TRIBHUVAN UNIVERSITY

INSTITUTE OF ENGINEERING

PASCHIMANCHAL CAMPUS (WRC)

GIS-BASED LAND USE AND ROAD NETWORK EVALUATION SYSTEM

(A CASE STUDY OF POKHARA CITY)

BY

ROMAN PANDIT

(071/MSIM-13)

A MID TERM THESIS REPORT

SUBMITTED TO THE DEPARTMENT OF CIVIL ENGINEEERING IN

PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE

OF MASTER IN INFRASTRUCTURE ENGINEERING AND MANAGEMENT

DEPARTMENT OF CIVIL ENGINEEERING

KASKI, NEPAL

OCTOBER, 2017
 COPYRIGHT

The author has agreed that the library, Department of Civil Engineering,
Paschimanchal Campus (WRC), may make this thesis freely available for inspection.
Moreover, the author has agreed that permission for extensive copying of this thesis
for scholarly purpose may be granted by the Professor, who supervised the project
work recorded herein or, in their absence, by the Head of the Department or
concerning M.Sc. Program Coordinator or dean of the Institute in which this thesis
was done. It is understood that the recognition will be given to the author of this thesis
and to the Department of Civil Engineering, Institute of Engineering, Paschimanchal
Campus (WRC) in any use of the material of this thesis. Copying or publication or the
other use of this thesis for financial gain without approval of the Department of Civil
Engineering, Paschimanchal Campus (WRC), Institute of Engineering and authors
written permission is prohibited.

Request for permission to copy or to make any other use of the material in this thesis
in whole or in part should be addressed to:

.....................................................

Head of Department of Civil Engineering

Paschimanchal Campus (WRC), Institute of Engineering

Pokhara, Kaski

Nepal

I
 TRIBHUVAN UNIVERSITY

INSTITUTE OF ENGINEERING
PASCHIMANCHAL CAMPUS (WRC)
DEPARTMENT OF CIVIL ENGINEERING

The undersigned certify that they have read, and recommended to the Institute of
Engineering for acceptance, a thesis entitled " GIS-Based Land Use And Road
Network Evaluation System (A Case Study Of Pokhara City) " submitted by Roman
Pandit in partial fulfillment of the requirements for the degree of Master of Science in
Infrastructure Engineering and Management.

Supervisor:
Dr. Krishna Bhandari
Institute of Engineering
Paschimanchal Campus (WRC)

Er. Hemant Tiwari

Institute of Engineering
Paschimanchal Campus (WRC)

External Examiner:

Program Coordinator:
Kishwor Kumar Shrestha
Department of Civil Engineering
Msc. in Infrastructure Engineering and Management
Date:

II
 ABSTRACT

This paper proposes road network evaluation technique based on land use for the
current road network of core area of pokhara city. Road network deals with the
development of a comprehensive plan for construction and operation of transportation
facilities. In order to develop efficient and better transport facility. It is necessary to
have a proper road network. To relieve the traffic congestion in urban areas, one
approach is to modify the current planning scheme based on the balance between
traffic supply and demand. The use of geographic information system (GIS) and
multi-criteria analysis (MCA) has helped planners to understand the road network
more easily and gives opportunity to decision makers to enter their own judgments.
This provides a better communication among the decision makers and the entire
community for creating a more open choice for analysis and possible changes if
necessary. In this study, road network has been evaluated on basis of land use
parameters with coupling with the road network attributes by spatial analysis in GIS
using different ancillary data layers and each layer weight-scoring has been computed
with MCA in spatial decision support system (SDSS). The ultimate saturation map
would provide the clear understanding of the links of the road network having
problem with the traffic supply and demand.

Key words: Road Network Evaluation, GIS, Land use, Saturation map

III
 ACKNOWLEDGEMENTS

I would like to begin by thanking the Institute of Engineering, Paschimanchal Campus

(WRC) for giving me the opportunity of pursuing my Master degree in Infrastructure
Engineering and Management. I am sincerely grateful to my thesis supervisor Dr.
Krishna Bhandari and Er. Hemant Tiwari for their continuous support, valuable
suggestions and guidance during the thesis work. Without their supervision and
constant help this thesis would not have been possible.

I am most grateful to Er. Anil Marsani for his valuable suggestions at the concept
stage. The good advice and support of Er. Kishwor Kumar Shrestha, Co-ordinator
M.Sc. in Infrastructure Engineering and Management has been invaluable, for which I
am extremely grateful.

I am very much thankful to my friends Mr. Shaligram Regmi, Mr. Tarapati Bhattrai,
Mr Prakash Koirala, Mr. Binodh, Mr. Sandip Duwadi, Mrs Sunita Poudel and Miss.
Sushmita Subedi who helped me during data collection and retrieving the data. And I
would like to express my deepest gratitude to Mr. Saurav Gautam for helping me to
shape the idea for the project and for his invaluable support during the data
downloading and secondary data collection, without their help the study would not
have been completed.

Last but not least, my everlasting gratitude goes to all my family members, my
parents Bijaya Raj Pandit and Saraswati Pandit; brother Shree Krishna and sister
Deepa and all other relatives and friends who were the source of inspiration and
encouragement throughout my academic carrier and particularly in this research work.

Roman Pandit

071/MSIM/1

October, 2013

IV
 TABLE OF CONTENTS
COPYRIGHT ..................................................................................................................I

ABSTRACT ................................................................................................................ III

ACKNOWLEDGEMENTS .........................................................................................IV

LIST OF FIGURES .................................................................................................. VIII

LIST OF TABLES .................................................................................................... VIII

LIST OF BAR CHART ............................................................................................ VIII

LISTS OF ABBREVIATION ......................................................................................IX

INTRODUCTION ............................................................................ 1

1.1. Introduction ..................................................................................................... 1

1.2. Problem Statement .......................................................................................... 2

1.3. Objective of Study........................................................................................... 2

1.4. Scope of Study ................................................................................................ 3

1.5. Organization of the report ............................................................................... 3

BASIC ASPECT OF ROAD NETWORK AND LANDUSE .......... 4

2.1. Road Network Capacity .................................................................................. 4

2.2. Network Design Capacity: .............................................................................. 4

2.3. Passenger Car Units ........................................................................................ 5

2.4. Land Cover ...................................................................................................... 6

2.5. Land use .......................................................................................................... 6

2.5.1. Agriculture Zone: ..................................................................................... 7

2.5.2. Residential Zone: ..................................................................................... 7

2.5.3. Commercial Zone..................................................................................... 7

2.5.4. Industrial zone .......................................................................................... 8

2.5.5. River and Lake-Reservoir Zone ............................................................... 8

2.5.6. Forest Zone .............................................................................................. 8

V
 BASIC ASPECT OF ARC GIS ........................................................ 9

3.1. General ............................................................................................................ 9

