4 After preparation of junction at
Balkumari and Narefat
4 A 23 Sign 4 2 Each of 50kmph and 20 kmph
5 B 1 Sign 8
6 B 2 Sign 8
7 B 4 Sign 2 At Balkhu
8 B 5 Sign 2 At Balkhu
9 B 7 Sign 4
10 B 10 Sign
11 B 17 Sign 32 At proposed location and major
intersection
12 B 18 Sign 3
13 B 19 Sign 3
14 B 23 Sign 36 At all intersection, all legs
15 C 2 Sign 36 At all intersection, all legs
16 C 5 Sign 4
17 C 10 Sign 8 Four Hospital and thus 8 Sign
18 C 15 Sign 12 Proposed to put at six segment on
both side
19 C 17 Sign 20

74

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Final Report KRR 5 31

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Government of Nepal

Ministry of Physical Infrastructure and Transport

Planning and Monitoring Division

Road Safety Inspection of Kathmandu valley Ring

Rapid Engineering Services Pvt. Ltd.

Rapid Engineering Services Pvt. Ltd

Final Report/ Road Safety Inspection of Kathmandu Ring Road 2

KRR Kathmandu Ring Road

KKR Kalanki - Koteshwor Road

PDS Pick -up and Drop Stops

DoR Department of Roads

TGSI Tactile Ground Surface Indicators

Final Report/ Road Safety Inspection of Kathmandu Ring Road 3

LIST OF FIGURES ................................................................................................................................................... 7

LIST OF TABLES ................................................................................................................................................... 10

CHAPTER 1. INTRODUCTION ................................................................................................................. 11

1.4.2 Road safety Inspection ....................................................................................................................... 14

1.5 Study Area ......................................................................................................................................................... 15

1.5.2 General Cross-section ......................................................................................................................... 17

1.5.3 Traffic flow and road alignment ..................................................................................................... 18

1.5.4 Kalanki - Koteshwor Road (Northern section)......................................................................... 20

CHAPTER 2. FOUR LANE URBAN ARTERIAL..................................................................................... 21

Final Report/ Road Safety Inspection of Kathmandu Ring Road 4

5.4.2 Access to the main highway (opening the outer separator)............................................... 41

5.4.3 Access to the main highway (median opening) ....................................................................... 42

CHAPTER 6. SPECIFIC ROAD SAFETY ISSUES ALONG KRR .......................................................... 44

6.1.2 Pedestrian crossing movement ...................................................................................................... 44

6.1.3 Pedestrian sidewalk ............................................................................................................................ 45

6.1.4 Access road geometry ......................................................................................................................... 46

6.1.5 Open drain along the road edge ..................................................................................................... 47

6.1.6 Roadside guardrail ............................................................................................................................... 47

6.1.7 Roadside kerb and object marking................................................................................................ 48

6.1.8 Marking of Outer separators ............................................................................................................ 48

CHAPTER 7. RECOMMENDED ROAD SAFETY MEASURES ............................................................ 49

Final Report/ Road Safety Inspection of Kathmandu Ring Road 5

8.1.2 Type-II Pedestrian Crossing ............................................................................................................. 57

8.2 Manahara Bridge ............................................................................................................................................ 58

ANNEX I: PHOTOGRAPHS ................................................................................................................................ 72

ANNEX II: TENTATIVE QUATITIES OF WORKS ...................................................................................... 73

Final Report/ Road Safety Inspection of Kathmandu Ring Road 6

Figure 1: Stages of Road Safety .................................................................................................................................... 13

Figure 2: Various stages of Road Safety Actions ................................................................................................... 14

Figure 3 Kathmandu Ring Road alignment ............................................................................................................. 15

Figure 4 general Cross-section of K-K section of KRR ........................................................................................ 17

Figure 8 Minimum spacing of access to the highway (Class-II) ..................................................................... 22

Figure 10 Median opening location ........................................................................................................................... 24

Figure 11 General Cross-section for K-K road section of KRR ........................................................................ 25

Figure 12 Carriageway width and pavement marking ...................................................................................... 26

Figure 15 Construction of central median: reduction of crossing conflicts .............................................. 28

Figure 18 A typical four lane highway with central median............................................................................ 31

Figure 20 Traffic movement (existing intersection layout)............................................................................. 33

Figure 21 Intersection with the proposed central median .............................................................................. 34

Figure 22: Improvement of intersection layout with right-turn lane .......................................................... 35

Figure 23: Chevron marking ......................................................................................................................................... 36

Figure 24: Pavement marking at the curved path................................................................................................ 37

Final Report/ Road Safety Inspection of Kathmandu Ring Road 7

Figure 33: Surface of the sidewalk ............................................................................................................................. 45

Figure 34 Sidewalk and overhead bridge approach ........................................................................................... 46

Figure 35: Access road at Koteshwor area.............................................................................................................. 46