3.2. ARC GIS ......................................................................................................... 9

3.2.1. Topological modeling .............................................................................. 9

3.2.2. Geometric networks ................................................................................. 9

3.2.3. Map overlay ........................................................................................... 10

3.2.4. Graphic display techniques .................................................................... 10

3.2.5. GIS data mining ..................................................................................... 11

3.2.6. ArcView ................................................................................................. 11

3.2.7. ArcCatalog ............................................................................................. 11

3.2.8. ArcMap .................................................................................................. 12

3.2.9. ArcToolbox ............................................................................................ 12

LITERATURE REVIEW ............................................................... 17

4.1. Literature Review on Road Network Evaluation .......................................... 17

4.2. Literature Review on Land Use and traffic Evaluation................................. 18

RESEARCH METHODOLOGY ................................................... 22

5.1. General .......................................................................................................... 22

5.2. Site Selection ................................................................................................. 22

5.3. Methodology for Data Collection ................................................................. 23

5.3.1. Primary Data: ......................................................................................... 24

5.3.2. Secondary Data: ..................................................................................... 24

5.4. Methodology for Data Extraction ................................................................. 25

5.5. Methodological Framework .......................................................................... 27

DATA ANALYSIS ........................................................................ 28

6.1. Extraction of Data ......................................................................................... 28

6.2. Creating a Land Use map .............................................................................. 29

6.3. Creating Road Network Map ........................................................................ 30

VI
 6.4. Network Volume Capacity ............................................................................ 31

CONCLUSSION ............................................................................ 32

7.1. Summary and Conclusion ............................................................................. 32

7.1.1. Remaining Works .................................................................................. 32

7.2. Limitation of Research work ......................................................................... 32

REFERENCE ............................................................................................................... 33

APPENDIX 1: Traffic Volume Count ........................................................................ 35

VII
 LIST OF FIGURES

Figure 2-1: Land Use map Pokhara (1999, 2013).......................................................... 6

Figure 3-1 : Map Overlay ............................................................................................ 10
Figure 3-2 : ArcCatalog Preview ................................................................................. 12
Figure 3-3 : ArcMap Preview ...................................................................................... 12
Figure 3-4 : Arc Toolbox ............................................................................................. 13
Figure 3-5 : Spatial Analyst Toolbox........................................................................... 13
Figure 5-1: Location Map of Study Area ..................................................................... 23
Figure 5-2: A Framework for Proposed Methodology ................................................ 27
Figure 6-1 : Study Area Google Earth Image ............................................................. 28
Figure 6-2 : Land Use Map of Study Area .................................................................. 29
Figure 6-3 : Road Network Map of Study Area .......................................................... 30

LIST OF TABLES

Table 2-1: Passenger Car Unit (PCU), Nepal Road StandardError! Bookmark not
defined.
Table 5-1: Description of Data Used. .......................... Error! Bookmark not defined.

LIST OF BAR CHART

Bar 6-1: Observed Traffic omposition on Naya Bazzar sections ................................ 31

Bar 6-2: Observed Traffic Composition on New Road Section .................................. 31
Bar 6-3 : Observed Traffic Composition on Simalchaur Road.................................... 31

VIII
 LISTS OF ABBREVIATION

AASHTO = American Association of State Highway and Transportation

Officials

DOHUD = Department of Housing and Urban Development

DOS = Department of Survey

GIS = Geographic Information System

GoN = Government of Nepal

GPS = Global Positioning System

HCM = Highway Capacity Manual

HRMA = Horizontal Relative Moving Angle

MCA = Multi-Criteria Analysis

RS = Remote Sensing

VRMA = Vertical Relative Moving Angle

IX
 INTRODUCTION

1.1. Introduction
Transport is one of the key infrastructures of a country. A country economic status
depends upon how well served the country is by its roads, railways, airports, ports,
pipelines, and shipping. The rate at which a country economy grows is very closely
linked to the rate at which the transport sector grows. Urbanization and economic
development go together. Rapid urbanization can take place only if a country has a
good transport system. This transportation is carried on a specific guided known as
network. Urban road network planning demands efficient accessibility to more, better
and timely information. Urbanization is taking place ever so quickly that supply cannot
meet the demand and thus the society is caught in the whirlpool of change in urban
development. Road network planning is an extremely complex process, combining
political, socio-cultural, economic, natural and physical aspect of urban growth and
development.

As a result of urbanization and rapid development of society along with the increase in
standard of living, a series of traffic problems arise. The unbalance between supply and
demand is the direct cause of urban traffic problems, cities are currently in the
construction peak, to carry out research in this area and to facilitate the construction of
urban transport systems, effective coordination and interaction between land use and
transportation systems and mutual relations system is significant.

Road Network evaluation along with the Land use has high potential uses in our
country, where the coordination between the land use and transportation planning is
lacking in many aspects. Road planning deals with definition of circulation
infrastructure pavements, roads and terminals. It also covers the physical and
operational characteristics of public transport (Vasconcellos, 2001). Effective road path
is an essential interest of every developing country and acts as a means of
interconnectivity between different parts and regions within and outside the country.
Road network provides the countrys economic and social well-being for the mobility
of people and goods, but also over the long term it influences patterns of growth, land
use and economic activities. During the last decade, Remote Sensing (RS) and
Geographic Information System (GIS) technology have been used for route-planning

1
process and now recently land use pattern is being considered for the effective road
network planning.

It is easier to plan a road network in a new settlement area where the land use doesnt
play an important role, while it takes lots of research to plan road network in the urban
areas. Pokhara city where the urbanization is approaching at peak point, land use pattern
cannot be ignored, as it plays an important role. Road Network evaluation is required in
order to aid the road planning in these areas. GIS coupled with Multi-criteria analysis
(MCA) has helped to enhance multi-criteria decision making associated with planning
process (Maha, 2012). The use of GIS with MCA has helped for decision makers
towards actualizing the optimal route for desired choice and enhance in decision
making process (Chakhar & Martel, 2003).

1.2. Problem Statement

Road network deals with the development of a comprehensive plan for construction and
operation of transportation facilities. In order to develop efficient and better transport
facility, it is necessary to have a proper road network. In road network planning,
planners need to put into consideration factors like gradients or slope, land-use and
geology with community, political and governmental interest. These different
considerations make the planning process complex and generate confusion in the
decision making process so many factors are ignored during planning phase which
results failure of the road network in future. In context of pokhara city which has also
gone through same procedure to develop road network, where land use change has
resulted issue related to supply and demand causing insufficient capacity of road,
congestion and road crashes. So a better way of planning of road network is required
which could be efficiently handled by evaluating the current road network and
determine either the road links needs an upgrade or develop a new road network.

1.3. Objective of Study

The study mainly attempts to study existing road network of pokhara city and evaluate
the current road network condition. The main objectives are:

Create the land use map of the pokhara city

Create the road network map with the attribute
Generate the evaluation model by the saturation map
Validating the evaluation model by the road network capacity data

2
1.4. Scope of Study
This study will use GIS and MCA to analyze current road network to meet the objective
such that the study will be able to determine whether the current network will be
sufficient to meet the current demand or not and finally with this evaluation system
based on GIS will be able to coordinate between the land use pattern and the
transportation need which results a tool for assessment for the modification of the traffic
system and develop a planned road network. This application of this model will be in
the planning of road network in urban cities as well as to cities leading to urbanization.
It will not only useful for the evaluation of the current road networks also useful to plan
the new road network. Also it will have its most important scope in reducing the traffic
management problems such as congestion and effective.

1.5. Organization of the report

The report is organized in seven chapters. The present chapter i.e. chapter one deals
with the general introduction, statement of problem and objectives associated with this
particular research work. Chapter two briefly describes the basic aspects of road
network and Land use while chapter three deals with the basic aspects of ArcGIS and
the tools used to evaluate the road network. And Chapter four consists of literature
review of various articles and works done in the field of the road network evaluation
techniques and also the use of land use and ArcGIS to evaluate the road network.
Chapter five deals with the data collection, extraction and analysis methodology,
whereas chapter six deals with how the collected data are extracted and also shows the
preliminary analysis of the data. Seventh chapter draws the summary with conclusion,
limitation and future works.

3
 BASIC ASPECT OF ROAD NETWORK
AND LANDUSE

Road Network Evaluation has been quite interesting topic in recent times. Many
researches have been conducted in the field of road network optimization and overcome
the traffic problems such as congestion. Road Network Evaluation with land use system
includes all activities that are performed so as to determine the saturation capacity of
network and predict the links that has issues, which creates traffic related problems such
as congestion. To accomplish such activities, it covers many components in it. This
Evaluation technique enables it to systematically deal with those activities. It is also
integrated with other analysis models which include determining the road network
characteristics and comparing the results.

2.1. Road Network Capacity

Road capacity, defined as the maximum design capacity of a given roadway using all
available lanes; usually expressed in vehicles per hour or vehicles per day. Effective
capacity is the capacity available after many random influences such as the driver
behavior of individuals, changing road conditions and weather has interacted to remove
an element of available capacity. The effective capacity at the link, junction and
network level available for utilization by traffic is not currently monitored or fully
understood.

2.2. Network Design Capacity:

A single capacity value (possible derived from a capacity distribution) representing the
maximum traffic volume that may cross a section of road with certain probabilities
under pre-defined road and weather conditions.

Strategic Capacity: A capacity value (possible derived from a capacity distribution)

representing the maximum traffic volume a road section can handle, which is assumed
to be a useful value for analyzing conditions in road networks (e.g. traffic flow
assignment and assimilation). The capacity value or distribution is based on observed
traffic flow data by static capacity models.

Operational Capacity: A capacity value representing the actual maximum flow rate of
a roadway, which is assumed to be a useful value for short-term traffic forecasting and

4
with which traffic flow control procedures may be performed. This value is based on
direct empirical capacity methods with dynamic capacity models.

2.3. Passenger Car Units

Passenger Car Equivalent (PCE) is a metric used in Transportation Engineering, to

assess traffic-flow rate on a highway. A Passenger Car Equivalent is essentially the
impact that a mode of transport has on traffic variables (such as headway, speed,
density) compared to a single car.

The unrestricted mixing of various classes of vehicles along a road creates many
problems to the traffic engineers and planners. One type of vehicles in the traffic stream
cannot be considered equivalent to any other type, as there is large differences in their
vehicular and flow characteristics.

The space of the carriage way is shared by vehicles depending upon their size, speed,
headway and lateral gap maintained by them. The non-uniformity in the static and
dynamic characteristics of the vehicles is normally taken into account by converting all
vehicles in terms of common unit. The most accepted one such unit is passenger car
unit (PCU) which are given in Table below:

Table 2-1 : Passenger Car Unit (PCU), Nepal Road Standard 2070

Vehicle type Transport Unit

Car, Auto Rickshaw, SUV,Light Van and Pick Up 1.0

Light (Mini) Truck, Tractor, Rickshaw 1.5

Truck,Bus,Minibus,Tractor with trailer 3.0

Bicycle,Motorcycle 0.5

Non-motorized carts 6.0

5
2.4. Land Cover
The definition of land cover is fundamental, because in many existing classifications
and legends it is confused with land use. Land cover is the observed (bio) physical
cover on the earth's surface. When considering land cover in a very pure and strict
sense, it should be confined to the description of vegetation and man-made features.
Consequently, areas where the surface consists of bare rock or bare soil are land itself
rather than land cover. Also, it is disputable whether water surfaces are real land cover.
However, in practice, the scientific community usually includes these features within
the term land cover.

Figure 2-1: Land Use map Pokhara (1999, 2013)

2.5. Land use

Land use is characterized by the arrangements, activities and inputs people undertake in
a certain land cover type to produce, change or maintain it. Definition of land use in this
way establishes a direct link between land cover and the actions of people in their
environment. The following examples are a further illustration of the above definitions:

"grassland" is a cover term, while "rangeland" or "tennis court" refer to the use
of a grass cover; and

6
 "Recreation area" is a land use term that may be applicable to different land
cover types: for instance sandy surfaces, like a beach; a built-up area like a
pleasure park; woodlands; etc.

According to Land use Policy 2015, it has classified the land use pattern into different
land use zones (LUZs).

2.5.1. Agriculture Zone:

"Agriculture Zone" shall denote the zone where agricultural production (Corn crops,
cash crops. horticulture etc.), animal husbandry, fisheries, agricultural forest products
and plants planted in private land, are existed or may be existed. This term also denotes
any specific zone which is declared as agricultural zone by Government of Nepal
(GoN), among others.

2.5.2. Residential Zone:

"Residential Zone" shall denote the land used by human beings for habitat. This term
also denotes shed, bhakari (large bamboo bin used to store crops), garage, stable, well,
water tap, fruits garden, vegetable garden, yard or the land used for other such purpose
whether the land is adjoined to a house or not. This term also indicates colony home,
apartment constructed by a business company or institution by a business company or
institution in residential zone, and any specific zone declared as residential area by
Government of Nepal (GoN), among others.

2.5.3. Commercial Zone

"Business zone" means the land covered by house, shop, hotel, exhibition hall, petrol
pump, go down, health, communication or goods transacting spot or any literary,
scientific or technical service, association making available of information and
consultancy, haat (local market places where transaction is done in a regular interval),
disco operated for business purpose, club, swimming pool, theatre hall including
entertainment site or any business purpose, and is separated for the purpose. The term
also indicates a commercial building constructed by Business Company or association
in business zone, and the land covered by such building. Moreover, this term also
denotes any geographical area that is declared by Government of Nepal (GoN) so as to
make it urbanized for market expansion and business purpose, among others.

7
2.5.4. Industrial zone
''Industrial zone'' means the land covered by house or hut constructed for establishment
of industry that produces goods or to be operating thereof including the land having
separated for the purpose. This term also indicates any specific geographical zone
declared by Government of Nepal (GoN) as industrial corridor, industrial village,
industrial cluster, special export zone or special economic zone for promotion of
industry, among others.

2.5.5. River and Lake-Reservoir Zone

''River and Lake-Reservoir Zone'' means river, brooklet, territorial stream, canal, pond,
lake-reservoir or wetland, among others.

2.5.6. Forest Zone

''Forest Zone'' means government, community, leasehold forest covered fully or
partially by tree and vegetation including wild life conservation, preserved area,
bushes, nursery plant and the place which is declared as forest area by Government
even in nonexistence of tree including lands with all types of forest. This term also
denotes any specific geographical area which government declared as forest area for
expansion of forest area or green area, among others.

8
 BASIC ASPECT OF ARC GIS

3.1. General
GIS technology is appropriate for a variety of usages including resource management,
land surveying, and traffic planning. Traffic use GIS technology to solve problems, find
solutions for traffic congestion. Traffic congestion is the phenomenon of increased
disruption of traffic movement on an element of the transport system, observed in terms
of delays and queuing, that is generated by the interactions amongst the flow units in a
traffic stream or in intersecting traffic streams. The phenomenon is most visible when
the level of demand for movement approaches or exceeds the present capacity of the
element and the best indicator of the occurrence of congestion is the presence of queues.

The simplest GIS tools that can be used for traffic congestion GIS application is related
to displaying and querying spatial and attribute data. For example, ArcGIS software has
several functions that can be used for data query and display. This software can display
attributes in relation to points, lines or polygons, otherwise known as thematic mapping.

3.2. ARC GIS

Arc GIS is a scalable system of GIS software produced by Environmental systems
research institute (ESRI). This system contains three different products: Arc view, Arc
Editor, Arc info.

3.2.1. Topological modeling

A GIS can recognize and analyze the spatial relationships that exist within digitally
stored spatial data. These topological relationships allow complex spatial modeling and
analysis to be performed. Topological relationships between geometric entities
traditionally include adjacency (what adjoins what), containment (what encloses what),
and proximity (how close something is to something else).

3.2.2. Geometric networks

Geometric networks are linear networks of objects that can be used to represent
interconnected features, and to perform special spatial analysis on them. A geometric
network is composed of edges, which are connected at junction points, similar to graphs
in mathematics and computer science. Just like graphs, networks can have weight and
flow assigned to its edges, which can be used to represent various interconnected

9
features more accurately. Geometric networks are often used to model road networks
and public utility networks, such as electric, gas, and water networks. Network
modeling is also commonly employed in transportation planning, hydrology modeling,
and infrastructure modeling.

3.2.3. Map overlay

The combination of several spatial datasets (points, lines, or polygons) creates a new
output vector dataset, visually similar to stacking several maps of the same region.
These overlays are similar to mathematical Venn diagram overlays. A union overlay
combines the geographic features and attribute tables of both inputs into a single new
output. An intersect overlay defines the area where both inputs overlap and retains a set
of attribute fields for each. A symmetric difference overlay defines an output area that
includes the total area of both inputs except for the overlapping area.

Figure 3-1 : Map Overlay

3.2.4. Graphic display techniques

Traditional maps are abstractions of the real world, a sampling of important elements
portrayed on a sheet of paper with symbols to represent physical objects. People who
use maps must interpret these symbols. Topographic maps show the shape of land
surface with contour lines or with shaded relief. Today, graphic display techniques such
as shading based on altitude in a GIS can make relationships among map elements

10
visible, heightening one's ability to extract and analyze information. A GIS was used to
register and combine the two images to render the three-dimensional perspective view
looking down the San Andreas Fault, using the Thematic Mapper image pixels, but
shaded using the elevation of the landforms. The GIS display depends on the viewing
point of the observer and time of day of the display, to properly render the shadows
created by the sun's rays at that latitude, longitude, and time of day.

3.2.5. GIS data mining

GIS or spatial data mining is the application of data mining methods to spatial data.
Data mining, which is the partially automated search for hidden patterns in large
databases, offers great potential benefits for applied GIS-based decision making.
Typical applications include environmental monitoring. A characteristic of such
applications is that spatial correlation between data measurements requires the use of
specialized algorithms for more efficient data analysis.

3.2.6. ArcView
ArcView is the desktop version meant for general (non- professional) audience. It is the
most popular desktop GIS software program, but it is not the only one. With the jump
from Arc view 3.2 to Arc view 8.x, ESRI brought ARC view into its Arc map system so
that it uses the same structure as its more sophisticated GIS products. Arc view 9 adds
some functionality to Arc view 8, but the two versions in a very similar way.

3.2.7. ArcCatalog
ArcCatalog allows the user to easily access and manages geographic data that is stored
in folders on local disks or relational databases that are available on the user's network.
Data can be copied, moved, deleted, and quickly viewed before it is added to a map. In
addition, metadata can be either read or created using this ArcGIS application.

11
 Figure 3-2 : ArcCatalog Preview

3.2.8. ArcMap
ArcMap allows the user to display and query maps, create quality hardcopy maps and
perform many spatial analysis tasks. ArcMap provides an easy transition from viewing
a map to editing its spatial features.

Figure 3-3 : ArcMap Preview

3.2.9. ArcToolbox
ArcToolbox provides an environment for performing geoprocessing operations (i.e.,
operations that involve alteration or information extraction). Tools step the user through

12
the many geoprocessing tasks. ArcToolbox is embedded in both ArcCatalog and
ArcMap.

Figure 3-4 : Arc Toolbox Figure 3-5 : Spatial Analyst Toolbox

3.2.9.1. Spatial Analyst Toolbox

The ArcGIS Spatial Analyst extension provides a rich set of spatial analysis and
modeling tools for both raster (cell-based) and feature (vector) data. The capabilities of
Spatial Analyst are broken down into categories or groups of related functionality.
Knowing the categories will help you identify which particular tool to use. There are
several ways to access Spatial Analyst functionality. With geoprocessing, operations in
the Spatial Analyst toolbox can be performed through a Tool dialog box, Python (either
at an interactive command line interface or with a script), or a Model. Traditional
operations and workflows using Map Algebra can also be performed in the Python
environment. There is also a Raster Calculator available for entering simple Map
Algebra expressions that generate an output raster.

a) Extraction tools

The Extraction tools allow to extract a subset of cells from a raster by either the cells'
attributes or their spatial location. One can also obtain the cell values for specific
locations as an attribute in a point feature class or as a table. The tools that extract cell
values based on their attribute or location to a new raster include the following:

13
 Extracting cells by attribute value (Extract by Attributes) is accomplished
through a where clause. For example, your analysis may require an extraction of
cells higher than 100 meters in elevation from an elevation raster.
Extracting cells by the geometry of their spatial location requires that groups of
cells meeting a criteria of falling within or outside a specified geometric shape
(Extract by Circle, Extract by Polygon, Extract by Rectangle).
Extracting cells by specific locations requires that you identify those locations
either by their x, y point locations (Extract by Points) or through cells identified
using a mask raster (Extract by Mask).

b) Reclass tools

The Reclass tools provide a variety of methods that allow you to reclassify or change
input cell values to alternative values. The most common reasons for reclassifying data
are to accomplish the following:

Replace values based on new information.

Group certain values together.
Reclassify values to a common scale (for example, for use in a suitability
analysis or for creating a cost raster for use in the Cost Distance tool).
Set specific values to No Data or set No Data cells to a value.

There are several approaches to reclassifying your data. The methods of reclassification
and the tools that perform them are:

Individual values. (Lookup, Reclassify)

Ranges of values. (Reclass by ASCII File, Reclass by Table, Reclassify)
Intervals. (Slice)
Continuous values using functions. (Rescale by Function)

c) Surface tools

With the Surface tools, you can quantify and visualize a terrain landform represented by
a digital elevation model. Starting with a raster elevation surface as input, with these
tools, you can gain information by producing a new dataset that identifies a specific
pattern within an original dataset. You can derive patterns that were not readily

14
apparent in the original surface, such as contours, angle of slope, steepest downslope
direction (Aspect), shaded relief (Hill shade), and visibility.

Slope

Identifies the slope (gradient, or rate of maximum change in z-value) from each cell of a
raster surface. Slope is the rate of maximum change in z-value from each cell. The use
of a z-factor is essential for correct slope calculations when the surface z units are
expressed in units different from the ground x, y units. The range of values in the output
depends on the type of measurement units. For degrees, the range of slope values is 0 to
90. For percent rise, the range is 0 to essentially infinity. A flat surface is 0 percent, a 45
degree surface is 100 percent, and as the surface becomes more vertical, the percent rise
becomes increasingly larger.

d) Overlay tools

Overlay analysis tools allow you to apply weights to several inputs and combine them
into a single output. The most common application for Overlay tools is suitability
modeling. Overlay analysis is a group of methodologies applied in optimal site selection
or suitability modeling. The following lists the general steps to perform overlay
analysis:

Define the problem

Defining the problem is one of the most difficult aspects of the modeling process. The
overall objective must be identified. All aspects of the remaining steps of the overlay
modeling process must contribute to this overall objective. The components relating to
the objective must be defined. Some of the components may be complimentary, and
others competitive. However, a clear definition of each component and how they
interact must be established. Not only is it important to identify what the problem is, a
clear understanding needs to be developed to define when the problem is solved, or
when the phenomenon is satisfied. In the problem definition, specific measures should
be established to identify the success of the outcome from the model.

Break the problem into sub models

Most overlay problems are complex, and it is recommended that you break them down
into sub models for clarity, to organize your thoughts, and to more effectively solve the
overlay problem.

15
 Determine significant layers
The attributes or layers that affect each sub model need to be identified. Each factor
captures and describes a component of the phenomena the sub model is defining. Each
factor contributes to the goals of the sub model, and each sub model contributes to the
overall goal of the overlay model. All and only factors that contribute to defining the
phenomenon should be included in the overlay model. For certain factors, the layers
may need to be created.

Reclassification/transformation
Different number systems cannot be directly combined effectively. Because of the
potential different ranges of values and the different types of numbering systems each
input layer may have, before the multiple factors can be combined for analysis, each
must be reclassified or transformed to a common ratio scale. Common scales can be
predetermined, such as a 1 to 9 or a 1 to 10 scale, with the higher value being more
favorable, or the scale can be on a 0 to 1 scale, defining the possibility of belonging to a
specific set.

Weight
Certain factors may be more important to the overall goal than others. If this is the case,
before the factors are combined, the factors can be weighted based on their importance.
For example, in the building sub model for siting the resort, the slope criteria may be
twice as important to the cost of construction as the distance from a road. Therefore,
before combining the two layers, the slope criteria should be multiplied twice as much
as distance to roads.

Add/Combine
In overlay analysis, it is desirable to establish the relationship of all the input factors
together to identify the desirable locations that meet the goals of the model. For
example, the input layers, once weighted appropriately, can be added together in an
additive weighted overlay model. In this combination approach, it is assumed that the
more favorable the factors, the more desirable the location will be. Thus, the higher the
value on the resulting output raster, the more desirable the location will be.

Analyze
The final step in the modeling process is for you to analyze the results. Do the potential
ideal results sensibly meet the criteria.

16
 LITERATURE REVIEW

4.1. Literature Review on Road Network Evaluation

Existing reliability studies of road networks are mainly limited to connectivity and
travel time reliability and may not be sufficient for a comprehensive network
performance measure. Recently (Chen, Yang, Lo, & Tang, 1999) introduced capacity
reliability as a new network performance index. It is defined as the probability that the
network can accommodate a certain traffic demand at a required service level, while
accounting for drivers' route choice behavior. The proposed capacity reliability index
includes connectivity reliability as a special case and also provides travel time
reliability as a side product.

(Chen A. , Yang, Lo, & Tang, 2002) Presented capacity reliability as a new
performance measure for a road network. It defines the probability that the network
capacity can accommodate a certain traffic demand at a required service level, while
accounting for drivers route choice behavior. The reason is simple; the connectivity
between the origin and the destination is a necessary condition for the successful
operation of a road network, but it is not a sufficient condition. The success of the OD
connection should also ensure the availability of the required OD capacity. Beside the
probabilistic assessment of network capacity, travel time reliability is readily available
during the estimation of the maximum capacity of the network. In addition, a reliability
evaluation framework, which combines reliability and uncertainty analysis, network
equilibrium models, and sensitivity analysis of equilibrium flow methods, has been
developed. Numerical results have been performed to demonstrate the feasibility of the
reliability evaluation procedure.

A research paper (Pokharel & Ieda, 2016) proposed a network evaluation methodology
to prioritize road network links for improvement to avoid network closure and to
identify network performance at any time during restoration of damaged links.
Literature taxonomy of research on the reliability of the road networks and an
assessment of existing road network evaluation methodologies from the viewpoint of
practicability was conducted and suggests a new road network evaluation methodology
for the prioritization of links to be improved in response to network closure

17
vulnerability. This paper proposes the evaluation of links by using the performance
index.

(Mitra, 2014), Intends to develop a methodology for assessment and evaluation of city-
level transportation network in the context of India. The data and information available
in most Indian cities are also inadequate. The methodology for assessing the city-level
transportation network developed in this dissertation is an attempt to provide a decision-
making mechanism within the constraints of data and information characteristic of
Indian cities. Unlike the classical and contemporary models of transportation network
assessment models, methodology used for assessment of road network proposed does
not rely upon the origin-destination trip distribution data. Rather, it is structured on
some grass-root characteristics of trips, viz., physical distance, time distance, flow-
capacity ratio, safety, comfort and reliability.

4.2. Literature Review on Land Use and traffic Evaluation

(Rimal, 2011) has assessed and modeled the trend of urban land cover changes in the
area by using an integrated approach including GIS, RS, and modeling tools. LULC
maps of the Pokhara city has been obtained for 1977, 1990, 1999 and 2010 with the
help of an object oriented approach. The derived maps have provided new information
on spatial-temporal distributions of built-up areas in the region. This study presents the
urgent and needed statistical information but also provide a spatial context to this
information.

(Xiao, et al., 2006) presents an integrated study of urbanization trends in Shijiazhuang

City, Hebei Province of China, by using Geographical Information Systems (GIS) and
remote sensing. The study explores the temporal and spatial characteristics of urban
expansion from 1934 to 2001, and land use/cover change from 1987 to 2001.
Temporally, urban expansion shows fast and slow growth stages, with the high-speed
growth districts shifting to the east or west side of the city. The spatial patterns of urban
growth can be categorized into three types: special objectives oriented type, social-
political intervention type, and normal urban growth type. The remotely detected land
use/cover change from 1987 to 2001 shows that the land use/cover was largely changed.
The land use/cover conversion relationship implies that these changes are governed by
urban expansion, which produces a force to drive the land use changes in search of a
higher return. Lastly, the major factors influencing urban expansion and land use/cover

18
change are also discussed. In general, the population, traffic conditions,
industrialization, and policy are the major factors that influenced the urban expansion.

(Shaw & Xin, 2003) presents a temporal geographic information systems (GIS) design
that offers exploratory data analysis capabilities to interactively examine land use and
transportation interaction at user-specified spatial and temporal scales. A spatiotemporal
interaction framework, implemented with temporal GIS databases, provides a
foundation for the development of spatiotemporal analysis functions to systematically
explore land use and transportation interaction.

( Ford, Barr, Dawson, & James, 2015) Presents a simple GIS-based tool developed to
allow the rapid analysis of accessibility by different transport modes. Designed to be
flexible and use publicly-available data, this tool (built in ArcGIS) uses generalized cost
to measure transport costs across networks including monetary and distance
components. This paper shows different patterns of accessibility across the city by
different modes. It is shown that these patterns can be examined spatially, by
accessibility to particular destinations (e.g., employment locations), or as a global
measure across a whole city system. A number of future infrastructure scenarios are
tested, examining the potential for increasing the use of low-carbon forms of transport.

(Lingjun, Zong, & Yan, 2008) Uses land use suitability assessment as in urban-rural
planning. Land use suitability assessment progress on basis of relevant natural,
economic, social and technical data, using GIS, RS and other methods with an
individual assessment for every impact factor on the protection and development, and
which provide comprehensive congruence analysis to the factor by the most optimal
allocation principles and finally derive the rational allocation program of various
elements and resources. Through this evaluation method, it determine the space
relationship of "strict protection - appropriate protection - general use - optimal use -
key development" in different policy conditions, so as to provide a solid theoretical
foundation and serviceable content for urban-rural planning. The research uses remote
sensing technology, GIS technology in land suitability evaluation which is a new
technology and a new method in urban-rural planning and suitability comprehensive
evaluation. Through remote sensing image interpretation results, residential area is be
extracted. On basis of the characteristics of population distribution, using the natural
impact factors (terrain) and socio-economic impact factors (Towns scale, the distance

19
from the town, the distance from the main network traffic), the population on the grid is
discrete by spatial analysis functions of GIS. Through analyzing the various factors
which impact on land suitability and the distribution of population, the weight of the
various factors which impact on the development of urban-rural is determined and
evaluate the land use suitability to determine the direction of urban-rural. These provide
the scientific basis for planning.

A research (Abdullahi, Pradhan, Mansor, & Shariff, 2015) performed a compact

development analysis of Kajang City (Malaysia) with emphasis on evaluating and
discussing the importance of mixed land use development. First the land use
developments were predicted using weights of evidence model. Finally, the importance
of mixed land use for compact cities was evaluated using multicriteria decision analysis
(MCDA). The created mixed land use probability map was validated using the receiver
operating characteristics (ROC) technique.

(Kumar & Kumar, 2016) ArcGIS based Network Analysis provide multiple solution
aspects for a variety of problems pertaining to spatial networks include finding the most
efficient travel route, generating travel directions, locating the closest facility, and
defining service areas based on travel time and distance covered. The present study tries
to analyze the potential use of network analysis in defining the optimal service area of
different services such as hospitals, schools and fire stations of Chandigarh city. Google
earth image of Chandigarh city has been used for this study; it was then geo-referenced.
Digitization was carried by using Shape file generated for different analysis. The
network analysis tool was used to measure the efficiency of services in terms of time
and distance. It also help in analyzing the gap existing in the spatial allocation of these
services in city area and whether the existing resource allocation is good or bad in term
of efficiency of these services.

(Sai, Kumar, & Nagasaibaba, 2015) In this paper, a brief practical review is presented
on the Road network in the urban areas constitutes of the essential infrastructures for
the development of the city and also to meet the demands of the people. This research
uses GIS based road network configuration and performs the behavioral model to
improve the existing road infrastructure and also suggest the improvements over the
existing infrastructure it is required that should be identified first and should find out
which factor is leading to suggest the improvements.

20
Research conducted on Jeddah city (Al-Enazi , 2016) uses several GIS functions in this
paper including network analyst and overlay analysis using ArcGIS 10.2. The priority
results are utilized in evaluating congestion points according to roads direction, which
helps planner in re-assigning roads directions to mitigate congestion points at all parts
of Jeddah city. Methodology for traffic congestion solutions in the paper includes the
various steps and use of GIS technology. It integrates the geo-database, network analyst
tool, and field experiment. The priority results are utilized in evaluating congestion
points according to roads direction. Results obtained from these tools compare alternate
improvement strategies, and solutions thus giving the best possible solution. ArcGIS is
a collaborative that allows using, creating, and sharing maps, apps, and data, including
authoritative base maps. Finally, a service area investigation has been performed based
on GIS buffer analysis technique and by using GIS overlay analysis function it could
define the congestion points according to roads direction.

(Sun, Qiao, Zhang, & Yang, 2015) analyzes the interactive relationship between land
use and traffic system. Feasibility judgment of planning scheme is implemented based
on land attribute, represented by urban floor area ratio and road area ratio. TransCAD
based simulation is used to evaluate the planning scheme by traffic flow and the
saturation of each link. Comparisons between traffic generation and traffic network
capacity, based on a two-dimensional model of Space and Time Consuming Method, is
presented to verify the coordination between urban traffic and land use. A real-world
case study is implemented to test the efficiency and applicability of the proposed model
and computing methods.

21
 RESEARCH METHODOLOGY

5.1. General
The objectives of this research work had been discussed in the first chapter. In order to
fulfill those objectives, a methodology needs to be formulated to achieve the desired
results. This chapter describes the details of the site considered in the study, the method
adopted for the data collection and the processing of the collected data.

5.2. Site Selection

Pokhara is a beautiful and historical town of Nepal which was made town municipality
in 1962. Designation of Pokhara as the headquarters of the Western Development
Region of Nepal in 1972, contributed to upgrade Pokhara Municipality in the present
status of Metropolitan City in 2017 with 33 wards. Pokhara city of Pokhara Lekhnath
Metropolis lies in the broad valley of Seti River covering an area of 55.31 sq.km (some
study shows 56 sq.km ) located on the southern foot of the Mt. Annapurna and Mt.
Fishtail Himalayan region 83 58' 30" to 84 02' 03" east longitudes and 2810' north to
28 16' north latitudes. Fewa Lake and Seti River have drained the city. Seti River
dissects it into two parts. Enchanting natural beauty and its unique social and cultural
heritage are responsible for the present development of town. Pokhara is a remarkable
place for natural beauty at an elevation ranges from 627 mete to 980 meter above the
sea level. Being the regional headquarters of western region and the second tourist
center after the Kathmandu, it has attracted a large population from the surrounding
areas. It accounts for the highest growth rate of population among the designated towns
in the country. Pokhara City is selected as the study area rather the whole Pokhara
Metropolitan city because of its rapid process of urbanization and fast change in land
use which has resulted lots of problem in traffic management such as congestion, road
crashes, etc. than other areas.

22
 Figure 5-1: Location Map of Study Area

5.3. Methodology for Data Collection

The major data to be collected for the research work is based on both primary and
secondary information. This includes both field survey and map studies and computer
based analysis. This research is based on analytical model rather than experimental
model; here the sensitivity of data acquired will have its effect on output. So the data
that are collected need to be from reliable source.

23
5.3.1. Primary Data:
In primary session, fieldworks were conducted to acquire first hand data required for
the research. Most of the essential data for improving mapping accuracies of spatial
changes were collected through the fieldwork. Primary data includes field survey of
different control points that is required for effectiveness of the secondary data. As most
of the analysis is based on the secondary data, such primary data plays important role
for the effectiveness of the output result.

Table 5-1 : Primary Data Source

S.N Data Type Source Remarks

1 Ground Control Points Field Works Field Data

2 Road Attributes Field Works Field Data

3 Traffic Volume Count Field Work Video Recording

5.3.2. Secondary Data:

Primarily satellite images from the google earth as well as data from Open street map
(OSM) have been used for this study to classify the land cover of the region. Open
street map is used also to generate the road network with the help of the google earth
image. While the effectiveness of the output data is based on the acquired primary data.

Table 5-2 : Secondary Data Source

S.N Data Type Source Remarks

1 Digital Image Google Earth Base Map

2 Urban Map Open Street Map Base Map

3 Vector Layer Data Boundary

24
5.4. Methodology for Data Extraction
This research will follow three step procedures evaluation, giving full consideration to
the advantages and disadvantages of each step evaluation method, and the result will
conclude towards a single evaluation method.

Step 1: Evaluating Land use and land cover map:

This evaluation method includes creating the land use map and land cover map along
with determining road characteristics, buildup types and identification of the important
areas that contribute trip generation. In this evaluation technique urban volume rate and
road area ratio is also calculated for determining the coordination between
transportation and land use.

a) Urban Volume Rate:

Cbuilding
R1= , where R 1 =Urban Volume Rate;
Cland
Cbuilding =Urban Building Area(m2 ) ; Cland =Urban Land Area(m2 )

b) Road Area Ratio:

Croad
R2= , where R 2 =Road Area Ratio;
CBuilding

Cbuilding =Urban Building Area(m2 ) ; Croad =Urban Road Area(m2 )

c) Road characteristics that will be determined to obtain the road network map
using GIS are :
Lane Number Parking Condition ( Street parking /
Lane Width Off Street parking)
No of Intersections Signalization
d) Land use characteristics for the buildup classification that will be considered
to obtain the buildup map using GIS are :
Residential Zone
Commercial Zone
Semi- Commercial Zone

25
 e) GIS map indicating important areas that contribute trip generation will
consider different buildings and areas such as :
School Oil Store
Hospitals Shopping Complex
Parks Bus Park
Museum Auditorium Hall
Government Offices Etc.

Step 2: Determine the traffic and land use coordination according to the
saturation graph and calculating V/C ratio:

All the maps that has been produced by GIS, such as land use map, road attributes
map, buildup map, trip generating / contributing area map are merged by weighted
layered technique such that the saturation graph is plotted and V/C ratio is calculated
with the relative comparison of the value obtained from the saturation graph.

With this evaluation step we can classify the roads links that need serious attention for
the effective performance. Also it identifies the links that is running normally.

Step 3: Validating the evaluation module with the road network capacity from
investigation:
We will use highway capacity manual to calculate the capacity of the road network
for selected links and intersection; while using the recent work on road network
capacity we will further calculate the network capacity of different links based on the
road characteristics such as intersection, lane width and lane numbers and used to
check the validation of the evaluation model for the selected location.

Volume data Extraction:

The vehicle composition of study area comprises of vehicles ranging from two
wheeler (bike), bus, micro, tipper, mini-truck, to even NMT mode (cycle).Thus,
classified traffic volume count had been extracted from the recorded videos. As it was
difficult to classify vehicles in large details, the classification of vehicle based on their
operating and physical characteristics had been done and classification along with the
adopted PCU values for each mode.

26
5.5. Methodological Framework

Site Selection

Land Use &

Identification of

Road Attribute

GIS map from

Spatial Data
major Routes

Data Land cover map

Buildup
Road Network Map classification map

Important areas
that contribute trip
GIS Analysis generation map
Calculation of V/C ratio
Saturation Graph

Highway Manual
Calculation of road
Validation of GIS based V/C ratio for
evaluation model with road selected links
network capacity from
Investigation Relate entire road
network with
calculated road link
by recent work on
Output network volume
Evaluation system considering capacity
Land use

Figure 5-2: A Framework for Proposed Methodology

27
 DATA ANALYSIS

6.1. Extraction of Data

The data are extracted from the primary information and secondary sources. As per
the methodology, first the land use map of the pokhara city i.e. study area is made by
using ArcGis taking the google earth image and openstreet map as a base map data.
And the road network is developed with its attributes. Such the extracted data will be
used to formulate a evaluation model. The formulated model needs to be validated
using real condition situation such that the major links are selected to validate the
generated model by using the Highway capacity manual and saturation flow model
(Shrestha, 2013).

Figure 6-1 : Study Area Google Earth Image

28
6.2. Creating a Land Use map
After obtaining the google earth image and the primary data from the openstreet map
the next step is to create a land use map for the selected study area, i.e. pokhara city
which includes 18 wards of pokhara sub metropolitan city. Land use map is created
by classifying the land use pattern as per the Land use policy 2015, Nepal taking old
wards boundary of pokhara sub metropolitan.

Figure 6-2 : Land Use Map of Study Area

29
6.3. Creating Road Network Map
The road network that lies in pokhara city is mapped with the bounding boundary
which is the ward boundary of the pokhara sub metropolitan city. The minor links has
been ignored for the mapping as the flow pattern on this link is uncertain. Every such
link is connected to the major links such the effect of these link will be considered.

Figure 6-3 : Road Network Map of Study Area

30
6.4. Network Volume Capacity
The proportion of vehicles in a traffic stream is very important parameter to determine
the network volume capacity and gives general idea of traffic condition. Analysis of
traffic composition gives the idea of supply and demand condition. So, it is crucial to
know the traffic composition of various sections. Vehicle class percentages on
different segments of the study area are shown in below. It is found that; Motor cycle
has the highest percentage in the traffic stream. All these locations are presented
through pie charts. It is observed from these figures those two wheelers traffic is
predominant at all the locations and the percentage shares of vehicles are also given.

Light
Truck,
Light Tractor,
Truck, Rickshaw
Tractor, Car, SUV,
Car, Light 0%
Rickshaw Light Van
Van and
0.12% and Pick
Pick Up
Up
18.13%
19%

Truck,Bus Truck,
, Minibus, Bicycle, Bus,
Tractor Motorcycl Minibus,
Bicycle, e Tractor
with
Motorcycl 74% with
trailer
e trailer
7.53%
74.22% 2%

Bar 6-2: Observed Traffic Composition Bar 6-1: Observed Traffic omposition on
on New Road Section Naya Bazzar sections

Light
Truck,
Tractor,
Car, Light Rickshaw
Van and 2%
Pick Up
16% Truck,Bus,
Minibus,
Tractor
with
Bicycle, trailer
Motorcycl 1%
e
81%

Bar 6-3 : Observed Traffic Composition on

Simalchaur Road

31
 CONCLUSSION

7.1. Summary and Conclusion

The data are extracted such that the data provides a basis for the analysis and
generation of the evaluation model which leads to the effective road network
evaluation model based on land use. Land use pattern shows the rising urbanization as
the land use pattern is mostly concentrated by the buildup in the core areas, which
certainly does have adverse effect on the traffic coordination leading to the unbalance
supply and demand of the road network.

7.1.1. Remaining Works

Till the midterm the data that will be required have been collected, further works that
needs to be done are:

Create the effective road map with the attributes.

Create the saturation map by merging the road attribute map and land use map
Validate the saturation map by using the network volume capacity data.

7.2. Limitation of Research work

Each research works are subjected to some sorts of limitation and such limitation may
sometime leads to slight variation in research outcome and thus those limitation need
to be addressed. The limitation of this particular research works will be the limitation
of the application used such as GIS, Global Positioning System (GPS), etc. and also
the limitation of the secondary data that it incorporates with it. Although the limitation
could not be excluded this study will try to minimize the limitation.

32
 REFERENCE

Ford, A. C., Barr, S. L., Dawson, R. J., & James, P. (2015). Transport Accessibility
Analysis Using GIS: Assessing Sustainable Transport In London. ISPRS International
Journal Of Geo-Information, 4, 124-149.

Abdullahi, S., Pradhan, B., Mansor, S., & Shariff, A. R. (2015). GIS-Based Modeling
For The Spatial Measurement And Evaluation Of Mixed Land Use Development For
A Compact City. Giscience & Remote Sensing, 52(1), 18-39.

Al-Enazi , M. (2016, March). Traffic Congestion Evaluation Using GIS Case Study:
Jeddah City. International Journal Of Computer Applications, 138(1), 7-11.

Chakhar, S., & Martel, J. (2003). Enhancing Geographical Information Systems

Capabilities With Multi-Criteria Evaluation Functions. Journal Of Geographic
Information And Decision Analysis, 47-71.

Chen, A., Yang, H., Lo, H. K., & Tang, W. H. (2002). Capacity Reliability Of Road
Network: An Assessment Methodology And Numerical Result. Transportation
Research, 225-252.

Chen, A., Yang, H., Lo, H., & Tang, W. (1999). A Capacity Related Reliability For
Transportation Networks. Advance Transportation, 183-200.

Chen, C. (2002). Research On Capacity Of Road Network. Highway Traffic Science

And Technology.

Karna, B. K. (2014). Road Network Planning For Sustainable Urban Development In

Kritipur Municipality, Nepal. Nepalese Journal On Geoinformatics, 34-40.

Khanna, S., & Justo, C. (1971). Highway Engineering.

Kumar, P., & Kumar, D. (2016, February 2). Network Analysis Using GIS
Techniques: A Case Of Chandigarh City. International Journal Of Science And
Research (IJSR), 5(2), 409-411.

Lingjun, L., Zong, H., & Yan, H. (2008). Study On Land Use Suitability Assessment
Of Urban-Rural Planning Based On Remote Sensing - A Case Study Of Liangping In
Chongqing. The International Archives Of The Photogrammetry, Remote Sensing And
Spatial Information Sciences, XXXVII.

Maha, O. A. (2012). Spatial Multi-Criteria Assessment To Select Optimum Route To

Improve Transportation Network In Al-Omarah City. Engineering And Technology
Journal, 1351-1361.

33
Mitra, S. (2014, March). A Methodology For Evaluation Of A City Level Road
Network For Passanger Transportation: Case Study Kolkata. International Journal Of
Engineering Research & Technology (IJERT), 3(3), 213-2144.

Pokharel, R., & Ieda, H. (2016). Road Network Evaluation From A Reliability
Perspective: An Accessibility And Network Closure Vulnerability Approach. Asian
Transport Studies, 4(1), 37-56.

Rimal, B. (2011, 4 11). Urban Growth And Land Use/Land Cover Change Of Pokhara
Sub-Metropolitan City. Journal Of Theoretical And Applied Information Technology,
26, 118-129.

Sai, G., Kumar, R. V., & Nagasaibaba, A. (2015, September). Road Network
Connectivity Analysis Based On Gis. International Journal Of Advance Engineering
And Research Development, 2(9), 64-69.

Shaw, S. L., & Xin, X. (2003, June). Integrated Land Use And Transportation
Interaction: A Temporal GIS Exploratory Data Analysis Approach. Journal Of
Transport Geography, 11(2), 103-115.

Shrestha, S. (2013). Development Of Saturation Flow And Delay Models For

Signalised Intersection In Kathmandu City. Thesis, Institution Of Engineering,
Tribhuvan University, Department Of Civil Engineering, Lalitpur.

Sun, Y., Qiao, W., Zhang, Y., & Yang, Y. (2015). GIS- Based Urban Land Use And
Traffic Coordination Evaluation System. Applied Mechanics And Material, 738-739,
204 - 208.

Vasconcellos, E. (2001). Urban Transport, Environment, And Equity: The Case For
Developing Countries.

Xiao, J., Shen, Y., Ge, J., Tateishi, R., Tang, C., Liang, Y., Et Al. (2006, February
28). Evaluating Urban Expansion And Land Use Change In Shijiazhuang, China, By
Using GIS And Remote Sensing. Landscape And Urban Planning, 75(1-2), 69-80.

Zhengyu, W. (2013, 09 03). Research On Calculation Method Of The Urban Traffic

Supply And Demand Disequilibrium Degree Which Is Based On Road Network
Capacity. Applied Mechanics And Materials, 401-403, 2092-2095.

34
APPENDIX 1: Traffic Volume Count

35